The daily dispatch. [volume] (Richmond [Va.]) 1850-1884, 1853-07-13

oafIes make ton, which is transferred for cents
uiu 4-iotiis OF a cent And at Albany MI kinds ~
csn.s uahsihpped from cnaai boats to Barges for
-. s,s p,i ton Either of these operations would
cost doupie as much as the transfer Of freah, fo
.di W announcer along side and on the same levaI
I'D. y not an; the evidence before these sama
5nsIor,, lasi.nels, whom you consider your best
autliolly, goes to show that transbipment can he
hiaae from one car to another al - COS, of 90 - -
per tofl Need ask for clearer or b;a ..: IN -
70 prove my position that the cost of transhinmen,
position, have certainly justified ,asa,fp my
thai, IN pie@ 81 the exaggerated irnporfgnc.
to Il, ranshipment' has been made h', @ soa1ee
Solile auuluonai expenditure might be reanired for
depot at Covington to accommodate the ,ransfo
business; but If considerations of pocv .a ~
nlence require transhpment, these cons;dara,;o,,
must be credited against the cost of n denot sI
depot as the situation would demand wouId Cos,
S4U,OO0. But large amount of freight mus, neces
sariIy be transferred to the canal at that no;n, 90
would require extensive depot accommodations T 7,
is not probable that more than half of the above
sum, if so much, could be saved if there were M
break of gauge on the railroad.
wish that had space to copy the admirable ar
gument of Mr.. Morton going to prove the great ex
pense, danger and Inconvenience of running the
same freight car too great a distance different
roads. These considerations have compelled tran
shipment at Troy, although there is an uninterrupted
line of railway from Boston through Troy to Buffalo
only 535 miles in extent. But it would swell this
article beyond any limits which you would be will
ing to allow me to discuss this point, indeed to
discuss the other points in controversy, as fully as
they require.
You have stated correctly the gauges of the differ
ent roads in Kentucky, and you see that only three
of them are fixed. Two of these-the one leading
from Lexington south and the leading from Lex
Ington to Covlngton, opposite 10 Cincinnati on the
rver-have adopted fire feet. | believe that as the
several roads from Lexington TO Covington, Mays
vile and the mouth of Sandy all depend greatly on
the road leading from Danville south, their policy
mentioned company, which, only as late as the lst
of May, adopted five foot gauge. The action of
Virginia could settle the five foot gauge as the
policy of Kentucky, there being only 90 miles in the
State actually finished the narrow gauge. As to
Il railroad crossing the Ohio river low down as
Cincinnati, or even Point Pleasant few men believe
1t will ever be done; and even if it done, we
could not compete with the Northern cities very far
west of the Ohio river.
You have asked why since deem transhinment
of so little consequence, should | care about the
gauge at all? There is a remark of Mr. M0rton's,
addressed to the st. Lawrence and Atlantic Railroad
Company, which gives my reasons exactly, that
will copy his words: All the rival lines of the
States which approach the frontier between Buffa-
| 10 and Ogdensburgh, will exert their influence in
favor OF narrow gauge in Canada, not because it is
the best, but from the fear of the great superiority
the wider gauge and their inability, in case it is
adopted, to compete so successfully in drawing off
your trade''
Now, regarding the line of roads from Cincinnati
through Parkersburg to Baltimore as the rival of
Virginia. you have every reason for wishing to have
the advantage of the great superiority of wider
| gauges for the Virginia line.
am not the enemy of any line now chartered in
Virginia heartily desire the success of them all
and am entirely willing that this question should
be settled for the best interests of the James river
canal and Central railroad without reference to the
new river branch, which will certainly be made in
either event.
/ am, very respectfully,
Your Ob't servant,
CHAS. F. NJ GARNETT.