The New Orleans crescent. [volume] (New Orleans, La.) 1866-1869, 1868-09-06

THE MOUNT WASHINGTON RAILWAY MAMMOTH
HOTEL.
A correspondent of the Boston Journal gives a
long account of the trial trip upon the new rail-
way up Mount Washington, from which the fol-
lowing is condensed:
" Ii is now a tIife over ten years since Mr.. Syl-
vester Marsh divulged his paus for the cOnstruc-
ton OF o steam railway up the steep aud rugged
sides OF Mount Washington. His scheme was gen.
orally regarded as a visionary one bat he atleDgth
succeeded in demonstrating its feasibility TO the
satisfaction of some of the most experienced rail-
road men in New England, who forthwith gave
their energetic aid to the really great enterprise
Two years ago a small section of the road was
opened. end public trial resulted in entire sue
cess. Last year similar trial over an extension
of the railway gave equally gratifying results.
Yesterday Witnessed the formal opening of the
road 10 point three quarters of q mile from the
summit Oh the mountain, or for something over
thirds of its entire length brief sketch of
the enterprise, and some further account of the
peculiar mechanism by which the road is ope-
rated, will be interesting in the present connec-
ton.
(" The railway begins, as before mentioned, at
point seven miles from the White Mountain
House. The White Mountain House is situated
1868 feet above the level of the sea and the rail-
way station is about I'LL feet above that or about
1855 feet above the level of the sea. Mount
Washington is 62S5 feet above the level of the
sea, according to the generally accepted measure
meDts, although some old barometrical ooserva-
tons give IT slightly increased attitude, so that
it will be seen that grade OF about 5000 feet has
to be overcome. The distance to be traversed by
the railway is two miles and thirteen sixteenths.
The average grade is 1900 feet to the mile, but in
several places this Is increased to something over
100 feet TO the mile, or one foot in three. The
road was completed last year to point known as
Waumbek junction. one mile and eight rods from
the starting point. Waumbek Junction is so called
from the fact that the Fabysn bride pa b was
here joined by the path which led from the Waum-
bek House, or Jefferson.
Work was begun again on the railroad this
season May 7th and in tho eghtyfour working
days ensuing, up TO yesterday, it had advanced
further distance OF tri1e over mile. or to within
three quarters OF mile OF the summit. The total
rise from the lower end to the point now reached
is about $500 feet, leaving about 500 feet to be
ascended in the remaining three quarters Of a
mile. The present terminus is at the top of ia
cOb's Ladder, as something like mile OF the old
bride path was sptly called on account of its
zizeag course. The railway. however, takes
tolersbly straight course, instead Of pursuing the
tortuous windngs or rounds of the ladder ire stle
work being used for long distance at that point,
well as below, to give 1t the proper inclination.
Ior one two places this reste work is thirty feet
high, but it is built in the most substantial man.
ner, strongly in fact. as any similar work upon
an ordinary railroad, which has tosustain weight
many times greater"
HOW THE ROAD rs MADE.
"Tbere are three rails. the outside ones being
the old fashioned strap rail, aDc the center one
cog rail or ratchet into which cog wheels in the
center Of the locomotive and car enter. The outer
rails are four feet and twelve inches apart, and
the middle rail Is four inches wide. This latter is
formed of two pieces of angle iron, three by three
inches, and three-eighths of an inch thick, con
Dected by series of pins or bolts. These pins or
bolts are one and half inches in diameter, four
inches long. and are placed four inches apart.
The manner in which they are united to the sides
and the peculiar construction of the whole give
enormous strength to this part of the structure.
The engine and ear are kept uDon the track by
means Of friction rollers which under the ecu
trail rail on either SIDE The rails fastened to
longitudinal sills the ratchet rail being held down
by haDges on each side. The weight rests upon
the outside rails. The engine has two cylinders
connected with the driving shaft. The ersnk. shaft
is geared into the center as to give the reaui-
site power TO run up the steep grade. The boiler
is upright, and is kept level by union joints or
uuDnione. There is plentiful supply of brakes
OF various kinds in both engine and car. Both
are supplied with powerful atmospheric brakes
operating upon the middle wheels, and there are
also friction brakes, which are constructed upon
principle Of great power.
g In ascending, a strong wrought iron dog
works into the driving wheel, preventing the train
from falling back a single inch. Ia descending.
the speed is regulated by shutting of the steam
and easing the engine down at fixed rate by
means OF compressed air. The car Is pushed
before the locomotive in ascending, aud even
the car can be instantly stopped by means of a
hand brake, q single turn of which stops the
entire train. This brake is tended by man who
does not leave it for moment and VINO has it
under perfect control. The train, De it known,
consists Of the locomotive and single car. The
tender is part of the locomotive. There are two
locomotives and two cars upon the road.
+" The new car is similar in appearance to a
horse.ear. though a trihe longer, with roof,
windows upon me sides and d0ors at the snds
An isle runs through the center and there
seats for iorty-eight persons The seats are swung
so as TO secure horizontal position upon all
grades, and the passengers are pretty sure to re
tain their places, either in their seats or braced
against the ends Of the car. upon the platform,
during the journey, since walk through the isle
is attended with about as much difficulty as it
would be Up or down the roof of building.
90 The new engine is of about thirty-hve horse
power, and weighs about six and half tons. The
new car weighs about three tons. The former has
been used most Of the summer, and the latter had
been run up and down several times within the
few days preceding the grand trip yesterday. Ii
is proposed TO run at the rate Of two or three
miles per hour, but this speed was not attained
yesterday for obvious reasons. With powerful
engine still greater speed can be made, but II Is
not proposed to attempt it. Slow and sure Is
the motto of the road and q safe and easy transit
up the steep activity is of more imDortance to
the passengers than a speedy one. The descent
is to be made In q little less time than the as
cent, though at low and safe rate of speed.
= over SIX hunored thousand Ieet OF sA"eu lum-
Der have been used in the construction OF the
road, up to the present time. and much other
lumber In addition. The ratchet rails cost the
company So per foot in Boston, or 81 per foot de-
Ivered at the depot at the foot OF the mountain.
The entire cost of the road will be about 500 600.
saw mill, worked by steam, Is situated at the
depot and the surrounding forests furnish aound-
ant material for the woodwork. telegraph iine
runs up the side Of the railroad, and an oper.
atiDg Office ia located in a log house at the foot
OF the mountain, connecting with the summit,
the mountain houses and all other points.
1.-The cutting through the dense woods, and
the tIestle work constructed over portion Of