54 



FARMERS' REGISTER— PETERSBURG RAIL ROAD. 



Carolina, a readier and cheaper way to a market 

 than they now have. 



A careful examination of tlie subject, satisfied 

 the hoard of directors, that an improvement of a 

 superior character -was well justified by the ends in 

 view ; and on tlic other hand, that the trade of the 

 Roanoke and of the districts of North Carolina, 

 ■which the contemplated rail way was to reach, 

 would be diverted but partially from its accustom- 

 ed channels, by a work of an inferior order. It 

 seemed to the board also advisalile, in the execu- 

 tion of their work, to attempt, not only the objects 

 w hich first led to its being pmjecled, but others, 

 which it was seen might be subsidiary to the end 

 of making it a profitable investment to stockholders. 



By adapting the plan and profile of the rail 

 road to th.e use of locomotive power, it Vv'as evi- 

 dent, that not only a much more perfect accom- 

 modation would be alibrded to trade and passen- 

 gers, but that an important facility would be gi- 

 ven to the postoffice department in the transmis- 

 sion of its mails, for w jiich, it was presumed the 

 govei'nment would be v,'illing to award a liberal 

 and adequate remuneration. 



With these objects in view, a rail road was lo- 

 cated between the town of Petersburg and the 

 Roanoke river, at a point one and a half miles be- 

 low its falls, unsurpassed, and it is believed, un- 

 equalled in directness, in freedom from curvature 

 and beauty of graduation, by any similar work of 

 the same extent. The whole length from the de- 

 pot in Petersburg to that on the Roanoke, is but 

 fifty nine miles, or three and one eighth miles 

 more than a straight line between these would be. 



Most of its curves are arcs of circles of from tvto 

 to nine miles in diameter, and its graduation in no 

 place (after leaving the town of Petersburg) ex- 

 ceeds a rise or fall of thirty feet per mile. 



It would have been a subject of gratification to 

 the board of directors and their officers, if the con- 

 struction of their work could have corresponded in 

 all respects with the excellent location which was 

 obtained for it. It was evident, hoAvever, that the 

 resources of tlie company would not be adequate to 

 a work of the most permanent character through- 

 out, and it became therefore a subject of consider- 

 ation, in Avhat respects retrenchment could be, 

 made without impairing its usefulness and value. 



The conclusion arrived at, w-as to execute the 

 'rail road on the plan contemplated by the under- 

 .signed in a report of the 8th of April 1830, to the 

 common council of Petersburg. Tlie graduations 

 of the road and the masonry of the bridges, culverts 

 and other constructions, being on the most perma- 

 nent plan, whilst, a superstructure of a more econo- 

 mical character, it Avas thought might be admitted, 

 in place of the stone and iron superstructure gen- 

 erally adopted in England, and on some few of the 

 rail roads in this country. 



It is doubtful whetlier if the funds of the compa- 

 ny had been more ample, good judgment would 

 have dictated a different course lioni that which 

 was determined on. Temporary constructions are 

 undoubtedly in most cases to be avoided on pub- 

 lic work. If, however, they are in any case ad- 

 missible, they would seem to be so in the super- 

 structure of a rail road. In the present instance, a 

 track of wood and iron, of a highly substantial 

 character, (heart yellov/ pine rails 5 by 9, plated 

 with iron ^ inch thick by 2 inches wide, secured 

 in white oak sills 12 inches in diameter,) will 



have been laid at a cost of less by two thirds than 

 would have been necessary to lay down iron rails 

 on stone blocks. Its average duration is about 

 ten years, and before it decays it may be made use 

 of to put in place the materials, and thereby defray 

 a large portion of the cost of a more permanent 

 construction. 



Condiilon and Cost of the TVork. At this tim^e 

 four fifths of the labor of grading and bridging 

 on the Petersburg rail road may be considered as 

 ctrcctcd, and the remainder, if the winter should 

 be favorable, may be expected to be finished by 

 the first of June next. 



0{ superstructure, the first thirty miles from the 

 corporation line are completed, and the rail road 

 for that distance has been in use for the last six or 

 eight Aveeks. The remaining distance to the Me- 

 herrin, and the portion of the rail road within the 

 corporation line (if the weather should be favora- 

 ble) may be completed in the course of a few 

 weeks ; so that by the first of February, at farthest, 

 the company may ex])ect to open their rail road 

 between Petersburg and Hicks' ford (forty one 

 miles) for transportation. The remaining dis- 

 tance between the Meherrin and Roanoke is so far 

 advanced as to leave little doubt of its completion 

 within less than tAvelve months from this time, and 

 that the whole line of rail road, if no untOAvard 

 circumstance should occur, may be opened to the 

 Roanoke in the month of November next. By 

 that time the necessary depots and Avarehouses for 

 the accommodation of the trade Avill have been 

 constructed, the engines and cars requisite pro- 

 cured, and all other arrangements for tranportation 

 made. 



The cost of the rail road, so far as it has been 

 completed, has been entirely within the original 

 estimate ; and on those parts which are yet to be 

 completed, there Avill, Avith one exception, be no 

 material variation. On the portion within the 

 corporation of Petersburg, the amount assessed 

 against the company for damages has been great- 

 er than Avas anticipated, and an extra expendi- 

 ture of about i^! 12,000 Avill be incurred in order to 

 avoid an inclined plane at the termination of the 

 rail road, Avhich had been at first contemplated. 

 On the other items of expense yet to be incurred, 

 there Avill as often be a reduction as an increase 

 on the prices alloAved in the estimate, and the 

 Avhole Avork Avill, at any rate be executed for the 

 sum contemplated (^400,000) at the period of its 

 commencement. 



An increase of capital or a loan of money will, 

 hoAvever, be requisite, in order to procure the ne- 

 cessary locomotive engines, cars and carriages 

 for the purposes of transportation, and to give to 

 the trade of the road a sulnciently extensive ac- 

 commodation, in the Avay of Avarehouses and depots. 

 The extent to Avhich this Avill be requisite, Avill 

 depend on the views of the board of directors and 

 of the stockholders, and on circumstances yet to 

 be ascertained. It Avill be important that the 

 company should be in these respects adequately 

 and amply proA'ided, and particularly so in the 

 event of the transportation of the mail being ef- 

 fected by it. 



Prospects of the Company. It has seldom occur- 

 red in Virginia that the results of a AVork have 

 equalled the expectations of its projectors. It is 

 confidently believed that the Petersburg rail road 

 will form an exception to the rule. 



