£27,079.712 had been raised at the end of 1859, of which but £625.971 had been obtained in India. Out of every £1,000,000 about £555,000 is expended here for iron, other materials, etc. Among the Europeans employed the average percentage of deaths in 1859 was 2.9, while the rate of mortality in the army is reckoned, exclusive of war casualties, at 6 per cent. In this respect the experience of the Scinde Company has been the most favorable. The average number of passengers per mile on all the railways open in India was in the year 1859, 6,533, of which 48.6 was contributed by the East Indian, 41.6 by the Great Indian Peninsula, and 10.2 by the Madras. The proportion of first-class was only 1.2 per cent, and of the second only 6.2, the great third class total being 92.6 per cent. The aggregate receipts were £402,025, of which £157,031 was from passengers, £244,994 from goods; and the working expenses being £187,065, there were total profits of £214.960. The cost of the lines thus opened was £4.087,000, and the guarantied interest upon it being not more than £201,850, the government was practically relieved from any payment for them. The goods traffic is gradually gaining or the passenger traffic, and this feature is thought likely to increase in proportion as the lines are extended. In 1856 the passenger traffic comprised 55.40 per cent of the whole, and last year only 39 per cent.

The following statement shows, in a succinct form, when each company was incorporated, the amount of capital estimated to be required for each undertaking, the amount authorized to be raised on the 31st of December, the amount raised to that time :—

Total.......

£32,430,000 £34,133,500 £26,453,741 £625,971 Annexed is a statement of the objects of each company and the total length of line :

East India Railway Company-the construction and working of lines of railway from Calcutta to Delhi, and from Allahabad to Jubbulpore; total distance, 1,338 miles. Madras Railway-the construction and working of a railway from Madras to the Western Coast at Beypore, with branches to Bangalore and the

Including the Jubbulpore line.

Including the contemplated line from Delhi to Lahore.
Including proposed extensions.

Neilgherries; also of a line from Madras via Bellary, to join the line from Bombay; total distance, 850. Great Indian Peninsula Railway-the construction and working of the following railways, all of which terminate at Bombay, viz. : from Bombay via Callian to Jubbulpore, to meet the East Indian line from Allahabad, with branches to Mahim and Nagpore; and from Callian via Poonah and Sholapore to Moodgul in the Deccan, to meet the line via Bellary from Madras; total distance, 1,266 miles. Bombay, Baroda, and Central Indian Railway the construction and working of a line of railway from Bombay via Surat and Baroda to Ahmedabad; total distance 310 miles. Scinde Railway Company--Scinde Railway--the construction and working of a line of railway in Scinde, from Kurrachee to the River Indus at Kotree; total distance, 114 miles. Punjab Railway-the construction and working of lines of railway in the Punjab, from Moulton and Lahore to Umritser, and thence to Delhi; total distance, 490 miles. Indus Steam Flotilla--the navigation of the Indus by means of steam vessels between Kotree and Moultan, to be worked in connection with the railways. Eastern Bengal Railway Company--the construction and working of a line of railway from Calcutta to Kooshtee on the Ganges, with extensions to Serajgunge and Dacca; total distance, about 220 miles. Calcutta and Southeastern Railway-the construction and working of a line of railway from Calcutta to the port of Mutlah; total distance, 29 miles. Great Southern of India Railway--the construction and working of a railway from Negapatam to Trichinopoly, with branches to Salem and Tuticorin; total distance, 300 miles.

THE SIMPLON TO BE TUNNELED.

We read in the New Italy, a French journal published at Milan, the following notice of a grand enterprise :--The age is one of gigantic undertakings. The Suez Canal will be completed; the tunneling of Mount Cenis is already done; that of the Simplon is about to be accomplished by the Railroad Company of Italy. Geneva will be the head of the line, and its point of connection with the French roads. Thence it will go to Thonon, follow entirely the shore of Lake Leman, next that of the Rhone, in the Valais, as far as Brigg, passing by Martigny and Sion. After leaving Brigg, it will incline towards the south, and pass under the Simplon, when, having reached Italian soil, it will skirt Assola, the Lago Maggoire, and finally gain Arona.

MICHIGAN CENTRAL RAILROAD.

The following return shows the operations of this road for six years past. In each year there has been a reduction since, 1856, showing the general course of the subsidence of business :

As the "great tunnel" approaches completion, information in relation to it is naturally sought after. Its length is 4,300 feet, through solid rock, and of a width and height sufficient to pass two trains of cars. The entire length of the railroad from the end of the pier to the junction west of Bergen Hill is 15.000 feet or 2.88 miles. This road is being constructed for the use of the New York and Erie Company, and the Long Dock will henceforth be the New York terminus of the Great Western Avenue. The cost of the work to the 1st of March, 1860, has been $1,488,121, which sum is accounted for as follows:

Which amounts have been secured from the following names :

Share capital......

$458,500

Mortgage bonds...

126,000

Advances by the New York and Erie Co., and the Hoboken Land Improvement Co....

803,631

The total capital authorized is $300,000 in 8,000 shares, and the full amount provided under the mortgage is $500,000. Besides the above works, the Long Dock Company owns 1,580 lots of ground not required for its purpose, and one quarter interest in 1,024 lots in addition thereto, with a river front of 1.800 feet. The Erie Company will require only about 450 lots for passenger, car, wood, freight and engine houses, machine shops, etc. The limited space for such a purpose in Jersey City has been long felt by the company for whose use this work is intended.

ST. MARY'S CANAL.

The aggregate tonnage for the year 1859 passed the canal was 352,642.

ARTICLES PASSING THROUGH ST. MARY'S FALLS SHIP CANAL IN 1859.

The following statement shows the receips of the different canals in 1859 and

The decrease in tolls for the quarter ending May 16, 1860, as compared with the same period in 1859, is $12,299 60. This result was not unexpected, and was caused by the ravages of the unexampled floods of last spring.

MARINE ENGINES.

The London Engineer remarks:- We can remember when it was considered a sure sign of good stokers and engineers if steam was always blowing of at the valves, and the funnel vomiting forth huge volcanoes of "reek," black as Erebas, poisoning the atmosphere, and leaving a huge track of cloud for miles behind. If we were to take this as a test of the men being always at their work, i. e., “poking and stoking," there could be but little doubt but they were so. It was once considered a sure sign of a ship being a good sailer, if she pushed

along in front of her a huge mountain of water, foaming and surging like the sea in hurricane. This was called "carrying a bone in her teeth;" and most truly it was a bone, with " very little meat on it," as far as the profit of the owner went, and considering his pocket instead of his stomach.

Our engineers and stokers now, however, under the present system, and assisted by a little of that valuable, though rather scarce, commodity, common sense, are beginning to find that huge volcanoes of smoke pouring from the funnel, and clouds of steam flying from the valves, mean coal; and that the abuse of both in such a manner is not so satisfactory as the proper use of them-one in the furnaces, to make steam; and the other in the cylinders, to propel the ship.

Some twenty-five or thirty years since a young, and then comparatively unknown, gentleman, by the use of a little of that before-mentioned commoditycommon sense-carried out practically by the aid of numerous and long continued experiments, proved that the "bone in the teeth" was all wrong, and that in fact our ships had been steaming and sailing "wrong end first." This for a long time was not believed; but our far-seeing cousins on the other side of the Atlantic soon found out the truth of his researches, and the advantages arising from their practical application, by adopting the principle of construction he advocated; and in no case has its success and truth been more fully proved than in the celebrated yacht America, which "took the shine" out of our most famous clippers, which were built on the old plan; and it is worthy of remark that the only vessel at all able to compete with her was a small vessel half her size, constructed on the same plan, by the originator of it; and it is now evident that, from the adoption of this principle, our steamers have risen in speed from 10 to 12, 15, 18, and are now expected to do 20 miles an hour!

We find that equal progress has been made in the construction of engines and boilers, and that results are being daily and regularly attained in the working of such engines in the merchant service, as show that the same, and, in some cases, a greater amount of work, can be done by the use of half the quantity of coal. For instance, we find ships of 1,600 tons displacement, with engines giving a power of 1,000 indicated horses, making regular voyages of over 3,000 miles, at a speed of 10 knots to 11 knots, with the consumption of 300 tons of coal; and that the regular working of these vessels is accomplished with the combustion of 3 lbs. of coal per indicated horse power per hour.

THE FLORIDA RAILWAY

A connection of the Atlantic Ocean and Gulf of Mexico, by the above railway, has been made. The event has been officially announced in a letter from Mr. R. H. COLE, the superintendent of the road, dated Fernandina, June 16th, 1860, in which he states: "I have the pleasure to inform you that our track reached the waters of the Gulf on the 13th inst." The road extends from Fernandina to Florida Keys, and is 154 miles in length. The maximum grade is twenty feet to the mile, and the rail laid down weighs sixty pounds to the yard. The whole cost of construction has been about $3,500,000.