XEW YOEK;
m. C. Beyant & Co., Peinte?.s, 41 Nassau St.,coe. Libeetí-
MARINE RAIWAY
ENGINEERS' OPINION
AROUND THE
OF THE
ZÍ 0kni 0 w, ^A
i (
lä
LETTER FROM EDWIN F. JOHNSON, CIVIL
ENGINEER.
To Hokacb H. Day, Esq. :
Dear Sir,—The idea of transferring vessels and their cargoes
by railway from one navigation to another, when the two are
separated by a narrow isthmns, has been long entertained. It
was several years since proposed as deserving of investigation,
with reference to connection between the two oceans near
Panama, and since the time of my survey and report upon an
enlarged Canal from Lake Ontario to the Hudson River, (a pro¬
ject intimately connected with that of a similar enlarged navi¬
gation between Lakes Ontario and Erie, within the limits of
New York, or what should be equivalent thereto,) I have enter¬
tained the opinion that the merits of a Marine Railway for that
locality should be considered, and this was the " other equally
efficient and adequate means for tiie transfer of vessels and their
cargoes between Lakes Erie and Ontario," alluded to in luy let¬
ter to the Chicago Canal Convention, in May, 1863.
I make this statement, not to claim priority of conception of
an idea which must have suggested itself to the mind of anyone
who had given thought to the subject, after witnessing the ease
with which loads of several hundred tons were moved and handled
by steam power upon the ordinary railway ; but to show that it
has long received my attention, and that my convictions are not
the consequence of impressions newly made, which often mis¬
lead by their novelty; and to show, also, that I have no undue
prejudice or bias in favor of other method for effecting the same
object.
The mode of transit by railway of vessels with their cargoes,
is more particularly applicable in cases where the difference in
level to be overcome is great, comparatively, and the distance
short ; and this is the case between Lakes Erie and Ontario, at
Niagara, where the difference in level is three hundred and
twenty (320) feet, nearly, and distance by the survey less than
u
eight miles. This same difference in elevation is overcome by
means of the "Welland Canal, in Canada, which has a length of
about forty miles, the experience upon which affords proof of
the great cost and delay of that method of passing vessels from
one lake to the other.
Mr. Talcott, whose letter to Hon. A. Ely you have, and
whose long experience upon the Morris Canal entitles his opin¬
ions to great weight, says distinctly that upon the canal named
boats carrying one hundred ton cargoes " will pass a mile of
canal, embracing in it a plane with one hundred feet elevation,
quite as qirick as a mile of level canal," and that the planes on
that canal " have cost about one-third as much as locks would
have cost to overcome the whole elevation."
These facts, which are confirmed by such observations as I
have been able to make upon tlie same canal, are to my mind
quite conclusive.
They show the superiority of the inclined railway over locks
tinder the circumstances named, from whence the conclusion is
unavoidable that much larger vessels with their cargoes may be
moved in a similar manner, by a proper adaptation of the means
to the end to be attained or the weight to be moved.
If this is doubted, it caunot be because the power available
for moving so large bodies is inadequate or too costly, as the
proof to the contrary is before us upon nearly all of our rail¬
roads.
Doubts are more likely to exist as to the practicability of
taking, in a sufficiently expeditious manner large vessels, with
their cargoes from the water, and replacing them without
injury, and properly supporting them when out of the water, so
that their strength and shape shall not be impaired. All such
doubts will, it is believed, be dispelled under a view of what is
now taking place at the several planes upon the canal named,
and at our railway docks and ship yards. The conviction will
at least obtain, that a very large portion of the craft which
navigate the lakes will make the transit between Lakes Erie
and Ontario most speedily and cheaply by the projected Marine
Railway.
I do not propose to enter into the consldefatioti of the detailä
of a plan for the construction of such a tailway» That submit-
15
ted in the pamphlet is sufficient, for present purposes, to illus¬
trate its practicability within certain limits. Its termini should
meet the navigation where there is sufficient space for vessels to
lie with safety. Such a place can be found in the Niagara
Biver, above the Falls, near the foot of Grand Island, where, by
the erection of a dam or breakwater of no great elevation, from
the island to the New York shore, in connection with Schlössen
Island, a basin of comparatively still water will be formed of
very large dimensions.
Below the Falls, the first practicable point of connection with
the navigation is at the place selected in the survey, at Lewis-
ton.
In the plan snbraitted, the track of the railway is supposed to
decend at each terminus into the water " to a depth below its sur¬
face equal to the depth of the car, added to the draft of the vessel
to be transported." The entrance at the upper terminus should be
by a short canal, carried, if practicable, far enough from its con¬
nection with the river, to permit the discharge into the river below
of the water from the chamber wherein the cradle or platform
to receive the vessel is placed. At the lower terminus the lock
which may be found necessary or convenient can be filled from
a reservoir to be supplied from the nearest source.
To avoid the delay and inconvenience of using large locks
and cradles or platforms for small vessels, two or more entrance
chambers may be necessary at each termini for the different
sized vessels. The method proposed in the plan for vessels to
pass each other upon the line of the railway is simple and
effective, and has been long in use on a smaller scale upon our
railways. The portions of the track to be moved laterally for
this purpose should have no more resistance to overcome than is
due to wheels interposed between level planes, and this mode of
lessening resistance should be adopted whenever practicable.
In respect to the construction of the railway, the rails should
be so firmly planted and united as not to be liable to be dis¬
turbed from any cause, provision being ipade, in their connec¬
tion with each other, for the slight longitudinal movement due
to change of temperature. The number as well as the form of
the rails may be varied, as also their supports and distances
from each other. The form proposed is well adapted for
16
strength and economy in the nse of material. The frames to
which the supporting wheels are attached must he independent,
to a certain extent, of the platform or cradle which supports the
vessel,
This is necessary, in the plan as proposed, in reference to
changes in the inclination and direction of the railway. As to
the latter, if curves of sufficiently large radii are impracticable,
the change in direction must be effected by a movement of a
portion of the track. In the construction of the movable parts
and parts where great strain is imposed, steel should be liberally
used, as possessing greater strength, with lightness combined,
than iron. The parts of a cradle being once arranged to the
form of a vessel and their positions marked, their adjustment to
receive the same vessel at any future time can readily be effected.
If the vessel is kept afloat in a water-tight tank, these supports
will not be needed, but the weight to be moved will be
increased.
However perfect the plan which may be adojjted, it is not im¬
probable that actual trial will show wherein improvements can
be made. In a work of so great magnitude, involving so many
mechanical considerations, it is not to be supposed that the first
design will be in all respects faultless, and hence I Avould sug¬
gest that Avhile the line of the railway should be selected and
graded with reference to a railway for passing vessels of all
sizes in both directions, at the same time only a sufficient num¬
ber of lines of rails should at first be laid suited to the passage
of vessels of the medium size and under, which Avill include,
pi'obably. a large majority of the whole. This being success¬
fully accomplished, additional lines of rails can be laid and
larger locks or chambers constructed at the termini, under a
better knowledge of Avhat is required, Avith less risk, and Avith-
out departing from the general plan.
If locomotive steam poAver is employed for traction, the
engines should, if jAOSsible, be so constructed as to run as well
in one direction as the other upon the railway.
The tender should fie included in the same frame Avith the
engine, and all the supporting Avheels made driving Avheels.
These conditions, Avhich are believed to be practically attain¬
able, will add to the efficiency of the engines and their conve-
ir
nience in use. To avoid all possibility of accident, the most
perfect provision should be made for controlling the loads upon
the inclines, and the greatest care must be taken to submit to a
satisfactory test every part subject to strain before being put to
use. Upon the inclines stationary auxiliaiy power may be
applied, if needed.
Whether the line of the survey as now made can be improved,
I am not prepared to answer, for the want of adequate knowl¬
edge of the details of the ground and other circumstances. I
have, it is true, several times passed over the ground in ques¬
tion, and have given to it some attention with a view to this
object, so that in connection with the survey now actually made,
there is no doubt in my mind of its feasibility for a Marine
Railway, both in respect to cost, within reasonable limits, and
securing for it a good foundation.
As to the probable entire cost of the work, that will depend
upon the condition of the currency at the time it is executed.
The estimate given will serve as a sufficient guide to an approx¬
imate result, due allowance being made for changes in the value
of labor and materials, as compared with the standard assumed
in the estimate. In one view, its construction, if determined
upon, sliould not long be dela^md, since by delay, the difficulty
of securing the necessary ground at a reasonable cost may be
greatly increased, because of improvements that are constantly
taking place in that section.
The proposed railway will add largely to the value of prop¬
erty at its termini and throughout its entire line. The vessels
navigating the lakes must continue to increase in number for
years to come, and give to it full and profitable employment.
It will not only afford a means of transit between the lakes
for vessels and their cargoes more economical and expeditious
han can be effected by a canal with locks, but it will give op¬
portunity to examine and make needful repairs upon their hulls,
which will be found to be of importance ; and moreover, when
tlie navigation of the lakes is suspended in winter, the Railway
may be used as a dry dock, where vessels may be placed secure
from harm, and necessary repairs made upon them to fit them
for service in the spring. It will not only be a great conveni¬
ence in this respect, but will afford desirable facilities for the
18
construction of vessels, and the danger of injury attendant upon
the launching of them in the usual manner will be avoided.
The success of a work of the description proposed at Niagara
will not only be felt in its beneficial effects throughout the entire
region bordering upon the Great Lakes and navigable waters con¬
nected with them, but it will render probable the accomplish¬
ment of a similar enterprise at the Isthmus of Panama, iu
which, from the extent of our possessions upon the two ocean?,
our government and people have a deep interest.
As a work of art, a raihvay such as is here contemplated at
Niagara, will add largely to the attractions, already great, pos¬
sessed by that locality. It will, to very many be scarcely excel¬
led in interest by the attraction which nature presents in the
Falls, and in the character of the river below, to Lewiston.
I will add, in conclusion, that when the Erie Canal, of New
York was projected, a strong argument in its favor was the
alleged danger of permitting the trade from Lake Erie to enter
Lake Ontario, as it would thence pass on to Montreal and Que¬
bec. Since that period the "Welland Canal has been constructed,
but no si;ch injurious diversion of trade has taken place. The
fact that the navigation of the St. Lawrence below Montreal is
obstructed by ice for nearly half the year, and in its lower por¬
tion is seriously affected by fogs during the other half, and dan¬
gerous in other respects, and the fact also, that New York city
is and must continue to be the leading city upon the American
eoast of the Atlantic, and is most convenient of access from
Lake Ontario, forbids the idea that the trade of the latter lake
will voluntarily seek any other market. On the contrary, the
importance of New York as a maritime city, to the entire
British possessions, from Montreal to the Rocky Mountains, is
every year becoming more and more manifest, and may yet
reach that degree when the dependence of the people of that
region upon and interest in maintaining their connection with
the mother country will be greatly weakened, if not altogether
lost. The produce of that great fertile belt of country which
recent exploration has shown extends within the British posses¬
sions, from Lake Winnipeg to the Rocky Mountains, can never
advantageously reach the best markets by the valley of the St.
Lawrence or by Hudson's Bay. It must, under the influence of
19
a law wliicli cannot be resisted, find its way to our o\to sea¬
board ; and the same is true of the entire region north of the
Great Lakes. The termination of the Reciprocity Treaty, so
called, with the British American Provinces, (a treaty which
has operated to their rather than our benefit) will render more
apparent the truth of what is stated. The free navigation of
the St. Lawrence, being practically to lis of little importance, is
not an equivalent for the loss we sustain by its otherwise unequal
operation.
Foremost among the im])roved means of inter-communication
called for at the present time, is the construction of an enlarged
and more expeditious navigation between the Hudson River and
Lake Ontario, and an improvement corresponding thereto be¬
tween Lakes Erie and Ontario. This will constitute the cheapest
and best navigable communication between our great maritime
city and the most feitile and ultimately populous portion of the
interior ; the benefits of which, when the proper connections are
made with Lake IVlichigan, on its west side, will extend far down
the Mississippi, northward, to the icy regions, and westward to
the Rocky Mountains and beyond, from whence will fioW back
a tide of prosperity upon the States of the Atlantic such as will
add largely to the wealth and the power of the whole country.
This enlarged communication is not only required as a commer¬
cial measure of the greatest value, but it is needed for the cheap
and etficient defence of our northern frontier, a defence which
will form the best guaranty of peace Avith a nation whose history
is illustrated by so many examples of the doctrine that might
makes right.
Edwun F. Joiinsox.
MiddletoWn, Conn,, Dec. 23, 1864,
20
OPlíílOE" OF WM. H. TALCOTT, CHIEF EHGINEEH,
MOKEIS CAHAL.
Moeeis Canal Office, )
Jersey City, Dee. 24th, 1864. j
IIoKACE H. Hat, Esq.,
30 Dey street, Hew Tork:
Dear Sir,—Your note of tke IStli inst., and the pamphlet to
which it refers, have both been received.
All proper efforts to hasten the construction of a water com¬
munication between Lakes Erie and Ontario on the American
side have my hearty approval.
As to the plans and estimates submitted in the report oí Mr.
Daniel Marsh, C. E., dated Eochester, New York, October,
1864, I am not prepared to exjiress any opinion. The map and
profiles, accompanying that rejiort, indicate that a feasible route
can be found for the construction of a ship canal, with either
locks or inclined planes to overcome the elevation.
To construct a canal with locks, will cost more than to con¬
struct it with inclined planes.
The transition from lake to lake by means of planes, may be
Inade in one-tenth the time that would be required to make the
same by means of locksi
My experience of twenty years on the Morris Canal, where
1,449 feet elevation is overcome by means of planes, and 225
feet by means of locks, warrants the assertion, that inclined
planes properly constructed and operated, are as certain and ef¬
fective for the passage of boats or vessels as locks. I enclose a
copy of two letters, one to the Hon. Erastus Corning, dated
May 30th, 1855, and the other to the Hon. S» B. Euggles, dated
May 21st, 1862, in both of which a preference is expressed for
planes over locks for overcoming the elevation betw'een these
lakes.
The planes oh the Morris Canal ate arranged for cargoes of
one hundred tons, in a boat one hundred feet long, carried on
two rails»
21
A vessel of one thousand tons cargo could be carried on twenty-
rails if the vessel was only 100 feet long, or ten rails if it was-
200 feet long, without subjecting the wheels or rails to any
greater service than those now used on the Morris Canal.
In some respects, the planes for the trade of the lakes would
have to be different from the planes on the Morris Canal. The
safe transition of vessels of the size required for that trade, and
particularly those laden with grain in bulk, would require the
natural sujtport of water on every part of the vessel ; in other
words, the vessel must not be taken out of the water during the
overland passage. This can be accomplished by making the car,
which is to carry the vessel, a water-tight caisson large enough
to receive the largest vessel. Every vessel would then displace
from the caisson an amount of water just equal to its weight,
causing the load upon the wheels and the strain on the machinery
to be always the same, whatever might be the size or weight of
the vessel and cargo. Or there may be two tracks, one for the
passage of loaded vessels, afloat as above stated, and the other
for the passage of empty vessels out of water.
Yery respectfully.
Your obdt. servt.,
W. II. Talcott.
(Copy.)
Jersey City, May 30, 1855.
Hon. Erastus Corning,
Albany, N. Y. :
Dear Sir,—The successful completion of the Sault St. Marie
Canal and of the Niagara Suspension Bridge, strongly suggests
another work equally stupendous and equally feasible, though
somewhat more expensive than either of those referred to. I
mean a ship canal on the American side, between Lakes Erie
and Ontario, with one inclined plane to overcome tlie entire
elevation, so constructed that any vessel which navigates either
lake can pass from one lake to the other in the space of thirty
minutes.
This can be done by the expenditure of a sum so much less
than the cost of a ship canal with locks, as to surprise any one
who has never carefully investigated the matter, and as to place
22
it entirely within the reach of American capital, and would, it¬
self, be the crowning act of a series of works all in good keeping
with the sublime in nature that called them forth.
Please excuse the liberty I have taken in making this sugges¬
tion to you. I have done so because of your prominence in the
construction of the Sault Canal, and of the prominent position
you occupy before the public in all works of the kind, particu¬
larly those which are within your own State.
I am very truly and respectfully.
Your obdt. servt.,
"VV. II. TALcorr.
(Copy.)
Jeesey City, May 21, 1862.
Hoe. S. B. Kuggles :
Dear Sir,—Mr. E. S. Townsend has been consulting with the
writer as to the practicability of making planes instead of locks
to pass gun-boats over the elevations on the Erie Canal from
Albany to Buffalo, and also between Lakes Erie and Ontario.
I had given the question of inclined planes between Lakes Erie
and Ontario, some thought, as early as 1855, and in May of that
year, stated in a letter to the Hon. Erastus Corning, that planes
could be so constructed that any vessel which navigates the lakes
can pass from the level of one lake to the level of the other in
thirty minutes ; and that it could be done by the expenditure of
much less money than would be required to make a ship canal
with locks between the lakes. I have no doubt but that planes
can be built at most or all the locks on the Erie Canal much
sooner than locks could be built, and that it could be done with¬
out in any way interfering with the navigation of the canal
during the time of constructing them ; probably for less money
than locks would cost, and that such planes could be used as
auxiliary for passing the trade of the canal when wanted for
that purpose, or for passing the whole trade if need be. We
pass boats on the Morris Canal 100 feet high and 1,600 feet on
their journey, in less time than we can lock them ten feet high
.and go once the length of the boat Mr. Townsend is confident
23
that the question of planes will be looked into more thoroughly
before any plan is definitely decided upon. If so, and my ex¬
perience can be of any use in determining the best thing to be
done, I shall cheerfully do what I can.
Very respectfully and truly yours,
W. H. Talcott.
Chicago and Alton Iíailroad Company, )
President's Office, Chic.ígo, III., j
December 24th, 1864.
General Charles B. Stuart,
New York :
Dear Sir,—I am in receipt of your favor, with report of
Daniel Marsh, C. E. I have not as yet found leisure time suffi¬
cient to give to the report that careful consideration which the
subject demands, and for the present can only say that I have
no doubt of the entire feadhility of the jtrojeet, I think it is
clear that there are no insurmountable engineering difficulties
in the way of success. As to the ]>ropriety or economy of con¬
structing a marine railway, I am not now prepared to give an
opinion.
I think, however, that it will soon be generally conceded
that either a canal or raHioay nimt he constructed around the
Falls of Niagara on the Arncricun side.
At some future time I may give my views in regard to the
details of the proposed structures.
Yours truly,
T. B. Blackstone,
Civil Engineer.
No. 57 West Washington Place, )
New York, Dec. 17th, 1864. J
Dear Sir,—I have received and read with great care and
interest Daniel Marsh's Beport upon a Marine Railway, for
passing vessels around Niagara Falls, which you were so kind
as to send me, and so polite as to ask my opinion upon.
24
Any opinion ray old friend Marsli advances upon a question^
of engineering, I should receive with a favorable impression,,
because of his known ability and integrity, but apart from all
predjudice of friendsliip ; this general plan strikes me very
favorably.
I think a good deal of Talcott's opinion ; he is sound and
practical, but it must not be forgotten that he has but one kind
of boat, essentially to deal with, and that made for the purpose
of his inclines. If he is correct about the comparative cost of
the incline system or the locks, there can he be but one opinion
left on the subject. I have not time to enter upon such details,
nor is it desirable, they are so easily determined at the present
current rates of lahor and material. So much for the engineer¬
ing question. On the whole, I like the thing very much.
Thanks for the opportunity of seeing this project. I wish it-
was in use now. It may be wanted badly before long.
Sincerely yours,
Edw-íed W. Seeeell,
Colonel Engineers, N. Y. V.
Gen. Chaeles B. Stuaet,
Consulting Engineer,
Hew York.
25
Office of the Rogers Looomotive ard Maohir-e Works, )
of Pateeson, New Jersey, >.
Successors to Rogers, Ketchum & Grosvenor, )
Rew York, Dec. 28, 5.864,
Horace H. Day, Esq.,
30 Dey street, R. Y. :
Dear Sir,—Our Mr. Hudson has examined the plans of ^the
Marine Railway, and calculates that to draw the load you
name, will require 3 locomotives, each 80 tons weight, with
cylinders 26 inch bore, and 30 inch stroke—4 pairs driving
wheels 46 in. diameter. These engines would draw the load of
1,500 tons over the grade of 120 feet per mile at rate of 6 to
8 miles per hour. One of the engines would draw this load on
a level.
Rever having built such engines, we cannot tell what would
he their cost, but estimate it at $75,000 for each engine with its
tender. Such machines should be built near the place of their
intended service, as they could not be transjiorted in bulk over
any of our roads, (being 9 feet guage.)
Yours, respectfully,
L. P. Starr,
Treasurer,
Engineer's Office, Erie Railway,
Rew York, 3lst Dec., 1864.
Gen'l Charles B. Stuart,
Consulting Engineer :
I have to thank you for sending me a copy of the Report of
Daniel Marsh, Esq., on the Marine Railway around the Falls
of Niagara. The document is particularly interesting to me, on
account of my complete knowledge of the topography of the
country through which it is proposed to construct the Railway,
gained by the surveys and examinations which I made for you
and Major Edward W. Serrell, in the fall of 1853, with a view
to the location of a Ship-Canal.
It is unnecessary for me, at this time, to take up the details
of your proposed Marine Railway, but I wish to congratulate you
on the general plan, and to say that I think it most feasible to
26
draio Ships on a ßaihvay hehoeen Lahe Ontario and Lahe Erie,
either hy locomotive or stationary power, or Iny a combination of
both, and that its advantages over a Ship Canal will be compara-
tive cheapness in first cost, in the cost of operating, and in the
cost of repairs.
Added to those is the important item of the time necessar}'
foii the construction of the work, which would be greatly in favor
of the Eailway, and also the capacity for business and the
time in which a vessel could be passed round the Falls of Nia¬
gara, all of which I think are in favor of your admirable project.
Hoping you will be enabled to carry out this great national
work, which will add fresh laurels to American engineering
skill.
I I'emain, dear sir,
Y ours, very truly,
joiin Houston,
Engineer Erie Eailway,
Union Pacific Eailkoad Company, )
Engineer Department, 13 William St. )
New York, Jan. 4, 1865.
Horace H. Day, Esq.,
New York :
Dear Sir,—I have made a somewhat hasty examination of
your plans for a " Marine liailioay aroimd the Falls of
Niagara^''
I recollect, several years since, of having a conversation with
Mr. William H. Talcott, the engineer and superintendent of the
Morris Canal, upon the subject of the use of inclined railway
planes instead of lift-locks, in transferring vessels from one
water level to another, when he informed me that he had found
the plan to work very successfully and economically upon the
Morris Canal ; and that he should substitute planes for locks as
fast as circumstances would permit.
The idea ivas somewhat novel to me at the time ; but, having
great confidence in Mr. Talcott as a skillful and experienced
pngineer, I gave it considerable tliought, and arrived at the con-
■w. w. evaîts report.
27
elusion that sooner or later the locks upon our inland navigation
would be entirely superseded by railway inclined planes.
I know of no location in the world where a trial of the plan,
on a large scale, can be made with as much promise of success
as at Niagara Nails ; and I have great faith that your indomi¬
table energy and practical good sense will enable you to succeed
in the accomplishment of the object ; and that, Avhen completad,
it Avill be regarded as a rival of Niagara itself for a name
among the wonders of the world. Wishing you every success,
I i-emain yours, very truly,
S. Seymoue,
Consulting Eng. ET. P. R. R,
State of New York IIaebok & Eeontiee Defence, [
Engineer's Office, No. 47 Exchange Place. j
New York, December 26, 1S64.
Horace H. Day, Esq. :
Dear Sir,—I have examined, with much care and interest,
the papers and plans you left ivith me in reference to a Marine
Railway around the Ealls of Niagara, of suiïicient capacity to
transport vessels (with their cargoes) of 1,500 tons. I Avill not
attempt an argument on the importance of a work of the kind
to this State—to the Western States—to the United States, if
carried out, for every one ivill see that at a glance. The only
question that can be raised by legislators and capitalists will be
as to its practicability. I have no hesitation in saying, that the
project is perfectly practicable, and can be accomplished with as
much certainty of success, and the cost estimated with as much
accuracy, as any public Avork noAv in existence. A half century
ago, he Avould be a bold man Avho Avould venture on such an as¬
sertion ; but in our times, Avith such tools and such knoAvledge
as we have at command—Avith such aa'orks as the Britannia
Bridge, the Thames Tunnel, and the Niagara Bridge before us,
he would be a bold man Avho Avould say that a railAvay could
not be made to transport, Avith ease and certainty, a first-class
28
tV. W, EVAKS KEPOET.
frigate, witli crew, armament and stores, from one point to
another, and from one elevation to another. Your project, if
carried out, will require care, study and engineering talent ; but
its chief feature is simply one of dollars and cents, and when
viewed in that light, and compared with the cost of a canal for
the same purpose, over the same route, it will be clear to all en¬
gineers who have had experience in both canals and railways,
that, in this case, the railway will have the advantage of the
canal—in being built for a much less sum—in being built in
much less time—in its capability to transport a vessel from one
elevation to another, and from one point to another, in less
time—and in its evident facilities for repairs, every piece and
part being so arranged that they can be removed and repaired,
or others siibstituted at will, without creating delays in operat¬
ing the road. Thus, it is evident that the work can be kept up
to its original strength and capabilities at all times. The trans¬
portation of loaded boats, of considerable size, from one eleva¬
tion to another by rail, has been done successfully for a long
time on the Morris Canal, in New Jersey, and on the Lehigh
Canal, in Pennsylvania. Any one having doubts as to the prac¬
ticability of this Marine Kailway project, can easily satisfy
them by a visit to either of the above named works.
The capacity of the rails to carry the ship or steamer you
\vish to transport will not depend on the surface it is distributed
Over (for one square yard of iron would be vastly more than
sufficient to hold 1,500 tons without crushing), but on a well
laid foundation for the rails and the number of wheels used in
the transporting car. It is a common practice in this country
to put to 5 tons on each driving wheel of a locomotive ;
which, at high speed—43 feet per second—quadruples the distress
to the rails. (See English Parliamentary Eepts. on the uses of
Iron for Eyi Structures, p. 230.) Some of the locomotives lately
constructed in England, for India and South America, have 9
to 10 tons on each wheel. "With such rails as you propose to
Use, at a speed not exceeding eight miles an hour, your rails will
carry 7 tons on a wheel, and outlive the rails in use on any
railway in this country, even if your railway is worked up to
its extreme capacity for transportation, As to the wheels, if
made from the best iron in this country, there is hardly any
■w. W. EVANS EEPOET.
29
limit to tiieir strength. (I have recently sent 500 of these
wheels to a distinguished engineer in England ; he asked me to
get a guarantee that each wheel should he safe under a load oi
2 tons. The founder said, give him a guarantee that each will
carry 20 tons ; that he cannot build a car of sufficient strength
to carry a load that will break them.) You are perfectly cor¬
rect in the belief that a work of this kind will be of vast benefit
to the West ; and you might have added, that there is not a
man in the Eastern States that has not indirectly an interest in
its successful completion and operation. When built, all will
Wonder why so evidently important a work was not commenced
and finished long since.
Let doubters look into the history of the Erie Canal, from the
time that Gouverneur Morris projected it up to the present
time. Let them stare in the face the many millions this work
has added to the value of real property in New York—the
hundreds of thousands it has added to its population—and the
vast fields under culture in the West, that would have been a
howling wilderness at the present day, but for the far-seeing
talent of a Morris, and the invincible enei'gy of a Clinton, in
carrying the Erie Canal through to completion.
The matter of getting ships from the Atlantic to the Pacific,
through some route over the Isthmus of Panama or Darien, or
Nicaragua, has occupied the minds of leading men and Govern¬
ments in this country and Europe for many years ; every survey
and examination has been made in reference to a canal, but
without success, as great difficulties present themselves on every
route to a water communication. I have, for some years, been
in the belief that the proper way to solve this gi-eat problem is
to build a railway across the Isthmus which will be capable oi
carrying a ship of one thousand tons register, or more, with its
cargo, from ocean to ocean, between sunrise and sunset. I once,
while on the Isthmus, enjoying the hospitality of Col. Totten,
the Engineer of the Panama Pailway, proposed to him to build
a railway of this kind alongside the present Panama Pailway—
distance, 47^- miles ; summit, 262 feet. Now, to build the rail¬
way you propose, would be a mere bagatelle to one over the
Isthmus ; yet yours, like the other, surmounts a great natimal
30 GEO. B. M'CLELLAN^S EEPÖET.
difficulty, and assists in opening another highway to the wonder¬
ful regions of the "West.
I remain, dear Sir,
Yonr obt. servt.,
W. W. EvAira.
ÍTew Yoek, Jany. 4, 1865.
To IIoEACE H. Day, Esq. :
Dear Sir,—I have examined, as closely as the time and facili¬
ties at my command have permitted, Mr. Marsh's report upon
the proposed Marine Kailway around the Ealls of Niagara. As
his report is very general in its terms, and I have been unable
in the very short time at my disposal to obtain the detailed data
necessary to form an entire satisfactory opinion upon the minutim
of the project, I am obliged to content myself with expressing
a very general opinion as to the practicability of the proposed
plan, without regard to the cost or the best means of accom¬
plishing the object.
I have frequently had occasion to observe the transportation
of canal boats loaded with coal over the planes of the Morris
Canal, and am satisfied that there is no difficulty in transporting
much larger boats and cargoes by the same means. In the
case of the Morris Canal, the planes are comparatively short, and
the power employed is stationary. I am not sufficiently ac¬
quainted with the ground over which it is proposed to construct
the Marine Railway to express an opinion as to whether it is
better to lengthen the grade proposed and diminish its declivity,
or to shorten it and increase its declivitj^.
But, assuming the grade of 120' per mile to be fixed, it may
be stated that, with the rails and engines in good order, three
80 ton engines may be relied upon to move from 1,500 to 1,600
tons up the grade ; four of the same weight to move from 2,000
to 2,100 tons ; five to move from to 2,500 to 2,600 tons, etc., etc.
On the next heaviest grade, viz., 36' per mile, one 80 ton en¬
gine will move from 1,200 to 1,500 tons,; according to the con¬
dition of the track, etc., so that the question of using stationary
power at the heaviest grade is of great importance.
GEO. B. M'CLELLAN'S EEPOET.
31
111 the present condition of the mechanical arts, I have no
donbt that vessels navigating the Lakes may be drawn np a
plane of 120' to the mile (or even a heavier grade) by stationary
or locomotive power, but I have not before me tlie data from
which to determine the cost of the necessary arrangements, and
consequently, the probable profit of the investment.
Judging from the prices now paid for similar work in this
vicinity, I think that Mr. Marsh's estimates for the work are
much too low, and that (at present rates) at least from 60 to JO
per cent, should be added to the estimate on page 10 of the
pamphlet.
The data given are not sufiicient to enable me to form an
opinion as to tlie cost or practicability of the proposed cradles
or tanks—I can only say, that I believe it possible to construct
cradles or tanks that will answer tlie jmrpose, but I am not now
prepared to express an opinion as to their cost or weight.
I regard it as certain, that such a, railway as is gn'ojwsed can
he constructed with greater rapidity and at a less cost than a
canal can he ; and that, in the transportation of vessels, much
time will he saved hy the use of planes instead of a series of
lochs.
More careful examination will determine the limit of the
size of vessels that can be advantageously transported by means
of a Marine Railway. It is jiossible that a combination of
canals and planes may best answer the desired purpose.
That the nation may derive the full benefit from the pro-
]-)0sed construction, it seems to me that a Ship Canal should be
built from some such point as Oswego to the Hudson River, and
that all the arrangements should be made on such a scale as to
permit the passage of gun-boats of a respectable size and
power,
I am, Sir, very truly yours,
Geo. B. McOlellax.
83
Office of Genebai, Inspectob Steam Ma- )
chineet, &c., U. S. N., No 256 Canal St. )
New Yoek, January 6tli, 1865.
Dear Sir,—I liave examined witli mucli interest the plans
submitted by you for the construction of a " Marine Railway
around Niagara Falls." As a sailor, conversant with the strain
brought on vessels in taking tliein out of the water, I believe
the plan of- having them water-borne during their transportation
is perfectly feasible, and overcomes all objections to the plan.
The other questions are merely those of engineering skill,
solidity of work, and locomotive power.
Your obdt. servt..
Chas S. Boggs,
Capt. U. S. N.
H. II. Day,
New York.
Beooklyn, January 6, 1865.
Dear Sir,—At your request I have examined the Report of
Daniel Marsh, Locating Engineer of the Marine Railway
around Niagara Falls, dated October, 1864.
Mr. Marsh has located several lines between Lewiston and
the Niagara River above the Falls, for such a Railway, of
which the line via Fort Grey to Gill Creek, ascends 18,000 feet,
with 120 feet rise per mile ; 9,500 feet, with IS feet rise per
mile ; 5,500 feet, with 8.64 feet rise per mile, to the New York
Central Railroad ; thence descending 12,000 feet, with a fall of
11.44 feet per mile, the summit elevation overcome being 346
feet ; two curves of twelve mile radius occur on this line. He
proposes to use three powerful locomotives, moving on three
tracks, to draw a truck platform, which carries the vessel in a
cradle, and to use a wet basin at each end of the line, from
which the vessels are docked on the cradles, or delivered after
transit,
33
0x11" investigations in former years as to the feasibility of
Marine Eailways for government armed vessels, as built or then
proposed to be built at the Poi'tsmouth, Philadelphia, Washing¬
ton, Pensacola, and California ISlavy Yards, and as in use for
merchant ships in blew York and other cities, and on the Mor¬
ris and Essex Canal, with the experience now resulting fronx
their successful xxse, were and are conclusive in favor of this
method of traxxsportation for ships of the lai'gest size and weight.
A. steamer of 2,780 tons burthexi was the first vessel tested on
the Philadelphia Marine Eailway. It is evident, from the usual
characteristics of railway motion, on carefully constructed tracks^,
that any vessel, once properly cradled, may be cai'ried a long:
distance without risk of injuiy, and that the grade of the track
merely involves a question of propelling power and safety
brakes ; so that this elevation of 346 feet may be overcome in
this way, not only much more quickly, bxxt with less probability
of injury to the ship, than by the same rise through twenty
locks.
It may also be reasonably claimed, that the process of dock¬
ing any vessel in a properly constructed cradle, in a wet basin,
is far less objectionable than the process of launching to which
the same vessel has been subjected as a matter of ordinary
practice, since the former can be accomplished, as we know
from long continued experience in strong East Kiver tides, with¬
out risk of injxxry to the hull, whether laden or not ; and if the
plan of a wet caisson is adopted, as proposed by Mr. Talcott,,
by which the hull is floated duilng the entire transportation, the
use of spur-shores and bilge-blocks is entirely obviated.
I think it may be taken for granted that any lake vessel can:
be secured in a cradle or wet caisson withoixt injxxry, and whea
thus secui-ed may be carried with safety, steadiness and speed,
over the proposed railway. Whether a segmental switch may
not obviate the use of curves and flexible trucks ; whether the
motive power may not be better applied with the head of the
upper river operating on stationary wheels, or on xxndershot
wheels attached to the ship-truck running gear ; whether the
intermediate summit may not be dispensed with, are questions
of detail, which, with others of their class, may well be left to
34r
engineering decision, after the adoption of the general plan. I
can see no serious difficulty in making all such details harmonious
and complete.
Yours, truly,
Samuel McElkoy,
Civil Engineer.
Gen'l CiiAs. B. Stuart,
Civil Engineer.
Oeficp: of General Inspector Steam Ma- )
ciriNERY, &e., U. S. Y., Yo. 256 Canal St. Í
New York, January 7th, 1865.
Horace H. Day, Esq.,
30 Dey St., New York :
Dear Sir,—I have received and read with much interest the
report of Civil Engineer Daniel Marsh, Esq., on a proposed
Marine Railway around the Falls of Niagara.
The importance and successful completion of such a work
cannot be too highly estimated.
In conformity with your request that I should give you my
views of practically carrying out this great work, I have very
•carefully considered the subject, and believe it to be entirely
feasible.
Thei-e are no insurmountable engineering difficulties that
cannot be overcome, and I regard the whole question of its suc¬
cessful accomplishment as simply one of time and mone}^ ; the
execution of the project is clearly within the reach of our able
and experienced engineers.
I am, respectfully,
Your obt. servt.,
Wm. AY. AY. AYood,
Chief Engr. U. S. N., Genl. Inspr. etc.