GULF, COLORADO AND SANTA FE RAILWAY COMPANY

EARLY RECONNOISSANCE AND PRELIMINARY SURVEYS

(continued)

To the President and Directors of the Gulf, 
  Colorado and Santa Fe Railway Company:

Gentlemen:

The engineer party for the preliminary survey of your road took the field on the 17th of August last, three weeks having been devoted by me to the efficient organization of the party, and the purchase of transportation, supplies and instruments.

Under resolution of the Board of Directors examinations were first made with a view to the selection of a point for crossing the bay, as that would, to some extent, control the route on either side. The position at Deer Islands was first carefully examined, sounded and measured. The party then moved to Caronkaway reef and repeated the operation, and on their return soundings and measurements were made just above the present bridge of the Galveston, Houston and Henderson Road. These examinations were not made with the minute detail necessary for an exact location of a bridge, but sufficiently so to enable us to choose between the positions, and to estimate near enough the relative cost of construction.

AT DEER ISLANDS

The whole distance across was.....................................................................20,027 ft.
Of this the three islands measure................................................................. 5,700 "
Leaving the water width...........................................................................14,327 "

The islands are low and marshy, except along a very narrow strip each, on the north and south islands, and are not more than one foot above ordinary high tide, subject to overflow, of course, in time of exceptionally high water. The depth of water, generally, is much greater here than at either of the other points examined, giving a much larger cross section, and adding to the cost and difficulty of bridging; and as this postion is such that no part could be embanked without interference with the tidal flow in the bay, it is not deemed worthy of further consideration.

AT CARONKAWAY REEF

The distance across, as measured, is made 15,890 feet, with a depth varying from two to five feet for 12,500 feet, and for the balance from four to six feet. This point is a middle ground where the tides meet, and therefore could be embanked where the depth of water and foundation would allow, without affecting the tidal flow, or injuring navigation, and the channel presents a more uniform depth and better foundation for bridging than at Deer Islands. It is probable that a more minute examination and a slight change in position and direction, will enable us to reduce the length of this crossing by some two thousand feet. An examination with this view was ordered, but the occurrence of a heavy storm about this time delayed us so much in the work, it was deemed best to move on, and undertake it, if decided on, at a more propitious time.

Returning from Caronkaway, the position just west of the present railroad bridge was measured and sounded. It has a width of 10,000 feet, and after leaving the shores a short distance varies in depth from five to eight feet. No serious obstacles to the bridge builder are presented, and the line is one-third shorter than either of the other two. Against this position it has been urged that any bridge will more or less obstruct the flow of water to and from West Bay and to that extent injure the harbor of Galveston, a result to be deprecated. This objection might be valid were it not that the present bridge has already interposed more obstruction than any new one could do, if built of proper material and on a suitable plan. And it may be reasonably hoped that some arrangement is practicable by which the two companies may unite on the construction of a permanent bridge for joint use, and thus remove the objection made by the United States engineers to the obstruction now existing. The whole distance would have to be bridged, as no embankment would be permitted, even were it practicable, owing to the obstruction it would cause to the flow of the tide. Such a structure of material which would resist the attacks of the sea-worm (Teredo Navolis), and on a plan offering much less resistance to the tidal flow, might be made to replace the old bridge, and at a cost but little if any greater than that of the present structure. But a more permanet work, with an iron draw, would prove economical in the end.

After these examinations the party was detained a week by the heavy rains and storms which prevailed early in September. This time was spent in office work, and in running an experimental line from this city to Caronkaway. On the 10th of September they crossed the bay by steamer, and on the next day took up the line from Caronkaway to Columbia, which they reached on the 21st. The necessary deflections to cross West Bay at Caronkaway, and to head Chocolate Bay, render this route as long as that by Virginia Point, and more difficult and expensive in construction.

No survey was made at the west end of the bay, as the crossing there would be attended with some exposure to the open sea not incident to either of the other points. But some considerations induce me to suggest a slight examination at that point before a decision is made. A bridge there would be shorter than at either of the other points, and after passing the bay and the low country bordering it, the reach of country on to Columbia would be found, probably, much more valuable and productive, with large quantities of timber and fuel, and affording a much cheaper and more stable route for construction. These points could only be determined, however, by an instrumental survey.

One advantage this route would possess over either of the others, would be the level, firm and almost straight line on the island, skirting the gulf shore for twenty miles, presenting a fine view to the traveler and bringing the market products of the island to our very doors. This would cause a rapid development of suburban property, and greatly enhance its value.

About eleven miles from Columbia the survey enters Oyster Creek bottom, and thence to the Brazos River; runs near the Houston Tap and Brazoria Railroad, crossing it near Oyster Creek. The route for this distance is through heavily timbered, alluvial lands of great fertility. The standing crops, though evincing neglect in cultivation, showed the wonderful capability of the soil. Nothing but a supply of labor is needed to convert this comparative wilderness into a mine of agricultural wealth. Striking the river opposite the northern limits of the town of Columbia, at a point just above the mouth of Varner's Creek, a suitable position was selected for the crossing where no serious obstacle to bridging is presented. The distance to this point from Galveston is 53.88 miles, which may be reduced some two miles or more by straightening and correcting the line.

From Columbia the line follows the valley of Varner's creek in a general direction nearly northwest to Daimon's Mound, fourteen miles (not exceeding thirteen when corrected.) The country is mostly prairie and the land very fertile. This mound, over which the line passes, is a very remarkable geological formation. It is composed in great part of limestone, doubtless valuable for building purposes, as well as for burning into lime, for which it is now being used; and there are indications of other materials including sulphur. Analysis shows one specimen to be of sulphuret of iron. These products must eventually prove of great value to any market which may be opened for them. The mound rises to a height of sixty or seventy feet above the surrounding country, and has a soil of great fertility. A slight deflection to the north would shorten our line and throw it to the foot of the mound, thus saving the deep cut on our profile. From this mound the route continues in a direction nearly northwest, on the ridge dividing the Brazos and San Bernard, through a gently undulating prairie of great fertility, until it crosses the line of the Galveston, Harrisburg and San Antonia Railroad, two and three-fourths miles west of Randon Station, and at a distance of 35.52 miles from Columbia, and 89.4 from Galveston.

From the crossing of this road our line passes the narrow neck of land between the Brazos and San Bernard at Six Mile Creek, the Southern boundary of Austin county. From this point our direction carries us near Bellville, the county seat of Austin, crossing Mill Creek some four miles south of the town. A change of location here, some four miles to the west or six to the east, will afford a much cheaper and more desirable line, and reduce materially the maximum grade-a prime consideration.

From Bellville toward Caldwell, our next objective point, we run nearly due northwest, still to the vicinity of Brenham, county seat of Washington, on the western or Austin branch of the Central Road, crossing west of town. This portion of the route runs through a beautiful highly improved and productive country, but sufficiently broken to prevent difficulties. The location here would require time and careful examination. A few hundred dollars thus spent, in the end saves thousands in construction and more in repairs and running expenses. The distance from the crossing of the San Antonio Road to the crossing of the Central is 51.85 miles. The whole distance from Galveston, 141.25 miles. Upon a re-examination, for location, this can be reduced to about 135 miles. Some little time was lost by sickness in the party, resulting from previous exposure.

At Brenham the party was broken up; such as were not necessary to bring up the work were discharged, the outfit, except the instruments, was sold and the survey suspended.

In presenting the results of our labors, I must remark that no greater errors can be committed than in accepting preliminary lines and making localities without close examination of the country, and accurate instrumental measurement. Advantages and disadvantages can be ascertained in no other way, and must then be carefully weighed, and that line selected which combines economy with efficiency. The saving of a mile in length may be a great consideration in first cost, and still greater in future operation - but the imperative necessity for drainage to the road-bed, the daily saving from low grade and the proximity of fuel and other supplies for future service, are elements of such importance that they often outweigh the difference in length. A few thousand dollars thus expended before location and construction is repaid an hundred fold in the future cost and operations of a road.

These remarks apply with peculiar force to our preliminary line now submitted for your consideration. Passing for much of its length through a country uninhabited and but little known, no information of value could be obtained by the engineer, except by examination. Even the maps of the country which serve the purposes of travelers, are so inaccurate in details as to mislead the surveyor and compel him often to run his lines over. Estimates based on such preliminary examinations are but approximations, subject to great modification, and generally to large reductions.

With these necessary explanations, I submit such an estimate as the information obtained will justify. The minimum for the first cost of an efficient road is given and such modifications and additions are suggested as in my judgement will addd to the efficiency and ultimate economy of the work.

With a geographical position securing to us many and extraordinary "natural advantages" - including a back country unsurpassed in fertility and rapidly filling with an industrious, hardy and virtuous population; with a State government which it depends upon ourselves to perpetuate, guaranteeing to every man freedom and the fruits of his labor, and with the means to avail ourselves of these manifold blessings, it will be the fault of Galveston and her people if she does not burst the shackles which now bind her and assume and maintain the position which nature has assigned her. But to do this, something more is necessary than a confident reliance upon "natural advantages". These are important and valuable, as far as they can serve us, but we must reach out our arms and gather the fruits with which a bountiful nature has surrounded us or others will soon do it, and we shall but repeat the history of many of our Southern marts where the daily hum of business has ceased and decay is doing its work.

The construction of your road at an early day and by your own means and exertions is necessary to secure to you a vast trade which must soon be lost without it; for the same productive region it penetrates is now being invaded by rival commercial communities, and a business once lost is regained with great difficulty, if at all. Nor is it of less importance to the State than to the city, for which adds to the prosperity and wealth of the latter must in the same proportion benefit the former.

These remarks apply with special force to your enterprise, because the time and attending circumstances are propitious; yet it is but one of several problems which must sooner or later require solution at our hands if we propose to maintain the advantages and work out the destiny so clearly indicated by our position and its surroundings.

											Respectfully submitted,
											BRAXTON BRAGG, Engineer

Volume 7 Splinters pages 138-142 transcribed in altered form for the web by Johnnie Welborn, Jr.

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