General Balances (January 1, 1870).—Capital stock paid in, $1,000,000; funded debt-1st mortgage 7 per cent. bonds, dated May 21, 1864, and due July 1, 1894, interest January and July-$1,000,000. Directors (elected second Thursday in June, 1869).—Aaron Arnold, New York City; John Allen, Saybrook, Ct.; Lucius Hopkins, Edwin L. Trowbridge and Richard Arnold, New York City; George T. Cobb, Morristown, N. J.; Lebbeus Chapman, Jr., Englewood, N. J. JOHN ALLEN-President.... No. 55 Chambers St., New York City. 44 Cashier-William W. Booraem... Pekin, Ill. | Master Mechanic-Henry A. Little...... Pekin, Ill. Sec.-L. Chapman, Jr... No. 33 Wall St., N. Y. C. Gen. Fgt. & Tkt. Agt.-John S. Cook.. Superintendent-Edward Hudson.............. Pekin, Ill. | Purchasing Agent James F. Kelsey. Havana, " PRINCIPAL OFFICE AND ADDRESS. Pekin, Ill. EUROPEAN AND NORTH AMERICA (W. Ex.) RAILWAY. Line of Road.—St. John, N. B., to State Line of Maine...... Completed (June 1, 1869).......... Is being constructed rapidly, all grading done, ties and iron purchased and mostly on the line, and to be open through early in summer. The Company have a subsidy of $10,000 per mile from the Government. General Balances (June 1, 1869).—Capital stock by individuals, $193,750; by International Railway Construction and Transportation Company (contractors), $250,000; by Government, $300,000; by City of St. John, $60,000-total stock issued, $803,750; 20 installments of Government subsidy, $500,000; 1st mortgage sterling bonds (authorized, £401,000 or $2,000,000), sold £278,200 at 9 premium, equal to $1,353,907 58; bills payable, $18,000; other, $0 73. Per contra: Construction account, $1,068,252 78; iron account, $118,533 35; stations' account, $32,119 35; rolling stock account, $58,005 93; discounts, stamps, printing and bond expenses, $416,428 17; board expenses, $17,382 98; miscellaneous, $2,314 50...... Total, $1,743,037 06. Directors.-William Parks, A. Jardine, Wm. B. Robinson and Lewis Carvell. 46 66 T. B. Robinson-Secretary and Treasurer... NEW BRUNSWICK AND CANADA RAILWAY. Line of Road.-St. Andrews, N. Bruns., to Richmond, N. Bruns... Total length of road owned and operated by Company.... Rolling Stock.-Locomotive engines, 9. Cars-passenger, 8; baggage, mail and express, 8; freight, 62-total, 78 cars. Also, 44 4-wheel lumber trucks. Operations for the year ending June 30, 1869.-Gross earnings-passenger, $17,388; mails, etc., $397; freight, $86,952-total, $104,737. Gross earnings 1866-67, $73,769; 1867-68, $86,214; 1868-69, $104,737. The property is in the hands of the bondholders. Funded debt-1st mortgage 6 per cent. bonds of 1861 and 1862, coupons semi-annually, due 1867, £200,000 sterling, or $972,000. Cost of road and equipment, $2,500,000. Gen. Supt.-Henry Osburn.....St. Andrews, N. B. Master Mach-Thos. Armstrong. St.Andrews, N.B. Mast. Car Rps.-Charles Shea... Ticket Agent-Arthur Julian Freight Agt.-Henry Bull. PRINCIPAL OFFICE AND ADDRESS.. St. Andrews, Charlotte Co., N. B., 46 66 66 Can. LAURENS RAILROAD. Line of Road.-Newberry (47 m. W. Columbia) to Laurens, S. C......32 miles. The State of South Carolina subscribed $50,000 to the Company's stock and endorsed $75,000 of their 1st mortgage bonds. No further information is attainable. President... .J. W. Simpson. | Superintendent........ PRINCIPAL OFFICE AND ADDRESS.. .S. B. Jones. Laurens, Laurens Co., S. C. PORT ROYAL RAILROAD (in Progress). Line of Road.--Augusta, Ga., to Port Royal Harbor, S. C..... .110 miles. Directors (elected August 10, 1869).—B. L. Willingham and B. W. Lawton, Allendale, S. C.; George Waterhouse, D. C. Wilson and J. C. Mayo, Beaufort, S. C.; H. R. Cook, Augusta, Ga.; A. M. Peeples, Pocotaligo, S. C.; B. R. Bostick, Allendale, S. C.; George P. Elliot, Pocotaligo, S. C.; M. Pollitzer, Beaufort, S. C.; H. G. Judd and R. S. Bennett. STEPHEN C. MILLETT-President.. Treas. and Sec.............. William C. Bellows. | Chief Engineer.. Beaufort, S. C. Gustave Lehlbach. ..Beaufort, S. C. SPARTANBURG AND UNION RAILROAD. Line of Road.-Alston (G. & C. RR., 25 m. Columbia) to Spartanburg, S. C..68 m. Sidings, turnouts, etc., 3.4 miles. Gauge, 5 feet. Rail, 50 lbs. to yard. Rolling Stock.-Locomotive engines, 5. Cars-passenger, 4; baggage and mail, 2; freight (box, 12; stock, 2; platform, 17), 31—total, 37 cars. Operations for the year ending September 30, 1869.-Passengers carried, 6,129. Gross earnings, $61,460 30. Operating expenses, $39,698 01. Nett earnings, $21,762 29. The success of this road depends largely upon its extension to Ashville, N. C. This would secure the connections sought by the former Louisville, Cincinnati and Charleston Company. General Balances.-Capital stock, $751,296; funded debt-1st mortgage 7 p. c. bonds, indorsed by State, $350,000, and not indorsed, $197,380-total, $547,380; floating debt, about $125,000. Per contra: Cost of road and equipment, $1,340,882 39. Directors.—R. J. Gage, John L. Young, D. Goudeloch, A. W. Thompson and T. N. Dawkens, Union, S. C.; Simpson Bobo, J. W. Miller, J. H. Evins, G. W. H.. Legg and J. E. Bonoar, Spartanburg, S. C.; W. J. Alston, Peach Tree, S. C.; W. H. Gilliland, Charleston, S. C. THOMAS B. JETER-President and Supt............Unionville, S. C. Treas. and Sec... F. H. Counts. | Master Mechanic.. James H. Benner. | Freigt Agt...John A. Counts. HACKENSACK AND NEW YORK EXTENSION RR. (Operated by the Erie Railway Company.) Line of Road.-Hackensack, N. J., to Nanuet (Erie Railway), N. Y...14 miles. In operation: Hackensack, N. J. to Hillsdale, N. J.............. 7 66 The intention of the Company is to extend the line to Haverstraw, 30 miles. The road to Nanuet will be finished by May 1, 1870. Capital stock, $200,000. First mortgage 7 p. c. bonds, dated May 1, 1869, interest payable May and November, and principal due May 1, 1889, $150,000. Payable at the First National Bank, Jersey City, N. J. Directors.-David P. Patterson and G. S. Demarest, Pleasantville, N. J.; I. D. Demarest, Spring Valley, N. J.; H. G. Hering, Pascack, N. J. ; J. A. Zabriskie, Hackensack, N. J.; H. Z. Ackerman, Spring Valley, N. J.; I. I. Cole and N. B. Ackerman, Pascack, N. J.; John C. Westervelt, Pleasantville, N. J. Line of Road.—Macon, Ga., to Brunswick, Ga....... .195 miles. Rail, 50 lbs. to yard. Total length of main line and branch... Sidings, turnouts, etc., 5 miles. Gauge, 5 feet. Rolling Stock.-Locomotive engines, 14. and express, 10; freight (box, 100; platform, 60), 160-total revenue cars, 178. Also, 20 service and construction cars. The road was completed in December, 1869. No account of operations or financial condition of the Company has been prepared for publication. The Company's bonds are indorsed by the State of Georgia to the extent of $10,000 per mile. Directors.—George H. Hazlehurst, L. N. Whittle, George S. Obear, S. Collins, and C. Day, Macon, Ga.; Morris K. Jesup, C. H. Dabney, J. P. C. Foster and J. Milbank, New York City. GEORGE H. HAZLEHURST-President and Chief Eng..... Macon, Ga. UNION PACIFIC RAILROAD. Line of Road.-Omaha to Union Junction.... Whole line to the Pacific completed May 10, 1869. .1,038 miles. Rolling Stock.-Locomotive engines, 175. Cars-passenger, 90; baggage, 40 freight, 3,000-total, 3,130 cars. The earnings of the road per month from date of opening to May, 1870, have been as follows (the earnings of March and April being estimated): The expenses of the road after it is fully completed for business are estimated at 50 per cent. of the gross earnings. The road will be maintained at a much lower cost in ratio to earnings as it traverses a comparatively rainless country, has few bridges, and has abundant supplies of coal well distributed upon its line. Abstract of general balances, 1870: Which will provide for the floating debt and leave a large amount of the land grand bonds in the hands of the Company. The act incorporating the Company provided for a Government subsidy equal to $16,000 per mile for that portion of the line between the Missouri River and the base of the Rocky Mountains; $48,000 per mile for a distance of 150 miles through the mountain range; $32,000 per mile for the distance intermediate between the Rocky and the Sierra Nevada ranges; $48,000 per mile for a distance of 150 miles through the Sierra Nevada. The whole distance, as estimated by Government, from Omaha to the navigable waters of the Pacific, at Sacramento, California, is 1,800 miles. The Company have also a land grant equaling 12,800 acres to the mile. The original act provided that the Government subsidy should be a 1st mortgage on the road, but by a subsequent amendment it was made a 2d mortgage-the Company being authorized to issue its own bonds to an amount equal to the Government as a 1st mortgage on the line. The original act provided that the charge for Government transportation should be credited to it in liquidation of its bonds; and that in addition, after the road should be completed, 5 per cent. of the nett earnings should also be applied to the same purpose. The act was subsequently modified so as to allow the Company to retain one-half of the charge of transportation on Government service, as the cost of the same, and also relieves the Company from paying the 5 per cent. of nett earnings. The construction of the road was commenced in December, 1863; but no considerable amount of graduation was done till the commencement of 1865, owing to the difficulties that arose in the location of the line. In 1865, over 100 miles were graded and bridged and rails laid upon 40 miles. In 1866, 235 miles of road were completed; in 1867, 245 miles; in 1868, 350 miles. The road was completed to a junction with the Central Pacific of California on the 10th of May, 1869, when a continuous line across the Continent was formed. From the first day of January, 1868, to the first day of May, 1869, a period of 317 working days, 1,150 miles of the main line (including the Union and Central Pacific) were constructed, or three and six-tenths miles per day-a rate of progress which, considering the obstacles encountered and the fact that both the working force and material had to be transported over the road as it progressed, has no parallel in the history of similar works. The route for the eastern portion of the line is up the valley of the Platte, which has a course nearly due east from the base of the mountains. Till these are reached, this valley presents, probably, the finest line ever adopted for such a work for an equal distance. It is not only straight, but its slope is very nearly uniform toward the Missouri, at the rate of about 10 feet to the mile. The soil on the greater part of the line forms an admirable road bed. The river, after leaving the mountains, has very few affluents, the only constructed bridges for the distance being one over the Loup Fork and the North Platte. The base of the mountains is assumed to be at Cheyenne, 517 miles from the Missouri River. This part is elevated 6,032 feet above the sea and 5,095 feet above Omaha. From Cheyenne to the summit of the mountains, which is elevated 8,242 feet above the sea, the distance is 32 miles. The grades for reaching the summit do not exceed 80 feet to the mile. The elevation of the vast plain from which the Rocky Mountains rise is so great that these mountains, when they are reached, present no obstacles so formidable as those offered by the Alleghany ranges, to several lines of railroads which cross them. On the Baltimore and Ohio road, the mountains are crossed at an elevation of about 2,600 feet above the sea, and with long grades of 116 feet to the mile. The line of the railroad up the eastern slope of the Rocky Mountains is not so difficult as those upon which several great works have been constructed in the Eastern States. After crossing the Eastern Crest of the mountains, the line traverses an elevated table land for about 400 miles to the Western Crest of the mountains, which forms the eastern rim of the Salt Lake basin, and which has an elevation of 7,550 feet above the sea. Upon this elevated table is a succession of extensive plains, which present great facilities for the construction of the road. The whole line is a very favorable one, when its immense length is considered. More than one-half of it is practically level, while the mountain ranges are surmounted by grades not in any case exceeding those now worked upon some of our most successful roads. Some difficulty was anticipated from the snows, but no more obstructions were experienced from this source the past winter than upon the roads of the Northern and Eastern States. In fact, there was not a whole day's interruption of trains upon it during the winter. Directors.-Oliver Ames, Oakes Ames and John Duff, Boston; John B. Alley, Lynn; Cyrus H. McCormick, New York; Wm. T. Glidden, Boston; R. Hazard, Providence, R. I.; Elisha Atkins, Boston; C. A. Lambard, New York; O. S. Chapman, Canton; James Brooks, New York; G. M. Dodge, Council Bluffs, Iowa; Sidney Dillon, New York; Frederick Nickerson, Boston; C. S. Bushnell, New Haven. |