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BUREAU OF RAILWAY ECONOMICS
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THE FORT FOLIO.
BY OLIVER OLDSCHOOL, ESQ.
Various; that the mind
Of desultory man, studious of change,
And pleas'd with novelty, may be indulged.—Cowper.
for the port folio.
RAILWAYS AND CANALS.
A new method of transferring boats of burden, loaded
carriages, fyc. from one level to another, applicable to
Canals and Rail Roads: also, a new Method of sup¬
plying any level of a. Canal with water drawn from
a feeder situated at any considerable depth below such
level; in two parts. By S. H. Long, Maj. U. S. Log.;
a member of the Lyceum of Nat. Hist. N. Y.; the Amer.
Phil. Soc., the Acad. Nat. Sciences, and the Franklin
Institute, Philadelphia, &c.
It is the design of this essay, to give a general view of the
means employed for the accomplishment of the objects above
stated; accordingly, all details, in relation to mechanical
principles, parts of machinery, and modes of application, will
be avoided, except such as may be deemed essential to a de¬
velopment of the mechanical principles involved in the me¬
thods proposed, so far as the latter may have any claim to
novelty and originality. A particular description of the pro¬
jects alluded to, embracing numerous details of the character
first intimated, but too minute and diversified, perhaps, for
insertion in a scientific journal, has been prepared and is
intended as the specification of a patent hereafter to be
secured.
Before we enter upon these topics, it may be proper to
notice some of the methods that have been devised for simi¬
lar purposes, to which those under consideration, are of
afktl, 1825.—no. 276 24
266 Long cyi Railways and Canals.
course, in some respects, a-rtalq^ous. A reference of this na¬
ture, will, at least, facilitate researches into the character and
comparative merits of l%th\
The method of transition by means of inclined planes, is
said to have been first introduced into the British dominions
by Mr. Dukart, a Sardinian, previously to the year 1777.
This engineer constructed three inclined planes of different
lifts, upon a canal in Ireland.
The Duke of Bridgewater's under-ground inclined plane,
at Walkden Moor, is one of the most celebrated works of
this kind. Its length is one hundred and fifty-one yards; its
declivity, one in four. It is adapted to the transfer of a load¬
ed carriage weighing twenty-one tons.
An inclined plane of great extent communicates with the
Neath canal. The transfer of carriages, on this plane, is ef¬
fected by means of a steam-engine at its summit.
On the Shropshire canal and its branches are several in¬
clined planes, constructed by the celebrated Mr. Reynolds,
to whom the world is indebted for many valuable improve¬
ments in the mode of overcoming the difference of levels on
canals and rail roads. The inclined planes, constructed by
this gentleman, were of various lifts, from seventy-three to
two hundred and seven feet perpendicular.
In connexion with the Grand Trunk, Peake, and Lancas¬
ter canals, are several inclined planes, one of which, on the
canal last mentioned, has a perpendicular rise of two hundred
and twenty-two feet.
The inclined planes that have been employed as a means
of communication between different levels, both of canals and
rail-roads, in Great-Britain, are exceedingly numerous. Ac¬
counts of them have been published in the new " Edinburgh
Encyclopedia," Art. " navigation, inland;"—in " The
Transactions of the Highland Society of Scotland," Edin¬
burgh, 1824; and in various other works.
Of the application of the inclined plane in France, we have
an example on one of the branches of the Canal da Centre.
The subject of inclined planes has been frequently dis¬
cussed by several writers, who have successively suggested
methods, many of which have never been practicably ap¬
plied. In the class last alluded to, may be included the in¬
clined plane of Mr. Lamb, described in his " Treatise of
Universal Navigation," London, 1791. Several modes of
transition by inclined planes, invented by Mr. Fulton, and
Long on Railways and Canals.
267
explained in his " Treatisqf on Canals," London, 1796.
Tatham's " Method of passing vessels from one level to
another by an Inclined Plane; Tatham's Inland Navigation,
Philadelphia, 1799. Professor Renvvick's Inclined Plane,
an account of which has been published in his Report to the
Commissioners of the Delaware and Passaic canal, p. 11, et
seq. 1S23. Scott's doubled railed Inclined Plane, described
in the " Transactions of the Highland Society of Scotland,"
before cited.
In regard to the mode of transfer by means of a perpendi¬
cular lift, it is believed that there are but very few examples
of its successful application. Numerous methods have been
devised for this purpose, but, for the most part, they have
either proved defective, or have never been satisfactorily
tested. The methods deemed most worthy of attention, are
the following:
Dr. Anderson's Perpendicular Lift, of which we have a
description in the supplement to Dobson's Encyclopedia—
Art. Canals, is said to be the first ever invented as a substi¬
tute for locks of the ordinary construction. It does not ap¬
pear, however, that his plan has ever been subjected to the
test of experiment.
We are indebted to our ingenious countryman, Mr. Fulton,
for several modifications of the perpendicular lift, published
in the treatise before cited; none of which, however, has as
yet been applied in the construction of canals.
We are informed by Mr. Carson, of the West Point found¬
ry, "there are upon a canal in England, in the neighbour¬
hood of the city of Gloucester, several perpendicular lifts, at
this moment in successful operation.—Vide Prof. Renvvick's
Report, already cited, p. 8.
"A perpendicular lift has been successfully applied by
Forey, on the plans of Bossut and Solages, to the canal du
Creusot in France."
In allusion to this mode of transition, Navier, the editor
of the papers of Gouthey, states, that " it is no longer to be
doubted that there is a cheap, permanent, and easy method,
of overcoming differences of level of from twenty-five to for¬
ty feet, upon small canals."
A plan of a perpendicular lift, devised by Mr. Benjamin
Dearborn, of Boston, Mass., has recently been published by
Mr. J. L. Sullivan, in connexion with his report to the com¬
missioners of the Delaware and Hudson Canal, 1824, agreea-
36S
Long on Railways and Canals.
bly to which the transfer is .to be effected by means of a
moveable lock, and stone counterweights. Several of the
modes herein alluded to depend on the same general principle,
viz. locks and counterweights, as the means of transition.
The method intended as the principal subject of this essay,
differs from those above noticed in the following respects,
viz.—the manner of suspending the locks;—of bringing them
into contact with the upper canal;—of supporting them in
the situation just mentioned;—of regulating their movements,
and overcoming their momentum;—of counteracting the
buoyancy of the water in the lower canal, and forming a com¬
munication therewith; and of adjusting the range of the locks,
in their passage from one level to another, in conformity to
the extent of the lift.
Part I. Ji new method of transferring boats of burden,
loaded carriages, $c from one level to another; applicable
to canals and rail-roads^x
Both modes of transition, viz. by a vertical or perpendi¬
cular lift, and by an oblique lift or inclined plane, are here
contemplated. A particular description of the former, how¬
ever, is all that is required on the present occasion; inasmuch
as the effect in both is produced by the same combination of
mechanical principles, though somewhat differently applied.
Of the perpendicular lift. A view of the machinery
to be employed for the purpose above mentioned, is exhibit¬
ed in Plate I. Fig. 1, 2, and 3, the several parts of which,
together with the purposes for which they are employed,
are the subject of the following:
Description of machinery, and references to the drawings.
Plate I. Fig. 1. is an oblique view, exhibiting the manner
of the Perpendicular Lift.
A, a part of the lower canal, terminated by a basin, sepa¬
rated into two equal parts by a pier placed longitudinally
within it. Each apartment of the basin is to be of a size large
enough to admit a lock, into which the boats of the canal may
pass. The walls or outer sides of the basin, together with
the pier above mentioned, must be adapted to the support of
a part of the works above.
B, a portion of the upper canal, terminated by a bulkhead
situated directly above the interior extremity of the basin A,
* A model of this may be seen at the Franklin Institute, Philadelphia.
Long on Railways and Canals.
269
and furnished with two gateways, corresponding to the divi¬
sions 01 apartments of the basin below. Each gateway must
be of such dimensions, and so adjusted by means of a rabbit or
bevel, that one end of the lock before mentioned being ad¬
justed in a corresponding manner, may penetrate a little within
it, testing upon the sill of the gateway, and impinging against
its sides. The gateway may be furnished either with a single
or folding gates, as may be deemed most proper,—the gate
or gates being so arranged that, when opened, they will leave
the gateway free from obstruction to the passage of a body
equal in area to the gateway itself, or nearly so. Each of the
gates must be furnished with a small gate or water-wicket.
That part of the bulkhead, between the gateways, must also
be furnished with a small gate, the use of which will hereafter
be explained.
Of che moveable locks, C & D. The transit or moveable
locks must be of a form and dimensions adapted to the shape
and size of the boats employed upon the canal, in such a man¬
ner as to admit the least possible quantity of water into the
lock, along with the loaded boat. Hence the shape of the
lock will be similar to that of the frustrum of an oblong py¬
ramid inverted.
That end of the lock which is to come in contact with the
bulkhead, as before intimated, must be furnished with a tongue
extending along its sides and bottom, and adapted to the
sides and bottom of the gateway, so that by the interposition
of a suitable packing of leather between it and the gateway,
they may be rendered impervious to water at their junction.
The lock must be furnished with a gate at each end, shut¬
ting water tight into the lock. The gate may be made to slide
vertically into the lock, or it may be furnished with hinges at
the bottom, and be made to open outwardly of the lock, by-
immersion to the bottom of the canal; or it may be appended
to one side of the lock, and traverse horizontally on its hinges.
Each lock-gate, in the ends of the locks pointing towards
the bulkhead, must be furnished with a small gate or water-
wicket, corresponding to those of the gates of the bulkhead.
A frame-work adapted to the reception of at least two
pulley-wheels, c c, for each lock, must be attached to the lock
in such a manner that the whole weight of the lock and its
contents, maintaining a horizontal posture, may be suspended
by it, and bear equally upon the points of suspension. The
frame-work for each pulley-wheel, may consist of two up-
270
Long on Railways and Canals.
rights firmly attached to each side of the lock, and a bearer
in which the .pulley-wheel may ply on an axle turning
with it. In order to prevent the lock from warping, it will
be proper to strengthen it by braces or stays of iron, passing
from the tops of the uprights to the sides of the lock. The
bearers d d d d must extend beyond the uprights far enough to
rest upon the tops of the crane in a manner hereafter explain¬
ed. They must also be strapped and braced with iron, to
prevent working or springing.
The pulleys of each lock must be connected by a coupling
rod of iron attached to their axles, in order to ensure a corres¬
pondence in their movements. It is contemplated to have
the pulley-wheels five or six feet in diameter, and their peri¬
pheries cased with iron, and furnished with a groove or track
for the reception of a large chain; or it may be preferable that
the whole wheel be made of cast iron.*
Of the main shaft and wheels, E E. The wheels of the
main shaft c are of a construction similar to that of the pul¬
ley-wheels, and strongly connected by a coupling rod or shaft
in the same manner. Their diameters may be considerably
larger than those of the pulley-wheels, being equal to the ho¬
rizontal distance transversely from the pulley of one lock to
the corresponding pulley of the other. Their distance from
each other must be equal to that of the lock-pullies in each
lock. The shaft c must be furnished with a drum or barrel,
whose diameter is equal to about one-third part of that of the
wheels. The drum must be firmly attached to the shaft,
cased with iron on the outside, and adapted to the reception of
the brakechain k, hereafter described.
Of the windlass-wheels, F F, and their windlasses,
Fig. 1. The windlasses f f, may either be shafts of timber, of
suitable dimensions, or axles of iron furnished with drums of
equal diameters, fitted for the reception of the lock-chains G G,
hereafter described. The extent of the peripheries of the
windlasses or axles, should be somewhat greater than the
depth of the water in the canal, the buoyancy of which is to
be completely overcome by the action of the wheels and
windlasses. The distance between the drums of each shaft,
or those parts of the windlasses on which the chains are to
* In the construction of the locks and their appendages, particular re¬
gard must be paid to their weight, so that one may be as nearly as pos¬
sible an exact counterpoise of the other.
Long on Railways and Canals.
271
wind, must be equal to that of the wheels of the main shaft.
The windlass-wheels, F F, may be either of a circular or spi¬
ral form: the latter, however, is better adapted to the purpose
for which they are intended. Their peripheries should be
furnished with a groove for the reception of the bucket-
chains, 11, and of small chains or cords suspending counter¬
poises, ii, hereafter to be noticed. The wheels should be
attached to their windlasses at some point intermediate to
the main wheels E E. Their circumferences should be equal
or in some due proportion to the whole distance between the
upper and lower canal.*
Op the lock-chains G. Fig. 1.—These must be of suffi¬
cient strength to sustain the locks and their contents, what¬
ever may be their weight. Agreeably to the figure, each
lock is sustained by four chains or parts of chains; hence the
chain must be strong enough to support one-fourth part of
each lock, and at the same lime overcome any inequalities of
action that may occur in the transition of the locks, from one
level to the other.
The proof to which chain cables of iron, one inch in diame¬
ter are subjected, is their ability to resist an action equal to
eighteen tons suspended:—hence, if an allowance be made of
six tons for each chain, or twenty-four tons for each lock,
for any inequalities of action that may occur, (and such an
allowance seems even greater than the nature of the case
requires,) the strength of chains applied, will be adequate to
the support and transfer of forty-eight tons, in connexion
with each lock. The length of the chains must be such that
when either lock, C, is at the upper canal in a condition to
communicate therewith, the other, D, may be immersed in
the lower canal, resting on the bottom, the chains passing
over the main, E E, under the lock-wheels c c c c, and
being attached outwardly to the windlasses ff in the direc¬
tion of a tangent to their peripheries.
An alternate succession of links and straps, the former
being made square, or in the form of parallelograms, con¬
nected by the latter, which are to be of a width correspond¬
ing to the interior spread of the links, would be the form of
* In situations where a very extensive lift is required—the wheel can¬
not be made large enough to have a circumference commensurate with
the lift. In such cases the difficulty may be remedied by the interven¬
tion of pullies between the wheels and the bucket H.
*
272
Long on Railways and Canals.
construction best suited to the purpose. The links and straps
of those parts of the chain which are intended to wind upon
the windlasses, ought to be made somewhat shorter than those
of other parts. The chains may be attached to the windlasses
by means of staples or bolts.
Of the tucket H, and its chain I I. Fig. 1st.—The
bucket must, be of a form adapted to the space in which it is
to move, and of a capacity to receive a quantity of water suf¬
ficient to act as a counterpoise to one loaded lock. Its appro¬
priate locality is a portion of the space between the lock-
ways, as near as may be to a vertical line, passing from the
bulkhead to the basin below;—so that it may alternately
rest on the pier, and be suspended above it. It may there¬
fore be of a square or oblong form, according to the quantity
of water it must receive.—Its capacity must be to that of one
lock inversely, as the circumference of the windlass-wheel is
to that of the windlass or drum, or as the height of the lift to
the depth of water in the canal; or rather the weight of the
bucket, added to that of the water it will contain, must be to
those of the lock and its contents, in the ratio above mentioned.
In case of the intervention of one or more puliies, between
the windlass-wheels and the bucket, as intimated before, the
same proportion obtains, except that instead of the circum¬
ference of the windlass-wheels, a multiple of its circumfer¬
ence. corresponding to the intervening pulley power, must
be substituted.
The bucket must be furnished with a small gate or valve
in its bottom, through which its contents of water may be
discharged at pleasure.—The water for replenishing the
bucket is to be drawn by means of suitable gates and aque¬
ducts, partly from the space intervening between the gates of
the locks and those of the bulk head, and partly from the
upper canal itself, through the small gate situated in the bulk¬
head between the main gateways.
The chains I I, by which the bucket is suspended, may be
constructed after the manner of the ordinary draft-chain.—
One end of each chain is to be attached to its appropriate
windlass wheel upon which the chain is to ply, in the direction
of a tangent to its periphery.—The other ends of the chain
are to be united, and attached to the bucket in any appropri¬
ate manner, with the intervention of one or more puliies, or
otherwise as the case may require.
Long on Railways and Canals.
273
It will be proper to suspend from the outsides of the wind¬
lass-wheels, or the sides opposite to those from which the
bucket is suspended, two small weights i i, serving as a coun¬
terpoise to the empty bucket, in order to preserve an equili¬
brium in those parts of the machinery.
N. B. By lengthening or shortening the bucket chains, the range of the
locks may be increased or diminished at pleasure.
Of the hydraulic brake K.—A particular description of
this part will be given in connexion with the reference to
Fig. 3.
The brake-chain K, in its construction, may be similar to
the lock-chains, though of inferior strength. Its length should
be such that it may reach from the main shaft or drum e,
nearly to the bottom of the brake K. It must be attached to
the shaft or drum, by means of a staple or otherwise, in such a
manner that it may freely ply thereon in both directions.
The drum or shaft may be furnished with two parallel
flanges, just far enough apart to receive the chain, which in
this case must coil or wind upon itself, in a manner to aid
rather than thwart the purpose of the brake. The chain must
be made to pass between two pullies L, situated at any con¬
venient distance above the brake, upon which the chain will
act alternately, according to the direction in which it winds
upon the main shaft.
Of the vertical lock-crane.—Fig. 2. Plate I. exhibits
an oblique view of the crane, the object of which is to sus¬
tain the lock when in contact with the bulkhead, in which
position the lock communicates with the upper canal, the.
former serving as a prolongation of the latter.
The crane for each lock is to consist of four uprights,
M M M M, furnished with oscillatory joints at their bottoms,
and steps to receive the protruding ends of the lock-bearers,
d, Fig. 1. at or near their tops, together with a trigger-shaft to
regulate its movements, and other adjustments.
The uprights are to be based upon the side walls and pier
of the. lock-basin at the bottom of the lift, or, in cases where
the lift is very extensive, upon steps attached to the side
walls of the recess, or lock-pit, and corresponding steps
resting upon the pier at such a depth below the upper level,
that the length of the uprights may not exceed twenty feet.
The uprights on each side of the lock, are to be connected
april, 1825:—no. 276. 35
274
Long on Railways and Canals.
by ties, m m, attached to the outside of the uprights, and con¬
fined by plug-work or slides so as to prevent any lateral
movements of the crane.—Either of the two uprights oppo¬
site each other transversely of the lock, may be connected to
the arms, o o, of the trigger-shaft N, by means of the con¬
necting rods n n. These several parts being thus connect¬
ed, constitute the lock-crane, the motions of which are regu¬
lated by the lever 0, of the trigger-shaft. Each lock being
furnished with a crane of this description, may be supported
at the upper level in the utmost safety for any length of time.
N. B.—The uprights of the crane serve as guides to direct the move¬
ments, not onty of the locks, but of the bucket also. Kach lock is made to
ascend and descend within the uprights of its own crane, while the bucket
is to traverse the space between the cranes, and contiguous to the uprights
nearest the bulkhead.
Of the hydraulic brake, Fig. 3.—This machine may
be regarded as a necessary appendage to any machinery em¬
ployed for the purposes herein considered, and is susceptible
of various other applications.—Its principal object is, to coun¬
teract the momentum of a non-elastic body, whose velocity
and weight may be subject to the controul of artificial means.
—In the present case it is intended to regulate the move¬
ments of the locks, in their passage from one level to the
other, and to save the machinery, &c. from the shocks to
which they would otherwise be liable at the conclusion of
every movement. The expedients heretofore adopted with
a view to the accomplishment of this purpose, appear uni¬
formly objectionable, both in their nature, and in their appli¬
cation, for the following reasons: the principles involved in
their mode of imparting resistance does not become active,
till the moving body lias acquired a considerable velocity,
or else, (as is always the case, when a spring or weight is
employed as the medium of resistance) the opposing power is
attended by a reaction, equal to the resistance that has been
imparted to the moving body: consequently, the expedient in
the former case is attended with no other result than that of
limiting the maximum velocity, and in the latter, it leaves
the machinery incumbered with a reacting force not easily
obviated, while at the same time the practicability of adjust¬
ing a weight or spring in such a manner that its power of
resistance may be precisely equal to the momentum against
which it is to operate, is by no means admissible in case-1
Long on llailwuys and Canals.
2 75
where the extent of motion is to be limited.—In the applica¬
tion of the expedients alluded to, the following defect is pal¬
pable, viz. that the constant and careful attention of an expe¬
rienced manager is necessary during their operation, in order
to prevent accidents that might prove fatal both to the machi¬
nery and the burdens transported. Various other objections
might be urged, but these are deemed sufficient on the pre¬
sent occasion.—It is believed that but few, if any of them,
are applicable to the machine under consideration.
The hydraulic brake is susceptible of various modifications;
but the form best suited to our present purpose, is that of the
frustrum of a pyramid or cone, as represented in Fig. 3.
which also exhibits a view of the internal structure of the
brake.—Let K K represent a trunk, either square or circu¬
lar, and of the form above mentioned, being closed at the
bottom, and rendered impervious to water and atmospheric
air throughout, except at the top. It may be constructed
either of wood or metal, but must be of a strength to resist
an external pressure equal to one atmosphere. About one-
third part of the distance between the two levels may be
assumed as the appropriate length of the trunk. Its other di¬
mensions must vary according to the nature and amount of
the momentum to be overcome. The piston P, is in all res¬
pects similar to the moveable piston of a common sucking
pump. Its area must be equal, or nearly so, to a transverse
section of the interior of the trunk at the smaller end.—The
brake-chain k, has already been described. It is attached to
the piston P, and serves to communicate the resistance of the
brake to the main shaft e.
N. It.—The trunk must be filled with water, or other liquid, which is to
lie regarded as an essential appendage of the hydraulic brake.
The principal upon which the hydraulic brake operates, is
the resistance encountered by the piston in its passage through
the liquid contained in the trunk. On the supposition that
the trunk is equable, or of the same transverse area through¬
out, the resistance would be as the squares of the velocity
with which the piston moves. But when the trunk is of a
taper form, the ratio of the velocity to the resistance will be
considerably greater.
It is obvious, from the foregoing description, that the piston
(which must be specifically heavier than the liquid with which
27b Long on Railways and Canals.
the trunk is filled,) in its passage downward, will meet witli
very little resistance, inasmuch as the valve will open and
sutler the liquid to pass freely through it. But when its
motion is reversed, the valve will be shut, and the super¬
incumbent liquid will be forced between the piston and sides
of the trunk, creating a resistance proportionable to the space
through which it is thus compelled to pass, as well as to the
velocity with which both the liquid and piston move. But,
as the piston ascends, this space gradually diminishes, and
becomes extinct when the piston arrives at the top of the
trunk, the whole area of which is now occupied by it. This,
therefore, may be regarded as the point of maximum resist¬
ance, which will be equal to fifteen pounds upon every square
inch of the piston, added to the weight of the superincumbent
liquid. The minimum resistance of the brake will vary ac¬
cording to the following circumstances: viz. the velocity with
which the piston moves in the largest part of the trunk,—the
comparative magnitude of the space through which the liquid
has to move in passing the piston,—or the difference between
the areas of the piston and largest part of the trunk, also the
area of the piston as in the case of maximum resistance.—
The maximum and minimum resistance being determined, a
mean resistance may be found, which, being multiplied into
the distance through which the piston moves, will give the
aggregate resistance of the brake.—But the aggregate resist¬
ance or action of the brake is sufficient to counteract a mo¬
mentum of equal force; accordingly, if the area of the piston,
which is supposed to be equal to that of the smaller end of
the trunk,—the velocity with which the piston moves in the
largest part of the trunk, which is the point of its maximum
velocity, as well as minimum resistance,—and the area of that
part of the trunk last mentioned, be given, we have sufficient
data to estimate the amount of momentum, or quantity of
motion that may be overcome by the brake. The arrange¬
ment of the brake with respect to other parts of the machinery
must be such, that when one of the locks is at the upper, and
the other at the lower canal, the piston will be at or near the
top of the trunk, and when both locks are at the centre of the
lift, the piston will be at the bottom of the trunk.
Manner of operation.—Suppose the lock C, (Plate I.
Fig. 1.) at the upper canal B, resting upon its crane. Fig. 2.
now to be regarded as constituting a part of Fig. 1. and the
lock I), at the lower canal A, immersed in the basin.—The
Long on Railways and Canals.
277
bucket II empty, D elevated to the top of its range, where
it is in a situation to be replenished, and the piston P, of the
hydraulic brake Fig. 3. raised to the top of the trunk. The
several parts being thus arranged, and the locks C and D fdled
with water, a loaded boat may be floated into each of them,
and their gates be shut.—Let the bucket now be filled with
water drawn partly from the space between the gates of the
lock C, and the corresponding gate of the bulk-head, and
partly from the upper canal, through appropriate aqueducts,
until it preponderates and descends to the lower level, where
it will rest on the pier of the basin. The descent of the
bucket will cause the lock D to be raised out of the water
of the basin, and at the same time relieve the lock-crane from
the weight of the lock C.—Let the crane be withdrawn from
beneath the bearers d d, by elevating the lever 0, of the
trigger-shaft.—Draw from the lock D a small quantity of
water through the wicket of the lock-gate, in order to give
preponderancy to the lock C, which will now descend to the
lower canal, while the lock D will ascend to the upper.
While the locks are in the act of approaching each other,
or, in other words, are moviDg towards the point of transit,
at the centre of the lift, their motion will be gradually accel¬
erated, inasmuch as the piston of the brake is at the same
time descending in the trunk, incapacitated for resistance.
But when the locks are receding from each other, having
passed the point of transit, their motion will be gradually re¬
tarded, for the piston will have descended through its course,
and will now be moving in the opposite direction, its valve
being closed, and the brake, consequently, in a condition for
action. The resistance encountered by the piston will now
be communicated to the main-shaft or drum e, and will gra¬
dually overcome the momentum of the locks. When the lock
C shall have descended to the lower canal, the lock D will be
high enough for its bearers to rest on the steps of its crane,
which is in all respects like that of the lock C, and must be
brought under the bearers for the support of the lock. Dis¬
charge the water from the bucket H, through the valve or
gate in its bottom, and it will ascend to the top of its range,
while the lock C will be immersed in the basin. Force the
lock D home to the bulkhead of the upper canal, by depress¬
ing the lever 0, of the trigger-shaft, and secure it by means
pf a trigger or stopper. Finally, throw open the gates com-
27S
Long on Railways and Canals.
municating with the upper and lower canals, and the boats
may be floated into them and proceed on their voyage.'*
Of the momentum and maximum velocity of the locks.
—The momentum will be equal to that acquired by a body
whose weight is equal to the difference of the weights of the
two loaded locks ready to pass the lift, by falling through a
space equal to the perpendicular height of the lift.—Hence
the maximum velocity of such a body multiplied into its
weight will give the momentum of the locks, which will be
equal to the resistance required of the brake.
The maximum velocity of the locks in their passage from
one level to the other, will take place at a point midway,of
the lift. It may be determined by the following proportion,
viz. as the sum of the weights of the loaded locks is to the
difference of their weights, so is the maximum velocity of a
body acquired in falling through a space equal to one-half the
height of the lift, to the maximum velocity of the locks, or
as the vis inertia of the loaded locks is to the moving power,
which is the difference of their weights, so is the maximum
velocity of the moving power to the maximum velocity of
the locks.—Hence the mean velocity, being equal to one
half the maximum velocity, may be determined: and the
height of the lift being divided by the mean velocity, will
give the lime required to pass from one level to the other.t
Finally,—having determined the aggregate resistance of
which a hydraulic brake, of given or assumed dimensions, is
capable, as also the momentum of locks of any given weight
or magnitude,—we have a clue whereby to determine the
area of a piston of sufficient size to counteract the momentum
thus found,—as exemplified in the following proportion, viz.
as the resistance of which the given brake is capable, is to
the area of its piston, so is the resistance sufficient to coun¬
teract a given momentum, to the area of the piston required.
Of the oblique lift, ok inclined plane.—A few re¬
marks under this head will suffice on this occasion. It is pro-
* It is obvious that in the passage of the locks, some degree of prc-
ponderancy will be given to the lowermost, the length of the lock-chains
suspended with it being greater than that suspended with the uppermost,
which will destroy the equilibrium of the moving apparatus. This incon¬
venience may be remedied either by balance-chains of suitable weight ap¬
pended to the bottom of the locks, or by a weight attached to the brake-
chain, either of which may be so adjusted as to maintain an equilibrium suffi¬
ciently exact.
f In the foregoing proposition no allowance is made for friction.
Long on Railways and Canals.
279
posed to employ locks supported on carriages, and moving
upon railways, in all respects similar to those devised and
recommended by Prof. Renwick, except in the apparatus em¬
ployed in effecting their transition from one level to the other.
This object is to be accomplished in a manner similar to that
of the vertical lift already described, a single chain, with ap¬
propriate pulley-wheels, together with a windlass situated at
the head of the plane transversely of the railways, being sub¬
stituted instead of two chains, &c. as employed on the occa¬
sion alluded to. The windlass-wheel is to be situated exteri¬
orly of the railway. The bucket is to move in a frame erected
for its reception, at, or near, the bottom of the plane, and
rising to a height equal to that of the lift. The bucket-chain
must passover a pulley in the top of the frame just mention¬
ed, and ply upon the windlass-wheel at or near the nadir
point. The brake may be situated in a well excavated for
that purpose, between the railways, at any convenient dis¬
tance from the top of the plane. The brake-chain may pass
over a pulley-wheel, situated between the railways near the
head of the plane.—Or, two brakes may be employed, viz.
one for each lock; to be located at the centre of the railways,
in a situation so low that the carriages may freely pass over
them. In this case their chains may be attached to any con¬
venient parts of the carriages, two pulleys being required for
each chain, and situated at the top of its appropriate brake.
The manner of operation is similar to that of the perpendicu¬
lar lift.
Of the method as applied to railroads.—Instead of
the lock, let two coffers be substituted, each of which will
contain a quantity of water of sufficient weight to counterba¬
lance a loaded carriage of the heaviest burden admissible upon
the road. Each coffer is to be furnished with a covering or
platform, and railways corresponding to those of the railroad,
alternately serving as continuations of the upper and lower
railways, when brought into contact with them respectively.
At the top of each coffer is an opening or orifice, through
which it may be filled with water; and at the bottom a small
gate or valve, by means of which any portion of this water
may be discharged, in order to maintain an equilibrium be¬
tween the two loaded coffers, or give preponderancy to the
uppermost. The water necessary to supply the coffers may
be drawn from a feeder situated midway of the lift, or at any
point above that elevation. For example, let us suppose the
2S0 Odes and Jlddresses to Great People.
coffers brought to the point first indicated, which is the point
of transit, and both filled with water at the same time. This
being accomplished, let a small quantity be discharged from
one, in order to give preponderancy to the other, and they
will assume positions, the former at the upper level, and the
latter at the lower. Place a loaded carriage upon the lower¬
most, and drain off its water till the uppermost preponderates,
and the carriage will be transferred to the upper level or road.
It is obvious, that in the descent of a carriage, when there
is no ascending carriage to act as a counterpoise, a quantity of
water, nearly equal in weight to the descending load, may be
raised from the lower to the upper level.—Accordingly, in
cases where an economical use of water becomes necessary,
it will be proper to construct a reservoir at a convenient
elevation above the transit point, into which any water that
is to be discharged from the uppermost coffer may be receiv¬
ed and held in reserve for replenishing the coffers on other
occasions.
It will readily be perceived that in this application of the
method, the windlass-bucket, and their appendages, and even
the lock pulley-wheels may be dispensed with.—The former,
because useless, in as much as there is no buoyancy of water
at the lower level to be counteracted; and the latter are no
longer necessary, since a single chain at, or near, each end of
the coffer will be sufficient to sustain the load.
(To be continued.)
for the port folio.
ODES AND ADDRESSES TO GREAT PEOPLE.*
This is one of the wittiest and pleasantest little books that
has been published since the "Rejected Addresses." It is
written with great carelessness; many parts of it will scarcely
be understood by the public; and in some instances the author
himself would be to seek, we imagine, in explaining his
meaning. In spite of these faults, the profusion of the wit,
the gaiety which sparkles everywhere, and the good-nature
and the truth which animates every page, must insure it a
* Odes and Addresses to gTeat People. 12mo. Baldwin, Cradock, and
Joy. 1825.
THE PORT POLIO
BY OLIVER OLDSCHOOL, ESQ.
Various; that the mind
Of desultory man, studious of change,
And pleased with novelty, may be indulged.—Cowpeh.
RAILWAYS AND CANALS.
C Continued from, page 280.J
Part II. A new method of supplying any level of a
canal with water drawn from a feeder situated at any
considerable depth below such level.
The method recommended for this purpose is analogous
to a plan for raising water in small quantities for irrigation
and other purposes, of which we have an account in Hachette's
Trait I. element aire des Machines.
It differs, however, from it in the following particulars,
viz. the adjustments of the buckets,—the manner of filling
and emptying them,—the mode of regidating their move¬
ments,—the adaptation of the new method to a variety of
circumstances, and especially the quantity of water that may
be raised in a given time.
In the location and construction of canals, a supply of wa¬
ter at their different levels, and especially at their summits,
sufficient for lockage and other exigencies, is a principal de¬
sideratum. It often happens that such a supply can only be
had at a considerable depth below the level, at which the
canal in other respects may be practicable. It is accordingly
my intention, in this part of the essay, to point out a method
of appropriating a portion of the water thus situated to the
supply of the canal.
Description of machinery, and references to the drawing.
Plate II. Fig. 1. exhibits a view of the machinery employ¬
ed for the purpose above mentioned.
mat, 1825.—no. 277 45
354
Long on Railways and Canals.
Let A represent the feeder, affording a supply of water, a
portion of which is required to be raised to the reservoir or
receiver F. The feeder must be furnished with one or more
valves, a, by means of which its water may be discharged
through the orifices r and s, the latter of which is to be larger
than the former. Let B and C represent two buckets,—the
former being intended to ply vertically, between the feeder
and a point at a suitable distance below it, and the latter be¬
tween the end of the feeder and a point above, so high that
the contents of the bucket may be discharged into the receiver
F. The capacity of the preponderating bucket B must be
somewhat larger than that of the elevating bucket C; but the
weight of C, when empty, must be somewhat greater than
that of D.
Both buckets must be furnished with valves at their bot¬
toms, through which their contents of water may be dis¬
charged, the orifice of the valve b being a little smaller than
that of the valve c. The stem or rod of the valve b, must
protrude through the bottom of its bucket, while that of c
must extend upwards, and be attached to a lever w, connected
with the bucket, and acting in a manner to raise the valve.
—v is a spout attached to the bucket C at its top, and pro¬
jecting a little way over the bucket B.—x is a plug or knob
to receive the action of the lever in raising the valve c.
Let E represent a hydraulic brake, differently modified
from that described in Part I., and better adapted to the me¬
thod before us. Plate II. Fig. 2. represents a brake of the
description alluded to. A A is the trunk, the internal cavity
of which tapers from the centre to both extremities. B, a
hollow or perforated piston, with two valve-seats, a and b,
frontingeach other, and limiting the valve-chamber a b, which
communicates laterally with the internal cavity of the trunk.
—c, an inflexible piston rod attached to the elevating bucket
C, Fig. 1, or to any other machinery, to be acted upon by
the brake, and passing longitudinally through the piston,—
alternately raising and depressing the latter, by means of the
valve c acting alternately on the valve seats a and b. The
operation of the brake will be considered in its appropriate
place.
D, Fig. 1. is a pulley-wheel of suitable size, over which the
bucket-chain G is to pass, by means of which the preponde¬
rating bucket B may raise the elevating bucket C, when both
are loaded, or the latter may elevate the former when both
Long on Railways and Canals.
355
are empty. A drum or shaft, d, may be connected with the
pulley-wheel D, upon which a brake-chain may be made to
ply in the same manner as explained in Part I., of this essay;
answering as a substitute for the brake just described. An
additional pulley-wheel, upon the same axis, together with
another set of buckets and other appropriate apparatus, may
be applied in situations where a large supply of water is afford¬
ed; the whole to be adjusted in such a manner, that when
one set of buckets is at the outer extremities of their range,
the other may be at the inner.
In certain cases, hereafter to be noticed, it will be neces¬
sary to apply a pulley-wheel to one or other of the buckets,
in order that the range of each may conform to the distance
through which they are respectively to move. Whenever
the nature of the case requires an arrangement of this sort,
the capacity of the bucket to which the pulley-wheel is at¬
tached must be proportionably larger than that of the other.
Manner of Operation.
Suppose the buckets to be situated at the feeder A, in the
act of being filled, the valve a, of the feeder, is raised and
supported on the step n, of the bucket B, by means of its rod
or stem. The orifices r and s will communicate with their
respective buckets, viz. the former with B, and the latter
with C. But the orifice at s being larger than that at r, the
bucket C will be filled sooner than its antagonist B; and as
the water will still continue to flow through both orifices, the
surplus thrown into C will be conveyed, through the spout'v,
into the bucket B, till the latter preponderates. The valve
a will immediately close of its own accord, and the buckets
be transferred to the outer extremes of their range. On their
arrival thither, both their valves b and e will be opened—
the former by means of its rod impinging against an obstacle
placed at the bottom of the range for that purpose; and the
latter, by means of its lever w, impinging against the plug x.
The buckets now discharge the water, viz. the uppermost
C into the reservoir F, and the lowermost B into the waste-
way below it. But the orifice of the valve c being larger
than that of b, the wqfer of C will be discharged sooner than
that of B, and must remain stationary till the latter is empty,
when, in consequence of its superior weight, it will descend
35b Long on llailways and Canals.
to the feeder, and both will again be in a situation to be
filled.
N. B. The buckets must be furnished with guiders to direct them in their
course, otherwise they would be liable to oscillation, which would prove a
serious inconvenience. The movements of the buckets will be regulated
bv the hydraulic brake, the agency of which, in this application, will be
similar in its results to that of the brake first described. Its manner of
operation is somewhat different, as will appear from the following ex¬
planation:—
Suppose the trunk A A filled with water, and the piston
occupying a position at or near its top. Let the rod C be
forced downward and the vaive c will pass from the seat a
to the seat b, and close the orifice in the lower part of the
piston. As the rod C continues to descend, it will force the
piston B downward in the trunk, while the liquid that occu¬
pied the space below the piston will be driven past its sides
and through the valve chamber and upper orifice of the pis¬
ton, and be made to occupy that portion of the trunk through
which the piston may have descended. On the ascent of the
rod 0, the operation will be reversed.
Instead of the pulley-wheel and axle, a wheel and windlass,
or drum of different diameters, may be substituted, by means
of which the application of the method \yill conform to a
greater variety of circumstances. Agreeably to this modifi¬
cation, each bucket must be furnished with a chain, to be
wound either upon the wheel or drum, according as the range
of its particular bucket is greater or less than that of the other.
By this means the machinery for raising water may be made to
accommodate itself to the nature of its locality, in such a man¬
ner as to produce the greatest possible results. In adjusting
the parts of machinery agreeably to the plan here suggested,
the following rules of calculation must be observed:—Let the
diameters of the wheel and drum be to each other inversely,
as the distances through which their respective buckets are
to move;—and let the capacities of the buckets be to each
other in the same proportion. Moreover, the quantity of wa¬
ter that may be raised by either of the modes herein pointed
out, will be to the whole quantity supplied by the feeder, as
the range of the preponderating bucket is to the whole range
or lift nearly.
It is apparent that the machinery treated of in this part of
the essay, constitutes a self-regulating machine. It is also
Long on Railways and Canals.
3.57
obvious that the hydraulic brake is essential to its successful
operation. Without this appendage, the shock to which the
machinery would be liable at the conclusion of every movement
of the buckets, would render the method highly objectiona¬
ble, if not altogether impracticable; whereas, by the agency
of the brake, the loaded buckets may be conveyed from the
feeder to the points where they are to dischar-ge their water,
in a manner both safe and expeditious. In their passage to
the centre of their respective ranges, their motion will be
gradually accelerated, and thence, to the completion of their
courses, their motion will be gradually retarded. In reference
to the method first considered, as well as to the present, it may¬
be asserted, that when the machinery is adjusted -with pre¬
cision, the burdens, together with the apparatus employed
their conveyance, may be reduced from a state of motion to
that of rest.
Observations relative to Canal Boats, applicable to the
method explained in Part I.
The suggestions to be offered under this head are, for the
most part, mere repetitions of opinions that have been advanced
by others. They are repeated here, because, as it is believed,
they have not received that attention to which they are en¬
titled
As it has been ascertained that a boat of twenty-five tons
burden is best suited to the draft of a single horse, it is pro¬
posed to employ boats of this size. The weight of such a
boat, constructed in the usual manner, may be estimated at
about three and a-half tons, which, added to the burden it¬
self, will make twenty-eight tons. As the loaded boat will
not occupy more than about three-fourths of the cavity of the
locks, one-third part of the weight just mentioned, may be
added for the weight of the water that will remain in the
lock with the boat, making the entire weight of the contents
of the lock equal to about thirty-eight tons, or 1368 cubic
feet of water. The weight of the lock and its appendages
may be estimated at about six tons, making an aggregate of
forty-four tons, acting in connexion with each lock.
Should the transfer of so heavy a weight be attended with
too great a risk or inconvenience, it may be obviated by adopt¬
ing the following expedient:—Instead of a single boat ol
twenty-five tons burden, let two, three, or more boats of
Smaller size, be substituted, amounting, in the aggregate, to the
358
Long on Railways and Canals.
same tonnage. These may be towed along the canal in con¬
junction, by one horse, and may be passed separately through
the lift in a lock of moderate size. Or should it be found
more convenient to employ a single boat of the burden pro¬
posed, let it be constituted of two or three distinct sections
respectively, of equal burden, and separated from each other
by transverse partitions or bulkheads. The sections may be
confined together by means of bars or bolts in a manner to be
easily separated on arriving at the lift, and united again after
passing it.
Remarks on the comparative practicability of the per¬
pendicular and oblique lifts.
The difficulty of sustaining the enormous burdens to which,
moveable locks are necessarily subjected, in the transfer of
loaded canal boats of the ordinary size, may be regarded as
the most formidable objection that can be urged against their
adoption. Whatever the mode of transition, the machinery
employed to effect it must be adjusted in a manner to obvi¬
ate this difficulty, which can only be accomplished by en¬
larging, as much as possible, the surfaces upon which the load is
to lie supported. Upon this principle, therefore, we shall found
the comparison between the oblique and perpendicular lifts.
In regard to the inclined plane, it is manifest, that the sur¬
face upon which the whole weight or load is sustained, con¬
sists of the several lines of contact between the rails of the
plane and the peripheries of the wheels that support the load.
Hence, upon the supposition that a moveable lock is support¬
ed upon eight wheels, and that the width of the rail-track
is four inches, we have a surface upon which the weight of
the loaded lock must be supported, equal only to a single
line, thirty-two inches in length. Now, if the whole weight
of the loaded lock and its carriage be equal to sixty tons, one-
fourth of which we may suppose to be sustained by the lock-
chains, we have a weight of forty-five tons, supported by a
bearing surface equal to that above stated. This implies an
action too violent for the hardest metal employed in the con¬
struction of railways and their carriages to resist, without
bruising or breaking. But, however plausible it may appear
in theory, to introduce a multiplicity of wheels for the trans¬
portation of a heavy load upon railways, it is believed that a
number greater than four cannot be employed with any ad¬
vantage, unless jt be admitted, contrary to innumerable ex-
Long on Railways and Canals.
359
amples, in direct opposition to such a doctrine, that an in¬
clined plane, perfectly straight, free from twi#t, and equally
supported at every point, may be constructed. This being
true, instead of a line thirty-two inches long, our bearing
surface will be reduced to half that magnitude, and conse¬
quently the liability to bruising, &c. will be increased in the
same proportion.
In confirmation of the opinion just advanced, we may ad¬
vert to conclusions drawn from long experience in the use
of railroads, viz. that carriages of one ton burden are better
adapted to railways than those of a larger size; the wear and
tear of the latter being much greater than those of the former.
These objections, added to the expense of constructing
rails sufficiently large to answer the purpose, and the difficulty
of laying secure and permanent foundations for the plane, in¬
duce a preference in favour of the perpendicular lift, which
is incomparably less objectionable in these respects. Agreea¬
bly to this mode of transition, each lock is to be sustained by
two wheels, five or six feet in diameter, with chain tracks of
any suitable width, for example, five or six inches broad.
Accordingly, the bearing surface upon which the lock will
be supported, is equal to one-half the circumference of the
two wheels, or the circumference of one wheel multiplied by
the width of the chain-track or groove, which will give for
the bearing surface, an area of about six square feet, suscep¬
tible of enlargement or diminution, as the nature of the case
may require. The other surfaces upon which the locks are
supported while in motion, are proportionably large, while a
uniformity of action prevails in all parts of the lift at the
same time. The action upon the axles of the wheels, being
similar in both modes of transfer, has not been considered in
the contrast here given.
Very little doubt is entertained that the machinery of the
perpendicular lift will be less expensive, and more durable,
in all respects, than that of the inclined plane, while the for¬
mer is believed to possess equal facilities for strength and
construction with the latter.
Concluding Remarks.
In regard to the inventions described in this paper, no par¬
ticular mode of construction is insisted on;—this may be de¬
termined and varied according to circumstances, in a manner
adapted to the purpose for which the machinery may be re-
360 Memoirs of John Templar Shuhrick.
quired. The combination of mechanical principles displayed
in both methods herein explained,—the conformation and ar¬
rangement of the several parts of machinery employed in the
transfer of loaded boats, &c. and in supplying any level of a
canal with water derived from a feeder situated at any con¬
siderable depth below such level, and especially the discovery
of the hydraulic brake, together with its application to these
and other purposes, are claimed as new and original.
for the port folio.
MEMOIRS OF JOHN TEMPLAR SHUBRICK.
The following particulars, respecting a gallant officer who
fell in the recent war with Great Britain, are derived from
anonymous communications in a literary journal, formerly
published in Philadelphia. They appear to be entitled to full
confidence; and the high character of the individual is es¬
tablished on the most authentic basis.
John Templar Shubrick was born on the eleventh day
of September, 178S, in South Carolina. He was educated
partly at grammar-schools in Charleston, and afterwards at a
private seminary in Dedham, Mass. He read law in the office
of William Drayton, Esq. of Charleston. His legal studies
were subsequently relinquished for a midshipman's warrant
in the navy, which he obtained in 1806. It was said of him
that, although his career was so early and so unfortunately
closed, he saw more service, and was in a greater number of
engagements, than any officer of his age. He received a lesson
on the importance of being always prepared for action, in the
affair of the Chesapeake. On that occasion a man, standing
by his side, was struck by a cannon-ball in the face, and our
young midshipman was covered with gore; yet, amidst the
horrors of his situation, infinitely more terrible than any com¬
bat, he displayed so much coolness and intrepidity, that all
who saw him predicted the eminence which he ultimately at¬
tained.