36 iu-].i.i:tix !2o7. r. s. hhpaktmknt or AdRTcui/rrKK. 
(7) Artual cosi tor repairs inter the flood has subsided, 
i <i ) Ballasting track. 
i 6) Relining track. 
(c) Resurfacing track (on account of wet fill and settling, track may 
require resurfacing and relining many times). 
{d) Repair of slides and washouts. 
Under "increased efficiency" it is more difficult to establish costs from the 
hooks of the company, hut we can get an estimate of the following: 
in Cost of using foreign tracks. 
cm Extra expense of train crews, passenger and freight, in derour- 
ing. 
( b) Fuel. 
(0) Damage to equipment on account of difference in grades and 
curvature on foreign tracks. 
id) Payment to foreign road on account of use of track. 
(2) Damage to equipment operating on wet track. 
(a) Slow orders, stopping and starting trains. 
(.".i Damage or loss of train equipment on account of low joints and uneven 
track. 
(4i Longer life of ties, fences, posts, telegraph poles, piling, wooden cul- 
verts, and other timber. 
(5) Maintenance of fewer and smaller culverts. 
(6) Removal of aquatic rodents which burrow into and honeycomb road- 
beds in the vicinity of standing water. 
(7) Solidity of the roadbed and prevention of settling. 
(8) Prevention of the absorption of water by the roadbed. 
(9) Less damage or danger from aeaving of track caused bj freezing of a 
wet roadbed. 
(10) Less liability of sinking when the roadbed thaws. 
til ) Elimination of bridges, trestles, and culverts no longer needed. 
The speculative benefits, which may be larger than the tangible, but harder to 
establish in court and to capitalize: 
( 1 ) Element of risk. 
(a) Danger of loss of life and property from operating trains in high 
water. 
( '1 1 Protect inn to freighl stored in yards. 
(.". ) Loss for delay in mail service. 
(4) Loss on perishable freight. 
(5) Protection by reason of prevention of erosion and cutting of fill and 
track. 
(6) Risk in running trains over strange tracks, using strange signals, pos- 
sibility of derailment or collision. 
(7) Loss of freight and passenger business. 
(8) Loss of business which would have to be refused because of flood con- 
ditions. 
(9) Benefits derived from the increased prosperity of the community. 
i pii Loss of reputation as a safe road by passage of trains over overflowed 
tracks. 
ill) Possibility of construction of second, third, or fourth track and gen- 
eral betterment under better physical conditions. 
(12) Loss of freight terminal yards. 
.V drainage engineer says that benefits to railroads may be divided 
into increased physical efficiency and decreased maintenance costs. 
Onder increased physical efficiency the main item is the ability to 
drain borrow pits and lower tin 1 water table in the fills, thus doing 
away with soft track'. Onder decreased maintenance charges the 
chief item is due to the possible omission of timber structures, such 
as bridges and trestles. 
A railroad engineer fails to find any benefits reducing maintenance 
or increasing efficiency of the trade, aside from flood protection, and 
further says : 
