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T Y 1.- t3 A XOUDON, TENNESSEE, MARCH 5, 1853. vol. i. NO. 16. r o o 7- rrBLISHED WEEKLY FT JTNO. W. & SAM'L B. O'BRIEN, Office omCed'tr Street, Etut of tie Public Sire. TERMS. Tro Dollars ia advance; Two Dol lars asd Fiftt Cents in fix months; Three Dol a.af.8 at expiration of jear. Advertisement inserted at $1 per square for the Erst, and iO Cents for each subsequent insertion. VEARI.Y RATES. Professional Cards, (five lines.) $ 5 " " (more than five lines,) 10 Quarter of column, lSj Half column 37 One column, 75 Announcing candidates, (advance,) $3 Address the Publishers, Tost Paid. LOUDON: SATURDAY, MARCH 5, 1353. PROSPECTUS OF THE LOUDON FREE PRESS, For 1853. . Having assumed th& onorons and responsible duties of public journalist?, we feel the just de sire to increase the circulation of our paper, ns it will not only increase our capabilities of doing good, but at the same time give ns rea sonable remuneration for our laljors. To ac complish this desirable end, we have determin ed to send out this Prospectus with a request that all who feel an interest in the increased circulation of our paper will send us the largest number of subscribers they possibly can. Yet, we cannot make this request without tendering appropriate acknowledgements to several friends whose exertions iu procuring us subscribers have not been unnoticed by us. We deem it unnecessary to occupy a lengthy exposition of the leading features of the Fkee Press. Its political complexion is uncompro misingly Whig but we are truly glad that the evil times of unrelenting political warfare hap for a time at least ceased, and those so long and so recently in antagonistic array, are drawing together in friendship and in purpose, to mingle united effort and united wisdom to advance the interests and the true glory of the land. We look to the promotion of the interests of Agricul ture, of Manufactories and of Commerce, as leing by far more important to the improve ment of the country, than any political issue upon which the American people are extensively divided. These great interests shall have our warmest support. Our leading aim shall be to arouse public sentiment to the importance of industrial progress of enriching our fields, of leautifying our homes of starting up the busy lium of industry and enterprise. As to the merits of the Free Press it is for the public to judge we can only claim that we Lave earnestly endeavored to publish a paper worthy of public patronage. It is filled with readable matter containing the latest Foreign and Domestic News full and impartial quota tions of the Produce Markets of Loudon, Au gusta, Savannah, Macon, Charleston, and Nash ville, with occasional quotations from other im portant points together with the prices and number of Hogs sold in Cincinnati each week during Packing season also the prices of Pork at numerous other points, so as to give our Tra ders a broad and correct basis of judgement in regard to this important article of trade. In a word, our paper is for the business men of East Tennessee. Wc are anxious to increase our circulation, and have determined to offer the Free Press at greatly reduced prices to Clubs money to accompany the names, as follows Single copy, annum, $2 00 Three Copies, " 5 00 Eight Copies, " 12 00 Twelve Copies, 13 00 Twenty Copies, u 20 00 J. W. k S. B. O'BRIEN, ruWslters. Loudon, Tenn., Jan. 15, 1853. Fire on the Railroad. -The train of cars which left the Columbia depot on Sunday morn ing, loaded with about 800 bales of cotton, stop ped for the night, from some cause, at Fort Motte, t instead of reaching Branchville, the proper place. During the night fire was com municated to the cars or cotton, and both were destroyed, together with that portion of the track on which the train stood. Fortunately, it was the turn-out, and not the main road. The telegraph posts were also burnt, and thus we are cut off from Charleston. Columbian. Fillips, the Irish orator, in one of his speeches, gives a most vivid personification of bigotry. It is as follows. "Bigotry has no head, and cannot feel: when she moves it is in wrath; when she pauses it is amid ruin; her prayers are curses: her com munication is death; her vengeance is eternity; her decalogue iswriten in the blood of her victim, if she stoops for a moment from her infernal tne u.u flight, it is upon some kindred rock to whet her do" ; fang for keener rapine, and replume her wing for a more sanguinary desperation. Victoria Coming to America. We give the following from a London Correspondent of a New York paper, without saying whether it be true or false : u Queen Victoria is said to be dreadfully alurmed at the idea which perpetually haunts her, that a revolution will drive her from the Throne of England. On this fear, she is said to have invested the Baveings of her income in foreign securities, to have means of subsistence in private life; and it has been said a hundred times over, that her chief investments are in the U. " States. I have even heard that the Bar ings have purchased for her at least half a street of good houses in the city of New York." There is a woman in Iowa so homely that they won't allow her to travel on the railroad for fear she will frighten the locomotives. She is the natural parent of that interesting youth who insisted the first time he peeped into a looking glass, that his father had brought home a cub a young bear "Cause he seed it in the chest. REPORT, Of Vie President of tlic East Tennessee and Georgia Railroad Company, made to the Stockholders at the meeting on t7ie 3d January 1853: : The gross earnings of the Road for eleven months, commencing the 1st January and end ing 30th Nov., 1852, were $37,936 54 Expenses charged to transportation,.. .$21,499 51 "maiutnance of way 14,422 31 35,921 82 Nett profits $22,004 72 The earnings, though small, have come fully up to the expectations of the Directors aud show conclusively that the road will, in future, be able to take care of the interest on State debt of $350,000, and the bonds issued by the Company, and besides have a handsome sum, either to apply to the extension of the Road to Kuoxville or to pay on the floating debt of the Company. It must be recollected that the Road lias only been opened to Tennessee river a little over two months of this tiine,and that even up to the first December we were not so well prepared at the river to receive aud discharge freights as we should have been, to enable us to get all the business of the river. Arrangements are now made, however, for the easy and safe transporta tion of every description of freight that may come. During the first part of the year the re ceipts were small, and in the summer very little can be expected. This place was the head of the road at your last annual meeting, and con tinued to be until the 6th of April, when the Passenger and Freight trains commenced run ning regularly to Sweetwater; on the 10th of May to Philadelphia, and in September to Lou don, on the Tennessee river, thus giving the months of October and November, with a part of September, for the through business to the river, showing a large increase during that time both in passengers and freights, notwithstand ing the dull season of he year; for with the heavy produce business of this country, the Spring must always be the active season. Many things have contributed to operate a gainst us during the last year, that can and will be overcome during the present. The conflict ing trade by way of Chattanooga up to this time has operated seriously, principally from the fact that there was no steamboat line run ning regularly from Loudon to Knoxville; this difficulty has been removed, as the Directors have closed a contract with Joseph Jaques, the owner of the steamer "Loudon," to run regulai ly, during the year, between those points, pay ing 15 cents per hnndred for all up freights, and 8 cents down. In making this arrangement the Directors deemed it best to establish an agency at Knoxville, thereby saving to the shippers all drayagc, receiving, forwarding and commissions, both at Loudon and Knoxville, sending copies of through freight bills to be paid at Knoxville, so that every thing has been done as far as pos sible to save the shippers tiniej trouble and ex pense, and no fears need be entertained that, in future, we will get the largest portion, if not all of the trade of Upper East Tennes see cnongh to satisfy us, and such an increase as will bring the present year's business up to the most sanguine expectations of the Stock holders. o The last year's business" has fully equaled the expectations of the Directors, and should be gratifying to the Stockholders, giving every evi dence that the stock will be a profitable invest ment. The position of our road is -such as to show to you that we can never. have a rival road; that we are almost on an air line from New Orleans to New York. It will be seen by reference to Mr. Poor's Railroad Map of the United States which will undoubtedly make it the line for the great southern Mail, that we will have the short est line between those points of at least 200 miles, when all the connections arc made that are now in process of construction. The Vir ginia and Tennessee Railroad is progressing very rapidly from Lynchburg towards the Ten nessee line, the cars now running from Lynch burg to Salem, a distance of 60 miles, and ex tending the track every day so that in less than two years this work will be completed to the Tennessee line, where it connects with the East Tennessee and Virginia Road, from Knox ville to the Virginia line. The whole of this road to Knoxville, including grading, masonry and bridges, is now under contract and the work progressing well, except 15 miles of light grading from Knoxville to the Holston river, and the means provided for the completion, and the President of the Company has informed me that he will let that part of it early in the Spring, thus showing beyond a doubt that the whole line north will be completed in less than three years. Our connections south will be through the Western and Atlantic Railroad, leading to Augusta, Charleston, and Savannah, and also with the roads built and building in Alabama and Mississippi, towards Mobile and New Or leans. The aggregate length of Roads south will include 1200 miles finished road, and as much more in contemplation and process of construction. Through the Western and At lantic Railroad westwardly a connection is form ed with the Nashville and Chattanooga, and the Memphis and Charleston Roads also with the New Oleans and Nashville Road; it is also in contemplation to extend the Rome branch of the Western and Atlantic Railroad to the Ala bama and Tennessee River Railroad, thus mak ing a second rdute to Mobile and New Orleans. To all of these routes this road will be common, by all of which you see that your road must not only be of great importance to the traveling and trading community, but a source of wealth to the Stockholders. In addition to the above roads, a road has been chartered from Knox ville, the northern terminus of your road, to Lexington, Kentucky, and will be built, thus securing the trade and travel from Cincinnati and Kentucky to the South Atlantic seaboard! over this road, and besides the entire carrying trade of'.at least 200,000 inhabitants of East Tennessee must be done over this road, which will be largely increased every year as the re sources of the country arc developed by the operations of the road. The running of the road has been attended with unusual good luck, having had but one run off during the year, with but little damage doffiy the whole cost of repairing the engine being only $93,00 not a single person damaged or hurt since the opening of the road, and lost btit one mail, which was caused by the breaking a switch at Loudon. - i'. . For particulars as to the progress of thtnT? north of Tennessee river, you are referred to the Engineer's Report. Below you will find a statement of the entire cost of the road from Dalton, Georgia, to the Tennessee river, including construction, engines, cars, buildings, water stations, right of way4 iV.C, iV-C." The amount expended in the con struction of the 82 miles of road from Dalton, Ga., to Lou don, on the Tennessee river, to 1st of January, 1852 $1,309,922 46 Construction since -55,070 61 Expenses J,63 0.1 Interest 698 Engineers expenses 2,617 36 Buildings 5,947 93 Right of wav 1,812 50 Floating debt 68,000 00 Old debts of Company paid. 2,928 03 $1,452,631 25 This sum is made up as follows: Capital stock owned bv the State of Tennessee $425,500 00 " Individuals 409,500 00 Making this sum paid stock 835,000 00 Bonds of the State of Ttnnesssce 350,000 00 Due Contractors 8,634 25 Floating debt 68,000 00 Bonds of the Co 191,000 001,452,634 23 By the above statement you will sec that the 82 miles completed from Dalton, Georgia, to Loudon, on the Tennessee river, will have cost the present Company only $1,452,634 25, being a fraction over $17,500 per mile, equipped with all the necessary engines, cars, depot houses, water stations, engine houses and shops, includ ing every necessary expenditure for the success ful running of the road. Thus you will see that the road has cost less per mile than anv road now In ouemthm. cuuiiniml -with the mmc-inrl & 1 A ft terials; everything being of the best quality. This may seem strange to persons who have heard so much of the extravagance of the old Hiwassee Company and who have not examined thoroughly into the organization of the new Companv. It will be remembered that after the old Hiwassee Company failed, that the State of Tennessee, by legislation, agreed with the shareholder in 1848, to reorganize under the present name, the Individual Stockholders and the State agreeing to give up two shares of old stock for one of new, thus reducing the cost of the road one half, excepting a small floating debt, in the shape of scrip and judgments, which was assumed in full by the New Compa ny. Total cost of road as follows: Expended by the Hiwassee Co $909,662 00 Floating debt in scrip, judgments, &c..68,026 27 Expended or appropriated since 1 reorganiza.ion 929,776 98 Total cost 1,907,405 2"5 Deduct old stock relinquished 454,831 00 Total cost of 82 miles to present Stockholders $1,452,634 23 This amount is made up as follows: Old Stock of $909,662 reduced one half. .......$454,831 00 New Stock subscribed and paid in.. .383,776 98 State loan for iron k. equipments secured by mortgage 350,000 00 Company 6 per cent coupon bonds.. .196,000 00 Floating debt 68,026 27 $1,452,634 25 J Engineer s estimated cost or ex tension to Knoxville 544,000 00 Total cost of entire road to Knox ville to present stockholders... .$1,996,634 25 Funds for the extension to Knoxville are pro vided as follows: Loan from the State for Tenneaeco ' rher bridse $100,0004 " " " " iroaiequipments..240,000.j Stock subscribed along the line 156,000 Required to complete the road- 48,Uuu Cost of extension to Knoxville 544,000 Of the above statement 156,000 has been subscribed in stock by persons principally living along the line of the road, north of the Tennes see river, for the purpose of doing the grading, masonry, preparing the timber and laying the track, which according to the Engineer's esti mate would not be sufficient by $48,000. To make up this deficiency the Dicrectors agreed with the Stockholders that So soon as they should have paid into the Treasury of the Com pany the amount of $150,000 of the subscribed stock, that they would provide the balance necssary to complete the work on the credit of the Company. According to the terms of the charter not more than 25 per cent, can be called in any one year, this would postpone the com pletion of the road to Knoxville until late in the year 1855. Under this agreement it was hoped that many of the new shareholders would pay their stock in advance, by being allowed inter rest on their advance payments. As none have availed themselves of the right to do so, the question then comes up as to how the means shall be raised to complete the work at an early period to Knoxville. The Directors feeling the great importance of completing the work to Knoxville, at once, will not stop to dwell on the great importance of effecting its comple tion, but propose to the Stockholders, north of the river, that in case they will meet promptly the last year's call of 23 per cent, and pay in the per cent, that they will be liable for in this year, in the first five months of the year, that then they will anticipate the calls due in the 3d and 4th years, by letting the whole work at once and provide the means to meet the payments on work by loan. This will insure the completion of the grading, masonry, &c, by the time the Tennessee river bridge will be done, and com plete the road to Knoxville by the 1st of July, 1 854. You will see by the Engineer's report that the grading and masonry of all the heavy sec tions and a good many of the lighter ones, along J-tV?e me uave keen let to good and reliable con tractors, who" are pushing the work, consider ing the wet season, with sufficient energy to prove that they will be done before the time re quired to lay the track, so that in case the pay ments on stock shall be made as desired, noth ing then will be iu the way but the bridge, at the river, which was let to J. Gettys & Co., in May last, to be completed by the first of January, 1854. The work under this contract has not progressed in a way to give general satisfaction, caused more from the great scarcity of hands than from want of energy on the part of the contractors. It is due to state that it has been I almost impossible to get the description of men j tor that sort of work, Thev have now sub-let the masonry to Price & Shafer, who are repre sented to be men of means and energy, and who will take charge of the work on the first day of February and bind themselves to complete it within contract time. Annexed you will find a statement of moneys received on stock and paid out on work north of the Tennessee river: Amount of cash received on stock north of the river $20,317 75 " " notes " " 3,264 00 Total amount of receipts 23,581 75 Deduct amount paid on work- $13,547 84 " " expenses 2,436 4015,984 24 Amount of cash and notes on hand.. .$7,597 51 You will see from the above statement that there is on hand of means collected in cash and notes of north of the river fund $7,597 51, which will not be more than enough to meet the Jan uary and February estimates. All of which is tfcost respectfully submitted. TnOS. H. CALLAWAY, President. - ENfi TNT'EIVS TJ F.rDRTV " To Thomas II. Callaway, President of the East Tennessee and Georgia Railroad Conpany: Sir At the period of my last annual report, vour road was in operation to Athens, 55 miles , ;t lm3 smce een openei successively to Sweet- water, 69 miles to Philadelphia, 76, and to tiOudon, on the Tennessee river, 82 miles, reaching the latter point on the 9th day of Au gust. Since that time, the passenger and freight trains have made daily trips over the road. The total cost of the 82 miles from Dalton, Georgia, to Loudon, Tcnnesse, to present Stock holders, is as follows: Expended by Hiwassee Company $909,662, transferred to pres ent Company at $154,831 00 Amount of debt incurred by Hiwassee Co. and assumed by present Co 36,000 00 Grading, masonry, bridges and real estate under present Co - 294,000 00 Iron rails and fastenings 428,000 00 Timber and tracklaying .... 74,000 00 Station houses and water stations 18,000 00 Equipment of engines, cars, &c 82,000 00 Engineering and contingent expenses,15,500 00 Discount on bonds sold, interest on debt, above receipts, &c 50,303 25 Total cost to Loudon'. $1,452,634 25 A carefully revised estimate of the cost of the road from Loudon to Knoxville, presents the following results: Tennessee river bridge & approaches... $ 100,000 Grading and masonry 152,000 Iron rails, fastenings and equipment- .240,000 Timber and tracklaying .......r.. 25,000 Station houses, water stations, &c 12,000 Superintcndance and contingencies 15,000 Cost of road from Loudon to Knoxville..$544,000 This added to cost below Loudon 1,452,634 Cw- tfcU - couipments- $1,996,634 Xo meet expenditure of $544,000 required exteusion 0f the road to Knoxville, means Stock subscription north of Tenn. river, including stock taken by contractors..$l 56,000 Bridge loan from the State of Tennessee..l00,000 Iron and equipment loan from do 240,000 Total available means $496,000 Leaving an amount to be provided- 48,000 This amount it is expected will be taken in stock by contractors for furnishing iron and tim ber, laying track and grading. ' The contract with J. G. Dent & Co., for the completion of the road between Hiwassee and Tennessee rivers, was closed shortly after the completion of the road to Loudon, and a satis factory settlement with those gentlemen effected, and in this connection I cannot refrain from bearing testimony to the energy and zeal with which they have conducted their arduous under taking to a successful completion. By order of the Board of Directors in Feb ruary last, the location of the road to Knox ville was resumed, and approximately complet ed in time for the letting of the work in April. Various revisions have been made since and the entire line is now definitely located an en tire saving of 3 miles has been made over the line as originally established by the. Hiwassee Company. The distance from the northerly end of the bridge to Knoxbille is 23 milcse by the present line, by the former line it was nearly 31 miles. At the time of the public letting, in April, several heavy sections were .let out, and since that time mast of the remaining sections have been put under contract upon favorable terms, generally lower than my estimate. At this time one tenth of the amount of work between Loudon and Knoxville is completed, and three fourths of the remainder is in the hands of the contractors and is progressing with encouraging rapidity In May the contract for the Tennessee bridge and approaches was awarded to Messrs. James Gettys & Co., but owing to a want of apprecia tion of the magnitude of their undertaking, the contractors did not commence with vigor until too late in the season to prepare the foundations in the river. On this account no masonry has yet been laid, the time however has been im proved in making preparation for a vigorous prosecution of the work as soon as the season of low water arrives. One fourth of the requisite quantity of stone has been quarried and cut, and a large force of mechanics is now employ ed. The stone prepared for the work is blue limestone, and of superior quality. The quar ry is upon the bank of the- river, above the bridge, and is very easy of access.- The bed of the river where the bridge crosses is solid rock, and in the deepest channel there is not over four and one half feet of water in the sum mer. These facilities, and the assurances given by the contractors, satisfy me that the ma sonry will be completed in time for the super structure to be put on and the bridge finished by the next annual meeting. By that time, the road to Knoxville can easily be finished and in readiness for the track, and the first day of June following may be safely assumed as the farthest date for the opening of the road to Knoxville, always provided that the calls upon the stock subscription are promptly paid. As the bridge over the Tennessee will be a very heavy structure, and most important inter ests depend npon its speedy construction, a brief description will not be thought inappropriate. The bridge will be 1694 feet in length, support ed by 10 piers aud two abutments of first class cut stone masonrv. The height of grade above low water is 77 feet, the clear span over the steamboat channel i3 160 feet, the other 10 span3 147 feet each. The steamboat span is elevated above the remainder of the bridge 20 feet, the height of its over truss; its lower chords are on a level with the top chords of the other spans; the track will therefore be laid njon the lower floor the'iicamboatspan, and npon the upper floor of ttie omers. ine grade upon the bridge is level, the width 18 feet, the height of truss 20 feet the sides will be weather-boarded, and the roof covered with tin, and the whole painted with three coats of good paint. The plan adopted is How's improved truss. The superstructure will be built by Messrs. Maxwell, Briggs & Co., well known as experi enced bridge builders upon northern and wes tern roads. They are now erecting shops at Knoxville for the preparation of the iron work of the bridge, and every move made by them evinces a determination, not only to have the superstruc ture in readiness as soon as the ma sonry is completed, but to build a model bridge, and one that will be creditable to the road aud to the State. The only contingency that can delay the pro gress of the work or its completion by the time specified, is a failure on the part of the Stock holders to pay their calls promptly. The punc tuality with which the 25 per cent call of the past year ha3 been paid, is good evidence that there is but little to fear from this cause. There are, however, some exceptions; several stock holders, who were looked upon as the most re liable, having failed entirely to pay, but as the necessity for the speedy completion of the road becomes more and more apparent, and as they see the work of grading rapidly progressing, and the way preparing for the Locomotive, it is hoped and expected that they will no longer delay. Much work has been done and is still doing at Loudon, for the purpose of facilitating the transit of goods and produce between the Rail Road and the river. A brick warehouse, 204 feet long by 54 feet wide, has been erected up on the bank of the river, at an elevation of 50 feet above low water mart- ,Bennw plane, with two tracks, is now being construct ed from the end of the warehouse to the water's edge, for the present to be operated by horse power. This will enable the Company to re ceive and deliver freights on board the flatboats and steamboats free of all charge for drayage or forwarding. A capacious and convenient wharf has been built by the Company, and is free to all craft for loading and unloading. These structures were undertaken for the pur pose of securing the class of freights which have hitherto passed by way of Chattanoogn, and in conseqence of the omission of drayage and for warding charges, there can be no doubt that the greater portion of these freights will for the future pass over bur road; in fact the piles of freight now in the Loudon warehouse show that the change has already been effected. A steamboat is now running in connection with the road and making daily trips between Loudon and Knoxville, and a railroad agency is established at the latter place; freights are received and delivered by the Company, at their warehouse in Knoxville, and are transported to and from any point accessible by railroad, in Georgia or South Carolina, free of all charges except those specified in the published rates of freight of the various connecting roads. As an additional inducement to secure the trade the rate of freight upon the staple productions of the country has been materially reduced; and I am fully of the opinion that it is the true policy of all railroads penetrating the interior to place j the rate upon down freights as low as . possible . and pay expenses, for it is a well established . fitct that the amount of up freights .is in exact proportion to the down freights; and the more of the products of a country sent to market, thd more goods will.be bought in return. The pro-, ductions of East Tennessee will not bear a hea vy charge for transportation, but place the rates . of freight so that they can be sent to all, and you will be amply compensated in the greatly . increased amount of paying up freight - . An engine house and repair shop, 124 feet, long, by 54 feet wide, has been erected at Lou- don. In this shop is a stationary engine of 10 horse powe r, and several lathes and other mach-i inery. Not considering Ioudon the best point for the erection of permanent shops, I have con- structed the present one in a3 cheap a style as , a proper regard for the purposes for which it is intended would warrant The machinery now. on hand will enable us to do all the necessary , repairs to engines and cars, at a very great sav ing of expense over the present plan of sending them 20O miles away. .- .. The character of the road from Loudon to Knoxville is fully equal, and in some respects, superior to the portion already finished. The crossings of the various creeks, on the line, are s effected by means of arch culverts of large, size and of best stone masonry. There will be no bridge or perishable structure north of the Ten nessee river. . The grade will in no instance ex ceed the maximum of the lower portion of the road, to-wit : 36 feet per mile, and the longest continuous grade will not exceed two miles in length. When the road is completed to Knox ville there will be, starting from Savannah, Ga-, a continuous linefof railroad of 502 miles with no grade exceeding 36 feet per mile on its en tire length. So favorable a showing of grades it is believed, cannot be made npon any line of roads of equal length in the United States. The per centage of straight line is also unusual ly large, and the curves are generally of radii exceeding 3000feet. The shortest radius upon the entire road is 1430'feet'and this in but three Instances. . At an early period of -last year a party of my assistants were engaged in making experimentaj surveys of the conutry between Cleveland, a point 27 miles from the southern terminus of this road, and Chattanooga, with a view of as certaining the best route to connect this Road more directly than by way of Dalton, with the roads centering at Chattanooga. The Western and Atlantic road from Chattanooga, say 7 miles, , runs upon nearlr a direct line toward "Rto Spring, 4 miles below Cleveland. A point in the vicinity of Blue Spring was accordingly se lected as the point of departure from this road, and a line passing through the McDaniel Gap of Whiteoak mountain, and connecting with the Western and Atlantic road 8 miles from Chattanooga, was surveyed and levelled the distance between the roads was ascertained to be IS miles, and the entire distance to Chatta nooga 26 miles. The cost of construction and equipment of the 18 miles upon a plan similar to that of this road was estimated at $259,000; the remaining 8 miles, running parallel with the Western and Atlantic road, may be estimated at $100,000, making the en tire cost from Blue Spring to Chattanooga $359,000. To effect the same great object other lines had been previously examined by parties' of Engineers from the Nashville and Chattanoo ga railroad. Their surveys looked to a juuetioa with this road at Charleston, 16 miles above Blue Spring. The result of their surveys, a3 reported, shows not only double the length of new road to be constructed, at more than double' the cost, but also a slight increase in the entire distance between Charleston and Chattanooga, and an increase of 10 feet in the maximum grade. These fact3 are important as they must ensure the connection at the lower point, and thus retain npon 16 miles more of this road the heavy freight and passenger business that must ultimately pass over this route between the East and West. I do not look upon the construction of the Blue Spring and Chattanooga road as of imme diate importance, but when the Virginia con nections, the road from Knoxville to Danville and the Ohio river, the Memphis and Charles ton, and Nashville and Chattanooga roads and lunrTOmitcuuns, WT7 - mm - the business and traveling public will infinitely demand the saving in distance of 34 miles, over the present route to Chattanooga by way of Dalton, which the construction of this short link of 18 miles would effect It is evident that our road has a great interest, not only in the construction but in the management of this link. Being a short road its stock even, if stock suffi cient to build it could be obtained, would not be likelv to be of jreat value on account of the large per centage its expenditures would bear to its receipts, but as a component part of this road it would be of immense advantage. It could be run by our road with but slight com parative expense. It is in the great valley which we occupy its ownership by our Com pany will prevent all rivalry between it and the lower portion of our road, it will enable as to form a direct connection with the roads of Mid dle and West Tennessee, and of Alabama, so that cars can be loaded at Memphis and Nash ville, or at any intermediate points, and without anr vexatious restriction can be run through to Kuoxville, to Richmond, and to Norfolk. It utterly out of our power to build thi3 road at the present time, but there is every reason tot believe that as soon as the road is completed to Knoxville its stock will be at par. Our char-, tered capital is $2,000,000, but $1,000,000 of this has as yet been taken. I have no doubt thai as soon as the business wants of our comr try demand the construction of the Blue Spring rid " i i I