The Sun.
London, England, 1868-05-20 00:00:00

RAILWAY INTELLIGENCE.

A NEW ROUTE FROM NEW YORK TO CHICAGO.—
Mr. William A. Thompson, President of the Erie
and Niagara Railway Company, addressed the
Board of Trade in Buffalo on the 19th instant, in
regard to the importance of establishing another
link in the great chain of commerce between Chi-
cago and New York, generally understood as the
Buffalo and Detroit Air line, through Canada.
The Board passed resolutions endorsing the project
and promising it a generous support in trade and
traffic. The proposed road is said to be 30 miles
shorter between New York and Chicago than over
the New York Central via Toledo; 12 miles shorter
and two hours less than over the Great Western
of Canada and the New York Central ; 46 miles
shorter than by the Erie via Akron and Toledo,
and 17 miles shorter than the Catawisa road via
Emporium and Buffalo.
(From the Wall-street Journal, April 25.)
The following is a Comparative Statement of the
Earnings of Thirteen leading Railroads in 1863
and 1867

1863. 1867.
Dols. Dols.
1,673,706 3,184,122
Chicago and Alton
Chicago, B. I. and Pacific 1,959,267 4,153812
Chicago aud North-Western 4,500,000 11,532,348
Erie
Illinois Central
Michigan Southern and N. I.
Michigan Central 3,168,065 4,371,073
New York Central, 1862
Philadelphia and Ilead'ug, 1862
Pittsburg, Pt. W., aud Chig., 1862 3,745,310 7,242,126
St. Louis, Alton, and T. 11.
Toledo and Wabash
Atlantic and Great Western, 1861 3,235,492 5,167,371

Total 53,671,684 92,875,982
Increaso
39,204.298
The figures show that in four years thirteen rail-
roads have increased their earnings nearly 80 per
cent. Not one of these roads can fail to show as
great a gain in the future, and no sound reason can
be given why, upon the ground of ability to earn
regular and large dividends, they should not pass
into the hands of investors at and above their pre-
sent market price.

The annual report of the "Toledo, Wabash, and
Western Railroad Company" for the year ending
Dec. 31, 1867, shows that the capital at $21,149,000,
was composed of 57,000 shares, $5,700,000
common sock, and 10,000 shares, $1,000,000 pre-
ference stock, and the balance bonds. The gross
earnings were $3,809,363 58, and expenditure
$2,786,882 32, leaving a net income of $1,022,471
26. The earnings were $91,067 more than those
of the preceding year, and the expenditures were
24,304 less, showing a comparative net increase of
$116,271.
The annual election of the Michigan Southern
and Northern Indiana Railroad Company was held
at Toledo on April 22, and the following persons
were unanimously elected directors for the ensuing
year :—E. B. Phillips, Albert Keep, of Chicago ;
Philo Morehouse, of Elkhart; J. S. Barry, of Con-
stantine, Michigan ; I'. Hoag, of Toledo ; W.
Williams of Buffalo; N. Beardsley, of Auburn,
New York ; Le Grand Lockwood, Henry Keep,
Jesse Hoyt, J. Packer, A. Haremeyer, and D. N.
Barney, New York. At a subsequent meeting of
the board, B. Phillips was re-elected President,
De Grand Lockwood, Treasurer, and D. P. Barhydt
Secretary.
At the meeting of stockholders of the Cedar
Falls and Minnesota Railroad Company, held at
Dubuque, lowa, on the 13th inst., the following
gentlemen were elected directors for the ensuing
year :—John S. Kennedy, Charles L. Frost, D.
Willis Junes, of New York ; Hon. William B.
Allison, Dubuque, Iowa; John Crerar, Chicago.
The road is being extended to Charles City, lowa,
ant will be opened for business to that point Sep
tember next.

At the meeting of the bondholders and share-
holders of the Toledo, Peoria, and Warsaw Rail-
road Compaty, held recently at Peoria, Illinois,
for the election of directors for the ensuing year,
the following persons were elected :—Charles L.
Frost, Zeno Secor, James W. Smith, Courtland
Palmer, New York ; Hon. J. B. Brown, rortland,

Maine ; Henry Hill, Warsaw, Illinois ; Hon. Wm.
T. Bryan, William 11. Cruger, Henry F. Clark,
Peoria, Illinois ; and at a subsequent meeting
Charles L. Frost, of New York, was elected presi-
dent; Theodore Iligbie, secretary and treasurer.
The road is being extended to Warsaw, Keokuk,
and Burlington, and will be opened for through
business the coming Fall.
The new railroad from Logansport to Union
City, Indiana, ninety-two miles in length, has, it
is said, only four curves on the entire line. It
forms a connecting link in a new and through route
from Chicago to the Atlantic cities.

The Central Pacific Railway has been operated
on both slopes of the Sierra Nevada Mountains
during April. Passengers and freight are hauled
by waggons around the incomplete gap of six miles
at the east end of the summit tunnel, when they
again take the cars down to the Big Meadows of
the Truckee, one hundred and fifty miles east of
Sacramento. The track is meanwhile being graded
at the foot of the mountains, and so soon as the
spring rains admit the line will be pushed rapidly
forward across the Plains to the Humboldt Valley.
It is expected three hundred miles will be in opera-
tion in August. The earnings of the road for 1867
were close upon $1,500,000 ; and the receipts for
1868 show fifty per cent. increase upon the same
length operated.

A report on the surveys, estimates, and income
of the New Orleans and Ohio Railroad is before us.
This work proposes to be a direct line from New
Orleans to the Ohio River, at Paducah, Kentucky.
Seventy-nine miles—from Jackson, Tennessee, to
Mayfield, Kentucky—only remains to be completed.
It is claimed that the work to complete this gap is
comparatively light, estimates for it being $23,384
56 per mile. The total distance from New Orleans
to Paducah is put down at 518 miles, and at this
latter place it is calculated there will be concentrated
a valuable interest that will bring Chicago, Cin-
cinnati, and St. Louis into competition. An especial
part of the railroad interest there necessarily centres
in the determination to bridge the Ohio. This, it
is proposed, shall be done under the general law of
Congress.
THE BOSTON, HARTFORD, AND ERIE RAILROAD.
—The Boston, Hartford, and Erie Railroad is being
pushed along as fast as possible. Fifty large dump
cars, to be drawn by steam locomotives, are being
put upon the road, and two locomotives will soon
be put upon a temporary track. These arrange-
ments will insure the rapid progress of the work of
excavating and filling, of which there is a large
amount to be done in the Valley of the Natchaug,
as well as at other points. Workmen are at work
digging away for the foundations for the abutments
for the bridge across the Natchaug, and laying a
temporary track for the conveyance of the stone
from the quarry a little distance up the stream.
They have there large quantities of some of the
finest stone for the purpose. It is expected that the
road will be finished to Willimantic by the close of
1869. —Hartford Times.
THE PENNSYLVANIA CENTRAL RAILROAD COM-
PANY AND ITS CONNECTIONS.—A few years ago it
was thought to be a great financial blunder when
the Pennsylvania Central Railroad Company dis-
posed of its monied interest in the Pittsburgh, Fort
Wayne, and Chicago Railroad. Now, however,
the shrewdness of this sale is apparent. The
Fort Wayne Road was a completed enterprise,
furnishing the desired connection direct with
Chicago, and must be ran by whomsoever
owned in the direct interest of the Central Road.
Their own proper capital withdrawn from the Fort
Wayne, which now de facto is a part of the general
system, enabled the owners of the Central Road to
put forward their other connections, not yet se-
cured, south of the line of the Fort Wayne Road.
Th 3 results of these efforts present the strongest
possible combinations through Ohio, Indiana, and
Illinois to the Mississippi. A study of this stupen-
dous system is interesting and profitable. Taking
Pittsburg as the objective point, an uninterrupted
and direct line is opened to Chicago by way
of the Fort Wayne Railroad, to Cincinnati by the
Pittsburg, Columbus, and Cincinnati line, and to
Indianapolis by the Columbus and Indiana Central.
Diverging from their main line at Piqua, another
one extends through Union to Logansport, and
thence westward, under the control also of the
Columbus and Indianapolis Central, via the Logan-
sport and Peoria Roads, to Burlington on the Mis-
sissippi. From Indianapolis wes, the Terre Haute
and Indianapolis Roads, and the new State line
from Terre Haute to St. Louis, now being rapidly
pushed to completion, are owned and controlled
by essentially the same interests. Also the new
and important line ~from Indianapolis, via Craw-
fordsville to Danville, Illinois, and on to Bloom-
ington and Peoria, has passed into the control of
the same great consolidation. It will thus be seen
that from Pittsburgh as a centre this system
reaches to every important commercial point in the
West. The m tgnitude of interests involved in so
gigantic a scheme in our rapidly developing West
cannot be even faintly realizA.—Cincinnati Gazette.
The Grand Trunk Railroad offers to take passen-
gers from Maine to Chicago and bask for pc), or by
way of Niagara, $33 50c. during the session of the
Republican National Convention, on two months'
tickets.

The IVall-street Journal says :—Holders of the
Central Pacific Railroad Bands are joint investors
with the United States Government in the Grand
Continental Pacific Railroad line, having the prior
claim thereon. These securities are highly recom-
mended to persons desiring good, safe, steady in-
vestments. They are for sale, at present, at par
and accrued interest in currency—the interest and
principal being repayable in gold—and now yield
nearly
nine per cent. upon the outlay.
The first through train from New York to Sioux
City reached that point on the 30th M irch, having
left the former place nine days previous, loaded with
goods for Montana. Sioux City is 1,040 miles
above St. Louis, so that precisely that amount
of precarious steamboating is saved to the Montana
trade.

A Southern Trans-Continental. Railroad to the
Pacific will soon be running parallel to the Central
Utah route. General Fremont is now in Washing-
ton to look after the interests of the Railroad and
Telegraph Company of Texas, which proposes to
make a way from Jefferson, in that Szate, west-
ward, by El Paso to San Diego, in California ;
connecting with side roads to San Francisco, Guay-
mas, and other places. The eastern part of this
great thoroughfare would terminate at Norfolk, in
Virginia, or at some other favourable point south
of Washington. Such a road would be scarcely
second in importance to the Central Pacific, and
play a great part in the reconstruction and restora-
tion of our Southern States.

For the building of the river railroad from Hart-
ford to the mouth of the Connecticut $1,463,709
must be pledged, to insure success, by the towns on
its ruute. Hartford of course bears the chief bur-
den, with a tax of 2 per cent. on its taxable pro-
perty, which will amount to $842,574. All other
towns on the west bank will need to pledge 4 per
cent., save Rocky Hill, while of those on the east is
required 1I per cent.
Active measures are being taken to make the
connection between the extremity of the Union
Pacific and the Central Pacific as complete as pos-
sible. Recently Messrs. Abbott, Downing, and Co.,
of New Hampshire, consigned to Wells, Fargo, and
Co., Omaha and Salt Lake city, thirty elegant
coaches, and I. R. Hill two hundred and fifty coach
harnesses. The coaches will carry 9 passengers
insiie and 10 outside. The average weight of the
coaches is 2,250 pounds. Fourteen sides of leather
were used on each coach, for boot, thorough-braces,
&c. They will run between the eastern and western
division of the Pacific railroad, and they were taken
away by a special railroad train.
The permanent bridge over the Mississippi, at
Omaha, is settled. It is to be erected half a mile
south of the business centre, where the high ground
will enable the company to run on an easy grade to
the foot of the mountains. The company has se-
lected the depot grounds, which will be appraised,
and the owners paid by the city. The bridge is to
be of granite foundation and piers, and the iron,
structure it is estimated, will cost about two mil-
lions. It will be nearly two years under conaruc-

tion. The company is surveying the ground and
sounding the river, and will commence work in a
few weeks. The granite will be brought there from
the Rocky Mountains. It is expected that a large
number of mechanics will be employed as soon as
the work commences.

The Erie Railway Bill, legalising the issue of
$10,000,000 New Stock, has passed the Nov York
House by the unexpected majority of 101 to 5,
and the bill authorizing the construction of an un-
derground railway in New York city has also been
passed.
Vanderbilt has secured a substantial and valuable
triumph in the pio rata Freight Bill. The bill
if passed would have prevented all unjust discrimi-
nation against local and• way freight and freight
consigned to steamboat lines. It was ordered to a
third reading by a vote of thr,!e, to one, and t.co
days afterwards was defeated by a vote of two to.
one.

President Eldridge of th Erie Railroad has issued
a congratulatory circular over what he calls the vic-
tory over Vanderbilt and on the decision of the
New York L'3gislature legalising the issue of ten
millions of stock, and advises that part of the funds
alr.!aly realized from the sale of bowls be expended
in double tracking the Delaware division of the
road, upon which. occurred the recent terrible acci-
dent. Mr. Eldridge has made bold to visit his
family in Boston, and Mr. Drew has left Jersey
City and returned peaceably to New York. But
though these outward signs of peace are visible, no
one knows on what terms the great Vanderbilt con-
sents to the truce, and what will be the next move.
—Springfield Republican.
The Union Pacific Railroad Company has com-
pleted another section of 20 miles on the summit of
the Rocky Mountains, and the road now extends
570 miles west of Omaha. Another section of 20
miles will be completed in a short time, and the
road will extend about 200 miles beyond the Rocky
Mountains before the close of 1868.

The earnings, expenses, and rate of dividend of
the Pennsylvaniit Central Railroad Company, upon
whose passenger and freight charges there is no re-
striction, except that imposed by competition with
other lines, were as follows in each of the last three
years :

1865. 1866. 1867.
Dols. Dols. Dols.
Earnings 17,459,169 16,583,883 16,340,156
Expenses