1836.] 



FARMERS' REGISTER. 



349 



three items in the following estimate of the west- ] the grades, length of curvatures, and straight 

 ern route, and the result in ilivor of the route on 'lines exhibits also a slight dillerence in liivwof 

 the cast .«ide ot" Long Creelc to Bear Swamp, will that route. On the eastern route, however, there 

 be in the first cost, %49,.593 09; and in distance will occur a thousand li^et less bridging, this, in 

 upon the probable line of location, 4950 feet. A | the annual repairs of the road will ()f)erate in its 

 comparison of the grades and curvatures, results j favor, by lesseningthc amount some Iburthousand 



in lavor ot the line on the east side of Ijon 

 Creek. I have, therefore, based my estimates lor 

 the western route on this line, supposing that the 

 same reasons which have influenced me in the se- 

 lection, may also operate with the board in accord- 

 ing it the preference. I have now to proceed with 

 the estimates of the 



JVestern Route. 



Summary of the cost of excavations, embankments, 

 .siiperstnictme, Locomotive Engines, Coaches, Cars, 

 Water Stations, Wharves, Shops, Contingencies and 

 Steamboats : 



161 miles — 3189 feet of rail I'oad, and 150 miles 

 of steam boat communication, ^1,500,000. 



dollars [)er annum. The superiority of the one 

 line over the other, in a professional point of view, 

 is so very slight that an expression of my preli^r- 

 ence under this head, could not be a decision of 

 the question of choice between them. The board 

 may, then, consider that 1 lay the routes before 

 them as equal under all the aspects in which under 

 my province 1 have been called upon to vieiv them. 

 Their familiarity with the resources and interests 

 of the country bordering on the lines, will enable 

 them to estimate and compare the amount of 

 trade on each ; a preponderance of which, may 

 very justly form the basis of a prefiirence. I would 

 beg leave, however, to add, that looking to a con- 

 nection with the works which are contemplated 

 between the western parts of the state, and the 

 sea-board, and to the lateral branches which are 

 Careful and minute enquiries with the view of, authorized by the charter, the western route is de- 

 ascertamuig the practicability of a route through i cidedly to be preferred. But whether the eastern 

 Rockymount, and also through Kenansville, by : or the'western route be selected, I can confidently 

 Rockford, resulted in the conviction of tlieir being | assure the board, that no portion of the United 

 less eligible than either of the routes selected. Jt States, certainly fbr the great extent of country 

 now remains to describe the character of the embraced, offers so many fiicilities fbr the con- 



struction of a rail road. Timber of the best quali- 

 Eastern Route. [y jg found on everj'part of the line ; the soil con- 



sisting either wholly of sand, or a proper admix- 

 This route pursues the trace of the western ture of sand and clav, affords as good a foundation 

 route to station No. 176 ; tjience it takes a more as can be expected f>om earth alone. Granite oc- 

 easterly direction, and traverses the ridge dividing curs on the Tar River, and on Fishing and Quau- 

 the waters of the north-enst branch of Cape Fear i ky Creeks ; and will be used in forming the abut- 

 Riverfrom those of the New and Neuse Rivers, | ,ijents of the bridges across these streams ; and 

 until it reaches the Neuse at Rockford. On this | for the construction of drains within convenient 

 portion of the route, we cross Smith's and Prince j hauling distance. Where rock is not convenient, 

 George's Creeks, and several small streams, which wooden structures will be used in the passage of 

 make in the north-east. The general aspect of | the water courses and ravines, to be substiTuted 

 the country is extremely level and favorable to I fierealter by stone or brick, which can be deliver- 

 the contemplated work. From Rockford to Ed- ed much more economically after the completion 

 ward's Bridge, where the route crosses the Con- " ' - -. ... 



tentnea, there are no difficulties or streams to cross 

 worthy of notice. From Contenlnea the route 

 ascends gradually to a level wliich is maintained 

 fbr several miles ; when it descends to eflect a fli- 

 vorable crossing of 'I'own Creek ; thence several 

 undulations are necessary in crossing small streams, 

 until the route reaches Tarborough. Thence a 

 level grade may be had entirely across Tar River. 

 A favorable site for crossing which, is found about 

 a mile and a half north of Tarborough. Thence 

 the route alternately ascends and descends to les- 

 sen the excavations and embankments in passing 



of the road. The entire elevaiion of tlie road 

 above tide water, is 189 feet. This is overcome 

 by grades_rarely so great as 30 feet to the mile. The 

 whole length of curvatures on the road does not 

 exceed thirteen miles ; and in every instance, the 

 departure fi-om a straight line is eft'ected on curves 

 described with a radius exceeding a mile. So 

 slight indeed are the grades and curvatures com- 

 pared with many other roads in the country, that 

 yours may be considered as straight and level ; 

 certainly as presenting every facility for the most 

 extensive and economical application of swift loco- 

 ^ motive power, to which rail roads owe their unde- 

 Deep Creek, Connecanary Creek, and the ridges nial superiority ivherever, as will be the case here, 

 between them, until it enters the western route five ! gravity has but a small share in the resistance. 



ryY^Q estimate of the roadway formation, falls 

 far beneath the average cost of similar works; 

 while it is believed that the profits will not be ex- 

 celled by any improvement in the country. For 

 your rail road, in connexion with the Portsmouth 

 and Roanoke, and the Petersburg Rail Road at 

 Weldon ; both of which are links in continuous 

 lines of railway and steamboat communication to 

 Boston, must become the great thoroughfare be- 

 tw^een the north and south ; fbr between the Roan- 

 oke River and Charleston, or the Charleston and 

 Hamburg Rail Road, admitting there were any 

 western route of 12j853 80. A comparison of j other communication by railway contemplated, its 



miles from Haliflix, which it pursues to the Hali 

 fax and Weldon Rail Road. 



Summary of the cost of excavations embankments, 

 superstructure, Locomotive Engin.'S, Coaches, Cars, 

 Water Stations, Wiiarves, Shops, Contingencies, and 

 Steamboats. 



162 miles — 1504 feet of rail road, and 150 miles 

 steamboat communication, .91,512,853 80 — 

 makng the whole line of communication, by 

 rail road and steamboats, 312 miles. 



This shows a diflerence in cost in fiivor of the 



