Wood County reporter. [volume] (Grand Rapids [i.e. Wisconsin Rapids], Wis.) 1857-1923, 1885-10-15

are, therefore, across the middle por-
ton Of the pOntoon no fewer than sew
en- lines of rams, while little nearer
to the bow and stern there are but five
lines. Still nearer to the bow and
stern there are but three lines. and
finally the central lines supporting
tho keel extend forward and aft of
these side lines nearly the entire
length Of the deck. These rams are
all connected together by common
system of pipes fitted with valves by
means of which they may be saperat-
ed into certain groups. When the
pontoon is sunk and the weight Of the
ship is on these rams, if the entire
system is connected together, it is evil
dent that If there be more pressure on
one ram than on another this press
ure will be equal throughout the
whole system. Mr.. Eads idea is that
the ship will not be curved in the di>
rection Of the ships length unless the
roadway gives way under her. A
first class roadway is therefore indis-
pensable, and this having been pro,
vided, no superior longitudinal
4
cradle. But the weight has to be dis
tributed over the six rails which con-
stitute the track, the two outer ones
of which are tWenty>nine feet apart.
To do this It is necessary that the
travelling cradle shall be composed of
strong transverse Orders spaced six
feet nine inches apart from center to
center.
There is a somewhat general notion
that to take ship loaded with cargo
out of the water and place her on in
termediate supports is TO subject her
to injurious strains. No greater fall
lacy was ever conceived, for there is
no form of structure which is so sub
ject to unequal, irregular, and ever
varying strains as a ship at sea, and
consequently none in which such care
has to be exercised in providing
against them. A properly-eonstructed
ship resembles a girder, and is so built
that no matter low she may be tossed
about on the waves, the strains, con-
tinued as they are, are distributed
equally throughout her framing.
Hence the risk of damage to vessels
by straining during transport over
|
especially in the face of the ingenious
arrangements made for equalizing
their support. Then, with regard to
the practicability Of the scheme Us a
whole, tire is the undoubted evidence
of some of the oldest engineers, and
ship constructors in this country and
England in its favor.
The route of the railway is across
the republic of Mexico, west of the
promontory Of Yucatan. One ter
minus is on the Gulf of Mexico, the
other on the Pacific. The railway be-
gins twenty-five miles up the Coatza-
coalcos river at Minatitian. Just in
side the bar at the mouth of the river
there is a deep and spacious anchor
age. On the gulf on each side of the
river mouth rise steep sand dunes
which, if we'll fortified, would not
only be impregnabie against a naval
attack, but would also completely
command the channel entrance. The
river debeuches into the gulf over a
bar sixteen feet deep, which can be
ea9ily increased to thirty feet by the
jetty system.
The terminus of the railway on the
Pacific is on Lake Superior, whose
outlet to the ocean can also be deep>
ened by the jetty system, and can
be easily defended. If Mexico and
the United States should unite for the
defense of the railway, the facilities
for massing quickly at tAe Isthmus an
army OF 100, 600 are ready at hand by
means of the railroads from this coun~
try through Mexico. These facts make
it evident that the TehuanGepec route
is much more defensibIe than any
other. Mexico and our own country
are more vitality interested in control
ling and holding the isthmus transit
way than any arc all other nations.
Our 1000 miles of Atlantic coast line
and 10000 miles on the Pacific are
separated by sailing distance equal
to twice the diameter of the globe.
The ship railway will furnish practi~
cally an all Water route scarcely 1000
miles longer than the transcontinental
RAILROADS between New York and San
| Francisco.
sThe Mexican government has given
very substantial evidence of its will
ingness to assist the ship railway. 1t
has recently granted very advantage
Gus amendments to the original con-
cession. The more important of these
notifications are as follows: First
guaranty that one third of the net
revenue shall be 81, $50, 900 per annum,
any deficiency that May occur in any
year to be paid in cash or government
bonds. This guaranty is to continue
fifteen years. Second-2 700, 900 acres
of public lands are granted.
The guaranty is not to be in force
until the ship railway is completed
and large ship fully laden, shall
have been safely transported from
ocean to ocean.
A Lazy Mans Scheme.
Detroit Free Press