D o C U ~MT  E N T T
TEND1NG TO
PROVE THE SUPERtOR ADVANTAGES
OF
RAIL-WAYS
AND
S TEAM  CARRIAGES
OVER
CANAL NAVIGATION.
NEW-YORK:
PRINTED  BY  T. & J. SWORDS,
NO. 160 PEARL-STREET.
1812.
REPRINTED BY STANFORD & SWORDS, 138 BROADWAY.
1852.








I 0 C U M E N T S
TENDING TO
PROVE TIHE SUP EIOR ADVANTAGES
OF
RAIL-WAYS
AND
STEAM CARRIAGES
OVEIR
CANAL NAVIGATION.
NEW-YORK:
PRINTED BY T. & J. SWORDS,
NO. 160 PEARL-STREET.
1812.
REPRINTED BY STANFORD & SWORDS, 137 BROADWAY.
1862.








PREFACE.
The Pamphlet, here reproduced forty years after its first appearance,
will now, in the light of its fulfilled and realized speculations, be read
with a degree of interest and admiration which, at th9 period of its
publication, it failed to attract.
Having, while recently preparing a paper on the growth of the city
of New-York during the last half century, been led into some investigations as to the pioneers in the construction of steamboats and railroads,
and remembering something of a pamphlet about railroads, published
many years before, by Col. Stevens, of Hoboken, I long sought for a
copy of it, and at last, one was found among the bound pamphlets of
the New-York Society Library.
Upon being informed of its existence, the sons of the ingenious author obtained permission to have it copie'd determining to reprint it in
honor of their distinguished father, and they placed the MS. in my
hands for that purpose.
It seemed altogether fitting that the direct successors of the publishers, who had given the original to the world, should be invited to print
this edition: and accordingly it bears the impress of Stanford & Swords,
137 Broadway, 1852, as its original bore that of T. & J. Swords, 160
Pearl St., 1812: thus marking at once perpetuity and change.
Of the author of this pamphlet, Col. John Stevens, of IIoboken, a
fitting memorial is yet to be written, for he was, emphatically, a benefactor of his country and his race. Born to affluence, his whole life was
devoted to experiments, at his own cost, for the common good.
Mr. Stevens was a native of this city, where he was born in the
year 1749. His grandfather, John Stevens, a native of England, came
to the colony of New-York, in -, as one of the Law Officers of the
Crown. His father, John Stevens, became a resident of New Jersey,
and married Elizabeth Alexander, descended from one of the -original
proprietors of New Jersey, and was himself much in public stations
there-and for a time Vice President of the Council.
John Stevens, of whom we are treating, though born in this city,
was a Jersey man by residence, and eventually by his marriage with
Rachael Cox, daughter of John Cox, of Bloomsbury, N. J., who also




it ~pPREFACE.
for many years was Vice President of the Council of that State. Mr
Stevens himself was for several years Treasurer of the State.
Mr. Stevens' attention was first turned, or rather the bent of his genius was developed and directed, towards mechanics and mechanical
philosophy, by the accident of seeing, in 1787, the early, and as now
may be said imperfect steamboat of John Fitch, navigating the Delaware river.  lie was driving in his phaeton on the banks of the
river, when the mysterious craft, without sails or oars, passed by; Mr.
Stevens' interest was excited-he followed the boat to its landing-familiarized himself with the design and the details of this new and curious
combination, and from that hour became a thoroughly excited and unwearied experimenter in the applications of steam to locomotion on the
water, and subsequently on the land.
Having been brought, by close family connection, into intimacy,with Robt. R. Livingston, (the Chancellor of this State, who married the
sister of Col. Stevens,) he induced Mr. L. to join him in these investigations, and they were persevered in at great cost and with little immediate success till Chancellor Livingston, in 1801 —2, was sent as minister
to France.
So much however was the Chancellor encouraged by the experiments then made, that as early as 1798 he obtained from the Legislature of New-York, an exclusive grant for the use of steam on the waters
of New-York. This, however, becaume forfeit by the failure to avail
within the limited time of its privileges.
But previously to the Act of'98 the Legislature of New-York had,
as early as 1787, granted successively to James Rumsey and to John
Fitch the exclusive right to navigate the waters of the State with steam
propelled vessels; and on 9th January, 1789, John Stevens petitioned
the. Legislature for a like grant-nothing having resulted from the preceding ones.  Mr. Stevens in his petition says that, " to the best of his
knowledge and belief, his scheme is altogether new, and does not interfere. with the inventions of either of the other gentlemen who have
applied to your honorable body for an exclusive right of navigating by
means of steam."  The petitioner adds that he had "made an exact
draught of the different parts of his machine, which, with an explanation thereof, he is ready to exhibit." The prayer of the petition was
unsuccessful; but these draughts should be among the papers of the
late Col. Stevens, and at this day would be curious.
Mr. Stevens, meanwhile, never renounced his experiments nor despaired of success, and in 1804 he actually constructed a propeller, (a




PREFACE.                            v
small open boat, worked by steam,) with such decided success that he
was encouraged to go on and build the Phenix, steamboat, on his own
plan and model, and had her ready almost contemporaneously with, but
a little after, the first steamboat of Fulton, the Clermont.  The Clermont entitled Mr. Fulton and Chancellor Livingston, who was co-operating with Fulton, to the benefit of the law, which had been revived by
the State of New-York, granting a monopoly of the waters of the State,
and thus Mr. Stevens' steamboat was excluded from those waters.  On
the Delaware, however, and on the Connecticut he placed boats; and
his eminent son, Robt. L. Stevens, having embraced his father's views,
was now at work with him to improve the known, and invent new resources for accelerated steam conveyance.
In 1812, just before the commencement of the war with England, and
when this State was first addressing itself to the thought of. connecting
the waters of the lakes with those of the ocean by the Hudson, a
thought, very rapidly matured in the sequel, by the delays and now incredible cost in transporting troops, artillery and munitions during the
war from  the sea-board to the lakes, Col. Stevens put forth the pamphlet here reproduced, urging that rail-roads and steam-carriages should
be preferred to canals and canal boats.
At that day not a locomotive existed in the world-and the only
railroads were those few, and short tramn-roads, as they were called
in England, connecting for the rmost part coal mines with canals, or
other water transportation, and upon which carriages with the ordinary
wheels turning upon their axle-trees were drawn by horses.  The carriages were prevented from running off sideways by a flange rising some
inches above the outer edge of the flat rail.  In this state of knowledge
and experience of railroads it was that, in 1812, Col. Stevens made publie, in the following pamphlet, his extraordinary and most sagacious
views and accurate calculations respecting, not only the feasibility of
applying steam to locomotion on land, but the precise mode of such
application: its cost, and its almost illimitable advantages.  It seems
all but impossible to realize the fact, when carefully reading his description of the rail-way, of the locomotive —of its wheels made fast to the
axle, and revolving not on but with it, and held by flanges on the inner
periphery, from flying off at a tangent, of a whole train, or " suit," as he
calls it, of rail-way carriages, "all firmly attached to each other, and pursuing the same direction:" and of the possible speed they might attain
of 40 or 50 miles an hour, but that probably "it would in practice be
found convenient not to exceed 20 or 30 miles an hour;" it seems, I re



vi                          PREFACEpeat, almost impossible to realize the fact that, at that day no locomotive existed except in the creative and ingenious mind of the writer; and
that no railroad, such as he needed for his unrevealed plan, had ever
been laid down.
If he had seen then, what he lived to see afterwards, and fiom the
handiwork and genius mainly of his son Robert on the Camden and
Amboy Railroad, the spectacle, ever impressive, however frequently
witnessed, of long trains of cars sweeping on with the rapidity of the
pigeon's flight, he could not have described with more absolute accuracy
all the details of such a train, such a road, and such a locomotive, than
is done in the prophetic pamphlet of 1812.
He was treated as a 6 "visionary projector."  Time has vindicated
his claim to the character of a far-seeing, accurate, and skilful practical
Experimentalist and Inventor; and who can estimate, if at that day,
acting upon the well considered suggestion of President Madison, " of the
signal advantages to be derived to the United States from a general system of internal communication and conveyance," Congress had entertained Col. Stevens' proposals, and after verifying, by actual experiment
upon a small scale, the accuracy of his plan, had organized such a "general system of internal communication and conveyance;" who can begin
to estimate the inappreciable benefits that would have resulted therefrom to the comfort, the wealth, the power, and above all to the absolutely impregnable union of our great Republic and all its component
parts 
All this, too, Col. Stevens embraced in his views; for he was a
Statesman as well as an Experimental Philosopher; and whosoever
shall attentively read this pamphlet will perceive that the political, financial, commercial and military aspects of this great question were all present to Col. Stevens' mind; and he felt that he was fulfilling a patriotic duty when he placed at the disposal of his native country, these
fruits of his genius.
The offering was not accepted.  The THINKER was ahead of his
age; but it is grateful to know that he lived to see his projects carried out, though not by the government-and that, before he finally
in 1838, closed his eyes in death, at the great age of 89, he could
justly feel assured that the name of Stevens, in his own person and that
of his sons, was imperishably enrolled among those which a grateful
country will cherish.
I will detain the reader no longer from the pamphlet.
Col. Coll., New-York, May, 1852.               CHAs. KING.




INTRODUCTION.
The following documents on a subject calculated, I should
suppose, to attract public attention, are committed to the
press from an estimation of their importance, and from a conviction of the practicability of the proposed improvement.
On a subject of such deep interest to the community at large,
I presume no apology will be necessary for the liberty I now
take of laying before the public private communications.
Had the subject matter of this publication been exhibited
to public view in the shape of an entire and connected essay,
written expressly for the purpose, numerous repetitions and
inaccuracies, both in style and matter, would not have occurred. But, I am inclined to believe, that the desultory
manner in which it is now handled, and the unavoidable repetitions necessarily resulting therefrom, will render it more
generally impressive.
Although my proposal has failed to gain the approbation
of the Commissioners for the improvement of inland navigation in the State of New-York, yet I feel by no means discouraged respecting the final success of the project.  The
very objections their committee have brought forward serve
only to increase, if possible, my confidence in the superiority
of the proposed railways to canals.
So many and so important are the advantages which these
States would derive from the general adoption of the pro



vriii                 INTRODUCTION.
posed railways, that they ought, in my humble opinion, to
become an object of primary attention to the national government.  The insignificant sum of two or three thousand dollai's would be adequate to give the project a fair trial. On
the success of this experiment a plan should be digested, " a
general system of internal communication and conveyance"
adopted, and the necessary surveys made for the extension of
these ways in all directions, so as to embrace and unite, every
section of this extensive empire. It might then, indeed, be
truly said, that these States would constitute one family, intimately connected, and held together in indissoluble bonds of
union.
Should the national government be induced to make an
appropriation to the amount above stated, an experiment
could soon be made, either in the vicinity of this city, or at
Washington, as may be deemed most expedient.
But the attention of the general government is urged
more imperatively to this object, from the consideration of its
great national importance in a fiscal point of view. If any
reliance can be placed on the calculations I have made, the
revenue which this mode of transportation, when brought
into general use, would be capable of producing, would far
exceed the aggregate amount of duties on foreign importa.
tions. However extravagant this position may at first sight
appear, I contend it is capable of the strictest demonstration.
It is an indisputable fact, that the aggregate amount of internal commerce is vastly greater than that of external conmmerce.
But one half of the latter, viz., exports, are by the constitution exempted from the payment of duties; the other half,
foreign imports only, are subject to the payment of duties.
The far greater part of domestic commerce consists of
bulky articles, rmany of which now pay fifty per cent. on




INTRODUCTION.                    ix
transportation to market. By the introduction of the proposed
railways, nine-tenths at least of this enormous tax would in
many instances be saved, and the expense of transportation
reduced from fifty to five per cent. A toll of five per cent.
would raise it, to ten per cent. But still the farmer, remotely
situated, would save four-fifths of his present expense in the
transportation of his produce to market. An average toll,
th6n, of five per cent. would constitute a very moderate impost. But the product of such impost would, at no distant
period, be immense.  That it would far exceed any amount
which could possibly be derived from duties on foreign imports, cannot admit of a doubt.
At a period like the present, when the ordinary sources of
revenue no longer continue to pour into the treasury of the
United States their tributary streams, and when, too, we are
called upon to make "arrangements and exertions for the
general security," at such a period, the merits of a system
promising, not merely to facilitate most astonishingly "internal communication and conveyance," but to furnish new and
abundant sources of revenue, ought surely to command the
attention of the general government, and cannot fail to "be
seen in the strongest lights."
The extension and completion of the main arteries of such
a system of communication would by no means be a work of
time. It would be exempted totally from the difficulties,
embarrassments, casualties, interruptions, and delays incident
to the formation of canals. Requiring no supply of waterno precision and accuracy in leveling, the work could be commenced and carried on in various detached parts; its progress
would be rapid, and its completion could be ascertained with
certainty.  Innumerable ramifications would, from time to
time) be extended in every direction. Thus would the sources
of private and public wealth, going hand in hand, increase




x                      INTRODUCTION.
with a rapidity beyond all parallel. For every shilling contributed towards the revenue, a dollar at least would be put
into the hands of individuals.
But there remains another important point of view, in
which this improvement demands the attention of the general
government. The celerity of communication it would afford
with the distant sections of our wide extended empire, is a
consideration of the utmost moment. To the rapidity of the
motion of a steam carriage on these railways no definite limit
can be set. The flying Proas, as they are called by voyagers,
belonging to the natives of the islands in the Pacific ocean,
are said at times to sail more than twenty miles an hour.
Since the resistance of the water to the progress of a vessel
increases as the square of her velocity, it is obvious that the
power required to propel her must also be increased in the
same ratio.  Not so with a steam-carriage. As it moves in a
fluid 800 times more rare than water, the resistance will be
proportionably diminished. Indeed, the principal resistance
to its motion arises from  friction, which does not even increase in a direct ratio with the velocity of the carriage. If,
then, a Proa can be driven by the wind (the propulsive power
of which is constantly diminishing, as the velocity of the Proa
increases) through so dense a fluid as water, at the, rate of
twenty miles an hour, I can see nothing to hinder a steam
carriage from  moving on these ways with a velocity of one
hundred miles an hour.*
I will now just observe, that should it be considered an
object of sufficient importance, sails might be used whenever
the wind was favorable. Van Bram gives a curious account
* This astonishing velocity is considered here as merely possible. It is probable that it may not in practice be convenient to exceed twenty or thirty miles
per hour. Actual experiments, however, can alone determine this matter, and I
should not be surprised at seeing steam-carriages propelled at the rate of forty or
fifty miles an hour.




INTRODUOTION.                   xi
of the peasantry in the country round Pekin, availing themselves of sails, when the wind favors them, for propelling the
wheelbarrows in which their products are carried to markets.
In a military point of view, the advantages resulting from
the establishment of these railways and steam-carriages would
be incalculable. It would at once render our frontiers on
every side invulnerable. Armies could be conveyed in twenty-four hours a greater distance than it would now take them
weeks, or perhaps months, to march.
Thus, then, this improvement would afford us prompt and
effectual means, not only of guarding against the attacks of
foreign enemies, but of expeditiously quelling internal commotions, and thus securing and preserving for ever domestic
tranquility.
Whatever constitutional doubts may be entertained respecting the power of Congress to cut and form canals, there
can be none about the power to lay out and make roads.
I shall now close this topic with an extract of a message
from President Madison to the Senate and House of Representatives of the United States:
"' The utility of canal navigation is universally admitted;
and it is not less certain, that scarcely any country offers
more extensive opportunities for that branch of improvements
than the United States; and none, perhaps, inducements
equally persuasive, to make the most of them. The particular undertaking contemplated by the State of New-York,
which marks an honorable spirit of enterprise, and comprises
objects of national, as well as more limited importance, will
recal the attention of Congress to the signal advantages to
be derived to the United States from a general system of internal communication and conveyance; and suggest to their
consideration whatever steps may be proper on their part -towards its introduction and accomplishment. As some of




xii                  INTRODUCTION.
those advantages have an intimate connection with arrangements and exertions for the general security, it is at a period
calling for these, that the merits of such a system will be
seen in the strongest lights.         "JAMES MADISON.
Washington, Dec. 2d, 1811."
From local circumstances, these rail-ways are calculated to
become pre-eminently beneficial to the Southern States. The
great predominance of sand, and the deficiency of gravel or
stone, precludes the practicability of making good turnpike
roads; but the level surface, and great abundance of pine
timber throughout this district of country, would not only
render the construction of these rail-ways very cheap, but peculiarly advantageous.  By preserving nearly a horizontal
level, the power requisite for the transportation of heavy bodies
would be reduced astonishingly. The cheapness of fuel would
reduce too, the expense of supporting this power to almost
nothing.' Articles would be transported one hundred miles
on these ways at less expense than they could now be carried
one mile on a deep sandy road. This projected improvement
is surely then an object worthy of the most serious attention
of the inhabitants of the Southern States.  It would at once
more than double the value of their products. It appears to
me calculated to hold out the most flattering prospects of gain
to such enterprising individuals or companies as might be induced to embark a capital in this object.
But, I consider it in every point of view so exclusively an
object of national concern, that I shall give no encouragement
to private speculations, until it is ascertained that Congress
will not be disposed to pay any attention to it.
Should it however be destined to remain unnoticed by the
General Government, I must confess I should feel much regret,
not so much from personal, as from public considerations. I




INTRODUCTION,                   xii
am anxious and ambitious that my native country should
have the honor of being the first to introduce an improveinent of such immense importance to society at large, and
should feel the utmost reluctance at being compelled to resort
to foreigners in the first instance. As no doubt exists in my
mind, but that the value of the improvement would be duly
appreciated and carried into immediate effect by trans-Atlantic governments, I have been the more urgent in pressing the
subject on the attention of Congress. Whatever then may
be its fate, should this, appeal be considered obtrusive and
unimportant, or from whatever other cause or motive should
it be suffered to remain unheeded, I still have the consolation
of having performed what I conceive to be a public duty.
JOHN STEVENS,
Nhiq-YonRK, May 15, 1812i








DOCUMENTS, &C.
NO. 1.
Copy of a Letter addressed to DeWitt Clinton, Esq.
NEW-YORK, February 24, 1812.
The Hon. DEWITT CLINTON, Esq.:
Sir-   enclose a memoir addressed to the Commissioners
for exploring an inland navigation, &c.
The more I reflect on the plan I have proposed, the more
thorough is my conviction, not merely of its practicability,
but that it must eventually supercede every other mode of
conveyance, where the nature of the country will admit of its
introduction.  Under such impressions, I consider myself impelled by duty to urge its adoption by the Commissioners.
An dxperiment sufficiently extensive, to ascertain unquestionably its real merits or demerits, could be tried at the expense
of two or three thousand dollars.
With sentiments of respect, I am, Sir, your ob't serv't,
JOHN STEVENS.
NO. 2.
Copy of Mr. De Witt Clinton's answer to the above.
ALBANY, 3March 2, 1812.
Dear Sir, —I received your interesting communication addressed to the Commissioners of inland navigation, &c. and
shall lay it before the Board at their first meeting.
With my best compliments, I am yours respectfully,
JOHN STEVENS, ESQ.                       DE WITT CLINTON.
No. 3.
Copy of a Memoir addressed to the Commissioners.
To the Hon., the Commissioners for exploring the route of an
Inland Navigation, &c.




i 6                  DOCUMENTS.
The report of the Commissioners appointed by the Legislature of this State, to explore the route of an inland navigation
from. Hudson River to Lake Ontario and Lake Erie, contains
a luminous exposition of the vast importance of facilitating
the intercourse between the western country and the tidewaters of Hudson's iRivern
The plan suggested of bringing the waters of Lake Erie in
a Canal, on an inclined plane of three hundred nmiles in length,
to communicate with Hudson's River, is unparalleled for the
boldness of its conception, and the grandeur of its object.
But the magnitude of such an undertaking must necessarily
protract the completion of it to a very distant day, and will
have a powerful tendency to make many hesitate respecting
the expediency of incurring so heavy an expenditure upon an
object presenting so distant a prospect of remuneration.
Still, however, I must concur most heartily with the Commissioners, when they observe, " that no supposable expense
can bear an undue proportion to the value of the work. Thus,
were it (by giving a loose to fancy) extended to fifty millions
of dollars, even that enormous sum does not exceed half the
value of what, in all human probability, and at no distant
period, will annually be carried along the Canal.  The more
proper question perhaps is, in what time it can be effected?"
But, independently of the great consumption of time and
money incident to so vast an undertaking, there are other
circumstances which require serious consideration.
The contemplated route of this Canal lies nearly in an east
course from Lake Erie to Albany, and in a high northern latitude, where every thing remains locked up by frost for almost
five months during the winter season. Whereas, the southern border of Lake Erie is in a latitude one and a half degree
lower, from whence easy communications may be formed
with the head waters of the Ohio and the Susquehannah,
and but little interrupted by ice.




DOCUMENTS.                      17
These routes, it must be confessed, are very circuitous, and
the navigation of the natural rivers in their present state, very
troublesome and tedious. From the nearest point on Lake
Erie, to tide-water on the Delaware, at Philadelphia-on the
Chesapeake, at Havre de Grace, or Baltimore, in a straight
line-is but a few miles farther than to Albany. But to form
a practicable navigation to either of those places by means of
Canals, would make a difference of at least an hundred miles
in favor of Albany. But as it respects the nature of the
ground through which these Canals must pass, there is no
comparison; so great and so numerous are the elevations, that
the route to Albany is comparatively level. When, in addition to these advantageous circumstances, we take into consideration the decided superiority of the City of New-York,
in a commercial point of view, it will not be practicable to
divert into another channel the current of trade, when once
fairly established from the interior to this city.  When, therefore, the immense magnitude of this internal commerce is
duly appreciated, every individual inhabitant of this State,
but more especially of this city, ought to feel himself interested in the accomplishment of so grand an object.
From the above view of the subject, it appears that there are
two considerations of primary importance to be attended to:first, that this communication with the western country be
completed with all possible dispatch; and next, that if practicable, such a mode of effecting the purpose be adopted, as that
the travel shall at no time be interrupted.
Without further preface, I will now proceed to propose a
plan, which, I flatter myself, embraces both these important
objects. Let a railway of timber be formed, by the nearest
practicable route, between Lake Erie and Albany. The angle
of elevation in no part to exceed one degree, or such an elevation, whatever it may be, as will admit of wheel-carriages to
2




J8                           DOCUMENTS.
remain  stationary when no power is exerted  to impel them
forward. This railway, throughout -its course, to be supported on pillars raised from  three to five or six feet fromrn the surface of the ground. The carriage wheels of cast iron, the
rims flat, with projecting flanges, to fit on the surface of the
railways.   The moving power to be  a steam  engine, nearly
similar in construction to that on board the  Juliana, a ferryboat plying between this city and Hoboken.*
It would be altogether unnecessary to go into a detailed
description  of the mode of adapting and  applying the machinery of a steam-engine to the purpose of propelling carriages placed on railways. It is sufficient to say, that I feel
the fullest confidence in being able to convince an experienced
and skilful engineer of the entire practicability of the' plan.
I shall now attempt to explain the many and important
advantages resulting from  carrying this plan into effect:
In the first place, as to expense. On the most exaggerated
scale of calculation, the expense of such a railway would not
exceed that of an ordinary turnpike road, with a good coat of
gravel on it.
Second, The far greater part of the work -can be performed
by common laborers, and as no accuracy of leveling would be
- The steam ferry-boat Juliana here referred to was built by Col. Stevens, in
1811. She was an undecked, open boat —sixty-two feet in length, and only twelve
feet in breadth, drawino from two and one-half to three feet waterl  The engine in
her was of the model patented by Col. Stevens-having a cylinder of fourteen
inches diameter, and two and a half feet stroke, with copper boilers, cylindrical, with
flues. The steam was used expansively-cut off in the main valves-as is now.done in the most approved engines. The Juliana attained a speed of seven miles
an hour. IMr. Fulton having an interest in the Jersey City ferry, objected to the
right of Col. Stevens to run the Juliana as a ferry boat between Hoboken and
New-York City, as infringing his monopoly from the State of New York, and the
Juliazna was driven off.
She afterwards plied on the Connecticut river between Middletown and Hartford-being the first boat to navigate the Sound, although undeckedi as Col. Stevens'
boat Phenix was the first in 1808, to navigate the ocean, between Sandy Hook,and the Delaware.




DOCUMENTS.                     19
required, it may be commenced and carried on in as many
different places as may be found expedient. It might, therefore, be accomplished with ease in one or two seasons.
Third, From its elevation above the surface of the ground,
the timber of which the railway is framed will be little subject to decay; and from this elevation, too, the travel on it
cau never be interrupted, as it will be raised above the ordinary level of the deepest snows.
Fourth, These railways, from the nature of their construction, will be free from the numerous casualties to which
canals are liable.
Fifth, The expense of transportation would be much less
than on a canal of the best construction.
To prove this, a summary calculation will be necessary.
The Commissioners inform us (under the authority of Mr.
Latrobe), that "by the aid of a railway, one horse would
transport eight tons, supposing the angle of ascent not to exceed one degree."
In Nicholson's Journal is an account of one horse transporting for several miles on a railway the enormous weight of
fifty tons.
A small steam-engine, then, of ten inches diameter, worked
with steam, the elastic power of which was fifty pounds to
the circular inch, would possess a power equal to five thousand pounds on the whole area of the piston, moving with a
velocity of three feet in a second. This exceeds the power of
twenty horses; but one horse, as above stated, can transport
on a railway eight tons, and twenty horses would, at the
same rate, transport one hundred and sixty tons.
But after making every possible reduction for exaggeration, we may fairly state, in round numbers, that a steam
engine, with a cylinder of ten inches diameter, worked on
the above principles, would be capable of transporting on a




20                    DOCUMENTS.
railway one hundred tons at the rate of four miles per hour.
It must be recollected, that Mr. Latrobe's estimate, above
stated, is founded on an ascent of one degree. Now, this
would give an elevation of ninety-two feet and upwards for
every mile. The whole difference of elevation estimated by
the Commissioners, between the tide-water at Albany, and
the surface of Lake Erie, is five hundred and twenty-five
feet.
To gain this ascent, therefore, would require somewhat less
than six miles. This bears so small a proportion to the whole
distance, that it would be but in a trifling degree erroneous
to consider the whole distance as one level. This would much
more than compensate for an increase of the rate of velocity
in the steam-carriage, from two and a half miles to four miles
an hour, especially when we advert to the well authenticated
experiment above stated, viz., that a horse is capable of transporting more than fifty tons on a level railway, whereas the
above is founded on an estimate of only five tons to each
horse.
We will now proceed to estimate the expense per ton of
this mode of transportation.
The steam-engine of the above mentioned size would require about a cord of wood to keep it constantly going for the
whole twenty-four hours; but to silence all cavil, we will
state the consumption of wood at three cords a day. Wood,
at an average throughout the whole distance, may be procured for one dollar a cord, but we will estimate it at two
dollars a cord.
To attend the fire, and perform. any other services that
may be required, we will allow four men, at one dollar each
per day, is four dollars; which, added to the cost of three
cords of wood, would make ten dollars a day. The whole
distance, then, of two hundred and eighty miles, from Lake




DOCUMENTS.                     21
Erie to Albany, would be traveled in three days. Say the
back load would average only one-third of a full freight, there
would then remain five days at ten Collars a day, amounting
to fifty dollars, for the expense of transporting one hundred
tons of produce a distance of two hundred and eighty miles,
which is at the rate of fifty cents per ton. But the Commissioners have estimated the expense of transportation through
the contemplated canal, from Lake Erie to Hudson's River,
at three dollars per ton.
In the above calculation, interest on the capital expended,
wear and tear, and repair of machinery, carriages, railways,
&c., and no doubt many other incidental charges, are not. included. But were we even to double the rate of transportation, raising it from fifty cents to one dollar per ton, still it
would amount to only one-third of what the Commissioners
have stated as above. But if the construction of railways
would require only about one-fourth of the capital estimated
for a canal, and the transportation thereon could be afforded
at one dollar per ton, instead of three dollars, it is easy to see
what an immense revenue the State might derive from toll,
and still permit transportation to be performed for much less
than it could be done by a canal.
But here I expect to be encountered at the very threshold
-to be stigmatized as a visionary projector. Have not, it
will be said, steam-engines and railways been long in use in
England? And should it be practicable to apply them to such
immense advantage in the improvement of transportation,
would it not have been done in that country long ago? -To
this argumentum ad hominem, thanks to the enterprise and
active genius of our citizens, we are now furnished with ready
and conclusive answers. Mr. Latrobe, in a memoir published
in the third volume of the Transactions of the American Phi.
losophical Society, animadverting on the projects " for pro



22                   @DOCUMENTS.
polling boats by steam-engines," uses these remarkable expressions: "A sort of mania began to prevail, which indeed
has not yet entirely subsided." It is surely unnecessary to
say, that in despite of the formidable objections (no less than
six) he has urged, " from which," as he tells us, "no partioular mode of application can be free," in despite of these
anathemas, the project, as we all with pleasure can testify,
has completely succeeded. Another gentleman, in the American Medical and Philosophical Register for April 1811, has
given a demonstration to prove, that a small obstacle would
be sufficient to stop a carriage impelled by a steam-engine.
That on roads perfectly hard and smooth it could not ascend
an inclined plane of seven or eight degrees; and concludes by
saying, that " in whatever point of view we place this subject, we shall be more and more convinced of its futility."
He, however, in another place expresses himself as follows:
" If roads were perfectly hard, smooth and level, such an engine would probably have the advantage over common carriages, because a small power continually exerted would give
a degree of velocity that could not be supported by horses."
This admission is amply sufficient to defend the plan now
proposed against the force of his demonstration, and renders it
unnecessary to go into any investigation to point out its defects. If, then, notwithstanding the host of objections " from
which no particular plan can be free," the steam-engine has
been successfully applied to propelling boats, we surely need
not despair of applying it with success also to propelling carriages. But surely the mere novelty and magnitude of the
proposed improvement ought not to startle us. We are too,apt to look up with reverential awe to what has usually been
called the mother country, for every improvement in the arts,
without considering how recent has been the introduction and
establishment of these arts in that very country.




DOCUMENTS.                      23
It is about a century ago that the first crude attempts to
apply the power of steam to useful purposes were made; and
it is, as it were, but yesterday that the Duke of Bridgewater
first introduced canals, which have since been so astonishingly
multiplied in that country. And as to railways, they are of
a much more recent date, and are at present very limited in
their use and application. A project, therefore, promising
such vast improvement in the transportation of commodities
to and from the interior of our country, if not stamped with
absurdity on the very face of it, surely merits the most serious
consideration; and on this occasion I have every reason to
felicitate myself on my good fortune.
When I reflect on the high standing in society, and enlightened patriotism of the gentlemen who are, in the first
instance, to pass judgment on the plan I have proposed, I feel
perfectly satisfied that its real merits, whatever they may be,
will be duly appreciated.
It may be objected, that although the elevation of the
railways may secure them, in a great measure, from decay,
yet the constant transit of the wheels over them will very
soon wear them out, in like manner as we see happens to the
plank on bridges. But the cases are by no means similar.
As the plank on bridges are laid crossways, the warping of
the plank, and the enlargement of the cracks or seams between each, causes inequalities in the surface; this produces
more or less jolting in the motion of the wheels of carriages
passing over. But what tends still more to wear away the
plank, are the heads of the nails in the tire of the wheels, and
also the nails and calks in the horse-shoes; whereas the surfaces of both the railways, and the rims of the carriage-wheels,
are made, in the first instance, perfectly smooth, and free
from all inequalities of surface; and as the rims of the wheels
will always continue so, the railways can never be affected




24                    DOCUMENTS.
by anything except mere pressure.  I should presume, therefore, that they will be but little subject to wear. But wherever this wear takes place, they can be renewed again at a
trifling expense.  But should, contrary to expectation, experience prove these railways to be so subject to wear, as that
the frequency of their renewal becomes inconvenient and expensive, recourse could be had at any time to cast or plated
iron railways, which, without any further trouble and expense, could be fastened on the top of the wooden railways.
I would beg leave to suggest, that an experiment, by
which the real value of the plan now proposed might be completely and satisfactorily ascertained, could be made for a few
thousand dollars.
As the power of the engine is expended principally in
overcoming friction, which is increased in but a small degree
by an increase of velocity, and may be removed almost entirely by using friction wheels, a carriage may be made, by a
small increase of power, to acquire a velocity far greater than
could be given by the fleetest horses; and as, too, the railways must be incomparably better than the best turnpike
road could possibly be made, I am by no means prepared to
say what limits may be set to the rapidity with which a car.
riage may be driven on these ways.
JOHN STEVENS.
New- York, Feb. 24, 1812.
No. 4.
Extract of a Letter from Robert R. Livingston, Esq.
ALBANY, March I1 th 1812.
Dear Sir —I did not till yesterday receive yours of the 25th
of February; where it has loitered on the road I am at a loss
to say. I had before read your very ingenious propositions as




DOCUMENTS.                     25
to the railway communication. I fear, however, on mature
reflection, that they will be liable to serious objections, and
ultimately more expensive than a canal.  They must be
double, so as to prevent the danger of two such heavy bodies
meeting. The walls on which they are placed must at least
be four feet below the surface, and three above, and must be
clamped with iron, and even then would hardly sustain so
heavy a weight as you propose moving at the rate of four
miles an hour on wheels. As to wood, it would not last a
week: they must be covered with iron, and that, too, very
thick and strong. The means of stopping these heavy carriages without a great shockl, and of preventing them  from
running upon each other (for there would be many on the
road at once), would be very difficult. In case of accidental
stops, or the necessary stops to talke wood and water, &c.
many accidents would happen.  The carriage of condensing
water would be very troublesome. Upon the whole, I fear
the expense would be much greater than that of canals, without being so convenient.
No. 5.
Answer to Robert R. Livingston's Objections.
NEW-YORK, sIarch 16, 1812.
Dear Sir-Yours of the 11th inst. I have just now received,
and as you probably will not remain in Albany until this letter reaches that place, I have directed it to Mr. G. Morris,
that the Commissioners may be duly apprized of the answers
I shall give to your objections against the proposed railways.
"I fear," you say,'" the expense would be much greater
than that of canals."  I have in my memoir stated the expense of the railways at one-fourth of that of a canal; and, for
the reasons I shall now assign, I am now convinced the differ



26                    DOCUMENTS.
ence of expense between them will be much greater, if wood
only is used.
The Commissioners have estimated the expense of excavating a canal fifteen yards wide, and three feet deep, " at
$1,500,000, drawn through a favorable soil lying conveniently, without the opposition of rocks or other impediments.
Many of these, however, must be expected, and perhaps
double that sum."
Thus, then, the cost of the canal merely is estimated by
the Commissioners at $3,000,000.  " If the locks be -put at
$1,500,000, it is the lowest rate that can prudently be supposed. It would, indeed, be safer to set them at two millions."
Not one shilling of this aggregate sum of five millions
would be required in tiheerection of railways.  "There will
still remain for aqueducts, embankments and mounds a considerable expenditure," and " it is believed that one million
of dollars would provide for everything of this sort." Nearly
one-half of this sum would be required in constructing a
mound over the Cayuga Lake, one hundred and thirty feet
high, sixty feet wide at top, with a base of one hundred and
ninety feet at bottom, whereas the railways would not require
a mound at this place of one-tenth part' of this magnitude,
and so in proportion throughout the whole distance. We will,
however, estimate the necessary embankments, mounds, &o.
(aqueducts none would be wanted) at half a million of dollars.
There now remains, then, the cost of the railways to be calculated.  I shall, in the first instance, suppose the whole to
be constructed of wood. Calculating timber at New-York
price of twelve and a half cents per cubic foot, four rails,
then, of six inches wide, by twelve inches deep, would make
two cubic feet, or twenty-five cents a foot running measure,
equal to $1320 per mile. The posts or pillars, say eight feet




DOCUMENTS.                    27
long, at twenty-five cents a piece, twelve feet apart, four rows
would be one dollar for every twelve feet, or $440 per mile.
Digging holes, setting posts, braces, a.nd carpenter work, $740.
Total $2500 per mile, or $750,000 for the whole distance of
three hundred miles. This sum of $750,000 added to
$500,000, estimated for embankments, mounds, &c. makes
an aggregate sum of $1,250,000 for the whole expense of the
railways. And should they even require to be totally renewed
once in every ten years, still a capital of $1,500,000, or double
the sum of $750,000, would be more than adequate to the
purpose.
For the reasons already assigned in the memoir, these
wooden ways must be much more durable than the plank on
a bridge; and I must confess I do not perceive on what
grounds you found your assertion, when you say that they
would not last a week.
But were we to admit the absolute necessity, in the first
instance, of shoeing these railways with iron, the whole expense of them would fall far short of the cost of a canal. For
this purpose I should prefer plate iron of about an eighth of
an inch thick. Such plates, I presume, might be procured
for twelve and a half cents per pound, at which rate the
shoeing four rails would cost somewhat less than $4000 per
mile, or $1,200,000 for the whole distance. Should, however,
cast iron be preferred, plates of an inch thick would cost for
the whole distance about $3,000,000.
These plates, provided they remained unaffected by frost,
would last an age, and, by'protecting the wooden ways from
the effects of the weather, will render them also very durable.
One manifest advantage would, however, attend the adoption of these railways: we would be able to count the cost of
the undertaking with sufficient accuracy before the business
was commenced, whereas the cost of a canal is, in a great




28                    DOCUMENTS.
measure,* conjectural, and may, at all events, be estimated at
more than double the sum calculated upon by the Commissioners.
But, after all, I must beg leave to refer once more to the
very judicious observations of the Commissioners on the subject of expense. " No supposable expense can bear an undue
proportion to the value of the work. Thus, were it (by giving a loose to fancy) extended to fifty millions of dollars, even
that enormous sum does not exceed half the value of what, in
all human probability, and at no distant period, will annually
be carried along the canal. The more proper question, perhaps, is, in what time can it be effected?"
Were I not thoroughly convinced of the many superior
advantages of the proposed railways over canals, the mere
saving of expense would not alone induce me to press their
adoption. But were railways to cost fifty millions of dollars,
whilst a canal could be completed for five, yet, if there is any
truth in my calculations, still the railways would ultimately
prove the cheapest. Two-thirds of the expense of transportation would be saved, by substituting railways in the place of
a canal. The period is not far distant, then, when the annual amount of this saving would be equal to legal interest
on a capital of fifty millions, even should the calculation be
founded on the supposition, that the increase of population in
the western country should in future be in no greater ratio
than what it has been for the last ten years. But the increase of population will most assuredly be in a much greater
ratio, more especially should these railways be speedily completed.
When you say that a thick stone wall, " clamped with
ron, could hardly sustain so heavy a weight, moving at the
rate of four miles an hour on wheels," you appear to have
formed an erroneous idea of the distribution of the weight.




DOCUMENTS.                     2
One hundred tons placed on four wheels would indeed be a
very " heavy weight," but it is not contemplated to put more
than one ton on four wheels, or certainly not more than two
tons, which would be only five hundred, or, at most, one
thousand pounds on each wheel. So moderate a weight could
surely have little or no tendency to crush down the ways,
and the quicker the passage of the wheels over, then the less
would be this tendency.
But I am surprised that you should consider canals as
being more convenient than the proposed railways. I must
own that I am not able to perceive that canals, in this respect,
have in any one particular a preference over them; but, on
the contrary, they have in many respects a preference over
canals.
In the first place, as there are no locks to pass through,
and separate ways for the up and down transit, there can
never be any interruptions or detentions. And every one, whed
ther he is induced to travel either by business or pleasure,
can calculate with certainty and precision when he will ar.
rive at the end of his journey; I may, indeed say, with almost absolute certainty; for it must be recollected, that the
simplicity and equable motion of the machinery, and the perfeet uniformity of the work to be performed, precludes almost
entirely the possibility of derangement. Wind and tide,
rough and smooth water, light or darkness, would have no
influence whatever over steam-carriages moving on these
ways.
It cannot be denied, then, that these circumstiances must
render the travel on these railways very convenient.  But it
is not the certainty alone, but the celerity and dispatch of
this mode of traveling, which gives it so decided a preference
to navigating on a canal, and, indeed, to every other mode of
conveyance.  The farmer who carries his produce to markets




30                     DOCUMENTS.
will, by means of this mode of conveyance, save three days
out of four. And by means of it, also, the traveler will in
one day perform more than a week's journey on a canal.
But " many accidents would happen by carriages running
against each other, in cases of accidental or necessary stops."
There are easy and obvious modes of effectually guarding
against all accidents of this sort. In the first place, deposits
of wood and water must be formed every ten or twelve miles;
and each suit of carriages must make no regular halt, except
at those places. As to accidental stops, these, for the reasons
assigned above, will very rarely or never happen.  The stopping places must, of course, be always on level ground. And
it must be an invariable and established rule, that all the
carriages which stop at one time and place be firmly connected to each other.
Whilst these regulations are strictly observed, no accidents
of this sort can ever happen. The conductor of each suit of
carriages is precisely acquainted with the position of every
stopping place, and governs himself accordingly. He takes
care to bring too in time, so as not to run against other carriages; and should it be necessary (although I am inclined
to think it will not), means might readily be taken to bring
too more expeditiously. For the accommodation of carriages
for carrying passengers, it will be very practicable and easy
to contrive, at each of these stopping places, a mode of turning out on the adjoining ways, so as to admit of their passing
the carriages for the transport of heavy articles.
"But the means of stopping these heavy carriages, without a great shock, would be very difficult."  It is very surprising that you should apprehend the least difficulty about a
thing so easy to effect. On stopping the engine, the friction
of the wheels, turning on their axis, will gradually retard the
motion of the whole suit of carriages (the friction operating




DOCUMENTS.                        31
uniformly at the axis of each wheel), till at length they will
all, almost imperceptibly, become stationary, without the possibility of producing anything like a shockc.
" The  carriage  of condensing water would  be very
troublesome."  I am  persuaded you would never have ad.
vanced this objection, had you-, adverted to the circumstance
of my stating expressly in the memoir, that the engine was
to be wrought by the elasticity of the steam merely.
I have now fully, and, as I conceive, satisfactorily answered every objection you have urged, and, of course, they
have only served to establish more firmly in my mind the
very favorable sentiments I entertain respecting the practical
utility of the proposed railways.-Yours,  &c.
JoHN STEVENS.
Addressed to Gouverneur Morris, Esq., Chairman to the Board of Comnmissioners for Inland Navigation.
NO. 6.
Thefollowing i.s acopy of a letter addressed to Gouverneur Morr'is, Esq., Chairmant
to the Commissioners for the improvement of Inland Navigation.
NEW-YORK, March 11, 1812.
Sir —I lately enclosed, in a letter directed to De Witt
Clinton, Esq., a memoir addressed to the Commissioners,
which no doubt, he has communicated to the Board. In this
memoir I have endeavored to prove, and I hope not unsatisfactorily, the great superiority of the proposed railways,
to canals.  The only question then is, whether steam  engines
can, without much difficulty be applied to the purpose of propelling carriages. To the expression of an opinion on this
matter, I certainly have some pretensions to competency.
After having then maturely considered the subject, I an
firmly convinced that steam  engines can be applied to propelling carriages on these rail-ways, with much more facility




DOCUMENTS.
than they are now made use of for propelling boats.  The
machinery of a steam engine requisite for propelling carriages
may be simplified greatly.  Cog-wheels, air-pumps, condensing apparatus, plug frame, and fly-wheels can all be dispensed
with.  Of course then, the liability of the machinery to de.
rangement will be proportionably diminished.  But to place
this matter beyond all possibility of doubt, let it be subjected
to the infallible test of actual experiment. As has already
been stated in my letter to Mr. Clinton,' an experiment sufficiently extensive to ascertain unquestionably the real merits
or demerits of this proposed plan could be tried at the expense
of two or three thousand dollars.'  It remains then for the
Commissioners to determine whether the advantages which
this plan promises, afford sufficient inducements to authorize
them to recommend an appropriation of a moderate sum, to
be applied to the making the necessary experiments.  I now
pledge myself that the expense of these experiments shall not
exceed $3,009.
I amt aware how unnecessary it would be to attempt to
point out to you the magnitude and importance of the consequences which must necessarily result from these railways
and steam carriages coming into general use.  The communications between the extremes of this extensive empire
would be rendered beyond all conception rapid, and, at all
seasons, and in all weathers, invariably certain. What influence these circumstances would have on the moral, political, and intellectual attainments of the citizens of these
States, cannot now be duly appreciated; but unquestionably
their permanent prosperity and happiness, as well as tempo.
rary ease and comfort, would be greatly promoted.
Should any objections occur, either to yourself, or any of
the rest of the members of your Board, against the plan I have
submitted to their consideration, you will confer a particular




DOCUMENTS.                     33
favor by stating them to me. Pardon the trouble which my
solicitude on this subject occasions. I must confess, that
having been somewhat instrumental in the introduction of
the art of propelling boats by means of steam, I feel ambitious of the honor of introducing the application of the same
agent to propelling carriages. And as steam-boats have been
first brought into practical use on the waters of the Hudson,
so I hope and trust that it will not be long before the abundant products of our interior will be conveyed to the banks of
this noble river by means of steam-carriages.
I am, Sir,
Yours, &c.,
JOHN STEVENS.
NO. 7.
The following is a copy of a Letter from Mr. G. Miorris.
ALBANY, March 16, 1812.
Sir-I am directed by the Board of Commissioners to
transmit the enclosed copy of a report made by the Committee to which your letter was referred. I avail myself of the
opportunity to present the assurances of that respect with
which I have the honor to be,
Sir, your obedient servant,
GOUVERNEUR MORRIS.
NO. 8.
Copy of the Report of the Committee.
The Committee to whom was referred the Communication
from John Stevens, Esq., recommending the construction
of a Wooden Railway,
REPORT,
That they have considered the said communication, with
3




34                   lDOCUMENTS.
the attention due to a gentleman whose scientific researches
and knowledge of mechanical powers entitle his opinions to
great respect, and are sorry not to concur in them.
Mr. Stevens proposes a railway on which a steam engine
is to propel, by a force equal to the competent number of
horses, one hundred tons at the rate of four miles an hour.
As horses move on the earth, when drawing a weight, it is
believed that an equal power must, to produce the same effect,
have sufficient hold on the earth; and it is doubted whether
an engine in a wagon can work it forward with as much advantage as horses on a road.
If the engine turn the wheels, and propel the weight by
their friction on the railways, it may be questioned whether
the effect will equal expectation.
The rims of the wheels (however acurate), will, it is apprehended, impede (by their friction) the progressive motion.
Such at least would be the case were the wagon drawn by
horses.
Friction must be increased, if the logs of the railway
should warp. And it may be doubted whether workmen could
be found of sufficient skill (even could they have a choice of
seasoned timber) to prevent the warping of logs by change of
weather from hot to cold and from wet to dry.
If the rims and railway should not fit exactly, there
might result such variance of direction, as would bring the
rims to cut the rails. But if the wheels fit exactly when the
logs are green or wet, they can do so no longer when those
logs become seasoned and dry. If, on the contrary, the railway should be constructed of dry or seasoned stuff, wheels
when well fitted to it would, when rain or damp air had
swollen the rails, be squeezed along with difficulty.
Supposing, nevertheless, that non-elastic, incompressible
railways were so constructed as not to warp, the slightest




DOCUMENTS.                     35
failure of foundation on either side would give a bias which
(to use a workman's phrase), throwing it out of truth, might
occasion its destruction by lateral pressure.
But the result just mentioned would be produced unless
foundations are laid below the power of frost, and of materials
sufficiently solid to bear the great incumbent pressure proposed in the shock of rapid motion.
And thus we are definitely led to ask whether a railway
can be constructed of sufficient strength. It is proposed that
one hundred tons be put in motion on it, at the rate of four
miles per hour, which is nearly two yards in a second. If
this motion were produced by force fixed to the earth it must
not only be equal to the weight multiplied into the velocity,
but as much greater as would be needful to overcome the
resistance of friction. No formula has yet been discovered by
which to calculate the proportion between power, friction and
effect, but experience has demonstrated, that friction is
always a deduction from power. When that operates (as is
supposed to be intended on the present occasion) by friction
at the circumference of wheels, overcoming that which is at
their axis (and propelling so great a weight) the deduction
must be greater than in common cases. Put it however, for
the present at nothing, and for the weight of wagon, steam
engine, and fuel allow nothing: still we shall have force 100,
and weight 100 (together 200,) working with a velocity of
four miles per hour by friction on a railway. It does not seem
probable that a way could be made of sufficient strength.
But, if it can. the Committee conceive that it must be
composed of materials much more solid and durable than
wood. Moreover, as it is self-evident that the same way will
not serve for carriages going and returning, the expense which
would (it is conceived) for a single way exceed that of a




36                     DOCUMENTS.
Canal must be doubled, and would therefore render the construction unadvisable, were it sanctioned by experience.
A true copy from the minutes.
JOHN L. MORTON,
Secretary to the Canal Commissioners.
NO. 9.
Answer to the Report of the Committee.
The objections urged against the proposed railways in the
above report of the Committee, appear to me so void of real
foundation, that I am constrained to repeat again the sentiment I have already expressed in my answer to the objections
brought forward by Mr. Livingston.
These objections " have only served to establish more firmly
in my mind the very favorable sentiments I entertain respecting the practical utility of the proposed railways."
The respect, however, due to the gentlemen who constituted this Committee, prompts me to give the following answer.
It is an established principle, resulting from the laws of
motion, that all bodies are indifferent to a state of motion or
rest. When, therefore, by any means, a determinate velocity
is given to a body,. that body-would continue to move ad infiniturm, with the velocity originally impressed upon it, were it
not resisted by some other force or power. Thus, were we to
suppose a sphere or cylinder, perfectly hard and smooth, to
be set in motion upon a horizontal plain, also perfectly smooth
and hard, it would revolve round the earth forever, were it not
impeded by the resistance of the atmosphere. Gravity, in this
case, would have no tendency either to retard or accelerate
its motion, as the action of gravity would always be exerted
in a direction perpendicular to the line of motion. But a
railway cannot, in practice, be constructed of materials perfectly hard and smooth; and, although friction rollers in the




DOCUMENTS.                     37
hubs of the wheels would take off from the axis a large share
of friction, yet still there would remain a considerable quantity to be overcome: what this would amount to in practice,
cannot theoretically be precisely ascertained. However, the
fact of one horse drawing on a railway upwards of fifty tons
for several miles, furnishes sufficient data to calculate upon.
We may certainly, with great safety, estimate a steam engine
of a two horse power adequate to the purpose of giving motion to one hundred tons weight, on a horizontal railway.
But it is proposed to give to this railway, where necessary,
an ascent of one degree. On these occasions, then, there will
be required a power equal to somewhat more than one sixtieth part of the whole weight of one hundred tons; we will
call it three thousand five hundred pounds. This added to
the two horse power, necessary to overcome friction, &c., on
a horizontal plain, would make a sum total of four thousand
pounds. But I have stated already the power of the steam
engine at five thousand pounds. But Air. Latrobe has estimated that " by-the aid of a railway, one horse would transport eight tons, supposing the angle of ascent not to exceed
one degree." One hundred tons, then, would require twelve
and a half horses, allowing two hundred and fifty pounds for
each horse: the power of twelve and a half horses would
equal only three thousand one hundred  and twenty-five
pounds, instead of four thousand, as above estimated.
But when it is considered that more than nineteen twentieths of the whole distance will be nearly on a horizontal
level, which would require no more than a two or three
horse power, instead of twenty, at, which the engine is estimated, we surely need not apprehend a deficiency of power.
But " as horses move on the earth when drawing a weight, it
is believed that an equal power must, to produce the same
effect, have sufficient hold on the earth: and it is doubted




38                   DOCUMENTS.
whether an engine in a wagon can work it forward with as
much advantage as horses on a road."
I must confess I cannot see the force of this objection; and
fearful that it might contain something which had escaped
my attention, I submitted it to a number of scientific gentlemen, who unanimously concur with me, that, provided the
wheels do not slip on the ways, the whole power of the engine is exerted to the best advantage in propelling the carriage forward. There will, no doubt, in proportion as the
shackle pin approaches to, or recedes from, the periphery of
the wheel, be a difference in the relative velocity of the carriage, and the piston; whereas, the horse and the carriage
always move forward with the same velocity.
" If the engine turn the wheels, and propel the weight by
their friction on the railway, it may be questioned whether
the effect will equal expectation."
No friction (except at the hubs) results from the revolu.
tions of the wheels on the railways. Resistance will, however, occur, in proportion to the frequency and magnitude of
the elevations and depressions of the railways, and their deviations from a horizontal plain.
" The rims of the wheels, however accurate, will, it is apprehended, impede by their friction the progressive motion.
Such at least would be the case, were the wagon drawn by
horses."
It has just now been stated, that no friction whatever takes
place at the rims of the wheels of a carriage on a railway.
This would invariably be the case whether the carriage were
propelled by horses or by a steam engine.
But the timber of these railways would be liable to warp:
I would propose to construct the ways of white pine, twelve
inches deep and six wide at bottom, reduced to four at top,
and of as great a length as can conveniently be had: say fifty




DOCUMENTS.                     39
or sixty feet. Now, if the supports are thirteen feet apart,
these pieces will rest on them in five or six different places,
where they can be confined immoveably. Under such circumstances it is not possible they should warp. As pine, although sufficiently strong to support the weight of the carriages, would be too soft for the rims of the wheels to run on,
cap-pieces of oak, two inches thick and four inches wide,
must be fastened on the top of the rails.
But these rails will be liable to shrink and swell with "-the
changes of the weather, from hot to cold, and from wet to
dry." From the observations I have made on this subject,
the greatest variations of dimension in a piece of timber of
four inches wide, does not, from the joint operations of these
causes, exceed the eighth of an inch; but were it even half an
inch, the effects apprehended by the Committee could never
occur.  The extremities of the rims of the wheels should be
about two inches deep, and curving outwards in such a manner as merely to squeeze the rail when on any variation of
direction, the projections of the rims should be made to come
in contact with each side of the rails. As, however, the
wheels to which the shackle pins are fixed, are wedged fast
to each end of an axis revolving with them, they are necessarily prevented from deviating from the line of draught.
And, as the carriages which are drawn behind are firmly attached to each other, they must all pursue one course.
For this reason, I still continue decidedly of opinion that
wooden railways will answer well in practice, and be but
little subject to wear. But should experience hereafter prove
the fallacy of the ideas I now entertain respecting wooden
railways, recourse could at any time be had to iron. Not
one shilling of unnecessary expense would be incurred.  The
iron, whether wrought or cast, could be fastened on the top of
the wooden rails, and the business would be done. All the




40                    DOCUMENTS.
objections which have been urged against wood, as an unfit
material, would thus be completely obviated.
But it would be essentially necessary that " foundations be
laid below the power of frost, and of materials sufficiently
solia."  And should it also be found necessary that the wheels
should be made to run on iron, the Committee give it as their
opinion that the expense would exceed more than double that
of a canal.
In support of this assertion they exhibit no proofs, they advance no calculations. The Commissioners themselves acknowledge that, with respect to a canal, it " would be unpardonably presumptious should they pretend to acuracy of
calculation."  The truth is, as I have elsewhere observed,
that any estimation of the cost of a canal, such as is contemplated, must, from the nature of the business, be in a great
measure conjectural. In their former report they have stated
it at five millions, and in their late report, they sum up the
whole expense at six millions of dollars.  Nine tenths, or,
perhaps ninety-nine one hundredths of this expense will be
incurred for labor bestowed principally in excavating ground
at present unexplored. Without taking into calculation, then,
the great want of economy and gross abuses which ever attend
all public works, there is every reason to believe that were the
estimate of the Commissioners doubled, it would fall far short
of the ultimate cost of the proposed canal. But as has been
already well observed in the report of the Commissioners, the
magnitude of the expense is not an object of the first moment.
Were a canal to cost ten times as much as the proposed railways, if decidedly preferable, the difference of expense should
by no means prevent it being carried into effect. And so, on
the contrary, should the railways be found most convenient
and eligible, the difference in expense ought not to be regarded.
I shall now proceed to a minute calculation of the cost of




DOCUMENTS.                     41
railways executed in the most solid and permanent manner.
Such, however, is the nature of the work, that the far greater
part of it is susceptible of being calculated with a great degree
of precision and accuracy.
It will be necessary to reduce the angle of elevation throughout
the whole course of the railways so as no part of it shall exceed
one degree. To effect this, the hills must be reduced by cuttings,
and the valleys raised by mounds. But the expense of these
operations will be, in no comparison, as great as would be required for a canal. As the course of a canal must be level,
or very nearly so, the depth of the cuttings and the elevation
of the mounds must be in proportion. The Commissioners
have estimated the expenditure for " aqueducts, embankments, and mounds," at one million of dollars. But as they
have estimated the cost of a mound over the Cayuga Lake at
nearly one half of this sum, there would remain then about
half a million to be' applied to these purposes. But for railways no aqueducts are required, and as a variation of one
degree from a horizontal line admits of elevations and depressions of upwards of ninety-two feet in a mile, it perhaps
might be practicable to carry the railway through from
Albany to Lake Erie, with scarcely any occasion for the removal of the earth. For the reduction, then, of elevations,
and the erection of necessary bridges, $250,000 appear more
than sufficient; but to silence all cavil, we will put it at half
a million.
I have met with no person yet, the least conversant with the
subject, who entertains the smallest doubt about the strength
of wooden supports. Wood, it must be conceded, falls far
short of stone or brick in respect of durability. But, as I
have already stated, it may still be the most economical material. Athough, then, I can see no valid objection against
the use of wood, I will, merely to satisfy the gentlemen of




42                    DOCUMENTS.
the Committee, substitute stone or brick in the following estimate.
It may be urged that extensive tracts in the course of the
railways are destitute of stone proper for the purpose, and that
clay for the making bricks cannot be found everywhere. It
will not, I presume, be contested, that in a distance of three
hundred miles through a country no section of which, except
from Albany to Schenectady, is sandy, a number of places
will be found affording good building stone, and good clay for
making bricks. By commencing the railways in the vicinity
of such places, stone and brick could be transported to wherever these, articles may be wanted, at a trifling expense. I
have stated the actual expense of transportation at fifty cents
per ton for three hundred miles. Supposing, then, that some
parts of the way may require a transportation of materials a
distance of twenty miles, this, at the above rate, would amount
to three and a third cents per ton. But, to avoid all dispute,
let the average amount of expense of transportation of materials be estimated at twelve and a'half cents per ton. We will,
in the first instance, suppose the pillars are composed of brick,
six feet high, and eighteen inches square. Each pillar will
contain about two hundred bricks. In every thirteen feet of
the railway three pillars will be required, or six hundred
bricks.
600 bricks, at $3 per 1000, is... $1 80
6-10ths of a days' work of a mason,.   75
Do.            of a laborer,.    60
Lime,..50
Digging, &c.,....       35
$4 00
for every thirteen feet of railway, or $20 a chain, -$1600
per mile. Should stone be used, we may add fifty per cent,




DOCUMENTS.                   43
or $2400 per mile. Estimating timber at twelve and a half
cents a foot, which is certainly more than double what it may
be got for, the timber for the ways and the carpenters' work
would come to about $1500 per mile. There cannot be a
doubt that wrought iron is, on various accounts, preferable to
cast iron for the wheels to run on, provided it is of sufficient
thickness. I would propose, then, to take, for this purpose,
bar iron of half an inch thick and four inches broad. This
may be had, at retail price, at six cents per pound; but certainly at much less by the larger quantity. It takes about
four cubic inches of wrought iron to make a pound; each
inch, then, of these bars will weigh half a pound, and four of
them will weigh two pound per inch, or twenty-four pound per
foot, at six cents per pound =144 cents per foot, or $7603
per mile.
Bar iron plates,..$7603
Brick pillars,.1600
Timber ways,.1500
$10,703
Or,..........  3,210,900
for the whole distance of three hundred
miles.
For reducing elevation, &c.,.           500,000
Total, $3,710,000
Should stone, however, be used, the expense will be enhanced
$800 per mile, or $240,000 for the whole distance; making
a sum total of $3,950,000.
Thus, then, executed in the most durable manner with
stone or brick pillars and iron ways, this great undertaking
could be completed for a sum certainly not exceeding four
millions of dollars.




44                     DOCUMENTS.
The only article of expenditure in the foregoing estimate
liable to uncertainty is the reduction of elevations of the
ground throughout the course of the railways, so as not to
exceed one degree.  But the Commissioners must have erred
very widely from the truth in that part of their estimate relative to the reducing hills, and raising vallies to a horizontal
plain, or nearly so, or the sum assigned to the foregoing object
must be more than sufficient.  The shortest distance between
Albany and Lake Erie is two hundred and eighty miles,
whereas the Commissioners, in their late report, have conceived it necessary, in order to preserve the requisite levels,
to extend the route of the canal, in a circuitous course, to
three hundred and fifty miles. With a rise and fall of ninetytwo feet in a mile, it will by no means be necessary for the
railways to make so extensive a circuit. It probably will be
practicable to conduct these ways by a route not exceeding
three.hundred miles.  This will not only be a saving in
the expense of construction, but-what will be much more
important-it will effect a great saving in the time and expense of transportation.
I have now answered, and, I expect, satisfactorily, every
objection made by the Committee.  These objections are
aimed principally against the use of wood.  As iron, stone,
or brick, are now substituted, they, of course, become inapplicable. And as the doubt the Commissioners expressed" whether an engine in a wagon can work it forward with
as much advantage as horses on a road " —has not the least
foundation, the only objection then remaining is, that the expense of railways would be more than double that of a canal.
But if the above estimate is not very erroneous, the railways
will not cost one-half as much as a canal.  But as the Commissioners in their late report have abandoned the idea of
taking the waters of Lake Erie in an inclined plane to the




DOCUMENTS.                     46
Hudson, a never-failing supply of water will be required at
the summit level or levels. It is a notorious fact that tracts
of country become more or less arid as they become cleared of
timber. Whether, then, a sufficient supply of water will at
all times be commanded when the country through which the
canal has to pass becomes fully populatedi is a very serious
and important question. Besides canals are liable to innumerable casualties.  Sudden torrents frequently produce incalculable mischief. It is often extremely difficult to prevent
and stop effectually leaks in a loose porous soil.  The frosts
in winter and droughts in summer will occasion cracks in the
clay. Yermin of various descriptions are perpetually perforating holes. Weeds are ever very troublesome and difficult to
eradicate.  Their roots are constantly penetrating into the
loose earth, and occasioning leaks.  The locks are perpetually
requiring repairs. Whereas, I know of no casualties to which
railways, constructed as now proposed, are liable. Whilst the
materials last they must ever remain unaffected by anything
short of an earthquake.  When it is considered, too, that the
travel on these ways remains always, winter and summer,
uninterrupted-that there are no locks or other circumstances
to occasion delay, that the expense of transportation would
not be more than one-third of that on a canal, and the original
expense of construction not more than one-half —when, I say,
all these things are taken into consideration, how can we
hesitate to give a preference to the railways?
But, notwithstanding the many inconveniences I have
enumerated, the great utility of canals is " sanctioned by experience;" whereas the practical utility of railways on the
proposed construction, remains yet to be ascertained by actual
experiment.
But when millions are to be expended, shall a few thou



46                    DOCUMENtS.
sand dollars be grudged to make the experiment on an object
promising so fairly?
But it wonld be useless to pursue the subject farther.
Should what has been already said be insufficient to open the
eyes of the Committee, I have only to lament that their
blindness on this occasion will certainly be followed by a future regret. A discovery, more especially a physical one,
when once made, and its developement fairly exhibited before
the public, can never, if of any importance, be lost or suppressed. Sooner or later then, the improvement now proposed will be brought into general use, and, if I mistake not,
long before the projected canal will be completed.
It will obviously occur that a number of passages contained in the report of the Committee are not particularly noticed. If, for instance, no particular notice is taken of the
following passages, viz.: "If this motion were produced by
force, fixed to the earth, it must not only be equal to the
weight multiplied into the velocitv"-again —" No formula
has yet been discovered by which to calculate the proportion
between power, friction, and effect"-" Still we shall have
force 100, and weight 100 (together 200), working with a
velocity of four miles per hour by friction on a railway," if
these and some other passages are not particularly noticed,
yet a due attention to what has been advanced in the above
reply to the Committee's objections, will satisfy every impartial reader that they have been all substantially answered.