AMERICAN RAILRdAD JOURNAL NEW YORK [ETG] V. 32, 1859 , .* i..' r:\'K ■ . . ._ if i y t. ? ■"^'V LIBRARY OF THE UNIVERSITY OF ILLINOIS AT URBANA-CHAMPAIGN AE V. 3^ ■c ..■■■5 .'., * .V* "; . H The person charging this material is re- sponsible for its return to the library from which it was withdrawn on or before the Latest Date stamped below. Theft, mutilation, and undariining of l»oolcf aro roasons for disciplinary action and may result in dismissal from the University. To renew coil Telephone Center, 333-8400 -■•- UNIVERSITY OF ILIINOIS LIBRARY AT URBANA-CHAMPAIGN m 1 5 II 79 L161— O 1096 ■ *l :■ . .. , .M» jL iiw [i^f^im^iffinjiM m. ujiJ ' ' .^■'v.,; vr^ vv- . ■ i «:*■>■?_ -■'■• v" AMERICAN '• ."..■ J •'■• J?i- AILROAD JOURfAL STEAM NAVIGATION, COMMERCE, FINANCE, ■ /. .% -v INSURANCE, BANKING, miSKG, MANUFACTURES. HENRY V. POOR, EDITOR 1 A 15 1^ I S H E i) 1 JV 18 3 1 Second Quarto, Series Volume XV. Or Volume XXXII. ; V '^ 7. n. •V \r i^. .■^V '■; Si. CO. 3 Sfto-lork : ; : , PVBLZSBSRS A2VD Wo. 9 Spruce §tre«t. -. ■« ^»- .■ -•% --.■, V^ -.•O •. .':• » ! . . :-^-.' . EMOTE .i:^rDEX. •A A n9i»»fhr-Sprln Aid ^ ^ Aid srim«& by ih^^tate oftNe' AUbw^ftJ ^loiTlaTlaiTWal. > . oftNew Mississippi Eailroad, 473 Tenn. KlversKailroad.MS, 532 ftoanoes of, 694 and Sa-iq Kailrjad, 2S1, 809, 665 Lumber Trade, S7 " NortiiTD Balr.iftd, 616 Albdrtnarle and Chasapcalce Canai, H Alexandria, Loudoun, and Hampshire Kail- road, SS, 410, GW, Hi, 809 Allegan and Traverse Bay State Railroad,.. T6 1 AUeihany City and Oounty Bonds, 786 AlUnt >W'i Ba'lroal and its connection*,. . .519 Ambor, La^^ing, and Traversa Bay Rail- road. 2Sl,4ll Amerioan Iron Bridgr^s lor South America,. 691 Iron. KeUtive strengtli of, R79 Kailroad Tars for Egypt 679 " Railway Bureau 483 ** (Roger'.-), aa;»inst Eaglish Loe^ motive Eiirfnea, 6t>9 • «*. Engiisli Riils, 539 AndroBCOggin Railroad, 33, 410, 811 »• and Kennebec Railroad, 439, 467 Anothar Onal Con veniion, ^ii AnthraetM Coal Puldiing — Delano's Orate 168 Applicatton of Locouiottve Power to steep Chenanzo Canal, Cheraw and C lalflelds Kailroad 861 Oradienw,..,....,.^ .493 | Cheater VaUey^Rallroad. \\\\\y/////^^ ArtiflciaJ Illumlna-ion of Cars 8 r7 I Chicago, Debt of ... . ... ••••••.•. • •«« Aahiabui. and New Li *bon Railroad, STi I " Burlington and Qulncy Railroad, 831. AMOciaUonof Engineers 619 I 4i»,48a Atlantt and West Point Railroad, 489 AUanUe and Great Wcrtern R dlroad, 474 '• " Oalf Railroad 439,667 " " St. Lawrence Railroad, 652 Aabuni and Allentotvn R dlroad, 410 Auction. Sales of Stock at, T8 Avery's Eallruad lolal, 805 B Bt'timore and Ohio Railroad, 2.>9, 235, 267, 46^, 436, 615, 551, 679, 744, 87i " " Potom.v5 Radroid, li, 810, 679 " City Pas-ionger Cara, 411 " " Eallrjads, BW « Iron, 761 Bank Circulation, 1859, 122 i ■' of Kn.;Un 1, 44, 68, 76, 91. 108 •^ " France, 76,92 Bank* and Bankers, I uportant to, 57 " M«»YorkSut«, 59 " oraUtba6tttt>8, 108 BaroMTlIU and Atlantic RaUroad, 21 1 Bay de No^n^t and Marquette Railroad,. . .402 Bedfbrd RJlt^ ' 395 B«tl«funtaiDe Raiiroa 1 Line, 'i96, 306 Belleville Kailroad, 520 Blue Bidga tiadroad (S. C.) 49, 438, 5!»8 " " fs. Broad Mountain Rtilroad,... 805 Bonds istued by Cincinnati to R. R. Co's.. .844 Book Nolloee 838 Booatia Railroad, 744 i Bfcl4 and lihoes Manufacture oC 28 j BoatM, Cincord, and Montreal R. R., 827, 726 " Debtof, 26,74 " Finances of, 583, 651 " Hor.HeRiilroid, 679 ** and Maine Railroad, 513,617 " " Worcester Railroad. 629 Brid^ IMaaiter, Grand Falls, 821 *" over the Delaware 715 •* " " Ge.iesee River, 715 " " « White River, 741 ** Rock Is'andTbe, 138 •* The Grand Falls, 805 Bridges on the Grand Trunk Railway,.... 85) Brit sk Coal BxporH, 707 " Kailroadi for 135S, 65 « Steam Marine 500 BroAd Blrer Ra iroa 1 Bridge, AH Br,>oklyn Oent'al Railroad, 7i9 " City Railroads, 26 •* and Jamaict Rkilroad, 4W Bmiawtek an 1 Florida R dlroad .452 Baffalo, Brantford, and Pittsburg Railroad, 251 " New Tork and Erie Railroad, 340 '• Grain Trade S44 " Railroad Conventloa, . . . .2i)i», 2ol, 655 ** Trade and Commerce of, for 136S, .201 " and Lake Huron R iilroad, 709 " *♦ State Line RUIro id 453,709 Burden's Machn-t for making Ilorse Shoes... 200 Burii igton and Missouri Railroad, 40}, •^87 Buh aod Lobdall Wheel, The, 842 c Cairo and FuUon Railroad,. . .210, 249, 835, 821 Cattforala, Debt of 35, 185 •• Finances oi; 164 " I ndastry, 52 Cambria R»i!r.>al iron, 436 Cambridge and Union ( Mass ) Rallrmul, 26 Camdea and Amb'>y Rallroal, 421 " » Atlantic Railroad 660 Can GottoB c >me North by Railroadr 808 OaoMla, Finaices of, 6il OaaadUaOoin, Value of the New, 171 " RaUroada, 305 Cost of Transporling Coal on the Balti- more and Ohio Railroad 615 C5otton Statistics 218 Council Bluffs and St. Joseph Railroad 797 Country, Coal trade of the S4 Covington and Lexington Railroad, 164, 533, 667, 6»8 " " Ohio Railroad . . . . 6S2, 723, 786 " " Richmond Railroad 729 Cumberland Coal and Iron Co 879, 229 " River Bridge atNashyillo 872 " Valley RHilroad 6o8, 746 Cuba, Heavy Contracts for 220 " Revenues of 245 Currency : The Report of Messrs. Opdyke, Gallatin, and others 328 D Dalton and Jacksonville Railroad 697, 774 Dan River Coa'fleld Railroad 761 Davtou and Greenville Railroad 63 » Michigan Railroad. 107, 377. 410, 457, 688, 668, 675 " Toledo Eullroad 889 " Western Railroad 682 Dead-Headl^m 79 Death of Brunei 666 " " Robert Stephenson 712 Eefault in County Bonds 472 elano's new Method of Burning Coal. 104,168 Delaware Breatcwater Railroad 811 " Lackawaoa and Western Ball- r.ad 186,534,810 " Lottery Bill, The 107 " and Hudson Canal Co 249, 267 " " Lehigh Water Gap Bailroad.410 " Maryland Railroad 410 Demopolls Railroad 131 „ „ , .„ , , ^ „ ., J ,.„ Des Moines Elver Improvement 75 St. Paul and Fond dn Lac Radroad 1 69 | Dtaalis of th.- Stoimer Great Eastern 843 „ „ , 8^« *»i I Deirolt and Milwaukee Eaib\)ad. . .5, 889, 667, and \U Rallro.ids 147 gjj^ ^,q " Milwaukee Railroad. ........401 .; « Port Huron Railroad 781 " Notth Western RaiIroad..339. 488 , Direct trade with Europe 220 Rock Islanl Railroad 877,661 Discovery of Iron in Texas 719 8t Lou's Railroad 875 | Distance from New York to New Orleans. . 829 District of Columbia 266 Don Pedro II.— Railroad 714 Draft of In'eren on Canal OommisMoners. .489 Dabuqiie and PaciQc Railroad.. . .845, 4>i7, 633, 666, 729, 8»8 " Marion and Western Eaihroad.. .770 " Western Railroad 631,778 Canadian Trade, *50 ,1 Andltor's Report, Abstract oi; 67 ,1, Waba-hand Erie 88 s of Nrw York, 4.V> , ofOhio, 21T Cod Itailroad, 474 Fear an 1 Deep River Navigation Co., 18 Cir, New Sleeping 56 " SpHngs and India Rubber 216, 238 " Ventilation, Ruitan's System of 534 " Wheel Works of Messrs. A. Whitney A Sons, 797 Cast Steel, 99S Cattawlssa Kailroad, 633 " Willlamsport and Erie Rail- road,..?. 674,746 " andTowanda Rallroid, 471 Cedar Falls and Minnesota Railroad 395 " Kev •• Fernandlna Route, The,... 519 " Valley and Minneapolis Railroad,. .,.621 Central Ohio Railroad, 475, 673 Central Park Lo.« 582 " Kailroad of Georgia 50 " " " New Jersey 66, 273,315,821 " Snnthorn Railroad - 538 Charleston and Savannah RaUroad 74,146. 760 786, 810 Charlotte and South Carolina Railroad 200 Chattanooga and Cleveland Railroad,. .893, 474 The 616 Keoki Detroit and Canada Junction R.R, 410 Iowa and Nebraska Bidroad S7, 874 407,630 Cincinnati, City Ralroais in 503 " Commerce and Trade of 614 o Dayton and Toledo Railroad . .474 " Haml ton, and Dayton Rail- road 647,659,675 " Wilmnrton, and Zanesvllle Ra Iroad ... .281, 299, 887, 894 " and Ciiicago Railroad 697 " Finances of 211 City Horse Oar Rdlroals 20 " Passenger Railroads — History of 567 " Railroads 87,78 " " in <5inclnnal 608 Clearing House, Philalelptila 28 Cleveland Co. and Ciacinnati R. R.,..647. 553 ** Fainenille a id Ashtabula Rail- road. 589 " Ooppr Works 411 " and Pittsburg Railroad.. .75,91, 648 - Toledo Railroad... 865, 409, 547 Clinton Bridge, Th» 410 God-Burning Engines ISO, 121, 229, 461 *' Delano's new method of Burning 104 " Exports Bilthh 707 " Fii-lds of Pennsylvania, 117 " for Locomotivei 597 " trade of Lyken's Valley 632 » " " Pittsburg 549 Coal Trade of ttte C luntry 84 " " Western Pennsylvania 165 Ooalfle'ds Railroad, The 208 0.)ast Survev, The 21,442 Coctieco Kailroads 490 O.loaUl Trade of Great BriUin, The TiS Columbia and Reading Ra Iroad 746 Colu!nbus R dlroad Convention 210 Commerce and Trade of CinclanaU 614 of Canada 484 " of Copper 4^8 " of New Orleais 620 Commercial Bearings of the Treaty be- tween "Tue Four Great East and West Lines," The 105 Compirative Productivenesi of English and American Railroads 89 Competition between the "Four Great Lines" 230 " of the Grand Trunk Baib-oad . 741 " on the Laiies 441 " Questlon,The 891 Concord Railroad 898 " and Portsmouth Ea'Iroad 744 Cjnneeticat and Paunmpsic Rivers Rail- road 329 Construction of Wooden Bridges, Treatise on, 28'2, 248, 253, 274, 290, 803, 323. 840, 853, 872 389, 4u5, 421 Convention, The Cleveland and Free-pass System 699 Coosa River Navigated 475 Copper Mines of Lake Superior 5-3 " Smelting at Ba'tlmnre 466 CostofTranaportaion on Railroad* 57, 630 " " •' over the Erie Canal Route 721 » War 469 . East Pennsylvania Railroad 262 " Tennessee and Georgia Railroad 2s7 " Virginia Ral iroad 186 Eastern Eallroad 467 Shore, Md.. Railroad 181,210 Eaton and Hamilton " ...99 " " Richmond " 487 Eat mton and Madison " 740 KdgoUeld and Kentucky *• 634, 781 Employment of Artillery in Public Works. KM) Enjineers Association of 6\0 England, B ink of 44 EnglUh vs. Amerioan Rails. . .568. 571, 602, 612 " and American Railroads: Compar- ative Productiveness of 89 '• Emigration Returns 666 Ericsion's Engines 650,679 Erie Canal and competing railroads. The.. 24 '• " Eoate, Cost of Transportation over the 721 Eufala Railroad 761 Europe, Direct Trade with 220 European and North American Bailroad. .161, 411 Exploration In the Northwest 440 *' of the Rocky Mountains in the* British Possessions 194 Export Trade of New Orleans 618 Farm Mortgage Bonds of the Wisconsin Railroad 826 Payette County Railroad 879, 4 j7 Fiaancial Cond tioo of the Chief European p. iwers 486 Fltchbur< Railroad 20 Flint and Pere Marquette Railroad. . .52*2, 686, 729 Florida, and its Internal Improvements — 516 " AUantic and Gulf Central Rail- road 580 " Peninsula Railroad 478 " Progress of Rallro\ds in 4"8 Rai road 489, 442, 472, 600, 757 " railroads— Brief Review of 677 Flour and Grain Trade of the Lake Regi- ons, The 257 FluctuUims in Railroad Property 892 Foreign Commerce of New York 48, 562 " « " the United States... 4 Forged Stamp of Liwmoor 826 Fort Smith, railroad to 878 " Valley and Brunswick RaUroad 747 Free Passes on the Erie Railroad 488 Freight how cheaply it can be moved 57 Fremont and Indiana Railroad 785 Krench Agriculture 483 Funded Debt of the City of St Louis. .■. . . .862 Galena and Chicago Railroad, 152, 163, 894, 5: 5 Galveston,nnaston and Henderson Ballroad,8 Gas Light Companies, 5 Gauge of Russian Railroads, 625,6 " " the Ohio and Mississippi RalIroad,4~ " Question. . 787, 758, 769, 798, 817, 387, 8 Genesee Valley Canal, 6 " " Railrwwi, 6,808,6 Georgetown (S. C), Railroad, 1 Georgia and Alabama Railroad, 7' Census oi; for 1669, 71 " Finances of; 71 " Railroad and Banking Ca, K Olendale Extension, The, 78 Gold, Shipments of, from California, S Government, Pensions paid by the, 5i Grand Falls, N. B., Bridge, 80: ** Rapids and Indiana Railroad 47'i " Trunk RaUroad, 10, 74, 250, 602, 6^ 646, 67S, 729, 780, 744 Great Britain : The Colonial Trade of, 72! " Eastern, 61J " India Rubber Case, The, 6U " Invention in Iron Making, 8U " Weetern Railroad and its sleeping cars, li " Western (Ca). Railroad, 295, 69' » " (III). Railroad, 866,85 Green Eiver Bridge, 4^ Greenville and Colombia Railroad, 268, 2i, " French Broad Railroad, 8S5 Griffin and Oxford Railroad, 6S1 Gulf and Ship Island Railrc«d, 61! Gutu Percha Cement Roofing, 6011" H Hampshire and Hampden Railroad, 5>| Hannibal and St Joseph Railroad, 277, 359, 407 464,8." Harlem Railroad 124,168,« Harrisbarg and Lancaster Railroad, f ' Hartford and New Haven Railroad, , " Providence, and Fishkill Eallroad, Heavy Contracts for Cuba, " Forginp, I Henderson and Nashville Railroad, i. History of City Passenger Railroads,. •><■ Hoffman's Rosendale Cement, Holly's Elliptical Rotary Pump, 609, "Jl: Hoosac Tunnel, The, 68| 69 House Furnishing Hardware, 50° Houston and Brazoria Railroad, ' »' " New Orleans Railroad, f " " Texas Central, 2. How cheaply can freight be moved 5' Hudson and Superior Railroad, 78 " IronCo. 2i River Eallroad 411, 669, 570, 7 Bonds, 87 •• " Bridge Co. (. •" " •• Railroad, Coal burning on the,' Hydraulic Cements, i I IllinoU Central Railroad, 17,69.114,217,2 861, 879, 468, 6u4. 506, 684, 6 812, 837, 879, 463, 684, E " Finanoesof, 85,i '• River Railroad 411, 489, 454, 7*' " Southern Railroad, 6-' " Two-Mill Tax, Indiana Central Railroad, " Finances of, 170,4 " Railroad Property in, 4 " StateBsnko^ ' " Taxation in ' Indianapolis and Cincinnati Railroad, Internal Improvements in Kentucky, <> Iowa, Census of, .(i " Prospects of, 7 Iron, American. Relative strength of 1 " a new mode of making, " " Bridges, American fur d. America,. . . " " on the Central fiailroad, " Ca^^ 66» " Dtscoveryot in Texas, 7M •' Hudson (V>., 8S " Making, Great Invention in, 810 " Manufacture in the United States, ... .807 " Mountain Railroad, 646, 760 « '• " Convention 633 " Bail for street Railroads, 602 " Tradeofih^ United Statae,... 85,85* " Works, Phenlx, 10' Italian Confederation, .6& J '■■.'•.... r.--' J»ffer«onvllle Railroad Co., ;....'..€. Journal of the Amerioan Geographical andS' tistical Society, ^ Judgment against the City of PitUburg 1 Junction and Bn^kwater Railroad, — 407, " Railroads, Kine'i Knigl L'Auj LaCr< LaGr LaMu Lacki Lake Und Lauri Least Lehi) Lew( LUb: I Llttl Loar Loca Locu Loc. .-Loo Loc f f!Log •J Lon :iLot > Xou ;:; Loi Lyl Mm Ma i V* Ma Ma Ma Kanawha River Improvement, Kansas, Finances o( Kennebec and Portland Rsilroad, Kenoaha, Rockford, aod Rock Island RB.'. Kentucky, Internal Improvement in, 8^ :f A-':. INDEX TO VOLUME XXXn. Keokuk and Des Muines Railroad, 811 *• Debtot f8 " Mt. PJea'snt, and Moscatiae UU.489 Kfne's Mountain Railroad, 800 t Koightfitown and ShelbjrTille Railroad, 281, T»S L 1' L'Aux Bayard State Line Railroad, 470 f LaCros^w and Milwaukee KK.STd. 867, 401, 596 * LaOrange and Colambas Railroad, : 3i'2 • LaMothe Patent Car, The, 282 '' Lackawanna and Bloomebarg Railroad, 746 li Lake Ontario Steamers, 448 " Superior Copper Mines, bS Iron,. 619 " " Mines, 4'« " Trade of Cleveland, T6 lAnd Mall route acrne^ ttie Continent^ 122 Laurens (8. C), Railroad, T5 Lease of the Erie Rnllroad, 424 Lehigh Coal and NavigHtion Co., 56, 289 '■ Luzerne Railroad, 709 " Valley Railroad, 489, 8« Lewey'8 Island Railroad, „ 878 Llabliitiee of Towns for subscription to Rail- roads, 410 Little Miami Railroad, 28, 786 *' " and Colambas and Xenia Rai'road 241 Loaning Money In Minnesota 471 Location of the Trunk Line of Oeor^a, 28 • Locomotive Adhesion and Steep Gradients, 707 " Balldlngla Paterson, 172 Loc. Dep. — Baltimore and Ohio Rail- road, 229,468,486,551 " " Boston and Providence Rail- road, 451 •* *• Cbic^o, Burlington and Quln- cy Railroad, 629 •• " East Pennsylvania Railroad,... 697 •' '• Hudson Kif er Esilroad,. 120 " " Illinois Central Railroad, 69, 217, ^.,, 812. 837, 879, 463, ^34, 564, 650 •• J* Loaisviile and Lexington Rail- road. 565 ♦' •• New Jersey Railroad, 120 " " Sandusky, Dayton and Cincin- nati Railroad, 564 Locomotive Improvement,. 165 Locomotives for the Mobile and Ohio RB-. 581 " on high grades, 493, 7i7 '' Logansport and Peoria Railroads, 729 J London Correspondence, 9, 88, 56, 1()5, 7M '■i Long Island Railroad, 284, 60i, 679 '■' Louisiana, Census of, 129, 250 L, " Finances of. 9i} i;* J^ulsville, Del>t ot, 818 1^^ *' Frankfort and Lexington Rail- road, .-> 410,531,665 " New Albany and Chioago Rail- road, 714 ** and Kashvlile Railroad, 289, 874, 411, 458, 487, 6^2, 881 Lumber Trade of Albany, 67 Lykens Valley Ooal Trade,. 681 M ' Machinery Deptrtmant of the Bandnrity, Dayton & ClneiDnat) (^ .i-oad 564 i: Macon and Brunswick Bailruad 187, 410 » Weatern SaUroad..llO, 406, 59T, 865 '-[ V*t MaysrlUe City Bonds and Lexington Rail- S. road... 677,781 . Masaschosetls Dividends. 498 " Finances of 82 MeCallum's Inflexible Truss Bridge 1 84 Mechanics, Phyaics and Chemistry ...420 Memphis and Charleston Railroad, 27f 683, " Little Rock Railroad, 879, 895, 772 " " Ohio Railroad. 131,697 " Clarksville and LouisTille Rail- road 277 488 Holly Springs and Mobil* Bail- road 786 " City aid to Railroads 772 " Valuation of 844 Message of the Oovemor of Connecticut. . .810 Mexico, Debt of 4 " Its wealth, soil, cities, popiiaMon. 27 .Michigan Central Cars at the U. S. Fair. . 659 " RaUroad,25,410,489,461,'504, 872 " Finances of. 44,74 " Southern Rallro^l, 261, 440, 491, 668, ^Midland Railroad ««.«««. ^1M2».J881 MUlury value of Eallroada. .."...;;.";;.'," /468 Milwaukee and Chicago Railroad 186 " " Uorcon Railroad 58 " La Crosse Rtilroad 844 " Mississippi Railroad, 33, 184 186 Railroad Bonds. 766 Railroads 286 Minneapolis and Cedar VaUey tCaiToad.454,688 Minnesota and Pacific Raiiroaii 440 " Financial condition of. . . 19 " Uomestt^ad Exemption Law. ... 19 " Miiilng Company 200 ** Railroads, btaieaid to. 606 Minot's Ledge Ligui-llouie 602 Midbissippi Buuds 810 " and Missouri Railroad 1)76 " "^ Teuneeeee i.ailroad, 24, 409, 493, 614. 730 " *• Wabash Railroad. bU '• Central Railroad, 361, 418, 424, 4«1, 500,632 " River Railroad 474 Missouri Finances. 25,164, 673 River Valley Railroad 797, 620 " Wealthol TO Mobile and GirarJ Ra.iroad 468 " Ohio RaUiuad, 26, 170, 4^8,475, 619, ti6i>, 760 Money Loaning in Minnesota 471 Montgomery and West Point Railroad, 248, 278 Morris and luiSex Railroad 313, 32<^ 403, 683 " Canal and uankiiig Company tH6 Mt. Vernon Railroad 744 Muscogee Railroad 894, 608 N Nashville and Northwestern Railroad, 392,411. 475, 537, 829 '• Census oi; 883 " Cuuiberla.id River bridge at, 872 Navigable Hivers uf the Uuliea outes 4 Newark and i^lleville iuilruad. 598 •• Bluoujlleid Railroad 693 New Brunswick aud Cauada ballroad 533 " " Finances of 622 « Jersey Central Ralruad . .56, 273, 815, 8^1 '■ ** Railroad and XYaufiportailon Company 74, lil,385 " London, Wiliuuantic and Palmer Railioad 289, 297 " Orleans and Jackson Railroad 612 «. u .. opelousasRaiiroad,S64,&81,t»41 " *• Commerce oC 5i0 " " Debtot 183 " " Export Trade ot 618 " " Finances of 2*2 " Plan of Railroads 7l " Road Kusiward from Su Louis. 84 j " Route to iJow Orleans. 893 " Yorfc and l!.rie Railro.>d, 88, 40, H, 31, 84, 97, 31U, 363, <>76, 4u9, 440, 446, 465, 472, 613, 618, 520, 629, b-iii, 633, 652, 661, 6<>9, &aO, bad, 693, 600, 6II, 61 7, 623, 682, 660, 667, 7U>, 6.3, 68 J, 69 •, 6^4, »i, 709, 7Z6, 760, Ibi, Sin " Tork and Kri* KiailTuad, ch.i::gc. on. ... 489 • » M Cirouli* iM " " " « Directors 682 ■ "and New Haven Railroad, 8i3, 828. t>»i « « as a Coal Market 515 " " Canals. ...177, 191, 90U, 219, 684, 67j " " Central Railroad, 046, 508, 616, 6 Hi, 584, Dl«, 6li, t£ltt, 852 " " aty Banks .T....7.7!:. 87 " " '• DebtoC i6 " " " Finances ot 614 " " " Ra.lroads. 264,812 " " Foreign commerce of 48 " " Providence and Boston Rail- road _ 898,688 " « StoieBanks 59 " " " Finaocesof 48 Niagara and Detroit Rivers Railrojd.. .874, 457 *' Buspenjidu Bridge, I he 656 Norfolk aud Petersburg Radroa. Railroad. 861 Nata, Machi ne mad& 78 o Ohio Banks ll» •• Canas, »IT " Central Kailroad 899, 476, 490, 678 " County Bonds, The. 410 " and NUfisis-ippi Railrosd, 402, 463, 666, 679 " M « gauge of 474 Ontario, Simcne and Hnron Railroad 638 On the Burning of Welsh ttl«am Coal in Locomotivee 694 Opening of the Northern Railroad of New Jersey 402 Operations of the U. S. Mint 826,467 Orange and Alexandria Railroad. . .41, 474, 528, 666, 724, 746 Osage Valley Railroad 617 " and Southern KansM RailM>ad, : ■"-= . 2S1,474;T89 Pacific Railroad, 9. 26, 27. 43, 226,, 232, 2«, 267, 318, 879, 4.->6, 474, 623, 60O, 660, 699 " Soutli- West Branch of 546 " in California 7o5 Paiiucah Branch Railroad... 204 Panama Raiir 'ad 123, l!(>6, 535' Parkville and Grand River P^lr.>ad...417, 723 Passage of a Steamer trom St. Louie to Ft litnton 567 Passenger Traffic on the N. Y. and Erie Railroai. Is it done at a Lo:« ? 72 Passengers by the Steamers 2S Paterson Industry, Statistics of 72i Paterson, Locomotive Building in 172 Pemliroke Iron Works 686 Penobscot and Kennebec Railro.td 463 Pennsylvania Central Railroad 278. 796 " Coal Coiii|.any 471,550- " " Kieldsand their outleU. 117 " Finances of 26, 74, X78 •; « Eailioad 156,421 •• •• Tonnage Tax... 611, 616 Pensacola and Georgia Railroad 535, 810 Pensions paid by the Government 69 Peoria ond Bureau Valley Railroad. 4 1 Peiform»nces of Locmoiives t97 Petrrsbu'g and Lyncliburg Riiilroad 746 Philadelphia and Re;idin!; Rai roid 67, 181, 593 662, 663, 664, 696, SIO " Clear'ng Uouee -iB " City Rai:roa€6 454 " Finances of lol " Geriiiantown aud Norristown :.. . Railroad 796 • ' '^ Wilmington and Bal imore BaUroad..59, 129, 197, 438, 799 PiKBnis Iron Works 107 Pittsburg and C<>nnellsville Raiiroa'1. .615. &45 " Erie Railro id 597, 725, 760 " Ft. Wavne and CidcaKO R.iroad. laO, 187, 198, 285, 823, 83(i. 441, 4»1, 6:i4, 616.671.761,794.821,314 . * > Judgment agaiust the Lity of 684 • •' The Coa tia le of 5j9 Platte County Railroad 58* « Valey liailroad 608 Pontebartram Railroad 736 Population of Philadelphia. 676 Pork Packing in the W.st 98 Portland and Kennebec Railroad. 6-5 " Saco and Portsmouth Railroad . . 887. 4l9, 660 Pottsville and Mahonoy Railroad. 736 Productive Industry of Maasacbuaetis and Ohio compared. 878 E^roduc ion of Copper in the United Kiag- dom 894 Progress of Railroadi in FluridJk 408 '• Spain „ t8 Property In Indtaoa 41 Proi>osea New noads in Baa«ect» of Iowa 741 Provincial Canals 410 Public Worka, Employment oTArtidery in . 100 Qulncy and Palmyra RaUroad 879, 722 R Racine and Mississippi Railroad. 257, 586 Railroad Bonis, Hudson River Railroad. . .872 " Bus1ne^8 in England. 5 '8 " CHrs, VenUlatlon of 818, 784 " City Horse Cars 20 " CompeUUun 828.84*^ . «« " N. T. and Erie Rail- road 296.812 * Convention T4 " from Charlotte to i>Ut«rartanbarg 1 1 the Tennes- see Valley EaUroad. ^31 " Iron 26i ** Joint, Averv> - 8 6 « Manigement 81,97,113,869 • -*^' -. on ihe Western aide of Lake Cham- • - • plain 848 ** Premium for a Steam Plough 278 •♦ Prop -riy. The UncerUinty in the value of 552 •t Eeporia 860 " " Abstracts o^ {See Index b'lOVD) « toBoonton 505.610 *• toFortSmith. 8:« « Traffic 671 » '• in the Interlir .....299 •* Traveling, Safety of .". 5'jS " War, Manifesto of the Baltimore and Ohio Railroad. 387 , Railroads in Africa 786 I •• "BriUshlndla 443 « 'Canada. 677,774,805 " " Connecdcut 881,846 « "Egypt 229 " India 218 " "Iowa 8s4,872 " " Kentucky and Taun. 697 " •* LoaWana. 82 III Railroads in Maine. ........;......., .238,249 " Maa>achu«att«. 116 '• "Minnesota f4)2, 962 " " M.ssoaii ... .52, 186, 216, 76o, 795, ^ 793, 821 '^" " New HaJfpehlre « Ill . »•; ♦* " Jersey 9a " « •• York 183,164,818,434 ** " Tenne->te« • 474, 697 "Tixas 186,453,735 . " * the I'nited SUtea. Is59 1 ** '• Kingjom 106 *' Virginia 757 " and M«am C<'lli«rfl. 466 " New Plan of ; 71 Raleigh aud Gaston Ruiroad. 784 Readlig anl Co.umbia Railroad. 407, 746 Reat and Personal Propeity in Ohio 264 Reciprocity with tlic- Bnti-h Province 188 Regulation and Economy of steam Emnnes, 862 Relative Strength of Different Specimens of Ame: lean Iron 169 Re-organ :z>tion of our Embarra-sed Ratl- ro.id Cos.. The 698 Reports, Railroad, Abstracts at, {Sm ludeae below.) Repudiation In Wisconsin..... *w.;r.^'.*.. .518 Revenues of Cuba 245 Rhode Island, Finances of. 861 Richuiuud and Danville Raiiroad. 66, 649 " Pet. riurg Railroad. 493 " York River " 785 " Mat-hinery 294 Ripon and Wolf Ki ver Railroad 138 Rivers Kavigable in the United sutes 4 Riviere du i^oup,.!- irat Trip u>. by Rail 694 Rochester Cauai Coaveution, The 677 Rock Island BridKe, The 188. 194, 871 Roct Island Ra Iroad. 408,456 •' River V.Uley Railroad 666 Hoofing the Vicoria Brid^ie 869 Rosendsle U\ draulic Cement 566 Boseport and Maryviile Rli. of Kansas . . . .584 Ruoumg Roads by Coairact 438, 60S Rush\ille and Suelbyvillti Railroad 7«1 Russian Railroad-, Gau^e of 626, 441 Ru land and Bur:ingu>n Raiiroad 631, 774 Rut'.ati's system of Car- Ventilation 631 174155 ilBSTRACTS OF BAILEOAD BEPOBTS. Alabama aud Florida Railroad 579 " and Mississippi Railroad 473 '- and Tennessi-e Rallri>ad 588 Alexandria, Loudoun and liampahire Ball- road 98,8e» Androscoggin A Kennebec Railroad 4f7 Atlantic and Gulf Central RaiiroiK^ ^30 " and St Lawrence Ra>inMMl 62t Ba'tlmorc and Ouio Railroad 876 Belieloniaine Raiiriiad i.ia« M6 B0-40D and Mii*.ie 566 " Conoor J and Montreal RaUruad....8M Blue Rifj,»'e (^ C ), Railrmtd 69 Br>v>al/a aiid Jamaica Railroad 6M buflalo. New York anl Erie Railroad MB Oeatral Kailroad of Georgia 60 •* •* N.Jersey 815 Charleston and Savannah R:alroad 146 Charlotte and ^outh c«ro!.na Railroad 20i) Chicago, Burlington ana Quincy Railroad. .482 Chicago and Milwaukee Railroad 401 " and Rock Island Railroad 664 Cincinnati, Hamilton aud Dayton Itailroad.546 Cleveland, Columbus and Cincinnati RaU- road 547 and Ilusburg Railroad 848 " " Toledo Railroai 647 Concord Railroad 89S '» and Portsmouth Railroad 744 Connec'icut and Psssumpsic Rivers Rail- road 829 Gamberlaud Valley Railrond 745 Co > ingion and Lexington Railroad 363 DeU Ware, Lackawanna and Western Bail- road 186 Detroit and Miwaukee Bailroa-L 839 Kaat Tennessee and Virginia RaUroad 186 Galena and Chicago Bsiiroad 168 Georgia Railroad and Uaoking Company.. 387 Hartford and New Haven Railroad 649 Providence ami Ftstiklll Railroad 712 Illinois Central Raiiroad l.%3 Kennebec and Port and Railroad 650 Lehigti Coal ant Navigaiion Company 289 Lewey's IsKnd Railroad 878 Little Miami, aud Columbus and XMia Kail- roal i. 841 Long Island Railroad... 281 LoiUaviiie, Frankfort and Lexington Eail- roa-l 681 Macon and Western Railroad lM^b65 Madison and IndiarnjioUs Railroad ...Iff Memphi.- and Charleston Railroad Mg Midland I^iri>»'l 765 Milwaukee and Mississippi Railroad 18^ Mississippi Central Railroad ad 408 Montgomery and West Point EiUruad. 87 ,> IV New Jersey R&ilroad S95 " Orleans, 0(>«lous«8aQd Great Western Railroad 854 " York and Erie Railroad 89, W " " Ontral Kaih^ M8 N«w Torlt, Providence and Boston Bail- road 393,638 Norfolk and Petersbarp Railroad S89 North East and South West Alabama Rail- road 853 Northern Railroad of New Hampshire 403 Ohio and MiaeieslppI B-ilroad 4o2 Orange and Alexandria Railroad. 41 Paciflo Railroad of Missouri 318 Pennsylvania Coal dmpany 680 Pennsylvania Railroad /iSVT Penote'cot ami Kennebec Railroad 468 Philadelphia and Reading Railroad 181 " Germantown and Norristown Eailroa-i 796 " Wilmington and Baltimore Rail- road 129 Pittsbarg, Fort Wajne and Chicago Rail- road 880,634 BichmuDd and Danville Railroad 66 " Petersburg Railroad 4»S " York River Railroad. 785 Rutland and Bnrlingion Railroad 774 Sandueky, Daytun and Ciacinuati Rail- road 5T7 " MansQelil and Newark Railroad. .251 8elma and Gulf Railroad 785 Sommersf t and Kennebec Railroad 378 Sooth Side Railroad 788 " Western Ralro.id ^48 Sunbury and Erie Railroad 148 Tennessee and Coosa Railroad .....718 Terre Haute and RicbmoDd Railroad 85 Vermont and Canada Railroad 796 Vicksbarg, Shreveport and Texas Railroad. 26 Virginia Central Railroad 10, 7»9 " and Teiinossee Railroad 772 Watertown and liomc Railroad 146 Western and Atlantic Railroad 745 WilliimsiMirt and Elmira Railroad 532 Wilmington and Manchester Railroad.. 89, 809 and Welden Railroad. 782 Worcester and Nashua Railroad C06 INDEX TO VOLUME XXXII. Sa-^raniento Valley Railroad 729, 82S Safety of Railroati Traveling 602 Sale of the Facile Railroad Lands 616 " " Railroad Lands 681 Bales of Stock at Auction 73 San Antonio and Mexican Gulf Railroad . . .280 " Krhrclsco Mint 620 Sandusky, l>a;»on and Cincinnati Railroad.5tf4, X 697, 681 " Mansfield ubd Newark BailroMl. .251 Banford's Patent Portable Ueat«r 746 Sailar»etory Condition of the Unitnd States Treasury 614 Sault 8te. Marie Canal 391, 4T0, 602 Savannah and Qulf Railroad. 231 " Albany and Ouir Railroad 56,826 " Oriffin and North Alabama Rail- road 760 Scott Oonnty Bonds 892 Security Market 861 bclma and Gulf Railroad 528, T40, 786 Sheboygan and Ml.-'sissippi Railroad 361 Shelby ville and Knighbtown Rjiilroad 4:^9 Ship Canal across the Isthmus of Darien. ..555 Ships, American, The Durability of 795 Shipments of 0<>ld from California. 68 Sixth Avenue Railroad 101 SWeping Car, New 66,190 Somerset and Kennebec Railroad 878 South Carolina 660 " " Railroad 99,798 Debtor 258 Side Railroad 470, 491 , 783 Southern Pacific Railroad 45, 362, 425, 660 Mla-iseippi Railroad 357,744, 761 Railroads 411 South Western rt atid Burlintrt'in Railr'd,249 " Peoria and Burlington Railroad 650 Toltec Milling Co 66 Tonica and Petersbnrgh Railroad 71 4 Tonnage of the United States 68 Town Bonds to the Albany and Susque- hanna Railroad 665 Trade, Ac., of Havana in 1868,The 114 " of San Francisco 487 " " the U. S. with Canada 646 " on the Tide- Watrr Canal 68 Traffic of the Pittsburg, Fort Wayne and Chicago Railroad 481 " of Railroads. 662 Transit Railroad 90 Transportation on Railroads 417 Treatise on the Constmotlon of Wooden Bridges, 282, 248, 258, 274, 29. i, 3oa 328, 340, 863, 872, 8S9, 406, 421 Tredegar Iron Workx 490, 6 4 T^nk Line of Georgia, Location of *60 Turn-T»t>l«, A p»w SM Tryone and Clearfield Railroad 786 u Unl Railroad W United States and the St Lawrence 644 " " Cents not Legal Tender 688 " •' Flnaneesof 688 " " " and Trade oj; for 1859. 470 " " Foreign Commerce of the. ... 6 " Ironfradeof 85 " " Mint 5,88,826 " Patent Office, The 486 " " Tonnageofihe 58 V Value of the New Canadian Coin, The. . . .171 Ventilation of Railroad Cars. 818, 784 Vermont and Canada Rsilroad 796 Central Railroad 7,561 Vlcksburg, Sbreveport and Texas Railroad, 26, 439, 522 Victoria Bridge, The, 242, 699, 786, 844 Virginia and Kt-ntnrky Railroad 698 " Tennessee Railroad, 86, 279, 583, 772 " Central Railroad. 10, 61 7, 789, 784 " Financesof 681,798,854 » Tobacco Trade of. 51 w Wabash and Erie CanaL 83, 489 Valley Railroad 490, 66i Wagon Road to the Pacific 747 War. The Cost oC 469 Warming and Ventilation of Railroad Cars, 784 Waterman's Dynamometer 138 Watertown and Rome Railroad 146, 858 Warwick Valley Railroad 761 Wealth r f Missotlri. 75 " Wisconsin 617 Welland Railroad, The 464, 810 Western and Atlantic Railroad 671, 745 '• (Maryland) Railroad 489,807 " (Mass.) Railroad 471,647,648 " Mis-ouri Railroad 729 " (N. C.) Railroad 686 » Railroade '. 729 Western and Atcbinson Railroad 97 What does it cost to maintain the Trtck of a Rai Iroad ? 668, 686 " is to be done to make our Railroads profltoble ? 408 " Railroads do tor the People 91 Wheel. The Bush and LobdelL 842 Wheeling (Vs.), Debt of 682 White Mountains Railroad 184 Whitney ,Liabllity oi; for checks deposited for collection 596 Bodily li^uripiion as to n^ligenoe 681 R Railroad Accidents, presumption as to negligence 681 " company cannot sell property to its own director 225 " oompanies, their liability for ac- cidents to passengers. 554 " ■ !** liability of, for person- al injuries 404 " " '.lability of, for strike among employees. . .278 " ,.; . ■ ■ .' iable for delay in dcr ,• . •' ::■ liveringgoods ..806 ■'•--.■''• '**>lllty oi; to own B«r- ▼anti* 724,664 \l . , ,' ' ■' ,' -C' table for accideutd !n- 'I ■■.•■'•.•_::•; jnring passengers of i '■■ another road 84S if. ;. : ',!• liabilitv of, to next ot : 'A'..' kin for killing a per- son 888 • ' • liable for diversion of water-course 435 u " must stop a reasonable time at stations 698 » " iDleaof. 762 " " power to Issue bonds. .846 » " rights of, in mortgage sales 802 " Stock, commissioner's eenlflcate of 865 Rights of servants against railroad compa- nies for negligence of fellow-servants. 665 Rules of railroad oompaniee, paasengers must conform to 768 8 Servants, rights of; for negligence 665 Stock, subscription to T 100 Stolen goods during fire. Liability of In- surers -814 Stock, subscriptions to, commissioners cer- Uflcate 866 Stray catUe killed, Liability of companies for 61T Statute of LImlUtions, application of; to subscription stock 676 SnbscripUons to railroad stock 846, 100 Suffering, damages recoverable therefor . . .612 T Ton, meaning of 378 Trains, stoppage of, at stations 692 TratiSportation contracts 873 Usury, Laws o^ not applicable to corpora- tions 68 w Water-course, diversion of. Liability of railroad corperation for 425 -svr^j.?'?^ » . .-' i ■'''^n^i :',<■:■*. 9 i^^.-1^ttjl ■- ■ -, ■«' I >•- '■f' MEBICAN RAILROAD JOURNAL yX .'.fc '■ r. STEAM NAVIGATION, COMMERCE, FINANCE, i^i"- ilNSURANCE, BANKING, MINING. MANUFACTURES. 1;: ''::-i''i;::^::::;!HENR^ V. POOR, EdUor. ,/• ■. V- -;if f- ESTABLISHED IN 1831. I PUBLISHED WEEKLY BY J. H. 8CHULTZ &. CO., AT NO. 9 SPRUCE ST., NEW YORK, AT FIVE DOLLARS PER ANNUM. Sbcoitd Quarto Skribs, Vol. XV., No. 1.) SATURDAY, JANUARY 1, 1869. [Wholb No. 1,186, Vol. XXXII. MsssRii. ALO AR ft STREET, No. 11 Clementa Liui«, L««Bhiiril 8tr*el, LoRDOii, »n Um Mlhorised Karopwin Agmta Ibr the J^ per cent., payable on +>the 3d inst, Tlie Bank of Commerce, a scmi-annnal dividend ■ lof 8| per cent., payable on the 3d inst. i\ The Metropolitan Bank, a semi-annaal dividend ^'Cof 4 per cent., payable on the 3d inst. \y The Broadway Bank, a semi-annual dividend of (''6 per cent., payable on the 3d inst. :{ The Bank of North America, a dividend of 3)^ 'jper cent., payable on the 10th inst. i The Grocers' Bank, a dividend of 8,^ per cent., ; payable on the 6th inst. The People's Bank, a semi-annual dividend of 8)^ per cent., payable on the 6th inst. The Atlantic Bank, (Brooklyn,) a semiannual '^dividend of 6 per cent., payable on the 3d inst. : The Bank of New York, a semi-annual dividend l-^ of Z}4 P«r cent., payable on the 3d inst. "> The Continental Bank, a semi-annual dividend A of 9}^ per cent., payable on the 3d inst. '!^ The Seventh Ward Bank, a semi-annual divi- ^ dend of 5 per cent., payable on the 3d inst. %. . The Bank of America, a dividend of 5)4 per cent., payable on the 3d inst. The Mechanic*! Bank, a dividend of 4 per cent. The Tradesman's Bank, a dividend of 4 percent, payable on the 3d inst. The Merchant's and Trader'! Bank, (Jersey City) a dividend of 6 per cent., payable on the 3d inst. The Chemical Bank, a quarterly dividend of 6 per cent., payable on the 4th inst. The State Bank of Tennessee will pay its inter- est coupons, dne on the 1st inst., at the Merchant's Bank in this city. The Market Bank, a semi annual dividend of 3)^ per cent., payable on the 10th inst. The Park Bank, a semi-annual dividend of 4 per cent., payable on the 10th in.st. The New York County Bank, a semi-annual div- idend of ^^2 P^r cent., payable on the 3d inst. The Phcenix Bank, a dividend of 8>^ per cent., payable on the 3d inst. The Atlantic Bank, a dividend of 8f;C per cent., payable on the 10th inst. Rallroada In Bath Branch o' J Lewy'R Island 17 Machiasport R Penobscot and Kennebec 64 j^' Portland, Snco and Portsmouth 6lj^ Somersel and Kennebec 39 York and Cumberland 1 8*^ COST. 1878,287 2.218,317 6,594,829 400,000 623,263 224,000 103,937 2,871,204 228,500 100,000 1,889.182 1,600,000 784,.38» 370,000 ToUl 644ii ♦18,7«7,888 REW HAHP8UIRK. Asliuelot 21 Boston, Concord and Montreal. 93 Cheshire 53 Cocheco 28 Concord 35 Coutoocook Valley 14 Eastern. N. H 16^4 Great Falls and Conway 20 Manchester and Lawrence 20 Merrimac 4. Connecticut Rivers 55 Northern 82 Portsmonlh and Concord 47 Peterboro' and Shirley 9 Sullivan 24 Wliite Mountains 21 Wilton 14)^ $396,518 2,787.082 8,082.757 845,922 1,500,000 230,400 626,206 482.9M> 1,000,000 1,281,504 8,474,686 1.100,000 211,156 1,260,000 871,038 226,980 ToUl..... 662'^ $18,686,238 TKRMORT. Connect't &, Passumpslc Rivers. 00 Rutland and Burlington 119)^ Rutland and Washington 62 Vermont Central and Vt, &, Can. 169 Vermont Valley 24 Western Vermont 54 ) Bennington Branch- 6 ) Whitehall and Rutland 7 $2,531,147 4.684,008 1,771,683 9,782,760 1,301,880 1,083,6€1 256,700 Total 631>^ $21,810,727 AM£R1CAN RAILROAD JOURNAL. •}^ 21 26^ 8 11 45 12 ■ 281 3' 6 4U lu GO yu 4 44 MkSSACUDSKTTS. Amberat aud Belchertowu Berkshire Boaloa and Lowell Woburu Braocb Boston and Maine Medfurd Branch Botitoo aud New York Central . Medway Brancli BoatoD aud Provideuce Dedham Branch Sluugbton &, KostoQ Br'cb. Taunton Branch Boston and Worcester Brookline Branch Charles River Branch Newluntower Falla Brhuch Saxouville Branch Miltord Branch Agricultural Branch Milbury Brulkch Cambridge (Horse) Cape Cod Fuirhaven Brauch CuDuecticut River Danvers Dorchester Avenue (Hurae) . . . l^astern 8au<;ua Branch Marblehead Branch Gloucester Branch Aiuesbury &, Salisbury Br. £asex Fitchburg Watertown Branch Marlboro' Branch Fitchburg and Worcester Grand Junction Hampshire and Haupdon Harilord and New Huveu Lexington and West Cambridge Horn Pond Branch Lowell aud Lawrence Metropolitan (.Horse) Middleboro' and Tauutou Middlesex (Horse) Nashua and Lowell New Bedford and Tauutou Newburyport New London, Willitu. &. Palmer New York and Boston, in Mass. Norwich and Worcester Old Colony and Fall River .... Dorchester &. Milton Br'ch Abiugton &, Bridgewa'r Br. Peterboro' and Shirley 14 Piitsfield and North Adams ... 18i Providence, Warren and Bristol l'6i Providence and Worcester. .... 48| Salem aud Lowell 17{ South Reading 8 South Shore : llj Stockbridge aud Pittstield 22 Stony Brook 13 Vermont and Massachusetts... 69 Wallbau audWaterto'n [Horse] 2 Western 160 West Roxbury[ Horse] 2 West Stockbridge 2f Worcester aud Nashua 46| $296,337 600,000 .^ - I 2,412,251 ^Jgj 4,229,231 74>^ 3,692.144 32,664 8,634,468 150.297 !il8,166 I 4,843,779 312,828. 316,777 1,031,625 396,085 1,801,944 203,150 96,224 4,690,219 4 15 21 ' 747,009 ^2 \ 3,640,000 15 156,185 14 300,000 9 1,889,-1U2 25 680,128 5J^' Soe Conu't. «»! 250,357 363,158 259,889 149,496 260,000 664,608 515.094 27 020,032 9 SeeConnect't. 32 16 SeeConnect't. 79>^ 3,a62.949 3k 136,789 2 141^ 20 265,327 443,678 439, 13 -i 1,786,246 449,630 298,920 501,304 448.700 267,361 8,208,314 18,978 10,778,232 89,600 1,328,898 Tool 1,619| i67.167,a6y COMMKCTICOT. 3oaton and New York Central . 8 Danbary and Nor walk 24 Hartford, Prov. and Fiahkill. ..122i Uousatouic 74 Naugatuck 67 N«w Haven and Hartford 72 " and Northampton.. 66 • " * ■ N. L'udon &. Sto'gt'n 62 K.Londnn,Winimantic& Palmer 67 New York und New Haven.... 62| Norwich and Worcester 60 See Mass. &83,010 4,206,966 2,438 847 1,678.301 8,329,602 1,400,000 1,800,000 1,003,231 5.258,232 2,616,812 TotAl 6441 $24,290,141 RIIOUK ISLA.ND. New York, Providence &, Boston 60 2,479,632 Total 50 $2,479,532 NBW YORK Albany aud West Stockbridge.. Albany Northern Troy Branch Black River and Uiica Brooklyn City Roads BuHUlo and New York City Butrulo aud State Liim Butliilo, Coi'uingand Sew York Canaudaigua and Ehuira Canandaigua und Nia:>ura Falla. Clieiuung Cayuga and Susquehanna . . Corning and BInsburg Flushing Hicksville and Cold Spring . Hudson and Boston Hudson River Long Island Syosset Branch New Vork and Erio Newburg Branch Now York and Harlem Now York Central Now York City Roads N. York and N. Haven Niagara Falls and Laku Ontario. Northern (Ogdensburg) Champlaia Brancli Oswego and Syracuse Platlsburg and Montreal, PoUsdam and Watertown Rensselaer and Saratoga Rochester and Genessee Yalley. Rutland and Washington Sackett's Harbor and Kllisburg Saratoga and Sehencctiidy Saratoga and Wliiteliall Syracuse and Binghamion Troy and Bounin^ton Troy and Boston Troy and Qrecnbush Troy and Rutland Troy Union Watertown and Rome 38 32 1 35 21 92>«' 68 100 47 lOO 17 35 15 8 4 17 144 98 18 ) 2.^ J i $2,007,207 • 2.010,635 1,221,030 1,020,709 3.401,868 2,739,936 2,819,096 1,276.796 3,496.832 450.000 4,187,562 496,361 810,962 52,009 175.000 14,000,000 2,565,792 446 , 19 138 655 24 13 118 4 86 20 76 26 18>^ 18 21 47 80 5 27 ti 17 2 97 84,628,108 6,112,409 30,515,815 2,763,241 See Conn. 393.729 4,741,487 752.030 347,775 1,565,529 900,287 648,088 See Vermont. 3Sll,310 480,689 895,421 2,683,168 234.931 1,422.188 294,731 380,818 731,432 2,159,693 ToUl 2,684| $13'J,450,104 .N£\V JERSKV. Belvidere Delaware 64 $2,937,614 Burlington and Mount Holly ... 6 120,000 Camden and Auiboy 08 6,563,5bO Camden und Atlantic 60 1,781,158 Fleminglou 12 288,518 Freehold and Jame.-«lmrg 11 220,666 Millstone aad New Brunswick.. 6^^ 111,114 Morris and l-Issex 61 1 ,600,809 Newark and Bloowtield 101,382 New Jersey 34 3,666,918 New Jersey Central frl 6,193,797 Patersou and Hudson River.... 14 630.000 Paterson and Rauiapu 15>^ 850,000 Sussex 12 857,079 Warren 18 1,519,400 T0I41I 471^ $24,441,086 llKLAWAIta. Delaware 71 Newcastle and Wiluiin;;tun .... 16 Newcastle aud Fruuchlowu .... 6 $1,200,008 741.851 93.000 PBilMSYI.VAXtA.. :' .:: AUegbaiiy Yalloy 4i Barclay Coal ...■ ^lOJ Beaver Meadow and Branches. 40 Catawissa, Williamsport & Erie 63) Chester Valley 21 Chestnut Hill Branch 3^ Cleveland and Erie Cleveland and Pittsburj; Cumberland Valley 52 Danville aud Potlsville 31 Dauphin and Susquehanna .... 54 Delaware aud Hudson 17 Branches 6 Delaware, Lackaw'a &> Westeru.llO| East Penn.<«y Ivania 88 Jirie aud North-East 19 Franklin 22 Gettysburg.*, 17 Hanover Branch 18 Harriaburg aud Lancaster 36 Columbia Branch 19 Hazleton and Lehigh 14| Ilempfield 35 Huntingdon and Broad Top .... 80| Brauchea , 10| Lackawanna ^ *' and Bloomsburg.. 57 Lebanon Valley 64 Lehigh Valley... 48 Little Schuylkill 28 Branches 10 Liltlestown j 11 McCacley's Mountain 6 Mauch Chunk aud Summit Hill 8 Branches 21 Mine Hill & Schuylkill Haven. 25 Extension and Branches . . 82 Mount Carbon and Branches. . . 8 Mount Carbon and Port Carbon 4 Northern Ceutral Norlliern Pennsylvania 55| Doy lestowu Brunch 10^ Pennsylvania 219 Branches 27} Alleghany Portage 87 Philadelphia Division 80 Pennsylvania Coal Com^tany's . . 45 Philadelphia and Bait. Central. 13 City Railr«ads . . . . 10 Phila., Germintuwn &. Norrist'n 17 Germantown Branch 4 Philadelphia and Reading 93 City Branch 5 Philadelphia and Sunbury 33 , •' and Trenton 28 " Wilm'gton &. Ball. .. Pittsburg and ConnellsviUc .... 68 " and Erie 11 " Ft.Wayne&Cbicago.465 " aud SteubeDville . . . . 42 Qaakake Valley 14| Schuylkill Valley 25 Sunbury and Erie 40) Tioga 291 Trerorton and Suaqaebaona ... 14 Westchester 9 Westchester, Media and Phila.. 28 Williams|>ort and EIniira 78 WrighUville, York 6c GetUburu 12| Vurious uuai ruada not named in the above list 400 ~r' , ToUl Wi $2,084,364 UABTLAXU. Annapolia aud Elkridge 20)^ 420,000 Baltimore and Ohio 879^ ) „ . ^., .. Branches 7>4 ) ^'^'^^''•G*^ Northern Central 188 7,238,^41 Western Maryland 14 28O.J^00 Washington Branch 80 1, 650.^00 Phila., Wilmington <&. BalU 102 8,568,869 Yarioua Coal Railroad-< 100 3,000,000 >. ToUl ..,.791>^ $45,969,356 $1,988,317 300.000 1,500,000 3.640,000 1,370.000 80,000 See Ohio See Ohio 1,226.075 600,000 2,500,000 t 854,823 8,013,761 ■ 1,000,000 750.000 -210,000 850,000 169,446 j 1,881,967 285.000 1,388,168 j 1,184,997 800,000 1,425.000 2,500,000 3,286,628 I 1,837,936 260,000 300,000 j 1,000,000 j 2.400,000 198,480 100,(X)0 See Md. j 6.771,078 I 20,298.167 2,100,027 6,277,278 1.996,819 500.000 1,000,000 i 1,175,812 i 19,203,720 1,348,812 1,000,000 Se« Md. 2,285,606 250,000 14,279,704 2,500,000 300,000 500,000 4,625,156 869,694 676,000 765,000 1,000,000 8.461,454 4tf;t,64l 8.000,000 XOlAl ••••• •••• KXMTOCKT. Breckenridge CuviugloD aud Lexington .... LrxingLoa aud Big Sandy. .. " and Danville " and Frankfort.. .. Louisville and Frankfort.... " aud Nashville Lebanon Branch. Maysville and Lexington.... Paducah and Mobile Portland aud Louisville. . . .-. ,8,129/i $142,690,900 H 80 17 18 2« 06 99i» 37iJ 19 26i 6 $312,000 4,135,971 694,021 824,488 668,268 1,580,006 8,834,080 (f 1,000,000 100,000 Total 400 ^18,149,280 AHfERTCAN RAILROAD JOUKMAEm !*>. TTROtHIl. '"Alexandria, Londoan t&Itamp'e 41 Clover Hill 16 MAtinssas (!.ip 70 Norfolk unci I'elersbarg 80 L.I North Western 104 jOrftdtfe and Alexandria 80 ) Warrenton Branch 9 \ JExtensioo 26 ) Bfsburg 64 I Gaston Branch 19 ) Hchmond and DanTiIle 140>^ ^lllch^l'd, Frederick & Potomac 76 Richmond and Peterabaru 22 ? If. Port Walthall Branch 8 J |'B«»bo«rd and Roanoke 80 fidolh Side 123 » ii City Point Branch 10 J TlrgiDla Central 206 ■Virginia and Tennessee 204 > Salt Works Branch 9>^ ) I •Winchester and Potomac 82 ' yWashlngton and Alexandria 6 various Coal Roads 40 $089,020 300,000 2,84.1,40.1 1,453,723 6,628,764 8,010,097 1,204,115 8,487,684 1,817,179 1,206,411 1,402,987 3,786,387 7,615,768 6,682,370 575,483 200,000 400,000 ^ ToUl 1,474 HORTII CAROLIITA. Atlantic and North Carolina ... 95 North Carolina Central 22.3 Raleigh and Gaston 97 Roanoke Valley 22 Wilmington and Manchester. ..171 Wilmington and Weldon 162 $47,402,381 $1,922,703 4,236,000 1,260,241 450,070 2,379,168 2,854,610 Total 770 $13,101,792 SOUTH CAROLINA. Bine Ridge 13 Charleston and Savannah 29 Charlotte and Sooth Carolina.. 110 Cheraw and Darlington 40 Greenville and Columbia 143 Abbeville Branch 12 Anderson Branch 9 King's Mountain 23 Lanrens 82 North-EasterD 102 Bonth Carolina 13G Camden Branch..,, 37 Columbia Branch 69 Spartanburg and Union 26 $1,720,023 1,787,674 1,719,045 600,000 • 2,487,461 196,230 213,476 1,907,278 7,588,037 802,698 Totel 781 $18,021,841 OHOROtA. Atlanta and La Grange 86i Aagnsta and Savannah 53 Bamesville and Tbomaston .... 16 Brunswick and Florida. 31 Central 192 Etowah 8 Georgia 171 Warrenton Branch 4 Athens Branch 89 Washington Branch 17 Macon and Western 101 Main Trunk 3| Milledgeville and Gordon 17 " and Eatonton .... 22 Muscogee 60 Rome 20 Sarannah, Albany and Gulf.. .. 68 Southwestern 106 Butler Branch 22 Cuthbert Branch 9 Western and Atlantic 138 Total 1,174 ALABAHA. Alabama and F lorida 48 " and Mississippi 30 " and Tennessee 99 Marion 14 • Mobile and Girard 57 j " and Ohio 307 Montgomery and West Point., . 87 1 Opelika Branch 28 $1,171,716 I.O.IO.IOO 320,000 800,000 3,760,000 120,000 4,174,492 1,500,000 63,766 200,000 300,000 1,216,618 300,000 1,161,761 2,269,323 5.901,497 $24,268,163 1,000,000 600,00C 2,000,000 210,000 1,200,000 10,701,426 2,2.35,335 * WW » • • t • • • 671 $19,916^61 OBIO, Bellefontaine and Indiana 118 Carrollton Branch U}i Central Ohio 188 Cincinnati, Hamilton &, Dayton. 60 Cin., Wilmington and Zanesville.lSl Clereland, Columbus and Cin .. 136 » 'Delaware Junction C j Cleveland and Mahoning 67 CleTelandand Erie 96>^ CleTeland and Pittsburg 101 > Extensions and branches.. 102)^ ) Cleveland and Toledo 109 ) Southern Line 79>^ J Cleveland, Zanesville and Cin.. 01>^ Colambns, Pif]na and Indiana.. 72 Columbus and Xenia &l}4 Dayton and Michigan 72 Dayton and Western 84)^ Dayton, Xenia and Beltre 17 Eaton and Hamilton 45 Findlay Branch 10 Fremont and Indiana 86 Greenville and Miami 82 Indianapolis and Cincinnati 20 Iron 18 Little Miami 88 Marietta and Cincinnati 173| > Hillsboro Line 22 J Ohio and Mississippi Pittsburg, Columbus and Cin. .. 1 16 ) Cadiz Branch 8 ) Pittsburg, Ft. Wayne & Chicago Sandusky, Dayton & Cincinnati.153 Branches 52 Sand usky , Mans Beld dc Newark. 116 ) Huron Branch 10 ) Scioto and Hocking Valley 56 Springfield and Colnmbns 20 Spring'd, Mt. Vernon & Pilts'g. 49 Toledo, Wabash antl Western. . . 242)^ $3,177,896 226,000 6,4^0.82-2 8,12'<,:no 4,143,915 4,752,319 1,920,953 4,C40,978 9,442,099 7,198,010 1.620,000 3,000.000 1,682,476 2,185,826 1,035,173 860,496 1,801,4.34 320,000 1,000,000 1.260,000 Seelnd. 185,000 3,925.157 10,755,610 See Ind. 4,600,000 See Penn. 6,066,090 8,662,857 1,680,000 520,000 2,194,060 10.642,600 Total 2,728 $102,766,614 TRXNBSSER. Cleveland and Chattanooga .... 30 Edgefield and Kentucky .30 Et^t Tennessee and Oeornia. . . 110» andViroinia. ..130 r Henders'n 38 Houston Tap 7 Houston and Texas Central 78 San Antonio and Mexican Gulf. 6 Southern Pacific 27t , Estimated at $25,000 per mile. Total 1871 $4,678,300 FLORIDA. Florida 100 Florida, Atlantic & Gulf Central 10 Pensacola and Georgia 26 Tallahassee 21 Estimated at $20,000 per mile. Total 167 $3,140,000 MieSOITRt. Cairo and Fulton 11 Hannibfll and St. Joseph 162 North Missouri 107 Pacific 103 South-West Branch 19 St. LobIs and Iron Mountain. . . 86 $400,000 8,5.33,229 6,473.910 10,480,394 9G7,fii64 5,042,662 IJIDIAMA. Cincinnati and Chicago H»8 Cincinnati, Peru and Chicaco.. 29 Xrmcinuali ft Indianapolis June. 29 Kvntisville and Crawfortlsville.. 109 Indiana Central 72^'^ Indianapolis and Cincinnati .... 89 ExtenMion 20 Indianapolis, Pitts'g &Cleve'd 84 Jeffersonville 77 Jnliet and Northern Indiana. .. Knigbtstown and Sbelbyville . . 27 Lafayette and Indianapolis .... 04 Madison and Indianapolis 86 ' Martinsville Line 27 Shelby Line 28 ; Michigan Central Mich., Southern &> North'n Ind. . . New Albany and Salem 288 Ohio and Mississippi 192 Pern and Indianapolis 74 Pittsburg, Ft. Wavne and Chic. . . Kushvilleand Sbelbyville 20 Shelby ville Lateral 16 Terre Haute and Richmond ... 73 Toledo, Wabash and Western . . . . Union Track 3| $2,0H0,-183 l,fKK1,(»00 8(K),000 2. 158.7 1.1 1,909.911 3,029,989 1,912 456 1.839,676 See 111. 188,000 1,866,277 2,984,616 See Mich. See Mich. 7,029,494 18,148,000 2,000,000 See Penn. 120,000 230,000 1,611,460 See Ohio. 265,088 ToUl 1,608 $49,163,847 ILLIROta. Chicago, Alton and St. Louis . .220 Chicago, Burlington &,Quincy.l38 Chicago and Milwaukee 46 Chicago and Rock Island 182 Chicago, St. Paul &, F'd dn Lac,138 Fox River Valley 33 Galena and Chicago Union .... 122)^ Fulton and Iowa Air Line. 106).^ Beloit Branch 20 Elgin Branch St. Charles Branch 10 Great Western 176 Illinois Central and Branches .. 706 Jnliet and Chicago 35 Joliet and Northern Indiana ... 45 3,^ *4 $9,536,000 7,468.926 1,700.000 6,776,119 8.626,000 1,200,000 9.395,465 5,022,926 28,487,669 1,260,000 1,125,000 Michigan Central See Michigan. Do. 76.000 4.870,586 2,106,000 5,400,000 Michigan Soathem &. N. Ind'a. Mount City Branch ... ... 3 Ohio and Mississippi 147 Peoria and Bureau Valley 47 Peoria and Oquawka 94 Eastern Extension 87 Pittsb., Ft. Wayne and Chicago. See Pennsylvania. Quincy and Chicago 100 2,600,000 Hacine and Mississippi See Wisconsin. Rock Island Bridge 1 260,000 Terre Haute, Alton & St. Louis. 168>^ ) St. Louis Branch 25 } 8,726,764 Belleville Branch Wi) Various Coal Railroads 20 600,000 Total 2,C82 $96,284,446 Ml 88 IBS! PPT. Grand Gulf and Port Gibson ... 8 $200,000 Mississippi Central 125 2,603,098 " and Tennessee 59 1,845,862 Raymond 7 180,000 Southern 81 3,400,000 West Feliciana 26 747,000 Total 800 $8,326,960 LOnsiASA. Baton Rouge, Gros Tete &. Opel's 17 Clinton and Port Hudson 22 Mexican Gulf 27 MilnburK & Lake Pontcbartr'n 6 New Orleans and Carrolton .... 10| N. Orl'na, Jacks'n &. Ot North'n.206 N. Orl'ns, Opel's &,G't Western. 80 Vicksburg. Sbreveport &. Texas 21 ToUl a • • • • • I ...647 Total 889| ABRAjraAg. Memphis and Little Rock 38 OALTFORRIA. $80,901,159 1 Sacramento V*11^7 22>^ $226,000 760.000 640,000 120,000 220,000 7,142,668 8,877,626 929,418 $18,804,606 $1,000,000 $1,120,000 ■h--c AM£UJCAN RAILROAD JOUHNAl. UICHIQAN. Detroit and Milwaukee 187 Detroit, Muuroe and Toledo Gl Iron Mountain 20 Michigan Central 284 Mich. SoiUb'n &, North'n lud.. 189 Oosben Air Line[0.ifc lDd.]120 g^; Qosben Branch [Ind.J 10 Erio(tK'uia/.oo[0.a 36U.00O 12,847,238 14,742,763 Alabama G71 Miasisaippi 30G Louisiana 389j^ Texas 187 >, |19,946,7Gl 8,3'J5,9G6 13.804.600 4.678,300 Total Gulf States 1.664 California 22)2 $44,766,627 f 1,600,000 Total Unitkd SiATBd .. 27,867 $901,047,364 ToUl 909 136,709,214 trracoNiiiN. Beloit and Madiaon 16 $300,000 Chicago, St.l'aul Sl F'd du Lac. See JllinoJM. Oreen Bay, Milw. &. Cbicaifo .. 40 1,826,611 KenoKba and Rocktord 20 1,000,000 La Crosse and Milwaukee 200 16.980,708 Manitowoc and Mississippi .... 7 250,000 Milwaukee and Iloricon 42 1,600,20(^ Milwaukee and Mississippi .... 192 ) q >»Qr r 1 o Southern Line 42^ J o.-^J"."*" Milwaukee and Superior 18* 600,000 Milw.. Watertown and Baraboo. 60 1,20U.0U0 Mineral Point 32 1,000.000 Racine and Mississippi 00 2,G81,086 Sheboygan and Mississippi .... 17 600,000 Wisconsin Certral 10 600,000 Navlffabia Ulvvrs ot tlie United Bt»t«s. fUOUAULR KXTEM' Uf STGAX KAVIOATION ON TUE I.XTElllOU WATERS OP THE UMIT£D STATKS; including tho rivers, bayous, etc., connected with the Missisitippi by channels navigable for steamers, — compik-d from the Report oi Col. AUBH-l'. Jlisiiiitpj/i and Hi Branch€$, Bayous, etc. Total 776>J $36,647,117 IOWA. Burlington and Missouri 65 Chicago, Iowa and Nebraska . . 81)4 Dubuque and Paci flu 60 Keokuk. Ft. Des Moines & Minn. 38>;i Keo'k, Mt.Pleasu(it&. Muscatine 1 1 j^^ Mississippi and Missouri 66 ) Muscatine Branch 12^^^ | Oskaloosa Line 40 ] $1,514,257 l,8tJ0.261 2.107,141 1,0»2,376 22(i,ClG 4,198,000 Total 843>i^ $10,988,673 Mile.s. Mississippi proper, 2,000 St. Croix so Minnesota or til. Pe- ter's 120 Chippeway TO Black GO Wisconsin 180 Kock 200 Iowa 110 Cedar GO Ues Moinos 260 Illinois 2^6 Maramec GO Koskaskia 150 Big Muddy 6 Obion GO Forked Deer l9o Big Hatchie 76 St. Francis 300 White 600 Miles; Big Black 60 Spring 60 Arkansas 600 Canadiau GO Neosho 60 Yazoo 800 Tallahatchie 300 Valabusha 130 Big Suntlower 80 Little Sunflower .... 70 Big Black 150 Bayou de Glazo 90 Bayou Care 140 Bayou Rouge 40 Bayou La Fourcbe . CO Bayou Plaqueniire . 12 Bayou Teche 96 Qrand River 12 Bayoa Sotrelle .... 12 Buyou Ohien 6 ilissouri and its Branches, Missouri proper . . 1,800 Yellowstone 300 Platte or Nebniaka. 40 Kansas 160 Osage 276 Qronde 90 BKCAPITULATIOK. Maine 644^ New Hampshire 662,'^ Vermont 531)^ Massachusetts l,619jg Rhode Island 60 Connecticut 644^4 $18,707,833 18,686.233 21,310,727 07.157,35y 2.479,632 24,260,141 ToiaX New England .... 3,823 New York 2,684)$; New Jersey ^1^/i Pennsy 1 vania 3,029):^ Delaware 98 Maryland 791 . Total Mid. Atlantic St.. 7.107 Virginia 1,474 North Carolina 770 South Caroliua 781 Georgia 1.174 Florida 167 $162,900,826 $139,460,104 24,44 l,0c*5 142,690,1)50 2,034.354 46,969,866 $364,476,798 $17,402,381 13,101,792 18,021,841 24.208,103 8,140,000 Ohio and its Branches. Ohio proper 1,000 Alleghany 200 Monouijahela 00 Muskingum 70 Kanawha G5 Bis; Sandy uO Scioto 60 Kentucky 62 Salt 36 Qreeu 160 Barren 30 Wabash 400 Cumberland 400 Tennessee 720 Red River and itn Branches, Bayous, etc. ft • • • • .150 . 00 .100 . 66 . 40 . 40 JUta S. Atlantic States. 4.360 $107,934,177 Arkau'ias 8d Missouri 647 Tennessee 90- Kentucky 400 ■'^ Total S. ftUerior States. 1,947 Ohio 2,728 Indiana 1,608 Micbi^aa 909 Illinois 2,082 Wisconsin 77&.ig Iowa W8>i $1,000,000 30.904,169 23,890,088 13,149,280 $08,944,127 $102,766,614 49,103.847 35,700.214 90,284,445 35.674.117 10.988.678 Red River proper, 1.500 Tensas Washita 376 Lako Bistenaw Saline 100 Sulphur Fork . Little Missouri 60 Little River Bayou d'Arboune . . 00 Kiamichi Bayou Bartholomew 160 Boggy Bayou Ba'uf 160 Bayou Macoo 176 Bayou Louis 30 • '•■■.< ■ Recapitulation, '.[ ■ Mississippi and its Branches. Bayous. etc 7,097 miles Missouri ami its Bruncliea 2,666 " Ohio and iU Branches 8,192 " Red River and its Braikcbes. Bayous. etc 8.a30 " Bayou Pierre 160 Atcbafalaya 800 Lake Caddo 76 Forelgu Couimerce of Ute Vulted States. We compile the following interesting tables of the foreign commercial intercourse of the United States, for the fiscal year 1858, from the tables which accompaoy tbo Annual Report of the Se- cretary of the Treasury. Of the gross import list, $19,274,490 is in foreign coin and bullion, and $24,206,228 in merchandise, by indirect importa- tion — that is, the products of one European State, but through, or via anotlier State. The whole of our trade with Switzerland is conducted in this way, and a large portion of the trade with Oer- mauy, or the Sutca and Free Cities comprising the Qerman Zollverein. In order, therefore, to ar- rive ot the exact condition of the relative trade to and from the several foreign Slates with whom we deal, we have separated the specie and bullion from both sides of the account ; also the foreign goods re-exported from the United States, and also the indirect importations, placing the last named to the Sutes to which they righily belong, leav- ing the main columns to represent, as near as may be, the actual exchange of commodities between this country and the otlier Sutes of the world, and their colonial dependencies. Imports for the fiscal ytar 1858. Dutiable goods $202,293 875 Free goods Gli044J79 Specie and bullion 19,274,490 Total imports for the year $282,613,150 Exports for the fiscal year 1858. Domestic produce $261,361,033 Foreign produce and mercbaudifie. . . 20,600,241 Domestic specie and bul- 1 lion . . . . • $42,407,246 "'^' Foreign s|)ccie and bullion 10,226,001 62,638.147 Total exports for the year $324,644,421 The Foreign States we trade with — 1868. Goods Products bought of. sold to. Britain and bei Colo- nic $111,401,120 $162,796,602 France and ber Colo- nies 36,826,810 28,492,136 Spain and her Colonies 83,276,691 20.501,806 Germany 17,086,079 9,940,848 Switzerland 4,646,173 Indirect. Holland and ber Colo- nies 3.613,997 Belgium . 2,489,841 Russia 2,137,483 Qiand Totol of Interior Walora navigable for steamers 10,074 " Debt of BIszisa. The following is a siaiemeut of iha foreigo debU of Mexico : British Bondholders Debt $60,621,848 00 Spanish Cuuveittion 7,270,600 76 BnglisU-Spanish Convention 6,000,000 00 rrencb Convention 203,490 00 American CUims (at least) 10,000,000 00 Total N. Interior States. 8,W0 $230,476,910i Total of Foreign DeU $83,166.188 76 Grand toUl $282,018,150 |324,044,421 Sweden and Norway.. 059,092 Denmark 334,923 Portugal 222,720 Sardinia 291,458 Tuscany 1,890,081 Two SicUiea 1,737.828 Att.Htria 402,012 Turkey 1,209,080 Africa 1.597,219 liayti and SLDomiugo 2,384,932 Mexico 1,108,601 Central America 132,427 New Granada 1,817.931 Venezuela 8,446,144 Bnueil 16,962,3bO Uruguay C21,«S8 Buenos Ayrea 2.726,218 Chili ., 2.055.203 Sandwich Islands .... 346,846 Peru 1,000.641 China 10.670.630 Miscellaneous 711,812 ToUl $263,438,G54 Specie and bullion . . . 19,274,490 Foreign goods 3,916.863 2,192,808 4.330,681 678,664 784,642 400,846 2,779,808 682,89a 526,874 1.909,408 783,405 1.707.906 2,U9l.2K2 2,786.852 116,011 1.187.34V 961.207 4,001,467 622.007 765,048 1.680.187 . 600,104 603,827 2,883.754- 293.534 $251,861 0J3 52,038 117 20.000,211 ■ .I- AMERICAN RAILROAD JOURNAL. The Specie Exchangei of the year 1868. Kemittefl to. Enjeliind $38,869,312 .France 4,632,967 .Cnb» 8,777,637 Chin* 2,591,639 New Onioada 852,234 VeiHJznHa 243,087 North of Eoropo 1,010,623 Mexico Otber places 1,155,748 Rec'd from. 10,763,631 1,839,968 4,462,830 704,703 166,533 315,228 4,368,964 682,639 The deposits of gold and siWer for the year were aa follows : Oold. Mint, Philadelphia. |9,87(i,842 30 Branch, N. Orleans. 1,148,7!*3 83 Brancb,S.Frflnci8co,10,128,111 28 Branch, Dablonega. 95,614 58 Branch, Charlotte.. 176.067 49 Assay Office, N.T'k. 21 ,073,882 31 PiWer. $3,3:^7,641 68 8,306,667 21 193,388 21 2,362,357 64 ToUl $52,638,147 $19,274,496 ; ■ The exchanses in the foregoing table with i Great Britain and her dependencies, and through London in f^eltleinent with other foreign States, Will illa< : . The annual reiK)rt of the Directors of the Mint of the United States famishes the following state- ment of the coinage of the United States, inclnd- iog bars stamped for the fiscal year ending Jnne 80,1868: :■*''' ' ' Gold. ■■■•■ ■ .■:.:■■>■■•":'■■-■- Pieces. Double eagles 1,401,944 Eagles 62,990 Half-eagles 134,656 Three dollars 22,059 Quarter-eagles 206,253 Dollars 230,361 Fine bars 7,105 Unparted bars 488 Total $61,494,311 29 Less redepoeits . . . 8,572,401 83 $9,199,954 67 2,300,362 21 $42,921,909 44 $6,890,592 46 ToUl. Mint, Philadelphia $l.i;214,383 ^ Branch, New Orleans 4,455,460 64 Branch, Ran Francisco.... 19,316,499 62 Branch, Dahlonega 95,614 68 Branch, Charlotte 176,067 49 Assay Office, New York 23,436,239 95 ToUl $60,694 ,205 96 Less redeposila 10,872,764 00 Value. $28,036,880 00 629,900 00 772,775 00 66,177 00 616,632 60 230,361 00 21,819,779 14 816,295 65 Total gold 2,085,755 $52,889,800 29 Siher. Half-dolLirs 8,860,000 $4,430,000 00 Quarter-dollars 12,070,000^ 3,019,750 00 Dimes 2,2tU)000 226,000 00 Half-dimes 0,610.000 " 327,000 00 Three cent pieces 1,260,000 37,980 00 Fuiebars 'JOO 102,557 77 ToUl silver 31,006,900 Coppei: .Cents 2;MW,000 Recnpitulaiion. Total gold 2,0,«;j.755 ToUl silver 31,<)n5,900 Total copi>er 23,400,000 $8,233,287 77 $234,000 00 $62,889,800 29 8,233,287 77 2;J4,000 00 ToUl coinage 56,491 ,055 Divided among the principal branches as follows : Pieces. Mint, Philadelphia .. .44,8:J3,760 Branch Mint, New Or- leans ^ 10220,000 Branch Mint, S. Fran- cisco 1,362,028 Branch M.. Dahlonega 'J 1,79.1 Branch M., Charlotte. 40,122 Assay Office, N. York . 7,940 $61,357,088 06 mints and iU Amonnt. $15,427,099 97 4,257,000 00 19,423,698 26 1(K),167 00 177,970 00 21,970,652 83 t«9,P21,501 87 The deposits included the following items : Foreign coin $1,636,999 23 Foreign bullion 290,135 01 United SUtes coin (0. 8.) 6,219 27 Bullion 49,649,570 43 Parted from silver 12,477 35 ToUl gold.......«^ $51,494,311 29 Depaoited, including purchases $8,88^,482 31 United SUtes bullion, parted 300,849 36 United States bullion. Lake Superior 16,623 00 ToUl Silver $9,199,964 67 ToUl gold and silver $60,094,265 96 The amount of gold of domestic production de- posited during the year was $40,977,168 55, de- rived as follows : from California, $40,591,140 €8; from Oregon, $9,181 ; and from the Atlantic SUtes, $376,846 67. The operations of the Assay Office in Neiv York for the year were : Oold bars sUmped . ..7,052 value $21,798,691 04 Silver do. ... 894 do. 171,96179 Total 7,946 do. $21,970,652 83 Foreign gold coin deposited ......."1906,842 00 Foreign bullion 137,583 86 United States coin 127 00 Bullion ; 20,029,329 46 cent, that is paid on coin, $70,351 66 more would have accmed to the Treasury. The Director deems this distinction in favor of bars inexpedi- ent, and recommends its repeal. The deposits of Spanish and Mexican fractions of the dollar at the principal Mint, the Branch Mint at New Orleans, and the Assay Office at New York, from the passage of the act of February 21, 1B57, entitled, "Ao act relating to foreign coins and^to the coinage «f cento at the Mint of the Unite* States," to tb^ 30th of June, 1868, have amounted to $1,072,^34 ; of this amonnt the sum of $293,246 was debited at the principal Mint for exchange for cirnts coined under the act above cited. -^ The amount transferred to the Treasury o/ the United States fhnn the Mint and iU branches on account of the charges on gold coinage of the half of 1 per cent, and of the profits of the coin- age of silver are ns follows ; Qold coinage charge $148,674 69; i>roflU on silver purchases, $120,- 791 32. If we add the balance which sUndt to the credit of the cent coinage accoaat, which may be stated at $50,000, it will be seen that the amount paid, or transferable, into the Treaaary of the United States from the Mint and its branches for the period embraced in this report is $319,465 91. The act of Congress, approved February 21, 1853, which authorized a deduction of the one- half of one per cent, from depositors of gold, as a coinage charge applied "in all cases, whether the gold deposited or coined or cast into bars or ingots ;" but a subsequent law, section 7, act of March 3, 1853, relieved deposiu paid In bars from this charge, and made it applicable to the coin on- , ly. The amount in value of fine gold bars paid '[ oat to depositors during the year was $14,070,880 •. 72. If the charge above sUted had been imposed upon the depositors of this bullion, it would have yielded $70,351 65 to the Treasury of the United SUtes. I think it is inexpecen ToUl 60,491,666 $61,367,088 06 subject to lbs same charge of oue-half of one per i vm- l>ctr*tt aad Mllwankee Railroad. The true position of this company will be host illustratel by the following brief sUtement made in the recent report of the President, of the amonnt required to meet the interest on iU indebtedness : Interest on 1st mortgage of $3,206,000 $227,870 2d do. 1,000,000 80,000 3d do. 750,000 75,000 4 th do. 600,000 60,000 share interest bonds 22,000 Do. Do. Do. Do. $464,870 The working expenses will be about 60 per cent, of the receipts, and therefore to pay the amount of interest above set forth will require a groH yearly traflic of about $910,000, or $17,600 per week. I'lio traffic has already for several weeks, not- withsUnding the niter stagnation of business and the eiHire aljsence of development of the resour- ces of the country through which the line passes, reached an average ot upwards of $11,000 a week, and this may be Uken as conclusive evidence that the local traflic alone, without any addition from through business, will hereallcr he ample to meet the interest ui>on thtg present debt of the company. ■■■■'i ' ir'^— ; tW»«»» — i «»;>--lir •IM-. <♦ at ^AMERICAN UA1L.ROAD JOITRNA*. ♦/ 4-' ^i Railway SUare lA»tj .r-:-::^-x:^„iv--_ CumpiUd/rom tka iat»»t rttwitt — eomeUd every W e dnt m iap tm a par •^'•^-[ttr^ ^$106. HAMB or OOMPAMT. AUmUo * Bt.L»w»««>e ^ndto»co«. 4t KenwibWJ,-^ K.ei»ebec * PortUDd...^. rorU.,B»co,*PorUiii'U» ao«loo,Oooc.* Mr "U -•».«.. O hetbire .— .— ——-- —- ■'^•. ;, Ooocord .— • •••• — ••-• ••-• Hortbna, M* H — Oootfl * r •MO'np*-"'*'' —- ' ' aat> *"^ ^ Burliogioa— .^. Vermont aod 0»i»»- — - ■'I Bo«Ma and Vtotideoca..... Bo«U»o"«i»a Worc«J»wr i)»p« Ood -' OdoneoUout Biiror--. BMtero, U»M^ — fltchbUK. .— -——" —— . K. Bedlurd wul TwmUio ■ OM OoTy Mid »»« Wvef VannootBiidlUM. — : WMtero, MaM. -—-*:* — • Worceatar and N«»n<»»- Prov'uce awl Yi»tt,t»Mt.... Hartford aud N. Haven.... Hart'd,Piov.and fiahluU— .. Houaatotiio .——-—--—• •auKatuck — •■ JI.Yort aod N. Haven H.Uaveo and N.LoiiJon.... K.Loodoo.W. * !•»>■"» Nonricb and Woroeatar AJbaoy Motl'iurn—— — —- blaok Biver •!»» Ouca- BuaWo,Coro. and N. Y. Buflalo and N. Y. Oity. BuflWoandBuLiue-— Uanaodaigua aod Klmira... OanaadaiKua * Niagara fa Oayusa A. Suaqoohanna Hudaoo Bhrer -.—-— Loojf Uland.— --— ~ New York Oeotral.— New York aii<» r6 5&e 4« l** 118 8» 25 46 80 'il 07 64 04 flO 80 63 63 44 03 6-^ 170 20 sa 38 ■m M eo 7b 41 M 186 m via 176 iOi 140 lao M XM 171 07 1«6 lOi •Ma 87 •ill 101 104 u« 2,404.000 467.000 1,107,626 1,300,400 1,600,000 3,068,400 1,000,000 2,3aa,aT6 1,350,000 6,000,000 1,830,000 4,070,074 8,160,000 4,600,001) 681,600 1,601,110 2,683,400 3,640,000 600.000 8,016,100 ;t,2a2,64j 6,160,001) 1,141,000 1,610 03b 3,86«,r00 1,030,246 3,000,000 1,031,800 a,UHO,Hai T3H,26<. 6 10, TOO 2,1^^300 430,006 643,330 1,487,874 708,430 1,800,00l 434,111 1,816,000 687,000 8,768,406 3,000,000 '.U,162,iOu 11,000,000 6,717,100 1,633,022 806,130 467,300 610,000 600,000 437,830 1,600,000 1,000,000 8,000,000 8,48.1,000 8,486,000 ^000,000 1 167,806 l,6k7,0U0 1,700,000 l,0tS,8«j B,30i,77i 6o0,00v; 600,0U(/ 3,606,100 3,061606 lli,JM tLLb 6,uOU,OOU 800,360 l,747,000 l,dT1.8.)o 8,U3,06« 3,603,300 1,07 7, 3M 8d4,60b l.ooo.'ooo 760,000 4,000,000 l.llU.S^ o73,:iou l,it.l.oo«i i;tU3,464 li«(i,660 4,170,3Uu 1,000,000 4,ldO,Uou a,73o,01u 1,4jM,660 1,414,024 I 8,482,000 6,023,011 1,836,30(1 2,210,04" 1,763,738 l,io4"68« •00.813 8,242 406,-itia 8()0.000 4,168,766 6,376,200 438,030 "jwo'Vib 600,074 301,007 376,77a 2,441,b7:) 100,000 none 260,100 1,010, Un 6,830,O< 8,302,040 3,241 076 10,406,006 l,361.:47l 1,781,01') 8 329,60 4,206.044 2,43S,f>47 1,680.7-23 6,-2S8,232 1,460,318 1,603,330 2,606,67] 1,840.606 074,3'23 2,810,006 8,401,668 1,040,000 2,4iM,364 032,303 2,370,864 606,680 •,360,363 647.10;i 14,40 VI36 38,U.Hl,46t 4,822,406 4,40>I,874 313,026 204,180 140,000 896,6«M 1,678,804 797,070 700,070 1,610.000 11,407,200 1,660,864 788,844 8.60-^8-i8 34U,0Ov 600,046 1,040,000 213,600 6,104,661 160,000 1,300,000 646,^. 3,820,166 16,600,6-24 0,4:^3,601. 3,673,461. 376,800 1,6 •3,406 3a0,00b 876,XA> l,ouo,uoo 10,06<1,H(M 36,000 6,441,6 iS 6,710,-i30 1,006,484 3.1ii;2<'4 1,63a, 1 70 8,3Jl,i'66 ^36,407 330,866 780,600 168,602 1,376,706 a,406,83-i 1,187 ,66i 13,787,606 3,666,086 3o,7a/,Al(> 34,4«iO,3'^4 8,768,303 6,470,714 763,03 740,683 806,423 64&,7«3 160,S18 21s,266 263 717 82>,767 366.620 817,0&( 3^i{^,8^0 177.588 332,-li LttaA dtO 705,83 436,663 770,S02 6M,176 1.010 no 122.060 •307,7 Id G10,1J0 608,074 lo8,0-36 683,337 240,13) 4,117,082 310,8b.'' 844,77)i 760,06(1 37J,t28 818,476 33r,416 l,167.0o6 86,007 1-20,671 •:6\417 117,716 In pniKr. 17-A476 386,302 670,760 174,088 Us 160.224 83,168 iHHje IHNIt' 6 iiooe none 120.000 174,026 113,077 136,064 166,w06 78,401 41.688 ?t Cent l'^,389 171,:<8» 30^1,00? 240,194 388,613 30,800 66,006 27'2,470 360,8(6 •27.8-27 806,140 6^267 none 880,763 6 uo 91 16 6 40« 4l» 8*^720 166,044 340.836 112,^36 100,844 114,237 264 6G0 30,318 61.644 44.647 0,004 "6a"333 31,806 866,763 a»,606 1,216.000 134,-iilO a'lK.KOU 0(K>,t>OU l,bl','.>tfO d,318.634< lU0,00u 476,80^ 101.7u'i 06,000 •n^8M 2,272,777 1,100,8-22 3,200,600 '3,844,000 8,T01,0«u 1,738,171 8,660,017 6,621 320 l,tl64, UT l.TOO OOJ 3,640,000 1,226,676 8,013,761 760,000 l,;U8,8l:^< 3,407,1161 6 106,34 l\t,-Mii 7Ju 6,6O^'l,.u>0 1,27 4, U*U 3,'iM,(klc 014,606 34,803,046 1,660,000 7,-236,640 6,33-3,160 ■4,036,006 8,36a,0j0 8 3111,-260 6,T64,io6 6,467,6a3 l,2U«*,4ii 1,7U6,10W 1,000,1 la 4,M6,000 2,«iiU,loa l,;44u,::4t l,7JW,oi.> l,'^jj,iibo i,oo;,i7b 7,uM,03i 1,1/i.To: 4,l7t,401 ruKr. 106. 86u 374,664 4,666,4a,H3* 4il8 IVl • n.Olb i66,0«M> 363,674 tiOk; •u2 6:h 2i;7 124,061 2«3,284 000.000 138,8 183,646 ■30},T74 S2i,2iO -366. '30 66,180 130,312 133,061 WIMMied. i 441,038 106.641 121,66.'. ai6,774 36,-373 740,£66 lOl.HO: 831.171 bHi^lb 13«03T U*,lTi 80 ii'ii 07 Olik i)2S 40 « 66 46 00 1| or' UM 103 47 8lA 1.2 40 ttrntel none ''*' IKMIO imuu 10 NAUB or OOMPANT. Bruoawick and Plorida, Oa. SttulU Wuatuni ...._..... Teiumwee and Alahamt... Teunivaeu and Miwura..... Muoi|>bta itwl Charleat'o... Mobik) and Ohio. ........>. Miaa. Central.. ........ Soiithen (Ul«r.) .. N.O., OiMskMiaaadi Q.W N. O . Ja<-.k»oo A^ O.N Vickabk , 8hr«To|>.4t Tex. .... Kast Tonneaaee and (ia. .... Kaat Tenoeaaeu aod Vv. 80 143 30 61 2A7 306 60 82 80 206 21 111 130 iMUe uooe ■KIOC 8 OOIM 000«s llOOt.' 8 uone 7 none joue S 8. 3 -& 161,897 1,6»9.100 800,761 767,140 2.3-^8.177 6,764.8 iO 1,676,474 1,1100,000 2,800,000 4,036 000 883,766 l,W3.074 626,076 3,263,006 1,684.860 480,066 fl»4,444 T4i.0ie 866,030 1,874 396 4,746,-4 3,333,712 8^ oooe 13 OOM 10 "ax 88 IIJS 84a 17'. 13 ?4 1 08 6 T 4 IKMM 6 8 ih 10 8 llT 60 8M 86A 63 86 Jt O-i Naah. aod Chattanooga.... 160 OuviuKtflO 4c Loziiiitton.... 08 Loiui({toaai>dynuikf(irt.... 20 Lexiiietoo and DativfUe.... IS Louiaville and Frauklort.... 06 Atlantic 4c OLWeatem ... Betlefontalnoand bid....... llS Olev., OoL, aod Cwcm. 141 Olevelaod and Totcdo 'joo Cler. aod Itabooiiig ... .... 66 Olav. and PllUburg 133 2,780,744 Olev_ P. 4l Athiaimia M 8,000 000 Oin., HamUfaicDitytao 00 3166,800 CUi , Wilm. 4c Zuueav'ML.... 181 2J42I,176 Oulumbua and Xkom 66 1,400,460 Uaytno, Xeu., 4c Itelpre 63 437,838 Dayton and MlchlKaa 140 1,076,603 Dayton and Weatem...—. 86 310,000 KatOQ and Hainiltnn ■«..... 42 460,763 Little Miami 66 3,e8l,-282 i^aodutky, Dayton 4c Oinoiu. 171 '^,607.000 Central Obio 138 l,i27,eor P>Uab..Ft.Wayno4rCbica«o423 '347.040 PitUb>t;,kIayav*e4cUia. 60 371,360 iaiid'y, M.iuaf dcNew'k 127 1,860,000 Soioto4(aockinsVaUoy 66 403,076 8i>ruu:C,MtVonMai4cP. US 1,000,000 Tol.,Wabaaii4k8LLouia -J43 3,066,100 Ouu, LoK . aod Obicayo.... 366 4,100,670 Brauav'o 4c Orawfurdar. .... 100 066 001 Ind. and Olockioali 88 1,686,'809 Indiana Oeotral ...... 66 612,860 Ind., Olev. 4k Pitlaburg 88 836,701 JefltorsaoTiUe....... ... V) 1,014,263 Mudiaon aod lodianapoUa.. 87 1 647,700 New Albany and Salem 388 2,686,131 Peru ajxl Indiaoapolia ..... 73 ._..... Torre Haute and lud....... 73 1,361,460 Chicago and Bock laPd 182 6,348,000 Chicago, BurL aod Quincy . 216 4,631,640 Ohio.. BLPaul 4c rd du Lao. 1^8 2,800,000 Oaleoa and Ohiouifa..-..^.. 360 6,023,800 IlUuoia Central 704 Peoria and Otiuawka ...... 181 Ohlode Uiac (WaLDiT.) 147 I 463,«48 441.202 828,880 811812 3.406,288 II 638.640 870.006 1,161 1V2 6,673,470 2,06il,46W 10 701,4^ 036,706 1,400.000 760,000 1,816,610 108-386 1,73S660 1728,664 1.632,701 8,066.017 166,800 71,000 836.316 T7,.d>4 i,8l6,-337 00.400 &3 4 226,86* T,103,0I« 1,030 96S 6,637,468 8,043,002 1,406,648 1,626.092 8,76-3,040 140,000 422.668 893,011 700,481 832,668i 1,266,000 3,368,004 e,2-2'<.fl6C Terre Haut«,Alt 4kScLoula 206 Detroit aod Milwaukee. UicU.Ceutral ... Mich. Soutli'D 4c N. Ind..... Oreen Bay, Ui . 4c CU. Milwaukee and Mian....... MUvaukea * Walert'n..... Mi waukoe aod Iloricon.... Milwaukee 4k La Oroaee BaetaM and Miaa..... ...... Uanniltal 4fc BL JoseplM.... North Mlaaoori.. PaoUlo.... .... .... .... .... 6L LuttM and Iran ML 186 -382 4761 40 386 72 42 aoo 66 131 107 168 88 4» 2.603,006 2.400.000 6,877,626 7,14-2,&63 00-2,061 2,703,426 8,208,138 8,896,703 4,001.604 668,266 786,600 1,602.096 613,231 2,998,803 4,762,830 Id proyr. ii06,OI4 6.%,776 I'-.l.OOl 612 0-.'2 661,38:/ 116,670 264 2^6 284,178 189,003 In (iroirr. 227,863 61,8!4 641,662 426,408 06,807 In proi{r. 246,760 Til protfr. 848,46-4 1,149,741 830,383 In|2,248,768 1.303,866 In proKr, BecentJy 828.767 10,388,084 -3,809,487 1,780,000 8,061,266 614,238 In pro«r. 883,818 au8,2»4 US,i67 910,767 00,066 8,Sl*,784l 16,980 708 407,107 408,470 2,681,086 102.460 6,868,000 ^,633,-2-20 In pro^r. 3,600,000 4.316,320 160.^64 8,307,720' 10,466.604 061.347 813.907 M7,4ia 6,043,660 UroeuUy oiMMieil. I 6,664,862 1,806.618) »46,l88lu' 63.368. 60,006. 390,134 10 164jt97 677,787 104,479 UOM 8;i80;816| 487,431 6,009,310 3J3,60A 1,682,476 403,212 860,400 In progr. 1,186,826 In pruyr. 1,036,173 126,040 1,176,16S 140,036 8,0-36,167 n6,442 6,066 000 684,614 0,406,822 670,092 9 8-3-2,660J 14,279,704 1,648,869 31,000 800,033 Id prOKr. 2,306,367 8,66-3,867 828,068 600,060 888,868 (npro^ 060,00tf 3,194,000 Iu|iro|;r. 7,677,600 10,64-3,000 BeceaU> opened. l,00e,126 2,080,438 In proKr. -2,168,718 249,868 1-24,140 8,029,089 491,743 246,622 1,909,911 868,189 -^04,486 1826.426 263, 10 86,-348 1880,676 3-3-2,737 94,318 2,964.616 260,214 118,628 7,0-29.494 646,8-27 871,402 2,000,000 160,000 90,000 1,686,600 481,272 306,070 6,628,-272 1,886,196 860,039 - ■ 811,787 100,060 i3bi6a6Mna 611,740 413,780 800,618 661,464 360,783 80,386 181,«88 16 10 Inproirr. 2,S16,786>1,192,043 666,973 0|>eiMd. 247,767 opened, 764 9S8 644,8U uoiie ft6K 81X Ti 81 10 TlJf •7 If M 10 18 ih 1S4 90 a & OOVBANaUNT 8B0DIUTIB& o*r o. aakao Par eU Per at Loau,4peret.~~..~16«3..106 ]"7 I.oaa,S p«roC~.. Da 8 dOk .... 1887..114ir lUX Da * doi. .... Do. 8 40k ....... 1668.. 114 ir 116 Do. 8 da .... 8TATB BBCURITIU. r Perec ...1868.ll4ir ...1866.. lOIJ^ ~.1874..104i< 118 104 J 104) M6iiM,6p6r6L.......I880..40*)i 108 Maaaanhuaetia, 6 per ctl6:>0.. 100 100,)^ N«w York, 8 per oL1860^..102 ld8 Do. 6 do,' 1844-66.. 108 111 Da r da 1866-07..110 118 Da 6 da 1873-76.. 114 116 Dx 8X f'«rtetU ...... OtoclBimtl, Wlmiiuttoo, and ZanM^Oe Ol«velaoil, ratn««Ti|l«, and AahUbaku Ote»»taiid and PKUbai»li. ........ I>o. do. Olc?cIaad and Toledo ....... _ , OMcajto and BUaaiMlppl J". .... •>*• "Jo- ~. ........... OoTinttOB and LeztB^toa ......... Do. do. .... Dslawaro, Laekawaiuia and Wotiteral Florida rr^and .................. t.tti Wnyn« nnd Chlo'go........^ Oaieo* and Chloajfo. ............ Do. do. ............."' C^rMt ■WoBtorn (tlllnoia) _ Green Bay, Milwaokoe, and Ohicastl.. lenpinonvilltj ..................... Indiaoit 0«"ntral.............*~,3| lodlanapolii and Bpnofo«iUln«._. I! ladixnap. Sc Oin'ti (for Lawb. * U.M.) La Ow e sod Milw«okTOO 6,000,000 680,000 900,000 1,600,000 600,000 1,000.000 Itt mortgrnffv, ooarartibla..^ IK tooooTartiblo.. Do. OonvnrtJMo.... Real eaute, coiiTert4bto..wk tncomo, foar. CL Col 4fc Oln.. lat mort ooiit. eaat aeo, .... 2d da incoflTortlMo ...... lit mortcnco inoonvt^rtible *1 >lo- .!«. Do. Da Da Do. Da Da Da Do. eonrrtrtlhin inoonrwublo.. eoarertihlo oo llr«neh«a iocooTortible .4 conr. till 1867 . iBCoa««rtiblo.>, ., do „ w mor.cc.i«, oonTertlblo lat tnottfHtea, do, Jf*- not eonrnrirhlo. DO. cony, till 1868— „ . Da Inconvortlbte ~ 2d mortvafre, do. lit mortpgo, da Do. conTcrtihlo ..... Do. 2d •«$. \ncoar.. Do. convertiblB .~. 50. do. Da conr till 1867.. lit mort. l»t iec conr. till 18S4 Ut niorto. lat iOR. eonr Do. oonrertlMe .. Do. do. „ Da da [Mt< It peF- iMa April, October. JaB>,/.ly... J»n'/,J*Jy '•»»'r, Aivoat. iMrm ....... March, Sept... 20.Jan. ao.,Tul)- May, NoTomb Jan'y, July May, NovwnK. Jo|>;y, Aoguat. March, S»"pt.. 'tjb'r, Aofuat. AprtI, October. April. October. April, October, ■larch, Scpt^. ApriL Oeloher. March, Sept.. Jan'y.Joly... *'ay KoTPmh. April, Octolier. lO.ApriL lO.Oc April, October. May, Noremb. Jan'y, Jaiy March, Sept.. May, Noiremb Pel>'y, Ang\u\. »■ May, Z Nov ^pril, October March, Sept,.. Jan'y, July... April, October. June, Deoenib. April, October May, Noremb. •Tan'y, Jaly... reb>y, Aoxoat. Jan'y, July... April, October. Jan'y, .Tnly... FoWy, Augoat May, Noremb. Jan'y, July... March, Sept.. Feb'y, Auguat. H.V. Bost. •• N.T, i I Phna. N.T 18T2 1860 1866 1868 1866 1861-64 1866 1»W 1880 1868 1862 1861 1860 1878 1863 18«2-n 1862-72 1867 1888 1876 1881 1878 1868 1876 1868 1868 1878 1866 1860-61 1866 1874 1866 1883 i860 i860 1862 1868 1877 1868-43 18A4-76 1873 1867 1866-66 1872 1880 1876 1861 1866 1806 l862T7i 66 9i)i 60 n 04 66 12 77 62 X 40 MX 77 98 )( ton 873< 66 76 74 73 81 )i 06;», 02 70 ' 70 75 lOU 86 06 86 70 56 88 76 96 7* 66 82M 60 60 65 47 H 87 78 ViH N W% is" fl" 82 X 82X 85 76 tan n 04 80 78 00" 75 85 75 CO 102 76 70 NAMES or , ■ COMPANTM. • '? ' . ( Tka ftUmeing putationt Indiutt th« aeamed intemt.) Baltimore and Ohio , ... , ... OMcago and Rock lafauML ........ Brit Railroad „ Da* ~IIir!II!!!!!IIII Do. ...... — ......... nndaon Rirrr... ........ ........ IMnoia Oeotral.. — . ......_. Do. (Free Land)....... MieMnan Sontbrrn New Tork and Ilarlem... ._.... Npw Tork and Nnw Harcn . .. New Haven and Hartford........ Nortbcm Lodiaaa ............... Do. Ooabcn Branch . New Tork Oentr»L_ .... .... ..... .Do. da ................ Panama, liit Issae ... .... .... .... Do. 2d do. ............... «atio.-i .... 2d do. do .... 3d do. eonrerir^e .... Mortsage, inconrerttMe...... SPge 845,000 acrB-priT.7 sbar'a lat mortgag*}, inconvertible .. Da No mortgage, lat mortgagfl. Da Do. no tnort^nisSf •la da do. da do. do. No ro'ge conr.from Jnoe 6T-69 Conrertible Ull 1856 Do. till 1958 Mortgage, inconrnrtible ~.. Do. eonrertihie ...... Da inroarcrtible .. iBtareat pay- able. Jtn'y, Joly . 10. Jan. 10.Joiy May. Noremb. IQirch, Sept.. March, Sept April, Octobet Feb'y. Aoguit. Feb'y, Aopnst. Jan'y, July... Peb'y, Aniruit. 16.Jane,I6.D«>c May. Noromb. Apri. Octolier Mnrcb, HopL.. .May, NovemV May, NoTcmli Ju.ie, Docomli Jan'y, July — VoWy, Aurnat. Foh'y, Auguil. May, Novemh 16.Jane,16.Dec •Tan'y, July — .Tan'y, .Toly... ■Jao'y, July... Jan'y, July... April. October. Si • v« n 1 RBit 1876 ^'h N.T. 1870 96 tt 1867 95 •• 1859 88 u 1888 76 S H 1880 62 U 1876 41X M 1871 41 U 1862 41 It 1869-70 102^ a 93 11 1878 00 •1 1861 86V II 1868 741, 41 1883 91 II 1864 lOl W 1866 116 U 1866 90 Phila. 1860 •««• CI 1876 82 i (4 4886 73 »i 89 97 X 97 89 78 )< f3 42 41 X 41H 108 96X 76 91 )j 87 8B 95 94 87 76 81X t02 91" 73 X OITT 8C0DRITIC8. MewYork. 6peret. 1858-'A0 Do. 6 da . 1870-'76 Do. 6 do. 1888 Do. 6 do 1800-0« Albany, 6 per et cmp..l871-'81 X Aneghany, 6 per tL coop X Baltimore, 8 percU — .1879-'90 Boston, 6 per r.L conp.._......X Brooklyn, 6 per ct coup.. Look X Cle»'Pd,7 perct «p. WAV. 1879 X Otocionali. 6 lercUcoup X Ch:c»tro,ep«rct.co«p..l87S'77 X Do. 7 pel et. coup. —.-1880 .X D•^rol^7per cU.;> WW.1673-'78 X DBbwjne, 8 pnr oL cp. .--Long X *«r.eyOlt7.6p.ot.cp.WW^7 X MtBl-U*! 8 P«r Oti coiit^~1882 K Int'st payable. OtTd Aakd J May, 1 Auffuvt. and \, NorcmlxT . Ffb'y, Aacnat. Jan'y, July .«. Qimrl^rly. .... April Oclolier Jiirj'y, Jul/... IV) do Hirera ... •Ijn'y, .July... .Tan'y, July... Fch'y, A -iKiiat. March, f:ept.. Jan'y, July... DIrera ....... Jan'y Jaly... 07 03 103 JT 90 106 65 »7 99H 101X 100 80 86X 98 100 99 70 61 99 96 103X 94 70 WH Wi" 101 92 S *7J, m>i 103 100 nH «6 C1TY8B0DRITIK8 Milwaukee, 7 percl coup...... X New Oricana, 6 per ct. cp. R.II. X N.Orleana, per ct cp. munlcip. X Philadelphia 8 per ct...l87H..'98 PIttaburKh, 6 per ct coup X Quincy, 8 per ct coop 1808 X Kacine, 7 per ct coup, 1873 X Rochoalcr, 6 per cent ooup. ... X atLouia, 6 per ct coup. ..Long X Do. do. Monlcipal .. X Sacramento, 10 p. ct cp. 1862-'74 X ;J.Fr'rlaco,7 p.«.ep. 1 86 j,pay. N . Y. X Do. lOp. ctcp 1871 X DC 10 Co. pay. N.Y... X Do. 6perctpay.N.Y.1876X Wbeatag, 6 per ct coup........ X Do. 6 p.et rp. Mun..l874 X 'UrrcvrtUe,T 4o, ......^.Z Int'at payable. (HT'd Aakd Dlrora ....... Do .lan'y, July... rfnn'y, July... OWera ....... .lan'y, July... 10. Keb'y, Aug Direra .—.... Do. Do. Do Uay, Novemh. Do. do. . JaD'y,July..... Do. do... Di'-era .... Mareh, Sept.. April, October 50 72 86 102 V 52 62X 90" 8.i^ f>'H 37 60 87 66*' 70 77X 90 65 66 SO 97 H 87 VO 45 70 90 60~ 60 CInolnMMtl Sl«»ck fialca. BtKIRR AOUSBTBR. /V |N (B. D.) — . ..— ..V. nlrre»| —•I 60 ..46 ..SO 8t -.76 ..76 »• •••• •••• >•»« ••0 »* .,/..'., R»Ur»>il Bantlj»(a. Th« foilowtiio are the earnings of the Ohio and Mississippi Railroad for the month of Noreinber, 1858, compared with earniogs of ume month 1867: 1858. 1867. rassongers |72,S88 08 |06,4<}6 81 Freight 47,682 83 24,662 73 Express. 3,066 00 3,187 60 Mail 6,585 41 5,164 59 $129,661 32 $98,441 68 Increase ortr 1857 $81,113 C5 The receipts of the Qrand Trunk Railway of Canada for the neek ending December 11th, were $48,687 68 \Jeek ending December 12, 1867 68,424 80 Decrease $12,737 21 ToUl traffic from July Isl $1,067,168 11 Same period last year 1,149,229 66 Decrease $82,071 45 The earnings of the Pittsburg, Fort Wayne and Chicago Railroad Company during the month of Noremher were as follows, viz : From Freight $59,611 W •' Passengers 60,018 41 " Mail 4.482 29 " Rent of Road 6,600 00 " Miscellaneous 150 00 ToUl $129,762 69 Earniugfl in bame month last year.... 128,659 70 Increaiie $1,202 99 The expenses in Nprember were as follows, riz : Station expenses $8,622 82 Cost of running .23,373 31 Repairs of machinery ....16,447 79 Maintenance of way 26,214 66 General expenses 9,113 13 ToUl $82,671 71 Expenses in same month last year 72,221 65 • Increase $10,450 06 Net earnings in Korember, 1858 $47,090 98 Do. . 1857 66,838 06 Decrease $9,247 07 Vermont Central Railroad. Id Sspleraber last there was a hearing before Bennett, ChancHlor, of a suit in equity pen-ling, to foreclose the mortpnge by Uie Vermont Central Railroad to secure the bonds which were flrat is- sued. On Monday la.st, the Chancellor gare a rery full and elaborate opinion in favor of the ralidity of the niorlgnge, and entered a degree for foreclo- sure. The eHect of this will be to concentrate the entire property in the hands of the holders of the first mortgage bondw, subject to the prior claims of the Vermont and Canada Railroad Company, in whose favor a decision was made by Chaacellor Poland last September. The foreclosure of the firbt mortgage will be of great importance to the real owners of the prop- jerty, ae much embarrassment has been occMioned ■ K' l^m 8 AMERICAN RAILROAD JOURNAL. & by the pertinacity with which certain persons claiming to reprearnt the second mortgage bond- holders of the VeriDODt Central Railroad, baro re- sisted the prior claims of the Vermont and Canada Railroad, and the first mortga(;e bondholders of Vermont Central. Each iuterebt has claimed to be represented by separate counsel in all legal pro- ceedings, occaaiouing great delay and expenue. A law was passed by the Legiulature of Vermont in 1867, providing tbat upon the foreclosare Oi a mortgage of a railroad, the bondholders may form ■themselTea into a corporation, which will terminate the oflSce of the trustees, who, under the power to elect successors, have kept themselves in office. — Hoston Courier. American Railroad Journal. ■•turdayt January 1« 18S9« The PaciAe Railroad. Were the matter of a railroad to the Paciflc in the bands of individuals, the proper course to be pursued would be a very obvious and simple one— to ascertain the best route, and the cost of a rail- road over it. The question of iceans is the neces- sary sequence of these. But Congress, as is the caso usually with legislative bodies, will be likely to invert the ordinary and business-like mode of proceeding, and make a vote of money and, per haps, do&ignate a route, before anything is known of ite practicability, cost, or its adaptation to the commercial wants of the country. With such a beginning it is easy to see that the enterprise can- not end otherwise than in disaster, even with abundant means furnished by the General Govern- ment. From the actiou of Congress so far, it is evident tbat this body still labors under several delusions, each of which if acted upon, is sufiicient to defeat the road. In the first place a large donation of laud is proposed. It unfortunately ha])pons that the greater part of the laud on any of the routes proposed is nearly worthless, and is insufhcicut io value to form the basis even of a credit upon which any cousidcrablu sums could be raised. That individual capital would be seduced into a railroad, unluss based u^mu governmental aid, is preposterous. No person sup^KMies that, for a long time to come, a railroad to the Pacitic w^ould be remunerative. There ia no disposition on the part of thoae of our people who have money, to invest it, even in productive roads. With such a feeling prevailing, it ia too much to suppose that the pub- lic are going to add to their losses by investing in a new enterprise, the unproductiveness of which ia assumed io the outseL AU thia talk ia OoD^ireas, therefore, about cou- iraclon build iog the road, receiving a Urge doua- lioo Oif land and a pitlauce io the shape of pay- ueot for the carriage of the mails capitaliaed, is really little better than so much tumfoulery. It proves tbat the subject is cither not understood, or that there i» a willingness i>u the part of the members to deceive, or to be deceived, — ia other words, that they are thus far talking for Butuombe. If a railroad be necessary, there ia no mode so equitable for raising means for ita construction than upon the credit, and with the money, of the peojtle of the United States. They are collectively to reap its advantages ; and ihuy should in the same manner bear the burden of its construction, Ko road can be built by any other means. To baae ita coostructiou upon any othwr^ is to atart on a falso hypothesis which must lead to a speedy break-down, souring the public mind, and destroy- ing public confidence, and postponing for years the progress of this great work. The makicg grants of lands and money at the present session of Congress would not facilitate, but would really retard the project, aa it would undoubtedly lead to precipitate action, and to mis- takes which could not be retrieved without seri- ous losses. The first step to be taken in the present exigency is to ascertain the route to be adopted. To do this would occupy a corps of railroad engineers at least two, and jwrhaps three years. If Congress would appoint such a com- mission, and place it immediately in the field, it might properly await the result of their surveys and examinations. In the mean time a more em- phatic expression of the popular will would be gained, and any action that might then be taken would have the benefit of far belter light and in- formation than we now possess. But we can hardly expect to see such a course put sued. A large proportion of members of Con- gress are opposed to any and all roads undertaken by Quvernmeut. Those in favor of a road are divided up into several parlies or sections on the question of route. They may have personal ain.e and interests that would be quite boslilc to the best interest of such a work, and that would come in collision with its progress. In other words, a railroad will be advocated from the sup- posed influence it is likely to exert upon a particu- lar section or interest of the country, or in hopes that something may be made out of it by some ofiicial or other connection with it. With a my- riad of such indueuces pressing upon it, it ia hard- ly credible that it should not be smothered in a very short time. A scheme of such magnitude would stimulate an universal cupidity, and it would be vastly more diflloult to keep its admin- istration pure, than the affairs of the city of New York, or the General Government, corruptions in both of which and the impossibility of correcting theiu, are now too well proved. ,, ^ 1'^ ._ liut should any scheme receive attention, we hope it is one that will embrace thrt* routes. Suiipose Cougreas to give absolutely |25,000 per mile fur three roads, such a sum, wiih graols of lands, would very likely be instrumeotal io carry- ing the southero route to the valley of the Bio Grande, and on the central and uorthero rr>ates, to the eastern base of I he Bocky Uountaioa, or, say, a distance of about 500 miles each, commeociog at the western boundary of lb* organiacd SUiea. ;Sucb ao uudartakiug iuvolvM au Mitlay of ouly |47,&OO.UUU. The advautagea reeultutg lh» Utewi road*, eveo p*nia}ly buUt, wooU ba vaadj graaur ihao their ooett. Oo the soulbera route. It wuokl bring us iu couoecliuu with the mioea of New Mexico, Arizona, Souora, and the whole of the Dortheru part of Mexico. Oo the central route, 600 miles of road would carry us to the gold mines at the head of the Platte river, and on the oorih, they would at leaat open aa immense area of fertile land io the valley of the Red Biver of the North. But the discoveries now daily making tend to show that the Rocky MouoUio range for its entire extent is ridi in the precious metals, and as they jioaaess much greater agricultural resources than the plains by which they are bounded, are, probably, destined to become the future aeat ol large and flourishing communities. A suiUcittit reason for undertaking several railroads exiati, and should they for any cause fall short of their respective terminationa, the good they would have accomplished, will justify the expenditure of the amount estimated. It is certainly the duty of oar people to explore and render accessible the inte- rior of the continent. It can be dune by no other power or means. It is a work which public opinion will, in the end, force Government to ander- take, and the sooner it is conimemed in the right way, and in a proper spirit, Ihe belter. ' ' ! Kailroad DlvrldcMda. V **> The Boston and Providence Railroad Company have declared a dividend of $3.00 per share, pay- able on the 3d inst. The Boston and Worcester Railroad Company,' a dividend of 2 per cent, payable on the 1st inst. ' The Boston and Maine Railroad Company, a dividend of 3>< per cent., payable on the Sd inst ' The Providence R. R. Co., a dividend of 3 per cent, payable on the Sd inst. Tho Boston and Lowell It. R. Co., a dividend of 3 per cent, payable on the 3d inst. \ The Fitchburg R. R. Co., a dividend of 8 per cent, payable on the 3d lost. The Old Colony R. R. Co., a dividend of 8 per cent., payable on the 3d inst. The Worcester and Nashua R. R. Co., a dividend of 4 per cent., payable on the 3d inst. The Western R. R. Co., a dividend of 4 per cent., payable on the Sd inst. \ The Watertown and Rome R. R. Co., a dividend- of 3 per cent., payable on the 3d inst. The Cleveland, Columbus and Cincinnati R. B. Co., a dividend of 6 per cent., payable on the lat inst. The Cleveland, Paiaesville and Aahtabiila B. B. ' Co., a cosh dividend of 6 per cenL, and another of 10 per cent, in bonds. Inaaranoe I>lvld«uda. The Park Fire Insurance Co. have declared a semi-annual divideud of 10 per cent., payable oo the 8d iusU The Brooklyn Fire Insurance Co., a semi-annual divideud of 10 per ceoL, payable oo the Sd inaC ^ The Qreal Western Marine losuraooe Coi., a aeaai* < aontul dividend of 3^ per ceot, payable oo tb*' 3d inst. The Newaik Banking and loaorance Co., aaeml- annual dividend of 6 per ceoL, payable oo the 8d ioat. The Goodboa Fire Inauranoe Co., a aaMl-aoaMl divMiwMl of it per ceot, payable oo the 8d ioat - f 7 *^ ■ The Washington Insurance Co., a dividend of 10 ' per cent, payable oo the Sd lost ''''' r The Long laland loauranca Co., a dividend of 10 ' per ceot, payable on the 3d inst ^ Tba American Fir« loanrance Co., a dividead 9f i^^ i per cent, payable on the 3d inst ^-^^ The Mercantile Fire Insurance Co., asemianoual dividend of 8 per cent, payable on the Sd iii«t. The Mechanic's Insurance Co., (Brooklyn) a dividend of 7 per cent, payable oo the 8d io»t ..\'.\''' :, •'■Vi.-.i.- ■•-.: ■J. • - " . ■ - \ AMERICAN RAlLiROAD JOURNAL. 9 I iBtorect on St«t«, city, County, R«Uro»d and Otbcr Bonds. The interest coupons, due on the Ist inst., on the bonds of the city of Hartford, issued to the Hartford, Providence and Fishkill Railroad Po., will be paid at the Tboenix Bank, Hartford, Ct. The interest coupons of the Marietta, Ohio, bonds issued to the Marietta and Cincinnati R. R. Co., due on the 1st inst., will be paid at the oflSce of A. G. Allen, 21 South St. The coupons of the 8 per cent, first Mortgage Bonds of the Joliet and Chicago R. R. Co., due on the 1st inst., will be paid at the office of M. K. Jesup & Co., 44 Exchange Place. The interest falling due ia this city on the 1st inst. upon the bonds of Scioto Co., Ohio, will be paid at the office of A. S. Chase & Co., 96 Broad- way. The interest due on the 3d inst. on the debt of the State of lUiaois, will be paid at the office of Ketchum, Howe & Co., 40 Exchange Place. The coapons and bonds of the Heusatonic R. R. Co., due on the Ist inst., will be paid at the oflBce of the Company, or at the office of Ketchum, Howe &Co. The bonds of Franklin Co., Ohio, issued to the Cleveland, Columbus and Cincinnati R. R. Co., due on the 1st inst., amounting to ^50,000, will be paid, with the remaining interest warrant attached, at the Ocean Bank. The interest coapons and bonds of the State of Michigan, maturing on the 1st inst., will bo paid at the Artizan's Bank. The interest coupons on the bonds Issued by the Commissioners of Licking County, Ohio, to the Central Ohio Railroad Company , also, the bonds issued by the corporation of Newark, Ohio, to the Central Ohio Railroad Company and the Newark Plank Road Company ; and also, on the bonds issued by the Trustees of Newark Township to the Steubenville and Indiana Railroad Company, due on the 1st inst,, will be paid at the office of Stan- ton, Sheldon & Co., 81 Front St. The interest coupons of the bonds of the Missis- sippi and Missouri R. R. Co., due on the 1st inst., will be paid at the Com Exchange Bank. The coupons due on the 1st inst., on $400,000 firit Mortgage Bonds of the Sacramento Valley R. R. Co., will be paid at the office of Schuchardt & Gebhard. The interest coupons due on the 1st inst., on the first Mortgage Bonds of the Central Military Tract R. R. Co., Chicago and Aurora R. R. Co., and Chicago, Burlington and Quincy R. R. Co. will be I paid at the Bank of Commerce. Interest coapons of the Third Mortgage Bonds of 1872, of the New York and Harlem R. R. Co., will be paid at the office of the Treasurer, comer of 26lh St. and 4th Ave., on the 3d inst. The interest coupons due on the Ist inst., on the Minnesota State Bonds, will be paid at the Atlan- tic Bank. The interest due 1st inst. on the coupon bonds of the State of Virginia, will be paid at the Bank of the State of New York. The coupons on the Freeland Bonds for the Florida, Atlantic and Gulf R. R. Co., due on the Ist inst., will be paid by Joseph Owynn, 96 Wall Street. The coupons for interest on bonds of Yub* Co., land city of Marysville, Cal., due Ist inst., will be paid at the American Exchange Bank. The interest coupons, due 1st inst. on the bonds of Muskingum Co., Belmont Co., and City of Zaoesville, Ohio, issued to the Central Ohio R. R. Co., will be paid at the Nassau Bank. The coupons on the first Mortgage of the Long Island R. R. Co. will be paid at the City Bank, Brooklyn. The principal of the bonds of the city of Brook- lyn of the loan of 1846, due Ist inst., and all coa- pons of the city of Brooklyn due on that day, will be paid at the Long Island Bank. The coupons on the 7 per cent, conbtruction bonds of the Pittsburg, Fort Wayne and Chicago R. R., due on the 1st inst., will be paid at the office of the Company, 37 William St. The interest on the State debt of Ohio will be paid at the American Exchange Bank. The coupons for interest on the fire and civil bonds of the city of San Francisco, due on the 1st inst., will be paid by Wm. T. Coleman & Co., 88 Wall St. The coupons of the bonds of the city of Toledo, 0., due on the 1st inst., will be paid at the Ameri- can Exchange Bank. ,' ; ■ The interest on the bonds of the Ctimberland Coal and Iron Co., due 1st inst., will be paid on that day at the office of the Company. The coupons of the Jersey City Water Bonds, due on 1st inst., will be paid at the Continental Bank, N. Y., or at the Mechanics' and Traders' Bank, Jersey City* ■'.):•: :^"\ ,' : ' > r .- ■'^ The coupons of the bonds of the New York and Richmond Coal Co., will be paid at the office of the Company, 11 Tontine Buildings, on the 3d inst The coupons of the Hoboken City Water Scrip due on the 1st inst., will be paid at the Union Bank. The bonds of the State of Indiana for banking purposes, issued in 1834, being tbe |1, 390,000 Loan 5 per cents; the bonds of Ross County, Ohio, issued to the Marietta and Cincinnati Railroad Company, 7 per cents ; the bonds of the town of Harmer, Ohio, issued to the Marietta and Cincin- nati Railroad Company, 7 per cents ; the bonds of Washington County, Ohio, issued to the Marietta and Cincimiati Railroad Company, 7 per cents; the bonds of Champaign County, Ohio, issued to the Columbus, Piqua and Indiana Railroad Com- pany, 7 per cents; the bonds of the city of Ports- mouth, Ohio, issued to the Scioto and Hocking Valley Railroad Company, 7 per cents, will be paid on 3d inst., at the office of Winslow^ Lanier &. Co., No. 62 Wall St, i >.. B«mlc StatcuMBU. The following is a comparative statement of the New York Banks for the weeks ending Dec. 18th, and 26th : Dec. 18th. Dec. 25ih. Loans |127 ,065,010 $126,716,365 Specie 26,608.877 26,368,271 Circulation 7,110,629 7,704,348 Deposits 89,690,087 88,679,095 The following is a comparative statement of the Philadelphia Banks for the weeks ending Dec. 20th, and 27 th ; Dec. 20th. Loans $26,116,640 Specie 6,323,454 DeposiU 16,683,67 1 Circulation 2,663,260 Dec. 27 th. $26,2.32.551 6,274,515 16,723,897 2,701,127 The following is a comparative statement of the Boston Banks for the weeks ending Dec, and 27tb : Dec. 20th. Loans $59,305,61 2 Specie 9.2?«2.145 Deposits 22,3:59,747 Circulation 6,742,6tM The followinfi is a couiftarativo statement of the New Orleans Banks for the weeks ending Dec. 11th, and 18th ; Dec. 11th. Loans $18,478,702 Specie 15,4-52,344 Circulation 8,049,939 DeiK)sits 23,677,245 The Bank movement in the four principal cities of the Union, as compiled from the above, is at follows : LOAK8 sPBCia. coocmt'c. dcp08its. W.rk,Dec.25.$li«,710,866 $26 368 271 |7.70»,J4S JM(,67».f98 NOrl, "18. 1M77,46$ 1&,742.6»4 8 368.009 23 888 M3 Philad., "27. 2«,2:J2,6I6 6,274,616 2,701,127 Iti 723.f »7 Boeton, " 28 59 701,000 8 776,000 fi,t70,000 21,7ftfi,000 20tb, Dec. 27th. $59,701,041 8,776,828 21,766,302 6,678,970 Dec. 16tb. $18,877,468 15,742,694 8,.363,009 23,868,988 Total — $231 527 S38 $d7,160,4W 26,437,484 151,' 2?,476 Lastwe^k... 230,932,2-J* 67,673,-56 2».20f,268 l.sa.lk6.,ie« locreas* $51&,tl4 $231,231 .^. tecxwkge $il2.976 $1,118,0*1 l;^ The ' France' with » cargo of rails at Alexandria for the Manassas Gap Railroad, the 'Rufus Choate' at Norfolk for the Western North Caroliu.a Railroad Corajiany, and the first cargo on the way for the Western Maryland Railroad Com- pany are parts of contracts negotiated by Nobbis 4- Brother in London. Iioudon Cori'«t>pondciicr. '• ,- 26, Thro«moetoic Street, I '>-:«'■ London, December 10th, 1858. y To the Editor of the Am. Railkoad JorRHAL. The monied interests in this city wore taken by surprise yesterday, by the bank broker announc- ing upon the Stock Exchange that the Bank of England had reduced the rate of discount from 8 per cent, to 2}.^ per cent. This is now the third time since the jyassine of the Bank Act of 1844, that the rate of discount at the Bank of England has l>een below 3 per cent. On the 5th of Sept., 1844, the first week o( tb« operation of that act, it was 2}. 2 per cent., and it was succeeded by the year of great railroad enter- prise and joint stock speculation. The next oc- casion was on the 22d Nov., 1849, the year suc- ceeding that of the revolution in Paris, when Louis Phillippe fled to England — the year of the great continental revolutions, succeeded as it was by the great depression in commerce generally. On the 26th December, 1850, the rate was advanced to 8 per cent., and continued at that rate until 1st of Jan,, 1852, when it retured to 2}^ per cent. In 1862 was the great gold movement; the amount of bullion in the bank on the 10th July, amount- ed to £22,232,138 sterling, and the rale of discount receded to 2 |>er cent. But in the following year there was a very deficient harvest throughout Europe, the bank ceasee resorted to; aa unhealthy excitement fullowed over all quarters of the globe, and the crisis of last year succeeded. The period of great depression which necessarily follows excitement, is now present, and confidence, for a while, is su-^pended. Money is not seeking employment. Wheat is selling at tbe lowest of tbe average rates, and colonial produce is neglect- lO AMERICAN RAII^ROAD JOURNAL. ed. By the last bank return the stock of ballioo is £18,158,180 sterling ; tlio unemployed notes £12,324,040, and now the current rate of discount is again 2i per cent. Wliat tbo permanent effect of the change may be it is impossible to say. Former reductions have been succeeded by wild speculation, but the re- membrances of the past may not soon be forgotten . In 1849, it was some time then before trade revived. So this time, caution may even have a lou;;cr reign. The present effect is to improve the value of all good securities, and as there has been an increasing enquiry for American Slate Stocks-their value will be advanced during the coming week For the best class of American Railway bonds, the market is decidedly better, and particularly for Panama lirst and second mortgage bonds. Specu- lative Securities are not in demand. United States 6 per cent, bonds have sold at lOGalOoj^- Mary- land bonds at 97. Massachusetts sterling, 5 per cent., 103. Ohio 6 per cent, stock, 97|o. Penn- sylvania 5 per cent, stock, 83|oa84 ; do. 5 per cent, bonds, at 87. Today the prices of all American Securities, quoted in the official lists, have greatly improved. The reduction of the Bank interest has given a favorable impetus to the prices of Eng- lish Railway Shares, and in all the leading lines this day's prices compare favorably with the closing quotations of last night, when the market closed firm after an active day. . .- ;. I am yours, &c., William Lance. Virginia Central Railroad. Tlie Report and statements of the condition of this company for the fiscal year ending 30th Sept. 18S8, were presented and read at the 23d annual meeting assembled at Richmond on the 25th No- vember. The Report of the Directory is a very satisfac- tory document, and both this and the statements of the several departments are drawn up with eminent ability, indicating that the interests of the company are in able and careful hands. The gross revenue and expenditures for the years 1857 and 1858 compare as follows : Gross Revenue. Expenditures. 1858 $585,832 $290,056 1867 540,031 319,792 - Incr. $46,801 Deer. $29,730 — leaving u net revenue for current year of |295,- 776 against $220,239 for the year 1857, or an in- crease of $75,537 for the year. The working ex- penses in 1858 were 49.5 per cent, against the same in 1857 of 59.2 per cent, or nearly 10 per cent. less. The liabilities of the company as appears by the Treasurer's Report are as follows : — ". v-i, Mortgage debts, the last falling due July 1, 1884 $1,209,500 Dividend Bonds due in 18G5, '(it) & '75. 246,866 Other evidences of debt 128,253 Total liabilities $1,644,619 For the payment of this indebtedness the com- pany have a sinKing fnnd, to which is annually contributed $20,000. After 1864 it is proposed to increa.<9e the annual contribution by an additional $25,000 per annum. Should this policy be pur- sued, the whole debt will be provided for as it be- comes due, and the company be in possession of the works at the stock capital cost. The balance sheet presents the company's fioaD- cial condition thus : Capital Stock (paid in)— ^ State's subscription $1,869,595 Individual do 1,263,373 Funded Debt secured by mortgage . . . . Dividend Bonds Contractors' Bonds, etc Dividends due in cash Due State interest on dividend bonds . Receipts from transportation from com- mencement to 'SOih Sept., 1858 , Receipts for rent of real estate , Debts due for materials, etc., charged in disbursements, but not yet paid . $3,122,968 1,269,500 246,866 202,692 643 29,096 3,308,837 3,989 87,011 Total $8^71,602 Construction of road, etc., bo- ". ; • tween Richmond & Staun- ton $2,299,019 •'' '*^ Do. between Staunton aud Covington 2,522,259 $4,821,278 Equipment 642,982 jOn account of Blue Ridge Railroad, rent, etc 56,028 Real estate not included in road and buildings 23,796 Sundries 17,315 Interest paid since Oct. 1, 1850 462,723 Survey of short line between Richmond and Charlottesville 1,922 Dividends since commencement 365,382 Transportation since commencement. . . 1,808,987 Debts due to the company other than for unsettled balances on subscription to capital stock 171,691 Cash on hand, 30th September, 1858 . . 19,8% ToUl $8,271,502 The receipts and expenditures during the year on account of working the road have been as fol- lows : — BBCEIPT8. Passenger $266,110 Freight 291,144 Express Freight 6,627 United States Mail 22,951 • '^ ■• •■■ $586,832 EZPEKSES. Transportation $260,840 Salaries 13,564 Taxes, etc 12,627 Insurance 3,126 $290,056 Included io the Transportation expenses are, $56,648 for repairs of engines and cars, etc., $14,- 524 for repairs of workshops, tools and machinery, ad $71,082 for maintenance of way. The rolling stock of the Company consists of 29 locomotives and tenders, all in superior order, 201 eight- wheel cars, viz. : 17 passenger, 8 mail and baggage, 3 conductors', 143 box freight and stock, and 30 platform and gondola ; and 32 four- wheel cars^ viz., 22 gravel and sand, and 10 box and stock. The hand, crank and dirt cars, trucks at depots, and several old passenger and freight cars, (used for the hands working upon the line to live in,) 50 or 60 in number, are not included in this enumeration. The total freight transported in the year amount- ed to 64,044, viz.: westwardly 28,271 tons, and eastwardly 35,773 tons ; freight carried one mile, 4,821,218 tons. The total number of pas.sengers carried was 108,314, viz.: westwardly, 53,840, (through 2,010, and way 51,830,) and eastwardly, 64,474, (through 1.562, and way 62,912,) or an tequlralent to 82,792 through passengers ; or esti- mating 12 to the ton, equal to 632,964 tons carried one mile. The classification of the freight carried west and east during the year 1868, is exhibited in the an- nexed table : Carried West. Car'd East. Producl5,of forest 3,665.68 1,999.60 " mines 1,728.11 296.67 " animals 674.63 1,463.99 Vegetable food 1,004.67 22,794.64 Other agiic. products 449.92 6,794.42 Manufactures 2,801.68 548.88 Merchandise 6,604.67 634.62 Miscellaneous 12,861.45 1,261.06 Total tons 28,270.71 36,773.78 Tons carried one mile 2,305,263 2,616,946 During the year the casualties were— 1 killed, aud 2 injured. The road is now open to Jackson's River, 196 miles, and within 10 miles of Covington — being an increase of 14 miles since the last report. It is not the purpose of the Company, however, to prose-' cute the construction of the remaining portion at present, nor until considerable progress has been made towards the completion of the Covington and Ohio Railroad, although the expenditures would not exceed $600,000. The oflBcers of the Company are ; Edmckd Foh- TAiNE, President; Wm. Overton, Jacob Baylor, and Saifauel Carpenter, Directors appointed by the Board of Public Works; and Nath. B. Hill, and W. J. Robertson, Directors elected by stockhold- ers. H. D. Whitcomb, Chief Engineer ; Thomas Dodamead, General Superintendent; John Gar- rett, Treasurer. Orand TnuUc Rallwa|r. The fifth annual meeting of the Grand Trunk Railway Company of Canada, was held on the 19th inst., at Toronto, and the reports of the Di- rectors and the several departments presented and read. The Report of the Direction is short, and refers to the statement of the Vice-President recently presented to the London stockholders for a more succinct account of the progress and condition of the works. This document has already appeared in the Journal, (13 Nov.,) and has undoubtedly been read with interest by all who are concerned in this vast enterprise. During the year satisfac- tory progress has been made at the Victoria Bridge, which it is anticipated will be opened for traffic in time for the fall business of 1869, and by that period the Directors trust to have a continu- ous line 0/ railway from the upper lakes and the vast producing regions of the West to the Atlantic sea- board. Connection has already been effected with the western lines by a short branch from St. Mary's to London, and great progress has been made on the Sarnia extension line. From Samia the line will be continued across Michigan by the Port Huron and Michigan Railway, (now in pro- gress,) and in the direction of Chicago, St. Louis, etc., by the Chicago, Detroit and Canada Grand Trunk Railway Junction Company, recently formed for the construction of a line (57 miles) from Port Huron to Detroit. It thus appears that all the wprks in Canada west of Quebec will have been constructed before the expiration of the coming year. East of that point the road is also progressing towards Riviere dn Loup, where it will meet the line from Halifax. It is open to St AiMJBRICAN RAII^BOAD JOURNAL. Thomas, 49 miles. The Report is wouud up in a few sentences of exultant ecstasy over the increas- ing interest, both in Eugland and the Provinces, in the question of an inter-colonial railway from Halifax, and antici{.ates its completion at no dis- tant day. The Report of W. Shanly, Esq., (who succeed- ed Mr. Bidder as General Manager and Engineer, and who, we regret to learn, is himself abuut to retire from that position,) gives a full statement of tho business and workiiiy of the road. The number of miles open for traffic is the same tho current year as last year — 849 miles ; but the re- ceipts have fallen off during the term Si per cent., chiefly in the local passenger business. In local freight and live stock traffic, there lias been an actual increase. The emigrant business shows a considerable decrease in consequence of the falling off of the number of immigrants arriving at Que- bec, which in 1857 was ^6,498, and in 1868 only 10,007. The decrease of receipts, however, has been met by a decreased rate of expenditure; the disbursements having been in 1867, $55 68, and in 1868 only $48 25 per mile per week. Mr. S. considers the results as being eminently satisfac- tory, considering tho financial aspect of the year, and especially so when compared with the results of the working of many of the American lines. With respect to the prosi)ect8 of the line, continues Mr. S., " it has passed through its worst days. The works that are to give vitality to the traffic are now in sucL a condition of rapid progress, as to warrant our looking forward with some degree of confidence to their completion next year, the consummation of which now depends on the pro- prietors alone to determine. The success of the Grand Trunk Railway, as a commercial enterprise, is chiefly dependent upon its continuity, as a con- necting link between the Atlantic coast and the far West. Until, therefore, the Victoria Bridge shall have been completed and brought into use, and our extension to Detroit perfected it may be truly said that the ability of this great enterprise to produce the results that have been promised have never yet been put to the test. Notwith- standing the feeling which I confidently entertain of the success of the enterprise, the great resultB must not, however, be counted upon as the imme- diate fruits of the finishing of the line. All great undertakings require time for their development, and in our case it should be remembered that not only have we many comiieting and old established channels of trade to contend against, but that all of these, however rival to one another, are linked in one common cause against us, by having for their Atlantic terminus one of the greatest com- mercial cities in the world. The growth of our taaffic may not at first be such as to satisfy the expectation of those at a distance, but it will, not- withstanding, be a certain and a healthy growth, sure to advance in rapid progression, when once the stream of commerce has found its way into the direct and uninterrupted channel that is preparing for it." The locomotive stock is stated to be on a very efBcient looting. The total number of engines is 197, and the cars of all kinds, 2,529 ; of which 130 are passenger, 52 baggage and post office, 1,063 covered freight, 1,068 open platform, and the re- mainder cattle cars, brake vans and ballast wagons. The company has also 34 snow plows. In addition to the ordinary working exi>enses of the line^ a large outlay of capital has had to be incurred during the past year. On the western and central divisions, covering the whole distance opened west of Montreal, the outlay has chiefly been called for by the necessity of increasing the station accommodation, sidings, engine-bouses and workshops, and also by the frequency of injury to the road-bed by the action of frost on the crude and unsettled earthworks. The expenditures chargeable to capital account from these causes, during the year, has amounted on the western division, 88 miles, lo £-iS2 per milo, and on the central division, 333 miles, to £282 nearly per mile. Additional expenditures, amounting to £59 per mile, are also required in the western district, to prevent land slips in the deep cuttings where casualties of that nature are imminent. East of the St. Lawrence, the whole line to Portland hav- ing been originally constructed without that view to permanency which characterizes the works be- tween Toronto and Montreal, and between Rich- mond and Quebec, the outlay called for in the re- newal of wooden bridges, tho reconstruction of imperfect masonry, and the ballasting of the per- manent way, etc., has necessarily been very large, and must continue to be large for some years to come. The wooden bridges are tho main source of expense. There were originally upwards of 9,000 feet in length of this perisLal>le description of structure between Longueuil and Portland. Re. newals in iron have, to a certain extent, takeu place already — the most important being that over the river Richelieu, Avhere 900 feet in length of tubular girders have been substituted for the original wooden bridge, which was far advanced in decay. A good many other bridges also, which were no longer safe, have been renewed in wood, and the work of re-construction is still going for- ward and the road gradually assuming in other respects, as well as in the bridge-work, a stable and permanent character. The largest portion of the expenditure is due to the American section of the line, (149 miles,) from Island Pond to Port- land, where the outlay chargeable to capital for the past year amounts to £438 10s. per mile. On the Canadian section (^143 miles) it has been for the current year £411 per mile. The estimated money requirements over these two sections for the ensuing year, apart from the ordinary main- tenance of the iieruiaueut way, buildings, etc., is £120 per mile. On the Quebec and Richmond, and the Quebec and St. Thomas sections, the out- lay (except for the Point Levi wharves) has been trifling, and that portion of the line is now in good working order. Below St. Thomas 72 miles are under construction, and so far progressed as to certify their being in use in October, 1859. As General Manager, Mr. Shanley will be suc- ceeded by George Keith, Esq., at the present time Manager of the Scottish North-Eastein Railway, a6d an appointee of the English Directory. The Report of Alex. M. Ross, Esq., gives the details of the progress and present condition of the works of the Victoria Bridge ; but presents noth- ing of general interest beyond what is contained in Vice-President Blackwell's Report to the Efig- lish stockholders, to which we have heretofore referred. The financial statements furnished by the Ac- cooQtant General are too extended for insertion iu the present number of the Jodhkal,^ and all we can DOW do is to give a general summary of tbeir contents : 1. — CAPITAL ACCOUNT. Ch. Share capiUl $15,603,128 Dcbeutute capital 9,951,a66 Provincial debentures..... 15,142,633 Provincial Bond capital (released by the Provincial Government) C.257,134 Total capital and debt«.-.. .$46,954,261 Db. Eastern Division. 279niiles.$13,205,642 Central DivLsion, 333 miles, 18^088,339 Western iMvit-iou, 88 miles. 5,973,987 Portland Divi^ n, 149 miles 2,548.642 Victoria Bridge, in progress 4.234,155 Other works* in pi ogress. . 2,580,319 Subscription to St. Law- rence Warehouse, Dock aud Wharfage Co 20,000 -$46,65!, 084 Balance to credit of Capital ace t. $303,177 * These are tho London and Grand Trunk Junc- tion, (since completed,) the Stratford and St. Mary's Section, (since completed,) the St. Mary's and Sarnia Section, the St. Thomas and Rio du Loup Section, and the Kingston Branch. 2. — REVENUB ACCOCST. Expenditures: - . . ' Working «»f locomotives. . . .... $328,046 Passenger traffic 1 10,142 Merchandise traffic v 204,649 Maintenance of road, etc.. .... ...i ,.V.' 299,954 General charges 61 ,494 ..•'*.#;■.•».• . . ».. Telegraph Taxes Feriy boats .'..'. ... ". . . . . . , . . . Loss a:td damage to goods Compensation and cattle claims Conveyance of passengers and mails to and from stations Cartage of goods, do Ont., Simcoe and Huron Co A'^encies in United States European agencies 9,678 2,021 9,362 8,530 3,142 4,491 7,670 3,276 6,441 6,518 Total ....$1,066,219 Receipts: .-^i V-: ^ : i -■*;; Passengers (193,549J)..... ....... $413,966 Baggage 3,%1 Mails 43,720 Merchandise (236,126 tons) 590,699 Expresses " 9,824 Car hire 203 Rents 3,896 Balance to credit for half year 451 ToUl $1,069,219 The officers for the ensuing year are : Hon. Jons Ro!<.s, President. T. £. Blackwell, Vice-President. .>. j^r, Georoe Keith, General Manager. ;'.. ,;' r. W. II. A. Daties, Chief Accountant. J. M. Gba>-t, Secretary, Baltimore aud Potomac Railroad. A meeting of the stockholders of the Balti- more and Potomac Railroad was held at Upper Marlborough on tho 19th ult. The counties of Anne Arundel, St. Mary's, Charles and Prince George's were well represented in the meeting, which was called to elect seven directors to inau- gurate the work. The following gentlemen were elected Directors of the road, under the provisions of the charter : Edwin Robinson, of Virginia; J. S. Selman, of Anne Arundel coui.ty ; £dn)ond J. Plowmann. of St. Mil y's county ; John W. Jen- kins and Walter Mitchell, of Charles county ; W. D. Bowie anerty of the passenger using this ticket. If presented by any other per- son than the individual named therein, the con- ductor will take up this ticket. This pass is not to be presented or used by the Bolder to procure pass over any other road." It was further conceded ou the part of defend- ants, that the collision was occasioned by the care- lessness and negligence of their agents. The jury upon the first trial fouid a verdict for the plaintiff for the sura of $750, agreed upon as his damages, and the defendants appealed. Upon the appeal the following decision was rendered, which has just been reported and will be read with interest. . E. Darwin Smith, J. — In the conclusion of the Judge at the circuit, that the plaintiff* is entitled to recover in this action, I find myself unable to concur. The plaintiff* received a free ticket from the defendants, entitling or permitting him to ride in their cars at his own pleasure, with an indorse- ment on his ticket by which " he expressly agreed that the company should not be liable under any circumstances, whether of negligence by their agents or otherwise, for any injury to his person, or for any loss or iryury to his property." These were the terms and the conditions on which the defendants gave, and the plaintiff received his ticket. It implies, in effect, an agreement on the part of the plaintiff" to take the risk of all the casualties attending railroad travel, so far as they arose or might arise or result from negligence on the part of the oflScers and agents of the defend- ants. The defendants are a corporation, engaged in carrying persons and property as common car- riers. They are necessarily obliged to carry on their business through the instrumentality of nu- merous officers and other agents. From the char- acter of the bixsiness, the great liability to acci- dents or injuries to person and property, resulting more or less in most cases from some degree of neglect or want of care on the part of some of their numerous employees, and the serious character of such injuries, the company might well desire to restrict their liability to damages from such casual- ties to the narrowest possible limit. In respect to persons carried for hire, they could obviously do nothing to restrict their liability, or that should excuse them from the exercise of the utmost dili- gence and care. But they are not obliged to carry any person without compensation, at their own risk. They must have the clear right to contract with any such person that he must take his own risk. He would ride in the same cars with other passengers, and would be liable to the same and no greater accidents ; but as he would pay nothing for his fare, he might well agree to take his own risk. He knew that the company was liable to suffer great loss and damage from the negligence of its agents, and that it would naturally seek to avoid, or had a great interest in preventing such loss by every reasonable precaution. But with the best of care, and tlie utmost caution, some accidents, he knew, would unavoidably occur from the unforseen negligence, carelessness or wan*, of skill of its employees. Against all such accidents, under any circumstances, whether of negligence by the agents of the defendants or otherwise, the plaintiff expressly agreed to assume and take his own risk. This is the bargain. It is not unlawful. It is distinctly and fairly made and clearly understood, I cannot see why it is not fully binding, to the extent of exempting the de- fendants from all loss or liability to loss or damage from injuries resulting from mere negligence. I do not see any ground to stop short of this exemp- tion from loss or liability on the part of the defend- ants within the entire range or scope of negligence not arising from bad faith or fraud. I see no ground to measure the degrees of negligence. The contract makes no degrees. It is sweeping, and includes all negligence. It makes no exception of gross negligence. The plaintiff* and defendant both knew that there was a liability to accidents from gross as well as from slight negligence. They use the word negligence in its general legal sense — to embrace all accidents or injuries resulting from carelessness or mere non-feasance of the defend- ants' agents. Nothing else, it seems to me, will satisfy the fair meaning — the plain import — of the contract. The plaintiff's injury resulted from a collision between the cars of the train in which he was ridiag as passenger, and some cars standing on the track. It was of course a case of negligence to have such a collision occur ; but collisions do happen quite frequently, and that was well known to the plaintiff' and to all the public. The cause of injury was most obviously within the contempla- tion of the parties, for it is the most fruitful cause of accidents and loss acd injuries in railroad trav- eling. All collisions of trains must be the result of negligence in some degree, perhaps in the scale or degree of gross negligence. But with his ticket as his title and authority to ride in the defendants cars, and as the contract on which the defendants' agreed to carry him, I think the defendants are not liable for any injuries except such as were the resuli of fraudulent, willful or reckless misconduct on the part of the defendants' officers or agents. I put the exemption from liability from injuries resulting from negligence entirely upon the terms of the express agreement between the parties. If the plaintiff had been riding at the time gratuitous- ly upon simply a free ticket, or upon the invitation of the defendants as a matter ot favor, courtesy or otherwise, the defendants would be liable. The cases of the Philadelphia and Reading Railroad Co. rs. Derby, (14 How., U. S. Rep.) and of steam- boat New World vs. King, (IG id., 477,) and 6 In, diana (Porter) 340, fully establish the rule that the common law liability of a carrier applies in such cases to all injuries resulting from negligence. Tlie Gr«at 'Wcatern Rall^ray and Its Sleep- ing Cara. The great through route between New York and Boston, and Chicago and the far West, via the New York Central, Great Western and Michigan Central Railroads, has now become the most popu- lar route with the traveling public, of all the lead- ing lines between the West and the East. These roads are managed by men whose whole life has been devoted to the public in perfecting and sys- tematizing railroad travel and in promotirg the comfort and convenience of those who pass over their lines; Every new invention which is to add to the safety and comfort of the traveling public is eagerly sought after by the managers of these roads, regardless of expense, so long as it will add in any degree to the popularity of their line. The several lines composing this route are entitled to great credit and are deserving the thanks of the traveling community for their efforts in promoting the comfort of passengers, but we must award the palm to the Great Western Railway Company, who have recently placed upon the road at their own expense, a sleeping car, which, in point of ease, comfort, convenience and admirable arrange- ments surpass anything of the kind in the country. Travelers can now leave New York or Boston for Chicago or beyond, without losing a single night's rest, by passing over the New York Central to the Suspension Bridge, and over the Great Western Railway and Michigan Central to Chicago. The car destined for the Suspension Bridge is the last one on the train coming up from Albany. Ou the arrival of the train here, the car is switched off and proceeds with the Suspension Bridge train, by which arrangement passengers going over the Great Western road, are not disturbed in their rest while here, nor are persons allowed to pass through the car from one part of the train to another. The Bleeping cars on the Great Western Railway are running regularly — one car leaving Suspen- sion Bridge and one Windsor every evening. They were constructed at the Company's works, at Ham- ilton, under the direction of Mr. Sharpe, car super- intendent of the company. These cars have been built with special reference to the ease and com- fort of the passengers, and are therefore more com- modious and convenient, though aff'ording accom- modations to but thirty-six passengers, while the sleeping cars on other roads are arranged into berths for from forty-six to fifty-six persons. This is, as a matter of course, a pecuniary loss to the company, but it is everything to travelers, who are each ifurnisbed with a comfortable seat and bed, which he can occupy at pleasure without incommoding his neighbors, or being interfered with himself. In each car a double row of beds, three tiers high, and numbering in all thirty-six, runs along the centre. At one end of these is placed a double washstand, above which is ar- ranged a tank tilled with water. A handsome mir- ror and some beautiful cabinet work give this end of the car a very attractive appearance. On either side of the car is a row of seats — one to each bed. The bed consists of a hair mattrass, covered with brussels carpet and supported by sofa springs. Each bed is provided with a pillow and comforta- ble quilt, also with beautiful silk damask curtains. All the fittings of the interior are made of black- walnut, which, while cheaper than mahogany, looks equally as well. A space is set apart by curtains for the us© of ladies traveling alone, or who desire to have sepa- AB1£R1CAN RAILROAD JOURNAL. 13 rate apartments. We have already stated that the berths or beds are three tiers high, and if neces- sary, can be divided by curtains so that a party or family of three or more persons may be entirely ghat out from the rest of the passengers in the cara. Less motion is felt on these cars than en the common passenger car, in consequence of the greater weight in the centre. The conductors on these cars are intelligent and obliging, and have instructions to answer all questions as to connect- ing routes. Those who have passed over this route since the new cars have been running, speak in very high terms of them, and ot this route to the west. TraveHng at the present is rapidly being reduced to a science.— /iloc^es^er Union. Cape Fe«r and Deep River NavlK^Uon Co. The Wilmington, N. C, papers announce the opening of this improvement, which connects Wil- mington with the great coal region of North Caro- lina, in Chatham county. The work, however, is not entirely completed, but it is expected the Le- gislature of that State, at its present session, will vote the necessary means to put it into full and ef- fective operation during the coming year. Post OflUce Notices. THB MAIL8 f>r EDBOPB, via Liverpool, per Steamer Kangaroo, will Close at this office on SAl'URDAT, the lit day of Jiinuary, at V))i o'clock a. m. ' ISAAC V. FOWLER, PoBlmuter. ON CHRISTMAS and NEWYEAR'S days this OfBoe will close at 13 M , at which hour all domestic mail* will I8AA0 V. FOWLBR, Poetmasler. ClOM. Post OrriCK, Nbv Toax, December 23, 1858. rHBRE being disrate M to the circulation of the paper* claimjog the advertiM^ent by this office of uncalled fur letters, notice is hereby given that I will rece ve eviilence and decide upon the fact, pursuant to tbe regulations of the Post Office Depai tment A printed statement for the guidance of pariie* desir.n}; k) participate in the competi ion can bj ob- tained at the Secretary's desk in this office. ISAAO V. FOWLIB, Postmaster. NEW HAVEN ARMS CO., XAKCFACTDBESS OF THK CELEBRATED REPEATING FIRE ARMS, coxpnitiiMo RIFLKS, CARBINISS AND PISTOLS, WITH AMMUNITION WAERANTED WATER PROOF, NEW HAVEN, CONN. Depot for Sales, iG7^ADWAY, NEW YORK. JOSKPH MKRWIN, Agent. OLD STAR CHOP HOUSE, 64 LISPENARD STREET, KEW YORK. SPIRITS, WINES, ALES and CIGARS— first cla's. GOOP BED.', on reasonable terms. JOSEPH BROOKS, "AU the \eay/rom Afunc/es/er," Emolahd. Notice to Contractors. PROPOSALS will be received by the Siaten Islaid Railboad Compamt until the 12th day of J.inuary. 18B9, for the coinplctiun of the Grading. Bridging and Ma.sonry with partial equipment of furniture for said Uoad. The Rails, Chairs and Spikes will be furuished by the Company. Previous to the letting all necessary information may be •h- tained as to the amount of work yet to be done, by addressing J. DbWiti MonTPoat, Sec'y, 62 Warren at. Niw Yoac, Docember 27, 1858. 2tl WATER WORKS. THEundersigned, many ye»rs Engineer of the Water Power Works at Fairmount, as well as of the several Steam Works supplying the City of Philadelphia with water, may be consulted upon the location, complete design, rcnstniction aad manigement of water-woiks of al! kinds tor the supply o. cities, towns, etc , etc Address FKBDERIO GRAFF, Oonmilting Engin«er, 1387 Arch street, FuLASiLrau. DINGEE & HOLDEN, AUCTIONEERS AND REAL ESTATE BROKERS, No. 9 NASSAV STREET, Under Messrs. DcKCAB, Shkbjiak Sl Co. eOLOMOX DINGEE, ) NEW YORK CHARLES E. HOLDEN, J ilia »T lUAvn.. Stocks,BoDd8, Mortgages, «c Commercial Paper Bought fc Sold. BEFERKSCES. Citizens' B.-uik, N.Y Messrs-Thompaon Bros., Bankers, " Messrs. Sewell, Ferris ti Co . Geo. P. Rogers. Esq.. " A. Oridley, President McLean Co. Bank, Illinois. Hon. E. D Campbell, Lt. Gov., Wis. Hon. Judge L ^rd, La Crosse," Jno. M. Lam, with sea or other bad l>oiler water, GAUGES, 3-Cr.TTER DRIIXS COrNTERSINKS TUBE END CUTTING B*RS EXPANDERS. TUBE SCALERS, STEEL WIRE AND WHALEBONE BRUSHES, PALL LEVER WRENCHES, TUBES- plain or enameled, screwed together for Artesian Wells, HOIv- LOW SLABS for various piu-poees, STKEL for Rollers. THOS. PROSSER &. SON, as PI.ATT ST., NEW YORK. A. H. DYETT, STOCK AND BOND BROKER, No. 43 EXCHANGE PEACE, Railroad Iron. THE undersigned have American «nd Foreign Railroad Iron for sale, deliverabla in New York and other idat kets. OABWELL &. PERKINS, Broilers, 68 Wa 1 st New Yoke, January 1, 18S9. RAILROAD IRON. THE subacribers are prepared to c(Hitract for RAIIiB delivered at an English port or at a port la the Uoite4 States. Also for all descriptions of RAILROAD EQUIPMENTS ■poD&yorable terms. JOHN W. HT7U. A CO., No. 41 ExobRnge Place, NEW^ YORK* Presidents, Kreetors 'and Gen. Snperintendtntt iOF RAILROADS. r WISH 10 INTBODUCl ICT NIW PATIHT which I elaim to be the cheapest, strongMt and most eOlelent of any now In nse. AND WILL AT MT OWN COST Pl'T THE BRAKE ON ANT OAR OF A OOMPANT WHO WOULD BESIRB TO TMT ITS MIRITS. AM Omm IntweatAd ar« inrited to eaO at Al CluuttlMrs St*, vk«« t)M nodal Kuk apeclflcatiaiM are to b« tMa J. D'HOMBROVB. BANKERS and DEALERS in Stocks, Booott, for Bale. T. A. BOWI.AMD * CO., 64 William at., New Tork. ELASTIC IRON RAILWAY, EMBEDDED TO THE COPIRQ BAIL. SaTinc Life and Property from Accident. HKRC is an indestructible railroad rffeting upon foDodatJona below the fros' and entirely iniependeut of its effects with a roUtd iron coping rail maintained in fcrtrct l.ne Py the coi.tinuou4 support of the foundat on rail, and bet we. n wbirb' last, and the coping rail 's ii^terposed a packing of vulcanized KUtta percha ; sav,ng one half on motive power, and the en- tire breakage of wheels and axles, which is only a aimpte re- sult of the Jumplni; and pnuidi.g mot'oa comituDiraied to the train, by the nndiilationa in tbe T rail, which are al- ways iDcre.iBing, iiLder the pressure ot such ira n : also more ihaii threefnurths of tbe current cost of relays, and repairs ; wbi'e the rolling stock will last twice as lonir, with a large re- duction on first cost ; msk'ng a Utal yearly saving in cjrrent expense of from $1,600 to $2,000 per mile, wbk;h is equ- valent to an additional ralue of tome $25 GOO on every mile of road as compared with temi-wooden Btructurei of orailjr e,- ■pi ■p' TJ' "p> C » CAST-IRON ENDLESS RAIL, FOR CITY RAILROAD. ' This track is laid without tie, string pi oe, bolt, or spike ; tha JoinU are rendered perfect by an upright iron wedge splice, will wear twer.ty years without repairs, inJ then be worth bilf the first cost as OLD IKON. Kxpense per mile, when laid, from $5,000 to $6,000. To examine a section of either track, or for de^criptlv«> drawings with circalar, address tbe nndenigned at BaooK- LT«, N. Y. 8. A. BEERS, CiTll Kngine^r, 3m35 Inventor and Patentee for U 8. and Knrapa MORRIS & JONES Sl CO., IRON MERCHANTS, MARKXT AND SlXTKENtn STRKKTS, PHILADELPHIA. IRON AND STEEL. in ALL THEIB VABIBTIES. BOIUR PLATE, CAR AXLB8, BOILBR RlVrre, RAILROAD IROK, OUT NAILS and SPIKKB, PIG IRON, etc. Haring tibe selling agency of a nomber of the RoKng ITDb rnmaces and Porgea in thisState, cj'dera fer any description o Iron can be executed. August 16, 1864 lysa CAUTION. A 8 there are numerous imitations uf our >'RANf3IPANNI, purchasers are requesto<1 to see that the ainies of Piassi and LuBiM are impressed upon the Bottles. TIESSE & LUBIN FBaVCMSBT FACToaa. FRANGIPANNI,^ AN ETERNAL PERFUME. Tke Secnt it itSd. , ike Sachrt it I«.U j The Pomade is2s. , the Soap it \t. 2, New Sond Str. X.OMBOM Sold by all Fashionable PtRrctiCBS and Dbcocifts in the World. VH0LK9AU AGENT FOR THB CNITlin STATES : Mr. JONAS PUIIjLIPS, 8T Pearl St., A'ew Tw*i 14 AMERICAN RAILROAD JOURSTAL. LACKAWANNA IRON AND COAL COMPANY, SCRANTOxN, LUZERNE CO., PA. B7 t^e ennple'ion o' the Delaware, Lackawanns and Wrstern Uailroad, thin Company ar^ cnable<) tn nbtaiii the MaKnetin Ores frum the most celebrated inin»8 in N«w Jersey, which d5cr«> (lore a qaality of iron not eurpaaeed. These works have been gre»tly enlarged the past year, and are, tho-eforp, j>repare, fiO, (K), C>i, and 15 It)*. Samplvfi of Kails an 40 f N«w YOBK T. A. HO WL AND & CO., BR<^)KEHS IN RAILROAD IRON AND S4 WILI.IA.1I ST., KEW TOUK, ARE prepared to furnish cither Forel^fn or American KulU, a'8 > Equipments of eviTy kind de&iro.l, ou tin- most InvrtrnMe terms. THE ROUGH AND READY ^OULJOSfCSr JVITTiTigi OF DANVILLE, PA., LRB prepared to All orders for RAILS of the beat i]uaUt;f at the market price. T. A. HOWItAND d& CO., Acrenta, 54 Wllliaiu St., NBW YOKK. RAIIiUOAI) IRON. THE KENSSELAEU IRON COMPANY, TROY, N. Y., OFFER R:iil!< of their own mamifuctare deliverable aa may bo desired l>y purchasers. received in exchango (i>r new, or for re-mannfacturin);. JOHN A. GRISWOLO, Aeent, . ■^., TROY, y. Y. '*' ' ' •-• ' • iTe^ York Apency: BUSNnNO, CROCKKR * DODOB, I HON BOlliEll FLUES. Lap-Wel(le«l Boiler Flues, 1^ ^o 7 inches oatsido dismeler, cut to deflniU length, 2 to 20 feet ts required. Wrouglit Iron Welded Tubes, /rom )^ to 6 iocbea bore, with Screw and Socket Connoctions. T's, L's, Stops, V«lTefl, Flanges, Ac, Ac. ■^ lfANUrA0TT7RXD AND FOR 8ALB BT MORRIS, TASKER & CO., PASCAL IRON WORKS. Eatabliahed IS21. Wareliou8e-209 South Third «t, PHILADELPHIA. v. n" 8TMPBM MORRIS, THOS. T. TiSKIR, JR. CBiS. WHIILKR, JR., STCrBRN P. U TISCBR. T "H. E RAILROAD IRON MILL COMPANY, CLEVELAND, OHIO, klANUFAOTURERS EXCLUSIVELY OF RAILROAD IRON. THIS I* a new ROLLING MILL, having been working only elghtoen montha, and confined to work for roads on thia line between BuOhIo aad Chicago in rfrrolling old Raila. The capacity Is Forty Tona per day. It la well situated fbr receiving old Ralls, either by Railroad or Laka Orders are now solicited From Roada In othm sections of the rountry ; and work will ^ made witb New Iron la the hcadM, If desired. Apply to ALBERT G. SMITH, President of the Incorporation. lebraary, 186& RAILROAD IRON. The Crescent Manulacturing Company, .^ WHEELING, VA., ARE now prepared to exertite, at short outice. orders for Rall:« of itny reqtiired pattern and welifht, and to lo-roH old rails, on thu most lit>eral terms Addrefw N. WILKINSON, Bec'y, », V*. 8tf Waaauia, RAILROAD. IRON. CONTRACTS FOR RAILS, AT A FIXED FRIOS OR ON COHMI88ION, DELIVERED AT AN ENOLISH PORT, Or at a Port in United Statcx, WfLL BE MADE BY TUB USnERflONED, TIUIOUORB UEIION, 10 Wail iit, ii'-iir liroiidwiiy. New York. iOO tons T rails on hand M to 67 Iba. i>er linear yard. RAILROAD IRON. The ondersigned, Agenta for leading Mannfactxirers in STAFFORDSHIRE AND WALES, ABl PRIFARBD TO OONTRAOT FOR DKLIVERT Oa board ship at Liverpool, or Welsh port. a COHGBEVE ft SON, 18 our St, N. T. RAILROAD IRON. The TJnderrigned, Agents fbr the Hannfketnrert, ARI PRKPARBD TO CONTRACT TO DBLIVIR Free on Board at Shippiig Ports In England, or At Ports of Dlsaharge in the United Stntes, RAILS OF SUPERIOR QUALITY, And of Weight or Pattern aa may be required. VOSE, lilVIirOSTOBI * CO., N»m Yprk. Aug. 1, 1865 8onth William Street. ROUND OAK IRON WORKS, STAFFORDSHIRE, EIVGLAIVD. Lord WARD, Proprietor. MANHFACTLRE RAILS, BOILfiR PLATES, SIIKKTS, HOOPS anl BARS, of every variety rf pattern. ' nORRIS A BROTHER, Afronta ."br the United Stnten, 1:2 South CntRi.is Strut, ObU BALTIMORJB. Patents for InTentions. TD. STBTaON, Agent for procnrlnK pa'enta. No. 6 Trjon • Row, (near City Hall> A circular with full isformatioD sent free by mail. American correspondent Prac. Mechanics' Jour, Uota li<>4 i. .... .. ,.-, .. . .< RAILROAD IRON. The Snbscribera, Agents for the Ifanafoctnrert, AKB PaSPARBD TO OOKTRAOT POR TUB DBLIVEKT Of RAILROAD IRON AT ANY PORT hi the United States or Canada, m at a Bhippinf; port in Walaa WAIMWRIOHT ft TAPPAN, lostoa, 1va». 1S61. 20 Central Whatt RAILROAD IRON AND COMMON BARS. Tin UNDBRSIQNID, Sole Agents t« Messrs. GUEST A CO,« The Prop'ietora of the Dnwiats Iron Works, .Vear Cardiff, South Wa!ta, ARC duly aathorlzed to contract (br the sale of their O. L. Railroad Iron, and Common Bars, on moat advantafeous tams. B. ft J. MAXXN, 70 Broad it RAILROAD IRON AT ELMIRA, N. Y. TnR siibM>,rit)or!t have AmerUian Kailroad Iron for «»le as iibove ; also Welsh Iron in New York and dthu/ markets. FABKK, PERKINS Sc 00, l)io!iors, 69 Wall St. New Yoik, A««wt 10th. «inS3 RAILROAD IRON. WOOD. MORRELL &. CO., Having leased the eitensive Works of the Cambria Iron Company, Situated at Johhstowm, Oajibbia Co., Pbkia., And purchased all their real estate, ARK row prepared to exeente. at short notice, erdefl llir R Al 1.8 of any required pattern or weight, on the moat liber.A) terms. Philadelphia Office, ) ¥;?*TrwAS1l:^ STEEL, FILES, c&c. R. GROVES &. SONS, SHEFFIELD, ENGLAND, MANUTAOtnRBRS of warranted Cast Steel, raperiat quality, Ibr Tlg, Machinery, aad Rnxineerini^ pnrpoMa. 81n|1e and Double Shear, Blister. Oermaa Spria( and Sbeot Bteei of STery description — also, Oast Steel Filea of Ugh repo- UktkiD^ aapeelally adapted fer the oaa of Maahialsts, ta4 0aws and Bdfs Tools oTall kinda. A stock of tbe abore goods eaostaaily oa 1 ooapoaiTB MAaa USE w 0HA8. OONGBIYX ft BOH, 18 gar street, H. RAILROAD IRON. ELSTI or Staflbrdxhire make, delivered on board at an ]£Di;lisli port or at a port in the United Statoa. NORRIS & BROTHBR, 6in36 BiLTiMoai. REMO V A L. WD. PTARLINO. Motal Broker and Rail Inapector, • from Lawrence Poantney Lane, to the Vestry House, Lawrence, Ponntney Hill. LoNDOM, 1867. ' X ' UJ=lUJiAT= L 3Ft ATTi, Railroad Manafers will t>e interested by an examination of the **TUBU- liAR RAIL,*' patented inBurope and America by Stbphbms A Jaa* Kiia,OoTinKtoa,Ky. These rails bars decided advantac"* over an^ rail hitherto made, aowog them the fct> lowing ;— The "Tubolar RafT* of M On, per yard has yrsater strength aad etastici- tty, with ttie same outaide anrtaee sa solid raQs of 00 lbs. per jard. Its density la greater. Its welding nearer perfset, and Its durability superior. Unlike other new Ibrma of raiL h eaa be pot down oa Iks }9ne cliaira, and with the same ttMtMisic^ ased with eomiat,a^i» i i! . »"» —*<(«*¥■« wmmnmm: ^ am£:ricak railroad Journal. i» r.W.Bhineluider. Jai&MA.Booniiaii. Edwin A. Pott RHINELANDER, BOOKMAN & CO., RAILWAY AQENTS COMMISSION MERCHANTS, snrrLT all matbrul akd artioibb usbd ib thb CONSTRUCTION AND OPERATraC OP RAILWAYS. BANK 09 COltMBROE BUILDING, NIW YORK. BiriB TO Jofan A. Btevens, Emj , Pretid'nt Bank of Co m ment. 8ain>l SloMi, Bsq., PrtidttU Hudsim Hiver liailioad C*. J^tam BoormcD, Ka<)., Messrs. 8tiilinan, Allen A Co. Mbbbtb. Cooper ^ H«witt, Mosani. Duuoan, Sthirmaii tt Oa RAILROAD_SUPPLIES. WILLIAMS & PAGE, Vo. 44 Water, between Conp-esa and Kilby Streets, Boston, Mass. Iron Rails, Chairs, & Spikes, FREIGHT AND COAL CARS, (oo hand or Dude at abort notloej Wheels and Axles of all kinds, LOWMOOR, AinS>, BOWLINO, ihd NASHUA TIBBB, IRON AND STEEL, Of all kind* for Shopa aud Tndu. Oar TrlmmiiiirBt Palata, Oil, Yaniiih, Oar mi Switeb Loeki, yentilatoia, LaoteruB, Head-Li(ht8, OangeB, Bubbar BpringB, Chain, Hose aod Belting, Aah, Pine and other Tim- ber, and all matbbulb ubbd in Bqulpmeot and Bepalra ol Ballroa(<«, Bnginea and Cars, at hteettpriem. TUOS. S. WILLIAMS, PHILIP S. PAGE, Late Supt Boston & Me. R. R. Lato Paob, Aldbi A Oo. # BKFE&EHCS8. Phblps, Dodob k. Co., N.T. COOPRR, HlWITT * Co., do. Rbbtbs, Bcoc dfc Co. , PUIa, B. 8. Ch rsBKODOH, Ohioaga ^Ua., W. ft B. K. & Jam*6 Hatwabd, Pre^iilent Boston and Maine R. R. Oapt Wm. n. Swirr. Boeton. stoa A. S. & A. G. WHITON 72 PINE ST., NEW TORE, DEALBSB IN RAILROAD IRON, CHAIRS AND SPIKES, LOCOMOTIVES, PA8SEKOER AND FRKIOHT CARS. XAM0FACTCBEBB' AGENTS FOB 8ener*» Iron Turn Tables, BiinplfePs Patent Blower, Qardiner't Volate Car Springs and RAILWAY SUPPLIES GENERALLY. ALSO SEOOTIATORS OF SECURITIES. OLD STAND. RAILROAD AND CAR FINDINGS. A. BRroGES & CO., SUCCESSORS TO BRIDGES & BRO., flTTLL ooatinoe the Railroad and Oar PumishinK bnsioera, n » T . *•*' •" ^'•"•'■otive and Hand Lanterns, BQameled MOM UniacB, Brass and Silrer Trimmings, Cotton Uiicli for Car S"**^ ^o^bJe lorgea and Jack Screws, B^lts, Nuts aod waahera. Ship and Bridg« Bolta, aod Iron f orglnga of almost •very 4eseriptioo, etA, ete., ete., at the old stabd, rt,, ^ •* OOURTLAND ST., Niw Yobe. woe™ ibf the parchaae of goods oo commission, aside n-om our regnlar bosineaa, respeotftiny solicited. AI.BBRT BRIDGES. \ 91 *"* '»♦« "™ of Mnvw -, _ ^M^y-MMo, ^ Bbi»ob«*Bro. LAWYER, TINKER & CO.. UAMCTACTDBERS OF COTTON DUCK, PATENT OTWN BELTING, cost atent oi-lhini of Ldkr ^m%>. te bbbkiiaii bt., mew tork. S. B. BOWLES, MANUFACTURER AND DEALER L\ RAILROAD SUPPLIES, No. 12 GOLD STREKT, CBetweon PLATT aikl M.MDEN F-ANE.) GEO. M. FREEMAIV, enccBHsoR to PRATT & FREEMAN, PHILADELPHIA RAILWAY SUPPLY AGENCY, No. 193 WALNUT STREET, PHILADELPHIA. R&ilrond Materials, Locomotive and Tar Pindinn, llAOnilfKRT AMD MACHINISTS' TOOLS, MINERS* TOOLS, ETC. KT COTTON WASTE. .£1 WHITE AND YELLOW CAR GREASE, LOCOMOTIVE BRASS WORK, Baggage Checks, Barrows, etc., etc., RAILROAD LANTERNS, SIGNAL LIGHTS, STEAM OAUnES, COCKS AND WniSTLKS, INDIA. BUBBER HOSE PACKINGS, ETC. IjANTERNSIoF AL.L. DESCRIPTIONS BNGINE. STATION, AND SK^AL BBLI.S, ' KS" Superior Car Upholstery, etc. .£i AGENCY OF THE KEROSENE OIL COMPANY, ■^r Or>1ers solicite<1, promptly flll.d, and forwar.lcd with despatch and care at the manufacturer^ loieett price*. H. H.GOODMAN k CO., No. 7 WALL ST., NEW YOBK, Dealers in Railway, City, County, and State BONDS. RAILS, LOCOMOTIVES, Ac. We have on hand and for sale, of County Bonds— Hardin County (Ky) 6 per eU. Davidson Cty (Tena),6 p.eta Carter, Bath, and Hoot^oni- Iowa County (\Vl8.x 8 per eta mery (Ky), 6 per cents. Minoral Point do. do. Also a variety of CITY, OOUNTT, and KAILWAT WCUBIT1B8 in smaUer lotSb Ai>iU SOtik, ISMi OENEBAL COMMISSION MERCHANT, Nob. O a 8 Broad-wajr, and 8 Beaver St. ORDERS rt«eivccl for all sizes MERCnANT, BAR snd RAII.BOAD IRON. AMERICziN ami fiCOTCH no IRON, SLl'KRIOR WROLGUT IRON RAILROAD CHAIR9, SPIKES, CAR WHEELS, NAILS, ETC., ETC. OFFICE, 8 BEiOADWAY, Comer Beaver St., opposite the Bowling Qreen, NEW YORK. KBFBBS TO Mefsr^. Cooper &. ne»itt, I Mu!i.<:r8 Siiliinan. .^llen&Ca Moasrs. Wnu Oothout 4 Hro^ I i'l-Ur Cooper, Ksq. Mcssrs.MarsluUI Lefl'erts &: Cro. I James I<. Juckeun, Esq, CINCINNATI STOCK EXCHANGE. KffiK & CHEEVER, Stock i^rokers and Kailroad Agents, MO. 83 WEST THIRD 8TRBBT, CINCINNATI, OHIO. Railroads Stocks, Bod Patent Rit;ht8 owned by the late A'etr York Wrmfht Iron Railroad Chair Company, and iil^o the entire Bsachioery for raanufacturinj; tlieir improved Wrought Iron Railroad Chair, we are now fully prepared to receive and (111 all orders from responsible parties, to any extent, with promptness and dispatch. Ttie thickness of the lips of onr Chair increaseB throni;h tba bend, where ihe greatest strcntrth is required, und dimiiiisliaa towards I he edi;e ; so that a less weight of metal may be uaed, and a strength actjulred equal, if not superior, to that of* heavier Chair of uniform thickness. We invite the attention of parties wj«hing the best Wrooght Iron Chair now In market, to our worlcs for a supply ; heHev. ing they cornbino qualities superior to any otbera now manu- liictured. The Chairs weigh ttam aeven and a-ha}f to (ineen poonda, according to tlie tliickness-^>f the Iron and size of the Chair. To enable us to give you • perfect fit, it will be necessary al- ways to Fcnd a fcction of the RaiL We cannot undertake to make Ctiurs n ithout a proper pattern, as it is imposaible to make a petfpct fitung Chair fi-om a drawmg. Our msDufacture of Chairs are use_ ^ „ , \VM. S. HUDSON, Sr/p-t, ^ ■^*'*»^*"» '•• ' M, K. JESrP, Vice Pre»'l. U. f. ST'VRR, f-ec'y and Trta^r, »4 flxchaoffe I*lare, New Tm-It 16 AMERICAN RAILROAD JOURNAL. THK SCHENECTADY LOCOMOTIVE WORKS, H SCIII^Kl^CTADF, IV. 1' AVI^V^^|{e fiicUitiM, are prepared to receive knd ex- ecute orOcri (br LOCOMOTIVE E\GI\'ES AND TB^DERS, either for burning WOOD or COAlti with protnptDOH and Aiepstch. BRASS and IRON CASTINGS; T.OCOMOTTVB TYRES wcl<]c<1 anJ bUKkcd to exact sizes, and every tliuii; connected with the ^MlMiug or repairing of Locomotive* ftimtahed on ifaort DOtlcn. These Works being located on the New Tork Central Rail- toad, near the centre of the State, posieaa superior facilitiea lor forwarding their work to any part of the country, without JOHN E:X-th A- C-r, 14 crtnunuod by the preaoat Arm, end all urdera will receive prompt aitcDtiOO. 1/49 UNION WORKS, BALTIMORE. POOLE & HUNT, Iron Founders and General Machinists, ABX prepared to fill st abort notice and of beet material and workmaublp, order* for Steam Engines of any Size. PLATB CAR WRIKL8 and OHILLSD TIRIS, equal lo any proa ot those interested In the running of STEAMSHIPS, Macliine Shops, Factories, and Machinery of all kinds, to tlie valuable qualities of cor OH 1. It is entirely tr*» f^^pi Gnm, eoola heated Jour- nals quicker than water, and keepa them cool by its anp*' rlor antl-Arietion properties. 2. By its use leas niotlve poiv^er it reqnired than hi naing; any other oil yet known. It wiB move machinery with ▼ery perceptlltly lets motlva po^trer than Sperm Oil. 3. The tame qnantitjr win last at least 33>^ per cent, longer than Sperm, or any other Oil, and the qunlity is alwaya atrletly nnlform In ita seaton. We make Summer and Whiter Oil. 4. Havhig largely increased the capacity of our worka, we have been enabled to reduce the prices below thoee of last year ; and it is our hitention to keep it at all timet below the price of Sperm. The prejudice existing against Oils hax very properly grown up, and we are ftilly aware of the deceptions which liave been and still are practiced by unscrupulous persons ; but we are prepared to aiibstantiate all the foregobai; State* meuts relative to the superiority of our Oils, at OUR OFFICE, 305 BROADITAIT, by large numbers of certificates of the best managed lines ot Railroads, Steamships, Maetiine Shops, k Factoriei in this country, testifying to Its value as being greatly superior to nny otiior. M'wt of the certificates being uf prominent Companies, it is probable that more or less of them will lii< known tn all We hnvn also the MEDALS and DI* FLOMASawardeU to us by the AMERICAN IN- STITUTE. Wo will at nil times be ready to reftind the money if tlie facts above ptitted are not satisfactorily substa» tlateil on trial of the Oil ; and we only solicit fh>m thoee who have never used it very small trial ordera. We also make SUPERIOR GREASE, T ALLOW, AND The BVRNIIVO OIL will bum In may lamp that will burn Sperm, loktiug longer, and bamhig without smell or aniolce. Wo manufacture nn OIL EXPRESSLY FOR SEWING MACHINES, OREATLY SUPERIOR TO AKT OTHER, AND IVITH LESS SMELL. Several linvo attempted to Imitate our Oil, calling it "METALLIC OIL," as well as giving it a stmUar appearance I and we would CAUTION buyers against tliom, and advise them to see that our brand— •NEW YORK CUMBERLAND METAL- LIC OIL WORKS, FOOT OF EAST 24th ST." wiih the names of the inventon and kind of Oil, ta upon every package, however email. Address, — N. Y. C. METALLIC OIL WORKS, 6n,y NEW YORK. THE IMPERIAL LUBRICATING OIL, MASt^FACTDRBO BT J. C. HULL & SOIVS, (Formerly W. Hcll k, 6o!i,) 108, 110, 119, 114, 116 and 118 ClUT at., TO'nEl'W 'S'OZl.lS.. FOR RAILROADS, STEAMSHIPS, MILLS, MCniiXE SHOPS, ETC. THIS Oil. having bepn before the public for a longtime, and liaving het'n extensively used in different parts of the country, and on each occasion meeting with imqusMed ap. proval, renders the manufacturers confident when making ths following claims : — 1st lu tint cost la vastly lets thiui that of any Oil ta use, of known merit or acknowleJ^cd worth. 2nd. It will not In any -way frnrn or clog np any Journal or bearing, all the gum ki the Oil being entirriy decom- posed. Srd. It will keen all jnurnaU and bearings cool, clean and bright as cew, thus not only saving wear and tear, but tavlng alto no incoiislderable amount of motlTe power. 4tli. It is fU^ly as durable as any Oil in the market, and consumers are invited to make their experinienta 00 sack jour- nals as are Inclined to heat up. &th. It Is sweet and clean, and entirely fti^e front all Odor or nnpieaaaut tmcll. Alse,— J. C. HULL &. SONS' REFINED BURNING OIL. Buyers arc requested to give this OIL a trial, at it it be- lieved that it will be found the CHEAPEST, CLEANEST AND BEST OIL FOR BURNING, (all things considered), in the market. CERTIFICATES fh>m a large number of Railroad and Steamboat offlcert, also, prominent Hamifacturen and Machine Builders, can l>e seen by application as abova TAW & BEERS, SSALEBg IK Sperm, miale and Elepbant Oils, Adamantine Car and other Candles, AITD KASUFACTCBEBS OP TAW 'S LUBRICATING GREASE FOR RAILROAD CARS AND HEAVY MACHINERY. THIS celebrated GREASE hat been to ate upwards o( Ten y eara | and is in the opiiuon of FORTY RAIL- ROAD COMPANIES, whom we reguhriy tupply, The Cheapest and Best Lobricator in nse. Parties ordering, will please state the ktod of box, or descrip- tioQ of machinery. TA1V A. BEERS. 18 BOOTH WATER ST., PhlUdolphls. OIL! OIL! PEASE'S IMPROVED ENGINE and SIGNAL OIL, Foa BAILBOAIM, 8TEAMEB8, FBOPBLLSBS, AITD FOB BTKRT OLAM OF MACHINERY AND BURNINO. PRACTICAL TESTS, \jif Engineers and Maehtaitta tH Tliuusnnds ofOallons, prore this Oil to be tnperlor for Burninig. and TWENTT-FIVE per cent mora darable than Sperm Oil, for Lubricatinir, and the only Oil thnt is in all cases reliable, that will keep bearings cool, •nd In no case has it &iled to meet the approval of the consumer. The Scient\Ae Amtriean and MantU'aetunr'i Joumat, after testing this Oil, proDoaace it aapertor to aay olh«r nr Ia bricating.— For sale ONLY by Oa Xnvtator F. 8. PEASE, 01 tUla at., BUFFALO. Reliablt ordert OUtd fbr any part «r tkt VHMd I Borope. AMERICAN RAILROAD JOIRNAL. STEAM NAVIGATION, COMMERCE, FINANCE, f- INSURANCE, BANKING, MINING, MANUFACTUIIES. HENRY V. POOR, EdMor. '^r :^-'mim] ">T '■ ' .\ „^. -^ -•■■*-' .*■ . ' ESTABLISHED IN 1831. • .»"5 ■*-?'• ■-■' • ■ ■- ;, -^ ■.-.*.*-;->.-*♦:''*■/■».; r.i-ji^->;. PUBLISHED WEEKLY BY J. H. SCHULTZ & CO., AT NO. 9 SPRUCE ST., NEW YORK, AT FIVE DOLLARS PER ANNUM. Second QaxRTO Series, Vol. XV., No. 2.] SATURDAY, .JANUARY 8, 1859. [Wholb No. 1.186, Vol. XXXII. ■9" McsaiiB. ALOAR Sc STREET, No. 11 ClemenU Lane, Lombivd Street, LoKDOH, are the authorised Euroi>ean AgenU for the JoumaL PROfCIPAI. CONTKHrrS. IlliDois Central Railroad Albemarle and Chesapeake Canal Minnesota Homestead Exemption Law .... Tbe Financial Condition of Minnesota City Horse Car Railroads Joarnal of Railroad Law The Coast Survey , The Erie Canal and Competins Railroad... Mississippi and Tennessee Railroad Michigan Central Railroad , Debt of the City of New York , Vicksbarg, Shreveport and Texas Railroad Mobile and Ohio Railroad Pacific Railroad .17 .18 .19 .19 .20 .20 ,21 .24 .24 .25 .25 .26 .26 .27 American Railroad Journal. Pdblisbcd bt J. H. SCnULTZ &. CO. No. 9 Spboob 8T. Neir Yorlc, Saturdsijr, January 8, 1859« IlUnola Central ftallroad. LoMDoN, Dec. 18, 1858. The Report of tbe late deputation appointed by tbe London committee of shareholders of tbe Illi- nois Central Railroad bas been made public. It bas bad tbe efiect to depress the share market to a greater degree than for some time past ; for tbe reason that tbe conclusions of tbe deputation do not seem to be sustained by tbe facts of tbe case. This is tbe second deputation that bas gone out and reported during tbe year. In tbe first place an auditor was sent out to examine tbe books and accounts of tbe Company. These and tbe bills re- ceivable for lands be examined minutely, and, as might have been expected, and found them to be cor- rect. The report specified certain improvements as desirable in tbe management. As to tbe rail- way, there was not considered any cause for un- easiness. Tbe prospect of its future connections were subjects for congratulation. It was tbe opin- ion of the gentleman making the report, " that it requires no times of extraordinary prosperity to place this undertaking again in the highest position it bas ever occupied in the estimation of those who have undertaken to sustain and carry it out, but it did not afford sufficient data for estimating its fu- ture prospects. Tbe report spoke of the duties of tbe several oflBcers ; gives a full description of the condition of the road ; specified the arrangements with other companies ; describes tbe general char- acter of tbe traffic ; testified to tbe &ctual deface- ment of the bonds cancelled by purchase from proceeds of sales of lands, and added some inter- esting information of the sales ; and also gave a statement of tbe liabilities and assets of the Com- pany on the 1st May, 1858. But it did not show tbe amount of bills overdue, and tbe times at which those coming due would arrive at maturity ; nor did it specify what lands remain unsold on the several sections of the road. The consequence was, the Report was not considered satisfactory, and the market gave way under the continuous pressure of sales ; it was consequently determined to seek for more information, more particularly as tbe call of $20 per share so closely followed the report. The second report does not clear up the position of the land department, or explain the present financial position of the road ; it is rather an esti- mate of future success ; and in estimating the fu- ture, the maturing assets in the laud department are not fully taken into account. " The proba- bilities of payment" are treated in a most indefinite manner, and the abundance of " croakers" are not favored with any special information. The report says : " Once free from debt, we suppose it will be kept so;" but it does not show how much is ne- cessary for the purpose, and to put the road into thorough order. As another year is fast closing, and tbe report for 1858 will soon be due, it may be interesting to take a cursory view of the position of the Com- pany, so far as it bas been made known to tbe public, and to show in as simple a form as possible, tbe receipts and expenditures of the Company, with its liabilities and assets. ■;f--.*:-iy The capital with which the Com- pany's account stands debited on tbe 1st Jan., 1858, amounted to. $27,632,435 59 Tbe net receipts from traffic, &c., were 1,563,905 27 The receipts from Land Depart- mentwere 1,275,216 06 Tbe undischarged liabilities 8,806,180 68 To Dr. of account $34,177^37 60 The expenditure upon Construction Account on tbe 1st Jan., 1858, amounted to $23,487,669 91 or $33,435 i)er mile. The loss upon negotiating securities 2,578,850 08 Prepayment of optional right scrip. 88,500 00 Payment of interest upon bonds and stock 6,380,665 29 Expensesof Land Department .... 193,013 83 Assets of tbe Company 1,499,138 34 ToCr. of account.^. .v.. ^r... $34,177,737 46 Tbe report of the deputation says it was as- sumed that if the optional right bonds created last autumn bad been all taken, the proceeds thereof would have cleared the Company of debt up to the date of the report; but as the bonds wer« superseded by the call of $20 per share, realizing in all $3,500,000, this sum would be suflicient to discbarge tbe debts and accrued interest, if the assets realized their estimated value — tbe statement of assets on the 1st May, 1858, as stated in Mr. Fisher's report, being tbe estimate referred to. The share capital of the Company is 266,000 shares, of $100 each, but on the 1st January, 1868, only 174,964j shares had been issued, leaving 80,- 035J unissued ; and as in March last the Com- pany's shares commanded par in the market, and the Company was in want of money, it is probable that the greater part of the unissued shares had been disposed of, particularly as on the 1st May only 1,046 shares are included as assets belonging to the Company. Independently, therefore, of any of the assets, the Company would realize $60 per share upon 78,988| shares, and $20 on 174,- 964i shares, less the $20 call per share, unpaid. If this were the case, over $8,000,000 would have been realized by the Company. Yet, unable to account for tbe non-issue of shares in hand, when the Company was in want of money, it seems more credible that the call in hand was upon the 174,- 964 J shares issued on tho 1st January, 1868, Yet why 80,000 shares should remain unissued, when the Company would obtain over $4,500,000 by their issue, supposing the market in March last could have taken them, neither the report of the auditor or that of the deputation explained. The estimates for tbe future are unsatisfactory, and what is given does not bear tbe impress of any great research. From the report of former years we find, without personal inquiry, that the expen- 18 AMERICAN RAlL.ROAl> JOURNAIi. diture on account of construction is about $2,000,- 000 per annum, and that the working charges of the road are increasing ; that the net revenue of lift year would not have been anything at all, but that the stock of wood, coal, and necessaries* for working the line were treated as a cash asset, yet the interest paid during the year amounted to $1,897,517. In what way is this continuous drain to be met 1 Only from the sale of the lands, and the increase of traffic. To enable persons interested in this Company to ascertain the value of their property, we require more information. We want to know what por- tion of the road intersects good lands, and where tl.osc lands which will not sell are situated. In this the Company's report give more informa- tion than either of the special reports, only it re- quires some trouble to obtain it, for the boundaries are somewhat indistinct. Taking them by your railroad map, we divide the road into 10 sections, Nos. 1 to 5, including that portion of the road be- tween Dunkirk and Sandoval, a distance of 836 miles. Nos. 6 to 9 includes the sections on the Chicago branch, and No. 10, from Sandoval to Cairo, 118 miles.; Section No. 1 is supposed to have 330,240 acres of land, and on the 1st January this year, there had been 264,8^1 acres sold, or about 80 per cent. This division of 103 miles forwarded 74,557,483 lbs. of freight in 185G, and increased its traffic in 1867, 19,712,685 lbs. Sec. No. 2 is supposed to have 241,921 acres of land, and to have sold 175,191 acres on the 1st January, 1858, having sold about 72 per cent. It has 64 miles of railroad, and forwarded in 1866, the large amount of 108,164,378 lbs. of freight, in- creasing its traffic by 52,716,604 lbs. in 1857. Sec. No. 3 is supposed to have 318,720 acres of land, and to have sold 1st January, 1858, 217,996 acres, or about 68 per cent. This section of 82 miles I'orwarded 77,078,957 lbs. of freight in 1866, bat in 1857, only 73,540,680 lbs. Sec. No. 4 is supposed to have 126,720 acres, and to have sold only 67,859 acres on the 1st Jan. last, or 63 per cent. This section of 33 miles has also greatly fallen ofif in its goods and traffic of 1857 — traffic showing a decrease of more than one- third. Sec No. 6 is that uniting the main line with the Chicago branch, and how, although the sales of land are small, the traffic is not unnaturally in- creased, for the union with the branch main line would promote traffic. This section has 64 miles of railway, and the land appropriated is 207,360 acres ; only 75,701 acres having been sold on the Ist January last. The freight forwarded was, in 1866, 20,049,666 lbs., and in 1857, 25,726,603 lbs. Upon the Chicago branch, section No. 6 is sup- posed to have 161.280 acres of land, and to have sold 69,969 acres. This section of 46 miles has probably its lands reserved for some specific pur- pose, for only 43 per cent, is sold, amd yet the in- crease of business is large, and the freights for- warded in 1856 amounted to 152,046,652, and ir 1857 to 169,680,647 lbs. Sec No. 7 shows a decrease in freight forwarded in 1857, of 11,290,368 lbs. as compared with 1856, when 89,880,007 lbs. was forwarded. This section has 92 miles of railroad, and has sold only 28 per cent, of its lands. 6ec. No. 8 has very much improved since 1866, having forwarded in 1867, 62,799,260 lbs. of freight against 10,104,801 lbs. in 1856, and it is the only st^ction in the Chicago branch which had an in- creased export of wheat in 1857. It has 34 miles of railroad, and is sui)posed to have 126,720 acres of land, of which 46,846 had been sold on the 1st January last. Sec. No. 9 unites with the main line, has 80 miles of railroad, and 311,040 acres of land, of which 45 per cent, had been sold. It had for- warded only 62,799,264 lbs. of freight in 1867, but that was 6,994,223 lbs. more freight than in 1856. The last section. No. 10, having 118 miles of railroad, seems to be the great drawback to the Comi)any, so far as the sale of lands is concerned, for notwithstanding that it embraces the coal and stone district, the sales of land have been only about 15 per cent. During the past year there was an increased movement iA wheat, but a falling off in corn. Yet the general traffic improved j the freight forwarded in 1856 being 81.183,723, lbs. and in 1657, 99,369,354 lbs. Time will not permit, at present, of entering into the prospects of the success of the land sales, but it is pretty evident that over $2,500,000 of notes should be payable on or before the 1st January, 1859, and wa know that up to the 31st October, the amount of bonds cancelled is only $981,500- Surely we should have some little insight into the accounts, and not kept altogether in the dark. Es- timate upon estimate is falsified by experience, and yet if the majority of the statements which from time to time have been published by authori- ty are correct, the Company should have its shares at par, rather than at the present price ; for it has only to get rid of its debts by realizing land sales, or anticipating them, and wait the development of the traffic, which is fast increasing, and might be improved upon many sections of the line. I am yours, &c., William Lamcb. The position of this Company may be stated in a very few words. There are two elements upon which the success of this enterprise depends* — the value of the Com- pany's lands, and the income to be derived from the road. The lands are of the most fertile description. Population is only required to give them value. There is always an uniform ratio between the mar- ket value of lands and the number of people living upon them. With a ratio often to the square mile, we may estimate the lands to be worth $2 50 per acre. With twenty inhabitants to the mile, the value of lands increases in much greater than a direct ratio. With a population of 100 to the square mile in any state, good farming lands would be worth more than $100 per acre. The Slate of Illinois has an area of 57,000 square miles, and a population of 1,500,000, or 26 to the square mile. The increase in population from 1860 to 1855 was 91,000 annually, the whole num- ber at the latter date being 1,306,000., Since 1856 the ratio of increase has been much less than for the six previous years ; the check, however, is only temporary. There can be no doubt that the state will continue for an indefinite period to increase at the ratio of 67,000 annually, or at the rate of one person to each square mile of area. Now there is no doubt that the increase in the value of lands will be in much greater ratio than the increase in population. Could we get at the exact present value of the lands now owned by the Company, we could calculate with a good deal of precision their future value, assuming a given rate of increase in i>opulatiun. The non-payment of the notes given for lands is no competent evidence against the value of the lands for which they were given. They have for the most part been purchased by parties having small means, who expect to pay for them out of the crops raised ; these, for the past year, have been very deficient in quantity and quality. What has been raised, hardly pays the cost of transpor- tation to market. All Western Railroads, conse- quently, are without their usual amount of traffic. This depre.ssion is, however, merely temporary. We think there can be little doubt that in the end the Company will realize the prices at which their lands have been sold. The great drawback to success are the large de- mands upon the Company for interest on its funded debt, which is not met by the income from the road. What this is to be, is at present a Uiat- ter of conjecture. It will, without doubt, rapidly increase, and in much greater ratio than the pro- gress of population. A very large addition is an- ticipated from the opening of railroads now in pro- gress of construction from Cairo to New Orleans and Mobile, and which will soon be completed. The opening of these will largely increase the earnings of the Illinois Central. In the present exigency there is only one course that can properly be taken to reduce expenses to the lowest figure possible and wait for more prosper- ous times, and new connections to develop to the fullest extent the business of the road. In the meantime, further calls ujion the stock will have to be made, but to what extent the future ouly can determine. Albemarle and Cheaapeake Canal. The Albemarle and Chesapeake Canal Company have published their third anrmal report, exhibit- ing a prosperous progress so far, with a hopeful ()rospect in the immediate future. The object of this company, in connection with the Delaware and Chesapeake, and the Doleware and ^aritan Canals, is to furnish an inland navigation for sail- ing and steam vessels between New York City and Newbern. in North Carolina, a distance of about six hundred miles, free from the impedi- ments of sand bars and shallow inlets, and the dangers of Cape Hatteras, so justly the terror of all navigators, on the coast of North Carolina. Little remains to be done but the completion of a lock at the junction of the canal with Elizabeth river, which will be effected by the first of March next. It is of solid cut stone masonry, from the granite quarries of Maryland, constructed in the most substantial manner, with double sets of gates, and all the improvements known to modern engi- neering. Its foundation is placed sufficiently low to give a draught of eight feet water at the lowest tides. Its capacity is suflficient to pass propellers carrying five hundred tons, and being merely a tide lock, its lift is only half the rise or fall of the tide, usually not exceeding two feet. On the com- pletion of the lock there will be a continuous channel through the entire line, and, if thought advisable, the line can be opened for the smaller class of vessels by the first of March next; and within the next twelve or fifteen months the canal can be fully completed and all the necessary im- provement of the rivers and sounds accomplished ; so that there shall be a complete navigation, with a depth of eiaht feet water, from the Albemarle to the Chesapeake. AMERICAN RAIIiROAJO JOURIiAIi. 19 BUnnesota. Hoiueatead Kxemptloik Ijavr. I We give below a summary of the oxemplion law passed at the first State Legislature. Section 1. That a homestead consistina; of any quantity of land, not exceeding ei^jhty acres, and the dwelling house thereon, and its appunenances, to be selected by the owner thereof, and not in- cluded in any incorporated town, city or village ; or, instead thereof, al the option of the owner, a quantity of land not exceeding in amount one lot being within an incorporated town, city, ot village, and the dwelling house thereon, and its appurten- ances, owned and occupied by any resident of this State, shall not be subject to attachment, levy or sale upon execution, or any other process, issu- ing out of any court within this State. This sec- tion shall be deemed and construed to exempt such homestead in the manner aforesaid, during the time it shall be occupied by the widow or minor children of any deceased person who was, when living, entitled to the beneSt of this act. Sec. 2. Such exemption shall not extend to any mortgage thereon lawfully obtained; "but such mortgage or other alienation of such land by the owner thereof, if a married man, shall not be valid without the signature of the wife to the same, un- less such mortgage shall be given to secure the payment of the purchase money or some portion thereof. Sec. 3. Whenever a levy shall be made upon the lands or tenements of a householder, whose homestead has not been selected and set apart by metes and bounds, such householder may notify the officer at the time of making such levy of what he regards as his homestead, with a descrip- tion thereof, within the limits above prescribed ; and the remainder alone shall be subject to sale under such levy. Sec. 4. If the plaintiff in execution shall be dissatisfied with the quantity of land selected and set apart as aforesaid, the officer making the levy shall cause the same to be surveyed, beginning at a point to be designated by the owner and set otf in a compact form, including the dwelling house and its appurtenances, the amount specified in the first section of this act, and the expense of such sur- vey shall he chargeable on the executiou aud col- lection thereupon. Sec. 5. After the survey shall have been made, the officer making the levy may sell the property levied upon, and not included in the set off, in the same manner as provided in other cases for the sale of real estate on execution, and in giving a deed of the same he may describe it according to his original levy, excepting therefrom by metes and bounds, according to the certificate of the survey, the quantity set off as aforesaid. Sec. 6. Any person owning and occupying any house or land not his own, and claiming said house as a homestead, shall be entitled to the exemption aforesaid. Sec. 7. Nothing in this act shall be construed as exempting any real estate from uxatioa or sale for taxes. Sec. 8. No property hereinafter mentioned or represented shall be liable to attachment, execu- tion or sale, or any final process issued from any court in this State : 1st. The family bible. 2nd. Family pictures, school books or library, and musical instruments for use of family. 3rd. A seat or pew in any house or place of public worship. 4th. A lot in any burial ground. 5ih. All wearing apparel of the debtor and his ramiiy, all beds, bedsteads and bedditig, kept and used by the debtor and his family ; all cooking utensils, and all other household furniture not herem enumerated, not exceeding five hundred dollars. 6th. Three cows, ten swine, one yoke of oxen and one horse, in lieu of one yoke of oxen and one horse, a span of horses or mules; twenty sheep and the wool from the same, either in the raw material or manufactured into yarn or cloth ; the necessary food for all the stock mentioned in this BectioD, for one year's support, either provid- ed or growing or both, as the debtor may choose; also, one wagon, cart or dray, one sleigh, two plows, one drag, aad other farming utensils, in- cluding tackle for teams, not exceeding three hundred dollars in value. 7th. The provisions for the debtor and his family necessary for one year's support, either provided or growing, or both, and fuel necessary lor one year. 8th. The tools and instruments of any mechanic, minor or other person, used and kept for the pur- I>ose of carrying on his trade or business, and in addition thereto stock in trade not exceeding four hundred dollars in value; the library and imple- ments of any professional man ; all of which arti- cles hereinbefore intended to be exempt, shall be chosen by the debtor, his agent, clerk or legal representative, as the case may be. Sec. 9. Nothing in this act shall be so construed as to exempt any property iu this State from exe- cution or attachment for clerks, laborers or me- chanics' wages. Sec. 10. All laws inconsistent with the provis- ions of this act are hereby repealed. The Financial Condition of Minnesota. New York, Dec. 28, 1858. It is my duty as the Governor of the State of Minnesota to correct publicly certain misrepre- sentations which have been made here relative to the bonds of that State, issued, or to be issued, by virtue of a constitutional provision, as a loan to expedite the construction of railroads within her limits. I propose to effect this by making a plain statement of facts, leaving your readers and the public generally to draw their conclusions there- from. The constitution of the State of Minnesota, as originally framed and adopted by her people, re- stricted the public debt — except in cases of in- vasion or insurrection — to $250,000. Subsequently it became evident that, to insure the speedy con- struction of the railways, for which the State had received from Congress a munificent grant of land, the State must lend her aid to those companies chartered by the Territorial Legislature, to which the lands had been transferred bj' the same authority for railroad purposes. This aid was rendered especially necessary because of the finan- cial embarrassments of 1857, which made it im- possible for the companies to raise money uj^on their lands, as they had been authorized to do by their charters. The other North-western Stales were diligently prosecuting their railroad commu- nications ; and Minnesota must labor under mani- fest disadvantages unless she pursued a like policy, and thus opened the interior portions of the State to immigration. The Legislature of the State, at its first session, in accordance with the mode prescribed by the constitution for its own amendment, passed an act loaning the credit of the State to the four laud grant companies to the amount of $1,250,000 each, or $5,000,000 iu the aggregate, upon certain con- ditions, aud providing for its submission to a vote of tho people. The subject was publicly discussed iu ail portions ot the State, and after the ex^jedi- ency aud policy of the proposed loan bad been canvassed in ad its bearings, the vote upon the adoption of the propositiou as part uf the funda- mental law was taken on the 15th of April last, and resulted in a majority of nearly 20,000 in its favor, and the Governor duly proclaimed it to have been incorporated as a part of the constitution of the State. The conditions upon which a loan of State credit was authorized, were these : When the companies shall have produced to the Governor satisfactory evidence, verified by the afiidavits of their officers, that teu miles of their roads respectively are graded ready for the superstructure, the Governor is required to issue the bonds of the State to the amount of $100,000 to the said companies, and so in a like ratio as the work progresses. And when the companies shall have furnished like evidence that ten miles of their respective roads are com- pleted and the cars running thereon, the Governor shall issue bonds to tb« amount of $100,000 to such ed, as has beeu staltvl with £ s company until the limit fixed by the loan amend- ment is reached. The Governor has rulonding to the State bonds issued shall be transferred to the Treasurer of the State at the time of the issue of State bonds." The con- struction to be given to the phraseology of this section constituted the - issue made between the Governor and the companies which has excited so much comment, the former insisting that it re- quired a priority of lieu to the bonds of the com- panies to be delivered to the State over ail others, aud the companies affirming that ibe true inter- pretation wuuld place the State upon the same footing with the holders of first mortgage bonds. It is well known that the Supreme Court decided that the position assumed by the companies wis the correct one ; but it should be borne in miud that this decision iu no case affects the character of the securities previously described. The Gov- ernor, while he expressed bis williugaess to sub- mit to the construction given to the law by the highest legal tribunal of the State, required of the companies such a change or modification of their ti ust deeds as to authorize him, as the agent of the State, to cause an absolute foreclosure and sale of all their roads, Ian ts or franchises, within sixty days after the occurrence of any default ia the payment of interest. The interest on the bonds of the companies delivered to the State iu accord- ance with tbe requirements of the foregoing sec- tion, being due and payable sixty days iu advance of the semi-annual interest due u|>ou the State bonds, a foreclosure and sale can be made, in case of default on the part ot the com{Minies, in time to protect the credit of the State bonds when the in- terest thereon becomes due, aud precludes the necessity of other legislation for that purpose. The Governor is empowered, in case of deftiutt on the part of the companies in the payment of in- terest or principal when due, in his discretion, but in such manner as may be prescribed by (aw, either " to sell the bonds Oi the defaulting com- panies, or the lauds held in trust as above, or may require a foreclosure of the mortgage executed to secuie the same," as the greater or less gravity of the default might require. I have thus set forth, in as brief terms as the nature of the case would admit, the circumstances under which the loan of State credit was author- ized by the people, the conditions upon which it was made, and the securities exacted by the State. The early co npletiou of the railroads being indis- pensable to the prosperity of the State, in develop- ing her resources, the loan aoiendment was adopt- '.^Biar unaaimiiy. 20 AMSRJCAN RAILROAD JOURNAL. MinneHuta is much the largest State in the North-west, being more than twice the size of Iowa, and in her climate, soil and excellence of h-ir cereal productions she is not surpassed. Her population is composed mainly ct emigrants from New Enoland, New York, Pennsjlvania and the Western States. The rapidity with which she has advanced is without precedent, even in the hfstory of the West. In 1860 her census tables showed less than 6,000 people, and a comparatively small amount of property. In 1858, although no regu- lar census has been taken, it is estimated that her population amounts to nearly a quarter of a mil- lion, and the Auditor of the State reports the tax- able property to be more than $50,000,000. In view of this statement of facts, the simple question for capitalists to determine is, whether the bonds of Minnesota, issued with the .sanction of a vast majority of her people, without distinc- tion of party, and backed by securities of unques- tionable character and value, are not as desirable as a means of investment as those of any other State in the Union. The work upon each of the four railroads has been prosecuted with great vigor, and no bonds are issued by the Governor until they are thorough- ly examined and reported upon under oath, by competing, engineers appointed by him for that purpose. Uexbt G. Sibley, Governor of Minnesota. City Horse Car Rallroada. Perhaps there is not among our improvements one that contributes more to the convenience of the people of large cities than those iron roads on which cars, propelled by hors« power, carry pas- sengers from the centre to the circumference of a city and beyond it at a trifling cost. Horse rail- road cars have been in use for some years past in New York, Brooklyn, and Bosto'n, and have con- tributed greatly to the convenience of travel in those cities and their vicinity. They have be- come very popular, deservedly so ; and as a stock investment, have paid large dividends — some of those in New York a dividend of from three to five per cent, a quarter. Two years ago, a few capitalists, wishing to es- tablish one-of these roads through Philadelphia to the suburb of Frankfort, a distance of live miles froni the centre of the city, applied to the Legis- lature for a charter, designating the streets (five to six streets) through which they designed to run. But the moment property holders on these streets learned that such was the design of the ap- plicants, they raised a great clamor against such roads as a nuisance, operating materially to dimin- ish the value of real estate on the streets designa- ted. Thus feeling, they vehemently opposed the granting of the charter. The applicants resisted this outcry, and con- tended that horse car railroads would increase rather than diminish the value of such property, both in and out of the city. The charter was granted; and one year ago last winter, the roads were completed through two streets to Frankfort, and the cars placed on them, transporting passen- gers five miles for 10 cents. The opposition pro- perty holders soon discovered the mistake they made in supposing that these roads, passing through the streets, would diminish the value of their property ; and now those same men are among the warmest friends of these roads, being willing to see them in almost every street in Phila- delphia. So popular have they become, that, as represented, the residents on nearly every street are desirous that these cars should pass by their doors. The change in public opinion is very great. This is shown in the fact that no less than sixty miles of railroad were laid through the streets of Philadelphia in a single year, from the 1st of Sep- tember, 1857, to 1st of September, 1858. Not less than a hundred more miles of this class ol railroads are now in process of completion. It is estimated that before two years liave passed more than 300 miles of railroad will be constructed aad in operation in Philadelphia. perty in the suburbs, where they terminate, has been to augment the price of it more than fifty per cent. Whole rows of houses are being built along those outside lines to accommodate the mid- dling classes, at cheaper rents than can be afforded in the heart of the city. Persons, living at the extreme end of these lines of railroads, can reach their business locations in the city in from 10 to 30 minutes at a cost of from 5 to 10 cents. These railroads are laid to the centre of tl.e streets (single tracks,) the streets in Philadelphia averaging but about 38 feet wide, and the cars run up one street and down another. It is astonishing with what rapidity these tracks are laid. The contractors will complete a square of 400 feet in length, in 48 hours, making it ready for the cars. The cars will bold, sitting and standing, from 60 to 65 passengers, and will, at a pinch, hold 74. The revenue on one of the lines (about three miles long) averages $20 to each car per day, and the dividends on this line are 4 to 5 per cent, a quarter, with a surplus held back to increase the rolling stock. We are informed of single trips of one ot these cars yielding $7 50; the number of passengers carried on this trip — getting in and out and their places being filled by others — being about 150 at 5 cents each. On some of the lines the receipts are $400 a day. The tracKS are laid flush with the streets, and do not interfere a particle witL the carriage way — on the contrary, may be seen whole lines of ve- hicles, running in the railroad track the moment the car has passed — the width of the track corre- sponding exactly with thewidth of carriage and bug- gy wheels. This mode of travel is the safest for its speed in the world ; for, when the brakes are put down, it is impossible for the horses to run off, and the cars cannot be moved off the track. They are entirely safe in getting in oi out, as they are con- structed with but one or two steps from the ground ; and when passengers get in or out the car comes to a dead halt. The cars on the Philadelphia lines pass a given point every three minutes, so that there is little or no detention in using the cross tickets. Some lines have as many as thirty cars and two hundred horses. They run till 12 o'clock at nigh, and are on the track soon after daylight. The cars are drawn up quite steep grades with ease, and the wear on horse flesh, as compared with omnibus horses is a saving — say the proprie- tors — of 30 per cent. The cars run without any jeering motion, and it is a pleasure to ride in them. In summer time, misses and young children are among their most numerous patrons, going for " a ride," as they say. We presume that the proved excellence of these roads and the general perception of their advan- tages will cause them soon to be built in St. Louis. From what we can learn, the city will enjoy the benefit of one or more of these roads before the end of next year. — Si. Louis Republican. repairs. The Company has never paid one cent of extra interest, nor has it paid interest in any way upon borrowed money for more than two years, except $11, and the interest on the $100,000 debt. All its dealings are for cash, and the Di- rectors do not see that the Company will ever have occasion to borrow money again. Fltchburg Railroad. The earnings of this road for the year ending November 30th, were $572,967 81 The expenses were 2y4,112 00 Net earnings $278,865 81 The earnings show a diminution of $62,863 57 in comparison with the preceding year, while the expenses show a decrease of $75,038 63 ; the net earnings are $22,175 06 greater than for the year 1857. Aft«r paying the Jamiary dividend there will remain on hand in cash or its equivalent $96,- 437 78, which sum the Company have to com- mence another year with, and is that much in re- serve to meet the only debt of the corporation, which is $100,000, due in June, 1860. The Com- pany has also property which it will nevei need for railroad purposes, worth $42,722 04. It has ^^^ _ also $32,742 96 worth of fuel on hand, and $14, Xbe etfect of "tiiese" roads^on" tU^ value of pro- [134 28 in materials which are used for ordinary | a manner equally negligent, then he is not liable. Journal ot RailrcMtd Law. FKEK TICKET. — LIABILITY FOR INJURIES TO SOK- PAYI»0 PASSBNGERS. Welles vt. the New York Central Railroad Co. (Oontioaed from p. 12.) A common carrier like other bailees for hire, may clearly limit his risk by express contract. Although long doubted, this is now distinctly settled. (Dow vs. N^w Jersey Steam Navigation Company, 1 Kernan, 490. Alexander vs. Green, 7 Hill, 533. Wells & Tucker vs. the Steam Navi- gation Co., 4 Selden, 381. Parsons vs. Monteath, 13 Barb,, 360. Alexander vs. Green, 2 Hill, 20 ; 7 id. 533.) A carrier cannot contract for an ex- emption from losses arising from his own personal fraud or gross negligence. Such a contract would be contra bonos mores and void, (13 Barb., 360. Wells vs. Steam Navigation Company, 4 Selden, 381,) But in the last case Judge Gardiner says: "Although the law will not suffer a man to olaim immunity by contract against his own fraud, I know of no reason why this may not be done in reference to fraud or felony committed by those in his employment." If this be so, certainly he may contract for exemption from loss arising from the negligence of his servants and agents. This is the precise distinction that I would make, and is the precise point upon which I cannot agree with the decision at the circuit. But the judge at the circuit put the liability of the defendants on the ground that the collision which caused the injuries vna prima facie gross neglect. And he held that the defendants could not stipulate for exemption from liability for such neglect. The distinction between the several de- grees of negligence is too nice and artificial for any clear definition or practical application. As Judge Curtis remarks in 16 Howard, 477, " it may well be doubted if these terms can be usefully applied in practice." Judge Story also remarks (Story on Bailm, 11,) that a law furnishes no definition of the terms gross negligence, or ordinary negligence, which can be applied in practice ; and these dis- tinctions are utterly repudiated by the late civil law writers. But if, by gross neglect, the circuit judge means such neglect as fraud or bad faith on the part of the defendants, I can agree with him in his conclusions, that for such negligence the de- fendants^ in the same manner, and upon the same principles with other bailees, would be lial le ; but I do not think the evidence warrants such finding, as a matter of fact. A bailee, who is only liable f6r gross neglect, is responsible only as a naked depositary without reieatd, which is the first class of bailments as classified by Sir Wm. Jones, [Jones on Bailm. 36,] and the defendants liability, I think, falls within the rule applicable to this class. This class of bailees, he says, [p. 46,] " is only answer- able for a fraud, or for gross neglect, whuh is considered an ccidence of it, and not for such ordi- nary inattention as may be compatible with good faith." If this gross negligence which is evidence of fraud, can be rebutted by evidence that the de- positary keeps his own goods of the same kind in :v t«;i.!*--:«s- AMERICAN RAILROAD JOURNAL., 21 (4 Burr, R. 2,300. Ld. Raym., 635. 2 Hawks, N. Car., 146. Edw. on Bailm, 69, 70.) It is enough that the bailee keeps the property in the same manner as he does his own. (Idem, 72, 17 Mass. Rep., 479. Foster vs. Essex Bank, Id. 498-9.) It seems to me very clear, that there is nothinor in this case to warrant the finding that the defendants were guilty of such gross n^i- gence as is equivalent to fraud, or evidence of fraud, or bad faith. The plaintiff was riding in a car of a train which cairied also the servants of the defendants, whose lives were in the same jeopardy with that of the plaintiff. A collision was likely to destroy much property of the de- fendants', and cause much loss of life, besides the lives of their servants and agents, for which the Company would be liable in heavy losses. There is and can be nothing in such a case upon which to base a charge of fraud or bad faith on the part of the defendants' agents or officers. There was not such gross negligence as implies fraud or is evidence of it. The defendants' officers and agents took the same care of th« plaintiff that they did of themselves, and of the property of the defendants, and of the large number of passengers, for whose safe passage they were bound to watch and guard with the strictest de- gree of diligence and care. In such a case I can- not think the defendants liable for the injuries sustained by tha plantiff; and the judment of the Special Term ought to be reversed, and a new trial granted ; costs to abide the event, , . IKJrRIEB TO PBOPBRTT. — AVEBHENT OF NEGW- GENCB. The following opinion has been rendered in the State of Virginia, in a suit brought by the execu- tor of Robert Kent against the Virginia and Ten- nessee Railroad Company : The case came up on a demurrer to the first count of the declaration, which alleges that " on the first day of April, 1857, at the county of Wythe, the defendants, by themselves, their servants, en- gineers, conductors and drivers, and with and by a certain locomotive engine of the defendants, pro- pelled by steam, did run in and upon, and against a certain horse, the property of the plaintiff, of great value, to wit : of the value of $200 ; and did then and there wound, kill and destroy the said horse." F0LTON, J. — No negligence or want of care, on the part of the defendants, is charged, and it is insisted that such an averment is necessary. That upon proof of the allegations, the plaintii! will have made a case, prima facie, entitling them to a re- covery. It will be found, I think, upon a careful examination of all the authorities, both in England and America, that the settled doctrine of the law is, that corporations are liable for injuries done either by themselves or their servants, in the same manner and to the same extent only as natural per- sons would be under like circumstances. Actions of trespass will lie against corporations, but to sus- tain such actions for the tortious acts of their ser- vants, it is necessary to show that the act was di- rected, suffered or ratified by the corporation. When resort is had to the action of trespass on the case for injuries to the persons or property of indi- viduals, negligence, or the want of skill and care muit be shown before the plaintiff can be entitled to Noorer for the Ioh or Injury. Ai to the amount of proof necessary lo establish the defendant's lia- bility on the score of negligence, &c., that is a question for the jury in a case propeily made by the pleadinas, and in such cases negligence, the want of skill, &c., constitute in my judgment, the very gist of the action, and ought to be averred, and whatever is necessary to be averred must be proved. These are the familiar doctrines of the law. I have been unable, either upon reason or authority, to draw a distinction between natural and artificial persons in regard to the application of these doctrines. I do not consider that the act of our legislature, which provides that " io any case in which an action of trespass will lie, there may be maintained an action of trespass on the case," alters the case. The legislature, certainly, by that act, did not intend to change the form of pleading io respect to those actions, or authorize a count in case to be joined with a count in trespass. Both are actions ex delicto. Whichever form of action is adopted, the form of pleading, as recog- nised and required by the Coiumon law rule, must be observed, except so far as those rules have been modified by legislative enactment. In trespass on the case, as before stated, the gist of the action is the negligence, &c., which must be averred and proved. I must, therefore, hold the count in this case to be defective for the omission to aver negli- gence, either on the part of the defendants, or their agents or servants. These views, I think, will be sustained by con- sulting Angel and Ames on Corporations, from page 450 to 458, Wilson r. Peverly ; 1 American Leading Cases, 617 notes ; Burroughs v. The Hous- atonic Railroad Company, 1 American Railway Cases, page 30; Beers v. Same, page 114, and the notes to each of these cases, as well as others re- ported in same volume. The demurrer is therefore sustained. .."■>■ The Coast Survey. . Some attempts have recently been made to dis- credit the value of the United States Coast Survey, and to call in question the fitness, and even the honesty, of the eminent gentlemen concerned in its management. The taint of needless personalities has betrayed, and so far foiled the motives of the undertaking. But had it been the work of a gen- uine, though mistaken, public spirit, it would have resulted in good, on account of the investigation which it has promoted. The benefits of a coast survey are at once apparent. The have forced themselves upon the attention of every commercial nation in modern times. They are a part of that grand array of services which science tenders to trade, cutting off expenses, shortening time, elim- inating casualties and saving life. To improve the build and moving quality of our ships would be merely one-sided progress, so long as accurate measurements and sounding of our coast waters were neglected. This fact was early impressed upon our merchants who were the originators, and are now the most devoted advocates of the contin- uance and completion of the United States Cout Survey. The unparelleled extent of our coast line, and the annual loss, in spite of light-bouses, charts, and government aid ot all kinds, of shipwrecked property, amounting to fifteen or twenty millions of dollars, may well account for this deep interest of the luercantilo classes, which should be felt as the interest of all. The coast survey was actually begun in 1832, under the superintendence of Mr. Ilessler, who had charge of it till 1844, when he was succeeded by Professor Bache, who still holds that post. The work proceeded slowly for several years, although respectable progress was made, considering the manifold obstacles in the way. Upon the acces- sion of Mr. Bache, a new plan of operations waa tritd, whiob bat reaultad in vUibl* lueMu Just io proportion to the means supplied. In order to give some idea of the amount of work done during the last fourteen years, we would state that the re- connoisance has been extended over 40,000 square miles ; eioht primary and forty-one secondary ba«e lines have been measured ; 30,000 square miles of primary triangulation have been executed: 15,lKX) miles of shore line surveyed by the plane ubie, the positions of 5,000 jK)iiits determined j three million and five hundred soundings made; 1,400 manuscript maps executed. The records of the different kinds of observations and compuUtions fill over 3,000 volumes ! These are but a |>art of the statistics showing the amount of work done under Prof. Bache. An account of the discoveries of dangerous shoals, rocks and reefs, new chamiels and the development of the laws ot the tides and currents along our coast, would occupy much more space than we have to spare. The work goes torward alike in summer and winter, and is impar- tially distributed over the different parts of the coast. At the present time, as we learn from an authen- tic source, there are thirtj--six Coast Survey par- ties in the field and afloat. On the Atlantic Coast, eighteen ; on the Gult Coast, twelve ; and on the Pacific Coast, six. These are distributed for the winter as follows : — In the vicinity of Chesapeake Bay, (Va.,"> two ; Coast of North Carolina, three ; Coast of South Carolina and Georgia, seven ; Flo- rida peninsula reefs and keys, twelve ; Coast of Alabama, Mississippi and Louisiana, four; Coast of Texas, two ; and Coast of California, Oregon and Washington Territories, six. But it is the cost of this great undertaking which is made the pretence of attacking it. To most men this is a matter not susceptible of com- plete examination. The best we can do is to re- sort to a comparison with the cost of similar sur- veys made by other nations, and then to look at the salaries of the workmen. The total cost of the United States Coast Survey up to the present time is about $4,500,000; and it is estimated that the Survey will be completed in twelve years more. The trigonometrical survey of the British Islands was commenced in 1791, and had cost, up to 1856, $12,000,000, and it is estimated that $8,000,000 more will be required for its completion. The hy- drographic surveys of England have cost in the last twenty years $10,000,000, and are still incom- plete. The cost oi the hydrography of France — which has a coast line of only tiOO miles — has been $4,300,000. Austria has expended $500,000 an- nually for the last seventeen years in her trigono- metrical survey, and contemplates an increase of yearly expenditure. Our annual expenditure of late years has been only $300,000. It would ap- {>ear, then, that our coast survey is relatively and absolutely much chea(>er than that of the great European nations; while high foreign authorities speak of its execution as being surpassed by none in the world. This work has been carried for- ward by fewer employees than any foreign service of the kind can show. Tnirty-seven othcers and about two hundred laborers usually constitute the field forces. The former begin with $16 per month and their board ; and the average salary of the whole number is $1,400 per annum. This is cer- tainly not an extravagant sum for the supi>ort of a family, especially if we consider the hard and mi- gratory character of the services rendered. The pay of the coast survey officers, at any rate, is said to be lower than that of any other employees of the government, taken as a class. We do not say that the service may not be ca- pable of retrenchment in some particulars, though we have no facts to indicate it. But we trust it will ever be under the vigilant inspection of Con- gress. Of the general comjietency and fidelity, however, of Professor Bache and bis assistants, we entertain not the lea.st doubt. Thoir services are absolutely invaluable, and it will require many years to appreciate them as they deserve. But at the same lime we are satisfied that there is good sense and candor enough io the country to over- whelm any sinister desigus which may be aimed either at those gentlemen or their great work. — Moiton Journal, 22 AMERICAN RAlIiROAI> JOURNA^ Railway Share List, Cce A' droBCoK. * K«?nu«t>«0_^ '■■' KeuH«l>«c * P'"'^'''"*^C ■ PorU.,6»co,* PorUm'th Bo«von,Cooc.» w Jit-"" nonhire — — .-— -— -- — — Ooa(-,<>rd .— .— — - — -— Hortbem, N. H -— Cuna't*. PaH.sump».Ri'»- Butl&nd at Burluiitton- Teriiiout ttud Canada.. Vermoiu Central BoBWu and Lowell B'Mton and Maine- Boacoo and Prwideoce. B.«iou and WorccBter j M Cape Cod .— ———' Oonnecticut River BaaUjm, MaM ITitchlmru -— *■ -"- N. Bedford uud Taunton Old Cory an.l KaV. River.... Vermont and MM*..— .— - Weataru, Maas Worcealer and Nashua Prov'nce and Worceater Hartford and N. Haven.... H»rt'd,Prov.and FwhkiU. — Huuaatoiuc .-..— gaugatuch — iJ.Yorh and N. Haven N HavBi. and N. London.... N.Loudou,W. 4t Palmer. — Norwich and Worceater Albany Northern Black River an.i D^<^- Bulftklo.Com. and N. \ Buflalo andN. «. City Buffalo and St. bine-.. Canandaiioia tiod Elmim... OauaudaiKua & Niagara *'» Cayuga i Suaquehaima Hudson River Long lalaiid..— New York Central New York and Rrie New York and Harlem Northern, N. Y Oawetro and Syracuse Potudain and Watertown . Beuaeelaer & SaraU)t5a Saratotca and Whitehall .... Syracuse & Binxhiin a Troy and Boston Waturtown and Borne Be'«dere Delaware .- Os.nden and Ainboy Buinden and Atlantic &MW Jersey -- Now Jersey Cootral Morns and Basel Alleijhany Valley.. Caww.. Wil. * Kne Oumbenaiid Valley Dot Lack. & Western Brie and Nortn Baat Philail. * aunbury Little Schuylkill Nortb PoiuL ... Penuayivama — ~ PhU. and Buaduig PhiLWil-»nd Baltimore PnlU Oerni. & Norrml'a Pitttb. and ConnellaviUe PitUb'K *■ riteuiieuville StiuOdry and Krio Wiinam*porl and Uimira — Baltimore and Ohio.— . WMtuut(tuu Branch.. ..... Northern Central, Md North- Western Va... Alexandria and LyucliUuru. Boutu aide — -.." — ..... Virginia Oeutral .... — .. Vir»{iuia ana Teuueaaee. ICtcDuiuuO and Uauviiie ^joiuioud * I'eterso'jj »tiCu'd,J!roU.« •';l->^'c- — u«ierai>u - aa^ Boaaoka .. k^tlh Carolina - Wuiu'toti ^ .Uauohcatur..-. a,lbH{h auJ Waaum OL»rlotl« a->d *. Carol. ,jj,^vii •JtOotatnbU h jrtM-JM*^^" .^^•——— »,.uin <•««'!=-'-».? AVJUit* anu IM iimtge ^•OCB an«i W«atefii._ .3 a. 2,494.900 467 U0» 1,107,526 1,396,400 1,600,000 3,068,400 l,000,'^00 2.233,376 1,350.000 5,000,000 1,830,000 4.076,974 3, 160,000 J 4,600,000 881,690 1,591,110 2,683,400 3,640,000 600,000 8,016,100 2,232,64] 6,160,000 1,141,000 1.610 oau 2,86«,'00 1,936,246 2,000,000' 1,031,800 2,9S0,81S 73H,26(» 610,700 3,122,300 439.006 643.:330 1,487,874 798,439 l,300,00t 434,111 1,315,000 687,000 8,768,466 3,000,000 8,482.000 l,83^,30'^ 1,763,738 1,104,686 899 813 8,242 406,28rt 800.000 4,168,765 6,'i7X29fi 438,920 5&f:ii4,182,40o 464 lite 118 35 29 26 4H 80 27 9: 64 94 6u 30 63 63 44 63 62 170 20 33 28 66 V6t 96 98 38 60 ix ion 7S J8-. 41 84 166 >t: I2b l75 J»^ 14U £1 130 63 £M 171 97 lUV 166 10^ »7 Hi 191 lOi 339,7 ;0 699,974 291,007 275,772 2,441,b73 100,000 none 260,100 1,019,148 6,839,0SO 206,666 3ii0,000 944.000 2H2 632 4-2Ll,f84,008 1,380,69a 8,40 2,05'' 2,412,251 4,229,-^81 3,634,468 4,84^779 1.031,626 1,801,244 6,082.607 3,872,821 641580 3,362,949 3,241.975 10,495,906 1,361.271 1,781,04*1 3 329,60J 4,205,HPB 2,43S, 47 1,580.723 5,269,232 1,460,318 1,603,230 ■j,598,67l 1,840.695 974,32;i 2,819,096 3,401,868 2,494,364 1,275,796 3,496,832 1,187,562 12,737,89s 2,665,986 z 515,752 159,^18 211,255 263717 32-«,767 355 620 317,05^ 3rt5,8-0 177.588 313,'. 1 Le..sdt(> 705,S3-< 435,863 770, «02 684,176 1,019.149 122,960 267.710 616,156 068,974 168,925 683,367| 305,140 1E0221 83,168 "m'ioo 174,026 113.077 126,064 166,996 73,401 41688 Vt Cent lvi7,399 171,:iSS SOS.SO? 245,1*1 38*,613 30,899 66,096 2T2,47'J 250.8S3 27;827 340,133 2,117,98; 216,88'* 344,773 769 066 27 ?,4iS 318,475 23-.416 1,157,065 88,007 120,571 26.'>,417 117,716 In i>ri>nT. 172,476 288..192 679,750 174,089 136,433 l,90A828 32.). 1 11,000,001) 8,717,100 1,633,022 30^,130 467,200 610,000 600,000 768,369 437,830 1,500,000 1,000,000 3,000,000 3,480,000 3,488,000' 2,ooo,otx) 1 167,806 1,6h7,900 1,700,000 1,018 bO J 3,29^772 600,000 600,000 2,606,100 3,061806 13,:^06 620 U,a7o.641 6,000,000 899,360 l,74d,0o^ l,2:il,27: 3,67 6,030 1,000 000 i3,118,U0:< 1,660,000 ■.i,260,OOo 4d6,doa 1,4 ^.oou 1,371,800 d,122,!>68 ^,6J3,200 834 ouv 1,000000 70U,00o 4,000,00u l,i;a,iiao V7o,300 1,201.000 1.293,464 886,060 4,179,a>o 1,000,000 4,1*0,000 3,726,910 1,4^,660 i,iu.»a4 14,40. ',635 30.73 .',&l^ 6,o2i4I3 •.!8,0**1,46'« 4,822, 49S 4,406,874 213,025 294,189 140.000 396,600 1,678,804 737,079 700,979 1,619,000 11,407,200 1,560,854 788,844 3,59-^8^ 340,001' 609,046 1,940,000 213,60y 6,1 94,-^61 180,000 1,200,000 646,2J-i 2,820,166 15,690,624 9,4-,^, 600 2,673,440 376,800 1,613,40,1 280,000 878,293 l,9iW,000 10,tf86,8(M 26,000 5,4->l,3.b 0,719,229 1,006,484 2 1J»,2r4 l,83J,i7o 3,2Jl,f66 :U0,866 7u 1,7 08, 169 1,009,110 4,230,000 2,37 b, loe 1,240,;<41 l,7la,04o l,i»9a,080 1,90;, <78 7,688,037 1,171,70; 4,174,491 3,760,000 1,600,000 •N 74-2. 60' 1,040,391 6-20,I5:i 149,:J73 In progr, 241,149 71,909 159,4m 156,363 440,290 243,393 1,640,78" 117,S8tf 911.617 68-i,»40 237,766 86,000 219,253 166,463 816,768 ft 2. -267 8^9,7«;i 82,7-20 156.044 340,8.i5 112,i2.i l'i9,344 114,237 254 569 30,318 61,644 44.647 9,904 "66^333 31,896 356,763 69,506 6 none none 6 6 4 none none none «4X 16 5 60 45 80 6 96 >4 6 18 6 9SX 6 91 ... 49 ¥ 3 65 »»* 45 6 94 6 6 none 8 4 7 10 nonei none 3 none none none none 10 95 12M 304 47 84 ;» 1-2 40 48,649 688, -(SO 66,186 3,041,1-20, I 464.0321 '101)6 none none none 8 324,891 135,754 78,754 81)536 363,301 248,784 4,850,670 .i,066.6-2:^ 1,143,8,t3 206,981 4 -,687 InpruKt, 106. 860 274,664 0,868,480 369,^29 7al,688 284,004 276,7U1 376,297 68 ,83^ 4n8 1»1 4-l,tflS 166,W>a 232,172 263,874 tieveuU> 4626;* 206,917 240,7-22 214,866 99,404 I,449,8u3 317,770 1,036,672 1,1^640 293,261 8-J,600 21,089 22,603 65,184 162,03' 114.6j;^ 694,114 46,642 634,961 367,193 101,642 46 000 62 460 77 02 41 ,139, 63,336 255,930 136,697 1,854,927 1,683.776 378,876 113.443 4,318 142,6J6 40,600 167,468 l,3i6,2»7 124,981 283,284 000 OUO 138,8 <;: 183,346 296,7:6 -.^21,2 to 266. 36 86,180 120,212 123,661 o|ieiied. -i 40,938 108,641 121,665 ^06,774 38,272 740,i3d 191,89.^ 326,171 682,310 lump U»4U none none 8 none 7 none none 3>i none 12 none 10 6 10 33 li ll>i 84 1611 12 X 1 63 none QODe 6 7 4 .KMHr 2>i 6 9 8 7X 10 8 1" 129* 60 8>t 85 ilk 52 36>i 00 NAMfl COMPANY. Brunswick and Florida, Oa. Snutl. *■. -Stern ....._ Tennesspp and Alahama... Tennexseeaud Mis-Hiys...... Memphis and Cliarlest'n Mobile and Ohio........... Miss. Central.............. Southe'n (Mi"'.) . ... M.O., Opelousaa 4^ O.W NO. Jack-'on A O.N Vicksb. , Shrevep.* Tex. . o ja c a ■s. al O 143 80 04 287 306 89 82 80 206 21 Bast Tenneasee and (ia..... Ill East Tennos8t?e and \\. Nash, and Chalt.inooifa... OoTinitton & Lezintrtoo..., Lexington and Frankfort bezintrtoo and Danv.>1le.... Louisville aiu! Frankfurt Atlantic & Gt. Western Uellefontaine and Ind....... Clev., Col, and Cincin Cteveland anil Toledo Clev. and Mnhnning . — ... Clev. and Pittsburg Clev., P. 4t Afchfahula Oin., Hamilt'n 4c Dayton Gin., Wilm. Sc 2Jjine8v'e. Columbus and XenU Dayton, Xen., A. Belpre Dayton and Sfichitran Dayton and Western .. Katon and Hamilton . Little Miami . .<*aadu«ky, Dayton A:Ciocin. Central Ohio P'ttsb.. Ft. Wayne ACbicaKu PittsbV, Maysv'e 4c Gin Sand'y, Mansf dc New'k .Scioto & nockinii Valliiy Sprinirt.Mt Vernon 4c P ToL,Wal>a8h 4c St. Louis CIn., Log , ami Cbica;^o.... Bvansv'e « Cra wfordsv. ... Ind. and Cincinnati........ Indiana Central .... . ... Ind., Clev. 4c Pittsburg... JefTersonville.... Madison and Indianapolis. New Albany and Salem... Peru and Iiidiana|>uli8 Terre Haute and Ind Chicago and Rock IsPd... Chicago, BurL and Quincy Chic , St. Paul 4c rd du Lac. Galena and Chicaga... . mini lis Gontril ... Peoria an88 834.604 378,428 150,789 127,460 104.092 39,062 219,26' 220,006 46,7ly 109,069 a,8.'<6.435 -20,31-,xo-2 2S,437,669;i 293,966 1,560,889 1.780,206 8,011,160 838,000 6,057,840 8.876,400 1,000,000 3 440 673 384,861 1,101,200 7.6 i3 974 1.686,405 1.664,773 2 612,1001 3,319,83S 1,817,358 2,200,000^ 6, 400,000' In progr. 8,-292,403 4,870,5861 Recently ^,925 9-27 8,7-26,7641 823.767 1,128,964 1,966,969: R.cently 8,366,63» 12,847,238 2 248,758 10,469.68 19,336,0841 -2,309,487 T80.000 1,780,000,' 4,610.683 8,051.266' 132,000 514,238 919,767 8,31'',734 15,980 708 498,479{ 2,681.086 6,868,000 i',533,229 3,600,000| 4 346,-2-2w 8,307.720,10,486,894 647,4191 5.042.660 882,818 In progr, 60,066 407.197 192 469 In progr. 160. '>64 66^,347 K»'cenily 8,743,9001 I 6,664,862jl,306,819l 120,836 81i,740 413,700 none 309,518 581,464 260.763 30,288 181,688 6S263 60,008 290,123 164*697 577,787 15 10' lo' none 164,470 opened. 124,140 246,6-22 204,685 86,248, 94.318' 118,6-28 1 371,402 90,000 206,079 860,039 8L ,767 i.Yob'ois 666,973 opened. 247,767 opened. 764 9'<6 544,311 none none none none none none 10 372,801 203,254 118,467 313,207 opened. 846,183 13 nai 9X il" 81 60 64 7U< 67 ir 61 SOX 10 13 i\ U. 8. OOVERNMSNT SKOURITUa '-: ■ ;''*-' OFF D. A8KBD Per ct. Per ct Loan,6peret_.~.~1863..ir3X 1"6 Loan, 8 per ct.... Do. 6 do. 1867 ..113 113)^ Da 6 do. . — Do. 8 do. ..^ 1868..111 112 Do. 6 da ~^ STATB SSCURITIB8. OFF'B. Perot. .1868..1]1 .1866.. 102 .I874..104^ Maine, 6 per Ct. I880_J01X 103 Ma88achu8etta,6p«rcL1869..1O0 I00)i New York, 6|«rct.l860-62..]02 104 Do. 6 do, 1864.66..1(8 111 Da ( do. 186»-67..110 113 Do. 6 da 1872-75.. 118 116 Do. 6.x .10 1860 61. .102 103 Do. b>i i9. ..1866 ..103 106 Do. 6 do 1868-60.. lOli^ 102 Do. 6 da 1866-74..103 104 Do AH dal8686»-64. 02 100 Alabama, 6 da coup. 86 00 California, i dacoup..l877. 02 921^ lioorgia. 6 da da..l872.102 103 Florida lilt Imp. 7 p. ct. 1891 86 Illinois lutXcp. 6 perct.1847.102X lOlAT Indiana 6 da _ 92 »2)i D' 3Hd» « M leva^ laai, immuf, Ji>l)r«..lOO HO Indiana, Can. Loan 6 perct._ Do. do. pret 6 do. .. Kentucky ,6 perctxp.1860 73, Louisiana, 6 do. cp. lony... Maryland, 6 do cp.1870-90. Do. 6 da Missoari, 6 do. N.Carolina,6do. Ohio, Da Da Do. Do. Pennm., Do. Teoneaa. Da ▼irgiDla, cp. - cpL^1873 ef 1873, 6 da *8aia Little Miami ~. ........ ........ Michigan Central .... _. . Do. Milwaukee and Mississippi Do. do. Da do. Kew Albany and Salem .. .... .... .... Do. do. . Northern Cross. . .... . „„ ^™ Ohio and Indiana ..-.-....I"I Ohio and Pennsylvania... .......,™I Do. do ~" Pennsylvania (Central) .. .... ._. ._3. Racine and Mississippi....... „„„_. gcioto and Hockin? Valley........!.^ gteubonville and Indiiuia.. .....,.„_. farre Haute and Indianapolis........ nerre Haate and Alton .. .... "" 1^ Description ofBonda. $838,000 600.000 (JOO.OOO 200,0(W 200.000 1,260,000 800,000 600,000 465,000 2,600.000 1,300.000 567,000 800.000 1,200,000 625,000 800,000 1,200,000 400,000 1,000,000 1,600.000 1,600 000 1,260.000 2,000,000 2,000,000 1,000,000 400.000 soo.oofi 800.000 460,000 600,000 950,000 8,400 000 1,600,000 1,000 000 600.000 600,000 660,000 1,250,000 600,000 2,326,000 1,200,000 1.000,000 1,750,000 2,000,000 6,000,000 680,000 800,000 1,600,000 600,000 1,000.000 Ist mortgajfe, convertible.... Do. inconvertible .. Do. convert 'ble.... Real estate, convt-rtible...... Income, jfuar CL CoL & Cin.. 1st raort. conv. east. sec. .... 2d Jo. inconvertible . 1st mortgajfe inconvertible... ■^. o. da Do. da Income, convertible 1st mortgage, couv. till 1860.. Do. conv., sink'gf'd Do. Ist nee. conv .. Do. convertible ..— Do. da Do. da iBterest pty^ able. <> s O 1st Jaalst July April, O(;tot>er. Jan'y, July ... J-'n'y, July ... *eb'y, August. Divers ....... March, Sept" ao.Jan. 20.Ja|y May, Novemb Jan'y, July May, Novemb. ^eb'y, August, feb'y, Auguat. March, Sept.. •'^b'y, Auguat. April, October. April October. April, October. March, 8ept.. April, Octol^r. March, Sept.. i'D'y.Juiy feb'y, August. ^^y, Novtmb. April October. lO April, lO.Oc. April, October. May, Novemb. •lan'y, July... March, Sept... May, Novemb ^eb'y, August. 2. May, 2. Nov. April, October March, Sepl,_ Jan'y, July April, October, June, Decemb. April, October. May, Novemb. Jan'y, July... Feb'y, August. Jan'y, July ... April, October. Jan'y, July... Feb'y, August May, Novemb. Jan'y, July ._ March, Sept.. Feb'y, August i 1 o •* •I u •I •1 «-'X 60 82 72)< 94 66 62 77 62H' 40 j 86X 77 i I 98^1 904! 1872 1866 1866 1858 1860 1661-M 1866 1867 1880 1868 1862 1861 1860 1878 1863 1862-72 1862-72 1867 1883 1876 1881 1873 !l863 1876 ;i868 11883 |1873 |1866 !l860-«l |1866 " !l874 '« 11866 " 1883 Bost i860 1869 1862 1863 1877 » |lS68-82 " 11864-76 " 1873 <• Il867 " 1865-66 " 1872 Phila. 1880 N.Y. 1876 " 1861 " 1865 " 11866 I • '1862^721 66 86 »« 86 70 65 88 76 96 7i> 66 82 H 60 60 65 41 H 87 78 72X 99 ST^\ 9i It It N.Y. 66 76 76 73 81X 98 92 70 70 76 lOU 86 82 K 82;i 85 76 t9 94 80 77X 78 96" 75 85 75 eo 102 76 70 NAMB8 or COMPANIB8. ( 7^ fMauring quotationt intiutU tha aeaited int^rett.) Baltimore and Ohio . . Chicago and Rock IslantL .... .... Erie Railroad . Do. _ Do. « Do Da Do. ~ Do. Hudson BiTor... . .... Do! ~~I!~I~~I"I Illinois Central . . . Da (Free Land) . Michigan Southern _.. New York and Harletn ...... New York and New Haven .„ New Haven and Hartford........ Northern Indiana ............... Do. Ooeben Branch . New York OentraL Da do. ...... . Panama, 1st issue ... .... .... . Do. 2d do. ... . . Reading — . Do Description of Bonda, 1,128,600 2,000.000 3,000,000 4,000,000 6.000,000 6,000,000 4,000,000 4,361,000 3,500,000 4,000,000 2,000,000 3,000,000 17,000,000 3,000,000 1,000,000 1,800,000 780,000 1,000,000 1,000,000 1,500,000 8,287,000 3,000,000 900,000 1,478,000 1,673,000 1,800,000 I 3,469,000 Mortgage... .... .... .... .... 1st mortgage, conv. till 1868 . 1st mortifage ......».._. 2d mortgage convertible .... 3d mortim^ 4'h mortgage not convertible Not conv Sink Fund. $420 OOC- Convertible Inscription.. .... Oonveriible..... — ...... .... 1st mortgage, Inscription .... 2d da do 3d do. converti^te Mortgaga inconvertible M'ge 348,000 acrs-pri v. 7 shar's 1st mortgage, inconvertible Do. da No mortgage, do. 1st mortgage, do. Do. do. _ Do. do. No mortgage, do. No m'geconv.from June 67-69 Convertible till 1856 Do. till 1858 Mortgage, inconvertible .... Do. convertible ...... Da inconvertible .... Interest pay- able. Jan'y, July 10.Jan. 10.July .May. Novemb. March, Sept.. March, Sept.. Ai>ril, O'jtiiher Feb'y, August. Feb'y, August. Jan'y, July ... Feb'y, August. 16.June,16.Dec May, Novomb. Apr. Octol)er March, Sept_ May, Novemt May, Novemb. June, Decemb. Jan'y, July... Feb'y, August. Feb'y, August. May, Novemb 16.June,15.Dec Jan'y, July.. Jan'y, July... Jan'y, July.. ,Tan'y, July.. April. October 2i •6 ^1 S lOfl 1 Rait 1876 88J« N.Y. 1870 96 44 1867 95 U 1869 88 U 1883 76 >< i( 1880 62 M 1876 41)4 U 187/ 41 ti 1862 41 u 1869-70 10334 u 1860 94 >, u 1870 76^ u 1876 87* )1 1860 »7\ i( I860 85 >s u 1861-72 88 er ctcoup. .. X Chicago, 6 psrct coup.. 1873-'77 X Do. 7peietcoup 1880 X Detroit,7per ct^p WW.1673-'78 X Dubuque, 8 per ct cp;^^^Long X 4«rseyClt«',6p.ctcp.WW.1877 X IS8 X KaspUi, e p«c ot coap.~l8aa 1 Int'st payable OfI'd Askd J May, i August, and \. November. . Feb'y, August- Jan'y, July ... Quarterly April October Jan'y, July... Do do ... Divers .. .. Jan'y, July... •lan'y, July... Feb'y, August March, Sept.. Jan'y, J sly ... Divan ^ Jan>7 ^tdr.M 97 93 lOSiT 90 H5 65 87 101 10U 100 80 98 100 w" 70 M 99 96 103X 94 ItSJt 70 wn lou 102 101 92 S 87 H 99 >t 102 100 H'h M CITY SBCURITIRS Int'st payablaiOfl'd,Askd Milwaukee, 7 perct coup X New Orleans, 6 per ct cp. R.R. X N.OrleanB, 6 per ct. cp. municip. X Philadetphia 6 per ct...l876-'98 Pittsburgh, 6 per ctcoup. X Cjuincy, 8 per ct coup 1868 X Racine, 7 per ct coup 1873 X Rochester, 6 per cent coup X StLouia, 6 per ct coup.-.Long X Do. do. Municipal .. X Sacramento, 10 p.ct. cp. 1862-'74 X S.Fr'cisco,7p.a.cp.l865j>ay.N.Y. X Do. 10 p. ct cp. 1871 X Dc 10 do. pay. N.Y... X Do. 8 per ctpay.N.Y.1876 X Wbe«hng, 6 per ct coup. . X Da 6 p,«t rp. Man..l874 X Divers ....... Do _ .lan'y, July . .Jan'y, Jul>... Divers .. .. •lan'y, July 10. Feb'y, Aug Divers ....... De. D« Do May, Novemb. Do. do. . Jan'y.July Do. da^ Di-era _^ M»rob. Sept.. April, OotobffT 60 72 85 102 K 52 62Ji 90" BbH i'H 37 60 87 66* 70 77^ 90 102 H 55 65 80 87 90 46 70 90 60" 60 Extract from De Coppet &. Co.'s Money Clr- cnlar for the European Steamer of arjr 5tli< [translated.] New York. Monday. Jan. 3d, 1859. The aspect of our Slock market has not inate- rially changed since the iJlst nil., date of our last advices. The ductuatiuns in prices from day to day have been unimportant, but on the whole quotations are sliuhtly hi^jher both fur State Slocks and Railroad Securities. State SUicks — Missouri 6s have advanced ^; Tennessee 6s, 5^; Virginia 6s, IV^, and North (Jnrolina Os, 2 \>er ct. ; California Ts have risen ^a, being now quoted ex.. 1 year's interest. The new Government Loan is steady at 104>2- City and County Bonds have been in moderate demand. We note sales of Brooklyn 6s, St. Louis Municipal 6s, Memphis guaranteed 6s, Louisville Railroad 6s and Detroit Ts at hardening prices. A few Muskingum Coun- ty (Ohio) 7s have been sold at t8, and some Fay- ette County (Ky.) 58 within our quotations. Railroad Bond^ are inactive, but prices, with few exceptions, have improved. Illinois Central Construction 7s have risen \^'^; Erie. Second Mortgage, 2; Erie Convertible 2a3 ; Michigan Southern, First Mortgage, 1 ; Michigan Central 8s, IJ^; Harlem, First Mortgage, 1^^ ; Chicago and Rock Inland 7s, 1 ; Hudson River, First Mortgage, 1 ; and Lake Erie, Wabash and West- ern, Fii-st Mortgage, 1}^ per cent. ; Erie Third Mortgage have declined i:^ ; Erie, Fourth Mort- gage, /£ ; ^'I'i Galena and Chicago, First and Se- cond Mortgages, ^^ per cent. Sales of Milwaukee and Mississippi, First Mortgage on Third Section, at 73 and interest ; and of Cleveland and Toledo, First Mortgage, at 78 and interest. Railroad Shares — Prices, for the greater part, are somewhat higher. New York Central have advanced f ; Michigan Central, 1^^ . Reading, l^^, «nd Pana- ma, 3 per cent. There have been sales ot Harlem Preferred Slock as high as 36^, which is a material advance. Erie shares have declined ^, and Chicago and Rock Lsland |. Money — Rates of interest are firmer. Loans on call, Sj-^a 5 ; endorsed paper, i^iOt per cent. Exchange on Europe — The demand haa not been active, and the market has been weak. The bulk of business on London has been done at 109|al0@|, and on Paris at 5.161^06.15. Railroad Eau'ialncs. The receipts of the Grand Trunk Railway of Canada for the week ending December 18ih, were..# $46,070 51 Weekending December 19, 1867 53,131 88 Decrease $8,061 36 Total traffic from July 1st |1,112,228 63 Same period last year 1,202,361 44 Decrease.... ............. $90,132 81 The earnings of the New Albany and Salem Railroad for November were $61,889 32 Expenses 39,865 41 $12,023 91 The receipts of the New York and New Haven Railroad for December were as follows : Passenger receipts $73,005 16 Freight do. y. 13,000 00 Total.!.. .... ...^ *,..... $86,006 16 Less due other roads 1^,764 96 Balance $66,250 22 Receipts for December, 1857 63,504 54 Increase $12,746 68 United State* Mint. The statement of the U. S. Mint for the month of December shows a gold coinage of $831,390, nearly all of which was in double eagles. The silver coinage lor the same time covered 2,962,000 pi«Ge«, of the valtM of $545,600. Of c«di« ther* 24 ^iMU AMERICAN RAILROAD JOURNAL. tfeai were 2,200,000 coined. The aggregate coinage is $1,934,336 pieces of the value of $1,308,890. American Railroad Journal. S*tiurday, January 8, 1839. Tbe Srie Canal and Competing Railroad. A Convention of forwarders and others on the Erie and other Canals of the State, of parties in interest with them, met in Convention at Syracuse on the 8th ult. The object of the Convention is fully set forth in the resolutions adopted^ and which we subjoin : ,' .; .. 1. Resolved, That this Convention recommend to the Legislature, during its approaching session, to enact a law submitting to the people the ques- tion of authorizing a loan to provide for the full payment of the Canal Debt existing on the Ist day of January, 1869. 2. Resolvea, That the further work of the com- pletion of the enlargement should be provided for by a law to be passed at the earliest possible day in the session, raising moneys by direct tax to be applied to the completion of the remaining work of the enlargement of the Erie, Oswego, and Cayu- ga and Seneca Canals, Black River and Genessee Canals, and the docks on ihe Champlain Canal, in accordance with existing plans and contracts, and giving to the other canals such appropriations as their necessities require. The sums thus raised by tax to be expended in such a manner as to se- cure the greatest depth of water in the canals on the opening of navigation, next spring. The dredging ot the old line of canal through the Cay- uga Marshes is an essential part of this plan of ex- penditure. 3. Resolved, That in justice to the creditors of the state an interest bill should be enacted, allow- ing interest on all commissioners' drafts issued for work done after the suspension of navigation in 1858. 4. Resolved, That a due regard for the rights of the citizens of this state transporting freight upon the railroads created by the state, requires the passage of a law providing for the publication of the rales of freights on railroads at stated periods; for the equalization of way with through freights at a pro rata established by law, with stringent penalties for violation ; and a provision forbidding tbe increase of winter tarifis to a rate exceeding twenty per cent, above the lowest rates charged during tbe season of canal navi^tmon. 5. Resolved, That the remedy for the existing financial embarrassments of tbe state, and the slow progress of our public works, will be found in the repeal of the law of 1851, releasing tolls on rail- roads ; and such legislation as will subject the railway corporations lor whose advantage it was passed, to the conditions upon which they were permitted to carry freight by the law of 1847. 6. Resolved, That it is the duty of the General Government to protect the commerce of the waters over which its jurisdiction extends, and that we therefore cordially approve the principles em- bodied in the memorial now pending before tbe Canal Board, aski ig for an appropriation by Con- gress for the improvement of the Lake harbors of Buffalo and Oswego, and for the reimbursement of the money expended by the state on the harbor works of those ports. 7. Resolved, That a large portion of the people of tbe sute of New York, believing that the tolls upon lailroads competing with the Erie Canal in transporting freight, (as those tolls existed prior to the year 1£^1) should be considered as an import- ant portion of the resources of the state in which re- liaLce should be placed for the preservation of tbe security solemnly pledged by the Constitution of 1846, for the preservation of the public laith in the payment of the State Debt, incurred for the enlargement of the Erie and Oswego Canals, and the improvement or completion of certain lateral canals — the said tolls on railroads being only need- td until tht /u^nunt qf tht Conitttutwnal obli- gation for paymg of the Public Debt — as the Erie Canal, when fully enlarged and paid for, will so cheapen transportation as to bid defiance to all competition in the immense inland commerce be- tween the Atlantic Ocean and the Western States. When men are bent on a foolish errand, we must not expect anything but only foolish conduct. What do the people want 1 Why, to tax com- merce in which millions are interested, for the benefit of the few who are always, as in the pre- sent case, seeking to create a monopoly, and to embarass the free movement of merchandise for their own benefit. Suppose the tolls on railroads be reimposed, and that thereby the cost of trans- portation on the canals be increased, into whose pockets goes such increase 1 Whj-, to the pockets of the canal forwarders, who wish to levy a toll upon merchandise in addition to that imposed by the state, and also in addition to the cost of trans- portation. It strikes us that the most conspicuous feature about the proceedings of the Convention, is the impudence displayed in a small body of men to insist in taxing the whole commerce of the country for their advantage. If transportation on the canal does not pay, let those engaged in it quit it. The idea of making up their losses by taxing railroads is utterly preposterous, and it will soon not have an advocate outside the canal men. Miaatsslppl and Tennessee Railroad. We have received the report of this Company for the year ending October 1, 1858, from which we learn that the receipts have been — From passengers $56,857 34 " freight 101,685 82 " mails,..; 2,458 33 And the expenses were : For conducting transporta- tion $23,346 12 For maintenance of way .. 21,892 85 For motive power 12,154 12 For maintenance of cars . . 3,770 57 $161,001 49 61,163 16 Leaving as net earnings $99,838 33 — being 62 per ct. of the gross receipts, and nearly 9 per cent, on the cost and outfit ot the road. If to the operative expenses we add the salaries of the officers, which in a road under construction is not properly chargeable thereto, together with office expenses, and the interest on the funded and floating debt for the year, amounting in the aggregate to $93,297 98, we have as net earnings $67,703 51, sufficient to pay to each stockholder a dividend of 9 per cent. The receipts of the road will, of course, be greatly augmented when the southern connection is made at Grenada. At the date of the preTious report of this com- pany, there were in operation 59 miles of road from Memphis to Panola, and contracts for the graduation of 12 additional miles to Yockana were being let ; but owing to the financial pressure, these contracts were recalled, and further opera- tions in the construction department suspended until July last. Since then the work has been prosecuted with Tigor, and it is hoped that by March next these 12 miles will be ready for the iron. The floating debt of the company at the com- mencement of the fiscal year wls $227,494 37 ; this was subsequently increased to $271,176 96, by MliouilM for work that wa« nnflnialied at tht date of the report. This debt has since been re- duced to $161,991 42, toward the still further liqui- dation of which, the company have $62,048 86 of reliable bills receivable falling due, and $89,227 of uncollected stock subscriptions, a considerable portion of which is available. It is proposed to defer the further prosecution of the work on the additional 28 miles to Grenada, until the debt of the company is htill further re- duced. The estimated cost of the unfinished 12 miles to Yockana is $230,000 00 Less amount already esti- mated and settled $34,862 18 - --- Less iron on hand and settled 35,000 00 Less one-fourth paid con- tractors in stock 30,000 00 99,362 18 / $130,637 82 Thence to Grenada, 28 miles 573,800 00 Add for additional equipment when the road is finished 110,000 00 Add present floating indebtedness . . . 161,991 42 $976,429 24 To meet which the company has : First mortgage bonds undisposed of. . $429,000 00 Bills receivable 62,048 36 Estimated available portion of uncol- lected stock subscriptions of $89,227 50,000 00 Mississippi loan, uncollected 18,150 00 Estimated net receipts for year 1858 '9 80,000 00 Do. from road, year 1859-60 100,000 00 ■ ■ '■ '■ ' " $739,198 36 — a deficit of assets, compared with the estimated expenditure, of $237,280 80 ; to which should be added $200,000 of the above bonds deposited as collateral with the State. To supply this deficien- cy, it is proposed to issue $600,000 of income bonds, maturing in 10 years, with 7 per cent, in- terest, payable in Memphis, semi-annually, secured by a mortgage of the incou>e of the road. It is thought that the earnings of the road will suffice to pay the interest on this debt, and still leave a handsome dividend for the stockholders. The equipment of the road consists of 5 engines, 3 passenger, 2 baggage, 1 express, and 126 freight and construction cars. GENERAL STATEMENT. Capital stock paid viz., in Memphis bonds $250,000 00 Cash 417,476 76 Work and materials 79,679 38 Bills receivable 10,884 24 ■■:'" 1 $757,540 88 Bills payable 140,013 81 Tennessee bonds, due in 1886 98,000 00 First mortgage bonds, due in 1876 . .. 171,000 00 Mississippi State loan 202,799 07 Earnings of the road 286,863 96 Ledger balances 30,609 18 r.-'l' $1,686,826 40 Construction....;!.; ...J ..i.i. .. .$1,038,499 14 Equipment 186,798 63 Maintenance of road and equipment 171,563 79 Cash 4,621 16 Bills receivable 62,048 86 Discount and interest account 216,709 85 General and contingent expenses . . . 49,063 91 Ledger balances 8,631 51 $1,686,826 40 Tbe officers of the company are : Fr$s%d$nt, F. M. Whits, Memphla, X«m< AMERICAN RAILROAD JOURNAL. 25 Directors.— J. C. N. Robertson, A. N. McKay, Desoto Co., Miss. ; Edward F. McGehee, N. R. Sledge, Wm. B. Dickins, Panola Co., Miss.; Nath- aniel Howard, Grenada, Miss.; Robt. 8. Rayburn, Yallabnsha Co., Miss.; James Elder, Barnett Gra- ham, Samuel Mosby, Memphis, Tenn. C. F. Vakce, Secretary and Treasurer. N. Merriwether, Chief Engineer. . M.W.N EWELL, Superintendent. . , *._^-/ *. . ^ SUdUg^an Central Railroad. From the circular of this Company, just issued, we gather the following items : . u- . Receipts for six months ending Nov. 30th $1,114,620 01 Operating expenses 671,790 34 Balance $642,829 67 Interest $388,965 92 ....... Sinking Fund , . 60,000 00 Debt of Boatom. From the report of the committee on the reduc- tion of the city debt, it appears that the financial condition of the city on the 24th ult., was as fol- lows : — The whole amount of the consolidated funded debt on the first of May, 1858, was as follows : City debt $3,376,238 66 Water debt 6,724,961 11 44^,965 92 Net earnings for six months $98,863 75 Add balance to credit of income ac- count June 1, 1858 87,418 97 Total $186,282 72 The net earnings for the six months are some- thing less than two per cent. The following is an estimate of what will be the finoncial position of the Company on the 1st July, 1859: iB-:^\^: -'■■'■•■■ Actual Liabilities to July 1st, 1859, inclusive : Bonds maturing $301,150 00 Coupons maturing 367,058 00 Joliet rent maturing 22,260 00 Total liabilities $680,458 00 Resources to July 1st, 1859, in- clusive: ;-: , ; , l.... Cash on hand and loaned ''-\ on call $163,226 03 Bills receivable maturing 33,500 00 '' Estimated net receipts from road 420,000 00 ' : Total $8,101,199 77 Added to city debt since May 1, and on which nothing is yet due or paid 832,360 00 Added to water debt for new main from Brook- line to the city $400,000 00 Paid on water account . . 170,500 00 Debt of tbe Cltjr of New^ Tork. The debt of the City of New York on the 1st January, 1859, is stated in the Mayor's Annua\ Message and the Common Council to be as fol- lows : Permanent city debt redeem- • '- able from sinking funds. $14,400,898 Less sinking fund 4,437,218 $9 %3,679 Funded debt redeemable from taxa- tion 1,224,000 Bonds of County of New York 10,000 Revenue Bonds 4,.S68,750 Central Park assessment bonds 1 ,600,000 Assessment bonds 1,095,700 $329,500 00 Total city debt , $4,208,588 Water debt 4,954,461 66 11 Total runded debt $9,163,049 77 Means of Faying the Debt. Cash on 1st of May $577,028 25 Cash received since that date from bonds and mortgages 199,278 50 Cash from sales of lands and other city property 34,521 30 Cash from tax of 1858 105,000 00 Less amount paid on water debt $915,828 05 . 170,500 00 , .$745,328 05 Bonds, notes and mortgages ......... 503,797 57 $1,249,115 62 Net city debt this year $7,913,924 16 Do. lastyear 7,178,488 09 ToUl debt 1st Jan. 1859 $18,362,129 The permanent city debt redeemable from the sinking fund, as above stated, is made up of the following several amounts : 5 per ct. Water Stock, 1868 ..... . . . . . $100,330 Sperct. " 1860 2,.'J00,000 5perct. " 1870 3,000,000 Sperct. " 1875 255,600 5perct. " 1880 2,147,600 5 and 6 per ct." 1790 1,000,000 5 per ct. Fire Indemnity Stock, 1768.. 402,768 5 per ct. Building Loan Stock, No. 3, 1870 76,000 5 per ct. " " No. 4, 1873 116,000- 5 per ct. Water Loan Stock, (New Re- servoir) 1875 29,100 6perct. " « " 1875 1,000,000 5 p. ct. Central Park Fund Stock, 1898 400,200 6perct. " " (Arsenal) 1898 275,000 6perct. " " 1887 2,382,900 6 per ct. C. P. Impr. Fund Stock, 1887 650,000 Increase .-, Total receipts • • •«»'«.*• •-• * . ■ 616,726 03 Excess of liabilities over receipts.. $63,731 97 To meet this deficiency, the Company ,_ has sinking fund bonds of 1882 (in- cluded in the mortgage) $78,000 00 Other available assets estimated at cash value .200,000 00 ToUl $278,000 00 Deficiency, as above, deducted 63,731 97 Leaving a balance, in value of. . .$214,268 03 From this it appears that after all liabilities to July 1st, 1859, inclusive, shall have been paid, there will remain of assets an amount equal in value to $214,268 03. The floating debt is entire- ly extinguished, and the bonded debt of the Com- pany previous to 1860, matures as follows : — Overdue, and not yet presented for pay- ment $1,450 January 1, 1859 38,500 February 1, 1859 1,000 March 1, 1859 2 COO April 1, 1869 2,200 July 1, 1869 256,000 There will fall due in 18G0 bonds to the amount of $1,275,000, and the Company propose to ex- change these for 1st mortgage 8 per cent, bonds, due in 1882, at par, any time previous to October, 1869, and as an inducement offer to increase the sinklDg fund to 476,000 per annum, which will ab- •orb th0 whole amoont of bonda btifon matoritjr. $131,436 06 Finances of Mtssoiui* Revenue for 1857 $605,252 73 Do. 1868 766,115 61 Total for 2 years ending Oct. 1,'58.. $1,361,368 34 Expenditures for 1857 $735,016 21 Do. 1858 397,158 79 Total for 2 years ending Oct. 1,'58.. $1,132,176 00 Balance in Treasury Oct. 1, 1858 $54,264 24 Estimates for ISi 9 and 1860. In Treasury 1st Oct., 1868 $54,264 24 Estimated revenue for 1869 and '60. . 1,950,777 55 Total ...............$2,005,041 79 Estimated ordinary expenditure for 2 years 600,000 00 $1,405,041 Which is subject to a deduction of 26 per cent, of the revenue re- " . . -^ ceipts, for the use of Common Schools 487,694 79 38 Balance 1st Oct., 1860 $91 7,347 41 — subject to such special appropriations, however, as the Legislature may legalize. The extraordi- nary expenditures in 1857-8 amounted to $222,- 113 66; and the Commissioners of the State inter- est fund have invested in the same two years $149,565 04 in State bonds. . r - ■ Hudson Iron Company* The Hudson Star states that C. C. Aloeb, Esq., has purchased the Jordan farms, near that city, with the view of erecting another blast furnace, and that there is a prospect of an increase of the capital of the Hudson Iron Company to the extent of $200,000. Whole amount $14,400,898 Less investment by Com. of S. F. in City Stocks $3,780,852 .-S, " ,V:^. And in Bonds and Mort- - . "U gages , 656,366 ■'-■^-■^ 4,437,218 Amount unprovided for 1st Jan., 1859 $9,963,679 " v ".-,■ ,. 1st Jan., 1858 10,773,294 Amount of reduction last year . . $809,614 The debt of the city redeemable from taxation, is constituted as follows : 6 per cent, building stock. No. 3, |>ayable in annual instalments of $50,000 Irom 1859 to 1866 $400,000 5 per ct. stock for docks and slips, jjay- able in annual instalments of $5O,O0iO, from 1867 to 1876 500,000 6 per ct. Public Educ. St'k, payable 1873 154,000 6 per ct. Tompkins Market Stock, pay- able in annual instalments of $17,000, 1860 to 1809 170,000 Total amount. .....';.... ^...'.. ..$1,224,000 Finances of PennsylTania, The annual statement of receipts and expendi- tures of the State of Pennsylvania, made out for the fiscal year ending November 30th, 1868, shows a balance in the Treasury of $892,027 76. The balance in the Treasury November 30th, 1857, one year ago, was $528,106 47, or $363,921 29 lesa than the balance of this year. We have informa- tion that there has been, during the past year, a greater reduction of the principal of the state debt, than there has ever been in any previous year. A better proof of the wisdom of selling the Canals could not be desired. The Main Line was sold a year ago last summer, and the other Canals were sold last spring. The people are no longer taxed to keep up the Canals, but the taxes go to pay the debt of the State, and the very tirtit year after the Commonwealth ceased to be a canal owD*r, the largest reduction of her debt eTcr known It < laeeompUahed. 26 AMSRICAN RAILROAD JOURNAL. Brooklyn City Railroad. The following is a comparative statement of the monthly earnings for the years 1867and 1858 : 1857. Jannary $24,515 February 23,858 March 26,643 April 29,369 May 34,735 June 37,217 July 38,349 Auaust 37.976 Beptember 37,620 October 33.234 November 28,384 Pecember 26,491 1858. 29 $26,880 12 81 21,687 63 74 26 608 47 76 30,195 24 34 84 238 44 43 38.004 69 69 39,490 62 14 40,728 06 89 89,448 19 96 39,252 88 06 33,754 00 46 33,364 17 Vlckabitrg, Skreveport and Texas Railroad. The Sixth Annual Report of the President to the stockholders of the Vicksburg, Shreveport and Texas Railroad dated 27th September, 1858, has been published. From this document we learn that the Company has expended during the past year : For work done and materials furnished including eniiine and cars $148,325 25 For depot grounds and right of way . . 7,924 92 For surveying and engineering 11,461 85 For salaries 6.679 15 For contingent expenses 4,568 12 For balance of intere.ot 1,600 09 For office, printing, commissions, etc.. 1,765 49 Stock subscriptions $3,200,000 Bonds 2,000,000 Total $877,497 57 $403,552 53 The earnings for the year ending September 30th, were, $395,026 80; and the expenses for same time were $288,771 22 — leaving as net earn- ings $106,255 58. The Company has no debt of »ny kind. The capital is $1,000,000. The num- ber of passengers carried during the year wa."* 7, 705,839, and number of miles run was 1,994,186. The road divided $80,000 in dividends, or 8 per cent., will) a surplus of $38,346 73, and the amount of cash in the Treasury, on the 1st of October, 1858, was $30,878 56. Cambridge and Union (Mast.) Railroad. The third annual report of this Company has ' been prepared for submission to the Legislature. The Cambridge Company, which owns the track only, is represented by slock of $160,000, and a funded debt of $150,000. The total length of the road and branches is 33,715 feet, or nearly ten miles of a s-ingle track road, The funded debt is protected by a ' sinking fund, which already amounts to $10,755, and by a first mortgage of the whole property. The " Cambridge" is oper- ated by the Uoiou Company, which owns the equipment, stables, &c., &c., and which pays an annual rent of 9 percent, on the Cambridge stock, and the interest on the $150,000 bonds, and makes the required payments to the sinking fund. The " Union" has a capital of $160,000. It owes a debt of $60,476, and has reliable a.ssets on hand of $40,100, in the secured notes of the stockhold- ers, payable on demand. It has also an ultimate interest in the Cambridize Railroad sinking fund, created and continued by its payments. On the final liquidation of the bonds, the Union Company •will receive $150,000 of Cambridge stock, from the Cambridge Company, to recompense lor the annual payments now made by the Union to the sinking fund of the Cambridge. The entire equip- ment of the road, inclnding horses, cars, furniture, real estate, buildings, &c., as contained by actual appraisement, stands at $159,988. The Company baa 35 cars and 251 horses. During the year, 1,- 754,201 passengers have been carried. The gross earnings have been $154,819 ; the entire expenses, $1S6, 121. The latter sum includes a large charge for depreciation, on the actual appraisement of the property. The net profits, therefore, are $19,698, or somewhat over one cent for each passenger. From July 1, 1857, to Nov. 30, 1868, the Union has paid 15 per cent, in dividends, or at the rate 10*58 per cent, per annum. The present surplus on hand is $5,838 48. ^ • -- Paelfle Railroad. The Pacific Railroad convention, held in New Orleans on the 25th ult. authorized the issue of a trust deed for the indebtedness of the Pacific Railroad Company, amounting to $327,000. The entire liabilities are $500,000, to meet the former there is $135,000 in hand, and $110,000 from other sources, leaving about $95,000 to be provided for by the New Orleans and other stockholden. Total $182,324 87 These amounts added to the expenditures here- tofore made and reported show the entire amount of expenditures from the commencement of ope- rations to the present time to be as follows : For labor, materials and rolling stock, $764,727 24 For depot grounds and right of way . . 22,071 10 For surveying and engineering 69,935 17 For salaries 26,057 61 For printing 3,673 51 For office expenses 2,301 50 For contingent expenses 14,719 13 For commissions 8,788 61 For interest (balance of) 17,126 49 $929,418 44 Cash Assets 62,632 30 Total assets $992,050 74 The entire amount received by the company from the commencement of o{>erations to date has been derived from the following sources : Individual subscriptions $349,910 11 Less amount of tax reduction 20,134 62 ■ ' ■- . $329,775 49 Contractors paid in stock 2 10,586 02 State subscription 174,000 00 Subscription of Madison Parish, cash, 71,687 50 Do. Caddo do. do. 54 282 67 Do. City of Shreveport do. 12,689 79 Bonds earned by Bonner & Co 14,194 46 Do. Fannin & Co 44,649 38 Cash due to do 49,540 70 Land sold, rent, voluntary subscrip- tions, etc 844 74 e $992,050 14 The above is a full statement of the financial condition of the company. There are no ouL standing unsettled accounts, no floating debt, no iiidebledness of the Company of any form ; ex- cept what i.i shown in the exhibit. The means of the Company to prosecute the work to completion are : Stock not paid in— Individual $279,424 61 Do. Madison, (cash) 28,412 80 Do. Caddo, do. 45,417 33 Do. Sljreveport, do. 17,310 21 Stat", payable in bonds 426,000 00 Subscription of Fannin, Graiit & Co,.], 577,000 00 Total subscription capital unpaid. $2,373,864 55 420,924 acres of land at $10 4,209,240 00 Ist mortgage bonds . . $2,000,000 00 Less earned by con- tractors 68,743 83 1,941,256 17 Total means unexpended $8,524,360 72 The estimated total cost of the road — of which 21 miles is in operation, and 50 miles in progress —will amount to $9,924,360 72. Against this the total capital isaaed and to be issued will be : Total $6,200,000 showing a clear gain to the stockholders of $4,- 724,360 72. The amount of gain, however, may be greatly modified by the actual values obtained for the Company's lands. The President, C. G. Young, Esq., is unable to furnish any information respecting the earnings of the finished portion of the road. It is operated by the contractors, Fannin, Grant & Co., and its revenues belong to them until the 1st January, 1863. and they have declined to furnish any state- ment of its business for thepast years. "It is ap- parent, however," says Mr. Y., " to all who have opportunity of seeing the business done on the road, that it exceeds all the calculations of its most sanguine friends, and gives full assurance that when completed, it will pay large dividends upon its cost." .- - • ' I Mobile and Ohio Railroad* We give below a very lucid and satisfactory statement, showing the present condition of this important work, which is now fast approaching completion. The company have the rails for the entire line and now wish to dispose of their secu- rities which appear to hare eTery attribute of safety and security. ' ."».^i.;.' ../.I Office op the M. &. 0. R. R. Co., ) Mobile, Dec. 4, 1858. ) At the opening of the present year of the six million sterling mortgage bonds the Company had sold $38,000 And there was hypothecated 5,281,000 Leaving at the control of the Company . . 681,000 "■■ -.■■/■v; ■■;•.:. 4,.1 $6,000,000 During the present year $2,118,000 of these hypothecated bonds have been taken up, and $1,- 026,000 of them have been sold. Of our floating debt $1,207,120 48 has been funded and paid by the sale of these bonds. We now have on hand (including tho.se set apart on account of the recent purchase of rails and fastenings) $1,713,000 of these Sterling Mortgage Bonds. Of this amount, $583,000 has been set' apart to pay the bond portion of the purchase above referred to, leaving in the hands of the Company, after paying the one- half for all the rails and fastenings required to complete the en- tire road, including the Columbus Branch, $1,- 130,000. It is to be observed that the $583,000 of bonds above referred to pays the one-half of the foreign cost of the rails and fastenings for the entire un- completed portion of the road, including the fifty miles in Tennessee. This saves about $105,000 of the Tennessee fund, to which, if the contract is carried out, the general fund of the company will be entitled. This, added to the remaining sterling mortgage bonds, gives $1,236,000 applicable to the payment of the cash part of the contract for rails and fastenings, the payment of freights and duties and the laying down ot the track through the State of Mississippi ; as the remaining fund applicable to the Tennes.see portion is ample to finish the road in that State. In this view of the case, no one can doubt the sufficiency of the means to finish the road at an early day, if they can be made available. This depends on the sale of a sufficient amount of the sterling mortgage bonds to pay the cash part of the contract for rails and fastenings, to pay freights and duties and to lay down the rails through the State of Missis- sippi. That these bonds are perfectly secure invests ments and deserve to rank — and when the subject is properly understood will rank — with the first class American securities is capable of the clear- est demonstration. lMM..mAM»>M.'^^jm.xm Facts are the best areument : There are $6,000,000 of these bonds, holding for their security the first lien on the road in Ala- bama, Mississippi and Kentucky, including rolling stock, equipments, machine shops and every thing belonging to the road. In addition to this the mortg'age covers all the lands donated by the gen- eral eovemment to the Company, embracing about 1,100,000 acres. The bonds can never be increased in number or amount, but are on the decrease. The sales of the lands are now going on more rapidly and favor ably than at any former period. The proceeds of these lands are being invested in the bonds, as the mortgajze reciuires, and the bonds cancelled. Al- ready sixty thousand dollars of them have been paid oflF, and the process has but just begun. The lands are coming into market rapidly, and a most effectual sinking fund is already established. Two hundred and thirty-two miles of the south end of the road are in operation. This portion of the road, including machine shops, rolling stock and equipments of every kind, cost (see 10th an- nual report, $4,896,349. The net earnings of this part of the road, (estimating December at the in- come of November,) will be $380,000 for the pres- ent year. This it will be seen is over 7j^ per cent, on the entire cost of this part of the road, includ- ing rolling stock, machine shops an 1 equipments of every kind. This is before the road has any through connections. While on other roads the largest, and in some cases the chief income is from passengers, this road receives nothing beyond a local travel. But notwithsanding these disadvantages, as the coun- try settles up and is being developed, the income of the road is rapidly increasing. The receipts for September of last year were $43,211 76 ; for the same month this year $66,- 653 75 ; for October, 1857, $74,410 64 ; October, 1868, $105,087 20. In November of last year, $76,615 06 ; the corresponding month in 1868, $125,764 92, showing an increase for the three months of $93,166 40. In the foregoing statement the income of the southern portion of the road alone has been refer- red to. Lately 87 miles at the northern end has been finished and put in running order. The Chief Engineer and Oeneral Superintendent think this part of the road will earn as much as an aver- age per mile of the south end. If so, this will hereafter add largely to our income. The city of Paducah, Ky., has lately voted a tax of #150,000 dollars to finish the branch to that place. This insures its early completion. Every indication is that the Iron Mountain road from St. Louis will meet our road at Kentucky City. With these powerful feeders completed, the north end of the road will be the outlet and inlet of an immense trade and travel. And when our road is finished and the mighty work accomplished of connecting the mouth of the Ohio with the Gulf at Mobile, tlie highest ex- pectations of the friends of this great enterprise will be fully met. But to return to facts and figures : I have show that the present income of the south end of the road alone yields a net revenue, after paying all expenses, of $380,000. This is, of itself, enough to cover the interest on the entire six millions of dollars of sterling mortgage bonds, even if they were all issued. And now that eighty-seven miles at the north end are in opera- tion, the income will far exceed our interest ac- count. With this certain and unquestionable power to meet our interest account irom the in- come of our road, even in its unfinished suie, and the certainty that that income will greatly increase as the road progresses, can any one doubt the per- fect security of these bonds 1 It is a remarkable fact that the actual income of the Mobile and Ohio railroad has fully equalled the estimate made of its probable earnings when the enterprise was first brought before the public. This cannot be said of any oXher road of which I have any knowledge. Having eflUblished, aa I think, the onqoMtion* able safety and soundness of the securities refer- red to I will now refer to the present wants of the Company. A contract has been entered into for all the rails and fastenings necessary to complete the en- tire road, including the Columbus, Mississippi branch. The contract is, to pay one-half in our sterling mortgage bonds and the other half in cash. For this purpose, and to pay freights and duties and for laying down the iron from the present terminus, West Point, to the Tennessee line, will require about $700,000. Since the contract was made rails and fasten- ings have advanced in price and are likely to rise much higher, and it will be to the interest ,of the vendor to get cl^ar of his contract. We, there- fore, desire to sell of our bonds an amount suffi- cient to carry out this contract. We offer a sound, safe and unquestionably good investment. Milton Beown, President, Mobile & Ohio R. R. Co. Mexico— Ita Wealth, Soil, Cities, Popula- tion, Ac» Some time since SenorTojada published a series of articles upon the condition of Mexico, giving a very good idea of its natural wealth, the quality of its soil, the richness of its mines, the size of its cities, &c. It has command of a large ocean front, with numerous gulfs, bays and inlets, many of which furnish excellent harbors. There are some twelve or fifteen rivers, the longest of which is the Rio Bravo del Norte, all of which are navigable to a certain distance ; in most cases, however, very short. A good many of these and of the lesser streams of the country would furnish an abundance of water-power which nf»w runs to waste. The more southerly portions of the country are almost uniformly fertile. Sterility is impre.>-sed chiefly on the northern plains and the mountainous regions. A great deal of the finest soil of Mexico is yet un- reclaimed. It abounds in the most valuable tim- ber trees, and a growth which affords rich dyes and many of the prized gums of commerce and medicinal extracts. Of its mineral wealth, not a word need be said. There is scarcely a known metal which is not found in its mines. Table of the Capital Cities of Each State and Ter- ritory, the Number of Inhabitants of Each, and the distance from the City of Mexico. No. of Dist. from Inhabitants. Mexico. 140 289 333 .209 • > 203 X 94 • 70 161 16 69 234 108 r^.- 28 67 114 403 582 239 196 93 386 130 Aguas Calientes 39,699 SanCristobal 7,649 Chihuahua 12,004 Saltillo [a] LeonaVicaria 8,105 Durango 14,000 Quanajuato 36,921 Tixtia (Cindad Cuerrero) 6,601 Guadalajara 68,000 Toluca 12,000 Morella 22,600 Monterey 17,399 Oajaca 25,000 Puebla 70,000 Queretaro 27,466 San Luis Potosi 19,678 Cohacan 9,646 Ures 6,000 San Juan Baptista 6,600 Ciudad Victoria 4,621 Vera Cruz 9,647 Merida 23,675 Zacatecas 15,427 Mexico 185,000 TIaxcala 3,463 Colima 31,774 La Paz 1,254 Minatitlan 339 Villa del Carmen 3,068 San Luis de la Paz 4,411 28 172 41tj 168 809 95 Total No. inhabitants .... 690,044 There were at the latest examixiatioQ of the de- partment, but 9,234 foreigners residing in the country, of which there were 5,141 old Spaniard*, 2,048 Frenchmen, 615 Englishmen, 681 Germana, 444 Americans, and of other nations 405. The agricultural wealth is estimated at $260,- 000,000, and the yield of the mines at $24,000,000 annually. The value of domestic manufactures is set down at $90,000,000. There are forty-aix cotton and eight woolen manu'actories, located chiefly in the middle States of the Republic. About forty thousand pounds of silk are made in silkeries at the capital, and in Pueblo and Guada- lajara. Money lending, especially in the capital, is done extensively, about ten millions of capital being employed in the business. It is not known now, such is the anarchy which prevails, what the present annual revenue is, but in 1854 it was $15,000,000. The annual expend- iture is about $25,000,000. The national debt is about $120,000,000. In 1855 the army was com- posed of 11,700 men, and of this number there were no less than 6,800 officers. The property of the church is supposed to be between two hundred and fifty and three hundred millions of dollars. At the capital, the clergy own more than half the buildings, and the whole are valued at $80,000,000. Adding the rents of land- ed property to all other sources, and his estimate is that the total is $80,000,000. income of the Church, annually, Worccstsr aud Nashua Railroad. The annual report of the Worcester and Nashua Railroad states the amount of capital paid in as $1,141,000, aud the amount of bonds issued $200,- 000. The cost of the road and equipment has been $1,328,897. The earnings of the road for the past year were $185,127, of which $85,511 was from passengers, and $92,043 from freight. Expenses of«of>f>rating the road $101,278. Net earnings after deducting expenses, $88,849. Deduct interest on debt, $11,235, and two dividends of $2 {>er share each, making in all $72,123, leaves balance to reserved fund $11,726. This addedto $32,618 surplus not divided last year, makes the present surplus $44 - 344. The income of the past year has been $22,200 less than in 1857, and the expenses and interest $24,512 less. The semi-annual dividend of 2 per cent, was payable on Monday, Jan. 3d. Paelflc Railroad. The Pacific Railroad projects have been so nu- merous during the present Congress, that it may be well to sketch the leading points of each. The Select Committee's Bill (reported in Janu- ary) fixes San Francisco as the Western, aud a point on the Missouri River, between the mouths of the Kansas and Big Sioux, as the eastern ter- minus, and provides for its construction by Land Grants and Government Bonds. Senator Gwin's bill (December, 1857) proposes three roads and telegraphs^-one starting from Texas, one from Missouri, and one from Minnesota — to be built by Land Grants. Senator Iverson's project is to invite proposals for one route south of the 36th parallel, which would take it through Texas and New Mexico. Senator Foot's bill runs the route from the Red River of the North (Minnesota) to Puget's Sound ' in Washington Territory. (This is the shortest of all.) Thecce it ii« to run to San Francisco. Senator Davis' bill provir^s land grants of alter- nate sections six miles wide, and a money grant of $10,800,000 cash. Route not specified. Senator Cameron's project is to have a board of experienced engineers select the route, and the Government to raise money for its construction, by bonds redeemable in fifty years, which bonds are finally to be assumed aud paid by the respective States through which the road runs. Senator Wilson's project locates it between the 34th and 45th parallels of latitude ; leaving five engineers to determine the route ; the funds to be raised bj Government loans, which are (o be re* .y 2S AMERICAN RAILROAD JOURNALi. paid by the proceeds of the sales of the public lands. Senator Rice's project is to build two roads, one through Texas and one from Minnesota, omitting the central one altogether. Mr. Phelps' project is to give land grants to Calilornia, Missouri, Louisiana, Arkansas, Nebras- ka and Kansas, similar to those given to other States, and to issue 30 years' bonds in aid of the road, which is to have three eastern branches, one running to Mississippi and the other two to Missouri. Mr. Smith (Tenn.) offers a project that the United SUtes shall turn in and help the Texas " Southern Atlantic and Pacific R. R. Company" (of which V. K. Stevenson, of Tennessee, is Presi- dent) to extend their line to San Francisco; then to help the " Northern Pacific Railroad Company" (of which A. Ramsey, of Minnesota, is President) to extend their line f> Puget's Sound, and finally to help a third company, not yet organized, to build a line from the Missouri River to the Pacific Mr. McKibben, of California, proposed two roads one to commence north of 38th parallel, the other South of 36th parallel, both to run to San Francisco, with branches to Puget's Sound and San Diego. v,, • . ^ a There have been several other bills introduced Banlc SUttements. The following is a comparative statement of the New York Banks for the weeks ending Dec. 26th, and January Ist : Dec, 26th. Loans $126,716,365 Specie 26,368,272 Circulation 7,704,3'48 Deposits 88,679,095 The following is a comparative statement of the Philadelphia Banks for the weeks ending Dec.27th, and Jan'y 3rd : Dec. 27th. Loans ^26,232.551 Specie 6,274,516 Circulation 2,701,127 Deposits 16,723,390 The following is a comparative statement of the Boston Banks for the weeks ending Dec. 27th, and Jan'y 3rd : Dec. 27th. Loans $59,701,041 Specie 8,776,328 Circulation 6,678,970 Deposits 21,766,302 Jan'y Ist. $127,684,310 27,129,725 7,861,090 90,684,191 Jan'y 3rd. $26,451,057 6,063,366 2,741,764 17,049,005 Jan'y 3rd. $60,069,500 8,640,000 6,646,000 22,337,800 The following is a comparative statement of the at the last and the present sessions, but they were jyr^^ Orleans Banks for the weeks ending Dec.l8th, and 27th : mostly modifications of the above. Passengers Xty tlie Steamers. The number of passengers who have crossed the Atlantic within the past year, both eastward and westward, is as follows : Eastw'd, Collins line 105 Cunard line (.New York).2,789 C unard line ( Btwton br. ) . 1 ,767 ' Liverpool and N. Y. screw line 5.128 Southampton and Havre (Vanderbilt) 1,493 Havre line (Fulton and Arago) 1.826 Vanderbilt's Hne 2,146 Olasgow line 2,012 Hamburg line 3,472 Bremen lino 702 Galway hne 1.361 Portland and Liverpool line 892 Transient steamers 201 Westw'd. 62 2,570 2,009 5,448 1,332 1,878 1,843 1,772 6,782 963 3,040 759 187 Total. 167 6,349 3,786 10,576 2,826 3,784 3,987 3,774 9,264 1,666 3,401 1,151 388 Dec. 18th. Dec. 27th. Loans $18,877,468 $19,440,302 Specie 15,742,694 16,253,971 Circulation 8,353,009 9,094,189 Deposits 23,863,983 21,832,533 The Bank movement in the four principal cities of the Union, as compiled from the above, is as follows : LOANS. n>BOIS. OimOVLAT'l. DVP08IT8 N rk, Jan. I.$la7,6-4,31» $27,129,72.'. $7,854,090 $60 M4 Ifll Philad " 8. 2fl,45',057 6,06V58 2 741,75i 17,049,005 Boston] " 8. OU 069 iOO 8 640,000 0,545,000 2-2,S37.800 N.Orl., "27. 19,440,303 16,233 971 9,094,189 21,832,636 Little Miami Railroad. At the annual meeting of the stockholders of this Company, held in Cincinnati on the 28th ult., the following gentlemen were elected Directors for the ensuing year, viz. : Jacob Strader, Wm. B. Hubbard, Henry Hanna, R. R. Springer, Jno. H. Groesbeck, Nath. Wright, Jno. Bacon, Abram Hivling, James Hicks, Jr., Larz Anderson, Alph. Taft, C. H. Kilgour. Nath. Wbioht was elected President; D. Q. A. Davenport, Treasurer; Smithson E. Wright, Audit- or; C. H. Kilgour, Secretary; Jno. Durand, Super- intendent. Androscoggin Railroad. The following gentlemen have been elected Di- rectors for the ensuing year: — John B. Jones, Lewiston ; Ensign Otis, Leeds ; John Smith, Liv- ermore ; Giddings Lane, Leeds ; John Dyer, Freeman; Ozias Millet; Steph. H. Reed, Lewiston. Railroad Dividends. The Terre Haute and Richmond R. R. Co. has declared a semi-annual dividend of 6 per cent., payable to eastern stockholders at the ofiSce of the Farmers' Loan and Trust Co., 28 Exchange Place. The Panama B. R. Co., a semi-annual dividend of 6 per cent., payable on the 10th inst. The Watertowu and Rome R. R. Co., a dividend of 3 per cent., payable at the People's Bank on the 15th inst. The Second Avenue R. R. Co., a quarterly dividend of 2 per cent., payable on the 10th inst., at the office of Wm. & J. O'Brien, 29 Wall st. The Eighth Avenue R. R. Co., a quarterly divi- dend of 3 per cent., payable on demand. Total, 1858 23,384 26,635 Total, 1857 20,171 34,676 60,619 64,746 Increase (1858) 3,213 Dec.7,940 4,127 Total $233 645,179 $J7,987 »i62 26 2£ 6 033 151,903,5 9 Laalweek... 231,627,338 67,160,480 26.437,484 161,022.475 Incresa«..$2,117,841 $826 572 $797,549 $881,064 Finances of "Wisconsin. The Report of the Sute Treasurer of Wisconsin, for the fiscal year ending September 30, has been published. It exhibiU the following condition oi affairs : at the close of the fiscal year the general fund was not only exhausted, but$27,828had been paid out from other funds on its account. The amount of outsUnding claims on the 1st of Octo- ber was $201,678 32. The aggregate of the re- sources 1)f Sute, previous and up to that time, $126 678 33. Should the whole of this amount be promptly paid, there would still remain $75,23252 ot indebtedness to be paid out of the Slate Ux. The Treasurer estimates, however, that not over $76,000 will be received from these arrearages, and, consequently, a balance will be left of over $125,- 000 to be paid from the next Slate tax. Proci^** o' Spain. '- Spain has progressed rapidly during the last few years. Her population in 1854 was reported at 12 168,174; in 1857 it was 16,301,851. Its revenue in 1852 was £11,379,274; in 1857 it was £18,126,314. The total tonnage in 1850 was 244,- 854- in 1857,349,762. Its imports and exports toiiether were in 1851, £11,857,659; in 1857, £23,677,861. In 1866 the number of miles of railway op«n«tl wa« 180 ; in 1868, 466. Mannfaoture of Boots and Sho«a. The United States Economist has collected some interesting statistics on the manufacture of boots and shoes in this country. The quantity required for the consumption of the United States is not far from 75,000,000 pairs per annum. Of these 12,000,000 are made in Massachusetts, at a value of $40,000,000 per annum, and they employ 45,- 000 men, and 32,826 women. One-half of this employment is in Lynn, which is the largest shop in the United States. The next is in Philadel- phia, which makes $4,000,000, mostly fine work, while that of Lynn is coarse work. The produc- tion is great in every city, town and hamlet of the Union, and the whole value is not l«»ss than $80,- 000,000 per annum. In Philadelphia there are 457 manufacturers, whose aggregate sales amount to $4,141,000, and Philadelphia sells perhaps $10,- 000,000 worth of eastern work in addition. Pbiladelpbia Clearing House. At the recent stated meeting of this association, Mr. Mitchell, the President of the Mechanics' Bank, was reelected President for the ensuing year, and Mr. Jordan, of the Manufacturers' and Merchants' Bank, was re-elected Secretary. The Executive Committee, consisting of Messrs. Rogers, Comegys, Lewis, Dickson, and Jordan, were also re-elected for the ensuing year. The Clearing House is now fully and efficiently organ- ized, and appears to afford very general satlsfaC' |tiOD. Interest on State, County, Railroad and Otber Bonds. The interest on the bonds of Marion County, Ohio, indorsed by the Bellefontaine and Indiana Railroad Company, due on or before April 1, 1869, will be paid at the American Exchange Bank, up- on presentation of the proper interest coupons. The*conpons of the bonds of the Chicago and Rock Island R. R. Co., due 10th inst., will be paid at the Corn Exchange Bank. The outstanding coupons of the bonds of Athens County, 0., due Ist inst., together with those due 1st Jan., 1858, will be paid by Wm. Hoge & Co., 40 Wall St. The interest due on 1st inst., on the stocks is- sued by the State of Ohio, redeemable in this city, will be paid at the office of the Ohio State Agency in this city, if presented prior to the 15th inst., after which date they will be paid only at the office of the Commissioners of the Sinking Fund at Columbus, 0. The coupons due in this city on 1st inst., on the general mortgage construction bonds of the Pitts- burg, Ft.'Wayne and Chicago R. R. Co., dated Jan. 1, 1867, and on the Sinking Fund Bonds dated Jan. 1, 1868, will be paid at the office of the Com- pany, 37 William St. The coupons on the bonds of St. Louis Co., Mo., Miami, Pickaway, Zenia, and Silver Creek, 0., will be paid at the Continental Bank. The coupons on the bonds of the Boston, Con- cord and Montreal R. R. Co., due 1st inst., will be paid by J. A. Underwood &, Son, 18 Exchange Place. The coupons due 1st inst., on bonds issued by the city of Quiocy, III., will be paid by Woodruff" ^ Co., 10 Broad St. fLaM.JSdM%,M.\JJlLSIi M%A.RMJMM,\JJILM^ ^\^%JM»>rt. The coupons of Milwaukee City Bonds, issued to the Green Bay, Milwaukee and Chicago R. R. Company, and coupons of the first mortgage bonds of the said Company, will be paid at the Ocean Bauk. Insurance Dividends. The Harmony Fire and Marine Insurance Co. has declared a semi-annual dividend of 5 per cent., payable on demand. The United States Fire Ins. Co., a semi-annual dividend of 7 per cent., payable on demand. The National Fire Ins. Co., a dividend of 12 per cent., payable on the 6th inst. The Mechanics' and Traders' Fire Ins. Co., a semi-annual dividend of 10 per cent., payable on the 10th inst. The Market Fire Ins. Co., a semi-annual divi- dend of 10 per cent., payable on demand. The Merchants' Ins. Co., a semi-annual diTid«'Dd of 15 per cent., payable on the 10th inst. The Citizens' Fire Ins. Co., a dividend of 123^2 per ct-nt., payable on demand. The Columbia Fire Ins. Co., a dividend of 6 per cent., payble on the 10th inst. The Ecjuitable Fire Ins. Co., a semi-annual divi- deed of 16 per cent., payable on the JOth inst. The Hanover Fire Ins. Co., a semi-annual divi- dend of G per cent., payable on demand. The Jersey City Fire Ins. Co., a semi-annual dividend of 5 per cent., payable on demand. The Empire City Fire Ins. Co., a semi-annual dividend of 7 per cent., payable on demand. The Nassau Fire Ins. Co., (Brooklyn,) a semi- annual dividend of 10 per cent., payable on de- mand. The Hope Fire Ins. Co., a semi-annual dividend of 5 per cent., payable on demand. The New Amsterdam Fire Ins. Co., a semi-an- nual dividend of 8 per cent,, payable on demand. The Resolute Fire Ins. Co., a semi-annual divi- dend of 6 per cent., payable on the 10th inst. Post Office Notices. THB MAILS for EDBOPB, via SouthamploT and Havre, l>er U. 8. Steamer fultOH. will c'ose at tbia office on SAl'UBDAT, the 8th day of January, 1859, at lOX o clock A. M. ISAAC V. FOWLER, Postmaster. FINANCIAL.. G. M. TRACY &. CO., STOCKS, BONDS, ETC. LOANS NEGOTIATED. No. 49 EXCHANGE PI.ACE, A. H. DYETT, STOCK AND BOND BROKER, No. 43 EXCHANGE PLACE, HTDEJX'V" iron BANKERS and DEALEJBS in St«)Ck8, Bonds, Exchansre and Commprcial Pa(>er, oii commission. No. 49 'Wall Street, and 41 ^Vllllam street, NEW YORK. Orders for the purchase and sale of Stocts and Bonds, at the Brokers' Board^y letter or otherwise, promptly executed. Caih advanced on sound saleable securities. REFER TO O. VAN BATTB & CO.. N. Y. COyTIITENTAL PK. W. T. CUAS. A. FISHER, Late of the firm of FFSHEB, DENNY & CO., No. 18 Exchange Place. STOCKS and Bonds bougot and sold on commission. Loanf npirritititpd. ___. Bauk Dividends. The Manufacturers Bai^k (Brooklyn) has de- clared a semi-auDual dividend of 5 per cent., pay- able on demand. The Importers and Traders Bank, a semi-annual dividend of 4 per cent., payable on the 11th inst. The East River Bank, a semi-annual dividend of 3>j^ per cent., payable on the 17th inst. The regular semi-annual dividend of the Mer- chants Bank of St. Louis, will be paid at the Bank of America to New York stockholders, as follows : 5 per cent, on all stock paid on July 1, 1858, and and at the rate of 10 per cent, per annum on all stock paid since that date. The Merchants Exchange Bask, a semi-annual dividend of 3>^ per cent., payable on the 10th inst. The Nassau Bank, a semi-annual dividend of 3)o per cent., payable on the 15th inst. The Irving Bank a semi-annual dividend of 3)^ pr cent., payable on the 8th inst. Notice to Contraetors. PROPOSALS will be received by the STiTEs Island J- KiiLRoao C0MP4BT Until thelst day of Ffbniary, 1869, or the compleUon of the Grading, Bridging and Masonry with iwriial equijmiLnt of fUrniture for said R(.ad. The Rails, «-imir8 and Spikes will be furnished by the Company. Prc'vious to the letUng all necessary information may be sh- '-"iied as to Uie amount of work yet to be done, by addressing »._ ir ■'• ^kWitt Mobtfomt, Sec'y, 62 Warren sU «■» To«, Docember27,18M. 4t2 PETERS, CAMPBELL & CO., BANKERS AND DEALERS IN DOMESTIC EXCnANGE AND BAM NOTES, No. 50 \¥ALL. STREET, ... NEW YORK. ■.•' ,'. ,:: -.-' i *- _.■.■ SPECIAL ATTENTION GIVEN TO OOIjiX-nESOTIOKTS IH ALL PARTS OF THE UNITED STATES. PETERS, SPKNCE A CO., Lynchbarg, Va. D T. C. PETERS, ; V DAVID R 8PKNCK, N, H. CAMPBELL, $ ? DKXTEB OT&X. BBTIB TO Ja8. T. SonrmK, Esq., Pres't B-k KepubUe, t jf^^ york City American Ezchani;e Bank, S Banks and Bankers, Bichmood aod Lynchburg, Ya. KETOHAM & TV^ILLIAMS, STOCK BR0KSR8, Ho. 1 HANOVEB. STREET, Near -Wall, NJJW TOHX. Stocks and Boada bought and aold on OonunlMkn, aad Loans negotiated. D LETTERS OP CREDIT, For travelers, available lo all the principal cities of tbe world. ALSO, MERCANTILE CREDITS, For n ae in EUROPE, CHINA , etc. SIMEON DRAPER, AQcUoneer. By SIMEON~ DRAPER, Ovrioa, No. 30 PINE ST., NEMT YORK. REGULAR AUCTION SALES At t» MsaoKAaTS* Xxohuoi EVERT DAT. STOCKS and BOHDS bought and gold at private sale. Salt etery day at 12.^ o'ctoct. See Cotatocue. II iMEIGS, Jr. & SMITH, BANKERS and BROKERS, 39 WILLIAM STREET, (First Buildino bilow "Wall Stkcit.) STOCKS and BONDS Bougrbt and Sold on Commiasloa MERCANTILE PAPER and LOANS Negotiated. IHTEREST ALLOWED ON DEPOSITS. HENRT 9IEIGS, Jr. MVtH. AI.EX. SaOTH, Niw ToKK, May 11, 1868. R. H. RICKARD, MINING AGENT & STOCK BROKER, Office No. ai Nassau at., NEU^ YORK. BDY? nnd eeWf MIKIXO SHARES, MINES and MINERAL LiAAIDS o(i c> nmiiH-ion, wiU cxamiua Mines and Mineral Lands in iuiy j^art of tbe Uniied fctates', and re|H>rl on tlit-ir value, etc., etr. RefbkKscks;— P. Chouteau, Jr., *: Co., New Y rk .in<1 St Tx)ui8, the Hon. Wm. M. Gwi^ U. 8. Senator. Hm: 11<»l C. A. I'eulxHly, N. Y , the IIiki. Sani. F. Bu!t< n»ort>-, N. T., ¥«Mt . ic Forrest, t'om. Mi-r's. N.Y'., John F Butterworth, E*8. DINGEK AUCTIONEERS AND & HOL.DEN, REAL ESTATE BRUKEKS, No. 9 NASSAU STREET, - ; : Un.ler Mtswr.-". Di-kcam, Siikkma.s & Co. SOLOMON DINC.EE. f \V\\ YORK CHARLES E. HOLDEN, S !>£<" lUHIY. Stocks.Boiids, Morttf-iges. & eoninierrial Paiier Bmit'lit k. Sold. FErEREVCKS. Citizens' Bank. N.Y Mo.*.-r>.Thonij>gor> Bros., Bankers. " Messrs. Scwo'l, Ffrris * Co, Geo. P. Rogers. T.f}.. " A. Gri.M.Lvy. Banker, " f . Uon. Frauk'Uri Steele, MiBii»>-' boia. V ' A. ic V. A. S.aariderx, Bankcni, '^ Mr. P!e.a-ant, I- kind desired, on the inotit favorable term*. 500 Railroad Iron. TONS 56 11)8. a.nd 1,50U tons 60 Ihg. best We!* ^ make, Erie pattern, now in port, fir ttale. T. A. HOWI.AND * CO., 64 Wi'Um »»., Ne« York. Railroad Iron. THE undersigned ^:^ve A ni»"''-, 69 Wall St. -r New York, January 1, 18.S8. RAILROAD IROIV. ' THE subscribers are prepared to contract for RAILS delivered at an £ni;lbih port or at a port In tbe United Statea. Also for all deecriptiooa of -f RAILROAD EQUIPMENTS J apon favorable tenna, JOHN W. HULL 4fe CO^ go. 41 K xcluuige Place, SKMT TORK*,v RAILROAD IROX. WELSH or Staffordshire make, delivered on board at m-^ EngUuh port or at a port in the United Smivn. :'■ KORRIS it. BRUTHIR, V< 0in36 Baltimou. .. And 17 Nassau St., Nbw Yobk. WATEIl WORKS. THK un<1er8ip)ed, many ye ra Ki'gineer o'tbe Water Power Works at Fairmount, hs »eil a» »f tbe reveral bteam Works supplying the City of PhiLidelphia with water, may be consulted npon the location, comple'e desif^, construction, and management of water- works of al! kinds lor tbe supply c cities, towns, etc , etc. Addieu FREDERIC GRAFF. ConsulUng Engineer, 1337 Arcb stre ^'. SbA2 Fhilabklpbia. , ^ y 30 AMERICAN RAILROAD JOURNAL. LACKAWANNA IRON AND COAL COMPANY, SCRANTiuN, LUZEKiNE CO., PA. BY t^e completion o' the Dt^'airare, Lucbawanna and Wrs'em Kailnuid, ibM Cnmiiany Mr- t-iiabletl t'> obtain th« Miunc-tK-. "rra ^rniii thx moiit celchrat'd mine^ in Now Jeiaey, which ureait>ination with tlieir native ores, |>rt> dute a quality of iron not i'iir|>aSKeil. The»e Works have h^en ifre^Ily enlarged th« past year, and ire, tfie e'orf, prepared to execute orders prom(>tly for Railroad iron of any pattern and w ight, Car Ax'es, SpilieK, and Mercliant Iron. They have on htnd patterns for T rml'a, of the »o'lo*ini{ wtijfhta per lineal yard, vii :— 26, 80, M, 40 4S, 60, eo, 62, and 76 lbs. SaaiplM of rfails and Me chant Trnn mny he aeen at the oOlce of the CottiiMwiy, 46 Exchanf;e Place. New Yorlc. Address J. U. KOHANTON, President, 80BAHT0H, P*., or THKO 8TUR0KS, Treai-urer, 46 EsckaTge Place. 40if Niw ToRK THE ROUGH AND READY OF DANVILLE. PA., AViM preparad to All ordara for RAUiS of the beat quality at tbe market ^r\ce. T. A. I10WI.AND A CO., Agenta, 54 MruUftm at., N£^V YOKK. RAILROAD IROJN. THE KEXSSELAER IRON COMPANY, TROY, N. y., OFFER RhiIs of their own manufacture delirerabla aa bm/ be desired by purchasers, faceiTed in exch:i"Ke fljr new, or f>r re-manufacturlnf, JOHN A. ORISWOLiD, Asent* TROY, N. Y. Haw Tork Agency: BU88INO, CaOCHLlCR * DODOK, IRON BOILER FLUES. Lap- Welded Boiler Flues, 1)4 to 7 iDcbes outside diameter, cat to definite length, 2 to 20 feet »s required. Wroug^ht Iron Welded Tubes, yrom )4 to 6 inches bore, with Screw «id Socket Connectiona. T'a, L's, Stope, Valves, Flanges, Ac, &c. "::■' ' MANITVAOTURID AND rOB SALS BT MORRIS, TASKER & CO., PASCAL IRON WORKS. Establlsbed 1821. v?" Warehouse— 209 South Third Bt, PHILADELPHIA. araPHBH MORRIS, THOa. T. TASKtR. JR. 0B48. WHIRLRR, JR., 8TIPBE!! P. M TASKKR ROUND OAK IRON WORKS, STAFFORDSHIRE, EIVGLAAnD. Lord WABD, Proprietor. MANTTPACTURE RAIL.S, BOIL.KR PIiATES, SHKKTS, HOOPS and BARS, of every rariety wt pattata. NORRIS A. BROTHER, Agenta ."br the United Sutea, ISSooTM CaARLsa Strrbt, ^•^, . taM BALTIMORE. And 17 NASaAu Strbkt, ^SW YOHK. JMORRIS Sl JONES & CO., . IRON MERCHANTS, V MARKKT AND SIXTEENTn STREETS, • PHILADELPHIA. IRON AND STEEL IV ALL THEIR VARIETIES. BOILER PLATE, CAR AXLBS, BOILER RIVST8, RAILROAD IRON, OUT NAILB and 8P1KB8, PIO IRON, etc. HaTing the selling agency of a aureher of the Rolling Mills Vuniaces and Forties in thia State, ordeia for any deacription ot Inn can be executed. Adgost 16, 1864. ■ ■ s, lytt THE RAILROAD IRON MILL COMPANY, CLEVELAND, OHIO, MANtTPAOTDRKBS EXCLUBrVELT OF RAILROAD IRON. THIS la a new EOLIJNO MILL, having been working only etgfateen mootha, and confloed to work for rosda on this line between BufflUo and Ohleago .in re-rolling old Rail& The capacity Is Forty Tons per day. It is wed situated for receiving old Rails, either by Railroad or Lake. Orders are now solicited tron Roada In other sections of the rountry ; and work will ^a made, with New Iron la the heads, if desired. Apply to ALBERT G. SMITH, Praaldent of tbe laoorporatlom. fabraary. lUa. RAILROAD IRON. The Crescent Manufacturiug Company, WHEELING, VAT, ARE now prppared t« execcte, at short ootioe, orders Ibr KaiN of any required pattern and weight, and to re-roB oid rails, on the most lioeral terms Stf relKht, i Address N. WILKINSON, 8ec^ Waaauio, va. RAILROAD. IRON. CONTRACTS FOR RAIL S, AT A FIXED PRIOB OB ON GOMMISt^ION, DELIVEBED AT AN EHOLIBH POST, Or at a Port in United States, WILL BS MADE BY TRR USDERfraifED, THBOOORE DEHON, 10 Wail Hi., uuat Rroodway, New York. iOO tona T raDa oo hand M to j&7 Iba. per linear yard. RAILROAD IRON. Thsnndertigned, Agenti for leading Manolaotureri in STAFFORDSHIRE AND WALES, ABB rBIPABEO TO OONTBACT FOB DBLIVBBT Oa koard ahip at Liverpool, or Welab port. *> a COIGBEVE & SON, ■ •■<'^ It Cliff aC, N. T. RAILROAD IRON. The Undervigned, Ag«&ti for the Mannfaetaren, ABB PRBPARBS TO OONTBACT TO DBLIVBB Free on Board at Shippiig Ports in England, or At Porta of I>la«li«rffe In the United Statea, RAILS OP SUPERIOR QUALITY, And of Weight or Pattern as may b« required. VOSB, Iea. BlnKla and Double Shear, Blister, Oerman Spring aiid Sheet Steel of every deacription — kIko, Oast Steel Files of Mfh repo- Utioo, ••peelally ailapied Ibr the naa of Machialata, aad tows and Edge Tools of all Undik A stock of the above gooda oonataiUy oa 1 nta. nTt. USB OHAS. COMOBBTB * BON, Ageni 18 Gliir street, Patents for Inveniions. TD. STETSON, Agpnt for procnrinK pa'ents. No. i Tryon • Ro A circular with full Inforraation sent free by mail. American correspondent Prae. Mechanics' Jour, from lnb4. REMOVAL. WD. STARLING. Metal Broker and Rail Inspector, • from Lawrence Pountney Lane, to the Vestry Housn, '.awrence, Pountney HilL LoHDoa, 1867. Railroad Managers will be interested by an examination of the ''TUBU> IjAR RAIL.," patented io Europe and America by Btbpbbms * Jaa. Kiat, Oovingtoa, Ky. Tbe^e rails bavt decided advantage, over »n]r rsUl hitherto made, among them the fot lowing ;— Tbe "Tubalar RalT of M Iba. per yard baa greater strength and aLiatiei- ity, with the same outside surtsM aa solid rails e< M Iha, per yard. Ita density Is greater. Its welding nearer perftet, aqd Its durability superior. Unlike oilier new Ihnna of rail, H eaa be pot down OB tiie tame chairs, and with the aame fhatewiaga, aaed with comaMai 9 rails. Tbe arrangementa to maimfkctare are soeh that thaas raOa •an be (Uriiu^ed of any Amencaa or Foreign make. Reference is made to the oOccr* of all the railroads in the ficinity of Oincmnati. Additional particnlan aad efaxalars may be had by addraa» ^ ■« Vr. STEPHENS, Clnclnn»tl, OIU*. Railroad Iron. 2/\/"\r\ TONS of Erie Pattern, Orawshays make, on ^\J\J\J Bale. Api^ly to dw40 JAMES TINKER, 64 Exchange Place. CAUTION. As there are nuraeroos imitations of oar FRANOIPANNI, purchasers are requested to see that tlie names of Pibssb and Ldbii are impressed upon the Bottles. "PIESSE<JBnr raaroMxaT rAcroas. FBANGIPAKNI,^ AN ETERNAL PERFUME. The Scent it Qi.i'd.,the Sachet t$ U.U j The Pomade It it., the Suop it 1«. 2, New Bond Str. XiOMDOXr. Sold by an Fashionable PiarciiBfts and DarooiiTS In tbe World. WHOLES ALK AOENT FOR THE UNITED STATES; Bbr. JONAS PUIIXIPS, 87 Pearl at., Am» Tank AMERICAN RAILROAD JOURNAIi. 3t ;»^ F.W.Bhiiielander. JamMA.Boonaan. EdwinA-Poit RllINELANDER, BOOKMAN & CO., RAILWAY AQENTS AMD COMMISSION MERCHANTS, BCPPLT iLL MATBRIIL AID ARTIOIBB UBIO IH TBI CONSTRL'CTlOJi LND OPERATLNG OP BAILWAY8. BANK OF COMMERCE BUILDING, NIW YORK. RiriR TO Jotm A. Btev«o8, E«q., Pretidfni Bank of C a n un ertt. Sam'i 8l<«ut, Em]., Pretident Hud»on River RaUioad C*. Jtmei Boorinao. Keq., MeHxrH. Stilman, Allen * Oo. Meaar*. Cuoper A Hewitt, Menara. Duncan, Sherman fc Oo. RAILROAD_SUPPLIES. WILLIAMS & PAGE, ' Ifo. 44 Wator, between Congress and Kilby Streets, Boston, Mass. Iron Rails, Chairs, Sl Spikes, : FREIGHT AND COAL CARS, (OD band or made at Bbort notice,) u* » Wheels and Axles of all kinds, LOWMOOR, AMKS', BOWUNO. a«d NASHUA TDtSS, IRON AND STEEL. Of all kinds for Shops and Tracka. Car TrlmminKSf Paiou, Oil, TamiBh.Oar asd Switch LoekB, Ventilatora, Laotema, Head-Lights, Oangtia, Rabber SpriDC*. Chairs, Hose and Belting, Ash, Pine and other Tii^ bsr, and ill iiatiiials itssd in ■quipmeot and Repairs of Rallroar'a, Kn|fin«s and Cara, at lowett pneem. TflOS. S. WILLIAMS, PHILIP S. PAGE, Late Bup'c BostcQ ft Me. R. R. Late Faob, Alpu * Oo. m BBFERENCE8. PHBLP8, DODOB tt CO., H.T. CoorBR, Hbwitt iL Co., da Rbbtbb, BnPK &. Co.Phila. Jamss Hatwabd. President Boston aiKl Mali e R. R. Oapt Wm. n. Swift. Bo.-ALB OV FOREIGN AND AMERICAN RAILS GAD IROV 410 ILL MITSSIALS Na<'SSSAST rOB TaS CoBstrDctioo, Eqnipuirfli i Operating of Railwayi. RAILAVAY AND OTHER SECURITIES . BOUOHT AND SOI.D mther priTatelv or at the Board of Brokers* RAILROAD CHAIR WORKS. J B. GBEEIV & CO., Proprietors, i BCCCEP80R8 TO THB New York Wrought Iron Railroad Chair Company. Ono«» No. 51 Excliange Place, New Torlu V •;• •» t ze 5\ 3 HATTNO recpotly p>jrchased, at Receiver's Sale aB 6i* Patent Rii:hU owned by ttae late Mete York Wrvufht Iron Railroad Chair Company, aid also llie entire nukchinery for manufacturing their improve*! Wrouifht Iron Railroad Chair, we are now fully prejared to receive and fill all orders from responsible parties, to any extent, with promptness and dispatch. The thickness of the lips of oiir Chair increases thmoirh the bend, where the greatest strent;th is required, timl diminmlies towards ihe eest Wroaght Iron Chair now In market, to our wortu for a supply ; believ- ing they combine qualities superior to any otbers now mano- &ctured. The Obalrs weigh from seven and a^ialf to Hfteen ponnda, according to the tliickness of the Iron and size of the Chair. To enable us to (;ive you a perfect flt, it will be neeeasnry al- ways to Mni] a (lection of the Rail We cannot undertake to make Chairs without a proper pattern, as it is impoMsible to make a perfect fitting Chair frona a drawing. Our manufacture of Chairs are used on a large mrniber «( Boads, of which the foil .wing list comprises some of Ubem, vM > :. Oalena and Chicago Union Railroad OompaiQ', North OaroHna Railroad 0 «_,.^„_ « - l»t K. JESUP, Ftee Pret-t. Im f. STARR, .'•ec'y oTtd TWa^r, 44 ;^clutBK« I>Utcc, a«w 32 AMERICAN RAILROAD JOURNAL.. THK SCHF.NECTADY LOCOMOTIVE WORKS, H M'llEWECTADV, N. ¥. AVIN^V^rt^ l^ctUtiea, are prepared to rocelve and o^ •cute urile^i fur LflCOMDTIVE EXGIN'ES A^D TENDERS, either fur bumiDg WOOD or COALi* with promptocM Bod die[>atch. BKASS and IRON CASTINGS ; LOCOMOTIVE TTRB3 welded and blocked to exact gizea, and every thing connect«d with the v<*iildiiJK or repairing of LocomotiTea Aimlshed on Ibort notice. TlieM Works being located on the New Tork Central RaB- toad, near the centre of the State, poaseaa superior fiulUti^ Ibr forwanlinf; tboir work to any part of the country, without 4elay. JOHN ELLIS, A^ent. HVAIjTKR. ■BIc^ITBEIli', Superintendent. RICHARD NORRIS. HENRY LATIMER NORRIS. RICHARD NORRIS & SON, LOCOMOTIVE STEAM ENGINE BUILDERS, UTEKTIKNTH 8TRKKT, ABOVl 04LL0WHILLt PHILADELPHIA, naiOID ■ZOLDStTILT IK Til lll>CriOTV*B OP LOCOMOTIVES, RAILWAY TOOLS AND MACHINERY. MAKUTACTTj Rl to order, Loconotlrea of uny ArranfA- Bent, Weii(bt or GBpmeity. In Deaign, Material and Workmanablp, the LocninotiTea produced at these Worki, ■M equal to, and not excelled by any. lioconiotive Engines. D A NFORTH, COOK Sc CO., PATERSON, N. J., HWlNii crtteO «n ciien ivs S.'iop. with the most ap- proviHl Mai-.'iinury and Titol", arc prepared to eiecDte ordt rg (>ntiDuod by tba preaeat Arm, and all urdera will recaive prompt atluntioo. lyA0 UNION WORKS, BALTIMORE. POOLE & HUNT, Iron Founders and General Machinists, ARK prepared to flU at abort notlee and of beat matertate and workmanship, orders for Steam Engrines of any Size. PLATK GAR WHBEL8 and CHILLED TIRS8, equal ki any proiiiiced In the country. WHRII.8 AND AXLE.4 fitted for tue. BTDKAULIO PKES8K8 for expreaaing Oila and flar other purponea. MAOHINKRT of the moat approTcd constroctioo for rkji» tag and flaw Mills. OASnoUDERS of any iin, and Machinery tod Caatinn or all kinds fnr (ias Work*. BTEAM BOrLERS and WATER TANKS of anyriiaof ««»PlpUon. SHAFTING. PULUXS and HANGXUS. WEST POINT FOUNDRY. R. P PARROT, Le«ee. Muiiiifnctiirer of Mnrlne and Stationary £3 3sr ca- 1 1^ £3 s , Snear Mills, Saw If ills, Iron Bridges, Cannon, WATLR IM rK3. ROn.ER.S. IKON BCILDIN03, CASTINGS k FORCINGS OF ALL KINDS Wn. KKMIII.E, f A|;enta, CIIAS. J. NOUUSE, S 20 Weat StrMt. 31ACHINERY OIL. REFINED NEAT'S FOOT OIL VITARRANTED NOT TO GVH AND equal m every respect to the boat Sraan Oil for aB klnda of niacliiiiery use. PETER COOPER, n Burling aLp, PA TENT METALLIC OIL, micrAOTvaao inrDtB mi patiht or J. A ir. mr. cij]viberl.aivd, AiMi under the peraonal BaperintendeDca of the Inveotor. THE NEW YORK CUMBERLAND METALLIC OIL FOOT OF 24lh STREET, EAST RITER. OEFICE, 205 BROADWAY, »EFI 'fTTE re»p«ctflil)y call the attentioii of tboaa Intereatad in tb« ruiuuDg of STEAMSHIPS. Machine Shops, Factories, and Machinery of all kinds, to the valuable qualities of oar OH 1. It is entirely firee ffl fa. Gam, eoola heated Jooi^ oals quicker than water, and keeps them cool by Its supe^ rlor antl-frletlon properties. 2. By its use lesa moti-re poorer la required than in naing any other oil yet known. It win move machinery with -very perceptibly less motlT* poorer tban Sperm Oil. 3. The aame quantity will last at least 33K P«r cent, longer than Sperm, or any other Oil, and the quidiiy is always atrlotly nnlform In its seaaon. We make Summer and Winter Oil A. naving largely increased the capacity of oar works, we have been enabled to reduce the prices below those of last year ; and It is our intention to keep it at all times below the price of Sperm. The prejudice exi&tintr against Oils has very properly grown up, and we are (li!ly aware of the deceptions which have been and still are pr.ictised by iinscrupulonH j>erm)n» ; but we are pr<-|>ared to subiitantlate all the foregoing^ stat«> uients ri'laiive to tlie Huperiority of our Oils, at OUR OFFICE, 203 BROADWAY, by large numbers of certificates of the best managed tinea of Railroads, Steamships, Machine Shops, k Factories In this country, testifyinK to its value as being greatly superior to any other. Most of the CPrtiHcatcs being of prominent Companies, it is probable that more or lem of lh«-m will be l(ni>wn to all We have also the MEDALS and DI> PL.O.nASawardee ready to reftand tlie money if tlie fiicts above vtated are nut satisfactorily subutaty tiatcil on trial of the Oil ; and we oniy solicit from those who have never u.^eil it very small trial orders. We also make SUPERIOR GREASE, TAI.LOW, AND Tlic BURNINO OIL will hum in any lamp that will l>iirn Sp<'rin, laAting lon|;er, and burning without smell or smoke. We manufacture an OIL EXPRESSLY FOR SEWING MACHINES, GREATLY SUPERIOR TO ANT OTHER, AND IVITH L.ES8 SMEI.L. Several have attempted to Intltate our Oil, calling it <'METAIiLIC OIL," as well as giving it a similar appearance i and we would CAUTION buyers against them, and advise them to see that our brand — "NEW YORK CUMBERLAND METAL^ Lie OIL WORKS, FOOT OF EAST 24th ST." with the names of the inventors and kind of Oil, is apon every package, kowre-rer small. Address,— N. Y. C. METALLIC OIL WORKS, tear NEW YORK. THE IMPERIAL LUBRICATING OIL, MAIDriCTCBSD BT J. c. Hin.1. & SONS, (Formerly W. IIcll k. Son,) 108, 110, lia, 114, 116 and 118 CHIT St., FOR RAILROADS, STEAMSHIPS, MILLS, MACHL\E SHOPS, ETC. THIS OIL having bepn before the public for s long time, and having been extensively used In ditferont parts of the country, and on each ocoacion meeting with unqualified ap- proval, renders tlio inanulacturer* confldeDt when making the rollowing claims : — IsL It<* flrM cost is vastly less than that of any GO in use, of known merit or acknowleJged worth. 2nd. It will not In any Mray |rum or clog up any Journal or t>earing, all the gum in the Oil b«in|( entirely decom- posed. Srd. It will keen all journals and bearings cool, clean and brigkt as cew, thus not only saving wear and tear, but saving also no inconsiderable amount of motiira po'wer. 4th. It is fli'ly as durable as any Oil in the market, and consumers are invited to make their experiments on tuch jour* nals as are inclined to he<)t up. 6th. It is sweet and clean, and entirely free from all odor or unpleasant smell. ^""j. C. HULL &. SONS*^ REFINED BURNING OIL. Buyer* are requested to give this OUi a trial, as it is l>» lieved that it will be found the CHEAPEST, CLEANEST AND BEST OIL FOR BURNING, (all things considered), in the market CERTIFICATES from a large number of Railroad and SteamlMtat officers, also, prominent Hanufacturen and Machine Builders, can be seen by application as abova TAW & BEERSy DBALERS IN Spern, l¥taale and Elepbant Oili» AdamaDtine Car and other Candles, AND HAWUFACTPRBRS OF TAW'S LUBRICATING GREASE FOR RAILROAD CARS AND HEAVY MACHINERY. THIS celebrated OREASE baa been In use opwar.1« ot Ten years i and is in the opinion of FORTY R AJIi- ROAD CO.M PANIKS, whom we regularly supply. The Cheapest and Best Lubricator in use. Parties ordering, will please state the kind of l)OX, or descrip- tioD of machinery. w»oim«»m 7. ^^^ ^ BEERS, 18 SOUTH WATUR 8T., PklUtdelpklau OIL! OIL! PEASE'S IMPROVED ENGINE and SIGNAL OIL, roa RAILROADS, STEAMERS, PROPELLERS, ARD POR BVBRT CLASS OP BIACIIINERT AND BX7RNINO. PRACTICAL TESTS, by Engineers and MachiniaU tA Thousands of Oalloas, prove this Oil to be superior for Burning;, and T^VENTT-FIVE per cent more durable than Si>erm Oil, for Lubricatinir, and the only Oil that is in all cases reliable, that will keep bearings cool, and In no case has it Ikiled to meet the approval tt the consumer. The SeientilU Ameriean and Manufaeturer'i Joumal, after testing this Oil. pronounce It auperlor to any other for La bricating.— For sale ONLY by the Inventor F. S. PEASE, «1 Main St., BUFFAI.O. Reliable orders flUed fbr aaj pert at tiw IjDited States • Europe. AlERICAN RAILROAD JOURNAL. ■■■•.^'W--,- "steam navigation, commerce, finance,- . INSURANCE, BANKING, MINING, MANUFACTURES. ^^ HENRY V. POOR, Editor. ESTABLISHED IN 1831. PUCLiailKD WEEKLY BY J. H. 8CHULTZ & CO., AT NO. 9 SPRUCE ST., NEW YORK, AT FIVE DOLLARS PER ANNUM. Second Qdarto Sbrieb, Vot. XV., No. 3.) SATURDAY, JANUARY 15, 1859. [Whole No. 1,187, Vol. XXXII. K#- M ■88R8. ALOA-R & STREET, No. 11 ClemenU Lane, IxNnbaril Street, LoTOOH, are the aiitliorised European Agents for the JournaL principaij coNTJBirrs. Loiidoa Correspondence 33 New York and Erie Railroad 40, 33 Terre Haute and Richmond Railroad 35 Maryland Coal Trade 36 Journal of Railroad Law 36 Steubenville and Indiana Railroad 37 New York City Banks 37 Bank Dividends 37 Interest on City, State, County, Railroad and Other Bonds 37 Insurance Dividends 37 Railroad Dividends. 37 City Railroads 37 Railroad Earnings 39 Orange and Alexandria Railroad 41 Finances of the State of New York 42 foreign Commerce of New York 43 Paciflc Railroad 43 Finances of Michigan 44 Bank of England 44 Bank Statements 44 American Railroad Journal. l>lTBLi3nBD BT J. U. SCHULTZ at GO. No. Spbdob bt. NeMT York, Saturdayi Janoary 15, 1859. Itondou Correspondenoe. 2G, Tbboguortox Street, } London, December 17th, 1858. ) To the Editor of the Am. Railroad Journal. Dear Sib, — Your remarks upon the unnatural combinations for procuring the foreclosure of the mortgages executed by the Marietta and Cincin- nati Railway Company have attracted much at- tention here, and probably some better scheme may be adopted for the benefit of the parties in* ttTcsted. That the second mortgage should take 80 prominent a position, to the detriment of the first mortgage holders, seems rao^t unjust, and it is to be hoped the laws of the United States will dis- countenance so inequitable aa arrangement, if there be even one dissenting first mortgage holder to protest against it. The holders of upwards of $200,000 first mortgage bonds object to the right of Mr. Hallet to compel them to agree to his terms, more particularly as the threat has been held out, of their obtaining only their proportion of the nominal sale of the road if they do not fall into his proposal. Considerable excitement has occurred in the market, in reference to the shares of the Illinois Central Railway, in consequence of the renewed report in the New York papers, of a call of $20 per share, to be made upon the share capital of that Company ; and a broker who is largely inter- ested in the line condemns the conduct of the dep- utation of London shareholders, for withholding the report of tho condition of the Company's finances, as supplied to it by the Directors, when the deputation visited America. There certainly must be some great error as to the amount of call. Certainly $5 per share would amply sufBce for the current year, if there is any dependence upon the accounts hitherto presented. Our great authority. " The Times," is setting up this line as the model of American railways, overlooking the fact that it was more of a land or State speculation than a commercial enterprise. From Cairo to Chicago could n^ver have been any very great route of commerce, otherwise, now that a railroad connects the two cities, one would have sprung up. The line may pay as a local line, but its great length will possibly prove a bar to a profitable through traffic for freight. The report of the London deputation recommends an issue of bonds in the place of a call upon the share capital, but it is understood here that if the committee of London shareholders does not provide the money required by the Com- pany, the Directors will make tho call of $5 per share. At any rate, the known want of money has affected the value of the Company's shares, and this week they touched the lowest price they have yet reached in the London market. A fair amount of business has been done this last week in State Stocks, first class American Railway Bonds, the Construction Bonds of the Illi- nois Central, the New York Central, and tho Penn- sylvania Central. The Illinois Central 7 per cent, construction bonds have officially marked 80|, 81i, and 82; Freelands. 82. The shares, 29i, 30, 32, 31, 33, 32. Michigan Central Sinking Fund Bonds have marked 87 J, 86 J ; New ^ork Central Bonds close 1 per cent better, and the shares 2 per cent, better, the last price being 781 ; New York and Erie Sinking Fund Bonds have gone np one per cent., and the Company's shares mark ICJ, and are one per cent, better than last week ; Penn- sylvania Central Shares have also advanced one per cent. Yours truly, &c., ' . . WiLLiAx Lancr. New Tork and Erie Railroad. REPORT FOR 1858. The acc/»unts ot this Company for the fiscal year ending 30th September, are herewith submitted. In judging the results they present, it must be borne in mind that the past fiscal year has been one of unparalleled trials and difficiilties to most of the railroads of the country. It waft inausu- rated by the financial crj.sis in October, which caused the suspension, not only of this and so many other Railroad Companies, but al.w of nearly all the Banks of the Union. The annihilation of credit both here and in Europe, which followed, arresu*d snddenly all commercial and industrial operations, greatly reducing the traHio of the country, and thereby most injuriously afTeciini: the revenue of all railroads. The ajjreenient between the four great lines of Railroads sustained, for a while, the rates of transportation, notwithstandins tl»« limited amount of traffic ofiering ; but in December last, the competition between the great lines recom- menced, producing the usual and inevitable result : a gradual but steady and imporUnt reduction in the rates of transi>orution, further increased on the opening of inland navigation, by the competi- tion of canal forwarders, who were enabled to re- duce the rates of transportation unusually low in consequence of the im|>ortant reduction made in the Canal Tolls. This Company made every pos- sible effort to arrest this ruinousand constantly in- creasing reduction in the rates of transporUtion, but without success, ai»d finally, in self-defence, was forced, in June last, to reduce the rates of pas- senger fares. Thus, a greatly reduced traffic had to be done at unprecedentedly low rates, whilst the condition of the road and equipment, rendered large expenditures imperatively necessary, to re- store them to the condition required for the safe and economical administration of the road. — The embarrassed finances of the company were burihened by the interest on $1,750,000 expended in the purchase of lands and the construction of the Tunnel and Docks in Jersey City, whilst the unfinished condition of these valuable improve- ments prevented the Company from deriving the slightest benefit from them. Numerous old cTalms and law suits were jiressing on the company, which, when adjusted, further burthened ius finances. A large portion of the fuel consumed during the year, was of inferior quality, purchased at high prices, so long since, that it had partially decayed, and which had to be removed at considerable "expense because lying at points where it could not be used. The use of inside bearing journals, condemned by 34 AMERICAN RAILROAD JOURNAL. every practical machinist, rendered it impossible to reduce essentially the expenditure for oil and for repairs of running gear, without first altering the entire equipment of the road. These are some of the reasons why the revenue of the Company is less than it has been since the year 1852-53, whilst the expenditures reach a per centage exceeding that of any previous year. The gross revenue of the year amounts to $5,151,616 43 Less : — Ordinary expenses, in- cluding taxes, loss on propellers chart- ered, fuel destroyed, etc ^3,871,908 69 Extraordinary ex{>en- ses, doubtful assets, depreciati'n of woo% * Increase. 1856-1857. 1857-1868. Incr. Repairs of Track. $V 76,436 54 $936,546 55 21 Do. bridges 46,096 23 84,300 35 83 Do. stations, &c. 34,682 09 40,972 46 18 Do. cars 392,271 21 471,122 27 20 Damages for inju- ries to persons. 15,225 77 33,975 12 123* Dec. Office and station expenses 414,966 04 333,466 64 19 Cost of running. . 1,131,472 67 987,926 55 13 Qeneral expenses. loss and damage of gooda «& bag- gage and cou- tingencie J 225,025 24 213,860 64 19 Repairs of engines & tenders, tools and machinery in shops 489,815 09 419,161 83 141 Incidental & mis- cellaneous ex- penses 288,822 94 207,878 68 28 Bills payable 1,982,482 42 AccoQDts payable, including past due coupons, less cash and cash . ; •' , ^ ■ items, and acc'ts receivable 842,934 34 732,257 86 678,678 39 Less, bonds in sink- ing find 1,386,000 00 1,402,000 00 With a decrease in passengers moved of 23}.^ per cent., the miles run by passenger trains are only decreased ly^ P^r cent., as it was impossible to reduce the number of trains below a certain point ; and with a decrease of 16)2 per cent, in the tonnage moved, the miles run by freight trains show an increase of 2} per cent. — the through traffic having formed au unusually large portion of the whole. This result seems discouraging, but under the circumstances what else could have been expect- ed ? In the accounts annexed no attempts have been made to present the results in a more favor- $3,844,812 82 $3,729,200 99 The decrease in the expenditure for the admin- istration of the Company and its traffic is $117,816 74, whilst in the repairs of the track aiid roadway, bridges and cars, which maintain or iucrea.se the value of the property of the Company, ^there has been an increase of $283,456 66 over the already large expenditures of the previous year for the same object. The large expenditures for the two past years on the road bed and equipment, prove conclusively the folly of attempting to economize by deferring the repairs of these important de- partments. For every dollar economized by such means,, several dollars have to be expended ere long. Of the extraordinary expenditures, $16,- 909 74 are for Cascade embankment ; $22,287 82 for depreciation on old wood remaining on hand on the 30th September; $39,153 54 doubtful as- sets previous to 1857. All the extraordinary ex- penditures, as well as those strictly belonging to the construction account, have been deducted from the gross revenue of the year, and thus form part of the deficit. At no previous period have so few unadjusted claims been outstanding against the Company. The reduction in the working expenses aie far from being as great as they should be, but it must be remembered that a system which has existed for years, cannot be altered at once. In the course of the present fiscal year, the road and equipment will be further improved, which will greatly contribute to reduce permauently the work- ing expenses. During the past year experiments have been * The consequence of the unfortunate accident at Shin Hollow, which threw two cars down an embankment . ■>-?•-. To»al indebtednes8.$25,830,416 76 $26,386,962 80 The acceptances endorsed by D. Drew, Esq., have been reduced from $1,500,000 to $314,283 46. The earnest and repeated appeals made to you to extricate the Company from its embarrassments, resulted iu securing to the Company only $29,- 505 ! ! although $2,000 of fourth mortgagu bonds were ofiered for every $1,000 advanced. This in- difference to the welfare of the Company, on the part of those most directly interested, was most discouraging to the Directors an^ ofiicers, and left them to struggle through the difficulties without other assistance than the subscriptions to the fourth mortgage bonds. My visit to England last winter secured subscriptions to the new loan of $1,500,000, which, with those obtained here, have been of great advantage to the Compauy, by re- ducing the floating debt which pressed so heavily on its finances. Up to the 30th September last, only $3,020,000 of the new loan had, as yet, been issued. It is reaUy surprising that the unsecured bondholders have not availed themselves more promptly of the undoubted advantages offered them by the new loan. Out of $10,600,000 un- secured bonds, iu the bands of the public, $3,000,- 000 were offered the privilege of conversion into fourth mortgage bonds, and $3,000,000 into fifth mortgage bonds, on condition of paying $3,000,000 in cash or indebtedness of the Company, iu ex- change for fourth mortgage bonds at par. The fourth mortgage bonds ofier ample security in any event, for the entire issue of bonds under the four mortgages, is limited to $19,000,000, the annual interest on which is so moderate in amount, that there can be no doubt of the ability of the Com- pany to earn it under any possible circumstances. The second mortgage bonds of this Company, amounting to $4,000,000, mature on the 1st March next. In the present condition of the finances of the Company, it is out of the question to reim- burse them on that day, but as these bonds are most amply secured, it is proposed to allow the holders to retain all their present rights, as in the ca.se of any other real estate mortgage past due, and to continue to pay them the interest promptly as it matures, on the first days of March and Sep- tember, until such time as means can be provided to reimburse them, which will be done at the ear- liest possible moment. This course will entail no sacrifice 01 the Company, or on the holders of these bonds, for the latter, in the present condi- tion of the money markets of the world, would find it impossible to reinvest their capital, in secu- rities at par, offering equal security and produc- tiveness. The entire amount of the two first mort- gages is only $7,000,000, for whi.'.h is pledged pro- perty, which has cost over $38,000,000. It cer- tainly cannot be the interest of any of the credi- tors of this Company to involve it in litigation, which thus far it has fortunately escaped, as this would at once reduce the market value of its secu- rities, and eventually render many of them, as well as the stock, entirely worthless. A tempo- rary advance to the Com pan jf, at the present mo- ment, of five per cent, on your shares, would as- sure the prompt completion of the tunnel and docks at Jersey City, and probably add ten per cent, to the market value of the shares and bonds of the Compauy, aa the lacUiUea for the iraq^por- AMKRICAN ItAILROAO JOUUKALi. 35 tioQ of merchandise and produce to and from the West, which these improvements will offer, would greatly increase the traffic of the Company and enable it to meet all its engagements. I cannot press too strongly on you the importance of promptly finishing these works. If they be al- lowed to linger in their present unfinished state, both yourself and the unsecured bondholders will be greatly and, possibly, irreparably injured. The Directors and officers of your Company wi'.l con- tinue their eflforts to extricate it from its embar- rassments, but the success of their efforts, if un- aided by you or other parties in interest, will depend upon circumstances beyond their control. With the improvements in Jersey City completed, and the road and equipment in proper condition, any ordinary year's traffic will enable the Company to meet all its engagements, and to take that pro- minence which the magnitude of the work and its geographical position clearly indicate as the fu- ture. Charles Mokan, President. New York, Dec. 30, 1868. Transportation for the year ending September 30, 1^68. Eabninob. ■ . ' Total. From freight .... $3,843,310 77 From passengers 1,182,258 27 From storage 1,929 34 From telegraph 9,645 77 From rents 15,851 55 From hire of cars 3,934 73 From mails 94.686 00 Total earnings $5,151,616 43 Expenses, including taxes .. . 3,791,457 52 ' :.' Net earnings $1,360,158 91 TBANSPORTATIOX EXPEN.SES. Distribution of Account. Year end'g ' Sept. 30, Office and Station Expenses: — 1858. Office expenses and stationery $41,866 12 Agents and clerks 146,600 83 Labor, loading and unloading 145,499 69 Cost of Running : — Porters, watchmen and switchmen .... 53,359 64 Wood and water station attendance . . . 8,984 68 Fuel, first cost and labor 471,040 34 Passenger conductors, baggage and brakemen 67,149 29 Freight conductors and brakemen 113,283 40 Passenger enginemen and firemen .... 68,462 95 Freight do. do 121,863 65 Oil and waste for passenger engine and tender 19,557 92 Do. for freight engine and tender 86,532 73 Do. for passenger and baggage cars . . . 3,665 87 Do. for freight cars 24,026 28 General Expenses : — Loss and damage of goods and baggage, 34,340 92 Damages for injuries to persoos 33,975 j 2 Do. to property ....«, w.y 3,104 28 General superintendence 69,051 92 Contingencies 107,363 62 Repairs of Engines and Cars : — Engines and tender, passenger 120,519 42 Do. freight 238,114 33 Passenger and baggage cars 140,771 02 Freight cars " 330,351 25 Tools and machinery in shops 30,189 53 Incidental expenses about shops 30,328 55 Repairs of Track and Roadway : — Road-bed 81,491 27 Track 838,347 91 Fences, gates, etc 16,707 87 Repairs of Structures : — Truss bridges 84,300 35 Passenger, wood and water stations . . . 29,764 41 Engine and car house, machine and workshops 10,409 82 Rents (dwellings) 798 23 Incidental :— v; m.. V -- ' ,* Superinteudeace and office expenses . . 822 50 Taxes 62,256 63 Contingencies 10,665 76 Miscellaneous: — Ferry ,^»i^\^.ii%.\i,,9.\^i,\\^ 35 Expenses of operating telegraph 44.749 74 Express expenses 48,525 23 Total ... 1 ...... 1 . ... . . . . $3,791 ,457 52 Comparative Statement of Balances of General Ledger, Sept. 30, 1857, and Sept. 30, 1858. Ckeoits. Sept. 30, 1857. Sept. 30, 1858. issued $11,000,000 00 $11,000,000 00 Funded debt 24,891,000 00 26,438,016 55 Bills payable 1,982,482 42 732,257 86 Accounts payable . 724,669 88 908,812 20 Profit and loss ... . 483,31616 Total $39,081 ,4GS 46 $89,079,086 61 Increase. Decrease. Funded debt $1,547,016 55 Bills payable $1,250,224 r>0 Accounts payable . . 184,142 32 Profit and loss 483,316 16 Total, Debits. Construction Union Railroad im provement Cash &. cash items, Materials Fuel Long Dock Co. .^ . Other assets Bills and accounts receivable Discount on bonds, 1875 Sinking Fund Profit and loss Sept. 30, 1857. $34,033,680 16 435,643 77 21,467 71 547,336 05 572,371 70 744,042 30 372,773 07 $2,381 85 Sept. 30, 1858. $34,058,632 63 435,613 77 44,717 06 486,677 11 317,920 88 973,083 08 324,360 11 360,267 83 185,416 75 607,885 87 1,386,000 00 592.615 29 1,462,000 00 198,019 93 Capiul stock issued, including div- idend No, 6 $11,000,000 00 First mortgage bonds, due, 1867 $3,000,000 00 Second raortg. bonds, due 1859 4,000,000 00 " - . Third mortg. bonds, duel883 6,000,000 00 Fourth mortg. bonds, due 1880 3,020,51155 .; Fifth mortg. bonds, due 1888. 1,500 00 10,022,011 W Convertible bonds, due 1871 $3,423,000 00 Do. due 1862...... 3,001,000 00 Sinking Fund bonds, due 1875 3,9i!5,500 00 ToUl $39,081,468 46 $39, Increase. Construction $24,952 47 Cash and cash items. . 23,249 35 Materials Fuel Long Dock Company.. 229,040 78 Other assets Bills and accounts re- ceivable ..• Disc'nt on bonds, 1875, Sinking Fund 76,000 00 Profit and loss 198,019 96 079,086 61 Decrease. $60,658 94 254,450 82 '48,4i2'96 174,851 08 16,270 58 Total $2,38185 Balances of General Ledger, September 30, 1858. Construction $34,058,632 63 Union Railroad improvement 435,643 77 Cash and cash items on hand $44,717 06 Materials on hand 486,677 11 Fuel on hand 317,920 88 $34,494,276 40 Owners, of Lake Erie propellers $170,013 Owners of Lake Erie steamers 40,000 Rolling stock, etc., bought of Can. & Niagara Falls R.R. Co.100,000 Real estate 4,4% Bonds Quincy & Toledo R.R Bonds Buffalo, Coming & New York R. R Bonds of the City of Toledo 849,315 05 12 OOv 00 32 500 00 9,000 00 100 00 1875. Discount on bonds due Sinking Fund Long Dock Company Rolls and accounts receivable. Profit and loss 324,109 44 592,615 29 1,462,000 00 973,083 08 186,667 42 198,019 93 10,349,600 00 Acceptances, duo 1860 Seven per cent, certi- ficates Bills payable Accounts payable . . . Unpaid interest en mortgage bonds . . . Unpaid interest on unsecured bonds . . 40,000 00 26.505 00 732.257 86 480,762 20 159,425 00 268,625 00 3,707,575 06 Total. I • •• *^»p ,•,*,. $39,079,086 61 Total..;. ... ....... ..$39,079,086 61 Terre Haate and RicHmoiid Railroad. We have received the tenth annual report of this company from which we learn that durin:i the fis- cal year ending November 30th, there were sur- rendered and converted into capital tttock fifteen thousand of the company's seven per cent, bonds increasing the capital stock to $1,375,450. The bonds outstanding are $235,000. The aggregate of stocks and bonds is $1,611,450. The gross receipts from transportation for the year has been : From Passengers $189,097.59 " Freight 164,514.53 " Mails 6,083.34 " Express 9,873.61 " Coal 9,490.00 " Miscellaneous 1,116.63 - $380,274.60 And the expenditures were : . r Train expenses $31,409.09 Fuel 19,110.44 Oil, waste, tallow, ctc,ii*.«« 3,279.14 Repairs of road 44,066.80 " "buildings 3,203.32 .■..* " " engines and cars . 42,593.58 i. • " "fences 3,949.60 .. •. " bdgs. culverts,etc 18,697.81 .,• ." Depot expenses 15,044,92 Salaries of officers 6,300.00 Miscellaneous 7,171.04-193,825.74 Profit for work done in machine shop for other roads $186,448.80 374.89 Neteamings $186,823.76 Less taxes, interest and dividends 162,949.32 Surplus earnings $23,874.43 The equipment of the road consists of 18 en- gines ; 17 passenger, 8 baggage and express, and 290 freight, stock, coal, and gravel cars. The average cost of engines per 100 miles nm has been : Repairs of locomotive $6.43 Oil, waste, tallow and packing yarn 77 Fuel, (8,600 cords wood at $2.20) 7.34 Wages of engineer, fireman and cleaner 6.34 ■it--' -.-• $20.88 »G AMERJCAN RAIL.ROAD JOURNAL. This road Las doue a profitable busiuess during the past year notwithstanding the general depres- sion, enabling the board to declare two dividends of 5 per cent, each, amounting in the aggregate to $187,645. The masonry of the bridges has been completed, and nearly the whole road laid with new ties and fresh ballasted. Passengers to the number of 129,423 have been carried over the road, without injury to any one. Although the season has been remarkable for freshets, not a bridge or culvert has been injured or a train delayed. OENEBAL STATBlfBirT. Capital Stock $1,376,450 00 Bonds 7 per cent 235,000 00 Dividends unpaid 530 14 Dividends declared 68,822 50 Surplus account 166,187 34 George's Creek Region; 1,871,963 from Brad- dock's Run Valley, and 1,540,184 from Jenning's Run Valley. $L846,989 98 Construction $1,585,809 22 Union Depot and Track, Ind 25,640 78 Evansville and Crawfordsville R. R. stock • Atlantic and Mississippi R. R M. & Indianapolis R. R. Inc. Bonds. Real Estate for wood Material Fuel Railroad Iron - Due for U. S. Mail Bills receivable : Terre Haute and Alton Railroad. . . Sundries Treasurer -$1,611,450 00 24,429 89 525 00 1.600 00 2.601 10 33,399 77 18,000 00 6,400 00 3,802 09 63,859 82 2,728 24 79,194 07 :, $1,846,969 98 The following gentlemen have been elected di- rectors of the road for the ensuing year : E. J. Peck, President and Superintendent. Chas. Wood, Secretary. ' ' / John Scott, Treasurer, Directors.— Chinncey Rose, James Farrington, Demas Deming, W. H. Thornburgh, E. J. Peck, A. M'Qregor, II. Ross, Chas, Wood, William K. Ed- wards. M»ryla«d Coal Trade. We learn from the Cumberland Civilian that there was shipped from the coal region of AUe- giiany county, durins the past year, by the seve- ral Companies, the following number of tons. Cumberland Coal and Iron Company 74,000 Hoflfman Mining Company 66,441 ^Etna Coal Company 16,071 Frostburg Coal Company 23,156 Borden Mining Company 76,573 Alleghany Coal Company 20,311 Daniel C.Bruco 1,312 George's Creek Company 82,336 Franklin Coal Company 84,222 Potomac Coal Company 13,393 Barton Coal Company 21,994 Swanton Coal Company 74 Piedmont Mining Company 21,804 American Company 129,082 Detraold 34,622 Hampshire Company 64,305 Midland Company 349 -- Total 642,726 Amount shipped for 1857 612,291 Increase in 1858 30,434 Of the above amounts 277,293 tons were from the Frostburg region, and 365,432 tons from the Western port region. The total shipments since the commencement of operations in 1842 reach 4,933,687 tOLs, of which 1,631,489 were from the Journal of Railroad I'dge overruled the objection and directed a verdict for the plaintiffs for $2,000, and the inter- est. Upon appeal to the Court of Appeals, however, this judgment was reversed upon the ground that the contract being in effect made by Mr. Stevens as agent for the one company with Mr. Stevens as agent for the other was invalid. The following is all of the opinion relating to this question. Dknio, C. J. — It has been settled by a long course of adjudications in the courts of equity, that a trustee or agent of one person cannot make a valid contract respecting the subject matter to which the trust or agency relates, where he has a personal interest. His constituent, it is said, is entitled to have all his skill and judgment em- ployed in his service ; but if be is himself the other party to the contract, the utmost which could be expected from a very honest man would be the ordinary fairness of an umpire. The Eng- lish cases are for the most part collected in Foley's rrincipaX and Agent, by Lloyd, S3, and the notes. The courts of this State have followed the principle of these cases with great constancy, and the rule may be considered perfectly well settled. (Tcrrey vs. the Bank of Orleans, 9 Paige, 663 ; Van Epps vs. Van Epps, ii., 237 Hawley vs. Cramer, 4 Cow., 736; Bostwick vs. Atkins, 3 Comst, 53.) It is not necessary for a party seeking to avoid a con- tract on this ground to show that an improper ad- vantage has been gained over him. It is at his option to repudiate or to affirm the contract irre- spective of any proof of actual fraud. The pria- ciple has been most frequently applied to executed contracts and to sales of land or goods, but in its nature it is equally applicable to executory agree- ments and to other subjects. The parties to the contracts in this case are both corporations, and must of course transact their business through the instrumentability of agents ; and Mr. Stevens was the agent of both parties. The plaintiffs were entitled to all his skill and ability, and the defen- dants had the like claims upon him. Neither re- quired the services of an indiflorcnt person, whose oliject might be to secure ecjual advantages to both the contractors. No one will contend that he, as the defendants' agent, could have made a contract to insure himself; but his duty to the plaintiffs required that be should act in their be- half with all the sagacity and discretion which a fair man would have exerted in his own business. There was, therefore, a manifest inconsistency in his attempting to negotiate this insurance as the agent lor the insurers and the assured. The pr^< cise case of one person assuming to act as the agent of both parties has been considered as with- in the rule. (Copeland vs. Mercantile Insurance Co., 6 Pick., 198 ; Story on Agency, (> 211, Paley on Agency, by Dunlap 33 and note [3] ; ex parte Bennett, 10 Ves., 381.) It is unnecessary to go the length of saying that there was no contract, in strictness of law, though there are some cases which hold that where a bargain is made by a person representing both parties as the agent of each, it is simply a nullity for want of the aggrt' gatio mentium which is necessary to the existence of a contract. (Florence vs. Adams, 2 Robinson's, 556 ; Beal vs. McKinnan, 6 Lon. R., 407.) It is enough for the present case to hold that this policy was made under circumstances which would en- able the defendants to avoid it upon the principles of equity, and that it is sought to be enforced in a aourt where these principles are among the grounds of decision. The same question now presented lately arose upon a policy of insurance in the Supreme Court in the Fifth District, and AM£RiCAJN RAILROAD JCIURNAL. 37 haL court held the contract Toid.| (Utica Ins. Co., vs. Toledo Ins. Co., 17 Barb., 1*32.) The opinion by Mr. Justice Allen, contains a sound exposition of the law. The letter of Mr. Stevens to the defendants' secretary did not disclose his connection with the plaintid's company. What is said as lo "risks on property where our company have risks" would not necessarily or probably be understood to refer to a company of which the writer was an officer. The expression would naturally be regarded as having reference to an insurance company located in the village in which the writer resided. But if this were other- wiie, the answer of the secretary did not author- i'/.e the policies which he sent to be issued to that or to any other company in particular, or in a case where it would not be lawful to use them. If it should be shown on a future trial that the officers of the defendant's company knew or had informa- tion of the fact that Mr. Stevens was the secretary of the plaintiffs, it will raise a different question from the one now discussed and elicited. Net Deposit and Circulation. i February 6, 1859, the time lixeU bj law lur llie Attaining their maximum redemption of said stock. > ' ; ■ 55, Jan. 4, 154,790,75'J. July 14, $75,'285,848 SteabcnT-llle and' Indian* Rail Road. The following gentlemen have been elected Di- rectors for the ensuing year: Thos. L. Jewett, James Collier, James ^RirnbuU, Wm. KHgoar, Jas. Parks, Joseph Means, Chancey Dewey, Wm. K. Johnson, Geo. W. Adams, Willis Robbina, Wm. B. Hubbard, Samuel T. Canby and Robert H. Nu- gen. r;:"- \- ■" . '- New York City Banks • We give below a valuable compilation of the Bank movement of New York city for some years. The statement of January 1st, 1859, as compared with that of January 2d, 1858, shows changes as follows : Loans & discounts .$127,549,983 Inc. $29,034,336 Specie 27,129,726 Dec. 1,432,221 Net Deposits and circulation 98,538,281 Inc. 27,014,011 Average daily ex- changes 20.606,551 Inc. 7,005,194 per ct. Jan. 2, 1858, the per centage of coin to net liability was 40 Jan. 1, 1859, the per centage of coin to net liability was 27)^ 1855 1856, Jan. 5, 66,223,983. Aug. 4, 81.721,971 1857, Jan. 3, 72,279,942. June 6, 78,071,662 1858, Jan. 2. 71.520,270. Aug. 1, 98,564,238 Net deposits and circulation were increased 1855 $20,495,099 etjual to 37>^ per cent. 18i>6 16,497,388 " 28 " " 1857 5,791,720 •' 8 " " 1858 27,029,908 " 37>^ " " Average 26 per cent. Specie. Attaining its maximum. 1855, Jan. 4th $13,596,963. Feb. 3d, $17,439,190 1856, Jan. 6th, 11.687,209. June 23d, 17,871,955 1857, Jan. 3d, 11,172,244. Dec. 19lh, 27,957,326 1858, Jan. 2d. 28,661,946. Aug. Ist, 35,712,107 •v -,.!»..' .,-: ; £qual to . ' . " i)er ct. 1855, Specie incr'd until Feb. 3, $3,842,293 28 1856, " " June 23, 6,184,746 32 1857, " " Dec. 9 16,785,082 150 1858, " " Aug. 1, 7,160,161 25 Average 64 per cent. Specie at its maximum. Decr's'd from its max'm. 1855, Sept. 29, $9,919,124 43 per cent. 1856, Oct. 13, 10,382,751 42 1857, Oct. 17, 7,843.231 72 " ^ 1858, Nov, 4, 26,039,277 27 Average 46 i)er cent. Showing that the specie reserve has been reduced 12)<^ That net liability has been increased 37)^ And a reduction comparative strength of position of 60 The loans and discounts have been in- creased 29)^ And the specie decreased 5 Loans and Discounts. Att'g their maximum 1855, Jan. 4, $82,244,706. 1866, " 5, 95,863,390. 1867, " 3, 109,149,153. 1868, " 2, 98,543,983. Aug. 22, 124,341,827. Oct. 9, 128,599,249, IxMns and Discounts. At their maximum. 1865, Aug. 18th — An Increase of 23 per cent' 1856 " 4th " 17 1857 " 8th " 12 1868 •' 19th " 9 Average increase after January, for four years, 20 per cent., which i if adde4 to present loans and dlscountfi^$127,584,3I9x $25,516,864 equal *iKA ini laa •'; '*.'.. ■■ ■ -^ '' » Aug. 18, $101,154,000 1, 112,221,562 8, 122,177,252 Dec. 19, 127,056,010 Bank Dtirldenda. The New Orleans Canal and Banking Co. have declared a semi-annual dividend of 5 per cent., payable Feb. 7, to New York stockholders at the office of M. Morgan & Son.s, 37 William Street. The Morris Canal and Banking Co., a semi-an- nual dividend of 6 per cent, upon the preferred stock; also 1^^ P®'" cent, upon the consolidated stock, payable Feb. 1st, at the office of the com- pany, Jersey City ; or at the office of E. W. Clark &. Co., Philadelphia. The Bank of the State of Missouri, a serai-anuual dividend of 6 per cent., payable 20lh inst., at the Bank of Commerce. ; , . ::^; The Mercantile Bank, a dividend of 5 per cent., payable on the 15th inst. The Williamsburg City Bank, a semi-annual div- idend of 6 per cent., payable 10th inst. The Bank of Kentucky, a dividend of 10 per cent., payable on demand at the Bank of America. The Farmer's Bank of Kentucky, a dividend ot 6 per cent., payable on demand at the Bank of America. The Planter's Bank of Tennessee, a dividend of 6 per cent., payable at the Manhattan Bank. The Butcher's and Drover's Bank, a dividend of 5 per cent., payable on the 15th inst. The Southern Bank of New Orleans, a semi-an- nual dividend of 4 per cent., payable to northern stockholders on the 17th inst., at the Chemical Bank. ^ $m,m,m, Interest on City, State, County, Railroad and Otkcr Bonds. The coupons of the first mortgage bonds of the New Haven and New London Railroad Company, due on the 10th day of September, 1857, will be paid at the office of the Company, in New Haven, on the 15th inst. K^^. , ..:..>.-;;..... •■'-... - ,- The interest on the stocks of the Corporaiion of the City of New York, due and payable February 1, 1859, will be paid on that day by A. V. Stout, Esq., Chamberlain of the city, at the Shoe and Leather Bank, corner of Broadway and Chambers Btreet. Tbe ioterofit on the 6 per cent, Central Park A»- Mif isfDt FttD4 Stock of 18^9, vm ^ mi^ np to Insurance DlTidends. The Clinton Fire Ins. Co. have declared a semi- • annual dividend of 5 per cent., payable on de- . ■ mand. The Security Fire Ins. Co., a dividend of 7 per cent., payable on demand. The Lalayette Fire Ins. Co., Brooklyn, a divi- dend of* 7 per cent., itayable on demand. The Excelsior, a semi-Aonual dividend of 6 per cent., payable on demand. The Phoenix Fire Ins. Co., a dividend of 9 per cent., payable on demand. The Rutgers Fire Ins. Co., a divided of 8 per cent., payable on demand. The People's Fire Ins. Co., a semi-annual divi- dend of 6 per cent., payable on demand. The New World Fire Ins. Co., a semi-annual di- vidend of 5 per cent., payable on demand. The Continental Fire Ids. Co., a semi-annua' dividend of 6 per cent., payable on the 17th inst. The Arctic Fire Ins. Co., a semi-annual di- vidend of 8 per cent., payable on the 17lh in- stant. The JEtaa, Fire Ins. Co., a semi-annual di- vidend of 6 per cent., payable on Uie 15th in- stant. ., ', ^'-■ The Brevoort Fire Itis. Co., a semi-annual dividend of 6 per cent., payable on the 12tii in- stant. The Commercial Fire Ins. Co., a semi-annual dividend of 10 per cent., payable on demand. The Relief Fire Ins. Co., a semi-annual divi- dend of 6 per cent., payable on demand. The i£tna Ins. Co. of Hartford, a semi-annual dividend of 10 per cent., payable on demand at the agency. The Humboldt Fire Ins. Co., a semi-annual divi- dend of 5 per cent., payable on demand. The Montauk Insurance Company of Brooklyn, a semi-annual dividend of 7 per cent., payable on demand. . ,- Railroad Dividends. The Cleveland, Columbus and Cincinnati Rail- road Co. have declared a dividend of five per cent, for the six months ending Dec. 31, payable to the stockholders on and after the 1st of February next. Stockholders registered in New York will be paid at the Phenix Bank, and all others at the office of the Treasurer, in Cleveland. The Connecticut River Railroad Co, have de- clared a dividend of 4 per cent, on the preferred stock, and 2 per cent, on the common stock, paya- ble on the 1st of Feb. 1859, to holders of stock at the close of business on the 20th of January. City RaUroads. We notice that in almost every prominent city of the country, city i-ailroads have either been es- tablished or seriously proposed. They are in suc- cessful operation in Boston, New Vork, Philadel- phia and Brooklyn. Philadelphia has now four distinct east and west lines, and three distinct north and south lines ; making seven in all, be- sides four others chartered, but not yet agreed to by Councils. Bills have been reported in the City Councils of New Orleans to establish several through the prominent streets. The citizens of Camden, opposite Philadelphia, have also got up a number of projects of the kind, while in Balti- more, Cinciunati, St, Louis and Chicago, ths sub- ject is agitated m^ ^ ^r^iliom d^ AUSUn fP\l tor lUi mOOHI. ':";'-- • : ^ ^' . ;^ ' ; >: 3S AMERICAN RAILROAD JOURNAi Railway Share List, CompiUdJrvtn th» lalttt rttuma—corrtettd nay Wednetdof—on a par valuatum ^ $1. ■■■<; c- MAMB OF COMPANY. K-eunel-ec &■ Portland.- p jrl'-,:5»co,* PorUm Ut ttoslon,Conc*Mralt.i«il I J ii«»hir«? — - — - — — fJomtord .— .— ——--—— Tlortlien), N. H Coim'tit k'aB3um',>».»iv HuilMi.i & Burlintfton 149 66 72 51 03 o> 36 82 90 U 1 CO O Verniout and Canada | 4J U2 2>> 74 43 44 47 60 00 67 21 77 69 166 4« 4;j 72 122 74 67 50 m 6« 32 36 lOO 02 60 47 98 36 1*41 96 Vermont Central Boal»t> and Lowell-—— — • BtMtoii and Maine • Bfwtoo and Providence Boston and Worcester Capo Ood ..— ———«—■ Oonnecticut Kiver — Bastem, Mas* — • I'itchlmrir -— -— — N. BftllotdandTaanion.... Old CoTy and Fall River Vermont and Maea. — Western, Ma«s Worceater an.i Nushua Prov'nco and Worcester. — Hartford and N. nnven. — Hart'd.Prov.and FishkiU Iloasatomc ———-—-- — elauKaUJCk — i „„ U.Vork and N. Uavon | W N. Haven and N.Loudon N.London,W.& Painter Norwich and Worcester Albany Ni>rthern Black River anut4 aol RoaaokS — Mortb Carolina — . — ..— ^um'tou 4t Mauchealer — . ^.teigh »na uasuxi — . ^Lailoiie » id a. Carol .j„cov.i ».'LColun.bU t* jrai-l»»i'W" »~..~ Bjuu* f'- '*'7'*.r ^i:aut* ano ba Ur»uge UcO.iO*-— — «a>)i<*^0»''J*' — — — iiMcaanC Waster^ 2,404,900 457,909 1,107,526 1,396,400 1,600,000 3,068,400 l.OOO.'^OO 2,238,376 1,350,000 5,000,000 1,830,000 4.076,974 3,160,000 4,600,000 681,690 1,691,110 2,583,400 3,640,000 600,000 8,015,100 2,232,541 6,150,000 1,141,000 1,610020 2,360,'i00 1,936,246 3,000,000 1,031,800 2,9so,a3r 738,258 610,700 2,122.300 429,005 643,330 1,487,874 798,439 l,300,00t 4H111 1,315,000 687,000 8,758,466 3,000,000 56tiat,182,400 4641 11,000,000 3,482,000 6,923,911 1.836,30S 2,210,947 1,763.738 2,871,264 1,369,373 1,104,686 2,84S,977 899 313 3,179,687 8,242 1,412,676 406,2861 3,068,400 800.0001 1,784,146 4,lM,70s 4,b84,008 1,380,695 s- "• lia 118 35 29 25 48 80 27 97 64 94 60 30 63 63 44 63 62 170 20 33 28 66 6,717,100 l,aa;i,022 304,130 467,200 610,000 600,000 768,369 437,830 1,500,000 1,000,000 3,000,000 3,48j,000 3,485,000 2,000,000 1.167,805 1,617,900 1,700,000 1,O18,»0j 3,-.^yA772 000,000 600,000 2,606,100 i,051866 6,270,299 438,920 "3.il>,'7.'0 699,974 291,007 276,772 2,441,873 100,000 none 260,100 1,019,148 6,839,0% 205,506 300,000 944,000 2l'<2 6»2 423,f<85 624,244| 2,3i3,240 761,462 1,05^000 724 18:i 1,625,098 317,85<4 1,601,183 2,687,849 8,40 2,06^ 2,412,251 4,229,v81 8,534,458 5i5,7C2 159,513 213,265 263 717 82'<,767 355.629 317,060 365,8-0 177,588 332,-. 1^ Ledsdio 705,83H 436,863 770,802 684,176 1i 94^ »8~ 13 K i06 47 8*>» 1-2 HAIU or COMPANT. none none 10 6,470,714 752,03. 749,683 896,423 2,272,777 1,109,822 2,200,500 :<, 844,090 8,704,096 1,738,171 3,660,017 6,621 829 1,684,127 1,700 OOJ 3,640,000 1,226,676 8,013,761 760,000 1,348,81 3,407,651 5 106,34 620,153 149,373 In progr. 241,140 71,909 169,484 166,363 440,290 213,393 1,640,78" 117,889 911,617 682,940 237,765 85,000 219,253 166,463 815,768 48,649 688,880 66,186 3,041,120 1 454,032 324,891 135,764 78,764 40 30 3 •a. m o 82,600 21,089 22,603 66,184 162,03' 114.63.? 694,114 46,642 634,061 357,193 101,542 46.000 52.450 77 92 41 ,139 none none none 8 QOIM none none 8 nooe 7 none none nooe 12 none 10 "3X 36 S 11 >. 85* 16 13 7i 1 63 117 129* 1,215,909 126,200 380,000 008,800 1,814,MMJ 3,418,625 199,000 476,890 191 767 96,000 »92,884 89636 63,836 853,301 266,930 248,784 136,697 27,266,98214,866,670 1,864,927 1 6 19,263 720 3,066.622 l,583,776j 10 8,66S,3«>9 1,27 4,150 2,285,600 ,914,695 3,238,293 3,464,464 24,802,645 1,660,000 7,238,540 6,322,150 2,028,066 3,363,000 6 314,280 0,766,165 3,487,685 1,-206,412 1,708,169 1,009,116 4,236,000 2,379, 16a 1,240,241 1,719,046 1,999,000 1,907,^78 7,688,037 i,iri,36 86,180 120,212 123,661 oiienod. 2 40,038 108,641 121,665 3«i6,774 38,272 740,i86 191,802 320,171 682,310 13S«27 U»,l7i . nooe ooDe 6 T 4 nooe 8 7X 10 8 60 8M 86X 62 86 J< 07< 6«?» 118 141 200 66' 133 06 60 131 66 63 140 36 42 66 171 138 «23 60 127 66 265 100 88 66 83 7-* 87 288 73 73| 182| 161,887 MOO.lOO 309,754 7o7,MO 2.228,177 6,784 8 «» 1,675,474 1,000,000 2 800,000 4,0 16 OCM 883,716 1,192,974 626,076 2.263,006 1,3H4,860 430,055 694,444 741,039 866,039 1,874 395 . 4,746,2 i ,712^4 3,333,' 00 Brunswick and Florida, Oa. 30 Soutl. W.^slprn 143 Tennessee and Alabama..— 8 J Tennessee and MisKiHS. 61 Memphis and Oharleat'n 247 Mobile and Ohio 305 Miss. Central.. .—..— — - H doiithern (MU*.) 82 N.O., Opeloasaa 4c O.W 80 N. O . Jackxon «. O. N 206 Vickab., Sbrevep.4c Tex. 21 Bast Tennessee and Ga.. 111 Rast Tennessee and T i..... 130 Nash, and Chattanooga 169 Covington & Lexingtoa.... 98 Lexington and Frankfort 20 Lexington and Danville 13 Louiavilte and Frankfort 66 Atlantic 4c Ot Western. Bellefontaine and Ind... . Olev., Col., and Cincin. Cleveland and Toledo.. .... Clev. and Mahoning -— — . Clev. and PittslHirg Clev., P. tL Athiatiu'.t Cin., Hamilt'n 4k: Dayton OiD., Wilm. k. 2^oesv'e. Cohimbus and Xcnia Day too, Xen., 4c Bel pre Dayton and Michigan Dayton and Western.-.-.. Eaton and Hamilton-— .... Little Miami Saadutky, DajtoD 4cOiocla Central Ohio - . P'ttsb., Ft. Wayne AGhlcago Pittsh'g, Maysv'e & Cin. Sand'y, Maiisf & New'k Scioto 4c Hocking Valley 3pringt,Mt Vernon 4c P Ill3 Tol., Wabash 4c StLouis |-242 Cin., Log , and Chicago... Kvansv'e ac Crawfordsv. ... Ind. and Cincinnati-. — .— Indiana Central .. ... Ind., Clev. & Pituburg.... JeffersooviUe.... — . .. .— , Madison and Indianapolis-. New Albany and Salem Peru and Iiidiaiiapolia . Terre Haute and Ind. 731 1,361,450 Chicago and Rock IsPd 182| 6.248,000 Chicago, BurL and Quincy .> 210) 4 631 640 Cbic.,SLPaul4crdduLac- l^Si 2,800,000 Oalena and Chicago. .... 2691 6,023,800 Illinois Central 704 1,666,436 Peoria and Cjuawka 181 1,660,889 Ohio 4c Mi88.(WgLDiv.) 147 1.780,296 Terro Haute, Alt & SLlxiuis 208 3,011,160 Detroit and Milwaukee 186 838,000 Mich. Central 282 6,057,840 Mich. South'n «c N. Ind 476 8,876,400 Oreen Bay, Mi . 4fc Ch. 40 1,000,000 Milwaukee and Miss. 286 3,440 673 Milwaukee A Walert'n 72 864^861 Mi waukee and Horicou.— 421 1,101,200 .Milwaukee tc I>aOroaae.— 200j 7,0i3,974 Racine and Miss . 86 1,686,406 Hannibal & St. Joaepba 131 1,664,773 North Missouri lOT 2,612,100 Paolflc 168 8,319,838 St. Louis and Iron Mt 86 1,847,868 Panama 40 8,748,000' h 463,048! 441.292; 6j6,889 6I1812 3,495,288! S38.649 2,26K|323 679.906 1,161152. 6,57^470 Q U lis 5-2 s. 2,066,4.^9' 10 701,428 926,796j 2,503,098 1,400.000 2.400.000 760,000 1,816,610 lOS 286 1.738,669 1J28,664 1.632,791 3,066,917 156,809 71,000 626.216 77,^94 1,315.237 90,40n 226,6&» 2,780,744 3,000 000 2,166,800 2,421,176 1,490,460 437,838 1,076,602 310,000 489,762 2,981,282 2,897,090 1,127,007 6 247,040 371,350 1,360,000 403,076 1,000,000 2,966,100 4,196,679 986 061 i,a8«;8oo 612,360 836,791 1,014,262 1 647,700 2,636,121 3,043,992 1,495,548 1,626.092 3,782,040 149,000 422,658 893,011 700,481 832,669 1,266,000 3,368,00« fl,22<«,C5C 9 822,550 31,000 2,206,867 609,060 6,877.6-26 7,142.561 992,061 2,703,428 3,208,138 8,896,703 4,091,604 668,255 765,600 1,502 096 613,231 2,008,392 4,762.3?0 7,19%0't'" InprogT. 066,214 63,776 161,001 642 022 664,882 115,679 204 2)6 284,178 189.008 In progr 227,363 61,314 641,652 426,408 95,80" In progr. 245,760 In progr. 348.J62 1,149,741 930,282 u as 2'J8,77l 20,406 e9,l>88 834,604 278,428 "'1.WJ89 127,460 1,920 953j In progr. 6,637,46a 681,8' 4,040,978 1,261, .'•).38 104,002 30,062 210,2«'' 220,906 46,71» 100,060 3,130,315 6,696,210 1,582,475 860,496 1,185,826 1,0.^6,173 1,176,16'< 3,925,157 6,065 090( 0,496,822 14,279,704 390,933 8,662,367 888,858 050,000' 2,194,000 7,677,600| 10,642,600 l,00e,126 2,080,433 1,270,872 2,168,713 1,664,684^ 3,029,089 1,261,179 1,07 > - 694,000 1,336,816 6,281,848 868 314, 250,126 1,909,911 1 826,426 1 839,676 2,9St6l<' 7,029.404 2,000,000 1,686,809 1,734,318 6.028,272 3,852,970 " 1,326,000 487,421 2-23 506 403,212 In progr. In proer. 125,940 140,936 77n,442 6SZ.fiM 570,00: 1,646,359 In progr. 328,968 In progr. In progr. Receutl> In progr. 249.868 491.743 3h8,lS9 253, IP 222,73' 260,214 646,827 160,000 481,272 1,886,196 120,886 6U,740 438,790 309"618 681,454 260.763 30,288 181,688 6S263 60,0061. oooe nooe 00 o Ot 16 10 32 Jl io~ 48*" 290,123 677,787 164,470 none 10 1 8 042,426)1,505,167 8,625,000! In progr. 9,395.455 2,316,786 25,437,669,1293,966 6,400,000 In progr. 4,870,686 Recently 8,726,7641 823.767 1,966,969 Recently 12,847,238'2 248,758 19,.336,084; 2,309,487 1,780,000 8,061,265 8S2,81H 614,238' In progr 60,066 opened. "vu'iw 246,622 204,686 86,248 04,318 aooe 118,628 none 871,402 iione 00,000 none 206,079 10 850,039 811,767 opened. 247,767 opent-d. 764 9S6 644,311 8,899,015 9,395 455 2,316,786 1,192,042 20,81f,«fiZ 25,437 ,669; i 293,966 665,972 2,200,000 8,202,403 ^.925 927 1,128,964 8,386,639 10,459,68 780,000 4,610,683 132,000 919,757 8,31'',7.'H 15,980 703 407,197 493,4791 2,681,086 192.459 6,868,000 (•,533,229 In progr. 8,600,000 4346,224^ 160.f<64 8,307,720'lO,486,394J 66^,34 647,4191 6,042,660 Recentlylopened. .- I 6,664,862|l,306,8I0l 846,183 372,001 203,234 lie,467 313,207 8 81 20 60 63X 71X 71X 61 20 3< 10 12 IX 12 \m}i D. 8. OOTXRNMSNT 8S0nBITIX& OfF D. A8KBO Per cC Per ct. Loan, 8 per et—— 1862— 103< l'<6 Do. do. 1867-112 112M Do. 6 da 1868-111 112 orr>B. Peret. Loan, 8 peret 1868— ill J>a 8 da 1866—102 Bo. 6 da ._ 1874— 104 >i 8TATI SKCURITIK8. Maine, 6 per cL 1860— 10l.)< 103 Maasacbusetta,6perct.l850„loa 100)^ New York, 6 [ler Ct.l860^i2-.1Q2 104 Da do{ 1864-66.. 108 111 Da t da 1866-67—110 118 Do. f da 1872-76-118 116 Da 6X >U>. 1860-61.-102 103 Do. 6X d& -1866-103 106 Do. 6 do 1868.60- 101i( 102 Do. 6 da 1866-74..103 104 Do 4K dal868 60-»4. 92 lOU Alabama, 6 da coup.— —. 86 00 Oalilomia, 7 do.cottp..l877. 92 02 1^ (Jeorgia, da da-1872.102 103 Florida lot Imp. 7 |i. ct. 1801 88 Illinois InLlicp. 6 per ct J847.102.X 1041^ Indiana 6 da 02 02^ Do 2X &».-^^ 61 63 Iowa, 1808, Jaiiuai7. Ivlj^^Wi llO lodiaoa, OaaLoao porot^ _ Do. do. pre£ 6 da — 6 ' KeutackjiO per ctxpkl869 72.104 Louiaiana, do. cp. long—. 0( Marylaod, do cii.187o-00.104 Do, 6 da cp. . ... , Blissouri, 6 do. c|il..1872— 86, V N.0arolii>a,6do. op.^ 1873.. loo's Ohio, da '860-101 Da 6 da — 1870—106X Da da .1876..100^ Da da 1880—106 Do. 6 da 866— 90 Penna., 6 da 06 Da 6 da cp — 187T- 00 Tenoeaa. 8 da cp.,— .... 0*^ Da 8 da cp,, — — ... 02 Tirgfaila. • do. eii.^1888.. W)( A8K». Pcrct. 112 102^ 104 Jj 106^ 96 106 01* 00^ 100 >i 103^ 106 190 06 V8 04itf k4j( 67^ f A31£JElICA£i KAiJLKOAD JOCiRNAL.. S9 Railroad Bonds. NAILES or ■'-- f. - COMPAHTKa ;\ iTh*foUovBingqvotatum$arttw- inter ft.) Alabama and Tennessee Rirer Buffalo and SUte Line Bellefoataine and Indiana Do. da Do. do. . . Central Ohio Do IIIIIIIII"I"II CincinnaU, Hamiltoa, and Dayton II" I>o. do. do Oinemnat Hnd Marietta Oinc nn»ti, Wilminjfton, and"zaii"t»viu<- OlKveUnd, rainesville, and AahUbula. Cleveland and rittar>ari;h. _ Do. do '.'.'...'. Cleveland and Toledo '."SS. CUicat^o and Misaiaaippi.. .™ Do. do Ill™ Oovington and Leiin^lon.... Do. do. '".'. nil II'I Dflloware, Lackawunna aad'wI4't«rn* Florida l^reeland —.......„.„„ f.irt Wayni* and Chicago IIIIIIIII Oaiena ad8 Chicago „. "" "" Do. do nil Great Western aillnolg) IIIIIHI Oreeo Bay, Milwaukee, and ChicairoII Tt^fleraonville . . . Indiana Central..... .....Iimill^I [ndianapolii and Ilellefontaine HI Indianap. & Cin'ti (for Lawb. & \J. M.") La Crosae and Milwaukee Cake Krie, Wabash, and St Louis II Little Miami -....—...........„„ MichigaQ Central . Do. "_ Milwaukee and Miaaissippi Do. do. - .II Do. do ....II. II New Albany and Saknn „ Z. Do. do. Northern Cross. . . II Ohio and Indiana .—.-........,.11 Ohio and Pennsylvania....—....... Do. do . II Pennsylvania (Central) . II Racine and Miaaisgippi. ...... . .. Scioto and Hocking Valley—. II Qteubonville and Indiuna . . .. ■parre Haute and Indianapolis II wenre Hante aad Alton .. .... .... „ NAMBS .■■ •■ or COMPANIES. .^: < Th» fMoveing quotation* inebuU :^ the accrued interett.) o u $838,000 600,000 600,000 200,000 200,000 1,260,000 800,000 600,000 466,000 2,600.000 1,300,000 667,000 800.000 1,200,000 625,000 800,000 1,200,000 400,000 1.000,000 1,600,000 1.600 000 1,160,000 2,00),000 2,OUO,000 1,000,000 400.000 800,000 600,000 460,000 600,000 960,000 8,400,000 1,600,000 1,000.000 600,000 600,000 060,000 1,250,000 600,000 2,328,000 1,200,000 1,000,000 1,760,000 2,000,000 6,000.000 680,000 800,000 1.600,000 600,000 i,ooaooo l»t mortgaKe, convertible Do. inconvertible .. Do. o.oiiv<>rt»ble Heal estate, convertible Income, guar. CI. CoL & Cin.. 1st mart. conv. east, sec 2d do. Inconvertible lat mortgage inconvertible ^ *•• do. Ut mortgage, conv. till 1862- fjn ^^ ,. . Deacriptioo ofBooda. Do. Do. Do. I>o. Do. Do. I>o. Do. ly morts^ convertible inconvertible .. convertible. on Branche«... inconvertible -. conv. till 1887 . inconvertible .. do ^„-, convertible Ut mortgaga, do Do. not convertible. Do. conv. till 1863.. Do. inconverUble .. 2d mortgage, do. Ist mortgage, do. Do. convertible .... Do. 2d see. inconv. Do. convertible ... ^ do. Do. conv. till 1887.. Ist mort. Ist sec conv. till 1864 1st mortgage, conv. till 1869 Do. incoavert No mortgage, converUble Do. do Irt mort 1st »ec conv. till 1857 Do. 2d do. 18.S8 Do. 3d do. 1860 Do. 1st section Do, otli,«ec.con.tilU868 Ist mortgage, convertible Do. do Do. do. Income, convertible _. .... lat mortgage, conv. till I860.. Do. conv., atnk'g Pi Do. 1st soc conv .. Do. convertible . Do. do. Da da laterest pey* aUe. IstJan. 1st July April, October. Jan'y, July J»n'y. July Fet.'y, August. Divers March, Sept.. 20.Jitn. 20.,Tuly May, Novemb. Jan'y, July May, Novemb. ''eli'y, August. P«b'y, August. March, Sept... Peb'y, August. April, October. April. October, i April, October ■ March, 8ept.. ' April, October. ■ March, Sept.. ■ Jan'y, Juiy.._ ■ f eWy, August. ; May, Novemb, 10 ApriL October, 8 IttApril, 10.Oc. Apnl, October. May, Novemb. Jan'y, July ... ■ March, Sept.-. May, Novemb ^eb'y, Augusi. I a. May, 2. Nov, April, October , March, Sept,.. I J»n'y, July I April, October. i June, Decemb I April, October 1 .May, Novemb. I Jan'y, July Feb'y, August. Jan'y, July... April, October. i Jan'y, July... I Feb'y, August May, Novemb. Jan'y, July ... March, Sept.. Feb'y, August a N,Y. 3 1872 1866 186(1 1858 1859 1861-64 1865 1867 18S0 1868 1862 1861 1860 1878 1863 1862-72 1862-73 1867 1883 1876 1891 1878 1868 1876 1868 1863 1873 1866 1860-01 1866 1874 1866 1883 i860 1869 N.Y. 1862 " 1868 " [1877 " 1858-62 " 1864-76 " 11878 '« 11867 " !l866-M «• |1872 Phila. 1880 N.Y. 1876 " il861 " 1865 " 1866 " Il862'7'7ai u u Boat 92% 60 82 -,2S fl2X 40 ms 77 86 96 86 7U 55 88 76 96 7.S 55 82 X 60 60 65 47 X 87 78 72.l< 98)t 99 90.% I MO)i ii')i 93" 65 75 75 73 81X 98 92 70 70 75 90 75 85 75 60 101^102 .... 75 86 82X 82;i 85 76 82X t9 94 80 77X 78 66 70 Baltimore and Ohio .. . Obicago and Rock Island.. Bria Railroad ........... . Do. i Undaon Rivrr. .. — ... .. Do! "HIIIIIIIIIIIH! Ittinoia Oratral Da (Free Land) Michigan Soatbem New York and Harie»n . New York and New Haven ...... New Haven and Hartford . Northern Indiana Do. Qosben Branch . New York OentrmL Do. do. .. .... .. .. Panama, 1st issoe . — Do. 2d do. . Reading. DO. a _ 1,128,600 2,000,000 8,000,000 4,000,000 6.000,000 6,000,000 4,000,000 4,351,000 3,600,000 4,000,000 2,000,000 3,000,000 17,000,000 3,000,000 1,000,000 1,800,000 750,000 l,t)00,000 1,000,000 1,600,000 8,287,000 3,000,000 900,000 1,478,000 1,573,000 1,300,000 8,469,000 '.•;:^> ■ DeseripUon of Botidi. ,HortgaKO.— . ... .. . 1st mortgage, conv. till 1858 . Ist mortgage . 2d mortgage convertible ... 3d mortgage — . 4th morijtage not convertible Not conv. Sink Fund, $420 0(X Convertible In»criptioa Convertible .. .... .... 1st mortgage. Inscription .... 2d do. do .... 3d do. convertible .... Mortgage, inconvertible.. .... M'ge 345,000 acrs-priv.T shar's 1st mortgage, inconverUble .. Do. da No mortgage, do. lat mortgage, do. — Do. do. Do. do. No mortgage, do. no mortgage, ao. NfH'ge conv.from June 57-60 OoHertible till 1856 Do. till 1858 Mortgage, inconvertible — . Da convertible ...... Do. inconvertible .. i Interest pay- able. Jan'y, July ... lO.Jan. 10.Jnly May, Novemb. March, Sept. March, Sept. April, October Feb'y, Anguat. Feb'y, August. Jan'y, July .. Feb'y, August 16.June,16.Dec May, Novemb. Apru, Octot>er MarcS, Sept.. May, Novemb. May, Novemb. June, Decemb. Jan'y, July ... Feb'y, Auguat. Feb'y, August. May, Novemb. 16.Jime,15.Dec Jan'y, July.— Jan'y, July.— ■Tan'y, July.— Jan'y, July... April. October. Si •d «/3 ^1 1 Bait 1876 8SJ< N.Y. 1870 96 u 1867 95 u 1869 88 t« 1883 76)4 4i 1880 62 44 1876 nx U 1871 41 14 1862 41 U 1869-70 103X u 1860 i>*X M 1870 lbs U 1876 89 H 1860 87 X U 1860 80 >4 «« 1861-72 1'4.H «i 1866'ao>« 93 i( 1873 IH) u 1861 85 X 14 1868 es (t 1883 ii 1864 101>4 u 1866 1I& w 18«« 90 Phila. 1860 ^ , ^ u 1870 82 V •4 1886 73 X 1 M 89 97 89 78X f3 42 104 96X 76 S9)i 88 87 95 05 94 87 76 90\ 102 91" 83H 73 X CITY BB0UKITIK8. Int'st payable. Uff'd Aski; New York. 6perct 1888.'60 Do. 6 do 1870-'76 Do. 6 do — 1888 Do. 6 do 1890-98 Albany, 6 per ct criop..l871-'81 X Alleghany, 6 per ct coup X Baltimore, 6 per ct..-.1879-'90 Boston, 6 per ct coup. X Brooklyn, 6 per ct coup.. Long X Clev'rd,7 perct cp. W.W. 1879 X Cincinnati, 6 ^cr ct coup X Chicago, 6 p«rct. coop.. 1873-'77 X Do. 7 pe» et coup 1880 X netroit,7per ct»>p WW.1673-'78 X DnbuQue, 8 per ct cp Long X j2SesCit'',epct.cp.WW.1877 X ISS^e,eperctc^-lS80^l J May, 1 Anirust, and ( November. . Feb'y, August. Jan'y, July (Quarterly..... April October Jao'y, July... Do do Divers — . Jan'y, July... Jan'y, July... Feb'y, August March, Sept.. Jan'y, July Divers ....—. ^arfy ^nly — 97 93 lOSV 90 105 66 B7 101 101 X 100 80 86X 08 100 ¥>" la 09 96 103X 94 105 )i 70 99 )< 101^ 102 101 92 S •»7), 99 >i 102 100 H'h 66 CITY BECURITISit Milwaukee, T perct coup . New Orleans, 6 per ct cp. R.R. N.Orleans, 6 perct cp. municip. Philadelphia, 6 per ct.-.1876-'98 Pittsburgh, 6 perct coup Quincy, 8 per ct coup .1868 Racine, 7 per ct coup 1873 Rochester, 6 per cent coup . St Louis, 6 per q^coup...Long Do. do. ^^Mimicipal .. Sacramento, 10 p.ct. op. 1862-'74 3.Fr'ci8co,7p.ccp.l865,pay.N.Y. Do. lOp. ctcp 1871 Dc 10 do. pay. N.Y. .- Bo. 6perctpay.N.Y.1876 Wbe»)ing, 6 per ct coap.— .... Da 6 p.pt cp. Maii.U8T4 ZitaMlUe,7 4o. vM*>«>>f Int'at payable. Uff'd Askd Divers .. — . Do _ Jan'y, July... Jan'y, July... Divers ....... Jan'y, July... 10. Feb'y, Aug Divers .— — .. De. Do. Do. Uay, Novemb. Do. do. . Jan'y.July— .. Do. do.^ Direr* -^ MM«b, 8«pt_ XiAprfl, October 60 72 86 102)( 52 62 X 90" 85X 87)4 37 60 87 66" 70 77X M 102)4 55 65 80 07 X 87 90 46 70 90 «0~ 60 Ctaclaaati Stock Sales. Bt KIRK & CUKRVXK. Dar the week ending January 3, 1869. Per cent. BOSO8. a:id Interest Uttle'Miami, Ist Mort. m ^j Coviiigtou and Leziiigluo, let Mortgage C« 50 Do. da 2d do. ^, 60 Do. do. 3d do. 6* 30 Ohio 4c Misa., E D., CoDStruction— 7s .2U Cine , Ham. and Dayton, 1st Mortgage .— ... 7s.... 90 Do. oo. 2d «)o. 78 76 Indiauap. ft. Ciucinnati, da do. — . 7s 75 8T0CajJ. Cincinnati, Hamilton A Dayton ....... —.KX CuluDit>uii and Xetiia I." ly) Indiaiiajiolis 4c Cincinuaii . -...._—...... IllllUfcO Uttle Miami. ......... .IIIIIII* II" Ifcu Ohio and Mi8Sk>Mi>pi (B. D.) I.I— II"II"IIIIIIII s RaiUxMul K&naincs« The receipts of the Graiui Trunk Railway of Canada for the week ending December 2/ith, were $37,147 27 Week ending December 26, 1867 44,071 96 Decrease $0,924 69 Total traffic from July 1st $1,149,.376 90 Same period last year 1 ,246!433 40 Decrease $97,057 50 The earnings of the Harlem Railroad in Decem- ber were : 1858 $92,100 32 1867 74372 74 Increase $17,727 58 The above result is after deducting all the amounts due connecting roads. The December bu^iue88 of the Rock Island Road was as follows; Passengers $29,919 G3 Freight 27,299 U Mails, etc. 3,000 Of Total $60,215 80 December, 1867 90,309 17 Decrease $30,0*.4;5 ?il The earnings of the Cincinnati, Hamilton and Dayton railroad, for December, comjiare as fol- lows: . lb58 ......i 47,b26 88 Increase $5,535 4# The earnings of the Little Miami and Colum- bus and Xenia Railroad for December were : 1858 $94,670 91 1867 73,060 62 Increase $21,020 29 The earnings of the Galena and Chicago Union Railroad Company for the month of December were : 1857. 1868. Decrease. Freight ...... .$42,159 71 $49,602 18 *7,442 47 Passengers .... 35,642 38 28,641 77 7,000 61 Mails, etc 8,833 90 4,000 00 4,833 90 Totals $86,635 99 $82,243 96 $4,392 04 Total corrected earnings for the pre- vious month $103,813 23 * Increase. ' The following is a comparative statement of eamitigs for the mouth of December, 1857 and 1868, of the Buflfalo and Sute Line Railroad : 1857. 1868. Decrease. Passengers ..$32,707 85 $27,670 29 $5,037 66 Freight 67,197 77 62,777 35 4,420 42 Other sources 1,150 00 1,174 20 '^24 20 Totals $91,056 61 $81,621 84 $9,433 77 ♦ Increase. :..-..... .. . 40 AMERICAN RAlIiROAO JOVRNAL. . The earnings of the Macon and Western Rail- road in December were : Passengeis r..VJ..V. $14,037 89 Mail 866 45 freight 22,762 26 Total $.)7,(i66 59 December, 1«67 24,883 87 increase $12,782 72 The receipts of the Michigan Southern Railroad for December were : - 1858. Passen<;ers $o7,{)28 76 Freiglit 64,577 41 Mails 4,t»85 14 Miscellaneous, etc. . . . 12,21)1 24 1857. $78,840 60 55,414 35 4,118 00 5,806 01 freight $53,073 55 Passengers 29,883 26 Mail and miscellaneous 1,821 83 Total ...$84,778 64 —being at the rate of $403 70 per mile. The earnings of the Quiucy and Chicago Rail- road Coniijany between Galesburg and Quiucy in December, 1868, wore : — freight $14,8% 45 Passengers 9955 gg Mail and miscellaneous 858 33 $139,482 55 $144,188 81 The receipts of the Hudson River Railroad for December were ; 1858 $197,980 14 1857 127.079 94 Increase $70,900 20 The following is a statement of the Pacific Rail- road of Missouri lor December : Passengers $25,494 20 Freights 24,807 12 Mails 2,037 50 Total $25,710 47 —being at the rate of $257 10 per mile. The trafHc receipts on the Great Western rail- way of Canada for the week ending Dec. 31, was $32,802 26; corresponding week of last year, $39,385 71. American Railroad Journal. Saturday, Jannary 15, 1859. $52,358 82 December, 1857 44,473 88 Increase $7,804 94 The business of the Illinois Central Railroad for December, 1858, was : Land I)eparimcnt. Acres Construction. Lands sold 2,146.08 for $25,927 97 Acres Interest fund Lands sold 40.28 for 193 34 Acres Free Lands sold . . . 273.30 for 3,073 16 Total sales during the month 2,400.26 for $29,794 47 To which add Town Lot sales 1 ,833 65 Total of all $31,328 12 Acres sold since 1st Jan'y, 1868 52,387.62 for $701,155 81 Acres sold prev'sly,l,200,933.78 for 15,311,440 40 ToUl 1,253,321.40 for $16,012,596 21 Construction Bonds canceled in December, 1868 .- $14,600 Do. canceled previously 912,500 Free Land Bonds canceled in December, 1858 $1,000 Do. canceled previously 122,000 $927,000 123,000 Total Bonds canceled up to December 81, 1858 $1,060,000 Traffic Department. Receipts from passengers $53,774 40 Do. freight ^ 74,655 63 Do. mails 6,310 60 Do. rent of road 2,250 00 Do. other sources 3,243 48 Total receipts in December, 1858 Do. do. 1857 .$140,140 01 . 145,055 25 Total receipts since 1st Jan'y. 1858. $1,938,077 82 Total receipts in correspond'g perioil, of 1857 2,293,964 57 The earnings of the Chicago, Burlington and Quiocy Railroad Company between Chicaj^o acd Bijrliflgton la December, 1858, ^yero :-r- Ne^nr York and Erie Railroad. We have at length the Report (which we give elsewhere) of the President of this Company for the year ending Sept. 30, 1858. Notwithstanding the commercial disasters of the past year, the in- come of the road has suffered less than that of most of our leading lines ; the receipts being $5,- 151,616, against $5,742,606 for 1867 ; showing a falling off of $590,990. The loss on passengers was 343,516; on freight, $205,470. The total current expenses have been $3,982,- 693. The net receipts consequently have been $1,169,022. The charges upon the Company for interest and rent of leased roads have been $1,- 860,041, showing a deficit for the year of $691,- 017 ; which sum represents the increased liabili- ties of the Company over the past year. This is a gloomy picture. The only bright side presented, is the prospective completion of the Long Dock — an improvement which Mr. Moran a.ssures the public, will enable the Company to earn a sum sufficient to meet all its engagements. To complete the tunnel, and make the necessary additional improvements to render the Long Dock a convenient terminus of the road, will add at least $1,000,000, in addition to the present indebt- edness of the Company. Suppose the future charges for interest, &c., to be $1,930,041. To meet this amount, the net earnings of the Com- pany must be at least $781,019 greater than the past year. In other words, the assuming for the the past year, the road must increase its gross future, the ratio of net to gross earnings for earnings to $8,457,616, or $3,300,000 in exc^ of those of 1858 — the net earnings being only about 23 per cent, of the gross earnings. It is the excessive cost of working the road that is the most unfavorable feature in the future of the Road. Unless a very large reduction can be eSected in expenses, we do not see how the Company is to be saved from bankruptcy. But even assuming the Long Dock to be com- pleted during the present year, it cannot come into use before 1800. There is im reason to sup- pose that the deficit for the present year will be less than for the last. In this way, nearly $1,- 000,000 must bo added to the Company's indebt* edness, in addition to the cost of completing the jimprovemeDts named. We antidjpate a large in* crease in the earnings of the road, but not till the commencement of 1860. But an annual increase of $1,000,000 is all that could be expected under the most favorable circumstances. At this rate it would take several ye?rs before the road can be made to pay the interest on its indebtedness. We cannot regard Mr. Moran's report, therefore, in any other light than a virtual surrender of tho road to the mortgage bondholders. 1 , x v : ^"^ Perhajjs it is well no longer to attempt to defer- such an alternative. Certainly not if the opera- . tions of the road cannot be carried at a less than their present cost. But we believe the expenses are capable of being reduced to 60 per cent, of the gross earnings. Such a per centage for the past year would have produced $2,061,000; a sum larger by $200,000 than the demands upon the Company for the same period for interest, leases, etc., etc. We see no reason why the Erie Railroad should not be operated as cheaply as the average of roads. : Considering the length of its lino, it has a remark- ably fine one. It has a grand advantage in having ; cheap fuel. It has even at the present time a very largo trafiic, exceeding $11,000 per mile. A con- siderable portion of its traffic is carried for long ' distances. The gross earnings of the New York Central for the past 6 years have been $39,361,948 — net, $18,807,171, or 62 per cent, of the gross. The total earnings of the Massachusetts since 1835 . have been $100,115,489— net, $41,463,640; show- ing a per centage of expenses of 67'C. A great number of the Massachusetts are abort lines, with light traflSc and large expenses. Their average gross earnings are $0,617 per mile. Certainly the Erie Road, with receipts per mile nearly twice greater, ought to be operated at a similar ratio of net to gross earnings. As an average, it has more favorable grades and allignment. The drawbacks due to gauge should certainly be neutralized by the greater cheapness of the fuel used upon it. The Baltimore and Ohio Railroad, with the most .. unfavorable line of any great road in the world with a very considerable portion of its income de- rived from the carriage of coal, at very low rates, has earned during the past six years $21,749,916, at an expense of $13,048,297, which is at the rate of 60 per cent. The Pennsylvania Central Rail- road shows a more favorable result still. Now we cannot see why the New York and Erie Railroad cannot be operated as cheaply upon the amount earned as the average of the New England roads, and as cheaply as the Pennsylvania, and Baltimore and Ohio, to say nothing of the New York Central, which has a more favorable line. , If exlhiordinary expenses for two years past have been incnrrecl to restoie the road to a good condi- tion, and have been greatly in excess of what will be required for the future, the fact should have been stated. If, on the other hand, Mr. Moran has achieved his best results, then we mast say that they are far below what are possible on other roads, and what are yet possible on the Erie. We believe the expenses can be brought down to 65 per cent, of the earnings, which would produce, with the present receipts, a sum sufficient to meet all the current liabilities of the Company. We are the more free to discuss the present management of this road fur the reason that Mr. Moran signalized his taking charge of it, by intro- ducing ioto its management certain priociplei j|Q(} AMERICAN RAlIiROAD JOURNAL. 41 \'( maxims which, to hia mind, possess peculiar value, and by assuming before the public the champion- ship of extraordinary reforms iu railway affairs. His ideas have been carried out to the letter in conducting the road of which he has charge. The degree of success he achieves may, consequently, be taken as a test of the correctness of his views. A favorite maxim with Mr. Moran is that obliga- tions between the employer and employed are to be determined by the rule of exact equivalents to be specified in the contract between them, and that nothing outside the contract is to be taken into account. For example : — A workman in the em- ploy of the company, stationed at Jersey City, and wishing to spend the Sabbath with his family at Goshen, asks permission to ride home on some one of the company's trains free of fare. To this Mr. Moran replies, " I have paid you your wages, according to agreement. You have no further claims upon the company. If you find it conve- nient to ride on our trains, you must pay the regu- lar fare. I cannot recognize any other relations than those prescribed in the contract between us." The workman may not have a ready answer to this, but he feels that to deny him the privilege of jumping on to a freight train and riding home without charge, especially as his carriage does not add perceptibly to the cost of running it, is a n»ean and selfish act. It at once places him in hostile relations to the company. The mental operation that goes on in his mind, perhaps almost uncon- sciously to himself, is something like this. " Very well ! If such bo the relations between us, we will see who will make the most money out of it." He pays bis fare, but for ever after takes very good care, either by indifference or direct neg- ligence, that the company shall lose many times the amount that he pays them. In vulgar par- lance, " the road may go to the devil for ought he cares." Unless it were a part of his prescribed duties, ho would not raise his finger to save a loco- motive from being precipitated down an embank- ment, or from being destroyed by a collision. As the company recognizes no obligations not speci- fied in the contract, he recognizes none. He becomes a mere eye-servart seeking to get the largest amount of compensation for the least amount of service rendered. In other words the relations established are purely selfish. The fal- lacy in Mr. Moran's maxim consists in regarding man as a mere machine, out of which all the qual- ities necessary to a good servant can be enforced by the mere payment of wages. But duties can- not always be prescribed, and the most valuable are often voluntary ones, which an extraordinary emergency calls forth. For a company to cut itself off from such, is to suffer a loss greater often than the fftlue of those rendered. Every one knows that ser vices rendered as a mere equivalent to wages are not worth having. There are none genuine and va- luable that do not spring from motives infinitely higher than the pay stipulated to be received. Every person employed on a^ail road, to do his full duty, must have as his sole aim the good of the company. He must always be intelligent, always vigilant, and ready to perform any act calculated to promote its advantage, whether coming within the sphere of his prescribed duties or not. But how are such high qualities to be created and kept bright by constant exercise 1 They do not themselves, nor are they brought out by the mere reception of wages. They are qualities that re- spond to similar qualities first displayed by their leader. If he is not fitted to inspire them they will never be found to exist among his depend- ents. Imagine the leader of an army to say to his soldiers, " I have hired you to fight for me. When the battle is over, and you are paid, we are square with eac'i other." Such orations as these never led to a victory. On the other hand, the display of great moral qualities, and the recognition of higher relations than those based upon selfishne^Si have often led whole armies to seek certain de- struction as testimonials of respect and affection for teloved leaders, or for a principle. No road is well ofl[icered unless a similar principle actuates every person employed. We fear it does not exist in the Erie Road, nor do we think it will grow out of the relations at present established between the Company and its employees. That it plication, w^ithout reference to the circumstances of each case. Mr, Moran says to his men — I do not want your good will ; I want your services. The result in the Erie Rail Road seems likely to show how much services without good will are worth. , ' To Blannfacturers of Hydraulic Cement. Attention is invited to the advertisemeet of Charles B. Fisk, Esq., Chief Engineer of the Covington and Ohio Rail Road, to "be found in ano- ther column, inviting proposals for the manufac- ture ot 150,000 bushels of Hydraulic Cement, to be ■sed in the masonry now under contract on the line of the road. The time for receiving proi)osals is limited to the 14th prox. The office of the En- gineer is at Covington, Alleghany Co., Va. Orange and Alexandria Railroad. The Annual Report of this Company for the fiscal year ending Sept. 30th, and which was pre- sented at a meeting of the stockholders, held Oct. 20th, last, has been received. From this Report we learn that the receipts during the year have been — From passengers $128,390 19 " freight 90,627 66 " Manassas Gap R. R. Co 24,374 68 " mails 15,482 94 •■•'•• ' ■'■' y-' ■ •■ ■• $258,875 37 And the expenses were : For transportation $27,079 68 . ■ " maintenance of road.. . 27,638 22 " " motive power 29,763 41 " " cars 7,330 98 / " salaries, taxes, losses, '" ' etc 15,090 62 -i .y 106,902 91 Net earnings $151,972 46 — or 59 per cent, of the gross earnings. In December, 1857, this Company were induced to relinquish their contract with the Post Office Department for the carriage of the great southern mail between Washington and Richmond. This, together with the refusal of the Va. Central Co, to adopt a through ticket, the withdrawal of the night train, and the unusual freedom of the Poto- mac River from ice during the winter, which de- derived from transporting passengers at that sea- son, all conspired to reduce the gross earnie over those of the previous year; the net earnings from that source alone, yielding a profit of more than six per cent, upon the cost of the road and its equipment, nolwilhsUndiiig the short crops and the general depression of the agricultural inter- ests. At the same time the excellent condition of the road and machinery has been maintained, and the trains run with regularity and safety. A contract has been made for the construction and operation of a line of telegraph along the whole road. This will soon be completed to Cror-'- donsville, its present terminus, to be ultimately extended to Lynchburg, when the road shall have been completed to that point. In May last, an arrangement was effected, by which an exclusive through ticket was formed be- tween this Company and the Virginia Central, Richmond and Danville, South Side, Virginia and Tennessee, East Tennessee and Virginia, East Tennessee and Georgia, Memphis and Charleston, Mississippi Central, and New Orleans and Jackson Companies for the travel passing over their re- spective lines to the Northern cities. This ar- rangement, which went into operation in July last, has already resulted favorably to this Com|>auy. Still greater benefit is anticipated from this travel upon the completiou of the road to LyuchburT. The receipts of the Companj' from all sources from commencement, as per annexed general statement, have been $5,115,250 34; and the dis- bursements, $5,015,646 10. The receipts for the past fiscal year have lK.«en $1,281,405 84; and the expenditures, $1,178,361 OG. During the year the Company have paid $254,- 188 02 of their indebtedness on account of road as far as Gordonsville ; their bills payable and ua- • settled accounts still amount to $76,683 38 — to- - ward the liquidation of which, they have the fol- lowing, a portion of which may be classed as un- available : Due on stock subscribed by individuals . . $7,039 90 " " State of Va.. 12,184 72 " freight and other bills 13,502 06 Stock of Companysubjectto redemption.13,715 00 Stock held by Company 65,950 00 Materials at shops 15,645 43 Cash in banks 14758 75 $132,796 86 The whole funded debt of the Company is as follows ; 1st Mortgage Bonds on the lload to Gordonsville $400,000 00 B'ds for wharf property in Alexandria 10,000 00 And the further permanent debt of mortgage bonds, issued on whole " road, and sold on account of Lynch- burg Extension 987,600 00 And do. of additional lien of 8 i)er cent, bonds 83,000 00 pprlng patarally out of » bodj. of men left tolpriv^ the Company of the usual Urge raceipU j car. wire purab«^dmingtbey«ir. Whole funded debt existing on 30lh Sept., 1858 $1,480,500 00 The equipment of the road consists of 12 en- gines; 10 passenger, 5 mail and baggage, 87 freight, and 9 ballast cars. Two new paeeanger 42 AMERICAN RAlIiROAD JOURNAL.. - The number of miles run by passenger engines was, 106,293 ; by freight engines, 38,289 ; by road engines, 5,966— total, 150,538. The fuel used for all the engines amounted to 5,427 cords, at a cost of $12,074 G2. The length of the main line is 88J miles ; War- renton branch, 9; side track, 4 J — total 102. There have been transported over the road 32,- 342 tons of freight, equal to one ton carried 1,674,- 021 miles ; and 70,231 jtassengers, equal to one passenger carried 3,101,372 miles. LTKCUBCBG EXTESSIOS. The work upon this line, which was being vigor- ously prosecuted at the date of the previous re- port, was continued up to the close of the year, at which time it was deemed advisable to terminate all contracts until the action of the Legislature should be known. In March, 1858, the general Assembly passed an act authorizing a loan to this Company of gtOO,000, to be advanced in monthly instalments of $50,000 each, secured by a mort- gage upon the road and its appurtenances, and to b« expended in the construction of the road. In the month of April the resumption had become gen- eral, and since that time operations have been prosecuted with renewed vigor. The great body of the graduation and masonry was to have been completed by the close of the year, leaving only a few of the more difficult points to be finished during the spring and summer. Contracts had been made for the delivery of 3,200 tons of iron of the best quality ; of which 500 tons had been delivered, 700 tons more were to have been delivered in Oc- tober or November, and the remainder in April or May next. About 2,000 tons more will be re- quired to complete the lino. It was proposed to commence the laying down of truck on that part of the work nearest to Charlottesville, early in No- vember, and to proceed with the same continuous- ly, as far as possible, during the fall and winter. With the opening of spring, the track can be com- menced to be laid at the Lynchburg end, and reg- ularly extended eastwardly, until a junction is formed with that laid from the other terminus. The construction of the bridge at James River, op- posite the city of Lynchburg, has been hitherto ]>ostponed on account of the heavy expense in- volved, and the limited means of the Company for iio large an outlay. Plans are now maturing to let this work at an early day, and in the meantime temporary means will be adopted for the proper accommodation of the business at that point. The amount expended on account of the Lynch- burg Extension during the year was $912,758 57; the whole expenditure on that account from com- mencement of work has been $1,897,889 SO. There is due on this account to contractors aud others, the sum of $269,309 58. The following are the resources of the Company, applicable to this Ex- tension : Due on stock subscribed $21,824 20 Bonds of 6 per cent, issue unsold 212,600 00 8 " " " 517,000 00 Virginia State Stock on hand 69,200 00 Balance due on loan from State of Va. 300,000 00 By County of Amherst $60,000 00 By individuals 413,634 03 $1,120,524 20 f: The greater part of the six per cent, bonds re- ferred to in the above table have been hypothe- cated, to secure payment of notes. Stock subscribed oq capital stoclf of l^ynchbnrg $463,634 03 The remainder of capital stock on band and un- subscribed is $1,036,365 97. From the foregoing statement of the financial condition of the Company, it will be seen that the means and resources of the Company will be am- ple to meet the entire cost of finishing the work to Lynchburg. GENERAL STATEMENT. Amount due on stock subscribed. . . $19,224 62 Expended in Construction, Equip- ment, &c 2,046,420 83 General ciiarges 100,732 37 Depot properly and engine houses at Alexandria, Warreuton, and Brandy 15,199 61 Discount on bonds 63,721 02 Interest on bonds, preferred stock, andloans 217,108 86 Due to Company on freight and other bills 13,602 06 Working road, &c., from commence- ment 668,906 42 Wharf property in Alexandria 23,200 00 Stock of Company, subject to re- demption 13,715 00 Preterred stock held by Company . . 65,950 00 Claim before Congress 3,473 25 Current expenses, soulh-west'n line. 827 39 Materials on band, lumber, &c., at shops 15,645 43 Cash in banks, and available 14,758 75 Lynclihurg Extension. Construction, masonry, &c 1,462,242 49 Engineers' expenses, in- cluding preliminary surveys 65,480 31 RightofWay 18,189 70 Real estate in Lynchb'g 36,097 00 Interest on coupons.. .. 81,443 19 Interest on loans...... 38,926 44 Discount on bonds 179,304 09 Miscellaneous expenses 14,509 62 Due by agents & others 1,696 52 Va. State stock on hand 69,200 00 3,167,385 60 1,967,089 36 $5,134,474 96 Capital Stock $1,457,500 00 Loans on bonds of 1st issue 400.O00 (K) Bills payable 47,990 42 Due on unsettled accDunts 38,693 96 Revenue Fund for dividend 69,584 46 Revenue trom freight, passengers and mails 1,248,000 00 Rent of Alexandria property 356 08 Profit and loss account 8,680 45 Lynchburg Extension. Stock subscriptions paid.$441, 829 83 Bonds sold 987,500 00 Do. due contractors not delivered 673 62 Duecontractors in money 116,368 06 Due engineers & others. 3,039 12 Bills payable to cont'tors 18,702 40 Do. on temporary loans 131,200 00 Rent Lynchburg prop- erty, &c 1,356 60 Loan from State 100,000 00 Eight per cent, b'ds sold 83,000 00 3,260,805 43 1,883,609 53 -^- : $6,134,474 96 The officers of the Compaby elected for the en- suing year are : John S. Babbocb, Jr., President. Jahbb H. Reid, Clerk and Treasurer. ', Thomas C. ArKisuov,Chirf Engineer of Lynch- burg Extension. He»bt W. Vakdegbift, General Sup't. v-' ' Finances of tlie State of Kew^ York* EXTRACT FROM THE GOVERNOR'S MESSAGE. The Funded Debt, on the 30th Sept., 1858, was $30,913,268 77 ; of which $6,605,664 37, was the General Fund State Debt, and $24,307,^04 40 was the Canal Debt. Of the General Fund Sute Debt $360,000 becomes due in 1859, and $450,000 be- comes due in 1860. There is also a Contingent Debt for stock issued to certain railroad companies, amounting to $570,000. The Constitution disiK)ses of the revenues de- rived from the Canals, annually, in the following manner : — 1st. To pay the expenses of collection, super- intendence, aud ordinary repairs, which the Com- missioners of the Canal Fund in their report to the Legislature on the 18th of Februarj- last, for the last fiscal year, estimated at $1,000,000. 2d. To pay the interest, and provide a Sinking Fund to pay the principal of the Canal Debt, as it existed on the Ist June, 184C, including $300,000 then to be borrowed, $1,700,0rovide a Sinking Fund to pay new Canal Debt in eighteen years, which debt now amounts to $12,000,000, and will require for interest, aimually, $710,000. 6th. For the support of Government, $200,000. Cth. The remainder to be expended every year upon the Canals, until they are completed, and atter that, as the Legislature may direct. The whole amount of receipts from tolls, rent of surplus waters, and interest on corrent Canal revenues, during the year ending September 30th, 1858, was $2,072,204 88, viz :— From tolls:— I - :• .*- - ' Erie Canal $1,791,627 98 Champlain Canal 90,486 10 Oswego Canal Cayuga and Seneca Canal . , Chemung Canal Crooked Lake Canal Chenango Canal , Black River Canal , Genesee Valley Canal Oneida Lake Canal Baldwinsrille Canal , Oneida River Improvement Seneca River Towing Path Cayuga Inlet , $1,882,014 08 8:^,939 46 14,400 67 13,347 96 620 82 15,306 64 4,998 48 25,651 07 1,235 32 14 13 3,725 19 99 69 190 18 $2,046,442 68 1,948 33 24,813 87 From rent of surplus waters From interest on current canal rev- enues , $2,072,204 88 The payments during the year for superinten- dence, and ordinary repairs, collection of revenue, salaries chargeable to the Canal Fund, and mis- cellaneous payments, have been $1,078,878 91, "surplus revenue3,'^993,425 97. It will be thus seen, that for the last fiscal year, after paying the expenses of collecting, superin- tendence, and repairs, chargeable upon the Canal revenues, there is a deficiency of $70(5,674 03 of the sum needed to pay the interest, and provide a "Sinking Fund," to meet the first constitutional requirements of $1,700,000. The interest upon the Canal Debt alone, is annually $1^358,892 30. The interest upon the General fund Debf, is an- nually $354,606 10. If the entire surplus revenue from the Canals, was now to be appropriated to AMJE:ltIedient to confine appropriations to the ^ilnplest and most ecorjomical necessities of Govemment. There is a deficiency in the General Fund Debt Sinking Fund to pay the interest upon that part of the State debt chargeable upon it, of $468,674 47, which it also becomes necessary to provide for. The amount of capital of the School Fund is $2,551 260 62, which shows an increase during the year of $24,868 28. The capital of the Literature Fund amounts to $269,952 12. The amount received for revenue is $16,411 01 ; which is annually to be distributed to Academies, and used for the purchase of text books, maps and globes, and philosophical and chemical apparatus, for Academies. The capital of the United Slates Deposit Fund, being the amount received from the United States, is $4,014 520 71. The amount received for reve- nue is $248,767 52; which is also appropriated for the annual support of academies, common schools, the State Normal School, the instruction of Teachers' classes in academies, and for Teach- ers' Institutes. 1848, 1849, 1850, 1851, 1852, 1863, 1854, 1855, 1856, 1857, 1!4 1 1 miU $325,638 72 " 334,555 96 " 364,003 75 " 578,54^5 R8 " 292,641 69 " 1,286,124 88 " 1,020,926 49 " 1,751,717 78 " 1,430,000 02 " 1,789,875 22 The deficiency in the General Fund, the large "floating debt" of the Canal Department, for the payment of which the State must provide, the necessary funds required for the completion of the Canals, which y^ are prohibited by the Constitu- tiou from borrowing, except under circumstances that at best can be made to apply but to a portion of the aggregate amount, will indicate the neces- sity for economy and retrenchment, as well as for refusing appropriations to new objects and pur- poses, however meritorious. It is much the duty and interest of Governments, as of individuals, when burthened with obligations, to study and practise economy. With resources to justify our munificence, we might properly respond to the va- rious enterprises and the numerous appeals that will claim your consideration ; but when the Foreign Commerce of Krvr York. The following is a statement of the foreign im- ports entered at New York during the past four years : 1855 $157,860,2:38 1857 $230,618,120 1856 243,566,649 1858 152,867,067 The cash duties received during the same peri- ods, were as lollows : 1855 .... $34,387,307.99 1857 .... $35,639,074.88 1856.... 45,519,270.18 1858.... 27,476,731.06 The exports from New York to foreign ports, during the same years, were as follows ; 1855 $99,972,300 1857 $117,724,329 1856 120,886,296 1858 85,639,543 The following table shows the exports of specie and bullion : 1855 $27,€35,740 1857 $44,360,174 1856 37,218,766 1858 26,001,431 The Imports, it will be seen, show a decrease in round numbers of $78,090,000, of which $10,000,- OCO is in specie. The Ex|>orts in the meantime have declined $32,000,000 of which $18,000,000 is in specie. The aggregate of Domestic Produce ex- ported is only $8,000,000 behind 1857. Property in Indiana. A report submitted to the Indiana Legislature by the House Committee of Ways and Means, shows that the value of all the taxable propertv of the Slate is $458,000,000— an increase since 1845, of $199,062,707. Much of this increa.se is attribu- ted to the various railroads of the State, which cost only about $30,000,000. Paciflc Railroad. The bill which was introduced by Mr. Curtis, in the House of Representatives, to secure the con- sthiction of a central Pacific railroad, provides for branches from two points on the navigable waters of tho Mississippi river ; one opposite to Iowa, and the other opposite to Missouri ; the two branches to converge and unite within two hundred miles of the Missouri river, and thence run to the naviga- ble waters of the Sacramento. The usual appro- priations of the alternate sections within six miles are to be made, and Govemment is to appropriate the contractors twelve thousand dollars a mile, to be reimbursed to the Government in transporta- tion of mails and military stores. The construc- tion to be offered by the President to the best bid- der, as proposed by Senator Gain's bill. This plan starts at the outer rim of our present railroad connections, and terminates on the navi- gable waters in the centre of Califoroia population 44 AMERICAN RAILROAD JOURNAL.. It is claimed that it would be equally convenient to the North and South ; and for oar connections with all our raciflc Territories. It would follow the emigrant route up the Platte, through Utah, and be about sixteen or eighteen hundred miles loog. _ Fiuancaa of Mlclilgan. V-' EXTRACTS FROM TUB r.OVERNOR'S MRSSAOE. The receipts into the State Treasury during the fiscal year, ending November 30lh, 1868, were as follows : Balance of cash in Treasury, Dec. 1, 1857 $158,642 70 General Fund. From delinquent taxes . . . $226,3^2 10 " spec! tic taxes 166,261 44 " other sources 8,002 72 " new bonds 266,000 00 Internal Improt-evient Fund. From sale of lands and U. S. 5 per cts. Trust Fundi. From sales of University, Primary and Normal School lands $22,573 91 From Swamp lands . . 02,897 67 " Asylum lands and in- terest 2,933 11 " State Building lands, 1,069 32 606,656 35 6,297 28 89.474 01 For interest on part paid University land certitt- cates «19.221 45 Interest on part paid Pri- mary School land ceriifl- cates 68,407 64 lul'st on part paid Normal School land certificates.. 3,042 14 Int'st on part paid Swamp land certificates 4,614 00 From Sault Ste, Marie Canal tolls 95.345 8,947 29 42 Total $1,024,363 05 EXPENDITURES. ' • ■ General Fund. For expenses of sales re- funded to counties, re- demption refunded, etc.$112,873 08 For salaries, expenses & appropriations 176,235 51 For taking up and cancel- iugb's, (University)... 99,000 00 Tor payment of interest on Sute indebtedness . 9,510 00 The aggregate of receipts and expenditures is largely increased by including bonds to the amount of $266,000, which have been issued in conformity to the law of January 30th, 1858, all but $50,000 of which were to redeem the outstanding bonds of the State, which fell due on the 1st of July last, and on the 1st of January instant. The comlitions of the law for the issue of these bonds have been faithfully complied with, and bonds to the amount of $190,000 have been re- deemed and cancelled, and provision made for the redemption of $20,000 which fell due on the Ist of January instant. It is gratifying, also, to be able to state that the credit of the State is in a high condition ; and that while the bonds of the Slates of Virginia, Tennessee, Missouri, and seve- ral other States, were below par, wc were able to negotiate these bonds at a premium. The interest on the University and School lands constitute no part of the reveime of the State, but the Treasury is simply made the agent ot their receipt and disbursement. The State indebtedness, for which bonds have been issued, are as follows : Penitentiary Bonds, due Jan. 1, 1859 $20,000 00 Penitentiary Bonds due in 1800 40,000 00 Internal Improvement Warrant Bonds 50 00 Full Paid Five Million Loan Bonds, due January, 1803 177,000 00 Adjusted Bonds due January, 1863. .1,726,685 00 The part paid Five Million Loan Bonds when funded will amount to 104,142 60 Outstanding Int. Imp. Warrants 3,752 07 Few Bonds issued in July last, duo 1878 266,000 00 The total amount of State debt on the 1st of December, 1850, was. . . $2,488,498 66 Ontbelstof December, 1864, it was. 2,531,645 70 It had therefore increased in the four years next preceding my adminis- tration 43,047 04 Total State indebtednuss, December, 1.1864 2,531,545 70 Total State indebtedness, November 30, 1858 2,337,629 67 From which is to be deducted bonds redeemed Ist January instant 20,000 00 -$397,618 59 Internal Improvement Fur-d. Fcr payment of interest on Sute indebtedness . . $122,559 60 For payment of bonds, treasury notes, out- standing warrants and exchange 6,649 33 For payment of D. & P. B.R. bonds 97,000 00 Trust Funds. For 8upi)ort of University . $36,425 01 For Primary School Ap- portionment 107,569 89 For Asylum appropriations 59,500 00 For expenses of Normal School 6,998 49 226,208 O: Total $2,337,629 67 The average amount of cash in the Treasury for the four years next preceding December 1st, 1854, was $285,636 00 The amount of interest received for the use of the same was 1,553 86 The average amount of cash in the Treasury for the four years next preceding December 1st, 1858, was 309,858 27 The amount of interest received for ihe use of the same was 67,466 25 No provision was ever made previous to 1855, to prevent the constant increase of the public debt, by reason of the accumulated interest on the unadjusted portion of the five million dollar loan, and although there was an average in the Trea- sury of $285,000, yet the interest upon that loan unpaid was yearly increasing the principal of our public debt, and it had reached the sum of $965,- 650 83. The following is a statement of interest annually accruing on the " unrecognised" (part paid) 5,000,000 loan bonds, by reason of the accumula- tion of interest and its incorporation into the Ad- justed Bonds. The amount issued May, 1838, known as " Unrecognised Bonds," is $3,813,000, on which the State re- ceived only $956,960 24 : the an- nual interest on this amount would be $57,357 00 But the Adjusted Bonds, when all the part paid bonds outstanding are called iu, will amount to $1,721,611 09, upon which amount interest will amount to 115,207 06 Total $2,317,629 67 Diminution in four years . . 213,916 03 About eighty-five tbou.saad dollans was levied the last year for the support of the Slate govern ment, by a direct tax. This is at the rate of 48- lOOihs of a mill upon the dollar of valuation, and about ten or twelve cents to the persons of our pop- ulation : The number of children taught in our common schools the last year, was 173,559; 2,323 malo teachers were employed, and 4,893 females— and the total amount of teachers' wages was $443,118 71 ; the amount of public money disbursed was $107,395 12; the whole amount rai.•»> ftt$ ff »f >> t»*t ,11,024,8^3 Oi An excess over the former amount, of interest upon the interest, incorpo- rated into the Adjusted Bonds — viz., interest on $966,650 83 $67,939 66 The Legislature of 1855 passed an act requiring these part paid bonds to be surrendered for adjust- ment or that the interest should stop. It will be perceived'that most of them have been returned, and new bonds at the adjusted rate have been is- sued iu their stead. At that time the public debt had reached its maximum, and from that period the surplus moneys on band in tb« Treasury, bare b«aa applied to iu re4aotlon. Jan'y 10th. $26,395,860 6,067,222 2,854,398 17,133,607 Jan'y 3rd. Loans $26,451,067 Specie 6,063,356 Circulation 2,741,754 Deposits 17,049,005 The following is a comparative statement of the Boston Banks for the weeks ending — Jan'y 3rd. Jan'y 10th. Loans $00,069,500 $60,320,000 Specie 8,640,000 Circulation 6,645,000 Deposits 22,337,800 The following is a comparative statement of the New Orleans Banks for the weeks ending— 8,295,400 7,016,000 21,015,600 Dec. 25th. Loans $19,440,302 Specie 16,268,971 Circulation ., 9,094,189 pe|)0|iU.... .,.,., 31,882,^33 Jan'y 1st. $20,687,467 16,948,189 9,581,814 AMERICAN RAILROAD JOURNAL* 45 The Bank odovement in the four principal cities of the Union, as compiled Irom the above, is as follows: ;-- . V • ^ ■ .'. ■ !. LOiVS. 8PK0III. OIBOnL*T'*. DkPrtBlTS. N-Y-k, Jan. S.SlSSoJS 64'J$92,82'i,02J $i8,3J5,8l8 $7,930 2»2 Bo-to(i, "10. OK^n.OOO •2l,6ir.,.'>00 8,21s 400 7 016 000 PbiUd., " 10. 26,S9i,8(V) IT.l'^SC:)? 6,007,22 J 2.854,398 N.Orl., " 1. 20,5«7,467 24,«72,662 15,fl48,l89 8 681,814 Total f235,841,»6!» 156 553 391 $58.7106 .'9 27,312,504 Last week... 236,54&,170 164,632,604 67,902,052 23,233,033 Seutliern Pacific Railroad. At a nieetins; of the Directors of the San Diego and Gila Southern Pacific Railroad Company, held in San Diego, Cal., on the 26tli November last, the following gentlemen were elected oflBcers for the ensuing year : President. — 0. S. Wituerbt. . Vice President. — W. C. Ferrell. " l^easurer. — D. B. Kprtz. Secretary. — Geo. P. Tebbktts. '--■.'. WJLEY & HALSTED, 351 BROADl«'AY, .. ARB 80LB AGENTS FOR THE 3ALK Of COLBURN &. HOLLEY'S EUIIOPKAN & AMERICAN KAILWAIS, 1 vf>l. Polio, wiih 3fi1 illiistraiifms on 51 engr«v»i1 platef, 14x10 inciit^s in ttiK liii>lic8t g'yie of litboi:ri|' bklUfct, Hie^pers, — wocvl aitd iron, and |>restjrv;ttion or tiinl>er by all standard proces-KS. Knib- qual ly, sliar'e and manufacture. Rail Jonts aud Fasteriinipt. AUu to their Raiki'-Coal-Burning^ Locoiuoti^'cs, InclulinK Trctti>n3 (III En.li.sband American CohI, the Com- b'lstiiin >>r OohI Ilis'oryiit Coal- Hii mini; Boilers, DescripiioDS ui aU r'tanttard UotI Bu'DiiiK Koilers, oic SpjCiltc ^nd full inrormaiian is given as to the best plans of Earthwork and OralnaKe. Pre-ervatum orTimi er, Sliape and kiaiiuliicture oflron, Korm of Rail Jont, Coal Burning Boiler. *•* Copies will be sent prompt^ by Expreaa on tb« receipt of the price. FroiD the New York Evening Post. September 30. BDCCC88 OP AM IMBaiOAN BOOK IH ESOLAMD. We miticft that theTymdon Fle'ald. Htnndard. Telt^fraph, Ohnerver. Kneinerr, Alee lan'rs' Mafazin:. Mining Juurnit, Builder, etc , sfieaK in the inoit ttattcriiii; terms of the nc ciir.l Ameiion Kiiiways, to wh cti ffoi.uent Rllu?io.i has been miite in Ihn o ' oluinn-. Tlioy >iUiO recoiiiinend a London edition of ttie work not only as a valiiabie a>i< itii ii^int erinif lite'sttirit, Iml mm a le- liahle colh-ction of faucs iu rogard to Amor c^i Rniiwiiy nian- Hgijinebt TO MANUFACTURERS OF ■ ' "' OFrioE or THK OoviHOToM & Ohio R R,, f Coci^gtun, A Ughany Cuuilj/, Va., Jan'y 3rd, 1869, S PROP-tgALS will be reu»i\ed, at this offlctj. until the 14th of Fehni trini; proposals, on ajip ication at thia uflSc] on aud after the 2Ut iii't. By order of Ihe Board of Pnl)>ic Works, CUARLK8 R. FI8K. &t3 Chief EnKineer. Railroad Iron. „ TDK undersigned h;ive American and Foreign Railroad Iron for aale, deliverable in New Tork and other niar kets. CASWELL, it PERKINS, Biokers, 68 Wall sL Nnr TOKK, January 1, 1858. 500 Railroad iron. TONS 66 ll>8. and 1,500 tons 60 lbs. beat Welsb make, Erie pattern, now in )iort for sale. T. A. HOWLAND *: CO., 54 William st., New York. FINANCIAL. G. M. TRACY &. CO., STOCKS, BONUS, £TC. LOANS NEGOTIATED. No. 40 EXCHANGE PItACE, \7\r IT €D A. H. DYETT,> STOCK AND BOND BROKER, : No. 43 E3[CHA]¥GE PLACi; BANKERS and DEALERS in Stocks, Bonds. Exchange and Commercial Paper, on commission. No. 49 Wall ■treet, and 41 William street, NEW YORK. Orders for the purchase and sale of Stocks and Bomln, at the Brokers' Board, by letter or otherwise, promptly executed. Caab advanced on sound saleable securities. BBFIR TO G. VAN BAUB * CO.. N.Y. CONTINENT AL B'K. N. Z CHAS. A. FISHER, Late of the firm of FtSHER, DKNKY 4c CO., Ko. 18 Exchange Place. STOCKS and Bonds bought and sold on con:m ssion. Loans neifofiated. PETERS, CAMPBELL & CO., BANKERS AND DEAJLBRS IN DOMESTIC EXCHANGE AND BANK NOTES, .,. No. 50 UTALIi STREET, . NEW YORK. SPECIAL ATTENTION GIVEN TO ooxjXjDEsoo^ioxia's nr ALL PABTS OF TH£ VHITED STATES. PETERS, 8PENCE A CO., I \ DAVID K. 8PENCK, N. H. CAMPBELL, S ? DEXTER OTKY. BiriK TO Jab- T. Soutbb, Esq. Prcs'tB'k RepubUc, ? - - ^ f.. Amencao Sxchan^ Banl^ ^ «ew i orK uiiy Banks and Bankers, KicfamoBd and L^nchborg, Va KETCHAM & WILLIAMS. STOCK BB0KXR8, , . Ho, 1 HANOVER STREET, Near Wall. ^^yff^ yoRK. Stocks and Bonds boagbt and sold oa Cooimlaiaa, aad Loans negotis tad. DUNCAN, SHERMAN & CO., BANKERS, Comer Pine and Nassau Sts., NEIV YORK, ISSDS CIRCULAR NOTES AND LETTERS OF CREDIT, For travelers, available in all the principal cities of Uie world ALSO, MERCANTILE CREDITS, For nsa in EUROPE, CHINA, etc SIMEON DRAFER, AucUoncer. By SIMEO^ DRAPER, Orpioa, No. 36 PINE ST., NEW YORK. REGULAR AUCTION SALES At ths Hssohabts' Xxohasos EVERY DAY. STOCKS and BONDS bought and sold at private sal& /Stab nery day at 12.i< tfdodt. Sea CcUalogue. H MEIGS, Jr. & SMITH, BANKERS and BROKERS, 39 WILLIAM STREET, (First Bcildino bslow Wall Stbsbt.) STOCKS and BONDS Bought and Sold (» Commissi oa MERCANTILE PAPER and LOANS NogoUated. INTEREST ALLOWED OH DEPOSITS. HENRY MEIOS, Jr. WBl. ALEX. SMITH* Nsw TosK, May 11. 1868. R. H. RICKARD, MINING AGENT & STOCK BROKER, Office No. HI Nassau st., NEUr I'ORK. BUYS and f^clls MINING SHARES, MINES and MIKERAIj 1 Ht. D. T\ler, Noiwuh, Conn., Uilteiihoiise. Fant Ss. Co., UaiikerK. WMbhiiurton, D. C. Particular uttcntioii i^vcn to I..itke teiiur busiuevs. DINGEE & HOLDEN, ACCTIOJiEEKS AND REAL EST.\TE BROKERS, No. 9 NASSAU STREET, Under Messrs. Dl'hCAH, Sherman Si Co. SOLOMON DINOEE, i KVW \(\TiV CHARLES E. HOLDEX, S i\ L. « 1 UIVB.. Stocks, Bonds, Mortgages, & Commen-lal Paper Buii;,'ht Jr Sold. • KRFFRSirOES. Citizens' Bank, N.Y. Messrs. Thompson Bros., Bankers. * " Messrs. Sewell, Ferris St Co, " Geo. P. Ropers. Esq . " A. Gridiey. President McLean Co. Bank, Illinois, Hoa E. D. CampbcB, Lt. Got., Wit Hon. Judge LTd. La Crosse,*- Jno. M. L''\T, Bimlier, " " Uon. Franklin ISteele, Minne- sota. A. * W. A. Saunders, Bankers, Ml Plca.-aiit, Iowa. NEW HAVEN ARMS CO., MASPFACTPBERS OF THE CELEBRATED REPEATING FIRE AR3IS, CnMPR'SINO RIFLES, CARBIKES AND PISTOLS, WITH AMMUNITION WARRANTED WATER PROOF, NEW UAVEiy, CONI¥. Depot for Sales, !67~BROADWAY, NEW YORK. JOSEPH MERWIN, A^ent. T. A. HOWLAND & CO., BROKERS IN RAILROAD IRON AND 54 H'lLUATI ST., ]%Eir TORK, ARE prepnred to furnish cither Foreis-n or American Kails, a'Sii EqvlpmcnUl of every kind desired, UB the uioiit fa-rorable terms. RAILROAD IRON. THE Fubacribers are prepared to contract for RAILS delivered Ht an English poet or at s port lo the United 8tate!>. Alao for all descriptions of RAILROAD EQUIPMENTS upon fovorable terma. JOHN W. HULL 4c CO., No. 41 Exc hange Place, NEW YORK. RAILROAD IRON. ET./SH or $!taflordshire make, delivered on board at an Kngiish port ur at a port in the United States KORRIS * BROTHER, *n36 Baltimobl And 17 Nassau St.. Nsw Yoaa w WATER WORKS. THE unilersijmed, niany ye «f the several ^t^«m Works supplying the City of phil-tdelphia with w.ter, may be consulted ujion the location, compio'e desijm, ccnstrtictioii, and mauagement of waterworks of at: kinds lor the supply o. cities, towns, elc,et«. ' Addie<« FREDERIC GRAFF. Consulting Engineer, 1337 Arch atre 3m42 Pbilabblpbia. Notice to Contractors. PROPO.^ALS will l>e received by the Staikn Island Railbdid Compabt until tlielsi day of Kfbniarj-. 18&& tor the cookpletion of the Grading. Bridging and Masonry wuh partial e<|uipmcnt of fUrniture for sjiid Road. The Rails, Chairs and Spikes will be furnished by tlie Company. Previous to the letting all necessary infurmation may be «*- tained as to the amount of work yet to be done, by addressing J. DeWitt MoBTPoBT, Bcc'y, 62 Warren st. Nbit YOBK, Docember27, I8681. ^li 46 AMERICAN XTAILROAD JOURNAl^* LACKAWANNA IRON AND COAL COMPANY, SCRANTON, LUZERNE CO., PA. BY tfe enmpletinn o' the Delaware, LaekawanM and WM'era Kailnmd, 1hi» Oompary «r<- euabled to obmin the Ma«Detin Oros from the iiio»t celwbrat^d niioeB io N«w jRTsey, wbich utetl in combination with their native ores, pro- dure a qaality of iron not lurpawed. Tbeee works have b^en gre«lly enlarged the past year, and are, the>elbrf, prepared to execute orders promptly for RAILROAD IRON of any pattern and weight. Car Axlei, Bpike«, and Merchant Iron. They have on hund pattern* for T rails, of the loMowiiig weijfhta per lineal jaru, vix :— 26, 80, 8». 40 46, 50, 60, 62, and T6 Iba. Samplos of Bails and Ve-chanttron may be seen at the oAoe of the Company, 46 Exchange Place, New York. Address J. II. 80KANT0N, President, 80BAHTOB, Pa., or THEO. 8TUROE8, Treae urer. 46 Exehanrt Place. 40.f NSW ToaK • THE ROUGH AND READY OF DANVILLE, PA., AKK preparod to All otdara for RAILS of the beat qaality at tb« market price. T. A. HOAVLAND 4» CO., AKenta, 54 William at.. NKW YORK. RAILROAD IRON. THE KEASSELAEK IRON COMPANY, TROY, N. Y., OFFER Rails of their own manufactiire deliverable aa may be desired hy purchasers. received in exchange for new, or f<>r re-raanufacturinf. JOHN A. GRISIVOL.!), Asent* TJtOT, Jf, T. Htw York Agency: BtJSSXNO, CROCKER * DODOK, 39 cum au IRON BOILER FLUES. L.ap- Welded Boiler Flues, 1% to 7 inches outside diameter, cnt to deflDite length, 2 to 20 feet as required. Wrought Iron Welded Tubes, iTrom )^ to 6 iuchea bore, with Screw and Socket OoooectioDS. T's, L's, Stops, ValTes, Flaoges, dec, &o. " MANTTFAOTURSD AND FOB SAU BT MORRIS, TASKER & CO., PASCAL IRON WORKS. * Eatabllabed 1831. Warehouse— 209 South Third st, PHILADELPHIA. srvpHBii Moaaia, TROS. T. TlStlR. JK. CHtS. WRIBLIK, JR., BTIPBlIt P. M TABKBR. ROUND OAK IRON WORKS, >. STAFFORDSHIRi; ENGLAIVD. Lord WABD, Proprietor. MANHFACTURE RAILS, BOILER PLATES, SHKETS, HOOPS aod BARS, of every variety pf pattara. SORRIS A BROTHER, Agfou ."br the DniU'd SLatea, 12 SooTl Cbablbb Strbbt. BALTIMOES. And 17 NisBin f^TBBBT, N£W VOUK. THE RAILROAD IRON MILL COMPANY, CLEVELAND, OHIO, HANUVAOTT-BBBS EZCLUSITELT OF RAILROAD IRON. THIS IB a new ROLLING MILL, bavinf been working only elgbteeo montfaa, and eonflned to work tbr roads oo this line between BuAJo and Chicago in re-rolKng old Rail& The capacity la forty Tons por day. It la woll aituated for reeelving old Balla, either by Bailroad or Lake. Orders are noiv solicited tram Bo«da In other sectiooa of the rountry ; and work will %• ttMto wttk New Iim la the beads, If deaired. Apply to AliBERT G. SMITH, Proaldent of tlie Iiicorporatlom. Vebnuuy, 1S58. RAILROAD IRON. The Crescent Manufacturing Company, WHEELING, VA., ABE now pi^parod to execute, at short notica, ordara Ibr Rails of any required pattern ami welijht, aud to re-roB oM raia^ oa the moat iioer^ terms AddresH N. WILKINSON, Sec'y, •tf WaBBuna, VA. R A I L. R O A I> « I R O N . CONTRACTS FOR RAILS. AT A FIXED PRICK OB ON GOMMISeiON, OELIVEBED AT AH EKOLISH POST, Or at a Port ia Doited States, WILL BE MADE BY TRB USDRRfsraHED, THEODORE IlIi:HOM. 10 Wail St., near Brtwdway, New York. MO torn T raila oa hand M to kT Iba. per linear yard. RAILROAD. IRON. Thsundenlgnedt Ag^ts for leading Manufacturers in STAFFORDSHIRE AND WALES, ABB PBIPABKD TO OONTBAOT FOB DBLITBBT Oa koard alitp at Liverpool, or Welsh port a COHG&EYE ft 809, U OliVat, M. T. MORRIS & JONES & CO., IRON MERCHANTS, MARKKT AND PIXTEKNTn STREETS, PHILADELPHIA. IRON AND STEEL IK ALL THBIB VABIETIBS. BOILBR PLATE, . OAR AXLK8, BOILKR RIVBT8, RAILROAD IRON, OUT NAILS and BP1KB8, PIO IKON, ote. Having tbeaelUng agency of a ounsbar of the Rolling Mil la Vumaeea and Vorxes in this State, udeis Ibr any deach{>U0B of I ran can be ezocoted. ABgUitl«,1864. ■ HH RAILROAD IRON. The Undersigned, Agants for the Kanufaeturart, ABB PREPARID TO OONTBAOT TO DKLIVXB Free on Board at Shippiii; Ports in En^and, or At Porta of Dlaoharge In the United 8t«t«a, RAILS OP SUPERIOR QUALITY, And of Weight or Pattern aa may be required. VOSE, LIVINGSTON A CO., Nmt T»rk. Aug. 1, 18S6 9 ftoatk William Street RAILROAD IRON. The Subscriber!, Agenti for the Manu&cturerii AR8 paBPARBD TO OOBTRAOT POR THB DBUYBRT or BAILROAD IRON AT ANT FORT kB the United Btatoa or Canada, or at a shipping port in Walea WAINWSieHT ft TAPPAH, BOMOO, June. 1861. 28 Central WhMl RAILROAD IRON AND COMMON BARS. THB UNDBBSIONBD, Sole Agenta to McBara. GUEST A CO^ The PropHetora of the Dnwials Iron Works, If«ar Cardiff, South Wa!m, ABB duly anthorized to contract for the sale of their O. It. Railroad Iron, and Common Bars, on moat advantageona B. ft J. MAXnr. 70 Broad it To Railroad Companies, MACHINISTS & OTHERS. BEST quality OOp WASTE, consttntly on hand and for sale by M. K. JS8UP * CO., ..X;"": ■••■I ---•■? ,'.• ,:'."«y Nok 44 Bachange Place, •w KawYoaB' RAILROAD IRON. WOOD, MORRELL &. CO., Having leased the extensive Works of the Cambria Iron Company, Situated at Johhbtowv, OiifBaiA Co., Pami., And purchased all their real estate, ARE now prepared to execute, at short notice, ordefs ibr RAILS uf any re«inired pattern or weight, on the moat liberal termiL Pliiiadelphia Office, J ^jS^^llT^JL^'"^ STEEL, FILES, &c., R. GROVES &. SONS, SHEFFIELD, ENGLAND, MANT7TAOTURBRS of warranted Cast Steel, soperier v quality, Ibr Tools, Maehinery, and Bngineehng porposea. ^ ' BIngta and Double Shear, Blister, Oerman Spring and Bbeet Ut0ti or every descrlptkat— «l80, Oast Steel Files of Ugh rep» latioa, ospeeially adapted for the OM of Maebinlsta, aad lawa BBd Mga Tools ofall kiada. A Block of tiie above gooda eoaataaUy oa I eoaraaATa mawx USB 1.'^^-^ OHAB. OONGBBYX * BON, AfBDla 1» 04iir Btreat, wTr . Patents for Inventions. . TD. STBTSON, A gent for procurinif patents. No. 5 Tryoo . Rorms of ralL it eaa ba pot down oo the MPae ehaira, and with the aame waf taga, ased with romaw 9 raila The arranfreraents to manufketnre are soch that thaae laOl aan be fUruisiied of any Amencaa or yoreign make. Reference is made to the aOoera of aU the railroada ia Iba vicinity of CinckaiatL Additional partlcalarB aad dreoiara may he had by sildiwa tog B. Mr. STEPHENS, CinalnnaU, OlOo. Railroad Iron. TONS of Krie Pattern, Oiawshays make, oo aala Apply to JAMES TINRIR, 8ni40 M Exchange Place. 2,000 CAUTION. As there are numerous imitations of our FRANOIPANNI, purchasers are requested to see that the names of PiBSsa and LoBia are fanpreased ui*on the Bottles. Sold by an Fashionable PERri:uBKS and Drcooists in the WorliL WHOLESALE AGENT FOR THE T7NITED STATES .• Mr. JONAS PHILLIPS, 87 Pesurl at., Aeie YsrA AMERICAN RAILROAD JOURNAL. 47 > -\ F.W.BhinalaBder. JamM A. Boomian. Edwin A. Pad KlilNELANDER, BOOKMAN & CO., RAILWAY AGENTS COMMISSION MERCHANTS, SOPFLT ALL MATBIlllL Ann ABTI01S8 U8BD !■ THB CONSTRDCTION AND OPERATEVG OP MILWAY8. BANK or C0I1K£RCB BUILDING, NBW TORK. BKVIK TO Jriba A. Ptpven», K'q , Prraid'nt Bant of Co m mertt. Sani'l Sloan, K^q , Preiident UutUun River Railroad C*. James BoorniAu, Ksq., MeM<a, and deal in Locomotive and Hand Lanterns, Enatneitf d Bna.1LiQiQSB, BrasnaiidSilverTrimmini^, Cotton l^ick for Car Cowers, Portable Forties and Jack Screws, B-)!U, Nutu and WnaherM. Bliiii and Bridge Bolta, and Iron ForguiKS of almost every daaiription, ei«.. etc, etc., at the old STAao, M COUKTLAND ST., Nbw York. Orders fnr tlie purcbase of goods on comniiasioo, aalde from our regular buMnt^sa, respectfully solicited. A1.BBRT BRIIH3E8, j <^b'.'^,1V%"S",^ JOEL. C. LANE. &AWYER, TINKER &. CO., ** MANDPACTHRKKS OF COTTON DUCK, For Car Roofing, of all widths, up to 140 in, PATENT mm BELTING, ccsl abont oa-thiid of Leather. •6 BEKKMAJI ST^ HEW TORK. S. B. BOWLES, UimriCTDRES HID lEUER IN RAILROAD StrPPLIES, No. 12 GOLD STREET, (Between PLATT and MAIDEN LANB.) GEO. M. FREE>IAN, BCCCS88OR TO PRATT & FREEMAN, PHILADELPH I A RAILWAY SUPPLY AGENCY, No. ia3 IVALNCT STREET, PHILADELPHIA. Railroad Materiaii, Locomotive and Car Fintlings, MACaiNKRT AKD MACHINISTS' TOOLS, MINERS' TOOLS, ETC. ■9- COTTON IXTASTE. .£« WHITE AND YELLOW CAR GREASE, LOCOMOTIVE BRASS WORK, Baggage Cheeks, Barrows, etc., etc., RAILROAD LANTERNS, SIGNAL LIGHTS, 8TSAM OAUOKS, COCKS AND WUISTLIS, IKDIA BTTBBSR HOSE PACXIN08, ETC. LANTERNS OP ALIj DESCRIPTIONS KNOINE, BTATION, AND SIGNAL BELLS, * ■7* Svp«rlor Car Vpholatery, etc. _£■ AGENCY 07 THE KEROSENE OIL COKPAMT. tgr Orden aoHctted, promptly flUed, and forwarded witb despatch and care at the maniifaetitrer^ louest price*. H. H. GOODMAN k CO., No. 7 WALL ST., NEW YORK, Dealers 1q Railway, City, County, aiid State BONDS. RAILS, LOCOMOTIVES, *c. We have on band and for aale, of Couaty Bonds — Rardin Cniinty(Ky),e per eta. I Davidson Cty (Tetui.),fl p.etB Carter, Bath, and Mootfoiii- 1 lowaCnonty (Wia.), 8 percta mery (Ky), < per eeota. | Mineral Point do. do. Also a variety of OITT, OOUMTT, and SAILWAT I'lOURITIBS in smallar IoIsl AprU 80th. 1««A OENBKAL COMMISSION MERCHANT, No.. A &■ 8 Brondvrajr, aud 8 Reaver St. ORDKRS n-cerved for all size-" MKRCIIANT, n>K Rn<1 RAII-UOAD IKON. AMERICAN and HCOTCIl I'lO IRON, 8i'l'ERI0ll NVTIOLGHT IKON KAILUOAD CHAIKiJ, SPIKJiS, CAR WUKELS, NAILS, ETC.. KTC. OFFICE, 8 BKOADWaY, Comer Beaver St., oppot^ltc the Bowling Green, NEW YORK. ESriKS TO Uessra. Coof)er & Hewitt, Messrs. Win. Oi>th»ut dr Bro., MessTD.Maniliall LetterU « Bro. Messrs Stillinnri. A lieu it C ing they combine qualities superior to any others now manu- Cictured. The Chalra wei^ from seven and ajialf to flfteen poaada, according to the thickness of the Iron and sue of the Chair. To enable oa to give you a perfect flt, it will t>« necessary al- waya to send a sectioo of the Rail We cannot underiake to make Chaira without a proper pattern, a* it la impoasible to make a peifect tilting Cluur from a draw;Dg. Our manuEtcture of Cliaira are used nu a large nnmber o( Roods, of which the foil >wing list compr.ses some of Iheui, via flslnia and Chicago Unino Railroad Campaoy, North Oaroliiia Railroad Company, •• .' New Jersey O^niral Railroad Company, '.--.".:: Panama Railroad Company, BulTaln and State Line Railroad Company, New York and New Uaveo Railroad Company. Messrs. W. K. JEStlP A CO., 44 Exehanfo Plaec, Neur York, aratlVtaitr tsrtiesaathorisad toaot aa our Aganta. ■..•.'" ■17ECE3 3Et.OOE3n.SI Locomotive & Blachino WORKS. ROGERS, KETCflUM & GROSVENOR, . x>.^^FE3Zisopar, K". j-^ H AVI NO eztacsive Cici^ities, are now prepart^d to fiindKfe promptly, of tlie be»-t and ino»l improved dc8criptiun,eiU' •cut* uriJer* for locomoiive'evgines and tenders, eltlusr fur burning WOOD or COAL, with proniptiieu and dis|>Htch. BKA8S and IRON CASTINGS ; LCCOMOTIVB TYRES welded and bktcked to ex.oct isizes, a/id every tiling connected witii tb« tNllding or repairing at Locoinocivea Aimislied on ihort notico. Tlie8« Worta bcJnfj located on the New York Central lUUV toad, Dear the centre of the State, posacM superior facilitiee |)r forwartlingr Uicir work to any part of the country, without deiay. JOHN ElililS, /igent. HVAJLTKB. BUCtUKSSr, Superintendent. RICHARD NORRIS. HENRY LATIAIRR NflRRIS. RICHARD NORRIS & SON, LOCOMOTIVE STEAM ENGINE BUILDERS, 8BVEITTSRNTH 8TR»T, ABOVB OALLOWHILL, PHILADELPHIA, ■•■lOBD IZOLDinrBLT IV TBI MAMimOTDBI 0» LOCOMOTIVES, RAILWAY TOOLS AND MACHINERY. MANIJTACTTTRI to order, Locomothren of any Arranftt- neot, Weiirbt or Oapaclty. In Deaipi, Material an^ Workmanabi p, iba Locomotivea produced at these Work*, Me eqnal to, and not excelled by any. Locojiiotive Engines. D ANFORTIL COOK Sc CO., PATKRSON, N. J., HXVlNf! irrtfd an i-JirfMi-ivj Sliop with t!ie m wt ap- lirovixl Miiciiinury Nnd Tiioh, aru prupat(Hi to execute uidcrF fir tti<' vurionn r.lii-s.^n of Freight ami Pa8"»'iii{er LiiCO- iniitivu K:ii;>''<''' *'>■' Tfiiders, \a the be«t manner and on the OKi«t favor.iliii- terma. A'ao, r-'t.aii iniiry Knirint-R, and the various Toola tuirable fm furii i^h'un Kep ur Slioin'. Till' bjHiiiess III' Muc.tiine mak ni, herftofore carried on by Cliaileii l>Hii orih A C<>., U cmtinuod hy the preeeat firm, and ail orders will roceive prompt allention. lyiS UNION WORKS, BALTIMORE. POOLE & HUNT, Iron Founders and General Machinists, ARK prepared to fill at abort notice and of beet matertela and workmaoehip, orders for ^team engines of any Size, I'LATB CAR WHKELS and CHILLED TIRK8, equal to any proiluced In the cfiunlry. WHKIIJi AND AXLXa fitted fbr use. HTDRACLIO PRISSXa for ezpreednf OiJa and for other pnrposea. MAOHINERT of the moat approved conatroetion for rioiui- k« and Saw Mill*. GASHOLDKRS of any iiie, and Maflhlnety and Castinn «rf eU kinds Ibr G aa Works. BTXAM BOILKR.S and WATER TANKS ofanysiaeor deecrlpUon. SHAfTINQ. PDLLUS and HANOBRS. WEST POINT FOUNDRY. R. F. PARROT, Leisee. Manufacturer of Jtlnviite niiil Stationary :E3 3>r C3- 1 KT DE3 S , Sairar Mills. Shw MilK Iron Bridges, Cnnnon, WATKIl IMTES BOII.ER8, IRON UUILDIN03, CASTINGS & FORGINGS OF ALL KINDS Wn. KKMIIT.K. i Af^ents, niAS. jr. NOUUSE, S ao "Wcat Street. MACHINERY OIL. REFINED NEAT'S FOOT OIL Vi^ARKANTED NOT TO GUSf AND e<)ual in every respect to the beat Spaaji Oil for aB kinda of macbiuery use. PBTKn. COOPKR, 11 Burlap tUip, ~ TeiB, PATENT METALLIC OIL, MAXnriOTVRio miDia thi piramr of J. A. 1¥. \¥. CIJ]fIBEBL.AIVD, And under the personal Snperlntendeoce of the Inventor. THE NEW YORK '■' CUMBERLAND METALLIC OIL FOOT OP 24th STREET, EAST RITER. OFFICE, 305 BROADIFAT, w E respectfully call the attention of those Interested In the ninoing of STEAMSHIPS, Maebine Sbops, Factories, and Machinery of all kinds, to the valuable qualitiea of our OIL 1. It is entirely Aree A'^^ Gum, cools heated jour- nals quicker than water, and keeps them cool by Its aitpe- rlor anti-ftrictlon propertiea. 2. By its use less motive poorer la required than in usini; any other oil yet known. It will move maciunery with very perceptibly lees motl've powrer than Sperm Oil. 3. Tho aame quantity win last at leaat 33K per cent, lunger than Sperm, or anj^ other Oil, and the qunlity Is always atrictly uniform in ttssoasun. We muke Summer and Winter Oil. 4. n.iving Inrgcly increased the capacity of our works, we h.tvc l>ccn enabled to reduce the prices below those of last year ; and it is our intention to keep it at all times below the prici! of Sperm. The prcjiidioe exi&tin? against Oils has very properly grown up. ami wo are fn'ly aware of the deccjitioiui which have been and still are prxtiiied by unscriipulonB perKons •. but we are pr^l^arcd to aiibstantlAte all tlie foregoing atate- uienta n-luiive to the Hn|)criorlly of our Oils, at OUR OFFICE, 305 BROAD^FAY, by l:trge numbers of certificates of the best managed linea of Railronds, Steamships, Machine Shops, k Factories ill this odutitry, testifying to its value as being greatly superior to any other. Jliist of the certificates being of prominent Couipaniea* it in prob^ible that more or leas of tlii>m will he known to all We liavn also the MKDAl^S and DI> PrO.MASaw:irded touaby the AMKUICAN IN- ST I T U T K . Wo will at all time* be ready to reftend the money ir the lacts above slated urn rMit satiafaetorlly sub8ta» tiatuil on trial of the Oil ; and we only solicit from tliose who have never u>uion meeting with unqualified ap- proval, renders the manufacturers confident when making the lollowing claims : — IsL ItH first coat is vantly leas than that of any Oil in use, of known merit or acknowledged worth. 2nd. It will not in any ivay irnm or clog up any Journal or bearing, all the gum in the Oil being entirely decom- posed. 8rd. It will keep all Journals and bearings cool, clean and 1iri|;ht as cew, thus not only saving wear and tear, hut •avin); alao nu inconsiderab.'e amount of motlTe poiver. 4th. It is M\y as dnrahle as any Oil in the market, and consumers are invited to make their experiments on t>uch jour- nals as arc inclined to heat up. 5th. It is sweet and clean, and entirely free from all odor or unpleasant smell. Alse,— J. C. HULL &. SONS' REFINED BURNING OIL. Buyers are requested In give this OIIj a trial, aa it is be- lieved that it will be found the CHEAPEST, CLEANEST AND BEST OIL FOR BURNING, (all things considered), in the market. I CERTIFICATES from a large number of Railroad and Steamboat officera, alao, prominent Manufiicturert and Machine Builders, can be seen by application as abova TAW & BEERS, DEALERS Iir Spern, 'Whale aud Elephant Oils, Adamantine Car and other Candles, AlTD XANUFACTUBBBS OF TAW'S LUBRICATING GREASE FOR RAILROAD CARS AND HEAVY MACHINERY. TniS celebrated GREASE haa been In use upwards oC Ten yeara % and is in the opinion of KORTY RAIIj> ROAD CO .11 PAKIKS, whom we regularly aapply, The I'lieape&t and Best Lnbricator in nse. Parties ordering, will please state the kind of box, or descrip- tion of machinery. TAVir dt BEERS, 18 SOOTH WATER 8T., Philadelphia. OIL! OIL! PEASE'S IMPROVED ENGINE and SIGNAL OIL, FOB RAHBOASS, 8TEAHES8, FBOPELLESS, AND FOB BTKBT CLAM 0« MACHIHTERT AHD BURIVnrO. PRACTICAL TESTS, by Bngineers and MachiiAU Ok Tliouwtnds of Gallons, prove tliis Oil to be sapcrior Ihr Biirninf(. and TWENTY-FIVE |>er cent more dnrable tlian S|H-rm Oil. for Luhhcalinir, and the only Oi! that is in all cases reliable, that will keep besirings eooL, and In no case hoa it fluled to meet tlie approval of the consumer. The Seimtifie Amerietm and Mtmu/acturer'i Jounud, after testing this Oil, pronounce It superior to any other for L* bricating.— For sale ONLY by the Inventor F. 8. PEASE, «1 Mala St., BUFFAIjO. Beliable orders flUed ft* anj part of the Dotted ttetei • Europe. "■?■•-'•:. IMERICAN RAILROAD JOURNAL. ■;v' "^ iii ?- SI".. -'if' i-v : STEAM NAVIGATION, COMMERCE, FINANCE, INSURANCE, BANKING, MINING, MANUFACTURES.; HENRY V, POOR, Editor. ^ ' ESTABLISHED IN 1831. PUBLISHED WEEKLY BY J. H. SCHULTZ & CO., AT NO. 9 SPRUCE ST., NEW YORK, AT FIVE DOLLARS PER ANNUM. Second Q(jabto Sbriks, Vol. XV., No. 4.] SATURDAY, JANUARY 22, 1859. [Wholb No. 1,188, Vol. XXXII. Bar Messrs. ALGAR & STREET, No. 11 ClemenU Lane, Lombard Street, Lo sdo s, are tlie authorised European Agents for the JournaL PRINCIPAL CONTENTS. lilue Ridge Railroad 49 Central Railroad and BaDkin>r Co. of Georgia.. 50 Tobacco Trade ot Virginia 61 Railroads in Missouri 52 Tonnage of the United States 53 New Sleeping Cars 56 Central Railroad of New Jersey 56 London Correspondence 56 How Cheaply can Freight be Moved on a Rail- ^ road 57 Hanapshire and Hampden Railroad 58 Milwaukee and Horicon Railroad 58 Hoosic Tunnel 58 Debt of Keokuk 58 Pensions Paid by Government 59 Railroad Earnings 59 New York State Banks 59 Interest and Dividends 60 American Railroad Journal. PoBLiSHiD BT J. H. SCHULTZ St. CO. No. 9 Spkucb 8T. New York, S«turday, January iiii, 1859. Blue Ridge Railroad (S. C). The annual meeting of the stockholders of the Blue Ridge Railroad Company was held in Charles- ton on the 10th November ult., and the usual re- ports of the President, Chief Engineer and. Treas- urer presented. • ■ ' ' The fiuanclal condition of this Company is not such as to augur the speedy completion of the great work undertaken, and the President says emphatically that it "must be completed, as a State enterprise or it cannot be completed at all. The cost ia too great for individual enterprise." This road is one of immense importance to the State and especially to Charleston. It extends the great line now completed from the seaboard to Anderson northwest to Knoxville, where it will connect with the lines, projected to and from Cin- cinnati, and when open to freights and passengers will not only greatly abridge the line of travel, but will supply to the whole State of South Carolina an access to the wheat and bacon regions of the great West to which the present route is chiefly by way of Baltimore. The demand for State aid j is, therefore, not unreasonable, and it is to be hoped that the present legislature will see fit to place the whole Hue under construction at the ear- liest possible period. By the route as surveyed, Charleston will be nearer to Knoxville than Richmond 46 miles, and than Savannah 96 miles ; and when the Hiwassee Railroad from Clayton to Cleveland is completed that seaport will be nearer to Chattanooga, Nash- ville and Memphis, than Richmond 163 miles, and than Savannah 25 miles. Railroads are finished from Covington on the Ohio opposite Cincinnati to Danville, Ky. The Kentucky and Tetnnessee rail- road is a direct extension of the Blue Ridge rail- road to Danville and thence to Cincinnati. The distance from Charleston to Cincinnati by the usual route of carriage is 1,413 miles. The additional carriage by railroad to the interior towns must be added. By the Blue Ridge railroad Charleston is distant 410 miles from Knoxville by way of the projected Newmarket and Hamburg railroad, and 450 miles over the present line via Columbia. The distance between Anderson and Knoxville is 195 miles. Thus the completion of this road and its connections would revolutionize the course of commerce, affording the whole State, beginning in its north west corner and proceeding centrally to the seaboard, the greatest facilities. Supplies from Cincinnati now r^ach Charleston as above stated by a route of 1,413 miles, and Ander- son by a route of 1,668 miles. The projected route would bring supplies from Cincinnati to An- derson over a line of about 520 miles, and to Charleston of about 780 miles. Ti:ese are matters which the State should at once remedy, and the only way in which this can be efiFectually done is, to construct this road with the utmost energy and heartiness of co-operation with the company. The Treasurer's accounts exhibit the particidars of the receipts and payments to the 1st November, 1858. From these it appears that there has been receivec on account of capital — Subscription of Charleston f786,7&0 00 Do. Stat© of S. Carolina . . 800,000 00 Individual subscriptions 38,771 30 From Pendleton R. R. Co 62,056 69 Cash baaiance S**,??? 59 City 6 per cent, stock ^.i .;.. 70,076 60 Notes receivable .36,000 00 Advances to contractors 13,892 78 • / — W ■-■■■■ -; $128,846 82 The total cost and charges of every kind to the 15th November, 1858, are stated as follows; Construction $2,126,639 32 Payable in raortg. bonds of the Company $217,577 60 Do. of Knox county ... . 52,07100 Do. in Co.'s stock 176,867 05 446,615 55 Cash reserved on contracts $1,680,023 77 53,844 27 Total cash payments ., $1,626,179 60 Due to contractors for ; - amounts reserved as security $63,844 27 Bills payable 40,000 00 93,844 27 Total cash payments and liabilities. $1,720,023 77 The resources of the Company for the further prosecution of the work in cash and bonds consist as follow : Balance of subscription of city of ->•«-: Charleston $262,250 00 Balance of State subscription (since paid) 200,000 00 Bal. of indiv. subscription in S. C 239,928 70 Do. do. Ga 8 600 00 Do. do. N. C. . . . 66,400 00 Bal. of county and indiv. sabs, ia Xenn. 184,000 00 Total cash.;.. ;. $946,178 7a Bonds guarantied by State f-^'J of South Carolina on cer- „ .. .• c tain conditions $1,000,000 '-.-'J.' Bonds of Tennessee for iron and bridges 640,000 1,640,000 00 Bal. of 1st mortg. bonds of Comp'y . . 1,308,000 00 Total receipts , Assets OQ hand — .$1,687,676 99 Total resources $3,693,178 70 Col. Qwynn's estimate of the cost of the road from Anderson to Knox- ville, 3 95 miles, is $7,576,677 00 Cost of workshops, engine and car sheds 150,000 00 Cost of equipment 966,000 00 Total estimated cost $8,691 ,677 00 The equipment estimated for, ate 60 locomo- 50 AMERICAN RA1L.ro Al> JOURNAL. lives, 0500,000; GOO burden cars, |360,000 ; 30 coaches, $76,000 ; baggage and mail cars, $16,000 ; and 50 gravel cars, J16,000. The present condition of the work is exhibited in the report of the Chief Enj^iueer. The road be- tween Anderson and Pendletoii, 13 miles, was completed in April last, and has sinco been in suc- cessful operation, being worked by the Greenville and Columbia Company. The Blue Ridge Com- pany, however, are about to run their own cars, and have already on Land 2 first-class locomo- tives ; 14 platform, 10 gravel, and 2 other cars ; and 1 coach, 4 box, and 4 platform cars have been ordered. Col. Gwynn says : Although the track has been laid and the cars are running, the road cannot be pronounced fin- ished in a permanent manner between Anderson and Pendleton. The trains pass on the trestle bridge over Twenty-Six Mile Creek, which I stated in my report of 185G would be built as well to hasten the arrival of the cars at Pendleton as lo aflord ihe means of transporting stone for the ma- sonry, and aiding, by serving as false works, in raising the wood and iron work of the superstruc- ture of the permanent bridge. The masonry is now in rapid progress, and will be completed early next summer, when the super- structure will be put on. Prior to this period the embankment wid be brought up to the masonry at Twenty-Six Mile Creek, and a few feet of trestle work adjoining the masonry of the permaucni bridge over Twenty-Three Mile Creek, (built for the pa-xsage of a common road underneath,) will be filled in. The road between Anderson and Pendleton will ihea be finished, piesenting in all its parts the permanence, durabailiiy and charac- teristics of a " first-class road" — such as the Blue Ridge Railroad is designed to be from one end to the other. 1 have now to enumerate the sections, bridge masonry and tunnels west of Pendleton heretofore referred to as the important works which have been prosecuted during the past year. Those in South Carolina commence with the embankment in Seneca Bottom, four miles from Pendleton, and the masonry for the bridge over Seneca River. Both of these works wiil be completed in the course of 12 months. The masonry for the bridge over Cane Creek will be completed in six months. A heavy section of grading commencing at Frick's Meeting House, 23^ miles from Pendleton, will be completed in eighteen mouths, and earlier if de- sired. The Saddle Tunnel, 27| miles from Pendleton, (016 feet in length,) will be completed in sixteen mouths. At the we»t end 124 feet of heading have beeu driven, and 99 feet excavated to the full sec- tion, aud the east end will be commenced ia a few days. The Middle Tunnel, 38} miles from Pendleton, ia 386 feet in length. The heading has been driven entirely through, aud it will be completed in about four months. A section of heavy grading about three-quarters of a mile in length, just west of this timuel, will be completed in sixteen mouths. The Stump House Tunnel is 29| miles from Pendleton, aud 6,863 feet in length. Every con- trivance that ingenuity could devise has been put in requisition to lessen manual labor and further the progress of the work. Seven steam engines are employed; three in raising material, three in ventilating through the shaft, and one at the west- ern portal, which drives in fresh air, and frees the tunnel from the water that follows the excavation made down the grade from the western end. The only impediment in the regular and uniform use of the work, has beeu caused by the inability ol the contractors to keep at all times a lull force. The populalioD of the tunnel is now 1,232 souls ; aod the work may be completed in 23 months. The masocry for the bridge over Cbauga Creek, 32j 1-6 miles from Pendleton, will be completed l«tWTe mouths. The mattour/ for the bridge over Chatuga River, which divides Soutn Carolina from Georgia, and is 39 miles from Pendleton, will be completed in the course of two years. The works in Georgia commenced with the Dick's Creek Tunnel, 41% miles from Pendleton. This tui.nel is 2,421 feet in length. There have been excavated 225 feet, to the full section, and 20 feet of heading. The work will be completed be- fore the track reaches it. The War-woman Tun- nel, 46^'^ miles from Pendelton, is 1,946 feet in length : 470 feet have been excavated to the full section, aud 76 feet of heading. It will be com- pleted in about two years. The heavy embank- ment known as the Whitmire Fill, near Clayton, and 49 miles from Pendleton, will require full two years for its completion. This is the last of the heavy works under contract in Georgia ; there are, in addition, several small culverts in progress of construction. In South Carolina, three-fourths of the giading, one-third of the tunnel excavation, three-fourths of the square drain i iisonry.and one-fourth of the bridge masonry, have been done, and one-fourth of the track laid. There has also been laid a track to Hayne's Quarry, \}4 miles long. In Georgia .seven-seventeenths of the grading, one-seventh of the tunnel excavation, two-thirds of the square drain masonry, and two-thirds of the britlge masonry, have been done. The length of the road in South Carolina aud Georgia is only 30 per cent, of the fi.i'.re length, and its cost will be 68 per cent, of the whole cost of the road. I laid before the Board in June last, a tabular statement, setting forth the amount of grading to be done on every section, together with the quan- tity of masonry for each bridge, and the time re- quired for the completion of each section and bridge. If the works therein enumerated, which, with the works now in progres.x. comprfse all that remaius to be done, preparat< ly to the laying the track, are put under contract in January next, the road may be completed in a year and a half to Walhalla, in three years to the Locust Stake, and in four years to Knoxville. The grading and bridge masonry between Knox- ville and Maryville, a distance of sixteen miles, will bo completed by the 1st of January, with the exception of the grading of sections 8, 4 and 6, and the masonry for the bridges over the Holstou and Little Rivers and for the bridge over Pistol Creek. These works are all in progress and will no doubt be completed next year. The distance between Knoxville and Maryville is thirty per cent, of the length of the road in Tennessee, and the cost of the grading and masonry, a.s originally estimated, was forty-one per cent, of the entire cost, according to the original estimate, in that State. ^ The project of ''connecting Charleston by rail- road with Louisville and Cincinnati." which will be accomplished by the Blue Ridge Railroad, ap- pears from the public acts, resolutions, surveys, and reports in reference to the subject, to have been for the last twenty- three years an object of the unceasing regard and earnest solicitude of the Legislature and people of this State. It is deemed superfluous to insist in detail upon the weighty political, commercial and lotal considerations which ought to influence the public councils of the State in giving every practicable facility and grant- ing aid to the accomplishment of this great inter- nal improvement. Those details may be found in part in the proceedings of the great conventions held in Cincinnati and in Knoxville, in the com- munications of the late Hon. John C. Calhoun, in the speeches and reports of the late Gov. Hayne, Col. Blanding and Capt. Black, of South Carolina, the late Dr. Daniel Drake and Gov. Vance of Ohio, and the late Gen. Jan-es Taylor, of Kentucky ; in the writings of Judge Hall, of Cincinnati ; the let- ters of Prof. Edward D. Mansfield, of Cmcinnati, and in the speeches of Col. Memminger in the Legislature of South Carolina, before the legisla- tive bodies of North Carolina, Tennessee, and Ken- tucky, to all of which the Board are respectfully re- ferred. Thes^ genUemen, DotwithstaQdiog the many rival schemes which have been gotten up and the powerful inducements to turn their reaards toother '. projects, perhaps equally advantageous to some i f '. tliem, have never abandoned ihe the opinion ad- vanced by them, that " the grand iron highway from Cincinnati to Charleston is one of the most important enterprises which could engage the at- tention of the commercial public." ■ . .. -,• . Central Railroad and Banking Companjr of ' - Georgia. Wo have received the twenty-fourth annual re- port of this Company for the fiscal year ending November 30ih, 1868, during which time the re- ^ ceipts were — •J' From Freight $1,066,620 70 - •' Passengers 228,216 88 " Mails 30,799 98 . " Passenger trains and express freight 28,084 44 Total $1,363,722 00 And the expenses were : Transportation $264,381 28 Maintenance of cars . .. 41,480 82 Motive power 66,904 82 Repairs of road 166,694 12 lucideutal expenses .... 12,666 34 I * -..-t^.^w^.2 541,126 33 >*.v 1812,596 G2 Less extraordinary expenses .... .'... 66,980 70 Leaving as net earnings $766,614 92 The cash payments into bank were : From earnings of the road during the year $1,254,566 06 From do. uf previous year 6f,29& 69 ^ " ■'■ "'■■ $1,318,860 74 The earnings of the bank were .... 65,889 29 Total road and bank $1,374,740 03 — which has been disposed of as fol- lows : '! Ordinary road expenses. $541,126 38 Extraordinary do. 66,980 70 Bank expenses, int., etc. 24,300 62 Dividend 6 per ct., June last 199,744 00 Carried to reserve June last 93,436 65 Dividend 5 per ct., Nov. 30ih 199,861 00 1,115,438 25 Leaving to be carried to reserve fund, $269,301 78 — subject however to the payment of $28,000 rent of line from Gordon to Eatouton on the 1st of April next, and to such losses and depreciation of assets as may occur. Of the earnings for the year, there were uncol- lected $99,166 95. The following is a comparison of the gross and net earnings and ordinary expenditures of the last with those o f the preceding year : 1867. 1858. Gross earnings $1,122,644 85 $1,353,722 00 Ordinary expenses.. 680,334 63 641,126 38 Net earnings $542,310 22 $812,596 62 — showing an increase in grr^ss earnings over those of the preceding year of $612,310 22 ; an increase in net earnings of $270,285 40 , and at the same time a diminution in ordinary expenditures of $39,208 28. The extraordinary expenses during the past year were, for land, $3,400; for Macon depot, $21,- 050 07 ; for Savannah depot, $11,103 77 ; for new rails, $21,426 86. The road is 191 miles in length. AMERICAN RAILROAD JOURNAL* 51 4 ].-; The number of miles run by passenger trains were 310,000 ; by freight and other trains, 404,- 787. The number of cords of wood used 9,951— being an average consumption of one cord to 72 milea run. '.J^'-/-,;'^''- -'A-" '■.:-.'.--,v>,' - ,^ ,;^'." v.; The gross earnlnjjs per raiTe of road were $5,911 44 ; ordinary expenses, $2,303 ; net earnings, $3,- 648 44. The equipment of the road consists of 52 en- gines ; 20 passenger, 5 baggage, 3 mail, 387 box freight, 236 platfora. freight and 10 stock cars- all of which are in excellent order. There have been built du'-ing the year in the Company's shops, 1 passenger, 12 box and 29 platform freight cars ; 6 box, 1 stock, 7 freight cars have been condemned — making an increase over the previous year of 28 cars. The following are some of the items charged to ordinary expenses: • : ^ ^- •'';'■';.'. •• ;* ' ■: ' Passenger Trains. labor $55,637 22 Oil and Ullow 3,966 71 Fuel 7,644 91 Labor. Maintenance of engines . . $42,047 Do. freight cars, 15,501 Freight Trains. $135,111 09 10,390 93 17,896 73 Material. $13,857 22 13,158 71 6,847 61 60 57 Do. passenger " 6,972 93 Repairs of road : — Labor $67,876 34 1 Buildings . ..$11,940 99 Material ... 83,992 11 | Bridges 2,884 68 The Seven per cent. Bonds of the Company out' standing fall due as follows : To fall due January 2, 1859 $27,500 July 11, 1859 9,000 November 1, 1859 15,000 December 1, 1859 700 January 1, 1860 500 »ifc " April 1, 186U 800 IJi*;- -August 1, 1860 1.20U October 1, 1860 '8U0 November 1, 1860 600 February 2, 1862 94,500 April 1,1863 7,600 Past due December 1, 1857 500 Eight per cent. Bonds, past due and not yet presented 167 Do. Do. Do. Do. Do. Do. Do. ■ ■i-.«.;.v:v<'-4v'-"'.-."' ■-:.•- • . , -. $158,767 The contingent liabilities of the company are : As endorser of the bonds of the South- western Company $200,000 Do. of the Muscogee Company, secured by a mortgage of their road 175,000 • $375,000 There is no doubt that these bonds will be paid as they fall due. ., ^ <; The company has old rails on Tiand in the yard at Savannah, which have been replaced by new new ones, of the value of $28,000. ^ ''' • ^' V Three hundred tons of rails have been ordered from the Lackawanna Iron Company. It is ex- pected that during the current year the 1,000 tons of old rails on hand will be re-rolled at the new excellent rolling mill at Atlanta, and that there will be taken up and re-rolled during this year about 600 tons more. The cost of re-rolling the J ,500 tons, and of transporting the same to and from the mill, will be $48,000, or $32 per ton. The cost of the 300 tons new rails will be $16,200. The cash expenditure for rails, during the current year, will, therefore, be $64,200 ; and the number of miles of road re-laid, in the course of the year, will be 26. After this year no more iron will be parchased, and it is believed that it will oot be necessary to taKe up and re-roll over 1,875 tons of rails, at an annual expense of $60,000, to keep up the road. fj 'v^r »..sf,i^:'5 \*--''%*^s^ The present crop of cotton being -miusually large, it may be expected that the up business of the road, in the coming Spring, will be greater than ever before. The future is uncertain ; but the Board cannot doubt that the revenue of the Company will continue ample enough to pay ten per cent, per annum on its stock, to pay its small funded debt, and to build arid finish all the ware- houses on the line, the town passenger house and bridge over the canal, and all other work necessary to be done. OENEBAL STiTEXEST. Railroad and all its appurtenances. .$3,750,000 00 Notes and bills discount- ed and bills receivable,$663,939 81 Due by other Banks and Companies 271,815 65 Real esute 33,450 -38 { ' Uue by agents 46,663 2Q Specie, viz : ' i- coin $231,325 74 ,. Not'soloth'r ■ - .; Banks... 8.203 00 239,528 74 1,245,297 78 Bonds of other Comp's..$64,711 25 Stocks do. ..694,992 63 649,703 78 ' "^ : • $5,646,001 66 Railroad capital $3,760,000 00 Bank capiul $250,000 00 Circulation 242,789 00 > - - Unclaimed dividends .. . 24,765 40 Dividends declared this day 199,85100 Deposits 135,459 96 Suspense account 4,340 26 Due to other Baoks and Companies 238,400 13 1,095,595 74 Bonds, bearing 7 per ct. interest $158,767 00 Reserved Fund 640,638 82 r99,405 82 ' •' '■ --■" V- '.^ ..\., : , ^5^646,001 56 The officers of the Company are : \ •■ ,; R. R. Cutler, President. ; Geo. W. Adams, Sup't. Geo. a. Cutler, Cashier. ' •' - The following gentlemen were elected directors at a meeting of the stockholders held on the 3rd inst. : J, W. Anderson, Andrew Low, Thomas Purse, John R. Wilder, John B. Galle, F. G. Dana, W. B. Fleming, Daniel H. Baldwin. Tbe Tobacco Trade ef Vlr^nla. We have received a valuable statement, prepared by the Richmond Whig, regarding the tobacco trade of Virginia for the year, to October 1, 1858. We have not space to give the statement entire, and can only notice the general results arrived at. The establishment of a Tobacco Exchange at Rich- mond has been attended with favorable results, and aided the compiler in arranging statistics re- garding the trade. The inspections in Richmond for the year ending September 30, last, amounted to 44,616 hhds. — showing an increase over the previous year of 14,082 hhds. At Petersburg, the inspections amounted, for the year, to 15,154 against 12,917 on the previous year. At Lynch burg they amounted to 8,783 against 6,784 in 1867. The inspections, however, at this town differed from others. All loose tobacco of the weight of 6D0 lbs. was counted as a hogshead, and all under that weight as half a hogshead. This rule would give double the above quantity. But the com- piler, arranging the figures by the Ricbmoud standard, has reduced the figures to the amount above stated. The following table gives the total inspections in Virginia for a series of years : — 1854. 1856. 1856. 1867. 1858. Richmond... 23,739 29,458 36,696 30,534 44,616 Petersburg.. 10,219 13,343 15,677 12,927 15,154 Lynchburg.. 9,607 9,511 8,052 6,754 7,176 Clarksville .. 2,683 3,122 2,126 1,612 1,746 Farmville... 1,464 3,214 2,108 2.036 2,412 Tye .River... 150 227 41 45 .... Danville • •••• 20 8 .... il,10S ToUl, hhds. .47,862 67,872 65 32) 52,'.'10 Increase over last season, 18,193 hhds. \ Much tobacco is received by the towns in a looM state — that is, jdaced loose in boxes, crates or bales. A good deal of this is repacked into hogs- heads of the usual weight ; but a larger portion is purchased by manufacturers ar^d worked up by them. The whole of this received at the principal point of inspection was estimated at 22,169,426 lbs., or at about 15,981 hhds. The statement also gives the stock ou hand on tbe Isi ol October in this country and in the principal jwrts of Europe, which space prevents our making use <>f. The following is a carefully prepared compara- tive statement of the exports of tobacco from Richmond direct to foreign ports during each of the last four years ending September 30 : — 1857-'8. 1856-7. 1865-'0. 1854-'6. Antwerp 1,847 Bordeaux. 1,145 Bremen 4,685 Bristol 937 Dublin 621 Genoa 240 Glasgow !.. Havre 2,785 Leith - Liverpool 5,832 London 1,901 Marseilles .... 693 Porto Rico Rotterdam .... 681 Venice 6,962 1,556 511 1,467 3,360 4,218 2,867 638 487 421 Voo 466 • • •• • • •• • ■ * ■ 307 2,162 1,862 3,021 ■ • • • 304 • • • • 4,253 3,963 8,972 1,722 2,117 1,649 560 730 1,149 6 2 . • •• 822 478 6,296 3.266 3,246 Total.... 27,129 20,143 18,758 18,666 The value of the tobacco and stems exported from Richmond for the past four years is recorded at the Custom House in that city as follows : — Quaiiers ending, 1864-'5. 1855-6. 1856-7. 1857-'8. Dec. 3 1.. $579,048 $221,478 $808,358 $553,964 Men 31.. 43,671 26,010 279,637 68,192 June 30.. 411,347 851,612 764,682 812,»4S Sept. 30. 1,896,812 2,256,413 2,649,305 2,913,611 Total.. $2,931,408 2,865,608 4,496,882 4,348,600 The exports of leaf tobacco and stems coast> wise, by steamers, during the past twelve moDtba, were as follows : — October hhds. 364 April hhds. 889 November ...190 May 656 December 108 June 897 January 148 July 499 February 663 August 811 March 672 September 7«9* To New York, 2,222 hhds.; to Philadelphia, 161 hhds.; to Baltimore, 4,144hhds. ToUl, 6,617 bhda. The shipments of stems, included iu tbe above, were as follows : — To New York — In May, 6 hhds., and in Aagnst, 1 hhd. Total, 7 hhds. To Philadelphia — la October, 9 hhds.; April, 1 hhd.; May, 6 hhds.; June, 6 hhds.; July, 2 hhds.; August, 12 hhds. Total, 36 hhds. The total receipts by canal and railroads al Richmond for the past year amounted to 61,868 53 AMCRJCAN RAIL.ROAD JOURNAi. bhds,, against 38,718 for the previous year, show- ing a net increase of 13,150. The shipments from Virginia and portions of North Carolina of manufactured tobacco, tlie past year, amounted to o70,0U0 packages, of 100 lbs,, in about the following proportions : — New York .... 165,000 Philadelphia . . . 30,000 Baltimore 75,000 New Orleans .. .25,000 Boston 40,000 Cincinnati 25,000 The stocks remaining in agciits' hands on th» 80th September. 1858, were estimated to be as fol- lowa : — New York, pkgs. 29,000 New Orleans .... 9,000 Baltimore 12,500 Cinciimati 7,600 Boston 10,000 « Philadelphia 9,000 Total stock.. 77,000 Railroad* In Missouri. We give the following extracts from the late message of the Governor of Missouri, in reference to the railroads of that State. The annexed tabular exhibit shows the amount of aid authorized thus far, the amount of bonds issued, and the remainder due the several com- panies thus assisted : Amount Amount Amount COMPAXIES. loaned. issued. due. Pacific R.R..;... 7,500,000 6,780,000 220,000 Do. S.W. Branch. 4,600,000 1,4UO,000 3,100,000 Hannibal and St. Joseph 3,000,000 3,000,000 North Missouri. ..5,600,OUO 4,350,000 1,150,000 Iron Mountain . ..3,600,000 3,270,000 324,000 Cairo and Fulton.. 650,000 250,000 400,000 Platte Country .. . 700,000 700,000 Totals $24,950,000 19,056,000 5,894,000 The Pacific Railroad Company will be entitled, by virtue of the aid already authorized, to only two hundred and twenty additional bonds, which, if its construction goes forward as it should, will soon b^ exhausted. To complete the road to Kansas city, further aid will be needed, and it is hoped that it will not be withheld. The early completion of this road will add immensely to its business and profits, making the one hundred and siity-threo miles already in operation much more productive than it now is, while the portion yet to be built, and upon which more or less work has already been done, will be less expensive, and yield a much larger per cent, upon the capital invested. No time should be lost in pushing the work forward. The South-West Branch of the Pacific Road has over three million dollars of the aid authorized in reserve. Only about twenty miles of this road, from the main stem, are yet completed, and about forty miles in progress of construction. It is due to the South-West portion of the State, that this road should be vigorously pushed forward with the least possible delay. The Hannibal and St. Joseph Railroad has ex- hausted the aid granted. This Company will re- quire no farther aid from the State. The road will be completed and in running order, through its entire length, early in the spring. The tem- porary structures which have been the subject of comment, are being replaced by substantial ma- sonry, and the higher grades complained of are being reduced. This, in order that the Company may obtain full possession of its lands, is obviously its interest to do with as little delay as possible. The North Missouri Railroad is now completed to Allen, in Randolph county, 150 miles from St. Louis, and the trains are running to that point. The unfinished distance, 18 miles, to its intersec- tion with the Hannibal and St. Joseph Railroad, is graded, the cross-ties, rails, chairs and spikes purchased and paid for, and nothing remains to be doQ? but to lay down the iron, which can be done in about twenty working days, the additional co6t of constructing the road to that point being estimated at $41,000. This Company has failed to pay the interest on its bonds, due on the Ist inst. The Iron Mountain Road has an unexpended balance of 324,000 dollars, which under the re- striction imposed by the amendatory Act, approved Nov. 19th, 1857, cannot be issued before March 1st, 1859. That road is completed to Pilot Knob — over eighty miles from St. Louis — and has been in oi)eration since April 12th; but owing to the general prostration of business, and the conse- (juently limited demand for the great staples of tho region it penetrates, not more than half the business has been done upon it was justy antici- pated. The result of these causes is an outstand- ing debt for construction, and the Company will fail- to pay the interest due on the 1st of January on the bonds issued in its favor. But it is stated by its officers that the boi'ds now withheld, will, when issued, enable the Company to pay the debt due for construction, and thus relieve it from its embarrassment, and that it will soon then be able to reimbur.>e the amount to be paid by the State. The Cairo and Fulton Railroad Company, as you will learn from .iie Board of Public Works, is in excellent finaticial condition. The length of that road in this State is about 77 miles. The means ot the Company consist of over 670,600 acres of land, valued at not less than $6 per acre ; individual subscription amounting to $842,775, and State aid to the amount of $650,000. The proceeds ot these lands, when they are brought into market, will, it is believed, defi;' the entire cost of the road. No fears need bt; entertained in regard to the payment, by this company, of the interest accruing <>u the bonds i.'^sued by the Suite, or of their ultimate redemption. 'Hie company has authorized the issue of land bonds amounting to $1,000,000, bearing seven per cent, interest, payable in 1882, the payment of which is secured by a deed of trust on its lands. On December 1st, $70,000 of the State bonds issued to the com- pany were on hand, and an tK.cxpended balance of over 26,000 dollars of the pioceeds of the bonds already sold. At the same period the company had expended from its resources other than State boijds, about 267,000 dollars. Twenty-five miles of the route are uader coritract, and the way cleared out. Upon tin* first, thirteen miles, from Bird's Point, opposite Cairo, to Charleston, a very heavy work, composed of high embankments, pile bridging and trestle work, the rails are being laid, and the road is expected to be completed that dis- tance the first week in January. The Platte County Railroad Company, although it has commenced the work, has yet received none of the bi nds authorized in behalf of that en- terprise. in view of the failures on the part of the Iron Mountain and North Missouri Railroad Companies to meet the interest on the State bonds, in accord- ance with the conditions upon which they were issued, a question at once arises in regard to the disposition that shall be made of said roads. Un- der existing laws, the Governor is authorized, in case any railroad company to which State bonds have been itsued, makes default of the payment of principal or interest thereon, to sell the road and its appurtenances at public auction, to the highest bidder, upon notice being given as required by law ; and he may, at such sale, buy in said road for the SUte. The Governor euterUins seri- ous doubts, however, whether the best interests of the Slate will be subserved by taking possession of the roads, now, it is thought, only temporarily defaulting. As suggested, the Iron Mountain Road will likely soon be able to reiusute itself ; and when the North Missouri road is completed to the junction, it cannot fail to become a paying road, running as it does through a most fertile country, the resources of which are in the course of rapid development. Besides doing a large freight business, it must necessarily become one of the favorite routes of travel to North-west Mis- souri, Western Iowa, Northern Kansas, Nebraska and the great plains of the West; and when ex- tended to the Iowa line, which should be done without delay, and connected with the railroads of Iowa and Minnesota, the extent of its business cannot well be estimated. The subscribers to the private stock in our] roads, are among our most public spirited citizens ; and nothing short of a manifest necessity in pro- tecting the public interest, should induce the State to sacrifice their interests. Besides operating as a great hardship upon them, it would serve to de- ter others from adventures of that sort, and thus to, repress the energies of a most enterprising and useful class, who are indispensable to our pros- perity. Besides, if they were now put up to the highest bidder, they would necessarily be sold at a ruinous sacrifice — a greater sacrifice than would be necessary after our resources are more general- ly developed, and the roads doing a larger and more profitable business. It is of the highest im- portance to the welfare of the State, that our great trunk roads should be completed at the earliest day practicable. When they are finished, others tributary to them will be built in every part of the State, by private enterprise, as they have been in other States, and thus every neighborhood in Mis- souri will be brought into immediate proximity to the great marts of commerce. Instead of now taking full possession of, or sell- ing the defaulting roads, he suggests that, having taken such steps as will assure the State of the faithful application of the receipts of tlie compa- nies to their legitimate purposes, and that every practicable economy i:i observed in their opera- tions, they should be allowed to go on until at least a fnir opportunity has been olferoil them to test theii iihiliiy to pay, after having gotten fairly into O|)eration to important points, and are un- embarrassed by a debt incurred in their construc- tion. The Iron Mountain Road is now completed to the point whence it will derive the largest amount of its freight business, which must henceforth rap- idly increase. And the North Missouri Road, when completed to the junction, will be in a con- dition to command a large business ; and a trifling expenditure and a few days' labor will accomplish this. By a little indulgence to these companies the State will incur no serious risk. It has, and will continue to hold, the first lieu upon the roads and their appurtenances— a lien not only upon tlio proceeds of the sales of its own bone's, but upon the proceeds of all the city, county and private subscriptions ; and the State, by its increase of revenue, gets all the incidental advantages accru- ing from their construction. California Industry. Although a young State, a variety of industrial pursuits have been developed to a remarkable ex- tent in California. Indeed, but few of the older States surpass her in some respects. According to an address recently delivered before the Mechan- ics' Institute at San Fraticisco, there have been en- closed in California since 1850, for agricultural purposes, upwards of a half of a million acres; and there have been erected 135 flouring mills, at a cost of two and a half millions of dollars; also, 175 saw mills, worth $2,600,000, which are now not only supplying the home demand, but exporting $300,000 worth of lumber annually. Within the same period there have been constructed 4,400 miles of canals and flumes for mining operations, at a cost of more than $12,000,000, exclusive of eight hundred miles in course of completion. In addition to these, there have been ereutel 150 quarts mills, tho machinery of which is velued at ^2,000,000, besides numerous extensive and yalua- ble works, such as sugar refineries, metallurgical works, tanderies, (of which there are twenty, of a capacity suflicient to supply the Suto,) breweries, paper mills, cordage manufactories, iron foundries and machine shops, adapted to the constructic n of every conceivable description of machinery, Irom the most delicate mathematical instrument to the most most powerful steam engine, and of a capaci- ty sufticiert to supply the entire wants of the Pa- cific coast. These improvements, together with others, have, during the last nine years, increased the taxal le property of the Slate from compara- tively nothing to the enormous value of $160,000,- 000.— Boston Journal, AMERICAN RAIL.ROAD JOURNAL.. 53 •.■^: . W Tonnage ol tlie United States. f ■ ;' •■ The following statements will show the changes ■ ^^ ; in the tonnage of the United States for the year ; ending June 30, 1858. v- w^•.' .--..■, . :. ^:^ Tonnage June 30, 1857 Tons, 4,940,843 I . ;; Built, registered, enrolled and licensed .{ dviring the year 271,900 l*V» Total 5,212,743 Sold to foreigners 26,304 Condemned 16,037 . . Lostatsea 63,462 Losses in former years 57,132 .:/.;:;,;;. i:-;y V; 162,935 •. ; Total tonnage Ju'.y 1st, 1858 5,049,808 Increase during the year 108,965 Built during the last year : Ships and barques No. 122 DtlgS •••• •••• .•••••••,« ••>• •••• •■•••• •••. 4d Schooners 431 Sloops and smaller craft 400 Steamers 226 Total number built 1,225 Number and tonnage of vessels built in the United States during the last 15 years : Year ending , No. of June 30. v' - = ' vessels. 1844. 1845. 766 ,1,038 1846 1,420 1,598 1,851 1,547 1,360 1,367 1,444 1,710 1,774 2,034 1,703 1,434 1,225 1847 1848 1849 1850 1861 1852 1863 1854 1855 1856 1857 1868 Tons and 95ths. 103,537 29 146,018 02 188,203 93 243,732 67 318,075 54 256,577 47 272,218 64 298,203 60 351,493 41 425,572 49 635,616 01 583,450 04 469,393 73 378,804 70 242,286 69 The tonnage owned iu the United States on the 30th June, 1858, was employed as follows : In the foreign trade : — Tons and 95ths. Permanent registered tonnage 1,869,719 49 Temporary do. 630,022 30 Total in the foreign trade . . 2,499,741 79 Permanent enrolled tonnage 2,495,999 83 Temporary do. 6,086 18 Total enrolled tonnage 2,502,086 06 lacensed under 20 tons 47,980 45 Total U. S. tonnage 5,049,808 35 Of the enrolled and licensed tonnage there were employed: .:•;, , ^ C ,f j^ In the Coasting trade 2,361,695 72 In the cod fishery 110,896 44 In the mackerel fishery 29,593 80 • * ■ 2,502,086 06 Employed in steam navigation i — Registered tonnage 78,027 11 Enrolled tonnage 661,363 30 Total tonnage employed in steam navigation 729,390 41* Dayton and GreenviUe Railroad. The following gentlemen were elected directors of this company on the 2d inst. ji =;y:,,.- Peter Odin, Thomas Parrott, H. C. Stimson, David Studybaker, John Wharry, Adam Speice, Wm. L. Darrow, John H. Achey, Herman Gebhart, James McDaniel, E. F. Drake, F. DePeyster and James Thomson. Th^ Board was organized by the appointment ofH. C. Stimson, President and Superintendent; Herman Gebhart, Vice President and Treasurer, and John L. Miller, Secretary. jTonmal of Railroad Iia'w. P80RY. — FOREIGN CORPORATIOSS. By the act of 1850, an amendment to the usury laws was passed in this State, providing that " No corporation shall hereafter interpose the defense of usury in any action." The question has been raised whether this applied to foreign corpora- ions ; and it is a question of some importance and interest. The following decision of the Court of Appeals of this State, settles the question. The action was brought by the Southern life Insurance and Trust Co., of Florida, against Messrs. Packer & Prentice, to recover certain securities, on the ground that they had been given to secure usurious loans. Judgment was rendered for the defend- ants, and the plaintiffs appealed. The following is the opinion of the Conrt upon this branch of the case: '■■:■ v ^■^'■':: ':,:..'■ -^ '■ ■•':'•',-;■ Pratt, J. — Upon the question whether the act was designed to apply to foreign corporations, made parties to suits in the courts of this State, it may be suggested, in the first place, that the terms of the act are general: "No corporation shall hereafter interpose the defence of usury in any action." There is nothing in the words of the act itself which would indicate an intention on the part of the legislature to limit its effect to domes- tic corporations. In the second place, no sufficient considerations of local or state policy have been suggested, from which we would be authorized to infer a motive, on the part of the legislature, to restrict the oper- ations of the act to domestic corporations. So far as the working of this partial repeal of the usury laws may be allowed to throw any light upon the question, it has been anything but favorable to this idea. Although, in some instances, works of public improvement have been advanced by a resort, on the part of corporations, to the borrow- ing of money at ruinous rates under the protection of this act, yet it is very questionable whether the benefits have not been, in most cases, more than balanced by the loss which the public, as creditors and stockholders, have suffered by the bankruptcy and ruin which have uniformly overtaken the companies resorting to such methods of raising the means to carry on the undertakings lor which they were organized. It is difficult, therefore, to find from the practical workings of the act, 1 think, any motive on the part of the legislature, for restricting its application to domestic corpora- tions. It is much more probable that the act grew out of considerations connected with the principles upon which the usury laws themselves are based, than from any consideration of local benefit to be realized from freedom, on the part of corporations, to borrow money at any rate of in- terest. These laws were originally based upon the assumption that the needy borrower was in some degree in the hands of the lender. Govern- ment has therefore assumed that it was a duty in- cumbent upon it to protect the former against the rapacity of the latter by adequate pains and pen- alties. In regard to natural persons, subject to the contingencies of business, often with little or no capital to start with, these considerations might apply with great force, but in regard to corpora- tions organized for the purpose of concentrating iu one undertaking the contributions of a large number of individuals, until the aggregate shall amount to the capital supposed to be requisite for the successful prosecution of such undertaking, the legislature may well have assumed that ro such protection was necessary ; that if corpora- tions thus organized became borrowers, it would not be from necessity, but voluntarily, to enable them to repay the necessary interest without loss or sacrifice. Upon the whole, I think no sufficient reason has been adduced to justify this court in holding that the act was designed to be partial in its effect, applicable to corporations of this State only, and not to those of foreign States. The judgment of the Supreme Court should therefore be affirmed. I«>-■ ^odiotcoK. tt Kenii«b«C.. Kecnebec & PorU«nd.... PortL,8»co,* Portom'tb.. Bo»ton,Conc* »*•»"-*' -- Olieehire.— — — •— -- — Oi)ii<"ort Uiica BulJalo.Coni. and N. Y BulJalo andN. t. City.... BuiTalo and dt. Line Gananilaixua and Klmira.. Canaodai«ua &; Niagara »• OayuK» * !ju8oni» »uJ Tenneeeee. Bjcnmond and UanviUe iiolimoud »L Petersfg Ecn'd.trred.fcfstaao'c ^iBrsL>a.^ aM-l &oaaolu .. Morih CaroliM ~- WUm'lon it. MancheaUr BjiUiah and (Jaavoo.— Kol« ■■•^ *• °*~'- — ^,,BBva •fcOoJumbla l,^Ut.Baaiom mm^—...^ ■ . t^'-Va^^rWi att null!— „ I a o 148 66 72 5 93 64 ii6 81J 9U 117 47 Wi "•1 V6 44 47 60 00 B7 21 77 6U 166 16 43 72 122 74 57 62 60 6« (Ht 32 36 lOO 02 47 9t> ib 144 »& 56c 484 It 118 36 2W 26 48 80 £ 97 64 94 tki 30 63 63 44 63 bi l7u 20 33 1% CO i6« Mb at 60 32 260 7S 382 41 84 166 t)7 123 176 Z04 140 22 130 03 alt, 171 97 lOtf 106 102 JU3 87 211 1»1 102 2,494,900 467,909 1,107,626 1,39«,400 1,600,000 3,068,400 1,000,' 01 2.238,376 1,350,000 6,000,000 1,830,000 4.076,974 3,160,000 4,600,00(1 631,600 1,591,110 2,683,400 3,640,000 600.00(1 8,016,100 2,232,641 6,160,000 1,141,000 1.610 oan 2,350,' Of( l,93r),'.'46 2,OUO,0Oo{ 1,031,S00 2,9tt0,8l6 73H,26h 610,700 2,122,300 439,005 643.330 1,487,87 » 798,439 l,300,00t 434.111 1,315,000 687,000 a,768,4t>«> 8,000,000 24,182,400 11,000,000 6,717,100 1,633,022 304,130 407,200 610,000 600,000 768,369 437,830 1,500,001 1,000,000 8,000,000 3,48,),0O0 3,186,000 •^000,000 1167,806 1,6>7,90U 1,700,000 1,018 i84,008 1,380,695 8,402,05^ 2,412,261 4,220,281 3,634,468 4,84^,779 1,031,625 1,801,244 6,082.607 3,872,821 641 58(' 3,362, M9 3,241975 10,495,905 1,361.271 l,7Sl.0tH 3,329,60.> 4,206,9->() 2,43*,»47 1,680.7-2.'! 5,2->9,232 1,450,318 l,6«)3,23ii •.',698,671 1,840.696 974,323 2,819,096 3,401,868 2,494,304 1,275,790 3,495,832 1,187,562 •if si. CI 5l5,7f2 159,!SI8 21:h,25." 263717 32J,76" 355.629 317,06( 3t)5,8^0 177,588 33a,Vli Le.isdio 705,83 435,863 770, '>02 6H4,176 l,019.14ft 122,960 267,710 616,156 668,974 168,925 «8.13i7 240,131 2,117,98i; 216,88h 344,773 7A9 06d 27 1,428 318,4"' 23- ,416 l,157,Oo;-> 88,007 120,.i71 •.'6S417 117,716 In projtr. 172,476 288,39j 679,750 174,089 150,221 88,368 120 909 174,026 113,077 126,664 lt6,l)06 78,401 41.688 Vt Cent 127,389 171,;8S 301.507 245,1^4 388,513 39,899 65,096 272,479 260.8.1S 27.82 805,140 52.267 889, 763 82,720 156.044 340 8 J6 112,12. 1119,344 1 14,237, 154 569 3 30,318 61 644 44.547 0,904 6 none none 6 6 4 none none none e' 6 6 6 3" 6* 6 6 none 8 4 7 10 noM nolle s o I A4 94 >( 16 6 80 o"' 01* >4 1.4 05 K 4911 ^5 46 )i ^^h 98" 13 U lOd 47 8*;» 1-2 none 4,822,498 4,406.8" 213,026 294.189 140,000 395,600 1,678,804 737,079, 700,979 1,619,000 ll,407,v«)0 1,650,854 76^,844 3.692,8'M 340,00u C09.O4n 1,940,000 2L3,60i> e,194, = 61 160,000 1,200,000 64ti,.:.:z 2,820, 16o 16,690,624 9,4-23 60t> 2,673,460 370800 1,613,403 280,000 875,293 1,990,000 10,986,804 26,000 6,411,3. ( 6,719,229 1,006,484 2 li- 2?4 1,833, i7o 3,2dl,t'65 o29,407 230,866 730,000 168,60-,^ 1,^6,909 126,200 380,000 9tiS,80u 1,814,U90 3,318,626 199,000 476,896 191.767 96,000 90-2,884 8,758,-203 6,470,714 762,0* 749,683 896,423 2,27-2,777 1,109,^22 ■2,200,600 2,844,0'JO 8,794,096 1,738,171 3,060,017 6,621 3-2V l,fi84,l-27 1700 00J 3,040,000 1,-226,670 8,013,761 750,000 1,348,81:^ 3,407,661 5 106,34 •27,:;o6,i»s:. 19,-263 72u 8,568,3'.S l,::74,16o 2,i85,600 914,69, 3,-.i38,i9o 3,4(>4,46h 24,8J2 645 1,660,000 7,'i38,64o 6,322,160 2,028,060 3,363,0u0 6 3i4,2iiO 6,760,155 3,487,680 1,205,412 1,708,169 1,009,1 15 4,236,000 '2,379,168 1,240,241 1,719,040 1,999,080 1,907. <78 7,688,037 l,17l,70; 4,174,491 3,7oO,00o 1,600,000 ^i44,7;iU 135,433 1,90-2,828 325,-1 6,5-28413 6 742 607 1,040,393 6-20,163 149,373 In pro(fr. 241,149 71,909 169,484 166,363 440,-290 213,393 1,640,787 117,889 911,61 68-2,040 3J7,766 85,000 219,253 156,463 816,768 "Vy 636 353,801 248,784 4,855,670 3,065 62;^ 1,143,863 206,981 4>,587 Inpru^r. 105,860 274,664 3,866,480 369,-r29 7il,68S 284,004 276,791 376,297 68>,832 4i>8 iKl 4'<1,918 166,908 232,172 263,874 HecttuUy 462 67 1 206,917 240,72k 214,800 99,404 1,449,803 317,770 1,036,672 1,122,64a 293,261 300,804 66,333 31,896 3.15,763 69,506< 48,640 688,880 66,186 S,04 1,120 I 464,032 324,891 136,764 78,764 none none 10 none none none 8 nona none none 8 none 7 none none 82,600 21,089 22,603 66,184 16-2,03» 114 63." 1 none 694,114112 46,642|uaiie 534,951 10 367,193 101,642 46 000 62 460 77 02 41 ,139 3^ 3>» 40 30 53,336 255,030 136,697 1,854,927 1,683,776 378,870 113.443 4,318 14-2,6 Jo 40,600 167,458 1,326,2^7 124,981 283,284 000000 188,8 <-.' 183,346 206,776 223,210 255, 30 86,180 120,212 123,661 o)ieiied. 2 40,038 108,641 121,665 206,774 38,272 740,i36 101,89i{ 324,171 682,310 138 627 36,', 11>.- t-6X 16 13,'., 1 63 none none 6 7 4 'lOiie 2>* 6 1" ,20" 60 8M 85* 62 36^ 9% 66^ 00 116,1?*' ,^ MAHa or OOMPANT. 7 30 143 SO 61 287 3C6 SO 82 I 80 206 21 111 130 169 98 20 13 66 !2 a. at 118 141 200 65 133 95 60 131 66 6C 140 86 42 66 60! 127 6« 113 -242 265| 100] 88 66 83 7-< 87 288 73) 73 182 151.88' 1.309,100 309,764 757.f40 2.2-28,177 6,784 8 '9 1,576,474 1,1100,000 2 800,000 4,0^6 OPi 8i58,7«6 1,192,0 626,078 2,263,006 l,8-«4,850 430,056 604,444 74i.Oi9 866,939 1,874 305 4,746,2- 3,333,712, Brunswick and Florida, Oa. Soutl. W.niem . .... Tentieasee and Alabama.... TennesiMMj and Misuii'S .. Memphis anil Oharlest'n.... Mobile and Ohio........... Miss Central.. .. Southe-n (SlUf.) . .... S.O., 0|«lou8aa »t. O.W N O Jackson Jt O. N... Vickab., 8hrcvep.dc Te«. . Bast Tennessee and rt.... Atlantic &Gt. Western Bellefontaine and Ind....... Clev., Col., and Ciocin. Cleveland and Toledo...... Clev. and Mahonini; ....... OloT. and Pittsburg — ..... Olev. P. &. Afhtahula Oia, Hamilt'n dc Dayton.... Gin., Wi m. tc Zaneav'e. Columbus and Xenid... Dayton, Xen., it. Belpie.... Ouyton anil Miihigan...... Dayton and Weeiem — _. Katon »nd Hamilton .... Little Miami ... ... Sandusky, Dayton *'-CiDCiajl71 Central Ohio I138) 1,h27.»o: PtUb. Ft, Wajne ft Chicago I23J 6-247,040 PitUb'g, May8v'e& Cin SamPy, Mungf * NeWk .Hciotodc Hoc.kingVailey.... Sprini{t,Mt. Vernon* P..... T»l, Wabash & 8t Louis Cin., Log iind Chicago .. Evaiisv'eocOrawfordaT..... Ind. and Cincinnati........ tnoll8 . . Terre Haute and Ind .. Chicago and Kock Isl'd... II 463,648 441.202, 6-26.889; 6.1 812 3.49&,288j 638.640 2,26f'i:i23 679.906 1,1611)2 6,67-2,470 2,066,459 10 70i;4-28 920,79i>; 2,603,098 1,400 000, 2.400 000 760,000^ 1,816,61 109 2" 1,738.66! IJ28,664 1.632.791 3,066,917 166,890 71,000 625.216 T7,,«94 1,315,237 90,400 4 22S,56« 8,K77,6-i6 7,142.56 < iJi :fi InproiP', 366.214 63,775 1S1,001 642 022 66 (,382 115,670 264 256 284,178 180 003 2,780,744 3,000 000 2 166,800 2,421,176 1,490,460 437,838 1,076,602 310,000 489,76.'! 2,981,2'*2 2,697,090 371,360 1,350,000 403,075 1,000,000 ■2,966,100 4,196,679 986 061 1,686,809 612,360 835.701 1,014,262 1 647,700 2,636,121 1,361,450 6.248,000 8.043.992 092 061^" prosrr. 2,703,4281 227,363 3,208,138 3,896.70* 4,091,604 658,-255 765,6(X) 1,602 096 613,231 2,096,392 4,762.3'./0 7,19%OtU- 61,3'4 641,652 426,408 95.807 In progr. 246,760 Tn progr. 848,36-J 1,140,741 030.282 1.920 05;; In proirr. 6,637.4fi«| 581,877 1,495,.'>4,S, 4,04(),»78 1,-251,.538 Chicago, BurL and Quincy .'210; 4 6<1 640 Chio., SlPsuI &. Pd du Lac.ll78 Oaleaa and Chicaga i'269 Illinois Central .........|704 Peoria and Oijuawka ......1181' Ohio & Misa. (WsUDiv.) jl47 Terre Haute, Alt &St.Loui»|208 Detroit and Siilwaukee |186 2,300,000 6,0-23,800 1.626,092 3,78'2,04O 149,000 422,668 803,011 700,481 832.909 1,266.0001 3,36H,00(: fl,22-^.e5(: 8-2-2.550 31,000 2,206,357 (09,060 050,000 7,577,600 1,006,1-26 1,270,872 1,664,581 1,261, 17f 1,07 . 694 004,000 1,336,816) 2,9-1 • 6 1«* 6,281,848 868 314 2.50,1 ?6 1,731,318 8.86-?,970 1,326.000 3,809,0 '6 .3,130,316 5,69ii,210 1,58-2,475 860,406 1,185,826 1,0.S6,173 1,176,16' 3,9C5,15T 6,065 090 0,496,82 U,-z79.T04 390.933 3,662,367 888.858 2,194,000 10,54-2,600 2,080,433 2,168,713 3,029,089 1,909,011 1 826.4-J6 1 839,576 fl,S.'6,«3f>'-20,ai-,'*02 1,560,889} 2,200,0001 7,029.404 2,000,000 1,585,809 6.6-28,27-2 8 042 426 8,626,000 9,3»6.455 -2S,437,6»)9|i 293,966 6,400,0001 In progr. 487,42 > 2-23 60« 403,212 In progr. In progr. 126,940 140,936 77S442 «82.r.i4 670,032 1,646, 169 In progr 8-28,958 In progr. [11 proKr. Recenti) In progr. 249,86« 491.743 308,189 263, 10 222,737 260,214 646,827 160,000 481,272 1.886,196 1,605,167 I D progr, 2,315,786 U & 2 208,771 29,406 09,^88 334,604 278,428 150,789 127,460 104.092 39,062 219.26- 2-20,006 46,71V 100,050 120,886 611,740 413,790 309,618 581,454 260.763 30,288 181,688 oooe v:-' I ^ Dooe; .... " ' 06% S2)( io~ 48** 16 L780,295l 3,-29-2,40* 4.870,5861 Recently 1,160 ^,925 9-27J 8,726,7641 823 767 3,01 838,000 03 268 60,008 290,123 164 697 677,787 10 none 164,470 opened. "m'iio 246,622 204,686 86,248 04.318 118,628 871,402 00,000 206,070 850,039 81. ,767 l,T02"642 666,072 10 oooe none none none none none 10 Mich. Central -2821 6.0.S7,840l Mich. South'n * N. Ind. 476', 8.876,400 10,4.S9,68 (IretMi Bay, Mi. k. Cb. \ 40i 1,0<>0000' 780 000 Milwaukee and MiiM. .'23i| 3 440 6731 4,610,683 Milwaukee tt. Watert'n I 72 864,861 Mi waukee and Horlcon | 42i 1.101,200 Milwauktte & LaCroeso i200. 7,6 64 661,34 132,000 8"31",'7"4 Kt-cenily opened. 247,757 <.pen-d. 764 946 644,311 372,601 203,2'H 118,467 I 40| 8,743,000! 1 6,664,852:1,308,810 0. & OOVERNMXNT SSOUBITUCa OFF D. Per ct ...1862..ir3.« ...1867..1ia 1|68..111 ASKED Perct 1"5 112X 112 313,»)7 (jpenud. 84a.l83iu :' OFF'D. 81 20 60 7n< 71X 61 20)< 10 13 IH lUTX PercL LoM, 8 peret IM8..111 Da 6 do. 1866..102 Do. 6 da .....1874..104^ STATS 8ICURITIE8. Maine, 6 per ct. 18M— ioi)< MasaachoaetU, 6 perct 1850.. 100 New York, 6 |>erct.l860-62..]02 6 do, 1864-66.. 1< 8 r da 1866-67 ..110 • da 1872-75.. 113 6J< do 1860 61.-102 h)i d& ..1866.. 103 6 do 1868^60.. 101 1< 6 da 1860-74.. 103 ^)i dal868 69-64. 92 6 do. coup. .... . 86 I do.ooup..l877. 02 <• do. da— 1872. 102 Imp. T p. ct. 1891 . — IIUDoia InLlitp. 6 percU847.102)i Indiana 6 da B2 O- 2)i do. 61 jowi, 1808, Jj^iwy, /ijly-.ioo Do. Da Do. Do. Do. Do. Do. Do Alabama, California, Georgia, Florida int 103 100^ 104 111 113 116 103 106 102 104 100 00 02 Y 103 86 02;t 68 UO Icdiaoa, OaaLoan 6 percL. Do. do. pret 6 do. . Kentucky ,6 per ctxp.1860 72 Louiaiaua, 6 do. cp. long.. Maryland, 6 do Do. 6 da Misaonri, 6 do. N.0aromui,6do. Ohio, Da Do. Do. Do. Pcnna., Do. Tenoeaa. Do. Virginia, cp.1870-80. cp. ~ Cik..l872.. CF.^1873.. 6 da '880.. 6 da 870.. 6 da 1876.. 6 da 1886.. 6 do 806_ 6 do..... cp ..1877.. cp. cp. CP.~1886.,. 6 do. » da 6 da • do. 6 104 94 1&4 101 106X lOo^ 106 . 90 96 06 02 62 ABKBP. Porct. 112 I04H 106>< 96 100 01 i^ 00* 100;< 103^1 100 leo 96 W8 04 j« 94;^ Via AMERICAN RAILROAD .TOORNAL. 55 Railroad Bon(l>. NAMES cr . COMPANIKa • . ' ( ThtfoOomnf quotatumi an a. intereat.) Alabama and Tennessee River Buffalo and 8Ute Line Bellefonuioe and Indiana 5* do. ™. ^o- da . 0«ntral Ohio . „ i>o ::::::::: Oincinnati, Hamilton, and Dayton Do. do. do. II" Omcinnat and Marietta OiDCiiinati,WilminKton,'Md'ZanMViHe O eve land, Painesville, and Ashtabula. Cleveland and Pittsburgh. „, D»- do II Cleveland and Toledo .... OUca«o and MisaissipDi Do. do. Oovington and LezinKtoo I Do. do. . Delaware, Lackawanna and witml Florida Kreeland ?.irt Wayne and OhicagoIII Q-aieoa and Chicago..... Do. do. ..Ill Great Western (tllinois)."" Green Bay, Milwaukee, and ChT^ro" Jeflersonville ........... . ^^ ~ Indiana Central .•IIIIIIII"""" Indianapolis and Belli 77 Boat N.Y. Phila N.Y. 1872 1866 186« 1868 1859 1861-«4 1866 1867 1880 1868 11862 1861 1860 11873 11863 1862-72 1862-72 1867 1883 1875 U891 1873 1863 1876 1868 1863 1873 1866 jl860-61 1866 1874 1866 1883 'i860 1869 1862 jl8«8 1877 1858-62 1864-76 1873 '1867 1866-90 1872 1880 1876 1861 1866 1866 1862'7'72! 66 86 94 86 70 56 88 72 X 75 96 7.> 66 60 60 65 41% 87 78 72X 98)( 99 904 > W»| I 87">il W . I .... ..... 86 66 75 75 73 8lX 98 92 70 70 75 ....^ .... 00 82 H 82a 85 76 ma 99 94 80 T!H 78 75 85 75 60 lOlfi 102 70 NAMSa or COMPANIKS. ( 7Vu fbUowing quolatiimt ittdufU the accrued intereat.) Baltimore and Ohio ... .... .... Chicago and Rock Island. . Bn« Railroad ^ . . Do. Do. .. . Do Do. _ Da ~ _. Do. _ Hudson River Da Da Illinois Central.................. Do. (Free Land) Michigan Southern ......... New York and Harlem New York and New Haven . Nhw Haven and Hartford Northern Indiana ............... Do. Oosben Branch . New York OentraL Do. do. .. . . Panama, Ist issue . — . Do. 2d do. . . Reading. Do. 1,128,600 2,000,000 3,000,000 4,000,000 6.000,00*) 6,000,000 4,000,00C« 4,351,000 8,600,000 4,000,000 2.000,000 3,000,000 17,000,000 3,000.000 1,000,000 1,<'.00,000 76u,000 1,000,000 1,000,000 1,600,000 8,287,000 3,000,000 900,000 1,478,000 1,673,000 1,800,000 3,460,000 Deaeriptioo of Bonds. Mortgage....... .... .... .... 1st mortgage, conv. till 1868 . Ist morttfagd.... . ... 2d mortg.ige convertible .... 3d mortsf&gc . . 4th mortgage not convertible Not conv Siuk Pund. $420. 00( Convertible Inscriptioo.. .... Convertible .. .... .... 1st mortgage, Insctii>tioa .... 2d do. do 3d do. convertible .... Mortgage, inconvertible...... M'ge 345,000 acrs-pri v.7 shar's Ist mortgage, inconvertible .. Do. da No mortgage, da 1st mortgage, da Do. do. ~ Do. do. No mortgage, do. No ra'geconv.from June 67-59 Convertible till 1856 Do. till 1868 Mortgage, inconvertible .... Do. convertible .. Do. in<:onvertible .. Intereat pay- able. Jan'y, July... 10.Jan. 10.Jnly May. Novemb. March, Sept.. March, Sept.. Apnl, O'-.tober Peb'y, August. Reb'y, August. Jan'y, July... PeN'y, August. 16.June,16.Dec May. Novemb. Apri. October Marcel, Sept.. May, Novemt May, Novemb. June, Decemb. Jan'y, July ... Feb'y, Auguat. Feb'y, August. May, Novemb 15.June,15.Dec .Jan'y, July... Jan'y, July — •Tan'y, July... Jan'y, July... April. October. x: a Bait N.Y. « a P Phila. 1876 1870 1867 1850 1883 1880 1876 1871 1862 1869-70 1860 1870 1876 1860 1860 1861-72 1856>60>6 1878 1861 1868 1883 1864 1866 1866 1860 1870 1888 •o 9 M O < 8i 87 MH 9,i 93 05 90 04 feSV 87 74 K 76 »»>, 90X 101>, 102 116 00 01 82 )• 83H 73 h 73 X 68 '1 6s 66 5-....W) O' SO 7s 20 7s WO 7».— 75 7s 72>j acd int. nat CITY SBOUKITIKS. Int'st payable. Ufl'd Ask'>i New York. 6perct 1868-'60 Do. 6 do. 1870-'76 Do. 6 da 1888 Do. 6 do 1800-9S Albany, 6 per ct (-.-iop..l871-'81 X Alleghany, 6 per tt coop X Baltimore, 6 perct 1879-'90 Boston, 5 per ct coup. X Brooklyn, 6 per ct coup.. Long X Clevrdi^ perct cp. W. W. 1879 X Cincinnati, 6 >erctcoup X Chicago, 6 per ctcoup..l873-'77 X Do 7pe»etcoup 1880 .X Detroit,7per ct,.p WW.1673-'78 X Dnbnque, 8 per ct. cp Long X liwipUa, SMay, August, and November. . Feb'y, August. Jan'y, July ... Quarterly April October Jao'y, JulyT... Do do Divers Jan'y, July.„ Jan'y, July... Feb'y, Auguat March, Sept.. Jan'y, Jaly ..^ Divers ...,,.~ Jan'y J>uly,.. 07 99 03 96 103 JT 103« 00 04 Its lt6H 66 70 m7 90 H 101 101 X 101 x Wi 100 101 80 92 S 8«X "7^ 98 00 ;♦ 100 102 --•• 100 09 70 •n>i ^ M ^ CITY 8KCURITLB8 Milwaukee, 7 perct coup X New Orleans, 6 per ct cp. R.R. X N.Orleans, 6 per ct cp. miinicip. X Philadelphia. 6 perct 1876->08 Pittsburgh, 6 per ct coup X Qumcy, 8 per ct coup 1868 X Kacine, 7 per Ct coup 1873 X Rochester, 6 per cent coup X StLouia, 6 per ct coup...Long X Do. do. Municipal .. X Sacramento, 10 p.ct cp. 1862-'74 X S.Fr'cisco,7p.e.cp.l865,pay.N.Y. X Do. lOp. ctcp. 1871 X Dc 10 do. pay. N.Y. „ X Do. •perctpay.N.Y.1876X Wbe«bng, 6 per ct coup. X , Da 6 p.ct rp. Mnn..l874 X BatearlUe,? do, „„,.... X Int'st payabla Olt'dAakd Divera ....... Do _ Jan'y, July... Jan'y, July — Divers ... •Tan'y, July... 10. Feb'y, Aug Divers .. .. Do. Do Do. May, Novemb. Do. do. . JaD'y,Jaly..-. Do. do.^ Di"era .^ M«rch, Sept. April, Ociobor 60 72 86 102 K 62 62^ oo" 8a H M^ 37 60 87 m" 70 77X 00 102)1 55 65 80 07 Ji 87 uo 46 70 00 60" 60 81>i ClneUinatl Stock JSalca. itv KIKK Ac OUESVBK. For the week ending Janujry 11, 1869. ■oMoa. Pu cent Little Miami, 1st Mort. Covington aud l.ezuigiua, l»t Mortgage.. 1)0. cu 2d do. Do. Co. S-i do Ohio II Hiss., E D., OobStruct.on ._ Cine , Hani, aud Dayton, Ist Uoitgage .. Do. do. 2d Oo. Indianap. & Ciocinuati, da do. 8T00KB. Cincinnati, Hamilton & Dayton ....63 Columbus and Xenia. .... ..80 Indianapolis ft Cincinnati.... ...................60 Little Miami. . .._...... ...._8l Ohio and Missusippi (K. D.J................... »J< <■' Extract from Blarle &. Kjtax*s Money Ctrcalar for the £aropean Steamer of Jan. 19tli. [XHAXSLATED.] New York, Tuesday, Jan. 18th, 1869. Since our advices of the 4ib inst., we havs bad a sligbtly increased activity in the Stock market. But the general public, with a few exceptions, op- erate wiih great caution. The iluctuations fortbe fortnight have been very irregular. The result of the movement being a slight decline on several of the leading State Stocks, and a moderate advance on most Railway Stocks and Bonds. Sute Stocks are doul-tless affected by the approacbiu^ award on the 24th its: , of j 10,000,000 of the Goveri m?nt Loan. The heaviest decline has been on the va- rious Erie Securities, and on Reading shares ; the chief advance on the shares of Stonington and Har- lem Preferred, and on Harlem and New York Cen- tral Bonds. The Money market remains in about the same sUte as at the date of our last Circular. In the leadiug branches of trade tbeie is a gene- ral expectation of a considerable increase of busi- rie.«s as compared with the movement of last Spring. Our last advices from Europe ar^ to the 1st inst., per Niagara, received on the 14th. State Stocks — Some descriptions are lower, some firmer, with a fair amount of sales. Vir- ginias have improved i^ per cent., Missouris have declined \ ; Tennessee % ; California 7s 1>^ per cent hiaher. North Carolina, 14, Ohio 6s, l8ttU, sales at 101>2al02; do. 1886, 107; Indiana b^, »2>^ ; Louisiana 95);^, New York 6s, 1873, at 115, United States 5s, 1874, sales at 104 ijj ihe previous price. CiTT AKD CocsTY BoxDS— Wiifa the exception of one or two Securities, transac'ions have been unimportant. Some $20,000 St. Louis City Bonds have changed hands at former prices, and about $100,000 Brooklyn City 6s, Water Loan, at ly^ per cent advatice. Memphis City 6s, guaranteed by the State, liave also improved 2 per cent. There have also been small sales of Louisville, San Fran- cisco 10s, and Albany 6s without change of prices. Extract tntra De Coppet «s, Co.'a Money Cir- cular for the Euro|>eam Steamer of Jaa«» ary lOth. [TBAirSLATED.] New Yobk. Tuesday. Jan. 18th, 1869. Oar last advices are dated 4th inst. During^a few subsequent days, our Slock Market improved, and quotations for all descriptions of securities slightly advanced. This upward movement was followed by a partial reaction on the speculative shares, and at the close, the market for these is still weak, owing to rumors that the harmony be- tween the great lines of railway is likely to be disturbed. The annual repoit of the Eiie Rail- road has somewhat disappointed expectations, and has caused a serious decline upon the shares and unsecured bonds of the Company. The political questions now agitated at Wasbinston and in Eu- rope are watched with much interest, but do not at present exert any visible influence on the move- ments of our Stock Exchange. State Stocks Missouri 6s have declined 3^ ; Tenne^8ee 6s, ^; Virginia 63 have advanced ^ ; Louisiana 6s, 1 ; California 78, | ; and Indiana 6s, 4| per cent. Sales of Ohio 6s, 1886, at 107, and of New York 68, 1883, at 115. The rew Qovemment Loan is steady, at 104J. City and County Bonds— Trans- actions have been on a moderate scale, and con- 66 AMERICAN RAILROAD JOURNAL. fined principally to CiDciiinati 6s, Cleveland 6s, Chicago 6s, Detroit Ts, all issund for water pur- poses, Memphis guaranteed Gs, Chicago Sewerage 7s, LouisTJlle 6a, and St. Louis 6s. Railroad is- sues, all at well sustained prices. Sales of St. Louis County 6s at 75 i to 76, and of Ross County (Ohio) 7s at 87^. Railroad bonds are generally higher, with the exception of the Erie issues. Illinois Central Construction 7s have advanced 1-} ; do. Freeland,2i ; Harlem Ist mortgage, 3^ ; Har- lem second mortgage, 4 ; ,Galena and Chicago, second mortgaae, | ; Michigan Central 8s, } per cent. Erie, second mortgage, have declined IJ ; Erie, third mortgage, \ ; Erie, fourth mortgage, 2, and the convertibles 2 to 4 per cent. Sales of Cleveland, Painesville and Ashtabula 7s, at 97)^, and of Little Miami 6s at 81a81i. Railroad shares, market irregular. New York Central have advanced ^ ; Galena and Chicago | ; Chicago and Rock Island 1^^; Illinois Central 1>4, and Michi- gan Central | per cent. Erics have declined 2j ; Reading, 2^, and Panama J percent. Money is still superabundant ; rates have not changed since oar last, bat are firm. Loans on call S'a'oo; In- dorsed paper4ja7 per cent. Exchange on Europe — The supply and demand have both been moder- ate, and rates have been steady. The principal sales of sterling have been at lOO^^alOO}^, and of Francs at 5.16J^a5.15. end to end, it can be made much stronger than the form at present in use. Mr. Thompson's car is now on exhibition at the St. Nicholas Hotel, in this city, where it can be seen by railroad men, to whose attention we commend it. Central Ballroad Co. of New Jersey. The following is a comparison of the receipts, expenses and net earnings of the nine months end- ing December 31st,' 1858, with the same mouths of 1867: Expenses. Net earnings. 1266,881 91 $402,597 96 247,016 20 268,470 34 Receipts. 1858.... $669,479 87 1857.... 515,486 64 Increase.$163,993 33 or 30 per ct. $19,865 71 or 8 per ct. $134,127 62 or 50 per ct. American Railroad Journal. Saturday, January 39, 1899. Ne-w Sleeping Car. • We have exaiuiried a full-sized model of a sleei)- ing car contrived by Mr. Nathan Thompson of Brooklyn, which seems far to exceed, in simplicity of arrangement, ease of conversion, and cheapness of construction, any other car of the kind yet pro- duced. In Mr. Thompson's car there are two passage ways, one on each side. A car, say 48 feet long, is divided into eight compartments of six feet each. In the day car the passengers sit back to back, looking toward the sides. The seats themselves are upon a platform raised about ten inches from the floor of the car. Each compartment is calcu- lated for eight passengers, four on a side. On a level with the day seats are two side seats, which can be used at all times, aud which turn up on binges when not in use. The day car seat re- sembles a sofa, with stuffed cushion and back. To convert it into a night car, the back of the seat is easily raised, and laid flat upon supports, and forms one of the night berths. The seat forms another. Under the seat is another. This is of double width, and contains an extra mattrass, with which a fourth bed may be made up on the raised plat- form. Above the upper berth is a rack for bag- gage, or for small children when asleep. For a day car, Mr. Thompson's arrangement seems to be much preferable to the ordinary one. The change required to convert it into a night car is not the work of a minute. If two of the party occupying one compartment wish to retire to their berths, two convenient seats remain for the use of the others. The berths are wide, and can be made perfectly comfortable. The fastidious traveler can, if he choose, take along with hirn a pillow, or other bed clothing. By means of sliding doors, the whole can be converted into eight distinct apartments, each of which can be taken by parlies or individuals. An advantage appears to be gained in Mr. Thompson's car, by placing the load in the centre The following disposition has been made of the net earninsrs $402,597 Paid Interest on $3,000,000 Bonds, 9 months $157,500 00 Do. Incomes, Notes, &c.. 32,746 32 Paid Loss in redeeming $200,000 Income B'ds . 14,650 00 Paid extra cost of boat . . 5,448 12 Paid Taxes to State 23,841 34 96 234,195 78 Balance, (equal to 8J per cent, on Stock $2,000,000) $168,402 18 Of this balance there has been applied to the redemption of $200,000 Income bonds, ($164,650, less $14,650 loss in redeeming,) $150,000; ex- pended on permanent accounts, $7,514 48; and the remainder, $10,887 70, is cash on hand or ac- counts payable. John T. Johnson, President. Savannah, Albany and Gulf Railroad. At an election held on the 4th inst., at the ofllice of the company, in Savannah, for a Board of Di- rectors to manage the aflUirs of the Savannah, Al- bany aud (lulf Railroad Company, the following gentlemen were duly elected : J. P. Screven, J. Stoddard, Wm. Duncan, H. D. Weed, S. Cohen, R D. Arnold, F. S. Bartow, Charles Green, H. Rob- erts, J. W. Anderson, S. Elliot, C. A. L. Lamar, John Boston. At a subsequent meeting of the Board, Hon. J. P. Screven was unanimously re-elected President. Ijeblgh Coal and Navigation Company. Otis Amsiidon, who died recently in Philadel- phia, at the ripe age of 86, had filled the office of Treasurer to the Lehish Coal and Navigation Com- pany for thirty-one years. The vacancy created by his decease has been filled by the appointment of Edwin Walter, who for nearly thirty-seven years has been Secretary oi the same Company. In bim the offices of Secretary and Treasurer are now Qitited. . >. of it. By carrying a truss through the car from Secretary. Toltee Sllnlnfl: Company. The annual meeting of this corporation was held in Boston on the 12th, at which the annual report was read. The assets of the Company are $66,- 014 62 ; excess of assets over liabilities, $61,428 07; available assets over liabilities, $13,0:^8 07. The Directors in their report state that the mine is in good condition and well worked, aud in time a rich harvest is expected. The following oflicers were chosen : Directors — Henry Crocker, Francis Howe, W. T. Thatcher, Aaron Hobart, W, H. Chessman, Henry Buy/o and L. W. Clark, At a subsequent meeting of the Directors, Mr. Henry Crocker was chosen President aud L. W. Claik, I^, and the shares close at 38a40 ; Reading shares are nomi- nally called 23a25. Consols close 96ia97 for ac- count. Yours truly, &c., .' •' William Lakce. ■ -i -■.-'.- v.. Albany Liiun1>er Trade. The following table exhibits the receipts at Albany during the years named : Boards and Shingles, Timber, Staves, Scant'ing, ft. 1860... 216,791,890 1851... 200,238,003 1862... 317,135,620 1863... 393,726,073 1854... 311,571,151 1855... 245,921,652 1856... 223,345.545 1867. . . 180,097,629 1868... 267, 406,411 M. C. ft. lbs 33,226 28,832 150,615,280 34,136 110,200 115,087,290 31,636 291,714 107,961,289 27,586 19,916 118,666,760 24.003 28,909 134,805,091 57,210 21,104 140,255,285 36,899 14,533 102.548,492 71.004 85,104 153,264 620 31,823 119,497 135,011,817 The following table exhibits the valuation of the receipts during the years named: B'ds & Sc'tling. Shingles. Timber. 1850.... $3,251, 878 $119,791 $4,325 1861.. 1862.. 1863.. 1854.. 1856.. 1866.. 1867.. 1868.. 4,119,568 5,495,960 6,299,617 4,985.139 4,426,589 3,573,520 2,881,560 4412,205 121,524 110,726 99,585 86,891 228,840 129,147 248,615 111,383 19,010 52,509 3,386 6,649 4,864 2,616 15,218 20,314 Staves. $677,319 546,666 507,418 569,600 611,123 631,149 461,468 689,691 640,047 Important to Banks and Banker*. " The Merchants^ ank Bankers' Register for 1859" has been issued at the office of the Bank- 0rs' Magazine, N. Y., in one vol., octavo, 270 pages, price $1 25, containing : — I. An accurate List of the Banks in every State in the Union; the location and capital of each, names of Presi- dent and Cashier of each. II. A List of private bankers in every town and city of the U. S. III. The Banks of Canada, and their foreign agents. IV. Directors and Officers of the Bank of England. V. List of Banks in London. VI. A list of three thousand Banks and Private Banks in Europe, Asia, Australia, South America, West Indies, &c. VII. An Alphabetical List of Cashiers in the United States. VIII. List ot Standard Works on Banking, Currency, Finance, Bills of Exchange. IX. The Free Banking Laws of Massachusetts, New York, Illinois, Indiana, Iowa, Louisiana, Michigan, Minnesota, Wisconsin. This is the only work of the kind pablishe4 in tiie.Uoited States, and furnishes information of the first importance to bankers, merchants and capitalists. , ^ Hour Cheaply Can Freisht be MoTed on a Railroad - The Reading Railroad presents probably condi tions more favorable to cheap transportation than any other railroad in the world. It has a good line, with grades level on descending in direction of its traffic, so that the loadeddownward, and the ercpty upward cars tax the locomotive in a pretty nearly equal degree.' To show the result of the operation of this road, we annex the following tab- ular statement condensed from the annual reports of this company : Principal items of Revenue, Expense, and Working of the Philattelphia and Reading Railroad from January 1, 1843, to November 30, 1857. oocx>Goaooooo(x>aoaoao ao,cx> oo (X od Year ending Nov. 30th. to to to to t« I— i-" ooo-joj-^ctoo;© ►-'tO'^05»-'CT~JtOC ~IO^COi-'05:DtO--J 00-Ji-'CS>«»-OCJ--l OtOODt0050xCr>00 C0Ot0>-'Cn-'ia3«*-«0 «CC(TtOCO-^OMH-^J O O 00 CJ 05 Ct 5,T -4 j»j» CO OS t2« Total num. to ci tt» "- o tT • O M I-' O CO i<^ Ol It.. tU CO cc to ^ C;i ;0 O^ C^ -^ O -^ C;'"Oj">-'~>-'"?C 4^ ? o c CT !»»■ ^ ba O »♦» OT CS O 4^ ■ V Equal to through. Coal ton. o:cocoi^C3Csco>(^tt..it^i^03Co>;^4-.-. C5Ci&s--'p«CiOopcoC»C'_X;^^a>0 o io C5 o "o CO ci bi <3i o 00 bo o o o aT COr-'l-»C5-40t*^WtCCnrf^;5K' OOO" c;c»oooo--i-iOiOJQCcDOo-i-i05Cio CX) ^1 O >— p ^» O -I to Ci pi _CT p" ♦» OS c-T biboo-4bocntoco>f».«Dcoc5^i"MCi?' I*k Oi t-i t— » -■100C-JC5QD05-4C50t*.i«^a».CCCO/-5 O O >«»- t*' to 05 «C CO p O ^1 4»- CO ;-! 00 ?;? ')-' °i«.. i(^ to CO -4 ^ to 4..tfi.i*..tooooo(»oooo^^cn»t».&sJ' Total l.5l_.H-'l->COCOOtOC5t*k-4tO»**.-J:£. per Merch'dise per ton. Pas senger through each. 3 sa -J o o p a o -'i':£iSO54>.cni;i.t0O"J'-'O00C5C5„ 04»*>'~-i05'— 'O5eo>*-coooi— '—■I— 'OS O5tO00i^OS-^>— '00--I Cljtt' ■*»■ o_co_w — ; ~co "so to '*- 00 O -J '>-' "o Oi "to "^ 1 i "o ^ i C5 — tOO»CO-J*.|-'— 1-JO004».O5" 05^dCOi*^t-'tO»-*ktOlOlOC'— to i^l^tKtUCOCOOOCOCoeoCOOOtOi-.'l-^^ i-'i-»tOOOOOiCJ-J-~l~IO»050005a P-'t0C0O!*^C5Q0t0l0-^>«»>OCf>*kl0 5 I-" to to to i-i «» «COO^--^:D-' -JMi-i4».00--l050tOt*»-^_p^CO QD en "to "p-' "o "o "-J io "-J "*• "cs to "co "--1 to C0^JOCCOt0 0i4-.0:C0H-0;4-C0l0 COlOCi^C5~40Cn4'OOit5i->co>**- CnCnCTCO'O'O'O'CTCnOTO'OStOi-' "W)ViVjV|"4»."io"t-'"--'"'o"o'>-'"o"«^"--> 00 '^ c^-ioo-'i+.-cci— 'ooooo~4*-cooo CnO4»C00Si— '05*^050i0DCn(^»-'O I— 'tOtOtOi— '1— 'I— 11— »HJi— 1|— ' o» -^ — O«*»cc;cnc5i*»co — ^i«t>-ccH- _rf».j*.. "-4 "-4 --1 to "o "to "-J "bs CO CCnlOOCOtO-'IQOOCOOOOO-^Cil-' oocotOH^oit-'Ocooo^cncoo cno»cn»t».cocototototoi->i-ii-.»'-'i-'2 ooooH»cnoooaDOtotoo)>«^»i^if^i(^3r jM oojt-jc oo__— _Qc_-^_o oo i5s_cnjb-_co^^ "bs'o CO "~i"o"c5"rf». "bo "co'co"-^ ">-'''■-'"•-' o l0O00t0 00C0*.00t0OtwOi--'OO oi-'coa>ooQocnoo>06-40toooco Miles run. Av. of coal 5 c » trains. TO • S Cost of re- pairs. Total num- o ber. E. Cost of re- 2?* .3? pairs. Total num- H^ ber. Cost of re- ii 5 9 • M pairs. ■ ■■■■*■ ^^ ' • ' ■' coeoe*«Otoi-«t-i*i.coCnO»eototo— _. . . _>*»_o_CT cnj-'^_-i_oj»_to_o_«_cn_to J*.. State road cost. "i-i "bs "-~i "bi "r^ ">-' "cn "co "iti. ""ji. "co "en "bo 'o "-t^ .— wj~.u.*»^-oo-^coootorf*.eno-4to it^ en it^ to I— • ^-i k-* "'-j"o"o"'»-'"cn"co"o 05 C OS CO to o CO 00 to -^ >-' 4*. ^4 to ci I-" CO cn to w >*-. CO Cn >— •— « ot p ^ p lo cn ca cs to ts to^bbscnooJ-'^boLoto o ? 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" Ott».i— 'COCnQD05i4*.C;c: OS--l(X>t»r->cntOi<^«D— I t 00 OD 00 00 0C> 00 0« 0< O' CI to o o «> ' c* cn Qi cn Main tiack ^ open. 3 cco«oo50cooi;cc--^ooo»»-' OOOOOOOOOOOOCncnCncnCXCncotOO Doable tr'k 000000000000000000000000000000 Cnen0ioicnCncncniU.4kitkifei^i^i^ ~jcseni*».o;to — Ooao~JOscni«*.co •1 _to,co_eo^ 1.5 to to to >-• i-i i-i "-• ^^ "U.. to"b;'to to"'-''o"'o cs'co'o'o 00 ifc. to . i-.*-C5CncnCn»--ja».005CC0DU».^i rt _toiwit»co4»ooo»-'OoosaDO~_cnac © ~co''>*."o'bo"c5"b;"bo"'— I'cc'bs oses'to"'©! 00 £, tocncstoo-i-^coooosc^ccO"^ cooocnssi(k<^i-'»-'Ocn«..-4(;ooo COtOCOtOtOi— '■—'•— 'I— •l-^i—ih^l-^ ^^ tOQCO— l|OC5Cnitken-^Cni^O«~J _tO_00__^-_tO cn X_tO oc cn i«k. cs ►- co_to_— csit»oco^'U».4k"cceo"co"to "—4 'i^ OS 00 •-•tocosciccco-iocncit' — CS-.0 io^tooccooto V-< )-> 1.^ !-.< 1-1 l_i 1-1 .„, tOl^tOCOOOCOtOtOOl-'COCoesttkOS _50_oc_en —^ ODcootes-^ics— JO«c~< to"*"*"* C5"\o"b:"bc'eo"'iu."'to cn'cniob gpOC«io>-»0-^ItOi*».cntOOCOC50tO ciec — ■^tOii^tsio-JooOrf'ODCo^i _9s_oo_*. 00 toto tctoh^i-i^si-it-i C OdIo —I OS "lk"t0~00 0~Cs"0 0d"O 0« CO p--jO!Xcx:QC50cscc<;ooooo;5rto _Cnj©_«-'_"- jXi © 4». © jM to to «D © ^ *. 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X cn-4 X I-" o" tOcotOt^xtoO'^tOitk. — xcccnH->S £J J'*'_QOj*k_©^_Cn coco — X'-'it.-CS© £ '9E SS 92 9° ~ ' 00 "os "to "— ""--1 "«o "© "*■ «j 2E 9^ ^ '^"' ''^ "^ '^ "^ to — ~< CO -I ,.« »*OSl*fc>--COtO-4Cnit»COX — 0t0 4». i*3 -©B-H -J © . o t^to^9l-^H.l|-^tOl-^|-^■-^*-^»'^»^|.^ QCC04*X-^X — Ci*. — OS©©© *>« p_-^j-l rfi. N- © ^ cn X cn — to O 4» <= ;;. -^ 2 ^ •^"cn'"—"ic "—!".*»■ "en"© "4k "itk'itk"—Vj O •» 2 — o~4<»ar U aoa> '- eSOOeac. ii CQ-C t. t-""" 1848.... 112-27 lis 6:J57 -fi-TO 4550 •4-79 1849....160'25 1-6S 6415 -e-ie 43t)2 •4o9 I860.... 153-29 1-61 CJll -6-51 40-69 -4-28 1851....1-22-33 1-28 5448 '6 53 38 54 •4-05 1852... .13027 1-36 54-64 -675 3536 'S',2 1853.... 142-50 150 5356 6-63 35-07 •3-70 1864.. ..163-63 l-7ii 5936 -6 23 4100 •4-31 j^- 1866.... 165-54 174 5438 6 72 33-61 -3-53 - 1866.... 155-22 163 5777 •608 85.21 •3;70 1867.. ..14113 148 60-43 -6-46 3603 -3-80 To the cost of transportation should be added I the rene\yal fund, obtained by setting apart three ■; cents per hundred tons carried one mile. Since 1849 the annual receipts to this fund have been as follows: 1849 $74,704 1853 $106,979 ■ 1860 89,132 1854 120,988 1861 116,631 1855 149,842 ., 1862 111,151 1856 144,663 18.57 120,608 ^391,518 652,080 $662,080 Total.... $1,043,598 With the above additions, the cost of transport- ing coal over this road has undoubtedly been as- • certained with great accuracy. The road and • quipment is niaintaincd in first rate order. The - . figures given will serve as a convenient standard by ■ '-'. which to refer the earnings and cost of operating rjr. ether roads. Ilampslklre and Hampden Railroad. • ' The Hampshire and Hampden Railroad has been lately transferred to the control of Joseph E. SheiSeld, of New Haven, as security for a debt of $103,014 due him from the Company. In relation . to tbe matter the Springfield Republican says: The entire management and control are given . up 'to Mr. Sheffield, with liberty to re-mortgage or ' re-lease. He is to apply the earnings to the ex- ■ penses of running, and such repairs and improve- -. ments as he deems desirable, next to paying the interest on the bonds to the amount of $200,000 which are secured by a prior mortgage on tbe . road, and then to paying the interest and principal of his claim. However fortunate the road may .- be in its business, (within possible limits,) these ■ ■ objects will fully absorb the profits of the road, • and probably more than absorb them; so that I stockholders may safely resign all expectation or •7 - hope of any return, principal or interest, on their ^' inv- stmeut. The amount of the stock paid in is : $292,650. Indiana Central Railroad. The following gentlemen have been elected di- rectors of this company for the ensuing year : John S. Newman, Samuel Hannah, Charles Parry, W. S. T. Morton, Jos. W. Jackson, Wil- liams Petty, David Commans, John T. White. John S. Newman was elected President, and Samuel Hannah Secretary and Treasurer. Bank of Knglamd* The return from the Bank of England for tbe the week ending the 29th December, gives the fol- lowing results, when compared with the previous week: Public depo8its.£9,806,029 Increase.. ..X145,211 Other deposits . 12,903,618 Decrease . . . 245,389 Rest 3,115,077 Increase... 10,878 On the other side of the account : Gov't Securitie8.10,808,691 Unchanged.. OtherSecurities.16,950,158 Increase... 456,033 Notes unempl'd.12,744,965 Decrease . . . 497,095 The amount of notes in circulation is £20,110,- 350, being an increase of £404,360 ; and the stock of bullion in both departments is £18,967,100, showing a decrease of £181,897, when compared with the preceding return. Cheater Valley- RaU Road. At the annual meeting of the stockholders of this Company, held in Philadelphia on the 10th inst., the following gentlemen were elected Directors for the ensuing year : President. — John F. Oilpiw. ■ Directors. — Geo. W. Carpenter, Wm. H. Hol- stein, Samuel Hart, Coffin Colket, Stephen Coul- ter, Joseph W. Ryers, and L. E. Corson. Milwaukee and Horlcon Railroad. At :: meeting of the holders of the first mort- gage bonds of this Company, held in this city on the 12th inst., to consider what action should be taken in consequence of the failure of the Com- pany to pay the coupons on the bonds, resolutions were passed, requesting tbe Trustee named in the mortgage to " proceed immediately to take pos- session of the said road, and all the property com- prehended in the said mortgage, and to advertise and sell the same according to the provisions of said mortgage, '.".^ ' •. Provided, however, That if the said coupons and the expenses incurred in pursuance of these reso- lutions shall be paid to the said Trustee within thirty days from the first day of January, instant, then the said Trustee shall discontinue proceed- ings, and relinquish the said road and property to the Company." The Hooslc Tunnel. The railroad tunnel which is now being bored through the Hoosic Mountain in Massachusetts - one of the highest elevations of the Green Moun- tain range — is a work of great importance. When completed, the length of the tunnel will bo four miles of solid rock excavation. Gangs of men are now at work on each side (>f the mountain, the drifts have been carried to a distance of 2,400 feet, and the work is progressing at the rate of about 300 feet per month. The State of Massachusetts granted a loan of two millions of dollars for this undertaking, and the first instalment of $100,000 has already been paid ; the rest becoming due as the work progresses. The line o»' railway, of which the tunnel is to form a part, is now finished from Boston to G.eenfleld — 105 miles — on the east side; and tbe portion on the west side — 49 miles — between Troy and North Adams, is to be opened about Christmas. There will then be a space of 30 miles, iucluding the tunnel, to be completed to establish a continuous line of 164 miles between Troy and Boston. This enterprise, when accom- plished, will reduce the railroad distance from Troy to Greenfield 65 miles, also the summit level 700 feet, and the gradients from 81 to 30 feet, at the same time obliteratiug several miles of curv- ature. It also shortens the route and reduces the gradients and curvature between Troy and Lowell, Nashua, Lawrence, Boston, Salem and Newbury- port, and tbe cost of transportation will be one- third less between these places. — Scientific Amer- ican. Trade of the Tlde« Water Canal. It appear? from a Ubular statement that, during the year 1858, 5,613 boats descended this canal, of which 2,332 were towed to Baltimoie, and 2,181 to Philadelphia. Our city seems to be gradually gaining on Philadelphia in the aggregate of trade brought down bv this canal. From 1849 to 1866, wit'i the exception of one year, 1854, a larger num- ber of boats went to Philadelphia, but for the last two years the balance has been in favor of Balti- more. From 1849 to 1858, inclusive, 49,416 boats were towed from the canal to the two cities of which 26,736 went to Philadelphia, and 22,681 to Baltimore. — Ball. American. Ulinola Tvro Mill Tax. The proceeds of the two mill tax in the State Treasury, subject to payment on the prit)cipal of the State debt, under the provisions of the State constitution, on the Ist, amounted to $766,629 48 Amount of stocks presented 3l|979 48 Balance of fund in Treasury $734,650 00 The flourishing condition of our State, and the consequent high credit of her securities in the mo- ney markets of the world, accounts for this. Illi- nois securities command a premium, hence hold- ers do not respond to her calls to pay creditors. The proper disposition of the large and increasing fund produced by the two mill tax, should receive the most serious consideration of the Legislature, now in ses-sion. Under the constitutional provil sion it is to be disbursed in taking up our State 8*ocks. This should not be carried out at a sacri- fice. This is a subject that invites tbe most earnest consideration of the General Assembly.— /Minow State Register. ■,-.. • ■ .-f.- •':-:• Debt of Keokuk. The city of Keokuk, Iowa, has issued a circular to its creditors, in which it sUtes its inability to pay the interest upon its debt. The debt amounts to $1,150,000, of which $800,000 was issued to various railroads. Its assets amount to $826,000, of which $650,000 is railroad stock, and $175,000 unpaid taxes of 1857 and 1858. The Mayor says that the citizens are utterly unable to pay the in- terest upon this debt, but are willing to pay on $500,000, with a sinking fund for the extinction of this amount. He says : It must be evident to all, that our debt is much too great for either the debtor or creditor. It must, therefore, be reduced within a practicable amount, at least one half, or within $500,000, by a transfer of our railroad stocks. This amount our people would be willing to shoulder, and though a burden fully equal to their ability to carry, yet they would resolutely underUke to provide the means tor promptly meeting the interest on that amount and raising a yearly sinking fund for the liquidation of the principal. Our railroad stocks are equal to these of other western roads. The roads are partially completed and equipped for business, already having a good local traffic, and the work of extending them into the richest portions of the Sute is in progress, with the prospect of farther material extensions through the proposed aid of tl»e State credit, which must make the blocks directly reniaiierative to a reasonable extent. We therefore can offer nothing better than the transfer of said stocks for the liquidation of a por- tion of our indebtedness ; and the balance of our debt we propose to fund by an issue of other bonds bearing 6 per cent, interest. In the event of such an arranoement, the new clas'. •' "^.ire Haute, Alton and 8t» Louis Railroad Cuuj«»<^, $323,600 00 Do. 6 7,007,002 01 Do. 5>2 1,046,000 00 Do. 6 10,417,983 92 18,795,168 92 U.S. stock 5 $260,000 00 Do 6 79,100 00 339,100 00 $25,561,336 61 Bank Statements. The following is a comparative statement of the JVeir York Banks for the weeks ending — - Jan'y 8th. Jan'y 15th. Capital ....$66,108,135 $66,108,135 Loans 128,538,642 129,349,245 Specie 28,399,818 29,380,712 Circulation 7,930,292 7,586,163 Deposits 92,826,622 95,456,323 The following is a comparative statement of the Philadelphia Banks for the weeks ending — Jan'y 10th. Jan'y 17th. Capital $11,586,415 $11,588,065 Loans 26,395 860 26,365.358 Specie 6,067,222 6,050,743 Circulation 2,854,398 2,830,384 Deposits 17,133,607 17,323,908 The following is a comparative statement of the Boston Banks for the weeks ending — Jan'v 10th. Jan'y 17th. Capital $33,912,200 $83,318,000 Loans 60,320,000 60,106,798 Specie 8,295,400 7,931 ,712 Circulation 7,016,000 6,793,723 Deposits 21,615,500 21,127,712 The following is a comparative statement of the New Orleans Banks for the weeks ending — Jan. 1st. Jan'y 8th. Loans $20,587,467 $20,463,417 Specie 15,948,189 16,294,474 Circulation 9,581,814 10,383,714 Deposits 24,972,662 24,297,165 Exchange 9,882,600 9,966,131 Due dist. banks .... 2,331,234 2,640,678 The Bank movement in the four principal cities of the Union, as compiled Irom the above, is as follows : LOINS. D»P"8ITS. FPKCIB. OT«OrLiT W N. y., Jan. 15.$1'.9,?49 "45 $»6,45« 3.'3 $20,380,712 »7.6«6 18S Boston. " 17 6 lie 800 !il.rj7.700 7,931700 6';9^7i0 PhlUd., " 17. 26,:l6.\3S5 17 323 918 fl.fft0 743 2 '3n,S84 N.Orl, " 8. 20 453,4 7 24 297,166 16,201,474 10 3>3 714 Total 2S6 274.847 168.204.0*6 6»,65s6>« 27 693,9')1 Last week ...$236,841,U69 166 563 391 $58,7106.9 27,8»2,504 These figures show a general expansion in the Bank movement. Interest on Bonded Indebtedness. The overdue coupons of the Rutland Railroad Co., (August, 1854,) are now being paid at No. 6 Devonshire St., Boston. The interest on the 1st mortgage bonds of the Hudson River Railroad, due Feb. 1, will be paid at the Treasurer's office. Railroad Dividends. The Little Miami Railroad Co. have declared a dividend of 4 per cent., payable on demand. A dividend of one dollar and ten cents per share on the stock of the Wrightville, York and Gettys- burg Railroad Company, for the last year, has been declared by the Northern Central Railroad Company. The Buffalo and State Line Railroad Co. have declared a cash dividend of 5 per cent., payable Feb. 15th. The West Philadelphia City Passenger R. R. Co.. a semi-annual dividend of 5 per cent. The New Jersey Railroad Co., the usual half- yearly dividend of 6 per cent., payable Feb. 1st. The Patterson and Hudson River Railroad, a dividend of 4^^ per cent., payable on the 19th inst. The Delaware and Raritan Canal, and Camden and Amboy Railroad, have declared a semi-annual dividend of six per cent., payable to the stock- holders in this city by Ira Bliss, at the office of the Joint Companies, on the 21st inst. Insurance OiTidcnds. The Republic Fire Insurance Company has de- clared a dividend $6 25 per share to the stock- holders, payable on demand ; also, a scrip dividend of 80 per cent, on the earned premiums of 1868, for which certificates will be issued on the 8th of February, on which day interest will be paid on the outstanding scrip at the rate of 6 per cent, per annum. The Lamar Fire Ins. Co., a semi-annual dividend of 10 per cent., payable on demand, 'j '. . . The New York Equitable Fire Ins. Co., a semi- annual dividend of 15 per cent. The Mercantile Mutual, and the Great Western Stock and Mutual, Marine offices have just de- clared their dividends on the business of the year 1858. The Mercantile, after paying 6 per cent, interest on the outstanding scrip, divides 20 per cent, to policy holders in new scrip. The Great Western, after paying 7 per cent, interest on $1 ,- 000,000 stock, divides 10 per cent, extra to the stockholders, and 20 per cent, to the policy holders. WILLi he received until lb- 12'b of Februiiry neit fur th« conairucUoD of 3,600 lineal Ifet of woud>f-i bridgiuK, on the lin<4 of the Lrnch'iur< Kxtpn^ion, of ibe Oraoi{e and AlezuDdriaRuiirond. Tbe plaiis are now rvady for iii8|>«ctioa, at tbe office of the Comprany, in albxandria, VirK'rua. Detailed iaformatioo w.ll be sent to any partim aesiring iL U. W. VAWDEOBirT, 8t3 ^i^X . f BDKineer and Qeuersl Inp't Mechanical Books. RAILWAY MACHINERY; A trp«tiM CD the Mechanical EnniniwrinK of Rai' waya ; em - bairjr the Prin iplca »nd CiMMtrarton of Hoilir'i; Hnd Filed P iHiit, in hiI <'tpa tment^ liugtrBtpd by a Sfres ofPla'eaon a iT^e »cale. and by uutnerou!> XnKravlogi oil Whiloaophical instruction at a cheaper rate ibaii could be oh- fainoi) hy ihe purchase of ai;y other work."— 4fn«r»f an Rail- road JuumaU GRIER*S Sixteenth edition. GRIER'S Mechanics Pocket Dictionary; Ninth edition. Bound, $2 25 Mecbanic's Calculator; Bound, $1.88 THE EN6INEER~AND MACHINIST'S DRAWING-BOOK; Illuotratet by numeroua Engravings on wood and stMl Half-niorocco, $10.50. "A complete and reliable Work on t?ie draugtting of irs- ohinery m all its detaU, eihihitinif a high style of art. Wo are confl lent that thia bowk will form an important element in the education of our young mechanics.'— iSctex/i/ic American. BL.ACKIE A, SON, 117 Fultoii St., 2rn4 HEW YORK LOW & BURGESS, RAILWAY SUPPLY l¥o. 9 SOUTH IVILLIAM ST^ NEW >ORK, MANCPACTUBERS' AVjENTS AND DEALERS IN RAILROAD IRON, SPIRES, AXLES, CAR WHEELS, HEAD LIGHTS, LAITTEBNS, GAUGES AND STEAM WHISTLES, LOCKS, BAGGAGE CHECKS, OIL, WASTE, PACKING, : ,:j AKD KVEKY ARTICLB r USIP IK TBE CONSTRUCTION. EQCIVMENT AND REPAIBS OF Railways, machine Shops and Steamships. JAMES W. liOlPV. JOSIAH J. BVRGRSS. NEW HAVEN ARMS CO., MANCFACTOREBS OF THE CELEBRATED REPEATING FIRE ARMS, COMPR siao RIFLES, CARBIKKS AKD PISTOLS, WITH AMMUNITION WARRANTED WATER PROOF, NEW HAVEN, CONN. Depot for Sales. 267 BI!n.\DWAY. NEW YORE. JOSEPH NKRWIN, A^cnt. T. A. ROWLAND & CO-, BROKERS IN RAILROAD IRON AND 54 'WlIAAXm ST., NEU^ TORK, ARE prepari'd tn funiish eiilier Foreign or AmerlemB UallH, as Equipiiieiits if every kind deaired, oa the luoat favorable teruis. WATER WORKS. THB un «r the levecal Meant Worka suiiiilymg the City of Hill.idelpliia with Water, may be consulted i'|>on th«> location, coni>l«'e design, ccnetruction, and mdn:igem«n' ot watt-r-works of all kinds lor the supply o. cities, towns, etc , eto. Addre-a FBEDERIC GRAFF. Consulting Engineer, 1337 Arcb str* Sm42 rBiLADaLrnit. ■\-:' AMERICAN RAILROAD JOURNAL. 61 TO MANUFACTURERS OF O £3 ]M: £3 iN" O? . Offiob or THE CoTI^OTON & Ohio R R., f CoTi"gton, A'Ugtany Couniij, Vu., Jhu y Srd, ISiB, S PROPOSALS will be reo<'i\c(l, at this nWce. until the 14tl of P«-l>ru iry, 1859, iiic!uti»e,— tj maniificiure one hundrec and tifty thnusai'd busbo 8 of hydrnulic cement, within a dif tanco of Ave loilei of tbis place, for u-e in tlie masonry now under contract »n the line of ttic C vinK'tn and Olio Ka lroa<< Further inforination may te had by per*' Di desirous of of ferini; proposaU, on app ication at this oflRce on and tfter the SUt IDSt By order of the Board of PuWic "Work*, CHARLE8 B. FI8K. 6t3 Chief Engineer. Notice to Contractors. PROPO'^ALS will bo received by tlie Stiten Island R4iLRo«D CojiPiNT until tlieln' day of F' brnary, 1859, for the completion of the Grading. Bridging and Maconry with partial e<|ui|>mi'nt of furniture for caid Road. The Rails, Chairv and Spil- tainc-d as to the amount of work yet to be done, bv addressing J. DbWitt Mo»Tro«T, Secy, 62 Warren st. N«ir Toaa. Doceml>er27, 1868. 4t2 &AWYER, TINKER &. CO., MANOFACTCKKKS OP COTTON DUCK, For Car Roofing, of all widths, Tip to 140 in. FATENT mm BELTING, cos! about one-fhinj of Leather. Patents for Inventions. TD. STBTSON, Agent for proourina la'enta. No. 5 TryO" . Ro-v, (near City Udll> A circular with lull information aent free by mail. Americ;in correspondent Prae. Mechavica^ Jour, from lib*. REMO V A L. WD. STARLING. Metal Urokcr and Rail Inspector, • from Lawrence Poontncy Lane, to tha Veatry Housa, Lawrence, Pomitiiuy HilL . ^ . . LosDos, 1867. " . ":' ».■• .i." ■ ," . RAILROAD IKON. TUK subscribers are prepared to contract for RAXIjS delivered at an English port or at a port in the Uuiteil Btate^. Also for all descriptions of RAILROAD EQUIPMENTS upon favorable terma. JOHN W. HUI.I. A, CO., No. 41 Excbange Place, "SVMV TORK. RAILROAD IRON. WOOD, MORRELL &. CO., Having leased the extensive Works of the Cain1)ria Iron Company, Situated at JoHirsTOWH, CiMBSiA Co., TBiritA., And purchased all their real estate, ARK ' ow prepared to execute, at short notice, ordofs for RAILS of any required pattern or weiKbt, on the most liberal terms. Philadelphia Office, j K''*S°7"'wJL«f ^ 2,000 liailroad iron. TONS of Erie Pattern, Ctaw^hays make, on 8«le. Apply to JAMES TINBER, dm40 64 Exchani;e Place. W UAIL.UUAU IKUN. ELSH or StaSbrdshire malce, delivered on board at an £o)(iish port or at a port :n the United States. 6m35 NORRIS & BROTHER, Baltimori. And 17 Nassaa St., Mew Yoaa. 500 Raiiroad Iron. TONS 66 lbs. aod 1,500 tons 60 lbs. best Weldi make, Krie pattern, uow in port for sale. T. A. BOWI.AND »L CO., 64 William st, New York. Railroad iron. THE undersigned hure American and Foreign Railroad Iron for sale, deliverable in New > ork and other n.ar keta. CASWELL & PERKINS, Broken, «« Wall It Niw ToaK, January 1, 1869. \, .:.. \ BOONTON, HOT PRESSED AND HOT PUNCHED PATENT MACHINE MADE NUTS ■ji- THE mbscriheni are now manufacturing at their Worksi Boohtoic, N". 3.. Hot itreised and hot punched "WROUGHT IRON "NUTS, upon R. H. Colb's newly patented Nut Macb'nes. In tht'lr manulaciure t' e patented device of the "Double Punch," namely two punches operating from opposite sides towards the centre < f the Nut, forces into the body of the Nut most of the Iron, which in all other proce-ses is punched out ; and a'so condenses tlie Iron around the Bolt hole, thus ensuring the greatest strength in the Screw thread, and making as they believe a Nut superior to any made by hand, or. the ordinary macliine prLK-o'sec. They invite all con-umers of AVROtJGHT IRON NUTS to make trial of them, and will furnish s.-unples and their price Ust on application. TiTi • ,•*-♦♦«.■ ;it.j«.- cfc OO., 137 & 139 GREENWICH ST. FIMAiMClAL.. G. M. TRACY &. CO., STOCKS, BONDS, ETC. LOANS NEGOTIATED. No. 49 EXCHANGE PI.ACE, EUGENE THOMSON, STOCK AICTIONEER AND BKOKEB, ]Vo. 64 WALL ST., I\EW YORK. A ICTIOV SALES of STOCKS and BONDS every A. H. DYETT, STOCK AND BOND BROKER, No. 43 EIlCHAIVOE place. SALES of STOCKS and i'l ESDAY, atlV!)^ o'clock, at the Merchant>' PJxchange. RAILRO.AD BANK. INSURANCE and other SECU- BANKERS and DEALERS in Stocks, Bonds. Exchange and Commercial Paper, on commisi-ion. Ko. 49 Wall Street, and 41 William street, NEW YORK. Orders for the purchase and sale of Stocks and Bomls. at the Brokers' Board, by letter or otherwise, promptly executed. Caah stdTanced on sound saleable securities. aaraa ro ftjrAN BAUB* CO..N.Y. COyTXyENTA LB'K. W.T R. H. RICKARD, RITlEd boaght and fold at the Br'ikebs" Board, at Pat- •sryvrf vrn A p L'TSTT fe- CTnr'lT UUmTTT'D v»Tg S»LE. or at Auction. All dividends payable in NewjiU-ll^ li>U' Aur-iXi iX OlUl/A DftUAIlili, York collected, and prompt remittances made. nomb but boba fide qcotltioxs furnished the press.] Thc mabeet value of Becdritiks will hot bk sup- OAce No. 21 Nassau at., NEW YORK. BCYS and fcIIs MIKING SHARES, MINES and BIINERAIj ItANDS on comniiission, u ill exaniin. PRESSED OR ALTERED, A»D DBCBPTivB OB IKRBSPOKSIBLB jii„eg ^j Mineral Lands in any r«rtotU>e United States, and 0.AT1L"GUES WILL HEVBR BE ISSUED. ■ report on tiieir value, etc., etc. A statement showing the ca.ital, dividend months, and last ii,p,R,„CE8:-P. Chouteau, jr., A Co., New Y rk and St .'cmi-ann.ial d vidend of the Biuiks and -nsurance Companies of f^^^ y,e Hon. Wm. M. Gwin, U. 8. Senator, the Hoil O. A. reaboOy, N. Y , the Hon. Sam. F. Buit< rwort". N. Y'., Fiost the city of New Y'urk, will be forwarded by mail upon applica lion. Rkferksces.— Messrs. Wm. and Jno. O'Brien, Tho«. Denny & Co., Horace Greeley A Co, Cr»gin4iCo, Todd *. Ca. 1. Ac C. Berrian, Geo. F. Nesb tt & Co. Eiigore Plunkeit E-q , (Prt'S dent Excelsior Ins. Co ), John r>. Storas, E^q. (President Lenox Ins. Co.), L. G. Ir\-ing, E.<=q , (Secretary Niagara Ins. Co.), Marcus Spring. Es.)., Giver H. Lee, Esij . John H. Griscom, M.D., Rev. Edwin F. Hatfii-ld. D. D.. Rev Theo. L. Cuyler, John CanierUen, Esq., Benj. F. Manierre, Esq., New York ; Otis Allen,, Esq., Albany, N. Y. ; Messrs. Gorham II Co., Providence, R. I. & Forrest, Com. Mur's. N. Y., John F Butlerworth. Esii-;lit ti Sold. REFGRESCKS. Citizens' Bank, N.Y. Mes-r».Thompson Broa, Bankers. " Mesi-rs. SewelL Ferris * Co , Geo. P. Rogers, Esq.. " A. Grid ey. President McLean Co. Bank, Iiliuo.8. Hon. E. D Campbell, Lt. Gov., Wis. Hon. Judge L rd, L;> Crosse," Jno.M. Lvy, B.inkcr, " " Hon. Frnuklin Steele, Minne- soix A. & w. A. Saunders, Bankers, Mt. Plea-ant, Iowa. SIMEON DRAPER, Auctioneer. By SIMEOltf" DRAPER, - Orrioa, No. 36 PINE ST., MEW YORK. REGULAR AUCTION SALES At raa MaaoaaaTa' XxoaAioi EVERT DAT. . IT0CE8 and BONDS bought and wld at private lala Sola murfi dag at 12% tfdaek. Sm dualague. I880B CIRCULAR NOTES AND LETTERS OP CREDIT, For travelers, available In all tb. principal cities ot th. world. ALSO, MERCANTILE CREDITS, For 1UO la EUROPE, CHINA, ete. H MKIGS, Jr. & SMITH, BANKERS and BROKERS, 39 WILLIAM STREET, ' (FiBBT Botldiko bclow Wall Strbbt.) STOCKS and BONDS Bought ami Sold on CommiMloa - MERCANTILE PAPER and LOANS Negotiated. INTEREST ALLOWED ON DEPOSITS. HENRY MEIOS, Jr. W^M. AUCX. SMITH, Naw YoBK, May 11. 1858. CHAS. A. FISHER^^ Ltte of the firm of FISHER, DENKY * CO., No. 18 Exchange Place. STOCKS and Bonda bou^tit and aold oo commidon. Loans negotiated. ;j:^i^ .,,... .,;.^»,.. ~. ^^^ 62 AMERICAN RAILROAD JOURNAL. LACKAWANIVA IRON AND COAL COMPANY, SCRANTON, LUZEKNE TO., PA. BY tbe completion o« the De'awsre, Lackawanna and Weaiem Railroad, th^H Oonii>a"y mt^ »iial>le'eforo, prepared to execute orders promptly for RAILROAD IRON of any pattern and w. ighr. Oar Az'ea, Spikee, and Merchant Iron. They have on hiind patleroa for T ralia, of the ioi|o*ing wfighU per lineal yard, vir :— S>5, 30, 86, 40 46, 60, 60, 62, and 16 lbs. SamplM of ctails and Me r.h.int Ir«n rany b« seen at the ofllce Of the Company, 46 Exchange Place. New York. AdUresa J. U. tfCHANTON, Presidonf, ScBAHTOM, Pa., or THKO 8TUROK8. Tr.-a.'urf r, 46 Kschange Place. 40if Naw Yoai THE ROUGH AND READY =1.0XJ:UIN"C3- JVlTTiTifil OF DANVILLE. PA., LR> prepared to All ordera for RAILS of the beat qualltj at tbe market price. T. A. liOWLAND * CO., Agent*, 64 WlllUm St.. NEW YORK. UAILROAD IROi\. THE KENSSELAER IRON COMPANY, TROY, N. Y., OFFER R»:i8 of their own manufacture deliverable aa may be desired t>y |>urcha»era CyJL£D 3E1 ATT-iS nceiTad in exchnnge lt>r new, or f r re-manufacturing: JOHN A. ORlS>VOL.D, Asent, TROY, N. r. Naw York Agency : > BVSSIIVO, CROCKER * DODOB, 39 cuir St. IKON BOILER FLUES. Lap- Welded Boiler Flues, Xy^ to 7 inches outside diameter, cat to definite length, 2 to 20 feet as reqaired. Wrought Iron Welded Tubes, ifrom ^ to 6 inches bore, with Screw and Socket Goooectioui. T'a, L's, Stops, Valves, Flanges, &c., Ac. MANnrAOTUBBD AND FOR SALS BT MORRIS, TASKER & CO., PASCAL IRON WORKS. Established 1831. Warehouse— 209 South Third st, PHILADELPHIA. BTSPHIK MORRIS, TB08. T. TA8RIR. JR. CH18. WHIRLIR, JR., BTBPBRir P. M TA8KRR. ROUND OAK IRON WORKS, Staffordshire; eivglaivd. Lord WARD, Proprietor. rANnFACTL'RB RAIL.S, BOILER PISTES. L SHKETS, HOOPS and BARS, of erery variety i>f pattarn. -, NORRIS Sl BROTHER, "^ -ilTi'-'l Agents ."br the United iitatea, la South Ghirlbs SraaBT. «">» BALTIMORBL And 17 NiBBin Ftbbbt, NEW YORK. M^ MORRIS & JONES & CO., IRON MERCHANTS, MARKET AND flXTEENTH STREETS, PHILADELPHIA. IRON AND STEEL IN ALL THEIB TABIBTIES. BOILXR PLATB, OAR AZLX8, BOILSR RIVBT8, RAILROAD IRON, OUT NAILS and 8P1KRS, PIO IRON. oto. Having tbe selling agency of a onmher of the Rolling Mills Vumaces and Forges in this State, ordara fer any descriptioa of I ran ean be execntad. , Aii«u*tl«,lM4. lytt ^.^..., T H[ E RAILROAD IRON MILL_COMPANY, CLEVELAND, OHIO, MAinTVACTU-aKRS EXCLUBIVSLT OF RAILROAD IRON. THIS la a naw ROLLINQ MILL, bavtaig been working only elgbtaen months, and confined to work for roads on this Una batweea Boflaio and Chicago in ro-rolUng old Raila. Tbe capacity Is Forty Tons per day. It is well situated l>>r receiving old Raila, either by Railroad or Lakei Orders are now solicited Fran Road* In other sections of the rountry ; and work wiU ^ made with New Iran la the beads, if desired. Apply to AL.BERT G. SMITH, Praaldaitt of the Incorporatloa. M>i«ai7, ISSfll RAILROAD IRON. The Crescent Manufacturing Company, WHEELING, VA., ARE now p'lparfd tn exerute, at short notice, orders for KaiU of any reijuirod pst'em sod weight, and to re-roU old rails, on the most lioeral terms Address N WILKINSON, Sec-y, Btf WUBUIO, Va. RAIL.ROADIRON. CONTKACTS FOR RAILS, AT A FIXED PRICK OH ON COMMIS.-IoN, OELIVEBED AT AN ENGLISH FORT, Or at a Port In Hiiited Slates, WILL BE MADE BY TfTB UyPRRsraSED, THEODORE DEHOM, 10 Wail »L, iii^^r Kroudway, New York. iOOtona T raUs on band M to 6T lbs. per linear yard. RAILROAD IRON. The undersigned, Agents for leading Manufacturers in STAFFORDSHIRE AND WALES, AM raiPAKKO TO 00NTR40T FOR DKLIVIRT Ob koard sUp at Liverpool, or Welsh port. a OOIOSEVB ft SON, IS OiiVst, N. T. RAILROAD IRON. The Undersigned, Agents for the Manufacturers, AKl PRKPARKD TO CONTRACT TO DKLIVKR Free on Board at Shippiig Ports in England, or At Ports of Discharge in tiia United States, RAILS OF SUPERIOR QUALITY, And of Weight or Pattern as may be required. VOSE, LIVINGSTON * CO., Ntte Tork Aug. 1, 1855 9 South William S-reet R A 11. R O A D IRON. The Subscribers, Airents for the Manufacturers, k%n paBriBBD to ooarBior roa tbb DBUVBRT CfW RAILROAD IRON AT AN7 PORT % the United States or Canada, or at a shipping port in Wales. WAINWRIOHT ft TAPPAN, BostOD, Jan«k lUL 29 Central Whafl RAIL. ROAD IRON AND COMMON BARS. THl UNDIRSIONXD, Sole Agents to Messrs. GITE8T * CO*, The ProprieUirs ofthe D >wlals Iron Work^,. year Cardiff, South Warn, AR1 dnly authorized to contract for the sale o( their G. L. Railroad Iron, and Common Bara, on moat advantageous B. ft 7. MAON, 70 Broad st To Railroad Companies, MACHINISTS & OTHERS. BKST qnaUty OOP WASTE, ccnstsnUy on band and be aalaby I,. ' '^'' ..'r^^ V. •-»?-"> M. K. JE3UP * CO , Mo. i4 JUciianve Place, Maw TOBE- STEEL, FILES, &c. R. GROVES &. SONS, SHEFFIELD, ENGLAND, MANUPAOTCRBRS of warranUn] Cast Steel, superior quality, for TioIa, Machinery, and Kngmeerint^ purposes. SIngia and Double Phear, Blister, Oernnan Spring and JJheel Steal of every de«cription— «|f>o, Oast Steel Files of Wgh repo- utioa, aspeelally silapiad for tbe naa oT MaebiaUta, aad Saws and Rdge Tools of all kloda. A stock of tbe above goods eoostaMUy oa 1 USB . 'i: :hV 0HA8. OONORITS * EiON, Aganta. U Oliir street, M/T. ■roiBTj Railroad Managers will be interested by an exaniinfitiOD of the '*T17BU> IiAR RAIL.,'* patented ID Curopa and America by BTBrBSss * Jbs« BIBB, Covington, Ky. TbOi-e rails bava decided advantagea over an^ rail hitherto made, among tbem the fu^ lowing :— Tbe "Tubular RaiT of 60 Iba par yard has grealrr strength and aUstielU ,ty, with the sam« outside surliaca as solid raOs of 00 ibsi per yard. Its density Is greater, Its welding nearer perfect, and lU durability superior. Unlike other new ^rms of rail. It can be pot down ob the acne chairs, and with the same aataaiaga, asad with eomoBsa ? raila The arrangeraeots to maoufactor. ar. soeh that tbass rails can be rbnushed of any Araencas or Poreiga maka Reference is maile to the officers of all the railroads In thS vicinity of Cincinnati. Additional particulara and circahtfs may he had by aildisas |« B. W. STEPHENS, Ctneinn»tl( Olal*. CAUTION. ~ As thfre are rumor* ua ii.it aioiis of < ur FHAN'OI PANNI, purcliBser- art- r.q.n>-.ti'ii los-i- 'hii llu; naimaiil PlBSdM and LoBlB are iniprosseil iii on ti e Bnttle*. PIESSE & LUBIK PEBFUMERY FAlTOKS. !/. '«?--•-»>, ,-r^»i- PESTACHIO-NUT SKIN & COMPLEXION POWDER. (Boies 2j.W. each.) 2. New Bond St. LONDON 9olnabte PBRrciiBiis and Danoaisrs in tbs Word \VIIO(-KSALE AfJKNT FOR TlIK UNITBD STATXS Mr. JONAS PHIL.L.IPS, 87 Pearl St., KrwYork. DEAFNESS A SINGING NOISES IN TH'< EARS, XERVOOS HKAD & MIND COMPLAINTS. AK KXCLISH CtRTilN AND IRPALIIBLB CORB. Britl^h and Foreign Inflrmary for the cure of Dc-afiies.', Head and Mind '.'ompiaints, 3^. Spring Gardims, Chaiint; Cro88. London, Eng- land. Consulting Surgeon. Charles Uenrt Edgell £kis- .SER, Xsi). Reiiisiered Pursuant to Act of Parliament. Secre- tary, John Powbul, Ksq. A New Discov.-ry, being a p>iai- tive methoil of atlfcure, affording instant and magical relief to suflerers who may have bet-n deaf fir 4(( or 50 yearis, by nieans of a compund medicated vapor applied to the exiernal Ear. When tlie vapor is pasting out, it is held by the sulterer for one minute to the ear aff"Cted, and instantl}- the Patient, who previouijly was deaf; is enabled to bear common toned conver- Siition. A few nig.^to' use in a similar way will guaranty to cure ilie most inveterate case of Deafness and Noises iu the Head. It U a stop to Kmpiric sm and most exorbitant feei<. Sufferers e>trcraely dea', by imans of thi', can permanemly cure tbem- st-lves, in any diitant part oftle world.jwiihout pain. Thousands luive been restored to perfect liearine, and for ever rescued from the snares of the numerous dangerous unqualified pre- tenderM of the pre-ent day. Uo pilal and private testimonials and certificaies from the most eminent Phyriciaiis and Surgeons lU Englai.d, in « hoee presence deaf persons have been cured, and many hundreds of pr.vate patients cured can be seen or referred to. Any sufferer on the Coniinent, or resident in sny of the Four Quarter.^ of the Globe, can now be cured, as this discovery can be sent to tbem with necessary Piescriptions, PreparatOQS, «tc., tliat will enaMe thetn positively to cure thciiiselves. £a 58. is the coct of the means of cure, which must be sent to tlie Pecretsry Jobn Powell, Esq., 3.', Spring Grardeiia, Charing Ciosa, London England ; ii can be aeut either by Banker's Draft, payable in England, or Notes of the Country. Sufficient to cure S cases of most inveterate Deaf uess and Noises in the JUead, £10 lOs. 1" AMERICAN RAILROAD JOURNAL. 63 A. BRIDGES & CO., MAXUFACTUBEBS AND DEALEB8 IK RAILROAD AND CAR FINDINGS, OF EVERY DESCRIPTION, 64 COURTIiANDT ST., NEAV YORK. RAILROAD AXLES, WHEELS A\D CARS, NUTS, WASHERS, CAR, SHIP A!MD BRIDGE BOLTS. IRON FORCINGS OF VARIOUS KINDS, ETC., ETC. STKEL AND RUBBER SPRINGS, LOCOMOTIVE AND HAND LANTERNS, PORTABLE rOltGES ASD JACK SCREWS, COTTOX DUCK FOR CAR COVERS, BRASS AND S11.VER TRIMMINGS. AW), Sole Agents for the Manufacturers of Car Head Dnings. OrJers for the purchase of goods on commission, aside from our regular bufinefs, respectfully solicited. ALBERT BRIDGES. JOEL C. LANE. F.W. Bhinelander. James A. Boorman. EdwinA.Poit RHLNELANDEK, BOOKMAN & CO., RAIL \^ AY AQENTS Atm COMMISSION MERCHANTS, 80PPLT ALL MATIBIIL AKD ARTICIBS DBID IH THB CONSTRUCTION AND OPERATING OF RAILWAYS. BANK OF COtfMERCB BUILDING, NSW TOBK. KSriB TO John A Stevens, S'q , Praid^nt Bank of Cammtrct. Sam'l SInan, K.-^q., P b«r, and all MATimiALa vsbd In Bquipraent and Bepalie d Rallroai'B, Kngines snd Cars, at lottett pnee*, TIIOS. S. WILUAMS, PHILIP S. PACE, Late 8ap*t Bo^ttoo * Me. R. R. Late Paoi, Aldh * Co. * BEFEBENCK8. fAMia Hatwabd, Pref>i ing they combiiie qualities superior to any othen now maon- (kcturchl The Chairs weigh (hnn seren and a-half to fifteen pound^ according to the ttiicknrss of the Iron and S!ce of the Chair. To enable ua to give you a perfect fit, it will be necenary al. ways to send a section of the RalL We cannot undertake to make Chairs without a proper pattern, as it Is imposatble to make a perfect fltUng Chair (^om a drawing. Our manufacture of Chairs are used no a large mnnber of Boads, of which the foU jwing list comprises some of them, rlB > Galena and Chicago Unlna RaiUt)ad Oompany, North Carolina Railroad Company, New Jersey Ofnlral Railroad Company, Panama Rail road Com i -any, . r .'' Buffalo and Blate Line Railroad Company, ".. . New York and New Haven Railroad Company. Messrs. M. K. JES17P 4t CO., 44 Exehamf* Plaea, Nevr YoriB, are the uoly perties authorised to aol •aoor Afentai Locomotive & Blachine - - WORKS, ^' 8UC0BB8OR8 TO ROGERS, KKTCHUM & GROSVENOR, HAVING eitersive faci ities. are now p-epared to funiUb promptly, of the best and most improver forwarding their work to any pari of the country, without delay. JOHN ElililS, Agent. "WAJLTKR BIectfj Hti €'Xl>>U'iv3 Siiop. with the most ap- provtvl Miiciiincry nnd Tck)!*, are prepared to execute o di rs f T t'l" varK>':» cla-sof of Freight and Pasxenicnr Lneo- moiiv!) K:igirie« ii>i A- C<> , \* C'>atinu.id by the preaeal Arm, Hod all orders will riKseivu prfrmi>t attentioa. lyiS UNION WORKS, BALTIMORE. POOLE & HUNT, Iron Founders and General Machiaists, ABB prepared to (III at abort sotlee and of beat materials and Korkmanrhip, ordera for Meam Eng^ines of any Size. PLATS CAR WHRELS and CHILLED TIRES, equal to any produced In the country. WHKKL8 AND AXLB.'^ fitted fbr uae. BYDKACLIO PKKS8KS for expreaslny Oil* and te other purp-wea. MACH I N KRY of the moat approTCd eooatmction for Flook tacand Saw Mills. eASnoLDBRS of anyaiaa, and Macbloery and Caitinn or all kinda (br Oaa Work*. ~' STEAM BOILERS and WATER TANKS of anyalaeor daaeripUon. SHAFTING. PULLIBS and HANOBBS. WEST POINT FOUNDRY. R. P P A R H T . Lewee, Manufacturer of Murine and Stationary Sugar Mills, S iw MillI. KKMBLK, f Amenta, CHAS. J. NOITKSK, V SO AVeat StrMt. illACUINlCRY OIL. REFINED NEAT'S FOOT OIL AVARUANTBD NOT TO GUM A ND equal in every respect to tbe beat Sraaic Oil (br aB PATENT METALLIC OIL, ifAWt7rA0TtniaD vhdih tbb patist or J. & ^flT. HT. CUITIBEKLARTD, Aiad under tbe peraonal Snperintendence of tbe Inventor. THE NEW YORK CUMBERLAND METALLIC OIL FOOT OP 24tli STREET, EAST RIVER. OFFICE, 205 BROADl¥AT, W E respectfully call tbe attention of thoae Interested In the running of kinda of machinery uae. PBTKR COOPER, II BHriiof Sli^ STEAMSHIPS. Machine Shops, Factories, and Machinery of all kinds, to the valuable qualities of our OH 1. It Is entlrcljr free fto >a Gum, eoola heated Jour- oala quicker than water, ond keeps ibem cool by its 8upe> rior antl-flrletlon propertlea. 2. By its use leaa motive poiver ia required than In using any other oil yet known. It w,D move machinery with ▼erjr percepttbljr leaa motlT* pomrcr than Sperm Oil. 3. Theaame quantity win last at leaat 33K per cent, longer than Sperm, or any otber Oil, and the quality is always atrlctly uniform in its season. We make Summer and Winter Oil 4. Havmg largely increased the capacity of oar works, we have been enabled to reduce tbe prices below those of last year ; and it la our Intention to keep it at all times below the price of Sperm. The prejudice existing against Olla has very properly grown up, and we are fblly aware of the deceptions which have been and still are pnctired by unscrupulous persons ; but we are prepared to substantiate all tlie foregoing atate> mcnta nilative to the xuperiority of our Oils, at OUR OFFICE, 205 BKOADITAY, by large numbers of certificates of iho best managed lines of Railroads, Steamships, Machine Shops, it Factories in this country, tnstify-ing to Its value as being greatly superior to any other. Most of the certificates being of prominent Companies, it is probable thnt more or less or them will be known to all We have also the MKOALS and DI- PLOMAS awarded to us by the ABIE UIC AN IN- STITUTE. We will at nil times be ready to reftand the money If the facta above stnted are not aatlsfactorlly subslaiy tiated on trial of tbe Oil ; and we only soUcit from those who have never used il very small trial ordera. We also make SUPERIOR GREASE, TALLOW, AND The BVRNINO OIL will hum In any lamp that will burn Sperm, lasting longer, and burning without amell or amoke. We manufacture an OIL EXPRESSLY FOR SEWING MACHINES, GREATLY SUPERIOR TO ANY OTHER, Ain> "WITH LESS SMELI.. Several have attempted to Imitate our Oil, calling It <'3fETAI- prnv.ll, renders the niaiiuluctururs confident when making the following claims : — Ist lu flr^t coat Is vastly lesa than that of any Oil in tise, of known merit or acknowieilged worth. 3nd. It will not In any ivay irum or clog up any Journal or l^cariiig, a'l the gam in the Oil being entirely decom- posed. 8rd. It will hcer> all joumala and bearings cool, clean and l>rl((Kt as cew, thus not only saving wear and tear, but Bavin;; also no iricuusiderublo amount of motive poMrer. 4th. It is (lily as durable as any Oil in the market, and consumers are invited to make their experiment!* on such jour* nals :i!4 are inclined to hcat up. 5th. It ia »weet and ('le:in. an 1 entirely free from all odor or nnpleaaant amell. Al8^— J. C. HULL &. SONS' V REFINED BURNING Olt. Buyers arc requested to give this OIIi a trial, as it is be- lieved tliat it Will be (bund the CHEAPEST, CLEANEST AND BEST OIL FOR BURNING, (all things considered), in the market ^.f? CERTIFICATES from a large number of Railroad and Steamboat officers, also, prominent Manufacturer* and Machine Builders, can l>e seen by application as abora TAW & J9J:ij;i<^0y ^ DEALERS IN Sperm, Wliale and Elephant Oil% Adamantine Car and other Candles, , AHD MANITPACT0KER8 OF TAW'S LUBRICATING GREASE FOR RAILROAD CARS AND HEAVY MACHINERY. TniS celebrated GREASE has been In use upward, of Ten years I and is in the opinion of FORTY RAII<« ROAD CO.MPANIES, whom we regularly supply. The Cheapest and Best Lnbricator in nse. Parties ordering, will pleaae sute the kind of box, or descrlp- tioo of machmery. TKW A BEERS, 18 80UTII WATKIi ST., Pbiladelpbla. OIL! OIL! « PEASE'S IMPROVED ENGINE and SIGNAL OIL, • roK RAHSOASS, 8TEAMEBS, PS0FELLBB8, AND FOB KTKRT CLAUt O* MACHINERY AND BVRNINO. PRACTICAL TESTS, by Xngineers and Machinists tt Tliou^'niiils of Gallons, prove thi» Oil to be superior for Bnrnlniir. and TWENTY-FIVE per cent more dnrable than S|ierm Oil, for Lubricatine, and the only Oil Hint :« in all cases reliable, that will keep bearings cool, and In oo case baa it fluled to meet the approval of the conaumar. The Scientijie American and Manufacturer' i Journal, tJint te.«ting this Oil, pronounce it superior to any otber for Ii» bricating.— Vor sale ONLY by tbe Inventor F. S. PEASE, 61 Main at., BI7FFAI/>. Reliable ordan flUed te aaypNt «r Ik* Uatta4 ItatM « XaroptL •i^ir,*; ».;-:. 'f .t\yfj:i.- - -^ ^*'*»- AMERICAN RAILROAD JOURNAL .Ss ■ '-p ti-d-y'^: i.(i:- Ig STEAM NAVIGATION, COMMERCE, FINANCE,|-f INSUMNCE,. BANKING, MINING, MANUFACTURES. "; HENRY V. POOR, Editor. "hi ESTABLISHED IN 1831. PUBLISHED WEEKLY BY J. H. SCHULTZ & CO., AT NO. 9 SPRUCE ST., NEW YORK, AT FIVE DOLLARS PER ANNUM. Skcond Qoarto SbbieSj Vol. XV., No. 6.] SATURDAY, JANUARY 29, 1869. [Wholb No. 1,189, Vol. XXXII. Wir Messrs. ALOAR & STREET, Na 11 ClemenU Lane, La(nharetuates so great a wrong. In France the operation is exactly the reverse ; the founders of the railway are secured the advantages of their enterprise, and they receive more out of the profits than any other class. In addition to the receipts of lines published weekly, and given in the above table, there are other receipts from traffic on lines, the traffic re- ceipts of which are not published either weekly or monthly, and for which an estimate has to be made ; the amount of the traffic on those lines is about £500,000 for the past year ou 552 miles of railway — making, with the published returns, a total receipt of £23,763 764 on 9,568 miles of rail- way, including about 300 miles of canal, being at the rate of £2,484 per mile for the year 1858. The expenditure on the 552 miles is about £9,- 000,000, and on the lines, the traffic of which is included in the table, £306,950,000, making to- gether £315,950,000 expended on 9,568 miles of railway, being at the rate of about £33,000 per mile. The perpetual expenditure of capital on the old railways seems to counterbalance the advantage that might otherwise be supposed to arise from the introduction of many cheap railways into the system, that is, so far as reducing the average cost per mile. The average cost of £33,000 per mile is only about £1,000 or £1,400 k-ss than in 1842, when there were not quite 2,000 miles of railway in the United Kingdom. The onward progress of railway traffic for a period of fifteen years, without any check of im- portance, except at times, perhaps in the amount of its increase over each preceding year, has had the effect of encouraging all sorts of extravagance, has strengthened the hands of Directors in keep- ing open the capital accounUi, and in adding to their amounts every year. There are many reasons why the capital accounts of railways should be closed, their debts funded, and *heir powers defined and limited. There should be a time after the opening of a railway that its capital account should be clo.sed and every- thing provided out of revenue. It has beea done in some Instances, and it can be don*. Open capital accounts and large balances might suit the purposes of bankers, directors, lawyers, engineers, and contractors ; but they endanger the prosperity and stability of railway property. It must be apparent that until the princi|)Ie of closed capital accounts and judicious sinking funds be understood and acted upon, railway property must not be expected to become so valuable, or remu- nerative, as it ought and should be. Fifteen years of successful increase in railway traffic bad done its work, and it is hoped that the check it received from the depression of trade in 1857 and 1858 will not be forgotten by those who think the capital accounts of old lines ought to be closed. Fiftgen years is but a short period in the life of a railway company, but it is a long period to keep a capital account open, for no other pur- pose than that of increasing the liabilities of the company, year after year. There are many serious reasons why the capital accounts of existing rail- ways should not be increased. Economy, instead of extravagance, sho^ be the order of the day. Who can tell what Parliament might do in the o urse of ten or fifteen yeai-s by granting competing lines in all directions, the system being advan- tageous to landowners, who gain by the outlay of millions of capital, it is likely to be continued 1 Who can tell whether the excursion traffic on rail- ways will continue forever or only have it«day1 Who can tell to what perfection the electric tele- graph might be brought, so as to save much ex- penditure in traveling ? There are other things ia the coarse of the next ten or twenty years that J:i*VVL-^_:.. .. 66 AMERICAN RA1JL.ROAD JOURNAL. might occur to seriously affect the proflia of rail- way companies. Richmond and DanvlUa Railroad. "' The eleventh annual uieeting of the stockhold- ers of this Company was held in Richmond, De- cember 8th, The reports of the President, Super- intendent and Treasurer were read and referred. The gross receipts of the Company during the year ending September 30th, were : From passengers $152,631 55 „ " freight 315,668 90 " express 6,474 44 " mails 16,899 45 And the expenditures . ..$329,182 42 Less extraordinary exp.. 104,700 89 $491,674 34 224,481 63 Leaving as net earnings $267,192 81 — being 54.34 i)er cent, of the gross receipts. Compared with the previous year, the aggregate receipts show an increase of $29,756 07 ; and the net earnings an increase of $11,666 64. The in- crease of business is apportioned as follows : Pas- sengers, $20,078 25 J freight, $7,899 80; mails, $1,778 02. The Company has no floating debt except the trifling sum of $21,796 08 due for Belle Island bridge, and bills payable, most of which has since matured and been paid. The President's report gives the financial condi- tion of the Company on the 30th Nov. We copy the following extract : The Board has, during the last fiscal year, in- vested, in the payment of the bonds of the Com- pany, due in 1859 and 1860, and in the purchase of certificates of debt of the State, the sum of $102,482 98; the amount of which bonds and cer- tificates, at their par value, is $110,385, consisting of $77,885 of State certificates, which cost $71," 680 48, and $32,500 of the Company's bonds, which cost $30,902 50. Our last report showed that we then held, at thoir par value, of tBe State certificates $18,465, and of the bonds of the Com- pany, which had been paid off and cancelled, $23,- 600 ; and we therefore held, on the 30th Septem- ber, 1858, $96 350 of Sute certificates, at their par v.nlue, and $56,100 of the Company's bonds, paid off, cancelled, amounting together to $152,- 450, at par. Of the Company's bonds, cancelled, $10,600 are bonds payable in 1860, and $45,500 are bonds payable in 1859. Since the 30th of September last $12,050 State certificates, at their par value, have been bought, making the amount of State certificates now held ¥y the Company $108,400, estimated at their par value. The origi- nal amount of the bonds of the Company, due on the 1st day of August, 1869, was $250,000, of which there have been paid and cancelled, as stated above, $45,000, leaving the amount now payable on that day of $204,500. To the payment of this, the above amount of State certificates is applicable, and, if estimated at their par value, it leaves $96,100* of those bonds to be provided for by the day of payment. The original amount of the bonds of the Company, payable on the 1st day of November, 1860, was $150,000. Of these bonds, as sUted above, $10,600 have been paid and cancelled, leaving $^,400 to be provided for by the day of payment. The whole amount of * Since the report was adopted, bonds of the Company, payable in 1869, amounting, at their par value, to $7,000, have been purchased, and to- gether with $600 of the same bonds, previously purchased, and not embraced in the estimates, make the sum of $7,600 ; which leaves the amount of those bonds, now to be provided for, after the application of the State certificates to their pay- ment, at their par value, $88,600, instead of $96,- 10v« these bonds to be provided for in 1859 and 1860, may, iheretore, be stated to be $235,600. With a net income of $260,000 per annum, the means of Company, if not otherwise appropriated, will be amply sufficient to discharge this amount at the lime when it becomes due, without any increase in the business, and without interfering with or interrupting the necessary repairs, or the contem- plated improvement of the works. When this debt of $400,000 is thus paid off, the remaining debt of the Company, as fihown by the last annual report, will consist of $600,000 due to the State, on her loan to the Company, and $200,- 000 on the coupon bonds of the Company, payable at diflereRt times in the year 1875, making to- gether $800,000. Of this debt, the $600,000 due to the Slate is, by the terms of the loan, in a course of liquidation, by the payment of 7 per centum, semi-annually ; and as our Company has fully complied with those terms heretofore, and will continue to do so for the future, that debt may be regarded as already provided for by the [)ayment of $21,000 semi-annually to the State, being the sinking fund that will discbarge it at the time prescribed by law. As to the remaining debt of $2()0,000, the accruing income of the Company will enable the Board, without the slightest difiS- culty, to discharge it, either by making provision for its payment before it becomes due, or by pay- ing it at maturity, as to it may seem best. The above mentioned sums now constitute the whole debt of the Company, the Board not having deemed it prudent to divide the net profits of the Com- pany, as contemplated by the resolutions of the stockholders, adopted at the annual meetings in 1862 and 1863. A small cash dividend may be made out of the profits of the fiscal year 1860, but after that year the stockholders may certainly ex- pect a reasonable cash dividend, from the fore- going exhibit of the financial affairs of the Com- pany. The credit of the Company has been kept un- impaired. All its obligations to the State and to individuals have been faithfully fulfilled, and its pecuniary obligations have been punctually dis- charged out of the income derived from the profits ot lis works, including the $21,000dueto the Slate on the 1st January, 1860, for interest on her loan, against which the Company held the acceptances of the Board of Public Works for $21,462 04; the interest having been paid off in cash, and the ac- ceptances converted into certificates of debt of the Sute. The capital stock of the Company is $2,000,000, of which $1,980,997 50 has been paid. The re- sources of the Company on the 30th September, were: Due from State of Virginia and private stockholders $19,002 60 Debts due the Company, including State bond for $3,600 6,244 74 Due by underwriters of ship Harriet Augusta (in suit) 16,807 81 State Stock, $96,360, at par, purchased for sinking fund, cost 88,698 78 Cash on hand 2,703 16 $133,466 99 The extraordinary expenditures were for — Two new engines $18,787 " " passenger cars 3,000 Four eight- wheel freight cars 2,700 Six coal cars 2,260 New engine now building 8,667 Iron sills and labor for re-laying track. 31,661 Reconstruction Richmond depot, etc... 12,296 11 Other depots 2,664 60 New engine and coach bouse in Man- chester 14,436 Repairing culverts, etc 6,8% One new cast-iron turn-table (Sellers'). 1,449 50 00 00 00 99 92 04 86 87 $104,700 89 The Company have decided to gradually re-laj that portion of the road on which the flat bar wa« laid, extending from the Appomattox to the Staun- ton River, with the heavy rail. In accordance with this plan, about five miles were re-laid during the past year. The engine house at Manchester, built to accommodate 24 engines, was nearly com- pleted. The freight depot in Richmond was sufiS- ciently advanced to admit of the removal into it of the oflSces of the Company. These improve- ments have all been paid for mostly out of the profits of the road. The Board have also pur- chased, and paid for, the real estate of the Ches- terfield Railroad Company, extending from Man- chester to the coal yards on the James River, for $1,500. -. [■' : <: • The total tonnage of the road for the year amounted to 106,662 tons — being an excess over the previous year of 10,484 tons. The number of passengers transported was 84,888. .[: ; . •_ The equipment of the road consists of 21 en- gines and 2 extra tenders ; 10 first class, 6 second class, 2 smoking, 10 baggage and mail, and 360 freight, stone, coal and gravel cars. The whole number of miles run by engines were 263,893 ; by passenger trains, 126,957 ; by freight trains, 103,866 ; by coal trains, 8,659. • ; ■;i The cost for repairs has been : Repairs of road — labor and materials .. $72,020 78 " bridges 1,190 11 " engines 6,863 76 " passenger cars 8.942 93 freight " 6,104 33 " coal " 1,018 90 $89,130 78 OEKERAL BTATEVBNT. Receij>is. Capital stock $1,980,997 60 From unknown stockholder 20-00 From guaranteed bonds issued, due in 1876 200,000 00 From State of Virginia, loan for 34 years 600,000 00 From mortgage coupon bonds issued, due Ist Aug., 1859. ..$250,000 00 .. ^ Less discount on same . 43,662 93 ' ■.■■^- 206,337 07 From registered bonds issued, due 1st Nov., 1860 160,0u0 00 j '; Less discount on same . . 29,930 00 120,070 00 From rent, sales of iron, etc 26,696 64 " £nglish insurance on iron.... 8,837 10 " sinking fund, for interest .... 1,666 17 " transportation and connections 2,194,119 31 Liabilities. Due on open accounts, ...$3,819 64 ; -i,..- - Billspayable , 21,796 08 ' •;;. Board Public Works for int. due 1st Jan., 1866.. 21, 000 00 46,616 72 ^^ Less acceptances of Board Pub. Works, held to pay . , . . . |, .',>?.•*:•?■■ the above, (and f>ince converted into bonds).. 21, 463 04 25,163 68 . . ' .■' ■''■ ;. $5,363,896 37 Disbursements. Cost of road and property $3,688,663 26 Interest account 336,887 83 Redemption fund on $600,00 loan.. 26,908 66 Discoudt on county bonds sold 6,200 00 TransporUtion . .* 1,264,496 73 Casualties 994 30 Sinking fund, invested in Company's and State bonds 141,808 20 Debts due the Company 6,244 74 Balance in Banks ' 2,703 16 "'-S^ $6,363,896 87 n A^MKRICAN RAILROAD JOURNAEt. 67 •r* 1^ ■I Tbe officers of the Company are : Preiideni, Lewis E. Hartib. Secretary and Treasurer, Taoa. W. Bbockex- BHOUOH. Assistant Secretary, J. S. Vacohajt. Directors or, the pari of the State of Virginia —J. B. Stovall, Vincent Witcher, E. G. Leigh. Directors on the part of the Stockholders— R. 0. Haskins, James Brown, Jr. Superintendent— Charles Campbell. AlMtract of the Canal Auditor's Report. The Auditor of the Canal Department, Mr. Na- thaniel S. Benton, in his annual report presents a statement of the receipts and payments on account of the cannls and canal debt, the balance of the fund on hand, and the condition of it during the year endins September 30, 1858. On the 1st of October, 1867, there was in the treasury and in- rested in slocks and securities the sum, belongi^ to the Canal Fund, $3,833,086 35. Daring" the year ensuing, the receipts were $6,122,119 59. The payments for the year, amounted to $7,475,- 877 86, leaving a remainder of $2,479,308 58. The over-payments in 1867 were $657,400 02 ; in 1858, $358,187 84, leaving a difference of $300,- 212 18, which being deducted from the previous remainder, leaves a balance on the 30th of Sep- tember last of $2,179,096 40. Of this balance there was on deposit in banks to the credit of the the Treasurer, on account of the Canal Fund, available, $1,056,431 40 ; do. unavailable, $453,- 021 71; securities invested in all, $659,643 29. Of the securities the amount of $194,062 71 is set down as due from the Sta,te Treasury to the Canal fund, and is held as pari of that fund. It is the amount which in 1854-6 was transferred, illegally fend unconst'tutionally, from the Canal Fund to the General Fund, and used for the general pur- IX)ses of the government. The legislature in 1857 made an appropriation to pay this sum to the Ca- nal Fund, but it has not been done. It is a part of the Sinking Fund pledged for the payment of tbe Canal debt under section 1, article 7, of the constitution. The revenue of the state canals from all sources during the current year amounts to $2,072,204 88 ; the salaries, &c., $1,087,878 91. This leaves a Burplus of $993,325 97, and will require a loan or tax of $706,674 03, to make up the $1,700,000 to be applied constitutionally to the extinction of the canal debt. The appropriation of $850,000 for expenses of collection, superintendence and re- pairs, has been overdrawn $228,878 91. The pay- ments by snperintecdents and to repair contract- ors were $280,000 more in 1857 than in 1856, and $130,000 in 1858 over 1857 by the same agents. The expenses of collection have increased $5,330 12; and miscellaneous charges for refundiag toll, $4,439. Mr. Benton is of opinion that the appro- priation for this branch of the canal service should be specific to each branch of the service. When the disbursing agents have the whole sum to draw upon, each of them view the whole and not a part as the fund subject to his control. Attention is called to the increasing cost of col- lecting the tolls. One of the chief causes is the multiplication of assistant collectors, an officer of small utility in most places, the large allowances for office furniture, increased rents and extrava- gant use of gas, amounting in one instance to $75 a month. The abolition of the office of assistant is recommended. The sums expended by the Canal Commission- ers for repairs during the year, were $55,863 27. This is a great reduction ; and yet much of it was made by payment of old claims' The practice of leaving such claims is wrong, as it subjects all parties to inconvenience, and the state to imposi- tion. The expenses for ordinary repairs disbursed by superintendents amount to $1,890,941 91. Mr. Beaton thinks the cost should not exceed $660,000. He goes into a discussion of tbe " ordinary re- pairs " and extraordinary repairs, and urges a de- foreotial respect to the fuudamental laws of the state in the matter. A loose, careless and free construction may be a temporary benefit, but such a consideration should not be allowed to sanction a virtual v olation of the solemn pledges of the state. The auditor regrets that in foUowiiig out what he considered his duty, he has been " too often compelled to dissent from the opinion and action of others. The rates of toll on property were reduced and adjusted in March last, by the concurrent action of the Canal Board and the Legislature, and have created much embarrassment and trouble at the department, and with collectors and forwarders. Tolls on specified articles of merchandise are re- duced to two mills, while " articles not enumera- ted," as well as "agricultural productions of the United States not particularly specitied," remained at four mills. Mr. Benton does not see, if the policy of low tolls is to become permanent, why the four- mill rates should be retained. In 1851, three millions of tons carried paid $3,- 000,000 tolls. In 1853, after lolls had been re- duced to ii.eet railway comj)etition, four millions of tons of freight paid $3,000,000. In 1857, 3,331,000 tons paid a little over $2,000,000. If the tonnage of 1858 should reach four millions, as it possibly will, the tolls paid have been $2,100,- 000. The aggregate of tonnage has not been in- creased in proportion to the rales ; but it is alleged that the canals have retained a traffic which would otherwise have been diverted. There is required for the sinking fund, to pay the interest and liquidate the old canal debt of 1846, $1,700,000; to pay interest on the General Fund Debt, $350,000 ; to pay interest on the New Canal Debt, $710,000; contribution to support the Government, $200,000 ; to i»ay interest on loans contracted for canal purposes, and now paid out of the General Fund, $34,629 28— total, $2,- 994,629 28. In addition to this amount there will t>e, as repairs are now managed, an additional million charged upon the canal tolls. The largest movement of freight was in '853 — 4,247,853 tons. To produce a revenue of $4,000,- 0(X) would require 6,500,000 tons, as tolls were fixed in 1857 ; but as they were fixed in 1858, the tonnage must be nearly double that of 1853, and must exceed the total movement of all the cnnals in 1857, the tonnage and way trcight on the New York Central, the New York and Erie, the Og- densburgh railroads, and the whole tonnage of through freight on the Pennsylvania, and Balti- more and Ohio Railroads, the same year, by more than two millions of tons. This we cannot expect to reach in ten years, if ever. The tonnage movement on the canals, at the present rate of toll, required to produce a revenue sufficicient to cover the constitutional approptia- tlons, must be a million of tons larger than tbe export tonnage of American and foreign vessels cleared from the United States lor the year ending June 30, 1857. To produce a revenue of $2,600,- 000 from tolls, the freight movement on the canals must be nearly five millions of tons, or eight hun- dred thousand Ions over that of 1853 — or, in other words, the tonnage of the New York and Erie and the New York Central Railroads wiih that of the canals for 1857. Hence it is obrious that we can- not expect to realize from tolls the revenue re- quired to pay the interest on the Canal Debt, with tbe cost of collection, superintendence and re- pairs. Mr. Benton does not design to suggest or urge a modification in the' rate of tolls. He is of opin- ion that if it was not for the freight traffic compe- tition within the State, the rates of tolls since 1852 would have been largely below a fair revenue standard, and that trade on the canals would not be in the least injuriously affected by re-imposing the rates of 1860. The canal indebtedness in detail is as follows : — Under section 1, article 7 of the constitution, $11,665,098 99; under section 3, $12,000,000; un- der section 10, $642,685 49— in all, $24,307,684 49; the total interest of which is $1,358,892 30. The debt under section 1 has been decreased $1,- 668,606 34 ; that under section 3 by loan, $5oO,- 000; and that under section 10, $200,000; making a net payment of $868,606 34. The unexpected falling otf in reveimes since 1855 compelled the pojipouement of the debt of $1,500,000 due ia July, and the d^blsdue in ISOOand 1861, amount- ing to $3,120,074 23, will have to be piovided for. The agaregates of the Sinking Fund under sec- tion 1, article 7, September 30, 1858, were $4,- 767,446 94; payments, $2,655,177 40, leavii.g a balance of $1,102,329 54. There are yet outstand- ing and unredeemed $283,243 09 ; leaving in the Sinking Fund an available balance of $819,086 46. The aggregates under section 3, article 7, are $884,628 54 ; payments, $79,242 84 ; having a balance of $92,585 07. This must remain a« an investment to redeem the principal of the debt when it falls due in 1872. There has Imen advanced during the year to this fund, from oilier funds, $261,017 34, to pay iiiierest, &c. Further advances must be made to pay interest falling due in January and April to the amount of $335,000, before any portion of the taxes levied «nder the act of 1858 can l>e realized. If Ihe receipts from taxes cannot be accelerated, ihe proceeds of the half-mill tax will be entirely anticipated, and the fund be in debt next October $250,000. If the interest on the $12,000,000 debt is to be provided by a tax only, the money fchould be collected before the interest falls due. This subject will require attention at an early day, as the srock debt of $943,100 due Julv 1, 18G0, and the $2,182,974 23 due January 1, 1861, will ab- sorb more than all the accumulations of the Sink- ing Fund up lo tliose periods. On July 1, 1858, fell due $3,055,605 34 of canal stocks, and lunds were placed in the Manhattan Company to reimburse that amount. Of that amount $2,929,767 34 have been paid, and the Commissioners of tbe Canal Fund negotiated a loan of $1,500,000 to provide the means of redemp- tion of Ibis stock. In 1857, $3,250,000 was appropriated for the en- lar^»*ment ot the canals, for the year commencing October 1, 1857, being the unappropriated balance of the premiums on certain loans, the proceeds" of a mill-ux, and of a loan of $500,000. At the close of the year there existed deficiencies in all, $638,- 379. The Commissioners of the canal fund do not deem it expedient or proper, in the existing con- dition of things, to exhaust the whole power un- der the constitution of providing means to carry on the government, and no further aid from that source should be expected. Tbe approprialian was apportioned among the three divisions. There is a balance, deducting over-payments, $669,167 69. The paid and un- paid drafts, amounting to $3,899,776 1 4, exceed tbe appropriations $659,776 14. The Auditor, as- suming that $2,750,000 could be realized, divided that amount among the several canals. The sums realized have not exceeded $2,611,000, and the drafts drawn on the Auditor are more than $1,- 000,000. The accounts of the contractors on the books of the department cannot be closed till the outstand- ing drafts are paid, or surrendered for some eijually valid evidence of indebtedness on the part of the Slate, Tbe Auditor may be required to call for a surrender of all drafts dated prior to January 1, 1859, for enlargement and completion of the pub- lic works, or for damages, and be given authority to issue certificates under prescribed regulations and restrictions. It will enable the accounts Vi be closed. The amount of unavailable funds in bank Sep- tember 31, 1858, is $458,021 71 ; a reduction of $54,363 01. Some $154,082 76 lie in Walter Joy's Bank, Buffalo, the Canal Bark, of Albany, and the Empire City Bank, New York. Tbe canal revenus for the fiscal year ending 30th September, 1859, from tolls, &c., are estimated at $2,100,100. The appropriations for the year amount to $4,320,000. The estimated receip«« from the half-mill tax are $710,030. This makes the estimated deficiency for the fiscal year at $1,- 510,000. Of these appropriations $550,000 have for several years been paid out of the General Fund. The $410,000 can only be set apart from surplus revenues, after paying interest on the $12,- 68 AMERICAN RAIJLROAD JOURNAL. 000,000 debt, Tliis is not effective. There will be a deflciency in the appropriation to the Sinking Fund of $500,000, which, added to the deficiencies of the previous years, amounts to $1,277,153 43. On the 2kh Miirch last, the State Ensineer es- timated the cost of completing the public works, after the 1st of January, 1858, at $4,955,777 14 ; from which, deducting the paid and unpaid debts drawn for and applicable to the work embraced in these estimates, .$2,828,040 45, and the amount of $2,127,740 GU is require>touishinglv diminished consumption — a se vere revulsion, followed by, to many, a heavy dis- aster. The average price during, the past year having been reaw. ACCIDKKT. — LIABILITY TO EHFLOYBE. We have heretofore had occasion to remark up, on and illustrate the rule of law now well settled, that a railroad company is not liable to one of its servants for injuries suffered by him in the ^urse of his employment, by reason of the negli- gence of some other servant of the corporation. The case of Russel against the Hndson River Rail- road Co., recently decided in the Court of Appeals in this State, is an illustration of this rule, and carries, it farther, we believe, than any adjudged case has hitherto done. In this case it seems thit the piaiiililf lived in New York City, and was employed by the corpor- ation in loading gravel and sand at the pits where they were dug. It was the practice of himself and the other workmen living in New York, to go from the city to the work in the morning, and return at night, in the gravel train. On the day of the ac- cident the plaintiff went upon the cars with every load of gravel, to assist in unloading it. The last time some paving stones were taken upon the train, which proceeded towards New York. The stones were thrown off shortly above Spnyten Duyvil Creek, and the plaintiff" then had no further duty to perform, except that it appeared that some of the workmen acted as brakemen for the gravel train upon which they returned home. The acci- dent to the plaintiff" occurred, while on their way to New York with the workmen residing there. The question was, whether the plaintiff" coo^ re- cover. " I ;^ .'_'■ Seldex, J. — The general riile that where sev- eral persons are employed in the same general service, and one is injured by the carelessness of another, the employer is not responsible, is now too well settled to be disputed. (Hutchinson vs. The New York, t AM£RICAM RAILROAD JOURNAL.. 69 takes apoQ himself all the ordinary risks beloog- ing to the particular service in which he is to be employed ; and is presumed to have indemnified himself by the terms of his engagement against any special hazard known to attend it. But the carelessness of persons engaged in business having no connection with that about which the party himself is to be employed, could hardly be regard- ed as such a risk. It is only those risks which may fairly bo supposed to have entered into the contemplation of the parties, in making the con. tract, which fail within the rule, assuming such rule to reat upon the reason just given. Hence, if one employed to drive the private carriage of his master, should, by his careless manner of driving, injure another servant of the same master, engaged in some mechanical employment, it may be well doubted whether the rule we are considering would apply. . But the present is by no means such a case. The want of proper care and skill on the part of the engineers, who manage and control the loco- motives upon a railroad, is one of the most com- mon risks attending an employment by a railroad company. It is true that where the particular ser- vice for which the employee engaged has no con- nection with the railroad track, or with the run- ning of cars thereon, although relating to the gen- eral business of the company, it might with some apparent force be urged that the parties could not have contemplated or provided against this class of risks. But here the particular labor in which the plaintiff was employed, involved the use of the very cars and locomotive to which the accident which -caused the injury occurred, and his contract with the defendants expressly provided for his re- turn to the city upon those cars. Whether, there- fore, the rule in question rests exclusively upon the ground already suggested, or in part upon the ground that, as the effects of the carelessnes of one servant may frequently be obviated by the watchfulness of another, public policy requires llie adoption of the rule as an incentive to superior vigilance, there is no doubt of its application to the present case, so far as the objection under con- sideration is concerned. •k But the main ground relied upon to distinguish this case from those previously decided is, that at the time when the accident occurred, the plaintiff* was not an employee of the company, but a pas- senger merely, and entitled to protection as such. By the arrangement between him and the de- fendant he was to be taken home to the city upon the gravel train at night ; and he insists that his day's work was completed when the last load of gravel was deposited, and that he was under no obligation to do anything for the Company ; that carrying him home was a service to be performed by the company, in consideration of the labor pre- viously doB6, and constituted a part of his wages ; and that it was entirely optional with him to avail himself of this service or not. It is not, I think, entirely clear, that the defend- ants would not have had a right, under their agree- ment with the plaintiff, to insist upon his returning to the city at night. The gravel train could not be properly managed by the engineer alone. Men were required to act as brakemeu in case of acci- dent. It appears that some of the same men who worked in the gravel pit also manned the brakes. A portiop of the bands employed lived jn the cjty. and the defendants may have relied upon them to work the brakes, in case of necessity, upon the re- turn of the train, and may have taken this into consideration in agreeing to bring them home at night. But, conceding that the plaintiff* was not bound to return, even if the defendants insisted upon it, it does not follow that while actually returning to the city with the train, he was not the servant of the company. If he was a mere passenger, he was not bound to do anything to facilitate the return of the train. If an emergency arose, re- quiring the use of the brakes, he might refuse to raise his hard. If an obstruction was met with upon the track, he might fold his arms until the company removed it ; and what he might do in this respect, every other hand returning to the city, under similar circumstances, might also do- Such could not, I think, have been the true rela- tion between the parties. The plaintiff* was em- ployed by the defendants as a day laborer. He was to be taken up at the city where he lived in the morning, and set down there at night ; and he should, I think, be regarded as having been, during the entire interval, the servant of the com- panp, and bound, as such, to render aid, if neces- sary, in promoting the passage of the train both to and from the city. This is decisive of the case. Judgment (which was for the plaintiff") reversed. Debt of Mil-woulcee for Railroads. The Mayor of this city, in a communication tr the City Council, states that four of the Railroad Companies to which aid has been given in the con- struction of their roads by an issue of City Bonds, have failed in whole or in part to pay the interest coupons which have matured since the 31st of Dec, 1857 ; and another (the Mil. and Miss. R. R. Co.) has also failed to meet the interest due Jan. 1st, 1859 on the bonds issued to that company. — The four other companies are the Milwaukee and Watertown, Milwaukee and Horicon, Milwaukee and Beloit, and Milwaukee and Superior, and the following is the amount and date of the Bonds is- sued to the several Railroad Companies, and the time of payment of the principal of said Bonds: STATEMENT OF AMOUNT AND DATE OF B. R. BONDS. Bonds issued When principal Date of issue, to R. R. Cos. Amount, js payable 1854 June 1, M. & Wat. 75,000 186G April 1, " " 95,000 May 1, " " 30,000 1855 July 2, M. & Hor. 1G6,000 1855 Jan. 1, M. & Bel. 100,000 185(5 Jan. 1, M. & Sup. 100,000 The Mayor said the holders of these bonds had often written him about the default of the railroad companies to pay their interest, at d insisting on measures for payment. Knowing that the Com- mon Council at the time of is^uing these bonds, relied on the securities taken and the pled:;e8 of the officers of the several companies to meet such jiayment, and that no provision had since been made lor the liquidation, he could do no more than urge the prot>er officers of the roads to lake up the past due coupons. Several of them assured him they would do so, and the city should be saved harmless. But they have paid but little attention to the matter, and he feared the citv would be com- pelled to meet a large amount of indebtedness, ami it is not improbable the whole of the unpaid in- terest and principal of the bonds issued. UllnoU Central Railroad.— I^iocoinotive Per- forniaiicea for November, 1858. We give below a summary of the monthly state- ment showing the performance of locomotives on the Illinois Central Railroad for the mouth ending November 30tb, 1868. The length of road is as follows : — Chicago Branch, 252 miles ; South Div- ision, 230 miles; North Division, 224 mil^: total, 706 miles. Whole number of engines, 113. Num- ber of miles run by passenger trains, 78,875 ; do. freight trains, 75,733; do. construction trains, 21,- 236: do. wood trains, 3,459: total, 179,303. Pounds waste used, 2,194)^ ; pounds tallow, 42,*^; gallons oil, 1,440^ ; cords wood, 3,398 j tons coal, 878.14. The wages of engineers and firemen amounted to $6,856.94. Cost of repairs, $8,284.07. Value of waste, tallow and oil, $1,369.03. Value of wood and coal, $15,038.22. Cleaning engines, $1,228.15 ;— making the total cost, $32,776.41. The loUowing will show the various items dis- tributed among the three Divisions of the road : — June 1, 1874 April 1, 1876 May July Jan. Jan. 1, 1876 2, 1875 1, 1876 1, 1877 In as a Chic. Br... 29,320 South Div.25,147 North Div.24,408 ^ . MS -TOTAL. - a '^« p s 37,511 4,697 21,427 4,758 16,795 11,781 H •a o o 1,712 1J47 at H h3 X a U3 o o o o H o H 73,240 51,322 54,731 i«8 . Wag - V : - V $566,000 The Mil. & Miss. R. R. Co. de- faulted in the iMiyment of interest Jan. 1, 1859, on the following amount of Bonds : 1866 Nov. 1, M. &, Miss. 30,000 (Prev'sly iss'd) " .^'* .234,000 Jan. 1, 1877 Jan. 1, 1877 $1,100,000 Th«» R. R. Cos. to which aid has been given, and which have not at this date defaulted in the payment of interest, are : 1864 March 1, G. Bay, Mil. & Chi- cago 200,000 March 1, 1874 March 16, LaC.& Mil- " 16,1874 waukee.. ..200,000 . . 1853 Oct. 12, La C. & Mil. ; ' :^ v; " 'V; \. (issued to Mil., F. du L. & V, ' -• v ' - ' G. B. R. R. Co.,) which has ^ ■ ' been consolidated with La Crosse & Mil 114,000 314,000 Oct. 12, 1873 Chic.Br.l,055j SouthD. 474 North D. 665i I 568i l,175i 471.14 2,988.32 4531 l,165i 42| 426i l,057t 407 11 5^ o •= 0) '9 s a tafi . c s cc '^ O 1,868.90 2,009.72 S o H Total issoed to R. R. Co8.$,614,000 Chic.B.3,606.57 669.31 6,642.32 474.62 13,171.14 S'th D.2,125.48 4J99.82 4,644.47 273.15 9,201.82 N'th D.2,552.02 409.90 4,951.43 480.38 10,403.45 r COST FEB MILE. v "£ «~ cc CS ...■', ' ■-■ ^ c Whole Road.. .76 Chicago Br. .. .76 South Division .78 North Division .74 The above oil includes that used in head lights, and in lamps of engineers. Wood is rated at $3.90 per cord ; coal, $2 03 i>er ton, loaded on tcudem, re-building, superintending, teaming, and all other expenditures appertaining to repairs, are in- cluded JR the above cost of running locomotives. g W ■• . -;^ ,. u K a ^ ..^ .5 a> •o '' Ex OS c = ^M g ^ Pi 5 ca -.» o H 8.38 0.82 4.62 .68 18.27 7.66 4.08 4.92 .64 17.98 8.86 3.62 4.13 .64 17.93 9.04 3.67 4.76 .87 19.00 .i ^fM... .r.fj *»»*».»»•;> v. h4,.« .ac; ^^(i £-. 70 AMERICAN RAILROAD JOURNAj Railway Share JList, Cempilud from tht latat nlumt—eorrtettd every Wedtu»day—on a par vaiuaium ^$100. 5 NAMB OF COMPANY liet:Bebec * Portland.... Portl.,^»C4>,* Poruiin'tn.. Bo«U)o,Conc.4ttt' lU-i"- Oii«?*hire.— — — -—. — -- Ooiv-ora --- Hotlhem, N. H.....---- — Cami'tA. v'«H3umi>». »!▼•.- ftuUaiKl & RurliniiU'Q Ver.i.out aiiU Oaoidi Verinoiii Central .-. BtMUiu anil towell - — B'Mtoii and Maine -.- Boston and Pr >vi.\ence.... Uouioo and WorccBier.... Cape did ...--—.—' — Ooaoecticut Rivfr Kaslorn, Maaa.. •.•—— — Fit.hbur» -— -- N. Bedford and Taunton... 01<1 Coi'y and P»» River... Vermont and MaM.— - — Wed torn, Mafls. Worcester and Nashua.... Prov'nce and Worcester... Hartford and N. QaYfll"- HarlM.Prov.And Fishkiil... Uousauinto .....-•—"—- aauijatuck — H. York and N. lUven N.H»Vfcn and N.LonJon... N.London.W. Sl Palmnr... Norwich and Worcester — Albany Northern..— Black River and Uuca BufTalo-Com. and N. Y Buflalo andN. Y. City Buffalo and St. Line CanandaiKua and Klmira.. Canandaitfua * Niagara F'l Cayuga & dusquehanua Hutlsoii Kiver Lonj; Uland New York Central New York and Kne New York and Harlem Nortberu, N. Y Oswetco and Syracuse Potl«dain and Watertown . Benaaelaer & Saralnga— .- Saraloi^a and Wtiitehall Syracuse 4; Binghim'n ttoy anl Boston Waljrtown and Rome ..... Bc'fidere Delaware Camden and Amboy i;iundeo and Atlantic .. Raw Jersey New Jersey Central ....... Morris and «8sex Allegbany Valley - — . Cataw., WiL 4; Brie. Cumberiaiid Valley .... DoL Uick. * Western Brie and North Bast....... PhilKl. &■ Hunbury latUc Schuylkill NortU feuu Poiinaylvania — . ...... Pttil. and ttoadiUiS . puil.Wil. and bailimore PuU. Oorm. & Norrial'n Piticb. and OoonelUville.... Vittaiyg tt ateuoeiivitlu S«iOiiry and Kriu Willi«ni»»P*>''' and Kiinira — Baltimore and Ohio........ Waa"i"«5'"" ilrauch._ Noriueru C'^nlral, Md. Norib-Wesie™ Va Aloiiiudria aud Lyucliburjf. BottUi Side .... -.— — — —.- Virfiiuia Oeutral..."-.—.. Virs""* •""' l'""""****^ l4ioluiiOud aul Uauviile..— .kjcimoud * felerat-'K ttioiiUjiTeL.. « *"*»JU.'c ».,ior»ou - rtt J RoaiiokJ .. H .,11. t itroUna ......_. WiUningtoB St Weldon . ,» ,^ <^^ ^ ..iaiiclloslut H^lbiKi' »"*' 'iasioo — . ^LarloiM *J- *• CaroL .jj^^Qvu •JcOjUuiiUa. a-jtUJ-Jkaai'^" Boutn t V; "'if* - r* — * — , l.»aU mno I* <* fauue vi.P» .•-—.«——. vieitf*'*^*'-''-'*' —- — - ^IflCB awl Wojterii „... ., 149 Ob 72 61 91 5< 36 90 117 4 74 43 44 47 60 60 07 21 77 69 166 46 4^ 72 12:.' 74 57 C-i 60 60 66 32 36 lOO 92 69 47 98 36 144 95 56e 464 IW 118 36 29 26 48 80 27 97 M 94 60 30 63 63 44 63 52 170 20 :« 28 66 ?MJ 96 9S 3S 60 32 269 78 382 41 S4 106 tf7 12.3 17.- ao4 140 2; 130 6S 171 ,*' 100 1«6 102 •M3 87 211 191 102 111 2,494.000 457 909 l,107,5-.'6 1,S96,400 .,— ,va 1,600,000 3,068,400 1,000,' 00 3.2:53,376 1,350.000 ^*'M 6,000,000 "^ 1,830,(KK) 4078.974 3,160,000 4,500,000, 681,690 1,691.110 2,583,400 3,640,000 600.000 8,016,100 2,232,641 8,160,000 1,141,000 1.610 020 2,350,' 00 1,936,246 2,000,000 1,031,800 2,980,8« 73S,26S 610,700 2,122,300 439,006 643.330 1,487,87 J 798,439 l,300,00t 434,111 1,316,000 687,000 3,768,466 3,000, OUU 24,182,400 11,000,000 6,717,100 1,633,0-22 30^,130 467,200 610,000 600,000 7U8,369 437,830 1,500,000 l,u00,000 3,000,000 3,48j,0O0 3,486,000 2,000,000' 1 167,806 1,5^7,000 1,700,000 1,0:8 WOj 3,2! 026 U,;i7o641 3,e00,00U 899 360 1,748,00 1,2:^1,27; 3,67t),ocHi 1,600 000 13,118,)M;i 1,661.^000 2,260,001, 468,000 1,4 -7,000 l,o71,800 .t,6oa,200 1,977,39: 834 00V l,OUOO«A 7d9,OOU ,OO0,O0t.. I,:j4),2l3 97o,30(.> l.iJi.OUu iJU«3,404 886,660 ♦,179,200 1,000,000 4,166,000 3,726,911, 1,408,660 1,414,0^4 2,18-2,000 l,S3n,30S 1,763,738 1,104,686 899 313 8,242 40fl,28rt 800 000 4,168 70: 5,276,399 438,920 3-59,7 ;0 699,974 291,00 27.5,772 2,441,J)73 100,000 none 200,100 1019.148 6,8-39,0^ 205,566 300,000 944,000 2l^2 6^2 423,686 6-24.244 2,3 i3 240) 761,462 1,052,000 724 lS:i 1,626,098 al7,d6J 1,501,183 •2,6'<7,849 1,040,000 9-^2,393^ 2,279,854 606,689 »,2o0,362 12,737,890 647.193 2,556,980 14,40^,636 30,73 .',5 18 •J8,0'«l,46'<):U,4t59,324 6,923 9J1 2,210947 ■2.87', 20 » 1,369,373 2,84'*,977 3,179,687 1,412,676 3 068,401' 1.784.146 4,S84,008 1,380,696 8,402,051 2,412,-251 4.229,^81 3,n34,468 4,84'«,779 1,031,625 1.801,244 6,082.607 3,872,821 641580 3,362,949 3,241 976 10,496,906 1,361.271 l,781,0»8| 3 325,602 4,-205,y.i• 646.7S2 169,') 18 213 255 263 717 32 ',767 365,029 817,0 8o6,8;0 177,6»o 3>a, 1 Leas dio 70»,83 435,863 770,802 634, l7u 1,019.149 1-22.960 207,710 10,150 608,974 168,926 083,367 240,133 2,117,982 2l6,8So> 844,773 709,005 27 i,i2li 318,4:6 23: ,416 1,157,066 88,007 120,671 166,417 117,716 loproKr. 172,470 288,392 079,760 174,089 & a 1 0' S'O 9 X 1?.0 22* 83,168 6 4 loue none none 120 909 174,0-25 11307 126,664 116.1-96 73,401 41 688 Vt Cent li7,389 171,182 301.50-? -245,H4 38S,513 39,899 65,096 272,479 2&0.8.>3 27,827 305,140 62,267 8S9,763 82,720 150,044 340,8 ?5 112, i2o 109,314 114,237 251.669 30,318 'iKJiie 61,644 none' 44,647 9,904 none none J3 •JO 94H 16 6 4V» 46X 6 6 6 uooe 8 4 7 10 IIO0« none' 80 84" t'9K 96>4 9S 49 « 70 47 >4 97 98*' 13 K i05 47 84 j» l2 40 NAHll Of OOMPANT. 4,82-2,498 4,406,874 213,026 294,189 140,000 396,600 1,678,804 737,079 700,979 1,619,000 11,407,200 1,660,864 788,844 8,69-2,828 340,000 609,046 1,940,000 2l3,d0i( 6,194, 61 160,000 1,-200,000 646,,^.:^ •2,820,160 8,758,'203 6,470,714 762,03 749,683 896,423 2,272.777 1,109,'»22 2,200,500 2,844,000 8,791,096 1,738,171 3,600,017 6,021 629 1,684,1-27 1 Too 00 3,640,000 l,J2j,67o 8,013,761 760,000 1,348,81:^ 3,407,661 5 100,34 16,69o.6'Mj 27,;:00,W8:i 9,423 6O0 2,t>73,4ati 3;e,0iJU 1,6'3,403 '280,000 876,293 l,9tfo,ooo 10,u6d,8iM 26,000 &,4il,3 t 0,719,-229 1,006,484 2 1J'<,2;4 1,833, i7o 3,2il,v66 021,407 '230, >» 4.^>o,00o 1,340,213 ^o,484 160,363 440,290 2t3,3U0 1,640,78; H7,*8a 911,61 662,940 ^ji^glOO 86,000 210,^0.^ 160,403 010,IOS 60 636 •lo.i,oOi 248,784 i,ooo,uiu >,,.,6«7 in (jfu^i . 100, 8U^ 274,664 o,8o^,id. 309,229 731,080 28«,00i 2?b,ii«j 376,291 680,832 *<>0 1./A 4'l,)«t(: 166,)«o< ■ii.i,il* 203,074 '416iu ^6,91. 2«o,JZl 2i4,80o 99,404 oil, 1)0 i,o3u,s72 1,122,04./ 293,2ol 8M,08« 136,764 78,764 82,600 21,089 '2'2,603 66,184 lb-A03» 114,61.M 694,114 46,642 6.34,961 8o7,193 101,642 46,000 62 450< 77 92 41 ,13;. 10 63,335 '266,93o 136,697 1,864,927 1,663,776 378,81 u 113.443 4,316 142,6^0 4O,50o 167,468 1,326,2 >7 124, W6l 283,284 000000 138,8*;; 183,340 29j,776 'i:2'i,2«o 266, 36 8d,lBO 12o,2U 123,661 226,442 100,641 121,605 206,774 38,27;< 740,w86 191, B9x 821,171 682,310 1311 0-27 U»,Wl none none 10 none none uooe 8 none none none 8 IIOIIC 7 none none none 12 none 10 *3>* 30 11)4 i>6J| 16 laji 1 03 none none 6 7 4 .... lOIH 9 8 10 8 ll7 129' 60 8X 62 36 >i 9)i Brunswick and Florida, Oa. 80 .■^..utl. W.-aiem 143 Tennessee ami Alabama.... 80 Tenne$!8<>eand Mi8telou8as * O.W 80 V O . Jack-on A- O. N 200 7lck8b , ShreTei>.& Tez. 2' Biist Tennease* ami olis . 73 Terre Haute and Ind 73 Chicago and Rock IsPd 182 Chicago, Burl, and Quincy . 210/ S a, m o 151,887 l,39 & Miss. (WstDiv.) 147 Terre Hauto. Alt ftSt.LouiB '208 Detroit and liilwaakee 186 Vlich. Central '282 Mich. South'n & N. Ind. 475 Green Bay, Mi . A Ch. 40 Milwaukee and Misa.... .... 236 Milwaukee A Watert'n . 72 Mi waukee aO'l linricon.... 42 Milwaukee & La Crosse '20O! 1,361,450 6,-248.000 4 611 640 1'8| -2,300,000 1,3-26.000 269| 8,02 «, 800 3,899,0 '5 704) 0,&.'>0.43& •20,31-,-*l'2 I8I1 1,569,889] 2,200,000 1.780,295 3.011,150] 838,000 0,067,840| 8,366,619 108 285 992,061 l.73«>,669 2,703,42'i l,7-28,6«4 3,-208,138 16.^2,79? 3,896,703 3,086.917 4,091,604 159,8^9 668,265 71,000 766,600 626.216 1,602 096 77,i94 613,231 1,316,237 2,998,392 90,401 4,762,3.'0 4 225,66*^ 7,19.%0ie 1,920 953 3,043,993 6,637,466 1.495,54» 4.040,978 1.626.092 3,180,316 3,782.040 6,096,210 149,000 1,682,476 422,658 860,496 893,011 1,185,826 700,481 1,0.16,173 832,669 1,176,16S 1,-266,000 8,9'26,15: 3,368,00« 6,065 090 6,221,050 0,496,82i 9 822.550 14,279.704 31,000 390,933 2,206,367 3,652,367 609,060 888.868 950,000' 2,104,000 7,577,500 10,542,600 l,00e,126 2,080,433 1,270,872 2,168,713 1.564,681 8,0-29,989 1,-261,179 1,909,911 1,07 . 694 1 82rt,426 694.000 1839,676 1,336,810 2,9n6lfi 6,281,,97a 8 042 42«{ 1,506,107 3.626.000 In progr. 9,395.455-2,316,786 •2S,137,669J 1293,966 6.400.0001 In progr. 4.870,586| Recently 8,72'>,764l 8-23.767 1,966,969: R.cwntly & s a* 2 To progT. 166.214 63,775 161,001 042 0'22 664,382 115,679 204 2i6 284,178 189.008 In progr. 227,363 6l,3<4 641,652 426,408 95,807 In progr. 246,760 Tn progr, 348,362 1,149,741 930,282 In progr. 681,877 1,251,588 487,421 2'23 50fi 403,212 In progr. In progr. 125,940 140,936 77\442 682.614 670,092 1,646,369 In progr, 328,968 In progr. In progr. Receatl> In progr. 249.86« 491743 3^8,189 263, 19 222,737 200,214 046,827 150,000 481,272 1,886,106 2-18,771 29,406 99,^88 834,604 278,428 150,7X9 127,460 104.092 39,002 219,20 220.906 46,71V 109,069 120,830 61t,740 433,790 3,-29-2.403 f,9.'5 927 1,128,964 8,876,400 10,459,08 l,0f0 000' 180 000 Racino jrid M ss . Hannibal it St. Josephs .-^lorth Missouri........ Pacific... — .......... St. Louis and Iron ML Panama .............. 86 131 I07i 163 86 49 3 440 673 864,801 1.101,200 7,0 v3 tr74 1.586,406 1.061,773 2.01-2,100 8,U9,83^ 1,817,368 8,743,900 12;847,'238 2 248,758 19,336,0«4 2,309,487 1,780 000,' 4,010,683 8,061 -266 132,000 614,238 919,757 1.5,980 TOS 8 31*,7.'=4 . _ 498,479 -2,681.086 0,868,000 8 600,000 >, 533,-2-29 4 346, 22J 8,307.7-20' 10.486 891 647,419j 5,042,660 882,81s In progr. 60,060 407,197 192 469 In progr, 160. '^64 06^,347 Kecentl> e,604,862{ 1,305,8191 309,518 581.454 260.763 30,288 181,088 00 268 60,008 290,123 "H 164 697 677,787 104,479 ooae opened. 124,140 245,022 204,686 86,248 94,318 118,6-28 871,402 90,000 206,079 850,039 81. ,707 1,192,042 665,972 opened. 247,767 openi-d. 764 9'(6 644,311 372,691 203,2-14 118,407 3I3,-2'>7 opened. 846,188 16 10 10 none none none none none 10 12 94K 10~ ii" 81 20 «0X 60 71 71X 61 30X 10 18 in X\TH ■: . D. B. OOTCRNMSNT SBCnBITIXB err D. ABKBD Per ot Per ct Loan, per ct 1862.. I03 1<'4 Do. do. 1867..110 llOX Do. do. 1868..110 110)< OFF'O. Perot. Loan, 8 pereL........1868..1]0 Do. 6 do. 1868„100X Do. 6 da .~.1874_108^ STATB 8ECDRITIB8. Ifaine, per ct.......]800..JOi>< MassaChus«tts,6perct.l8;>0., 103 New York, |«rct.l86O-62..I02 Do. 6 do, 18tf4 66..1(8 Do. ( do 1866-67 ..110 Do. » dtt 1872-76.. 118 Do. iA 10 1860 61. .102 Do. i)i da ..1866.. 103 Do. 6 do 1868 60.. 1011^ Do 6 do 1866 74.. 103 Do 4)i do. 1858 69-64. 92 Alabama, 6 do. coup...... 86 Calitornia, • do.coup..l877. 92 Ueorgid, da da~.1872.100 riorida I at Imp. 7 p. ct. 1891 .... lltuKiis Int-Iu^p. percU847.108;i Indlanit 6 da—^^ 98 (» aji ^..^^ 81 Iowa, 1841, f MP»r^, tvijm*V» 108 Icdiaoa, Oan.Loan percC . . \0OH Do. do. preC 6 do. .. 6 104 Keiitack7,6perctxp.l809 72.104 111 Louisiana, do. op. long 93 113 Maryland, 6 do cp.l870-90.1l3 116 Do. 6 da cp... .... . 103 Missouri, do. cp...l872.. 80^ 106 N.UaroUaa,Odo. 0(...1873.. 10(/^ 102 Ohio, da •8OO..I0I 104 i>o. do 870.. 100 >{ 100 Do. da 1876.-10o,H 90 Do. do 188«_106 92 V Do. 6 do. 866.. 99 101 Penna., • da 93^ 86 Do. » do. cp ..1877.. 90 lOti^ Tenoeaa. 6 da cp.......^ 91 9-1 Do. fl da ei>.~....^ 91 83 Vlrglnlt, f <)a, op -18M^ HO^i ABK» . Percl. iiox 102 103 J< 105 90 1U6 Ui* 90 ?i 100 ;< 1U3.% loo 190 94 68 94w 945 *9)i 1 A AM£S1CAN RAIJL.KOAD JOCRNAL. 71 Railroad Bonds. NAMBS COMPANIES. ( Tka/oUomng quotation » art ««• iiUerett.) Alabama and Tenneasee River ... Buffalo and 8Ute Line BellefoDUine and Indiana . _ _ Do. do. ' ^o- da .... Central Ohio Do II"I~I"II Oioclnnati, Hamilton, and Dayton Do. do. do. II" Cincinnal and Marietta. Cincinnati, Wilmin(rton, aodZanMTinc eveland, Paine«ville, and Aahubula. Oleveland and Pittaburjfh... . Do. Jo. " OloTelaod and Toledo .... OUcaKoandlfisaiasippL..!. " Do. do. . nil III] Oovington and Lexini^tonl"! Do. do. IIII"' Delaware, Lackawanna and Weatera Florida Preeland .. . „ r.irt Wayne and OhicagoIIII IIII '" Chuena and Chicago * '"" Do. do. ......mill"*" Great Weetem (Illiooia) II..I"" Green Bay, Milwaukee, and Cbicairol Jeflersonviile -..—......... ..V^_ Indiana Central "H "H I_^ Indianapolis and Bellofontainellll " Indianap. 4c Cin'ti (for Lawb. * U."m ) LaOrosae and Milwaukee Lake Krie, Wabaah, and St Loola II! Little Miami -———.......... Hi Michlcru Central ...II""" Do. mill SUhraqkse and Missiasippi ... IIII H .-«lsiJ>» da _. II Da do. Hew Albany and Salem Da da _.... .II Horthem Croaa...... ........ Ohio and Indiana ......... . " Ohio and Pennaylyania... ......" Do. do II Pennsylvania (Central) .. .... .„. " Eacine and Misaiswippi ......... Scioto and Hocking Valley......." gteub'tnville and Indiana . II xerre Haute and Inilianapolia .II nerre Haute and Alton .. .... .... " o D«tcripUoD ofBonda. $838,000 600,000 600,000 200,000 200,000 1,260,000 800,000 600,000 465,000 2,600,000 1,300,000 667,000 800,000 1,200,000 626,000 800,000 1,200,000 400,000 1,000,000 1,600,000 1.600 000 l,2i0,000 2,000,000 2,000,000 1,000,000 400,000 800,000 600,000 460,000 600,000 950,000 S,400,000 1,600,000 1,000,000 600,000 600,000 660,000 1,260,000 600,000 1326,000 1,200,000 1,000,000 1,760,000 2,000, JOO 6,000,000 680,000 300,000 1,600,000 600,000 1,000,000 1st mortt^af e, convertible Do. inconvertible -. Do. convnrtfble Real estate, convertible Income, guar. CL CoL 4t Cin.. Ist mort conv. east sec. 2d do. inconvert.ble ^i "V***^® inconvertible 2d do. do. 1st mortgage, conv. till 1862" Do. Do. Do. Do. Do. Da Da Da convertible inconvertible.. ConvHrtible on Branches... inconvertible .. conv. till 1867 . inconvertible -. o 1 do .. ^<3 mor.g£>3^ oonvertibia let morlgige, da Da not convertible. Oo. conv. till 1868.. 0.1 ?: inconvertible .. 2d mortgage, do. Ist mortgage, do. Do. convertible ..II Da 2d sec. ioconv.. DO. convertible ^ da ... Do. conv. till 1867.. ist mort. Istaea conv. till 1864 1st mortgage, conv. till 1869.. Do. inconvert No mortgage, convertible Da do Ist mort let sec. conv. till 1857 Da 2d do. 1868 Do. 8d do. 1860 Do. Ist section Do. olh. *ec con. till 1868 1st mortgage, convertible . Do. do Do. da Income, convertible ......... lat mortgage, conv. till I860.. Do. conv., slnk'gf'd Do. 1st sec conv .. Do. convertible .... Do. da Do. da Iiterett pey- able. a. e 9 a 1st Jaalst July ^.Y. April, October. " Jan'y, July Jan'y, July ... rebfy, AugusU Divers March, Sept.. 'MJau. ao.July May, Novemb J«n'y, July May, Novemb. ^eb'y, August, feb'y, August. March, Sept.. Peb'y, August. April, October. April, October. April, October. March, Sept.. April, Octo!>er. March, Sept... Jan'y, July ff»>'j', August. *«y, Novemb. April, October. iO April, 10.0c. April, October. May, Novemb. •Tan'y, July March, 8ept_ May, Novemb Peb'y, August. •iMay, 2. Nov. April, October, Boat March, Sept,.. Jan'y, July N.T. April, October. June, Decemb. April, October. May, Novemb. Jan'y, July... Feb»y, August. Jan'y, July ... April, October. Jan'y, July... PWla. Feb'y, August N.Y. May, Novemb. Jan'y, July .„ March, Sept.. feb'y, Aogaat i 1872 1866 1866 1868 1869 1861-64 1866 1867 1880 1868 1863 1861 1860 1873 1863 1862-72 1862-72 1867 1883 1876 1891 1873 1863 1876 1868 1863 1878 1866 1860-61 1866 1874 1866 1883 i860 1869 1862 1863 1877 1868-62 1864-76 1873 '1867 11866-66 11873 1880 1876 1861 1866 1866 I862^7i 66 9iS 60 82 72>i 94 66 {.2 77 62^ 40 86^ 77 ii'i 66 76 76 73 81 >i 98 92 70 I 70 76 101 ;( "8 86 9fl 86 70 65 88 75 96 7.i 66 mi 60 60 65 47 K 87 78 72X 99 MOH 9s" 86* 85 76 82K 99 94 80 77X 78 90" 75 86 76 60 102 78 70 Ctaelnnatl Stock Sales. Bt kirk &CUKKVKK. fbr Ike week ending Januura 24 1869 ■osott Per cent. Little Miami, lat Mort ,. 6b.... S2 aiidittt. Covington and texingloB, Ist Mortgage 6e 66 1*0. Oa 2d do. .. 5- fO Do. do. 8-1 8i|ipi (£. D.) . . .. ^^ ""''0,000 76U,000 1,000,000 1,000,000 1,600,000 8,287,000 3,000,000 900.000 1,478,000 1,573,000 1,300,000 3,469,000 Deaeriptico of Booda. Mortgage... .... .... .... .... 1st mortgage, conv. till 1868 . let morti;age . .... .... .... 2d mortK^go convertible 3d mortgage 4th mortijage not convertible Notconv Sink Fund, $420,00C Convertible Inscriptioo Convertible......... .... .... Ist mortgage, Inscri|>tioa .... 2d do. do. .... 3d do. convertible .... Mortgage, inconvertible M'ge 346,000 acrs-priv.? shar's 1st mortgage, inconvertible .. Da da No mortgage, da _ lat mortgage, da Do. da .. Do. do. .. No mortgage, do. No m'ge con v.from Jiue 67 ConverUble till 1866 Do. till 1868 ~, Mortgage, inconvertible .~. Do. convertible..... Da inconvertible .~ 69 Interest pay- able. Jan'y, July... 10.Jan. ICJuty May. Novemb. March, Sept — March, Sept.. April, October Feb'y, August. Feb'y, August. Jan'y, July... Feh'y, August. l6.June,16.Dec May. Novemb. Apru October March, Sept.. May, Novemb. May, Novemb. Jane, Decemb. Jan'y, July . Feb'y, August. Feb'y, August. May, Novemb l6.June,16.Dec Jan'y, July. •jMn'y, July, Jan'y, July. .Jan'y, July... ApriL October. Bait N.Y. Pbila. a & 1876 1870 1867 1869 1883 1880 1876 1871 1862 1869-70 1860 1870 1876 1860 1860 1861-72 1856<60>6i 1873 1861 1868 1883 1864 1866 1866 1860 1870 U886 88^ 96 96 88 76^ 62 «X 41 41 103 X »4>t T6>» 89 87 it Bbh MS 93 90 85 V 90 >4 lOlA 115 90 82T ' T3?i 89 07 H 97 89 78X (3 42 41X 41^ 104 9&X 76 88 87 95 95 94 87 76 00\ 102 91" 83H 73X CITY 8BCURITIB8. New York. 6perct 1868-'60 Do. 6 da l870-'76 Da 6 da 188S Do. 6 do 1890-9S Albany, 6 per ct cr«p.-1871-'81 X Alleghany, 6 per tt coup X Baltimore, 6 per ct 1879-'90 Boston, 5 per ct coup. X Brooklyn, 6 per ct coup.. Long X CleT'l'd,7 peret cp. W. W. 1879 X OincinnaU. 6 >er ct coup X Ch;ca)i;o,6p«rctcoup..l87S-'77 X Do 7 pet etcoup 1880 X Detroit,7 per ctt,p W W.1673-'78 X Dnbuqoe, 8 per ct cPi^"Lo°K * j«— eyGlfiOP-Ct.cp.WW.1877 X IW»iille.Vp^rtcp..,tS80-»«.S X H»| 37 60 87 66" 70 77^ 90 102H 66 66 80 97 >4 87 90 46 70 M 6o" 60 Decrease $139,786 06 Tbe earnings of the £rie railroad for the monih of December were^ • ' . ""X 1858 ...$392,202 77 loo I •••• •••• iit« •••! •■•» (••« •••«. 4<< ,008 34 Decrease.... ..'.. ....$85,365 67 ^The earnings of tbe New Orleaos aud Jacksoa railroad for December were : 1857. Freight $25,263 Passengers 9,011 Mails 766 1858. $74,862 33,b02 3,466 $35,010 $112,120 Increase over 1857 $77,080 Tbe receipts of the Grand Trunk Railway of Canada for the week ending January 8th, were $29,411 90 Week ending January 9, 1857. 29,008 66 Increase ^ $403 84 Total traffic from July Ist $1,212,294 06 Same period last year 1,310,826 88 Decrease ♦. ............ .$98,631 83 The earnings of the Toledo, Wabash and West- ern Railroad for the mouth of December were as follows ; Passengers $16,286,97 Freight ;... 21,677 60 Mails and express 3,366 66 Total $41,330 23 Tbe earnings of tbe Vermont aod MassachuaeUs railroad for December were : ; >■•;'. ;-t'f'^ 1858 ....$18,974 59 1867 16,416 47 lucrease. $2,668 12 New Plan of Railroads. S. A. Beebs, C. £. of this city, has introduced a new feature in the construction of city railroads, namely : An entire cast iron structure, without tie or string piece, absolutely indestructible, is put down without removing but a few inches of tbe pavement ; the rail so constructed at the joints as to preclude tbe possibility of any jolt at such place. Sotiie of this track has been laid by the Broadway road of Brooklyn, and bigtily spok- en of by those who saw it when putting down. A very important Jeature of this case i.s, that it can be constructed at far less cost than the plan now in use in this city, and must wear as long as two successive structures, as heretofore built of wood and rolled iron combined, especially when the rails are chilled io casting, by which they are I reiKi^r^d &8 hard as steel. A specimeu ot this kfci-^ T« AMERICAN RAILROAD JOURNAIi. cast iron road can be seen in the office of the City Railroad Company, at the Fulton Ferry. — Brook- lyn Star. American Railroad Journal. Saturday, January 39, 1859. Paaftenger Traffic of tbe New Ifork aiitl Erie Railroad. ~Ib it Done at a Long I The total earnings from passengers on this road for the past year, were $1,185,915. Of this sum, f 406,970 were from through, and $778,975 from icay passengers. The passenger trains ran 1,216,- 873 miles. The average cost of all the trains was $1.27 vier mile. At this rate, it cost the company $1,544,350, or $857,405 more than the receipts from this source, to conduct the passenger traffic. We are aware that numerous charges attach to the freight, that do not to the passenger traffic, but tbe difference is probably more than made up by the difference in the speeds of the two kinds of trains. The freight trains move, we presume, at the rate of 10 miles the hour — the passenger, probably, at 25 miles. The wear and tear to track and machinery at different speeds is estimated in ratio to their squares — that is, the wear and tear is more than six times greater at the latter speed than at the former. Taking, therefore, the effect of speeds into consideration, it is quite certain that it costs as much to move passenger trains one mile on the Erie railroad, as it does freight trains. If such be the fact, which we cannot doubt, then the passenger business of this road the past year was done at a loss of $357,406, which amount had to be made up by deducting an equal sum from the profits of the freight traffic. The net profits of the latter, consequently were $1,526,427_ equal t« the interest on about $22,000,000. As it was, the road earned the interest only on about $17,000,000, while the funded and floating debt drawing interest is $26,386,952. We are surprised and disappointed that a fact so startling and so prejudicial to the interests of the unsecured bondholders should not have elicit- ed a passing remark in the late report of the President. It is certainly a pregnant question for them to ask, whether a branch of traffic, which apparently eats up a sum equal to the interest on $5,000,000, should not either be discontinued alto- gether, or so modified as to be at. least self-sustain- ing, if it does not produce a net revenue. While it is quite certain that, as at present coa- ducted, tbe passenger traffic is done at a loss, we think it equally certain that it might be done at a fair profit. The company has a monopoly of its vay traffic, for which it can charge remunerating rates and carry it at easy speeds. Suppose this department to have been carried on the past year at 60 per cent, of the receipts. Such a ratio would have produced $311,590 net, which added to the net earnings from freight, would have produced $1,855,998, equal to the interest on $26,500,000, a sum larger than the funded debt. We attribute the excessive wear and tear on the Erie railroad, in a great measure, to the enormous weights and high speeds of its passenger trains. No kind of track or machinery can long withstand them. The Erie is one of the four great Eastern and Western lines. It assumes to compete with them for passenger as well as freight. It 'must iDAiolaiD the ^amo rates of speed u tbe Hudson River and Central roads, or retire from the contest. Compared with these roads, it labors under three diisadvantages — in having a harder line, a wide gauge, and a very light business. Such being the case, it becomes a grave question whether it should not retire altogether from a contest that must result in certain loss, and confine itself to the passenger traffic of its line, which cannot be taken away, and which certainly can be made re- munerative to a fair extent. We regret that Mr. Moran did not hel]) to enlighten us upon this point. We should have liked to have had from him some estimate of the comparative cost of running freight and passenger trains, and some opinion as to the expediency of retiring from competition for the through traffic. Certainly, so large an apparent loss in this department should have been made a subject of consideration in the report. As it is t. e question is still to be answered whether some- thing may not be saved here. A report, if possi- ble, should anticipate all sucli inquiries. Tbe un- secured bondholders will hardly rest quiet till they see whether an expense which deprives them of their interest cannot be avoided. They will be all the more impatient at not finding the proper ex- planation in its proper place. I>«ad>H«adtjiui. A sufficient time has elapsed since the sweeping rules against dead-heads were put into vigorous operation, to have developed something of the re- sults of a system by which a portion of our rail- road companies have declared their entire inde- pendence of popular favor, and have cut them- selves off from courtesies that obtain in all other relations than those just established between rail- roads and the public. We hope these companies will not fail to give us their experience under the new rule. We exj)ected to see some notice of its workings on the Erie railroad in the late report of Mr. Moran. When a grand and radical change is made in previously established customs, the public are certainly entitled to know how the new order works. We are quite willing to see the present experi- ment fully tried, as the only means of correcting some very false notions into which railroad com~ panies, impelled by a peculiar state of the popular mind, have plunged. We fully believe, how- ever, that there are not ten persons among the whole number connected with the railroads that have adopted the extremest measures, that are not thoroughly convinced, that a great mistake has been made, and that it will not be long before it will be corrected. In fact, we do not believe there is one company in the United States in which the rules recently adopted against dead- heads are not daily disregarded. They will be broken daily unless mankind is created entirely anew, without a touch of courtesy or pity in his nature. So long as these remain, railroad officials will occasionally pass a poor, decrepit, friendless man or woman. They will occasionally allow free passage to an amateur, or to officers of other roads who wish to perfect their experience by studying the operations of other lines. They will allow their workmen sometimes to ride free; and more than all, will they now and then thrust into the hand of an edUor, a ticket in exchange for a good word to be spoken in their favor, To at- tempt to enforce tbe new rule in all its s(riog«i)cy, is to lay the foundation of tbe worst kind of in- subordination. We contend that railroad companies cannot forego one of these favors, without direct and positive injury to themselves. A rail- road president, when requested to send a poor person free of charge, may reply very properly, that his company is not a charitable institution. He thence draws, though very erroneously the conclusion that his company ought not to perform any act of charity. But no man is a charitable institution. Did he assume to be, the wealth of Croesus would not last him an hour. Success in his calling is his first duty ; but for him to refuse all acta of charity is to make himself worse than a brute. Certain obligations of this kind lay in the path of every man or association of men ; obli- gations arising out of their respective functions. Society compels every professional man to give, to a certain extent, gratuitous services to tbe poor. The duty grows out of the fact, that as the service must be gratuitous, it is properly rendered by tbe party to whom it costs the least, and who must perform it, even if another pays for it. The ■ame duties attach to men in the aggregate as well to man in particular. The gratuity of traveling, where it must bo extended, belongs to the owner or owners of railroads, as they can perform it with only slight expense and inconvenience. The rules that society has established in these matters are simply the exercise of common sense acting under a humane impulse, which, fortunately, is daily gaining strength, instead of being weakened. In saying this, we no more advocate indiscriminate charities by railroad companies, than by individu- als. When they are given profusely, they do vast- ly more barm thap good. But when extended to deserving objects, they carry a double blessing which railroad companies can no more forego than individuals. Another class of men who always will and should have the free run of railroads, are man- agers of such works desirous of enlarging their experience by studying the operations of other lines. The widest opportunity ought to be thrown open for ,such objects. At present, the man agers of one road know but little bow others are conducted. For the want of such experience, an excellence in a system of management, or nn im- provement in machinery, may long remain the property of one line, which should in the outset have become the common property of all. By a proper intercourse, the aggregate experience of alt our five hundred companies could become that of each. By briaging the officers of companies into such relations, a degree of fellowship and good feeling would spring up, which would render impossible most of tbe misunderstandings and feuds that are now constantly arising between railroad companies, and which consume so large a portion of their earnings, and would easily com- pose such as might happen. As it is, the members of the new league stand confrontiog each other with daggers drawn. The relationship existing is that of old feudal barons, who have cheated each other so often, and are so estranged, that mutual confidence for the future is impossible. Take tbe Central and Erie. How long will it be before tbe present entente cordiale will be broken. There is a compact without any belief in each otbQr's Autb, If tbe official? of oar companiet AMERICAN RA1L.ro AD JOURNAL. 73 could occasionally meet and ride over each other's roads, would they not rub off some of th«ir sharp points, and find out that each are a pretty good set of fellows after all ■? But as it is, an effectual bar ia put to all such communication?. No person will go u[.on another's line if he can possilly avoid it. He will not submit to the indignity ol lining the coffers of a rival with his money. We regard the refusal of railroad companies to pass, under any circumatauces, the officers of other roads, to be one of the greatest mistakes ever com- mitted. While persisted in, it cannot fail to keep companies in the same hostile attitudes that now exist, and which produced results the past year, by which was lost hfiy times the fare of dead- headi passing over all our roads. .• Another class who should be free riders under certain conditions, are workmen on the roads, for instance. — Where they hav« been employed at a distance from their families, they should, while in the employ of the company, be allowed to return to them free of expense. Every good workman on a road comes to regard it as his own property. To make him pay for every mile he l>ass«8 over it, is to destroy such an idea altogether. Such a sentiment should always be encouraged and cherished as the means of securing vigilance and faithful services. A person so actuated will take a pride in having everything under his charge maintained in the utmost efficiency and order. Nothing will afford such a stimulus and impulse to the faithful discharge of his duties, as a proper recognition of his labors, and acts of kindness on the part of the company. In many instances, tha most efiectual and often the only mode in which they can be extended, is in that named. To refuse such favors would bo to convertji faithful, into an eye, serrant, and thus to destroy the principle upon which all efficient organization must be based. But certain perquisites or reservations of service always grow up out of the relationship be- tween the superior and inferior, or between the employer end employed. In some cases, they are muniments with which the inferior protects him- self from the power or caprice of the superior. In olden times, the serf had his patch of land, and sufficient time to himself to cultivate it. If em- ployed in any branch of industry, a certain por- tion of the products will go to the workman, either free or at first cost. Labor always exacts and de- serves some interest in what it produces in addi- tion to the stipulated wages paid. To deny this is to degrade the servant to a machine ; to divorce him from all interest in the subject matter of his labors, to convert hira into a churl, aad to place him in an attitude of hostility to his master. In such relations anything like success in any enter- prise is impossible. For railroad companies to ignore the grea» laws that grow naturally out of all the relations of society, is to throw away the conditions upon which success is possible. Any regulations adopted iu the fit of the moment, contravening such laws, are certain to work gr«at mischief and in the end to be repealed. We think the best invcistment the Erie railroad could make, today, would be to issue 50 free passes to editors of leading newspapers, on condi- tion that their use should be always accompanied by a notice of the road. Advertising is the secret of success, where one depends upon th« public for patronage. The most valuable kind of advertising for a railroad is not the publication of ^ime-Ubles, but spirited description of its route, of the works on its line, of the country and communities it traverses. These are always eagerly read, and al- ways create a desire to visit the scenes described. A description of the capabilities of the country, or of the cities and villages, or of the industry and products of the people upon the route of a road, will often be the means of sending large parties over it, in search of locations for themselves. More particularly is such kind of advertising neces- sary for the weaker of the two competing lines. The latter should be kept constantly before the public eye. Otherwise its existence will soon be almost forgotten. As a passenger road the Erie railroad is now nearly lost sight of. Few news- papers now refer to it except by way of disparage- ment. The public catch the same unfriendly feel- ing. No one passes over it unless couipelle:. -; -.., Salea wf Stock at Auetton. We are requested to refer to the advertisement of Mr. Edgene Thompson, in another column. Mr. Thompson has proposed to himself the somewhat difficult task of having his public quotations repre sent exactly the sales made, and to be a party to no bogus transactions whatever. It is now well known that catalogues are often made up for the occasion, and the farce of making sales gone through with, with hardly a single bona fide trans- action, for the purpose of shoving off some worth- less trash, or of raising or depressing the quotation for particular securities. If Mr. Thompson will rise above these dishonorable tricks, he will do himself and the public a good thing. We hope to Machine Sladc Kuts. '*'■'".■' Our attention has been called to an improvement in the manutacture of machine-made iron nuts, which being an article of importmce to railway machinists, we devote a few liues to describe. Un- til within a few years, the hand-made auls were considered, and no doubt were, superior to those made by machinery ; but latterly machines have been invented which have turned out a very satis- factory article: The first successful invention ap- plied to the manufacture, formed a blank nut in a die box, which was suffered to become cold, and the hole for the bolt punched while cold ; bat it was found that the iron around the bolt hole was torn in the process, and the nut was not reliable where much strength was required. An improve- ment upon this was a machine which performed the punching process while the iron was hot. The nut made by this process gave much satisfaction, and was found, we are informed, equal, if not su- perior, to those made by a blacksmith. The last improvement (patented by Mr. Cole of St. Louis) also punches the hole for the bolt while the iron is hot. His principal improvement consists in the employment of two punches instead of one, which work from opposite sides towards the centre of the nut, thus forcing the iron into the body of the nut instead of punching it out. The manufacturers claim that this process condenses the iron around the bolt ho'.e, and gives the greatest strength to the screw thread. Whether or no this is accom- plished to the extent that they claim, is not, per- haps, for us to say, but must be decided by con- sumers themselves. We consider the invention described as worthy of attention. The advertise- ment of the manufacturers, Messrs, Fcller, Lobd &^Co., will be found in another column. City Railroads. As any improvement in the construction ot rail- ways, especially city roads, must be regarded with interest in all our larger towns, we will give a brief description of a new plan of track, recentlj laid on the Broadway railroad of Brooklyn, near Peck slip ferry. This track is composed wholly of cast iron, and is laid oa a pave^l street without the use of ties, string pieces, chair, bolt, spike, or wood of any kind. The rail is 6}. 2 inches in depth, with a base of 4 inches in width, increased to 6 inches at the ends and in the centre, cast on a chill, making the rail perfectly smooth, and aa hard as steel. The tread of the rail may be cast to any desired pattern. ■ - • -, The length of rail is 12 feet, and weighs about 350 lbs. each. The end has a grove and tongue join* in the tread, and is further secured by a large cast iron spRce wedge driven across the joint in continuous grooves cast on the side of each rail, by which the track is made perfectly continuous. In laying the track a trench is opened in the pave- ment about 18 inches wide and 8 inches deep. A thin plate of cast iron 9 by 16 inches is placed un- der the joint, and also under the centre of each rail. Tire gravel is then brought up firmly under the whole length of the base by the tarapinp, bar, the trench filled in and tamped about the rail, and the paving replaced and firmly rammed. Nothing will be required in the way of repairs for man^ 74 AMERICAN RAILROAD JOURNAL.. years. We nnderstand the cost to b« only about |8,000 per mile. '' ^-'^^ »••'< The plan is the inTcntion of S. A. Beers, Esq., Civil Engineer of Brooklyn, N. Y., who has made arrangements to furnish the rail, or construct roads where it is used in aay part of the United States or Europe. To all parties contemplating the con- struction of railroads for cities, we would recom- mend a treatise recently publi-shed by Mr. Beers, entitled, "Railroads, their construction and man- agement, with the remedies for their abuse, from twenty-five years experience." Finances of 9Ilehla:«n. The Report of the Auditor General for tho year ending iJUth Nov., 1858, gives the following sum- mary of the receipts aiid expenditures of the State: Balance on hand 30lh Nov., 1858, $158,642 70. Expenditures, Receipts, , " •' 1857-'58. 1867-'68. General Fund $397,618 59 $666,656 36 Internal Improvement Fund 225,207 93 5,297 28 University Fund 30 00 2,400 85 Do. Interest Fund . . 35,580 29 19,221 45 Primary School Fund. 480 00 19,692 06 Do. Interest Fund .. 108,516 GO 68,588 64 Normal School Fund 360 00 Do. Interest Fund . . 6,998 49 3,042 14 Swamp Land Fund... 13,842 74 62,897 67 Do. Interest Fund . . 187 75 4,614 06 Siat« Building Fund.. 6 75 1,069 32 Asylum Fund 60,626 25 2,933 11 Mich.CeiUral Railroad Deposits 40 00 Sault Ste Marie Canal Fund 8,947 42 Treasury Notes 1 00 Balance on hand 30th NoT.,18o8 176,347 20 Total $1,024,363 05 $1,024,363 05 The general fund was derived from the follow- ing sources, viz.: Sales of old iron, etc., $10 96; sales of lands for taxes, $72,644 22; delinquent taxes coUecte'l, $60,605 47; delinquent tax inter- est, $3,210 32; State bonds sold, $13,864 11; State bonds interest, $2,472 29 ; State tax lands sold, $3,366 68; State tax lands interest, $220 92; redemption of State bonds, $19,182 24; redemp- tions from sales to individuals, $11,243 13; sundry counties, taxes collected, etc., $34,422 65; ex- pense of sales, $1,652 39; oflice charges, $3,601 87; brokers' licenses, $93 00; peddlers' licenses, $201 96 ; auction duties, $4 69 ; interest on sur- plus rave lue, $5,980 70; sales ot State salt springs, lauds and interest, $1,641 41 ; sales of asset lands, |10 ; plank road specific tax, $760 28; bank spe- cific tax, $7,596 75; Mining Co.'s specific tax, $6,698 05 ; Manufacturing Co.'s specific tax, $1,370 50; Railroad Co.'s specific tax, $149,939 86 ; temporary loan bonds, $50,000 ; loan of 1858, $216,000— total, $666,656 35. The amount of delinquent taxes due in the sev- eral counties on the 30th Nov., 1858, was |94,- 986 75. ;....- The amount paid for salaries of State officers for the year was $14,137 50 ; Supreme Court Judges, $7,500; reporter to ditto, $163 88; Circuit Judges, (10,) $13,180 80; Recorder of Detroit, $1,125; Dist. Judge of Upper Peninsula, $1,250; Bherifi'sfees, adverli.iing, etc., $2,320 42— making the total expenses of the Judiciary, $25,840 10. The funded and fundable debt not yet due is as foUowi: Penitentiary Bonds due Jan. '69 $20,000 Jan. '60 40,000 Int. Imp. Warrant Bonds, on demand. .. 60 Full paid 6,000,000 loan bonds, due Jan. 1863 177,000 Adjusted bonds, due Jan. '63 1,726,686 Temporary Loan bonds 60,000 Loan of 1858 216 000 The part-paid 5,000,000 Loan bonds ($180,000) outstanding, when funded will amount to Outstanding Int. Imp. Warrants $2,229,735 104.142 3,752 Total $2,337,629 The estimated revenue (including $176,347 20 balance on hand) for the year ending 30th Nov. 1859, is stated at $804,747 20, and the estimated expenditures for the yeau- are stated at $026,- 968 03. _ FInanc«a of PennaylvaaJa* The revenue and expenditures of the State of Pennsylvania for the fiscal year ending 30th Nov., 1858, are exhibited in the following aggregate summary : The available balance in the Treasury, at the close of the fiscal year, 1857, $528,106 47 Receipts to November 30, 1858, in- clusive 4,139,778 35 $4,667,884 82 Expenditures from Novem))er 30th, 1867, to November 30th, 1868, in- clusive $3,776,857 06 Balance in Treasury, Nov. 30, 1858. 892,027 76 $4,667,884 82 The public debt of Pennsylvania on the Ist Dec, 1857 and 1858 is stated in the Governor's message to the Legislature as follows : Funded Debt : 1867. 1868. 6 per cent. Loan $445,180 $446,180 5 percent. Loan ...,38,773,212 38,420,905 do. 4 do 5 per cent, coupon bonds sold by Girard Bank . . 388,200 100,000 28,000 388,200 100,000 Total funded $39,734,592 $39,354,286 Unfunded Debt : Relief notes outstanding ..$146,421 Interest certificates 23,474 Do. (unclaimed) 4,448 Domestic creditors 802 $105 350 23,367 4,448 802 ToUl unfunded $175,146 $133,958 Total funded and un- funded $39,909,738 $39,488,243 and since the close of the fiscal year 1858, the commissioners of the sinking fund have redeemed of the 5 per cent, loan the sum of $220,132 leav- ing the real debt at the end of 1868, $39,268,111. To meet this debt, besides the ordinary sources of public revenue, the State owns bonds received from the sale of the public works amounting to $11,181,000, and this deducted leaves the actual indebtedness of the State for which interest has to be provided from the public treasury $28,087,111. Railroad Couvention. On the 1st Monday of February next there will be the largest assemblajie of railruad men ever convened in this city. The stockholders and offi- cers of the Memphis and El Paso and Southern Pacific Companies, wi.h repieseuta lives of all in- terests connected with the construction of a road to the Pacific, trom the East, West, North and South, will be in attendance. It is rumored here, from New Orleans, that the terms of consolidating Southern Pacific and Memphis and £1 Paso Com- panies have already been agreed upon, and that the Presidency of the new company has been of- ferred to Hon. James C. Jones, of this city, and will by him be accepted. — Memphis Daily Appeal. Charleston and SaTannah Railroad. The annual meeting of the stockholders of this Company was held in Charleston, on the 19th inst. The reports of the officers were submitted, ap- proved and ordered to be printed. After which the following gentlemen were elected directors for the ensuing year : Directors — Hon. Chas. Macbeth, G.W. Williams^ Hon. W. F. Colcock, Gen. Wm. E. Martin, L. T. Potter, Otis Mills, Hon. T. M. Wagner, Henry Gourdin, Jas. B. Campbell, Hon. Edmund Rbett, W. B. Hodgson, R. Bradley. President — Hon. Thos. F. Drattow. ,■• Secretary and Treasurer — Edward L. PiBKnt. Grand Trunlc Railroad. The Detroit Advertiser states that the Grand Trunk Railway Comjjany have now secured the right of way throughout Wayne county for the Detroit and Huron branch of this line, and that the right of way for the entire route will no doubt be speedily secured. About thirty miles of the track is already graded. The road is being con- structed in a substantial manner. The culverts and bridges are entirely of stone work and iron. Debt of Boston. The public debt of Bostun at the end of 1822, when the town became a city amounted to only $71,185. In the next 25 years it increased at an average rate of $36,000 per annum ; and in the year 1848 and each subsequent year amounted to the following sums : 1848 $1,354,332 1853 $1,886,459 1849 1,623,823 1864 2,367,694 1660 1,766,000 1865 2,337,188 1861 1,714^98 1866 2,631,688 1862 1,746,610 1867 3,421,038 and at the end of the year 1858 to $3,964,461. Even the properly of any and all the citizens as well as the city public property is liable for both principal and interest, and if the government neglects to provide means to pay these any private citizen upon whom the public creditor chooses to call, may be stripped of his property to liquidate the demand. . . . :•. - '\ ■ IVeiir Jersejr Railroad and Transportation Company. The following is a comparative statement of the business of this Company for the past two years : Total income from pas- 1867. 1868. sengers, freight and other sources $911,617 26 $903,458 i5 Total exp'ses for repairs, and operating of road and all contingencies. 876,866 03 349,370 73 Net income $534,761 22 654,086 72 Dividend of 10 per cent, on old and new stock 362,460 00 Surplus earnings carried to sinking f«r x- fund, alter payment of tax, transit duties and interest on bonds $123,982 72 Diminished gross earnings for 1868, as compared with 1857 $8,169 80 Diminished expenses do 27,495 30 Increase of net receipts $10,335 50 The diminished gross earnings for the year 1868, compared with 1857, were caused by the falling off of receipts from other roads, while the earnings from the New Jersey Railroad proper, and it* appendages, bay? increased. AMERICAN RAILROAD JOURNAL. 76 VoTth-KAMt and South-West Alabama Rail- road. ■ - \ ~ The annoal meeting of the stockholders of this company was held at Eutaw, December 16th. The proceedings were interesting, and the official statements laid before the stockholders were im- portant and encouraging. The Tu:scaloosa Monitor gives a report of the proceedings. It was ascertained that the whole grading from the Mobile and Ohio road to Tuscaloosa was pro- Tided for, except a slight d^cit, estimated at about $46,000, which occurs near that city, for which the Tuscaloosa subscription of $40,000 in casii will amply provide. Then with the elevated grade, proposed by Engineer Rodos ; from Tusca- loosa to Elyton, by which, it is stated, contractors can accomplish a greater length of distance nnder tbeir contracts, the whole grading is provided to the town of Elyton. The bridges across the Warrior and Bigbee rivers are in course of construction, and the only means lacking to complete the whole road-be 1 for the iron from the Mobile and Ohio road up to Ely- ton, is a sum necessary for cross-ties, trestle-work, small bridges and culverts — a part of which is al- ready secured. In view of these facts, the stock- holders passed a resolution authorizing the Direc- tors to borrow a sum of mcney, not exceeding $1,- 400,000, ' to enable them to purchase the iron, clothe and equip the road to Elyton from the Mo- bile and Ohio road, and to secure the same they are authorized to issue and negotiate mortgage or income bonds, or such other securities as in their opinion shall best promote the interests of the Company, and may pledge their lands, road-bed, or any and all other property of the Company, to secure the payment thereof." At Ihe same meeting, the following gentlemen were elected Directors for the ensuing year : Jas. Jack, J. A. Mudd, A. Batt?e, A. B. Dearing, J. H. Dearing, B. F. Houston, J. Hair, J. I. Thornton, 8. L. Creswell, S. McAlpine, R. P. Frierson, A. F. Alexander. The new Directors immediately or- ganized, and unanimously elected L. N. Whitfield, Esq., of Tuscaloosa, President of the Company. amounted to $174,185, that there were expended, during the same period, on the river for itnprove- ments $68,746, thus leaving a net revenue of $110,- 337, in 20 years, or a net revenue of $5,520 per annum. Between 1851 and 1856, the tolls amounted to some $15,000 per ^nnum, and during that period very little coal was shipped. The tolls came chiefly from salt. With the navigation improved, the tolls on this river will soon amount to $25,- 000, and even $50,000 per annum. I Molaas River Improvement. learn from Washngton that the Attorney General has given to the Secretary of the Interior a construction of the act of August 5, 1846, grant- ing to the Territory of Iowa ceruin lands to aid in the improvement of the Des Moines river. He mainUins that the grant otly embraces lands be- tween the mouth of the river and Raccoon Fork. The question of the extent of the grant has been agitated about ten years. His opinion is in ac- cordance with those expressed by Messrs. Crit- tenden and Gushing on the same subject, and op- posed to the opinions of SecreUry Walker and Reverdy Johnson. This State claimed that the grant extended on both sides of the river from its mouth to its source, embracing millions of acres. The opinion limits it to about one-fourth the amount claimed. We Balance, deducting assets $73,891 41 Included in this amount there are, of bonds past due, $29,500, a portion of which have been issued open, and will soon pass into jadgments. Bank Dividends. The Brooklyn Bank has declared a semi-annual dividend of 6 per cent, payable on the Ist of February. The St. Nicholas Bank 3>^, payable on thelith of February. ' ■. -y . The Bank of Mobile has declared a semt-annnal dividend of 5 per cent, payable to the stockholders registered in this city, on demand, at the Mer- chants' Bank ; the New York State Bank at Al- bany, a semi-annual dividend of 6 per cent, pay- able on the 21st inst. The Leather Manufacturers' payable 1st February. Bank, 6 per cent, Railroad Dividends. The Brooklyn City Railroad Company has de- clared a dividend of 4 per cent, pajahle on de- mand. •" ;. :■ ' y--^ . \ • V The Sixth Avenue Railroad Company a quarter- ly dividend of 3 percent., payable 1st of February. The Galena and Chicago Railroad a dividend of 2 per cent., payable Feb. 16th, at the office of the company in Chicago. The Peoria and Bureau Valley Railroad a div- idend 4 per cent., payable at the office of the com- pany, 13 William Street, Feb. 10th. ■ ■-*-•■ 76 AMERICAN RAILROAD JOURNAL, The Pbiladelpliia and Trenton Railroad Com- pany has declared a semi-annual of 4 percent. The coupons due Ist February on the 10 per cent, bonds of the Chicago and Milwaukee R. R. will be paid by the Bank of the Republic. Insurance Dividends. • *The Beekman Fire Insurance Company has de- clared a semi-annual dividend of G per cent, the Astor Company 8 per cent, and the Peter Cooper Company 6 per cent., all payable on the 1st of February. The Great Western Insurance Company have declared a dividend of 10 per cent, in cash and 20 per cent, in scrip, payable Feb'y Ist. The Pacific Mutual Iu$urauce Company has de- clareil a dividend of per cent, on the outstand- ing ceriiQcates of profits, and Jo per cent, on the uet amount of earned premiums for the year 1858, both dividends i)ayable on 1st of February. The Home Insurance Co. have declared a semi- annual dividend of 20 per cent, payable on the 24th inst. The Exchange Fire Insurance Company has de- clared a semi annual dividend of 6 per cent., pay- able February 1st. The Greenwich Insurance Co. a semi-annual dividend of 7 per cent, payable Feb'y 1st. The Broadway Fire Insurance Com- pany has declared a dividend of 7 per cent. Interest on Bonded ludebtedneaa. The outstanding bonds of tlie Paterson and Ramapo Railroad Company, past due, are paid on presentation at the Bank of North America. In- terest on the same will case after Feb. 1. The Auditor of Franklin County, Ohio, has re- deemed $18,000 of the County Bonds issued to the Cinciiuiali and Xenia Railroad Co. 1'his leaves $2,000 still outstanding, which the Auditor desires should be returned for rederaptioQ. The Commissioners of Jackson County, Ohio, say that provision was m^de by them for the pay- ment of the interest on the 7 per cent, loan, which fell due Jan. 1, and paid to the Citizen's Bank of Jackson, to l>c transmitted to the Park Bank, New York; but in con.sequence of the failure of the Citizens' Bank, the money was not forwarded. There being no money in the treasury at present, they cannot pay the January interest till July 1, at which time they will have sufflcent funds to |3ay all interest now due and then to become due. The coupot?s of the 1st mortgage bonds of the Cleveland, P.iinesville and Ashtabula Railroad Company, due Feb. 1, will bo paid at the Ocear Bank. The interest on the bonds of the Peoria and Bureau Valley Railroad, due Feb. 1, will be paid at the Corn Exchange Bank. Ifank of Bng^Iand. The return from the Bank of England for the the week ending the 5th January, gives the fol- lowing results, when compared with the previous week : Public deposits.£n,632,300 Increase. . . . £173,720 Other deposits . 13,580.106 Decrease . . . 676,488 Rest 3,166,862 Increase... 51,785 On the other side of the account : Gov't Securities.10,805,931 Increase . . . X2,660 OlherSecurilies.18,200,742 Increa.se . . . 1,250,589 Notes unempld.12,161,000 Decrease... 683,965 The amount of notes in circulation is £20,882,- 350, being an increase of £772 000 ; and the .stock of bullion in both departments is £19,145,649 showing a increase of £178,549, when compared w'tb the preceding return. Banlc of France. The half yearly dividend of the Bank of France is 48r. The last half-yearly dividend was 65. The dividend on the whole year is 3f. 80c. per cent. This is an unfavorable result, and it has caused some disapjiointnient to those who expected the Bank would have derived increased business from the late reduction in the rate of discount tol3 per cent. ^ ' Bank Statements. The following is a comparative statement of the New York Banks for the weeks ending — Jan'y 15th. Jan'y 22d. Capital $66,108,135 $66,108,135 Loans 129,349,245 129,540,000 Specie 29,380.712 29,472,056 Circulation 7,586,163 7,457,245 Deposits 95,456,323 95,066,400 The following is a comparative statement of the Philadelphia Banks for the weeks ending— Jan'y 17th. Jan'y 24th. Capital $11,688,066 $11,588,065 Loans 26,365.368 26,283,118 Specie 6,050,743 6,099,317 Circulation 2,830,384 2,769,145 I>epo*it3 17,323,908 17,498^219 The following is a comparative statement of the Boston Banks for the weeks ending — Jan'y 17th. Jan'y 24th. Capital $33,318,000 $33,320,500 Loans 60,106,798 59,400,400 Specie 7,931 ,712 7,383,400 Circulation 6,793,723 6,609,400 Deposits 21,12^,712 20,728,000 The following is a comparative statement of the New Orleans Banks for the weeks ending Jan'y 8th. Jan. 15th. Loans $20,453,417 $20,904,840 SjJecie 16,294,474 16,343,810 Circulation 10,383,714 10,919,489 Deposits 24,297,165 24,265,133 Exchange. 9,966,131 9,666,071 Due dist. banks 2,640,578 2,070,170 The Bank.movement in the four principal cities of the Union, as compiled Irom the above, is as follows : l-OkVi DEPOSITS. SPKOIS. OISOnLATH N. Y., Jm. 22.tli&.540 050 $96,Ofi«i 400 f 2P,4:2,066 $7 457 ?45 Phii«SUU OF CELESTIAL. MECHAIklCS, Kx-ChierEiijfinecrofKxpIorations in Soutli- America, cT MErilANrtAL .\.M) CONSILTING ENC.INEER, Times Building, 41 Park Row. Room No. 4, NEW YOMK. PATENTS NEGOTIATED. DRAWTNO?. S|)"cifili.|'ic or diai;o: a', vcrlical, iKirizontal and traverse DIAL- LINO, with their appl cation to the dial exercise of Shafts, A, Drifis, Lnitoii, .■«i(|c?, Lovclling, e'c. Also, a treatise on •ASSAYING METATJ*, with f»l>lrni>'h Piiinpiri!; Eni{inn (lase-i, Vontilat'on aneiK. Boil' rs, etc . accompanied by Analvfis of the same : the wlii'lc lipiiiK o itrinal tratter and orrsuito d in tin- n ort p'.-irtical nnd as( fill manner for Eiigiiteers, 11. BAILLIEKK, Ku. 2V0 Broadway. HmS Meohanical Books. RAILWAY MACHINERY; . A treatise on the Mechanical EnKinoenng of Rai' ways ; cm- b'a ing the Prin iples and Construct on of Ito^lin); and Fixed P'Idnt, in all I'cpa tiDt-nts Illustrated by a Series ofPla'es on a I'rge rcale and by uu nerou* Entrravioga on Wood By D^niil Kimmkab Clabk, £nKi!lte^ 2 vols, lialf-morocco, $'J4. "This work contains Ihe best pnblJFhi d information extant npoD locomotives It is r<>coinmendnd to all builders, en. g IV ers, and machinis'a, ss giving m^xe useful, prsct'Cal, and ph losopliical iuHtrnction at a cheaper rate ihan cou'd be ob. tained by 'he purchase of any other work." — Ameru an Rail- road Juumal, GRIER'S Mechanics Pocket Dictionary; Nioth edition. Bound, $2 25 GKIER'S IVIeehanJc's CaljciUator; Sixteenth edition. Bound, |1.S8 THE ENGINEER'aND MACHINIST'S D R A W I N O - B O O K ; IlluHtrat«d by' numerous Engravings on wood and stMl Half-moiocco, $10.50. "A complete and reliable Work on tbe dningl.ting of ir*. chine y in sll ita detaJK, ethibiiing a hiKh style of art We are confl 'ent that this b i»k will form sn important element in the education of our young mechanirs.'*— Sin>n/t/?c Amerieois. BLACKIE A, 80N, 117 Fultou St., NEW TOBK T. A. HOWLrAND ifc CO., BROKERS IN RAILROAD IRON AVD S4 l^lLLlAin ST^ IVE^¥ YORK, ARE prepared to furnish either PoreI|n> or American Kails, as > Equlpinent* of every kind deaired, oa Ihe inovt favorable term*. AMERICAN RAILROAD JOURNAL. 71 gat A •F*Tqga-TT.A.H.I> INSURANCE COMPANY. AUrrPt'S 1« Wall si., NKAV YORK; Ur r itii ^ 40U Walnut 8t., PHIL.ADKL.PUIA. CAPITA^ 8*200,000. THE SAFEGUARD INSURANCE COBIPANY h:»v UK reiireil that jortimi of the Capital Stock which was baseil upi>ii Securities out cifihis Slato an; now prepared to continue the Insurance bu>lnes«, a m1 will insure aKaiti>t loss or ilamaL-e byKnc, on IIous<;8, Mercliand Bc, Leases anil (he risks ol' lulauJ Na\ i^jation, on as tivoruble terms as other Corapaniea DIRECTORS. JACOB N. KKT.LKU. CHS. P. WATROU8. Wil.l.IAM FOIIHKS MATHE* KEIUKY. FRaSTCIS BF.aCKBCRNK. C. B. KNGLISH J A. n IIASBKO'CK. A. C T.AWREN'CE. nOBEIlT 1'. KIXU JACOB N KKKI,KR. Pr>>s/. EDWARD WILEB. JOHN PRENTICK P. E. BIKKIIKAD. Hon. S B. CUSHINO. EMIIU J. BALDWIN'. .lOSUCA M. BE.ACH. BENJAMIN F. STILEfJ. GEORGE II. LEWIS. JO.-!. E. STIDFOU). ALBERT WELLES, Fibres'/. HE.VRY R FOOTE. ^ecretury. ' W. p. STEELE & CO., BANKERS, 21 WIlllAM STREET, NEW YORK. STOCKS and BONDS Bought and Sold on CommigsloD. Merciintilc Paper and Loans negotiated. AtlT;inri"s inado on all approved Spcurities. COLLECTIONS MADE throughout tlie Uuitcd States and Caii:\d:is. WILL lie received until th" 12'b of K< bruary next for the coasirncti.m of 3,600 linpnl l-'et of wo<>dn'i bridging, on the lio^ of the Lynch'.uri; Kxtenson, of the Oranite anil Alex .ndriaRHi road. Tlie plans are now ready for inspeCtiOD, at the office of the Company, in Albxihdria, Virginia. Detailed informatioa w.ll be sent to any parties oesiring it. U. W. VANDEORlFT. StS Engineer and General Bup't. TO MANUFACTURERS OF Offick of thb Covihoto" * Ohio R R., I Coti'gtun, Aleghccny County, Va., Jany 3rd, 18.i9, S PROP'i8AL8 will be iec-i\ed, at this oWce until the I4th of February, 1859, inclunive, — to maniif iCture one hundred and Hfty thousr u-e in the masonry n )w under coutract i.n the line of the C 'Virg'oii and Oho Railroad. Further inftirmation m»y i e hnd by pergnn* desirous of of faring proposals, on app.lcatiun at thia ufiSce on and after the 21st IDsL By order of the Board of Puh'lc Works, CHARLES R. FISK, mtk Chief Engineer. Notice to Contractors. PROPOSALS will be received by the States Islasd Railroad CoMPAliT until thels' day of F> brnary, IWQ, for the completion of the Grading, Bridging and Masonry with partial equipment of flirniture for said Road. The Rails, Chairs and Spikes will be funiis-hed by tlie Company. Previous to the letting all necessary information may be «b- tained as to the amount of work yet to bc done, bv addressing J. DsWiTT MotiTFORT, Scc'y, 62 Warren St. Niw York. Docember 27, 1868. 4t2 Patents for Inventions. TD. 8TET30N, A gent for procuring fa'eots. No. 6 Tryon . Row, (near City Uall> A circular with full ioforrcatiun ■eot free by ma.l. American correspondent Prae. Mechanics' Jour, ttom l»b4. REMOVAL. WD. PTARLING, Metal Broker and Rail Inspector, « from Lawrence Pountiiey Lane, to the Vestry House, Lawrence, Ponntney HilL Loaoox, 1867. 500 Railroad Iron. TONS 66 lt>8. and 1,50U tons 60 Dm. best Welsh make, Erit! pattern, now in port, for sale. T. A. Hftwi.AND * CO., 64 William St., New York. 2,000 Railroad Iron. TONS of Erie Pattern, Crawtihays make, on sala. Apply to JAMES TINKER, 3iu40 64 Exchange Place. Railroad Iron. -, TBB undersigned have American and Foreign Railroad Iron for sale, deliverable in New Y ork and other roar- keta. CASWELL A PERKINS, Brokers, 60 Wall at Nbw TOBX, Jantiary 1, 1869. BOONTON, HOT PRESSED AND HOT PUNCHED PATENT MACHINE MADE NUTS. THE subscribers are now manufacturing at tbcir Worksi Boohtoh, N. J., Hot pressed and hot pnnrhrd WROUGHT IROW NUTS, upon R. U. Cols's newly patented Nut Machines. In ttvir manufaciure t'^e patented device of the 'Double Punch," namely two punches operating from opposite sides towards the centre r.f the Nut. forces into the body of the Nut most of the Iron, which in all other processes is punched out ; and also condenses the Iron around the Bolt hole, thus ensuring the greatest strength in the Screw thread, and making as they l>elieve a Nut superior to any made by hand, or the ordinary machine proco«»es. They invite all consuniers of WROUGHT IRON NT7TS to make trial of them, and will (Vimish •.imples and their price iist OD applicatiuii, ' !-*•> T.T-tq . (Secretary Niagara Ins. Co.), Marcu-< Spring, Esij.. Oiver II. Lee, Esq , John II. Gri-icom, M. D., Rev. Edwin V. Ilatti.-ld. D. D.. Rev. TI.eo. L. Cnyler, John Canierden, Esq., BeiJ. F. Manierre, ilsc].. New York ; Otis Allen,. Esq., Albaiiv N. Y'. • Messrs Goriiam II Co., Pro\ideiice, R. I. A. H. DYETT, k^ STOCK AND BOND BROKER, No. 43 EXCHANGE PLACE, PETERS, CAMPBELL & CO., BANKERS AND DEALKRS IN DOMESTIC EXCHANGE AND BASK KOTES, Ko, 50 IITALL STREET, NEW YORK. SPECIAL ATTENTION GIVEN TO nr ALL PABTS OF THE VmTED STATES. PETERS, SPENCE A CO., liynchbarg, Va« DAVID K. 8PENCB, DEXTER OTET. D. T. C. PETERS. ; S N. H. CAMPBELL, S } BIFEK TO Ja8. T. SoiTTBR, Esq., Pres'tirk BepubUe, ; „ y ^ qj^^ American Exchange Bank, ^ «ew i otk wiij bulks and Bankers, Richmond and Lynchburg, Va. KETCHAM & WILLIAMS. STOCK BROKERS, No. 1 HANOVER STREET, Near Wall, NEW YORK. Stocks and Bonds bongfat and aold ob OammMoo, aai Loans negotiated. eoi9 DUNCAN, SHERMAN & CO., BANKERS. Comer Plnle and Nasaan Sta., NEIV TORK, BANKERS and DEALERS in Stocks, Bonds. f:xrliange and Commercial Paper, on commi8.-ion. No. 49 Wall atreet, and 41 'William street, NE\%' VOHK. Orders for the purchase and sale < f Stocks and Bomli., at Iba Brokers' Board, by letter or otherwise, promptly executed. Casb advanced oo sound saleable sccorities. KSrSK TO m.JAlt BAUB* CO..H.Y. CONTIKKNT AL FK. N. T . R. H. RICKARD, MINING AGENT & STO(^K BROKER, Office No. SI Nassau at., NEW^ YORK. BUYS and sells MINING SHAKES, MINES and MINERAL LANUS on c< nmii.-.-ion, u ill <'Xaniii.e Mines and Alincral L.'uidb ui an> |erior bUMuess. DINGEE Sl HOLDEN, AUCTIONEERS AXD REAL ESTATE BROKERS, No. 9 NASSAU STREET, fndcr JKwsr.'i. Dc.vcas, Sberman & Co. SOLOMON DINGKE. ? KVW V(\TiV CHARLES E. HOLDEN, S l>r<>V lUlin.. Stocks, Bonds, Mortgages. & Commercial Pai>er Buu^dit li Sold. REFERENCES. Citizens' Bank, N.Y, Mc.«-r».Tliomi>6on Bros., Bankers. " Messrs. Sewe'l, Ferris ft Co. " Geo. P. Rogers, Esq., " A. Grid ey. President McLean Co. Bank, Illiuo.s. Uoa E. D Campbell, Lt. Gov., Wis. Hoo. Judge L rd. La Crosse," Jno. M.L vy. Banker, " " Hon. Fraukiiii .Steele, Minne- 6ot.x A.Tk W. A. Saunders, Bunkers, Mt. Pica>ant, Iowa. SIMEOxN DRAPER, Anrtloneer. By SIxMEON DRAPER, OrriCB, No. 36 PINE ST., NEW^ YORK. REGULAR AUCTION SALES At t» Mbbobakts' Kzobabsi EVERT DAT. STOCKS and BONDS bonght and sold at private Mda. SaU evety dag ol 12.S TON, President, SoaiaToM, Pa., or THBO 8TUROK8, Tr4a-urer. 46 Esehauift Place. Ntw YOBK THE ROUGH AND READY '^l.QJLjJLJOD^Gr JVTTTiTigl OF DANVII^LE. PA., ABI preparwl to Oil orders for RAILS of the best quality at the market pricei T. A. IIOWLAND A CO., Agenta. 5* IVIIIIam at.. NK^V YORK. RAILIIOAD IRON. THE KE.XSSELAER IRON COMPANY, TROY, N. Y., OFFER Rails of their own manutecture deliverabl. u may be desired l>y iiurcbasera, Ndred in exchanffe for new, or F>r re-manufacturinf: JOHN A. ttRISWOU), Acaatt TROY.N.Y. Haw York Agency: BUSSnCO, CROCKJBR * DODOK, z% ciur at. IRON BOILER FLUES. Lap- Welded Boiler Flues, 1)^ to 7 iuches outside diameter, cut to definite :,;.■: length, 2 to 20 feet as required, Wroug^ht Iron Welded Tabes, From )^ to 6 iiicbes bore, with Screw and Socket GoDuectioDS. T's, L's, Stops, Valrea, Flaoees, ' Ac, dbe. ^ ' MANUFAOTURXD and FOR SAL! BT MORRIS, TASKER & CO., PASCAL URON WORKS. Eatabltahed 1831. Warehouse— 209 South Third st., PHILADELPHIA. araPHBi mokkis, TH08. r. TASEBR, JK. CBtS. WHIBLBK, JR., BTirBBH P. M TASKBB. ROUND OAK IRON WORKS, > STAFFORDSHIRE, EIVGLAIVD. Lord WAHD, Proprietor. MANDFACTURE RAILS, BOIL.ER PI.ATEg, SHEETS, HOOPS and BARS, of erwy Tan.t^ n piUtcrik, HORRIS * BROTHER, Agenta .'br the United Sutea, UBOOTI OlABLBB HtrbBT, tow BALTIMORE. And 17 Na»iv Etrbbt, NEW YOKK. MORRIS & JONES & CO., IRON MERCHANTS, MARKRT AND EIXTEENXn STREETS, PHILADELPHIA. IRON AND STEEL ^ IR ALL THBIB TABIXTIBS. BOILXR PLATE, ' CAR AXLBS, BOILXR RIVBT8, RAILROAD IRON, OUT NAILB and 8P1KXS, PIO IRON, etc. Haring the aetling agency of a number of the Rolling Mills Vumaces and Forge, in tiiia State, orders for any deacriptioo of Iron can ba execntad. ▲a«uall«,18M > ||t| T "H E RAILROAD IRON MILL COMPANY, CLEVELAND, OHIO, MAKirrAOTU-RBRS EXCLUSIVELY OF RAILROAD IRON. THIS Is a new ROLLING MILL, having heea working only dgbteen mouths, and confloed to work for roads oo this line b.tw.wi BaAUo Mid Ohicago In re-rolling old Raila. The eapadty is Forty Tons per day. It ia well aituatad for fMaiTing old Raila, either by Railroad or Lake. Orders are now solicited Vran Boada hi other sections of the country ; and work wfC ^a made with New Iron la the beads, If desired. Apply to ALBERT G. SMITH, Praaldant of the Incorporatloa. Vabraary, 1868L RAILROAD IRON. The Crescent Mannracturiug Company, WHEELING, VA., ABE now itTfiared te execute, at short notice, orders for Kaih of «ny required pat'eni and weight, and to re-roll old rails, on thu most tit>ersl terms AddreMi N WILKINSON, Sec'y, i,VA. 8tf WaiBLiia, RAILROADIRON. CONTRACTS FOR RAILS, AT A FIXKD PRIOR OR ON GOMMISfc'ION, DELIVERED AT AH ENGLISH POST, Or at a Port ia United States, WILL BE MADE BY TUB V\DRROfa!VED, THEODORE OEHON, 10 Wail sL, near Kroudway, New York. MOtoos T rails oo hand M to (T lbs. per linear yard. RAILROAD IRON. Thenadersigned, Agenti for leading Manufacturert in STAFFORDSHIRE AND WALES, ABB PBIPABED TO OONTBiOT FOR DKLIVBRT Oa koard ship at Uverponl, or Welsh port a OOVOSEVB 4 80K, U Oll#at, N. T. RAILROAD IRON. Via UndersigBed, Agenti for the Muinfacturen, ABB FREPARKD TO CONTRACT TO DBLIVKB Free on Board at Sliippiig Ports in England, or At Porta of DIaaharg. In tha United Statea, RAILS OP SUPERIOR QUALITY, And of Weight or Pattern as may be required. VOSE, LIVINGSTON * CO., Ntw Y«rk Aug. 1, 18&5 B Hoiith William S'reet R Air ROAD IROV. The Sabscribers, Aeenta fbr tha Mannfacturen, ABB PBBPlBBn TU OOBTBAOT BOB TBB DBLIVEET Of RAILROAD IRON AT ANT PORT hi thaUmtwl Statea or Canada, or at a shipping port in Waleai WAXHWRIGHr * TAPPAH, Boaton, Jima. 1861. 29 Cwitial Whact RAILROAD IRON AND COMMON BARS. THB UNDKRSIONBD, Bole Aicenta to Meaara. OUEST 4b CO., TbeProprleton of the D >wlals Iron Worka, Nemr Cardiff, South Warn, ABB dniy anthorixed to contract (br the sale of their O. L. Railroad Irea, and Oonunon Bars, on moat adTantageooa I. * J. KAXXir, 70 Broad it To Railroad Companies, MACHINISTS & OTHERS. BSST quality OOP WA9TB, ccnstsntly oo hand and for sal. by M. K. JESUP & CO , No. 4i JCxchange Place, Umw Yoai' STEEL, FILES, &c. R. GROVES &. SONS, SHEFFIELD, ENGLAND, MANCFACrnKIRS or warranted Cast Steel, ru|)erioi quaUty, Ibr Tools, Ifaebinery, and Engineering purposaa, Singia and Double 8bMr, Blister, Oerman Spring and Shwl ItMl ar every deMrlptinn— also, Oaat Steel Files of Ugb rep» tatioa, aapealally adaptwl Ibr tb. osa of MaehiaUta, aad Bawa Bad Hga Tods of all kinds. A stock of tha abora gooda eooatwUy oo haod, USB " '' ^ •' 0HA8. OONGRByX * BOH, AfaolB. U Oiur straat, H/r. "X"UXJX7 Railroa EiBS, Corington, Ky. There rails bare decided adTaiitages ort any rail hitherto made, among tbem Ihe fat lowing :— The "Tubular Rair of (0 lbs. p« yard has gTMkl«r streugtb and eUstid. )ty, with the sam. outaid. surfaoa BB aottd raOa a< M iba. par yard. \~ Its density Is greater. Its w.lding nearw p«fect, and Its durability superior. Unlik. other n.w thrms of rail. It eaa ba pot down on tha BS. chairs, and with tba aama (kstartaga, Mad with eoaiBMa 7 rails. Tb. arrangements to maao&ctnra ars aocb that thaaa ralii (aa be fUniisIied of soy American or Fureign make. Reference is mad. to the oh port or at a port In the UuitMl States. Also for all descriptions of RAILROAD EQUIPMENTS npoo Csrorable terms. JOHN "W. HUIil. dc CO., Ho. 41 Exchanco PIsuse, NE'VIT YORK. RAILROAD IRON. WOOD, MORRELL &. CO., Harin); leased the extensive Works of th. Cambria Iron Company, Situated at Jobkstowb, Cimbkii Co., Fbbba., And purchased all their real estate, ARE r ow prepar«l to execate. at short notice, ordefs ibr RAILS uf auy required pattern or weight, on the meat Uberal terms. PWladelphia Office, j ^jS^lST^^^ttS' W RAILROAD IRON. ELSn or Staffordshire make, delivered on board at an English port or at a port in the United State.. KORRIS 4i BRUTIIER, 6ni35 BsLTiMoaa. And 17 Nasfau St., Nbw Yobk. CAUTION. As there are r.umercus initations offur FHANQIPANNI, purchaser- are ri'que>tci1 to see ihit the namiS o( Piassa and L(;bib are Impressed ui-on tie Battles. ^ I 'V< ♦; (-.•-■■ PIESSE & LTJBIN PRarUUBtT FACTORS. PESTACHiaSrUT SKIN & COMPLEXION, POWDER. {Bo*e$ %$.6d. each.) Ji, New Bond St. LONDON Soldby BllFaahioaablePaBroMBBB and DBoaoitra in tha World. WaOLRflALB AOKNT FOR THB UNITED STATRfl: Mr. JONAB PUUX1P8, ST PMtrl at., Ae wTtrA ■I AMERICAN RAILROAD JOURNAL. TO m. BRIDGES & CO., UAKCPACTCRERS AND DBALERS IS RAILROAD AND CAR FINDINGS, OF EVERY DEjCBIPTION, •4 COVRTLANDT ST., NEAV YORK. WIIROAD AXIES, WHEELS AND CHAIRS, NUTS, WASHERS, CAR, SHIP AND BRIDGE BOLTS. IBON FOROIXGS OF VaR OUS KINDS ETC.. ETC. STKEL AND RVBBBR SPRINGS, LOCOMOTIVE AND HAND LANTERNS, PORTABLE FOHGBS ASD JACK SCREWS, COTTON DUCK FOR CAR COVERS, < BRASS AND SILVKR TRiaXMINGS. , . Also, Sola AgenU for the Manufacttirers of Car Head Linings. Orderg for the purchase of goods on commi^Bion, aside from J our regular buwne.'s, respectfully solicited. ALBERT BRIDGKS. JOKL C. LANE. P.W. Bhinolander. Jamea A. BoormaiL EdwinA,.Poft : RHINELANDER, BOOKMAN & CO., RAIL W^ AY AGENTS AID i COMMISSION MERCHANTS, SOPFLT ALL MATIftlAL IXD ARTI01.IB U8BD III TBI CONSTRDCTIOJI LND OPERATLNC OP RAILWAYS. BAKK OF COMMERCE BCILDINQ, NIW TOSK. .<- ' BEFIB TO John A. fltevens, E-q , President Bank of Commere$. Bam'l SI'ian, K^q., Pieiident Hudson River Raiboad C». Jamea Biioriiien, Esq.. MeK.<^rK. 8ti imsn. Alien * Go. ileaars. Ci>oper A Hewitt, Meurs. Daucan, 3hcrmaii Sl Oa RAILROAD_SUPPLIES. WILLIAMS & PAGE, Vo. 44 Water, between CongreM and Kilby Streets, Boston, Mass. i Iron Ralls, Chatrs, Sl Spikes, ' FREIGHT AND COAL CARS, (on hand or made at sbort noticej Wheels and Axles of all kinds, f LOWMOOa, AMIS', BOWUNG, ajid NASHUA TIRBB, IRON AND STEEL, or all kinds for Bhopa and Track*. Car TrlmminKS, PainU, Oil, Tamisb, Oar wd Switch " Iioeks, Yratilatora, Laotems, Head-LlKtita, Oaofea, Bobber BprlDga, Chain, Hose and Belting, Ash, Pine and other Tim- ber, and ALL MATBBULI QBBD in BqiiipmeDt and Bepalrs of Beilro««*a, Xn^nes and Cars, at Uneeat pnee*. TUOS. S. WILLIAMS, PHILIP S. PACE, Lete Supt Boston dc Me. R. R. Late Paob, Aldbi A Oo. : m BEFEBENCE8. :; Jambb Hatwabd, President I Pbblps, Dodob A Co., N.T. Boaton and Maitie R. R. CooPiR, HiwiTT dr Co., da • OapU Wm. n. SwifT. BoHton. Rbbtbb, Bdoc 4c Co. ,PiiUB. : t^. stoal B. 8. Ch'Sbbocoh, Otuoaco, Phiia.. W. fc B. B. B. A. S. & A. G. WHITON 72 FINE ST., NEW TOBK, V DBALBBB IK RAILROAD IRON, CHAIRS AND SPIKES, > LOCOMOTIVES, ;j^' PASSBNOBSR AND FRKIGHT CARS. MAMDFACTDBEHS' AGENTS FOR Seller's Iron Turn Tables, Dimpfcl's Patent Blower, Oardinei's Volute Car Springs and RAILWAY SUPPLIES GENERALLY. ALSO ffBOOTLATORS OF SKCITRITXBS. S. B. BOWLES, UMIFICTDRER AND DEILEK IN RAILROAD SUPPLIES, No. 12 GOLD STREET, (Betwen TLATT »ii.l MAIDEN LANE,) I MoBBts K. jBBur. Jubb Kbmhbdt. Gilbad a Smith. M. K. JESUP & CO., RAILWAY AUENTS AND BANKERS, 44 EX<:llA!VOE PLACE, GEO. M. FREE.^IAN, 8DCCE880R TO PRATT & FREEMAN, PHILADELPHI.\ RAILWAY SUPPLY AGENCY, No. 193 WALNUT STREET, PHILADELPHIA. Railroad materials, Locomotire ami Tar Finilinss, MACniNERT AND MACniNISTS' TOOLS, MINERS' TOOLS, ETC. 10- COTTON IVASTE. .fig WUITE ASD YELLOW CAR GREASE, LOCOMOTIVE BRASS WORK, Baggage Checks, Barrows, etc., etc, RAILROAD LANTERNS, SIGNAL LIGHTS, STEAM OAUiiKS, COCKS AND WHISTLKS, INDIA BUBBEB HOSE PACSINOS, ETC. LANTERNS OF ALIj DESCRIPTIONS BNQINE, STATION, AND SIGNAL BBLL8, * ■9* SupoHor Car UplioUtcry, etc. ^gi AOENCT OP THE KEEOSE.VE OIL COUPAIIT. ■9- Orders solicited, promptly fll)«id, and forwarded with despatch and care at the mant^facturenf Uncut prieta. H. H. GOODMAN k CO., No. 7 WALL ST., NEW YORK, Dealers in Railway, City, County, and State BONDS, RAILS, LOCOMOTIVES, Ac. We have 00 hand and for sale, of County Bonds — Hardin County (Ky), 8 per cts. Carter, Bsih, and Montijom- mery (Ey), 6 per cents. Also a yariety of CITY, »CUBITIB8 in smaller lota. April SOtb. 1860. Davidson Cty (Tena),9 p.eti Iowa County cWis.), 8 perctB. Minora! Point do. da COUNTT, and RAILWAY GENERAL COMMISSION MERCHANT, Nob. 6 dc- 8 Broadway, and 8 Beaver St. ORDERS received for all size* NERCIIAMT, BAR and RAM-ROAD IRON, AMERICAN and SCOTCH PIO IRON. S( TERIOR WJIOLGUT IRON RAILROAD CUAlRd, SPIKES, CAR WHEELS, NAILS. ETC., KTC. OFFICE, 8 BROADWAY, Oomur Beaver at., opposite tlie Bou Ung Green, NEW TORK. REFERS TO Mexsrs. Cooper A Hewitt j Messrs Stillman. Allen A Oa M. ssrK. Win. Oothiut 4 Bro., I', ti-r Cooper, Esq. Messrs.Marshall I.^fl'erU It Bro. I James L. Jackson, Es^ CINCINNATI STOCK EXCHANGE. KIM & CHEEVER, Stock Brokers and Railroad Agents, NO. 83 WEST THIRD STRKKT, CINCINNATI, OHIO. Railroad* Stocks, Boo'is, Ac, bou|;ht and told 00 eommittitm Aefulu BtlBB at pubiw auetioo at ite AUM&Mtt' Xs«««||«a. AOKNTS FOR THI BALK OF FOBEIOn AND AMERICAN BAILBOAD IBOV AID ALL MlTBailLS BBrBBSSBT rOB TBI ConstrDction, Eqnipmrnt & Ojieratins of Railwtyi. RAIL^VAY AND OTHER SECURITIES BOUGHT AND SOT^D Either privately •* *t tli* Board of Brokaas* RAILROAD CHAIR WORKS. X B. GREEN & CO., Proprietors. 8DCCES6OR8 TO THB ■■-■." New York Wronght Iron Railroad Cliair Companf. Offlcc, No. 5 1 Exchange Place, Ke w^ Yoilu C /P ^ 3 HAVTTTd recently purchased, at Receiver's Sale all the Patent Richu owned by the late A'eie York Wroufht Iron Railroad Chair Company, and also llie entire machinery for manufacturing their improved Wrought Iron Riulroad Chair, we are now ftilly prepared to receive and fill all orders from responsible parties, to any extent, with promptness aod dispntch. The thicknen of the lips of oor Chair increase* thrmiifh the bend, where the greate.«t strength is required, rikI diminishes towards the edge ; so that a less wei^it of metal may be used, and a strength acquired equal, if not superior, to that of • heavier Chair of uniform thickiiea*. We invite the attention of parties wishing the best WroogM Iron Ohuir now in market, to our works Ibr a supply ; believ- ing they combino qualities superior to aqy others now mano- Cu:turcd. The Chairs weigh fVom seven and a-balf to fifteen ponnda, according to the thickness of the Iron and size of the Chair. To enable os to give you a perfect flt, it will be necessary at ways to tend a sectioa of the RaiL We cannot umlenuke to make Chairs without a proper pattern, as it i* uupoaaible to make a peifcct fitting ClKiir from a draw ng. Our manufacture of Cliairs are uaed on a large nomber of Roads, of wluch the foil jwing list comprises some of them, ris Galena and Chicasro Union Railroad Companj, North Carolina Railroad Company, .i}. ^ .-, New Jersey 0"^ntral Railroad Company, Panama Railroad Com;>any, Buffalo and State Line Railroad Company, New York and New Haven Railroad Company. Messrs. M. K. JESL'P 4t CO., 44 Ezehaay* Plaec, Neifr York, at* the only parties authorized to aot MOOT Amenta. Locomotive & Blachine - WORKS, BCCCE88OBS TO V ROGERS, J^LTCHUM & riRnsVEXOH, AVINO extsrsive faci itiea, are now prepared to funiiab promptly, of tho be^tand mo«t inipmved dcscriptioo, either COAL. OB "M'OOD BURNING H I LOCOMOTIVE ENGfNES AKD oraea taribt'cb or RAILROAD MACHINERY. J. S. ROGERS, Pre^l, ? v,.«.^„« «, • ^Vff . S. HUDSON, Suffi, \ P»t«"on, N. *. 1«. K. JRSVP, Vice PretH. Xm ^. STvVRR, .^ec'y onrf TVoi'r, f4 .^ ich a ng a ri«««. Sow T*Ki» 80 AMfiRlCADi RAILROAD JOURNAL. •^4 ' i. THE SCFIRNECTADY LOCOMOriVE WORKS, M iii:>>ff:v, 1%. ¥., HAVhNWjrue fucilitiL'i, are preparod to receive and es- ecuta (irilert Ibr r LOCIMliniVE E\GIHS A\D TEMJERS, litbM Ibr burning "WOOD or COAL, with promptneu uid 4is|>utch. BK ASS and IRON CASTINGS ; I^CCOMOTrVB TYUKS weldeO and bloclied to exact size*, and evory tiling cnnnected vith ttie ^r forwarding tboir work to any part of the country, without JOHir KL.I.IS, Agent. WAIiTER aicCiUBKlf, Smperlntcndent. RICHARD NORRrS. HENRT LATDIER NORRTS. RICHARD NORRIS & SON, LOCOMOTIVE STEAM ENGINE BUILDERS, IXTSKTSKNTH STRUT, ABOYl OALLOWHILL^ PHILADELPHIA, ~ BVaiaiD BIOLCSITBLT IK Til maOfAOTVBI OP LOCOMOTIVES, RAILWAY TOOLS AND MACHINERY. MANTTTACTURI to order, LocomotlTea of sny Arrani*- ■lent, WeiKbt or Otpft<;Hy. In Deetgn, Material an4 Workmanahi p, the Locnnnriti*es produced at the** Work^ ■M eqnal to, aod not excelled by any. LoocmotiVG Engines. DANFORTH, COOK & CO., PATERSON, N. J., HAVING er-^ted an exten-iva Sliop, with the most ap- l>rav>!d lo execute 0id> >8 f r t'lo < uro'ie ohi sc of Vrvli^ht c anl Tiiii 8, and the various too't >ui!abla for furti sh.in Kep iir tilio,»i. The b isiiie)s.s of M;(i:!.in<: mak n^, heretofore carried oo by Chatle:* Pa'i otli k C>< , i* coounuod liy the preaeat flrm, and alt orders wiJl rucei vc prompt attention. Iyi9 UNION WORKS, BALTIMORE. POOLE & HUNT, Iron Founders and General Machinists, ARB prepared to All at short notice and of beat materlala aod workmaorbjp, orders for l^team Eng^ines of any Size, PLATK CAR WHKKLS and CHILLED TIRKS, equal lo any proiluced in the country. WHKBL8 AND AXI.KS fltted fbr use. HTDRACLIO PRKSSK8 for expreaaing Oil* and itar otb«r purp»f>ea. MACHINKRYofthemaatapproredooiMtnicUonfornoas klg and Saw Mills. eASHOLDiCKS of any siae, and Machinery ud Caatlngt of all kinds for Oas Works. i -^m BTEAM B0ILKR9 «nd WATER TAHK8 of any slae Or deacriptton. aHAFTINQ, PDLLIK3 and HANQlBfl. WEST POINT FOUNDRY. R. P. P A K R T , Lessee. Blaniifai-tiirer of Marine and Stationary Suirar Mills. S^w Mills, Iron Bridgfes, Cannon, WATER riPES, BOII.KRS, IRON BUII,DINQ3, CASTINGS & FORGINGS OF ALL KINDS '-: f WM. KKMriLE, ; A«;enta, CIIA8. J. NOUUSE, S ao AVcat Street. xllAC'HINERY OIL. REFINED NEAT'S FOOT OIL WARRAklTED NOT TO OVVL AND e<)ual in ever.' respect to the best Spaau Oil for aB kiiMla of machiuMy use. , . . 7- PBTKR COOPBR, '.<>.'■ ; 11 BurtiocaUp, PATENT METALLIC. OIL, MAHCriOTVRID UitOIK TRI PITBVT OP J. & IV. IV. CVinBEBLAND, And under the personal Saperintendence of the Inrentor. THE NEW YORK CUMBERLAND METALLIC OIL FOOT OF 24th STREET, EAST RITER. OFFICE, 305 BROAD^VAT, WE respectfully call the attention of those Interested In the running of STEAMSHIPS, Machine Shops, Factories, and Machinery of all kinds, to the valuable qualities of our Ofl. 1. It Is entirely free IV >i Oum, cools heated Jouiw Dais quic1een ennbled to reduce the prices below those of last yctr ; and it is our hitention to keep it at all times below the price of Sperm. The prcjti'llce existing against Oils has very properly grown np, and we nre fu'ly aware of the dcceptiona which have t>een ami still nre prictiKed by unscnipulouM pentons ; but we are pr'>|>ared to substantiate all the foregoing; atate* ments rwlailvo lo the Huperiorily of our Oils, at OUR OFFICE, 305 BKOADlVAir, by large numbers of certificates of ilie best managed lines of Railroads, steamships, Machine Shops, & Factories in this country, testif^-liitr to its value as being greatly superior to any other. Most of the cfrtificates being of prominent Companies, it is probable that more or lens of them will be known to all We have iilso the AIBDAI^S and DI- PLOMAS awarded tousbytheASIEKICAN IN- STITUTK. Wo will at all times be ready to ref^ind the money if tlie facts above sliited are nut ■atlsfactorlly substaiv tinted on trial of the Oil ; and we on'y solicit from those who have never used it very hmall trial orders. Wo also make SUPERIOR GREASE, TAI.LOW, AND The BURNING OIL will bum in any lamp that will burn Sperm, lasting longer, and bumiog without ameil or amoke. ^ We manu&cture an OIL EXPRESSLY FOR SEWING MACHINES, GREATLY SUPERIOR TO ANY OTHER, AND IVITH rjSSS SMEI.L. Several have attempted to Imitate oar Oil, calling It "METALLIC OIL.," as well as giving it a similar ap|>earance t and we would CAUTION buyers against them, aod advise them to see that our brand— "NEV\^ YORK CUMBERLAND METAL- LIC OIL WORKS, FOOT OF EAST 24th ST." with the names of the inventors and kind of Oil, k upon »Tery packa^^e, howe'rer small. Address,— N. Y. C. METALLIC OIL WORKS. «»y NGW YORK. THE IMPERIAI^ LUBRICATING OIL, MASCFACTCRED BT J. c. nui.i. & so^'s, (Formerly W. IIpli. 4. Son,) 108, 110, lia, 114, 116 and 118 Cliff at., FOR RAILROADS, STE.lMSmPS, MILLS, MACBLNE SHOPS, ETC. THIS OIL having bc'n l>ofore the public for a longtime, and having lieen extensively used in different partn of the country, and on each oeoaHion meeting with uoqunlifled ap- proval, renders the manulacturers confldent when making the following claims : — 1st ltd flr!ut saving also no Inconsiderable amount of ntotlvo po^iver. 4th. It ii: ni'ly as durable as any Oil in the market, nnd consumers are invited to make their oiperimcnts on such Jour- nals as are inclined to heat up. Sth. It Is sweet and clean, and entirely free from all odor or unpleasant smell. J. C. HULL 8c SONS' REFINED BURNING OIL. Buyers are requested to give tUs OIL a trial, as it Is bAi lieved that it will be found the CHEAPEST, CLEANEST AND BEST OIL FOR BURNING, (all things considered), in the market CKRTIKICATE9 from a large number of Railroad and Steamboat ofllcers, also, prominent Monufacturen and Machine Builders, can be seen by application as abova TAW & BEERS, DBALRRS IN Sperm, iniale and Elephant WlM, Adamantine Car and other Candles, AND MAirtTPACTURBRS OP TAW'S LUBRICATING GREASE FOR RAILROAD CARS AND HEAVY MACHINERY. TniS celebrated OREASB has been in use upward* a( Ten years t and Is in the opinion of FORTY KAIL« ROAD CO.nPANIES, whom we regularly supply, The Cheapest and Be&t Lubricator in nse. Parties ordering, will please state the kind of box, or descri^ tioo of machinery. TA\ir Sl bebrs, 18 SOOTH WATKIl ST.. PbiladelplAla* OIL! OIL! PEASE'S IMPROVED ENGINE and SIGNAL OIL, FOB RAILBOADS, BTEAMEK8, FS0PELLEB8, AND FOB XTKAT CLAH* 0» MACHINERY AND BVRinNO. PRACTICAL TKSTS, by Kngineers and MachinlsU ol Tliousand* of Gallons, prove this Oil to be superior for ItiirnliiK. at,d TWENTY-FIVK per cent more durable tlian S(>enn Oil, for Lubricatmir, and the only Oil that iS in nil cases reliable, that will keep bearing eool, and In no case has It Ikiled to meet the approval ot the consumer. The ScientifU Americtm and Manu/aetvrtt't Journal, aftei tcoting this Oil, prooonoce it rior to any otber for Tj» bricating.— For sale ONLY by the Inventor F. S. PEASK, ei Main et., B17FVAI<0. Reliable orders filled ibr aaj put aC Um Uittod ItalM m Kurope. ^ —.v , ,^_^ , ^-^^^ r-^i^tn. IIERICAN RAILROAD JOURNAL. r/>Of; > ••••'r'' j ; ; : STEAM NAVIGATION, COMMERCE, FINANCE, >)f INSURANCE, BANKING, MINING, MANUFACTMES. | 3''r:^^^'^^'^S^^ V. POOR, Editor.- '■ ,M'-''^-^-^'^'''M ESTABLISHED IN 1831. panLISITBD WEEKLY BY J. fl. SCFIULTZ &, CO., AT NO. 9 SPRUCE ST., NEW YORK, AT FIVE DOLLARS PER ANNUM. RrCOSD QdARTO SKRtKS, VoL. XV., No. 6.] SATURDAY, FEBRUARY 5, 1859. [Whole No. 1,190. Vol. XXXII. Kr Mkssks. ALG AR 4i STREET, No. 11 ClemenU Lane, Lomhanl .Street, Ix>ndon, are tlie authorised European Agentg for th« JoumaL PRINCIPAJ< CONTEBTTS. New York & Erie R.R. — Railroad Management, 81 Railroads in Louisiana 82 Statistics of Manufactures 83 Wabash and Erie Canal 83 Journal of Railroad Law 84 Iron Trade of the United States 85 Finances of Illinois 85 Virjiinia and Tennessee Railroad 85 New System of Management on the New York and Erie Railroad 88 Alexandria, Loudoun and Hampshire Railroad. 88 Comparative Productiveness of English and American Railroad 89 Finances of Louisiana 90 Railroad Earnings 91 What Railroads Do for the People 91 A-inerican Railroad Journal. PoBLisnuD BT J. n. SCHULTZ &. CO. No. Sprucb bt. He'wr York, Saturday, Febmary 5, 1839. New Tork and Erie Railroad.— Railroad Management. Tiie following communication is from the pen of one of the most experienced and successful railroad men in the United States, whose views upon all subjects connected with the management of railroads deserve careful attention : (For the American Railroad Journal.) The late report of the Erie Railroad Company presents some facts interesting for consideration. These will be better perceived by comparison with some other lines. It is about the same length of direct line as the railroad from Buffalo to Cincin- nati — that of the Erie being about 465 miles, while the road from Buffalo to Cincinnati is about 4G2 miles. The number of miles run by trains on each line is about the same, though probably the excess is on the Buffalo and Cincinnati. , The New York and Erie Railroad has received during the year, in the aggregate $5,151,616 43 The line from Buffalo to Cincinnati has received 4,350,131 77 Id favor of the Erie $801,484 66 The ex^ienses of the New York and Erie were for the year $3,791,457 92 Those of the BuSalo and Cincinnati line .-. 2,139,767 13 Against the Erie $1,661,690 79 To show the details upon which this statement is made, and therefore its accuracy, the following is presented as the operation and business of the several sections of which the line from Buffalo to Cincinnati is corapo.sed : The Bnflfalo & Erie Railroad, 88 miles- long, received $939,373 48 Theexpeises for the year 538,618 91 Net receipts $400,754 57 The expenses were 57 per cent, on the aggregate receipt. , ^ ., The Cleveland, Painesville and Ash- tabula R.R., 95 miles long, rec'd. $1,104,925 53 The expenses for the year were 43 per cent 476,973 00 Net receipts ,V-. $627,952 63 The Cleveland, Columbus and Cin- cinnati Railroad, with its branch, about 141 miles long, received. ..$1,105,333 47 Tlie expenses I'or t.lie year were 48 per cent 534,961 04 Net receipts ..........»';..'.-.. $570,372 43 The Little Miami, and Columbus aud Xenia, 133 miles loug, received. ..$1,200,499 29 The expenses for the year were 49 per cent ...... 589,394 18 Net receipts $611,105 11 An average of expenses on the whole line for the year under 60 per cent, of the aggregate receipts. The New York and Erie is a single corporation, with one Board of Directors, one President, one Superintendent, and a single, and of course united management. Its trains are continuous. It can bring force, or running stock, from any part of the line, to supply any deficiency at any point. The line from Buffalo to Cincinnati is composed really of six corporations, but so managed by agreement in two instances, as to make prnctically four sections, as the receipts and expenses are above stated, and has therefore four sectional Boards of Directors, four Presidents, four Super- intendents, and four distinct independent manage- ments, each exclusive in the care and policy over its section, but all together ranning a contiouous line. The advantages of arrangement would, at first view, be all in favor of the Erie Railroad. Its re- ceipts are shown to be nearly one million of dol- lars more than that of the Buflhlo and Cincinnati line. The Erie Railroad i)ays interest on but a part of its bond debt, while the line from Buffalo to Cincinnati pays regular dividends to it< stockhold- ers of 5 per cent, semi-annually, except the Little Miami, which for greater caution paid 4 per cent. the two last dividends, though with a liberal sur- plus, but for which it might have paid 5 a'so. These are actually earned dividends, with avail- able means in bank to pay them when the times of payment accrue. These roads have practically no floating debt. One of them, from Buffalo to Erie, at their late meeting resolved to close their construction account, and to hare no longer any kind of cover for any of their expenditures. There would seem to be little hazard in saying that t^e line from Buffalo to Cincinnati is the best long line of railroad in this country, and the most cer- tainly profitable. Now in what consists the essential and great difierence that exists between it and the Brie Railroad 1 If the reasons for that difference are correctly appreciated, they are very simple, and easily per- ceived. They are not accidental, or temporary, but will continue to exist, and to be equally dis- tinct, under all circumstances of business, until, by some change, they shall be conducted more nearly upon similar principles. This difference arises from the consideration which, at first view, and to a casual observer, would seem to be quite unfavorable to the Buffalo and Cincinnati line. It is from the fact that there are four Boards of Directors, four Presidents, four Superintendents, and separate and distinct care and thought exercised by each. They form the best scrutiny, the closest care, and the most eco- nomical administration of a long line of railroad, that we have yet tested in this country, and this is only the experience of men of observation in other branches of business. Suppose the Erie Railroad was divided into four sections, along each of which were men enough to foi-m a Board of Direction, competent in capacity aud integritjT, and baviag a bona Jid« iaterast in .--v-<. S2 AMERICAN RAILROAD JOURNAL.. the property — not stock operators, nor men seek- ing places and salaries, but real live men — woald not "luch a government at once show a change in the management of the line, and in the reduction of expenses. Suih men, so situated, so interest- ed, so located that each lioanl could see and grasp the portion of the line belonging to them, would very likely reduce the expenditures very far be- low 73 per cent, on the aggregate receipts. The receipts of the railroads increase an they approach the city, and\he net balance should in- crease proportionably. It is very interesting to consider whether this consequence of increased business in the vicinity of the city, does follow ; whether tliere is increased profit therefrom, and if not, why is it 1 Analagous to all our experience in business, as well as in government, we find that the expenses increase as that business, or nation, becomes extended. This is entirely natural and rational. The 8U{)ervision cannot be as close, and therefore the economy of management is less. A Board of Directors, and a President and Su- perintendent, all located in the city of New York, can never, through agents far from them, manage and control a railroad with the same thrift that several such Boards and officers could do, having the ownership and sole management of the same line in respective sections. Especially they could not do so without Mr. M'Callum's system of gov- ernment, perfected in its details, faithfully ad- ministered by such an iron will, such an integrity of purpose, and such a grasp of mental capacity, as we have not yet seen united. So long as the Buffalo and Cincinnati line is governed in sections by Boards upon its line com- posed of owners, in fact, of such respective sec- tions, it will most likely be profitable. If it was consolidated into one company with its office and controlling power in the city of New York, its ex- penses in every department would increase and its productive value fall. ^^ >^^-x av^-^'^ 'i,^ "■ In this view of the question, we have not consid- ered the difTerence of capital or cost of the two lines ; that only affects the rate of dividend. The point presented is, that a line under one manage- ment receives over eight hundred thousand dollars more than the other, and expends more than six- teen hundred thousand dollars more than the same. Here are such enormous differences thatone repre- sents the old system of taking care of your own business yourself, while the other exemplifies the system of attempting to have your business well done by agents. The Erie Railroad is not singu- lar in this. Where is the instance of a thrifty rail- road, with its office, power and management in the city, and the road and its 0{)erativ98 at a distance 1 Most glaring cases to show how uniform has been the law might be cited. There is no mending it. The difficulty of snch management is inherent in the system. Better by far would it be to interest competent men along the line, making their profits dependent upon their care, and thrift, and leaving them under this legit- imate stimulus, independent, than to hope by any exaggerated salary, or by any set of abstractions to govern a long line of railroad. There is no secret in the management of rail- roads. Like all other business it is best, and otily good when it is in the hands of real owners. No rule can be set as to the amount of such inter- est which aa individual should possess, except his own estimate of its im^iortance. Fifty shares to a man on the line is of more importance tu him often than a hundred times that amount toast»ckdealcr in New York. The discharge of duty verges to- wards unfaithfulness in proportion as it is executed at a distance from the real supcrvii>ion. Railroads tn Lionialana. From the recent messaae of the Governor of Louisiana, we make the following extract in re- gard to the railroads of that State : The total amount of bonds issued by the State to the railroad companies amount to $1,735,000. As no provision has yet been made for the ulti- mate payment of these bonds at maturity, or for the payment of $483,000 of bonds issued to the New Orleans and Nashville Railroad Company, and due on the 1st of April, 1867— and $100,000 of bonds issued to the Mexican Gulf Railroad Company, due in 1870, I would urgently recom- mend the Legislature to take the nece>sary steps to provide for these debts of the State, by the cre- ation of a Reserved Fund, to be appropriated to that purpose, and would suggest that this fund might be provided without the necessity of a re- sort to any increase of taxation. The Internal Improvement Tax Fund, which was created for the purpose of meeting the interest mi the bonds issued to the railroad companies, and fixed at one- fourth of one mill on the dollar, or 25 cents on $1,000, it is found meets the interest on the lionds, and leaves a surplus annually in the Treasury ; that surplus now amounU to near $100,000, and it is estimated will be increased by the 1st January, 1860, about $50,000. By creating a fund for the " Redemption of Bonds issued to Railroad Com- panies," and investing the present surplus of the Internal Improvement Tax I'und in the Bonds of of the State, annually appropriating the surplus that may appear to the Internal Improvement Tax Fund, and semiannually investing in like manner the interest accruing on the bonds held by the Redemption Fund, and permanently fixing the Internal Improvement Tax at its present low rate, it is believed will very nearly, if not entirely, liquidate the debt of the State for account of rail- road companies. I have, through the Presidents, been furnished with the reports of the Vicksburg, Shreveport and Texas, the New Orleans, Opelousas, and Great Western, and the Baton Rouge, Grosse Tete and Opelousas Railroad Companies — and am prepared to say that the affairs of these respective roads have been managed with great prudence and skill. Bonds issued to Railroad Companies during tlie year 1868. To the New Orleans, Opelousas and Great Western Railroad Company, 14 bonds of $1,000 $14,000 Issued previously 607,000 Total amount issued $621,000 To the New Orleans, Jackson and Great Northern Railroad, 27 bonds of $1,000. 27,000 Issued previously, 867 do 867,000 Estimate JUed in Auditor's Office of Bonds re- quired for the year 1869. By the New Orleans, Opelou.^as and Great Western Railroad Company, 50 bonds. $50,000 By the New ()rleans, Jack.xon and Great Northern Railroad Co., 175 bonds 175,000 By the Vicksburg, Shreveport and Texas Railroad Company, 123 bonds 123,000 By the Baton Rouse, Grosse Tete and Opelousas Railroad Co., 40 bonds 40,000 Total estimates, 383 bonds $388,000 But little has been done during the last year, in the extension of our principal lines of railroad ; yet the advantages resulting from their partial completion have fully realized th» anticipations both of the commercial and agricultural interest f of the State. The public mind is now well assured of the inestimable value of the privileges which await the State when New Orleans, with her un- equaled natm-al advantages for inland navigation, shall also be united with the great interior by those works of art, which form, perhaps, the most remarkable feature of modern civilization. The State of Mississippi is now a large {stock- holder in the New Orleans, Jackson and <9reat Northern Railroad Company, and votes on all her shares at the election of Directors for the Com- pany, in the same manner allowed by law to indi- vidual stockholders; that is, one vote for each share. The State of Louisiana and city of New Orleans, thou»h stockholders to more than five times the amount, are not permitted to vote at such elections, but are limited to a delegated rep- resentation in the Board of three delegates each. The remaining members of the Board, eighteen iu number, are elected jointly by the State of Mis- sissippi and the individual stockholders. With the view of preventing an undue influence on the part of Mississippi in the affairs of the corpora- tion, the Legislature of Louisiana, at its last ses- sion, i)assed an Act " to authorize the Governors of the St^trs of Louisiana and Mississippi to vote at all meetings of stockholders of the New Orleans, Jackson and Great Northern Railroad Company, upon shares of said Company held by .said Stales." This Act was made subject to the approval of the stockholders, and was duly submitted and reject- ed. The Governor of Mississippi and the Blayor of New Orleans voting asainst erarting to Louisi- ana an equal privilege with Mi8si>sippi at elections for Directors. I would suggest, as a temporary policy, that the right to vote at all meetings of stockholders should be conferred on the State of Louisiana and city of New Orleans, thus placing them, as stockholders, on the same footing with Mississippi ; and that the Stale of Mississippi should be officially invited to adopt hereafter the policy of Louisiana with reference to this Railroad Company, and to accept by appointment an equal represenlatioQ in the Board of Directors. Total amount issued $884,000 To the Vicksburg, Shreveport. and Texas Railroad Co., 89 bonds of $1,000 39,000 Issued previously, 135 do 135,000 Total issued $174,000 To the Baton Rouge, Grosse Tete and Opelousas Railroad Company, 20 bonds of $1,000 20,000 Issued previously, 36 do 86,000 Total amount issued $66,000 Recapitulation. Bonds issued during 1868—100 bonds . $100,000 Previously issued— 1,636 bonds 1,625,000 $1,736,000 Finances of Maaaaebnsetts. The report of the State Auditor exhibits the finances of the Commonwealth in a very satisfac- tory light. In the general statement of resources aud liabilities the Commonwealth is credited with a surplus of $7,116,929 68; $3,080,677 71 of which lies in unproductive property, aud $2,453,- 730 of which is in unsold Back Bay Lands. The liabilities of the State, aside from the scrip issued to railroads, which amounts to a little less than $5,000,000, an#which is secured by mortgages, are only $1,449,419 13, for the payment of which ample provision has been made. The receipts of the year, from ordinary revenue, on account of the funds, &c., and including temporary loans of $405,000, were $2,436,132 52. The payments were $2,348,487 41, and the amount in the T^eai^ury on the first of January was $86,661 11. The largest item of revenue is the bank-tax, about $600,000 being derived from that source. Of the expenses, the largest items were, for legis- lative purposes, $107,379 36, for the Judiciary $25,038 54, for charitable purposes $194,147 10, for reformatory and correctional purposes $162,- 846 07, for educational purposes $42,408 73. The AMERICAN RAILROAD JOURKAi^* sa Auditor make» several snggestions regarding re- trenchment, which he thinks, if carried out^wili bring tlie ordinary expenses of the Slate for the present year within tlse estimated revenue, §725,- 898, wiihnut, imposing a State tax. E«niiugs of the Milwaukee uud MiMalsslppi Ualiroad ror 1858. Passengers. Freight. Mails, &c. Total. Jan. 16,979 32 |25,fe27 12 $1,375 00 $43,181 44 Feb .14,156 58 24,634 64 1,105 00 39,896 23 Mar. 21, 154 39 Apr .33,990 96 May. 30,4 10 83 June 29,422 81 July.29,353 12 Aug. 26,617 85 Sep.. 29,607 73 Oct.. 34.636 G4 Nov. 19,780 12 Dec. 13,277 91 29,286 33 40,798 33 55,110 33 73,060 09 68,215 72 37,641 56 75,419 04 55,963 17 41,710 03 30,344 83 1,494 66 51,934 38 1,216 66 76,005 06 1,216 60 86,737 82 1,216 66 103,699 50 1,877 60 99,446 44 1,877 61 60,137 02 1,877 61 106,904 38 1,877 61 92,476 42 1.860 41 03,350 56 2,384 41 45,997 15 $298,387 26 557,900 20 19,479 89 875,767 35 ■'■■ ^ •■:— w.^ • ■•• 1858. 1857. Total of war passengers . . 143,081| 187,146 through passeng.»rs.. 24,329 35^9711 COMPAKATIVE EARNINGS OF 1857 AXD 1858. 1857. January $28,401 23 February 34,107 55 March 40,69130 April 46,986 75 May 81,478 88 June .118,443 49 July 91,304 06 August 80,784 09 September 123,057 99 October 115,920 69 November 81,C93 93 December 41,577 93 1858. $43,181 44 39,896 23 51,934 38 76,005 85 86.737 82 103,699 56 99,446 44 66,137 02 106,904 38 92,470 42 63,350 66 45,997 15 Total $882,817 Decrease in 1858 , 89 $875,767 35 $7,050 54 Shipment* of Gold from California. A San Francisco letter of Dec. 20, gives the fol- lowing statement in regard to the gold product : The mail steamer of to-day is the last which will leave San Francisco for New York in 1858. The export of treasure for the year up to yesterday, amounted to $16,983,948. 1 cannot obtain in time for my letter the exact amount to be shipped to- day, but it will probably not bo far from $1,800,- 000. This would make the total shipment for 1868, $47,783,998. Perhaps, however, other con- siderable shipments will be made by sailing vessels to various {Mjints on the Pacific. The shipments of treasure from California during the last ten years are as follows : 1849 $4,921,260 1860 27,676.316 1851 34,492,009 1862 46,779,000 1853 64,965.000 1864 61,429,098 1855 $45,183,631 1856 51,192,268 1867 49,340,186 1858 47,783,998 Total..$412,711,727 Statistics of 9Iauufactur«8. .7 The following is an abstract or general summary from the Digest of the Statistics of Manufactures, which has just been completed in accordance with an act of Congress, and transmitted to that body by the President. While this table presents only the general results in their most condensed form, the Digest itself develops the condition of every branch of manufacturing industry for the entire country in the year 1850, and wfll doubtless at- tract a large share of public attention, as present- ing the only ofScial and authentic information re- specting the manufactures of all the States which has appeared for twenty-five years. Additional value attaches to this work, as furnishing* the means of establishing the progress of the mechanic arta, now and hereafter, as the eighth Census is to b« taken on the plan of Uie seventh. , Manufactures of the States. No. of esiab- li.siim:ts. Alabama l,02i> Arkansas 261 Call lorn ia ....1,003 Connecticut ..3,482 Delaware 531 District of Col. 403 Florida 103 Georgia 1,522 Illinois 3,162 Indiana Iowa Kentucky Loui.siaca Maine .. ., Maryland ..4,-392 .. 622 . . 3,609 ..1,008 ..3,974 .3,726 Massachusetts,8,259 Michigan 2,023 Mississii)pi . . . 947 Missouri 2,923 N. Hamp.shire.3,211 New Jer.-ey ..'4,106 New York... 23,553 N. Carolina.. 2 587 Ohio 10,622 Fenn.sylvariia,21,605 Rhode Island, 853 S.Carolina .. 1,429 Tennessee . . . 2,887 Texas 309 Vermont 1,849 Virginia 4,740 Wisconsin... 1,262 Minnesota... 6 New Mexico . 23 Oregon 62 Utah 14 Capital^ $3,450,606 305,015 1,006,197 23,890.348 2,978,946 1,001,675 547,060 6,456,482 0,217,765 7,750,402 1,292,875 11,810,462 5,032,424 14,699,152 14,764,450 83,357,642 6.563,660 1,815,820 8 576,607 18,242,114 22,183,680 99,904,403 7,224,745 29,019,538 94,473,810 12,923,176 6,063,265 6,527,739 639,290 6,001,377 18,109,143 3,382,148 94,000 68,300 843,600 44,400 Total.. 121,993 $525,149,108 'Wabash aud Krie Canal. We have received a copy of the annual report of the Board of Trustees of the Wabash and Erie Canal, from which wo compile the following : The Trustees have to report a series of disasters to the Canal in the month of June last, caused by the excessive floods beginning on the 8th of that month, by which great damage was done to the structures and embankments between Delphi aud Terre Haute. The rains which fell during the en- tire month of May, and which proved so disastrous to agricultural industry, came in full force on the 8th and 9th of June, raising the river and creeks in the Wabash Valley higher than they had been ^ilIce 1828, and at most points higher even than in that disastrous year. These floods extended over a larne portion of Ohio, Indiana and Illinois, and the damage sustained by various public improve- ments was immense. The Canal under our charge sustained a full share of the general ruin which followed the overflow referred to. When it is considered that this damage occurred at a season of the year when the labor of the country was in constant demand, some idea may be formed of the judgment, skill aud energy with which the Chief Eugiueer and his assistants labored to repair the waste and destruction caused by the floods. The structures are rebuilt in the roost substantial manner, and the Trustees are gratified in being abl? to state that the Canal north of Mon- tezuma is in better condition than it has been since its construction. By this unlooked-for dis- aster, the active operations of navigation were ma- terially retarded north of Terre Haute, on that portion of the Canal which has heretofore secured the largest amount of trade, and given the most satisfactory revenue. This suspension of naviga- tion materially diminished this year's receipts, and has greatly curtailed the means at the disposal ot the Board. The total amount of tolls and water rents re- ceived during the year 1858, is $63,996 44. The amount paid out for repairs, and other works on the canal during the year ia $143,824 56, showuig United States for the year ending June \^, 1860. Cost cf Raw Male Female Cost of Value of Material. hands. bands. labor. product. $2,224,960 4,397 539 $1105,824 $4,528,876 215,789 812 30 158,670 637,(»08 1,201,154 3,964 • ■ ■ ■ 3,717,180 12 862,522 23,589,397 31.287 16,483 11,696,230 4rj,l 10,102 2,804,607 3 237 651 936,684 4,649,296 1,405,871 2.036 534 757 684 2,690,258 220,611 876 115 199.642 668.235 3,404,917 6,6,60 1,718 1,709,664 7,082,075 8,959.327 10.066 493 3,132,336 10,534,272 10,369,700 13,748 692 3.728,844 18,725,133 2,350,681 1,687 20 373,016 3,561,783 12,165.076 19,576 1,900 5,106.048 21,710,212 2,459,508 6,458 750 2,033,928 6.779,418 13,553,144 21,853 6,167 7,485,688 24,601,067 17,394.436 22,678 7,483 7,3^5,832 32.591,892 85,856,771 96.261 69,677 39,784.116 151,137,145 6,136,328 8,990 354 2,716,124 11,169,002 1,276,771 3,046 108 771,528 2,912,068 12,798,351 14,880 928 4,692,048 24,324,418 12,745,466 14,103 12,989 6,123,876 23,104,503 21,990,236 28,647 8.762 9,202.680 39,711,206 134,655 674 147,737 51,712 49,131,000 237,697,249 4,602,501 10,630 1,704 1,784.604 8,861,025 34,678,019 47,054 4,437 13,467,166 62,691,279 87,206,377 124,688 22.078 37.163,322 l.'>5.044,910 13.189,909 12.837 8,044 5008,656 22,093,258 2,787,534 5,992 1,074 1,127 712 • 7,045,477 5,116,880 11,080 954 2,247,492 9,725,608 394,642 1,042 24 322,368 . 1,164,538 4,172,552 6,894 1,551 2,202,468 8,570,920 16,101,131 26,790 3,320 6.433,476 29,602,507 5,414,931 5,798 291 1,712,496 7.293 068 24,300 63 '•* •• 18,540 58,300 110,220 81 • • • • - 20,772 209.010 809,560 285 • « • • 388,620 2,236,040 337,381 51 .... 9,984 $232,957,440$! 291,220 $554,783,917 713,154 225,491 ,010,628,779 a deficiency of $79,828 12, which deficiency has been supolied by the proceeds of the lauds belong- ing to the Trust. The revenues of the Canal for the year 1857 were $60,196 08, and the expenditures for le- pairs, &.C., were $115,694 40, leaving a deficiency of $55,529 38 for that year, to be a charge on the land. The estimated outlay required for ordinary and necessary purjioses on the entire Canal, for the year 1859, is $155,722, of which $92,849 is for the Canal south of Terre Haute, and $62,873 for the Canal north ot the State line— exclusive, in both case.s, of the general expenses of the Trust. The cash means of the Trust on hand on the 1st Dec, as appears from the statement herewith sub- mitted, were $24,253 42, which has been further reduced by payments on repairs and expense ac- counts made since that dale. During the winter there are no tolls to be re- ceived tVora the Canal, while the sales of lands at this time are uncertain and inconsiderable. There are also liabilities toa considerable amount outstanding for which provision is required to be made, including an amount of about $11,000 in judgments against the Board, which the Trustees deemed it their duty to appeal to the Supreme Court, and in which cases appeal bonds, with se- curity, have been given by the Trustees. Thus it is shown that the Trustees have not funds in their hands, and that there is no pros- pect that they wiU realize an amount from the lolls and revenus of the Canal during the ensuing season, adequate to defray the eki)euse of opening and maintaining the same. If the Trustees were permitted to use the pro- ceeds of the remnant of the Canal lands for this purpose, still the moneys to be derived from that source would be totally inadequate, such lands being reduced so greatly in quantity aud quality that the sales are too limited and uncertain to fur- nish a reliable basis. At a meeting of the joint committee relating to Wabash and Erie Canal matters, held at the office of WiubloWj Lanier &. Co., on the 23d November, 84 AM£UJGAN RAILROAD JOURNAL. 1858, a number of reflolutions were adopted, among which was the following : liesotved, That the Canal south of Terre Haute (by reason of railroad competition) having failed, since its completion, to command suflicient busi- ness to pay even a small portion of the expenses necessary to keep it in repair, and having proved a tax on the Trust Fund to the amount of nearly $150,000 for those repairs, it is deemed by this committee unwise to have the same worked at a sacrifice so ruinous to the holders of canal certifi- cates, as well as t«) the holders of certificates re- presenting the advance for the com|>letion of the Canal to Evansville, we express the wish of those we represent, in this formal manner, that the Board of Trustees proceed with the least i>ossible delay to stop the working of the Canal south of Terre Haute, dismissing at the earliest opportu- nity all the oflicials engaged on that division, tak- ing care to preserve the Canal from all unneces- sary damage, and having in view, till that portion of the Canal shall be finally closed, the conveni- ence of those using the same as a channel of trans- portatioD. JToumal of Kallroatl l>«Mr« AOBNTS' AUTHORITY. — LIAIIILITY OF COKPORATION FOR AOEMTS' ACTS. The general question of the liability of a rail- road contractor for the acts, and contracts of his managing agent, in employing hands and the like; how far men employed by such managing agent, contrary to the instructions of bis principal will have the right to enforce payment from the con> tractor; has been the subject of discussion in a recent case in Pennsylvania. We refer to the case of Williams vs. Getty. The facts in that case were as follows. David Williams (the defendant in the suit as originally brought) was a contractor on tho North Western Railroad, and had in his employ one John O'Leary as clerk, foreman and general manager on his work. In May, 1850, O'Leary contracted with Robert Getty, the plaintiff below, for the labor of a two horse team and driver, in the prosecution of the work, for a period of from four to five months, at $3 50 per day. Qetty sent his team accordingly, and it worked for 17 i days, at the end of which time O'Leary discharged it and paid the driver till that date. The team remained idle for 19| days, before getting employment elsewhere. This action was then instituted by Qetty to re- cover damages from Williams for the lost time at the rate of $3.50 per day. Williams denied that O'Leary had any authority to make such a con- tract for him. Plaintiflf proved that O'Leary acted as a general manager of the work, engaged hands by the day and paid out money to them. Under the instructions of the court the jury found a verdict for the plaintiff for $74.40. The defendant Williams brought a writ of error, on the ground that the instructions given by the court below, were erroneous. The following is the opinion of the appellate court ; affirming the judgment on the ground that the general manager for. a railroad contractor has authority to make such an irgreement which will bind his principal. Thompb », J. — The learned Judge of the Court below charged, that, if the principal holds the agent out to the world as a general agent in the transaction of his businesis, any contract be may make within the scope of that business will be binding on the principal, although there might be, as between the principal and agent, n restriction upon the authority of the latter, if the person with whom the contract was made, bad no notice of such restriction. And that persons dealing with an agent carrying on a general business, such as a gejeral manager of a railroad contrac- tor, are not bound to enquire into the particulars of the agent's authority, when held out to the world as such general agent, and particularly when the priincipal makes no objection to his acts, and gives no notice of a restricted authority, although from time to time in.specting the pro- gress of tho work. » The plaintiff iti error excepts to this, and assigns error upon it on the ground that as it had been the jiractice on that work to employ hands by the day, it was an excess of authority in the agent t«) employ the plaintiff below by the month. And this raises the question whether the practice re- stricted the authority of the ag«nt, or whether being a general agent he was within the scope of his authority in contiacting for the usual and or- dinary means of accomplishing the business. His business was to advance to completion the work under his care, and this was to be done by the employment of laborers and teamsters. This was apparent and palpable to all, and bring so, it is difficult to conceive of any duty restiti:; on a i)arty about contracting to assist in tho accomplishment of what the agent had power to do, (namely, to construct the portion of road under his charge,) other than to see that he was engaged to do what was usual in such business. The authority of a general agent to contract, is implied in the nature and kind of business he has to do, and is only limited to the necessary and ;ii)propriate means of accomplishing it. If it were such a business as it was apparent would latit but six months, acontract for a year doubtless would not be binding on the principal, because the party employed would be acting in bad faith, in undertaking, v hen it was apparent he would not be needed, and besides it would be equally apparent that such a contract was not necessary to the accomplishment of the object. But if the business were such as would apparently last for mouths, an employment for one or more months would seem to all to be covered by the agent's implied authority and would bind. In Addison on Contracts the point is treated distinctly and briefly thus: "A foreman entrusted with the general management of a trade or busi- ness has an implied general authority from his employer to enter into all such contracts as are usually and necessarily entered into in the ordi- nary conduct and management of the business," (p. 401). And he cites the case of Richardson vs. Cartwright, (1 Car. & K. 328) of a foreman of a saw mill, who took an order from the plaintiff for a large quantity of Scotch fir staves, and agreed to have them ready for delivery within a particular period. It was held that his principal was respon- sible for the non-fulfilment of the contract, al- though no particular authority from the principal was shown to authorize the agent to make the contract. See also Story on Agency, Sec. 55, 66 87, 97 ; 2 Kent's Com. 793 and note. A general power implies the grant of any mat- ter necessary to its complete execution. Peck vs. Harriott, 6 S. &. R. 149; 17 Ohio Rep. 4G6; 1 Esp. 112. And in Scott vs. Wella, 6 W. & S. 357, it was held, that a general agent to make sales was competent to rescind a contract of sale with the consent of the other party. The principle is ele- mentary and uniform, that an implied general au- thority to transact business is only limited to the usual and ordinary means of accomplishing it. This doctrine is not to be confounded with that regulating special agents for limited purposes. j-.. There the extent of the authority mu^t regulate the validity of the contract, and one who deals with such an agent must look to that. ,|. We think the court was entirely accurate in the charge. The judgment must be affirmed. ' Atlantic Telegrmph Co. As a full statement of the receipts and expendi-; V tures of this Company will interest manj' of our readers, we have put it into a convenient and in- telligible form, — though in sterling money : Receipts. ... . ■ ^ ., ;.ii,- .*• -. Orisinal capital on 350 shares of ■■ " £1,000 £350,000 New capital on £20 shares (less ar- rears) 36,435 New capital to release pnjectors' rights 76,000 ^ Interest account 1,043 19 8 '-: :■•■"■ £462,478 19 8 ExpeniHiures. Preliminary expenses, £2,637 IC 2 > Cable, equipments, dredging, hire of tenders, etc 324,142 13 5 Machinery, engines, salaries and other •■•..,.-■ ex|)er.ses of Engin'rs Department 20,399 11 8 Instruments, batteries, ->. ; salaries, etc., of electrical departm't, 15,711 1 11 " Salaries, rent, books, printing, etc., in ' ' ." ' Secretary's D<»part- ment 3,793 9 6.;.,; Insurance 807 16 9 f *' Parliamentary &, law Vj- ;.j'l expenses 1,600 10 . . : Traveling expenses in- cluding agency in America 3.433 6 3 *•- Postage and auditing, 17G 4 1 . Recovering 57 miles of cable 2,647 16 2 - Valentia sUtion 1,247 10 8 , • Newfoundland do. ... 2,620 9 10 • .. ., Purchase of projectors' righta 75,000 464,028 17 3 .>. .» ■' 1.'. Balance in hand £8,449 2 5 The balance of the Company's unissued capital is £637,140. A Tbe Coal Trade of tl\e Country. The Pottsville Miners'" Journal publishes its annual statement of the coal trade for the United States for the year 1868, made up from official sources. The quantity sent to market tor the years 1867 and 1858 were as follows : ,,, . 1857. 1868. Schuylkill Region, tons 3,042,378 2,926,608 Lehigh " " 1,318,549 1,380,030 Shamokin " " 155,806 135,893. Wyoming " " 1,914,646 2,068,656 Total anthracite 6,431,378 6,491,187 Semi-anthracite 31 1.263 340,009 Cumberland .....' 612,291 642,726 Foreign bituminous 238,192 269,885 ToUl 7,593,124 7,733,806 Although the anthracite trade exhibits a small increase of 59,809 tons over last years' shipments, yet ilTfalls short of the supply of 1856, 260,355 tons, notwithstanding the increase of population. The bituminous trade of Virginia, Western Penn- AMERICAHi RAILROAD JOURNAL. 85 sjlvania, and ihe Great West, not included in the above, would probably amount to about 3,500,000 tons, making the aggregate coal trade of the United States upwards of 11,000,000 tons in 1858. Of the supply of anthracite— Schuylkill County furnished tons. .2,616,608 The other Regions 3,574,579 Total 6,191,187 Up to 1856, Schuylkill County furnished more than one-half the anthracite coal sent to market, but in 1857 she fell short 846,622 tons, and this year she falls short of half the supply 657,971 tons. The opening of new regions and new out- lets, has been the means of increasing the supplies from other quarters. Iron Trade of the United States. The subjoined table forming a part of the late Annual Report of the Secretary of the Treasury, shows the value of the Imports of iron and steel during each of the last three years : so » <».5 » = 3 E" s. -• £. S iq' 5" o © =? O - o 3 -3 o p» E:-''=:'^"' " e; rr =• 00 » ~t » — • 2 O c» p» . s c* • S O E3 P' O as — ' , : S": o > H >^ o pi M IB 55 to to C" 00 00 1^ 00 (3 to 00 CD ; CTJC 50 '-' i-i OS to*—' cc «o bo "to >-' '-' ifc'i-i'coVs >-'"^.S CibSCncOC'TOit>.OOOOK5i;OC:=i <^ en. 001-'— ia3io:O--ItOi3OSO0*-c» Ot«0D-'1d'o3"o"o'"--i ® tCCOS— IXiOOl-iQo^ObSOO' ODOiMtCt'SOtOCnLCtf^OSCi •-2 •.*!•- en J0_09 00 J-* en ts ►-* c I— ' 00 00 en t-" cx i-'"o"o'o cc"^ s> CO U! j^ _0 ts j35 C en -4 O C7I 4k ST. "bo oo"-j"jo"o">-'"o"bo"'cn'cnVi"o-'OQDii)Oioi — ^ a 1^ » 2 «» a 00 ? <5 • s " «> a CCS pa- W*^ IS^ W.* ^NJ ^-J \JU W. .— q^ 'JU l^ ^ l^ H^ (ij J»H^ _— )J-S_C>9O0_O5Cni— '4»IC4»OCOC S; t*; CO. I-* • •^» <» 1— ' 05 1-^ en 00 00 CO to -I OS OD CO CI ^ CO CO <-l ,«^ «D 1-^ CO 5Cc0i_«^I»jCn05-.iC005:Ci:r* t000lcen05O00^Q0-4OC0 OsOi^CsQOO(?tcocnp-'Cn to >«, 00 I— '"Vo'iti. I-" "en (-i 0D"cn'cn 1— '"so o 0'-o>t«.oo--ii-'tfe.eoio>-'C5>-'5 _0_0 OS coj*»j(^ en — I CO ;0 -J >*»■ S- OS I— —1 OS O o't-"^"©"©*"— ) CS.«T looiooosoenN-oooo to^ O;ot&--i-^cnco~4i>5>-«ooo" t« CO t-a 00 3 a *" goes _p»_po_cn_p_os_--j -4 c; en CO OS 00 s to O a^ >^ «o'cn"h— '"to "o CO *»"<£) ? "><-'Ooscoccccojeoco en to 00 A. Flnaneeg of IlltnoU. ' EXTRACT FROM THE GOVERNOR'S MESSAGE. Our financial condition is most cheering. Our taxes have been paid voluntarily and with prompt- ness; and our citizens arfe looking forward with pride to the day— now not distant— when, without oppression or embarrassment to them, our State indebtedness will have been entirely removed and we left in possession of a secure and certain in- come sufficient, by that time, to defray all our or- dinary ex|jenses, without resort to taxation of any kind. I allow six years as the period within which this proud consummation may be effected. The total amount of taxable property, as shown, for 1857, is $407,477,367— an increase over the preceding year of $57,526,095; and the total re- ceipts into the treasury for taxes levied in 1857, are $1,821,012 72. The present condition of oar Slate delt is shown by the following table : During the years 1857 and 1858, the principal of the public debt has been reduced one million and fifty thousand three hundred and twenty-four dollars and thirteen cents ; and the arrears of in- terest reduced one hundred sixteen thousand five hundred fifty-two dollars and sixty-one cents, as follows : -i ... >. !■ By amount of the State debt fund - ;: '^ paid on the principal, ^ro rrt^a, Jan., 1858, etc $623,449 01 By certificates new internal improve- ment stock and interest bonds of 1847, purchased with the Central Railroad fund 89,601 60 By certificates new internal improve- ment stock purchased with the State ' land fund 42,875 24 By certificates new internal improve- ment stock purchased with the three per cent, school fund 7,088 24 By amount paid by the trustees Illi- nois and Michigan Canal on the prin- ciple of the registered debt 287,357 04 California. The shipments of specie from San Francisco for the years 1857 and 1858 were as follows : • >h 1857. 1868. Steamers |45,3tiG.C96 $45,169 2<;9 43 Sail vessels 3,890.086 2,555,72136 Total $49,256,182 $47,724,990 79 In 1857 the deficiency, or falling ofi, in the total gold shipment of the Vfar was $1,720,051 less than 18',r). and in 1858 it is $1,531,191 21 less than 1857. The operations of the U. S. Mint at San Fran- cisco for 1858, were as follows : J Deposits. Ozs. Deposits. Oks. January.... 40.00163 July 108 917 86 Februarj'... 77.770 7.3 August 64.062 44 March 120,700 44 September.. 59.513 17 April 120,744 41 November .. 64.418 17 May 154,159 46 December... 34,491 50 June 119,951 02 • Total 964,790 d8 Deposits for the year 1858 1,067,593 85 Silver deposits duripg 1858 96,950 C5 - •-. . .e. -. : ^,5 -■.;• ji ^050,324 13 By arrears of interest on " : : certificates new inter- I ; ;' nal improvement stock •■ •: . ; ■,. " purchased with the , , land fund $13,552 61 By arrears of interest on - . . v certificates purchased f with the Central Rail- ' ' road fund 103,000 00 116,552 61 And as the accruing interest due January, 1857, and subsequent instalments, have been promptly paid, so far as presented, the present condition or amount of the public debt may be stated as fol- lows, to wit: Eighty-one old State bonds, bank, r r^; ,.' and internal improvement stock, outsUnding debt $81,000 00 Internal improvement scrip 52,000 00 = $133,000 00 Liquidation bonds .... .... . » . . ...'." 27 1,849 00 Certificates new internal improve- ment stock 2,583,368 15 Interest bonds of 1847, drawing inter- est from July, 1857 1,838,433 03 Registered canal debt,$2,713,n3 19 Unregistered do. 1,468,505 61 $4,826,650 18 4,181,618 80 Deduct State debt fund in the treas- , ; ury, December 1, 1868, to be ap- plied to the payment of principal. $766,629 48 Amount of principal $8,241,639 50 Certificates inl'st stock not to draw interest '^ v , until Jan'ry 1, 1860, I-. ■. .'^ . ^ ': =^; •; ^ issued on account of : ; ■ ■ arrears of interest -:'■ ■■'-.' '■■ surrendered, etc. . . .$2,758,811 43 ■.':: '; -: ••■^v Less am'nt purchased - ^^ with the Central R. R. fund 103,000 00 ^ . J $2,653,814 *42 > Estimated amount of arrears of interest r not yet funded, about 243,000 00 ■■'.. Coinage — Gold coin, various denom't's.$17,148,200 00 Gold uparted bars.. 616,295 65 Silver coins, various denominations . . , 274,250 00 Amount of certificates, interest stock and balance arrears of interest not > yet funded 2,896,814 48 Amount of the State debt, principal ' and arrears of interest ,,. .$11,138,453 93 Total coinage, 1858 $18,238,745 75 The arrivals from all quaiters at San Francisco for the past four years, have been as follows : . Vessels. Tons. Vessels. Tons. 1856 1,520 517,919 1857 1,583 427,566 1856 1,455 444,015 1858 1 ,441 467,529 The following figures exhibit, in gro.ss, the quarters whence the above arrivals have occurred : From Dom. At- 1855. 1856. 1857. 1858. lantic Ports.. 147,870 149,370 10^9,625 114,321 From Dom. Coast Ports 189,635 138,149 182,036 158,336 From Foreign Ports 177,092 149 017 134,441 193,542 The following is a statement of the arrivals at and departures of passengers by sea from San Francisco during 1858, according to the Custom House books : Total arrivals 40,739 Total departures..,. .... .... , 27,991 Net gain. ....\..:^..^.. .^...V..".... 12,745 "Virginia and Tennessee Railroad. We give below a statement of the earnings of this road for the six mouths ending December 31st, 1858: In July, for passengers. ..$30,244 44 " freights 12,792 67 $43,087 11 In August, for passengers . . 41 ,520 07 »' " freights .... 31,111 83 In Sept'r, " passengers.. 40,857 75 " freights 41,270 83 In October, " pa.ssengers . . 31,460 34 " freights 44,519 34 72,631 90 82,127 89 InNovem., " passengers.. 28,240 80 .•' " fteights 39,662 39 In Decem., " passengers.. 26,653 80 -.," " freight 26,728 12 75,979 68 67,893 10 53,381 92 $395,051 78 Received for same months 1857 238,689 42 Increase over 1857 1'.. ....',.'.. .$156,362 36 The above shows a gain of sixty-five and a half per cent., as compared with the receipts of the corresponding months of the preTioas yetr. 86 AMERICAN KA1L.ROAD JOURNA^ Railway Share List, ConipiUd/rom tht lattat rttums — eorreeUd every Wednegdajf — on a par vaiuatum of $100. NAMB . or COUPANT (kiuntic 'we — . ^ndiOBCog. * K«i"'«'>«>—~ Ivoi-.nebeo * PorUiind.. — . Porli.,3iic«>,* PorUin'UJ Boslon,CoiK.*. M' >" "' — Oti«»hire— — .— -— •• Ooticord .— ..— ——--—- Sorihem, N. H -— Coiin't*. l'Ki!«ump«.Biv Hiillnn.1 & burUUijtnn^..-. Vf r.iioiit mill Oanida...... Vermont Oeulf*' boMUMi iiMi) Lowoll •.— . BiMloii and Maine. Biwuwi »nd Vrivi.U-oce Uo»lon aiil Worce»t«r Cap<9 Cotl ..—.—•*.— ■ O-MiDecticut Wver Katturn, MaaB..-— KiUiht.urn - N. Bedford and Taunton. — 01.1 Col'y and Fall River. — Vermont and Maaa. Weaiern, Ma«» Worcester an.\ Na»nua Prov'me and Woicesler — . Harlfor.l and N. Haven. — HarlM.Prov.and f iabkiU HouaatcHiic — . — - — -™- jiauKii'-ut'ti * M.York and N. Haven N Hav. II and N.LoniUm N.L<>Ddo..,W. A Palmer. — Norwich and Worseater.... Albany Norihurii — BlBtik River anil Uuca. Butralo,Curn. and N. Y BuBalu and N. V. City Buffalo and at. Line Caoand«i)n>a «"** Blnura... C*MuidftH{ua A Niagara r» Cayuija & Su«.i>i«*»"'"" audsuii Uiver (»Di; Island -I '^ New York Central !5°«^ 148 n 51 93 &i 35 82 90 117 47 Wi •it 74 43 44 47 60 fJO 67 21 77 69 166 46 I a "a. m O 43 72 Iti 74 57 62] 50 60 66 32| 35 100 09 47 98 36 l44 95 2,494,900 467,909 1,107,526 1,396,400 . ur>ij\'il 1,600,000 3,068,400 1,000.' 00 3.233,370 l.SdO.OO') 5,000,000 1,830.000 4.076,974 3,160,000 4,600,000 681,690 1,691.110 ^583,400 3,640,000 600.000 3,015,100 I 2,232,641 6,160,000 1,141,000 1.610 020 2, 360,'^ 00 1,930,246 20i0 I 8,482,000 l,83.\30s 1,763,738 890 313 8,242 406,'28f) 800 000 4 168 76 6,923 911 2,210 94 2.87',26» 1,359,373 2,84X,H" 3,179,687 1,412,676 3 068,400 1.784 U« 4,S8J,008 I 1,3»0,696 6,276,299| 8,402,06^ 438,920 519,7 ;0| 699,974 291,007 275,772' 2,441, >7.< 100,000 none 360,100 2,412,251 4,229,^81 3,S34,458 4,841,779 1.031, «25 1,801,244 6,082.007 3,872,821 641680 3,30Z949 1,019.148 3,241,975 10,495,906 1,361.271 1,781.018 3 329,60JI 4,205,«-;a! 2,438,-471 1,680.723 643.7e2 159,'>13 213 255 263 717 32 ',767 865,629 817,0}. 3oo,8;0 177,58* 3 43, 1. Le.i8 dto 70»,N«> 435,80;i 770,802 6>i,i7o 1,019. Ul< 122,960 267,710 OiU,150 OOi»,tf74 160,925 483,357 340,133) 3,117,982 2lo,»s- 344,773 76»,U05| 318,476 23:,416 Nurtheri), 0awet(O and Syracuae Pottadain ami Watertown . KeoMutaer & Santt<>Ka— — Sarsto^a and Whitehall Syraou-ie * Biiiitham'n ■ Troy aud Boston Wai jrtowii aud Rome Be'fiduro Delaware Oamden and Amboy._ — . i;.'.>mdeo and Atlantic Kew Jersey - New Jersey Oenlral . Morris aud Sasex Alleghany Valley — - Cataw., WiU * Brie Oumberiiiid Valley DoL Lack. 4c Western Bne and North Kaat — . — . Pliila.1. 4t Sunbury LUUfi Schuylkill Nxfia fe""- .— -•-—-— Poiii»«y I vaoia j PmL an^i Heading Ptu'.. VlTiL and Baitunor» [ Phil. Uorm. & Norrisi'u — Pitict>. and Coonelbiville PIltsb'K ^ Steui>enviUe.... gmiodry and Brio ......... iVimam't^r' *"** Bimira — BalUiuoru »nJ Ohio \V»ajnm{tou Branch Normeru Central, Md. Norib- western V». — Alexandria aud Lyuciiburi^. gotttta Side.— —- — Vue>'"* Oeuiral. -.— -.-..- ViWiu'* ""'^ Tennesaee..... Xicninoud an 1 Uauvide iiC unoud * Petersr.'K ,i,c„.a,lirod. * fMrJi'c.... peietsuu I. ani aoa::oka .. M irih tlarolioa— .— ..--. ^ilnungtoa k Weldou «V uuj'io" * ilaiichester |l*l.i«n *'"' '♦»•"» — ;^)0lt« k^-i *- ^^kruL Uii.s»v.i •xOjluinbia Bjru*- **•">"' —————— Bouin tv: i*<*f* ' de\»rij'*Oeo«*- " 6,839,0S0 306,666 300,000 944.0'JO 2H2 6»2 42.1.1(8.1 624,244 1 «.,v,, ..^ 2,3^3^2^0' v-iisiasa'*'^^^'"^? 761,462 I,4o0,3l8| ,^'VVl 1,052,000 1,603,230 *f?>*|J 72118' j,5»8,B7l t?-'?, 1,625,098 1,840 696 , ^^'.'^0 ol7,05J 974,323 ^"I'l'J'/. L.-iOl.lSS 2,810,096 \'J^*'^ 2,6>t7,849 3,401,860 ^f^'f* 1,040,000 2,494,384 Xlvi^ 92-J,39a 1,275,796 l'*.«'»9 2,279,864 3,495,8:32 ■:--;" 6u«,6S9( 1.187,5'iJ , )^^*^ 9,250,362 12,737,89'. ''.'ff'™*! . -,- - 647.193) 2,655,986 ^ ^».'l^ , 182, 400| U,40. ',634 30.73 .',5 18 1 **>?'' ■♦I:? ■■' >■' ■■ ' -' ■ "« 142,607 39J 120 909 174,025 113,077 126,664 l'i5,t>90 73,401 41088 Vt Cent 127,389 IT], 32 30., 50,' 245.1 >* 388,5 » 3 39,899 66,090 272,479 250.0 13 27,827 305,1401 5Z,-267i 889,7631 82, 720 1 156,044! 340.815 10 U2,)2i!ii(jD« li)9,344{iiu(ie 114,237 .... 254.509J 3 30,318 none- 61.644{iiaot) 44,547 ... 9,904 ... 6d,333|iicMie 3I,09tji||ont' 3.15,763 1 10 69,500 I O ■c A. 16 5 50H 49 6 4 none none none 80 6 6 MU« 4 7 "/• Sew Yorkind Rn'c {'f* ll,0W.o00J28.0^i:4«ii.U:4ei9 3-24|j Jt;'. NowTorkand Barlem 1,*; 5,717,100 4,822,49S 8,7o8,20:i l.**^"- 35 29 26 48 80 27 97 64 04 do 30 63 63 44 63 62 170 20 s.^ 28 66 7iie 304,130 467,200 610,000 600,000 768,300 437,830 1,500,000 1,UOO,UOO 3,000,000 3,4s. ,000 3,486,000 2,000,0001 1 157,805 1,6^7,900 1,700,000 1,018,900 3,29^,772 tiOO.UO'J 600,000 2,600,100 3,061805 13,206 026 «a! 11,270.54 1 213,025 294,189 140,000 396,600 1,678,804 7a7,079 700,979 1,619,000 11,407,200 1,650,064 788,844 3.692,8^ 340,001 > 609,040 1,940,000 213,501) 6,1 94,^61 160,000 l,200,POO 540,2^2' 2,820, 106 752,0 749,683 896,423 2,272,777 l,10»,S22 2,200,500 2,844,0'JO 8,794,096 1,738,171 3,660,017 5,021 329 1,084,127 1 TuOOOj 3,040,000 1,229,676 8,013,701 750,000 1,348,81;; 3,407,061 5 100,34 08 38 60 32 26G 78 382 41 84 166 97 123 176 204 140 22 130 68 :e2 171 97 109 166 102 203 87 211 101 lOi 1« 6,o00,u0u 899,360 l,748,0a/ 1,221,27; 3,67tJ,03o 1,60o,'200 I,977.a99 831,60b 1,000.000 7o9,00t t,000,00t 1,34>,213 I,j23,asa 97o,30o l,2v' 1:000 I ;i.'93,464 080,060 4,179,206 1,000,000 4,160,UOt. 3,725,91t 1,438,660 MK»i4 16,090, 624{27,200,98;^ 9,42o,60t)i 19,263 720 15>y 140,373 lij pixf|jr 241,149 71,909 16j,4»4 150,363 440,290 1,640,7a; 117, •«6W UU,61i 082,940 )k3J,lOo 86,000 21tf,;^6o ljf46;i aia,iue 48,619 688,>80 60,180 3,041,120 1 454,032 321,891 136,754 78,764 P4 lOd »b>i 9oM 49 j 90^ 1OO* 143li ]06.^ 47 81;* 1-2 46 30 MAMS or COMPANY. Bninswlck and Florida, Oa. :^iHltl. W.-»t4Tn T(Miiiessd^ and .Alabama.. Tennestice and Misxivs..... ^lempliis aa65' 6,76^,166 620,407 1 3,487,006 2J0,856 7uO,60ol 168,602 890,000 1,416,909 12«,20(; 8»0,00( 008, 80u 1,81 -',990 3,318,62.3 199,000 470,896 191 767 96,000 002,884 1,206,412 l,7o8,10t> 1,009,1 16 4.236,000 1,340,213 ^,67b, luc 1,240,241 1,719,01,. 1,99^,030 1,907, <76 7,580,03'. 1,1/1,70. 4,174,49) 3,760,000 1,600,000 3.i44,7» 09 636 353,d01 248,784 4,Soo,u7u j,uOo,a2^ 1,143,806 200,901 4>,&87 l"l""K'- lU0,BO\/ 274,&6« 6,86'j,40c 309,229 741,608 28l,00< ^.'0, .Hi 375,297 68j,832 40O iai .* , 1 82 80 2'hta»u .1 Oin., Hamilt'n A Dayton Cin , Wi m. A Z;inesv'e. Oohimhus and Xenia Daytf>n, Xen., A Belpre Oayton ami Miehiji^an Dayton and Western ... Kato.1 .in 10 701,428 926.796.; 2,503,098 1,400 000 2.400 000 760,000; 6>77,6i6 1,816,610, 7,142,56< 108 28.V 092,061 Hi •■£ Si. ,^ ^ >» In progr. J66.214 63.776 181,001 642 022 661,382 115,679 264 2'6 V84,I78 180 003 In r>rojrr. l,73S,669| 2,703,42%( 227,86} lf2S«ft4| 3,208,138 61.3i4 I 632,79 • 3,S90.70:s 64I,6f>2 3,065,917 4,091,604 4i6,408 166,809 658,26.V 95,807 71,000 795,500 In progr. 625.216 1,504095 246,760 77,^94 013,231 Tn progr. i,318,837f 2,998.392 848,662 90.400^ 4.762.3?0 U.140,741 225,65* 7,19<,OHf( 930,282 & 2)8.771 29,406 e9,>'88 334.604 378,428 15O,7'«0 127,460 none none 6 7 4 i" lOIU- 'is 6 8^ 80 4» 36>i 10 66 1 "' Kvarisv'e A Crawfordsv...,. Iiid. an.l Oiticinnati «...„. 88| (n.liana Central.... ........ 66 [lid., CIcT. A Pittsburg 83 Jeffersonville.... ....... V^ Madison and l!ii|iaiia|>oli8..| 87 Jfew Alliany and Salem 1288 Peru and Iii.|jaiia|Hili8 .1 73 Terre Haute and Ind 73J ChicaRoaiid Rock IsPd ;182' Chicago, BurL and Quincy . 210, Chio . St. Pawl A rd du Lac. l^Sj Oalena and Chicago ._..... 269 (IliiKiis Central 704 Peoria and O.juawka ..Il8l( Ohii> Si. Mi»s.(W»l.Div.) |l47 2,780,744 3,000 000 2 166,800 2,421,176 l,4BO,46f. ' 437,838 1,076,602 310,000 469,76s 2,981. 2-i2 2,697.090 l,''27 9or 6 247.040 371,360 1,360,000 403,975 1,000,000 2,966,100 4,106,079 OStOfil 1.920 05 3,04.%992J 5,637,466 1,495,54« 4,040,978 1,526.092 8,782,040 149,000 422,658 893,011 700,481 832.669 l,2«i«,00W 3,130,316 6,696,210 1,682.47?> 860,496 1,186,826 1,038,»73 l,l70,16-< 3,926,15 1,686,800 1,664,584 3,029,080 612.360 835.791 1,014.262 1 647,700 2,636,121 'l,36i,*450 6,24^.000 4 6 Si 640 2,300.000 6,021,800 6,5.^6 435 1,5«9.8S9 1.780,295 3,3«8,00<: 6,066 0% «,22V,5C 0,496,82.' 9 822.'i50 14,i79,7 31,00iH 390,9."M 2,206,367 3,652,367 609,060 888.85H 9.50,000' 2,194,000 7,577,500l 10,542,000 1,00€,126; 2,080,43;W 1 •nn s7'> •> i.^ii Tia 104.092 39,062 2l9,-28- 220,906 46,71V 100,060 1,270.872 1,201,17» 1,07 604 604,i 1,546,159 fri pntifT. 328,068 III pro(rr. til progr. Recently In progr. 249.868 491743 3»>8,189 263, 10 222.737 260.214 645,827 160,000 481,27i 1,884,196 120,886 611,740 4^700 none .... ' oi 30ir 309,518 6S 1.454; 16 260,763 . 30,288 .., 181,688 10 1,325.000 3,C26,0OO| In progr, 3,899,0 '6 9,396.455)2,315,780 20,31%'«*2 35,437,669,1 i 393,066 2,200,000 5,400,0001 In projtr. 8,292,403 4.870,5801 Rei^iitly ^,»•J5 927 8,72H,764i 823,767 1,128,904 1,906,909, R. Crtntl> 8,366,619 12,847,238(2 248,758 10,460,64 I0,33«,0«4l 2,309,487 7 80,000 1,780 000; 4,610.683 8,051,26&| 882,81> 132,000 614,2381 [n |>n>gr 019,757; 60,066 8,31«,7C4 18,080 70i 407,197 493,4701 2,681.086 192 469 6,808,()00J »-,6a'},>29 In progr. 63 253 60,008 290,12) 164 097 677,787 10 104,470 0|>ened. Qone 124,140 246,622 304,686 86,248 iiooe 04, U8 none 118,628 none 871,402 none 00,000 i none 206.070 10 850,039 81 ,787 3,UOO,00*K 4 346,22^ 160. ''64 8,807,720 10,486 391 86^,347 813.2.7 647,4191 6,042, 9«0lK>-centl> openeen' d. 704 946 644,311 j'72,«oi 203,2'i4 118,467 8 63* 82 15 8 £0 68^ 60 18H 8 12 ma 0. 8. GOVERNMENT 8KCURITIE8 Loan, 6 per ct . Do. 6 do. . Do 8 do. . orr D. aaaao Per Ct Per ct _18e2..1f.2 )'i4 1867..118X 110 ~ 1868..118J< 119X Loan, 8 perct . Da 6 do Do. 6 da orr'». Perot. ...1868..1]f:,)^ — 1866.. 101 K -..1874„102X STATl SECURITIES. U»."l .-.' H Maine, 6 per ct 1860., to' >^ Mu883nhiwetts,6 perct.l8n0.. 107 Now York, |'crct.l86O-62..I00 Do. 6 do, 1864-66.. 106 Da t do 186607..I18 Do. << da 1872-7^..114 Do. 6^ .10 1860^61. .101 Da m da ..1865..10i;>; Du. 6 00 < 868^60- U'O Do. 6 do !806-74..10i Du ^a dit.1868 60-64. bU Alabama, 6 do. coup...... 86 Oalifornia, • do.cuup..l877. 88Ai Ueorgi.i, <:a da-. 1872. 100 Viurula Int Imp. 7 p. ci. Is^i .... lUiaiua InLlo-p. 6 per CU847. 106 IndiMB 6 d& — _ 03 P 3K«" 01 I'ifij. ^1 J8(m*^,ittiy»fW 103 1004 104 111 113 116 103 106 102 loiv 100 90 loi 86 1<)8 04 68 HO Indiana, Can.Loan peret._ _ Da do. preC 6 da .. 6 Kentacky,0 per ctxp. 1868 73.104 Lt 1886.. 107 6 da... 8o6_ iio)i 5 do. ... V3.<| 6 da cp ..1877„ 87 8 da €>....._ 77 da cp...— 89 J^ 6 du ei>.lfSlt.. 09 6 da. 6 da. 6 da. do.. Pcrct. IJO^ 132 102X 106 14 106 W* 00?i 10i.it loo 1.0 S4 18 . r, ■/ AMfiRlCAA UAILKOAD JODRNAL.. sy Railroad Bonds. NAMES or COMPANIEa (Ti4/ollounng quotatumtart *S' interest.) Alabamm and Tennessee River Bnflblo and State Line BeUerontaine and Indiana "" Do- do. "'.'.'.~. „ Do- do. Central Ohio Do " "" 'J^ Olncinnati, Hanniltoli' an j Dayton " „. ""• )rre Haute and Alton _.... .11" o < Description of Booda. $838,000 600.00(1 600,000 200,000 200,00(1 1,260,000 800,fK)0 600,000 466,000 2,600,000 1,300,000 667,000 800.000 1,200,000 625.000 800,00(1 1,200,000 400,000 1.0OO.0OII 1.600 000 1600 00^ i.afo.oo*^ 2,000,000 2,0t 10,000 1,000.000 400,000 800,000 600,000 450,000 600,000 850,000 8,400.000 1.600.000 1,000 000 600 000 600,000 660,000 1.260,000 600,000 2,328,000 1.200.000 1,000,000 1,760.000 2,000,J00 6,000.000 680,000 300,000 1.600,000 600,000 1.000.000 1st mortga|;e, convertible . Do. inconvertible.. Do. coDvrtrt-ble Real estate, convertible .. Income, guar. CI. CoL & Cia. Ist mort. conv. east, sec -d do. inconvertible l8t mortgage inconvertible... 2"J do. ,,0. 1st mortgaife, conv. till 1862.. Do. Do. Do. Do. Do. Do. Do. Do. convortible inconvertible.. (Jonvertiblo . on B.-anches... inconvertible „ conv. till 1867 . inconvertible _ .^ , do 8 Do. 3d da 1860 Do. 1st section Do. oth.4ec. coo. till 1868 1st mortgage, convertible .... Do- do. Do. da Income, convertible .. ... Ut mortgage, conv. till 1860. Do. conv., sink'gf'di Do. 1st sec conv .. Do. coovertlble Do. do. .... Do. da laterest pey- able. ^& IstJan. 1st July April, October. Jan'y, July ... Jan'y, Ju^ Feb'y, Augusu Divers March, Sept.. WJhb. 20.jQ|y May, Novemb Jan'y, July May, Novemb. Jleb'y, Aogust. lf>i% August March, Sept.. f'^bfy, August. April, October. April. October. *Pril, October. March, Sept.. April. Octo'ter. March, Sept.. •'an'y, July fe'>'y, AugiMt. May, Novemb. April, October. '0 April, 10.Oc April, October. May, Novemb. •lan'y, July March, Sept.. May, Novemb f eb'y, August. 2. May, 2. Nov. April, October March, Sept,.. Jan'y, July April, October. June, Decemb. April, October. May, Novemb. Jan'y, July... FoWy, August. Jan'y, July... April, October. Jan'y, July... Feb'y, August May, Novemb. Jan'y, July ... March, Sept.. Feb'y, Aufpiat, 9iS CIneliuutti Stock Sales. Bt kirk iL CUEEVIK. For the week ending January 31, 1859 Boiijw. Pt.r <.ent. little Miami, 1st Mort 0g t2 acd wt Covin|!ton and tezingtoD, let Mortgage.. 68... .65 Iiu. oa 2d do. Do. do. 8-1 do Ohio 4c Miss., E D.. Construction... Olnc , Ham. and Dayton, Ist Moitgage . Do. 0 6' .36 Ts -iO 7s... .90 7b... .74 7s... -SO U ■ -•a. ..81 -• .••> .M ■ *••- ..^8 66 I 70 NAMES or COMPANIES. ( Th* fbUowing quotationt includ* the accrued intereet.) Baltimore and Ohio .. .... .... .... Obicago and Rock Island..... . ■n« Railroad .. ..... Do. — DOb Do. ir.iiiiiir.'.iiiiiiiiii Da _ Da ~ Qudson RiTir... .... — . .... .... .... Do. - ~ Da - IBiDOis Central.. — . — * — . . Do. (Free Land)... Michigan Southern . — ...... . New York and Harlem . New York and Now Baven New Haven and Hartford Northern Indiua Do. Ooshen Branch New York Oentr»L~ Da do. Panama, 1st issue ... .... .... .... .... Do. 2d do. ~. Reading . Da 1,128,600 2,000,000 8,000,000 4,000,000 »i.000,000 6,000,000 4.000,00(> 4,351,000 3,500,000 4,000,000 2,000.000 3,000,000 17,000.000 3,000,000 1,000.000 1,'!00,000 760,000 1,000,000 1,000,000 1,500,000 8,287,000 3,000,000 900,000 1,478,000 1,673,000 1,300,000 3,460,000 Deaeriptioa of Bonds. Mortgage... ._ .... .... .... iBt mortgage, conv. till 1868 . Ut morttrage.... .... .... .... 'id morti^Jge convertible .... M mort^a^e ................ 4'h m'>riKaKe not convertitiht Not conv. Siuk Fund. $420 00( Convertible Inscription .... Convertible . .... .... Ut mortgage, Ia8cri|)tiaa j~. 2d do. do 3d do. converti^.te.... .Mortgage, inconvertible M'ge 345,000 acrs-priv 7 shar's Ut mortgage, inconvertible . Do. da No mortgage, do. 1st mortgage, da Do. do. Do. do. No mortgage, do. No m'geconv.frora June 67-59 ConverUble Ull 1856 Do. tiU1868 Mortirage, inconvertible . Do. convertible...--.! 6 Do. inconvertible 5 Interest pay- a>.o i ** 1 able. Bait. 1 1 Jan'y, July — 1876 S* 10.Jan. 10.July N.Y. 1870 V2S 7 .May. Novemb. M 1867 H" March, Sept.. U 1869 87 March, Sept.. ti 1888 ■lt»i Apnl, O-tober U 1880 b9 Feb'y, August. i« 1876 4-6S Feb'y, August. u 1871 40 •Jan'y, July... It 1862 40 Feh'y, August. M 1869-70 101 l6.June,16.I>e( ti 1860 Wit May, Novemb. M 1870 73 Apri. Octolwr U 1876 87* Marcb, 8ept_ *• I860 90 May, Novemt u 1860 87 May, Novemb. ii 1861-72 blH June, Decemb. >( ised'oce 96 Jan'y, July u 1878 00 Feb'y, August. u 1861 85 W 7 Feb'y August. May, Novemh U 1868 u^ *• 1883 vis l6..runel5.Dec u 1864 m .lan'y, Jnly... u 1866 115 Jan'y, July — u 1866 90 6 Jan'y, July — Phila. 1860 .... 6 Jan'y, July... U 1870 83 t « April October. u 1886 71 85 93 97 89 78^ 60 44 41 41 102 »6 74 88 91 88 92 98 94 86X 76 92 102X 91*' 7« OITY 8B0UK1T1K8. Int'st payabla New York. 6perct. — 1868-'60 Do, 6 do. 1870.'76 Da 6 da 188S Do. 6 do 1890-98 Albany, 6 per ct eriop..l871-'81 X Alleghany, 6 \>er (;t coup. X Baltimore, 6 per ct— .187»-'90 Boston, 6 per ct coup X Brooklyn, 6 per ct coup Le Gov- ernment loan of $10,000,000. The exact awards of this loan are not yet known, but it is understood that the average premium at which it has been thken is about 2.60 per cent., being about 2.30 per cent, below the premium realized for the preceding loau of the same amcmnt. The late political news from Europe seems to have had but little ef- fect on our Stock Exchange. The market this morning is a little steadier. Money has beeti in better demand, and rates are higher. Loans on call 406)5 ; indorsed paper 5y^a7 per cent, per an- num. Exchange on Europe has been inactive, but the supply of bills is not large and rates are main- tained. Sterling has been principally at I09}^a 109^i and Fraocs at 6.15. Kxtract ft-omiSbirle A. ICanz's Aloney CIrealar for tbc £aropean Stcauier of Feb. 4nd. [tbanslated.] New York, Tue.sday, Feb. Ist, 1859. Since our advices of the 18th ult., several influ- ences have contributed to produce a heavy de- pression in the Stock Market. Thus lar the pab- ' lie have shown but little disposition to buy stocks, and the operations of the fortnight have been on a limited scale. State Stocks — Inactive, except Missouris, with a general decline. The United States 58, 1874, in consequence of the negotiation of the last half of the' loan, have declined If per cent. ; heavy bales have been made at 103ial03|a 103, and lastly at 102}, which now leaves no profit to the takers ; a few 5s, 1865, have been sold at 1024al01} ; the Gs, 1868, have been sold at 109, 1| per cent, decline; Virginias have declined ^ |)ercent.; Missouris, 2| ; Tennessces. If ; Califor- nias, 2| ; Ohio 6a, I860. {; Louisianas, !( ; North Carolinas, 98ja98; Kentuckys sold at 10l*al04i ; Indiana 5s, without change. City and County Bonds — transactions moderate, at well ^u^tailled prices; we note sales of St. Louis City 6s, (Mu- nicipal,) Louisville City 6s, (Water Loan Aud Rail- road issues,) Detroit 7s, Albany 6!«, Wheeling 6s, (Municipal,) and Brooklyn 6s, all at former prices. RaiIroa(l Bonds — Mostly at a decline, with small sales — Erie 1st Mortgages, sales at 96; do. '2d Mortgages, >^ per cent, higher; 3d Mortgages, 88 AMERICAN RAILROAD JOURNAL. steady at 76; 4th Mortgages, S}^ lower; Erie, 1871, 2f higher; New York Central 6s, i lower; 7s, 1876, }4 ; Illinois Central Construction, \^ ; Michigan Central, 1st Mortgages, 1882, 1; Micbi« gan Southern, Sinking Fund, ^; Hudson River, 3d Mortgages, 3| ; Harlem, 1st Mortgages 2i ; the rest have varied but slightly. Railroad Shares — A general decline — the heaviest fall taking place yesterday — inactive until to day. American Railroad Journal. Saturday, Fcbruar|r 3, 1850> port tho nanaes of passengers to the Company, as additional checks upon the rascality of the former. These things may be all right, but their wisdom exceeds our hrmble comprehension. We learn that they are producing extraordinary e.xcitement among the conductors, and great offence and dis- gust on the part of the public. A strike is threat- ened by the former, and will unquestionably take place unless the odious rule be repealed. As for the public, they will probably quit a road upon which they are subject to such annoyances. N«ifr System of Management on tlie Nwr York and Erie Railroad. Mr. Moran, in his last report, tells us lliat he is introducing a neic system of management on the New York and Erie Railroad. What th? new sys- tem is, or is to be, he did not stale. We take it, however, that the following circulars — one issued to the conductors of the road, and the other to the passengers, are parts of this new system. Circular Xo. 1, to Conductors. NEW YORK AND BRIE RAILROAD. To Conductors, — Having repeatedly been in- formed that persons who wish to go but short dis- tances are constantly getting in the cars without tickets, and when calUd upon tender tariff rates of fare less the ten cents reduction usually made at ticket offices, which, to a great extent conduc- tors, to save a little trouble, have accepted, and believing that such persons intend to defraud the Company, by assuming to Imj through passengers or otherwise eluding the conductor, it becomes necessary that more vigilance be displaye*! to pro- tect the interests of the Company ; therefore, you will hereafter inunedialely on departure of your train from each station at which it stops, pass through the cars, and if passengers who have taken the cars at the station at which the train last stopped, are fouud without tickets, they must pay fall tariff rates, except from stations where tickets are not sold, on which only, make the re- ductiou of ten cents; if they decline yoa will at once cause the train to be stopped and the person ejerteaid, the date, and llie amount of fare paid. These checks will be good for the day and train only on which issued. Passengers are requested to report to this Com- pany any conductor who fails to issue such a check for each fare collected on liis train, and the con- ductor who neglects such duty will be immedi- ately disiussed. 8. F. Hbadlby, Assistant President. New York, January 20, 1851). These two circulars seem to cover the whole ground — that both the conductors and traveling public are rogues seeking to defraud the Company. To ngers fnd freight 183,569 00 Office ex|>cnses, salaries and contingencies 10,113 00- 319,370 road, end its opening for use, from Alexandria to Clark's Qap, by the 1st of July next. The capital account of the Company is stated as follows : . - • . . . u. 1 f Cb. Capital Stock— Private $341,90.»> State of Virginia 502,748 Bills payable 60,269 Accounts" 7.876 Dr. $902,787 Construction $697,538 Engineering 78,411 Right of Wav 64,740 Iron 60,209 Other items 221,889 -$902,787 The ofBcers are : Lewis McKenzie, President. • I J ' R. Johnston, Clerk and Treasurer. C. P. Manning, Consulting Engineer. •A -^m'. ^ - -}■■ Providence and IVoraester Railroad. The receipts of this company for the year end- ing November 30th, 1858, were : From passengers $114,288 21 " merchandise 148,616 85 " mails and rents .... , 7,49867 Receipts over expenses $554,088 APPLIED as follows : Interest on bonds $44,496 49 Transit duties on passengers and freight 15,036 51 Tax on capital stock 18,122 60 Dividends in cash, August and February, 362.450 00 Profit and loss to surplus earnings 113,989 22- $654,08 And the expenses were : For fuel $21,692 96 " oil 2,988 96 " repairs and renewal of cars 11,211 19 " repairs of engines .... 10 795 80 " freight department . . . 23,574 91 " pa>seuger " ... 18,789 91 " maintenance of way .. 46,918 67 " miscellaneous 24,086 65 $270,402 63 -.41 ■ , u:f-i .t f 160,057 95 Net earnings $110,344 68 Deduct iiit'st paid on bonds,$18,015 00 Less interest received on • " ^ 8tock,etc 2,854 36 15.160 64 Net income $95,18i 04 — disposed of as follows: | •' Dividend July, 1868 $46,500 ; ''. '• Jan'y,1869 46.500 ' --^^ '-.' •- -■ 93,000 00 Alexandria, I23 U« Locomotives 1 05,012 47 §1,7«'J,476 44 Stock in Prov. & Wor. R. R. Co.— ' (398 shares) 39,800 00 Slateriais on hand 30,717 79 Notes recivable 11,904 00 Cash on hand 25,470 77 • Total [>crmaiient investment and re- sources $1,897,369 00 Capital sU)ck $1,550,000 00 Bonds— ontstauding, due Auj;., 1860 300,000 00 Dividend of 3 per cent., due Jau'y, 1«59 $46,500 Dividends due but nut paid.. 869 47,369 00 Total capital stock and liabilities.. .$1,897,309 00 The ollicers of the company are : President — Welcome Fabndu. • ' ■ '■ Vice President — Dakiel W. Vadohax. Treasurer — John R. Ualcu. Superintendent — Stephen H. Tabor. Comparative Productive ne as of EngUalk and Amcricau Kallroadii. We copy the following from the Loudon News for two reasons. — It gives us an occasion to say a word in reference to Messrs. IluUey & Colburn's mis^ou U) £ngland, to which English engineers and the English Press are so fond of referring, and at the same time to correct some very errone- ous impressions that now prevail abroad in refer- ence to the productiveness of American roads. The simple fact that Messrs. Hoiiey & Colburn have done what they could to disparage our roads is the great reason why their report has been so warmly commended in England. They are there held up as experienced and conscientious engineers • while, in fact, neither of them is, nor ever baa been, a railroad engineer, either by experience or trainingi Mr. Colburn has spent considerable time in macbiue shops, but always in a subordi- nate and irresponsible position. We presume he never was employed an hour in the construction of a road. Much less can be said of iMr. Holley's qualifications as a railroad engineer. This title, in this particular, is wholly assumed. We know nothing against his character as a man. It is well known, however, that Mr. Colburn is an empiric ; ignorant, conceited and superficial. For years he drifted round from shop to shop, and from place to place. Wherever employed, the parties found them- selves anxious to get rid of him. At last he con- ceived the idea of getting up a railroad paper upon the Spread Eagle plan. In this he was joined by Mr. Holley, which was his first appearance on the railroad stage. They tioundeird around at a great rate for a while, — till it was announced that the worthy couple had sailed for England. They abandoned their paper between two days, appar- ently, as it cotitaiued not the slightest hint of its approaching decease. It fell from sheer inanition. Our railroad companies would have n >thiiig to do with these erperienced and conscientious engineers. The first thing we heard from them afterwards was could to revenge themselves upon our railroad companies for the cold support received from them. Those who know Mr. Colburn will readily under- stand bis motive. He has, to a certain extent, ac- complished his object, for we can bear testimony that his book has excited a powerful influence in discrediting our railroads in England. In this country, however, he is too well known to have his opinion entitled to the slightest influence or respect ou anj matters. He has given a distorted and exaggerated picture of cur own, in comparison with English roads, and just such a one as suited bis purpose to draw. It fortunately comes at a late day, and cnn do our companies much less harm than the foreign holders, by frightening them into sales at ruinous rates. The misuhiel contemplated will hit a very ditl'i.rent cla.«-s ol people from what wa» supposed. Mr. Colburn has, we believe, taken up hi; residence in London, having thoroughly run out in this country. With regard to the comparative cost and pro- ductiveness of the roads of the two countries, we cannot, perhaps, take belter illustrations of our own roads than tlie two instanced .n the News article, as showinn' the excessive cost of working our lines — the N. V. Central, and ilie BufTalo and Slate Line. These ro.ids hive rrspectivoly cost $44,000 and $55,000. Their average earniugs, since the first trains ran over them, have exceed- ed 25 per cent, per annum on their co^t. Within ten years of its completion, the Central retuincd to its stockholders its first cost, in dividends. Tlio Bufialo and State Line Road has never paid less than 10 per cent, annually in dividends. Neither road was completed when put in operation. They have, consequently, been having large sums an- nually ex^iended upon them, properly chargeable to construction. This is the way in which we build our roads. We can get them in no other. In England, on the other hand, the abundance of capital enables companies to spend $100,000 on their lines before opening them for traffic, or almost immediately afterwards. The cost of maintaining them, consequently, is reduced to the minimum sum, but no smaller than that expended to keep up many ef our best roads. But with the large sums that are expended annually on our roads for construction, and the greater wear and tear ne- cessarily incident to imperfectly built lines, we run them quite as cheaply, taking out the higher price of fuel in this country, as they do railways io England. Notwithstanding all the hue and cry about our railroads, we have a very large number of well- managed and productive lines. It matters, how- ever, comparatively little to us what foreigners think of them. They are no longer solicited to aid in their construction, except upon conditions which render them perfectly secure. But were it ever so desirable that they should entertain the most exalted opinion of them, the wisest coarse would be not to say a word in their lavor till time had wrought a change in public sentiment, which time only can do. Iti making investments, people are much more influenced by their sentiments or feelings, than by reason. When disappointment follows, the logic is, thai every ihing of the kind is'alike bad. This conclusion may be wide from the track, but what is not reasoned up, cannot be reasoned down, and the only way is to let the feel- their wonderful book, to which the article copied refers, and in which they have done what theyl ng or sentiment at present excited, expend itself, and to wait till the mind is again in a normal Slate, and in a condition to receive new impres- sions. We are always going from one extreme to another. This fact was never more strikingly illus- trated than- in the history (ff our railroads. They are still valuable. A great many of them will change hands at low prices, and be worth to their new owners their first cost. Whatever cause for- eigners may have for alarm, the least of all should be the terrible stories of Messrs. Colburn aiid Uolley. — .■\,":.:_i.:y. . v: '-v - . (> ' Below is the article referred to : The meeting held last week of the English sharebolders of the Illinois Central Railway re- minds us of the fact that su many of the English public have either as shareholders, bondholders, or mortgagees, become interested in the railways of the United States as to render the actual con- dition and the presetit prospects of railway prop- erty in that country a subject of no little interest on this side of the Atlantic. Whj is it then that United Slates railways don't pay ; that the New York and Erie, and the Illinois Central, and indeed most uf the great American lines, have only added to the great sum of railway disaster and loss which England and Englishmen have had to bear ] Is the cause to be found simply in financial mismanagement, to s(>eak of nothing worse, or does it lie deeper 7 Is it in consequence of nial-administration, or of delects in the lines themselves] - ■ r These are inquiries in the answer to which United States repuiation and English capital are very deeply concernetl ; and although the exclama- tion by which they are so frequently met, that the Yankees are a parcel of ro:;ues and rascals, to whom it is dangerous to lend money, is an easy and popular, it is not a pleasant or satisfactory style of reply. Neither can it be correct, when we see that the federal debt of the United States is just as good security as British Consols, that most of the Slate Loans are unimi>eacl)able invest- ments, and that even the municipal liabilities of the various towns of the Union are faithfully and punctually dischargeil. In all those cases were the i)eopie of the United Slates so tiioroughly de- praved and univer^ally dishonest as they are said to be, they have ampler opi>orlunities of cheating their loreign creditors than they possess in rail- ways. But with the exception of two Slates, they do not delraud those to whom they arc indehled ; and it is a remarkable tact to which one eminent English house has b-jme honorable testimony, that the debts of American traders which were brought into jeopardy by the commercial crisis a year ago, either have been collected or are in course of liquidation, with a facilility that, to say the least of it, was not then anticipated. Of course there has been no little immorality, deception, and extravagance in American railway management — quite as much, we may be sure, as in our own. Immense and illicit profits have been made out of contracts, d.videnus h-ve been paid out of capiul, the most improper and often illegal engagements have been entered into, railway jobs have been as frequeiu there as here. But as these characteristics do not of themselves account for the misfortunes of English railways, so will they not entirely or mainly account for the mischances of American railways. In England the chief causes of low dividends are to bt: found in what is called Railway Policy, in unwise competition, in obstinate opposition, in director al animosities and perversities, and in Parliamentary negligence and absence of plan and system. Many uf these causes are obviously iu operation in the United States. What, then, js the reason of the deplor- able state and worsv.* prospects of railway property there, whe^e sj)eed has beeti largely reduced, traius have beeu diminished, salaries lowerc-d, and fates augmented, without any corresponding advantages to the shareholders or bondholders ? Two United Sutes engineers, who came to Eu- rope to study its railways, and who in July last published a report of their observations aud in-- 90 AMERICAN RAILROAD JOURNAL. T<}8iiiialioua oq both sides of the Atlantic, enable us in some measure to answer this question. To a large extent, the report of these gentlemen is technical and scientiOc, and more fitted for pro- fessional than popular exposition. But there are SDme leading facts in it which will be useful to make the English public (too apt to make foreign investments) acquainted with, were it only to warn them, however late, of their dangers, and to re- concile them in some degree to their own conn try. We propose, therefore, to dip a little into the story Messrs. Colburn and Holley, after their experience of Europe, tell the people of the United States. They at once start by confessing the inferiority of United States engineering. "Works," they very truly say, " which eat themselves up as fast as ours do, must be founded on a low standard of engineering." In Europe it is otherwise. " As a scieuce, euiziiieering is ably cultivated and credit- ably applied in Europe." In Americar works of construction " everything— ^A^/m^/ re especially — is sacrificed to the present. Quantity, not quality, is the staple demand." Engiueeiing, in all but if s routine merely, is a business for wliich every tyro— surveyor, specu- lator, or large stockholder, deems himself entirely competent. There is no standard whatever, ol qualification, excepting that of doing the most work for the least money. And engineers have followed this so far as to have often robbed their works of their vital proportions. Wherever en- gineers have thus degraded themselves and their profession, by sacrificing their better judgment to the cupidity of ignorant proprietors, they have fallen, hopelessly, to the rank of mere tools for contractors atid railway directors. The consequence is, as a general rule. United States railways have not been constructed on the plans or under the direction of competent engi- neers. Each new line has its own " chief," born to the occasion, who, thus raw and compliant, devotes himself to the routine of the field and the office, while the president of the concern dictates the proportion of earlhwork.s, the shape and quality of rails, and the selection of machinery and materials generally. In England we have certainly not fallen into this mistake ; probably our error has been of the oppo- site description — giving our railway engineers too much power over co'istruction ; and the conse- quence is that, with one or two honorable excep- tions, little reliance can be placed on the estimates of English railway engineers. Of course, this fundamental fault of the Ameri- cans has not produced any real economy even in the actual sums spent on permanent way. After analysing and eliminating the cost of English and American Permanent Way, after reject,ing exces- sive cost of land and parliamentary expenses — un- der Ti'hich latter head they discover "one Mr, Charles Austin, a solicitor, made ^200,100 yearly for three years, a Mr. Cockburn did nearly as well, and the Hon. John Talbot made $60,000 a year" — Messrs. Colburn and Holley say that the cost of one mile of permanent way for an English road, with a 70 lbs. lail, and assuming given quan- tities of earth in each case, is $15,806 against $14,- 532 for one mile of American railroad with only a 60 lbs. rail That, however, is the cost in money only of two respective miles of English and American railroads, but, add the American engineers : The first is a thoroughly first-class road, with ample slopes and ditches, deep ballast, a 70 lbs., rail, thoroughly fish-jointed, and the ties preserved to last 15 years. The second, or American line, has scanty earth- worth, thin ballast, a 60 lbs. rail, with open joints, and the ties destined to decay in from five to seven years. The consequence of this serious difference in the quality ol construction, arising out of the primary mistake of employing inferior engineering skill, is a much greats cost of maintenance of way in the United States as compared with European rail- ways. This point is examioed bjr Mesers. Colburn and Holley with painful and conscientious minute- ness, and the final result they arrive at " shows » general average cost of maintenance of way and works in England and France of 10 cents per mile run, against 25 cents in the Northern United States." There is also, they prove, " a consump- tion of fuel but little more than half as great on the European roads as on those of the United States," arising cuiefiy from the use of wood fuel on the latter. In the item of fuel our American friends look forward to reductions on English lines thai will gladden the hearts of shareholders : European engineers are sanguine of attaining still greater economy. The adoption of raw bitum- inous coal, in place of coke, will save one-third of the present cost of fuel. Heating the feed water generally is estimated to save 15 per cent, of the fuel. The use of pure water instead of the ordi- nary unprepared water is estimated to save 10 per cent, of fuel. Protecting the cylinders and super heating the steam, 10 per cent. ; improved expan- sion apparatus, 26 per cent. ; correct counterbal- ancing, 10 per cent. Andjjutting these together, estimating each saving successively upon a pre- vious saving, the whole would save 58 per cent, ol the present locomotive expenses. This would form, we may add, a dividend in it- self, if our directors would only think less of the politics, and more of the business of their lines. The expenses of French lines average 43 per cent, of their gross receipts. On the English lines the expenses, exclusive of rates and government duties, are 44 per cent. While in New York the expenses in 1855 were 57 per cent, of their gros.** receipts, and in Massachusetts 58 per cent. The rate of cost of maintaining the way of the New York Central in 1866 was four times that of the t^ondfm and North- Western ; and the rate of the BufTalo and Erie in 1856, excreled the rate of the Qreat Northern nearly eight times. Why after these statements, United States Rail- ways don't pay, need not surprise any one. They have no doubt avoided many of the extravagances of English Railways, but they have missed that truest economy which lays down substantial works, and the consequence is a perpetual outlay which renders dividends out of profits almost a forlorn hope. Finances of Iense8 ■. 19,921 09 Cleveland and PlttsbnrK Railroad. The Cleveland ana Pittsburg Railroad is one of the most important " feeders" of the Pennsylvania Central road. It extends from Cleveland to Ro- chester (,25 miles below Pittsburg) and besides sundry minor branchei>, has a line lifty miles long from AVellsville to Bellaire, (4 miles below Wheel- ing.) It brings the lake trade to the Pennsylvania road, and also forms one cf the connecting links between Pittsburg and Cincinnati. It is in excel- lent order, and at present fully able *o accommo- date the large business which it naturally attracts. Total $117,699 37 Expenses same month last year 72,869 59 Increase $44,729 58 Net earnings in December, 1858 $13,968 10 :?. DO..V ... ,,^ 1857 38,759 09 99 ^"^ ;..'.,. Decrease $24,790 Gross earnings for the vear ending Dec. 31, 1858 ". $1,567,035 98 Gross esminas for the year ending Dec. 31, 1867 1,660,424 89 Decrease $93,338 91 Expenses for the year ending Dec. 81, 1858 $978,146 68 Expenses for the year ending Dec. 31, 1857 1,135,011 44 '.S Decrease ..l\;Jvi/.V..' $56,864 76 Net earnings for the year ending Dec. 31, 1868 $588,889 30 Net earnings for tbe year ending Dec. 31, 1857 625,413 45 Decrease $36,524 15 The earnings of the Pennsylvania Central Rail- road for December were as follows : Gross Dec, 1858. 1857. Earnings. $410,971.06 , 883,208.51 Expenses. 263,245.46 260,477.27 Net Earnings. 147,726.60 122,731.24 $2,768.19 $24,994:36 from all sources from Increase.. $27, 762.55 Earnings of tbe railroad Jan. 1, 1858, to- Gross Net Eari.ings. Expenses. Earnings. Jm.1, '69, $5,185,330.68 3,021,885.04 2,163,446.64 " '68, 5,097,543.59 3,226,354.24 1,871,189.35 Increase .... $87,787.09 * . $292,256.29 Decrease $204,469.20 The business of the Mississippi and Tennessee railroad for December was : Receipts from passengers $8,208 27 Do. freights ^....15,118 66 Total :.,. ....$23,326 93 The receipts of the Grand Trunk Railway of Canada for the week ending January 15th, were $82,880 17 Week ending January 16, 1868 31,672 29 iQcrense $1,206 88 AVhat Railroads do for the People. In 1850, Ohio had not over one hundred miles of railroad in active operation ; the part then com- pleted being a portion of the Cincinnati and Cleve- land line. In 1852, there were 1,154 miles com- pleted, and in 1858. tliere were 2,841 miles. The value of land, at these several periods, were as fol- lows, viz : In 1860. . ..•^•'•";'«» vw«.*^»«* $341,388,838 In 1852 363,490,901 In 1858 590,285,947 The increase from 1850 t^- 1858, in tbe value of real property, $218,897,109— or 64 per cent. The increase of population in that time is about 22 per cent., or little over one-lliird the actual increase in the value of property. Thus two-thirds this increa.se in the value of property is due to some other cause than the in- crease of population, which repre.sents the perma- nent improvement made by labor. What other causes have contributed to give this additional value of 40 per cei\t., to the real proi)erty of the State 1 Undoubtedly, the increase in real money, by the increase of the gold mines of California, has had something to do with this increase of value. But, if we say that the whole property of the country has increased ten per cent, since 1850, in consequence of the increase of money only, we shall probably be quite up to the mark. This leaves 30 per cent, to be attributed solely to ia- creased facilities of transportation. That this is so in Ohio, we know by actual observations. We can not be mistaken in saying that the increased value of land in Ohio is mainly due to the increased price of produce, and that increased price is again due chiefly to the ease and readiness with which pro- duce is carried to the great markets of New York, Philadelphia, Boston, and Baltimore, all of which are now reached by excellent lines of railroad from every quarter of the State. The amount of value added to the property of this State, by the construction of railroads since 1850, is about one hundred and ten millious of dollars. This is more than the entire cost of all the roads in this State ! Had the holders of real estate in Ohio been taxed fifty millions of dollars, they would have thought it an act of most enormous oppi*es8ion. But they would have made fifty millious clear profit by tbe operation, and left all the roads of Ohio without a dollar of debt. As it is, the owners of real estate have the beLefit, and the roads have the debts. In the harsh judgment which is sometimes passed on the managers of roads, it should be recollected that the enterprises they have undertaken, and the debts they have made, have conferred inestimable benefits on the great public. They have risked their own reputation, and often times lost their property in carrying forward enterpriies which have resulted in the wealth and prosperity of the people. 2. Let us lo<'k at the effects of railroads on tbe employment of Labor. To furnish full employ- ment for labor, is the most desirable function to be performed by any of the arts of life ; for, it both employs those who might be otherwise idle, and it furnishes a market for large amounts of produce, of agriculture and other «rt« which would not otherwise exist. We have ascertained that there are in round numbers, ten thousand able bodied men employed on the railroad operation of Ohio, independent of construction. These ten thousand meu are equivalent (according to the usual ratio) to a population of 60,000 people. The money ac- tually paid these employees (these are skilled la- borers) is fully equal to five millions of dollars per annum. Then these 60,000 people must buy bread and meat ot the farmers, and this is equal to 90,000 barrels of flour, and 30,000 catile. Thus the railroade have furnished a new market for labor and a new market for agricultural produce. In this brief review, we have sketched orjly a part of the profiuble results which attend the con- struction of railroads in this State. Wlien so many persons censure their mauagemecl, we sliould re- collect what they have done. — Hailroad Record. Bank Statements. The following is a comparative statement of the New York Banks for the weeks ending — Jan'v 22d. CapiUl $66,108,136 Loans 129,540,000 Specie 29,472,066 Circulation 7,457,245 Deposits 95,066,400 Jan'y 29th. $66,108,136 129,663,249 27,726,290 7,483,642 93,837,936 The following is a comparative statement of tbe Philadelphia Banks for the weeks eudiu" Jan'y Slst $11,588,865 26,320,089 6,138,245 2,709,311 17,557,809 '. Jan'y 24th. Capital ..,$11,588,065 Loans 26.283.118 Specie 6,0M9,317 Circulation 2,709,145 Deposits .......... 17,498,219 The following is a comparative statement of the Boston Banks for the weeks ending — Jan'y 24th. Jan'y 31st. Capital $33,3:i0,500 $33,221,700 Loans 59,400,400 ' 68,992,600 Specie 7,383,400 - - 7,888,700 Circulation 6,609,400 6,224 000 I>eposits 20,728,000 20,598,'o00 The following is a comparative statement of the AImt Orleans Banks for the weeks ending Jan. 16th. Loans $20,904,840 Specie 16,343,810 Circulation ,. 10,919,489 Deposits 24,265,133 Exchange 9,666,071 Due dist. banks.... 2,070,176 The Bank movement in the four principal cities of tbe Uuioo, as oompUq^ irom the above, is as follows : - ■ :(v.V :• ^;^ •: LOim. I>CPnSIT8. SrcOIE. CIKCULiT V N. Y., Jmo. 2>.$l'..9,t;ort and Erie Railroad due 1st February, will be i)aid one-third on j>resentatioD, one third in April, and one-third in June. The coupons due in 1859 on the chattel bonds will be paid at maturity. ■' The interest coupons on the second mortgage bonds, 18G1, and Dover £.xtension bonds of the Harlem Railroad will be paid at the Twenty-sixth street otTicu. ',?■■ The interest coupons of the first mortgage bonds of the Central Railroad Company of New Jersey, due Feb. 1, will be paid at No. 69 Wall st. .< The interest due on the first mortgage Cleveland and Mahoning Railroad bonds, will be "paid by Ward, Campbell & Co. The interest due February 1, 1859, on the bonds of the Michigan Southern and Northern Indiana Railroad Companies, and the Detroit, Monroe and Toledo Railroad Company, will be paid at the Corn E.xchatige Bank, in this city. The City of Davenport, City of Burlinglon and County of Cuyahoga coupons due Feb'y 1, will be paid by Messrs. Clark, Dodge & Co. f ■ ' ■*'.'^' " ' Insurance Dividends. The Union Mutual Insurance Company will j)ay interest at the rate of G per cent, jwr annnm on the outstanding certificates of profits on the 1st Febru- ary next. They have also declared a dividend of 45 per cent, from the net earnings of the year, for which certificates will be issued on thf 1st Of March, and on that day the scrip issues of 1849 and 1860 will be redeemed in cash, after which time the interest thereon will cease. The New York Life Insurance Company a scrip dividend of 30 per cent, on all policies paid twelve months prior to Jan. 1, 1859, is declared ; also, 6 per cent, interest upon all previous dividends, pay- able on and after the first Monday in March next, to those holding certificates. ^ The Columbia Fire Insurance Complkny a divi- dend of 6 per cent., payable lOt'i inst. The St. Mark's Fire Insurance Company a semi- nnnual dividend of 10 per cent., payable on de- mand. The Peter Cooper Insurance Con'pany a semi- annual dividend ef 6 per cent., payable 1st inst. The Manliatlan Company, a semi-annual divi- dend of 5 per cent., payable on the 10th inst. The City Fire Insurance Company, a dividend of $9 per share, payable on the 9th inst. The New York Life Insurance and Trust Com- pany, a semi-annual dividend of 5 per cent., pay- able on demand. Railroad Dividends. The Brooklyn and Jamaica Railroad has de- clared a dividend of 4)4 per cent., paj able on tha 15th February. ••"-' T' ^ The New York and New Haven Railroad Com- pany, a dividend of $3 per share, payable on the 16th inst. Bank Dividends. The Long Island Bank has declared a dividend of 5 per cent., payable on deman-?. The Ocean Bank, a semi-annual dividend of ^)^ per cent., pzyable on the lOth inst. ' .'^ per cent, payable on the ID inst. Patent Reversible Ba^safi^e Check. CINCINNATI Via DUNKIRK & COLUMBUS ^668 FIRST IIVTRODIJCED JIILIT, 1849 A. L. ARCHAMBAULT, MANnFACTDRKR OF PORTABLE STEAin HOISTING AND PlJlttPINO KNGINK8, From 3 to 30 horse-power, and STATIONARY ENGINES, from 3 to 100 hurBc-powcr. 8. E. cor. Ftrtrrntli and Hnmilton Sts., philad»:l,piiia. Ex-Chief Erijriiiecr'ifExplorationo in South- AnrnTira, cc. MECIIAXir.AL .\XT) COXSULTIXO ENGINEER, Times BuildiiiK, 41 Park Row. Room No. 4. NEW YOKK. PATENTS NEGOTIATED. DRAWINGS, Speciflraiiotifi, and Models (meti*I or wood ) Applications for PiitcnU", iinr EUBOPS, via Pouthamplo^ and TTavr« per U. 8. .^teamer Ara^o will close at ttiis office on SATURDAY, the 6th day of February, 18.^9, at 10)< o ciock A. M. ISAAU v. FOWLER, Poslmiater. RAILROAD SUPPLIES. GILBERT, MURDOCK fit CO., IVo. 9 NASSAU STREET, ARE a$;onts for, and prepared to furnish at mana- faeturcrs' prices, RAILROAD IRON, LOCOMOTIVE ENGINES, RAILROAD CARS, CAR WHJi^ELS, ^:^ AXLES, CHAIRS, f'^ SPIKES, TOOLS, All Inquiries in rt-leiencc to the above articles will receive immediate attention. Nkw Yokk, January, 1859. ~MrNE~ENGINEERING. JUST PUBLISHED, PRACTICAL MINER'SGUIDE, A TREATISE on Mine Kneineering, corapri-intr a »et of T:igon'>motrical TXRI.ES a«la|>ted to all purpoKPi of >blii|iju or di.iijoi a', vertical, liorlzontal and traverse DIAL- LING, with their appl'cation to the dial excrciae of Shafta, Aiiila, Drift 8, I.ndlicab'e to Mining Busi- nees. Price |2.'J5 by mail Cau be ordered of anv Ro'kseller. Publshedby CEO. M. NEWTON, At the office of the Mirtlng Magazine, No. 1 Spruce at, N.T. ENGINEERING PKEOEDENTS. JUST PDBLISHED-8VO. 127 i)p.. $1 26. Sent free on receiptor the pri e ISIIKRWOOii'S (B. T. Chief En- irineer U. 8 Navy) ENGINEER1N(; PRECEDENTS lor STEAM MACHINERY, einbrao njf the P. rornamcn of Steamships' £x|>eriments with Pro|ielliiii; IiistninieDts. Cond* n- •ers.^oibrs, etc., accompanied by Atalvsis of the same ; llie wboWbeinjf orifriiial matter and arrant'ed in the it <*t p'liitlcal and nsf ful mauaer for KiiKioecrs. U. BAII.LI KKK, No. 21'0 Broadway. ■"•ai.S ^Mechanical Books. RAILWAY MACHINERY; , A treatise oo the Mechanical EnKioeenng of Raiiwaya ; em- bra'ing the Priniiplea and Cuostructon of Roiling and rized Pliant, in all depa'tments. Illustrated by a Seriea of Plates on a Ixrge scale, and by numeroun Engraviags on Wood. By DiNiBL KuxKAR Clabx, logiaecc 2 Tola, balf-morocco, $24. •'Thia work containa the beat poblisbcd infbrmatinn extant upon locomotivea It is recommended to all builders, en. gnt-ers, and machinis's, aa giving m3»e useful, practical, and philosophical instruction at a cheaper rate ttaaii could be ob- tained hj I he purcbaae of any otber work."— .^fTieruon Rati- road Juumal. GRIER'S Mechanic^Pocket Dictionary; NiDth ediUon. Bound, $2 25. GBIER'S Mechanic's Calculator; Sixteenth edition. Bound, SLS8. THE ENGINEER AND MACHINIST'S DRAWING-BOOK; Illa«trat«3 by numerooa Engravings on wood and ateel Half-niotocco, $10.50. "A complete and reliable Work on the draugbting of ina- chine y in sll its defa Is, eihil>iting a Hgh style of art. We are confllent that thia bi»ik will form an important element in tlw education of our young mechanics ''—Stienii/{cA»n«rtcan. BLACKIE A SON, 117 Fulton at., 3a>4 XXW TOBK. THB MAILS for OALIFORMA nod SOHTH PAOIFTC OOAhT, per IT. 8 Steamer lOinois, will c'oae at Hiit office on 8AT0BDAV, tbo 6tb day of February, at 1 o'clock p. M. • MA AC V. rOWLBK, Poatmaater. T. A. HOWLAND & CO., BROKERS IN RAILROAD IRON AM) 34 WILLIAM STm IVEW TORK, ARE prepared to furnish ciibcr Foreign or AmcricaJi Uallp, as < Kfiuii'ineiite of every kind deaired, on the inoi«t favorable teruia. M AMERICAN RAILROAD JOURNAI^ 98 A. T. MILLS. D. W. C. JUDAH. To Railroad COMPAKIES & t OXTIS ACTOKS. 55 EXCHANGE PLACE, Nc{(otiate RAIL.KOAD BONDS and STOCKS. Pl'RCaASES «f Railroad Eqnipmentg made upoD order, for mnderate (■■ mm -sionp. INSURANCE tlOMPANY. flPFIPPS 1» Wall at., NK"W YORK* Ur r iKjEj J 409 Walnut St., PHILADELPHIA. CAPITA!^, }r<^00,000. THE SAFEGUARD INSURANCE COBIPAWY bavin); retired that portion (il'ttie received until thp 12ib of Ftbruao" "e»t for the construction of 3,600 lineal tt-etf of woodf--* bridging, on the liii't of the Lvi'Ch'>ur>; Exteriiion, of the Orange an.j Alex.indria Rairoad. The plans are now ready for inspection, at the office of the Company, iti ALCXAiiDKii, Virginia. Iletailod informatiou w.ll be st nt to any parties uesiring it, H. W. VANDE'JRiFT. 3t3 Ertiint er and Geiieral Sup't. TO MANUFACTURERS OF OrriOB OF TBB OovmoTow & Ohio R R,, ^ Covi-'gtan, Al«ehany Ccuiiy, Vu., Jan'y 3rd, I86fl, S PROPOSALS will "be »'ec'-i%ed. at this otHoe, until ihe Hth of febnury, 1869, inclusive, — to manuf icture one hundred and fifty tbousa"d hushe >t of hydraulic cement, within a dis- tance of Ave miles of tliis place, for u-e in the masonry n iw under contract «.n the line of ihe C 'Ving'on and Oh'o Radroad. Further information miy i e liHd by per»':ni desirous of of fering proposals, on app icat on af this office on and kftcr the 21st msl. By order of the Board of Puh'ic Work.«, CHARLES B. FISK. 6t3 Chief Engineer. Patents for In ven lions. TD. STETSON, Agentfor profurina la'enfs. No. 6 Trjon • RoAT, (noir CityUall). A circular with ''ull isforreation cent free by mail. American correipondeot Prae. Michunics' Jour, frani \ii>A, REMOVAL.;^ i WD. STARLING. Metal Broker and Rait Inspector, • from Lawrence Pountney Lane, to the Yestry Hou^e, Lawrence, Ponntney HilL LoHDOit, 1867. 500 Uailroad Iron. TONS 66 lbs. and 1,500 tors 60 lbs. best Welsh make, Erie pattern, bo w In port for sale. T, A. Hf>WI>AND * CO., 64 William St., New York. Railroad Iron. 2,000 TONS of Erie Pattern, Ciawshays make, on stix. Apply to JAMES TINKER, 3Di40 M Exchange Place. Railroad Iron. THE undersigned have American and Foreign Railroad Iron for sale, deliverable ii New York and other niar kets. CA8WKLL & PERKINS, Bioken, 69 Walt at. Nbw Yobk, January 1, 1850. BOONTON, HOTPRESSED AND HOT PUNCHED PATENT MACHINE MADE NUTS THE subscribers are now mftnufacturing at their Work* Boostoh, N. J., Hot pressed and hot punched ■WROUGHT IRON NUTS, upon R. H. CnLB'i newly patented Nut Mach'nes. In th-ir m:inuUciure tie patented device of the "Double Punch," namely two pimcVw operating from opposite sides towards the centre . f the Nnt. forces into the body of the Nut most of the Iron, which in all other processes is punched out ; and a'so condenses the Iron around the Bolt hole, thus ensuring the greatest ("treugth in the Screw thread, and making as they believe a Nut superior to any made by hand, or tlie ordinary machine processes. They invite all on umers of WROUGHT IRON KUTS to make trial of them, and will furnish samples and their price list on application. & 139 GREENWICH ST. FIIVAJVCIAL. 0. M. TRACY &. CO., STOCKS, BONDS, ETC. LOANS NEGOTIATED. No. 40 EXCHANGE PI.ACE, N- :es 'v^t tt o h EUGENE THOMSON, STOCK AUCTIDNEEK .AND BROKER, AUCTIOV Tf EjiDAY, No. e* IfALI. ST., NEli' TORK. SALES of STOCKS and BONDS every at 12)^ o'clock, at the .Merchant-' Exchange. RAILROAD BANK. INSURANCE and other SECU- RITIES bought a>'d ^old «t the Brokers' Board, at Pri- v«TK 8»iB, or at Auction. All dividends payaMe in New York collected, Mtd prompt remittances made. None bct bona fide qddtations fcrxished the prbs9. The market vai.ce of Seccrities wiil sot be srp- PRESSEP or altered, AKD DECEPTIVE OR IRRISPOK81BLB 0ATALOGCE8 WILL NEVER BE I.SSUED. A statement showing the cai>ital, dividend months, and last semi-iinnnal dividend of the Banks and insurance ComiKjnies of the city of New York, will be forwarded by mail upon applica- tion. RifFERESCES.— Messrs. Wm. and Jno. O'Brien, Tho=. Denny & Co., Horace Greeley ic Co , Cragin &. Co , Todd &. Co., J. & C. Berrian, Geo. F. Nesbitt & Co. Eugene Plunkett, E-q., (President Excel., and report on their value, etc.. eti.-. , :; • RefekexceS: — P. C:.oi.teau, Jr., Si. Co., New Y rk and 8L ' Louis, the Hon. Wm. M. Gwiii U. S. Senator, the Hi Ijikc i^uperitjr l>ii!>ine.-i>. DINGEE AUCTI03iEERS A^D & HOLDEN, • REAL EST.iTE BROKERS, No. 9 NASSAU STREET, Tiider MeMra. Duncan, SaBanAN «c Co. SOLOMON DTXGEE, f WW VADir CHARLES K. HOLDEN, S !>£<" IlFAlV. Stock;;, Bonds, Mortgages, & Commercial Paper Bought Ji Sold. BE»'EHE.\-CE3. Citizens' Hank. K.Y, Mniy ri..TlH)miieon Broa., Bankers. " Messrs. Sewc 1, Ferris It Co, « Goo, P. Rosrers, Esq.. " A. Grid'ey, President SicLean Co. Bank, liliuo.s. lioa E. D. Campbell, Lt. Gov« Wis. Hon. Ju'lffc L rd. La Crosse," Jn-..M.L'vy, Banker, " " Hon. Frdnkliii Steele, Minaa- Eota. A.& W. A. Saunders, Bankets, Mf. Pleavant, Iowa. blMEUN DRAPER, Auetionf«r. By SIMEO"n~ DRAPER, OrriOB, No. 30 PINE ST., NEW YORK. REGULAR AUCTION SALES At TBI Mbbohakts' Kxobabob EVERY DAT. STOCKS and BONDS bought and sold at private talti Std* •very dan »* U.V *dodk. Se* Catalatut. Jl .MEKtS, Jr. & SMITH, BANKERS s^nd BROKERS, 89 WILLIAM STREET, (Firbt Bctldixo below Wai.1. Strbbt.) STOCKS and BONDS Bought and Sold oo Commiastoa MERCANTILE PAPER r.nd LOANS Negotiated. IHTEREST ALLOWED ON DEPOSITS. HENRT BIEIGS, Jr. W^M. A1.EX. BKITH* Nbw Tobk. May IL 185& CUAS. A. FISHER, Lateof thefirmof rigHER, DENNY * CO., "So. 18 Exchange Place. STOCKS and Bonds bought and aold 00 commiMioa. Lomb negotiated. *««* ii^./ ^^^ WWit'-^KjBWB- 94 AMERICAN RAILROAD JOURNAL.. L.ACKAWA]Ni\A IRON AND COAL COMPANY, SIJRANTON, LUZERNE CO., PA. BY t'e C'liU'iletion o' the Delaware, Lackawanna and Wfgtern Kailrond, Ih'j Coini>any «r- enstbled to obrain the Msjfni'tir, f'ri'a from th« moot celt'hraf'd minex in N'w Jeraey, which iweil in c'>nnhinatioo with their native ores, |Mro- du<-fl a quality uf iron not »urp«»seil. There works have ht-en greatly enlarged the past year, and are, tlii-e^>rp, prepared to execute orders i'rom;>tly for KaILROaD iron of any pattern and w. igh», Car Ax'e», Spikes, and Merchant Iron. Tliey have on h ind pata-rno for T ral'B, of the fo'lowinij vf-iiehta per lineal >arrepar«d to All ord«r8 for IIAILS of th« beat qiwUty B market price. T. A. IIOWLAND Jt CO-^a-enta, at tbe market pdce. . IIOV 54 William at.. NE UAlLliOAO IROi\.- THE KEXSSELAER IRO.N COMPANY, TROY, N. Y., OFFER R:til3 of their own manufactnre deliverable aa maj be desired )>y i>iircluu>ers. ncehred in exch:iiiK« fi>r new, or r'>r re-manul^turing. JOHN A. ORISWOLD, Acent, TAo y. If. r. New Tork Agency: Bvnnvo, cRocKKa * dodob, . aa cvM ft. IKOiV BOILER FLUES. Lap- Welded Boiler Flues, l>^ to 7 iQcbes outaide diameler, cat to definite length, 2 to 20 feet u reqatred. Wrougrht Iron Welded Tubes, Vrom 3^ to 6 incbea bore, with Screw and Socket GoDoectioDi. T's, L's, Stops, Yalvea, Flanges, Ac, dtc. ^ MAKITFAOTURKD AND TOB 8AII BT / JHOURTS, TASKER & CO., PASCAL IRON WORKS. y ■-■ ,.-<^' Eetaltllahed 18»1. Warehon8e-209 South Third st, ^ PHILADELPHIA. STIPRBX MORRIS, VBOa. T. T18IKR. JR. CB48. WBIILIK, JR., 8TBPBSS P. M TAStEB. T H K ROUND OAK IRON WORKS, STAFFORDSHIRi; ENGUklVD. Lord WASO, Proprietor. MAN! FACI'l RE HAIL..S, BOIL.KR. PI.ATBS, SHKET8, HOOP8 and BAR», of eTerr variety rfpftttcra. MORRIS A. BROTHER, ' 79IM* A^enU .'or the United Stateii, laSODTB CHARLCa 8TRIBT, BALTIMORE. And 17 Na»8*o St«««t, NEW YORK. MORRIS & JONES & CO., IRON MERCHANTS, MARKIT AND SIXTSENTU 8T&BBTS, PHILADELPHIA. IRON AND STEEL Iir ALL THEIB VABIBTIBS, BOrLBR PLATE, CAR AXLES, BOILER RIVBTfl, RAILROAD IRON, OUT NAILS and 8P1KB8, PIO IRON, etc. Having the selling agency of a aum1)6r of the Rolling Mills Funiacea and Forges in this State, orders for any deaoji^tioo of Iron can be ezecutad. Aii(iutie,18M tytt RAILROAD IRON MILL COMPANY, CLEVELAND, OHIO, ]IANUFA0Tr Pebnuiy, 1868. RAILROAD IRON. The Crescent ManjifacturiFig Company, WHEELING, VA., ARE tiow pTpart'd In execute, at short notioa. orders ftw Hail • (if liny r'»ii' ' NOKRIS * BROTUJBR, -i|Ni>-" BaLTiMoaa. '^ And 17 Nassau st, Naw Yosk. STEEL, FILES, Ac. R. GROVES &. SONS, SHEFFIELD, ENGLAND. MAJfUFAOTURBRS of warranUnl Cast Steel, raperier qeality, Ibr Tools, Maehioery, and KoKioeering purpwea. Slngte and DouMe Shear, Biiater, Ckrman Spring and Sheet Steel or every description — aiao, Oaat Steel Filea of hiKh repu- tttioa, eapeeialty adapted foAhe nse of Maehinlats, aad Saws aad Mge Toola of all kfaida. A stock or the ahovs goods ooostasUy oa I USB OHAS. OONOBBTB * BON, A««nta. U Cliff street, iTt. Railroad Managers will be interested by an eLvninntjon of the *'TUIIU> LiAR RAIL.," patented lo Europe and America by STBrasiia A Jss* KISS, Covington, Ky. The^• rails hsvs decided adrantagea over an j' rail hitherto mads, ssaong tlteai tiw W towing:— The "Tubular Rair of M Iba per ysrd has ^eatcr strengtb and sUstici- ,ty. with the aam. outaid. surtaes as solid raDs o( 60 Iba, per yard. Its density Is greater. Its welding nearer perfkct, and Ita durability superior. Unlike other new Ihnni of rati, It caa be pot down oo tlM ^Bta eliaiis, and with the same ftisusiing^ ased with oomsMa 9 raila. The a nang e ni enta to Biana&etore are aa^ that tbaso rails sen be Aimished of any Amencaa or foreign oiaka Befereoce is mails to th« officers of ail ttie radrosda hi ths vicinity of Omcauiatl. Additional particulars aad eircnlnrt may he had by addrSBS- kg K. W. STEPHENS, Cincinnati, OIU*. RAILROAD IRON. The Sabseribers, Aaronts for the Mannfaettirort, iRS rtiPiatD TO ooaratoT roa tub DBMVERT Of RAILROAD IRON AT ANY PORT h the Uaited Sute. or Canada, nr at a shipping port in WalaSi WAINWBIOHT * TAPPAN, Boston, Joaa. 1861. » Ceotrml Whad RAILROAD IRON. WOOD. MORRELL &. CO., Having leased the extensive Works of the Cambria Ii'on Company, Cituated at Johnstows, CtMsaiA Co., PsasA, And parchased all their real estate, ARE ' ow prepared to execute, at short notice, ordcfs for RAILS uf any required pattern or weight, oo the meat Ubor.-.l lermi. North Penna. B. K BulkHag; Ho. 40 r IValnnt at. COP WASTE. i PiiiiadelphiaOffice>) B BST quality COP WA8TB, ctnatantly on hand and for .^ Bale by '- M. K. JE3DP * CO , ,. No. 44 JCichanite Place, : ' 4IK1 Naw Yoai- CAUTION. ^ As there are iiumcrcus mitations of i.ur FltANQiPANNl, "., purchaser- ari- rrq>ine thil the nanus of Piassa ' ', and LuBia sra impressed u| oa ti e Bottles. ^' -if Ak^^iii 0.!> Sold by all fashionable Psaruxsas and Datioaisrs in tba Wo-'d WUOf.K.-'ALI AOENT FOR TUB UNITBD STATUS Mr. JONAS PUUaaPS* 87 Paarl St., A^sisYsnk AMERICAN RAILROAD JOURNAL. 95 A. BRIDGES & CO., MANUPACTDKEES AND DEALKRS IN - RAILROAD AND CAR FINDINGS, OF EVERY DE5QRIPTI0.V, , 64 COURTLANDT ST., NEW YORK. RAILROAD AXLES, WHEELS A\D CHAIRS, NUTS, WASHERS, CAR, SHIP AMD BKTDOE BOI.TS. IRON rORGIXGS OF VaU'OUS KINDS. ETC., ETO. STKKL AND RUBBER SPRINGS, LOCOMOTIVE AND HAND LANTERNS, PORTABLE FOUGES ASD JACK SCREWS, COTTON DCCK FOR OAR COVERS, BRASS AND S1L.VKR TRIAIMINOS. Alao, Sole Agent« for tlie Manufacturers of Car Head Linings. Orders for the purchase of goods on commission, aside from our regular buf>inefs, respectfully solicited. ▲liBBRT BRIDGES. JOEIj C. LANE. F.W. RhinelandM'. JamesA. Boorman, EdwinA.Foit RHhNELANDEK, BOOKMAN & CO., RAILWAY AOENTS COMMISSION MERCHANTS, BOPPLT ILL HATBRIAL IMD AKTICLKI C8SD I« TBI CONSTRL'CTIO?! AAD OPERATINC OP RAILWAY*. BANK or COMMERCE BUILDING, NSW TORK. BETIR TO ' Jnbn A. BtpTeuR, K-q , Prrsid'ni 3ank of Commeret. Bain'i 8l<«n, K^q., P'ttident Uudlman, Allen * Co. llMara. O"oper> Bfwiu, Mttwra. Duucsa, 3bunnwi fc Oa ' RAILROAI)_SUPPLIESr WILLIAMS ife PAGE, lo. M Water, between CoBgress and Kilby Streets, Boston, Mass. Iron Rails, Cliairs, & Spikes, ; FREIGHT AND COAL CARS, (Ofl band or made at abort noUce,) Wheels and Axles of all kinds, LOWMOOR, AMIS', BOWUNO, aid NABHDA TDUBB, IRON AND STEEL, Of all kinds for Shop, aud Tracks. Car TrlmminRs, Paints, Oil, Yamiih.Oar and Switek Loeka, y^ntilaloia, Laotema, Head-Lighta, OaogM, Bobber Springa, Chaira, Bom and Belting, Aah, Pine and otber Ti^ ber, sod ALL MATiaiALa nsBD In BqiUpmeot and Bepaira al Batlroa''8, Ingines and Cars, at Unetit pmeea. TIIOS. S. WILLIAMS, PHILIP 8. PAGE, Lato Sun't Boatno * He. R. R. Late Paoi, Au>u * Oo. « BEFERENCE8. Jahs Hatward, Prei>MleDt Boeton snd Mnii.e R. R. Ompt Wm. n. Swift. Boston. PBRLpa, Do DOB &. Co., N.T. CoorcR, Hbwitt & Co.. da Rbbtbb, Buck ACo .Pbtk. stoaj S. 8. CutSBRODOH, Cbtcaca Phita., W. & a B. B. A. S. & A. G. WHITON 72 PINE ST., NEW YOEZ, DEALBBB IX RAILROAD IRON, CHAIRS AND SPIKES, LOCOMOTIVES, PASSENGER AND FREIGHT CARS. xandfactcrebb' aqents FOR iilfler'a Iron Turn Tables, DimpfePs Patent Blower, (Hirdinet's Volute Car Springs and RAILWAY SUPPLIES GENERALLY. ALSO JTOGOTIATORS OF SECURITIES. S. B. BOWLES, MHIDFICTDRER AND DEILES m RAIIiROAD SUPPLIES, No. 12 GOLD STREET, (Between PLATT and MAIDEN LANK,) MoBBia K. Jbbtt. lorni Kbmnidt. Qilbad A. Siinm. M. K. JESUP & CO., RAILWAY AGENTS AND BANKERS, 44 EX4:HANro\-e<] Wrought Irnn Railroad Chair, we are now ftiily prepared to reoeiTC and nil nil orden ft'om responsible partiea, to any extant, with proinptnees and dispatch. The thicknen of the Up* of onr Chair IncTeaaea throuirh the bend, whrre itie greatest »trent,'th is retjiiireU, mikI dimmi»li«s towarda the ed^e ; so that a less weight of metal may be uMd, and a strcnfrth acguired equal, if not superior, to that of a heavier Chair of uniform thickneaa. Wn Invite the attention of parties wishing the best Wroneht Inn Chair now In market, to our works fbr a supply ; believ- ing they combino qualities superior to may others now man» Ikcturcd. The Chaira weigh from aeveo and a-half to fifteen pounda, according to the tliicknraa of the Iron and size of the Chair. To enable us to give you a perf^t lit, it will be necessary al- ways to send a section of tbe RalL We cannot uiwlenake to make Chaira without a proper pattern, as it la impoaaible to make a peifect fitting Chair Uom a drawing. Our manufacture of Chairs are uaed on a large number Of Boada, of which the foil >wing list comprises some of tbem, viB Oalna and Chicago Unlna Railroad Company, North Carolina Railroar WORKS, X 8TTCCB880BS TO ROGERS, KKTCHUM & GROSVEXOR, HAVING eztarsive fuel it'iea, are now prepared to Aimiak promptly, of tlio bets-t and mn«t i.Tiproved doacriptioo, either COAL oa 'WOOD BURNING LOCOMOTIVE ENGfNES itKO OVJBB VIRIBTIBS OP RAILROAD MACHINERY. J. g. ROGERS, Praft, ^ «.,.^„„ . w -Wn. S. HUDSON, Sufft, \ »^t«»^««». "• ' ]»L K. JF.SUP, Ktce Pr«,'f. ^,9* ST>VRR, Stify and Trta^r, Y*rii 96 AMKRICAN RAILROAD JOURMAIi. THE SCIIFNFCTADY LOCOMOTIVE WORF^S, H 84.iii:.iii:cTAi>i', N. v., AVlN^^jifKe f.icilitic», are preparol to n-ceU-o and i ecute uriTeri Tor L(U;<).11(IIIVK Ii:\GI\KS A\D TRNDEHS, either for buiumg W001> or COAL, wiih proiiij>UK-«a and iia patch. BRASS and IltON CASTINGS; LCCOMOTIVK TYRES welUetl and blocked to exact aizea, and eTery thing coonocted vitli Um ^^Idiiig or repain'Dj; of L«jco«tO*D IXOLOgfTILr IV T» miCriOTTIRB Of LOCOMOTIVES, RAILWAY TOOLS AND MACHINERY. MANUTACTCRl to order, LocomottrM of uny Arranf»- neui, Weiichi or G«pmr!!y. In Dewign, Material ao4 Workmanabi p, the LocooDotivee prodoeed at these Worka, ■re equal to, and not excelled by any. LoDOsnotive Engines. 1) \]N'F( )U TH, t OOK c\: CO., PAT^^RSON, N. J., HWINli < r> ctod :iii ••xi.-ii w2 S.'.o,). with the m ir■J^ >al Mac'iinury ond Tuol", Hru pteiwreO to execute ortlrrri f >r t'H) vurioiiti clu-.-eo uhI Teiulerr, in the best manner uud on the oio-l favor.. l»i te'iua. A'to, t!tiii"i.itr.v £>ik;'>i>s, :ind (he variou:i TuoU tarnble (br rurniih.ii): Hepiir MIioik-. Tin" Ix.H^'iess i.t" .Mdcl.inrf inak n^;, heretofore car. led on by Chailoa l^a'io-iri ir Co., U CMitumod by th« preaenl firm, and •U oidei '» wi-l receive piona^l aUentioo. Iy49 UNION WORKS, BALTIMORE. POOLE & HUNT, Iron Founders and General Machinists, ARK prepared to All at short notice and of beet materiftia and workmawtilp, orders tor Steam Eng^ines of any Size. PLATK CAR WUXBLfl sod CHILLED TIRKS, ecjoal h> any pro<1iie«d in the rountry WHRBL9 AND AXI.E.-> flttad fbr use. HTDRAULIC TRKSSBS for ezpreaainc Oila and fbr Other purposes. M AO 11 1 N K K Y of the moat approTOd coostraction for floor- kf and Saw Mills. eA8U()LDKR8 of any siae, and MaeMoery and Castinn Of all kind* (br Oaa Work*. BTKAM BOTLKRS nnd WATBR TANKS of any siie oc Aeioriptioa. SHArTINO. PDLLIXS and HANQBH8. WEST POIIVT FOUNDRY. R. P. P A R K T , Ic«ee. Slanuractiirer of Miii-iiir and Statiouarjr :£3 j>ir o X zed by uniove stated are not aatlsfactoriiy sulistaiy tirtted on trial of the Oil ; and we only solicit from tho>e who have never used it very Hmnll trial orders. We also make SUPERIOR GREASE, ;allow. and Tlie BURNINO OIL will burn in any lamp that will hum Sperm, la^ting longer, and burning without ataell or smoke. Wo manufacture an OIL EXPRESSLY FOR SEWING MACHINES, GREATLY SUPERIOR TO ANY OTHER, AND WITH LESS SMBLL. Several have attempted to Imitate oar Oil, calling it ''METALLIC OIL," as well as giving It a atmilar appearance | and we would CAVTION buyers against them, and advise them to see that our brand— "NEW YORK CUMBERLAND METAL- LIC OIL WORKS, FOOT OF EAST 24th ST." Willi the names of the inventors and kind of Oil, is upon every package, however amall. Address, — N. Y. C. METALLIC OIL WORKS. SB3f NEW YORK. THE I MPE HI A I., LUBRICATING OIL, MAKtJF.^CTrRED BT J. C. HUL.L. & so:\s, (F(jniicrly W Hull & Son,) 108, 110, lia, 114, 116 and IIS Cliff st^ FOR KAILROADS, STEAMSHIPS, MILLS, MUIinE SHOPS, ETC. TmS OIL hai inx ■>»( n before the publk; for a long time, nnd having; he 'n extonsivrly Ui-rd in diif-'tent parts of the country, and on each oc>'.ai-ion meeting with iinr|ii.ilifled ap- proval, renders the maiiuluctiu'ers confident when makin<; the followiiii; claims : — Ist It-i ilr:'t iMtst is vastly leaa than that of any OU in use, of known merit or acknowie t(feurnal3 anO bearings cool, clean and hright as cew, tlius not on'y Kavin* f^i'ly a' dnrnhle as any Oil in the market, nnd consumers are iiiviied to make their experiment" on Mich jour> naLs as arc inclined to hc.it up. 5th. It Is Fwnct nnd clean, and entirely free from all odor or unpleasant amell. • f ' Alse, — J. C. HULL & SONS' REFINED BURNING OIL. Buyers are reiioested to f;ive tliis OIL a trial, as it is be- lieved that it will be fbund the CHEAPEST, CLEANEST AND BEST OIL FOR BURNING, (all things considered), in the market CERTIFICATES from a large ntimber of Railroad and Steamboat officers, also, prominent Manufiicturen and Machine Duilders, can be seen by application as abova TAW & BEERS, DBALRRS IN ^ . Sperm, IVliale and Elephant Oi]% Adamantine Car and other Candles, AKD HANUFACTI7RBR8 OP TAW 'S LUBRICATING GREASE FOR RAILROAD CARS AND HEAVY MACHINERY. TmS celebrated GREASE has been in use upwards of Ten y eara | and is in the opinion of FORTY R AII<« ROAD COMPANIES, whom we regularly supply, ;. The Cheapest and Best Lubricator in ose. Parties ordering, will please state the kind of box, or descrip- tkn of machinery. TA'W * BEERS, 18 SOUTH WATKU ST.. ' Philadelphia. OIL! OIL! PEASE'S IMPROVED ENGINE and SIGNAL OIL, Foa SAILB0AD8, 8TEAMEB8, PBOPZLLEBS, AND FOR BTBRT CLAHa 0« MACHIBTERY AND BURNIIVO. PRACTICAL TESTS, by Kngineers and MachinisU oi Thousands of Gallons, prove this Oil to be superior for Biirnlnf:. ai-d TWENTT-FIVE per cent more dnrnble than Sperm Oil, for Lubricatinvr, and the only 09 that w in all cases reliable, that will keep bearings coolf and "WJJLiX* KTOT Ca-XTA^ In no case has It Iklled to meet the approval of the consumer. Tlie Seimtifie American and Mannfaclurer't Journal, aflei testing this Oil, prononnce it aupertor to any other for Lo bricating. — For »«le ONLY by the Inventor F. 8. PEASE, «1 Main at., BUFFALO. Reliable orders flUed Ibr any part of the nnited ftatea • Korope. IIERICAN RAILROAD JOrBNAL. STEAM NAVIGATION, COMMERCE, FINANCE, :|| il^ INSURANCE, BANKING, MINING, MANUFACTURES, p ■ :*,:^:• ;3-r:;:'^"i-^:;-': "^ v. poor, EdUm-. ^ y ':\ ■?•■■': %..^r'^- v-^i: ESTABLISHED IN 1831. PUBLISHED WEEKLY BY J. H. SCHULTZ & CO., AT NO. 9 SPRUCE ST., NEW YORK, AT FIVE DOLLARS PER ANNUM. Second Qoarto Series, Vol. XV., No. 7.] SATURDAY, FEBRUARY 12, 1869. [Wholb No. 1,191, Vol. XXXII. l^r M B88R8. ALOAR tL STKKET, No. 11 ClenicnU Lane, Lomltaril Street, LoNOOH, are tbe authorised £iirppeaii Agents ■ tat \Xve Journal. lil-- PR.INCIPA.li CONTENTS. Railroad Management — New York & Erie R.R. 97 ;^ Wilmington and Manchester Railroad 98 ;.. fork Packing in the West — Full Retaros Irom all Points 98 Eaton and Hamilton Railroad 99 South Carolina Railroad 99 Journal of Railroad Law..i.,, 100 Finances of Philadelphia..;/;;;. ..: 101 Railroad Earnings 103 Delano's New Method of Burning Coal 104 The Commercial Bearings of the Treaty betw. "the Four Great East and West Lines" 105 London Correspoudence 105 Northern Central Railroad 106 Daytoi. and ftlichigan Railroad 107 A.niericaii Railroad Journal. PoBLisnao BT J. H. SCHULTZ & CO. No. 9 Sprcob st. 'S*-w York, 8aturdmy,^Febnt«ry 13, 1850. Ballroad Management.— Mei^r Ifork and Erie Kailtoad. (The following communication is from tbe same pen as the article in our last week's issue, upon a similar subject.) Tbe whole country bas a deep stake in the suc- cessful management of railroads. ° We all want tbe trade of the West through our railroads to our city. While this is accomplished, we also desire that tbe railroads themselves should be profitable and self-sustaining. This can only be accom- plished by ecoDomy of management. If tbe own- ers of railroads manage them by tbe constant ap- plication of personal care, they will be just as suc- cessful as they are by the application of such care in any and every other business. We see it daily stated that there are foar great lines of railroad to the West, and that they are competing for the same business. Honest and right-minded men, when engaged in sharp competition for a common business, endeavor to reach success by transacting their respective shares of such business with the strictest good faith, and tbe most rigid economy. In this way success is insured. The same rules should govern men in the management of railroads. They will govern them, if such men have a real in- terest in the success of the road. We do not want to have railroad managers reduce fares and freights — now too low — and in that way destroy the value of the railroad property. Nothing can be more fatal than this. The Erie Railroad bas shown that its receipts are over five million of dollars a year, and yet with such receipts it cannot pay interest on its debt. Its c ipital is gone. It should show a yearly Let income of two millions and a quarter of dol- lars. It would show this, if it was managed as property ought to be. That line has always suf- fered. There have been collateral objects, that have taken up the time of its managers ; or they have set themselves down here in the city of New York, and attempted to manage it by a set of ab stractious; by issuing circulars; by the theorie* of a single mind. This will never be successful. A great deal more practical, thoughtful counsel is required. Such an addition would at once take an interest with the operatives on the road ; would enter into their feelings, and thereby soon engage all their interests and exertions in a common effort to redeem tbe road from its embarrassment ; tu produce economy in every department; in short, to make it thrifty. Exactly tbe opposite must be the feelings of the men now. This is a matter in which not merely the stock and boadholders ol the Erie Railroad are concerned. The whole rail- road interest will be advanced by the success ol that gteat road. Personal considerations are o> no sort of consequence. Unfitness, the moment ii is obvious, should be noticed ; and when such sad results as the last report of tbe Company shows, are considered, it is the right and duty of all men to speak. The President's salary would pay six men for passing most of their time en the line ol the road, and would soon enable them to become acquainted with the value of every service ren- deied upon it. It would lead them to become ac quainted with all the men upon it ; to consult with ibem, and to obtain their views and opinions. Ii is in every railroad man's experience that the most valuable suggestions are thus obtained. When these are properly appreciated, those who offei them will be stimulated to exertion, and the result will be a general improvement. We repeat, that the reform most needed on the Erie Railroad is a reduction of expenses ; not a moderate, but a large reduction. There must be great waste or great unfaithfulness somewhere. Five millions of dol- lars earned and received in one year for freight and fare, is an enormous receipt. It is enoaoh, if tbe affairs of the Company are well conducted, to make every creditor satisfied, and every stock- holder of tbe concern hopeful. It is not iDcreased receipts, not tbe sale of lots, not the borrowing of money, not cutting off a few editors, not requiring passengers' names, not openly setting the public to watch their conductors, that is wanted, hot real genuine acquaintance with every locality upon tbe road ; a patient and careful examination as to its business ; a respect for the views of tbe inbabit- a Its on the line ; acquaintance with all tbe agents employed upon the road ; a consultation with them ; an intimate knowledge of the manner in which their respective service is rendered ; whether it is grudgingly or freely reudered ; whether tbe condition of any C(>uld be made more comfortable by an enquiry into their cases and such attention to them, as the man who is well served aiwa>s cheerfully bestows. Ten thousand little things of this character, which cost nothing, and go so far to conciliate and produce so much better results than crabbed and silly orders, and a dictatorial rulu. We may rely upon it, that there will never be an increase in net receipts until there is strict, and faithful, and conciliating care exercised orer the expenses, and they be brought down to reason- able limits. In these suggestions we have but one hope, one end, and one earnest wish, and that is, that tbe Erie Railroad, as a property, may be improved. It is a great work. In its origin, and process to completion, there was manifested an earnestness of purpose, and an energy of action, that com- manded respect. Now that it is finished, and one among the most prominent of this greatest of modern improvement?, there must be rothing to impede its usefulness, or impair its value. I'jt managers must feel that they have a mission far higher than to be conducting a system of espionage upon other lines, and bring the public with com- plaints against one line for one thing, and another lor something else. Tbey must be sure to do their own business well by tbe public, and tbe propertj committed to their trust will reach its bigbett value, and oommaod a oorreiipooding price. 98 A31ER1GAN RAILROAD JOURNAIi. 'IVllmlns^ton nnd Manchester Railroad. The eleventih auniial meetiug of the stockhold- em in this road was held at Wiliain Wood and coal 18,876 49 Oil, fluid, tallow, etc 6,174 51 Enginenien, tiremen, con- «. r..^. ductors, etc 33,875 52 (,,.' Ferry expenses 8,572 99 Salaries of officers 8,734 99 Paid S. C. R. R. Co 5,551 97 OflSce exp., printing, etc... 1,887 00 • " Lost and damaged goods, - ^ '> etc 6,479 13 _, . -M^-.^r.. ••• ^ * ' • $253,870 82 ^" • Applicable to previous ' '" '■ year 44,106 12 ;ji,. 209,705 70 .-' J ,/ .••.' - unts outstan'fihg this year . $172,426 04 . 13,801 79 Net revenue $159,124 25 Included in the cost of repairs of ensiiies and cars are : one new engine, $9,000 ; and 10 freight and 2 mail cars built in the company's shops, $1,- 700. Five passenger cars liave also been rebuilt. A con)parison of the earninus of the past with the previous year, shows a falling oft in receipts from up freights of $14,833 34 ; down freights, $4,- 996 44 ; through travel, $63,814 17. The receipts from way travel show an increase of $2,319 77. This diminution of business is attributable to sev- eral causes — foremost among which may be men- tioned the financial embarrassments in which the whole country was involved, and which was felt to a greater or less extent by all departments of in- dustry. The opening of the North East Railroad afforded a more direct communication with Charleston. The transportation of cotton to mar- ket, and of gooa8sengef and 8 freight engines ; 20 first class and 2 second class passen- ger cars ; 6 baggage and 4 mail cars ; and 15G freight cars. The same mileage has been performed by the trains as in the previous year, and with an equal amount of rolling stock in active service. The business miabt also have reached or even exceed ed that of 1857 without adding appreciably to the cost of operating. • OE.VERAL STATEMENT. Balance Sheet from the Treasurer''s BooJcs, Sejpt. 30, 1858. Cr. By Caj.ital Slock $1,125,314 91 " First M.)rtg. Bonds. $596,000 00 " Second do. do. . 200,000 00 " Income Bonds 177,000 00 973,000 00 " Bonds secur'd by Wil. (fcWel.R.R. stock, 150,000 00 " Bills payable lU8,807 92 " Requisitions payable 813 64 259,621 56 Due on Negro Bonds, open accounts, etc 28,118 29 By Profit and loss account 315,863 30 " Net profits of the road for the past year 128,320 92 $2,830,238 98 Dr. Construction $2,418,364 63 Filling trestle 20,399 09 Interest on stock 28,815 30 Interest account 83,345 78 Paid on account of contracts 2,438 90 Wateree & Hamburg R. R. survey . . 2,439 07 C. & D. II. R. Co., on account of gtQ(;l( 19 211 22 Wilmington & Weldon R." R.stock . 20l]500 00 Due from Post Olfice De- partment $10,P87 50 Amount of bills rec'vable 9,560 92 ' "*: Due from R.R. companies 6,620 85 ^ ' , • Do. agents 16,921 34 • -• ' Do. banks 321 60 44,002 21 Cash on band 14,722 78 > ..I.' V.V. - i. .:;..:...!. .j« , $2,830,238 98 The officers of the company are : President — Thomas D. Walker. General Siiperintend't — James P. Robertson., Secretary— Vfm. A. Walker. Pork-Packingr in tlie "West F*all Keturna from all Polnta. The Cincinnati Price Current, of the 2d inst., publishes full returns from all hog-slaunhtering points in the West, except Chicago and Toledo, (those places are reported up to latest dates,) which bhow au increase this season over last of 227,888 bogs. The figures comparing the two sea- sona, and remarks, are as follows : :■■■-.; . ' :■ . 1857-8. 1858-9. Ohio.. ..■.*..... ...;'....•.;.. 610,060 624,109 Kentucky 372,609 397,117 Indiana 441,886 407,636 Illinois 463,577 596,136 Missouri 1 76,386 155,774 Tennessee 42,875 05,172 Iowa 85,683 158,217 Wisconsin- 16,000 32,702 Grand toUls 2,208,975 2,436,803 2,208,975 Increase ■.'... 227,888 There is an increase of slightly over 10^^ jier cent., as compared with the packing last year. With reference to the weight, we succeeded in obtaining the comparison from one hundred and seventy-nine ]>laces, both as regards the average we'slit of hogs and the yield of lard per hog. We have classified the weight for each State, and liud the average to be as follows : ■ . ' ",^ Average Weight Yield of Lard ■■' \''''y-', of Hogs. per Hog. • •'. 1857-8.1858-9. 1857-8. '68-9. Ohio 211 196 28 23 Indiana 202 186 31 22 . Illinois 202 183 37 27 Kentucky 212 217 81 33 Iowa 199 173 89 22 Missouri 202 174 27 23 Tenne.ssee 213 218 37 39 Wisconsin 235 230 30 28 The averages of the above weights would not be a correct average for all the hogs packed, as the relative numbers packed in each State are to be , taken into calculation, in arrivii g at an e&iimate approximating to accuracy. For instance, the above figures would show a falling off in lard of i| pounds per hog, when in fact it is 4f pounds per hog, as we have ascertained by calculating each State, and the same remarks will apply to the average weight of hogs. As regards the average weight of hogs, we ob- tained, as we have already stated, the returns from 179 places, aiid find the total weight of bogs packed at these places last year to be 411,199,140 pounds. The weight of a similar number packed at the same places this year is 386,009,183. This is slipbtiy over OJ |)er cent, of a decrease in weight, which is equal to 139,253 hogs; which being de- ducted from the excess as given above, leaves the net increase in number 78,635, thus showing a net increase of a shade over 8| per cent., as compared with the crop of last year. The hog crop of 1858-9 compares then as follows, with that of the last two years : 3}4 per cent, greater than that of 1867-8. 18>^ " " " 1866-7. As reeards the falling-off in the lard, the aver- age yield per hog, as shown by the returns, was 30 lbs. last year, and 25^ lbs. this year. Now, by multiplying the whole number of hogs packed both years, as reported above, by the yield of lard per hog each year, we can arrive at the compara- tive supply of this article with all the accuracy necessary : Lbs. 1857-8.. 2.208,975 ho28, 80 lbs. per hog, 66,269,250 1858-9..2,436,862hojs, 25i " " 61,630,791 Decrease 4,738,459 This is about 71 per cent, of a decrease as c in- pared with last year. An impression prevails, very generally, that the deficiency in lard is much greater than this j bat it seems to have been over- AJMfSRIGAN RAILROAD JOURNALi. 99 looked that while there is a large fallin£;-oflf in the yield per hog, there is a erealer number of boss from which to obtain the article this year than la.st. Our correspondent!* are unanimous in statins that farmers and storekeepers packed very little pork this season, while a greater amount than usual was cured by them last year; so that there can be no doubt that the supply of bacon and bulk meats from this source, the present season, will be very small indeed, as compared with that of last year. It should be remembered, however, that the large amount of last year's cure, which passed over into this year, answers, to a great extent, as an offset for this deficiency, and in making calcu- lations regarding the supply, this should be borne in mind. * Eaton and Hauiiltou Railroad. The receipts of this road for the liscal year end- ing December 31, 1858, were: From passengers $56,942 47 " freight ', 89,380 91 " mails and express 6,542 84 OENEBAL 8TATEMEKT. Capital Stock $469,762 68 Bonds issued 717,734 00 D..me^tic bonds 11,118 84 Bills payable 14,248 69 Suspendeii interest 138,445 62 Miscellaneous 7,558 16 >w V.:: $151,866 22 And the expenses were : Maintenance of tiack $18,672 20 ", Do. equipment 17,089 16 Rent of track at Hamilton 10,000 00 " paid for equipment.. 6,010 38 Fuel 8,326 48 Conducting transportation. 85,240 62 Rebuilding bridges 4,737 35 culvert 4,136 56 ' Delinquent taxes for 1857. 8,038 26 , 107,251 01 ■ -:■:■ '^y-'-- ■ V ... .; $1,858,867 89 Construction $1,101,744 69 Equipment 79,022 91 Real estate 37,091 51 Cincinnati and Chicago R. R. Co. . . 47,300 00 Cincinnati, Logausport and Chicago Railroad Line 15,330 70 Profit and loss 6 i,778 77 Traiisportation balance 11,776 79 Post Office Department.. .$1,173 25 Railroad current balance . 1,487 36 . lieasurer E. & H. R. R. . . I6l 92 2,822 62 The officers are: President'-T). Babnet. Ireasurer — E. W. M'Gcibe. Superintendent — D. M. Morbow. $1,358,867 89 Carried to general revenue account .... $44,615 21 To which add — Individual debt* and cash assets of 1857 6,493 67 Proceeds of real estate sold 84,054 94 Miscellaneous items 14,005 46 General revenue for the year 1858 . ..$149,169 28 Disbursed as follows : Interest account $4,137 41 Paid for cars 4,6U0 00 Domestic bonds redeemed . . 26,031 29 Notes paid 38,467 37 Real estaie bonds redeemed ,40,000 00 Suspended interest paid .. .20,193 32 Paid balances due in 1857. . 10,356 52 * Sundries 2,868 13 146,654 04 Assets and cash on band $2,515 24 It will be seen from the above that the original floating debt ot the company has been reduced seme $74,500 ; the funded debt some ^40,000 j and the suspended interest debt some $20,000 — still leaving a floating debt to be provided for of some $30,000, in addition to the suspended interest debt. For the payment of this balance of floating debt, and to complete the purchase of rolling stock suf- ficient to successfully operate the road, will re- quire the entire application of the net revenues of the year 1859. The gross revenue of the road for the past, as compared with the ]>receding year, show an in- crease of $10,930 34. This increase was derived exc'usively from the tonnage of the road — which was some $16,000 in excess of 1857 ; while the passenger traflSc was some $6,000 less. Included in the current expenses above, are some $12,000, which are not properly chargeable thereto^having been expended in rebuilding two bridges that were destroyed by fire, for rebuilding a stone culvert and the payment of taxes for the previous year. The following is the company's South Carolina Railroad. In the report of this Company for the fiscal year ending December 31st, the gross earnings from operations of the road are stated as follows : From freight $1,017,421 31 " passensers 416,80105 " mails and minor sources 66,786 08 $1,501,008 44 The expenses for same time were : Bureau department — sal- aries and contingencies. $18,054 37 Transportation departm't —salaries and wages . . 238,323 98 Conducting transportat'n. 37,551 06 Annuities to the city of Augusta, from Aug. 1, 1857, to Dec. 31, 1858. 9,916 66 Oil and Ullow 20,635 32 Wood 53,587 94 .Maintenance ot mach'ry. 146,029 69 " " road ....127,689 68 Savannah River Bridge . 27,837 21 Masonry on Hampton's Bridge 870 68 would have far exceed* d those of 1865, in which the income of the road reached its highest l>oint. The Auditor's Statement shows that the debt of the company has been reduced from $3,537,608 65, in lfc57, to $3,213,860 12. This reduction, amounting to $323,758 53, has been effected, in pars, by th" application of $212,123 60 from the current income of the year, the balance, $111,634 93. from the application of assets which have been made available and applied to this purpose. The bonds of the Company fall due as follows : Past due $11,400 00 In 1859 24,597 99 " 1860 47,631 67 " 1861 3,500 00 •' 1863 461,333 33 " 1866 2,000 000 00 " 1868 192,000 00 680,496 59 Less sterling interest. ..$122,l'f2 74 " general " ... 56,803 05 " damages, etc 13,486 42 $820,611 85 192,432 21 Leaving a net income of. $628,079 61 Dividend for first 6 mos.$155,184 00 " second " 161,883 00 . ■ .. . ... $320,067 00 Carried to surplus i?Jcome ace' t. $308,012 64 Compared with the previous year, there has been an increase in gross receipts of $51,205 62 j and in net earnings, $83,537, notwithstanding a decreaise of passage during the year of $17,283 93 ou local business, and of $60,378 on through busi- ness ; the latter *was chiefiy attributable to the opening of tne Virginia and Tennessee route. The increase on the general business of the road ha.-*, however, more than supplied the difficiency. The business of the year has also been done at a macli reduced cost when compared with the years 1856 and 1857 — having been brought to the very eco- nomical point of 45.34 per cent., which covers ex- tra as well as ordinary expenses. But for the de- cline in passenger business, the results of the year $2,730,462 99 The President recommends that the policy of the Company with reference to its debt should, to a general extent, be determined on. He says : " The ability of the Company to discharge its obligations is unquestionable ; but the original agreement made when the European debt was contracted, imposes upon us the obligation to pro- vide for too large an amount in one instalment. The deot should be arranged by distributing it over a series of years. The rate of interest paid on the foreign debt being only 5 per cent., it was inexpedient at an earlier period to exchange it for one bearing a larger rate of interest. It is, how- ever, improper to sutler the maturity of the deM to approach too near, before provision be made against even a temporary default of payment. We, therefore, propose that the Company, by resola- tion, declare its concurrence in the policy iodi- caied, and authorize the Board to re-arrange, by the substitution of other bonds, such portion of the (jresenl debt of the Company as ihey may find it inconvenient to provide lor out of the present as- sets and current income, without interfering, to LOO great auextent. With the Usual dividends. The Board are of opinion that there is no reason to be- lieve that the rate of dividend recently declared will be diminished by adopting the plan suggest- ed. They would also bring to the attention uf the stockholders the tact exhibited on the last annual statements, that for the next tour years the bonds tailing due amount to but $80,000, au ihdt the dis- charge of a considerable portion ot debt will ne- lessarily be etfeciei by payments of cash during the same period — thus stieogtheniug the credit uf tlie Compriuy and facilitating the operation of ex- tending the term of settlement for the balance of the debt." No expense of an extraordinary character has been incurred ia the road department during the past year, except for the erection of a new bridge over the Savannah River, at AugusU, and for the stone abutments for the renewal of a bridge of one span eighty feet in length, at Hampton's, on the Colom- bia road. The former was -sufficiently completed t J allow trains to pass over it oo the lOtb of De- cember. \V '".'■•■".'' ■''"'■'■■': '^ ■■ [^ ■■\^-.'-'.: :■'.,■■'■ Howe's patent has been followed in its constmc- tion; It is of six spaus, 904 feet in length, inclu- sive of a pivot draw. The end spans are 152 feet each, the remaining four 160 feet each. Its width outside is 18 feel 6 inches — width in the clear, 14 feet — and in clear height, 18 feet. It is supported upon seven piers of carefully selected black cypress, and an abutment of brick at the eastern end. Each pier, strongly framed, sets upon 20 piles — the araw per upon 36 piles. On the Hamburg side, a trestle, about 1,000 feet in length, has been erect- ed to approach this bridge, and ao alteration and loo AMKUICAN RAILiROAD JOURNAL. elevation of Ihe UackH in Augiuta, became alHo necessary. The mansonry at Hampton's is progressing. The line of road is in very good order, wiih the exception of a few i)oints on the Hamburg branch, which require new iron, Tiie Company will re- ceive, during 1859, 2,000 tons of American rails, under a contract recently made with the Plicenix Iron Works, of Pennsylvania. The weight will be 68 lbs. per yard. Old rails are delivered to them in Philadelphia, the new iron received at that port, paying them a difference of |20 per ton. GENERAL CONDENSED STATEME.NT. Capital stock, 42,803 shares $4,179,475 00 Surplus income 308,012 64 6 per ct. bterl. b'ds, payable in 1863 183,333 33 6 do. do. do. 1866 2,000 000 00 6 do. b'ds to St. of S. C. do. 1^68 8,0iDO 00 6 do. do. do. 186S 192,000 00 7 do. bonds to Auditor's order.. . 246,500 00 Bonds to individuals 34,629 66 Do. issued for double track, etc.. 66,000 00 Bills-payable 172,993 88 Scripaccount 20,092 68 Pay rolls 39,534 92 Dividend notes due April, 1859 .... 24,919 00 Do. do. January, 1,1858 164,683 00 Transient creditors, coupons, etc — 60,963 65 >h-i $7,701,337 76 Property in 242 miles of road $5,517,384 58 Lands 324,531 43 88 Negroes 77,961 72 62 Locomotives 516,344 46 69 passenger and 790 freight cars . . 534,444 60 Materials and machinery 52,341 21 Bills receivable 12,172 02 Bonds do 53,283 36 Stock in various roads 374,060 00 Transient debtors 12,179 57 Sundry railroad accounts 71,672 40 Doe by agents 103,370 19 Do. Post Office Department ... . 12,75000 Cash 38,842 22 $7,701,337 76 The officers of the company are : John Caldwell, President. H. T. Peake, Superintendent. Thos. Wabino, Auditor. [From " Noiivelles Annates de la Construction, August. 1858."j Kmploynient of Artillery In Pnbllo "Works. They are now working in the " Department de I'Ariege, (France,) on the improvement of the Im- perial Route, No. 119, which, according to the lo- cation adopted, passes through the grotto of Mas- d'Azil, which has already been opened. At the entrance of the grotto, and at the highest part of the arch, there hung an enormous block of stone, presenting a considerable surface and ad- hering in a very imperfect manner in the adjacent rock. Suspended at a height of 197 feet (60 metres) above the road, this rock menaced the safety of the travel ; it was very necessary to detach the pnrU threatening to fall, and to consolidate the rat. in* engineer in charge of the works, saw that in blasting under such circumstances, the difficul- ties were almost insurmountable, and it seemed that cannon only could dislodge this inaccessible obstacle. He therefore wrote to the prefect of Ariege to ask him for the assistance of some artillery, when, fortunately, a battery of the 10th regiment of that arm passed through Labastide about ten kilometres from the grotto. The officer of this battery, having received in the meantime, by telegraph, orders to consult with the engineer, and to assist him, if possible, went on the 19lh of Jane to Mas-d'Azil with two pieces (canons obusiers) of four inches ((0"12m.) diameter. He placed these pieces on the road at a distance of 820 ft. (250 m.) Irom the grotto, in such a po- sition, that notwithstanding the height of the rock, the limit of the angle which the gun could make with the horizon was not passed. The two guns threw with a remarkable precision. At the fourth shot the operation v^as tiiiished, all portions of the rock which hud seemed not to be intimately con- nected with the arch having been removed. The large block remained, but was no longer menacing; to prove its solidity, seveial balls were lodged in an oi>cn crack on the slope of the hill, and during this firing no movement was manifested in the mass, although the p ojectiles were forced to break off the edges of the rock, and to penetrate like wedges. Jo«m«l of Railroad Lawr. STOCK SUBSCRIPTION. — LIABILITY THBRROIT. The liability of persona upon voluntary sub- scriptions has been a matter of much considera- tion and of some doubt. The following reCcut case in the Court of Appeals of this State deter- mines the liability of a person on a subscription fur railroad shares. The Buffalo ^ N. Y. City R. R. Co. agt. Dudley. This action was brought to recover the amount of a subscription made by the defendant to the capital stock of the Attica and Hornellsville R. R. Co. The name was subsequently changed to the Buffalo & New York City Railroad Company. The route also was changed. The defendant contended that, firstly, his subscription created no legal lia- bility and, second, even if it did, the subsequent charge would absolve him therefrom. We shall give this week only such part of the case as bears upon the first question leav.ug the other for a sub- sequent occasion. The caption or statement in the books, under which the defendant subscribed, were as follows : "Attica &. Hornellsville Railroad. Capital Stock, $750,000, divided into shares of $50 each. Books opened at the Mansion House, in the city of BuUalo, pursuant to a resolution of the commis- sioners, on the 10th day of December, 1845. We the subscribers agree to take the number of shares by us subscribed of the capital stock of the Attica and Hornellsville Railroad Company sdb- ject to all the liabilities and penalties of the char- ter and by-laws of the said corporation." Under this the defendant with other subscribers, wrote his name as follows : "Thomas J. Dudley, twenty shares." This was done about the 24tb of March, 1847 ; and at the time of subscribing the defendant paid five per cent, upon the amount and took the receipt of one of the commissioners therefor. Johnson, J., who delivered the leading opinion of the Court after a consideration of the question whether this subscription constituted an express written promise to pay, arrived at the conclusion that it did not and then proceeded as follows : But upon this subscription, undoubtedly, the law raises an undertaking to pay the amount sub- scribed. It is contended by the defendant's coun- sel that an implied promise can only be raised upon a past consideratiou, upon some benefit or advantage which has already accrued to the party upon whom the obligation is presumed to rest. This is conceded. But the interest in the twenty shares of stock subscribed vested in the defendant the moment bis subscription was complete. And this obviates also the other difficulty suggested by the defendant's counsel of a want of mutuality on the part of the plaintiff. The contract was ex- ecuted on the pait of the plaintifi when the de- fendant became a stockholder. That the defend- ant became a stockholder in the corporation and the owner of the shares subscribed for, is fully settled in Spear vs. Crawford (14 Wend. 20\ In- deed the power of forfeiture given to the directors in the charter must proceed upon the assumption that the subscriber becomes the owner of the stock.* The interest acquired by the subscription is a go(Kl consideration to support an action for the amount subscribed by the sub.scriber. Aug &. Ames on Corp., 474. If this is not so and the argument is to be regarded as merely executory between the parties to deliver stock on one side when paid for and to pay on the other, it would clearly fail for want of an undertaking on the part of the plaintiff to deliver. There would be no mutuality whatever. The defendant's counsel insists that the defendant could not become a stockholder until his stock was apportioned or set off to him by the commissioners appointed to re- ceive subscriptions. The charter however only provides for a distribution in case of an excess of subscriptions over the amount of stock. But that fact is not shown, and is not to be presumed in the absence of evidence. If no more than the amount was subscribed, the commissioners had no power to distribute and the several subscribers would be the stockholders holding the number of shares re- spectively taken. Had it been shown that the amount subscribed before the books were closed was greater thaa the whole capital, the plaintifi would have been compelled to prove in order to fix the defendant's liability, that the amount sub- scribed, or some other amount, had been awarded to him in t,.e distribution ; because, in such a case, as the amount of stock cannot be increased, a dis- tribution becomes necessary in order to determine who are the stockholders, and the number of shares each is entitled to, and the subscriptions are made subject to such right or power of distri- bution, if the state of the subscription shall render its exercise necessary. The presumption of law, however, must be, I think, that the books were & closed the moment the stock was all taken by sub- scription, and thus the title of the several sub- scribers to the number of shares respectively taken, subject to forfeiture by the directors for non payment, became perfect the moment tho books were closed. The certificate is not essentiaKo the ownership* It is mere evidence of title which the owner may require at any time and which the court would compel the corporation to deliver to the i>erson entitled. Aug. & Ames on Corp., 476 ; Chester Glass Company V5. Dewey, 16 Mass., 94 ; Spear vs. Crawford, supra. The plaintiff is not deprived of the remedy by action to recover the amount sub- scribed, because the power to forfeit the stock for non-payment is conferred by the charter upon the directors. That is a cumulative remedy merely. The corporation may lose the right of action by first resorting to remedy by forfeiture, for the rea- son that the forfeiture operates as a rescission of the contract, and the contract being ended no foundation remains for an action to rest upon. This was settled in the case of Small vs. the Her- * The charter of the plaintiffs provided might require payment of the subscriptions under the penalty of forfeiture of the stock and all previous payments. AMERiCADi RAILROAD JCIURNAL. lOl kinier Manufacturing Company (2 Comst^ 330). But as long as the contract remains in force, ai action to recover for the amount of stock takei may be maintained by the corporation against p subscriber. And it makes no difference whethei t'le promise to pay is express or implied. The legr.l consequences of the undertaking to pay mnsi be the same, whether it is express or such as thf law implies merely. Several cases decided ii other States were ciied upon the argument to sus- tain the |K>sition that the corporation must resorl to the remedy by forfeiture, in the case of an im- plied promise to pay for the stock subscribed, and could maintain an action only upon an express promise to pay. I am unable to perceive any solid grounds upon which such a distinction can rest. It has never been obtained in this State, and 1 cinnot see how it can be maintained upon princi- ple. For aught I can see, the rights of the sub scriber and the corporation are precisely the same in either case. This point was fully cansidered iu the Northern Railroad Company vs. Miller (IC Barb., 260^, in the able and elaborate opinion of Mr. Justice Willard, and the distinction sbo,wa to be entir«y destitute of foundation. Mr. JpsTicE Selden also rendered an opinion, in which he concurred with Mr. Justice Johnson in holding that the contract of subscription raised at least an implied promise to pay therefor, and that the remedy by forfeiture given to the direct- ors was cumulative only. He was also of the opinion that the subscription itself constituted an express written promise to pay the subscription, on which point his opinion was as follows: It is insisted that the promise to pay, if any exists, arises by implication alone, and that to give a com- mon law remedy by action, in addition to the statutory remedy by forfeiture, provided by the charter, it is necessary there should be an express promise. To this it may be answered that it is by no means clear that the promise is to be re- garded as implied merely. On the contrary, as 1 understand the distinction between express and im- plied promises, that existing in this case belongs to the former class. An express promise is one which is expressed in words. No particular form of words is esssential to such a promise ; but if the language used, when fuirly interpreted, imports an undertaking to pay this, I apprehend, consti- t'ltes an express -promise. The letters I U, which have been held to amount to a promissory note, constitute an express promise no less than it the word