Bluefield evening leader. [volume] (Bluefield, W. Va.) 1906-1911, 1907-02-23
BURKE'S GARDEN
ELECTRIC LINE.
INTEREST IN THE MAT.
TER INCREASES.
Continued from first page

NNOhliuuhh llOUl ulol page
around, the y. & W. Is it possible
that so favored a section of country
will long remain undeveloped? Not
at all Railroad geniusos are not
ignorant of SO vast possibilities.
transportation facilities, rapid tran
sit, an influx of people, marvellous
yielding up of earth's willing treas
ures, are at hand VIII our people
sit quietly by and see Natures boun-
the Southern; at Norton, the l.. &
ties pour into the lap of foreign
ers?" as have the black, diamonds
of West Virginia?
THE TROLLEY VERSUS THE
DUMMY.
Some interesting data was brought
out in this debate. II was stated
that the cost of power developed by
a large locomotive ON the y * W
is Be an hour per horsepower that
power developed by a small locomo-
tive, of the so-called dummy" type.
is much more, az least n third more.
or lc an hour. that the cost OF pow
er used by a motor car is Sc an hour
per horsepower SO it would seem
that, i'm the matter of power, the
electric line is cheaper by one third.
than the steam dummy line. As to-
grading. the uniform and low grade
required for steam traffic would en-
tail both greater mileage and great
er engineering difficulties. SO the
grading would be less expensive at
least, if not so desirable in other
respects. for a trolley line 1t was
claimed ON good authority. that
regular railroad cars can be run and
are being run on trolley lines (Sec
recent numbers of Worlds Work
and Review of Reviews So car-lots
of freight could be brought in and
taken out on trolley line without
reloading. Add TO these arguments,
the greater safety, greater cleanli-I
ness, the more frequent trips, the
more rapid transit, ono non-uniform
grades and the case of the trolley
as the mos. desirable type OF road
is pretty well made. The argument
for the use OF the dummy in con
struction was met by the rejoinder,
that railroads are built not by stock
holders but by contractors, who fur
nish their own equipments.
THE MOST FEASIBLE ROUTE
AS a basis of comparison, figures
showing elevations of certain points
were taken from the L. 5. Topo-
graphical Survey Maps. A list of
elevations and distances may be of
interest:
ELEVATIONS FEET |
Beartown, 4,774I
The Garden cat Grosclose's) 3,115l
The Gap Cwater level at old Clay
Pool Mid, 3.OOOl
Crabuee's Gap, 3,OOOI
Grafton 2,763l
Tazewell, 2,51Sl
Summit Bluestone Pike. 3,1OOl
Graham 2.3S7I
Bluefeld ASST
Cove Creek, 2.5O0l
Top East River cop, springyille,
4,OOOl
Alex Long Cap Garden Noun
tainl 3,7OOI
Top Rich Mt cop Rev Kelleys)
3,7OOI
DISTANCE.
Burk's Garden to- Tazewel. via
Crabtree's Cap. II mi
Garden to Graham. via Peery
Place and Blucstone. 20 mi
Garden to Graham. via Cove
Creek "a mi
From above data. granting thatI
for all business reasons. so far as
the people Of the Garden are con-
cerued. Blueneld-Graham should bel
the objective point. there are most
conclusive reasons for going via
Tazewen or the Peery Place. two
miles east For
The elevation 10 go via Cove
Greek is prohibited so far as steam
is concerned and impractcable for
'roIley The difference in cost OF
construction would. moreover. more
than overbalance the difference iu
distance which does not appear to-
De more than five or SIX miles at
most It would aEe 7G miles on
q pc. cent grade to- get from TOP
OF Eas River TO- Graham and a.
miles % get from Cove Creek up to-
same po.utJ These two arguments
do not take into account
The earatar amount of patron
aea STA TazouelI 10 go VIA Taze-
wen would mean 10 have % BI1odcrd
Observation-Disclosures Garden
in.erHr1au with Bmas.oue and
Clear For. Intervening 10 auir
'nosa sources of patronage. FOO
parallel the IS a. w. stealing both
the local pa eueer and freight
tram Ivy means of lower rates and
more frequent service to have com
t o1 I'He OF patronage from .ar-
mu would mean Tho success OF
tha eu urn and the forcing of
The history of The country from "a