Chapter XVI: Management (2)

Anchors; Anvils; Ashes, pot and pearl, in casks; Axes, iron; Bacon, packed; Bark, tanner’s, 1¼ cord per ton; Beans, in sacks or casks; Beef, packed; Burr Blocks; Cannon; Cement, in barrels or casks; Chain Cable; Cider; Clay; Coffee; Copper, in boxes; Flaxseed, in sacks or casks; Flour, in barrels; Grain, of all kinds; Grindstones; Hams, packed; High Wines; Iron, pig, bar, bloom, sheet, hoop, or rod; Iron Castings, heavy; Lard, in casks or barrels; Lead, sheet, pig, or pipe; Lime, in barrels; Marble, unwrought, at owner’s risk of breakage; Molasses; Nails, in kegs; Plaster, in barrels; Pork, packed; Potatoes, in sacks or casks; Railroad Iron, Chairs and Spikes; Salt, in sacks and barrels; Shot; Slate; Spikes, in kegs; Sugar, in casks; Teas; Tobacco, in boxes or hhds.; Vinegar, in barrels; Whiskey, in barrels.

Besides the above regular articles, are the following special objects of transport:—

Stores; Cabinet Ware; Brick; Charcoal; Pressed Hay; Broom Corn; Boxes of Cigars; Barrels; Bags; Corn in the Ear; Poultry; Looking-glasses; Trees and Shrubbery; Safes; Mill-stones; Steam-engines; Machinery; Agricultural Implements; Lumber; Live-Stock; Carriages; Coal and Coke.

TIME TABLES.

Fig. 158, (see end of volume).

419. The most complete graphic solution of an engineering problem, is doubtless the time table of S. S. Post, Esq., chief engineer of the New York and Erie Railroad. Let the vertical lines represent _time_ in spaces of ten minutes each, and the horizontals, distances, the heavy lines representing the several way stations. Suppose now that we leave station A at six, A. M., and wish to arrive at K at two, P. M., stopping ten minutes at each station; the number of way stations being eight, the whole time consumed in stops will be 10 × 8 = 80 minutes. From two, P. M., and on the line K, go back eighty minutes or to M, and from A draw A B, in the direction A M, which cuts the line B B at B, which is four miles, or thirteen minutes from A. Now, as we _wait_ ten minutes, pass along _on the line_ B B one division (ten minutes) to B′ and start again parallel to A B, arriving at C at one and a half hours from starting. Proceeding thus, we arrive at K at the required time. The inclination of the line shows the speed. Thus, if it passes twenty horizontal spaces in six vertical divisions, we have twenty miles in sixty minutes, or twenty miles per hour.

Suppose now we would start an express train at eight, A. M., from A to arrive at K at one, P. M., (see line 8 F,) it will pass the first train at station F, and will run at the rate of seventeen miles per hour from A to F, at the same rate from F to G, and at _thirteen miles per hour_ from G to 1.

Suppose also that we start a train from K at six, A. M., to arrive at A at eleven, A. M., we pass the before-mentioned trains at E and D.

Also a freight train which is required to pass the above named trains, leaving K at eight, A. M., and arriving at A at one, P. M., will stop ten minutes at G, ten minutes at M, pass the first train at L, wait ten minutes on a siding at two and a half miles from L, and run to A at nearly a uniform rate of speed.

So also may the motion of any train be laid down and traced through the hours of the day upon the table. By plotting the profile of the road upon the line A K, the places are shown at which grades will oblige us to use a less speed. Curves also may be shown by increasing the steepness of the grades; or by making a grade on the profile when the road is level, steep enough to involve an amount of power equal to that consumed by the curve.

LOCOMOTIVE REGISTERS.

420. American railroad reports are, as a general thing, quite destitute of detailed accounts of the performance of the power. Some of the large roads, indeed, are of late improving in this respect.

That fares and tolls may be properly applied to the different articles of transport, the cost of moving each article should be known.

Such items as the salaries of employees, and repairs of machinery, are easily distributed to the proper heads; but the correct amount of fuel, oil, and waste, to be charged to any department, is not so evident. What we require is, the exact amount of fuel, oil, and waste used, and work done by each engine; to obtain which, some system of registering these quantities must be adopted.

The following five blanks being filled, we have all that is required:—

Number 1 is the engineer’s weekly return to the master of machinery, and gives, as seen, the times of arriving at, and departing from, each station. The fuel should always be ready at each station for delivery, in cords and half cords, or in tons and fractions, when coal or coke. It may be delivered either from a small car placed on a pair of rails at right angles to the track, or from a box hung upon a crane, which may be at once swung over and lowered into the tender; the box which is already in, being first removed. The latter method gives the most correct results, as whatever fuel is left at the station may be credited to the engine. The whole operation of wooding would not take longer than it does to describe it, and would lead to a systematic and economical method of working.

The tanks and pumps being charged to construction, we may, without material error, charge the cost of the water supply to the trains according to their mileage.

Number 2 is the wood register, showing the amount of fuel delivered to the several engines from the different stations, and should be weekly signed and returned by the station wood master to the fuel agent. The engineer’s fuel receipts (No. 1) check these reports.

Number 3 is the conductor’s mileage account, giving the exact weight left at, and taken from, each station; and, consequently, the load carried between stations, which is checked by the station master’s return.

Number 4 is the monthly account of the performance of engines, compiled from the weekly return by the superintendent of machinery, and reported to the superintendent.

Number 5 gives the annual performance of each and all of the engines upon the road, and is obtained from the monthly reports, and from those of the repair and transportation departments.

The work done by different classes of cars should be registered in like manner.

Knowing the amount of material used, and also the work done, it is easy to find the cost per mile of moving any article of transport, regard of course being had to the character of the parts of the road traversed by the several engines. An engine working a sixty feet grade should be allowed more fuel than one which works a level only.

NUMBER 1.

A. and B. Railroad. Report of amount of material consumed, and of work done by Engine No. 50, during the week ending July 4, 1856.

————————, Engineer.

┌───────┬───────────────────────────────────────────────────────┐
│MONDAY.│Name of train. │
├───────┼──────────────────┬───┬───┬───┬───┬───┬───┬───┬───┬────┤
│ │Name of station. │ │ │ │ │ │ │ │ │ │
├───────┼──────────────────┼───┼───┼───┼───┼───┼───┼───┼───┼────┤
│ │Time of arriving. │ │ │ │ │ │ │ │ │ │
├───────┼──────────────────┼───┼───┼───┼───┼───┼───┼───┼───┼────┤
│ │Time of departing.│ │ │ │ │ │ │ │ │ │
├───────┼──────────────────┼───┼───┼───┼───┼───┼───┼───┼───┼────┤
│ │Fuel taken. │ │ │ │ │ │ │ │ │ │
├───────┼──────────────────┼───┴───┴───┴───┴───┴───┴───┴───┼────┤
│ │ │Whole cost fuel consumed │————│
│ │ │Whole time under steam │————│
│ │ │Whole time running │————│
└───────┴──────────────────┴───────────────────────────────┴────┘

And the same for each day of the week.

WEEKLY MEMORANDA.

Cords of wood used ————
Gallons oil used ————
Pounds tallow used ————
Pounds waste used ————
Miles run ————
Whole time running ————
Whole time under steam ————
Time under repairs ————
Cost of repairs ————
————, Master of Machinery.

NUMBER 2.

┌───────────────────────────────────────────────────────────────────┐ │ —— RAILROAD. AMOUNT OF FUEL DELIVERED TO ENGINES FROM —— STATION │ │ DURING WEEK ENDING ——. │ ├───────────────────────┬───┬───┬───┬───┬───┬───┬───┬───┬───┬───────┤ │ Name of Engine. │A. │B. │C. │D. │E. │F. │G. │H. │K. │Total. │ ├───────────┬───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │MONDAY. │Morning. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │ │Afternoon. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │TUESDAY. │Morning. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │ │Afternoon. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │WEDNESDAY. │Morning. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │ │Afternoon. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │THURSDAY. │Morning. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │ │Afternoon. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │FRIDAY. │Morning. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │ │Afternoon. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │SATURDAY. │Morning. │ │ │ │ │ │ │ │ │ │ │ ├───────────┼───────────┼───┼───┼───┼───┼───┼───┼───┼───┼───┼───────┤ │ │Afternoon. │ │ │ │ │ │ │ │ │ │ │ ├───────────┴───────────┴───┴───┴───┴───┼───┴───┴───┴───┴───┴───────┤ │Total to each engine. │ Wood Station Master ——.│ └───────────────────────────────────────┴───────────────────────────┘

NUMBER 3.

A. and B. Railroad. Conductor’s mileage return, for week ending July 4, 1856, showing work done by Engine No. 54.

┌───────────┬─────────────────────────────────────────────────────────┐ │MONDAY. │Train. │ ├───────────┼─────────────────────┬──┬──┬──┬──┬──┬──┬──┬──┬──┬──┬──┬──┤ │ │Station. │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────────┼─────────────────────┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┤ │ │Cars taken. │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────────┼─────────────────────┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┤ │ │Cars left. │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────────┼─────────────────────┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┤ │ │Cars in train. │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────────┼─────────────────────┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┤ │ │Weight of train. │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────────┼─────────────────────┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┤ │ │Eq’d distance. │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────────┼─────────────────────┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┼──┤ │ │Eq’d mileage. │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────────┼─────────────────────┴──┴──┴──┴──┴──┴──┴──┴──┴──┴──┴──┼──┤ │ │Total equated mileage │——│ ├───────────┴──────────────────────────────────────────────────────┴──┤ │And the same for each day of the week. │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ └─────────────────────────────────────────────────────────────────────┘

NUMBER 4.

┌───────────────────────────────────────────────────────────────────┐ │ A. AND B. RAILROAD. PERFORMANCE OF LOCOMOTIVE ENGINES FOR MONTH │ │ ENDING ——. │ ├───────┬────┬─────┬───────────────────────┬───────────┬────────────┤ │ │ │Miles│ │ │ │ │Number.│Use.│run. │ Time. │ Wages. │ Fuel. │ │ │ │ │ │ │ │ ├───────┼────┼─────┼────────┬─────┬────────┼─────┬─────┼──────┬─────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ At │ Under │ │Cost │ │Miles│ │ │ │ │Working.│rest.│repairs.│Cost.│ per │Cords.│ per │ │ │ │ │ │ │ │ │mile.│ │cord.│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┼────┼─────┼────────┼─────┼────────┼─────┼─────┼──────┼─────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┼────┼─────┼────────┼─────┼────────┼─────┼─────┼──────┼─────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┴────┴─────┴────────┴─────┴────────┴─────┴─────┴──────┴─────┤ │ │ └───────────────────────────────────────────────────────────────────┘

┌────────────────────────────────────────────────────────────────────┐ │ A. AND B. RAILROAD. PERFORMANCE OF LOCOMOTIVE ENGINES FOR MONTH │ │ ENDING ——. │ ├────────────────────────────────────────────┬───────────┬───────────┤ │ │ │ │ │ Oil, waste, and tallow. │ Repairs. │ Totals. │ │ │ │ │ ├───────┬─────┬──────┬───────┬───────┬───────┼─────┬─────┼─────┬─────┤ │ │ │ │ │ │ Cost │ │ │ │ │ │ │ │ │ │Cost of│ per │ │ │ │ │ │Gallons│Miles│Pounds│Pounds │ oil, │mile of│ │Cost │ │Cost │ │ oil │ per │ of │ of │waste, │ oil, │Cost.│ per │Cost.│ per │ │ used. │pint.│waste.│tallow.│ and │waste, │ │mile.│ │mile.│ │ │ │ │ │tallow.│ and │ │ │ │ │ │ │ │ │ │ │tallow.│ │ │ │ │ ├───────┼─────┼──────┼───────┼───────┼───────┼─────┼─────┼─────┼─────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┼─────┼──────┼───────┼───────┼───────┼─────┼─────┼─────┼─────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┴─────┴──────┴───────┴───────┴───────┴─────┴─────┴─────┴─────┤ │ │ └────────────────────────────────────────────────────────────────────┘

┌────────────────────────────────────────┐ │ A. AND B. RAILROAD. PERFORMANCE OF │ │LOCOMOTIVE ENGINES FOR MONTH ENDING ——.│ ├──────────────────────────────────┬─────┤ │ │Comp,│ │ Work done. │work │ │ │done.│ ├────────────────┬─────────────────┼─────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ Freight. │ Passenger. │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├────────┬───────┼─────────┬───────┼─────┤ │ │ Cost │ │ Cost │ │ │Equated │per ton│ Equated │per ton│ │ │freight │ per │passenger│ per │ │ │mileage.│equated│mileage. │equated│ │ │ │ mile. │ │ mile. │ │ ├────────┼───────┼─────────┼───────┼─────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├────────┴───────┴─────────┴───────┴─────┤ │ ——, General Superintendent.│ └────────────────────────────────────────┘

NUMBER 5.

┌────────────────────────────────────┐ │A. AND B. RAILROAD. ANNUAL REPORT OF│ │ COST OF MAINTENANCE OF, AND WORK │ │ DONE BY THE LOCOMOTIVE POWER, ALSO │ │ THE COST PER TON AND PASSENGER PER │ │ MILE, TOGETHER WITH THE NATURE AND │ │ AMOUNT OF REPAIRS, THE DIMENSIONS, │ │ & THE PRESENT STATE OF THE STOCK, │ │ 1856. │ ├───────┬───────────┬────────┬───────┤ │ │Name of the│ │Date of│ │Name or│builder or │ Use to │commc’g│ │Number │manufactory│which it│ work │ │of the │from whence│ is │ upon │ │engine.│ bought. │applied.│ the │ │ │ │ │ road. │ ├───────┼───────────┼────────┼───────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┼───────────┼────────┼───────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┼───────────┼────────┼───────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┴───────────┴────────┴───────┤ │ RECAPITULATION, NO. 1. │ │ │ │ Cost per equated mile, per ton, of │ │working freight engines. │ │ │ │ Engineer and fireman. Fuel. Oil, │ │tallow, and waste. Repairs.│ Total. │ │ │ │ └───────────────────────────┴────────┘

┌───────────────────────────────────────────────────────────┐ │ A. AND B. RAILROAD. ANNUAL REPORT OF COST OF MAINTENANCE │ │ OF, AND WORK DONE BY THE LOCOMOTIVE POWER, ALSO THE COST │ │ PER TON AND PASSENGER PER MILE, TOGETHER WITH THE NATURE │ │AND AMOUNT OF REPAIRS, THE DIMENSIONS, & THE PRESENT STATE │ │ OF THE STOCK, 1856. │ ├───────────────────────────────────────────────────────────┤ │ │ │ │ │GENERAL CHARACTER AND PRINCIPAL DIMENSIONS OF THE ENGINES. │ │ │ │ │ │ │ ├─────────────────────┬────────┬────────────────┬───────────┤ │ │ │ │ │ │ │ │ │ │ │ │Capacity│ │ │ │ │ of │ │ │ │ Weights. │ tender │ Cylind’rs. │ Mode of │ │ │ in │ │connection.│ │ │gallons.│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├──────┬───────┬──────┼────────┼────────┬───────┼───────────┤ │Whole │ │ │ │ │ │ │ │weight│Weight │Weight│ │ │ │ │ │ of │ upon │of the│ │ │ │ │ │engine│ the │tender│ │Diameter│Stroke.│ │ │ with │driving│ with │ │of bore.│ │ │ │ fuel │wheels.│feed. │ │ │ │ │ │ and │ │ │ │ │ │ │ │water.│ │ │ │ │ │ │ ├──────┼───────┼──────┼────────┼────────┼───────┼───────────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├──────┴───────┴──────┴────────┼────────┴───────┴───────────┤ │ RECAPITULATION, NO. 2. │ │ │ │ Cost per equated mile, per passenger, of working engines. │ │ │ │Engineer and fireman. Fuel. Oil, tallow, and waste. │ │ Repairs. │ Total. │ │ │ │ └──────────────────────────────────────────────────┴────────┘

┌─────────────────────────────────────────────────────────┐ │A. AND B. RAILROAD. ANNUAL REPORT OF COST OF MAINTENANCE │ │OF, AND WORK DONE BY THE LOCOMOTIVE POWER, ALSO THE COST │ │PER TON AND PASSENGER PER MILE, TOGETHER WITH THE NATURE │ │ AND AMOUNT OF REPAIRS, THE DIMENSIONS, & THE PRESENT │ │ STATE OF THE STOCK, 1856. │ ├──────────────────────────────────────────────────┬──────┤ │ │ │ │ │Number│ │GENERAL CHARACTER AND PRINCIPAL DIMENSIONS OF THE │ of │ │ ENGINES. │miles │ │ │ run │ │ │ │ ├─────────────────┬────────┬───────────────────────┼──────┤ │ │Relative│ │ │ │ │ power, │ │ │ │ │ or │ │ │ │ │traction│ │ │ │ Driv’g wheels. │ at a │ Boiler │ │ │ │ mean │ │ │ │ │cylinder│ │ │ │ │pressure│ │ │ │ │ of 75 │ │ │ │ │ lbs. │ │ │ ├───────┬─────────┼────────┼─────┬────────┬────────┼──────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ Whole │Area of │ │ │Number.│Diameter.│ │Grate│heating │ blast │ │ │ │ │ │area.│surface.│orifice.│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┼─────────┼────────┼─────┼────────┼────────┼──────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┴─────────┴────────┴─────┴────────┴────────┴──────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ └─────────────────────────────────────────────────────────┘

┌─────────────────────────────────────────────────────┐ │ A. AND B. RAILROAD. ANNUAL REPORT OF COST OF │ │ MAINTENANCE OF, AND WORK DONE BY THE LOCOMOTIVE │ │POWER, ALSO THE COST PER TON AND PASSENGER PER MILE, │ │ TOGETHER WITH THE NATURE AND AMOUNT OF REPAIRS, THE │ │ DIMENSIONS, & THE PRESENT STATE OF THE STOCK, 1856. │ ├─────────────────────────────────────────────────────┤ │ │ │ │ │ WHOLE EXPENSE OF WORKING AND OF MAINTAINING THE │ │ LOCOMOTIVES, AND EXPENSE PER MILE. │ │ │ │ │ │ │ ├─────────┬───────────────────────────────────────────┤ │ │ │ │ │ │ │ │ │ │ Cost of │ │ │enginemen│ Cost of oil, waste, and tallow. │ │ and │ │ │firemen. │ │ │ │ │ │ │ │ │ │ │ ├─────────┼───────┬─────┬──────┬──────┬───────┬───────┤ │ │ │Miles│ │ │ │ Cost │ │ │ │ run │ │ │ Cost │ per │ │ │Gallons│ to │Pounds│Pounds│for oil│ mile │ │ │of oil │ one │ of │ of │waste, │run for│ │ │ used. │pint │waste │tallow│ and │ oil, │ │ │ │ of │used. │ used │tallow.│waste, │ │ │ │oil. │ │ │ │ and │ │ │ │ │ │ │ │tallow.│ ├─────────┼───────┼─────┼──────┼──────┼───────┼───────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─────────┴───────┴─────┴──────┴──────┴───────┴───────┤ │ RECAPITULATION, NO. 3. │ │ Of —— freight engines —— are in working order, or │ │ —— per cent. of the whole. Average work of an │ │ engine is —— days per annum, and for each day at │ │ work —— days repairing and —— at rest. │ │ │ │ │ └─────────────────────────────────────────────────────┘

┌───────────────────────────────────────────────────────────────────┐ │ A. AND B. RAILROAD. ANNUAL REPORT OF COST OF MAINTENANCE OF, AND │ │ WORK DONE BY THE LOCOMOTIVE POWER, ALSO THE COST PER TON AND │ │PASSENGER PER MILE, TOGETHER WITH THE NATURE AND AMOUNT OF REPAIRS,│ │ THE DIMENSIONS, & THE PRESENT STATE OF THE STOCK, 1856. │ ├─────────────────────────────────────────────┬─────────────────────┤ │ │ │ │ │ │ │ WHOLE EXPENSE OF WORKING AND OF MAINTAINING │ TIME OF SERVICE. │ │ THE LOCOMOTIVES, AND EXPENSE PER MILE. │ │ │ │ │ │ │ │ ├─────────────────┬───────────────┬───────────┼───────┬─────┬───────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ Time, │Time,│ │ │ │ │ │ in │ in │ Time │ │ Cost of fuel. │ Repairs. │ Total. │ days, │days,│ while │ │ │ │ │ of │ at │ under │ │ │ │ │active │rest.│repair.│ │ │ │ │s'vice.│ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─────┬─────┬─────┼───────┬───────┼─────┬─────┼───────┼─────┼───────┤ │ │ │ │ │ Cost │ │ │ │ │ │ │ │ │Cost │ │ per │ │Total│ │ │ │ │Cords│Cost │ per │Cost of│ mile │ │cost │ │ │ │ │ of │ of │mile │repairs│run for│Total│ per │ │ │ │ │fuel │fuel.│ run │ of │repairs│cost.│mile │ │ │ │ │used.│ │ for │engine.│ of │ │run. │ │ │ │ │ │ │fuel.│ │engine │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─────┼─────┼─────┼───────┼───────┼─────┼─────┼───────┼─────┼───────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├─────┴─────┴─────┴───────┴───────┴─────┴─────┴───────┴─────┴───────┤ │ RECAPITULATION, NO. 4. │ │ │ │ Same as 3; for passenger, in place of freight engines. │ │ │ │ │ │ │ │ │ └───────────────────────────────────────────────────────────────────┘

┌──────────────────────────────────────────────────────────────┐ │ A. AND B. RAILROAD. ANNUAL REPORT OF COST OF MAINTENANCE OF, │ │ AND WORK DONE BY THE LOCOMOTIVE POWER, ALSO THE COST PER TON │ │AND PASSENGER PER MILE, TOGETHER WITH THE NATURE AND AMOUNT OF│ │ REPAIRS, THE DIMENSIONS, & THE PRESENT STATE OF THE STOCK, │ │ 1856. │ ├──────────────────────────────────────────────────────────────┤ │ │ │ │ │ RECEIPTS, OR AMOUNT OF WORK DONE BY LOCOMOTIVES. │ │ │ │ │ │ │ ├─────────────┬────────────────────────────────┬───────────────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ Passenger. │ Merchandise. │ Mixed trains. │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┬─────┼───────┬───────┬───────┬────────┼───────┬───────┤ │ │ │ │ │ │ │ │ Cost │ │ │Cost │Freight│ Cost │Tons of│ │ │per ton│ │ Cars │ per │ cars │ per │freight│Cost per│Mileage│(gross)│ │carried│ car │carried│ mile │carried│ton per │ of │ per │ │ one │ per │ one │ for │ one │mile for│ mixed │ mile │ │ mile. │mile.│ mile. │freight│ mile │freight.│trains.│ for │ │ │ │ │ cars. │ │ │ │ mixed │ │ │ │ │ │ │ │ │trains.│ ├───────┼─────┼───────┼───────┼───────┼────────┼───────┼───────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├───────┴─────┴───────┴───────┴───────┴────────┴───────┼───────┤ │ RECAPITULATION, NO. 5. │ │Relative cost per equated mile of gross to net tons of freight│ │ carried. Relative cost per equated mile of gross to net tons │ │ of passengers carried. │ │ │ │ │ │ │ └──────────────────────────────────────────────────────────────┘

┌────────────────────────────────────────┐ │ A. AND B. RAILROAD. ANNUAL REPORT OF │ │COST OF MAINTENANCE OF, AND WORK DONE BY│ │THE LOCOMOTIVE POWER, ALSO THE COST PER │ │ TON AND PASSENGER PER MILE, TOGETHER │ │ WITH THE NATURE AND AMOUNT OF REPAIRS, │ │ THE DIMENSIONS, & THE PRESENT STATE OF │ │ THE STOCK, 1856. │ ├────────┬───────────┬────────┬──────────┤ │ Total │ │ │ │ │equated │Comparative│ Nature │ Present │ │mileage │ effect of │ of │condition │ │ of │ engines. │repairs.│ of │ │engines.│ │ │machinery.│ │ │ │ │ │ ├────────┼───────────┼────────┼──────────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├────────┼───────────┼────────┼──────────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├────────┼───────────┼────────┼──────────┤ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ │ ├────────┴───────────┴────────┴──────────┤ │ │ │ │ │___________________ │ │ │ │ │ │ Gen’l Superintendent.│ │ │ └────────────────────────────────────────┘

TELEGRAPH.

421. The magnetic telegraph has lately come into use as a means of communication along the lines of long railroads, and nothing serves better the purposes of adjusting the movement of trains, of transmitting orders, and of keeping the general superintendent informed at all hours, of the exact condition in detail of the whole road, and of all its trains. The following is extracted from Mr. McCallum’s Report, before referred to:—

“A single track railroad may be rendered more safe and efficient, by a proper use of the telegraph, than a double track railroad without its aid,—as the double track can only obviate collisions which occur between trains _moving in opposite directions_, whilst the telegraph may be used effectually in preventing them, either from trains moving in an _opposite, or the same direction_; and it is a well established fact deduced from the history of railroads, both in Europe and in this country, that collisions between trains moving in the same direction have proved by far the most fatal and disastrous, and should be the most carefully guarded against. I have no hesitation in asserting, that a single track railroad, having judiciously located turnouts, equal, in the aggregate, to one quarter of its entire length, and a well-conducted telegraph, will prove to be a more safe and profitable investment than a much larger sum expended in the construction of a _continuous_ double track, operated without a telegraph.

“Collisions between fast and slow trains, moving in the same direction, are prevented by the application of the following rule:—‘The conductor of a slow train will report himself to the superintendent of the division, immediately on arrival at a station where by the time table he should be overtaken by a faster train; and he shall not leave that station until the fast train passes, without special orders from the superintendent of the division.’ A slow train under such circumstances, may, at the discretion of the division superintendent, be directed to proceed. He, being fully apprised of the position of the delayed train, can readily form an opinion as to the propriety of doing so, and thus, whilst the delayed train is permitted to run without regard to the slow train, the latter can be kept entirely out of its way.

“NOTE.—In moving trains by telegraph, nothing is left to chance.
Orders are communicated to the conductors and engineers of the
opposing trains, and their answers returned giving their
understanding of the order before either is allowed to proceed.

“Their passing place is fixed and determined, with orders _positive_ and _defined_ that neither shall proceed beyond that point until after the arrival of the other; whereas, in the absence of a telegraph, conductors are governed by general rules and their individual understanding of the same; which rules are generally to the effect, that in cases of detention, the train arriving first at the regular passing place, shall, after waiting a few minutes, proceed cautiously, ‘expecting to meet the other train,’ until they have met and passed, the one failing to reach the ‘half way post’ between stations being required to back (always a dangerous expedient), and the other permitted to proceed; the delayed train being subjected to the same rule in regard to all other trains of the same class it may meet, thus pursuing its hazardous and uncertain progress during the entire trip. The history of such a system furnishes a serious commentary on the imperfection of railroad regulations.

“The liability to collision under the system referred to has prompted the invention of various expedients for suddenly arresting the progress of trains; and which seem to have been conceived under the impression, more imaginary than real, that the difficulties they were designed to obviate, are unavoidable in their character; but which may, by the exercise of ordinary care and the use of the telegraph, be subjected to perfect control. Some of these inventions undoubtedly possess sufficient merit to entitle them to adoption under any circumstances, whilst others, for the above reasons, are entirely valueless—indeed it is questionable whether a reliance on their use may not in many cases lead to danger, _by producing recklessness, and thus increase instead of diminish the evils sought to be avoided_.”

NEW YORK AND ERIE RAILROAD.

422. As a fine specimen of American railroad engineering, and American railroad management, stands the above-named line, extending from Jersey City to Lake Erie, at Dunkirk; embracing with its branches 496 miles of road, employing over 1,000,000 dollars worth of labor per annum, upwards of 200 locomotive engines, and about 3,000 cars; earning annually over 5,000,000, and expending 2,680,000 dollars.

The whole cost of the road up to September 30, 1855, was, with the equipment, nearly $33,750,000. There are 129 truss bridges, amounting in all to 15,692 feet in length; 64 trestle, stringer, and pile bridges, of 5,489 feet total length; 3 viaducts, of length 1,274 feet in all; 167 arch culverts, of from 3 to 30 feet span; 527 box culverts, from 1 to 12 feet span; 92 wood sheds, 14,200 feet total length; 435 buildings; 433 switches, of 387,914 feet available length, and 504,205 feet total length.

Notwithstanding the immense amount of business transacted by such a road, so complete is the organization and management of employees, that the general superintendent, sitting in his New York office, can at any moment tell, within one mile, where each car or engine is, what it is doing, with what loaded, the consignor and consignee, and the time of arriving and departing the several stations, and other trains; and thus at any moment may perceive and correct faults and remissness, and in reality _control_ the whole road.