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atxan
tvoiiims H—24
B\ IHllK & ROGERS.]
€oI. hong's Report.
Allatoona, November 14, 1S37.
c IR _I embrace tbe earliest opportunity to forward iny
p„ r t on llie surveys executed under my direction, with a
view to the selection of the most favorable route for a ltail-
j,i- u ! from the Chattaboocliee river to the Tennessee line.—
<‘[n order to insure a prompt conveyance for this paper, 1
have directed the beater, Mr. William Stockton, to repair
w ith all convenient despatch to the seat of Government.—
Irrcrct exceedingly that unavoidable delays have prevent-
,,,1 an earlier performance of this duty. The completion of
the surveys in the neighborhood of the Tennessee line has
hern much retarded by their complicated character.
I shall use all practicable indulgence in the preparation of
the various delineations illustrative of the surveys, and in
adjustin'' the accounts in relation thereto; and am in hopes
■rbat 1 shall be able to wait on you personally within a week
fn>ni this date, and exhibit a full and satisfactory arrange
ment of all these matters.
1 have the honor to he, sir,
Very respectfully, your most ob’t servant,
> y . II. LONG, Chief Engineer
IF. tnid A. R. It. of Georgia.
To his Excellency Geokge II. Gilmer,
Governor of Georgia, Milledgeville, Ga.
R1LLRBGE\1LLE, (Gl.) RECERRER 5, 1S3T(.
Milledgeville, November 24th, 1937.
c; jr , j |,avc the honor herewith to submit my accounts,
relative to the purchase of instruments and various other ar-
hi les of outfit, required for the Survey of the Western and
\tlantic Railroad of Georgia, in which are also included the
expenses of the requisite preliminary examinations. The
-incrreorute amount of expenditures thus incurred is 84,702
1 ’ C overin" till expenses of this nature incurred ptior to the
20lh instant.
The accounts also embrace all expenditures on account
ofiiistrumental surveys, that have been incurred prior to the
clo-e ol’the 2.1 quarter of the current year, ending Septem
ber 30tli, JS37. Tbe amount thus expended, >s $J2,S72 81.
The aegresate amount of fund drawn from tlie State, on
account of the Railroad, is 822,2-54 89, of which a balance
of 84,059 57 unaccounted lbr, remains for defraying tbe ex
penses of the current or last quarter of 1837.
] have die honor to be sir,
Very respectfully, your ob’t se rv’f,
S. II. LONG, Chief Engineer.
His Excellency, George R. Gilmer,
Governor of Georgia. Milledgeville, Ga.
REPORT
On a R( connoiasanee. and Surrey <f ihc 11 estern and Atlantic
llad Hoad of the State oj Georgia.
Allatoona, November 7, 1837.
$Siu Mv Report of the first of July last, exhibits the progress
made in the rcconnoissance and stfrvey of the Western and At-
1; itic Rail Road of Geoigia, during the second quarter of the cur
rent year, f have now the honor to submit a Report, explana-
t(,ry of our subsequent operations in furtherance of this service,
nut only to (he close of the third quarter of the same year, hut
to the present date, at which our surveys wete sufficiently ad
vanced to enable me to decide with confidence on the route
must favorable fora rail road, extending fromthe Chattahoochee
river to the boundary line between the States of Georgia and
Tennessee.
The difficult and arduous task of discovering and choosing the
most favorable route for a rail road, leading from a point in the
Tennessee fine, “at or near Rossville,’’ to some point on the
Chattahoochee between Winn’s Ferry and Campbellton, separ-
a'd from each oilier by a distance of seventy miles, has, by law,
devolved u: on me, as Chief Engineer of the Western and At
lantic Rail Road of the estate of Georgia. Deeply impressed
with the high responsibilities thus imposed, I embarked as early
as practicable, in a careful and thorough examination of the
country, with a view to the elfectual discharge ot the duties of
my appointment.
With respect to (he particular points at which the Chattahoo
chee river and the Tennessee Line were to be in erscctcd by the
contemplated road, it is obvious from the language of the
law on this subject, that the point of crossing the Chattahoochee
should be selected with a view to the extension of Branch rail
roads, leading thence in the most favorable directions towards
Augusta, Milledgeville, Macon, and Columbus; that the
print of crossing the Tennessee line, should be selected with a
view to the extension of tiie main rail road on the most favora
ble ground, and by the shot test practicable route to the margin of
the Tennessee river; also,that both points should he selected with
the view to the. passage of the rail road through the entire distance
between them, on ground most favorable for its construction, and
for the ailop 1 'ion of gradations and curvetures, as favorable as
the nature and aspect of the intervening country would admit,
for tbe easy and speedy conveyance of transports on the road.
The construction given to the law. which provides, that the
point first mentioned should be “at or near Rossville” is that the
road should cross the line of Tennessee, as near to that place.as a
due regard to economy of road formation and facility of transpor
tation thereon would permit; and with a view, also, of striking the
Tenm ssee'river, as low down as would be advisable, practicable
and in accordance with the considerations just before suggested.
Accordingly, the limits on the Tennessee line, which the na-
ture ami aspect of the country, not only in the vicinity of that
line, but between it and the Chattahoochee seemed obviously to
prescribe as boundaries, within which the route must pass, weie
Rossville and McNair’s Landing, which are distant from each
other 29 1-2 miles as measured on the Tennessee line.
Preliminary to any exposition of our views, in reference to the
individual characters of the numerous routes to wliiqhour atten
tion lias been directed, it will he proper to give a brief outline of
the condition and aspect of the country traversed bythe routes
'toiler consideration.
The country alluded to, constitutes a very respectable portion
ol the region at present occupied by die Cherokee Indians, and
generally designated as the Cherokee country.. It embraces
•bat part of Georgia, situated between the Chattahoochee river
and tin- State of Tennessee. Its extent on the Chattahoochee,
from Winn’s Ferry to Campbellton, is about 70 miles, and on the
1 -‘nne?s(“g line, about half that distance from Rossville, east
wards; while its length, from north to South, is about one hun-
tad miles. Within this district are comprised the counties of
talker, Murray, Floyd, Cass, Cherokee, Forsyth, Paulding,
Cobh, and a part of Campbell, all of which, except Paulding
intervals, and seldom preserving any degree of uniformity, either
in heighth, depth, or direction, for any considerable distance.
Such is peculiaily the case with all those parts of the district
which have been examined with a view to the location of the
contemplated rail road.
With respect to the general elevation of the ridge dividing be
tween the waters of the Chattahoochee and Etowah, which be
comes coincident with the main spur of the- Blue Ridge, near the
Ktnnesaw, Pine, and other mountains, at the sources of Alla
toona, Pumpkin A ine, Raccoon, and Charley, and Sweet-water
Creeks: This elevation, when compared with the water table of
the country, as indicated by those two rivers, evidently decreases
as we proceed north-eastwardly from the sources of Talla
poosa river, Sweet-water, and Charley Creeks, towards thecen-
tre of Forsyth county. Such was obviously the fact on a care
ful reconnoissance, and was demonstrably so, as evinced by sub
sequent surveys. It was, moreover, apparent, that the surface
ol the country on both sides of the summit of the ridge above-
mentioned, was far more broken, and more deeply indented by
crooked and rugged ravines, at and near the localities first indi
cated, than in situations farther to the north-east. So much
more favorable did the country, in the direction last mentioned,
appear for the passage of a rail road from the Chattahoochee to
the Etowah, that were this only to be the extent, and these the
termini of the road, its locality must undoubtedly be chosen with
in the limits of Forsyth and the upper half of Cherokee county;
the distance being less, the surface more even, and the grounds less
elevated above the surface of the principal streams, in this part of
the country. But'he practicability ofextendingany routein a north
we.stwardly direction from any point on the Etowah river, above
the Allatoona Hills, without incurring gradations too abrupt lor
convenient ascent is effectually barred by the main south-west
spur, or extension of the Blue Ridge, which presents a formida
ble barrier, with hut a single water gap leading across it, which
occurs at the place where the Etowah river crosses this exten
sive mountain ridge. A similar occurrence is not to he found
at any other point of the Blue Ridge or main Backbone of the
Alleghany mountains, from the passage of the Susquehannah
through the same ridge, in the interior of Pennsylvania, to that
of ihe Coosa at Wetumkee, where the Blue ridge seems to ter
minate.*
In the vicinity of the Allatoona hills, which constitute a poi-
tion of the Blue liidge, much divided and broken by deep ra
vine- and water courses, as before remarked, is to be (bund the
only pass leading across this mountain range, and its attendant
hills and ridges, in a direction suitable for the Western and At
lantic Rail Road, and practicable for a rail road with easy' gra
dations and curvatures.
In 1336, a line of levels was run by General Brisbane, across
the main spur of the Blue Ridge at the lowest depression any
where to be found between tbe sources of Long rwamp ami
Talking Rock Creeks, from which it may be inferred, that the
lowest summit in this vicinity is elevated more than a thousand
feet above the Etowah, and that this summit cannot be crossed
with gradations less than one hundred feet per mile, for at least
three miles on the north-west and one hundred and twenty-feet,
for mote than two miles, on the south-east side of the ridge.
Attempts were made, during the summer, by Mr. Stockton to
run a line of levels in a direction to cross the same ridge, on a
route leading towards the head of Pine Log Creek, passing in
the vicinity of a road called Warlord’s Trace. A route in this
direction however was found impracticable on account of the ab
ruptness of the ascentto the summit of the ridge, and of numer
ous other difficulties, which induced an abandonment of the sur
vey in that direction.
Tbe Chattahoochee river has a width of about one hundred
yard«, and an aggregate descent of 170 feet between Pitman’s
and Montgomery’s Ferries, which embraces a distance of about
28 miles.
The Etowah is of nearly the same width, and has a much
more rapid descent, especially in its passage through the range
of the Blue Ridge.
The general elevation of the country' situated Ik tween these
two rivers, and within Forsyth county, does not exceed 150 feet
when compared with the water tables as indicated by these two
rivers. As we proceed thence in a direction towards the south
west, the elevation gradually increases, till we arrive at the
sources of the Sweet-water and Charley Creeks, and of various
stream-! tributary to Tallapoosa River, where we have an eleva
tion of five or six hundred feet. The difference of elevation is
obviously occasioned both by a declivity of the water tables in
tbe direction of the river currents, and by an increasing altitude
of tbe general upland surface, in the same direction.
The country drained by the Sweet-water, Nickojack, Uhar’ey,
Raccoon and Pumpkin Yinecreeks, presents a very broken aspect,
especially on the slopes leading downward from their sources to
their mouths. These streams, and theii numerous tributaries,
generally How through deep, narrow, and very crooked ravines,
bounded by abrupt and, in many places, precipitous banks. Ex
aminations were made in vain tor the detection of passes, through
which a rail road might be constructed, on favorable ground,
through this part of the country-, or downward from the summit
to the westerly base of the Blue Ridge.
The only routes deemed worthy of an instrumental survey
between the Chattahoochee and Etowah rivers, and susceptible
of an extension, under favorable circumstances, beyond the river
last mentioned, were the routes specially designated for survey ,
in my report of the 1st July, before cited.
Having crossed the range of the Blue Ridge and its numerous
hills, we enter upon a region ofvery different character and as
pect. Instead of geological formations of a primitive character,
the older Sandstone, Limestone and Chert arc here to be met
with. Instead of hills, knobs and ravines, of multifarious shapes
and dimensions, we here find broad and smooth valleys separated
from each other by ridges of greater or less elevation, stretching
for many miles in directions nearly uniform and parallel. The
general direction of the valleys, as well as that of the ridges is
about N. 20 deg. E. or S. 20 deg. V/.
■Hipl
and Campbell, have their county seats within the district. Its
population is, as yet, very sparse, compared with the amount
•bat nilit find most ample and comfortable subsistnnee therein;
a very inconsiderable proportion of its surface is yet cleared and
under cultivation; its aspect, north of the Etowah, is beautifully
variegaled with parallel ridges, hills and valleys, for the most part
clad in a luxuriant giowth of timber of various kinds; its valleys
are generally broad, and possessed of a prolific soil, well adapted
,0 the culture of corn, wheat, rye, cotton, &c. while the soil of
the hills and ridges is, for the most part, thin, gravelly and sandy,
a»d though coveted with forests, appears too meagre and barren
j or cultivation. The streams are generally sluggish, yet the val-
kvs through which they flow, seldom present any considerable
tmetsof marshy or swampy land, and no |>ools of stagnant wa-
* e b except, here and there, what is termed a Limestone sink.
1 he district under consideration, is traversed by the main spur
0 prolongation of the Blue Ilidge, which may be regarded not
° r, y as a geographical, but as a geological boundary, separating
between two different portions of the district, ol very unequal
und very dissimilar in aspect and character.
The forest trees of the entire district consist principally of the
rellow Pine, Post Oak,White Oak, Chestnut Oak, Poplar, Chest
nut, Hickory, Black Walnut, &e. the prevailing growth being
Tost am] oilier White Oaks. Timber, suitable for the construc
tion of rail roads and bridges, may be found in the greatest abun-
oance and convenience in almost every part of the district.
That portion of the district, situated between the Chattahoo
chee river and the Blue Ridge, constitutes a part of the Gold
strict of Georgia, and contains several of the most productive
o d mines of the State. The mines nearScudder’s, Allatoona,
•‘n; Burnt Hickory are of this character.
Lie gold mine district of Geoigia, which is. bounded on the
ttarth-west by the Blue Ridge, generally presents a very uneven
^Pect, its hin s and valleys alternating with each other at short
l deg.
The ridges of the Alleghany Mountains, as they lie extended
through tiie States of,Pennsylvania, Maryland, Virginia, North
and South Carolina and Tennessee, have their general courses
about S. CL) deg. W.; but on arriving within the limits of Geor
gia, we find their altitudes considerably diminished, and their di
rections changed to that already designated, viz: ,S. 20 deg. W.
Thus deflected their parallelism continues, while their magni
tudes are greatly diminished.
Among the ridges of this deranged mountain system, Look
out Mountain, is the hugest and most conspicuous! j liis moun
tain appears to be what is denominated an outlier, disrupted
from Waldron’s Ridge by the formation of a deep chasm for the
passage of the Tennessee river between them. It is hounded
outlie West by Wills’valley which separates it from Raccoon
or Sand Mountain, and on the East by Chattooga valley, which
separate it from Taylor’s Ridge. It extends Southerly from
the margin of the Tennessee, about 70 miles to Coosa river, di
viding itself into three parallel iobes or spars in that direction;
across this ridge, there are no passes at all advisable, or even
practicable for a rail road.
Between this mountain and Taylor’s Ridge, is situated the
beautiful glade called the Chattooga Valley, which affords an un
interrupted communication from the valley of Tennessee to that
of the Coosa within the limits of Alabama. This valley is
drained Southerly by Chattooga River, and to the North by
Wist Chickamauga, Peavir.e and East Chickamauga creeks,
all tributary to main Chickamauga: and by Chattanuga creek,
which enters the Tennessee a little below Ross, landing. Be
tween the creek last mentioned and West Chickamauga, is a
rid ,r e or spur incorporated with Lookout mountain,'and having
an elevation of 200 feet and upward, which bars any favorable
passage for a rail road leading from Clnttooga valley into that
of Chattanuga Creek, in which Rossville is situated. Other
ridges of about the same elevation occur between West Clnck-
ainauga and Peavine, and between the latter and East Chicka-
amauga, which oppose very serious if not impassable obstacles
to the passage of a rail road, transversely of the valley, and pre
vent any favorable approach to Rossville in this direction. .
The ridge next in order Eastward, is Taylor’s Ridge, winch
has its Southern extremity in Alabama, near the mouth of Chat
tooga river, and extends Northwardly within a few miles of the
Tennessee line, where it assumes the name of W bite Oak
Mountain, and continues under that appellation to the margin
of Tennessee river, which it reaches at a point a little below the
town of Dallas. This ridge has an altitude varying from three
Ricico
range. TbaewoiWi
of the rilge situated
esignationsare fairly synonymous in their application to that portion
, W. tutnpitee.in Alabama and Christtansburg, ... V.rgt-
nia nrelevibmity of the place last mentioned, tiie Blue Unge becomes merely a spur
ol^ilm Alleel'any'rnountains; and the main Backbone Mountain take, the disi.net.ve
Ridge or Mouawin, and retain, ifets name quite to the
Susquehanna)], in Pennsyl'ania.
to five hundred feet. It is broken to its base by a water gap
through which the Chickamauga has its course, and which is de
nominated Taylor’s Gap, five and a half miles South of the
Tennessee line, and by another similar chasm, called Huiricanc
Gap, about two miles North of tbe same line, and of course
within the State of Tennessee. The former of these passes
has been found practicable lor a rail road, and it is believed that
the latter will prove so, in the event of a survey through it
On the East side ot Taylor’s ridge, is another extensive glade,
thenortbeily portions of which are drained by the main head
branches of the Chickamauga, and the southerly portions, by
several streams tributary to the Artnuchee. The portions first
mentioned, are known by the name of the Dogwood Flats or
Valley, and those last mentioned, constitute the valley of the
Artnuchee.
The Armuchce Valley is peculiarly situated with respect to
the branches of the stream from which it derives its name. Near
the head of the easterly branch it is coincident with the valley
of this stream, but as we proceed southerly, we cross in succes
sion three other valleys in a very oblique direction, all of which
are drained by an equal number of considerable branches or
creeks beading within the limits of Taylor’s Ridge. Below the
points of intersection made by the Armucehee valley and the
several branches above-mentioned, all of these branches flow
through deep, narrow, winding ravines, and are all separated
Irom each other by intervening ridges, one to three hundred
feet high. At the mouth of Kinney’s Creek, the lowermost cf
the branches above mentioned, the Artnuchee valley becomes
coincident with that of ihe main stream, and continues so quite
to the entrance of the latter into the Oostanauley river. The
Armuchee valley is undoubtedly practicable for a rail toad, but
the inequalities of surface with which it abounds and the abrupt
ness of the slopes, which are in places unavoidable, would be
likely to render its construction very expensive and its gradua
tions and curvatures abrupt aid dillicult.
The Dogwood valley presents a more uniform and even as
pect, and may be readily traversed by a rail road through its
whole extent, from the head of Armuchee valley, not only to
the Tennessee line, but to a rerv considerable distance within
the limits of Tennessee.
On the east side of Dogwood valley, is a ridge one. or two
hundred feet high, and ten ot twelve miles long, called the Lit
tle Bine Ridge, which separates the waters that flow into the
Tennessee, through the Chiccamauga, front those that flow in
to the Gulf of Mexico, through llicks’ Mill Creek, Connasauga,
Oostanauley, Coosa and Alabama rivers. This ridge is insu
lated with respect to other bgh grounds or ridges in its vicinity,
being surrounded on all sidis, by valleys or low depressions.
This insulated ridge is situated within the valley tract included
between Taylor’s Ilidge on the west, and Chetoogeta ridge or
mountain on the cast.
The next formidable impedment in the way of a rail road,
leading towards Rossville, is tie Chetoogeta ridge or mountain,
which has its general direction parallel to that of Taylor’s ridge,
and extends from the Oostanauley, near the mouth of John’s
creek, northwardly to the Tennessee river, at a point a little
below tiie mouth of the Hivassee river. This ridge is of a
magnitude somewhat less that that of Taylor’s ridge, and has
but a single water gap, within the State of Georgia. The Gap
just alluded to, is niL-e by Hicks’Mil! Creek, which has cleft
the ridge to its base, and prepared the way for an easy passage
across the ridge. A route through this pass may be readily
prolonged in a northerly direction, by ascending in the valley of
the creek and one of its northerly branches, and may be con
tinued thence downward in a valley leading towards the north
branch of the Chickamauga. It may be continued theuce
downward in the valley of this stream, and thus pass entirely
round the northerly extremity of the Little Blue Ridge. The
passage of this ; idge in the manner just indicated, may be effect
ed in a manner much more favorable, than at the southerly ex
tremity of the same ridge.
In reference to the valley between the Little Blue Ridge and
Chetoogeta Ridge, it should bo remarked that it is very narrow
in comparrison with other valleys in this part of the country,
being much restricted in width by the near approach of these
two ridges: also, that it is drained by Hicks’ Mill Creek, which
beads near thesouthern extremity of Little blue Ridge, and
runs northerly to the Chetoogeta gap, and by a small tributary
of North Chickamauga, which runs in the same direc*! m.
In our progress eastward, a valley ol' much greater extent
both in width and length, next occurs, through which the Coo-
yehalley creek and Connasauga river have their courses from
the Tennessee line to their confluence with each other and with
the Oostanauley river. This valley is very much diversified by
small parallel ridges from 50 to 100 feet high, stretching for ma
ny miles in directions parallel to those ot the principal ridges cf j
this part of the country. The most considerable of those inferi
or ridges occur between the Cooyehulley and the Connasauga,
and between the former and a valley tract at or near the base
of the Chetoogeta mountain. The valleys and depressions be
tween these low ridges do not always conform in their directions
to those of the principle streams, but are often to be met with
more or les3 remote from the mountain streams, siiil preserving
their general parallelism with the principal ridges. In places,
these low ridges arc of frequent occurrence, the valleys between
them being much restricted by their near approach to each oth
er. Hence the discovery of favorable routes leading in appro
priate directions through this extensive valley and ridgy district,
was rendered very dillicult, and required much patient investi
gation, in the way not only of careiul reconnoisance, but of in
strumental surveys.
Eastward of the valley country last treated of, the hills and
ridges assume a more mountainous character, and may be re
garded as outliers of the Blue Ridge, rising to various altitudes
from five to fifteen hundred feet. Among them is a conspicu
ous knob, called Cohutta Mountain, situated between the Con-
nasauga and Coosawattee rivers, and rising nearly to the great
est height above mentioned. As we approach the Blue Ridge,
the passes between the hills and ridges become more abrupt and
difficult, the valleys being uniform in their courses and less co
incident with the appropriate direction of the contemplated
road.
The country between the Oostanauley and Blue Ridge, in
cluding that part of the basin of the Etowah below its passage
through that mountain, presents an aspect much iess regular in
its features than that to which our attention has been directed
in the preceding paragraphs. The only valleys north of the
Etowah, in any tolerable degree coincident with the desired
course of the rail road, arc the valley of the Talking Rock,*Sai-
licoee, Pine Log and Oothcaloga creeks.
A route through the first mentioned of these valleys was found
objectionable, as already stated in a former part of this paper.
Any route leading through the valleys of Saliicoce, or Pine Log
creeks, should he entered only from the South by the passage
of the Blue Ridge, along the track called Warlord’s Trace,
the obstructions to which have also been noticed. The
valley last mentioned, viz: the Oothcaloga valley, in con
nexion with the valley of Connussecn’s creek, and thence by
favorable passes lea. ling across Two Run and Petit’s creeks to
ihe Etowah, re ar Ihe point at which this river issues from the
Allatoona hills, seems to present the only favorable localities for
the contemplated road. Any deviations from the track here in
dicated, with a view to cntei either of the other valleys above
mentioned, would be effectually barred by hills and ridges that
intervene between the valleys of the several streams that have
just been enumerated; nor would any deviation of the kind be
at all desirable, on account of its carrying us much too far from
our appropriate course.
The valley of the Etowah is very narrow, and exceedingly
crooked, conforming in this respect to the course of the river,
which is rendered very serpentine, being alternately, and at
short and irregular intervals deflected to the right and left by
protruding hills and ridges. Examinations were carefully made
to discover a continuous valley route crossing the Etowah at
some point below Hughs’ Ferry, but our efforts in this were
rendered fruitless by reason of numerous impediments that were
deemed impassable.
For an account of the several routes through this portion of
the district, that were deemed worthy of an instrumental survey,
after the examinations were completed, I beg leave to refer to
my report of the 1st of July last, as before cited.
A sketch of the country embracing the routes that have been
examined, and showing the positions of the several experimen
tal lines that have been surveyed, exhibiting also the various
features that have been noticed in the foregoing remarks, will
be prepared as soon as practicable, and presented as an accom-
paniament of this paper.
With regard to any prolongation of the rail road from the
Tennessee line to the Tennessee river, nothing can be definitely
stated, till examinations and surveys shall have been made from
at least three points in the line, by different routes, to tbe mar
gin of the river, for the purpose of ascertaining the most foror
able position for a portion of the contemplated road, unavoida
bly included within the State of Tennessee. The points allud
ed to are at or near the followinglots, all of which are contiguous
to the Tennessee line, viz: Lot No. 6, of district 28, eight miles
east of Rossville; Lot No. 9, of district 11, eighteen miles east
of Rossville;. and Lot No. 12, of District 11, twenty miles east
of Rossville. All of these points are accessible to routes lead
ing from the valley of Connasauga river, under circumstances
more or less favorable. Comparatively, the route leading to
the point twenty miles east of Rossville, which is in the vicinity
of Red Clay Council Ground, and at which the Hiwasse Rati
Road may most conveniently unite with it, is much the shortest,
most direct, and most easy of construction and transportation,
to the State line: the route leading to the point eighteen miles
east of the same place, is four and a quarter miles longer, and
leads over a surface less favorable for construction and trans
portation. This route passes through Chetoogeta Gap, and
strikes the Tennessee line on the west side of Chetoogeta Ridge,
while that just before considered passes on the east side of the
same ridge.
The route which strikes the line at the distance of only eight
miles from Rossville, is much the longest of the three. This
route branches from that last described, in the vallley of Narth
Chickamauga; pursues this valley downward through Taylor’s
Gap, and terminates near the main Chickamauga, at the point
first indicated. In respect to the relative merits of these routes
no opinion can be given till surveys shall have been made be
tween the Tennessee line and river, for the purpose of ascer-
tainingthe relative facilities of prolonging the route by each of
them, to the margin of Tennessee river. Accordingly while I
feel the utmost confidence in deciding that eilherof these routes
is practicable for a rail road, under favorable circumstances
quite to the Tennessee fine, I at the same time deem it prudent
to withhold a decision as to the particular point of crossing the
line till further developements shall have been made by survey-
hereafter to be authorized and executed within the State of Ten
nessee. The propriety of adopting measures for the speedy ac
compli-hment of this purpose under the joint authority of the
Legislatures of Georgia and Tennessee, is respectfully sugges
ted.
From the point in the valley of the Connasauga, already in
dicated as common to the three routes above considered, the
most favorable route for the contemplated rail road passes
downward in the same valley about twenty miles; then traver
ses a ridge separating this valley from that of the Oostanauley, a
favorable pass for a distance of about two miles being presented
at this place—crosses the Oostanauley river—proceeds on fa
vorable ground about seven miles to the valley of Oothcaloga
creek; enters this valley and ascends in it about twenty-four
miles, to a low summit situated between the head of Price’s Run
and Conasseen’s creek, to which we give the name of Connas
secn’s summit. From this summit the route descends about
four and a half miles in the valley of Connassecn’s creek, where
it deflects from the valley, and proceeds eastwardly about three
and a half miles to Col. Hargtove’s mill, on Two Run creek,
haring passed in the distance last mentioned, a very formidable
ridge, which is here cleft to its base by Two Run creek. It
may here be remarked that this gap is the only pass crossing
this ridge and practicable lor a rail road,' from a point near New
Echota to the Etowah river. From this pass which wc denom
inated the Two Run Gap, the route proceeds on very favorable
gtottnd abouteleveu miles and reaches the Etowah river, near
Hughs’ now May’s ferry, where it crosses the Etowah.
The preliminary surveys on this part of the route were con
ducted by Mr. YVhitwelJ, whose report and drawings in refer
ence thereto, are submitted as accompaniments of this paper.
[See document marked A.]
From these it appeal's, that the distance from the Etowah to
the Tennessee line, by the route leading to Red Clay, is 60 miles
and 4640 feet; that the distance from the same, bythe route to
the line immediately west of Chetoogeta ridge, is 74 miles and
90 feet; and by the route nearest to Rossville, 81 miles 4810
feet.
From Mr. Whitwell’s report it also appears that the total
amount of excavation and embankment on the route first desig
nated, viz: the route to Red Clay is 2,715,502 cubic yards, and
that the aggregate cost of road formation including bridges, cul
verts, &c. also railing with a single track is $1,055,661 50, or
$15,109 90 per mile.
In addition to the route above designated and its three branch
es leading to the Tennesse line, numerous other routes were
surveyed by Mr. Whitwell’s brigade; for the purpose of detect
ing with the utmost certainty and precision the most favorable
localities for the contemplated road. The aggregate extent of
all the lines surveyed for this purpose amounts to 220 miles.
The special examination and survey of the very complicated
and multiform region situated between the Chattahoochee and
Etowah, were confided to Gen. Brisbane and Mr. Stockton;
the former having the direction of Brigade No. I, and the latter
of Brigade No. 3.
The investigations required in order to develope the facilities
for a rail road, through this very Intricate district, were exceed
ingly arduous and perplexing, and demanded the utmost care
and patience in their prosecution. The results obtained from
the surveys executed under the direction of these two gentle
men, are exhibited in their reports, which are also appended to
this paper and to which reference is respectfully made. [See
documents marked B. and C.]
The preliminary examinations showed conclusively, that the
only practicable routes for the contemplated road, between the
Chattahoochee and Etowah rivers, were a route leading from a
point on the former, at or near Pittman’s Ferry, to a jroint on
the latter, between May’s and Seal’s ferries, and another route
leading from the Chattahoochee near Montgomery’s ferry, to the
point on the Etowah, just before designated. To show more
satisfactorily that these were the only practicable routes, numer
ous trial lines were run, as represented in tbe reports ol Messrs.
Brisbane and Stockton, before referred to.
In order to determine the relative merits of these two routes,
an approximate location was effected on both, and an estimate
of the probable cost of constructing a rail road on each, was
made. A comparrison of the two routes, was also instituted,
on the principle of equated distances.
Thus compared and tested, the route leading from Montgom
ery’s ferry, proved the more economical and tavorable, in all
respects, and has been fixed upon as the adopted route.
Independently of the intrinsic merits of this toute as develop
ed by the method of comparrison, its more favorable connex
ion with the contemplated branches heretofore alluded to as
southerly prolongations of the road, gives it a decided prefer
ence over the other route.
The distance from Pittman’s Ferry to the Etowah, on the
route surveyed by Mr. Stockton’s Brigade, is S8 miles 2,230
feet. The estimated probable cost of road formation on this
route, is $1,246,230 65, or $32,435 30 per mile.
The distance from Montgomery’s Ferry to the Etowah, is 38
miles 760 feet. The estimated probable cost of road formation
on this route, is $528,8«7 50, or $13,865 56 per mile.
The aggregate extent of trial lines, run by Brigade No. 3, for
the purpose of determining the most favorable localities for the
route first mentioned, was 114 miles, to which may be added the
distances run bv the same Brigade in locating a portion of the
road beyond the Etowah, viz: 41 miles, making the aggregate
extent of fines surveyed by Brigade No. 3,155 miles.
The aggregate extent of trial fines, run by Brigade, No. 1. for
the purpose of determining the most favorable localities for the
route from Montgomery’s Ferry, including several lines run on
the other route, is 150 miles; to which may be added 1 1-4
miles, run for the purpose of showing the character and difficulty,
of a route crossing Taylor’s t idge at Treadaway’s Gap, making
the aggregate distance run by Brigade No. 1, 151 1-4 miles.
Hence the aggregate extent of all the lines run by Brigades
No. I, No. 2, and No. 3, for the purpose of ascertaining the most
favorable route for the contemplated rail road from the Chatta
hoochee river to the Tennessee line, is 526 miles, all of which
have been surveyed and levelled since the 4th day of July last.
For any details that may be desired, in reference to the expe
rimental lines, and partsof routes that have been surveyed by the
several Brigades, I take leave to refer to the Documents A., B.
and C. hereto appended, and to the drawings in plan and profile
herewith submitted.
The conditions prescribed as governing principles for the sur
vey, "location and construction of the road, were such as were
suggested by a cffreful reconnoissance of the country, and the
obvious importance of the eaterprize, and were briefly as fol
lows: viz: that the gradations along the line of the road should
not exceed 30 feet per mile, that its curvatures should be
limited to a radius of one thousand feet; that the road surface
should have a width of 25 feet; that the slopes of its embank
ments, should be about 30 degrees, or 1 1-2 base to 1 perpen
dicular; that the slopes in excavations in earth should be 45 de
grees, and in stone, nearly perpendicular.
These conditions have been rigidly adhered to in the prosecu
tion ol all our experimental survey s, and in all the computations
in reference to the same, especially in so far as relates to the
route deemed most favorable, which admits of their application,
not only on the entire distance from the Chattahoochee to the
point in the valley of the Connassauga, heretofore designated as
[be point of divergence, for the three routes leading thence to the
Tennessee line, but upon each of the branch routes just ad
verted to; and which is believed to be the only route any where
to be found within the limits of Georgia, between that river and
the line, practicable on terms so decidedly favorable.
The differences in favor of this route, when compared with
numerous other routes and portions of routes deemed worthy
of an instrumental survey, may be inferred from the reports of
Messrs. Brisbane, Stockton aniLAYliitwell, before cited. AH
that need be advanced in this place, by way of a comparison of
the routes is, that their differences were too obvious and striking
to leave a doubt is to the preference of the route under consider
ation, to all others that could be found; and that it has accord
ingly been selected as a route answering all the requisitions
prescribed by tbe law in reference thereto, except in so far as re
lates to its prolongation from the point in the valley of the Con
nasauga, designated in the preceding paragraph, to the Tennes
see fine, in reference to which a decision must unavoidably be
postponed till the requisite surveys shall have been made within
the State of Tennessee.
RECAPITULATION
7xV REFERENCE TO THE ROUTE SELECTED,
The position, extent, and estimated cost of the contemplated
road, are briefly as follows:
Commencing on the Chattahoochee near Montgomery’s.Fer
ry, the road crosses the Chattahoochee, and ascends fo Marietta,
the seat of justice for Cobb county. It there crosses the Kenne-
saw summit, on the north side of the mountain of the same name,
and descends towards the Etowah, passing through the village of
Allatoona. This portion of the road, as shown by the estimate
contained in General Brisbane^ report, will prove far more ex
pensive than any equal portion of the residue. The estimate re
ferred to, is remarkably low, when compared with the cost ot si
milar works in other parts of the United States, many of which
have cost more than twice as much for an equal distance. No
doubts are entertained, however, ofits adequacy to the purpose,
provided the cutting through the hills should be free from expen
sive excavations in rock.
Having crossed the Etowah, near May’s Ferry, the route pas
ses through Two Run Gap, enters the valley of Connasseen’s
Creek, and ascends in this valley to a summit of the same name.
From this summit it descends in the valley of a branch ol
Oothcaloga Creek, and in that of the Creek itself, to Hardin’s
Mill, and thence through a valley leading to May’s Ferry on the
Oostanauley. It here crosses this river and pursues a northerly
course through a favorable depression, to the valley of the Con
nasauga, in which it ascends to the point heretofore designated,
the distance front the Etowah to this point being 54 miles 1,57O
feet, and from the Chattahoochee to the same point, 92 miles
2,330 feet.
The route may be continued thence, by either of the branches
heretofore designated, to the Tennessee line.
The distance on the entire route, from the Chattahoochee
river to the Tennessee fine, near the Red Clay Council Ground,
or by the Eastern route, is 108 miles 120 feet.
The distance as above, from the Chattahoochee fo the Ten-*
nessee line by the middle route, is 112 miles 850 feet.
The distance from the same river to the Tennessee line, by
the Western route, 120 miles 290 feet.
The practicability of extending the railroad from the Tcnnes-'
see line to the Tennessee river, by the route last mentioned, is
by no means problematical, having been already tested by an in
strumental survey, executed under the direction of Mr. Whit well.
The cost of a rail road, graded for two tracks, and furnished
with one track only, has been computed only for the shortest of
the routes above mentioned, viz: for the route extending from tbe
Chattahoochee to the Red Clay Council Ground. Agreeably
to the computation, the aggregate cost of road formation, inclu
sive of Bridges, Culverts, Sic. is $1,095,597 50-100, or $10,142
28-100 per mile; and the aggregate cost of the rail road com
plete, with a single track, is $1,851,756 59-100, or $17,142
28-100 per mile. To this cost should be added 15 per cent, to
cover contingencies, engineering, superintendence, &c. which
will give for the aggregate cost $2,129,920 8-100, or $19,713
62-100 per mile; a very small expenditure, compared with the
cost of other similar works in the United State?.
Whenever the exigencies of trade and transportation shall re
quire tlte addition of a second track, which will no doubt prove
to be the case within the period of a very few years from the
first opening of the road, the cost of raffing for the adffilionaff
track may be assumed at $6,000 per mile.
In addition to the surveys that have been made with a view to
the selection of the best route, a definitive location has been ef
fected on a distance of 14 miles eastward, and 11 miles westward
of the Etowah river, making the entire distance located, and now
ready for contracts, 25 miles.
The bearings of the contemplated rail road, with respect to
the country traversed by it, independently ofits relations to the
country at large, are strikingly important.
In a distance of about 20 miles above the point where it cros
ses the Chattahoochee, this majestic liver has an aggregate fall
of more than 160 feet, thus affording an immense water pojfrer
for mechanical operations. Below this point, the river is suscep-
ble of being made navigable, by means of locks, dams and la
teral canals of short extent, in all stages of the water, quite to the
Gulf of Mexico.
Similar advantages are presented at the crossing of the Eto
wah, which occurs immediately at the foot of the main rapids ot
tins river. A vast water power is available here also, and an ea
sy navigation is already afforded by the river, from the;-point of
crossing, to its confluence with the Oostanauley, and thence -by
the Coosa to the Alabama, which is navigable for stearrt boats of
the largest class to Mobile.
The Oostenauley is navigable, in a low stage of water, for boats
drawing three feet, from Rome, at the head of Coosa, to the
xfint at which this river is crossed by the adopted route, and for
joats ol less draft, far up the Coosawattee and in the Conassauga,
quite to the Tennessee fine.
Great as these advantages may seem, they sink into compara
tive insignificancy when viewed in contrast with the magnificent
relationship which the contemplated road bears to other import
ant works, either in progress, m project, or in prospect, both to
the south and to the north of its own commanding position, with
which it must sooner or later be connected. Among the works
alluded to in the south, are the rail road from Charleston through
Augusta, to Athens, the branch from Augusta to Madison, and
thence to the Chattahoochee. The rail road front Savannah to
Macon, thence to Forsyth, and thence to the Chattahoochee;
the branch from this road to Brunswick, and another to St.
Marks, or Tallahassee in Florida; the rail road from Pensacola
to Columbus, and thence to the Chattahoochee; anil the rail road
from Montgomery to West Point, and thence to tbe place of
common junction, all coincident at the southern terminus of the
Western and Atlantic Rail Road of Georgia. These, together
with the water communications already mentioned, exemplify, in
part only, the southerly bearings ot the great enterpiize in which
the State ol Georgia has embarked.
Its hearings to the north are even more important, and em
brace a much wider and more extensive scope.
Its connexion with the Tennessee river bolds out better pros
pects, and promises greater benefits than could be realized by a
connexion with the Ohio river, at any point above Louisville, if
not above the confluence of these two rivers. I have been cre
dibly informed that the quantity of water discharged by tbe Ten
nessee in a low stage, is greater than the whole amount brought
down the Ohio to the mouth of the former, in a similar stage.
The navigation of the Ohio is often obstructed by numerous sai^f
bars in the summer and autumn, across which it is believed to be
utterly impracticable to keep open low water channels; that of the
Tennessee is also obstructed by shoals, but, wherever throe occur,
the bed of the river is almost invariably composed of rock, and
affords a substantial foundation for dams and locks, by means of
which, and occasional lateral canals, the Tennessee may be
rendered navigaMe,* not only to the northern terminus of the
