Nashville union and American. [volume] (Nashville, Tenn.) 1868-1875, 1869-11-06

most desirable line of railroad to the Pa
cifc, as a counterpoise to the dead weight
recently obtained in the northwestern part
| of the continent The McXicans viii
doubtless be very glad to extend this road
from the Rio Grande, by way of Victoria
| and Tampico to their capital, while the
extension of the main line from Camargo
via Monterey, Saltillo and Durango to
Mazatlan viii be of Incalculable benefit to
both countries.
The distance from Cairo, by the pro-
posed route to the Rio Grande, is about
1000 miles, thence to Mazatlan is 800
miles; allowing for reflections from an
air line, say 100 miles, win make it in all
about 1,600 miles, From Cairo to New
York is $50 miles; from New York to
Mazatlan in all AGO miles. From New
York 10 San Francisco via Chicago,
Omaha and the Northern Pacific railroad
is 3, 400 miles, and from New York
via ST. Louis, on any practica-
bic route, is about the same
distance, making a difference of
$40 miles, between the route now COM
pleted to San Francisco and the proposed
road to Mazatlan. From all points as far
west as Kansas City, st. Louis, Milwaukee
and Chicago and the Lakes, difference
of from 500 to 900 miles will be found in
favor of the Southwestern route, and
still greater difference, as we advance to
the East and South, viz: from indianapolis,
700 miles, from Baltimore and Washington
800 to 1000 miles; from Norfolk 100
miles, via Knoxville, Nashville and Fulton,
Tenn, to connection with the Pacific road
at White River; from Charleston, via
Memphis 100 miles; from Savannah via
Montgomery, Vicksburg and Shreveport
1000 miles; and from New Orleans the
whole distance to Mazatlan will be about
/, 100 miles, from Galveston 900 miles,
from Indianola about 800, and from Cor
pus Christi or Arkansas Bay, about $50
miles.
With such enormous differences in the
distance to the Pacific from the principal
cities and seaports, with much easier
grades throughout, and no distractions
from ice or snow, can any one doubt
which will become the great thoroughfare
between the Atlantic and Pacific Oceans
and the best paying institution
COMPARATIVE ABILITY OF ROUTES.
In estimating the capacity of railroad
to do q large business in the transporta-
ton of passengers and freights of various
kinds, between given points, not only
must the length of the road be taken into
the account, but the grades, the curves
and the accidents of temperature, climate
and weather. As for grade, the follow
ing tabular statement, taken from the
very able physical Survey of Virginia,
by Commodore NJ F. Maury," shows very
nearly the weight that can be drawn by
common locomotive (say of "a tons) up
inclines, from level up to grade of 120
feet to the mile.
Grade, feet per mile 20 40 co 80 100 100
6lO 3O7 2O2 IA 112 80 IA
Over level road the same engine can
haul nearly seven times as much as it can
with a grade of 100 feet, and more than
eight times as much as on grade of l2O
feet to the mile. The actual cost of haul
ing freight in quantity on railroads may
average about one-sixth of one cent. ton
per mile, on roads of common grades and
curves, but with such as are encountered
on extensive sections of the road said to
be completed to San Francisco, the actual
cost viii be much greater, probably not
less than one-fourth of one per cent. per
mile. The average tariff of charges for
transportation on the New York and Penn
sylvania railroads, in the years 1862 and
1863, was something over three cents per
ton per mile. On the Pacific road, now
in operation, it win, probably, not be less
than five cents per ton per mile and five
cents per mile for passengers.
In the same publication quoted above,
l find the following table, as to the aver
age rate of freight in mills, per ton per
mile, by rail and by water: