The Michigan Southern and Northern Indiana Railroad extends from Chicago, Illinois, to Elkhart, Indiana, and there bifurcates, the northern arm running through Michigan, and the southern through Indiana to Toledo, Ohio; with branches to Monroe, Jackson and Constantine, Mich. The Detroit, Monroe and Toledo Railroad was built under a distinct charter, this Company always owning the bulk of the stock, and now owning all but 24 shares. The Erie and Kalamazoo Railroad, (Toledo to Adrian) is now wholly owned by this Company, and constitutes a portion of the northern liue. The following shows the several divisions and branches of the Company's railroads: Miles Miles Maintain'd. Operated. Toledo to Chicago.. 243.73 Toledo to 22d street, Chicago, via White Pigeon. 242.06 North of 22d street.. 1.31 Toledo to Elkhart, via Air Line.. Toledo to Detroit.. 64.79 Air Line Junction to Detroit and Milwaukee Junction... Air Line Junction to Jefferson Avenue, Detroit... 61.51 Adrian to Monroe Junction.. Adrian to Jackson 46.00 Lenawee Junction to Jackson.. 41.90 Palmyra Junction to Lenawee Junction White Pigeon to Constantine-leased to St. Jo. Valley RR.... Tracks owned jointly with Chicago, Rock Island and Pacific RR. Company: The equipment of the road on the 1st of March of the years 1861-1868, both inclusive, was as follows: RAMAPO WHEEL & FOUNDRY COMPANY. GEO. COFFING, Pres't. GEO. CHURCH, Treas. W. W. SNOW, Supt., Ramapo. W. G. HAMILTON, Agent, 24 Broadway, New-York. U. S. RAILROAD SCREW SPIKE CO., No. 45 MANUFACTURERS OF MONTIGNANI'S PATENT Railroad Screw Spike. HENRY YOUNG, President. G. B. HUBBELL, Secretary. We respectfully call the attention of all persons engaged in the construction and management of railroads, to the double hook-headed Screw Spike, for fastening rails and chairs to ties. The adjoining cut represents the size and shape of the Screw, which weighs eight ounces. It has been thoroughly tested on the Erie, New York Ceutral, and other Railways, from one to three years, and in every case it has stood the test satisfactorily, having performed its work perfectly. The Screw Spike possesses the following important advantages over the common spike: First.-They are made of the best refined iron, and the thread, being forged (not cut), imparts additional strength and stiffness to them. Second.-Increased Security. The holding power of the screw is many times greater than that of the spike, and it is not liable to break nor become loosened by the jar of the cars, nor by the upward or lateral strain even on the steepest grades and sharpest curves-the holding capacity of each screw being from four to five tons, and the side pressure from three to four tons. In three years' experience no screw has removed from its place, and the rails in every case have been held as firmly to the ties as when first put down. By its use, therefore, the numerous acci dents constantly occurring from loose and broken spikes, and consequent loose and broken rails, shaky roads, and the spreading of the rails, will be obviated. Third.-Greater Economy. In order to remove the rail, it will only be necessary to reverse the screw onequarter; and when replacing it, turn the screw back to its original position, when the rail will be held as firmly as before. The ties will thus be saved from the injury of splits, checks, and the numerous holes made in them by repeatedly drawing and replacing spikes, in which water will collect, causing their rapid decay. By the use of the screws, therefore, the durability of the ties will be greatly increased and equalized. WORKS AT OSSINING, Westchester Co., N.Y. sides, when the rails are loose, the ties are cut by the repeated blows made on them by the rails, and are thereby materially damaged; on the contrary, where the screw is used, the rails are held so firmly in their place that this injury is prevented. The saving to railway companies in ties al ne, it is estimated, will more than pay the whole cost of the screws. Where none but soft wood can be obtained for ties, the screw manifestly possesses a still greater advantage over the spike. It is also calculated, that, in consequence of the screws holding the rails to the ties so firmly, a less number will be required than of ordinary spikes; also a very great saving will be realized in the wear of the rolling stock and rails. The considerable loss arising from loose, bent, broken and missing spikes, will be almost entirelyprevented. Besides, where the screw is in use, in addition to the saving of time in relaying rails, a much less number of men are required to watch the track and keep it in repair; thereby causing a great saving. While the first cost of the screw is somewhat higher than the spike, in the end they will be very much cheaper. The screw, therefore, being more economical, and, by its use in place of the spike, making the roads more secure, besides "giving to the track an easy and connected spring so much desired," it must entirely supersede the common spike. In corroboration of the foregoing, we present the testimony of several of the most experienced Track Masters in this country. Mr. James R. Hilliard, Track Master on the Erie Railway (Unión Division), who has had twenty-four years' experience as Master of Track Repairs, after testing the screws, makes the following report: "When I first saw your Screw Spike pronounced it just the article wanted, and since I have seen it in use I still hold the same opinion. Mr. E. T. Marble, Track Master on the Albany and Saratoga Railroad, says: "On examining the Screw Spikes put down by me December 16th, 1863, I find they have not started either upward or sideways, that they still hold the rail to the tics as securely as when first put down, while great numbers of common spikes are loose and out of place. And on examination I find tlie threads are bright and clean." Mr. A. F. Snyder, Track Master, Albany, January, 1867, writes as follows: "This is to certify that the Screw Spikes put down on the bridge over the Hudson River, at Albany, N. Y., by the U. S. RR. Screw Spike Co., February, 1866, have done their work perfectly-holding the rails securely and firmly to the ties-not having started in the least; while the ordinary spikes, which were put down on the bridge at the same time, have, many of them, started up, and are quite loose and useless." The Among the first-class passenger cars are 10 12-wheel and 2 sleeping cars. freight cars are 10-ton cars, with exception of about 120, which are 12-ton cars, and 50 which are only 8-ton cars. The increase of car capacity in the seven years has been nearly 60 per cent. The "Doings in Transportation," as illustrated by the mileage of trains, passengers and freight, and the earnings from and expenses on account of operations, are shown in the following table for the years ending with February, 1861–1868, both inclusive: Passenger. Freight Other 811,412 863,035 778,825 830,449 1,070,854 1,101,636 EARNINGS FROM AND EXPENSES OF OPERATIONS. $749,237 $710,417 $892,138 $1,244,129 $1,875,061 $2,021,247 $1,749,337| $1,689,107 1,236,569 1,419,498 1,804,582 2,016,851 2,242,772 2,455,403 2,681,900 2,725,250 89,653 120,603 117,114 123,314 171,432| 209,795 241,956 332,862 Total earnings. $2,075,459 $2,250,518 $2,813,831 $3,384,294 $4,289,465 $4,686,445 $4,673,193| $4,747,219 Operating exp's 1,039,830 1,112,970 1,352,555 1,753,517 2,408,352 2,749,656 3,063,706 2,866,387 Net revenue... $1,035,629 $1,137,548 $1,461,276 $1,630,777 $1,881,113 $1,936,788 $1,609,487 $1,880,832 Earnings per pass. per mile. 2.68 2.83 2.65 2.70 2.86 3.02 2.80 Earn'gs per ton per mile.... Expenses to The income account for the two years ending with February, 1867 and 1868, shows the whole resources and disbursements for those years: The financial condition of the Company, as given in the balance sheets of March 1, yearly, is shown in the following abstract : Stock-comm'n. 6,124,600 Stock ($100 sh's) 9,018,200 9,018,200 6,124,600 6,124,600 6,124,600 7,536,800 7,536,600 9,381,800 9,813,500 10,059,400 guarant'd 2,893,600 2,893,600 2,893,600 2,583,600 2,183,600 1,089,700 787,700 586,800 9,018,200 10,120,400 9,720,200 10,471,500| 10,601,2J0| 10,646,200 19,341,088 19,218,467| 18,790,324 18,631,966| 18,994,217 19,672,646 20,473,971| 20,762,597 Against which amounts are charged the following, viz. : Railroad. D.,M.& Tol. RR. 46 stock. 13,601,120 13,616,404| 13,613,624| 13,619,185| 13,619,185| 13,619,185 14,333,563| 14,654,881 1,637,259 1,644,259 1,644,259 1,644,259 1,644,259 1,644,259 2,669,517 2,865,817 691,279 1,285,043 275,000 691,279 1,285,043 1,285,182 1,285,182 1,291,068 1,291,968 1,291,968 1,291,968 1,291,968 275,000 368,200 372,5J0 406,800 409,5:0 4.9,500 411,700 Perm'nt prop'ty 17,489,201 17,562,124 16,911,265 16,927,012 16,962,212 16,964,912 18,704,548 19,224,366 |