Orleans independent standard. [volume] (Irasburgh, Vt.) 1856-1871, 1858-03-26


and depressions on be two routes! Leav-
ing Barton villageo, the eastern route
the ascent is about 20 feet into Charles
ton, thence to Saleupond is descent of
about 2O0feet. and fence to Derby Line
village and Stansted Plain, are other
heavy ascents to vercome. Besides
these quite obieetnable heights and
depressions, the c9utry presents an I'M
even surface ovd h much of the route,
thus occasioning continually, alternate
and frequent rise nd fall. Leaving
Barton village on tie western route the
descent is about 26Cfeet within the first
sac miles, thence to the Lake bridge, a
distance of nine niles, is continuous
level, and thence tothe frontier is con-
tinuous and modqae ascent. The west
ern route with one exception, is moder-
ately inclined plsneor level, from Barton
village to the fpntnr; while the east
ern route has analmost continual success
sion of rise and all. This is the differ
e''ce Of grade, Inference which nature
has provided, and which the art OF man
~ -, can obviate.
ms a'fference could -,.-e-:,-...- earis-
fly the experienced contractor, when ne
came to examine the profiles of the sew
eral routes as prepared by competent
surveyors, that he might safely submit to
the determination of competent men,
which would be sin all respects the best
line for the corporation" Before the
contract was entered into the surveys of
the eastern and River routes had been
made. Though it is not true, as B. II.
asserts, that between 1885 and 1910 a
survey was made of Barton river val
ley" and Gin January 1856, the river
route was surveyed if this corporation
have ever surveyed it."-What b. II
terms a survey between 1885 anC
1840," was mere exploration, and the
first thorough practical surrey of tha
route, with adapted intruments, was hat
in the fall of 1858 and winter of 1854
not {" January 1885," and was caused BY
the corporation.
The surveys satisfied the contractor o
the advantage to the corporation of tn
western route not only in the diferenc
of grade, but in the difference of dis
tance-the eastern being about one sixt
longer than the western. A saving c
the expense of running over 3 1-2 mile
of road between two points not % mile
remote, and the expense Of keeping tn
same perpetually in repair, was an objeC
with an economical and impoverished col
poration.
The estimates of competent men four
ded on long experience and observatio
were, that because of the difference {
grade, the perpetual expense of runnin
trains on the eastern route, and keepin
the same in repair, would exceed that
the western by $4,000 per year. The;
differences are familiar to men of exp
rience interested in the construction ar
3 operation of railways. And any though
full man will readily admit that more l.
Dor is requisite, and the wear and tear
gearing, machinery, and roadway is grea
er, on any road, to overcome continu
succession of cups and downs" in al
given distance, than when the road
partly moderately inclined plane, al
mostly level. The estimated differen
= of perpetual yearly expenditure, W
equivalent to present outlay of $33;
900 of principal sum; a sum greater th'
the entire country subscription. Und
such a state of facts who could dou
which " line, course, or way, is most a
vantageous for said railroad?"
r. R.