Western Reserve chronicle. [volume] (Warren, Ohio) 1855-1921, 1858-11-10
Isvelald and dshoaing a road nc
cessfGl management.

w INV I w NllAG- az NV W. -.
and anLlyz ID tho earnings # this read,
which is operated with an economy 50
unusual as TO have excited, more thar
once, a suspicion against the correctness
Of the proportions Of the earnings and ex'
penses as given. But when the route
and the working progrmme of the road
have been made Ineligible to those adj
dressed, they then perceive a local cause
of the rare eXhibi, made, which, cOmbin-
ed with the most efficient and unobjec,
tional management which the road con.
stantly receives from the accomplished
President, Superintendent AMI Board oil
Directors, make out a case alike satisfac'
tory and conclusive 10 their perception
and understanding. And if, instead OF
haiching from the brain. heated and eX'
cited upon the subject of railroad reform,
remedies which are dis?elled with the
breath upon which they are flung from
the tongue, stockholders would compel
their official representatives, and agents
TO initiate the example Of successful rail
road management which constitute the
sole anchors that keeping the entire sys'
tenn from drifting away from the public
confidence and going 10 wreck among
the actual fallacics which have exploded
before, practical results and advantage.
Gus ends would ~oflener be attained and
enjoyed.
Man, however, among his other vaga-
ries, will comprehend how a particular
line of policy or practice of inconsi>ten.
cies on The part of an individual, will
result in his bankruptcy and ruin, and
vet wonder and not understand how The
same cause and practices aggregated in
a corporation may accomplish the same
end. Corporations are not created be-
cause of any necessity to manage the
business which they are authorized 10
transact, in any way different from the
plan pursued by any individual in search
Of efficiency and success, but in order
that individual efficiency and success
NAV be consolidated in one legal crea-
ture, acting as a unit in the sway of It's
influence and power; but, unfortunately,
many individuals make a panoply of a
charter as if il were a covering for acts
not warranted among mankind in the
person singular, and proceed under its
eIis along the broad official way that
leads to the depreciation Of shares and
loans, in The full sight of unqu%estioning
and on-dissenting stockholders, whose
ears and eyes are sealed against admoni'
lion until dying credit heaves lis last
sigh. and their worthless shares disap
pear from the stock market. In the
sight Of such as these, we again erect .
beacon, by spreading before them the
September earnings of the Cleveland and
Mahoning Railroad, which present this
striking and gratifying contrast Of rev
enue and expense per centage:
Receipts from Passenger. G:t . :
g" Miscellaneous Freight-.-.... d,9iS IS
Coai.-"..,-' l79 Sss u y
Total Observation-Disclosures s3o'4s5 p
Operating exPenses.."-.."""-- e'9SO D
For September. 1857, the receipts were -. sas.44O Il
expenses-."-.-."------'" S''5l =
NJ. CENTS. $3.50 05
Increase Of ret earnings for Sept 1s5S.---.-.9-ej 65
Operating expenses for Sept. ls5s.---S9H per cent
In addition to the preceding reasons
for the wonderful p~repondsrance Of profit
over expenses, it will doubtless be inter
esting 10 the readeT-who will not have
failed to note that about sixty per cent
of the gross earnings are from coGi-to
know that the coal trains, averaging
ten ion cars, oil $50 ions OF
coal, are drown by an engine weighing
about twenty-five tons; that the charge
for Transporting a ton Of coal Is Sl,53
net for SO miles, or an average within a
fraction of two and a half cents per ton
per mile: that the coal cars, which belong
10 the company, are loaded and brought
to the main tack by the operators, and
are also unloadcd by them at Cleveland.
the company W about half a
mile of river front, which is ~traversed by
a trackway thirty feet above the water
line, and where, too, it is proposed TO
shutes and pockets; at present the
coal is transferred from the cars 10 boats
in wheelbarrows, without expense to the
company. The engine which
the freight train to Cleveland, re-
turning with a lighter load from Cleve-
land, has power to spare, which The Sd
p~erintendeni employs BY attaching 10 the
train q number ofempty coal cars,
which are thus drawn TO the summit Of
the maximum gfadr, whence the return
ing coal train takes them back 10 the
In the working of the road,
therefore, no additional motive power is
employed, 10 overcome the n compare
lively steep grade which is Fear The
Cleveland lerminus.-U S. Railroad
and Mining Journal. Philadelphia.