atjje Hibrarp 
 
 of t&e 
 
 Unibersitpof Jgortfj Carolina 
 
 ana 
 
 ^fjtlant!) topic Societies; 
 
Doc. No. 12.] 
 
 [Ses. 1854-'55. 
 
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 REPORT 
 
 •.* w 
 
 ATLANTIC I N. C, RAILROAD, 
 
 
 
 RALEIGH: 
 
 W. W. HOLDEN, PRINTER TO THE STATE, 
 
 1854. 
 
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 Raleigh, November 7th, 1854. 
 
 His Excellency David S. JReid: 
 
 Sir : I have the honor herewith to lay before you ray 
 report on the surveys of the Atlantic and North Carolina 
 Railroad. 
 
 I have the honor to be your 
 
 Excellency's most obedient servant, 
 
 WALTER GWYNN. 
 
 * 
 
 * 
 
REPORT. 
 
 5^ 
 
 Raleigh, Octobee 17, 1854. 
 His Excellency, David 8. Reidj 
 
 Sir : I have the honor to submit the following report 
 and estimates of the Atlantic and North Carolina Rail- 
 road-, together with a map and profile of the road. The 
 courses of Trent river to Trent bridge, Brice's creek, 
 Newport river, and the position of the lakes, are laid down 
 from maps and notes of surveys made by Mr. Jonathan 
 Price, kindly furnished by R. S. Donnell Esq., of Wash- 
 ington. 
 
 In the discharge of the important duty entrusted to me 
 of making the surveys of this railroad, I have acted in 
 conformity with your verbal instructions, to survey any 
 routes that those interested in particular localities at 
 Newbern and Beaufort harbor might desire, and in strict 
 compliance with the 38th section of the act of incorpora- 
 tion, which makes an appropriation of funds, and enacts 
 that it shall be applied in " making a survey of the most 
 practicable route for a railroad from the most eligible 
 point in the harbor of Beaufort by Newbern, Trenton 
 and Kinston, to the terminus of the North Carolina Bail- 
 road at or near Goldsborough." 
 
 In accordance with these requirements, the survey was 
 commenced in the town of Goldsborough at the terminus 
 of the North Carolina Railroad, thence it was conducted 
 through Kinston, to a point a mile and a half from Tren- 
 ton, with which place a connection will be formed by a 
 
branch track, and thence by Newbern to Gallant's point, 
 Beaufort and Shepherd's point on the harbor of Beaufort, 
 and to Lennoxville on Core sound. 
 
 I would here take occasion to say that had I not been 
 restrained by the charter, and confined to particular 
 points, I should have taken a more direct route between 
 Goldsborough and JSTewbern. 
 
 In passing Xewbern two lines were run ; first through 
 the suburbs of the town: secondly, through George 
 street ; both lines crossing Trent river at Newbern. 
 These lines are objectionable on account of the great 
 length of the bridges across Trent river, being at points 
 where they would be so much endangered by gales of 
 wind, that it would be necessary to make open or uncov- 
 ered bridges, thus exposing the timber to the action of 
 the weather, and requiring a renewal of the bridges 
 every six or seven years. With the view of avoiding 
 these objections, I would recommend for the route of the 
 railroad, a line skirting the bounds of Newbern, and 
 crossing the Trent river near Claremont bridge, the 
 position of which is established on the map before you ; 
 the cost of the road would remain about the same, while 
 the length would be increased about half a mile. That, 
 and a greater distance would be saved, however, on a 
 more direct route from Goldsborough to Newbern, as 
 heretofore indicated. 
 
 The length of the line as surveyed from Goldsborough 
 to Gallant's point is 99 miles ; to Beaufort 96.6 miles ; to 
 Lennoxville 100.36 miles ; to Shepperd's point 95.84 
 miles, and the cost of these respective lines are $1,687,899, 
 $1,743,690, $1,754,047 and $1,663,118. 
 
 Hence, it appears, taking Beaufort on the north side of 
 the harbor, and Shepperd's point on the south, as the 
 points of comparison, that the line to Shepperd's point is 
 3.76 miles shorter, and costs $80,572 less than the fine to 
 Beaufort. By carrying out the various computations and 
 
making the comparison, which can be readily done, the 
 length and cost of each line compared with that of the 
 others can he ascertained. 
 
 I have given the length of the lines, as surveyed, which 
 are only preliminary or experimental lines ; an actual lo- 
 cation will reduce the distance to Beaufort to about 98 
 miles and to Shephard's point 94£ miles. The curva- 
 tures on each will not exceed 3|- miles in length, de- 
 scribed on radii not less than 2865 feet. The maximum 
 grades are 36 feet going west, and 32 feet east. The 
 grades are made out in tabular form, herewith annexed, 
 exhibiting their character on all parts of the line. I have 
 estimated for a single track and for a superstructure with 
 a T rail weighing 60 pounds to the yard. The drains and 
 culverts to be tressel work, to be replaced by brick or 
 stone as soon as the track is sufficiently advanced to af- 
 ford transportation for ''the materials. The bridges will 
 be built on the most substantial plan of wooden structures, 
 resting on stone or brick abutments. The estimate also 
 embraces warehouses, water stations, overseers' houses, 
 workshops, 8 locomotives, 6 passenger cars, 3 baggage 
 cars, 60 box cars, and 60 platform cars. 
 
 Gallant's point, the town of Beaufort and Lenoxville are 
 all on the same side of the harbor. A road to Beaufort 
 would pass near G-allant's point, and could be extended if 
 required to Lennoxville, thus forming a continuous road, 
 the distance from Gallant's point to Beaufort and from 
 Beaufort to Lennoxville being links. But not so with re- 
 gard to Shepperd's point which, as before described, lies 
 on the south side of the harbor, and to reach it, I made 
 a divergence from the line to Beaufort, commencing 
 about 77 miles from Goldsborough, a little east of Slo- 
 cum's creek. The divergence was made at this point to 
 avoid a dense pocosin, not on account of any difficulty it 
 presented in the construction of the road, but to save the 
 time that would have been necessarily consumed in clear- 
 
ing an opening for the survey. From this point, the' 
 line, as surveyed, will be separate' and distinct, forming' 
 no part of that to Beaufort. A connection could he very 
 readily made between it and Carolina city, the site of a 
 town laid out on Bogue sound, through which, to the 
 main channel or harbor, Lieut. Maffit in his recent sur- 
 vey reports ten feet draft of water. On this route the 
 road might also be carried across Bogue sound to the 
 "Banks" adjoining port Macon, where there is a good 
 and secure margin bordering on deep water. 
 
 The point of divergency above mentioned may be* 
 moved forward much nearer Newport river, or in other 
 words, may be carried through the pocoshi and made to 
 fall on a curved line compassing the harbor and connect- 
 ing the extreme points on each side, and this plan will be 
 advisable if the views which I shall presently advance 
 should be adopted. A greater length of road will thereby 
 be made' common to the two routes, the one leading to 
 Beaufort, the other to Shepperd's point, and the aggre- 
 gate cost of the work reduced. I have drawn this line 
 On the map in blue ink ; an examination of it will show 
 that the road common to Beaufort and Shepperd's point 
 will be about 88-J- miles ; the distance to Beaufort 98-J 
 miles ; to Shepperd's point 95 miles, and the aggregate 
 distance to Beaufort and Shepperd's point 105 miles', the 
 cost of which will be about $1,850,000. 
 
 At Shepperd's point, the distance from the main chan- 
 nel is about 3,200 feet, — at the town of Beaufort 6,270 
 feet, and at Gallant's point 5,610 feet : the removal of 
 a bar at the head of Lewis' thoroughfare, would reduce 
 this distance to about 3,200 feet, the channel from the 
 inlet to Lennoxville, has become obstructed by the for- 
 mation of bars or " bulkheads," offering not more than 
 six or seven feet water at low tide. During the war of 
 1812, this was an important point for the rendezvous of 
 privateers. The well-known, daring and adventurous 
 
7- 
 
 Captain Barns resorted to Lennoxville as a place of 
 refuge as well as lookout, for which it is admirably 
 adapted. There is no point in the vicinity which affords 
 better protection, combined with as wide a range of ob- 
 servation and facility for getting under way, and giving 
 chase to passing vessels. 
 
 The harbor of Beaufort is regarded by nautical men 
 iis one of the most accessible on our coast. In the sailing 
 'directions laid down ^on a chart, made under the direc- 
 tion of A. D. Bache, Esq., superintendent of the survey 
 .of the coast of the United States in 1851, it is stated that 
 the harbor " affords shelter from all winds, and is easy 
 of access. It can be entered with the wind from any 
 point except 3BT. & W., carrying 17 feet over the bar at 
 mean low tide." 
 
 By the report of Lieut. Maffet, above referred to, 
 which will be found in the appendix, it will be seen that 
 the water has shoaled one foot in the last three years, 
 owing to the widening of the channel, caused by the 
 getties erected by the U. S. Government, for the protec- 
 tion of Fort Macon, which throws the current over against 
 point Shackleford. I was in hopes to have had it in my 
 power to lay before you the chart of Mr. Maffet's sur- 
 vey, but I am informed by the Secretary of the Navy, 
 (who takes a zealous interest in this enterprize,) that it 
 is not yet prepared, but he has kindly promised to send 
 me one when it is completed, which I will lay before 
 your Excellency as soon as recieved. 
 
 In confirmation of the recieved opinion as to the salu- 
 brity of the climate, which is. proverbial in the eastern 
 part of the State, I beg leave to append a table, for 
 which I am indebted to the politeness of the Surgeon 
 <xeneral, collated from the sick reports on file in tho 
 medical departments at Washington city. This table 
 exhibits the diseases prevalent at Fort Macon, during 
 its occupancy by the United States troops, and reports 
 
8 
 
 but two deaths. I also annex a communication on the 
 same subject, from Col. C. Q. Tompkins, late of the 
 army, whose general intelligence and habits of observa- 
 tion entitle his opinions to much weight and considera- 
 tion. 
 
 I have now to consider the most important provision 
 of the act making the appropriation for this survey. I 
 allude to that requiring it to be made "from the most 
 eligible point in the harbor of Beaufort." 
 
 In the requirement to select "the most eligible point 
 in the harbor " for the terminus of the road, I recognise 
 the intention of the Legislature to locate the road so as 
 to facilitate the carrying into effect the long cherished 
 object of the State, to build up a commercial city at Beau- 
 fort harbor. But I do not so readily comprehend what 
 may have been their views in regard to the " most eligi- 
 ble point." 
 
 Supposing, however, that I am not mistaken in the ob- 
 ject of the Legislature, and looking to the vastness of 
 the undertaking and the magnificence of the achieve- 
 ment, which is no less than turning the mighty stream of 
 commerce with its concomitants of wealth, refinement 
 and power into new and unaccustomed channels, an un- 
 dertaking every way worthy of the State, it would be 
 derogating from the grandieur of the conception to con- 
 fine our pursuit of " the most eligible point " to a search 
 for an isolated point in the harbor, where the deepest 
 water might be found approaching nearest the shore ; or 
 to adopt that point, when found, unless it combined other 
 and paramount considerations. 
 
 These being the controlling views of the subject, I 
 have been unable to fix my mind upon any particular 
 "point." One is as attractive to my eye as another; in 
 each I perceive an element indispensible to the fullness 
 of the grand and noble scheme before us. Anything 
 short of a railroad encircling the whole harbor, following 
 
all its indentations and communicating with every point, 
 strikes me as being irreconcilable with the object to be 
 attained, and not in harmony with the spirit and intent 
 of the law. 
 
 This enterprise, undertaken a few years ago, before 
 rival cities had acquired their growth, would not have 
 been fraught with the difficulties which now attend it. 
 Then, to insure success, it would have been sufficient to 
 keep pace with them ; now, it is necessary not only to 
 overtake them, but to outstrip them. The cities on the 
 Atlantic have been built up by the slow and gradual 
 accretions of time ; beginning with a fisherman's hut, 
 they have become great seats of commerce, and the abodes 
 of man. 
 
 The harbor of Beaufort undoubtedly possesses many 
 advantages, only a few of which have been adverted to 
 here ; but to make it the centre of a trade, now dispersed 
 to other places, a city must be built up in a day, every 
 thnig, Minerva like, must spring into existence in the full 
 perfection of matured vigor: whereas, warehouses, 
 storehouses, and all the paraphrenalia of trade will have 
 to be provided in as many months as in the old cities^ 
 years were employed on buildings. 
 
 To concentrate the capital, and to unite the energies of 
 the greatest number of those personally interested on 
 the terminus, it seems to me, is the proper policy to be 
 pursued. I therefore advise a terminus that will benefit 
 and embrace all points, promote harmony, and bring into 
 activity the whole accumulated wealth, combine the en- 
 ergies, and stimulate the enterprise of all interested in 
 the property bordering on the harbor ; and to this end, I 
 would recommend the immediate construction of the en- 
 tire work : that is, of a road to the town of Beaufort, an$ 
 also to Shepherd's point. Collateral branches from these 
 lines to places on the harbor which they do not touch, 
 
 Doc No. 6.J 12 
 
10 
 
 will, in effect, make the whole harbor the terminus, and 
 every point a terminal point. 
 
 But if it should not be thought advisable in the outset 
 to incur the expense of completing the circle, and thus 
 encompass the whole harbor, I would suggest, in con- 
 formity with the views I have expressed, that the arc 
 of the circle, or the branch from the main stem of the 
 road leading to the town of Beaufort, be first constructed. 
 I recommend this as the policy best calculated to accom- 
 plish the object in view, or in the language of the Act 
 of Assembly, as " the most eligible point on the harbor," 
 for the reason, that while at all other points, towns and 
 cities, exist only in prospective, there are centered at 
 Beaufort a population of 1,661, engaged chiefly in com- 
 mercial and maritime pursuits, who, being provided 
 with dwellings, and possessed of wharf property, would 
 direct the whole of their capital towards extending their 
 business accommodations, and placing them on a scale 
 commensurate with the increase of trade consequent on 
 the completion of the Railroad. 
 
 The fact of there being other localities on the harbor, 
 approximating the main channel more nearly, or that 
 the branch Railroad to Beaufort is longer and costs 
 more, is not, in my opinion, a sufficient argument in 
 fevor of constructing the road first to those localities, or 
 against making Beaufort the first depository of the Rail- 
 road. For at Beaufort, as I have before observed, the 
 outlay has already been made for dwellings, store-houses 
 and wharf fronts : the only additional outlay required, 
 would be for the fitting out to the channel. This would 
 be an inconsiderable enterprise, and a small undertaking 
 for riparian owners, possessed of dwellings, store-houses 
 and town lots, compared to those which would be requir- 
 ed to induce one to break up his domicil, and encounter, 
 in the outset, some of the hardships and inconveniences 
 
11 
 
 of the emigrant, and the expenditures for a dwelling for 
 his family, and the necessary buildings and wharfing for 
 the transaction of business. 
 
 That the prospect of success at all the points on the 
 harbor would justify the lemoval of business men from 
 other places, and those expenditures in the commence- 
 ment, I do not doubt. But time, in the case before us, is 
 the great and essential element of success. This would 
 be gained by selecting Beaufort for the first terminus, 
 where the work is already more than half done. There 
 the beginning would be prosperous, a successful and en* 
 couraging development would be at once made, inciting 
 the rivalry of other places on the harbor now considered 
 more eligible by those interested. They, too, would 
 build, their success would animate others — until pros- 
 perity, the beacon of enterprise, would finally light up ' 
 every point. The harbor would be crowded with ship- 
 ping, a great city would spring up, an honor to the State 
 and a testimonial of her wisdom and foresight. 
 
 In regard to the probable revenue of the road, I have 
 no data upon which I could venture an opinion. The 
 belief I entertain and have very partially expressed in 
 the growth of a large commercial city at Beaufort har- 
 bor, is based upon the supposition of an extensive system 
 of internal improvement, of which the railroad under 
 consideration forms a prominent part, and would be ma- 
 terially aifected by its failure. I have no doubt, how- 
 ever, of its ability to sustain itself in connection with ex- 
 isting works. 
 
 I ventured the opinion, in a report made some years 
 since, that a copious source of income is the necessary 
 consequence of the operations of a railroad ; so far, this 
 anticipatian has been everywhere realized, and will, I 
 think, be so in this instance. 
 
 In conclusion, I take occasion to acknowledge the val- 
 
12 
 
 uable services of Mr. W. A. Kuper, who conducted the 
 purveys under my directions, and discharged his duties 
 with intelligence, industry and fidelity. 
 I have the honor to be, 
 
 Your Excellency's very ob't serv't, 
 
 WALTEK GWYNN, 
 
 Civil Engineer. • 
 
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Photomount 
 
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