Daily Richmond Whig. [volume] (Richmond, Va.) 1828-1831, 1831-03-04

along the bottom lands the expense of the en-
nal would exceed that of the rail road from % SO
per cent.
In relation 10 other routes Until We have definite
calculations for greater variety of instances in this
country, than are yet able to lay before the pub
lie IN relation to this question, can only offer
opinions upon the limited data within reach.
In the report Of the U. S. Board OF Internal I'm
provement, the cost of constructing the Chesapeake
and Ohio canal from Georgetown to Cumberland, as
estimated at about So 100000. Ii Is true, other
Inmates have since been made reducing the amount
perhaps 20 about SIS 900 900. But It Is understood
that so Tar as the construction of that work has been
prosecuted tho latter estimate has been found TO be
whoiiy inadequate, and am OF opinion that unless
the dimensions shall be- contracted or the work BE-
made less permanent in its character, the estimate
hrs mentioned will not be far from the amount which
that work vii have actually cost should it be
peted % cumberland. IL confidently believed that
the cost or :hc rail road to Cumberland, inclusive Of
the extraordinary expense of that portion of be-
tween Baltimore and Elicotts Mills will not exceed
S. 900 900.
The estimate made by the same Board for the en-
tire canal from Georgetown tn PHtsburg, amounted
to about Ss2 600 100 Il is conceived that the cost
OF the rail road would not be half Of this amount
and 1t might not exceed third Of it. The stupen
dous reservoirs and tunnel and the numerous locks
which have been considered necessary IN crossing
the mountains the middle division of the canal
would be dispensed with in case Of n rail road, and
the comparatively insignificant expense or inclined
planes and stationary steam power, substituted.
II ~ oeIleVeu mat the expense OF constructing q
Canal from Baltimore to the Point of Rocks. would
be double what the Rail Road between the same
points will cost
TIE estimate reported by DR.. Howard for q Canal
from Georgetown, d. c. to Baltimore, the leng' h
being 10 3-4 miles, amounted to about S., 500 900.
1t is not doubted but that the half of this sum would
be more than ample for n Railroad
Upon the whole, infer that over rough and diff:
htuit grounds, yet such as have been pronounced
Practit able for Canal the cost of the Canal would
be about from 80 to 100 per than that ~
Kali Road-the former to be spacious as such
works may be expected 10 be made on such grounds
and the latter TO have double set of tracks-und
that on the most favorable grounds winch the cuun-
try affords for such works. The ratio OF expense m
he expected to vary from equality TO 80 PER cent
III favour of Rail Roads.
Second Facilities IF Construciion-Thc answer
TO this point of the enqur ~ may be consdcrct! as
almost included in the preceding one. II NAV how
ever, be added that by OF the supply OF water
necessary Tor Canals their number eX.rnt aud oca-
hty, will necessarily be much more limited than
! Railways. II may also be rccollectcd, that the
minimum discharges of running streams become less
rs the country advances in Agriculture aud Manu-
featuring Improvements.
Rail Roads be constructed acknowledgements
over consider variety Of inclination md char
acter of surface. npracticabe for Canals and their
branches can be made TO penetrate tho gins aud de-
files OF mountains where lockage would be very
great and the supply of water for Canals totally IN
sufficient, but where extensive Iron and other Manu-
facturing establishments may be located.
Third. Benefits TO The State and adr rntq-es ., lie
CHi-ens The benefit and advantages both to the
state and 10 the citizens composing it, it coEceiv-
ed will be greater from the Rail Road than from the
! Canal system.
The following observations axe CfT,red in supro:,
of this opinion.
The capital invested in given line af Railroad
and Wi oifch be- cny hnjf Of wbo. The "a Tue mrs.
Qulre, whilst the speed on the former NAV be- fou
ZINES as great as OIL the latter The resistance from
nction IS equal through equal spaces, whatever NAV
be the velocity. The resistance of fluids accustomed
| from body passing through tnem Is rather more
Than IN proportion 10 the squares Of the velnci,,es nj
the body IN motion, whether it be bon, or car and
rs tie density OF water is 10 that othe air rs coo il 70
therefore the resistance frUm water will be 600
greater than the resistance from the aim,s,bn,o
with an equal velocity. II is not h!ely tbereforn
that v"locItics raIl roads will often be so hIrb ~
10 require ca cu,aon for Gtmosphcrric resistance
whilst the Jaw by which the Resistance of fluids in
crcascs, causes that resistance, in medium so dense
as water, soon TO be cCuibro with any irnp.lI,nr
power which be EMPLOYED
The force of the wind and the steam has been tho
most successful IN propeling vessels upon water bpt
the maximum velocity under the most Favourable CIR
cuGlstance mot in Canals, butt in seas bavs AMI
large rivers, ls not known To have exceeded n
per hour, whilst on Rail Way in the pres.n, 90,
almost infant state, Of that kind of mproycn,co,
been attained. ~ 'I
The Inference therefore is especially # Can,1s
are included, that loeomotion, upon land bv means of
Rail Roads will take place with qundruple the vcoc
~ than can possibly be attained upon water. ssy
Possb|y, for If any one should say he marines n,
proVencns will yet be made in the CONVEYANCE ,n.
on water answer, that the probability is mich area
ter that further improvements will We, he made in
The conveyance upon land. The law Of resistance is
decisive of this matter, and being law OF Nature
II must always continue 10 operate.
Seem. therefore that the capital invested will bo
less and that the CELEBRITY and ease of movement viii
be vastly greater on a Rail Way than on a Canal
and supposing, which will not be doubted when ,L,,
Velocity considered that the capacity of Rail WAYS
VIII be ample for all the wants Of trade and tntrr
course, what can prevent the advantages of a Raj.
way being as great, nay, greater to the State and
nap '''' "a
It IS; said that goods can be conveyed cheaper on =
canal IT may beremarked that the Abundance If
iue' IN this country will always give to steam nre.
terence MS the cheapest moving power, and tbo,
ths agent will secure to Railways their fall Of.
rect, and cannot fail 20 place them preeminen,
above oil other modes Of inland communication. a
Locomotive Engine and its train CONVEYING 60 ,ons
OF goods 100 miles in day, would cause daily OK
pense OF about so. This would be 5000 ,ons ron
Vcyed ono mile for 1000 i- q,