REASONS 
 
 FOR BUILDING 
 
 THE CENTRAL RAIL ROAD: 
 
 \v i t it t n i ■: c h a u t e k 
 
 BESPE< i FULLY \BDRE*SED 
 
 fO TH)< 
 
 WORKIXU PEOPLE OF NORTH CAROLWJ, 
 
 BY ONE OF THEM 
 
 fayetteyjlle: 
 PRINTED BY EDWARD J. HALE & SON 
 
 1 8 5 ft . 
 
 Ml 
 
 
Cfje library 
 
 of tfje 
 
 Unitoersttp of Jlortf) Carolina 
 
 Cp38 
 
 {Efje Cameron Collection 
 
 3fn iHcmorp of 
 
 pennefjan Cameron 
 
 September 9. 1854 - Suite 1, 1925 
 
 trustee of rjje ©mberjsttp of iSortf) Carolina 
 1891=1925 
 
 5.1 
 
 mm 
 
 UNIVERSITY OF N.C. AT CHAPEL HILL 
 
 00042093750 
 
 N87rl 
 
 FOR USE ONLY IN 
 THE NORTH CAROLINA COLLECTION 
 
 THIS TITLE HAS BEEN MICROFILMED 
 

 ■■-Ton 
 
 REASONS 
 
 FOR BUILDING 
 
 THE CENTRAL RAIL ROAD; 
 
 WITH THE C H A R T E R , 
 
 RESPECTFULLY ADDRESSED 
 
 TO THE 
 
 WORKING PEOPLE OF NORTH &R0L1&1. 
 
 BY ONE OF THEM 
 
 FAYETTEVILLE : 
 PRINTED BY EDWARD J. HALE & SON. 
 
 1856. 
 
2Iote. — It was designed to have a Map of the roads built and building 
 itt N. C, and of the Coal Fields, but it could not be got ready in time for 
 this publication. AUTHOR. 
 
HE .A. SO ISPS. 
 
 Friends of the Central Rail Road: 
 
 It will be seen by the advertisement of the Com- 
 missioners named in the Charter, that books of subscription to the 
 Capital Stock of the Company were opened on the tenth day of April 
 1856, and will remain open until further notice. 
 
 The Charter granted by the last Legislature, for building the Cen- 
 tral Eail Road, is liberal in its provisions. It does not give State 
 aid, but it does give all the rights and privileges its friends could 
 suggest, perpetually, to aid in buildiQg the road, and to make it a 
 paying road after it is built. 
 
 We wish briefly to call attention to the advantages this Charter 
 gives, and to present the claims of the road to public consideration 
 in their true light. The people in sections of country through which 
 it will pass, should consider all the benefits it will confer upon them; 
 and capitalists should see the facts and figures based upon the dis- 
 tinctive features of the road, and see for themselves that a rare 
 chance is now offered for a profitable investment of their money, — 
 the best investment, in the opinion of the writer, they could make, 
 for certain and large profits. He could wish that the matter were 
 in a more able hand, he cannot do justice to the subject; but he is a 
 Carolinian, a friend of the road, true and unfaltering, and in his ear- 
 nest desire to assist in building it he yields to none. 
 
 Some of the wisest and best men North Carolina has produced 
 within ihe last thirty years have called attention to a central line of 
 Railway, from Beaufort Harbor, through Fayetteville, Salisbury, 
 and West, across the Mountains, into Tennessee, and in patriotic 
 strains of eloquence have appealed to Carolinians for its adoption as 
 a great State work. Session after session of the N. C. Legislature 
 has heard these appeals, from that of 1829 and 1830 to that of 1854 
 and 1855. And yet no State aid is secured, nor has the great Cen- 
 tral Road been built from Beaufort Harbor through Fayetteville and 
 to Salisbury. And the pen of History must record the fact, that 
 conflicting interest and discord have kept it down; patriotism, State 
 pride and riches of commerce untold have all been scattered to the 
 winds, amid the jealousy, the rivalry and the discord of towns and 
 sections in N. C. whose interests, real or supposed, were in conflict. 
 
 Our people have been content, or preferred to pay tribute to other 
 
 States, on at least nine-tenths of the commerce of N. C, rather than 
 
 J boldly mark out a line of policy to redeem her commercially, and 
 
 *j stand to it in the face of all opposition. In the march of improve- 
 
 Q ment, political demagogues within, and open foes without, have kept 
 
 r 
 
her children emphatically hewers of wood and drawers of water for 
 other States. 
 
 Most of the exports of N. C. are either governed in price by or 
 shipped to European ports; yet with Europe, our great consumer, we 
 have no intercourse dire*ct, — not a tithe of our products are shipped 
 direct to their place of consumption. The merchants of New York, 
 Boston, Philadelphia and Baltimore export and import for N. C, 
 and her people as producers and consumers, have to pay them 
 heavy profits on this business. If a farmer ships a barrel of flour 
 from N. C. to Europe, he has to incur the expense of a coastwise 
 shipment to some of the Northern ports, and pay then the same ex- 
 penses across the Ocean from there that a producer from a Northern 
 State pays. It is plain, therefore, that the industrial pursuits of N. 
 C. in every department are heavily taxed to support such a system 
 of business, and that we must do more work for less pay than the 
 people of any other Atlantic State, — for we do not believe that any 
 other Atlantic State is so dependent as N. C. for her commerce. 
 
 Extract from a Speech of M. J. McDuffie, on the Bill to amend the 
 Charter of the Atlantic R. R. Co. — January, 1855. 
 But, Mr. Speaker, as North Caroliua bids fair to enter largely into 
 internal improvements at this session of the Legislature, I think it 
 behooves us to look well to our resources, and husband them for our 
 future liabilities. We must necessarily tax the people nearly double, 
 and in some cases more. How, therefore, shall we compensate them? 
 How shall we better their condition as a mass, or enable them to 
 meet the exigency? In the first place we must contrive the best 
 possible means for transporting or shipping their produce. Beaufort. 
 I believe, is the best harbor in North Carolina, and therefore pre- 
 sents greater inducements to the shipping interests than any other, 
 as vessels of large tonnage can clear that port with little or no incon- 
 venience. This statement which I hold in my hand, furnished by a 
 gentleman remarkable for his accuracy in such matters, will show 
 the many advantages which ships of large tonnage enjoy over those 
 of small. He compares two vessels, one of 200 the other 1000 tons 
 burthen, both embarking from and destined to the same port, on a 
 six months' voyage. He supposes the smaller to carry 2000 barrels 
 at 50 cents each — $1000, and expenses as follows: 
 
 Captain, $40 per month, $240 
 
 Mate, 30 do. 180 
 
 Cook, 20 do. 120 
 
 Helmsman, 20 do. 120 
 
 Sailors, two, 15 do. 180 
 
 Making in all $840 
 
 which deducted from the $1000 of freight leaves only $160 for the 
 entire trip. Take the larger vessel of 1000 tons, which he supposes 
 to carry 10,000 bbls., at 50 cents each, would make $5,000, which 
 undergoes the same charges of the smaller with the exception of an 
 additional sailor, making $950, which deducted from $5,000 leaves 
 $4,050, showing a decided advantage over the smaller. With such 
 
advantages and with such an harbor as Beaufort, how can we fail to 
 give our people the greatest facilities to get to the most desirable 
 markets? 
 
 In the next place, sir, direct importation, which has so materially 
 benefited other States, would be almost invaluable to ours. We have 
 all facilities, as we have just shown, which other States have, and in 
 fact greater than the majority, yet so torpid is our condition, we 
 never seek to render them available. North Carolina, in my opin- 
 ion, would act judiciously in the investment of $10,000,000 in a line 
 of steamers to Liverpool to carry on this direct trade. And why do 
 I say this? Because, sir, it can be demonstrated beyond doubt by 
 any person who will take the pains to calculate, that we are losing 
 25 per cent, on every dollar's worth of merchandize we consume by 
 not importing directly, or, in other words, we pay to those who do 
 import, 25 per cent, for doing it, when we could just as easily do it 
 ourselves, and save the 25 per cent. Now, to illustrate this, take 
 your merchant who buys $100 of goods from New York: 
 
 His exchange is I5 per cent., $1 50 
 
 Profits to N. Y. Merchant 25 per cent., 25 00 
 
 Insurance 1$, 1 50 
 
 Drayage, 1 25 
 
 Wharfage, 1 25 
 
 Freight, 3 00 
 
 837 50 
 Making in all $37 50 on every hundred dollars' worth of Merchan- 
 dize we buy in New York. But say this is too much, that the fig- 
 ures are too large, yet at the most moderate calculation which I can 
 make, it will amount to at least $25 on the hundred for every hun- 
 dred dollars' worth we buy. Taking this for our data, let us see of 
 what incalculable benefit it would be to us, to import direct to some 
 one of our own ports. According to our best advices, at any rate accord- 
 ing to the best information I have been able to get on the subject, 
 we import into North Carolina annually about $50,000,000. Now 
 if we save $25 on every hundred, or one-fourth, we would therefore 
 save one-fourth of $50,000,000, that is $12,500,000. That is, if we 
 were to ship this direct to North Carolina instead of shipping it to 
 New York first, and then to North Carolina, we would save for North 
 Carolina, $12,500,000 annually. Enough, Mr. Speaker, in one sin- 
 gle year, to build every foot of Railroad, to refit and complete every 
 project of improvement in the State. By this simple arithmetic, it 
 can easily be seen how the North has grown rich at the expense of 
 the South, how beautiful palaces have been erected on the banks of 
 the Hudson, and the Delaware, how opulent cities have sprung by 
 mogic,as it were, into existence. But on the other hand, if we adopt this 
 policy of direct importation, we can easily see what a salutary effect it 
 will have upon our Northern brethren. It will take from their pockets 
 $25 on the hundred and place it in ours, or in other words, we do 
 our own importing instead of paying them $25 on the hundred to 
 do it for us. Now, sir, it is not charitable, neither is it desirable, 
 to impoverish our neighbors; but charity should always begin at 
 
home, and it is both charitable and economical to buy where we can 
 buy the cheapest. ******** 
 
 Instead of N. C. being dependent as she is for her commerce on 
 Northern States, she ought to have States dependent on her. If 
 she cannot compete with New York in being a great commercial 
 centre, she can import for herself and States West of her. Her na- 
 tural facilities are unsurpassed for commerce and inland improve- 
 ment; she has one of the best harbors, near the centre of the State 
 and of the United States. 
 
 But we not only ship coastwise what is shipped by N. C. towns. 
 South Carolina and Virginia towns take through them a very large 
 amount of N. C. produce, and thus build up commercial channels in 
 those States at the expense of N. C.; giving them the credit and the 
 profit of her trade — making them richer and N. C. poorer — making 
 them more able and N. C. less able to give commercial facilities to 
 her people. 
 
 It was argued by a Representative from Virginia in Congress, that 
 N. C was interested in the improvement of the James River below 
 Richmond, because a large amount of her produce was shipped down 
 it, and that therefore N. C. members ought to vote for the bill giv- 
 ing money for that purpose. Whoever will look upon the map of 
 the United States will see how far the James River is navigable, and 
 what distance it is from N. C., and that the trade of N. C-, of which 
 the member spoke, is carried there by a rail road and thence to sea 
 by a route much longer and more expensive than to Beaufort Har- 
 bor. And that all the arguments which apply for Virginia improve- 
 ments to be made for N. C. produce apply with double force to the 
 people of N. C. themselves. 
 
 We should not complain of all that has been done, but we should 
 say it was right, if we had not as good commercial facilities as any 
 other State or community on our whole Atlantic coast. But having 
 them, we say it to our shame and that of N. C., that we have not 
 improved them; and that nothing but a feeling of rivalry and jeal- 
 ousy among ourselves has kept it down, and still keeps our section 
 of N. C from its benefits, — (the section on the line of the Central 
 Rail Road.) 
 
 Some idea may be formed of the intensity of this feeling and of 
 height of patriotism in the last N. C. Legislature, by examining the 
 Journals of the Senate. It will be seen that on the same day that 
 a bill passed that body giving State aid to this road, a similar bill 
 passed by a much larger majority giving State aid to an equal amount 
 to a road that would terminate in Virginia, and carry every dollar 
 of its trade to Virginia towns. And by the further fact, that the 
 same Legislature passed a bill giving 3200,000 to a Canal Company 
 devised to carry trade from N. C. towns and out of the Eastern Riv- 
 ers and Sounds, where there was already a good Canal doing the 
 same business, while it refused a dollar to this road, although it was 
 admitted and known that all its advantages would be to North Ca- 
 rolina and her citizens. Here are some of the specimens of N. C. 
 legislation, out of many which prove what we have asserted. 
 
Dr. Hawks, in his Hints on the internal improvement of N. C, 
 whose great research and thorough knowledge are admitted by all in 
 the premises, has put this in his first class of roads in the State; and 
 every unprejudiced man, who knows any thing about N. G. com- 
 mercially, will agree with him in making it the main line of a great 
 system of Roads designed to centre at Beaufort Harbor, and run 
 thence through the centre of the State from East to West, from the 
 blue sea to the blue mountains; that will pass through her great di- 
 versity of soil, of climate, of productions, of field and forest, of sea 
 and mountains, and mines of coal, copper, iron and gold. These 
 are the reasons for making it a State road, and for classing it as the 
 first road of the State. Yet a road that would develop such a vast 
 amount of resources, and unite so many advantages, for reasons pre- 
 viously stated, has been kept down. Shall it be longer so? We hope 
 not. 
 
 The reasons for building this road now apply with more force than 
 they ever have before. When our fathers talked about building it, 
 28 years ago, rail roads were imperfectly constructed. Instead of a 
 wooden road strapped with iron, as Professor Caldwell described the 
 English roads of that time, with a train of cars going four miles an 
 hour by steam or horse power, roads are now built by the experience 
 of thirty years, and engines pass over them from 30 to 40 miles an 
 hour with ease and safety. And no other means of inland commu- 
 nication has kept pace with them in the race of improvement. The 
 population of the State has increased, and intelligence, the arts, and 
 I may add, the wants of our people, have increased in a treble ratio. 
 
 Nut less has been the improvement in navigating the Ocean. 28 
 years past has made marked and wonderful changes in the size and 
 speed of ships, in transportation by sea. And it is these combined 
 causes that make this road at this time, with many others peculiar 
 and not applying before, pre-eminently a work demanded by the 
 commerce of X. C. and all the varied interests connected with it. 
 
 CHARTER OF THE CENTRAL RAIL ROAD. 
 
 An Act to incorporate a Company to construct a Railroad from some 
 point on the waters of Beaufort Harbor, (to be hereafter deter- 
 mined,) to the Tenon of Fayetteville, through the counties of Car- 
 teret, Onslow, Duplin, Sampson and Cumberland. 
 Sec. 1. Be it enacted by the General Assembly of the State of 
 North Carolina, and it is hereby enacted by the authority of the 
 same, That for the purpose of establishing a communication by Rail- 
 road, from the most eligible point on the waters of Beaufort Harbor, 
 in the county of Carteret, with the town of Fayetteville, the forma- 
 tion of a company, with a capital of two millions of dollars, is here- 
 by authorized, to be called u the Central Railroad Company," and 
 when formed in compliance with the conditions hereinafter pre- 
 scribed, to have a body politic in perpetuity. 
 
 Sec. 2. Be it further enacted, That the said company be, and 
 they are hereby authorized to construct a Railroad from such point 
 on the waters of Beaufort Harbor, (to be determined by said com- 
 pany, after the same shall have been formed,) to the town of Fay- 
 
etteville, then to some point on the North Carolina Railroad, or 
 upon the Wilmington and Charlotte road, at such point as the com- 
 pany may select, after the company is formed. 
 
 Sec. 3. Be it further enacted, That for the purpose of creating 
 the capital stock of said company, it shall be lawful to open books 
 in the county of Onslow, under the direction of J. H. Foy, John A. 
 Averitt, Jr., Owen Huggins, E. W. Fonville, G. J. Ward, Robert 
 White and L. W. Humphrey; in the county of Carteret, under the 
 direction of M. F. Arendell, J. F. Bell, Levi J. Oglesby, Bridge 
 Arendell, Levi Oglesby, H. S. Bell and William N. Davis; in the 
 county of Duplin, under the direction of Owen R. Kenan, David 
 Reid, Isaac B. Kelly, William E. Hill, William J. Houston and 
 Stephen Graham; in the county of Sampson, under the direction of 
 Thomas I. Faison, Thomas Bunting, William McKoy, Patrick Mur- 
 phy, William Faison, J. R Beaman and Alfred Johnson; in the 
 county of Cumberland, under the direction of George McNeill, 
 Thomas R. Underwood, D. G. McRae, Randal McDaniel, Jesse G. 
 Shepherd, Edward L. Winslow and John C. Blocker; and at such 
 other places, and under the direction of such other persons as a 
 majority of the commissioners named for the county of Onslow may 
 deem proper, for the purpose of receiving subscription to an amount 
 not exceeding two millions of dollars, in shares of one hundred dol- 
 lars each. 
 
 Sec. 4. Be it further enacted, That the commissioners above named, 
 and all other persons who may hereafter be authorized as aforesaid, 
 to open books for subscription, shall open the same at any time after 
 the ratification of this act, first giving twenty days notice thereof of 
 the time and place, in one or more of the newspapers printed in 
 Fayetteville and Beaufort; and the said books, when open, shall be 
 kept open for the space of sixty days at least, and as long thereafter 
 as the commissioners first above named shall direct; and the said 
 first named commissioners shall have power to call on and require 
 all persons empowered to receive subscriptions of stock, at any time 
 and from time to time, as a majority of them may think proper, to 
 make returns of the subscriptions of stock by them respectively re- 
 ceived. 
 
 Sec. 5. Be it further enacted, That whenever the sum of one 
 hundred thousand dollars shall be subscribed, in manner and form 
 aforesaid, the subscribers, their executors, administrators or assigns, 
 shall be and they are hereby declared incorporated into a company, 
 by the name and style of the "Central Railroad Company," and by 
 that name may be capable, in law and equity, of purchasing, hold- 
 ing, selling, leasing and conveying estates, real, personal and mixed, 
 and of acquiring the same by gift or devise, so far as shall be neces- 
 sary for the purpose embraced in the scope, object and intent of their 
 charter and no further, and shall have perpetual succession, and by 
 their corporate name may sue and be sued, plead and be impleaded, 
 in any court of law and equity in this State, may have and uss a 
 common seal, which they may alter and renew at pleasure, and shall 
 have and eDJoy all other rights and immunities which other corpo- 
 rate bodies may and of right do exercise, and make all such by-laws. 
 
9 
 
 rules and regulations, as are necessary for the government of the 
 corporation, for effecting the object for which it was created, not in- 
 consistent with the constitution and laws of this State. 
 
 Sec. 6. Be it further enacted, That it shall be the duty of the 
 commissioners named in this act for receiving subscriptions in Ons- 
 low, or a majority of them, as soon as the sum of one hundred thou- 
 sand dollars shall have been subscribed in manner aforesaid, to give 
 public notice thereof, and at the same time call a general meeting of 
 the stockholders, giving at least thirty days notice of the time and 
 place of meeting, at which meeting, a majority of the stockholders 
 being represented in person or by proxy, shall proceed to elect a 
 president and treasurer and nine directors, out of the number of 
 stockholders, and the said directors shall have power to perform all 
 the duties necessary for the government of the corporation and the 
 transaction of the business; and the persons elected as aforesaid, shall 
 serve such period, not exceeding one year, as the stockholders may 
 direct, and at that meeting the stockholders shall fix on the day aud 
 place or places where the subsequent election of president and trea- 
 surer and directors shall be held, and such election shall thenceforth 
 be annually made; but if the day of the annual election of officers 
 shall under any circumstances pass without an election, the corpo- 
 ration shall not thereby be dissolved, but the officers formerly elect- 
 ed shall continue in office until a new election takes place. 
 
 Sec. 7. Be it further enacted, That the election of officers* afore- 
 said shall be by ballot, each stockholder having as many votes as he 
 has shares in the stock of the company, and the person having the 
 greatest number of votes polled shall be considered duly elected to 
 the office for which be is nominated, and that all elections and upon 
 all votes taken at any meeting of the stockholders upon any by-laws 
 or any of the officers of the company, each share of stock shall be 
 entitled to one vote, to be represented either in person or by proxy, 
 and proxies may be verified in su?h manner as the by-laws of the 
 company prescribe. 
 
 Sec. 8. Be it further enacted, That the board of directors may fill 
 any vacancies which may occur in it during the period for which 
 they have been elected, and in the absence of the president may ap- 
 point a president, pro tempore, to fill his place. 
 
 Sec. 9. Be it further enacted, That the board of directors may 
 call for the sum subscribed as stock in said company in such instal- 
 ments as the interest of said company may, in their opinion, re- 
 quire; the call for each payment shall be published in one or more 
 newspapers of the State for one month before the day of payment; 
 and on failure of any stockholder to pay each instalment as thus re- 
 quired, the directors may sell at public auction on a previous notice 
 of ien days, for cash, all the stock subscribed for in said company by 
 such stockholders, and convey the same to the purchaser at said sale, 
 and if the said sale of stock do not produce a sum sufficient to pay 
 off the incidental expenses of the sale and the entire amount owing 
 by such stockholder in the company for such subscription of stock, 
 then, and in that case, the whole of such balance shall be held as 
 due at once to the company, and may be recovered of such stock- 
 
10 
 
 holder or his executors, administrators or assigns, at the suit of said 
 company, either by summary motion in any court of superior juris- 
 diction in the county where the delinquent resides on previous notice 
 of ten days to said subscribers, or by the action of assumpsit, in any 
 court of competent jurisdiction, or by warrant before a justice of the 
 peace where the sum does not exceed one hundred dollars, and in 
 all cases of assignment of stock before the whole amount has been 
 paid to the company, then for all sums due on such stock both the 
 original subscribers and the first and all subsequent assignees, shall 
 be liable to the company, and the same may be recovered as above 
 described. 
 
 Sec. 10. Be it further enacted, That the debt of the stockholders 
 due to the company for stock therein, either as original proprietors 
 or as first or subsequent assignee shall be considered as of equal 
 dignity with judgments in the distribution of assets of a deceased 
 stockholder by his legal representative. 
 
 Sec. 11. Be it further enacted, That the said company shall issue 
 certificates of stock to its members, and said stock may be transferred 
 in such manner and form as may be directed by the by-laws of the 
 company. 
 
 Sec. 12. Be it further enacted, That the said company may, at 
 any time, increase its capital stock to a sum sufficient to complete 
 said road, not exceeding the additional sum of five hundred thou- 
 sand dollars, by opening books for the subscription of new stock, or 
 borrowing money on the credit of the company, and on the mortgage 
 of its charter and works; and the manner in which the same shall be 
 done, in either case, shall be prescribed by the stockholders. 
 
 Sec. 13. Be it further enacted, That the said company shall have 
 power of using any section of the said road constructed by them be- 
 fore the whole of said road shall be completed, and may charge for 
 transportation thereon. 
 
 Sec. 14. Be it further enacted, That all contracts or agreements 
 authenticated by the president and secretary of the board, shall be 
 binding on the company with or without a seal; such a mode of au- 
 thentication shall be used as the company by their by-laws may adopt. 
 
 Sec. 15. Be it further enacted, That the said company may pur- 
 chase, have and hold in fee or for a term of years, any lands, tene- 
 ments or hereditaments which may be necessary for the said road, or 
 for the erection of depositories, storehouses, houses for the officers, 
 servants or agents of the company, or for workshops or foundries to 
 be used by the company, or for procuring stone or other materials 
 necessary to the construction of the road, or effecting transportation. 
 
 Sec. 16. Be it further enacted, That the company shall have the 
 right, when necessary, to construct the said railroad across any pub- 
 lic road or along the side of any public road: Provided, That the 
 said company shall not obstruct any public road, without first con- 
 structing one equally as good and as convenient as the one taken by 
 said company. 
 
 Sec. 17. Be it further enacted, That when any lands or right of 
 way may be required by the said company for the purpose of con- 
 structing their road, building warehouses, water-stations, workshops 
 
11 
 
 or depositories, and for want of agreement as to the value thereof or 
 from any other cause the same cannot be purchased from the owner 
 or owners, the same may be taken at a valuation to be made by a 
 jury of good and lawful men, to be summoned by the sheriff of the 
 county in which the land required by the company may lie; and in 
 making said valuation the said jury shall take into consideration the 
 loss or damage which may accrue to the owner or owners in conse- 
 quence of the land or right of way being surrendered, and the bene- 
 fit and advantage he, she or they may receive from the erection of 
 the said road, &c, and shall state particularly the value and amount 
 of each, and the excess of loss or damage over and above the advan- 
 tages and benefits shall form the measure of valuation of said land 
 or right of way: Provided, nevertheless, That if any person or persona 
 over whose land the said road may pass, or the company should be 
 dissatisfied with the valuation thus made, then and in that case either 
 party may have an appeal to the court of the county to be held there- 
 after, and the sheriff shall return to the said court the verdict of the 
 jury, with all their proceedings thereon; and the lands or rights of 
 way, so valued by the jury, shall vest in the said company so long 
 as the same shall be used for the purpose of said railroad, so soon as 
 the valuation may be paid, or if refused, paid over to the clerk of 
 the county court: Provided, That the right of condemnation shall 
 not authorize said company to invade the dwellinghouse, yard, or 
 garden or graveyard of any individual, without his consent. 
 
 Sec. 18. Be it further enacted, That the right of said company to 
 condemn land, in the manner described in the above section, shall 
 extend to the condemnation only of one hundred feet on each side 
 of the main track of the road, measuring from the centre of the same, 
 unless in case of deep cuts and filling, when said company shall have 
 power to condemn as much in addition thereto as may be necessary 
 for the purpose of constructing said road; and the company in like 
 manner shall have power to condemn any appropriate lands for the 
 constructing and building of depots, shops, &e., not exceeding ten 
 acres in any one lot or station. 
 
 Sec. 19. Be it further enacted, That the said company shall have 
 the exclusive right of conveyance or transportation of persons, goods, 
 merchandise, produce and minerals over said road, at such charges 
 as may be fixed on by a majority of the directors. 
 
 Sec. 20. Be it further enacted, That the profits of the company, 
 or so much thereof as the board of directors may deem advisable, 
 shall, when the affairs of the company will permit, be annually or 
 semi-annually divided among the stockholders, in proporticn to the 
 stock each may own. 
 
 Sec. 21. Be it further enacted, That notice of process upon the 
 president, or any of the directors thereof, shall be deemed and taken 
 to be due and lawful notice of service of process upon the company. 
 
 Sec. 22. Be it further enacted, That said company shall have 
 power to construct branches to said road, or to connect with any 
 other railroad that may be constructed; and any contract that may 
 be entered into with any other railroad company, by the president 
 and directors of said company, after' the consent of a majority of the 
 stockholders first obtained, shall be binding on the said company. 
 
12 
 
 Sec. 23. Be it further enacted, That it may and shall be lawful 
 for the said Central Railroad Company to make and issue bonds to 
 an amount not exceeding four hundred thousand dollars, to be sign- 
 ed by the president of said company, under the common seal of the 
 same, in sums of one thousand dollars each, bearing interest at the 
 rate of seven per cent, per annum, to be paid semi-annually in the 
 city of New York or Boston, at their option, and redeemable in 1880. 
 
 Sec. 24. Be it further enacted, That to secure the faithful pay- 
 ment of the said bonds, it shall and may be lawful for the president 
 and directors of the Central Railroad Company to make, execute and 
 deliver to such persons, either in the city of New York or Boston as 
 the said company may select and appoint, a deed of trust or mort- 
 gage, under the common seal of said company, wherein shall be con- 
 veyed to the person thus appointed trustee, the road, property, in- 
 come and franchises of said company acquired or to be acquired, 
 conditioned for the payment of the interest and final redemption of 
 said bonds. 
 
 Sec. 25. Be it further enacted, That all the officers of the com- 
 pany, and servants and persons in the actual employment of the 
 company, be and they are hereby exempt from performing ordinary 
 militia duty, working on public roads and serving as jurors. 
 
 Sec. 26. Be it further enacted, That all the work hereby required 
 shall be executed with due diligence, and if it be not commenced 
 within four years after the ratification of this act, then this charter 
 shall be void. 
 
 Sec. 27. Be it further enacted, That it shall and may be lawful 
 for any incorporated town, or any county through which said rail- 
 road may pass, to subscribe for such amount of stock in said com- 
 pany as they or either of them shall be authorized to do by the in- 
 habitants of said town or the citizens of such county, in manner and 
 form as hereinafter provided. 
 
 Sec. 28. Be it further enacted, That the corporate authorities of 
 such town, or the justices of the peace of such county, (a majority 
 of the justices of said county concurring,) are authorized to make an 
 order requiring the constable of such town, and the sheriff of such 
 county, at such time and on such notice as they shall direct, to open 
 a poll and take the sense of the voters of such town qualified to vote 
 for town officers, and of the voters of such county qualified to vote 
 for members of the House of Commons of the General Assembly, 
 whether the officers of said town and the justices of the peace of said 
 county shall subscribe to the stock of said company for such sum as 
 the order shall propose, and the constable shall make return of the 
 number voting for and against it to the magistrate of police of said 
 town, or the presiding officer thereof; and the sheriff in like manner 
 shall make return as to the vote in his county to the first court 
 thereafter, to be held for said county, and it shall be the duty of the 
 sheriff to notify such justice of his county to attend at the court to 
 which he shall make said return. 
 
 Sec. 29. Be it further enacted, That if upon the return of such 
 constable or of such sheriff, it shall appear that a majority of votes 
 are in favor of the subscription, then the corporate authorities of 
 
such town shall make the subscription for such town; and in like 
 manner, if a majorrty of the votes of such county shall be in favor of 
 the subscription, then the justices of said county shall appoint an 
 agent to make the subscription iu behalf of said county, the sub- 
 scriptions to be paid for in the bonds of said town or in cash, as the 
 authorities may elect; and the agents shall pay the county subscrip- 
 tion in like manner, or on such terms as may be agreed upon by the 
 parties with whom he may negotiate. 
 
 Sec. 30. Be it further enacted, That for the purpose of paying 
 the quota on said stock as they may be called for, or the instalments 
 on such subscriptions as may fall due, the town authorities on their 
 part, and the justices of the county for themselves, shall have power 
 to appoint an agent or agents to negotiate a loan or loans for and in 
 the name of such town and for such couuty; and it shall be the duty 
 of the authorities of such town and the authorities of such county, 
 to lay such tax or taxes annually on the persons, land and other 
 property within such town and within such county, as may be suf- 
 licient to pay their respective quota or instalments as they become 
 due, or the interest on such loan or loans with the interest thereon, 
 as said town authorities and justices of said couuty may deem neces- 
 sary, and make such order or orders for the due collection and pay- 
 ment of the same; and the stock thus subscribed either by the town 
 or by the county, shall stand pledged for the payment of the loan 
 thus authorized to be contracted on their parts respectively. 
 
 [Ratified the 16th day of February 1855.] 
 
 The first provision in the Charter to be noticed, is the beginning 
 of the road — at the best point on the west side of Beaufort Harbor. 
 And in order to fully appreciate the advantages of this beginning, 
 let us see what Beaufort Harbor is, and we will also see how it com- 
 pares with other harbors, the only ones in competition with it for 
 the trade of sections of country through which the Central Road 
 will pass. 
 
 Extracts from the Report of Henry L. Whiting, Assistant in the 
 
 Coast Survey, on the Survey of Beaufort Harbor, N. C, to A. 
 
 D. Bache, Superintendent, and from him to the Secretary of the 
 
 Treasury, 1851. 
 
 Washington, May 13, 1851. 
 
 In reporting upon the natural character and peculiarities of Beau- 
 fort, as a harbor and port, I will state such facts as have come under 
 my personal knowledge, and also communicate my opinion regard- 
 ing its entrance and the facilities it might afford to the commercial 
 interest of this region. 
 
 The outside beach, or "bank," opposite Beaufort harbor, is of the 
 usual formation of this coast. It is mostly covered with a low pine, 
 and mixed growth, and its average width is about half a mile; the 
 sand hills and ridges upon it are from 20 to 35 or 40 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, 
 as shown by the results of the hydrographical survey. 
 
14 
 
 The interior shores of the harbor are mostly of marsh, grown with 
 masses of oyster-beds and shells, which, near the edges and where 
 the sand has united with them, are quite hard and solid. At Lenox- 
 ville and Shepherd's Point, and at the town of Beaufort, the main 
 upland comes to the water's edge. At the two former points, the 
 deep waters of Newport and North River channels approacn quite 
 near the shore, and without any intervening shoals. 
 
 During the last thirty years there does not appear to have been 
 any particular change, either in the shore-line or shoals within the 
 limits of the harbor. The causes and action of tide, &c, which first 
 formed them, seem to continue them in their general position and 
 extent. 
 
 That the inlet and bar of Beaufort are probably the best on our 
 whole eastern seacoast, south of the Chesapeake bay, is, I believe, a 
 matter of fact, and needs no comment. 
 
 There are two principal causes which, I think, have preserved this 
 inlet, and will continue to keep it open, with probably deeper water 
 than any of the other harbors on this coast. 
 
 One of these causes is the shelter and eddy currents occasioned 
 by Cape Lookout. The influence of these currents upon the inlet, 
 opening as it does to the south, and in the "bite" of the cove imme- 
 diately under it, is, to cut and carry away the sands and shoals which 
 storms may throw up, and deposite 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 im- 
 mediately south of it, will not allow any deposites 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 presenting 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 Lookout and 
 Cape Hatteras. 
 
 The other influence which I think will always tend to preserve 
 the inlet at Beaufort, is from the non-existence of any large interior 
 sound or bay. 
 
 • The current through the inlet is wholly a tidal one, and the back 
 waters of "Borgne" and "Cove 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 ma- 
 terially 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. 
 
 There is thus a strong and continual tidal current through the 
 inlet, and this current is not lost or overpowered by a heavy swell 
 from sea, deadening its effect and throwing back the sand, which it 
 displaces, in shoals and bars; but it runs with the eddy currents 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. 
 
 In comparing the inlet at Beaufort with Ocracoke and others 
 
15 
 
 opening from the large sounds, the advantages and disadvantages of 
 either are obvious. These latter are almost as much exposed ou the 
 inside to the great mass of waters in the sounds as they are on the 
 outside to the ocean. The effect of storms and tides is consequently 
 great as well as uncertain. Heavy storms from the westward pre- 
 vent the tide from flowing through the inlets from the ocean, while 
 the water and surf from the sounds heave up swashes and shoals on 
 the inside. 
 
 The action of storms from sea is still worse, while the waters of 
 the sounds are driven back and shoals are thrown up and formed 
 across the mouth of the inlet, without any counter influence to pre- 
 vent or carry them away. 
 
 In a commercial point of view, Beaufort, as a harbor and port, 
 has many advantages and is well situated. There is uo river or 
 inland navigation to delay or require the towing of large vessels. A 
 ship drawing 20 feet water can leave at any state of the tide with 
 almost any wind, and discharge her pilot at sea in from 30 to 45 
 minutes after weighing anchor. 
 
 It seems, therefore, that the usefulness of one of the best harbors 
 and ports on our whole southern coast is lost from the want of pro- 
 per facilities of communication and internal improvements, giving 
 access to it from the interior country and cities. 
 I remain, sir, very respectfully yours, 
 
 HENRY L. WHITING. 
 
 Prof. A. D. Bache, 
 
 Superintendent U. S. Coast Survey, Washington. 
 
 Extract from Hawks' s Hints on the Internal Improvement of North 
 Carolina, — pages 6, 7, 8, 9. 
 
 Old Topsail or Beaufort Inlet. — This is about fifty miles 
 distant from Ocracoke, by an air line, and is situated to the west- 
 ward of Cape Lookout, the coast running from the Cape almost due 
 west, for some seventy or eighty miles, and consequently, having for 
 that distance the sea immediately 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 
 inlet, is Beaufort and the lands in Carteret County. 
 
 As to this inlet, Wimble represents it, in the sailing directions 
 attached to his chart of 1738, as having seventeen feet of water on 
 the bar, while on the chart itself he marks but fifteen. Professor 
 Bache, superintendent of the Coast Survey, in his chart of 1851, re- 
 presents 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 Survey, 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 discharge her pilot at sea in from thirty 
 to forty-five minutes after weighing 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 
 
16 
 
 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 within the limits of the harbor. The causes and 
 action of tide, &c, which first formed them, seem to continue them 
 in their general position 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 suf- 
 ficient 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 lit- 
 tle 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 123 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 
 miles 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 Lookout as a prominent cause why the inlet has hitherto been 
 preserved, and will continue to keep open, with probably deeper wa- 
 ter than any other harbor on the coast. It explains the operation 
 of this cause from the fact that the cape affords a shelter, and occa- 
 sions 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 ex- 
 tending beyond it, prevent the action of the sea within this cove 
 from being as great, or having the same effect, as upon a coast pre- 
 senting an unprotected and nearly even outline to the action of 
 storms and breakers, as is the case on the shores both above and be- 
 low Cape Lookout and Cape Hatteras." This view is, we humbly 
 think, sustained by the laws of physics; and the attentive reader 
 will perceive that the effect 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 
 
17 
 
 than a bay or basin formed by the sea alone. No fresh water rivers 
 from the interior feed it, and bring down a deposit to meet the tidal 
 influx from the sea, and thus contribute to fill up the harbor, or cre- 
 ate a bar. The report of the Coast Survey thus speaks: — "The cur- 
 rent 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 "Newport" and 
 "North" rivers will be seen, on an inspection of the map, to be no- 
 thing more than an extension of the bay that makes in from the 
 ocean. The report thus proceeds: "There is thus a strong and con- 
 tinual tidal current through the inlet, and this current is not lost or 
 overpowered 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 
 harbor 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 surrounded by water. A wind from the west affects 
 it as injuriously as any 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 west- 
 wardly storm? The report of the Coast Survey answers. It "pre- 
 vents 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, without 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 probably the best on our whole eastern sea-coast, south of the 
 Chesapeake Bay, is, I believe, a matter of fact, and needs no com- 
 ment." This is expressed with caution. In the view of the present 
 writer, more might safely have been said: in his opinion, it is the 
 best, except that of New York, on our whole Atlantic coast; no excep- 
 tion is made of the harbors on the Chesapeake, because there is 
 water enough at Beaufort, and it lies immediately on the sea. Thirty- 
 five or forty minutes takes a ship in or out. According to the sail- 
 ing directions on the chart of the coast surveyors, "it can be entered 
 
18 
 
 with the wind from any point, except between 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; be- 
 cause (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 Sur-. 
 vey 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" 
 
 Beaufort Harbor. — Letter from the Master of the Ship James 
 Grey, to E. R. Stanly, Esq., Newborn, — 1855. 
 
 Beaufort, 5th Dec, 1855. 
 
 Mr. E. R, Stanly? Sir: — I do not think I was ever so much 
 disappointed as I was in the Harbor of Beaufort. In chartering in. 
 England for this place I would not take the cargo unless the parties 
 would guarantee 16?} feet to come in with;- to my surprise, on cross- 
 ing the bar, I found 22 feet of water after a. strong westerly wind 
 [which has a tendency to blow the water out of the river.] The 
 wind hauling N. Westward, the pilot was compelled to beat the brig 
 up to the anchorage. We are a large carrying vessel, and it is diffi- 
 cult to beat in all channels, and had this been narrow it could not 
 have been accomplished. The harbor is very convenient, the chan- 
 nel deep, and there is no difficulty in loading to 20 feet — 19 certain. 
 The vessel I have has on board 520 tons of Bailway Iron, and her 
 draft is 15 feet 3 inches. Had I supposed the depth of 20 feet or 
 even 18 I should loaded to 16 feet 9 inches. 
 
 My vessel is now in the market, and if parties can be found to 
 load her from this port to Europe I will fill her full or load to 17 
 feet, and I know there will be no difficulty in at once getting her on 
 the Pond. 
 
 I am, dear Sir, yours with respect, 
 
 CHAS. H. PLUMER, 
 Master of the James Gray, of Newburyport, Mass. 
 
 These papers are all from sources of unquestionable truth, and 
 are impartial records of fact. They declare the superior availability 
 of Beaufort Harbor as a harbor for commerce, and we submit them 
 as such to the candid judgment of all without further comment. 
 
 Leaving for a moment our subject, let us see what is the distance 
 from the Coal Fields on Deep Biver, the acknowledged great feeder 
 of this road, to Beaufort Harbor and the three other places spoken 
 of as competitors to it for the business on Deep River. 
 
 From the Coal Fields to Norfolk, Va., by the lines of 
 Rail Road projected and built. 231 miles. 
 
 From the Coal Fields to Beaufort Harbor by Fayette- 
 ville, projected Roads, 156 s *> 
 
19 
 
 From the Coal Fields to Wilmington, by Kiver, 220 " 
 
 From the Coal Fields to Charleston, by Rail Road, 
 (North East,) by Fayetteville, 290 " 
 
 Thus it will be seen, that according to the distances, the only real 
 competition will be between Wilmington and Beaufort. Charleston 
 is making strenuous efforts to get into the Coal Region of Deep 
 River, but besides being further off than either of the other places, 
 her shipping facilities are not so good as either Beaufort or Norfolk; 
 consequently we consider her behind all the other plaoes mentioned 
 for successful competition. 
 
 It has been stated that there will be enough work for both road 
 and river to do, and that both are needed to carry off the great quan- 
 tity of productions in the Deep River country. We hope this may 
 prove true, including the freight besides coal, that both must carry. 
 But what we are going to prove is, that the road to Beaufort will do 
 its share of business successfully in the face of all competition. 
 
 We hope that no one will consider us as opposed to Wilmington, 
 or as opposed to the Cape Fear and Deep River Navigation Compa- 
 ny. When we make a comparison of facts only, as between the two 
 channels of communication to the Ocean, such a subject is open to 
 criticism by all. It is one of vast importance to N. C, and on their 
 respective merits alone will the road and the river be sustained. 
 
 Wilmington has ever had all the advantages which the Cape Fear 
 River could give her, and for some time of two Rail Roads. She 
 exports to foreign countries very little and imports less. With all 
 the advantages she now has, she ships almost entirely coastwise, and 
 Petersburg and Norfolk in Va., and Charleston in S. C, are more 
 than competitors to her for trade on lines of road that communicate 
 with Wilmington. She then has failed to be an importing city — 
 for the very same reason that the Richmond Board of Trade say the 
 city of Richmond labors under in importing from foreign countries. 
 In their report for 1856 the Board say: 
 
 "A large amount of our foreign exports is forced into indirect 
 channels by the heavy charges imposed on shipping by the pilotage. 
 In many instances a cargo is shipped coastwise to be reladen at a 
 northern port, in order to escape the dues of pilotage and towage, 
 and other expenses which would be incurred on a vessel bound di- 
 rect for a foreign market. The low freight at which the regular 
 packet lines from New York to the ports of Europe, comprising ships 
 of two to three thousand tons, can afford to take their cargoes, in- 
 duces our importers to order their shipments to be made through 
 them, and nearly all the British, French, or other European goods 
 imported by our merchants, serve to swell the immense trade of New 
 York, instead of appearing upon the books of our own Custom House. 
 It appears also that these importations are almost entirely entered, 
 and the duties on them paid, in New York, although the law au- 
 thorizes the entry and payment here, with the privilege of transfer 
 under Custom House lock, and the delay in payment of duties, until 
 the goods are actually sold and wanted for consumption." 
 
20 
 
 It is 160 miles from Richmond to sea; and though "Wilmington is 
 only about 40, yet Richmond has about 10 feet of water up the ba- 
 sin at low water, her shipping is not exposed to the sea at Hampton 
 Roads, as is that of Wilmington on the main bar, where there is 
 only 8 feet of water. The difference therefore is in favor of Rich- 
 mond for large shipping, yet the Board of Trade at Richmond say 
 they find it cheaper to ship first to New York, rather than ship in 
 vessels of small tonnage and pay expeuses incurred on the James 
 River of lighterage, towage and pilotage. 
 
 No such difficulties exist at Beaufort. We believe therefore that 
 it is the place, and the only place, that we can ever do a foreign 
 shipping business at; and the only place that can successfully com- 
 pete with the towns of Virginia and South Carolina for at least two- 
 thirds of the trade of N. C. that now goes to them. We therefore 
 are for Beaufort. We do not love Wilmington less, but Beaufort 
 more, for in her is our commercial redemption. 
 
 We have been unable to obtain a copy of Prof. Bache's Report of 
 the Hydrography of Cape Fear Harbor to the Secretary of the Trea- 
 sury, 1853. We have, however, the map of the entrance to Cape 
 Fear before us. From it we get the following particulars: 
 
 First, from Wilmington to sea, across the main bar, it is about 
 40 miles. Secondly, the main bar has only 8 feet of water upon it. 
 Grant that the dangers of the sea at the main bar, Cape Fear Har- 
 bor, are no greater than at Beaufort, (which any one who knows will 
 not,) yet we have twice the depth of water at Beaufort there is at 
 Cape Fear. 
 
 The tide rises about the same at both places; so if a high tide gives 
 Cape Fear main bar 12 \ feet of water, the same tide gives Beaufort 
 main bar 20 £ feet. 
 
 A vessel drawing 20 feet water, of 2 to 3000 tons, can leave her 
 anchorage, and in 15 to 20 minutes be clear at sea in 40 to 50 feet 
 water, and only about 3 miles from the anchorage. 
 
 Cape Fear Harbor — about the same depth of water can be carried 
 up the river to Wilmington as over the bar. It is 30 miles to Smith- 
 ville and about 10 more to sea — entire distance 40 miles. 
 
 Beaufort Harbor — from the best shipping point (the Atlantic Rail 
 Road Depot) to sea is about 5 miles, through nearly a straight chan- 
 nel, and most of it 30 feet of water. 
 
 Points of superiority of Beaufort over Cape Fear Harbor: 
 
 It is less dangerous to enter. 
 
 It is deeper and safer. 
 
 It is only about $ the distance to sea from the shipping points; 
 
 And it produces the following effects on shipping: 
 
 Insurance is higher on a vessel to Wilmington than to Beaufort. 
 
 Pilotage and Towage is at least 3 times as high. 
 
 A vessel of ten times as much tonnage can enter Beaufort as Wil- 
 mington; and, as a consequence, shipping can be done to either coast- 
 wise or foreign ports cheaper and more expeditious from Beaufort 
 than from Wilmington. 
 
21 
 
 Extract from a letter to the Board of Directors of the Western R. 
 
 R. Co. for the delivery of Iron. 
 D. G. McRae, Esq., 
 
 President of Fayetteville and Western R. Road: 
 Dear Sir: * * * * After speaking of the kind of bars 
 wanted, Mr. Welch inquires how many tons will be wanted and where 
 it is to be delivered at, and says a perfect fleet of vessels will be 
 necessary to deliver it at Wilmington. I have had to charter craft 
 of 100 tons burthen. A vessel of 200 tons has to lighter, and light- 
 erage is 20 cts. per rail — an enormous charge. I am now filling a 
 contract for 5000 tons, and such is the difficulty of procuring craft, 
 (for such a number are required,) that I have absolutely to charter 
 a vessel to Portsmouth, Va., and then to pay the expense of Rail 
 Road from there to Weldon. Such is the difficulty, that I would 
 contract to deliver iron at New York or Charleston at $2 50 per ton 
 less than I would at Wilmington; for I really do not see how direct 
 shipments can be made to that port. ***** 
 Yours, respectfully, 
 
 JAMES WELCH, 
 
 Agent for R. R. Iron. 
 Mr. Welch furnished iron for the Manchester, the Gaston, and N. 
 C. Roads. 
 
 Having briefly noticed the comparative condition of the two com- 
 peting shipping points at which our rival lines of business are fixed, 
 we now turn to the lines themselves; and first to the road. 
 
 The main stem of the Central Road ought to start at the best 
 point on the west side of Beaufort Harbor, as the Charter indicates. 
 Some suggestions have been made to connect it with the Atlantic 
 Road about 12 miles west from the point. However well this might 
 do at first, we are certain that there would soon be too much business 
 •on the road for such a connection to continue. From the point of 
 starting it should run as straight a line as is practicable to Kenans- 
 ville in Duplin county, then to Clinton in Sampson county, then to 
 Fayetteville, and then to a point on the Rutherford Road about 40* 
 miles west of Fayetteville. Here the Charter provides for a connec- 
 tion with the Rutherford Road, and that connection was anticipated 
 ■and provided for, as will be seen by the following Sections in each 
 Charter: 
 
 Wilmington, Charlotte and Rutherford R. R. — Sec-. 50. Be it 
 further enacted, That any other R. R. Company, incorporated by 
 the General Assembly of this State, shall have power to make a 
 connection with said Wilmington, Charlotte and Rutherford Rail 
 Road. And at the point or points of connection shall have leave to 
 -erect the necessary buildings for receiving and forwarding produce,, 
 merchandise and passengers, to be transported on such intersecting 
 road or roads. 
 
 Central Rail Road. — Sec. 2. Be it further enacted, That the said 
 Company be and they are hereby authorised to construct a Rail Road 
 
22 
 
 from such point on the waters of Beaufort Harbor (to be determined 
 by the said Company after the same shall have been formed,) to the 
 town of Fayetteville, then to some point on the N. C. R. Road, or 
 upon the Wilmington and Charlotte R. R., at such point as the 
 Company may select after the Company is formed. 
 
 The State having aided to build the Rutherford Road, and indi- 
 viduals secured its building, we should strike for it by all means. 
 We may thus secure that line across the mountains. At any rate 
 all must perceive the advantage the Central Road will have over all 
 others for the trade of the counties through which the two Roads 
 will pass. While the Central R,oad will not cost exceeding §16,000 
 per mile to the junction, that beyond will cost a much larger sum, 
 and other parties are building it; while we of the Central will have 
 the benefit of a connection by express act of Assembly. A glance 
 at the map will show that it is nearly a straight line by the Central 
 Road to the proposed junction and to Charlotte. Thus by this line 
 will be opened to Beaufort Harbor the rich counties of Onslow, Du- 
 plin, Sampson, Cumberland, Richmond, Anson, Union, Mecklen- 
 burg, Gaston, Cleaveland and Rutherford. 
 
 The following article from "The Rutherfordton Eagle" will show 
 the productiveness of one of these counties, and the importance of a 
 connection with i; by our road. 
 
 A Productive County, Locked Up. — The Rutherfordton Eagle, 
 arguing in favor of the Wilmington, Charlotte & Rutherford road, 
 says that, if the road were built, "the Irish potato crop of Ruther- 
 ford county would bring into its limits, annually, $100,000 easily. 
 Her apple crop might be made greater than her present wheat crop. 
 Her white headed cabbages alone would bring her in 5100,000, to 
 say nothing of her other resources in the grain, cotton and tobacco 
 line. There is her live stock — her beef, her mutton and pork, and 
 the products of the dairy; many, very many other sources of wealth, 
 that the railway will open to the citizens of this county, that are now 
 entirely closed. 
 
 A single day will transport, at a slight cost, whole crops, and the 
 next day he can have the cash in his pocket. Now, a week is ex- 
 hausted in getting only ten barrels of flour to market, and that trip 
 depends on business at home, and the state of the roads, and when 
 he gets to market he is only at the head of the road, instead of being 
 at the ocean market where the nations of the earth send their ves- 
 sels to do their trading. Wheat is now at SI 65 per bushel, even 
 as high up as Charlotte. Here it is §1, a difference of §65 on every 
 hundred bushels. This county, this year, can spare 100,000 bushels, 
 and therefore loses, on wheat alone, §65,000 for want of a Rail 
 Road." 
 
 The distance from Rutherford to Beaufort is not much further 
 than to Wilmington, and is much nearer than to Charleston. And 
 the shipping facilities at Beaufort are quite superior to either. It is 
 
23 
 
 ^believed that goods can be transported from the junction cheaper ana 
 shipped by this Road more expeditiously, than by any other route. 
 For these reasons we should have no fear of getting a large share of 
 •the business of that section of country and of connecting the roads. 
 
 At Fayeiteville we will connect with the Western Rail Road now 
 building to the Coal Fields. The interest of these two roads are sc 
 identified, that although they are building under separate 'Charters-. 
 yet every facility will be given by them reciprocally. W*j wish te 
 see them soon united in one Company; it would evidently be to the 
 Interest of both to unite. 
 
 From the Coal Fields it is desirable to extend two branches oi 
 ihe road. One to Salisbury, (where, as at Charlotte, the State ie 
 aiding to build a road west,) and also a branch to Abingdon, Vir- 
 ginia, through either Greensborough or Lexington. A glance at 
 the accompanying map will show more fully the position of these 
 roads and branches, as well as their relative positions te other roads 
 now built, and to the Cape Fear and Deep Rivers. We wish parti- 
 cularly to call attention to the fact that the Central Road will have 
 the benefit of these connections; will cost much less money than any 
 of them, while it occupies the space between the sea and the interior 
 >to and from which all merchandise must be shipped. 
 
 And we wish the further fact particularly noticed, that the State 
 •is aiding to build a part of two great lines of road through it West; 
 that the parts of the roads the State is aiding to build will cost a 
 much larger sum per mile than that left for individuals to build, 
 while it must be conceded that under any circumstances the latter 
 will be the best paying, which is the object for capitalists. 
 
 But notwithstanding we look for the certain extension of these 
 roads across the mountains and into the valley of the Mississippi, 
 yet the primary object for building them now is for the accommo- 
 dation of the counties named through which the main stem will 
 pass, and the coal interest. Let us see first if the coal is there in 
 quantity and quality sufficient to make it a payiug object, and then 
 see what quantity of it we can transport over our road per annum, 
 and at what price. 
 
 Extract from Professor Emmons's Report on the Deep Elver Coal 
 
 Fields — Executive Document No. 13, — Quality of Coal, pages 
 
 130, 131 to 135. 
 
 QUALITY OF THE DEEP RIVER COAL. 
 
 The two varieties of coal, the bituminous and semi-bituminous- 
 passing into anthracite, are known in this coalfield. The bituminous 
 is scarcely equalled for fineness and excellency, in this country, and 
 it has been said by a gentleman, who is well acquainted with Liver- 
 pool coal, that it will burn twice as long. A direct comparison has 
 not been made, to my knowledge, but that the assertion has much 
 truth in it, I have no doubt. 
 
 The Deep River coal is, in the first place, quite free from smut; it 
 does not soil the fingers, but in a trifling degree. It burns freely. 
 
24 
 
 and forms a cake; or it undergoes a semi-fusion, and agglutinates^ 
 and forms a partially impervious hollow cake, within which com- 
 bustion goes on for a long time. When a small pile of it is made 
 upon the ground, it may be ignited by a match and a few dry leaves 
 or sticks. It may be ignited in the blaze of a lamp or candle. The 
 coal is, therefore, highly combustible, easily ignited and burns with 
 a bright flame like lightwood, for a long time. It may be burnt 
 in the common fire-place, and it is not a little strange, that gentle- 
 men, who have used it for many years, in a blacksmith's forge r 
 should not have used it in their parlors, instead of green black oak. 
 
 This coal is adapted to all the purposes, for which the bituminous 
 coals are specially employed. Thus, for the manufacture of the car- 
 buretted hydrogen, for lightning streets and houses, there is no coal 
 superior to it. It will require less expense for furnishing it; be- 
 cause, it contains so little sulphur, from which sulphuretted hydro- 
 gen is formed. So, also, in the grate, it will be far less offensive,, 
 for the same reason. But, as it is rich in bitumen, it will furnish a 
 large amount of gas, and that which is, comparatively, pure. This 
 advantage is one of great importance. It should, also, be stated, 
 that it furnishes an excellent cake, which may be used for manufac- 
 turing purposes, and as it is left very porous, it is in a condition to- 
 absorb a large quantity of the solution of cyanide of potassium; and 
 hence, is well adapted to the work of reducing the metals. It is 
 scarcely necessary to add, that it is admirably adapted to steamings, 
 inasmuch as its flame is free and durable. For forge use, it is not 
 surpassed by any coal in market; and for parlor grates, it is both 
 pleasant, economical, and free from dirt. If a chimney has a poor 
 draft, it is liable to the objection common to all coals of this kind, 
 — the escape of soot into the room. 
 
 The qualities of the Deep River coal are of that character, then r 
 which will give it the highest place in the market. The localities 
 which have been best explored, and where coal of a decided character 
 has been attained, are at Hornesville and Farmville, both in the same 
 neighborhood. The Taylor mine, the Gulf or Haughton, and the Mur- 
 chison mines, all furnish a bituminous coal, which may vary in some 
 minor points, yet is quite similar as a whole. The Haughton mine has- 
 been used the longest. It was known in the revolution, and a re- 
 port made to Congress, respecting it, is still extant. Had the pro- 
 positions or views been carried out, which were expressed in that re- 
 port, we can scarcely tell, what the results would have been, not 
 only upon the population of Deep River, but also, upon the enter- 
 prize of the State. It must be noticed, that Deep River is central.. 
 and in the interior of a country, abounding in iron; that it is navi- 
 gable, by aid of certain improvements; that it communicates with: 
 the ocean, and finds a market abroad, for a surplus of the products-' 
 of manufactures and agriculture; that a use of the natural advan- 
 tages, to a partial extent only, makes a home market, But the time 
 had not come, for improving the resources of this district. They 
 are, therefore, reserved entire for the present, and they cannot be 
 neglected longer, unless a suicidal State policy is pursued. 
 
25 
 
 But however fine and excellent a coal may be, it is necessary that 
 It should form extensive beds, in order to have a commercial value. 
 
 The next question, then, of interest to the community is, (for the 
 community is interested as much as the owners,) will it bear mining, 
 and the expenditure of the necessary capital, to take it to market. 
 To answer this question, it is necessary to make some calculations, 
 by which we may form some just view of its quantity. In doing 
 this, we may venture to assume, on a geological basis, that the coal 
 seams, which outcrop from beneath the sandstones, extend beneath 
 them, and for what appears to the contrary, the slates, with their 
 coal beds, are coextensive with the under and overlying sandstones. 
 This formation is known to form a belt of rocks, from 12 to 14 miles- 
 wide. The line of outcrops of the slates, upon which coal has been 
 raised, is about 20 miles. But the line of outcrop of the unexplored 
 slate, which embraces the coal, is at least 60 miles within the State, 
 on a line running south of west. We may assume the following 
 data, viz: that the coal beds extend from their northern outcrop, 
 three miles beneath the sandstone; which is about one third their 
 natural extent; and that the line of outcrop, upon which coal is, and 
 will be found, is thirty miles. If the thickest seam of coal is worked, 
 which has a thickness of 6 feet, exclusive of a thin band of slate, it 
 will give for every square yard of surface, two square yards of coal. 
 A square acre has 4,900 superficial yards; hence, there will be 9,800 
 square yards of coal, in each acre, and as a square yard of coal weighs 
 a ton, there will be for every acre, 9,800 tons of coal. A thousand 
 acres will give 9,800,000 tons of coal, or a square mile, 6,272,000 
 tons. This coal field is known to extend thirty miles, in the direc- 
 tion of outcrop, and to be workable, for a breadth of three miles. We 
 may from this data, calculate how much accessible coal we may ex- 
 pect to find, in this quite limited field. If the field covers only 43 
 square miles, the lowest estimate to be taken, we may calculate its- 
 value, by the following mode: 
 
 If one hundred tons of coal are taken out daily, thirty thousand 
 tons would be removed annually, reckoning three hundred working 
 days to the year. It would, at this rate, require over three hundred 
 years, to remove the coal from a thousand acres, or, over two hun- 
 dred years, to remove that which underlies a, square mile, or, eight 
 thousand six hundred years, to remove the coal of forty three square 
 miles. If in estimating the value of this coal field, we base our cab* 
 culations upon time, they should satisfy us; or if we base them upon 
 quantity, they will warrant the investment of capital. In these cal- 
 culations, we have both time and quantity, and the State, in en- 
 couraging improvements, as well as individuals, may look forward 
 with confidence, on the permanency and safety, in investments, in 
 this kind of property. The wants of the world are with the popu- 
 lation — indeed, they keep ahead of simple increase of individuals. 
 The quantity to be removed annually may be increased, and leave' 
 the time sufficiently long, to satisfy the investment of capital; or 
 the time may be increased, by diminishing the quantity, and still 
 the annual profits of the investment should satisfy the capitalists 
 
But while population increases at a rapid rate, the resources of the 
 forest for fuel are diminishing at a greater ratio, than the simple in^ 
 crease of population; therefore, there is no way in which capital can 
 be so safely invested, as in coal lands. 
 
 If the foregoing calculations are correct, they justify the work 
 which has been undertaken to improve the navigation of Deep River. 
 It is prudence, to be cautious in schemes of this kind, but in this 
 •case, the amount of property beneath the surface or in the rocks, 
 upon this river, is enormous — it should be dug out; and what it costs 
 to do this, will be turning materials and labor into money. If the 
 whole enterprize is begun, and carried on in a proper spirit, every 
 nook and corner of the State, from Currituck to Buncombe, will feel 
 an invigorating influence. 
 
 But the calculation, as to the quantity of coal, will probably far 
 exceed, than fall short of the estimates. In the first place only a 
 part of the area is taken into the calculation, and then, in assuming 
 "the thickness of the principal beds, as only six feet, it may be re- 
 garded as only the minimum thickness. It will rather increase than 
 diminish; this view of the matter is supported by observation. For 
 as the slopes have been carried along the dip, there has been a per- 
 ceptible increase already. It is also to be considered, that at the 
 outcrop, when vegetable matter forming the coal is only upon the 
 outer vein, it should be twice that at a distance from the outcrop; 
 for we may suppose, that, in the middle only, of a coal basin, do we 
 obtain the maximum thickness. Thus, one of the coal seams in the 
 Richmond basin is forty feet thick. The Beep River beds, not having 
 been broken up, or not having suffered an uplift through the middle 
 of its trough or basin, exhibits nowhere near the surface, an outcrop 
 of coal, except upon the rim, or outer edge of the basin. As we 
 penetrate into it, we have grounds, which justify the view, that the 
 seams will increase steadily in thickness, as the slope penetrates into 
 the basin, towards the centre, and then the seams, which now appear 
 only upon the outer rim, will thicken, and perhaps unite and form 
 one distinct heavy seam towards the middle of the basin or trough. 
 
 The foregoing views as to quantity are founded upon data derived 
 from observation, the phenomena of coal fields, and theory, which is 
 well sustained, respecting the manner in which successive seams of 
 coal have been formed. 
 
 The calculations as to the quantity of coal in the Beep River coal 
 field are based upon what is known, and without reference to what 
 we may possibly find by exploration hereafter. These calculations 
 must be regarded as satisfactory, and such as will justify the hopes 
 •and expectations of the owners, and those who are interested in the 
 improvements of the day. 
 
 Thus wrote the State Geologist in 1852, after making a most tho- 
 rough examination of the Coal Fields. And as might have been 
 expected, money was invested in them; companies of men went to 
 •work and sunk shafts to test the truth of the report, and to get out 
 •ooal ready for transportation. Many proofs similar to the following 
 
Slight be given of their success, hut it being most to the point, Wfi 
 give it entire, from the Fayetteville Observer of the 14th of Feb'y 
 1856: 
 
 Important Discovery of Coal. — We have the great satisfaction of 
 stating, that on Friday last, the operations at Egypt, on Deep River, 
 so long and so industriously prosecuted under the superintendence of 
 Mr. McClane, the agent of the Company, resulted in reaching a seam 
 of exceedingly rich bituminous Coal, four and a half feet thick, of 
 beautiful quality. It was reached at a depth of a little over 400 
 feet. Below this seam is doubtless another and thicker; for at the 
 outcrop, a mile distant, there are two seams, the upper one, (cor- 
 responding with that now discovered at Egypt,) being about 2 feet 
 thick, whilst the under seam is upwards of 3 feet thick. 
 
 The importance of this discovery may be judged from the fact 
 that it is fully a mile, and across the river, from the out-crop at 
 Farmersville, conclusively establishing that the whole intervening 
 space, (and how much beyond Egypt is not yet ascertained,) is filled 
 with this rich deposite. This is the point to which Dr. Mitchell re- 
 ferred, whilst so earnestly arguing against the extent and the value 
 of these coal fields — admitting that if coal should be discovered at 
 Egypt he would surrender his doubts. Well, coal has- been discovered 
 at Egypt, and in quantity and quality to satisfy the most sanguine 
 anticipations of the proprietors, and of the friends of the good old 
 North State. 
 
 We have been kindly furnished with handsome specimens of this 
 coal, which may be seen at this office, and at the Rail Road office. 
 It burns brilliantly. A ton of it was thrown out from the shaft in 
 a few minutes. And forthwith Mr. McClane commenced its use in- 
 stead of pine wood on the steam engine by which the work has been 
 operated." Two bushels of it he found to be equal to a cord of pine. 
 
 This Company has all its buildings, machinery, &c, on an exten- 
 sive scale, ready to go to work; and we understand that in two 
 months from this time they could ship 300 tons a day, if there were 
 means of transportation provided. That is the object now to be ac- 
 complished. And to accomplish that object every nerve should be 
 strained. The Wilmington Journal says, "It will probably be some- 
 time in the summer, say May or June, before the conveyance of 
 freight on the improvements of the Cape Fear and Deep Rivers can 
 be calculated upon with any certainty." We cannot hope that the 
 Rail Road will be completed by May or June, but it is under way, 
 steadily and energetically, and it only needs that our citizens furnish 
 the means, promptly and fully, to ensure its completion. It is no 
 experiment, which a fresh may damage or destroy, but a work every 
 stroke upon which is durable, and which, persevered in faithfully,, 
 must result successfully within a reasonable time. Courage, then, 
 friends of our Rail Road! The prospect is brightenmg before you, 
 and every consideration bids you go on. 
 
 One of the lines of the Rail Road survey r.uiis within 200 feet of 
 the mouth of the shaft sunk by the Egypt Company, and exactly qu 
 
a grade with it. It also passes through the coal region for fifteen or 
 twenty miles, thus touching most of the valuable interests in that 
 region. These facts render it highly probable that that route will 
 be finally adopted, as it certainly will be, we think, if the owners of 
 the mines will come forward and give "material aid" to the rail road. 
 Otherwise the Company may be compelled, for want of funds, to 
 stop at the first point at which they can reach coal, viz: 35 miles 
 from this town, and 7 miles this side of Deep River. 
 
 The extent of the Coal Fields is developing itself gradually; and 
 it is more and more apparent that there is enough to employ for cen- 
 turies the river and all the rail roads that we are likely ever to have. 
 18 miles above Egypt, near Hancock's Mills, coal crops out upwards 
 of 6 feet thick, passing a mile through Mr. Foushee's plantation. 
 Below Egypt, it is found for an extent of 2 miles. In this direction 
 it is found 8 miles from Egypt; whilst towards Chapel Hill, within 
 7 or 8 miles of that place, shale, precisely similar to ihat of Egypt, 
 is found, affording unmistakeable evidence of the existence of coal 
 there. Here is a region of country 15 miles wide and at least 20 
 miles long, in which it is known to exist. This is equal to about 
 300 square miles of Coal lands, upon which, beyond all question, 
 there are hundreds of millions of tons of coal. Besides all which 
 there are indications of the existence of coal as far South as the Pee 
 Dee. Dr. Johnson, the celebrated Geologist, who was employed by 
 Government to examine all the coal fields in the United States, ex- 
 pressed the opinion, in his official Report, that all the plain lying 
 between the Deep and Pee Dee rivers, is underlaid with coal. 
 
 There is abundance of Anthracite coal in one part of the coal 
 region — a large seam of it outcropping. But it is too sulphurous to 
 burn well. We suppose, however, that this is only the case as to 
 the surface coal, and that as the seam shall be worked at a con- 
 siderable distance below the surface, it will present the usual valu- 
 able characteristics of that description of coal. 
 
 This Company have means now ready to take out daily about 400 
 tons of coal. 
 
 Being now satisfied of the quantity and quality of coal, we come 
 to the question, what quantity can our road transport per year and 
 at what price? what will it pay? , 
 
 The greatest number of trains of cars that can pass over a road 
 with safety is one train every three hours. This would give eight 
 trains per day of 24 hours; but this would require a large amount of 
 rolling stock, and the road would have to be managed with very 
 great caution. For the basis of our calculation as to the number of 
 tons of coal that could be carried over this road per day with ease, 
 we will take half the number. This is a safe basis and a certain 
 one. Four trains of coal cars ccn pass over this road per day, and 
 leave time for a passenger and way freight besides; or in other words, 
 taking 300 working days in the year, 1200 trains of cars can carry 
 each 100 tons of coal from the mines to Beaufort Harbor in a year, 
 and the road only be worked to half its capacity. Making the enor- 
 
29 
 
 mous amount of 1,200,000 tons of coal alone, of the best quality, 
 commanding the best price, found by experiment to be worth more 
 than any other coal so near the sea; put where vessels of all natious, 
 large and small, can get it safer and cheaper than at any other place 
 on the Atlantic coast except N. York. Think of that. 1,200,000 
 tons of coal annually going over this road, besides passengers and 
 other freights, which must go on it because the road goes through a 
 country producing corn, pork, lumber, naval stores, and many other 
 things in great abundance; besides the back freight, — for who can 
 doubt that the merchants and farmers of the interior will get a large 
 part of their supplies by this road? 
 
 The distance from Fayetteville to Beaufort Harbor is put down at 
 118 miles, and from Fayetteville to the Coal Mines is about 38 miles 
 more; making the entire distance by this route 150 miles. We take 
 it that though the road west of Fayetteville is building under ano- 
 ther charter, that a reciprocal arrangement will be made between 
 them for transportation, aud shall make our figures accordingly. The 
 town of Fayetteville is vitally interested in the Central Road as well 
 as the Western for her commercial prosperity, and we have no doubt 
 she will make herself so as a stockholder. 
 
 1,200,000 tons of coal, at 1 cent per . ton per mile 
 for 15G miles, 51,872,000 
 
 All other freights, 150,000 
 
 Passengers, 60,000 
 
 Mail, 124,800 
 
 Gross revenue per annum, §2,206,800 
 
 EXPENSES PER ANNUM: 
 
 Cost of transporting 1,200,000 tons of coal at 40 cts. 
 per hundred tons per mile, making §62 40 cost of round 
 trip of 156 miles per 100 tons of coal, §748,800 
 
 Wood and water stations, 9,600 
 
 Repairs of road, say 50,000 
 
 Cost of carrying all other freights, say 150,000 tons 
 at 40 cents per 100 tons per mile, average distance 125 
 miles, §50 per hundred tons, 75,000 
 
 Expenses of Shop — engines, cars, material, agents 
 and workmen, 50,000 
 
 Add 10 per cent, for contingencies, 93,340 
 
 Aggregate expenses, ordinary and extraordinary, §1,026,740 
 Leaving a net revenue of §1,180,060 
 
 Think of that, will you, you who have money and labor you wish 
 to invest for rich returns, besides doing your good old State a last- 
 ing good. A gross revenue of §2,206,800, and a net revenue of 
 §1,180,061, on a capital stock of §2,488,000, annually. 
 
 Are our figures too high or our statements not true, then we call 
 on all who doubt them to show the reverse and prove and correct 
 them. 
 
 The cost of the Atlantic Rail Road, terminating at the same point, 
 
on Beaufort Harbor,, fully equipped and made a first class road m 
 all respects, is a fraction over 116,000 per mile. The bridging on 
 this road is an extraordinary item in its construction. We believe 
 the Central, built a first class road, will not cost exceeding §14,000 
 per mile. 
 
 To make our figures certain, however, we will put it at $16,000 
 per mile, for 118 miles to Fayetteville, is $1,888,000; from Fayette- 
 ville to Goal Fields, 37 miles more, at about $600,000, makes $2,- 
 488,000 — the entire cost of the road. From which we have stated 
 that an annual net revenue will be derived of $1,180,060, equal to 
 a dividend of at least 25 per cent, per annum. We believe the 
 stock of this road will pay the best dividend of any road in the U. 
 States. And we believe there is nothing the people on this line of 
 road can so safely and so profitably, and with so much advantage to 
 themselves, invest their money and labor in, as this road. And let's 
 go to the proof of it. 
 
 In Hunt's Merchant's Magazine for July last are tables taken 
 from the Railway Times, prepared by one of the most experienced 
 managers in the country; and from these tables it appears that the 
 cost of running a full train of cars is 33 cents per mile, or about 
 $52 for 156 miles, the length of our road, which would make it cost 
 for transporting 1,200,000 tons of coal $624,000. We have put it 
 at 40 cents per mile in our table, and $62 40 for round trip, and 
 $744,480 as the amount of cost. Now if we admit that it does cost 
 more (which we do not) to run a train of cars in N. O. than it does 
 in Maryland, still we have provided in our estimate of cost for an 
 excess of $120,480 above what it cost on other roads. Are we then 
 not safe in our calculation on this point? 
 
 The Pennsylvania and Maryland Coal roads, built through moun- 
 tains and across ravines of great height and depth, at three times 
 the cost of the Central Road at least, and having necessarily heavy 
 grades, carry 100 tons of coal to each engine, at 1 cent per ton per 
 mile. Although the cars go back empty on the Reading Road, the 
 same paper says that the actual cost of the round trip of 200 miles 
 on the Reading Road is but 38 cents per ton, or that it cost the 
 Railroad Company only $38 for what they get $200 for doing. 
 
 Now mark the contrast. The Central Road will not cost exceed- 
 ing $16,000 per mile. The Reading Road, by the table of North- 
 ern Roads, cost $43,167 80. The Central Road will have a gradual 
 descent all the way from the mines to the sea. It can be built 
 nearly straight, and can be made not only one of the easiest for an 
 engine to draw a load over, but the safest at a great speed. If, then, 
 Northern coal roads carry coal at 1 cent per ton per mile, may we 
 not safely calculate to carry it at the same price? If they go 200 
 miles for $38, can we not go 156 for $62 40? If they carry a hun- 
 dred tons at a load, can we not do it too? And if trains of cars can 
 safely be run over a road every three hours, may we not go with one 
 train every six hours? Such are our figures. 
 
 As a general rule, when the income of a road is 100 per cent, 
 greater than its expenses, it is a paying road, it is also true that the 
 
31 
 
 expenses of a road are diminished in proportion to. its business, all 
 this is in favor of our figures. 
 
 Some of the Rail Roads in the State of Georgia the past year have- 
 paid 15 per cent, dividends, the largest dividends we remember to. 
 have seen declared by Roads *in any State in the country, there may 
 be others that have paid more, we have not seen it noticed. It shows, 
 that roads in the South without coal have paid a handsome income. 
 
 It is fair to put all other freights on this road besides coal at the 
 value of $100,000, no definite data can be fised because there is now 
 no parallel line of trade, the nearest approach to it is the freight list 
 of boat owners on the Cape Fear for the year 1854, which I believe- 
 was about §110,000 in amount, there was no down coal on freight 
 in this list. 
 
 We have fixed the number of passengers that will go over this 
 road per day at 20 each way, at $5 for the entire distance, which 
 makes §60,000 per annum; both this item and that of other freights. 
 are supposition, but it is not probable that they will fall below that 
 estimate, we may remark they will most probably exceed it, that as 
 this road progresses as it certainly will westwardly, till it connects 
 with some of the great lines now being built across the mountains 
 into Tennessee, it must be a great line of travel from east to west. 
 
 The item for carrying the mail like that of the coal, and the two- 
 most certain in our list, may be fixed on more substantial data than 
 supposition. The United States Government are now, we believe^, 
 paying §80 per mile for conveying the mail on the N. C. road, it is 
 certainly nothing but fair that this road for carrying the mail should 
 receive as much as other roads in the State and the country. The 
 156 miles at §80 per mile, makes up our items of regular business. 
 for the Road. And is it not enough to satisfy the friends of the- 
 road, that no better and safer investment can be made. We invite 
 the special attention of capitalists and persons who wish to take stock 
 in the Central R. R. to our facts and figures, and see if they do not 
 prove that at least it will be a paying road. 
 
 We now turn to the line of competition to this road, which it is 
 supposed will soon be ready for use, and remark, first, that like the 
 line of road, the river is improved by two companies, that part from 
 Fayetteville to Wilmington by the Cape Fear Navigation Company, 
 from Fayetteville to Hancock's Mills on Deep River by the Caps 
 Fear and Deep River Navigation Co. 
 
 From Wilmington to Fayetteville 120- miles, the Cape Fear is 
 kept navigable for about 10 months of the year on an average for 
 light draft steamers, and is good navigation in all respects, safe and 
 easy for boats to pass. Toils are collected on it by the company, 
 amounting we believe to about 20 per cent, on the freight bills. 
 
 From Fayetteville to Hancock's Mills the Cape Fear and D. N. 
 
 * Note. — Since writing this article we see it stated by the Rail Road Re- 
 cord, that the Stock of the Reading Road is held among the most valuable. 
 And by the sales of stocks and bonds in New York, that even the bonds of 
 this company are selling for more than Virginia State Bonds.. 
 
Co. have beeil working about 6 years to rffake slack water naviga-- 
 tion, and have expended on it about $600,000, it will probably cost 
 when finished about $700,000, and the distanee is about 100 miles 
 more, making the entire distance by this line from Wilmington 220 
 miles, the total amount expended on this 220 miles to improve the 
 line and keep it so, has not been ascertained, but we wish the reader 
 to keep in mind, that tolls are charged on one part and must be on 
 the other also when finished, or the work cannot be kept up, and 
 that in making a comparison of shipping by either line, it must be 
 taken in the account that the river is made passable with money, as? 
 well as the road is built with money. That we are not to assume that 
 & road is built to carry trade along the banks of a river 220 miles,, 
 saade navigable by the work of Nature the whole distance, and both 
 going to the same place. That water navigation under all circum- 
 stances is cheaper than rail road inland. 
 
 Nearly all the products of the mines, coal, copper, &c, and of the 
 forest, turpentine, lumber and tar, and flour, cotton and manufac- 
 tured goods, centered at Fayetteville and west of Fayetteville on this 
 Hine of road, will be shipped out of the State, to coastwise aad 
 foreign portsj very little of them will be used in N. C. 
 
 We have no estimate of what the river line can transport per 
 annum nor at what price. But grant that it can be kept navigable 
 nine-tenths of the year which we believe is the outside, it will re- 
 quire as long time to make a trip to Wilmington by boats, as it will 
 to make three trips to Beaufort by cars. 
 
 A lumber maker on the Cape Fear River, who has now to carry 
 his rafts through three locks, says that it costs him $1 50 per thou- 
 sand feet to raft lumber to Wilmington; he has not yet paid tolls. 
 Now if it is worth §>5 per M to freight lumber to New York from 
 Wilmington, and $3 50 from Beaufort, does it not follow that lum- 
 ber will be worth more at Beaufort than at Wilmington. Add the 
 tolls on the river then to the difference in its price at Beaufort, and 
 the cost of rafting it to Wilmington, and my firm belief is that it 
 will pay the producer of even lumber, more to ship by the road to 
 Beaufort. 
 
 The average price paid now for conveying timber on the Manches- 
 ter R. R. is we are informed, about 83 per M feet, distance we are 
 not informed. But it will compare favorably with the cost of raft- 
 ing it to Wilmington by the rivers going there. 
 
 The Wilmington and Welclon rail road carry cotton 161 miles for 
 80 cents per bale. And the boat owners on the Cape Fear, below 
 Fayetteville convey it 120 miles for 65 cents per bale, making a 
 difference of 5 J cents in favor of the road. If we had room to pub- 
 lish the tables of freight on the Cape Fear and on the Weldon road 
 without making our article too long we would do it entire. They 
 will show that we have not taken an isolated item, the whole list is 
 favorable to the road. 
 
 Who in any country now thinks of canals, as a means of inland 
 transportation, where rail roads can be built. And what is river 
 improvement by locks and dams but a canal, with more contin- 
 gencies. 
 
33 
 
 Then we assert that any article can be shipped from Fayetteville, 
 or from west of Fayetteville, through Beaufort to coastwise or foreign 
 ports, cheaper and more expeditiously, than by the river and by 
 Wilmington. We have to go by the road from the coal fields 161 
 miles to clear the main bar at Beaufort and be at sea, while by the 
 river, it is to Wilmington 220 miles, to sea across the main bar 40 
 more, making 260 miles. Grant then that water navigation is cheaper 
 than rail road, mile for mile, would it not require to be nearly twice 
 as cheap here to be even with the road — for it is about 100 miles 
 further to sea. 
 
 Then we assert, secondly, that by the Central Road inland, the 
 difference in the distance, in the insurance, in the pilotage and tow- 
 age, in the time, (a ton of coal can be delivered from the mines in 
 New York by the road before it can get to sea by the river,) and in 
 the ease and safety a vessel can enter and leave Beaufort Harbor, 
 will make the Beaufort route the cheapest, the safest, and most ex- 
 peditious; all the products we have enumerated or spoken of can go 
 out of the State, or tl at importations can be made through, for the 
 interior of N. 0. 
 
 COMPARATIVE WORK ON ROADS AND CANALS IN THE NORTH. 
 
 " Ccal on Rail Roads and Canals. — During the last year, 664,304 
 tons of coal were transported from the Cumberland coal region of 
 Maryland, of which 467,697 tons were by rail road, and 195,454 by 
 canal. 
 
 From the Pennsylvania coal region, the enormous quantity of 
 6,626,288 tons were sent to market during the year 1855. The 
 following statement will show the quantity for ten years past: — ■ 
 
 1846 2,343,990 
 
 1847 2,982,808 
 
 1848 3,089,238 
 
 1849 3,242,866 
 
 1850 3,332,641 
 
 1851 4,418,515 
 
 1852 4,999,471 
 
 1853 5,195,151 
 
 1854 5',847,308 
 
 1855 6,626,288 
 
 This is an encouraging statement to the friends of our rail road to 
 the Chatham Coal Fields. Five-sevenths of the Maryland coal has 
 gone to market over the Baltimore and Ohio rail road, a distance of 
 about 175 miles, though side by side is the competition of a noble 
 Canal, the most expensively constructed, for its length, of any Canal 
 in the country. 
 
 With this fact before them, is it not passing strange that the pro- 
 prietors of the Deep Biver coal fields continue to stand aloof from 
 the rail road, leaving the people of Fayetteville to struggle along with 
 a great work, the completion of which must so vastly increase the 
 value of the Deep Biver property? We cannot account for it. 
 
 To the actual stockholders in the Western rail road, this large rail 
 transportation in Maryland is highly encouraging. If the Baltimore 
 and Ohio rail road can, in addition to its other immense business, 
 transport nearly half a million of tons of coal, why may not our road 
 carry as much? And to do that, at say a dollar a ton, would furnish 
 o 
 
34 
 
 an annual gross revenue equal to half the cost of the whole road and 
 all its outfit. The expenses of rail roads are usually about half of 
 the gross receipts. We do not mean to encourage an idea that the 
 road will yield a net revenue of 25 psr cent, to the stockholders. 
 We do not believe it will. But we do believe, that, reasoning from 
 results elsewhere, we may calculate on a reasonably profitable busi- 
 ness to the stockholder, and an incalculably advantageous one to the 
 proprietors of the coal and to the town, — to say nothing of the State." 
 
 Average cost per mile of Rail Roads in the following States: 
 
 Maine, 
 
 New Hampshire, 
 
 Vermont, 
 
 Massachusetts, 
 
 Connecticut, 
 
 Rhode Island, 
 
 New York, 
 
 Pennsylvania, 
 
 New Jersey, 
 
 Indiana, 
 
 $33,608 89 
 
 30,978 30 
 
 43,167 80 
 
 45,760 07 
 
 39,536 08 
 
 52,289 60 
 
 43,505 43 
 
 43,140 42 
 
 31,670 50 
 
 20,822 60 
 
 Illinois, 
 
 Ohio, 
 
 Mississippi, 
 
 Tennessee, 
 
 Virginia, 
 
 South Carolina, 
 
 Georgia, 
 
 Alabama, 
 
 North Carolina, 
 
 $20,839 77 
 
 22,622 02 
 
 18,991 60 
 
 20,186 80 
 
 19,722 07 
 
 19,432 21 
 
 18,155 70 
 
 18,037 10 
 
 17,971 61 
 
 It will be seen by the above Table that the average cost of Rail 
 Roads in N. C. is less than in any other State; but it may be re- 
 marked that N. C. has not yet tunnelled her mountains nor rolled 
 down the valleys of the Ohio and Tennessee. My object in present- 
 ing the table is to show that our Central Road will cost less than the 
 average roads in N. C, and to show what other States have expend- 
 ed to attain ends and reach objects of less value and importance. 
 The State of Massachusetts has built 1205 miles of rail road at a 
 cost of $57,200,000, through sections of country that do not com- 
 pare with N. C. in even theproductions of her soil. With a popula- 
 tion of 1,000,000 inhabitants, Massachusetts, according to the cen- 
 sus returns, raised only about 1-I0th as much wheat, corn, oats, po- 
 tatoes, horses, cattle and hogs as N. C; she has no mines of coal, 
 copper, iron and gold; yet she has spent in building rail roads $7 to 
 every one spent by N. C. 
 
 With such facts before us shall we doubt the raising a sufficient 
 sum to secure our charter and to build our road? I will not. We 
 can build it: we must build it. I do not mean that we must go to 
 work on it all at the same time, but that we shall go to work on it 
 at the nearest connexion we can make to Beaufort Harbor by water, 
 so that it can be used as fast as it is built. That point is on the 
 west side of White Oak River in Onslow county. By that River 
 and Bogue Sound there is good Steam Boat navigation to Beaufort 
 Harbor. We will have the following advantages by beginning there: 
 
 First. We will save building 20 to 30 miles of road, or all between 
 that river and Beaufort Harbor, at first, and thus save about $200,- 
 000 till the road is built to Fayetteville. 
 
 All the road built west of White Oak River, being in a rich pro- 
 ductive country, will be used as fast as built, and can be made to 
 pay part of its expenses. 
 
35 
 
 Stockholders in Onslow county -will have better means of working 
 out their stock, and the advantage of a connection with Beaufort 
 Harbor to ship to, much sooner than if the road were commenced at 
 Beaufort Harbor. 
 
 Having water communication, we ought certainly to use it, and 
 apply all the capital stock to building the road till it gets to Fay- 
 etteville and the Coal Fields. 
 
 Whatever amount of stock may be secured, should be applied to 
 that part of the road that will soonest take trade to Carolina City. 
 While it will in that way make returns to the K. R. Co., it will on 
 the other hand increase the business, the population and the wealth 
 of that place. All that is added to Carolina City in that way may 
 be taken as so many available means for building the road. 
 
 One hundred thousand dollars secures the Charter. Let that be 
 done at any rate, and as much stock secured besides as can be got. 
 Let the road be begun as we have suggested, and as it goes on it will 
 find the means for being pushed by its friends behind and pulled by 
 those before, till it shall pass from the sea to the mountains. 
 
 We wish those who expect to subscribe to this road to remember, 
 that they will not be called upon for the whole amount of their stock 
 at one time, but in instalments; and that but little can be expended 
 on the road for a year at least — only a sufficient amount to survey 
 the road. And that labor and material are abundant, if money is 
 scarce. We believe that now is a better time to commence the work 
 than if the country was flooded with money; we will use more econ- 
 omy, go on with more caution, and in the end make the road cost 
 less, — while we hope matters will get better for money. 
 
 From the Washington (Z>. 0.) Star, April 5, 1856. 
 The demand for coin for shipment is moderate. This indicates a 
 turn in the specie tide. Peace in Europe is now certain. The treaty 
 is understood to have been signed on the 13th of March. The war 
 expenditures having ceased, the drain of coin from London and Paris 
 to the East will be discontinued. This will release large amounts of 
 capital, which will revert for investment to the United States, cre- 
 ating a new demand for American stocks, reducing the rate of ex- 
 change, and stopping the outward shipments of treasure. The sup- 
 ply of money, therefore, must soon become adequate to the wants of 
 business. 
 
 We leave to those as deeply interested as we are, to say and act 
 for themselves in the matter of stock to this road, remarking, that 
 individuals, towns, counties, and companies can subscribe to it. The 
 charter provides for raising $400,000 in bonds of the Company, but 
 the road must be considerably under way before the bonds could be 
 used to profit. 
 
 The county of Carteret subscribed to the Atlantic R. R. $50,000, 
 the City Co. $25,000, other parties in Carteret $75,000, — making 
 $150,000. We believe the Central R. R. will be worth to all the 
 above parties twice as much as the Atlantic. And may we not sug- 
 gest to thoBe parties the importance of transferring the stocks held 
 
36 
 
 by them in that road to the Central, if they do not prefer to make 
 subscriptions payable in cash. It is now certain that the Atlantic 
 will be finished before the Central can be got under way. By so 
 doing they will more speedily secure the operation of both roads. 
 The parties I have named can pay a subscription of $300,000 more 
 easily with the Central Boad, than they can pay $150,000 without 
 it, or with the Atlantic alone. 
 
 One great line of road is now nearly finished from Beaufort Har- 
 bor to the interior of N. C, and soon the people on that line will 
 have superior commercial facilities to all the rest of N. C. The 
 question is not with them to ship by old lines of communication, but 
 where they can ship the cheapest and realize the most on what they 
 ship. And those towns and sections that can, and do not provide 
 themselves with equal facilities, will be astonished in a few years at 
 the distance they will be left behind in the race for business. 
 
 It was argued against the Central Boad, by the friends of the N. 
 C. Boad, at the last session of the N. C. Legislature, that it would 
 not only give equal but superior facilities, and take business from 
 that road. If this is true, those who were its friends and stock- 
 holders being the judges, with what force ought it to apply to the 
 friends of the Central Boad. And with what grace could they ask 
 of us (the Central) to pay our quota of $4,000,000 to the N. C. and 
 Atlantic Boads, and then be told that the Central must be kept 
 down for fear it would take a little trade from the N. C. and Wil- 
 mington, and a great deal from Norfolk and Petersburg. 
 
 We do not wish to be understood as opposed to any thing that the 
 last N. C. Legislature did for works of improvement in N. C. We 
 are in favor of State aid to State works in N. C, because many 
 needful works cannot be done without State aid. We think the 
 connecting of Beaufort Harbor by Bail Boad with the interior, is 
 the best thing the State has done in a century, and we think State 
 aid to the Central Boad at the last session, so as to connect the Coal 
 Fields with Beaufort by Fayetteville, would have been the very best. 
 We are opposed to all such works as the great lumber bridge canal 
 by the State, going from Pamlico to Norfolk, Va. 
 
 We have been asked to wait, even by the friends of the Central 
 road and try again at the next session for State aid; but a majority 
 of the friends of the road have determined to act now. We think 
 wisely. 
 
 The State rarely takes the lead as stockholder in a rail road. 
 There is no instance of its having done so, except upon the condition 
 that individuals would take an interest first. But the State has not 
 failed to assist every work commenced by individuals, when asked 
 to do so and when State aid was needed. And the State, to her 
 honor be it said, has allowed no work to go down. If we are true 
 to ourselves then, the State will help us, if needed. Our chances for 
 State aid will be one hundred times better with our road commenced 
 than if we do nothing. Let us secure the Charter, organize the 
 company, and go to work, and then call upon Hercules, if needed, 
 for help; and we may with more reason expect him to come. Be- 
 
37 
 
 sides, we may expect the same opposition that has been against us 
 heretofore, and we are for building the road anyhow. 
 
 With the Atlantic road and the Central terminating at the best 
 shipping point on Beaufort Harbor, (Carolina City,) we shall soon 
 dissipate the disinterested fears of those who have said in derision, 
 "Where is your market, and your solid business men, and you citi- 
 zens of N. C. will you not prefer to come to a city built of bricks 
 and mortar to one on paper." Does not a subscription of $150,000 
 to the Atlantic R. R. point to something more than a city on paper. 
 Does not a line of R. R. 312 miles long, from Carolina City to the 
 interior of N. C, point to what city a great public is directed, and 
 determined to go? 
 
 When the Central R. R. is finished with the connections now 
 building west, and the Atlantic in connection with the N. C and 
 the Western extension at Salisbury, the North Carolina being al- 
 ready finished, and the Atlantic will probably be by Jan'y 1857. 
 The western extension is under way. No other roads in the State 
 can be devised to be of such great public utility, to accommodate so 
 large a part of the State, or to carry tuch an amount of produce to 
 Beaufort Harbor. Two-thirds of the State will be in convenient reach 
 of them. 
 
 Core, Albemarle and Pamlico Sounds with their tributaries, the 
 Chowan, the Roanoke, the Tar, the Neuse and Trent Rivers, and 
 many estuaries, form an aggregate water communication of many 
 hundreds of miles, all connected with Beaufort Harbor, and navi- 
 gable for good sized vessels. We can safely say then, that by rail 
 roads, by water, inland, and by sea, no other place in North Caro- 
 lina will have such commercial facilities as Carolina City. 
 
 To those who are opposed to State aid, and indeed to all aid to 
 make themselves and their country better, we commend the follow- 
 ing beautiful article from Macauley's History of England, and con- 
 clude that we can give no better answer to them. 
 
 Soon, however, the wars which sprang from the French Revolu- 
 tion, and which far exceeded in cost any that the world has ever 
 seen, tasked the powers of public credit to the utmost. When the 
 world was again at rest the funded debt of England amounted to 
 eight hundred millions. If the most enlightened man had been told,, 
 in 1792, that in 1815, the interest of eight hundred millions would 
 be duly paid to the day at the Bank, he would have been as hard of 
 belief as if he had been told that the government would be in pos- 
 session of the lamp of Aladdin or of the purse of Fortunatus. It 
 was in truth a gigantic, a fabulous debt; aDd we can hardly wonder 
 that the cry of despair should have been louder than ever. But 
 again that cry was found to have been as unreasonable as ever. 
 After a few years of exhaustion, England recovered herself. Yet, 
 like Addison's valetudinarian, who continued to whimper that he 
 was dying of consumption till he became so fat that he was shamed 
 into silence, she went on complaining that she was sunk in poverty 
 
 Microfilmed' 
 SOLINET/ASERL PROJECT 
 
38 
 
 till her wealth showed itself by tokens which made her complaints 
 ridiculous. 
 
 The beggared, the bankrupt society not only proved able to meet 
 all its obligations, but while meeting those obligations, grew richer 
 so fast that the growth could almost be discerned by the eye. In 
 every county, we saw wastes recently turned into gardens: in every city, 
 we saw new streets, and squares, and markets, more brilliant lamps, 
 more abundant supplies of water: in the suburbs of every great seat 
 of industry, we saw villas multiplying fast, each embosomed in its 
 gay little paradise of lilacs and roses. While shallow politicians 
 were repeating that the energies of the people were borne down by 
 the weight of the public burdens, the first journey was performed by 
 steam on a railway. Soon the island was mteresected by railways. 
 A sum exceeding the whole amount of the national debt at the end 
 of the American war was, in a few years, voluntarily expended by 
 this ruined people in viaducts, tunnels, embankments, bridges, 
 stations, engines. Meanwhile taxation was almost constantly be- 
 coming lighter and lighter: yet still the Exchequer was full. It may 
 be now affirmed without fear of contradiction that we find it as easy 
 to pay the interest of eight hundred millions as our ancestors found 
 it, a century ago, to pay the interest of eighty millions. 
 
 Those of the people and States of our Union, who have followed 
 England's example, have realized the truth of all that Macauley 
 says, by the construction of railways. And North Carolina and her 
 people by laying out money in the same way will grow richer, and 
 will be the better in all respects for such examples. 
 
 Build the Central K. R. and other roads also, until the people of 
 all sections of N. C. shall be in connection with Beaufort Harbor, 
 and let no section hereafter say, of necessity, that we belong either 
 to Virginia or South Carolina. Give all equal facilities for shipping, 
 at a N. C. port, and of exchanging their productions there. Our 
 ships can then go out in successful competition with any State or 
 Nation, for the treasures of the sea, and the isles thereof. Our 
 commerce, manufactures, agriculture, and arts, will flourish, and 
 prosperity will be echoed through North Carolina. 
 Your humble friend and servant, 
 
 ALPHA.