Slike strani
PDF
ePub
[blocks in formation]

STATISTICS OF MASSACHUSETTS RAILROADS.

We give below tabular statements of the operations of four railroads in Massachusetts, (the Eastern, the Boston and Maine, Boston and Lowell, and Taunton Branch.) These tables show the cost, value of stock, gross receipts, running expenses, net income, and dividends of each railroad for the last ten years. In the Merchants' Magazine for August, 1852, (vol. xxvii., page 252,) we published a similar statement of the Boston and Worcester Railroad, and in September, (same year and volume, page 379,) a similar one of the Western (Massachusetts) Railroad :—

EASTERN RAILROAD. Incorporated in 1836. Opened throughout November 9, 1840. Length, 74 miles,* including branches. Length of double track, 16 miles. Cost, January 1, 1852, $3,614,725.

[blocks in formation]

1848.

1849.......
1850..
1851.

2,937,200 104 479,158
3,095,400 104 517,929
3,119,300 101 539,076 185,218 353,858 8
3,120,400 1041 502,054 195,399 306,655 8

182,216

296,942 8

183,980

333,949 8

Total...

$4,070,516 $2,464,292 $2,606,224 711-20

BOSTON AND MAINE RAILROAD. Incorporated in 1833. Incorporated originally as the Andover and Wilmington Railroad. In 1837, the road was extended to Haverhill, and in 1839 to New Hampshire State line. In 1841, it was united with the Boston and Maine Railroad, in New Hampshire, and the whole line was then called "The Boston and Maine Railroad." Opened through in 1843. Length, including branches, 83 miles. Length of double track, 29 miles. Cost, January 1, 1852, $4,099,400.

*Including the Eastern Railroad in New Hampshire, which is leased to, and operated by, the Massachusetts Company.

[blocks in formation]

BOSTON AND LOWELL RAILROAD. Incorporated in 1830. Opened throughout, June, 1835. Length, 26 miles. Length of double track, 26 miles.

Cost, January 1, 1852,

289,478

305,485

328,027 7

[blocks in formation]

1849.

1850.

1851.

2,013,700 550 416,488 *1,945,600 556 406,471 256,508 149,913 8 1,915,600 570 409,153 267,035 142,118 8

26,901

155,584 8

Total.......

$3,754,659 $2,088,854 $1,665,805 av. 8

TAUNTON BRANCH RAILROAD. Incorporated in 1835. Opened in 1836. 11 miles, single track. Cost, January 1, 1852, $307,100.

Length,

[blocks in formation]

RATES OF FREIGHT ON THE VIRGINIA AND TENNESSEE RAILROAD.

ARTICLES APPROPRIATE TO THE FIRST CLASS. Boxes of hats, bonnets, and furniture, ARTICLES APPROPRIATE TO THE SECOND CLASS. Boxes, bales of dry goods, feathers. shoes, saddlery, glass, paints, oils, drugs and confectionery.

ARTICLES APPROPRIATE TO THE THIRD CLASS. Virginia domestics, sugar, coffee, liquor, bagging, rope, butter, cheese, manufactured tobacco, leather, hides, cotton yarns, copper, tin, sheet iron, hollow-ware, queens-ware, castings, hardware, marble, (dressed,) and other heavy articles not enumerated in special or fourth class rates.

Articles appropriate to the FoURTH CLASS. Flour, (in sacks,) rice, pork, beef,

• A re-valuation of the property of the road caused the difference between this amount and the cost in 1849.

fish, lard, tallow and bacon, (in casks, boxes or sacks,) beeswax, bales of rags, ginseng and dried fruit, bar iron, marble, (undressed) mill and grind stones, mill gearing.

[blocks in formation]

INFLUENCE OF RAILROADS ON AGRICULTURE.

A Boston cotemporary has some just remarks on the influence of railroads on the agriculture of New England, as follows:

It is doubtless within the recollection of many that when our system of railroads was started there was a general opposition to it among the farmers, especially in the New England States, lest their interest should be thereby seriously damaged. It was feared that this new medium of transportation would glut our markets with Western produce, and reduce the price of all agricultural products, so as to put it out of our power to compete with the more fertile regions of the West.

But those fears have not been realized. There has been no such falling off in the prices of produce as to make farming a less profitable business than it has heretofore been. The demand for such articles as we raise has kept pace with the supply, and the average of prices has, as we believe, been fully equal, for a series of years, to that which was obtained for a similar series previous to the construction of railroads. The truth is, that the expenses of transportation tend to equalize prices, and that in this respect the farmer near to a good market, even if his land and labor be dear, has a compensating advantage over farmers at a distance, where the cost of production is low.

In the great staples of agriculture, it is doubtless true that we cannot, here in New England, produce a surplus for exportation. Nor is it desirable, so long as we have a larger population at home than as yet we can begin to supply. Our home market exhausts all, and more than all that we can produce. And if the prices of any of our productions should, from the abundant supplies brought from other States, decline to a low point, we must adapt ourselves to circumstances, and turn our hands to the raising of such articles as will pay a profit. This, indeed, has already been begun. Fruit and poultry were never raised in larger quantities in New England than at present, while in parts, at least, beef, pork, and grain, have fallen off. This is the part of

wisdom, and our farmers should be on the alert to give greater attention to the production of articles in which he will meet with the least competition.

We remember very distinctly when the project of the Western Railroad was first broached, and its claims were urged by one of its warmest advocates, P. P. F. Degrand, at one of the farmers' meetings at the State House. He was met with the objection that it would ruin the farmers on the seaboard-they could not compete with the West in raising the great staples of agriculture, and what shall they do with their farms? "Turn them," said the shrewd old gentleman, "into strawberry fields; that will make them pay!" The reply seemed almost to be the words of irony instead of soberness; and yet the day is at hand when there will be found to be more truth than poetry in it. In the neighborhood of our cities and large towns, the cultivation of the smaller fruits is largely and profitably carried on. And this species of garden culture is extending into the interior, along the line of our railroads, and is destined to become more and more extensively prosecuted. The hills of New England have not yet become barren: orchards and vines may be grown upon them yet, with ample returns, even if they should no longer profitably yield the same products as in the days of our forefathers.

But of some of our staple products, railroads have by no means lessened the price. Milk, butter, and cheese, have continued to command about the same rates as heretofore. Hay, good English hay, the price of which in the market, it was thought, would be seriously affected by the substitution of the iron horse for the animal horse, still keeps up at a remunerating point, and is more largely raised in New England than ever. The fact is found to be, that the animal horse did not go out of use quite as fast as it was prophesied he would. He was only removed from the old stage-coach to be harnessed to the omnibus and the express-wagon; and he now requires an equal quantity of hay to keep him going as he did in his former occupation. There are probably more horses to day in Massachusetts than at any previous period in her history, and the demand for good horses never was greater, nor the prices paid for them higher.

Horses-the good old fashioned horse of flesh and blood, bone and sinew-are by no means extinct among us. The iron horse has proved himself to be only a breeder of other horses. The farmer who feared that Dobbin's days were numbered-his glory departed—when the steam-pipe sent its shrill whistle into his heart, row plucks up courage, and sets a higher value than ever on his sure-footed beast. Neither is the farmer himself gone into retirement, since the air-line railroad cut its way through his farm-we rather think he has made them pay a consideration for the land they took from him-he is now at work on the acres that remain harder than ever; and by proper cultivation, proper selection of seeds, better adaptation of crops, and closer attention to the wants of the consumer, he finds himself still alive and flourishing-notwithstanding his fears that the railcars, when they first whisked by, would take the very breath out of his body.

PERSONS EMPLOYED ON RAILWAYS IN ENGLAND.

It appears from a parliamentary return recently issued, that the number of persons employed on railways in the United Kingdom on the 30th of June, 1851, was 106,501, and on 30th of June, 1850, 118,859; showing a decrease of 12,358 persons, including 10,667 laborers.

The number employed on railways in England and Wales on the 30th

[blocks in formation]

In June, 1850, the numbers were, in England and Wales.

78,570

In Scotland

16,495

In Ireland

23.794

The number of miles open at the end of June, 1851, was.
In course of construction... . .

[blocks in formation]

The length open at the end of June, 1850, was........
In course of construction...

735 6.3071

868

The number of miles in abeyance at the end of June, 1851, was.
The total length authorized at that date was..

4.525

11,959

On lines open for traffic in England and Wales the number of persons employed on 5,200 miles of railway, having 1,669 stations, was 51,979, and at the corresponding period of 1850, 46,787 persons, on 4,901 miles of railway, having 1,610 stations. On lines open in Scotland the number of persons employed on 9604 miles of railway, having 304 stations, was 8,107; and at the corresponding period of 1850, 8,516 persons on 8914 miles of railway, having 291 stations. The number of persons employed on 5374 miles of railway, having 134 stations, on 30th June, 1851, was 3,477; and at the corresponding period of 1850, on 515 miles of railway, having 129 stations, 4,671 persons were employed. The increase of mileage in England and Wales, during the year ending 30th June, 1851, was 299 miles, with 59 stations; in Scotland, 69 miles and 13 stations; and in Ireland, 23 miles and 5 stations.

The number of persons employed on 735 miles of railway in course of construction, at the end of June, 1851, was 42,938, of whom 34,948 were laborers; and at the corresponding period of 1850, 58,885 persons were employed on 868 miles of railway. The length of railway in course of construction in England, at the end of June, 1851, was 537 miles, on which 28,633 persons were employed; in Scotland, 21 miles, on which 695 persons were employed, as against 814 miles in June, 1850, and 7,979 persons employed; and in Ireland, on 176 miles in course of construction, 13,610 persons were employed, as against 192 miles at the corresponding period and 19,123 persons. The number of miles in abeyance in England and Wales being 2,926, in Scotland 796 miles, and in Ireland 8033 miles.

Of the 106,501 persons employed on railways in the United Kingdom on 30th of June, 1851, there were

[blocks in formation]

KEY WEST AS A DEPOT FOR CALIFORNIA STEAMERS.

A correspondent, writing from Key West, (Florida) attempts to show that Key West has ample means and resources, unbounded facilities, and can give quicker dispatch to steamers than Havana, and should therefore be made the great depot for California steamers. That Key West is a United States port, inhabited by people whose interest, feelings, and patriotism, are for and with the United States; that she possesses a good harbor, and has the means and resources necessary for a place of transit for passengers, and a depot for supplies for the steamships employed in transporting the United States mails, and citizens of the United States to and from New York and California, independent of all other considerations, are reasons sufficient for making so important a change.

Our Key West correspondent thus sums up the reasons for making Key West a

« PrejšnjaNaprej »