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RAILROAD, CANAL, AND STEAMBOAT STATISTICS.

COMMERCE OF THE NEW YORK CANALS.

The following tables, derived from the official report of the Canal Commissioners, show the the total quantity of each article which came to tide-water on all of the canals, and the estimated value of each article during the years 1849, 1850, and 1851:

STATEMENT SHOWING THE TOTAL QUANTITY OF EACH ARTICLE WHICH CAME TO THE HUDSON RIVER ON ALL THE CANALS DURING THE YEARS 1849, 1850, AND 1851.

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STATEMENT SHOWING THE AGGREGATE, IN TONS, UNDER THE DIVISIONS AS SPECIFIED IN

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STATEMENT SHOWING THE ESTIMATED VALUE OF EACH ARTICLE WHICH CAME TO THE HUDSON RIVER, ON ALL THE CANALS, during the YEARS 1849, 1850, 1851.

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STATEMENT SHOWING THE AGGREGATE VALUE OF THE PROPERTY WHICH CAME TO THE

HUDSON RIVER, ON ALL THE CANALS, DURING THE YEARS 1849, 1850, 1851, UNDEE THE DIVISIONS AS SPECIFIED IN THE ABOVE TABLE.

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GALENA AND CHICAGO UNION RAILROAD.

The Galena and Chicago Union Railroad now extends from Galena to Cherry Valley, a distance of 84 miles, and has two branch roads. It is among the most profitable roads in the west, from an advertisement in the Chicago Democrat we learn that this road has declared a half-yearly dividend of eight per cent on the capital stock paid in of the first division of the road. This makes the entire dividend for the fiscal year 1851-2, equal to fifteen per cent, beside leaving a large surplus of cash on hand.

The following table shows the earnings of the entire road and branches for the past three fiscal years. In the month of May, 1849, are included the earnings of March and April preceding. The cars commenced running in March, 1849.

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TOLLS, TRADE, AND TONNAGE OF THE CANALS.

The following statement, condensed from the late report of the Auditor of the Canal Department, presents an exhibit for several years of the average tonnage of the boat, of the time necessary to make a passage, and the cost to bring a barrel of flour from Buffalo to Albany, of the lockages at Alexander's lock, and the total tons delivered at tide-water from the Erie Canal, and of the total tolls, is as follows:

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A comparison of the results of the last year's business with that of 1841, ten years ago, shows that while the boat has nearly doubled its capacity, the time necessary to make a passage from Buffalo to Albany is diminished half a day, transportation is cheapened 30 per cent, or 22 cents on a barrel of flour; and that while the lockages at Alexander's Lock have increased only 33 per cent, the tons arriving have increased 200 per cent. And that though the tons arriving from the Erie Canal last year are 77,000 more than in 1847, the lockages are 3,600 less.

THE PHILOSOPHICAL RAILROAD ENGINEER.

George Stanford, an engineer on the Michigan Central Railroad, at the time of a late accident on that road, had his head cut badly and his back bruised. Before the collision took place, but when it was too late to obviate it, he exclaimed: "This is all carelessness, and if I am killed, it will serve me right-I will not jump off." That engineer was an honest man, and an intelligent believer in that beautiful Providence that works no miracle to save men from the consequences of transgressing wise laws.

MAINE LAW CONCERNING RAILROADS.

The following act concerning railroads passed by the Legislature of Maine, was approved by the Governor on the 13th of April, 1852, and takes effect from and after October 18th, 1852.

AN ACT CONCERNING RAILROADS.

SEO. 1. It is hereby declared that no railroad company has or shall have the right to assign its charter or any of its privileges, immunities or franchises, without the express authority of the legislature therefor; nor shall any railroad company, without such express authority, lease its road or any portion thereof, or grant the use and enjoyment thereof or any portion of the same, to any other person or corporation, or in any way grant the use, possession or control of the same to any other party or corporation, or in any way place the control and management of the said road in the hands of any other officers or parties than those contemplated by the charter. And any such lease, contract, agreement, assignment or transfer, heretofore or hereafter made, is hereby declared to be null and of no effect; and it shall be the duty of the Attorney General, on suggestion or request of any person complaining of a violation of the provisions of this act, by any such corporation, to file an information, in the nature of a quo warranto, against said corporation before the Supreme Judical Court; and said court is authorized to pass such judgment, order, or decree, as to justice and equity may appertain in all such cases. And provided, that nothing in this act shall extend to any agreement for the lease of the Somerset and Kennebec Railroad to the Kennebec and Portland Railroad, on the terms mutually agreed on by the stockholders in both of said companies; nor to effect any mortgage made for securing the debts of any corporation, or with any portion of the Atlantic and St. Lawrence Railroad which lies within the States of New Hampshire and Vermont.

SEC. 2. This act shall take effect in six months from and after its approval by the Governor.

A PROFITABLE RAILROAD IN GEORGIA.

The last report of the Georgia Railroad Company gives the same encouraging assurance of the value of the railway system, that all their previous reports have done. Their road is 171 miles long, with 48 miles of branches, and they declare dividends on a capital stock of $4,000,000. They also have a debt, created by subscriptions to other railroad companies. These subscriptions amount to $570,890, and consist of the stocks of the Georgia and East Tennessee, Nashville and Chattanooga, Montgomery and West Point, Atlanta and Lagrange, and Rome Railroad Companies, and the Augusta and Nashville Telegraph Company. After paying interest on these debts, $52,691 55, the net profit remaining was $451,087 93, or 10.78 per cent on the capital. The company paid a dividend of 7 per cent, and devoted $151,087 93 to the payment of the debts. It is evident that without this debt created to aid other works calculated to benefit their road, the company might have declared a dividend of nearly 13 per cent. In fact, the business of this road has exhibited an actual profit of about 13 per cent for years past. The company have pursued the policy of subscribing to the stock of other roads, leading from their road to the interior. The debt created by these subscriptions will be paid off out of the profits of their road, in less than four years, and the company will enjoy largely increased profits, while their markets will command the tribute of Alabama and Tennessee.

THE FIRST AMERICAN LOCOMOTIVE.

The Charleston Mercury says the first locomotive built in this country was constructed for and used on the South Carolina railroad.

"This engine would be a curiosity if placed alongside of one of Norris's or Baldwin's last improvements. It was named the 'Best Friend,' and was built under the direction of Mr. E. L. Miller, of Walterboro', at the West Point Foundry of Messrs. Kemble, New York. The engine had no tender, but carried its own wood and water. The wheels were of wood, with spokes like a wagon, and the wheel armed with a wrought-iron tire.

“The engineer who ran the first locomotive that was used on this or any other road in the United States, was N. K. Darrell, an apprentice brought up in Dotterer's Machine shop. He is now, and has been for many years past, the well-known and efficient master of the company's workshops in Charleston.

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