The Dallas daily herald. [volume] (Dallas, Tex.) 1873-1887, 1883-03-24

price down in order TO obtain control. Per
sons who are supposed TO represent hlm
have quietly bought large blocks within
the last few weeSS. Officers ut the cOmplny
reluctantly admit the decline, but profess
10 attribute it TO the general depression in
railroad securities.
According to the Las Vegas Gazette, the
Texas Il Pacific company Will build .
branch roSd from FL PaSo 10 White Oaks.
and probably from White Oaks TO Las We
gas, provided, = favorable outlet can be Sc
cured, THIS may possibly be found in the
Denver X New Orleans, projecting south
nom Pueblo to Trinidad. Both these
roads are extending for coal fields, and
when these are reached they viii close the
gap for favorable connection for each.
The Trinidad coal-helds are about $50 miles
north Of Las Neges, while White Oaks is a
still greater distance TO the Soloh. This
short branch railroad will lot only benefit
the Texas 4 Pacific company Icy tapping
the coSl-helds at White Oak and the rich
mining country adjoining, but will pass
through the c0al-helds aud newly develop
ing mlning-regiOnS in the Gallinas noun
talns, the Trinidad coal fields and at the
same time open for trade Colorado, Wyom-
ms, Utah and all that vast country already
covered by a net work of railroads, This Is
the promising field into which the Texas
Pacific branch will penetrate when built
from White Oaks TO Las Vegas,
In the course OF an article on English and
American railways, the Indicator states
that the roads OF Great Britain are not
mortgaged so literally as the roads OF the
United States, the capital being largely
represented by shares hence the percentage
OF earnings TO capital has adiilereut signli-
icand here than in Great Britain. The nv.
erage net cummings ofthe English roads in
1850 were Az per cent on the total capital
while in tnat year in the United States the
average was 4.l9per cent. and the dividends
on the former named roads were 4. - per
cent, against an average of / 80 per cent for
the roads OF this country. That is TO say
the railway capital of this country'is nearly
equally divided between mortgages, bond
and share capital, the former paying an ay,
erage OF about & per cent, aud the latter
about per cent. The advantage to this
English that follows from the compactness
OF its population is seen in the greater num-
Der OF passengers carried on the IL
933 miles OF railroad in Great Britain
is 1880 than was carried in the SAINT
! year in the United States ON its S0,7Sl
miles. On the former roads the number o
passengers carried all distances in that yeal
was 5ll ,llS,9gS, against 269, 5S3, $40 on tn,
roads in the United States. Another dis
parity is observed in the average earning.
| per mile of line. There the average gros,
income per mile was about $l7, 900, and OF
American roads the average per mile o
line vas about $500. The difference il
receipts per train mile is not so great, ant
is in favor of this country--that on the En-
glish roads being $2,45, and on the Ameri
can roads S2.6i. There is also i wild,
two countries. The English roads r,por
an average cost of Sl06, 500 PEE ui,c, anC
the American roads capital ,r agin,
about $50, 500 per mile. The ave-, -. work
ing expenses of the English roau- are, 70
reasons that are obvious, less than ours tn
proportion of expenses to receipts ther
being SIG per cent, and here GO per cent.