it will connect with radiating roads, which have previously been alluded to, all of which will create and furnish a trade of itself vastly important and substantial. A region of country which teems with coal and iron, with timber and agricultural resources, is alone capable of furnishing trade worthy the attention of our commercial metropolis.

It is worthy of remark that, while this road would redound so largely to the prosperity of Philadelphia, an important incidental benefit would accrue to the city, in consequence of the lands which it owns on the Sinnemahoning. The value of these lands would probably be trebled and quadrupled by the construction of the road, while the whole increased value throughout the line, would more than pay all the cost of its construction and complete equipment! Ole Bull, in view of the value the road would give his lands, in Potter county, has subscribed some $60,000 worth of the stock. What sum has the city of Philadelphia subscribed-four millions or one million, or 00,000? My friend, I am done. Give us your . Farewell.

MR. TUCKER'S LETTER TO CHRISTOPHER FALLON.

PHILADELPHIA, Nov. 27, 1852. Christopher Fallon, Esq., President of the Sunbury and Erie Railroad Company.

DEAR SIR--I have your note of this morning, reminding me of my promise to give to you the views which have occurred to me with reference to the prospects of the Sunbury and Erie Railroad Company. I regret that I have not the time to work out the project as fully as it would otherwise afford me pleasure to do.

The importance of the work may be brought before the public in two distinct aspects; one, with a view to demonstrate its value to the trade and commerce of Philadelphia, and the great enhancement in the real estate in the city and county, and along the line of the road, which I believe would exceed materially the whole cost of the work; and the other, regarding it merely as an investment for capitalists. Either, in my judgment, is sufficient to justify the immediate construction of the road, and when combined, they seem to be perfectly resistless, and such as to induce all interests to embark eagerly in the work of securing, without further delay, the immense advantages it will unquestionably produce.

I regret that my time will not enable me to trace the progress of New York and Philadelphia, from the period when the latter had the ascendency in commerce and population. I think it would appear that the change in the position of the two cities is greatly to be attributed to the early connection which New York secured with the trade of the Lakes by her canal, and which has since been perfected by her Railroads. The growth of the cities, towns and villages in Northern New York, which has been greatly influenced by these facilities for transportation and travel, has been most marvellous. I refrain from the comparison with Northern Pennsylvania, which is vastly richer in mineral and agricultural wealth. But you do not desire, I know, these generalities, but rather my judgment upon those points which my experience may be supposed to render it of value.

The city of Erie, in our own State, is admitted to be the best harbor on the Lakes. It is the proper point from which to base our calculations, as here the various lines of Railroad diverge with their different gauges, viz: to Ohio and the great West, with a gauge of 4 feet 10 inches, to New York with a gauge of 6 feet, and to Philadelphia (for in the argument I will assume the Sunbury and Erie Railroad to be made, and see what it can do in the competition for the great trade of the West,) with a continuous gauge of 4 feet 81⁄2 inches.

I will now consider the advantages and difficulties of these three main Railroad routes, from Erie eastward :

"Suffern's to Jersey City, by Patterson, now Union Road,

6 feet guage,

"Jersey City to New York, by ferry,

with three transhipments, viz., at State Line, Dunkirk, and Jersey City.

with three transhipments, viz., at State Line, Buffalo, and Albany.

3d. Sunbury and Erie Railroad route,

From Erie to Philadelphia, 4 feet 81⁄2 inch gauge, the entire
distance,

viz., from Erie to Williamsport,

". Williamsport to Tamaqua,

66 Tamaqua to Philadelphia,

428

Or from Erie to Philadelphia, via. Williamsport, thence down
the Susquehanna to Harrisburg, by Harrisburg and Lan-
caster and Columbia Railroads,

Or from Erie to Harrisburg as above, and from thence to
Philadelphia through Reading, by the proposed Lebanon
Valley Road,

437 miles

- 444

205

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 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 citics?

From Erie to New York, via the New York and Erie
Railroad, actual distance,

Add three transhipments, at 50 miles each,

- 507 miles.
- 150

66

657 miles.

From Erie to Philadelphia, via the Sunbury and
Erie, Cattawissa, Little Schuylkill, and Reading
Roads,

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:

New York and Erie,

Buffalo and Albany,

Sunbury and Erie,

12,675 feet,
11,200
8,560

66

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:

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 8 inches gauge,

- 240 miles.

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.