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Central American coast, in connection with the railroad.

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Besides the steamers set down above, there are numerous others engaged in the coasting trade or running short passenger trips that we might enumerate if we had space. The aggregate tonnage of these amount to 41,604.

Including this latter class, the aggregate tonpage of our commercial steam marine is 153,366 tons, of which 94,111 is owned in New York. The total cost of the vessels in New York hands alone is $16,231.088 13. The aggregate cost of the sea-going steamers of the United States is, as near as can be estimated, $25,000,000.


The Cuba Messenger describes the progress of railroads in that Island as follows :-Our readers abroad may be able to form an idea of the progress of our Island by our merely mentioning the fact that the different railroad lines now finished and in the course of construction throughout the country, are 27 in number, and comprise, altogether, 1,315,522 kilometres, (about 818 English miles,) of which at least 500 miles are in operation. The whole amount thus far invested on these railroad lines, up to last year, was $17,027,414 66 ; and, according to the statistics published, they yielded in 1858 the sum of $3,386,840.

The principal line-the first ever constructed, (from this city to Guines, and now extending to La Union,) - was commenced in November, 1835 ; the line from Cardenas to Macagua was started in 1838, and the Jucaro railroad in 1839. All the others have been traced and coinmenced since 1840.


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We append a list of the different lines in the manner they are generally desigpated in the corresponding sections :Ist Line-1st Section

From Havana to Bejucal. 2d

From Bejucal to Guines. 3d

From Guines to La Union 4th

Branch from San Felipe to Batabago. 5th

Branch from Rincon to Guanajay 2d Line..

From Cardenas to Macagua. Sd Line.

From Cardenas to Jucaro. 4th Line

From Matanzas to La Isabel. Branch from Navajas

to Tramojos, and from Tramojos to Claudio. 5th Line

From Regla to Guanabacoa (horse cars.) 6th Line-1st Section.

Matanzas to Guanabana. 2d

to Coliseo. 3d

to Tosca. 4th

to Delgado. 5th

to Bemba, 7th Line1st Section.

From Caibarrien to Remedios. 2d

Continuation from Remedios to S. Andres. 8th Line-1st Section,

From Cienfuegos to Palmira. 2d

From Palmira to Las Cruces. 3d

From Las Cruces to Ranchuelo.

From Ranchuelo to Villa Clara. 5th

From Villa Clara to Sagua. 9th Line

From Carahatas to Quemados de los Guines. 10th Line

From Trinidad to Sancti Spiritus. 11th Line

From Macagua to Trinidad. 12th Line-1st Section.

From Mallorquin to Las Pozas. 2d

From Las Pozas to Macagua. 13th Line

Sagua la Grande (along the river bank.) 14th Line

Havana (Regla) to Matanzas. (Finished to Guana

bacoa, double track, and thence Jaruco, single do.) 13th Line

From Guines to Matanzas. Branch to Madruga. 16th Line

Havana City Railroad, (surrounds the old city and

goes to Carmelo, at the outlet of the Almendares

river, 3 miles west of the city.) 17th Line

From Guanabacoa to Cojemar. 18th Line

Western Railroad. From Havana to Pinar del Rio.

Branch from Palacios to the San Diego Baths. 19th Line

From Havana to Marianao. 20th Line

From Pipar del Rio to Coloma. 21st Line

Sancti Spiritus to Port Las Tunas. 22d Line

From Nuevitas to Puerto Principe. 23d Line

From Cobre (copper mines) to Punta de Sal (at St.

Jago.) 24th Line

Guantanamo Railroad. 25th Line

From St Jago to Sto. Cristo. Branch from Sto. Cris

to to Maroto. Branch from Marota to Sabanilla. 26th Line

From San Miguel to Baga (Puerto Principe.) 27th Line

The Caney Branch, belonging to the line from St.

Jago to Sabanilla. There are besides two or three other lines in view, but nothing decided yet aboat them.

With the assistance of a good chart of the Island, it will easily be seen at a first glance, that when all these lines are finished and in operation, the pricipal and most important cities and districts of the Island will form a sort of grand central trunk, extending its branches to both coasts. We are most happy that we are able to state that the work of the prinVOL. XLIII.-NO, I.


cipal lines not yet finished is progressing rapidly, and that a system of sclidity and durability in the manner of constructing has been recently adopted, which, unfortunately, was overlooked to a great extent in the earlier part of railroad building in this Island. Some arrangements have been entered into recently, between the Havana and the Regla and Matanzas Railroad Companies, that will tend to avoid great expenditures in a double line running almost parallel to each other in a portion or section between this and Matanzas, and from what we have been able to gleap in different directions, we are fully persuaded that the future constructions of railroad lines in this rich and flourishing Island will be conducted in the manner best calculated to promote both public and private convenience.


There was completed in January the last two links in the great chain of railways from Maine to Louisiana—the first, the last twenty five miles on the Mississippi Central, and the second, of sixty-one miles between Lynchburg and Charlotteville, on the Orange and Alexandria Railroad, popularly known as the Lynchburg Extension. This route, as will be seen by the following table of distances, is within a fraction of 2,000 miles in length, from Bangor to New Orleans, of a continuous rail track, with the exception of four short ferries, viz., the Hudson River, the Susquehanna, the Potomac, and the James River at Lynchburg, the last two of which will soon be supplied with bridges :-From New Orleans to Canton, Miss., by the New Orleans, Jackson, and Great Northern Railway.

206 Canton to Grand Junction, Miss., by the Mississippi Central Railway Grand Junction to Stephenson, Ala., by the Memphis and Charleston Railway. Stephenson to Chattanooga, Tenn., by the Nashville and Chattanooga Railway Chattanooga to Cleveland, Tenn., by the Cleveland and Chattanooga Railway. 29 Cleveland to Knoxville, Tenn., by the East Tennessee and Georgia Railway.. 83 Knoxville to Bristol, Tenn., by the East Tennessee and Virginia Railway... 130 Bri-tol to Lynchburg, Va., by the Virginia and Tennessee Railway..

204 Lynchburg to Alexandria, by the Orange and Alexandria Railway

169 Alexandria to Washington, D. C., by the Washington and Alexandria Railway Washington to Baltimore, Md., by the Baltimore and Ohio Railway... Baltimore to Philadelphia, by the Philadelphia, Wilmington, & Baltimore Rail'd 98 Philadelphia to New York, by the Philadelphia and New York Railroad line. 87 New York to New Haven, Conn., by the New York and New Haven Railway New Haven to Springfield.. Springfield to Worcester, by the Western Railway..

98 Worcester to Boston, by the Boston and Worcester Railway. Boston to Portland, Me., by the Eastern and Portland, Saco, and Portsmouth Railways

107 Portland to Bangor, Me., by the Penobscot and Kennebec and Androscoggin and Kennebec Railways...


165 219 38

6 39




1,996 This vast chain of railways is composed of eighteen independent roads, costing in the aggregate, for 2,394 miles of road, $92,784,084, or pearly one-tenth of the whole railway system of the United States, of which 1,996 miles are used in this continuous line. The roads from Washington City to New Orleans, embracing a distance of 1,249 miles, have had the contract for the great

through mail to New Orleans, once a day, since the 1st July, 1858. Now that these two links are completed, we hope soon to see the Department, if it is ever again in a position to pay contractors, to carry out the original plan of two daily mails, in 75 hours, between Washington City and New Orleans, which is the schedule time proposed by the different companies when the contract was awarded.

COTTON AND RAILROADS. The transportation of cotton is an important element of business for the railroads, of which the freight receipts are considerable. The proportion and the profits of the seventeen leading Southern roads were as follows :

Gross Freight Net Profit receipts. receipts. receipts. p. ct.

Cost. Houston and Texas Central .... $76,957 $49,586 $37,850 14.20 $265,000 N. Orleans, Jackson, & Gt. North'n. 784,023 476,574 417,093 9.40 4,437,990 Southern..

249,372 152,356 120,984 6.90 1,738,600 Alabama and Tennessee

155,628 106,255 78,907 6.23 1,262,781 Montgomery and West Point.. 446,153 179,829 143,830 10.10 1,419,672 Mobile and Ohio........

751,880 571,429 420,231 8.60 4,895,349 Nashville and Chattanooga

605,368 317,283 126,204 5.58 2,262,000 East Tennessee and Georgia. 318,718 103,622 187,566 6 90 2,689,755 Memphis and Charleston.. 1,330,812 509,991 778,036 12.57 6,188,033 Mississippi and Tennessee

176,462 105,430 67,080 4 47 1,498,535 Tennessee and Alabama

75,129 27,206 47,579 21.25 219,162 Raleigb and Gaston.... 258,268 164,775 95,196 9.76

973,300 Wilmington & Manchester... 427,043 161,008 209,793 8.47 2,476,548 Charleston and South Carolina... 283,263 173,190 151,536 8.31 1,823,639 South Carolina....

1,596,695 1,030,566 627,638 16.18 3,879,600 Atlanta and West Point..

362,060) 161,640 197,359 1674 1,179,447 Georgia Central..

1,645,551 1,265,518 839,604 22.40 3,700,000


9,543,405 5,526,157 4,316,484 16.24 40,909,411


The project for abolishing tolls on merchant vessels passing through the Provincial canals has passed the Canadian Legislature, and is now a law. Henceforth the produce of the Western States and of Upper Canada, taking the St. Lawrence route to the ocean, will have the advantage of free transit through a long line of artificial navigation. The government have sacrificed a hundred and fifty thousand dollars of revenue; or, rather, that amount is made up by general tax from other sources. Last year the number of vessels passing through the canals of Canada was 26,466, with a tonnage of 2,455,021. Of these, 22,800 were Canadian, with a tonnage of 1,828,383. Deduct 300,000 tons for the traffic on the local canals, from which the tolls are not removed, and there is still a balance of Canadian over American tonnage of 926,638. The predominance of benefit to Canadian commerce from abolition of the tolls will not be, howeyer, in anything like so large a proportion; for, small as may be the difference produced in favor of the St. Lawrence route by remission of these dues, it will still attract a large diversion of trade from the States, unless counteracted by a corresponding diminution of charges upon American routes.


IRON PRODUCTION FOR 1859 IN EASTERN PENNSYLVANIA, The following statements, made up by the Secretary of the Board of Trade, will show the extent of the iron production of Eastern Pennsylvania :

The proprietors of works in the Schuylkill and Lehigh regions bave, in most cases, been personally consulted for the results given below for 1859, and they are very near to absolute accuracy. For the Susquebanna regions, upper and lower, this accuracy was naturally unattainable, and the statistics are made up from the best judgment of such proprietors as bave their beadquarters in this city.

In the Schuylkill region nearest this city, there were nineteen steam anthracite blast furnaces, out of a total of twenty-eight existing there, in blast during 1859. This includes five furnaces at Lebanon, the location of which is somewhat nearer the Schuylkill than the Susquehanna, and of which the production is divided in seeking a market-part going to Pittsburg. There were also five charcoal furnaces in blast in the same district, producing about 1,000 tons of iron each. Several establishments, embracing two or more furnaces, bad but one continuously in blast, so that nearly all the separate proprietary interests were more or less active.

The following was the production of this district in 1859 :Anthracite furnaces of the Schuylkill proper...

.tons 48,500 at Lebanon...

25,000 Charcoal of the Schuylkill....

6,500 Total.....

79,000 For 1858 the exact production could not be obtained, but it was variously estimated at 38,000 to 45,000, and was probably about half tbat obtained in 1859. During the former year most of the furnaces going out of blast in 1857 remained idle, and did not resume until late in that year, or early in 1859.

In the Lebigh region the anthracite steam furnaces were unusually active in 1859, producing an aggregate of nearly 135,000 tons of pig iron. The stacks here built are the largest in use, several being more than 18 feet across the bosh, and producing proportionally more iron than the furnaces of the Schuylkill, which last do pot exceed 14 feet, and are geverally but twelve.

But three or four furnaces remained idle in the Lehigh regiov during 1859, and'one new rolling mill was built for the business of 1860. Several of these furnaces produced the enormous quantity of 10,000 tops each during the yeara considerable excess over any previous production. The Thomas furpaces, and part of the Lehigh Crane Company's works, produced at the rate bere named, and the works last mentioned made up a total of nearly 42,000 tons as its ag. gregate for the year.

From the Susquehanna iron-making region we have less definite information. Many furnaces were put in blast in 1859 which had been out for 1858, and the general testimony is that the aggregate of anthracite iron made was about the same as in 1857. As near as may be estimated for furnaces for which positive

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