Or from Erie to Philadelphia, via. Williamsport, thence down Or from Erie to Harrisburg as above, and from thence to The immense and decided superiority of the Sunbury and Erie route over the others, in consequence of its freedom from the necessity of frequent transhipments, will not be sufficiently appreciated by those not familiar with railroad traffic. A change of one ton of merchandize from one car to another, is about equal to the cost of transporting it for fifty miles. This may be regarded by many who have not reflected upon the subject, as an exaggerated estimate, but it can readily be verified. The cost of mere transportation, is from half to three-quarter cent per ton per mile, with ordinary gradients, and varying as the grades are more or less favorable, which for fifty miles is from twenty-five to thirty-seven and a half cents per ton. You will readily perceive that the cost of unloading one ton of merchandize from a car, removing it to another, and reloading it, cannot be much less, and this independent of the other considerations arising from the delay of the cars and of the merchandize, and the damage to the latter by the more frequent handling. What, then, is the distance, thus considered, from Erie to the two great Atlantic cities? From Erie to New York, via the New York and Erie Add three transhipments, at 50 miles each, From Erie to New York, via the Buffalo and Albany 507 miles. 657 miles. Add three transhipments, From Erie to Philadelphia, via the Sunbury and 428 66 It would seem to be unnecessary to pursue the comparison further, but there are other important advantages to which I will briefly allude. The ascending and descending grades on the three routes are as follows: These figures may slightly vary from exactness, but not sufficiently to affect results. If we assume the usual estimate, that a rise and fall of sixty feet is equal to one mile of distance on a level, and introduce into the calculation the equivalent of increased distance for each transhipment, we have the comparative total distance, actual and equated, as follows: New York and Erie route, Buffalo and Albany, Sunbury and Erie, - 868 miles, - 897 66 - 570 Thus, we see that in actual and equated distance, the Sunbury and Erie Railroad has an advantage of 298 miles, which at the rates of transportation (about 11⁄2 cents per ton per mile,) usually required for moderate profits, with a large traffic, is equal to $4 50 per ton, and a saving of at least thirty hours in time. I have made these comparisons, assuming that the Cattawissa route would be adopted, as I learn that this road will be completed at once. It is comparatively immaterial whether this line or the one to Harrisburg be selected, as the little increase of distance by the latter, is equalized by superior grades. I learn that apprehensions are entertained by some, that the trade may be diverted from Philadelphia, at Tamaqua, by the projected road from Tamaqua to Easton, and thence to New York. An investigation of this question will show these results, viz: From Erie to Williamsport, 4 feet 81⁄2 inches gauge, 240 miles. With one transhipment at Elizabethport. Thus, it appears that the distance from Tamaqua to New York is 138 miles, to which is to be added the transhipments, while from the same point to Philadelphia, with infinitely superior gradients, the actual distance is but 98 miles, leaving 40 miles in favour of the latter. This, you perceive, also shows the most important fact, that the Sunbury and Erie route to New York, is by these connections much superior to either of the existing lines, in the three important features of actual distance, grades, and the diminished number of transhipments. With the Sunbury and Erie Railroad, owned and controlled here, and with 40 miles of actual distance in our favour, surely our enterprising fellow-citizens will not fear the competition of New York, while to our capitalists the superiority of this route to that city over all others, gives a security for results immensely profitable. The foregoing statements have demonstrated the following facts, viz: 1st. That the Sunbury and Erie route is the shortest in actual distance between the Lakes and the Atlantic. 2d. That it crosses the Alleghany Mountains with better grades than any other line now completed or projected. 3d. That in equated distance, (allowing for transhipment, and rise and fall,) it exhibits advantages which defy competition. It has been a matter of astonishment to me, my dear sir, that Philadelphians have, for so long a time, exhibited so much apathy about this important work. The State of New York constructed the Canal from Buffalo to Albany, at a cost, to this time, of $25,000,000, and also made a gift of $3,000,000 to the New York and Erie Railroad Company, the completion of which enterprises, and that of the Albany and Buffalo line, has required an investment of more than $70,000,000, and still these works are among the most, if not the most, profitable in the country. My time will not permit me, and it cannot be necessary, to discuss at any length the importance of the trade, (now merely in its infancy,) of these vast inland seas. It is well known that even now it annually equals in value our national imports. What, then, is necessary to enable Philadelphia to share largely this great trade? Other capital and enterprise mainly have made, or will make, the lines of roads from Philadelphia to Williamsport, 188 miles, leaving but 240 miles of road to be constructed, (from Williamsport to Erie,) to give the best outlet for this vast commerce ever projected. At Williamsport we again meet other capital and railroads, extending to Elmira, and thence to Niagara, with a branch to Sodus Bay and Oswego, on Lake Ontario, thus opening to us, not only the trade of the West, but of Northern and Western New York. All that is required to accomplish these great purposes, I learn from you, is an investment of only $9,000,000, (with a single track,) which, it has been clearly demonstrated, will be a most profitable one, without reference to the immense indirect advantages which must inevitably accrue from it. If our citizens can be made fully to understand the question, and appreciate its importance, and the many advantages to be derived from a prompt prosecution of this work to completion, I cannot believe that they will longer remain indifferent to this great enterprise. I am, dear sir, very respectfully, your obedient servant, JOHN TUCKER. END OF LOCOMOTIVE AND PEDESTRIAN SKETCHES. NOTICES OF THE PRESS. PICTORIAL SKETCH BOOK OF PENNSYLVANIA.-This is the title of a work just published in Philadelphia, by WILLIAM BROMWELL, 195 Chestnut street. The author is ELI BOWEN, a gentleman well known in this vicinity, and whose abilities, as a writer, are highly appreciated. The mechanical execution of the book is excellent-it is neatly printed with small but clear type, is well bound, containing over 500 pages, royal octavo size, and is handsomely illus trated with over 200 engravings of the cities and principal towns of the State, objects of public curiosity, scenery, &c., besides Barnes' large State Map, the latest and best out. The work is divided into four parts, viz., the "Valley of the Schuylkill," comprising a general description of all the prominent attractions along the route from Philadelphia to Pottsville, and thence to Mauch Chunk, including the business of the Limestone, Lead and Coal Regions, the Reading Railroad and Schuylkill Navigation, Revolutionary Incidents, &c. "The Anthracite Coal Region," being a scientific treatise on the Origin and Nature of Coal, Fossils, Geological structure of Coal Basins, Ventilation of Mines, &c., together with a general history of Mining Operations, and various statistics of the trade; "Wyoming," and "Philadelphia to Pittsburg," in which appears a graphic description of one of the most beautiful valleys in the world, with its Revolutionary history, and notices of the Western Lumber and Coal trades, Iron Manufactures, Agriculture, &c. This comprehends a general and necessarily hasty outline of the book. It is written in an easy and interesting style, and will be found highly entertaining, as well as instructive. Perhaps no portion of the United States possesses so many peculiar and distinctive features of public interest as the Anthracite Coal Region of Pennsylvania. Mr. BOWEN has wisely made its history, business (mechanical and pecuniary) prospects, &c., a prominent topic that cannot fail to enhance the value of his book. We cordially recommend it to the patronage of our citizens.Miner's Journal, Pottsville, Pa. THE PICTORIAL SKETCH BOOK OF PENNSYLVANIA.-We have received from Mr. J. W. MOORE, Bookseller, 195 Chestnut street, this highly interesting and valuable work. The sketches are popularly written, familiarly describing the scenery, internal improvements, resources and agriculture of the State. The author is ELI BOWEN, Esq., and the publisher Mr. WILLIAM BROMWELL. We learn that five thousand copies of the work were subscribed for before publishing, and the expectations are that the actual sales will more than quadruple that number. The work is dedicated to JOHN TUCKER, Esq., the able President of the Reading Railroad Company, who is eminently worthy of the honour. This book, take it altogether, cannot but impart a better knowledge of the business, character and wealth of our noble old |