\

290*  .

Report of John B. Jervis, Holmes Hut-
chinson, aml Frecl_erz'c}c C'.;»Mills, to the
honorable the Camel Commissioners of the
State of New—‘YorJa:- 1 . . u v

GENTLEMEN‘: We have examined the
question you submitted to. our considera-
tion, in relation to the relative cost of con-
struction and repairs of canals and rail-
roads, and also the relative expense of trans-
portation, and present in the following
report th : facts and views we have been
able to obtain. The importance of the
subject compels us to regret that more time
could not consistently have been taken, to
obtain further facts, and allowed us to carry
the investigation into greater detail. ‘We
have felt compelled, in a great degree, to
confine ourselves to an exposition of pro-
minent features, in the two methods of
facilitating internal communication. We
believe, however,—the facts presented, and
the exposition of the bearing of those facts,
will be found useful, in leading to correct
conclusions in regard to the question under
consideration.
RAILROADS.
The utility of railroads is materially,
and in some respects, peculiarly affected by
the ascent and descent that is overcome,
and the relative amount of trade i-equiriiig
transport in opposite directions. For in-
stance, a railroad requiring transport only
in one direction, would be most favorable
with such a declivity in the direction of
the freight, as would require the same
power to move the loaded wagons, as would
be necessary to return with the empty ones :
and {this declivity would decrease in cases
requiring transport in" both directions, and
«become level when the freight was equal.

_ In this country, it rarely occurs that
freight is equal in both; directions; more
frequently" it is Q, 3, and 4 to 1. To obtain
the most‘ Vfgtvorable. graduation to the trade

‘to be ac'c'o'm'inodated,'it is essential that it

be uniform, -or nearly so; which the route
would not often admit without too great
expense, and in some cases would be im-
practicable. On importantlines for general
trade that have any considerable extent,
there will, from the character of the coun.
try, often require a level, and sometimes a
small ascent, in the direction of the greatest
trade; and it would be a favorable com.
promise to exchange all acclivities and de-
clivities for a level road; ’I‘liough there
would be exceptions, still it is believed a
level road would afford a fair standard in
determining the general question of utility.
Belowgwill be found a statement of the

. cost of several railroads, and in some cases

the cost of transportation.

_ It is to be regretted that more authentic
information of a practical character is not
1.11 our possession. The authorities, as well
as the facts, are stated to show the weicrht
which they are entitled to. In some fin-

portant cases they are a.u;hemi.c ; and these.

will be adopted as the basis of our conclu-
sions.
V  Baltimore and Ohio Railroad.
‘From Baltimore to Point of Rocks, 67%
7111185: by report of chief engineer, (Octo-
befa 1339,) this section was stated to be
nearly complete, and the cost $29,193 per
grille. In a document of second session
-251 Congress, .No. 93, it is asserted this
road had then cost nearly 333 1,000 per mile,
e have examined the subsequent reports
of the directors and their officers and find
“°lhi.ng to Change the statement of $29 193
perrriile. _ 9 ’ ’
The grading of this road is done in a

’sul)"stantial and durable manner; over g of

.t'he,s_i_iperstructure is timber sills and rails,

capped with an iron plate; 2; (or 7%) is
stone rails capped with iron plates; and T‘,
is timber rails on light. stoneblocks. ‘
‘The cost of transportation for the year
ending 31st September, 1834, as per report
of superintendent of transportation, was
for motive power and all other charges,
(excluding repairs of road,) except interest
and fund for renewal of wagons, $69,348 57
Superintendent of machinery
reports 1,000 wagons on the
road; their cost is not given.
They probably cost from
$150 to $200 each; if on
steel springs,the latter, other~
wise the former: they may
be estima"ted,at $150 each,
which for 1,000 is $150,000:
interest on their cost, and to
provide a fund for renewal,
is believed‘ should be at 25
per 'cent., which is, . .
Total cost of transportation,
exclusive of tolls or profit,
for 56,120 tons, is, .
The average charge of the
company, per said report, is
within a small fraction 4;’

37,500 00

99,848 57

cents per ton per mile, pro-
duces the sum of 116,954 79
The ratio of receipts to expenditures is
1  0.85, and  +  Z  Cents per
ton per mile, as the expenses.

The expenses the previous year are
stated by same report to have been higher :
but as we have not the detailed statement,
we cannot give the exact difference.

This railroad has ascents, descents, and
curves, which affect the economy of trans-
portation.

In regard to curves, this road may be
considered as having more than is usual
on railroads, designed mainly for general
trade.

All lines of railroad, of any considerable
extent, will be curved more or less, ac-
cording to the character of the country
through which they are constructed. It is
the first object to have it straight, and next,
the lightest curvature the country will
admit: the minimum will therefore, be
determined by local circumstances. While
it is considered this road has more curva-
ture than will occur as a general average,
it is obviously impracticable to determine
what this average may be. The chief
engineer, J; Knight, of this (Baltimore and
Ohio) railroad, made experiments on the
increased resistance produced by curves,
which led him to the conclusion, that in a
curve having a radius of 400 feet, the trac-
tion was increased 50 per cent. If locomo-
tive engines were used, then loads would
be regulated by the greatest resistance they
had to overcome, on any part of the route;
but ahorse can increase his effort, for a
short distance, which enables him, on a
road that has occasionally sharp curves or
ascentsfor moderate’ distances, to perform
a greater average of useful effect than can
be obtained from locomotive steam power.
The freight business for this road is per.
formed by’ horse power. The sharpest
curves g_enerally occur in short distances,
intervening between straight lines and
larger curves, and will not, therefore, affect
the cost of transportation to so great a de-
gree as if locomotive steam power was
used. If we assume 10 per cent. of the

resistance on a level and straight line, as
the excess over a general average arising
from extra curvature onthis road, and
apply it to the section between Parr Ridge

AMERICAN RAILROAD JOURNAL, AND

from its true influence on the cost of trans-
portation. _

The next. and Zmost important question
that affects the cost of this transportation
is the ascent and descent. The‘cliaracter
of this roadpin relation to_ its elevations,
seems to indicate t(l1ie prcipriety of dngiditplg
it into sections an app ying on eac e
power necessary, without regard tcil the
other. The followincr divisions have t ere-
fore been made, to wit: A _

lst. From Baltimore to Parr Ridge,‘ foot
of 1st inclined planewlengtli, 40,}, miles;
ascelut wespward, 590 feet; descent, Qgfifget;
tota 613 eet ' ascent avcrages14. eet
per mile. , _ '

°2d. Embraces the 4 inclined planes that
pass Parr Ridge, 1.94 miles; ascent and
descent, 429 feet, viz. ;

No. 1, 2,150 feet, rise 53.75 = 80-feet:
No. 2, 3,000 feet, rise §‘,,.,, : 99 feet. Total
ascent 179 feet. '

No.’3, 3,200 feet, fall ,1,.,_, = 160 feet:
No. 4, 1,900 feet, fall -.,‘,T._.,, : 81 feet. Fotal
descent, ‘.241 feet. Whole amount 420
feet. .

Intermediate level, about 3% miles.

3d. From foot of plane No. 4, to endof
continuous declivity westward, 11}, miles;
total descent, 285 feet; average, say. 925 feet
per mile. _ __

4th. The remainder of road, to Po1nt__0f
Rocks and branch to Frederick, a fraction
over 16 miles ; descent westward, 169 feet ;
averaoe 10.56 feet per mile- ascent ‘west-
ward,b131 feet. _To1al rise, and fall, 300
feet. 1
The ascent westward, for the 4

divisions, is . . ' . 900 feet,
The descent westward, for do. 718 “
Total ascent and descent, 1,613 “

By the report referred to, it appearsqthe
ratio of freight moving eastward to that
moving westward, was nearly as 2 to 1;
for calculation we therefore adoptwthis
ratio. ‘

It has been shown that the 1st division
has an average ascent of 14.75 feet per
mile. This ascent, however, is not uniform ;
in several places for short distances it dc.
scends westward, some portions are level,
and the ascents are at rates varying‘be-
tween 2.64 and 37.48 feet per mile,'excep.
ting a short piece near the foot of inclined
plane. They seldom much exceed 90 feet,
except for short distances. The length of
grades at the higher rates of ascent is
generally less than one mile, and alternate
with those of medium rate; except» near
the inclined plane. In view of the cha-
racter of this division, it is believed animal
power will allow such variations as to ac.
commodate the varying resistance,‘ i_,w1th
nearly as much economy as on a uniform
ascent. If we calculate on a uniform
ascent of 18 feet per mile, we shall not pro-
bably vary essentially from the true econo-
my of the case. 9

It has been observed, the freight is as 9.
to 1 in the opposite direction, being" lea_St
westward. The weight of the wagons will
probably be ~§.of the gross load; _and for
computation, we may asume the wagon 10
weigh one ton ; and consequently the
freight eastward will_be 2 tons and 1113‘
Westward 1 ton.

The resistance from friction is taken at
,—,._},.,,— of the gross load, the velocity being
low. On :1 level this will require nearly 9
pounds per ton, on an ascent of 18 feet per
mile gravity will be ,‘§ of the ‘10ad»_°’

rile

and Baltimore, we shall not probably be far E

7.64 pound per ton. wagon and 135
freight going westward mal:es.a, I055
load of 52- tons; the resistance will ere-