V4.12

AMERICAN RAILROAD JOURNAL.

Hondcrsfin and Nashville Railroad.
At a meeting of the stockholders of the Ben-
tderson and Nashville railroad company, held at
?Me.disonville, Hopkins county Ky., on Monday
the 7th inst. Archibald Dixon,Alexander B. Bar-
rett, James Alves, John H. Lambert, E. D. Mc-
Bride, and Jackson McLain, of’ the county ot'Hen-
derson, P. M. Robinson, and John L. Wollolk, of
the county of I-Iopkins; Robert Torian, of the
county of Christian; and Elisha Sebree, of the
county of Todd, were elected directors, and the di-
rectors, and the directors unanimously elected Ar-
chibald Dixon, president, David Banks treasurer,
and C. M. Pcnnell secretary for the ensuing year.
Mind. River and Cincinnati, Hamilton
and Dayton. Railroad
We learn from the Cincinnati Gazette of yester-
day evening, that a joint arrangement between the
Mad River and the Cincinnati, Hamilton and Day-
ton railroad Companies, for running their roads in
connection with each other, upon such terms 01
union as cannot fail to conduce greatly to the inter-
-ests of both companies. This arrangement is simi-
lar to that existing betweeen the Little Miami and
Cleveland roads, which,says the Gazette, is “such
as the interests of both companies demand, and be-
ing made, must reduce largely the expenses, which
are requisite without it. Many thousands per year
have been saved to the companies hence to Cleve-
land, and many will be, on equivalentarrangements
hence to Sandusky. Besides the interests of the
public are better subservcd.”

[I7'mm the Newcastle Cor/.rz'e7‘.]
Cincinnati and Chicago Ru.ilroud!.

Judge Elliot and Mr. Holland, two of the com-
mittee appointed by our railroad board to visit Lo-
gansport, in connexion with Mr. Shoemaker, the
chief engineer, to select depot grounds and a proper
crossing of the Wabash river at that place, have
returned home, after placing matters in train for a
satisfactory adjustment of these diiiicult questions.
—-They represent to us that the work on the line at
the various points between here and Logansport is
progressing finely. The heavy jobs, what few
there are of them, will be finished this fall, and as
much of the light work as possible; but the great
portion of the road, is of so light and easy con-
struction. as to offer no impediment to an early
completion. From four to six hundred hands are
at work on this end of the line, and from the char-
actor of the contractors for go—ahead, and energy,
every assurance can be placed upon the fact of the
work being prosecuted as fast as may be desired
by the company.

From this place to Richmond the contractors are
going ahead nobly. We areinformed there are
now five hundred hands at work, and daily addi-
tions being made to the force. There can be no
mistake, we think, in the announcement we made
last week, that ten miles will be put in running or-
der this fall, in time to carry off the hog crop.

Mr. Coyner, who took the heavy work, crossing
the river west of here, last week, being the only
unlet section on the entire line of 107 miles, has
commenced active and vigorous operations; so
that we have now the pleasure of saying that the
whole line is under contract and every cantmctor at
work.

To show the estimate placed upon the import-
ance of this road, it is only necessary to state the
amouurof forty thousand dollars have been sub-
scribed in Cincinnati within the lastmonth——mak-
ing our stock subscribtion in that city over one hun-

dred thousand dollars, subscribed by the leading
business men of the city.

 

Comxnerce on the Lakes.

The editor of the Cleveland Herald, who has
been making a tour up the Lakes and the St. Law-
ren ce, from Cleveland eastward, furnishes his paper
with some very interesting facts in reference to the
commerce ofthese great water courses, some ex-
tracts from which we give below.

A brief sketch of Nlessrs. Crawford 65 Co’s Nor-
thern railroad line will illustrate the magnitude
and rapidly growing importance of one branch of
commerce through the Welland Canal. The line
was formed during the winter and spring of 1851
and was then called the Erie and Ontario line. It
consisted of six steam propellers, running to ports
on the western and north—western lakes in connex-
ion with the Ogdensburgh railroad, Vermont Cen-
tral, and Rutland and Burlington railroads from
Ogdensburgh to Boston, and em. lake Champlain,
Troy and Whitehall canals from Rouse’s Point to
New York.

This line was found to be inadequate to meet the
increasing demands of business, and the enterpris-
ing proprietors, Messrs Crawtord do Co., had built
during the last winter seven first class propellers
expressly for this trade. The line now consists of
twelve propellers, and the name has been changed
to Northern I‘€1llI‘O3Cl line. It is the most extensive
line of steam vessels now traversing the lakes,
giving constant employment to 250 men as ofliccrs
and crews. The propellers are especially adapted
to the transportation of freight, which can be trans-
ported to or irom either Boston or New York by
this route at lower rates, in less time, and in better
order, than by any other. But a single tranship-
ment is required between Boston and any lake port
from Buffalo to Chicago. The boats have also
good conveniences lor passengers, being fitted up
with comfortable upper deck cabins, with state
rooms.

Take the Michigan, one 01 the propellers forming
the Northern railroad line, as an illustration of this
class of steamers. Her dimensions arc: length oi
keel 138 feet, breadth of beam 24 feet 10 inches,
depth of hold 11 feet, and measuring 354 2 95 tons
burthen. She is capable 01 carrying 3,500 barrels
of flour, or 12,000 bushels of wheat, and has neat
upper deck cabins containing state rooms, with
every appurtenance necessary for the convenience
and comfort of passengers:-She is propelled by a
powerlul engine, cylinder 22 inch bore, with 3; feet
stroke, revolving a wheel 10 4 inches in diameter
'70 times per minute, and can run 9 to 10 miles per
hour, unaided by her sails. Capt. Wetmore is an
experienced, prudent seaman, and an obliging trust
worthy man.

Five of the new propellers of Messrs. Crawford
and Co’s line were built at Cleveland, and two at
Buffalo. Three of the engines were made in
Detroit, two at Cleveland, and two at Buffalo. Cost
or propellers about $13,000 each; ofengines $7,000
each. The average time required on a trip to Phi-
cago and back from Ogdensburg is 25 days. Dis-
tance round, nearly 2,800 miles.--Time to Cleve-
land and back from Ogdensburgh, from 9 to 12 days,
Distance sailed 800 miles.—'I‘he boats can make
eight trips to the upper lakes during the season,
and fifteen trips to Lake Erie. They will average
275 tons of merchandize up, and 3,000 barrels bulk
of produce down. The last trip up, the Michiga-rt
delivered 228 tons of merchandise at Detroit in 12
days from Boston and New York, notwithstanding
she first visited Cleveland, Toledo and Monroe,
and discharged considerable freight at each of these

or s.

The tolls on the Welland canal on merchandize
are——light, 90 cents per gross ton; heavy, 45 cents
per gross ton. Down freight, flour and other pro-
duce, 45 cents per gross ton. Average amount of
tolls on a propeller up, $175; on a propeller down,
$3140. Large quantities of railroad iron pass
through the Welland canal for the western tracks,
on which the tolls this season have been reduced
Tolls on iron generally have been reduced, that
the St. Lawrence route may continue to success-
fully compete with the low rates of the Erie canal
for this important carrying trade.

Texas Central 1{n.ilrout_l.

Below we give a circular, addressed by Gen. M.
Hunt to Mr. Williamson, in reference to a great
project which is now attracting attention in Texas,
to which we invite attention. It is not only a very
strong line upon its own merits, but it presents a
most attractive scheme to capitalists from the large
grants of land connected with it. We commend
the project to public attention.

I. B. WILLIAMSON, Eso,.,

The charter authorisesthe commissioners na.med
in it (of which I am one) to form and organize the
company in person or by proxy; and [have_full
authority from the other six commissioners, to Iorrn
said company, and to do all acts and things that
they could, would or might do if they were person-
ally present at the doing thereof, to facilitate such
organization and arrangements for a speedy con-
struction of the road, which I am now desirous of
doing at the earliest practicable period. Gentle-
men wishing to communicate with me will please
do so as early as convenient, at the Astor House,
New York, where I shall be by the 10th inst.

It will be seen by the charter, that the road is to
commence on Galveston Bay, or Galveston Island,
and that the company formed under it can termi-
nate said road anywhere on the Brazos, Trinity or
Red rivers, and construct such branches as they
may deem expedient. The point proposed for its
terminus is at or near Preston, or Red river, a dis-
tance of about four hundred or four hundred and
twenty-five miles from Galveston. The route sug-
gested as the best for the road, is for it to com-
mence on the Island of _Galveston, and cross the
bay at Caroncua Reef, or the Deer Islands, the
former of which is about ten miles west of the city
ofGnlveston, and the latter about six miles, thence
in a direct line towards the Brazos river, to a point
near the southern or lower line of Fort Bend coun-
ty, thence near and parallel to the Brazos_river to
a point opposite the great Falls of the Brazos, or
Waco Village, a distance of about twenty-five
miles above, and thence by Dallas on the Upper
Trinity, to or near Preston, on Red river. Galves-
ton Island is situated just above 29° north latitude,
and, where it is proposed to establish the road, it
will approach to within a few miles ofthe Brazos
river, in about 205° latitude, at the distance of
about thirty miles from the crossing of the bay.
The bottoms or alluvial lands of the Brazos river
average about three miles in width the whole dis-
tanee—-it is proposed to establish the road parallel
to it (about 240 or ‘250 miles)——and continues in
extensive bodies of alluvial or bottom lands for
more than one hundred miles above. The road,in
ceasing to run near and in a parallel line to the
Brazos river, gradually bears off in a line to Dal-
las, on the Upper Trinity, 3. distance of about sev-
enty five or eighty miles. From Dallas to Red
river, at or near Preston, it is about one hundred
miles; making the whole distance from Galveston
to or near Preston—according to a map compiled
by R. Creuzbaur, Draftsman of the General Land
Office of Texas, called De Cordova’s map of Tex-
as (the best authority)—-four hundred or four hun-
dred and twenty five miles.

The road, after hearing oif from the Brazos river
at a. distance or about two hundred and forty or two
hundred and fifty miles from Galveston, passes the
residue of the distance-—about one hundred and
seventy or eighty miles-—through one of the most
fertile upland territories in the United States. Its
terminus on Red river is below 34° latitude, and is
very productive in cotton, the whole distance, and
affording, in the valley of the Red river, one of the
finest wheat regions in the United States. In addi-
tion to the uncommonly abundant yield of wheat, I
have been credibly informed that wheat grown in
that region has weighed as high as seventy pounds
to the bushel. ,

It is impossible to give anything like a correct
estimate 01 the quantities of sugar, molasses, cot-
ton, Indian corn and flour, wool and live stock, that
would be immediately transported upon the road
after its completion, besides the rice, tobacco, and
other articles (the production of which the soil and
climate along the route of the road are adapted)
that may be eventually produced. _ _

The valley of the Brazos river audits tributaries