United States courts in Iowa, letter of J. M. Love relative to.... V. Vermont, joint resolution of the legislature of, relative to Saint Albans Vermont, joint resolutions of the legislature of, relative to reciprocity W. Wagon-road in Dakota, memorial of the legislature relative to Washington and Georgetown Railroad, letter of the president of. Washington, Cincinnati, and Saint Louis Railway Company, memorial of West Virginia legislature, resolution of, relative to Louisiana affairs.. Workingmen of the District of Columbia, petition for relief. Workingmen of the District of Columbia, petition of.... Workingmen of the District of Columbia, claims of, against the board of H. Mis-ii The construction of the Forty-first Parallel Railroad. JANUARY 13, 1875.-Referred to the Committee on Railroads and Canals and ordered to be printed. THE FORTY-FIRST PARALLEL RAILROAD AND CHEAP TRANSPORTATION. A few facts supplemental to the memorial and bill in behalf of the Fortyfirst Parallel Railroad, now before Congress. To the honorable the Congress of the United States: Cheap transportation has become the controlling subject of public interest, not only with the producers of the West, but also with the consumers of the East and South. Many conventions have been held during the past two years, and party politics has been made to hinge on opinions entertained on the subject. It has been forced also into the legislative acts of several of the Western States. Capital has become alarmed, and declines further investments under such political embarrassments, and hence the suspension of public improvements, the stagnation of business, and the consequent suffering in our manufacturing districts. The industries of the nation have ceased to thrive, and discontent is wide-spread in this land of plenty. Labor, as well as capital, has no reliable employment, and in the midst of plenty a large portion of our population is at the point of want and starvation. This subject has also been pressed upon the attention of Congress, and to Congress the people now look for such practical schemes as will secure the desired results. Capital awaits the issue. Owing to the zeal heretofore manifested by Congress, this subject can hardly be waived. now. The people are in earnest, and the necessity for definite action is too pressing to be relegated to the people and to their future elections with impunity. In addition to the argument and memorial on behalf of the Forty-first Parallel Railroad, the following summary of facts may be worthy of consideration in any measures of practical legislation on the subject: 1. The cost of moving bulk-freights on various routes, distance 500 miles, tonnage large, and business well organized: To these water-rates insurance and time should be added as elements of commercial importance and value. 2. The cost of standard (4 feet 8 inches) and narrow (3 feet) gauge railroads, maximum grade 45 feet: Standard roads, iron rails, fully equipped, per mile... Narrow-gauge, iron rails, fully equipped, per mile. Standard roads, steel rails, fully equipped, per mile Narrow-gauge, steel rails, fully equipped, per mile... This is a large advantage in favor of narrow-gauge roads, and a large element in cheap transportation. 3. The business capacities of these roads compared: (a.) Standard locomotives. [Second Annual Report New York State Engineer, page 138.] Locomotive and tender, with fuel and water, are taken at 58 tons, and the effective load of a single car at about 10 tons. It will be observed that the effective load of paying tonnage on a 40 foot grade is 186 tons. (b.) Narrow-gauge locomotives. Table showing work which a 20-ton engine (all weight on drivers) will do on grades 0 to 100 feet-Porter, Bell & Co., Pittsburgh, Pa., builders. You can rely on a narrow-gauge engine of our build hauling up-grades as per right-hand table without difficulty, engine to weigh 20 tons, all on drivers, and carry tender besides. (c.) Trackage. Standard train, 200 tons paying freight: Locomotive and tender, length. 20 cars, average length 30 feet 50 feet. 600 feet. 650 feet. Total length of train...... Narrow-gauge train, 200 tons paying freight: Locomotive and tender, length.. 25 cars, average length 24 feet Total length of train 30 feet. 600 feet. 630 feet. This gives us 20 feet in favor of narrow-guage trains, and in 1,000 miles would make a difference of several trains. Besides, this is allowing to standard locomotives a capacity beyond their ability, and to narrowgauge locomotives a capacity less than their ability. The elements of speed and extent of equipment cannot enter into the comparison, as the speed in both trains is accepted as ten miles per hour, and the number of locomotives and cars is limited by the trackage capacity of the road. (d.) Average weight and capacity of cars. Standard roads, weight of car 10 tons, load 10 tons. Hence 25 narrow-gauge cars will carry the same paying load carried by 20 standard cars. (e.) Weight of trains and paying ability. Standard train, locomotive and tender, fuel and water 20 freight-cars, empty, at 10 tons each......... 20 freight-cars, paying load, at 10 tons each Total weight of train...... This is allowing 28 tons beyond the capacity of locomotive. 58 tons. 200 tons. 200 tons. 458 tons. |