The Cecil Whig. [volume] (Elkton, Md.) 1841-current, 1855-06-16

posing the load to be transported one hundred
tons; then the horizontal line equivalent to
grade of cigth-four feet to the mile will be
two and seven-tcnths miles in length: that is
level line of that length, may be worked
with no greater disadvantage of time and
power, than one mile on a gradient ofeighty-
four feet. With the same load and proper
tons of Engine, one mile, on a grade of fifty
two feet to the mile, is equivalent to two and
seven hundrcdths of mile on level; (2.O7;)
deduct the latter result from the former, and
the disadvantage of the 81 feet over the So
feet grade is equal to sixtythrec hundredths
of mile, per mile, (.63.)
We might, if we had tables of them, COM
pare the two routes, gradient by gradient,
and thus ascertain the total differences unfor
tunately, we are for the want of publications,
destitute of this knowledge: but if we allow
onc-half the competing route of Mr.. Sickles to
be of 81 feet to the lie, and one half that of
Frink & Ash to be OF so feet to the mile,
suppostion no advantageous to the latter:
and take the same half length; at ten and
one-half miles, then, (sincc neither dcscen
ing grades of 81 or 50 feet have any advan-
tage over lcvcls,) the Frink & Ash route will
have its superiority over the Sickles route
expressed by l0l miles multiplied by .63, its
superiority in each mile of the grades named;
which will he equal to six and slx-tenths
miles in the whole distance of twcnty-one
miles, that is, the Frink & Ash line is prac-
ticall shorter by that amount for every jour
ncy over it.
The disadvantage of heavy gradients is
thus very forcibly shown: they are in fact
complete nuisanccs; and the Central Road, on
the competing route, is the first instance of
their adoption where they might have been
constant expense occasoncd by them, would
to much extend this article, it will be sutfi-
ccnt to say, that an engine of the weight
above mentioned, would as speedily and car
ly, transport 701 tons on level as 100 tons
on grade Of 81 feet to the mile, and would
perform the work more economically.
A writer of deserved reputation, says upon
this points at frequently happens, that. by
avoiding to level a part of the road, that is
to say, to cut through hill, or to form an
cmbankmcnt through valley. great
economy is expected. This is, however a
great mistake, for, in most instances the
only economy is that of the first outlay.
whereas, the annual augmentation Of cx-
pcnse surpasscs by far the interest of the
capital saved; so that, instead Of all econo
: my, we have in reality greater expense.
This additional expense may even, in some
cases 60 so far as to paralyzc completely
all the advantages of the undertaking.
~ 1t is, therefore necessary to lay
down as a principle. that the end to be
aimed At in the construction Of railway,
is not only to make smooth road but like
wise a level one. "--Pdmbou, Chapter VII
How much more forcibly would he not have
expressed himself, could he have conjectured
that steep grades would any where have been
adopted, for preference, without even a
countervailing temporary saving.
Let us next consider the curvaturcs These
upon the Frink and Ash line are Of 1865 feet
radius, upon the Sickles competing route of
2G40; the advantage is not dwelt upon as
being material, but, such as it is, 1t is in
favor of the first named line.
In the next place with respect to the Gle
walton of the country crossed. Here for want
of publication all the data we cannot make
detailed comparison. This much however
is certain. The Frink and Ash line, crosses
the ridge, which divides the waters falling
into the Chesapeake, from those falling into
the Delaware, at two hundred and eleven feet
(2ll feet) less elevation, than that at which
it is crossed by the Sickles competing route
and at point where that ridge is much mar
rover. The same statement is thought to
be true of all the dividing ridges crossed that
is, the Frink and Ash line crosses them at
less elevations than the Sickles competing line
Here is at once signal advantage.
For, with regard to the question ofeXpcnsc
of excavation and ..embankment, though we
have not all the data necessary for COM
plete comparison. yet this much is plain; of
two hills or ridges, the one 2ll feet higher
than the other; with the same depth of cut
ting, you may have less grade through the
lower hill or ridges or with the same grade
you will have less cutting. Farmers If you
have two roads to make, over two hills diff
fering in height, and which you approach
from the same distance; if the cutting be
equal in each, which road will have the gen.
tier slope! or if the slope be equal, which
road will be made with the less cutting
The answer is plain and leave it with you.
Is it not then apparent, from all the facts
before us, that the Frink and Ash line can
be made with easier curves, with lighter
grades, and at less expense than the Sickles
competing route? 1t is not plain, that when
made, it can forever be at far less expense,
and that it will be every way more efficient?
These should be sufficient reasons, friends of
the Central Road who reside beyond the
limits of tho competing routes, why you should
instantly demand, an accurate and complete
comparison, of the one route with the other;
tits in your power to compel, and you should
compel, the publication of maps, profiles,
and cross-sections. upon which the several
lines should be laid down to the same scale,
including the Frink and Ash line with the
surveys of the others; if you will not rely
upon the examination made by Frink and
Ash cause their route to be thoroughly re-
examined by your own engineers. Or will
you rather consent to permit this investiga-
ton, which can only develop the TRUTH, to
be shirked, and the permanent success of