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Steam Navigation, Commerce, Finance, Banking, Machinery, Mining, Manufactures.

OND QUARTO SERIES.-VOL. XXXVII., No. 42.]

The Varieties of Steel.

NEW YORK, OCTOBER 15, 1881.

[WHOLE NO. 2,373.-VOL. LIV.

ing driven by electricity. Near to this spot there is also a rock-drilling machine, for use with black diamonds; the drill rotates under the influence of a Gramme machine; and while a hole is being bored it advances under the influence of the water pressure obtainable in Paris, which is about three atmospheres."

charge of pig-iron. To this melted iron, which its mechanical construction than from its beis called the "bath," is added either wrought iron, or scrap steel, or iron ore, and the whole is kept hot until all is melted. The wrought iron or scrap, or ore, reduces the carbon or silicon in the bath to such proportions as are desired in the steel. Bessemer and open-hearth steel are much alike in quality. They are used mainly for rails, boiler plates, ship plates, bridge and other structural purposes and machinery. The better qualities are also used largely for springs. The best spring steel, like the best tool steel, is simply that which is made from the best material. Quality of material, chemically speaking, being equal, the best spring steel is that which is made rfom crucible cast steel, as the crucible process is less crude than either of the others.

Electricity as a Motive Power.

Originally the word steel was applied only iron which contains such quantities of carn as would cause hardening when the redt iron was cooled suddenly. This definition ill applies, but, in addition, the term cast eel applies to all of the products of the cruble, the Bessemer converter, and the openearth furnace, whether such products are too w in carbon to harden or not. The steels at are not cast steel are known in the market blister steel, German steel, shear steel and ouble shear steel. Blister steel is made by eating bars of wrought iron, bedded in charal, in hermetically sealed chambers. The rbon of the charcoal penetrates the hot iron, onverting it into a crystalline mass of crude eel; large blisters rise on the surfaces of the ars, giving the name blister steel to this prouct. German steel is blister steel rolled down to bars. It is used mainly for tires and common springs, but is being rapidly superseded y the cheaper grades of cast steel. Shear teel is made by taking a high heat on blister "During the last few days a number of new eel and hammering it thoroughly. Double machines have been in action to show the difhear steel is made by cutting up shear steel, ferent applications of electricity as a motive iling it, heating it, then hammering again. The power. This is a special branch of the subject, est shear steel is made from the best wrought which will attract a large number of visitors. ron. The sheer steels are very useful onaccount Most of the machines of this class are in the f their toughness and the ease with which northwest corner of the building. Here the hey can be welded to iron; and, when of good ploughing machine of M. Menier is exhibited uality and well worked, they will hold a very by M. Felix, and, although it does not actually ne edge. Crucible steel is made by melting plough the ground, it is interesting to see the n a crucible either blister steel, or blister way in which the electro-motor drags the plough teel and wrought iron, or wrought iron and with three shares across the space devoted to harcoal, or wrought iron or scrap steel, or, in it, while a workman sits in it and guides its hort, a great variety of mixtures, which de- direction. Then there is a circular saw driven pend on the quality of steel to be produced. by electricity. The diameter of the saw is Crucible steel can be applied to any purpose three feet, and the planks upon which it works or which steel is used. Generally, it is better han any other steel-that is to say, crucible steel made by melting blister steel and tempered to suit by mixing iron of the same grade n the crucible, is always better than German

A correspondent of the London Times, writing of the Electric Exhibition at Paris under date of September 14, says:

are five inches thick. M. Piat exhibits in the same part of the building a stone cutter and an electrical hammer, which does all the work usually assigned to a steam hammer. Close to these machines is another for pumping water, or sheer steel made from the same blister. driven by a Gramme motor; the large volume Bessemer steel is made by blowing air through of water which is thrown out conveys to the melted cast iron, thus burning silicon and car- eye some idea of the great force which can be on out of the cast iron. After the silicon and transmitted by electricity, although in reality arbon are burned out, melted spiegeleisen or this machine does not require nearly so much erro -manganese is added to the charge. The force as many other motors in the exhibition. Carbon in the spiegel recarbonizes the steel to In the same corner we find a number of mathe desired point, and the manganese unites chines for sewing and for driving band-saws, with and removes the oxygen which the air and so forth, all driven by the convenient little used leaves in the steel. Open-hearth steel is motor of M. Deprez. There is also an embroidmade by melting, in a very hot furnace, a ering machine, which is more interesting from

i

The History of Coke.

The history of the discovery of coke and the development of the traffic has never been written. Authentic information of the first use of coke in this country places it in 1817, when it earliest founders of western Pennsylvania, was employed by Col. Isaac Meason, one of the in refining iron at the Plumsock, or Upper Middletown mill, in this county, a few miles from the Youghiogheny river. In 1818 the use of coke was attempted by blast furnaces, but it had to be abandoned because the blast was too light, being only five pounds to the square inch. Even then the value of coke as a furment of its advantages was prevented by inabilnace fuel was fully appreciated, but the enjoyity to increase the blast. In 1835 William Firmstone manufactured good gray forge iron at the Mary Ann furnace, in Huntingdon county, with coke produced from Broad Top coal. In the same year F. H. Oliphant, of Fairchance furnace, near Uniontown, exhibited at the Franklin Institute, Philadelphia, samples of coke. In 1840 the Great Western Iron Works, iron made from blue lump ore smelted with at Brady's Bend, built four coke furnaces. In 1841-2 coke was made on the banks of the Youghiogheny River and shipped in flat boats to Cincinnati. A gentleman who is well in

formed in all the details of the coke business says that Dud Dudley, an English iron manufacturer of the sixteenth century, is entitled to the discovery of coke. He used it for the same The manufacture of coke in the Connellsville purpose to which it is applied now, smelting. region did not rise to the dignity of a business until toward the close of the decade of 1850, when it was carried on principally at Dawson's below Connellsville, by the Cochrans, who are Station, on the Youghiogheny River, six miles still in the business, and to most of whom it has brought great riches.-Philadelphia Press.

THE first electric railway in Upper Silesia is

about to be opened. It has been constructed by Siemens & Halske, for the Donnersmarckhutte Company, to supersede their ordinary colliery horse railway. The current is convey. ed by wire ropes supported on poles in the same manner as telegraph wires. On the wires run small contact carriages, connected with the locomotive by wires. The maximum speed will be eight miles per hour.

U. S. District Court, N. D. Ill.

SANDY ALSTON V. ANCHOR LINE S. S. Co. RIGHTS OF PASSENGERS-TICKET EVIDENCE OF CONTRACT-CIVIL RIGHTS BILL.

A ticket of passage is the evidence of the contract

between the purchaser and the carrier, and parol testimony as to prior conversations is inadmissible to vary In an action brought under the provisions of the Civil Rights Bill, if the jury believe that the plaintiff has been unlawfully deprived of his rights, they are to assess his damages at the sum named in the statute.

the terms of the contract as set forth in the ticket.

It is left to the jury to determine from the evidence whether or not the plaintiff, after being excluded from the table as alleged, waived his right to recover by accepting a return of a part of the money paid for passage, or whether, if he did accept the money, it was not, in view of all the circumstances, received under such duress as would relieve the plaintiff from the contract thereby sought to be created.-ED. CHICAGO LEGAL

NEWS.

CHARGE TO THE JURY.

BLODETT, J.-Gentlemen of the Jury: The plaintiff in this case charges that during the season of navigation, in the year 1877, he, being a colored man or negro, purchased at the defendant's ticket office, in this city, a ticket entitling him to a first-class passage on one of the defendant's boats, from Chicago to Detroit, that he paid full fare for a first-class ticket, and that, in pursuance of this, he took passage upon the steamer "Japan," one of the defendant's boats, and on the morning after he took such passage took his seat at the breakfast

to meals at the first table with the other first- the money back and you find that he accept
class passengers.
it under compulsion, as it were, under a th:-
Upon these conceded facts I see no reason that he could not have the rights for wh
why this part of the case does not fall within he had paid, and the only alternative give
the rule that parol evidence will not be allowed him was that he must keep away from the
to void a written contract--for a printed ticket | table and might, if he chose, accept this money
is the same as a written contract and all pre- then you are to say whether such an occurren
vious talk or negotiation must be excluded and would make a contract which would bind the
the contract of the parties must be considered plaintiff and be a waiver of his rights.
as embodied only in the ticket or written in-
strument. This ticket was the evidence which
the defendant gave the plaintiff of his rights
as a passenger on its steamer. The ticket is
the contract between the parties, and not the
conversation before buying the ticket. There
is really no controversy as to the fact that the
plaintiff was denied the right to eat at the first
table. It may then be taken as conceded that

If you find from the testimony that the plain tiff did intelligently, and without any feare under intimidation, accept back one-half th fare, so that the amount of money which paid would entitle him to second class far n and agreed, expressly or impliedly, to waive h right to sit at the first table, then the contract thereby modified or changed from that of first class ticket to that of a second class ticki

the plaintiff held a first-class ticket but was the plaintiff's rights are changed accordingl denied the rights to which that ticket entitled While, if you find that this money was not i him. And the testimony as to the conversa- cepted by the plaintiff, or if it was accepte tion between the ticket agent and plaintiff be- it was accepted under such circumstances fore the ticket was purchased should be disre-intimidation as to show that he did not und garded, because it only tends to prove a dif- stand that he was making a new contract, th ferent contract from that shown by the ticket. no defense arises to the defendant from ti

In regard to the point that the plaintiff accepted back a part of his fare after the difficulty arose in reference to his sitting at the table, the testimony appears to be this: The plaintiff and his witness Mr. Anthony, testify that he

circumstance.

I have said this much without reference

any enactment by Congress affecting the rig of these parties, but simply upon the comm law rights of the parties under this contr

table in the cabin, with the other first-class did not accept this money. The captain and without regard to the color, condition in li

passengers, and was forcibly compelled by the captain to leave his seat, and was denied the privilege of the table during the trip.

On the part of the defendant, it is contended that prior to the purchase of the ticket, plaintiff was told that men of his color would not be allowed to eat at the first table, but would have to eat with the servants on the boat, and that plaintiff consented to this arrangement; and further, that after plaintiff was excluded from the table on the boat, he was tendered back and accepted one-half the fare which he had paid, and agreed not to demand the right to sit at the first table.

The only disputed questions are whether the plaintiff agreed, before he bought his ticket, that he would not go to the first table on the boat; and whether he actually accepted back part of the purchase money from the captain, with the understanding that he would waive his right to sit at the first table.

The plaintiff's proof tends to show that when he went to buy his ticket he asked defendant's agent if there would be any difficulty on account of his color, and was told that his rights there would be the same if he paid first-class fare as that of any other first-class passenger, and that they would treat him as well as they would treat General Grant, and that he bought the ticket upon that assurance. The proof on plaintiff's part also tends to show that, although the captain, after excluding him from the table, offered him back some part of his passage money, he refused to take it, and did not actually take it.

or nationality of the plaintiff. The corn law recognizes the rights of equality betathose who pay a common carrier for the sal accommodations. The carrier fixes the ra

some of the other witnesses on the part of the
defendant say that he did take the money that
was offered him by the captain. Here is a
conflict of testimony which you must settle.
It also appears that this money was not of- at which he will furnish first class and sec
class accommodations to passengers, and
fered back to the plaintiff until after he had any man, without regard to color, pays
been compelled to leave the table by the cap-class fare, it entitles him to first class ax
tain. It is for you to say, under the circum-modations. If he pays only second class is
stances in this case, whether this was such an tions from the carrier.
he can only demand second class accomu
acceptance, even if he did accept the money,
as makes a new contract between the parties.
The defendant contends that by accepting this
money back the plaintiff virtually made a new
contract with the officers of the boat, by which
he, in effect, stipulated or agreed, impliedly,
at least, not to claim the privileges of the

first table.

This action has been framed under the 7

visions of what is known as the Civil P Bill, passed by Congress, and approved cat first of March, 1875, the two first sections which read as follows:

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Sec. 1. That all persons within the diction of the United States shall be entit to the full and equal enjoyment of accou dations, advantages, facilities and privileges inns and public conveyances on land and wat and theatres and other places of public ar ment, subject only to the conditions and i tations established by law, and applicable to citizens of every race and color, and re less of any previous condition of servitude

In order to determine whether such a contract was made, you must consider the circumstances surrounding the case. The plaintiff. was alone upon this boat, the captain arbitrarily had excluded him from the rights to which his Sec. 2. That any person who shall vis ticket entitled him, and the testimony tends to the foregoing section by denying any cit.z. show that he was threatened with personal vio-except for reasons by law applicable to citt lence in case he insisted upon those rights.

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pay the sum of $500 to the person agga thereby, to be recovered in an action of

with full costs."

of every race and color, and regardless of a previous condition of servitude, the full er, Now it is for you to say in the light of these ment of any of the accommodations, alt surrounding facts whether the parties stood in tages, facilities or privileges in said st enumerated, or by aiding or inciting su such relations of equality as to to make a bind-nial, shall, for every such offense, forfeit ing contract out of the mere tender of this money back, even if the plaintiff accepted it. You are to say whether this man, alone upon this vessel, with an imperious and arbitrary officer, excluding him from his contract rights, is to be impliedly bound by any arrangement which he made under such circumstances in the haste and excitement of such an occasion. Of course if you find from the evidence, which is contradictory, that the plaintiff did not accept the money back, then, no such contract that as is claimed by the defendant was made or ght would be implied. But even if he did accept

All parties agree that the ticket sold and delivered to the plaintiff was the same as defendant sold to any other first-class passenger, and upon its face entitled him to all first-class accommodations of the boat, including meals at the first table. But the defend ont The plaintiff expressly agreed t

If, therefore, you find from the evideter t plaintiff's ticket entitled him to eat at the table, and that he was not allowed to do and did not waive that right by any subse agreement, then defendant is liable, and * damages should be assessed at the am a by the statute.

If, on the contrary, as I have already vo you find that the plaintiff did actually back a portion of this passage money, wit understanding that he was to waive lis to the privileges of the first table, thi? not recover in this case.

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PUBLISHED WEEKLY BY THE CRICAN RAILROAD JOURNAL CO., At 23 Liberty Street, New York. ription, per annum, in advance.... gn Subscription, including postage..

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rized only by the written order of Geo. F. Swain, urer; and the Company will not be responsible for

ayment of bills unless accompanied by such order. ments for advertising and subscriptions should be by check payable to order of the Treasurer.

paper in the world, is now better able entanglements of cliques or parties main-
than it has ever been before to occupy tained, the present management hope to
that position to the advantage of the in- merit the favor of the old-time patrons of
terests it represents.
the JOURNAL while seeking additional
support in new fields auspiciously open-
ing to it.

Flanging Boiler Heads.

The study of the causes and nature of the defect known as grooving, as well as the character and appearance of the fractures which

Several changes, which are readily apparent, have been made recently in the appearance of the paper, but they have been made hurriedly and have not yet indicated fully the plans in progress. As to the typographical part, it is the aim of the new management to present to their frequently occur in the flanges of heads or tube patrons a readable paper. It is not insheets, and other parts of boilers where flangtended to make it necessarily an illus-ing is done leads to the conclusion that flanges, tration of the advancement in the printer's art, but rather to make it, in type and form, of such a kind as to be the most easy and convenient for the eye and the hand of the reader. New features have been added to the contents of the paper from time to time during the past year, ed at the Post Office at New York City as Second-Class and in the near future others will be

BRANCH OFFICE:

53 Devonshire St., Boston, Mass.

Frederic Algar, Nos. 11 and 12 Clements Lane, ard Street, London, E. C., England, is the author

European Agent for the JOURNAL.

ew York, Saturday, October 15, 1881.

Mail Matter.

OURSELVES.

pa

adopted, which it is believed will prove of
value. The bond and share list tables,
which previous to this year had so regu-
larly and for so long a time appeared
conspicuously in the paper, are removed,
that their form and contents may be im-

as ordinarily turned, are very much too sharp, or turned to too short a radius; The evil effect upon iron of bending it too sharply may be size section of a tube sheet, at the angle or shown by a diagram which represents a full flange, bent to a radius equal to about the thickness of the plate, as frequently found in practice. Indeed, the sheets are frequently found with a still shorter bend, sometimes almost a sharp corner on the inside. The effect of this is to unduly strain the iron, both on the outside and inside of the flange, the outside being under a combined tensile and bending strain generally to such an extent that a section

of the flange shows a laminated appearance, caused by the layers of the plate being separated and sliding upon each other, while the

outside of the plate, unless of extra fine iron worked with more skill than is usual, if examined closely, will be found to be filled with small cracks having the appearance of season checks, as seen in timber. The inside of the flange, on the contrary, is in a state of undue

compression, the fibres being crushed and buckled up. The effect of too sharp flanging may easily be shown; by taking a narrow strip of boiler plate and bending it sharply the effect will be very marked. This disturbance of the fibres and laminae of the iron renders it peculiarly susceptible to the corrosive actions of the acids present to a greater or less extent in all waters, the result being manifested by grooving or channelling and fracture along the

URING the fiftieth year of the AMERICAN RAILROAD JOURNAL, changes e occurred in its management and its eral make-up which start it off in second half century with additional proved and made of more interest. It is not intended to omit from the paper any ength and with new features that give information for which in the past it has somewhat broader character than it aimed at in the past. Since the pabeen especially valued, but rather to give such and additional information in I was first started, in 1831, there have more desirable form. With this end in en remarkably few changes in its man-view much of the tabulated matter, when ement, one of the parties now conit appears hereafter, will be published in ted with it having been interested in paper from its earliest days, and supplementary form from time to time. ch of the time its sole proprietor. A THE AMERICAN RAILROAD JOURNAL ir ago a company was formed for the started with the first one hundred miles rpose of extending the field of the of railroad in this country, and has seen , and during that time plans have the number of miles increased to nearly en developed which, with others just one thousand times as many. Growing angle of the flange caused by the combined arted under most favorable circum-up with our vast railroad system, the action of grooving, and the " working" caused nces, will doubtless result in making paper has ever aimed to be a faithful by variations of pressure and contraction and › coming years of the JOURNAL even chronicler of the important events in its expansion.—The Locomotive. re prosperous and useful than the development, and into this aim has been st years of successful labor have put so much of honest work that there oved. is to-day no more complete history of Within the past few weeks the com- railroading in this country to be found ny having the proprietorship of the than is furnished by the files of the JOUR- East Tennessee, Virginia and Georgia Railroad The appreciation which this work Company, G. W. Tyler, President of the Norper has been greatly strengthened by NAL. e accession of new parties identified has met with is shown by the position it folk and Western Railroad Company, and F. J. th one of the largest commercial and has earned for itself, not only among Kimball, President of the Shenandoah Valley anufacturing houses of the city, who American capitalists, but among foreign which unites permanently these properties Railroad Company, embracing in all 2, 138 miles, ing to the paper, in addition to capital, banking houses, especially in Great under the name of the Virginia, Tennessee practical experience in newspaper Britain and Germany, and by the fact and Georgia Air Line, President E. W. Cole ork and business connections, which that authorities like Herapath's Railway and President F. J. Kimball constituting an ill naturally place before the paper new Journal, of London, and Chambers' En-executive committee for the whole line, who alds for its future occupancy and de- cyclopædia recommend it as an outspoken The united lines penetrate seven States, to wit elopment. The JOURNAL, standing as it journal and a valuable work for refer-Tennessee, Alabama, Mississippi, Georgia, oes in the position of the oldest railroad ence. With perfect freedom from all Kentucky, North Carolina and Virginia, with

Virginia, Tennessee and Georgia Air
Line Railroad.

A contract was signed in this city on the 28th ult. between E. W. Cole, President of the

have appointed Henry Fink general manager.

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THE Directors of the Portsmouth and Concord Railroad Company, elected on the 6th inst., are: Stephen Kenrick, Franklin; Samuel N. Bell, Manchester; Benjamin F. Martin, Manchester; Joseph B. Walker, Concord; Walter M. Parker, Manchester; John J. Pickering, Portsmouth; John J. Bell, Exeter. The Treasurer reported $1,582.90 on hand. The road is operated under a lease by the Concord Railroad Company.

THE certificate of incorporation of the Cumberland, Washington and New York Railroad Company was filed at the Executive Department, Annapolis, Md., on the 5th inst. The termini are at Cumberland, in Allegany County, Md., and at Washington and Point Lookout. The capital stock is fixed at $5,000,000. The incorporators are S. Taylor Suit, Sidney S. Wales and George W. Dimmock, of Prince George's County, Md., and William J. Muntagle and James Read, of New York.

miles, and is of standard gauge. It begins on Grand chief conductor, C. S. Wheaton, Elmi-a
the east bank of the Missouri River, opposite assistant grand chief conductor, P. E. Fitz-
Brownsville, Neb., and runs thence in an east- gerald, St. Louis; grand secretary and tras-
erly direction by the way of Rockport, in Atch-urer, W. P. Daniels, Cedar Rapids; grand se-
ison County, through Atchison and Nodaway nior conductor, S. H. Detories, Toronto; grand
counties, to a point at or near Burlington junc-junior conductor, W. L. Dunn, Scranton; grand
tion.
inside sentinel, W. H. George, Houston, Tex;

THE People's Railway Company of Spring- grand outside sentinel, W. A. Webster, St.
field, Mo., has been incorporated by the Secre- Thomas, Ont.; executive committee, C. B. Ask-
retary of State, with a capital of $4,000. ton, Council Bluffs; H. S. Chapman, Buffalo,"
This is a street horse railroad, and will run
from Springfield to North Springfield. The
shareholders are Messrs. Shepherd, McAfee,
Cravens and Massey, of Springfield.

The Coal Trade.

The leading coal carrying companies make ARTICLES of consolidation have been filed of the following reports of their tonnage for the the following railroad companies: Chicago and week ending October 1, and for the year to West Michigan Railroad Company; Grand same date, compared with their respective Rapids, Newaygo and Lake Shore Railroad amounts carried to the same date last year: Company; Grand Haven Railroad Company and the Indiana and Michigan Railroad Company-the new company taking the name of Chicago and West Michigan Railroad Company; capital stock $600,000, with directory headed by Nathaniel Thayer, Secretary.

Personal.

THE Brotherhood of Locomotive Engineers will hold its annual convention at Baltimore, Md., on the 19th inst. The headquarters will be at the Carrollton House, but the meetings will be held at Grand Army Hall. Most of the roads will pass the delegates and their wives to and from the convention on presentation of proper credentials.

Week. 1881. 1 159,871 6,452,757 5,684 47 ..... 14,257 444,395 86,914 4,625,602 3,657,74 81,952 3,118.865 2,527.424 23,407 806,402 647

Reading Railroad..
Schuylkill Canal..
Lehigh Valley.
Delaware, Lackawanna and
Shamokin..

Western..

8.46 31,907 1,010,975 8913 70,238 2,639,763 2,10,42

Central R. R. of New Jersey 85,090 3,208,623-264.22
United R. R. of New Jersey 28,126 1,147,512
Pennsylvania Coal.....
Delaware and Hudson Canal
Huntingdon and Broad Top
Mountain

Penn. and New York.
Clearfield, Pa...

11,346 394,569 $250!

1,187,522 880,lil 1,743,651 1,14

the regions for the week ending Oct. 1, as The total tonnage of a thracite coal from all reported by the several carrying companies, amounted to 541,435 tons, against 535.962 ton. in the corresponding week last year, an increas SAMUEL ABBOTT has been elected President of 5,473 tons. The total amount of anthracite and D. W. C. Clement Secretary of the Salem mined for the year is 20,528,249 tons, against (N. J.) Railroad Company. The Directors are: THE National Board of Steam Navigation, re- 16,819,922 tons for the same period last year, D. W. C. Clement, Samuel Abbott, Charles E. cently in session at Washington, appointed an increase of 3,708,327 tons. No reports of Elmer, Joseph N. Dubois, Richard Grier, delegates to the Mississippi River Improve- bituminous coal shipments have been received, Strickland Kneass, Coleman F. Leaming, Thos. ment Convention, which meets on the 20th excepting those of the Cumberland regi a Sinnickson, Jr., Samuel Prior, William J. Se-inst., at St. Louis, Mo. Officers were elected noted below. The total amount of bituminwell, Josiah Wister, T. Jones Yorke and Quin- for the ensuing year, as follows: President, E. ous mined for the year is 3,554,060 tons, against ton Keasby. The road is to be extended across W. Gould, St. Louis, Mo.; First Vice-Presi- 3,156,693 tons for the corresponding perial Salem Creek to East Griffith street in the city. dent, R. H. Wooltolk, Louisville, Ky.; Second last year, an increase of 397,367 tons. The THE following gentlemen have been elected Vice-President, J. B. Coyle, Portland, Me.; total tonnage for the coal year is 24,062 317) Directors of the Nevada and Oregon Railroad Third Vice-President, J. N. Bofinger, St. Louis, tons, against 19,976,615 tons to same date last Company to fill vacancies: C. A. Bragg, G. L. Mo.; Secretary, B. S. Osborn, New York; year, an increase of 4,105,694, tons. The quanWoods, W. D. Balch, S. C. Scoville, F. F. Fow- Treasurer, F. W. Nickerson, Boston, Mass. tity of coal and coke carried over the Pennler, A. H. Manning and H. J. McMurray. WILLIAM A. BALDWIN has been appointed sylvania Railroad for the week ending October Manager of the Pennsylvania Railroad. The was 158,302 tons, of which 118,631 toto nge office is a new one, and the duties are of a coal and 39,671 tons coke. The total dato character which will greatly relieve General for the year thus far has been 6,708,601 199 Manager Thomson, of the Pennsylvania Buil- of which 4,911,074 tons were coal and 1.77road, trd General Manager Caldwell, of the 527 tons coke. These figures embrace all th Pittsburg, Cincinnati and St. Louis lines, Over coal and coke carried over the road east stud which his authority will also extend.

ARTICLES of incorporation were filed on the 7th inst. in the office of the Secretary of State of Illinois of the Neoga and Southeastern Railroad Company. The incorporators and first board of Directors are: Tracy Kingman, S. F. Wilson, W. W. Whitney, W. B. Phillips, D. W. Ragsdale, P. Welshimer, Cyrus D. Greene, M. Votaw, G. W. Albin, H. C. Marshall, F. D.

MR. JAY GOULD has been elected a Director

1

west. The shipments of bit uminous coal from the mines of the Cumberland coal region dr

Vons, Henry A. Aldrich and W. H. Singer, all of the National Stock Yards at East St. Louis, ing the week ended October 1 were 467

of Neoga. The capital of the company is $200,000. It is proposed to construct a railroad

Ar the Autumn meeting of the Iron and Steel

tons, and for the year to that date 1.543.545 tons, a decrease of 17,537 tons as compared with

from the village of Neoga, in Cumberland Institute, London, on the 11th inst., Capt. D. the corresponding period of last year. The con

County, through the County of Cumberland N. Jones, of Pittsburg, read a paper on the

to a point where said railway shall join or in

eastern Railroad.

The Missouri Northern Railroad Company

was carried to tidewater as follows: Baltin

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and into the counties of Effingham and Jasper, manufacture of steel and steel rails in America. and Ohio Railroad-week, 29. 635 tons; year, 1,tersect the Springfield, Effingham and South- Trustees of the Peabody Educational Fund in 726 tons; Chesapeake and Ohio Canal-week A. J. DREXEL has been elected one of the 000,019 tons; increase compared with 188), 77place of George W. Riggs, deceased. Among 13,304 tons; year, 333,273 tons; decrease co has been incorporated, with a capital of $600,- Hayes, Hon. Hamilton Fish, Hon. William M. Railroad-week, 6,677 tons; year, 209,049 tots. increase compared with 1880, 38,159 tons. I: Johnson and Broady, of Brownsville, Neb. The meetin at Buffalo, N. Y., on the 7th inst. The 48,500 tons were sent to and 51,000 tons shipRockport, Mo., and Messrs. Carson, Bailey, Conductors concluded their fourteenth annual ing October 8th, was 183,000 tons, of whit THE Grand Division of the Order of Railway Reading Railroad shipment for last week, endthe officers for the ensuing year: ped from Port Richmond, and 16,000 tons sen!

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600 00 538 00 58,750 00 172 69 77,050 00 18,915 52 550,550 00 113,289 57 438,350 00 8,045 52

Decrease of debt during the month..... Decrease of debt since June 30, 1881....

$17,483,641 66 $41,742,886 21 BONDS ISSUED TO THE PACIFIC RAILROAD COMPANIES, INTEREST PAYABLE IN LAWFUL MONEY.

Total entered at port $9,781,789 $10,112,286 $10,818,275 The Imports of Foreign Dry Goods at New York for nine months from January 1 were:

ENTERED FOR CONSUMPTION. 1879.

Manufs. of cotton

390,150 00

191,000 00 3,272,750 00 215,563 00 149,950 00 5,607 43

Amount Outstanding. Central Pacific bonds, 1862-64 $25,885,120 00 1,245,000 00 209,512 16 Kansas Pacific bonds, 1862-64 6,303,000 00 Union Pacific bonds, 1862-64 27,236,512 00 27,660 57 Cent. Branch Union Pacific bonds, 1862-64.. 834 00 West'n Pacific Bonds, 1862.64 Sioux City & Pacific bonds, 1862-64...

Totals...

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5 per cent. Consol. bonds, 1865, called..

per cent. Consol. bonds, 1867, called..

5 per cent. Consol. bonds, 1868, called..

per cent. loan, Feb. 8, 1861, matured Dec. 31, 1880.

5 per cent. funded loan, 1881, called..

Oregon War Debt, March 2, 1881, matured July 1, 1881. per cent loan of July 17 and Aug. 5, 1861, matured June 30, 1881...

6 per cent. loan of March 3, 1863, matured June 30, 1881. 1-10 to 6 per cent. Treasury notes, prior to 1846.

1-10 to 6 per cent. Treasury notes, 1846...

6 per ct. Treasury notes, 1847.

3 to 6 per cent. Treasury notes, 1857.

6 per ct. Treasury notes, 1861. 73-10 per cent. 3 years' Treasury notes, 1861..

5 per cent. 1 year notes, 1863.. 5 per cent. 2 year notes, 1863.

6 per ct. compound interest notes, 1863-64....

73-10 per cent. 3 years' Treasury notes, 1864-65..

6 per cent. certificates of indebtedness, 1862-63..

4 to 6 per cent. temporary loan, 1864..

3

per cent. certificates, called. Aggregated of debt on which Interest has ceased since maturity....

1,600,000 00 1,970,560 00 29,558 40 1,628,320 00 24,424 80 $64,623,512 00 $969,352 68 Interest paid by the United States, $51,467,272 02; interest repaid by transportation of mails, &c., $14,486,125 84; interest repaid by cash payments: 5 per cent. net earnings, $655,198 87; balance of interest paid by United States, $36,325,947 31.

The foregoing is a correct statement of the public debt, as appears from the books and Treasurer's returns in the Department at the close of business, September 30, 1881. H. F. FRENCH,

Acting Secretary of the Treasury.

Northern Central Railway.

The following is a comparative statement of 228,690 00 46,633 49 the gross earnings, operating expenses, and net earnings of the Northern Central Railway for the month of August

141,600 00 4,000 00 2,960 00 5,000 00

4,891 61 253 48

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$10,039,595 26 $764,590 30

DEBT BEARING NO INTEREST.
$60,040 00

Demand notes, 1861-62........

Legal tender notes, 1862-63.... 346,681,016 00

Silver certificates, 1878.

Certificates of Deposit.

Coin certificates, 1863..

Unclaimed interest.

currency, 1862,

Fractional

1863 and 1864 $15,474,440 02

Less amount es

timated as lost

or destroyed,

act of June,

21, 1879..... 8,375,934 00

Aggregate of ebt bearing no interest..

8,315,000 00

5,248,920 00

64,149,910 00

7,098,506 02

Net earnings........

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-showing an increase in earnings of $44,085 01, with an increase in expenses of $72,706 83, making a decrease in the net earnings of $28,

621 82.

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Total ent. at port. 72,146,732 100,800,769 87,840,285

Cincinnati Iron Market.

OFFICE OF E. L. HARPER & Co.

Cincinnati, Oct. 11, 1881. The demand is good, stocks light and prices firm at the following quotations.

FOUNDRY.

No.

Hanging Rock Charcoal... Strong Neutral Coke.. American Scotch...

$3,120,012 24 Neutral Coke..... 2,146,816 42 Cold Short

Gross earnings....
Operating expenses..
Net earnings...
-showing an increase in earnings of $480,675

$1,198,059 76

$973,195 82

GREY FORGE.

Mos.

.1 26 50@27 50 4 ..1 23 50@24 50 4 ..1 22 50@23 50 4

.21 00@22 50 4 ..20 00@21 50

CAR WHEEL AND MALLEABLE.

Hanging Rock Cold Blast..
Warm Blast..
Lake Superior 1 and 2..
Southern Car Wheel.

70, in expenses of $255,811 76, and in net earn-Lake Superior 3 to 6.

$431,553,392 02 $7,256 51 ings of $224,863 94.

...36 00@38 00 4 .30 00@32 00 4 .32 00@33 00 4 ..34 00@36 00 4 .34 00@35 00

Accrued Interest not paid.

Manufs, of silk....

Manufs. of wool... $12,070,309 12,722,723 19,521,754 24,423,895

1880. $16,431,409 18,038,103 17,150,507

1881. $14,552,410

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$388,276 80 94,545 00

Total entered for

408,547 68

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