Richmond enquirer. [volume] (Richmond, Va.) 1815-1867, 1815-12-12
FOR THE .EN1QUgRER.
on R.aIL-J::qYS, or, R.4L RoaDs.

ON R.3IL-G.lYS, Or, R.fLL FOODS.
As the subject ofG communication 6e:7recn the
eaters Of JuneS- River, e The Fails ofihe Reta4V
Aa will probably be brought before tie Legislature
during the present sessiop-And, as a Railway is
deemed by some, the most eligible mode Of effecine
that cnmmunication-A few remarks relative 10
the mode 'fconsiructing and the advantages of such
roads, may not be anss, particularly the subject
l. entirely new i'll this country
Railroads are constructed rs tha. The wheels
oil Carriages passing upon them, will run upon wood,
stone or iron. These materials, from their hard
ness, allow noiSlpTesson 10 be made BY the wheels
ano consequently, the road is horizontal no ercsteI.
power wiii be required 10 move Carnage upon
such Road, than that necessary TO overcome the
friction OF the wheels on their axles, and the mere
Vis inei1ia.
The first Railroads were made If wood, and
where timber Is abundant, may be made at small
cxpencs but such roads, in consequence OF the
friction OF the wheels brusos the wood, and there
by admitting moisture, which hastens iis decay, re-
qiire trt quent renewal AID repairs
Stone Railroads have been tried. and found not
to answer SO well Woodland beth have given
place TO those of IRON
lion railroads of two kinds viz corcave
ana cohiteT. Upon conceive Railway, the wheel
runs in an iron trough, the sides al which are raised
from to inches. Upon such a roat the COM
moa wheels now in use, cam be EMPLOYED But
unless the trough in which tie wheel rams is raised
considerably above the level OF The path or road
upon w''icn the horses walk, il il liable TO be OBJ
sructed by gravel and dirt falling intoit which great
~ increases the friction and the resistance. And
1t Is raised much above the level OF the road it is
attended with these ccon, euienccs, that no Carl
ages can cross The Road, and If the wheel should v
accident be thrown out Oh the trough, it is mpos-
sible to regain il.
10 avoid these and other Inconvenience. tbs,
conveT RAILROAD las been substituted. Ia sueI,
hoaqs, tue upper surface OF the I'0u-IDdy upon
which the wheel runs, is ridged, or corner Ard
upon such road, tie circumf renee, rim or tyre
& the wheel used, must be C0Hca1,e, so as 10 Dre
vert 1t from easily slipping OF the iron way The
co'lteT rail may he laH nearly upon level with
the pathway, without being liable to be cloeged by
gravel and dirt, as rom ITS shape nothing lie up
it.
In both the coVcave and convex railways, The i
ron upo' which the wheel is 20 run, is cast in pil-
ccs three feet long, and Of soldry sufficient t, b ar
the weight intended to pass them. Blocks of
stone are ilxed IN the ground the distance OF one
yard from each other, and the ends Of the iron bas
o rais, are let into and rest upon these blocks ii
must be evident that there must be two Of these rails
parallel TO each other, 10 accommodate the o2po-
site wheels of the Carriage. And such road, on
" pernlttng Carriages to 60 in the same dircc-
ton, one following another, is called single rood
A do"6e rodd, having four rails parallel to esci,
other, admits Carriages to pass in opposite direc-
ions, Keeping upon opposite sides Of the road
In England the iron rails used, weigh from Is IN
50 lbs for each yard a lengtI--taking so lbs IA a
medium, each mile Of single road would require
hotqute AZ tons
And double road would require % to,s.
In This couiiry, however, where timber is Of lit
tie value, there is to believe, that Rail-
Road constructed partly Of wool and partly Of iron.
would he more eligible. The WAYS upon which
the wheels should run, might be laid OF timber four
inches Tuck, upon which may be nailed triangular
bars q cast iron, the bases ofwhch should be two
llatH Il gt...f g..
bar would be prismatc, or three sded
Each yard Of such iron wsuld weigh about 10 H.
consequently, each yard of double road would re-
qmre 10 ID. or abont 81 tons ofiron per mile The
timber would cost no than the labour of
iashioning and laying it down
he cost o graduating aud making The road. can
notbc estimated without knowledge ofthe conn
try, and the obstacles 10 be surinounted. In En-
gland, where the ground stolerahly favorable and
niaterias convenient, single Ra-Road costs from
yuO to lOOOl sterling, or from 1000 to Si4At per
mile, exclusive Oi bridges culverts or deep cuttings
The difference Of the level from fie moptl, Of
Towards Creek, on tie Greenblicr RIVER and the
Falls OF the hcuaNhs, IS 1900 feet, or II feet per
mule. roa1, therefore, pursuing the course of
the River, would have descent ,yrstwafdly Of 10
ieet per mile, and q similar ascent in travelling In
the east. In England, the Rai-Roals vary from Sc
70 Z'D icct per nile. One horse will draw up tie.
former scclivy, five tons, and three tors up the lat
Ter. There eau be no doubt, that where Tie ascent
- only ~ feet per milo, the same horse could draw
or 10 TINS. But admitting that one horse will
only draw up such roada loalof tons, OF 1 ,OOOib
w',! enable US to Form sime idea ofthe price for
Which 10 H.. weight may be TRANSPORTED r.o, ,,,.
Falls oitIe kenawha 10 the mouth Of Dunlop' creek
or J"'ncs River, computing the distance at i2O
Upon sucb rail road, one driver attends 20 three
1'Fsrs Hnu Their several Wagons. Allowing l,erc-
'"' - per day to be reasonable compensation for
fItsfn SOC. a
J'uraey o. 20 mites Tn require days the cbarre
,or t'e transportation OF the three loads OF oOo
lbs eseh $1,000 lbs. wouId only cost $40, which
IS not qafe equal to ~ cents per iOO lbs
Upon 'Eese i'or roads, instcad orone large wac
gov, ssFeI>' smSli ones linked together, are used
And rs tn nature of tic esnnod s,ev nreve,, :, re-
s'' F'J sralratsi road, iicioied fumes ssc used,