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CONTENTS:

.903

bages: Grares.80€
New Method of Grattung-
[with a cut]; On Rearing
Silkworms, &c.. .....807
Proclamation of the Presi
dent in regard to South
Carolina

Editorial Notices, &c......801
Extracts from J. L. M'Ad-
am's Examination, on his
system of Road-making..90.
New Steam Carriage; Air
Carriage; Steel Suspen-
slon Bridge, &c......
Sixth Annual Report of the
Superintendant of Con-
struction of the Baltimore
& Ohio Railroad...504 Li erary Notices, &c.....814
Foreign Intelligence; Mete-
orological Table; Marri-

Agriculture, &c. -On Labor; Raising Vine Plants; Cultivating Tulips; Cab

NEW-YORK, DECEMBER 15, 1832.

VOLUME I....NO. 51.

We regret the necessity of dividing these doc-about three or four courses, or nine to twelve uments, but as many of them are lengthy, and inches will be sufficient to sustain any weight." would nearly or quite fill that part of the Jour- He next dwells upon the shape of the road.

nal devoted to this subject, justice to a part of In this part of road-making our countrymen err 808 our readers, who do not feel so great an inter-as much as in any other. Our roads are genMiscellany ........10 est in railroads as we do, requires us to give erally so much higher in the centre than at the Home Affairs, &c .........811 Turkey and the Black Sea.S14 variety in each number. side, that it is often hazardous for carriages to

We complete, this week, the publication of pass each other; and in consequence of their ages and Deaths ; &c......S16 Mr. M'Adam's examination by the committee, shape, the whole travel, or nearly so, is upon

The JOURNAL AND ADVOCATE is published every which has been continued in the four preceding

Saturday, at No.35 Wall street, New-York, at three dollars a year, in advance.

numbers, upon the subject of making and repair-
ing roads, and would ask for it an attentive pe-

AMERICAN RAILROAD JOURNAL, &c. rusal, as it will, we think, give some new ideas

NEW-YORK, DECEMBER 15, 1832.

upon a subject of great interest to a large pro-
portion of this community-for there are very
few indeed, whose interests and convenience
would not be promoted by good roads.

one track, instead of on every part, as it should be, and therefore they are more frequently out of repair. Mr. M'Adam says, "I consider that roads should be made as flat as possible with regard to allowing the water to run off. I have generally made roads of eighteen feet wide about three inches higher in the centre than at the sides." We will not, however, occupy the time of our readers with our remarks, when

they can have the whole subject before them by referring to the last four numbers of the Jour

nal.

In this number of the Journal will be found a part of the report of JAMES P. STABLER, Esq. Superintendant of Construction upon the Bal- The most important points in which his mode timore and Ohio Railroad. This document, to- differs from others in common use are, first, the gether with that of C. W. WEVER, Esq. Surer- preparation of the bed to receive the coveringintendant of Graduation and Masonry, which second, the size of the material of which that we have published already, will be found emi-covering is composed-third, the mode of apIn order to give the President's Proclanently useful to engineers, and others, interest-plying it--and fourth, the shape of the road mation entire, and at the earliest period, we are ed in, or engaged upon Railroads, as they enter when completed. obliged to omit much interesting matter which into all the minute detail of practical operations; The common mode has been, and still is, we was intended for this number. In consequence and their own estimates may be compared to believe, to dig a trench of the width of the road of the first form having been worked off before and judged of by these, the result of experience. to be filled with large stone, which is usually the Proclamation was received, we are comIt is gratifying to learn, as Mr. Stabler ob- covered with stone of smaller dimensions. Mr.pelled to divide it yet the inconvenience of serves, from the experience of two severe win- M'Adam raises the bed in the centre, that the finding it in different parts of the same paper, ters, during which a part of the Baltimore and water, if any should pass through the covering, is not equal to the intervention of a week. Ohio Railroad has been in operation, that the may pass off into the ditch, instead of finding its

LOCOMOTIVE ENGINE. - We yesterday, (says apprehensions entertained by many of derange-way into the ground and thereby rendering it the Lexington Reporter of the 5th inst.) had ments of the road by the severe frosts of our soft and causing the materials to sink and be- the pleasure of examining, at the machine-shop winters, and consequently of heavy expendi- come uneven on the surface. The bed is raised of Mr. Bruen, a new Locomotive Steam Engine, tures for repairs, are groundless. by the removal of the earth from the ditches, constructed for the Lexington and Ohio Rail

The success of this stupendous work, and which are made of such depth as will prevent road Company. As it is the first that we ever other Railroads now in a course of construc- the water from reaching the level of the road bed. saw, we cannot speak of its merits, in comparison with those now in use on the Railroads of tion, and upon so many different plans, will ren- By this mode, the earth which forms the bed of England and the United States; but we learn der the undertaking of such enterprizes much the road is kept dry, and is therefore capable from those better acquainted with these matless hazardous than they have heretofore been of sustaining almost any load. ters, that Mr. Bruen has invented several valuconsidered. We hope to see, during the next The size, and mode of applying the materials, able improvements in the form and machinery of the Engine, together with its appurtenances, summer, active operations upon our own are also matters which require attention. Up- which it is thought will be of great service in great Western Railroad to Lake Erie. It on these points he dwells with much emphasis. the application of steam power to Railroads. is a work of so much importance to the "There should not be a stone," he says, "in The engine is lighter by about two-thirds than now in use on the growing trade of this city, as well as to the fer- the road over six ounces in weight, and the those of the same power eastern Railroads; the workmanship cannot tile west, that another year should not pass great proportion will be much smaller; then well be surpassed; and we look forward with without a thorough survey of the route, and a they should be applied in layers of about three impatience for its completion, and the testing commencement of the work. inches in thickness, not to exceed that, and of its powers by experiment,

Extracts from J. Loudon M'Adam's Examina-application was dispensed with? - It certainly do you make the whole of the depth of materials tion before a Committee of the House of Com- is a great inconvenience, and creates a great at once?-No, I prefer making a road in three deal of heart-burning in the country, and much times. mons, in the year 1819-continued. dispute. I think the commissioners would very Three different times ?-Yes.

What width would you in general recom-seldom be disposed to carry materials from one To what size would you break the hard mamend for laying materials on a turnpike road! parish to another, unless for the general public terials? -To the size of six ounces weight. -That must depend upon the situation. Near good. Do you not think that is an indefinite critegreat towns roads of course ought to be wider What depth of solid materials would you rion; had you not better mention the size? than farther in the country. Roads near great think it right to put upon a road, in order to re- No; I did imagine myself that the difference towns ought not to be less than thirty or forty pair it properly?-I should think ten inches of existed to which you allude, and I have weighed feet wide, but at a distance from great towns it well consolidated materials is equal to carry six ounces of different substances, and am conwould be a waste of land to make them so wide. anything. fident there is little difference in appearance and You mean a breadth of thirty feet actual road? That is, provided the substratum is sound?- none in effect; I think that none ought to ex-Yes. The access to Bristol for a distance of No; I should not care whether the substratum ceed six ounces; I hold six ounces to be the about three miles, if we had room between the was soft or hard; I should rather prefer a soft maximum size. If you made the road of all hedges, I would make about thirty feet wide. one to a hard one. six-ounce stones it would be a rough road; but Between Bath and Bristol I should wish to see You don't mean you would prefer a bog?- it is impossible but that the greater part of the the road wide all the way, because it is only the If it was not such a bog as would not allow a stones must be under that size. distance of twelve miles between two large man to walk over, I should prefer it.

cities.

Do you find a measure or ring through which What advantage is derived from the sub- the stones will pass, a good method of regulaIn what way do you make the water-courses strata not being perfectly solid? I think, when ting their size? - That is a very good way, but at the sides of the road; I ask that question, a road is placed upon a hard substance, such I always make my surveyors carry a pair of having observed the farmers, in exercising their as a rock, the road wears much sooner than scales and a six ounce weight in their pocket, power of cleaning out their ditches, dig them to when placed on a soft substance. and when they come to a heap of stones, they such a depth as to render them dangerous to be But must not the draught of a carriage be weigh one or two of the largest, and if they are passed at night? -I always wished the ditch to much greater on a road which has a very soft reasonably about that weight they will do; it is be so dug as that the materials of the road foundation, than over one which is a rocky impossible to make them come exactly to it. I should be three or four inches above the level foundation? I think the difference would be would beg leave to say, in all cases of laying of the water in the ditch, and to that point we very little indeed, because the yield of a good new materials upon an old road, I recommend endeavor to bring the farmers, but they are road on a soft foundation is not perceptible. loosening the surface with a pickaxe a very little, very unwilling to clean the ditches at any time To use the expression to which you have al-so as to allow the new materials to unite with when called upon, and when they do it, if they luded, as being used by the coachmen, would a the old, otherwise the new materials being laid find vegetable mould in any quantity at the bot-carriage run so true upon a road, the foundation on the hard surface never unite, but get kicked tom of the ditch, they will prosecute their in- of which was soft, as upon one of which the about, and are lost to the roads; wherever new quiry much deeper than is useful, or proper for foundation was hard? - If the road be very good, materials are to be put down upon an old road I safety. and very well made, it will be so solid, and so recommend a little loosening; but that I don't Do you consider you have power by law, at hard, as to make no difference. And I will call lifting. present, for preventing that?-Yes; because give the Committee a strong instance of that, Have you stated what thickness of new mathe law says, they are to clean them out accord- in the knowledge of many gentlemen here. The terials you would lay down on an old road? ing to the directions of the surveyors. road in Somersetshire, between Bridgewater should consider an old road would not want In your experience have you found any impe- and Cross, is mostly over a morass, which is new materials if it had ten inches of materials diment to the improvement of the roads, from a so extremely soft that, when you ride in a car-before, but I should only pick up the materials, want of power in the proprietors of different ringe along the road, you see the water tremble and break the large stones; and if there were navigations to lower their tolls for conveying in the ditches on each side; and after there has any want of materials, I would lay on as much materials ?-I have found in the river Lea navi- been a slight frost, the vibration of the water as would bring it up to somewhere about the gation, that the trustees have no power to lower from the carriage on the road will be so great ten inches.

their tolls which were imposed by act of parlia- as to break the young ice. The road is partly Would you prefer doing that in dry weather ment upon merchandize, and therefore, it ope- in the Bristol district. I think there is about or in wet weather? - In wet weather, always; rated in a great measure as a prohibition to car-seven miles of it, and at the end of those seven I always prefer mending a road in weather not ry materials upon that river.

could.

miles, we come directly on the limestone rock. very dry.

Do you consider it would be to the interest I think we have about five or six miles of this Are you of opinion that any alteration of the of the proprietors to allow materials to be rocky road immediately succeeding the morass; present law, either in regard to the repeal of carried on their navigations at a lower rate than and being curious to know what the wear was, the present regulations or the enactment of new they are empowered by law!-Yes, if they I had a very exact account kept, not very late-ones, could advantageously take place in regard ly, but I think the difference is as five to seven to the shape of the wheels, and the allowance Do you know any similar instances as appli-in the expenditure of the materials on the soft of weight to be carried in waggons and carts? cable to canals ?-I don't know an instance with and hard. I am of opinion that the descriptions of wheels respect to canal trusts, but there is an instance Do you mean seven on the hard and five on given in all the acts of parliament in the last with respect to the Bath river at Bristol. No the soft-Yes. sessions, are the most convenient and useful; mitigation of the present rate of duty on that And yet the hard road is more open to the ef- and I have thought of the matter very much, river can take place if objected to by any one fect of the sun and air than the soft road? It without being able to suggest any alteration proprietor, and therefore we have found great certainly lies higher. profitable to the public. With respect to difficulty in carrying materials on the Bath Have you ever inquired of the coachmen, on weights, I consider there are very great diffiriver. In one particular place we have been which of those two descriptions of roads the culties in that business. We have weighing entirely precluded from carrying any. carriages run the lightest? -Yes, I have; and machines in the neighborhood I now am in,

Have you found any impediment to the im- I have found that there is no difference, if the and I am persuaded in many instances that they provement of roads arising from the conditions road be equally smooth on the surface, whether are made instruments of oppression, and in a upon which materials are permitted to be con- it be placed on the soft ground or hard. great many cases the means of committing veyed from one parish to another? -Yes; I But in forming a road over a morass, would very great fraud on the commissioners and othfound that in several cases in the Bristol dis- you bottom the road with small or large stones? ers; and if some method could be fallen upon trict. One very strong instance occurred near -I never use large stones on the bottom of a by which weighing machines might be disKeynsham; we had a quarry close to the edge road; I would not put a large stone in any part persed with altogether, and the road reasonof one parish, and we could not carry the stones of it. ably protected, I should think it a very great from it to the distance of ten yards, without In forming a road across a morass, would public advantage. In the new Bristol Act I have the process of going to the magistrates. you not put some sort of intermediate material proposed to the commissioners that they should Did you in that case make application to the between the bog and the stone? No, never. submit to parliament to lay a toll duty upon the magistrates!-I did intend to make application, Would you not put faggots ?-No, no faggots. number of horses in a progressive ratio, so as but before I made that application, I found in How small would you use the stones? - Not to compel those people who offend to bring in the very next field, belonging to the same to exceed six ounces in weight. their hands the penalty in the shape of toll; I farmer, and in the parish where we required Have you not found that a foundation of bog think it would prevent a great deal of that systhem, the necessary materials, and I was under sinks ?-No, not a bit of the road sinks; and tem of entering into combinations between the the necessity of opening both the fields, to the we have the same thickness of materials on the toll collectors and the waggoners, which is cardetriment of the farmer's landlord I am per-one as on the other. If a road be made smooth ried on to a great extent.

suaded.

and solid it will be one mass, and the effect Do you think that if horses in narrow wheeled Do you know an instance of such an applica- of the substrata, whether clay or sand, can waggons were obliged to draw otherwise than tion as that to which you have alluded having never be felt in effect by carriages going over at length, it would afford any protection to the been made to the magistrates, and having been the road; because a road well made unites it-road-Yes. refused? No, I do not. self into a body like a piece of timber or a Do you think that a great inconvenience and board. Has not the practice of making horses loss of time would be saved if that necessity of In making a road under these circumstances, make the horses follow one track, be the road draw at length very much a tendency to

cant one.

ever so good !-Yes; and I must mention to the turning fairly. There is a sixteen inch wheel on the levels, when the road was clear, at more Committee, that the feet of horses on ill-made wagon which comes out of Bristol, that does than sixteen. The steam was so abundant as roads do full as much mischief as the wheels. more injury to our roads than all the travelling to be blowing away at the safety valve the whole It is driving horses in a string, that makes a of the day besides. of the journey. The boiler is, I understand, a road what the country people call "gridironed;" Are you of opinion that any benefit arises new combination of tubes, perfectly free from it is an odd expression, but it is a very signifi-from those broad wheeled wagons, which the defects and objections attaching to those would justify their total exemption from tolls? made by Gurney and others, utterly incapable Do you not believe, that if horses were at- None at all. of doing mischief, even if it were to burst.tached to narrow wheeled waggons in pairs, it Does the answer you have given to the com- The steam is usually at a pressure of 150 lbs. would be found very considerably easier to mittee relative to the effect of great weights, to the inch: but the boiler has stood 1000 lbs. drive and guide them when abreast, than when apply equally to roads made with gravel, as to the square inch. The boiler weighs only placed at length ?-I should think it would. well as broken stone?-I mean it to apply to all 1700 lbs.; the whole carriage about two tons And would it not tend to prevent accidents? well made roads, whether of gravel or of other and a quarter. What will "Saxula" say to Horses driven in pairs would provide in a great materials. this? He may have a ride any day at 3 o'clock, measure against the accidents that arise from You mean after the road is smooth and solid? by calling at No. 19 Wharf, Paddington green. the carelessness of those persons who drive Yes. V. S. them, which is extremely great. P. S. The above carriage is the first constructed on a new principle. They tell me that the next built will have at least one-third more

And

Your obedient servant,

But with regard to a new road, are you not Do you think that if horses were put in pairs of opinion that the materials are crushed and to waggons, the power of holding back those worn out by a great weight? - Yes; no doubt waggons when going down a hill would be so that is so on a new-made road, and one of those much increased as to prevent the necessity of wagons with the wheels made conical, would power, with the same bulk and weight. so frequently locking the wheels? - Certainly it crush a greater proportion of stone than it would; because on certain slopes it would not ought to do. AIR CARRIAGE.-A gentleman in the neighbe necessary to lock the weeels; but there are Do you not conceive that the state of the borhood of Northampton having constructed a very steep hills where you cannot do without turnpike roads would be improved by not al-small model for applying the power of condenlocking. lowing any wagons to carry more weight than sed air to lathes, &c. and hearing that Mr. Ford

Is not locking wheels an operation extreme-four tons?-I don't know that that would make ham, of London, had succeeded in producing a ly injurious to the roads ?-I am not prepared any great difference under good management. more powerful engine for propelling carriages, to say it is, if the drag-iron, as it is called, be of I think the defect lies in a want of science in communicated with Mr. Fordham on the suba proper description: I followed a wagon late- road-making. ly, with seven tons of timber on it, down Park

ject, the result of which will be interesting to scientific men. Mr. Fordham's ingenious plan consists of two air-cylinders, with connecting

street, at Bristol, being a very steep road, with Letter from Mr. Fromont to the Committee of rods, communicating the power of cranks to

both its hind wheels locked; this wagon, with this weight of timber on it, and with both the House of Commons, relative to Mr. M'- the wheels. The recipients may be placed unthe hind wheels locked, did not make the least Adam's Mode of Repairing Roads. der the axle, or in the body of the carriage.impression from the top of the street to the Mr. Fromont being prevented by an accident When the air is condensed into the recipients, bottom. You could discern where the drag-from attending the Committee, it was resolved it will remain there for months with unimpaired irons had gone, but they had not displaced the that the following letter be entered on the Mi- elasticity. Each recipient is 12 inches in diamaterials nor done any mischief. meter by 54 inches long; capacity 34 by 10 feet, Don't you find locking generally injurious?THATCHAM, May, 1819. into which 170 cubic feet of air may be comExtremely injurious; on rough roads it is Gentlemen,-I.think it a duty incumbent on pressed. The expense of drawing coaches by me to present to you my opinion respecting Mr. horse is about two shillings per mile, and by

dreadful.

nutes:

Would not fewer ruts be made if it were M'Adam's plan of Repairing and Improving condensed air it would probably be sixpence, more the custom for horses to draw in pairs? Turnpike Roads. From what I have noticed of and in many cases only four pence. In 1823, I believe gentlemen are not generally aware of his improvement on different parts of the Bath the number of miles ran by the stage-coaches what a rut consists. There are two kinds of Road, on which I am at present working differ- in England, exclusive of the mails, was 33,ruts, generally speaking: one is a rut produced ent coaches a distance of above 500 miles per 199,000; and the probable number of miles run by displacing ill-prepared materials, and that is day, I think his plan altogether, i. e. first, of by stage coaches, including the mails, is anthe common rut. When a road is made of ill-screening and cleansing the gravel, and break- nually about 40,530,000. The cost of the horseprepared materials, the wheel piles them up one ing the stones; secondly, of preparing the road keep to the country is about 4,000,000l. per anupon another, and that forms a very narrow to receive it; and thirdly, of laying it on the num, of which 3,000,000l. may be saved, and in rut, which just holds the wheel; but a rut made road, -is the best and safest method I have eve making this saving not a man need be thrown by wear upon a smooth surface, is rather a seen in the course of fifty years' experience in out of employment, and a very improved meconcave hollow than a rut, and will present no the coach and wagon business. I have former- thod of travelling would be introduced. It is difficulty to a carriage in travelling, and that is ly had several accidents happen from the gravel probable steam carriages will succeed eventualthe difference between a rut produced by wear being laid too thick and very high in the middle ly, but gentlemen will, no doubt, prefer a clean in a very well made road, and that produced by of the road, and have killed some hundreds of and elegant air-carriage to one propelled by displacing the materials. horses (extra) in pulling through it; and I think steam.--[Northampton Free Press.]

Preparing

STEEL SUSPENSION BRIDGE. - Over the Dan

has been lately erected by M. Ignace Von Mitis.

Is there not much injury done to the roads I may venture to say, that if Mr. M'Adam's plan by the heavy weights both of coaches and wag- was adopted generally throughout the kingdom, ons ?-I am not disposed to think that upon a in the course of a short time the public would well made road the weight of coaches is mate-be enabled to travel with much greater ease and ube, near Vienna, a suspension bridge of steel rial, or that it would be judicious to make any safety, and at nearly one-third less of expense: The span is 234 feet English, and the versed legal provisions affecting that subject. In re-at all events I am convinced that nearly one-sine 15 feet. A saving of one half in the total gard to wagons, I conceive that the loads car- third less labor is required to work a fast coach ried upon wheels of the description encouraged over part of the road between Reading and Lon- weight is calculated to have been effected by by recent acts of parliament, whatever their don, where the employment of steel instead of iron; the

weight, would be very little injurious to well than there is over other parts of the road where used in this bridge was manufactured immediM'Adam's plan has been adopted, strength also is much greater. All the steel made roads. I think a wagon wheel of six they still continue the old plan. In short, my ately from decarbonated cast iron in Styria. inches in breadth, if standing fairly on the road opinion may be given in a few words: his plan, with any weight whatever, would do very little if adopted generally, will cause the traveller to material injury to a road well made, and per-find easier, safer, and more expeditious travelfectly smooth. The injury done to roads is by ling, and the owners of horses a diminution of these immense weights striking against mate- nearly one-third of the original labor. rials, and in the present mode of shaping the I am, Gentlemen, with respect, your most wheels they drive the materials before them, bedient servant,

instead of passing over them, because I think if a carriage passes fairly over a smooth surface, that cannot hurt the road, but must rather be an advantage to it, upon the principle of the roller.

EDWARD FROMONT.

[From the London Mechanics' Magazine.]
NEW STEAM CARRIAGE.

o

NEW PERCUSSION GUN.-At the Royal Institution, recently, Mr. Farraday produced a new fowling-piece, possessing a curious principle of percussion. This gun is the invention of Mr. Wilkinson, conjointly with Mr. Moser, who has obtained a patent for it. The principle consists in the introduction of the priming into the barrel, and firing it in that situation at the top of the powder. The priming being fixed

SIR: Having seen a clear and mathematical in the wadding or shot cartridge, is struck by

Are you not of opinion that the immense demonstration in the Mechanics' Magazine of a fine steel pin, which passes through a sheath weights carried by the broad-wheeled wagons, the impossibility of a steam carriage going up or tube, surrounded by the gunpowder; and the even by their perpendicular pressure, do injury hill on common roads, I beg to inform you that advantages are, that no operation of priming is by crushing the materials? On a new-made yesterday I went on such ac carriage-invented required, that being done in the act of loading; road the crush would do mischief, but on a con- and constructed by Colonel Macerone and Mr. there is no flash or smoke, it is perfectly watersolidated old road the mere perpendicular pres- John Squire-six miles back on the Harrow-proof, and not liable to miss fire; and the whole sure does not do any. But there is a great deal road, up and down several sharp and long hills, charge of powder must be ignited, in conseof injury done by the conical form of the broad in less than one hour. It run at more than quence of being fired from the top and exactly wheels, which operate like sledging instead of eight miles the hour up the steepest hills; and in the centre,

Sixth Annual Report of the Superintendant of Con-upon the Baltimore and Ohio Railroad, exclu-applicable to certain defined portions of the
struction of the Baltimore and Ohio Railroad.
Office of Construction, Baltimore and Ohio Railroad,
September 30th, 1932.

TO PHILIP E. THOMAS, President &c.

sive of the sidings at the several depots at Bal-construction.*
timore and Ellicotts' Mills, is as follows:

There are also charges for services rendered

In the city of Baltimore, commencing at the in general superintendance-for stationaryjunction of Stiles and President-streets, Old and other contingent disbursements, chargeable The following report of the operations of the Town, uniting with the track in Pratt-street, at to no particular portion of the railway, but due the intersection of President-street, and termi-alike to the several kinds of work performed on departinent of Construction, for the past year, nating at the depot at the west end of Pratt-the entire line of track now completed. The is respectfully submitted. street, and including a portion of second track sums expended in this manner are applied in

08

The Fifth Annual Report to the Stockholders laid at the junction of the city track with the the statement to the whole work, and cannot having been made during the unfinished state main stem, there has been laid 1.77% miles. vary from the truth. But, some materials, proof a large portion of the work then under con- On the City and first Divisions, including a cured for specific purposes in the construction tract, and at a time wher from other causes it siding on the first division, 14.175 miles, laid on of the railway, it has been found convenient was impracticable to enter as fully into a detail sleepers, 5. miles on stone blocks, and and necessary to apply to other parts of the of the transactions of this department as might 6.1 miles of the track laid with stone sills. work. Scantling procured for the railway has have been desirable, only so much of these On the Second Division, there has been laid been used for building, for bridges, -for varioperations were embraced in that Report, as 22. miles of the stone track, and 1.85 miles ous parts of the machinery connected with the was necessary to show the general progress of of wood track. road, and for a variety of other purposes. The the work up to that period. As, however, the On the Third Division, the extent of stone same may be said of the iron rails, portions of work of construction intended to be completed track is less than was intended to have been which have been used in the branch roads of during the present season, is now finished, and laid, and amounts to 5. miles. The residue the city, for sidings at depots, and for other the facts and results to be derived from the on that Division is laid with wood, on sleepers, purposes not included in the length of track portions actually constructed during the year and includes 29. miles of single track. The now taken as a basis for the calculation of the are in some measure dependent upon, and con- double track on the Fourth Division is laid with cost of the railway.

100

nected with, the parts executed prior to that string picces and sleepers, and is equal to These remarks will apply also to the spikestime, it will be necessary in order to attain the 28. miles of single track. About 13 miles of plates-screw bolts-timber for the machinery knowledge of these results, to review some of this track is laid with log timber, procured from at the planes-scantling-sleepers-turn-out the transactions relative to laying the rails, from the adjacent country, and used in place of the castings-tools-instruments, and other items the commencement of the work. six-inch scantling. One mile of the track on not enumerated, a part of which now remain

At the time when the Fourth Annual Report the same division is laid with the six-inch on hand, available for the future operations of was made, a single track, and part of the second scantting, having the sleepers laid three feet the company in repairs or construction. [See track, had been laid from the city of Baltimore apart from centre to centre, instead of four feet, Appendix, J., Tabular statement, No. 2.] to Ellicotts' Mills. A careful, and it is believed, the distance adopted for the other parts of the Whilst, therefore, it would be proper to conaccurate statement, was then given of the prin- road. sider the materials which have been applied to cipal items entering into the cost of that work, On the Fifth Division, a single track has been other purposes, as well as those remaining on and the various results stated, so far as it re-completed, and several detached portions of the hand, and available for work yet to be performgarded the parts laid on wood sleepers and stone second track are also laid upon this division, ed, as constituting an off-set to the disburseblocks. The stone road in the valley of the amounting to miles, making the aggregate ments made on account of the general conPatapsco, constituting the greater portion of the length of single track now laid, 11. miles; struction, it would not be right to place those track remaining to be laid, although in progress, and leaving 10.7 miles of single track yet to expenditures to the cost of the work which has was not then finished, and some additional work be laid on that Division. been fully completed; as would have been pro

9

was required on the partslaid with wood. The The lateral road to Frederick consists of a per, had all the materials purchased been apstone track on the second and third divisions single track, which, with the western fork that plied to that purpose. No allusion is here made not having been completed by the 1st of Octo-connects it with the main stem in a direction to necessary loss and waste of materials ;-all ber, 1831, the cost of that on the first division towards the Point of Rocks, a siding mid-way of which, as contingent to the work, are prowas not then given, and for the same reason, between the main stem and Frederick, together perly chargeable to its construction, though not the precise cost of the wood work laid subse- with a small portion of the second and third actually forming a component part of the suquently to the publication of the Fourth Anunal tracks laid in the depot lot at the latter place, perstructure. Report, was not stated in the Fifth Annual Re-includes 4. miles of single track. The most careful inquiry has been made of port. The total amount of single track of wood the appropriation of the various kinds of maThe tracks laid during the past year will now Railway laid on sleepers, is therefore 89. terials, of which a part has been used for other be reported, and considered in connection with miles; on stone blocks 5.3 miles, and the purposes, and of which, portions remain on the other parts of the railway. aggregate len length of stone track laid on the first, hand. [See Appendix, J., statement No. 2.] A revision of the former statements, appli- second, and third divisions, is 33.5 miles, ex- An estimate has also been made of the quantity cable only to a small portion of the work, and a clusive of the sidings and additional tracks laid of these materials, inclusive of the most ample recurrence to some of the leading circumstan- at the depots at Baltimore and Ellicotts' mills. allowance for waste and contingencies, which ces connected with the laying of the rails, is From the foregoing lengths of single track, might be justly chargeable to the work now deemed not only essential in relation to the cost it is proposed to make a statement of the cost completed; and under ordinary circumstances, of the work which has already been executed, incurred on the wood and stone railway, re- incident to a like extent of track in the future but desirable, for reasons connected with the spectively, ascertained from the known expen-construction of the railway upon the Baltimore future operations of the Company. ditures on parts of the work, and from esti-and Ohio Railroad. This process has been

The expenditures upon a small portion of the mates on other parts derived from data consi-considered necessary, in order to show the rerailway, and those confined to a very limited dered so nearly correct as to make no impor-lative expense of the different modes of conextent of country, cannot afford as certain data tant difference in the general result. The es-struction, whether of wood or stone, and for the future estimates of cost, as when the timates referred to are for parts of the cost of whilst it may elucidate that part of the subject, estimates are based upon the performance of a the first or northern track laid on the city divi- it does not interfere with the ascertainment of large extent of work-executed under a great-sion. These expenditures were not accounted the average cost per mile of the wood and stone er variety of circumstances, and passing for with the requisite details, to admit of their railway, when they are considered together, as through sections of country affording varied being placed under the several heads as adopted forming a whole. It may be proper here to refacilities for construction. All these causes, for the work since executed. The variation be-mark, that although the lengh of single track on and others which might be mentioned, have a tween the estimated and actual cost will be which the cost is given, is stated to be 129 23 direct influence upon the necessary expendi- more in the distribution of the several sums a

100

tures; in consequence of which, certain items mongst the respective parts, than in the aggre- * In the term "Contingences" is included some of cost stated in a former Report will be seen gate amount. This track being formed to suit charges for stationary, printing and advertising; to vary somewhat from the present. Some will the flanges on the outside of the rails, required which it has not been found practicable to sebe augmented, whilst others are diminished, an alteration when the change for the position parate from the sums due to the general charges and there will be included some charges not of the flanges was made. The actual expenses for contingencies. These sums, however small, before stated. Changes have also been made in of that alteration are now included under the are chargeable to laying the rails; but, as the the form of certain parts of the work, which proper heads in the general cost. amount is altogether unimportant when applied experience has suggested as proper; and these But there are items of expenditure applicable to the whole work, not exceeding a few cents again have sometimes added to the expense, to no other purpose than the construction of the per mile, they have not been included in the whilst in other instances they have decreased railway, and these being known, constitute a statement of cost for laying the rails: and it. The average cost per mile will, however, be specific charge against that part of the work. should these charges have been made to laying found to approximate nearer to that sum which Amongst these items are included, payment and the rails, they would be greatly overbalanced by may in future be found requisite for the con- allowances to contractors-local superinten-sums which have been paid by this department struction of the railway in its further progress dance-engineers' wages-services of vane for the use of other departments, for continto the Ohio, than if the estimate had been bearers and axe-men-agents for hauling ma-gencies not applicable to the rail tracks, but founded upon a more limited extent of opera-terials-hauling materials, tools, implements, which from the difficulty of making such nice and materials of particular descriptions-to-distinctions have been charged to the construcThe whole length of a single track now laid gether with other, and contingent expenditures tion of the railway.

tions.

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miles, yet only 56 miles of that extent is of tions required of contractors, clearing off and local superintendance, vanemen, axemen, and continuous double track, viz: from the depot at graduation of road bed for second track, con-some contingent expenditures not enumerated, the west end of Pratt-street, to a short distance tingent hauling, circular platforms for turning but exclusive of the cost of iron rails, spikes, west of the Monocacy viaduct.

cars, protection and preservation of materials, and gutter irons, dolls. 32,551.91.

Hence, as there is a difference cf cost between cost of sundry tools and implements used on 38. For amount expended during the progress the second and first tracks, allowing the price of the work, and other items not enumerated, dolls. of construction of the railway, not chargeable workmanship to be the same on both, owing to 8,538.31. to rail tracks, viz. For removing slips of earth, the superior facility of transporting the materi- 21. For broken stone, for placing under the rock, &c. from the banks, increasing the width als for the second track on the one already laid, sleepers and stone blocks, dolls. 19,500.32. of road bed in narrow places, by the use of earth, a small variation may occur on that account, 22. For hauling the wood and iron materials rock, and side walls, raising the grade on embetween the estimated and actual cost of the for all the wood Railway, from the several de- bankments, and excavations in cuts, formation rails yet to be laid on the fifth division. But pots to the sections and contracts on the several of ditches and drains, quarrying off points of this difference may be considered as unimpor-divisions, including the cost of loading, pay of rock, excavation of chambers for machinery at tant in favor of the second track, it being found agents for hauling, turnpike tolls, and items not Parr's Ridge, and building masonry for ditto, that the drains for the centre of the road, ne- enumerated, dolls. 34,210.80. timber for bridges over the railway, new culcessary to be made only on the completion of 23. For local superintendance, axemen, and verts across the road bed, guard walls for secuthe second track, (the cost of which is common vanebearers, on the wood Railway, dolls. 9,- rity of bridges, culverts and embankments, dato both tracks,) and other work contingent also 268.05. mages for right of way, hauling materials for to both, will tend to equalize the advantage in 24. For the services of Resident and assistant Monocacy viaduct, piling deep cut, thatching favor of the second track. Engineers, in giving the levels and curves for embankments with brush, removing waste earth The whole amount of disbursements on ac-laying wood rails, and for other assistants on from the several deep cuts on the first division, count of the construction and repairs of the the wood work, dolls. 13,816.75. and for sundry items not classed with the above, railway, together with incidental expenditures 25. For contingent items not chargeable to dolls. 53,126.32. on account of graduation, masonry, and other either the wood or stone Railway, separately, 39. For work done in dressing sleepers, and items not properly chargeable to the railway, but common to both, in proportion to their re- for the delivery of broken stone, and distribubut necessarily made by the department having spective lengths, being sums paid for instru-tion of materials for the unlaid portions of secin charge the laying of the rails, has been as ments used in laying the rails, and for some be-ond track on the fifth division of the road, follows:

longing to the engineer and graduation depart- dolls. 1.081.05.

1. For 6×6 inch yellow pine and other scant-ments for repairing instruments; for station 40. For repairs of road and railway, dolls. ling, and log stuff for string pieces, inclusive of ary, printing, advertising, and general superin- 2,067.97. the services of agents in procuring it, inspec-tendance of laying rails and procurement of tion, piling, handling, wharfage, ground rent materials, dolls. 11,941.61.

Making the sum of 822,055 dolls. 14 ets.

As has been observed, it will be improper to for places of deposite, hauling to places of de- 26. For laying stone rails at the contract state as the cost of the rail tracks finished, the posite in Baltimore and elsewhere, loading, and prices per rod, upon the first, second, and third whole of the above amount, or even all of those contingencies not classed as above, $91,379,69. Divisions, dolls. 133,736.97. 2. For sleepers of charges for materials which are applicable to every description, includ- 27. For amount paid the contractors for lay- the railway, because, there are portions yet uning the same kind of charges made upon the ing stone rails, for extra broken stone for bed-appropriated to that use, and some which have scantling, $34,545.89 ding the sills, per contract, for making cross- been applied to other purposes. [See Appen3. For plates, procured for placing under the ings for county and other roads-allowance for dix J. statement No. 2.] It will therefore be adjoining ends of the iron rails on the wood extra work required for foundation for sills, re- necessary to separate from the foregoing charges track, and for screw bolts, including all expenses, moving excavations from trenches per contract, for materials, such proportion of the several delivered in Baltimore, $2,825.21. and contingent items not enumerated, dolls. kinds as have been actually applied to the work now finished, in order to show the true cost of

4. For stone blocks delivered on the road bed 22,155.39. in the valley of the Patapsco, between Elkridge Landing and Ellicotts' Mills, $3,983.34.

29. For hauling iron materials for stone track, the railway. dolls. 1,184.33. The scantling purchased, was 1,305.913 feet, 5. For iron rails, 24 by thick, including sterling cost, and exchange 11 per ct. $124,085.37. Railway, viz. for raising sills on side and 30. For sundry expenses chargeable to stone running measure, at an average cost of $69. per thousand feet, or say 7 cents per foot run. 6. For freight, insurance, storage, drayage, thorough embankments, rendered necessary by The length of track laid with scantling, = loading, scowage and contingent charges for the settling and sliding of the fillings, for 95.3 miles, and would require 1,007,213 ft. nett delivery at depot in Baltimore, of said iron, changes required in the work, not included in measure. Add for turnouts, keys, crossings $17,144.23. the contract prices, allowances made to con- for county roads, and waste, 940 feet per mile, 7. For 133 bars of Liverpool edge rails, weight tractors on account of sundry work performed say 89,657 feet, and the amount charged to rail10 tons, 8 cwt. 2 qr. 26 lb. inclusive of all ex- on their contracts, and loss of materials prepar-way will be, penses, delivered in Baltimore, $565.51. ed on the third Division, including payments on Remaining on hand at depot, Pratt st. 8. For chairs and bolts for said rails, inclu- sills not prepared (as explained in the last an- On 3d, 4th, and 5th divisions, and latesive of the same charges, $268.68.

nual report) and implements worn out, dolls. ral road,

9. For English turnouts, inclusive of same 13.951.63. charges, $2,024.14.

10. For forgings and smith work for turnout castings, made in Baltimore, $2,323.40.

11. For cast iron knees for stone block road, delivered at sundry places, $2,422.24.

12. For nails for cast knees, $442.42.

13. For small nails for plates, $341.86.

31. For local superintendance, vanebearers Making together,
and axemen, on the stone road, dolls. 11,-
834.75.

ft. 1,096,870 82,783

62,000

ft. 1,241,653 Leaving 64,260 feet appropriated to other purTo each mile of

32. For Engineer's wages in giving levels poses as before mentioned. and curvatures on the stone road, and other road there will be charged 11,500 feet run, at 7 assistants measuring sills, broken stone, &c. cents per foot, which gives as the cost of scantdolls. 5,831.50. ling, the sum of 805 dolls. per mile per single track.

The whole number of sleepers procured is 136,750 at an average of 252.1% dolls. perthous

14. For 44 inch spikes for wood track, inclu- 33. For amount paid contractors and others ding charges for freight and drayage, $10,206.26. for the formation of the horse path, at the con15. For 34 inch spikes for stone road, inclu-tract prices per rod, dolls. 31,263.84. sive of freight and charges, delivered in Balti- 34. For amount paid for additional materials and, or 254 cents each. more, $4,461.12.

required in the formation of the horse path, in- The length of track on which the sleepers 16. For turnout castings, including each de-cluding expenses of assistants in procuring have been used is the same as that for which scription of pattern, $6,247.72. them, and contingent charges for the same ser- the scantling is estimated, less the distance laid

miles laid on sleepers.
Sleepers required at 1320 per mile, 118,206
Add for contingencies 30 sleepers per

17. For laying down turnouts, including su-vice; the said materials including all the broken on stone blocks, viz. 9518,一 - 5130 3. = 8900 perintendance, timber for turnouts, broken stone and gravel over and above that paid for stone, tools, cutting and punching iron, spikes, in the preceding charge, dolls. 21,681.87. moving tools and materials, and other contingent 35. For tools and implements used in the charges, $7,009.63. construction and repairs of the road, Railway,

18. For amount paid to contractors for laying and horse-path, most of them now remaining wood rails, at the contract prices, per rod of 164 in the service, in good order; and for workmanfeet each, $71,995.33. ship on sleepers not yet used in the track, dolls.

19. Foramount paid for small culverts, shutes, 1,284.93.

and drains for the centre of the road, on the en- 36. For materials and workmanship, to actire line between Baltimore and the Monocacy, commodate the machinery of the inclined planes, (excepting on the inclined planes) $1,337.79. Parr's Ridge, consisting of the cost of timber

20. For contingent items chargeable to the and plank, workmanship, tar, lead, work shop, wood track, not included in the contract price, castings, screw bolts, and contingent items not per rod for laying the rails, viz. allowances for enumerated, but exclusive of any portion of extra work required in securing foundations for said work chargeable to rail tracks, dolls. 9,stone blocks and sleepers-removing excava-417.01.

tions, raising rails on embankments, making 37. For City rail track, including cost of laycrossings for county and other roads, altera-ing rails, pavement, graduation and masonry,

mile, Locust sleepers on 5th division, not laid, 7,515

Oak, &c. on 2d, 3d, and 4th divisions, and lateral road, 7,000

Total,

2,686

14,515 135,407

There is supposed to have been used for sidings and other purposes, 1,343 Total number purchased, 136,750 1350 sleepers, at $252.62 per thousand = is 8341.03 per mile for sleepers. [F› be continued.]

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