TIMBER, BUILDING STONE, ETC. Al 
Timber for building.—From the Red river to the Clear fork of the Brazos, 187.5 miles, the 
timber is very abundant and of the same character as that found along the streams and ridges 
of Arkansas and Missouri—oak, elm, ash, pecan, &c. The most valuable for use in construc- 
tion is the post-oak, which is entirely convenient at all points between the Brazos and Red 
rivers. This oak is from eight to fourteen inches in diameter, and about thirty feet in the clear 
or from the ground to the first branches. It is perfectly straight and without knots, and each 
tree would furnish at least three ties. 
The mezquite, which replaces the oak west of the Clear fork, although more durable, is not 
so well adapted for ties. It is about thirty feet high, but more crooked and much more inter- 
rupted by branches, which grow out nearly horizontally. It is from eight to twelve inches in 
diameter, and, although not so well adapted for ties as the oak, would, nevertheless, furnish 
them immediately on the line at any point. 
Of the building-stone.—For observations upon the characters of the stone found along the 
route, and upon its adaptation to purposes of construction, I refer to the geological report of 
Mr. Blake. . 
It is my opinion, therefore, that this section abounds in every desirable material for the con- 
struction and use of the railroad, and that grades are readily attainable which are in all respects 
favorable. 
The head of navigation of the Red river is far to the north of the eastern terminus. At fifty 
miles west, the head of steamboat navigation of the Trinity approaches to within 40 miles; at 
170 miles west, the head of navigation of the Brazo% approaches to within 85 miles; and at the 
eastern base of the Llano Estacado, 354 miles, the head of navigation of the Colorado is within 
175 miles. i 
For this section, therefore, we find every combination of advantages which exist along any 
railroad route in the United States; and in estimating the cost of the road, it should not be 
found to differ much from the most favored locations of railroads within the old States. 
Estimated cost of first section.—The survey of this route was not, of course, sufficiently in 
detail to enable any accurate computation for excavations and embankments, or plans or esti- 
mates for bridges, to be made; and therefore, in estimating the cost, a comparison must be made 
with roads in the United States which have been constructed in a region nearly similar to that 
in question. 
It would be next to impossible to find a railroad in the United States, without going to the 
prairies of northern Illinois, which can compare in facility of ground or other advantages with 
this section of the route, near the 32d parallel; but it will answer the present purpose to make 
the comparison with the New York and Erie railroad. 
The total cost of this road per mile was $45,652. Assuming this amount, therefore, as a 
‘basis, and adding ten per cent. for contingencies, we have $50,000 per mile (nearly,) and for 
the whole distance of 352 "miles $17,600,000. 
This estimate I regard as very large, and one which will fully cover every possible contin- 
gency. 
Secon Section, 125 MILES.— Llano Estacado.—F rom the Sulphur springs of the Colorado the 
ascent to the Staked Plain is so gentle and uniform as to be barely perceptible, and no bluff nor 
unusual swell of ground marks its existence. 
To the summit-level of the plain the ascent is 423.6 feet in a distance of 89.1 miles, or an 
average ascent to the mile of 4.8 feet. Neither excavation nor embankment would be required - 
in this whole distance, as the ascent is both gradual and uniform, and uninterrupted by hill or 
ravine. 
The descent to the Pecos, although more rapid, is in all respects similar; and so well adapted 
is this section to the construction of a railroad, that, with the exception of transporting the ties, 
no work is required. "The surface line from the summit-level to the Pecos descends at the rate 
of 18.3 feet to the mile, over a distance of 35 miles. 
6e 
