Lynchburg Virginian. [volume] (Lynchburg [Va.]) 1829-185?, 1851-04-07

~ - W ucNuc, estl, dshiiig lof ln1orIna-
ton on the subject -
The Tunnel is so prominent part Of the
Blue Ridge Railroad, that persons unac-
quainted with the localities, are apt to d.
rect their enquiries exclusively to this one
feature, though only a fraction, and not by
any means the most difficult part of this
stupendous undertaking. The location a.
lone was work Of considerable labor
across close succession Of steep and rug
ged ridges. divided by hollows from GO to
$50 feet deep, it required great number
ofsurveys and dwellings to obtain line
combining regularity, economy and eff
ciency--a grade, necessarily of 70 feet to
the mile, notwithstanding the tunnel was
rendered still more Objectionable by the
unavoidable curves by which alone the
line could be adapted to the irregular face
of the mountain; and it was no easy task TO
enlarge these curves within the bounds of
reasonable expenditure. Only those who
have attended to the preliminary opera
tons can have a true conception of the
number of laborious trials which preceded
the final location, and Of the enormous ex-
pense which less cautious and persev-
ing search would certainly have OCCASION
ed. Thus, for instance, the crossing Of the
vast indentation known as Robertson's
Hollow, was settled upon only after sew
eral comparative locations and estimates,
which prove that finally adopted to be
probably $4,000 cheaper than the first
trial. Here we have rayine 100 feet deep,
then a ridge about quarter Of mile
wide, after which comes Robertson Hol-
low, $50 feet deep. Immediately below,
ridge stretches across, too high for a
through cut; too narrow TO be passed
round, and requiring, therefore, second
tunnel 72S feet long. Beyond this, comes
second hollow, Dove Spring Hollow
depressed so feet below the level Of the
tunnel, and requiring, therefore, an en-
banlSment Of this height, together with an
immense culvert to discharge the stream
under the bank. A short distance farther,
another Intervening ridge must also be tun-
nelcd i54 feet. All these things were OBJ
iects Of anxious and diligcnt examinations;
and, over distance of moi more that IS
miles, not less than $50 miles of surveys
and dwellings were executed, and it may
be confidently asserted that no less than
100000 were saved by the careful and
dihgent search for the most favorable To-
cation. Indeed, il is too often the case,
that, by a hurried location, greater expense
is incurred, and irremediablc defects are
enta.led upon work. to the lasting incon-
venlence Of the community. An engineer
true to his trust should disregard public
| Impotence and rumors, and depend for
justice on time and the ultimate result OF his
labors.
These important features of the work
We're hardly known or noticed-public at
tcntion being almost altogether engrosscd
by the magnitude of the Tunnel. The
heavy cmbankments, deep cuts, numerous
and extensive culverts, the difficulty and
dangerous character of the two secondary
tunnels, though subjects of solicitous su-
pcr,ision and difficult management, are
passed over and nothing but THE TuN-
NEIL enquircd about. Only those who
have visited and examined the work can
| appreciate It's character and the industry
OF those engaged in its execution. Let
those who have conceived that the tunnel
alone had been attended since the begin
iilg, visit the work and they will return
with dilferentopiniono of the amount of la
Dor during that period.
As regards the Main Tunnel, another
error exists in the minds ofmany persons,
| who compute the time of its construction
almost from the passage of the act, without
adverting to the fact that it was only u
months ago that contract could be had;
that the contractors had to make prepare
ton and then to open cuts 60 feet deep be-
fore reaching the entrance of the Tunnel,
which was only effected in Au rust, 1850,
at one end, and in October at the other
The work was ,rtainly prosecuted with
unusual and praiscworthy energy and per-
severance, under rather discouraging cir
cumstanccs, by the contractors. Yet not
a few persons have most unjustly charged
them land even the engineers, who have
no control over the hands) with delay and
procrastination; forgetting that it Is the in
tercsts Of all contractors to complete their
work and realize their profits as speedily
as possible. 1t would seem that this sim
pie consideration should have shielded the
work from a doubt as regards its progress
and Notwithstanding that the con
tractors are competent men. But how
could public patience Withstand the com
parative progress of tbs great rival under
taking, the Baltimore and Ohio Railroad
Tunnel, which advanced 2,100 feet in 7
months, 5000 per monthly while the
Blue Ridge Tunnel progressed only $50
feet in an average of months for both ends
| (only 50 feet per monthly What differ
encc! What are the Engineers, the Con
tractors, the Board ofPublic Works att
Such is at once the exclamation of feverisl
Impotence. And yet how easy TO place the
matter in satisfactory light by short
investigation, of the plain facts. The Bal
timore and Ohio Railroad Tunnel is opera
ted upon by shafts at s different points al
the same time, which makes progress al
each point 81 feet per month. The Blue
Ridge Tunnel cannot be assisted by shafts;
and consequently operated apon at only
two points, wh'ch makes progress at
each of 265 feet per monthso far The
Baltimore and Ohio Railroad Tunnel en-.
countcred coal and materials represented
by the Engineer himself as unexpectedly
fvorable: The Blue Ridge Tunnel, on
the contrary, materials unexpectedly hard
The drills at the Eastern end have to be
sharPened Is or 20 tunes for every hole is
inches deep. And yet, by late report, ii
will be seen that the progress of the bot
tom through thehard rock at one end has
been 32s feet in one month";
But, says some one, they have not so far
worked at night on the west side; and sure
ly they would so faster if they did. No
proposition can he more true; but it is G.
| uuaIly true that If the ctntractors do not