TABLE OF LENGTHS, ETO. 31 
A. 
Table showing the lengths, sums of ascents and descents, equated lengths, cost, &e., of the several 
routes explored for a railroad from the Mississippi to the Pacific. (For the grades, see the 
profiles accompanying the report.) 
Sterile region. 
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Miles.| Miles.| Feet. | Miles. Feet. 
Route near 47th and 49th | 1,445] 1,864/18, 100) 2,207/*#130,781,000| 374! 1,490} || 1,000) 470} 580) 720) 130) 97) 28)...|... .| 6,044) Tunnel at ele- 
purallels, from St. Paul van of 5,219 
to Vancouver. feet. 
Extension thence to Seattle|...... 161] 1,000} 180) *10,090,000} 161],... ...] ....... 161 
Route nearthe 41st and 42d | 1,410] 2, 032/29, 120) 2,583! 116,095,000) 632} 1,400) |j 1,100} 180) 170) 210) 160/580/2=5/270) 107/20). .| 8,373) 
parallels, via South Pass 
trom Council Bluffs to 
Benicia. 
y Route near the 38th and| 1,740) 2,080/49, 986] 3,125\Cost so great) 620) 1,460} || 1,100) 340) 276) 165) 348)466)170) 60/155,80/2010, 032) Tunnel at ele- 
39th parallels,from West- that the road vat'n of 9,540 
port to San Francisco by is impracti- feet. 
the Coo-che-to-pa and cable. 
Tah-ee-chay-pah Passes. 
The same, from Westport} 1,740) 2,290|56,514] 3,360)..,..do.....| 670) 1,620] 1,100) 275) 308) 190} 143)725)284)110/155 80 20:10, 032) Tunnel at ele- 
to San Francisco by the vat?n of 9,540 
Coo-che-to-pa and Ma- feet. 
delin Passes. 
Route near the 35th paral-| 1,360) 1,892/48, 819] 2,816) + 169,210,265| 416] 1,476} 2,300) 305) 347) 260) 185/160)305/235) 95 ..)..| 7,472 
jel, from Fort Smith to 
San Pedro. 
Branch road to San Fran-}......] 406] 7,500) 506) 19,935,000) 322) 84)........| 290] 10) 72) 35) 
~  e1seo, from the Mohave 
river. 
Route near the 32d paral-| 1,400] 1,618|32,784] 2,239] 68,970,000] 408} 1,210) 2,300) 485) 300) 100) 170/503) 60}...)...)..)..| 5,717, 
Jel, from Fulton to San 
Pedro. 
Extensionto San Francisco}......| 440/10,150) 632) 25,100,000) 376; 70) ..00e20/9290) 50) 65) 35 
REE EEE Eee 
*These are the estimates of the office, those of Gov. Stevens having been brought to the same standard of increased cost as the other routes, 
and his equipment reduced to that of the other routes. His estimates were $117,121,000 and $7,030,000. 
+ Supposing the route to be a straight line, with uniform descent from the Un-kuk-oo-ap mountains (near Sevier river) to the entrance of the Tah-ee- 
chay-pah Pass, the most favorable supposition. < 
t This estimate for the route near the 35th parallel is thought to be largely in excess. 
|| These sums do not include the areas of cultivable soil as far west as the Cascade and Sierra Nevada mountains, 
The sum of the minor undulations (not included in the sum of ascents and descents here given) will probably be greater for the route of the 47th 
parallel than for the other routes ; that for the route near the 32d parallel will probably be the least of all. 
With the amount of work estimated for the roads in this report, the equated lengths corresp nding to the sum of ascents and descents has but little 
practical value. With a full equipment and heavy freight business, the sum of ascents and descents becomes important. A comparison of the degree 
of curvature of the routes cannot be made. 
NOTE TO TABLE A. 
The sum of the ascents and descents given for the various routes, does not take into con- 
sideration those minor undulations which sometimes largely increase the aggregate. 
I think it probable that when detailed surveys are made, it will be found that this sum for 
the route near the 47th parallel will be more increased than those for the other routes, and 
that the sum for the route near the 32d parallel will be less increased than the others. 
The equated lengths corresponding to these sums, may give erroneous impressions. If 
the loads to be habitually carried over the roads are within the power of the engines over 
the greatest grades proposed, then the sums of ascents and descents really have little meaning 
or value. The wear and tear of rail and machinery, and consumption of fuel, would be some- 
what greater on the road having the largest sum; but the difference would not be worth taking 
into account, unless there was an equality in all other respects between the routes. 
If there are some grades so steep as to require the division of the loads habitually carried 
over other portions, the cost of the extra locomotives, and of working them over those portions, 
will show the extent of the disadvantage and yearly cost. 
