A
REPORT,
DESCRIPTIVE OF A
3a®i®»!2 ® A ®Aa& B®A®
FROM
The HTDSOIV through PATERSOIV
TO THE
DELAWARE RIVER,
THENCE TO
THE SUSqUEMJlJrJV^
AND
THE SOUTH WESTERN COUNTIES OF NEW-YORK,
COMPREHENDING BRIEF CONSIDERATIONS
ON INTERNAL IMPROVEMENT BY NATIONAL REVENUE;
THE DESCRIPTION OF ROUTES;
THE EFFECT OF LOCOMOTIVE ENGINES THEREON;
THE RATIO OF FRICTION;
ON INCLINED PLANES ;
ON THE COST OF DIFFERENT KINDS OF RAILWAY ;
ON A NEW METHOD SUGGESTED ;
THE SOURCES OF INCOME;
ON IRON MINES AND MANUFACTURE;
ON THE HOUSATONTCK RAILWAV TO THE SOUND;
WITH A LETTER ON THE PENNSYLVANIA SECTION.
NEW-YORK:
PRINTED BY CLAYTON & VAN NORDEN,
No. 42 William-street.
1831.
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(D. iV'Cq.oLyx. S.ü o
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LLfiM/' XH.í^ZZ
REPORT, &c.
Paterson, 21si September, 1831.
To ROSWELL L. COLT, Esq.
Palerson,
Sir,
Agreeably to your request T have examined the ground from this place
to Dehware Rirer^ in order to find the most favourable route for a rail road
to the Water Gnp^ to meet that now in the process of location thither from the
Susquehanna, under a law of Pennsylvania passed in the year 1826.
In making this itivestigation 1 have met with much willing co-operation from
manyoftiie principal inhabitants; and I learn the prevailing impression that
this naturally nch part of the state in minerals,— water power, and fertility,
wants only the facility of a rail road to develop more successfully its
resources;—that although not more than sixty miles from market they pay as
much for carrying, as districts on the Erie canal pay. Jive limis as yemotej—that
from however far the Une of uay may come, it will be considered a^' superadding
facility to the advantage of comparative proximity to the city ;—and that these
circumstances promotive of successful industry and enterprise, would essentially
lessen the inducement now felt to emigrate from hence to the distant west.
In a description of its topographical features this district may well include
Orange County, a part of the field 1 have explored on this occasion. This
populous county, with Sussex and Warren, occupy a tract extending 80 miles
from the Hudson to the Delaware, 30 miles broad : bouiided north by the Blue
Ridge, south by the Highlands and the Hamburg mountains. These on their
eastern side gradually decline with the branches of tlie Passaic, to which they
give rise, v/liile the northwestern side sinks down abrnptl). It might be called
an extensive valley were it not subdivided into a number, between which hills
rise to a height that would be considered lofty but for the presence of these
majestic borders. These give rise to many streams, some of which unite to
form liie Walkill; others the Pequest and Paulinskill, flowing to the Delaware,
These ample souices of supply invited the project of the Sussex and Orange
canal, a few years ago; nor would it have been so soon relinquished after the
support it received in the approbation of the late Gov. Clinton, and from public
opinion, had nota persuasion supervened from European experience, that in our
climate, where tnrifer is a season of active business, a rail road might be
preferable when required to combine rapid travel with commercial conveyance.
The time allowed for the canal to be begun having expired, the field is
now open.
In describing the Northern route I shall avail in part of a survey made for a
State road a few years ago by John Mofiall, Esq., under an order of the Legisla¬
ture. Tlie eligibility of that route northward Irom Orange for a rail road, need
not on this occasion be examined further than to sketch its course, as its
comparative advantages will be ascertained in the Reconnaissance now making
by Engineers of the United States from the Pludson to the Mississippi; ths
4
result of which ma3r greatly recommend the first sections of a great work, inte¬
resting to New-Jersey and New-York.
It would seem to be the best policy of the General Government rather to aid
than to undertake public works, even those having a JVW/ionc/effect, or advan¬
tage. Perhaps it is justly supposed that the same calculations that would justify
Congress in niakini; appropriations for such purposes, in promoting commercial
intercourse among the states, will induce capitalists to embark funds whenever
there is certainty of co-operation to complete the work promptly; if unex¬
pectedly found to require greater means than theirs embarked.
If I am not mistaker., it was willi a view U) this kind of aid that the corps of
Topogrn/f/iic.al Enaineei's was by law authorized to he formed from among
the liberally educated officers of the army, that on these occnsions their reports
might be referred to for local with scientific intelligence, whenever required
by Conirress. on the subject of any such application. The tisefuincss of this
Corps has already been acknowledged on various occasions in different parts
ofthe Union :—and prospectively it seems likely to become riioie so, since a sur'
plus Revenue is incident to peace and National Prosperity; and to the
American system, not only of political, hut practical commercial independence,
The wor'd divided as it is into nations, they must net as such. The welfare
of our own must of course he a paramount consideration with Government;
and for the same reason that a free people must he protected against foreign
arniSy they must be so against the servile or cheap labor of all foreign people.
The canals of France, for example, made principally by Government to
equalize prosperity, enabled her to circulate products without too much diminu«
tion of value by expense. Thus the cheapness of her Southern Wines in her
Northern cities, in consequence of canals, has greatly increased demand, and
encouraged the culture of the Vine. But excess of production in one kind of
crop may reduce its price below what it can be afforded for. Thus indigo was
once the principal crop of our southern states. India interfered, and Cotton
succeeded. Extraordinary demand, from improvement in machinery, spread
this in turn over the new fields of the southwestern states, till the value has
almost ceased to he a remuneration. The only remedy is to moderate the pro¬
duct by other crops; as the cane, the vine, the mulberry, and again indigo,
for which domestic manufactures renewed the want. But success in ail this
agricultural industry, after all, depends on cheap conveyance to market. The
routes over savannas, rivers and mountains of an extensive country, can alone
be properly achieved by the financial power of the nation, in aid of public spirit.
The diificulty of wielding this great financial power systematically vanishes if
we apply the same care to public pioperly that is given to private :—that is,
to invest money so as to afford interest, and yet so as to be convertible again to
money on the occurrence of an em» rgency. Tlius the ffreat exigency of war
might be provided for without creating a New Nalional Debt.
When war bieaks out (and we well know this may happen from unexpected
aggressions) the impost diminishes, and danger throws back from the ocean a
large capital that would else have flowed away in the innuinerablo channels^f
commerce. These funds must seek secure (»bjects of investnient at the moment
the government has occasion to sell out its shares in public works. Thus^
Internat Improvements may 6^ o. National Treasury: not latent, inactive, and
unproductive, but in piecisely that form most beneficial to the whole people ;
and as efficient willrout being as dangerous to ourselves as so muçji money.
Would not the existence of tins great financial- resource, at command without
taxation^ ready, if necessary,to sustain the arms of the nation, render its power
more respectable in the eyes of other nations, and tenu to preserve peace
The system of care winch applies to the public lands and other property,
would be applicable to this, especially if a home department were separately
instituted.
These general remarks on the application of surplus revenue, in which every
state has some interest, have reiaiion to the subject of this report, because it
treats of the first grand sections of a route of national utility, reaching through
the territory of several states, where private wealth is not pretended to be,
however ample for private enterprise, equal to works of such magnitude as the
interest of the people, and even of national property, requires. Certain it is
5
that it would be no small encouragement to capitalists to undertake the nearer
grand sections of national works under state laws, if assured of the aid of the
United Stales, to construct the remoler SFclions, the execution of which would
widen the attraction of accommodation and revenue.
The norlliwestern counties of New-York are conveniently reached in the
summer season by the North liver und Erie canal, but llie soulhu'estern counties
would be reached from the sea pon in less distance by a rail road; and in the
winter season. But a part of New-Jerse} intervenes. Jt will be easy, however,
to show by facts, how the people of both stales have the same interest in
co-operation.
The Paterson Rail Road is believed to have a good prospcctof ample revenue,
in its immediate business, its extension is more inleresljug to oilier} arts of the
state than to the proprietors. To lliern, no doubt, it would bean advantage.
It is a circumstance peculiarly favourable to cunáis and rail roads, so made as
not to be injured by use, that every extension adds revenue to revenue. Indeed,
this is more remarkable of rail roads, because they do not, like canals, depend
on a command of water, and are not therefore limited by any local circum¬
stance. Every obstacle may be systematically subdued.
Bergen Ridge occurs almost immediately on leaving Hoboken Ferry from
New-York. It presents, on the direct course to Paterson, an abrupt side;
an easier ascent, by going to Wehawken, at some loss of distance, may be
found, yet it is thought, not without two inclined planes and ^tationany engines.
Whether the route shall cross this Ridge by inclined planes permanently, or
pass through it by Tunnel-, attractive ol all the travel of diverging routes beyond,
and so situated as to make both ferries accessible, it is certain that the ground
beyond fixes the passage of Berry's Hill at the depression; and the existence of
the First and Second mountain, stretching far across Essex, broken through no
where but by the Passaic allhe Great Falls, makes Paterson a point in the sup¬
posed great route, independently of its own business; though it cannot be
douoted that good policy and perhaps true econoniy will always justify iiiciming
a line towards sources of revenue, and especially to large towns as their busi¬
ness occasions travel.
On arriving here, Three Roules present. In the choice of one of them, the
compulation of the resistance of gravity and friction,—the comparison of ele¬
vation, with level circuits, and tlie effects of power in climbing the one orrun-
ning rapidly on the other, must decide.
The Pomplon or Pequanock roule is the most direct hnt elevated. I shall first
describe it, and return by thai of Morrislown, and then follow that of the
Kaniapo valley. It is not necessary to be very minute.
Proceeding from the present rail road where ii comes to Ihe Turnpike south of
the town, the line would pass in front of the new Factories, and rise to the eleva¬
tion of the Dike, and after crossing it, widened, incline up the rigiit bank of
the river above the Great Falls to a place convenient to cross by bndge to the
left bank ; convenient, also, at this curve, to receive a line of railway fioni Morris
county, eventually usetul for winter travel from ilience, and iavourable to the Iron
mines and manutaciories, and even to the Lehigh coal trade at that season when
the Pennsylvania and Raiilan canals will be closed.
After crossing the Passaic the ground is favourable; the line would leave
Little Falls Collon Factories a shoil distame to the left, and crossing the
Singac level lands, come to the left bank ol the Pomplon. cross it to tiie plain,
and arrive at the entrance of the Pequanock passage of tlie hills—thus far being
11 miles, and the rise 93 feet.
The second section ascends the narrow valley of the Pequanock, which
rises 47 feet in a mile, and in 11 miles, to Brown's Bridge, rises 514 feet,
or 1 in 110.
The third section continues up the valley, more circuitously, 9 miles, to Henry
Smith's swale at the summit, rising 240 feel, or 26| in a mile—or 1 in 198. in
all 847 feet.
The summit is two miles level across the mountain, consisting of a glade rather
6
than a swamp, or both ; giving rise to a brook which flows precipitately by a
ravine near Ts. Munson's dwelling unto the WalkiU^nez.1 the Franklin Iron Worksy
three miles south of Hamburg Post Office. This ravine measures 7900 feet in
length, with a fall of382 feet, perpendicular measurement.
This descent might be effected by a Plane and stationary Engine, and per¬
haps with water power; in this case the line would cross the valley of this
branch of the Walkill, and leave it by the opening near Dr. Fowler^s dwelling,
and thence take a direct course towards Newton viliaffe along White Ponds
over quite a level tract. But it being pursuant to your orders, desirable to find
a route suitable for Locomotives, the line would rather descend the mountain
obliquely, through cultivated lands, in the direction of Sparta village, distant
about SIX miles from the summit glade, and would turn across the head of the
valley, about one mile from it; having descended 200 feet, or 40 feet in a
mile, or 1 in 132.
JVoodryff''s Gap opens a passage through the next ridge. His Mill Pond oc¬
cupies a part of it, and is the Eastern source of the Paulinskill.
The PaulinskilL lakes a serpentine and circuitous course around by Augusta
to the Delaware, which it enters near the Water Gap; and our line might fol¬
low it down, gradually descending 10 or 12 feet in a mile. But it appeared to
me desirable to keep as far as practicable on the southeast side of the ridge
which rises along this stream, on account of a more extensive accommodation
of Warren. My line, therefore, descends the Paulinskill about lour miles, and
then takes a direct course to the plain between Newton and Pottei's Mill.
J^euion is thus brought nearer tlie loute than tins village could oiherwise be.
The line now keeps up along Potter's Mill stream to a very large ¡Springy the
source of the Pequest, which reaches the Delaware at Belvidere.
Marksboroagk village being '>n the other side of the ridüe near wliere the val¬
ley of liio Puuliiiskill inclines (if tra< ed u})) too mm h to llie norili, 1 was de¬
sirous of finding the lowest ground to cross in this direction; and alter an ex-
aminaTíon of several places, llio summit near Mr. Lanin's wasfound the lowest.
Beginning therefore near llie Great Spring before meniioned, llie rise niuy be
graduai for 3 miles pt 1 in 1 15 feet, it then comes to the iiorlliwest, and de¬
scends the left side of the valley of Lnnin''s brook about a mile at half a degree,
then curves to the southwest on llie dividing ridge lietweeri this and Simond's
valley, across who.«e farm it descends at the same angle, and passing through
a narrow ridge, (that musL be reduced about 30 feet,) gains the valley occupied
by Col. Moll's farm, and at the same inclination, arrives at Maiksborongh vil¬
lage; descending in 2 miles about 132 feet, or 1 in 54. The conlmualion of
this line at tire same angle, two miles further down the valley, i»rmgs us to
Lawrtnceville ; whence to the Waltr Gap \.\\q lino being led along the north
side of the valley is 10 miles, about level, making 67 iniies from Pateison.j
The Jindover and Morrisfown route would (traced back) leave the Paulin¬
skill at Lawrenceville. Its first step would be by Inclined Plane tliree fourths
of a mile, at 2¿ degrees. Thence to the sunimit, rising 77 feet in 2i miles, or
1 in 1.54 feet. It then descends very gradually, at ! in 114 feel, to tiie Pequest
Spring, leaving Johnsonburg a little to llie south. Tlie ground from hence
to Andover is capable of a level roule to near Panther Pond and Great Fur¬
nace Meadow, on the noiih side of wliich a small rise would require to be cut
through, and on the south a rocky ridge ravine widened. Tlnm Lubbei'sRun
valley embanked to'tlie foot of the By ram Ridge, a pait of Suiiooley's Moun¬
tain. Here there must be an Inclined Plane wilii power to ascend it.
The summit would cross the Feedei of Morns Canal from Lake Hepatcong;
and the descent on the southeast sloe lo Draktsvil/t ie(]une two iiiclrneU Planes.
From Drakcsville the easiest line is somewhat circuitous. Crossing Suc-
casunny Plane, it turns the soutli end ofTrowbridge Mountain, crosses Morns-
town plain, descends Whippanny valley, passes over Fairfield plain, to the
right bank of Passaic, which it' follows ; being 36 miles i'lom Drakesville to
Palerson, descending at about the average ol" 1 in 317 feet. The whole dis¬
tance to Paterson computed to be 66 miles, to Uoboken 81 miles.
7
From Sparta there is a route by Norman's Pond intermediate to these two,
but 1 found the ascent and descent higher and sleeper than the others.
The Ramapo Valley route leaves Paterson at the level of Mill-street, to which
the presetil rail road comes, and crosses the Passaic at this elevation to Quarry
jjjjj ilien coniinnes along its easiei n side northward to Kamapo works, rising
only 100 feet In 17 miles; to the State line 15 miles,
1 may here anticipate the question, whether a more eastern and more direct
location might not be made? Í was inclined to that opinion, till the ground
was further examined. The elevation, as now proposed, corresponds with that
of the line run for a Canal a year or two ago. There can be no more eastern
line of approach to the Passaic irom the north that would not both decline and
rise, unless a very circuitous one were taken around the great bend crossing
Saddle River, which comes in there. The advantage of the Quarry Hill loca¬
tion will be manifest, on presently applying the calculations of steam power.
In tracing the Ramapo route, I have, in part, adopted the survey for the
State road, by Mr. Moffait.
On running a line of level several miles, I found the Ramapo fell about 12
feet in a mile. But to leave the valley near Monroe Works, it will have to
rise rather more.
At 11 miles from the State line the route leaves to the right Smithes Clove, a
remarkable pass in the. Highlands leading to J^ewberg, 15 miles distant, and
to the left Townsend's Iron Works, and curves to the west, northwest, and
southwest, up along Crumline''s Creek, the outlet of Round Pond, and arrives
near the village of Chester, (9 miles.) Thence it continues to the vicinity of
Florida^ (4 miles.)
The Stale Road line here leaves our route to the Water Gap, and runs nearly
northwest across the outlet of the drowned lands, near Mr. Phillips' factory;
gradually ascends to Mount Hope village ; crosses the Shawungunk Mountain
at Deer Park Gap; descends where an Inclined Plane would be required, to
Basha's Ball; ascends the Nevisink to Monlicello, the centre of Sullivan coun¬
ty ; proceeds to Pierce's Brook, and descends to the Delaware, which it ascends
20 miles, rising 10 feet to a mile. This line is now under reconnoissance.
From Florida to Augusta the route is along the borders of the Drowned Lands,
(now in the process of draining by a deep cut,) and reaches this village in 24
miles. (Still 25 miles distant from the Water Gap.) A choice of two routes
here will offer; that of the Paulinskill valley, and that of Newton, by the Pe-
quest Spring, Marksborough, or Lawrenceville. By either we may call the
whole distance 08 miles from Paterson, without the necessity of a stationary
Engine ; or 104 miles from Hoboken without one, if Bergen Ridge should be
tunnelled.
The Ramapo route is, it appears, 22 miles longer than that across the moun¬
tain. To compare them we must consider the resistance of gravitation, and of
friction, combined. The Iv/o routes must be examined as regards time, and
the useful effect of steam power in overcoming elevation on the one, and dis¬
tance on the other. With the principles of these calculations you are familiar,
and it is only necessary, on this occasion, to apply ihern in the plainest way ;
and this will be by example. Practice is more obvious than theory.
The experience of the Liverpool Company is the most instructive. They
employ the best Locomotive Engines. Systematic transportation is there es¬
tablished. It IS no longer experiment. We may refer to it with confidence;
and there can be no reason why wo should not in our country do as well. We
have their Treasurer's published account of all essential facts in their history.
The power of these Engines manifested in speed and load, on levels and in
ascending the Inclined Plane of Rain Hill, are data on which calculation may
rest.
This ascent is 1 foot in 96 feet for miles (82 feet). Mr. Booth stales, for
8
example, that the Comely with 26 tons behind her, first acquiring the speed of
16 miles an hour, passed up the Plane with it, gradually reducing her rate to 4
miles an hour. Thus her momentum was,in the beginning, of considerable ef¬
fect : and had the ground permitted the ascent to be in two Planes, so that
speed could have been recovered between them, there seems to be no doubtsuc-
cessive Planes might, in any line, be often repeated within the bounds of the
adhesive force, or hold on the rails, which is computed to be 1-20 the weight of
the Engine. *
Mr. Booth enters into a calculation of the diminution of load to ascend a
Plane at the same speed as on the level way:—At 15 miles he computes the re¬
duction on a Plane rising 1 in 100 to be from 30 tons down to 7—and at 10
miles from 42 tons down to 12. Facts which prove the expediency of locating
our Rail Roods as level as possible.
But this calculation is not so practical as one which will show how fast., with
the same load, an Engine that carries a certain quantity on a level, will ascend
any given rise. The fallowing is an approximate calculation to that effect.
The Planet Locomotive, which commenced the regular business of the Rail
Road in December last, carried on 18 wagons 135 bales of American Cotton,
200 barrels of Flour, and other merchandise, in all 51 tons, 11 cwt. 1 qr. ; the
wagons, oil cloth coverings, fuel, water, and attendants, 28 tons 8 cwt. 3 qrs. :
together 80 tons, nearly 5-8ths load. The engine weighing 6 tons. Her
speed on the level way with this load rather above 12 miles an hour. But on
coming to the inclined Plane, she was assisted by another Engine, together ef¬
fecting its ascent at tiie rale of 9 miles an hour.
The resistance of gravity in ascending an Inclined Plane being as its height
to its length compared with perpendicular or entire weight, it is estimated of
course in pounds per ton, the height in feet divided into the ton weight ; in this
instance 96, the height of the Rainhill Plane, divided into 2 ¿40 lbs., is 23, 33
per ton—86 tons being 200^ lbs. ; and as Friction at 1-200 the weight of load, 80
tons, is 896 lbs., together 2902 lbs., overcome by 2 engines at 9 miles—which
is 1451 lbs. to each, if equal. But as the Planet carried on a level her 80 tons at
12 miles, the friction of which was 896 lbs., her increase of speed appears to
have occupied this difference, though it is more likely that the temperature of
her steam was higher while the engine, resisted by gravity, worked albwer up
the Plane.
The exact measure of her power, therefore, is difficult to estimate without a
knowledge of her strength of steam area and motion of piston per minute. I
therefore assume, for the sake of a familiar example in practice, that the Fnction
ofthe Flanetand train in motion was the true measure ofher power, viz.8961bs.
(as if it were so much weight suspended over a pulley, with the rope fastened to
the wagons.) This would be 11 lbs. 20-11)0 per ton, which is not quite so much
as the estimate for the common railway wagons, but it is more than Mr. Booth^s
estimate (9 lbs.) for the best of Mr. Stephenson's wagons, which is less than
Mr. Vignoles found them, viz. 9|. The 1 200 is indeed somewhat more than
the axle friction of such carriages, but it is considered as the measure, also, of
some lateral rubbing and some obstacle ofthe rail surface. The power, then, as
above assumed, is not far from riglit, and may be thus applied to our Pequanock
route.
The first section to Pompton rises 1 foot in 638 feet, the gravity of which is
3 55-100 lbs. per ton, amounting on 86 tons to 288 lbs.
The Friction of 80 tons, at 9 lbs., is 720
making - 1008 lbs.
which is 112 lbs. over her power in diminution of-speed^ and in the ratio of
1008 to 12 miles, so is 896 to 10 miles an hour her speed with this load at
this ascent.
Tims the 2d section, 1 in 112, would permit of about 4| miles per hour.
The 3d, 1 in 198, " 6| "
The 4th, 1 in 132, ascending eastward, 5| "
1 • nc S westward up Marks- i ..
The 5th, 1 in 115, | ^ 4i
The 6th, 1 in 54, eastward up the same, 24 "
The 7th, 1 in 154, Johnsonburg westward, 54 "
9
It would enlarge this communication too much to adduce instances from
Wood's Treatise, corroborating this estimate nearly. This may suffice to show,
as I was desirous of doing, the practicability of a Locomotive route., at some
expense of time, within New-Jersey.
And if we apply it to the Morris county route, with the exception of the
Inclined Planes, it would be still more favourable, the intermediate sections
being level, and the circuitous line from Faterson to Drakesville rising 1 in 317,
which would permit of 7^ miles an hour, with the Planet and 80 tons.
Its application, however, to the Ramapo route is still more favourable.
The 1st section, to Ramapo works, is 17 miles, rising 100 feet in all, whichis
1 in 897 feet. On the Liverpool road they regard 1 in 880 feet as a practical
level ; therefore on this section the Planet would carry her 80 tons at 12 miles
an hour.
The 2d section, up that valley, (9 miles), might require for that distance an
assisting engine to keep up full speed. The remainder of this route is practi¬
cally level.
Thus we may suppose the Pequanock route to require time as follows :
1st sec. 11 miles, 1 hour, Gminutes. Ramapo, Paterson to Line, 15 miles.
2d " 11 " 2 " 12 " Monroe works, 11 "
3d '* 9 " 1 " 20 *' Chester, 9 "
4th " ^ Florida, 4 "
5th '* >20 " 2 30 " Augusta, 24 "
6th " S Watergap, 25 "
7th - 5 " 0 " 30 —
8th» 10 " 1 " 0 " 88, atl2miles,
— - — is 7 hours, 20 minutes.
66 8 38
From which it evidently appears, that the longest route by 22 miles, being
level, can be travelled in less time than the other.
The expense of Inclined Planes is a further consideration against the
elevated route. This expedient, and its Stationary Engine, though inestimably
useful in crossing unavoidable elevations, and in enabling the rest of a route to
be formed into practical levels, is a constant charge. To avoid delay, the power
must be in proportion to the elevation, and to speed.
At the Ithaca Rail Road, the Inclined Plane 2 tracks, 1^ miles, is estimated
to cost ... - . 7560 dollars.
2 Engines, 30 horse power, high pressure, 7500 i
Buildings, Rollers, &.c. - - 1500 >11019 dolls.
8 tons, 8 cwt. 2i inch rope, at $12, . - 2019 j
Annual expense :
Attendance, .... $900
Other itèms, 100
Wood, 4200
5200, annual expense.
According to practice in England, this power would require 7015 dollars
annually.
The subject of Friction is necessarily involved in a comparison of a circuitous
with an elevated route. It is an interesting one as regards the general effect of
a moving power ; it enters into the calculations of its economy, and it will
appear that the means we possess of reducing its resistance is an argument for
our most level route.
But the preceding general estimates or approximations to power and effect,
have assumed the ratio of friction submitted to in England. Experiments
there have fixed it at the 1-200 of the weight of load, which is 11 1-5 lbs. per ton.
Even the best of Mr. Stephenson's wagons, with bearings external to tho
wheels, borrowed of Winan's improvement, makes it 9| lbs., and Mr. Booth
states it to be 9 lbs. ; yet as there is some lateral rubbing in a long train, and
some surface obstacle, it is still considered that 1-200 is a fair general estimate
ofthe ratio of resistance with common wagons.
2 '
10
But on the Baltimore rail road we know it is materially less ; that the
Company, in their invitation to competitors in Locomotives, warrant the friction
of their Winans imgons shall not exceed 5 lbs, per ton, or 1-448 the load. Now
whence this extraordinary diminution of resistance ? The explanation may not
be as familiar to others who may read this Report as to yourself. You will
indulge me in enlarging on this subject, so interesting to the public. You will
not have forgotten your first impressions on seeing the working model of Mr.
Winans' invention, nor that of the citizens of Baltimore on its exhibition. It
became the property of the Rail Road Company, and on a large scale was set to
do the roughest work on the excavations ; and from that time the principle has
been tried in the heavy loaded and in the most rapid of the carriages, for several
years, to the entire satisfaction of the Board of Directors, and the intelligent-
engineers who have been in the Company's employ.
Indeed, a question of so much importance as the mechanical means of doing
the business for which the road was formed, could not fail to receive thé strictest
eonsideration of the chief Engineer ; and I think both the inventor, the Company,
and the country, are indebted to Mr. Knight for his skillful and scientific investi¬
gation of its principle, and the best preparation or adaptation of it, on the whole,
to the Baltimore Rail Road.
And it appears to me, so far as I am entitled to form the opinion, that the reason¬
ing concerning it in his report to the Board of Directors, is sound and thorough.
It was certainly important that the flanges should be at the inside, and I aiïi
convinced that the union of the cylindrical and conical rifïi has, with the
mechanical perfections given to this wagon by Mr. Winans since his return
from England, made it all that was requisite, and perhaps desirable, of its kind.
The credit is certainly due to the American Engineers, that the principles of
operation on rail roads have been investigated more deeply and mathematically
than they had been in English publications ; and while the friction has been
thus reduced, the utmost steadiness has been given to the passage of curves of
a much smaller radius than they there deem practicable, yet preserving the
advantage of ñxing the wheels to the axles. The properties of the Winans car,
it is acknowledged, have contributed to this result, as well as to the greater useful
effect of the moving power employed.
That the principle has not yet been carried so far as it seems capable of, im
the limication of the wheels to the convenient size of 21 feet, is perhaps true..
Whenever routes shall offer less subjected to short curves than the valley of the-
Petapsco, I do not perceive any material objection to their being made at least.
Ithree feet in diameter.
In this case, with the friction wheels in proportion, we may see realized our
original expectations here, and in practice, corresponding to the results of expe-
"riment in England, where, on the Liverpool and Manchester Railway, with
wheels of this size, some experiments were made to test the comparative friction
against the best of their wagons without friction apparatus.
The account of these experiments, under the inspection of Mr. Vignoles, one
of the most eminent Engineers of that country, were published in the London
Mexhanics" Magazine for February, 1830, page 461, where it appeared that each
carriage loaded with four tons, each having 3 feet wheels, manifested their
respective ratio of friction,—Stephenson 9j, Winans 2^ lbs. a ton ; and in
perfect conflrmation of this, the latter would run spontaneously, or by gravity
alone, down an incline of .5 feet, 10| inches in a mile, while the usual estimate,
for other- wagons is 26 feet, 4 inches a mile. The gravitating force of this
.elevation being equal to their friction on a level.
It may at ñrst appear difficult to reconcile to this result the apparent indif¬
ference of those in England interested in such effects of an improvement of this
kind; and still more so for a statement favourable to Mr. Stephenson's wagon
in the new edition of Mr. N. Wood's Treatise, in the face of the published
account of it. But the fact was (as I learn from Mr. Winans) that the trial'Mr.
Wood describes was reported to him from among those done from curiosity
rather than to test a principle. It let both carriages run down an Inclined
Plane, to see how far they would ascend an opposite one. This was therefore a
test of momentum against gravity combined with friction, and proved nothing
11
as to comparative friction alone, wliich is the question, as gravity operates
equally against all kinds of carriages.
If then we apply this improvement to our middle route, it would considerably
increase the effect of the power of the Planet Locomotive, but not near so much
as by the Ramapo route.
A few figures will illustrate this subject from preceding data. Thus, assu¬
ming, as we well may, that tlie |winciple of the friction may be carried as far as
it was in the demonstration under Mr. Vignoles, and that the tractive power
of the Planet Engine was 896 lb., then in the ratio of 2^ lb. to a ton resistance,
she would draw no less than 358 tons on a level—or if the comparison of ratios
was 9| to 2¿, then 312 tons. In fact, the rise from Paterson to Ramapo is
less than that considered a practical level on the Liverpool rail road, 1 in 880
feet : this being 1 in 897 feet.
When they shall at Liverpool, have time to perceive that their Engines might,
with the use of these wagons, be more than twice as efficient, it may be pre¬
sumed that interest will lead to their adoption.
The question of comparing two routes, the one mountainous the other level,
has not often occurred in our country. Most of the r^il roads as yet projec¬
ted, have been compelled to ascend vailles like that of the Patapsco and Poto¬
mac; or have had before them a level country like Raritan and Delaware,
Frenchtown, Washington and Charleston. But occasions may arise in which
the alternative may be very much inffuenced by the consideration of effective
power, or the time lost or gained by circuit and level.
Another topic is suggested also by the diininution of resistance from friction,
that may be often of great consequence, considering how extensive our lines of
communication require to be. If the friction wagon should bo the means of
saving cost in the railway itself, the wide range of this economy invites me to
take this view of its possible utility in this respect.
The grounds (f this expectation arc, that it will permit of lighter Locomotive
Engines, sufficiently powerful for as long a train as may he conveniently used.
We know that the Liverpool and Manchester rail road was calculated for
much heavier Locomotives than have been found abundantly efficient.
The question then is, can we have firm, durable and smooth rail roads of
edge rails at less expense, in consequence of using lighter engines? The an¬
swer includes some reference to what rail roads of different kinds have cost, in¬
dependently of ground and graduation, which must always depend on local cir¬
cumstances.
The Ithaca estimate for a Timber and Plate rail, one track is ^5502 a mile.
Here the ground and graduation is a small part of its cost. ^
The estimate by Gen. Swift for the Baltimore and Susquehanna road,
of Timber and Plate, exclusive of ground and graduating, $5,158
The same for Iron rails on stone, exclusive of Engines and Inclined
Planes, ground and graduating, one track, 6,279
Providence and Boston estimate, ' 5,524
Of which the Iron was $848.
The estimate for the Beaver Meadow and Easton single track rail road, (by
Mr. George Merrick,) with edge rails as heavy as those of Liverpool, 57 tons a
mile, at $65, is, (Iron,) $4,636
Foundation stone and setting, 3,520
$8,156 a mile.
Graduation in this place along the Lehigh, (very expensive,) 4,500
$12,650
The cost of Iron rails of the Liverpool railway :
110 tons of Iron per mile, at $55 10, $6,105
41 tons of Chair, at 46 67, ' 1,920
Spikes and Keys, 488
Oak Plugs, 137
Of which one half is
$8,650
4325
12
Road formation, consisting of the broken stone 2 feet deep,
and stone blocks, adjustment, &c., 18 miles out of 35, about 5:000
(17 miles on wooden sleepers.)
813,650
The other items peculiar to that place were enormously expensive.
Experience at Baltimore, appears by the reports, to be as follows :
For wood sleepers, wood bearers and plate rail, exclusive of
ground and graduation, one track, 84>362 per mile.
Stone blocks, wood bearers and plate rail, of which the cost of
Iron was |1,324, 5,115
Granite sills (in line,) with plate rail, of which the Iron was
$2,037 64, 6,500
The analysis of this expense is, sills at $11 50 per 100, $3,680
Bar Iron, 1,300
Broken stone, 640
Various items, 880
Including labor. $6,500
The objections to this method in a northern climate are, that it is not so
capable of protection against the eifects of frost in the foundations, as posts
would be, nor of the elevation above snow and ice, requisite there.
At Providence, the estimate was for the split stone at 17 cents a foot :
If every 4 feet of the track took 2 posts of 3 feet, it would be, $1,346 40
Holes \ of a yard, 2,620 holes, 655 yards at 10 cents, 65 50
Setting and filling, at 10 cents each, 262 00
Cutting top and drilling holes, at 10 cents, 262 00
Edge rails for 3 ton loads, half the weight of Liverpool rails, 28 tons
a mile, at $65, 1820 00
Chairs, 14 tons, at $45, 630 00
4,385 90
Other items, 10 per cent., 438 59
$4,824 49
The calculation in England for heavy Engines, has augmented the quantity
of Iron used, beyond what is now necessary.
The above, therefore, may approximately show that we may have railways
in a durable form for loads of 2 tons, wagon's weight Iton, and light Engines ;
since t*ey will be able to carry large loads on friction carriages, on nearly level
routes ; and thus the suggested form of construction may have the properties
of elevation, free drainage, stability, and prevention against frost, without
being more costly tlian the less durable form of railways.
Solicitude for chea/p rail roads has been generally manifested in our country.
It has been thought that the great length of our lines of communication would
require it. Timber has been employed; and doubtless, in some situations,
with due precaution, it will be expedient ; but you have at Baltimore, already
departed from that plan ; and if I am correctly informed, experience thereof at
Charleston has not been favorable to its use ; their Engine indenting the wood
under the rail, and making lodgment for rain water, heat and moisture must con¬
sequently, have full effect in producing early decay; certain precautions might
however be used. Baltimore is avoiding this liability by the use of stone sills
in continuous line ; but these are not so much at command in South Carolina.
In adopting this plan the Engineers were not unaware of the importance of
so consolidatmg the broken stone below them as to exclude water, lest ice
should form and heave the sills upward. Their keeping in place will very much
depend in the north on the success of this design. Indeed, it will not be easy
to exclude the water/rom between the sill and its foundation. In England and
our southern States, the mildness of the climate renders this precaution less im.
portant; but on the routes the subject of this Report, it may be indispensable.
This difficulty here has suggested another expedient, which is however, en¬
countered by another, to be first provided for. It is, that on every route the
graduation involves the necessity of embankments, which are of course, ox
13
ï>ected to settUf and to require temporary foundations for the rails, commonly
cross sleepers of timber.
The remedy, however, is obviously at hand. It rarely happens that the loca¬
tion of embankments is not near some stream: and it is a familiar thing with
Engineers, that they can, by the use of water, make embankments at once as
solid as time can ever make them; so that any kind of permanent foundations
might be at once used, were this precaution taken ; and thus, there is no insu¬
perable objection to the use of Posts. Their use also suggests the use of piles
in crossing meadows, swamps, and marshes. On the Charleston rail road, being
over a sandy soil, they have employed them wholly ; and some of them stand
out of ground even 11 feet, and are not disturbed by the rapid travel of their
Locomotive Engine.
The Sources of Revenue comprehended on the one and the other route under
consideration, belong to this comparison. If the location can be made to ac¬
commodate the main object, yet embrace several others of value incidentally,
dt is the more recommended. Such appears to me to be demonstrable in the
Ramapo route ; and it is a great recommendation of an undertaking of this
kind, when every successive section reaches an object great enough to sustain
that section.
We may consider the 1st as reaching Paterson, already one of the largest
manufacturing towns of our country, possessing a water-fall immediately of 70
feet, not yet fully occupied, and capable of sustaining a very increased popula¬
tion by the aid of all its hydraulic power. Were the rail road to stop here, the
business of this place alone, would be an adequate object. This, I am aware
you think, would not be the most liberal policy.
The second section reaches the Ramapo valley, also the seat of successive es¬
tablishments for the manufacture of Cotton and Iron, adequate to the recom¬
pense of this section. '1 he sterling ore is well known to be excellent in quality.
The 3d may be considered as a branch through Smithes clove to Newberg,
principally useful for transportation in the winter season to and from that
thriving town, which stands in the same relation to an extensive interior dis¬
trict that Albany does to another portion of the state, and were it only for the
five winter months, must give an ample revenue to this section.
The 4th continuing the main line, reaches the centre of the populous
county of Orange, where manufactories again, and all the usual forms of agri¬
cultural industry occur. Between Goshen and Florida the North-western line
would diverge from the Water Gap line, and crossing the Blue Ridge at Dear-
Park Gap descend to the Hudson and Delaware canal and cross it near Carpen¬
ter's point about midway from its two extremities : where its course takes a turn
to the North east about 60 miles to the Hudson, and if this bend should become
the site of a Depository it is probable that considerable business would originate
here in the winter months. But this route continues (as surveyed for the State
Road) to MonteccllodX the centre of Sullivan County. Thence it reaches the
upper branches of Delaware River, 16 miles from the Susquehanna, which
comes hither 80 miles along the borders of Otsego, Chenango, and Broome.
This is the route under reconnoissance as before mentioned ; But a meeting at
Ithaca has expressed a favourable opinion of that I sJiall proceed to describe.
The 5th section of our main line proceeds to Sussex County, on the eastern
mountain border of which lies the most remarkable body of Zinc in the Union,
and near it is found Iron ore, of the silicious kind, making with a mixture of
the Succasunny ore excellent iron. And near it lies conyenientlv to its use as
a flux of the ore, a fine body of Fluate of Lime, whichoesides its excellent
Lime (carted now to Paterson) affords a fine white morble much in demand.
The 6th section embraces all Warren county, fertile but not fully occupied.
Capable of a far greater population, yet possessed of much industry and many
mills, and some Cotton Factories, wanting only accessions of raw material and
cheap access to market.
The 7th section reaches the Water Gap and the borders of Pennsylvania.
It here reaches Delaware River, which has a descending navigation in times
of high water, for several hundred miles. At the Gap is situated a very suc¬
cessful quarry of fine Slate, in operation. Not far from it is the large village
of Stroudsburg, with its large flour mills.
14
The 8th sectiíen crosses a part of the counties of Pike and Luzerne, full pf
very valuable lumber. Shingles are now carted from thence to the east of
Hamburg mountain cheaper than to be had from elsewhere.
The 9lh consists of the Coal valley of the Lackawana, which it enters 8
miles below Carbondale, and 40 miles from the Great Bend., north—for which dis¬
tance also, a rail road privilege has been granted, which will greatly benefit
the Hudson and Delaware Company, by opening a vent for their Coal to the
western counties of New-York. It leads lo Owego and Ithaca and the Lakes.
The 10th section descends the Lackawana 15 miles to the Susquehanna and
Wilkesbarre, and joins the Pennsylvania northeast Canal leading southwest to
the main line west to Pittsburg—while from the northwest the river comes from
the county of Steuben, and the fertile districts of the Genesee.
It will be cheaper and shorter to proceed from New-York to Wilkesbarre by
rail road, and there take the canal for the west, than to go round by Philadel¬
phia. And for produce, lite market of New-York is thus opaued from Penu-
sylvania direct.
It would be obtrusive to enlarge on topics so familiar to yourself and others..
One of these sources of revenue, however, is of great value, both to the indus¬
try and useful arts of our country, and even to the ibrmalion of rail roads. I
am persuaded you will admit iiere a few remarks in detail, and not deem them
misplaced. I allude to the Iron manufacture* which occurs so often on this
route.
The Suckasunny ore, considered the richest in New-Jersey, is so situated a»
to be carted at moderate expense, to the Hamburg mountain ore; and might
also descend the Morris Canal, to meet it at Paterson. The Sterling mountain
ore, near Ratnapo, is of a kind that works well, without admixture. In the
vicinity are situated the great Furnace of the West Point Company, and ano¬
ther large establishment of the Messrs. Townsends ; another also of the Messrs
Lorillards.
The other most remarkable Iron mines in our country, arc those of Peru on
Lake Champlain, tliat of Bennington, and in Connecticut on the borders of the
Housalonick. Tiie small number of places where Iron is found, though in them
found in vast quanlity, gives gjeal importance lo the Ore of the norlh of New-
Jersey, lo be tlie subject of cheap conveyance to market, and )ringing lo it a
fuel (in the Anikracite) capable of use at less expense ihan cLarcual.
The expense of carting a ton ol Iron from the county of Sussex to New-York
is f 10. it requires 2^ ton^ of ore lo make 1 ton of iron. A ton of Iron re¬
quires 800 bushels of charcoal, which comtnonly costs 4 cents, and comes to
^32. At the price it brings, ^G5 a ton, unless very excellent, it scarcely pays
additionally, the labor and interest. But a railway saving perhaps three-
fourths of present expense of carriage, and bringing mineral coal, would give a
great impulse to tiiis branch of industry.
AU the Bar iron we use in our country costs us twice as much as Iron costs
to the people of England. Every thing siiould be done in good policy, to induce
capital into this great branch of business, on which all the arts, and all agricul¬
ture, and even our National defence has to rely. If there is any one branch of
manufacture, more than another, deserving the fostering protection and en¬
couragement of a National paternal government, it must be this.
In New-Jersey a Bloomery Furnace commorily yields one ton a week, or 50
tons a year. The whole quantity made in the Uniled Slates is supposed to be
120,000 tons. But in Great Britain ihey make, it is stated, 800,000 tons, value
there at $50 a ton^^nullions of dollars.
In 1740 they useocliarcoal only, and a Furnace yielded 5 tons 13 cwt, a
week. By at length using Pill Coal and bellows, ihey raised it.to II tons a.
week ; and by the year 1796, the use of Charcoal was quite abandoned. The
Mineral Coal containing some Sulphur, causing the Iron to be brittle, the
next great improvement was the charnue; of it for use. Thus made into coke^
at the loss of 50 percent, of its weiglil, jet retaining its carbon, with le.ss pon¬
derosity it burned more (reely wiiiioul being loo heavy a burden lo the furnace.
This well known process, you will recolleci, converts the ore from an oxide of
iron to a carbonate—in whicii combination it is fusible as soon as the earths
combined with it, are also made fusible by the admixture of another earth, as
15
lime with clay, and the complete smelting is effected by the blast at the bottom
of the chamber of the Furnace where this preparation takes place.
The Pig Iron thus produced is remelted and decarbonized in the reverberatory
furnace using bituoiinous coal, which affording flame, appears to be preferable
to coke. The Iron is, by this process, made malleable, and refined by re-heat¬
ings and rolling.
The application of no other fuel than Mineral Coal in its native and carbonized
forms, and the use of a powerful blaze, and substituting rolling for hammering,
80 advanced the art in England, that it has become practicable for the smallest
establishments, three furnaces, to afford 150 tons, and some 300 tons a week}
and to make it an article of profitable export.
Some of these establishments are much larger, and employ three Steam En¬
gines of 200 to 350 horse power. But a 23 horse power is enough for 1 high
furnace and I finery, and 1 high furnace gives 50 to 60 tons a week ; as much
as our Bloomeries give in a year.
The process of roasting the ore is supposed to facilitate its fusion, by ex¬
pelling volatile consliluenls. It requires 3^ Ions of ore to make a ton of Iron.
The bituminous coal which England basis very much in favor of this manu¬
factory there. Burning with less rapidity than charcoal, it permits of giving
to the furnace a greater capacity, and of making more Iron in a given lime with
the same workmen ; while the use of charcoal makes Iron costly here, as it did
at first there.
We also liave bituminous coal in the west and north of Pennsylvania, near
Richmond in Virginia, and on the Potomac, to which tlie Baltimore rail road is •
approaching.
Anthracite is now used very advantageously in the cupola furnaces, préféra^
bly to any other, and makes the best castings ; smooth, homogeneous and soft for
machinery. It is very desirable also, to employ it, being a natural coke, as
they do the artificial coke in England in smelting the ore.
I believe there is a method that will answer this end, and if so, make this
coal an important source of revenue to the rail road.
The State Legislature it is worthy of remark, have, by the liberal views ex¬
pressed intiieir frequent laws, granting leave to open commercial routes to the
great markets for the sale of produce, evinced that regard to political economy,
which supercedes the influence of Slate partiality to its own capital. It is in
fact of little importance whence the profits come back to the people.
The boundaries of the American Stales were fixed before the country was
known. Those lines now regard only jurisdiction, but are no barriers to trade.
It is of the nature of trade to flow where there is least obstruction and most
facility.
From New-Hampshire to Louisiana every State contributes, by the oblique
-course of the rivers, to the commerce of its neighbor ; as if nature had intended
to form the Union by la WS as strong and durable as gravitation. And it is
clear that the idea of a Nation, without power to do all tiiat its internal as well
external interest requires, is an absurdity ; and as the Slates, as such, have
no power be^'ond their own limits, the power of doing works required by defence
or by commercial interest, must reside somexchtre ; and where else, if not in the
general government, which holds the coniinon pu.se. Indeed, so happily
blended are the interests of the slates, tiiat in aiding any great work on any
parallel of latitude in the union, its good effecls reaches several states, and rela¬
tively all ; as is exemplified in the routes I have incidentally described as having
relation to tlie subject of this report.
In conclusion, I may presume to suggest that it will be for the advantage of
the people of the northern counties of New-Jersey, and of the southwestern
counties of New-York, together with those of Orange, and those of the metro¬
polis who feel an interest in the subject, to make application to the Legislatures
of both States for leave to make a ra.l road from the boundary line of this
State at the Water Gap to meet that now making ; and if, through Orange and
Rockland counties be preferable, tiien respectively coniiectiDg at the boundary
lines, and from that on Rockland to Palerson.
I have the honor to be.
Very respectfully,
Sir, your most obd't, st.
JNO. L. SULLIVAN.
16
HOUSATONICK.
P» S. Having incidentally mentioned the Iron of Litchfield county in Con¬
necticut, in may be due to that part of our country, to show by what means its
interest, in this branch of product, would stand on a footing with those of New-
Jersey and New-York, meritioned in the preceding report.
Housatonick River takes its rise in Berkshire, in Massachusetts, north of
Pittsfield, and flowing southward through Sloekbridge, Great Barrington and
Sheffield, enters Connecticut, and after running southwesterly through Salisbury,
Sharon and Kent, turns northeast nearly to New-Haven, and then south to the
Sound at Stratford, From Kent to Salisbury, Iron ore is found and wrought
successfully. Kent gives 2000 tons, Sharon 800, Amenia 800, Salisbury 2000,
Canaan 2000, Lenox 1000; thus at present, producing 8,600 tons.
The various other branches of manufacture carried on in liiis populous part
of the State, had already su^ofested the advantage of a canal down the valley
of the Housatonick ; and a Board of Commissioners have been named, who in¬
tend, I am credibly informed, to suirgest to the Legislature at its next session, a
chatige of the privilege to that of a rail road, founded on a belief that it will
better subserve the interests of this fertile and populous part of the country, and
permit of reaching the Sound at a point nearer the City of New-York than could
otherwise be done. Thus it will be very easy to leave the valley of the Housa¬
tonick at New-Milford, and ascending the valley of Still River to Danbury,
pass through a very level country to Saugaluck Harbor, near Norwalk, 30
miles west of New-Haven. The ground along the Housatonick is described to
me as favorable, and I well recollect its being so through this part of Berkshire.
Throughout this valley there are immediate and lateral inducements for this
work, and there must exist ample encouragement I believe for at least one track
of rail road. From Pittsfield to the Sound is 111 miles, and should the travel
render it worthy of the expense, its continuation 30 miles, would join it to the
Harlaem rail road, if made. To give some idea of the business done in the
valley of the Housatonick, there may be enumerated 160 stores. The revenue
of the rail road would be derived from Agricultural Products, Manufactures,
Iron, Coal, Marble, Lime, Merchandise, and Passage.
The railway wagons should enter on the deck of a steam boat provided with
rails, and be run into a warehouse, unloaded and reloaded to return, that there
may be no shifting of goods between Pittsfield and this city, and there will be
little lime in winter when this inteicourse will be necessarily interrupted. Land
carriage from Kent to Norwalk is now 13 cents a ton, a mile. But by rail road it
might be 3 cents. Here is an instance in which the interest of two Slalea is
blended in one work, contributing to the Commerce of a third.
17
The writer of the following Letter resides in Luzerne, Penn., and
is a Commissioner, under the law mentioned in the first paragraph of
the preceding Report :
(copy.)
Luzerne County, Penn., Sept. 24, 1831,
Col, John L. Sullivan,
Sir—Yours of the 14th is just received, informing' me of your having accom¬
plished your'l'econnoissanee from Paterson to the Water Gap, and requesting
from me some general account of our survey from thence to the Susquehanna,
which may not anticipate our Engineer's Keport, S¿c.
I am desirous of avoiding giving any thing in anticipation of our Engineer's
intended Report, and at the same lime furnishing some account in accordance
with your request. But 1 find it a more dilñcull task to generalize a subject of
this nature than Ï had anticipated. Our line as run, maintains on our summit
a perfect level for probably 15 or 16 miles. Thence an easy grade calculated to
accommodate the ascending trade from the coal range.
The last 18 miles of our line is located within that range. The last 10 miles
of this next the Susquehanna will piobahly be graded at 14 to 15 feet per mile,
with occasional levels, so as to accommodate in the fullest manner, the vast de¬
posits of coal which abound upon our line, and on each side of it.* We cross the
Pennsylvania Canal near the Lackawanock, at an elevation determined on that
work, for the height of its Bridges, and pass on about 22 miles furtiier to the
Susquehanna River, intending to accommodate the interest ñoating on that
stream.
Our distances I do not correctly know. Our line, however, was lengthened
considerably, as you may suppose, by keeping a long level summit. On an
actual location it may be shortened.
Some of the Coal of the Lackawanock formation is ascertained to exist near
1100 feet above the western end of our line. No unusual or unexpected diffi¬
culties or impediments have as yet occurred. Neither deep culling, nor heavy
embankments, nor as 1 believe, expensive sections. We have command of suf¬
ficient water power, whenever it may be deemed proper to uso it. Our curves
are easy—our Bridges will not be expensive: and materials, stone and timber,
every where abundant.
Our Engineers are now descending towards the Water Gap, on which part
of the line a Higher Grade will probably be found admissible than on our
western declination. 1 presume that all the next month will be consumed in
this service, and that it will be near the close of the year before our Report
will be made public.
There are various very interesting considerations attendant on a contempla¬
tion of this line. The ease of the extension from it to Owego, (we have kept
the Hillside North of Roaring Brook;) the consequent connexion with Carbon-
dale. it may also be fairly presumed that at no distant day the Susquehanna
River will be improved to the State line, either by continued Canal or öteam
Boat navigation, (which is fully practicable,) or by rail road along its valley ;
in either case, accommodating a very interesting section of Western New-York,
which thus by our rail road, and an extension through Jersey, would be direct¬
ly connected with its cominerciai capital.
Whilst touching this subject, permit rne to call your attention to the projected
examinatiôn of a line from some point on the Hudson River to the valley of
the Mississippi. This service is confided I believe to Col. Clinton, who is au¬
thorized to make the survey for the United States. Can a better line be found
than one direct from the City of New-York via the Water Gap and Pittslown
—thence up the North Brauch of the Susquehanna to Tioga Point—thence up
the Tioga River to the Carvanesque—ihence up that stream to where it inter¬
locks with the Head Waters of tiie Genesee River, which waters also interlock
with those of the Alleghenny River—thence down the Alleghenny to Pittsburg,
and down the valley of the Ohio to the Basin of the Mississippi—is there any
other line on which there would be required so small a proportion of stationary
power, or which would be more accommodating and useful, whether in time of
3
18
peace or event of war ? I think there cannot be found any other so generally
accommodating. Cannot interest be made to have this Route examined ?
I shall be much pleased to see your Report from Paterson to the Gap—our»
you shall have when completed. Excuse this hasty letter, and believe me,
Very respectfully, yours,
HENRY W. DRINKER.
P. S. I have no hesitation in expressing my belief that coal can and will b®
placed on our rail road in the cars at 50 cents -per ion. The transportation you
can perhaps calculate without much error. If this Item is reasonable, from
whence can any competition arise? The corporate debt ofthe L. company de¬
mands near ^2 a ton at M. C. to pay its interest—or mure than this,unless they
transport much more per annum than they yet have done.
The inq'iiry contained in the postscript of the above letter of Col. Drinker, re¬
specting the expense of carrying coal on the rail road from thence to New-
York, must be answered will» some qualifications. The rate of toll must be
such as to give an ample remuneration to llie stockholders, and this of course
depends on quantity. The aclual expense of carrying per ton per mile is an¬
swered by experience on other well built and well regulated railways using lo¬
comotive Engines; and if we may ¿ive implicit credit to llie published state¬
ments it is very moderate ; arid seeing no reason why our rail roads may not bo
nearly as well managed, 1 shall give these statements as a near approximation
to it. Mr. Booth, in Iiis accoiinl of the Liverpool and Manchester Rail Road,
computes alt e.xpenses, including assisting Engines at the Inclined Planes, the
water stations, and 7^ per cent, interest on capital, supposing full employ, at
164 thousandths of a penny per ton per mile ; which if the whole route were 130
miles is 21i pence, which is 39è cents. But as so long and varying a line can¬
not be managed with so much precision as so short and active a line as that is,
no doubt it will be something more, but how much more experience alone can
determine. If it were even 1 cent a ton a mile, it would be at the Hudson,
80 per ton, cost and carriage. J. L. S.
19
Paterson^ Oct. 7/Ä, 1831.
J. L. Sullivan, Esa., New-York,
Dear Sir—T had the pleasure duty to receive your communication, with
enclosures, but have been so entirely engrossed with my official duties that I
have not been able to gratify my desire to reply to your inquiries until now, and
even at this time, from a continuance of the same cause, 1 must be very brief.
The Baltimore and Susquehanna rail road is graduated for a double railway,
and is now in operation for a distance of sevdh«miies. A single track only with
the requisite turns-out, has as yet been laid. If? construction is such as pro¬
posed in my Report, (a copy of which is herewith enclosed.) and its cost so far.
about the same as was anticipated in my estimate—or say $12,500 permite.
Contracts have recently been entered into for the construction of a branch
from the B, and S. R. R. towards Westminster, extending eight miles—the cost
of which will be about $10,000 per mile.
That portion of the Paterson and Hudson River Rail Road extending to the
village of Aquacknonk, and which will be in operation during December next,
will have cost, it is believed, less than $10,000 per mile—its construction being
similar to that of the B. and S. Rait Road, and portions of the B. and O. R.
Road. The construction of the Albany and Schenectady Rail Road, about
which you also inquire, is similar to those alluded to above, with the exception
of the substitution of stone blocks and chairs for the wooden sleepers.
I am, dear sir, very respectfully,
Your obedient servant,
WM. gibbs McNeill.
SUPPLEMENT.—ON THE SUBJECT OF THE FRICTION WAGON.
Something more definite should have been said on the results of the experi¬
ment thus far at Baltimore with the improvement in railway wagons, especially
since its value I find begins now to be acknowledged also in England, where
Messrs. Ericcson and Braithewait have, as agents for the patentee, undertaken
to make them. Yet this improvement may still be considered as progressive at
Baltimore, though thus far, entirely satisfactory. Local circumstances there
compelled the formation of curves on a radius of only 400 feet, and limited the
travelling wheels to 2è feet diameter ; and other considerations fixed the inter¬
nal diameter of the Friction Wheels at 9 inches; which of course lessened the
saving that larger dinrensions would have made. But even thus to an extent
unexceptionably practical^ when the work and way are as well executed as usual,
the resistance of friction is reduced to 4 lb. a ton. That is, a weight of 4 lb.
affixed to a cord led over a pulley to the car, would draw 1 ton ; or a horse
whose power is 120 lbs. would draw 30 tons—at his working pace, on a level—
which is three times as much as used to be the load of a horse on the best En¬
glish made railway carriages.
The Locomotive Engine now operating successfully on the Baltimore road
made by Mr. Winans, to run on a Friction carriage, though of moderate power,
has great useful effect.
Mr, Winans also made, at an early period, another improvement : an inter¬
mediate step towards his most complete wagon ; and as it is of considerable va¬
lue, and peculiarly useful in the formation of embankments and the making ex¬
cavations of the ground for railways, and the roughest transportation on them,
I here mention it as a patented improvement, offered to notice thus seasonably,
at a period when works are every where in our country being projected.
It consists of extending the axletrees far enough from the hub of the wheels,
to be formed into a small journal, on which the load frame is lodged. The fric¬
tion is by this means, reduced from 1 If down to 8 lb., especially with his appara¬
tus to make them more yielding, or less stiff.
20
Companies have now the choice of these two improved wagons, and may re¬
fer to their actual performance on the Baltimoro road, and be supplied from
thence by experienced workmen, on very moderate terms. Having myself an
associate interest with the inventor, applications may be addressed either to
himself or to me. And I can easily demonstrate that companies will save
more in one year than the right for tenor twelve would cost. Thus, suppose a
friction carriage right cost 50 dollars, and it carried only twice as much, or re¬
quired half the power that others do, and it should be considered that the ex¬
pense of carrying on other carriages were 1 cent a ion a mile, how many miles
would a wagon carrying 2 ton loads have to travel to earn or save $50.^ the
answer is, only 2500 miles, which at 10 miles an hour, is 10 days work.
It is believed on present data yiat the moment the Baltimore rail road is
opened to Frederick, 60 rnile^ "T/ie friction carriage will save annually more
than the patent right cost the Company ; perhaps between 14,000 and 20,000
dollars annually on this part of the business of that road : probably 2 per cent,
on its whole cost ; and would therefore add one fifth to its value.
There has not been quite enough said on the excellent property of this car¬
riage in adapting itself to the curves of a rail road. There could aforehand be
no doubt that a curve would be travelled with least resistance if the two axle-
trees might quit their parallelism and adjust themselves each to the line of radius,
or point to the centre of the circle on a part of whicli the car is moving. This
it in fact does by its j)roperty of self-adjustment to resistance, combined with the
conical part of the run of the wheel, which at liie same moment is by the projec¬
tile force and by the greater resistance of the greater length of the outside rail,
brought to act. Thus the combined effect of the mobility of the axles in their
own plane, to some extent, co-operating with the calculated cone of Mr. Knight,
absolutely prevents increased resistance at the curves, J. L. S.
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