North Carolina Newspapers

'-J' - ! I- ' 1 - , : , ; l. . . iHajiiitoh . joy TERMS. ' ' AviSd ma may hereafter be i. r I I mS bad Jor : 4 "' - ' iirv new .buiwn'8 v H.u u-KnU b:A at dne paymeot Itl x Ci adrihceX the safin of : - m niafl-n i Uo do not pay Atrnag we year 5.,lW3; , n.Jr in ill caSCS. will be reivca ior ibvu - linl 'almost central in tessxd to toe1 State ':p(i. &otb Carolina; thence on the befet mound ti the f alley jof Broad ruer, to point abof el he vboHfh oi Tliicketty ijCf eek from licb: the'road f might' Ije cond acted by thejidge dividing the -waters of Thick fettv ail J the bioad' tirer, to a pomt,a fow irnilcayofc tlw rnoothf )f Green rfliteij- nd lover the! difidioi si ound fVtwi iGrleto and Bioad Hivtrrs IthHu.j.c ;rrroad 'Rtve,ihenceJ;Mtfe f this stream cenwallv to the mouih of the - , t a 0 . ... 1 r. rpf.f. . . 1 I... - An il! k rtisMWTinuea unin;r jtur, unleiH arfeares are paid m PJitar must be post ICT Ji.L .h0 will f erlaiiilv qc X be at- 1 l;,tirtmrst insertion, aid necniy-t m llMM will be inserted for Its UJace Doit a e. . ! . ... , l irusemHls willbe continued aotii oroers ; &ed l(i 8top them, where no directions ihe year orkx months will 1 uc -'- i l . . y . me privilege of changing the form every 4 l - , 5 Mi(Md$6 : Wpnvention. : v i Mil : " : - 1. WILUAMS, EXTRACTS TROM THE CAPT. VV. G. I y 10 ErlGtNEER, ON TE SURVEY of tIie;charleston AKD j CINCINNATI: R A I L-R OAP. . 1 ; ll&oxvilLE, July 5tb, 1336. AYNE, , the Board. of Commission nj 'P aei k w firman i k: la accordance with lnstractiong re- 4edby ie in March last, from the War Departmental regard to a survey to connect 'Cb!estonffad vincinnatrby, a rail road, cfficerai(laclied to my command, con :fiB' :6N Lieuta. White, .bra? ton. and of tr4U S. Army.ndI r. Feather- f ficiisDfibJll.ISi Civil Engirjeers, were im- itery'lprdered'to Columbia, in South 4cav'vhilt I repaired td Philadelphia HdSew York, to procure instruments, and fl;KntMaftle repairs of others, for the Mempialed jlisurvey. Delays, incidental taisbufcesi, prevented thje. commence- menVoir qperiton3 as early a$ had been ex pctedv4iuwas not until tjie latter part x tt .WAKWt f e were enabled to begin the j , Mr lUpt'm was particularly directed to llie exaDjnaho'n of the passes of the North riadSdutJiCairbtinat Vvith discretionary now-' f enlrustd ip'me, to modify my operations islo)focjjire such information and dataV Wfflit best seem to throw light on the wjed previously to the roeetMs of the CcBfntian,c!t the 4th "of July, at Knox- -4 i - - - c - .- . . - U Under i these circumstances, 1 thought ifc'fisatjie, jivith the concutrence of the .1-1 ' f ! i . -tmissioners, so.to arrange our plans as spesentfto the view.under rigorous dalay fucbtpoiiwts of. the project, as involved i-f inea m serious diiiicuitv to the con- atch Creek.' - Following up tnis th the aid of inclined planes, we reach luie elevation of the Blue Kidge, and tr4 surnnnt level of the projected route.) - 'r ' This pdge bay be' regarded as.the crest rf the great mountain mass that divides the Eastern 'ind;lf estern waiers,of the United Stalest? ! It is remarkable m this; that itsde- elopemeut is unbroken by! rivers whilst the gi eat Cumberland Kidge, and jibe inter mediate! ridges j are severed to tneir very bases hyi the rapid current of thoTenoessee, and her numerous trtbutarv waters. The head springs of the French Broad take their nsean lie Blue Ridge, and by a gradual descent flow id the Uolston, the Tennessee; and finally through the great .channel of the Mississippi, pour tbeir tribute to tneuuir ot MeiicbJ Tho3 fron) the highest point0 of our levfejs in the Reedy Patch Gap, we htve a continuous valley to the Mississippi rivtr; but owjng to its great divergency from the required course, we can only avail otifselvesiin; respect to the project, of but k portion of its deyelopement. It ena bleSjUS fiowever to pass by a grauuai siope thrdjigh.the great bed of inferior mountains, contained between the i Blue and Cumber land: ridges, tor a distance ot about one hundred miles: upon tins distance the line would pass through the county of Bun combe. North Carolina, and divide theval- ley East Terinessae. In our nvoothesis ' however, we assume the foufe to diverge, from the valley of French Broad, at a short distance below the mouth of tbeNolachiicky, and passingf'over several inienor noges, by a route uiaicaiea in the report of a reconnoisance by Col GHdspenifinally to reach the Cumberland Gao of the Cumberland Mountains. This gap Its but little elevaied, and the not moreUhan 5000 feet ihroiigh. It; offers one; of the most important ob staclts to the work. We now descend by yellow (3reek to Cumberland River, and follow i(3 valley; as long ks may be consis tent fvjtll our present direction: From the point; bf divergebcy from this valley to Lox- lngton one fixed point on our line, we may assume tp location of the . road as not dit ferihg.from a general straight direction, and ne satjic may oq saii in rt'ara to uia nnai distance ; beivveen Lexington and Cinciu- Ridae regard to a passtje more southwardly than this poirit i throngh Wheeler'f jGap, add which ooght to be surreyed previously to the final location of the work. i " The jeeneral character of the conntry b- rer which this 'traeei of the route would pass is so well known, $b those interested in the project, that a description oiit.w unneces aaty, particularly as I wish to avoid every topic may tures cessariiv deterred to tne moment wnen iv 4i2.000 mr mlu ..... w .' J. , . : ' ' 4 Tn' j ' J , W .tUlUtO IMUUt snail do a question oi tne esumaiea cost oi Uolombia to the mouth of Thieketi6$ miles at Road, 3 an element esticUt far doable tracks 4) I.06G, the: average, of tbf taree woutd amount U$ M8S per kilei 11 Froo Brtnthvilia to Col ombia therefor62 mHes. at IM837l 146. IfjFrotn Culdmbia tothe-ntoaUi ofThicketty we frjll regard ag the second sectjua. i Jo Jthis dis tar.ee the Hot) possess over favorable ground keep wjr ttm vally pf ibe Broad River and; from the lest iijfiftoatia: noi difficulty 'existsi , Taking ibereforeXe tt ef a muderitely latel rWat pennUeaiul thataJiUlf one alI5. 12.000, ! MH --.III. 4780.000 IjjFromihis point the.line my Dejebbimaed up the valley of t be Broad liver-aod paga over the Reedy Patcbi' In.ukingjihe Baliimore i Dd Sosqoehanah road as a criterion. I bIi4n f th'll KMly erriin esUmaiingits prdbabUcost. It ucability wpli probably be railier lessitanWrea Adding to receive as data only such results in regard to tne power oi locomotive i per mue wui oe, . .y' engines, ; and other auxiliary mean's, as Ve how,arrive at the rap$t traversed witboot the aid of such an aoxiliary. I am morever informed that in iM ;.:,. er depressions exist. My recouDoissaoce id ihi qoarteronlyafewdaya befareltbe meeting of wi neoessanij maae wito great rapidity, to enable me to return J to Knoxville in ume to prepare my report, and-to-f--Hhtend the preparation of mapa; plbf . . yhftr tore the Commissioners ia. aaticipitioa. cf the meeting. . ' ? ;fj, The Bearer and Chesnat 'Ridfres. also inter mediate bet ween. Knoxville and the Clinch Ri- aayanx- TaCIlCabnitv ofmiTtmrrv-- ' . lnteard to ika nMinr in r totmU my estimatea, under exisUrVcircuastaf fl ptio cannot beitakenTo have fu. into tb usual scientific calcubutons to arrive ax a iwolt, would at least have cost us a month.1 r Iqthe selection o a iWe wtimtft Bot lounged on mtnote acfeniifiocalculatlocs, I thoDgt one in whicji sejeoUufQ corJJ possiblt exist, but simply based upon 5wnerat:mndjfcU reasomj, would be .moat likely to lospire eonfl " denee, 'as it leaves the scfeectopen to a inatter Xruendn ofjthe contemplated rail road bi,si bj far the greatest portion, being of a cummoii place character, and such as would I DfOnotihrAfi i hf ftpnpral rnnopnl nrartirn. i t."UO()fk ll laai nf nnalooii with pxistinir y-i T . . ! o Of k C lmarkt 5 lrt D.ihrnvimolatii MlimitoH nati. tjfR results of a mere reconnoisance. This may be assumed as the general ap proximatp line of road, from Charleston to Cincinnati; but Other locations that I have examined,!. would enter Into competition previously to a firui location. - The details in regard to surveys already made by us. may be obtained work bv certain JGdn Creek in the Saluda; Mountains, the Grttn Rioer, and Brvhd Miver, possesses advantages,that must, eventually be discussed, as modific.a- ofllhe atx?e -gunerMroute projected. ng to tne Oumberiand Mountains, JVhtchr Gap, must etiter as a point to be ctrefiflly purveyed, for ilio reasons, tht it brings Knoxydle an important point na turally into ihehne; an because the Gap it self posseises advantages supenot even to to thosel of the Cumberland Gan. Th the work, in its; various sections. I now propose demonstrating the, practi cability of a route, by-reference to the point of greatest difficulty of the whole enter- prize the passage of the Blue ? Kidge. Tm a A a 4rAn r i .4 1 elirtnr (Ka tr9tt r"ii i Itr of our project,;! have deemed it essential-1 fSOO f..r an additional trick, we assome ii OT A ! I AMlft AllAh t ItS I ..m.. A t A &rf 1 1 fk!' i 1 . :i te .Iaa. wuiy. uu ;icauiH i si 9it,oyu per mue -oz mnea at S14.3DU ; H 143,600 difficrth nation t.A.a u. ff.J A.. 1 rf I ofithe enterprise namelv :I the ascent fi tb r.fiV y r Blue Ridge. This may be effected 10 two ways; practice , , . j; b the Reedy Patch Gap, allcded to justly jia a m I wul pow undertake to give an approx- 4ry orabfe manneri inPtbe rl 0c imate estimate of the cost of construction of ba,ie. ubon a reconnoissanclatelTfliaaAbv him- this magnificent project; but it will be rea- ariy tb;e valley of the Greeii River! or perhaps dily understood by all who are conversant byjGap Creek: Regarding' as a division of oar with such matters .that in doinp so. time survey the distance between the point Where our has not been allowed me to base my views Iia!e intersects Green River and iu intersection . . I afiik ih. O A till' Jl I on rigorous calculations ; at the same time adopting the principle already noticed, it will be appreciated as a practical method, and one that wil) be open 'to the under standing of the plainest reasoner, by the simplest inquiry as .to the character of the country in any particular section, any gross error woiild be readily perceived. It is probable that deficiencies and compensa tions will eventually balance each other,and 1 hope that no remarkable discrepency from the truth will ultimately be discovered in my statement. In order to enter advisedly upon this mode of estimate, I have gone into a . care--ful examination and analysis of the cost of various rail roads thoroughout .the Uni ted States, from which averages will be ve ry accurately drawn. I shall now more particularly refer to the Philadelphia and Columbia Rail Road, and the Alleghany and Portage Rail Road, inasmuch a there is a perfect general resemblance between them and the project which is in question. : This coincidence will appear striking from the following passage from the editor of Woods' work on rail rosds, published in Philadelphia :! see page 444. The Rail Raad portions of this exten-; siveline, the rail roads above mentioned,) the longest in the world, have been confi ned to the most difficult parts of the route. The nature of these difficulties will be ap parent from an examination of the descrip tion of the lRail Road which, is given in the appendix. The undulating surface of the route which moreover passes over three mountains, i required enormous embank ments and excavations, whilst a tunnel . I uia v be obviated either bv t.ihvpl ir hv omaunn cost: the numerous streams, the impetu-1 fiJfi RtrLm nir viH, :..i 6nm ll ' ' ' 1 ..wmv .ui iiuui unii ! rS . fen .1 fn nAPSnn,l rV nrnnli.n UL.MM . 1 i 1. fair. . .... w "M""" MiAt ver. are of minorimnortanM.! Bt thk mm w "ur"?"-. 1 f.M "uea 10 Report .u. ri:i- n'L r-V Zi H uiun in oeiau upon me cost or local cross the Clioch at Eavte Bend, keewnt? the t'i ver tor a short distance, it then passes fur a short distance up Cane Creek, erusses into Cole Cireek over a very inconsiderable ridge.and aain leaving j" '-y , passes oy aniaer tmpiriaai eievauun into Cove Creek. ; I i , -. . - Theasceatby Cove Creek td the satnmitlde pression of the Cumberland Mountain to Vhee lc modificationa of our route! but tima DtamBDh eeotly upon me that it mot be assumed for the prespnt, thai the cust by! Reedy Patcbor Gap Cref k, instead of Green River, would not mate rially differ, and tbat we nay estimate the route by Cumberland Gap upon! the same general ba sis that we have assumed foMhat by Wheeler's Gapl The Profile of Cumberland Gap with the aunpiui prejecuon nevf inai unuer tne worst er'S Gap, is very ffradaalnd the sreoeral coorse sirajg-ni. l nese elements constitute it a verv lthtn hnr.n nnn.ii.r vu .:u i desirable point of passage to theroad.and I think be requisite to obviate, the? difficult in the taost Ia inn irtM til... . i A t I us t . n.i! ... emcieui mauner. dui dv modUvio? me slotjea. it maj be passed by a single inclined plana. ; At any rate it opposes no obstacle to our plan. From this summit the descent is more rapid on the north west side, but it continues so only : for the distance of half a mile : we are then upon the waters of the Elk, which may be followed down very gradually to its junction with the Clear Fork of Cumberland River. I did not ex tend my reconnoissaoce further! for reasons' al ready explained but assured myself by credita ble testimony that no difficulty whatever existed between this point and the junction of the Creek withUhe Clear Fork of Cumberland Riveri The distance from the mouth of Nolachucky is 90 miles, and passes over a Tailed 'character of ground. In estimating its co3tjat $30,000 fper j suits; of our survey whidh has called fori the mue, i leei coanaeni mil L am making o wry liberal ouotoance. and believe that it will cover every contingency. -1-'- v--'- We have therefore for 90 miles at $30,000 per mile, $2 ,700,000. 1 . 7 " The country bet ween the junction of Elk with the Clear Fork of Cumberland near the Ken tucky line, the City of Frankfort in Kentucky, and thence to Cincinnati, I have not yet; had the opportunity to examine, but from the .enqui ries have made as to its character, I should will shew that advantages in Uie;execotioQ of the .modifications referred io. lions' the trench Broad below Ashevllle. ocr map -between these points exhibits iaidevelope milnt of 40 miles i a portiio bf thisllsav about 10 miles eom prizes the; greatest fifficultiei of our work, whilst the distance from; Butt Moun tain Gap is perhaps the least to Wamirehended. It is fair to assume its costit'a slight! modifica- len oi tne average ot tne Alleghany and Portage Rail Road, say $40,000 perfnile for the first! 10 owes, s iz.vuu ror ine remaining tJO.' On the rnp the line confines itself to Che valley of Mud Creek ; a would probably beWodified to be roach stf sigh term the distance from1 the Butt Moun- tan to Asnevuie. If ,' f ; ,HThe cost would therefore be for 40 miles $760, 000. Ve will; now refer fojir survey of the French Broad with a reconnaissance to the libit of pur observations in the direction of Cincinnati. From oar Beneh mark, 5i miles below Ashville think that the estimate may be assimilated to the ;.J!.i. V -U n ij.l ' t. !- l . r . . f .u o....i c.ci: i .v.. I : -1 uu iuo r iciniu ufuau, iue nvQroegins louescena with an iucreaspd velocity, abd the 1 advantages, previously enjoyed lor our enterprise in its com paratively level valley, ofegtn to .disappear. from litis point it passes through a Jraural es carpment fur about 40 miles; broken but in a few pUcea by the debouche of creeks into its rapid current, the principal of these are the Ivy, Laurel ani Paint-Creeks. -; j ! jj 1A Turnpike road has beenestablishe'l along1 its margin,' but is not sufficiently elevated above high water line to become fal commodious tho foughiare. The rise of the water, in Its highest freshets, varies from 5 to IS feet in jdiflereiitjlo- caiiues. it appears in regardjto this river, that ihb fall per mile4belween ouf point of commence ment, bi miles below Ashville, and a point hear ,ihe mouth of the-Nlachuckyv does na exceed on! an average, IS leet, and that the greatest tall iinjany. mile, (and that only in one j instance) is uhly 45 feet, an acclivity withjn the useful and ojilinary range of loc6ra3tive fHiwer.! ?The bur viures it will be seen by our horizontal prcjec- iiu uu a large scaie, oner ngi vae KHaniesi- Ull lilulty,as in ibefew cases where the natural bend ojj'the river may present an thcnvenient turij, it td use inclined planes would be probably a more economical method. j :' IJeut. White's report appended will eluddatsw the details of this passage: of the - Cumberland Mountains. The general j route. I have described upon the accompanying map io the distance be tweenUhepoulh'of Nolachucky and Knoxville does' not coincide with theiin I have examined ; passjng by Mansfield's Gap of Bay's Mountain, which probably would be found the most econo mical roate to join these two points. It will el course be surveyed previously to a determinate location. I -' " ' k. ;iiS , . . .. I pave now generally recapnuiatea the le ensrased more fcNAutfc which has ulaify ourjattentiOo; has been that in 'f ' ait cornprized, the Eastern ascent of lm tJU:Frencli Broadband HtiqiifnanV, Mountains: for we may W iiibut; danger of icompronihtal, Jf. joury intermediate f between; the tee (iinberland Mountains to Cin r3 p)e: ide, and the foot of the Kieajiorthe Atlantic" on the Xther, r,o obstacles to the accomplishment Woj)iecjj iut are such as have been a couritered and subdued. j , J?rfr oj bring a general view of the j&lbrf he' convention it will be ne- $p jo assume some route as a basis i SA&(jpproxirriatively to the project Imly!ad6pted : ( Upon this an 'SlWbe formed, (bunded upon the 7l3wrtjof jits general portions.to works MoniotHj already portions.1 constructed in the course of exaiiiifiation which has led me to the abov conclusion, (in regard to the best approximate j route. forifie road) Ins been conntitd to such limits j in the range of n.ou ii tains of North and South Carolina, as would cause the road to pass in its whole developemtitt through those States only which hail granted charters by thir Leisla turts to authorize its i)assa20 through them U have thtis examined tlier Blue Ridge from tue neaa oi the rJroad Kiver on the N. E. to the hed waters of the Estatoe. Kiver on the Soutr West,, this examination wtre comprized conseruiively, Lriquey'a Gar on its E.stem descent. Hickory Nut Gap Reedy Hjitth; Creek Gap Mill's Gap, Sandy Ford GHp-.Butt Mountain Saluda Gap-f OI Stluda Gap llightowers Gap Gap Cretjk, Bjyth's Doathwaifs, McKin ney,s and the Estatoe Gps. Of these as ojs torrentsl and several broad rivers ren dered the cost loir bridges and other works enormous ; Inevertlieless the. cost of the whole work, with the exception of the machinery and the superstructure or rail way, will be only $12,000 per mile for 81: 96-100 miles, and $18,860 per mile fiir the remain i ng 36 3-100 miles. The greater portion of ths work is already finished, and the present year will see the com pie lion of tSe whole Road formation, and of a large p rtion of the rail-way." f" 4 Tne costjof the latter will in future de pend on the decision of the legislature res i o ... pectmg the materials and dimensions to be adopted But even, if the most durable ef- ful personal qbservation . 'having examined it three time3 from beginningt end) and ffom trie survey of Lieut. Diay tor. .v'h.os4i notes are before me, I advance the assertions that no djffi- caiues, greater than those enfcoBhtered uponithe 4ajegnany and fortage Kail ad, need be ahii crpated. The fact, however mist be disguised that they do to a certain Jurat! exist j the toad wjili necessarily be raised vejyj cansiderablya bive ihi present turnpike, it vtifl otten have 16 be bjult fur a short distance in ihefRiver-: hot the Ufiver is generally very shallow, and coffer dims jwould very rarely be, required (ot thefconstruc ji jjus anticipated. Tunnels Itfjr High ftjie Rck. will perhaps he required to giv straibhtflesl'' to jle line There may in a fer Instances be via IjLpts of ainsiderabl-B ieng:h,$ul we think it pJS "'hlft that bv CDIwiiinliritT If.d ii', nn I lit. cikiK hiMenl and expensive mode be adopted a Mesi side ot the river, ihe necessity of crossing cost of the Roanoke ScElizabethtown road, in con junction with the estimated costjof the NewYork and Erie Rail Road. This average would a mount to $12,162 per mile, for the distance from the point of termination of our last estimated sec tion to Cincinnati. The New York and ErieRail Road passes over a mountainous country, and the estimates were founded upon the acu rate esti mates of one ; of the most experienced practi cal Engineers in the United States. We have therefore 190 miles at $12,162 per mile $2, 810,780. T 1 The summary of the already I given estimate is as follows : j J j From Charleston to B ranch ville $279,000 00 Branchville to Columbia,! 711,946 00 Columbia to mouth of Thick- euy, j 780,000 00 Mouth of Thicketty to inter section with Green River 743,600 00 Intersection of Green. River to Ashville, f 760,000 00 Ashville to Mouth cf Nola chucky, ! 1,800,000 00 Mouth of Nolachucky to ( , junction of Elk with Clear Fwikiol Cuuiberlaud, , 2,700,000 00 Thence to Cincinnati, . ! 2,310,750 00 tt tt greatest exertion of the officers who have been charged with the levels and surveys. I take tid ppportpniyr,oXexress5n my entire satisfac tion with the great industry, ioteHTgn.ee, and perseverance, they have! displayed during the who e course of our operations. L eut. E. B. White and Lieut. T. F. Dray ton conducted the levels,! whilst Lieut. J. G. Reed and Featherstonhaugtg, U. SCivil Eogi- . oeerS, were charged with Ihe compass lines. The Maps, profiles &e., illustrative cf the survey, and accompanying! my report, are as fol lows : f . Map of Green River, from Bridge sear Mar- ray's to Mills Gap road. ? - Profiles No. 1,2, 3, of Green River. Map of Reedy Patch dap, and Profiles.' Map and Profile of Cumberland Gap. Maps No. 1, 2. 3, of French Bioad. . Map shewing proposed general route oR&il Road from Charleston to Cincinnati " I will not attempt to speak of the advantages to be derived to the country, or to the stockhold ers, by the consummation if the present enter prize! : it would be a vain assumption under ex- istin circconstances, when the elements will be developed and set forth in the language of elo quence, inspired by the pVofoondeat sagacity of our country. Nay, it is With a sense ot my -weakness, that I prepare, on this occasion, even those remarks that pertajn to my immediate profession, and I crave tb4 indulgence that is in a great measure due to the hurried manner in which 1 have been compelled to procure my da ta, and put in a form to be subraittedr 1 am most respectfully. Sir. your ob't servant, W. Gj WILLIAMS Capt.SU. S. Top. Engrs. . Ch'f. Eng'r for Surveys L. C. 4 C. R, R : mode far more' costly ard substantial than. that of the hitherto unrivallud Manchester and Liverpool Rail-way if the superstruc ture be continued in the same manner as the portion now in progres, the cost will be $115,000 per mile, or, the total cost Of the whole rait road will be less than $30 000 per mile.' t It will occur to every mind that these obstacles are the very difficulties against which we have to contends. The verysanje mountain ridges in another point of their developement? with elevations even hiofe imposing, the rise and iall amounting to 2570,29 leet, fin the passage of the princi pal mountain1 with 10 inclined planes. This road is n'ow prepared fyr the reception of a double track, and is 25 feet in width. It is now in operation. . Its cost. will be re especially, worthy of -future consideration fit ferred to in the proper place. It. 1 1 v"oi.icnsin: .cauutra arc simn- j i o 'ion ciik, oroau ruvtr, I In OUT , I-TT-TTrr v" tue grouna over wnicn i u luounwin, ureen niveiti fa double fv A I h,: 1 nu hreti wh,cft expenmetifalsui- 8ionst and feilf?e of estimate in regard to the V' oe?n ,reaoy executed, v A portion of PWpartiof the wtiik, wHl he, we -Acurspry survey was also execujed of lween am, .31 ) w v v -w w via - t Dan n i.-. W.7 '. rli 1 . c Hp i nueo: Si upon the calculation in existing jnade- By being divested of a great MCantics. it will ibe the moie practical and! common sense SC-,!purlJ 88 nder present csyfjbut littie tirne - can be sup- e?"-?f ?e disposal of the parties in kPl4!11: faci this circumstance in ; el?e precludes the possibili-iHIidR.ut.cbara4 aphiw,ler the difilcult points n;CiS.!? e concerrted, data derived ral? i!e be piesented; so f iras io practicability MmVWom in the roihd I on D mJ be MlisfactoriU, rerno.- m 'it J Ar,y - oeoiri r rK..i:u - - .. w" - . f j t. Ck..i- ""ioui loilowincr the a and Aucructs R.n iwti th rfiT . ' T ft--- m . m m m m point of as course, where facilities for the construction of a ;Road became les obvi ous, was j carried throughout that portion of its parage tlironah the mountains.which ig.ht.by Inspection have given rise to doubts oi iuo practicability o a road conduct ec by its vulfeyJ With regard to the CumHer- estimate we adopt the supposition tracK tlailRaaJ ol usual dimen- confoxmable in its details to. the the line , already . xecnted'v he- Charleston-and Branchville. 'I I ESTIMATE. uiaV not otten occur or perhaps t)e entirely ohvi ajed. In estimating the price l?f cohsiiructionj of this portion yf our vrork. namfejy from the point ojmied to ihe mouth of Nolachjp(?ky,l shall beat in vew ihe average prices on whih we 03Se our es trmaia, and.to this case the Pennsylvania Kiad bug our cciterion, we shall ljnitiis cost by ihe average-cost of that work. Ii Will therefore be, say 60 tulles at $30,000$ l.00,000 f 'j This' indeed is founded upojuta rough calcula tion, and partly upon the aggregate cost of other Works ot similar dimculty. J j; 1 The principle estimated cost fin the road for mation 4n the French Broad, arises from the sap plisition'of the Tunnelling and! Viaducts that may uf necessary aitnoogn it is poped that in ma king a survey of Location, rainy of these as sumed expensive construction may be avoided, by availing ourselves of the lacilties afforded by ie opposite shores of the rivr which we could npt possibly survey with accuracy in the required time. From; the mouth of Nolachucky the route pjtssing; by Knoxville to VVtieeler.V Gap, and thence Co the mouth of Elk Fpjk of Clear Fork of Caniber'and river, will be regarded as a sec tion cf our estkulte. j 1 1 ' A la the supposition of this route the lioe would be generaHv confined to the valjey ot the French 14 roaa as tar as us junction wan tne noision ai A single track, raif road beiti? already 4noMMiegrin5the vaMuspoilts of diver executed between "Ohaties1ton and branch- SnCT. lnit WS&toccur to stib ghtenthe lineal . i . Ll J - a SLfc .I'm. - e L ville, the expense ef rendering the portion wn," T ?JKff I - ? Ti e ui 1 u : ; ii V . estimate. This object might have been obtained cocforraable to our project would be the uL a:.. fnt L JnmU . jort and cutting on the bend 01 Jbe river between laiui . inouniains, the only passage which time enanlpdi run trt rann I ft Iia stiirrMipA. was Cumberland Gap, but this was suffi- cient to pomplete the examination of the list of obstacles; that had been suggested to llio const ruction of this great work. The remaindef ofj the 4 ground being universally conceded as jbracficable. v iiy results fcappily shew that wess oo- cost of an additional track parallel with ihe other. It is a iberali ajlowarrce to state the cost at the actual cost of the preseqt road ; mcn I sav $4500 per mile that is for miles, $279,000. j 1 . ' The section from Branchville to Colum bia passes over the dividing ground jbe- iween tne xuutsto ana v;ongaree lilvers. that point and Dand ridge, boti as these modifica tions will oof essentially effecl my estimate, it is sufficient that I am enabled by personal examioa- nou v Auuounce mat ins route is 6UScepuoie w such modifications to advantage! and that do ob- sucio w even oimcuny exisispn ims vicinnj yi the enterprise ot a chancier to inspire the slight- est appiehenston. In the dist)iuce intervening and is in its general surface somewhat ele- between Knoxville and the Idepression of the vated, and intersected by small streams I Cumberland! Mountain. knnWn aa Whee!er's or branches, hot may be considered as ve-1 Gap" the route would crosaseTeral parallel Ridg- ry tavorapie grouna in respect to our pro- a mean, oetween tne cost of the es, bat principally the CopDeri Ridee, which i stacles may be surmounted. and at at ex- ;ect a mn hptweon th nt f ii I perhaps the jonly difficuliv betweeni KnoxvUI petlfKouldjnot be regarded in the Baltimore and Susquehanah Road. and!the rKJ6'8 e exeUodfiachn enterprize. Augusta Road assumed for a double tnick fUm. tbjilsyafley com- OTITOT was, maae aqros, mis cuCu..axra,o-aa Iexamin the Copper Ridge in two pointe, bt i " ; : 1 f r-. i .'ti. l l I one to ine oireciioo at uie isiaau J; era ,ue ouiex ujr ueu impressed me Irery favorably in i If we admit the Roanoke and 'Forts&oaUi at Locaa, Gapi r T : . -i ' r - -5 - -' l! .i t; : f i i P v i 1 V- 8 I I- $10,085,320 00 It is to he remarked, howevei, that the , Rail Road between Charleston and Branchvilie and between Branchville and Columbia, South Car olina, will be executed by the! South Carolina Bail Road Company, and we may therefore re ject from our estimate the cost we have assign ed to it. ' i' . But another consideration entered into ou re port, and that is the esecutien of the Rail Road from the point, where under the charter it should be found expedient to diverge from the line al ready reported Jupon. This point being vague by leference to bur want of knowledge of j the ground, we suppose trial tne cost oi me oiaiauce above referred to might be regarded as an offset to it, the distance and cnaracter oi ine couuiry over which they pass being 'sufficiently sidiilar for ihishyjKjthesis. 1 !l ' To the estimate then for a line of Rail Read for double tracks tiom Charleston to Cinciiijiali, 621 miles, by oar estimate we absuine the above amount. $10,035,320 00. ; if But a branch from Mays ville, Kentucky, by the terms of the charter, must intersect the! line in some- expedient point of the route between Lexington and Cincinnati.' Estimating the dis tance tu the absence td data in regard to its ab solute route, independent of the main line at 60 miles, and assigning to it the 6ame ratio of cosi as that assumed on the section I of line through Kentucky, we have iia cost, I $729,720 This being added to the above amount, we gel Cot the cost of double track? Rail Road from Charlestou in South Carolinajto Cincinnati on tko Ohin. -with a- branch to Louisville aod a uawa ww w - " - branch to Maysyiile, intKentacky, $10,815,040 1 will now proceed . to make, a lew remarks generally, in regard to the survey, as they may occur, time not allowing me to methodise their arrangement. To those whose timidity may oe alarmed at tne inea oi uuucnaaiu o,uj.--dous enterprize 1 which ' is now in question, al though they may concede the .importance of it to our csuntty,il will perhaps inspire confidence to see a statement or w u c ivi.vv. department of science, for objects byoo means of commensurate importance 5 for i believe m the world a work does not exist, nbr has even oeea proiecied, that combines many elements, irom which to draw aa aogurj u wucuwm t v. find that a Ritl Koad has been executed m France, of a We imposing character in poiutof difficulty and expense, un ine roao irom oi. Biiecne to Lynns, 14 tunnels have been coo n.tpd in distance of 34 miles : one of these tn.nela ia a mi e in lectin, another zaau ,ieet. and on the continuation of this line from St. Euence to Andreateux the curves do not exceed sometimes a radius of 230 to 240 feet : whilst oo tk Green River there is not a less curvature .k.n ft nfl foot in ha pnMinntered. HI." WWW. - . . Tha rfiffimlt neenharitiesof the Liverpool ana Manchester Tunnel, are well known to all who .M inlcnM Mintomnl With the hiStOIT OI CI- . U .WB.W. WW ... w wit SmnraT,mntl s" ' .- J- -i! .nn tii. Prt;rrni) AlleohanT . Rail Road, t.M s- . nnArrQn fff t through solid rock, with lOioclined planes, whilst in the rxtssaeof our greatest difficulty, at tne ioe w t. .-.i..- at farthest three, inclined pUnes. eMfcomrjare4 with the details From the U. Si Telegraph. I" " The appropriations for 1836, including the unexpended balance's of last year, amount to THIRTY -EIGHT MILLIONS SEVEN HUNDRED AND sTHIRTY-THREE-TfiOUSAND ONE HUNDRED AND FORTY-FOUR DOLLARS 111 A pretty round sum for an Administration pledged to economy, retrenchment and reform! Hero ate the items: Civil and Diplomatic list Miscellaneous subjects ! Revolutionary and other pen sions 1 Expenses of Indian Depart j roent Pay of the Army Pav of Naval Service For erecting and repairing Fortifications,! Snpport'of Military Academy Pay of Volunteers and Dra- goons j Delaware Breakwater and in provement of sHar- i bors Indian treaties and annuities Protection of Western bon- tier - Suppression of Indian hostil I , ities j Unexpended of former ap propriations I $3,730480 4,352,43 455,454 . 1,873,282 . 4.010,485 6,275,412 2,865,590 131,663 300,000 1,107,630 6,383,000 100,000 5,020,000 2,223,000 $38,733,144 DEATH OF MARSHALL NET. Ney was informed of this sentence latest l. . a it nigntana was nurnen to execuuon eariy the next morning. The sentence was car ried into effect on the: 7th of Ueceraber, 1815, in a clandestine manner, near the ob servatory, for all who were in any wsy con nected with this detestable transaction, jp- peaj o have been ashamed of it: nr IWhen Ney reached the place of execu tion, h(J walked firmly fsqm the coach toho fatal spot; and refusing: to have his. eyes, blinded, calmly faced the:. deUchment : ta king off bis hat witb Ws left band hz ex claimed: ' : : J -v 1 solemnly protest before Cod and maa against the iniquity of my eentence ILs- -torywtll judge ale.: ; I v 'A' :.. TheospUcinghis.haodnpon his htixii hp mdded, (Soldiers straighi to the heart, Firs Id France jire P 7 He fell deid upoa tho spot, twelve balls having taken efTect. TKus pcrbhed 'oM of the greatest men France could boast,4exbibiUng t ihe last moment that ondannted cotlrage which hadeiex dis UDguished hist io battle.!. 15 p i 13 t ilia -i ?l -1 $ '1 ' f 'A t : $. n ! 4 I I 1 1 i - H - j - r i i: vf r. . t h V '.if