PUBLISHED WEEKLY, AT NO. 122 NASSAU STREET, NEW-YORK, AT FIVE DOLLARS PER ANNUM, PAYABLE IN ADVANCE. D. K. MINOR, EDITOR.] SATURDAY, MARCH 12, 1836. [VOLUME V.-No. 10. For the information of those who may be I throw out these hints for those who may incredulous, we give the report of the Com-take so much interest in these matters as to mittee at length. undertake to make these or similar observa. tions. G. C. S. New-York, March 28th, 1836. For the Railroad Journal. We need not call attention to the fact, that this development of the capacities of locomotives will lead to the most important results-the one, that the ralley of the Ohio may be reached from the seaboard without the STRICTURES ON THE REPORTS OF THE use of stationary, or even additional power, is, in itself, a splendid instance of the benefit of perseverauce over every possible moral and physical obstacle that could be interposed. We acknowledge the receipt of a number as well as severa! communications on hand, REMOVAL.-The Office of the RAIL-space will permit. two doors below Beekman street. Will those Editors to whom the this removal, send their papers in ex- As much interest is felt on the subject of widening the Canal, we have given the Commissioners' report, and shall give so much of those of the Engineers' as relates to general location, &c. STATE ENGINEERS. D. K. MINOR, Esq.: The discussion upon the bill now before the New-York Legislature, relative to a loan to the New-York and Erie Railroad Company, recalls to mind some of the circumstances connected with the proceedings upon that subject during the last session. Among other things, the Canal Commis. sioners were called upon to report upon the and Canals. In the performance of this comparative merits and cost of Railroads duty, they brought to their aid three individuals, viz: John B. Jervis, Holmes Hutchinson, and Frederick C. Mills, who, they say, are "Civil Engineers of experience in the construction of Canals and (3) Railroads." To the Editor of the Railroad Journal: In the report made by these gentlemen, it Since my last communication I have wit-is stated, p. 33, that " experience thus far aessed the disappearance of the spots I then has settled the cost of transportation upon mentioned as being seen on the surface of Railroads at 3 cents per ton per mile on a the sun. Yesterday I again observed many level road," and that "this allows no profit more, and much larger ones. Seven very dis-or toll." On the page preceding, they say, tinct spots could be counted. They are singularly grouped in threes, elongated, and directed parallel to the sun's equator. We give in this week's paper the result Can there be any connexion between these of the trial on the Baltimore and Ohio Rail-phenomena and the singular weather we road, by which it will be found that the lo- have experienced? comotive then used performed the almost incredible task of drawing nearly 26 tons up inclinations above 220 feet per mile, and starts from perfect rest on a plane of 264 to the mile, (or 1 foot in 20,) with a load of 20 tons. March 23, 1836. D. K. MINOR. If, as Herschell maintained, their effect is to expedite vegetation, may it not be that they are to accelerate our tardy spring? Would not experiments, as to the magnetical effects of the sun's rays at this time, be particularly important? that "the cost of transportation (reduced to a level road,) on the Baltimore Road, we have found to be 3,50 cents per ton per mile." These estimates, it will be perceived, are both for a level road. If the latter is true, the course of reasoning, by which the conclusion first stated was attained, is entirely beyond our comprehension. Again it is stated, p. 27, that "the actual cost of transportation on the Mohawk and Hudson Railroad, for freight by locomotive and stationary steam, is 84 cents per ton per mile." If this is the actual cost upon taining these several kinds of power on softhe transportation, for the past year, on the that road, the public would perhaps like to short a road, must obviously very much in. Ithaca and Owego Railroad, between the inknow why 34 cents is assumed as the "set-crease the expense over a level road. The clined plane and Owego, has averaged, if tled" price on a level road. locomotive engines used upon this road any thing, less than the amount last stated, The explanation will be found on the were not the most efficient of their class, and although this part of the road is far from page last referred to, as follows:-"All the in point of power and useful effect, were in- level, and one-half of it is still in an imperascent for the greatest trade, (being as 3 to ferior to others which were in use at the fect or incomplete state; and, moreover, 1,) is overcome by one stationary engine, time the report alluded to was written; yet that the total cost of passing the inclined which does not materially enhance the cost no allowance was made, and nothing said plane has equalled that upon the remainder over a level, taking the whole road." Put-as to anticipated or probable improvements, of the road. This road, we should not omit ting this into plain English, and it will read which have since been very great. to state, is destitute of the questionable adas follows:||vantage of an “ascending plane in the direc tion of the heavier trade," which upon the Mohawk and Hudson Road appears to con stiute so favorable a feature in the judgment of the authors of the report. "All the ascent in the direction of the heavier trade (the weight of which is to that in the opposite direction as 3 to 1,) is overcome by one stationary steam engine, which does not materially enhance the cost of transportation, compared with a level road of equal length." The process, by which the gentlemen mentioned arrived at their conclusions, respecting the cost on a level road, is therefore evident. From the preceding, the public will judge as to the soundness of the views taken in the report referred to, of Messrs. Jervis, Hutchinson, and Mills, and of the degree of confidence to be placed in the opinions which are therein advanced. It seemed not to have been considered, likewise, that the extreme shortness of the road would make a difference in the cost of transportation,-that it required about the same number of horses and engines, the same expense and delay of loading and un||loading, as for a much longer distance, and that the number of agents, superintendents, laborers, &c., necessary to conduct the transportation, would not be materially increased by adding to the length of the road, and likewise, that the freighting business,) We have some further remarks to offer in on that road, had previously been quite relation to that document, and two or three limited, and the arrangements for receiving others, that have emanated from the same and discharging freight at the two extremes source, which we shall give to the public 2d. They come to the very extraordinary of the road, were then, and still are, in a from time to time, as opportunity presents, conclusion, that the cost of transportation very incomplete state. Notwithstanding and as the public interest shall seem to reupon that road is not materially greater than this, it is stated in the report under consi-quire. it would be upon a level road of the same ex-deration, that the cost of transportation upon the Mohawk and Hudson Road, is not materially greater than it would be on a level 1st. They assume the actual cost on the Mohawk and Hudson Road to be 33 cents per ton per mile. tent. 106 3d. They "find" that on the Baltimore and Ohio Road the cost of transportation, ||road of the same extent, for the sole and when reduced to a level, is but 3 cents per ton per mile; yet they nevertheless conclude, that "experience" has settled" the cost at 3 cents. OfWEGO. For the Railroad Journal. STATE ENGINEERS. very profound reason, that "all the ascent STRICTURES ON THE REPORTS OF THE for the greatest trade (being as 3 to 1) is overcome by one stationary engine,”—and the price, 34 cents per ton per mile, on that The authority for the statement in rela-road, is taken as the "settled" price of tion to the Mohawk and Hudson Road is not known. In respect to the conclusions in reference to that road, it may perhaps be well to de vote a little attention." transportation on all level roads, no matter what their length-the amount of business upon them-the facilities for loading and unloading economising, motive power. &c. &c.,-all these are of no consequence; The Mohawk and Hudson Road is 15 and this opinion is given in the face of their miles in length. It has two inclined planes, own statements and conclusions, that the whereon stationary steam power is used.ost on the Baltimore and Ohio Railroad, The elevation overcome by these planes is, reduced to a level, was but 3 cents per for the western one, 1133 feet, and for the ton per mile. eastern 172 feet. The total ascent from 00 No. II. Hutchinson, and Frederick C. Mills, on the In the Report of John B. Jervis, Holmes relative merits and cost of Railroads and Canals, Doc. 296, of the last Session of the New-York Legislature, p. 33, is the following: "The cost (meaning the cost of trans. portation, exclusive of profit and toll,) has been shown to be 3 cents per ton per mile on a level; and as Railroads are not often entirely level, it has been thought the Erie Canal at Schenectady is 1133 feet, upon railroads, Mr. Knight, the Chief Engi-ject, to present a statement, showing the As it regards the cost of transportation proper to a full understanding of the suband the descent to the Hudson River at Al-neer upon the Baltimore and Ohio Railroad, comparative economy in motive power by bany, is 325} feet-making a total rise and who possesses the superior qualifications of locomotive steam engines on Roads of diffall of 439 feet. The same proportion of being a man of science, and whose connec-ferent inclinations. In the calculations the rise and fall estimated for the New-York tion with the business concerns of that engine is assumed to weigh 63 tons (13,000 and Erie Railroad, the distance being 483 road, enables him to speak understanding-lbs.)," &c. "The load carried is exclusive miles, would give 13,400 feet-an amount y as to the result of past experiments, esti- of the tender, and includes freight and wagsufficient, so far as elevation is concerned, mates the rate of transportation on that to carry it over the Rocky Mountains!!! road, when continued west to the Ohio Between the inclined planes and the ter-River, with occasional acclivities of 50 to mini of the Mohawk and Hudson Road, 100 feet per mile, at less (on the average) horse power is required. Between the in- than one and a half cents per ton per mile. clined planes, locomotive, steam, and horse Reducing this to the cost on a level road, power are both used. The peculiar arrange- on the principle adopted in the report, and ment of this road has required, therefore, the we shall have the actual cost derived, from use of three kinds of power, to wit: horse the best "experience," at about 14 cents per power, stationary steam power, and locomoton per mile.* tine steam power. Aside from the extra expense of transportation, arising from the cost and repairs of the inclined planes, the expense of sus In confirmation of this we may state, that ons." The fallacy of the first statement quoted above, as to the cost of transportation upon Railroads, was fully exposed in the prece ding number. We clearly proved, as wellthat, is 1127 tons. This, it is true, was||Canals, the range for future improvements trust, to the satisfaction of our readers, conveyed at a diminished speed; but ma-upon which, from causes which it is not that no reliance was to be placed upon the king all due allowance on this account, necessary to explain, are comparatively conclusions therein stated, as they were not and there remains an immense disparity in limited. based either upon facts as they existed, or deductions made upon principles of sound reason-but "in derogation of both." the actual performance of the Arabian, over That we are correct in this opinion, the and above the amount assumed in the Re-year which has just elapsed conclusively port. For an inclination of 70 feet per shows. Chief Engineer Knight, in his last We now invite attention to the latter mile, the gross load given in the Report is report on the Baltimore and Ohio Railroad, part of the paragraph quoted above, in only 11 tons, while an equal load was con-(see Railroad Journal, vol. 4, p. 773,) states which a statement is presented of the rela-veyed by the Arabian, upon the inclined that the engines built for that Road within tive effect produced by locomotive steam plane of the Parr Ridge, a distance of 3ths the past year, "have come forth with a power upon level and inclined roads. This of a mile, at the average rate of 10 miles power of steam and traction hitherto unstatement is faulty, inasmuch as the gross per hour, the ascent being 264 feet, nearly equalled, weight for weight, in the operaload on a level is rated too low. quadruple the elevation assumed in the Re-tions of the locomotive steam engine." The } port for producing the same effect. The loads upon the several inclinations are likewise rated too low, and they are We have been thus particular in bringing not properly proportioned to their respec-into the comparison the performances on tive inclinations. The year preceding that on which the above report was written, was marked by very great improvements in the locomotive steam engine. These improvements were principally made under the patronage of the Baltimore and Ohio Railroad Company, and will be found described in the Railroad Journal of Nov. 29, 1834,] three months previous to the time when the report under consideration was presented to the public. Several new engines were constructed in that year on an improved plan. The one George Washington engine, weighing 8 tons, ascended 5 consecutive miles, the inelination being 20 feet per mile, at the rate the Baltimore and-Ohio Railroad, as those of 114 miles per hour, with a gross load of performances were the result of improve-113 tons-being treble the load allowed upon ments made the year preceding that on the same inclination in the report under which the Report of the State Engineers consideration, and equivalent to a gross load was rendered.* There could, therefore, on a level of 211 tons, moving with the have been no excuse for not refering to same velocity, which is likewise treble the them, and the circumstance of their not be-load presented in the report, for a level ing noticed is the more strange, as their bearing upon the subject upon which they were giving a professional opinion, was all important to its full and correct elucidation. road. This latter comparison is made to show that improvements are going forward in the department of locomotion upon Railroads, The improvements on the Baltimore and of which fact there is no intimation in the Ohio Road were not only not referred to report. The very great contrast between or described, but the public were not even the actual state of those improvements, at perfect, and weighed (including fuel and apprised, through the medium of the report. the time the report was made, and for water in boiler) 74 tons, being a little hea-that any had been made, or that there was months previous, as compared with the vier than the engine assumed in the report. even probability of farther improvement. statements therein given, has been fully set The Arabian "ran 50 days between Balti-It would seem, likewise, that the system of forth. called the Arabian was deemed the most "more and the Parr Ridge, a distance of 82 locomotion upon Railroads had attained, in It illustrates clearly the fact that the au"miles daily, making 4,100 miles without the imperfect condition in which it was ex-thors of the report were ignorant of the sub"requiring repairs, or showing any-per- hibited in the report, the last degree of per-ject on which they undertook professionally "ceptible deterioration," and "conveyed, ་་ 66 at the rate of 11 miles per hour, on a "level part of the road, a train weighing "including cars, but excluding the weight of engine and tender. 1127 tons." · More"over, this engine advanced with this load, at one half the above speed, up an ascent “of 17 feet per mile,extending ths of a mile, "and curved with a radius rather less than “1,000 feet '—which, upon a straight road, would not be less than equivalent to an inclination of 25 feet per mile. Comparing the performance of this engine with the exhibit of the State Engineers above given, and we find a very great and striking difference. They assume for the gross load conveyed upon a level only 75.25 tons, whereas, in the instance above stated, the Arabian engine actually conveyed 1127 tons, being an excess over their estimate of 50 per cent. One item they have omitted, viz. the speed or velocity. This omission is the more surprising, as the item is an important and essential one, and whatever it was assumed to be, could not probably have exceeded 14 miles per hour, the rate at which the 112 tons was conveyed by the Arabian. Again, the load which is estimated in the Report as adapted to an inclination of 25 feet per mile, is but 33 tons, whereas the gross load conveyed by the Arabian up an inclination equivalent to fection of which it was susceptible. to enlighten the public, or that they inAdmitting that the improvements men- tentionally refrained from communicating tioned had been fully and fairly described the whole truth, and to one or other horn as they existed at the time the report was of the dilemma they are inevitably driven. written, which they were not, still it was It may be asked why we have turned aside incumbent upon the writers of the report to to examine at all into the merits of this rehave stated that Railroads were in their in-port. We reply that we have done so for fancy-that improvements in locomotion two reasons. The report was brought to for the last ten years had far exceeded those light under the wing of the Canal Commisof any equal period in the history of man-sioners, as a public document. The chathat Railroads, as a general means of inter-racter of our State, and of the profession to communication, had sprung into existence which we belong, is, therefore, to a certain within that period-that scarcely one half extent, implicated. It was ushered into bethat time had elapsed since locomotive ing, likewise, when the advocates of a great steam power had been applied with success State and National work were earnestly -that it would, therefore, have been un-urging their claims for aid upon the Legissafe to assume that further improvements lature, and whether so intended or not, its were not to be expected, and that the inge-influence in respect to that project was exnuity of mankind, now in the full tide of its teedingly prejudicial. greatest success, was not to produce results still more important and surprising. A statement similar to this was not only due to the inventive character and spirit of the age, but it was particularly required in reference to Railroads, where the object was to exhibit their permanent and ultimate advantages and disadvantages, compared with *We might have referred to the important improvements in the locomotive engine, made in Philadelphia, the year previous-but the single example adduced is sufficient for our purpose. Now that our Legislature are again called to act upon the same subject, we are desirous that the character of this report should be exhibited in its true light, and we have be completely divested of its power of doing no fears but that when thus stripped it will harm. We must defer, to another opportunity, the illustrations which we intended to give of the disproportion of the loads to the dif. ferent inclinations, as exhibited in the reWe will now only say, that we port. shall prove that the estimates on this head sent, for the consideration of the Stockhold- --A public meeting of the friends of this road were empirical, and could not have pro-ers, at their next general meeting, a code of his advertised in the Somerville papers for ceeded from any calculations based upon ment of the Company. Bye-Laws for the regulation and govern- Saturday next, at 3 o'clock, P. M. We accurate scientific principles. are told that the Board of Directors have OWEGO. WILMINGTON AND RALEIGH RAILROAD. Meeting of Stockholders. Pursuant to public notice, the Stockhold ers in the Wilmington and Raleigh Railroad, met at the Court House in Wilming ton, N. C., on the 14th March, 1836, and were organized by the appointment of Wm. D. Mosely, Esq., as Chairman, and Gen. James Owen as Secretary. After the objects of the meeting were explained, the following proceedings took place. Whereupon, W. B. Meares, A. Lazarus, and A. Anderson, were appointed said Com nittee. resolved to complete the whole road from Elizabethtown to Somerville, during the On motion of Gen. Blount, present year, and haye already appointed Resolved, That the Engineer be instruct- an agent, who is now contracting for the ed to examine a route touching at or near railing and other materials, necessary for the town of Waynesborough, on Neuse the prosecution of the work. It is in the River, and thence at or near Rocky Mount, contemplation of the friends of this enterthe great Falls of Tar River, and report prise to extend the road from Somerville to thereon to the President and DirectorsBelvidere, and Easton, Pa., and thence to [this resolution amended on motion o Gen. A. Mac Rae]-and also by Duplin connect with the N. Y. and Erie Railroad. Courthouse, Rockford on Neuse, and Tarborough, and such other routes as may be suggested or approved by the President and Directors. On motion, Resolved, That Gen. E. B. Resolved, That the thanks of the Stock. Dudley, Gen. Alex'r MacRae, and James S. holders be tendered to the Chairman of Green, Esq., be a committee to examine such the Commissioners, and the Chairman and proxies as may be presented. This com- Secretary of this meeting, for the zeal. mittee reported that 1296 shares are repre-ous and able discharge of their respective sented by proxy,* and 3360 by individual stockholders. Resolved, That the offices of Secretary and Treasurer be biled by the same person, during the present year, at a salary of $1000 per annum. Mr. Lazarus, Chairman of the Commissioners, submitted their report, which was accepted. The meeting proceeded to elect a Presi. dent and ten Directors. A ballot being had, Gen. E. B. Dudley was elected President, and Andrew Joyner, W. D. Mosely, James S. Battle, A. Lazarus, A. Anderson, Wm. B. Meares, P. K. Dickinson, James Owen, R. H. Cowan, and Thomas H. Wright, Di rectors. Whereas, subscriptions to the capital stock of this road have been made along the contemplated route, as well as at Wilmington-therefore, Resolved, That the President and Directors be authorized to have the road commenced both at Wilmington and Halifax, due regard being had to the amount subscribed north and south of Contentnea creek; and that the President and Directors be in structed to commence the work with as little delay as possible. Resolved, That the President and Direc. tors be hereby directed to cause the road to be located on the most eligible route from this place to Halifax. Resolved, That a general meeting of the stockholders shall be held in this place on the first Monday in November next, and thereafter, annually, on the first Monday in May. Adjourned to 10 o'clock to-morrow. TUESDAY, March 15. Stockholders met at the Town Hall. Resolved, That the President and Direc. tors be authorised to re-open the books of subscription, at such times and places as they may deem expedient, and under the superintendence of Commissioners, to be appointed by them, for an amount of stock not exceeding 2,000 shares. duties. The meeting adjourned, to meet in this next. The Elizabethtown Journal is authorised to say that the section of the road from that place to the Point, will be completed by the 4th of July next. The city council of Trenton, alive to the interests of their fellow-citizens, and aware of the great importance of a direct communication, by means of a railroad, with the city of New-York, at a recent meeting, appointed a committee of three on their part, to address the Camden and Amboy Railroad, and Delaware and Raritan Canal Companies, and request them to make their lateral road through that city, subject to the ordinances to be hereafter passed concerning railroads. MARYLAND. Immediately after the adjournment of the meeting of Stockholders, the Directors met, and appointed Gen. ALEXANDER MAC RAE Superintendent of the Railroad, and JAMES S. GREEN, Esq., as Secretary and An account of the surprising performTreasurer. They also instructed their Pre-ance of the locomotive on the plains of the sident to engage the services of WALTER Baltimore and Ohio Railroad, will be found GWYNN, Esq., as their Principal Engineer; and in pursuance of authority given by in another column. the Stockholders, have determined forthwith to re-open books of subscription for an amount not exceeding 2,000 shares. engaged, and the survey will be commenced The Toronto and Lake Huron Railroad ceive the sanction of the other branches of MASSACHUSETTS. NORTH CAROLINA. 4 Wilmington and Halifar Railroad.-At town of Wilmington, N. C., on the 14th a meeting of the Subscribers to the Wilmington and Halifax Railroad, held in the and 15th inst., the company was organized by the appointment of GEN. EDWARD B. DUDLEY, President. WM. D. MOSELEY, Directors. WALTER GWYNN, Engineer. It is intended that the road shall be com menced at Wilmington and Halifax at the OHIO. Cleveland and Warren Railroad.—In the (Cleveland) Daily Herald of the 15th A Railroad from Providence to Woon-inst., we find the report of Col. S. Dodge, socket Falls is proposed. on the survey of this route. Resolved, That a Committee of three be A very favorable opinion is held of the appointed by the Chair, to draft and pre-usefulness of this route, and its relation to the proposed Worcester and Hudson, a Great Western Railroad." *The proxies were, Hon. Wm. D. Mosely, representing the Lenoir stock; Robert Soutter, Esq., the Norfolk do.; Gen. Blount, of Nashville, the Nash and Edgecombe do.; Dr. Andrews and Mr. Lane, of Waynesboro', the Wayne do., and Gen. Alex'r Mac Rae, the Edgecombe do. From this we find that the ground in general offers unusual facilities in location. The grades are moderate-no curve less than 2,000 feet radius need be allowed. The estimate of a road bed, 20 feet wide, Elizabethtown and Somerville Railroad. with proper slope, and for a double track, NEW-JERSEY. is $364,747 54. Yellow poplar and red cedar are abundant on the lake, and along the line. The rail is to be of wood, protected by bars of iron. BALTIMORE AND OHIO RAILROAD-LOCOMO- CITY COUNCIL-FIRST BRANCH. Wednesday, March 24th. Mr. Barnes, from the Joint Committee appointed to witness experiments upon the power of the Locomotive Engines, at the inclined planes, submitted the following report: report: Double Car, 45 Passengers, Tender, Tons, 4. 17. 0. 0. 17. 5. 0. 0. Making a gross weight of 25. 15. 0. 0. Your committee make these remarks as an act of justice; and they do it with the more pleasure, because it enables them to bestow a deserved compliment upon the American mechanics, who have so well illustrated their capacity and skill in the manufacture of the Engines in questionProving, satisfactorily, that in this, as well This weight of 25 tons 15 cwt. was drawn as in the other departments of human inup the grades before mentioned, the steep-dustry, their inventive genius is capable of est of which was 227 feet per mile, with the most elevated and useful flights. It is now much ease, and by the inherent power of but a few years since the universal voice the engine, without the assistance of the called upon the Baltimore and Ohio Rail impetus of previous high speed-and the road Company to follow the example of weight of 20 ton 15 cwt., deducting from their neighbors, and import their engines; the above the weight of the three cars cast and their perseverance in refusing to do so, The Joint Committee of the City Council off on plane number 2, was drawn with although founded upon the very best and of Baltimore, appointed to witness experi-equal ease up a grade of 264 feet to the truest appreciation of circumstances, was ments upon the power of the Locomotivemle, the engine starting the train from stigmatized as folly or obstinacy. The reEngines, on the Baltimore and Ohio Rail-rest on this grade. At the summit, two sult has fully justified their course, and road, at the inclined planes, respectfully car loads of pig iron, weighing each 4 tons, showed that their confidence in the skill of were attached to the train, and the whole, the artisans of this country to produce a That your Committee left Baltimore on weighing then 33 tons 15 cwt., was made more perfect machine than had yet been the morning of Tuesday last, accompanied to descend the plane, on the return to Bal- manufactured in England, and better adaptby a committee of the Board of Directors of timore, by the action of the engine alone,ed to the Road from Baltimore to the Ohio, the Company, a committee of the Board o!and without the assistance of a brake, at was fully warranted. Trade, and other individuals, in all amount- such speed as the engineer pleased, and The capacity of a locomotive engine, ing to 42 persons. The train consisted, be- was several times stopped, on the way when empleyed in heavy drafts, depends upsides the engine and its tender, of a double down, to show the command in which the on three things:-1st. Its weight, which 8 wheeled passenger car, constructed to ac-engine was held. gives it the adhesion on the rails that is commodate 44 persons, and 3 four wheeled With such results as the above, it is un-requisite.-2d. The capacity of its cylinders passenger cars, capable of containing 17each. necessary to add, that your committee are to use the adhesion to its utmost limit.-3d. After some delay, occasioned by coming in equally gratified and surprised; and from The ability of the boiler to supply the cylincontact with the leaders of a burden team, what they themselves witnessed, they have ders with steam equal to their capacity. who being alarmed, sprang before the en- no hesitation in expressing their conviction, Where the power is applied to but one pair gine from off the adjoining track, the train that the engines of the Baltimore and Ohio of wheels but half the adhesion is used, suparrived at the foot of plane number 1, at the Railroad are capable of drawing with ease, posing the weight to rest equally on the four distance of 42 milts from Baltimore. The at least 50 passengers, up ascents of any wheels. Where the power is applied to instructions given to the engineer had been, length, of from 200 to 220 feet per mile. both pair, the weight of the whole engine is as your committee are informed, to stop From the account thus given, it will be made effective to produce adhesion. The here, and, disengaging the double car, to at once seen, that the performances of the English engines generally have but one pair attach the three single cars to the engine, best engines in England have been far sur- of wheels geered. The engines of the Bald to ascend the planes with them, and passed; and although your committee are timore and Ohio Railroad Company have with 50 passengers, this being a demonstra-aware, that calculation was competent to both pair geered. The weight of the ention of the power of the engine, which, it prove the practicability of ascending grades gines, therefore, being equal, and there was believed, would satisfactorily prove its like those at the planes, with engines of the being enough steam to overcome the adheefficiency for use, where the elevation was weight and power used on this occasion. sion of both pair of wheels, the Baltimore at the rate of 200 feet per inile. Confident, and with similar loads, yet it was reserved engine must be double the effective power however, in the power of the engine, the for the company in question to prove that of the English engine. The larger the cylengineer, without stopping at the foot of machines of such giant power could be con-inders, in stroke and in diameter, there be. the plane, commenced its ascent, with the structed, combining with their great ing steam enough to supply them, the greattrain that had left Baltimore. The impetus srrength, the important qualities of speeder the power they afford--and the cylinders acquired on the level, was lost in the first durability, facility of repair, and capability 300 feet of the ascent, after which, the ento use anthracite as their fuel. gine drew its load steadily to the summit Your committee are glad to have an opof the first plane, at the rate of from four to portunity of expressing their sense of the five miles an hour, accumulating speed as obligations, which the efforts of the Balti it approached the top. This plane is 2150 more and Ohio Railroad Company have feet in length; 2050 feet of which ascend conferred upon the railroad system gene. at the rate of 197 feet per mile, and 100 feet rally, and more especially in reference to it at the rate of 201 feet per mile. From the as connected with the city of Baltimore. first plane the train proceeded to the second, It is now a matter of common parlance to which is 3000 feet in length; 2800 feet of assert, that the Alleghanies can be passed which ascend at the rate of 170 feet per by locomotive engines, by the Potomac mile, 100 feet at the rate of 227 feet per route, without the use of stationary power mile, and 100 feet at the summit, at the and your committee entertain no doubt of rate of 264 feet per mile. The engine and the fact. It is this which gives to Balti its train ascended at the rate of from 5 to 6 more the vantage ground, in the competi. miles per hour, to within thirty feet of the tion with her sister cities, for the western summit of this plane, when, while on the trade; and yet this is owing, not more to grade of 264 feet to the mile, it stopped. the geographical depressions of the moun. The three small cars, weighing 5 ton 100 tain range, than to the engines perfected by weight, were then cast locse, when the en- the company just named. Excepting the gine starting, without assistance, on this engines manufactured by them, there is prograde, drew the double car and passengers bably not one in the United States, al- Your Committee state these facts, which to the summit with the greatest apparent though some of the best ever made in Eng-are of easy comprehension, to show that ease. The steam escaped in volumes from land have been imported, which is capable the superiority of the Baltimore engine over the safety-valve, as well when the engine of ascending the grades and passing the the English one of the same weight, is not reached the summit of the planes, as when curves for any profitable purpose, which a matter of accident only, or about which it left the foot of them. The weight drawn must occur among the mountains on the there can be any mistake, but an inevitable up the planes was as follows, according to road in question. While nature, therefore, consequence of well known philosophical actual weighing: has done much to facilitate the intercourse and mechanical principles. of Baltimore with the west, the Baltimore and Ohio Railroad Company has not done less. Paterson, Patapsco, Carroll, 1. 10. 2. 0. of the Baltimore engines being twelve and a half inches in diameter, and twenty-two inches stroke, while the English engines rarely exceed ten or eleven inches in diame ter, by seventeen or eighteen inches stroke, the former are, of course, the most effective, since the daily experience of the Baltimore and Ohio Railroad Company shows the ample supply of steam, which the peculiar construction of the boiler affords at all times. At the end of 9 months of constant use, the tubes of the Baltimore boiler have been found on examination as perfect as when they were inserted, while in the English engine, the renewal of tubes is a constant source of expense and vexation. The number of tubes while in the English engine it rarely exceeds in the Baltimore engine is four hundred, 120, causing a proportionate difference in the fire surface, or capacity for generating steam, the heat applied in the furnace being the same. The engines of the Baltimore and Ohio Railroad Company are manufactured by Messrs. GILLINGHAM and WINANS, at the |