Railroads -- United States; Railroads -- United States -- Finance
Sterling convertible 6s, $4,457,714 $267,463
First consolidated 7s, 12,076,000 845,320
Convertible 7s, 10,000,000 700,000
Second consolidated 7s, 15,000,000 1,050,000
----------- ----------
$41,533,714 $2,862,783
Old Mortgages, 13,155,500 921,062
Guaranteed bonds, etc., 6,003,360 449,411
----------- ----------
$60,692,574 $4,233,256
Rentals, 742,226
----------
$4,975,482
_After December 1, 1883_ _Principal_ _Interest_
Consolidated 7s, $20,005,794 $1,400,405
Consolidated 6s, 33,516,666 2,011,000
----------- ----------
$53,522,460 $3,411,405
Old bonds, 13,155,500 921,062
Guaranteed bonds, etc., 6,003,360 449,411
Rentals, 742,226
----------- ----------
$72,681,320 $5,524,104
Total before reorganization 60,692,574 4,975,482
----------- ----------
Increase, $11,988,746 $548,622
It thus appears that this reorganization plan contemplated an immediate
increase in the cumbrous capitalization of the company to the amount
of nearly $12,000,000, and an eventual increase in fixed charges of
over $500,000. It offered no reasonable assurance that the solvency of
the company could be maintained under the average conditions existing
in the past, and left no margin for contingencies of any kind. The
trouble lay in the unwillingness of bondholders to sacrifice any part
of their holdings to meet difficulties caused largely by inflation over
which they had had no control. This reluctance was natural,—it should
have been met, however, by the realization that the question was now
of the future and not of the past, and that the best interests of the
bondholders themselves demanded a reconstruction sufficiently radical
to leave no doubt of the ability of the new company to pay its debts.
Public-domain text, read in full here on John Shaqi.
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