Daily union and American. [volume] (Nashville, Tenn.) 1865-1866, 1866-10-24
TENNESSEE PACIFIC OR CENTRAL
RAfIR0ADs


Having, in the progress Of these papers
shown the great influence exercised by rail-
roads IN the advancement Of cities and the
general development Of the interior, and
considered in particular the condition Of
Tennessee and Of Nashville with reference
to such improvements, and the causes which
are at work to influence or retard their pros
perity, have in fact prepared proper in
/ PRODUCTION to the particular topic which
forms the caption Of the present article and
which constitutes the main purpose of the
series.
What is ambitious in the title given 10 this
enterprise by the charter. which with great
liberality was voted by the Legislature of
the State at recent session, to wit: sren-
nessee Pacific" will form the subject Of and
be fully treated in my next contribution.
The charter pledges State aid to the work
and names board Of commissioners in the
several counties, who constitute some Of the
most solid and enterprising men in the State.
If there be any justice in the remark that
some Of them are newcomers, that not
enough of the old and leading citizens are
embraced, and that the charter is loosely
framed, these are all matters easily remedied
in the event, and none Of them are Of any
weight to prevent a fair and full considera-
ton Of the merits of the scheme.
The terms of the charter embrace the con-
struction Of a railroad from the city of Knox
vile, via Nashville and Jackson, to the
Mississippi river at Memphis, on the short
est and most direct route, thus seeking to
connect the EXTREMIST points Of the State on
the shortest and most practicable route
through the centre. 1t will thus constitute
in fact great central road, by whatever
other name it may be designated.
This is no new projection. 1t runs back
in the history of the State to period which
ante-dates any Of its railroads, and almost
ante-dates the construction of railroads any
where in the country. As early as 1887,
Governor CANNON called the attention Of
the Legislature to the subject, when the
South Carolina commissioners were here
urging US to meet them on the frontier of
the State, and unite in the splendid eoncep-
ton which Charleston entertained of rail-
road to the Ohio and the Mississippi.
At time when railroads were SO new to
the people that a distinguished citizen Of
Charleston, STEPHEN ELLIOTT, in writing
for the Southern Reuietg, vol III. D. 90, 1881,
undertook gravely TO tell how the roads were
to be built, viz "To drive wooden piles
MA lCNb apart llICb-tltC
heads of the piles being bound together BY
sleepers, the prophetic vision of that great
man INDUCED a view of the future in which
he entertained trembling hopes" as he
SAYS "that we should not choose to expose
to the eye of the scorner, when we extend
our grasp to embrace the Western States by
extending the railroad to the Tennessee.
The trip may thus be made to the Ohio in
ten days. Linked'by such tie we may zee
Charleston what she might be, second only
to New York"
An appropriation having been made by
our Legislature, a survey Of the entire line
of the State, from the eastern to the western
limits, was made, but in rather a cursory
manner, for the want of means, by A. NJ.
LEA, State Engineer. This report Ihave BY
me, and although it selected Randolph, and
not Memphis, then in its infancy, for a ter
minus, it will greatly facilitate future sur
veys.
Omitting all reference 70 what it contains
in regard to the country to the west Of
Nashville, as not coming within our present
province, let us look a little into what is
said upon the subject of the mountains, the
route and the means Of constructing the
work.
Beginning at the lower base of the Cum
berland Mountains, the experienced and
practical engineer tells us that he found a
route near Sparta, and ending on White
creek, quite practicable, and with a grade
no. exceeding sixty feet to the mile, a much
lower grade than is found quite manageable
on other roads. This route was that Of the
stage from McMinnville to Knoxville, and
abounded with timber 1t is now known
that others and perhaps more feasible routes
exist, which a more detailed survey will de-
velop; but Mr.. LEA is so impressed with the
feasibility of the one indicated, that he esti-
mated when railroad construction was near
ly as expensive as now, that the bed of the
road might be laid for 81, 500per mile The
whole distance from the point selected near
Sparta to Knoxville, he gives as one hundred
and two miles, which wodld make the entire
distance from Nashville to Knoxville about
one hundred and seventy miles. The
EXPENSES of the mountain division, he con-
siders, would be heaviest at two points, to wit;
one and half miles at the summit at $40, 900 !
per mile, and eleven miles at the east base
at $4,000 per mile. The rest of the route is
stated at an average of 1900 per mile.
This division, he says, passes through the |
most valuable part of the State. The inn
mense quantity and fine quality of bitumi-
nous coal and various kinds Of iron ore |
placed in juxtaposition give that region a |
degree of mineral wealth not exceeded by |
any other in the world.
The important work, therefore, of connect
ing the two great sections of Tennessee, by |
the shortest and most direct route is now |
plainly before us. We know the character |
of the country at one terminous Of the road, |
to wit: the great finland sea" of the West. |
Al. =
the following extract from the Knoxville |
Register, but will be more fully seen as I adj
vance with these papers.
We have not the slightest hesitation in /
saying that there is nota portion of the con-
tinent of the same extent of territory as
East Tennessee, that presents such harvest
of gold to the enterprising capitalists as may
be resped in this Switzerland of America,
when the great railroad connections are
made to it. When these great chains shall |
have thus linked together, these immense
mineral resources will be developed then
will the iron, coal, copper, zinc, lead, tim
Der, water-power, soil, marble, lime, ETC.,
which hitherto have been considered use
less. for want of outlets, become sources Of
boundless wealth"
NoTE.-In No V. of this series, the
amount of construction bonds originally is
sued 10 the railroads Of the State is given in
detail, and it is remarked that in conse-
quence of the war, interest was suspended.
Recently the Legislature has provided for
the payment of this interest by the issue of
new bonds, and has afforded still further aid
to most of the roads to the extent of several
millions of dollars. The total amount of
bonds to railroads, old funded and new, is
now S24, 1892, 1872, but it is to be observed
that for its security the State holds first
upon all Of the roads, and may
foreclose whenever road fails to provide
from its earnings the interest due upon the
bonds.
storm at Sen.
New YoRK, Oct. 23.-The brig Velocity
arrived here and reports encountering a