North Carolina Newspapers

r .if' -1 1- . V Fren the Raleigh Register. ' . NORTH CAROLINA RAIL ROAD. S 1 ... t Th Directory of tbe North Carolina Rail - Road convened in this city, on Monday last, and continued in teMion kjuiil I hurdj-all tbe r Director prnient, with the exception of Gen. 7 let -'At. U. Mean, of Cabarrus. j 'Full and elaborate reports from theCbiel V Koginrer n;d It is Aiinmii, vTeie received. r I he unusual quantity bf Work dune by the En i gineer, and tbe accuracy and skill with which , loey were enabled to ! lay beiore ine Doara me various and numerous" lines ot survey, and esti mates of, the several; sections, entitle them to f II ' O I il a 1 ' 4 ail praise, scarcely nas a worn oi tuon mag h nitude In this co intryj ever been executed with I such satisfaction, efficiency and dispatch.- Their report, pUu and maps ibow that the jwork has teen in pjope'r hands. Two bun- 4 j.-J I . . .1 -I CI).!! t) A . uicu inu i v nil j turrtj iiiuri ui inu ivoau mum thoroughly surveyed and located irr less than fiix months, at a cost ol less than 25,000, all f expenses of everfeicriptjoir told end paid ! ! The Directors have located the Road from fone end to ibe othefr. siartin? from or .near "Goldslioro, on the Southern Route bj Raleigji, ;by Ililliwr, Orahain, Ureeiuborough James, town, Lexington, Salisbury, Concord and Char lotte. They bae ordered the President and 'the Chi-f Engineer tjo put ihe whole Road un der contract before IbV- 0th of July. K reason able time all.o-'ed commence the work. -'Notice of "tbqViofrvjand more detailed account f the; proceedmgt however, will appearin the .published report of their proceedings. ? We have the pleasure of presenting entire, below, the highly able Reoort of iMai. Gwvnn.. , the accomplished Chief Engineer. . 4 fi f rIlkich, May 5:h, 1851. To the PresiJerU-arid Directors of the North - Carolina Rail Road Company. J;l Gektlemex -I tiave the honor to submft j be following repori. of the progress and re I lulls of the surveys. f ir the North Carolina Rail Road. I I1! Acting under youij instructions to me of Jolv 13th, I proceeded t organize four parlies of Engineers. To give efficiency these parties oeToive aue responsibility, and incite a UnHi. ble emulation; I gave io each party acting un- dr, instruction, a ieparafe and independent Charge, and to this end the line was divided in. f I.' The Frst Division commences at the Wil. Wington and Raleigi Rail Road and terminates ti ano a nail mur West of Raleigh. Tbe pecond Division Commencing at the last nam fd point, extends loithe Guilflrd County line. The third Diision tljence to Lexington to Char, lotte. The du$ of surveying and locating these qivisions, was assigned respectively, to Mr. Lewis. Mr. Trevostjr., Mr. John MeRae, Mr. J5 U. uregg, and Mr- John McRee, with the yun. u. , nnripai Assistants, fcach patty was furnished wiihthe nkessary Assisiants.Drafts- -inen, Kodmen, Cha nmen. and Axemen. . twr. rrevnst was sent to the field on the 21st of August, Mr, Johii C. McRea on the 26lh of inp atne month, Mr. Greff on the lflth ofR-n. femter, and Mr. Jbhn McRea on the 27th of august. H ggr,ge n imber of mi!e9 runy these pttriie., Including he experimentaf surveysj J7 FPimaie and una I location, amounts to miles. U he i it is remembered that the petiod of tbeir employments embraced the in clement irunn iifikn it. iA r.u ,.t.-i.j wlnterrfd early Sjlring months, the amount of u 't' . inu iiiwinuyanu mp "V" 'rJ wave per ormed cannot hut omv iilactory. and it fulll attests the energy, industry iid fidelity on the lart of the heads of the re. aiid fidelity on the J.art of the heads of tho jrtiivo parties, i tflThe conditions imposed by the chaterrmake lUletgh and Salisbury intermediate points in Inline of the road. By a resolution of the lockholden at theirj meeting held in Salisbury Oft the 12.h of July, instructions were given, to j Mcerta.ri by actual iurvey whet her a route pass- rf TS lJyK,u "'"iW, Graham. Ureertiboro , Lexii, ;t0 and Concord, all things eoOstdered, would rot be the most practicable, ft Keeping these instrnctions before me, re. prd.ng ihtrm hoover as imperative only so Urai respect. Il requirements of the Cha'rter, but J rf U'' Salis. bMJ Jo Charlotteud only a. absolute under bid,rect.on, of the stockholder to ascertain Vpract.cabthty rt comparison with otner ' llrr ,oca"n,h'e rowns of Hills. bora, Graham, Gjeensboro', Lexington and location tothose towns. The line would oc CuMpreC,aey the ame ground which it doe. iton al'Ulon ,;Mhose ,own made in ,ha Pr,..g, of ihU stockholders. I explored or paused to be examined every route befwen U Imington and Raejh Uai, Uoa(J d aarlo ,c t,a R.leiih and Salisbury, which I fen " a"d-eyed every line ,l " ," v; V mo practicable route, M Ibe remit, of those examinatinn. i, : purpose as briefly as may be lo lav belnV W But i, may bj per.inL be ore 1I Z rMfe $f-which " unmit a fisw remaiU unnn yV .ra.ure,oljhe .intermediate Country be IW?en Raleigh and Salisbury. and the r h.fl?.' tnco UDon il, Ine-isL iS. ... l.T ,nl,u --.I r . . j - ,uc f;cn- , - - u insnectmn fii. lwe.n R,lf lh nd Sali.1,r i. ; ?" 1 B,wtri fihe IUW .d v,( ,,:... " CI.J .mens ih, mo , compicuout wUh thlt ir. Anyone wh b.- n . .. man irnm . I . : l . i . . d .UA.: ."a'c'-ane direct onl . mlni .k i f' ,ndKlib'y impressed otrltii mind ihtmaiU "up, and down." nefncounters.aiwl ir i... blnib.. ,n..,u1 ,iave burred to ir.LYJr? lT ',uK !'P Hill, wbicb mi.K, 1 , ' ? how much the roa . Mm Ibe common W and ihe r 7 - f whljth lo easy gr-al". u ' KEad.ua,,on of ... . - .V fhah wuld render i an jientma n(j deriou,, and carr h . ' L i. direct cour.J.fwlw " CreiiT degree the rf ute o 1 ft, S oT of tbj eitenj either Uel or euttW, and filling.. ind an inQnile JrV 1 bat would be crossed are composed of gran Jutermixed wi,h stonej and not uiifre Jla extent of thfie d.fficultic. may bare JjardWdas unlimited c;,Ae South toward, wbuTh tU ater couue. ikt are crossed flJ earchofa route, on he North. ihera i n t 1 - - mg. . . tl ! Beiff. Being sat sBed, there, Haw and the Yadkin. fore, that no line could be obtained on the di reel route without fnehi frequent diflecionsas would make it quite as lng, that ii would be, more costly and objectionable bdi i' in grade's and curvature, than the .rout ej around the heads of water courses before mentioned, that no in. termediafe route could be (bund, and that a sur- i vey of the direct route would be attended with no better results than log of lime and unne cessary expenditure;! determined: to abandon it at once, and make the detour of ibe ridge, so plainly indicated by the topography pf the Coun. try aj Hie route for the rail road, which I shall now proceed to describe under four separate beads, corresponding to the i four iiivisions of Ibe line hereloforefdefined. j FIRT DIVISION. This Division enites the North Carolina Rail Road with the Wilmington and Raleigh Rail Road, thus formingfa continuous lirirt from the atkiar4 tkia.W tit.. I. A t . i ducjng to realization the long deferred hopes of '..iu .uiwuij me urfi oi me Qiaie ana re The Charter requires that the Rail Roadshall connect with the Wilmington and Raleigh Rail Road, "where te same passed over the Neuse!" The bridge of tbo Wilmington and Raleigh Rail Road, over the Xeuse, is united o tBe main land on each side by trestle work' acrois extensive low grounds, subject to frequenl inundation, which affbrds no secure site for all landing nr suitable place for building. As tris nrovi-inn of the charter was.evidently intended to unite the Rail Road, with steamboat Navigation on the Neuse, and thusextend its beiiefits and a participation, of. its advantages to the lower Neuse, I have on aecount-fjf the objections a bove assigned to a strict comDlianft with ik. letterofthe charter,directed the anrtroach to thp Ujlm.ngton, and Rabigh R. Roadj by the way of Waynesboro which affords the nearest el ig.ble site tothe point, where the jWilmington and Raleigh Rail Road passes the Neuse, for a landing. Here the channel wahe ih - it, . r -.v. uoc ol a high bank which is rarely iflj ever over flowed, affording every necessari facility for transhipment. Making Waynesboro' there. lore, a point in the location, three llines were run from station 228, lour and a half miles . Ti T 'he W,''ni,,0 Ral. ei?,!Ul1 Ktl ne !iy wajr oGold.borof i u l y"l"ra makitig Waynes- vesmi uoiosnoro'. to the Wilminjor, and Ral Waynesboru' to Goldsboro' oWjand one by Waynesboro', intersecting the Wilmington and Raleigh Rail Road, 1.03 miles South f ..m. boro . . These line? are all laid down on the a cairn, panymg map in the order here referred to, let. tered A, Ii, and C, and a comparison of ther cost, length and grades will be fouiid on a sheet hereto annexed, upon an examination ofwhiciT it will be found, that the line; nasft.no ihr,.K 117 1 t . t " " .fnesooro and intersecting the Wiimin ..u rwueign rail road 1,03 miles south Goldsboro', designated as Ci or lh n of is 3-S97 feet shorterand will cost 810 277 U laan linn A. which' stand i.-ti ;.. ,i x es3 son. Commencing at station 228j the point of divergence of routes above described, two lines were ,un to Mount Auburn, ten miles East of Raleigb, one crossing the Ne.jse river at Smith beld. the other crossing on the la.ids of Win Vmsous, four miles above Srntthfield. The re suit sows 1 mile. 1720 Jeer! in rt:.fa Gil i.nn - " " - ii -0 ailU 811.000 in cost in favor of the line by Vinsons -the rate of grade and length of a siraiaht line! is also in favor ;of this route jh wi, turar, selected as the basis of the estimatk anH i, Aa. 6i-.n.a,ed " ,hp nP''J ibe rtd line. .m ?,ounl.A't"n. after' a mdst nt Auburn, after, a most thorough and survey oftheicountry, with the examination riew of obtaining the best route thrJmh .Ka t-..'. of Raleigh, three lines were selected for com parison which willibe designajed a the South, middle and North lines. Thsi Sm.ih na - uown wim uat branch .rn..i. j .ii-.. i ' 11 iii i una near Hollernans bridge and run up rocky branch to t.s bead, passing in the (rear of the Governor s and Judge Cameron's residence, and IV 51 I fi lit rr mi r Mrt,r , uie vicinity ot the Hillsboro' road to the end ol this division, srx and a half miles West of Raleigh, Te middle line descends looles branch to its junctibn with Walnut creek, and after crossing Vanu, rreek near Mr. Huich.ngs. it abends along the slope of the ndge between Walnut and Crabtree, to its summ.t tn the race field, thence it follows near ly he coUr8e of the ridge, parses South of Mr. Atkinsons and through Rafeigh Jby Har-ett street to its re-union with ibe "South'-line at Judge Cameron's. f "The North line is iuWical ki.hjthe middle fiM Kl reaC,ie8 3 ,oinl i"1"" he race field and Mr. Atkinson'., it thVn runs a little booth of Mr. Atkinson's an5 thrUgh , Uue Jtreet lythe Raleiyh and Gaston . Ril Rf;ad Depot, bode ol the Female SminaVy and con nects with the middle and SnJ.iherJ. line near the Haywood road on the lands of Dr. Cook R appear from a comparison of these lines as exhibited in the accompanying table, that the bouth line is 1875 feet .hnriJ.l ik... .u tt n a W. i . 1 f " .u SraauaLn and construction is IS6788 le. Infcompari, - u fee comparison L n i -.-. i i . - --i'm i9 i iu leei and the cos. ,s 45.029 in its favon 'I'ne max imum grade is the same n ail these line frrnfi f V same on all h e lir S "lg ratbCr ,n fwr r,he Middl a"endmg westward and ahnm e route j: . -k- . ,1,bie in both "l'.m lvor o( " South Hi curva . .. the oiher la, as com- N.tlT WaluUM uni,fni-ibe'f South and INorth lines through Harrington street, which increased the distance over ik1...wu ies. r , - 'mw wuui line ioy feet and the cost $25511. f . - bein' fliltittCr &ml 6Tee of curvature being al ln ,a,or f South line, I am com pelled tn a professional point of vieiv to give it' preference. There are Liherl considera tions however, which Xk.iL - a ib R,v-il c V J r'?'"7" miiuence - u ,d,lon OI the U imoanv to ohec, n T",d hl a,lnH i'b no serious oljectons sofar a, the grades ol the road are --erned ? Midd,. lin ; wbiIe on Z South l,e tne road ascends with a uniform grade of 47 feet per mile pasaie Z h,ch the esiabli,hmen, ol a fdepot wo.dbe very objectionable, on account) of the difficulty ofoppmgae descending and carting the a remn3 i , ion cin only be removed by introducing a ligbjer grade which can i no other way lm etfeted .ban by in. ITg,b?a'e0fa9Ce,'l ,ron Walnut Creek, he g.ade would be in favor of the heavy ton- lh Ufpot at GuldsUoro'. ione.d l at Ihe point the 1 i .Tampon and R.leigh Comp.ny h.ring principal ttibuarbs above i'Wa0a I"' lewcted at Goldsbcrough cpuld without additional .Mn.. .u. J. Rccommodauona that, would be a saving to the Company. s " IECONO DIVISION. n An,er "Vleral triaI lines across Crabtree Creek which is encountered ,aix miles fom the commencement of jhi. division, a line was selected crossing at Mr. Jere Morris, thence it ascend, along the sloping ground drained in. o Crabuee to Mr. Robt. Witherspoons on the ridge dividing the water, of New Hope and Neuse R.rers, thence tbe line pursue, this ridge, departmg from it only at one place to mainta.n the general direction and at the same lime to avoid the Rrasfield hills which are past, leaving them a half a mile on tbe North, at a tnfl.ng expense encountered in embanking across two small branches of New Hope a" Desarnes, ten miles east of Hillsbrot fro route, present themselves, oneursuing the ridge di. Tiding the AVaters of thf Eno and New Hope nvers, forming an independent line crossing Haw river at Gilbreath's ford, a'nd thence to 1 rovidence meeting house, designated on the way as the Chapel Hill ridge line. The otb er passes by HilUboto' and crossing Haw riv. er at Trol.riger's bridge reunites with tbe oth er at Providence meeting house These routes may be united by a cross line on the ridge di viding the waters of the Eno and Hau, fjv- 1. J rt . - 1 v o l V . luuirs crossing Maw - - M VJ iSOn hetu-een iha i.- .. l i - r-. . llucr ime ana a compar,. " , " "iy oe maae; adopting either of the crossings of the river. Suffice il to say, however, that the result by any combi nation that could be made would be in favor of the route by Hillsbqro', in all the essentials of grades, cost, curvature and distance. I shall therefore dismiss the! Chapel Hill route as it is designated on the map and confine my observ ations to the Hillsboro' route, which after it became evident that it would be the preferred rmte, was subjected to the most elaborate ex plorat.ons. and surveys. The first important enquiry was the pass of the Valley of the Eno the result ofwhich was the establishment of acrossmg at the upper end ofthe town of Hills, boro and again just below the bridge near Browns Mill, them the line ascends aW he s.de hill, of Seven Mile Creek to the ride d.vidmgfhe waters of the Eno from those "of Back creek a branch of Haw river, and along 11 "otr io " vicinity ot the Or- ange and Alamancti county line. From this po.m to tne Haw nver a thorough reconnois ance of the Country was made and the river exammed from the; shallow Ford to Ruffing Willis Jhe result pf this reconnoisar.ee was the selection of four lines crossing Haw River respectively at Gilbrea.hs ford at the mouth of Weeland creek, Conrad Long's and near Trol. lingers br.dge, all uniting at Providence Meeting House. The first line was abandoned on ac! count of its increased length and cost, and the second for the same reasons and in addition thereto m consequence of its objectionable curves and the heavy rock excavations between Back Creek and Haw River. This narrowed down the choice between the two routes cross mg at Long's and at Trollingers bridge, noted on the map as the upper and lower lines comparison of these lines, gives the following results viz : The upper line costs less by 85," 000 and the length is one mile less than the lower line. The lower line has less curvature Qf the minimum radius and" the length of the maximum grades is less, but these favorabl ieaiures not being sufficient to eotinterbala its decreased length and cost. I le ince line the preference and recommend its adopti upper lion. t nim i rov.aence feting House, the line, of this division is traced over very favorable "round along the ridge dividing the waters of Ha'w and Alamance rivers, to its determination on the dividing line between Alamance and Guilford Counties. With the view of cutting ofT the detour, on the route by Hillsboro', around the head of N Hope, a line was reconnoitered diverging at Parris Yates on thi division, one anHn 'Ltr miles from its commencement, passing around 1 the head of Crabtree and by Mr. Bartley Sear's eight miles from Yates', thence aloii" a ridae "dividing the waters of North East, New Hope and White Oak Swamp to Air. Marmaduke Williams, where it crosses New Hope, thence on a ridge between Morgans and Boiling Creeks, io a point about two miles from Chap, el Hill, where the ridge, upon which the Col lege is situated, rises very abruptly ; to as cend tothe summit of this ridge either Mor gans or Boilings are available; having attain ed ihe summit, at Mr. Arch. Andrew's, owincr to the necessity of exceeding our maximum grades , ,he passage; of Cain & Haw Creeks the line would be compelled lo follow the ride ...auiii" -hum? creeKs, until it intersects the li heretolore described as the ChanM Hill rid ne ""rt,,c"' ir. rreu. iniams, and th linn Lno. l. ? I Ir-, i. . . e ence with that line as run. Owing to these frequent de- flections this route, although called the direct be about two mile longer iknn route, would j the line by Hillsboro' and a comparison of the grades, curvature and Cost would also be aaina ii. inis Deing the result ofthe reconnisance, it was not thought advisible to incur the ex. pense of a survey. THIRD DIVISION. This division begins, on the Alamance and Ouillord lines, about one and a half miles north ofthe stage road on lite ridge dividing the wa ters of Traverse creek,from those of Alamance and continues on this ridge about two miles thence it descends the; Valley of Rock Creek which it crosses at the junction with Cedar prong, thence upon the south slope of Cedar prong Valley to the summit of tbe ridge, divi ding its waters from Birch Creek, thenco along .... oll,f,r U1 uje rmgef aiviaing Alamance and South Buffalo creeks, crossing it at the intersection of Shallowford and Fayetteville. roads. The line then descends to south Buf fab creek, crossing it about one thousand feet below the stage road bridge, I hence it descends to Ihe ridge between North and South Buffalo creeks on which it continues to Greensboro', crossing South street three hundred feet north of the Caldwell Institute, thence on the ridge to station 923 near Mr. Nathan Hiatts'. From fbis point 10 Lexington, three lines present iiiemseives mr comparison which we will de. signate the Fair grove Middle and Northern lines. ; The Fair grove and Middle lines are com mon to Prospect meeting house ; before reach ing this point the line crosses South Bufialo near Mr. A. Wilsons, Bull Run a little below the stage road ford, and Deap river 1200 feet below the stage roajd bridge; thence the line passes a little to the South ol Jamestown, un jjhe soputb rong of Big branch to station 1839, a quarter ol a mile u est of Prospect meeting bouse on ibe summit ofthe ridge between Deep river and the Yadkin.1 From station 1839 it continues heading hearty the waters of Hunts Fork, thence it'deicend along, tbe South slope of,the Valley' of Hame.' creek, crossing the RaieigQ roadsnear Fair Grove-meeting fiouse mn j i - j" tHcctiuv iiuusc S2hfr e VhjMl-.h. ro.d Pmt near the house of m!tk v...- Ih.i... I ii I . -T" wmilU vurii, .1 Vnn V lhe iKle'S and passes about 300 feet to the Mi r .u- t .'. ,c . ,, me i our nouse. Thn, u 7 " . 10 AIho,,3 reek. crossing it about three fourths of i.-t ..... n.. j L6 . . Abt.otts creek, crossing be valley ot q,ime's J,racb lo ibe ,un.iil f IhP Tin era I. ...... til!.. . -8-'Mn.Aoiiptti and Swearing creeks "car ar" . at tbe cross njr of :h- about 4.500 feet crossing ot ;he stage road west of ih ttnpr il i..m. iL. 4.L Li- - - The middle line diverge, from the Fair Grove line atj station (1839. crosses the head Rich Fork and Hambie's creek, which it fol. lows three mijes ; thelnce it descends into the Valley of Jimmies cref to Conrads's old mill; here tbe line crosses the creek and again makes two costings at the bend opposite Mr,. Lopp's and passes over the point of a ridge between Jimmies creek and Rijb Fork, crossin- the Iat. er near its junction with Hambies Creek, thence it crosses Abbotts Creek about half a mile above the junction of Rich Fork, thence passes up the .valley ol Abbot. creek, cross es Leonard creek near its mouth and thence along the sloping srrobnd ol Leonard to Parks', pacing Leiington 1200 feet South oy a route leaving ibe tie which is rnm iuii, passing three fourths of a T ! ,ng hUfe' and comin2 'he m.ddle line again about 5 miles 1644 feet from tne point of starting. ! N Northern line;" line deflects from the ajr Grove and middle lines, at Mation 923 at Heats ; thence it crqsses South Buffalo creek j T) j - IC IIUIU1 OI mila n n -I 1. C a nine ueiow me Sa em roarf ii .U I o the summit of the ridge between Haw and Deep nvers ; thence i descends Piney branch to its mouth, where it crosses the North pron of Deep r.ver thencej passing over the ridoe between the North and South prong, it crosses the South prong just below Chaprnans mill. I hence ,t follows up Tan Yard branch to its head, thence crosses Rich Fork near its source and immed.ately ascends to the ridge between Abbotts creek and Rh Fork, along which it runs to Mr. Andrew Links on the stage road when it commences descending and crosses Ab bolts Creek about half a mile below the stae road bridge and ihencp along .he grounds of Abbotts creek to its reunion with the middle line at station 2381. The length curvature, grades, cost of construction and maintenance being ,n favor of the middle line. I give it pre lerence and recommend its adoption. FOURTH DAVISION. The location of this division commences at the termination of the; Third Division above described. The line passes through the far-famed fertile lands of the Jersey j Secernent. Swearin Creek and North Potts Creek, which waters these lands are crossed, the 1st at Yarbrough's old mill and Jhe second about a mile below Dr. Holt s-mill on the lands of Dr. Holt, which lurn.sh the best evidence on the line, of the beneficial effects of a judicious combination of science and practical experience in farmine. ,tSe'rn, JrTh f PoU's Creek is "ed at the I rad.ng Ford road, and by a cut across this road the line enters the Valley of the Yad kin which it pursues to station 2720 on me and of Mr. McDonald. Vmm Una. 1 . . T -"" HOIIIl IWO "nc located across ih e ladkin. Tbo upper Jme crosses the river a little below Locke s brid ge, ona bridge GOO feet Ion". 46 feet above low water and .... rni . i 30 leet above hih lower end of Cott;,n'a! r.io.,,i i... i. . i rt r . oj it urmge 1UUU feet long, 8 feet above high water and 24 feel above low water. I am not prepared to give an opinion as to the comparative advantages of hese ,wo lnes and express my preference un HI a farther examination has been made, which will be done the first low slage f lhe waler. I Bliall however, place in the general estimates such a sum as will embrace the cost and any conlingences of a farther examination. These two lines re-unite at station 2517 on the ride near the head of small branches of the Yadkin and thence for a distance of 22 miles follows 'he ridge, keeping within the vicinity of the stage road and passing at station 2315 the town of Salisbury. From stalion 13o8 (he ,jiie descends to the valley of Irish Buffalo and crosses the creek near the old mill dam a quar tor of a mile below the public road and about a mile from the village of Concord. Thence crossing CatiBle Creek and Rocky River, 423 and o78 miles respectively from Irish Bufialo, the line passes over mto the valley ofthe Back Creek and ascending the ridge between Back and Mallard Creeks, the summit of which is gained near Col. Cochran's, it then follows the creek of the ridge from which it descends, Prncsinn cnA ..r . L I t I Maries of Sugar creek, into the valley of one nf Bw,e uri,e neau waters o thp trll.,, the main branches of that creek, abut which it is traced to a favorable point for crossing at station 132, thence to Charlotte passing onlhe south eastern side of toe town to station 1049 the end of the Charlotte Rail Road. i ne line above described is the result of I I 1 I I W m .. 1 a icui.mioisance ot the Country and par son ot the cost, grades and length with a trial between Le?ing.dn and the Yki,, anA : . i . j a com- 1 t lirn r n I .11 1 .i "as aiu tesiea uv tne merit of ino i I . 1 ! the vicinity of Concord to Charlotte, crossing Irish Bufialo at Coleman's quarter and pain to the West of Rack creek, by different cross! tngs of the intermediate streams. The line by Mount Mourne was; also compared with it and was found from itsreater length to be ob jectioirable. ln the above description of the several divi. sions I have omitted numerous lines that were surveyed and examined, which will be found in the mem. of the Principal Assistants, herewith laid before you, and to which I beg leave to refer. I have confined myself to those lines, in whose comparison I supposed: the stockholders might leel an interest. . The surveys have been made throughout in reference solely to . he interests of the company. It has been your pleasure to leave me free and untrammeled, with no other declaration! opin ion on your part than in expression of y our so Iictude for the selection ofthe best and most practicable route,! and it has been my most earnest desire to conform to your wishes; no pains have been -pared on rny part and no la bor has been wanting on the part of those en trusted with ih H.itu .. : :. m , -'T'j -'' i 'bL inio eneel mv fi- l. I . . -: ' r"' j - -r i MiMuing nas ueen lett to specu ation, theory duced to practice is the formula by which i lave been governed in my efforts, in the Janguage of the charter, to ob- aijru j v i riH ri0 nna i Ai i. . a lusiiutiiuiis. infl i n m rr i.ac ..... ii i well known and LZiL0' "7 ' '? V" 'J proved tm.- taio the most practicable route for ' ! from.lhe Wilmington and Raleigh ' a rail road I iruuj.iuo ir nmifjvioii alia uHlfln lioau. via K.!cigh .nd S.lf.burj. ,o .k. tow.f CW ' I JUUC. I beliere such a route is now presented to You. and that there i not a R.il rt..A ;n ik. I J . ItiNlU ill IIIT- country otthe Jength which possesses eq.ial facilities tor the economical application of Lo comotive power. - The grades no where ex ceed fifty feet a mile and curves of rive degrees deflection adonlerl a lK minitniuu . . . but verv few in!nre.. Th l..n,u ,a road is 223 miles. I have estimated for a single track with the condition of the waste earth being deposed and the borrowed earth taken by widening the Cuts with a view t rl.mi.l. t,,.k i p...4 ----- v..v xavn. awe i'iuM tirl In I r. fA I r ' . . . . 7 " ' S"" o' suitable 4 , m pounas to tne yard. The drain and culverts are alf to be limit C i . .li . "r oricK. and the wooden Midges . ti uii uje most 6U ainllal hi... ..f k orating, resting n lire stone abutments, and : every description of work to be as permanent ; and durable as any of a similar kind in tbe . country. The warehouses will be of wood. J"he who,e of the road on this plan, in. eluding engineering expenses, superstruction and land damages and everything appertaining to the road way, will be 3,105,3.12. In this estimate I have endeavored to pro vide fur every possible contingency that may arise. Such as increase of labor and provia. ions, unforeseen difficulties in sinking founda Hons, and although the amount of each excava tion has been ascertained by repealed boring on nearly the whole line, lest it might hav"e been missed in our examination. I have made a liberal allowance for that contingency, also, so that I feel every confidence in statin ,he above sum as full and sufficient to coverall ex penditures for the items therein embraced and, every thing is included except the locomo. lives, cars and coaches and the shops for re newal and repairs. The cost of the shop and fixures may be put down at Sl00,000 though the whole of this ex penditure will not be necessary before the com plel.on of the road ; it may be spread over two or three years after the road goes into opera lion. . r The numbers of Locomotives and their trains depend of course entirely on the amount of bu siness.and may be increased as the wants of the company require. It is not usual to embrace mjhe original estimates and charge iorn,,i..l - j vi y i t II more than barely sufficient to put the road into operation, and with inconsiderable additions carry it through and enable it to do the I.,,.:' " " mis resiriciiou submit the following estimate, viz ml .! ne ol the hrt vear V:,u .u:. w uiiu)iiiimivp, a, 7 500 6 Passenger cars, 2.000 4 Baggage and mail cars, 1,000 80 Burthen cars, qqq S75.000 12 000 4.000 43 000 VIM ' L V 1 3' V hich sum alded to the two precedim give S3.405.132. for the road way cquh and workshops. S139.600 sums equipment Nod.fficul.y or extraordinary expenoitures will be encountered on any portion of the line in procuring substantial foundations for the wo.ks ol art. The soil on every portion is ne. cu.iarly adapted to-the formation of a dry and firm road bed ; timt.er for sills are found every where convenient to the line ; rr several of , ....u-rs., u wni nave to ,e transported a considerable distance ; with this exception and i the scarcity of good building rock at ome points, Suitable- materials of every kjnf are found every where convenient to the line. In relation to the income of the road i have ! no data il it were my province to do so, upon j which I would be uillmg to venture even a ! "Jiure of the specific amount. But, upon a subject ol so much importance to the t0rk holders it may be expected .hat I should say sw.oemmg, at least in relaiioii to the and just expectatio-is that may be prospects entertained ny mose wtio have embarked in it. This rail road passes through the almost en tire length ofthe State, il embrace, in iu rou'e a variety of soil and productions n.,i to be found on any railroad in the country. It commences m Ihe rice fields on the Cape Fear and termi nates in the cotton fields of the ancient and honored county of Mecklenburg. traver,inr B Us way a highly productive Grain, TobiVco and Cotton growing country. What is defi c.ent on one part of the line to supply the want,, ol man is found on another, the raw rnateiial on one point will supply the rn im.fartores at another, who in tirrn will scdoot ihe wrought fabrics lo the producer. The u heat and flour ofthe West will be exchanged lor Ihe product, of the coat, and th is a reciprocal, grou i.r anfJ constantly increasing way trade will sprint up which the history ol rarhfoad shew,.i,ihe m-.t profitable business ; indeed, I hat it U the only business that pays. The;, there is the enter pricing and flourishing town of Wilmington which may be 'regained a the eastern "ter minus of the road, with her large West India trade and varied commerce, giving her the a bility to supply the wants of the producers and creating a constant demand for their produc tions, and the markets of Viminia thrown by the Raleigb and Gaston Rail U their demands and means of supply, all uniiin to stimula.e i,trtf a .P. ?. .T" "S ibvuij. n ii tl piumictMin ana mus auu sucn an amount ol tonnage and business to the road as to render it almost unnecessary to look" liPVoorl itc - .1 . . i j . - , ,.a illT lie sources ot its proauctiveness. But, .I . Rnt if ua i but ,f we were permitted to ,UWI1 iau, we cou;n with nmie . m.o-h I I r r. I . . .. il . sibility of argument as we see urged everyday, j in connection with other schemes, pUce this one also in communication with Memphis which seems to be regarded by many as a point on the great high way to the Pacific, and we ! could then without any very great stretch ofthe : imagination, extend .his road to Beaufort, and 1 lanry her safe and secure harbor ciowded with j shipping from all parts of the worjj. Such ; speculations would probably not be considered ! rational, though far within the bound of the 1 visions which fill the mind of the projectors of I Rail Roads possessing nothing like the proba- j liilltlMj r-if i : . r i i " iy -"iijp.iMjiiieiM as wouia seem lo attend the very reasonable project of extend ing lhe North Carolina Road into Tennessee and down to Beaufort. And why should not North Carolina accom v1t L aL ? M W m a . pu.o .nis enterprise f I te,eve she will ; she I has already authorised survives in 9cn.;. iuc cost ot extending the road over thp tains and granted a charter for a Rail Road to Newbern ; both schemes are entirely feasible moun- iti the future, althouob in my opiu,n in the certain future. I prefer reasoning from the past and grasping what is before me. Looking, .hen, a. I hare said, to the w,de .pread demand, and to the ability and -, to- uui lueso scnemes are canacttv .f r . .i ! dersV the road to .upPly that drin no fears of ibe ,u!, and frtf.,tu M lt elling beyond the Mrd-rs of the Sui, J of trade, nnd travel i.. a . tiveness of the Slock ,f the X. Cnrub '"b Road. I am. however, not n.diff-r..', income arUii).; fr.,in beThr..ih i..; 0 1 nno fit i kii a- . i 1 count largely utx.n fi mm our Conner.. ; . 4 the Charlotte and South Caroli,.:. ! .:. I mm Having, however, in the outlet cofiIled H self to the limits' of the roadjand to statement of its influence in !Dromi;,. N ",uu'i".'' luereny adding ; to the ea'.i the State, nnd creating 'business u,T j, have, although entertaining juH eiTM." wt felt myself at libertv lo draw inn.lK . I .L I I .. . ' b Irlt rajs,f , M,,rlJ ,u djV k ' the -- -jr-ifnt cfwnputanon as mysell ; to make such adji :n:tte to others nuiin . k ' as may tuit their views The effect of rail roads every where istoincs ralne of lands. The ratio of increase is d. rr,d.t. tbe fertility of the i and ibe remoteness of th. froo market, and tbe amount of increase iti-jw11 capitalized sum which the saving in the In,. UDon thn annual nrrtftiif nf M , metjice, if the annual saviqj io the trar.sp l the products of an acre of land is ooe Ar ,i. ' "" o' . i - uc WUU1U f-iv the land will be increased $16.2-3, tbe capiat m' fix per cnL wouIdyieJd a dollar. M v owB Hl)' is that the lands on the line of the No'rrh .4 Road will be increased universally acknowledged principle of t.,niL would irive. for the M f att fw. .... a greater ratio than ih ,:.a rreatly underrated, especially from Lexington to ( lotte ; the bndi on this portion of the road . h Cotton as well as (.rain, compared with land- ,n V ia similarly situated in reference to markets ad .T' grow only grain and rass, are valued at than half the pnee of the lands in Virjrinia ' Ti"C of the Kail Road will be to raisj Uies lands ZT proper standard of value and add also there'.. k VOl-t- i.. . .u ,ai7 auMii irora tne aitninutHHi in ihe transportation. The manufacturing establishments on th? !,:)f work, which ar ni7 in .... -.:... i. , . h-1n a1 trains a.a.1 '. aT- . . . or Clininor ..nIiii,r, ...II . . .u iru-iin an impuise tha w.'i . f ward iUir.n..nr..;. : r. ' "'.! , ; B fupr'eiors. and revive lh-d'lir, ing hopes of the advocate of home industry. Fr , be obvious to every one how they are affected ui cost of transportation. The expense f-tninpiorTinff iUa r,-. . I manufactured pooTs, consumes aa element n XV r ! of those g, ,Kis in market. The means of irann , lure of guinis for maritct, and the same prince aw ' as well in the improvement ..f .1.. . . Ihe man with jkxJ machinery can manufacture pr ably aud sell at a price at which the one wiih i,;' , , w luuK-u. ii men we apply ihi urtx. pie to the transportation of the raw materiil.'bread 2f and oth.r arUc, vf conBUmuU)I1 n niaoufacllln..,k h ",e k -nfKd: " -r calculat,.,,, that he who can make use of a rail ,uad for ih.. D0-" I ; ,UUUIJUOW8 5 ne hberar system of mrr, mpnn.u at the North has cheapened xJZ i iai ku ci meir Mppliw. I doubt not.it on i rt i - ' ' ' M- ' . ' 'on. mat trw tran6,,rtatiur, of a hu,cf ft . on .., tUe uuenor tirgia . the vicinity ufll: " road to cost, le than the lransportai:o .. M v2 ny mamTactone. ,n North Carolina, wihb a u,.d" miles of iha (.'otto,, fields. "i-u... ,oT,h;..r;'d.,1?, ,,n in l.h .riCe"f tran.rt.iiDn inuM-k T ' 111 KUH"1111 " rkuig or theexi6tinge.uk. ishmi-iits mi t.. i f..i n .i ' ; ia nc"y. and with the r fa' e ss the erection of ott...r- u ,m f..u . B" 1 v ",c lJie Wl" become a mansfacturing and li censoquence a co,miIlfr as W as ,irudllci S f,,L. . uiioi in itiecar .,. hiii Su.,m:aie. ei.coura a.ni Wr ihe ir ncu rural mt.-re-t, whiclxis the -reat ,uter: ..f v..5. .riii , "riiniiqiu vi i accom. ph.hed hy the .lent work:,, ,.f lhe ,VMt.ni uf improvemem,. without d.Ha M.Wf'to h.- t!..ri..,-,, prejudL-ccofanyo,,,.. The .r,al,tt , w u conferred I on the greatest uun.Ur. I i fad ail w,! U hvnetmed. l or th, Nor.h Carolma Ua.l Koad no, mere , me of rail road accummodatinp a Birie!e W t traxel arm oM-ratuitr U:i a narrow hct,a -,f il... s And thus the rn-at ,-.uU ,.c . , there i K-arc-Iy jny portion orai.v in:, rest iinJ:- r't that is ,,.,1 t.eM fitt.-d ,y u,ls W(,rk. ,t ,raver ne.r'v the whoie !e:,:h of th- State, a the Central Uajl ,,i I p.ojected hy t,,e old and ardent frni of mternal m. li oiemeiu, crossmjr ti.e rh.-.Mi. !s.,f Ntn rivers, hnnfirr their water f;,;: i p vf the pr'jic jwi Hill! ictorii ,L1 the actual vicinity ofthe SeaU.ard. cult to plan a work. n'n..r- . ... It w,.uM K- rf:. wntiallv a State work. Tt i.. .i 1 L' .1 t.lA .. 1 'I-i " . ' t',"," ,..r-WiM.iit::.v- , - , , . o.ei .-.ves nave made i m. by their w,.!- fj.r.-ad a.vi u,,r. r.ie,,ted in- i rn u. , u. . a, ,su ascription of a ti:;'!:,.:. ,1 dollars, ai.d brtheir l,,"""e, ieiK OI e copartners!.,,, f the Stv.e fr,. one end to the other, in her Kubscnpt,..:, f lVo miUioni more. that they will not he duapHnted in iheir ex- peiwiions, i am quite pure, unless ,t should tarn out, and j there is no .reason why it should he h,, that the am cause in .North Carolina will not produce U- MIn, t. j fects as ,n other States, Sonh. So.uh. Kast and W j In those Mat-s it is found that rail n-ads relieve the bur , den of taxation. First by the dwF-rence , th- c.: of j transportation by common rads and bv rail ruad., uh.cb : may Mated at about ,-wo t0-o,,e. SeCon.iiy, hy ,. , creasing the taxable property or, the line of v ro'ad. a ! general reduction of taxes is made, U.us li the taxes o lands u.or remote, civ,c ,j,m au aijdjt";I14j . value, and thus-the benefit of the road are extended fr and wide, and are felt by the whole fl(rril,.,i n.t. And furthermore the general h-uefit which r j suit to trade and commerce from rail r..:.ds ii otl.T ! ; States extend to every p.,rti.,ti of their terriu.rv ; every I branch of industry i alF-cted by ,!,e;.rade and com. ft , merce opened by these channel of communication. So'? ! vcnWt that the same results Will be experienced tJ j n -North Caroluii. Inhort,the eileft of a judiciouiL' - " o.e.u. iu is io unite a Suie as i: I were in one .great c.innv.inity with their wanti d . mands and supplies brought to view, Htm.ulaiio entr- p.ise anu maustry m all t.ie arts and vim,.,, man. . lWilBVI And last, thon-h not on this account the le83f,0f th .rniH.rtant benefus of the North Carolina R.iiti, i the effect it w.il have to withdraw tbe inducement u emigratuin which every year deprives the Stale of i portion of her mo,t vigorous, enterprising and inU-lliWs: population. I am, gentlemen, very rtspectfulty " y,,ur "bedient servant. " AI.I l.K V.NN, Civil Knzj liter ! LADIES' DRESS GOODS. I . Salisbury. May S. l-ol. IE. MYERSES ! mer snpply of Ladies Dress Goods, ccjnrislin in p-.rf' ik' - 'iijhu nsurtd ?i,k9 and Pop ins, beraze de La re j plain and prmted beraee. a. 25 h. T .? . t. sues, grenadines,, ugtrrs an(j a LSennesl French lawta:.: f jaconets. EInghsh. French and American prints, Fr-n:: U and Scotch ginghams, rnuslii. and lin.rlH a J -.-rji aia as?onment ol plain, figured, checked nrj ii , - . . i :';rc' r jroicrr- r o,, ,uijn5.r.i9nnp lawns. Kmb.ed and Eiabr ed muslins. All of which he is ofwir, 9, Unprecedented Low Prices ! f Don't forget the store with the srn ,if H ti ri C I o-iuyi.ury, .nay . K-51. i j- IMPORTANT KeWS Rail Road Contractors and 0(hcr'. FOIt u.UAfcffcK &, CO., hav XJL. this day received from New York a larse f.ock ef i S0LE LEATHER. ! French Calf SVin. Root & Shoo Triiuiiiiii-H generally. Those about to enacrJ j irt Rail Road contracts wou'd find itj o their interet m catfand look af our lar?f Mock ofhraw .s,w t,. Gentlemen, we would sav that we Lav a"- 1 j good materials for manufacturing as can he found in sr ui me onnern omes. it has becorne quite conim to tray and make a flourish about j materia Is hart; been bought for cah, Jcc. but we say without fear contradiction that we have the' Best Workmen oa E00TS and Ladies SHOES -to be found in ihis State. As to prices., we will sell" low as the lowest. We warrant all our work to fit wr A call is respectfully solicited from the public. 0r shop is one door below the Book Store, and former'? occupied by Mr. Jacob Lefler. j H. B. CASPER CO. Salisbury; May , 1851. 52 i Lnd.rs is f.:,r