The early reports of these engineers to the directors of the Western Railroad show an exceedingly thorough appreciation of the complex problem presented to them, and a much better understanding of the principles involved in establishing the route than seems to have been shown in many far more recent works.  In these early reports made in 1836 and 1837, we find elaborate discussions as to the power of the locomotive engine, and a recognition of the fact that in comparing different lines we must regard the plan as well as the profile, “as the resistance from curves on a level road may even exceed that produced by gravity on an incline;” and in one place we find the ascents “equated at 18 feet, the slope which requires double the power needed on a level road,” resulting in a “virtual increase.”  We find also a very clear expression of the fact that an increased expenditure in the power needed to operate the completed road may overbalance a considerable saving in first cost.  To bear this principle in mind, and at the same time to work in accordance with the directors’ ideas of economy, in a country where the railroad was regarded very largely as an experiment, was by no means an easy task.  The temptation to make the first cost low at the expense of the quality of the road in running up the valley of Westfield River was very great, and the directors were at one time very strongly urged to make an exceedingly narrow and crooked road west of Springfield; but Major Whistler so convinced the President, Thomas B. Wales, of the folly of such a course, that the latter declared, with a most emphatic prefix, that he would have nothing to do with such a two-penny cow-path, and thus prevented its adoption.

Mr. Whistler had many investigations to make concerning the plans and policy of railroad companies at a time when almost everything connected with them was comparatively new and untried.  When he commenced, there was no passenger railroad in the country, and but very few miles of quarry and mining track.  If at that time an ascent of more than 1 in 200 was required, it was thought necessary to have inclined planes and stationary power.  It was supposed that by frequent relays it would be possible to obtain for passenger cars a speed of eight or nine miles an hour.  Almost nothing was known of the best form for rails, of the construction of the track, or of the details for cars or engines.  In all of these things Major Whistler’s highly gifted and well balanced mind enabled him to judge wisely for his employers, and to practice for them the truest economy.