Some of these series of arches on the amphibious section of the railway are only a few hundred feet in length; others measure as many thousands of feet from end to end. For instance, between Long and Grassy Keys—the islands are known as “keys”—the over-sea viaduct is 2 miles from end to end.
The viaduct work was confined to the deepest parts of each channel, being approached from either end over a substantial earthen embankment. Some idea of how this expedient saved the costly task of bridge-building may be obtained from the fact that whereas the distance by the line between Grassy and Long Keys is 29,544 feet—5.6 miles—the approach embankments aggregate 19,100 feet of this total, the long, symmetrical line of arches totalling 10,444 feet. In the case of the gap between two other keys the water is closed by an embankment 21,800 feet in length. In another instance the earthen structure stretches for 11,950 feet to connect Upper and Lower Matecumbe, but inasmuch as this channel is used by vessels, the navigable channel is spanned by a drawbridge 120 feet in length to permit vessels to pass between the Atlantic and the Gulf of Mexico. In the first 78 miles of track running out to sea from the mainland no less than 14 miles represent bridge-work, the remaining 64 miles being carried out on embankments across the islands and shallow straits, or by timber trestling.
On the islands, grading was not accompanied by any great difficulties. The Keys are for the most part somewhat low-lying, and a certain amount of excavation and filling was required. The latter work was expedited by building a crude trestle down the centre of the right-of-way, on which was laid a large pipe communicating with dredgers, and through this conduit was pumped sand, mud and gravel in a continuous stream to form the grade to the required height, the slopes on either side afterwards being flanked with a thick layer of large stones. Direct labour was employed on this section of the undertaking also, and for the most part the ordinary wheelbarrow, pick and shovel supplemented the efforts of the dredger and pipe line. As the Keys are of coralline limestone, an excellent material for ballasting the line was readily available.
When a point known as Bahia Honda was gained, the engineer-in-chief resorted to more expeditious practice. Ten huge mechanical excavators, each capable of doing every day the work of from 50 to 100 men, were brought into action. They devoured the spoil to throw up the embankment at such a speed that one could see the grade’s daily growth. It was a tedious operation to get these excavators to the scene of action, because they had to dig their own way through the soil to the right-of-way, a task which occupied from one to four months, according to the situation of their respective stations.
One of the gravest difficulties in connection with the whole undertaking was that experienced in provisioning the 3000 or 4000 men scattered at various points, feverishly toiling to fulfil the realisation of the financier’s dream, together with the requisite material. Every drop of water, either for human requirements or machinery, had to be transported in huge tanks from a distance of 100 miles. The engineer-in-chief pluckily attempted to cut down this haulage distance one-half by establishing a water station at a creek 50 miles nearer the front. But he reckoned without Nature:
They had just got the plant going when a wind sprang up and prevented the boats, specially acquired to transport the water from the station to the nearest point on the railway, from approaching within a mile or so of the shore. Hurried arrangements had to be made to draw temporary supplies from Miami once more. A week or two later the wind veered round and blew just as furiously in the opposite direction, with the same result. This experience sufficed to prove that no reliance could be placed upon the new water station, so it was abandoned.
Similarly, all the broken rock for the concrete had to be brought from the quarries at Miami, and with the cement was stacked in huge heaps at Knight’s Key, which constituted the supply depot. The scattered situations of some of the constructional gangs taxed the efforts of the commissariat to a straining-point. In many cases the supply boats, in order to get to their destination, only perhaps a mile distant as the bird flies, had to follow a circuitous route of eight or ten miles to get there.
When it was seen that Mr. Flagler was serious in his intentions, and that the first stretch of viaduct was completed successfully, it was maintained that “Flagler’s Folly,” though a wonder of engineering, never could hope to pay its way. Time alone can prove or disprove this contention, but it is worth while to observe that, as each section of the line has been completed, strenuous efforts to develop the country penetrated thereby have been made. The Florida East Coast railway serves an essentially pleasure country—the Riviera of America. Yet, as the line plunged southwards, hotels sprang up at various sylvan spots, and they rapidly assumed positions of importance. The only barren stretch is the Everglades. The commercial conquest of this useless expanse must come later inevitably, and indeed energetic measures to this end are in active progress.