Indiana State sentinel. [volume] (Indianapolis) 1841-1853, 1847-04-29

st. Louis and Cincinnati road being little more than
twice the length of the Madison and Indiana polls rail-
road. The charges for through passengers on the
Madison and indianapolis railroad are 81 cents per
m lie, OF 50 for So miles those the ST. Louis and
Cincinnati road at % per nile, or 81 90 the whole
d:sance-lel miles. Il is not intended to institute
invidious copparis between the charges on the
former railroad, and those assumed for the latter; but
simply TO show, that with the superior character of
the road proposed to be constructed which will admit
heavy trains and rapid travelling, with business to
justify 1t, and running through longer route ira
versing throughout immensely productive countr
and leading in either direction the commercial
tropolses of the West, it wfpossess advantages more
than equivalent for this difference in their charges
The committee had the further object in preparing
this table, of furnishing the dfta upon which they
based their estimate Of the siness of the road from
which others form their opinions Of the correct
ness OF the facts adduced and the validity Of the
erences drawn. To the returns Of 1910 in the
counties assumed to contribute their business the
road, 20 per cent has been added as the increase OF
their products embraced in the table This at the
rate of about per cent per annum, and is believed
to be moderate estimate. The per centum of these
items, which will be transported the road it is
difficult TO determine with accuracy, and the commit
tee have exercised "sound discretion In fixing il
they will however be permitted to add their firm be-
lief that If the aggregate business of the road shall
be decided by experience, they will be found to
have been short OF the reality This has almost ami
ormly been the case in other roads constructed with
due regard to the probable business upon which they
would have to rely for support and there is valid
reason to suppose this will form exception TO
the rule To those however who may think other
wise, II will occur that here, can at least
be but an immaterial Of time and if the COM
mitee have taken step in advance of theacual con-
dItlon of the country IN their estimate less time than
would be necessary to construct the road, under the
10
position of the parties.
Admitting the business of the road to be correctly
estimated, the next question 10 be determined is, will
it be sufficient pay the expenses of operating the
road and keeping it In good state of repair, and
leave nett revenue sufficient to authorize the expen-
diture necessary to its construction! The following
statements will answer the question. The table last
submitted contempaies that all the tonnage will be
transported the whole distance and includes the ton
mage in direction FROM and through the State TO
market. This however would rot be fair statement
of the business of the road and it is modified accord
ing to what may be supposed will be the actual re-
suit when in operation.
Total cost of whole inward tonnage whole
distance, SIO5 $50
Add 20 per cent. on inward, as probable
amount of outward tonnage, whole dis
lance, 2S5, 162
Gross amount whole distance both ways, 691, I4e
Whole tonnage half distance, either way, 1854
Through passengers 30 either way, 800
running days, 10000, at 81 SO each, 135.6CO
Way passengers half the amount, 81 500
Mail $500 per mile annually 10000
Gross receipts, SIS ia
Deduct cost of operating road, repairs,
&C., 40 per cent, 23l, O6s
Nett receipts, 351, IOt
Estimated cost of l5l miles of road
equipped. $3.50, $50, IL per cent.
upon which gives, 342 O0C
Surplus, 9.Olt
This exhibit assumes that the whole tonnage of the
road will pass in either direction one half the distance
through, which il is believed is warranted from the
generally cultivated region of country through which
the western portion of the road passes and from the
attractive influence widening in the ratio of its ex
tension from the point FROM and to which, its princ
pal shipments will be made. IL this calculation should
fail, however, it will be more than made up BY the
way freight. The outward tonnage has been placed
only 10 per cent of the inward, which, as near as
could be gathered from recent report of the business
of the Madison and indianapolis railroad is the diff
ference derived from experience on that road whose
business, 10 some extent must bear an analogy to
that of this 1t is probable however that the ex-
of the road, the outward and inward ton
mage; the former of which will be made up of arti-
eles admitting of higher charges for transportation.
1t is believed the amount of travel which will be done
the road is placed at low estimate especially for
way passengers The increased business of the coun-
try which must be called forth by this road, will
greatly increase the of travelling to be fur
Their augmented by the low charges imposed-below
those on the majority of railways in the United
States. The annual immigration to the country that
will avail themselves of this mode of reaching the ia
west, will perhaps exceed half the amount of through
passengers given in the estimate.
The Postmaster General is authorized TO contract
with railroad companies for carrying the mail, to be
classed according to its size and speed into three
classes. AS there can be competition with this
road for carrying the great western mall is fair to
presume that the department will allow fair COM
pensatlOn for the service. 1t is placed $500 per
mile, though it is more likely to be $3.50 or $500
per mile per year. Finally 40 per cent. has been
assumed the cost of operating the road and keep
ing it in repair; the latter iiem from the contemplated
manner of building it, is not likely TO be serious
charge. The Improvements which have been made
in locomotives since their first introduction together
with the experience had In regard the proper man
agemen of all the appliances necessary to the most
udcious operation of railways has, at The same time
greatly increased their safety and speed. enhanced
the power of their engines, and reduced the expenses
of working them. A still moro important compare
tive saving of expense is obtained, where the BUSH
of road requires trains equal the capacity of
the locomotives; ond especially where their power
and speed not restricted by short curves, heavy
grades, embankments and extensive superstrucures
over water courses. 1t costs more to run loco
motive with full load than half a one; whereas
its earnings in the one must be twice those of
the other. This amount seems to be about that de-
rived from the experience of most roads well con-
structed and judiciously managed, and doing mixed
business of carrying tonnage and passengers such
this road may be supposed to do; and with many
18th Il =. e