ro 
 
 
 
RRICE ISvCEINTS. 
 
In llie long ago jiast, llieie niybtfiimisly canic 
 An 0(1(1 looking creature, wiiomjione knew liis name ; 
 Ho tislied and lie iiiinted, hnt tronhled no one, 
 \\'as i-onlonled .-ind liM|i|iy willi doo-s anil liis gun. 
 
 After spending awliilo in this lieautifu! siiot, 
 He disappeared suddenlj- — none knew his lot. 
 His cahiii did crnndde to dust and deoav, 
 But his t'anie will exist i'or vnanv a day. 
 
 The Knn ami 1 he JlriilLce will ever n-niain 
 To remind us of ■• .h.hn of tlie Cahin "—the same ; 
 While the genius ami skill of a great engineer 
 In ages to come will ever appear. 
 
 — J. H. Wilson .M.\KRioTr. 
 
 
KX MII.KS iii)illi\\f^;t tVoin the Caiiitdl ;iihI sl-vcii iiiilt'S tVom G!et)rget()\\ii, iipdii the 
 
 TCdiKliiit Uoitd — tlie most beautiful iliiveu-n}' out of Washington — is one of the most 
 imposing and wonderful structures which engineering skill could devise, CABIX 
 JOHN BRIDGE, and yet it would appear tliat this mnnuinent to the genius of 
 man is not as well known nor appreciated by our people and the hosts of visitors 
 and sightseers who come to tlie Capital Cit}- as it should be, for many thousands 
 come to Washington, make a round of the public buildings, a tii[i to Ailington, perhaps, and go away 
 unmindful ot the fact that Cabin John Bridge is one of the architectural wonders of the world. 
 
 Aside from the bridge itself, the creek that it crosses, the ravines and liills,the foi'ests, the deeji, 
 shadowy glens and tangled wildwoods are in themselves deep objects of interest and beauty. 
 
 To reach there a drive or a spin awheel over the Conduit Road — as smooth and hard as a door — 
 is perhaps most enjoyable, but to the masses of people the electric car presents the easiest and most 
 attractive means of reaching there. Take any Georgetown west-l)ound car on F Street, passing 
 through part of fashionable Washington, around Dupont Circle, and on through historic Georgetown, 
 transferring to Cabin John cars at 35th Street and Prospect Avenue. 
 
 In' passing the northwest corner of 28th and P Streets, Georgetown, will be noticed what appear 
 to be three iron-railing fences, surrounding the houses on that corner. As a matter of fact they are 
 not iron railings at all. but consist of old gun barrels that were in use during the war of 1812, when 
 the British invaded Washington and burned the Capitol and White House. The\- deserve a better 
 fate than t<i be used for such purpose. 
 
 Kg 
 
 ^n 28 19<* 
 
Tlic rifle jilniiij tlio jiirtnresqiie hanks of the I'otoinac river is full of interest and delight — 
 the uooded hills and [HXHi[iit(ius hliitt's of Virginia on tlie opposite side, the Chesapeake and Ohio 
 Canal witli its slow-traveling mules, the Three Sisters, The Palisades of the Potomac, High Island, 
 (Jhain Bridge, Little Falls. Glen F-clio, etc., ai'e passed — all forming a panorama of ever-changing 
 scenery, now beauties ai'iiearing to the eye at every turn, until the "loop'' is reached, when one 
 descends from the car to enjo\' still further the immense span of masonry which the skill of man 
 has thrown across the mighty chasm in the hills, whilst all around and below is Nature's handiwork, 
 a combination that appeals to every one who appreciates genius in man and the beautiful in Nature. 
 
 Years liave rolled by since its erection, but it is as solid and immovable as the everlasting hills 
 surrounding it, and as so aiitly inscribed on its abutment, " Eslo Ferpdua" — it will last forever as a 
 monument to the genius and inspiration of its engineer, Montgomery C. Meigs. In the official records 
 of the AVar Department it is known as the " UNION ARCH," by reason of having been erected 
 during the Civil War. and it is so inscrilied u^ion the tablet on the east abutment, lint it is best known 
 as" CABIN JOHN BRIDGE," taking its name from the creek or run which it spans. 
 
 The origin of the title •• Cabin John," as applied to this creek, is somewhat traditionary. History, 
 it seems, has not recorded the exact date at which the remarkable character of this name made his 
 first appearance and settled down in this vicinity, but okl residents are of the opinion (having heard 
 it from their ancestors) that it was about the year 1790 when he took up his ai)ode along the run that 
 has ever since i)ornc liis name. Noone ever seems to have known frum whence he came, or where he 
 went, after several years' sojourn in this romantic spot. lie was known only as '■ .John " or " John 
 
of the Cabin," and iilso at- " Cajttaiii Jolm." Upon sonx; of tlie old records of Montgomery County 
 Mar^dand (in which tliis place is located and not in the District ot" Cohunhia, as supposed hy many) 
 the name ot" the creek is given as " Captain dohn." 
 
 The present name, - Cabin John," is either a corrn[ition of" Captain John " or was derived from 
 " John of the Cabin." This nomadic creature led the life of a hernut, fishing in the streams and 
 hunting in the neighboring forests. He troubled no one, and his otdy companions were said to be 
 several large and ferocious hounds. He disappeared as mysteriously as he came, and nothing was 
 ever known as to his fate. His old cabin crumbled into ruins, and during the ilavs of slaverv the 
 old negroes in the vicinit}- claitned that his gliost was often seen by them near his lonely and deserted 
 cabin . 
 
 There are others who claim tliat this mysterious character was an "Injun." [n a recent drive 
 over the Kiver Road, which is a short distance northeast of the biidge, the wiiter chanced to come 
 across an "old residenter," Cajitain Pyles, who, although in his 90th year, is still hale, hearty, and 
 vigorous. This interesting individual (as well as his father l)efore him) has lived in this vicinity for 
 many, many years, and Ins version of tlie story (having heard it fVom his father's lips) is that in the 
 year 17!'0 an Indian made his a[i[iearanee atid erected his cabin by the creek that afterwards bore his 
 name. He was known only by the name of " John," and afterwards by the name of " John of the 
 Cabin." In ail other particulars his story harmonizes with the generally acce[ited tradition as to his 
 mode of living, etc. In furtlier substantiation of his being an Indian he stated that he had frequently 
 in hie boyhood days' found arrow, spear, and axe heads in and roundabout the old cabin. As Captain 
 
DKtEMllEK (nn, IS^, TWO 
 
Pyles knows every inch of ground in this section, when he makes a statement he does so in a way to 
 impress upon one that he knows what lie is talking about, and is thoroughly familiar with his subject. 
 
 Cal)in John Run takes its rise in a spring near the Fairgrounds at Rockville, and flows some 
 eight miles in a southeasterly direction, emptying into the Potomac a short distance below the bridge. 
 Aside from tlie interest centered in it by reason of the traditions connected with " Caljin John," 
 along its banks and in the vicinity there exist deposits of white-veined or gold-bearing quartz, from 
 which gold in paying quantities has been found. \ 
 
 It will probably be a matter of surprise to many to learn that gold has been found so close to the 
 National Capital, but such is the case. Upon the Huddleston farm, which is on the east fork of the 
 run, some valuable and beautiful specimens of free gold have been found. About the most valuable 
 deposits have been obtained on what is known as the Harrison farm, which is some distance above 
 the bridge and near Great Falls. Ore taken from there assayed from §10 to $30 to the ton, and in 
 some cases very much higher. 
 
 In an able paper, " Gold Deposits of Montgomery County," read before the American Institute 
 of Mining Engineers in 1890 by Mr. S. F. Emmons, of the United States Geological Survey, it was 
 stated that up to that date something over §12,000 worth of bullion had been taken from the Harrison 
 farm mines. On this property can still be seen the remains of the stamping mills, furnaces, etc. It 
 is supposed that the crude methods then employed prevented the successful workings of the ore on a 
 paying basis. Even at the present day some old settlers occasionally bring to the Survey nuggets of 
 gold that they have obtained from the ores on their properties. Reports say that when the California 
 
volunteers were encamped in this vicinity during the war that tliey found gold in sutHcient quantities 
 to warrant their statement that they would return after the war was over and develop it, but it is 
 supposed that they did not survive, as it was never carried out. 
 
 The famous Conduit Road, heretofore mentioned, the most beautiful drive out of Washington, 
 is largely macadamized with this white-veined quartz, and which, it is said, will assay as high as $16 to 
 the ton. Specimens of this rock are found along the roadside and on any of the farms skirting the road . 
 
 CABIN JOHN BRIDGE was built by the United States Government as a part of the great 
 aqueduct for conveying the water s\ipply from Great Falls to Washington, a distance of some 14 or 
 15 miles. Tlie initiatory steps were taken in April, 1852, when Congress made an appropriation of 
 $5,000 for surveys, estimates, etc The actual work of building the aqueduct was commenced in 
 1853, when .lefferson Davis was Secretary of War under President Pierre, and work upc.n the lindge 
 pi-oper Itegan in 1857. 
 
 In an able paper by Mi'. W. T. S. Curtis, of Washington, read before the Columbia Historical 
 Societv in 1897, many interesting facts and statements were given. As his father, Mr. Charles T. 
 Curtis, was the superintendent of construction of the bridge under (Tcueral .Meigs, the information 
 contained therein was heard tVoni his father's own lips, and also obtaine.l from liis private papers, as 
 well as from tiie official records of the War Department, the statements can be accepted as authori- 
 tative. We can not do better than give e.vtracts from the paper in question : 
 
 "(General (then Captain) Montgomery ('. .Meigs assumed charge of the buibliiio- nf tlie aqueduct 
 at its inception, after Congress made an appi-opriation of $5,000 foi' surveys, etc. He was in charge 
 
)!■■ AyiKDlCT A SHORT DISTAXCE ABOVE 
 
 CAIIIN lOriN BKI 
 
until July,*1860, Avhen he was ordered to Fort Jefferson, Tortiigas, for six months. During his 
 absenc'G C'apt. Ileniy AV. Benhani was in charge for a short wliile, lie in turn lieing succeeded bj 
 Lieut, .hunes St. C. Morton, who was afterwards killed during the siogc of Petersburg, Va., in 18G4. 
 February 22, 1861, just bcfovo the breaking out of the Civil War, Captain Meigs returned and again 
 assumed charge of the work on the bridge and aqueduct, and the same were practically completed by 
 him as Chief Engineer. From about May, 1861, until July, 1802, active work upon the bridge ceased, 
 owing to the Civil War then raging. In .May. 1861, Captain Meigs became Quartermaster General, 
 and when the work was resumed in the summer of 1862, under orders of tlie Secretary of the Interior, 
 General Meigs ceased to have any further charge of the work (supervision of the water works having 
 been transferred to the Department of the Interior on account of the immense amount of work 
 devolving upon the AVar Department by reason of the Civil War), and Mr. William R. Ilutton 
 succeeded him as Chief Engineer, who held the position until July, 1863, when he was succeeded by 
 Mr. Silas Seymour. In 1867 it was again transferred to the War Department. 
 
 " In the construction of the aqueduct nutiiy difficulties arose, valleys had to be arched, and hills 
 tunnelled and leveled toiuovide for the conduit. The most serious obstacle was encountered at Cabin 
 .lohn Ivuii. The I'avine was too wide and deep to till, and tiie onl_y solution was an aqueduct over 
 the valley. At first it was decided t(.) s[ian it with a bridge of masonry supported upon a series of 
 piers and arches, at an estimated cost of f72,409. Subsequently this plan was changed, and it was 
 determined that the present nuxgnificent affair should l)e constructed, to excel any structure of its kind on 
 earth, at the same time be a lasting and imperisliable monument to the genius and skill of its engineer. 
 
LF. STRrCTUKF'; IS 
 
"To-day this noble strnctiu'e is without a rival on earth as fai- as an arch or span of masonry is 
 concerned. The nearest approach to it is the raih-oad bridge over the river Pruth in Galicia. That 
 has a span of 213 feet, seven less than Cabin John. The Lavaur bridge in France, on the line of the 
 Limoges and Brives railway, has a span of 201f feet. The largest span stone arch in Great Britain 
 is the famous Orosvenor bridge over the river Dee at Chester, England, having a span of 200 feet. 
 
 "The total cost of the bridge was $254,000. The cost of the conduit system was $2,905,000- 
 The capacity of the water main is 70,500,00,0 gallons daily. There were 11,914.18 cubic yards of 
 masonry, 852.66 cubic yards of concrete, and 516 cubic yards of brick used in its construction. The 
 cut stone arch is of Quincy (Mass.) granite, shipped to Georgetown by vessels and thence to the 
 l)ridge by way of the canal. In order to provide for the transportation of this stone and other material 
 a dam was built across the creek a short distance above the canal, and a lock was constructed at that 
 jioint to permit boats to be floated into the pond. Remains of the dam can be seen to-day. The 
 ruljble arch and spandrels are of Seneca sandstone, and the abutments are of gneiss from Montgomery 
 County. The parapet walls (which were not put on until 1872) are of red Seneca sandstone taken 
 finm the quarries some 20 miles up the Potomac River. The dimensions of the bridge are as follows : 
 
 Length, including abutments, - - 450 feet 
 Height above bottom of Run, - - 105 " 
 Length of span, 220 " 
 
 Rise of span, 57 feet 
 
 Width of span, 20 " 
 
 Diameter of conduit, 9 " 
 
 " The first actual work upon the bridge proper began early in 1857, and consisted of clearing 
 away the underbrush, etc. The s<iil wa.* removed until rock foundation was reached. As the super- 
 
 13 
 
KIAKV 27X11. ISliI. 
 
stnictLire was to be massive, it required a correspondingly liea\'y center or trestle to support it during 
 construction. This trestle rested upon a series ot stone piers, which still remain, and which supported 
 a rustic bridge until recently, when it was swept away I)y a flood. On December 4, 1858, the arch 
 was keyed, and by July, 1859, the arch stones, as well as a consideralde portion of the abutments, were 
 in position. 
 
 "Although General Meigs was the Chief P]ngineer, it appears from the lecoi'ds of tlie War 
 Department that the working plans and drawings of the bridge, as well as much of the detail work, 
 up to the spring of 1861, were prepared and performed mainly by .Mr. Alfred L. Rives, the Assistant 
 Engineer. At the breaking out of the Civil War he resigned his position and joined the Confederacy 
 This act greatl}^ grieved General Meigs, and it was for this reason that Rives' name never was placed 
 upon any of the stones or tablets. lie is the father of Amelia Rives, tiie celebrated authoi'ess, 
 
 " After the resignation of Mr. Rives in 1861 lie was succeeded by Mr. William R. Hutton, and 
 in 1862, when work was resumed under the direction of the Department of the Interior, Mr. Hutton 
 became the chief engineer. The famous Washington bridge over the Harlem river, New Yoi'k, is 
 one of his })roductions." 
 
 "At the time work was commenced up(>n the ai|ueduct, Jefferson Davis was Secretary of War 
 under President Pierce, and his name so appeared upon the tablet on the west alnitment. In 1862 
 his name was erased. Much has been said and written during recent years regarding this erasure 
 Secretaries Cameron and Stanton (War Secretaries undei' President Lincoln) have been frequently 
 charged with ha\'ing had this done, and General Meigs was likewise accused. In 1892, at the time 
 
 15 
 
of the death of General MeiifS, several articles were published charging hira with being the author of 
 this erasure. As a matter of fact, at the time this erasure was made, the bridge was under control of 
 the Interior (not the War) Department, and was done bv orders of Caleb B. Smitii, tiic then Secre- 
 tary of the Interior." 
 
 On September 8. 1892, Mr. Wm. R. Ilutton, formerly one of the Engineers, wrote the Wash- 
 ington Star, as follows: 
 
 ■■ 'In June, 18G2, at the request of the Secretary- of the Interior, Mr. Caleb B. Smith, to 
 whose department the aqueduct had just been transferred, I accompanied the Secretary iind 
 u nnmlier of members of Congress on a tour of inspection of the aqueduct by way of the 
 canal. Opiiosite Cabin John several of the party disembarked and walked to the bridge for 
 a nearer view. Ueturning in hot haste, 'Do ^^ou know,' said Mr. Galuslia Grow to the 
 Secretary, 'that rebel Meigs has put Jeff Davis' name on the bridge ? ' Turning to me tlie 
 Secretary said : 'The first order I give you is to cut Jeff Davis' luimc off the bridge.' A 
 few days later I was appointed Chief Engineei' of the aqueduct. Not taking seriously tlie 
 Secretary's remarks, I did nothing in the matter. A week later Mr. Robert .Mclntyre, the 
 contractor, ai'rived to i-esume his work upon the bridge, and called to pay his respects to tlie 
 Secretary. The Secretary said to him that they had put Jeff Davis' name on the bridge, 
 and he wished they would cut it oft. ' With the greatest pleasure, Mr. Secretary,' was the 
 reply, and the contractor's first work was to remove .Mr. Davis' name." " 
 
 17 
 
M. C. MEIGS, 
 Chief Engineer, 
 Washington AQifEDii 
 A. D. 1859. 
 
 FECIT. 
 
" General Meigs being apprehensive lest some action miii'lit be taken looking to his removal as 
 engineer in eliarge of the aqueduct, and desiring to perpetuate his name as Chief Engineer of the 
 bridge, caused the inscription shown herewith to be cut in deep, imperishable letters upon two of 
 the arch or ring stoises near the east aljutTnent : 
 
 ■■ During his absence from July, 18(J0,to February, 1861, Captain 
 Benham and Lieutenant Morton, who were in charge for this siiort 
 period, had their luimes also cut on the face of two of the arch stones, 
 immediately under those of General Meigs, and designated themselves 
 as Chief Engineers. Upon his return, observing what had been done, 
 he gave orders tliat their names should be erased, contending that it 
 was improper to liave their names appear as Chief Engineers, especially 
 as the work performed by them during his absence was simply a continua- 
 tion of his projects and plans which had received the approval of Congress. 
 (Tlie black stones show where rjames were erased.) 
 
 "The bridge will last forever, a monument to the skill and genius of its engi 
 neer, nor will time obscure or belittle the glory achieved by the miiul that coucei\ed 
 its graceful lines, or the credit due to those who dii-ected its construction with so much 
 precision and detail tliat ni)t a stone has moved or settled to mar its beaut}-, symiuetiy i 
 streuirth." 
 
 19 
 
PKING Ol- 18.1. 
 
L-Gt-ST 12X11, lSr>l. SHORT 
 
 
ini.KT WAS PLACED IN 
 
Till- pacUaere was lalu-lcd "Prof, Smilh." In scarchiim for inforiiialion about i 
 lis section from twriuy-liv.- t.i ihirt.v -fi v.- years ajjo we learn that one Prof. Sniitli Ir 
 jnal.froni lock tolock, makiiisr iiictures. and it is supposed the negative marked " Joh 
 •as made l)v Ulni near Caliin J.din llridje. 
 
 .h 
 
 Itl 
 
 srra 
 
 pliers 
 
 ill 
 
 11. 
 
 el 
 of 
 
 -da 
 the 
 
 lont- 
 Calii 
 
 he 
 
LIBKHKY Ul- CUNL.KI 
 
 ;OW TO REACH CABIN JOMK 
 
 The best way to reach Cabin John Bridge is t_ .® ^^\ ^^^ ^^^ 
 bound Georgetown car on F street (Metropolitan Line.) 
 
 Cars with the following siiin ; 
 
 GEORGETOWN ONLY 
 
 witli it.s slow-traveling nudes, the Three Sister 
 the I'otoinao, High Ishmd, Cliain Bridge, Little Falls, Glen Ech 
 etc., ai'e passed — all t'orniing a panoi'ania of ever-changing scenerj- 
 new beauties appearing to the eye at every turn, until the " loop ' 
 is readied, when one descends from the car to enjoy still furtlui 
 the immense span of masonry which the skill of man has thrown 
 ;:crosa the mighty chasm in the liills, whilst all around is Nature's 
 handiwork. 
 
 J8@°'Aside from the interest in the bridge and its surroundings, 
 it can be stated quite positively that nowhere in this country can 
 lie foimd a more beautiful and attractive trolley ride than that 
 along the banks of the Potomac rivei-. 
 
 Whatever you miss seeing in Washington, do not fail to go ti 
 Cabin John Bridge. 
 
 take you to corner Prospect avenue and 35th street, where von 
 get free transfer to Cabin John car, and which takes you to "the 
 District line for one fare or ticket, from which point an extra 5 
 cents is charged. At intervals cars run through to Cabin John 
 without change. 
 
 The ride along the picturesque banks of the Potomac river is full 
 of interest and delight— the wooded hills and precipitous bluffs of 
 Virginia on the opposite side, the Chesapeake and Ohio Canal 
 :rs, The Palisades of 
 
 GLIMPSE OF THE POTOMAC.