Wheeling daily intelligencer. [volume] (Wheeling, Va. [W. Va.]) 1852-1859, 1853-02-26

transporting power OF that Company should have
steady and constant employment. These being
furnished by the Cumberland Coal and Iron Com.
pauy, in their offer to employ all the coal power
of the road, not allotted to other parties like
conditions, the reduction was accomplished.
In consideration of the high rates of freight
charged on coal shipped coastwise from the port O
Baltimore and the scarcity of vessels at even tht
highest rates, the Company also covenanted, in
their contract with the Baltimore and Ohio Rail
road Company, to invest at least one hundred
thousand dollars in barges, to convey their Goa
Iom Baltimore Though the Chesapeake and Della
ware, and Delaware and Raritan Canals, as vel
as merchandise 10 Baltimore, from New York and
otheIn northern and eastern points, destined fol
the Ohio river, or 10 intermediate points west o.
Baltimore. Merchandise carried to Baltimore BY
these bargeS, the Baltimore and Ohio Railroad
Company have agreed, i'll turn. 10 transport TO the
Ohio river or intermediate points, on at least a:
favorable terms as that coming through other chan
nelS or other transporting companies. This ar.
1angement enables the Cumberland Coal and Iron
Company to contract at New York, or elsewhere
for Through transportation of merchandise TO the
valley of the Ohio, and by means of its profits &c
diminish the cost in the shipment of theircoal.
PRESENT AND FUTUR COAL CARRYING
POWER OF THE BALTIMORE AND OHIO
RAILROAD.
The coal transporting capacity to tide-water al
Baltimore, of the Baltimore and Ohio Railroad, af.
ter the cars and power provided by the loan from
this Company are placed on the road, will not ex-
ceed five hundred and forty-seven thousand and
t"o huHuteu (o4I,ZOO) TONS per annunI. Three
hundred thousand 600, 0O0) tons per annum will
be required, under the contract with that Gonna
ny, by the Cumberland Coal and Iron Compan nv
alone. In the spirit of large and liberal en-
terprlse, which at present characterzes the direc-
uon OF that great work, 1t has been determined 10
place at least sixty additional miles of the
track, east of Cumberland, Immediately under con-
tract, with view to an increased accommodation
of the coal trade.
Fifty-three miles of the second track had been
previously ordered, and are now being constructed
The whole route from Baltimore to Cumberland is
already graded for double track, and the super
structure alone is required. Fifty eight miles of
the second track, including sidingS, are already
laid, and in use. This extent added to the two
additions recently authorised to be constructed,
will leave bu: eight miles of road, to complete i
double track of railroad from Cumberland to Balti-
more, distance of one hundred and seyenty-nlne
miles. A double track will enable that COMPANY
TO transport at least TWO millions (2,00O OOO) OF
tons OF coal, per annum, TO tide water.
COST OF TRANSP ORTAIION ON THE BAL
TlMORE AND OHIO RAILROAD.
Doubts have been expressed whether the Balti-
more and Ohio Railroad could continue the trans
portaton OF coal at their present rates. Aside from
other reasons, when it Is reflected that the Compa-
ny IN question procure ton of Cumberland coal
for one dollar and twenty five cents (Sl .25) that
will perform the work in the locomotives OF two
and one half cords of wood which at the rate of four
dollars and fifty cents [S4 5O) per cord, paid
by northern railroads, is equal to eleven dollars
and twenty-five cents (S1l 25), the doubts will
cease.
II is believed that the most lucrative, because
the most uniform t. ade, on the Baltimore and Ohio
RAILROAD, IS the transportation of coal. A distin-
gulshed English engineer, Gladstone, has recently
expressed the OPINION that ton of COAL in regu-
lar and unTemltung trade, be transported one
hundred miles, over level road, or one of easy
grades for one shilling per ton, equal to thirty nine
and three.elghthS cents from Cumberland to Bal
tmore.
For the correctness OF this estimate we do not
vouch, and yet it is difficult to fix limits to the ac
chievements of engineering and the mechanic arts
The Reading Railroad, during the year 1851,
though compelled to pay very high prices for loco
motive fuel, transported coal distance of ninety
three miles, for one dollar and twenty-five & half
cents Isl 22t) per ton; and yet learned more than
SIX per cent. on its whole investment, (Sl6 9OO,-
uUO,) alter paying all expenses, and after laying
aside the annual sum (S1O9, SAD provided TO renew
the works and keep them in repair.' Should the
transportation of that road with all its disadvan-
tages, ever be taxed to its maximum ability it is
believed that 1t can perform the work at consider
ably less rates, and yet pay dividends of fifteen per
cent.
While it relies for its revenue almost exclusively
on the transportation of coal, the Baltimore and
Ohio Railroad has periodically an immense addi-
tonal trade, which employs more proftably, the
power OF the road during those months when the
demands for coal transportation are least urgent
The latter is the longest coal road in the United
2aEs That long road, Of equal grades can always
transport more cheaply, per ton, per mile, than
short one. Without multiplying reasons, this is
obvious in its application to the two roads under
consideration from the fact that one loading, and
unloading the cars, is required for the round
trip to Baltimore and Cumberland, distance of
three hundred and fifty eight (35S) miles, whereas,
the Reading road must submit to the same deten-
ton and injury of the cars, for every round trip OF
one hundred and eghty-six (1S6) miles. This cal
culation, if extended TO Mullins of tons and miles,
would exhibit totals, in the respective costs Of the
two transportatons, widely different. The charge
on the Reading road, during the past year, owing
10 the excess of demand over supply, was increas-
ed to one dollar and thrty-two and one half cents
Isl 324) per ton.
The greater cheapneSs in the working of the Bal
timore and Ohio Railroad, than any other leading
railroad in the United States, cannot, perhaps, be
better exhibited, than by the subjoned table, show
ing, "he cost operation, in cents per mile, run
by each, compiled from the latest reports made by
eight of the leading railroad companies in this
country.
Cost in cents per mile run.
Boston and Lowell, and branches, 106 81
Boston and Providence, and branches, 10 %
Boston and Worcester, and branches, 81 SO
Eastern Railroad, 81 81