146 Chronicles of the Cape Fear River

The following remarkable official statement was made by the
United States engineers in 1853:

“The Cape Fear River is the natural and actual outlet of the
products of 28 or more counties in North Carolina and of sev-
eral counties in South Carolina. In one item of future exports
other Southern States are interested and the whole country must
be so in time of war: Coal in large quantities and of an excel-
lent quality has been found upon the waters of the Cape Fear,
about 120 miles from its mouth, and at no distant day, it is
supposed, will become a regular article of export. We may,
therefore, have—what must be regarded as a national benefit
at all times, and in time of war as of very great importance—a
depot of coal upon the Cape Fear, independent of supply from
the North, and beyond the reach of the enemy. But this depot
will, in great measure, be lost to the country unless the Cape
Fear shall be improved so as to admit our ships of war.”

Unfortunately, the mining of this coal a few years later did
not prove a success.

Cone@reEssionaL Arp To River IMPROVEMENT.

It was not until 1826 that Congress began to make appropria-
tions for river and harbor improvements, and three years later
the Cape Fear River was included in the list. For ten years an
annual appropriation of $20,000 was regularly made, and then
because of a change in public policy such appropriations ceased.
The Democratic party was opposed to internal improvements at
the expense of the government. From 1838 to 1866 only a few
river and harbor bills were passed. Mr. William S. Ashe, the
representative from the Cape Fear district in 1854, differed
with his party on the subject of internal improvements and suc-
ceeded in getting through a bill carrying $140,000 for the Cape
Fear River, the particular object being to close New Inlet,
forcing all the water of the stream over the Main Bar. In order
to accomplish his purpose he had to persuade many of his Demo-
cratic associates to withdraw from the chamber, and so many
withdrew that, although his bill received a large affirmative vote,
there was no quorum, and he had to call in others to make a
quorum. On the final vote the bill passed, but there were still
more than eighty Democrats absent. That was the beginning
of the effort to close New Inlet, which was nearly accomplished
when the war stopped operations, but when blockade running
began, every one rejoiced that the inlet was still open.

Early Years 147

In after years Senator Ransom exerted himself with success
for the improvement of the river, but the greatest improvement
has been accomplished under the influence of Senator Simmons,
at the time acting chairman of the Committee on Commerce,
having such matters in charge. He has secured a 26-foot chan-
nel, increasing immensely the commercial facilities of Wilming-
ton, which her business men have quickly developed. Senator
Simmons has likewise secured the adoption of a project to canal-
ize the river from Wilmington to Fayetteville, and has been a
strenuous advocate of the Coastal Canal, now about to be con-
structed. He has long appreciated the value of inland water-
ways and was a member of the Commission on Waterways sent
to Europe by Congress a few years ago. In 1909 he was a
prime factor in securing the adoption of the proposition to have

a survey made for an intercoastal waterway from Boston to the
Rio Grande. In 1912 he secured the adoption of the Norfolk

and Beaufort section of that great undertaking and the purchase
by the government of the Albemarle and Chesapeake Canal.

He also secured the deepening of that waterway to twelve feet.
The River and Harbor Bill now pending carries a provision
for a survey to increase the depth of water from Wilmington to

thirty-five feet.

RAILROADS—THE FIRST PROJECT.

In March, 1833, the commissioners of the city of Fayetteville
were instructed to negotiate a loan of $200,000 to be invested in
the Cape Fear and Yadkin Valley Railroad, which, with indi-
vidual subscriptions, would be more than enough for the organi-
zation of the company, and work could be begun in the spring

of 1834.
On May 1, 1833, the People’s Press advertised that the sub-

scribers to the stock of the Cape Fear and Yadkin Valley Rail-
road, by applying to Dr. William P. Hort, would be refunded
the amount of money paid by them on their shares, after deduct-
ing 12 per cent for disbursements. It was further stated that

the project was abandoned because of lack of support by the in-
habitants of the western section, who would not contribute one

cent to the enterprise of establishing a railroad from the sea-
board to the mountains.