182 



FARMERS' REGISTER. 



[No. 3. 



although we have less fall per mile, we have at 

 least six times the quantity of water to compen- 

 sate lor it; and the tali is still about 3J i'eet per 

 mile. 



Tne heavier trade being descending, will add to 

 the effect of this power; but disregarding this fa- 

 vorable circumstance omitting the decimals in the 

 fall per mile, and taking the minimum quantity, 

 we have 10,65(3 cubic feet of water equal in weight 

 to 666,000 pounds, which if permitted, will of 

 course fall the 7 feet in a minute, and is therefore 

 equal to 4,662,000 pounds falling one foot. De- 

 ducting one-filth lor loss in application, leaves 

 3,729,600 pounds. Now the load we can trans- 

 port will depend on the velocity at which we would 

 travel — say that it shall be 10 miles an hour, 

 which is 880 feet per minute. 



Dividing 3,729,600 by 880, the quotient is 4,238 

 pounds, moving with the velocity of 10 miles an 

 hour! 



From 4,238 deduct the one-tenth part, for that 

 lost on mile stations, in moving the chain, or rope; 

 and dividing the remainder by 10 lor the friction 

 per ton of the carriages, and we have 381.5 tons 

 transported at the rapid rate of 10 miles an hour! 



And as each and every mile furnishes its own 

 moving power, it follows that it is equivalent to 

 keeping this quantity in motion on each mile 

 throughout the line at the same time. And as the 

 distance from Richmond to Ccvington is 257^- 

 miles, this may amount to the enormous quantity 

 of 98,236 tons; or to the transit and delivery of 

 3,815 tons hourly! 



Having thus demonstrated the amplitude of this 

 moving power, to an extent probably far beyond 

 any demand we shall be able to make on it — which 

 will be better understood by the general reader 

 from the fact, that but 17 hours would be equal to 

 the transportation of a greater quantity of ton- 

 nage than passed over the whole Baltimore and 

 Ohio Rail Road in a year ending 30th September, 

 1833— it now remains to show that it can be em- 

 ployed at a reasonable expense. 



The expense of erecting works for hydrodyna- 

 mic transportation will depend on their scale, or 

 magnitude, and on the greater or less permanent 

 character of the materials used in their construc- 

 tion; also, on the extent to which we would em- 

 ploy the motive power. With regard to the latter, 

 however, it should be observed, that we obtain it so 

 cheaply, and in such excess, as to obviate, to a 

 great extent, the necessity of expensive grading. 

 This adaptation of fixed power to an undulating 

 surface, of any degree of slope renders it peculiar- 

 ly applicable to mountain localities, as by its means 

 we can cross the bends of the river, thus shorten- 

 ing the distance, while a canal, or even an ordina- 

 ry rail road lor locomotives, should be conducted 

 round them. 



Another important advantage derived from the 

 employment of this cheap power, is that we can 

 substitute, for the iron rail, a broad granite tram- 

 way similar to that extending from London to the 

 West India Docks; which, although it will cost 

 more per mile in the first instance, yet it will have 

 great permanency to compensate for this. But 

 the most important advantage to be derived from 

 the granite tramway, is, that any man may bring 

 his own farm wagon, and, leaving his horses be- 

 hind him be drawn to market at a rate of 10 or 20 

 miles an hour, which would be in less time than 



would be spent in passing the locks of a canal: 

 thus freeing the work entirely from the odious 

 charge of monopoly brought against rail roads. 



To form an estimate of the cost, it will be ne- 

 cessary to suppose the works adapted to some de- 

 finite amount of trade. Say that it shall be to the 

 delivery of 100 tons per hour, or to the transporta- 

 tion of 50 tons at a time, at the rate of 10 miles 

 an hour. 



For this purpose I will suppose it necessarv to 

 erect a dam at every four miles; and that they may 

 be built in the most substantial manner of stone 

 masonry, I will estimate them at $10,000 each; 

 the average width of the river up to the Blue 

 Ridge is 699 feet; above the Ridge, it will only be 

 275 feet. For water wheels of the best and most 

 durable construction, say $3000. 



Thus we have 13,000,'whiclx, divided by 4 miles, 

 gives $3250 per mile, as the cost of the moving 

 power. 



Estimate of the Expense. 



Motive power, or proportional cost of dams 



per mile, - - - $3,250 



Ropes, a double line per mile, - 1,800 



Rope rollers, put up, - - 850 



* A broad granite, or marble tramway, dou- 

 ble track, - - 8,000 

 Grading and bridging per mile, say, 2,000 



Add 10 per ct. for superintendence, 



$15,900 

 1,590 



$17,490 



High and unfavorable as the above estimate is, 

 yet the whole cost of the moving power, including 

 dams, water wheels, ropes, and rollers, will be 

 much less per mile than such locks as those of the 

 Chesapeake and Ohio Canal, which cost, as I am 

 credibly informed, $1500 the foot lift. 



I have estimated for ropes, as they are in more 

 general use than chains; and the above will be the 

 cost of the newly invented rope, saturated with In- 

 dia rubber, expressly for this purpose; which is 

 said to increase its strength as well as its durabil- 

 ity. 



W lien the stations or water wheels are placed 

 4 miles apart, each wheel would have to work 2 

 miles of the road at a time; but did the trade re- 

 quire it, double, or probably treble the foregoing 

 tonnage could be delivered by erecting an addition- 

 al water wheel at each station. 



The following is the estimate of the amount of 

 power to work the 4 mile stations, which those 

 conversant with the subject will perceive to be 

 very ample. 

 Friction and resistance of two miles of 



rope, - - - - 600 lba. 



Ordinary friction of 50 tons of carriages 



and goods, 10 lbs. - 500 do. 



Allowance for occasional gravity, at 20 



lbs. per ton, - - - 1000 do. 



Power allowed at the rate of ten miles 

 an hour. - 2100 



* Wood and iron rail tracks, like those on the Peters- 

 burg Rail Road, could be laid in a double track for 6000 

 dollars a mile. They would last much longer than 

 when locomotives are used. 



