CORRESPONDENCE ON THE IMPORTANCE & PRACTICABILITY OF A RAIL ROAD, FROM NEW YORK TO NEW ORLEANS, IN WHICH IS EMBRACED a ftryovt on tfte Subject, BY DE WITT CLINTON, ESQ., Engineer. -— coo- NEW YORK: VANDERPOOL & COLE PRINTERS, 104 BEEKMAN STREET, 1830, He \930 Digitized by the Internet Archive in 2013 http://archive.org/details/correspondenceonOOcl To DE WITT CLINTON, Esq. Engineer. I New York, December 25, 1829. Supposing that a Rail Road through the Atlantic States to New Orleans, would be of great national importance, we take the liberty of soliciting your opinion on the subject, and such information as you may deem interesting, relative to the geography, topography, and geology of the region through which it should pass ; with esti- mates of the probable cost of its construction, and the general and local advantages which would result to the different states and districts in its route. Respectfully, Yours &c. # A. Dey, Arthur Tappan, dz, Co. David Hosack, John Hone &, Soss, Richard Varick, Boor man &, Johnston, Barney Cokse. 1 REPLY yew York, January 12, 1830. ' Gentlemen, I have the honour to acknowledge the receipt of your very Mattering communication of the twenty-fifth of last month, and in hastening to reply to it, it is with extreme diffidence that the following remarks are submitted for your consideration ; as the impor- tance and magnitude of the undertaking you have suggested in your letter embrace such a variety of interests, and such extensive and varied information is necessary for the developement of all its advan- tages, that I feel great timidity in approaching it. But the lively feelings I entertain for the promotion of the common prosperity of our beloved country, and the claims of the city of New York, as the place of my nativity, and the support and the hospitalities which I have received from its citizens, and the numerous friends which I have among them, makes every subject connected with its improvement a source of interest ; and in dedicating the following remarks, T cannot refrain from saving, that if twenty years ago this project of a rail road between the cities of New York, and New Orleans had been suggested, it would have been considered visionary by the public, and denounced unanimously, as the crude production of genius which might dazzle the imagination by the capaciousness of its conception, but could not be accomplished by the lapse of time, or profuse expenditure of money. That patience would be exhausted, and talents and ingenuity would be unequal to the task of inventing expedients, to overcome the difficulties which would present themselves in its construction. The progress of mechanical science, and the genius of the age, however, happily for our country, within the last twenty years, have changed the opinions of society on some of the most important sub- jects connected with the arts ; and the successful completion of some of the greatest and most herculean undertakings, of canals, and rail roads, in this country and Europe, and the extensive and varied application and improvement of the steam engine, have in a great mea- sure stripped such projects of their formidablencss, and rendered their advantages and economy easily understood and appreciated by the public. The developement of the improvement of our country, can be traced from the bark canoe of the Indian, anfl their narrow and diffi- cult paths around the falls, and bars of our rivers, for the transporta- tion of their scanty cargoes, and frail vessels, to the log path and miry road of the emigrant, which was unsafe for the strongest vehicle. — Social intercourse was then principally maintained by equestrian tra- vellers, but the communications were frequently broken by floods, which sometimes occasioned great inconvenience and danger. As the lands were more extensively cultivated,and the population aug- mented, the intercourse between settlements became more urgent for the transaction of business, and disposal of superfluous commodities. Ferries were established, and township roads opened. These in course of time, as new facilities were required, gave place to bridges and turn- pikes. Steam is now introduced and applied to vessels which are pro- pelled against currents and winds ; and canals and rail roads have fol- lowed, as the citizens in the interior required greater economy in reaching a market. The practicability and utility of this work must be drawn from deductions, and comparisons ; for its solution, although intricate, involves benefits of the greatest importance to our country ; as its completion must confer great advantages on our maritime, agri- cultural and manufacturing interests. In its plan it embraces objects of great magnitude, which requires extensive investigation and illustration, before the policy of the pro- ject, or its feasibility, or use can be determined, as the physical sus- ceptibility of the country for the work, must be demonstrated. Its probable cost and revenue, and the benefits which will result, must be shown as co-ordinate with the extent of the project. To make the investigation of the first branch of our inquiry in the most satisfactory manner, and to enable us to view the project in its most important bearings, and to elucidate its merits, it will be proper to consider the subject under the following heads as far as it relates to the route, climate and productions generally of the country. 1st. Climate of the route considered, as far as it relates to the southern states. 2d. Soil and productions of the hnd, considered generally. 3d. Desultory remarks on the formation of the surface of the country between New York and New Orleans.* 4th. Surface and division of states particularized. 1st. No country in the world possesses a climate so variable, as the See Note I. United States. It has been remarked by observing and intelligent writers in relation to it, that in sections its air resembles the aridity of Castile, the salubriousness of the south of France, the damps of Holland, and the debilitating warmth of Africa. Interspersed with such a variety of atmospheres and soils, teeming with the most varied and rich vegetable productions, whose rapid de- composition in the fall, and the stagnation of water in swamps and ponds, the sinkage of streams within their channels, and exposing the vegetable deposits on their margins, united with the warmth of climate in the autumn, produce periodical diseases, and even where we find its ravages the most fatal, it is confined within a circumscribed district, and beyond its bounds the utmost salubrity prevails. The high range of the thermometer in the southern states, which will average annually 65°, would be within itself not unfavourable to health, for it has been demonstrated from experience that if the air is uncontaminated with foreign mixtures, that the human species will enjoy perfect health when exposed to a heat of 90° of Farenheit's thermometer. The unhealthy months on our Atlantic coast, are from July to No- vember, and the difference in forwardness of spring in the two ex- tremes of the country, as is indicated by the flowering of the peach iree, is about two and a half months. 2d. With Jlimates and soils of such diversity, there is scarcely one vegetable cultivated out of the tropics that might not in some situation be brought to perfection in the United States ; and it has been re- marked by a distinguished geographical writer, that the valley of the Mobile and its tributaries, which drain an area of twenty six millions of acres, closely in soil and climate resembles the Rhone, and will nearly admit the same course of productions. The soils of the United states can be classed in tide, inland and high river swamps, lowlands, bottoms and alluvials, salt and fresh wa- ter marshes, oak and hickory lands, pine barrens, prairies and plains. The 33° of North latitude is the same as the parallel of 45° in Eu- rope | aline of vegetable demarkation and beyond the 30° of North la- titude, may be assumed as the region of snow ; and it is singular thai in Europe the orange tree flourishes farther north than the sugar cane in this country ; and it has been remarked that the sour orange and the live oak tree cease to grow at the same parallel of latitude on the sea shore. The most valuable timber in the southern stales is the pitch pine, the live, red, white and Spanish oaks, shell bark, hickorv, cypress, &c, 4 It is a received opinion in Louisiana, that there is less frost in the southern states as far north as the Alatamafia river on the Atlantic coast, than on the gulf of Mexico ; and if the sugar cane should be successfully cultivated in Georgia, this opinion is well predicated : and when we reflect, if it should be the case it would not appear singular, as the northern and south-western parts of Georgia are protected from north winds by the high ridges of the Alleghany, which are covered with extensive forests of evergreens, and the climate is moderated by expanded bodies of water. The soil and air in the southern states being favourable to vegeta- tion, the lands generally are very productive ; and until the introduc- tion of the culture of cotton in 1795 in South Carolina, the favourite staple of that ?tate was indigo, which requires a deep rich soil, to- bacco and sugar, a rich vegetable loam. Indian corn flourishes in all soils and climates, wheat, rye, and such productions more exclu- sively belong to the middle, western and eastern states. The following table shows the productiveness of lands, as is gene- rally estimated by planters, south of the Potomac river. TABLE. No. of labour-' ers. j Acres cultiva- ted. Crop produ- ced. Crop to the acre. Crop to each labourer. Crop culti- vated. J Remarks. 50 150 150000 lbs. 1000 lbs. 3 'OOlbs. Sugar 50 100 700 bis. 7 bis 14 bis. Rice 50 250 60000 lbs. 240 lbs 1200 lbs. Cotton A Bale of Cotton will average 50 7000 „ 120 lbs. Indigo 320 pounds. 50 60000 1200 lbs. Tobac. 3d. The alluvial country on our sea board commences on the southern shore of Long Island, and extends thence south to the basin of the Mississippi. It is bounded on the interior by a line commencing at Iloboken in New Jersey, extending thence south to the river Raritan, to Trenton, Philadelphia, Baltimore and Washington, and thence on a line nearly parallel with the coast, to Augusta in Georgia, and thence to Natchez on the Mississippi. " The streams north of the Rappahannock, flow principally through secondary and transition formations ; and as far south as the Alata- maha, from the primitive portions of the Alleghany, and south of this last river, chiefly through an alluvial country." 5 The pine barrens in the southern states comprise more than two- thirds of the surface of the low country ; " and the ground in this district is every where covered with succulent grass, that affords ex- cellent ranges for cattle, and with several species of the papiliona- cious flowering vegetables." These tracts are also the seats of pure air, water, and health, and there can be but little doubt that in the course of time, they will become, in the hands of skilful agriculturists, productive, as the sand is in most places shallow and based on clay. The country between the Cooper, Ediston, and Canchee, to Savannah River, a distance of 165 miles, is level, and by no means unpro- ductive. South and west of the Savannah, the land is slightly undulating, and from the Oconee, to Red River, the parallel of 33° north, runs through a dreary forest of pine trees ; and from the Georgia line in the low country, to the Flint River, the lands are generally low, sterile, and level, and abound in swamps and ponds. The country opposite to Cat Island, and east of St. Louis' Bay ; is different from the alluvions of the Mississippi. Pine woods ex- tend to the sea shore ; and the lands are elevated above the reach of inundations. The soil is poor, but the country is healthy 4. In making the following condensed remarks separately on the surface of each state traversed by the road, I have availed myself of the assistance o5* eminent geographical writers. The route I should suggest as the most proper for the road, would pass through part of the states of New Jersey, Delaware, Maryland, Virginia, North and South Carolina, Georgia, Alabama, Mississippi, and Louisiana, and the District of Columbia. New Jersey. — The counties of Sussex, Morris, and Bergen, are mountainous. Hunterdon. Somerset, Essex, and Middlesex, are diversified with hills and valleys ; and the greatest part of the six southern ones, consist of long tracts of level country, with rather a sterile soil, and scanty productions. Delaware. — The surface of this state is almost one extended plain, with a soil highly favourable for cultivation. Some of the upper parts of the county of Newcastle are irregular and broken, but the most southern part of the state is generally level. Maryland. — The part of this state on the eastern side of the Che- sapeake, with an exception of a small part of the northern extremity, is almost one extended plain, low, and with a sandy soil. The sur- face is broken by rivers and creeks, and in many places abounds with 6 swamps and stagnant ponds. The air in sujnmer is disagreeable and unhealthy. The lands on the western side of the Chesapeake, below the falls, are similar to those on the eastern side. Above the falls the country becomes gradually uneven and hilly, and in the western part of the state is mountainous, with a climate highly salubrious and agree- able. Virginia. — This state is generally divided by writers in four di- visions. The first extends from the sea coast to the head of tide water. The land in this district is generally low and level, and sometimes fenny. The margins of the rivers are composed of a rich loam. The second part extends from the head of tide, to the Blue Ridge ; and the surface is rather uneven, and near the mountains it is abrupt and broken. The third portion is embraced between the Blue Ridge and the Alleghany mountains, and the fourth from the Alleghany mountains to the Ohio River. North Carolina, for an extent of about sixty miles from the sea coast, is generally- level, and covered with a - dense forest. The interior is, however, more undulating, and shaded with lofty trees. The soil is quite indifferent near the sea coast. That part of the state west of the mountains is the most fertile. The common forest tree is pitch pine, which is far superior to that of the northern states. It yields pitch, tar, and turpentine, and various kinds of lumber, which comprise nearly half of the exports of the state. South Carolina, *is generally divided by writers into two parts, called the Upper and Lower Country. The latter has been supposed by geologists to have been once covered by the ocean. From the sea shore the country is a low plain, for more than one hundred miles in the interior, chequered with swamps, forests, and clearings. There is then a belt of country of a width probably of sixty miles, composed of singularly looking little snnd hills, with a very ste- rile soil. At its boundary commences flic ridge land, which as you approach it from the sea, appears lofty and bold, but on the north- west it is level. This country extends from the Savannah to Broad River, — is fertile, well cultivated, and watered by considerable streams. The ground, from the commencement of the ridge land, continues to rise to the western limits of the state. Georgia. — On the coast for four or five miles inland, is a salt marsh, opposite to it are a number of islands of a rich soil, covered with 7 forest trees and rich verdure. Back of the salt marsh is a narrow- margin of rich land, — at its border commences the pine barrens, which extend from sixty to ninety miles in width. The country then becomes more uneven, and far in the interior is broken by hills. The mountains are covered with a strong rich soil, and the rivers and creeks are every where bordered with marshes or swamps. Alabama. — That part of the state which borders on the Gulf of Mexico and Florida, for the space of fifty or sixty miles, is covered with forest trees and is low and level. The middle is generally un- even with some scattering prairie. The northern part is more broken and mountainous : on the margins of all the streams is a rich soil from one-fourth to a mile in width. Mississippi, has a line of sea coast of about eighty miles, a number of small islands lie six or seven miles from the shore, they are low and sandy. The southern part on the Gulf of Mexico, embracing more than half the area of the state, is a sandy level, with pine forests. Advancing north, the country becomes hilly and uneven, without any considerable elevations. Louisiana. — The southern part of this state is a low, alluvial, champaigne country, which extends from Lake Borgue to the Sabine River, and from the Gulf of Mexico to Baton Rouge and Red River. It is about 250 miles long, and from 70 to 140 wide. The surface is broken by numerous bays, creeks and lakes, which divide it into a great many islands. The country below New Orleans is one con- tinued swamp. The immediate banks of all the streams are seldom inundated, and many of them are never covered with water. They afford strips of rich tillable land, from a mile to a mile and a half wide. Having taken this view of the country, we are better prepared to enter into the consideration of the route, and to determine on such a course, as is best calculated to promote the mutual interest of th^ states and their citizens, through which it would pass. The line of this great railway would unite the Bay of New York, and the Mississippi at New Orleans, which is 105 miles by land, above the Gulf of Mexico ; and as it would pass through almost all the principal commercial cities, and through the most fertile tracts of land in the southern states, and a dense populated country, it would be in fact a great military highway, on which troops could be trans- ported with great facility from one point to another, and it would also economize the transportation of all kinds of products, and manufac- a lured articles and passengers : and in war it would be a secure route for carrying on an active intercourse between the states,* besides other advantages too obvious to mention. Directness of route ought to be studied in locating the work, pay- ing a proper regard to the accomodation of the country, and although it is not absolutely important that it should be level, it would add greatly to the facilities in travelling on it with speed and weight. In examining this part of the subject under consideration, it will be viewed under the following heads : — f. The route particularized. 2. Table of distances. 3. Remarks relating to the improvement, and population benefited by the work. 4. Existing and contemplated improvements, considered in rela- tion to the harmony of the route. 1. Among the routes which are suggested, the following appears well calculated for public accomodation : It would commence at Hoboken or Jersey City ; and pass through Newark, Brunswick, Burlington, and at Camden cross to Philadelphia, and proceed to Baltimore and Washington, (or to Salem, Smyrna, Annapo- lis, to Washington,) and thence to Alexandria, Fredricksburgh, Richmond, Petersburgh, Halifax, Smithfield, Fayetteville, Darlington, Augusta, Millidgeville, Covington, Mobile to New Orleans, or from Millidgeville to Montgomery, Canton, Clarksville, Madisonville to New Orleans ; and also through other places on these routes, which would be tedious to enumerate. A lower route has been proposed, which would embrace Norfolk, Charleston, and Savannah ; and their merit can only be determined by an examination of the country. 2. The distances are principally ascertained from measurements on Lay's excellent map of the United States, and a liberal allowance is made for the obstructions which would present themselves in the formation of the lands, and to accommodate the different sections of country. * During the last war, cotton was transported from Louisiana and Mississippi * population, from the base of the Alleghany to the margin of the Atlantic u The plan and estimate of the road, will now be considered, and the mode of operation. 1st. Acts of incorporation considered. 2d. Plan of road. 3d. Estimate of expense. 1st. The question presents itself, if the Legislatures of the different States, would agree to grant a liberal charter to a Company, for the accomplishment of this work, or whether separate acts for this purpose, containing different provisions, to correspond with the various preju- dices and laws of the States, would not have to be applied for. But if these separate acts of incorporation did not recognise the principal company, the work would be thrown into great confusion, by a variety of plans, views, and interests, which would be brought to bear on it, and, in the end, would probably prevent its completion, or much em- barrass its operations. A bold appeal, therefore, ought to be made to public intelligence. The incorporation of a company for the whole work, however, would be far preferable to any other plan which could be suggested, as it would not debar the General and State go- vernments, and individuals, from becoming proprietors of stock, and the profitable and unproductive parts of the road would mutually counterbalance one another, and it would be the general interest to keep the works in the most perfect repair. 2d. In mailing an estimate of the cost of the works, it would be necessary to take into view the amount of expenditures which could judiciously be made on its several divisions. It is evident, that the extensive intercourse between New York and Washington, would justify a considerable sum to make the road most perfect in its nature, and it would be good economy to construct it in the most permanent manner. South of Washington, the road could be built of wood, and the rails covered with plates of iron, for the tracks of the wheels. The plan of the wooden railway, is various. The patent of Mr. Stimpson, of this city, proposes, at certain distances to drive piles, and bind them together at the top by a transverse piece of timber ; the rails are then placed and secured by wooden pins : the top of the piles are, in all cases, to be several inches above the ground, and the horse, in his improved carriage, travels on a platform on the principle of a horse mill, or te*mboat, and propels the carriage and its train forward . This kind of railway possesses economy to recommend it, and, also, the timbers will not be so liable to decay, as in the common road wherr 12 the sills are placed immediately in contact with the earth and moisture of the ground. > The expense, (if the carriage succeeds,) of the horse path, will be obviated, and the most difficult swamps, and morasses, can be crossed with safety. Wooden rail roads, more peculiarly belong to the southern states, where the best and most durable wood abounds, and, in their con- struction, none but the most permanent timbers ought to be admitted. The upper side ought, also, to be constructed bevelling, to allow no moisture to make lodgments on them, and the sunny exposure of ground should be carefully selected. The lower part of the piles which come in contact with the earth, ought, also, to be charred, and their whole external surface covered with a wash of fine charcoal, mixed with water, laid on similar to white washing, which will effect- ually preserve them for a long time. It is well established, that char- coal is one of the greatest anti- putrescents known, and no moisture in its vicinity will become putrid, or decomposed, and it may further be remarked of timber once charred, that, that species of vegetable called fungi, cannot grow, as it never appears until decomposition commences. The operation of charring can be done at a small expense. All that is necessary is to lay up a few stones or bricks in form of a wall, and cover its top with boughs ; a fire is then to be kindled, and the stick is to be slowly turned, and burnt to a depth of three quarters or one inch, when it is ready for use. It is well known that metals expand with heat, and contract with cold ; but all kinds of wood is longer in cold than in warm weather. This phenomena proceeds from the sap that remains in the wood, which being fluid expands, and contracts with heat or cold. 3d. It would not be a fair standard to take the cost of the English vail roads as a criterion for similar undertakings in this country, as the damages for land, form a considerable item of their expense. The Manchester and Liverpool rail road, which is the most per- fect in the world, and passes over very difficult ground, and on which excessive land damages have been paid, and great expense incurred, to preserve the straightness of the line, and levels, and has three in" clined planes, and one tunnel, cost about per mile £60,000 The Mansfield rail road, exclusive of land, 10,800 The Sunderland and Hatton, 9,300 And the average cost of a single, tract i 9.000 13 AMERICA. The portage across the Alleghany mountains, on the Pennsylvania canal, which is probably one of the most difficult sections in the world, is estimated per mile, $24,500 The Quincy rail road (which is built of wood,) 11,000 The Baltimore and Olno rail road, 20,000 The Maunch Chunk rail way, 4,700 Temporary rail road for transportation, 1 ,000 A rail road supported on piles, 3,000 But on account of contingences and obstructions, say 5,000 On this data we shall make our estimate. ESTIMATE. 266 miles from New- York to Washington, stone foundation, at $20,000, $5,320,000 00 1201 miles from Washington to New-Orleans, wood foundation, at $5,000,* 6,005,000 00 Bridges and contingencies, 500,000 00 Amount $11,825,000 00 Or wood rail road, whole distance, 1467 miles from New-York to New-Orleans, at $5,000, 7,335,000 00 Contingencies and bridges, 500,000 00 Amount 7,835,000 00 From which it appears that the rail road, if constructed on a perma- nent plan to Washington, and of wood from thence to New Orleans, would cost $1 1,825,000 and if of wood the whole distance, $7,835,000. The advantages of canals and rail roads have been variously esti- mated by their advocates. That each improvement has its merits, and confers distinct kinds of benefits, is evident from their nature ; and we could easily name places where canals possess decided advantages, and in other places rail roads. For that kind of improvement which is the most favourable can only be determined by considering the cha- racter of the inhabitants, the products of the land, and the great ends which are to be accomplished ; and in instituting the following com- parison, it is only intended to apply on general principles, and under particular circumstances. * In timber countries the road will cost less than this calculation, but as it must exceed the estimate in other places, it has been averaged at this sum for the whole route. The estimate is predicated on Stimpson's patent for constructing rail roads. 14 COMPARISON, CANAI Canals. 1st. The speed of boats is li- mited to five miles an hour. The common velocity is three miles per hour, but on the Chesapeake and Delaware canal they sail seven miles per hour, and each boat takes six horses. 2d. The greatest fall in any of the levels is not more than four inches, and then only in porous soils. The common fall in our canals is about one inch per mile. 3d. A horse can draw twenty- five tons, at a velocity of three miles per hour, or travel twenty- four miles in a day. 4th. On account of the ex- pense and difficulty of making a wide water line, all kinds of ma- chinery that will make a swell in the water is prohibited. 5th. The average cost will not fall short of eighteen or twenty thousand dollars per mile. 6th. They interfere with the rights of streams, as they have to be dammed to supply them with water. They also in many cases injure or destroy hydraulic works, and interfere with the drainage and irrigation of the country. 7th. They are confined to low grounds, and are generally very 5, AND RAIL ROAD*. Railways. 1st. The common speed is four miles per hour, but it will ave- rage about six. The common velocity of the locomotive engine is from six to twelve miles, and has performed thirty miles per hour. 2d. They can ascend twenty- six feet in a mile without interfer- ing with the working of the loco- motive engine. With horse pow- er it is common to have eighty feet rise in a mile. 3d. A horse on a rail road will draw ten tons six miles per hour, and travel forty-eight miles in a day. 4th. Steam can be employed profitably, and all kinds of swift machinery can be used. 5th. Iron rail way* will average about sixteen or twenty thou- sand dollars per mile, and wood- en ones from five to eleven thou- sand dollars per mile. 6th. In no case do they inter- fere with the navigation of streams or hydraulic works. 7th. They can pass over ele- vated districts, consequently ran * A single track. 15 circuitous, and are frequently in- jured by floods, and suffer from droughts, and in high latitudes are for some months useless. 8th. The elevations are gene- rally surmounted by locks, inclin- ed planes have been partially in- troduced, but can never be ap- plied successfully with saving in time or economy on large canals. 9th. Bridges for roads are very expensive, and crossing streams is also difficult as they have to be dammed, or acqueducted, culverts are expensive as it is considered expedient to arch them. 10th. Lateral canals are ex- pensive and in some cases imprac- ticable. 19th. Land of the best quality is occupied by^ canals and in one mile they will take eight acres. 12. In a fall of seventy-two feet it will take nine locks of eight feet lift, which will take thirty six minutes to pass and six men to attend to them. 13. Repairs of works are con- siderable. 14. They yield no revenue, un- til the works are all completed. be made direct. They can be used at all seasons, nor are they affected with droughts or freshets. 8th. Great elevations are sur. mounted by inclined planes, arid from the facilities in using them possess many advantages over the common lock. 9th. Roads can be passed by lowering the railway, and streams can be crossed with great eco- nomy. 10th. Branches can be made in any direction, and over any ground. 1 1 th. Ground occupied by a rail road, will be less than one half the quantity covered by a canal. 12. In a fall of seventy-two feet overcome by an inclined plane, can be surmounted in ten minutes and will require two men. 13. Repairs one third less than that of a canal. 14. They can be made imme- diately productive by beginning at one end. < The power which is generally used on a railway, in transportation, steam, and horses, and, among the numerous experiments which have been made with them, the following gives their most important results. 1st. Experiments, and remarks on the locomotive' engine. 16 2d. Experiments, and remarks on horses, on rail roads. 1. The locomotive engine has been successfully applied as a cheap, vigorous, and speedy agent, on the English railways, and the use of this simple, and powerful machine, (which, in the hands of science, possesses more docility than the horse, and greater swiftness than the antelope,) it is calculated, (when their system of rail roads are com- pleted in that kingdom,) will dispense with the use of one million of horses. On the Shut-End Railway, a ten horse power engine, drew a load of one hundred and thirty- one tons, at the rate of three and one third miles per hour, and the " Rocket," on its first trial, (Manchester and Liverpool road,) drew a weight of twelve tons and nine hundred weight at the rate of ten miles and four chains per hour, and, when detached from its load, travelled at a rate of eighteen miles per hour. This engine has since been improved, and drew twenty tons at the speed of twenty miles per hour. It is estimated, that a locomotive engine of ten-horse power, and with wheels of five feet diameter, and with a pressure of forty-five pounds, or fifty pounds on the square inch, will, with its tender, and supply of coke and water, weigh ten tons, and will draw nineteen and an half tons gross, or thirteen tons of goods, at ten miles per hour. Its costs, with its tender, is estimated at three thousand one hundred and ninety-six dollars ; the annual expense of interest and decay at two hundred and seventy eight dollars ; the annual repairs at four hundred and seventy-five dollars, and the wages of attendance and coal, at nine hundred and five dollars — making one thousand six hun- dred and twenty-eight, or nearly one half of its original cost, to keep it in repair, and operation. It is stated, in a late publication, that the locomotive engines intended for the Hudson and Delaware canal, cost the company only sixteen hundred dollars each. Grey, an in- telligent English writer on rail roads, says, that the locomotive engine will remain effective for eighteen years, and other writers place it at twenty years. Mr. James Walker states, that the consumption of coal is equal to two and an half pounds per mile, for each ton of goods. 2d. The power of a horse for eight hours, is generally esti- mated as being equal to a weight of two hundred pounds suspended over a pully, moving at the rate of two and an half miles per hour. The averaged experiments of fifteen different engineers, give a result equal to a perpendicular lift of one hundred and twenty-two pounds. ]/ or, lor a level railway, of carrying forward eleven tons, for continued labour the year round, although the extreme power of a horse for oc- casional exertion, is three or four times greater than this amount.— The following table gives the results of different experiment?, on Rail Roads, with horses. TABLE, Showing the poice* of one horse. VAMES OF RAIL ROADS. stance travcl- t] by a horse. me on road. Ascent of road. J" os iccnt of road. c o ■ -3 s— O o aractor of pari »f road used. Weight moved, in tons. « O In o 6 ud Moved. j gj ej ca c Q a BQ z a At Beckwith Col- Miles < level 173 tns lery, 19* ( descent 2S* tns Monkland Rail Road, 7 lh41' 5-45 ft 1 mile 5-45 ft 1 mile level 50 14 Surrey Rail Road, 1 inch 10 feet 1 inch 10 feet descent 55 12 Penrhyn Rail 24 tons, Road, 6 lhour f inch. 1 yard f inch. 1 yard ascent •2 horses 24 Quincy Rail Road, 174 tons 5 Baltimore & Ohio 12* tons Rail Road, 14 S stn The above experiments sufficiently elucidate the extent of the power of a horse, on the path of a rail road. But the application of his strength directly to the wheels of a carriage, according to the pa- tent of Stimpson, by having a moving platform, is in a great degree a novel idea ; men of science have however thought favourable of his plan. But it wants the result of experiments to determine on its strength, velocity, and durability, and even its economy. There can- not, however, be any reason assigned why this power cannot be used as well on our rail roads as on our rivers in team-boats, where we have striking evidence of its application. In the late trial of engines on the Manchester and Liverpool rail road, there was a machine worked by two horses, owned by Mr. Brandreth, of Liverpool, named the " Cyclops," which weighed three tons. Its velocity, on its trial, was not greater than four miles per hour ; but it is said by those who witnessed its performance, " that it is a carriage which will be useful for a variety of purposes on the rail road."' A machine was at the same time exhibited, owned by a Mr. Winans, which was worked by two men, and carried six passen- gers. " It moved with considerable speed, considering it was moved with human power." 3 18 The comparative advantage of rail and common roads, can be stated in a few words ; as a horse on the first can draw a great load, as is shown from experiments, and on the latter his strength on an average will not exceed a load of 17 cwt. ; and it is ascertained that it cost to keep a mile of road in repair in England an annual sum of {191. In crossing the bays, it will be necessary to have steam, or team- boats, to carry the engines and carriages over. The tow-boats on the Hudson river, are propelled by an engine of 120 horse power, which generally tows four boats at a time. These boats are capable of car- rying one thousand tons (250 tons each.) The average cargoes will not, however, exceed 250 tons for each trip ; the distance is performed at the rate of six and a half miles per hour. If we examine the routes of our principal canals, completed or in contemplation, we perceive that they commence at tide water, and are planed to terminate at some point, on the basins of our inland seas ; and though it might be desirable to connect with those exten- sive lakes, for the defence of our frontier in times of war with Great Britain, it is of little real importance, in a commercial light. For if we confine our inquiries to the number of individuals benefited, and acres of land cultivated on their margins, we must be constrained to admit that any improvement which leaves their borders either to the north or south, will produce more propitious results, and be of greater benefit to the community interested in their construction. This opinion is not novel, but has been advanced by many intelligent writers, and is supported when we reflect that the receipts of toll on the Erie Canal is eight times less at Buffalo and Black Rock, than at Albany. We have nosv to consider, first, the expense of transportation on rail roads ; second, the amount of tonnage necessary for the reve- nue ; third, time considered on rail roads, mail routes, and packets ; fourth, expense of transportation compared. 1st. The rail road being constructed of the cheapest materials, a ton of any kind of produce ought to be carried on it for one cent per mile, making a cost of {14.64* from New York city to New Orleans. 2. If the cost of the rail road should average {7000 per mile, and * The calculation as above stated has reference to slow travelling ; but by in- creasing the speed, there must be consequently an increase of tollage, and expense of transportation ; and in the northern parts of the route, the expense cf transporta- tion will be more, in consequence of the greater expense of constructing the ^»ad. 19 require ten per cent. ($700) interest for revenue, repairs, superinten- dence, &c.. it would require an annual transportation on each mile of road, (the tolls being lcent per ton per mile,) of 70,000 tons; and if seven bags of cotton will weigh one ton, we have 660,000 bags, which little more than exceeds the annual shipment of the same article from New-Orleans ; and this quantity of cotton for its cultivation would cover an area of 635,260 acres, and require 130,652 labourers to produce it ; if we now take a strip of country on each side of the im- provement, equal to 15 miles in width, it gives 28,108,800 acres. 3. The averaged passages from New-Orleans to Liverpool is ) days from 40 to 50 days ) 45 The averaged passage from New- York to Liverpool is from ) 21 to 25 days > 23 The averaged passage between New- York and New-Or- ) leans, is from 18 to 22 days $ 20 The average time of passing the mail between New-York > and New-Orleans, by land, is $ 22 If a locomotive engine should travel between New-York and New- Orleans, at the following rates of speed on the rail road, it would take TABLE. Weight moved, in tons. f Length of rail road, in miles. Speed of Engine, per hour. Time on road, in days. Speed of Tons Horse, moved, miles. weight. Time on road, days. 131 1464 3 20£ 11 10* 50 1464 10 6 3 4P 20| 20 1464 20 3 2 30 28* B 1464 30 2 13 5 4* If we compare the above time, consumed in the different modes of transportation, we find there is a saving by the locomotive engine in time, at the rate of ten miles per hour. 1st. In the transportation of the mail and passengers be- i days t ween New-York and New-Orleans $ 16 2d. On the average transportation of all kinds of products J in vessels between the two points $ 14 3d. The average saving in time to passengers going to Li- t verpool from New-York to New-Orleans . ) 16 The above results completely establish the superiority of this mode ofrommunication. in speed and certainty, over the existing routes- 20 iinct ir* we take the highest velocity, what an immense saving in time it make's to go and return from New-York to New-Orleans in four days !* 4th. The freights from New- York to New-Orleans are extremely fluctuating, and are generally higher than what they are estimated at. In transient vessels it is generally from SO to 40 cents per barrel, (7 to 8 barrels make a ton,) in the regular packets it is double that price. Dry goods in transient vessels are from $3 to $5 per ton ; and in the regular packets about double that price. The insurance between New- York and New-Orleans is 1| per cent, on all kinds of goods. ESTIMATE COST OF TRANSPORTATION.! Merchandise from New- York, Domestic goods, suppose a ton to be worth $1200 on an average, (all other dry goods are generally higher, insurance l£ per cent.) \ 518 00 Freight, &c. 10 00 Cost per ton, $ 28 00 Freight cotton from \ to \ \ cents per lb., say \ 518 00 Estimating the value of a ton of cotton at §250 per ton, in- surance at 1^ per cent. 3 75 Cost per ton, $21 75 The cost of a ton of sugar would amount to about the same, but say j 518 75 The cost of a passage and found, on an average, between New-York and New-Orleans, is about 50 00 The cost of a ton is estimated on the rail road at $14.64, or one cent per mile 14 64 The above gives the following savings in transportation on the rail road : Saving on a ton of domestic dry goods < 513 36 Ditto on a ton of cotton 7 31 Ditto on a ton of sugar 4 11 The expense of a passage on the rail road, including the cost of all contingencies, will not exceed $20j 30 00 * See Note II. f See Note III. { Between New York city and New Orleans 21 From these calculations, it appears, 1st. That all kinds of merchandise wouid give the rail road a pre- ference. 2d. That cotton could be transported on it with a considerable saving. 3d. That sugar, &,c. could likewise. 4th. That it would possess many advantages to travellers going from New-York to and from the Gulf of Mexico, and our other At- lantic ports, in certainty, security, and economy. 5th. It would become the route for the great southern and west- ern mails. 6th. It would be a thoroughfare for troops, artillery, and military stores, during war ; besides other important advantages which are not necessary to enumerate. The cost of the road is considerable ; but we must take into consi- deration that more than two millions of people are interested in its success, and that it is not to be accomplished by the citizens of one state, but must elicit a respectable portion of the united energies and influence of twelve ; and that the whole cost of its construction is not required at its commencement, and that such of the sections of road as are completed will become immediately productive. The company of this rail way could resort to the same expedients, with a small capital, to consummate the project, that have been adopt- ed successfully in the management of the finance of similar works, by hypothecating the stock, and pledging the finished parts of the road for the payment of the interest ; and it is apparent that if the works will yield 10 per cent., and the interest of loans, superintendence, and re- pairs, should amount to 9 per cent., and it should require ten years for its construction, that one tenth part of the whole capital, with the as- sistance of loans, would be sufficient, provided the works proceed with steadiness and prosperity towards completion. In seven years after its commencement, the mutual loss and gain of interest on the original stock at six per cent., would be balanced ; and thereafter its value would continue (until the expiration of eleven years) to increase, when it would, on one tenth of its whole cost, yield 15 per cent., 6 per cent, on the loans, and 3 per cent, for repairs and superintend- ence. In England, the minds of the public are so well convinced of the general utility of rail roads, that the stock of those companies are much above par. That of the Liverpool and Manchester is at a 22 premium of £3091, the Bolton and Lehigh glO, and the Wigaii $17§ per share. It is mentioned in a letter from Liverpool, dated November 19, 1829, that a meeting of the stockholders of the Sankey Canal was called to take into consideration the expediency of con- verting it into a railway. The original stock of this company was worth £1U0 per share, and has sold as high as £1800 per share ; and it is in contemplation to open a rail road from one end of the island to the other. The general utility of this work has been attempted to be exhibited in the foregoing remarks, without considering the multifarious local interests which are deeply identified with its success. Its completion will exert the most powerful influence in ameliorating the condi- tion of society, in disseminating liberal opinions, and in softening the asperities between our fellow-citizens north and south of the Potomac, and in linking the extreme and intermediate portions of our country in a bond of union, that only time can sever ; and what a wonderful transition it will make, to be wafted, in a few hours on this road, with speed equal to the swiftness of the winds, from the cold regions of the north, to the genial clime of the orange and sugar-cane, and converting dangers, fatigues, detentions, and uncertainties, into pleasure, celerity, economy, and safety ! And its general importance to the prosperity of a large portion of our country is so obvious, that it must impress us favourably with its advantages to the Atlantic States, interested in its construction. T have the honour to be. Gentlemen, Very respectfully, Your most obedient servant. m WITT CLINTON, Engineer. 23 NOTE I. In the letter nothing has been said in relation to the continuance of the road east of New York, but it is evident that this great national work would not termi- nate there, as it would be the general interest of the country to construct it from Maine to Louisiana. NOTE H, In order to prevent an inconvenience to the person from the rapidity of the movement of the locomotive engine, they have on the Liverpool and Manchester rail road, a glass shield to protect the head of the person managing the direction. NOTE III. The savings of transportation in the calculations is confined to the cities oi New York and New Orleans by water, and it is evident that those products which are brought from the interior of the country, could afford to pay higher rates, as they have to be transported to our sea board, and thence trans-shipped. This remark will apply to the whole line of country between Alexandria and Mobile, on the upper route ofrthe rail road. 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