Carroll free press. [volume] (Carrollton [Ohio]) 1834-1861, 1836-05-20

r the road for the reception Of the rails o
the first sixteen miles.
From the mouth of the Lite Mort
Fork, thu line ascends the narrow vale
Of that stream six miles and two hundFe
and fifty, three perches 10 summit at G
w. HaTL'S, Between the waters of YelloV
and Sandy creeksy from which place l
deScends TO branch of the latter, an,
then re.ascends TO Naples summit, be-
tween Sandy g. Connection creeks, whicI
is four miles and one hundred and twenty
Iour perches from Hart's. From Maple'l
summit the line descends the valley of Q
branch Of Connotton one mile and two
hundred and eIyhty two perches to @
point near Beiler'S Saw Mill, from thence
It reascends, to gain the elevated ground
on which CarroRtots is situated. From
CGrroEitOr, the road will descend about
three miles into the level valley Of Con-
notion creek. The whole distance from
the mouth of the Little North Fork ol
Yellow creek to Champer's Mill on the
Connolton will be from lSa to 90 miles
depending upon the manner Of crossing
tho valley oI run at Carrollton.
This middle division of the road is
mostly located on bill sides: they have
however, gentle slopes and are no where
rocky: but the line crosses many raVines
and curves into many small valleys requI
ring bridges or considerable embank-
ments. The most formidable difficulty,
although not all lnsurmountable one, oc-
ours near CarrclltoD, where The alterna-
tive Is presented of fIeugrhening the line
or of incurring an expense for high EN-
bankment to cross the valley of small
stream running transversy to the general
direction Of the railway.
From Caamper'S Mill TO Zoar a dis,
lance oftwenty two miles aud two thirds
the road will be constructed along the
wide fiat bottom land of Connottoa and
One Leg creek, presenting the most eligi
bic ground for rail road that have ever
seen. But on inspection Of the whole
line Of the proposed rail road from the
Ohio river tothe Ohio canal, must con-
viace any one acquainted with railways
that the ground tS remarkably favorable
much more so than usually falls to the
lot Of such improvements-On two thirds
of the whole distance the rail road will
not vary from a horizontal line more than
fifteen lee' IN a, mile, aud on much the
longest portion of that distance the grade
will not exceed five or six feet per mile.
A large proportion of the balance may be
graded under thirty feet, and, as before
stated, no port Of the road need exceed
forty feet per mlIo.
The country through which the road
will pass, affords whitooak timber of the
best quality, in abundance. Good sand
stone and limestone are, also, found con-
venienl TO the line throughout its whole
extent.
That locomotive engines will operate
advantageousIy on tl,s highest grade pro
posed, is proven BY their performance on
the Philadelphia and Columbia rail road
of Pennsylvania Where that road passes
the gAp of Mine,ridge it has
graduation at the rate of forty foe feet
per mile for three fOurths of a mile on
each side of the summit over which a ma
jority Of the locomotives Of American man
ufactu.e in their ordinary trips draw q
gross load of seoenty .EUe tons. One Of
item has drawn one hundred tons, and
several others from eighty to ninety tons
The celebrated Liverpool and Manches-
Ter rail road, in England, crosses hill
IN its course requiring an ascent for one
and half mi:es-and like descent-at
! grade Of fifty Ave feet per mile where
locomotives ply regularly--As, however,
he IeIlo,D creek, CGrrolIton and EoGr
Rail road is destined to become portion
fla Areat main line from east 10 west, it IS
desirable that the location of it should be
rs level and straight as practicable. -
Hence forty feet per mile has been assu
ned as the meximum grade, with view
'fcolnbining economy in it's construction
ind utility IN lis operation.
Arguments are now unnecessary in
'ur vast republic, to prove the usefulness
# internal improvements. Intelligence
md public spirit are every where alert
md vigiIant IN seeking The best mode to
neliorate the condition of the country, In
his profitable strife wherein city con-
ends with city, and State with State, for
he palm of victory, or for the honor the
'rofit and the pleasure of doing them
elves and the public most good--it has
ecome evident that among the means
eemed the most potent for accomplish
ug the great object, rail roads are gene
al tavorites. Rail roads deservedly stand
Ugh iD public estimation upon account
f the facilities they afford the economy
f time and CrpenSe that they secure
he safe--the certainty and the despatch
hat they give TO travelling commerce
md busness-the almost iIimitable ca
,acity which they possess when not OBJ
,.,cIod h,, iDcIinad nlanes-the facIlitv