Imágenes de páginas
PDF
EPUB

balance on hand of over two millions of dollars (namely, $2,029,319), out of which the semi-annual dividend of Feb. 1st, 1867, has since been paid to the stockholders, leaving a balance on hand in March, 1867, of eight hundred thousand dollars. The dividend of 5 per cent. in August, 1867, was also paid as usual.

The amount of care and attention which is bestowed upon the condition of the road may be inferred from the fact that, during the year 1866, the sum of one million two hundred and ninety-nine thousand nine hundred and sixty-three dollars was expended on the item of "Maintenance of Way," which consists in keeping the track in order, &c..

The number of locomotive engines now in use by the Company is one hundred and fifty; number of passenger cars seventy-seven; besides seven sleeping cars; number of baggage cars thirty-five; number of freight cars three thousand four hundred and eighty-seven.

The sales of the Company's land, during the year 1866, amounted to one hundred and fifty-eight thousand acres. This was sold to two thousand two hundred and eighteen different persons, at an average of ten dollars and sixty-five cents per acre, and amounting in the aggregate to over a million and a half of dollars (namely, $1,683,694). The total number of acres now remaining unsold is eight hundred and sixty-eight thousand eight hundred and forty-one, geographically situated as follows:

On Main Line.

Between Cairo and the Ohio and Mississippi R. R.
Between the Ohio and Mississippi R. R. and Decatur.
Between Decatur and Dixon

[ocr errors]

313,987.78

95,384.77

[ocr errors]

85,398.30

Between Dixon and Dunleith

33,962.33

On Chicago Branch.

Between the Ohio and Mississippi R. R. and Tolono
Between Tolono and Chicago

85,903.47 254,204.82

A considerable quantity of these lands, it will be seen, lies between Chicago and Centralia, in the rich and populous counties of Kankakee, Ford, Iroquois, Vermilion, Platt, and Champaign, in the centre of the most favored climate in the State, and almost at the very door of the great market of Chicago. For raising grain and cattle, these lands present unsurpassed advantages, and every year these advantages are becoming better appreciated. The impression long prevailed that Illinois was not adapted to the raising of fruit; but experience has demonstrated the contrary. Young orchards of apples, pears, and peaches, which were set out only a few years ago, now produce every year the most abundant crops, and the fruit is of the finest quality and of the most delicious flavor. Nor is this all. Strawberries, grapes, and raspberries were formerly not cultivated in Illinois, simply because the proper mode of cultivating them was not understood. Enterprising men, however, have taken the matter in hand, and have demonstrated that with the proper care and attention, the finest flavored and the largest strawberries and raspberries, as well as grapes, can be raised in all parts of the State.

This business, however, is yet in its infancy: and the demand for these fine fruits in Chicago always exceeds the supply. The business of raising fruit for Chicago, however, has already assumed so much importance that special fruit trains are now run on the Illinois Central Railroad to meet its requirements. Persons,

[ocr errors]

therefore, who are hesitating whether to buy a farm in New Jersey or in Illinois, should not forget these facts. A little farm in New Jersey, of only ten acres, if it is worth anything at all, cannot be bought for less than a thousand dollars. A farm of forty acres in Illinois, on the line of the Illinois Central Railroad, with the land incomparably richer than in New Jersey, can be bought for five hundred dollars, in four annual payments. On this farm can be raised every kind of fruit and vegetables that can be grown in New Jersey, in the same perfection, and which can be sold at equally good prices at Chicago.

A farm of fifty acres, of the rich lands of the Company, can be bought for eight hundred dollars: or a farm of one hundred acres for ten hundred dollars. On these larger farms in Illinois, any man who is prudent, industrious, and intelligent, cannot fail to grow rich in a few years.

The following statement shows the total earnings of the road, the amount of sales of land, and the operating. expenses, for the last four years:

[merged small][merged small][merged small][ocr errors][merged small][merged small][merged small][merged small][merged small][merged small][merged small][ocr errors][merged small][merged small][merged small][merged small][merged small]

The officers of the Company are: President, John M. Douglas; Land Commissioner, John B. Calhoun; Treasurer, Thomas E. Walker; General Superintendent, Marvin Hughitt; General Passenger Agent, W. P. Johnson.

[ocr errors]

CHAPTER XXXI.

CHICAGO AND ST. LOUIS RAILROAD.
TOLEDO, WABASH, AND WESTERN RAILROAD.

THE Chicago and St. Louis Railroad presents a most remarkable illustration of the good effects of proper railroad management. It extends from Chicago to St. Louis, a distance of two hundred and eighty miles, and the running time between the two cities is fourteen hours. It encounters two powerful rivals in the Illinois Central and the Chicago, Burlington, and Quincy roads, as will be seen by the examination of a railroad map. And yet, so admirable has the management of the road been, that its local freight business has always exceeded the capacity of its rolling stock. The latter has recently been largely increased. The track of this road is one of the best in the country. The enormous traffic that passes over it was found to wear out the ordinary iron rails in a very short time. The Directors, therefore, have begun to relay the track with steel rails, and in the mean time are using iron rails of an improved construction. The rolling stock now in use on the road includes seventy locomotives, forty passenger cars, and twelve hundred freight cars. The Company, in connection with the Pittsburg, Fort Wayne, and Chicago Railroad Company, is about to erect a

handsome and commodious passenger depot at Chicago, near Madison Street bridge, in the West Division.

The total earnings of the road in 1865 were nearly four millions of dollars (namely, $3,840,092), of which over a million and a half of dollars were from passengers (namely, $1,604,188). The entire expenses of the road were two millions of dollars (namely, $2,006,574), leaving the net earnings of the year nearly two millions of dollars (namely, $1,833,517). The total income of the road, during the year 1865, including these net earnings, was two million six hundred and nineteen thousand seven hundred and ninety-two dollars, and the total disbursements one million three hundred and twenty-eight thousand three hundred and ninety-four dollars, leaving as the net balance on hand over a million of dollars (namely, $1,291,398). The total earnings of the road in 1866 were three million six hundred and ninety-five thousand one hundred and fifty-three dollars; and the total expenses two million two hundred and ten thousand five hundred and thirty-six dollars, leaving the net earnings one million four hundred and eighty-four thousand six hundred and sixteen dollars. The total income of the road, including these earnings, was two million seven hundred and seventy-six thousand and fourteen dollars, and the total disbursements one million two hundred and seventy-eight thousand and fifty-nine dollars, leaving the net balance on hand of one million four hundred and ninety-seven thousand nine hundred and fifty-five dollars. Such a result of two years' work may well be considered gratifying by the stock

« AnteriorContinuar »