Years. Cost of road, etc. BALTIMORE AND OHIO RAILROAD. COST, EARNINGS, EXPENSES, ETC., OF THE MAIN STEM YEARLY OF THE BALTIMORE AND OHIO Dividends, RAILROAD. Freight. earnings. less expen's. Amount. P. ct 1830. $1,178,165 14 $14,711 $14,711 $2,726 1831. 2,000,000 31,405 20,410 1832. 2,250,000 69 67,910 69,027 136,937 61,264 } 69,075 3 1833. 2,500,000 69 83,233 121,447 195,680 57,195 1834. 3,000,000 81 89,182 116,255 205,437 67,035 1835. 3,311,250 81 93,540 169,828 263,368 1836. 3,474,600 81 128,126 153,185 281,342 68,375 #1837. 3,600,000 81 145,625 155,676 301,301 12,176 1838. 3,800,000 81 166,694 198,530 365,224 93,643 1839. 4,000,000 81 173,860 233,487 407,347 93,647 1840. 4,000,000 81 177,035 255,848 432,883 1841. 4,000,000 81 179,616 211,454 391,070 151,448 130,000 2 1842. 7,350,000 178 181,177 245,315 426,492 209,777 1843. 7,570,911 178 274,617 300,618 575,235 1844. 7,641,821 178 336,876 321,743 658,619 346,986 175,000 21 1845. 7,742,410 178 369,882 368,721 738,603 374,762 1846. 1847. 1848. 1849. 1850. 1851. 1852. 611,108 210,000 3 551,558 227,400 3 596,571 361,302 5 732,216 531,209 7 653,303 568,393 7 615,384 608,181 7 797,792 294,099 3 1,619,397 7,725,100 178 413,341 8,084,597 178 447,020 654,917 1,101,937 8,798,479 178 434,540 779,124 1,213,664 8,798,479 178 394,497 846,708 1,241,205 8,798,619 178 395,830 13,038 590 206 355,155 945,975 1,341,805 18,000,000 302 375,654 994,067 1,349,222 1853. 20,708,028 380 464,245 1,569,174 2,033,419 949,809 1,425,563 1854. 22,218,850 880 569,091 1855. 3,076,518 3,645,909 22,760,205 380 608,299 3,103,354 3,711,453 1856. 23,304,720 380 672,999 3,712,952 4,385,951 2.001,172 302,848 1857. 24,413,948 380 732,262 3,884,736 4,116,998 1,856,213 302,348 1,601,090 1858. 24,802,646 380 682,877 8,174,609 3,856,486 1,325,287 1859. 24,891,415 380 690,207 2,928,411 3,618,618 1,933,620 403,348 3 Total. 303,842,810 5,423 9,744,351 29,604,790 39,349,141 17,421,250 4,589,866 580,708 186,329 The dividends from 1848 to 1852, inclusive, were paid in stock. ABSTRACT OF THE TONNAGE TRANSPORTED EASTERLY FROM STATIONS OF THE MAIN STEM AND DELIVERED AT BALTIMORE FOR THE YEARS ENDING 30TH OF SEPTEMBER. 468,346 881,687 426,847 210,000 3 According to an article in the Journal des Chemins de Fer, the total length of the network of French railways was, on the 1st July last, 16.539 kilometres, (of a mile each,) of which 7,880 kilometres were old, and 8,659 new. length, 9,217 kilometres are at work; 5,563 in course of construction, or shortly Of this to be so; and 1,647 only eventually conceded. expended, amounts to 5,781 millions, of which 3,589,500,000 francs had been The sum expended, and to be employed up to the 31st of December, 1859. NEW YORK STATE CANALS. We take from POOR's "History of Railways," an interesting work just published, the following in relation to the New York canals: There is no doubt that the Erie, the leading work in the system of New York canals, is by far the most important artificial highway in the United States, both in the extent of its present commerce and in the influence it has exerted in advancing the population, wealth, and material interests of the country. Its opening, in fact, gave, for the first time, commercial value to the products of the interior. According to a report made in 1817, to the Legislature of the State of New York, the cost of transporting a ton of merchandise from Buffalo to Albany equaled $100, a sum far exceeding the value, in New York, of most of the agricultural products of the country. The time required was twenty days. The canal at once reduced the cost from $100 to $20, and the time from 20 to 8 days. With the improvements on the canal, and the enlargement, the cost of movement has been steadily reduced, so that, for the past year, the average charge for transporting a ton of merchandise from Albany to Buffalo was $2 40 including tolls. The tabular statements accompanying this memoir present in a condensed manner the progress, amount, and value of the commerce of this great work: STATEMENT OF THE RECEIPTS AND PAYMENTS ON ACCOUNT OF ALL THE STATE CANALS FROM THE COMMENCEMENT OF THE WORKS TO THE 30TH SEPTEMBER, 1859. Erie and Ch. Canal for Black River Canal and Erie Canal feeder.. 290,098 4,540,971 Miscellaneous... 1,213,083 STATEMENT SHOWING THE AMOUNT OF TOLLS (INCLUDING RENTS FROM SURPLUS WATER) AND THE COST OF COLLECTION AND REPAIRS FROM 1826, YEARLY. STATE CANALS AND THEIR MANAGEMENT. An intelligent correspondent, says the Railway Review, sends us the following figures in regard to the interminable question of canal management :-By the report of our Controller, it appears that the cost of these great works, which have enriched the parties engaged in the carrying trade," amounts to $42,269,170 52--that the debt has increased from 1836 to '58, $18,131,958 29 --that the interest paid during the same period, amounts to $20.558,686 95-and that $17,867,268 73 have been paid to the managers for enlargement since 1854. In the report of the Auditor is the following results of its business during the last ten years:- Ascending and descending traffic amounted to.. 37,886,141 .tons 3,788,614 $1,760,890,960 136,089,096 27,133,357 2,713,335 Tolls-equal to 41.62 cents per ton--tolls 10 per cent on value. Of the Thus we have the product of the forest, at 39 per cent of the entire tonnage, and only 18 per cent of the gross receipts, while the agricultural produce, amounting to 29 per cent of the entire tonnage, paid 414 per cent of the gross receipts. In the period between 1850 and 1859, the increase in the lumber tonnage is 280,044 tons, and the increase in tolls is but $115,177; while the product of the farm fell off 148,835 tons, and the tolls were reduced from $1,492,639 to $754,855. CANAL COMMERCE. We annex a comparative statement, derived from official records, of the receipts at Richmond, and shipments thence, of various articles, per James River and Kanawha Canal, during the fiscal years ending 30th September, 1858-59, and '60. Where the blanks occur no record was kept : STATISTICS OF AGRICULTURE, &c. CROPS WITHOUT MANURE. Already we are spending £4,000,000 a year in foreign manures, says the London News, and to have to increase this expenditure will be a counterpoise to any economy of grass at home. As if to meet this anxiety, agricultural art is now showing that the greater part of this outlay for foreign manures is needless. When the agricultural knowledge which is now enriching the few has extended to the many, it will be a subject of surprise and vexation that we should have thrown away millions of money and years of disputation with the Peruvian and other governments on foreign manures, which have been for the most part unnecessary. It is to the application of geological and chemical science that we owe the discovery of the waste we have been making. As an illustration, take the case of the Lois Weedon husbandry, now at last exciting the attention which it should have obtained a dozen years ago. At Lois Weedon an agriculturist has for seventeen years raised wheat crops on the same soil-crops now amounting to from thirty-six to forty bushels per acre-without the application of any manure at all. This gentleman, the Rev. S. SMITH, understood the composition of our clay lands-the great expanse of wheat land which we have as yet hardly begun to develop. It was clear to him that the mineral elements requisite for wheat production had never been either developed or husbanded as they might be by our traditional methods of tillage; and he has proved, by a continued success of seventeen years, that he judged rightly. It is enough to say here that he has turned up an increasing depth to the air, and that by this method half the soil is left fallow each year alternately. He sows his wheat in triple rows with the space of a foot between them, and leaves an interval of three feet-the stubbles of each season being the fallows of the next. The unequaled quality of the straw thus airily grown, and the excellence of the grain it bears, are undisputed; and there can be no question as to the productiveness when, in fact, the moiety of each acre produces the quantity we have stated, on soil which was at first of only average quality. The economy of manure is even carried further. Light soils, unsuitable for wheat, are manured with clay merely, and thus raised to a wheat-bearing quality. Improvements of a kind like this open wide prospects of economy and fertility at once, and should raise our spirits more than any bad weather should depress them; and when we see that seventeen years may be required to teach us how to use our own soil for the production of our daily food, we may well question whether our occasional difficulties from untoward seasons are not evils which we may expect to outgrow. This improved husbandry is a sufficient answer to the apprehensions expressed by some melancholy men who calculate the number of years that the guano and other special manures will hold out, and conclude that then we must starve. But there is another fact which has a bearing on this. Our free-trade in corn has so lowered the price of grain, and restricted its fluctuations, that not only are the speculations of corn dealers reduced to regularity, but the cultivation of wheat is being brought within its natural limits in England. Our farmers are more and more devoting their least suitable wheat lands to the growth of roots, |