Richmond daily times. [volume] (Richmond [Va.]) 1850-1853, 1851-12-11


De required Tor the most ordinary country depot The
space covered by the buildings and that occupied by
lhe WOOD Tor the Supply OF the engines, will leave
more man enough Tor the Wagons to stand on which
are engaged In transport alton and from the road -
Al the termn OF the road, and wherever an unusual
amount OF business is expected, more than three
acres Will be required. The Boston and Worcester
Railroad Company have found ii necessary TO add to
their grounds in Boston, different periods and at an
enormous expense until they have reached The amount
OF nine or ten acres.
The Baltimore and Ohio Railroad COMPANY have
acquired forty acres B,ltimore which, is thought,
will be highly advantageous to their business The
Georgia Railroad Company commenced with what
they considered an ample allowance of ground il Au-
guta. They found it necessary to purchase more al
ter great increase had taken place III the value of
land around. The samc deficiency of room
again discovered until Ivy their successive purchases
at higher prices each lime. they have now acquired
fifteen acres in Augusta, which they find little enough
tor their business. As yet there has been no great
freight road In Virginia, and many are not aware of
what is required for the Depot of such road
A great amount ofwork has been done on the line
between Salem and Wytheve, heavy force having
been engaged for the past year. The ten miles ascen-
ding the Allegheny Mountain, north of Christiansburg
constitute the heaviest port on OF oar work and it
would be difficult complete it sooner than May 1858
If the remainer of the road could be let by August next
all the graduation could be easily completed as soon as
this ten miles.
After the grading is completed the supersucture caa
be laid at the rate of ten miles per month This would
secure the completion Of the work by june 1854 if no
aey snoua occur lor want OF money, even ii the re-
until the end OF next year. So that nothing would
be gained by placing the light work ,yond Wytheve
under contract before year hence The greater part
OF the distance between Wytheville and the State line
is very lighta
party of Engineers has been employed for the
last twelve months in revising and improving the
line from Salem to the State line and completing the
definite location, with the exception of few weeks
devoted to the New River survey. The exact length
OF the road, now located, is POI Cloths miles, and
the examinations have resulted In important improve
ments In the character of the line 1t is believed that
some time may yet be proftably spent in this way a
company can pay no money more proftably than that
which is expended in the thorough examination of
the country, before final location is made
Inc party were engaged about six weeks in max
Ing survey, from point near Chrisiansburg on our
road; down New River to. the mouth of the Indian
Creek. AT this point they connect with survey made
under the authority of the State.
From Chrlstlansburg to Indian Creek, very favor
able route was found. No grade exceeding 60 feet
rer mile RISING eastward and none greater than GO
feet per mile falling eastward would be required
mus preserving the same limits OF graduation used on
the Virginia u Tenn. Railroad
The descent from the summit at Chrstiansburg is
by succession OF grade3--none exceeding 90 feet
per mile, and no very expensive work is encounter
The valley of New River is reached near Major
James Kents; after which the work is light and he
grades are very gentle In a few places the maxi
mum grades are used for short distances to cut eff
bends OF the river and save distance.
From Chrlsansburg to the mouth of Indian Creek
is 62 miles and will cost ST 002 50O or SLY 900 per
mile. We find in Mr.. Shaw's report the ii ia zee
from Indian Creekto Greenbrer to be la miles, and
iheacost of graduation. bridging and masoarv 10 be
S77,7bO-addlng $l0s, 900 tor superstrucure give
TOR the cost OF III miles from Christiansburg To
the mouth OF Greenbrier, $l,2iS 200, a fir lction
DIpnt', Cars. Engines and ! contingencies we will
545 600 w.
Let us compare the two routes proposed betwee,
the mouth at Greenhrler and Richmond. First, by
the Central Railroad, we have the following dist.
ances
Erop rhp a
From Char ottesvi!le to Staunon 40
From Saunton TO Covington 70 I"
From Covnglon to mouth Greenbrier, IS
286
The distances by way of Chrisiiansbug, Lynch
burg, NC are
From Richmond to Lynchbur, us
From Lynchburg to Chrisiiansr rg 81
FROM Chrlsiansburg to mouth G eenbrier, III
Psi
Making distance of u miles in favour OIL tho Lynch
burg route On this route the grades are 68 ieet Der
mile, opposing the heavy trade and 60 'eet with it
whle on the Covinglon and Stanton route, thele a
grades OF lo5 ee per mile both ways-five contnu-
Gus miles OF it on the eastern slope arr II on the
western sope Of the mountain. This last may be sub
OF course The expense would be increased.
This feature would alone enable the Lynchbura lire
to complete successfully with the Genital Railroad
ior all Inc tonnage offered for transportation between
the mouth OF Greenbrer and the city of Richmond -
But suppose this Western trade or any portion of it.
to be destined tor Petersburg or Norfolk this road
would then be 80 miles shorter than the Cent al to
either OF these points.
so that the Lynchburg route is the sh ortest for al
three of the towns on the lower James River and a
most sangulne expectations of their friends, and build
them up into large Cities capable of entering into
composition with the great markets of the North
would be secured to them and carried out OF the
reach OF Baltimore. With Railroad from Staunton
to Winchester it would not be difficult to predict
where all the tonnage brought from New River to
fnLa L
rivalry between the markets of Virginia. if true ttx
themselves they all flourish. Let them Law asidd
all Jealousles, and exert their united strength to conf
plete the shortest the cheapest, the efficient and
IN all respects the best route the Ohio River as we'll
as to the Tennessee line Let each town and city
secure connection with this great trunk, and there
Will be commerce poured down our eastern Dor
der which will fiji the of thir prosperity-
Such SYSTEM faithfully carried out, would at once
erect Virginia w'!h her diversified interests and pur
suits INTO powerful empire. Ls them faithfully in
vestIgae the subject and adopt the best route which
eyer that may be. And here let take another view
OF this question. 1t has been shown that The line
through Lynchburg gives Redmond the nearest line
with the best grades to the mouth of Greenbrier The
stock IS already provided and large portion Of the
tiansbarg, within III miles Of the mouth of Green
brIer This distance alone remains to be provdedtor
and will cost at the utmost 81 ,545 900
Now suppose the Central Railroad to be comnleted
to point 1t miles west OF Charlottesville this is within
10 miles OF the mouth Of Greenbrier, with the Blne
hldge Tunnel to 90 through, and the most favorable
estimates ever let made would warrant us IN supposinp
mat there was yet required $50 900 per mile for this
whole distance; $1,000 900. Deduct the distance
anc cost OF a road between Christiansburg and the
mouth OF Greenbrier, and it will be evident that the
state must make 924 miles more of Lew road and
spend 81 $50 600 mcIe money TO this road
than would be required TO accomplish the yely same
object by the line through Lynchburg.
In this comparison The Central Railroad has received
the benefit OF tho lowest estimates made by any
one l"r it. Major Walter GwVnn, Chief Engineer OF
the James k'ver and Kanawha Company has express
ed the opinion i'll his late report, that it will cost a
great dea more. 1t may be added that the guaee Of
track on the Lynchburg roue YES it great SUPER
oy over the other and that II Of the one is laid with
substantial rail, while mosl OF the distance between
RICHMOND aud Charlottesville is laid with plate rail
tCONCLUSon TO MtRR0W
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