Richmond enquirer. [volume] (Richmond, Va.) 1815-1867, 1832-11-06

wilely-separatcd towns aud territories of the United States,
aud several OF the countries OF Europe. 1t was not I'M
common q dozen years ago, to wait in this port for DAYS
and even weeks before a vessel could sail to Ireland; aud
often have vessels been detained in the Channel DAYS and
even weeks by e"lms or adverse winds. BY the steam
packets we pass daily aud with certainty in a single night
from Liverpool 10 Dublin and they operate as bridges
connecting the sister island with England. Gains do no,
retatd their Hight over the waves; adverse tides and
winds, though they somewhat Impede, cannot arrest their
progress. Instinct with power, they walk the waters
like a thing orlifc.' BY their aid the VOYAGE to India viii
probably be made, ere many years have elapsed, scarcely
a more formidable thing than a journey from London to
Scotland was a century ago.
Such are a few OF the more striking inventions and inn
prove'en's OF modern times. Yet invention is not ex.
hausted. These seem to be but the commencement of
an endless series; and the late experiments of locomotive
carriages On our railway, gives us quite a new idea of
what scleuce and art may yet do 10 quicken the transport
OF travellers and goods through the land. Though the
idea oil moving n carriage by a mechanical power within
II, is not absolutely new, yet it has never been success
July reduced TO practice till our day; animate ~ N
piled either externally or internally, has ALWAYS been used
Tor the purposes of locomotion. To place a steam engine
on wheels, and TO make it move both itself and an add.
tional weight, was "A bold conception; the first ESSAYS were
clumsy and u%npromiSing, and even up TO the present time.
a machine has never been seen in operation which was
calculated 10. the rapid conveyance either of passengers
or commodities.
The performance of the Rocket and Novelty give a s,,d.
den spur to our drowsy imaginations, and make our ideas
fly as last as the machines themselves. These engines
WIN all their apparatus, skim over the earth at more Than
double the speed Of the lightest and fastest mail, drawn by
Tie swiitcst blood horses, and driven by the most desperate
coachman over the smoothest roads in England. Upwards
OF thlrly miles per hour!-Let us see-at this rate we
reach Manchester in an hour, Birmingham in three hours,
London, Edinburgh, or Glasgow, in six hours, and you
may glide along with this bird-like speed with as little dis.
eonio'as !. you were sitting III your armchair, reading a
volume OF the Diamond Poets, without being disturbed by
a single jolt; nay, 1 believe it would not be difficult to
write. IT the length OF the journey made it worth while,
l should expect to see rail road coaches fitted up with liz
orafics and escrutOIries; but il will soon be nearly useless
70 take up a book Tor SO short a journey as one or two hun
dred miles.
But if a speed of thirty miles an hour has already been
attained, what good reason is there that we should not in
| process oil nmn ACCOmnISl SIXTY uIlaS pr In,.r, M,
why should we stop there? | am not bold enough TO an-
ucipate the time when coaches will supersede The tele-
the carrier pigeon behind. :
On "A welI-constructed railway, like that between Liver
pool and Manchester, there is less danger in moving at the
rate OF 80 miles per hour than there is in travelling at the
rate oil ten miles per hour on a turnpike road. On the
railway there is not a single turn, and scarcely a single i'm.
equairy; IN these respects the engineer has boldly and
wisely aimed at perfection, there is thereby incurred what
many regard an eXtravagant expense. The chief sources
OF danger in travelling rapidly on turnpike roads are. frs,
hills; seconb, turnings on the road; fourth, unruly horses:
Nth, meTdng other horses. Not one OF these dangers
eeNEi oHihe railway, and therefore it is difficult TO limit
UWSpeed at which we may travel with safety.
v We published on Wednesday a very interesting docu.
ment, appended TO the late Annual Report of the Ohio
Railroad Company, showing the steady and encouraging
increase of the business of the Railroad, and the prospect
which Is held out OF a profitable return upon the capital,
even in its comparatively limited extent, before il has
reached the point at which, by the original calculations.
the revenue was expected to commence There is another
paper, equally Interesting in its details, which we should
be glad to publish, but have not the space for more than
am abstract 2 the principal items. 1t is the Report of C.
W.. Wever, Esq, Superintendent of Graduation and Ma
sonry, giving tables and comparisons of the cost, under
each oi ineir heads, OF every division of the road, as com.
pleted from the City Block TO the Point of Rocks. The
result shows a great disproportion between the cost, in
eaI.. llC-@.'~e"t ut the first two divisions ., ~ csS I'D
of the succeeding an increased
skill and experience, as well as greatly increased facilities
physical and miscellaneous, and confirming the assu-
RANGES of the Directors that the whole road will be COM
pleted within the estimate.
The graduation of the whole line, the lateral branch
to Frederick inclusive, commencing at the depot on Pratt
street (rather more than III miles) cost SSOI,Ii2 80, or at
the average rate of 81 ,32I 30 per mile. OF this. the
first Is IL miles cost as much as all the rest, saw So 10
miles,-the average Of the first being 1926, 1877, and OF the
rest s 1888 per mile each. A stronger contrast is made,
however, by taking the frs; sr miles, terminating at the
second crossing OF the Washington Turnpike road. Those
six miles cost for graduation S4s,5SO per mile; and the
rest, (sixty five miles) only $7,sS5, or less than one-sirth
OF the other.
From Baltimore to ELECTS Mills U3 miles) the cost
$29, 1913 92 per mile-of the remaining SO miles, only
s. ,290 90 per mile.
The same vast disproportion is shown in reference 10
the cost OF the Masonry on the several divisions. The
gross sum for the whole route is $3lS,367 II, or per mile
Sl,4S2 ~. The masonry on the first s 81 miles cost
more, by seven thousand dollars, than on all The rest of
the road-nOre than s~irfy-ftoo miles. The average rate
OF the first was $l8,5 6 3S per mile,-of the others
$2;5O5 Oh per mile. On the first Sir miles the average
cost was $2i'2l7 per mile;-on the other ~sirfyyfee,
81 500 per mile.
From Baltimore to Elicou's Mills O3 miIes) the rate
was SLIGO 6i;-on all beyond, only 81, 1922 ~.
Under this head there have been constructed 30 bridg-
es and viaducts, besides a large number of ''gothic and
square culverts,' and a few detached walls.
The contrast is strengthened by combining the two
items OF graduation and masonry, and calculating the
average OF their joint amount. The gross sum expended
for both, is SI,l22,5 $40 67-averaging SIS SOB 80 per mile.
The first eieUen miles cost forty Jouv thousand dollars
more than the succeeding sirfy miles. The average rate
OF the first was 5000, and of the rest only 1913 80.
The first sir miles cost $72, 1877 per mile,-and the re-
manning sirty fire miles $1O,5t6 per mile-or about one.
Seuenh OF the average of the former.
From Baltimore to Ellicotts' Mills O3 miles) the whole
cost was $6O5'9l2 59-and of the remaining So niles,
$5l6,59S 0S-or $S9,3I4 81 less;-the first I3 miles ave.
raging $46,35i 90, and the last So miles $s,9I3 So.
These items, taken from the official sources, show with
what rapid decrease OF expense the work was prosecuted
alter the first stupendous difficulties were mastered. The
whole sum expended on the road, adding to the sums for
graduation and masonry, the payments for right of way,
damages, repairs OF turnpikes and other roads, expenses of
affiliations, contingent expenses, including salaries, in
struments, advertising, printing, &c.-amounts to 81, I93,-
ia 19 Ia. The contingent expenses have amounted Ia
less than three per cent. on the other disbursements
832W26'e american.
W. CINc1NNArI, October 20.
Completion Of The Ohio CdnGi-This magnificent
work is now completed. From NJ. r. Williams, ESQ.
Canal Commissioner, we have derived the information
That the Canal Boat, CA'iiicOfhe, Capt. Knapp, arrived at
Portsmouth OH Monday, the 18th inst. With her clearance
from Cleaveland. A celebration of the event, at Ports.
mouth, was contemplated, but the prevailing alarm of the
Cholera prevented IL. The successful termination of this
work, must ever be a proud epoch in the history of Ohio.
Just seven years have been occupied in its construction.
On the 4h OF July, 1925, the Distinguished and lamenied
DEWITT CLINTON, struck the first spade into the soil.
on the located route Of the Canal, at the Licking Summit.
In the October following, active operations commenced,
which, under the direction of an abie and patriotic Board
oil Commissioners, have been prosecu ted to complete sue
cess.
The wholel length ofthe Ohio Canal is lust three hundred
ma zen miles. In the greater part Of its course, it passes
I N.gnh .fAn .-AmN E-aI- - 49, - d.