called the Dresden porcelain-that exquisite pottery of which the world has never seen its like was produced for two hundred years by a process so secret that neither the bribery of princes nor the garrulity of the operatives revealed it. Other discoveries have been less successfully guarded, fortunately for the world. The m nufacture of tinware in England originated in a stolen secret. Few of our readers need be informed that tinware is simply thin iron, plated with tin by being dipped into the molten metal. In theory, it is an easy matter to clean the surface of iron, dip it into a bath of boiling tin, re move it enveloped with a silvery metal to a place of cooling. In practice, however, the process is one of the most difficult in the arts. It was discovered in Holland, and guarded from publicity with the utmost vigilance for more than half a century. England tried in vain to discover the secret, until James Sherman, a Cornish miner, insinuated himself master of the secret, and brought it home. The secret of manufacturing cast steel was also stealthily obtained, and is now within the reach of all artizans. Accident Insurance-Accidental Death. ENGLISH HIGH COURT OF JUSTICE, QUEEN'S BENCH DIVISION, JUNE 22, 1881. L. T. Rep. (N. S.) 25. An accident insurance policy provided thus: "This policy insures payment only in case of injuries accidentally occurring from material and external cause operating upon the persou of the insured, where such accidental injury is the direct and sole cause of death to the insured, but it does not insure in case of death arising from fits, or any disease whatever, arising before or at the time, or following such accidental injury (whether consequent upon 3uch accidental of such death satisfactorily to the directors of words which appeared to me to be strongly in or any disease whatsoever," which are defining words, have received a judicial interpretation in Winspear's case, and so far as that part of the present case is concerned, are identical with those in Wispear's case, where it was held that the death arose not from the fit, but from the drowning So here the death arose from the accident of the engine passing over the man and so d stroying him, and not from the fit having caused him to fall on the rail. I think the present While the policy was still in force, namely, on the 26th February, 1870, the insured, being at a railway station, was taken suddenly ill and fell forward in a fit off the platform on to the railway, and a locomotive engine with empty carriages, which was at that moment going through the station, passed over the neck and body of the insured, and instantly killed him. The falling forward of the insured off the plat-case is governed by the case in the Court of Apform was in consequence of his being seized peal, and the plaintiff is entitled to our jad with a fit or sudden illness, and but for such fit or illness he would not have suffered injury or death as before mentioned. The question for the opinion of the court was, whether the death of the insured happen ment. WILLIAMS, J. I also am clearly of opinion that the plaintiff is entitled to recover in this action. and I desire to put my decision upon principle, and not upon the cases which have been quoted. Now the question here is whether, upon the injury or not, and whether causing such death or dis- ing under these circumstances was caused in true construction of this true proviso, this is a ability directly or jointly with such accidental in such a manner as to entitle the plaintiff, as ad- that the death of insured was not within the provis-ment I had considerable doubt as to the true ion of the policy, and the insurance company were policy. SPECIAL case stated by order of a master, of which the following are the material facts: The action was brought by the adminstrator of James Lawrence, deceased, to recover 10001, being the full amount of a policy of insurance against accidental injury effected on the 10th February, 1873, by the deceased with the de case of death arising from a fit. It seems to me that the first maxim of Lord Bacon is directly in point, in which it is said that “it causes, and their impulsions one of another; were infinite for the law to judge the causes of therefor it contenteth itself with the immediate sure that, but for Winspear's case, I should not cause, and judgeth of acts by that, without be of opinion that the defendants were protect-looking to any further degree." Applying that ed by the clause. I think, however, that the maxim to the words of this proviso, we st legitimate effect of that decision is to make the look to the immediate and proximate cause of cause plain; and if that decision be correct, the death, and that would be the injury caused by facts in this case do not constitute a defense so the engine passing over the deceased. I thin as to prevent the plaintiff from recovering in that the true meaning of this proviso is that if this action. The facts are these: The deceased, the death arose from a fit, then the company while standing on a railway platform, was sud- would not be liable, but it is essential to that denly seized with a fit, which caused him to construction that it must be made out that the icy witnesseth that the said Accident Insur- motive engine, which at that moment was going death. I put my decision on the broad gra Now therefore this pol- fall off the platform on to the line, and a loco-fit was the immediate and proximate cause of ance Company, Limited, doth hereby agree through the station, passed over his neck and that death in this case did not arise from th that if at any time before the expiration of one | body, and instantly killed him. Now the im-fit, but from that which happened afterward year from the date of this policy, or if at any mediate cause is not at all to be disputed, for if and the plaintiff is therefore entitled to our fendant company. The policy in question proceeded so far as material as follows: "" time hereafter during his life, while the insured shall at the expiration of each year from the date when this policy is renewable pay the premium above specified, or any increased or decreased premium agreed to be received by the directors in consequence of change of oc the deceased had not been on the platform, and THE Rabun Gap Short Line Railway Comseveral events which oc- road Company of Georgia have pany of North Carolina and the Clayton Rail been consoli cupation or otherwise, the said insured shall casioned his death, or whether it was, within dated under the name of the Rabun Gap Rail sustain any personal injury caused by accidental the meaning of this proviso, a thing which way Company. The whole line extends from and external violence, within the meaning of would prevent the policy from attaching. In Knoxville to Lula, on the Atlanta and Charte this policy and the conditions hereto, and the direct effects of such injuries shall occasion his death within three calendar months from the Winspear's case, where a man who was fording a Air Line Road. happening thereof, then the frauds and prop- was decided that the fit was not the cause of phis and Vicksburg Railroad Company healin AT a meeting of the stockholders of the Mer the full sum hereby assured (being the sum of case, although not quite identical, is very like was adopted looking to the consolidation erty of the company shall be subject to pay death within the meaning of the policy. That Vicksburg, Miss., on the 20th ult arsti 1000) to the legal representatives of the insured within three calendar months after of the present one. different to the The policy here is somewhat that company with the Tennessee Railroad Co Purchases for the AMERICAN RAILROAD JOURNAL CO. are Treasurer; and the Company will not be responsible for Payments for advertising and subscriptions should be uthorized only by the written order of Geo. F. Swain, he payment of bills unless accompanied by such order. nade by check payable to order of the Treasurer. BRANCH OFFICE : 53 Devonshire St., Boston, Mass. Mr. FREDERIC ALGAR, Nos. 11 and 12 Clements Lane, zed European Agent for the JOURNAL. New York, Saturday, November 5, 1881. Mail Matter. THE OUTLOOK FOR THE COAL will not exceed the current needs. great extent, the probability being that fluences of speculation and of contraction may ous years. The present year of general ROUTES. business activity has given an impetus to THE RAILROADS AND THE WATER all manufacturing industries, and pushing THE work is witnessed not only in such enter- HE war of freight rates which has prises as railroad construction, but in been waged so bitterly of late by building generally, the number of build- the leading trunk lines has brought to the ings, especially for manufacturing and front, among other facts, the one that waLombard Street, London, E. C., England, is the author commercial purposes, going up through- ter routes are becoming more important out the country being almost unprece- factors in the transportation question than dented. The field for the use of both coal has been generally recognized, and that a Entered at the Post Office at New York City as Second-Class and iron has grown rapidly of late, and is powerful check as well as a stimulant is extending continually. The increase in provided by these growing competitors. the demand for iron in the Southwest and At a first glance it may appear that the South has been very conspicuous during rate-cutting was the result chiefly of THE condition of the coal and iron the past year, and the interest taken in an antagonistic feeling among railtrades is unusually strong this fall, the great Atlanta exhibition is a prophecy road managers, or a rivalry confined and the outlook for the coming year in of still further development in Southern to themselves. But when the great activthese departments of trade indicates a pe- enterprises. ity which has been witnessed in water riod of prosperity that has not been equal- To meet the increasing demand,the coal transportation this year is taken into conled for several years. In fact, it would and iron trades were never in better con- sideration, especially that activity wit seem, from the present activity in man- dition than now, as to facilities and valua- nessed among the grain-carrying boats of ufacturing enterprises, that a period of ble experience obtained in late years. the Mississippi, it may safely be concludfavorable business that might extend These trades have witnessed many ups ed that the rate-cutting, instead of being through several years had been fairly en- and downs during the past few years, and the result of rivalry among railroad mantered upon. The vast amount of railroad have passed through very trying circum-agers, was the natural result of a necessiconstruction that has been under way for stances, which, while they have been ac- ty forced upon them. A reduction of the past year has created a demand for companied with unfortunate results in rates was inevitable; the cutting of rates iron and steel that is not likely to be per- many directions, have after all developed was but a natural way of meeting the inmanently abated in the near future, certain business facts that required just evitable, or, perhaps, a forced result of it. though it may receive temporary checks. such conditions and experiences to show The opening and extending of water The activity in the manufacture of iron the necessity of their existence being rec- routes in Canada, the improvements of and steel necessarily creates a proportion-ognized as features to be embodied in the Mississippi called for, the reduction ate demand for coal. Reports from the rules that should influence future opera- of canal tolls, and the other measures uncoal trade indicate an inability on the part tions. At present the causes which seem dertaken or advocated for developing waof the dealers,of late,to fill the orders that to give activity to both the coal and iron ter routes, must of necessity have a decidhave been coming in liberally upon them, trades are such as are consistent with ed effect upon transportation matters and notwithstanding that the production is well-balanced conditions of supply and the changing of grain centers or shipestimated to be between three and four demand; and while there must always be ping points. While the public is greatly million tons more than last year. The more or less of the speculative movement benefitted by this competition between scarcity of water alone doubtless has pre- in these trades, the markets appear at railroads and water routes, the railroads vented a much larger production. Should present to be affected by it to no alarming are not so much injured by it as might be that the end of the serious drouth extent.. If the natural workings of the supposed. The competition is a stronger there is little reason to suppose regulator found in the laws of supply and and safer regulator than could be providthat the supply of coal would be suffi- demand can be maintained, and are allowed by governmental restrictions. The ciently increased as to move prices to any ed to govern operations as free from in- benefit which the railroads derive from it it prove had come, running trains on the Third avenue line direct Seidell, David Tydig, H. C. Hepburn and G. L. to the ferries without the transfer which is Clark, Providence, R. I. The officers are: THE fellowing is a list of the Directors of the will, when the change is made, be vastly in- Massachusetts Central Railroad Company, recreased. The Second avenue line will practi-cently elected; George S. Boutwell of Boston, Charles A. Cutting of Wayland, J. Edwin Smith cally end at Chatham square, and its of Worcester, Lewis J. Dudley of Northampton, gers will be the ones who will then be compelled to make the transfer. Organization. passen Franklin Bonnie of Hadley, Henry F. Hills of is by no means a small one, for it has stimulated them to attain the utmost per made necessary by the existing condition of President, Sheldon Collins; vice president, H. fection of railroad working; and the ex-affairs. The bulk of the travel northward C. Hepburn; treasurer, C. V. Slidell; secretary, perience of the past year has improved from the ferries goes by way of Third avenue, Thomas N. Browne. their working condition for inaintaining and the convenience of travelers by this line supremacy in the carrying trade. TRAVELING by rail has become so necessary and so universal in the United States that accident insurance companies have sprung up in different States, some of which, notably the Travelers Insurance Company, of Hartford, have found great favor among railroad men. Two decisions have arisen in our own courts upon the construction of accident policies, but England has had several cases which are of interest to persons holding accident policies. The latest though not the leading case is, "Lawrence v. Accidental Insurance Co., 72. B. D. 216," an abstract of which we cite elsewhere. The insured, while at a railway station, was seized with a fit and fell off the platform across the railroad, and was run over and killed by a passing train. The policy provided that there was no insurance in Amherst, Silas Seymour of New York; Luke Lyman of Northampton, William A. Dickinson of Amherst, James W. Rollins of Boston, GinTHE directors of the Danbury and Norwalk ery Twichell of Brookline, and William T. ParRailroad Company, recently elected, are: Ros-ker of Boston. Geo. S. Boutwell was re-elected well P. Flower, New York; Orin Benedict, president of the company. Bethel; Edgar S. Tweedy, Lucius P. Hoyt, Nathan M. George, Danbury; James W. Hyatt, F. St. John Lockwood, Norwalk; Edwin Sherwood, Southport; Henry McHarg, New York. case of death arising from fits or any disease," arising before or at the time or following such accidental injury (whether consequent upon such accidental injury or not, and whether causing such death or disability directly or jointly with such accidental injury "). Held, a death by accident, and not from fits or disease. An important change has been made in the running of trains on the Metropolitan Elevated Railway, and one, it is said, which is calculated to give general satisfaction. Hitherto, Ar the annual meeting of the stockholders N. W. Pierce and Levi C. Wade of Boston were Moore of Sandusky, secretary. THE Directors of the Boston, Winthrop and THE directors of the Louisville, Cincinnati ARTICLES of association of the New York and Council Bluffs Railway Company were filed with the secretary of State of Indiana on the 17th ult. The main road crosses the State at or near the 41st parallel, and a branch beginning in the southeast corner of Adams county passes. through Adams, Wells, Huntington, Wabash and Miami counties, going a total length in the State of 230 miles. The capital stock is $5,000,000. Directors: Isaac B. Hymer, Terre Haute; Albert L. Rice, New York; Ezra Hoseal and Charles Thiers, Brooklyn: Johnson M. Bugge, John H. Shively and David T. Kesshe, North Manchester. Incorporation. ARTICLES of incorporation of the New York, St. Louis and Chicago Railway Company were filed on the 24th ult. in the office of the Secre tary of State of Illinois. The capital stock is $5,000,000, and the incorporators and directors are C. R. Cummings, William B. Howard, George A. Ives, all of Chicago; C. S. Brice of Lima, Ohio, and James E. Neal of Hamilton, Ohio. The officers are C. R. Cummings, pres ident; C. S. Brice vice president, and James E Neal, secretary and treasurer. It is proposed to construct a railroad from a point on the la diana and Illinois state line one mile south of the northeast corner of the township of Thornton, in Cook county, to a point on the north line of said county, at the northeast corner of Northfield township, and passing through said county of Cook. A COMPANY has been incorporated in Teras to or at least until the first of this month, no son: S. S. Eastwood was elected treasurer. On build a railroad to run from Dallas, in a southtrains have been run on that line after mid- and after November 1 this road will be operated erly direction to the Rio Grande River. The night, and its down-town terminus has been as a part of the system of the Louisville and company has a right to operate a telegraphi at the Rector street station. In future, how-Nashville Railroad Company. ever, trains will be run all night at intervals of twenty minutes after midnight, and the nia and Ohio Railroad Company, elected on the alongside its tracks, and to do an express ban ness on its own road. The amount of capit THE Directors of the New York, Pennsylva- is placed at $750,000. The following are the names and residences of the incorporaters. southern terminus of the road will be South 28th ult., are: S. L. Mather, H. Upson, P. D. John W. Forney, Samuel J. Randall, W. H Ferry, the rails to which from Rector street were laid last winter. A bridge will be Cooper, J. T. Clark, John Tod, Jarvis M. Brady, Frank Sinck, Thomas T. Everett, W of Pennsylvania, of Texas. The thrown across New Church street to enable W. McFarland, Thomas Warnock, Robert Har- Charles H. Cole, J. W. Throckmorton, W K passengers by the down trains to cross to the ris, W. W. Scarborough and W. J. McKinnie. Walton and C. C. Slaughter, east side of the street and so avoid the crowd-Clark, vice president, and P. D. Cooper, gen- Forney, Samuel J. Randall and W. W. Re The officers are: J. M. Adams, president; J. T. following are the board of directors: John W eral manager. of Pennsylvania; Charles H. Cole, W. M ed thoroughfare at that point. On the east side an improvement, which was projected long ago, and which General Manager Hain ticut Air Line Railway Company, elected on the THE Directors of the New York and Connec-ton and C. C. Slaughter, of Texas. says will be carried out in good time, is the 28th ult., are: J. D. Mowry, Norwalk; B. A. THE Turner's Falls extension of the New erection of a structure in Chatham square by Sands, F. W. Ford, Sheldon Collins, H. Walter Haven and Northampton Railroad co which will be rendered practicable th n of Webb, W. F. Black, Thomas N. Browne, C. V. pleted and opened for business on the stat Consolidation. company, $1,340,000; to the holders of St. Fran- has declared a dividend of four per cent, pay- McLaughlin and Saw Mill Run and the The directors of the consolidated com are: Jacob Henrici, of Economy; Roger ey, Edward Gregg, Edwin H. Stowe, O. zaife, of Allegheny; John Reeves, Henry of Beaver; J. E. Schwartz, C. Reisinger, -Hubbell, J. K. P. Duff, and John G. Connell, of Pittsburg. The officers are: - Schwartz; vice president, Henry Hice; tary, Fred. B. Hubbell. The stock in the company is held by those who were stockers in the two old ones, the stock of the tiers and Mansfield Valley going in at 000, and that of the McLaughlins and Saw Run at $60,000. Mt. Carmel, Ind., on the 20th ult., the holders of the Louisville, New Albany and Louis Railroad agreed to consolidate with Evansville, Rockport and Eastern Railroad. officers of the air line were elected for the olidated road, and William H. Eilman, W. esbit, of Evansville, and H. B. Hanson, of toga, were added to the board of directors. consolidation of the Westchester and adelphia and Baltimore Central Railroads er the title of the last named company took et on the 1st inst. Both roads are coned by the Pennsylvania Railroad Company the consolidation is made for convenience peration. They will be known in the oping department as the Central Division of Philadelphia, Wilmington and Baltimore lroad. Personal. THE Boston and Maine railroad company have declared a semi-annual dividend of $4 per share, payable November 15. A General Manager's Car. THE new official car recently completed at the Detroit shops of the Pullman Palace Car Company for the use of the General Manager of the St. Louis and San Francisco Railway arrived at its destination from Chicago on the A. B. HARRIS, of Springfield, Mass., has been 22d inst. It is said to be one of the most elected President of the Vermont Valley Rail-complete official cars ever turned out by the road Company, vice Gouverneur Morris, re- Pullman Co. Its length is 55 feet besides the signed. Oscar Edwards, of Northampton, platform. It has twelve paper wheels, and is Mass., and Hugh Henry, of Chester, Vt., were equipped with the automatic air-brake and elected to fill vacancies in the board of direc-with the Miller platforms and couplings, etc. tors. James H. Williams, of Bellows Falls, The inside wood finish of the car is all mahogVt., was elected secretary and treasurer, in the any. In the front end of the car are the place of his father. kitchen, china closets, ice-chests, toilet-room, and Baker's heater, which latter beats the car. Then comes four full sections of Pullman's standard sleeping-berths. The center THE President has appointed Joseph K. Mc- pancy of the office will continue until it is per- Ex of the car is taken up by the general manager's private room, which can be used as an THE officers of the Washington, D. C., office and sleeping-apartment. Adjoining this change, elected on the 2d inst., are: George H. room is a toilet-room. The rear end of the B. White, President; H. D. Cooke, Vice-Presi- car, 12 feet long, is known as the "observadent; J. B. Kerr, Treasurer; A. E. Bateman, tion-room," having two end windows extendSecretary.; standing committee, D. W. Middle-ing down to the floor. ton, C. S. Bradley and H. C. Offley. Interest and Dividends. THE Evansville and Terre Haute railroad company have declared a semi-annual dividend of two per cent, payable November 5, at the Farmers' Loan and Trust Company. The directors of the Pennsylvania railroad RTICLES of consolidation of the Toledo, Del- THE Atchison, Topeka and Santa Fe railroad HERE were filed in the office of the Secre- The Iron Steamboat company have declared vember 15. d the preferred stock of the Cairo and Vin- THE New York, Providence and Boston railnnes, appropriates to the holders thereof road company have declared a quarterly divi The name given to the new car by Captain Rogers is "Wyandotte," which is handsomely lettered on both sides of the exterior of the car. THE Chicago, Burlington and Quincy Railroad Company is building its extension of the Burlington and Missouri River Railroad in Nebraska to Denver at the rate of one mile per day. The first hundred miles is graded, and track is laid forty-five miles west of Indianola, the former terminus, and trains are running to Culbertson, thirty miles beyond Indianola. The entire distance from Indianola to Denver is 250 miles, and 200 miles of this route is located and surveyed, and work on 100 miles of telegraph line has been begun. Trains will run into Denver next September. THE Supervising Inspector General of Steam vessels will recommend in his annual report that the tax upon steamboat officers be reduced in view of the increasing accumulation of funds each year in excess of the needs of the service. He says: "The aggregate surplus now lying idle in the Treasury unnecessarily collected from this source amounts to $649,320.35." THE Knoxville and Augusta Railway company has consolidated with the Rabun Gap Short Line Railway company and the Clayton Railroad company of Georgia, under the name of the Rabun Gap Railway company. The road is being built by the Richmond and Danville syndicate. THE extension of the Chesapeake and Ohio nds of the proposed new issue as follows: dend of two per cent, payable on the 10th inst. Railway to Newport News was opened on thouthe holders of the stock of the Danville THE Nashua and Lowell railroad corporation 18th ult. ad. 559,413 17 3,089,654 77 1,875,000 00 2,462,499 16 1,993 50 105,000 00 Unclaimed interest...... Aggregate of debt bear- $1,566,728,750 00 $9,457,701 35 4 to 6 per cent. old debt, 1837. 5 per cent. Mexican indemnity stock, 1846. 6 per cent. bonds, 1847. ....... Amount Outstanding. $57,665 00 $346,741,056 00 8,310,000 00 71,535,590 00 7,093,151 92 $433,679,797 92 7,256 51 $2,014,154,853 18 $12,340,584 94 Total debt, principal and interest to date, Interest due Gold and silver certificates. 213 06 2,945 00 U. S. notes held for redemption of cer- $2,041,671 15 8,311,000 00 144,493,448 88 1,104 91 371,850 00 26,027 05 174,000 00 7,800 00 7,596,850 00 208,564 72 142,950 00 7,084 50 8,507 32 1,600,000 00 6 per cent. Consol. bonds, 1865, called.. 6 per cent. Consol. bonds, 1867, called.. per cent. Consol. bonds, 1868, called.. 6 per cent. loan, Feb. 8, 1861, matured Dec. 31, 1880.. 5 per cent. funded loan 1881, called... Oregon War Debt, March 2, 6 per cent. loan of March 3, 6 per ct. Treasury notes, 1847. 6 per ct. Treasury notes, 1861. 7 3-10 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. 7 3-10 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.. Totals... Accrued Interest not paid. $517,702 40 544,730 24 32,000 00 32,566 40 $64,623,512 00 $1,292,470 24 The total tonnage of anthracite coal from all the regions for the week ending Oct. 22, as reported by the several carrying companies, amounted to 633,710 tons, against 659,768 tons in the corresponding week last year, a decrease of 26,058 tons. The total amount of anthracite mined for the year is 22,485,321 tons, against 18,519,691 tons for the same period last year, an increase of 3,965,630 tons. The quantity of bituminous coal sent to market for the week amounted to 108,999 tons, against 85,652 tons in the corresponding week of last year, an increase of 23,347 tons. The total amount of bituminous mined for the year is 4,018,540 tons, against 3,499,046 tons for the corresponding period last year, an increase of 519,494 tons. The total tonnage of all kinds of coal for the week is 742,700 tons, against 745,420 tons in 126,060 00 corresponding week last year, a decrease of 2,711 tons, and the total tonnage for the coal year is 26,503,861 tons, against 22,018,737 tons, same date last year, an increase of 485,425,124. The quantity of coal and coke carried over the Pennsylvania Railroad for the week ending October 22 was 181,658 tons, of which 144,895 tons were coal and 36,763 tons coke. The total tonnage for the year thus far has been 7,256,735 tons, of which 5,334,453 tons were coal and 1,922,282 tons coke. These figures embrace all the coal and coke carried over the road east and west. The shipments of bituTHE Missouri Pacific railroad has just put on minous coal from the mines of the Cumberland 99 00 two Pullman sleepers, built at the Pullman coal region during the week ended October shops, Detroit, which are a marvel in construc- 22 were 55,387 tons, and for the year to that tion, and not excelled in anything of the kind. date 1,710,226 tons, a decrease of 11,169 tons One is named "Hyperion" and the other Pros- as compared with the corresponding period of pero." Both are to run via Kansas City between last year. The coal was carried to tidewater as St. Louis and St. Joseph. Mr. Talmage, the follows: Baltimore and Ohio Railroad-week, General Manager, is much pleased with the 34,226 tons; year, 1,095,421 tons; increase compared with 1880, 64,582 tons; Chesapeake and They are elegantly lighted. The compa- Ohio Canal-week, 16,185 tons; year, 386,681 244 19 ny are building a line of hotel cars to run be- tons; decrease compared with 1880, 121,704 tween San Antonio and St. Louis this winter, tons. Pennsylvania Railroad-week, 4,736 tons; the through travel over that line promising to year, 226,100 tons; increase compared with Iss 44,108 tons. The Reading Railroad shipment for last week, ending October 29, was 186,500 It is reported semi-officially that the difficul- 45,000 tons shipped from Port Richmond, and tons, of which 42,200 tons were sent to and ties between the Texas and Southern Pacific 17,400 tons sent to and 16,300 tons shipped Interest paid by the United States, $51,467,272 02; interest repaid by transportation of mails, &c., $14,662,941 06; interest repaid by cash payments: 5 per cent. net earnings, $655,198 87; balance of interest paid by United States, $36,149,132 09. 67,198 50 1,547,750 00 6,000 00 206 00 16,300 00 364 50 1,104 43 1,784 80 226,920 00 46,290 11 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, October cars. H. F. FRENCH, Acting Secretary of the Treasury. Railroad Companies will soon be adjusted, and 7,256 51 that neither road will fulfill their threats--the former of building to San Francisco, and the latter to Galveston. THE incorporators of the Northern Aroostook and it was voted to locate the road at once from and is expected to meet the road from Galves some point of the European and North Ameri- ton and New Orleans near the mouth .$433,679,797 92 $7,256 51' can ilway-at Bancroft or Houlton. River next July, of Pecce |