STATE OF WEST VIRGINIA.
RE POR T
MADE TO THE
BOARD OF PUBLIC WORKS,
ON
PRELIMINARY SURVEYS
UNDER THE
ACT OF FEBRUARY 25, 1871.
CHARLESTON:
HRNRY S. WALKER, PUBLIC PRINTER.
1872.








STATE OF WEST VIRGINIA,
EXECUTIVE DEPARTMENT,
February 20, 1872.
Gentlenen of the Senate and House of Delegates:
I have the honor to submit the report of Major A. H. Campbell,
who was appointed by the Board of Public Works, as chief engineer,
to make a preliminary survey of a railroad route from Charleston to
the Pennsylvania line.
I submit this report in manuscript, because it could not be printed
before the Legislature will adjourn.
Very respectfully,
JOHN J. JACOB.








CHARLESTON, Feb. 12th, 1872.
HION. J. J. JACOB,
I have the honor to make the following report upon the surveys entrusted to my charge, under the provisions of the act of February 25,
1871. It was intended to have submitted a report on the completion
of the surveys last fall, which from the want of means to perfect,
would have been simply a report of progress; but having received information that a company had.been organized at Clarksburg, October
31, last, under the act of February 28, 1871, and that they would
furnish me with means to complete, at least the estimate of cost of
the road, so far as the survey was made for that purpose, I have delayed, by tacit consent, to present this report until the present time.
The act requires that the engineer shall survey and select the most
eligible and practicable route for the construction of a railroad "from
Charleston to the Pennsylvania State line," and that he "shall be required to survey and report upon the several routes heretofore contemplated between said points," and that his report shall give a "full
and accurate description of the route deemed most eligible by him,
the timber, coal and other articles of wealth along such route, the
probable cost," &c., &c.
As far as could be ascertained there were but two general routes
contemplated between the Elk and the West Fork of the Monongahela
rivers. One up the Elk to near Braxton Court House, and thence across
to Weston; and the other diverging up the Big Sandy, twenty-one
miles above Charleston, via West Fork of Little Kanawha, mouth of
Steer creek, Little Kanawha via Glenville or Leading creek to Weston.
Having completed the organization of a party with the requisite
instruments, camp equipage, &c., the survey was commenced on




6
the sixteenth of May last, at Charleston, at a point near the suspension Bridge, and was conducted up the Valley of the Elk on the North,
or right bank.
The distance from the mouth of Big Sandy to Weston, by the contemplated route, is about one hundred miles; the distance from
Charleston to the Pennsylvania line is about two hundred miles; the
total distance to be surveyed was therefore about three hundred miles,
and for this purpose the sum of only $4,000 was appropriated —a'sum
totally inadequate to perform the service contemplated by the act.
Under this disadvantage the surveys were commenced with the hope
that adventitious aid would be afforded to complete them from other
sources. In this hope, however, we were disappointed, except in the
prompt and generous aid of the board of supervisors of Kanawha
county, who appropriated $1,000 toward the surveys.
The question of choice of routes was left until the survey reached
the Big Sandy, from which point an examination into the feasibility of
the two routes could be made under the circumstances; and the decision, after careful consideration and examination, was made in favor
of continuing up the Elk, and was based entirely on the comparative
economy of the undertakings. It was found that transportation of
party and camp equipments could be effected up Elk with very little
cost, while on the Sandy route an expensive team would have to be
retained to move camp from time to time, and draw supplies, in the
main, from Charleston; and furthermore, being satisfied that the appropriation was too small to secure the results anticipated, I was desirous of eking it out to the fullest extent, and to at least reach the
West Fork of Monongahela at some point. For these reasons the
survey was continued up Elk, a few miles being run up Sandy pending the decision of routes.
The season was peculiarly favorable for the prosecution of the survey and the party made satisfactory progress, considering the extreme
heat of the summer, the wilderness character of the country and the
amount of cutting necessary to clear the line. The route continued
up the Elk as far as the mouth of Little Otter creek, a distance of
about ninety-three miles. The ground passed over, except in point of
curvature, which is great, is exceedingly favorable for the construction of a railroad, the graduation being comparatively light and the
grades remarkably low, there being no grades necessary to exceed
sixteen feet per mile. The Valley of the Elk is narrow and tortuous
particularly above Sandy. The banks of the river along the bottom,
vary from thirty to forty feet in height above low water, and are permanent. The grade of the road was fixed for the most part near the
height of the great freshet of 1861, but was not confined strictly to




that height, for in some instances it is both a few feet above and belnw
it. It is established, however, safely above all other high water lines
except this unusual and extraordinary one of 1861. In many of the "narrows,"' as they are termed, where the mountains slope to the river,
nature seems to have anticipated the construction of a railroad, by
providing a bench of the proper height and width, with very little
work remaining to prepare a road bed. In other and more precipitous narrows, sloping at an angle of about 45~ and where no bench
occurs, the strata lie favorably, requiring light excavation, and dipping
in such a direction-away from the line —as to prevent slides from the
slope of the mountains.
There are but one or more points as far as the mouth of little Otter
Creek, where there is much danger to be apprehended from slides;
and it is believed that these points can be guarded against by a judicious location, avoiding excavations and the employment of rip raps
or retaining walls. There is perhaps no equal distance within the
limits of the State where a lighter profile with similar grades can be
obtained, than from the mouthof Elk River to Little Otter Creek. It
is upon th is portion of the line that a somewhat detailed estimate was
made and hereinafter submitted.
It was the intention to run the line up Elk as far as Granny's Creek
near Sutton, and thence by that creek from the river toward the West
Fork of Monongahela at or near Weston. Not having been able to leave
the party sufficiently long to make a reconnoisance of the country between Elk and the Little Kanawha, and it being the only route suggested by those most familiar with the country, I directed the continuance of the survey above Little Otter toward Sutton, while I made
an examination of the Little Otter and Granny's Creek routes. The
survey on Elk was terminated August 12, at station 5,022, a distance of
about 95 miles, near Beall's mill, and some three or four miles below
Sutton. This reconnoisance satisfied me that the Little Otter route
promised more to the eye than the Granny's Creek route in point of
distance at least, the other features being somewhat similar. The
survey was accordingly turned up Little Otter Creek and run up the
middle fork of that creek as far as the junction of Brushy and Walnut
forks; theince up this latter fork to Young's Summit, dividing the waters
of Elk from those of Little Kanawha, a distance of about three and
a half miles from Elk; thence down the Road Fork of the Dutch Fork
of Steer creek to Dutch Fork; thence up this Fork to Perkins' Summit dividing the waters of Steer and Cedar creeks, tributaries of Little Kanawha; thence down Steer creek to the middle fork of Cedar
creek; thence down this stream to the Three Forks; thence up Westfall Fork of cedar Creek to Armentrout's Summit, dividing the waters




8
of Cedar creek and Salt Lick creek, and thence down the right hand
fork of Salt Lick creek to the main creek; thence down it to the
Little Kanawha opposite the mouth of Oil creek, one hundred and
twelve seventeen- hundreths miles; thence up Oil creek to the
West Fork of the Monongahela about twelve miles by turnpike above
Weston, at Duvall's, passing a Summit near the latter stream. The
distance from the Suspension Bridge at Charleston to this latter point
is one hundred and twenty-two and three-fourths miles. Having
during the progress of the above survey from the mouth of Oil creek
to )Duvall's, examined a more direct route to Weston, I determined
to run it in preference to returning to Elk by the Granny's creek
route which I had hoped to do, but my object bei:;g to get a survey for
grades and distance over the most direct and practicable route from
Elk to Weston, I could not accomplish both projects for the want of
means. At a point nearly three and a half miles from the mouth of
Oil creek, I commenced a line running up Oil creek to the Three
Lick Fork; thence up this stream to Quinn's Summit, between this
creek and the Grass Fork of Indian Fork of Sand Fork of Little
Kanawha; thence down Grass Fork and up Indian Fork to Nolan's
Summit between Indian Fork and Crooked Fork of Sand Fork; thence
down this stream and up Ellis' Fork of Crooked Fork to School-house
Summit between Crooked Fork of Sand Fork and Rush Run, a tributary of the West Fork of the Monongahela river; thence town Rush
Run to its debouchement at West Fork of Monongahela, the terminus
of the survey; a point about two miles above Weston, and distant one
hundred and twenty-nine ninety-five one hundreths miles from Cliharleston.
By the latter route from Elk to Weston, on the line as examined,
there are six summits to be encountered, which will require tunnel
work, with an'average of 1,650 feet for each tunnel, (the longest being
1,800 feet, and the shortest 1,500 feet,) or about 9,900 feet in all. The
maximum grade upon this line may not exceed seventy-five or eighty
feet per mile. By the route to West Fork, at Duvall's, twelve miles
above Weston, there will be required but three tunnels with an aggregate length of 4,700 feet, and these occur between Elk and Little
Kanawha. Upon this route the maximum grade may not exceed 80
feet per mile. The above figures are derived from the profile of the
hasty line run as above stated; but on a more careful examination
of these lines, I am confident that the length of these tunnels can be
reduced.one half, the hill-sides affording eligible ground for a proper
location. An alternate line was run from the junction of Road Fork
and Dutch Fork of Steer creek over a high summit, and thence
down what is called the Back Fork of Cedar creek, one of the three




9
forks of that creek, connecting with the main line of survey at the
mouth of Wes.tfall creek. This line saves a little over a mile of distance, but will require a tunnel of at least one half mile, and a grade
of seventy-five or eighty feet per mile.
The whole section between Elk and the West Fork requires a much
more thorough examination than it was in my power to give it. It is
believed that a shorter line, by at least one mile, can be made by taking
up the Brushy Fork of Little Otter, or another stream unnamed nearer
to Young's Summit, or the Right-hand Fork, and uniting with the
main line on the Middle Fork of Cedar creek.  Such a line would
avoid Steer creek altogether, and throw out one tunnel at Perkins'
Summit. It is also believed that the line from Little Kanawha to
Weston via Rush run, can be located for the most part on the crest between Oil creek and the waters of Sand Fork, with a grade ascending
from Oil creek, at the rate of about 80 or 84 feet per mile.  Such a
line would probably go up Poseys' Fork of Oil creek, thence to the
head of Three Lick Fork, and reach the crest in the vicinity of the
head of In(lian Fork, east of Quinn's summit; thence by the crest to
the head of Rush run. There are several lines of this kind that
merit examination.
The county road occupies this ridge for several miles, and presents
in many respects, a favorable location; such a location would throw
out the three tunnels heretofore described.
The line proposed up Granny's creek via O'Bryan's Fork of Salt
Lick creek, Buffington run, Big run, Fleshers' Fork of Nolls'. creek,.ad thence to Oil creek at Skinners, by the Clover Fork, merits a
careful examination also. This line will require three or four tunnels.
Granny's creek presents an unfavorable approach, and the line is believed to be longer than the Little Otter line; the grades will be about
the same, and the character of the work generally identical. It should
be borne in mind, that this section of the route, between Elk and the
West Fork of the Monongahela, is probably, the most critical portion
of the whole line; and it is to be regretted that the means were not
ample enough to secure more definite results in regard to it. It is impossible, therefore, to advise as to the " most eligible route" for this
portion of the road. Enough, however, has been done to determine
the practicability of a railroad, and that no obstacles present themselves, which engineering skill cannot overcome with moderate cost.
It would be hazardous to the reputation of any engineer to base a
definite estimate upon such meagre data; but I am confident in my
judgment, that the road from the mouth of Little Otter to Weston, by
any line adopted with care, need not exceed $45,000 per mile; and




10
much less if the tunnels are thrown out, or reduced in length and
number, which I believe to be practicable.
It was not possible, under the circumstances in which I found myself, as to means for prosecuting this portion of the survey, with a
view, even to an approximate estimate, to do more than run the line
as fast as possible to obtain knowledge of the country, distances, and
approximate grades; nor am I able to present a complete map of the
entire survey. The line has been roughly platted on a scale of eight
hundred feet to the inch, and the topography partially put on for
ninety-three miles.
IROUTE UP BI(G SANDY, VIA MOUTH OF STEER CREEK AND GLENVILLE,
TO WESTON.
After completing the survey of the Elk line to near Weston. in
pursuance of instructions, I returned to Charleston over what is
termed the Big Sandy Route. I left Weston by the valley of Polk
creek, iassing a summit which will require a tunnel of about 1,000
feet, or by a higher grade with auxiliary power may be avoided;
thence into Leading creek and down this as far as Miss Arnold's;
thence over a divide to Stewart's creek. This divide will require a tunnel
of about 1,800 feet; thence down Stewart's creek to the Little Kanawha  thence down this stream on its right bank to the mouth of Steer
creek, crossing the Little Kanawha about one mile above the mouth
of Steer creek; thence up Sycamore Fork of Steer creek to its left
hand fork near Poling's house; thence up the left hand fork to a divide between it and Millstone creek, a tributary of the West Fork of
Little Kanawha.
This divide will require a tunnel of about one thousand eight hundred or two thousand feet; thence down Millstone creek to the West
Fork of Little Kanawha to its right Fork; thence up this Fork to
White Oak run; thence up this run to a divide between it and Beech
Fork of Henry's Fork of the West Fork of Little Kanawha. This
divide will require a tunnel of about two thousand five hundred feet.
From Beech Fork the route passes a divide between it and the upper
Left Hand Fork of Big Sandy, which will require about three thousand feet of tunnelling; thence down Left Hand Fork to the Three
Forks of Big Sandy, and thence down Big Sandy to its mouth, twentyone miles from Charleston. The grades on this route will not exceed
eighty feet per mile. The curvature on the Little Kanawha and its
West Fork and the Big Sandy is, for the most part, strong. From Weston to the Syca;more Fork of Steer creek the route, (adopting the
Leading creek route as the best and most direct, and avoiding the




11
tunnel at the head of Stewart's creek) is identical with the one recommended by the engineers of the Washington and Ohio railroad, a
distance of about,fifty miles. The distance from Weston to the mouth
of Big Sandy by this reconnoisance is, as near as could be estimated,
one hundred miles, and from Charleston to Weston one hundred and
twenty-one miles; a difference of eleven miles in its favor over the
Elk route. Not havingmade an instrumental survey over this route
for reasons already assigned, it would be impossible to make a fair
comparison between them. It will be observed, however, that the
grades on the Elk route to the mouth of Little Otter, ninety-three
miles, are extremely light, and from there to the West Fork of Monongahela, thirty-seven miles, the maximum grade will not exceed
seventy-five or eighty feet per mile, while on the other route the heavier grades will occur in at least an extent of sixty miles. The cost of
the road on this route, fromn the mouth of Big Sandy to Weston, will
be, in my judgment, about the same per mile ae that from the mouth
of Little Otter to Weston by the Elk route. By adopting a system of
heavier grades, say eighty-four feet per mile, with the aid of auxiliary
power, many, if not all, the tunnels may be avoided on this route.
It will of course be impossible for me to colmply strictly with the
letter of the act in giving my opinion as to the "most eligible" route
of these two, for the want of sufficient data for a comparative estimate
of cost and advantages. I will state, however, that, in my judgment,
the Elk presents the greatest advantages in many respects: and first,
because the grades for nearly one hundred miles are practically level;
second, it traverses the finest portion of the bituminous coal fields of
the State; and further, I believe it to be of cheaper construction.
MARYLAND LINE AND GREENBRIER SURVEY.
After having completed'the reconnoimance of the Big Sandy route,
in obedience to instructions, I proceeded to Piedmont, on the Baltimore
and Ohio road, to make preparations for the survey of the route contemplated in the aforesaid act.
On consultation with the friends of that enterprise in regard to the
character of the country to be traversed, and the means provided for
the survey, I came to the conclusion that it would be a useless expenditure of the public money to attempt the survey without the remotest
prospect of getting through to the southern terminus on the C. & 0.
railroad, in Greenbrier. Arrangements were made to make a reconnoisance of this route on horse-back, provided a suitable guide could
be obtained, for the country on the head of Stony river, end thence
to the Greenbrier, is described as a wilderness, for the most part, with



12
out roads, trails, or habitations. This arrangement failed, the guide
recommended being unable to make the engagement. From all the
information I could gather while at Piedmont, I became satisfied that
the route is impracticable. The country at the head of Stony river was
described to me verbally by Mr. Marbury, Engineer of the Washing-ton and Ohio railroad surveys, while at Peidmont, and in a communication subsequently received from him, he says:
" I have made several examinations of the country about the heads
of Red creek and Stony river, and from my examinations I am well
satisfied that the dividing ridge cannot be tunelled. From the head of
Red creek, for a distance of three miles, the stream does not fall more
than seventy feet per mile, and the Stony river side is equally. flat.
The east front of the Alleghany mountains is about 4,000 feet above
tide at Alexandria, and the water in the Dry Fork of Cheat, at the
mouth of Red creek, is 2,160 feet above tide at Alexandria. The distance is about fifteen miles from the head of Red creek to its mouth."
This statement would seem to settle the question of practicability,
except at great cost and high grades. The proposed route for this
survey is from the B. & 0. railroad at Savage river; thence up the
North Branch of the Potomac to Stony river; thence up Stony river
to the summit of the Alleghany; thence down Red creek to Cheat
river; thence up the Dry Fork of Cheat to its head; thence over the
Alleghany to the valley of the Greenbrier, and thence down this
stream to the C. & 0. railroad, near the mouth of Howard's creek.
CHARACTERISTICS OF THE ELK ROUTE.
In reference to the coal, timber, and other articles of wealth along
the route of this survey, I have to say briefly, that it was not possible
to make a full examination of all the resources of the region traversed
by the line of this road, for obvious reasons. Such notes, however,
as could be, were incidentally taken, in progress of the survey, and in
many instances the elevation and thickness of the coal seams cropping
out adjoining, were noted. Coal abounds on the whole line from a
point three or four miles above Charleston to the mouth of O'Br.yan's
creek, seventy-two miles. There is, probably, not a mile of land
through this whole distance, bordering on the line of the survey on
which a workable seam of coal may not be opened, and loaded into
cars or boats by inclined planes, and in many instances, at grade
height. On the north side of Elk, between Little and Big Sandy, no
coal was observed, nor are there known to exist any openings in this
distance, but it is believed to exist, for it abounds on the south side
and there is a particularly rich vein of cannel coal, on Falling Rock
creek, opposite Jordan's creek, and about eighteen miles from Charles



13
ton. Observations were taken on the coal in the vicinity of Cooper's creek, seven or eight miles from the mouth of Elk. It is in this
vicinity, on both sides of the river, where the celebrated " Peacock"
coal is found. This vein was found to be about 2~ feet thick, below
Cooper's creek, and at Carson's, near the Salt Works of Chappel,
eighteen feet below this, is a vein of good coal six feet thick, and twelve
feet below this is another vein four feet thick. These veins alternately
crop out as far as Little Sandy. There is a fine seam of coal three
feet thick, nearly a mile above Big Sandy, and the same vein is supposed to be the one worked at Cobb's below Broad Run. What is
there denominated the " Stockton" vein crops out at the river's edge
opposite Queen Shoals creek; this vein is seven feet thick, and is supposed by some to be identical with the vein at Cannelton, on the Kanawha
river. There is a vein of fine coal eight feet thick in the mountain at
"Jack's Bend;" this vein is believed to be splint coal. The largest
and most interesting out-crops observed are above and below Clay C.
H., on both sides of the river. The " twin splint vein," as it has been
called, seems to be the principle one, and if conjectures are correct a
to its identity, at different points observed between Big Beechy creek
and Wild Goose shoals, it varies from five to twelve feet in thickness.
At Salisbury's or Leatherwood it was found to be five feet thick; at Pisgah
creek, south side, twelve feet; at one and one-fourth miles below Clay
C. H., eleven feet; and at Clay C. H., 11 feet, and opposite Big Buffalo,
it is eleven feet thick. This seam is supposed to crop-out at the water's
edge at Wild Goose Island and shoals. About forty-two feet above this
vein is a seam of cannel shale two feet thick, said to be rich in oil.
The several points at which the several veins have been opened
along the banks of Elk above the mouth of Big Sandy are numerous,
and there may be mentioned among the most prominent points, Wolf
Island shoals, mouth of Porter's creek, on north and south side under
"Black Flint Ledge;" on same side near Masten's, Birch Run, Little
Sycamore anld Big Sycamore, on both sides of the river; at Pierson's
on the north side-Philadelphia creeks, Little Beechy and Big Beechy
creeks, Camp creek, on both sides; Pisgah, on south side; at Salisbury's;
below and at Clay C. H.; mouth of Buffalo; Wild Goose Island Shoals;
Big Spread shoals; "Lamb Place;" Standing Rock creek; above Chapman's; Waggys, south side, at Groves' mill, under water and at O'Bryan's creek on north side. Besides these there are many intermediate
openings either on the river or a short distance up the creeks and
smaller streams. In a word, Elk river may be said to traverse for
sixty or seventy miles as valuable a bituminous coal area as exists in the
world. From the mouth of Queen Shoals creek to O'Bryan's creek the
lands on both sides of the Elk river cover from three to seven. veins




14
of coal varying in thickness from two to twelve feet, all having their
out crops near the water and the grade of the railroad, so that from
nearly all points this material is easily accessible.
This great coal field rises gradually to the south east in the direction of Gauly river at a grade of from thirty to seventy feet per mile,
keeping above the water level until it reaches near the top of the
water shed between Elk and Gauley rivers, having an out-crop on the
Gauley side of the dividing ridge between these rivers. Here Gauley,
though geographically from five to eight hundred feet higher than
Elk, has cut its way down through this great coal deposit from eight
hundred to one thousand feet deeper than the Elk basin, thus exposing the out-crops of many veins which lie beneath the water level of
Elk and its tributaries. The dip of the stratification of this coal deposit being from Gauley toward Elk and the water shed being much
nearer to Gauley than to Elk, most of the land between these two
rivers is drained by streams flowing into the latter river heading ten
or twelve miles back. These streams also cut deep into the coal deposits from their sources to their mouths, keeping on the same general
grade of their stratification, thus exposing the same seams of coal
nearly throughout their whole course, which are found to have their
out-crops on Elk river; so that it will be observed that the whole region drained by these southern tributaries of Elk is workable, being
accessible on all sides.
On the North-west side of Elk, the general dip of the strata being
in that direction, the area of coal is not so great above the water level
of Elk.
The quality of the coal in the Elk fields is very superior, being of the
pure splint, splinty bituminous and other intermediate varieties, with
traces of cannel and cannel shale, rich in oil.  Pure cannel above
Queen shoals was not observed, but it is believed that it will be found
to exist in this region. Good coal exists, but not so abundant, nor in
so great variety, between Elk, in Braxton county, and Weston. A vein
of five feet has recently been discovered on Little Otter creek, on the
lands of the Little Otter Salt Company. This coal field seems to be
drained by Cedar creek, and crops outon Little Kanawha, as low down
as Glenville, or vicinity.  There seem to be two seams of coal in
this region, one of four or five feet, and the other six or eight feet in
thickness, and over a hundred feet apart; the lower seam is represented to be of an excellent quality, entirely free from sulphur and
highly bituminous; it seems to partake of the character of splint coal.
As a smelting agent, in its " raw" state, it is believed the Elk river
splint coal has no equal. It and other coals abound in vast quantities




15
and of itself, alone, will in time, afford all the traffic a railroad can
manage.
TIMBER.-AS a timber region, Elk river and its tributaries,have probably no equal on the continent, for the kinds of wood that abound,
and this is true of the entire region traversed by this road from Big
Sandy to Weston, on all routes.  Among the hard woods, white oak
predoininatos; on the tops of the ridges, rock oak abounds; sugarmaple
and hickory are also common; walnut, white and black, chestnut linn,
ash and poplar, also abound. White oak, poplar and chestnut are the
most abundant kinds generally distributed; beech is also plentiful,
and less valuable trees, such as black birch, buckeye, black and sweet
gum, and in some localities hemlock.
IRON ORE.-This ore is said to be abundant throughout the entire
route of the survey. It is to be seen scattered more or less over the
whole country, but I believe it has been rarely found in sufficiently
large quantities to make it profitable to mine or collect it under present conditions. I am satisfied, however, that much of this valuable
ore does exist, and when roads and railroads, and other improvements,
are made throughout the land, it will be profitable to have it collected
and concentrated upon the line of the railroad for shipment. Very
many beds of it, in some of its varieties, are said to exist on Cedar
creek and its tributaries.  Indications of iron are met with almost
everywhere; the shoals of Elk contain large quantities of it.
SALT.-Salt water of superior quality is found along the line of this
survey, between Elk and the Little Kanawha rivers, in Braxton county,
These facts are too well known to require more than a brief notice.
SOIL.-Richness of soil is proverbial of West Virginia in nearly
every section of the State. Along the line of this road it is good
nearly every where; even on some of the steeper slopes along the
Valley of the Elk; but there is perhaps no section of mountain lands
in the State that will surpass in the elements of fertility the whole
region from the Elk to the West Fork of the Monongahela, and particularly that portion of this section drained by the head streams of
Steer and Cedar creeks.
Time nor opportunity permit an estimate of the probable business
to be done by a railroad through the section of the State through
which it is contemplated to build the road for which this survey was
made. The mountains are full of every variety of bituminous coals.
They abound in almost every variety of valuable timber, except the
pines. Iron ore, hydraulic lime, and salt abound in some localities,
and the soil generally is of great fertility, capable of yielding the varied products of agriculture common to the Middle States. Stock
raising is rrow, and must in future continue to be, one of the most impor



16
tant sources of wealth along the route of this road and in contiguous
counties. A volume might be written on the great capabilities of this
portion of the State in this respect. For a complete statement of
the resources of the country through which this road will probably
pass, and those which will become tributary to it, reference is made to
the able report of the State Auditor for last year.
From such sources it is easy to conjecture what may be the prospects of traffic for a railroad. The real and personal property taxable, in the six counties through which it is proposed to build this road,
is valued at over $26,000,000.
There is no other proposed railroad in the State which is more demanded by existing exigencies than the one under consideration. In
a political point of view its importance cannot'be over estimated, as it
will serve to bind the Northern and Southern people of this State more
firmly together, unite antagonistic interests, and will open up to inspection, settlementand development a vast region hitherto butlittle kncwn.
It will be gratifying to the friends of this road to learn that a company was organized under the provisions of the act of Felruary 28,
1871, at Clarksburg, on October 31, last, under auspicious circumstances, and energetic measures are being taken for the early completion of the road authorized by their charter. - The completion of the
survey has already been authorized and partially begun.
The estimated cost of the Elk Division, from Charleston to the
mouth of Little Otter creek, ninety-three miles, is for a first-class,
single track railroad, with a guage of four feet, eight and a half inches.
The width of the road bed, in excavation, is taken at eighteen feet,
with slopes of one to one in earth, and one quarter to one in rock cuttings, with a road bed width of sixteen feet. The width of embankments is taken at fourteen feet on top, with slopes of one and one half
to one. The superstructure is estimated for in gross; the road bed to
be ballasted and the rail fifty-six pounds to the yard. The bridges are
to be of wood, the Howe truss being the plan estimated for. The masonry for bridge abutments to be of the kind usually called " rock
range," to be laid in cement or lime. The square drain masonry is
to be laid dry, except in the ends first presented to the action of water.
The arch masonry estimated for is to be in all respects similar to the
bridge masonry, and laid in like manner, in cement or mortar of lime.
As above stated, the curvative on the line up the Elk is great. For
the want of time and means, no table of curvature could be prepared.
The maximum curve required will not exceed nine degrees, however.
There are several points on Elk where the line may be shortened some
miles by tunnelling, as at " Jack's Bend," (or by a line up Big Laurel
creek to Eagle's Bend at Two Runs,) but I have not estimated for such




17
work, it being a matter of future consideration and comparative cost.
Some nine or ten miles can be saved, however, by such changes.
At the following creeks it is proposed to erect timber bridges, for
the purpose- of giving ample span and heighth, for the passage of rafts
of logs and other timber, and estimates are made for the following dimensions, viz: at Cooper's creek, a fifty feet span, (this should, on reflection, be at least a sixty feet span); at Little Sandy a seventy feet
span; at Big Sandy, a one hundred feet span; at Big Laurel, an one
hundred feet span; at Big Otter, a seventy feet span; at O'Bryans
creek, a fifty feet span; at Duck  creek, an  one hundred feet spanFor the proposed masonry, of square and arched drains, and abut.
ments, good building stone exists all along the line, and generally quite
accessible. Lime and cement will have to be provided from other localities. A considerable amount of rip-rapping, or retaining, or slope
walls may be found necessary at some points in the numerous narrows,
but no estimate was made, as to the definite amount. The per centage of contingencies, has  been  increased  from  the usual amount of
ten per centum  to fifteen  per centum, to  cover in  part this kind of
work, if it should be found necessary, as it will in some places.
My own views of location may differ somewhat from other engineers,
and I have therefore, in running the experimental line, not attempted
to balance quantities with  any  degree  of nicety.   A  good embankment, properly made and secured from the action of the streams, in
my judgment, will make a safer road bed on the precipitous slope of
Elk than an excavated one. Recent experience of slides in hill-side
locations in the Kanawha valley, has led to this conclusion. The element of land damages, has not been included in this estimate, there
being no positive data upon which it could be based.
In conclusion, I beg leave to acknowledge my obligation to the
Hon. B. W. Byrne, for the free use of a large canoe for our transportation, and for other valuable services in connection with the survey;
also for information in regard to the general resources of the whole
country traversed. I am greatly indebted, also, to many prominent
citizens, too numerous for special mention, of the counties passed
through, for many courtesies and assistance in furthering the progress
and comfort of our party, and in acquiring lknowledge of the country
LPPROXIMATE ESTIMATE FOR NINETY-T-REE MILES.
The estimated  cost of graduation  is...........................................................................    $532,196  00
The estimated cost of masonry is...............................................................................   261,453 00
The estimated cost of bridges, (wooden,)......................................................................   18,900 00
The superstructure is estimated for 95 miles, allowing two miles for siding @ $11,000
per   m ile...............................................................................................................    1,045,000   00
$1,857,549 00
Add 15 per centumrn for contingencies, ordinary and extraordinary.............................  278,632 00
Total for 93 miles..............................................................................................   $2,136,181 00
Average cost per mile $22,969 86.




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The above approximation is based on the amount of 1,571,430 cubic
yards of earth and rock; 12,955 cubic yards of square drain masonry;
17,919 cubic yards of arch masonry; 10,525 cubic yards of bridge
masonry; 500 lineal feet of wooden bridging, and is made principally
on the line of approximate location as run in the field. A final location would not vary materially from it. As already explained, time
nor means did nBt admit of preparing a suitable.map for platting a location to enable me, by the use of the copious notes showing the transverse sections or slopes of the ground, to estimate more closely the
quantities incident to such changes as might have been suggested.
It would be advisable, on final location to make such changes to secure a more stable road-bed and to reduce the degree of curvature at
some points. It may safely be stated that under all contingences of
this character this road may be built from  Charleston to the mouth  of
Little Otter Creek inside of and not to exceed $25,000 per mile.
As a conjectural estimate for the entire line to Weston, I offer the
following as a maximum:
From Charleston to Little Otter 93 miles, at $25,000 per mile....................................... $2,325,000 00
From Little Otter to Weston, 39 mies at 45,000 per wmile.............................................     1,755,000 00
Total...................................................................................................................  $4,010,000   00
Giving an average of $30,909 per lile.
Respectfully Submitted,
ALBERT HI. CAMPBELL,
Chief Enzineer.