AMERICAN RAILROAD JOURNAL

tube surfzzce. Furnace and grate area same as
113. Weight 53,060 lbs., of‘ which 37,570 lbs. an
on drivers. fzitcam used at one revolution 11.781
cubic feet.

I'l<.>s. 119 to 121 inclusive; extreme outside
connections, by Boston Locomotive Works. 15
inch cylinders, 26 inch strolae, four 5 foot clriven:
and truck, 792 squm-c fcet tube, 82% do. firebox
and 15% do. of grate surf’.-ace. Weight 52,675
lbs.,o1" which 31,775 lbs. are on drivers. Steam
usc—d at one revolution 12.101 cubic feet...

Nos. 125 and 126, by Amoskeag Manufacturing
Company. Inside cylinders, 18 inches dia. and
‘.20 inch stroke. Six 4 feet drivers without
truck. 893}.-.3 sqnarc feet tube, 743/4 do, firebox
and 15 do. grate surface. Weight 48,235 lbs.,o1
which 21,410 lbs. are on front, 14,385 lbs. on
mirlcllc, and 12,4-101123. on bacl»: drivers. Steam
used at one revolution 11.781 cubic feet. No. 120
has since bccn ziltcrcd to an eight wheeled on-
51114.‘.

N023. 27 to 132 'z:clusivc; inside connections,
by Boston Locomotive Works. Cylinders 17 by
20 inches, four 5}; foot drivers and truck. 871;-
squarc fr;-ct oi‘ tubo sLi1‘f‘;tcc, Wciglit 5-1.-,-100 lbs.,
of which 3-;l,€).50 lbs. are on drivers. Steain used
at one revolution 10.508 cubic foot.

Nos. 13  and 135, extrenic outside connect-
ions, by New Jersey Locomotive and l\'Iachine
Company. Cylinders 16 by 20 inch/c:3 ; four 5 feet
drivers and truck. 6701- square feet tube, 54} (lo.
fircbors a.nd1'2§-g do. ofgrnte surface. Weight not
given. Steani used at one revolution 9.308 cubic
feet.

Nos. 136, ‘ 38 and 1-11, by some buildcrs,
s;rm.;+ as Nos. 72.’. to 83 inclusive, by Swinburne,
Sniitli  ()0.

Nos. 13'.) and 1-10, generally the same as Nos.
72 to 88, excx‘-pt 1,07'.?l}§' square feet tube, 82% do.
firebox; and 16 }:__-1 do. of‘ grate s‘urf'aco.

Nos. 142 and 1-13, inside connections, by Essex
Company. Cylinders 17 by 20 inches; four ‘Q25
foot drivcrsan=.‘1trucl:. Boilers 49 inches in diam-
eter, containing 190 1 7-8 inch tubes, 11 foot long.
1,025}-,; sqtiarc feet of tube, 76% do. lircbox and
16 do. of gmtc surfzsce. Weight 58,250 lbs, of
which 36,450 lbs.,aro on drivers. Steam at one
revolution 10.508 cubic feet.

‘.1
U.

,..__,
ii I ,

We have thus given a very full statement of the
motive power of the leading broad gauge road in
this country, the «mo which is the long'c-st continu-
ous road in the world. We find there are 8 en-
gines, only, ha.'.'in,z cylinders of less than 15 inches
diameter; 10 with cylinders over 15 and less than
165 inches; :20 of 16 inches; 91 of .17 inches; 11 of
18 inches, and  of 19 inches;

10 engine:-; have drivers of‘ less that 4 feet 6 in.
diazne.-i'.c1‘; 23 have drivvra of 4 feet 6 inches; 05
with .5 feet drivers; 18 with 5 feet 6 inches; 24 of
six feet, and 2 of 7 feet drivers. I '

We see that the weight of the passenger engines
is gene-.rally 28 tons, and that of the freight enu
gines, gencrztlly f'rom 29 to 3311-5 tons. The pus-
scngcr en§:iru:s1'1avc from 8,000 to 9,500 lbs, on a
single driver, the freight engines from 8,000 to 11,-
25011.33.

The Eriorciad lmro now under contract for his
rncdizttc dclivm-y a. large number of froig-ht on-
gines, 28 as we are informed, of’ eiztraorclinary
wcight'zn1€l power-:“ They will be inside connected.
engines, imving  inch c}’linclcz's,:%0 inch r‘ile!‘o1i‘c,

four 5'fuot drivrrs and truck. The boils-rs will b
of 48 inches in diameter and will'cont:>.in 197‘ tube»
2 inches, in diameter and 10 feet-9 inches "long.
The furnace grate will be 48 inches by 57 inches,
giving 19 square feet of grate surface. These en
glues must weigh fully 31 tons, of which 21 or ,2:
tons must be on but four drivers, giving from 10,-
500 to 11,000 lbs. on a. single point.

The transportation effected by such heavy
equipments must be compared with that ofnarrou
gauge roads, when we shall find that general];
the length and load of the Erie freight and passcn
gar trains do not exceed those of‘ the trains upoi
the narrow track. Frequent observation upon thu
line ofthc road shows this, while the average ton-
na_gc pcr train is shown by the State Engineer’:
Reports to be about the some upon the Erie as
upon the Northern, the Central, and other roads.

In June, 1852, the Northern I‘2tll1‘0:l.d of Ne“
York had 28 engines, the heaviest of which
weighed 26 15 tons, when in full running order
Of this wciglnt 17 1-1.0 tones were upon the drivers.
The cylinders were of 15 inches diameter and 24
inch stroke; the drivers two pairs of 4% ieet cli-
ameter. The freight engines were ,.ge7tercllg/ of
213 5 tons weight, having 16 by 20 inch cylinders
with two pairs of -1 1-2 feet drivers each.

The passenger cn,g~incs has mostly 15 by 18 inch
cylinders, with 5 to 5 1-2 feet drivers, and weigh-
ed from 20 1-2 to 2419-10 tons.

The Boston and Maine railroad, in Massachu-
setts. operating :3. heavy freight over 40_to 45 feet
grades, employs no engines ofovcr 24 tons Weight.
The heaviest freight. engines have 10 by 20 inch
cylinders, three pairs 0016 inch drivers and a. truck.
'l‘he_ usual load for such an engine, on 40 feet
grades, is from 20 to 28 eight wheeled cars with
usual freight. 61 cars of four wheels each, w_eigh-
ingwith freiglit 891 tons, have been taken up a
47 feet grade and through a" bad reversed curve,
in the winter time, by one of the above described
engines. This was an orclina.ry train and was by
no means employed as a -test. The usual pattern
of freight engine upon this road has 15' by 20
inch cylinders, two pairs of 4 1-*7 feet drivers and
a truck; weight 44,400 lbs., of which 30,810 lbs.
are on drivers. Steam used at one revolution, 8,181
cubic feet.

On the Fitohburg; railroad, the heaviest engines
are the sums as upon the Boston and Maine rail-
road.

On the Western railroad, of l‘-«Iassaclnusctts, the
f‘rci,ght engines have generally 16 by 20 inch cyl-
inders, and four 4 1-2 ft. drivers and truck. The di-
ametcr of boiler is 42 inches, the length of tube
10 1-2 feet, and the whole weight about 23 tons.
The Western road is the great avenue for western
freight going to Boston. The grades of this road
ase in some places 80 feet per mile.

The Baltimore and Ohio road, working the most
severe grades in the country, has freight engines
of nearly equal vvcight with those upon the Erie
road. But the transportation accomplished upon
the two roads, by engines of‘ nearly equal weight,"
is much in favor of‘ the narrow gauge.

The Erie road has no grades to compare with

7 5 9,

_ 
It must therefore be referred to a coniparason
with the ordimu-y trafiic of‘ roads of equal gmdcs
unl doing a general business. Whenever such
-omparason is made it is found that the broad
:auge has much the heaviest equipment for the
nuns business, the amount of increase of weight
being almost exactly proportional with the increas-
:d width of its track.

Virginia Central Railroad.

The ' Staunton Spectator has received, in ad-
innce, the President’s Report to the Eiglitecnth
knnual Meeting of the Stockholders of the Vir-
rinia Central Railroad Company, from which we
gather the following-—

The report urges the policy of pushing: the work‘.
to an early completion, and for this purpose re.
eommends an application to the Lcgielature for
a suflicient increase of capital stock, and also for
z loan, on inrartgage, lest the money might not be
qpoerlily raised by subscription.

- The I’residc.nt urges the construction of‘ a. short
‘inc from Charlottcsville to Richmond, on good
reasons both of expediency and necessity. ‘ A
louble track on this end of the road will soon be
nrlispensablc, and the advantage is shown on the
.-core of economy in cost and distance by making
this second track on the shortest line, by which a
«wing of‘ 2-5 or 30 miles can be effected. The old
line by Gordonsville will, it is argued, he profitable
still as a. branch road.

The road is relaid with a. heavy mil from Gor-
donsville to the Junction, and the report recom-
mends the early substitution of the heavy rail
throughout the line. The work shops of thc_Co1n-
pony have been removed to Richmond.

Ths receipts of the last year. ending the 30th
of September, amount to $210,052 11, an excess
of $533,308 17 over the previous year, while the
expenses have not increased in the same ratio.-—
This 3,-ratif‘yin,<,§ addition to the revenues has oc-
curred without an y material extension of the road,
having been advanced only 3 miles in the year.

The Board recently declared .a. .diviclcnd.of 10
per cent, on that part of the stock crcaterl by the
acts of 1836338-’47-’48 and ’51, that being the
stock ezpended on the part of the road now in
use.

 

tndlanm. and 1:11.: » as us) 1.131.]. B.‘!.\l\v-IV.

The Directors of this company have been in
session in this city for some days, and, as we
understand, adjourned yesterday. A large amount
of important business was before th:-no, and was
disposed of with entire harmony and unanimity.
Full reports of the previous operations were sub»
mitted to the Board.
Upon comparing the books, the amount of local
subscriptions were found to be 138111000. And the
directors from every portion of tin: line expressed
the strongest assurancrs that the stool: would be
increased largely and liberally.

The entire work has been let to M. 0. Story do
Co., ot‘New York, at $22,000 pvr 1111.16, to be com-
pleted by the 1st December, 1855.

A. portion of the contractors were pr-':sc11t during
the meeting and zmnouuccd. their 1"..‘£).{1l11~.SS to
break ground so soon as a. suiiicirnt portion of the
route could be located. The whole plan for the
prosecution of the work was discussed and agreed
on with. entire unanimity. The Bna.rd and con-
tractors agrecd on 2. vigorous and systematic pro-
secution With a view to its speedy complction. A
corps of engineers is now surveying westwartlly
from the Wal)a.sh, and anutlicr parry Will start

‘from that point castwardly so soon as it can bu

organized. .
From the vigor and zeal displayed by the com-
pany and the contractors, no iurtlier doubts can

those of the Baltimore : nd Ohio roaul, nor no great
through traffic like that of the Reading road, and

anon with that or‘ those, and similar roads, with

cs,c.eptlou;2,l ggraclosor regular rnzcgituiun trains.

its motive power cannot be admitted to a. 0011193.!‘-T,

be enmzrt-aincd that the road will bv pushvd to
completion at tho earliest 1)c1'iud; and ‘\\'1l'::i1 cum-
plctcd, we have hczud but ono opinion exp1'r:.~.~.ei,
as to its valucaud ixnpflm-nice. '1‘:-ave:-sing as it
gdocs, the \’(3l'_“ best portions 0f'1Lltll8-1'13: and Il-
linois, connecting tho csspitals or two great Btatiis
I