Fredericton, May
21st, 1875
Sir,
The fact that no Ship Railway, of the description here advocated, is in
existence, should not operate as an argument against the feasibility of
one in such a favorable place as that proposed, in lieu of the Baie
Verte Canal.
The experience obtained in marine railways on a small scale, as before
stated, will exemplify the practicability of one of greater proportions.
If it be possible to convey a ship fifty yards by such limited means,
it is quite likely that with improved machinery and appliances, vessels
may be transported a much greater distance. It is not proposed to
lift ships out of the water by an endless chain and stationary engine,
for, since the introduction of the hydraulic lift, such antiquated
machinery is, for the most part, abandoned. Nor is it intended to
use the same application of power, for one or more locomotive engines
would be a vast improvement upon the stationary engine. No
incline is required, for once lifted out of the sea to the level of the
track, there is a straight and level path upon which the vessel may be
conveyed.
To render the transportation of ships successful for a distance of
eighteen miles, new and improved appliances of every sort may be
brought into requisition, so as to make it easy of
accomplishment. Nevertheless, so far as they go, these marine
slips seem to illustrate the ordinary and successful operation of
raising and lowering vessels on an incline plane; the construction of a
cradle or carriage capable of holding vessels; the system of blocking,
by which vessels may be securely sustained in position, without strain,
whilst the carriage is in motion, and several other details connected
with the operation.
The railway track itself must be capable of bearing with ease the
weights that are to be conveyed over it. It must be absolutely
free from danger of settlement or subsidence, or upheaval by the action
of the frost. The materials must be comparatively
indestructible. If necessary, the employment of wood may be
dispensed with.
Above all, it is necessary to find a location favorable enough to
ensure the fulfillment of these stipulations. On this point there
need be no apprehension.
A steel rail, six inches deep, and weighing one hundred pounds to the
yeard, should be adopted. Six of these rails laid on longitudinal
sleepers on pine with cross ties, would distribute the weight of the
ship and carriage, and form a permanent road-bed. The railway
would then comprise a triple track of 4 feet 8 inches gauge, making a
total of twenty-five feet.
In order to prevent subsidence, all deep embankments must be avoided;
and that small portion of the railway which would necessarily come on
marsh ground should be laid on a foundation of wooden or iron screw
piles. It may be here remarked that wooden piles will last
forever in the salt mud of the alluvial formation of Westmorland.
As an instance of its remarkable preservative qualities, it may be
mentioned that the piles used by the French during their occupation of
Fort Cumberland are now to be seen as sound and perfect as when first
driven. This mud also is impervious to frost, and consequently
there would be no danger of upheaval.
On the solid ground or upland, upon which at least nine-tenths of the
length of a ship railway can be located, the sleepers may rest on a
dwarf wall of dry rubble masonry, running longitudinally under each
rail, and the interstices filled with ballast or stone.
It is believed such a plan as this would secure complete drainage,
freedom from injury by frost, and absolute solidity to the railway
track. There is no necessity for bridges of any kind on the
entire route.
If any small embankments should be required they should be made up of
rock taken from the excavations. The masonry dwarf walls would
not be expensive, for the stone could all be obtained from the
cuttings, and would not have to be quarried on purpose.
Owing to the shallowness of the water in Baie Verte, the railway will
have to be carried out to deep water on a foundation of iron screw
piles, filled in, perhaps, with rip rap, so as to make a solid
embankment. Here wooden piles would not answer, owing to the
ravages of the sea-worm (tereda navalis), which would, in time, destroy
any wooden structure underwater along the Gulf shore.
The hydraulic lift at Baie Verte might be utilized as Graving Dock, for
the accommodation of all vessels in the Gulf of St. Lawrence, requiring
repairs or painting. There need be no interference with the
service of a ship railway on this account, and no alteration of the
terminus or further expense beyond that involved in the construction of
a few pontoons.
It is needless to remark that a graving dock in this place would be an
immense boon to ship-owners, and benefit and build up the surrounding
country. The shallow water would be a facility rather than a
detriment to such utilization of the hydraulic lift. The largest
vessels may be thus raised and floated on pontoons, drawing no more
than four feet of water, towed to the shore or grounded in any part of
the bay to undergo repairs of any kind.
Another suggestion is offered. Upon the completion of the ship
railway, one of the railway tracks may be used for the traffic of an
ordinary railway in connection with a single line from Baie Verte to
Cape Tormentine. This desirable advantage may be obtained without
interference with the transportation of ships to such a purpose in
connection with the traffic to Prince Edward Island.
I remain, Sir, your obedient servant,
H.G.C. Ketchum