and of North Carolina. As it is, it is a road of much consequence, and essential to the symmetry of the railroad system of the State, and will always transact a large business, even under a continuance of the present condition of things in the State.

The other leading roads in Virginia are the Orange and Alexandria and the Manasses Gap railroads. The former extends from Alexandria to Gordonsville, on the Central road, a distance of about 90 miles. It is an important line, in that it connects the central portions of the State with the Potomac and the cities of Alexandria and Washington. It will form a portion of the line already described, traversing central and western Virginia and eastern Tennessee. To complete such a connexion, only a short link, extending from the central road near Charlottesville, is necessary. There cannot be a doubt that the legislature of Virginia will allow the construction of this link, and aid it with the liberality extended toward similar works.

The Manasses Gap road branches off from the Orange and Alexandria road about 25 miles after leaving Alexandria, and is to be extended into the valley of Virginia through the gap in the Blue ridge above named. A portion of the line is already in operation. It is intended to carry this road up the valley to Staunton; there to form a junction with the Central line. The Winchester and Potomac road, at present a short though productive local work, will also probably be extended so as to connect with the above road-thus forming a line through the whole extent of the valley of Virginia, and connecting with the Baltimore and Ohio road at Harper's Ferry, and with the Potomac at Alexandria.

NORTH CAROLINA.

Population in 1830, 737,987; in 1840, 753,419; in 1850, 868,903. Area in square miles, 45,000; inhabitants to square mile, 15.62.

Railroads in North Carolina.

The State of North Carolina has, on the whole, accomplished less than any eastern State in railroad enterprises, when we take into consideration the extent of her territory, and the great necessity for such works to the proper development of her resources. Her inaction has been owing in part to the want within her own territory of a large commercial town, which in other States not only becomes the centre of a well-digested system of railroads, but, by concentrating the capital, renders it available to the construction of such works.

Of the roads in operation the most important is the Wilmington and Weldon road, extending from Wilmington to Weldon, and traversing nearly the whole breadth of the State from north to south. This is a work of the greatest convenience and utility to the travelling public, and must, from its direction and connexion, always occupy an important position in our railroad system. It is a road of comparatively low cost, upon a very favorable route, and is beginning to enjoy a lucrative traffic. It has been an unproductive work from the faulty character of its construction-it being one of the pioneer works of the South, and

originally laid with a flat bar; but this superstructure has given place to a heavy rail, and the road is now in a condition to compare favorably with our best works.

The only other road in operation in the State is the Raleigh and Gaston, which connects the above places by a line of 87 miles. It is strictly a local work, and, from the faulty character of its construction, has been unsuccessful. It bids fair, however, to become a much more important road from its prospective connexion with the North Carolina Central road, now in progress. When the last-named road shall be opened, and the Raleigh and Gaston shall have received an improved superstructure, it cannot fail, it is believed, to become a productive work, and one that will sustain an important relation to the travel and business of the country. Through the Central, it will be brought into communication with the Charlotte and South Carolina road, and form, for both, their trunk lines north.

The only considerable work in progress, lying wholly within the State, is the North Carolina Central railroad. It commences on the Neuse river, near Goldsboro', taking a northwesterly direction, running through the towns of Raleigh, Hillsboro', Greensboro', and Lexington, to Charlotte. For the greater part of its line it traverses a fertile territory, and will secure railroad accommodations to a large and rich section of the State. It will prove of great utility, and is much wanted to develop the resources of the State, and demonstrate its capacity to supply railroads with a profitable traffic. Its entire length is 223 miles. At Charlotte it will unite with the Charlotte and South Carolina railroad, which will insure to it the character and advantages of a through-route. The estimated cost of the road is about $3,000,000; of which sum the State furnishes $2,000,000. The whole line is under contract, to be completed at the earliest practicable mo

ment.

SOUTH CAROLINA.

Population in 1830, 581,185; in 1840, 594,398; in 1850, 668,507. Area in square miles, 24,500; inhabitants to square mile, 27.28.

South Carolina Railroads.

This State furnishes a good illustration of the correctness of the previous remarks, in reference to the influence of a commercial capital in promoting and giving character to works of internal improvement for the country dependent upon it. Large cities collect together the surplus capital of the surrounding country, and a mercantile life trains men up for the management of enterprises calling for administrative talent, and involving large moneyed operations.

No sooner had the people of this country commenced the construction of railroads, than the city of Charleston entered upon the great work of that State-the South Carolina railroad. This was one of the first projects of the kind undertaken in this country, having been commenced in 1830. Its main trunk extends from Charleston to Hamburg, on the Savannah river, opposite Augusta, Georgia. It has two branches; one extending to Columbia, the political capital of the State, and the other to Camden. The entire length of the road

and its branches is 242 miles. Its cost has been a little less than $7,000,000.

This road not only bears an important relation to all the interests of the State, but has given birth to other extensive lines of road, and forms very important connexions with them.

At Augusta a junction is formed with the Georgia railroad, by means of which a communication is opened with the railroads of that State, which are soon to be extended to all the neighboring States. Already have the Georgia lines reached the Tennessee river; and by the first of May next, they will be carried forward to Nashville, the capital of the State of Tennessee, whence railroads are in progress toward Louisville and Cincinnati. From Atlanta, the western terminus of the Georgia railroad, a line of railroad is nearly completed to Montgomery, Alabama, which will soon be pushed forward to the Gulf of Mexico on the one hand, and to the Mississippi on the other.

By means of the Tennessee and Kentucky roads alluded to, Charleston is now about to realize the celebrated project of the Charleston and Cincinnati railroad. The history of this scheme is well known. It originated in the bold idea of making that city the commercial emporium of the great interior basin of the country, particularly the lower portion of it. To effect this object, a continuous line of railroad, under one organization, was proposed, in as direct a line as possible, to the city of Cincinnati. This project attracted, for a time, much interest in the States of South Carolina, Tennessee, Kentucky, and southern Ohio. It was believed to be entirely practicable, and large sums were expended in reconnaissances and surveys of the routes. We now see the accomplishment of the scheme, upon the original plan, to have been, at the period when it was commenced, impracticable. As far as the means and the engineering skill of the country were concerned, the project was premature. Its magnitude was beyond the ability of all the interests that could be brought to bear upon it. The termini being given, the route assumed was the shortest possible line between them. The route selected, therefore, could not command the means of the country, applicable to a road between the cities named; and, as might have been expected, the original project fell through. The different sections, however, upon the most practicable line, as far as means were concerned, commenced the construction of detached links, having in view local objects alone. These are now so far advanced that the formation of the whole line may be regarded as secured.

By the more circuitous route by way of Nashville and Louisville, the means for a railroad from Charleston to Cincinnati are now provided, and the whole route is either in operation or in progress. From Charleston to Nashville, a distance of about 600 miles, the line will be completed by the first day of May next. Upon the line from Nashville to Louisville, a distance of 180 miles, working surveys are now in progress, preparatory to placing this entire link under contract. Louisville and Cincinnati are soon to be united by means of the Louisville and Lexington and the Covington and Lexington railroads. The former is in operation; the latter will be completed next year; and the city of Charleston, without any expenditure other than that requisite for the construction of roads within her territory-excepting a small

loan to the Nashville and Chattanooga road-sees the great project, for which she so zealously labored, on the eve of accomplishment.

A more direct, and apparently appropriate line, than that above described, is one traversing the entire length of the State of South Carolina, in a northwesterly direction, crossing the northeastern corner of Georgia and the western portion of North Carolina, running down the Little and up the Great Tennessee rivers, to Knoxville; thence by the Cumberland Gap, or some practicable pass in its vicinity, through Danville and Lexington, Kentucky, to Cincinnati. The only portions of this line for which the means are certainly provided, are those extending from Charleston to Anderson, in South Carolina, a distance of 243 miles, and from Cincinnati to Danville, a distance of 128 miles, making in all 371 miles, and leaving about 350 miles to be provided for. That this direct line will be accomplished, cannot be doubted. A considerable portion of the country traversed can provide sufficient means for its construction, and the necessary balance will be supplied by connecting lines and by private interests. For that portion of the link, unprovided for, between Anderson and Knoxville, it is believed that the legislature of the State of South Carolina will extend liberal aid. The South Carolina and the Greenville and Columbia roads, forming the lower portions of this great chain, are also expected to render efficient support. That portion of it through the State of Tennessee will undoubtedly receive the benefit of the recent internal improvement act of that State, which appropriates $8,000 per mile to certain leading lines-a sum sufficient, with what private means can be obtained, to secure its construction. The link from Danville, Kentucky, to the boundary line of Tennessee, traverses a region of vast mineral resources. It is believed the amount lacking to complete this link, beyond the means of the people upon it, will eventually be furnished by parties interested in the whole as a through route. Active measures are in progress upon the entire route to secure the necessary surveys, to provide the means of construction, and to awaken the minds of the people to the importance of the work.

The other important projects in South Carolina are the Greenville and Columbia, the Charlotte and South Carolina, the Wilmington and Manchester, and the Northeastern road, extending from Charleston to a junction with the Wilmington and Manchester road. The Charlotte and South Carolina and the Wilmington and Manchester roads lie partly in North Carolina, but they are appropriately described as a portion of the South Carolina system.

The Greenville and Columbia road extends from Columbia, the terminus of the Columbia branch of the South Carolina railroad, to Greenville, a distance of about one hundred and twenty-three miles. It has two branches-one extending to Pendleton, and the other to Anderson court-house. The leading objects in its construction are of a local character; though, as before stated, it is intended to make it a portion of a through-line to the Mississippi Valley. The road traverses one of the best portions of the State. It has been built at a low cost, owing to the favorable nature of the country traversed, and the enterprise promises to be highly remunerative. A considerable portion of this line is in operation, and the whole will be completed at an early day.

There is in progress from this road a branch of some magnitude extending to Laurens, and a portion of it is in operation.

The Charlotte and South Carolina railroad has been briefly alluded to. Its line extends from Charlotte, the most important town in western North Carolina, to Columbia, the capital of South Carolina, and is about one hundred and ten miles long. It is an important link between the other roads of the States, and, with them, between those of the northern, southern, and southwestern States. Its local business will be lucrative, as it traverses a rich country without suitable avenues to market. Like most of the southern roads, it has been constructed at a low cost. It is nearly completed, and will be shortly opened.

Connected with this road at Chester is a branch road, called the King's Mountain railroad, in operation and extending to Yorkville, a distance of about twenty-five miles.

Wilmington and Manchester railroad.-The chief object of this line is to supply the link for the connexion of the roads of the States of South Carolina and Georgia with those of the north. It is this object which gives it general importance, though its principal revenues will undoubtedly be derived from local traffic, which the country traversed will probably supply. The road is about one hundred and sixty-two miles long. Its construction is essential to the convenience of the travelling public, and will add largely to the traffic of all the connecting lines. A glance at the accompanying map will well illustrate its relations to other roads. Although a first-class road, it is constructed at the minimum cost of southern roads. The whole line is under contract and well advanced; some portions of it are opened, and the whole is in progress to completion with all practicable despatch.

The only project of any considerable public importance, not already noticed, is the Northeastern road, extending from Charleston to the Wilmington and Manchester road, at a point between Marion and Darlington. The object of this road is to secure to Charleston a more direct outlet, and to place her in the line of travel between the North and the South. Without such a work, the tendency of the Wilmington and Manchester road would be to divert the through travel from that city, and would consequently threaten her with the loss of a portion of her business, and public consideration. To fortify her position, this city also proposes to construct a railroad direct to Savannah. By these works she will place herself on the convenient line of travel between the extremes of the country.

The length of this first-named line will be about one hundred miles. Its cost will be between $1,500,000 and $2,000,000. The work is light, the only difficult point being the crossing of the Santee river. The route is now under survey, and will be commenced as soon as practicable. The road may be regarded as a Charleston project, and that city will contribute largely to its construction.

GEORGIA.

Population in 1830, 516,823; in 1840, 691,392; in 1850, 905,999. Area in square miles, 58,000; inhabitants to square mile, 15.62.

The State of Georgia has distinguished herself for the extent, excel