New-York daily tribune. [volume] (New-York [N.Y.]) 1842-1866, 1858-03-25

eessful railroad. Yet stose stockholders who con
menced with The enterprise BY making the hrss Sud
scrptops 10 the stock. have not yet received more
than an average Of Cd per cent per annnm Tor the'
investment But Q memoir OF the last quarter
century would require many chapters TO narra'e
the Disasters and desoatons Of railroad enter
prises. In New-Jersey but three or four colnpa-
MES have survived Liquidation or absorption, though
there are some which have been maintained with
the loss all, or nearly 8, their original cost while
several have been built ~ aid Of the few winch
were really independent. Even now bill has Just
passed the Legislature authorizing certain parties
to make sale of the Camden and Atlantic Railroad.
an enterprise frouswhie great things were originally
anticipated The influence Of the NewJersey Rail
road IN the population Of the counties through
which it passer, hss been most extraordinary. In
twenty five years It has increased It threeioic;
some Of the cities have quadruped while ether por-
tons of the State not yored with similar facilities,
have remained comparatively stationary.
As general thirg the railroads OF New-Jersey
have enjoyed rather more than An average share oil
pecuniary good luck. The Camden and Atlantic
is the onlyOne which is threatened BY its creditors.
But it was q premature enterprise, and runs
through poor and thiny settled portion Of the
State, afording no way traffic, and is dependent
for mcst of its income on the visitors who crowd
the watering places during Sumner No new
roads are asking incorporation from the Legisla-
ture, and only ole is being built. This is near the
ses-shore, and will be constructed msinly by the
farmers and others who reside along its route, aud
who do the work themselves 10 payment for their
stock subscriptions. Canal companies in New
jersey have also had their full share Of difficulties.
The Morris Canal vas long football at the Stock
Board, ard reached it's present sound condition
only after rst sinking 80, 900. The Delaware
and Raritan Canal for many years was milestone
around the neck of its owners. But of late years
an Amazing revolution has taken place in its cond-
ton and prospects. Having ceased to be drag
upon its managers, it has grown to be Immensely
remunerative. The coal trade has done wonders IN
building il up, and the completion of the Belvidere
Railroad and that along the Lehigh Valley. have
given fiesh impetus to its trade. Its receipts In
1857 were $4s4,9s 75 and its expenses during
the same ptIlOu were SlvJ,o'' %, waving NOV
surplus of $2s9,9Ol 80.
The gold transported on the Camden and Amboy
Railroad in 1857, amounted to $3S,676,7l4 and the
silver to So ISL 476 The gross receipts OF this Com
pany during the year amounted to 81 1881 and
the tax and income paid to the State from the joint
Companies (Rairosd and Caual) amounted to
$164, Oe2 50. The freight on the Delaware aud
Raritan Canal was 264, l62 tuns, of which ,1s7,
9e5 tuns were coal On the railroad, only three
tenths of mile of the original All Ii rail remains,
the rest of the track having been relaid with heavy
rail- varying from Az to 81 itper yard. The gross
receipts of these two companies for the year were
81, O63, LOG "a, and the expenditures, including
dividends and nterest, $780,, 1l9 33. The net
earnings were over II per cent, of which was
divided to tho stockholders, the balance having
been used in reducing the floating debt incurred in
stocking other roads in which these companies are
interested, in advancing $4,000 to the State to
exiricate its present Administration from eabsr
rsssment, and in improving and adding to the value
of the common property. The net profits Of the
Belyidere Delaware Railroad for 1857 were greater
than in 1856 by more than three per cent on its
capital. 1t is over this road that the enormous
amount of coal transported on the canal finds its
way from the Lehieh mines to the great shipping
basin at Trenton.