Cincinnati, Cumberland Gap & Charleston H.R. Report of the Chief Engineer Cje Lifcrarp Of tI)E cantoersitp of J!3ort& Carolina Collection of jRottfj Carolinian* <2>ntiotoeD bp 3Jo&n feprunt MI of tf?e aiais* of 1889 CS7o dJVCIirVATL CUMBEBIAND GAP & CHARLESTOM R R. A REPORT BY THE CHIEF ENGINEER WASHINGTON, D. C. : CHRONICLE PUBLISHING COMPANY, 511 NINTH STREET. Digitized by the Internet Archive in 2012 with funding from University of North Carolina at Chapel Hil http://www.archive.org/details/reportbychiefengOOcinc Cf3 CINCINNATI, CUMBERLAND GAP, AND CHABIESTON UK. This road is the link in Tennessee of the great " air line " from Cin- cinnati to Charleston, S. C. It extends from Cumberland Gap (the corner stone of the States of Virginia, Kentucky, and Tennessee.) to Paint Eock, in the valley of the French Broad, at the North Carolina State line, and lies for a distance of 32 miles in the immediate valley of the French Broad river. Hence the name by which this route is often designated. This link crosses the road from Richmond to Memphis at a thriving village in the centre of East Tennessee, called Morristown. Morristown by rail is 41 miles east of Knoxville, 51 miles south of Cumberland Gap, and 44 miles north of Paint Rock, consequently the length of the entire road is 95 miles. The beautiful valley of East Tennessee, embosomed between the Alleghany and Cumberland mountains, is, doubtless, one of the most interesting regions in the United States. The climate, most delight- ful, neither too hot in summer, nor too cold in winter. The soil, rich and productive, gives annually to the industrious husbandman an ample reward, and is most prolific in its yield of corn, wheat, rye, oats, hay, flax, potatoes, tobacco, fruits, and vegetables. Its mineral deposits are known and believed to be extensive, and consist of iron, coal, salt, lead, copper, zinc, marble, and lime. There is an endless amount of the finest water power, quite sufficient to manufacture all the cotton and other products of the country. Where can the emigrant find a more inviting field, and where will capital secure a more profitable investment than in the mineral pro- ducts, manufacturing, and agricultural resources of this delightful re- gion? This road is not a new enterprise. In 1836, extensive scientific sur- veys were made under the general direction of Major William Gibbs McNeill, of the United States army. He had twelve brigades of engineers in the field for more than a year, and the able reports of this scientific corps show that at that day the "valley of the French Broad and the Butt Mountain Gap, afforded the only eligible pass through these mountains for locomotives without the introduction of inclined planes." 4 REPORT. What is the position of the French Broad river, and why should it be so favorable for the construction of a railroad ? From Butt Mountain Gap to Leadvale, a point on this river twelve miles south of Morristown, comprising a distance of one hundred miles, the line lies in the valley of the river, and the general direction in this distance conforms with remarkable accuracy to the general direction of an " air line " from Charleston to Cincinnati. The bottoms skirting the river are generally above high water mark, which averages about ten feet vertical rise in the highest freshets. The bottoms lying as they do, above the highest freshet level, the engineer is enabled to lay his grade plane upon their immediate surface, conse- quently for miles the side ditching is the principal work required in the preparation of the roadway for the reception of the iron rails. Occasionally this bottom surface line is interrupted by the projection of a sharp spur from the high range of hills or mountains which lie par- allel and contiguous to the stream. These points, however, are few and inconsiderable, and will be easily blasted and thrown into the stream beneath, forming, of their own material, a roadway of incalculable duration. The average fall of this remarkable river is at the rate of about nine feet per mile, consequently the grade is very easy. Where does this river pass through the Alleghany range of moun- tains ? At the Paint Kock. What are the difficulties encountered here in the construction of a road ? None whatever. The river, in ages gone by, excavated the track, and but little labor is now required to prepare it for an iron road — less, perhaps, than would be necessary in the sandy plains on the Atlantic coast. But where is Butt Mountain Gap, and what facilities does it offer to the construction of a railroad ? Butt Mountain Gap is that remarkable pass in the Blue Ridge through which the Greeneville and French Broad road, in North Car- olina, will pass, and which is approached from the north on a grade of 25 feet per mile, and from which the descent of 2 J miles to Green River on the south, is at the rate of 63 feet per mile, with an excava- tion at the summit level of only 40 feet in depth. Let the frien Js of the French Broad road remember this fact. The grade from Green River to the summit of the Blue Ridge, at Butt Mountain Gap, is only 63 feet per mile for about 2? miles, whilst the descent north, in the direction of Asheville, is at the rate of only 25 feet per mile, with a cutting or excavation at the summit level of only 40 feet in depth. No tunnel, and only an excavation of 40 feet in depth, with easy REPORT. 5 grades, at the crossing of the Blue Ridge on the French Broad and Spartanburg route, and almost a surface line where it passes through the Alleghany range. From Green River to Columbus, Polk County, North Carolina, the line passes around the northern slope of Tryon Mountain, a spur of the Blue Ridge, on a grade of G3 feet per mile. Upon this part of the survey the most expensive portion of our road is found, as it will be necessary to tunnel four sharp and very narrow spurs of the moun- tain side, with an aggregate of tunneling not exceeding 600 feet linear. From Columbus to Spartanburg, South Carolina, the present ter- minus of the Spartanburg and Union road, the work is light, conse* quently this portion of the road will be cheaply built. With this de- scription of this line by one who is familiar with every part of it, what is the natural conclusion? If the facts are conceded, I will venture to give the answer — that it must be the cheapest line that has ever been projected across these great mountain ranges, and what is most re- markable, it closely approximates the direct line from Charleston to Cincinnati. Now, take a thread and stretch it from Charleston to Cumberland Gap on the map, and observe the intermediate points, Columbia, Allston, Union, and Spartanburg, in South Carolina ; Columbus, Butt Mountain Gap, Flat Rock, Henderson, Asheville, Marshall, and Paint Rock, in North Carolina ; the valley of the French Broad to the mouth of the Nolichucky, Morristown, Bean's Station, Tazewell Court House, and Cumberland Gap, in Tennessee, and you will see how closely they approach the direct line. At Cumberland Gap diverge the thread slightly to the right and you pass through Paris, Kentucky, to Cin- cinnati, over the shortest line that can be built between these terminal and controlling points. You will also perceive that London, the proposed terminus of the Lebanon branch of the Louisville and Nashville road, lies in close proximity to this projected air line. Indeed it is so near that in the absence of a definitive location, it is not unreasonable to presume that London will be an intermediate and the convergent points of the Louisville and Cincinnati railroads running south. In this view of the question, we cannot but appreciate the prudence, foresight, and wisdom manifested by the managers of the Lebanon Branch. From Lebanon Junction, a point on the Louisville and Nashville road, 31 miles south of Louisville, the Lebanon Branch originates, and runs in a direction southeast 80 miles to Crab Orchard, its present terminus. It is to be built in the same direction to Lon- don, 33 miles further. 6 REPORT. From London to Cumberland Gap, the distance is about 50 miles. From London to Wheeler's Gap, the distance is about 43 miles. From Lebanon to London they build their road on the line most eligible to reach the Cumberland Gap, knowing that when the Paris, Irvine and East Tennessee road is built from Paris to Cumberland Gap, as provided by charter, most liberal in its provisions, that their road will have been completed, and the much coveted outlet by the most direct line to the South Atlantic coast will have been secured. Cincinnati and Louisville, and the immensely fertile and extensive territory lying just back of them, are deeply interested in the early consummation of two grand systems of internal improvements, the success of which will greatly augment their prosperity in the future. The one is the grand trunk, passing from Cincinnati to Charleston through Cumberland Gap and the valley of the French Broad, and the other is the line from London to Knoxville, Tennessee, passing through Wheeler's Gap. The former would open up the markets of Virginia, East Tennessee, and the Carolinas, including the Atlantic seaports of Norfolk, Beaufort, Wilmington, Charleston and Port Koyal, whilst the other would directly penetrate the flourishing States of Georgia and Alabama, and afford the nearest outlet to the West Indies through the Gulf ports of Pensacola and Mobile. These are works of the greatest magnitude, and from a commercial, manufacturing and agricultural point of view, will work a wonderful revolution in the whole country interested, consequently the greatest care and deliberation should precede all practical operations upon an extended scale. Local influences may continue their silent work, but when States and great commercial centres become interested in the consummation of great schemes of internal improvement, then all the lights of experi- ence and science should be invoked to give proper direction to their thorough development. It is the province of wisdom to look, not alone to the present, but to the distant future, as far even as our limited powers of reasoning will permit. It is alleged, then, and is doubtless true, that the great commercial cities of Cincinnati and Louisville are anxiously looking forward to the day when they shall have the most direct outlets to the nearest South Atlantic and Gulf ports— and not these cities only, but all of that fine agricultural country lying just North of them. It becomes obviously the duty, then, of all whose interests are involved in this grand scheme, to cast about and see that the routes selected are those which will best subserve the greatest number of interests, can be most speedily con- REPORT. 7 strueted, and at the cost of the least number of dollars, everything else being equal. Now, to determine this with an ordinary degree of accuracy, a broad field must be examined, and much information may be developed, seemingly foreign to the vital interests of the projects discussed, but a knowledge of which is probably essential in arriving at a just con- clusion. The Charleston Daily News, of the 19th July, contains an able article on this subject, over the signature of " French Broad." This writer says, and very justly, for his views are large and liberal and fully consonant with the greatness and national importance of the grand scheme he advocates : " In view of the great enterest which is now being taken in hav- ing a communication by railroad between the Northwest and the Atlantic seaboard, and on account of the urgent claims advanced by the friends of the rival routes, we would respectfully suggest to the friends of the various routes, and especially to the citizens of Cincin- nati, Kentucky, Tennessee, and North and South Carolina, that a convention be called, composed of delegates from Cincinnati and the States named. The convention to meet this summer or fall, at some convenient place — say Morristown, Knoxvilleor Asheville — to consider the merits of the various routes proposed, decide thereon, and see what may be done in the premises. Let Cincinnati name the place and time. "If it be thought expedient, a corps of engineers, in the meantime, might make a reconnoissanceof the different routes, or an examination of the surveys thereof, which have already been made, so as to report to the proposed convention. " It is of the greatest importance to the whole country, and especi- ally to those who may be interested as stockholders, that the contem- plated railway shall have the best possible location, the most direct- route, the cheapest line, and should pass through a country capable of producing the greatest amount of business. Other things being equal, any unprejudiced mind would decide at once in favor of such a propo- sition as self-evident. Directness of route is now the leading idea of English railway builders, and its great importance is being recognized by our own peoplo." By all means let this proposed convention meet, time and place to be selected as above indicated, and let the merits of all the schemes pro- posed be fully discussed, and if a satisfactory conclusion cannot be arrived at, let this convention appoint a commission of, say three, able and disinterested civil engineers. Let them make a reconnoissance of all the routes spoken of, as well as others which may suggest them- selves, and report to the President of said convention, or to the city governments of Cincinnati and Louisville. Surveys have been made of all the routes, much work has been done, much remains to be done 8 REPORT. on all, and the information which cannot be furnished by survey can be closely arrived at by actual reconnoissance. Then shall we be pre- pared to advance, and that, too, along the lines, which are better adapted to the wants of the whole country, and which will most prob- ably furnish the best investment for the means of the capalists and the stockholder. Now, until this convention can meet to consider the great interests involved, let us present some facts, as food to digest, until we can all get together, have a general interview, compare notes, correct errors, allay prejudices, reconcile conflicting interests, and adopt such course as may be best calculated to promote the general good, and secure the largest amount of available aid, with the fairest prospect of a profitable investment. Louisville and Cincinnati, then, desire the most direct outlet to the South Atlantic and Gulf ports. Let us compare the following tables of distances, which, if carefully examined, will throw much light upon this subject : Louisville to Charleston, via Nashville, Chattanooga, and Atlanta. Louisville to Nashville 191 miles. Nashville to Chattanooga 151 Chattanooga to Dalton 38 Dalton to Atlanta 100 Atlanta to Augusta 171 Augusta to Charleston 137 Louisville to Charleston . 788 Louisville to Savannah, via Nashville, Chattanooga, and Atlanta, Louisville to Atlanta 480 miles. Atlanta to Macon 101 Macon to Savannah 191 Louisville to Savannah 772 Louisville to Pensacola, via Nashville, Chattanooga:, Dalton, and Rome. Louisville to Chattanooga ■ 342 miles. Chattanooga to Dalton <. ...... 38 Dalton to Pensacola, (from Dalton to Montgomery to be built) 378 Louisville to Pensacola. 758 REPORT. 9 Louisville to Savannah, via Wheeler's Gap and the Blue Ridge Railroad. Louisville to Knoxville 251 miles. Knoxville to Clayton, Ga 150 Clayton to Washington 95 Washington to Augusta 74 Augusta to Savannah 133 Louisville to Savannah, via Knoxville and the Blue Ridge Railroad 703 Louisville to Charleston, via Wheeler' 's Gap, Knoxville, and the Blue Ridge Railroad. Louisville to Lebanon Junction 31 miles. Lebanon Junction to Crab Orchard 80 Crab Orchard to London 33 London to Wheeler's Gap 43 Wheeler's Gap to Knoxville 04 Knoxville to Anderson C. H 195 Anderson C. H. to Columbia 127 Columbia to Charleston 130 Louisville to Charleston, via Knoxville and the Blue Ridge Railroad , 703 Louisville to Pensacola, via Wheeler's Gap, Knoxville and Dalton. Louisville to Knoxville 251 miles, Knoxville to Dalton 110 Dalton to Pensacola 37S Louisville to Pensacola, via Wheeler's Gap and Knox- ville 739 Louisville to Charleston, via Cumberland Gap and the Valley of the French Broad. Louisville to London 144 miles. London to Cumberland Gap 50 Cumberland Gap to Paint Rock 95 Paint Rock to Asheville 43 Asheville to Spartanburg 74 Spartanburg to Columbia 93 Columbia to Charleston. 130 Louisville to Charleston, via Cumberland Gap and the French Broad , 629 10 REPORT. Cincinnati to Pensacola, via Paris, London, Wheeler's Gap, Knoxville and Dalton. Cincinnati to Paris 80 miles. Paris to London 70 London to Wheeler's Gap 43 Wheeler's Gap to Knoxville 64 Knoxville to Dalton 110 Dalton to Pensacola 378 Cincinnati to Pensacola. via Knoxville and Dalton 745 Cincinnati to Charleston, via Paris-, London, Wheeler's Gap, Knoxville, and the Blue Ridge Railroad. Cincinnati to Knoxville 257 miles. Knoxville to Anderson 195 Anderson to Columbia 127 Columbia to Charleston 130 Cincinnati to Charleston, via Knoxville and the Blue Ridge Railroad 709 Cincinnati to Charleston, via Paris, Cumberland Gap, and the Valley of the French Broad. Cincinnati to Paris 80 miles. Paris to Cumberland Gap... 120 Cumberland Gap to Paint Rock 95 Paint Rock to Spartanburg 117 Spartanburg to Columbia 93 Columbia to Charleston 130 Cincinnati to Charleston, via Cumberland Gap and the French Broad Railroad 635 Knoxville to Charleston, via the Blue Ridge Road. Knoxville to Anderson 195 miles. Anderson to Columbia 127 Columbia to Charleston 130 Knoxville to Charleston, via the Blue Ridge Railroad ,452 Knoxville to Charleston, via Morristown and the French Broad. Knoxville to Morristown 41 miles. Morristown to Paint Rock 44 Paint Rock to Spartanburg 117 Spartanburg to Columbia 93 Columbia to Charleston 130 Knoxville to Charleston, via Morristown and the French Broad 425 REPORT. 11 What do we learn from the foregoing exhibit of distances? We learn, first, that the late report of the Charleston committee on the subject of a connection by rail of Louisville and Cincinnati with the South Atlantic seaports, is full of glaring errors, and, therefore, its statements are entitled to no credit whatever Secondly. That Louisville, when the direct line from Dalton, Ga., to Montgomery, Ala., is completed, will be, by rail, distan from Pensacola, 75S miles, from Savannah, 772 miles, and from Charleston, 788 miles ; but by the completion of the Lebanon Branch, the Knox- ville and Kentucky, and the Blue Ridge roads, then the distances to the same points will be as follows : To Pensacola, 739 miles, to Sa- vannah, 703 miles, and to Charleston, 703 miles, showing the following- savings in distances, viz : 19 miles to Pensacola, 69 miles to Savan- nah, and 85 miles to Charleston. Then Savannah and Charleston will be equi-distant from Louisville, and only 36 miles less than from Louisville to Pensacola. The saving on a ton of freight, at 3 cents per ton per mile, would be, to Pensacola, 60 cents, to Savannah, $2.10, and to Charleston, $2.55. Suppose the traffic reach 2,000 tons daily, (which is a low estimate compared with the tonnage of the Baltimore and Ohio Kailroad,) then the saving for a year of 300 days would be, to Pensacola, $360,000, to Savannah, $1,260,000, and to Charleston, $1,530,000. This latter sum is the interest, at 6 per cent., on $25,000,000. If the premises are cor- rect, Louisville and Cincinnati, then, ought to build, at the earliest possible day, the Blue Ridge Railroad, provided they cannot get a cheaper and still shorter line to the South Atlantic. Let us see. We learn from the same source that, from Louisville to Charleston, via Cumberland Gap and the valley of the French Broad, the distance is only 629 miles — 74 miles shorter than by the Blue Ridge. The saving per ton for 74 miles, would be $2.25, Avhich, in the aggregate for one year, would be $1,350,000, or the interest, at 6 per cent., on a capital of $22,000,000, one-third of which sum would be ample to build this whole road from Paris, Kentucky, to Spartanburg, South Carolina. It would appear, then, that the Cumberland Gap and the French Broad Valley afford the shortest and cheapest line to the city of Char- leston, and it would not seem unreasonable to conclude that it would be greatly to the interest of Louisville and Cincinnati to unite their respective roads at or near London, and push boldly forward to the Cumberland Gap. There can be no doubt but that Virginia, Tennessee and North and South Carolina will meet them at that point. 12 REPORT. The Virginia and Kentucky road, from Bristol to Cumberland Gap, a distance of 95 miles, is already under way. The friends of the French Broad Road wish the Virginia and Ken- tucky road good speed. The distance from Cumberland Gap to Nor- folk by this route, will be 502 miles, with only 95 miles of new road to build, whilst the distance from Cumberland Gap to Charleston is 435 miles, with 165 miles to build and 95 miles of which are under way and mainly provided for. At Asheville, North Carolina, two great lines are thrown off to the left — the one passing centrally through the State via Salisbury, Greens- boro', Raleigh and Newberne, to Beaufort harbor, and the other on the lower border — passing through Rutherfordton and Charlotte to Wilmington, at the mouth of the Cape Fear. The distance from Asheville to Beaufort, North Carolina, is 41G miles, with a link of 25 miles, extending from Asheville to Morgan- town, remaining to be built. From Asheville to Wilmington, the distauce by rail will be about 330 miles, and the work on most of the line is in an advanced state of progress. From Asheville to Charleston by the French Broad road, there are 297 miles, with a link of only 74 miles from Asheville to Spartan- burg remaining to be built. These great lateral lines penetrating as they will, that vast region of fine agricultural and mineral country from the Chesapeake Bay to the mouth of the Savannah, add largely to the inducements for adopting the Cumberland Gap and French Broad Valley line as the most direct outlet for the great Northwest to the South Atlantic seaboard. If the line is thrown oft* on that great arc of a circle described by the Blue Ridge route, then it will pass too far to the West — but should such a visionary scheme be carried out, the same influences which are now at work will so continue until the French Broad line is built. I assert, then, that in any event, the causes now at work will so continue until this great national highway is completed in all its parts. When it is accomplished, it will present the shortest line to Charles- ton by at least 74 miles, and in the very nature of things, it will con- trol the great bulk of the tonnage moving South. But admit, for the present, that Cincinnati and Louisville desire to make Knoxville a point. Suppose they unite their respective roads at London, and thence proceed through Wheeler's Gap to Knoxville. Why, then, should they prefer the Blue Ridge route to that of the French Broad ? The Blue Ridge route would open a line 452 miles long from Knox- REPORT. 13 villr to ( Jharleston, with 104 miles of new road to build, at a cost of from four to six million dollars, old prices, whilst the French Broad road would give a line only 425 miles long- from Knoxville to Charles- ton, willi 110 miles of new road to build, at a cost of only $2,735,000, old prices, and with 44 miles of this distance under way and amply provided for. Let our Knoxville friends, then, push forward their road North as rapidly as possible. We hope, at an early day, to give them an outlet to Charleston through the French Broad Valley, 27 miles shorter, one that is greatly cheaper, and throwing, at the same time, this heavy tonnage over 41 miles of the East Tennessee and Virginia Radroad from Knoxville to Morristown. In every aspect of the case then, the French Broad route has superior claims to that of the Blue Ridge. Now, I would most respectfully appeal to the immediate friends of the French Broad route, and urge the importance of a more thorough organization, perfect concert of action, and the manifestation of a greater determination to push forward the good work. Let us agitate, let us work, let us all zealously labor for the general good, and the day may not be far distant when Ave shall see our fondest hopes realized. Let the friends in each State organize and go to work in their respective States. Let them have an early meeting in which all the States interested shall be represented, and let them counsel fully together. Let them invite, if they choose, the friends of the different lines in- terested, say the Virginia and Kentucky, the Lebanon Branch, the Paris, Irvine, and East Tennessee, the Western North Carolina, the Wilmington, Charlotte and Rutherfordton, the Knoxville and Ken- tucky, and the Virginia and Tennessee roads. We would also suggest that the President of the Greenville and French Broad Railroad Company fix the time and place of meeting. In conclusion, I beg leave to say to the friends of this great enter- prise, that they should be up and doing, or sections far less favored by natural advantages, will step in and grasp the golden prize. They will appropriate to themselves what has been given you by nature as your own birthright. Will you secure it to yourselves and your children, or will you con- tent yourselves with repose and give up this rich inheritance to your more enlightened and energetic neighbors ? If you would avert this latter, dire result, we would again admonish you to be up and doing. R. C. McCALLA, Chief Engineer, Cincinnati, Cumberland Gap and Charleston Railroad. Microfilmed S0LINET/ASERL PROJECT FOR USE ONLY IN THE NORTH CAROLINA COLLECTION