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bureau of RAILWAV ecj.^
washington, o. c-
HI iV T s
ON THE
INTERNAL IMPROVEMENT
OF
NORTH CAROLINA:
RESPECTFULLY ADDRESSED
TO
HIS COUNTRYMEN,
by
A NORTH CAROLINIAN.
SECOND EDITION.
FAYETTEVIDLE :
PRINTED BY EDWARD J. HALE & SON.
18.54.
HE'2-^'7/
N-< w
Hl NTS
ON THE
INTERNAL IMPROVEMENT
or
NORTH CAROLINA:
RESPECTFULLY ADDRESSED
TO
HIS COUNTRYMEN,
BY
A NORTH CAROLINIAN.
SECOND EDITION.
FAYETTEVILLE :
PRINTED BY EDWARD J. HALE & SON.
18.5L
THE ÏITEIIESTS OF NOllTH CIROLÍI^A m THE WÖHR
OF ÏNTEIINAL IMPROVEMENT.
My Countrymen:—Will you permit one who was born among you,
and yields to none in honest affection for our good old State, to present,
not without diffidence, the following facts and suggestions, on a subject
of vital and common interest in North Carolina. The writer has no per¬
sonal ends to serve. Many years have elapsed since circumstances,
which he could not control, separated him from his native State; he
has however, not ceased to watch, with the solicitude of affection, her
progress since he left her borders; and he has endeavored, uninfluenced
by or personal interests, quietly to study and discover, if he could,
the measures most likely to promote the prosperity of the whole State.
In some particulars he may err (for he is fallible); and therefore, far
from presuming to dictate, he would but bring this, his humble offering
to a great cause, deeply interesting to the country he loves best on earth,
in the hope that his remarks may perchance prove at least suggestive
of better thoughts than his, to the strong and eminently practical
minds of some of his countrymen, now occupied with the subject of in¬
ternal improvement in Nhrth Carolina.
The mere construction of a railroad, without reference to its termini,
or the country over which it passes, is not improvement. There is no
magical potency in the mere existence of such a road, necessarily con¬
ducive to wealth. It must be constructed to some particular end; and
if this be not judiciously studied, and appreciated by the scale of pro¬
bable results, it is obvious that money may be sadly misapplied in its
construction. Hence, if a single town would build a road to terminate
witliin its limits, the first inquiries are: "will it benefit the town to an
est nt equivalent to the-outlay of money in its construction?"—"what
pmducts will it bring to the town for sale, for manufShture, or for ex¬
portation?"—"through what region of country will it pass, and what,
both in quantity and value, are the products of that country?" The
subject thus presents itself to be examined judiciously in all its bear¬
ings, and the road, if resolved on, rests on a previously arranged system.
This, however, while it plainly illustrates the indispensable need of a
systematized plan of proceeding, covers the more local and particular in¬
terests of the supposed single town.
But there is a larger and more extended interest, requiring precisely
similar judicious investigation and treatment, when we let our view
reach over the limits of the whole State, of which that town forms
but a part. If the town benefits by system in its proceedings, so also
obviously will the State be benefited by first establishing a systematic
plan, and then carrying it out as an entire unity. The State therefore
4
bas questions to investigate as well as the town. She must for instance
ask, 'what are my products in all their variety and abundance?'—'where
are they situated?'—'how can I best afford facilities to producers to con¬
vey their surplus to a market?'—'have I ports and harbors, either good
by nature, or to be made good by labor, whence I, as a State, can freely
communicate with the world outside of me, and, by sending abroad the
surplus, receive in return, money or its equivalent, which will enrich
my citizens?' All these and many other questions are to be answered
before the State can wisely resolve on any system. But a system it
must have, if it would perform aright the duty it owes to itself. There
is also this strongly marked difference between a system devised for a
single locality and one designed for a whole State. The former may
benefit itself only, at the expense of the latter, by interfering with the
higher interests of a general system; while the latter, by executing a
general system judiciously devised, cannot but include in the execution,
and therefore benefit, every locality really susceptible of permanent im¬
provement. Generals may and will comprehend particulars; ljut par¬
ticulars may be isolated, and not belong to generals.
Another consideration belongs to general systems, which is wanting
in those that are local merely. The former may be so arranged (at least
so far as circumstances will permit) as to concentrate in some degree the
benefit of improvements, making them of value to the State as a whole,
by giving her the largest return from the sale of her own surplus pro¬
ductions; while the latter may purchase for themselves indeed a local
benefit, but by means which impoverish the general wealth, in affording
facilities for the transportation of products to foreign depots, when better
ones can be found at home. There is no selfishness in seeking to secure
(as far as circumstances will permit) to the State herself, the value of
that which the State herself produces; but there is a selfishness which,
in the end, will prove (as all selfishness does) short-sighted indeed, in
tl e determination to seek only a local benefit, regardless of the injury it
may inflict on a wide-spread territory, of which the selfish spot forms
but a fragment.
Now it is just this conflict between general and local interests which
has caused so much money to be wasted, both in our own country, and
in England, upon railroads. Fortunately, North Carolina has not yet
proceeded so far in the actual work as to prevent the adoption of a wise
general system; what she has already done may be incorporated into
such a system, and we therefore proceed respectfully to suggest some
thoughts as to what that system should be. It may take time thorough¬
ly to complete it; some of its minor details too may doubtless be advan¬
tageously modified; and new details may be added, the value of which
can only be revealed hereafter by facts and circumstances now unknown.
But the great features of the system appear to be plain; and it may
perhaps be deemed wise now to adopt a settled plan for those great fea¬
tures; and let the future work up to that plan. We shall be more apt
to work wisely when we work to definite ends.
In endeavoring to devise a system of internal improvement for any
country, we have first to inquire what the country already has; and
secondly what she requires, and has not. We come therefore to the
5
question, 'what does North Carolina already possess that may be made
available in a general scheme of internal improvement?'
HARBORS AND INLETS.
The coast of North Carolina has long been more remarkable for its
dangers, real or supposed, than perhaps any equal extent of the Atlantic
boundary of the United States. If we proceed southward from Sandy
Hook, the most eastern projection of land on the whole coast, down to
the southern extremity of Florida, will be found at Cape Hatteras, near
the centre of the ocean boundary of North Carolina. This projection
gives to the coast of our State a peculiarity of formation unlike that of
any other Atlantic State in the Union: north of the cape, the coast tends
a little to the west of north; while south of it, its general direction is
south-west by west, leaving however a considerable portion running due
west from Cape Lookout, with a large extent of open sea directly south
of it. It is this peculiarity of outline which has rendered the coast at
once extensive and dangerous. The conflict of winds and currents at
Hatteras has produced its unavoidable consequence in the creation of
a shoal extending some distance from the land; while the region north
of it presents a shore liable to perpetual change from every stormy wind,
whether it come from the north, the north east, the east, the south-east,
or even the west. The ever-changing sands are consequently producing
constant changes in the inlets along this coast. We have historic evi¬
dence of the fact. Not a good inlet now remains, and yet deep inlets
existed when the flrst colonists came to Roanoke Island. South of the
cape the coast is exposed, with one remarkable exception to be noticed
presently, to every wind from the north-east and east around by the
south to the south-west. It is not therefore a coast likely to afford
good inlets.
If we enumerate the entrances from the sea, beginning at the north,
we have these inlets: Currituck, New, Ocracoke, Cedar, Old Topsail or
Beaufort, and the inlet at the mouth of Cape Fear river. Roanoke, which
once existed between the Currituck and the New, has long since been
closed. Of these, Ocracoke, Old Topsail and Cape Fear are the most
important, and indeed the only ones which here require notice.
Ocracoke Inlet.—An inspection of the map will show that the portion
of the country which must find its egress to the sea through this inlet,
is as follows, viz:—
1. The counties on the north side of Albemarle Sound: viz., Currituck,
Camden, Pasquotank, Perquimans, Chowan, Gates and Hertford.
2. The counties between Albemarle and Pamplico Sounds: viz., Tyr-
rel, Hyde, Washington.
3. The towns of New Berne in Craven, and Washington in Beaufort
County. Here is a large extent of territory, covering more than one
half of the maritime counties of the State; and many of those counties
(those in the northern part) are among the most fertile agricultural re¬
gions we have. If Ocracoke is a good and safe inlet, this region is well
provided, by nature, with all it wants for commercial prosperity. We
have, therefore, next to ask, 'what is Ocracoke, as an inlet?'
From the survey of Wimble, made by authority, in 1788, it would ap¬
pear that Ocracoke consisted then of but one inlet, affording a depth of
6
seventeen feet on the bar, and that Teache's hole within, had a depth of
four fathoms. The channel, however, after passing the bar, shows on
the chart, a depth in some places of but eight or nine feet, and the
greatest channel tTeptb marked on the chart is but fifteen.
The actual survey made by Price, about fifty year.s ago, shows great
changes at Ocracoke. There are on his chart two bars; that at the north
marked ten feet in depth, and that at the south eighteen. Teache's
hole is a small channel on the west side of Ocracoke, with but six feet
of water in it. Two channels are also seen after crossing the bar; one
on the north called 'Ship Channel,' with from two to seven fathoms of
water in some parts; but also with two most serious obstructions; the
one about midway, called tbe 'Bulkhead,' where the water is but ten feet
deep; the other at the northern extremity of the channel, where the
depth is but eight and a half feet, at a place known as the 'Swash.' The
other or southern channel, which passes on the south side of Shell Cas¬
tle, is known as "Wallace's Channel." This has from one to five fath¬
oms in certain parts; but like the Ship Channel, has also two obstruc¬
tions, the one giving a depth of but twelve feet, and the other affording
but seven and a half.
A "Beacon Island" appears to have existed when both charts were
made; yet the same land is not designated by that name in both charts.
In Wimble's day (1738,) the seventeen feet bar was between the south
end of Orcacoke Island and Beacon Island. In October, 1749, a storm
so completely destroyed the latter, that it disappeared entirely; and in
Price's day, a spot of dry sand had begun to show itself in its former
place; while the Beacon Island of Price, is nearly two miles north of
the spot, and is situated between the two channels. These facts may
serve to show the changes to which this inlet is liable; and unhappily
each change seems to be for the worse. A tradition may exist among
the dwellers at Ocracoke, of eighteen feet of water having once covered
their bar; but probably no pilot, now living there, ever saw such an
auspicious occurrence. The truth is, that (to use the language of the
report on the Coast Survey) "the shores both above and below Cape
Lookout and Cape Hatteras, present an unprotected and nearly even
outline to the actions of storms and breakers." Great and frequent
changes are consequently unavoidable. It will hence be seen that this
inlet is quite uncertain, dangerous and changeable at best; and conse¬
quently, that part of the State to which it affords access from the sea,
must correspondingly suffer.
Old Topsail or Beaufort Inlet.—This is about fifty miles distant from
Ocracoke, by an air line, and is situated to the westward of Cape Look¬
out, the coast running from the Cape almost due west, for some seventy
or eighty miles, and consequently, having for that distance the sea im¬
mediately south of it. It is this part of the coast which presents the
"remarkable exception" to which we have alluded above.
The only region to which access is afforded from without by this in¬
let, is Beaufort and the lands in Carteret County.
As to this inlet, Wimble represents it, in the sailing directions at¬
tached to his chart of 1738, as having seventeen feet of water on the
bar, while on the chart itself he marks but fifteen. Proiessor Bache,
7
superintendent of the Coast Survey, in his chart of 1851, represents it as
having seventeen feet of water on the bar at mean low water. About
four feet four inches was the highest rise of tide he observed;' the mean
may be computed at two feet and a half. The report on the Coast Sur¬
vey, made to Congress in 1851, states that a "ship drawing twenty feet
water can leave at any state of the tide, with almost any wind, and dis¬
charge her pilot at sea in from thirty to forty-five minutes after weigh¬
ing anchor."
Of this inlet and harbor, the following facts may be affirmed.
1. From the survey of Wimble in 1738, up to that of Prof. Bache
in 1851 (123 years,) scarce any changes have occurred; and such as
have, have tended to make the inlet and harbor better instead of worse.
2. Wimble's survey shows the depth of channel inside of the bar to
have been, in his day, very much the same that it now is; and the Coast
Survey of 1851 states that "during the last thirty years there does not
appear to have been any particular change, either in the shore, line or
shoals loithin the limits of the harbor. The causes and action of tide,
&o., which first formed them, seem to continue them in their general po¬
sition and extent."
3. The outside beach or "bank," protecting the harbor from the sea,
is of an average width of about half a mile. "The sand-hills and ridges
upon it (says the report on the Coast Survey) are from twenty to thirty-
five or forty feet high, thus forming a good and sufficient shelter from
both wind and sea, to all vessels anchored inside the banks; the holding
ground is also good."
4. The harbor is very spacious, and the water deep enough; a little
labor will make the land at Lenoxville, Beaufort, and Shepard's Point,
all immediately contiguous, to any depth of water required.
5. There are certain natural causes likely to keep this inlet and
harbor in their present condition. The experience of 128 years would
seem to establish these causes as sufficient. They are as follows;
I. The shore here runs east and west, fronting to the south. To the
eastward of this inlet Cape Lookout projects some eight or ten tniles
southwardly into the sea, forming thereby a cove, in which this inlet
is placed. It makes a natural break-water. The report of the officer
intrusted with this part of the Coast Survey, represents Cape Look¬
out as a prominent cause why the inlet has hitherto been preserved, and
will continue to keep open, with probably deeper water than any other
harbor on the coast. It explains the operation of this cause from the
fact that the cape affords a shelter, and occasions also an eddy current.
"The influence of these currents upon the inlet, opening, as it does, to
the south, and in the 'bite' of the cove immediately under it, is to cut
and carry away the sands and shoals which storms may throw up, and
deposit them at the point of the cape. At least, it is obvious that the
influence which has formed Cape Lookout, and creates the deep water
and bold shore of this cove, immediately south of it, will not allow any
deposits to take place at a point where the eddy and counter-currents
have their greatest effect; while the projection of the cape, and the
shoals extending beyond it, prevent the action of the sea within this cove
from being as great, or having the same effect, as upon a coast present-
8
ing an unprotected and nearly even outline to the action of storms and'
breakers, as is the case on the shores both above and below Cape Look¬
out and Cape Hatteras." This view is, we humbly think, sustained by
the laws of physicsj and the attentive reader will perceive that the eflfect
of cutting and carrying away the sands in the cove, to deposit them at
the point of the cape, is constantly to increase the extent of shelter and
protection to the inlet which the cape already so signally affords. It
perpetuates, therefore, the inlet.
II. Another natural cause for the excellence of this inlet and harbor
arises from the fact that the harbor is in effect nothing more than a bay
or basin formed by the sea alone. No fresh water rivers from the inte¬
rior feed it, and bring down a deposit to meet the tidal influx from the
sea, and thus contribute to fill up the harbor, or create a bar. The re¬
port of the Coast Survey thus speaks:—''The current through the inlet is
wholly a tidal one, and the back waters of'Bogue' and 'Core' sounds, and
from 'Newport' and 'North' rivers, accumulate no more on the flood tide
than escapes on the ebb; they are also of such extent, and so located, as
to be materially affected by the tide, being filled and emptied by the-
flood and ebb; and there are no fresh water feeders to either of the rivers,
sufficient to at all affect their currents." In fact, what are called "New¬
port" and "North" rivers will be seen, on an inspection of the map, to
be nothing more than an extension of the bay that makes in from the
ocean. The report thus proceeds: "There is thus a strong and continual
tidal current through the inlet, and this current is not lost or overpow¬
ered by a heavy swell from the sea, deadening its effect, and throwing
back the sand which it displaces, in shoals and bars; but it runs with
the eddy current of the cove into which the inlet opens, and the same
action and effect is continued that the current out of the inlet produces,
all tending to preserve and deepen the channel."
The absence of any large body of water to the westward of this har¬
bor and inlet, furnishes also a natural advantage which properly belongs
to the consideration of this subject. If the reader will look upon the
map of the State, and observe any of the inlets on the coast, opening
from the large sounds, he will at once perceive the superior position of
the inlet and harbor at Beaufort. Take Ocracoke for instance; it is sur¬
rounded hy wafer. A wind from the west affects it as injuriously asAny
other. Such a wind operating on the large body of water inside may
do quite as much injury as a storm from the ocean on the east. For what
must be the effect of a heavy westwardly storm? The report of the
Coast Survey answers. It "prevents the tide from flowing through the
inlets from the ocean, while the water and surf from the sound heave
up swashes and shoals on the inside." And this explains the perpetual
changes of channel and shoals inside of the bar at Ocracoke. Now,
suppose the storm to come on the east, from the sea, the effects are still
worse; for, as the report says, "the waters of the sound are driven back,
and shoals are thrown up and formed across the mouth of the inlet, with¬
out any counter influence to prevent or carry them away."
No wonder that with such facts existing, the report to Congress, of
1851, should thus speak:—"That the inlet and bar of Beaufort are pro¬
bably the best on our whole eastern sea-coast, south of the Chesapeake
9
Bay, is, I believe, a matter of fact, and needs no comment." This is
expressed with caution. In the view of the present writer, more might
eafely have been said; in his opinion, it is the heat, except that of New
York, on our whole Atlantic, coast; no exception is made of the harbors
on the Chesapeake, because there is water eiioii;;h at Beaufort, and it lies
immediately on the sea. Thirty-five or forty minutes takes a ship in or
out. According to the sailing directions on the chart of the coast sur¬
veyors, "it can be entered with the wind from any point, except be¬
tween north and west;" and inside, "it affords shelter from all winds."
As there is water enough for all purposes, these circumstances give it a
decided advantage over Norfolk, for instance, which is situated many
miles from the sea. With water enough, the nearer the sea, the better
the harbor; because (says the Coast Survey) "there is no river or inland
navigation to delay or require the towing of large vessels."
By placing a few lights and buoys (pointed out in the Coast Survey
report of 1851,) we are informed that "with such guides, a stranger
could enter, by day or night, without fear."
On the whole then, we conclude that with the exception of New
York, North Carolina has, in Beaufort, the best harbor and inlet on
our whole Atlantic coast.
Inlet to the Cape Fear River.—When we reflect how nobly Wil¬
mington has exerted herself, in the cause of internal improvement, we
cannot but regret the serious drawback to her prosperity, that is found
in the entrance from the sea into the Cape Fear River. The coast im¬
mediately west of Cape Fear, is somewhat like that at Beaufort in its
position; that is, it runs east and west, hut not for so large a distance as
at Beaufort. The projection of the cape too, would seem to furnish a
protection in the cove it form.«, similar to that aofi'rded by Cape Lookout,
at Beaufort; hut the inh t is not, as at Beaufort, into a mere bay, mak¬
ing in from the sea; but into the river Cape Fear, which, with its tribu¬
taries, almost crosses the entire State, and reaches nearly to the Virginia
line. The river itself has been one of the great natural causes that have
contributed to produce the difficult and dangerous navigation at its en¬
trance. A river of equal size emptying itself into the harbor of Beau¬
fort, would soon begin to produce similar results.
The prosperity of Wilmington is a matter of moment to the State,
and we therefore hope, that all the artificial means which science can
suggest, may he successfully adopted to facilitate the ingress from the
ocean into the Cape Fear river. The public spirit of the town has done
very much, and we trust the (jeneral (lovernment will freely aid in doiug
all that is possible. It is important to preserve the commercial prosper¬
ity of Wilmington. The State gets the whole benefit of it; for it keeps
a large and profitable trade within North Carolina. We cannot, how¬
ever, conceal from ourselves the fact tliat a great deal must be done to
open, and keep open, the best approaches that can be made to the port
of Wilmington. Wc cannot indeed, make for her such facilities as
nature has made for Beaufort; but we can keep for her all she now
has, and try to get more. And Wilmington has fairly entitled her¬
self to all that we can do for her. She first stepped forward boldly,
and that too, when she was small in population, and limited in rcsour-
2
10
ces, to redeem the State from a depression which had driven very
many of her sons into other lands. Thus far, nearly all that has been
done to this end, has been done by her, and we should, therefore, ear¬
nestly desire her increase and prosperity. No little spirit of local ri¬
valry should induce either Wilmington, on the one hand, to desire a
monopoly of all the trade and profits of the State; or the inhabitants
of other localities, on the other, to withhold sympathy and aid in the
noble struggle which she is making to overcome natural disadvantages.
She grapples with them boldly, and, therefore, were there no other
reason for it, deserves support from us all. But there is another rea¬
son: Wilmington and her railroads form a part of the very system of
improvement which the present writer would humbly and respectfully
suggest to his countrymen. Should the system be entirely carried out;
nay, if Beaufort became a commercial city of many thousands; if all
the rail roads of the contemplated system were built; still would the ne¬
cessity of Wilmington but be the more apparent. Look on the map at
the shape of the State. Her line of coast is nearly as long as her
northern boundary line, separating her from Virginia, and quite as
long as the line which divides her from South Carolina; while her
remotest west converges to a point, with Tennessee north-west of her,
and South Carolina on the south. No other Atlantic State but Florida,
has such an extent of coast. Back of this coast she reaches in a straight
line from the point of Cape Hatteras to the western side of Cherokee
County, 450 miles; and possesses within her borders an almost incredi¬
ble amount of mineral and other wealth, little known however beyond
her limits.
He knows but little of the capacity of a railroad for transportation
who imagines that one line from west to east will meet the demand for
transportation of a country like this. He is equally ignorant who
supposes that three hundred miles of coast does not need, in a country
almost triangular, of which the coast is the base line, more than one
commercial depot, if it be possible to obtain it. Again, the widest
part of the State from North to South is precisely from Wilmington to
Virginia. Kailroads from the west may cross merely, in two lines, or
even three,, some of the counties which border on a line from Wilmington
due north to Virginia; but what facilities do they aiford those coun¬
ties (extending over 180 milesjfor transportation? The shape of our
territory rcquire.s of us not merely to stretch our iron arms to our re¬
motest west; but also to afford facilities to that broad range, in the east,
that reaches from New Hanover to Northampton. Why should it
be driven to the commercial towns of our northern neighbor, when we
can furnish it with one at home? But we are anticipating: we return
therefore to our subject of harbors to say, in conclusion, that as to
inlets and harbors, Ocraeokc, Beaufort, and Cape Fear, should alone
occupy our attention. The first is available for small craft only, and
gives ample reason to fear that natural causes will ever prevent its be¬
ing much, if any, better tino it i«: as to the second, it is as good as
we could desire; or at least, so good that it offers facilities for carrying
on commerce both foreign and domestic on a large scale, and in ships of
large size:—and as to the third, while vessels of the largest size cannot
11
enter it, and probably never will, it still, we trust, may be improved,
and can carry on a lucrative commercial business in smaller craft; and
is very important to the State as one of her commercial towns. •
RIVERS.
We shall speak first of those which find their outlets in the sounds
and Atlantic.
An inspection of the map will show us in the north-east corner of
the State a number of streams, short but broad, emptying into Albe¬
marle Sound on its northern side. Of these Pasquotank and Chowan
alone require our notice. Upon the first, in the county of Pasquotank,
stands the flourishing town of Elizabeth City; and on the last, or near
its junction with the Sound, is Edenton. Vessels come in at Ocracoke,
and go up to both; but the navigation obviously is very tedious, not to
say dangerousi The region north of these towns is, however, very fer¬
tile, and its productions are much more apt to reach the sea by way of
Norfolk and the Chesapeake, than by Ocracoke. The great Dismal
Swamp Canal long ago made this part of the State somewhat tributary
to Virginia.
The Eoanoke entering Albemarle at its western extremity, is the
next large river with which we meet in our progress southward. Be¬
tween it and the Chowan, however, conies in a small stream, the Cashie,
on which stands the town of Windsor in Bertie County. On the Low¬
er Roanoke, Plymouth, Williamston, and Hamilton are the most im¬
portant places. Vessels come to these, and boats can navigate the
river for some distance above. The country on the Roanoke is in gen¬
eral fertile; but its products are for the most part, we believe, disposed of
in Virginia. North Carolina does not derive from the north-eastern sec¬
tion of the State (unquestionably one of her most valuable for agricul¬
tural purposes) any thing at all equal to that which Virginia, by arti'
ficial means solely (the Dismal Swamp Canal), hag drawn away from it.
Leaving the Roanoke, we come next upon the Tar, which, at its lower
extremity, takes the name of Pamlico, and empties into Pamlico Sound.
On the Pamlico stands, in the county of Beaufort, the flourishing town of
Washington. This town, by means of plank roads, which centre at
Greenville on the river, and are brought from the country above and
around that place, commands a considerable trade, by means of the
river, which is navigable as far as Greenville. An effort is in progress
to make the stream navigable above from Greenville to Tarborough. It
can undoubtedly be done, and when done, will add to the prosperity
of Washington. She has, however, in common with all that part of
the State, the waters of which communicate with the sea at Ocracoke,
a barrier to her progress, which probably no human skill will ever en¬
tirely overcome. She will always want a good inlet there.
We next come to the Neuse, upon which at its junction with the
Trent stands the town of New Berne. This town once carried on a
considerable commerce with the Wo.st Indies, and was prosperous, though
of late years, it has declined. Its great obstacle to prosperity, even in
its best days, was that which we have named in the case of Washing¬
ton, the bar at Ocracoke. As to the Neuse, steamboats in certain
states of the river can run up to Waynesborough in Wayne County, and
12
indeed, even to Smithfield in Johnston, which is but twenty-eight
miles from Raleigh. Rut at other times they cannot ascend as high as
Waynesborough. Efforts, however, are in progress for so improving
the river, that four feet of water can be had at all times up to Waynes-
borough. Of their success (if properly conducted) we have no doubt.
A small canal, extending acro.ss the dividing line between Craven and
Carteret Counties, and uniting the waters of the Neuse with those of
Beaufort Harbor, by joining Clubfoot and Harlowe's Creeks, allows
the passage of small boats from New Berne to Beaufort. The Trent
River might also easily be made navigable for some distance above New-
Berne. Next we come upon the Cape Fear, which makes its way to
the ocean by its own inlet. On this river stands the very prosperous
and growing town of Wilmington, which has no natural check in the way
of its onward progress, but the obstructions at the mouth of the river.
Of the Cape Fear itself above Wilmington we have to say that steam¬
boats now ply on it up to Fayetteville, a very important place, and des¬
tined to become much more so, as the centre of a large inland trade, and
a depot from which will be distributed the products of the State, to every
point on the seaboard that has an available inlet from the ocean.
Above Fayetteville, the river is at certain times navigable for barges
and flat-boats, and it is to be desired that it might, if posssible, be made
so at all times. Tbese are the principal water courses to be mentioned,
as reaching the sea on the coast of North Carolina.
Of the Yadkin and Catawba, we will not at, present, speak; not be¬
cause they are unimportant, but because we wish now to consider the
more immediately available natural advantages which will benefit North
Carolina particularly. These two rivers reach the sea in South Carolina.
There is an inland stream, a tributary to the Cape Fear, which re¬
mains to be noticed. This is the Deep River, the important part of
which is chiefly in Chatham County. It is important because it passes
there through a region made exceedingly valuable by extensive fields of
coal of the very first quality. A large amount of money has been
expended in the improvement of the Deep River, and the works are
rapidly approaching completion. The enterprise deserves to be crowned
with success, and the present writer has no doubt it will be. It will
be of great importance to Fayetteville and Wilmington.
RAIi,ROADS.
From what has been already said, it will be seen that Beaufort and
Wilmington are the two prominent points on or near the sea where
the chief commerce of the ¡State must centre. As to the first, it has no
connection with the rich interior west of it, though possessed of one
of the finest harbors on our Atlantic coast; and as to the last, nature
gave it nothing but the precarious advantage of a river, cot paissing
through a very fertile country, and not always affording the means of
transit from any great distance. Wilmington tried the experiment of
becoming prosperous and wealthy by using the simple means which
nature had provided, and the experiment proved a failure. She saw
that she must find sfune other mode of connecting herself with the rich
country of which she was a part. That the connexion would be mu¬
tually advantageous, giving to the one a market, and to the other the
13
materials wherewith to build up a prosperous commerce, was obvious
enough.
True, Wilmington was small and poor, but she looked with a wise
and provident forethought to the future; and with a brave heart she
went forward, content to endure, if necessary, present privations for
the sake of certain, though it might be, slow coming prospective bene¬
fits. She resolved to build a Railroad. And, struggling on through
almost insurmountable difficulties, she at last accomplished it; and
made herself thereby the largest and most prosperous town in the State.
These things are mentioned to her honor, and for the encouragement
of us all, for there is more work yet to be done in the State.
The Wilmington and Ealeigh Eailroad, as it is called, runs in a line
almost due north and south across the State from Wilmington to Wel-
don, passing at the distance of about half its length, the thriving town
of Goldsborough in Wayne County, which owes its existence to the
railroad. It traverses from south to north the counties of New Hano¬
ver, Duplin, Wayne, the south-west corner of Edgecombe, Nash, and
Halifax. If a distance of five and twenty miles be taken on each side
of the road (thus making a belt fifty miles in width across the broadest
part of the State, and about 140 miles long,) we shall find that on the
left or western side of the road, we include parts of Brunswick, Bladen,
nearly all of Sampson and Johnston, with parts of Franklin and War¬
ren; and on the eastern side, a small portion of Onslow and Jones, nearly
all of Lenoir and Greene, part of Pitt, and nearly the whole of North¬
ampton. Suppose we concede that Johnston, Wayne, Greene, Lenoir
and Jones would, by means of the rivers Neuse and Trent, find a mar¬
ket at Newbern; there still remains a large and productive region to find
an outlet for its surplus productions by this road to Wilmington. And
should it even be urged that Northampton, Halifax, Warren, and Frank¬
lin will most readily find their market in the towns of Virginia (a point
by no means conceded); there is yet left a large portion of country to
which the readiest outlet for its productions is furnished by this road.
Add to this that it is on the great line of travel from north to south,
and its importance to the State is at once apparent. Beside, as we have
already intimated, the shape of the State is such as to require, for the
full benefit to herself of all her advantages, two or more great lines, one
running longitudinally, and one transversely, and crossing each other
somewhere iu the line of the broadest part of the State. Wilmington
has built one of the transverse lines, and is emphatically a North Caro¬
lina road; for all it gathers or can gather, whether of produce or passen¬
gers, passes through one of the commercial towns of the State, and can
go nowhere else. But, let us see what facts demonstrate. A very good
test of the value of the road, not to Wilmington only, but also to North
Carolina, may be gathered from the aggregate amount of the commer¬
cial operations of Wilmington in one year. It is fair to conclude that
the road contributed its share at least to produce the result.
From an exact statement of her exports for the year 1853, they would
appear to be as follows:—
Ii
Exports from the port of Wilmington for the year ending 31si Be-
cemher, 1853.
COMPILED FROM THE REPORTS OF THE DAILY JOURNAL.
Coastwise. Foreign.
Spirits Turpentine, bbls., 113,817 1,457
Turpentine, Crude, bbls., 51,828 21,454
Rosin, bbls., 369,770 10,689
Tar, bbls., 21,609 4,521
Pitcb, bbls., 5,919 1,904
Pine, or Rosin Oil, bbls., 463 20
Timber, P. P., feet 1,030,444 85,144
Lumber, P. P., feet, 25,646,792 12,511,158
Pea Nuts, or Ground Peas, bu., 69,624 87
Paper, News, bundles, 2,120
Corn, bushels, 1,709 1,250
Flour, bbls., 1,349 86
Wheat, bushels, 302
Cotton, bales, 7,515
Do. Sheeting, bales, 2,320
Do. Yarns, " 2,581
Do. Warp, " 122
Do. Waste, " 317
Wool, bales, 182
Shooks, hhds., 200
Varnish, bbls.. 23
Treenails, 5,500
Laths, 13,500
Staves, M. , 154,782
Bice, casks, 1,724 252
Do. Rough, bushels, 102,917
MISCELLANEOUS COASTWISE.
Dried Fruits, 67 hhds., 972
bbls., 159 boxes, 181 bags.
Fur, 10 boxes, 1 hhd., 2
bales.
Hides 711, and 236 bundles.
Sheep-skins, bundles, 43.
Rags, bales, 72.
Tobacco, hhds. 7, boxes 286.
Leather, sides, 154; bun¬
dles, 55.
Feathers, bags, 6.
Wax, hhds., 20; casks, 7;
bags 17; bbls. 75; boxes 33.
Bacon, hhds., 6.
Copper ore, bbls., 1,216;
boxes, 36.
Old Iron, tons, 993.
" 8 hhds. 3 tierces, 12 bbls.
Varnish, bbls., 6.
Molasses, hhds., 85.
Brandy, bbls. 12; pipes 5J.
Eggs, bbls., 2.
Coal, bbls., 12.
Tallow, bbls., 9.
Old Copper, 7 hhds., 1 box.
Reeds, bundles, 173.
Batts, bales, 15.
Mdze., 347 boxes, 2 bales,
21 bbls., 10 hhds.
Wood, pine, cords, 20.
Nails, kegs, 37.
Tea, chests, 1.
Fish, bbls., 64.
Pipes, 21 boxes, 3 casks, 4
bbls.
Sugar, hhds., 7; boxes, 491.
The value of her Spirits of Turpentine, Kosin, Lumber and Timber
thus exported, amounted to nearly four millions of dollars, and her
whole exports probably exceeded in value six millions. This Kail-
road has just declared a semi-annual dividend of 3 per cent.
But Wilmington has done yet more in the construction of The Man¬
chester Railroad. This runs from Wilmington south-westwardly to
Manchester in South Carolina. By means of this road, Wilmington
is able to afford to the traveller going South, a continuous line of travel
15
by the rail to Charleston. This road has but just commenced opera¬
tions, and it is not possible to say what its entire effect may be. It
now affords, though by a circuitous route, a communication with Char¬
lotte in Mecklenburg County, in our own State. The distance, how¬
ever, by this way, is not much less than twice what it would be, were
there a direct line from Charlotte to Fayetteville, and another from
Fayetteville to Wilmington.
The Raleigh and Gaston Railroad.—This road, though in North
Carolina, promotes her true interest, we apprehend, but little. Its
tendency is to divert to Petersburg and Norfolk in Virginia what might
have better found a sea-port in our own State. Proceeding from Ra¬
leigh, it strikes the Petersburg road at Hicksford in Virginia, just
north of our northern boundary; and by means of a short cross-road
from Gaston to Weldon, unites itself also to the Sea-board and Roanoke
Railroad, which runs to Portsmouth, opposite Norfolk. No wonder
that the gentlemen of Norfolk were so willing to commemorate with
enthusiasm, and a spirit of fraternization, (somewhat, it must be con¬
fessed, of modern birth,) the completion of this little road from Gaston
to Weldon, which was to let them, as they fondly hoped, into the very
heart of the rich mineral region of North Carolina. There is however,
one particular connected with railroads so obvious, that it seems strange
it should have been, in this case, overlooked. Of two roads from the
interior, terminating at shipping ports, the shortest is the best, and will
ultimately take the produce designed for exportation. Now Norfolk is
by an air-line, and by railroad also, more distant from Raleigh than
either Wilmington or Beaufort. The only circumstance that can affect
the advantage that a shorter line possesses, is its termination at a har¬
bor very difficult of ingress and egress, or of too little depth of water
for large vessels. As to Wilmington, we may concede that it is infe¬
rior to Norfolk in its capacities as a harbor; still it can, and does, carry
on a large trade by sea, and employs, at this moment, an amount of
tonnage greater, in proportion to its mercantile capital, than that of
Norfolk; and as to Beaufort, it is actually superior to Norfolk as a har¬
bor. The rule we have stated will therefore apply; and just as surely
as that business men study their interest, just so sure is it that, as mat¬
ters of trade assume that position to which they are ultimately brought
by laws which no art of man can alter or repeal, the produce which
comes from the West to Raleigh will find its way, except perhaps in
some peculiar cases, to Wilmington and Beaufort for shipment. To
the first place it can now go by the road from Raleigh to Goldsborough,
and from thence the Wilmington and Raleigh road proceeds to Wil¬
mington. The distance is not only less, as we have said, than to Nor¬
folk, but there is no turning off at almost a right angle, as at Gaston,
and again at Weldon, but all proceeds in an uninterrupted line. And as
to Beaufort, it may proceed from Raleigh to Goldsborough, and thence
even by Newborn to Beaufort in less time than it can to Norfolk; and
find there a harbor from which, in forty minutes, a ship drawing
twenty feet can take it to sea. Even if Beaufort were (as it is not)
more distant from Raleigh than Norfolk, this superior advantage of
speedy transmission to sea, would form an exception to the general rule
16
we have stated, and draw the produce to Beaufort. At either Wilming¬
ton or Beaufort, North Carolina derives the entire benefit from her own
productions.
The North Carolina Central Railroad, as it is termed, extends from
Goldsborough to Raleigh, thence to Hillsborough in Orange County,
Greensborough in Guilford, Lexington in Davidson, Salisbury in Rowan,
and terminates at Charlotte in Mecklenburg. An inspection of the map
will show that it forms almost a semi-circle; and may suggest that it is
somewhat of a misnomer to call it a "central" road, except on the
ground that it describes a large segment of a circle in the central part
of the State. It does not run through its centre on a line from east to
west. Of this road, the part between Goldsborough and Raleigh is fin¬
ished, and a large portion of that west of Raleigh—the precise amount
we do not know. It may however be said, we believe, that this road is
nearly ready for use.
At Charlotte there comes in from the South, the South Carolina and
Charlotte road, which opens this country to Charleston. Our southern
neighbor therefore performs for us the same kind office on the south,
that Virginia does on the north.
These we believe are all the roads that are actually made, though
others are in progress, and some in contemplation. We will speak first
of those in progress.
1. We believe the surveys are now in progress for a direct road from
Fayetteville to the coal fields in Chatham County on the Deep River.
This is called the Western Road.
2. The surveys have been made, and the books are about to be opened
for subscriptions to a road from Goldsborough to New Berne, and from
the latter place to Beaufort. This is called the North Carolina and
Atlantic road.
3. A road, we believe, is also in progress from some point on the Ro¬
anoke, near our northern boundary, which is to join those that now
drain us for the benefit of Virginia. This is called the Roanoke Valley
Road.
There may be others, of which we have not heard, but these we think
are the principal ones in progress.
PROJECTED ROADS.
1. From Fayetteville to Whiteville in Columbus County, where it
will intersect the road from Wilmington to Manchester. The value or
necessity of this, we confess, is not very apparent to us. There are
other roads, we think, far more important to Fayetteville, and on which
she may more judiciously expend her means, as we will endeavor to
show presently.
2. From Salisbury through Lincolnton to Ashville. An extension of
the "central" road from Salisbury westward is indispensable. A slight
modification of this road, however, as it seems to us, might advantage¬
ously be made, without injury to Salisbury, and with benefit to other
places; and with such modification would constitute a part of what we
deem a judicious system. We shall presently indicate the slight change
to which we allude.
8. From Ashville to Newport in Tennessee. This brings us in com-
17
munication with Knoxville; and such communication is desirable. We
are not sure that it is not in progress.
4. A road has also been asked for by Virginia from Greensborough
in Guilford, north-eastwardly through Danville and Halifax to Peters¬
burg and Kichmond in Virginia. The policy which would construct this
seems little short of suicidal. We have already, needlessly and disad-
vantageously, as we think, opened facilities for Norfolk; and as if this
were not enough, our northern neighbor is to be permitted to reach
us further west than Kaleigh, thus, as it were, opening another vein by
which to bleed us to death. We diminish the value of the road between
Greensborough and Kaleigh, between Raleigh and Goldsborough, and
utterly ignore the existence of Wilmington and Beaufort, rendering the
roads to them of much less value.
We know not at present of any other roads seriou.sly projected, and
we presume there are not many others of moment; though doubtless a
great many are talked of, and this may unfortunately tend to produce a
railroad mania which would dissipate instead of concentrating our
strength on improvements of which every part of the State would more
or less feel the benefit. It is in the humble hope of contributing in
part, to prevent such an evil, that these pages are written.
We come now to ask secondly, what docs North Carolina require?
In presenting the outlines of such a plan of general improvement as
has commended itself to our mind, we would, with all humility, repeat
that we are far from thinking it admits of no improvement. Nay, the
writer submits it in the hope that it will be improved by some of the
wise, practical men among his countrymen. What he chiefly desires is
that we should act on some clearly defined general plan, and not waste
time and money on that which is visionary merely. He offers here an
outline; it may be rude and imperfect; still a beginning is made, and
there is something furnished to be improved. A foundation for system¬
atic action is thus afforded. To him it will prove a source, not of mor¬
tification, but of rejoicing, to find that his countrymen have substituted
for some parts of his plan, far better features.
In his reflections on the subject, he has endeavored to keep certain
rules in view, as not to be violated without the most imperative neces¬
sity. These are:—
1. As far as possible, to mahe our own sea-ports the shipping ports for
our own productions.
2. As far as possible, not to lose the benefit of one foot of railroad
that has already been made, but to incorporate it into the general plan.
3. As far as possible, to devise such a plan as will conduce to the
growth and prosperity of existing, towns in the State; and especially
all the larger ones.
4. As far as possible, to afford every facility for travel and trade
to the inhabitants of every part of the State.
In some instance he may have been forced to lose sight in some small
degree of these governing principles. Our State is so large that it
could hardly be avoided; but not having any pecuniary interest involved,
to warp his judgment, his effort has been to look at the whole State
as an unit.
3
18
And now the reader is requested to cast his eyes on the outline map
of the State, which accompanies this pamphlet. And let him not be
startled by the seemingly intricate and extensive network of railroad
lines there delineated; some of them are illustrative merely; and even
of such as represent desirable roads that ought to be constructed, it must
be remembered that it is by no means necessary to build them all at
once. The system, whenever one is adopted, may and must be carried
out, by degrees.
And first let it be noted what roads are actually built, and what pur¬
poses they serve.
Of that from Wilmington, north across the State, we have already
spoken. It is a North Carolina road, and valuable, but to one part of
the State only, save as we all have a general interest in building up
one of our own sea-ports, which this road contributes to do. But it
does not open to the harbors of the State two-thirds of its territory, as
rich, we believe, in mineral wealth as any equal extent of country be¬
longing to the United States. Now the rapid increase in the prosperity
of Wilmington, produced by even the partial development of our re¬
sources within the limited reach of her road, is a most encouraging stim¬
ulus to go on. If but a little yields so rich a return, what would be
the result if we should extend the area of our operations?
The road from Wilmington to Manchester, too, is a good work; for its
North Carolina terminus is within our own territories, and at one of
our own sea-ports. This produces a result far different to us from that
which will follow on the construction of a railroad from South Carolina
across our State. No such road should be permitted; for its efltect will
be to draw oflF our produce to a foreign sea-port, no nearer than, and not
so good as one of our own, to the injury of ourselves, and to the accom¬
modation of no one but such of our people as live contiguous to the
road, and whom, by a little exertion, we could better accommodate our¬
selves. And this, by the wa}', invites our attention to the recent jubi¬
lation of the South Carolina papers, upon the announcement in the
official report of the President of the North Eastern Railroad Company
of South Carolina, that the continuation of their road to Raleigh, via
the coal fields of Chatham, is considered indispensable. One editor de¬
clares that this measure has been his hobby for eighteen or twenty
years: and he promises to show from "official statistics" [they must be
North Carolina statistics of course], "the importance of the region of
country which will find an outlet to the sea-board [by which Charleston
is meant] over this road. To say nothing of the coal, we venture the
assertion now that there is no road south, of the same length, which
can command an equal amount of freight. Steps should at once be
taken to secure a charter from the Legislature of both States, at the
coming session."
Verily this is treating us somewhat unceremoniously. This writer
seems to suppose that he has upon his hands "a very sick man," and
may as well begin, before he is quite dead, to appropriate what little
plunder he can. It never seems to have occurred to him that possibly
he may take ".steps," and yet make no progress with the Legislature of
North Carolina. Our assent is taken for granted. We hope no such
assent will ever be given.
19
And yet, we are grateful for the paragraph, notwithstanding the con¬
tempt implied in it. It affords us a very obvious and useful lesson,
which is this—if South Carolina is so exceedingly solicitous to connect
our coal region with her sea-port, it must be because she has had the
wit to find out that it will pay; and so it will; and we doubt not that,
sooner than to be without the road, South Carolina (would we permit)
would gladly construct the whole of it at her expense. But if it will
thus benefit South Carolina to make a road, why will it not equally
benefit ws to make one? Why not ourselves give that "important region
of country," as the South Carolinian very properly terms it, "an outlet
to the sea;" why not secure for our own people that large "amount of
freight" which is to make this road, carried into Charleston, more
profitable than any "road south, of the same length?" We are willing
to love our neighbor as ourselves, but are not required to love him
hetter than ourselves. Let us look at a few facts:
1. A road from Charleston through Cheraw, Fayetteville, and the
coal fields of Chatham, to Raleigh, will be more than 300 miles long.
2. A road from the coal fields to Fayetteville, and thence by river or
railroad to Wilmington, would not be one half of that distance in length.
8. A road from the coal fields through Goldsborough, joining there
the already existing road to Wilmington, would make ahout 160 miles
to Wilmington.
4. A road to Goldsborough, and thence, even around by way of New
Berne, to Beaufort, would be about 150 miles.
5. A road to Fayetteville, and thence direct through Sampson, Du¬
plin and Onslow, to Beaufort, would not far exceed 160 miles.
The eoal is, therefore, much nearer our own sea-ports than it is to
Charleston. But further still:
1. If the coal goes to Charleston, it is just so much needlessly ab¬
stracted from Beaufort and Wilmington, and tends to build up the
South Carolina city at their expense: for, sent to South Carolina, all it
would yield to us, would be the price of the article delivered at the
mine, and freight upon it to the borders of our own State.
2. Kept within the State, the whole freight is kept among oup own
people, as is also the price at the mine, and the labor expended upon
it at our own sea-ports. Add to this that it affords freight thenee for
our own vessels, and that vessels from abroad must come to our own
sea-ports for it, and thus increase their commerce, and the general pros¬
perity; and it is perfectly plain that North Carolina has po conceivable
interest in assisting to open this railroad communication between her
coal mines and Charleston.
South Carolina has already a great benefit at our expense, in being
able to come through Charlotte, Salisbury and Lexington to Greensbo-
rough; she thus crosses more than half the State, and carries all she
gets to Charleston. Let the road be extended north from Greensbo-
rough across the Dan into Virginia, and our Southern sister has accom¬
plished, at no cost to herself, her darling object, for which our State
receives and can receive no possible equivalent. The truth is, that the
resources of South Carolina within herself are comparatively small, while
ours are very large. She therefore pursues the policy (right enough
20
for her) of reaching by her roads western North Carolina and Tennes¬
see. Our policy is not hers, our interests are different. We are not
called on to build up South, but North Carolina.
We therefore earnestly hope that this North-eastern road from Che-
raw, through Fayetteville and Chatham, to Raleigh, will never hs char¬
tered by North Carolina. Such a road, it will be seen, sends South Ca¬
rolina across the State, and would affect the interests of the Wilmington
and Raleigh Road. We have, however, no disposition to be selfish to
such a degree as would prevent Charleston from obtaining our coal, pro¬
vided it be by a mode which can be made consistent with a general sys¬
tem formed for promoting our own interests. By the plan which South
Carolina proposes, from Cheraw to Fayetteville, she intercepts the coal
on its passage to our own sea-ports. To this, we object. Now, our sys¬
tem, as will be seen presently, contemplates a road from the coal fields
to Salisbury, and Charleston can communicate with Salisbury, through
Charlotte. She can thus supply herself without coming between the
coal region and our own sea-coast. Let the road which supplies her be
west of the coal mines, and she gets all she wants, without injury to us.
As to the road from Raleigh to Gaston, affording direct communica¬
tion with Norfolk, Petersburg and Richmond, it may afford convenience
to a small section of our country, but does not conduce to the general
prosperity of the State. Its tendency is the reverse. When produce
from the West reaches Raleigh, it may turn off to Virginia for a market,
instead of pursuing its course southwardly or south-eastwardly, to one
of our own harbors. We possess, however, as we have said, one ad¬
vantage; our own seaports are nearest to Raleigh; and this may, and
probably will, obviate a part of the apprehended evil: our reflections would
be more pleasant, if we had not made the evil by our own deliberate act.
The whole length of our roads at present actually constructed and
in use, is about 314 miles. If to them we add the "Central" and
Roanoke Valley roads, which are nearly ready for use, we shall have a
total of 539 miles of railroad in the State.
Leaving now the railroads already completed, we would divide the
residue delineated on the map, into five distinct classes, and ask atten¬
tion to each. When completed, they would form an entire system, of
which we will speak hereafter. We divide them now into classes, for
various reasons.
1. Their magnitude and extent would necessarily cause their con¬
struction to be a work of time, and our classification indicates their
relative importance, and the order in which they might be undertaken.
All this, of course, is subject to any modification desired.
2. A classification enables us so to proceed in their construction, that
all we build will at once be productive, and contribute to the wealth of
the country, and thus aid in affording means for further constructions.
3. Each portion of the State will at once perceive in what work it has
a local interest; and how by promoting that, it at the same time advan¬
ces the general prosperity of the whole State, and does itself no injury.
FIRST DIVISION.
It is very obvious that our most available mineral wealth should as
speedily as possible be brought to market. If we have any mineral for
21
wliich the demand is constant, and from the sale of which the return is
speedy and sure, ^e should make our firü efforts in providing facilities
for the transportation of that article. Now we happen to have such a
mineral.
Our coal-fields in Chatham are worth millions of dollars. We have
there bituminous, cannel, and anthracite coal of the very first quality.
Our bituminous coal particularly has been tested, and is found to
yield fifty per cent, more gas than any other yet used in the northern
gits-works; while it possesses the invaluable quality of not being liable to
spontaneous combustion, and is therefore peculiarly fitted for sea-steamers.
Our beds, now opened, lie on the Deep River, a tributary to the Cape
Fear. Hence the great and commendable efforts that have been made
to improve the navigation of the Deep River. Supposing it to be nav¬
igable (as we have every reason to think it soon will be,) the coal can
find its way by water to Wilmington. But this furnishes but a partial
and insufficient outlet, which, in very dry seasons, might fail us for a
time altogether. If (as is probable) large manufacturing towns should
spring up in the coal region; and if the general government should there
establish extensive works, in a foundry and armory (and no better place
can be found in the United States for such a purpose,) it is very plain
that we must increase the facilities for the communication of Chatham
county with the sea.
Let us now inquire, what have we done to this end? A road is char¬
tered, and will be built from Beaufort, by New Berne and Kinston to
Goldsborough. This brings Beaufort nearer the mines of coal. What
more should we do? Extend this road from Goldsborough to the coal¬
fields. We put this down then as the first work we ought to perform.
But there is another almost if not quite as important; that is to make
a railroad from tayetleville to the coal-fields; and for this surveys are
making. Suppose the road from Goldsborough by New Berne to Beau¬
fort to be done, let us look at the effect of the two roads to the coal¬
fields, from Goldsborough and Fayeiteville respectively. We have the
two commercial towns of Beaufort and Wilmington. What will be the
facilities for reaching each?
Wilmington will have two modes by which the coal may come to her;
nay, we may say three, viz:
1. By the waters of the Deep and Cape Fear rivers.
2. By road to Fayetteville, and thence by the river.
3..By road to Goldsborough, and thence by the Wilmington and
Raleigh road to Wilmington.
To these, our system contemplates presently the addition of a fourth,
better than either. But for the present these will suffice. That Wil¬
mington will ultimately make for herself the fourth, hardly admits of
a doubt among those who know her public spirit. Beaufort will have
one mode, entirely by rail, which, for the present, will probably be
sufficient, and at any rate is indispensable. But the system contem¬
plates the introduction of another; and it is one of the most important
works calling for immediate performance. This is a road from Beau¬
fort direct to Fayetteville, through the counties of Onslow, Duplin
and Sampson. It belongs to the first division of our classification.
23
With this road constructed, Beaufort would have two modes of reach¬
ing Chatham, and our coal-fields would have all the communication de¬
sirable with both our sea-ports.
The first works to be built, therefore, we respectfully submit,
are these:
1. Let the road from Beaufort through New Berne to Goldsborough
be pushed on to completion without delay.
2. Extend the road from Goldsborough to the coal-fields.
3. Build the road from Beaufort to Fayetteville.
4. Let the contemplated road from Fayetteville to the coal mines be
built as soon as possible.
And here it may be well to remark that we begin on the East, be¬
cause it is desirable to begin on the coast, and build westwardly, for
the reason, that just as fast as the road proceeds, it affords a market to
the country through which it is built, and thus from its very com¬
mencement begins to be of some use, and to yield some return. Sup¬
posing the roads from Beaufort to Goldsborough, and from Fayetteville
to the coal-fields, to be provided for by the measures already in progress
—the number of miles remaining would be: from Goldsboro' to the coal¬
fields about 70 miles, and from Beaufort to Fayetteville about 125 miles.
Having thus provided an outlet for our most available mineral, and
therein consulted the interests of both the sea-ports we would build up,
we proceed to the
SECOND DIVISION.
The speediest possible communication in a direct line with our own
West is an object of great importance. The "central" road (as it is
called) from Goldsborough in a semi-circle around to Charlotte, how¬
ever valuable as part of our proposed system, does not accomplish this
desirable end, and never can; there is too much of the State lying south
ef the greater part of it, and instead of carrying us west, it takes us
south at one end, into South Carolina; and at the other, or on the way
to it, into Virginia. But the object is to reach the remotest West as
soon as we can. We have proceeded as far as Fayetteville on one line,
and to the coal-fields on the other; from which of these points shall we
first start in going westward? We answer, that to us it seems best to
start from the coal-fields, for these reasons:
1. It is more westward than Fayetteville, and thus something is saved
in distance.
2. It passes more through the centre of the State. A more southern
line is also needed, as we will presently endeavor to show; but it would
perhaps be premature at this stage of our progress to build it.
3. The immense iron region west of Chatham needs a ready commu¬
nication with the coal mines.
We would therefore in this second division construct—
1. A road from the coal mines to Salisbury.
2. A road from Salisbury to Shelby, Cleaveland County.
3. From Shelby, through Rutherfordton to Ashville.
It will thus be seen that we have now opened Ashville with the
intervening country to both Wilmington and Beaufort. This road
will be from the coal mines to Ashville about 200 miles long.
23
THIRD DIVISION.
We are now prepared to extend ourselves westward from Ashville;
and this we would propose to do in two directions. We will speak of
them in order:
1. To the north-west to Newport in Tennessee, thus connecting our
sea-shore with Knoxville, and the adjacent country. This we think is
in progress. Knoxville has already called for this.
2. To the west through Haywood, Jackson, Macon and Cherokee
counties to Chatanooga. This is a most important link for a reason
which we will proceed to explain. The works in progress from Chata¬
nooga to Memphis will soon be completed. If we make this link we
connect the Mississippi with the harbors of our own State. But there
is another advantage in this connection with Chatanooga far greater still.
IFe úiall have completed railroad communication from our own ports
nearly half way to the Pacific. While others are talking about it, we
shall have done nearly one half of it on the shortest line (almost straight)
that can be taken, and in a region where no severity of winter will ob¬
struct it. From Memphis westward a road is in progress across Ar¬
kansas, and the report of the engineers who accompanied General Kear¬
ny in his march from Memphis to the shores of the Pacific, shows that
the continuation of this road is perfectly feasible to the western ocean.
Indeed, the present writer heard from General Kearny himself, that
there were no difficulties in the way he travelled over, greater than had
already been overcome on some of the roads already constructed in the
eastern part of the United States. Let the reader cast his eye on John¬
son's outline map of that portion of the continent over which railroads
have been projected from the Atlantic to the Pacific, and he will see:*
1. That our own State furnishes the nearest point on the Atlantic
coast, at a good harbor (Beaufort), and by the nearest approach to a
straight line.
2. That the road is nearly half built when the connection is complete
between Beaufort and the western boundary of Arkansas.
8. That if we connect ourselves promptly with Chatanooga we shall
be in advance of all other roads to the Pacific from our eastern shores.
But there is yet another work in this third division. We return to
the east and take another point from which to travel west. We now go
back to Fayetteville and commence a road through Rockingham in Rich¬
mond County, Wadesborough in Anson, and Charlotte in Mecklen¬
burg, to Shelby in Cleaveland, where we shall join the road to Ash¬
ville, already named in the second division.
But it may be asked, why build two roads to the west? We answer:
1. Because both will be wanted for our western trade. One road will
not accommodate it.
2. Because without this southern line, a large region of country
through which it passes will be unaccommodated with any means of
trade and travel, while all the rest of the State will be supplied.
* This map, on a reduced scale, will be found on the map of the State annexed
to this pamphlet.
24
3. Because it is a link in the almost straight road from the Atlantic
to the Pacific; and that road must obviously be made as short as possible.
But it has been objected to this road that, running so near our south¬
ern boundary, the trade upon it will be diverted to Charleston: that
there is but one tier of counties between it and the South Carolina line.
Imaginary lines of boundary or tiers of counties cannot, it is believed,
settle a question of this sort. A railroad is used or not, according as
it will or will not serve the convenience or advantage of individuals.
It is very obvious that if South Carolina is allowed to tap us nowhere
else but where she now does, at Charlotte, our produce can seek Charles¬
ton from no other point in the road but Charlotte. But why should
it seek it from there, when Wilmington is much nearer, and will be ac¬
cessible by an equally good road; and Beaufort is as near, over a road
equally good, and with a far better harbor than that at Charleston? We
therefore think the apprehended evil will not exist.
The work in this division therefore will be as follows, viz:
1. Ashville to Newport. In progress it is believed.
2. Ashville to Chatanooga.
3. Fayetteville to Charlotte and Shelby.
These roads combined will be about 300 miles long.
FOURTH DIVISION.
Virginia having no less than three drains upon North Carolina, it will
not be iniquitous should North Carolina in return, establish one at
least on her. She has the power to do so. A glance at the map of the
State will show, at no great distance from its north-weat corner, the
town of Abingdon in Virginia; and the region of country in which it is
placed is, agriculturally, very important. The map will further show
that the point on the sea shore, nearest to Abingdon, is our Wilming¬
ton, and the next nearest, our Beaufort. We therefore propose a road
from Salisbury to Abingdon. We shall then have three lines, entering
our State over its western boundary, one at each extremity, and one in
the middle of it. These will open to us Eastern Tennessee and West¬
ern Virginia.
In this division we include two other lines: one from New Berne,
through Trenton in Jones County, to Kenansville in Duplin, where
it will join the great western road that passes through Fayetteville: the
other from Wilmington direct to Fayetteville. This last makes Wil¬
mington independent of the river, should it at any time be too low for
navigation; and shortens materially the communication of Wilmington
with the west. This road is so important to Wilmington, that it must
at some time he built; and when constructed, that town will possess in
it, and the two roads she has already built, all the railroad facilities
which are either desirable or permitted by her local situation.
This division, therefore, includes the construction of three roads, one at the
west, and two at the east, as follows, viz:
1. A road from Salisbury to Abinjrdon, Virginia.
2. A road from New Berne, tlirougli Trenton, to Kenansville, Duplin.
3. A road from Wilmington to Fayetteville.
The united length of these roads will not exceed 240 niilrs.
We h.ave now done with our proposed works at the vjcsl; and all we have sug¬
gested thus far, amounts to 93Ö miles of railroad. Let it be culled 1,000 in
25
round numbers; we shall have a word to say of this amount of construction
hereafter.
We now turn to the east, to consider the
riFTH DIVISION.
This is to accommodate the fertile region of the north-eastern part of the
State. The Counties of Bertie, Chowan, Perquimons, Pasquotank, Camden and
Currituck, all lie on the north side of the waters of Albemarle Sound. Wash¬
ington and Tyrrell are on the south side. Hyde is on the north side of Pamlico,
and Carteret at its southern extremity. All these counties are accessible by
water from the harbor of Beaufort; and a regular trade might be advantage¬
ously kept up by a line of screw-propellers, constructed for the navigation, and
plying between Beaufort and the following points: Washington, at the head of
Pamlico River, the coasts of Hyde and Tyrrell, Elizabeth City; Edenton, Ply¬
mouth and Windsor. And it is not to be doubted that the regularity of trans¬
mission by such vessels as we have named, would bring a large and profitable
trade to Beaufort, even from the counties north of Albemarle Sound. At pre¬
sent much of the trade of the region of country we have named finds its way
slowly, and not always safely, through Albemarle and the great Dismal Swamp
Canal, to Norfolk. We think very much of it would more rapidly and securely
find its way to Beaufort, were a proper and regular line of steamers established
expressly for that trade.
Norfolk wishes to make a railroad to Edenton. This would be a, fourth drain
granted to Virginia; and, with those she already has, would give her about one
third of the products of the State. It is to be hoped North Carolina will com¬
mit no such suicidal act of folly as is asked of her. Virginia has already had
enough, and more than enough, from us.
But notwithstanding these advantages of water communication that have been
mentioned; to complete a North Carolina system of internal improvement, design¬
ed as it should be to promote the benefit of her own citizens throughout the
whole State, a line of railroad (fortunately not very long, and over a level
country,) should be constructed, that would give to all our north-eastern section
advantages of trade and travel such as will make them independent under all
circumstances.
The towns of Washington, Plymouth, Windsor, Edenton and Elizabeth City,
all have some trade, and are too important to be overlooked. The first named,
especially, is a very flourishing and growing town, and its interests should be
protected. These towns now arc all confined to the inlet at Ocracoke; and af¬
ter entering the sound, the voyage to any of them, with the single exception of
Washington, is long, tedious, and not always safe. Give them, then, by every
means possible, the benefit of the harbor and inlet of Beaufort. Let a railroad
be constructed from New Berne to Washington, thence to Plymouth, thence to
Windsor. From this place let it proceed northwardly into Hertford County
and cross into Gates, at the first point where it could do so, above the broad
part of the Chowan River; thence let it run in a direct line to Elizabeth City.
Then, by bringing a road from Edenton, northwardly, on the east side of the
Chowan, to strike this road to Elizabeth City, at the nearest possible point of
contact, you link all these towns together, and connect them by rail with the
harbor and inlet of Beaufort. This division, therefore, will include
1. A road from New Berne to Washington.
2. A road from Washington to Plymouth.
3. A road from Plymouth to Windsor.
4. A road from Windsor to the narrow part of Chowan River.
5. A road from the upper part of Chowan to Elizabeth City.
6. A road from Edenton to strike the Elizabeth City road.
The united length of all these is not more than IGO miles.
If these be added to the 1,000 miles of construction on the roads in the other
divisions, we have an aggregate of but 1160 miles of railroad to be built, which,
when built, will, in connection with our already existing roads, give North Ca¬
rolina a more perfect system of railroad improvement than is now possessed by
any State in the Union. For, as an inspection of the map will show, we shall
4
26
have three roada reaching from the east far away to the west, and four crossing
the State at different points from north to south: all tending to build up our
own sea-ports of Wilmington and Beaufort: so arranged as to advance the inter¬
ests of the majority of our existing towns; and affording the means of trade and
travel to every part of the State.
And here, before we proceed to consider certain important practical ques¬
tions, allow a repetition of the remark previously made, that valuable changes
and improvements may most probably be made in some of the minor details of
the system, as it stnnds presented to the eye on the map. The time of con¬
structing particular roads may also be adapted to the convenience of the build¬
ers. But it is a s'/steniy and as such is offered by the writer to his country¬
men, as embodying the great features we should keep in view. To the superior
judgment and better information of those living on the several localities, is com¬
mitted the matter of slight necessary alterations, or even of important ones,
ever keeping in view these three governing principles, viz:
1. To build up our own sea-ports, ^yil¡ni7lgt07l a7id Beaufort.
2s To connect our oion east a7id west h7j as many lines as are 7\ecessary.
3. Not needlessly to make ourselves a reservoir from 7vhich our iieighborSy north
and south, are to be pe7peLually drawing.
With these principles steadily kept in view (and they surely are such as will
commend themselves to every North Carolinian,) any modifications of the sys¬
tem are cheerfully left by the writer to the better judgment of his countrymen,
in the belief that nothing truly worth preserving will be sacrificed, merely to
meet local or sectional feeling.
• But with the system, as it stands upon the map, let us now go into detail, and
ask ourselves, supposing it to be completed as here suggested, how each por¬
tion of the State will be affected. I apprehend it will appear, that we can de¬
vise no other which will more impartially diffuse the benefits of railroads, and
dispense their advantages to every part of the State.
V^e have in the whole State eighty-two counties: of these, every one but tweiiiy-
two will actually have a railroad passing within its boundaries.
The reader is desired to follow us on the map, and he will find, provided for,
the following counties, named in alphabetical order, viz:
Alamance, Alexander, Anson, Ashe, Beaufort, Bertie, Bladen, Brunswick, Bun¬
combe, Cabarrus, Camden, Carteret, Caswell, Chatham, Cherokee, Chowan,
Cleaveland, Columbus, Craven, Cumberland, Davidson, Duplin, Edgecombe,
Franklin, Gaston, Gates, Granville, Guilford, Halifax, Haywood, Henderson,
Hertford, Iredell, Jackson, Jolinston, Jones, Denoir, Lincoln, Macon, Mecklen¬
burg, Moore, New Hanover, Northampton, Onslow, Orange, Pasquotank, Perqui-
mons, Person, Randolph, Richmond, Rockingham, Rowan, Rutherford, Sampson,
Union, Wake, Warren, Washington, Wayne, Wilkes.
Here then are sixiij counties, out of eighty-two, with a railroad actually in
them, giving them communication with the State in all directions. More could
not reasonably have been expected in so large an extent of country, unless the
roads had been located solely with the view of furnishing each county with a
portion. Three fou7'ths of the State then, evidently, is here supplied, upon a
general system which, while It thus benefits sixty counties, contributes also to
the production of the greatest general good to the whole State.
Let us now look at the counties through which a road does 7iot pass. But
before we proceed to name them alphabetically, let us remark generally that
there is not one of them, save Hyde and Tyrrell on the sounds, which may
not, by a short lateral railroad, connect itself, at no enormous expense, with
one or other of the lines delineated on the map. So that a day may csmc
when, ou this system, not a count}' in the State will be without its railroad.
As it is, were the main lines on the map built, plank roads would bring every
county through which they do not pass, into easy communication with them.
ji)frke.—'ï\\e southern boiindry of Burke is about fifteen miles from Rutiier-
fordton, and about twelve from Shelby, its northern is about thirty from
Wilkesborough. /
27
Caldwell.—This lies east of Burke, and its centre is not twenty miles distant
from Wilkesborough.
Catawba.—Its southern boundary is close upon the line from Salisbury to
Shelby; its northern not 25 miles from the line to Abingdon from Salisbury.
Currituck.—It has but to cross Camden (some ten or twelve miles,) to reach
Elizabeth City.
Davie.-—From its centre to Salisbury is not twenty miles.
Forsythe.—The road from Greensborough to Lexington passes very near its
south-east corner.
Oreene.—From Snowhill (the county town) to Kinston is some sixteen miles.
Hyde.—From Germantown to Washington is thirty miles. But this county,
as we have already intimated, is so completely maritime, that it would find
greater difficulty than its sister counties in connecting itself with the general
system. It can, however, communicate with New Berne, Washington, and
Beaufort, by water.
McDowell.-—Its southern boundary is some ten miles distant from the line at
Rutherford ton.
Madison.—Its southern and western boundaries are near the line from Ash-
ville to Newport, Tennessee.
Martin.—The depot at Plymouth may be considered as much belonging to
Martin as to Washington County. It is on the line.
Montgomery.-—It has just north of its northern boundary the road from the
coal-fields to Salisbury; and on the south the road passes through Richmond
and Anson, from which its southern boundary is distant some 15 or IG miles.
Fitt.—The road at Washington is almost on the dividing line between Pitt
and Beaufort. The former county can reach it as easily as the latter. •
Robeson.—It may reach the road at three points; between Fayetteville and
Richmond County, at Fayetteville, or between Fayetteville and Bladen County,
on the road to Wilmington. To either point the distance is small.
Stanly.—Concord on the west, and the line from Wadesborough to Char¬
lotte on the south, are both within a short distance.
Stokes.—Its nearest point is Greensborough, from which its south-east cor¬
ner is some twenty miles distant.
Surry.—This county has Wilkes on its West, and the nearest point at which it
can reach a railroad is Wilkesborough. This place is about twenty miles from
the west boundary of Surry.
Tyrrell.—This county, like Hyde, must depend chiefly on water carriage. The
nearest railroad point to it is across Washington county, at Plymouth. The
distance from Elizabeth Court-house is about thirty miles.
Watauga.—The road from Salisbury to Abdington almost touches it.
Yadkin.—The lower part of this county is not fifteen miles from Lexington in
Davidson County.
Yancey.—This County is perhaps more disadvantageously situated than any
of the others: it is about midway on our western State boundary between the
road from Salisbury to Abingdon, and that from Ashville to Newport. Its
southern line is about twenty-five miles from Ashville, and from Wilkesborough
on the east, and Jefferson (Ashe County) on the north, its ne.arest point is about
thirty miles.
It will thus be seen that, if localities removed from a railroad at distances va-
I'ying from six or eight to thirty miles, are in sufficient proximity to be bene¬
fited by the road (as they certainly for the most part are), then there is scarcely
a spot in the State which, upon the system proposed, would not share the ben¬
efits it might render.*
*We are not so minutel}' acquainted with the topography of that region at
the west, lying in the triangle formed by our western boundary and the lines to
Abingdon and Newport, as to be able to indic.ate the desirable railroad con¬
structions there. We can only say, that when determined on by the residents
of that region, their convenience should be consulted, .and every facility afford¬
ed them. Some roads (short ones) are doubtless desirable in that region.
28
Next let us see how existing towns would be affected, for it is certainly desira¬
ble to build up all that we can. We will commence with the smaller, reserving
the larger for more particular consideration. The following is an alphabetical
list to which possibly more might be added, as for instance, in the counties of
Alamance, Caswell and Jackson, of which our map does not show the county
seats.
Asheville, in Buncombe.
Lincolnton, in Lincoln.
Murphy, Cherokee.
Plymouth, Washington.
Rockingham, Richmond.
Rutherfordton, Rutherford.
Shelby, Cleaveland.
Statesville, Iredell.
Trenton, Jones.
Wadesborough, Anson.
Warrenton, Warren.
Weldon, Halifax.
Windsor, Bertie.
Wilkesborough, Wilkes.
Clinton, Sampson.
Concord, Cabarrus.
Edenton, Chowan.
Elizabeth City, Pasquotank.
Franklin, Macon.
Gaston, Northampton.
Goldsborough, Wayne.
Greensborough, Guilford.
Hillsborough, Orange.
Jefferson, Ashe.
Kenansville, Duplin.
Einston, Lenoir.
Lexington, Davidson.
Here are no less than twenty-seven of our minor towns (and the number is
probably greater), all of which would receive an impulse, and grow into in¬
creased prosperity by the system proposed. Let us now speak of the larger
towns, beginning at the west.
Charlotte.—In the heart of the gold region, and stretching its iron arms to
the four points of the compass, it would become the centre of larger operations,
and grow at once into importance. It would become one of the great depots of
distribution for the west. We should all be glad to see it, for it is a spot con¬
secrated by the patriotism of our fathers. North Carolinians can never forget
the Mecklenburg declaration of independence.
Salisbury.—This would become our other important western depot, and thith¬
er, would of necessity, find their way, the rich products of Western Virginia.
Now, Wythe and the adjacent counties of Virginia, from which we would thus
draw (because our line would be their shortest route to the sea), constitute one
of the best agricultural districts of our northern neighbor. But this is not
all; the connection of Salisbury with our coal-fields would bring an immense
business from that region, for she would be the coal depot for all the country
west of her. =<
Nor yet have we done. She would be our great and only town in the west,
possessing the advantage of forming the converging point for every road west
of her. She would have the benefit of every one of our three roads that cross
our western boundary. She could not help becoming large and prosperous.
Fayetteville.—This is now one of our most important towns, and is full of
public spirit. She is becoming wealthy now merely by her jotoA roads. Our
system would only make her more important; for with one hand she would touch
the sea at two points, while she would lay the other on the mountains. Be¬
sides this, the north is open to her, and she travels not far before she totmhes
a region so rich in coal, that had we no other mineral wealth, that alone would
make us a wealthy State. Her valuable western trade would be secured to
her, without a possibility of its ever being diverted in another direction, and
all this without injury to any other part of the State; and her increase would
be alike large and rapid.
Wilmington.—This place, which so well deserves the prosperity its enterprise
and liberality have already secured, would, on the system proposed, possess
every advantage her position will allow. From the north, the south, and the
west, she would gather her stores; her wealth would enable her to do all that
human means can do to overcome her natural obstacles to a good navigation;
and the only limit to her prosperity would be that created by causes which no
skill or industry of man can remove. She would have no cause to entertain
a jealousy of any other spot; for she would soon find that on a coast like that of
29
North Carolina, and with a country like ours, stretching away to the westward
450 miles, amid coal, and iron and copper, and gold and silver; amid marble
and sandstone and limestone, and soapstone and granite; over regions fit for
tillage, and regions fit for pasture, rich in all vegetable products most useful to
man, rich in the cattle upon a thousand hills, with an opulence and abundance
marvellous even to those who know and love her, and incredible to those who
know her not; she would find, we say, that there is ample room for her and
others also. One railroad and one sea-port would never suffice for the full de¬
velopment of our resources; and Wilmington is not so unpatriotic, so selfish,
as to desire her own advancement solely, at the expense of the honor and
prosperity of the rest of the State.
Raleigh.—The effect of the system we have proposed would be to bring this
city, our seat of government, into easy communication with every part of the
State; and afford her every advantage of growth and prosperity of which her in¬
land situation admits. As the general prosperity of the State advanced, she
would advance with it, and become a spot remarkable for the concentration of
wealth, refinement, and intelligence. Baleigh would by insensible degrees, be¬
come the home of many men of means, leisure and letters, collected from va¬
rious parts of our country.
Washington.—This place is now prosperous, and we should seek the increase
of that prosperity. Her drawback (as we have stated,) is Ocracoke Inlet. The
object kept in view in the arrangement of the system has been, so far as the local
interests of Washington are concerned, to afford her two advantages, viz:
1. By the railroad to the north of her, to give her what she never has had—
a share in the trade of the "north counties;" and—
2. To give her the benefit of the outlet at Beaufort as well as of that she now
has at Ocracoke.
She now draws produce from Pitt, Greene, and part of Edgecombe, by means
of the river and plank roads; give her the trade north of Albemarle, and she
would soon become a very important depot. She might ship either by Ocracoke
as she now does, in small vessels, or might transmit by road to Beaufort, for
shipment, such articles as would seek a direct European market. A portion of
her commercial capital as well as that of New Berne, would undoubtedly find
employment at Beaufort; but this would not impoverish either of those towns.
In fact, if they should commit the great error of severing themselves from Beau¬
fort, they will inevitably be ruined; for no contrivance of man will bring even
small craft in at Ocracoke, always at a risk, when within 60 miles, there is a
capital inlet, with no risk at all, admitting at once to a harbor where the ves¬
sel may discharge cargo, without a long and dangerous navigation through
the sound, to find a port of discharge. Whenever capital begins to be con¬
centrated at Beaufort, Ocracoke will begin to be abandoned by all but veiy
small vessels.
New Berne.—This town, like Washington, may draw trade to it from above
by the railroad, and also will communicate with the west. It will be identified
in interest with Beaufort. Owners of capital, men employed in mercantile
pursuits, may indeed reside in New Berne, many probably will, but their
cMef impoi'ts and exports will go through the inlet at Beaufort. Let us on this
siroject look to experience. An individual residing in New Berne is some 30 or
40 miles from Beaufort; he can therefore reach it by rail in little more than an
hour. Now, hundreds of merchants are doing business daily in New York,
whose residences are out of the city, and some of them more than 40 miles.
They pass and repass every day by the railroad. The mercantile house in
New Berne has but to establish its agency, warehouses and office in Beaufort;
and the proprietor residing in New Berne may readily transact a very large bu¬
siness in Beaufort, and give it too, if he pleases, daily personal oversight. The
fact is. New Berne and Beaufort, in matters of commerce, must and will be one.
If Wilmington had a Beaufort near her, as New Berne has, can any sane man
doubt, after seeing her liberality and enterprise, whether she would hesitate an
instant in connecting herself with it by a railroad, and making it her commer¬
cial depot?
•30
^ But, New Berne communicating with the west, would have another resource,
similar to one proposed by Fayetteville. She would have the raw material for
manufactures, and would doubtless engage in them.
But New Berne possesses another advantage to which we would now advert,
as connected with internal improvement, though not with any railroad. She
has it in her power to conned herself with Beaufort Harbor by a water communication
sufficient for large ships.
Among the tributaries on the south side of the Neuse River in Craven is one
known as Adam's Creek; an arm of the sea, constituting a part of the water»
about Beaufort, is known as the North River, and makes up some distance into
the land toward Adams' Creek. Some years ago, the general government
ordered a survey of the country between these two bodies of water, when it was
found that a ship canal from 6 to 10 miles in length would connect them, and
thus unite the waters of Beaufort harbor with the rivers at the junction of
which New Berne stands, and that it was quite practicable. Nothing however
has ever been done toward the execution of the work.
Beaufort.—What we have already said in our previous pages explains the ad¬
vantages of the harbor at this place for a large commercial city. It has never
had means of communicating with the interior,- and therefore has never been
more than a small village on the sea shore. 'To make it a place of immense
importance to North Carolina, it is only necessary to connect it with the interior
by railroads. Its snperior commercial advantages would then soon make it, not
only the largest town in the State, but the largest city on the Atlantic south of
New York. There should be as little delay as possible in connecting it with
our remotest west, by a road much straighter and more direct than that known
as "The North Carolina Central."*
There are three points on the waters of Beaufort Harbor all of which might
be brought into immediate contiguity with deep water. These are Beaufort and
Lenoxville on the one side of the harbor, and Shepard's Point on the other. In
the opinion of the writer, there is need of all. No jealously should be permitted
to grow up between these several localities. They have a common interest,
just as muchas New York and Brooklyn have, and not unlike it. The read
as it approaches the sea, should be made, by branches, to reach both sides
of the harbor.
There is another consideration connected with Beaufort. It is the point on
the Atlantic, presenting a good harbor, from which the most direct line may be
run to the Pacific, as we have shown on Johnson's map. The road will soon be
finished westward to the boundary of Arkansas. Should it, therefore, be taken
up from that point, as being the line short est and most easy of execution to the
Pacific, what will not Beaufort become? The products of Asia and of California,
at least in part, will be laid on our Atlantic shore at that spot; and thither too
must the ships of Europe from the East come to receive them.
It seems to be conceded too, that the Southern part of the Union must have
some port from which to carry on trade direct with Europe. Let a railroad from
the Pacific join that across Arkansas, and it requires no prophet to predict that
nature has decreed that Beaufort, with her noble and all-sufficient harbor, will
be the great Southern emporium of commerce.
Of the large towns which we have named, we would, in conclusion say that the
portions of the system which they are severally most interested to bring to
speedy completion are as follows: viz.;—
Wilmington.—The road from Asheville, through Charlotte to Fayettevile.
The road from Fayetteville to Wilmington.
* It has afforded the writer of these pages great pleasure to find the views
here expressed, advocated ably, by a writer in the Fayetteville Observer of April
3, 1854, under the signature of 'Carroll.' As Carroll is quite unknown to us,
we have been the more pleased to find between us a coincidence of opinion; in¬
asmuch as it shows that, without concert, two North Carolinians, alike unin-
fiuenced by any pecuniary interests, have taken a similar view of this subject-
32
from our dear old State by the benumbing influence of that dreadful apathy
■which condemned us to stand still, when all the rest of the States were moving.
And South Carolina. Is she our equal in population, extent of territory, or
internal resources? Not in either; and yet she has built within her own borders
624 miles of road; she has reached beyond her borders and lent her help to tie
Charleston to Memphis on the Mississippi; nay, she is willing to come into our
own State and look to our coal region for her reward, when the distance of
that coal from Charleston is greater than it is from our own Wilmington and
Beaufort. If it is worth to her 300 miles of railroad to get it; if she can ad¬
vantageously transport it that distance; is it not worth our while to make
railroads to transport it a shorter distance and to a better harbor? But enough!
In carrying out this, or any other system, let me remind j'ou, my country¬
men, of a few facts, which will establish our ability to improve our whole State
to the fullest extent it may require.
1. All the work proposed is not to be done at the same time. Select the most in¬
dispensable and work gradually. I know you cannot put 1200 miles of rail¬
road under contract at once; but I know too, if you persevere, you can by de¬
grees build every foot of it, and more too if necessary.
2. Every inch of road, if you take care to begin at the right end in building, wiU,
as fast as it is done, help you to pay for it, and to build more.
3. The chief expenditure of money in construction, tcill come from all parts of the
State alike. Adopt a wise system to work out, and the State will help from its
Treasury. No ruinous sums will come or be required from individuals.
Suppose it costs twelve millions of dollars to do it all, nay fifteen millions, em¬
ployed not at once, but at intervals. Well, what then? Suppose that long be¬
fore you have reached the end of the work, you find the property of the State
increased in value thirty, forty, fifty millions. Have you, as one of the hold¬
ers of that property, lost any thing? Has not your State credit enough to
raise any part of the fifteen millions as she may want it? Yes, heaven be
thanked. North Carolina has such a character for honesty and punctuality, that
her bonds for more than fifteen millions would not be long in finding purcha¬
sers among capitalists.
I conclude, therefore, we can carry out any system we may deem it wise to adopt.
And now, my dear countrymen, I pray you take in kindness what I have
written. Modify its details as your better wisdom may see to be necessary.
I have but hewn the block into something like shape; its finish and polish I
leave to you. My rude outline of a system, however, seems to me to combine
the following advantages.
1. It incorporates into the general plan what we have already done.
2. It accommodates all parts of the State with trade and travel.
3. It builds up our towns and opens the whole country.
4. It makes commercial cities of our own.
5. It is not beyond our ability to execute gradually.
.6. It may insure us one terminus of the Pacific Kailroad.
Atfectionately, my dear Countrymen, your friend,
A NORTH CAROLINIAN.