Richmond enquirer. [volume] (Richmond, Va.) 1815-1867, 1845-02-11

For THE ENQUIRER.
Internal Im1rorsncnts-R Railroads and Canals
James Rirer and kanaarha Company, Sc.
No. l.
Messrs. Editors: have read several essays,
lately published, as TO the best mode Of progress
ing with the James River and Kanawha Im-
provement A writer, over the signature OF "Bal-
COW Falls" is in favor OF the lock and dam sys-
lem, and gives strong and forcible reasons why
that mode of improvement should be Adopted
Another, who signs himself "H, prefers rail
road, and gives cogent reasons in favor OF that
mode After deliberate examination of The
subject, am in favor OF rairoad-lhough
either, in my opinion, is decidedly preferable TO
canal
All the time the canal was selected as the mode
Of improvement BY the James River and Ka-
nawha Company, railroads were not we'll under
stood. The opinion prevailed, that the grade must
be nearly level and that no curve under 600 feet
radius was admissible now, experience proves,
that heavy loads can be carried along railroad
ofnearly one hundred feet elevation in mile, and
that the cars can travel with considerable velocity
on very short curves; in addition, the invention
of T and II rails, having decided advantages over
The old mode, and the great improvement made
in the cars, all these together, make railroads,
in nv opinion, generally preferable TO all other
kinds Of improvement.
The James River and Kanawha Company
have nearly completed the towing path from
Lynchburg 10 North River AT the cost OF a
few hundred dollars per mile, this towing path
could be prepared for the track Of The railroad,
and the only additional expense would be the
structure. which, Of permanent character could
not exceed $4,000 per mile. Timber Of the
most durable kind, such as locust and walnut,
could he obtained at a moderate expense, which
| consider of the greatest Importance, as one OF
the strongest objections urged against railroads is
the early decay of the timber, which necessarily
forms a part OF the structure. If hereafter the
Legislature should decide to progress with this
improvement above North river, the graduation OF
a railroad along the valley of the James and Jack
son rivers could not be cosly-and, even il expert
ence could no, be brought TO sustain this position,
which il clearly does, common sense would de-
monstrate that but little expense was necessary
10 make track 10 10 feet wide along low
grounds or at the foot Of mountain; and though
at places, rocks and cliffs would enhance the ex
pense, vet the average cost for graduation could
not exceed $4,000 per mile; 10 which, add The
cost of structure, say $4,000, and you have an
improvement better than canal, al not more than
one-lhird It's cost.
The objection formerly urged against railroads,
of their unitness for carrying heavy articles has
been exploded BY experience; and, as evidence oil
this fact, the Baltimore and Ohio Railroad carries
coal at u cents per ton, per mile. Pubic OPP
MON, TOO, gives to railroads decided preference.
In England, we are informed that hundreds Of
millions OF dollars are about being invested in
railroads, when no, one dollar is thought Of for
canal; and all over Europe the same preference is
given 10 railroads. From these considerations,
it appears 10 me that canals are behind the age,
and that our Legislature should be cautious in
making appropriations; and such improvements
should be selected as an enlightened public OPT
Mon has decided is best and most useful.
In nv next number, intend 10 investigate the
system of making Improvements in Virginia.
Buckingham, l845 M.