|
Doc. No. XXXVI |
|
Governor's Communication |
|
Relative to |
|
Completion of Rail Roads |
|
&c &c &c |
| |
|
Communication |
| Executive Department |
| December 14, 1861 |
| |
| Gentlemen of the Senate and House of
Delegates: |
| The completion of the
{Virginia} Central rail road to Covington,
and of the Covington & Ohio rail road from Covington to the White
sulphur springs, and the construction of a rail road to connect the
Manassas Gap and Orange & Alexandria rail roads with the Richmond,
Fredericksburg & Potomac rail road, are all measures of the first
importance to Virginia and the Confederacy, in a military point of view.
I feel justified, therefore, in calling your attention specially to each
of them. |
| In regard to the measure first
named, I extract from the annual report of the president, made to the
stockholders on the 22d day of November last, so much as relates to the
last section between Jackson's river depot and Covington: |
| "The board is glad to inform
the stockholders that there is but little to do towards the completion
of this last section of the road. In the month of February, during the
pending of the tariff bill before the United States congress, known as
the Morrill tariff, by which the duty on rail road iron was to be very
much increased, the president was fortunate in buying a very superior
American rail at a very low price. The rise in the price of iron,
resulting from the passage of that bill, and the subsequent blockade of
our ports, was thus anticipated. The last of the rails necessary for the
completion of the road to Covington, was received before the blockade
was determined on. The grading is completed, and the ties are ready. The
principal difficulty now in the way, is to get the trains of the company
released from the necessary demands of the government transportation, so
as to be able to carry up the iron." |
| From this it appears that very
little remains to be done to complete it, and have it in condition for
use. The grading is completed; the cross ties are ready, and the iron on
hand; and nothing remains but to lay the track, and complete the bridge
over Jackson's river. The wagon road between these points is, in winter
and spring, proverbially bad -- one of the worst indeed in the state;
and transportation over it is necessarily tedious and uncertain. B this
route our army on the Kanawha line must be supplied when the spring
campaign shall open. |
| In regard to the Covington &
Ohio rail road, I transmit herewith, a letter addressed to me by Charles
B. Fisk, the chief engineer of this road. The amount expended by the
state on this work is $3,213,194.82; and of this sum $2,527,982.23 have
been expended on the section between Covington and the White sulphur
springs. The letter of Mr. Fisk shows what amount will be required to
complete this section. The grading yet to be done will cost $300,00; the
bridges, $40,000; the bridge masonry, the cement for the masonry, and
turnouts, $65,000; for laying the track, $250,000; and for contingencies
and superintendence, $120,000 -- making in the aggregate, $1,275,000. |
| If this road can be completed,
it will facilitate greatly the transportation of troops, supplies and
ammunition, and will relieve the government immensely in its future
operations on that line. The difficulty of transportation between the
Jackson's river depot and the White sulphur springs, this fall, has
seriously affected our military operations in that section of the state;
and unless we make a decided and vigorous effort to fill up this link,
we will be embarrassed with the same difficulty when the spring campaign
opens. If it shall be found impracticable or impossible to fill up this
gap by rail road, then I desire to call your attention to the propriety
of improving the wagon road, either by planking or otherwise, so as to
make transportation as easily as possible. |
| In this connection, I beg
leave to present the following extract from the report of the president
of the Central rail road; which is deserving of your consideration: |
| "In the last report, the board
informed the stockholders that the legislature, at the session of
1859-60, appropriated the sum of $2,500,000 to this work, being more
than the aggregate of the first three appropriations, and making in all
the sum of $4,800,000. This last appropriation was more than sufficient
to have completed the road to the White sulphur springs, and was thought
to insure its final construction to the Kentucky line, on the Ohio
river, at the mouth of Big Sandy; but the occurrence of the war in which
we are now engaged, prevented the board of public works from realizing
sales of state bonds on such conditions as were prescribed, and caused
its suspension. It is hoped that the suspension will be only temporary;
indeed, it is much to be regretted that there should have been a
moment's delay in the prosecution of that work. Not only the interest of
this state, but of the whole Confederate States, calls loudly for its
completion. It is hoped, therefore, that congress will act on the
subject at its present session, if it has power to do so. It is not
hazarding much to say, that if this road had been completed, the enemy
would never have gotten possession of the Kanawha valley, and that
Kentucky would now be identified with Virginia in the struggle for
southern independence." |
| "The grading, as far as the
White sulphur springs, is so nearly completed, that by the use of
temporary tracks, at a few points, the road would soon be ready for the
rails." |
| No improvement would be of
more value at this time than a rail road connecting the Richmond,
Fredericksburg & Potomac with the Manassas and Orange & Alexandria rail
roads. A glance at the map of Virginia will impress every reflecting and
intelligent mind ith its importance. If that road, commencing at or near
Fredericksburg, and running to some suitable point, so as to effect the
connection indicated, shall be made, we shall have a continuous line of
rail road, running nearly parallel with the Potomac river to Winchester.
Should that road be made, and Maryland not form a part of the Southern
Confederacy, it will be a most important improvement during the war, and
not less important after peace shall be declared. |
| This road is important for
several reasons: |
| First -- Because it will
enable us to transport with celerity and certainty, troops, supplies and
ammunition from one point to the other. |
| Second -- Because if the road
is constructed by an engineer of experience and skill, it will combine
military advantages with commercial advantages. |
| Third -- If Virginia is to be
a border state, the line must be amply and adequately protected and
secured against all encroachments upon us, and particularly against
smugglers, when peace shall come. |
| Fourth -- Troops and supplies
from the south can now reach Richmond by three routes, and they can only
be carried to the border by one road. This will give us two routes. |
| I communicate herewith, the
proceedings of the annual meeting of the stockholders of the Richmond,
Fredericksburg & Potomac rail road company for the year 1855, containing
the report of the engineer who surveyed the routes, and I commend it to
your consideration. |
| Much to my regret, I omitted
to mention the Seaboard & Roanoke rail road in my enumeration of the
road that had rendered valuable services in the war. I take pleasure in
supplying tht omission in this communication. |
| Respectfully, |
| John Letcher |
| |
| Letter of Charles B. Fisk, Esq. |
| In regard to the Eastern Section of the
Covington & Ohio Rail Road |
| Richmond, Va., December 9, 1861 |
| |
| His Excellency John Letcher |
| Governor of Virginia |
| |
| Sir, |
| In answer to your enquiry as
to what would be the cost of completing the part of the Covington & Ohio
rail road that was under contract at the time of the recent suspension
of the entire work on that road, upon the plan on which it has been
commenced and thus far prosecuted, and also what saving could be
temporarily effected by adopting, in part, a more temporary plan of
construction, with a view to the earlier opening of the road to use, and
to the postponing of such work as it would be difficult to have done at
this time, I have the honor to say, that I made a report to the
Covington & Ohio rail road company, bearing date the 31st of August 1861
-- the day on which my services as chief engineer on the rail road
terminated -- in which I speak briefly of the condition of the work, and
have given an opinion relative to the probable cost of completing the
part of the work to which your enquiry applies; or rather have said that
the means in the hands of the company will complete it, estimating those
means as not materially below par. |
| The reason that I did not give
a careful estimate of what that cost will probably be, and also of the
cost of the whole road, was, in part, that it has become evident, I
think, that no engineer can with any certainty make an estimate that
will be reliable, owing to the uncertainty of he means with which the
company has to carry on the work. I refer, however, in that report to a
cash estimate that was made of the probable cost of the whole
road on the 30th of November 1855, and show that there was remaining on
the 1st of September 1861, unexpended, of the past appropriations by the
state to the road, the sum of $1,586,805.18. |
| I then say, "that the means in
hand are sufficient to open the road for use to the White sulphur
springs depot, estimating those means at a rate not materially below
par, and assuming also that the work is managed and carried on with
economy and prudence." |
| Assuming, however, that the
enquiry now made in regard to what will be the cost of opening the road
to that point, upon the plan on which it has been commenced and thus far
prosecuted, but with a temporary track over and near to the Lewis
tunnel, which had been determined on before the suspension, is upon the
supposition that means will be in hand to do the work promptly, and that
there will be a disposition on the part of those interested to aid all
in their power the rapid prosecution of the work, shall put the
probable cost at the sum of $1,275,000. |
| If, however, the work should
be carried on with means that will not command par, but at the same time
with a sufficiency of means, it will be necessary to add to this sum the
cost of converting the means into cash; and also, if the work should not
be carried on steadily and uninterruptedly, but with occasionally a
stoppage for the want of means, a still further addition will be
necessary to cover the losses arising from these stoppages. |
| The estimate of $1,275,000
assumes that the cost of completing |
| The grading will be |
300,000.00 |
| The bridge masonry, and the cost of the cement for the
masonry and tunnels |
65,000.00 |
| Of the bridge superstructures |
40,000.00 |
| And of the track |
250,000.00 |
| |
1,155,000.00 |
| Add for contingencies and superintendence |
120,000.00 |
| |
$1,275,000.00 |
|
| The question next to be
answered is, what portion of this amount can for a time be saved, by the
substitution of temporary work, with a view to bringing the work into
earlier use, and to the postponing of such work as it would be difficult
now to have done: |
| There could be adopted for the bridges
temporary wooden trestling in place of the iron superstructures
now intended, and there could be postponed for a time the
completion of the arching of some of the tunnels, which in part
of their length could for a time be safely left without arching.
In these two ways there would be a saving of present expenditure
of the sum of, say |
165,000.00 |
| There could probably be saved of present
expenditure, by the adoption of he flat bar for the track, and
in other ways, say half of the estimate for the track |
125,000.00 |
| There could also be postponed work at different
points on the grading, say |
35,000.00 |
| |
325,000.00 |
| This deducted from the estimate |
1,275,000.00 |
| Leaves the sum of |
$950,000.00 |
|
| The road might indeed be
opened for use by a somewhat less expenditure than this, provided the
work is managed and carried on in a way that would admit of resorting to
temporary expedients whenever occasion arose, and as it was found
advisable to do so. For instance: there is a scarcity of powder, and it
is expensive at this time. For this reason, the aim should be to carry
on the work so as to avoid the necessity for the use of powder, whenever
it could be done by a temporary change of the line, and to confine the
use of powder entirely to those points where it could not be avoided. |
|
Time in which the work could be opened for use |
| It is to be regretted that the
board of public works did not have authority in April last, when the
works were suspended, to make arrangements for the completion of the
five miles of grading next above Covington, as this grading was then in
a condition that would have allowed of its completion or very near
completion by this time. There was employed on it quite a number of the
state convicts and of slaves hired for the year, and also a sufficient
number of masons and mechanics for the completion of the bridge masonry.
All now have left. |
| By the adoption of temporary
wooden trestling for the iron superstructure of the bridges, of which
there is a total length of 710 feet to be built, and by increasing the
grade at one point, through what remains of a rock cut to be taken out,
so as to lessen the quantity of powder to be used, and if arrangements
can be made for the flat bar for the track, these five miles of road
might be opened for use in the course of the next summer. |
| The work next in order is the
tunnel on section No. 4. If this work is undertaken, it should be by an
energetic and reliable contractor. And there would be an advantage in
having it pressed on at once to completion, as may be inferred from the
following extract from my report to the board of the 31st of August
last, above referred to: |
| "The work at the tunnel was
allowed to progress sufficiently to make it reasonably secure for a
time; but sooner or later, perhaps in a year or two, there is danger of
heavy damage from the giving way of the temporary supports under the
heading which has been driven for some considerable distance, but not
arched, and which it was supposed would only require the temporary
supports for a few months." |
| This tunnel, I further said in
that report, would, if it had not been stopped, "have been completed
early next year" (1862). |
| It might, if taken in hand at
once, and pressed vigorously, even now be opened for use next year. |
| Above the tunnel n section No.
4 there are about six miles of road on which the grading could now be
put in a condition to receive the track, say in the course of next
summer; and thence to the White sulphur springs depot, the principal
point of difficulty will be the taking of the track across Jerry's run. |
| In regard to that work, I say
in the report of the 31st of August last: |
| "At Jerry's run fill, when the
work was suspended, there were about 400 men at work. It was advancing
rapidly, and it is believed sufficiently so to admit of opening the road
for use by the time that has been named," viz: the summer of 1862. |
| At this point, however, is a
place which the work has sustained very serious damage from the very
heavy rains that have occurred since the suspension of the work, as will
be understood by the following extracts from my report of the 31st of
August last, and from a note written subsequently to the date of that
report: |
| In the report I say I named to
the board, "As soon as I examined it, the point at Jerry's run, which I
found required an expenditure of a least two thousand dollar to secure
it against greater of less damage, and which I stated would in all
probability amount to at least ten thousand dollars, from such rains as
usually occurred at least every year." |
| And in the note to that report
I say, "It may be stated, respecting the work at Jerry's run, that early
in September, shortly after the date of this report, a heavy rain
occurred, which did damage at that point amounting to from six thousand
to seven thousand dollars; and since then another and tremendously heavy
rain occurred, which raised the waters of Jerry's run higher than has
been known for many years, and which increased the damage to the
embankment at that point to an extent considerably larger than I had
assumed as likely to happen from rains such as those that ordinarily
occur every year or two -- and the danger now is, that the damage may be
considerably increased, upon the occurrence of even moderately heavy
rains, the work now being in a more exposed condition than it was
before, and requiring a larger expenditure to make it perfectly secure
than it did at the time of the suspension." |
| It would appear, from the condition
of this work at Jerry's run, that if the work is to be completed, no
time should be lost in securing it against further damage; and it is
probable that some saving can be effected by adopting a somewhat cheaper
plan than has been for carrying a temporary track over the run, doing,
however, whatever is necessary to the permanent security of the work. |
| If a large black force were
employed at this point, it would be the most certain way of
accomplishing the object. |
| It seems to me that it will be
for the interest of the state to have steps taken to open the five miles
of road next wet of Covington, at the earliest moment, and at the same
time to adopt such measures as will bring about the completion of the
rest of the distance to the White sulphur springs depot, as early as it
is found practicable. |
| By opening the five miles of
the road next west of Covington, the distance of wagon transportation to
Lewisburg will be lessened, with the addition of the ten miles of the
Virginia Central rail road that will soon be opened from Jackson's river
depot to Covington, fifteen miles. These fifteen miles are along a bad
stretch of the wagon transportation, and the advantage of the saving
will be great; and then the company will be in condition, at the
earliest moment it is found practicable, to open the whole distance to
the White sulphur springs depot, especially if the Jerry's run fill and
some two or three other points along the route are not allowed at this
time to remain entirely suspended, but are pressed forward as
circumstances permit. |
| I will call attention to a
fact that has been stated in former reports, viz: that the distance from
Covington to the White sulphur springs depot is only about one-tenth of
the length of the whole road to the Kentucky line, but that its cost
will be one-fourth that of the whole road. With the road completed to
the White sulphur springs depot, the balance of the road, whenever the
state shall determine, can be readily completed, and at a very
considerably less cost per mile than the road to that point. |
| Yours, very respectfully, |
| Charles B. Fisk |
| |
| Proceedings of the Richmond, Fredericksburg
& Potomac Rail Road Company, May 30, 1855 |
| ***** |
| Appendix |
| Report of President and Directors |
| ***** |
| The board of directors submit,
as a portion of this report, the report of Alexander Worrall, civil
engineer, with an accompanying map and other documents, on the surveys
made for a rail road connection between the rail road of this company
and the Orange & Alexandria and Manassas gap rail road. It will be seen
from the report and map of Mr. Worrall, that the whole distance by rail
road, between Fredericksburg and Alexandria, will vary but little by
either of the lines which have been examined, whilst each has some
recommendations in its favor, which are wanting to the other. It seems,
under these circumstances, to the board of directors, that it will be
the policy of this company to do what it can conveniently in aid of the
line which may be first undertaken. In the event of a company being
incorporated to make a rail road to connect the rail road of this
company with that of the Orange & Alexandria company, in the
neighborhood of the Warrenton junction, by making a subscription to it
not exceeding one-third of the amount which may be subscribed by other
parties, or one-fourth of the aggregate capital stock which may be
subscribed towards it; and in the event of an extension of the Manassas
gap rail road to a point on the Potomac river, at or near the mouth of
Quantico, by extending the rail road of this company, or a branch of the
same, to connect with it. If it should be the pleasure of the
stockholders to concur in these views, an expression of opinion to that
effect may be valuable in inducing other corporations and individuals
interested to combine their efforts in forwarding the one or the other
improvement. |
| ***** |
| Report of A. Worrall, Civil Engineer |
| Richmond, January 29th, 1855 |
| |
| E. Robinson, Esq. |
| Pres. R. F. & P. R. R. Co.
{Richmond, Fredericksburg & Potomac RR} |
| |
| Sir, |
| I respectfully submit a report
of the results of examinations made during the past summer and fall in
the counties of Stafford, Fauquier and Prince William, with a view to a
connection by railway between the Richmond, Fredericksburg & Potomac
rail road and the Orange & Alexandria and Manassas gap rail roads. |
| I first proceeded to survey
the ridge dividing the waters of the Rappahannock from the Potomac
river, that ground being named in the charter of the Fredericksburg and
Alexandria rail road company; and in this survey two point of departure
from the Fredericksburg rail road were presented as deserving attention,
viz: one commencing at Belle Air, three and a half miles north of
Fredericksburg, and the other about one mile south of the station at
Major S. S. Brooke's, following the ridge dividing Potomac run and
Accakeek. |
| These two lines would be common at Mr. R.
Latham's, a distance of fourteen miles from their respective points of
commencement; but supposing the results would be similar, or nearly so,
on the two lines, it was thought sufficient for the present objects to
examine the former, although the latter may possess considerable
advantages. It was therefore deemed a point that might be left for
future examination, when a company might be formed to execute the work. |
| The present figures will
enable you to decide the more general question, viz: Whether a
connection with the Orange & Alexandria and Manassas gap rail roads by
the route above mentioned, or by a route via Quantico landing on the
Potomac river and the town of Dumfries, thence to the Manassas gap
junction (herein after more fully described), will be the most eligible. |
| I will for brevity designate
the first as the Fauquier route; the second as the Prince William route, |
| First, a to the Fauquier
route: Commencing at Belle Air, 3 1/2 miles north of Fredericksburg
station, on the present Richmond, Fredericksburg & Potomac rail road we
find the dividing ridge rising at about the rate of 45 feet to the mile,
and adopt a gradient at that rate of about 4 1/2 miles in length;
thence, te ground presents a tolerably even surface, occasionally broken
by little heads of Potomac and Rappahannock waters. The line passes half
a mile to the right of Hartwell meeting house, and about the same
distance to the left of Mr. H Skinker's house, and a little to the left
of Mr. James Briggs'; thence, in about three-quarters of a mile, it
reaches the old Warrenton road, and continues parallel to it, crossing
it occasionally, and passes half a mile to the left of Old White Ridge
tavern; thence, parallel to and left of the road, it passes through the
farm of Rodham Eskridge, Esq., and through the orchard of Major A.
Gorden, when it approaches the waters of Elk run (tributary of
Occoquan), by a descending gradient of two miles, at the rate of 45 feet
per mile. Thence, by a very direct course, over smooth ground, the line
reaches the Alexandria rail road, between the 43d and 44th mile post,
but could be located so as to connect at 41 milepost (Warrenton
junction) with very slight additional expense or increase of distance. |
| This ground, which leads
naturally in the direction of Warrenton, it was thought advisable to
survey, in view of the many local advantages it seemed to possess, and
the favorable feeling manifested by gentlemen in Stafford and Fauquier
towards such an improvement, a well as on account of its being mentioned
in the act of incorporation of the Fredericksburg and Alexandria rail
road company. |
| The whole distance from Belle
Air is 26 miles, which, added to 3 1/2 miles distance along the present
road from Fredericksburg to Belle Air, makes the whole distance from
Fredericksburg to the junction with the Orange & Alexandria rail road,
29 1/2 miles. The cost of constructing which, per accompanying
estimates, is three hundred and sixteen thousand one hundred and
twenty-three dollars ($316,123), making an average cost per mile for the
twenty-six miles of new road, of something over $12,000. |
| The line presents favorable
features in respect of gradients and curvature, the greatest rise per
mile being 45 feet, and the most abrupt curvature having for its radius
1910 feet. But a small portion of the distance, comparatively, has
curvature even of this moderate radius, the most of it having radii of
2865 and 5730 feet. Such a line is nearly equal to a straight line in
practice, the entire amount of deflection being but 678deg, and the
whole length of curved line being but 5 miles, of the moderate curvature
above described, thus presenting a line equal to that of the Richmond,
Fredericksburg & Potomac rail road, and requiring locomotives of no
greater weight than those used on that road. For more detailed
information regarding these features, I would refer to the accompanying
tables of gradients and alignment. For localities, see detailed maps,
profiles, &c. |
| Secondly, as to the Prince
William route: This survey was made from the present Acquia creek
landing, along the flats bordering the Potomac river, and passes through
Arkendale and Richland farms (lands belonging to Mrs. Fitzhugh of
Alexandria), some 5 miles; thence, through lands of Messrs. Waller,
Evans, Scott and others, to Chapawamsic creek, which it crosses about
one mile above its mouth, by a bridge 1400 feet long; thence, continuing
on the flats or table land bordering the Potomac, by a direct line, it
reaches Quantico landing (or what is called Ship point) on the Potomac
river, to which we shall hereafter have occasion more fully to refer.
The line thence is traced along the edge of the low grounds of Quantico,
until, on approaching the town of Dumfries, it commences an ascent of 55
feet to the mile, in order to get upon the dividing ridge between
Quantico and Powel's run. (This gradient is three miles long.) It is
thence traced along this ridge to near Lawrence Cole's store, which it
leaves to the left, and commences a descending grade towards Occoquan
creek, which it crosses near Mr. Sinclair's mill, by a bridge 75 feet
high and 400 feet long; thence, by moderate gradients and curvature for
five miles, passing to the left of Mr. Cockrill's, it reaches the
Manassas gap junction with the Orange & Alexandria rail road -- the
whole distance from Acquia creek landing being 31 miles. |
| The graduation and curvature
on this line are not quite so favorable as that upon the Fauquier line,
there being some six miles of 55 feet gradient, and 1154deg of
curvature, embracing the portion of the present road between Belle Air
and the Aquia creek landing, which, in order to make a comparison of
defection, must be counted. |
| The cost of construction too,
is greater, because of the number and extent of the bridges, to
enumerate which, we may say, Acquia creek bridge 1,700 feet long,
Chapawamsic 1,400, Quantico 300, Occoquan 400, and Broad run 200 -- the
three last bridges being high, varying from 60 to 75 feet. The increased
cost per mile of this line is to be found chiefly in the item of
bridging. |
| The estimate is as follows: |
| Total cost of Quantico division, No. 1, per estimate |
137,623.52 |
| " "
Manassas junction, div. 2, "
" |
320,444.00 |
| Superintendence and contingencies, 5 per cent. |
22,903.35 |
| Total aggregate cost |
$480,970.87 |
|
| Or equal to an average cost of $15,500 per
mile, and fully 25 per cent. greater cost than that of the Fauquier
line, which averages something over $12,000 per mile. |
| The length of new road to be
made on the Price William line, is 31 miles, which added to 14 miles,
the length of the present road from Fredericksburg to Acquia creek
landing, makes the distance from Fredericksburg to Manassas gap
junction, 45 miles. |
| I before stated that the
distance, by the Fauquier line, between Fredericksburg and the junction
with the Orange & Alexandria rail road, is 29 1/2 miles. Add to this the
distance thence along the Alexandria rail road to the Manassas gap
junction (16 1/2 miles), and we have the distance from Fredericksburg to
Manassas gap junction, 46 miles, which is only one mile longer than the
Prince William route. It should be stated, however, with regard to the
Prince William line, that the distance can be reduced 3 1/2 miles, by
leaving the Fredericksburg road at the Brooks station, and running
direct to Quantico landing. This would cost some $16,273 more than the
above estimate, but would give the Prince William line some 4 1/2 miles
advantage in distance between Fredericksburg and the Manassas gap and
Orange & Alexandria junction. The expenditure necessary on this line is,
therefore, greater than that of the Fauquier line, and it is somewhat
more difficult to keep in repair, on account of the extent of trestle
work and bridging. These disadvantages, and its many advantages, yet to
be shown, I would respectfully leave for yourself and the board of
directors to consider, and would call your attention to a more general
view of the map of Virginia, and the various connections which would be
formed by your road, if either of the above routes be constructed. |
| In this more enlarged view of
the question, the western connections are presented with much interest
to the mind. The portion of Fauquier county about Warrenton has, until
recently, looked to Fredericksburg and Richmond as its natural market
for produce of all kinds, but the trade and travel have been directed to
Alexandria and Baltimore, because of the construction of these new lines
of railway centering there. |
| Looking still further west, a
scheme of railway has for some time been in contemplation between
Warrenton and Salem, on the Manassas gap road. If such a line were
executed, a cordon of rail road would be formed reaching into the valley
of Virginia, which would give to Fredericksburg and Richmond a large
share of that valuable trade which now seeks a more northern market. |
| Again, the Prince William
line, passing through a beautiful country in the neighborhood of
Brentsville, and along the banks of the broad Potomac, might reckon upon
a handsome trade and travel between the Manassas gap road and Quantico,
because all the trade of the lower Potomac, Baltimore and the northern
cities, with the interior of Virginia, now passes through Alexandria,
when there might be forty miles in distance saved to all the trade of
the Manassas gap rail road, were this tonnage directed through by
Quantico and the Prince William route. |
| In one aspect, the Prince
William line is a very interesting one to the company over which you
preside. The portion along the flats of Potomac is of very easy
construction and gentle gradients and curvature, and the distance from
Acquia creek landing to Quantico landing is 10 1/2 miles, thus
shortening the steam boat run, and gaining 30 minutes of time over the
present mail schedule, besides reducing the expense annually of the
steam boat line some $20,000. At Quantico you would have the power of
connecting (by ferry) with a line to Baltimore, on the Maryland side of
the Potomac, now being surveyed, and of continuing your road direct to
Alexandria at some future day. |
| Thus a nicely balanced
question is presented for the consideration of your board, viz: Whether
it is wiser for you to aid in constructing the Fauquier line, 26 miles
of new road, at a cost of $316,123, connecting with the Alexandria road
near the Warrenton junction, and thus forming a continuous railway, 71
miles long, between Alexandria and Fredericksburg, or to construct that
portion of the Prince William line between Acquia landing and Quantico,
at a cost of $137,623.52, shortening the steam boat run, as before
stated, some 30 minutes, and reducing the current expenses of keeping up
the steam boat line about $20,000 per annum. |
| You will be enabled, with the
facts now before you, to determine whether it be an object to your
company to aid in constructing the Fauquier line, supposing "the
corporation of Fredericksburg and other parties interested," to be
disposed also to aid in it, or to build the portion of the Prince
William route between the water station at Maj. Brooke's (or Acquia
creek landing, as may be hereafter determined on) and the Quantico
landing, provided the Manassas gap company and "other parties
interested" should see their account in constructing the portion of the
route between Quantico and the Manassas gap and Alexandria and Orange
rail road junction. |
| It is obvious that the
connection between your road and the Orange & Alexandria and Manassas
gap rail roads, if made at all, should be mad on the one or the other
line. |
| I hand herewith estimates in
detail, and plans, profiles, &c. of the two routes, and have the honor
to be, |
| Respectfully, your obedient servant, |
| Alexander Worrall |
| Civil Engineer |
| ***** |
|