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hereafter to be perfected,) under the style of the
" Decatur Branch Railroad Company.?' with a
view of extending a line of railroad in connection
with the New Orleans. Jackson sad Great North
ern ItJilroaid nothward to the Teanesee river.
and to give earh other aid and aseistance as can
be afforded without detriment to this oompany to
such company. and take pay for the same in fall
paid capital stock.
To show in what favorable light the masters In
chancery, appointed by the United States Circuit
Court, looked upon this proposed extension,they
state as fo!'ows in their report herewith acoom
pan iog, marked "Lt :"
"When tie road is extended by the way of
Aberdeen to the Tennesgee river, thus forming a
connection a ith Memphis and Charleston and the
Nethvl!le and Selma roads, as originally designed,
the conlspay ill have one of the most valuable
reads to tihe South. Traversing, as it would a
country of immense fertility and inexhanutible re
sourc.es, it would bring new fields into oaltivation.
inr reate the commerce of the South and vastly
iuuauruent the trade of this city. We have no
dtubt that as soon as the political difficulties
1 ka hich now paralyze every branch of industry in
1LL saection are settled, capitalists will take hold
of this great enterprise and se that it is acoom
The cost of the extension from Canton to ,ber*
deen ,1224 miles) is roughly estimated by thb en
gi(.cer, Major IB. H. Greene, In charge of the sur
rey at about f2,;60,00, and from Aberdeen to
' teacur (11) miles) at about $3,240,000, or about
0,0h,0.O0, for the whole distance.
The decrease of business on the road in 1'67 Is
cccounted fir very correctly, in my opinion, by
thl general superintendent in his report of that
year, as follows :
" First --o the extraordinary prostration of
trade which pervades the entire country.
" oerond- lnring three months of the past
year the fever prevalled with considerable vio
tence in New Orleans, dur ng which time the
bnsines, of the road was impeded by the estab
lichnment of quarantine at Brookhaven, Jackson,
Canton and Vfck]hurg.
" Third- By refrer'e to tabular statements it
wi'l be seen that we have brought to market ten
tlootoand two hundred and seventy-seven (10,277)
bales of cotton. anY have carried twenty.three
thoutsard one hundired end eleven (23,111) pas
sengers In excess of last year, notwithstanding
which our gross earnings from freight and passage
have fallen short two hundred and eightrytwo
thousand nine hundred and ninety-eight dollars
and seventy-two cents (242.99. 72,) caused by the
mecessery redentions on our freight and pa-sen
ger tarilt. This deft it is more than equaled by
the reduction of the expenses of operating the
" The average travel has paid ns hot (4 7-10)
four and seven-tenths per mile, whilst the pre.
vitns year we received five and seven tenth (5 7.
10) rents per mile, sy a reduction of one cent
Sp r mile. This reduction of fare was made with
the view to facilitate those locating along the line
of road and more particularly those whose busi
nees connections in the city made it necessary for
frelquent travel: but by the statement herein re
feired to, the fact is revealed that whilst the in
crease of travel has been cnusideraule, it has not
yielded the receipts paid last year by eighty thou
sand six hundred and sixty-four dollars and twen
ty cents (,0Otht 20)."
The general superintendent states as follows, in
his report heirea ith marked ' I:'"
"Statetur t No. 2--Snows we have brought
fr rn i ounueclizg roads 53.607 bales cotton.against
r,Z during the year ending Febroary 2, ir;.i,
rooalmg an increase from connecting roads of 3364
" £he receipts from local stations fall short 670),
bales. This decrease in the number of bales from
local statlo,-o is attributable to an unusually rainy
eeesotn, Imking the roads almost impassable,
thereby prevecting planters from hauling to or
from the stations. From the best inrormation ob
tain(d. I think there are npwardsof twenty thoes.
and hales of cotton yet to come over the road
from the present crops.
"Stotement No. 3, Passage Department--Ex.
,ibitls the earnings at four hundred and twenty
eight thousand three hundred and five dollars and
sixty-two entls, ag inst four hundred and sixty
five thousand five hundred and forty.four dollars
and eight) cents from the previous year, makink
a deficit of thirty-seven thousand two hondred and
thlrti -nine dollars and eighteen cents.
' Statest:n No. 4--i a comparative statement
of the earnings for the three past years, and ex
hibits a decrease in the earnings of four fundred
and eleven thuneand two hundred and twenty dol.
lars and iei ity-four cents.
"This dc- r ase Is att, blntab!e to a great extent
to rt due its mlade in the passage of freight tar
%I,4 as authorizt d by the board of directors in
tLeir effort to meet the demands of commerce and
benefit the patrons of the road, confidently antici
pating an increase in the amuont of business
otllered, which would prove an eqolvalent for the
reuuction. This statement shows that we have
been disappointed in our calculations, and I can
but think that there are influences beyond our
control operating against the commerce of the
The decrease of the earnings from freight and
passage ($13:',721 61) of 1lI68 and 1869, compared
with those of the year preceding, must be attri
buted partly to the unusually wet weather of the
past winter, which greatly affected the business
of the whole city and State.
Moreover, fears of political troubles in the South
during the preeldential election In November last
deterred strangers from coming here until very
late in the year-too late to give much Impetus
to the fall business, sad many planters and couh
try merchants wh6 were in the habit of coming to
New Orleans annually, in October or November,
to purchase their suppliesl, resorted to Northern
markets, where greater credit facilities were of
fered, which ha. made some of them give the
preference since to those markets.
The list of arrivals this winter at our prinolpal
lotels suhow consequently a very great failing off
frm thfst of last year and the year preceding.
\With regard to the tarilff rates of the company
on freight and passengers, a judicious system of
annual reductions has been carried out since 1i;
to meet the demands of commerce and satisfy th
,iit rtci:smatrons of the patrons of the road, but
at tle samle time the reoelpt. and expenditures
lhad t le watched closely to prevent the road
frtmn failitg suddenly into the hands of the bond
Lialers ansd otther creditors by not meeting at
maturity all its pressing liabilities. The track,
ru-li, r sto,'k and other aa.ets of the company,
wah are fully worth $ .C~'0,000, sold by order of
court, wouid not bring probably more oaba the
all.o-int of its bonds matd liabilitia, say about
1.tll ('00, by whihi operation the Btates of Lo.
isians and MissisIppi, the city of New Orleans
atd ;, lvat+. i:o t:. Idetrs .ult loee their entire
in., lnt f stock. say over $4,500,000, and the
mrinage lt tet f this ipiortant branch t oar
,iat- im-rt vrents woo':li pass irrevocably into
lcrtign indt Nr'l.cern hands.
lo show n:ore clearly what rednuinoas have
letn r' 1c i.. "h tirlt rat)e of the roaJ, I will
lt.:c ' ,-Se m:,de in cotton and passengers:
In I -3, the freight on cottoo from Canton (the
<rthir termtnuu of the road) to New Orlesis
was , per I alr. In l-,:', 5: per bale. In lu ;7
n:d 1- , t14 30 per bale. In 1l:l, $3 50 per
lt:rirng tl at Iclud the total recolpts of cotten
;er the' rad we-e as fo,!ows:
la i-, 7 0 i:: ha es--407,0,; 02; average
It. l 7--, 1,, Ho7 bahes-t ',77-. 81; average
:ate t r al., Sj 37.
I l I 5 "1 baiehr--t126,ll118 13 ; average
:a-c ycr b l,. $t? 70.
The decrease in the rate of freight per bale, be
t.ween I-;6;-7 and I,;'. is t, 7,5.
Tte Id -rras n o amc-nt earned same per-i, Is
; Ie dicrease in rate of freight per bale between
- art i-,- ,,is to l,7.
'Ic 'crassie it r.a unt earned same per.od is
$ .--. ,-, 1i owing ceariy that a decrease in
frtight rat's oily roduced a greater decrease in
(10. the lat of April, 1-- , the rates of 1SO and
1.to;.wi!I be rerd'.ed st!.l -"-c, as follows:
First case, from 12 to $I 40 per 100 pounds.
Frcnd ('ase,. fromn $1 50 to 920. per 100 pounods.
Third clss, from $1 t- 7 .. per 100 pounds.
Fonrth c'ass, from ,00. to 35c. per 100 pounds.
The reduction of paaeenger rate. produced
about the same results u the change of freight
rates, as folows :
nhe a .
o, a 0 'A
21 i 7 5315.01" 5
I lii -, s 9 "'4 7 l 76 n +41 4 l O 93'.
15 -I 31 .8 1 5 I 3 i10 400.713 39 4.- " .
i It will be seen that reduction in the rates per
mile between 1Q6t 7 and 1"67 8 is fS7-1000c., and
BY that while the increase in the number of miles
m' traveled for the same period is very small, the de
crease of the earnings is $75,400 82.
of The subsequent year shows a still greater fall
b ing l ff, compared with lr67-4-say deereue in
d, pasergers. 25,192 ; in miles, 848,914, and ia earn
le logs, 139,155 15.
It should he observed, also, that to eccoarage
settlement on the road, commutation tickets at 2o.
ly per mile were furnished to heads of families in
1I bhsiness In New Orleans whose families reside
Salong the line of road, and at 30. per mile to any
Id applicant who desired to purehase ten tierets at a
n time. This rate was established in 1867, and in
July, 15G, free tickets for five years from that
r. time were allowed to heads of families locating on
n- the road and putting up a residence, worth at least
to Moreover, to eccourage the establishment of
at gardens and cultivation of soil along the road,
guano and other manures are transported at actual
is cost. Thus It Is ee that the board of directors
y have spared no cf'>rts to stimulate trade and set
at te ments along the road, and they feel confident
that, had peace and tranquility been restored to
o the South, and had the crops of 1x65, 186I and
19T7 not been either enare or paret failtres, the
It me netary condition of this company would have
o" realized more than the highest expectations of its
b warmest friends, In proof of which I call your at
a, tention to the following statements of the general
receipts and expenditures fiomJnne, 1865,to Feb
rnary 21, 1'c2:
General reoeipts from the following sources
e 'omitting items of minor importance) to-wit:
F" Vre;ht ................ . .. .. 3 209. ) 3
R Pessg .................... ......... 1 b 3
0 Received for tranmportaticn fto
r ma, ......... .. .............. .. 72,092 21
---- --4.8 ,11 oI
Second m rtgage bond .......................... ,, )
1 " ta1 t.-ti..'. . I t . :
y t urecny red gold on al corm t ....... ....... 542
be 0 e4.4 cution ..... ............ ........... ... 2:9 1 7)
Geceral expenditnres (excusiveo of other items
it f muor importance) as f:0'.5ows
b i.v r-IT,( .. ....... S 1117' t1
Kertrc d cmra ......... ....... 42.. 9.tJ1 i 3.4
e .achue au carrenter bup tuools.. 47 !152 3
----- -s 64,311 12
tr ir:l,ii- g ..................... ..... 311ii.i .
.Is.e. ..................... ......... .5
-- $ 42.653 06
Div'slon rHuse . .............$ 34 2 0
it .) tt. tins' buildnge........... ... 0 914 93
IWRood sheds and water statlons.... 15 ' 87
-" -----5 125.7. 21
P le par able ............ .... . 217 75 $ 1 1
kedev:l ion f mall notes.......... IUS.J4 I
. .--- b 323,.69 9d
t'n ip.n on bontds ...........i...... i i i j Mo
tlaxe. exlrate., kateret, discount
d hangs .................... . 1277013 11
It ---$2,!ikC4 90
Law chs~--. acnd hI g.clev ene. s ................ 5 ' 31
.oad ex en e ......................... ........ 9 0 9J
It, 137 7-i .7
0 After the last meet!ng of the stockholders of
F this company. held th'e 13th of April, 16%9, they
r nanimously approved the sets of the Legisla
tures of Louisiana and Misassippl, denying the
governors of those States and the mayor of New
Orleans the right of voting for directors on the
State and city stccke, and authorizing them In
Siea thereof to appoint three directors each, to
represent in the board the Interests of those
States and of the city. This act has, therefore,
become now a part of the charter of the company,
I and can only be changed In the manner indicated
We have now settled favorably, or compomised
I with the several bondholders, (Mr. D. D. Withers
excepted) aho had refused to enter into the sr:
rasnement made with the Eagiish bondholders to
1966. Mr. Withers is still pressing his suit in the
United jtates Fifth Circuit Court for the amount
($69.000 and interest) which he claims to be due
The case is still pending, but the company Is
prepared to satisfy the judgment of the court
3 should its decision be adverse to them.
In july last the honorable judge of said court
appointed two masters is chancery, Messrs.
Cohen and Weller, to examine and report upon
the management and condition of the affairs of
Its books and papers were gladly submitted to
their examination, and a train was placed at their
disposal to make a close inspection of the whole
road, from New Orleans to Canton, which was
done by these gentlemen in a thorough and con
sclentions manner. I take pleasure in calling your
F attention to their very favorable report, which is
s herewith annexed, marked "B," and to make the
following extracts therefrom, to show what these
Sexperts of the United States Circuit Court think
of the management of the affairs of the company
Sby the present board of directors:
"Nearly all their pecuniary embarrassments
a have grown out of the disastroour civil war, which
was recently waged oa this section of the Union.
T1he road was the victim of both armies. * * *
IDrtng the years 11o and 1I4 the locomotives
and rolling stock, with very few exceptions, were
Ie~troyed or damaged to such an extent by the
S ontendlng forces as to render them wholly unfit
"On the ?tth of Jine,1.30, nnder the order of
Major G(eneral Canby, commanding thls depart
ment, the company was placed in full posseesion
the road, and they proceeded at once to repair
the denmages and put it in running ore 'r. At thl4
lime it was \in pretty good condition as far as
I Pcotchbstutola 47 mlleanorth of this city, and front
that point to rookhaven, distant Sl miles, most
t of the bridges bad been destroyed and the road
had not been used since the spring of 1863. In
the meanwhile the lxuriant vegetation of that
secttiS n of the country, with its shades and moi
tore, rotted the pine timber used tin its conatrnc.
t ten ad thr.feurths of the ties had to be re
placed in order to render it safe for the transit or
Slocomotes and cars."
"From Brookhaven to Jackson, 65 miles, the
a road, although much d;lapidated, was still being
used, with the exceI-tirn of two and a half miles
in mediately south of Jackson; fr cm this poiut to
('mcant. 23 miles, although much oat of repair,
osivnm been repeatedly torn up and seriously in.
ured. wars still used.
" The amount of rolling stock turned over at the
termination of the war was a- f llows: 3 locomo
tives, two of them damaged and partly burned. 2
I -eiord class passe-ger car. 1 firat clsa pIiseu-e
zer car, I baggage car. I provision car, 4 box cars,
2 stock cars, 11 11-o C3-i.
"The amount of rolling stock turned over by
I the military authoritiesol New Orleans. c nesisted
f I Icororotive, 1 passeonger car, 4 box cars, 10
fiat cars, 1 bagRRage car, 2 isttle cars.
" O(f all the deriit bluiid ge and platforms at
tached, word shEeds, water-stati nu, and dlie-in
houses, which were in ronmplte repair in i;?2,
there remained only the hlni.hners at Osysa, Mag.
nollhs and oumcciit, the remainlder hasing all. trom
tnrr to ii;.e. Lctn dcstro3ed by the armed forces ,
iti tleir vicinity. (Fompare this with the tocot on
a':d sin I`,1 and It will be seen how much the
,:i Itar-t ha sinfrred by the war: :;locomotives.
- of w1. h iad rever been attacrhed to a train, 37
iarseer r, 1 hing ever i ain rr bee ed, t o
Satgrcage and express cars, 5,1i freight and hand'
" Uoder these disastrous cirenmstan-s, with
nt a ),Jlincr in tLhr treaeiry, toe ditectois pro- ,
< a;, itih Collo icaJble energy, to put the t
Id ;rA . n- p!e:e r-; a r, are on the 30th of G0.
'ober, beirng tour monthis after they had received
i. thir trsens commenced making regular daily
t::4 orvr tie whole road.
" T -, rti,.i and roi air erensy-elght bridges,*
SFrcm Jnne 10c.;, to 2cth Fore,'y. If, we -
otut in the road bed over 3o0005, r crosa-ties costing h
l-etween $1Sl5 00o aun- fl- i
To March let, l-;; 7. trlieosand 16 drains were b
built and repaired. -ee litu raudl report, p. 12
I'ur'ng the vesr endlrg let of March, 1q67, 109
bridges and 1 bridge crossings were rebuilt, and 2 -
bridges repaired. See 12th annual report, p. 25.
I1urrg tile year ending let of March, 1 6S, 2d p
brihges cre rebuilt and 20 repaired. Be 13th me.
nual report, p. 26.
Douring the year ending March 1st, 1969, W
brides have been rebuilt. and all others hrave been 3
put i good repair. Z7,20J lineal leet of timber '
construct sixteen dramns. measurain a100 lineal
feet, place on the roadbed four tousand two
tundird ties, bnltd depots and stations,
purcbase the necessary rolling stock, tools, etc.,
with nothing but their individual credit and earn
ing of the road to depend upon, and withont in
creasing the debt of the corporation, entitle
them to the higheet degree of praise.
"j Having made these general remarks. we pro
- eeed to speak of the principal losses which have
ir embarrassed the board and prevented them from
,d exteldlti the road.
s " They ex ,ended on the road north of Canton
the sum of SI;o7.944 10. The grading and bridging 1
sere complete sad ready for the rails. These
rails had been purchased and were in New Or- I
leans, where some of thbm were stolen and others
seized and appropriated to the use of the federal I
sovernment. Iho6 value of these rails was
"At tbo end of the war they found in their 1
e treabnry Confederate money or obtliatioan, whoh
were, of c, trse, entirely valueless, to the aimoJut t
* of t.93 f02 l 2.
n "In conseeinence of the destruction of the:r I
e rolling stock, they were compelled to expend for t
locomotives and ears alone, to replace them, the t
cum of .23:,26(4 4.t During the war they had
a purchased five hundred bales of cotton, which
n were destroyed by the Confederates when they t
t were driven out of Canton. Thin cotton was of a
the value of !tie0 0 ). The sacr-,gate amoont if c
these losses Is $2,40,471 01, quite sufficient to em
t barras any company.
"The g, eral c'iprint' ndent, Mr. Williams, is t
f pre-eminently quallied for the position which he t
occupies, and the pleaihent and ditectors are la t.
boring earnestly for the vermanent success of the o
Ii we rk. a
s T: is ! a railr. ad 2C mioe in length, and Is the a
p. rincipal i k in the chain connecting Now Or. p
leans with the great cities of the North and Weqt, h
and we rc satistied teat the interoest f neither g
o boudho.dcbr uor socatholders wo,uld be promoted o
d by the appointment of a receiver. The present fI
Sdirectors and officers are practical men of high It
character end standng, and well qualified to man- r
age toe affairs of the corporatia. el
S "The r. -I is now in tn, order, an1 with snifi- a
clent . - k to meat all the dr.r-ds of the public ,
,I end we cannot we' see how the charge that tteei
finances ore crppied" can be suetained. If there 1
were aly danger of the oo!apauy neooming insol
vent because of the bad management of the b
a oficers, we have no doubt 'hatthe members of the r
board who were appointed by the srate of c
Loustana and city of New trleana wouXi sound
the alr:., ar i ta the nrCeneary leag' steps to tl
protect "he t3,000,000 stock which they represent.
d ihce the war ,wveral r-anufactories have been
established, and others are in r,rse of con'trnce
Stin on ithe line of the road, ahith wia add much i
to the rrc-ipts of the compaeny. It passes through t
some tt the richest and most pro-ductive cottoa p
lands of the South.and it cannot be id muL:u that Il
beflore many ,ears elapse large manufacturies will
- be established to consume that staple.
"We are uder mnin (chlgatiens to the "rlc-I
dent and directors fior te facilities which they r
afforded us in discharging the doties in-rp ed I.
upon ni,. It the course of our exmiunahtiol iutO
the financial affairs of the company, we were f
2compel!,d to verify the correctness of the nn- c
nal I C. rts,. and obtained , great naia mut :of in- 0
tollati,n not buino in them ; and to the able and 1
fa:thfu; erretary ant' trev'-rer, Mr. It. . , harles,
who a.s htn ident.dJd ith the roal f-ai itt d
organiatitin, we are es-pecially indlebrtd. Thl ii
1comlpry in certtinly frrtnir.se inhaving thei books .
and papers kept In the most excellen; order.
a As the cj etd and r, ru, of the reatrods are
matters which exercise a g-eat inf lenae on the a
success e r failDIe of raiiro.d cooa,nica, I trust I a
will be excused for loser tmg in this report the fol
lowing extracts from reliable sources, which ex
plain very clearly those two important items in d
the managementof railroads ... lsammond, the
well informed late superintendent of the Chicago,
Burlington and Quincy Railroad, said lately very
rc-rrectly before a committee of the Ilinois
t~ enate- I
r " A well establih.d law of rai:road economies
Is that '.peed is 'he eeearce o' r.iroad expraOnes.' a
TLis rule, aa geneiraLy -tst, d, is tt.at tlah coat of
moving Increases as the squ.,re of the velocity.'
Thus a speed of ten miles per hour wi,, lid be eq I i
to 100, twenty cqll to 4.". forty eual to 16,0. 1
This tremendous ut- rese in the c ~t of miiaag
trains being as si/.r t, dollars to I iar dollars be
tween ,n express train and the ordlnary speed ofr
I mail and accommodation trains, is entirely lost a
sight of in the pricyiler of pr,, ro'l rates. The e
exigencies of trade will require grester idt!,-renees
in speed na.the thu:itcs of the couuntry !,ct,:es a
I developed. It has been proven that a coal road. *
(on a double track, so as to avoid delaying and ft
" angerteg otter traIn-.1 btrve:g ,tttt, otelr busi
ness, and having to return its cars empty, and to d
freight at a very low rate per mile under a sharp
1 competition, was enabled to realhze a fair living
profit when it reduced its trains to seven miles per
hour, and not at higher speed. Ten miles per r
hour is considered the greatest average speed of
through freight trains. a
"But certain things may be considered settled t
in railway management. Am,ng them I mention n
a few : It is fundamental that every road must be ti
manageo with a view to its earnings, expenses, h
repairs and adej"iate remnueration for the capital re
invested. This as necessary to all parties. All in
thinking men concede liast unprtsable road do ti
not satisfactorily respond to the just expectations fr
of their patrons. It is the interest of all parties fr
that they should pay. Especially is it for the in- fr
tereat of the community direchy reaping the ad. n'
vantages of a good, sale, well managed road; or t.
rather reaping the inconvenences and discomforts at
of an unsafe, unreliable one for the transaction of tc
their daily business. Hence it is seen that it is pl
for the interest of all concerned that every road Is
should do all the business it can procure from ti
which any profit can be realized, although the ci
rates may bc far below the average rate charged. t
It is elsn well vettled that It is the duty anu the in- c
tererst of every railroad to foster and develop its I'
local busilnessd, by which I mean the businessaria. cc
ing on Its line and not divertible there;rom by hi
rival routes. From this local business it derives
its chief support, and to it it must primarily look fr
for the Loome needful for its 5ccess. The 7'
local Inlterests of the people upon a line cannot o0
be antagonistic to the road so long as the 21
rates charged are just and proper. They most 54
etainS) are just and proper s long as they wall
no mi-re than yield a fair income u;on the cauitat ro
Investld In the enterprise aod chow a reasonable c
deductio from the cost of I rsrmiri. It has been re
suggested ihat it is ol'ir to charge rates for I-,:al of
tubinesa hiher for ,i ,tances csrred than fir cl
th.rurgh business. Thls i. found to Ie a frlacy. U'
From the railroad the communooity receives all the it
advantages derived from the d,'ibreace between th
reilroa-: charge- and the cost of teaming in all its 'n
local business. which we have seen in the case of he
the farmer living ten miles away from the market ra
saving, at a low eatinmate, of two-thirds lts cost. an
It Is not wrong or unjust to the farmer living ten I
miles away from the market that the farmer ilving li
one hundred miles away should have his traffi, of
loe at a lower rate per mile, provided it is not 5
done at less than coat, for just to the extent of the at
profit nmade on the hnndr, I mile bnsiness is the re
company able to carry the less mile business at He
a lower rate, and still act justly towards its atock- Ii
loelders. j tii
" Another thing has been proven by experirnce *r
-tiat the rates on all through and -ontingnt ti.l
hinaness, by which I mean all of whicb the road is ti l
iable to be dipri·--d by competing iies, mi-.: be 5 -a
alike over all rntes which would compete for it, i-
irrespecttve of their lengtl. Ii
" As no two of these competing roads are of the rt
sane length, the prices chare-d on any article of ' t
freimbt be:tween the two coinpeting points m:st ihe
be at a dlPerent rate I er mile u4,on each of lthe
roote-less pj r mile on tLh longo-r an, ,ore p-r r i
mile on thile shorter. l-scb road, tl .r fore, will ti
get nore per mi;e on some of Ii traff' thtan is tt.r
rival lines, and less upon other of its trafic. Fr col
example. Ottunisa is a clr:i eting p int for p'-3 wL
dutce to ('Chicago,,, and the Chlengo, Ianrlington and o'
iun cy !ine, made such hy its cnnecttoo with the - r
liorlirngton and Mtsesouri, will g-t imore per mile vai
than its rival, the hue .lai.es Va:!2y. hercs-e it is se
'ie shortest line. while the total i. the same in plst
s-ler cease .\Anoter thing ,s setle-i beyotm.
controversy or dispute among the rsiro;d ex
pert-that the through bhriness of a road, made
up generally, as it Is, of full trains, Is done at a In
Irs cost thL.' l,,.a, bhaena- p..ad up as It " Je,- >m.e
to the line. This d.ferouo is larie ad x...st r
enter into the calct.ation of rates made by the I
managers of the roads. A tra;u srtartng f,'m te -
Miesisrippi river, partly loaded and part!y empty, Ct
sto pmng to ,cave eimpy and piec up loaded cars a .
between the starting pcint and i "it a~i , - ay c.yt ter
more money to the company and earn less tha, if tot
It had started with a ,.1 tra.. al:to.ghi the
'-hriogh freig! t is at: les rates per mile than local
freights from in'ermediate puluts. Ti,.s s the mUre r
marked when the tradn rStis entirey
en pry. Beside there enters into the et
havebeen nused, over mIles of road have been res
ballasted wtth gravel, 400 feet side track have ti:
been put If, 4 new sec'ion houn.s have been are
erected, 7 new cotton platforms st various sea. tle
tions, large cattle pen at Canton and a 5l00 gallon i or
terL at Tyram. - i
t Io;ihLg stock I ebruanry S,. -- l--erginee 5ii, srt
passenger cars :;7, Lox, fnit and other ears 570. rlec
Rli;ng stick June 2, ,1 2-3 engines, 3 pasen, sti
ger cars, li box. Cat and other cars, ail in bad mit
condition. Rolling stock February 2S, lit-- wa
31 engines, 2,i passenger cars, 45o box, fiat and atis
other caCs, 0 taiLter ruLc. Ion
Sestimarti certala deprecislos and expen
o ses vhh do not depend upon the amount
, hbailess done. The natural decay of tme
.sperirteture bridges, ties, fences, statioa
Sbuildinpg wood part of cars, abrasion of the
banks ad certain station expenses are neither
0 increases nor diminished by the through or con.
tlngent lnsiness. This has been estimated at
ra flly onethlrd of the whole expenses of a road,
e includig its equipment, proving beyond doabt,
n cavil or epues, that contingent or through boal
ness me' be done at two-thirds the average rate
a per mihof other business, and afford as large a
r profit s he local business, which, without the aid
s of this log business, would have all this expense
" The met troublesome and diffcalt part of the
rbi'road bainese has been the adaptation of the
s calacltiee sf the road to the endless variety of
ci-crnn-taes and cunditions which daily present
r tt eraelves. If a dead level of rates were possi
Sh'e. reilrrd managers would have seized with
t the greatestavidity upon the pro rats principle,
and their vwrk were then well nigh done. It is
r tecause of he utter impossibility of this system
r that the geat necessity exists; that men of
a much cxpeisnce and capacity to judge of the
iretree of tfde, and to foresee the wants of the
IU coatry anudwisely meet all the varied wants of
r the communty consistent with the interests com
f mitted to thm, ehould be selected as managers
f of ir road;.
"A pro rats rate on passengers is equally un
iest as on frtieht, although the iniestice may not
t be so aeparent. It ignores the difference between
the ccst of icing busiiee by wholesale and re
tal. ('an a ieaenger be carried through a line
of road, beiig taken on and off, with iis hagage,
at ever} ntation,as cheaply and with as little risk
as Le can he carried through at one artinog ? Who
pays t1 e statlon man for hand!!ng and -aring for
his tsagaºe,f,- warming and lighting the passen.
ger lhoure Who guarantees that he will not
cresa hi:n lm!b, or otherwi.e inju-e himself at the
forty or City statiorn where he gets off' And the
least that can be said is, that the company runs
forty cr Ptfty chancer to one of the throunh pa.
setger. An:d shall t'ie paesenger demand all this
at the same rate of the w holesale or thruugh pasa
"It !the matters herein stated are true, it fol
"' Firstt-that pro rata or uniform rates would be
bcth c-.;uet and i mpracticable. UICust to rail
roade and their patrons, and altogether impracti
cable in their adoption.
":'econd-That the varied lncreasing wants of
tl is new country could not be developed and
bhanged to meet the demand of a denser popula
r tr -f various indrstrial pursuits.
" Third-That through, long or cortingent bnti
ness may now be done, and that it isnow done by
'th' r -as of IlliCois, at a !arge and remunerating
p rofi:- etn at two-thidsa the .,vercag rate of
" Fourth- 'lhat with any bill estallishinr equal
rates per mile per too ot freighti. r per he,d of
-csengers. all this business would be lost to the
roads of Illinois :hat ran only withis the State. I
triw n t of a -ibgle exc( p:nn.
' FL 'fh,.t thl protas thus lcst to the roles
fritm extranents burincss wooli have to be
charged on loce business, thus adding to the lo
oam rates and greatly mncreasing the burdens of the
" sixth-Notar;ff of rates can be adopted that
dte, no,t look to a fit rmiuisratioiln or capital
inveetcd, sad ! not attainable from long b'esness,
It i.uet c . t koL .Lo:t or lca; business.
" Sevet:h-nat the adoption of the measore
will recure the city of Chicsgo from 'to position
as the .Metrobolie of the great Northwest, having
an empTire forlite cons:itUency, to one having only
a Imcity of e Elhate t lillinois from which to de
rirs its trade and to shich it will contribute sup.
plies and devdopment for all business subject to the
completion o other routes would have to be aban
doned. Tbhereatest railroad center of the world
wer:d thus De parilyzed at a esiLg!, b!uw. and
the ie givento the commercial iag.city which
mride it such
"Eighth--at a sni'orm or pro rata rate will
greatly unset'e values. Enlarging the valueo of
farms and al prodncing industriec near market in
a ratio tat wll great!y a.t npbh th; unthir.ing,
and rleduce in a like proportion the value of the
more dietant -nec.
"Ninth-Pbably white a farm within ten
rm:le of a ~ian market can Lave its grain trans
pt rted for thee and one-quarter to four cents
per bushel, tb farm 165 miles from the same
malrket wouldpay forty cents per bushel. Ditfer
ernc p-r acroin a yield of thirty bushels to the
acre of telr dudars, teier tike interest on a differ
ence in value if the farms of over one hundred
and lifty dotLrs per acre. This would utterly
ant:hilate ail alues in tV; dietant farmn as a com
pe'ttion in the acme market with the near-by
Mr. A'bert Pt-k. thlb sie e nerat .epers ten
dent of the Louisville and Nashville Railroad,
says in his Istannual report:
" The revnue derived from through business is
rearly 37 pe cent. of the total revenue, and over
1.1 per 'ent.f the local earnings. Although it is
generally cceeted that the transaction of a large
through burtese over the road must prove remu
nerative to he company, the fact that local in
terests are thereby also greatly benefited is
hardy evemappreciated. It is no doubt for this
reason thalocal shippers consider it an act of
irjustice tcthem-the builders of the road - that
the ratlroa company transports freight coming
from a disance, or, in other words, 'through
freight,' slower rates than is charged for local
freight. 'hey argue-and to those who are ig
norant of be principles which govern the case
their arguments must appear plausible enough
that the ieople who contributed their means
towards tb building of the road shored have the
prefersnceover those who never furnished a dol.
Iar for its onstruction. Were it merely a ques
tion of prderence, this should certainly be the
case. Bnan reality the question is this: Shall
the thr(ug. business be secured to the road, or
shall it be 'ermltted to pase over other routes?
It is eviden that if the rates are not made to meet
competing lines of transportation, this olas of
business nsmt be lost to the company altogether.
" During he past year this company realized
from throuen badness alone the sum of $S12 336
7';, of whlck 5 76-100to per cent. was expended in
operating tb read, leaving a ret rofit of $333..
213 '7, equl to3C 47-100l per cent. of the entire
net revenue Thus, people liviong at a dstance,
who had nobinRg to do with the lutldinr of the
road, contriluted largely toward making it a suon
scr-ofl entrprice. Nor are the owners of the
road alone ,inrHed by thid business. The auo
of t$;T022 'S, operatir.g experses, was nearly
all exaendes along the ;iue of the road, thus stim
u'sting tramce by increasM!ol the wealth of the
totta tirough whichl the road pseses. Now if
this Ubisinesshsd not been scured to the road at
'urh rater at cenld be ohtained, it wou'd have
bhen necesslry either to have increased the local
rats 3; 47-le) per cent., or to have reduced the
snrtal dividnd 4 1h per cent, leavIng it at
1 7 :0 insteas of 6 per cent. on the capital stock.
tnt as long as the road is operated in the interest
of all the steckholders, and not for the benefit of
a certain clIs of shippers, the main object mast
always be ts secure a suoticent reveone ho pay a
reasonsble divilend on the caotal inveeted.
Henrce, if t.e thruLth business is neglected, or is
forced over rival routes on ocouat of high rates,
the local shipper mnust.sither contributs the whole
Smrount of tLe lose. or the owner. of the road lose
ti.e interst in Ili-ir capilt.l, io which latter case
t e ical shippers mnot still fornih the entire op.
ea'lKg epense,., ac ,therwise the road coatI not
eir ket in riuiiig order fr any length of time.
I he nsvoodable recult, therefore, world be to
rI se tLe local t r t' wi e on thile other hand,
a Ith a large through buciness, the company would
te easted to lober it.
In v:ew of there facts it la apparent that the
or p,,i:ir L so frei ,.iot:J made bl Ical inter,.ts to
t.e ifforts of alviroad companies to se-are
t.rotlh bo,!ness, by jdioii us oxten.ions or el se
co,i.',t-:ons of their road with eizzting lines,
wt.reiby laey mig t reach sections of conotry
o Lirwr-e tacce,ib'e, or be pot in condition to
c ripete wth r;val rontee, must, if successful. in
varil4v prove ditrimental bo:h to local Interests
as wedil as to the interest of the rarirosd comr
' ThLe iaTer the houiness of a road toe cheaper
a i to ih Cost of 'renspO-ttlion.
ST: e Piltim:oe ank Ohio Hlailr,~d Company for
in-tale ce, alth tceipts amoLuntr g to about $I,
,,, , pe rr·'nth, end operating abouat the same
y:n:!tr , nris as 1.e Loaiac:lle an! Nashil:le
i-roaid iniaitcy when the leaced roads are in
.'ed1, sarrres treight t a cost ,,f less than one
cci:.' per ra. per mile, wbthe It costs the La"i.ville
a. Naulvtile rlcroaed (',mpany. wilise monthly
revenuss raly soout $2-u iOO, 2 o lIe cents per
tOL per nile.
The .nericar. _IL'-ay Times, in the cource cf
an nrtitc on "Pro Itates, ' writes as follows:
" Th-- a pro rate freight tald all not be a
teref.t :the- to the raiesy or the pbhli-,we
l avre tet'cre demons'rsted, anrd we propose to
restatesome of the fiure anld hcts whihob prove
.t:i. he interests ,t the railway and the public
ase idctical, or should be,and any deviation from t
Utc rprs,:t;ee for ano length of time is hurtful to
i oth. Ihere are many elements to be considered
in tiP question, as the physical featares of the
hieadiler as much as the amount of the trafie
aid .he distance to which each ton is to be car
ried That a correct tariff should be graduated c
ard rot pro rated for the different distances is ad.
mittid by all who know anything whatever of rail
wajmatters, but the exact scale or rate of gradu
atiol is a rice matter to settle. To be fair with
loe dCitansc, we sould not extrast therefrom a C(
te- greater profit per ton per aile than upon short
n et ones, and how much less we may charge per ton
the 1 n.ae and yet get as much profit from tn luung
ou s froml the abort diblues,, will be seen approx.
the .gately by the following flguree:
her "Taking the fact from a railway report which
on- clasifies the wakting expenses into the parti
at which are dependent upon the amount of traff
ad, reoved, we find that the average distance traveled
bt, by a ton of freight was 120 miles; that the aver.
nil- age cost of transport per ton per mile wase '.t3.,
ate and that the ratio of what is called the constant
Sa expense, to the whcle, is 24.71 or 34 per cent.
aid "The distance, 120 miles, at 0.96 of a cent per
use mile, gives as a cost of nmoving a ton of ireight
120 miles 115.2 cents; of which 34 p. r cent. or 3'
the cents are constant, while the remainiag Ti cents
the are to be divided by the distance 120 wila, giving
of as the actual cost of movlng the load 0.63 cents
eat per ton per mile; whence, for di~terent distances,
e,- we form the following table :
l , Milsa ostant. VaTiLte,. Total.
iem . a 4 . s.
of Tre, '::y ......... .. ..iosii a5, aI
the lhu y ........... ay , :uli 7 .n; 1.9"
the roar.............. 9 4 ti i 64 14 it I.6'
SF . .. ...... 39 5kwLtU -110 I i
of . ... . .......I as I esu m.63 I 76 1.2'I
era And from the last column we deduce:
an. t a
" at is, if we charge pro rat to th ditnce,
i we drrw early Hix timee '-r pr%±t per t' per
(si xty mle s tt, n w e d o fro r~n a m an i yi ng a t •
te m iles, w e 4 '.u-ld rrrge h-ý noly 11 Sr c ent.
o a, a pr ton per male as we do a personKt ten
Sles. pon railway ixty mile lon the reI -
for r by a ar, pectey,
en. T ......... T
Sl., _ ' and _ 577 -qare miler. n, .ere.,t lt that at
not benefits the pub5- and
the Tnity.......... 1 1 : 2
the r ilwy compny yete......... rrn i
tie to a w.dr terriory wih2ot s, t y on
s y attract. g business, that it can be
is carried in gross charge pro rts to the distance,
as- we dre nearly six trai es '+r pro at per toi per
Srai. lway deal peroy wtho labors under the disead
ol- vauctage of lihing at a long distance from market
(sixty mtlest than we do from a men livirg at a
be e'ir rt dstetre (tin miles). Cottonr for v 'he's us
il "In. e the neatcg the s , ,jrt per tia per
sti- le a frtm a person at sixty n;ines as from o oe at
S n mi.t betwe en o ad clhar t pasage pely t r ment.
iot so. Uponwie, a railway sixty milest los nthe regs
to h t de areas of territory accommodated by a ohin
to lod sad uby a rdatrl ta. are r'pect lyer of fact,
Sthe grat maid t''" y o7 7 r:r mites. Vc.! .erc ' p!ly t a
by eradu tted lard cOt only benefits the public and
cug the railway ompany rty reodu charrying froli.
of tin to abd ower territory wi' cnt tloe, two ,ny s per
atiiLtip ettracltcg busmcisa, so that it can be
ra m carried in groseason' pi ir ts s greatly to re
of nt d a see t he trait rate avI' er tr ages tf'r , if the
the railway deal feat'y w" It'h Vic I ai';c, ,.)iows gner-al
I recuctiou of ci'.:rhee.
mie thrae Ir'aouren' re f thi y.irte- per tmi ." ,
be nor iiks'y to w"r: k c':` 'j, h. .hdit'Cr'uce
lo in cost b getwee d eding a short passage per mile
tae is rot sewride, f(r it f '' t-t it C 'tit o )th'ng
to lhalrw't R.v:ws( rse wi t s oit Ji los .iaeinti
hat to load ead u:i'ot' 'rot' ht. A a r'raier of fact
r of the gr Nweat mvrity of Irr. eo-s thck it polt y to
'rs, co Therue the fatry of 6' rt rcs w. char;.1ig frobl
D anced one t 'iarter h f a cenyt t, two reht oper
,re m.!e for 'season p'-icr-gc'. ' I i's for t tran
ton iant ascgc the rate averages four cent pnar
ing niotle. carryr a thrnt b per . of th tonna up tdre
sly rnmies the rate is u ot r'r th' it de nr diln. I
doe Te dstiruis the e ditor f. that aibLe periJ; cal,
'P' De Lcw's P.i~v:ew. 1Ci .ord as follows iiia late
an- nomi-er of the New Or'man- l ialeti -
rid " There are very few r- rled who's freig'l's bat
f. i ance - that is. coth almost as much to reiht one
ch train empty as the other. it were y. The cost rof run
thoinsand miles fromf Nerw irleons wld c , de, s
till not carry twent per ert. of the tonnatt ge up tare
of road that it brings down. It in, h'sweter, aOt:ii0 i
Sin that it conts witil stock i-, deter,rati an .ut tr
rig, rn the trains u; a rof rLtha it d',oe drn. It
the nay acrltii-e the le to alio:.i the iLLijO.; is aut
familiar that it coats almost as nach to run a t
ten train epety as if itwere tolWear al. The cost of uranceun
es- tundi a train consists of certain conarnt abrasid con of
nts ti'.ge have seenie. Thes constant charges aret
me interest on capital stock, deterioration ard :usur
er- snce of periisile eltrm tutes, salar ies atut wages,
the These charges go on if "h° road a"sr±. 'Tlhe c.'iu.
'er- lingent capert.s, tir : Wear and tear, insurance
red and cost of running eogiie ard cars, abrasion of
rly rails. etc. 4
uM-. " «e have seen these conslait chargea esti
by mated at nea-'y eighty per cent. of the wiole ex
penses of a road. There a - very few roatla on
a, ioh every tran n losled to th tull eaPtolst of
the engine, ea hence mpre s more or less ito or
ad, power, which it Is the interest of the company to
utiaice. It follows, therefore, that if a feitght
ti1 train be m.de up to rute cvr a reand witch lecs ton
rer nsge than the engine can r-aw, it will be ec ,nomy
to put on more cars up tor the fal capacity of the
'go engine. If a train is to depart with only seventy
1u. five tons of freight, when the engine ooald draw a
in. hundred, it is obviously better to take ou twenty.
Is five tons of through freight, especially if it comes
his ready loadedon the care of another company at a
of loser rate per ton per mile than that at which it
lat carries its own local or way freighit.
ag "We say safely, go further. If a company takes
gh through ireiglt which it could not o'herw.;e get
tl at anything more than the coutigfent or runniug
1g. expenses, such excess is clearly a net gain, which
se would be lost to the company if refuted. S far,
therefore, from the local and way shipper being
as injured by scrch accessin to the trade of the road,
he it enables the company better to comply with its
01o chartered contra:ct. It moreover improves the
a. dividends of the commtrtty loyally interested In
he the road by bringing foreign money into the com.
all pany's treaoury."
or In conformity with the facts stated In the above
7' extracts and the views expressed, which cointide
f ully with those of the board, we haveeodeavore.i
pr. iersietently for some time back :ootwithstanding
ed s-me diecoursaging failures owing to the number
3 of routes which had to be brought into the ar
S rangement) to bul!!d v.p as salready stred a a
e thro,:gh freight line over several connecting
e, roads. We have every reason to believe that oar
h efforts will now be crowr.ed with success.
In concluding tis rep:ort I desire to tender my
r tLanks to the irmembhers cf the lba;i. especidaly
ly te chairman of the executive cu.n'iuittee, Mr.
n- W. Henderon, for the assistance they have
if ffarrded me in conidurtir: the ar ,rs of tl e com
at pty, and I take plensuse a ca:h:g you'r atten
re tion to the able and lithtlul manner in which the
al eneral superintendent., Mr. T. 8. Willtra', and
the other 'fccrs of tae ccmrany, have lisciarged
tk. tleir laborious duties.
t rapectluilly submitted,
of ;. T. I;.' r. ~nas., President.
.t _*. , .ii-- -t....
d. Veoelljeltas to lias Ueltllnhle.
Fpeced on. my peerless. swrt pc'r- s -~d,
SLow forth thy u'r~v"t p wc;r! e(,sp.d.
(Why will it wob'ht?)
Fpair dsmsels n,,te tic- rI I;k, flight.
Ard piR ''lv t r"i, r"r' ... ' g 'I .
,Jrt.d ocer t c 'til
E'en fooli who s~,rn ih ,r r h'rse,
:! fear !'I fll '
Id Thy wucvl.. l 1 c' -i ' thu eon,
IMl< ve as driven ixi u-.
1 Ni eye r i. trtce tl i C lrr A!Cu E kn ,
S' li p rni, -d " 0 ph lnl P b e.
ILiks blood-hond louduop to the fray.
Swift as tie eage fr the prey.
(o The Woys yars ma .'
We skim al ng iti e wa-r, dedring earth,
SAnd distarne stereds of rvi!gasr birth,
We rrsh thrih , ~h"d'. d'.ture seets,
rhe aa-rmniis', cL-ki, c r wu, reinr ts.
i' ve had n) fI'll.
S W- rain 'Ieo oper' w..! kt'i r'iv.
r parks rim 'ry whei's iwt'h 'r, n '
I'ii ,,la . .: cawesi. ,
Firna pu-i. d. I feel n fe r, f r ,. trc. e,.
ihe freshenmg breezes ticsab my face.
is (My hroott are wrn )
My every nerve the m: tii t'ri'i,
Aed hapseis my be,,~itu P !s.
My ptsu.'* art tirn.
Past lake, o tr tLii, tlrouogh wod, down van,
1 akim, like hbai k tb ore the gale.
My blood wi'l In my vir-s fl wa free,
I feel of ,plrit birth with thee.
O 5 ride no icre.)
[llar-r'u er r. ir,
Visitore to tie Srtate Iair will tlc'] it to their In
0 terest to read the advertisement of IMeira. J. A.
d Braselrran & Co., on the fourth page of this day's
e CRLsCEuT. 1
o D PrioDs Io.E GaRImi, - M:t...--Thls mill is
d constructed expressly for grinding, pilveriing
I and grano!ating bones for ferti!izing p'rpoeee, and
i grinding or granulatIng bone coal for reofining
h sugar, syrup, bquors, etc. Mr. N. D. Levitt, 10;
a Gradier street, I the agent and pa.natt.e.
soron NEW ORLCANJ MhEAMUE `T.
T 'OL fB 33W EtLUA.NU CstgMCZXT.
Rnte Cap saw enm New Ocsesar.
ep O. NIXON, EDITOR AND PROPRITBrOB.
o al arsal of th e 1re of New Orlesas.
the city of New Orle0as, the State of Louisian and the gra
Southwesk will be in the future, as it has bew in taio pad,
the purpose of thie journaL The columns of each day's lase
are referred to as an esamtof the Ihfaulmeissadaseee a
with which this design t e.eetted.
While the stand point of the CRESOET to an independent
ong with refereate to an the subJect of newseppetcoutmnt
cuad dicnousi, its opinions will always be fewad t be eas
didly, deSnltely and hAtlessly espresed.
A W slesr at
S O. IXOn, EDITOR e and PrOPeBOg.
tens open topies of moment to the people of tai section. Its
ilette rs fom the peple fm no the t lintereting nd .
,,be feature of its well liled col wnb.
In the selection, preper tlou and arrsagement of New and
other Reading Mater. t I of claimed that the C geNT i
ref o surpassed by any other daily url n the United
S t this
On mmedeled eand Meetary levrtew.
e Will ear the vdpoeret fscrtny u to thed I y and epnd
S nent with which thio s porthet braJo of newspaper doy isn
performed for the CRESCGNT.
er Iid brief, the Prot Iletor of the (rPIe W T pon'n to ~eo .
tinu to present to the .bdlec a LIVE, and in every respect
6 A FIROST sCI-A PAPER, properly supplying t' I-nper
)e to need of the BUSINE8s OOMMUNITY AND ?AMILY
"nc 'Ih('L It will be in the uture, as in 'be poet, inth .se d
mil Ay the spirit of trune rogress, l ing t its own coutim;eal a
Si rovemen t fop the benet of the pait eof io ees tlon o. I
per foris the pabeo le teem ben sppheated ad rewarded.
other etteTHetter, DAILY CRECEthat t
late PUBLIBEED EVERY MORIN1G (owrpArs LEcansa)
Yearly Bubscriptlan to advance ........................$611 00
ba l half Yeatly ............................................ 8 o
It To pecutlr y a HOME JOURNAL Idts ample entmme w it
not Le found erowded whh choiee readien matter espae lly well
n a ten or selected for tab ibse, teetmetag a rieh enteraldang
rin d idntructve varty, weleome ake to t4he mrehant, the
I lr, be mhe, the eest bossewife,no the yeily and the old.
he THEerf WI EE]KLY CREICENET
A LARGER CIRC'ULATION THAT ANY OTHER
WiC Ebe I eIPrUBooirlor o lh THIS CITL
or At pemenou we.... .wees +.a d,meºrnma*6**Rilat
in to repon topics of psabot latwVs selectrony In
ight greaPt variety, reviewofr thoe mog I
ton- and commercial markets,
the aid bas. pileSd tihe wA l
f* I of the Southwest fora hrgepoGt
WA Wiggly FAMILY PZrar. It has proved as
ile admirable medium for advee. tirig as t It orculatso Inl a
atg sitreetteaa Threo heat the s eath.
ie T HE WEEKL CRSCENT o
a And Is supplied to subteribes a- tha forllowing ates:
the Por oue year, in sadvaee ............................... I N
IIn or six months .. .............................. 28
O- cor tie m o o "the s .. .............................. I r r
reaR- .CENT BOOK AND ,OB OFFI
J[JFECT I ADL ITBL APPOINTMaxT
Aahe P I manED by OIImpotO (Nret t tyoongrlcura)
l eart as r found Ila tl eonane. It is ...6lly supplied i
I t Is po~f TTPEyI. All OInd of work Impl exnentnsw
i p AaDB LLtr, m , BILLth OF FAtheeusat
IIL liEADEK, DRAY RECEIPT
A LAROKIX CIBICthAYIOO NThA AN OTHE
Iatl oeLI PerU VrIJBet 1ad Iall CIlTr.
MR It HAN p r' Ae..COUNT· ROOKm n p u thre bern
i to pon tpief r s ofe a t ociotentesi
OK. and tAMPFILET, pfen·lw ,t rlit one Iy
ti-sad wlh te BOOK and alb Ot ICE i
L O c0RAPHI EsnTAc LIe M T
-Wh'the e re mr e; tld
Alt kn. of the Sourphwg doe et to CREET
It it DreettleaUs TogAED IN MEIoCA.t
it COMMRIA h IO PII
ILLUM.NATED TNF r AI(D "I LDIM'I8
et OR WEEE, C L L: .,R LETCE
I PITAMPBIIED BAKY AR Y OS'ECK I~
S enabled Ito spled to msusbsis R a i t he f Voowe R s Y
tIe FIe yBEIENT OFC Is pe.........l..... to the... e
Inh ormstn oo te.... .... So
·.fEMr 13 ALL. 1 APPOsIKTEUNE