Memphis daily appeal. [volume] (Memphis, Tenn.) 1847-1886, 1870-02-16

I BY 4 curve TO the left for 1900 feet to a
point near its intersection with Calhoun
street; thence by a tangent Of about 600
feet and a % curve to the right to an in
terseetion with the main line of the Mis-
sissippi and Tennessee Railroad at the
southern boundary of theirdepot grounds
The length Of this line is two and a
half(2H) miles.
One great merit Of this line is that it in
t~erferes so little with private property.
and where it occupies public streets very
few improvements have been made. The
location of this connecting track along
Fulton and Clinton streets will make
property along those streets more valua-
bic for foundries and other manufacturing
establishments than it would be without
that track. The line of this track wifi be
the most advantageous location for all
establishments Of that character, on ac-
count of its direct rail connection
with all points In the South, and
on ecoun Of its accessibility to the
Mississippi river, which will afford cheap
supplies Of coal. This line passes through
private property for only 5000 feet of It's
length.
A variation from this line wassuggested
between Market and Beale streets, By con
ttnuing down Fulton street to the "Center
Landing" running between the Bradley
Block and the river; thence curving to
the left, skirting the river, to q junction
with the main lin at the intersection of
Beale and Clinton streets. My objections
to this line were: first, hat being within
from 100 to 100 feet of the river margin the
passage oftrains would interfere too much
with the business of the public landing.
Secondly, there appeared reasonable
grounds for the apprehension that the
ground between the Bradley Block and
the Mississippi river would be carried off
within q few years by the river.
The accompanying map viii explain
more fully the proposed line. The deep
red line is the n considered the most
advantageous. The blue line indicates
the variation above alluded to.
over this route the trains from the Mis-
sippi and Tennessee, Memphis and Selma,
and YazOo Valley railroads, from the
south, have easy connection with trains
of the Memphis and Ohio, Missis-
sippi River, and Memphis and
Charleston railroads, from the north
and East. The Memphis and Charleston
Road has the choice of two routes; by
the old Fort Pickering route to the Mis-
sissippi and Tennessee Road, or by a
continuation of its track from its pres ent
depot, down the Bayou GayosO to its inter-
section with the Memphis and Ohio Road.
L consider the latter route the best for
that road, on account of its saving in dis
lance, and the advantages connected with
its operation.
CONSIDER the project of connecting the
Memphis and Charleston Road with the
river, down Beale or any other street, by
the use of horse power, as temporary in
its character and too expensive TO be long
kept up.
The cost of the construction of this con-
Meeting line between the Memphis and
Ohio Depot and the Mississippi Depot,
depends materially upon the plans
adopted for crossing the various streets
iutersected in its route.
One plan is to cross at their present
grades, all streets between the Memphis
and Ohio Depot and Beale street, and
thence passing under the present grade,
either by an open bridge or by an arched
covered way, of all streets between Beale
street and Calhoun street.
My estimate Of the cost on this plan is
Sll9,4OO.
The other plan will be to cross all
streets between the Memphis and Ohio
Depot and Exchange street at their
present grades, and thence passing under
all streets between Poplar street and
Calhoun street, either by an arched COW
cred way, or by an open bridge.
My estimate Of the cost on this plan is
S2SS, 500, exhibiting a difference in cost of
construction Of sl69,I0 in favor of the
former plan.
This estimate embraces merely the cost
ofthe graduation, bridging, masonry, iron
and crOssties tor a single track roadway,
and does not embrace depot buildings
and the necessary side tracks, nor does il
embrace the cost of the right of way.
I do not hesitate to recommend the first
ofthese two plans as not only more adj
vzntageOus totne railroad interests but as
one that will not interfere with the river
interests Of Memphis.
With this track located centrally be-
tween Front street and the river (abOut
$50 feet from EACH the space below this
track will be ample, for years to come, Tor
all business passing to and from the river.
The space above this track should be de-
voted to, and improved as a public park,
an improvement now considered indis-
pensable in all large cities. This space
of about One-half mile in length by three
hundred and fifty feet in width, tastefully
terraced and planted in shade trees, is ca
pable of being made one Of the most
beautiful parks in the world.
1t must be borne in mind that the rail-
road system of the country is gradually
taking from the rivers all their business,
except that arising from the -trauspOrta-
ton of a very heavy and bulky class of
freights. The construction of new and
rival lines, and the consequent tendency
to increased speed, and decreased cost of
railway transportation, will yet very ma
terially decrease the transportation bust
ness of the Mississippi riVer. Within
twenty years, in all probability. there
will be a railway line in operation on each
bank of this great stream.
The tendency of this change in the
transportation of the products of the
country will, in the case of Memphis, be
TO remove the hitherto large business at
the river landing to the various railroad
depots.
By grading down the portion ofthe bluff
between this proposed line and the river
margin, the wharf capacity will be
doubled, and will be ample for the largest
business that can aver be anticipated.
With properly constructed street
crossings and the observance of
ordinary care in the running of
trains, the business of the river landing
will not, in my opinion, be interfered
with, by permission being granted for the
construction of this track, SO as to cross
at their present grades Poplar, Washing
ton, Adams, Jefferson, Court, Madison,
Monroe, Union and Bsale streets.
The length of this report Will not admit
of the discussion of the question of the To-
cation of the Union Passenger and Freight
That is q matter of secondary
Importance compared to the construction
of this connecting link between the north
and south lines of road, by which the
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around Memphis, almost within
sound of a locomotive whistle, through
Jackson and Grand Junction, can be made
to pass through Memphis. Several thou
sand dollars each day each day is lost TO
Memphis for want OF this connection.
Associated with this subject of railroad
and river connection is the question now
occupying public attention, of the en-
crOachments of the river on a part of the
'front.'. Space will not allow of its
discussion now. In my opinion, it is only
a question of dollars and cents. A stone
of eighteen inches in depth, care
fully placed on the slope of the river bed,
will check the abrasions of the current,
and stop the encroachments of the river
the part of the river front being carried
away. The cost of this rip-rap need not
one hundred thousand dollars.
Respectfully submitted,
w. d. PICKETT.
Referred to a special committee of three
from the Council and two from the Al
When the Council adjourned until
Thursday evening next, at O'Clock.
L. r. RICHARDS, City Register.
-
PRESIDENT NELSON eonvenes tine Cham
Der Of Commerce this pm. at 3 o'clock, to
consider the action OF the State Conven-
ion on the merchants tax question: the
Efforts made to divert the Kansas City
Dad to Helena; and excessive freight
on railroads.