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J*
E. MERTON COULTER
IJY
J. II. STEELE & P. THVVEATT, Jr.
TIIE GEORGIA JOURNAL
IS PL'BLISIIKL) WEEKLY,
G(ct tfie cornet- o|J ^l£)Iwj<ve anil 'ZKFaacocPt/ elltceti,
AT THREE DOLLARS PER ANNUM, IN ADVANCE, - ^
Or Kour JJnlUr* M Uit of tk« jre»r.
No tniblcriptiou will lia received for lens than a year, nor
will any paper lie discontinued until all arrearage art' paid.
The Papei will not he sent to any person out of the .State,
until the subscription money is paid iu advance or satisfactory
reference yiven.
ADVERTISEMENTS inserted at the usual rates.
O* N. U. Sales of LAND, by Admiui-ti t. n, Executors
or (ftinrdians, are reptired. by law, to be held on the first
Tuesday iu the month, between the hours of »en in the furp.'
noon nnd three in the afternoon, at the Court-house, in the
county in which the property m situate. Notice of these
sales must be given in a public gazette SIXTY DAYS pre
vious to the day of sale.
Sales of NEGROES must be at n public auction, on the
first Tuesday of the month, between the usual hours of sale,
at the place ol public sales in the cnnntv where the letters
testamentary, of Administration or Clunrdiansliip, may have
boon granted, first giving SIXTY DAYS notice thereof, in
one of tho public gazettes of this State, and »t the door of
the Court-house, where such sales are to he. held.
> Notice for the «ale of Personal Properly, imisl he given in
like manner, FORTY days previous to the day of sale.
Notice to the Debtors anil Creditors of uii Estate must ho
published for FOR TY days.
Notice that application will ho made to the Court of Ordi
nary lor leave to sell LAND, must he published lor FOUR
months.
Notice for leave to sell NEGROES, must he published for
FOUR MONTIES, before any order absolute shall be made
thereon by the Court.
All business of this kind continues to receive prompt at
tention at the Office ol the GEORGIA JOURNAL.
Office of Western &. Atlantic Railroad, )
Marietta, March 10, 1840. )
To His Excellency Charles J. McDonald,
Governor of Georgia.
Sir—I have the honor herewith to submit my report,
rendered under date of 2d inst. to the Board of I’otnmy-
Bioners of the Western nnd Atlantic Railroad, in refer
ence to a revision and definite location of tho Fifth and
tertained of a ready concurrence on the part of a few-
individual lot-holders, not yet heard from, in the incus-
ures abovc^onsidcred. 'h construction and perpetual repairs,
Ihc method ot arrangement contemplated for the *1103ofcctequatedlength,at$25,ooo
Depot as above, embraces extensive ranges of slicdfe for ' — *
the reception, loading, and unloading of cars on both
sides of tho railroad, which, within tho limits of the
town site is to be furnished with four distinct tracks, 7
or 8 feet asunder. The width of the grade for the re
ception of those tracks will be fifty feet, exteriorly of
which the sheds are to be located. On each side of eve
ry cross street of the town, a stop drain is to be con
structed, leading across the grade of the railroad, anil
serving to prevent cattle, hogs, horses, &c. from passing
longitudinally along the railroad. Immediately in rear
of the sheds, and within the prescribed width, (viz: 120
h el) on the appropriate sites for warehouses, stores, &e.
belong ng to the railroad.
At the immediate terminus of the road on the margin
of the river, an area of about an acre, in tho form of a
paralloHogram, extending parallel to the river on its
bank, is proposed as the marine department of tho Depot.
At this point, a river wall, rising from tho bed of the
river to the grade of the road, and hounding tho parallell-
ograni on the water side, is contemplated not only as the
foundation of the building required at this part of the
Depot, hut as a wharf at which steam boats may lay for
lading ami unlading. At the ends of tho parallcllogram,
similar walls are also contemplated tosubserve similar
purposes. At those walls or wharfs, steam boats may
lay moored to ring holts at all stages of the river, and
freights maybe transferred to and from the warehouses
reared upon them at the terminus of the road, bv means
of cranes or windlasses attached to the buildings of the
Depot.
In roar of the margin Depot, and beneath the road
grade, it is proposed to form two arch roadways through
the embankment for the accommodation of business
transactions along the hank of ilio river.
For the obvious purposes above considered, building
stone of an excellent quality may be had in the greatest
abundance, at the rocky hhitV immediately above Ross’
Landing, and at various other places within and near
tin* town site.
The several rail tracks connected with the variousde-
Tennessec divisions ol the Railroad, made in conformi- i partments of the Depot, should he furnished with appro-
ty to instructions of the said Board, issued October 2 Jd, pnnto turning tables, branch railing turns out, &,c. to
1 have the honor to he, Sir,
Very respectfully,
Your most obedient servant,
S. II. LONG, Chief Engineer.
Office of Western and Atlantic Railroad, )
Marietta, March 2, 1840. $
Tollie Board of Commissioners if the
Western if 1 Atlantic Railroad:
Gentlemen :—1 have the honor to report, that the
revision and definitive location of the Fifth nnd Tennes
see! Division ol the Western and Atlantic Railroad have
been eftl’Cted, and the demarcation along the hue, lor the j
most part, established. The surveys on the Fifth di- >
vision have been executed under the direction of A. 1
Campbell, Esq. a d those on the Tennessee Divis.on, j
under that of James 8. Williams, Esq. both Resident j
Engineers in the Railroad service. The reports of these
gentlemen marked A. and B. and, herewith submitted, I
contain all necessary details iu reference, not only to |
tho positions finally selected for that portion of the road, i
but exhibit, also, the probable cost of road formation on
the several sections into which the divisions under con- j
sideration have been subdivided.
From these documents, it appears, that the Fifth Di
vision, embracing an extent of 22 miles, (ill) feet, has '
been subdivided into 22 sections; and that the Tennes
see Division, embracing an extent of l(» miles, 570 feet,
has been subdivided into 10 sections. Hence the ag
gregate extent of both divisions is 08 miles 1197 feet,
which added to tho aggregate extent of the other divis
ions heretofore subjected to contracts, gives, for the en
tire length of the Railroad, about 108 mile.:.
From the same documents, it appears, that the aggre-
f ate cost of road formation on the Fifth and Tennessee
hvisions, exclusive of the fifth section of the former,
which includes the Tunnel and its approaches, is esti
mated at$204,993 17. Tho rate at which the differ
ent kind* of work* have been ttfiwwed, arc fully ade
quate to their accomplishment. The Masonry, in par
ticular, has been estimated at rates somewhat higher
than those contemplated in former preliminary estimates
for the purpose of making sufficient allowance for any
unforeseen difficulties in the way of its execution. ’The
rates at which the cl flerent classes of grading have been
assessed, are based upon tho proposals that have been
accepted, and on which the work has been farmed out
for construction, except in a few cases, in reference to
which, the extract prices have been deemed too long for
the work required.
With respect to the cost of the Tunnel section, in
clusive of the Tunnel, an estimate has been given so
far as relates to the quantities of excavations required
in the deep cut approaches at both extremities of the
Tunnel, and in the formation of the Tunnel itself, to
gether with a rough estimate of their probable cost.
This omission iias been made on account of the unac
ceptable niture of the proposals submitted to the Board,
for executing this portion of the work. Without the
aid of laborious and expensive investigations, effected
by means of boring with augers into the body of the
bill through which the Tunnel is to pass, no correct
opinion can be formed with respect to the nature, cost,
Sic. ot the excavating that will bo required. Tho curt
of the Tunnel projier, as o.igmallv estimated, was
$75,000, together with an allowance of 15 per cent for
contingencies, making the original estimated cost of
the Tunnel, $80,250. The probable cost of tho ap
proaches at its extreineties, computed at the rates lor
which it is believed they may be executed, may amount
to $25,023. Hence the aggregate probable cost of the
Tunnel section may be assumed at $111,933.
facilitate the transfers of cars and freights from
track to another, that cars may readily be conveyed to
any part of the Depot, tor the reception or discharge of
freights.
With respect to tho abilities of the several contrac
tors to whom the work of road formation on the Fifth
; an! Tennessee Division has been awarded, of (heir abil
ity to grade the following sections, viz : sections No. 8,
No. 15, No. Hi, No. 17, No. 1h, No. 29, and No. 22, of
i the F.flh Division; and sections No. 3, No. ti, No. 7, of
the Tennessee Division. No sufficient guaranty has
j hern given by the successful proposers for any of these
sections to insure their timely completion.
I take this opportunity to inform the Board, that pro
posals have been made by responsible persons to exe
cute the work of grading on any sections comprised iu
the lettings of December last, at rates 25 pur cent low
er than the average cost of similar work heretofore done
on the DeKalb, First, Second, Third and Fourth Divis
ions of the Western and Atlantic Railroad, in conformi
ty to which the prices for work are as follows, viz:
For excavation in common earth, 11 cents per cub. yd.
J)o. Hard pan, 27A do do
Do. Rock, 75 do do
For embankment in general, 114 do do
For excess in grading, flj do do
Accordingly, I take the leave to suggest tho propriety
of letting the sections above designated in the terms
just stated, and to absolve those to whom tho sections
were originally awarded from any further responsibili
ties respecting the same.
The orders of the Board in reference to the tunnel
section are respectfully solicited. The execution of
this important and heavy portion of the work will require
much time, and it is desirable to have it in progress
with tho least practicable delay.
With respect to the Masonry of tho new lettings,
most of it has been contracted lor at tho rates prescri
bed by that Board tu their lust instructions in reference
to this subject viz: at rates not exceeding seveuty-
fivc per cent, of the average cost of similar work on the
old lettings.
The instruct ions of the Board in reference to nn or
ganization of tho Engineer Department, adapted to
future operations on the railroad arc respectfully soli
cited.
I have the honor to be, Gentlemen,
Very respectfully,
Your most obedient servant,
S. H. LONG, Chief Engineer.
DIT.ECT LINE.
755o feet actual length, at $W5,ooo per milrifor
* iirs, $5o,off$ /
ooo per mil®
for transportation” 55,oo9 9o
$lo5,o06 4o
Dr.TOUR LINE.
8512 font actual length at $35,ooo per mile 50,0(13 40
lo912 feet equated length at $25,ooo per mile 51,755 60
$lo8,380 12
Difference in favor Detour Line, $3,322 72
The adopted lino again leaven the original location
on the left, passing between it and Taylor’s ridge, pur
suing very nearly a straight course to the point where it
enters tho valley of Hurricane Creek. Four hundred feet
of distance is saved by this revision, though some hea
vy cutting is encountered. The material was, however,
ascertained, by boring, to consist altogether of common
earth.
In the valley of Hurricane Creek, a slight alteration
is made, lor the purpose of affording more room for Uio
construction of a now channel for tho creek, through a
projecting point of the ridge, by which two large And
expensive arched culverts will be saved. As a portion of
this spur is composed of solid work, the canal will bd
somewhat costly; yet, on a comparison of these two
methods of discharging the water of the creek, this is
found to be the most economical by two thousand five
hundred dollars.
The last revision, commencing at a point near Jones’
Mill, and extending to the State line, a distance of one
mile, effects a considerable reduction of distance and
improvement in the alignment
The whole length of the Fifth Division by former loca
tion was 22 miles, 103o feet
The whole length of the Fifth Division
by revised location, was 22 “ o619 “
Difference. 4ol2
The sum of all the ascents is 185 91
Do do descents is 242 31
Average, 214 14 which being equa
ted gives 9 miles 3871 feet, and added to the actual
length, gives 31 miles 1493 feet, as whole equated
length ol Fifth Division.
Of tho 22 miles, 12J arc made of straight lines. The
remaining 9J consists of curved lines of easy deflection,
only iu one instance falling below 1 loo feet, radius, and
generally ranging from 2ooo to lo,ooo feet.
tuf. following IS a table of the adopted r.RADI'S.
[A.]
Camp near Ramf.y’s, j
February 14,1810. $
Col. *S. //. LO-Vfi, Chitf Engineer.
Sir—A revision nnd definite location of the Fifth Di
vision of the Western and Atlant ic Railroad having been
committed to my charge, by your instructions of Novem
ber last, 1 have the honor to report that the line is now
permanently established and prepared for the operations
of contractors.
An examination of the country between Cross Plains
and the Tennessee line, made it apparent that a material
deviation from the route already located, could tie emu.
ed, without, therefore, spending time upon experimen
tal lines which in the end could he of no avail, the oper
ations of the party were confined to such alterations
oud amendments of tho original location as should be
suggested in the course of the survey, and more espe
cially to a reduction of distance, this having been made
one of the main objects of the revision, by a resolution
At several points, this
. . of the Board of Commissioners.
On the supposition that tho entire excavation of tho object has been accomplished without much (if anv) ad-
Tunnel proper should be in rock, which may prove true, I t( , t ;„.
the amount and cost of execution and construction will
be somewhat reduced, as represented in Doc. A. from
which it appears that tho amount of excavation, instead
of 26,400cubic yards, will be 20,000 cubic yards, and
the cost of excavation at $3,75 per cubic yard, will he
lauiy
ismt
1KKJ5
asso
yuoo
lino
uooo
:hoo
i uni
Jim
aooo
aii'io
1000
4057
V'MI|)
:W4-4
U350
40JW
1700
IS KM
1000
loon
l S(il)
U-H0
HOI)
(Icwoiiils
total
tl('HtTII(t.S
0,100
0,100
0,100
0,0f:0
0/450
*40,050
I o,03o
5(3,7*3 per
$75,000, to which may he added, on account of the
Facades, at the ends of the Tunnel, inclusive of con
tingencies, $10,000, and we shall have for the cost of
the tunnel proper, $85,009, or for the tunnel section,
$110,625.
In a former report, relating to the Tennessee Division,
two routes were proposed for consideration, viz: one
leading past Garden!)ire's and through the hill, situated
immediately above Ross' Landing, and entering the
town at its easterly border, denominated the D.rect
Route; and the other passing downward on localities
more remote from the river, and in rear of tho lull just
mentioned, entering the town in its southerly side, and
denominated the Detour Route. The latter, though
longer by about 1£ miles than tho former, has been
deemed preferable on account of its easier grades,*
more economical construction, and ot the greater facili
ties and conveniences afforded by it for connecting the
railroad with the business transactions of the town. A
comparison of the two routes has been exhibited in doc
ument marked B. from which it appears that on the
scores of equated length, cost of construction, and cost
of transportation, all combined, the Detour Route is fair
ly entitled to a preference.
cost of gradin;
A general description of the country, embraced in
this division, having been given in Mr. Whitwcll’s re
port upon the first location, it oirfy remains for mo to
point out where and for what reasons, changes have been
made.
Commencing at the termination of the 4th division,
near Cross Flams, the original location is pursued for a
distance of 1£ mile s, where the first revision common-
ces, and continues for nearly two miles. This line is
located along tie* steep lull side bounding the Chatoga-
ta Creek, and, although but a short distance from the
former, presents a profile considerably different. Some
heavy cutting is avoided; a uniform grade, descending
at the rate ol5 feet per mile, is obtained, 75 feet or as-
cent, or one third of a mile equated distance saved. The
more elevated ground, inet with near the crossing ol the
Chain gat a Creek, also enables us to pass that stream
with a grade two feet higher than that originally adopt
ed. To effect these changes it was necessary to sub
stitute a curve ot 1433 feet round, for one 1037 foot.
At a point near Ramey’s, the second revision com
mences, and extends for a distance of four miles, pass- !
in over the Little Blue Ridge. On the eastern side of
tho tunnel, a considerable reduction in the amount of
excavation and embankment is made. Jn the whole
revision, 2009 feet of actual length, and 12 feet of as
cent, \ milo of equated distance is cut oil* The tunnel
required to pass the ridge is fourteen hundred feel long,
The subjoined estimate exhibits the cost of each sec
tion in detail. The contract prices when they arc
deemed adequate to their completion have been employ
ed iu the calculalion of some sections. On others, when
those prices arc known to be low, a fair average has been
assumed.
The following is nil estimate of the cost of tho 7th
section, including the tunnel, with its approaches, and
all necessary embankments. No borings having been
made either of the tunnel or open cuts, it is impossible
to say with anything like certainty of what this hill
may be composed. Two estimates arc presented, one
upon the supposition that tin* tunnel will consist alto,
gether of solid rock, and another upon the assumption
that no rock will be met with, and that the interior of
the tunnel will consist of Hard Fan. Iu the former
case, although the price, per cubic yard, will he greater,
yet the amount, to he removed will be 25 per cent less
than in the latter, and lining the interior with masonry.
Eastern apprnarh—959fret in length ; gr- //“st depth. 51
feet,
19.090 cubic yards common earth, at 25c per yd.
(transported into embankment) $2500
19,059 cubic yards hard pan, at 45c per
yard, (trausp. into emit.) 8581 05
$11,081 05
Wvstn-n approach—050 feel in length; greatest depth, 53
■ /<w.
15.090 cubic yards common earth, at 2.»c per yd.
(transported into< lubaiikuients.)
13,983 cubic yards hard pan, at 45c per
yard, (trausp. into einb.)
$3750
10792 35
$14,542 35
el proper—ass inn ini' hard pan us basis if calculation.
Tv
204(H) cub. yds. at $1 75,
3109 perches stone masonry, in walls and
facades, at $5,
2,120,820 brick, iu lining, facades, drains,
&c. at $15,
$40200
Add cost of approaches,
399 perches arch masonry at $ 1,
$95,302 39
25,023 49
1,299
Total cost 7th Section, $122,125 79
'Tunnel proper—assuming solid roi-k as the basis.
20,000 cubic yards, at $3 75, _ $75
i 431 perches stone masonry iu facades, at $5, 2.155
1 300,(MX) brick iu facades and drains, at $15, 4,500
With respect to the terminus at Roes’ Landing, and with open cuts at each extremity, 52 feet in depth. Tho
the manner of connection between the town of Chatta- line iu its approachto the tunnel,ascends along the eastern
nooga and the railroad, these objects are proposed to be i slope of the ridge, running parallel to its general direr-
accomplished by occupying one of the streets of the tion. To effect it* passage at right angles (the shortest
town, as heretofore surveyed and exhibited on the town I possible line) and at the s une time, to reduce the lieu-
plat, viz: Mulberry street, which it is proposed to con- | vy embankment adjoining the introduction of a curve of
vert into an avenue for the exclusive accommodation ot
the railroad. The width of this street, as originally
laid out, is 60 feet. Measures have been taken, with
the sanction of the Mayor and Council • f Chattanooga,
to increase the with of the street to 126 let t. which, in
addition to the area of said street as located, will em
brace an area ot about four acres, which will he amply
sufficient for all the business connexion likely to be re-
fiort road (one thousand forty one feet) became neces
sary. This terminates within one hundred and seventy
feet of the tunnel, where a tangent commences and pas
ses through the lull, extends one mile beyond it, whore
the original location is again resumed.
Between this point and Taylor’* ridge, a distance of
six miles, two or three altera*.ons only were made, pro.
| ducing but littlo difference either in length or cost of
quired between the town and the railroad. Through | construction.
Otia avenue it is proposed to conduct the railroad in a I T , hlho „ p of Taylor . a r i,W t|,,. | ino , ms i, 0 „ n
straight direction through tho town tot hei margin olthe | ocatf ,| t0 H-Ste great or room th!in heretofore for the
river, where lor the accommodation ol the immediate , cuus , ruction of a u , n(foll rM( |, „l,:ch must ho done at
terminus, or point of connexion with tho navigation ol j „ ^ of „ 10 ollo b( .j llff in ,,, rt
the riter, an additional area of about one acre m a square hv „, 0 Hailmad. As this will always lie a
lorm, binding upon the brink ol the river will be des.r- * public tl.roughfare, some expense is unavoidably
able. Those previsions embrace (he entire area, via: Sect aaary to render the road convenient and passable,
five acres contemplated for tin* d^pot had in view at the / 1
time of the grant made by the Legislature ot Tenues-1 Leaving tho gap, the revised line passes about seven-
see to that of Georgia, in 'preference to the introduction 1 tv, feet in the rear of Mr. Job’s bouse, and running near
of the Western ana Atlantic Railroad within the Lni'.ts I the loot of Taylor’s ridge, approaches tho former in a
of the State first meutioued. i d stance of one mile. By this revision, a considerable
For ihe attainment uf the object! above contemplated. I detour i* avoided although an add.tiorml elevation ol 7
the corporate authorities of Chattanooga havo interposed ! f ncoulltc, red. 1 no saving in actual distance is
their earnest efforts, and the right of way for tho rn- i ^ * ^ PCt *
Jargcment of Mulberry 8‘rcet to the width ol ltiti feet The following comparative statement (founded nn the
as above, has ulreadv been obtained from'Iw
of most of the adjacent town lot
Contingencies
Add Ini’ approaches,
“ “ culvert masonry on section,
Section No. 1.—
»t if Fifth Dii
831">
J.-.'OO
•SI II,‘.JM
nod irom 'lie proprietors i rules prescribed by your instructions) furnished the da-
a »d no doubt is cm j ta which have governed in the .election of the hoc.
19,887 c. vds com. oxc. at
0e
17 H 0 83
•J,(M)i) “ rock,
90c
1-«MI
7,(HH) “ hard pan,
30c
2100
30,910 “ embank’t.
0c
27'1 00
2,923 •* excess emb.
5c.
im 15
250 porches masonry.
$3
750
$9,322
Section No. 2.—
19,463 c. vds. com. cx. at
tic
1811 I*
2,5(H) “ rock,
70,-
1750
10,(MH) “ hanl pan
ItOe
3990
37,611 “ embank’t.
11c
41117 21
8,613 “ excess,
Be
(MU 41
350 per. culv. work
83
1050
2(H) protection wall
$2
400
812,810
1'
Section No. 3.—
8,350 c. yds. com. cxc. at
12c
042
IfdHt ** hard pnu,
!IOc
450
2*3,638 “ embank’t.
12c
28110 50
16,788 •* excess cm.
He
1343 01
650 per. br. masonry
81
26(H)
80 “ culv. “
$3
240
80 feet bridging
820
lotto
80,711
(id
Section No. 4.-—
5,936 c. yds. com. ex. at.
10c
503 00
1,500 « riK-k,
8$o
5.0(H) “ bard pan,
31L*
1 .“>00
73,683 “ cmbwik’t
10c
731H 60
61,250 “ ex’s. nub.
Be
4-.MKI
2,3(M) por. Hr. masonry
8 4
0200
200 icet bridging
820
4000
328,702
2t
4,134 c» yds. com. exc.
ll,. r >UG “ eiulnuk't.
37,3!hJ “ exe’s curb.
100 pcrc. culv. work
Section No. (i.—
30,070 c. yds. com. exc.
5,000 “ hard pan
34,‘J8‘J embankment,
U0,30’d fcxcosn omli.
300 iior. culv. work
Section No. 7..(Ttmiiel Section.)—
10,847 c. yds. com. exc. at 1 Ic 1737 17
>;0,9\!0 50
T".3,130 83
300
“ rock
O.OOl)
“ hard pan
27,373
“ emhiuk’t
4,020
“ exe’s emb,
250
per. arch work,
200
“ culvert “
Do
175
30c 1800
1-Jc 3384 70
8c 370 03
84 iOOfl
83 000
Section No. 0.—
8,343 c. yds. com. exc. at 10c 831 30
4,000 “ Imrd pan
10,037 “ r mbiuik’t
3083 “ exo’s club.
4&0 per. culv. work
-80,337 01
Section No. 10.—
33c 1000
10c 1003 70
8c 394 80
83 1330
a- -—85,094 70
5,000 “ Imrd pan
17,780 “ embank’t
3llo
11c
1084 “ exe’s exen.
7c
200 por, arch work
84
250 “ culv. "
83
75 ft. protection wait
$2
Section No. 11.—
5,137 e. vds. coin. exc.
rt Klc
300 “ rock
08c
1,000 “ hard pan
3 tc
12,315 “ emhauk’t
11c
6,878- “ exe's emb.
8c
180 per. culv. work,
83
Section No. 12.—
1,154c. vds. com. cxc. at 13o
0,782 “ embnnk’t
13c
8 028 “ exe’s emb.
. 9c
1.200 por. br. masonry
84
209 Icet bridging
$20
Section No. 13.—
:i 835 c. vds. cum. exc.
it 13c
l'.),532 “ ombnnlFt
13c
14 697 “ exe’s emb.
0c
1,500 per. br. masonry
81
40 “ culvert “
$3
240 feet bridging
820
Section No. 1 1.—
.">,301 e. \ds. com. cxe.
at 12c
5,500 “ rock
85c
2,000 “ Imrd pan
30c
10,385 “ emhiiiik’t
1 lc
6,494 “ exe’s emb.
6c
1,700 per. br. masonry
81
40 •• culv. “
$3
320 feet bridging
820
Section No. 15.—
D.317 c. yds. com. exen.
at Klc
500 “ rock
90c
6.228 “ embunkment
lie
3,580 “ exe's exenv.
8o
89 per. culv. work
83
70
73 88
800
304
340
550 34
540
131) 03
1371 00
77(1 52
•IHII)
4!is 55
4333 10
-87,302 09
000
2132
-815,370 11
nated in tho estimates as the Direct and Detm-r rou'es.
The topographical features of this country wi .3dei.crib-
cd iu my report upon tho surveys of lo33. Of the two
routes thus located it will appear that the detour is
cheaper by an amount which may well counterbalance
the consideration of its increased length, and that it is
preferable also, on account of tho superior facilities of
approach to the river, and connection with tho stieois of
tho town, which it afiords. The lines diverge at Sta
tion 509,08. Tho division into sections is identical for
Ihe two routes to tho end of the 8ih sec-! ; tJ,,, ( . s |j.
mates of cost of the Detour route cone..piinlly
mcuces w ilh Stat on 9.
Respectfully subnrllcd.
[Signed] JAW.S. WILLIAMS,
It s. Eng'r \V. & A. I
DIRECT ROUTE.
.Sr.-ion 1.
4! 19 cub. yds. com. excavation nt
13941 “ embankiirut
9792 “ exf-ds umh mk’t
58 porches cuivirl masonry
Sec, ion 2.
5979 cub. yds. com. excavation at
1590 “ hard pan
1090 “ rock ‘
' ** (fmfinnkincnt
36918 “ excess
38 perches culvert mnsonry
599 “ nv)*'. arcli culverts
575 “ bridge masonry
299 feet bridging
1090 perch, support wall
29502 cub. yds. com. excavation a
20900 “ hard pan
60(10 “ r
{*0H>7 “ embankment
47617 “ cxccpm
800 perch, hr. masonry
41 “ culvert
650 “ arch culv. masonry
200 feet of bridging
com. excavation at
13c
080
53
len d pan
35c
350
rock
00c
450
f mbniiUmcut
13c
4337
71
ex •< ss
10c
2653
ill
-ii'vlrt masonry
2,23
218
2-’
20,
$8,701 09
Seciion 1.
' cub. yd.-, com. excavation at
* * embankment
*• excess
•2 It
») H>
2151 cub. vds.com.
S-cthni 5.
•xcavation at
109
15*21
13573
hard pan
embankment
excess
40 pore!i
12-00 c
1-716
5910
1 19 P i
-$19,763 91
931 70
450
2*i
210
Portion No. 16.—
0 994 e. yds. coin. cxe. nt 12c 1080 48
rock 89c woo
hard pan 35c 1400
cinbuiik’l 12c 2549 19
1.900 “
4.900 “
21.218 “
7,214 “
500 per,
He
culv. work
n3 1500
Hecticm No. 1?—
11,905 c. yd. com exc. at 10Jo
2.000 “ hard pan 80c
12,191 “ cmlmnk’t 10£c
1)91 “ exc’* exc. 7.’,c.
209 per, culv. work $3
Section No. I*«.—
6,319 c. vds. com. exc. at 94c
1.000 ‘ “ rock 83c
1.999 “ hard pan 29c
19,799 “ embank’! 9Ac
2,171 “ exc’* emb. 7:fe
150 per.culv. work $3
1155 53
900
1270 92
95 32
990
-$7,993 Til
$3,691 79
1025 05
191 73
450
ct inn V-
53,389 80
c.at 10c
10,000 ' “
hard pan
3(),j
3000
5,000 “
rock
00o
4500
31,356 “
embank’t
10c
3135 (10
8,401 "
exet hs
8c
676 88
900 per. arc
h work
81
2400
1(H) por. culv. “
83
300
Section No,
. 20.—
0,018 c. yds.
coat. exc. at
Klc
694 80
8,000 “
rock
00c
7290
15,000 “
h'jnl pan
30e
4500
48,607 “
einlnnk’t
12c
5332 81
27 perch, culvert masonry
5919 cub. yds. com. excavation at
1090 •* hard pan
39*‘30 “ embankment
32920 “ exc . s
300 perches br.masonry
136 “ culvert “
40 feet bridging
Sir Hon ii.
- common earth atl2Jc
'•mlnnUmcut 12Jc
• v ; 10c
c.titm 12.
x vat ion at It
• ■rf masonry
culvert
n 13.
com. excavation at 13.
nhankmiiit
1000 75
2339 50
531 90
328 50
1190
85.009 95
N- •
21529 cul.
4000
2500
14303
1027 1
lm
)in. excavation
I pan
rock
embankment
excess
2100 perch, br. masonry
59 “ culvert
260 feet uf bridging
3991 cub.
2000
3000
20141
11147
Section 8.
els. com. excuvat'
bard pan
rock
embankment
excess
1900 perch br. masonry
54 •* culvert masonry
290 feet of bridging
10352 cub.
2000
2000
33123
19071 “ exec
2190 perch, br. nr
290 feet bridgiii;!
Section 9.
Is. cum. excavation at 13c
bard pan 35c
rock 00c
embankment 13c
10c
1-c
431 !
1907
MMARY DETOUR ROUTE.
. ••.i.ms. s nne as on Direct
$112.57
Total Cast,
814,-01 IV?
18,609
1,800 per. hr, masonry
209 p( r. culvert
300 loot bridging
mb.
$20
Section No. 21.—
3,200 c. yds. com. exc. at 12c
3,000 “ hard pan 30c
14,500 “ euibank't lie
8,3(H) “ excess h^
1,600 por. brirk masonry $1
250 feet bridging ’$20
Section No.22.—
7,(MM) c. yds. com. exc. at 12c
1.500 “ rock 90c
6.500 “ hard pan 30c.
12,'4(H) “ euibank’t 12c
2,090 “ excess 7c
400 per. culvert work $3
1535 21
7200
900
60(H)
384
9(H)
1595
991
6190
5999
13,5(52
-814,943 00
H 10
1350
1950
148S
182
1290
Cost of grading and masonry
of Fifth Division, exclusive
of tunnel, .... $234,903 17
Respectfully submitted,
[Signed] A. UAMFBEI.U
Resident Eng'r.
j5T
Mariltta, J muirv 27, 1840
Col. S. 11. LONG, Chief Eng i„ ti r:
Sir—Having recently made a revison and d« fin
ite location ol the Tennessee Division of tho W. & A.
Railroad, extending from a point on tho Tcnuoseee lino,
ii *ar Blackwell’s to Ross’ Landing, 1 have the honor to
submit herewith an estimate of the cost of road forma
tion upon the different lines thus located. 1 subjoin a
few remarks explanatory of the maps and profiles of the
route.
The expermental surveys of this region, made in the
.iuinmcri t 1S58, by th»* two hr.gaues under the direc
tion of Mr Win. S. Brown and myself, demonstrated the
necessity of following the valley of Chickanutiga Creek
as fur as Keeney’s in:ii, where tins stream effects its
passage through Mission ridge. Tim line as located
lull.»w* very nearly the trace of th • exper.mental lute
of 1838. The ridgea who It traverse the country in a
direction perpendictil »r to the g» ue, .1 course of Cliicku-
uiauga ('reek, abut! upon it so abruptly as t > confine
tli*? location with.n very narrow limits at these pointy,
libtorting vor> much the tr. ee of the line.
From an exam nut.on ol tho map, it will appear that
a lino was located around the abrupt bend » t the creek
above Keeney's mill, iu order to u\o.d two crossings.
This line was f *und to bo 1700 fret longer than tin
other; objectionable o:i account of its hiving embank-
men’s an l expensive rock excavations, and imprac
ticable within our prescribed limits of curvature.
At Keeney’s mill, two lutes of approach to the Ton-
uesueeriver at 1U^' lauding present themselves, des.g-
10513 cult, y
500
300 “
31750
161 parch
45921
14721
10159
29 ;
SeeSon 19.
ii. cxouvutiou
do. do.
JO/JfjH 50
8,701 00
2.191 97
5.990 65
7 1.747 78
11.342 01
1,230 14
n.Tdt 15
ut 13* 139t) 9:i
bard pi
rock
/iiivcrt mason.rv
U)MFAR!<UN OF ROUTES.
(To mrssce Division.)
i M 12 1
12?
Direct route,
A- tttiil leiiiztli, I l in. 2000 ft.
Detour route,
Actual Iciiglh, lo m 1113 ft.
lit hi
-.*'.••11 I?
•jo. i;i in
Differ
, 4Jo2 t.
831-1
77
.V,I .'.
0301 cul
yds. com. ex uv ti u
12
* >
1 17-0
•• emVeikiiicin
1 2'.
1 - 1-
62
SRH
“ I N " **"»
9c
• J >
~ -
85 per
■ii. culvert masonry
2.25
191
2->
S--e lion 13.
51
9 199 cub
vds. cum. i .vuti*»n
at 13
- 11
w 7
95*^3
*• embankment
13
2155
J 1
10084
»• e.\« *«•■■•»
m
1008
F*
75 pea
b. culvert mtisonry
2.2 >
108
8l,i77
-i
S.,tion 14.
3008 eub.
\d corn* > xc • ti
t 13
508
91
65330
** eiubunkmcnt
13,
8102
!)()
(11422
.. l'\- *1 V
10.
6 1 12
20
27 perch, culvert masonry
2.2.1
id)
TTi
815,203
89
Seel ion 15.
1722 cub.
vds. com. excavRlion
t 12.1
o 215
25
3090
44 hard p in
35
1050
900
“ rock
199 •
003
39039
“ embankment
12.'.
1503
75
80103
44 excess
Do
2730
52
.», > per.
melt culvert imsjiv v
i.
2 -00
01
4 culvert ttr.sotiry
2 2*
201
75
8U,oio
17
S cfion 19.
12403 cub
. yd&, com- excavation
1,1 13
c 1012
;*.«»
0000
44 Inrd pan
35c
3150
34000
4 ‘ rock
00e
303110
105703
•• embankment
13c
13740
81
503,15
44 excess
It).
5030
50
120 pel
. culvt rt itia** mrv 2.25
270
4100
44 support wail
,50
6735
Direct rsuic,
K.qtinted length, 10 m. 3065 lit.
Demur route,
I’q'iulcd leiigili, 20 ni.?(i8bft.
I >il»orc uec,
-1(110 II.
The above c«»i
micfs is cuiculii
u both dircctioms
Vs •, ,1 J AS. S. WILLIAMS
1 Rrs. Eng’r.
—|:i tin.- furegeing estimate of cost of tlio
11>■;i otio" of llic Detour route, the line located
tlifoiiiili tiio town of Chattanooga, i" l’ino street,
wilh n view of til - passngo of the Tennessee river,
Ii:,< bee" nssunied. The following statement cx-
hibits lite probable cost of grading Mulb'-rrj stieet
t,, a » idtli sull’ieient for the purposes of depot l-nsi-
" s, requiring four >, pa rate tracks laid at intervals
of 7 (Vet; ot constructing two stop drains at tho
passage uiVnch cross street; of building the lie-
e -ssarv culverts or sewers for drainage umier tiio
einl-ankiiieuts ut' the road, and ol turning the chan,
nol of the ravine which drains the site ol the town,
through an arched culvert to he built parallel to the
line of the rontl.
•JODI) cub. yds.com. excavation at lit-’
Holm •• embankment 13c
PIUKN “ excess of I'lnb*!,*!. lttc
3d-J porch, culvert masonry
S30 “ arch culvert ** -I,
279 OD
1867 on
:i:ioa ho
814 50
2120
8)11,153 71)1
811,077 42
This nniount b, ing substituted in tho previous
! table for tho sum t.f*5754 15, the estimated cost
1 of the l’ine sireel line, we will have us the total pro-
babiocost of grading, masonry and bridging i" |«
I Detour route. 811)7,045 58. Tho adoption of us
line through Mulberry street, nnd a revision ol part
j of the location of tho’Detour route have redneeu ns
■ V-iigth to 10 miles 57U feet. IM .. 1S
[Higued] JAS. S. 'VILLUM*.
