Gtye library of t&e ®mbersiit v of Jgortf) Carolina (Entootoeb bp Cfje dialectic anb ^tjtlantljropic g>ociette£ C* 3SS-.I- fT8T2,«| C.2L Ac. Doc. No. 4.] - [Safe. -185i4-'*& REPORT ESTIMATED COST Ofr THB 3teilj Carulraa & Stotai laateai. RALEIGH • W. W. HOLDER PRINTER TO THE SffATE. 1854. [Document No. 4, accompanying Governor's Message. Ordered to be printed.] To the Honorable the General^As-sembly of the htate of North Carolina : I herewith transmit the Report of Col. Walter Gwynn, Chief Engineer of the Survey of the North Carolina and Western Railroad Route. The Engineer found the appropriation insufficient to complete the survey, and had therefore to supply the de- ficit from his own means, or to abandon the work without being finished. lie pursued the former course, and I recommend that the General Assembly refund to him the amount thus expended. DAVID S. REID. Executive Department, Raleigh, December 5, 1854. ■ Raleigh, December 5, 1854. His Excellency, David S. Reid : Sir — I have the honor herewith to submit my Report of the estimated cost of the North Carolina and Western Railroad. The maps referred to in the report are not all completed; they will be finished in a few days and handed in. < I beg here to call the attention of your Excellency to the fact which I verbally mentioned some time since, that the appropriation for the surveys proving inadequate, they were continued upon my own responsibility for the excess ef expenditures over and above the appropriation. I have the honor to be, Your Excellency's most ob't serv't, WALTER GWYNN, Chief Engineer. Surveys K C. & W. R. R. . *s REPORT. Raleigh, December 5th, 1854. His Excellency, David S. Reid : Sik : I have the honor to lay before you the result of the surveys for the North Carolina and Western Railroad. I was appointed to make the surveys for this road in July, 1853. On the 16th of August following, a party of Engineers was organised, and the survey was commenc- ed at the mouth of Silver creek. Before the close of the season, a line was run to the Tennessee line, through the Swananoa Gap, and the valley of French Broad River. Field operations were then suspended, and were not re- sumed until April, when two parties were sent into the field. For my guide in the discharge of the important duty confided to me, I have kept constantly before me the re- quirement of the act'of the Legislature to make " a sur- vey of the most practicable route for a Railroad from, some point on the North Carolina Railroad, at or near the town of Salisbury, across the Blue Ridge to the Ten- nessee line." The topographical features of the country indicate four routes for the proposed railroad, which will be best desig- nated by the nomenclature of the mountain passes, viz : The Watauga, Linville, Swananoa, and Reedy Patch Gaps. All four routes are common to some point on the ridge, dividing the waters of the Yadkin and Catawba ; from this point the route to the Watauga Gap, would be separate and distinct from the others, which would coin tinue to occupy the same ground to the valley of the Ca- tawba, where the Reedy Patch Gap route would fork to the South, and the Swannanoa and Linville Gap routes would continue on together to Linville river, where they would separate, Swananoa Gap route pursuing the val- ley of the Catawba, and the Linville Gap route the val- ley of Linville river. The Watauga Gap route strikes the State line in the valley of the "Watauga river about forty miles from Jonesboro', and thirty-three miles from the " camp ground," said to be an eligible point for forming a connection with the East Tennessee and Virginia Rail- road. The length of this line from Salisbury, the start- ing point of all the routes to the Tennessee line, would be about 121.^ miles. The Linville Gap route termin- ates on the State line in the valley of Doe river; its length would be about 125* miles. The Swananoa and Reedy Patch Gap routes strike the State line at the Paint Rock in the valley of the French Broad river, distant about 80 miles from Greenville on the East Tennessee and Virginia Railroad. The length of these routes are respectively 186. ^ and 195* miles. A reconnoissance of these several routes led to the determination to survey the Swananoa and Watauga Gap routes. Reedy Patch route, besides opposing great difficulties in passing from the valley of the Catawba to that of Broad river, presents the insuperable objection in the passage of the Blue Ridge of a resort to "five in- dined planes, which it would be necessary to surmount by stationary power, as the grades are too steep for the most powerful engine to work with proper effect." This is the language employed by Gen. William G. McNeill in his description of the Reedy Patch Gap, in his report on the surveys for the Louisville, Cincinnati, and Charles- ton Railroad in 1837. For this reason, Gen. McNeill dis- * Measured on the map of this State. carded it from his list of practicable locomotive routes, and for the same reason I decided against applying the limited means at command to a survey of it. The great and leading objection to the Linville Gap route presents itself in the valley- of Linville river, which for a distance of about twelve miles is shut up in a crooked gorge between the Linville and Short-off moun- tains, which opposes at almost every point, precipitous, cliffs and high mural precipices, rendering the valley hardly accessible to the tread of human foot. This dif- ficulty might be avoided by ascending Canoe Creek, which heads on the east side of Table Mountain ; but the passage of the mountain Would present such serious difficulties, that it is doubtful whether it would be more practicable than the valley of the Linville. These considerations determined me, although I en- tertained strong doubts as to the practicability of the Watauga route, arising from the great elevation of the mountainfpass, very discernable to the eye, to select it for a comparison with the Swananoa route. Discarding, therefore, any farther consideration of the other routes, I shall proceed as briefly as possible to pre- sent the results of the surveys. Commencing with the Swananoa Gap route, which for convenience of description, I will divide into four sec- tions, viz: — The Western, Mountain, Piedmont, and Eastern sections. I.— THE WESTERN SECTION, from the Paint Pock to the mouth of Flat Creek, 58 miles. The line was traced on the south side of the French Broad river for a distance of 42 miles, it was then con- ducted across to the north side, and continued on that side to the mouth of the Swananoa, which river it as- cends to its junction with Flat Creek. In order to avoid some abrupt meanderings in the Swananoa river, and the precipitous cliffs, which confine the river in its sinu- ous course, at two points, it was thought advisable to leave the valley and cut through the narrow ridges ly- ing in the bends ; with these exceptions, the line is traced along the side slopes or across the bottoms and around the cliffs, which make into the French Broad and Swananoa ; continuously alternating between cliffs, ,,. steep hill sides, and bottom lands, a minute description of the line would be a continued repetition of detail* presented in the accompanying tables marked ABC and D, and in the delineation of this line on the sheets, numbered from 1 to 6, inclusive. The tables give the localities of the bridges, the rate of grade and curvature, &c. An examination of these will show that at one point in the valley of the French Broad the grade is 51 feet to the mile, and in crossing one of the bends of the Swananoa above mentioned, it is increased to 68 feet per mile, that the least radius of curvature is 674 feet, which, as well as the grade, is within the limits found on some of the principal roads laid on the western slope of the Blue Ridge. The cost of this section is estimated at $1,139,919. II— THE MOUNTAIN DIVISION. From the mouth of Flat Creek to the mouth of Crooked Creek, 20^ miles. After several trial lines across the mountain, one pass- ing through Laquey's Gap, a description of which and the causes which led to their abandonment, would only tend to confuse and embarrass the subject. The line selected as the most feasible passes up a branch of Flat Creek, ascending at the rate of 26 and 68 feet to the mile, to a level grade 800 feet in length ; from the end of this grade the mountain will be pierced with a tunnel 320 .feet below the summit, through which there is a grade descending at the rate of 100 feet per mile. The length of the tunnel is 7,900 feet from the eastern portal, the line continues very direct for about two miles, it then turns southward and is laid along the eastern slope of the main mountain, meandering around Young's Creek and other branches of the Catawba, tunneling and cutting through the ridges which divide them, until it crosses over and arrives on the south side of Allison's creek, one of the main tributaries of the Catawba, thence it follows alternately the slopes of spurs thrown out from Menden- hall's, Clark's and Edmonson's, until it reaches Crooked creek. These ridges are all overcome by cuts except one opposite the mouth of Allison's creek, where a tunnel of 600 feet is encountered. This division embraces the most serious difficulties on the line of the railroad. Besides the tunnel through the Blue Ridge and the 600 feet tunnel just mentioned, there are five others passing through the ridges making down from the Blue Ridge, and separating the head branches of the Catawba between the moun- "tain tunnel and Allison's creek, whose circuit the line is compelled to make in order to gain distance for admissi- ble grades. These tunnels are respectively 300, 260, 1300, 800, and 2200 feet in length, making in the aggre- gate including the main tunnel, and the tunnel at the mouth of Allison's creek, 13,360 feet of subterraneous road. For further details in relation to this important division of the road, I beg leave to refer to the maps numbered 7, 8 and 9, and to the profiles, and to the tables of grades, curvature, distance, and elevations thereto annexed. From an inspection ot the maps, the topography would seem to indicate Mill Creek, or the slopes of Big Ridge between Catawba and Allison's Creeks as the route of the railroad, but the elevation of the line at the heads of those creeks is so great that the directness of their cours.o which so immediately points to them as the route for the 10 road, forms in this case, their main objection, for the rea- son that they do not afford sufficient distance for available grades. To obviate this difficulty, it became necessary to make the detour to the south as beforementioned, and tunnel through Big Ridge, as laid down on the map. In farther examinations preparatory to a final location, it may be found that the tunnel, 2200 feet long through the Big Ridge, may be somewhat shortened by cross'ng the ridge a little higher up. It is also believed that the tunnel through the Blue Ridge may be reduced in length, and that the whole line is susceptible of improvement in all its most objectionable features. The estimated cost of this section is $3,079,265. III.— PIEDMONT SECTION". From the mouth of Crooked Creek to the mouth of "Ward's Branch, 37 miles. "With the view of cutting off the bends of the Catawba, this section of the railroad was carried across the coun- try, passing through Marion and near Marganton. The uniform character of the high and numerous ridges, of which Snowhill is the principal, which cross the line, establishes the fact, of which I entertained but little doubt before running the line, that the road must of ne- cessity conform to the valley of the Catawba. Never- theless, an estimate of the line, as run, has been prepared, and the accompanying maps numbered 9, 10, 11, 12 and 13, together with the profiles and tabular statements will show its direction and character. In lieu of the estimate on this line, however, I propose substituting an estimate of the cost of the valley route, predicated upon a portion actually surveyed, and a com- parison therewith of the remainder not instrumentally ex- amined. In this way I make the cost of this division of the road $S8G,449. 11 IV>— EASTERN SECTION, From the mouth of Ward's Branch to the termination of the railroad, 71.^ miles. This section follows the 'valley of the Catawba river to a sudden bend at Long Shoal, about two miles above Oxford's Ford, where the line crosses the river and con- tinues in the valley to Island Creek, up which it ascends, crossing on the way three prongs of Elk Shoal Creek to Norton Ridge, which divides the waters of the Yadkin from those of the Catawba, then along this ridge to the North Carolina Railroad, near Mrs. Partee's, and thence along the North Carolina Railroad to Salisbury. Maps number 13, 14, 15, 16, 17, 18, 19, 20, 21 and 22, the tables and profiles show the direction and characteristics of the line. The route, however, which will probably, upon farther examination, prove to be the best and most direct to Salisbury, will leave the line just described in the vicinity of St. Michael's church, thence along the ridge, dividing Third and Withrow's creeks, and thence across Grant's creek to the town of Salisbury. I also suggest for future examinations, a line leaving the valley of the Catawba at the mouth of Horse Ford creek, ascending along Spring branch to Buffalo creek, thence down this creek to its mouth, thence across the Catawba river at Buffalo Shoals, thence up the valley of a small stream to a union with the line first described near Kyle's crossroad, and thence following it to Salisbury. The chief objection to this line will be the grades encountered in crossing the bend of the Catawba, between Horse Ford and Buffalo creeks, its length will bo about the same as that terminating at Mrs. Partee's, and the variation in cost, if any, will be so inconsiderable, that the estimate of the line to Mrs. Partee's which is $1,428,230, may bo assumed as the cost of the other. 12 Summary of the cost of the Sioananoa Gap route 186^ miles long. Western Section— For excavation, embankment, bridge and other masonry, and bridge superstructure, roadway superstructure, engineering and general administration, warehouses, water stations, land damages and overseers' houses, $1,130,920 Mountain Division, for do. 3,079,265 Piedmont Division, for do.' 886,448 Eastern Division, for do. 1,428,230 Repair shops & warehouses at the ter- mini of the road, 150,000 Locomotives, 30, at $9,500, 285,000 Passenger coaches, 20, at $2,500, 50,000 Baggage cars, 10, at $1,600, 16,000 Freight cars, 500, at $650, 322,000 Gravel cars, 100,. at $260, 26,000 Total cost, $7,382,863 Startling as this aggregate may seem to persons unac- customed to contemplating enterprises of such magni- tude, nevertheless, it is certain that with but one excep- tion the great Alleghany range has no where been pene- trated by a railroad at so small an expenditure. The above estimate embraces every item of expendi- ture that is likely to occur, and is carried out in all it* details on the most liberal scale, believing it to be better for the interests of the State that I should over estimate than under estimate the work. The present high price of labor and provisions is assumed as the basis. The tun- nels are estimated at twenty per cent, more than the most difficult tunnels in the country have cost — the super- structure of the road at $8500 per mile, and eight per cent, added for turnouts ; for engineering expenses and general superintendence, I have allowed $1000 per mile, $45,000 for land damages, for warehouses, overseers' houses and water stations, $300 per mile, and $150,000 in u addition for machine shops and warehouses at the termi- ni of the road ; to the estimate for excavation, embank- ment and masonry, I have added 20 per cent, to cover a possible nnder estimate of the amount of rock excavation and unforeseen difficulties in obtaining foundations. And I find from a report published since I prepared my esti- mate for equipments or " rolling stock," that I have allowed for 10 locomotives, 4 passenger coaches, 150 freight cars and 100 gravel cars over and above what is estimated for on one of the most important roads in Vir- ginia, now drawing fast to completion, on which receipts to the amount of $1,235,657 are anticipated. It will not, of course, be expected that an exact estimate can be made of the cost of a railroad passing through such a country as that above described, from preliminary examinations and experimental surveys alone. From as careful a calculation, however, as I am able to make from existing data, aided by a knowledge of the cost of simi- lar works in a similar country, I feel no hesitation in ex- pressing the belief that the road can be built with a sin- gle track of heavy iron rail, and equipped within the sum aboved named. The mountain section opposes the only difficulties worthy of consideration, as has been before observed. On this section seven tunnels occur, and between the spurs which divide the branches of the Catawba, high embankments are encountered, which tend greatly to swell the cost of the work. The line is, however, practi- cable both as regards curves and grades, which in the passage of the Blue Biclge, is a matter of paramount con- sideration. The cost, whilst it is an important desider- atum, yet, regarding the object to be attained, may be viewed as secondary. Such at least? has been the view taken in other portions of the country, judging from the enormous amounts, (greatly exceeding our estimate) which have been expended in surmounting the Blue 14 Ridge, to accomplish objects not greater than those -which we expect to achieve here. In the ascent eastward the lo- comotive is not taxed beyond its power ; on the hundred feet grades westward across the mountain it may be neces- sary sometimes to duplicate its powder by the employment of an additional locomotive. This is however done on the Baltimore and Ohio Railroad, and on every railroad in the country crossing the Alleghany Mountains, except one. The valleys of the French Board, Swananoa and Ca- tawba aiford no difficulties of a formidable nature ; the bends which require abrupt curvature, and the cliff's which extend to the water's edge, may be regarded rather as exceptions to the generally favorable nature of their valleys, than as characterizing them as remarkable for the obstacles which they would oppose to the construction of a railroad. THE WATAUGA GAP ROUTE. The first step taken in the survey of this route was to test the availability of the country drained by the tribu- taries of John's river for the eastern descent of the Blue Ridge. With this view three depressions were selected for the passage of the mountain ; one at the head of the south prong of John's river, one at the head of Middle Fork, and one at the head of Nat's Cave Creek. The ascent from the westward to the first depression was made from the State line through the Watauga and Moody's Mill Creek, one of the head waters of the Watauga river, and the approach to the second and third depressions wa.i hiade by the valley of Boon Fork of Watauga as a com- mon route to both, to a point about a mile from each de- pression, whence the two summits are attained by lines branching off at an angle of degrees with eacfi other. The routes. being thus established from the State line to the heads of the three prongs of John's river above men- tioned, a line of levels was next run from the head of 15 Middle Fork following in the direction of the country road to Mr. Carrol Moore's, a distance of seven miles from the summit. The fall to the foot of the mountain, four miles from the summit, was found to be 1959 feet, and to Mr. Moore's 2122 feet. The width of the mountain at the points assumed for the crossing, ascertained by a crest line of levels to be the lowest depression is so great, that the elevation cannot be reduced so as to bring the grades within the capacity of the locomotive. Assuming the levels of the tunnels at 1722 feet, the tunnel at the head of South prong of John's river would be 10,700 feet, at the head of Middle Fork 12,500 feet, and to open into the North prong or Nat's Cave Creek, the tunnel would be 7920 feet in length. By following the side of the mountain which is cerrated by a succession of elevated spurs that would require frequent short tunnels and ren- der heavy embankments necessary in passing from one to the other, about eight .and a half miles would be ob- tained from the eastern portals of the tunnels to Mr. Moore's, which would give a grade of 202 feet to the mile, supposing it practicable to obtain a uniform grade. The grades therefor being so great as to render a resort to stationary power necessary. I considered the route by the waters of John's river, heading in the cove between the Grandfather and the Blowing Rock mountains, as impracticable. A table marked (Ay in the appendix exhibits the lev- els, distances, «fec, of all the prominent points from the State line to the valley of John's river. Being cut off from an approach to the mountain by the valleys of the tributaries of John's river, heading in the Grandfather mountain, a high and elevated peak, which deprives; the Blue Ridge of its name in the vicini- ty and field of our operations — my attention was directed to the valley of the Yadkin, and a lin e was run from the eastern portal of the tunnel at the head of Nat's Cave 16 Creek, to the Blowing Rock Ridge, encountering on the way, in a distance of four miles, four tunnels of an aggre- gate length of 3,100 feet, and embankments ranging as high as 75 feet — penetrating Blowing Rock Ridge, by a tunnel 4,100 feet long, 661 feet below the summit — -the line falls into the waters of the Yadkin at the head of Bently Camp Branch, thence along the valley of this stream half a mile, thence by a very circuitous route on the mountain slopes, crossing several high ridges, two of which will have to be tunnelled, it strikes the main branch of the Yadkin near Mr. Isaac Story's, thence making a deflection to the right ; it descends on the slopes of the ridge between the main Yadldn branch and Dennis branch, 4£ miles from Blowing Rock tunnel — on reaching Dennis branch, the line was found to be elevated 400 feet above its valley, and the ground falling so fast on the opposite side, that although some distance might be gained by making a detour around the head of the creek, yet the grade could not be sustained.- This line was therefore abandoned. Attention was now di- rected to the practicability of turning Blowing Rock Ridge, by a line on its southern slope, and passing through it at a low gap, meander around the head branches of Mulberry Creek, which makes into John's River, thence through Chesnut Mountain at the Mulberry Gap — pass over upon the branches of the Yadkin, and so gain distance for the descent. But finding the season drawing fast to a close, and the appropriation for the survey inadequate to the organization of another party, indeed already consumed in the elaborate surveys that had been made on this route, it was determined to make the descent to the Yadkin on a line, intermediate to the last mentioned line, (which will be again promi- nently adverted to,) and the trial line to Dennis branch above mentioned. Returning then to the Blowing Rock tunnel, a line was traced thence down Bently 17 Camp branch to its confluence with the Yadkin — dis- tance 2 ^ miles, and fall 895 feet, thence it follows the low grounds of this stream for 5 miles, and makes a de- scent of 330 feet, thence assuming a grade of 105 feet per mile, the line descends alternately along the slopes of Fork Mountain and Buffalo Eidge, until the low grounds of the Yadkin are reached by this grade in a distance of 3 %L miles, in this distance the Yadkin river is crossed six times by bridges of 200 feet span each, and the excavation and embankment will be very heavy. — At the foot of the 105 feet grade, the line again crosses the Yadkin river, and following close to the turnpike for a short distance, strikes through the low grounds, and again crosses the river, it then descends along the slopes of Rip-Shin Mountain, in close proximity to the river, until it arrives at a point opposite Patterson. Hie grades in this distance are 60 and 22 feet per mile, the ■course of the line very direct without much curvature, and the work light. The line continues in the valley of the Yadkin, one mile below Patterson, to the mouth of "Warrior Branch, thence up that branch 1 ^ miles, thence passing through the Warrior Mountain by a tunnel 1,100 feet long, thence descends along a branch of Lower Creek, to within about a mile and a half of the village of Lenoir, thence it crosses a ridge to another prong of Lenoir Creek, which it descends for a short distance ; thence ascends to the summit of the ridge which divides the waters of Lower and Gunpowder Creeks, and passing through this ridge by a tunnel 800 feet in length, it falls into a branch of Gunpowder Creek, along which it de- scends 1. ^miles, it then ascends, passes over a ridge to the main branch of Gunpowder Creek, which it crosses and immediately overcoming another ridge, enters upon the waters of the Catawba, in the vicinity of Horse Ford Creek, where it unites with the Swananoa Gap route. The road from Patterson to the Catawba will be tolerr Ac. Doc. No. 4] 2 18 ably direct, but with objectionable grades and very expensive. Recurring now to the portion of the line between the Blowing Ridge and the Yadkin river, it will be perceived that the fall is 895 feet in a distance of 2j 8 7 miles,, or 311 feet to the mile. I have also shown by the line to Den- nis branch that this objectionable feature cannot be i over- come by any line in that direction, or north of Bently Camp creek. If a line with practicable grades can be obtained — and whilst I have great doubt whether it can be at an admissible cost, I am not prepared to say that it cannot — we must look to the south of Bently Camp creek. For reasons heretofore stated, we were prevented from making the surveys as full as the intricacy of the country required. Between John's river and the Yadkin, where the line just described leaves the Yadkin, no por- tion of the State east of the Blue Ridge is so rugged and opposes so many difficulties to the construction of a rail- road. The whole surface is diversified with high ridges and spurs dividing the various branches of the Catawba and Yadkin. To trace out the various routes which pre- sent themselves, and to arrive at anything like a correct conclusion as to the practicability of a railroad on this portion of the Watauga route, would require the unre- mitting labors of a party of engineers for a whole season. I would recommend a close examination and probably a Burvey, if farther examinations of the Watauga route should be deemed necessary, of Mulberry creek, a tribu- tary of John's river, though owing to the great elevation of the summit level of the mountain, which is 813 feet higher than the Swananoa, I doubt whether any of the tributaries of John's river can be made available. Such being my views, derived from a knowledge of the char- acter of the country, and from the elevation of points ascertained by offsets from the line down Bently Camp branch. 19 I have in the estimate, in preference to a total aban- donment of the route, superseded the line which was surveyed and proved to be impracticable from the eastern portal of the Blue Ridge tunnel to a point 4 J miles above Patterson, by the conjectural line before mentioned. This line, after meandering around the heads of Nat's Cave creek, enters the valley of Estis" Branch : there are four tunnels on this portion of the line, viz : three 600 and one 500 feet in length, thence it runs down the slopes of Estis branch for a short distance, and bearing around through alow gap in the intervening ridge strikes around the head waters of a tributary of the above stream to a gap in the Blowing Rock ridge, passing through this by a tunnel 2600 feet long, thence meandering around the head waters of Mulberry creek, it descends along the slopes of the ridge, dividing Mulberry crees from the Yadkin, to the Mulberry Spring gap, passing through the gap by a tunnel f of a mile long to Bently Camp branch, thence it crosses, in succession Bently Camp, Town Site Ridge, the main branch of the Yadkin, a ridge between it and Dennis' branch, then Dennis' branch, thence it follows along the slopes of Buffalo Ridge until it intersects the surveyed line one mile above a point known as the narrows. The length of this line is 14 miles, and the grade will be 111*,, feet per mile ; commencing at the foot of this grade the line descends for three miles at the rate of 105 feet, and thence to Patterson at from 60 to 22 feet per mile. The accompanying map will more particularly define this line. I have great doubts whether this line with the grade assumed, or with any uniform grade can be obtained. I apprehend on many parts it will be necessary to increase and vary the grade to a degree that will render the line impracticable. Having now designated a line from the Eastern portal of the Blue Ridge tunnel to its junction with the Swan- anoa route at Horse Ford — no part of which however, 20 can be considered as arbitrary or fixed, not even the point of union with the Swananoa line. For upon a more full and thorough examination it may prove to be advisable, should aline by the Yadkin valley be obtained, to cut off the detour of Gunpowder creek, cross Brushy mountain and unite with the Swananoa line on Norton ridge. It now remains for me to notice more particular- ly, that portion of the route between the State line and the Eastern portal of the Blue Ridge tunnel, which will complete the "Watauga Gap route. This portion of the route lies in the valleys of the "Watauga and Boon Fork on the "West of the mountain, and opens on the East into one of the head branches of Nat's Cave creek, by a tun- nel through the Blue Eidge 7920 feet long. The "Watau- ga is literally a mountain stream. In forcing its circui- tous passage through the many ridges which are inter- sected by it, it is confined within very narrow limits, and with but few exceptions is bounded by steep, rugged and often precipitous cliffs. In Boon Fork, the slopes of the spurs in some places recede from the stream, and the ground offers greater facility for the construction of the road. Throughout this whole section, however, the road will be characterised by a succession of abrupt curves, steep grades, heavy excavations and embankments, and tunneling. In the valley of the "Watauga, there are four tunnels, one 1200, one 650, one 500, and one 200 feet long. 21 RECAPITULATION OF THE WATAUGA ROUTE. Sec. 1. From the State line to the Eastern portal of the tunnel through the Blue Ridge 22. ^ miles (survey e'd) cost, ~ $2,007,737 2. From the Eastern portal of the Blue Ridge tunnel to a point 4% miles East of Patterson, 14 miles (conjectural line) cost, $1,890,750 3. From a point 4£ miles East of Patter- son to the Horse Ford 27.f ( J miles (surveyed) cost, $1,336,205 4. From the Horse Ford to Salisbury 57.^ miles (surveyed) cost, $1,067,341 \ Total length 121.^ miles, and cost, $6,304,033 exclusive of equipments, machine shops, and warehouses, at the ter- mini, the addition of which would make the entire cost, $7,153,034 Comparison of the Watauga and Swananoa routes. 1. The summit level of the Blue Ridge on the Wa- tauga route is 813 feet higher than on the Swananoa route. 2. There are nine summits or undulations more on the Watauga route. 3. The elevation of all the summits on the Watauga ijoute amounts to 1280 feet more than on the Swananoa kroute. 4. The ascent eastward is 380 feet, and ascent west- ward is 1276 feet greater than on the Watauga route. 5. The grades ascending eastward are 94 and 98. c0 feel per mile on the Watauga, against 68 on the Swananoa (Boute. 6. The ascent westward on the Watauga route is effect- 22 ed on grades of 1 14./ feet per mile, for 14 continuous miles, immediately succeeded by a grade of 105 ft. per mile for a distance of three miles, while on the Swan- anoa route the ascent does not exceed 100 feet per mile, occurring at three places on grrdes 4.^ jj and 4 miles in length with moderate grades intervening. 7. The curvature is greater in amount on the Watauga route. 8. There is a greater length of bridging on the Wa- tauga route. 9. There are 9110 feet more tunnelling on the "Watauga than on the Swananoa route. 10. There is a much greater amount of heavy excava- tions and embankments on the steep mountain slopes on the Watauga route. 11. The Watauga route is 64 ^ miles shorter, and: costs $229,830 less than the Swananoa route. From these comparisons, it results in every essential characteristic, except in cost and measure distance, the* Swananoa is superior to the Watauga route. But ad vantage in cost is counterbalanced in the greater expense of "working" the Watauga route, and the difference in actual distance is more than compensated by the usual computation of heights equivalent to distance applied to the greater elvation to be overcome on the Watauga route. Therefore, with the data before me, I feel constrained tc give the preference to the Swananoa route, and I have nc doubt that it will prove to be the most practicable route for a railroad from Salisbury to the Tennessee line. In an riving at this conclusion, I have not permitted myself tc wander from a strictly professional consideration of the sub : ject. I could name ohter considerations which might in fiuence those whose province it may be to take a wide] range, and a more extended view, but will confine mysel to calling attention to a single fact and leave others to weigl and attach whatever importance it may be entitled to. . 23 allude to the saving in transportation which will be effected by the Swananoa route over the East Tennessee and Virginia Railroad, looking to the extension of a railroad into Kentucky through the Cumberland Gap. The friends of this scheme contemplate, as I understand, forming a connection with the East Tennessee and Virginia Railroad somewhere in the vicinity of Greenville, to which point it is most probable the North Carolina and "Western Rail- road will be extended. Now should this road be carried by the Swananoa route, the Cumberland Gap road would be in the almost direct line of its prolongation ; but should the Watauga route be taken, the trade and travel from the Cumberland Gap road would have to make a circuit of 70 miles over the East Tennessee and Virginia Railroad, which in measured distance, would mOre than counterbalance the difference in distance be- tween the Swananoa and Watauga routes. This state- ment will be found in a communication of one of the engineers of that road, addressed to the "Executive Board of the Atlantic, Tennessee and Ohio Railroad." It was my intention during the past summer to have reconnoitered a route between Ashville and Chattanooga, passing through Henderson, Haywood, Jackson, Macon, and Cherokee counties, but mnch to my regret and mor- tification, the time I designed appropriating to this object was lost by sickness. Though the appropriation did not admit of as exten- sive and minute surveys as could have been desired, enough has been done to establish beyond all doubt, the practicability of a railroad across the Blue Ridge, and that too, at a moderate cost, in proportion to the magni- tude and importance of the object. I do not feel myself called upon to estimate the income of the road. The sources of its income must of course depend upon the amount of the transportation of freight and the number of passengers. Neither of these can be accurately ascertained at this time, but if we look at the 24 fertility and varied resources of the country through which the road passes, and to its extension to the East Tennessee and Virginia Railroad which communicates with the Mississippi river, and the Georgia, Alabama, and Tennessee Railroads, all must admit that a very large trade and travel may be calculated upon, and as a mere matter of dollars and cents, the road must be highly pro- ductive to the owners of the stock. But in the benefits of this work, the State will be the chief participator. For regarding the improvement apart from the question of profit to the company, who can doubt that, if carried to completion, it will reimburse its cost many times over, in the activity and vigor it would give to the trade of her tidewater cities, in the extension of her foreign and internal commerce, in the increase of her agricultural and mineral productions consequent upon the cheapness of transportation, in the rise of real estate, and in turning the tide of emigration from the western and southwestern States into her own beautiful and fer- tile, but sparsely settled mountain regions, and filling them with towns and cities, and a busy and thriving pop- ulation ! Yfhoever would go into a calculation of the amount w T hich would be saved to the public, the business and in- dustrious classes of the community, by the construction of this road, would be astonished at the result. The character of the State (and as a citizen I say it with pride,) is prudent and deliberative, but let her not delibe- rate too long. Farther delay in the execution of this work will prove highly detrimental, if not fatal to the great interests of the State; it must result in the surren- der of the control of her trade and commerce to the neigh- boring States, in an abandonment of the whole system of internal improvements, and cannot but prove highly injurious to existing improvements, and place the State in a condition of dependence, from which she can never recover. A wise and just regard to her own prosperity, 25 a generous sentiment of public and expansive utility, her ^present manufactures and commerce — her future great and permanent prosperity — the impulse of honor, and of honorable competition with her sister States, the saga- cious calculations of a wise and liberal policy, the dictates of a rational self-interest, patriotism and State-pride, all unite in calling upon the State to embark in this enter- prize, and to move immediately in the grand work of im- provement. It must be evident to every one, that this work, if built at all, must be built mainly by the State.' — It were a mockery for the State to ask the country, imme- diately interested, to make this improvement, or' any large subscription thereto ; she well knows that the wealth there, particularly hi the mountain region, for want of an outlet, such as is now proposed, is not to be found in stocks, nor great pecuniary aggregates. It consists in lands, houses and labour, diffused through thousands of feeble veins, none of which can part with much without embarrassment. The slender surplus, in many instances, amounts to but little more than the taxes which pass into the coffers of the State. Will she, therefore, withhold the aid necessary for the rapid progress and speedy com- pletion of a work, in which her honor, her rank in the Union, and the prosperity of her citizens are so deeply involved ? In conclusion it remains for rue to say that I am much indebted to the unwearied exertions of Mr. W. A. Kuper^ and Mr. J. 0. Turner, on whom devolved the responsibil- ity of directing the parties in the field, which duty they performed with ietelligence and fidelity. , I have the honor to be Your Excellency's most Obedient servant, WALTEK GWYOT, Chief Engineer. o m ■< o to < to ► to O i— i CZ2 to 02 *« q $> § ^ 1 g < CC GO 1 N 03 32 +3 03 03 03 O H -a ■5 - Oblique. 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Tot'l Des. lO N CO CO OO H H H CI O t- n COO©H005QHlOt-lOO cm w ■* io 10 ® co ;- cm Tot'l As't CD 1075 1276 Ground Level above Tide, +3 00000000000c:; H l> LO O OS CO r-i tH GO CO OS* HH lQJOWfflCO^THCOfflHMOT CM CO CO CM CM O O lO I— OS "* CO CMCMCMCTCMCMHCMHHHH Grade Levels above Tide. 4-i OOOOOOOO O O O O 00 W X— id O" CM rH CO r-H GO CO CM* lO CO CM CM -H O lO CO C5 CO OO ■* CMCOCMrHOOSOSOSOOi^HHCO CMCMCMCMlMHrHHrHHHrH 55 . « g.S Hi - 0! OOOOO OOO O OCOOOCMCOOGOCOCM-OCC CO-t— COCMiOCBQOCOCMCOCOr- rj CO H tH CO CM_ t- i-i HH rH CM CM CO CO O id CO CO OS OS OS r-H rjH 06 lOCOCOCOCOCOCOCOCO-t— *- t- Interm'dt Distances 03 i. 00000000000 OCMOOCMOOOCM^rlGO CDHCOC01>HCOCMCOCMrti COCOCM^H-HCOtHCMCM-^HCO id r-H O O r-H O O' O" r-H CM* ^ Names of Places. 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's, ten and one-eighth miles of Richland Mount, fourtee Ridge, one and a half mile e on eastern slope of Blue I ock Ridge. ount Ridge, at Mulbe U -3 Warrior Mount, idge, bet'en Lower & CO g .a i as -4= •£Ph - fej) CO nd a ha . 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TABLE OF GRADES on the Watauga Route of 1ST. C. & Western R. R. — Total distance 64 3-8 miles. No. of Station. Length of Grade. miles & feet Remarks. From 1109 to 929 820 S02 770 737 ,722 655 637| 601 563 514 480 450 435 295 240 218 200 151 107 118 395 510 556 584^ 619 660 700 756i 890 939 982| 929 820 802 770 737 722 655 637| 601 563 514 480 450 435 295 240 218 200 151 107 118 395 510 556 584£ 619 660 700 756^ 890 939 982i 1028£ 2.2190 1.3927 0.1800 0,3260 0.3300 0.2147 1.1388 0.1700 0.3825 0.3800 0.4900 0.3400 0.3000 0.1500 2,3399 1.0070 0.2209 0.1800 0.5185 3.0000 1.2640 14.0000 2.0940 0.4600 0.2850 0.3450 0.4100 0.4000 1.0770 2.2790 0.4900 0.4350 0.4600 94.00 26.00 0.00 64.00 30.00 35.00 38.00 11.00 34.00 44.00 74.00 62.18 28.70 52.80 71.30 98.33 Commencing the at State line and run- ning up valley of the Watauga River. 52.00 19.00 16.00 11.00 Sta. 435 con't of M. D. Sta.295atTu'keBr'ge. 34.00 64.00 39.00 Sta.l51m'thM.M. C. Sta. 107 We'rn Po'l T. 10000 Th'gli Blue R. Tunnel. 11140 Down Ea'rn slope B. R 10500 96.00 Sta. 566 Ya'ly Y. R'r. 60.00 22.00) 34.00 Sta. 626 op. Patterson. Sta. 756| Warrior Gap 83.00 Can be reduced. 63.00 Level Sta. 1015 M'ng House m'es e'st Le'r& a'bt 2 55 Table of Grades Continued. No. of Station. Lengths of Grade miles & feet Rise per Mile. feet. Fall per Mile. Feet. Remarks. 1028^ 1167£ 1167i 1212-1 1212£ 1235 1235 1264^ 1264| 1314 1314 1380 1380 1415* 14151 1428* 1428|- 1476 1476 1533£ 1533-1- 1562 1562 1588 1588 1652$ 1652* 1685" 1685 1700 1700 1735 1735 1853 1853 1863*. 2.3340 0.4500 0.2250 0.2950 0.4950 1.1320 0.3450 0.131 '0 0.4750 0.0470 0.2850 0.2600 1.1170 0.3250 0.1500 0.3500 2.1240 O.IOSO 64.00 34.00 64.00 63.00 13.00 10.00 10.00 64.00 54.00 70.00 Level 45.00 51.00 Level 64.00 10.00 83 Level Sta. 1135 sum't of R'ge be'en L. C. & G. C. Can be reduced. • • Can be reduced. Across Catawba Riv'r. Total, > 1 64^980 1 UNIVERSITY OF N.C. AT CHAPEL HILL 00042071774 FOR USE ONLY IN THE NORTH CAROLINA COLLECTION Form No. A-368, Rev. 8/95