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28 50

42

30.06 30.02

WNW-SW

Clear.

29 52 41 30.14 30.03
30 51 42 30.10 20.65

W-SW

Fair.

Calm

Cloudy-rain at night.

FOREIGN INTELLIGENCE.

NE-N

WNW

SW

W by S

Variable.

Cloudy-westerly gale.

Cloudy.

Cloudy.

MARRIAGES.

Lieut. I. S. Sterett, (U. S. N.) to Miss Jane S., daughter of I. Smith Hollins, both of Baltimore.

At Norfolk, Dr. James Cornick, of the U. S. N., to Miss Catharine B., oldest daughter of Burwell B. Mosely, Esq. of Prinсева Лане County, Va.

DEATHS.

Tuesday, James Joseph Macneven, eldest son of Dr. Macneven; aged nineteen years.

December 12th, after a long illness, Charity Beatty.
Friday evening, Dec. 7, of a lingering illness, Charles Anthony
Girard, of Versailles, France.

On the 9th inst. at the residence of his son near Sing Sing, Dr. M. Hale, surgeon of the present and revolutionary armies of the United States.

WEEKLY REPORT OF DEATHS.

The City Inspector reports the death of 90 persons during the week ending on Saturday last, Dec. 8ch, viz.:-18 men, 21 women, 22 boys, and 25 girls of whom 25 were of the age of 1 year and under, 10 between 1 and 2, 7 between 2 and 5, 1 between 5 and 10. 6 between 10 and 20, 14 between 20 and 30, 10 between 30 and 40, 3 between 40 and 50, 9 between 50 and 60, 2 between 60 and 70, 2 between 70 and 80, and 1 between 50 and 90.

Diseases: Apoplexy 1, burned or scalded 1, childbed 2, cholera morbus 1, consumption 23, convulsions 7. dropsy 4. dropay in the chest 2, dropsy in the head 8, drowned 1, fever 1, fever, remittent 3, fever scarlet 3, hives or croup 3. inflammation of the bowels 2, inflammation of the brain 1, inflammation of the chest 1, inflammation of the liver 2, intemperance 2, marasmus 1, old age 2, palsy 1, peripneumony 2, small pox 2, sprue 1, still. born 4, sudden death 1, tumour 1, whooping cough 2.

packet which left Rotterdam on Wednesday nence.
last, 31st Oct. we have not as yet been made

ABRAHAM D. STEPHENS, City Inspector.

THE AMERICAN RAILROAD JOURNAL, AND ADVOCATE OF INTERNAL IMPROVEMENTS, has attained a circulation which ensures its permaThe approbation with which it has ELEVEN DAYS LATER FROM ENGLAND.-By the acquainted with the final decision of the Court been received by its present subscribers, since London packet ship Ontario, Capt. Sebor, we of the Hague, as to the retention or surrender its commencement in January last, and the deare in possession of London dates of Nov. 3,

and Portsmouth of the 5th inclusive. We make

of Antwerp-its retention by force, or its sur-sire of all who subscribe at this late period of render without a struggle. The time for an- the volume to possess the numbers from its nouncing this decision expired yesterday, (2d

our extracts from the Journal of Commerce. inst.) and therefore, if that decision conveys an commencement, is a sufficient guarantee for The reported capture of Don Miguel's fleet assent to the proposition of England and France, the editor to encounter an increased expendiis not confirmed. There was an engagement it cannot be long delayed. The steamboat ture in its publication. Such, indeed, has been between the two fleets off Vigo on the 11th which carried over the last despatches from the approbation with which it has been received, Oct. in which both parties suffered considera- the British Government to Holland, remained ble damage. On the side of Don Pedro 45 ei- at Helvoetsluys for the answer.

ther killed or wounded.

particularly by those connected with, or inteROTTERDAM, Oct. 26.-Among the measures rested in, Railroads, as well as by Gentlemen PORTSMOUTH, Nov. 3.- The difficulties with for putting our second line of defence in a pro- connected with the PRESS throughout the counregard to the settlement of the Dutch question, per condition, preparations are making to in- try, that the Editor is happy to be able to say, apprehended by the interposition of Prussia in undate the country, if necessary. The works that, on the commencement of the second volfavor of the King of Holland, are removed. It are already so far advanced that, in a very ume, (1st January, 1833,) it will be presented to is now understood that the King of Prussia is short time, a great part of the Province of not only not hostile to the resolved measures of North Brabant may be laid under water. its Patrons very much improved in its appearcoercion of the two Powers, (France and Eng- PARIS, Oct. 28. -The exultation of the Min-ance, and increased in value. land,) against Holland, but that they have his isterialists is at its acme. The Convention be- As soon as its patronage will warrant the experfect concurrence. tween France and England, although not strict-pense, another, and, as the Editor believes, a The Convention ratified by the English and ly a treaty offensive and defensive, has set the French Plenipotentiaries, has been ratified by Court, the Cabinet, the Camarilla, and their very important, department will be added to it. the French Government, and was returned on creatures, out of their wits. As soon as the subscription list shall amount

Saturday, clothed with the necessary formality LIVERPOOL COTTON MARKET, OCT. 31.-A to fifteen hundred, (which we hope will be very of an international contract. The conditions limited demand; the sales amount to 1500 bags, soon, and if its present subscribers would each of this convention are drawn up with precision. 29th, a good demand; 2000 bags sold without induce one of their friends to subscribe, and The two rival governments were required to any alteration in price. 27th, sales of the week send six, instead of three dollars, in advance, evacuate by the 2d inst. all the places which have been limited, at a decline generally of d. for the second volume, it would greatly exceed they respectively occupy in the territories of Nov. 1.- The sales of cotton to-day amount each other; or, in other words, Belgium was to only 800 bales. that number,) a MECHANICS' department will required to surrender Venloo, and Holland LIVERPOOL, Oст. 30.-Indian corn has been be added, in which at least one half of the best Antwerp. If they refused, or if Holland did sold at 28s. per 580 lbs. Sour flour in bond is articles published in the London Mechanics' Manot consent at that date, the combined fleet was inquired for at 15 s. a to sail to blockade the Dutch ports; and if, by fair trade. 16s. In wheat there is a gazine, with THEIR ENGRAVINGS, will be re-pubthe 12th November, Antwerp is not surrender- LONDON, OCT. 30. -For foreign sugars there lished in the Railroad Journal, when it will ased, the French army will then enter Belgium, is but little demand. Coffee very heavy. Sales sume, in addition to its present title, "MECHAand commence its march towards that city on St. Domingo at 54s.; 1600 bags Havana were NICS' MAGAZINE." To enable us, however, to brought forward, worth at the late highest pri-encounter this additional expense of more than LONDON, Oct. 31. We announced yesterday ces 68 a 70s., and all taken at 53s. a 64s. and morning, exclusively, the arrival of Admiral afterwards sold at that price. one thousand dollars, our subscribers will perVilleneuve, and a French squadron of five ships ceive the necessity of remitting three dollars, in

the 15th.

of war, from Cherbourg, at Spithead, and at received Vera Cruz papers to Nov. 16th, inclusive. LATEST FROM MEXICO. By the Virginia, we have advance, and free of postage. The first numthe same time showed, by a summary of the General Pedraza, who had been invited by Santa ber of the next volume will be got up in accorParisian Ministerial papers of Sunday, received Anna to return from the United States and assume dance with the above proposal, at a very heavy also by express, what were the purposes to the administration of the government, arrived at which this armament was destined by the Vera Cruz Nov. 8th, and was received with the expense for engravings, and forwarded to all French Government. These two pieces of in-greatest enthusiasm.

its subscribers, and to other gentlemen who we

telligence, combined with the already known General Santa Anna, who at the date of our last may suppose likely to approve of such an unintentions of our government, appear to leave account was besieging the capital with 8000 men, dertaking, who are respectfully requested to no doubt of the now settled determination of (new stated at 15,000,) had raised the siege, and the two Cabinets to bring the long pending al- was marching in pursuit of Bustamente, in order consider the advantage and the economy of such tercations between the Kings of Holland and to decide the contest without the necessity of an as. a publication to the mechanics of this country. Belgium to a close, by compelling them, whe-sault upon the city. There is no doubt but ere this, ** All communications for the above-named ther they will or no, to a speedy if not immedi- the Bustamente party is completely put down.

ate compromise of their respective claims.

Flour was $50 per barrel in Vera Cruz, and pro-
visions of all kinds very scarco. Wood scarce and the Editor-

LONDON, Nov. 3.-By the arrival of the steam high.-[Jour. Com.]

Journal may be addressed, free of postage, to
D. K. MINOR,
35 Wall street, New-York,

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CONTENTS:

NEW-YORK, DECEMBER 22, 1832.

VOLUME I....NO. 52.

The first number of the next volume will be ver, Esq. upon the great Cumberland road, and On rearing Silkworms.....823 got up in accordance with our plan of making it has been constantly engaged, for several years,

Marriages & Deaths...... 824
Summary

824 also a MECHANICS' MAGAZINE.

Editorial Notices, &c......817
Sixth Annual Report of the
Superintendant of Con-
struction of the Balt. & O. | Foreign Intelligence.......825
Railroad (concluded)....518 Home Affairs, &c. .........526
Agriculture. &c. The Ad-
Miscellany
vantage of an Orchard;
Literary Notices; Poetry, &c.831
Winter Butter822) Index

in McAdamizing roads, which are spoken of as superior specimens of the art. Mr. Wil

......829 The next number of the Journal will be liams comes before the public with an array of ...832 issued on the first Saturday, 5th of January. names which will ensure confidence in his abilIt will contain an account of the iron suspen-ity to do justice to his subject. He proposes AMERICAN RAILROAD JOURNAL, &c. sion bridge over the Thames, from Southwark that the work shall contain about 450 octavo

NEW-YORK, DECEMBER 22, 1832.

to London, with an engraving, and list of other pages, and be illustrated by near 100 engravings remarkable iron bridges in England; also, an-and delivered at $3 per copy. We most account of Russell's hydraulic press, and Mur-cheerfully recommend the work to the attention

This number, 52, completes the first volume of the AMERICAN RAILROAD JOURNAL, AND AD- ray's life-saving machine when stranded at sea, of the public. We shall publish the prospectus VOCATE OF INTERNAL IMPROVEMENTS. If its also with engravings: with several other inte- in our next, and will receive and forward subeirculation, and consequently its profits, have resting articles from the London Mechanics' scriptions to the publisher, if desired. Magazine. not fully equalled our anticipations, they have at The Camden and Amboy Railroad, from Borleast come so near it, that we have no reason In this number will be found the conclusion dentown to South Amboy, was, we learn, opento regret its commencement, nor any disposi- of Mr. J. P. Stabler's report upon the construc-ed on Monday for travelling; and passengers, tion now to relinquish it; but, on the contrary, tion of the Baltimore and Ohio Railroad. It is who left New-York in the morning, reached have made arrangements to make it much a document embodying much useful informa- Philadelphia in a little over eight hours. more valuable and interesting to its patrons, as tion for those who are about to engage in simi

they will have been apprized before this reach-lar enterprizes, or, indeed, for those who take es them, by previous numbers. We are in- any interest in Railroads.

By the Philadelphia papers we learn that the James Cropper, which was lost a few days since near the Five Fathom Bank, had about 600 tons of Railroad iron on board, consigned to Messrs.

duced to this increased expenditure by the fre- Would it not greatly promote the construcquent suggestions of gentlemen of science, tion of Railroads, and facilitate internal improve- A. & G. Ralston, of Philadelphia, for the Camden that it would tend more directly to diffuse a ments, if such documents were more generally general knowledge of the numerous inventions published? We think it would, and therefore and improvements constantly being made in should be gratified to see them republished by England, than any other publication in this coun- those with whom we exchange. try; and therefore, as one principal object with us

and Amboy Railroad.

[Communicated for the Balt. Marylander.] TRIAL OF A LOCOMOTIVE ENGINE. -On Friday last, 14th inst. Mr. Cooper's Locomotive, for burning Anthracite coal, was placed for trial

is to diffuse the most useful information at the The communication of S. D. came too late to on the Baltimore and Ohio Railroad. The time lowest price, we again propose to our Patrons hand for this week, it will therefore appear in expended in running to the Mills, &c. was as and the public, to republish one half of the con- No. 1 of Volume 2nd., as the present number, follows: About half way encountered a train tents of the LONDON MECHANICS' MAGAZINE, 52, completes Volume 1st. We hope Volume three miles, which added to the distance to the of cars, and run back a mile and a half, making including the engravings, as soon as our sub- 2nd will show the signature of S. D. many Mills 13 miles, is 16 miles. This distance scription list amounts to 1500; and when it shall times repeated. number 2000, we will republish its entire con

was performed in one hour and twelve minutes. Weight carried on four baggage, cars, without friction wheels, inclusive of cars, 18 tons. The

tents, which may be interesting to the people MCADAM ROADS. We have received a com- Road was in bad order from the mud thrown on of this country. That number of subscribers munication from Mr. John S. Williams, Engi- the rails by the horses attached to the the other would barely defray the expense of publication neer, with proposals for publishing "a practi-cars on the road. No coal was put into the furat its present price, yet we are willing to perform cal treatise on laying out and constructing Mc. nace after starting, until the Engine arrived at the labor it requires, as we have done the past Adamized roads." A good work upon this the Mills.

It is proper to remark, that the driving wheels

year, without compensation until its circula-subject at this time is very much needed.- occasionally slipped on the Rails, from the bad tion is greater, if the receipts are only sufficient There are few subjects of as much importance, state of the Road. to pay the expense of publication. May we not upon which so little has been published, and To convey an idea of the force of the blast, upon these terms hope to retain all our pre-in truth upon which so little is known, by those and the intensity of the fire, it is only necessasent patrons, and also their influence to ensure who would be most benefitted by the ry to state, that the flame was driven out of the knowledge. top of the smoke stack to that degree as to igthe success of the journal for at least one year Mr. Williams has had great experience in road nite the hydrogen of the exhausted steam. making. He was an assistant to C. W. Wo! Baltimore, Dec, 15, 1832.

more?

[Continued from page 805.]

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Sixth Annual Report of the Superintendant of Con- The average cost of the 44 inch spikes has This sum divided by 5.1 miles, would give struction of the Baltimore and Ohio Railroud. been 9 cents, per lb. delivered in Baltimore. 405.18 perches per mile, which at $96.18 cents 1045 lb. per mile, gives $96.14 per mile for the per perch, would amount to $389.62 per mile, The whole number of plates procured was 44 inch spikes. for the broken stone required for that descrip83,279. They have been used on all the wood The whole number of 34 inch spikes pro-tion of track. The residue of the wood Railroad, viz. on 95 miles. As they are more cured, was 44,901 lb.; the stone track did not way required less broken stone. Deducting liable to waste than materials of larger size, require as many spikes as the wood track, by the value of that used with the stone blocks 760 has been allowed per mile, the true num- the deduction necessary for the holes missed leaves $17,238.39 for the cost of the broken ber required being only about 710. This allow-near the joinings of the sills, and there has not stone used under the sleepers. This divided ance gives as the number of plates used, 72,554. been the same relative proportion of the 34 by 89.18 miles, leaves the sum of $192.50 per There remains on hand 9,400, leaving a deficit inch spikes used for other purposes as of the 4 mile for the broken stone. The quantity per of 1315 plates, which have probably been used inch. The allowance for contingencies and mile = 200.18 perches, or nearly more than on the sidings, and tracks laid in the several de- waste will not, therefore, be as great. At 930 the estimated quantity of three cubic feet to the pot houses.-760 plates, at $33. per thou-pounds per mile, with 70 lbs. added for contin- sleeper.

sand = $25.78 cents per mile for plates.

15,440 stone blocks, cost $3,983 345.83 the track laid,

miles = $663% per mile.

Amount paid for nails, for cast knees $142.42. This sum 5. = $75.89 per mile.

}

58

Amount paid for small nails for plates = $341.95.8 = $3.188. Upon counting the number of bars of iron on several successive miles of the road, the ave

There has been used on the Pratt
street track,

And remaining on hand,

2,770
7,289

42,899

gencies, each mile would require 1000lb.. and The cost of distributing the iron and wood 33,840 lb. materials on the several divisions for the wood track, was $33,210.80. The materials for which this charge for hauling accrued, have not all been applied to the construction of the railway. The charge is, however, contingent to the work and the whole amount will be included. 834,Leaving 2002 lb. to be accounted for. Those 210.80 960 miles = $3581 per mile for used on the Howard street track, and other hauling the materials, and applicable to both derage number of bars exclusive of turnouts and branch roads in the city of Baltimore, will take scriptions of the wood road. This sum is crossings, was found to be 710-11. To include a portion of this quantity, and the sidings at greatly over the stated cost of hauling the maall that could reasonably be estimated for loss, Ellicott's mills, and other purposes for which terials on the city and first divisions, given in for turnouts and cross roads, the estimate will they have been used by the company, the re- the fourth Annual Report, which was but $210, be made for 725 bars per mile. Each bar weighs, mainder. The average cost per pound was 9 to $256 per mile. It arose from the greater by an average of the whole number imported, cents or $99.00 per thousand pounds.- distance these materials

100

10

were carried, and The length The sum of 99.5 per mile, will therefore be shews the propriety of estimating the average

69. lb. 22.37 tons per mile. 13
of stone and wood track, laid on the 1st, 2d, 3d,
4th and 5th divisions and lateral road, taken as a
basis for the estimate, is 95.33.
129. miles.

charged for the 31 inch spikes.
cost per mile, on a greater extent of work than
The amount paid for turnout castings has could be noticed in that Report. The difference

been

For forgings,

castings on hand The same for forgings

$1038.39

434.66-1,473.05

TOU

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Deduct for the value of

On lateral road, to Sweat's stone

[blocks in formation]

Value of those used,

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Amount paid for laying
down turnouts, for
timber, posts, and su-
perintendance of work, $7,009.63
Deduct for timber for

Used at depots.for sidings and

Total,

turnouts now remain-
ing on hand, 159 posts,
at $1.25 cents each,

Leaving about 200 bars, which have been used
for repairs, circular platforms, and sundry other
purposes connected with the road. The allow-
ance over the nett quantity required on the
length of track here estimated is between 50
and 60 tons. This is believed to be sufficient
for turnouts, and all contingencies that may be Total cost of turnouts laid,

expected on a work of the kind.

83

$6,247.72 would have been still greater in the present in2,323.40 stance, but for a part of the transportation having been effected on the tracks already laid, $8.571.12 which were not available in the first instance. The amount paid to local superintendants, vanebearers, and axemen, viz. $9,268.05 - 95. miles = $97.100 per mile for that service. The sum paid for the service of Engineers $7,098,07 engaged in giving the levels and curves, and for some other assistants, has not before been charged to the cost of laying any part of the railway. That sum on the wood work,-including an estimate value for the service of superintendance on the north track on the city division, amounts up to this date to $13,826. 7. This sum divided by 95.3 miles = $144.

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The general superintendance, and contingent $13,908.95 expenses, have not heretofore been given.Counting each double turnout as equal to two That sum, though not strictly applicable in the

The cost of the iron will therefore be stated single turnouts, and two for sidings, to one same ratio to each mile of track, will, neverat $37. per ton + $5. for freight, &c. whole turnout, there have been 874 laid down. theless, be distributed equally throughout the = $42. To per ton, delivered in Baltimore.- According to the original estimate, one turnout work. The stone rails required more of these 22. T tons, at $42. per ton, = $947. per was due to each mile of double track. They services in proportion to their length, than the mile, for the iron required for a single track, in- have not yet been inserted in the main line ac- wood work, as will be manifest on a reference cluding turnouts, cross roads and contingencies. cording to that calculation, although a greater to the sums expended for local superintendance, Of the cast iron knees procured for the stone number have been made than would be requir- vanemen and axemen, on both kinds of track. block road, there remains on hand from four to ed, in that proportion, for the length of double -the one being $349.78, and the other but five thousand,--valued at about $300. The track laid down. The additional number are $97.17 per mile: but the difference would not, full amount purchased will be considered as inserted at the several depots and sidings, and in this case, be important, even if accurately contingent to the work, and the aggregate cost are considered contingent to the work. The ascertained. From the sum paid, viz. from being $2,422. 11, that sum being divided by 5. total cost divided by the number laid, gives as $11,941.6, should be deducted the cost of 이어 miles, the length of track laid with the the average cost of each turnout $158.96 for the instruments on hand, and the sum paid for stone błocks, gives as the average cost of the materials, superintendance, and workmanship, instruments and repairs of instruments belongcast knees, per mile, $415.11. but exclusive of iron, bar iron and spikes;- ing to other departments, to wit $4,063. The whole number of 41 inch spikes pur-those items being allowed for in the foregoing These instruments consisting of levels and chased, has been 110,939 lb. The nett quantity estimates. compasses, are worth nearly, if not quite, their of the average size, required for a mile of track, The total length of wood track laid, as before original value, and are in fact, that much availais 950lb. As the 4 in. spikes are subject to stated = 95.38 miles. The amount paid for ble property. The interest on the investment greater loss than almost any other material, a workmanship, at the contract prices per rod, is fully compensated, by the full charge being more liberal allowance should be made for including the estimated value of laying and al- not made for staves, targets, chains, scales, ofwaste. In the estimates heretofore made, 5 teration of the northern track on the city divi- fice furniture and other apparatus, now on hand per cent. was thought to be sufficient, but to sion, = $71,995.33. This gives as the cost and in use, and available for the future opera include all contingencies, 10 per cent. will now per mile, an average of $754.82 or $2.36 per tions of the company. This deduction would be allowed. rod, for workmanship at contract prices. This leave $7,877.86 as a charge for the items enu

T

The wood track laid = 95.33 miles. This however does not include all the work required merated, or $60.96 per mile, for general superwould require 90.611 lb., to which add 10 per of the contractors. An additional sum of $8,- intendance and contingencies, exclusive of those cent, or 9,061 lb.-= Remaining on hand, Used for siding at depots,

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538.31 has been paid to them and others, for contingencies embraced in the other parts of
contingent workmanship; which sum divided this statement, up to this day.

by the length of wood track, will = $89.52 per The length of the stone track taken as a ba
mile, or 28 cents per rod. The entire cost of sis for the estimate, is 33.5 miles-the amount
workmanship will then be $844.34 per mile, or paid at contract prices, = $33,736.97. This
$2.64 per rod. The number of perches of bro- gives an average of $12.35 per rod, or $3,952.
ken stone used for the stone blocks and sleep-03 per mile for workmanship.
ers together, has been $20,092.59. Its average The amount paid for extra broken stone, and
cost per perch 96, cents, or $96.18 cts. for extra work required, = $22,155.39÷33.
each hundred perches. The quantity used a- $654.71 per mile, or $2.04 per rod.

round the stone blocks, was 2351.17 perches. For hauling iron materials, $1,184.33 paid,

[blocks in formation]

The aggregate sum paid, viz: $31,263,84 + $21,681.87 = $52,945.71 - $129.22 = $409.73 per mile, as the whole cost per mile of the horse path for a single track.

The length of the city track, exclusive of branch roads, is 1.175 miles.

The expenditures of graduation for the rail

track has been,

For pavement,

Laying rails,

Masonry and contingencies,

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Iron rails,

64

Spikes,

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Gutter irons,

the cost of Centre drains,
Broken stone,
Hauling Materials,

Local superintendence, Vane-men

and Axe-men,
Engineers Wages,
Wear and tear of Cars,
General superintendence and contin-
gencies,

12.24 the sleepers, of 5.10 miles for the average sum 389.62 of $5,047.78 per mile; and that a single track 358.68 of stone sills with the same kind of iron rails, has been made 33.1 miles in length, at an average cost of $6,783.1 per mile; and that the whole length of track now laid, taken together, viz: 129.1 miles, will include an average cost of $4,788.180 per mile for single track.

97.17 144.86 7.73

60.96

$5,047.78

Recapitulation of the cost of a mile of track
laid on stone sills:

Workmanship-by contract,
Contingent workmanship,
Extra broken stone, cross-ways,
Hauling iron materials,
1 the cost of centre drains,

the cost of 1 turn-out,

$3,952.03

412.28

&c. 654.71

35.00

12.24

3 inch spikes,
Local superintendence, vane-men, and

79.48

99.35

349.72

172.32

947.59

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7.73

12,172.82

General superintendence and contin

14,232.55

gencies,

1,902.79
1,693.60

60.96

$6,783,41*

If to this sum be added the original cost per mile of the horse path, and the subsequent expenditures on the same, viz: $409.17 per mile, the total average cost per mile of the single track of railway and horse path complete, will have been $5,197.178, or, for the double track complete $10,395.11 per mile, inclusive of all expenses. [See Appendix J., Tabular Statement, No. 1.]

But, for reasons which have been stated to the Board, and by them considered sufficient to warrant the suspension of the work, at present, on the 5th division, there remains of the second track on that division, 10.10 miles to be completed.

Should this work be finished at the average cost per mile for the other parts of the wood road, and it is not doubted but it may be, as the greater part of the materials for this distance are on hand, and were obtained at the prices paid for those used in the work already exe175.85 In the estimates made by this departinent of cuted, there will then have been completed 139. 674.71 the probable cost of the Railway upon the Balt. & 14 miles of single track, at an average cost O. Railroad, a variety of expenditures were uot per mile of $5,141.00, or for the double track $35,096.07 included which now form items in the cost. The complete $10,282.00 per mile, including the This sum divided by the length of track laid, ascertained expense of the wood rails, laid on horse path and all contingencies; [See Appenwill give the cost for introducing the railway sleepers, upon the First Division, was stated in dix J., Tabular Statement, No.1.] and at an aginto the city of Baltimore, at $19,828.13 per the Fourth Annual Report to be about $4,002 gregate sum of $93,934.170 less than the estimile, exclusive of the cost of location and sur- per mile of single track; and of the wood rails mated cost as stated in the 4th and 5th annual

veys.

laid on stone blocks about $5,115 per mile, ex- Reports.*

The cost of small culverts, including trunks clusive of the horse path and of sundry charges When it is considered that many thousand and shutes, for draining the centre of the road-not then ascertained, consisting principally of dollars have been expended in the construction bed, between Baltimore and the Monocacy river, the cost of general superintendence-engineers of the railway, not contemplated in the estior so far as the double track has been com- services, and some contingencies not consi-mates, it must be no less gratifying to the Dipleted, except on the inclined planes, (where dered as strictly applicable to the work then rectors and to the Stockholders, than it has been none are as yet inserted,) has been $1,337.178. performed. to the officers of the company according to This sum divided by the distance, viz: 54168, In the same Report, an estimate was made of whose design and under whose management gives as the cost of centre drains = $24.117 per the probable cost of the stone railway, founded it has been executed, that so large an amount mile. The number inserted, has been 529 or upon the contract prices of the work then in of permanent work has been accomplished on about 10 per mile, at an average cost of $2.18 progress and upon the most correct data that this road in so short a time, -under circumeach. could be obtained from other sources. It was stances of extraordinary difficulty and embar

73

There will also be charged to the construc-stated, that "under circumstances which might rassment, and at an expenditure so much betion of the railway, the estimated sum of $7. reasonably be expected to occur, the expense of low the estimated cost. 1 per mile for the wear and tear of cars fur-the stone rails would not exceed $6,500. per Should it be deemed advisable hereafter, to nished to the contractors, for the transportation mile, exclusive of horse path." Subsequently, adopt modifications of the present form of the of materials used in the construction of track however, and when it had been ascertained that railway, or even to change the mode of conand horse path. contingent circumstances might increase the struction, a large part of the data now ascerRecapitulation of the cost of a mile of single cost somewhat beyond the first estimates, it tained may be considered as a constant quantity,

[blocks in formation]

was stated in the Fifth Annual Report, that and with much confidence, may be relied on as "the cost of the stone rails might possibly exceed a basis for future calculations. An exception, that sum, on a considerable portion of the work." however, is here made in relation to the cost of 25.78 It was also stated in the same report that the laying the stone sills. From all the evidence 3.58 wood rails would probably cost $5,000, per mile had on the subject, I am satisfied that the ave947.59 on the 3d, 4th, and 5th divisions, and the same rage cost per rod or mile, for a track of this de96.14 on the lateral road to Frederick: and it was fur-scription, has been estimated at too low a price 79.48 ther stated in a recapitulation appended to the to allow a fair compensation to the contractors. 754.82 the same report, that the entire cost of the rail- The cost of the stone sills would also be more 89.52 way from Baltimore to the Point of Rocks, in- liable to vary from any assumed standard, than 12.24 clusive of the lateral road to Frederick, would the wood rails, inasmuch as the material and 192.50 be $805,238, and that the average cost per mile its transportation, involve a larger portion of 358.68 of a single track for 1384 miles, including the the expense of the work than any other materistone and wood track together, would probably al used on this road: and as this cost must be 97.17 be not less than $5,814. per mile, or $11,628. dependent upon local, and a variety of contingent circumstances, the estimates formed upon

144.86
7.73

Extra Workmanship,

the cost of Centre drains,

Broken Stone,

Hauling Materials,

and Axe-men,

[blocks in formation]

60.96

[blocks in formation]

per mile for double track.

From the foregoing statements and recapitu- general calculations cannot be relied on with lations for the several kinds of work, it will be the same certainty. perceived that the cost of a single track of rail- During the progress of construction of the way, composed of the scantling and sleepers work already executed, it has been found, as surmounted with the iron rails 24 inches wide, was expected to be the case, that experience has and of an inch thick, of 89, miles in length, suggested a variety of improvements, both in has been constructed on the Baltimore and Ohio the mode of construction, and in the manner railroad, including all contingencies, for the of executing the various details and manipulaaverage sum of $4,017.10 per mile. That a tions, incident to a work of novel and somesingle track, with stone blocks substituted for

* Estimated cost of 1381 miles, stated in 5th

* The cost of the stone road here stated, annual report, $805,238, and add for the then es3:58 does not include the expense of placing plates timated cost of one mile of single track, now 947.59 underneath the adjoining ends of the iron rails, taken into the calculation, $5,814 = $811,052. 96.14 which it has been found necessary to incur. The total cost of 1394 miles as the work has 79.48 This sum will not exceed $175 per mile of been and will be executed, is $717,117.30, ma754.82 track. The work is in progress, and very nearly king the sum less than the estimated cost, $93,89.52 completed.

934.70.

what complicated character. It has been as-jin the first instance, as was consistent with the the fixtures for the machinery at the inclined certained, that certain parts of the railway, for attainment of a reasonable facility and safety in planes at Parr's Ridge, performed at the same which no more than a fair valuation was paid, the travel to which the road was at first subject-period, it may be remarked, that very considefor the time and labor expended by the mechan-ed, as it was considered possible, if not proba-rable additional expense was incurred by prosics and workmen, on the first division of the ble, that steam power might at no very distant ecuting it so rapidly as was necessary to effectroad, can now be executed at but little, if any, period be substituted for animal power. uate the opening before the winter, of the railmore than half the cost, either to the contract- It was also expected, as proved to be the road communication between the cities of Balor or to the company. Much certainty depends case, that with the utmost care in the formation timore and Frederick, which was accomplished upon the ability and enterprise of the workmen, of the embankments, considerable settlements on the 1st of December of that year. The but in this as in all other cases, experience ac- must necessarily take place; and that in restor- price of labor and materials both are enhanced quired in the handicraft arts, adds quite as ing the rails to their proper level, the horse by the necessity of performing a given quantimuch as ingenuity to the facility and cheap-path would require additional materials: and ty of the former, and procuring a large supply ness of execution. Upon the same principle, however good these might be, their value would of the latter, within a definite portion of time; it has been discovered from time to time, that to a great extent be lost, in the repeated cover- and pre-eminently so, when circumstances renthe engineers, superintendants, and other as-ings necessary to retain the proper position of dered this period a short one. Work cannot sistants on the work, acquire an expertness the path. For these and other reasons, it was be so well done, when hurried, as when a reaand promptitude to the execution of their re- desirable to expend as little in the first construc-sonable time is allowed, as has been proved in spective duties, that tend greatly to benefit the tion of the path, as was practicable. It was numerous instances in the progress of laying work, and materially lessen its expenses. New foreseen, also, that in some situations it would the rails, but especially in that part the most plans and ways, for effecting the same object be impossible to form a good path at first, and recently executed by O. H. W. Stull & Co., with greater certainty, and to better effect, are that it would require successive layers of the which from causes beyond the control of the continually suggested in the daily progress of material, where no embankment existed; and, agents of the Company or the contractors, gave construction; whilst experience confirms the that a part of these layers would require time the latter a longer time to execute their work, propriety of adopting new modes, and devising to become consolidated before the others could than could be allowed in other cases. This cirsubstitutes for those plans and arrangements be added. This circumstance rendered delay cumstance, though unfavorable to a considerawhich have been found defective, or inapplica- unavoidable in some instances in the comple-ble extent to the pecuniary interest of the conble in practice. The diminished cost of the tion of the path, (as it could not be foreseen tractor, is certainly, whenever available, greatly work recently executed, when compared with what length of time it would require to apply to the interest of the Company. It is not, howthat ascertained two years since, is mainly to the new covering to the greatest advantage,) ever, to be understood that the expenditures inbe attributed to the operation of these causes, and increased the original cost beyond the esti- curred in the instances recited, have been I do not, therefore, hesitate to say, that with mates made for the horse path. Subsequently, thrown away. On the contrary, the most abunthe experience already acquired, a like extent of it was perceived that a description of material dant proof has been furnished, that the advanwork may be again performed at a very consid- of soft texture which might answer every pur-tages gained have greatly overbalanced the exerably less expense than it has been done; and, pose during the summer season, and even du-tra cost of the work, and would have warranted that with the same expenditure of labor and ring the winter, when subjected to but a mode-even much greater disbursements to accommoney, much more may be effected. The truth rate travel and transportation, was not sufficient plish the object, than have been actually made. of these remarks has been illustrated in the to withstand the action of more severe frost, The case is only mentioned to show, that if due necessary expenditures made in the construc-especially when the travel became greatly in- attention is paid to those circumstances which tion of machinery, where numerous experi-creased. It was therefore indispensable that so materially affect the cost of any great interments were requisite, to determine the proper better materials, and those in greater quanti-nal improvement, or other extensive work of and most economical appropriation of materi- ties, should be used than were at first deemed public utility, it may be possible to reduce the als, to the various purposes to which they were requisite. Stone, to all appearance good, was expenses of construction still more, in the furto be applied; and to test the relative merits of found subject to decomposition when exposed ther progress of laying the rails on this road. the different ways and means of accomplishing to the action of wet and frost; and from the A regular system of operations is indispensathe object in view, to wit of attaining the inclemency of the last season, the path on parts ble to attain the full advantage of the expendigreatest practical benefit with the least expense. of the 4th and 5th divisions could not be pro-tures on the construction; and this system canThis knowledge once obtained, the expendi-perly formed in time to admit the travel on the not be attained unless the work is uniformly tures alluded to no longer apply to the subse- road, without incurring a heavy expenditure.- progressive. No little difficulty has been enquent operations; or, at least, not to the same Portions of inferior materials were therefore countered during the progress of laying the extent. With quite as much force do these re-used for a temporary purpose, which subse-rails, in the procurement of suitable engineers marks apply to the cost of " moving power," in quently were wholly removed, and an entire and assistants, for its superintendancy. Nuthe department of transportation; where it has new path formed. Again, experience demon-merous as these agents necessarily must be, been ascertained that the relative expenses in strated the utility of a different formation of the whilst a great extent of work is in progress at different parts of the concern are much less path on certain parts of the road, to accommo- the same time, they become dispersed at its now to effect a given quantity of work, than date the transportation of burthens, and to eco-completion; and when the work is again to be they were in the more early stages of its organ- nomize the labor and moving power of the road renewed, the same difficulty must then be enization. in that department. This change required an countered in training others to the service, and

The positions here assumed are not, there- addition of materials, which superadded to the making them acquainted with the details and fore, exclusively applicable to the construction causes here recited, rendered it indispensable localities of the work. The benefits of expeof the railway. They have been found correct to expend more in the construction of the path rience are thus lost, both with regard to the enin almost every department of this company, than had been anticipated. These expendi gineers and other agents of the company, as and the knowledge of this fact, leads to the tures are, however, considered as conferring, well as to the contractors, the mechanics, and gratifying conclusion, that the expenses incur- ultimately, advantages in the construction of even to the laborers.

red in obtaining the information thus derived, the path, very nearly in a direct ratio with the Should it be possible, therefore, to define the may be rendered available in the further prose-extent of the disbursement:-and if not to that work intended to be accomplished in each succution of the work. But to reject every hypo- full extent, they certainly afford the means of cessive season, and sufficient time be allowed thetical statement upon the subject, and to con- ascertaining important facts, by which, in the in the commencement to make due provision sider only the actual expenses already incurred, future operations of the company, expense may in advance, for the requisite materials, it is beto be due without abatement, to each successive be saved, and greater stability attained under lieved a great advantage would be gained both portion of equal length of track yet to be laid similar circumstances. The alteration in the in the cost and permanence of the superstrucon this road, it is manifest that the entire cost form of the path last referred to, may be found ture. The operations would become systematic of a double track, from the city of Baltimore to beneficial on a greater extent of road, than that in their character, and much less difficult in the Ohio river, constructed in the manner it to which it has yet been subjected; and should the details of execution. has been done between Baltimore and the val- that be the case, an additional expenditure in The office of Superintendant of Construcley of the Potomac, may be reduced from the proportion to that extent will be required. It tion, having been made to embrace not only the sum stated in the last Annual Report, to wit: may be proper here to observe, that from twelve constructions of the railway, but keeping the from $11,628 per mile, to the sum of $10,282 to fifteen hundred perches of broken stone have roadbed and railway in repair, as also the exper mile. Supposing, therefore, that the route been prepared for the alterations and comple-ecution of such further work as may be necesto be vet determined should extend the dis-tion of the path, which has not yet been applied sary to perfect the graduation of the road, it tance from Baltimore to the Ohio, to 350 miles, to that purpose. The original cost of these becomes necessary to notice the two latter subthe aggregate sum less than the estimate, for materials has been included in the foregoing jects in this report.

which the double railway may be completed, - statement of $409.73 per mile, for horse path.

and suppose one year since to be actually ne- The labor hereafter required in the distribution 1st. The Repairs of the Railway. During cessary, will amount in that distance to $471,- of this broken stone, may partly be considered the progress of laying the rails on the several 100-a sum adequate to the entire construction as due to original construction, and in some ca- divisions, all the charges for changes made in of 107 miles of single track of railway, laid ses to a limited extent, may be justly chargea- the superstructure, have been included in the upon wood strings and sleepers, with the horse ble to repairs. path complete. [See Appendix J. 3.] With regard generally to the construction of track. On the wood railway it has been found sums charged in the estimated cost of laying the

In the formation of the horse path, on the the railway, but more especially to the parts that some small alterations were necessary to city and first divisions of the road, it was con-laid during the suminer and fall of 1831, and be made in the form of construction; defecsidered expedient to incur as small an expense also to the work already accomplished towards tive timbers were occasionally inserted which

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