• * 
 
ESTILLVILLE CONVENTIDN. 
 
 Monday, September 12, 1381. 
 The Convention met pursuant to adjournment, 
 sent. 
 
 Pike County, Ky. 
 
 Floyd County, Ky. 
 Washington County, 
 
 Lee County, Va. 
 
 <( C( (C 
 
 Russell County, Va. 
 Scott County, Va. 
 
 Gen. Alex. Lackey, 
 Wm. Hain)i y, 
 John Hjr^iss. 
 Htnry C. Hairiss, 
 Va. Edward Campbell, 
 " Pttcr Mayo. 
 
 Col. John D. Sharp. 
 Johri Dickenson, 
 ta!e Carter, 
 
 Members pre- 
 President. 
 
 Fen. 
 
 Washington County, 
 It (( (I 
 
 Carter County, Tenn. 
 (( II <( 
 
 Sullivan County, Tenn 
 
 Hawkins County, Tenn. 
 
 Buncombe County, N. C. 
 (I {( i( 
 
 Burke County, N. C. 
 
 Col. Andrew M'Henry, 
 Christopher Haynts, 
 James Albert, 
 Elijah Etnbree, 
 Doct. Sam!. Cunningham. 
 Kobt. R< tve, 
 John O'Biien. 
 John S. Gaines, 
 Saml. Rhea. 
 Col. George Hale, 
 Saml. Hunter. 
 George W. Tucker, 
 Col. Saml. P. Carson, 
 Col. Isaac T. Avery, 
 On motion of Col. J. D. Sharp, 
 
 Saml. Rhea was appointed Secretary, in the place of Robt. 
 J. M 'Kinney, the former Secretary, who was absent. 
 On motion of Col. J. D. Sharp, 
 
 Christopher Haynes was appointed assistant Secretary. 
 On motion of Col. J. D. Sharp, 
 The following resolution was unanimously adopted, 
 Resolved, That Col. Stephen H. Long,' Lieut. Dancy and 
 Van Wyck, United States' Engineers, and Maj. Peter C. John- 
 ston, be invited to take seats in this convention, and that a 
 ^ committee of three be appointed to perform that duty, where- 
 OiQ upon, Messrs. Sharp, Hale and Reeve, were appointed that 
 A committee. 
 
 jjp Said committee reported, that they had performed the duty 
 ^fs assigned them, and the gentlemen thus invited, with the excep- 
 
3 
 
 tion of Maj. Johnston, took their seats. 
 On motion of Mr. Peter Mayo, 
 
 A committee of two, was appointed to invite the Hon. Ben^ 
 jamin Estill of Abingdon Virginia, to accept of a seat in thi» 
 convention, in place of Mr. Charles C. Johnston, who did not at- 
 tend ; whereupon Messrs. Mayo and Campbell, were appointed 
 that conwnittee. 
 
 Mr. Mayo, from said committee, reported that they had per- 
 formed the duty assigned them, and Judge Estill took his seat 
 accordingly. 
 
 Messrs. Johnston and Reeve, Commissioners appointed at a 
 a former meeting of this convention, to superintend the suivey 
 of the contemplated Road, made their report, together with the 
 report of Col. Long, the United States' Engineer, which were 
 received and read, and 
 
 On motion of Mr. Reeve, was referred to a committee, where- 
 upon, Messrs. Reeve, Sharp, Carson, Embree, Avery, Harris, 
 Mayo, Campbell, Estill and Cunningham, were appointed that 
 committee. 
 
 On motion of Col. J. D. Sharp, 
 
 A plat of survey made by T. G. Martin, surveyor of Scott 
 County Virginia, from Estillville, down Troublesome, to Flat 
 Lick, together with the former proceedings of this convention^ 
 was referred to the above committee. 
 
 On motion of Mr. E. Campbell, 
 
 A plat of survey made by John Berry, was also referred. 
 On motion of Mr. H. C. Harris, 
 
 The convention adjourned until to-morrow morning 9 o'clock, 
 
 Tuesday, September 13, 183 L 
 The Convention met pursuant to adjournment. 
 On calling the roll, the members present on yesterday, answer- 
 ed to their names. 
 
 The minutes of yesterday's proceedings were read. 
 On motion of Col. S. P. Carson, 
 
 The committee to whom the report of the Commissioners 6lc, 
 was referred, was discharged from the further consideration of 
 the subjects referred to them. 
 
 George W. Hopkins, Esq, a delegate from Russell County, 
 Virginia, appeared and took his seat. 
 
 On motion of Col. J. D. Sharp, 
 
 It was Resolved, That the convention go into committee of 
 the whole, for the purpose of taking into consideration the re- 
 ports of the Commissioners and Col. Long, the U. S. Engineer, 
 the pioceedings of the Convention at its former meeting, the 
 plats of survey of the surveyor of Scott County Virginia, and 
 of Mr. Berry— whereupon Peter Mayo, Esq. was called to the 
 chair. 
 
 After some time spent in committee of the whole. The Pre- • 
 Bident resumed the chair, and Mr. P. Mayo, the chairman 
 thereof, reported the following resolutions to the Convention, to 
 wit: 
 
 Ist Resolved, That this convention concur in the views taken , 
 
3 
 
 in the report of Col. Long the U. S. Engineer, and the Commis- 
 sioners appointed on behalf of the States at a previous conven- 
 tion. 
 
 2nd. Resolved, That a select committee of five persons be 
 appointed to draft a memorial to the Congress of the United 
 States, requesting them to construct a road on the plan embra- 
 ced in said report, reserving the privilege to the States of erect- 
 ing toll gates, and collecting such tolls, as will be necessary to 
 keep said road in repair, and no other. 
 
 3rd. Resolved, That Col. Long be requested to commence the 
 immediate survey and location of the contemplated road. 
 
 4th. Resolved, That one or more Commissioners be appointed 
 on the part of each State interested in the survey, and that they 
 be instructed to attend the Engineers through their respective 
 States, and aid them in the location ©f the road. 
 
 5th. Resolved, That the United States Engineer be requested, 
 after examining the route between its Southern point near Lyn- 
 ville mountain in North Carolina to the mouth of Shelby Creek 
 or Pikeville in Kentucky, to make a survey if found practica- 
 ble, of a continuation of the route from some point, the most 
 expedient, between the mouth of Shelby Creek, and Cumber- 
 land Mountain, to Portland, Ky. on the Ohio River. Which re- 
 solutions having been read and considered, were adopted, Saml. 
 P. Carson having voted in the negative. 
 
 Messrs. Avery, Campbell, Mayo, Sharp and Reeve were ap- 
 pointed the committee under the second resolution. 
 
 On motion of Col. ,T. D. Sharp, 
 
 The convention adjourned until to-morrow morning at 8 
 o'clock. 
 
 Wednesday, Sept, 14, 1831. 
 The convention met pursuant to adjournment. 
 The minutes of yesterday's proceedings were read. 
 On motion of Mr. H. C. Harris, 
 
 Resolved, That the improvement of the Sandy River, so as 
 to render it navigable for Steam Boats, is a subject of deep in- 
 terest, in furtherance of the object of completing a great thorough- 
 fare from the North part of this Union, to the South Atlantic 
 States, and, in the opinion of this convention, forms a signifi- 
 cant portion of the same; that the river should be taken into 
 consideration as a part of the grand scheme, contemplated by 
 this convention, and that it should be taken into consideration 
 in the application to the General Government for an appropria- 
 tion to complete the road and improve the river. 
 
 On motion of Col. J. D. Sharp, 
 
 The above resolution was referred to the select committee, 
 appointed to draft a memorial to the Congress of the United 
 States. 
 
 On motion of Col. S. P. Carson, 
 
 The vote on the resolution. No. 4, yesterday adopted, was 
 re-considered, and an amendment to the said resolution, was 
 then oflfered by Col. Carson, and on motion of Col. Sharp, the 
 
4 
 
 said resolution and the proposed amendment, were laid upon the 
 table. 
 
 Col. Sharp offered a resolution providing for obtaining a re- 
 linquishment of way for the location of the road and materials 
 for its construction, which on his motion was laid on the table. 
 
 On motion of Mr. H. C. Harris, 
 
 The said resolution was taken up and referred to a committee 
 consisting of Mr. Campbell of Washington County Virginia, 
 Mr. Hunter from Bumcombe County N. C., Mr. O'Brien from 
 Carter Cjunty Tenn., and Mr. Hanis from Floyd County Ken., 
 and on motion of Col. Avery, Resolution No. 4, l.iid on the 
 table, on motion of Col. Sharp, with the amendment offered there- 
 to, was taken up and referred to the same committee. 
 
 On motion of Mr. E. Campbell, 
 
 1st. Resolved, That one hundred copies of the report made by 
 Col. Long, of the United States Corps of Topographical Engi- 
 neers, and the Commissioners appointed by the Convention at 
 its previous meeting, together with the proceedings of this con- 
 vention, be published in pamphlet form, so soon as funds are 
 provided to defray the expenses thereof. That a copy thereof 
 be furnished each member of this convention, and that the resi- 
 due remain subject to the disposal of the standing committee. 
 
 2nd. Resolved, That the Editors of papers published in Abing- 
 don, Lynchburg and Richmond Virginia, in Jonesborough, 
 Rogersville and Knoxville, Tenn. in Frankfort, Louisville and 
 Lexington Ken., and in Rutherford and Charlotte N. C, be 
 requested to publish the report and proceedirgs in their respec- 
 tive papers, or so much thereof, as in their opinion, will be 
 best calculated ti farther the objects of this convention. 
 
 Rssolced, That the members of this convention, be requested 
 to endeavor to procure contributions in their respective counties, 
 to defray the expense, and that they each advise Maj. Johnston 
 of the same, on or before the 15th of October next. 
 
 On motion of Col. J. D. Sharp, 
 
 Resolved, That the thanks of this convention, be presented 
 to Lieut. Col. Long of the U. S. Corps of Topographical Engi- 
 neers, and the other members of the corps associated with him, 
 and the Commissioners appointed by the convention to accom- 
 pany him, for the alacrity and fidelity, with which they have 
 performed the arduous duties assigned them by this convention, 
 and the courteous, prompt, and able manner in which they have 
 attended the meetings of this conve'ition, and afforded the in- 
 formation in their possession relative to the subjects under con- 
 sideration. 
 
 On motion of Col. Sharp, 
 
 Resolved, That a copy of the papers, directed to be publish- 
 ed by order of this convention, be forwarded by the Secretary, 
 to Lieut. Col. Long, and a copy to each of the Commissioners 
 heretofore appointed bv this convention. 
 
 Mr. E. Campbell, Chairman of the committee to whom' was 
 referred the subject of procuring the relinquishment of the right 
 of way for the location of the road, &/C. and also, the resolu- 
 
5 
 
 tion, No. 4, with the amendment thereto, reported the follow- 
 ing resolutions which were adopted, to wit; 
 
 1st. Resolved, That one or more Commissioners be appointed 
 from each State by this convention, whose duty it shall be to 
 attend the survey and location of the road in their respective 
 States, with Col. Long the U. S. Engineer, and in case of a 
 vacancy accruing from any cause, or a wish from any State to 
 increase the number in their respective States, that the dele- 
 gates from each State, have the power to supply such vacancy 
 or to increase their number as they may think best, and that in 
 advising the location of said road, regard shall be had by said 
 Commissioner or Commissioners, to shortness of route, econo- 
 my of construction, and economy of transportation, as govern- 
 ing principles for their advice. 
 
 2nd. Resolved, That three Commissioners be appointed in 
 each county, through which the road is to pass; whose duty it 
 shall be to pio ture the voluntary conveyances of a right of way 
 from the owners of land, on which the road may be located to- 
 gether with the materials for constructing the road, by having 
 the same conveyt*d to a Trustee, appointed for that purpose, 
 according to the forms of each state respectively- 
 
 The following persons were appointed trustees and Commis- 
 sioners under the '2nd. resolution. 
 
 BURKE COUNTY N. C. 
 
 Col Saml. Hilman, Trustee, and Messrs. Col. D. Baker, Wm. 
 Brown, E>q. and Mr. David Chandler, Commissioners. 
 BUNCOMBE COUNi'Y N. C. 
 
 E. H. M'Clure, E,q. Trustee, and Messrs. W^m. J.Lewis, Esq. 
 Mr. Saml. Hunter and Mr. S. D. Pore, Commissioners. 
 CARTER COUxXTY TENN. 
 
 Alfred W. Taylor, Esq. Trustee, and Messrs. Col. Jas. J. Tip- 
 ton, Mr. Caleb Smith and Mr. Wm. Baker, Commissioners. 
 S JLLIVAN COUNTY TENN 
 
 Saml. Rhea, Trustee, and Messrs. David Shaver Sen. Na- 
 than Richardson and Francis Vincent, Commissioners. 
 WASHINGTON COUNTY TENN. 
 
 Jno. G. Eason Esq., Trustee, and Messrs. E. Embree, John 
 Ryland and Jno. Green, Commissioners. 
 
 SCOTT COUNTY VA. 
 
 Jno. S. Martin Esq., Trustee, and Messrs. T. G. Martin, 
 George M'Connel and Jas. Albert, Conmiissioners. 
 
 RUSSELL COUNTY VA. 
 
 James P. Carrell Esq. Trustee, and Messrs. Robert Dickin- 
 son, George Gose and John Biekley Commissioners. 
 
 PIKE COUNTY KEN. 
 
 Gen. Wm. Ratliff, Trustee, and Messrs. Wm. Raimey, 
 Thomas May and John Bevins. Commissioners. 
 
 FLOYD COUNTY, KEN. 
 
 Jacob Mayo Esq. Trustee, and Messrs. Thomas W. Gra- 
 ham, James Hayden and James G. Hatcher, Commissioners. 
 
 On motion of Mr. H. C. Harris, 
 
 It was Resolved, That the counties of Lawrence, Greenup 
 
6 
 
 and Lewis in the State of Kentucky, are hereby requested to 
 hold meetings in their respective counties for the purpose of 
 appointing three Commissioners and one Trustee, in each 
 county, to procure the relinquishment of the right of way and 
 materials for making the road, pursuant to a former resolution 
 adopted by this convention. 
 
 On motion of Col. S. P. Carson, 
 
 Resolved, That the Secretary be directed to transmit a copy 
 of the resolutions providing for the appointment of Commission- 
 ers and Trustees, to obtain a relinquishment of land &lc., to- 
 gether with the names of those appointed, to the delegates of 
 the respective counties of each state. 
 
 The following named peresons were appointed Commission- 
 ers, to attend Col. Long, in the respective states. 
 •\T tu n T ? Mr. Saml. Hunter, Buncombe county. 
 Norlh Carolina. ^ ^^^.^^ Chandler, Burke " 
 
 J Mr. Robt. Reeve, Carter county. 
 Tennessee. > Mr. Thos. Hamilton, Sullivan 
 
 ) Mr. E. Embree, Washington ** 
 jr- - I Mr. T. G. Martin, Scott county, 
 Virginia. ^ j^^^ Bickley, Russell 
 
 ^ Mr. James P. Harris, Floyd county. 
 Kentucky. > Mr. John Hatcher Sen. " " 
 ) Mr. Wm. Raimey. Pike 
 Col. J. T. Avery, chairman of the committee to whom was 
 referred the duty of- drafting a memorial to Congress, asking 
 aid for the completion of the road under consideration, reported 
 a memorial and letter to the President of the United States. 
 On motion of Mr. R. Reeve, 
 
 Resolved, That the standing corresponding committee be di- 
 rected, as soon as they are informed of the result of the applica- 
 tion of this convention to Congress, to call a meeting of the 
 convention, to meet at Estillville. 
 
 Resolved, That each of the following named persons, to wit : 
 Col. J. T. Avery, of North Carolina, John G. Eason of Ten- 
 nessee, Christopher Haynes of Virginia and H. B. Mayo Esq. 
 of Kentucky, be appointed treasurers for their respective states. 
 
 On motion of Col. S. P. Carson, 
 
 The following resolutions were unanimously adopted. 
 
 1st. Resolved, That the thanks of this convention be pre- 
 sented to Gen. Alexander Lackey, for the promptitude, ability 
 and impartiality with which he has discharged the duties of the 
 chair. 
 
 2nd. Resolved, That the thanks of this convention be also, 
 presented to the acting Secretaries thereof for the important 
 services rendered by them, and for their courtesy and politeness 
 as manifested in their acceptance and prompt discharge of the 
 duties thus devolved upon them. 
 
 On motion of Col. J. D. Sharp, 
 
 Resolved, That the thanks of this Convention be given to 
 Lewis B. Dulaney, for the fidelity with which he has perform- 
 ed the duty of Seigeant at arms for this convention. 
 
If 
 
 On motion of Col. J. D. Sharp, 
 
 Resolved, That the letter addressed to the President of the 
 United States, the memorial to the Congress of the United 
 States, and the proceedings of this convention, be signed by the 
 President and countersigned by the acting Secretaries thereof. 
 
 On motion of Col. S. P. Carson, 
 
 Resolved, That this convention adjourn until they be request- 
 ed by the standing corresponding committee, to meet again. 
 
 ALEXANDER LACKEY, PresidenL 
 
 Christopher Haynes, 
 Samuel Rhea, 
 
 Acting Secretaries. 
 
 i 
 
ESTILLVILLE, Sept. I2th. 1831. 
 
 The undersigned, two of the Commissioners appointed by 
 this Convention, at its former session, to survey and locate a 
 road from Pikeville, or the mouth of Shelby creek, in the State 
 of Kentucky, passing through Big Moccasin Gap, to the North 
 Carolina line, beg leave to report : 
 
 That on their arrival at Pikeville, on the 1st. day of August, 
 they were ipet by Lieut. CoK Long, of the United States To- 
 pographical Engineers, who, with Lients. Dancey and Berrien, 
 and Mr. Van VVyck, his assistants, had been directed by the Pre- 
 sident of the United States, to make the survey of the contem- 
 plated road, in conformity with the memorial of the Convention. 
 The duty assigned to your Commissioners was forthwith entered 
 on ; and they refer to the report of Lieut. Col. Long, transmitted 
 herewith, as the result of such an examination as the very limit- 
 ed time given them would allow to be made. 
 
 Which is respectfully submitted, 
 ROBERT REEVE, Commissioner, 
 
 from Tennessee, 
 PETER C, JOHNSTON, Commissioner, 
 
 from Virginia* 
 
«1 
 
 TO R. J. ]»I*KINNEY, ESQ. 
 
 Secretary of the Estilhille Convention* 
 
 SIR, — Pursuant to an order from the U. S. Topographical Bureau, 
 dated July 16th, 1831, issued in conformity to instructions from the 
 President of the United States, and requiring my co-operation with 
 the Commissioners appointed by the Convention at Estilhille, to super- 
 intend the survey of a route for a road leading across the efitire range of 
 the Alleghany Mountains within the States of Kentucky, Virginia, 
 Tennessee, and North Carolina, I repaired to Pikeville, Kentucky, 
 on the 30th of the samje month, and had the pleasure of meeting the 
 Commissioners from Virginia and Tennessee on the 1st of August, and 
 of Kentucky on the day following at that place. 
 
 The comn^sioners were apprised of my being in readiness to en- 
 gage in the contemplated service and of my having been furnished 
 with three assistants, viz. Lieuts. Berrien and Dancy, and Mr. Vao 
 Wyk assistant civil Engineer, to aid in this service. 
 
 Arrangements were accordingly made for the immediate prosecution 
 of the duties before us, in a manner deemed by the Commissioners 
 and myself, most conducive to the attainment of the object contempla- 
 ted by the Convention which were regarded as centering in the es- 
 tablishment or construction of a road to serve as a thoroughfare lead- 
 ing from North to South across the Alleghany Mountains, and af- 
 fording the means of intercommunication between the fertile regions 
 of the North, and the commercial depots of the South. 
 
 The views mutually entertained in reference to the principles and 
 manner of construction for the road, were briefly as follows, viz : 
 
 The undalations or vertical curvatures of the road, should in no case 
 exceed an inclination or declivity of four degrees, or 368 feet in a mile, 
 that being the greatest inclination, at which a horse can ascend with 
 an appropriate load, and at which loaded carriages, stages, &c. &.c. 
 can be made to descend in safety, without locking the wheels. As an 
 exception to this rule, however, it was agreed to admit of an inclina- 
 tion of five degrees, for very short distances, in cases where considera- 
 ble saving, either in distance, or in the cost of construction, could be 
 effected by it. In the vallies, and at the crossings of considerable 
 streams, the road should be located at such an elevation, as would place 
 it beyond the reach of the highest freshet ever known. All such 
 streams should be crossed by bridges, either of wood or stone, as might 
 prove most economical in their construction. The width of the road 
 surface, should be twenty-one feet ; and that for drains on each side of 
 the road, four and a half feet, making the aggregate width of the road 
 thirty feet, to which should be added for summer roads, waste-way, 
 clearance of fences, dz-c. at least twelve feet more on each side of the 
 road, making the entire width of the road-way, 54 feet. A pave- 
 
menl twenty-one feet wide, was contemplated on all parts of the road, 
 constructed in a manner corresponding to-the materials most convenient 
 for use; and embracing three varieties, viz: a macadamised pavement, 
 consisting of broken stone, reduced to fragments, weighing no more 
 than four ounces each, in places where limestone or granite could be 
 conveniently procured: a pavement formed of stone, broken to such a 
 size, that each fragment might be made to pass through a ring, three in- 
 ches in diameter, in situations where the rocks to be used, are either 
 sandstone, gneiss, quartz or amphibolic rocks: and a pavement of gra- 
 vel, when this material existed in sufficient quantities and of suitable 
 quality for the purpose. With respect to horizontal curvatures, no 
 other limitations were deemed necessary, except that the curve should 
 be of such a radius, as would admit of its being readily traversed by a 
 wagon and four horses, or corresponding to a radius of about 50 feet. 
 
 These preliminaries having been agreed to, the following arrangements 
 were made in reference to the survey, viz. The Commissioner for Ken- 
 tucky, accompanied by Lieut. Berrien, was to engage in the survey of 
 Sandy river, from Pikeville to its mouth, as also in the examination of 
 a route for a road diverging from the valley of that stream near Pres- 
 tonsburg, and leading thence in a direction for Portsmouth, at the con- 
 fluence of the Ohio and Sciota rivers, and southerly termination of the 
 Ohio Canal. The instructions given in reference to this part of the 
 service, are exhibited in document, marked (A) at the close of this paper. 
 
 The residue of the exploring party, consisting of the Commissioners 
 for Virginia and Tennessee, Lieut. Dancy, Mr. Van Wyck and myself, 
 were to engage in the examination of various routes, leading across the 
 mountains from Pikeville, to the southerly margin or base of the Blue 
 Ridge, in North Carolina, passing all the obstructions opposed by moun- 
 tain ridges, within the entire distance from the Ohio river, southwardly 
 to the Atlantic Ocean, with the view of ascertaining the most favora- 
 ble passes, and other localities, for the contemplated road. 
 
 The appropriate details of this examination, together with the results 
 to which it has led, will be exhibited in the sequel of this paper. 
 
 In addition to the preliminaries already advanced, I take this oppor- 
 tunity to observe, that on my way, from the mouth of Big Sandy to 
 Pikeville, prior to the first of August, I made such observations and 
 inquiries, relating to the character of the river, and the country through 
 which it flows, as enabled me to form pretty adequate ideas of the ex- 
 tent of obstructions to navigation in the former, and of the aspect and 
 natural condition of the latter ; and upon the information thus acquired, 
 the instructions given to Lieut. Berrien, were based. 
 
 General description of the country traversed by the several routes that 
 have been examined. 
 
 The country to which our inquiries have been more particularly di- 
 rected, and which embraces the several routes claiming our attention, 
 is bounded northwardly by the Ohio river, — southwardly by the south- 
 mountain, which is the last ridge in that direction of the great 
 Alleghany chain, — on the east by the great Kanawha, New and Pedee 
 rivers, and on the west, by a line supposed to pass southwardly from 
 Maysville, on the Ohio river, crossing the Licking, Kentucky, Cum 
 
II 
 
 berland, Powell's, Clinch, Holston and French Broad rivers, and termi- 
 nating on the Savannah river, at the N. E. corner of the State of 
 Georgia. This extensive tract includes very respectable portions of the 
 following States, viz. Kentucky, Virginia, Tennessee and North Caro- 
 lina. It is situated between 35 and 39*=* of North latitude, but owing 
 to the great elevation of a large proportion of its surface, exhibits all 
 the varieties of climate usually to be met with between 35 and 42^ 
 of latitude. Its length from North to South, is about 250 miles, and 
 its breadth, about 150 miles. In the former direction, it embraces 
 transversely a portion of the entire chain of'the Alleghany mountains, 
 which here present a peculiarity in their arrangement nowhere else 
 to be met with, in relation to which a few explanatory remarks will 
 here be given. 
 
 The peculiarity adverted to, consists in the division of the main chain 
 into three subordinate mountain ranges, by the intervention of the 
 principal tributaries of the Tennessee river. These ranges, for the 
 sake of distinction, we shall designate in the following manner, viz. 
 The Northern range, comprehending the Cumberland, Powell's and 
 Guest's mountains, with their numerous spurs: The middle range, com- 
 prehending Clinch mountain and several elevated ridges, such as Cop- 
 per, Moccasin, Chesnut, Buffalo and other considerable ridges, situated 
 between the principal branches of the Tennessee river: and the south- 
 ern range, which comprehends the Blue Ridge or main Alleghany 
 mountain, dividing between the waters of the Atlantic, and those that 
 fall into the Ohio river, and the Iron mountain, which is a distinct par- 
 allel ridge of equal or superior dimensions, and of which the Yellow, 
 Unaka, Green, Roan, Stone, Buffalo, &lc. are constituent parts or spurs. 
 The Black, Linville, Grandfather, Table, Short-off, and other noted 
 mountains, are merely spurs of the Blue Ridge. — To these may be add- 
 ed, as a distinct range, the South mountain, which is separated from the 
 South range by an extensive tract of rolling country, embracing a por- 
 tion of the gold-mine region, 15 to 20 miles wide.and of indefinite length 
 from N. E. to S. W. This mountain is of moderate height, and has 
 an extent, longitudinally, of 30 to 40 miles, being terminated on theN. 
 E. by the valley of the Catawba, beyond which, in that direction, it 
 presents itself merely in the form of insulated knobs and ridges. 
 
 The general direction of these mountain ranges, as indicated by the 
 principal ridges of which they are composed, and the rivers that flow 
 between them, is about S. 5<= W. or N. 5® E. The subordinate spurs 
 and ridges connected with them are disposed in such a manner as to 
 give the greatest possible variety to their directions. 
 
 The elevation of these mountains and ridges above the more consid- 
 erable streams in their immediate vicinity, varies from six hundred to 
 three thousand feet. Their height above tide water may be estimated 
 at 1600 to 4000 feet, the Roan, Black, Bald, and probably Powell's 
 mountain, having an altitude equal to that last mentioned. The Grand- 
 father mountain is said to be the most elevated portion of the Blue 
 Ridge, though of a height somewhat inferior to those just mentioned. 
 
 The Rocks found in the Northern Range are principally sandstone 
 of a structure and fracture well adapted to the formation of roads, and 
 other constructions. Limestone occasionally presents itself in the val- 
 lies, and especially on the Cumberland mountain, where it constitutes 
 
IS 
 
 en entire naked cliff of considerable height streaching along the North- 
 erly slope of the mountain, at a depression of 200 to 300 feet below its 
 summit. Limestone is also found in abundance in the vallies of the 
 streams tributary to Powell's river, in Wild Cat valley, &c. 
 
 Bituminous coal, and its usual concomitants, are alf^o found in vari- 
 eus parts of this range. The mountains of this range gen^^rally present 
 abrupt, and often precipitous slopes, much indented by jdeep and nar- 
 row ravines and watercourses. Steep, rocky and inaccessible clifi's fre- 
 quently occur upon the sides of the hills and ridges, in most places ut- 
 terly impracticable for a road. The vallies of the streams are general- 
 ly very narrow, and bounded on both sides by hills and precipices of 
 the description above given. The soil of the hills and mountains is ge- 
 nerally light and sandy, and that of the vallies argillaceous and loamy, 
 and in places calcareous. Corn, wheat, rye, oats, tobacco, hemp, tlax, 
 potatoes, &c. may be cultivated to great advantage wherever the sur- 
 face is sufficiently clear of rocks to admit of culture. 
 
 Cruests' and Powell's mountains exhibit certain traits, which deserve 
 particular notice on this occasion. On proceeding southwardly from 
 th€ crest of the former, which in the language of the neighboring ses- 
 tlements is called Powell's mountain, we enter upon an extensive tract 
 of tabular rolling land, which constitutes the summit of Guests' moun- 
 tain, and is elevated about 600 feet above the valley of Guests' Kiver. 
 On descending from this tract we enter another of similar aspect, 
 through which Guests' river has its course, and which bears the same 
 relation to the main Powell's mour»tain, as the first tract mentioned 
 bears to Powell's crest, except that their difference of elevation is much 
 greater. This second tract, or bench, extends to the valley of Clinch 
 river, above which it has an elevation about equal to that of Guests' 
 mountain above the valley of Guests^ river. 
 
 The middle range comprises two parallel mountain ridges, called 
 Clinch and Bay's mountains, the former distinctly defined, rising from 
 800 to 1500 feet above its base, and presenting for its crest a rtmaika- 
 Me alternation of knobs and depressions. In one instance only, it is 
 cleft to its base by a water course, affording a level and easy passage 
 for a road entirely across the moimtain. The chasm thus formed is cal- 
 led Moccasin Gap, through which a considerable creek of the same 
 name flows. Bay's mountain is separated from Clinch mountain by 
 the valley of Holston river, at the junction of the North and South 
 Forks of which it has its easterly termination. These mountains, to- 
 gether with several of their spurs, Copper, Moccasin, and other ridges 
 situated between the rivers Clinch and Holston, constitute the mid- 
 dle range. The ridges alluded to are rather elevated table lands, pre- 
 senting a rolling, and, in some places, a hilly and broken aspect, — and 
 rising to the height of 5 or 6 hundred feet above the rivers just men- 
 tioned. The sides of these ridges are often abrupt and precipitous, 
 and seldom present facilites for the passage of a road from the vallies to 
 their summits. The ridges situated southwardly of Clinch mountain, 
 however, are much less difficult of access than those on the north. 
 
 The prevailing rocks of this range, adapted to purposes of building, 
 are sandstone upon the more elevated portions, and limestone in the 
 vallies and inferior ridges. Flinty fragments and gravel abound on the 
 tabular ridges situated between Clinch mountain and Clinch river. The 
 
19 
 
 soil is good, and generally more susceptible of cultivation than that ©f 
 the northern range* The products are the same as those before men- 
 tioned, but more abundant. 
 
 The Southern range exhibits a far more broken and diversified aspects 
 The mountains and ridges, though not more abrupt or precipitous, are 
 generally more elevated and more difficult of access than those of the 
 Northern range. The streams to which it gives birth assume the char- 
 acter of torrents, rather than that of creeks and livers ; being precipita- 
 ted down the sides of the mountains, or hurried through deep and 
 frightful chasms, with a most deafening roar. Fertile valiies, surround- 
 ed by mountains almost inipassable, are frequently to be met with, 
 where the hardy settler finds himself quite precluded from intercourse 
 with the rest of the world. Some of these coves are, however, fur- 
 nished with outlets leading to other settlements, by which means they 
 are rendered more accessible, and more grateful as places of residence. 
 Of this description are the Unaka and Limestone coves, situated be- 
 tween the Iro.i, Stone anl B iffaloe mountains; also the North and 
 Turkey coves, situated bet wen the Blue ridge and the Linville moun- 
 tain. 
 
 The South range, in its geological formations also, differs materially 
 from both of the others. The rocks are here mostly, if not altogether, 
 primitive. Gneiss, quartz rock, and mica slate predominate. Talcose, 
 or saponaceous rocks, frequently occur. The older sandstones and lime- 
 stones are occasionally to be met with. 
 
 The soil, even upon the tops of the mo intains, appears remarkably 
 light and rich ; supporting a luxuriant growth of weeds and vines. — ^ 
 The timber growth is, in many places, of the most stately appearance^ 
 and the grou id where cultivated yields, though late in their season, 
 plentiful crops of Indian corn,wheat, rye, oats, tobacco, 6lc. in the val- 
 lies, and many of those products, together with potatoes in their high-^ 
 est perfection, upon the hills and mountains. 
 
 The passes leading through this range in particular, are remarkably 
 devious, all of them winding across or between the mountains, by cours* 
 es exceedingly intricate and serpentine. Neither the depressions in the 
 mautitains, nor the passes betwen them, present any tolerable coinci- 
 dence with the direction of the contemplated road ; and any route in 
 order to be practicable for this object must necessarily vary materially 
 from that direction. 
 
 In view of our subject, the country situated between the northerly 
 range of mountains which has a'leady been designated, and the Ohio 
 river, has a claim to our attention, not inferior to that of either of 
 the mountain ranges of which we have been treating. This section of 
 country, although it comprises no mountains of an extent, magnitude, 
 and elevation, comparable to those of the Alleghany mountains proper, 
 nevertheless exhibits obstacles in the way of the contemplated tho- 
 roughfare quite as numerous and difllicult to surmount as those opposed 
 by either of the ranges above considered. An adequate idea of the; 
 natural condition of the section may be obtained, by regarding it as an 
 inclined plane, sloping downward from the Cumberland mountain to 
 the Ohio river, and having a surface divided into innumerable hills, 
 knobs, ridgt s, &c. by as many ravines and watercourses leading in all 
 possible directions. The height of the hills, &c. in the vicinity of tho- 
 
14 
 
 mountain may be estimated at about 800 feet, wbile tbose near the Ohio 
 rise no higher than 150 to '200 feet. The tract is watered by the Big San- 
 dy river and its namerous tributaries, the Little Sandy river, Tygart's 
 creek, and the head streams of the Licking and Kentucky rivers, all of 
 which have contributed to divide, furrow and mutilate the surface of 
 the plane. 
 
 The rocks of this district are almost entirely sandstone, limestone, 
 and clay slate ; the two former of which present themselves in many 
 places upon the surface of the ground, and in precipices facing the wa- 
 ter courses. The soil of the vallies is very productive, yielding the 
 richest crops of corn, wheat and rye; that of the hills, appears also 
 ■well adapted to these products, though as yet the vallies seem to have 
 been preferred for cultivation. 
 
 Eligible routes for roads, leading through this country, can only be 
 obtained in situations remote from the principal streams. The valley 
 of the B'g Sandy is rendered completely unhtfor this purpose, by rea- 
 son of the excessive freshets to which that stream is annually subjected, 
 and the consequent liability of the bottoms to be inundated on such oc- 
 casions. The increase of distance occasioned by the meandering of the 
 streams, may also be added as an objection. The river hills are too 
 abrupt and precipitous in most places, and too much indented by deep 
 ravines and other sinuosities, to admit the convenient passage of a road 
 «bove the reach of high water. A farless expensive, and more direct 
 route, than that afforded by pursuing the valley of this stream, may be 
 found commencing at Portsmouth^ on the Ohio, and pursuing the fol- 
 lowing localities, viz: ascending in the valley of Tygart's creek, and 
 proceeding; thence to the valley of Little Sandy, or ascending the val- 
 lies of the Ohio and Little Sandy, to a point suitable for a divergence 
 from the valley last mentioned, towards that of Big Sandy — thence 
 crossing Blane's and Tom's creeks, and descending in the best direc- 
 tion for Paint Creek — thence crossing Abbot's Hill, and following the 
 vallev of Big Sandy to the mouth of Mud creek — thence ascending 
 the creek last mentioned, crossing a ridge at its head, and proceeding 
 -down a branch to Robinson's creek, and thence by a route hereafter to 
 be described, to the Sounding Gap of Cumberland mountain, &.e. Instead 
 of passing by the mouth of Mud creek, it may be adviseable to cross from 
 Paint to Beaver, and thence to Mud creek, and by the route before 
 mentioned. The distance from Portsmouth to the Sounding Gap, by 
 either of these routes, will not probably exceed 1-20, or 125 miles. 
 
 The timber growth of this region, adapted to the purposes of build- 
 ing, consists of white oak, poplar, chesnut, walnut, white ash, hemlock, 
 pitch pine, and some white pine, together with various other trees of 
 inferior qualitv. The three varieties last mentioned are found only in 
 particular localities, except the pitch pine, which is found on most of 
 the mountains. The other varieties are to be met with, in almost eve- 
 ry part of the country. 
 
 ' With respect to the natural passes, leading across these mountain 
 ranges, very few that are eligible, as sites for the contemplated road are to 
 be met with, and none are to be found having a general coincidence 
 with a straight line joining the points assumed as extremities of the 
 road. The most prominent ridge of each range, however, affords a 
 pass, or depression, far more favorable than any others presented by the 
 
same tidge. The passes and ridges alluded to, are as follows, viz. A 
 depression in Cumberland mountain, called Sounding gap, at which the 
 road must ascend to the height of 600 feet, above the immediate base 
 of the mountain : Two water gaps, leading past this mountain, viz f 
 one made by the Russell, and the other by the Pound, forks of Sandy 
 river, and presented at the distance of 14 to 20 miles North Eastward- 
 ly of Sounding gap ; both of which are represented as utterly impracJ 
 ticable, on account of the ruggedness of the country, at their sources, 
 and the frequency and abruptness of the cliffs, by which the chasmsi 
 through which they flow are walled in their passage through the moun-i 
 tain. No other depression, so far as we could judge from observation \ 
 and enquiry, can be regarded as coming into competition with the ] 
 Sounding gap. A road crossing at this point, however, must unavoid- 
 ably be located on a mountain slope, very steep in many places, and on ! 
 the North side, for a distance of about half a mile, having a slope or 
 inclination of five degrees. 
 
 The only pass, afforded by Clinch mountain of the middle range, is| 
 a very remarkable water gap, called Big Moccasin gap, at which the 
 passage is almost a dead level, at a depresssion quite as low, as the 
 water table of the vicinity. The residue of this mountain is a conti- | 
 nued series of nobs with slight depressions between them, none of 
 which are readily accessible for a road, within a distance of about 30 
 miles from this gap. 
 
 The passage of the Blue-Ridge, may be regarded as presenting 
 the greatest difficulty to be encountered by a road crossing the South 
 range of mountains. Three passes across this mountain have been ex- 
 amined, viz : one leading through a depression called M'Kinney's gap, 
 another through Turkey Cove gap, and the third through Buck Creek 
 gap ; the last of which is deemed utterly impracticable, by any ordina- 
 ry means, for a road at an inclination less than five, and for the distance 
 of half a mile, less than six degrees. The altitudes of these depres- 
 sions above the Catawba river, at their lowest points, may be estimated 
 as follows, viz ; height of Buck creek gap, 2,000 feet ; height of Tur- 
 key cove gap, 1800 feet ; height of M'Kinney's gap, 1600 feet. Their 
 height respectively above the water table on the North side of the 
 mountain, may be estimated at 800 feet for Buck creek gap, 300 feet 
 for Turkey cove gap, and 150 feet for M'Kinney's gap. 
 
 Other mountain ranges and spurs, too numerous for particular de- 
 scription, at this time, present themselves on the several routes that 
 have been examined, opposing obstacles in the way of a road more or 
 less difficult to be surmounted, the nature and extent of which may 
 be inferred from the tables hereto annexed. An enumeration of the 
 several gaps and passes across and between them, and of the routes 
 leading through them, is rendered unnecessary, inasmuch, as the posi- 
 tions of the former, and the localities of the latter, as well as the courses, 
 ^'C. will be clearly exhibited on the chart, intended to accompany this 
 paper. 
 
 A few remarks with reference to the present road, leading North- 
 wardly and Southwardly, through this section of the country, will suf- 
 fice under this view of our subject. 
 
 ^ With the exception of a road commencing at Kitigsport on Holston 
 tiver, and leading in a Southwesterly direction through Jonesborough» 
 
1« 
 
 ind across the Walnut mountain, to Ashville, North Carolina ; and ^no- 
 Iher, in a Northwesterly direction, from Morganton, North Carolina, 
 through M'Kinney's gap of the Blue-Ridge, Eiizabethton and Blount- 
 ville, to Estilville, Virginia, and thence in a Westerly direction towards 
 Cumberland gap ; there are no roads leading in a direction in any de- 
 gree co-incident with that of the contemplated road, that can be regard- 
 tid as passible for loaded carriages, wagons or carts, except for short 
 distances merely, and utterly impracticable for such carriages across the 
 ftiountain ridges. 
 
 Indeed, most of the ridges intended to be traversed by this road, 
 seem hitherto, to have been regarded as altogether impassible for a road 
 likely to subserve the purposeses of an active trade and intercourse be- 
 tween the countries north and south of the Alleghanies. The district 
 through which it is now proposed to open a thoroughfare, although 
 situated near the centre of the United States, and surrounded on all 
 sides by countries abounding in wealth and population, is even less ac- 
 cessible, at the present time for want of tolerable roads, than many dis- 
 tricts, situated on our most remote frontiers. A portion of the district 
 situatt^d between the Ohio and Clinch rivers, and embracing an extent, 
 from North to South, of more than 150 miles, is utterly impassible for 
 carriages of burthen, or indeed, for vehicles of any kind, upon the 
 roads now travelled, which are of a character in many places, almost to 
 preclude travelling on horseback. 
 
 The streams by which this region is watered are very numerous, 
 and, with a very few exceptions, excedingly serpentine in their cour- 
 ses. Their several localities, courses, 6lc will be exhibited in the 
 map intended as a,n accompaniment to this paper. Those that flow 
 from the Northern and Middle ranges, and especially from the former, 
 have comparatively btit a moderate descent, and currents proportionably 
 ^gentle ; the consequ-ence of which, is, that their floods pass off" more 
 slowly, and their waters accumulate to a much greater depth; while 
 those to which the Southern range gives birth, are precipitated through 
 channels of greater declivity, and occasionally over precipices of con- 
 siderable height, which imparts to them great rapidity of current. — 
 prevents any excessive rise in timt^ of freshets, and shortens the period 
 -of their continuauce. 
 
 The rivers claiming our more particular attention, on account of the 
 relation they bear to the contemplated thoroughfare, are, in addition 
 to the Ohio, whoi^e character is already sufficiently well known, the 
 Big Sandy, Clinch-, Holston, and Cawtawba rivers. 
 
 the Big Sandy has a width of about 1^20 yards, and an extent of 
 about 31 miles, from its mouth to its constituent tributaries, denomina- 
 ted the West and Tug-Forks, both of which are very copious streams, 
 heading within the northern range of the Alleghanies, and aflbrding fa- 
 rilities to a considerrtble extent for light navigation during periods of 
 high water, vvhich usually prevail from four to six months annually. — 
 The channel for navigation, presented by Big Sandy and its West Fork, 
 is considerably serpentine, and extends inland from the Ohio about 125 
 miles to the mouth of Shelby creek, following its meandering, 96 miles 
 by the present road ; and 05 miles in a straight direction. The obstruc- 
 tions to its navigation during a moderate stf^ge of water, consist prin- 
 cipally of large blocks or masses of rocks, situated in the middle of the 
 
channel or near it, and a few logs or snags, all of which may be remov- 
 ed at a moderate expense (not exceeding $3000,) by blasting and re- 
 ducing the former, and cutting away the latter, to extreme low water 
 mark, or a little below it. This is deemed the only method of improv- 
 ing the navigation of which the stream is susceptible ; a lateral, canal 
 being impracticable, on account of the excessive freshets which annual- 
 ly prevail, swelling the stream in places to the height of 50 feet, and in 
 others to 60 feet above extreme low water : a system of lock and dam 
 navigation being impracticable on the same account, as also on account 
 of the unstable foundation for dams and moles afforded in the valley and 
 bed of Big Sandy proper; and a sluice navigation being also impractica- 
 ble, for want of sufficient water during the summer months, to supply the 
 sluices, and the impracticability of constructing them in the sandy bed 
 of the main river. 
 
 The valley of Big Sandy, and that of the West-Fork, have a width 
 varying between 3-4 of a mile at>d 3 or 4 hundred yards, becoming 
 narrower as we ascend, and are bounded by abrupt hills and precipices, 
 deeply indented by ravines, which give to its outline a very irregular 
 and zig-zag appearance. The bottoms are more or less subject to inun- 
 dations, by which extensive tracts are flooded to a very considerable 
 depth. 
 
 The Clinch and Holston rivers are to be regarded as channels of in- 
 calculable importance, whether viewed in connexion with our present 
 project, or in reference to their future high destination, which insures to 
 one of their vallies, at least, the distinction of becoming hereafter a por- 
 tion of the grepft thoroughfare communicating by the most direct, easy, 
 and practicable route, between the cities of New York and New Or- 
 leans. Although the difficulty and expense of rendering these streams 
 navigable, may make such an object unadvisable, or even hopeless; yet 
 no doubts are entertained, that the facilities affi)rded by their vallies for 
 the construction of Rail Roads, are such as to ensure, in all human 
 probability, the eventual accomplishment of the latter, at no very distant 
 period. 
 
 The range from extreme low to extreme high water in these streams 
 is far less than that of Sandy river, and seldom, if ever, exceeds 20 feet. 
 The bottom lands of the vallies are rarely inundated to any considera- 
 b'e depth ; and the only obstruction opposed to an easy passage along 
 their vallies, is the occasional presentation of cliffs of comparatively 
 moderate extent, which alternately occur on either side of the river, 
 protruding to the water's edge. 
 
 The Gatavvba river, upon the margin of which the contemplated 
 road is supposed to have its southerly termination, is fed by copious ne- 
 ver-failing streams, rising in the Blue Ridge and its southerly sp irs. I 
 flows through a rolling country, and from the point assumed as the ter- 
 mination the road, which is in the valley of the stream near the S. W. 
 extremity of Linville mountain, to the point where it crosses the boun- 
 dary line between N. and S.Carolina, the distance, pursuing the mean- 
 derings of the river, is about 100 miles, as nearly as may be estimated 
 from the most approved maps of the country ; about 75 miles by the 
 nearest road ; and 65 miles in a straight direction. A canal has alrea- 
 dy been constructed from Charleston to the point last mentioned, and 
 DO doubts are entertained that a navigable channel may be opened, at 
 
18 
 
 a moderate expense, from this point to the assumed termination of the 
 road, by means of locks and dams, for which the bed of the stream 
 is supposed to afford the requisite facilities. 
 
 Having thus considered the more prominent features of the country 
 through which the road is to pass, and adverted to a variety of circum- 
 stances affecting the location and construction of such a work, we shall 
 next attenipt to exhibit, in the best lights we have been able to obtain, 
 the relations subsisting between the contemplated road and other im- 
 portant points not included within the section of country of which we 
 have been treating. 
 
 The information we have to offer under this view of the subject, how- 
 ever, will be confined almost exclusively to geographical relations; any 
 views touching the commercial or political relations of the enterprise 
 being deemed unnecessary and superfluous on this occasion. 
 
 Agreeably to the memorial presented by the Estillville convention 
 to the President of the U. States, two points have been designated; viz. 
 a point on Sandy river, at the mouth of Shelby creek ; and another on 
 the same river, at Pikeville ; one of which is to be regarded as the 
 northerly termination of the road. Accordingly our personal exam- 
 inations u ith reference to the road, were limited in that direction to 
 these two points. Agreeably to the same memorial, our examina- 
 tions were to terminate southwardly, at the boundary line between 
 Tennessee and N. Carolina; but in conformity to a memorial subsequent- 
 ly presented to the President by certain citizens of >.orth Carolina as- 
 sembled at Morganton, prating for an extension of the survey into that 
 State, it was deemed advisable to extend our examinations entirely a- 
 cross the Alleghany mountains, to some point at which the road might 
 terminate, after having surmounted all impediments presented by moun- 
 tain ridges, and from which the road may easily be extended by diverg- 
 ent branches to any or all of the southern markets or depots. 
 
 The considerations that governed in the selection of a point at ivhich 
 the road should have its southerly termination, were accordingly made 
 to depend on the relations such a point should have to the most favor- 
 able passes of the mountains, and to the greatest facilities for the diver- 
 gence of branch ways, leading to the commercial cities of the south. 
 In accordance with these views, and on a careful comparison of the 
 observations previously made with a view to its selection, a point has 
 been chosen situated in the immediate vicinity of the south west ex- 
 tremity of Linville mountain, which is believed to possess, in a higher 
 degree than any other point, all the relations requisite to the Sctuthern 
 termination of the road. A road, having crossed the Alleghany moun- 
 tains and arriving at this point, is to be regarded as entering not only 
 upon a region of unknown limits, and incalculably rich in the richest 
 of mineral treasures, from the developement of which an innumerable 
 multitude of laborers and mechanics are to derive support and wealth, 
 but into a country presenting a maritime frontier, indented by numer- 
 ous bays and inlets, of more than 700 miles in extent, no part of which 
 is distant more than 330 miles, from the point under consideration. 
 
 Although the observations and statements we have to make are in- 
 tended more particularly to apply to routes situated between the points 
 above designated, yet in order 'to give the enterprize its appropriate 
 bearing and importance in a general point of view, we shall in the out- 
 
10 
 
 set regard the road as having its northerly termination on the Ohio 
 river, at the mouth of the Sciota, and at the debouchure of the Ohio 
 Canal into the Ohio river, a point central to a region of vast extent and 
 inestimable fertility, through which channels have already been open- 
 ed, or may hereafter be opened, leading in almost every direction, 
 through a country destined to support a population more dense and 
 more widely extended, than that probably of any other equal portion 
 of the civilized world. 
 
 Having taken this view of the subject, we shall merely designate a 
 few of the more considerable towns and villages northward and south- 
 ward of the proposed road, and show their respective bearings and dis- 
 tances from its extremities; and, for the sake of brevity, shall com- 
 prise our statements in relation thereto in a tabular form, as follows, viz: 
 
 TABLE 1. 
 
 Showing' the bearings and distances of certain important points from 
 Portsmouth,. the northern extremity of the proposed road. 
 
 Localities. 
 
 Kelative positions. 
 
 Towns. 
 
 Counties. 
 
 States. 
 
 1 
 
 Bearings. 
 
 1 
 
 Distances 
 in miles. 
 
 Virginia 
 
 N. 80 E. 
 
 52 
 
 Virginia 
 
 N. 64 E. 
 
 85 
 
 Virginia 
 
 N. 53 E. 
 
 155 
 
 Pennsylvania 
 
 N. 54 E. 
 
 195 
 
 Ohio 
 
 N. 33 E. 
 
 100 
 
 Ohio 
 
 N. 20 E. 
 
 205 
 
 Pennsylvania 
 
 iV. 32 E. 
 
 275 
 
 Ohio 
 
 N. 5 W.. 
 
 46 
 
 Ohio 
 
 N. 3 W. 
 
 90 
 
 Ohio 
 
 N. 75 W. 
 
 85 
 
 Indiana 
 
 N, 67 W. 
 
 185 
 
 Kentucky 
 
 S. 85 W. 
 
 40 
 
 Kentucky 
 
 S. 75 W, 
 
 150 
 
 Kentucky 
 
 S. 37 E, 
 
 20 
 
 Kentucky 
 
 S. 65 W. 
 
 110 
 
 Kentucky 
 
 S. 56 W, 
 
 100 
 
 Ohio 
 
 N. 42 W. 
 
 95 
 
 Ohio 
 
 N. 18 E. 
 
 65 
 
 Pt. Pleasant 
 
 Parkersburg 
 
 Wheeling 
 
 Pittsburg 
 
 Zanesville 
 
 Cleveland 
 
 Erie 
 
 Chilicothe 
 
 Columbus 
 
 Cincinnati 
 
 Indianapolis 
 
 Maysville 
 
 Louisville 
 
 Green upsburg 
 
 Frankfort 
 
 Lexington 
 
 Dayton 
 
 Lancaster 
 
 Mason 
 Wood 
 Ohio 
 
 Alleghany 
 VTuskingum 
 Cuyahoga 
 Erie 
 
 Il0S5 
 
 Franklin 
 
 Hamilton 
 
 Delaware 
 
 Mason 
 
 Jefferson 
 
 Greenup 
 
 Franklin 
 
 Fayette 
 
 Montgomery 
 
 Fairfield 
 
so 
 
 TABLE 2. 
 
 Shotoin^ the bearings and distances of certain important points from 
 the south west end of the Linville mountain, near which the southern ex- 
 tremity of the proposed road terminates. 
 
 Localities. 
 
 Relative positions. 
 
 Towa». 
 
 Counties. 
 
 StatPi. 
 
 Bearings. 
 
 Distances 
 in miles. 
 
 Morganton 
 Columbia 
 Augusta 
 Yorkville 
 Charltsion 
 Camden 
 Greenville 
 Fayetteville 
 Wilmington 
 Raleigh 
 Milledgeville 
 Savannah 
 Cheraw 
 Georgetown 
 Newbern 
 City of Wash 
 ington 
 
 burke 
 Richland 
 Riclunond 
 York 
 
 Charleston 
 Ker>ha\v 
 Greenville 
 CuDiiberlaud 
 Hancver 
 Wake 
 Baldwin 
 Chatham 
 Chesterfield 
 Georgetown 
 Craven 
 Distiict of 
 lumbia. 
 
 North Carolina 
 South Carolina 
 Georgia 
 South Carolina 
 South Carolina 
 South Carolina 
 South Carolina 
 Nuith Carolina 
 North Carolina 
 North Carolina 
 Georgia 
 Georgia 
 South Carolina 
 South Carolina 
 North Carolina 
 
 Co- 
 
 East 
 S. ^25 E. 
 S. 2E. 
 S, 35 E. 
 S. 30 E. 
 S. 37 E. 
 S. 20 W. 
 S. 75 E. 
 S. 65 E. 
 East 
 
 S. 22 W 
 S. ]0 E. 
 S. 56 E. 
 S. 43 E. 
 S. 60 E. 
 
 |n.50 E. 
 
SI 
 
 A brief description of the several routes that have been examined 
 next claims our attention, preparatory to which, we shall offer a Tabu- 
 lar view of the distances, &lc. on the grand route, and of the, subdivis- 
 ions into which it has been thought proper to .divide it, which is as 
 follows ; viz : 
 
 TABLE 3. 
 
 Showing the localities, bearings, and extent of grand routes, together 
 with those of the several divisions of which they are composed. 
 
 Direct Route from Portsmouth, Ohio, to the western extremity of 
 Linville mountain. North Carolina. S. 16® E. — 203 miles. 
 
 Direct Route from the mouth of Shelby Creek, to the western ex- 
 tremity of Linville mountain, N. Carolina. S. 12^ E. — 136 miles. 
 
 Divi 
 
 No. I Designation, j 
 
 I Bearings j 
 
 Points at which the several divis- I "'''les. j Distance. 
 
 ions lerniinate. i ! 
 
 Dislafice fioni 
 Portamouth. 
 
 j Miles. 
 
 Miles. 
 
 Mile* 
 
 [Kentucky 
 Virginia 
 
 Tennessee 
 and North 
 Carolina 
 
 From Portsmouth to the 
 Sounding Gap of Cumber- 
 land mountain 
 From the Sounding Gap 
 in Cumberland mountain, 
 to Moccasin Gap in Cl'ch 
 mountain 
 
 From Moccasin Gap, in 
 Clinch mountain, to the 
 western extremity of Lin- 
 ville mountain, N. Car- 
 olina. 
 
 S. 17* E 
 
 S. 5« W 
 
 S.34«E 
 
 106 
 
 41 
 
 65 
 
 106 
 
 147 
 
 212 
 
 As a farther exposition of the relations subsisting between the con- 
 templated road and various localities of note in its vicinity, we sub- 
 join the following Table, showing the positions of the several towns 
 and villages therein enumerated, with reference to a direct line joining, 
 th^ extremities of each division. 
 
 4 
 
82 
 
 TABLE 4. 
 
 Showing the positions of venous places, in reference to the division! exhibited in Table 3(f . 
 
 Divisiuiii from 
 3d. Table. 
 
 No. I Desiunation 
 
 Names of places. 
 
 Names of coun- 
 ties. 
 
 Names of 
 States. 
 
 Distances 
 from line 
 
 Miles. 
 
 I'osition 
 from 
 line. 
 
 1 Kentucky 
 
 Greenupsburg 
 Catletsburg 
 Louisa 
 Clarksburg 
 Williamsburg 
 Washington 
 Maysville 
 Augusta 
 Owingsville 
 Flemingsburg 
 Lawrence C. H. 
 Prestonsburg 
 Junction of Lou- 
 isa &. Russel forks 
 of Sandy. 
 Pike C. H. 
 Guyandot 
 Logan C. H. 
 Mount Sterling 
 Carlisle 
 Paris 
 Irvine 
 Manchester 
 
 Virginia 
 
 Tenn. and 
 N Carolina 
 
 JefFersonville 
 Lebanon 
 Dickinsonville 
 Saltville 
 Burk's Garden 
 Evansham 
 Abingdon 
 Estillville 
 Natural Bridge 
 Jonesville 
 Mount Pleasant 
 Barbourville 
 Williamsburg 
 Cumberland Gap 
 Tazewell 
 
 Greenup 
 i< 
 
 Lawrence 
 
 Lewis 
 
 Mason 
 
 Bracken 
 
 Bath 
 
 Fleming 
 
 awrence 
 Floyd 
 
 Pike 
 
 Cabell 
 Logan 
 
 Montgomery 
 
 Nicholas 
 
 Bourbon 
 
 Estill 
 
 Clay 
 
 Tazewell 
 Russell 
 
 Washington 
 Tazewell 
 Wythe 
 Washington 
 Scott 
 (( 
 
 Lee 
 
 Harlan 
 
 Knox 
 
 Whitley 
 
 Lee 
 
 Claiborne 
 
 Blountville 
 
 Boat Yard 
 
 Elizabethtoft 
 
 Surguinesville 
 
 Rogersville 
 
 Greenville 
 
 Jonesborough 
 
 New Port 
 
 Dandridge 
 
 Sevierviile 
 
 Warm Springs 
 
 Ashville 
 
 Waynesville 
 
 Jeffersonton 
 
 Wilkesborough 
 
 Rockford 
 
 Statesville 
 
 Fort Defianc* 
 
 Kentucky 
 
 Virginia 
 Kentucky 
 
 Virginia. 
 
 Sullivan 
 
 Carter 
 Hawkins 
 (( 
 
 Greene 
 
 Washington 
 
 Cocke 
 
 Jefferson 
 
 Sevier 
 
 Buncombe 
 
 Haywood 
 
 Ashe 
 
 Wilkes 
 
 Stokes 
 
 Iredell 
 
 Wilkes 
 
 10 
 
 Kentucky 
 
 s.w corner of Va 
 Tennessee 
 
 fennessee 
 
 N. Carolina 
 
 E. 
 
 4 
 
 E. 
 
 8 
 
 W. 
 
 2 
 
 23 
 
 ^. 
 
 33 
 
 W. 
 
 28 
 
 w. 
 
 10 
 
 w. 
 
 54 
 
 w. 
 
 64 
 
 w. 
 
 80 
 
 w. 
 
 40 
 
 w. 
 
 34 
 
 w. 
 
 53 
 
 w. 
 
 28 
 
 E. 
 
 48 
 
 E. 
 
 77 
 
 E. 
 
 50 
 
 E. 
 
 30 
 
 £, 
 
tn 
 
 Time fails us, on this occasion, to give any thing more than a very 
 brief description of the several routes examined, setting forth their ge- 
 neral localities, characteristics, &.c. 
 
 KENTUCKY DIVISION. 
 
 On a part of this division, two routes were examined ; viz : one leading 
 from Pikeville to a point on Shelby creek 3 1-2 miles from its mouth, 
 and the other from the mouth of Shelby creek to the same point. The 
 latter is preferred, by reason of its shorter distance from a navigable 
 part of the river, and of avoiding a very steep hill dividing between 
 Shelby and Island creeks, elevated about 300 feet, which must be 
 crossed by the latter. From this point, in the valley of Shelby, the 
 route leads upwards in the same valley and that of Robinson's creek, 
 crosses a very low ridge, near which it connects with the proposed 
 route leading from Portsmouth, the locality of which has been already 
 pointed out ; — thence descends the valley of Indian run to the mouth 
 of Long Fork, where it re-enters the valley of Shelby, whence it pro- 
 ceeds upward in the same valley, to a low ridge dividing between this 
 creek and a small stream running into Elkhorn creek ; — thence down- 
 ward in the valley of this small stream, and upward in the valley of 
 Elkhorn creek, to the base of Cumberland mountain; — and thence to 
 Sounding Gap of Cumberland, sloping upward on the side of the moun- 
 tain. The route generally is very favorable for a road, except at a few 
 points where side cutting will be required for short distances in the 
 valley of Shelby — and a marshy tract of considerable extent towards 
 the head of that stream; to which may be added the mountain slope 
 of Cumberland, which will require expensive cutting in rock for a short 
 distance, in order to pass a cliff. The characteristics of the route are as 
 follows, viz: moderately serpentine, or varying in its horizontal direc- 
 tion from right to left ; slightly waving, or occasionally ascending and 
 descending by gentle slopes ; — and tvinding, or ascending and at the 
 same time deviating from a right line in its passage upward on the slope 
 of Cumberland mountain. Materials, such as are adapted to the con- 
 struction of an ordinary turnpike road. 
 
 VIRGINIA DIVISION. 
 
 In connexion with this division, three routes have been examined ; 
 which are as follows, viz: 
 
 1st. A route leading downward from Sounding Gap, in the ravine 
 of a small branch tributary to Pound Fork ; very winding, and requir- 
 ing much steep side cutting ; — thence downward in the valley of the 
 latter — very serpentine and waving, and also requiring much steep side 
 cutting, and occasional deep cuttings and fillings ; — thence upward in 
 the valley of Indian creek, to Indian Creek Gap, serpentine and wind- 
 ing, and requiring much side cutting ; — thence along the tabular sum- 
 mit of Guest's mountain, ground mostly firm and favorable, route wind- 
 ing at first, then serpentine and waving ; — thence down the slope of 
 Guest's mountain, vonie winding, and requiring much side cutting ; — 
 thence across a tabular bench of Powell's mountain ; ground very fa- 
 vorable, route moderately serpentine and iya»ing-;-^thence down the 
 
24 
 
 slope of Powell's mountain, very xoinding, and much side cutting : ma- 
 terials thus far suitable for an ordinary turnpike ; — theiu?e across Clinch 
 river, and upward in the valley of a small stream, to\he summit of 
 Copper ridi^e — groutid very favorable, route circuitous, or presenting 
 curves of great radii, seldom ivinding across Valley creek, 
 
 where the route is loinding, along the summit of a ridge ; ground firm 
 and gravelly, route loaving and serpentine; — and across Copper creek 
 by a route exceedingly xuinding, with much side cutting; — and thence 
 descending in the valley of a creek, on favorable ground, by a route 
 moderately waving and serpentine, to Moccasin Gap. Between Clinch 
 river and Moccasin Gap, the miterials are suitable in part for a 
 gravel road, but principally for a McAdamized turnpike. 
 
 2nd. Same as on the preceding route to Indian creek Gap — thence 
 down the valley of Guest's river, and up that of a small branch ; route 
 at first winding, then serpentine and loaving, ground often marshy, 'and 
 occasional side cutting : — thence across a low ridge, down the valley of 
 Benje's creek and West Fork of Powell's river, and up that of a small 
 branch, to Little Stone Gap ; ground in places marshy, side cutting on 
 steep hills often required, route serpentine and waving, and at last mode- 
 rately winding: — thence down a steep mountain side, occasionally 
 winding, much side cutting required ; materials thus far suitable for a 
 turnpike : — thence down the valley of Butcher's Fork, and up the val- 
 ley of Dry creek, and down that of North Fork of Clinch, through 
 Wild Cat Velley ; route very favorable, circuitous, waving, seldom 
 winding, materials suitable for a McAdamized road ; — thence crossing 
 North Fork of Clinch twice, to Flat Lick ; route serpentine, leaving, 
 and winding, materials suitable for a turnpike : — thence down Buckeye 
 hollow, through Rye cove, to Clinch river; ground firm, but hilly, 
 route serpentine, waving, and winding, materials suitable for a McAdam- 
 ized road : — and thence, across Clinch river and Copper creek, down 
 Little Moccasin creek, and thiough Estillville, to Big Moccasin Gap: — 
 country hilly, ground firm, route very winding across the vallies of 
 Clinch and Copper, in other places favorable, generally waving, mode- 
 rately serpentine, materials suitable for a McAdamized road. 
 
 With respect to the third route of this division, which was examin- 
 ed, it is only necessary to observe, that although thedistance was some- 
 what shorter than either of the others, yet the great height of Pow- 
 ell's mountain, near the summit of which it must jjass, and especially 
 the abruptness of its northern slope, which could not be tiaversed by a 
 road limited to an inclination of four or even five degrees, were regard- 
 ed as impediments too formidable to be surmounted. 
 
 TENNESSEE AND NORTH CAROLINA DIVISION. 
 
 Under this head we have no less than six different routes to consider, 
 besides which, several others were examined and found objectionable. 
 The routes alluded to are as follows, viz : 
 
 1st. A route leading from Moccasin Gap and crossing the North Fork 
 of Holston river, and leading up Anderson's run to its source; slightly 
 serpentine and winding, occasionally, side cutting ; — thence through the 
 Gap of Walker's mountain down a ravine of gentle slope, up Reedy 
 creek, and Spring branch, to the War Gap of Chesnut ridge ; ground 
 
 1 
 ) 
 
515 
 
 firm and favorable, route slightly serpentine and icinding : — thence 
 across the Island Road at James', and down a small branch to Blount- 
 ville ; a little serpentine and waving, some side cutting : — thence across 
 Beaver creek and Holston river to Elizabethton ; ground generally 
 very favorable, route pretty direct, slightly waving, some side cutting : 
 — thence up Doe and Little Doe rivers to Whitehead's hill ; route ser- 
 pentine, side walling and cutting occasionally required :• — thence by 
 valley of Main Doe river and Snyder's creek to Low Gap of Yellow 
 mountain, ground favorable, some side cutting, serpentine : — thence 
 across head of Elk creek and Cranberry creek, and down Middle Fork 
 of Toe river to the Three Forks : — route circuitous, leaving, a little 
 winding, considerable side cutting : thence down North Toe through 
 Lick-Log and another similar gap, to McKinney's Gap ; ground gener- 
 ally favorable, considerable side cutting, route pretty direct, waving 
 occasionally : thence down the valley of Pepper's creek and that of 
 North Fork of Catawba, to end of Linville mountain : winding on 
 spurs of Blue ridge, slightly serpentine, materials favorable for a McAd- 
 amized road on 34 miles and for a turnpike 59 miles. 
 
 2nd. A route crossing North Fork of Holston and Reedy creek, lead- 
 ing past the Sulphur well, and crossing Chesnut ridge to Hamilton's, 
 on Holston rivei ; route very circuitous, waving, and occasionally wind- 
 ing ; — thence crossing Holston, passing over a rolling tract, descending 
 Lick creek, and ascending Garland's branch to Thompson's ; route very 
 waving, a little serpentine, in a few places winding, ground very favor- 
 able ; — thence over ridgy ground to the Watauga, up Gap creek to its 
 source, and down a valley to Doe river; ground favorable, a little sice 
 cutting, route pretty direct, occasionally winding ;^d.x\^ thence by the 
 route just before described, to the end of Linville mountain. Materi- 
 als for a McAdamized road on 32 miles, for a turnpike on 53 1-2 miles. 
 
 3rd. A route crossing North Fork of Holston, passing through a fa- 
 vorable Gap of a ridge to Wardlow's, down Red House branch to Ree- 
 dy creek, up Yellow branch and down a small run to Holston, and 
 across this river to Pactolus ; ground favorable, route pretty direct, a 
 little serpentine and waving, seldom winding; — thence on very favora- 
 ble ground, and across a roiling country by way of Hendrick's creek, 
 Sinking creek, &c. to Gap of Buffalo ridge; route waving and serpen- 
 tine, seldom winding ; — thence meandering between ridges, on similar 
 ground, to Jonesborough, in the valley of Limestone creek, and across 
 a tract of fine rolling country, to the valley of the Nolachucky river ; 
 route serpentine and leaving, winding onlv at the ravines of water 
 courses :— thence upward in the valley of that river to base of Unaka 
 mountain ; much side cutting, and occasional side walling required, 
 route circuitous and waving, seldom winding ; thence through Unaka 
 mountain in the valley or narrows of the river ; much side cutting in 
 rocks, heavy walling on very steep mountain slopes required, route cir- 
 cuitous, in places very serpentine, waving, sometimes winding ; thence 
 up the Chucky valley across two mountain spurs, and in the same val- 
 ley to mouth of Pigeon roost creek ; ground generally sloped, much 
 side cutting, some of it very steep, route circuitous, waving and wind- 
 iwg-;— thence in same valley across two other mountain spurs, by favor- 
 able passes, to Garland's settlement ; side cutting on mountain slopes, 
 route serpentine, very waving and winding, particularlv at the crossing 
 
36 
 
 of Rock creek ; — thence crossing the point of a ridge, entering the 
 yalley of Main Toe river, ascending in that valley, and by Cane and 
 Mine creeks to the Gap of Cane creek mountain, route prettv direct 
 some side cutting, moderately waving ; thence down a branch of Snow 
 creek, np another of the same, and down a branch of Bear creek to 
 Birchfield's ; route pretty direct, waving, winding, much side cutting; 
 — thence across high ridgy ground, north Toe river, and similar ground, 
 to Grassy creek ; route favorable, waving, serpentine ; — thence up Gras- 
 sy creek to Turkey cove Gap, and down the Blue ridge, in the valley 
 of Turkey cove creek, to Turkey cove ; much steep side cutting, route 
 very lainding ; — and thence to the end of Linville mountain, on very fa- 
 vorable ground, 41 miles of McAdamized, and 43 miles of turnpike road. 
 
 4th. A route same as third route to mouth of Pigeon roost creek ; 
 thence crossing main Toe river, and a spur of Green mountain, to Jack's 
 creek; route winding, very waving, and circuitous, side cutting requir- 
 ed ; — thence up the valley of Jack's creek and Mine Fork, through 
 Gap of Green mountain, and down a small run, to Crabtree creek ; 
 ground favorable, much side cutting, route circuitous, slightly waving^ 
 in places winding, occasionally on slope of the mountain ; thence down 
 Little Crabtree creek, across South Toe river, and Big Crabtree creek, 
 crossing two small ridges of gentle acclivities, to the valley of Grassy 
 creek ; ground generally favorable, some side cutting, route pretty di- 
 rect, occasionally circuitous, serpentine^ and in places winding ; and 
 thence as in third route to end of Linville mountain ; 41 miles of Mc- 
 Adamized, and 49 miles of turnpike road. 
 
 5ih. A route same as third and fourth routes to mouth of Indian 
 creek on Nolachucky river ;-^thence up valley of Martin's creek to 
 Indian Grave Gap, and down Hollow Poplar creek to the head of the 
 Narrows of Nolachucky river ; much side cutting on steep sides of 
 mountain, some side walling, route very icinding and serpentine; — and 
 thence as in third route up valley of Nolachucky or Main To« river — 
 that of South Toe river, crossing Grassy creek, Turkey cove Gap, &c, 
 to end of Linville mountain, 38 l-'2 miles of McAdamized, and 46 
 miles of turnpike road. 
 
 6th. A route same as third route to Pactolus ; thence by the valley 
 of Kendrick's creek, and one of its branches, across a rolling tract, to; 
 Sinking creek ; — thence across a similar tract. Mill creek. Boon's creek, 
 Knob creek, and Brush creek, to east end of Buffalo mountain ; ground 
 firm, aspect hillv and ridgy, route serpentine, very leaving, in some pla- 
 ces vnnding .-—thence up the valley of Buffalo creek, and across a ridge 
 to Unakacove ; route very favorable^ pretty direct, zt-ai-ino' /—thence up 
 Indian creek to the head 'of Limestone cove ; route very favorable, cfr- 
 cuiious, nearly level, materials thus far suitable for a McAdamized road ; 
 — thence to Indian creek Gap of Iron mountain, and thence down 
 Bean's creek to Rock creek, near Garland's settlement ; mountain very 
 rugged, much steep side cutting, route very winding and serpentine 
 and thence to the end of Linville mountain, as in route 3d; 42 miles 
 of McAdamized road, 39 miles of turnpike. 
 
 The routes thus cursorily described are deemed the most feasible of 
 any that have been examined. The shortness of the time employed 
 on the reconnoisance, added to the unfavorable state of the weather 
 s£''de-^2b'€ portion cf that time, precluded the possibility ot 
 
 cKirii52 a com 
 
8T 
 
 i^xamming a Ifevv other parts of routes which are deemed of sufficient 
 importance to merit an examination. The routes here more particular- 
 ly alluded to, are, two in the Virginia Division, viz : One branching 
 from the second route in the valley of Butcher's Fork of Powell's riv- 
 er, penetrating through Powell's mountain, and leading past the east 
 end of Rye cove, crossing Clinch river between France's and Black- 
 more'* Fords, and thence to Moccasin Gap ;— and the other branching 
 from route No. 1, on Clinch river, a little above Osborn's Ford, passing 
 Alley's Mill, and leading across Copper to Big Moccasin creek, and 
 -down the latter to the Gap. 
 
 Also, a route on the Tennessee and North Carolina Division, branch- 
 ing from route No. % of this division, nearHolston river, crossing this 
 •stream and the Watauga some distance above their junction, and pro- 
 ■ceeding, by way ef Knob creek and one of its branches, to the pass 
 between Buffalo and Little Stone mountains, where it unites again with 
 ^oute No, 6, ©f this di vision o 
 
 In order to illustrate, more clearly, the character of the several routes, 
 we subjoin the following analysis, showing the extent, bearings, grad- 
 uations, &LQ,. for each section of which any division is composed. 
 
 To these we have taken occasion to add a statement of the probable 
 cost of constructing a road on each section of all the divisions, based 
 upon the appa^rent facilities or difficulties that occurred under our ob- 
 iservation. 
 
 Any estimate of the cost of construction, predicated on any other 
 data than those obtained from actual measurements of the work re- 
 quired, must unavoidably be defective and inconclusive. Accordingly 
 no other estimate will be attempted, except such a one as may be infer- 
 red from the known cost of similar works in other parts of the country, 
 due regard being had to differences in the localities, and other circura- 
 ' stances affecting the relative cost of the respective works. 
 
 The cost of the National Roard from Wheeling westward, which is 
 a McAdamized road with a pavement 9 inches thick, composed of three 
 equal layers of finely broken stone, varies from 6 to 7 thousand dollars 
 per mile, all things included. That of an ordinary turnpike, well 
 made and covered with a pavement 12 to 15 inches at the centre, and 
 9 to 12 inches thick at the sides of the road, varies from two to five 
 thousand dollars per mile, according to the ease or difficulty attending 
 its construction. The cost of a well made gravel road, under similar 
 circumstances, and when gravel can be conveniently procured, is from 
 two to three thousand dollars per mile, the gravel covering being from 
 four to six inches thick, and the road surface 21 feet wide. 
 
 Any excess above these rates, that may appear in our estimate, must 
 be attributed to the existence of manifest difficulties obviously calling 
 for an increased expenditure. 
 
1^8 
 TABLE 5. 
 DIVISION 1. 
 
 Analysis of Routes, on the Kentucky Division, 
 
 Route M. 1, via the valleys of Shelby, Robinson, and Elkhorn creeks, to the Sounding Gap, in 
 
 Cumberland ?nountain. 
 
 No. 
 
 Localities, begiiiing 
 at the mouth of 
 Shelby Creek. 
 
 Bearings 
 
 Distan( 
 
 Graduation 
 2'='. 1 3° [ 4« 
 
 Bridges 
 
 Probable 
 cost of 
 Road 
 forma- 
 tion. 
 
 Probable 
 cost of 
 bridges. 
 
 
 «i 
 
 u 
 
 Miles. 
 
 1 Feet 
 
 8.30° E 
 
 3.2 
 
 2.5 
 
 .5 
 
 .2 
 
 
 100 
 
 $12,800 
 
 $1,200 
 
 S.lOe w 
 
 2.5 
 
 2.5 
 
 
 
 
 
 8,750 
 
 
 S.5° E 
 
 5.7 
 
 5.7 
 
 
 
 
 120 
 
 17,100 
 
 1,440 
 
 S.10° E 
 
 10.2 
 
 8.2 
 
 1.5 
 
 .5 
 
 T3 
 lO 
 
 60 
 
 32,640 
 
 720 
 
 S.43''w 
 
 6. 
 
 3.3 
 
 1. 
 
 1.2 
 
 .5 
 
 
 24,000 
 
 
 1 27.6 1 22.2 1 
 
 3. |1.9| 
 
 .5 [280 1 ^^'95,290 
 
 $3,360 
 
 Remarks 
 
 Road to Pike- 
 
 ville 
 Mouth of Rob- 
 inson's creek. 
 Mouth of Long 
 
 creek 
 Ridge at head 
 of Shelby cr'k 
 Sounding Gap 
 
 ^ 2 bridges re-' 
 quired. 
 
 > Turnpike; 
 
 1 half mile 
 at 5 degrees. 
 
 Route JSTo. 2, via the valleys of Island, Shelby, and Elkhorn creeks, to the Sounding Gap, in Cum- 
 berland mountain. 
 
 Localities, begin- 
 ning at Pikeville. 
 
 Mouth of Island 
 
 creek 
 Island creek Gap 
 Shelby creek 
 Roadlrom mo'th 
 of Shelby creek 
 Thence by No's. 
 2, 3, 4, and 5, of 
 route No. 1, to 
 Sounding Gap 
 
 Bearings 
 
 Distances. 
 
 Graduation. 
 2° ! 3° 1 4° 
 
 ["5° 
 
 Bridges 
 
 Probable 
 cost of 
 Road 
 forma- 
 tion. 
 
 Jrob- 
 
 able 
 cost of 
 bridg- 
 es, 
 
 S.30^E 
 
 2 
 
 2 
 
 
 
 
 100 
 
 ^8,000 
 
 $1,200 
 
 S.S^E 
 S. 
 
 2.8 
 1.2 
 
 1.8 
 1.8 
 
 .5 
 .2 
 
 .5 
 1. 
 
 
 150 
 
 11,200 
 4,500 
 
 1,800 
 
 S 20'' w 
 
 1. 
 
 1. 
 
 
 
 
 
 3,000 
 
 
 
 24.4 
 
 19.7 
 
 2.5 
 
 1.7 
 
 .5 
 
 180 
 
 82,490 
 
 2,160 
 
 31.4 I 24.5 I 3.2 | 3.2 j .5 \ 430 |$109,190|i^51,60 
 
ad 
 
 TABLE 5. 
 DIVISION 2. 
 
 Analysis of Routes on the Virginia Division. 
 Route JVo. 1, via GuesVs Station and Buster's Shoals, to Big Moccasin Gap. 
 
 3 ^ 
 
 3 C 
 
 Localities, beginning 
 It the Sounding Ga| 
 ofCumb'd mountain 
 
 Bearings. 
 
 Graduation 
 
 " I 3' 
 
 Pound, on PoundU .co k !i 
 Fork p-^^ ^- r 
 
 Indian creek GapS. 7. 5 3. 5 
 
 Poin^nearGuestsjg ^ 11.5 '5 
 
 Buster's Shoals [S 
 Big Moccasin 
 Gap I 
 
 10. 
 
 S. 10° W. 16. 
 
 50.' 
 
 3. 5 
 5. 5 
 
 Miles. 
 1. 5 
 2. 
 4. 
 4. 
 5. 
 
 I 4- 
 
 5. 5 490 
 18. 5 16. 5 15. 930 
 
 2. 5 
 2. 
 
 2. 5 
 2. 5 
 
 Bridges 
 
 Feet 
 60 
 150 
 130 
 100 
 
 Probable 
 cost of 
 
 road for- 
 mation. 
 
 Probable 1 
 cost of 
 bridges. 
 
 
 
 Remarit!) 
 
 $18,500 
 26,000 
 39,100 
 
 35,000 
 88,000 
 
 1,800 
 1,560 
 
 1,200 j 
 5,880 
 
 ing steep hill sides. 
 
 Descending Guests moun- 
 tain, (J- allowancefor wind. 
 T'npike ^ 1 mile McAdam 
 
 Descending Powel's moun- 
 tain, allowance for winding 
 
 McAdam and gravel. 
 
 #206,600 #11,160 
 
 Route JVo. 2, via Little Stone Gap, Wild Cat valley, and Estillville, to Big Moccasin Gap. 
 
 3 73 
 
 SE 
 
 S?7 
 No. 
 
 Localities, beginning 
 at the SoundingGap. 
 
 Bearings. 
 
 Distances. 
 
 Graduation. 
 2° 1 3° j 4° 
 
 Bridge 
 
 g Probable 
 cost of 
 road for 
 
 Probable 
 cost of 
 Bridges. 
 
 Remarks. 
 
 Miles. 
 
 Feet. 
 
 ination. 
 
 1 
 
 Same as route ^ 
 
 
 
 
 
 
 
 
 
 
 
 No. 1, to Indian > 
 
 
 12. 5 
 
 4. 5 
 
 3. 5 
 
 4. 5 
 
 210 
 
 f 44, 500 
 
 2,520 I 
 
 
 
 creek Gap ) 
 
 
 
 
 
 
 
 
 
 2 
 
 Princes settl'm'nt 
 
 S. 24' W. 
 
 5. 
 
 1. 5 
 
 2. 
 
 1. 5 
 
 
 17,500 
 
 
 Allowance for winding 
 
 3 
 
 Princes Bottom 
 
 S. 
 
 3 
 
 2. 
 
 1. 
 
 
 50 
 
 10,500 
 
 600 f 
 
 4 
 
 Little Stone Gap 
 
 S. 55 W. 
 
 3. 
 
 
 1. 
 
 
 50 
 
 12,000 
 
 603 1 
 
 Turnpike. 
 
 5 
 
 Wild Cat Valley 
 
 S. 40 W.14. 5 
 
 7. 5 
 
 4. 
 
 J. 
 
 180 
 
 72,500 
 
 2,160 
 
 McAdam. 
 
 6 
 
 Pointnear Kane's 
 
 S. 40 E. 
 
 4. S 
 
 1. 8 
 
 2. 
 
 1. 
 
 100 
 
 19,200 
 
 1,200 J 
 
 Turnpike. 
 
 7 
 
 Big; Moccasin Gap 
 
 S. 70 E. 
 
 19. 
 
 9. 
 
 5. 
 
 5. 
 
 630 
 
 114,000 
 
 7,560 
 
 Allowance tor winding 
 
 6i.S 27.3 18.5 16. 1,220 $290,200 #14,640 
 
 it 
 
TABLE 5. 
 DIVISION 3. 
 
 Analysis of Routes on the Tennessee and North Carolina Division. 
 Route, JSTo. 1, via BlounMlle, Elizabethton, &c. to the end of Linville Mountain. 
 
 
 Localises, beginning 
 
 
 S" 
 
 Graduation. 
 
 Bridges. 
 
 Probable 
 cost of 
 
 Probable 
 
 Remarks 
 
 1 ? 
 
 Bearings. 
 
 2 
 
 2° 
 
 3° 
 
 
 cost of 
 bridges. 
 
 
 
 at Big Moccasin Gap. 
 
 
 Feet. 
 
 road for- 
 mation. 
 
 
 No. 
 
 
 
 a 
 
 Miles. 
 
 
 1 
 
 Col. Anderson's 
 
 S.34°E. 
 
 3. 8 
 
 
 1. 8 
 
 5 
 
 300 
 
 .f22,800 
 
 ^3,600 ^ 
 
 ! 
 
 2 
 
 Droke's on Reedyi 
 
 
 '•1 
 
 
 
 
 
 
 
 creek 
 
 S.80°E. 
 
 9. 5 
 
 5. 2 
 
 2. 5 
 
 1. 8 
 
 
 27,000 
 
 
 
 3 
 
 Blountville 
 
 S.56 E. 
 
 4. 5 
 
 2. 
 
 2. 
 
 5 
 
 30 
 
 27,000 
 
 360 
 
 
 4 
 
 South Fork of Hol- 
 
 
 
 
 
 
 
 
 * McAdamized. 
 
 
 ston 
 
 S.52 E. 
 
 5. 
 
 3. 
 
 1. 5 
 
 5 
 
 45 
 
 30,000 
 
 540 
 
 
 5 
 
 Smith's 
 
 S.39 E. 
 
 L 8 
 
 1. 
 
 8 
 
 
 300 
 
 10,800 
 
 3,600 
 
 
 6 
 
 Elizabethton 
 
 S.21 E. 
 
 9. 5 
 
 6. 
 
 3. 
 
 5 
 
 400 
 
 57,000 
 
 4,800 
 
 
 7 
 
 Crab Orchard (Mrs. 
 
 
 
 
 
 
 
 
 Smith's) 
 
 S.2-5 E. 
 
 18. 
 
 13. 
 
 3. 
 
 2. 
 
 180 
 
 81,000 
 
 2,160 ~ 
 
 
 8 
 
 Cranberry creek 
 
 S.80 E. 
 
 7. 3 
 
 3. 8 
 
 2. 5 
 
 1. 
 
 60 
 
 30,600 
 
 720 
 
 9 
 
 Licklog gap 
 
 S.20 W. 
 
 8. 5 
 
 5. 
 
 2. 
 
 1. 5 
 
 120 
 
 38,250 
 
 1,440 
 
 
 10 
 
 Gap of the Blue 
 
 
 
 
 
 
 
 
 
 
 
 Ridge 
 
 S.l° W. 
 
 15. 
 
 7. 
 
 4. 
 
 4. 
 
 180 
 
 54,000 
 
 2,160 
 
 Turnpike. 
 
 11 
 
 North fork of the 
 
 
 
 
 
 
 
 
 
 
 Catawba 
 
 S. 16°E. 
 
 4. 8 
 
 
 2. 
 
 2. 8 
 
 50 
 
 24,000 
 
 600 
 
 
 12 
 
 End of Linville 
 
 
 
 
 
 
 
 
 
 
 
 mountain 
 
 S. 5°W. 
 
 5. 3 
 
 5. 
 
 3 
 
 
 55 
 
 23,8.50 
 
 660 
 
 
 93. 52.5 25.415.1 1815 ^456,300 j^20.640 
 
 Route, JVo. 2, via Sulphur Well, Hamilton's, fyc. to the end of Linville mountain. 
 
 •3 w 
 
 
 
 
 o 
 
 Graduation. 
 
 Bridges. 
 
 Probable 
 
 Probable 
 
 
 
 Localities, beginning 
 at Big Moccasin Gap. 
 
 
 
 w 
 
 2° 1 3° 1 
 
 4° 
 
 
 cost of 
 
 
 Remarks. 
 
 « ? 
 
 BearlBgs. 
 
 3 
 O 
 
 Feet. 
 
 road for- 
 
 cost of 
 bridges. 
 
 
 "no! 
 
 
 
 
 a> 
 
 Miles. 
 
 
 mation. 
 
 
 1 
 
 Col. Anderson's 
 
 S.34^ 
 
 E. 
 
 3. 8 
 
 1. 5, 1. 8 
 
 5 
 
 300 
 
 $22,800 
 
 ^3,600 
 
 
 
 2 
 
 Sulphur Well 
 
 S.34' 
 
 E. 
 
 2. 5 
 
 1. 5j 5 
 
 5 
 
 
 15,000 
 
 
 
 3 
 
 Hamilton's on Hol- 
 
 
 
 
 
 
 
 
 
 
 
 
 ston 
 
 S. 47 
 
 E. 
 
 10. 2 
 
 4. 2 4. 
 
 2. 
 
 30 
 
 €1,200 
 
 360 
 
 
 >• McAdamized. 
 
 4 
 
 Head of Garland's 
 
 
 
 
 4. L 7 
 
 
 
 
 
 
 
 
 branch 
 
 S . 45 
 
 E. 
 
 10. 7 
 
 
 2. 
 
 400 
 
 €4,200 
 
 4,800 
 
 
 
 5 
 
 Head of Gap creek 
 
 S.12= 
 
 'E. 
 
 7. 
 
 3. 2. 5 
 
 1. 5 
 
 400 
 
 42,000 
 
 4,800 
 
 
 
 6 
 
 Crab Orchard (Mrs. 
 
 
 
 
 
 
 
 
 
 - 
 
 
 
 Smith's) 
 
 S. 18<= 
 
 *E 
 
 10. 5 
 
 5. 5 3. 
 
 2. 
 
 100 
 
 47,250 
 
 1,200 
 
 
 
 
 Thence by Nos. 8, 
 
 
 
 
 1 
 
 
 
 
 
 
 
 9, 10, 11 and 12, 
 of Route, No. 1. 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 40.9 1 
 
 20.8 10.8 
 
 9.3 
 
 465 
 
 170,700 
 
 5,580 
 
 
 
 85.6 40.5 27.3 17.8 1,695 $423,150 $20.34e 
 
31 
 
 TABLE 5. 
 
 Continuation of Sd Division. 
 
 Route JVb. 3, via PacioluSy Jonesborough, JVolachucky river, Garland's settlement, and Turkey 
 Cove Gap, to the end of Linville mountain. 
 
 3 a 
 
 r 
 
 2 
 3 
 4 
 
 Localities, beginning 
 at Big Moccasin Gap. 
 
 Bearings 
 
 Graduation. 
 
 ! 4° 
 
 Miles, 
 
 Bridges 
 I Feet. 
 
 Probable 
 Cost of 
 
 road for- 
 mation. 
 
 Probable 
 cost of 
 Bridges. 
 
 Wardlow's 
 Pactolus 
 Jonesborough 
 Devil's Looking 
 
 Glass. 
 Erwin's W. side 
 of Chucky river 
 Devil's creek 
 Cooper's N. side 
 of Chucky river 
 Mouth Pidgeon 
 
 Roost creek. 
 Garland's settle- 
 ment 
 Crossing of North 
 
 Toe river 
 Turkey cove Gap 
 End of Linville 
 
 mountain 
 
 S.30°E 
 
 4. 
 
 8 
 
 2. 
 
 
 S.20 E 
 
 5. 
 
 5 
 
 3. 
 
 5 
 
 S.15 E 
 
 15. 
 
 5 
 
 9. 
 
 5 
 
 S.20 E 
 
 12. 
 
 8 
 
 7. 
 
 5 
 
 S. 15W 
 
 3. 
 
 
 2. 
 
 
 S.50 E 
 
 2. 
 
 7 
 
 2. 
 
 7 
 
 S.75 E 
 
 5. 
 
 3 
 
 3. 
 
 
 S.80 E 
 
 5. 
 
 
 1. 
 
 5 
 
 S.75 E 
 
 5. 
 
 
 2. 
 
 3 
 
 S.40 E 
 
 11. 
 
 7 
 
 5. 
 
 
 S.20 E 
 
 5. 
 
 
 1. 
 
 5 
 
 S.30 E 
 
 8. 
 
 
 3. 
 
 
 2. 
 
 
 8 
 
 300 
 
 1. 
 
 7 
 
 3 
 
 336 
 
 4. 
 
 
 2. 
 
 40 
 
 3. 
 
 3 
 
 2. 
 
 60 
 
 1. 
 
 
 
 390 
 
 
 
 
 100 
 
 1. 
 
 7 
 
 6 
 
 360 
 
 1. 
 
 5 
 
 2. 
 
 
 2. 
 
 
 7 
 
 130 
 
 3. 
 
 9 
 
 2. 8 
 
 260 
 
 2. 
 
 
 1. 5 
 
 125 
 
 1. 
 
 
 4. 
 
 55 
 
 24. 
 
 1 
 
 16.7 2150 
 
 $28,800 
 33,000 
 93,000 
 
 76,800 
 
 18,000 
 24,300 
 47,700 
 
 25,000 
 
 27,500 
 
 58,500 
 25,000 
 41,600 
 #499,200" 
 
 $3,600 
 4,032 
 480 
 
 720 
 4,680 
 1,200 
 4,320 
 
 1,560 
 
 3,120 
 1,500 
 660 
 ;^25;872 
 
 Remarks. 
 
 McAdam. 
 
 Tui'ftpike. 
 
 Route iVo. 4, via Pactolus, Jonesborough, JVolachucky river, Crabtree creek, and Turkey cove Gap, 
 
 to the end of Linville mountain. 
 
 3 21 
 
 No. 
 
 iLocaiities, beginning 
 ■!at Big Moccasin Gap 
 
 Bearings 
 
 Graduation. 
 
 Miles. 
 
 Bridge: 
 Feet 
 
 Probable 
 
 Probable 
 
 cost of 
 
 cost of 
 
 road for- 
 mation. 
 
 Bridges. 
 
 Remarks. 
 
 1 
 
 Same as route ^ 
 No.3,toStatem'nt \ 
 No. 8,inclusive \ 
 
 
 54. 6 
 
 31. 7 
 
 15. 2 
 
 7.6 
 
 1,585 
 
 #346,600 
 
 #19,032 
 
 2 
 
 3 
 
 Tipton's 
 
 Ray 's,on Crabtree 
 creek 
 
 8.8° W 
 S. 10 E 
 
 2. 
 
 8. 3 
 
 2. 3 
 
 1. 
 3. 
 
 1. 
 
 3. 
 
 360 
 120 
 
 11,000 
 39,840 
 
 4,320 
 1,440 
 
 4 
 5 
 6 
 7 
 
 Crabtree Ford 
 Bush creek Hill 
 Turkey cove Gap 
 End of Linville 
 mountain 
 
 E. 
 E. 
 
 S.24 E 
 S. 30 E 
 
 4- 5 
 
 7. 
 
 6. 
 
 8. 
 
 2. 
 3. 
 3. 
 
 3. 
 
 2. 
 
 2. 5 
 1. 5 
 
 1. 
 
 5 
 
 1. 5 
 1. 5 
 
 *■ 
 
 60 
 145 
 125 
 
 55 
 
 22,500 
 35,000 
 30,000 
 
 41,600 
 
 720 
 1,740 
 1,500 
 
 660 
 
 
 
 
 90. 4 
 
 457" 
 
 26. 2 19. 1 
 
 2,445 
 
 #526,540 #29,410 
 
 McAdam & Turnpike. 
 
 Turnpike, 
 
as 
 
 TABLE 5. 
 
 Continuation of Sd. Division. 
 
 Route JVo. 5., via Pactolus, Jonesborough, Indian Grave Gap, Garland's Settlement and Turkey 
 Cove Gap, to the end of Linville Mountain. 
 
 5 a 
 
 c 
 
 Graduation. 
 
 
 
 
 
 
 
 1 
 
 
 
 Bridges 
 
 Probable 
 cost of 
 road for- 
 
 Probable 
 cost of 
 Bridges. 
 
 
 
 Localities, hewinning at Bii 
 Al-occasin Gap. 
 
 r Bearings 
 
 tance 
 
 
 3° 
 
 ! 4° 
 
 
 Remarks. 
 
 No. 
 
 1 
 
 to 
 
 Miles. 
 
 Feet. 
 
 mation. 
 
 
 
 C Same as route No. 3 
 
 
 
 
 
 
 
 
 
 
 5 
 
 < to statement No. 4, 
 
 
 
 
 
 
 
 
 
 
 2 
 
 inclusive. 
 Indian Grave Gap. 
 
 S.70°E. 
 
 38.6 
 6. 
 
 22.5 
 1.5 
 
 11. 
 1. 
 
 5.1 
 3.5 
 
 736 
 50 
 
 $231,600 
 33,000 
 
 $8,832 
 600 
 
 McAdam. 
 
 1 
 
 S 
 4 
 
 Cooper's. 
 
 C Same as route No. 3 
 < from statement No. 
 
 S.15°E. 
 
 5.4 
 
 
 2. 
 
 3.4 
 
 25 
 
 27,000 
 
 300 
 
 ^-Turnpike. 
 
 
 ( 8, inclusive. 
 
 
 34.7 
 
 13.3 
 
 10.411. 
 
 570 
 
 177,600 
 
 6,840 
 
 J 
 
 
 84.7 
 
 37.3 24.4 23. 
 
 1381 
 
 ,^469,200 
 
 $16,572 
 
 
 Route JVb. 6, via Pactolus, Unaka Cove, Iron Mountain Gap, Garland's Settlemetit, and Turkey 
 Cove Gap, to the end of Linville Mountain. 
 
 3 
 
 Localities, beginning at Big Moc 
 easin Gap. 
 
 Bearings 
 
 Graduation. 
 
 2° 13° 1 4° 
 
 Bridges. 
 
 Feet. 
 
 Probable 
 cost of 
 road for- 
 mation. 
 
 Probable 
 cost of 
 Bridges. 
 
 Remarks. 
 
 Same as Route No. 3. tc 
 statement No. 2, inclu- 
 sive. 
 
 Buffaloe Creek Gap. 
 Unaka Cove Iron Works. 
 Head of Limestone Cove. 
 Iron Mountain Gap. 
 Garland's Settlement. 
 Same as Route No. 3, 
 
 from statement No. 10, 
 
 inclusive. 
 
 S.34°E 
 5.5°W 
 S.70°E 
 S. 
 
 S.10°E 
 
 10.3 
 19.5 
 7.5 
 5.5 
 3.5 
 9.5 
 
 24. 
 
 5.5 
 10.5 
 4.5 
 4. 
 
 1.5 
 
 9.f 
 
 6S 
 
 1.1 
 
 4. 
 
 1. 
 
 8.3 
 
 636 
 150 
 50 
 60 
 
 150 
 
 440 
 
 $61,800 
 117,00f 
 
 45,oor 
 33,oor 
 
 17,50( 
 52,00r 
 
 125,000 
 
 $7,632 
 1,800 
 
 6or 
 
 72C 
 1,80C 
 
 80.5 35.5 22.6 22.4 1486 $451,650 
 
 __5,28o|J_ 
 $17,832 
 
 McAdam. 
 
 ^Turnpike. 
 
33 
 
 We shall next present a Synopsis of the several divisions, exhibiting 
 the extent of each, accompanied by equations for ascents and descents, 
 together with its aggregate cost, and cost per mile, to which we shall 
 also add the probable cost of transportation for one ton, or 2,240 pounds, 
 through a distance of 100 miles, on each of the divisional routes. 
 
 The equated distances, exhibited in the 5th column of the subjoined 
 table, and the cost of transportation contained in the 8th column, are 
 computed agreeably to the principles and views advanced in the ac- 
 companying paper marked (B J which has been extracted from Docu- 
 ment No. 209, of 20th Congress, 1st. session, and which, it is believed, 
 contains some useful hints in reference to this subject. The last column 
 of this table is intended to show the comparative advantage of a good 
 level road, when contrasted with the best road now leading across the 
 mountains in the same general direction. The comparison has been 
 made only in reference to the third division, there being no road from 
 which such a comparison could be drawn in reference to the 1st. and 
 2nd. divisions. 
 
 TABLE 6. 
 SYNOPSIS 
 
 0/ the several routes leading through each division of the road : — shewing the ac- 
 tual distance on each route the equated distances torresponding thereto, as com- 
 puted for ascents and descents ; the probable cost of construction ; the average 
 cost per mile for the same ; the probable cost per ton for transportation ; and 
 the equated length of any route, corresponding to the present state of the roads. 
 
 State- 
 ments 
 
 Divis- 
 ions. 
 
 Routes 
 
 Actual 
 distances. 
 
 Equated 
 distances. 
 
 Probable 
 cost of con- 
 struction. 
 
 Average 
 cost of con 
 struction 
 per mile. 
 
 Probable cost of 
 transportation 
 per ton. 
 
 Fquation of 
 di-l'nce;cor- 
 resp'ding to 
 llie present 
 state of the 
 roads. 
 
 No. 
 
 No. 
 
 No. 
 
 pr. 100 
 miles. 
 
 On each 
 division 
 
 
 
 
 
 
 
 miles. 
 
 1 
 2 
 3 
 4 
 6 
 6 
 
 • 7 
 8 
 9 
 
 10 
 
 I 
 I 
 
 II 
 II 
 III 
 III 
 III 
 III 
 III 
 III 
 
 1 
 
 2 
 1 
 
 2 
 1 
 
 2 
 3 
 4 
 5 
 6 
 
 27.6 
 
 31.4 
 
 50. 
 
 61.8 
 
 93. 
 
 85.6 
 
 84.3 
 
 90.4 
 
 84.7 
 
 80.5 
 
 29.6 
 34. 
 61.6 
 74.6 
 107.8 
 102.1 
 99.1 
 107.1 
 102.3 
 97.3 
 
 898,650 
 114,350 
 217,760 
 304,840 
 476,940 
 443,490 
 525,072 
 555,950 
 485,772 
 469,482 
 
 $3,570 
 3,640 
 4,355 
 4,932 
 5,128 
 5,181 
 6,228 
 6,149 
 5,747 
 5,832 
 
 $10,72 
 10,80 
 12,32 
 12,07 
 11,59 
 11,93 
 11,87 
 11,84 
 12,08 
 12,09 
 
 $3,17 
 3,67 
 7,59 
 9. 
 
 12,49 
 12,18 
 11,76 
 12,78 
 12,35 
 11,76 
 
 303.3 
 287.3 
 273.9 
 301.4 
 287.9 
 273.8 
 
 The results exhibited in the foregoing table are conclusive with re- 
 spect to the selection of a route on the first and second divisions, but 
 leave considerable doubt as to the route to which a preference should 
 be given on the 3rd division. 
 
 On this division route No. 6, appears to be shortest by nearly four 
 miles in actual distance, and nearly two miles in equated distances; 
 while route No. 2, seems to claim precedence over No. 6, in respect to 
 the estimated cost of construction, being less expensive than the latter 
 by nearly 26,000 dollars. 
 
 The claims of these two routes being so nearly balanced, added to 
 
* 
 
 34 
 
 the circumstance that another route connected with them, and not yet 
 examined, is entitled to consideration, renders it proper to suspend for 
 the present any decision as to their relative merits. 
 
 We shall conclude with a summary view of the several divisions, 
 combined in a manner to form grand routes ; one of which will be re- 
 garded as embracing the entire distance between the end of Linville 
 mountain, and a point on the Ohio river near Portsmouth, as designat- 
 ed in a former part of this paper. This route is coincident with the 
 others through the '2nd and 3rd divisions, but branches from the first 
 division near the ridge dividing between Robinson's Fork of Shelby 
 creek, and Indian run, which falls into the Long Fork of the same 
 creek. The cost of construction on this portion, which embraces an 
 extent of about 107 miles, from the ridge above mentioned to the Ohio 
 river, is estimated at 4000 dollars per mile. 
 
 TABLE 7. 
 GRAND ROUTES. 
 
 From the mouth of Shelby creek, to the end of Linville mountmn. 
 
 c 3 
 pa. 
 
 No. 
 
 Reference to 
 Table 6. 
 
 o 1 2 1 
 g r tc o c 
 
 l^]i-j'f 
 
 Actu- 
 al dis- 
 tance. 
 
 Equa- 
 ted 
 dis- 
 tance. 
 
 Proba- 
 ble cost 
 of con- 
 struc- 
 tion. 
 
 Average 
 cost of construc- 
 tion per. mile. 
 
 Probable cost of 
 transportation per 
 ton, per ICQ miles. 
 
 Probable cost of 
 transportation 
 on each Grand 
 Route, per ton. 
 
 
 1 
 
 3 
 6 
 
 I 
 
 II 
 III 
 
 ] 
 1 
 
 2 
 
 27.6 
 50. 
 
 85.6 
 
 29.6 
 61.6 
 102.1 
 
 $98,650 
 217,760 
 443,490 
 
 
 
 
 
 163.2 193.3 $759,900 $4,662 $11.84 .$22.94 
 
 < 1 1 
 
 2 < 1 3 
 I 1 10 
 
 1 I 
 
 1 n 
 1 "I 
 
 1 1 27.6 1 29.6 
 1 1 50. 1 61.6 
 6 1 80.5 1 97.3 
 
 $98,650 
 217,760 
 469,482 
 
 
 
 $22.52 
 
 
 158.1 188.5 $785,892 $4,971 $1 
 
 1.92 
 
 From Pikeville, to the end of Linville mountain 
 
 
 
 
 3 ^ 3 
 t 10 
 
 \l 
 
 1 in 
 
 2 I 31.4 1 34. 
 1 50. 1 61. 
 6 1 80.5 1 97.3 
 
 $114,350 
 217,760 
 469,482 
 
 
 1 
 1 
 1 
 
 
 1 
 
 1 
 
 
 161.9 192.9 $801,592 $4,951 $11.91 $23.02 
 
 From the Ohio river, near Portsmouth, to the end of Linville mountain. 
 
 
 1 I 
 
 
 125. 
 
 149. 
 
 $491,840 
 
 1 1 
 
 3 
 
 1 " 
 
 1 
 
 50. 
 
 61.6 
 
 217,760 
 
 
 6 
 
 III 
 
 2 
 
 85.6 
 
 102.1 
 
 443,490 
 
 1 1 
 
 260.6 312.7 $1.153,090 ^4,424 $11.99 $37.«9 
 
35 ^ 
 
 The map intended as an accompaniment to this report, will be sub- 
 mitted as soon as time and facilities shall have been afforded for its com- 
 pilation, and preparation, the title of which will be of the following 
 import, viz : A map of the country embracing the several routes that 
 have been examined with a view to a National Road, leading from 
 Portsmouth, Ohio, to the valley of Catawba river, in North Carolina, 
 and exhibiting the relative position of the contemplated road and vari- 
 ous important points situated between the Atlantic coast and the north- 
 ern lakes. 
 
 All which is respectfully submitted through the hands of Maj. P. C. 
 Johnson, and R. Reeve, Esquires, Commissioners for Virginia and 
 Tennessee. 
 
 S. H. LONG, Topograghical Engineer. 
 
 Brevet Lieutenant CoL 
 
 Eden's Ridge, Ten., Sept. 10th, 1831. 
 
 P. S. The mistakes, repetitions, and defects in arrrangement, which 
 will no doubt present themselves on a perusal of the foregoing report, 
 are attributable, in some degree, at least, to the limited time allowed for 
 its compilation, which absolutely precluded any opportunity of revis- 
 ing the original manuscript prior to its having been put into the hands 
 of the copyist. S. H. L. 
 
 (A.) 
 
 COPY OF INSTRUCTIONS TO LIEUT. J. M. BERRIEN. 
 
 As early as practicable after your arrival at this place, you will en- 
 gage in a survey of the West Fork of Big Sandy river, and of the 
 main stream from the junction of its two constituent forks, to its con- 
 fluence with the Ohio river, in which service you will probably be ac- 
 companied by J. P. Harris, Esq. commissioner for the State of Ken- 
 tucky. 
 
 In the contemplated survey, you will carefully notice a»d record the 
 bearings and distances along the bed of the river, between this place 
 and its mouth, and take such notes and sketches of the stream, its val- 
 ley, and the bounding hills of the latter, as will enable you to make a 
 topographical chart of the same, showing the meanderings of the 
 stream, the points at which obstructions to its navigation during a mod- 
 erate stage of water, (say two feet above extreme low water) are to be 
 met with, together with the nature of the obstructions alluded to, the 
 probable width of its valley between the river hills, the position of the 
 hills with respect to the stream, the creeks, &.c. tributary to the river, 
 together with their respective widths at their mouths as nearly as you 
 ean judge from observation, and such other facts as may be relevant to 
 the topography both of the river and the country through which it flows. 
 
 Having completed the duties above pointed out, you will enter upon 
 the examination of a route for a road, diverging from the valley of the 
 West Fork at some convenient point in the vicinity of Prestonsburg, 
 and pursuing a direction leading towards the confluence of the Ohio 
 and Sciota rivers. It is believed that a feasible route may be found, 
 leading from Paintsville, near the mouth of Paint creek, upward along 
 
d6 
 
 the vallies of that stream and one of its tributaries, thence crossing the 
 sourbes of Elane's creek, to the Dry Fork of Little Sandy, and Ihence 
 downward in the valley of the Little Sandy, or across a ridge of mod- 
 erate elevation, and downward in the valley of Tygart's creek, to the 
 Ohio river: from which the route may be prolonged to the mouth of 
 the Sciota in the immediate valley of the Ohio. 
 
 Should any other point on the West Fork of Sandy be deemed more 
 eligible, as a point of divergence from its valley, than that referred to 
 on Paint creek, you will make such other examinations as you may 
 think necessary in connexion therewith. 
 
 In your examinations relating to the route above contemplated, you 
 will carefully sketch the topography of any route you may examine, 
 and take notes illustrative of the aspect, character, and natural condi- 
 tion of the country traversed by each route, in a manner sufficiently mi- 
 nute and complete to indicate the preference that ought to be given to 
 any route in comparison with others, and the reasons of such prefer- 
 ence. 
 
 In all your examinations in reference to the contemplated road, you 
 will take care to provide for a locality through which a road may be 
 conducted between its extreme points, by the shortest practicable dis- 
 tance, and by the least obstruction from hills and precipices, in all cases 
 limiting the inclination, requisite in passing these inequalities of surface, 
 to an angle not exceeding four degrees. Signed, 
 
 S. H. LONG, Brevet Lieutenant Col. 
 
 In reference to the cost of transportation, I take leave to submit the 
 following extract from a report I had the honor to submit, a few years 
 since, to the war department, under the conviction that the views con- 
 tained therein are no less relevant on the present occasion, than on that 
 for v. hich they were originally intended. 
 
 "We are aware of the difficulty of arriving at any decisive conclu- 
 sions, both in respect to the amount of power requisite in the convey- 
 ance of burdens over an irregular surface, and to the actual c/ast of such 
 power. Nevertheless, it is believed that this subject is susceptible of 
 certain elucidations, of a tendency to render it more plain and intelligi- 
 ble ; and we here take occasion to offer some of them. It is obvious, 
 that the cost of transportation depends mainly upon the facility or difficul- 
 ty with which a given load can be conveyed through a given distance; 
 and that the power or force required, constitutes the most expensive item 
 in the means of land transportation. It is also obvious, that the magni- 
 tude and cost of this item are enhanced by the irregularities of the sur- 
 face over which the load is conveyed, and, especially by those unavoid- 
 able in the passage of hills and valleys ; and that the weight of the 
 load (the power being the same) must be limited by the abruptness of 
 the acclivities which it has to surmount, in order that the power may 
 be adeqate to its conveyance. When a road has an inclination of about 
 eight degrees, the power exerted by a horse in ascending without a load 
 is equal to that which he can apply with equal ease, and with the great- 
 est useful effect, to the conveyance of an ordinary load, adapted to his 
 strength, on a level surface. Consequently, the power of a horse, aborc 
 that required for bis own progressior, decreases cs the angle cf ascent 
 
3t 
 
 increases, and may be regarded as vanishing, or becoming extinct, at the 
 angle above mentioned.* 
 
 "But the advantages of transportation upon a level surface will ap- 
 pear sufficiently manifest when contrasted with the disadvantages of 
 ascending inclined surface?, even upon the assumption that the power 
 of a horse applicable to the co iveyance of a load, is the same at any in- 
 clination not exceeding eight degrees." 
 
 "If we assume ten tons as the appropriate load for one horse on a 
 level, hard, and smooth surface (the feasibility of which has been re- 
 peatedly demonstrated on rail roads where a force or traction of one 
 pound is sufficient to overcome a resistance or friction of 200 pounds,) 
 and if we assume one-tenth of that load, or one ton, as the appropriate 
 load for a horse on an ordinary level turnpike road, which is probably 
 near the truth, the resistance or friction of the latter being equal to that 
 of the former will indicate the power of the horse, resulting in a stress 
 or traction of 112 pounds. By employing these elements as data for 
 our calculations, we may readily estimate the weight or load that a horse 
 is able to draw upwards, upon roads of diffi^rent inclinations, and the 
 number of horses required to ascend with a given load." 
 
 *' With the view of rendering our statemeiits in reference to this sub- 
 ject more correct, and at the same time, equally if not more intelligible, 
 they are predicated on the supposition that the power of ten horses, or 
 a traction of eleven hundred and twenty pounds, and the load corres- 
 poding thereto, or ten tons, are substituted for those of one horse, as 
 above stated, and are as follows:" 
 
 * " This is to be predicated, not of the extreme power of a horse, but of his aver- 
 age power; or that which he is able to exert daily and continuously, moving at the 
 rate of two miles per hour, and ten hours daily, or twenty miles per day.'* 
 
 " Tabular vievj of the number of horses required to ascend, wilJi a given 
 load, upon inclined roads of different grades, and of the different loads 
 that may be drawn upwards on the same roads by a given number of 
 
 nurses. 
 
 
 
 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Feet.jFeet. 
 
 Feet. Feet. 
 
 _ J 
 
 1< 
 
 ;et. 
 
 Feet. 
 
 Ascent of roads in feet 
 per mile. 
 
 
 
 92.1 
 
 184.2 
 
 276.3 
 
 368.4 
 
 460.5 
 
 552.6 
 
 
 44.7 
 
 736.8 
 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Oeg. 
 
 Deg. jDeg. 
 
 Deg, 
 
 I 
 
 eg. jDeg. 
 
 Inclination of roads. 
 
 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 
 \7 
 
 8 
 
 
 horses 
 
 horses horses 
 
 1 
 
 horses 
 
 horseshorses 
 
 horees 
 
 lorses 
 
 hors's 
 
 Number of horses requir'd 
 to draw ten tons weight. 
 
 
 
 
 
 
 
 
 
 
 
 10 
 
 13.5 
 
 
 17 
 
 20.5 
 
 23.8 
 
 27.4 
 
 30.9 
 
 34.4 
 
 37.9 
 
 
 Tons 
 
 Tons 
 
 Tons 
 
 Tons 
 
 Tons 
 
 Tons 
 
 Tons 
 
 Tons 
 
 Tons 
 
 Loads that can be drawn 
 by ten horses. 
 
 10 
 
 7.4 
 
 5 
 
 .9 
 
 4.9 
 
 4.2 
 
 3.6 
 
 3.2 
 
 2.9 
 
 2.6 
 
 The practical results deducible from this table are obviou, viz : that 
 ten horses can draw as murh on a level road as 13 1-2 hors-i can draw 
 
38 
 
 upwards on an ascent of one degree, or 92 feet, in a mile, or as much 
 as seventeen horses can draw up an ascent of two degrees, &c. 
 
 Also, that ten horses can draw on a level road ten tons, as easily as 
 the same number of horses can draw 7.4 tons upward on a road ascend- 
 ing at an angle of one degree, or 5.9 tons on an ascent of two degrees, 
 4.9 on an ascent of three degrees, 4.2 on an ascent of four degees, &/C. 
 
 This leads us to another view of the subject, which is, to determine 
 the horizontal distances corresponding to a given distance under the se 
 veral inclinations above mentioned. In order to illustrate this view of 
 the subject, the following tabular statements are given, from which the 
 advantages afforded by a level road over inclined roads may readily be 
 inferred. In^explanation of the table we purpose to give, it is only ne- 
 cessary to remark, that w^e shall assume for our horizontal distance 100 
 miles, and shall state the distances corresponding thereto, as computed 
 from the data above given, for various inclinations from a level to eight 
 degrees." 
 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Inclinations expressed in de- 
 grees. 
 
 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 Inclinations in feet per mile. 
 
 
 92.1 
 
 184.2 
 
 276.3 
 
 368.4 
 
 460.5 
 
 552.6 
 
 644.7 
 
 736.8 
 
 
 Miles Miles 
 
 Miles 
 
 Miles 
 
 Miles 
 
 Miles 
 
 Milei! 
 
 miles 
 
 miles 
 
 Equated distances computed 
 for ascending transportation. 
 
 100 
 
 74.1 
 
 58.9 
 
 48.9 
 
 42 
 
 36.4 
 
 32.3 
 
 29 
 
 26.4 
 
 "Hence it appears, that the distance ascending at a grade of one de- 
 gree, corresponding to 100 miles on a horizontal road, is equal to 74 
 miles ; and that the distance under a grade of two degrees correspond- 
 ing to the same horizontal distance, is 58.9 miles only, or 59 miles 
 nearly." 
 
 " It rosy also be observed, that the cost of transportation on each of 
 these tabular distances will be respectively equal." 
 
 " In applying these principles to roads, it must be kept in mind, that 
 only one idalf the difference between the horizontal and inclined dis- 
 ?tances is in betaken into the estimate : for it is fair to presume that the 
 ascents ani descents are respectively equal to each other, or nearly so. 
 Consequently a table for general application in estimating equated dis- 
 tances, ani the cost of transportation thereon, must exhibit statements 
 interraediae to those of the preceding table, as follows:" 
 
 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Deg. 
 
 Roads of vail 
 
 ous inclinations. 
 
 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 
 
 
 miles 
 
 miles 
 
 mile? 
 
 miles 
 
 miles 
 
 miles 
 
 miles 
 
 miles 
 
 mil's 
 
 Equated distsices computed for 
 ascending an descending trans- 
 
 100 
 
 87.1 
 
 79.5 
 
 74.5 
 
 71.1 
 
 68.3 
 
 66.1 
 
 64.4 
 
 63.3 
 
39 
 
 Hence the equated distances, undef different inclinations, corres- 
 ponding to one mile, on a horizontal road, are as follows, viz : one mile 
 horizontal =0. 87 under 1 degree ;=0. 79 under 2 degrees;— 0. 74 un- 
 der 3 degrees ;=0. 71 under 4 degrees, &c.; hence, also, if the dis- 
 tance under the grade of one degree be multiplied by 1. 148, that under 
 two degrees by 1. 257, that under three degrees by 1. 342, that under 
 four degrees by 1. 406, that under five degrees by 1. 465, &c., the 
 products resulting therefrom will be equated horizontal distances, re- 
 spectively to be substituted therefor." 
 
 "By pursuing this mode of investigation farther, and assuming, in 
 addition to the data above stated, a few other items connected there- 
 with, viz : that the attendance, labour and subsistence of a team of five 
 horses, inclusive of the wagon, are worth $5 50 per day, and that the 
 daily distance through which they can convey the load, is 20 miles as 
 before intimated, we shall arrive at the probable cost of transportation 
 on a horizontal road, which may be estimated as follows, viz: load for 
 five horses at the rate of three-fourths of a ton for each horse, exclusive 
 of the weight of the wagon, 3 3-4 tons, transported through the dis- 
 tance of 20 miles daily, at $5 50 per day, will give per mile, for the 
 expense of transporting 1 ton, 7 1-3 cents, or $7 33 1-3 per 100 miles. 
 
 If to this sum be added for toll, 2 2-3 cents per ton per mile, we 
 shall have for the total cost of transportation, inclusive of interest on 
 the capital vested in the construction of the road, &c., 10 cents per ton 
 per mile or $10 per 100 miles." 
 
 < Table exhibiting the cost of transportation on various turnpikes and other roads, together with the 
 equated distances, corresponding to the customary charges for transportation thereon.' 
 
 No 
 
 Names of places, or depots, between which the 
 cost of transportation is estimated. 
 
 "3 UD 
 
 " »1 (t 
 ^^'^ 
 
 H *i = 
 
 n S« 
 T 3 "a 
 
 "~ 2. cn 
 
 5 "a 
 
 2 ="3 
 
 milef\'lls cts'dls ctsldlsctslmiles. 
 
 Baltimore to Hagerstown 
 Baltimore to Frederickstown 
 Baltimore to Pittsburg 
 Baltimore to Wheeling 
 Philadelphia to Pittsburg 
 Wheeling to Zanesville, Ohio 
 Wheeling to Chilicothe, Ohio 
 Wheeling to Columbus, Ohio 
 Louisville, Ky. to Nashville, Tenn, 
 Maysville, Ky. to Lexington, Ky. 
 Best roads of E. Ten. & W. Virginia generally 
 On any level well paved road 
 
 71 
 
 45 
 250 
 270 
 287 
 
 80 
 150 
 137 
 160 
 
 64 
 100 
 100 
 
 00 '44 
 75 39 
 00 22 
 00 22 
 44 10 
 
 84 
 
 60.48- 
 391.75^ 
 447.9 
 475.8 
 224. 1^ 
 392.1 
 ,447.5^ 
 392 
 
 00224 
 224 
 100 
 
 * This item has been added to the table, in order to show the actual expense of 
 transportatiwi on the best roads of the country through which the contemplated 
 road is to pass. It should, however, be born in mind, not only in reference ta aU 
 the roads leading in the direction of the proposed road, but in reference to the use. 
 hereinafter to be made of this table, that the present roads leading across the north- 
 ern range of mountains are utterly impassable for carriages of anydiscription load- 
 ed or unloaded. 
 
40 
 
 An inspeclion of the foregoing table will convince any one, that 
 our estimate as given in statement No. 12, is much too liberal ; for, on 
 comparing it with statement No. 1, it v/ill be seen that the actual cost 
 of transportation from Baltimore to Hagerstown, on a route remarkably 
 free from hills, though far from being horizontal, very little exceeds that 
 estimated for a level road ; and has an equated distance exceeding the 
 actual distance by 13 miles only ; which is not a sufficient allowance 
 for the inequalities that occur upon the route. 
 
 This convinces us, that if one-eighth instead of one-tenth of the 
 load for one horse upon a rail road, had been assumed as the appropri- 
 ate load for a horse on a turnpike road, the estimate would have ap- 
 proximated more nearly to the truth. Had we based our calculations 
 upon this assumption however, the disparity between the actual and 
 equated distances would have been much greater than that exhibited in 
 the table. Nevertheless, when we advert to the actual distances be- 
 tween the several points or depots therein mentioned, as stated in the 
 third column, and compare these distances with those stated in the last 
 column, it would seem that even more than enough has been advanced 
 however short of the truth, to show the importance, not only of good 
 roads, but of having them located in a manner to avoid ascents as much 
 as possible, even at the expense of increasing distances, and in cases 
 where slopes are unavoidable, those of the most gentle acclivity should 
 be preferred.'' 
 
 P. S. It should moreover be remarked that the statements in rela- 
 tion to the roads from Wheeling to Zanesville, and from Wheeling to 
 Columbus, as also that from Maysvillc to Lexington, were made in re- 
 ference to the common roads then in use, the turnpikes not having been 
 contemplated at that time ; we would also observe, that the equations 
 contained in the last, or right hand column of the table, cannot be ap- 
 plied to the Kentucky and Virginia divisions, for want of any roads in 
 that direction on which heavy transportation takes place. 
 
 James Alexander, Printer, 
 Abingdon, Va.