Richmond daily Whig. [volume] (Richmond, Va.) 1842-1861, 1854-08-21

other Ia lot manifest that the geier cheapness OF
the Central line should give Ii tho preference with
Norfolk for all heavy productions such coal iron pork
salt -four &c. which constitute the staple article Of
merce.
ONO LINZ.
The difference 10 favor OF transportation overs road
with light grades and one with heavy grades requires
science comprehend the steep grade stops the pro-
ges aud reduces the power Of the Locomotive precisely
As the steep bill stops horse reduces his on
the common road IL will also be readily understood that
he expenses OF transportation, road where the high
grades diminish the Of the engine ono half must be
greater nearly In proportion.
Science aud practice combined have a,certained the
comparative power OF the locomotive roads with diff
erent grades with toerabe accuracy al,o the
oil working different grades
Be'-sen Lynchbug and Chris,i.nsburg aud continued
down New River TO the mouth Of Greenbrier Col Gar
nett has reported that the grades feet the mile
occurring frequently going eastward and IS also
ring frequently going Westward.
On the Covington and Ohio from the mouth of Green
oner to Coviugton eastward with the heavy trade
there no grade exceeding 30 feet the mile this con-
uasu with 80 on the other lne westward the highest
grade IL so feet to the mile occurring but once near Gov
ngon which contrasts With 6S Of frequent occurrence
on the other.
scarcely requires any argument to show the grea,
superiority OF grades OF 80 feet over those OF 81 feet
aud II you resort engaes Of great weight remedy
the evil CT high grades the expenses arising from their
destructive effects the road prevent the reaisipg of
| any profit from using them.
In his report OF 1851 Col Garrett says
To give clear idea Of the rapid decrease Of the eec
tive power Of locomotive the grade nceases the fol
lowing table is given showing the weight in of
1000 lbs which can DO drawn by 81 eugiue with
eight drawing wheels different grades from level to
| 1870 feet per mile:
NILE.
LEVEL. 10 90 80 40 50 90 10 40 80 loo Ito leo
WEIGHT.
Gle 4os so7 24s eO2 les LA 1876 Il2 100 90 50 "A
Speaking OF the effect OF heavy grades occurring a, diff
fercnt points, although there be good deal of light
/ he npiu hay.
only such loads, as they eau draw the maximum
! grades"
Mr. Gillespie another distinguished Railroad authority
on the subject Of the cost OF working grades says
1.-THE cost Of draught Railroad is nearly as the
power employed that will nearly twice as much
to carry load railroad with ascending grade of
"a feet to the me as to carry tho a level"
| From this it will appear that transportation from the
mouth of Gieenbrcr Covngton be done for about
onehalt the cost from the mouth OF Greenbrier the
| Southern line.
AT Covingon everything but passengera and light goods
will DO transferred to the canal that although there
may be some grades the Central Railroad going 10
Stsunton e. feet tue mile the Canal which is All
import,n; part of the great Central line will the more
certainly take all the heavy staple productions thus these
articles requiring very lac 7drg justify their being
crrred find, the COvngton aud OHIO Railroad TO the
James RIVER Cua exactly the line Of ranspor suit
ell to them. With this cheap lue OF transportation Vir
GINA may ce secure in enjoying the benefit Of the
e5n rhde with 29I mcs of Rliroad 30 feet the mile
and 23U miles q: Can't she may bid defiance the com.
petition Of Baltimore Bat il she has TO rely its being
c'rTied over railroad OF $40 miles in length, 90
Hvs OF whiCh, Wa from mouth reenbfer to Lynchburc
the run; grade ia 80 feet the mile, maJ surrender
forever all hope OF building up any OF our cities FROM shat
Western trade
The cites of HIliimorc Philadelphia aud New York
are all reaching alter tue trade want wheresover
1t goes, it he carried very low rates. and il be-
comes IA therefore, 10 be careful lest should spend
money in an unavains effort TO get western trade
the southern line.
CAN Tnr SOUTHERN LINE COMMAND TUE WESTERN
TRADE:
The grades Of Railroad have a Controlling influence In
determining whether will carry the trade from aus section
OF country, where there other lines coniendng the
business. The number of passengers Road carries
helps to determine the question OF its being able take
freight certain amount OF gross receipts must be had
10 enable company to keep up its Road and MACHINERY
aud il il is forced by competition transport low rates
with heavy expenses arising from high grades fail
unless II large passenger travel 10 furnish tue means
to sustain its freight transportation.
Let US Look into the prospects for passenger business
We suppose no one expects much local travel from the
country within the limits OF Virginia along the line from
the mouth OF Sandy to Chstansourg. IL from
the valleys OF the Ohio aud Mississippi and know that
for many the destination Of the grea, bulk OF
travel will be to Washington City, and north of that point
VIII the friends Of the Southern line pretend calculate
drawing that route the travel which up the
Mississippi and from northern Kentucky and Ohos If
they do il ia Lelnsye hope.
Let us take Cincinnati point estimate from and
suppose the railroads completed down the Ohio from
dy to Cincinnati How will the distances stapds
From Cincinnati by the North. Western
Virginia Road TO BALTIMORE is 563 miles
From Cincinnati to Baltimore by Lynch
burg, Charlottesville, Gordonsvie aud
Alexandra is 6S7 mes.
1t will be conceded that no travel can come from that
quarter this line destined for Baltimore or north of
it, there will be nothing to bring passengers la miles
out of their wNy.
| II take Washington as a point, there is still no
| hope
From Cincinnati to Washington by New
River line is 6iT miles
By Baltimore and Ohio Road 5S5
Difference 10 miles.
Where ia the Southern Route to get the travel FROM
which will be required TO sustain the road in it's competition
with the Northern lines for the trade OF the West? Will
il be said that Norfolk will the trade and that the
trade will bring the travel? This is position which will
not bear examination; it reversing the operation OF
usc and effect Ii is assuming that Norfolk has that
opacity for drawing trade now, without railroad without
c'pita which is hoped that the railroad may in time
mpar To her. The diversion OF trade from fixed chan
nes from commercial city another and the building
! up new commercial emporium, Is Il slow and gradual
process We cannot therefore, expect that amount Of
travel will pass this line sufficient sustain il without
high charges for freight, aud that large amount
But this he counted on for before stated the at
tempt TO charge high rates. will drive il northern mar
kets this viii ba the moro certain because of ranshn
ment at the Kentucky line No other line 10 Virginia hut
just such an "a the Covnglon Road aud James River
Canal can afford to carry low enough get the western
trade We think therefore, that the Southern lire canpu
command the western trade.
! CENTRAL RAILROAD Lien oAS COMMAND LARGE rp,rEt
From Cincinnati 10 Washington aud baltimore the diff
terence in dsiuce against the Central road is 80 small
(beng TO Baltimore IS and Washington mcs) that ~
more than made up by advantage in grades climate &C.
their grades of l0 feet crossing the Allegheny far more
than balancing their small difference m distance From all
parts oil northern Kentucky the Central road has the adj
vantage in actual distance There is then fair opportu
nity to get good share Of all the great western
But the Central road by its location within All average of
nc' Of ten Of the most important Virginia Springs l
reliance Tor ravc! to which IN, Southern route has no
claim aud which no competition aioot.
cESrRiurr OF location or THr LSF, Avp Also or ITS
TEsNtSUs RICHMOND.
On hia point Of compi.on there is perhaps greater
difference in favor Of the Central line than either Of ho.e
already discussed although the advantage in grades d,
tanc"s, aud 5tpactJ Tor cheap transportation. vey
| great
The "Sog,hcrn He' runs through our Southern border
holding ur not the smallest chance Of benefit more
than hIoi the State ar terminates At city on the out
skirts Of F Gomno weilfh having much cxeL sive
relations with North CAROLYN, than with Virginia which
II We not mistaken, few years ago was seriously
thinking Of attaching herself to that State. We do not
believe that the prosperity Of Norfolk would react on
Vrginin NJ that Of Rcmnld would Richmond is q cen
ire from which large number of public Highways, oil
various kinds rhdato into every part Of the Commons
wealth, impnttng the nyigorang influences VI her