Richmond enquirer. [volume] (Richmond, Va.) 1815-1867, 1832-01-10

Next by slight cuts and embanknonis, one Of which
only will measure sc feet at place, rise of only 10
feet in Sd mile will be made, reaching 10 the Cove
branch
Thence the north fork of Goose creek the distance is
Ia and fall ll0 feet This may be reduced so feet,
(Which is 40 feet per mc by crossing the creek upon
bridge or viaduct 90 feet high, with corresponding
bankmcnts at each end This descent will be formed i'm
part by going round the HILL in part by deep cutting
This Is the stcepcs slope in opposition to the heaviest trade
between l-ynchburg and the mountain.
From Goose creek to Buiord's, the distance is I-2
miles the rise the railroad will be Is feet in this dis
lance an additional elevation OF 10 feet being given oppo
site Buiord's.
Thence tho top the gap the distance very near
" miles, and rise 336 feet, which be reduced
teet per mile by raising the lower end at Buiords
cutting at the top of the gap greater reduction could
not be obtained Fortunately this is in favor of the heavy
traffic.
Buiors gap the road, is $50 feet above James river
at Lynchburg.
have been thus particular in describing the ground to
shew that the cost OF graduation will be considerable and
that may be increased diminished the pleasure of
the company according TO the degree importance there
may be To reduce tho cost of transportation with due re-
gard to their estimate of the amount of trade upon which
the whole aggregate saving of transportation 10 depend
such difficulty as have already mentioned would not
occur on the route by Paonsburg the objection TO its
adoption could be removed by suitable arrangement,
west oil the Blue ridge, the survey took Immediately
down Glade creek. subsequent examination shews that
more favorable graduation be had in tributary val
ley oil the same, 10 the NORTH which leads d-
recty opposite the present road with the help of deep
cut, the slope be reduced 80 feet vcr mile down IA
the main valley of Glade creek which i ne II IN no mr.
sued down the Big Lick road the fall heinz 10 tci nsr
mile for 3 -2 miles 80
At the Lick, the railroad must nrob,b MAGE h,,L .,
the hills which coniine the Roanoke it will keep mostly
close TO the present stage road Ear Masons
ms distance is unduated, and will require successive
cuts and embankmens il will be shorter than passing p
the margin Of Roanoke, but so level
AT Masons creek, the bottoms Roanoke will be en-
tered, and then pursued TO about miles above Salem
where deep cut and short tunnel will probably be pre-
erred to passing round considerable bend of Roanoke
there.
Thc ITO FROM Soto ~
report of 1929 and in my report of this ON
the eastern and western section.
Inc foregoing account shews, that no difficulty will be
experienced IN adapting the location TO the use of locomo-
i've power, except close TO the two main ridges
mat New river must be struck somewhere near the
mouth OF Little river results only from the fact that
inc extension OF the railroad Tennessee must pass p
the valley OF Reed creek, perhaps Cripple creek but
also from the nicrory OF the other routes over the Ale
ghany.
y survey made up the north fork of Roanoke and
down creek which shews their valleys 10 be both
crooked and very rapid for several miles.
tall by this route is 230 feet in the LIST mile 100 in the 2J
1870 in the 3D. and 60 in the fourth
Towards New river tisS5 feet in the lst and 81 in the
second The remaining miles descend the rate of i6
per mile wo miles may probably he saved the mouth
The route of Elliott and Meadow creek so often de-
scrbed shows nothing like these difficulties in addition to
which the route by the north fork after having reached
New river must ascend along its winding and cliy shores
up TO the mouth OF Little river cncounterng thus additional
obstacles and distance.
Asregards the probable of the Improvement tbroug
so mountainous country, among the numerous inter
Nenng Obstacles and ground diversified the only
certain foundation Tor detailed estimate an actual loca
uon wmchitSeii must depend upon the wishes of the COM
Pay as regards the extent TO which they may consider
eNPedent TO 90 in the expense of graduation with view
to the adaptation OF power the probable trade of In,
road. $500 " ~
have, however, in order TO fix ideas upon the subec
assumed medium scale OF graduation, adapted TO the use
Of locomotives, and predicated an estimate thereon
ls estimate supposes for the present only one track
WIN passing places except where the future
OF tho road would cause renewal of expenditure as
Tor example, IN the of embankment held UP by
wall along cl, &c Such places should be made of full
width now and may be selected for locating turn outs
The estimate also contemplates the Bufo oar
at least to be laid stills of grane being an abun
dance OF this material of excellent quality in that distance
much of will come out of the requisite for this gra
duation. o.
Here ii may not be improper 10 observe that this pIan
was mentioned chiefly the conide nee the
Baltimore rail road company has in it, and its perseye-
rance III its but that doubts have arisen in nv
mind since saw that rail road last whether the plan
would not prove ultimately To be attended with some in
convenicncies Think therefore, that previous TO the law
ing OF the rails enquiry into this will be cxpe
dent by that time the plan of laying thin plates on sls
Should it not appear advantageous originally EXPECT
cd, blocks OF granite, with wooden rails capped with iron
may be resOrtcd TO.
Beyond the Blue Ridge, limestone is almost xclsivc
y met with there rails of wood plated with iron bars
will be found more expedicn They should either resi-
on the solid rock properly trimmed, upon stone blocks
and when these cannot be obtained of suitable size ON
wooden sls
Such road may cost as follows
- L..