Graham guardian., 1899-05-12

easily get around in seventy:
New York to Southampton ..,....,,..6 day
Southampton to Brindisi 80. ,..'.s day
Brindisi TO Yokohama tSuezl. .... .42 day
Yokohama TO San Francisco ,.,... Ia day
San Francisco to New York 4H day
The change that will be mad
by the building of the TranssiberI
an raiload is shown by schedul,
lately issued TO the press by Prime,
Hilkoff, Russian minister of rail
ways, in which it appears that tn,
grand tour will require but thirty,
three days, as follows:
New York to Bremen. en........',,......,7 day
| Bremen to ST. Petersburg 49,, ......l y day
| st. Petersburg to viadiostock. .....l0 day
| yiadiostock to San Francisco. .......l0 day
| San Francisco to New York. .....,4H day,
This itinerary calls for a speed
| of thirty miles an hour on the
Transsiberlan road, and on the
Pacific of a superior type of pass
cnger vessel and of prompt con
uecuons throughout the journey
II would be measurably cut down
by such time on the Transsiberian
line as is made on the railroads
between San Francisco and New
York and by the employment on
the Pacific ocean ferry of steamers
like the greyhounds of the Allan
tic. A thirty day or even a faster
trip will be theoretically practi.
cable before long.
Prince Hilkoff designates San
Francisco as one of the Inks 10
the chain Of transportation. While
it is possible that day might be
saved on the Pacific route by
landing at Puget sound port,
from a day and halt to two days
would be lost in good weather on
the overland journey from the
Sound and more than that in the
winter tune. The airline railroad
service between San francisco and
Chicago and the great speed made
is an item in our favor which Is
not likely TO be overcome. III is
expected that the Russian road
wilt be completed in about three
and halt years About 2,OOO
miles of the road are now finished
on the European side and 47O on
the Pacific side, leaving l,l5l
miles to be built. According to
the United States consul al st.
Petersburg, the construction Is
going on at a rate OF 33l miles a
year. The Russian road is being
reconstructed with heavier rails,
on account of the business, when
is much heavier than was anllci
pated. During the past year there
has been al average ot twelve
trains a day, and III least double
that number in each direction per
day are neeoed al once. Il is es
timated that Reconstruction will
cost $50, 0,000,0 goo, by the lowering OF
grades, elimination 81 curves, lay,
ing OF new steel rails auu tie put
chase OF heavy motVe paMer taey
have very materially uodeo 10 the
humber OF cars per rain.
But it was not until The 18th Of
March last that drmoLslt alton
was made of what might be- xpect
ed OF the new Baltimore & Ohlo
railroad. Enough new 50 ton
capacity steel cars had been de-
llvered to give the operating de-.
partment chance to experiment.
Fifty steel cars, each weighing
"a 900 pounds, were loaded with
an average Of $4,000 pounds Of
coal. To them was coupled
new Z2x2S inch consolidated 10
comotive weighing lG8, 700 pounds
and having 81 inch driving wheels.
The start was made from Cum
herland, Md, ana the destination
was Brunswick. Md, on the Sc.
cond division, In his report Gen.
earl superintendent Fitzgerald
says the train was pulled with
case nnd ihe class cfI
engines used will be able to handle
so cars Of 90 tons capacity each
on that division without trouble.
Hitherto tue train load on that
division has been 325 units of6 IL
tons each or about 1900 tons, 40
per cent increase over that of five
years ago. The SO car train was
computed as containing 497 units,
or 6,458,l0O pounds gross. The
net weight of coal in the tram
was 4,75S, 100 pounds
II was by far the heaviest train
ever handled over the hne and
demonstrated that heuvy power.
equipment with safety ap
and u good track, meat
more revenue tons per mile and Il
decreased cost OF transportation.