At Israel's mountain, too, it will be necessary to make some digressions from the turnpike, and instead of descending with it to the flat in front of Carr's house, and then mounting the hill beyond, it will probably be better to leave the mountain at its summit, and pass to the right, maintaining as much of the elevation gained, as will carry the line to the top of Carr's hill. The next place at which it will be necessary to leave the turnpike, is at the first hill beyond its intersection with the road from Lynchburg to Charlottesville; and it is probable that but little of it between this hill and Garland's store, embracing a distance of about 2 miles, can be preserved. A further desertion of it will be required at the hill just beyond Cole's mill, at Green mountain, and Eubank's hill. The last advisable deviation from it, occurs in the vicinity of its intersection with the old road to Scottsville; and an instrumental examination of this region, satisfied me that a new line from this point to Scottsville could be obtained, intermediate between the two roads, which will be shorter than the turnpike, occupy higher and less undulating ground, be nearer to suitable rock for metalling, and in every way superior to it. From the above statement it will be seen, that to connect Staunton and Scottsville by a road having a maximum grade of 34 degrees, it will be impossible to use more than about 30 miles of the present turnpike between the places, even if the projected work is identical with it in all cases, where, by a reasonable amount of cutting and filling, it is possible to make it so; and if only just so much is used as, in the event of an exemption from the payment of heavy land damages, I would recommend not more than about 15 miles of it will be adopted. It is proper to remark here that all my operations connected with the surveys which I have been making, have been based upon the hypothesis that, in the event of a consummation of the proposed scheme, some equitable arrangement can be made with the Staunton and James river turnpike company, by which their stock will be merged in that of the road contemplated. As a matter of course, no portion of their property can be intruded upon without their consent; and it is equally well understood that no rival improvement connecting the termini of their road is meditated. The grand object to be effected is the construction of a good Macadamized road from Staunton to Scottsville; and from interviews with various stockholders of that company, I have no doubt that the majority of them would be willing, for the attainment of this end, to effect on fair terms the desired coalition. Indeed, this may be inferred from the action of that company at their meeting held in Staunton, December 2d, 1843; at which they adopted a memorial to the legislature, asking for an increase of their capital stock to an extent that would enable them to Macadamize their road; and also petitioning for a subscription by the state of a portion of the amount required. It is impossible for me to say now what arrangement can be made with the company with regard to this matter, but I would suggest the plan of purchasing all their property in their road at a valuation, payable in new stock at par value. And adding this amount to the cost of constructing the metalled road, the sum will express the amount of the capital stock of the new company. COST OF CONSTRUCTION. I have estimated the cost of only that line which makes the least use of the present turnpike, both because it is that which I recommend as offering many advantages over any other which is presented to our choice, and because, being rather the most expensive of any, an estimate for it will cover the cost of any other of the same grade, and similar in other respects, which can be adopted. In my estimate I have introduced no item for land damages to which this route may be subject; for I cannot but believe that a due appreciation of their own interests will induce proprietors to give the road a free passage through their lands. I have made under the head of excavation no allowance for the removal of hard rock which may be encountered in the grading as it will all be needed for the capping; and the expense of taking it out enters into the calculation of the cost of the metalling. Nor have I made any estimate of the cost of culverts, as upon a road covered with broken stone, gutters can be substituted for them with peculiar propriety; and besides, being the best drains, their construction is attended with no extra expense, except for the small quantity of excavation required for their beds. The dimensions of the road which I have assumed in my calculations are as follows: the width of the bed, or road proper, to be 22 feet, and that of the covering 17 feet. This gives a shoulder or projection beyond the part metalled of 2 feet on each side, which is enough to prevent the stone from rolling off; and a width of 17 feet is found, by experience on some of the mountain turnpikes, to be ample to allow two of the largest class wagons to pass each other with safety and convenience. These dimensions will surely suffice for some years for the accommodation of all the trade which will pass over the road, and they can be readily increased, whenever the growth of the business of the region served demands their enlargement. The thickness of the road covering is taken at 9 inches, supposing the rock to be of the best quality. ESTIMATE Of the Cost of a Macadamized Road from Staunton to Scottsville, having the location, limit of grade, and dimensions above recommended. Metalling 114,720 cubic yards of rock, at $1 15 per yard, Bridge across Christian's creek, sundry small bridges and repairing old ones, Add for expenses of surveys, superintendence of construction and contingencies, 4 per cent. Total cost of the road, 500 13,560 12,250 2,625 28,935 131,928 1,200 1,200 6,530 $ 169,793 The esti In the above estimate, allowance is made for embankment under the head of earth excavation. mate for the metalling includes the cost of blasting, quarrying and picking up loose rock; of hauling it an average distance of one mile and an eighth, and of breaking and spreading it. In the calculation the labour of a hand is assumed to be worth 75 cents per day, which, considering the scarcity of employment for labourers, by reason of the general stagnation of works of internal improvement, is high wages. The bridge across Christian's creek may at first, and perhaps altogether, be dispensed with, as its waters seldom arrive at an unfordable height. Perhaps, too, the erection of tollhouses may not be necessary, as it is probable that the gates can be fixed at houses already on the line. PROBABLE REVENUE. The estimate of revenue is founded mainly on information derived from statistics accompanying the census of 1840; and from a table carefully prepared in 1836 by Charles B. Shaw, Esq., then principal engineer of the state, and inserted in his report upon the Staunton and Scottsville railroad, and found among the documents annexed to the twentieth annual report of the Board of public works. Both of these sources of information measure the capacity of the country at a period since which its population has increased, and its agricultural condition much improved. My calculations of receipts are based upon the supposition of an increased rate of toll beyond those levied upon the Valley turnpike. I have supposed that the road will be divided into five sections, and that toll will be charged upon transportation wagons* bound to market, at the rate of 10 cents per horse for each section, and half this rate upon the same wagons returning. This will make the whole toll upon a six horse wagon $3 going to, and $150 returning from Scottsville. A comparison between the cost of transportation from Staunton by the route to Baltimore, and that by way of Scottsville to Richmond, even at this increased rate of toll, will shew that it can be levied without detriment to the business of the road. The estimate concerns the conveyance of flour; but the rule regulating its carriage will apply to all other kinds of loading. Freight 66 96 cents. to Scottsville, 29 5 can be reduced a little on the canal so as to make the sum of freight and toll from Scottsville to Richmond amount to From this statement it will be seen that it will cost $1 64 to make a barrel of flour perform the entire circuit from Richmond to Baltimore-the point, therefore, upon the Valley turnpike from which it may be carried to either market at half of this sum, or 82 cents, is that at which the trade will divide; all on this side of it pursuing, by an unerring law of trade, the course to Richmond, and all beyond it taking the opposite direction. By an easy calculation from the above data, it also appears that this point of division, supposing that the cost of conveying a barrel of flour from Staunton to Winchester is 50 cents, will occur at about three fourths of a mile below Harrisonburg on the Valley turnpike. The farthest point down the Valley from which the trade can be drawn being thus ascertained, it will be easy to determine from an inspection of the map of the state the extent of the country from which the new road will derive its support. The counties of Pocahontas and Pendleton, half of Bath and Rockingham, one sixth of Rockbridge, and two thirds of Augusta, will use the entire length of the road: the remaining third of Augusta will traverse five sixths of it, and for one fourth of its length it will be the highway for the trade of one third of Albemarle, and one fourth of Nelson. The census of 1840 shews the amount of wheat grown annually in the area thus marked out, and the white population of the same. Supposing an increase of 10 per cent. on both up to the present year, and allowing 4 bushels to each white individual for the average annual home consumption, there will remain for exportation a surplus as follows: This number is composed of quantities using, some the whole length of the road, and some only parts of it; and is equivalent to 574,793 bushels, or 115,000 barrels of flour, transported over the entire distance. Besides flour and wheat, numerous other articles of commerce will seek a market by this channel; among these may be enumerated pig and bar iron, whiskey, the products of the dairy, bacon, wool, wax, feathers, tobacco, and probably hay and lime, making an amount not less than what would be equal to 20,000 cwt. traversing the whole road. There will also no doubt, be a daily stage line upon the road, which, with the private travelling will yield a considerable amount of tolls. ESTIMATE Of the probable Revenue to be derived from a M'Adamized Road from Staunton to Scottsville. 115,000 barrels of flour at 35 barrels to a 6 horse wagon will require 20,000 cwt. of sundries will require 3286 Same wagons returning generally laden with merchandize, plaster, salt, &c., will be Toll from stages and private travel, 2,000 Total receipts, 18,137 Deduct for cost of repairs, salaries of superintendent, and tollgate keepers, and incidental expenses, 5,000 I have been informed that merchandize can be transported by steamboats, and therefore with despatch, from Philadelphia to Richmond, for 25 cents per 100 lbs. If so, as the freight from New York also will not be higher than this, it will be seen from the following table, that all goods from those cities, which go to and through Staunton, will choose the route by Richmond as cheaper than any other. Freight and expenses on 100 lbs. from Philadelphia to Staunton via Baltimore, Freight on 100 lbs. from Philadelphia to Richmond, Expenses at Richmond, 1 25 0 25 0 10 Freight and toll on 100 lbs. by canal to Scottsville, 0 28 0 25 Total freight and expenses from Philadelphia to Staunton via Richmond, on 100 lbs. 0 88 If the sum for which the stock of the present turnpike could be purchased were ascertained, the value of the new stock could be found from the above tables. Suppose, which I learn is probable, that it can be bought for about $30,000, payable in new stock, or say, for the sake of convenience, for an amount which, added to the cost of constructing the contemplated road, will swell the capital stock of the new corporation to $200,000, the nett income being $ 13,137, the stock will pay an annual dividend of 6 per cent. And if the work, in the commencement of its operations, yields a fair profit on its cost, it is but reasonable to anticipate an augmentation of its business, and a consequent improvement of its value as an investment, when the region within the range of its influence begins fully to experience the benefit due to its construction. A permanent improvement of the kind proposed, by facilitating commercial intercommunication, is sure to stimulate into lively action every department of industry upon which it can be brought to bear, and actually creates for itself new and valuable sources of revenue along its own line. The history of numerous works in our country shews, that where they have been made for the sole purpose of reaching up to and securing some desirable trade which had before no convenient outlet, it has happened that their chief support has been contributed by the business which has grown up on their borders, and entirely in consequence of their construction. And even if the friends of this road are extravagant in their calculations of its performance, even though for the first two or three years of its operation it fails to yield but half of the revenue anticipated from it, there will, nevertheless, result from it a great indirect benefit to those who will make use of it, in the way of saving to them a large proportion of the amount with which they are now taxed for the transportation of their produce. The county of Augusta alone having a surplus for market of about 57,000 barrels of flour, and exporting it at 28 cents per barrel less than is now paid, will save in this single item nearly $ 16,000, or about 9 per cent. upon the cost of the improvement. In my comparison of the merits of the two routes to market, I have omitted to take into account the circumstance that Baltimore is generally a rather better market than Richmond for flour below the grade of "Family." I have done so because it is probable that the two cities will soon be placed upon an equality in this respect by the increased facilities for shipping furnished by the recent establishment of steam intercourse between Richmond and the north. The James river and Kanawha company are deeply interested in the success of this scheme. The Staunton and James river turnpike was once their most valuable tributary; and it is evident, from the great and rapid decrease in the amount of produce now brought to Scottsville, as compared with that formerly delivered there, that the canal cannot much longer look to this quarter for any important contributions to its income. The fact that produce can be conveyed from Staunton to Baltimore more cheaply than to Richmond, is of itself sufficient to cause a diversion of the trade in that direction. And even though a small portion of it should for a while adhere to its old course, it is certain that its interest will before long compel it to seek the least costly route of transportation; and thus will inevitably ensue an entire loss of all the transmontane business which once entered Scottsville, and the benefit of which was shared by the canal. If this road be not made, 80,000 barrels of flour, at a low calculation, will be turned from the canal; and as the canal toll upon one barrel of flour from Scottsville to Richmond, is 25 cents, there will result to the company an annual loss of $20,400 on this single commodity. The state will be a gainer by the construction of this road, from the circumstance that the produce, which would otherwise pass over one route in which it is interested, will, by means of it, be transferred to another paying a better profit. Taking flour again as the example, and supposing that the 80,000 barrels just mentioned go to Baltimore, as all of it does not use the entire length of the Valley turnpike, the average toll upon one barrel to Winchester is about 10 cents. Supposing also that the state's share of the profits upon the transportation of a barrel of flour over the Winchester and Potomac railroad, is three cents, and the following table will shew how much the state will gain on the single item of flour, if transported upon the canal in preference to the rival route. 3 The amount of this gain will be greatly increased by the numerous other articles of produce which will be subjects for transportation. The advantages which would result to Scottsville and Richmond from the construction of this road, are too obvious to require comment. It is clear that the very existence of the former place is identified with it, and that the latter will be benefitted or injured to the extent due to the gain or loss of a custom worth at a moderate calculation half a million of dollars. Having thus designated the route of the projected work, and exhibited its probable cost and yield, I have completed the task coming properly within the province of the engineer; but in concluding this report I cannot forbear expressing my inability to perceive on what grounds the state, if appealed to, can refuse it her aid. It is one of the few projects of the day entitled to be styled a work of internal improvement; and it is abundantly evident that its construction is of vital importance to one portion of the citizens of the commonwealth, beneficial indirectly to all, and injurious to none; and that the enterprise may be embarked in with not only no probability of loss, but with a certain prospect of gain. And even if an assurance of pecuniary benefit to the state is not of sufficient moment with her legislature to induce them to take part in the scheme-there are higher considerations which must ensure their co-operation in it. Their patriotism is called upon to devise some corrective for the want of harmony which has subsisted for some time between the two portions of the state geographically divided by the Blue Ridge, and to stop in its commencement the breach between them which threatens to widen until it results in their permanent separation. The construction of this improvement will be the best remedy which can be applied to this unfortunate condition of things. It will form a bond of connection between eastern and western Virginia of the strongest kind; for by establishing commercial relations between the citizens of the two regions, advantageous to both, it will unite them by the fast tie of mutual interest; and by giving them easy access to each other, it will also produce a frequency and intimacy of personal intercourse, which cannot fail to change their present estrangement of feeling into high mutual esteem. The national pride, too, should be aroused at the circumstance that the citizens of a foreign state, with enterprise commensurate with their commercial sagacity, are boldly reaching into the very centre of Virginia, and aspiring to appropriate to themselves a rich trade, which belongs of right to her own metropolis, and in the securing and enjoying of which by her own citizens, it should be the pride as it is the policy and duty of the state to aid and defend them. I am, gentlemen, respectfully, Richmond, November 25, 1844. Your most obedient servant, EDWIN M. TAYLOR, Engineer. |