268 PROCei:DINGS 0]? TH^ 



district is very knotty, and, further, it is not suitable 

 for cross ties until it be treated to improve its lasting 

 qualities. All the balance of the road is in territory 

 where both white oak and chestnut oak is indigenous, 

 and up to quite recently all the cross ties that have been 

 needed have been obtained within moderate hauling 

 distance from the railroad line. 



The class of ties that have been obtained to date 

 have been of a high grade. After a time of careful 

 watching extending over a period of twenty years, it 

 has been found that the life of these white oak and 

 chestnut oak ties has averaged about nine years. 



This railroad is, therefore, a road presenting prob- 

 lems that are common to many other roads, and the 

 above question can be, in part, answered by using it 

 as a typical case. 



At the present time the main line is 1,543 miles; 

 branches, 226; second track, 150; sidings, 652; total 

 mileage, 2,571. The average requirements in oak ties 

 per year for renewals are three-hundred and ten (310) 

 per mile, aggregating in round numbers eight hundred 

 thousand (800,000) per year. At prevailing prices 

 eight hundred thousand (800,000) ties cost per annum 

 about three hundred and fifteen thousand dollars 

 ($315,000), which is shown to be about fifteen per cent. 

 (15) over the cost of a like number ten years ago. 

 This total figure is far below what some railroads less 

 fortunately situated must pay for a like number. 



Both chestnut and oak timber is of such slow growth 

 that we cannot for a moment consider the attempt to 

 cultivate it for tie timber. While oak will naturally 

 grow for the whole length of this and other railroads, 

 largely by self-sowing, if the soil is left idle, we cannot 

 count on that method to secure timber for many years 

 to come in view of the great expansion in lumber 

 industries adjacent to railroads. 



