Constitutional Whig. [volume] (Richmond, Va.) 1824-1832, 1831-03-04

along the river bottom lands. the expense of the
nal would exceed that OF the rail road from 25 TO so
per cent
In relation to other routes Until we have definite
calculations for greater variety OF instances in this
country, than yet able to lay before the pub
lie IN relation TO tins question:, we can only oiler
opinions upon the limited data within reach.
In the report of the u S. Board OF Internal I'm |
provcment, the cost of constructing the Chcsa peake
and Ohio canal from Georgetown to Cumberland, as
estimated at about S. 600 600. 1t Is true other
Inmates have since been made reducing the amount
perhaps to about So 100000. But it understood
that far the construction of that work has been
prosecuted, the latter estimate has been found to be
wholly inadequate, and am of opinion that unless
the dimensions shall be contracted, the work be
made less permanent IN s character the estimate
first mentioned will not be far from the amount which
that work will have actually should it be COM
pleted to Cumberland l, is confidently believed that
the cost of the ral road TO Cumberland inclusive of
the extraordinary expense of that portion of it be-
tween Baltimore and Ecotts Mills, will not exceed
s., 100000.
The estimate made by the same Board for the en-
tire canal from Georgetown To Pittsburg, amounted
to about Sa200U,0O. Ii is conceived, that the
OF the rail road would not be half of this amount;
and It might not exceed third of il. The stupen-
dous reservoirs anu tunnel and the numerous locks
which have been considered necessary III crossing
the mountains on the middle division Of the canal
would be dispensed with in of rail road and
the comparatively insignificant expense OF inclined
planes and stationary steam power, substituted.
1t Ia believed that the expense OF constructing
Canal from Baltimore to the Point of Rocks would
be double what the Rail Road between the same
points will cost.
! Tae estimate reported by Or. Howard for Canal
from Georgetown, ID. G. to BALTIMORE the length
being As 81 miles, amounted to about $500 900
II Is not doubted but that the half of this sum would
be more than ample for Rail-Roud
Upon the whole, infer, that over rough and DIFF
hcult grounds, yet such as have been pronounced
practicable for Canal, the cost of the Canal would
be about from SO 100 per cent more than that OF
ILL TN he ,rI,
works may be expected 10 be made such grounds,
aud the latter TO have double set of tracks-and
that on the most favorable grounds which the coun-
try affords for such works. the of expense III Y
be expected to vary from equality 10 so per cent
i'll favour of Rail Roads.
| Second. Facilities IF Consiruction-The answer
to this point OF the enGu ry may be considered as
almost included in the preceding one. 1t NAV how
ever, be added that by reason Of the supply of
necessary TOR Canals, their number eX.eut and loca-
lily, will necessarily be much more limited than
Railways 1t may also be recollected, that the
mInlmuR discharges Of running streams become less
as the country advances in Agriculture and Manu-
featuring Improvements.
Rail Roads be constructed advail.ageously
over considerable variety of inclination and char
acter of surface impracticab!e for Canals and their
branches be made TO penetrate the plens and de-
lilies OF mountains where lockage would be very
great and the supply of water for Canals totally III
sufficient, but where extensive Iron and other Manu-
featuring establishments may be located.
Third. Benefits to Tie State and ADVANTAGES to The
CHtSens The benefit and advantages both 10 the
state and TO the citizens composing it, it is conceiv-
ed will be greater from the Rail Road than from the
Canal system.
The following observations are offered in suonort
Of this opinion. -
The capital invested in given line af Railroad
and OF Canals, will N case be greater IA the first
aud will often be only half of, what the latter re-
Quire, whilst the speed on the former NAV be four
INES as great the latter. The resistance from
friction Is equal through equal spaces whatever NAV
be the velocity The resistance of fluids accustomed
from body passing through them, Is rather more
than III proportion to the squares of the velocies Of
the body IN motion, whether it be- boat or car and
as the density of water that the air as 500 is TO
l. therefore tle resistance from will be 500 times
greater than the resistance from the atmosphere
with an equal VELOCITY. 1t is not likely, therefore
that velocItles rail roads will often be so high as
TO require calculation for atmospheric resistance
whilst the law by which the resistance of fluids i'll
creases, causes that resistance, in medium so dense
as water, soon TO be equiibrio with any impcllInD
power which can be employed.
The force of the wind and the steam has been the
most successful IN propeug vessels upon water but
the maximum velocity under the most fayourabl cir
cumstance (not in Canals, butl in seas BAYS and
large rivers, IS not known TO have exceeded 10 miles
per hour, whilst Rail Way, in the present ve,
almost infant state, of that kind of Improvement
more than four times that velocity is known to hava
been attained.
The inference therefore is, especially f Canals
are included, that losomoon, upon land by means of
Ral-Roads Will take place with quadrupe the vsloci.
ty than can possibly be attained upon water. Isav
possibly, for if any should say he marines inn
provements will yet be made in the CONVEYANCE IN
on water, answer, that the probability is much Grea
ter that further Improvements will vet be maIo in
the conveyance upon land. The law of resistant, s
decisive of this matter, and being law of Mature
1t must always continue TO operate.
Seeing therefore that the capital invested will no
less, and that the celebrity and ease of movement will
be vastly greater on Rail Way than on Canal
and supposing, which will not be doubted when ,bs
velocity sconsldered that the capacity of Rail Way
Will be ample for all the wants Of trade and ;otc2
course, what con prevent tie advantages of n Pail
Way being as great, nay, greater, to the State and
to the community, than those to result from Ca
nal? "' va
1t Is said that goods can be conveyed cheaper on
canal 1T may be remarked, that the abundance ofi
tue in this country will always give to steam mo-
terence as the cheapest moving power, and tbo, /
tins agent will secure to Railways their fall Of.
fect, and cannot fail to place them preemnent !
above all other modes Of inland communication. A
Locomotive Engine and its train conveying 80 tons
OF goods 20 miles in day, would cause daily cv
penSe OF about $40. This would be 5000 tons con-
veyed one mile for 1000 cents that is at tho rate s
2'o or little over Ia Of cent per ton per mile rho
operation OF the Locomotive at Charleston. s G, /
VIII justify this conclusion without reference 70 ,b,
has been deTnOnsl in w ''''UN {