A WHIG JOURNAL : DEVOTED TO POLITICS, GENERAL NEWS, AND TO CONSTITUTIONAL REFORM AND THE PEOPLE'S RIGHTS.
RALEIGH, FRIDAY, MAY 23, 1851. JrcSa. Mc frcs&o. 26
VOL. IV,
THE TIMES.
CHARLES C. RABOTEAU,
' EDITOR AND PROPRIETOR
TERMS. ,
Two Dollars per Pnnum in advance.
Two Dollars and Fiftr Cents If not paid
within six months.
Three Dollars if payment is delayed to
the end of the subscription year.
fj5 To Clubs, we will send Six Copies
for Ten Dollars, and Twelve Copies for
Eighteen Dollars, when the money accom
panies the order.
MA J. GWYNN'S REPORT.
line of any extent either level or of a given
inclination to t he horizon could be , main
tained, without -resorting to a continual
succession of heavy cuttings and fillings,
and an infinite series of abrupt curves. In
many places the ridges and hills that would
be crossed are composed of gravel inter
mixed with stones and not uufrequently
they are formed, entirely of rock, which
would add greatly to the expense of grad
uation. The extent of these difficulties may be
regarded as unlimited on the South to
wards which the wafer courses that are
crossed flow : in search of a route, on the
die and Southern line near the Haywood line has leas curvature of the minimum
road on the lands of Dr. Cook.
It appears from a comparison of these
lines as exhibited in the accompanying
fable, that the South line is 1875 feet short
er and that the cost of graduation and con
struction is S'67SS lcss than on the Middle
line, and that in comparison with the
Northern line, the length i3 2175 feet and
the cost is 545,029 in its favour. The
maximum grade is the same on . all these
lines, the grade being rather in favour of
the Middle route ascending westward and
about the same in both directions as the
INortbern line. 1 he curvature is also in
Raleigh, May 5ih, 1851.
To the President and Directors of the
North Carolina Rail Roud Compa-
"7- - v
Gentt.rmev : I have the honor to
submit the following report of the progress
and results of the surveys for the North
Carolina Rail Road.
Acting under 3'our instructions to me of
July -13(h, I proceeded to organize four
- parties of Engineers. To give efficiency
to these patties, devolve due responsibility,
and incite a laudable emulation, I gave'to
each party acting tinder mv instructions
a separate and independent charge, and to
this end the line was divided into four di
' visions. ;-
The First Division commences at the
Wilmington -and. Raleigh Rail Road and
terminates six r.nd a half miles West of
Raleigh. The Second Division commen
cing at the last named point, extends to
the Guilford County line. The Third
Division thence to Lexington and the
fourth Division from Lexington to Char
lotte. The duty of -surveying and locating
these divisions, was assigned respectively
to Mr. Lewis, Mr. Prevost, jr, Mr. John
C McRae, Mr. J . L. Gregg, and Mr. John
McRae, with the rank of Principal Assis
tants. Each party was furnished with the
necessary Assistants, Draftsmen, Rodmen,
Chainmen, and Axemen.
Mr. Prevost was sent to the fie'd on the
21st August, Mr. John C McRae on ,
the 2G;h of the same month, Mr. Gregg
on the 18th of September, and Mr. John
McRae on the 27th August. ;
T-,e aggregate number ef miles run by
these parties, including the experimental
surveys, the apDroximate and final location
amounts to 14y4 miles. When it is re
membered that the period of dieir employ
ment embraced the inclement season of the
late fall months, and the winter and early
Spring months, the amount of labor they
have performed cannot but prove satistac
ion, and i' fully attests the energy, indus
try, and fidelity on the part of the heads
of the respective parties.
The conditions imposed by the Chrater
make R.'deiorb. and Salisbury intermediate
points in t.;e line of the road. By a res
olution of the stockholders at their meeting
held in Salisbury on the I2;h of July,
instructions were given to ascertain oy ac
tual survey whether a route passing near
the Towns of Killsboro, Graham, Oeens-
boro. Lexinarton and Concord, all things
considered, would not be the most practi
cable. - Keening these instructions before
North, there i3 no medium short' of the I favour of the South line as compared with
sources or nearly so of the principal tribu- both of the other lines,
t-ries above mentioned of the Haw and A line was also run uniting the South
the Yadkin. Being satisfied, therefore, and North lines through Harrington 'street,:
that no line could be obtained on the di- which increased the distance over the South,
rect route without such frequent deflections line 2750 feet and the cost 2551 1 .
as would make it quite as long, that it The cost distance and degree of curya-
would be more costly- and, objectionable hire being all m favour ofihe Soumline, I
both in grades and curvavure, than the am compelled in a professional point of view
routearound the heads of the water cours- fogive it my prefeience. There are other
es before mentioned, that no intermediate considerations however which may properly,
route could be found, and that a survey of influence the Board, such as the propriety,
the direct route would be attended p obably the necessity and obligation of the
with no better results than loss of time and Company, to put a depot within the cor-
unnecessary expenditure, I determined to porate limits of Raleigh, which would be
abandon it at once," arid make the detour attended with no serious objections so far
of the ridge, so plain!y indicated by the as the erodes of the road are concerned on
topography of the Country as the route for the Middle line ; while on the South line
the rail road, which I shall now proceed the road ascends with a uniform grade of
to describe under four separate heads, cor
responding to the four divisions of the line
heretofore defined .
FIRST
DIVISION.
me, regarding them however, as impera
tive only so faras respects the requirements
of the Charter, to construct a , Kail Road
from the Wilminaton and Raleigh Rail
Ro;id via Raleigh and Salisbury to Char
lotte, and onlv as absolute under the .di
rections of the stockholders to ascertain the
practicability in comparison with other
routes', of a location through the towns of
Hillsboro',, . Graham, Greensboro', Lex
ington and Concord, and not by any
means as restricting the location to those
towns. The line would occupy precisely
the same ground which it doe3 had no al
lusion to those towns been made in the
proceedings of the stockholders. I explor
ed or caused to be examined every route
between the Wilmington and Raleigh
Rail Road, and Charlotte via Raleigh and
Salisbury , .which I thought at all feasible
and surveyel every line that in my judg
ment was deemed necssary to the attain
ment of the most practicable route, aftd
the results of those examinations it is now
ray purpose a? briefly as may be to lay be
fore you.. But it may be pertinent before
entering .upon, a description of the lines
which were surveyed, to submit- a few re
marks upon the general features of the in
termediate country between Raleigh and
Salisbury, and their influence upon the lo-.-Ation.
An inspection of the map pfthe
State will show lhatastraightline between
Raleigh and Salisbury is crossed by the
waters of the Haw and Yadkin rivers, and
by their almost innumerable tributaries,
mbracing among the most conspicuous,
.with. their branches, New Hope. Rocky
' Deep and Uhaiie rivers. ' Any one who
lias travelled the direct road from Raleigh
to Salisbury, by FtUshoro and Ashboro
must have indelibly impressed on his mind
the many "ups and downs" which he en-
counters, and it must have occurred to him
when slowly climbing up the hills which
ever and anon rise before, how much the
road might be improved by winding around
them, through some of th munerous rav
ines which constantly present themselves
on the one hand or the other- These
lull whicjj so much obstruct the common
road, and the graduation of which, to easy
grades, would render it so serpentine and
devious, and carry it so- much out of the
direct course, would affect in a much
greater degree the route of a rail road no.
This Division unites the North Carolina-
Rail Road with the Wilmington and Ra
leigh Rail Road, thus forming a continu
ous line from the Seaboard through the
heart of the State and reducing to realiz
tion the long deferred hopes of a Central
Rad Road
The Charter requires that the Rail Road
shall connect with the Wilmington and
Raleigh Rail Road, "where the same pass
es over the Neuse !" The bridge of the
Wilmington and. Raleigh Rail Road," over
the Neuse, is united to the mam land on
each side by trestle work across extensive
low grounds, subject to frequent inunda
tions, which affords no secure site for a
landing" or suitable place for bidding. As
this provision of the charter was evidentlv
intended to unite the Rail Road, with
Steamboat Navigation on the Neuse, and
thus extend its benefits and a participation
of its advantages to the lower Neuse, 1
have on account of the objections above
assigned to a strict compliance with the
letter of the charter, directed ' the approach
to the Wilmington and Raleigh Rail Road ,
47 feet, per mile past Raleigh, upon
which the establishment of a depot '.'would
be very objectionable, an account of the
difficult' of slopping the descending and
starting the ascending trains, and this
objection can only be removed by.intruduc-'
ing a lighter grade which can in no other
way he effected than by increasing the rate
of ascent from Walnut Creek, which would
operate against this line ; but as the grade
would he m favor ol the heavy tonnage, it
would still maintain its superiority oecr the
middle line. ' ' - '
Recurring again to the commencement
of the line at the Wilmington and Raleigh
Raid Road, I would recommend the estab
lishment of the Depot at Goldsboro', in
stead of at the point of connection of the
roads for the reason that the ."Wilmington
and Raleigh Rail Road Company having
warehouses already erected at Goldsboro'
could v ithout additional expense to them
give accomodati6ns that would be a saving
to the Company.
SECOND DIVISION.
After several trial lines acros3 Crabiree
creek which is encountered six miles from
the commencement, of this division, a line
was selected crossing at Mr. Jere Morris',
thence it ascends along the sloping crround
I radius and the length of the maximum
grades is less, but these faveurable features
not being sufficient to counterbalance its
decreased Iei.gth and cost, 1 give the upper
Hne the Reference and recommend its
adoption. From : Providence Meeting
Ilouse the line, of this division is traced
over very fa vourable ground along the ridge
dividing the waters of Haw and Alamance
rivers, to' its termination on the dividing
line between Alamance and Guilford Counties.:-.
With the view of cutting off the detour,
on the route by Hillsboro', around the
head of N. Hope, a line was reconnoitred
diverging at Parriss Yates on this division,
one and a half miles from its commence
ment, passing arouhd the head of Crabtree
and by Mr. Bartley Sear's eight miles I
from Yates', thence along a ridge dividing
the waters of ISoith Eat, New Hope and
White Oak Swamp to Mr. Marmaduke
Williams,'-'-where it. Crosses New Hope,
thence on the ride -between Morgans and
Boilings Creeks, to a point about two miles
from Chapel Hill, where the ridge, upon
which the College is situated, rises very
abruptly ; to ascend to the summit of this
ridee either Morgans or Boilings are avail
able ; having attained -die summitat Mr.
Arch- Andrew's owing to the necessity of
exceeding onr maximum grades in the pas
sage of Cain-and Haw Creeks, the line
would be compelled to follow the ridge
descends Piney branch to its mouth, where! occur in but very few instances. The length
heading these creeks, -until it intersects the
line heretofore "described as the Chapel Hill
Ridsre line, near Mr; Fredk Williams, and
thence with that line as rim.. Owing to
these frequent deflections this route, al
though called me
direct
about two'- miles longer
route, would be
than the line bv
by the way of Waynesboro', which affords drained info Crabtree to Mr. Robt. Wiiher-
the nearest eligible site to the point, where spoons on the ridge dividing the waters of
the Wilmington and Raleigh Rail Road New Hope and Neuse Rivers, thence the
passes the Neuse, for a landing. Here the line pursues thi rntec, departing from it
channel washes the base of a high bank only at one place to maintain the general
which is rarely if ever overflowed, afford- direction and at the same time avoid the
ing every necessary facility for transhipment. Brasfield hilts which are past, leaving them
Making Waynesboro' therefore, a point in a half a mile on the North, at a trifling ex
the location, three lines were run from sta- pense encountered in embanking across two
tion SdSf four and a hatf,mile3 West ot small branches of New hope. At LFesar-
Goldsboro', to the Wilmington and Raleigh nes, ten miles east of Hillsboro', two routes
Rail Road, on by the way of Goldsboro', present themselves, one pursuing die ridge
and thence to Waynesboro', making Way- dividing the waters of the Eno and New
nesboro the terminus of the road. , One Hope rivers, -forming an independent Ine
by Waynesboro' to Goldsboro direct , and
one by Waynesboro', intersecting the Wil
mington and rlaleigh Rail Road, 1,03
miles South of Goldsboro .
These lines are all laid down on the ac
companying map in the order here referred
to, lettered A, B, and C, and "a compari
son of their cost, length and grades will be
found on a sheet hereto annexed, upon an
examination of which it will be found, that
the line passing through Waynesboro and
intersecting the Wilmington and Raleigh
Rail Road 1.03 miles south of Goldsboro',
designated as C, on the map, is 3887 feet
shorter and 'will cost $1 0,277 less than line
A, which stands next m the comparison.
Hillsboro and a eompanwn of the grades,
curvature and cost would also be against it
This being the result of the reconnoisance,
it was not thought advisable to incur the
expense' of a survey. ,1
THIRD DIVISION
This division begins on the Alamance
and Guildford lines, about one and a half
miles north of iho s:ar road on the ride
dividing the. waters: of Traverse creek from
those of Alamance and continues on this
ridcre about two mile?,' thence it descends
the Valley of Rock Creek-which it crosses
at its junction with Cedar prong, theney
upon the south slope of Cedar prong Vallee
to the summit of the ridge, dividing its wa
fers from Bitch Creek, thence along the
South slope of the ridge,- dividing Ala
mance and South Buflaloe creeks, crossing
it at the intersection of the Shallowford
and Fayetteviile roads. The line then de
scends to south Bufialoe, creek, crossing it
about one thousand feet below the stage
road bridge, thence it ctescends to the ridge
between North and South Buflaloe
creeks on which it continues to Greens
boro', crossing South street three hundred
feet -north of the Caldwell Institute, thence
on His ndge to station near iur.
Nathan Hiatfs'. From this point to Lex-ir.n-fon,
three lines present themselves for
comparison which we. will designate the
Fair Grove, Middle and Northern lines.
The fair grove and Middle lines are
common to the Prospect meeting house :
before reaching this point the line crosses
it crosses the. north prong of Deep river,
thence passing over the ridge between the
north and south prong, it crosses the south
prong just below Chapmans mill. Thence
it follows tip Tan Yard branch to its head,
thence crosses Rich Fork near its source
and immediately ascends to the ridge be
tween Abbotts creek and Rich Fork, a
long which it runs to Mr. Andrew Links
on the stage road, when it commences de
scending and crosses Abbotts creek about
half a mile below the stage road bridge and
thence along the grounds of Abbotts creek
to its re-union with the middle line at sta
tion 23SI. The length, curvature, grades,
cost of construction and maintenance being
in favor of the middle line, I give it pref
erence and recommend its adoption.
FOURTH DIVISION.
The location of this division commenc
es at the termination of the Third Divis
ion above described.
The line passes through the far-famed
fertile lands of the' Jersey Settlement.
Swearing creek and North Potts creek,
which waters these lands, are crossed, the
first at Yarborough's old mill, and the sec
and about a mile belcw Dr. Holt's mill
on the lands of Dr. Holt, which furnish
the best evidence on the line, of the bene
ficial effects of a judicious combination of
science and practical oxperience in fann
ing. Trie second branch of Pott'3 creek
is crossed at the Trading Ford road, and
by a cut across this road, the line enters
the Valley of the Yadkin, which it pur
sues to station 2720 on the land of Mr. T.
McDonald. From this point two lines
were located-across the Yadkin . The up
per line cresses the river a little below
Lock's bridge, on a bridge C00 feet long,
46 feet above low water and 30 feet above
high water. The low line cresses the riv-'j
or near the lower end of Chowan's Island ,
by a bridge 1000 feet long, S feet above
high water and 24 feet above low water.
I am not prepared to give an opinion as
to the comparative advantages of these
two lines and express my preference until
a farther examination has been made,
which will be done the first low stage of
the water. I shall however, place in the
general estimates such a sum as will em
brace the cost and any contingencies of a
farther examination. These two lines re
unite at station 251 7 on the ridge near the
head of small branches of the Yadkin,
and thence for a distance of 22 j miles fol
lows the ridge, keeping within the vicinity
of the stage road and passing at station
2315 the town of Salisbury. From station
1 32S the line descends to the valley cf I
rish Buffaloc and cresses the creek near
the old mill dam a quarter of a mile below
the public road and about a mile from the
villageof Concord. Thence crossing Cau
dle creek and Rocky river, 423 and 578
miles respectively from Irish Bufi'aloc, the
ine passes over into the vallev of 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, crossing: some of; the
of the road is 223 miles.
. I have estimated for a single track wi'h
the condition of the Waste earth beui disr
posed and the borrowed earth taken by.'.wi---denihg
the' Cuts with a view to a double
track, the Road bod to be formed of gravel
or other suitable material to the dept! of a
foot, and for a superstruction with a T rail of
sixty pounds to the yard. The drains and
culverts are all to be built of stone or
brick, and the wooden bridges to be of the
most substantia plans of arch bracing, rest
ing on the stone abutments, and every des
cription of work to be as permanent and
durable as any similar kind in the countrv.
The warehouses wiil be built of wood.
The -whole cost of the road on this plan,
including engineeringexponscs, superairue
tion and land damages and every thinj appertaining-
to the road way, will be $3,i65,-
In this estimate I have endeavored to
provide for every possible contitrencv tint
may arise. : Such as increase of labor amj
provisions, unforeseen difficulties in sinking
foundations, and although the amount of
each excavation has been ascertained by re
peated borings on nearly ' the whole line,
'est it might have been missed in our exam
ination, 1 have made a libera!, ailoivance for
that contingency, aL-o, so that T ied every
confidenc in stating the above sum cs full
and sufficient to cover all expenditures for
the items therein ''embraced 5 and every
thing is included except ' "the ' locomotive?,
.errs and, coaches end the shop for renew
al and repairs.
The' cost of the shop and fixtures may be
put d'.wn at $100,000 though the whole of
.this expenditure will not be necessrrry be-,
fore the ecrnpletion of the -road ; it', may
be spreac- over two or tlire years sf.er the
rosd goes iiito operation.
. . i he numbers of Locomotiv
trains' depend of course eii ti
es y.-ith their
Fy on the n
be. increased
c quire. It is
original osti-
mourit "of business, ;:ul -may
as the wants of the company
not usual to embrace in tin
mates and cnarge to. eopital, more than bare
ly 'sullicient to-put the road info operation,
and with inconsiderable additions, carry it
through and enable it to do the business of
the first year. . With this restriction I submit
the iblllcwing estimate, viz :
10
6"
4
SO
Locomotors,
Passenger cars,
Baggage . mail cars
jrtiicn cars,
7,00
2.000
1,000
CC0
WJiich sum
to tne fwti prcreedin
$75,000
.'. 12.000
4,000
IS.OOO
SliD.SOO
di
sums give boUo.lJ, Jcr tiis .roa.d-.way e
quipmeiit cud worksiieps.
Xo difiicalfy or extraordinary expenditures
will te encountered on any portion of ths
line in procuring substantial foundations
for the works " art. The soil en even
ncrtion is pec-uiioi-ly adapted to the forma
tion of a dry and firm road bed; timber for.
sills are found every where convenient to the
line ; for several of the brid-cs, it wiil have
to hs tran-suf)rted a ceisiderrb!';
with this exception aitd th
building rock tt some, cfth
materials of every kind :
where convenient to the line.
f.istnnce ;
carcny of good
le.lnts, suiiabie
t i'lund evrrv
In relation to the' income of the road I
crossing Haw river at Gilbreath'sford, and i South Buflaloe near .Mr. A. Wilsons-, Bull
thence to Providence meetinghouse, desig
nated on the map as the Chapel Hill rifhje
line. The other passes ry Hillsboro .-nd
crossing Haw river at Trolinger's bridge
reunites with the other at Providence meet
ing house. These routes may lie united
by a cross Ifne on the ridge dividing the
waters of the Eno and Haw rivers by a
deflection from the firs line at Gravelly Hill,
and thus the various routes crossing Haw
river, which will hereafter be described,
may be made u part of either line 'and a
comparison between the two may be made ;
adopting either cf the crossing of the river.
Suffice to' say, however, that the result by
Commencing at station 22S, the point of anv combination that could be made would
divergence of the routes above described,
two lines were run to Mount Auburn, ten
miles East of Raleigh, one crossing the
Neuse river at Smithfield the other cross
ing on the lands of Win. Vinsons four miles
above Smitbfield. ' The result shows 1 mile,
1720 feet in distance and $11,000 in cost
in favor of the line by Vinsons j the rate of
grade and length of straigu line, is also in
favor of this route ; it waa therefore selec
ted as the basis of , the estimate and is dea
ignated on the map by the red line.
From Mount Auburn-, after a most thor
ough examination and survey of the coun
try, with the View of obtaining the best
route through the City of Raleigh, three
ines were seleoted for comparison which
wilt be designated as the bouth middle and
Iorth lines. - J he bouth line rans down
wild Cat branch, crosses Walnut creek,
near Hollemans bridge and runs up Rocky
branch to its head, passing in the.rear of
the Governor's, and Judge Cameron's resi
dences, and thence in the vicinity of, the
Elillsboro road to the end of this division.
six and a half miles West of Raleigh. ,. i
The middle line descends Poole s branch
to its junction with Walnut creek, .and af
ter crossing Walnut creek near Mr. Hutch-
ings', it ascends along the slope of the ridge
between .Walnut and Crabtree. to it sum
mit in the race field, thence it follows near
ly the course of the ridge, passes South of
Air. Atkinson's and . through Kaleigh by
Hargett street to its rs-xmion with the Soudi
line at Judge Cameron's.. , , , ,
: .Tne North line is identical with the mid
dle line, until it reaches a point between
the race-field, and Mr. Atkins m's and
through Lane 6trcet by the Raleigh and
Gaston Rail Road Depot, back of the Fe
male Seminary and connects with the atid-
be in favor of the route by Hillsboro', 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 observations to the
Hillsboro' route, which alter it became
evident that it would be the preferred route
was subjected to the most elaborate, explo-
ations and surveys. 1 he hrst important
enquiry was the pass of the Valley of the
Eno, the result of which was the establish
ment of a crossing at .the upper end of the
town of Hillsboro' and again ir.st below
the bridge, near Brown's Mill, thence the
line ascends aloAg the side hills of Seven
Mile Creek to (he ridge dividing the wa
ters of the Eno from those of Back creek,
a branch of Haiy river and along 'his ridge
it is traced to the vicinity of the Orange and
Alamance county line. From this point
to the Haw river a thorough reconnoisance
of the Country was made and the river
examiued from the shallow Ford to Rufiin's
Mills. - The result of this reconnoisance
was the selection of four lines crossing Haw
River respectively at Gilbreaths ford at the
mouth of Freeland creek, Conrad Long's
and near Trollingera bridge, all uniting at
Providence Meeting House. The first line
was abandoned on account of its increased
length and cost,' and the second for the
same reasons ' and 1 in addition thereto in
consequence of its objectionable Curves and
the heavy rock excavadons between Back
Creek and Havy River. 1 his narrowed
down , the choice between the two routes
crossing' at Long's and at Trollingers bridge,
noted on ,the map a3 the upper and the
lower lines. A comparison of these lines
gives the following results The upper
line cost3 lessby $5 ,C00- and the length is
one mils less than the lowef; The lower
Run a little below the stage roatWord, and
Deep river 1200 feet below the stage road
hrid-e : thence the line passes a little to
the South of Jamestown , up the South
prong of Bir branch to station 1S39, a quar
ter of a mile west of Prospect meeting
house on the summit of the ridge between
Deep river an 1 the Y idkin . . From sta
tion IS39 it. continues heading nearly the
wateis of Hunts Fork, thence H descends
along the South slope of the Valley of
Hamb'Vs creHk, crossing the Raleigh road
near Fair Grove meeting house and con
tinuing upon the north, side of the read to
a point near the house of Mr. Smith Cur
ry, thence keeps near the Raleigh road
and passes about 300 feet to the left cf the
Poor House j thence it descends to Abbotts
creek, crossing it about threp-fouiths of a
mile below Randolph's bridge ; thence it
passes up the south-slope of the valley of
Grime's branch to the summit of the ridge
between Abbotts and Swearing creeks,
near Parks' at the crossing of the stage
road about 4,500 feet west of the Court
House, where it joins the fourth division.
The middle line diverges from the. Fair
Grove line at station 1839, crosses thehead
wrtef3 of ITurTts Fork to thc ridge between
Rich Fork and Hambie's creek, which it.
follows three miles : thence it descends in
to the valley of Jimmies creek to Conrad's
old mill ; here the line crosses the creek
and again makes two crossings at the bend
opposite Mrs. Lopp's and passes over the
point of. a ridge between Jimmies creek
apd Rich Ford, crossing the latter near
its junction with Hambie's creek, thence
it crosses Abbotts creek, about half a mile
above the junction of Rich Fork', . thence it
passes up the valley of Abbotts- creek,
crosses Leonard creek near its mouth and
thence "along the sloping ground of Leon
ard's creek to Parks', passing Lexington
1200 feet south of the Court House. This
line may be straightened by a loute leav
ing the line which is common to it and the
Fmr orftvo lin at station 1041. nassm?
three-foiirths of a rnile north.of Prospect
meeting house, and coming into the mid
dle line again about five miles 1644 feet
from the point of starting. ;"" ' -
Northern line ; the liner deflects from
the Fair Grove and middle lines, at station
2S; at Heats ; thence it crosses south Buf
falpe creeks a little below the Salem road,
it then ascends to the summit of the ridge
between HaW and Deep rivets ; thence' it
head waters of the tributaries;; of Sugar 1 have no data, if it were mv province' to do
so, upon which I would be willing: to ven
ture even a conjecture of the specific .
mount. Bnt, upon -a "subject of so much
importance to the Stockholders ;i may be
expected flint 1 should say something, at
least in relation to the prospects and jmt
expectations th-it' may be 'entertained by
those who hae embarked i;s it.
This road paszes through the almost en
tire length of the State, it embraces in its
route a variety tjfsoil and woduclions not
creek, into the valley of one or the mom
branches of that creek, along which it is
tracked to a favorite point for crossing at
station 132, thence to Charlotte passing on
the south eastern side of the town to station
1049, the end of the Charlotte Rail Road.
The line above described is the result of
a fidl reconnoisance of the Country and a
comparison of the cost, grades and length
with a trial .between Lexington and the
Yadkin, and it was also tested by the
merits of a line from the vicinity of Con-
rruvl frt C!hnr!oftr rrossinrr Trisb RnfTaloe
nnUn,'0 n,v,rt0r nrl n;nr tr. tho i ear and tki minatcs in the cotton iietris ot
V . - ....1 . - ... w -, -. -' " J ... , . r .
highly
west of Back creelc, by. duferent crossings
of the intermediate streams. The line by
Mount Monrne was also compared with it
and was found from its greater length to
be objectionable. ;"
In the above description of the several
divisions I have omitted numerous lines
that were surveved and examined, which
will be found in the memorial of the Prin
cipal Assistants, herewith laid before you,
and to which I beg leve to refer
1 have confined myself to those lines,
in whose comparison I supposed the stock
holders might feel an interest.
The surveys have been made through
out in reference solely to "the inrerests of
the company. It has been your pleasure
to leave me free and untranmeled, with no
other declaration of opinion on jrour part
tlian an expression of your solicitude for
the selection of the best and most pra;ti-
cable route, it has been my most earnest
desire to conform to your wishes ; no
pvins have been spared on my part and no
labor has been wanting on the part ol those
entrusted with the duty of carrying into
effect my instructions. The Country has
been thoroughly explored ; whenever any
doubts existed they have been solved by
instrumental survey, and the competing
hnes tested and compared by well known
and acknowledged ' principles, verified by
experience : nothing has beea left to spec
ulation, theory Teduced to practice's the
formula by which I have been governed
ih my enorts, m the language ot the char
ter, to obtain the most practuable route for
a Kail Road from the Wilmington and
Raleigh Road, via, 'Raleigh and Salisbury,
to the town of Charlotte.
I believe such a route is how presented to
you, and that there is not a Rail Road in the
country of the length which posseses equal
facilities for economical application of Lo
comotive power, ; The grade nowhere ex
ceed fiAy feet per rnile and curves of five de
grecs rieflectiou adapted -as th lainixcurn,
to bo found on any raliroaii m ts;e country.
It commences in the rice fields on tne Capo
Ids
com
lennurg, traversing in Hi way a ingiiiy pro
ductive Grain, J cbacco. and Cotton grow
ing coutry. What is defievnf on one, part
of the hne to supply t!) - wants f man is
found on another, the raw material on one
point will supply the manufacturies at anoth
er, who in turn will Fend out the wrought
fabrics to the producer. The wheat and
flour of the West will he exchanged for the
products of the coast, and thus a reciprocal,
glowing and constantly increasing way tra e
will spring up, which the history of raiiror.ds
shew, is the most profitable business ; in
deed, that it ia the only buf ine-ss that pays'.
Then there is the enterprising and flourish
ing town of Wilmington which may be re
fardsd as the eastern terminus of the rosd."
with her large West India trade and varied
commerce, giving her the ability to supply
the wants of the producers and creating a
constant demand for 'heir productions, and .
the markets of Virginia thrown open by the
Raleigh arid Gaston Kail Road, with their
demands and means to supply, all unitm
to stimulate industry and production an
thus add such an amount of tonnage and
business to the road as to render it almost
unnecessary to lock beyond its limits for the
sources of its productiveness. But, if we
were permitted to look abroad, we could
w ith quite" as much plausibility of argument
as Ave see urged every day, in connection
with other schemes, place this one also in
communication with Memphis, which seem?
to be regarded by many as a point on, the
great high way to the Pacific, and we could
then without any verv greet stretch cf the
imagination, extend this road to Leaufort,
and fancy her safe end secure harbor crowd
ed with shipping from all parts of the world.
Such speculations would probably not b
considered rational, though far within the
bounds of the visons which fill the mind of
tne projectors of Rail Roads possessing
nothing like the probabilities of accomplish'
meat as would seen to. attend the very rea
sonable project of extending the North Car
olina Ro.id into Tcjjncssee rrd down ta
Beaufort