The Charleston daily news. [volume] (Charleston, S.C.) 1865-1873, 1869-04-12

which it Is his special duty to super!ntend.
At tho risk, however, of repeating some
statements contained in my former report, i
Will refer briefly TO the condition OF the work
I nave visited all tho tunnels and points
where the earth-work is specially heavy, and
am glad to be able to say, that during the long
period of abandonment the road has sutfere. 4
but little, aside from the ordinary wasting oil
earth work long exposed to the weather. From
undermining of masonry, breaking OF embank-
ments by freshets. falling of the roofs Of the
tunnels, or other similar accidents, there has
been sustained but trifing damage.
Tie embankments show now about nine feet
in width on the top on that part of the work
which seems most advanced. but as wc have
no means of Judging whet her they were ever
of full width or height, the percentage OF loss
can be but imperfectly stated. In making the
approximate estimate OF the cost OF complet-
ing the work to Franklin, which will be found
in another portion OF this report, the loss from
waste of the earth-work already done has been
assumed at twenty per cent.
The work presents the most ragged appear
ance in the cuts, in many OF which are heavy
slips, but the greater part Of such material is
now needed to restore the embellishments. At
The approach to Saddle Tunnel, i'll South Caro-
lima, is very serious slip Of earth from OIL an
inclined surface of rock. This was anlclpat,,
ed by the former engineer, who left recorded
|
is not likely that any precautlon or care would
have vailed % prevent it. That the masonry,
complete and unfinished, is also little injured,
is due to the very thorough m amer in which
it was built. There is none OF better character
IN any railroad in the country.
Had the tunnels been through material not
self-supporting, eight years Of neglect would
have occasioned an almost entire loss OF the
work done, as the weak points were not lined
with masonry, but supported by timber which
has Welded from decay. They are. however,
driven through hard mica schlsts, which rare
ly require support and. except tor accumula-
tions Of wa 'er, are in as good condition as
when the work OH them was suspended. l
have observed in the tunnels but ono instance
of tho falling in of the roof. A section OF
twenty feot OF Worr Woman tunnel III Geor-
gia has given way and crater opened to
the surface Of the ground above: 1t IS
however, less than q hundred feot from the
eastern portal, and is not matter OF great
! momenl.
expressed in my former report the opin-
ion that twenty months from tho time OF re-
suming operations would sutfcc for the COM
pletion of tho longest remaining tunnel (that
at Dicks Greek, in Gcorgia). The road may
be completed and the iron laid to the
eastern portal of this tunnel (twenty-two
miles from Walhallal before it is driven
through, and at the same time the road-bed
NAV be in readiness to receive tho 6ack as far
US Franklin, in North Carolina. There is,
therefore, nothing in tho character of the work
to prevent the opening of the road to that
place in twenty-five months after resumption
OF operations.
On the 4th of February, had the honor TO
submit a report on the condition Of the COM
pleted road between Anderson and Walhala.
In that report made no reference to the coll
dtiou OF the bridges, rs I had been informed
by Mr.. Gaillard, the superintendent, that steps
had already been taken toward procuring the
iron necessary for covering them. have now
to repeat the recommendations named in
| that communication, and to add that the
bridges should be covered without delay.
These arc excellent and expensive struc 'urcs.
and should not be day longer cxposc'l to dan
ger from fro and deterioration from weather:
| The wooden roofs, which admit the water and
exclude the sun and air, are worse than moth
ing. If the terms of the lease under which the
Grcenville and Columbia Railroad Company
| operates the Blue Ridge Road are such rs to re-
| quirc the former company to restore the road
10 good order at the termination of the case,
it should not be hastily terminated and the
road received in its present condition. On the
other hand, if repairs arc not made at once
the said road will dctcrioratc i'll rapidly in
creasing ratio, and if that company cannot be
required to repair it, we should take possession
at once and put II in order. observed mud
aad water over the rails i'll one place at least,
ald the whole line needs thorough dltching
and surfacinG up. Not less than a thousand
cross.ties per mile should be put III immc-
diatcy. Ii these repairs are neglected the iron
! I'll" ,hirtv-tw miles now open will be ruined
tho track. =
If the contract can be made without dslay
with men of capital, experience and energy,
little is haZlrded in the prediction, that III
Jure, 1871, there will bo direct railroad COM
munication between the Tennessee Valley and
Charleston. Completed go lar, 1t is impossible
that the enterprise should stand still. Tho
difficulties OF the route would hayo bee
passed the mountain region. with the tun-
nels, tho heavy earth work, and the EXPENSE
structures, Witch absorb capital task the pa
tience and test the Skill will be behind US, and
from thence to meet the line from knoxville
we follow a route opened by the hand or nature,
which has oroken the AllesEanies before US,
and given the road clear path to the rich
valley of East Tennessee.
The road would already begin to gather
traffic from tho head OF tho valley OF the Little
Tennessee, which, I venture to say, will aston.
ish the most sanguine. This is no sterile and
uninyitiug region. Every valley among the
hills responds now to the hand of the husband
man and repays richly his labors. The hills
and mountain sides arc It abrupt, rocky and
rounded forms, and arc covered with soil
capable Of supplying in many ways the wants
OF rlan.
When production is stimulated by means of
access to market aud by tho various activ1-
ties which will accompany the prosecution OF
the work, there will spring up q local traffic
that will go far toward supporting the road.
BUT by no means anticipate that it will be
necessary to wait for the completion of The
road to Franklin before anything can be done
beyond that point. Too many interests will
unite in demanding the completion OF the
work to admit of such delay. Charleston
will already feel the quckening touch OF trade
from that region, and not only tho cit:e5tf
South Carolina, but every town from Franklin
to Knoxville and Cincinnati will be vitality in-
terested in urging the comparatively asy
work OF completing the connections.
Men will no longer be discouraged by de-
mands for immense sums which disappear in
the bowels Of mount9ins, expended on works
that soem interminable; but stimulated by
growing prosperity, and checred by the neal
prospect of success, will give TO the enterprise
more hearty support.
Undoubtedly long before the road is open to
Franklin means will be forthcoming to COLI
tinue it, and we may confidently predict that
the work will not halt again until The mo-
chants Of Charleston and Cincinnati meet at
the great tunnel to celebrate the opening of
the road and the union of the cities.
JAMES P. Low, Chief Engineer.
Conslgnces per South Carolina Kaliroad