Semi-weekly standard. [volume] (Raleigh, N.C.) 1853-18??, 1855-01-03
Total cost,
S1,3S2,S63

|
! Startling this aggregate may to persons
unaccuStomcd to contemplating enterprises of such
magnitude, nevertheless, it is certain that with but
one exception the great Allegheny range has no
where been penetrated by railroad at 50 small an
expenditure.
The above estimate embraces evey item of cxpcn-
dture that is likely to occur, and is carried in
all its details the lib raj scale believing it
to b. better for the interests of the State that
should over cStim than uncr estimate the work
The present high prize OF labor and provisions is
assumed the basis. The tunnels estimated
Mt twenty per cent. than the most difficult
tunnels in the country have cost-the superstruc-
ture of the road at $500 per mile, and eight per
| cent added for turiouts for engineering expenses
and general superintendent, | have allowed $1,000
per nile S45 900 for land damages, for warehouses;
oversecrs' houses and water Stations $500 per mile
and 81 $50 900 in addition for machine shops and
warehouses at the ermini of the road; to the est-
mate for excavation, emGankmc mt ard masonry,
have added 20 per cent. to cover possible under
estimate of the amount of rock excavation and un-
foTeseen difficulties in obtaining foundations. And
1 find from report published since [ prepared my
estimate for equipments trolling Stock" that
have allowed for 10 locomotives, 1 passenger coach
cS, $50 freight and 100 gravel cars over and
above what is estimated for one of the most in-
portant roads in Virginia. drawing fast to COM
plction, which receipts to the amount of 81 235-
657 arc anticipated.
1t will not, of course, be expected that an exact
estimate be made of the cost of railroad pass
ing through such country that above described
from preliminary examinations and experimental
surveys alone. From careful calculation, how
ever, as l am able to make from existing data aid
cd by knowledge of the cost of similar works in
a similar country, feel hesitation in expressing
the belief that the road can be built with single
track of heavy iron rail, and equipped within the
sum allowed named.
The mountain section opposes the only difficult
ties worthy of consideration has been before OBJ.
served. On this section seven tunnels occur, and
between the spurs which divide the branches of the
Catawba, high embankments encountered, which
tend greatly to swell the cost of the work. The
line is however, practicable both as regards curves
and grades which in the passage of the Blue Ridge,
is matter of paramount consideration. The cost,
whilst it is important desderatum, vet, regard
ing the object to be attained, may be viewed
ondary. Such at least has been the view taken in
other portions of the country, Judging from the
enormous amounts, greatly exceeding our estnate)
which have been expended in surmounting the Blue
Ridge, to accomplish objects not greater than those
which we expect to achieve here. In the ascent
eastward the locomotive is not taxed beyond its
power; on the hundred feet grades westward across
the mountain it may be necessary sometimes to du-
plicate its power by the employment of addition
al locomotive This is however, done on the Balti-
more and Ohio Railroad, and every railroad in
the country crossing the Allegheny Mountains, ex-
cept one.
The valleys of the French Board, Swananoa and
CataWba offer difficulties ola formidable nature
the bends which require abrupt curvature, and the
cliffs which extend to the waters edge, may be
garded rather exceptions to the generally favora-
Ole nature OF tnef VaueyS, Lnan as cnaracteflzlng
them as remarkable for the obstacles which they
would oppose to the construction of railroad.
THE wATAUGA GAP ROUTE.
The first step taken in the survey of this route
to test the availability of the country drained
by the tributaries of Johns river for the eastern
descent of the Blue Ridge. With this view three
depressions were selected for the passage of the
mountain; at the head of the south prong
of Johns river, one at the head of Middle Fork,
and one at the head of Mats Cove Creek The
ascent from the westward to the first depression