The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1854-06-05

This comparison sho badly In its items for the Balt
road The Erie road overdoes 1t largely in the details
of its operations The market value Of the Baltimore
and Ohio railroad has auctuated strangely and
countaby In single year its stock has been high
o. and fell to az within sixty days it has been 10
and under 55 it ranges about co. II has been and
continues to be- the subject Of stock gambling and
in the cement Of its affairs charged with partici
pa,ing in the game.
It IL not alone in its great superiority in amount of
trade and travel that the Erie the Baltimore
roai. When the comparison extends to the strl--
ture Of the two roads, and the comparative cost Of
working expenses, lamcniable contrast is presented
The Erie road is AGA miles long, and has $50 miles of
double track besides eli miles Of sidngs turn
outs. The Baltimore road is $50 miles long, and Gf
comprehend it's tabes has fortythree miles Of double
track and sixty miles of sdngs. The Erie road has
been graded to maximum of sixty feet to the mile.
For distance of 500 miles it has grade higher than
FIVE feet the mile In the direction Of the greatest trade
The baltimore road, on the other hand, encounters
grades high ZIG feet to the mile.
The curvatures on the Eric road are moderate, and
ety per cent of its whole distance is in straight
lines The radius of curves the Baltimore road
down as low 600 feet, when told 1000 feet is
the mnim radius allowed railroads for useful and
safe operations. This great inferority Of structure
tells fatally the work. in expenses Of the two roads
to the financial statements published by either road
These statements sometimes moulded to suit the
stock market. We viii simply compare the
cbinsry Of the two reads On the Baltimore road in
1853 there 1876 locomotives, of them OF the
largest class There in all 34S4 We under.
stand there 227 locomotives tho road, and
others buiing. The Erie road In 1853 worked $50
locomotives, and half the number of cars. With this
dl shed power and coat In consequence Of its better
structure IL enabled 70 carry We times a. many
passengers and nfy cent more tonnage more than
half the tonnage OF the Baltimore read beiag cos AMI
passing half lite length increased length Of
road The actual OF the two roads when the Bati
more road is perfeced-ts tunnels arched Its track
doubled Piedmont and its motive power csi.ed rs
the better oonsi-uc
ton of the Erie road and its greater length (eshyeur
railes) wiz be very nearly the The cost of the
Baltimore psaa when finished, set down a. thaa
2e,ocO,oco.
are that THE osrison win not be wen
ceivei IL IalSmore but even there IL viii do good II
will csrcl decisive impressed for speculative
views en- public credulty. II NAY direct attention to
the Of the manifest bluadors in the csnstruc
.ion Of tb@ir road.
The Ass1rs' fCunsbarasnd) .youIxci Of the I'd inst
gives tie Of the coal tcade for the week
ending the 2.Sh Of Nag
During the seek 1880 tons % coal passed over the
Cvmteriand Coupanys rod and o 74s tons the NJ
saasc roatmaiing a. oss 90 tons from the Frosteurs
region for the week. and 1906 s203 tons for the year
Durig the tis,e 5sas tons passed She Baid
more and Ohio railroad from tie wesernport region,
making 51bl4e3 tons for the ysar from that region.
Amount for The week 10 GAG 90 tons from the entire
Einn, gainst is SIS 90 tons tho ~eek proyious) of
which "a u tons went to market by rsnai aud is FOL
rs tons hy railroad AMOUNT for the year from the
tire region e 96o is tons against 16S 500 tons to the
same time Of last year Thus Il win he seem that IN two
months q this year april and May) the ut sent to
nsfiet neaiy equals The product Of yc months OF the
Inst year.
vessels for feighiny coal are ti scarce al BaItlre
liSh rates consequently continue may be frr.1
he following quotations TO Now-York, 81 IS per tom
10 Toy ard Albany, S. 80 per ton 10 New Haven Nor
ach, all River and Warsham 50 so TO 50 rs per ton,