AMERICAN RAILROAD JOURNAL. 1149 and substantial character of the works and the heavy rails and materials used,account also fgr the rest of the outlay upon what is often erroneously regarded as a single line. Deducting the excep- tional expense above described, which cannot be taken at less than £4,000,000, the cost per mile of single line would amount to $12,250. A compar- ison between the circumstances of India now and 20 years ago, the greater knowledge and exper ience which have been gained in the iiit.-erval, and the practice at present in vogue of carrying out railway works on a light systeui, will help to ox plain the ment of the year, it is no less to be deplored. But it should be borne in mind that seine of the guaranteed capital has been raised for and e.xpen<'lei1 upon lines which are not completed or open for traffic. A sum of .-136,000,000 may in this way be regarded as uniemuiierativo, so that about £300,000 may be properly deducted from the deficit when it is referred to as illustrating the de-liciencies of the present railway system. The last few years are not, it is hoped, it fair criterion of the future. The fluctuations of trade will, no doubt, always produce corresponding el'i’ects upon the traific, but a gradual development is taking place, which will become more rapid as new roads and feeders are made to the existing lines, and new districts are thus opened to the advantages of railway communication." The passenger tratlic. last year produced £2,085,940, as compared with £1,941,- 571 in the previous year. The difference of £144,- 369' was principally made up by the increase in the receipts troui third and fourth class passengers which amounted to £91,385. These classes con tributed £1,496,610, or 77 per cent of the whole. The number of passengers increased from 18,940,- 586 to 20,332,823. The first and second classes dccliiir-rl. The third class rose from 14,113,426 to 15,126,824, and the fourth, or coolie class, from 3,51ti,5-til to 3,‘.)l1,4‘2.il. The increase in num- bers, whick took place chiefly on the East Indian, the Madras, and the Bombay, Ba- roda, and Central India Railways, has.part|y becii proiluced by a roiliiction in fares, which has not vet had time to yield a corresponding increase in the receipts. The third and fourth classes con- ._.,m,,m,1 ¢_i:3_(3:-g per cent of the whole number. The receipts per mile in 1872 were £400, coiiipared Wm, £394 of the previous year. The receipts from the goods and mineral ti'afl:‘rc were l_a-‘ll: 5799-1‘ .£3,9ti4,614, compared with .£4,0‘2‘2,615iu 1871,‘ showing it decline of £58,000. A large ampunt oi tonnage was, however, carried, 2,929,63i_ tons having been (‘.0llVl?yt"(‘1 in 1872, cnmparcil with 17-.“ ($15,066 in 1871. The falling ofi‘ in receipts oc- curred on the Great Indian Peninsula Railway, which shows a decline of £156,000 in receipts and 82,148 tons in weight. In cotton and grain alone there was 9. falling off of 35.500 and 24,000 tons respectively. The number of trains run was 155,- 594, compared with 131,360 oi the previous year. The train mileage was 14,543,862, compared with 14,080,064. The train mileage receipts averaged 8.633, being just about the same as last year. The highest receipts per train mile were on the Bom- bay, Baroda, and Central India Railway, where they amounted to 12.51s. The mileage receipts on the Eastern Bengal were 90.0.~i., and on the East India, 9.33s. The lowest were on the Cal- cutta and Soutli-Eastern, being 4.0.4. Turning to the expenses it will be sceri that. the total expen- diture for maiiitainiiig and working the railways was £3,328,644 in 1872, compared with £13,251.- 725 in 1871. On the Indus Flotilla it was £53,- 084 in 1872, compared with £50,325 in the pre- vious year. The expenses per train mile were the same in both years-—viz , 4.505 'I‘lii>. proportion of working expenses to gross receipts was on the average 53 per cent. This varied, however, con- siderably on the difierent lines. On the East In- dian Main Line. the expenses were only 41 per cent of the gross receipts; on the Great Indian Peninsula 60, on the Scinde, Punjab, and Delhi, 86. After alluding to the effect upon the traflic of certaiin reductions which had been made in the rates, and to the probability of the immediate loss being soon converted into a gain, Mr. Danvers ex- plains the principle upon which he thinks a tariff‘ should be settled. “A suitable scale of railway charges depends,” he says, " upon various cir- cumstances, but principally upon the cost of pro- duction-——2'. e., of conveyance. There must neces sarily be a margin between such cost and the sum paid by the customer, but it by no means follows that the greater the difference the more will be the aggregate profit. In a country like India, es- peciaily, where the population is large and poor, it would be unwise to attempt to impose such rates for the conveyance of passengers as would remove the power ofgtraveling from the great ma- jority of the people. The true policy would seem to he to fix a rate, Which, while leaving a margin for profit on the cost of conveyance, would tempt the largest number to travel. If this is the cor- rect view, it can well be understood how, as is often asserted, the interests of railways and ot the community coincide. The same remarks will apply to charges for goods, and" often with great er force, as, for example, in those cases where water carriage can compete with the railway, and where large tracts of land are kept out of culti- vation, or mineral districts are unworked, in con- sequence of the cost of conveyance to a market raising the price of commodities beyond the con- sume-r‘s means. Allowance must, of course, be made for variableness of trade, as the average cost of conveyance will in some measure be regu- lated by the amount carried; but this may be covered in the long run by a moderate margin. The first point to be ascci-taine_.d, therefore, is what. is the cost ofconveyance; and this can he arrived at only after it. careful examination of the working expenses of a line fora sufficient period to cover different seasons and to include those influences on traffic which would enable a. fair average to be’ taken. A suitable tariff,” he adds, “ however im- portant, is by no means all that is required to in- sure success in railway enterprise. There is no commercial undertaking which requires more care- ful study and more intelligent and energetic man- agement than a railway. 5:?‘ General B. H. Bristow, of Kentucky, has resigned’ the presidency of the California and Texas Railroad Construction Company, which is new building the Texas Pacific Railway, and is succeeded in that position by John _McManus, of Reading Pa. 0,?‘ The tra<:i<_is laid on aboutsixtcen miles of the Ware River Railroad extension, and» two gangs of track layers are speeding the work, - which is to be done, if possible, by the first of De- are constructing a. double‘ track road entirely around the city of Indianapolis, for transferring through freight bi=.twer=n roads terminating there. The Telegraplier says that all the railroads center- ing at Indianapolis, are fully committed to the en- terprise, and the project is very heartily endorsed by the citizens generally, and will, no doubt, prove a success. . I y , £3?‘ It is stated that the Central Vermont Rail- road Company have accepted the resignation of Gyles Merrill as General Superintende'nt of the Central and connecting roads, and that John W. Hobart, General Freight Agent and M:-ister of Transportation, has been appointed in his-place. Iron, SALE‘. , One N cw Four-Ton‘ Looonaomlvn, NARROW’GAUGE 'WILL BE SOLD $500 UNDER VALUE.- WASIIINGTON IRON wonxs‘, 60 Vcscy St.., New York. ETTING NORTHERN PACIFIC ~'AlLR.OAD. SEALED PROPOSALS will be i'oceii'ei1 at the oflice of the Chief Engineer, No. 23 Fifth avenui--, in the‘city of New Ycrk, until noon of Wednesday, September 10, for Grading and Bridging, all that portion of this Company’s Road, between the Mis- souri and Yellowstone rivers, 205 miles. Proposals will be received for the whole dis- tance, or for sections of about 25 miles each. For i‘urt'ner inlbrmation apply at the ofiice of the Chief Engineer‘ in New Yorli, or to General '1‘. L. Rosser, Division Engineer, Minneapolis, Minn. W. MILNOR. ROBERTS, Ul1iefELigiu«*ei'. NEW YORK, Augusl.15, 1873. 0ItEDGIi\‘G iiiiiiii-iiiiss AND sinoivs I-"CJEI. §§.£§.I..sE.. One (Osgood Pattern) Second. Hand. $11.‘-,0C0. One, Almost New. Price $22 000. Two Large Dumping Snows, $3,500 Each, Apnlv to A W. LADD, .5 and 7 Eicy street. Seciinil l’-land locoiiiotive For rfzile. ONE SECOND HAND .AN’l‘I1'R.ACI’1‘.E COAL BURNING L()UOM()TIVE for Stile,-wclgliirig 28‘ tons, eight-wheel connected willi cylinders 16 inches by 20 inches. Engine can be seen on ztpplicatioii to“A. VVILI-IELM, President of Cornwall Itziilroiid, at Lob- anou,1’a. _' ’ 3m26 RAii_.uoAn IRON. " NGLISEI and AMERICAN ItA1LROAD‘J’RON for delivery in New York and other-markets in the United States. For sale by WM. 11. rfiirrlrr & PIKE, 72,, \V:1ll-st., New York. FOR SALE. Four new passenger Coaches for sale ; two 60 passenger each, price $5,250; two 76 passenger- price $7,000 each, now ready for lettering. Also a 30 ton new Locomotive rendyyfor use. . Apply to I A I 1 Price A} ‘W. LADD cemher . 351: V 5 and7 DEY STREE1‘ NEW YORK. Q?‘ The Indianapolis Belt Railway company 7