Semi-weekly standard. [volume] (Raleigh, N.C.) 1853-18??, 1857-01-14

4 scheme. TIE price of mon alone has waited over
two hundred thousand dollars on the quantity re-
quired for the work since. ita commencement
The cost Of the road, however, must necessarily
prove greater in amount than that anticipated by
Col. Gwynn. The rise in labor, provisions andiron
would make no inconsiderable difference But snce
his report the location of the line and the character
Of the work have been materially changed. EN-.
bankments have been substituted for the cheaper
and less permanent trestle work. which was adopted
in the original plan; arc5ed culverts of brick and
stone have taken the place Of the small wooden
bridges grades have been reduced from sc to 26
feet, and the road, both in accordance with the
commentator of Col. Gwynn and our ow n engi-
neer, has been Strengthened to nearly an air line
These great and durable improvements will fully ac-
count for any excess which may be found in the
cost of the road.
1t VIC look, for moment, at these necessary al
terations in the original plan o! construction the in
creased expenditures to which allusion has been
made, sink into nsigniicance. /" A perfect railroad
it has been said, "wo uld be an air line from point
to point, level. Such road would traverse no
distance beyond what would be necessary, and be-
ing free alike from grades and curves would obtain
the maximum effect from the power employed" Of
this road eighty eight miles is straight line, the
balance (eigh) is so slightly curved that it will not
be perccptble in its operations By comparing the
ruling gradient of 26 feet per mile, with So feet per
mile, reported upon as the ruling gradient upon the
survey Of 1858, by Col Gwynn, for the eastern ex-
tension, it will be seen, states our chief engineer
" that this important feature of the road, upon
which the cost of freight and travel SO much de-
pends has been materially improved, and the eff
cheney of the road greatly enhanced"
To understand this, it is only necessary to state
that an engine of IS tons, with load of 200 TONS
would have to exert force to prope that load up
plane of 26 feet to the mile, that it would have to
exert to draw upon level sol tons; whereas, to
prope same load up plane of SO feet to the mile,
1t would have to exert force that would draw up
a level GA tons, or an additional force of ll3
tons. In general terms, 20 feet of elevation to the
mile reduces the power of the engine one-half
From this it will appear that with lighter engines
than are used generally upon railroads. can per-
form the same, or more labor at great saving
of wear and tear Of machinery and road. With
this knowledge before them, and with proper sense
of that responsibility which every builder, as well
operator Of railroads should feel for the safety of
their fellow beings, and the property Of those who
have entrusted it to their care, should they have
done less than endeavor to approach perfection?
Was it not their duty, for such reasonable sum, to
provide at once against not only the possibility, but
probability OF the destruction of human life, and
that insidious moth-wear and tear of machinery aud
roads, that eats up the earnings of these great
works? Was it not their duty to guard against &C.
cdcnts, and prevent the expenditure of large sums
hereafter under great disadvantage? They believed
it was; consequently, If they get the means, you
will have road of direct alignment, easy grades,
ample buildings, convenient wharves and one in
If experienced engineers have been deceived in
their calculations to the amount of thousands and
hundreds OF thousands of dollars, in relation to the
cost of the different improvements in the State is it
not then reasonable to suppose that those Of less
perience would fall into the same error? Two years
ago, when this matter was before the Legislature,
the company was of the opinion that the road could
be built for an amount considerably below that
which they have now ascertained it will cost. They
have already stated to you the cause. In its con-
struction and cost, the road will compare fovorably
with the North Carolina Railroad work that has
been managed with consumnate skill and ability,
from its commencement up to the present moment.
In its management, they have had due regard to
what they sincerely conceived to be the real interest
of the stockholders and State, and have encouraged
that enlightened economy which must rebound to
their prosperity and welfare. Others, doubtless,
could have conducted the affairs of the company with
more ability-:one could with zeal and solicit
tude for success. sum not exceeding $400 900
will complete and equip the road
This statement is not based upon estimates is not
the result Of mere speculation; but the amount Of
work performed and the materials delivered, war
rant the assertion.
The charter of the company provides for an in
crease of the capital stock to a sum sufficient to
complete the road, by opening books for new stock,
or by borrowing money on the credit of the compa-
ny, and OH the mortgage Of its charter and works.
But it is impracticable by this mode to raise the
qured amount. The counties directly interested in
the road, and through which passes, have already
embarked largely in this work. Craven has sub
scribcd for 100000 in the stock Of the company,
$3.50, 900 in her corporate capacity, and the same
amount by individuals. Lenoir has 800 000 which
is equally divided between the county and her citi
zcns; aud Carteret has $4,000 Tho balance of
$685., 900 is made up by individuals and companies
in different sections of the State. In addition to
these praiseworthy and heavy subscriptions, the
sessed value of real estate has risen in two of these
counties, Craven and Lenoir, about 81 LOCO, 900,
which, of course, considerably increases their State
and other taxes. They have met the calls made
upon their subscriptions with promptness, and are
now liquda,ing the debt created by such demands.
But they have not the ability to go further, aud it
must be evident to you that it would be useless to
reopen the books with the expectation of aid from
that source.
to appeal to you for assistance similar to that which
you have heretofore generously extended to the
North-C Carolina Road. And, if you feel inclined to
give them aid, they would respectfully suggest that,
instead Of endorsed bonds which are not available,
and to guard against the probability of loss to the
State, provision be made, authorizing the board OF
internal improvements to make subscription, from
time to time, as the necessities of the company
should, in their opinion, require, not exceeding lii
the aggregate 100000 and the treasurer DC author
lied to pay the in coupon bonds OF the State at
their par value. The said subscription not TO be
made until the board of internal improvements is
satisfactorily assured that the present capital stock
of the company has been judicously expended on
the work, and that the further sum OF 81 10000
would complete and equip the road. With such
provision, and with an Executive whose swatchtul
eve is ever turned towards the interest of North
Carolina and the welfare of her people, and with
finance officer, whose rigid grasp on the treasury
knows no rela xation save by q strict compliance 4
with your acts, and with railroad completed and
pIn horo