Lancaster gazette. [volume] (Lancaster, Mass.) 1828-1830, 1829-02-10

over canals for where the rails are strong
and the wagons light, the rapidity of con-
veyance may be conceived TO keep pace
with the impelling power of steam. The
value of the economy of time is measured
and proved by the vast exertions used and
sums expended in Britain to accommodate
the publick, and the ample harvest reaped
by those, who best fulfil its wishes in this
respect. In this commercial country the
economy of time, and that of po.cer is felt
to be the same thing; and the numerous
carriages established in England to convey
goods at speed, shows that the rapid convey
ance is not confined to passengers alone.
From the obstacles above mentioned, then,
however managed or improved, we can new
er much increase the present rate of motion
on canals, which must ever form slow
mode of conveyance, Independently of its
other advantages.
"The facility with which temporary rail-
ways may be laid for short distances from
manufactures, granaries, and other works,
to communicate with great publick lines of
railways in their neighbourhood, is another
advantage belonging to the railway system ;
| for the expense of canal branch would in
almost all cases, be much greater than any
temporary or private object would repay
while branch railways would, when in gen.
eral use, become readily saleable after the
local object was obtained, and the principal
Eexpense incurred would in may situations
be merely that of laying and forming them
into road. When branch railways are
connected with canals, much labour is lost
in loading and unloading, besides damage
occasioned by these operations to the arti-
cles conveyed.
Railways, again, will benefit by every
improvement in the use of the steam engine,
may be used in all situations where any
mode of conveyance is possible, and in
practice give about double the despatch of
canal conveyance without increasing the
working power. Indeed the anticipation of
speedy adoption and general use of steam
conveyance on railways of iron and stone,
would seem at present far more natural, and
likely to be soon realized, than was inlagin-.
ed but very few years ago, owing to the
projected revolution now going on by the
use of steam in the coasting trade.
"Under all circumstances, it is found
that horse works only with about three
times the load upon canal that he does on
a well constructed level railway, which is
now sought after as the highest improve
ment of which the interiour communication
of country is susceptible. In proof of
this we further notice that one person is
sufficient to conduct the horse-load upon a
railway, while three individuals are general
ly requied for the same purpose upon canal
We may also mention that inland navigation
is subject to interruption by the frosts of
winter and the drought of summer. The
NonPoAo'AfC AoSAiity VI lodulLS uHu us
charging is likewise much in favour of the
trafick on a railway; while nearly thessame
proportion oflabour in the trackage of emp
ty or return boats and wagons is incident to
both. Without calculating on the immense
loads, extending to fifty tons, since this
article was written to ninety-four tons
which have been tracked by the steam wag-
on, or of thirty tons and upwards, which
have occasionally been moved by the horse
upon level railway, we can state that an
active horse weighing ten cwt. conducted
by only one man, upon well constructed
level edge railway, will work with ten tons
of goods. In the same manner we may
take thirty tons as employing the effective
labour of one horse and three persons upon
canal; from which it will therefore appear,
that the expense of trackage per ton is
pretty much the same in both systems, while
the first cost and consequently the toll of
dues must be greatly in favour of the rail-
way. For very weighty and bulky goods
the canal is allowed to be more suitable !;
yet in practice many such articles may be
so placed as to bear upon the wheels of more
than one wagon on railway. Upon the
whole we are of opinion, that in every case
it is better to construct railway than a
small canal, excepting where the union of
similar works is to be effected. The case
is ditierent-where il IS intended to transport
seG-born ships across country, from shore
to shore, as on Forth and Clyde, the Crinan
and the Caledonian canals in Scotland
no BE Continued