1838] 



FARMERS' REGISTER, 



%i 



and, if ?iu-Ji iisysjem were ailopied, tlic atii'iii|)i 

 would iiilalliljly result in the ci-eatjon ol' a contin- 

 ual SDUfce of disaster, l)e:?ides liie tieeloss exj)eii(ii- 

 ture of lai'ire sums of money, wi'houl liie certain- 

 ty of the improvemen; ever heiiiuf carried into 

 ert'eci — the works beinjj; lial)le to suspension from 

 every. ordinary fieshet. On the other hand, the 

 operations of tiie dam and lock system, can only 

 be temporarily obsiructed by hiijh treshets; but 

 the time consumed' by such probable delays, is not 

 likely lo exceed ten days in tlie course of a whole 

 year, or at most not exceedinn; the time lost on 

 canals by the loni>'er continuance of ice. 



The extent and fcrliliiy ol' t!ie country on both 

 sides of the river would warrant a more costly and 

 extensive imiirovemont than that proposed; but it 

 is questionable if a more beneticial one could be 

 etl'ected — the advantaires to both sides beiui; co- 

 equal; and successfully to establish a steamboat 

 navigation by means of sluices, available at all 

 seasons, woulii be an extremely difficult matter, in 

 consequence of the river not beinir capable of lur- 

 nishing a surticient quantity of water during its 

 low stages. Tlie expense, during a i'ew years, of 

 the additional quantity of steam would equal ihe 

 dilference between the two modes, and if would, in 

 my opinion, b?, moie judicious to apply the cost of 

 that additional steam power, to the construction of 

 permanent works. 



1 concur in the opinion of the present superin- 

 tendent of the Roanoke Navigation Company that 

 '•repeated and dear bought experience has fully 

 prove. 1 that works of this kind (sluicing) can be 

 successfully prosecuted only during the seasons of 

 low water in the river; and to attempt it at other 

 times is a wasteful and almost useless expenditure 

 of labor and money." The capacity lor the im- 

 provement that calls forth this remark was only 

 lor batteaux, carrying ten hogsheads of tobacco, 

 and not a steamboat navigation. 



Having satisfied myself that a sluice navigation 

 would not answer the purposes contemplated in 

 the above mentioned act, it becomes useless lo 

 give a description of the different falls existing in 

 the nver; it is only necessary to advert to those re- 

 lative positions where the works require to be lo- 

 cated, [n advisini^ a mode of improvement lor 

 steamboats on a river, the bed of which is com- 

 posed of solid and detached rocks, it is indispensa- 

 bly necessaiy to provide an ample depth, with a t 

 sufficient width for a safe naviiration. It is also 

 equally necessary to reduce the current to its 

 slowest possible state, for the purpose of diminish- 

 ing the expense of motive power, and lor the pro- 

 pulsion of all asce,nding vessels; and, to obtain, 

 and successfully maintain, these important advan- 

 tages, requires an improvement to be effected by a 

 series of locks and dams, and, at the principal 

 falls, short lateral canals. 



The darns contemplated, rarely exceed in heisht 

 more than the extent necessaiy to cover with a 

 suffii-ient depth of water, the obstructions over 

 which steamboats will pass; therefore, the inju- 

 rious effects produced on marginal lands will be 

 but small. As the abutments of a dam constitute 

 a very important part of it. the plan contemplated, 

 in order to give sufficient stability, is to construct 

 the ends, in connexion with the dam, of smooth 

 cut stone, forming a segment ol a circle, and 

 dove-tailed into one another as well as joggled, and 

 the reuiaininir (lortions of rock-work, 'hat below 

 Vu'. V-96 



I the water, laid in hydraulic cement, and tha< 

 I above water, in lime mortar. With the exception 

 of the locks, the estimate provides lijr every otlier 

 part being done in t!ie mosi substantial manner; 

 and the pla" recnmineiidtHl is to construct the 

 locks of limber, which will cost 400,000 dollaia 

 less than if constructed of stone; and which will 

 not only ensure an early completion of the woi'ks^ 

 but also sufiply a navigation, which will aiipwer 

 the double purpose of carrying on the inland traffic^ 

 and at the same time conveying the stone and 

 other materials requisite inr the construction of 

 more permanent locks, and that at a reduction of 

 cost equal lo the expense of the wooden ones. 

 Those stone locks can be erected without the least 

 interruption to the navigation. 



The greater number of the rivers in England 

 (excepting the tide rivers), have been rendered 

 navigable so far as practicable by locks and dams; 

 and the system has been universally attended 

 with complete success, not only from its supplying 

 a complete and permanent navigation, but also 

 from the increase of revenue derived from dis- 

 posing of the valuable water-power acquired by 

 the erection of dams. It is a method of improve- 

 ment too, by which much money is saved from 

 the nature of the constructures, the necessity lor 

 incurring the expense of digging, embanking, 

 aqueducts, culverts, bridges, waste-weirs, &c.j rf,^ 

 quisite for canals, being altogether dispensed with. 



The cost of transportation of produce &c., on 

 rivers by steamboats with lighters is ascertained 

 to be about one cent per ton, per mile; and this 

 may be salely considered as the expense applica- 

 ble to, and not exceeding the cost of freight on 

 the contemplated improvement; and. after its com- 

 pletion, it would not be exaggerating to estimate 

 the amount of the ascending and descending trade 

 to be 25,000 tons, transported one hundred miles 

 out of the whole one hundred and seventy one 

 and a half miles, the entire extent of tlie improve- 

 ment, and the toils at three cents a ton per mile. 



25,000 tons at three cents per mile 

 From passengers - 

 Income from water-power 



Annual expense of repairs, superinten- 

 dence &c. 



$75,000' 

 6,000 

 7,000 



888,000 



25,000 



#63,000 



Nearly equal to 10 per cent profit. 

 Dan River. 



The plan of improvement for the Dan nver> i^ 

 similar to that recommended for the Roanoke; the 

 former however is much more favorable, the \\\\\ 

 beinii; less, with a great diminution of the width, 

 which does not exceed 170 yards. The lall be- 

 tween the confluence of the Dan and Staunton 

 rivers and the bridge of Danville is 119 -^'-^ leet, 

 ihe distance 62 miles 2937 leet. 



It is a remarkable fact that the whole expense 

 of the line of improvement now under considera- 

 tion in connexion vvith the Portsmouth rail road 

 on the east, and an extension li-nm ihe extreme 

 point susceptible of steamboat navigation on the 

 Dan river, westerly by a rail road to the Holston 

 river on the liue of Tennessee, comprehending a 



