INTERS i Aid

JMMERCE COMMISSION

LIBRARY DEC 18 1398

MAR 11 19W

__,____,' INTERSTATE

•- "-=- -1- COMMERCE COMMISSION

LIBRARY. • - • DEC 16 1898

■RAILEOAD RE MED,

AND

Journal of Commerce, Banking, Manufactures and Statistics ;

EDITED BY

E. D. MANSFIELD AND T. WRIGHTSON,

VOLUME XIII.

CINCINNATI : Wrightson & Co., Printers and Publishers, 167 Walnut Street.

1865-6.

.fetf*

m

INDEX TO VOLUME XIII

Accidents 37. 71, 423, 434, 435, 418,

459, 400, 472, 484, 496, 508, 517, 519, 520, 529, 532. 545, 556, 568.

death by railway 589

how to prevent 506

ou Foreign Hues 4H0

report of Senate committee ou... 37

statistics of 351

prevention of. 73,578

railway and their causes 360

Adirondac R. R 519, 616

Advance of the railroad to the Pacific.- 206

Agassiz, Prof 446, 456

Agriculture, American 346

Ohio 106

influence of railroads on 142

of the United States 398

Agricultural machinery 107, 144

Air-line Railroad 432

Alabama it Tennessee Railroad 373

Albany bridge 370, 531

Iron and Machine Works i*8Q

& ('asyman's Railroad 4G6

& Susquehanna R. It. 206, 374, 519, 592

Alexandria to Rocky Fellows Gap.... 459

&, Fredericksburg Railroad.. 460, 483

Allegheny Vallev Railroad 33, 71,62,

101, 124, 133,162, 373,616.

Alton & Sit. Cannel Railroad 123

America and the old continent 417

gold and silver mines in 239

American Agriculture and its con- dition 346

Bessemer Steel 399

Central Railroad 507, 602

desulphurizing Coal and Ore Co. 410

Express 459

Institute Fair 391

Bilk products 387

tariff and British manufactures.. 349

Ames's bis gun 28

Ammonia Engine 109

Andrews, B 483

Another Central Lino from Cincin- nati to New York, 4r>5

important railway connection.... 531

railroad wanted 530

Antiquity of Petroleum 112

Archeology, engineering 214

Arctic exploration 158

Arizona 034

explorations in 98

murders in 105, 123

navigation of the Colorado 232

steamers in 202

territory of. 75

Army officers on railroads r. r69

utatistics 250

Arthur, W. R 569

Ashtabula Sc New Lisbon R.R 174

Assay office, U. S 197

Assignments and Grades 635

Association for the prevention of

boiler explosion 87

Atchisou &, Pike's Peak Railroad.... 101, 239, V87, 471, 496, 50<.

Athens it Saratoga Railroad 442

Atkins, H. C 385

Atlantic & Great Western R. R., 15, 18, 33. 71. 102, 190, 196, 227. 266, 274, 280, 3*S, 423, 459, 466, 478, 49:J, 496, 497, 506, 507, 50s, 520, 531, 532, 533, 538, 645, 550, 555, 563, 565, 568, 587, 589, 604, 614, 616.

& New Jersey Railroad 617

& Mississippi Steamship Co. .450, 569

telegraph 312, 430

Atlantic & Mississippi Steamship

Line 639

Atoms, railway 578

Augusta & Macon Railroad 507

& Savannah Railroad 580, 616

Autographic telegraph 136

Automatic telegraph 680

Baggage check, new 626

liability for loss of.... 83, 81, 111, 135

Bnker, J. E 48:1

Bald Eagle Valley Railroad. 33

Baltimore, Canton ville & Ellicott'B

Mills Railroad SOB

Baltimoro & LIverp'1 St'mship Line 502 & Ohio R R ... 81. 197, 412, 460, 490, 504, 503, 553, 557, 616.

extensions 423

war hiBtory of. 277

Steamship Line 351

Bamboo paper 397

Bangor & Milford Railroad 238

Bank, liability of. 122, 160

National American, N. Y 141

10th National, N. Y 114

Banking decision 340

Banks, debts and litigation iu Ohio, 129

N. Y. statement 233

Barclay Coal Co 331

Bay of Fundy. railway to 315

de Noc & Green Bay State R.R... 472

& Marquette Railroad 495

State Railroad 505

Bear Creek Railroad 99, 137

Beauregard, Gen., appointed Sup't... 436

Boll, Thomas 520

Bellefontaine Railway line 62

& Delaware Railroad 553

& Indiana Railroad 566

Bellefonte & Snow Shoe Railroad 33

Belvidere & Delaware Railroad. 40

Bessemer process 615

steel, American 399

Binks v. South Yorkshire Railway

and River Dun Company 74

Black hills of l>akota 70

Blairsville, to Freeport, Railroad.... 373

Blast Furnaces, Elliptical 352

Bine Ridge, silver and copper in 412

Boats, canal and ferry, not taxable... 580

Boiler, experiments ou the St John's, 503

explosions, association for the

prevention of. 87

wonderful 478

Boilern, important improvement in.. 479

incrustation of 117

safety apparatus for 51"

tubular, condemned 610

Bond case decided 566

Bonds, tax on, enjoined 447

Boston, Hartford & Erie Railroad.... 39

railroad dividends 642

to Puget Sound 483

& Worcester Railroad 363, 4'.»7

BourbonnaiB Railway 78

Boyd, J. F 557

Boyle v. Philadelphia & Reading

Railroad 95

Brake, new 219, 460

Brass, receipt for 616

Brazil, Agassiz in 456

oil in 292

Brazilian railroad 494

Brazos Kailroad & Telegraph 458

Bridge, international near Buffalo... 399

Chey-air 59

at Dubuque „ 472

Cincinnati 388, o86

iron, over Connecticut river 458

Hudson river 370, 458, 490, 592

over Mississippi.. 26,76, 496, 508, 557

over Ogechee 460

and tunnel at Pittsburg 409

Union Pacific Railroad 002

Bridges, cellular iron 255

over the Ohio 48>

truss 574

Bridging the Mississippi 540

British cotton trade 3*7

manufactures 349

Railway Statistics 552

railways, mineral traffic on 555

Steam fire engine 193

system of Fortification 244

Broad guage iu England 494

Bronze carriage 82

Brown, E. B 520

J. W 430

Buffalo & Allegheny Railroad 556

Bradford & Pittsburg R. R 33

& Erie Railroad 518

& Lake Huron Railroad 692

& Oil Creek Railroad 385, 45*

& Washington Railroad 556

International bridge uear 390

Buffalo, through freight from 459

Bullion, train of. 61

Burlington Co. Railroad 40

& Mississippi Railroad 5b7, 592

to Ft. Madison 484

Butterfield's Stage line 459

Cairo & St. Louis R.R 322, 350, 544

Calais & Baring Railroad 27

Calcutta, street cars for 530

Caldwell, D, W 190

California & Oregon Railroad 592

Idaho & Nevada... 5i>3

machiue shops 77

mining 114

petroleum in 71,244, 349

quicksilver miuing Co 26

railroad, new 494, 507

railroads 517, 529, 557, 5G6

Camden & Atlantic Railroad 40

Camels and the Central Pacific R.R. . 617

Cameron Railroad 4:14, 592

Canada, canal project in 591

liabilities aud resources of. 256

Canadian railroads 256, 472, 495

Canal, largest 568

new 543, 592

project iu Canada 591

Sturgeon Bay 530

tolls 374

Canals, tonnage on 142

Cannel coal, fields of, Elk River,

West Va 363

Cannon, Ames' 28

English 134

Cape May & Millville Railroad 40

Capitols, railways from 124

Capital Railway 484

Car couple, new 592

for carrying oil 456

manufacturing , 54, 71

wheels and axles, compensa- ting 478, 515

Carolina railroads 460

CariagR of Freight by Railroad 81

Cartridges, Siguier's , 238

Cars, iron passenger 161, 492

luxurious 472

Cast-steel, see Steel.

Catasauqua & Fogelsville R.R 33, 71

Catawissa Railroad report 33, 71, 124,

161, 459, 507, 508, 531, 632, 538, 555.

Catlle, water for 542

Caution to travellers 574

Cedar Rapids & Missouri Railroad ... 268

Cellular Iron Bridges 255

Central Argentiferous region of Ne- vada 231

Line, new 465

Ohio Railroad 77, 460, 553

Railroad aud Banking Co. of

Georgia 361

Railroad of Georgia 267, 280

Railroad of New Jersey 40, 59

Chadwick, Edwin, on Railway re- form 207

Chalk, red, iu Kansas 352

Chamber of Commerce, Cincinnati... 381, 026, 598. *

Chapin, E. A 483

Chattanooga rolliug mills 484, 568

Charleston Railroad 495

Chestnut Hill Railroad 33

Chester Valley Railroad 33

Ch y-air bridge 59

OhicHgo, population of 350

Railway Junction ...-. 445

stock yards 565

street railways 617

& Altou Railroad 100, 126

Burlington fcQuincy R. R., 292, 448,

521. & Great Eastern Railroad .... 544, 567

& Lake Superior Railroad 541

&, Mobile Railroad...., 539

& Northwestern R. R., 76, 339, 459, 474, 491, 504, 531, 551, 616. & Rock Island R. R., 209, 435, 472, 495. 545,551,592.

& St. Louis Railroad 617

Chin, railways In 651

Chilllcothe & Brunswick Railroad... 126

China canal 568

steam in 472

Cincinnati and the Extension of the

Central Kentucky Railroad 491

and her wants JS9

and h^r railroad interests 502

Chamber of Commerce.. 381, 526, 698

coal aud lumber roads of 574

gas in 589

gaB consumed in 529

the beginning of a new era 226

proposed navy yard at 503

railroads needed by 601

street railroads 629

Suspension bridge 388

the first manufacturing city in

the Union 612

to Knoxvillo 441, 442

to New York, now line 465

tunnel — what shall bo done with

it 333

Water woiks 601

& Chattauoogu R. R 496, 5^7, 580

& Chicago Air.lino R.R., 423, 446, 568

& Ft. Wayne Railroad ... 538

Hamilton & Dayton B. R., 155, 261, 508.

& Knoxvillo Railroad 602

& Mackinaw Railroad 107

Pern & Chicigo Railroad 616

Railroad Progress and Improve- ment in 633

Southern R.R 613, 549, 598, 609

& Zanesville Railroad 67, 274

Cities and railroads 369

City Banks of New York 328

Clark's method of smoke prevention, 242

Clearing House, statement 233

Cleveland, commerce of. 51

Columbus & Cincinnati R.R. ,459, 567

& Erie Railroad 569

Ft. Wayne & Chicago Railroad... 493

& Mahoning Railroad 531

Painesville & Ashtabula Railroad, 33, 71, 580.

& Pittsburg Railroad 33, 576, 580

& Toledo Railroad 459, 496, 617

Clinton Line Extension Railroad,.... 472

Coal fields of West Virgiuia 363

freights ... 436

aud Lumber roads of Cincinnati, 674

in Colorado 112

in France 78

in Wisconsin 409

lands bill, 639

mined 435

production of. 467

supply of Great Britain 286

theories, i,*-\v 159

transported, 33, 4G1, 473, 485, 5U3, 521, 545, 593.

trade 160, 398

trade of Pittsburg 4i>8

Carriage, bronze 82

uniform ►. 530

Cold, trains stopped by 668

Colorado „ 565

coal in .' 112

fuel in 50G

mining in 588

railways in : 564

river 232, 266, 338

silver discoveries in 291

steamers on 292

& Clear Creek Railroad 470

Colored Feniaus 249

Columbia & Reading Railroad 2u5

Columbus & Indianapolis Railroad... 448

Commerce. 99

of Cleveland 51

Commission's' roport on Flax Cotton 289

Committee on Pacific Railroad 532

Common carriers, liability of 148

sense on railroads 458

Compensating car wheels and axles, 478

Compressed air on Street cars 515

Compromise between the Atlantic & Great Western and Philadelphia

& Reading Railroad 568

Coniptcir rjeelianiquo 580

IV

INDEX

Condition and prospects of theTexaa

railroads

Concord Railroad Frauds

of tbe Treasury of Ohio

Conductor indicted

Conductors discharged

dishonest

fat, discharged

incivility of

Congress add internal improve- ments 518, 531,

and the mineral lauds

railway affairs in

Congressional blunder

Connecticut railroads, report S33,

railroad project

Connection with the Uhio river

Connelsville Railroad 310,

CoUOVer, S. C

Consolidation 503, SOS,

Construction, traction, retardation, safety and police of railroad

trains

of Blast Furnaces

Consumption ot Smoke.,

Continent, new mad across the

Contractors, defaulting. 540,

Cook, Gen. Wm., death of

Copper in Virginia

Corner in Prairie tin Chiuu

Correction

Correspondence ,

Cost for grain transportation

of working oil wells

Cotton crop in the South

East India _.

gins 7.

in Mexico

manufactories

price of

supply

trade, British

Conn try, progress of the

C'ovineti'u & Cincinnati Bridge

& Ohio Railroad 540

Credit inoUilie'r

system

Crime and Disaster

Cumberland Valley iiailroad

Curiosities in the Income Tax

Currency, defaced

fluctuations in tbe value of.

movements of

Catting Rates

577 G3G 372 4G0 668 616 556 480

539 527 530 563

268 550 543

472 557

5'J:>

16ft

501) 238

:s74 004

136 412 469 568 466 554 361 518 531 2-2 502 541 '227 173 387 69 586 638 419 267 442 33 77 376 250 561 568

Dacotah 552

black bills of 70

Damages against Street R. U. ... 102, 123

by a i-ity railroad 564

Dayt«>n & Cincinnati Short Line

Railroad 400

& Michigan Railroad 155,564

& WYsteru Railroad 545

Death by railway accidents 5>9

ofUeii. Win". Cook 136

ofWiliam Wrightson 105

Pr eideiit Lincoln 105

of Rev. Presi. Nott H13

Debt, funded, and bonds 409

of Kiijclaiid 80

oi the I'nited States 477"

national 112, 113, 348

national, how to pay it 166

when shall we pay the 357

Decay of inater'ls iu tropical climates 482 Decisions, see Railroad.

Decline in stocks 614

Decora h Branch Railroad 459

Defaulting contractors 640

Delaware & Hudrfun Canal &. R. It. 33, 71

Lack. £ Western R.R 33, 71, 580

Deposit*), d'fci-tion on 340

Depot burned „- 423

new „ ~ 532

large 532

Des Moines Valley R. K 459

Destination and distribution of Amer- ican gold.. 60

Detroit Convention 208

Mackinaw and Superior rail- road? 5^2

& Milwaukee Railroad 497

railroad meeting ." 508

street railway* 508

Diamond drills 375

Diluted otocks 591

Diminished earning* 577

Direct railroad route of Cincinnati to tbe Southern seaports via

Cnmb-rland Gap 513

Directors ofTebu. i: Va. R.R 541

Disputed Railway fares 481

Divideu'ls, Boston railroad '.. 542

returns of. Ill

Diving extraordinary 518

Domestic Comin'-rce of the L'. S 40

PnugTaM rail-joint 543

Drain of bullion 61

Dubuque & Sioux CiCy K.K.t i>Zt 7'), 373,

4-n, 5tw, fji-.i. 6lc.

Durnrni' s on tbe Hud«on River R.R. 478

Dummy engines 2ld

Imnkirk & Kre tonia Kailr^nd 55C

Duxaud, John 4*2, 446

Earnings, diminished 577

increase of 351

Alton & Terre Haute 485

Atlantic^ Gt.Western, 321, 431, 436, 473, 521 .

B.dlefontaine 557

Burlington & Missouri 7*1, 495

Cedar Rapids & .Missouri 78, 495

Chicago & Alton, 280, 388, 421, 424, ■ 436, 473, 569, SSL, 617.

Chic, Burl. & Quinsy 436, 472

Chic, Iowa & Nebraska 78, 495

Chic & R. Isl., 17, 53, 114, 198, 424, 43", 461, 485, 497, 500, 521, 533, 54>, 557,569, 581,593.

Chic <& Milwaukee. 485

Chic. &Noi'thwest,n.76,H5,197,233, 424, 43G. 473, 485, 497, 521, 533, 557, 509, 503.

Cleveland. Colnmbns & Cin'ti 593

Cleveland & Pittsburg, 233, 206, 485, 509, 533, 509. 593.

Cleveland it Toledo 448, 521

Connecticut River 593

Dubuque & Sioux City 78, 495

Dubuque & Southwest'u 78, 405

Des MoinY'B Valley 78, 495

Detroit & Milwaukee, 436, 448, 401, 473, 4K5, 509, 533, 545, 557, 560, 617. Erie, 70, 126,197, 198, 372, 4ti5, 533, 557, 593.

European & North American 198

Flint &. Pcre Marquette 435

Grand 'trunk, 15, 39, 197, 280, 424, 448, 473, 497, 529, 545, 569, 581. Gt. Western, 424, 436 459, 461, 497, „ 509, 521, 529, 533, 569, 581, 593.

Hartford & New Haven 388

Housatonic 28, 485, 645

Hudson River 280

Illinois Central, 209, 424, 401, 521, 533, 569. IndianapoliB & Cincinnati, 387, 461, 617.

Jeff.-r.sonville ; 521

Keokuk & Mt Pleasant 78. 49">

Little Miami 50-

Loudon & Southwest1)) 472

McGregor Western.. 78, 3L4, 323, 495

Macon & Western 448

Marietta & Cincinnati, 27. 114, 137, 256, 268, 424, 448, 461. 473, 485, -197, 521,545. 500, 581.593. Michigan Central, 17, 114, 108, S70, 411, 424. 4'S, 461, 473, 485, 497, 521, 533, 545, 5(59, 581. 5f& Michigan Southern. 114. 424, 4G1, 473, 485, 509, 521, 533, 545, 6o7, 569, 581, 593.

Milwaukee &. Prairie du Chien, 401, 473.

Missi^sissippi & Missouri 73, 495

Missouri Pacific 5'KJ

New York Central. ..197, 460, 529, ■ o33

New Jersey 593-

Nurlherii (CanadaJ 509

Nortb Pennsylvania -3r7, 509

Norwich & Worcester... 448,. f-33, a -7 Ohio &. .Mississippi, 280, 4 0,4&5, 533, 557.

Oil Creek 017

Panama 388

Pennsylvania 26,149,162,447

Phila. &. Erie 471, 569

Phila. & Reading... 461, 485, 533, 581 Pittsburg, Ft. Wayne & Chicago,

436, 485, 509, 533, 545. Racine & Mississippi, 18, 42, 71, 2G8, 304, 372, 424 448, 4t.O, 473, 485, 509, 521, 633,581,593, 017. Rome, Watef town &Ugdensburg, 424 Toledo, Wabash &. Western, J7, 114, 448, 497.

Underground 471

Western (Mass.) 01, 681

Western Union 617

Earth, internal heat of 519

Eastern proposed routes 432

Shore Railway 150

East Brandy wine &, Wayuesburg

Railroad 33

India cotton 631

Mahanoy Railroad 33

Pennsylvania Railroad 33, 71, 541

of Prussia Railroad 5_0G

Tennessee & Virginia R.R 450

Eaton & Hamilton Railroad 470, 557

Ebensbiirg & Cresson Railroad 33

Edgefiebl & Kentucky R.R 495, 508

Egyptian Railway* 5^8

Electric, see Telegraph.

Electricity from waterfalls 515

Electro-magnetic locomotive 27

Elevated railroad 579, 500, 615

Elevator, St. Louis 447, 520

Elliptical blast furnaces 352

Etmira A: Williamspurt R.li 33, 71

Embree, Capt Davis 117

Emigrant-, statistics of. 50

German 10L

End of (|je Schuyler fraud C04

Engine, an Ammonia |0'j

buglirth tank 690

bew jgu

Engineering archaeology.... 214

improvements in 253

model 208

narrative of wonders in Eastern - Idaho and Southwest Dakotab, 552

Engineer's festival 496

responsibility of 370

scarcity of 519

Engines, old English 2:4

traction... 467

see Locomotives 446

England, broad gunge in 494

ironworkers of 82, 84

public debt of 89

English cars 495-

express train-. 447

ordnance 134

penny trains 580

railway management o!9

railway receipts 592

railway statistics ". 5'3

Railways 90, 132, 136, 493

railways, French locomotives on, 238

resident Secretary 496

rolling stock 5S9

stock companies 598

tank engine 590

treatment of iron for rails 587

underground U.R., see London.

Visitors, our 420

see British.

Erie Railroad 33, 431, 551, 554, 580

& Niagara Kailroad 459

& North East Railroad 33, 71

& Pitts-burg Railroad 33, 71-

Errors in mechanics, and their result, 477

Europe, drain of bullion from 6L

Bteaui communication with 101

telegraphic routes to 309

European railroad 616

& N. A. R. It... .22", 339, 385,400, 539

E^ansvillo & Crawf-rdsville R.R 516

Exchanging mails on the Railroad... 359

Exhaustion of South Carolina 3i»2

Experiments on the St. John's boiler, 5<>3

Explosive substance, new 380, 615

Explosions, see Boiler 87

Exports ot Great Britain..... 114

Express busiue-s, history of.. ..86, 97, 109

business south 532

companies, receipts of 276

Company decision 122

loan to railroads 532

train, speed of 447

Ex tint of travel West 50

Extraordinary vessel lMr

Fare, increase of, for high 6peed

trains „ 158

indicators 580

Struct railway 483

Fares, railway, disputed.'.! 481

htreei railway douoied 5d8

Farmer's Couveution 1. ...,-. i 550

Fast time 171, 190, 532

Fayette Co. Railroad 3a

Female detectiv- s 56*

Fenian fund, how to use 5:;S

Ferry boat, new 644

Finances and Curroncy ot Lite LF. 8... 357

New Jersey 207

of the U.S., and movements of

the currency 5'»l

Financial future of the South 217

future, views of 324

results of great railway lines 405

Want 419

Fine Testimonial 516

Fink, Albert 448

Fire 567, 610

Engine, uew British Steam 193

_extiuguisiier, new 553

Insurance losses 504

responsibility of carriers for

damage by 219

Fires in the Oil regions 338

Flax aud seed 383

cotton, Cummiss'iV report on.... 289

mannufactures 75

Flint & Pere Marquette KAl 435

Florida railroads 520, 540

Flucluations aud value of It.U. stuck, 489 iu the valuo of currency, and the

relations of gold and silver 250

Foreign commerce, review of 273

lines, accidents ou 480

trade of the U. S 172

Forfeited applications, renewal of.... 101

Forging 113

Forsyth, Jacob 497

Fortification, British system of. 244

Fort Scott Railroad 483

France, coal in _ 78

railways in 376

Franklin aud his gig 554

Branch 18, 33

Free trailo 516

Freehold A: Jaiuesburg Agr. R R. ... 40

Freepurt to Butler 58'J

Freeman, W. R 016

Freight, accumulations of. 508

bills, large 010

carriage of si

Convention 55ll

Freight, low rates for 423

rates 436

shipments 173

on streetcars 169

thieves 460, 483, 484, 580, 592

way onrailroads 579

westward 124

Freighting season for, between St.

Louis and Boston .^.. 520

French gas contracts and pipes 603

inventions 238

locomotives 460

locomotives on English railways, 238

patents 544

railways 532, 56^

railway, Cifiard's injector on 131

railway refreshments 518

telegraph 13G

Frog, MansfieblV elastic 615

Fuel in Colorado 506

water as 434

Funded debt aud bonds 409

Furnaces, blast 599

Furnace, enioke-consuming 517

Future freight of Western railroads, 255 railways in Colorado 504

Gambling, stock 370

Garratt, A.J 616

Gas consumed.... 529

Contracts and Pipes, French .... 603

in Cincinnati 589

iu India 544

smelting irou with 387, 447

Gedge, Wm. H , 497

Generous donation 244

Genoa and New York 6teamship line, J>39 Georgia Central Railroad, 195, 267, 280, 301, 459. 460, 508, 592.

Railroads , 405, 538, 556, 557

German cast-steel 125

emigrants 101

railways 133, 470, 577

Gettysburg Railroad 33

Giffard s injector 131,587

Gold, American destination aud dis- tribution of GO

and Bilver mines 239

harvest of. 2b0

its relation 10 paper currency, its

exports and imports 45

Lake Superior 518

mines, Halifax 412

shipments of 316

shipment of. 554

Goshen & Springfield Railroad 472

Government railroads, see Military .

i.rades, locomotives lor steep 16

Grain crops and their relation to

raihvads 297

transportation, cost of 534

Grand Duplicate of t.»hio 39

Haven, naval depot at....! 540

Rapids & Indiana Railroad, 64, 91,

151, 209, 255, 382 River Valley R. 11... 209, 315, 508, 592 Trunk Railwjav report, 147, 400. 472, 497, 5:jl, 569, 592.

Gravity, railroad 4-15

Gray, Geo. K .' 556

Great Britain, coal supply of 280

Britaiu, exports of .. 114

Britain, see England.

Falls & S. Berwick R R 435, 4C8

Northern Railroad (Eng.) 496

Railroad suit 420, 579

Trunk lines 321

West, the 433

Western Express ^Eug.) 447

Western Railroad, 196, 322, 446, 459, 472, 497.

Grounds given for depot 50S

Growth of the gr»at cities- of the

West 612

Guage, chauge of, in Missouri 483

railway... 113

Gun, rules for handling 88

Gwyun's Falls Railroad 444

Hackensack & New York R.R 40

Halifax, gold mines 412

Hall, Capt. letter from 410

W. H 448

Hamilton & Dayton Railroad 173

Hammer Creek Gap & Lancaster

Rdlroad 4S3

Hannibal & St. Jo. Railroad, 134, 507,

60S, 532, 633.

Hanover Branch R.R 33

Harbors, condition of 539

Harcourt, Henry 520

Hardening steel 113

ilarlcm R.R 423, 434. 44S, 544

Harris, Clarendon 497

Harrisburg, Portsmouth, Mt. Juy .l

Lancaster Railroad 33

Hartford & New Haven R.R 233

Harvest of Gold 280

Hats, luminous 371

Hays, J. U 448

llazleton Railroad 33

Heat generators 238

Heuipntdd Railroad 33, 495

Houd-.-rMon & Nashville Railroad 636

INDEX

Hicks steam engine 385

High speed trains, increase of fare

for 158

History and Review of Steamship

lines 130

Hogs in the tJ. S 310

Hoosac tunnel - 407, 508

Hopkins, G W., death of 123

Horses, statistics of 347

street car, relief for 515

Houston, J. J 387

How to prevent railroad accidents... 50(3

to resume specie payments 375

to use the Feuiau fund 538

Hoyt, Hon. James H 241

Hudson & toman Railroad 470

river bridge.. 458, 490. 592

river railroad on west side of, 458,542

River Railroad 233, 434, 544

River & Erie Railroad 18

Hurd, Chas. H 448, 520

Huntington & Broad Top R.K 33. 71

Huron & Ontario Ship Canal 468, 542

Hygrometers 238

Idaho 552. 563

Illinois, new railroad in 123

trade of Southern 586

value of property %...... 114

Ceutral Railroad, CO, 118, 31G, 459, 508, 503, 568, 509.

Southern Railroad 472

imperial Mexican Railway 014

Important discovery 117

explorations in Arizona 98

railroad case 538

railroad enterprise 430, G02

Imports 2-»9, 412, 486

Improvements iu engineering 253

in railroad trucks 459

Incivility of railroad conductors 480

Increase of fare for high speed trains, 158

'India, gas in 544

railways in 59, 85, 374, 435, 404

railway iron exported to 532

Indian troubles -.. 459

Indiana railroad, new... 472, 483

ludianopolis & Cincinnati R. R., 508, 518 557,589 .

Indiana & Illinois Railroad F2

& Vincennes R.R 544, 567, 592

Influence of railroads on agriculture, 142

Ingersol.G. A.... 580

Injunction issued 551

Insurance Companies in New York

State 326

decision 148

defective 514

reports 149, 150

Intercolonial Railway 3*6

Interesting to R.R. corporations 351

Internal heat of the earth as a

motive power 519

improvements in Congress, 518, 531, 539.

Revenue v. 77

International bridge near Buffalo.... 399 Invention in R.R. carriage transit... 602

Inventions, French 238

value of, to the poorer classes .... 345

Iowa Central Railroad....; 268

Railroads, 78,472,481,484,405, 505, 550, 592.

Iron column in Richmond 370

in the Northwest 325

hew method of rolling 556

manufactures 362, 375, 509

mountain, new 543

passenger cars 161, 492

rail 5s7

Railway bridge iu Connecticut... 458

smelting with gas 3S7, 447

trade 516

condition of 229

New Jersey 516

sober word to the 84

strikes iu the 87, 376

transported , 33

welding by hydraulic pressure... 556

workers of England 82, 84

Ironton Railroad 33, 71

Isthmus, new railroad across 592

Italy, population of. 65

Ithaca & Towauda Railroad 55G

Jackson, Lansing & Saginaw R.R... 496, 5*0.

James river & "Kanawha canal 543

Jamestown & Franklin R.R. ..33, 472, 406

Jersey City Locomotive Works 457

Judea, railroad in 557

Junction Railroad 33

Kausas, red chalk in 352

City & Cameron Railroad 120

City & Fort Scott Railroad 126

City & Leavenworth Railroad.... 532

Kean, D.H 557

Kensington, old engines at 2H

Kentucky, her lesources and h^w to

develop them 585

new railroad in 434

petroleum in 117, 446

statistics of 173

Ky. Central Railroad, 459, 460,491,497, 517, 567, 616.

Keys to passenger cars 495

Knapp, T. L 483

Knoxville, railway to 372

Krupp's Cast-steel Works 125

steel tireB 494

Labor and capital 125

question zu"5

Lackawanua & Bloomsburg R.R,.. 33, 71 La Crescent, Bochester & Yanktou

Railroad 616

La Crosse & Milwaukee R.R., 73, 174, 193, 385, 421, 517, 520, 544, 567, 588

Lake Border, smuggling on 543

Shore Railroad 459

Superior gold 518

mineral wealth of 51

Lancaster branch of the Columbia &

Reading RaUroad 205

Land grants 508, 616

sales .7. 532

Southern Wild 5<4

Lauded property. 141

hate President of the Erie HAi 47

Law of ihe street 603

Laws applying to travel 84

Lawrence, J. J 616

Railroad 448, 472, 508

Layug, J. D H87

Lead discoveries iu Missouri 267

Leather, manufacture of 384

Leavenworth & Ft, Gibson R.R 382

Lawrence & Galveston R.R., 4»3 616

& Pawnee Railroad 126

Lebanon & Pine Grove R.R r 373

Leesport tfc Moselem R.R 221

Legal Tenders in circulation 197

Lehigh Coal & Navigation Co 436

& Lackawanna Railroad 33

& Luzerno Railroad 33

& Mahanoy Railroad 33

& Susquehanna R.R 33, 71, 539

Valley R.R., 33, 63, 71, 467, 496, 639, 580.

Let it be adopted 518

Letters, loat 383

Leveeing the Mississippi 422

Lewis, Enoch 5*0

Lewisburg Centre & Spruce Creek

Company 507

Lexington & Big Sandy R.R 406

& Frankfort Railroad 495

Liability of Bank t 122, 160

of railroads, 73, 83, 111, 112, 305, 615 Liabilities and resources of Canada... 256

Liberality 4fiu

License, railroad 4U5

for railroad presidents 5' 9

Light railroad locomotives 4H0

Lincoln, Abraham, death of 105

Linseed oil and flax seed 383

Liquid explosive compound 615

Little Miami Railroad, 50, 2i5, 409, 514, 591, 6(5

Saw Mill Run Railroad 33, 71

Schuylkill Nav. R.R. & Coal Co... 33

Littletown Kailroad 33

Locomotive, competition for 516

electro-magm-tie 27

engineers, responsibility of .",70

long stroke 471

new 591

reloi in 57

taxes ou 472

French 238, 460

light.. 406

peat for 112

road 446

steel 159

for steep grades 16

see Engines. London Pneumatic Despatch R.B., 88, 137, 364, 422, 471, 506, 610.

Long Island Railroad 460

lities of railroad 411

Look into the Future 47

Look to your policies 514

Lorberry Creek Railroad* 33

Los Angeles, oil in „... 349

Louisville & Frankfort R.R 495, 578

& Nashville Railroad, 430, 448, 483, 508. 519, 520, 557.

N. A. & Chicago R.R 395, 592

Lowell, operatives iu 412

Lumber, seasoning 397

Lumber trade of Saginaw 640

Luminous hats.™..- 371

Lykens Valley & Coal Co. R.R 33, 71

McCauley Mt. & Black Creek R. R... 33

McCounellBville, new road from 507

McCook, Gen. A. McD 418

McDonald, James 459

McGregor Western R. R 435, 471

McLana, Louis 532

McMit.nullo& Manchester R.R 495

Machinery, agricultural 144

Machinery, superiority of American, 567

Macon & Augusta Railroad ... 508

& Brunswick Railroad 406

& Western Railroad— 407

Madras Railway 69

Mahanoy & Broad Mt. Railroad 33

Mahoning Railroad 189

Mail, reduction of postage 467

Bervice 70

Southern, resumed 423"

Mails on railroads . 539, 540

exchanging on the railroad 359

lost 383

transportation of the 525

Maine, scarcity of railroads in 580

Maintenance of railway rolling stock, 254

Manassas Gap Railroad 460

Mansfield's elastic frog 615

Manufactories, cotton 541

Manufacture of agricultural imple- ments in the U. S 10T

of Cast-steel 125

of Leather 384

of railroad iron 841

of steel castings 516

Manufactures, Britich 349

Manufacturing and mining interests, 5n5 Marietta & Cincinnati R.R., 2LH, 422, 418, 483 532, 580, 616.

Mariposa Company 418

Marnu.tte to Chocolate 483, 495

Marsh, Nathaniel 47

Marshall v. Pa. R.K. Co 16

Martdiel B 448

Maryland railroads 150,491,616

& Delaware Railroad 579

Mary-ville, (Cal.) road from 507

Massachusetts, railway progress iu, 90, 174.

Material progress of the Country 93

Materials, decay of 482

Mauritius Railways G2S

May, Capt. F D 448

Mcilinry James, Letter from 637

Mechanical conditions of R.R. work- ing to prevent destructive wear

and risk 190, 2"2

Mechanics, errors in 477

Meeting of R.R. Presidents 435

Memphis, milruad connection" of 519

& Charleston Railroad, 407, 411, 484, 497, 519.

Clarksville & Louisville R-R 495

& Little Rock R.R. 519

& Ohio R.R 483, 495, 519, 591

MBtrpp'ditan R.R. Co. bill, veto of... 205

Underground Railway 471, 502

Mexico and her condition 10o

and her mines 239

cotton in 50!

governments in 531

railroads in.... 448, 472, 507, 614, 615

Michigan 579

Central Kailroad.... 17t, 209, 448, 569 South. & North Ind. R.R., 137, 145, 3o3, 496, 497,592, 616.

railroads 200, 315, 530, 532

Military railroads 433, 435, 459, 495

Railroad -v>Uni 209

Mill Creek ,t Mine Hill R.R 33

Milledgeville A Augusta R.R 105

Millstone & New Brunswick K.R 4')

Miltville & Glassboto Railroad 40

Millwaukee & Minnesota R.R 73

& Prairie du Chien R. R., 435, 436,

471, 507. & St. Paul R.R., 73, 508, 541, 545, 616

A: Watertowu Railroad 5'J2

Mine Hill & Schuylkill Haven R.R., 33

Mineral industry of Spain 363

Lauds 515, 5*7, 531

traffic on British railways 535

wealth, our 541

of Lake Superior 51

of Pennsylvania 232

of West Virginia 229

Mines and mining, committee on, 539, 544.

Mining in Colorado 588

interest 417

revolution in 230

statistics 114

Minneapolis 315

Minnesota railroads.. ..396, 435, 47u, 471, 490.

Central Railroad 470, 471, 484

Railroad 405

Southern Railroad 470

- Valley Railroad 470, 507

Minty, Gen 448

Mississippi, bridge ovtr, 26, 76,496,508, 540, 557.

leveeing the 422

navy yard on „ 540

Bhortening the 519, 633

survey of the 540

Central Railroad 450, 497, 592

& Missouri Railroad, 208, 254, 312, 447 472 495 545.

& Tennessee Railroad, 383, 411, 472, 483, 519, 55".

Mississippi & Missouri Railroad 637

Valley Transportation Co 592

& Wabash Railroad 508,519

Missouri, change of guage iu -!>M

lead in 267

railroad fever 589

railroads 126, 457, 592

Stato debt of. 289

Missouri to the Pacific

uniform guage in

River Railroad

River, Ft Scott & Gulf R.R

Valley Railroad

Mobile & Ohio Railroad, 447, 459, 532, 692.

Model engineering

Monetary & Commercial, 17, 29, 40. 61, 78, 9". 109, 114. W6. 150, 174, 197, 209. 221, 232, 844, U68, 292 304, 316, 32S, 349, 352, 364, 388, 4"0, 412, 424, 436. 448, 460, 481. 497, 5i 9, 520, 533, 545. 557, 581,591.005.

Monster steam-hammer

Montana

mining region

Mont Cents, railroad over 314,

Cenis, tunnel operations at, 133,

Montgomery & Eut'aula Railroad

& West Point Railroad 373,

Moorhead, Wm G

Morris Canal &. Banking Co R.R.... & Essex Railroad, 40, 448, 459, 495, 496, 532, 555.

MoitgRge, heavy tax on 472,

Mortgage liot 517,

Mount Carbon Railroad

& Point Carbon Railroad...

Diabulo Railroad

Olympus

Muir, James H

W. K 497,

Murders, railway

Muscogee Railroad

302

446 417 592 120 519,

208 i 63, 162, 2H0, 376, 4^3, 569,

238 578 279

503 483 407 407 557 40 493,

495 520 33 33 566 541 520 520 237 195

Nnjac b. Boston & Lowell Railroad... 40

Nanticoke Railroad 33

Narrow (iuage 310

Nashville & N. W. Railroad 430, 495

& Chattanooga R. R., 137, 442, 459, 496, 508, 532.504.

& Decatur Railroad 568

Nation's wealth in gold and silver ... 239 National Bank Notes, nnleinpl ion of, 336

Bank System 39, 327, 408

•i'bt 118, 1,3, 3t8

debt, bow to pay it ]iiG

Railway 580

Naval depot at Grand Haven 530

Forces of U. S 23

Navigation of the Colorado, Arizona, 232

Navy yard at Cincinnati .f.03

yard ou the Mississippi 540

Negro and his uses 165, 249

Negroes, separate cirs for 472

Nesquehoning Railroad 33

Nevada '^5, 563

central argentiferous region of... 2.11

silver mines 63

New Alinadeu mines 26

New and invaluable Railway bng-

gage check *.*., 526

California Railroad 494

Castle & Beaver Valley R.R... 33, 71

Castle & Franklin Railroad 472

Goal theories 159

England and the West, railroads

between 220

Generator 479

link &■ Lin. R.R. depot , 51H

Iron mountain 543

Jersey finances 207

Jersey Iron trade 516

Jersey railroads 40

Jeraey Railroad report, 26, 40, 203, 213, 508, 550, 580.

Jersey Central Railroad 519

lines of railroad 544:

Lisbon Railroad 373

method of rolling iron 556

mode of extinguishing fires 653

railroad arrangements 569

railroad projects..., 400, 493. 553, 665

railroad in Kentucky 434

Railway shackle 4^1

rail* for Street railways 613

road across the continent 374

route of the Atlantic & Great

Western Railroad 493, 546

route from N. York to Montreal, 565

routes iu New York 556

Bafety apparatus for boilers 616

through route 550, 587

Orleans & Jackson Railroad 205

New Eastern Outlets for the Pitts- burg, Ft. Wayne & Chicago R'y 637

New Railway in Russia 637

New Y-ork Banks, statement of 233

Ceutral Railroad, 81, 197, 204, 310, 472,491,528, 529,533.

& Erie Railroad 81, 280

& Genoa steamship line 239

& Harlem Railroad 174

Insurance Companies, 49. 150, 326 its business and communica- tions 453

new line to 465

to Montreal 565

new routes in 656

to St. Paul 435

& Oswego Midland Railroad, 495, 531, 565, 604.

"VI.

INDEX.

New York & New Haven Railroad, 241, 656, 604.' 617.

Savings Banks of 3

Street railroads 516

underground railway 205, 555

& Washington Eailroad 568

Newark & Bloouifield Railroad 40

Newman A 617

Niagara Ship Canal 268, 590

North American & Italian Steamship

Company 239

Branch Railroad 40

Carolina, pea-nut culture iu 553

Lebanon Railroad 33, 373

Missouri & Cedar Rapids R. R., 52, 113, 12G, 136, 194, 352, 376, 399, 508, 544, 545.

Northeastern Railroad 263

Northern Central Railroad, 33, 64, 71, 108, 412, 569.

Pennsylvania Railroad 33, 71

Northwest, iron in the 325

railroad progress in 235

Northwestern Railroad 432

Nott, death of President 613

Nottingham Henry 569

Nova Scotia gold mines 412

Railway 205

Nuisances of travel 327

O'Fallm. Col. John, death of. 545

Ohio Banks 129

condition of the Treasury of 37^

Grand dtiplira^e of 39

& Lake Superior Railroad 562

law 90

& Mississippi Railroad, 38, 286, 545, 557.

& Lake Superior Railroad 639

& Mississippi R.R.. and City of

Cincinnati 639

oil in 339

real estate in -. 141

railroads 37

railroad conuections 321

river, bridges over 489, 586

connection with 543

statistics of, 10, 93, 1C6

Oil and the Government 457

car fur carrying 456

City, railroads to 472

Creek Railroad 33, 016

fickle character of. 478

in Brazil 292

in California... 244, 349

in Kentucky 446

in Ohio 339

in Wisconsin 376

progress of 220

region, Pithole 303

region railroad 520

regions, fires in the 338

trade 457, 458

wells, cost of working 361

see Petroleum.

Olin. D. A 508

Omaha &.■ the Pacific Railroad 598

Omnibuses, drawn by locomotives.... 568

Operating expenses of Railroads 110

Orange & Alex. Eailroad 4*4

Ordnance, English 131

Organizaiion of Engineer c<>rps of

Atlantic A Gt. Western R.R .... 506 Originator of Cellular Iron Bridges.. 255

of Pacific Railroad 580

Oahkosh k Mississippi Railroad 603

Oswego, New York & Midland R.R., 592

Ottawa & Aseinaboin R.R 370

Our English Visitors and American

railroads 420

mineral wealth 5it

Over Broadway 590

Overland freight business 569

Mail 532; 553

telegraph 466

Pacific Railroad, 9, 15. 21, 28, 77. 88, 94, 123, 12*5, 150, 165, 166, 173, 206, 243, 267, 297, 298, 302, 312, 323, 334, 382, 386, 394, 397, 411, 423, 431, 433, 435, 442, 444, 447, 454, 457, 472, 478, 479, 483, 484, 490, 494, 495, 496, 507, 508, 517. 519, 520, 521, 530, 531, 532, 633, 540, 541, 544, 545, 558, 557, 563, 566, 567, 573, 574, 580, 585, 586, 589, 592, 598, 601, 602, 610, 614, 615, 616.

Pacific Railroad fw m the West 494

Smoky Hill, route to the 399

Paducah & Vincennes Railroad 496

Pana & Springfield R.B 471, 520

Panama Railroad 149

Pap«r, bamboo 397

zopb-sa 554

Parisian science 238

Passenger Railways of Philadelphia, 88 See Street railways.

Passenger*, rights of 457

taxed 470

Parses, law against 616

Patent Well , 577

Patents 161

French 544

Patenon & Ramapo Railroad 10

Pea-out culture in North Carolina... 553

Peat 591

btds, Wisconsin 112

for locomotives 112

Peninsula Branch R.R 483, 495, 545

Pennsylvania Coal Co 33

mineral wealth of 232

railroads 33,221

Railroad, 26, 33, 34, 71, 81, 95, 136, 197, 213, 2i4, 423, 495, 519, 538, 544, 550, 555, 567, 580.

Steel Company 491

Penny trains 580

Perkiomen Railroad 519

Personal, 448, 497, 508, 520, 557, 592, 509, 580, 616.

Petroleum 11, 12, 95, 280, 514 638

and Petroleum Companies 227

aitiquity of 112

as steam fuel 373, 409

in California.... 71

intelligence 135

Kentucky 117

Olive oil, Whale oil, Lard oil..... 220

ten days' yield 375

see Oil. Philadelphia & Bait. Central R.R.... 33 & Erie Railroad, 33, 71, 102, 532, 538, 555, 616.

Germ. & Norristown R.R 33, 71

& Reading R. R , 33," 51, 71, 73, 95, 290, 352, 541, 555, 568, 616.

Railroad law 137

railroads 640

Street railroads 88 616

& Trenton Railroad 33, 71

Wil. & Bait. Railroad 33, 71

Phillips, E. B 363

Pilcher tunnel 483

Pistons without packing 482

Pit-hole Oil regions 303

PittBburg, bridge and tunnel at, 409,410

coal trade of, 408

railroad to 531, 566

tonnage of. 169

Columbus & Cincinnati R.R 448

& Connelsville Railroad, 33, 71, 264, 495, 519, 531, 575. & Erie Railroad .... 4S3, 531, 555, 616 Fort Wayne & Chicago R.R., 33, 71, 387, 521, 544, 545 638.

Maysvilte Railroad 507

& Steubenville Railroad 33.137

riacerville Railroad'. 382

Plains, traction engines for the, 444, 467

traffic across the 567

Plans for resuming specie payments, 480 Platte Co. (Mo.) R.R., 126, 171, 566, 577 Pneumatic Despatch, London, 40, 252, 459, 506, 542, 610, 611. see Underground.

Political economy 99

Population of Chicago 350

of Italy 65

Pt. Huron & Lake Michigan R.R. ... 315

& Owosso Rairload , 315

Postage, reduction of 467

Tost Office Department 525

Potter, J. H 592

Practical Railway Memoranda 156

Prairie du Ghieii R.R., corner in 469

iu court 5U7

Present prospects of railroads 507

Presentation 422, 508, 516, 545, 557

Prevention of Fires 135

of Railway disasters '. 73, 578

Probable revolution in steam 28

Progress of the Country 69

of the Pacific Railroad.... 88, 478

of railroads in the Northwest.... 285 Proposed Navy yard at Cincinnati ... 503 Steamship line between N. York

and Genoa 239

ProBpects of Agriculture 106

Prussian operator tent to prison 435

railways 506

State Railway, sale of 209

Public Debt, statement of 347, 348

nuisance, what ia 74

Quickest time on record

Quicksilver Miniug Company..

90

26

Race between steamships in the Brit- ish Channel 422

Racine & Mississippi Railroad, .71, 459, 493, 541.

Rail-joint, Douglass 543

English iron 587

new, for street railways 613

Railroad accidents — cause &, remedy, 517

bill'- before Congress 518

bridge burned at Greenwich, Ct., 423

bridge at Albany 637

car, new 2'">6

center 397

consolidation 327,434, 614

connection, new 352, 399

connection between Chicago and

Cape Girardeau GO

connections at Mumphls 519

damage* 580

depot, new 518

R.R. decisions, 13,15, 16, 24, 49, 73, 74, 83 84, 90, 95, 102, 111, 112, 135, 148, 160, 162, 172, 219, 220, 228, 263, 264, 288, 290, 300, 310, 337, 339, 395, 406, 419, 422, 431, 481, 492. 495, 507, 508, 519, 556, 564, 566, 580, 591, 615.

exchanging mails on the 359

express company 579

freigbts 590

for sale 592

from Blairsville to Freeport .;.... 373 from Cincinnati to Washington

via Steubenville 429

from Freeport to Allegheny City, 124

from Peoria to Rock Island 638

intelligence 26

interest 505

interests of a city 544

Improvements 639

iron, manufacture of. 541

iron. Bale of. , 456

Items 640

law in Philadelphia 137

management 220

material 459

meeting 567

new lines of. 544

on west Bide of Hudson river, 458, 542

paBseugerfl, rights of. 457

perplexities ...., 517

presidents 569

project, new 350, 541, 553

Projects 639

Progress & Improvementiu Cin- cinnati 633

receipts, English 592

robbery 568

sale 435

seizure of a 506

stocks, fluctuations of. 489

strike. 592

to PittBburg w 531

to Washington 531, 540

train, runaway 555

tracks, improvement in 459

verdict 162

wauted 530

war 518

Railroads and agriculture 142

and cities 369

bad condition of. 26

between Now England and the

West .-. 226

common sense on 458

freed from mail contracts 563

from Central West to South 201

iu Iowa 505

in Maryland — Washington and

the West 491

in Michigan 315

-in South Carolina 363

in Tennessee 137

in United States 508

iu the West 423

into 'Wyoming vulley 539

liabilities of. 73

mails on 540

of New Jersey 40

of Ohio 37

oftheSoutb 153

operating expenses of 110

present prospects of 597

relation of grain crops to 297

required in the United States 333

South, and bridges over the Ohio, 4S9

to the Pacific 490

Underground, see Pneumatic.

want of 517

which Cincinnati ought to have, 501 Railway accidents and their causes... 360

affairs in Congress 530

baggage check, new 526

carriage transit 602

connection, new... 531

consolidations.. 503

construction, progress of. 532

corporations, interesting to 351

debts, new way to collect 616

disasters, prevention of 73

earnings ....w. 15

enterprise -551

faies, disputed 481

fines, Swiss 544

from St. Paul to St. Louis 280

guage 113

hints 613

in Italy 639

iron exported to India 532

mail routes 539

management 530

memoranda 156

murders 237

over Mont Cenis 314, 563

progress in Massachusetts 90,174

progress iu India 494

project new 565

reform, Chadwick on 207

rolliug stock 254

Bafety 434

shackle, new 421

statistics, English 543, 552

to Bay of Fumly 315

to Knoxville 372

trains 169

Railway work for the season 469

working 190,203

from Capitols 124

in Chili 551

iu England - 136

in France ; 376

in Germany 133

in India..., 85, 435

length of 459

rolling resistance on 411

Rain, what is an inch of. 210

Raleigh & Gaston Railroad 460

Raritan & Delaware Bay R.R 40

Reading & Columbia Railroad 33, 71

& Pottsville Railroad 519

Receipts of Express Companies 276

Rector, Conrad 617

Redemption of National Bank Notes, 336 Reduction of postage to Norway and

Sweden.. .7. 467

Re-establishing the network of South- ern railroads 110

Refreshments on trains 518

Relief for Street car horses 515

Renewal of forfeited applications 161

Reno Times 503

& Pithole Railroad, 446, 459, 532, 568, 616. Responsibility of carriers for damage

by fire 219

of Locomotive Engineers 370

Result of co-operation 125""

Returns of dividends Ill

Revenues, debts and resources 537

Review of Foreign Commerce, Cus- toms and Balances 273

Revival of trade, and the productions

of the West 370

Revolution in mining 230

Rice, R. N 497

Rich uncultivated domain 564

Richmond, iron column in 376

& Danville Railroad -. 264

Fredericksburg & Potomac R.R., 459

& Petersburg Railroad 407, 508

Ride in a Pneumatic railway tube.... 542

Right of eminent domain 15, 16

Righteous Verdict 374

Rights of railroad passengers 457

of railway Companies to make

different Tariffs 492

Riot 545

Rivals for tha trade of the "West 360

Road locomotives 446

Robb, James 497

Robbery, railroad 519

Rockwell, Edward 580

Rocky Fellows Gap 459

Hill Railroad 40

Rolling mill, Chattanooga 484, 5G8

resistance on railways 411

Btock, English 589

stock, sale of 433, 435

Rome (Ga.) Railroad 407

& Jacksonville Railroad 407

Rondout & Oswego Railroad 580

Runaway railroad train 555

Russian cars., 472

railroads 231, 484, 603, 616

telegraph expedition 372, 458

Sacramento Valley R R. purchase.... 411

Safety apparatus for boilers 516

St. Anthony, Minneapolis 315

St. John, railroad to...... 562

St. John's boiler 503

St. Louis elevator 447, 520

railroad liability of 508

prosperity of 76

street railways 617

Alton & Rock Island R.R 495

& Cairo Railroad 350

& Iron Mountain R.R 76, 99, 481

Jacksonville & Chicago R.R. , 496, 579

& St. Paul Railroad 314

& Santa Fe Railroad 579

Vandalia & Terre Haute R.R 508

St. Paul to St. Louis 280, 434

& Pacific Railroad 396, 470

& Superior Railroad 470

& Winona Railroad 470, 496

St. Petersburg & Moscow R. R... 231, 484

Salem Railroad 40

Sale of railroad iron 456

of rolling stock 495

of the Central Ohio Railroad 77

of the Prussian State Railway.... 209 of the S;indusky, Da} ton & Cin- cinnati R. R 507

Sandu«ky, Dayton & Cincinnati R.R. 393, 507, 592. Mansfield &. Newark Railroad ... 590

Sau Francisco in 1890 291

& Waahoe Railroad 61

Saratoga & Hndson River R.R 638

Saturday's murders 237

Savannah, Griffin & N. Alabama

Railroad 590

Savings Banks of New York 315

Schuyler fraud, end of. 604

Schuylkill & Susquehanna R.R 33, 71

Valley Navigation & R.R ™ 33

Seasoning lumber 397

Scoiug through water 543-

INDEX

vn.

Seguier's cartridges 238

Seizure of a railroad 566, 577

Selma & Meridian Railroad 373

& Tennessee Railroad 407

Severe on railroad companies 591

Sewage, utilization of 542

Shamokin Val. & PottBville R.R., 33, 71

Shawmut & Ridgeway, RSilroad 33

Shinn, Wm. P 387

Ship Canal 468, 496, 540, 590, 592

Shipments via New Orleans 520

Shoemaking by teams 553

Shortening the Mississippi river 533

Shorter railroad line to the "West 602

Shrinking on steel tyres 267

Silk products, American 387

Silver, copper and railways in Chili, 651

discoveries in Colorado 291

dividend in 580

in Virginia. 412

mines of Nevada 63

Sleeping cars 507, 580

Smelting iron with gas 387, 447

Smith, M. L.~ 520

Smoke-consuming furnaces 517

consumption of 238, 496

prevention, Clark's method of... 242

Smoky Hill route 399, 444, 459

Smuggling on the lake border 543

prevention of. 527

Snow, obstructions by 544

Snowehoa Railroad 507

Sober word to the Iron trade 84

Sonoma Valley Railroad 290

South, cotton crop in the 518

financial future of the 217

railroads to 201

Carolina, exhaustion of 362

railroadB in 363

Railroad 423, 508

Side Railroad 544

Southern mail service resumed 423

Minnesota Railroad 50, 457, 580

Pennsylvania Railroad 274

railruad movement , 602

railroads, 153, 195, 237, 243, 406, 423, 459, 532.

railroads, re-establishing 110

their reconstruction 228

railway restoration 540

Bhort line R.R 433, 441, 442, 472

trade free 237

wild lands 564

Southwestern Railroad 195, 540

Southern Central R.R., survey of..... 635

Spain, mineral industry of. 363

Specie in the United States 239

movements 399

payments 206

how to resume a. 375

planB for resuming 480

Springfield & Northwestern 374

Spiral railway 459

Stallard v. Great Western Railroad... 24

Stamp duties „ 29

State debt of Missouri 289

Statement of the Public Debt 347

Statistics of Crime and Disaster 442

Of Emigrants 50

of Hogs in the United States 310

of Horses 347

of Kentucky 173

of machinery 144

of Ohio ; 10

of Tobacco 322

of Wool 360

Steam cars vs. Trains 134

communication with Europe 101

engine, Hicks 385

fire engine, new British 193

fuel, petroleum as 373, 409

hammer, monster 238

Sn streets 566

power on the Western Plains 444

Railroads of Massachusetts 640

revolution in 28

superheating 88

traction engines on the plains.... 467

whistle, powerful 644

Steamers in the mail service 70

on the Colorado 292

Steamship lines, history of 130

Steamships between New York and

Genoa 239

race between 422

Steel, American Bessemer- „. 399

Castings, manufacture of 516

hardening 113

Krupp's 125, 494

locomotives 159

Pens G03

rails 615

tyres, shrinking on 267

works, number of 616

wrought u 602

Stereoscopes 238

Stoubcnville route 409, 410, 429

Stock companies, English 598

gambling 370

operations 469

yards, Chicago 5G5

Stocks, decline in 614

diluted ; 591

Stockton &. Copperopolirt R.R 494

Street, law ol the 603

car horses, relief for 515

compressed air on 515

fur Calcutta 530

vs. steam care 514

railway cur and engine 301

Railroad, damages against, 102, 123, 565.

decision 169

faro doubled 508

fares 4.S3

in Mexico 507

liabilities of 615

license 495

new rails for 613

steam on 566

Chicago 617

Cincinnati 529, 589

New York 516, 568

Philadelphia 88 616

St. Louis 617

Strike in the Iron trade 376

railroad 592

Striking oil in California 244

Strong hint to the Western (Mass.)

Railway Managers 514

Sturgeon, the Hon. Isaac 11 194

Bay Canal 530

Summit tunnel 483

Superheating 6team 8S

Survey of the Mississippi 540

Survey of the Southern Central R.R., 635

Sussex Railroid 40

Sweet, Brig. Gen 497

Swiss railway fines 544

Switch-tack Railroad 445

Switch, new 544

Switches, improvement wanted 484

Syracuse, N. Y., new road 460

Tallow Bpring 86

Tariff, American 349

for ten years 508

freight 568

new 71

Tariffs, railway 492

Tax, heavy on mortgage 472, 495

on bonds enjoined 447

ou oil 457

on passengers 470

on engines 472

on knowledge 567

on railroads 505, 580

Tehuantepec Railroad 592

Telegraph 493

Atlantic 227, 312, 430

autographic 136

automatic 580

charges 456

companies 340

in Minnesota 580

overland „ 466

Russian 372, 458, 493

Telegraphic routea to Europe 309

Telegraphing, mode of. 480

Ten days 375

Tennessee & Alabama R.R 568

railroads 411

& Memphis R.R 483

& Pacific Railroad 502

tftilroads 137, 483, 405, 680, 616

Tennessee & Virginia Railroad 541

Terre Haute & Alton R.R 549

Territory of Arizona 75

Texas railroads..... 577

Central Railroad 496

Texa* railroads 038

Theine in the Kola nut 34

Thieves, ere Freight.

Thirty-bevemh Slate 565

Thread, manufacture of 73

Three great telegraphic routes to

Europe 309

Through routes, new 550, 587

Ticket Agents' Meeting 62

suit for lost 508

Tickets Bold, at Hamilton 484

Time, quickest on record 190

Tioga Railroad 33, 71

Tires, Krupp's steel 494

wrldluss 613

Titusville & Pithole Railroad 532

Tobacco, statistics of 322

Tub in, John ¥., resolutions 233

Toledo, Logansport & Burlington

Railroad 644, 267

Peoria & Warsaw Railroad, 303, 508, 519, 509.

& S. W, Trunk Railroad 435

Wabash & Western Railroad, 19G, 435, 459, 483, 569. Tonnage on New York Central R R., 204 To railway companicB and railway

travelers 613

Track, depredations ou 544

negligence in crossing 519

Traction rngines 467

Tracy, James J 532

Trade aud Commerce of Cincinnati... 381 and milroads from the Central

West to the South 201

of Southern Illinois 586

Traffic across the Plains 667

Train, Geo. Francis 541

Transportation of the mails 525

Travel, laws applying to 84

nuisances of 327

west, extent of 50

Travelers' Club 214, 466

Treasury account, revenues, debts

and resources of the country.... 537

Tredegar Iron Works 376

Trevorton Coal & Railroad 33

Trial of a new patent brake 219

Tribune Almanac for 1866 550

Triumph of Pacific Railroad cause ... 15 Trucks, Railroad improvement in.... 459

Truss Bridges 674

Tubular boilers condemned 610

Tunnel between Norway and Sweden, 616

Cincinnati 310, 333

Hoosac 407, 508

Mout Cenis 483

operations at Moot Cenis, 183

Pilcher 483

Summit 483

Tyrone & Clearfield R.R 33, 137

Underground Railways In London, 88, 187, 364, 471, 555. railroad in New York ....205, 555, 592 see Pneumatic despatch.

Uniform coinage... 530

gaage in Missouri 446

United Statt-8, agriculture of the 398

Assay office 197

debt of 357,477

domestic commerce of 40

estimated wealth of 50

foreign trade of 172

Military Railroads 433, 435

mineral lands of the 615

Naval Forces 22

progress of. 69

railroads in 508

railroads required in 333

specie In 239

statistics of Hogs in 310

Telegraph v. C-, H. & D. R.R 16

Treasury receiptB 197

Use of Water aa fuel 434

Utica, Susqnohanna & Chenango Val- ley Railroad 619, 680

Utilization of Sewage 643

Value of Inventions to the poorer

classes 346

Various plnns for a Cincinnati

Southern railroad 549

Vera Cruz & Mexico Railroad 48

Verdict 454

Vermont Central Railroad 421

Vessel, extraordinary 114

Veto of the Bill of the Metropolitan

Railruad Co 205

Viatricide 529

Vickeburg, Sbreveport & Texas R.R. 495 View of the National Bank system... 39

Viaws of Financial future 324

Vincennes & lndiaim Railroad 579

Virginia Central Railroad, 876, 4C0, 504 copper and silver la 412

Walker John 616

Wallace, Wm. 497

Want of railroads 517

War history of the Baltimore & Ohio

Railroad 277

Warren & Franklin R. R., 40, 619, 532

Warsaw (111.) Railroad to 299

Washington railroads 491

railroad to 531, 540, 589

Washoe 267

Water as fuel 434

for cuttle on railroads 642

seeing through 643

Waterfalls, electricity from 515

Waterworks, Cincinnati 601

Way freight on railroads 679

Wealth of different States 60

Wear of railways 190, 202

Webster, James R 645

Weights and measures 301

Weldiog iron by hydraulic pressure, 656

Weldless tires 613

Wei!, patent 677

West, productions of 370

railroads in the 423

railroads between New England

and 226

rivals for the trade of. 369

Chester & Philadelphia R.R... 33, 71

Jersey Railroad 40

Pennsylvania Railroad 33

Virginia 326, 348

Cannel coal fiolds of..... 363

mineral wealth of 229

West vs. East side of the Hudson 639

Western Railroads 134

future freight of 256

(MasB.) Railroad 614, 657

k Atlantic R.R 232, 406, 569

Central Railroad 555

Maryland Railroad 459, 519

Westtield Railroad 532

What after Peace 46

What is an inch of rain 210

What strikes lead to 87

White laborerB preferred 496

White Mountains railroads 637

Whitehall Pneumatic Railway 252

Whitewater Canal suit 507

Valley Railroad 472, 483

Williams, Edward H 580

Louis 508

Wilmington & Manchester R.R...276,507

Winchester & Potomac R.R 592, 616

Winona & St. Paul Railroad 385

& St. Peter Railroad 470, 580

Wisconsin, coal in 409

R.R. decision 13, 90

oil in .: 376

peat beds 112

railroads 492, 495, 545

Wonderful Boiler 478

Wool, statistics in 360

Work and waste 666

Wrightson, Wm., death of... 105, 123, 635 Wrightsville, York & Gettysburg

Railroad 33

Wrought steel 602

Wyoming Valley railroads 639

Toung, Brigham 609

Yuba Railroad 557

Zanesville, new road from 496

ZopiBia, paper 554

THE RAILROAD RECORD.

fe'ffj

teti

ggWi

E.D MLAETSFIELD, T. WfUGHTSON.

Editors

OINOIN NATT:

TIICKSDAY, FKimCAlliY 23, 1S65.

THE RAILROAD RECORD,

P UBLISEED BYMR T THUUSDA Y MO RNIITG , ' BY WRIGHTSOIST & CO. OFFICE-No.167 'Walnut Street.

SUBSCRIPTIONS— %l Per Annum, in Advance.

ADVERTISEMENTS-

jS square is the space occupied by ten lines of Ncnpareil.

One square, single insertion • S 1 00

** '• per montli .... 3 0"

" " six months V2 CO

11 " per annum 20 CO

4* column, slpffle insertion 5 Ml

'* h* per month 1U On

*• " six months 40 t'O

" •* periinnum P0 01)

** page, single insertion J 5 D"

" " per mnntu 2". 00

11 " six months HO im

" " perannum 200 1)0

Cards not exceeding four lines, $5.00 per annum. THE LAW OF NEWSPAPERS.

If subscribers "rder the discontinuance of their news* papers, the publisher may continue to send them until all arreara-es arc paid.

If subscribers n^crlect or refuse to tnkc their newspapers from the office to which they are directed, thfy are held re- sponsible until they have settled the bills and or-.lered them discontinued.

If subscribers move to other places without ip forming the publisher, and the newspapers are sent to the former direc- tion, they are held rfi?pl\nsible.

Subscriptions and communications addressed to WRIGHTSON & CO.,

PublUl ers and Proprietors.

Arrival and Departure of Trains.

Little Miami— Depart. Jrrire.

Cincinnati Express 6.(1(1 A M. 7.30 P.M.

Mail 9.00 A.M. 8.1 "i A. M

Columbus Accommodation 4 00 P. M. 11.30 A. M.

Morrow Accommodation 0.20 P. M. «.(«! A. M.

Night Express lO.ull P. M. 10.05 A. M.

Cincinnati, Hamilton <& Dayton —

Dayton & Sandusky Mail 7.00 A. ST. ' 0 45 P. Mi

D ytnn & Toledo 7.00 A M. 9.45 P.M.

Cin. k. Chicago Air T.ine Express... 7.0 i A. M. 9.4 > P. M:

Dayton Accommodation S.SU 1'. M. 0.45 P M'

Dayton, Toledo & Detroit, Hunts-

ville 5.00 P M. 1020 A. M.

Cin & Chicago Air Line Kxpress... '.'0 P. M. 12.35 P. M.

Hamilton Accommodation .. 7.(10 Pw M 8.0.1 A. M.

do do lO.OOA. M. li.45 A. M.

Marietta & Cincinnati —

Mai] Exr.ress 7.40 A. M. 7 00 P. M.

Chillicothe Accommodation 3.30 P. M. 11.30 A. M.

Ohio & Mi8nitisippi—

Louisville, St Louis and Cairo Mail 7.00 A. M. 11 30 P M.

St. Louis and Cairo Express li.00 P. M. 5.410 A. M.

Louisville, St. Louis and Cairo Ex- press 7 40 P. M. 8.20 A. M.

Indianapolis & Cincinnati —

St. Louis and Chicago Express G.30 A. M. 11.00 A. M.

Mail.. MO V. M. I'.t'O P. M.

Night Express 4 M0 P. M. I,.'0 A. M.

La.vrenceburg Accommodation 4.25 P. M. H.35 A. M.

Harrison Accommodation 9.00 A. M. 3.0U P. M.

Cincinnati Wilmington & Zauesville —

Morning Express 900 A.M. 7.30 P.M.

Accommodation 4.00 P. M. 8.05 A. M.

Kentucky Central,— (City time.)

First Train 0.00 A. M. 10.40 A. M.

Second Train 2.00 P. M. 6 00 P. M

Ttc trains on the Little Miami, and Cincinnati, Hamilton & Dayton. Marietta & Cincinnati, and Cincir. oati, 'Wil- mington & Zanesville Roads, are run by Columbus, which is seven minutes fasterthan Cincinnati time.

Trains on the Ohio & Mississi- pi, and Indianapolis & Cincinnati Roads, are run by Vincennes time which ia 12 minutes slower than Cincinnati time.

CENTRAL PACIFIC RAILROAD CO.

STATEMENT MADE TO THE NEVADA LEGISLATURE.

Next to the completion of the great war on hand, (and that we believe will soon come to an end,) there is nothing more important to the American Nation than the. completion of the great Pacific Railroad. Without it we are geographically two people, and it must he remembered that in our Pacific States will soon be a great nation. Nevada has grown even more rapidly than California, and all the States on that coast, must grow rapidiv tinder the stimulus of their incalculable mineral re- sources; and almost quite as much under the stimulus of the re-opening Pacific trade. Chi- na and India, with the adjacent countries, contain more than six hundred millions of people — half the human race. They are not savages. On the contrary, they have the old- est civilization on earth. They have cultiva- ted the earth with as much care as Europe has. They raise the very articles we most import, — silks, teas, coffee arid rice. They need the very articles we produce— poll, sil- ver, cotton manufactures of the finer kind, and all the finer fabrics. Heretofore, this re gion has been shut out from commerce; but now it is open to our commercial invasion and the profits we can make in that great trade. Under this double stimulus of im- mense mining resources and of a vast trade with Asia, the Pacific States must grow with surpassing rapidity even in this wonderful country; but half the advantage of this growth and commerce will be lost unless we can have great central highways from the Atlantic to the Pacific. We have just seen a statement that the Government has authorized the Postmas- ter General to enter into a contract for a mail ship line, from San Francisco to China, monthly. This is another step in the progress of events, which are forcing on the period when Asiatic commerce will be carried over the American continent; just as in ancient times, the commerce between the East and the West was carried in grand caravans. The camel was then the lnco-motive; but now we resort to an inanimate locomotive driven by steam. We have to feed them both; but our steam locomotive has a hundred fold the pow- er and speed. Hence, the steam locomotive prevails over both the camel and any other conveyance of less speed. We add to this an- other fact, that it is less than half the distance from San Francisco to Cincinnati, overland, then it is by the Isthmus ; while the Isthmus has the great disadvantage of transhipment. These great facts will force the Pacific Road through in a very short time after the war is completed; and when the road is made, it will be the greatest highway the world ever saw.

On either side, and probably on the main line, there must be several routes, and each one will have its specific duty anj business.

At first sight, every one will think the San. Francisco route the best: and in fact this will be for some years true. But, in consequence of the superior production (taken as a whole) of the northern temperate climate; and the less breadth of the Northern Pacific, we have no doubt that Pnpets Sound and the Straits of Fuca will ultimately be the greatest outlet of the American Continent. San Die- go also must eventually be another outlet, and then there will be three grand ports on the Pacific for the outlet of the Northern American Commerce. At present, however, the problem is to get one great highway. The rest will soon follow. We have before us a statement of the " Central Pacific Railroad Company" — to- a committee of the Nevada Legislature — which gives a full account of its affairs.

The following extracts from the statement of the company will show its means and operations :

NATIONAL AID.

"By the Pacific Railroad Act of 18G2, as amended in 18(U, this Company is entitled to United States Government six per cent thirty year bonds to the amount of $10,000 per mile for that portion of its line between Sacramen- to and Arcade Creek, seven mil^s, that being the point fixed by ihe President of the United States, under the Act, as the western base of the Sierra Nevadas, and §48,000 per mile for the 150 miles lying east of that point. They also are to receive twenty sections equal 10 12,800 acres, per mile of railroad, of public land; that is to say, every section designated by odd numbers within twenty miles on each side of the railroad line, excepting the min- eral lands, on which, however, the timber is granted to the Company. These Government bonds are, however, a lien upon the railroad and its fixtures, but the Company are author- ized to issue mortgage bonds to an equal amount, which are to have priority over them."

STATE AID.

" The Legislature of the State of California, at its session in 18t>4, authorized the Company to issue $1,000,000 of its bonds, the interest of which, at seven per cent, per annum for twenty years, was provided to be paid by the State in gold coin, from a railroad fund raised by a special tax, in consideration of certain services to be rendered by the Company. These bonds were recently issued by the Com- pany, and the constitutionality and binding force of the law has been fully established by a recent decision of the Supreme Court of this State. We send you herewith a pamph- let containing a copy of this law, with the opinions of eminent counsel, showing its va- lidity and irrepealibility, and the decision of the Supreme Court thereon. These bonds are now available to the Company, and will ena- ble us to employ all the laborers that can be worked to advantage in the grading of the road during this season."

io

THE RAILROAD. REGOMi

There are also county subscriptions to the amount of a million of dollars.

The actual progress of the road at this time is thus exhibited :

"From this plain statement, it wi?l be seen that this Company is now in a position to prosecute the work -rigorously from this time onward until it is fully completed, for as the road is extended every 20 miles the national aid becomes available,' both in bonds and land. The policy of the Directors has been, and probably will continue to be, not to pro- ceed rashly, or to incur obligations that can not be promptly met. A contrary course would soon lead to financial embarrassment, and endanger the completion, of the work. Feeling confident in the future, hand-bills have been issued calling for a large force of laborers, a copy of which is sent with this. With this increased number of workmen, the work will be pushed forward vigorously du- ring the season.

We feel confident that the road will be com- pleted twelve miles further, to Clipper Gap, by May next, and to Illinoistowo, fifty four miles from Sacramento, by September next. We expect to reach Dutch Flat, which is sixty- eight miles, in time for the Spring business of 1866, and the Yuba bottoms, near Crystal Lake, by the Fall of 1866. We have no doubt of being able to complete the road to the State line within the time fixed by the Act of Con- gress. How much sooner than that, depends upon the price of gold and the condition of financial affairs in the Atlantic States, mat- ters which can not be foretold. Of one thing the people of Nevada may rest assured : that this Company will do all that can be done, by the judicious use of the means at their disposal, to complete the railroad to and through Nevada at the earliest possible mo- ment. For this the interest of the Company 13 a sure guarantee."

ESTIMATES OP COST.

"The estimated cost of grading, masonry, bridging, trestling, depot buildings and water stations, from Newcastle to Clipper Gap, a distance of 12 miles, is §574,852. The esti- mated cost of the same work from Clipper Gap to the end of the first division of 50 miles, near Illinoistown, is §584,451. The estimated cost of the same work from the end of the 50 miles to Dutch Flat, a distance of 18 miles, is §2,160,277. The estimated cost of the Railroad from Dutch Flat to the State line is §6,065,000, and from the State line to the Big Bend of the Truckee, §2,500,000, as is shown by the report of Mr. Judah.

This Company has surveyed the line to a point five miles east of the Big Bend of the Truckee river, from which point, to Salt Lake, it will probably be located on the cheapest and most direct route, passing through, or as near as practicable, the intermediate mining districts, the trade of which will constitute an important part of the business of the road. Where it is impracticable to carry the main

line through the important mining towns, branch roads will be constructed "

The capital stock is $20,000,000; but as yet only §2,000,000 have been subscribed. It will be seen, however, that the subscription of the Government, the State of Calfornia, and the counlies will complete the road to Nevada. From this exhibition, it appears not only that the Pacific end is likely to be made; but that it is far in advance of the operations at this end of the line. Why are our companies so dilatory here ?

Amount. Value. Agsre^ate.

Com. bush 54.filJ.Ci7 31 15 S"2.H8.320 (18

Wheat. Imsh 50,452.11 0 J 2x 2S.179.07a 110

Oats, bush 11,317.58(1 eO 0,054.048 01

Barley, bh«n 1.329250 1 US 2 1 03263 00

Rye, bush..., 30UI3I 1 20 395.431 OH

Buckwheat, hush., 200,000 150 300.1 Oil OO

Potatoes, hush 5.207.493 30 4.237.098 50

Hay, tons 1.095.489 28(10 20,673.1102 O'l

l'obacco. lbs 37.0-:'2:«3 3'l 11.107,096 00

Wool, lbs H.roo.oriii 80 Ii.20ii.O0" 60

Seeds, bush 800.000 ... 2.575.550 00

Butter, lbs 311X1.275 25 77811.31! HI)

Cheese, His 17,130.750 13 2 4*0.078 CO

Mo'asses. gall 2,732,167 ho 1.675.209 00

Sugar, lbs 6,7X0,000 15- 1.017. UK 0't

Wine, sail 51)0.000 3 00 1 5' 0.000 I O

Slaughtered anim-.ls. 15.1 0O.OI-O 0O

Exported animals (0 )0,»00) 19,000 000 0O

STATISTICS 0E OHIO.

Mansfield's report for 1865.

The report of B. D. Mansfield, presented to the Legislature last week, is unusually replete with interesting statistics touching all the great interests of the State, Social, Political, Industrial, Economical, Military, &c. We give an abstract of some of the more original portions of the report, and begin with

AGRICULTURAL STATISTICS.

The report gives the quantity of improved land in 1850, 9,851,493 acres 1860, 13,651,945. Increase 35 per cent. It is supposed that the amount of improved land, at present, is about what it was in 1860.

The number of acres under crops for years from 1S60 is as follows :

I860.	1861.	1862.	1863.
Aces 5.344.984	5,276,005	5,333 758	4,677,801
	1,401,018	1,570,252	1,092,480
Orchard and
Gardens.... 500,1)00	500,000	500,000	500.000
Pastures and
Fallow 5,000,434	5,830.919	5,079,136	G.277,657
Clover			4(13,884
SI ax		52,540	05,17 0
	] 3,070,000	] 3,050.000	13,1)50,000

The .general conclusion of the report on this point is, that in 1863 and 1864, the ab- straction of so large a number of laborers ior the army seriously reduced the culture of pro. ductive crops. It is thought that the war will hereafter be so much reduced in magnitude, that labor will be found in sufficient amount to carry on successfully and prosperously the agricultural operations of the State.

Up to the summer of 1863 the war has pro- duced so sensible effect on the market, of la- bor. We had sent out 100,000 men before the diminution began to be sensibly felt in the operations of farming. One principal reason for this was the increase of machinery which did the work of fully 50,000 men. Yet the want of labor was seriously felt in 1863, aud in 1864 the harvests could not be secured, ex- cept by the co-operation of the town people and the assistance of female hands in many places. So that, on the whole, the harvest of 1864 was got in with little loss.

To determine the true money result of 1863, the l eport gives the following table of the value of agricultural products:

Total value IP63 $209 993 597 50

Total value 1802 151,803.574 0'>

Total value le61 130,567,081 (.0

The gold value has not materially differed

for these years. The average for 1863 was

40 per cent, and a gold value of §150,000,-

000 would be just about equivalent to the

market value of the agricultural production

of 1863, at Cincinnati on December, 1863.

THE DISTRIBUTION OF LANDS IN OHIO.

On the subject of the apportionment of the land among the cultivators, the report pre- sents some important facts. Mr. Mansfield! says that "the distribution of land among- individuals is perhaps more important than that of its aggregate quantity. If wealth, however great, is in the hands of few farmers, the great majority must be in want, and Gov- ernment fail as to its great end — -the happi- ness and prosperity of the people."

He thinks, however, that the lands are- pretty well distributed in this State, but in time our system, by so great a subdivision of the land, render farms too small for profitable culture. This subdivision has thus far been of great advantage, and it will probably be a. century before farms will become so small as to occasion any serious mischief.

In 1S50 the census gave 125 acres to each land owner in the State, but Mr. Mansfield's report for 1862 gave but 90 S5-100, the num- ber of owners being 277,000, of whom 240,000 are estimated to be actual farmers.

VALUE OF FARM LANDS.

Taking the whole valuation of lands, exclu- sive of town lots, to be in round numbers §500,000,000, devided equally among 277,000 owners, the average to each man is §1,841. Looking at this as a working capital for a working man, this is no doubt sufficient for a comfortable support. But it should be con- sidered that the real merchantable value is double this sum; so that the agricultural population of Ohio are not only in a comfort- able but in a wealthy condition.

DISTRIBUTION OK PERSONAL PROPERTY.

The valuation of real estate is §655,498,100; that of the persoualties of Ohio is §357,198,- 010, making the whole aggregate §1,006, 696,- 116. The increase of personal estate for four- teen years has been as follows :

1850 §98,487,202

1855 2*3,118,815

1860 248,408,290

1862 243,615,212

1863 286,871,222

1864 357,198,016

THE RAILROAD RECORD.

11

The increase from 1862 to 18.63 was 18 per cent, and for the next year 27 per cent. The . personality has increased at a much greater ratio than the reality. This is accounted for, to a great extent, by the increase of the cur- rency, which has not so much affected real estate.

Mr. Mansfield thinks that in estimating re- alty, those personalties are necessary to make Jand productive. Accordingly, he adds to the value of farm lands as follows:

Horses $30,111,021

Cattle 18,3(17,055

Mules 1,00(5,241

Sheep 17,592.657

Hogs 4,994,234

Railroads 14.814,330

Total $122,705,576

Of personal property not attached to the realty, he gives:

Watches and pianos $3,493,360

Merchants' stock 35,576,697

Manufacturers' stock 12,460,445

Money 47,811,311

State banks (capital) 4,708,820

National banks (capital) 6,000,000

Private banks (capital) 2,200,000

C-as and coke companies 1,283,000

Express companies 191,746

Telegraph, bridge, &c, com'nies. 1,647,066

Credits, bank accounts 53,951,082

All other personalty 44,412,611

Total $213,436,158

Stocks not taxed 9,185,423

Total $222,621,571

This is 22 per cent, of the aggregate pro- perty of the State.

Of the aggregate value of $1,015,S81,539, $620,927,117 belongs to agriculture; $168.- 751,257 to the citizens of towns ; $12,460,455 to manufacturers' and Mechanics' capital; §103,611,345 to mercantile and banking, ex- clusive of money, and $110,132,365 miscella- neous, including money.

So that the wealth of the State is apportion- ed to farmers 68 per cent; inhabitants of towns 19 per cent; manufacturers' and me- chanics' capital 2 per cent., and to merchants and bankers 11 per cent.

The reader may be surprised at the small amount of capital invested in the useful arts, but it should be remembered that a large part of the manufacturing and mining capital counts real estate, such as mines in the conn try, factories and shops in the towns, which are placed under the heads of lands and lots. Also the largest part of the investments in manufactures of towns is put in labor, and makes up the weekly expense paid out of the products; so that the amountof active capital is much less in proportion than in other kinds of business. But it is quite evident that Ohio does not yet rank as a manufacturing State.

LOSSES OF OHIO TROOPS.

The report gives the total losses of Ohio soldiers in 1864 at 5,490, which added to the total number of losses to the close of 1863 of 12,780, makes the aggregate to the close 1864

18,270. The assessors' returns, made in May, 1864, give the losses at 16,516, which corre- sponds favorably with Mr. Mausfield's esti- mate, up to December, 1863, of 12,780. It thus appears that the total losses of Ohio troops during the war, up to January, 1865, are only 18,270 — much less than has been generally supposed.

The summary of the two principal hospital reports, Camp Dennison and Washington Park, for 1864 gives as the

Total number of cases treated 11,872

Total nnmbpr of deaths 156

Ratio of deaths 1 in 80

Adding these results to those for 1S63, for the same hospital, to-wit: Camp Dennison, Washington Park and the U. S. Marine, we have:

Total cases treated 21,647

Deaths , 304

Ratio of deaths to cases 1 in 70

To this must be added the deaths in the U. S. Marine Hospital, which were not returned, to-wit: About 40, and the ratio of deaths to cases was 1 to 63. Camp Dennison has proved to be a healthy situation both to the well and to the sick that have been brought there. The low mortality of the sick is re- markable. It is to be noticed, however, that the invalids brought to these hospitals are of such cases as admit of transportation. Still the result is highly favorable.

INTERNAL REVENUE.

The total amount of internal revenue raised in the 8tate, for the year ending January 30, 1864, was $11, 802,272. Mr. Mansfield gives the amount for the year ending September 1, 1864, at $14,860,003; so that the increase of revenue for the month of July and August, 1864, above the corresponding months of

1863, was $3,057,731. In consequence of the increased whisky tax, and the better execu- tion of the law, it is propable that the same rate of increase will continue during the com- ing years of 1864-65. In that case the total amountof Internal Revenue raised in Ohio during the current year, (deducting the spe- cial income tax of 1863), will be $28,148,878.

The revenue raised from various sources of taxation in Ohio, for the year ending July 1,

1864, were as follows :

Whisky $6,442,408

Fermented liquors 209,685

Cigars 115,650

Iron 208,546

Oil 241,136

All other manufactures & products. 2,235,335

Income tax 1,117,691

Mr. Mansfield says that the heavy tax on whisky in the winter of 1863-64 did not sensi. bly diminish the consumption of liquors, and if is not probable that the consumption will be diminished much below the present amount; but the tax of 1864-65 will ave- rage double that of 1863-64, and if we sup- pose that the sales will be diminished one- tbird, the double tax will produce over $9,- 000,000 in revenue. It is supposed that, in

consequence of not taxing stocks on hand, at least one-third of the whisky made in 1804 escaped the increased tax. Mr! Mansfield thinks the tax on liquors in Ohio will yield the Government $12,000,000.

Ohio is about one-tenth of the population of the loyal States ; and she pays about a tenth of the internal revenue; so that she stands just where her population indicates she should stand.

Mr. Mansfield estimates the internal rev- enue in Ohio for the year ending September 1st, 1765, as follows :

Whisky $12,000,000

Incomes 1,500,000

On all other things 10,500,000

Total $34,000,000

PETROLEUM-ITS ORIGIN— WHERE FOUND, AND QUALITIES.

We take the following article from one in the Agricultural Report, by a Geologist. It seems from this, that the Western Coal Meas- ures, or, rather the edges of them, where they come in contact with shale and sandstone are the deposites of Oils. This assumes, which is the present geological theory, that the oil is a deposit, which has descended down to the lowest reservoirs, and is then forced up by pressure. But, the probability is, that the oil, like salt, is created in certain rocks, which, as the one is salliferous, so the other may be called oleginous. At the base of these rocks the largest deposits must necessarily be. The subject is very well treated in the follow ing article, if the reader can manage to under stand it in. the abominably artificial, and alto gether unnecessary terms which geologists use It would be really a great improvement on what is called the science (for at present it is only a series of abrevialions) of Geology, if its professors, and students would condescend to use common language.

"Fissures are filled with oil, and gas, and salt water, and different wells strike them at different depths. The oil bearing sand rocks seem charged from top to bottom with gas and blow off from every fissure as it is passed through by the auger. Whence comes this gas, if not by subterranean distillation ? It is impossible to postulate the gas first and the oil afterwards; for that order would require the generation of pressure sufficient after- wards, and the oil would be in the condition of a mechanically explosible fluid. The gas must be a subsequent expansion of the oil, as it is in the case of coal-mine fire-damp. Whence, then, comes the oil, and why has it collected in reservoirs? How are such reser- voirs preserved, and what is their extent? It is easy, after these questions have been answer- ed, to describe the mechanical propulsion of the oil to the surface, partly by gravity and partly by the pressure of the gas it has itself generated, through Datural fissures producing

THE RAILROAD RECORD.

natural oil springs, or through artificial auger boles. The intermittent action of most of the flowing and spouting wells is like that of the Iceland geysers, where steam is the motive power. The oil men of the Mahoning valley say that more gas is blown off in winter than in summer.

" At the Edenburg well, above referred to, tbe blast of gas is sometimes violent, enough to stop the pumping -engine for half an hour at a time. Mr. Clark reports a periodicity or daily maximum in the paroxysms. He no- ticed for several weeks that they recurred with singular regularity a few minutes after eight o'clock in the evening, when the engine was forced to stop for twenty minutes or half an hour.

"In tbe almost unchanged horizontal pos- ture of the western coal measures no consid- erable fracturing or Assuring took place. Faults of all kinds arc uncommon and very small when they exist at all. The rise of the stratification from the Alleghany river towards Lake Erie is a fraction of one degree. The original contents of the rocks have therefore been preserved. Not so with the anthracite basins on the southeastern side of the great coal area. Crushed and upturned and over turned, contorted and fractured in every part, this part of the earth's crust has been dried and hardened, and exposed to chemical action from the superincumbent drainage waters, nntil its various formations (the coal beds in- cluded in the number) have been metamor- phosed and partially recrystalized. The oils which they contained have been lost by disso- lution and evaporation. The bituminous coals have become anthracites, and the last oil spring on the headwaters of the Lehigh, the Schuylkill, the Juniata, the Potomac, or the New river, ceased to flow many millions of years ago. In the west, on the contrary, in equally ancient, nay, in identically the same rocks, the petroleum still remains, having had no outlet; always hermetically sealed and un- der pressure. It remains partly condensed in coal beds and black shales, partly distributed through the sand rocks and limestones, and partly filling up the joints which the shrink- ing of ages has produced. Possibly a small portion of it nay be held in caverns through the more soluble limestone strata. Especial- ly important are the water-bearing horizons.

"The vertical cleavage planes and few down-throw fissures which exist play but a subordinate role to these. Rain-waters perco- late from every hill surface and valley bed, sideways and downwards, leeching every per- meable stratum that will give up its salt and oily contents. Along the outcrops of every coal bed issue innumerable springs of painted water. At the base of every great sand rock, and on the top of the clayey deposits next be- low it, collect the mixed proceeds of the drain- age in a standing sheet of oily brine. Capil- lary attraction and hydrostatic pressure per- i petually re-enforce the reservoir. The weight

of rock on top and the pressure or disengaged oil-gas sends its filaments forward and upward by every secret crack to the surface again, holding it in every part ready for an explosive rush into the air when an artificial outlet is provided. If there be no fissure in the local- ity, the oil wells descend to the sheet of water at about the same depth. Where fissures in- tercept them they are of various depths and fortune, for a well may pass a fissure where its walls are polished and tight together. A well may also pass the water sheet where some change in the porosity of the rocks above and below has taken place to oppose a like obstruction. In some parts of the west ern coal field the dip is as high as five degrees, and the basins from five to ten miles wide. Sharp flexures make local dips of thirty de- grees or more, and a central sub-anticlinal is sure to subdivide the basin. In the seconda- ry basins thus formed the wells are more per- fectly artesian as to the salt water ; but it is upon the subdividing anticlinals that the gas and oil collect, In such regions it is asserted that all the blowing and many of the spouting wells are ranged along the summits of such anticlinals. In the case of some of the old gas blowing salt-wells, their actions demon- strate that they have been bored past one gas- bearing stratum to another deeper salt water stratum ; for when the water is allowed to rise in the auger hole, by stopping the pumps awhile, then the gas and oil no longer come up, the brine stopping their issue. In the case of neighboring wells of different depths striking a slanting fissure, the one which strikes it highest up will deliver gas ; another, striking it lower down, will deliver oil; a third, striking it still lower down, will deliver nothing but salt water.

" The compressibility of coal-gas is one of its most dangerous qualities, increasing inde- finitely the dangers of those explosions which annually cost so many valuable lives. Confi ned in the walls of the gangways and rooms, it issues from innumerable cells or pockets, the larger of which are called "blowers;" sometimes with the noise of heavy rain; sometimes with small reports. It collects an.png the timbers of the roof, in the upper galleries of the mine, in deserted portions of the colliery, and especially in those accumu- lations of refuse coal and slate, called "gob," or "goaf," with which the miners pillar up the superincumbent rocks. These acres of workedout and filled up galleries become vast reservoirs of fire-damp. The gas collects es- pecially over the anticlinal rolls. From these great powder magazines, solicited by the least diminution of barometric pressure in the at- mosphere, the gas rushes out to fill the rooms. Long experience has shown that a falling ba- rometer and explosions in coal mines always go together. But the mischief is accumula- tive. The vacuum produced by the first ex- plosion is a new provocation to the world of

back gas to leave its hiding places, come for- ward afresh, and produce another, and again another, until the proportion of air to gas be- comes too small to make an explosive mix- ture; so that, like the stroke of lightning, the coal mine explosion is not a unit, but a series, cause and effect reciprocally acting to produce the last result

" Among the most curious exhibitions of superior lightness of petroleum to other min- erals with which it is found, and of the nice train of reasoning dependent thereon, is the observation of Mr. Vanuxem that the film of black bitumen found in the cavities of the calciferous sand rock of New York with crys- tals of bitter spar and quartz, occur on the upper side of the crystals, on the mother liquor of which they once floated as pellicles of oil ; and, as the crystal hardened and grew, it moulded the oxydated oil to a sheet of bit- umen, brittle, very pulverulent, of a shiny black, yielding little ash, and 11J per cent, of (principally) water."

PETKOLEUH !

WHERE IT IS, ASV> WHAT IT IS !

We copy from the Pittsburg Commercial the following communication, relative to that absorbing subject — Petroleum. It is from the pen of a gentleman in whose views and theo- ries we place great confidence, not only on account of his scientific acquirements, but also for the soundness of his judgment, and the dis- interested truthfulness with which he gives his opinion :

I have read with much interest an article, apparently editorial, in your issue of February 1st, headed "Petroleum, where it is and what it is." That article contains much which [ think is erroneous, and much that is true, and looking more nearly in the right direction for the origin of this important production of the earth, than anything I have elsewhere seen published on the subject, from the fancies in the Atlantic Monthly, to the crude ideas which we find in many periodicals of less scientific pretentions. Some of the statements you give for facts touching the topographic*! basin hav- ing its centre about Pittsburg, I think very erroneous, and calculated to mislead the pub- lie as to the localities cf the oil deposits.

You will pardon me if I regard the topogra- ph'/ of the country even correctly represented, as having of itself little to do with the locality of oil. It originates and exists in the rocky structure of this portion of the earth's crust, and its origin and locality depend upon the position and mineralogical character of that alone.

I propose to give you my own views on the subject, hoping that, if not wholly sustained by the facts developed in future. I may at least be able to throw some light on the subject — to point out some land marks of value to inves- tigators and collators of facts, for on these alone should all theories worthy of the least regard rest.

I may premise that I am not an oil specula- tor, having never been interested pecuniarily in the business; but the geology of onr coal field and its underlying rocks, has been a matter of deeply interesting study for nearly thirty years, both by the aid of the observations of others and by extensive personal examina-

THE RAILROAD RECORD.

13

tions, and in the light of these examinations I can see no difficulty even without, "treading upon the verge of human knowledge, " in pointing out a source for the immense oil deposits of this basin and accounting for many of the phenomena attending 'hem.

It is well known geological fact, that our coal field is underlaid— enclosed as in an out- er basin, first, by a stratum of conglomerate rock, two hundred feetin thickness — -secondly, by a series of strata of fine grained sandstone ■about three hundred and fifty feet in thick- ness, and thirdly a stratum of "black" or ■"bituminous" shale about two hundred and fifty teet in thickness. These measurements will apply only approximately, to all localities ; being sometimes somewhat over or under what I have given. Beneath the "bitumenous shale" we have the great cliff and blue limestone de- posites, seen at Sandusky, Dayton, Cincinnati, Louisville, &c, and which constitutes the only rook over so large a portion of Ohio, Indiana and Kentucky, and has a thickness of 1,000 feet or more Each of the first named, crop- ping out beyond the verge of the coal fieid proper, occupy successively downwards, a Jarger breath of territory than the one preced- ing it. Consequently the territory of the "bituminous shale" greatly exceeds that of the coal field; the bottom of which is geologi- cally five hundred and fifty feet above its up- per surface. This stratum of shale crops out on the shore of Lake Erie from near Sandusky Bay into the State of Xew York, and having less dip there than further towards the interior of the basiR, it passes under the Lake into Canada. It may be seen at the crossing of the Cleveland and Toledo Railroad over the Huron River at Monroeville, — ought to be seen on the Pittsburg and Fort Wayne Rail- xoad, in any of the deep streams between Mansfield and Bucyrus. The city of Colum- , bus stands upon its western limit, and it cross- es the Ohio river into Kentucky between Portsmouth and Maysville. This bituminous ehale at itsexposed surfaces presents few of its real characteristics. The bleaching process of the atmosphere has deprived u of its real color, and much of its more volative constitu- ents have been evaporated; but by opening into the bed a short distance, it will be found of a brownish black color, omitting an odor of bitumen on being rubbed or slightly heated, and will flame when placed upon the fire. The proportion of bituminous matter it con- tains, may vary somewhat in different localities. The specimens I experimented upon many years ago, were procured by myself in the bed of Tinker's Creek, where the C. & P. R. R. now crosses that stream over tiie high bridge east of the village of Bedford, in Cuyahoga county, Ohio, and also on a branch of the Chagrin river, a few miles eastward of the same place. These specimens lost one eighth of their weight by subjection to the fire, while the pieces retained their original size aud shape.

Here then we have in this immense bed of bituminous shale, 250 feet thick, and underly- ing a portion of the Stale of New York, a large part of Pennsylvania, Ohio, Kentucky and Tennessee, all of West Virginia and a part of Virginia, a source capable of produc- ing a supply of petroleum far beyond anything we have yet conceived, and to which all the facts yet brought to my knowledge point as its origin. Dipping with the overlying strata, according to the best data yet obtainted, at the rate of a little over thirty-seven feet to the mile, towards the geological centre of the basin, somewhere between the Ohio river and the foot of the mountains, this bituminous shale would at the centre of the basin attain

a depth of probably 6,000 or 7,000 feet beneath the surface, and possibly more. At Parkers- burg its upper surface can hardly be iesstban 8,000 feet lower than the Ohio river, at which distance from the surface of the earth we would have at its lower surface, according to the progressive increase of heat downward, a temperature of about 125° of F. Nearer the centre of the basin it would be proportionately increased, and the slow distillation of oil and gas would take place from it. And as these substances were envolved, the oil would be driven by the immense expansive pressure of the gas in every direction which afforded it a passage. This movement of the oil by the pressure of its expansive associate would of course be upward or laterally, along the planes of stratification, — because it would be in these directions alone it would find vent. But as the overlaying strata are, in most places, sulficiently impervious to bear an enormous pressure without any perceptible leak, as is proven by the powerful outbursts of gas, often experienced in perforations made for oil, the movement of oil and gas would approach the surface in those places only where fissures of some sort extended to permit its passage in that direction. And on the other hand it might be driijen alon^ the more open seams of the stratification to long distances from where the heat of the earth was sufficient for its distillation, and then come to the surface in small quantities where a fissure extending in that direction was reached; and it might all along its line of movement be deposited in such fissures and caverns as lay in its course. These deposits would almost certainly be ac- companied by gas more or less compressed, and by means of which we have the flowing wells, when a tributary or seam connecting with one of these deposils was reached by the implements of the borer.

A corroboration of these views is found in the facts furnished by the Western Virginia oil district. There the oil accompanied by gas, is being driven to the surface in greater or less quantity, all along that rupture of the upper strata of the earth, extending across the counties of Pleasants, Wood, Richie and W i r t , (and possibly in both directions much further) known as the "break," and which furnishes caverns for its deposit, and fissure by which it reaches the surface; and along which more or less oil is found at all depths This region I have not visited since the winter of 1860 and 1861, when I traversed on foot neariv the whole line of this "break" from the Ohio river to the Burning Spring Never having heard of it before. I was much inter- ested in it, being the first rupture of the kind I had ever seen or heard of in all th s coal field. It appeared to me then rather as a contraction or crumpling together of the upper crust, than as an "upheaval," as I have sometimes lately seen it represented by news- paper correspondents. I was confirmed in this idea when I subsequently learnnd, on reaching Parkersburg, that there existed a few miles to the eastward, a corresponding vertical fissure of a very remarkable character, filled with a solid chrys.talized bitumen, (of which I obtained specimens) a product doubt- less having the same origin as the oil The whole phenomena was identical with what I had observed to take place in large extents of heavy field ice- — for instances on Green Bav when solidly frozen over; and which I did not doubt to be the eft'ect of contraction and expansion caused by varying temperature.

If the foregoing views are correct, it is, I think reasonable to expect Petroleum will be found in greater or less quantities throughout the whole area crcupicd by the bitumenous

shale, governed only by the fissures furnished for its deposit, the openings between them and the source of supply, and the passages extending towards the surface of the earth, permitting it to approach within striking dis- tance of the explorer.

It is not claimed the theory I have presented is wholly original with myself, but it is be- lieved similar views are entertained by manv who are conversant with the geological struc- ture of the region over which Petroleum is found in the valley of the Ohio. My only ob- ject is the search for and propagation of truth ; and if any of your readers are in possession of facts which will throw further light upon the subject, even if they controvert the views here given, I hope they will not. fail to perform a duty they owe to the world by stating them fully. C. M.

WISCONSIN RAILROAD DECISION.

Illegality of Railroad Companies to engage in business not authorized hy their .barters. No power to buy and hold hioils situated at a distance from their roads. Fradul-nt representations as to pecuniary ci riition of Railroad Companies. Liability lor lepersentatioDS of their officers aud agents. Conveyance of l.od to Rai road Companies through fraud and misrepresentation of their oC^-'ers and amenta.

The late case of Waldo vs. The Chicago, St. Paul and Fond du Lac Railroad Company, and others, was an appeal to the Supreme Court of the State of Wisconsin from the Cir- cuit Court of Jefferson County in that State.

It was an action to have certain conveyan- ces of land, made by the plaintiff to one Wm. B. Ogden, and by the latter to one Mahlon D. Ogden, set aside, or declared void, and to compel a re-conveyance to the plaintiff.

The complaint, after stating that the Chica- go, St. Paul and Fond du Lac Railroad Com- pany in the fall or winter of 1865, appointed a committee to canvass for subscription to the stock of said companv to he paid by convey- ances of land to said Wm. B. Ogden, and that Bradley, Pease, Wood and Johnson, who were members of said committee, came, during said winter, to the County of Jefferson, and that various public speeches were made by them and said Ogden, to induce subscriptions to said stock, payable in land, and that vari- ous committees of citizens were appointed to co-operate with them in canvassing for such subscriptions, alleged that in February and May, 1857, the plaintiff conveyed to said Og- den, certain lands by warranty deed in the usual form, and received therefor $6,201) of the stock of said company, and that the plain- tiff was induced to make said conveyance for said stock solely by means of certain false aud fraudulent representations made at public meet- ings and in private, by said Ogden and said Bradley, Pease, Wood and Johnson, and by other persons who acted as cilizen commit- tees, and stated what, said Ogden and the others above named directed them to state, believing all that was told to them, which re- presentations were in substance as follows :

That, said company under a former organi- zation when it was known as the Rock River Union Valley Railroad Company, had been largely in debt, and that the present company had succeeded \A their rights and liabilities, and after securing their portion of th? land grant from the States of Wisconsin and Michi- gan (donated hy the U. S.), had become in good credit, and the former creditors of the old company, who had also been creditors of the new wishing to share in said land grant, had nearly all consented to converting their claims agains* said company into stock, and that this process was still going on and woul

34

THE RAILROAD RECORD.

scon be completed so thai the company-would not owe a dollar; that the company was in {rood condition and credit; that the nef earn- ings of the finished portion of the road from Fond du Lac to the La Crosse Junction, and from Chicago to Janesville, for the last six months, had been equal to 4 j per cent, on the entire cost of the read, represented by three millions of stock, and that the directors would have declared a semiannual dividend of 4J per cent., but they thought it best to use said earnings to carry on the road, and they had been carried to the construction fund instead of being divided among the stockholders'; that the company only needed $6(10,000 in land, mortgages, bonds and cash subscriptions to complete the connecting link between La Crosse Junction and Janesville, and were get- ting it without difficulty; that the stock would soon be at par and above par; that the land grants made to said company were worth, at a low estimaie, thirteen and a half millions of dollars, and that the road when completed from Chicago to Fond du Lac would certainly pay dividends of 10 per cent, per annum, &c, whereas in fact the said Ogden, Bradley, Pease, Wood and Johnson well knew that the company was at that time indebted to its mortage bondholders about $1,800,000, and to the other creditors unsecured a floating debt of about $1,600,000, and was not in good condition, — had no available resources with which to pay the principal or interest of its debts, and was on the verge of bankruptcy, and was without credit among capitalists, and its bonds and stock of very little value, and that the portion of the road completed was not earning any such net sun| as 4£ per cent, for sis months upon the cost thereof, as represented by the stock, and that said net earnings, whatever they may have been, had not been applied to extend the road, but to pay former debts and the expenses of the com- pany; that the §600,000 proposed to be raised to enable the company to build its road from Janesville to La Crosse Junction, would have very little value for that purpose, and would be swallowed up by the creditors of the com- pany; that there was no prospect of the com- pletion of said road from Janesville to said Junction for years, nor until the road should be iu the hands of its bondholders or purcha- sers at a sale under their mortgage, that thei e was no good reason to suppose that the com- pany would ever earn enough to pay more than the interest on its debts, or that its stock would ever be worth anything; and tuat the lands granted to the company were really worthless, and a large portion of them had long been subject to private entry at fifty cents per acre, and would be a poor invest- ment at any price when taxes would have to be paid. The complaint also alleged that all the proceedings of said Ogden, and of the said committee of the company, were fraulu'ent in intent and designed only to obtain so much more land a3 assets before the final bank- ruptcy of the company; and also that the plaintiff parted with his land solely in conse- quence of said false representations, and that he i3 ready and able to surrender the stock issued to him, to be cancelled as the court shall direct.

The other allegations of the complaint are sufficiently stated in the opinion of the court. The company and the Ogdens demurred separately on the ground that the complaint did not state iacts sufficient to constitute a cause of action.

1 he Court overruled the demurrers and the defendants appealed.

By the Court, Cole, J. — In the case of Clark vs. Farrington 11 Wis. It. 306, i'H, this

court, among other things, held that a railroad corporation could not engage in any distinct or separate branch of business not authorized by its charter, lor the purpose of rising funds to accomplish the objects for which it was created, that while the corporation in the ex- ercise of the powers conferred upon it by its charter might adopt any convenient means proper in themselves, to accomplish the ob- jects of its creation, it could not embark in the business of banking, or manufacturing or of speculating in real estate, -to raise money to build its road, for this would be acting out- side of its charter The distinction indicated by these illustrations is plain, important aud fundamental. A railroad corporation created for the purpose of building and operating a railroad might buy its depot ground, its road bed, its rolling stock, and pay for these things iu the stock of the company, without exceed- ing its powers or violating any principle of public policy.

It might exchange it stock for road lies, or pay in stock for the grading of its road as well as sell its stock for the money with which to pay for these necessary and indispensable things, and still it would be doing nothing more than the company was authorized to do. And in that ease we held, if the corporation should resort to a transaction of a two- fold character, and receive a bond and mortgage in payment of a stock subscription, and then sell the 'securities to raise money with which to build and equip its road, it would still be acting within the powers conferred upon it by its charter. But when a corporation created for the purpose of building and operating a railroad, goes into the business of banking, or manufacturing and selling goods, or dealing and speculating in real estate, because its cor- porators or board of directors think such ad- ventures may be profitable, or if a bank should go to building and operating a railroad for like reason, it is easy to see that in each in- stance the corporation is attempting to trans- act business which, under its organic act, it has no right or power to do. Aud'if the cor- poration might embark in a separate and dis- tinct business, not contemplated by its char- ter, merely because it was~supposed it would be profitable, and increase its means and re- sources, there would be no safety'tothe public in granting any special charters, and none to individuals who might invest in the stock of the company.

We have, therefore, no difficulty whatever in arriving at the conclusion that the appel- lent could not go to speculating in real estate, and had no power under its charter to buy and hold lands situated at a distance from its road, which the company did not want and could not possibly use in constructing and operating its road, but our real difficulty in the case has been to determine what became of the title to the lands conveyed under the circumstances disclosed in the complaint. This question we have examined with all the care and dilligence we were able to bestow up- on the case, consistency with our other duties, and we have not arrived at any satisfactory result upon it. We think the demurrer to the complaint was properly overruled upon an- other ground, which we will presently notice, but our cesire was to pass upon the maiu question iu the case.

In the present case, the respondent states that for the purpose of paying his subscription to the stock of the company, be conveyed to Wm. B. Offden the lands mentioned in the complaint, to hold the same in trust for the corporation. He avers that the lands are not all timber or woodlands, that there was no stone quarry or gravel bed thereon, that they

are not on or contiguous to the line of the railroad, and, as located, could be of no use or advantage to, and were not necessary ior the purposes of the road. The complaint fur- ther alleges that Wm. B. Ogden has conveyed the lands to Mahlon D. Ogden, who took the conveyance with full notice of the circumstan- ces under which they were obtained from the erspondent, and holds the same for the use and benefit of the company. From these allega- tions it would seem that the corporation pro- posed embarking in the business of boring* and selling real estate as a matter of specula- tion and profit, a thing which it clearly had no right to do, It was authorized to take and hold such lands and real estate as were necessary and proper for the use and enjoy- ment of its road but no more.

It is urged that when a grantor conveys lands to a railroad company, or to a trustee for its benefit, which he knows the company does not want and can not use for the purpose of building and operating its road, he is a party to the illegal contract, and can not claim relief in a court of equity. He he- comes, it is said, a perpetrator in the unlawful contract, and therefore should meet the eon- sequences ot his own act. On the contrary, it is said that the restriction is directed against the corporation alone, to prevent it from en- gaging in illegal transactions and that where it obtains real estate for a purpose not author- ized by its charter, it can be compelled, in a suit in disaffirmance of the contract to restore the land which it has obtained. In the pre- sent case it will be observed that the lands were conveyed to a trustee, impressed with a trust which the law does not sanction, and does this change the law of the case, or af- fect the rights of the respondent? If he could reclaim the lands had they been convey- ed directly to the company, ought be not to do so when they are conveyed to a trustee for its use and benefit? These questions hare presented themselves to our consideration iu the examination of this case, and we should have beeu glad to have decided them, had we come to a satisfactory conclusion upon them. They are interesting and important and con- trolling in this case; but we are compelled to leave them for further argument, and consid- eration.

But upon the other ground, that the deed3 were obtained from him by false and fraudu- lent representations as to the pecuniary con- dition of the company, we think the respon- dent shows himself entitled to relief. He alleges that Wm. B. Ogden, and the persons a.'ting with him in soliciting stock subscrip- tions, represented that the cbmpany was in good pecuniary condition and repute ; that the part of the rond completed from Fond du Lac to the La Crosse Junction, and from Janes- ville to Chicago, was earning money very rapidly, and, in fact, that the net earnings of the road for six months then last past, had been equal to 4} per cent on the entire cost of the road, which amounted to three millions of stock, while at the time they well knew that the company was on the verge of bank- ruptcy, and about to fall, and was without credit, its bonds and stock of little value; and that the road iu operation was not earning any such sums as were represented.

It is very clear that those representations as to the pecuniary condition of the company and the earning of the road, were material, and were such as the respondent had a right to rely upon when he sold his land for the stock of the corporation. He could not know what the road was earning, or that the com- pany, instead of being in a sound financial condition, was upon the eve of bankruptcy. It

THE RAILROAD RECORD,

15

is evident that these matters, which fixed the value of ihe stock could only be known to the agents and officers of the road They had access to the books and records of the compa- ny, knew what the road was earning, and whether the corporation was solvent, and no- thing was more reasonable or natural than that a party about to subscribe for stock should rely upon the statements of its officers and asents who were around soliciting sub- scriptions.

It is said that the company ought not to be held responsible for the misrepresentations of its agents, but we think otherwise. They were going about the country obtaining sub- scriptions, and whatever fraudulent representa- tions tbey made as to ihe condition of the road and the value of the stocks, while doin" this, must be deemed to be made by them in the execution of their agency, and for which the company is liable. This we think is very clear from the authorities. Sanford vs Han- dy, 23 Wend , 260 ; Gibson vs. D'Este, 21 Eng. Ch. R, 542; Younge and (Jollyer, 542,570; Phil., Wilmington and Baltimore Railroad Co VS. Quigley, 21 How. (U S) 2(12.

We therefore think that' if the allegation of the complaint in respect to these false and fradulent statements of the agents shall be sustained by the proof, the respondent will be entitled to have the contract rescinded on the ground of fraud. >

The order of the circuit court overruling the demurrer is affirmed.

Order affirmed accordingly.

TRIUMPH OF PACIFIC R. R. CAUSE.

We copy the following from the California Farmer, and feel confident that it will be her- alded with joy by friends of the Pacific Rail- road:

In spite of all the bitter opposition that has been made against the Pacific Railroad from some journals of this city, and they will soon be not only ashamed of it, but repent in dust and ashes too; in spite of all the bitter, vin- dictive and relentless tirade of abuse which has been heaped upon President Stanford and all the earnest Directors, Managers and friends of this mighty work, the .sunshine of triumph now dawns upon them and their enterprise, after all the delays and hindrances that it was possible for vindictive enemies of this great work to throw in its way. The President and Directors have, by their steadfast management, Rwept away like chaff those miserable subter- fuges, and the Supreme Court has decided in their favor on all points. How the editors of these journals that have so recklessly assaiied their cause would have enjoyed the jingle of the gold, as it was carted last Tuesday from the State Treasury to the company's office I would n't they I The Sacramento Union, of the 3d inst , thus speaks oa the subject :

An Important Railroad Decision'. — A short time ago the Attorney-General commenced an action to enjoin the State Treasurer from pay- ing the interest on the Pacific Railroad bonds, issued under the laws of last winter $52,500 of which fell due on the 1st inst. The object was to test iii» constitutionality of the law, the enemies of the enterprise, having indus- triously circulated reports that it was invalid. The District Court held it to be constitutional, refused to grant the injunction, and dismissed the complaint. An appeal was promptly ta- ken, and yesterday the Supreme Court cutered

an order affirming the judgment of the Dis- trict Court in those re.^pects, but, modified other portions which are unimportant. This decision settles the question of the validity of the law and the liability of the State to pay the interest for twenty years on $1,500,000 of these bonds, in gold coin. 'This large amount of bonds is readily available to the company, as the decision will make them equal in value to State bonds and they will probably sell for as high a price. The money is in the treasury to pay the first semi-annual installment of in- terest and will be paid to day. We are in- formed that the company has given orders to increase the force of laborers to 2,000, and to push the work as rapidly as possible. Long before these bonds can be exhausted, the com- pany will receive ihe $1,?64,000 due them from the National Government, so that the work will undoubtedly progress without delay during the present year.

This decision secures to the Railroad not only these State bonds as good, but gives an increased value to them, and will carry with it the §000,000 from our city, and soon the large amount from the National treasury also, so that in a short time the Pacific Railroad Company will have a cash capital in their vaults of Millions to work with. We wonder how this news will affect the " Dutch Flat " folks.

On the day following the rendering of this decision, the Company drew from the State Treasury $51,555, which amount is the first semi-annual installment of interest on all bonds amounting to 1,473, $1,000 each.

What a glorious beginning for the new year for the President and Directors'! Success to them, say we. They have nobly toiled and nobly earned the laurels which they will wear on the completion of this great work.

Atlantic k Great Western Railroad. — It has already been stated in these columns that S. S. L'Hornmedieu, Esq , President of the C. H. & D. R. R , had beer, elected President of the Great Western & Atlantic Railroad, and that D. McLaren, Esq., had been appoint- ed General Superintendent of the same Com pany. We now publish the official announce- ment of these changes :

A. & G. W. R. Secretary's Office,

Meadville, Pa., Feb. 13.

At a meeting of the Board of Directors of the Atlantic & Great Western Railway Com- panies of New York and Ohio, held on the 25th ultimo, S. S. L'Hornmedieu, Esq., was elected President of said Companies, Vice, James Robb, Esq., resigned.

Mr. L'Hornmedieu, was also constituted Chairman of the Central Board of Manage- ' made originally can be still exercised in the

enjoyment of the road purchased, so far as that is understood. There seems to me no

RIGHT OF EMINENT DO-WAIN.

In the equi'y case of E. T) Marshall vs. The, Pcnnsylvmia Railway Company, recent- ly brought before the Supreme Court of Penn- sylvania, a decision of some importance was made. The side question argued on this mo- tion for a preliminary injunction arises out of the question whether the company have the right of eminent domain, so as to enable them to take the plaintiffs property, on which to erect a permanent depot and necessary build- ings connected therewith, for the uses and convenience of their road.

This company became the purchasers of the main line of the public works under the pro- visions of an act of Assembly of May 10, LS57, a part of which was the railroad from Colum- bia to Philadelphia. The 11th section of that act provides :

"That should any company, already incor- porated by this Commonwealth, become tho purchaser of said main line, they shall pos- sess, hold and use the same under the provi- sion of their act of incorporation, and any supplements thereto, modified however, so as to embrace all the. privileges, restrictions and conditions granted by the act in addition thereto."

By the 11th section of the act of 13th April, 1846, which is the act, incorporating the Penn- sylvania Railroad Co., it is amongst other things provided, that the company may "en- ter into and upon, and occupy all lands on which the said railroad or depots, warehouses, offices, toll-houses, engine and water stations, or other buildings or appurtenances hereinbe- fore mentioned, maybe located, or which may be necessary or convenient for the erection of the same, or for any other purpose necessary or useful in the construction, maintenance, or repairs of said railroad, and therein and there- on to dig, excavate and embank, make grades, lay down and construct the same."

The right of the company, under its charter, a3 referred to above, to take private property for the purposes of such a construction or erection as the bill purposes to enjoin, on compensation being made or secured, can not admit of a doubt. And the State in contem- plating the possibility of a purchase by a com- pany having such a right of eminent domain in its original charter, very properly, and cer- tainly very expressly, gave the right to hold, enjoy and possess the new acquisition under and on the same terms Construction is se- cured in the express terms of the section quoted.

The act does not mean that the railroad purchasers should be under provisions, satis- fied by being exercised, but under the provi- sions of the charter in full activity and vitality, so that whatever right be exercised on the terms of the charter when the road was being

ment of the entire Lines composing the At- lantic and Great Western Railway. Said ap- pointment took effect ou the last instant.

J. C. Calhoun, Secretary.

Secretary's Office,

Meadville, Pa., Feb. 13. At a meeting of the Boards of Directiors of the Atlantic & Great Western Railway Com- panies of New York, Pennsylvania and Ohio, held on ihe 25th till., D, McLaren, Esq., was elected General Superintendent of this Line of Railway, vice H. F. Sweetser, Esq., re- signed.

Mr. McLaren will commence the discharge of his duties on the 15th inst.

J. (J. Calhotjjt, Secretary.

room for amplification on this point. As the preliminaries for taking the property in ques- tion are not disputed as to legality and regu- larity, I see no ground to grant the injunction asked for on the ground of want of power. Injunction refused.

— The receipts on the Grand Trunk Rail- way for the week ending Feb. 11, were :

1865 $102,128

1864 107,789

Decrease $5,602

16

THE RAILROAD RECORD.

LOCOMOTIVES FOE, STEEP GIlADES.

Within the last twelve years French and Austrian engineers have designed and built locomotives of uncommon weight and tractive power to ascend the steep inclines of railways over mountains; one had 1,861 feet of heat- ing surface, and weighed 46 tons, and with water and tender 69J tons. Another was pro- jected bv Flachat, to have 3,981 feet of heat- ing surface. Another had four cylinders and twelve driving wheels. Some of the engines of this mammoth class have been altered, others laid up.

Another way of working on steep inclines and sharp curves was tried long ago in moun- tain regions, and is now recommended by an English locomotive builder ; it consists of coupling two engines bv their foot boards so thai one driver and one fireman can work them both. For convenience they must be tank engines, or at least there must be accom- modation for fuel near the foot-board. The plan of the builder alluded to is to couple two 4-wheel tank engines; the coupling, for safe- ty, being so arranged that in case one engine breaks its hind axle the other will hold it up.

Two engines coupled are more simple than the 4-cylinder engine ; and the only advantage of the latter is that there is but one boiler. To compensate for this, the English builder con- nects his boilers by a flexible pipe, aud this reduces the advantage to that of having but one furnace. But there are many engines whose fire-boxes are devided by partitions, some lengthwise, some crosswise ; and there are reasons — among thern that of increased fire-bos surface— in favor of two small grates instead of one large one of equal area. On the whole, we see no forcible argument in fa- vor of the heavy engine; but rather in its effect on the rails and in the lying up for re- pairs, we see many reasons in favor of the coupled system

Not only on steep and crooked lines, but on ordinary lines of variable traffic, these rea- sons hold good. We ha\e known railway directors, whose lines had traffic for but two cars, to order engines that could draw seven cars, so that they might draw excursion trains, which they expected less than twenty times in a year. Other lines use heavy engines be- cause on Saturday evenings and Monday mornings their trains are heavy. In such casPS two common engines, with their tenders and two men each, have in times past been used. But as they have of late years got heavier engines, we presume they have con- cluded that were more economical. Never- theless we doubt the soundness of this conclu sion, because the track must suffer from the constant use of heavy engines, and the in- creased cost of repairs of track, probably out weighs the additional expense of the assistant engines, with their tenders and men, to meet the occasional necessities of increased traffic.

But there seems to be no need of more than two men to work two engines coupled: this has been settled by sufficient practice. The only difficulty is to arrange for the supply of water and fuel, so that one man can supply both engines; and in this there is room for the exercise of talent, to design an engine that can work well coupled, and also work singly a3 well a3 the engines now in use. Tank engines have httle of this difficulty, but tender engines are deemed less injurious to the track, and will be generally used, and must be adapted to work in this way if the system is ever practiced. — Artisan.

LAW REPORT.

Important to magnetic telegraph companies. — The question as to their right to exer- cise THE POWER OF EMINENT DOMAIN DECIDED.

The United States Telegraph Company, of Ohio, vs. The Cincinnati, Hamilton & Dayton Railroad Company.

In the Probate Court, yesterday, Judge Woodruff delivered his opinion in this case, as follows:

The case is presented upon the petition of plaintiffs asking for an appropriation of a right to construct, on and along the western side of the Cincinnati, Hamilton it Dayton Railroad, a magnetic teiegraph, including the right to set posts, run wires, and to do other things necessary to establish and keep up said telegraph line.

The defendants — The Cincinnati, Hamilton & Dayton Railroad Company — moved to dis- miss the plaintiffs' petition for want of juris- diction, which motion is in the nature of a demurrer. The want of jurisdiction is not put upon the ground that the Probate Court can not adjudicate upon a question of con- demnation of private property, but because no power exists under the statutes of the State, conferring such right on Telegraph Companies — or if conferred, that it can not ask for the appropriation as against the rights of the Railroad Company.

The Court is incidentally informed that the Cincinnati, Hamilton & Dayton Railroad Company have contracted with the Western Union Telegraph Company for a right of way over said road, and is not at liberty to consent to the petition of the present plaintiffs, but permits the Western Union Telegraph Com- pany to contest the right with the United States Telegraph Company.

Although exceptions are taken to the peti- tion on the ground that the Court can not condemn land out of Hamilton county ; that a telegraph line is not a public use; and that the Legislature can not make it so by statute, unless it is so in feet, and that the right asked by the petition is too indefinite to entitle plain- tiffs to have the condemnation sought; yet, these objections may all be obviated if the right to. appropriation exists. That is, the Court may adjudicate as to that part of the road which lies in Hamilton county. It ma}' be ascertained whether a telegraph line is a public use, and if the petition is too indefinite it may be amended; so that the important questions in the case are, 1st — Have telegraph companies, under the laws of Ohio, power to compel a condemnation of private property for the use of their lines, and to subserve the public welfare? 2 If they have this power, can they exercise it against the railroad cor- poration ?

To say that the magnetic telegraph does not subserve the. public welfare would be to contradict public sentiment. Their impor- tance is becoming more manifest as their use- fulness is extended. That their practical operation may be improved, and that they may be used for many improper purposes, is also true; and yet they have become one of the indispensable improvements of the present progressive age. riut whether thev are yet entitled to exercise the power of eminent do- main is to be ascertained from a proper con- striiciinn of existing legislation.

[[' the power is conferred, it must be found in the act entitled "An act to provide for the creation and regulation of incorporated com- panies in the State of Ohio," passed May 1st, 1852. With respect to the exercise of this

power the Legislatures and Courts, both in Europe and America, have been extremely cautious in conferring it — and properly so, as it is a power liable to great abuse. Hence, when we look into the statutes for the power claimed in this instance by the plaintiffs, it is necessary to criticise the language used in the several sections of the act, and to ascertain whether the Legislature intended to place all the corporations therein named upon the same footing in this respect, or whether they have conferred it upon some, and denied it or with- held it from others.

In tbe section (10) creatine railroad com- panies the power to appropriate private pro- perty is expressly given, provided full com- pensation is first made to the owners. In addition to this power, by section 15, they may acquire, by purchase or gift, any lands, &c , necessary for their railroad, and may convey the same.

Section 27 of the same act, creating turn- pike and plank-road companies, gives to them the same general corporate powers as is pro- vided for railroad companies; and in section 32, they give such companies the additional power of making the appropriation and pay- ing the damages in the mode prescribed by law.

Section 44, creating magnetic telegraph companies, authorizes them to construct lines of magnetic telegraph, and confers upon them the same general powers as is provided in the 3d section of said act — and Section 47 autho- rizes them to C;nstruct their lines from point to point, along and upon any of the public roads, &c, provided that the same shall not incommode the public in the use of said roads or highways. It is claimed by the plaintiffs that these terms include all roads, whether those laid out by County Commissioners, as State and county roads — township roads, as well as railroads, turnpike and plank roads. Before the introduction of railroads, and others constructed by corporations, public roads were understood to mean free roads ; and if the power exists to traverse roads built by corporations, it must also involve the pow- er to appropriate their bridges, &c, as part of the road. In tbe absence of some unequivo- cal right, on the part of telegraph companies, to condemn lands under the statute, we feel compelled to construe the provision in the 47th section, to-wit : "That telegraph compa- nies may construct their lines along and upon any of the public roads" — to mean tbe public State, county and township roads, laid out and kept in order by taxation at the public ex- pense, and not those established by railroad corporations, quasi-private or company roads. For we can not suppose that the Legislature, after giving to a corporation the power to build a railroad, would by a general provision short of the power to condemn, on paying for the privilege, would encumber the graut with burthens that might render it useless The case of the Charles River Bridge vs. Warren Bridge and others; 11 Peters U. S. Rep., p. 545; the Supreme Court says the principle re- cognized in cases of public grant is that no- thing passes by implication. The exercise of the corporate franchise, being restriclive^f individual rights, can not be extended beyond the letter and spirit of the act of incorpora- tion.

The principle contended for by plaintiffs in this case, that when a grant of fower is con- ferred it impliedly carries wiih it the right to do all things necessary to the execution of the power conferred, is correct, as a mere legal proposition; but before it can be applied to any given case, we must be certain that the power has been conferred: In any other view

THE RAILROAD RECORD-

it would be merely petitio principii. The power to locate and construct a, ruilroad, does not necessarily carry with it the power of emi- nent domain, and useless in the act referred to this power of appropriation of private pro- perty had been expressly conferred, railroad companies could not have entered upon pri- vate property for the purpose of constructing their roads.

Railroad and turnpike and plank road com- panies having, this power by express grant of the Legislature, and the same act giving to the magnetic telegraph companies, gas-light and water companies, and manufacturing companies, the same general powers as is pro- vided in the third section of said ac', it is claimed that these last named conuanies have also power to condemn private property for public use, But it will be observed that it is not by virtue of this third section that railroads, turnpike, plank-road companies ex- ercise their power; it is conferred specially by other sections to which I have referred.

The question naturally arises, why did not the Legislature confer upon the last-named companies, to-wit : telegraph, biidge and manufacturing companies, special power to the same effect, for there is as much, if not stronger reason why they should have done so, than in the case of railroads and turn- pikes.

We find also a provision in Sec. SO of the same act as follows :

"A change in the location and termini of any railroad, turnpike and plank-road, may be made in the same manner as is provided in the 76th Section of this act, for the further extension of time."

Now this privilege is not granted to any but railroad and turnpike and plankroud compa- nies, andjyet it is just, as important to tele- graph, bridge, or manufacturing companies as to railroad companies. The reason would seem to be that these latter companies, not having the original power to appropriate lands, they did not need the power to change their location, being privileged to go anywhere upon the public roads of the State.

In considering this case, we do not notice the right of the Wester.. Union Telegraph Com pan)-; they are not a party to this pro- ceeding, their counsel being permitted only to argue the motion to dismiss, filed by the Cin- cinnati, Hamilton & Dayton Railroad Compa- ny. What their rights are, it is not. necessary for this Court to know, as it is important to the decision of this motion ; neither is it neces- sary to consider the questions, how far one corporation can condemn the franchises of another corporation, under the view which the Court takes of this motion. Tha" it may be done, appears plain from the authorities cited ; but the right to do so depends upon the cir- cumstances of each particular case. The cases upon this point are as follows: I Inhabitants of Springfield vs. Connecticut River Railroad Company. 4 Gushing Rep. p. 63 ; 14 Illinois, p. 314; 23 Pickering, p. 391 ; 3 Grafton, 270; 10 Lee, 77.

And the principal established is, that a grant of land, on condemnation for one public use, must yield to that of another mote ur- gent; but in both cases, the power to condemn must first exist in the Slate, as the supreme power, or be conferred by it under the right of eminent domain, as the high pierogative of sovereignty. "But when it is the intention of the Legislature to grant a power to take land already appropriated to another public use, such intention must be shown by express words or by necessary implication."

This necessary implication, we think, does not exist in the present case.

The principal conferred by municipal cor- porations on water and gas companies, seem to us to rest upon a different principle from that of condemnation. The exercise of these privileges being fur the benefit of the citizens, and promotive of their comfjrt, as a police regulation, it becomes a matter of contract, in which the city, instead of furnishing itself with gas and water, for a full pecuniary con- sideration, transfers the right to others, and the corporation, under well-defined conditions, allows these companies to use the public streets; this is quite different from the case of one incorporated company condemning the franchise of another incorporated company, established for similar or different purposes. Fifth Ohio Reports, page 143 — the Court say, that the Legislature must declare, bv law, that the subject for which the condemnation is to be made, is a public use — that the public welfare requires it.

The questions, whether or not provision is or ought to be made for compensation under our corporation act, or to which class of com- panies the power is given to consolidate, or what power the Government of the United States has to condemn the property of private persons or corporation, for the transmission of the mails having nothing more than an in- cidental relation to the question we are to decide, and are not necessary to be further considered.

Telegraph companies, in common with all other companies incorporated under said act, have unquestionably the general powers con- ferred by Section 3, to-wit : to sue and be sued, plead and be impleaded, defend and be de- fended, contract and be contracted with, ac- quire and convey at pleasire, all such real and personal estate as may be necessary and convenient to carry into effect the objects of the incorporation ; to make and use a common seal, and the nam; to alter at pleasure, and do all needful acts to carrv into effect the ob- jects for which it was created, and such com- pany shall possess all the powers, and be sub- ject to all rules and restrictions provided by this act. This is the section to be found un- der that part of the act creating and regula- ting railroad companies, but, as I before sta- ted, the power to enter on land, make appro- priations, &c, is contained in section ten. When^in that part of the act creating Tele- grah Companies, we examine for their powers, we only find a reference to the general corpo rate powers above mentioned. These are powers conlerred on churches, schools, and almost every specie of corporations, which it will not be claimed possesses this power of eminent domain, but we fail to find, in the telegraph poriion of the act, the power to con- demn property; I, therefore, feel compelled to refuse the plaintiff's the relief asked in this case. The petition will be dismissed.

MONETARY AND COMMERCIAL.

— The Michigan Central road earned the 2d week in January :

1301- $63,690

1865 67,694;

Increase $3,404

i — The Rock Island road in the same week

gained $16,000.

— The Toledo and Wabash Railway earned the first week in February :

1865 $35,435 60

1864 20,931 71

Increase $11,503 88

Since we wrote our last article on monetary affairs, events have occurred which are likely to have a great influence on future financial as well as military affairs. General Sherman has traversed a large part of South California, taking its capital and principal railroads, thus cutting off the main rebel army from its prin- cipal support and resources. At the same time Charleston, so long the great rebel stronghold, has also fallen, and the glorious old flag of the Union waves over Fort Sum- ter ! In additiSn to all this, we have just heard of the fall of Fort Anderson, the main defense of Wilmington. Such events as these so favorable to the success of the Government, so surely the forerunners of the period, when all commercial affairs will settle down, could not occur without having great influence on all the markets. Precisely how great the ef- fect will be, we can not now tell; especially as we seem likely to have a continuation of such successes.

Gold has fallen very decidedly ; but perhaps not as much as many expected. Gold, as we have said before, depends for its price in cur. rent money, mainly on the relation of supply and demand. Yet it is true, that military successes, by occasioning a belief that ex- changes must soon settle down on a gold bases, do lower the price sensibly.

The daily fluctuations in the New York market during the week have been as fol- lows :

Opening. Highest Lowest, Closing

Feb. 16 203i 204| 203J- 204g-

" 17 203} 204£ 203} 204

" 18 204 205'f 204 204f

" 20 202 202 HIS} 200

" 21 197} lfliif 199|

The 22nd being a Holiday in New York, we have no later quotations. If military suc- cesses continue gold must fall still lower; yet in view of the probable fact that (as we sup- rose will be the case) importations will large- ly increase in the Spring months, there will be a greater demand for gold, and we should not be surprised to find it moderately rising, though it can not attain the high price it held last summer and autumn.

The usual quotations for exchange are:

Buying. Selling.

New York 50@75 "$• M. -J- prem

Philadelphia 50@75 3 M. I prem

Boston 50@75 3 M. | prem

Baltimore 1-10 dis. par

Gold 96(^,97 prem. 100 prem

Silver 81@83 prem. 90 prem

The Price Current remarks that: " Business has been rather dull, though there has been moderate activity in some de- partments; but with the exception of a de- mand which arose for bulk sides and lard for the English markpts about the middle of the week, we may say the markets have been gen- erally dull, and at the close yesterday, prices of all articles tended downward, the decline in gold having taken away what firmness or confidence which had existed previously."

18

THE RAILROAD REOORT

Money has been and is still close; currency running low in the banks, and. the rate of in- terest hi<;h. For this there are two good rea- sons, 1. There is an immense amount of pork and produce held in Cincinnati, and which has not gone to market, and for which there are no returns; 2. The Government is behind head for payments to quartermasters and commissioners. This delicieucy, however, will be made up, and we are told that cur- rency will be more abundant.

In conclusion, we may say that there is good reason to believe the rebellion is drawing rapidly to its close, and when that is ended all branches will look up — currency become more stable — prices lower, and we think a period of great prosperity is approaching.

— The Fishkill Journal says that work will commence on that section of the Hudson River and Erie Railroad in April, and that the cars will probably be running through Fish- kill village by the Summer of ,8G6.

— The Franklin branch of the Atlantic and Great Western Railway has been completed to Oil City.

— The Racine and Mississippi road earned the first week in February :

1864 $8,411

1S65 8,013

Decrease $398

WRIGHTSON & CO.

IM1 & III PBJNTiaS,

167 Walnut St.

CINCINNATI, OHIO.

CHAKGE OF TIKE.

Indianapolis and Cincinnati

THREE THROUGH TRAINS DAILY, as follows:

Leave. Arrive.

St. Louis and Chieafro Express 0.30 A. 31. 10.15 a. H.

Springfield & St. J.seph H.xpress ...l.dfl P. M. 5.0(1 1>. M. St. Louis b. Chicago Express 4.01) V. M. 1.30 A. M

Sleeping cars by this train for St. Louis and Chicago

ACCOMMODATION TRAINS.

Leave. Arrive.

Lawrenceburg Accommodation 4.25 P. M P 3> A, M.

Harrison U.OO A. M. 3.00 P. M.

Through Tickets can be obtained at the Spencer ITouse, Burnet IJ'u-e aod 'iih^on House Oilics. and at the Depot

rjT~P Passenger Uepot corner of Pearl and John streets, is within a few squares of all the principal Hotels in the

ROB'iRT MEEK, Supt.

General Ticket Agents of the Principal Railroads,

Atlantic & Great Western Railway T. II, Goodman. General Ticket Agent, Meadville, a*

buffalo & Brie I. A. Burch. General Ticket -igent, Buffalo, N. Y.

Buffalo. *Nev York & Erie Wm L.Doyle " " " Buffalo, N. Y.

Buffalo & Lake Huron Thns. W Bussell. ** " Bnntford, C. W,

Burlington &. Missouri River Railway,. L. Carper, *' '* " Burlington, Iowa,

Boston & Worcester L. K. Miles, " " " Boston, Mass __

Bellefnntaine Railway Line (J has. Wood, Gen. Ticket Agent. Terre Ha te, Iud*

Boston & Peov deuce lames D u ley, Ticket Agent. B isttm, Mass,

Baltimore & Ohio L. M Cole " Baltimore, Md.

Bost. Concord & Mont, and Wh. M ...J. L- Rogers, " Plymouth. N II.

Chicago. Mil.. LaCrosse & *t. Paul A. V. H. C irpenter. Gen Ticket Agent. Milwaukee Wist

Chicago. -Burlington & Quincy Samuel Powell, General Ticket Agent. Chicago, 111.

Chicago &. R. Island and Miss. & Mo... W. L. St. John, " " '* Chicago, III.

Chicago, AltonYc St. Louis Joseph Price, Treasurer, Chicago. 111.

Chicago & Noith Western K. P. Cutler, General Ticket Agent, Chicago, Til.

Connecticut &. Passumpsic Rivers.. ..Nathaniel P. Lovering, " " " St. Johnsbury, Vt.

Chicago. Iowa & Nebraska Jas- M. Ham, General Passenger Agent. Clinton. Iowa,

Central Railway of New Jersey H. P Baldwin. General ticke? Agent, 69 Wall Street, N. Y.

Catawissa Railway Co H. II- McDonnell. Freight and Passenger Accountant. Philadelphia^ Pa»

Central Ohio .John W. Brown, General Ticket Agent. Columbus. Ohio.

Columbus & Indianapolis R R F. Chandler, ** ** '* Indianapolis, lad.

Cincinnati. & Zanesville E. S. Lowe. ** " " Cincinnati "

Cincinnati & Chicago Air-Line L. II. Wnikley, ** ** " Richmond. Ind

Cheshire R. Stewart, " " " Ki'ene N.H.

Connecticut River Railway K. Morgan ** " ** Springfield, Mass.

Cleveland, PaioesvjUe &. Ashtabula. ...J. W. Cary, " ** " Cleveland, Oh'o.

Cleveland & Pittsburg F R. Myers. " " " ?* •*

Cleveland & Toledo John U. Parsons, " " " " "

Cleveland. Columbus & Cincinnati II .6. Marshall, » " 4l " "

Cincinnati. Hamilton &. Dayton P. W. Strader, U u '* Cincinnati, ,k

Concord- Manchester & Lawrence Geo. G. Sanborn, ** " " Concord N. II.

Dayton & Michigan P. W. Strader, " «* " Cincinnati, Ohio.

Dubuque, & South- Western Geo. W. Farley, Receiver, Dubu-tue Iowa.

Dubuque & Sioux City J. A. Pinto. General Ticket Agent. Dubuque, Iowa.

Detroit & Milwaukee Jas. H. Muir, Auditor. Detroit, Mich.

Erie Railway Wm. K. Barr General Passenger Agent. New York.

Eaton & Hamilton E. W. McGuire. General Ticket Agent, Eaton, Ohio

Evansville &. Crawfordsville J. E- Martin, Secretary, Evansville, lnd.

Elmira & Williamspoi't Edmund B Smith. General Ticket Agent. Elmira, N. "V

East Pennsylvania Phil p M. Ermentiout, '• tl *• Reading, Pa.

Erie & Pittsburg .....J A Burch, " « " Buffalo,N.Y.

Fitchburg Railway •*•■ ....H. F. Whi:comb, •> " " Boston, Mass

Great Central Railway Line F. Chandler, General Ticket Agent, Indianapolis, Ind,

Great Western Railway (Canada) J. Charlton. Auditor. Hamilton. C. W.

Great Western Railway Co of 1^511 W. D Richardson, General Ticket Agent, Springfield, IU

Grand Trunk Railway (Canada) Henry Shackelt, Auditor, Montreal. O. E

Hudson River Railway C- II. Kendrick, General Ticket Agent. New York-

Hannibal & St. Joseph P. B. Groat. * Hannibal, Mo

Indianapolis & Cincinnati F. B. Lord, " " " Indianapolis, Ind.

Indianapolis, Peru & Chicago ...Y. T. Malott. Treasurer, Indianapolis, lnd

Illinois Central Wm. P. Johnson, General Passenger. Agent, Chicago, 111.

Indiana Central* F. Chandler, General Ticket Agent, Indianapolis, Ind-

JeQersonville Jas. Feirier " " il JetTei-s->nvilIe, Ind.

Kentucky Central II. P. Ransom, General Ticket Agent. C >vington. Ky.

Keokuk. Ft. Des Moines & Minn •• ■•- John Givin, •* *' l* Keokuk. Iowa..

Little Miami and Columbus & Xenia..P. W. Strader " ** ** Cincinnati, Ohio.

Loiransport. Peoria & Burlington E. M. W hillock. Chief Clerk. Peoria, III.

LaCtosse & Milwaukee J M. Kimhall, General TirKet Agent, Milwmkee, Win.

Louisv. & Frankfort and Lex. & F...-H nry St^fft-e, Genernl Freight and Ticket Agent, Louisville, K

Lafayette & Indianapolis John M Kerper, General Ticket Aff-nt, Lafayette, Ind.

Louisville. New Albany & Chicago 1. G. Williamson, " * u New Albany, Ind

Louisville & Nashville D. A. Kean. Chief Clerk. Louisville, Ky.-

Michigan Central Thos. Frazer, Generai Ticket Agent, Detroit, Mich.

Mich. Southern & Northern Indiana. -C. P. Lei and, " •' " Toledo, Ohio.

Milwaukee & Pranie du Chien ...R. P.Bacon, *' " , c e> *fc

Milwaukee & St. Paul F. W Spear, General Ticket Agent Milwaukee, Wis.

Marietta Ac Cincinnati Chas. F. Low, General Ticket Agent, Chiilieothe. Ohio.

Montreal & Champ lain J. F. Barnard, "■ " " Montreal, C. E.

New .York Central E. F. Folger, Chief Clerk. Albany, New York.

New York, Harlem & Albany R K. Freeman. General Ticket Agent, New York.1

Norwich & Worcester - I'M ward T. Clap]). Secretary. Norwich. Conn.

Northern Central Edward S. Young. General Ticket Agem, Baltimore. Md.

New York & New Haven Jacob Mendel. ** fc* " New York.

New Haven & Northampton E. A Kay. Superintendent and Clerk, Westfield M

North Missouri Jas. H. Concannon, General Ticket Agent, St. Lonis, Mo.

Northern (S. II.) A. C. Warren, " 'k " Concord, N. H.

N. Hav^n, N. London &. Stonington.... Wm. T. Bartlett. " ,l ** New Haven, Conn.

Vorth Pennsylvania Edis Clark, " •< " Philadelphia Pa

Northern New York Marshall Conant, " 'l " Malone, X. V.

Ohio & Mississippi Chas. E. Follett, " " '* Cincinnaii, Ohi«.

Philadelphia & Reading John Welch, Go neral Ticket Agent, Philadelphia, Pa.

Pennsylvania Railroad H ^V. Gwinner, kl •* " ** "

Pittsburp, Columbus & Cincinnati Ira A. Hutchinson, General Ticket Agent, Columbus, Ohio

Pittsburg, Fort Wayne &c Chicago H. R. Payson " " " Pittsburg, Pa.

Pacific Kail way. of Missouri E, VV. Wallace. General Ticket Agent, St. Louis. Mo.

Philadelphia, Wilmington & Bait Geo. A. Dadmun, *' " ■■ Philadelphia, Pa.

People's Line of Steamers (N. 1*. John C. Itewitt, ** w *' Nhiv York.

Providence & Worcester — AVm. M. Durfee, *> *4 " Providence, R. I-

Portland, Saco & Portsmouth Eliphalet Nott, Treasurer, Portland. Me.

^uincy &. Toledo W. D. Richardson. General Ticket Agent, Springfield. I11J

Hicine &. Mississippi R. C. Tate, " •■ '*■ Racine. Wis,

Rutland Ut. Washington John McKeogb, " u " Rutland, Vt,

Rutland & Burlington Wm. A. Burnett " " " " "

Rome, Watertown & Ogdensbnrg H. T. Frary, « " " Watertown, N. Y.

Rensselaer 8c Saratoga ..O, N. Crandall, ,fc ** •' Troy. N. Y.

Sandusky, Dayton <* Cincinnati I. M. Webster, " " *' Sandusky, Ohio.

Sandusky, Mansfield & Newark II. M. Bronson, " il « *"

Saratoga & Whitehall * , J. H. Sternbergh, *' '* 4i Saratoga Spring3 ,N

The United Stales Mail Lfne Co Thos. Sherlock, Treasurer, Cincinnati, Ohio.

Terre Haute, Alton & St. Louis Jas. B Ralston, General Ticket Agent, St. Louis, Mo.

Terre Haute & Richmond Chas- Wood, Secretary, Terre Haute, Ind.

Troy & Boston C. W. Moseley, General Ticket Agent, Troy, N. Y.

Toledo & Waba?b J. E. Carpenter, Cashier, Toledo, Ohio-

Yt. & Can., Vt. Central, and Sullivan. U. H. Locl;lin, General Ticket Agent, St. Albans, Vt.

Western (Mais.) Railway .M.Griggs, " " " Springhcld, Hass

W'Jj>ieater& Nasuua »•#••«». il. WiUer* *• u Worceater,Maa8.

THE RAILROAD RECORD-

]<•>

\PIKTIS.'B lE'-A-T' E3 0>3" "3?

LROAD BRIDGE.

(Flan of Bridge.)

The undersigned is prepared to manufacture and build in any part of the IFfliial StiUeb^nd at reasonable terms, FINK'S PATENT IRON BRIDGE, in spans froji 220 to 30C feet. The same is favorably known, well tested, and already extensive.^ introduced ; is stronger and more economical than any other Iron Bridge in use ; requires no repairs, and no adjustment, but is perfectly adjustable.

For plans and particulars, apply to

o».s. 13.1s. Letter Box, mm. C. J. SCHULTZ, Pittsburgh, Pa.

HOLENSIIADE, MORRIS & CO.

MANDFACTrUERS OF

Carriage, Tire, Machine, Plow, Sail lands of

fa©^aair fc» lit <a9y N.>s. 170 to ISO Columbia Street, bet. Kliu ana Plum, CINCINNATI.

BRIDGE BOLTS, Riveu MB, «f/*h

Seiews, unrl Thresher Teeth, made on short notice ftrt on th" mriot •'avovnnle terms Nov 27 1y

WRiGnrsoN & co.,

RAILROAD PRINTERS,

167 WALNUT ST.

N. W. T1ALDWIN,

MATTHEW 11ATRI).

M. W. BALDWIN & CO.

BKOAD AND HAMILTON ST.

Would call the attention of Railroad Mansprers, and those nterestedin Railroad Property, to their system of

LOCOMOTSVE Ef^CSWES,

Id which they' are adapted to the particular business for ■which they may he required, by the use of one, Cwo. three or fuur pair of. driving wheeleJJ and the use » t the whole, or bo much of the weight as may be desirable for adhesion ; $nd in accommodating them t<> fchesrndes, curves. strength of superstructure, and rail and (Vorfe to be done By these ineans the maximum useful eBect ot the power is secured wiih the least expense foratteudance,cosL of fuel, and re- pairs to Road and Knyine.

Willi these objects in view, and as the result of twenty six years1 practical experience in the business by our senior partner, we manufacture five different kinds of Kngines, and several classes or'sizes of each kind. Particularatten

Hon paid to the s'reijjrlh ol the machine in the plan and worKmanahin of.al) the details. Onrlonff experience and opportunities of -obtaining information enables ua to oiler these engines with the issurance t> at in efflCiefaey, ccova- r/iy and durability ,i\\ey w]]\coiuvarv\.iv»i'HU\y with those of any other kind, in use. Wealsn rurnish to order Wheels, Axles. Bowling or Low Moor Tire (to ftt.centers without bo- rine),Compo6itfor Oust in ps for Bearings'; every description of Copper, Sheet Iron and Uoil-r Work; and every article appetraining to the repair or renewal of Loc '(■ li'-e tip-

4inyl

JOHN HOLLAND,

Successor to GEO. XV. SIIEPPAi&D,

MANUFACTURER OF

COLD PENS,

GOLD & SILVER PEN & PENCIL CASES,

No. 6 West FoiebJSj Street,

(up stairs.)

Feb. 4, ] y

Manufacturer!!!, I in porters & Dealers

RAILROAD, CAR,

2UEJ±.C!EZ3LJSrm SHOP

SUPPLIES,

AND

MACHINERY OF EVERY DESCRIPSiON 47 West Front Street, Cincinnati,

PBBEMi LIVINGSTON & I'OST

CnHeOBAIPKj ©o

BRIDGES & LANE.

Manupactcrers and Dkaleks In

RAILROAD AND CAR

KNOX & Si-iilN,

INSTRUMENT MAKERS, Villi, A DBLJ HIA

Of Evkry Description.

COR. I'OUM'LMDT & GREENWICH STREETS NEW YOnK.

Aikfrt I?Ftinrss, Joel C. Lane.

bush&lobdellT

Chilled Railroad Car Wiieei, Tyre,

— AND —

Railroad Machine Works,

IW b litis bjj:o[; , m>eBa.wsv;re, MANUFACTURE

CHILLED WHEELS T ¥ R E S5

FOSE KAlUtOAS) CAKS

AND

LOCOMOTIVE ENGINES.

Orders executed promptly to any extent for their

CELEBRATED WHEELS.

Either Single or DyuMe Plate,

With or Kittiont Ax!C8.| WHEELSFITTED

'Co lEammcrcd or SEollud $ xles. M inner, at the Shorteste, anJ on the Most Keaaoaable Tsrais.

RAILWAY SPRINGS. FREIGHT

LOCOMOTIVE ENGINE1

T

HE SUBSCRIBER OFFERS TO RAILROAD SU- PERINTENDENTS, LOCOMOTIVE AND CAR BUILDERS, a Superior Quality of

ELLIPTIC AMD SEMI-ELLIPTIC

Made fit his Shops in Philadelphia. Employing only the most experienced workmen and bkst material, he pledges himseir to furnish si Spring of the greatest elasticity, an one which shall he uniform!? reliable in its currying weight.

All Springs tested to double tlitir usual Sloacl.

PIULP § JUSTICE,

No. 14, N. 5th St. Phil^ No. 42 Cliff St. N. Y

Shops — Seventeenth and Coates St. PHIL.

Railroad Iron.

The undersign' d. n<rents of t'ift manufacturers, arepre- pared 'o contract to deliver the hest quitity AMKRfi\AN AND WKLSII RAILS, of any required weight or pattern. AlSo St&l Mailft, Steel Tyres, Steel Boiler elates, Sit*l Crossings and Frogs,

lERKISS'LIFIXCSTON & POST,

No. 47 West Front St., CI,\CI.\ S ATI, ».

PttRKlKS & LlVIHHSTON,

54 Exchange Place, Neir York.

aO©F TKTO-

1. F. MEWSOtf,

No. 2! West Third Street,

CINCINNATI.;

Buys and sells Stock. Bonds and other Sacnrities on Com- luia^ion only; degotiates Loans and takes collected.

20

THE RAILROAD RECORR

Baltimore and Ohio Railroad

This great national thoroughfare is again open for rSPiroi^jtJLt; £t,2s.c3. Travel. The Cars and Machinery destroyed are bfing replaced h> new running stock, with all recent, improvements; and a the Bridges dc Track are again in Substantial Condition

The well-earned reputation of this lioad for SPEED, SECURITY AND UOMFOET, ■Will be more than sustained under the reorganization of its business.

In addition to the Unequalled Attractions of ITalura Scenery heretofore conceded to this route, the recent TroubUs upon the Border have associated numerous points on Hie road, between the Ohio river and Harper's Ferry, with painful and instructive interest.

At the Ohio River with Cleveland and Pittsburg, Central Ohio, and Marietta and Cincinnati Railroads; and through them with ^ie whole Railway System of the Northwest, Central Well atul Southwest. At Harper's Ferry with the "Winchester road. At Washington Junction with the W»sh; ington Branch for Washington City and Lower Potomac. At Baltimore with four daily trains for Philadelphia aud Kew York

TWO DOLLARS additional on through tickets to Balti more or- the Northern Cities give the privilege of visiting WASHINGTON CITY sn route— being Sri, 0<J Iowa, than the costly any other line, as recently charged; and the rate to Baltimore beinirS 1,50 tower than recently char 2 aed Oy way of Harriett urg.

This is the ONLY ROUTE by which passengers can pro* cure through tickets and through checks to WASHING- TON CITY-

W.l\ SMITH. Master Transportation, Baltimor J n. SULLIVAN, Gen. Wes. AgH, BeUaire, O* ti JU COLE. Gen. Ticket A amH, Baltimore.

ittle Miami and Columbus k kum Railroads

Trains run as follows, Sundays excepted :

■"""^ART. ARRIVE.

Cincinnati Express 6 00a.m. 7 30 i.m.

Mailt-Ld Express 0 00a.m. 8 15a.m.

Columbus Accommodation 4 00 p.m. 11 3'> a m.

Morrow ,- ocommodation 5 20 p. m. S 00 X.JH.

Eastern Night Express 10 3u p. M. 10 05 a.m.

JJ^Sleeping Cars by Night Express Train.

T'ie Eastern Night Express leaves Sunday night, in place of Saturday night. ,

Cincinnati, Hamilton & Dayton Railroad.

Trains run as follows, Sundays excepted :

DltPART. AP.RIVS.

Dayton & Sandusky Mail 7 00 a. m. 5 45 P. M.

Dayton &. Toledo 7 00 a. m. D '45 f, m '

Ciu. &. Chicago Air Line Express 7 00 a. m. 9 45 p . a.

Dayton Accommodation 2 20 p. m. 9 45 p. M.

Dayton, Tuledo & Detroit, Hunts-

ville 5 00p.m. 10 20a.M.

Cin. &c Chicago Air Line Express 7 00 p. m. 2 35 a h.

Hamilton Accommodation 7 3JP.M. 8 05 a m.

do do 6 15 a. m.

Trains run SEVEN MINUTES FASTER than Cincin- nati time.

for all information and through tickets, please apply at the old office, south-east corner of Broadway and Front; Bur- net House Office, corner Vine and Raker streets; and at the respective depots. East Front and West Sixth streets.

P. W. STKADER, General Ticket Agent. Omnibuses call for passengers.

SUS»A¥, NOVEJ1BEK S3, 1864.

Cincinnati to St; l.auis without Change of

Cars.

OHIO & MISSISSIPPI R. R.

■2?23Ljreo ■Tx-«,-i22.s I3ailyv

Except Saturdays and Sundays.

For Louisville. Bran&rille, St. Louis. Cairo, St. Joseph,

Jefferao7i City and all Western Citici.

■TRAINS RUN AS JF0LL0W3 (SATURDAYS AND

Sundays excepted): Louisville, St, Louis and Cairo Depart. Arrive.

Mul 6:50 A. M 3:00 A. M.

8t. Louis and Caiio Accommoda- tion 4:00 P. M. 12:00 noon

Lr.uiaville, St. Louis and Cairo

Express 8:00 P. M. BS0 A. M.

Two trains Saturday, Leaving at... 6.;">0 A. M. &>:i)() \>. M. Two trains Sunday, leaving at 4:u0 I'. M. & 8:00 P. M.

Saturday evening train connects for Louisville, and not for Cairo.

Sunday evening trains connects at Cairo

Sunday eveninir train at 8 o'clock conn cts for Louisville via Mitchell and New Albany.

UJ^Traios of the Ohio &c Missi=«ij pi Railroad run hy time TWELVE MINUTES SLuWt.it than Cincinnati time.

For all information and Through Tickets, please apply at the Ticket Office, No. £2 Fourth street, adjoining the Ga- zette Office; No. 12 Broadway, Railroad Hotel building, and at the Depot of Lhe Ohio & Mississippi Railroad, foot of Mill street C. E. FuLLETT,

Ge'""-al Ticket Agent,

W D. GxtflwoLD, General Sup*i.j

C

1J0ICA6SO, liKtiAT WKSTKKK A N it KUKTII.U' liSTRRN LH Si— INDIANA- r'OLIS AND CINCINNATI SUORT-LINE

SHORTEST ROUTE BY THIRTY MILES

No change of cars to Indianapolis, at which place unites with Railroads for and from all points iuthe West acd'-Jorth-we-st.

SUMMER ARRANGEMENTS.

CHANGE OF TIME*

THE PASSENGER TRAINS leave Cincinnati Daily from the foot ol Mill, on Front-street. Through to Indi anapolis. Terre Haute, Lafayette and Chicago n advance of all other roads.

FIRST TRAIN— 6:50 A. M.— Chicago Mail for Indian- apolis. Lafayette and Chicago, connecting at Chicago with ali Western and North-western trains. Terre Ilaute train leaves Indianapolis at 1 :3ll P.M.

SECOND TRAIN— 11:30 A.M.— Indianapolis. Lafayette, Springfield, Quincy, Palmyra and St. Joseph Express ar- rives at Indianapolis. Lafayette, Springfield, Quincy, Palmyra. St. .lostph, Atchison, K. T. at ':30 A.M.

Terre Haute and Alton train leaves Indianapolis at3:20 P. M.

THIRD TRAIN— 3:00 P. M. Chicago Express for In- dianapolis, Lafayette, Chicaeo, connecting at Chicago with all Western ami North western Trains.

Sleeping cars are attached to all the night trains or_ line, and run throuirli to Chicago without change of cars.

Be sure you are in the RIGHT TICKET OFFICE Derorc you purchase your Ticket, and ask foriicketsvia Lawrence- burg and Indianapolis.

Fare the same and time shorterthan by any otherroute.

Baggagechecked through.

Through tickets, good until used, can he obtaine atthe Ticket Offices north-west comer Broadway and Front <ds.; No. 1 Burnet House corner, and at the Depot office. Foot of Mill, on Front street, where all necessary information may be had.

Omnibuses run to and from each train, and will call for passengers atall Hotels and all parts of the city by leaving addres a either ofhee,

H.C LORD. President. W. H- fj. NOBLE, General Ticket Age t

C. R. COTTON, C ncinnati Agent.

OSBI^EY'S WROUGHT lUOfi

ARCH BRIDGES

— AND-

Corrugated iron Roofs

AKCE-EU AMD i?LAT.

la

■ ::s:!':!i

c. A.vL;.',7?

Jk

I

CORRuttATEU SHEETS, OF ALL SIZES, constantly on hand, painted, and ready for shipment, with instructions lor applying them.

SDt.2. MOSELEY & CO.

BOSTON, MASS.

SUCCESSOHTO

McDAUIEL & HORNER,

LOCOMOTIVE & RAILROAD

SPRING

M ANUFAOT CJIlEli, WILMINGTON \DELAW\RE.

FREEDOM IRON COMPANY.

MANUFACTDTERS OF

L0C0K0TIVE TYRE,

Engine and Car Axles, Pump and PMon Rods

Bar of a!I Sizes,

i

And all Forgingsfor Bailroad Machinery

Lewistown, Mifflin Co,, Perm

JOHN A. WKICHT,Sup*t

This Iron is all made from best Juniatacold-hlast chr r- coal Pitr Iron*refined with Charcoal Id the old-fashioreJ Forge Fire, hammered into a Bloom from which Iron is hammered. The whole operation from oretofinished Ircn, isconductedat ourown Works June9

THE SCHENECTADY

LOCOMOTIVE W0KKS,

SCHENECTADY, rV. Y.,

Continue to receive orders and to furnish with promptnes the best and latest improved

COAL OR WOOD BURNING LOCOMOTIVE ENGINES

AND OTHER

Railroad Machinery? Tires, etc.

-AND ALSO TO—

Rebuild and Repair Locomotives,

The above works bein? located on the New York Central Railroad, near the center of the Stale, possess superior fajili es for forwarding their work to any part of the coun- try w thofet delay.

JOIIIV ELLIS, President.

WALTER McftUESN, Snp't.

PASCAL IROM WORKS'

ESTABLISHED 1821. MOKKIS, TASESER & CO.,

MANGFACTUHERS OF

Lap-WeldedAmericanCharcoallronBoli-

ex* flues— from 1>5 to 1-u inches outside diameter, cu

to definite lengths. Wrought Iron "Welded Tubes— from % iDch ta

8 incues inside diameter, with screw anil socket connec tions, for Steam, Gas Water, or other purposes, and fit* tint's of every kind to suit the same.

Wrought Iron Galvanised Tubes— strong and durable, designed especial! for Water purposes. Cast Iron Gas or Water Pipe — -£ to C-4 inches in

diameter, and branches for same. &c.» Gas VV or les Castings, etc., etc.

PHILADELPHIA,

WTKPHKN MORRIS, THOS. T.TASK^R, JR.,

C1IA.9. WHttELKK S. P. H. TASKKR

HY. U. MORRIS.

Philadclpnia, Wilui'gion & Baltimore

Fffi Wimi fflffi Mill

IIAIVS LEAFE PniLlDELPHIA for the SOUTH 1HILI '

4. SI) (Express Monday excepted.'. ?. 05 A. M.: 32. A. M. (Kxpress); l.'M P- M.; Jl 3U f M. nisht.

Ou Sundays, 4.30 A. M.; 11.311 e M.

Leave Baltimore for ^orti and West, 8.35 A. M ; 9.55 A. !tt. (Express); 1.35 1>. il. (Express); 7.10 l>. M.; 11U4 F. M < Kxpress .

On Sundays, 10.24 P M. P'VTIu-ouijU eonuectto. s mede for all poiLts East and W«t

Wh Stearns SutT.

THE FAILROAD RECORD.

21

E. D MANSFIELD,

T.WHIGHTSON.

Editorf

CINOIMNATI:

THURSDAY, MARCH 2, 1*66

THE RAILROAD RECORD,

P VBL1SEED EVER Y T3URSDA F MORXIAG .

BY WRIGHTSON & CO. OFFICE-No. 167 Walnut Street.

SUBSCRIPTIONS— $3 Per Annum, in /Wvance.

ADVERTISEMENTS.

A square is the space occupied by ten lines of Nonpareil.

One square, single insertion S 1 UO

** *• per month .3 011

11 " six months It* (10

" ** per annum EG (<fl

i( column, single insertion 5 t 0

41 " pep month 10 0"

" " six months. 40 HO

41 " per annum P0 On

*4 page, single insertion < 15 0''

44 " per month 25 00

14 ** six months HO 00

44 4t perannum. £00 00

Cards, not exceeding four lines, 35.00 per annum- THE LAW OP NEWSPAPERS.

If aubscribers order the discontinuance of their newB- pipers, the publisher may continue to send them until all arrearages arc paid.

If subscribers neglect or refuse to take their newspapers from the office to which they are directed, thpy are held re- sponsible untiltheyhave settled the bills and ordered them discontinued.

If subscribers move to other places without in'orminc 'he publisher, and the newspaper* are sent to the former direc- tion, they are held responsible.

Subscriptions and communications addressed to WRIGHTSON & CO.,

Publishers and Proprietors.

Arrival and Departure of Trains.

Little Miami — Depart. Arrive.

Cincinnati Express 6.110 A M. 7.30 P M.

Mail 9.00 A.M. 8.13 A. 11

Columbus Accommodate 4 00 P. M. 11.3(1 A. M.

Morrow Accommodation 6.20 P. M K.IIO A. M.

Night Express 10.00 P. M 10.05 A. M.

Cincinnati, Htiini/ton & Dayton —

Dayton fe Sandusky Mail 7.00 A. M. S 45 P. M.

D yton & Toledo 7.0 i A M. 9.1SP.M.

Cin. 4c Chicago Air Line Express... 7.0m A. M. 9.43 P. M.

Dayton Accommodation 2.20 P.M. 5.45 P M'

Davton, Toledo & Detroit, Itunts-

ville y 5.00 P M. 10 2" A. M.

Cin & Chicago Air Line Express... ".CO P. M. 18135 P. M.

Hamilton Accommodation 7. 00 V. M 8.05 A. M.

do do lO.OuA.M. 0.45 A. M

Marietta t£ Cincinnati —

Mail Express 7.40 A. M. 7 00 P.M.

Chilliuothe Accommodation 3.30 P. M. 11.30 A. M.

Ohio <& Mississippi—

Louisville, St. Louis a'id Cairo Mail7.no A. M. 11 30 P M.

St. Louis and Cairo Bipress 6.00 P. M. 5.00 A. M.

Louisville, St. Louis and Cairo Ex- press 7 40 P. M. 8.20 A. M.

Indianapolis & Cincinnati —

St. Louis and Chicago Express 6 311 A. M. 11.00 A. M.

Mail l.uO P. M. 5.00 P. M.

Night Express 4 00 P. M. I,.'U A. M

La.vrenceburg Accommodation 4.25 P. M. 8.35 A. M,

Harrison Accommodation 9.00 A. M. 3.00 P. M.

Cincinnati Wilmington & Zanesville—

Morning Express 90(1 A.M. 7.30 P.M.

Accommodation 4.00 P. M. 8.05 A. M.

Kentucky Central, — (City time.)

first Train 6.00 A.M. 10.40 A. M.

Second Train 2.U0 P. M. 6 00 P. M

Tl.e trains on the Little Miami, and Cincinnati. Hamilton & Dayton. Marietta &. Cincinnati, and Cincir.nati, Wil- mington & Zanesville Roads, are run hy Columbus, which la seven minutes faster than Cincinnati time.

Trains on the Ohio fc Mississippi, and Indianapolis & Cincinnati Roads, are run by Vincenoes time which is 12 minutes slower than Oinoionati time.

THE RORTEERN PACIFIC R. R.

We have, in a former number, given a di- gest of a statement made to the Nevada Legislature, in relation to the Pacific Rail- road— the western bounds of which is to terminate at San Francisco, California. We have now before ns the proceedings of the organization of the " Northern Pacific Rail- road Company." This Company has a direct Charter from Congress, to make a Railroad from the western end of Lake Superior to Puget Sound. On examination of this Char- ter, and the proceedings under it — we confess that we are astonished, at die eminent value of the grant — and the advantages conferred upon the Stockholders.; In order to present I he matter fairly, we shall give an analyses of the Charter, and proceedings under it. The Act incorporating this Company was passed by Congress, and approved by Mr. Lincoln, July. 2d, 1864.

Section 1st. Appoints, and constitutes into a body corporate, a certain number of Com- missioners, under the name of the ''Northern Pacific Railroad Company ; " and that when ever (withir. six months) — the said Commis- sioners shall have appointed a meeting, and formed a subscription of twenty thousand shares, and received a bone fide payment of $10.00 on each share ($200,000)— a meeting to choose Thirteen Directors, and thereafter said Stockholders, shall constitute the body politic.

Section 2d, Confers upon said Company the right of way, through Public Lands 200 feet in width, with all necessary ground for stations, buildings, workshops, &c, ifcc, with all stone, and material necessary to construct the road.

Section 3d, Confers the Land Grant, &c, as follows: "every alternate section (tlOO acres) — of public land, not mineral, designa- ted by odd numbers to the amount of twenty alternate sections per mile, on each side of said railroad line, as said company may adopt, through the Territories of the United States, and ten alternate sections of land per mile on each side of said railroad, whenever it passes through any State, and whenever, on the line thereof, the United States have full title, not reserved, sold, granted, or otherwise appro- priated, and free Irom pre-emption, or other claims or rights, at the time the line of said road is definitely fixed, and a plat thereof filed in the office of the Commissioner of the Gen- eral Land Office; and whenever, prior to said time, any of said sections, or parts of sections, shall have been granted, sold, reserved, occu- pied by homestead settlers, or pre-empted or otherwise disposed of, other lands shall be selected by said company in lieu thereof, under the direction of the Secretary of the Interior, in alternate sections and designated by odd numbers, not more than ten miles beyond the limits of said alternate sections: Provided, That it said route shall be found upon the

line of any other railroad route, to aid in the construction of which lauds have been here- tofore granted by the United States, as far as the routes are upon the same general line, ihe amount of land heretofore granted shall be deducted from the amount grunted by this Act: Provided, further, That the railroad company receiving the previous grant of land may assign their interest to said "Northern. Pacific Railroad Company, " or may consoli- date, confederate, and associate with said company upon the terms named in the first section of this act: Provided, further, That all mineral lands be, and the same are hereby, excluded from the operations of this Act, and in lieu thereof a like quantity of unoccupied and unappropriated agricultural lands in odd numbered sections nearest to the line of said road, and within fifty miles thereof, may be selected as above provided: and Provided, further, That the word "mineral," where it occurs in this Act, shall not be held to include iron or coal :

Section 4/h, Provides, that whenever twenty five miles of the road are finished, Commis- sioners shall set off the land to the Company, except, in Minnesota and Wisconsin — where half the land is to be retained, till the whole road is complete.

Section 5th, Relates to the mode of con- structing the road.

Section &th, Withdraws the public lands, forty miles in breadth, on each side of the road, from sale after the route is fixed.

Section 1th, Relates to the condemnation of lands, and material, from individuals.

Section bth, Make this grant on these con- ditions, viz: the road shall be commenced, within two years, that, at least fifty miles shall be completed per year, and the whole road shall be completed July 4th, 1867.

Section l()lh, Provides that "all people" in the United States may subscribe.

Section llth, Provides, that, said road shall be a Post Route, and a Military road, and be subject to the use of the Uniled States. The remaining sections relate to the organization, and mode of proceeding, by the Company. The Board of Commissioners held their first meeting in Boston, on the 1st of SepAmber, 1864, at that meeting the organization of the Company was completed, November loth, the Officers appointed by the Commissioners, re- ported twenty thousand shares (2,000,000) subscribed, and ten dollars paid on each share. On the 6th of December, the Company was organized, by the election of Thirteen Direc- tors. On the 15th of December, the Board accepted the Charter, and on the 29th of De- cember, Mr. Lincoln acknowledged service on him of the acceptance of the Charter. On the llth of January, the Constitution and By- Laws of the Company were formed, and adopted. Thus all the acts required by the Charter were complied with, and the " North- ern Pacific Railroad Company" is now in full operation. This being the case, let us now

I*

HQ

THE RAILROAD REOOW).

consider its advantages. Mr. Perham, (Chair- man) said :

"This road, by Gov. Stevens' route, is about 17G0 miles long, from the head of Lake Su- perior to Puget Sound; but in view of addi- tional curves that may be required, and a branch to Portland, in the State of Oregon, he would call the distance two thousand miles. Of this distance, about 300 miles would be in the States of Wisconsin and Minnesota, leav- ing 1700 miles in the Territory of Oregon. "

"To construct this road, Congress, by an act of the last session, made a most munificent grant of twenty square miles of land, or 12.80U acres, for each mile of the road through Wis- consin, Minnesota and Oregon, and forty square miles, or 25,600 acres, for each mile of the road through Dakota, Montana, Idaho, and Washington Territories, making an ag gregate of 47,360,000 acres for the whole grant. "

"These lands, when the road should be built and the business fairly started, including town and station sites, would certainly average ten dollars per acre, making the sum of $473,600,- 000. "

"Supposing the construction of the road should cost $60,000 per mile, the entire cost at this rate would be §120,000,000, leaving to the shareholders an excess of clear profit from the lands alone of $353,600,000. "

This is certainly a very glowing account ot the matter, but, as the face of this country is now pretty well known ; and there is a great deal of experience in selling lands — we will make another estimate, much nearer the truth. Mr. Perham's estimate would probably be near the fact, if the road were actually made, and the lands kept on hand — or a large part of them, for half a century. But, a very dif- ferent state of things is the fact. Such a Company must, of necessity sell most of these lands at an early date, and must sell, as the Illinois Central has, its best lands first. The true mode of estimating the value of the lands is this. 1st. Except, a small portion in Wis- consin and Minnesota, — not half these lands are cultivatabie; and for the residue, it will be half a century before they will be worth any notably sum, — and they may be left out of view. 2d. The other half can not be sold, with the advantages of the Railroid, at more than $3.00 per acre. The true calculation of the value of this grant then, will lie this ;

Quantity of land 47,360,000

i Salable 23,680,000

Value, at $8 p?r acre 8118,400 000

But, is not this ample ?— with the right of way, and the material on hand, — we have no doubt whatever, that the road may be con- structed for $120,000,000; and the Land Grant be fully equal to the cost of the road. This is independent of the town sites, and of the half of the land, which will become valua- ble for timber, and portions where the country is settled. We conclude, then, i hat this Com- pany will enter on its work with great advan-

tages, and with the fair expectation of great profits on its capital.

Below, we extract from the report, some other interesting particulars, in relation to this route :

DISTANCES.

Overland'.

"The distances from St. Paul and Like Superior to Seattle, on Puget Souud, are respectively 1764 aud 1750 miles; and from the same point to Vancouver, on the Columbia, 1717 and 1733 miles. From St. Louis via central route to Benicia, 2482 miles. From Memphis, via route of the 35th parallel, to San Francises, 2366 miles, and from Gaines, via the route of the 32d pal ailed, to San Francisco, 2174 miles; which shows that the overland distance from Seattle or Vancouver to the Mississippi and the great lakes is much less than the distance from San Francisco to the Mississippi, either by the central, the 35th paralled, or the 32d parallel route. " To Asia.

To Seattle. To San Diff-rence

FraocirfCo. in favor of Puget Sound.

From Amoor 3850 4110 260

From Shanghai..5140 5430 300

From Canton 5900 6140 240

From Calcutta.. .8730 8970 240

"Which shows Puget Sound is nearer the above ports of Asia than San Francisco by distances ranging from 210 to 300 miles, and averaging 260 miles. "

"For sailing vessels the difference is prac- tically greater, for the prevailing winds are such that vessels coming from Asia make the entrance to the Straits de Fuca on their way to San Francisco, and thus the practical dis- tance is some seven hundred mile3 less to Puget Sound than to San Francisco. "

THE MISSOURI AND COLOMBIA. KIYERS.

"The northern route might be called the route of the Missouri and Columbia rivers. It touches the Missouri at the mouth Of the Yei- low-stone, aud near the Great Falls; the Columbia at the head of steamboat navigation. Steamers have actually ascended the Missouri to Fort Benton, a short distance below the Great Falls, and the Columbia and Snake rivers to Priests' Rapids and the mouth of the Pelouse. These livers are now used by ihe War Department as lines of transportation for troops and supplies. Troops will next month be sent in steamers to Fort Benton, and thence be despatched overland to the department of Oregon. The distance from Fort Benton to the mouth of the Pelonse is about 485 miles, and to Priests' Rapids about 560 miles. No other route presents this extraordinary engi- neering facility for the construction of an overland railroad ; for it can be workad simultaneously in four ditferent divisions, the extremity of each division resting on water lines, and thus the road can move on simulta- neously on eightdifferent sections; the longest division being the one from Fort Benton to the Columbia, and the longest distance of road from a single point accessible by water

being less than 300 mil§s. On every other route the distance between water lines will be from 1500 to 2000 miles. "

TRADE WITH ASIA. "We have already sho>«n that the northern route furnishes much the shortest line from Asia to our interior, our Atlantic ports and to Europe. '

"The trade of Asia is a trade with over six hundred millions of people, covering an area of over twelve millions of square miles. The foreign trade of China was estimated, some years since, at one hundred and twenty-five millions of dollars. Japan, with its fifty millions of people, is six thousand one hun- dred and sixty miles nearer England via the . northern route than by Cape Horn; and Shaiighai,'the great future emporium of China, three thousand six hundred miles nearer. The shortest lime wiil determine both the course of travel and line of movement of all costly articles of freight. The value of time in the transportation of freight is evinced by the high rates paid to clipper ships, the rapid in- crease of business on the steamers between New York and San Francisco, where the rates are excessively high, the movement of cotton up the Mississippi, and by rail to New' Eng- land ports, and the higher rates paid for trans- portation by rail on lines parallel to canals and rivers. But all articles which deteriorate by exposure to a tropical climate will take the northern route across the continent. Teas, spices, furniture, silks, furs, &c, will, on this route find their way to Europe. ' "

The climate on the western side of the Rocky Mountains, although in a higher lati- tude, is milder than that of New York and Pennsylvania. This review is sufficient, we think, to show the perfect practicability, and in future years, the incalculable importance of a Pacific Road to the unity and prosperity of this country.

3TAVAL FORCES OF UNITED STATES.

The view of the navy given below will be of interest to the reader. There never has been so large and efficient a navy built in the same time in the world; and we believe that in re- gard to iron vusssls, the navies of Great Bri. tain and France can not equal it. There never need be any fear of European inter- vention while we have such a navy-:

" The subjoined statements, which we take from the Report of the Secretary of the Navy, presents a general exhibit of the navy, inclu- ding vessels under construction on the 1st of December, 186 f, wilh a comparative statement of the navy in December, 1863 and 1864.

"A tabular statement is appended of the number of navel vessels, of every class, that have been constructed, or in the course of contraction, since March 4, 1861.

THE RAILROAD RECOED.

Q3

GENERAL EXHIBIT OF THE NAVY, INCLUDING VES- SELS UNDER CONSTRUCTION,. DEC , 1864.

No. of No. of No. of Description. Vessels, guns. tuns.

Screw steamers especially constructed for naval pur poses 113 1,426 169,231

Paddle-wheel steamers espe- cially constructed for na- val purposes 52

Ironclad vessels 71

Screw steamers purchased, captured, &c, fitted for naval purposes 149

Paddle-wheel steamers pur- chased, captured, &c, fit- ted for naval purposes 174

Sailing vessels of all classes. 112

524 275

51,878 80,596

614 60,380

921 850

7,8,762

69,549

23 2,480

96 11,040

Total 671 4,610 510,396

COMPARATIVE STATEMENT OF THE NAVY,

dec, 1863 and 1864.

Description. Vessels. Guns. Tonna<re

Total Navy, Dec, 1804 671 4,610 510,396

Total Navy, Dec, 1863 588 4,443 467,967

Actual increase for the year. 83 167 42,429 Total losses liy shipwreck,

in battle, capture, &c,

during the year 26 146 13,084

Actual addition to the Navy from Dec, 1863, to Dec, 1864 209 313 55,513

"The following tabular statement exhibits the number and description of vessels that have been constructed, or put in the course of construction, for the navy, since the institu- tion of active measures for the supression of the rebellion. Some of them have been built by contract; others by the Government, in.the several navy yards. If we add to the number hose constructed under similar circumstan- ces, and within the same period, that have been lost by shipwreck, in battle, <fcc, viz :thp sloops Housatouic and Adirondack, and the iron-clads Monitor, We^hauken, Keokuk, In- dianola and Tecumseh, the aggregate would be 210 vessels, 1,675 guns, and 256,755 tons. Picket-boats, and small craft built for est e- cial purposes, are not embraced in this state- ment.

VESSELS CONSTRUCTED FOR THE NAVY SINCE MARCH 4, 1861.

Description. Vessels. Guns. Tonnage.

Screw sloops, Animonoosue

class, 17 to 19 guns, 3,213

to 3,713 tons each 7 121 23 637

Screw sloop Idaho, 8 guns

and 2,638 tons 1 8 2,638

Screw sloops, spar deck,

Java class, 25 guns and

3,177 tons each 8 200 25,416

Screw sloops, spar deck,

Hassalo class, 25 guns

and 3,365 tons each 2 50 6,730

Screw sloops, clippers, sin- gle deck, Contoocook

class, 13 guns and 2 348

tonseach 10 130 23,480

Screw sloops, Kearsarge

class, 6 to 12 guns, and

averaging 1,023 tonseach 4 40 4,092 Screw sloops, Shenandoah

class, 8 to 16 guns, and

1,367 to 1,533 tons each.. 6 74 8,584

. Description. Vessels. Guns. Tonna

Screw sloops, Ossipee class, 10 to 13 guns, and 1,240

tons each 2

Screw sloops, Serapis class, 12 guns and 1,380 tons

each 8

Screw sloops, Resaea class, 8 guns and 831 to 900

tons each 4

Screw sloops, Nipsic class, 7 and 12 guns, and 593

tons each

Screw- gunboats, Unadilla class, 4 to 7 guns, ,and

507 tons each

Screw fuss, Pinta class, 2

guns 350 tons each

Screw tugs, Pilrrrim class,

2 guns and 170 tons each

Paddle-wheel steamers,

doubir-enders, Octorara

ciass, 7 to 11 guns, and

730 to 955 tons each 13

Paddle-wheel steamers,

double-enders, Sassacus