Richmond daily times. [volume] (Richmond [Va.]) 1850-1853, 1851-12-12
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Some idea may be formed of the relative cost of
transportation different grades by glance at this
table. The effective power of locomotive on a
grade OF 60 feet per mile, is nearly 70 per greater
than on one Of ll6 feet per mile 1t ear, therefore.
that if Virginia the best road that can be
made from The Ohio river to Richmond, and the other
Chesape axe markets ofhe State, that road can COM
pete successfully with the Baltimore and Ohio road for
tonnage. But it is of vital importance that Virginia
shou avail herself of every Advantage that nature has
given her in such close contest. With regard to
travel, much ct will follow the tonnage; but that
which leaves Cincinnati Chicothe for Baltimore
and points north OF it, will not through Rich.
mond. TO apply the above table, in comparison be.
tween the Central and the Virginia and Tennessee Rail-
road, taking 105 f. per mile the ruling grade on the
one, and 6S It, as the ruling grade the other, will
be found that the locomo olive would draw net weight
on the Virginia aud Tennessee abroad about 81 per
cent greater than 1t could draw the Central Rail
road.
There ia nothing OF more importance to the success
of road than the proper adjustment of the tariff of
freight, and that subject will require the early aen-
ton Of the Board, it has been thought proper to make
some recommendations in reference to it, founded
the results OF somewhat extended experience.
The great reduction IN the cost of transportation,
which, only few years ago, was six cents per per
mile, and is now varousy estimated at from one 10
two cents per ton per mile OF the most wonder
full aswell gratifying features in Railroad progress
Only p years have elapsed since the invention of the
locomotive, on such plan to be practically useful
If such rapid advances have been made in the econo
my of its operation in so short time, may conf
IDENTIFY expect farther improvements and a yerv few
years may see the present rates OF transportation
greatly reduced correspondent of the Philadel-
phia Ledger says: 'sThe Reading Railroad employs
all, about 1900 persons, at salaries and wages re
spectvey of about 500 900 per month"; 1920 900 per
annun. 1t consumes materials In value of $40 900
per month, about $4,000 week, causing in all (con-
sumption of materials, salaries ana wages) an an
nual outlay of $3.50 600, all expended on lis own
ground. Some OF the items OF its manufacture are
particularly interesting and striking. Thus it man.
a ia ma
and cars, and requires annually from seven to eight
hundred tons OF new rails, for repairs only. 1t CON
same space OF time, half a million gallons of water
'Yet with all the expenses of the road, the employ
ment OF so many hands, the consumption of fuel la
Dor, REPAIRS &C., the cost OF transportation falls short
of 81 cents per ton, such is the quantity of
coal brought down every year for consumption. In
deed the Reading Railroad transports more tons of
merchandise and receives more per mile than any
Railroad in the world, andE exceeds, in this respect
both the Great Western and the London and Brming-
ham Railroad In England.''
This has been copied to show the extremity low cost
of transportation under the favorable circunlstan
ces This road is 100 miles long, and the cost of trans
portation is 62-lo0 OF cent per ton, per mile. This
nary exist First, the extraordinary amount of ton
mage carried; secondly its homogeneous character con-
sising chiefly OF COAL thirdly, its being transported the
whole length OF the road; and lastly, the fact that this
great bulk OF coal is carried either level or down
grade the entire distance showing conclusvey
the influence OF grades on the cost OF transportation
One improvement in the Virginia and Tennessee
Railroad, Its increase OF guage any other road
heretofore completed in this State, may be safely esti
mated as an advantage oftw and kalf per cent on
the cost OF transportation, and probably more This
guage is five feet, and might undoubtedly have been
enlarged still more with advantageous results; but it
thought best to make it correspond with that of all
the roads leading from this to the South West. There
are only two roads in the United States Of greater guage
The New FORK and Erie, has a width of six feet
Many believe that this is too great, and that the
point OF maximum effect and minimum cost lies be-
tween five and six feet The extremely low tariff of
freights now established on the New York aud Erie
Railroad, will soon test the value of their d an.
Long Railroads can transport at much lower Cost
Der mile than short ones, because in the first place.
larger amount OF tonnage may naturally be expected
and smaller rate OF profit will make an equal amount
OF gross earnings secondly many items oil annual
penss Railroad fixed quantities. and do not
increase with the length OF the road The third reason
fact ground OF the first. The area of country
tributary to road is bounded by lines commencing at
the beginning ct the road and dvergng from the line
of road each SIDE until the other terminus is reached
Tais law however, is often modified by other consider
atoms In consequence OF this, reduction of freight.
at point distant from the Depot OF delivery has |
much larger area oil country act on lin stimulating
iaereasedlproducton to compensation lower charges
In adjusting the rates of freight on different articles
regard must be had TO their values. 1t would be tey
10 charge on bale OF silks more than on a barrel
OF flour. The same rule must prevail in this case
which governs merchant who sells things at a |
large, and others at small profit. Some articles
will bear much higher charge than Others without
affecting their consumption. There are things which
"
At less than cost For instance concentrated manures
such plaster and guano should be carried certainly
low enough to promote and extend their use even If
that should be less than cost since The in
crease OF agricultural productions will pay the compa,
nytior Transporting the manures
The charge on dry goods is of very little conse-
quence compared with expedition ia Transporting
them On the roads leading from Boston, N. York,
Phllade lpha and Baltimore west, there Ia not as |
much difference made in the freight on dry goods
and cheaper articles the true interests of the road
would dictate. This is OF the contest be-
tween those cities 10 supply the West with merchan-
disc and the merchants of those Cities ben g the chief
stockholders, anxious keep the cost OF trans
porting their goods to the West, low enough in each
ease TO compete with their rivals. These same con.
sderaons will apply to road when It is connec-
ted with the Mississippi valley, and we come in d.
rect competition with the Northern cities and their
great Western lines Of road. Any tariff which woud
nov be thought reasonable must then undergo serious
notifications, There 10 another feature in this sub.
Jeel requiring explanation. The rates charged for
snoi distances should be much CHER than for long
81 uistAnefs There many reasons for this the
lSceiElng' soring, loading, unloading and delivery
OF oushr OF wheat is the same whether il be trans
zen miles or two hundred and the risk is near
~ me same. In the next place. there are hany liens
OF expense on road, which are fixed Quantities. All