places to Buffalo, was 47,666 tons, making a total of 162,178 tons. The through freight between Buffalo and Albany was 18,144 tons passing eastward, and 13,143 tons passing westward, making a total of 31,287 tons of through freight, which is only about one-tenth of the whole freight carried.

COST OF RAILWAY TRANSPORTATION.

The following tables, we are assured by the American Railway Times, were prepared by one of the most experienced and intelligent managers.

1. COST OF RUNNING A PASSENGER TRAIN, WITH FORTY PASSENGERS, A HUNDRED MILES.

Locomotive power, at 20 cents per mile.....

One passenger car, (60 seats) at 2 cents per mile..

One baggage car, at 2 cents per mile (too high)..

One conductor, $2 per day; one brakeman, $1 per day..

Receipts on 40 passengers, at 24 cents per mile....

$20.00

2.00

2.00

3 00

27 00 100 00

Net income....

$73.00

2. COST OF A TRAIN, WITH EIGHTY-TWO PASSENGERS, AT ONE CENT AND A QUARTER PER MILE, (TWO MORE THAN DOUBLE THE NUMBER AT HALF PRICE).

It will be here seen that the cost of carrying 82 passengers 100 miles, is but $2 more than to carry 40.

3. COST OF A TRAIN WITH A HUNDRED AND TWENTY PASSENGERS. Same as above, with the addition of one car at $2, making... Receipts on 120 passengers, at one cent per mile.....

Net income, at one cent per mile......

It will thus be seen that a train can be run with

1 passenger and 1 baggage car, at a cost of.. 2 passenger and 1 baggage car, at a cost of. 3 passenger and 1 baggage car, at a cost of. 4 passenger and 1 baggage car, at a cost of.

$31 00 120 00 $89.00

27 cents per mile. 29 cents per mile. 31 cents per mile. 33 cents per mile.

A large engine will draw on any road not exceeding a forty-foot grade, 100 tons in addition to the cars; and as 14 passengers, including baggage, are usually estimated to the ton, if there is a full train of four cars,-240 passengers-amount to only 17 tons. The difference in fuel required to draw one or three cars is so small as not to be susceptible of calculation. The profit, therefore, on a train of cars running 100 miles, may be stated thus:

1st. 1 passenger car, with 40 passengers, at 2 cents per mile... 2d. 2 passenger cars, with 82 passengers, at 12 cents per mile. 3d. 3 passenger cars, with 120 passengers, at 1 cent per mile.. 4th. 4 passenger cars, with 240 (filled) pas., at 1 cent per mile.

$73 00

73 50

89.00

207 00

That freight also can be carried cheap on great thoroughfares where there is plenty of it, has already been demonstrated. The Reading road carries coal 100 miles for $1 per ton, although the cars go back empty. The Baltimore and Ohio road have also contracted to carry coal 200 miles for $2 per ton. The Reading road, in their report for 1852, gives a statement of "Items of cost in detail of hauling coal, for round trip of 190 miles, from Coal Region to Tide Water, and back with empty cars, transporting an average load of 368 tons of coal each train." Equal to 38.54 cents per ton."

APPROPRIATIONS FOR TRANSPORTING THE U. S. MAIL BY STEAMERS. We publish below the Act passed at the last session of Congress, and approved March 3d, 1853, "making appropriations for the transportation of the United States mail by ocean steamers and otherwise, during the fiscal year ending 30th June, 1854.

Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the following sums be, and the same are, hereby appropriated, to be paid out of any money in the Treasury not otherwise appropriated, for the year ending 30th June, 1854.

For transportation of the mails from New York to Liverpool and back, $858,000. For transportation of the mails from New York to New Orleans, Charleston, Savannah, Havana, and Chagres, and back, $290,000.

For transportation of the mails from Panama to California, and Oregon, and back, $358,250.

For carrying out the contract entered into by the Post Office Department under the law passed at the last session of Congress, establishing a tri-monthly mail by steam vessels between New Orleans and Vera Cruz via Tampico, $70,000.

SEC. 2. And be it further enacted, That the following sums be, and the same are, hereby appropriated for the service of the Post Office Department for the year ending 30th June, 1854, out of any moneys in the Treasury arising from the revenues of said Department, in conformity to the act of 2d July, 1836.

For transportation of the mails, in two steam ships, from New York, by Southampton, to Bremen and back, at $100,000 for each ship; and in two steamships from New York, by Cowes, to Havre and back, at $15,000 for each ship, under the contract with the Ocean Steam Navigation Company of New York, $350,000.

For transportation of the mails between Charleston and Havana, under the contract with M. C. Mordecai, $50,000.

For transportation of the mails across the Isthmus of Panama $120,000.

SEC. 3. And be it further enacted, That the Postmaster General shall cause the facts to be investigated in relation to the contract of A. G. Sloo, for transportation of the mail in ocean steamers from New York to New Orleans, Charleston, Savannah, Havana, and Chagres and back, per act of March 3d, 1847, for the purpose of ascertaining how far the contract corresponds with the original bids, and shall report to Congress, at the next session, the facts and circumstances connected with the said contract; and also for what amount the said mail service could be performed if a new contract should be made; and whether the ships furnished under such contract are built according to its terms. The Postmaster General is further directed by this act to ascertain and report to Congress at its next session for what amounts the services now performed under the several contracts with the Navy and Post Office Department for carrying the mail in ocean steamers can be hereafter performed, upon the supposition that the United States shall take the steamers, according to contract, and sell or transfer them.

SEC. 4. And be it further enacted, That upon the application of either of the companies contracting to carry the mail in ocean steamers from New York to Havre, or from New York to Bremen, the Postmaster General is hereby authorized to discharge such company from said contract: Provided, That no further compensation shall be paid to either of said companies after such discharge from its contract.

THE JOINT RAILROAD AND CANAL COMPANIES OF NEW JERSEY.

In answer to numerous inquiries respecting the original charter, and subsequent supplements thereto, of the Camden and Amboy and Transportation companies, we presume that we have simply to state the fact, that on the 4th of February, 1830, a charter of incorporation was granted to said compauy, which authorized it to "have, enjoy and exercise all rights, powers and privileges pertaining to corporated bodies, and necessary to perfect an expeditious and complete line of communication from Philadelphia to New York, and carry the objects of this act into effect."

By the terms of the original charter, the State was authorized to take the road at the expiration of thirty years, at its appraised value; the company, in the mean time, to pay to the State ten cents for every passenger, and fifteen cents for every ton of merchandise transported on the road. But it was provided "that if the State of New Jersey shall authorize the construction of any other railroad for the transportation of passengers across the State, from New York to Philadelphia, which road shall be con

structed and used, and which shall commence and terminate within three miles of the commencement and termination of the said road, authorized by this act, then the payment of the ten cents for each passenger, and fifteen cents per ton for merchandise, shall cease, and the said company is hereby exonerated from the payment thereof, provided that if any other railroad shall be constructed for the transportation of passengers from Philadelphia to New York, it shall be liable to a tax not less than the amount payable to the State by this company."

This was the wording of the original charter. On the 4th of February, 1831, a supplement was passed, by which the company was authorized to transfer one thousand shares of its stock to the State, free of cost; and the State to receive dividends on said shares, as though it had itself paid for said shares. But it provided that when any other railroad or roads, for the transportation of passengers and property between New York and Philadelphia across the State, shall be constructed and used for that purpose, under or by virtue of any law of this State, or the United States, authorizing or recognizing said road, then the said dividends shall be no longer payable to the State, and the said stock shall be re-transferred to the company by the Treasurer of

this State.

On the 15th of February, 1831, an act was passed by the Legislature to consolidate the stock of the Delaware and Raritan Canal with that of the Camden and Amboy Railroad and Transportation Company. On the 2d of March, 1832, a supplement to the foregoing was passed, by virtue of which one thousand shares of the stock of the joint companies were transferred to the State. But it was also provided "that it shall not be lawful at any time during the said railroad charter, to construct any other railroad or roads in this State, without the consent of the said companies, which shall be intended and used for the transportation of passengers and merchandise between the cities of New York and Philadelphia, or to compete in business with the railroad authorized by the act to which this supplement is relative."

DIVIDENDS OF MASSACHUSETTS RAILROADS.

The following table exhibits the per centage of dividends paid by fifteen railroads of Massachusetts during the last five years, and the total cost of said roads at the beginning of each year. These are the only roads that have been in operation, throughout, for so long a period, with the exception of some of the short lines.

January 1, 1848, the fifteen roads cost $34,855,800. January 1, 1853, $41,555,500 -increase, $6,599,700. Their net earnings in 1847 were $2,680,674; in 1852, $2,904,394-increase, $217,720.

In giving the net earnings of the roads, the items of "interest" is not included in the running expenses.

The net earnings of the Providence and Worcester Road for 1847, are not in the statement exhibiting those of the other lines, as that road did not go into complete operation until near the close of the year. In 1852 the net earnings of the road were $139,514.

The surplus earnings of some of the roads have been transposed from income account to the reduction of the construction account.

The dividend paid by the Boston and Providence Company, in 1852, was for eleven months only.

ERICSSON'S CALORIC ENGINE.

We have great pleasure in laying before the readers of the Merchants' Magazine the following letter from Capt. Ericsson to the editor of the London (England) Builder, in which journal it originally appeared :

My attention has been called to a statement in your journal from the pen of Mr. John Braithwaite, in reference to the caloric engine. I much regret that my labors in perfecting this important matter should have called forth Mr. Braithwaite's disapprobation through your columns; yet I am fully compensated by the fit opportunity this circumstance affords me of acknowledging, through the same respectable channel, my gratitude to Mr. Braithwaite for past kindness. On my arrival in England, twenty-six years ago, it was my good fortune to meet with his approbation and friendship. In the various mechanical operations we carried out together, I gained experience which, but for his confidence and liberality, I probably never should have acquired. In relation to the caloric engine, it so happened that we were not connected. The machine was simply manufactured at his establishment, to my plans. I need hardly add that it was well done, for everything that left his works was characterized by perfection of workmanship. In regard to the original form of my caloric engine, and the operating with condensed pressure, Mr. B. may feel assured I have not abandoned either, as he will find, ere long, when welcomed on board the caloric ship in British waters. As to the new form of my engine, when Mr. B. shall have had an opportunity of looking a little more closely into the matter, I trust he will find something to approve of. The dispensing with any other heater than the bottom of the working cylinder certainly secures great simplicity of construction; and that so small an extent of heating suffices, proves the wonderful efficiency of the regenerator. The difficulty of lubrication, supposed by Mr. B., does absolutely not exist in the present engine, for during seventy hours' constant working of the machinery of the caloric ship, our piston packings scarcely reached boiling temperature. The single action open cylinders, and the great distance between the packing and the heated part of the cylinder account for this. Mr. B. overlooks entirely the great simplicity of the new form of my engine, and its universal applicability, and evidently does not consider the important fact that it requires no water or other cooling medium. How unlike in this, as in all other important features, to Stirling's air engine. The caloric engine is destined-the efforts of its opponents notwithstanding-ere long to be the great motor for manufacturing and domestic purposes, from its entire freedom from danger alone. It is destined assuredly to effect much in dispensing with physical toil to the laborer. The artisan of moderate means may place it in his room, where it will serve as a stove while turning his lathe, at the same time purifying the atmosphere by pumping out the impure air and passing it off into the chimney; in fine, it will heat, toil, ventilate, and always remain harmless. All this will soon be proved in practice, and it is hoped will save critics from racking their brains to discover theoretical mistakes and practical imperfections.

PROGRESS OF RAILROADS IN EUROPE.

Europe is running a race with the United States in the great work of internal communication by railroad. The London Times has recently been publishing statistics of the progress of the different countries, which exhibit these results :-Belgium has 532 miles of railways, 353 of which have been constructed and worked by the State, the remainder by different private companies. The expense of constructing the whole has been £9,576,000 or £18,000 per mile. The annual expenses are 3 per cent of the receipts, and the profits three and-a-half per cent on the capital. In France there are 1,818 miles of railway under traffic, 1,178 miles in progress, and 577 miles projected. The cost of construction per mile has been £26,832, and the whole expenditure requi

site for the completion of the 3,573 miles is estimated at £95,870,735. The average annual net profit on the capital employed does not exceed two and seven-tenths per

cent.

In Germany there are 5,342 miles of railway in actual operation, 700 miles in progress, 2,414 miles projected. Of the railways in operation, 1,812 miles were within the Prussian territories, and 771 miles in the Dutch Netherlands, the Danish Duchies, and the ex-German Austrian provinces, and therefore only 4,571 miles can be considered as strictly within the Germanic confederation. Two-fifths of these 4,571 miles were constructed and worked by the State, the remainder by private companies. Those in Prussia, however, are all the result of private enterprise. The expense of construction of the 5,342 miles is estimated at £12,500 per mile, being single track only. The working expenses are about fifty per cent of the receipts, and the net profits are nearly three per cent. In Russia, a railway from Warsaw to Cracow, 168 miles in length, is in operation; one connecting Warsaw with St. Petersburg, 683 miles in length, and one of about 400 miles, from St. Petersburg to Moscow, in progress. A railway for goods from the Wolga to the Don, 105 miles in length, is also contemplated. In Southern Russia, a line of railway between Kief and Odessa has been surveyed. In Italy no extensive system of railway has yet been executed. A few lines, diverging from the principal cities, such as Naples, Milan, Venice, Leghorn, and Florence, are alone in operation. In the kingdoms of Sardinia, Spain, and Portugal, railways are only in prospective.

STATISTICS OF POPULATION, &c.

EDUCATION OF THE POPULALION OF FRANCE.

We find the following statement touching the condition of education in France, in a new work entitled "Parisian Sights, Seen through American Spectacles :”

In France they have about 38,000,000 of people; but of this number only 2,300,000 pupils are sent to the primary schools, where they are educated at an annual cost of about seventy-five cents each, or $1,800,000 for the whole of France In all the lyceums, colleges, and private institutions, it is stated that there are but 92,321 scholars, so that, out of the whole population, only 2,424,811 are receiving any sort of education; while not 100,000 of the whole 38,000,000 are taught the higher grades of learning and accomplishment. Our State of New York spends $1,400,000 yearly on her common schools, which averages two dollars a head, and is within $400,000 of the whole expenditure of France. In Paris, the Government pays one theater $10,000, another $50,000, another $175,000, or $250,000 among the three, while the whole cost of the primary schools of the capital is but $250,000 yearly.

CENSUS OF THE STATE OF CALIFORNIA.

The Hon. JOHN BIGLER, Governor of the State of California, has sent us an official copy of his message to the Legislature of that State, communicating the report of the Secretary of State on the census of California in 1852. In communicating this report, Gov. Bigler remarks:

"The rapid increase of our population-the manifest improvement in our agricul tural, as well as all other pursuits, afford a sure indication of permanent and future prosperity, which cannot be defeated except by the most positive mismanagement. In the brief period of two years the population of the State has increased thirty per cent annually. This rate of increase will, of course, diminish, but we may reasonably calculate that in ten years we will have, at least, quadrupled our present population, when it is considered that the Commerce, agricultural, mechanic arts, manufactures, &c, of the State, in all of which we possess the germs of immense resources, will advance in rateable proportion with our increase of population. It cannot be for a moment doubted, that the future standing and influence of this, compared with the other States of the Union, must be that of distinguished prominence."