Library of the 
 University of North Carolina 
 
 Endowed by the Dialectic a nd Philan- 
 thropic Societies. 
 
 ^f 3*y. i . WH^ 
 
EXTRACTS 
 
 FROM THE 
 
 REPORT OF 
 
 WALTER G,WYM, ESQ,., 
 
 To the President and Directors of the Wilmington and Raleigh 
 Rail Road Company : 
 
 flENTiEMES:™ 
 
 t have the honor to submit to you the results of the re- 
 
 connoissances and surveys, necessary lor a selection of the route 
 
 of the contemplated Rail Road between Wilmington and Halifax. 
 
 A careful examination of the country led to the adoption of the 
 
 following lines for survey : 
 
 WESTERN SCUTS. 
 
 This route commences at the "Dry Pond," in the South East 
 suburbs of Wilmington, thence running nearly due North to the 
 head of Market street, it takes an Easternly direction to a favora- 
 ble site for crossing Smith's Creek at " Love Grove." After 
 crossing Smith's creek, the route passes over a level plain, only 
 broken by Prince Ceorge's creek, which it crosses between M.r. 
 Burgwin's dwelling and mill-house, to the North-East branch of 
 the Cape Fear, river, near-the old bridge. The graduation ou 
 ^his portion of the route, consists of slight excavations and em- 
 bankments in clean sand, and will be extremely easy of execution. 
 From the Cape Fear, it maybe run straight, forty-seven miles to 
 Hackleberry pocosin, at the head of Bear swamp. Within this 
 distance, the route will cross Rockfish and Stewart creeks. With 
 the exception of the bridges and embankments across the streams, 
 the surface of the ground is so very level, that the chief work in 
 the road-way formation, will consist of slight cuts no where great- 
 er than ten feet in depth, and embankments from two to three feet 
 in height. The route traverses the ridge dividing the waters of 
 Long Creek from those of the North-East, " and passes abouttwo 
 miles and a half to the West of South Washington ; and about 
 seven miles to the West of Kenansville. From the head of Bear 
 swamp, the country continues unbroken, until the route reaches 
 Goshen; which is one of the head branches of the North-East. 
 Here, the first undulation in the plane of the road worthy of no- 
 tice, occurs a descent, and immediately an ascent of 30 feet to the 
 
2 
 
 mile is unavoidable, and some comparatively deep cutting, and 
 heavy embankments are encountered. Immediately on ascending 
 from the valley of Goshen, the route reaches a dry. level, open 
 woods, through which it passes to Brook's branch. The formation 
 of the Rail Road on this portion of the route will consist, chiefly, 
 in cutting down the large trees which overspread the track, and 
 hewing and preparing them for the reception of the iron rails. 
 After making a slight undulation in crossing Brooks' branch, 
 which is a very inconsiderable stream, it arrives at the same level, 
 on which it'eontinues to the head of Yellow Marsh; nlong the 
 margin of which, it descends to the valley of the Neuse River,— 
 encountering in its descent, some heaving cuttings which consist, 
 however, entirely of sand, It crosses the Neuse at a very favora- 
 ble place just below the bridge on the stage road from Halifax 
 toFayetteville; thence passing near Waynesborough, the country 
 wearing the same level aspect, with the exception of the breaks 
 occasioned by the Nauhunta, Acock, and Black creeks, the sur- 
 face being almost perfectly smooth. It n aches Contentnea 
 Creek about half way between Woodward's and Rountree s 
 bridcres After crossing the Contentnea, until the route reaches 
 Enfield, the country may be characterized as bold, compared 
 with the uniform level aspect heretofore presented. 
 
 The soil also undergoes some change. From sano, to a sub- 
 stratum of clay, mixed with sand, which will be encountered in 
 some of the excavations. On this portion of the route Tossnot, 
 Town, and Cokey Swamp, the Tar river, and Swift and Fishing 
 creeks are crossed. These occasion a multiplicity of low sum- 
 mits, and an undulatory profile. The grades are however, gen- 
 tle, and the cuttings and fillings no where exceed fifteen feet. Af- 
 ter leaving Enfield, the route gradually descends to a favorable 
 site for crossing Beach swamp, just below the mouth of Bear 
 swamp; along the border of which, with very little vanat.on 
 from a level grade, and no other expense in the formation of the 
 road-wav, than the raising of a bank two or three feet in height, 
 the route runs until it reaches auankey creek Here occurs the 
 highest embankment on the line of the road. It is, however, 
 very short. From Quankey, which is only a mile from the 
 termination of the road, the route ascends very gradual y until 
 il unites with the Halifax and Weldon Rail Road, abou i half a 
 mile from Halifax, and seven miles from Weldon. At Weldon, 
 the Portsmouth and Roanoke Rail Road crosses the Roanoke 
 ri-er bv a bridge— it also crosses the Petersburg Rail Road about 
 two and a halt miles from Weldon, where the two roads can be 
 easily united ; and thus a connexion of your road may be formed 
 with the Petersburg Rail Road, or by the Steam Boats which 
 now daily ply between Weldon and Blakely They may be 
 connected". In any event, I can see ^ difficuky in the 
 way of both passengers and goods, dest.ned for Petersburg, 
 
3 
 
 passing from your road to the Petersburg Rail Road, with as lit- 
 tle delay and inconvenience, as to the Portsmouth Rail Road. 
 
 A description of the line which was run on the West side of 
 Long creek to Bear Swamp, and which will be brought into 
 comparison with that portion of the Western route trom Wil- 
 mington to the same point, will appropriately precede the esti- 
 mates to the '" Western route," and will come in here. This line 
 commences at the Timber pens. & runs upwards along the margin 
 of the river about a mile ; thence it crosses over and passes along 
 the dividing ground between the Cape Fear and its North-East 
 branch, to nearly the head of Long Creek. The road-bed in 
 this distance will be formed of alternate excavations and embank- 
 ments, consisting entirely of sand. Thence the line will pass on 
 the dividing ground between Long Creek and Moore's Creek; 
 and between Moore's and Rockfish Creeks; and throughout to 
 the head of Bear Swamp, the ground is extremely favourable. 
 Stewart and Turkey Creek are the only streams that are crossed. 
 Summary of the Excavation, Embankments and Superstructure : 
 69 miles, 1191 feet, at $433,815 97 
 
 From this, there should be deducted the cost of six miles of 
 superstructure, at $ 3,800 per mile, this being the reduction which 
 will occur in the actual location; which leaves $411,015 97, the 
 cost of this line. This, compared with the first three items in the 
 following estimate of the Western route, and the result in favour 
 of the route on the East side of Long creek to Bear Swamp, will 
 be in the first cost, $49,593 09; and in distance upon the proba- 
 ble line of location, 4950 feet. A comparison of the grades and 
 curvatures, results in favor of the line on the East side of Long 
 Creek. I have, therefore, based my estimates for the Western 
 route on this line, supposing that the same reasons which have 
 influenced me in the selection, may also operate with the Board 
 in according it the preference. I have now to proceed with the 
 estimates of the 
 
 WESTEHH ROUTE. 
 
 Summary of the cost of Excavations, Embankments, Superstruc- 
 ture, Locomotive Engines, Coaches, Cars, Water-Stations, 
 Wharves, Shops, Contingencies, and Steamboats: 
 1G1 miles, 3189 feet of Rail Road; and 150 miles of Steam 
 Boat Communication, $1,500,000. 
 Careful and minute enquiries, with the view of ascertaining 
 the practicability of a route through Rockymount, and also 
 through Kenansville, by Rockford, resulted in the conviction of 
 their being less eligible than either of the routes selected. It 
 now remains to describe the character of the 
 
 EASTERN ROUTE. 
 
 This route pursues the trace of the Western route to station No. 
 
4 
 
 176; thence it takes a more easterly direction, and traverses the 
 ridge dividing- the waters of the North-east branch of Cape Fear 
 River from those of the New and Neuse Rivers, until it reaches 
 the Neuse at Rockford. On this portion of the route, we cross 
 Smith's and Prince George's creeks, and severa\ small streams, 
 which make into the North East. The general aspect of the 
 country is extrernety level and favourable to the contemplated 
 work. From Rockford to Edwards' bridge, where the route 
 crossses the Contentnea, there are no difficulties or streams to 
 cross worthy of notice. From Contentnea the route ascends gra- 
 dually to a level, which is maintained for several miles; when 
 it descends to effect a favourable crossing of Town creek; thence 
 several undulations are necessary in crossing small streams, 
 until the route reaches Tarboro'. Thence a level grade may- 
 be had entirely across Tar river. A favorourable site for cross- 
 ing which, is found about a mile a hah North of Tarborough. 
 Thence the route alternately ascends and descends to lessen the 
 excavations and embankments in passing Deep creek, Conneca- 
 nary creek, and the ridges between them, until it enters the West- 
 ern route five mile? from Halifax, which it pursues to the Halifax 
 and Weldon Rail-road. 
 
 Summary of the costs of Excavations, Embankments, Superstructure, Loco- 
 motive Engines, Coaches, Cars, Water-Stations, Wharves, Shops, Con- 
 tingencies, and Steamboats. 
 
 162 miles — 1504feet of Rail Road ; and 150 miles Steamboat com- 
 munication, $1,5 12, 853 80 — making the whole line of com- 
 munication, by Rail Road and Steamboats, 312 miles. 
 
 This shows a difference in cost, in favour of the Western route, 
 of $12,853 80. A comparison ofthe grades, length of curvatures, 
 and straight lines, exhibits also a slight difference in favour of 
 that route. On the Eastern route, however, there will occur a 
 thousand feet less bridging. This, in the annual repairs ofthe road, 
 will operate in id favour, by lessening the amoint some four thou- 
 sand dollars per annum. The sepenority ofthe one line over the 
 other, in a professional point of veiw, is so very slight, chat an ex- 
 pression of my preference under this head, could not be a decision 
 of the question of choice between them. The Board may, then, 
 consider that I lay the mutes before them as equal, under all the 
 aspects in which, under my province, I have been called upon to 
 view them. Their familiarity with the resources and interests of 
 the country bordering on the lines, will enableihem to estimate and 
 compare the amount of trade on each ; a preponderance of which, 
 may very justly form the basis of a preference. I would beg 
 leave, however, to add, that looking to a connection with the works 
 which are contemplated between the Western parts of the State 
 aod the Sea-board, & to the lateral branches which are authorised 
 by the charter, the Western route is decidedly to be prefered. But 
 
whether the Eastern ot the Western route be selected, I can confi- 
 dently assure the Board, that no portion of the United States, cer- 
 tainly for the great extent of country embraced, offers so many 
 facilities for the construction of a Rail-road. Timber of the best 
 qualify is found on every part of the line ; the soil consisting ei- 
 ther wholly of sand, or a proper admixture of sand & clay, affords 
 as good a foundation as can be expected from earth alone. Granite 
 occurs on the Tar river, and on Fishing & Q/uanky creeks ; and 
 will be used in forming the abutments of the bridges across those 
 streams; and for the construction of drains within convenient 
 hauling distance. Where rock is not convenient, wooden struc- 
 tures will be used in the passage of the Water courses and ravines; 
 to be substituted hereafter by stone or brick, which can be deli- 
 vered much more economically after the completion of the road. 
 The entire elevation of the road above tide water, is 1S9 feet. This 
 is overcome by grades rarely so great as 30 feet to the mile. The 
 whole length of curvatures on the road, does not exceed thirteen 
 miles ; and in every instance, the departure from a straight lino 
 is effected on curves described with a radius exceeding a mile. — 
 So slight indeed are the grades and curvatures, compared with 
 many other roads in the country, that yours may be considered as 
 straight and level ; certainly as presenting every facility for the 
 most extensive and economical application of swift locomotive 
 power, to which Rail-roads owe their undeniable superiority 
 wherever, as will be the case here, gravity has but a small share 
 in the resistance. 
 
 The estimate of the road-way formation falls far beneath the 
 average cost of similar works; while it is believed that the profits 
 wi I Knot be excelled by any improvement in the country. For 
 your Rail-road, in connexion with the Portsmouth and Roanoke, 
 and the Petersburg Rail-road at Weldon ; both of which are links 
 in continuous lines of Rail way and Steam-boat communication 
 to Boston, must become the great thorough-fare between the Norn 
 and South ; for between the Roanoke river and Charleston, or 
 the Charleston & Hamburg Rail-road, admitting there were any 
 other communication by Rail way contemplated, its greater length, 
 and what is a matter of deeper consideration, its greater expense, 
 forbids the idea of rivalry ; and places your road almost beyond 
 the reach of competition. So that we may say, in fact, it form* 
 an important, if not indeed, the most important link in the great 
 line of intercommunication between the North and the South. — 
 Under this view of the subject, it is difficult without the appear- 
 ance of exaggeration, to estimate the probable revenue. 
 
 The travel between Charleston and the Northern cities by 
 steam boats and stages, may be safely computed at sixtj' tnousand. 
 This amount migt be greatly swelled by embracing the whole 
 travel from New Orleans; which we confidently believe will 
 take the route of your Rail-road. 
 
6 
 
 But we will say 60,000 travellers at 812 50 each, $750,000 00 
 To this we may add for the transportation of the mail, 50,000 00 
 Way passengers and freight on produce and goods, 100,000 00 
 
 $900,000 00 
 Deduct for the repairs and renewal of the road and 
 
 Steam-Boats, .... §200,000 00 
 
 And it leaves a nett revenue of • - 8700,000 00 
 
 Now, although I believethis sum will fall short of the receipts 
 for the first year, yet, lest we should appear too sanguine, and to 
 remove all possible objection, we will deduct from the foregoing, 
 twenty -five per cent. ; which reduces the amount to $525,000 00, 
 or a dividend of 35 per ceni on the estimated cost of the work. A 
 Rail-road which produces 6 per cent nett in the first years of its 
 operation, is considered good property; for the increase of busi- 
 ness which must ensue, always increases the annual profits in a 
 great ratio. While our estimates exceed this per centage near- 
 ly six times, it will be perceived that we have confined ourselves 
 entirely to the amount of the present travel ; and this, after being 
 taken at a very low estimate, reduced twenty-five per cent. But 
 in presenting a view of the prospects of the Road, we should an- 
 ticipate the probable increase of travelling, by reason of the in- 
 crease of the business and population of Charleston ; which must 
 ensue from the great and gigantic scheme which she has in con- 
 templation, and which she will no doubt carry into effect to Cin- 
 cinnati. And in a few years the Rail-road to Hamburg, which 
 is now being extended to Athens, will be prolonged southwardly 
 to Columbus; and thence in continuation with the Rail-road to 
 Pensacola, complete the line of Rail way and steam-boats, all the 
 way to New-Orleans. But without any further specification of 
 the various improvements which are in contemplation and be- 
 gun at the South, suffice it to say, that your Southern termination 
 at Charleston, towards which all these improvements converge, 
 ensures you immediate, continually increasing, and never failing 
 sources of revenue; and completely sets all competition, by other 
 and similar improvements, at defiance. For all past experience 
 has sho.vn, that the travel on routes connecting commercial cities, 
 increases in a ratio, much beyond that of the business or popula- 
 tion ; and the great lines of travel in all countries, lead through 
 the commercial Towns. 
 
 Routes passing through the interior, with a view to divert the 
 travel, must be regarded as experiments running counter to all ex- 
 perience, and of very doubtful success. And I lay it down as an 
 incontrovertible fact, that those works which will prove most pro- 
 fitable, and most conducive to the great and varied interests of the 
 country, may be classified undertwo heads. Those which connect 
 the commercial cities, and those which lead from the commercial 
 
towns by the most direct routes to the interior and western por- 
 tions of onr country. 
 
 But your revenue will be greatly swelled from oiher sources, 
 which we have not taken into the account. All the improvements 
 which are contemplated from the sea-board 10 the Western part of 
 your State, must cross the line of your Rail-way ; and to whatever 
 point destined, will find it to their interest, to some extent, to pur- 
 sue it, in order to make selection of the most favorable location. 
 Under this aspect, your Rail-road presents itself to the Stale in 
 a peculiarly interesting poinc of view. It traverses it nearly thro' 
 its entire length from North to South, and forms the basis upon 
 which the Internal Improvement scheme of the Raleigh Conven- 
 tion may be most economically carried out. For, as I have be- 
 fore intimated, the cheapest route from any point on the sea-board 
 to the West, from Beaufort, for- instance, to the narrows of tho 
 Yadkin, will be found on a very direct line West, until it falls 
 into your Rail Roads; and thence (in this case) along it to sume 
 point South of the Neuse river. 
 
 In a military point of view, your Rail Road, in connexion with 
 the Portsmouth and Roanoke Rail Road, and the contemplated 
 Rail Road between Wilmington & Charleston, may be regarded 
 ns forming a complete line of defence to the whole sea-board from 
 Norfolk to Charleston; for there is no Rail Road in the country, 
 upon which so large a force can be concentrated in a given time; 
 and where, perhaps, there would be a greater probability of its be- 
 ing required. By the Charleston and Hamburg Rail Road and 
 its connexions; the Charleston and Cincinnati Rail Road; the 
 Roanoke, Danville, and Junction Rail Road ; the Portsmouth and 
 Petersburg Rail Roads; and by mean3 of the Rail-ways to the 
 West within your own State, levies for troops on South Carolina, 
 Georgia, Alabama, Louisiana, Mississippi, Tennessee, Kentucky, 
 Illinois, Indiana, Ohio. Virginia, North Carolina, Maryland, 
 &c. may be met from the remote States in a few days, and in a 
 few hours, from the more adjacent States, and any number of 
 troops may be thrown on the. the line of your Railway whence, 
 by lateral roads and Steam Boats, (down the numerous naviga- 
 ble streams which the road crosses) in a few hours, or by a march 
 of a day or two, they may occupy any position on this extended 
 coast. And in the transportation of stores and munitions of war, 
 which, under the military head, is a matter of primary import- 
 ance, it affords a safe avenue; and in time of war, will prove a 
 saving of millions to the Government.* 
 
 As a Ntianal work, therefore, yours cannot be considered as 
 secondary to any in the country. But one of the most happyre- 
 sults of the Rail-way system in the Southern country, and which 
 
 * Extract from the Report of Mr. Cass, Secretary of War, on National 
 defence. 
 
 "The power of transporting, troops and munitions of war, has already 
 
will be imparted by your Rail Road, to that portion of the State 
 most concerned, is the effect it will have, by the speedy concentra- 
 tion of troops to put down, if not entirely suppress and remove all 
 apprehensions of servile disturbances and insurrections. The 
 speedy transit of the mail, especially between commercial cities, 
 is an object of solicitude with all Governments. Your improve- 
 ment fully meets this object ; and its importance under this head 
 also, cannot fail to attract the attention of the General Govern- 
 ment ; and also the concentrated concurrent interests of the Jaro-e 
 cities at the North. And having- the effect, as we have asserted, 
 your road will have, to turn the whole stream of travel between 
 the North and the South through Charleston, & on the Charles- 
 ton and Hamburg, and the Charleston and Cincinnati Rail 
 Itoads, she* as well as those interested in these two great im- 
 provemehts, are deeply inteiested in your success, and will no 
 di ubt contribute largely towards it ; and the trade and travel 
 which it will throw on the Portsmouth and Petersburg Rail- 
 ways, will greath- enhance their profits, and advance the prosper- 
 ity and wealth of Petersburg, Norfolk, and Portsmouth. 
 
 The counties along the line have manifested the interest with 
 which they regard it, by the handsome subscriptions which they 
 have made. 
 
 The benefits to Wilmington, will be immediately felt in the 
 great increase in the exchange of commodities, which the increas- 
 ed facilities of communicating with a rich back country will 
 afford. And she may be jusdy proud of the rank to which she 
 Will elevate herself, in having projected and carried into effect, 
 an improvement which may be characterised as a great Nation- 
 al and State work. 
 
 All which is respectfully submitted by, 
 Gentlemen, 
 
 Your obedient servant, 
 
 WALTER GWYNN. 
 
 Civil Engineer. 
 Wilmington, Aug. 15, 1836. 
 
 opened new views upon this subject; and such is the progress and probablo 
 extent of the new system of intercommunication, that the lime will soon come, 
 when almost any amount of physical force may be thrown, in a few hour's,- 
 upon any point threatened by an army. Nashville may succor New Orleans 
 in sixty hours ; Cincinnati may aid Charleston in aboutthe same time; Pitts- 
 burg will require but twenty-four hours to relieve Baltimore; and troops from 
 that city, and from Boston, may leave each place in the morning, and meet in 
 New York in the evening. This wonderful capacity for movement, increases 
 in effect, some of the most important, elements of national power. It neutrali- 
 ses one of the great advantages of an assailing force, choosing its point of at- 
 tack, and possessing the necessary means of reaching it. Detachments liable, 
 tinder former circumstances, to be cut off in detail, may now be concentrated 
 without delay, and most of the garrisons upon the seaboard may be brought 
 together, and after accomplishing the object of their concentration, be returned 
 to their stations in time to repel any attack meditated against them." 
 
UNIVERSITY OF N.C. AT CHAPEL HILL 
 
 00042072096 
 
 FOR USE ONLY IN 
 THE NORTH CAROLINA COLLECTION