Pittsburg dispatch. [volume] (Pittsburg [Pa.]) 1880-1923, 1890-03-10

other instead of the canal lift-locks.
The use of such planes is not new. altnough
they are somewhat of novelty. They have
been in use on the Duke Of Brldgewaters Canal,
in England, and planes carrying csissons full
OF water in which the boats were noated nave
been used on the Monkland Canal, near Glas-
gov, Scotland; but the most noted and, DOUBT
less. the most successful application and use OF
inclined planes is matter of national prlue 70
the United States, in the example OF tnelr
efficiency and economy in cost, and saving OF
time in transportation, as used on the line Oh
the Morris Canal in New Jersey.
HOW THEY WORK.
The Morris Canal extends across the northern
portion of New Jersey, from Easton, Pa., on
the Delaware river, to tide-water at Newark on
the Bay of Newark, a distance of lOl miles.
The total rise and fall on the canal is stated at
1857 feet. of which 22S feet is overcome by
locks of various lifts and l. 334 feet by inclined
planes, averaging IS feet lift each, of which
one, near the western terminus of the canal,
has height of 100 feet.
These planes were, when first constructed.
operated in connection with an ordinary lift
lock placed at the head of the plane, connected
with the upper level or pool, into the bottom OF
which lock the track ian ordinary railway
track OF the plane was laid. and LED down tne
plane to the lower pool. The boats were car
rIed up or down the plane on wheeled car
rlage running on railway track operated Dy
an endless chain passing around large
horizontal pulleys fixed at the head and 1oot
OF the plane) and attached to a large winding
drum operated by turbine motor, and the
usual gearing and machinery for transmitting
such power. The turbine with its machinery
is located in a house on one side of the plane at
about the middle of its length, and Is
OPERATED BY WATER.
taken from the upper pool. The boats were
taken into the locks at the head of the planes
in the usual manner. and as the prism OF lift
water was discharged the boat settled down
into the carriage and was let down the plane
to the lower pool where the boat. following
the inclined plane to greater depth than the
draught of the boat, fioated and was detached,
passing on its way, Boats moving in the con-
trary direction were drawn over the carriages
as they stood on the lower pools at the foot of
the planes and made fast thereto, and the ma
chinery being put in motion, the carriage rising
along the planes, the boats settled down upon
them and were carried up to the head OF the
planes and into the locks, which were then
closed, the prism of lift-water let in, and the
boats were raised to the upper pool and passed
on their way.
The locks at the heads of the planes have
been taken away, and the railways of the
planes are carried over into and down to the
bottom of the upper pools, where the boats are
received and discharged from the carriages IN
the same manner as at the foot of the planes in
the lower pools. This arrangement OF the two
planes is called q summit plane" and this is
the kind of plane have considered in connec-
tion with the extension of the Chesapeake and
Ohio Canal, with special reference to their ap-
plication on the mountain section OF the Savage
river route, between the mouth of Savage
river and Salisbury, on the Castleman river,
and at one or two places farther west on the
route where their usefulness is apparent
The loaded boats of the Morris Canal, together
with the carriage, weigh about ITO tons. OBJ
servations made on the operating of plane at
Newark. rising one foot in ten, and having
lift of 20 feet, showed that boats were readily
and efficiently passed from one pool to the
other. over horizontal distance of about 1000
feet, in four minutes equal to a rate of % miles
per hour.
CROSSING THE ALLEGHENIES.
Colonel Merrilrs report of 1876 con-
cludes:
An inspection of the map shows that the
only other possible route for a canal between
Cumberland and Pittsburg beside those already
examined is by way of the North Branch to its
head, aud thence across the mountains to the
Cheat river. To this route there are several
objections.
First-The approximate height of the head
waters of the North Branch at Fairfax Stone
las show by Colonel Sedgwick's reconnais-
tunnel in this vicinity would have greater
elevation than on any other line, and that,
therefore, this line would require amuch greater
number OF locks.
reaching the handspring it could not be sup
piled with water.
Third-A route by the North Bran ch and
Cheat river would be greatly longer than by
any other line.
Fourth-The Great river is an exceptionally
wild and difficult stream, and the maintenance
of canal alongside of it would be very diff
cult and costly.
Fifth-Along this line the country is very
sparsely settled. and there would be but little
business for canal.
ANY route passing south of the North Branch
wou be still more Objectionable.
We therefore conclude that. in extending
the Chesapeake and Ohio Canal, the choice of
routes is absolutely limited to the three men,
toned above. In order of desirability they are
as follows:
First-Will's creek route
Second-Savage river and Blue Lick route,
Third-The Deep creek route.
IMPORTANT RECOMMENDATION.
Finally, Colonel Merrill recommends q
renewal of earlier surveys of the canal from
Georgetown, D. c., to the Chesapeake Bay.
He says:
The canal greatly needs q connection with
Baltimore or Annapolis, that will pass loaded
canal boats without breaking bulk. If the
Chesapeake and Ohio Canal is deserving of
being considered as one of the great through
transportation routes. it merits help IN finding
better Eastern terminus than Georgetown.
All of these surveys aud reports came 10
naught after the construction of the Baltimore
and Ohio Railroad, but they have again become
valuable on account of the national demand
for cheap water transp ortation. think that
the time has now come for re-opening this for
gotten question: to see if these or other routes
are practicable and to decide which is the best
L. E SToFIEL.