Q>3S5.l fiS Co ncern » v\gr hatch C&e Lifcrarp of the Ontoersttp of J13ort& Carolina From the Library of Bennehan Cameron IEWEiIlI wt Sag g ^ .,IW— SOME FACTS Concerning APPALACHIAN AND WESTERN NORTH CAROLINA RAILROAD 1ISON PRINTING CO., GREENSBORO, N. C. Digitized by the Internet Archive in 2012 with funding from University of North Carolina at Chapel Hill http://www.archive.org/details/somefactsconcernOOmill to Colonel Bennehan Cameron, Chairman, Hon. T. C. Bowie, Major W. C. Heath, Executive Committee, Special Commission, A. 8 W. N. C. Railroad, Gentlemen : Following instructions given me by your Committee, in May, 1923, organizations were perfected and work gotten under way for making three preliminary surveys, to determine the location for the Appalachian and Wes- tern North Carolina Railroad. These three Projects are as follows: Ashe County Project, Alleghany County Project, Watauga County Project. Later it was decided to add an additional project, namely: Taylorsville Project. The first meeting of the Executive Committee was held at North Wilkesboro, and was attended by the Chief Engineer as well as the Consult- ing Engineer. At this meeting it was decided by the Committee that the three original projects should be confined to a maximum of eight degree curvature and one per cent, compensated grades against east bound traffic, and one and one-half per cent, compensated grades against west bound traffic. Later, when the Taylorsville Project was added, it was decided that curvature limitations for this project should be ten degrees maximum, and that the gradient limitations should be two per cent, compensated in either direction. The maps covering all four projects have been prepared and the projec- tions made within the prescribed limitations. Taking them up in their respective order, a detailed description follows: ASHE COUNTY PROJECT Starting at the western terminus of the Wilkesboro Branch of South- ern Railway, this project extends through Wilkes and Ashe Counties, North Carolina, and Johnson County, Tennessee, a distance of 76.7 miles to a connection with the Big Stone Gap-Mountain City Branch of Southern Railway, at Mountain City, Tennessee. The end of Southern Railway at North Wilkesboro is zero mile post for this line. The first mile westward follows the old grade of the Watauga and Yadkin River Railroad. Leaving this grade near mile post 1, it follows up Saw Mill and Fish Dam Creeks to near mile post 8. Just west of Purlear, North Carolina there is a wide valley stretching out from the foot of Rendezvous Mountain. From mile post 8, westwardly the line is projected around this valley crossing under the Boone Trail High- way at mile post 9.7, at Purlear. 3 On page seven of the Ashe County Project maps, Hoover Knob Loop and its approaches are shown. The line enters this sheet at mile post 12.5, and leaves it at mile post 18.3, and the projection is on the maximum grade throughout. Leaving Hoover Mountain, near mile post 18, the line is projected along Summit Ridge to a crossing over the North Prong of Lewis Fork Creek at mile post 26.2, passing Gunners Gap at mile post 24.5, and Summit Post- office at mile post 25. An alternative route from Gunners Gap, wile post 24.5 to North V/ilkesboro, has been considered. Reference will be wade to this route in the concluding paragraph of the Ashe County Project des- cription. Crossing Lewis Fork Creek at mile post 26.2, the projection follows around the ends of Piney Knob Ridge, Big Lump Ridge, Little Lump Ridge and Spur Ridge reaching Fowlers Cove at mile post 3 2. Following then around the side of the Blue Ridge, the east portal of Daniels Gap Tunnel is reached at mile post 33.3. This tunnel will lie in a northwesterly direction and will be approximately three thousand feet long. For twenty-one miles ap- proaching the east portal of Daniels Gap Tunnel, the projected line is con- stantly on the prescribed maximum gradient. Leaving the west portal of Daniels Gap Tunnel the line follows easy country for several miles, crossing South Fork of New River at mile post 36. At mile post 43.5, it passes through Shepherd's Gap, thirty-one hundred feet above sea level, the highest point on the line between North Wilkesboro and Mountain City. From Shepherd's Gap westwardly the line descends on a one per cent, compensated grade to Buffalo Creek, mile post 49.2 at Warrensville. West Jefferson is at mile post 44. The Junction with the Alleghany County Project is at mile post 45.6. Besides Buffalo Creek; the Highway and the Abingdon Branch of Norfolk and Western Railway are also crossed at mile post 49.2. After crossing Buffalo Creek the projected line passes on to the north side of Three Top Mountain, which it follows to mile post 54, passing Clifton at mile post 53. At mile post 55, the line crosses North Fork of New River. Thence through a short tunnel and it enters the valley of Big Laurel Creek, at mile post 56. Following up Big Laurel Creek, Paynes Gap is reached at the North Carolina-Tennessee line and is negotiated with a tunnel one-half mile long, the west portal of which is at mile post 62. From the west portal of Paynes Gap Tunnel the line follows along the south side of Forge Mountain to Furnace Creek, where it turns around the end of the mountain to Goose Creek. Reaching Goose Creek it follows down this stream to Mountain City, Tennessee, and a connection with South- ern Railway at mile post 76.7. 4 With further reference to the line from Gunners Gap, mile post 24.5, to North Wilkesboro, which we have named the Big Ivey Church Line, it is highly probably that this is a better line than the Hoover Knob Line, the latter of which was surveyed. It was our original intention to survey the Big Ivey Church Line, which would extend toward Deep Ford Hill from Gunners Gap, and thence down Reddies River to North Wilkesboro, but weather conditions made the territory inaccessible and the Hoover Knob Line was surveyed instead. Should the Ashe County Project be decided upon, this line should by all means be surveyed. ALLEGHANY COUNTY PROJECT It is the purpose of the Alleghany County Project to connect Elkin, North Carolina with Mountain City, Tennessee. The Elkin and Alleghany Railroad, a standard guage line, has been constructed north from Elkin about fifteen miles. Zero mile post of the Alleghany County Project is at mile post 13.78 of Elkin and Alleghany Railroad near Doughton, North Carolina. While the Elkin and Alleghany Railroad is taken in this report as an existing railroad, at the same time several thousand dollars will have to be expended on this line if it is used as a part of Appalachian and Western North Carolina Railroad. From mile post zero, our line is projected in a general northwestward direction passing between Stone Mountain and Ellis Knob and running on to Leaning Knob, which it reaches near mile post 13. Circling this knob the line reverses and turns in a general southeast ■ ward direction to the east portal of Rich Mountain Tunnel. A peculiar coincidence in connection with this tunnel is, that in reality the east portal is the west end of it due, of course, to the topography of the country. For twelve miles east of the tunnel the line climbs the mountain on the maximum gradient set by the Commission. Rich Mountain Tunnel will have to be about forty-one hundred feet long. From its west end the line bears toward the northwest, passing Delane Church at mile post 20, Cherry Lane at mile post 21, Woodruff's Summit at mile post 22, Wolf Branch School House at mile post 26.5 and Wagoner's Store at mile post 27, reaching the east portal of Peach Bottom Tunnel at mile post 33.5. The grades between Rich Mountain and Peach Bottom Tunnels are undulating, the line being kept on high ground purposely in order to reduce milage to a minimum. The line is within two and one- half miles of Sparta at mile post 27, and a splendid road can be constructed between these two points. At mile post 30.7, it is about one-half mile south of Whitehead. Pea/ch Bottom Tunnel will lie almost exactly east and west and its length will be approximately twenty-three hundred feet. The summit at Peach Bottom Tunnel will be the highest point on the line between Elkin and Mountain City, being three thousand two hundred and fifty-six feet above sea level. 5 From Peach Bottom Tunnel south to Laurel Springs is a distance of eight and one-half miles, and two complete spirals are necessary in order to get down to Cranberry Creek on a one per cent, descending compensated grade. Laurel Springs is at mile post 44, and here the line reaches Cranberry Creek. It then follows down this stream for six and one-half miles, where it turns to the left and heads across country to South Fork of New River reaching it at mile post 5 1 . Following up the river the projection has been made to the mouth of Naked Creek, mile post 60, and thence crossing the river and up Naked Creek to Jefferson, at mile post 64, and on to a Junction with the Ashe County Project at mile post 65.3. In order to construct the Alleghany County Project it will be necessary to build 96.4 miles, representing 65.3 miles from Doughton to a connection with the Ashe County Project, and 31.1 miles from this connection to Mountain City, adding to this 13.8 miles representing that portion of the Elkin and Alleghany Railroad to be rebuilt, we have a total of 110.2 miles from Elkin, North Carolina to Mountain City, Tennessee; the whole of the Alleghany County Project. WATAUGA COUNTY PROJECT The Watauga County Project starts from North Wilkesboro, zero mile post being the same as that of the Ashe County Project, and it extends from there ninety-three and one-half miles westwardly to Butler, Tennessee. The grade of the old Watauga and Yadkin River Railroad is used for seven miles, to Lewis Fork Creek, where the new line turns northwestwardly and follows up Lewis Fork Creek to mile post 10, and from mile post 10 it bears up the west prong of Lewis Fork Creek, and thence on to the Boone Trail Highway at mile post 14. Here it begins the ascent of the Blue Ridge Mountain on the maximum gradient set by the Commission. It follows up Fall Creek and the west prong of Lewis Fork Creek, reversing direction several times in gaining distance. Between mile post 31, and mile post 31.5, it is necessary to cross the Boone Trail Highway three times. At mile post 33, the line is hardly more than a stones throw from the top of the Blue Ridge Mountain at Deep Gap, but far below it in point of elevation. Following on along the side of the Blue Ridge, Osborne Mountain Loop, three miles long, is reached, and the line reverses direction returning to Deep Gap where the east portal of Deep Gap Tunnel is reached at mile post 40.5. This tunnel will have to be thirty-two hundred feet long, and twenty-six miles of the line approaching it from the east will be on the maximum grade. Leaving the west portal of Deep Gap Tunnel the Boone Trail High- way is followed and crossed several times to mile post 45.7. Here it turns toward South Fork of New River which it reaches at mile post 46. The line is projected up this stream substantially following its meanderings to mile post 53.5, crossing the river now and then in order to avoid excess curvature. 6 At mile post 53.5 the plant of the Boone Power Company is reached. Boone Station will be situated somewhere in the valley between mile posts 54 and 55. At mile post 54.5, the Linville River Railroad, a narrow guage line is crossed, and at mile post 56.6 the summit of the ridge between South Fork of New River and Watauga River is reached in Hodges Gap, the high- est point on the Watauga County Project, being thirty-two hundred 2nd forty-six feet above sea level. From Hodges Gap down to Watauga River it is necessary to develop distance in order to decend within the grade limitations. The river is reached at mile post 63.5 near Foscoe. Shulls Mills Station is at mile post 65.1, and Valle Crucis is at mile post 69. At mile post 75, the line enters the Watauga River Gorge. From here to Butler, Tennessee, a distance of 18.5 miles, the line follows the meanderings of the river, side hill cuts and fills being necessary. Connection is made with the Big Stone Gap-Mountain City Branch of Southern Railway at Butler, Tennessee, eighteen miles toward Bristol from Mountain City, the distance from North Wilkesbro, being 93.5 miles. TAYLORSVILLE PROJECT Beginning at Wilkesboro Junction, mile post 0.7 of the Ashe and Watauga County Projects, this line turns southeastwardly and crosses Yadkin River on a diagonal. From the south end of the bridge, it heads due south into the hills and through a tunnel under the town of Wilkesboro. Continuing southwardly on undulating grades it passes Moravian Falls at mile post 5. Just north of mile post 6, the ascent of Brushy Mountain is begun, and Kilby's Gap is reached at mile post 10.5. From the summit to mile post 16, there is a continuous descent, and from mile post 16, to mile post 21.7, at Taylorsville, the grades are undu- lating. The maximum curvature used on this line is ten degrees, and the maxi- mum gradient is one and eight-tenths per cent, compensated. The con- struction work will be light throughout the entire length, considering the class of country traversed, and the general direction of the line is almost due south. From Wilkesboro Junction to Taylorsville the distance is 21.7 miles, and from Wilkesboro Junction to North Wilkesboro it is 0.7 miles, making a total distance of 22.4 miles from North Wilkesboro to Taylorsville, or 114.5 miles from Taylorsville to Butler, Tennessee, and 97.7 miles from Taylorsville to Mountain City, Tennessee. WATER POWER POSSIBILITIES: The counties through which these lines have been run present possi- bilities for wonderful hydro-electric development. The fall in the rivers make possible a series of units combined through synchronizing plants de- veloping a great amount of power. 7 V3I30NVWV1V. On South Fork of New River, at one point, there is a possibility of a super power plant where something like one hundred and twenty thousand twenty-four hour horse power could be developed at a reasonable cost. Ri- parian rights only, stand in the way, and it is possible that this might be overcome. MINERAL AND TIMBER RESOURCES: These counties abound in soapstone, mica, feldspar, granite and lime- stone, as well as large quantities of magnatite and copper. The magnatite of Ashe County runs 52-56 per cent, pure iron. Ore Knob Copper Mine, in Ashe County, once turned out in one year something over sixteen hundred tons of pure copper, and Peach Bottom Copper Mine, in Alleghany County, is rich in metallic properties. Stone Mountain, in Alleghany County, has an unlimited deposit of the finest grade of granite, Ashe County has its soapstone and Watauga County has its mica and feldspar. Great boundaries of timber including oak, chestnut, poplar, spruce, hem- lock, pine and walnut are to be found here, and particularly is this true in Watauga County. MANUFACTURING POSSIBILITIES : The elevation of the Blue Ridge Plateau gives it a climate particularly suitable for the manufacture of fine textile products. Hydro-electric power possibilities in this territory also furnish great advantages to manufacturing. SCENERY: The top of the Blue Ridge Mountain averages around thirty-one hundred to thirty-two hundred feet above sea level, and from the Alleghany County Crest the great Pilot Mountain and the Brushies stand out in the back- ground, and the Yadkin River can be seen in places as a mirror in the land- scape. From the Ashe County Crest, at Daniels Gap Tunnel, great ridges stretch out in the foreground, and far in the distance Reddies River winds itself into the valley toward the Yadkin. From the end of Osborne Moun- tain, in Watauga County, there is a view, deep in Elk Creek Valley that can- not be surpassed. Leaving the crest and falling back into the interior a wonderful view can be had from the top of Peach Bottom Mountain in Allegheny County; from the top of Three Top Mountain in Ashe County, and from near Hod- ges Gap in Watauga County. From any one of these places great peaks and valleys covered with blue grass and dotted here and there with grazing sheep and cattle, present a wonderful and magnificent panorama. Such is the summer time paradise known as the "Lost Provinces." 10 There is possibly no section of the United States that can excel these counties for summer resort climate. Cool breezes, grassy hillsides, shady groves, babbling brooks and fast flowing rivers, make them an ideal place for summer vacationing, yet upon the completion of the Appalachian and Wes- tern North Carolina Railroad, they will be but a night's ride from the cent#r of the Nations Industrial Districts. With development this will inevitably become a great resort country. With all of this they are only a day's journey by automobile, over good roads, to the Sandhill Resorts of North Carolina, nationally famous as winter play grounds. AGRICULTURE : Natural blue grass is found in all of these counties. Timber and under- brush removed from the hill-sides, beautiful blue grass pastures develop in two years, and except in rare instances the soil will not wash. Sheep and light weight cattle are profitably grown in this country. Poultry also thrives. The bottom lands are exceedingly fertile and produce excellent grain, especially corn. Apples, pears and cherries are unexcelled. In fact the apples have taken national prizes. Cheese is also produced in great quantities. THE TRUNK LINE RAILROAD: The Blue Ridge Mountain extends from Northern Georgia to Maryland, attaining its highest elevation in Mitchell County, North Carolina. The Alleghany Mountain extends from Pennsylvania down through Maryland, Virginia and West Virginia, and into Kentucky terminating in foot hills known as the Cumberland Mountains. Between these two ranges there is a valley known as the Shenandoah, which runs practically the whole length of the State of Virginia. The Virginia East and West trunk lines of railroad cross these two ranges of mountains as well as the Shenandoah Valley. One of these lines serving North Carolina has three branches ex- tending into the State; one to Ashe County; one to Forsyth County and one to Durham County. Besides these three branches all of the North and South trunk lines of railway which pass across the States of Virginia and North Carolina, also connect with the Virginia East and West trunk lines. Across the State entirely from North to South, the most westerly line of through rails is a combination of the Norfolk and Western and Southern Railways from Martinsville, Virginia by way of Winston-Salem, Barber, Mooresville, Charlotte and Gastonia to Blacksburg, South Carolina. Spring- ing from this line, the first through rail connection to the west, south of Roanoke, is a combination of Southern, C. C. $ O. and C. & O. Railways from Barber to Cincinnati. A little thought makes it manifest that some of these systems are interested in, and have probably been factors toward perpetu- ating the freight rate discriminations against North Carolina. Nearly all of North Carolina's East and West lines of railroad terminate in the main line of Southern Railway. Only two lines of road cross the Blue Ridge in North 11 Carolina, they being the Southern and the C. C. 8 O. Railways. The latter was primarily constructed to serve the Port of Charleston, South Carolina, which purpose is about to be realized in its lease to the Atlantic Coast Line interests. The Southern serves its purpose, but it has, in reality, a south- western trend through Knoxville to Memphis and Birmingham. The Middle West industrial centers lie to the northwest of North Caro- lina. In order to rid ourselves of freight rate discriminations, a new short line from our coast to the Middle West must be devised, and this new short line must avoid dependence upon any, and every one of Virginia's East and West trunk lines of railroad. There are several lines of railway in Northern North Carolina leading to the Blue Ridge from the east, and several extending to the foot hills on the other side from the west. It would seem then, that the first step of progress should be made by connecting the rail heads nearest together at the northwestern corner of the State. This would give North Carolina Ports a new short line of rail con- nections to the Middle West, and would form a splendid base of complaint, for reduction of freight rates and relief from freight rate discriminations. The great East and West trunk lines of Virginia have their terminations in Newport News and Norfolk, and it is to these Ports that they wish to haul their tonage for export because, thereby, they not only get the revenue for the long haul but also the revenue from the Port facilities which in some cases they own. With adequate Ports constructed in Eastern North Carolina, and with the new short line railroad to the Middle West realized, relief from freight rate discriminations must come, and our Ports will become competitors with Norfolk. In the location of the Appalachian and Western North Carolina Rail- road, it has been deemed wise to pass through, or near, the northeast corner of Tennessee in order to have the western connection fall south of the Alleghany Mountains and avoid having to negotiate the grades over both it and the Blue Ridge. Southern Railway has a line from Big Stone Gap, near the intersection of the line between Kentucky, Virginia and Tennessee to Mountain City, Tennessee, near our Ashe County line. This same system has a railroad from Greensboro to North Wilkesboro on the east side of the Blue Ridge. Three first preliminary lines have been projected with the idea of having the Appalachian and Western North Carolina Railroad connect these two branches of Southern Railway. This does not mean that Southern Railway shall dominate the Appa- lachian and Western North Carolina Railroad, it simply means the first step toward North Carolina's transportation freedom. Southern Railway can be given an opportunity to cooperate in this movement, and become not only a wonderful North and South carrier, but on the other hand it can become a great competitor with the Virginia East and 12 West lines by cooperating with the L. & N. out of Cincinnati, and the Ap- palachian and Western North Carolina Railroad. In the meantime North Carolina's interests separate and apart from any and all existing railway corporations should get hold of as much of the Cape Fear and Yadkin Valley Railway as possible in order that, if necessary, the combination of the Appalachian and Western North Carolina Railroad and the Cape Fear and Yadkin Valley Railway can be utilized in forcing North Carolina's freedom along transportation matters. From Mountain City, in Tennessee, it is not far down Watauga River to where a connection could be made with the C. C. & O., which will soon have its western terminus with an L. & N. connection. It would not seem that North Carolina should construct more railways than are necessary. When the Appalachian and Western North Carolina Railroad is constructed, the combination of lines with this railroad will put North Carolina Ports, every one of them, on a similar milage basis from the Middle West with Norfolk. This should be the first step, and if the proper cooperation is not given by the other railroads, then steps should be continued until every hindrance is eliminated, for a complete trunk line of railroad can be built from Cincin- nati, to a connection with the Cape Fear and Yadkin Valley Railway for the amount of money the interests of North Carolina lose in six years time due, absolutely, to discrimination against the State. Your Engineer does not advocate the State owning railroads except in self defense, but he does venture the remark that the State owning a railroad from Cincinnati diagonally across the State of North Caro- lina, touching two or three of her Ports, all owned and operated by the State would be a veritable gold mine. While we have produced map records covering the four projects, at the same time it must be understood that the surveys and maps were made to develop feasibility, and the funds available would hardly permit further investigation. A line of railroad could be built exactly on the lines as surveyed, but among other things, in the making of these surveys and the preparation of these maps, your Engineer has learned that the Blue Ridge Mountain country is not one for a practical adaptation of maximum eight degree curves and one, and one and one-half per cent, grades. Of course, further investi- gation and refinement of projections could be made, by additional surveys, and the road could be put through within the prescribed limitations, but it is recommended that maximum cuivature be raised to ten degrees and that the maximum gradients be increased to two per cent, compensated aigainst west bound traffic leaving the original maximum of one per cent, compensated, against east bound traffic to be maintained. This, of course, means entirely new surveys east from the summit of the Blue Ridge, but it will cut the length of each of the lines ten miles and cut the cost of construction thirty to forty per cent. 13 Should the Alleghany County Project be decided upon as the line to be constructed, serious consideration should be given to the completion of the Statesville Air Line Railroad from Statesville to Elkin. SOME MILEAGE COMPARISONS: Based on the revised grade and curvature limitations as above recom- mended, the following mileage data may be of interest: MILES From Cincinnati to Via L. a N., A. 8 W., N. C, Sou., C. F. 8 Y. V. and A. C. L. or N. S. Railroads Via Harriman Junction Knoxville £$ Asheville Via Virginia East and West Trunk Lines and Connections Beaufort - _ 811 856 838 Wilmington 764 ' 842 824 This mileage table contemplates using existing lines in connection with the Appalachian and Western North Carolina Railroad project, avoiding the use of any part of any one of the Virginia East and West trunk lines. It is possible to cut the mileage from Cincinnati to Mountain City some thirty to thirty-five miles by the construction of a few new links of railroad. Further consideration should be given to the fact that east bound ton- nage by way of the Appalachian and Western North Carolina Route, would have nothing heavier to negotiate over the Blue Ridge Mountain than one per cent, compensated grades and ten degree curves. Louisville and Nashville Railroad from Cincinnati to Big Stone Gap is a fairly good structure. Southern Railway from Big Stone Gap to Mountain City, should have some grade revision and structure betterment made when traffic increases to justify it, and the North Wilkesboro Branch of Southern Railway would need very little work to put it in condition to handle heavy tonage. Faithfully yours, FRANK T. MILLER, Greensboro, N. C, August 1, 1924. Chief Engineer. 14 Photomount Pamphlet Binder Gaylord Bros. Inc. Makers Syracuse, N. Y. PAT. JAN 21, 1908 ;■';•''■■■'••■•'*'•■/'■'■■■ '. .';:-'^-;: ''■■■■:-. /'v. ■ •' -V-'.V> ■»;..:■",•■ ■'' ."' r '■.■■■.-.•■■. ' UNIVERSITY OF N.C. AT CHAPEL HILL 00042093395 FOR USE ONLY IN THE NORTH CAROLINA COLLECTION THIS TITLE HAS BEEN MICROFILMED ■■*..-<