29

Dinference between the value of new iron in Phil­ adelphia and old iron on the ground, per ton, $ 35.00

The cost of changing the iron track of the road will then be asfollows:

Seventy-one tons of iron, taken up and put down, at $ 26.75 § 1900Difference between seventy-one tons of new ironbought, at S 60, §4260 2485

And seventy-one tons of old iron sold at § 25 1775

Seventy-one tons of new iron transported to, and --

distributed along the line, at S 5 355

Cost per mile of changing iron, g 4740

This stun of S4740 will be the amount due to the trade which willdestroy the iron, or vender it unfit for safe usage. 1 know of no ironwhich has yet withstood the action of a million tons; and I know ofno iron of 50 lbs. or less, that is likely to resist that weight. If weconsider the rails of the Heading Iload to be capable of that effort,then we shall have 4$ mills per ton per mile for the value of the irondestroyed by each ton of coal descending the line—or 41J cents perton for the whole distance of 94 miles. By adopting the rates ofspeed of the Stockton and Darlington Road, it is probable that thecost of the iron could be brought down to 50 cents per ton, or nearthat limit; but if the company adopt the heavy cars, (7j tons whenloaded) and powerful engines,and heavy (rains now contemplated, andcontinue the high velocity now permitted, the destruction of ironwill probably be scarcely compensated for by seventy-five centsper ton. This is a calculation from such data as we are able to ob-tain. But was there ever a calculation of such work, which wasnot exceeded by the practical result ? One of the data assumes thatthere will be as many tons of iron to sell, as were originally bought.But the weight will not hold out. It is useless to inquire why ; yetwe cannot spread 70,000 bars of iron along a road 100 miles inlength, and beat them and roll them for one or two years, and then col-lect it all again. This is a practical difficulty which must always be en-countered under such circumstance. The calculation assumes that itwill all be collected; and, besides, that the 140,000 bolts, and the70,000 chairs to be distributed and replaced, can likewise be foundagain.

Many visionary estimates have been made on this head, by partiesof little experience in the handling of heavy materials, and in the performance of mechanical work ; but the following practical facts are agreat deal more forcible, and will be found to furnish data which canbe applied with much more certainty than any speculative estimatewhatever.

The South Carolina rail road was opened in the year 1833 ; thetrade averages about 25,000 tons. In the semi-annual report forDecember 31st, 1838, five years after the completion of the work, wefind the following:—“ deduct the following expenditures, as beingrather for permanent improvement than current expenses, viz •Machinery, $ 26,888 12

Spikes, 4,5S2 34

New rail iron , 3,940 00 &c.