The Reporter of December 1st, 1830, makes an interesting correction: "In speaking in our last of the iron rails, we should have described them as _half an inch_ thick instead of an inch and a half. The engineers have run the experimental line on a grade thirty feet to the mile instead of fifty feet as we supposed. A locomotive engine will act advantageously upon a grade of forty feet or more, but the country between Lexington and Louisville will admit of as low a grade as thirty feet without expensive excavations or embankments, there being no natural obstacle on the whole line except at Frankfort where an inclined plane and stationary power will be required to reach the Kentucky River." * * * * * In the issue of March 30th, 1831, the Reporter makes an interesting calculation, proving in dollars and cents the value of the prospective railroad. It says: "It appears by a statement of the performance on the Liverpool and Manchester Railway that an engine has transported 142 tons of freight 180 miles in one day, making six trips between the two towns, and that on the next day, the steam engine travelled 120 miles with similar loads. The transportation of 142 tons in 180 miles is equivalent to the conveyance of one ton 4620 miles. Now, if as it is stated, the cost of fuel, oil, attendance and all other charges requisite to the operations of a Locomotive Engine be only $5 a day, it follows that when once a Rail Road is completed and all its machinery prepared for operations 4620 tons may be transported one mile for $5.00, or 100 tons one mile for 12-3/4 cents. When these results are applied to our own road it will be seen that estimating ten barrels of flour for a ton, the transportation of 100 barrels 100 miles would cost 106-1/4 cents. It is true that no one can suppose that this full result can ever be reduced to continued practice but the simple fact of its having once been accomplished will be sufficient to place Rail Roads far above all other artificial means of transportation. At the same time it should not be forgotten that the wagons on the Liverpool and Manchester Rail Road are of the old construction and are known to require double the power to draw them that the wagons do on our Rail Road." * * * * * "Our Stockholders" pushed the work on "our Rail Road" with all speed; the engineer submitted his report, and from the Kentucky Reporter, September 1st, 1830, we find: "The examinations of the route for the Rail Road from Lexington to the Ohio River has been made as far as Frankfort which exhibit the following results: 1. There will be one Inclined Plane at Frankfort about 2200 feet long, descending one foot in fourteen. All the residue of the road can be graded to 30 feet or less in a mile which is a fraction over one-fifteenth of an inch rise in a foot. 2. On that grade there will be no "cut" deeper than 19 feet at the apex and but one of that depth.