The daily dispatch. [volume] (Richmond [Va.]) 1850-1884, 1853-06-06

The total is IS cents, and, lin decimaIs, rs
Divide 1915 by 9, and we get the average cos
OF tonnage per mile on the Lynchburg and
Tennessee Railroad. We ma Ike il out (not |
cent, as Col. Garnett thinks it is or ought 10
be, butt cents and one third of cent. So
| that, 20 tar from admitting the we'll established
postulate of Col. Garrett, we find that the
true cost is four times as great as he assumes
il TO be.
In order to establish proposition which is
untenable, upon the very face of it, Col. Gar,
nett calls upon US to make another concession,
not less enormous than that we have Just dis
patched. We must not contend, he tells US.
that "a day is ofany consequence in the trans
poltation of tonnage" 1t is only equal to
double the whole advantage we possess in be-
ing nearer to the sea than Baltimore that is
all. 1t is only about equal to the whole dis
lance from Richmond to Louisville. If this ad-
vantage is imaginary, and this istance of no
consequence, then we give up the question:
But we think the common sense of every in
telligent reader will settle that question, as
Newton" tits painful to us to see the straits
TO which man of Col. CTS intelligence must
be put, when we find him endeavoring to sus-
tain position by requiring of his adversaries
to admit that time forms no element in the
transaction of commercial affairs.
Col. Garnett tells us that where there is
much tonnage to transfer, there must be
large force employed, and twenty hands can
transfer twenty car loads" The Covngton
and Ohio Railroad will very much disappoint
its friends, if it bring not at least one hundred
car loads every day to Covington. So we are
to have at least one hundred men employed at
80 cents per man, or $50 for the whole per
day, and an enormous depot like that at Chat
tanooga is TO be built, and for all this expense
we are TO be indebted to the break in the gauge.
The payment of the hands alone, in one year,
will amount to 1900; the interest on $487,
600 Taking into consideration the salaries
of clerks, secretaries, superintendents, &C.,
&c, it is impossible that the annual cost Of
this immense depot should be less than the in
terest On $500, 900! For all this there is not
the slightest necessity, if the gauge be the
same with that on the Central Railroad, ard
yet we are told that transhipment is a hum
bug Is it possible that Col. G. does not see
the palpable contradiction he c ffers to his own
reasoning
Col. Garnett has haZarded SO many opinions
in this matter, and they have proved so desti
cf hat cbo,, h.. IL.
he would have grown tired of the DIVERSION
Here, however, he hazards another. 1t is that
" when two or more companies are concerned,
no car will ever go more than 800 miles," And
why not? We can see no earthly reason, ex.
cept that such supposition is very conyenien,
for Col. G just at this moment. Why may not
a car 60 as we'll 1000 miles as 100, if the com
panes are agreed? There is no necessity TO
unload them for the purpose of repairing springs
or making other repairs, less than the breaking
of an axle, when it would be necessary to un-
load them under any circumstances.
We come now upon the srangest part of
this whole communication. g 1t is not" SAYS
Col. Garnett, "the bugbear Of transhipmens
that makes me prefer the five feet gauge. 1t
is because the almost unan imous voice of sci
entfc and practical men has condemned the
narrow gauge" and farther, because he does
not want the line of transportation from the
Ohio to Covington, by railroad, and thence to
Richmond by canal, to lose this advantage
which the State might possess in the compe
tition with Baltimore" Vow we take issue
with the assertion here put iorth by Col. Gar,
nett, and deny that the unanimous voice OF
scientific and practical men las condemned the
As gauge. Nobody oughtto know this bet
ter than Colonel Garnett, fer he heard enough
of it last winter. And dhers are not so
we'll apprised of the TAGS, however, we
will take the liberty to stae some of them.
This question Of gauge LEI, some years ago,
to violent discussion in England, between
two eminent engineers, Hudenel and Ste
yepson, the latter ADMITTED TO be the most
| OF that greatest of all engineering uiumphs,
the Britannia Tubular Bride. AS the question
was one of the greatest impEtance, Parliament
APPOINTED commission to investigate its mer
| its. and that commission We composed of the
most scientific men in the Iod. After hearing
every thing that could possibly be said on both
sides, they say:
"Tbat after full considerable of all the circum.
| stances that have come befor US, and of the de.
| auctions we have made from he evidence, we are
| led to conclude,
"lst. That as regards the salty. accommodation
| .nd convenience of passenger no decided prefer.
ence is due to either gauge, oa tnat on the proad
sanoe the motion is generally asier at high veoci
| ties.
| ,s2d That in respect OF sped we consider the
| oSvan,aues are with the brosd,suge, but think
the public safety would be e1angered In employ
- he Greater ca liabilities ofele broad much be-
| yrnd their uresept use excepEIn roads more con-
ssoI;aafed and more subssaLi ally and perfectly
| formed than those OF The exi3ng hnes
I'D That in the commsrcf case OF the trans
| mort of goods we believe the brrow gauge to pos
| srass tha ryester convenience bid TO be the more
| suited 10 the general traffic Of he country
.,ath That the broad gauge Involves the greater
| autiav and that we have NOT 6en able TO discover
either in the maintenance of az in the cost OF To-
comotive power or ia the o,tr annual expenses
sny adequate reduction to cdapeneate for the adj
ditional first coat"
| HOY, then, especially sace every engineer
In England took one side br the other, can II