RAILROAD, CANAL, AND STEAMBOAT STATISTICS. WHAT THE ERIE CANAL BRINGS TO MARKET. The following statement, from page 30 of the Auditor's Report on Trade and Tonnage of the Canals for 1858, is of interest. It is an exhibit of the average cargoes of the boats, of the time necessary to make a passage, and the cost to bring a barrel of flour from Buffalo to Albany, of the lockages at Alexander's Lock, three miles west of Schenectady, and the total tons delivered at tide water from the Erie Canal, as follows: : The table shows, comparing 1847 with 1858 1. That the average cargoes of the boats, large and small, coming to the Hud son River, have about doubled. 2. That the time of the passage is nearly the same. 3. That the average total charge on a barrel of flour, which is assumed as the index of the average diminished charge on down freights, is about one-half. 4. That the number of boats required to bring the property to market is, with double locks, but about one-half the number required in 1847, when the locks were single. 5. That the tons of property brought to market is about the same. 6. That the tons from Western States have increased one-half. 7. That the tons from New York State have diminished two-thirds. Though the average cargoes of the boats, which brought the 1,490,687 tons to the Hudson River in 1858, was only 126 tons, the Erie Canal is now capable of a boat of about 200 tons. It should be observed that the above statement does not include the tons of property which go from tide-water, nor the internal movement, but only what comes to market from the Erie Canal, whether derived from its borders, from Western States, or from the latteral canals. So far as the Erie Canal is concerned, it is a striking feature of the exhibit, that with such an increase in the cargo of the boat, and such a diminution in charges, there should not be an average increase of delivery at market. The reduction of the rates of toll last year, probably accounts for its increase of 370,000 tons over the previous one, but still, with only about half the charges, it is 360,000 tons below 1853. The striking feature of the exhibit is the decrease of the products of this State coming to market-only about one-sixth of what came from Western States, in the last year; while six years ago it was one-half. The reduction of the rates of toll on the canal should tend to increase the total arrival at market, but it seems to operate only on property from Western States. It may be that the competition of the lands of the West, through the Erie Canal, crowds upon the dearer lands of this State. FRANCE AND ITS RAILWAYS. The Constitutionnel publishes a long article on the works of general utility which the peace will enable France to undertake; and among the rest specifies the new railway lines now in progress or in contemplation. It adverts with justifiable satisfaction to the rapidity with which such works have been executed in France, after an undue delay at first, and points to the fact that the extent of railway communication in the country is now greater than in Great Britain. It says:"France under the influence of the Imperial Government has been able to repair the time lost at first in discussions as to the mode of execution. and subsequently in political revolutions. We now possess 8,700 kilometres of railway, (the kilometre is five-eighths of a mile,) which have cost nearly 4,000,000.000 francs-of which 3,250,000,000 francs were raised by companies, and 750,000,000 by the State. But we have still 7,000 kilometres to construct, and nearly 3,000,000,000 francs to disburse for them. Such is the object we have to attain during the new epoch of peace which is now commencing. And when we have accomplished that object France will have a greater length of railway than any other country in the world, as she will have 16,300 kilometres, whilst the United Kingdom of Great Britain will only have 15,500. But the same will not be the case with regard to the population or the superficial extent of territory. Thus when the great network shall be executed, France will only have 450 kilometres for every million of the population, whilst in Scotland the proportion will be 949 kilometres, in England 866, and in Belgium 482. There is, therefore, nothing rash in the projects which we are now endeavoring to carry out." FLORIDA RAILROADS. Very few out of our State, remarks the Pensacola Observer, and many even in it, are not aware of the rapid strides internal improvements have and are making. From the following synopsis of the number of miles graded and ironed, it will be seen that we are ahead of some of our sister States, and making rapid progress to overtake others. In January, 1855, we had twenty-one miles from Tallahassee to St. Mark's, of "common flat rail "—a poor apology for a railroad; it has since been regraded and reironed with heavy rail; the Pensacola and Georgia is graded to the Suwannee, and is in process of rapid completion to Lake City-distance one hundred and six miles-twenty-eight miles ironed, and the iron purchased for the remaining seventy-eight miles; the Central is graded from Lake City to Jacksonville, sixty miles-forty miles ironed, and the iron purchased for the balance; the Florida is graded from Fernandina to Cedar Keys, one hundred and fifty-four miles-one hundred and twenty-two miles ironed, and the iron purchased for the remainder; the Florida end of the Alabama and Flordia Railroad, fifteen miles ironed, and the iron purchased for the remainder. So we have two hundred and twenty-six miles ironed, and three hundred and forty-one graded, and the iron purchased for one hundred and fifty eight miles more, besides the short branch from the Pensacola and Georgia Road to Monticello, of three miles, and the branch now being graded from the Florida Road to Ocala. We get from that excellent paper the Floridian, the distance above as to the roads finished and graded in the East and Middle Florida-correcting, however, its statement, by adding fifteen miles ironed and in fine running order from Pensacola in the direction of Montgomery, so that the persons at a distance may know the number of miles actually completed--as well as the additional fact (perhaps unknown to the Floridian and Journal) that the balance of the iron for our end of the Alabama and Florida Road is purchased, and is now on its way to our city. From the above statement, it will be seen that our people are no laggards, but have accomplished as much, in fact more, in four-and-a-half years, than the same population have accomplished any where in the Union; and the additional fact must be taken into consideration, that we have as much, if not more seaboard, than all the Atlantic States combined, and hence we are less dependent on railroads for home purposes than any other State; but in order to have rapid and convenient intercourse with our sister States. and mutually benefit each by building up our seaboard cities, and giving them access to our fine harbors for their produce and importations, we have thus in so short a time, with a very small population, made giant strides in the line of railroads. HIGH RAILROAD SPEEDS. A recent number of the London Engineer has a very well written article on the subject of railroad speeds, in the course of which it says:-" For anything that can be seen, a speed of 30 miles per hour upon the water is practically impossible; whilst a speed of 100 miles per hour upon land is not impossible, unless from undeniable imperfection in the structure of our lines. With a proper condition of permanent way, and with sufficient power, there would probably be no difficulty in maintaining a speed of 10,000 feet per minute at the peripheries of the driving wheels. A different construction of boiler, in which the steam would be generated in small tubes, and to a pressure of from 200 pounds to 300 pounds per square inch, would probably be requisite. The permanent way appears to be the principal matter in which radical improvement is necessary." RAILWAYS IN BRAZIL. Ten miles of railroad from the bay of Rio Janeiro to Petropolis have been in operation for several years, also 38 miles of the railroad from Rio Janeiro to Belem. The second section of the latter, which was let last year to American contractors, is rapidly progressing, with a force of 1,500 men, and it is confidently expected that it will be completed, according to contract, in May, 1863, and a considerable part of it a year or two sooner. When this section is finished the residue of the line, stretching in two branches along the Parahyba River, will soon be brought into operation, as the difficulties beyond the Serra, over which this second section passes, are not to be compared with those which Ameri can skill and energy are now overcoming in the passage of the mountain. A city railroad was constructed in Rio Janeiro last year, several miles long, towards Tejuca, a favorite summer resort, among the near mountains. KANAWHA CANAL. Governor WISE, in his late message to the Virginia Legislature, has the following interesting remarks on the Kanawha Canal and its railroad connections: We have seen how much we can venture to expend at once on our improvements. We have but to review them as they now stand, to see their relative importance. The great argument for them all is, that they are indispensable to build up for us a center of trade; and for the value and effect of that I must refer you to my message to the last General Assembly. I repeat that the most important line of the State is the James River and Kanawha Canal. It should not be left where it is any longer. On the 11th February, 1856, I reported that this great work was left "without funds, without credit, bound by a mortgage, and resting its whole weight on the arm of the State." Since then nothing has been done but to appropriate the sums sufficient to meet the interest due on its debts up to 1st July last, and then the appropriations failed, and the State failed to pay its interest on guarantied bonds. This affected the State credit more injuriously than it did that of the canal I ask for an immediate appropriation of this interest, and for a permanent provision for it in future. For the reasons given in my message of 1856, I repeat the recommendation then made, "that the capital stock of the company shall be increased to the amount of 80.000 shares, of which the State shall take 60.000 in payment of her debt and liabilities due by the canal, and the remaining 20.000 shall be sold, if practicable, to private persons, thus commuting the debt and liability of the State into stock of the company." This will complete the canal to Covington; and when the Covington and Ohio Railroad is completed, the revenue, it is supposed, will pay the interest on the whole investment. Besides the connection of this work with the Kanawha, it has another connection, which embraces one of the grandest developments of our State. The continental water-shed east of the Andes is from north to south. The only exception, remarkably, is chiefly in the western part of Virginia's territory. The New River rises far south in North Carolina, and passing our line runs northeast to Montgomery, and thence west of north, cuts through the whole range of the Alleghany Mountains, and runs north to the mouth of the Gauley, thence northwest to the Kanawha. It is one of the most remarkable water passages in the world, and full of development in every respect. Opposite its junction with the Kanawha, eastward, the heads of the Monongahela rise and run northward to Pittsburg. Thus Virginia alone has waters, for hundreds of miles, running from south to north, contrary to the general flow of waters. There is great power in this peculiarity of formation, and time will show that it is one of the elements of our future progress and greatness in wealth. It invites Virginia, by all means, to connect the James and the New rivers first, and the James and the Monongahela, if practicable, afterwards. I believe that the connection with New River is practicable, and surveys ought to be ordered for it. Looking to this, and secondarily to test the present location of the James River Canal across the Alleghany ridge, I ordered a small reconnoisance out of the contingent fund the past summer. The president and engineer of the canal gave me every facility and assistance, and I was further aided by Col. SMITH of the institute with a corpse of its graduates. The report of Engineer LORRAINE will be submitted to you. I trust the General Assembly will, by a liberal appropriation, . enable the institute to purchase a complete set of topographical instruments, and to organize a corps of civil engineers for surveys generally, and especially for ascertaining the best mode of connecting the James with New River, and of improving the navigation of the latter. I recommend to your attention the full and able report of Col. ELLIS on the affairs of the James River and Kanawha Company. The next most important work is the Covington and Ohio Railroad. It ought to be completed in the shortest possible time. To that end I recommend an appropriation of two millions per annum until the work is finished to the Ohio. Argument is idle on this policy. The other works should be classified according to their state of completion. The Charlottesville and Lynchburg Road is nearly finished; the Norfolk and Petersburg Road is finished; the York River has reached the Pamunkey; the Danville Road will soon be connected with the works of North Carolina. Upon the whole, then, I recommend for the next two years the following appropriations: And by all means I urge the charter to construct the railroad from Strausburg to Winchester. And the Harper's Ferry branch of the Manassas Railroad, (the Loudon branch,) diverging from the main stem 21 miles from Alexandria, and 43 miles only in length, upon which $180,000 has been expended, ought to be constructed, to give us access to the northern border on our own territory. The late transportation of troops from every point to Charlestown and Harper's Ferry and back, required that we should pass through the District of Columbia and Maryland, for the want of 18 miles of road, which the people have petitioned in vain to be allowed to construct at their own expense. It is posi tively necessary to the State if this border war continues, or ever be renewed. The ways are absolutely necessary for defence. NEW YORK CENTRAL RAILROAD. The annual returns of the New York Central Railroad for the year to September 30, 1859, gives the following leading figures as compared with previous years : Gross Transportation Construction. earnings. expenses. Interest. fund. Dividends. Balance. Sinking 1853.. 23,029,000 4,787,520 1,919,564 1856. 1857. 1858. 1859. 29,786,372 7,707,848 4,097,867 1,067,759 111,182 1,919,564 1,801,036 VIRGINIA RAILROAD EARNINGS. Virginia and Tennessee The following table on the subject of the earnings of Virginia railroads is from the report of the Auditor of Public Works, and will be found interesting: A STATEMENT SHOWING THE GROSS AMOUNT DERIVED FROM TOLLS, FREIGHT, FARES, AND OTHER SOURCES OF THE RAILROAD AND RIVER COMPANIES. Companies. Virginia Central..... |