Staunton spectator. [volume] (Staunton, Va.) 1849-1896, 1851-04-02
THE BLUE RIDGE TUNNEL.

A correspondence between our efficient delegate
Mai. J. M. McCUE, and Governor FLOYD, on the
subject of the Blue Ridge Tunnel, has been pub
lished in the Richmond papers. On the 22nd ut.
Mai. McCUE addressed note to the Governor, a.
President of the Board of Public Works, calling hi
attention to the rumors which have been circulated
preudcial to the interests of this great State en-
terprise and requesting to be informed of the pro
gress of the work, &C.. sc. Gov. FLOYD prompt
~ replied at length. He thinks the work has beer
prosecuted by the contractors with unusual energy
and perseverance, and estimates that the eXcava
ton will be through in a little upwards of three
years. Having lately alluded to the idea prevalent
in the community that the work was not urged for
ward with due diligence-without, however, under
taking to decide whether there was any just foun.
daton for the opinion, or to attach blame in any
quarter but mainly for the purpose of eliciting in
formation on the subject from some one competent
to give tive have read the Governors letter
with peculiar pleasure. The funds being now pro-
vided for completing the Central Railroad to this
place, the friends of the road, and the people oil
this county especially, may congratulate them
selves on the prospect of completion of the Tun-
mel so much earlier than has been anticipated
Maj. McCUE suggested monthly publication OF
bulletin informing the public of the progress the
but says that the force in the Board of Public
Works is wholly inadequate to the despatch of
their absolute duties.
We give below the greater part of the Cover
nors letter:
The Tunnel is so prominent part OF The Blue Ridge
Railroad that persons, unacquanted with the localities,
apt direct their enquiries exclusively to this feature,
though only fraction, and not by any the most diff
cut part of this stupendous undertaking. The location
lone was work of considerable labor across close sue
ceson of steep and rugged ridges divided by hoows from
60 to $50 feet deep, required great number of surveys
and dwellings 10 obtain line combining regularity,
my and efficiency "a grade necessarily OF ~ feet TO the
mile, notwithstanding thu tunnel, was rendered still more
Objectionable by the unavoidable by which alone the
line could be adapted the irregular face of the mountain;
and it easy task to enlarge those within the
bounds of reasonable expenditures. Only those who have
attended to the preliminary operations can have true
cepon OF the number oaboous trials which preceded the
final location, and Of the enormous expense which less
cautious and perseveng search would certainly have
stoned Thus for instance the crossing of the vast linden
aton known as Robersons Hollow was settled upon only
after several comparative locations and estimates which
proved that finally adopted 10 be probably 900 cheaper
than the first trial. Here we have ravine 100 feet Deep
then ridge about quarter of mile wide, after which
comes Robertsons Hollow, l50 feet Deep Immediately
below, ridge stretches across, high for through cut
Too pass ound and requiring therefore, second
tunnel 72S feet long. Beyond this comes second hollow,
glove Spring Holow) depressed so feet below the level
Of the tunnel, and requiring, therefore, embakment of
this height together with immense cuvert TO discharge
the under The bank short distance farther another
intervening ridge must slso be tunneed 454 feet. All
these objects Of anxious and dgent examinations
and over distance of not than miles, not less than
$50 miles Of surveys and eyengs executed, and it
may be confidently asserted that less than 900
saved by the and dgen for the favorable
location. Indeed il is often the case, that, by hur.
red location greater expense incurred, and irremeda
bic defects enailed upon work 10 the lasting in.
convenience Of the community. An engineer true to his
trust should disregard public mPaence and rum0rs, and
depend for justice on time and the ultimate result of his
iabOFs.
These important features fthe work hardly known
noticed-pubc attention being almost altogether
crossed by the magnitude Of the Tunnel. The heavy
Dankments deep cuts numerous and extensive cuyers,
the difficult and dangerous character of the two seconda
~ tunnels, though subjects of sOcitous supervision and
dlfhnlt management, passed and nothing but
THE Tunnel" enquired about. Only those who have
visited and examined the work appreciate lis character
and the industry of those engaged in lis execution Let
those who have conceived that The Tunnel alone had been
attended 10 since thebegnning visit the work and they will
return with different opinion Of the amount Of labor dur
ing that perisd.
As regards the Main Tunnel, another exists in the
minds many persons, compute the time of its
ton almost from the passage OF the act without adve.ting
to the fact that it only l2 months ago that contract
could be had that the contractors had make preparations
and then open cuts 60 feet deep before reaching the
trance Of the Tunnel, which effected only in August,
1850, at one end, and in October al the other
The work was certainly prosecuted with unusual and
praseworthy energy and perseverance, under rather dis
cOuragng circumstances, by the Yet not few
persons have most unjnsly charged them (and The
engineers, who have nOconro over the hands with delay
and procraslnaton forgetting that it is the interest of all
contractors TO complete their work and realize their profits
speedily possible 1t would that this simple
consideration should have shielded the work from dsub
as regards lis progress and Notwithstanding that
The contractors are competent men, But how could public
mpalence withstand the comparative progress ofhe great
rival undertaking. the Baltimore and Ohio Railroad Tun
mel, which advanced g 100 feet in months (300 feet per
month"; while the Blue Ridge Tunnel progressed only
$50 feet in average Op months for both ends (Ony So
feet per month y What difference! What are The
Engineers the Contractors the Board Of Public Works
at? Such is at the exclamation of feversh impa-
tlence. And yet how easy TO place the matter in salts
factory light by short investigation of the plain facts
The Baltimore and Ohio Railroad Tunnel is operated upon
by shafts al different points at the tme which
makes progress each point ST. feet per month The
Blue Ridge Tunnel cannot be assisted by shals and conse
qnenty is operated upon only two points, which makes
progress at each of 26 feet per month far The Bal
tmore and Ohio Railroad Tunnel encountered coal and
materials represented by the Engineer himself unexpec
tsdy favorable: The Blue Ridge Tunnel on the contrary
has encountered materials unexpectedly hard The drills
the Eastern end have to be shapened 10 ~ times for
cry hole l6 inches deep. And yet, by late report, will
De hatthe progress he bottom through the hard rock
at one end has been 32s feet in one month.
But, says some one they have not far worked al night
the west side; and surely they wougo asterfhey did,
No proposition be true but is equally that if
he contractors do do what their evident interest to do
there must be practical impedment and while enquiry
might be proper, ofhand censue is equally In
DER supposed accelerate the Tunnel The heading
open before the deep cut completed unde. the
pec,aton that this deep cut, heenEre through gravey
SOIL would follow very closely the progress Of the heading
But it happened otherwise. The bottom of the prov
ed very hard rock, and the heading advanced much