Library 
 
 OF THE 
 
 University of NortK Carolina 
 
 This book was presented by 
 
 dp 385- 1 - AS&a, 
 
Doc, No. 33.] 
 
 [Ses. 1856-'T. 
 
 Ordered to oe Printed. 
 
 Holden & Wilson, Printers to the State. 
 
 ATLANTIC AND NORTH- CAROLINA RAILROAD. 
 
 Office Atlantic and N, C. Railroad Company, 
 Newbern, December 13, 1856. 
 
 Sir : We have the honor to send you the accompanying 
 commmunication to the Assembly of North Carolina, which 
 please lay before the House of Commons. 
 
 Zour obedient servants, 
 
 COUNCIL WOOTEN, 
 LEWIS C. DESMOND, 
 OEO. S. STEVENSON, 
 ERWIN H. THOMPSON, 
 JOHN D. WHITFORD, 
 
 Committee. 
 Hon. J. G.. Shepherd, Speaker H. C* 
 
 COMMUNICATION. 
 
 To the honorable the General Assembly 
 
 of the State of North Carolina: 
 
 Among the various railroad schemes which have been agi- 
 tated in North Carolina for the past twenty years, none per- 
 haps is of greater importance and would embrace within i;s 
 
2 Document No. 33. [Session 
 
 scope of operations the interest of more of lier citizens than 
 the eastern extension of the North Carolina railroad to the 
 Atlantic ocean. Of the vast commercial Benefits it would 
 ultimately confer upon the State, it is hardly necessary to 
 speak. Heretofore it has been looked upon by many as a 
 matter of some doubt. Now you have the fact before you, 
 that ships of heavy tonnage, capable of carrying five thou- 
 sand barrels of flour, have passed in and out of the noble and 
 capacious harbor of Beaufort with perfect safety. Vessels, 
 it has been proved, of much larger capacity could trade with 
 that port with equal facility. Then, who can doubt that the 
 day is not distant, when the rich products of the west will 
 cause the canvass of every nation to whiten that beautiful 
 bay ? The business of the North-Carolina Eailroad has al- 
 ready surpassed the anticipations of its most sanguine friends ; 
 and the activity and zeal displayed in the building of the 
 western extension-, admonishes the east to hasten their work 
 to completion. To provide for a portion of the freight busi- 
 ness of those two roads, in addition to a large local business, 
 would require the construction of a road, on a scale at least 
 equal, in proportion to its length, to that of the North-Caroli- 
 na Road. For this reason the undersigned have been appoint- 
 ed by the Atlantic and North Carolina Eailroad Company to 
 present this matter to your honorable body, and to solicit 
 such assistance as will enable them to effect the object de- 
 sired. In the performance of this duty, they must be per- 
 mitted to say that, after your noble liberality to their section 
 of the State, it is with unaffected diffidence that they again 
 invoke your aid. But the magnitude of this work encourages 
 them to believe, that you will assist in its completion, and 
 heartily co-operate in building up a great sea-port town with- 
 in our own borders. 
 
 The Atlantic and North-Carolina Eailroad was chartered in 
 1853, — capital stock $900,000. The preliminary survey was 
 made in 1S5±, under the charge of Col. Walter Gwynn, and 
 the company was organized on the 21st day of July, of the 
 same year. At the session of the Legislature for IM.'vl-'nK, 
 the charter was amended, and the capital increased to $1,000,- 
 
1S56-7.] Document No. 33. 3 
 
 000, the State agreeing to become a stockholder for two-thirds 
 of the same, provided certain conditions in the charter were 
 complied with. This having been done, on the 12th day of 
 September, 1855, a subscription of $1,006,000 was made by 
 the board of internal improvements in behalf of the State. 
 The affairs ot the company are now conducted by a board of 
 twelve directors — four of whom are elected by the private 
 stockholders, and eight appointed by the board of internal im- 
 provement. 
 
 After the location, and as soon as the estimates and plans 
 could be prepared, the board of directors entered into con- 
 tracts, at different times, for the building of the road in di- 
 visions, with John C. Washington, of Lenoir county, Edward 
 11. Stanly, II. G. Cutler and Council B. Wood, of Craven 
 county, Stone & McDowell, Wilmington, 1ST. C, William 
 Murdoch, of Salisbury and John M. Morehead, of Greens- 
 boro'. They are all, as many of you are aware, able and en- 
 ergetic contractors, and their high standing as gentlemen is a 
 sure guarantee of the faithful performance of the work. It 
 was the intention and wish of the directors to distribute the 
 contracts for the construction of the road to the citizens along 
 the line ; therefore advertisements were made for proposals 
 for the work in sections of one mile, or more. But on an ex_ 
 animation of the bids, it was found impracticable to accom. 
 plish the ohj :.'ct. However, in accordance with the wishes of 
 the directors, the large contractors have cheerfully sub-let to 
 them, at the chief engineer's estimates, such parts of their 
 works as 'diey desired. The contractors are to furnish the 
 iron and oilier materials, and build ihe road, with all the 
 bridges and one turn-out. at each station, from eighteen feet 
 water on B.-aufort haibor to the terminus of the North-Caro- 
 lina Railroad, at Goldtboro', (with the exception of the line 
 through Nuwbern) for $1,532,000. 
 
 The wood and water stations, passenger and freight build- 
 ings, machine shops, engine houses and wharves, are not in- 
 cluded in these contracts, but are to be taken by the con- 
 tractor at the chief engineer's estimates, subject to the ap- 
 proval <j^ the board of directors. The road id to be a tirat 
 
4 Document No. 33. [Session 
 
 class T railroad of sixty pounds rail to the yard, with chairs 
 and heavy pine or oak ties 8 feet long, and facing 8 inches. 
 The road is to be made, in all respects, subject to the accept- 
 ance of the chief engineer of the company, and the whole to 
 be completed in January, 1858. In consequence of the high 
 price of iron, labor and material, and the unexpected difficul- 
 ty encountered in procuring earth for the embankments in 
 the swamps and pocosins, through which the line runs, we 
 apprehend the contractors will have but a small margin for 
 profit. But it is due to them to say, that they have met the 
 highest expectations of the company, by progressing steadily 
 with the work, since ground was first broken on the 16th day 
 of March, 1855, and by using the greatest exertions to com- 
 plete it in the proper time. 
 
 Three-fourths of the entire line is now graded. Ties suffi- 
 cient for one-half of the road, and four thousand tons of rails, 
 have been delivered on the property of the company. Four 
 thousand tons more have been contracted for, and will be 
 shipped from England in a few months. A large force is em- 
 ployed at track-laying, and the track has been completed six- 
 teen miles west of ISTewbern, on which a second class car will 
 be run, with the construction train, about the 1st day of Jan- 
 uary next, in connection with the Goldsboro' line of stages. 
 Two locomotives and eighteen freight and gravel cars have 
 been purchased and received. Several hundred thousands of 
 brick have been laid in abutments, piers and buildings. Many 
 workmen are actively engaged on the principal bridges, and 
 the entire work, from Beaufort harbor to Goldsboro', is in a 
 state of rapid progression. A brief history only is here given 
 of the progress of the work. If desired, a more detailed ac- 
 count can be found in the proceedings of the meeting of the 
 stockholders of this company already laid before you. The 
 work would have been farther advanced but for the extraor- 
 dinary pressure in the country, the high price of labor and 
 every article necessary for its construction. 
 
 In reference to the cost of the road, if it is built, as the 
 ^North-Carolina railroad is, permanently, and of the best ma- 
 terials, that it may be operated as cheaply and with as much 
 
1856-7.] Document No. 33. 5 
 
 safety, it would cost about the same that work did, $20,000 
 per mile. To adopt a cheaper plan would, in the opinion of 
 the company, be against the best interests of the stockholders 
 and the State. It is proper here to remark that notwithstanding 
 the cuts and fills on this road are much lighter than those on 
 the North-Carolina road, the increased number of bridges, in 
 proportion to its length, and the dense swamps and pocosins 
 through which it runs that have to be emptied by expensive 
 lateral drains, about equalize their cost. Col. Gwynn's esti- 
 mate for the road was $1,663,118, and he adds, in his report, 
 " I am of the opinion that the road could be built for less than 
 my estimate." Col. Gwynn did not embrace, in this amount, 
 the wharves and the filling in at White Rock, a costly work 
 on Beaufort harbor, required to reach deep water, which is 
 included in Gov. Morehead's contract. He also says that 
 " the drains and culverts were to be trestle work," and "that, 
 in affixing a price for excavation and embankment, he assum- 
 ed the value of labor at what it was then." This company- 
 has sufficient experience now in public works to know that 
 but little reliance can be placed in estimates. It would cer- 
 tainly be a new, as well as gratifying feature, in the history of 
 the improvements of this State, to have them completed be- 
 low their estimated cost. And while the company fully ap- 
 preciates the eminent services of Col. Gwynn, and have great 
 confidence in his skill and ability, and esteem him as one of 
 the first engineers in the countiy, yet, all experience has 
 taught them to believe it is not possible for any man to reach 
 into the future and calculate with accuracy the cost of such a 
 scheme. The price of iron alone has varied over two hundred 
 thousand dollars on the quantity required for the work since 
 its commencement. 
 
 The cost of the road, however, must necessarily prove great- 
 er in amount than that anticipated by Col. Gwynn. The rise 
 in labor, provisions and iron would make no inconsiderable 
 difference. But since his report the location of the line and 
 the character of the work have been materially changed. 
 Embankments have been substituted for the cheaper and less 
 permanent trestle work, which was adopted in the original 
 
6 Document No. 33. [Session 
 
 plan ; arched culverts of brick and gtono have taken the place 
 of the small wooden bridges; grades have been reduced from 
 36 to 26 feet, and the road, both in accordance with the re- 
 commendation of Col. Gwynn and our own engineer, lias been 
 straightened to nearly an air line. These great and durable 
 improvements will fully account for any excess which may be 
 found in the cost of the road. 
 
 If we look, for a moment, at these necessary alterations in 
 
 the original plan of construction, the increased expenditures 
 
 to which glhision Irs leen mrde, sink inio ir.pignif ernci?, 
 
 A perfect railroad," it has been said, "would be an air line 
 from point to point, on a level. Such a road would traverse 
 no distance beyond what would be necessary, and being free 
 alike from grades and curves, would obtain the maximum ef- 
 fect from the power employed." Of this road eighty-eight 
 miles is a straight line, the balance (eight,) is so slightly curv- 
 ed that it will not be perceptible in its operations. By com- 
 paring the ruling gradienfof 26 feet per mile, with 36 feet 
 per mile, reported upon as the ruling gradient upon the sur- 
 vey of 1853, by Col. Gwynn, for the eastern extension, it will 
 be seen, states our chief engineer, " that this important fea- 
 ture of the road, upon which the cost of freight and travel so 
 much depends, has been materially improved, and the effi- 
 ciency of the road greatly enhanced " 
 
 To understand this, it is only necessary to state that an en- 
 gine of 18 tons, with a load of 200 tons, would have to exert 
 a force to propel that load up a plane of 26 feet to the mile, 
 that it would have to exert to draw upon a level 501 tons ; 
 whereas, to propel same load up a plane of 36 feet to the mile, 
 it would have to exert a force that would draw upon a level 
 614 tons, or an additional force of 113 tons. In general terms, 
 20 feet of elevation to the mile reduces the power of the en- 
 gine one-half. 
 
 From this it will appear, that with lighter engines, than are 
 used generally upon railroads, we can perform the same, or 
 even more labor, at a great saving of wear and tear of ma- 
 chinery and road. "With this knowledge before them, and 
 with a proper sense of that responsibility which every build- 
 
1856-'?.] Document No. 33. 7 
 
 er, as well as operator of railroads should feel for the safety 
 of their fellow beings, and the property of those who have 
 entrusted it to their care, should they have done less than en- 
 deavor to approach perfection? Was it not their duty, for* 
 such a reasonable sum, to provide at once against, not only 
 the possibility, but probability of the destruction of human 
 life, and that insidious moth-wear and tear of machinery and 
 reads, that eats up the earnings of these great works? Was 
 it not their duty to guard against accidents, and prevent the 
 expenditure of large sums hereafter under great disadvan- 
 tage ? They believed it was ; consequently, if they get the 
 means, you will have a road of direct alignment, easy grades, 
 ample buildings, convenient wharves, and one in every par- 
 ticular, a first class work. 
 
 If experienced engineers have been deceived in their cal- 
 culations to the amount of thousands and hundreds of thou- 
 sands of dollars, in relation to the cost of the different im- 
 provements in the State, is it not then reasonable to suppose 
 that those of less experience would fall into the same error? 
 Two years ago, when this matter was before the Legislature, 
 the company was of the opinion that the road could be built 
 for an amount considerably below that which they have now 
 ascertained it will cost. They have already stated to j r ou the 
 cause. In its construction and cost, the road will compare 
 favorably with the North-Carolina Railroad — a work that has 
 been managed with consummate skill and ability, from its 
 commencement up to the present moment. In its manage- 
 ment, they have had due regard to what they sincerely con- 
 ceived to be the real interest of the stockholders and State, 
 and have encouraged that enlightened economy which must 
 redound to their prosperity, and welfare. Others, doubtless, 
 could have conducted the affairs of the company with more 
 ability — none could with more zeal and solicitude for success. 
 A sum not exceeding $400,000 will complete and equip the 
 road. 
 
 This statement is not based upon estimates ; is not the re- 
 sult of mere speculation ; but the amount of work performed 
 and the materials delivered, warrant the assertion. 
 
8 Document No. 30. [Session 
 
 The charter of the company provides for an increase of the 
 capital stock to a sum sufficient to complete the road, by 
 opening books for new stock, or by borrowing money on the 
 credit of the company, and on the mortgage of its charter 
 and works. But it is impracticable by this mode to raise the 
 required amount. The counties directly interested in the 
 road, and through which it passes, have already embarked 
 largely in this work. Craven has subscribed for $300,000 in 
 the stock of the company, $150,000 in her corporate capacity, 
 and the same amount by individuals. Lenoir has $100,000, 
 which is equally divided between the county and her citizens ; 
 and Carteret has $50,000. The balance of the $533,000 is 
 made up by individuals and companies in different sections 
 of the State. In addition to these praiseworthy and heavy 
 subscriptions, the assessed value of real estate has risen in 
 two of these counties, Craven and Lenoir, about $1,000,000, 
 which, of course, considerably increases their State and other 
 taxes. They have met the calls made upon their subscrip- 
 tions with promptness, and are now liquidating the debt cre- 
 ated by such demands. But they have not the ability to go 
 further, and it must be evident to you that it would be useless 
 to re-open the books with the expectation of aid from that 
 source. 
 
 The company has, then, no other alternative, but to appeal 
 to you for assistance, similar to that which you have hereto- 
 fore so generously extended to the North-Carolina Road. 
 And, if you feel inclined to give them aid, they would re- 
 spectfully suggest that, instead of endorsed bonds, which are 
 not available, and to guard against the probability of loss to 
 the State, provision be made, authorizing the board of inter- 
 nal improvements to make subscription, from time to time, 
 as the necessities of the company should, in their opinion, re- 
 quire, not exceeding in the aggregate $400,000, and the trea- 
 surer be authorized to pay the same in coupon bonds of the 
 State at their par value. The said subscription not to be 
 made until the board of internal improvements is satisfacto- 
 rily assured that the present capital stock of the company has 
 been judiciously expended on the work, and that the further 
 
1856-7.] ' Document No. 33. 9 
 
 sum of $400,000 would complete and equip the road. With. 
 such a provision, and with an Executive, whose watchful eye 
 is ever turned towards the interest of North-Carolina and the 
 welfare of her people, and with a finance officer, whose rigid 
 grasp on the treasury knows no relaxation, save by a strict 
 compliance with your acts, and with a railroad completed and 
 equipped, with construction account closed, there surely could 
 be no doubt of the payment of the interest, $24,000, annually. 
 This great work is now upon the eve of its fulfilment ; a work 
 consecrated to the wisdom of a Caldwell and the virtues of a 
 Gaston — a work that must, as they foresaw, bind the east and 
 west in perpetual brotherhood — a work that must make them 
 know and feel that " they are indeed one people " — a work 
 that must secure to North-Carolina her commercial indepen- 
 dence. Such is the character of the work for which they ask 
 your aid. And when it is remembered that it constitutes one 
 great leading line, of unbroken uniformity of guage from the 
 seaboard to the mountains, its ultimate importance to the 
 North-Carolina and "Western Railroads and the citizens of the 
 entire State, they then feel as if they had some claim as North 
 Carolinians to call upon you for the means for its prompt and 
 effective completion. 
 
 Yery respectfully submitted. 
 
 COUNCIL WOOTEN, 
 LEWIS C. DESMOND, 
 GEORGE S. STEVENSON, 
 ERWIN A. THOMPSON, 
 JOHN D. WHITFORD, 
 
 Committee. 
 
UNIVERSITY OF N.C. AT CHAPEL HILL 
 
 00042071934 
 
 FOR USE ONLY IN 
 THE NORTH CAROLINA COLLECTION