The Anderson intelligencer. [volume] (Anderson Court House, S.C.) 1860-1914, 1882-06-01

mates have been made for all earth cut
10 be taken out eighteen feet wide an
rock cuts sixteen feet wide. The maxi
mum grade on the main and alternat
lines is 10 feet per mile going west an
10 feet per mile going east. Three alter
nate lines have been located, the first /
avoid the first and the second crossing
OF MILESTONE creek, which can be bull
at saving over the main line of TIN
$4,000 l5; the second to avoid the tw,
crossings Of War Woman creek i'm Geor
gla, which can be built at saving O
S34, 237 IL over the main line, and tb,
third to connect with the Northeastern
RAILROAD of Georgia, about one. half mil,
from Clayton, instead of joining it nea
kabun Gap as tho main line does, ant
which can be constructed at saving Of
O,469 % over the main line or orieina
survey.
THE TOTAL COST
OF graduation and masonry on the mail
iine OF the road from Walhalla TO it,
junction With tho Northeastern road in
Georgia, is estimated at Sl,3l6,0ll; o.
superstructure, $2ll ,740; of depots, &c.
Sid, $500; of side tracks, &C., $2l 500
and the total cost OF the main line Il
placed ut 81 ,56i ,453 SO. Deducting from
TINS amount the saving to be effected by
the construction of temporary tracks and
alternate lines, and the total cost of bull.
ding the road is placed at 81, ,l0I ,537 O5.
a still further saving could be effected
by substituting trestle work for embank-
ments Mt various points along the line.
The report of Col. II. L. Coleman,
topographer of the Blue Ridge surveys,
hut hn
country well stocked with
VALUABLE MINERALS.
and that geld, silver, copper, iron ores.
asbestos and corundum have been dis.
covered in paying quantities and of com
parativcly easy access. His report also
shows .he wsalth Of timber which
abounLs in the country opened up by
this line, which could be developed at n
large profit if the means of cheap and
expeditions transportation was at hand.
In commenting on the report of Mr..
Ellis, Mr.. Fry says: at is highly do.
sirable that the permanent way be built
Mt first, and to this end 1 would recon-
mend, at the present advanced state of
the work, that
THE OLD LINE BE ADOPTED,
with the exception OF the alternate lines
in Georgia, avoiding. The crossings of War
Woman Creek, and changing the point
Of junction with tho Northeastern Road
which would save $94,607 OF over the
old line at total cost Of 81 AGO ,563 63,
including cost of tracks, depot buildings,
water stations, &c. If, however, it is
deemed advisable to build temporary
tracks avoiding the heaviest work,
would recommend the adoption of the
lines avoiding Stump House aud Chauga
tunnels in South Carolina end War Wo-
man tunnel in Georgia, and substituting
trestlework ut the points indicated by tho
engineer, at cost Of 81 ,032, ,537 05, and
which could be operated economical y
and to advantage until the business OF
the road became Ieavy enough to justify
the completion of these tunnels.
THE STUMP HOUSE TUNNEL
has cost, up to this time, n. near as |
can find, from the old records, $473078.
so, and will cost u complete it 1899, ,2l0,
making total cost of $712,2SS SO. The
loop line (the tracks located around the
mountain to avoid this tunnel will cost
not exceeding $4,000 leaving n balance
of $562, ,2SS so in its favor. While it il
iillc
and has two ten dogrcc curves on it the
grades are no sleeper than those on the
main line, and are equated on the ten
degree curves. 1t may bo said that the
extra length of the loop line is very OBJ
say that | thoroughly appreciate tho de.
STABILITY OF having o line as straight
and short rs possible, and can as well
appreciate ~ disadvantage of operating
26- miles o. extra track but, when il
is necessary in order to save this distance
to cxpend over half million dollars in
the first instance, and MANY thousands
annually afterwards, I would strongly
favor the longer line. In this case the
excess of the cost of the tunnel line over
the loop line is $562,2SS SO, which
would necessitate an annual interest
charge of $33,737 81. The cost Of main.
tanning and operating the Columbia and
| Greenville Railroad for the fiscal year
ending 30th September, 1881, was ST..
sol per mile, and for the same period on
the main line Of tho Richmond Railroad
was S3,072 per mile. On the basis o
cost on the Columbia and Greenville
Railroad, the cost for maintaining and
operating the 2GS miles extra track
would be ~ SAG sc annually, as against
S33, ,737 81 annual interest charges on
the tunnel line, saving annually o
$28, 800 G3 in favor Of the loop line. Or
! if the business became as heavy as that
on the main line Of the Richmond and
Danville Railroad the cost on the 2.Ge
miles extra track would be IS, 232 96 an
nually against 1884, 81 annual inter
est charges OIL the tunnel line, q saving
annually of S25,504 35 in favor of the
loop line. The amount which could
have been saved by building the loor
line instead of Stump House Tunnel
would complete all the grading now tc
be done ready for n permanent track
from Walhalla to within five miles o.
Clayton. "The importance of
THE COMPLETION OF THIS GREAT WORK
has been looked forward to with eager
interest for many years. Il The
road now connects at Anderson with tho
Columbia and Greenville railroad, al
Seneca City with the Atlanta and Char
lotte Air Line Railway, and if completed
will connect at Clayton, Georgia, will
the Northeastern Railroad of Georgia
which il part Of the old Blue Ridp,
Railroad now in course Of construction
which in turn wi. connect at FRANKLIN
with the Ducktown branch Of tie Yves
tern North Carolina Railroad, also ir
course of construction, and through tha
at Chattanooga with the Louisville ant
Nashville, the Erlanger and East Ten
nessee, Virginia and Georgia systems
At Knoxville it would connect with tlt
East Tennessee, Virginia, and Georgii
system, and through tho Knoxville ant
Kentucky branch with the Louisvill,