62 
COST OF CONSTRUCTION. 
The sum of ascents and descents upon the whole line amounts to 47,539 feet; which, with 
the full working power of the road developed, would he equivalent (according to the formula 
of Messrs. Latrobe and Knight) to 900 miles of level grade. With the amount of work, how¬ 
ever, estimated for the Pacific railway, the equated length, corresponding to the sum of ascents 
and descents, is supposed to he of little practical value. 
COST OF CONS 1 RUCTION. 
The various explorations that have been made under orders from the War Department, make 
it sufficiently evident that the country between the Mississippi river and the Pacific ocean may 
be traversed by several lines, which are not so unfavorable for the location of a railway as 
heretofore supposed. The closer the subject is examined, the less serious appear the obstacles 
to be encountered, so far as they relate to the local conditions of the grade, curvature, and the 
characteristics of the soil; but the hasty manner in which the explorations were necessarily 
made, precludes the possibility of forming a satisfactory computation of the cost of constructing a 
railroad upon either of the lines. With the preliminary reports of the field-work before them, 
practical engineers differ widely in the conclusions to which they arrive upon this point. It is 
natural, perhajis, that one, desirous of impressing the public with a conviction of the practica¬ 
bility of the route which seems to him worthy to be adopted—particularly if guided, in a con¬ 
siderable degree, by conjecture rather than computation—should base his estimates upon the 
most favorable terms, and undervalue the difficulties incident to the country to be traversed. 
On the other hand, looking only at the magnitude of the undertaking, and anxious to convey a 
just appreciation of it, it would be equally easy to err upon the side of exaggeration. Besides, 
engineers differ in their ideas regarding the character of the road to be constructed : some esti¬ 
mating for a single track, with light rails, and a narrow gauge ; others for a double track, and 
more expensive characteristics. Hence, when such varied estimates apply to different routes, a 
comparison of them affords no criterion for determining the relative merits of the lines proposed. 
It would be a source of regret to me if, through any neglect or error of judgment upon my 
part, a false impression should be conveyed to the department upon this highly important 
question. To avoid it as far as practicable, the data upon which the following estimate is based 
will be submitted, that others, with practical experience in railroad engineering, in which I am 
deficient, may re-examine the details, and correct the errors which may be made. 
The principal streams for the transportation of supplies, in the construction of a road, are the 
Arkansas and Canadian rivers upon the eastern division, and Bio Colorado and San Joaquin 
upon the western. The Colorado would doubtless be navigable to the Mojave village, for 
steamboats of light draught, for the greater portion of the year. The Canadian could be navi¬ 
gated in like manner, certainly, to Beaverstown, about 200 miles w r est from Fort Smith, and 
possibly, during the wet season, a considerable distance beyond. The main depots, therefore, 
for supplies, would be at Fort Smith and Beaverstown upon the east, and San Francisco and 
Mojave village on the w^est. For the distance within the two interior points—1,200 miles—it 
would be necessary to rely mainly upon land transportation. 
For the preparation of the road-bed, parties might, with advantage, commence operations at 
each of the four points above mentioned, and proceed also east and west from Bio Grande. In 
distributing the iron, and laying the tracks, it would be economical to work from the main 
depots only, that the road itself may bear the chief burden of the land transportation. Pro¬ 
gressing simultaneously from Beaverstown and Bio Colorado toward the interior, and laying 
tracks at an average of half a mile upon each side daily, it would require about three and a halt 
years to effect a junction. 
In the following estimate of the cost of construction, less expensive characteristics are assumed 
than those upon which the. estimate in my preliminary report was based. The weight of rail 
is reduced to 75 pounds per yard. A single track, with sidings, is substituted for a double 
