1836.] 



FARMERS' REGISTER. 



371 



There is already a frreat amount of travel in the 

 route from Danville by Charlotte Court House, 

 which is divided betvveen tlie load to Uichniond, 

 and more norihorn dostinations; and tlie nunilicr 

 of travellers would douhlleps be tripled) or quadru- 

 pled, by givinir to this long route the speed and 

 facilities of railway conveyance. The local travel 

 along the same route, and most of which would 

 be directed to Richmond, would also be very great 

 — and, as on other railways, would probably ex- 

 ceed any previous estimates that would be consid- 

 ered reasonable. The share ot this travel which 

 would pass by Farmville to Richmond, and the 

 share which would diverge to that direction from 

 the western extension (by New London,) of the 

 southern route, would constitute nearly the whole 

 business of the railway from Farmville, besides 

 its own local travel. 



Now what would be the inducements to travel- 

 lers coming by either of the western routes, to 

 choose the eastern end, north o( the Appomattox, 

 rather than that sow/'t of the Appomattox ? Even to 

 all who were seeking Richmond alone, the southern 

 route would be a little nearer, and theretbre the 

 choice of the latter would be at least as likely to oc- 

 cur ; and to all strangers, the passage through Pe- 

 tersburg would oiler some additionalcause toprefer 

 that route. All who wished to go to James River, 

 or to take the steamboat for Norfolk, or for any 

 northern or southern city, would also find the 

 southern the nearest route. Those who have bu- 

 siness in Petersbuig, of course will take this direc- 

 tion. On the other hand, business in Farmville, 

 or elsewhere in that direction, would be the only 

 inducement to choose the northern route. For 

 these reasons, it seems more than probable that at 

 least three-fourths of all the distant travel, would 

 be contiimed by the southern route, either to or 

 through Petersburg. 



The comparison of country products and other 

 commodities, carried, would show a far greater 

 preponderance in favor of the southern route. 

 The service rendered to the public by the two 

 roads, will be measured by the amount of produce 

 carried to market, rather than the amount of dis- 

 tant trav^el : and if estimated by that rule, the 

 southern route will be found highly beneficial and 

 profitable to a large part of Virginia which is now 

 almost deprived of market by its location — while 

 the northern is not wanted, and would be used, but 

 to a very small extent, for any such purpose. 



Next let the facilities for construction be com- 

 pared. 



In the first place, let it he borne in mind, that 24 

 miles of the southern route, from Richmond to 

 about three miles south of Petersburg, will have 

 been constructed by other companies, and for other 

 profitable objects, before any other part of the 

 great western railway will be ready for use. In 

 this 24 miles, will be embraced all the very diffi- 

 cult and expensive ground, steep inclinations, and 

 bridges, that will be necessary in the whole route. 

 Then the length of railway, on the southern route, 

 requiring to be constructed by a new company, is 

 short of the distance from Richmond to the point 

 of intersection with the Danville railway by 24 

 miles — and of course rather more than 24 miles 

 less than the actual length of construction required 

 for this single object, on the route north of the 

 Appomattox. 



From the point of intersection of the proposed 



western, with the Danville railway, to Peters- 

 burg, and fr-om the same point to Richmond 

 by Farmville, both routes are on ridges, except 

 where the latter crosses the Appomattox, and |)er- 

 haps for some miles next to Richmond : and with 

 these exceptions, it may be admitted that both 

 routes are equally suitable for railway construc- 

 tions, and mile lor mile, would be equally cheap. 



Next as to the comparative ability, and willing- 

 ness, to pay for the const ruction ofthe two rail- wa3"s. 



Tliis question has been already, though indi- 

 rectly, discussed and sutfieiently settled, when 

 comparing the probable business and receipts, and 

 probable cost of the two railways. The country 

 which the adoption of the southern route would 

 place near to market, together with the town of 

 Petersburg, can easily and profitably pay for this 

 road, without aid fi'om foreign capitalists, from the 

 surplus (lind, or from tlie legislature in any way, 

 except in the granting a charter of incorporation, 

 which there can be neither reason nor pretext lor 

 denying. It is left for others to judge whether the 

 small interest that exclusicely demands a road on 

 the northern route, can afibrd to pay the cost of its 

 construction; and if not, whether from the treasury 

 of the commonwealth the deficient amount can be 

 exjiecled, or ought, in justice and propriety, to be 

 supplied. It is certainly not the great Richmond 

 interest proper ( — an interest which is, and ought 

 to be, specially guarded, as next in importance to 

 the general interest of Virginia — ) which demands 

 the use of the northern, in preference to the south- 

 ern route. That a railway fi'om the south-west 

 to Richmond is most desirable — nay, indispensa- 

 ble — will be admitted by all. But Richmond, 

 however deeply interested in obtaining this great 

 improvement, will not pa7j the cost of an unprofi- 

 table mode of obtaining it, when one equally ser- 

 viceable, and highly profitable, is available — and 

 to which the sole objection (and an objection 

 which commercial jealousy alone can entertain,) 

 is, that the route would pass through the smaller 

 town and worse market (as it is said to be) of 

 Petersburg: and if Richmond will not pay for a 

 work which will subserve her interests exclusively, 

 no considerable aid can be expected fi'om any 

 other source. If Richmond will, in every way, pro- 

 fit by the great South-west Railway, (or "James 

 River and Tennessee Railway," as it may here- 

 after be truly named,) let her join, and take her 

 proper share, and exert her proper influence, in the 

 scheme which promises most profit, and beet to 

 serve the general interest — and not oppose what 

 will incalculably promote the prosperity of Rich- 

 mond, because it will also benefit what mercantile 

 jealousy considers to be a dangerous rival. 



It is scarcely necessary to add that the change 

 of circumstances which the Danville road (if con- 

 structed) vvill present, promises to make the south- 

 ern ridge route even more profitable than it other- 

 wise would be. Its first great section, to the Dan- 

 ville road, will, by that road, be brought into ear- 

 lier and more productive use — and the work may 

 there pause until it is deemed advisable to stretch 

 farther westward, to join the road fi'om Tennes- 

 see to Lynchburg, The benefit to be expected 

 from this connexion with Danville, will more than 

 counterbalance any diminution of profit caused b}-- 

 the extension of the road from Farmville to Rich- 

 mond — admitting that extension to be certain to 

 be made. 



