Phenix gazette. [volume] (Alexandria [D.C.]) 1825-1833, 1832-07-18

IN hazard from being constructed in the river At
all and that il is so constructed. in other places.
as the Appeal'' remarks. Where the canal
has been SO constructed, the only apology TOT tne
engineer IS, that it was unavoidable But TINS
can furnish no good reason, for exposing IL 10
greater danger, by running it, yet far'her' 'n'1
the river; nor doesn't follow. that an increased
exposure of the canal is attended with IKE haLard
at all places. The extent of that hazard %''l ae-
pend on the depth Of the adjacent water the qua
iity of the bed of the river, the Dreauth anu IA
pidity of the current at each place. anu iasl' Tue
relation of the level of the bottom OF the canal 10
the ordinary as we'll as extraordinary height OF the
river freshets. These considerations, except
nerhans the last, are all of such obvious import.
ance. az to need no comment. Of the last, and
most important, 1t is proper to remark, that where
freshet occurs, as may be often the case wneh
the canal is emptied, from any cause. 1t Is iiaole
10 breaches through its sides and bottom, from
the pressure of the external water, provided inc
level of the river water at the time, be above the
bottom of the canal, and that the water be allow.
ed TO get under the canal, so as to press against
its bottom, as has been experienced, at great cost,
nm the Jupiata division VI the great State canai
of PENNSYLVANIA. TIE avoid this hazard, the
bottom of every canal should be made. where
practicable, to rest on the natural surface oil the
earth, and By no means be protruded, 1t avo'da'
HE. oyer the bed of the river, and high above
that bed. requiring at bottom, either hliinS "'
rock which y ill be pervious to the water III high
fresbets. or one of earth liable to be swept away
as fast as it is placed in the rapid current OF the
stream.
IL has been most correctly stated by all the en-
sineers who have given testimony on this SUP,
iect. that, while the proposed compromise VIII
ex nose the canal to increased hazard OF breaches.
il will greatly delay aud much increase the
cost, if not in some cases prevent Its necessary
repairs. :.
The same engineer who has seen the canal IN
many places, below the Point OF Rocks, prouud-
ed into the river, must have been struck win the
fact, that in some Of those places. the materials
for the construction Of the canal must have oeen'
and, for the repairs, are now. sliu ao"h ."e
rocky slopes, or precipices, to the margin OF 'he
canal extending along their base, as the canal
invariably does wherever tow path is construct
ed in the river. And if, in such Places rail-
road is interposed between the canal and the loot
of the precipice, it is most obvious, that such
materials cannot be so obtained, without total
obstruction of the use of the railroad, till the re-
pairs be completed
In no case would the railroad be found at all
to the repairs of the canal, a'thodsn
otherwise asserted; because the materials moved
on ordinary carts, from the only places where
they can be had Of suitable quality. could not be
allowed passage along the road. without mani
testify impeding it use; and the more especially,
where the road itself is provided, as III all mar.
row passes, with but two sets of tracks, and
these, of necessity, are but few feet apart.
And this brings me to the consideration OF
another objection to the proposed compromise -
The effect it must unavohabIy have, in i'm
pairing the utility, by injurins materially the
plan of the canal, and obstructing, for consldera-
BILE distances along it, all access TO 1t from the
adjacent country. Should the stockholders as
sent to such a measure, it must be. am per-
suaded, because they do not understand this ct.
feet of it.
Let it be remarked. therefore, that, in all mar
row passes, Of necessity, and elsewhere. indeed,
according to the terms OF accommodation, both
formerly and recently, proposed by the Railroad
Company, that company desires the liberty to
approach the canal. Within three feet, in the mar.
row passes. and in all other places to within
eight feet; bv their last terms, within three feet,
except for seven miles Of the twelve, where Its
full BERN Of eight feet is assured to the canal.
The injurious effects of 50 near an approxma-
ton of the Railroad to the Canal, upon all the
plans of crossing the latter. either by yiaducts
beneath it, or ferries it, are too apparent to
need more than distinct conception OF the two
works, in such juxta position. Effects some
what similar, would occur, from the increased
length of the several culverts, which would rem.
der it almost impracticable TO keep them free
from distractions, and allow the ready passag eof
the washes of the hills through them.
But the Canal could neither resort to the TO-
rests above the cliffs. by which it passes, nor to
the masses of rocks or marble, Or OF minerals
however valuable, which they may afford, for
supplies to its tonnage, if the Railroad occupied
its margin; while the cars. managed by the Rail
road Company, would readily receive tier loads
from the canal boats. the canal itself would be
completely enGaded, and absolutely cut oft from
its natural supplies, those of the adjacent country.
And this injurious result would not be confined
to the territory Of Maryland, but extend. also.
to the opposite shore of Virginia; since the tow
path of the canal, which affords the only other
mode of approaching its boats, is but twelve feet
wide; and being in constant use, for its appropri-
ate end, the towing Of the canal boats, requires
70 be kept, like the Railroad, on the opposite
bank, free from distractions of any sort.
1t is not satisfactory answer to this objection
that the Rail Road Company" will hereafter
obviate it, "by the facilities which will be given