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DOC. No. XVII.
THIRTY-EIGHTH
ANNUAL REPORT
OF THE
BOARD OF PUBLIC WORKS
TO THE
GENERAL ASSEMBLY OF VIRGINIA,
NEW YORK
WITH THE PUBLIC
LIBRARY
ACCOMPANYING DOCUMENTS.
1853-4.
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THE NEW YORK
PUBLICLIBRARY
97385
ASTOR, LENOX AND
TILDEN FOUNDATIONS.
1898.
MAOY WHI 3V1
M
VIATED
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Doc. No. 17.
iii
REPORT.
The Board of public works respectfully submit to the general as-
sembly the following
REPORT.
On the 4th of July last, the commissioners of the Board of public
works, elected under the act of March 9th, 1853, assembled at their
office in the capitol, and proceeded to organize conformably with the
terms of the law. The terms of service of the several commission-
ers first elected under this law being required to be decided by lot,
it was so decided that the term of service of Archibald Graham, the
commissioner elected from the second or middle district, should ex-
pire in the year 1855, that the term of service of Edward J. Arm-
strong, the commissioner elected from the third or upper district,
should expire in the year 1857, and that the term of service of
Thomas J. Boyd, the commissioner elected from the first or lower
district, should expire in the year 1859. Archibald Graham was
elected president of the Board, and William R. Drinkard was ap-
pointed their secretary.
Very soon after their induction into office the Board became fully
sensible that the duties they were required to discharge were neither
few nor trivial, and that the obstacles in the way of a successful
performance of those duties were by no means inconsiderable. Ne-
vertheless they determined to summon to their assistance all the
zeal and energy of which they were possessed, resolved to deserve
if they could not win success. In one respect their position was
peculiar, and to that extent embarrassing. They did not, as new
men, enter upon a field of labor new to the law or to the people
whom they had been elected to serve. On the contrary, the thea-
tre upon which their operations were to be exhibited had long been
illustrated by the administration of able and distinguished predeces-
sors, a rivalry of whose successes and a shunning of whose erro'
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Doc. No. 17.
any they committed, presented alike difficulties that might not be
overcome and dangers that might not be avoided. The schemes
that were to be carried out, the plans that were to be perfected, had
not been originated by the device or the suggestion of this Board,
and therefore from a not impossible misapprehension of the true
character of the design, it was to be feared that the execution of
such a work might end in reproach to themselves, and possibly in
discredit to the projectors, whose greater wisdom and larger expe-
rience, if permitted, might have produced far more fortunate results.
Sensible of the serious difficulties by which they were met at the
threshold, and anxious to gain the approbation, and honestly desirous
to promote the welfare of their united constituency, the Board did
not hesitate promptly and cordially to avail themselves of every
attainable instrumentality that might be serviceable, while at the
same time they were not incautious in treading upon new and some-
what unfamiliar ground.
The duties required of the Board of public works by the laws
now in force are of a three-fold nature. First, they are required to
supervise the construction of those works of internal improvement
of which the state is the sole patron. Secondly, to represent the
state as joint patron and proprietor in those works of internal im-
provement in which the state is interested with other stockholders;
and lastly, by a judicious disposition of the bonds of the common-
wealth to raise the means to enable her to meet the liabilities in-
curred by reason of the two species of improvements in which she
has wisely and liberally engaged.
It will be the object of this report, as far as practicable, to pre-
sent to the general assembly a succinct view of the operations of
the Board of public: works. in their efforts to perform the labor im-
posed upoi them'as :Just désignated, during the brief period of their
official existence.
The improvement that first attracted their notice, and that has
ever since claimed and received a large share of their attention, was
the Covington and Ohio railroad.
The preliminary steps necessary to the execution of the law
directing the construction of this great work, were taken previous
to the organization of this Board, but at their first meeting they
promptly undertook to prosecute what their predecessors had com-
renced. A large portion of the western division of the road lying
the mouth of Big Sandy river and the mouth of Scary
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Doc. No. 17.
creek, embracing a distance of nearly fifty miles, was let to contract
upon terms that were deemed reasonable. Proposals for the con-
struction of a corresponding portion of the eastern division, as
required by law, could not be received and acted on at so early a
period. In the first place, the point originally designated as the
eastern terminus of the road, was not, in the opinion of the Board,
the true terminus contemplated by the act of assembly. They,
therefore, after hearing the opinion of able and distinguished
counsel for and against this view, and after mature reflection and
deliberation, fixed the eastern terminus at the town of Covington
in the county of Alleghany. In the second place, the conflicts
between the location beginning at and proceeding west from
Covington, for the railroad and the location of the James river and
Kanawha canal, whose prior right is specially acknowledged by the
act aforesaid, had to be harmonized by a careful and conjoint resurvey
by the engineers of the respective works. Again, a short distance
from Covington a still more imposing obstacle to speedy construc-
tion presented itself. Two routes, rivaling the one known as the
Greenbrier route, through intelligent, ardent and sanguine advocates,
urged their respective claims for preference. These were the Monroe
and Meadow river routes. Notwithstanding the line leading by the
White Sulphur springs had been selected and a final location ordered
upon it, the appeals to the Board for a resurvey of the other two
routes were so numerous and emanated from sources SO fully entitled
to their respect and consideration, that they deemed it a matter of
duty to the largely interested public, and, indeed, to the work
itself, that those surveys should be made before any work east of
the Alleghany mountain was put under contract. Consequently,
they authorized Charles B. Fisk, Esq. the chief engineer selected
for that purpose, and a gentleman of high distinction in his profes-
sion, to place immediately upon each of those routes, parties
sufficient to make, with all practicable speed, thorough and satis-
factory actual surveys of the two. These surveys had not pro-
gressed very far before it became apparent to the Board that the
just claims of the three competing routes could not be fairly
considered or truly ascertained without further surveys upon the
Greenbrier line. They accordingly instructed Mr. Fisk to place a
party upon that route also. These orders have been very promptly
and energetically prosecuted; and while the result may bring dis-
appointment to some, the Board entertain the belief that their
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vi
Doc. No. 17.
decision will be received with a manly and noble acquiescence in
keeping with the high character and intelligence of the parties
engaged in this local contest. Some weeks since, the further
prosecution of the survey on the Meadow river route was aban-
doned, enough having been ascertained to satisfy its friends and the
chief engineer of its impracticability. The resurveys upon the
remaining routes, necessarily protracted, and thereby producing
delay in the transmission of this report to the legislature, have been
completed, and the report of the chief engineer is herewith sub-
mittted. To it the Board refer, with the conviction that the interest-
ing and valuable facts it contains will amply compensate for a
careful perusal. It has been too recently placed in the possession
of the Board to enable them to examine its details with that care
which the importance of the subject demands, and, consequently,
to determine, finally, respecting the advantages and disadvantages
of the two competing routes. That decision they expect to make
early in February, and, immediately thereafter, to direct a final
location to be made in accordance with it after which, they appre-
hend, the work of construction on the eastern division will be
hindered by no serious obstacles.
The construction of such a work as the Covington and Ohio rail-
road, being an undertaking of unusual magnitude, embracing a line
of active operations of two hundred and thirty miles; requiring the
subdivision of labor among a very considerable number of contrac-
tors; demanding, also, the active services of large and numerous
parties of engineers, the Board were impressed with the belief that
the labor of special or even general supervision would require the
imposition of too heavy a tax upon the capacity of any one indi-
vidual. Therefore, believing that the Code of Virginia conferred
upon them the authority, they created the office of superintendent
of the Covington and Ohio railroad, assigning to it duties similar to
those required of a president of a railroad company, holding its
incumbent at the same time always amenable to the orders and the
authority of the Board. This office they filled by the appointment
of James G. Paxton, Esq., of the county of Rockbridge, a gentle-
man of fine intelligence, sound judgment, great industry and unti-
ring energy, whose conduct, thus far, has fully realized the expecta-
tions of the Board, and entirely satisfied them that their action in
the premises, in regard to economy of expenditures, as well as
fidelity in the execution of contracts and a vigilant superintendence
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Doc. No. 17.
vii
of every interest connected with the improvement, was eminently
proper.
In connection with this subject, it is pertinent for the Board to
say that, with a view to promote what they conceived to be the
best interest of this important work, they, early in November last,
conferred upon Mr. Fisk the appointment of chief engineer of the
road; and from the zeal, ability and remarkable energy exhibited by
him in the prosecution of the resurveys entrusted to him, they
think they have reason to congratulate the state upon so fortunate
a selection.
The fact cannot be disguised, that the Covington and Ohio rail-
road, as the extension and great feeder of the Virginia Central rail-
road and the James river and Kanawha canal, is that improvement
in Virginia to whose speedy and successful completion the attention
of thousands at home and abroad is most particularly and anxiously
directed. It is destined to be a great state, if not a national,
thoroughfare-affording a broad avenue for the rapid and convenient
transit to the East of the already immense and yet constantly aug-
menting products of the fertile West, and inviting, with almost the
certainty of acceptance, an entrance into our own ports by the
richly laden ships and steamers of the importer from every European
clime. It extends the open hand to immigration, and points the
laborer and the speculator to a country whose valleys teem with the
richest products, within whose mountains are inexhaustible and
priceless treasures, that answer liberally to the calls of honest in-
dustry, and whose never-failing waters are restless to lave the
motive power that inspires with life the loom, the spindle and the
mill. To such a work a Virginia legislature should not look with
indifference. It rather should receive, as it deserves, its cordial and
unstinted favor and patronage. The Board feel it peculiarly incum-
bent to press this view of the subject with earnestness. The central
position of Virginia, the comparative mildness of her climate, the
low grade, and the consequently small cost at which her works can
be constructed, the growing demands of commerce, the increasing
clamors of the productions of the mighty West and Northwest for a
certain avenue to market, the vexatious obstructions to transporta-
tion upon more northern improvements, caused by the rigors of
protracted winters, are some of the considerations that point to this
particular work as one of extraordinary value and importance, and
are some of the reasons that should impel Virginians to embrace
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viii
Doc. No. 17.
the opportunity to wrest from an empire its trade, and to invest
their own soil, and to nerve their own arms with the wealth and the
greatness of empire.
Entertaining such sentiments, it was not more the duty than the
pleasure of the Board to adopt the most energetic measures for the
rapid and efficient execution of their portion of the responsible but
agreeable labor of constructing this great national highway. Al-
ready have the contractors upon the western division made com-
mendable progress. Very soon the entire distance between the Big
Sandy river and Scary creek will be in process of construction ; and
not long thereafter, contractors will be at work upon the whole of the
first fifty miles west of Covington. Indeed, the Board had hoped
that, in this report, they would have been able to inform the general
assembly of the fact that the work upon the first section of the
eastern division had commenced. In this, however, they have been
disappointed, from the inability of the chief engineer to report fully
upon the resurveys at their adjourned meeting, which was held at
Covington on the 15th ult. for the purpose of letting that portion of
the road to contract. Conditional contracts, entered into at that
time, will now be confirmed, and the work of construction imme-
diately commenced. In order also to provide, in advance, every
arrangement necessary for expediting this improvement, the Board,
some time since, caused extensive advertisements to be made, calling
for proposals to furnish the rails, castings and cars that may be needed
for the road; and, it having been intimated that the occasion pre-
sented a fair opportunity for men of means and the proper capacity
to erect, in the favorable coal and iron regions upon which the road
will be located, establishments for the manufacture of the various
articles enumerated, the privilege was given, either to make and
furnish those articles upon the line of the road, or to make them
elsewhere and deliver them when and where they would be required.
The Board are gratified to know that those advertisements have
attracted considerable notice in Virginia, and also in more northern
states, and that, from various highly respectable quarters, at the
north and at home, bids have been received and they do not enter-
tain a doubt that contracts of a very favorable character will be
made for all the iron, cars and other equipments that may be wanted
for the entire road.
No expression of the legislative will has yet been made as to
whether this road should be prepared for a single or double track,
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Doc. No. 17.
ix
and it may not be improper for the present legislature to give some
instructions upon the subject. Experience seems to have indicated
the wisdom of at least preparing for a double track, although it may
not be immediately laid down, and in this instance it might not be
amiss to profit by the inconveniences which have resulted to other
improvements for the want of this precaution.
The mouth of Big Sandy river has been selected as the western
terminus of this road. No one, as the Board believe, is now dis-
posed to move for a change of that decision. There are many, how-
ever, and among them some of our most intelligent and extensively
informed citizens, who believe there exists a pressing present neces-
sity for the construction of a stem from the point of divergence from
the Kanawha river, down that stream to its mouth in Mason county,
opposite the town of Gallipolis in the state of Ohio. A glance at
the map of improvements in this and adjoining states, it would seem
to the Board, ought to satisfy every candid mind as to the absolute ne-
cessity for a connection, sooner or later, between the Covington and
Ohio railroad and the great improvements leading through the heart
of Ohio and other states, west, whose teeming products must pass
along her thoroughfares in quest of an eastern market, which mar-
ket, for some months in each year, can be reached with more facility
through Virginia than any more northern state. This may be con-
sidered a question merely as to time, admitting that this stem ought
to, and ultimately will, be made; but, like most other questions
of that character, it is more than probable that the present will be
found to be the most acceptable and propitious time. The enor-
mous products of western growth demand an outlet to market; and
when we consider their character and the pressing necessity for
their speedy and regular transmission to the great markets of the
world, we cannot but be impressed with the fact that this demand
must be promptly and immediately met by Virginia, or some other
more energetic and enterprising rival will snatch the palm. The
completion of this improvement as herein suggested, will bring Cin-
cinnati nearer to Richmond than to Baltimore, and inevitably make
Kentucky and Ohio, and their coterminous states, the interested but
mighty and unfailing tributaries to the wealth and commerce of Vir-
ginia. It is not necessary, however, in this report, to pursue the
subject and, therefore, it is cheerfully submitted to the wisdom of
the legislature.
ii
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Doc. No. 17.
The Board have already communicated to one branch of the gene-
ral assembly the amount that, in their opinion, might be judiciously
expended on this road during the years 1854 and 1855. They have
also transmitted to the same body a brief statement prepared by the
chief engineer, in response to a resolution calling for that informa-
tion. The entire report of that officer being now in the possession
of the legislature, each member will have the opportunity of calmly
and critically examining all the various calculations, statements and
practical details which it contains, and can form his own conclusion
as to the amount actually demanded for the vigorous and efficient
prosecution of this great work. The Board will not entertain a
doubt that convictions, resulting from such an examination, will in-
duce an appropriation that will justify them in speedily executing
the plans they have conceived for the successful completion of this
commendable enterprise.
Next in importance, as a state work, is the Blue Ridge railroad.
This undertaking has excited much interest in Virginia, and is
certainly one of very considerable magnitude. It was commenced
in the year 1849, and has been in progress ever since. While,
when completed, it will present an unbroken line only seventeen
miles in length, it cannot properly be regarded or estimated as an
ordinary railroad. The time consumed, and the money expended in
its construction, are alike repugnant to this conclusion. The expla-
nation is to be found, in part at least, in the fact that the road con-
sists principally of very high and dangerous embankments, deep
cuts, and long perforations through mountains either of excessively
hard rock, or of an anomalous, crumbling material, that adds greatly
to the danger of speedy and proper excavation.
On this road there are four tunnels : The Greenwood tunnel, 538
feet in length, is completed. This tunnel was made through dan-
gerous ground, and a heavy arch was found necessary to its support.
The second tunnel, it is estimated, will be about 830 feet long,
and is in progress of construction.
The third tunnel, 100 feet long, is through hard rock, and is now
nearly completed.
The main tunnel is 4,248 feet in length, of which more than 2,400
feet are now completed. The progress in this tunnel has been greatly
impeded by the unexpected opening in the heart of the mountain, a
distance of 900 feet from the western entrance, of a large vein of
water, which temporarily deluged the work and caused a transfer of
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Doc. No. 17.
xi
the labor of excavation to that of conquering and removing the un-
welcome visitor.
Ten miles of the road on the eastern side of the mountain are
completed, and it is expected that in February three miles on the
western side will also be completed. Intervening portions between
the tunnels might have been finished some time since; but as they
could not be used until the completion of the tunnels, it was deemed
unnecessary, and also a matter of proper economy, not to hasten the
progress of the work in those localities. Since, however, the deter-
mination of the Virginia Central railroad company to build a tem-
porary track across the Blue Ridge mountain, and thus connect with
their regular line at Mechum river and Waynesboro', greater atten-
tion has been paid to this part of the work, and more activity in-
fused into the operations at those particular points whose speedy
construction will facilitate the desired completion of the temporary
track. The road from Mechum river to the Greenwood tunnel is
now in use by the Virginia Central railroad company, and it is hoped
and believed that other portions, immediately wanted by that com-
pany, will shortly be completed.
The calculation of the chief engineer is, that the whole road, with
the exception of the main tunnel, will be completed during the pre-
sent year, and that in two, or at the farthest two and a half years,
the main tunnel will be finished. He also estimates that the expendi-
ture of an additional sum of three hundred and fifty thousand dollars
will be required to put the entire road in a condition in which, ac-
cording to law, it may be transferred to the Virginia Central ràilroad
company. This work has been under construction for several years,
and its progress has been slow. It is, however, nevertheless true,
that, in every instance, with the exception of the first year, the
amount that has been annually placed in the hands of the Board of
public works for its construction has been exhausted before the end
of the year for which it was intended. The accompanying report of
the chief engineer presents more in detail an account of the condition
of the work, and the difficulties and embarrassments he has encoun-
tered in the discharge of his responsible duties.
Before leaving this subject, the Board feel it their duty to call the
attention of the general assembly to the fact, that there is no provision
made by law requiring the Virginia Central railroad company to pay
toll on the passengers and freight transported over that portion of the
road between Mechum river and Blair Park, a distance of about four
and three-quarter miles, which has been constructed Digitized by by the Board of
xii
Doc. No. 17.
public works, nor for the repayment by the said company of the cost
of the construction of said portion of the road.
In the northwestern part of the state, various changes, with an eye
to economy, have been made by the present Board.
The Northwestern turnpike, which is now in a prosperous condi-
tion, has been placed under the supervision of Albert G. Kidwell of
Fairmont. The revenues of this road are amply sufficient to meet
the ordinary expenses of repairs and superintendence, although the
successful operation of a railroad contiguous to it may somewhat
diminish its receipts.
The Ohio river and Maryland, and the Fairmont and Wheeling
turnpikes have been united, and Austin Merrill of Fairmont appointed
superintendent of both. The former of these roads cannot be com-
pleted, and, consequently, cannot accomplish the useful purposes of
its projectors, without an additional appropriation.
The Beverley and Fairmont and Huttonsville and Huntersville turn-
pikes, also, have been united, and Jonathan T. Curry of Taylor
county appointed superintendent of both. The latter of these roads,
although partially completed, cannot be profitably or conveniently
used without a small amount of additional work, for which there are
no funds appropriated.
These improvements may never recompense the state, in actual
dividends, for the large amounts she has advanced towards their con-
struction; but, when completed, they will necessarily greatly enhance
the wealth and the comfort of her citizens contiguous to them, and,
of course, indirectly swell the revenues that are poured into the com-
mon treasury ; therefore, it is a matter for grave consideration, whether
the behests of true economy and a commendable solicitude for the
prosperity of those more immediately interested, do not require the
expenditure of another modicum of the state's means in order to
render available the large amounts which have already been so libe-
rally bestowed.
The Southwestern turnpike is an improvement which has received
a considerable portion of the public patronage, and in which a large
and fertile region of Virginia is intimately and deeply interested. Its
construction has been attended by many embarrassments, sometimes
threatening almost the total abandonment of the work. Notwithstand-
ing, however, the discouraging circumstances accompanying its pro-
gress, it is now nearly completed from Buchanan in Botetourt county to
the Seven Mile ford in Smyth county, a distance of 133} miles. The
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Doc. No. 17.
xiii
original intention of the legislature was to continue this road to the
Tennessee line, 42₫ miles beyond its present western terminus, and
it may be that legislative faith is pledged to its completion. Certain
it is, that the county of Washington, whose citizens have ever been
among the firmest friends of the work, has thus far received compara-
tively little benefit from it, and will not, probably, be compensated or
benefited corresponding to the reasonable expectations, based upon
past legislation, unless it is extended some distance beyond the Seven
Mile ford. Independent of the facilities which it affords to the imme-
diate section of country through which it passes, the road cannot be
regarded as unprofitable. The reports of the engineer and superin-
tendent for the three years last past, show a steady and gratifying in-
crease in the receipts from tolls, with the prospect of a larger future
increase. During the year ending the 30th September 1851, the re-
ceipts amounted to $10,720 during the year ending the 30th Sep-
tember 1852, the receipts were $14,869 58 ; and the amount received
in the year ending 30th September 1853, was $16,485 07. It is pro-
per further to add, that this increase has occurred notwithstanding the
proximity and competition of the Virginia and Tennessee railroad for
no inconsiderable distance. The fact that the railroad and turnpike
traverse very nearly the same district of country, and are, in many
places, near and parallel to each other, has caused the question to be
mooted whether the construction of the railroad will not supersede
the necessity of continuing the further construction of the turnpike.
With the facts before them, the Board are not prepared to decide this
question in the affirmative. On the contrary, they are induced to be-
lieve that the completion of this turnpike, though a work of minor im-
portance to the railroad, will greatly enhance the value of the coun-
try, and promote the comfort of the people more directly interested
and they, therefore, earnestly commend it to the favorable considera-
tion of the legislature.
The Staunton and Parkersburg road has not yet entirely recovered
from the disastrous effects occasioned by the extraordinary freshets
that occurred in the spring of the year 1852. The report of the
superintendent, which is herewith transmitted, shows that the con-
dition of the road is much improved, and that extensive and proper
arrangements have been made for its thorough restoration. The
Board indulge the hope that, under the management of the present
superintendent, the transactions of this road will yet realize the
hopes that inspired its projection.
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Doc. No. 17.
By an act passed March 18, 1853, the Board of public works were
directed " to have such parts of the Clarksburg and Buckhannon
turnpike road macadamized or planked, as they may think stand in
need of such improvement." The necessary steps have been taken
to execute this law. James D. Hall of Barbour county was ap-
pointed the superintendent for this purpose. After a careful exami-
nation of the road, he reported in favor of macadamizing, which was
concurred in by the Board and subsequently, large portions of the
work have been let to contract on favorable terms.
By an act passed February 28, 1853, the Board were directed " to
subscribe a further sum, not exceeding eight thousand dollars, to be
applied in extending and completing the Huttonsville and Hunters-
ville turnpike road from Marlin Bottom in the county of Pocahon-
tas, to Huntersville in said county, and in erecting a bridge over the
Greenbrier river at said Marlin Bottom." Upon an inspection of
the estimates of the engineer and the proposals for constructing the
road between the two points named in the act and for the erection
of the bridge over Greenbrier river, the Board were satisfied that
the amount appropriated was totally inadequate to the accomplish-
ment of the two objects upon which it had been directed to be be-
stowed. Therefore, they took counsel of their superintendent and
others informed upon the subject, as to which of the two improve-
ments was the more important for the accommodation of the present
wants of the section of country directly interested. The result
satisfied them that the bridge should be first constructed, and they
have accordingly ordered it to be put under contract. For the com-
pletion of the road to Huntersville, a small additional appropriation
will be required.
Another act, passed March 22, 1853, directs the Board to
appropriate the sum of $20,000, to be expended in the extension
of the Huttonsville and Huntersville turnpike from Marlin Bottom
in the county of Pocahontas, to Lewisburg in Greenbrier county."
In this instance also, the appropriation is insufficient. The road
was surveyed and located by that experienced and competent engi-
neer, Luther Haymond of the county of Harrison. He estimates
the length of the road to be very nearly forty-two miles, and the
cost of construction at an average of $ 544 64 per mile. This esti-
mate makes the cost of construction alone $ 22,875, without making
an allowance for the necessary charges for engineering and superin-
tendence. The Board have received proposals for this road, and
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have let to contract thirty-four and a half miles upon the most
favorable terms that could be obtained; but the whole work cannot
be completed without an additional appropriation of about $ 5,000.
The Board of public works were directed, by an act passed March
12, 1853, " to have constructed a turnpike road from a point on the
Staunton and Parkersburg road on the west side of Greenbrier river,
at or near Slavin's Cabin, to Summersville, the county seat of
Nicholas county." To enable the Board to execute this mandate,
they are authorized to appropriate, from time to time, a sum or
sums, in all not exceeding twenty-five thousand dollars." The
engineer, James Bennett of Lewis county, who was appointed to
locate and superintend the construction of this road, which looks to
an ultimate connection of the Staunton and Parkersburg road with
the Covington and Ohio railroad at the mouth of Gauley river, has
made his report, which is herewith submitted. It will be observed
that the length of the road, as located, is eighty-three miles, and
the estimated cost of its construction is fifty thousand dollars-just
double the amount appropriated. It may be that further legislation
will be had on this subject during the present session. If so, there
are interesting facts in the engineer's report which should not be
overlooked.
The Board have effected a purchase of the mountain section of
the Rocky Mount turnpike company, in obedience to the directions
of an act passed March 9, 1853, and have taken the necessary steps
for widening said section, according to the recommendation of the
former superintendent of the Floyd court-house and Hillsville turn-
pike, of which road this mountain section will, hereafter, form an
important part. The whole cost of the section and having it
widened will not exceed four thousand five hundred dollars, the
amount appropriated.
The construction of the road, authorized by the act of March 9,
1853, " from a suitable point on the Jacksonville and Cove spring
turnpike in the county of Floyd, across the Alleghany mountain,
and down the valley of the south fork of Roanoke river, to the
Virginia and Tennessee railroad at or near the White-house in the
county of Montgomery," has been commenced under the superin-
tendence of Jackson Godbey, who is also the superintendent of the
Floyd court-house and Hillsville turnpike.
The entire road, from Franklin in Pendleton county to Monterey
in Highland county, provided for in the act of February 14, 1853,
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Doc. No. 17.
has been let to contract and placed under the superintendence of
Benjamin Hiner, by whom it was originally located. This is one
of the few works whose cost of construction promises not to exceed
the appropriation.
On the 11th day of April 1853, the house of delegates adopted a
resolution instructing the commissioners of public works " to receive
and collect all the information touching the administration of the Bal-
timore and Ohio railroad within this commonwealth, in regard to the
rates charged from different points of the said road, and generally to
enquire whether in the management of said road unequal burthens are
imposed on the citizens of this state and that the said commissioners
be required to report their conclusions to the next general assembly,
with suggestions of such remedy (if any be needed) as the evils may
require."
At the first meeting of the Board, in the month of July last, this
resolution was taken into consideration. As the most practicable and
effective mode of obtaining the desired information, they deemed an
agency indispensable. They, therefore, authorized Jonathan M. Ben-
nett, Esq. of Lewis county, a member of the last house of delegates,
and a gentleman of acknowledged intelligence, energy and urbanity,
to collect the information and make the enquiries directed. A report
of his investigations is herewith presented, from which it will be seen
that he is of the opinion that the grievances complained of can and
will be remedied without legislative interference.
Of the various improvements conducted upon the joint stock prin-
ciple, in which the state is a stockholder, the James river and Ka-
nawha canal may be regarded as first in point of magnitude and interest.
This work has for a long time been one of absorbing interest to Vir-
ginia, and, from time to time, its successful completion has been a sub-
ject of deep concern to some of the wisest and best of our citizens.
Based upon the great idea of connecting the waters of the Atlantic
with the Ohio river, by a canal improvement through the heart of Vir-
ginia, its commencement inspired hopes which years have not fulfilled,
and created expectations whose realization is yet in the far off future.
Under managements which it is neither the duty nor the inclination of
the Board to criticise, and under a variety of circumstances frequently
adverse and discouraging, which it is not here necessary to detail, this
improvement has struggled and lingered so long in the east that all
hope of its ever progressing to the Kanawha, and consequently of
effecting the desired connection between the extreme eastern and
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western borders of our state, had well nigh been expelled from every
western breast. The old hope, however, is now being renewed that
its usefulness will yet be commensurate to its magnitude as a great
central thoroughfare.
The water line has finally reached the town of Buchanan, and
contracts have been made for all of the unfinished work between
Buchanan and Craig's creek, a distance of now about sixteen or eigh-
teen miles. When these contracts shall have been completed, there
will be in operation a continuous line of canal from the city of Rich-
mond to within about thirty miles of Covington, the eastern termi-
nus of the Covington and Ohio railroad. The will of the general
assembly, as indicated by the legislation of the last session, seems to
be that this improvement should be finished to Covington, and that
point for the present fixed as its western terminus. The Board en-
tertain the hope that this surmise is not erroneous. To connect
the canal with the Covington and Ohio railroad, would be virtually
to accomplish the designs of its original projectors, and could hardly
fail of rendering the canal from Richmond to Covington a source of
profit; and, as the state is 80 largely interested, as surety, creditor
and stockholder, in this canal, it would seem to be the part of wis-
dom in her representatives to connect it with every work which
could increase the revenues of the company.
It is proper here to remark that, at their last meeting, and at the
request of a respectable number of the stockholders in the James
river and Kanawha company, the Board adopted an order calling
a
meeting of the stockholders in this company on the 12th inst. The
object of this meeting, as expressed by the stockholders uniting in
the request, is to consider the propriety of selling the private stock
to the state, or of converting the debt due to the state into stock at
such prices as may be agreed on by the parties.
That meeting was held at the time appointed, and a proposition
for a transfer of the private stock to the state upon fair and equita-
ble terms was rejected by a very large majority of the stockholders,
other than the state, represented.
The Board, in obedience to the provisions of an act passed Feb-
ruary 25, 1853, entitled " an act to provide for the sale of the works
of the Rappahannock navigation company," have proceeded " to
foreclose the mortgage executed by the Rappahannock company to
secure the loan made to said company by the commonwealth under
the act passed February third, eighteen hundred and forty-eight."
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The sale of that company's works, improvements, &c. was made on
the 25th day of November last, in obedience to a decree of the cir-
euit court of the city of Richmond, to Wellington Gordon, trustee
for John Baker and others, for the sum of $ 393,400, of which amount
$132,416 67, the principal and interest of the debt due to the state,
have been paid into the treasury of the commonwealth. The pro-
visions of the act aforesaid having been fully complied with by the
purchaser, the Board have further complied with the said law by
subscribing on behalf of the state for $134,000 of the capital stock
of the new company, which amount is the principal and interest of
the debt due the state and the cost of the proceedings to foreclose
the mortgage.
For information respecting the other navigation companies in the
state, and also concerning the plankroads and turnpikes constructed
upon joint account, reference is made to the reports of the several
companies herewith submitted. Of the various railroads in progress,
in which the state is interested, it is not necessary that the Board
should take an extended notice. The reports of the respective com-
panies, herewith presented, are full and satisfactory, exhibiting extra-
ordinary energy in the prosecution of the several works, and teeming
with glowing anticipations of success incalculably beyond their
original promise. The Board are gratified to believe-indeed the
conviction is irresistible, that these improvements must be produc-
tive, and that much of the state's means, so liberally and properly
expended in aid of their construction, will be returned. How can it
be otherwise, if the present and projected system of railways in Vir-
ginia shall be perfected ? In the first place, there is the longitudinal
line from Weldon in North Carolina to Washington city, accommo-
dating the major portion of the immense through travel from north to
south, whose receipts for several years have enabled it to pay hand-
some dividends. Then, beginning at Alexandria, we find three
roads : one looking to the inexhaustible coal fields of Hampshire
county for a commerce that will not only fill the coffers of the com-
pany, but also attract to Alexandria a trade of vast magnitude and
incalculable value; another, running in a direct line to Strasburg, at
or near that point reaching out one arm towards the northwest, at
Paddytown, to arrest and share the heavy trade seeking that point
by way of the Baltimore and Ohio railroad ; then stretching forth the
other arm in a southerly direction through the fertile and beautiful
valley of the Shenandoah; with still another stem, starting not many
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miles from its eastern terminus, and penetrating the wealthy county
of Loudoun, to transfer its immense trade to a Virginia market-and
a
third, opening an avenue to market for the rich products of Fauquier,
Culpeper, Madison, Greene and Orange, now nearly connected with
the Virginia Central railroad at Gordonsville, and promising to tap
the Virginia and Tennessee railroad at Lynchburg. Then, taking
another point of departure at Richmond, or rather, at some eligible
point on York river, in sight of the broad, deep waters of the Chesa-
peake bay, we find, projected and in progress, a line of railroads from
the extreme east to the extreme west, traversing the centre of the
state, and visiting and blessing some of the most beautiful and valua-
ble districts of country. When these lines shall have been com-
pleted, the Ohio river will be tapped, for the partial or entire benefit
of Virginia, at four important points, Wheeling, Parkersburg, Point
Pleasant and the mouth of Big Sandy; and these Virginia improve-
ments will be promptly met by corresponding improvements, tra-
versing the great states of Ohio and Kentucky, whose united and
accumulating treasures will constantly and greatly swell that com-
merce which is yet to make glad the hearts of our people. Taking
another point of departure at Norfolk, we have a third line of con-
tinuous railroad in progress and projected to the state of Tennessee,
there to unite with roads whose western termini are located in the
great valley of the Mississippi, whose illimitable resources stagger
the imagination, and whose immense products are unequaled by any
country of like extent in the world. Of this line of Virginia roads,
the Virginia and Tennessee railroad deserves a more special notice.
It is a work of unsurpassed importance and magnitude, and will bear
upon its bosom treasures in which all the works of the state might
well desire to participate. The entire road runs through a country
of unexampled fertility, and no part of the Union is capable of pro-
ducing a greater variety of crops, while its minerals, for quality,
number and quantity, are scarcely equaled in any portion of the
world. The deposits of salt and gpysum are inexhaustible and of
unusual purity, and the coal, iron and lead abundant and rich. When
completed, it will necessarily be sought by productions and travel
more than equal to its facilities for transportation; and the traveler
will be furnished facilities for rapid transmission through mountains
and valleys, whose scenery is unsurpassed in beauty ; and a popula-
tion, production and area of country will be made tributary to the
road, whose extent has not yet been calculated.
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Taking Richmond again as a point of departure, we have another
important and valuable improvement, which is destined to realize
handsome profits and to bring to our markets, in quantity and value
beyond conjecture, the products of the rich tobacco and grain grow-
ing regions in Southern Virginia and, penetrating the Carolinas, will
open an avenue long needed by those productive but neglected re-
gions, whose trade of itself would furnish profitable employment to
a much larger work, and excite the interest of a more extensive
market.
In connection with this subject, there are other railroads in the state,
completed and in progress, which, while they may not be regarded as
pertaining to leading lines, are of incalculable importance to the sec-
tions of country immediately interested, and will doubtless unite in
swelling the general revenues of the state. The Winchester and Po-
tomac railroad, with its eastern terminus at Harpers Ferry, is engaged
in a profitable business, and pays its stockholders handsome dividends.
The Fredericksburg and Gordonsville railroad, whose organization
has recently been effected, proposes to meet the produce of the west
as it pauses on the line of the Virginia Central railroad at Gordons-
ville, and to become a competitor for its further transhipment east.
The Roanoke valley railroad, running from Clarkesville in the county
of Mecklenburg to Ridgeway, North Carolina, on the line of the
Raleigh and Gaston railroad, a distance of 25 miles, is now nearly
completed, and promises to be of essential service in transmitting to
market the valuable products of the fertile valley through which it
passes. The Seaboard and Roanoke railroad, leading from Ports-
mouth to Weldon, North Carolina, has been rebuilt, and recently a
branch from Weldon to Gaston has been constructed and opened for
the accommodation of freight and travel seeking an outlet to that
portion of Virginia by way of the Raleigh and Gaston railroad. In
this road the state has now no interest, save that which springs from
an earnest desire for the successful and profitable operation of the
improvements within her limits.
The state of Virginia is not interested as a stockholder in any of
the railroad improvements completed and in progress in the north-
western portions of her territory. Therefore, those works have not
come under, the official supervision of the Board. They, however,
are sincerely gratified to announce that the wants and the value of
that highly interesting and rapidly improving section have not been
overlooked or unprovided for by the wisdom and sagacity of indivi-
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dual capitalists and foreign legislation. The completion of the
Baltimore and Ohio railroad to Wheeling, and the vigorous com-
mencement of the construction of the Northwestern Virginia railroad,
from Three Fork in Taylor county to Parkersburg in Wood county,
have inspired our intelligent and enterprising Northwestern brethren
with new life and energy ; and the time is not far in the distance, if
indeed it be not near at hand, when that beautiful constituent part of
the Old Dominion, rich in soil and in minerals, and possessed of
illimitable manufacturing capacities, will compare advantageously
with the most highly favored portions of the commonwealth.
Thus we see that Virginia is, or soon will be, iron-bound by her
magnificent net-work of railways. When these great works shall
have been finished and in successful operation, a new era of com-
mercial success and renown will have commenced in Virginia. With
us there will then be " no north, no south, no east, no west." Then
we will be one people, interlaced with ribs of iron, bound by ties of
cordial affection, having one common purpose, enjoying a common
but abundant prosperity, and glorying in a common but eternal fame.
Then our cities-Wheeling, Alexandria, Lynchburg, Richmond, Pe-
tersburg and Norfolk-will at once become receptacles of a trade and
commerce which will attract capital and population. They will be
cities, not in name merely, but in all the elements to give them manu-
facturing and commercial consequence. We may then look forward
to a freedom from the vassalage to which we have been so long sub-
jected ; and that direct trade which we have been seeking with fo-
reign ports, and which millions might not force, will come unbidden
to our doors, offering to sell and to buy.
Before leaving this subject, the Board beg leave to call attention to
the following table, exhibiting a condensed view of railroad progress
in the state, together with the interest of the state in the capital stock
of the several companies :
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xx
Taking Richmond again
important and valuable
handsome profits and In
beyond conjecture, the
ing regions in Southern
Punt in the State, together
open an avenue long
the several Companies.
gions, whose trade of
a much larger work,
market.
In connection with
completed and in pm
I 1
: I
Capital thorized. stock au-
Payments made by
state.
pertaining to leading
tions of country imm
1
-
100000 00
160
3500000 00
time
6000 00
swelling the general
9
1200000 00
853814 79
-
50
tomac railroad, with
1000000 00
12044 27
128
-
250000 00
in a profitable but
-
45
460000 00
2889 00
#
-
289100 00
The Fredericksbin
e
691
2400000 00
502000 00
-
80
800000 00
has recently been
7230 00
-
103₫
3500000 00
as it pauses on
8
15
1457000 00
664122 91
60
-
769000 00
ville, and to be
84
-
685600 00
385600 00
X
76f
1
1000000 00
The Roanoke
275200 00
6
90
57
2000000 00
of Mecklenbur
18
-
22
300000 00
133320 00
67
55
1400000 00
805500 00
Raleigh and
a
48
-
68600 00
5
95
-
500000 00
completed, and
R
107
82
2116800 00
997442 87
16
80
125
3000000 00
market the
1374000 00
R
as
-
300000 00
83333 33
passes. The
802
809
873
mouth to W
240/240
-
branch from
2102
1049
873
$27096100 00
6102497 17
the accomin
portion of
%
LATION.
this road 16
2102
an earne
completed, 1049
improven
in progress,
873
-
The
$27,096,100 00
.
6,102,497 17
the railro
western
come us
are min
that big
overlood
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xxiil
Considering the interesting and important facts presented by this
table, the Board do not feel justified in concealing their opinion that
the works now in progress and projected are fully sufficient, for the
present, to engage all the energies and to consume all the available
means of the state, and that, therefore, the dictate of wisdom is, to
pause and breathe awhile before engaging in new works.
On the 18th of February 1853, a joint resolution was adopted
by the general assembly, authorizing the expenditure of a sum not
exceeding three thousand dollars, for the purpose of enabling the
Board of public works to improve the map of Virginia and to ascertain
her true boundaries." This resolution contemplated not only the labor
and cost of compiling, engraving and printing the map, but also the
purchase of new plates and the taking of the necessary astronomical
observations. Since the passage of that resolution, it has been
ascertained that such a map of Virginia, as it is not only important
but necessary to have, cannot be gotten up for less than about six
thousand dollars. The old maps of the state are very defective, and
give, at the best, an imperfect and unsatisfactory idea of the present
improved and altered condition of her territory. The demands for
a correct map of Virginia are already numerous, and will constantly
increase. If such a map were published, and provision made for its
sale, there is no doubt that the cost of publication would be par-
tially if not wholly reimbursed out of the proceeds of the sales.
The Board entertain the hope that the map of the internal im-
provements of the state will be finished in a short time.
As bearing on this subject and intimately connected with the de-
velopment of the mineral and agricultural resources of the state,
the Board beg leave, on this occasion, to bring to the consideration
of the legislature the subject of the geological map and other mate-
rials forming the unpublished results of the geological survey for-
merly prosecuted by Professor Wm. B. Rogers, under the authority
of the legislature. From their examination of what has been done,
and from what they understand of the revisional and other work
needed to render the report an accurate general picture of the re-
sources of the state, the Board are persuaded that the public interest
will be promoted by such provision as will enable Professor Rogers
to perfect the work already 80 far advanced, and to publish the
geological map and other materials in a suitable shape.
The geological survey prosecuted under the direction of Professor
Rogers, from 1836 to 1842, inclusive, has involved a total outlay of
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Doc. No. 17.
forty-five thousand dollars. The only results of the work published
by the state have been the annual reports of progress. These were
of necessity meagre and imperfect, because treating of researches
not completed, and were, besides, rendered comparatively useless
by the absence of maps and other needful illustrations. Most of
the important results of the survey are embodied in geological co-
loring on the state map and in the numerous transverse and vertical
sections exhibiting the structure and mineral contents of the several
divisions of each of the sections of the state.
The map used for engrossing the results of the survey was the
large nine sheet map of Boyè, the inaccuracy of which is now ge-
nerally known. In laying down the geological boundaries from
measurement, these errors have in many instances been approxi-
mately corrected. In the mountain belt of the state, where perhaps
the greatest inaccuracies are found, the corrections have been the
most numerous and important, owing to the fact that the topogra-
phy of this region is almost entirely controlled by the geological
structure of the ridges and valleys. But still many and great errors
of this and other parts of the map remain unamended, affecting as
well the geological as geographical details.
The Board are of the opinion that the general map of the state
may incidentally derive valuable improvement from a revision and
further prosecution of the geological survey, and that by this means,
without any great expenditure of time and money, it can be suf-
ficiently corrected to furnish a truthful geological picture of the
state.
The necessity of revisonal and other work preparatory to the pub-
lication of a geological map and report, is further demonstrated by
the following considerations:
In those districts of the state which, at the time of the previous
survey, were wild and difficult of access, it was found in most cases
impracticable, with the time and means at command, to attempt
more than a mere outline of the geological structure. In many
instances these regions have since been opened and partially developed,
affording at once increased facilities and greatly augmented induce-
ments for exploration. Through the increased activity of mining in
all its departments within the last twelve years, especially in coal and
iron, numerous local details, often of important general bearing, have
been rendered accessible, many of them requiring to be interpolated
in the sections already prepared, or to be represented in new profiles
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XXV
and on the map. In various parts of the state the lines of railroad
and other improvements, completed or in progress, afford new and
valuable opportunities for more critical measurement of the forma-
tions, for the settlement of doubtful points of structure, and for im-
proving the topographical details of the map. In a word, the revi-
sional and other work suggested seems to the Board to be indispensa-
ble, in order, by the aid of the better facilities and larger develop-
ments now available, to give to the map and illustrations, as well as
the accompanying scientific and economical details, such general ac-
curacy and completeness as is demanded by the mining and agricul-
tural interests of the state, and by the most recent advances in geolo-
gical science at home and abroad.
It is understood by the Board that this revisionary and additional
work can be completed at an expense not exceeding 10,000 dol-
lars, and that the map on a reduced scale, but much improved in its
topography, together with the perfected sections and other geological
illustrations and details, omitting costly pictorial embellishments, can
be published in handsome style for something less than this amount.
While the publication of such a map and memoir would furnish an
invaluable guide to the mining industry of the state, now entering on
a career of rapid development, it would afford a sure and permanent
basis for the local and general agricultural surveys to which the great
farming interest of the commonwealth is now beginning to direct at-
tention. By presenting an authentic and reliable picture of the mine-
ral resources of our territory, such a publication could not fail to aug-
ment the value of its soil, and to invite foreign as well as home capital
and enterprise to a more rapid improvement of the rich and varied
mineral and agricultural treasures of the state.
The finances have engaged the earnest and anxious attention of the
Board from the commencement of their official duties. Immediately
upon their induction into office, they became informed that a very
large amount of money was due to various internal improvement
companies having a right, under existing laws, to demand it. At the
same time, they ascertained that the arrangements that had been
made for obtaining the necessary funds were by no means equal to
the actual and anticipated demands. An urgent necessity, therefore,
left them no plausible or feasible alternative but to continue the plans
some time before adopted by their predecessors. They, however, at
the same time had an eye to ulterior arrangements of a more exten-
sive and permanent character, calculated to enhance the value of 01
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Doc. No. 17.
state securities in foreign markets, and, consequently, make them
more attractive at home. While, therefore, they continued the agency
of Messrs. Selden, Withers & Co., who had enjoyed, and doubtless
deserved, the confidence of a former Board, they, also, gave to those
gentlemen authority to visit Europe, as their agent, for the purpose of
negotiating a sale of Virginia six per cent. coupon, or five per cent.
sterling bonds. In August last, one of the members of that firm pro-
ceeded to London to execute the trust thus confided. He had scarcely
reached the point of his destination before the Board received news
from abroad anything but favorable to a successful and profitable ne-
gotiation. The failure of the grain crop in England, and the prospects
of war in the European horizon, immediately operated with great
stringency upon the foreign markets, and produced a corresponding
tightness in money matters in the great commercial emporium of the
Union. The price of money in London, under the operation of ad-
verse influences, rose from comparatively low to extraordinarily high
rates, creating a home demand more profitable than could be found in
American investments. Again, the great drain upon the Bank of
England for gold for continental purposes, forced that immense and
colossal moneyed establishment to the necessity of calling home their
balances due by the large merchants in this country. Those balances,
owing to our heavy imports from Europe, were unusually large, and
had thus unexpectedly to be met by an export of coin, attended by
serious inconvenience and loss. The operation, also, of the new law
of the state of New York, which went into effect on the 1st of August
last, requiring all the city banks to make weekly publications of their
condition, which caused an extraordinary contraction in their loans,
added considerably to the stringency of the money market at home.
So that neither in this country nor in Europe was the occasion oppor-
tune for Virginia to appear in the market as a borrower. While the
Board would be inexcusable for dealing in exaggerations, they would
not be less guilty were they to conceal facts having an important
bearing upon their financial transactions. They, therefore, refer to
the difficulties they had to encounter to show that they had not the
opportunity to avail themselves of advantages that previously existed.
Virginia stocks were not, however, the only sufferers from this pres-
sure. For the larger part of the last half year, nearly every market-
able stock, if indeed there be an exception, has been subject to an
extraordinary depreciation. North Carolina state stock, when only
half a million was in market, sold in New York at $103, notwithstand-
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ing the known and admitted capacity of that state to meet its obliga-
tions, and notwithstanding the further fact that its public debt is com-
paratively trifling. Georgia seven per cent. bonds sold in the same
city, at auction, in October last, for 1011. The decline in the price
of the securities of Pennsylvania, Ohio, Kentucky and other states
was in a similar ratio, while the decline in railroad and other stocks
paying 8 and 10 per cent. dividends, regularly without default, was
in nearly every case from fifteen to twenty per cent. The Delaware
and Hudson canal stock, for instance, was as high as $120 in July,
and in October it sold for $100; and yet it is a 10 per cent. stock,
and no cause existed for the decline but the tightness of the money
market.
Notwithstanding these complicated embarrassments, the Board are
happy to announce that they have been regularly and sufficiently
supplied with the means to meet promptly all the demands upon the
Fund for internal improvement. For this good fortune they are
indebted chiefly, if not entirely, to Messrs. Selden, Withers & Co.,
who have done all that energy, activity, sagacity and prudence could
effect, to supply the moneys needed by the state. The Board deem
it a matter of sincere congratulation that an agency was established,
having the will and the power to battle successfully with a severe
money panic, and in spite of the large increase of the state debt by
the last legislature and the gloomy and imprudent forebodings of
some in consequence of it, to meet punctually the heavy demands
upon the treasury, and through and above the smoke of the conflict
to bear the standard of our state credit intact and unsullied. When,
in addition to this, it is stated that through this agency, a sale has
been made to the Messrs. George Peabody & Co. of London, and
that a negotiation for a large amount of sterling bonds has com-
menced and is favorably maturing with Baring, Brothers & Co. of
London, one of the largest and most wealthy firms in Europe, it may
be affirmed, without the fear of successful contradiction, that the best
has been done that, under the circumstances, could be done, and that
the instrumentalities by which this result has been effected, deserve
lasting and unmeasured credit. With such establishments as those
of Peabody & Co. and Baring, Brothers & Co.-so deeply inte-
rested in the unvarying healthy condition of Virginia securities—
the Board apprehend that the revulsion in money matters must be
very severe and thorough that can shake the public confidence in
or impair the value of those securities. Indeed, they have the
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xxviii
Doc. No. 17.
pleasure of informing the general assembly, that if their negotiations
are permitted to mature, they do not entertain a doubt that they will
be enabled, upon very favorable terms, to raise the means to meet
every demand created by existing appropriations, and also to make
suitable preparation for such additions as the wisdom and prudence
of the present legislature may devise. It is proper here to observe
that the contract entered into with Messrs. Selden, Withers & Co. by
the present Board is, in its terms, similar to that last made with those
gentlemen by a former Board; that is, they were created the agent
for negotiating the sales of state bonds in this country and in Europe,
for which they were to receive a commission of one per cent. upon
the amount of actual sales, they paying all the necessary expenses
incurred in effecting the negotiations.
In all of their monetary transactions, the Board have kept an eye
steadily fixed upon the preservation of the credit of the state, and
have patiently, but resolutely, met the difficulties by which they have
been surrounded under the inspiration of a filial love and an oriental
faith that made them hope and believe that Virginia's financial repu-
tation, like her historic fame, would ever be without spot or blemish.
If, in conclusion, they may be permitted to say a word more par-
ticularly personal to themselves, they would remark that since their
induction into office, they have devoted nearly the whole of their
time to the discharge of their official duties; that they have visited
almost all the important improvements in the state ; and that, by
instructions to their proxies, directors and superintendents, they
have endeavored to infuse new energy into the several works with
which they are connected.
Respectfully submitted.
ARCH'D GRAHAM,
Pres't Board of Public Works.
January 28, 1854.
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Doc. No.117.
REPORTS,
RETURNS AND OTHER DOCUMENTS,
RELATING TO
JOINT STOCK COMPANIES,
FOR THE YEAR ENDING SEPT. 30, 1853.
1
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Doc. No. 17.
3
ASHBY'S GAP TURNPIKE COMPANY.
Return of the state of Ashby's Gap Turnpike Company, 1st Sept. 1853.
Capital stock, $133050 00:
Subscribed by individuals 1190} shares,
- .
.
119050 00
by commo'th 140
"
-
-
14000 00
Tolls, rents, &c. from commencement of work,
-
108340 33
Due by company to banks, none.
"
"
to individuals, on account,
-
66 73
Dividends unpaid,
-
.
-
-
433 27
241890 33
Amount of subscriptions unpaid, none.
Debts due company, nome available.
Expended in construction of road, &c. from commence-
ment to 1st September 1853,
-
-
-
133050 00
Expended in land damages, from commencement to 1st
September 1853, none.
(This item is under the head of construction, &c.)
Expended in repairs since commencement,
-
-
71928 68
Property held by company-none, except 5 toll-gates and
lots and houses, which are included in construction.
Bank and other stocks, none.
Dividends declared from commencement,
-
-
38577 87
Cash on hand, per statement,
-
-
-
1344 08
244900 63
Profit and loss for balance, as per former treasurer's account,
.
$ 3010 30
By order of the board.
A. ROGERS, Treasurer.
September 1853.
Statement of Receipts and Expenditures within the year.
Balance on hand 1st Sept. 1852, per report,
.
-
.
.
1519 83
Add receipts of year ending 1st Sept. 1853,
-
-
-
1714 05
$ 3233 88
Deduct disbursements for the year
For improvements and repairs,
-
-
1200 00
Five gate-keepers' salaries, at $100,
.
-
500 00
Treasurer's salary for year,
.
.
125 00
Taxes,
-
-
-
-
1 19
Dividends paid for year,
.
-
63 61
Balance in hands of treasurer,
-
.
1344 08
$ 3233 88
A. ROGERS Treasurer.
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Doc. No. 17.
No change has occurred in the stockholders since last report.
Length of road, about 21 miles. All completed many years ago.
Kept in repair by contract, at about $ 800 per annum.
No change in officers since last report. They are Dr. Robt. C. Randolph, president;
Francis E. Meade and A. B. Carter, directors on the part of stockholders; and H. B.
Powell and Hugh Smith, on part of the state.
Ham'l Rogers, general superintendent and contractor.
Gate-keepers, the same as reported last year.
The road is in fair condition.
A dividend of one per cent. was declared at the last meeting of the board, on the 21st
October, payable 1st Dec. next.
The Manassa gap railroad, which was nearly parallel with this road, at a distance of
some 5 to 8 miles for nearly the whole length of the turrpike, has very materially reduced
the income from tonnage and travel.
By order of the board.
A. ROGERS, Treasurer.
Middleburg, Loudoun, Oct. 24, 1853.
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Doc. No. 17.
5
BERRYVILLE TURNPIKE COMPANY.
At a meeting of the directors of the Berryville turnpike company, at the hotel
in Berryville, this 30th day of September 1853, they beg leave to report to the
Board of public works, that within the last year they have expended in repairs,
on the old part of the road, forty-one dollars and sixty-three and a half cents;
and also in repairs, on the new part of the road, eight hundred and forty-nine
dollars and forty-five and a half cents, as will more fully appear by the treasu-
rer's account, which is hereunto annexed. A list of stockholders is also hereunto
annexed. The directors have this day declared a dividend of one dollar on each
share of old stock. The directors have nothing more to report. The road is in
good order.
EDW'D J. SMITH, President.
ISAAC WOOD,
CYRUS McCORMICK,
JAS. CASTLEMAN.
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Doc. No. 17,
Return of the state of the Berryville Turnpike Company for the year ending
30th September 1853.
Expended in construction of the work from commence-
ment to this date,
-
-
-
-
18593 75
Expended in repairs from commencement to this date,
.
2484 264
Property now held by the company-1 share of road stock,
50 00
Paid gate-keepers from commencement to this date,
-
2619 13
.
Officers' salaries
do.
do.
-
509 22
Incidental expenses, do.
do.
-
99 101
Dividends declared, do.
do.
-
3615 92
Cash on hand, as per statement below,
-
-
674 40₫
Capital stock, $16700 00:
Subscribed by individuals 208 shares, at $ 50 each,
-
10400 00
Subscribed by the state 126 shares, at $ 50 each,
-
6300 00
Tolls from commencement of the work to this date,
-
11797 61]
Dividends on stock from commencement of the work to
this date,
-
.
-
-
10 88
Dividends remaining unpaid,
-
-
.
137 30
$ 28645 791
28645 791
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report,
-
605 56
Add receipts during the year, viz :
For tolls,
-
-
-
.
732 55
For dividend on stock,
-
-
-
1 55
Total receipts,
-
1339 65
Deduct disbursements during the year, viz :
For improvements and repairs,
.
-
-
41 631
Treasurer's salary,
-
.
-
25 00
Expenses collecting tolls,
.
-
.
132 00
Incidental expenses,
-
-
-
81
Dividends paid,
.
-
-
465 80
Total disbursements,
.
665 24g
Balance of money on hand,
$ 674 40,
Dividend of one dollar declared on each share of the old stock for the year ending this
30th day of September 1853.
By order of the board of president and directors.
TREADWELL SMITH, Treasurer.
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Doc. No. 17.
7.
Return of the state of the New Stock Account for extending the Berryville Turn-
pike Road from Berryville to Winchester, September 30th, 1853.
.
Expended in construction of the work from commencement
to this date,
-
-
.
25014 22
Expended in repairs do.
do.
do.
-
3336 79
Paid gate-keepers
do.
do.
do.
-
1430 00
Paid officers' salaries, do.
do.
do.
-
450 00
Incidental expenses, do.
do.
do.
-
116 40
Interest paid,
do.
do.
do.
-
1184 09
Cash on hand, as per statement below,
-
-
398 71
Capital stock, $ 20000:
Subscribed by individuals 240 shares, at $ 50 each,
-
12000 00
Subscribed by the state 160 shares, at $ 50 each,
-
8000 00
For tolls from commencement to this date,
-
9015 96.
Debts due by the company to the Bank of the Valley,
-
2500 00
to Isaac Wood,
-
414 25
$ 31930 21
31930 21
Statement of Receipts and Expenditures during the year.
Balance of money on hand, per last anwual account,
-
9 58
Add receipts during the year, viz:
For tolls,
-
-
-
-
1768 24d
Total receipts,
-
1777 821
Deduct disbursements during the year, viz :
For this sum paid for repairs,
-
-
-
849 451
Incidental expenses,
-
-
-
12 46
Interest paid,
-
-
-
-
202 20
This sum paid to gate-keepers,
-
-
240 00
This sum paid treasurer,
-
-
-
75 00
Total disbursements,
-
1379 11₫
Balance of money on hand,
$ 398 71
TREADWELL SMITH, Treasurer.
List of Officers.
Edward J. Smith, president ; James Castleman, Cyrus McCormick, Isaac Wood, Josiah
W. Ware, Thomas McCormick, directors; Treadwell Smith, treasurer.
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8
Doc. No. 17.
BLUE RIDGE TURNPIKE COMPANY.
To the Board of Public Works.
Herewith I have the honor to submit a copy of the report of the
president of the Blue Ridge turnpike company, and the report of the treasurer to
the stockholders of said company, at their annual meeting, held on this the 8th
day of October 1853-the list of stockholders being substantially as last reported.
Very respectfully,
JAMES MAGRUDER, Pres't.
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Doc. No. 17.
To the Stockholders of the Blue Ridge Turnpike Company.
SIRS,
In submitting to you our annual report, we take pleasure in informing
you of the completion of the entire line of our road from Gordonsville to its terminus, at
the intersection of the New Market and Sperryville turnpike in the Massanutten mountain,
(a distance of 56 miles,) and that for the last 9 months we have been in the receipt of
tolls on the whole line.
That portion of the road west of the Blue Ridge has been kept in repair by contract with
responsible persons, at an average cost of $11 per mile-from the top of the mountain east,
to the 28 mile post, (from the difficulty as yet of employing responsible persons as con-
tractors,) by day laborers, under the management of a superintendent-and the balance, say
28 miles, by slaves hired by the year, under the management of an overseer.
The whole road has recently been inspected by the president, and was found to be in
good repair, (much better than was expected,) taking into consideration the heavy rains
during the summer, which made it necessary to Incur considerable expense in repairing
and reclaiming the ditches, filling on the road and repairing drains, &c.; and he thinks it
will compare favorably with any turnpike in the state.
The bridge across the Shenandoah river, owing to an important omission in construction,
in not being sufficiently braced, has sprung considerably. A trussel work has been erected
to support the arch until the necessary braces can be inserted, which the directors have de-
termined to have done. About two miles of the mountain section, in detached parts,
which was exempted by the charter from being metaled, (in consequence of wet and oozy
places,) is with much difficulty kept in repair; and we would suggest an application to the
legialature for an increase of capital, or a loan, to metal the same.
The financial condition of the company up to the 30th of September last, is exhibited in
the accompanying report of the treasurer. By this report you will see that there is a
bended debt due by the company to contractors, amounting to $1,286 92, which we had
hoped soon to be able to discharge by the receipt of tolls, but owing to the great destrue-
tion or almost entire failure of the wheat crops along the line of our improvement, in
consequence of the ravages of the joint-worm and fly, the tolls have fallen far below our
most reasonable expectations. The discharge of this debt is a matter for your attention,
and may be an additional reason for applying for. an increase of capital, or for permission
to negotiate a loan.
The present officers of the company are James Magruder, president, salary same as re-
ported in last report, ($ 450 per annum.) We have dispensed with an engineer.
Thomas J. Humphreys, clerk and treasurer, in place of John H. McClung, resigned,
salary $ 350; Milton Kirtly, director, (resigned, his place not yet filled;) John Brumback,
director on the part of the individual stockholders; Robert A. Banks, Elliot Blankenbeher
and William Wayland, directors on the part of the state, when in service of the company,
2 per day; Paschal Graves, superintendent of the western end of the road, salary $ 75
per year; overseer on the eastern end, 150 per year; Henry Richards, toll-collector at
gate No. 1, salary $100 per year; Geo. W. Sanford, toll-collector at gate No. 2, salary $ 75
per year; Robert Gooding, toll-collector at gate No. 3, salary 50 per year; Henry Ty-
singer, toll-collector at gate No. 4, salary $ 50 per year; James M. Graves, toll-collector at
gate No. 5, salary $ 50 per year; Juo. Mauck, toll-collector at gate No. 6, salary $ 50 per
year; Arthur R. Gordon, toll-collector at gate No. 7, salary 50 per year; Jacob Ofen-
backer, toll-collector at gate No. 8, salary $ 50 per year; Anna Huffman, toll-collector at
gate No. 9, salary $ 50 per year.
All which is respectfully submitted, by order of the board.
JAMES MAGRUDER, Pres't.
Copy-Teste,
TH. J. HUMPHREYS, Clk.
2
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Doc. No. 17.
1 Statement of the Affairs of the Blue Ridge Turnpike Company
RECEIPTS.
Original capital stock,
-
-
-
-
-
170000 00
Increased capital by appropriation 11th February 1853,
.
-
1500 00
171500 00
Individual stockholders, 1300 shares, at $ 50,
-
-
-
68000 00
State
"
2000
"
"
"
-
-
-
103500 00
Acknowledged debt for construction,
-
-
-
1286 92
Amount received on interest account,
-
--
-
61 05
Amount stated as received on law acc't, which embraces a part of capital
stock already reported,
-
-
-
-
80 50
Amount of tolls received,
-
-
&
-
3107 10
Amount received for lock sold,
-
.
-
-
2 00
Amount of proceeds of uncurrent funds sold,
-
-
-
6 25
176043 89
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Doc. No. 17.
11
from its commencement to the 30th September 1853.
DISBURSEMENTS.
Cost of construction, including funded debt as above,
-
-
149979 64
Paid for land damages,
-
-
-
.
.
12390 82
toll-houses and lots,
-
-
-
-
229 00
engineering and instruments,
-
-
-
3867 02
stationery and printing,
.
-
-
-
411 68
officers' salaries,
-
-
-
-
3600 73
directors' salaries,
-
-
-
.
1476 75
repairs,
..
-
-
-
-
2395 99
incidental expenses,
-
-
.
-
410 89
law services,
-
-
-
-
.
566 85
uncurrent funds disposed of,
-
.
-
9 00
toll-collectors' salaries,
-
-
-
-
497 54
Amount improperly entered, in receipts from law account, it being a part of
the proceeds of capital stock, and as such accounted for in kind,
-
34 98
Amount in the hands of treasurer, including $ 6 uncurrent funds,
-
173 00
176043 89
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12
Doc. No. 17.
A detailed Statement of the Operations of the Blue Ridge Turnpike
1852.
RECEIPTS:
Sept. 30, Balance in the hands of treasurer,
-
-
-
2218 74
Balance in the Bank of Virginia,
-
-
-
1542 42
Oct.
1, To amount rec'd on requisition on state stock, 1st inst.
-
315 00
1853.
Jan'y 3, To cash of W. H. Clore, on acc't of stock,
-
-
16 00
Mar. 29, To ain'nt rec'd from commonwealth, under appropriation of
11th Feb. 1853,
-
-
-
-
1500 00
May 10, To cash of Julios Carpenter, on acc't of stock,
-
-
100 00
25, To cash of state on requisition of 12th inst. in bank,
-
174 01
To tolls received,
-
-
-
-
2517 90
To interest received,
-
-
-
-
21 30
To amount entered as received on law acc't,
.
-
80 57
To amount rec'd on sale of uncurrent funds,
-
-
6 25
To amount rec'd for a lock sold,
-
-
-
2 00
Amount of debt funded for construction,
-
-
1286 92
$
9781 12
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Doc. No. 17.
13
Company for the fiscal year closing the 30th of September 1853.
DISBURSEMENTS:
Am'nt expended for construction, including debt of $1286 92,
-
6445 24
Amount paid collectors' salaries,
-
-
-
/ -
439 76
for repairs,
-
-
-
-
1535 41
for engineering,
-
-
-
-
194 99
for stationery,
-
-
-
-
7 72
for officers' salaries,
-
-
-
785 42
for incidental expenses,
-
.
-
-
60 41
on law account,
-
-
-
-
45 50
directors' salaries,
-
-
-
-
81 00
Uncurrent funds disposed of,
-
-
-
-
9 00
Discount on uncurrent money,
-
-
-
-
3 67
Sept. 30, Amount of balance in hands of the treasurer, including $ 6 un-
current funds,
-
-
-
-
173 00
$ 9781 12
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Doc. No. 17.
The foregoing is a carefully prepared statement of the operations of the Blue Ridge
turnpike company from its organization to the 30th of September 1853, and a detailed
statement of the operations of said company for the year ending 30th September 1853, and
is respectfully submitted this 7th day of October 1853.
TH. J. HUMPHREYS,
Clerk & Treasurer.
To the President and Directors B. R. T. Co.
Copy-Teste,
TH. J. HUMPHREYS, Cl'k.
OFFICE OF THE BLUE RIDGE TURNPIKE COMPANY,
Madison C. H., Oct. 29, 1853.
At the annual meeting of this company, held on the 8th day of October 1853, William
H. Clore was elected president, and his salary fixed at $100 per annum. John Brumback
and Geo. A. Smith were elected directors on the part of the individual stockholders, and
the compensation of the directors fixed at $1 50 per day when in the service of the com-
pany. The salary of the clerk and treasurer was fixed at $ 200 per year.
TH. J. HUMPHREYS,
Clerk & Treas.
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Doc. No. 17.
15
CHARLESTON AND POINT PLEASANT TURNPIKE
COMPANY.
CHARLESTON, Ka., October 15th, 1853.
Secretary Board of Public Works, Richmond.
DEAR SIR,
I enclose a general statement of the Charleston and Point
Pleasant turnpike company to the 1st instant.
Very respectfully, yours,
JAS. McFARLAND, Treas'r.
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Doc. No. 17.
Return of the Charleston and Point Pleasant Turnpike Company for the year
ending 1st October 1853.
Capital stock subscribed by individuals, say 640 shares,
at $ 50,
-
-
.
-
32000 00
Subscribed by the state,
-
.
-
31260 00
Subscribed for building " Pocatalico bridge,"
-
-
2460 00
65720 00
Nett amount tolls received to 1st October 1852,
-
12659 50
Received the last year,
-
.
1357 35
Less expenses for collection,
-
-
77 51
1279 84
13939 34
Amount originally expended in the construction of the road and bridges,
55274 95
Amount expended in sundry repairs from the commencement, and including
the original building, and rebuilding bridges after the great freshet in 1847,
and including amount expended in the erection of " Pocatalico bridge,"
19178 90
Amount paid for land damages,
-
.
465 00
Expense account for allowances to officers and agents, printing, &c. &c. from
1835 to date,
-
-
1272 13
Interest account, amount paid for interest on loans prior to 1847,
-
922 73
Toll-house in Mason county, and sundry personal property-say,
-
300 00
Cash in superintendent's hands and unexpended on 1st Octo-
ber 1853,
-
-
-
-
505 93
In treasury,
-
-
1 96
507 89
157580 94
Balance money on hand 1st October 1852,
.
.
-
781 30
Receipts during the year, viz :
From tolls,
-
-
.
-
1357 35
Less commission for collections,
-
.
77 51
1279 84
From debts in suit,
-
-
-
73 49
1353 33
Disbursements within the year, viz :
Improvements and repairs, including am't towards erection of Pocatalico
bridge,"
-
-
-
1469 81
Balance money in hand 1st October 1853, viz;
Unexpended in hands of superintendent, per his account,
505 93
In treasurer's hands,
-
-
-
1 96
507 89
$ 4112 33
Extract from the books.
By order of board of directors.
JAMES McFARLAND,
Treas. C. & P. P. T. Co.
October 14, 1853.
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Doc. No. 17.
17
ESTILLVILLE AND NICKELSVILLE TURNPIKE
COMPANY.
NICKELSVILLE, January 4, 1853.
To the Board of Public Works.
The board of directors of the Estillville and Nickelsville turnpike com-
pany herewith transmit their annual report.
By reference to their former report, you will find that the whole line of road is
under contract, which covers the whole capital stock. Under that contract, the
whole line of road was to be completed in three annual installments. The first
installment is now due, but is not completed, though in progress, but probably will
not be completed before spring, the weather being too inclement for the work to
progress during the winter season. We are assured by the contractor that the
whole line will be completed within the time specified in the contract. Under
the contract, the contractor was to pay the directors their per diem, the treasurer,
and the expense of locating the road; so you will perceive that the road is to be
made and all the expense (except damages to landholders) paid, without an
increase of the capital stock. The directors receive one dollar per day, and the
engineer two dollars per day; so you will perceive that there are no salaried
officers belonging to the company. The greater portion of the road has been
located, and at some several points two locations have been made, and the board
have not as yet settled all the points, but will do so as soon as the weather will
permit; and as soon as practicable, the board will resume their labors; and they
hope to be able, in their next annual report, to be more full and explicit.
Yours respectfully,
IRA FUGATE, Sec'y.
3
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Doc. No. 17.
FAIRMONT AND WHEELING TURNPIKE COMPANY.
FAIRMONT, MARION COUNTY, Va., Oct 15, 1853.
To the Board of Public Works of Virginia.
GENTLEMEN,
I have the honor to submit the following report of the present
condition of the Fairmont and Wheeling turnpike road for the year ending Sep-
tember 30, 1853. The distance from Fairmont to Wheeling, by this improvement,
is seventy-one and a half miles. The Moundsville branch, which diverges from
this road about sixty-ene miles from Fairmont, and terminates at Moundsville, on
the Ohio river, in Marshall county, is six and three-fourths miles in length.
Twenty-one and a fourth miles of the main line and the Moundsville branch were
let on the 6th day of November last. One year was given for the completion of
their contraets-eleven and a half miles of the main line on the Wheeling end,
and nine and three-fourths on the Fairmont end. Two and three-fourths miles of
the Moundsville branch have been completed, and thirteen miles of the main line—
seven on the Wheeling end, and six on the Fairmont end. A section of four and
a half miles was let on the Fairmont end on the 10th of February last-making in
all, including the Moundsville branch, thirty-two and a half miles under contract,
leaving forty-five and three-fourths miles unsold of the main line.
The Buffalo creek bridge is now raised, and will be completed about the middle
of November.
The masonry work of this bridge was done by the Messrs. John and Robert
McConnell, and the superstructure by Messrs. Eh and Lemuel Chinowith. The
material used in the construction of this work is of the very best quality, and the
work has been done in a manner highly creditable to the contractors, of both
wood and stone. And I think I hazard but little in saying this bridge, when
completed, will have but few equals, and perhaps not a superior in the common-
wealth of Virginia of its kind.
The average cost, per mile, of the main line, is about $ 576, and the Moundsville
branch, $ 567 per mile.
The masonry work of the Buffalo creek was let at $4 50 per perch, and the
superstructure $ 12 50 per foot, lineal measure. It is built on Burr's model, with
a span of 130 feet.
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Doc. No. 17.
19
Return of the state of the Fairmont and Wheeling Turnpike Road for year ending
30th September 1853.
Capital stock, $ 29800:
Appropriated February 2, 1850,
-
-
-
25800 00
"
"
10, 1853,
-
-
-
4000 00
Expended in construction of road,
-
-
-
-
7405 00
Do. in the construction of the Buffalo creek bridge, -
-
2400 00
Land damages, including costs,
.
-
-
-
577 32
Balary of superintendent per amoun,
-
-
-
-
600 00
310982 32
I am, very respectfully,
Your most obedient servant,
AUSTIN MERRILL,
Sup't. Fairmont and Wheeling T.R.
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Doc. No. 17.
FLOYD C. H. AND HILLSVILLE TURNPIKE.
To the Board of Public Works of Virginia.
In accordance with my duty as engineer and superintendent of the
Floyd court-house and Hillsville turnpike, I beg leave to submit the following as
my annual report of receipts and disbursements for the months of August and
September, the only months that I have had charge of said road.
JACKSON GODBEY,
Eng. and Sup't.
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Doc. No. 17
Receipts and Disbursements-
RECEIPTS:
Gate No. 1-G. Bright, keeper-August,
.
-
10 79
"
"
"
September,
-
-
12 23
"
2-A. Weddle,
"
August,
-
-
13 50
"
"
"
September,
-
-
12 67
"
3-R. Duncan,
"
August,
-
-
11 15
"
"
"
September,
-
-
13 98
From those who pay annually,
-
-
-
10 60
84 92
By amount paid gate-keepers,
-
-
26 68
Overplus,
$ 58 24
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Doc. No. 17.
23
August and September 1853.
DISBURSEMENTS:
By this amount paid G. Bright, for keeping gate No. 1,
-
-
10 00
"
"
"
A. Weddle
"
"
No. 2,
-
,
8 34
"
"
"
R. Duncan,
"
"
No. 3,
-
-
8 34
$26 68
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Doc. No. 17.
Return of the state of the Front Royal Turnpike Company for the year ending
the 30th of September 1853.
Capital stock, $ 60,000
Subscribed by individuals, 480 shares, at 50 each,
-
-
24000 00
Do. by commonwealth, 720 shares, at $ 50 each,
-
-
36000 00
Amount of tolls from commencement to date,
-
-
-
2443 06
Received from Berry's ferry company, for construction of half mile,
a
-
1200 00
Borrowed from the Bank of the Valley,
-
-
-
2500 00
Amount of commonwealth's subscription unpaid,
-
247 50
Amount of individual subscription unpaid,
-
-
165 00
Expended in construction from commencement:
Amount paid upon Littlejohn, Kirby & Co.'s contract for grading
and macadamizing,
-
-
-
-
29862 691
M.H. Moore, for macadamizing,
-
-
-
3871 33
Joel Lupton, for planking,
-
-
-
11924 57
Jonathan Smith, for inspecting plank,
-
-
75 37
Richardson & Pennman, for outlets,
-
-
65 00
Land damages,
-
-
-
-
1316 33
Toll-houses, &c.
-
-
-
-
825 11
Engineering, &c.
-
-
-
-
369 50
Advertising, &c.
-
.
-
-
48 24
Interest and principal in bank,
-
-
-
2800 00
Officers' salaries,
-
.
-
-
1637 50
Sheriffs', attorneys' and commissioners' fees, &c. $ 466 18; dis-
count on Warren county bonds, $156 08,
-
-
616 26
Toll-gatherers' pay,
-
.
362 51
Liens for building bridges,
-
-
-
8422 871
For repairs,
-
.
-
.
826 49
Incidental expenses,
-
.
-
-
140 00
Cash on hand,
-
.
-
-
2566 78
$ 66143 06
66143 06
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Doc. No. 17.
27
Statement of Receipts and Expenditures within the year.
Balance on hand, as per last report, -
-
-
0
4259 77
Amount received from individuals,
-
-
-
-
2935 00
Do.
from commonwealth,
-
-
-
4402 50
Do.
from tolls,
-
-
-
-
1236 69
Interest on Warren county bonds,
-
-
-
-
120 00
Total receipts,
-
-
-
12953 96
Deduct disbursements during the year:
Amount paid on contract of Littlejohn, Kirby & Co., for con-
struction,
-
-
-
-
1997 60
For repairs,
-
-
-
-
252 52
Officers' salaries,
-
-
-
-
350 00
Toll-gatherer's compensation,
-
-
-
177 51
Paid balance on debt and interest,
-
-
-
1170 87
On toll-houses, &c.
-
-
.
-
61 42
For advertising,
-
-
-
-
23 37
Land damages,
-
-
-
-
15 86
Engineering,
-
-
-
-
6 00
Attornêys', sheriffs', clerks' and other fees, $ 203 95 ; discount on
Warren county bonds $156 08,
-
-
-
360 03
Construction of bridges,
-
0
-
5922 00
10387 18
Balance on hand,
.
.
2566 78
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Doc. No. 17.
FRONT ROYAL AND GAINES' CROSSROADS TURNPIKE.
At a meeting of the board of the president and directors of the Front Royal
and Gaines' Crossroads turnpike company, held at the clerk's office in Front
Royal on the 25th day of October 1853-present, Robert Turner, president;
Samuel B. Gardner, John B. Petty and James M. Barbee, directors-the follow-
ing report was adopted, and ordered to be signed by the secretary, to be forwarded
to the board of public works:
The president and directors of the Front Royal and Gaines' Crossroads turn-
pike company submit to the board of public works the following report of their
proceedings within the year ending 30th September 1853:
Since their last annual report, they have found it necessary to macadamize a
small portion of the road near Flint Hill, something under a fourth of a mile in
leugth. which the last winter proved satisfactorily would be impassable without a
covering of stone. A contract was made with Col. Thos. H. Settle to do the
ork at the rate of $1.850 per mile; stone to be well broken and put on the
hole width of the grade eleven inches thick in the middle, and graded to the
edges so ns to make an average thickness of nine inches, and to have it finished
by the 1st day of December 1853; to be paid for, one-half in one, and oue-half
in tno years from the time the work shall be finished and inspected. That por-
tion of the work which has been marked out for the contractor is now done,
though not yes inspected. Some additional work is necessary at that place, which
the contractor is ready to do when it is laid off to him.
Contracts were made with persons, whom the board considered responsible, for
keeping the road in repair during the past year, and the president, by recent in-
appetion. finds that the contractors on the two eastern sections of the road (T. H.
Settle and % Dowden) have complied with their contracts in good faith, and that
their sections are now in good repair. But they are sorry to add that a large
portion of the first ten miles of the road, commencing at Front Royal, has been
And kept. and that much of it is now in bad order and requires immediate work
$ considerable amount. Steps must be taken with the contractors to compel
exampliance with their contracts, or surrender them.
The state of the finances of the company for the year ending 30th September
NIT it hibited in the report of the treasurer hereto annexed, marked A and B.
A Them papers it will be seen that there is now an unexpended balance in the
Insurer's hands. of 707 59, applicable to payment of contractors for keeping
R. repair. macadamizing and for a toll-house now being erected near Front
in where it is really necessary to the interests of the company. At the an-
uncounting of the stockholders, held on the 5th day of October 1853, Robert
You IN ras.re-elected president, and Samuel B. Gardner and M. B. Buck,
income for the ensuing year; and a committee was appointed to ex-
and of the treasurer, with directions to report to the board, who
their
report
as
follows:
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Doc. No. 17.
29
The undersigned, appointed to examine the account of Newman M. Jacobs,
as treasurer of the Front Royal and Gaines' Crossroads turnpike company, have
examined the same, as hereto annexed, and find the debits and credits supported
by proper evidence-showing a balance in the hands of the treasurer, of $ 707 59
on the 30th day of September 1853.
GILES COOK,
JNO. R. JACKSON,
THOS. N. ASHBY."
1
All the information and lists, required by the note at the foot of the forms fur-
nished by the secretary of the Board of public works, accompany this report, ex-
cept a map, which has been furnished heretofore.
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Doc. No. 17.
Return of the state of the Front Royal and Gaines' Crossroads Turnpike Company
for the year ending 30th September 1853.
Capital stock, $ 15,000:
Subscribed by individuals,
116 shares, at $ 50 each,
-
5800 00
Subscribed by commonwealth,
180
"
at
50
"
-
9000 00
Yet to be subscribed by individuals,
4
"
at
50
"
-
200 00
Tolls received from commencement to date,
.
-
-
1305 17
Dividends remaining unpaid,
-
.
-
-
90 00
Amount of commonwealth's subscription unpaid,
-
-
405 00
Amount of individual
"
"
-
-
210 00
Not taken by individuals, 4 shares of stock, at $ 50 each,
-
200 00
Expended in construction of the work from commencement to date, 10863 79
Incidental expenses for same time,
-
-
-
244 53
Repairs
"
"
-
-
-
608 46
Dividends declared from commencement to date,
-
-
719 75
President's salary
"
-
-
425 00
Secretary and treasurer's salary
"
-
-
310 00
Land damages
"
-
-
1220 22
Engineering
"
-
-
185 00
Toll gatherers' salaries
"
-
-
295 83
Cash on hand 30th September 1853,
-
-
-
707 59
$ 16395 17
16395 17
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report,
-
1122 51
Receipt for tolls,
-
-
-
-
724 09
1846 60
Deduct disbursements during the year:
Amount paid for construction,
-
-
-
6 50
Amount paid for repairs,
-
-
.
161 74
Amount paid land damages,
-
-
-
19 00
Amount paid incidental expenses,
-
.
-
84 93
Amount paid president's salary,
-
-
-
75 00
Amount paid secretary and treasurer's salary,
-
-
60 00
Amount paid toll receiver's salary,
-
.
-
102 09
Amount paid commonwealth, for dividend,
-
-
429 75
Amount paid individuals for
"
-
-
200 00
1139 01
Balance of money on hand,
$ 707 59
By the order of the board of president and directors.
N. M. JACOBS, Treas'r.
Length of improvements 16} miles.
The road is kept in repair by individuals employed for that purpose.
Average cost for keeping road in repair for past year is about $ 20 per mile.
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Doc. No. 17.
31
List of Officers and Agents.
Robert Turner, president, salary $ 75 per annum; James M. Barbee, Sam'l B. Gardner,
Marcus B. Buck, John B. Petty and Addison Turner, directors; Mahlon S. Lovett, engi-
neer, salary $5 per day when his services are required; N. M. Jacobs, secretary and trea-
surer, salary $ 60 per annum; Zachariah Dowden, James W. Day and John R. Hooper,
toll-gate keepers, salary $ 50 each per annum; Giles Cook, attorney for the board, salary
legal fees when services are required.
Signed by order of the board.
N. M. JACOBS, Sec'y.
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Doc. No. 17.
FINCASTLE AND BLUE RIDGE TURNPIKE COMPANY.
Return of the state of the Fincastle and Blue Ridge Turnpike Road for the year
ending 12th of September 1853.
Capital stock allowed by the act of the legislature incorporating company,
$ 8000 00
Subscribed by private stockholders 96 shares, at $ 50 per share,
4800
"
by the state 64 shares, at $ 50,
-
-
- 3200
$ 8000 00
Amount of toll collected on said road for the year ending 12th of September
1853,
-
-
-
-
-
-
605 39
By expenses for same period which includes salaries to gate-keepers and
officers, and all expenses for repairs to road,
-
-
393 261
212 124
Of this last mentioned sum there was due to the state the sum of 84 96 cents, which
sum will be paid into the branch Bank of Virginia at Buchanan, according to law.
Of the said sum of 212 121 cents, that was on hand for distribution on the 12th day of
September 1853, there was due to the private stockholders the sum of 127 44, upon
which a tax of one and one-half per cent. was set aside, making the sum of $1 91 cents.
James S. Walrond is a director and the president of the company; F. H. Mays is a
director and is the treasurer. George Neville, Ferdinand Woltz, Martin McFerran, George
W. Wilson, John Luster, directors.
It is deemed proper to say that the road is in good order, but it is now quite certain that
the extension of the Virginia and Tennessee railroad will materially affect the dividends, as
the above report shows.
Much of the travel leaving Fincastle gets on said railroad at the depot at Bonsack's.
All of which is respectfully submitted.
JAMES S. WALROND, Pres't.
F. H. Mays, Sec'y.
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Doc. No. 17.
33
GILMER, RIPLEY AND OHIO TURNPIKE COMPANY.
To the Board of Public Works, Richmond, Virginia.
The undersigned, for and on behalf of himself as president, and the
board of directors of the Gilmer, Ripley and Ohio turnpike company, respect-
fully reports the operations and the progress made on this work since the date of
the last annual report and up to the 22d day of September 1853. That on the
last named day, pursuant to printed notice according to law, a general meeting
of the stockholders was held, at Tanner's crossroads in Jackson county, for the
transaction of business, at which meeting a large majority of the stock was
represented. That amongst other things, an election of officers was had and the
following officers were elected George W. Smith, president; David Woodruff
and A. Borenan, directors. That the injunction in the suit of Jno. P. Thomasson
vs. the company, named in the last report, has been dissolved, and his bill will be
dismissed for the want of equity and on other grounds. That the amount or
quantity of road that will be completed up to the 1st of December 1853, will be
about 70 or 80 miles, and the residue thereof be grubbed and prepared for opera-
tions in the ensuing year. The following presents a statement of the pecuniary
condition of the company :
Amount paid by stockholders up to 22d Sept. 1853,
-
$10690 95
Amount paid by the state,
-
-
-
14593 00
Amount paid out to contractors and other expenses,
-
24906 56
At the said annual meeting of the 22d September 1853, individuals subscribed
56 shares of stock, which are certified, and herewith accompany this report.
In conclusion, the undersigned takes pleasure in stating that the road has ad-
vanced, as far as could be reasonably desired, to completion, and has already had
a marked effect in raising the price of real estate in the counties through which
it passes, and has induced emigrants to stop amongst us who otherwise would in
all probability have removed to some of the new states in the west. The benefits
to be reaped from it will be fully developed hereafter; and in the mean time
nothing shall be left undone by the officers of the board to hasten its speedy
completion with the utmost diligence and with due regard to economy.
Respectfully submitted.
WM. SMITH.
Jackson C. H., Va., Oct. 23, 1853.
5
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Doc. No. 17.
HARDY AND WINCHESTER TURNPIKE COMPANY.
To the Board of Public Works.
GENTLEMEN,
Owing to the death of J.J. Williams, who died on the 28th of
August last, we are without a president. On the 29th day of this month (Octo-
ber) we hold our annual meeting, and expect to elect a president and two direc-
tors.
The meeting was called on the 25th of September. Owing to the absence of
the state proxy, there was not a sufficient number of shares of stock represented.
Consequently, it was postponed until the day above named.
N. CLEVENGER, Secretary.
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Doc. No. 17.
35
Return of the state of the Hardy and Winchester Turnpike Company for the year
ending 30th September 1853.
Amount commonwealth's subscription unpaid, none.
"
individual
"
"
-
-
245 38
Expended in construction from commencement in 1847 to present
date,
-
-
-
-
-
33359 87
Land damages, costs of suits, &c.
-
-
-
654 98
Bridge across Lost river,
-
-
-
1665 00
Location, costs incidental thereto, including bills for printing no-
tices, &c.
-
-
-
-
1100 32
Costs of toll-houses Nos. 3, 4 and 5,
-
-
1017 33
Amount paid for repairs from commencement,
-
-
4866 88
Capital stock, $ 39000 :
Subscribed by individuals 312 shares, at $ 50 each,
-
15600 00
Subscribed by commonwealth 468 shares, at $ 50 each,
-
23400 00
Tolls from commencement to date (net,)
-
-
4611 65
Due by company for money borrowed, none.
To balance in treasurer's hands,
-
-
-
701 89
$ 43611 65 43611 65
Statement of Receipts and Expenditures within the year.
Balance due the treasurer, per last annual report,
-
174 42
Add receipts during the year, viz :
For capital stock-amount from individuals and from Board public
works, none.
Tolls received within the year, (gross,)
-
-
1315 48
Deduct disbursements during the year, construction, &c. :
Repairs paid within the year,
-
-
-
1286 54
Officer's salary, (treasurer,)
-
-
-
50 00
Toll-receivers' compensation, and other expenses in collecting
tolls, &c.
-
-
-
-
256 11
Balance due treasurer,
-
-
-
451 59
1767 07
1767 07
No dividend declared this year.
N. CLEVENGER,
Treas'r H. & W. Turnpike Co.
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Doc. No. 17.
HOLLIDAY'S COVE TURNPIKE COMPANY.
HOLLIDAY'S Cove, Oct. 3, 1853.
MR. W. R. DRINKARD,
SIR,
Enclosed is the report of the president and directors of the Holliday's
Cove turnpike company for the year ending September 30, 1853, and also the
dividend for the state, seventy-one dollars. Please acknowledge the receipt.
Our road is in fine condition, and is conducted as economically as possible. If
you, at any time, desire any information in relation to it, I will with pleasure at-
tend to it.
Yours truly,
G. G. ORR.
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Doc. No. 17.
37
Annual Report of the Holliday's Cove Turnpike Company for the year ending
September 30, 1853.
Capital stock, $ 11833 33
Subscribed by individuals, 142 shares of $ 50 each,
-
-
7100 00
"
commonwealth, 94} shares,
-
-
-
4733 33
Tolls, rents, &c. from commencement of work,
-
-
-
4316 74
Dividends unpaid,
-
-
-
-
-
178 25
Due the company other than on account of stock,
-
-
91 00
Expended in construction of road,
-
-
-
11182 94
"
repairs to this date,
-
-
-
3708 41
Dividends from commencement,
-
.
-
-
1154 07
Cash on hand, as per statement below, -
-
-
191 90
16328 32
16328 32
Statement of Receipts and Expenditures within the year:
Balance of money on hand from last year's report, -
-
10 55
Tolls, rents, &c.
-
-
-
-
320 35
Total receipts,
$
330 90
Deduct disbursements for repairs,
-
-
-
-
67 00
Officers' salaries, (treasurer, secretary and directors,)
-
-
22 00
Collecting tolls,
-
-
-
-
-
50 00
Total disbursements,
$ 139 00
Balance on hand,
$ 191 90
Dividend of 11 per cent. declared September 30, 1853, payable immediately.
By order of the board of president and directors.
SAMUEL SMITH, Clerk.
Length of road a fraction over 6₄ miles, divided into four sections, with an individual
on each section to superintend repairs.
List of Officers.
James Campbell, president; James Gardiner, David Snyder, Samuel Hindman, com-
pany directors; James Patterson, George G. Orr, state directors; George G. Orr, treasu-
rer; Samuel Smith, secretary ; Thomas Brandon, gate-keeper.
The president and directors receive the sum of 75 cents per day for services rendered
to the company.
The treasurer and secretary receive a salary of $8 each per year.
The gate-keeper receives a salary of $ 50 per year.
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Doc. No. 17.
JACKSON'S RIVER TURNPIKE COMPANY.
To the Board of Public Works.
The undersigned, who was appointed superintendent of the
Jackson's river turnpike company, as the successor of Gen. D. B. Layne, entered
on the discharge of my duties on the 27th of May last.
I found the bridge over Jackson's river in a very unsafe condition-so much 80
as to endanger the lives and property of those who passed over it. I opened the
ford above the bridge, and gave notice, by public advertisement, that the company
would not be responsible for any accidents that might happen to travelers or
others who might venture to cross the bridge in preference to fording the river.
As soon as I could obtain the force and materials, I had the necessary repairs
made, and put the travel on it again about the 5th of July. It is now in a sound
and safe condition.
I have used every effort to put the road in good repair as far as the means un-
der my control would admit. I intend, during the present fall and winter, when
the weather will permit, to open the side ditches and throw up the road in the
centre, ready for the spring travel.
I found no tools of any description belonging to the company worth anything.
Those heretofore purchased have been worn out, and I have had to purchase
new tools, such as scrapers, wagon, mattocks, harness, &c., and two horses, to
work the road; all of which cost 257 68, which now belong to the company,
and are charged in the annexed account. It will be perceived that a deduction of 20
per cent. has been made on stage tolls. This was done under a contract of my pre-
decessor, who found that had been the usual deduction made previous to his
taking charge of the road. This contract has been an annual one, and expired
on the 30th day of September last. I have received the instructions of the board
to make no deductions in future, of which the stage contractors have notice.
This will add to the revenue of the company annually from $ 220 to $ 250, which
will go very far to lessen the expense of keeping the road in repair, and at the
same time to keep it in better order.
I return herewith the monthly returns of the gate-keepers and my vouchers in
support of my disbursements.
The annexed account embraces the expenses of the whole year, as well while
under the superintendence of Gen. Layne as since I took charge of the road.
All of which is respectfully submitted.
PETER H. WOODWARD,
Superintendent.
October 10, 1853.
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Doc. No. 17.
39
A Report of the state of the Jackson's River Turnpike Company for the year ending
the 30th September 1853.
PETER H. WOODWARD, Superintendent,
In account with the Jackson's River Turnpike Company.
1853.
Sept. 30-To amount of tolls rec'd at gate No. 1, per returns,
844 84₫
To amount of tolls rec'd at gate No. 2, per returns,
528 66
1373 501
To amount of tolls rec'd of Farish & Co., stage con-
tractors,
-
0
1138 92
To amount of tolls rec'd of Dr. Thomas Good, stage
line,
.
-
-
118 011
1256 931
By deduction of 20 per ct. off stage tolls by agreement,
251 39
1005 54₫
Gross amount of income of road,
2379 05
By paid Gen. D. B. Layne for salary as superinten-
dent for 7 mo., at $ 300 per annum,
No. 1,
175 00
By paid Richard Langridge, gate-keeper, salary, 2,
90 00
By paid Adum Law for labor, &c.
3,
69 371
By paid A. T. Richards for horse, &c.
4,
56 00
By paid R. C. Noel for camp equipage, &c.
5,
28 14
By paid Wm. T. Clarke, repairs to bridge,
6,
23 66
By paid Washington Kettenger for labor,
7,
21 75
By paid James B. Clarke for labor,
8,
20 00
By paid J. D. Payne for harness,
9,
21 75
By paid A. McCallister for labor,
10,
18 50
By paid William H. Ruske for scrapers,
11,
14 00
By paid D. G. Wise for merchandize,
12,
11 14
By paid A. McCallister for labor,
13,
9 25
By paid James Law for labor,
14,
8 75
By paid Michael McElwee for labor,
15,
8 64
By paid Henry Gross for labor,
16,
8 50
By paid Arthur Lee for labor,
17,
7 50
By paid Aaron Law for labor,
18,
6 50
By paid Michael McElwee for labor,
19,
5 25
By paid George Masters for labor,
20,
4 871
By paid William Cox for labor,
21,
4 50
By paid John J. Johnston for labor,
22,
3 75
By paid James M. Johnston for labor
23,
30
By paid Peter H. Woodward, services, &c.
24,
487 901
By paid Wm. P. Farish & Co., wagon,
25,
45 00
1150 034
1229 011
Oct.
6-Deduct 6 per cent. on $ 20,000, the capital stock,
1200 00
Balance of cash on hand at date,
29 01₫
$
1229 011
1229 011
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40
Doc. No. 17.
RECAPITULATION.
Salaries:
To superintendent D. B. Layne,
-
-
-
175 00
To superintendent P.H. Woodward, from 1st June to 30th Sept.
100 00
To gate-keepers,
-
-
-
-
165 00
440 00
Property:
Two horses,
-
-
-
-
156 00
One wagon,
-
-
-
-
45 00
Two scrapers, $14; harness, $ 21 75 ; furniture, $ 7 13,
-
42 88
One plough, $ 9 50; two mattocks, $ 4; one bucket, 30c.
-
13 80
257 68
Labor:
Repairs of bridges, culverts, &c. &c.
-
-
-
531 33±
$ 1229 011
Amount set apart for dividend, $ 1200 00
Of this the state is entitled to two-fifths, equal to
-
-
480 00
Individual stockholders,
-
-
-
-
720 00
Balance cash on hand 1st day of Oct. 1853,
-
-
29 011
$ 1229 011
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Doc. No. 17.
41
JACKSONVILLE AND CHRISTIANSBURG TURNPIKE
COMPANY.
OFFICE JACKSONVILLE AND CHRISTIANSBURG T. Co.
Floyd Court-House, Oct. 31, 1853.
WM. R. DRINKARD, Esq.
DEAR SIR,
Annexed you will find my annual report of the financial condition
of the Jacksonville and Christiansburg turnpike company to 30th ultimo, show-
ing a balance on hand 1st instant, of $679 19. It has been out of my power to
make the report sooner. I would like to have done so, but was prevented. I hope
you will not regard me remise in my duties.
You will perceive I have overdrawn $3, which occurred in an addition some
time ago. When we make the next draw I will mention it, and have the error
corrected. From the papers annexed, I think we have given you a full statement
of our road. Should there be anything left out, let me know, and it shall be at-
tended to.
Very respectfully,
Your humble servant,
THOS. FRANKLIN, Treas.
Jacksonville and Christiansburg T. Co.
6
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Doc. No. 17.
To the Board of Public Works.
GENTLEMEN,
Accompanying this report find a list of officers, which remains the same as
last year also a statement of the amount raised from steekholders and the Board of public
works, and the amount expended to 30th September 1853.
The length of improvement 21 miles. The first section of 7 miles of the road is nearly
finished, with the exception of the bridge across Little river, 4 miles north of Jacksonville,
which will be probably finished by the last of the year. The 2d section of 7 miles has been
worked through but not finished. The 3d section of 7 miles is worked over, with the excep-
tion of 2 miles, but no part finished. No part of the road has been received by the board
of directors, in consequence of not having an engineer. We had Mr. Wm. P. Douthat,
an engineer from Buckharre, some few weeks last year, but not having constant employ-
ment, he was dismissed by the board. Mr. Eli Phlegar resigned as president of the company
the 1st of the year, and I was appointed to fill his place by the directors. A call of stock-
holders has been ordered to meet the 19th of November, for the purpose of electing two
directors and a president. As soon as the bridge and the balance of the road are completed,
which we hope will be by the last of the year, we expect to employ an engineer to view
the road and post toll-gates.
All of which is respectfully submitted.
JOS. HOWARD, Pres't,
On behalf of the Board of Directors.
October 31, 1853.
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Doc. No. 17.
43
Return of the state of the Jacksonville and Christiansburg Turnpike Company for
the year ending 30th September 1853.
Capital stock subscribed, 427 shares, at $25 per share,
-
-
$10,675
By individuals, 171 shares,
"
"
-
-
4275
Board of public works, 256 shares,
"
"
-
6400
$10,675
THOS. FRANKLIN,
Treasurer J. & C. T. Company.
September 30, 1853.
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4d
Doc. No. 17.
, 4 Financial Statement of the Jacksonville and Christiansburg Turnpike Company
from 1st October 1852 to 30th September 1853.
To amount in hands of treasurer October 1st, 1852, per statement received by
Board public works,
-
-
-
-
-
129 73
To amount received from stockholders during the year,
2322 00
"
Board of public works during the year,
3486 00
5808 00
5937 73
Disbursements :
By amounts paid contractors,
-
-
-
4928 15
Mr. Phlegar's expenses to Liberty on
business for company,
-
.
7 45
collector's commissions,
-
-
40 27
47 72
expenses of hands and hire, locating
the road,
-
-
57 10
Wm. P. Douthat, Esq., engineer,
122 57
179 47
Jacob Somers, land damages,
-
100 00
Interest on $ 300 for sixty days,
-
3 20
5258 54
On hand 30th September 1853,
$ 679 19
THOS. FRANKLIN,
Treasurer J. & C. T. Company.
Floyd Court-House, September 30, 1858.
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Doc. No. 17.
45
List of Officers and Agents.
Joseph Howard, president; Jackson Godby, Pleasant Howell, James R. Headen, Charles
B. Gardner, directors; Fleming W. Lustis, collector, receives 21 per cent on collections
of stock; Thos. Franklin, treasurer and secretary t no compensation has yet been paid him,
and he desires none until the road is finished and the contractors paid. We have no en-
gineer. No map has been drawn.
Length of improvement, 21 miles.
1st section, 7 miles, $ 349.
2d and 3d sections, 14 miles, $ 370.
The bridge across Little river was relet the 2d April last to Messrs. J. T. Gill and R. L.
Toneray, for $12 per foot, about 100 feet.
The stone work was put up by Mr. George Hubbert, who contracted for the whole of
the work and abandoned the same, which was relet as above.
The president has given you the condition of the work in his report.
THOS. FRANKLIN,
Secretary and Treasurer J. & C. T. Co.
September 30, 1853.
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46
Doc. No. 17.
JORDAN'S FURNACE AND ROCKBRIDGE TURNPIKE
COMPANY.
Report of the Jordan's Furnace and Rockbridge Turnpike Company for the year
ending 30th September 1853.
Amount capital stock, $ 6,000 00 :
Subscribed by the state 72 shares, at $ 50 each,
-
3600 00
Subscribed by individuals 48 shares, at $ 50 each,
-
2400 00
6000 00
Rents, tolls &c. from the commencement,
.
-
-
205 63
6205 63
Amount expended in construction,
-
-
5600 17
Cost of repairs,
-
-
-
-
427 18
Salaries of officers,
-
-
-
-
166 74
Compensation to gate-keepers,
-
-
-
25 63
Due printer,
-
-
-
8 00
6227 72
Deficit,
-
-
$ 22 09
WM. H. BELL, President.
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Doc. No. 17.
47
JUNCTION VALLEY TURNPIKE COMPANY.
The amount of stock subscribed and unpaid on the 30th of September last was
973 71. The length of J.V. turnpike road from Staunton to Buchanan is sixty
miles, the whole of which is graded, and about forty five miles planked.
The road is kept in repair by contractors, in sections.
The cost of keeping it in repair at present is $330 per annum.
The officers of this company are : William Lusk, president, salary $ 400 per
annum; Charles Chapin, secretary and treasurer, $250 per annum.
.
The directors receive two dollars per day for attending to company's business.
C. CHAPIN,
Secretary J. V. T. Co.
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48
Dec. No. 17.
Statement of the Junction Valley Turnpike Company on the 30th of September 1853.
Amount of capital paid in by individuals,
.
.
.
-
39876 29
"
Board of public works,
-
.
59814 43
due on scrip bearing 6 per cent. interest,
-
-
-
13481 99
due on bonds and notes,
-
-
-
-
5418 10
due on drafts on Lex. savings institution,
-
-
-
6817 60
due on open accounts,
-
-
-
-
-
2831 38
Amount of tolls collected,
-
.
-
-
.
7404 36
135644 15
Amount paid for land damages,
-
-
-
-
8271 71
engineering,
-
-
-
-
4413 32
grading,
-
-
-
.
-
30857 70
.
timber,
-
-
-
-
-
18588 46
hauling,
-
-
-
-
-
14969 16
sawing and planking,
-
-
-
-
31461 03
bridges,
-
-
-
-
-
3750 98
store accounts,
-
.
.
-
5760 25
negro hire,
-
-
-
-
-
2701 60
incidental charges,
-
-
-
-
6138 63
law expenses,
.
-
-
-
1042 16
discount and interest,
-
-
-
-
1558 42
personal property,
-
-
.
-
4630 10
toll-house,
-
.
-
-
-
211 20
repairs of road,
-
-
.
-
598 39
Amount of cash on hand,
-
-
-
.
.
697 37
135650 48
C. CHAPIN, Sec'y.
Lexington, September 30, 1853.
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Doc. No. 17.
49
KINGWOOD AND WEST UNION TURNPIKE COMPANY.
To the President and Directors
of the Kingwood and West Union Turnpike Co.
SIRS,
That part of said road under my superintendence for construction, ex-
tending from Morgantown to Kingwood, is now finished; the cost of which I hereby
report, viz.:
Section 1 to Geo. Lemmon,
370 rods, at
-
-
-
351 50
2
John Janes,
320
"
-
-
-
281 60
3
Sampson S. Trum,
320
"
-
-
-
374 00
4
John Janes,
320
of
-
-
-
337 00
5
John Janes,
320
"
-
-
-
320 00
6
Thuel Dorton,
320
"
-
.
-
319 00
7
Sam. Darnel,
320
"
-
-
-
420 00
8
Harrison Conley,
320
"
.
-
-
320 00
9
Samuel Darnel,
410
"
-
-
-
384 00
10
Thos. Steel,
272
"
-
-
-
215 00
11
Samuel Darnel,
250
"
-
-
-
290 00
12
Harrison Conley,
64
"
-
-
-
75 00
13
Philip Monear,
446
"
-
-
-
350 00
14
James Reed,
302
"
-
-
-
243 00
15
S.P. Monear,
348
"
-
-
-
249 00
16
Wm. Conley,
254
"
-
.
-
260 00
17
Elias Conley,
254
"
-
-
-
394 00
18
Wm. Conley,
135
"
-
-
-
100 00
19
Elias Conley,
276
"
-
-
-
276 00
20
Washington Conley,
320
"
-
-
-
330 00
21
Wm. Conley,
426
"
-
-
-
499 00
22
Fred. Dimmerman,
160
"
-
-
-
161 00
23
Wm. Conley,
164
"
-
-
-
127 00
24
Wm. Conley,
82
"
-
-
-
79 00
6773
$
6860 10
Bridge over Deckar's creek, by A. Ashbern,
-
-
-
115 00
Chain carriers in measuring road in sections,
-
-
-
2 00
6977 10
Erecting of two toll-gates,
-
-
-
-
10 00
Repairing of house for toll-keeper,
-
-
-
-
10 50
Printer's bill for advertising sale of road,
-
-
-
5 00
Printing rates of toll,
-
-
-
-
-
2 50
My pay for superintending up to August 1st, 1852,
.
-
83 25
7087 35
Repairing of two miles first made, before gates were put up,
.
20 00
$
7107 35
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Doc. No. 17.
Distance from Kingwood to Morgantown, 21 miles and 53 rods.
Cost of construction of the road,
$ 6860 TO
or $ 326 67 per mile, or 121 cents per rod.
The road was construeted according to printed specifications here enelosed. It was well
made, and the grade strictly observed, and is now in good order.
I had a toll-gate put up in twe and a half miles of Morgantown, being the nearest point
to town at which I could get an eligible situation, and commenced taking toll on the 13th
of July; and up to this time there has been $100 received at that gate. T had another
gate put up near Kingwood, and commenced taking toll on the 11th of August; and up
to this time there has been $104 received. The enclosed printed rules of toll are received
at each gate. Bond and security was taken from contractors for the faithful perform-
ance of their contracts.
I have contracts made with different individuals for keeping the road in repair by the
year, at an average rate of ten dollars per mile.
JAMES EVANS, Superintendent.
January 11th, 1853.
The foregoing is a report made to the president and directors by Jas. Evans, superinten-
dent. All of which is respectfully submitted to the board of public works by me as presi-
dent of the board of directors.
DAVED C. MILES, President.
January 11th, 1853.
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Doc. No. 17.
51
To the President and Directors of the
Kingwood and West Union Turnpike Road Co.
SIRS,
That part of said road under my superintendence for construction east of King-
wood is now finished from the Kingwood and Brandonville road to the Baltimore and
Ohio railroad, at the Cranberry Summit; the cost of which I hereby report, viz:
To William Cosby, section 3, 274 rods, at 70 cts. per rod,
-
-
191 80
Jas. Carrol & Doyle, section 1, 71 rods, at 1 70 per rod,
-
.
120 70
Scott & Crane, section 9, 711 rods,
-
-
-
1049 28
Sam'l W. Felton, section 1, west of Cheat, 751 rods, at $1 59,
-
120 00
John Wight, section 1, west of Cheat, 55 rods ,at $1 35,
-
74 00
Christian Myers, section 1, west of Cheat, 43 rods at $1,
-
43 00
John Redenower, section 2, east of Cheat, 174, and $ 7 50 extra for bridge,
292 52
Samuel W. Felton, section 1, east of Cheat, 80 rods made by sup., $1 17,
92 20
Do.
section 1, east of Cheat, 75, by B. Myers, $1 18,
88 50
Do.
section 1, east of Cheat, 77, by George Dewitt, 95c.,
73 15
Do.
section 1, east of Cheat, 971, by Dewitt & Tacker, $1 28, 124 50
A. Tiffers & Trembly, section 3, 346,
-
-
-
469 20
Wm. Taylor, 80, $1 00,
-
-
-
-
80 00
George Fraley, 854, $1 39,
-
-
-
-
118 83
Wm. Conley, section 2, at Dug road, 140, 87c,
-
-
121 80
Wm. Conley, 185 rods, at 37d cents,
-
-
-
69 37
A. Garner & A. Sypott, 108 rods, at 34 cents,
-
.
-
36 72
Do.
357 rods, at 57 cents,
-
-
-
205 05
Do.
36} rode at Summit, at $1 25,
.
-
-
44 90
George H. Shofer, 111} rods, at $1 75,
-
-
-
195 00
Benjamin Myers,
-
-
-
-
-
15 75
Wight & Weltlery, for extra work on Samuel Felton's 1st section,
-
10 00
Jacob Bucklew, for widening road at Short tunnel,
-
-
5 00
Herman's bill for printing bonds and notices, &c.
-
-
5 00
William Conley, for work in repairing road, in two orders,
-
-
170 00
Jonathan Bucklew, for repairing road,
.
-
-
10 00
Jonathan Bucklew, for building gate, $5,
-
-
-
5 00
Superintendence of construction to 1st November 1852,
-
-
100 00
$ 3931 28
B. FAIRFAX, Sup't.
January 11, 1853.
.
The foregoing is the report of B. Fairfax, superintendent of the eastern end of road,
made to the president and directors of said road. All of which is respectfully submitted to
the Board of public works by me as president of the board of directors.
DAVID C. MILES, Pres't.
January 11, 1853.
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Doc. No. 17.
Rates of Toll on the Kingwood and West Union Turnpike, for a Section of Ten Miles.
10 cents for 20 sheep or hogs, and 80 in proportion for a greater or less number.
20
"
" cattle, and so in proportion for a greater or less number.
6
"
a horse, mare, mule or gelding.
124
"
all one-horse carriages, buggies or carts.
184
"
all two-horse carriages.
25
"
all two-horse wagons, and 61 cents for every additional horse.
To Road Makers.
All that portion of the Kingwood and West Union turnpike lying between Morgantown
and the line of Preston county, (and some portions between that point and Kingwood,
will be let to the lowest responsible bidder, in sections of one mile.
The lettings to commence where the location leaves the Beverly road, near Durbannah,
on Wednesday, June 11, 1851, and continue from day to day till all is let. Contractors
will be required to give their bonds, with approved security, for the faithful performance
of their contracts. The road to be made in strict conformity to the general specifications
and the field notes of the engineer, (a copy of which will be furnished each contractor for
that portion to be made by him.)
SPECIFICATIONS.
1st. The road, when completed, must be 18 feet wide, exclusive of side ditches, (except
such portions as may be authorized by the superintendent to be of less width,) and such
portions, if any, to be specified in the contracts.
2d. The road to have a rounding slope from the centre to the bottom of the side ditches.
3d. Upon level or marshy soil the side ditches to be not less than two feet wide; the
centre of the road to be at least two feet higher than the bottom of the ditches.
4th. Side cuts to slope at an angle of 45 degrees, to prevent slipping; and where the
road is made by side cutting, the lower side to be raised sufficient to allow for settling.
5th. The gutters or sluices to be sloped in proportion to their width, (say one inch deep
for every foot wide,) well stoned with small stone, at least 6 inches thick in the middle,
and in soft ground 12 inches thick, to be supported by stone at the lower side to prevent
washing away.
6th. When the location is amongst rocks, the road may be sloped with them, those on
top being reduced to a small size, such as for macadamizing. All fast rocks to be removed
six inches below the surface of the road, and all loose stone of 3 lbs. weight removed off,
and all timber removed 20 feet from the centre on each side of the road.
7th. No tree to be cut on the bed of the road where the stump will be covered less than
a foot; all others to be grubbed up.
All contracts to be finished to the satisfaction of the superintendent, and by the time re-
quired by him; which time will be made known at the time of letting.
To avoid difficulty, the contractors are required particularly to preserve the station
stakes. by setting them on the bank opposite where they stood.
JAMES EVANS,
Sup't K. and W. U. T. R.
May 28, 1851.
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Doc. No. 17.
53
LEADING CREEK AND BUFFALO, CREEK TURNPIKE
COMPANY.
Return of the state of the Leading Creek and Buffalo Creek Turnpike Company
for the year ending 30th September 1853.
Capital stock, $16,000:
Subscribed by individuals, 178 21-25 shares, at $ 25 each,
-
-
4471 00
Subscribed by the commonwealth, 268 11-50 shares, at $ 25 each,
-
6706 50
Amount of commonwealth's subscription unpaid,
-
4375 50
Amount of individual
do.
do.
-
2912 51
Expended in construction of the work from com-
mencement, (in 1852,) to contractors,
-
1915 621
To engineer, this includes every expense incident
to location,
-
-
373 50
To clerk,
-
-
-
-
20 00
To treasurer,
-
-
-
32 00
To agent, to procure right of way,
-
-
5 00
For printing hand bills and notices in newspapers,
blank books and stationery, postage, &c.,
-
20 634
2366 76₺
Cash on hand Sept. 30th, 1853,
-
1522 724
11177 50
11177 50
By order of the board of president and directors.
WM. EWIN, Clerk.
Length of road 41½ miles; 9 miles finished ; 321 unfinished ; under contract 171 miles;
not under contract 15 miles.
Average cost per mile of what is finished and under contract, $ 348 33} per mile.
List of Officers.
Enoch Minear, president; Francis D. Talbott, Adam H. Bowman, Asberry Stalnaker,
Thos. H. Beavers, John Phares, directors; Francis D. Talbott, treasurer, compensation 11
per cent. on capital; William Ewin, clerk, salary $ 20 per annum; William Ewin, super-
intendent of construction, salary $ 300 for last year, $ 250 for present year; engineer,
William Ewin, compensation $ 373 50; this includes all expenses of location.
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54
Doc. No. 17.
LEESBURG AND SNICKER'S GAP TURNPIKE COMPANY.
To the Board of Public Works.
The president and directors of the Leesburg and Snickers gap turnpike
company beg leave to report the subjoined as the condition of the affairs of this
company.
S. B. T. CALDWELL, Clerk.
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56
Doc. No. 17.
Return of the state of the Leesburg and Snicker's Gap Turnpike
Amount of commonwealth's subscription unpaid,
.
-
-
-
3009 65
Amount of individual
"
"
-
-
-
4012 87
Due to company, other than on account of stock, none.
-
-
Expended in the construction of the work from commencement, (1851,)
in damages, repairs, salaries, incidental expenses, and amount paid on
bank debt, up to 1st of October 1852,
-
-
-
-
76526 45
Amount still due on the bank debt,
-
-
-
-
1000 00
Expended in repairs from 1st October 1852, to 1st October 1853,
-
573 36
Expended in salaries: two gate keepers, 1 year, $160; president's salary,
1 year, $75; treasurer's salary, 1 year, $25; four directors' salaries, 1
year, $40,
-
-
-
-
-
-
300 00
Amount applied to bank debt from 1st October 1852, to 1st October 1853,
818 00
Balance in hand of S. M. Edwards, former treasurer,
-
-
147 47
Property now held by the company, none.
Dividends declared from commencement, none.
Cash on hand 1st October 1853,
.
-
-
172 85
$
86560 65
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Dec.,No.,17
Company from commencement, April 1831, till 1st October 1853.
1
Membership
Capital stock, $ 50000 :
Subscribed by individuals 300 shares, at $100 each,
30000 00
Subscribed by commonwealth 200 shares, at $100 each,
20000 08
Amount of tolis received from commencement to date,
22212 50
Amount of interest received from individual steckholders, a per former
report,
-
547 39
Whole amount borrowed by the company, viz : from office of discount
1 and deposit in Leesburg,
13809 en
Dividends remaining unpaid, none.
$ 86560 65
8
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58
Doc. No. 17.
Statement of Receipts and
Amount paid out for repairs,
-
-
-
-
573 36
Amount paid out for salaries,
-
-
-
-
300 00
Amount applied to bank debt,
.
-
-
-
818 00
Dividends paid, none.
Other disbursements, none.
Balance in hands of treasurer,
-
-
-
-
172 85
1864 21
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Doc. No. 17,
Expenditures within the year.
Balance of money on hand, per last annual report, -
-
-
146 21
Amount received from individuals on capital stock, none.
Amount received from Board of public works on capital stock, none.
Amount of tolls received,
-
-
-
1718 00
Interest on debts due the company, none.
Debts received, none.
Materials sold, none.
Money borrowed, none.
1864 21
There has been no dividend declared during the year.
Done by order of the board of president and directors.
S.B. T.CALDWELL, Chk.
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Dbc: No. 17.
Amount unpaid on the 30th September 1853 :
Amount of commonwealth's subscription unpaid,
3009 65
Amount of individual
"
"
4012 87
Amount still due,
7022 52
There has been a map of this road sent to the the Board of public works.
"
Length of improvement, 154 miles; finished, 10 miles; unfinished, 51 miles.
The road is kept in repair, by paying the contractor for keeping the road in order, by the
perch for the stone, and by the day for other works.
Average cost per mile, $ 3642.
List bf Officers.
Jonah Hatcher, president, salary 75; James H. Chamblin, treasurer, $ 25; Harriet
Duvall and Mrs. Richards, gate-keepers, $ 80.
John Janney, Thomas Rogers, James McIlhany, S. B. T. Caldwell, Jonah Sands, direc-
tors-salaries, each $ 10.
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Doc. No. 17.
of
LITTLE RIVER TURNPIKE COMPANY.
OCTOBER 14th, 1853.
The president and directors of the Little river turnpike company respectfully
report to the Board of public works, that from the statement below of cash ac-
truing from the receipts of eighteen months, they have declared a dividend of $3
on each share, or two per cent. per annum.
From a return of the superintendent, it appears that the road is now in a good
State of repair; that on the upper 'part there is an adequate quantity of stene
prepared, and that the expenses on this part for the ensuing year will be light.
On the lower part (gravel) a covering of bank gravel will b'e required.
Since the heavy traffic on this road has so greatly diminished, so have also the
expenditures. There has been a large increase of light carriages and travelers on
horseback. A general regard to the public will require attention to keep the road
in a good state. The board has, therefore, instructed the superintendent to ad-
vertise for delivering the gravel at such times and places as may be required, and
that he also attend to the upper part and report to this board the state of the
bridges.
Assets:
Road 331 miles, cost
.
$150,000 00
Seven acres land, gravel,
-
200 00
Cash balance,
-
-
-
-
6,537 98
Respectfully submitted.
HUGH SMITH, Pres't.
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Doc. No. 17.
LYNCHBURG AND SALEM
Return of the State of the Lynchburg and
Bonds due 1st January 1854, for laborers to repair road,
-
-
775 00
Expense constructing road from commencement to date,
-
-
122411 90
Do. repairing road
do.
.
-
50222 76
Personal property held by company,
-
-
841 00
Real estate
do.
6.
.
150 00
991 00
Dividends declared from commencement to date,
,
.
79691 50
Salaries paid
do.
-
-
32336 87
Incidental charges
do.
-
-
850 00
Taxes paid on dividends
do.
-
-
383 07
Interest paid
do.
-
-
2056 66
Suspended debts,
&
-
-
-
.
5869 11
Cash on hand,
-
a
-
848 04
$ 296435 91
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Dbc. No. 17.
TURNPIKE COMPANY.
Salem Turnpike Company, October 1, 1853.
Capital stock, $110963 05, in 1037 shares:
Subscribed by individuals,
-
-
-
80963 05
Do.
commonwealth Virginia,
-
-
30000 00
110963 05
Tolls received from commencement to date,
-
-
-
184184 97
Interest
do.
-
-
-
89 64
Due for laborers to repair road, (1st January 1854,)
-
-
775 00
Undrawn dividends,
-
-
423 25
$ 296435 91
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17.
Statement of Receipts and
Expended in salaries,
-
.
-
-
-
1343 65
Real estate purchased for toll-gate,
-
-
.
-
150 00
Repairs on road,
-
.
-
-
-
1635 31
Bonds payable, due 1st January 1853, for laborers, 1
-
-
1645 00
Bonds for a laborer, due 1852, (S. Miller,)
.
-
.
100 00
Incidental charges,
-
-
-
-
-
30 00
Dividends paid,
-
.
-
-
-
470 00
Cash on hand,
.
.
.
.
848 04
$ 6222 00
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Doc. No. IN
65
Expenditures during the year.
Balance money on hand, per last report,
-
-
-
3028 24
Received for salary, overpaid last year and returned,
-
-
150 00
Tolls received during the year,
-
-
-
-
2944 00
Interest received
do.
-
-
-
-
83 76
Personal property sold,
-
-
-
-
16 00
Real estate purchased for a toll-gate, none.
No dividends declared since June 1851.
$ 6222 00
9
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66
Doc. No. 17
At a meeting of the directors of the Lynchburg and Salem turnpike company, on the
29th day of October 1853, the foregoing return of the state of the company being examined
by the board, is ordered to be certified to the Board of public works.
Extract from the minutes.
A. TOMPKINS, Sec'y.
List of Officers, Agents, &c.
Ben. A. Donald, president, without pay A. Tompkins, treasurer, book-keeper and so-
cretary, salary 2 per cent. on amount of tolls received; Joseph C. Porter, superintendent
and overseer, salary $ 300 per year; Geo. H. Edmonds, toll-gatherer at 1st section, salary
250 yer year John Marsh, toll-gatherer at 2d section, salary 150 per year. The length
of the road is 61 miles. Tolls are only received on two sections, 14 miles, commencing at
Lynchburg: the remaining portion of the road has been destroyed by the railroad running
over and on the same ground for a considerable distance.
Seven hands are employed by the year to keep the road in repair.
At a meeting of the directors of the Lynchburg and Salem turnpike company, on the
29th day of October 1853, the list of stockholders of this company, with the number of
shares held by each, each officer, or agent of the company, with their respective salaries or
pay, the length of the road, and the mode of keeping it in repair, being examined by the
board, is ordered to be certified to the Board of public works.
Extract from the minutes.
A. TOMPKINS, Sec'y.
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Doc. No. 17.
67
MIDDLE TURNPIKE COMPANY.
Return of the state of the Middle Turnpike Company for the year ending
30th September 1853.
Capital stock, $ 60,000
Subscribed and paid by individuals and the common council of
Alexandria,
-
-
-
-
-
36100 00
By the Board of public works,
-
-
.
23100 00
60000 00
Amount received from lottery fund to date-lottery authorized by
congress,
-
-
or
-
-
-
28100
Amount received from tolls from the commencement of the work
to date,
-
-
-
-
-
-
15392 98
Receipts:
Balance on hand, per last report,
-
-
-
458 10
Tolls received to 30th September last,
-
-
-
1212 94
1670 04
Expenses:
For repairs on the road,
-
-
-
-
633 26
Salaries and incidental charges,
-
-
-
332 25
965 51
Balance,
-
-
-
-
-
704 53
1671 04
The debts of the company are about $168, for materials furnished for repairs and
balance due salaries of officers.
The road is 17 miles long. There are three gate-keepers, who receive a compensation
of 75 each.
The president, who acts as treasurer, receives a salary of $100 per annum the presi-
dent and directors for the ensuing year are as follows:
Cassius F. Lee, president; Robert Brockett, Francis L. Smith, Benjamin Waters, di-
rectors on the part of the stockholders; William H. Miller, Daniel Minor, by the Board of
public works.
There have been no dividends made by this company. A list of stockholders on the 30th
September is annexed.
On behalf of the president and directors.
CASSIUS F. . LEE, Pres't.
Alexandria, Oct. 18, 1853.
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I
Dec. No. 17.
MILLBORO' AND CARR'S CREEK TURNPIKE COMPANY.
Return of the state of the Milliore' and Carr's Creek Turnpike Company for the
year ending October 1st, 1553
Capital stock, $ 5,000:
162.
Oct's 1, By balance, as per last report,
-
-
-
248 43
Unealled las dividends, as per last report,
-
-
73 87
Balance Oct 1, 1352,
-
-
-
322 30
1853.
P Oct's 1, By tolls received for year ending this date,
-
451 22
To dividends paid to commonwealth,
-
-
100 00
To
"
u
individuals,
.
-
168 03
For keeping road in repair,
-
-
-
120 00
To treasurer's compensation,
-
-
-
13 53
.
To uncalled for dividends,
-
-
-
75 13
To uncurrent money,
-
-
-
7 00
To balance in treasury,
-
-
-
289 83
$ 773 52
.
773 58
By balance in treasury,
-
-
-
289 83
By uncalled for dividends,
-
-
-
75 13
.
By uncurrent money,
-
-
-
7 00
Total,
-
-
-
$ 371 96
At a meeting of the president and directors, held on the 14th day of October, a dividend
of 6 per cent. upon each share was declared-payable December 1st, 1853.
The stockholders failed to hold a general meeting this year.
Length of road 10 miles: : kept in repair by contract, at an average cost of about $150,
or $15 per mile.
The president receives annually about $25 for his services. Nothing has been paid him
the past year, though he was allowed $ 25 at the last meeting of the board.
The toll-collector receives 15 per cent. on the amount of tolls collected-which sum he
deducts from the tolls received, and pays the net amount into the treasury.
Treasurer's commission 3 per cent-hereafter to be 5 per cent.
By order of the board.
JACOB M. RUFF, Treasurer.
List of Officers.
James F. Harper, president; Matthew White, Wm. C. Gilmore, state directors; Wm.
White, Jacob M. Ruff, Wm. C. Lewis, company directors; Jacob M. Ruff, treasurer.
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Dec. No. 17.'
69
MILLWOOD AND BERRYVILLE TURNPIKE COMPANY.
MILLWOOD, Oct. 16, 1853.
W. R. DRINKARD,
Sec'y Board of Public Works.
SIR,
For information as to the stockholders and officers of this com-
pany, reference is made to a previous report.
The road is finished, except that toll-houses and gates are'to be erected.
The length is about 61 miles. The cost per mile was $2,100, with some little
added for extra work.
The salary of the president and treasurer has not yet been fixed. The next
meeting of the directors will take that subject into consideration; and those offi-
cers have a claim for the whole service they have performed.
Very respectfully,
Your obedient serv't,
JAMES H. CLARK.
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70
Doc. No. 17.
Return of the state of the Millwood and Berryville Turnpike Company, Septem-
ber 30, 1853.
Capital stock, $15000 :
Subscribed by individuals,
-
-
-
-
6000 00
.
Subscribed by the commonwealth,
-
-
-
-
9000 00
Due by the company, for money borrowed of banks,
-
-
2000 00
Amount of commonwealth's subscription unpaid,
-
-
1359 69
Amount of individual
"
"
-
-
50 00
Expended in construction of the work,
-
-
13636 91
Expenses of engineering,
-
-
-
197 11
Land damages,
-
-
-
-
478 65
Sundry expenses,
-
-
-
-
22 341
Interest,
-
-
-
-
-
69 35
Cash on hand, as per statement below,
-
-
1185 941
$ 17000 00
17000 00
Statement of Receipts and Expenditures.
.
For capital stock:
Amount received of individuals,
.
-
-
-
-
5950 00
Amount received of state,
-
-
-
-
7640 31
For money borrowed of banks,
-
-
-
-
2000 00
15590 31
Deduct disbursements:
For construction,
-
-
-
-
13636 91
For engineering,
-
-
-
-
197 11
For land damages,
-
-
-
-
478 65
For sundry expenses,
-
-
-
-
22 344
For interest,
-
-
-
-
69 35
14404 364
Balance on hand,
$ 1185 941
By order of the president and directors.
JAMES H. CLARK,
Clerk and Treasurer.
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Doc. No. 17.
71
MOORFIELD AND ALLEGHANY TURNPIKE COMPANY.
OFFICE MOORFIELD & ALLEGHANY T. Co.
October 26, 1853.
To the Board of Public Works.
GENTLEMEN,
I send you herewith the annual report of the board of directors
of the Moorfield and Alleghany turnpike company, and the necessary state-
ments connected therewith.
Yours, very respectfully,
THOMAS MASLIN, President.
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12
Doc. No. 17.
At a meeting of the president and directors of the Moorfield and Alleghany turnpike com-
pany, held at their office in the town of Moorfield, on the 25th day of October 1853:
Present-Thomas Maslin, president, Abraham A. Inskeep, James S. Miles and David
Vanmeter, directors:
The board make the following, with the papers herewith, marked A, B, C, D and E, as
their annual report to the Board of public works, for the year ending on the 30th day of
September 1853, including the stem.
As before reported, they have kept the accounts of the main road and stem separately,
and report in relation to them separately now. The stem which was constructed by an
appropriation from the state, has been in successful operation for the last year, and is now
in good repair.
The amount of tolls last year was $193 79, of which 71 79 remains in the hands of
the superintendent-an excess of 29 19 on the surplus of last year. About half a mile
from the intersection of the stem with the main branch, the Patterson's creek Valley
turnpike intersects with the main branch, and a large amount of the travel on the stem
goes on it to the Baltimore and Ohio railroad at Patterson's creek depot. The stem is
about 12 miles long. The amount paid into court has not been as yet appropriated, the
case being still undecided.
The board regret to report, that the main branch is in bad order, and that the
tolls are not sufficient to keep it in good order. Though it is 28 miles in length,
the tolls for the past year were but 79 99, all of which have been expended in repairs,
and there is a small deficiency of 2 35 now due the superintendent. The small
amount of tolls may be accounted for from the bad order of the road, and from the fact
that it is tapped by the Patterson's creek and New creek turnpike roads, both leading to
points on the Baltimore and Ohio railroad. The board think it proper to suggest the pro-
priety of applying the excess of tolls on the stem to the improvement of the main branch,
and they submit to the Board of public works whether they shall do so or not.
They deem it proper to state, that in consequence of an error in the report of their
treasurer of $ 20, in the amount of stock paid in by individuals, they have drawn from the
state $ 30 more than in fact they should have done. They will endeavor at an early
day to collect that sum, SO as to render their action proper.
It will be perceived that they have paid the debts of the company except $ 55 09, which
has not been properly demanded, and that there is now a balance of $ 30 65 in the hands
of the treasurer.
The board still hope to collect a portion of the outstanding debt for individual stock, and
they desire to submit whether it will be proper to apply any excess of unexpended capital
stock, when collected, to the improvement of the road.
The board are satisfied that the tolls will not be sufficient to keep the-road in proper re-
pair, and they suggest that it may be well for the Board of public works to consider the
propriety of a transfer of the main branch, by legislative action, to the superintendence and
control of the county court as a county road, (the private stockholders concurring.) If
the Board of public works deem such action desirable, steps can be taken here to secure
the concurrence of the private stockholders.
The company own no property and have no debts due them except for stock in the road.
The officers of the company are same as last year, viz Thomas Maslin, president;
Abraham A. Inskeep and Solomon Michael, directors on the part of the individual stock-
holders; and David Vanmeter, Samuel Babb and James S. Miles, directors on the part of
the state Charles Lobb, clerk; Samuel A. McMechen, treasurer; James S. Miles, su-
perintendent.
There are no salaries now paid to any of the officers except the superintendent, who re-
ceives $10 on the main branch and $10 on the stem.
THOMAS MASLIN, Pean't.
CHARLES LOBB, Sec'y.
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18
Statement of the Receipts and Expenditures of the Moorfield and Alleghany Turn-
pike Company for the year ending the 30th September 1853.
By amount in hands of the treasurer October 1st, 1852,
-
-
26 48
"
received from individuals, on account of stock,
-
-
230 60
"
received from the Board of public works, on account of stock,
375 00
"
received for interest and costs,
-
-
39 46
To amount paid costs of suits,
-
-
-
5 36
"
paid discount, &c. on note in Valley Bank,
-
43 37
"
paid Wm. H. Childs, subcontractor, on account of
construction,
-
-
-
22 76
"
paid note in the Bank of the Valley,
.
-
560 00
To balance in the treasurer's hands,
-
-
-
30 65
$ 662 14
662 14
Statement of the Tolls and Repairs on the Moorfield and Alleghany Turnpike for
the year ending 30th September 1853-by James S. Miles, the Superintendent.
To amount paid for repairs for the year ending 30th Sept. 1653,
97 13
To superintendent's salary,
-
-
10 00
By amount in hands of the superintendent on 1st October 1852,
24 79
By amount received for tolls for the year ending 30th Sept. 1853,
79 99
By amount overpaid by the superintendent,
2 35
107 13 107 13
1853.
Oct. 1, To amount overpaid by superintendent,
$ 2 35
10
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74
Dec. No. 17.
Return of the state of the Moorfield and Alleghany Turnpike Company from
the Commencement to the 30th September 1853.
Capital stock, $ 15,000
Subscribed by individuals 120 shares, at $ 50 each,
-
-
6000 00
Subscribed by the commonwealth 180 shares, at $ 50 each,
.
9000 00
Received for interest and costs,
-
-
-
-
50 06
Amount of commonwealth's subscription unpaid,
-
219 24
"
of individual subscription unpaid,
.
-
181 90
"
paid for expenses of location, including the engi-
neer's services,
-
-
-
409 50
"
paid for land damages,
-
-
-
393 55
"
paid for printing and stationery,
-
-
32 00
"
paid for clerks' and sheriffs' fees, and costs of suits,
40 53
"
paid treasurer,
-
.
.
60 00
"
paid attorneys' fees,
-
-
-
51 75
"
paid interest on money borrowed from the Bank of
the Valley,
-
%
-
-
49 34
"
paid Job Sions and his several subcontractors, on ac-
count of construction,
-
.
13581 60
"
in the hands of the treasurer,
.
:
30 65
15050 06 15050 06
1853.
Oct'r 1, Amount in the hands of the treasurer,
$ 30 65
THOMAS MASLIN, Pres't.
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Doc. No. 17.
Return of the state of the Petersburg Stem to the Moorfield and Alleghany
Turnpike from the Commencement to the 30th September 1853.
By amount rec'd from Board of public works to construct stem,
4500 00
To amount paid for expenses of location, including engineer's
services,
-
-
-
-
-
93 00
To amount paid land damages,
-
-
-
29 00
"
paid Job Sions and his subcontractors, on account of
construction,
-
-
-
3608 65
"
paid attorneys' fees and advice,
-
-
38 75
"
paid on costs of suit with Ridgway & Bro., subcon'rs,
61 72
"
paid into court on bill of interpleader, as heretofore
reported,
-
-
-
-
697 35
Balance in hands of president, who acted as treas'r for the stem,
41 53
$ 4500 00 4500 00
THOMAS MASLIN, Pres't.
Statement of the Tolls and Repairs on the Petersburg Stem for the year ending
30th September 1853-by James S. Miles, Superintendent.
By balance in hands of the superintendent 1st Oct'r 1852,
-
44 60
By amount received for tolls for the year ending 30th
September 1853,
-
-
-
-
193 79
To amount paid for repairs for the year ending 30th Sep-
tember 1853,
-
-
-
-
-
131 60
To amount paid for one year's rent of toll-house,
-
.
25 00
"
paid one year's salary of superintendent,
-
10 00
Balance in hands of the superintendent,
-
-
-
71 79
$ 238 39 238 39
1853.
Oct'r 1, By balance on hand,
.
-
-
.
$
71 79
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Doc. Mo. IV.
MOORFIELD AND-NORTH BRANCH TURNPIKE
COMPANY.
To the Board of Public Works of Virginia.
The president and directors of the Moorfield and North Branch turn-
pike company report to the Board of public works of Virginia the condition and
operations of said company during the year ending 30th September 1853. The
balance on hand 30th September 1852, of $ 51 44, was applied to the payment
in part of the company's bond to Sam'l H. Alexander & Co., then due them for
$1,000. The amount of tolls received for the year ending 30th Sept. 1853, exclu-
sive of commission and salaries to gate-keepers, repairs and improvements, is
586 98, which is applied to the further payment of the company's bond to said
Alexander & Co.-leaving now due them a balance of $ 451 75, which the com-
pany hope to be able to discharge entirely out of the tolls to be received during
the next year.
About a year since the company dispensed with the services of N. Kuykendall,
whom they had employed to superintend and direct the repairs, and divided the
road between the directors, who are, and have been for the past year, superintend-
ing and directing the repairs in the districts adjacent to their respective residences,
thereby saving the expense of a general superintendent.
About the time this road was completed, by act of the legislature another road
was constructed from Petersburg to the north branch of the Potomac, running
parallel with this road. This latter road has drawn much of the trade and travel
from the Moorfield and North Branch road, and as a consequence neither road re-
ceives an amount of tolls much beyond what is required to keep them in good
condition. Had it not been for the improvement referred to, this road would
have paid a dividend to the state and stockholders.
Dan'l R. McNeill, president; Wm. P. Stump, Wm. McCoy, G. T. Barbee, F.
R. Seymour and Dr. J. W. Moore, directors; Sam'l H. Alexander, treasurer and
clerk. Neither of whom receives any compensation for their services.
By order of the board.
SAM'L H. ALEXANDER,
Treas. & Clerk.
Moorfield, Oct. 21, 1853.
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Google
Doc. No. 17.
3V
Return of the Moorfield and North Branch Turnpike Company for the year ending
30th September 1853.
Capital stock, $ 55,500:
Subscribed by individuals, 3794 shares, at $ 50,
-
-
-
18975 00
Subscribed by commonwealth, 569₫ shares, at $ 50,
-
-
-
28462 50
$ 47437 50
Due by the company for money borrowed of S. H. Alexander & Co., inclu-
ding interest to 1st October 1853,
.
-
.
1038 73
Receipts:
Receipts of tolls for the year ending 30th September 1853,
1965 49
Disbursements:
Repairs and improvements for the year ending 30th September 1853,
-
1265 50
Land damages and clerks' fees,
-
-
-
-
107 26
Printers' bills,
-
-
-
-
-
5 75
Paid S. H. Alexander & Co. on their note,
-
-
.
586 98
$
1965 49
Leaving now due of the company's debt to:6. H. Alexander & Co. the sum of
$ 451 75
$
SAM'L H. ALEXANDER,
Treas. & Clerk.
Property held by company :
Three toll-houses and lots, value
.
1000 00
Personal property, such as tools, implements, &c. used in repair-
ing road,
-
200 00
SAM'L H. ALEXANDER,
Treas. & Clerk.
A list of stockholders has been furnished, which is unchanged.
SAM'L H. ALEXANDER,
Treas. & Clerk.
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78
Doc. No. 17.
NEW CREEK AND HARDY TURNPIKE COMPANY.
BURLINGTON, October 15, 1853.
To the Board of Public Works.
GENTLEMEN,
I am directed by the president and directors of the New creek
and Hardy turnpike company to forward the enclosed documents as their report
to you for the year ending 30th September 1853.
Respectfully, yours, &c.
N. KUYKENDALL, Clerk.
:
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Doc. No. 17.
79
REPORT.
The president and directors of the New creek and Hardy turnpike company respect-
fully submit the following statement and annexed accounts as their report for the last year
ending 30th September 1853.
They refer to their last annual report, showing that the road was finished more than a
year ago. The length, &c. was also stated. Annexed is a statement showing the finan-
cial condition of the company, and accompanying is a list of the officers of the road also
a list of private stockholders, showing the amount paid by each, and the balances due from
each. The present condition of the road is tolerably good, and the travel on the north
end, near the railroad, is considerable on the other portion of the road the travel has
been very light during the year. There has been less work done on the road than should
have been, owing to the difficulty of getting laborers. Wages are high and laborers
scarce.
The cost of repairs per mile has been about $18. The usual method is by employing
laborers and horses by the day, who work by the direction of the superintendent. The
company needs another toll-house on their improvement, and after paying for that, the
residue of the capital, or such portion of it as may be on hand or can be collected, might
be and perhaps ought to be applied in improving and graveling portions, and securing
other parts of it from high water. It cannot be expected that the revenues of the road
will ever net much to the stockholders, but the convenience, advantage and comforts are
felt by all classes.
By order of the president and directors.
N. KUYKENDALL, Clerk.
A
To the Board of Public Works.
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Doc. No. 17.
Return of the state of the New Creek and Hardy Turnpike Company for the year
ending 30th September 1853.
Capital stock, $ 10,000:
Subscribed by individuals
160 shares, at 25,
-
-
4000 00
"
commonwealth 240
"
.
8.
6000 00
Tolls from commencement of work to date,
-
-
393 16
Amount of commonwealth's subscription unpaid,
-
959 54
"
individual
"
"
-
-
480 82
Expended in construction of the road from commencement to this
date,
.
-
-
.
-
6650 50
Land damages for same time,
-
-
-
516 00
Expended in repairs, &c. for same time,
.
-
293 21
Property new held by the company, to wit: two toll-houses, tolls
and fixtures, cost,
-
-
-
646 50
Dividends declared from commencement, none.
Cash on hand 30th September 1853, as per statement below :
In hands of treasurer,
-
-
-
274 20
"
"
superintendent,
-
-
77 44
351 64
Sundry expenses, including cost of location, superintendent's
salary, court expenses, viewers' and lawyers' fees, printing,
implements, tools, &c.
-
-
-
494 95
$ 10,393 16 10,393 16
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Doc. No. 17.
I
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report,
-
-
210 10
Add receipts during the year, viz:
Tolls,
-
.
.
-
-
.
301 19
Amount received from stockholders,
-
-
-
-
160 10
Amount received from Board of public works, none.
Total,
-
671 39
Deduct disbursements:
For improvements and repairs on road,
-
-
-
156 14
For fencing lot, and kitchen to toll-house,
-
-
-
32 50
For superintendent's salary during year,
-
-
-
87 50
For putting up mile posts,
-
-
-
-
15 00
For lawyer's fee,
-
-
-
-
-
10 00
For sundry contingent expenses,
-
-
-
18 61
Total disbursements,
-
319 75
Balance of money on hand, to wit:
In hands of treasurer,
-
-
-
274 20
In hands of superintendent,
-
-
-
77 44
351 64
671 39
By order of the board of president and directors.
N. KUYKENDALL, Clerk.
List of Officers.
Reuben Davis, president; Solomon Michael, John Ward, Robert K. Sheetz, directors
on part of state; Samuel Arnold, John Michael, directors elected by stockholders; Silas
Rees, treasurer; Nath'l Kuykendall, superintendent and clerk, salary $ 87 50 per annum.
11
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Doc. No. 17,
NEW MARKET AND SPERRYVILLE TURNPIKE CO.
ANNUAL REPORT.
To the Board of Public Works.
GENTLEMEN,
We respectfully submit for your consideration the third annual report
of the operations of this company for the year ending the 30th of September 1853, with
the report of the committee to examine the books, &c. of the company.
Return of the state of the New Market and Sperryville Turnpike Company for
the year ending the 30th September 1853.
Capital stock, $115000:
Subscribed by individuals,
-
-
-
-
45275 00
.
Subscribed by commonwealth,
-
-
-
-
67912 50
Tolls and interest from commencement to date,
-
-
3280 69
Property held by the company,
-
-
-
-
465 00
116933 19
Expended in construction of work, land damages and officers'
salaries from commencement to date,
-
-
119020 18
Interest on debt of company,
-
-
-
76 16
Cash on hand, as per statement below,
.
-
202 361
Debts due the company,
-
-
-
489 38
Balance now due by company,
-
-
-
2854 891
$ 119788 081
119788 084
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Doc. No. 17.
Statement of Receipts and Expenditures during the year.
Balance of money on hand, per last annual report,
-
.
53 98
Add receipts during the year, viz: :
For capital stock, from Board of public works,
.
.
600 00
For
"
from individuals,
-
-
.
400 00
Tolls and interest,
.
-
-
-
-
1821 91
Total receipts,
$ 2875 89
Total disbursements during the year:
For improvements and repairs,
-
-
-
-
752 39
For officers' salaries,
-
.
-
-
421 00
For toll receivers' compensation,
-
.
-
-
338 00
Debts and interest paid,
-
-
-
-
1125 1B
Incidental expenses,
-
-
-
-
-
36 97
Total disbursements,
2673 52
Balance of money on hand,
-
-
202 36
$ 2875 89
No dividend has as yet been declared.
By order of board.
WM. O. YAGER, Clerk.
To the Stockh Aders of the
New Market and Sperryville T. Co.
The committee appointed by a continuous order of the board, at & meeting on
the 15th September 1853, have examined the books, accounts, state of the funds, the vouch
ers for all money received and disbursed, and all transactions ef the company from the 14th
Oct. 1852 to this date.
Your committee, by the aid of your treasurer and secretary, have performed the duty
assigned them, and found the books to have been neatly and accurately kept, and each
item of disbursement supported by a satisfactory voucher.
The official bonds are in proper form and the security satisfactory.
All of which is most respectfully submitted.
EDWARD ALMOND,
WM. F. JONES,
JNO. LIONBERGER.
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84
Doc. No. 17.
NORTH RIVER NAVIGATION COMPANY.
Return of the North River Navigation Company for the year ending Sept. 30, 1853.
Authorized capital, $ 235000
Subscribed by individuals 313 shares at $ 50,
-
-
-
15650 00
Subscribed by Rockbridge county 899 shares, at $ 50,
-
-
44950 00
Subscribed by town of Lexington 200 shares, at $ 50,
-
-
10000 00
Subscribed by commonwealth,
-
-
-
-
105900 00
Subscriptions unpaid :
Rockbridge county,
-
-
-
-
170 50
Individuals
-
-
-
-
3497 50
Commonwealth,
-
-
-
-
5502 00
Expended in construction of work,
-
-
-
137919 11
instruments,
-
-
-
-
190 00
officers' salaries,
-
-
-
3850 25
engineering,
-
-
-
6947 33
printing,
-
-
-
-
285 81
office rents,
-
-
-
135 00
land damages,
-
-
.
14301 29
contingencies and sundries,
-
-
3701 21
$ 176500 od: 176500 00
Of the $ 235000 capital authorized, there remained on the 30th September $ 23400 to be
subscribed by individuals, and $ 35100 by the commonwealth. Of the private stock there
has however been, since the 30th September, about $ 14000 subscribed, part now available,
and part conditioned that the whole amount is raised. I have no doubt but that the
whole amount can be raised.
JACOB M. RUFF, Sec'y.
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Doc.. No. 17.
85
Receipts and Disbursements within the year.
Receipts:
By balance in treasury, as per report 1852,
-
-
-
5141 87
Received from individual stockholders,
-
-
-
3314 06
Rockbridge county,
-
.
-
.
21491 94
commonwealth,
-
-
-
-
37209 00
Lexington savings institution, loan,
-
-
5000 00
other sources, interest, &c.
-
.
-
290 39
Disbursements:
To contractors,
-
-
-
-
51582 75
For work done by company's hands,
-
-
-
6859 23
land damages and rents,
-
.
-
1861 64
engineering,
-
-
-
-
2346 12
salary of president,
-
.
-
-
750 00
secretary,
-
-
.
-
250 00
office rent,
-
-
-
-
45 00
To Lexington savings institution, loan and discount,
-
6191 91
contingencies,
-
-
-
-
2560 61
Due to contractors and others,
-
.
-
3584 74
Balance,
-
-
.
-
3584 74
$ 76032 00
76032 00
To balance due to contractors, &c.
.
-
-
$ 3584 84
By order of the president and directors.
E. E.
JACOB M. RUFF, Sec'y.
October 27, 1853,
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86
Doc. No. 17.
PATTERSON'S CREEK VALLEY TURNPIKE COMPANY.
BURLINGTON, Oct. 15, 1853.
To the Board of Public Works of Virginia.
GENTLEMEN,
By order of the president and directors of the Patterson's creek
valley turnpike company, I enclose the within documents as their report for the
last year ending 30th September 1853. We have not been advised of any change
made by the present Board of public works as to reports; consequently, we have
endeavored to conform to the original instructions received from the old board.
If any more or less had been required, the necessary instruction or form would
probably have been given.
Yours &c. respectfully,
N. KUYKENDALL, Clk.
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Doc., No. 17
87
BURLINGTON, HAMPSHIRE Co. Va.
October 1st, 1853.
To the Board of Public Works.
GENTLEMEN,
The president and directors of the Patterson's creek valley turnpike company submit
the following statements and annexed accounts as their report for the last year, (to the
stockholders and Board of public works,) showing the state of their finances, &c. The
present condition of the road is generally good, though the repairs have been greater than
were anticipated, and considerably exceeding the tolls; consequently, the company had
to resort either to borrowing money or drawing from the treasurer a portion of the funds
in his hands: they chose the first of these expedients, preferring to reserve the latter for
building toll-houses, or to be used in part toward constructing a bridge across Patterson's
creek. The cost of repairs has been greatly increased by the rains of the past season,
while at the same time the tolls have considerably diminished. The present prospect,
as it respects revenue or dividends, is not favorable, but as an improvement to the country
through which it passes, increasing the value of property and giving facilities and comfort
to all classes, both stockholders and other persons, the advantages and benefits are very
great.
There has been regular notice (given according to law) to the stockholders for the
annual meetings, but they have neglected, or a sufficient number has failed to attend
consequently, there has been no election since the first, and the original officers remain
without any change. It either shows that the stockholders are negligent of their interest,
or that they are satisfied to let well enough alone.
A list of private stockholders (all paid) accompanies this report. The company have
not been able to purchase suitable locations for toll-houses; consequently, have built none,
but continue to rent at 12 per annum for each, and allow the gate-keepers 10 per cent.
commission on the receipts as compensation. The annexed statement of accounts A and
B show the fiscal condition from the commencement of the improvement, as also the
receipts and disbursements of the past year. It is rather to be hoped and expected that
the tolls will be increased and the expenses diminished in future. The banks will not
wash and fall in so much, and the road is becoming very hard and permanent.
By order of the president and directors.
N. KUYKENDALL, Clerk.
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88
Doc. No. 17.
Return of the state of the Patterson's Creek Valley Turnpike Company for the
year ending 30th September 1853.
Capital stock, $16,500:
Subscribed by individuals 264 shares, at $ 25,
-
-
-
6600 00
"
by the commonwealth 396 shares, at $ 25,
-
-
9900 00
Tolls, &c. from commencement of work to date,
-
-
-
875 38
Due by the company, for money borrowed, to the bank at Romney,
-
326 00
Interest received from the treasurer,
-
-
-
-
36 38
Due to the company, in hands of treasurer,
-
-
752 77
Expended in construction of the work from commencement to this
date,
-
-
-
-
-
14117 56
Land damages for same time,
-
-
-
422 50
Expended in repairs for same time, including implements, &c. &c.
1205 17
Attorneys', printers' and clerks' bills paid,
-
-
113 91
Superindendent's salary from commencement,
-
-
375 00
Cost of location,
-
-
-
-
129 50
Tresurer's commission for his services,
-
-
330 00
Building a small bridge,
-
-
-
20 85
One horse bought,
-
-
-
32 50
Two carts and gear, &c.
-
.
-
50 00
103 35
Sundry contingent expenses, including mile-posts, toll-gates, com-
missioners to assess damages, reviewers, &c. &c.
-
124 11
Balance in hands of superintendent October 1st, 1853,
-
63 89
17737 76 17737 76
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Dac. No. 12;
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report, in hands of treasurer,
-
752 77
Tolls received during the year,
-
-
-
-
560 75
Interest received from treasurer on funds in his hands,
-
-
36 28,
Money borrowed from bank in Romney,
-
-
-
326 00
Deduct disbursements during the year, viz :
For improvements and repairs during the year,
-
.
755 76
:-
Superintendent's salary during the year,
-
-
100 00
Interest paid on note in bank,
-
-
.
3 48
Money in hands of treasurer, being unexpended portion of the
capital stock,
-
-
-
-
752 77
Balance in hands of superintendent,
:
-
-
63 89
1675 90
1675 90
Dividend for the year, none.
By order of the board of president and directors.
N. KUYKENDALL, Clerk.
List of Officers.
Thomas Carskadon, president; James Allen, John T. Pierce, Charles Williams, James
Williams, Joseph McNemar, directors; Samuel D. Brady, treasurer; N. Kuykendall,
superintendent and clerk, salary $100 per annum ; Asa Hiett, state proxy.
12
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90
Doc. No. 17.
PITTSYLVANIA AND LYNCHBURG TURNPIKE COMPANY.
LYNCHBURG, Oct. 28, 1853.
Mr. W. R. DRINKARD,
Secretary of Board of Public Works.
SIR,
I hand you as above, the annual report of the secretary and trea-
surer of the Pittsylvania and Lynchburg turnpike company, ending 30th last
month. Our board, after its adoption, proceeded to declare a dividend of three
and a half dollars per share among the stockholders.
Very respectfully,
Your ob't serv't,
HENRY DAVIS, President.
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Doc. No. 17.
91
Return of the state of the Pittsylvania and Lynchburg Turnpike Company for the
year ending 30th September 1853.
Capital stock, $17,500:
Subscribed by individuals 210 shares, at $ 50,
-
-
-
10500 00
"
commonwealth 140 shares, at $ 50,
-
-
7000 00
Tolls from commencement of work to date,
-
-
-
30729 77
Due by the company to toll-keepers and contractors,
.
-
353 36
Dividends unpaid,
-
-
-
-
-
358 20
Due the company on account,
-
-
-
43 82
Expended in construction of work from its commencement to
this date, viz :
Purchase of old bridge site and rebuilding the same,
-
9568 91
Building bridge over Child's creek,
-
.
-
600 00
Building road,
-
-
-
-
10451 75
Purchase of lots and building toll-houses,
-
-
469 11
Damage on lands,
-
-
.
-
593 89
.
Incidental expenses,
-
-
-
-
1233 37
Expended in repairs for the same period :
Repairs to road and bridge,
-
-
.
12870 44
Toll-keepers' salaries,
-
-
-
6791 61
Officers' salaries,
-
-
-
.
2768 21
Dividends declared,
-
-
.
-
2100 00
Cash on hand 30th September 1853,
-
.
-
1450 22
$ 48941 33
48941 33
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Doc. No. 17.
Receipts and Expenditures for the Year.
Balance of money on hand, per last report,
-
-
-
1251 73
Amount of tolls received,
-
-
-
-
2640 96
3892 69
For repairs, -
-
-
-
-
534 50
.
Paid officers' salaries,
-
.
-
-
349 44
Paid toll-keeper's salary, -
-
-
-
578 22
Debts paid,
-
-
-
-
-
40 40
Dividends paid,
-
-
.
-
939 91
2442 47
Balance of cash on hand,
-
-
1450 22
Length of road 254 miles; 3 toll-gates, including toll-bridge over Staunton river, toll-
keepers and compensation; Jno. Rouch at bridge, salary $150; John Haynes at 2nd toll-
gate, salary $125 ; Howell Robinson at 1st toll-gate, salary 125. The road is let to the
lowest bidder for repairs. W.B. Morris gets one-half the road at $ 200 per annum, and
Jesse M. Goodman the other half at $ 200 per annum. Henry Davis, Esq., president;
Saml. Nowlin, Jas. C. Hunt, Jesse Hare, Saml. McCorkle and Henry Dunnington, direo-
tors; F.S. Miller, secretary and treasurer-his compensation is 4 per cent. on the amount
received; Saml. Nowlin, superintendent-bis compensation is 150 per annum.
F.S. MILLER, Secretary.
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Doc. No. 17.
98
POTOMAC TURNPIKE COMPANY.
Return of the state of the Potomac Turnpike Company for the year ending Sep-
tember 30, 1853.
Capital stock, $ 45,000 :
Subscribed by individuals 77 shares, at $ 20 each,
-
-
-
$ 1540 00
Subscribed by the commonwealth 115} shares, at $ 20 each,
-
-
$ 2310 00
Commonwealth's subscription unpaid,
-
-
-
$
1091 70
Individual subscription, none.
Expended in construction of the work from the commencement, April
1852, to this date:
Cash paid superintendent for location of road,
-
-
-
21 00
contractors,
-
-
.
-
-
311 20
"
-
-
.
-
-
400 00
superintendent,
-
-
-
-
-
25 00
for land damages (Oct. 29, 1852,)
.
.
-
100 00
"
"
-
-
-
-
-
113 00
" advertising,
:
-
-
-
-
4 12
contractor,
-
-
-
-
.
311 20
"
-
-
-
-
-
311 20
for book,
-
-
.
-
-
50
contractor,
-
.
.
-
-
311 20
"
-
.
.
-
-
311 20
"
-
-
-
-
311 20
Postage and paper,
-
-
-
12
$ 2530 95
By order of the board.
WILLIAM FRENCH, Clerk.
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94
Doc. No. 17.
Receipts and Expenditures within the year.
Balance of money on hand, per last annual report:
Amount received from stockholders,
-
-
-
-
1265 00
Amount received from Board of public works,
-
-
-
1011 30
1853.
Oct. 18, Cash paid contractors,
-
-
-
-
400 00
wintendent,
-
-
-
-
25 00
for land damages,
-
-
-
-
100 00
"
"
-
.
-
-
113 00
" advertising,
-
-
-
-
4 12
Feb. 15, Cash paid contractor,
-
-
-
-
311 20
April 13, Cash paid contractor,
-
-
-
-
311 20
for book,
-
-
-
-
50
April 27, Cash paid contractor,
-
-
-
-
311 20
June 3, Cash paid contractor,
-
-
-
311 20
Aug. 26, Cash paid contractor,
-
-
-
-
311 20
for postage and paper,
-
-
-
13
axeman, flagman and chain carrier, for services locating road,
20 00
2218 75
WILLIAM FRENCH, Clerk.
October 29, 1853.
The length of the Potomac turnpike road, according to location, is nine miles and one
hundred and ninety-four rods, and there have been completed niue miles, and the balance of
the road will be completed some time this coming winter it was to have been completed
by the 1st of March last, but in consequence of the scarcity of labor and neglect and care-
lessness of the contractors, it has not been completed, and the directors have not been die-
posed to make them forfeit their contract.
The officers of the company are, B. D. Stump, president ; Abraham Moore and
Amos Allbright, directors elected by the stockholders; N. B. Guthrie, Abraham Dei-
trick and David Beery, appointed on behalf of the Board of public works. Wm. P.
Stump has been appointed superintendent for the present year, and superintends without
any compensation.
WILLIAM FRENCH, Clerk.
October 29, 1853.
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Doc. No. 17.
95
RED AND BLUE SULPHUR SPRINGS TURNPIKE CO.
Statement of Receipts and Expenditures of the Red and Blue Sulphur Springs
Turnpike Company for the year ending 30th September 1853.
Amount paid out for repairs:
At Muddy creek gate,
-
-
-
-
94 54
Neel's gate,
-
-
-
.
-
167 82
Paid for collecting tolls:
At Muddy creck gate, 14 per cent.
-
-
-
14 03
Neel's gate, 20 per cent.
-
-
-
-
25 97
$ 302 36
Amount of tolls collected :
At Muddy creek gate,
-
-
-
-
100 25
Neel's gate,
-
-
-
-
129 88
$
230 13
Middle section let to be kept in repair for one year for the tolls collected at middle gate.
We, the president and secretary of the Red and Blue Sulphur springs turnpike com-
pany, certify to the secretary of the board of public works that the foregoing report of the
president and directors of said company, made at their annual meeting held at the cross-
roads, Monroe county, Virginia, October 1st, 1853, is a true statement of the receipts and
expenditures of said company for the year ending 30th September 1853.
A. DUNLAP, Pres't.
WM. HAYNES, Sec'ry.
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96
Doc. No. 17.
ROCKINGHAM TURNPIKE COMPANY.
HARRISONBURG, Nov. 1, 1853.
To the Board of Public Works.
GENTLEMEN,
Enclosed I send you a statement of the receipts and disburse-
ments of the Rockiugham company, and a return of the state of the company for
the year ending September 30, 1853. I also send you a copy of the report of the
president and directors to the general meeting of the stockholders, held at Elk
run church in this county in May last. The company have not as yet changed
the time of holding their annual meetings, as was requested by the Board of
public works. The road is now completed. For some months past tolls have
beeu received on 20 miles, and at the November term of the county courts of
Greene and Rockingham, the reports of the commissioners will be submitted
receiving the remaining 15 miles. Owing to the dissensions which prevailed
among the stockholders, a great deal of money was spent at law and engineering,
which could with greater profit to the stockholders have been expended on the
western end of the road. The stockholders, in general meeting, accepted the
amended charter increasing the capital stock $ 50,000, for the purpose of extend-
ing the road eastwardly, but no subscriptions have been made as yet. The people
of Greene, who are more interested in this than any other section, have as yet
taken no steps in the premises. They seem to prefer an extension of the
Fredericksburg plankroad to Stanardsville, as this will secure every advantage
they desire. When the plankroad. crosses the Madison road, they will have a
choice of the Richmond and Fredericksburg markets. This road will add greatly
to the country lying adjacent to it ; and the receipts from tolls, from present indi-
cations, will be considerable. I have no data on which to base an estimate of
their amount, as the mountain sections have been in use only a few weeks.
Twenty-five miles of the road are macadamized, but the two western sections only
partially so. The mountain sections of our road will compare favorably with
any road of similar character in this state or elsewhere. There were objections
to the report of the commissioners receiving the road, which delayed us con-
siderably in receiving tolls. I am happy to state that all suits for and against the
company are now at an end, with the exception of the suits brought by the con-
tractors on the route that was abandoned. This we hope to dispose of at the
next term of the circuit court. I presume, that before this the map of the road
prepared by Colonel Dean, our engineer, has reached you.
Respectfully, your obedient servant,
E. A. SHANDS, Pres't.
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Doc. No. 17.
To Stockholders of Rockingham Turnpike Company.
The president and directors of Rockingham turnpike company beg leave to
report to the stockholders, that since the last annual meeting of the company, the work has
been pushed forward as fast as the funds of the company would allow. In a few days, the
commissioners appointed by the county court of Rockingham will be upon the line, for the
purpose of viewing the road, and if they report that it is constructed according to the terms
of the charter, the company will be entitled to receive tolls on 20 miles. The county court
of Greene has also appointed commissioners for a similar purpose, and as soon as their
report is made, a five mile gate will be erected in Greene county. All the efforts of
the board will be exerted to have the mountain sections ready for the travel at the time
prescribed by the contracts for their completion-that is, on the 1st July next. An act was
passed at the last session of the legislature, increasing the capital stock of the company
50,000, three-fifths of which amount will be subscribed by the state as soon as two-fifths
are subscribed by individuals. This act was passed for the purpose of extending the road
to some point on the Madison road, which leads to Gordonsville. There is very little
doubt but that the citizens of Greene and Orange counties will eventually take the stock,
and extend this road either to Liberty mills or Gordonsville.
An act was also passed, authorizing the company to charge the tolls prescribed by law
for graded roads, on that portion of our road which is not metaled. There are not funds
enough to metal the two sections on the western end of the road, but we have succeeded
in metaling half the width of the road in some points where it was most needed. On
these sections the toll will be the same as on graded roads.
The report of the treasurer will exhibit the financial condition. His books and vouchers
have been submitted to a committee appointed at the last annual meeting of the stock-
holders, who will report thereon. The report of the engineer will show the condition of
the work on the line.
The suit against the company for damages for the change of location and abandonment
of the contract with Miller, Hughes & Co. is still pending, and proceedings have been
instituted against those stockholders who have refused to pay up their requisitions. We
expect they will all be decided at the ensuing term of the circuit court.
E. A. SHANDS, Pres't.
A. D. ALMOND,
HENRY FORRER,
THOS. HARRISON,
State Directors.
JACOB AMMON,
JACOB BEAR,
Company Directors.
13
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98
Doc. No. 17.
Return of the state of the Rockingham Turnpike Company for the year ending
September 30, 1853.
Capital stock:
Subscribed by individuals
1552 shares, at $ 25 each,
-
-
38800 00
commonwealth 2328 "
"
-
-
58200 00
Tolls from commencement of work to date,
-
-
-
139 77
Expended for construction of road, -
-
-
85600 32
land damages,
-
-
-
2437 83
engineering,
-
-
-
2068 82
directory,
-
-
-
260 00
incidental,
-
-
-
213 481
stationery and printing,
-
-
64 65
law expenses,
-
.
-
361 271
officers' salaries,
-
-
-
1459 00
bridge No. 1,
-
-
3244 62
" " 2,
-
-
-
280 00
keeping gates,
-
-
-
10 00
Purchase of Swift run gap charter, -
-
-
1000 00
Money in treasury this day,
-
.
-
139 62
$ 97139 62
97139 77
G. W. MILLER, Sec'y & Treas.
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Doc. No. 17.
99
Receipts and Disbursements within the year.
Balance of money on hand, per last report,
.
-
-
4025 881
For capital stock, amount received from individuals,
-
17218 00
commonwealth,
-
-
25827 00
Tolls,
-
-
-
-
-
-
139 77
Disbursements during the year viz:
Amount paid for construction of road,
.
-
41284 12
bridge No. 1,
-
-
-
1985 30
" " 2,
-
-
-
280 00
s
land damages,
-
-
-
759 33
engineer and engineering,
-
-
704 32
directory,
-
.
-
138 00
incidental,
-
-
-
95 981
stationery and printing,
-
-
26 65
law,
-
-
-
204 00
officers' salaries,
-
-
-
583 33
keeping gates,
-
-
-
10 00
purchase of Swift run gap charter,
-
1000 00
Cash in treasury this day,
-
-
-
139 62
$ 47210 651
47210 651
Salaries of Officers.
President, $ 500 per annum; secretary and treasurer, $ 350; directors, $1 50 per diem.
GEO. W. MILLER, Sec. & Treas.
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100
Doc. No. 17.
ROCKYMOUNT TURNPIKE COMPANY.
LYNCHBURG, Oct. 31, 1853.
WILLIAM R. DRINKARD, Esq.
DEAR SIR,
Enclosed I send you a report of the president and board of direc-
tors of the Rockymount turnpike company for the year ending the 1st October
1853, which I hope will be found correct and approved by the Board of public
works.
Yours, very respectfully,
STEPHEN C. HURT, Treasurer.
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Doc. No. 17.
101
LYNCHBURG, October 28, 1853.
To the Board of Directors of the
Rockymount Turnpike Company.
GENTLEMEN,
The statement of the treasurer, herewith submitted, will show the financial
condition of this company on the 30th September last. The amount of individual sub-
scriptions made prior to the passage of the act of the 29th March 1851, which still remains
unpaid, is 996 00. The amount due from the commonwealth for subscriptions, also
made prior to the passage of the aforesaid act, is $1318 59-making a total of $ 2314 59.
This company is still indebted on contracts made for the completion of this road, to the
village of Rockymount, in the sum of 6967 02, 3500 of which is due to the Citizens
savings bank in this city : 3467 02 is due to Mesers. Nowlin & Mosely, the contractors-
both of which debts have'long been due and onght to be paid a considerable portion of
the amount due from individual subscribers I fear will not be realized, some being insolvent,
others having removed out of the state, leaving still a portion, which shall be collected as
soon as practicable. Under the act of the 29th March 1851, authorizing this board to ob-
tain further subscriptions for the purpose of extending this turnpike west of Rockymount
and forming a connection with the section of 5 miles of this road passing over the Alleghany
mountain, made in the early commencement of this road, being a distance of about 14
miles, have obtained a subscription and put the same under contract, as reported to you
by my predecessor at the last annual meeting of this board. As those subscriptions were
made both by the individuals and the commonwealth for the specific purpose of making
the aforesaid extension of this road, the treasurer has made a separate statement show-
ing the present condition of the fund applicable to this object, which is also herewith pre-
sented, showing the balance now in the hands of the treasurer to be $ 936 24 also the
balance due from individual subscribers to be 215 00 and from the commonwealth to be
1222 50; all of which will now soon be called for. As the road has been completed in a
highly satisfactory manner, county commissioners having recently examined and received
it, arrangements are now being made to erect a gate on it, and it will be prepared for
taking toll in the month of November next.
The mountain section of this road still remains in the same condition reported to you by
my predecessor at your last annual meeting. A further appropriation has been made by
the legislature for the object of purchasing and widening the same, which ought to be done
as soon as practicable, it forming the only obstruction to travelers over a fine, well graded
turnpike extending out to Hillsville in the county of Carroll, a distance of about 120 miles,
and would enhance the revenues both of this road and that portion made entirely on state
account, connecting with this at the western base of the Alleghany mountain.
The past winter being an unusually wet one, causing deep mud in some portions of this
road during all the winter and a portion of the spring months, rendering it necessary to
throw open the gates a part of the time, affected the amount of tolls taken in this year
we however received 1549 24. I have, with the small force now on the road, paved
some 8 or 900 yards with broken stone over the worst points, and the general condition of
it has been well kept up, and hope that it is becoming more firm and less liable to get out
of order. There is a general good feeling manifested towards it; and but for the Virginia
and Tennessee railroad taking off the travel from portions of it, it would now yield a good
revenue.
All of which is respectfully reported.
HOLLAND, Pres't.
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102.
Doc. No. 17.
Return of the state of the Rockymount Turnpike Company for the year ending
30th September 1853.
Capital stock, $31950 00:
Subscribed by individuals
519 shares, at $ 25 00 each,
-
-
12975 00
"
commonwealth 759 "
"
-
18995 00
Debts due by the company, viz :
To Nowlin & Mosely, contractors, as per settlement,
-
-
3437 02
Citizens savings bank in Lynchburg, for loan to pay contractors in part,
3500 00
Toll account, for the whole amount of tolls collected up to this date,
-
5295 29
Ludwell H. Brown, for balance standing to his credit,
-
-
105 96
Amount of commonwealth's subscription unpaid, -
-
1318 59
"
of individual
"
"
-
-
996 00
Expended in construction of road from commencement to this
date,
-
-
-
-
-
29041 54
From repairs of road from commencement to this date,
-
2849 03
Salaries account, for salaries of all kinds, including treasurer, toll-
gatherers, superintendent, &c., from the commencement to this
date, except the treasurer's balance due him,
-
-
2320 29
Interest account, for interest on various claims from commence-
ment to this date,
-
-
-
-
1248 45
Fire insurance on bridges, from the commencement to this date,
101 75
Expense of law suits from
"
"
"
204 98
Incidental expenses, such as printing, blanks, blank books, ad-
vertisements, &c. &c. from commencement to this date,
-
234 41
Engineering expenses, from commencement of superintendence
of construction, &c.
-
-
-
-
4211 25
Land damages, for damage paid on land from commencement to
this date,
-
-
-
-
-
1310 45
2 mules, 1 horse, cart and other tools, valued at
-
-
250 00
Balance of cash on hand, as per statement,
.
-
226 53
To S. S. & B. S. Turner, this sum to their credit,
-
-
25 00
$ 44313 27
44313 27
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Doc. No. 17.
103
Statement of Receipts and Expenditures during the year.
To balance of cash on hand, per last annual report,
-
-
131 25
capital stock, amount received from individuals,
-
-
337 00
tolls collected during the year,
-
-
-
-
1549 24
By salary of president, who is also superintendent,
-
195 00
traveling expenses of president,
-
-
-
6 75
salary of toll-gatherers at 5 gates,
-
-
-
320 50
land damages,
.
-
-
-
-
50 00
repairs of road, including hire of overseer and hands, and
their subsistence, &c. &c.
-
-
-
997 98
fire insurance,
-
-
-
-
33 75
expense of law suits,
-
-
-
-
71 91
incidental charges, viz: printing, blanks, advertising, &c. &c.
17 25
interest account, for balance paid out,
-
-
167 81
balance of cash on hand,
-
-
-
226 53
$
2017 48
2017 48
STEPHEN C. HURT, Treasurer.
Length of this road to the village of Rockymount, 50 miles; 5 toll gates; Thomas Wood
is collector of tolls at gate No. 1, at a salary of $100 per annum; Thomas Morgan at gate
No. 2, at a salary of 75; Joseph D. Meader at gate No. 3, at a salary of 75; Benjamin
Betz at gate No. 4, at a salary of $ 75; and Luke Gwilliams at gate No. 5, at a salary of
$
50. No salary paid at the four last mentioned gates except when tolls are demanded.
When necessary to throw open the gates on account of the condition of the road, no
salary paid the toll-gatherers. The road is repaired by hands employed by the company.
Asa Holland is president; Henry Davis, Samuel McCorkle, Charles Henry Lynch, Alex-
ander Irvine and John S. Hale are the directors; S. C. Hurt is treasurer-his compensa-
tion is 31 per cent. on the amount received; Asa Holland is also superintendent, at a
salary of $175.
S. C. HURT, Treasurer.
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104
Doc. No. 17.
Return of the state of the Rockymount Turnpike Company for the year ending 30th
September 1853-Stock subscribed under the Act of 29th March 1851, upon the
condition that the Proceeds be appropriated to the extension of the Road west of
Rockymount, and forming a Connection with the Mountain Section of this Road.
New subscription under the above act, viz:
Capital stock, $ 5500 :
Subscribed by individuals 89 shares, at $25 per share,
-
-
2225 00
Commonwealth of Virginia 132 "
"
.
#
-
3300 00
Due by the company, viz:
To Saml. Saunders, jr.
-
-
-
-
-
308 74
Amount of commonwealth's subscription remaining unpaid,
-
1222 50
individual
"
"
"
-
240 00
For construction of road,
-
-
-
-
3120 00
Edward Saunders, contractor, overpaid for allowance, as yet cre-
dited him,
-
-
-
-
-
315 00
Cash on hand,
-
-
-
-
-
936 24
$ 5833 74
5833 74
.
Receipts and Disbursements within the year.
Balance of money on hand, per last annual report,
-
-
1367 53
Capital stock received from individuals,
-
-
-
375 00
Paid Edward H. Saunders, contractor,
-
-
-
681 29
Paid Saml. Saunders. jr.
"
-
-
-
325 00
Balance of cash now on hand,
-
-
-
936 24
$ 1942 53
1942 53
STEPHEN C. HURT, Treasurer.
.
Length of this portion of this road is 14 miles, with one gate on this portion not yet
erected, and toll-keeper not yet appointed.
S. C. HURT, Treasurer.
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Dqc. No. 17.
105
SALEM AND PEPPER'S FERRY TURNPIKE COMPANY.
BLACKSBURG, October 17, 1853.
W. R. DRINKARD, Esq.
Secretary B. P. Works.
SIR,
Since the last annual report, (October 1852,) a number of meetings of
directors have been called, but no attendance had.
A meeting of stockholders was called on the 15th instant, but there was no
attendance.
There has been no work done on the road ; consequently, the gates have been
open during the year, and the road, for the want of bridges and the filling of
mud holes, has been almost impassable.
The accompanying report is almost a copy of the report of October 1852.
Yours, respectfully,
GERMANICUS KENT, Clerk.
14
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106
Doc. No. 17.
Return of the state of the Salem and Pepper's Ferry Turnpike Company for the
year ending 30th September 1853.
Capital stock, $17,100 :
Subscribed by individuals,
-
-
-
11100 00
Do. by commonwealth 120 shares, at $ 50,
-
-
-
6000 00
Tolls, rents, &c. from commencement of work to date,
-
-
6895 80
Due on bond to a contractor and interest on the same,
-
-
3391 24
Due by the company, for money borrowed, viz :
.
To banks, none.
To individuals,
-
-
-
-
-
422 30
Dividend remaining unpaid :
Amount commonwealth's subscription unpaid, none.
Do. individual
"
"
-
-
630 00
Due to the company other than on account of stock :
On bond or note, nothing.
On open account,
-
-
-
-
1846 99
Expended in construction of work from commencement
in 1837 to this date,
-
-
-
17097 75
Additional labor,
-
-
-
642 25
.
17740 00
Expended in land damages same time,
-
-
-
1041 00
Do.
in repairs same time,
-
-
-
2561 80
Property now held by the company :
Bank and other stocks, none.
Negroes and other property, none.
Dividends declared from the commencement, none.
Cash on hand 30th September 1853,
-
-
-
89 54
Paid for surveying and locating road,
-
-
-
257 68
incidental expenses,
-
-
-
149 43
attorneys' fees,
-
.
-
-
40 25
officers' salaries,
-
-
-
.
625 24
executions,
-
.
-
-
100 07
discount on state bonds,
-
-
-
34 00
gate keepers,
-
-
-
-
1212 72
collectors,
.
.
-
-
30 00
interest,
-
-
-
-
1450 63
$ 27809 34 27809 34
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Doc. No. 17.
107
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report, none.
Add receipts during the year:
For capital stock, amount received from individuals, none.
"
"
"
"
"
"
Board public works, none.
Tolls,
-
-
233 66
Rents and other profits, none.
Interest on debts due the company, none.
Debts received and materials sold, none.
Money borrowed, none.
Other accounts, none.
Total receipts during the year,
-
-
$ 233 66
Deduct disbursements during the year:
For improvements and repairs, none.
officers' salaries, none.
To G. Kent, on account,
-
-
60 00
Toll receivers' compensation, and other expenses for collecting toll,
nothing.
Debts paid:
To Geo. Earbart, on account of repairs,
9.
-
5 50
E.J. Amiss, on account of salary due him 1848,
-
31 00
Wm. Argabright, smith work,
-
-
-
4 71
Democrat office, Fincastle, for printing toll rates,
-
1 50
John A. Stringer, for publishing notice to stockholders,
-
4 37
Chas. Black, account as treasurer,
-
-
2 04
Jesse C. Hall, on account for repairs,
-
-
35 00
84 12
Total disbursements,
-
-
-
144 12
Balance cash to account,
-
-
-
-
-
89 54
$ 233 66
Balance cash on hand,
-
-
-
$ 89 54
By order of the president.
GERMANICUS KENT, Clerk.
A complele map of the improvement furnished soon after the road was commenced.
Original length, 37 miles-27 miles finished.
The road is kept in repair, by contract with Israel Price, at an average cost per mile of
about $ 84.
List of Officers.
James R. Kent. president; Wm. Thomas, Henry Ribble, Geo. Earbart, Charles Black,
E. J. A-
"manions Kent, clerk and treasurer-whose compensation is
$ 30 .
liot, toll-receivers-compensation $ 50 per
and
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108
Dbc. No. 17.
SHEPHERDSTOWN AND SMITHFIELD TURNPIKE CO.
SHEPHERDSTOWN, Oct. 12th, 1853.
DEAR SIR,
Enclosed you will find a statement of the affairs of the Shepherds-
town and Smithfield turnpike company for the year ending September 30th, 1853.
Very respectfully, &c.
JOHN M. JEWETT.
WM. R. DRINKARD, Esq.
Sec. B. P. W., Richmond, Va.
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Doc. No. 17.
100
Report of the state of the Affairs of the Shepherdstown and Smithfield Turnpike
Company for the year ending September 30th, 1853.
Capital stock:
Subscribed by the state,
-
-
.
-
-
18575 00
Subscribed by individuals,
-
-
-
-
-
28111 75
Amount expended on the work from commencement to date,
-
-
50851 91
Receipts:
For amount collected at Shepherdstown gate,
-
-
-
430 27
For amount collected at Leetown gate,
-
-
-
-
176 75
Total,
-
-
$ 607 02
Expenditures:
By amount paid for repairs on the road,
.
-
-
474 02
By salary to gate-keeper at Shepherdstown,
-
-
-
60 00
By salary to gate-keeper at Leetown,
-
-
-
50 00
By salary to secretary and treasurer,
:
-
-
-
23 60
$ 607 02
By order of the president and directors.
JOHN M. JEWETT,
Secretary.
JEFFERSON COUNTY, to wit:
Personally appeared before the undersigned, a justice of the peace in and for
the county aforesaid, and state of Virginia, John M. Jewett, who made oath that the above
account of receipts and expenditures is true as stated. Given under my hand this 12th
day of October 1853.
DAVID BILLENGER, J. P.
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110
Doc. No. 17.
SISTERSVILLE AND SALEM TURNPIKE COMPANY.
SISTERSVILLE, Va., Nov. 9th, 1853.
To the Board of Public Works.
GENTLEMEN,
From the accompanying reports of the secretary and treasurer,
you will see the state of the finances of the Sistersville and Salem turnpike com-
pany for the year ending November 1st, 1853. The road is at this time nearly
completed, and tolls have been received on parts of the road since June last, and
promises to pay a small dividend during next year: this, however, will depend
on the cost of repairs. The road will cost about $ 350 per mile. This road
passes along one of the most fertile valleys of Western Virginia, and, when
finished, must prove of vast importance to that portion of the country through
which it passes, opening as it does an attractive line of travel for passengers and
stock. The road has been made on an excellent and easy grade. The road ex-
tends from Salem (here connecting with the Northwestern Virginia turnpike) to
Sistersville, Va., on the Ohio river.
Respectfully submitted.
W.J. McCOY, Pres't.
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Doc. No. 17.
111
Return of the Sistersville and Salem Turnpike Company for the year ending Octo-
ber 31st, 1853.
Capital stock authorized by charter,
-
-
-
-
15000 00
Amount of stock subscribed by the Board of public works 360
shares, of $ 25 each,
-
-
-
-
9000 00
Amount of stock subscribed by individuals other than the state,
193 shares of $ 25 each,
-
-
-
4825 00
.
Amount not yet subscribed,
-
-
-
1175 00
$15000 00
15000 00
Statement of Receipts and Expenditures from the commencement up to the 30th
October 1853.
Amount subscribed by Board of public works,
-
-
-
9000 00
Amount subscribed by individuals,
-
-
-
-
4825 00
Amount of tolls received,
-
-
-
-
170 00
Amount of interest collected on individual subscription,
-
-
64 48
Amount due treasury, as per statement below,
-
-
-
4 84
Disbursements as follows, to wit:
Amount of commonwealth's subscription unpaid,
-
2343 00
Amount of individual subscription unpaid,
-
-
316 65
Amount paid to contractors, for constructing road,
-
10621 07
Do.
engineer,
-
-
-
135 25
Do.
superintendent,
-
-
-
171 00
Do.
directors,
-
-
-
81 00
Do.
clerk,
-
-
-
14 32
Do.
for repairs done on road,
-
-
353 53
Do.
for incidental expenses, (for book, printing, &c.)
28 50
$ 14064 32
14064 32
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112
Doc. No. 17.
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report,
-
-
896 48
Receipts during the year, viz:
For capital stock-Amount received from Board of public works,
-
6177 0Q
Do.
do.
from individuals,
-
-
2468 67
Amount of interest received on individual subscription,
-
-
64 48
Amount received from tolls on road,
-
-
-
170 00
Deduct disbursements :
Amount paid contractors,
-
-
-
8997 87
Do.
engineer,
-
-
-
135 25
Do.
superintendent,
-
-
-
171 00
Do.
directors,
-
-
-
81 00
Do.
clerk,
-
-
-
14 32
Do.
repairs on road,
-
-
-
353 53
Do.
for incidental expenses, (book, printing, &c.)
-
28 50
Balance due treasury,
-
-
4 84
$ 9781 47
9781 47
And the board further report that there are at this time thirty-five miles of the road com-
pleted, leaving three miles uncompleted, but contracted for, and will be finished by the first
of December next. Of the thirty-five miles already completed, tolls have been received
as follows, to wit: On the first ten miles from the 25th May last, and the remaining fifteen
miles from the 19th June last.
Respectfully submitted, by order of the board of directors.
W. S. RUSSELL, Clk.
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Doc. No. 17.
118
Statement of the Receipts and Disbursements of the Sistersville and Salem Turnpike
Company from the commencement to the first day of November 1853.
RECEIPTS:
Received of individual stockholders,
-
-
4508 35
Do.
Board of public works, on state account,
-
-
6657 00
Do.
on account of interest on individual stock,
-
-
64 48
Do.
of John A. Steel, tolls collected at his gate,
-
-
53 00
Do.
of Noble Stewart, tolls collected at his gate,
-
-
117 00
$ 11399 83
DISBURSEMENTS:
Paid James McCan,
contractor on the 10th mile,
-
-
187 20
Wm. Carel,
"
"
8th "
-
-
187 20
Wm. Carel,
"
"
5th "
-
-
215 20
Jacob Drake,
"
"
Point Pleasant bridge,
-
500 00
Wm. H. Underwood,
"
"
21st mile,
-
-
160 80
Absalom George,
"
"
26th "
-
-
91 20
Oliver Wells,
"
"
18th "
-
-
155 20
Felix Watt,
"
"
23d "
-
-
126 40
David D. Davis, order from board of directors,
-
-
96 00
Absalom George,
"
"
-
-
-
15 00
Sam'l McMillan,
"
"
-
-
-
12 00
Wm. S. Russell,
"
"
-
-
-
14 32
Wm. J. McCoy,
"
"
-
-
-
13 00
Thomas Smith,
contractor on the 15th mile,
-
-
233 60
Absalom George,
"
"
26th "
-
-
170 00
R. P. McReynolds,
"
"
20th "
-
.
432 80
John Scott,
"
"
7th "
-
-
192 80
Wm. Corbitt,
"
"
4th "
-
.
224 80
J. R. Harbour, contractor on 318 rods of the 2d mile on Flint run,
-
435 27
William Corbitt,
contractor on the 4th mile,
-
-
36 08
William Corbitt,
"
on 41 rods of road,
-
.
56 20
Wm. H. Underwood,
"
"
21st mile,
-
-
40 20
Felix Watt,
"
"
23d "
-
.
31 60
Thomas Smith,
"
"
15th "
-
-
58 40
Oliver Wells,
"
"
18th "
-
-
38 80
R. P. McReynolds, order from board of directors,
-
-
135 25
Same,
contractor on the 17th mile,
-
.
200 00
Same,
"
"
19th "
-
.
108 20
Same,
"
7 rods at the end of the 19th mile,
.
11 83
R. P. McReynolds, for an alteration in the road on the 19th mile,
-
25 00
Absalom George, contractor on the 25th mile and 8 rods of said road,
305 44
Absalom George, contractor on the 26th mile and 114 rods of said road,
42 80
Felix Watt, contractor
qd mile and 12 rods of said road,
-
496 76
Felix Watt,
Gractors,
.
-
5 00
William Ori
" said road,
-
605 67
Richard4
cast end of 2d. mile,
46 75
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114
Doc. No. 17.
Paid James McCan, contraçtor on the 10th mile and 26 rods of said road,
-
65 78
John B. Lacy, contractor on the 9th mile and 7 rods of said road,
377 05
Daniel O. Linsley, contractor on the 12th mile,
-
-
758 00
William Carel,
"
"
5th "
-
-
100 60
Wm. J. McCoy,
"
"
2d mile :
Amount of contract,
-
-
-
498 00
Amount of damage off,
-
-
i
7 66
490 34
Interest on $ 90 34 until paid,
-
-
3 18
493 52
Samuel McMillan, order from board of directors,
-
-
15 00
Absalom George,
"
"
-
-
15 00
A. Thistle & Co.
"
"
-
-
8 00
J. A. S. Daniels,
"
"
-
-
6 00
Felix Watt, part certificate from superintendent,
-
-
140 37
John Scott, contractor on the 6th and 7th miles, and 6 rods of
said road,
-
-
-
-
555 14
Interest on same,
-
-
-
3 70
558 84 .
Deduct damages,
-
-
-
17 50
541 34
Felix Watt, contractor, balance due certificate:
Amount of contract,
-
-
-
341 25
Deduct damage off same,
-
-
-
7 50
333 75
Deduct amount charged above, paid Stonking,
-
134 48
194 27
Add interest on same pd. Watt, $ 5 88; Stonking, 89,
6 77
201 04
Charles J. Mick, contractor on 22d mile,
-
-
356 00
Interest on same,
-
-
-
6 49
362 49
Deduct damage off,
-
-
-
14 00
348 49
William Carel, contractor on the 18th mile,
-
-
331 00
Interest on same,
-
-
-
4 24
335 24
Deduct damage off same,
-
-
-
25 00
310 24
Thomas D. Holder, contractor on 22 rods of road,
-
-
22 20
David D. Davis, order from board of directors,
-
-
75 00
James Morris, order from board of directors, repairs,
-
-
277 75
William Carel, contractor on the 16th mile,
-
-
297 65
Interest on same,
-
-
-
4 16
301 81
Deduct damages,
-
-
-
40 00
261 81
Felix Watt, order from board of directors, for 24th mile,
354 00
Deduct damage on same, $ 50; order from board, $ 5 20,
55 20
298 80
Interest on same,
-
-
.
2 55
301 OK
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Doc. No. 17.
115
Paid John T. Russell, order from board of directors,
-
-
1 50
Anthony Harris, order from board of directors for 331 rods
of road at the east end of the 2d mile,
-
-
70 50
Interest on same,
-
-
-
1 41
71 91
Wm. Carel, order from board for 1st mile on Flint run,
-
192 95
Interest on same,
-
.
-
1 92
194 87
Deduct damages off,
-
-
-
15 00
179 87
James Morris, contractor on 5th mile on Flint run,
.
-
255 00
James Morris, order from board on contract on road,
-
-
100 00
Charles J. Mick, contractor on 20th mile of road,
-
334 89
Interest on same,
-
-
-
4 46
339 35
Deduct damages off same,
-
-
-
44 00
295 35
James Morris, contractor on 9 miles and 3 rods on Flint run,
-
171 59
A. George, order from board of directors, (for repairs,)
-
-
75 78
A. George,
do.
do.
-
-
-
24 00
James Morris, on contract, (certificates not settled for year,)
-
204 36
$ 11404 69
Balance due treasury at this date,
$ 484 00
ARCHIBALD THISTLE, Treas'r.
A true copy from the original.
W.S. RUSSELL, Clk.
November 6th, 1853.
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116
Doc. No. 17.
SMITHFIELD, CHARLESTOWN AND HARPERS FERRY
TURNPIKE COMPANY.
To the Board of Public Works.
GENTLEMEN,
No dividend has been declared, owing to the indebtedness of the
company, which is about $ 7,000 for construction and repairs, and there is no
probability of paying all the principal in any reasonable time. All that can be
expected will be to pay the interest, keep the road in repair, and have a small
amount to be applied as a sinking fund.
It has been repeatedly suggested that a sale of a part or the whole road ought
to be made to pay off the debts.
Two hands are generally kept employed in making repairs, which force has
hitherto been sufficient to keep the road in fair order.
For further particulars, reference is respectfully made to former reports.
Respectfully &c.
FRANCIS YATES, Pres't, &c.
Charlestown, Va., October 25, 1853.
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Doc. No. 17.
117
Return of the Smithfield, Charlestown and Harpers Ferry Turnpike Company for
the year ending 30th September 1853.
Capital stock, $ 35750 :
Subscribed by individuals 435 shares,
-
-
-
21750 00
Subscribed by the state 280 shares,
-
-
-
14000 00
Tolls received since the commencement,
-
-
.
30950 59
Amount of individual subscriptions unpaid,
-
-
-
432 87
Expended on the work since the commencement,
-
-
67997 691
Cash on hand the 30th September 1853,
-
-
-
172 941
Statement of Receipts and Expenditures during the year.
Balance due from treasurer at last settlement,
-
184 044*
Tolls,
-
-
-
-
-
1733 054
1917 10±
Deduct disbursements during the year :
Paid on debts incurred for construction,
-
-
116 26
repairs,
-
-
-
-
1318 54
toll-receivers,
-
-
-
269 98
toll-houses,
-
-
-
.
9 37
damages,
-
-
-
-
10 00
1724 151
Balance on hand,
-
.
-
192 941
* Error of $10 in last year's report: the balance was stated to be $194 044, instead of $184 044, which will
appear by subtracting the amount of expenditures from the amount of receipts.
HUMPHREY KEYES, Treasurer.
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118
Doc. No. 17.
SNICKER'S GAP TURNPIKE COMPANY.
Report of the state of the Snicker's Gap Turnpike Company, October 1st, 1853.
Capital stock, 1,7051 shares, at $ 50 each, $ 85275 00:
Subscribed by individuals,
-
-
-
-
65275 00
Due from individuals,
-
-
-
-
-
1032 00
Subscribed by Board of public works,
.
-
.
-
20000 00
Due from Board of public works, none.
Received from lotteries or any other source of addition to capital, none.
Debts due from the company, none.
One claimed by Roan & Carter, considered by the board as not binding,
now obsolete, $ 541 51.
Debts due the company other than subscription to stock, none.
Bank and other stock held by the company, none.
Expended in the work from commencement,
-
-
-
$ 103438 44
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last report,
-
-
484 75
Tolls from October 1st, 1852 to September 30th, 1853,
-
1399 62
1884 37
Deduct for improvements and repairs:
For improvements and repairs,
-
-
-
514 14
Officers' salaries and treasurer's commission,
-
-
52 98
Expended collecting tolls and incidental expenses, none.
Three gate-keepers, at $120 each per year,
-
-
360 00
Expenses of the board at their several meetings,
-
4 60
Printing, postage and paper,
-
-
-
2 00
Taxes,
-
-
0
-
-
2 59
936 31
Balance in bands of treasurer October 1st, 1853,
-
$ 948 06
Dividends declared, none.
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Yoc. No. 17.
119
List of Officers.
Francis McCormick, president; James Mount, Samuel McCormick, James Castleman
and Joseph Nichols, directors; Joseph P. Megeath, treasurer.
The Snicker's gap turnpike commences at Aldia, Loudoun county, Va., and terminates
at Castleman's ferry, on the Shenandoah, in Clark county, at the foot of the Blue Ridge
mountain. Length of improvement is 17½ miles. There are three gates. The gate-
keepers receive $120 per year. The tolls are paid over to the treasurer quarterly, or
oftener if required. The president and directors receive no pay. The treasurer's pay is
$ 25, and 2 per cent. on the collections.
JOS. P. MEGEATH, Treas'r.
The company hires a superintendent and pays him 871 cents per day; he hires other
hands by the day.
GENTLEMEN,
Herewith you have the report of the Snicker's gap turnpike company up
to October 1st, 1853. The receipts during the year have been larger than they were for the
preceding year, by $ 466 70, which now show a balance on hand of $ 948 06. Owing to some
very heavy washing rains, there will have to be a large amount expended. Considerable
work has already been done, but cannot be reported, as the company only settles with the
superintendent once a year, that is, on the 1st of January. The road is only in tolerable
order. I fear the receipts will be much less the present year, as our crops are very light
the present season, and other improvements have been finished, which draw off a conside-
rable amount of travel.
By order of the board.
Yours respectfully,
JOS. P. MEGEATH, Treas'r.
To Board of P. Works.
LOUDOUN COUNTY, to wit:
Personally appeared before me, this day, Joseph P. Megeath, and made oath that
the within account as treasurer of the Snicker's gap turnpike company is correct.
Given under my hand this 17th day of October 1853.
ADDISON COCHRAN, J. P.
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120
Doc. No. 17.
SPERRYVILLE AND RAPPAHANNOCK TURNPIKE CO.
At an annual meeting of the stockholders of the Sperryville and Rappahan-
nock turnpike company, held at the court-house of Rappahannock county, on
Friday, the 7th day of October 1853, (the day fixed by the stockholders at their
meeting in the month of April 1851,) pursuant to notice published in the Flag
of '98," a newspaper published in the town of Warrenton, and at different pub-
lic places in this county:
On motion, H. G. Moffet, Esq. was called to the chair to preside over this
meeting, and W. J. Menefee, clerk of the board of directors, acted as secretary.
On motion, Robert Deatherage, Richard L. Rudasill and R. M. Heterick were
appointed by the chairman a committee to examine proxies, and to report to the
meeting such as are executed according to the manner prescribed by the third
article of the by-laws, and also such as are not.
The committee returned their report upon proxies, which was read, approved,
received and ordered to be filed among the records of the company.
The clerk ascertained and declared, from a poll of stockholders in alphabetical
form here produced, that owners of stock, entitled to a majority of all the votes
which could be given by all the stockholders, are present, either in person or
legally appointed proxies.
The president of the company this day presented to the meeting his annual
report of the condition of the work, &c. which was read, received, and ordered
to be recorded among the proceedings of the company; and on the motion of
the state proxy, it is also ordered that a copy thereof be certified to the Board of
public works.
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Doc. No. 17.
121
PRESIDENT'S REPORT.
OFFICE SPERRYVILLE & RAPPAHANNOCK T. Co.
To Stockholders Sperryville and Rappahannock T. Co.
Since our last report to you, the extension from Waterloo to Warrenton, then
under contract, has been steadily progressing to a finish, and will probably be
entirely finished by the 1st December next. By that time, too, the bridge over
the Rappahannock river at Waterloo will be completed. It will be so far finished
by the 1st November as to pass the travel over it, which will add very much to
the value and importance of your road.
For the bridge and extension, the subscription will, with almost certainty, be
promptly met, thereby enabling your directors to pay promptly the contractors
for both those works. Not 80 with the original subscriptions for the work from
Sperryville to Waterloo.
By the treasurer's report you will see there are 1,505 621 cents still owing by
delinquent stockholders, and large sums still due to contractors, which cannot be
paid in consequence of such delinquencies. Your directors have taken steps to
enforce the collection of such stock as is unpaid, and shall, as heretofore, con-
tinue to appropriate the tolls, after the payment of repairs, &c., to the liquida-
tion of the debts due by the company.
Wm. J. Menefee, your efficient clerk and treasurer, has sought, in making out
his report, to comply strictly with the law and the requisitions of the Board of
public works, and to that report I refer you for the monetary affairs of the com-
pany.
Since our last report, your board has had a toll-house on section No. 2 built
under contract for the sum of $ 300, and the one then under contract on section
No. 1 has been finished.
Respectfully submitted, by the president of the board.
JOHN G. LANE, Pres't.
October 7, 1853.
William J. Menefee, treasurer of the company, this day presented to the meet-
ing a report of the financial concerns of the company, embracing a statement of
receipts and disbursements, &c., which was read and approved; and it is ordered
that the treasurer present his said report to the board of directors at their next
meeting for consideration, and by the order of that board to be certified to the
Board of public works.
On the motion of John G. Lane, it is ordered that the president's salary be
reduced from the sum of $200 per annum to the sum of $ 50 per annum, to com-
mence from and after the 1st day of October 1853.
The meeting proceeded to elect a president of of
ny for the next year;
and John G. Lane being the only person in
was taken, and
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122
Doc. No. 17.
found to be unanimous in his favor; thereupon, it was declared that he was duly
elected president of the Sperryville and Rappahannock turnpike company for
the ensuing year.
The meeting then proceeded to the election of two directors on behalf of the
individual stockholders of the company; and Gideon H. Brown of Rappahan-
nock county and Isham Keith of Fauquier county being the only persons in nomi-
nation, the vote was taken, and found to be unanimous in their favor; thereupon,
it was declared that the said Gideon H. Brown and Isham Keith were duly elected
directors of said company for the ensuing year.
On motion of the state proxy, the engineer of the company is directed to pre-
pare and transmit to the Board of public works a correct map of the entire line
of the company's road, and also one to the clerk of said company, with a true
copy of the courses and distances of location.
The committee appointed at the last meeting of the stockholders to examine
the condition of the road, the financial concerns, &c. of the company, with direc-
tions to report the result of such examination, &c. to this meeting, having failed
to report in consequence of absence from the county, are directed to report to
the board of directors at their next meeting, and that that board certify their re-
port, 80 to be made, to the Board of public works.
Robert M. Heterick, Robert Deatherage and R. S. Rudasill are appointed a
committee to examine the condition of the company's road, the books and finan-
cial concerns of the said company, and to report the result of such examination
to the next annual meeting of the stockholders.
On motion of the state proxy, the following preamble and resolution were
unanimously adopted:
Whereas the company's road, which has been in progress of construction for
several years, will be in a short time, and before the next annual meeting of the
stockholders, completed, and the further services of their engineer thereby dis-
pensed with: therefore,
Resolved, that it be entered of record, among the proceedings of the meeting,
that he has given entire satisfaction in the execution of his duties, and exhibited
qualifications as engineer, which entitle him to the highest commendation of the
company.
ROBERT M. HETERICK, Chairman.
WM. J. MENEFEE, Clerk.
At a meeting of the directors of the Sperryville and Rappahannock turnpike
company, called and held at the office of the company on Thursday, the 13th
day of October 1853:
The treasurer of the company this day presented to the board his annual re-
port; which was read, approved and ordered to be recorded, and a copy thereof
certified to the Board of public works, and a copy of which is herewith submitted.
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Doc. No. 17.
123
Return of the state of the Sperryville and Rappahannock Turnpike Company for
the year ending the 30th day of September 1853.
,
Capital stock :
First appropriation,
50,000
Second "
30,000
$ 80,000 00:
I
Subscribed by individuals 647₫ shares, at $ 50 each,
-
-
32375 00
"
the state 960 shares, at $ 50 each,
-
-
48000 00
Amount of tolls from the commencement to 31st August 1853,
-
2480 02
"
received for carts, tools, &c. sold,
-
-
-
157 04
"
of interest received,
-
-
-
-
3 19
"
of state's subscription unpaid,
-
-
6566 334
"
of individual subscription unpaid,
-
-
3305 621
"
paid to contractors, for construction from commencement, 64899 73
"
paid for land damages from commencement,
-
4832 35
"
paid for repairs of road for same time,
-
-
376 13
"
paid engineering expenses for same time,
-
576 75
"
paid president's salary, first year,
-
-
200 00
"
paid for carts, tools, &c.
-
-
-
163 59
"
paid for mile posts, &c.
-
-
-
40 25
"
paid to gate-keepers from commencement,
-
438 031
"
paid expenses generally,
.
-
-
155 44
"
paid for toll-houses, land, &c.
-
-
586 00
"
due by the Valley Bank,
.
-
-
168 09
"
of cash on hand,
#
-
-
708 92
$
83015 25
83015 25
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124
Doc. No. 17.
Statement of Receipts and Disbursements within the year.
Cash on hand, per last report,
-
-
-
-
596 07
Balance in Valley Bank, per last report,
-
-
-
262 19
858 26
Amount received from individuals since last report,
-
-
10765 60
"
received from the state since last report,
-
-
14696 811
"
of tolls received since last report,
-
-
-
1809 57
"
of interest received,
-
-
-
-
3 19
"
of balance due the company,
-
-
-
5 41
28138 84
Deduct disbursements during the year:
Amount paid for repairs of road,
-
-
-
-
299 25
"
paid to gate-keepers,
-
-
-
-
366 533
"
paid for engineering purposes,
-
-
-
189 25
"
paid for land damages,
-
-
-
-
3208 00
"
paid to contractors, for construction,
-
-
-
22550 45
"
paid expenses generally,
-
-
-
-
62 35
"
in Valley Bank,
-
-
-
-
168 09
"
paid for building toll-houses, &c.
-
-
-
586 00
"
of cash on hand,
-
-
-
-
708 92
$ 28138 84
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Doc. No. 17.
125
I submit the foregoing statements to the board of directors of the Sperryville and Rap-
pahannock turnpike company, as my report for the year ending the 30th day of Septem-
ber 1853, setting forth the amount expended for the year, the amount of receipts, and how
much from each source of receipt; also the amount due the company, and the amount
paid out from the commencement of the work, upon the several heads of expenditures.
The tolls received have been applied to the building of toll-houses, &c., and to the pay-
ment of debts due by the company to contractors and others, and will no doubt be 80 ap-
plied until the company shall pay all the debts. The cost per mile and the balances due by
the company will also be reported when the work is completed, or in my next annual
report.
W. J. MENEFEE, Treasurer.
It is ordered that the treasurer certify to the Board of public works a true list of the
stockholders of the Sperryville and Rappahannock turnpike company, &c.
In testimony that the foregoing are true copies from the proceedings and records of the
said company, I, William J. Menefee, clerk thereof, do hereto subscribe my name and
affix the seal of the company, this twenty-sixth day of October, in the year eighteen hun-
dred and fifty-three.
W.J. MENEFEE, Clerk. [Seal.]
List of Officers.
John G. Lane, president, salary $50 per annum, commencing, 1st October 1853, and
200 per annum prior to that time ; Willis Browning, James Jett, Middleton Miller,
Gideon H. Brown, Isham Keith, directors—expenses only; M.S. Lovett, engineer, $5 per
day for services rendered; W. J. Menefee, treasurer, without compensation; W. J.
Menefee, clerk, without compensation.
Teste,
W. J. MENEFEE, Clerk.
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126
Doc. No. 17.
SWEET AND SALT SULPHUR SPRINGS TURNPIKE
COMPANY.
To the Board of Public Works.
You will herewith receive the annual report of the clerk of the
Sweet and Salt Sulphur springs turnpike company.
On the 20th September five miles of the road (commencing at the Sweet
springs) were made, and toll collected since that time. The second section is
nearly completed. The contractor is bound to finish twenty miles by the 25th
of December next, but owing to the scarcity of laborers it is probable that he will
fail to do so. The original capital was $12,000, two-fifths of which have been
subscribed by individuals. An additional stock of $ 5,000 was granted by the last
legislature, which, as yet, has not been subscribed for, although books have been
opened for that purpose. The land damages on the two first sections are $ 90 20.
This road commences at the Sweet springs and terminates on the Indian Draft,
where it intersects the Red and Blue Sulphur springs turnpike, a distance of 29
miles. The average cost of the 20 miles, which have been let, is $500 per mile.
A map of the road cannot be made until it is completed, as alterations in the loca-
tion will be made. Henry Alexander is president; William Erskine, Allen T.
Caperton, Andrew Beirne, Benj. F. Steele and Augustus A. Chapman are direc-
tors; John Hutchinson, clerk; James H. Alexander, treasurer, and John H. Vaw-
tor, superintendent.
Respectfully,
HENRY ALEXANDER, Pres't.
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Doc. No. 17.
127
Return of the state of the Sweet and Salt Sulphur Springs Turnpike Company
for the year ending the 30th September 1853.
Capital stock, $17000 00
Subscribed by individuals 194 shares, at $ 25 per share,
.
-
4850 00
Subscribed by com'wealth 291 "
"
"
-
-
7275 00
Am't of stock unsubscribed, 195 shares, at $ 25 per share,
-
-
4875 00
$ 17000 00
Capital stock:
Subscribed by individuals 194 shares, at $ 25 per share,
-
.
-
4850 00
Subscribed by com'wealth 291
"
"
"
-
-
7275 00
Tolls, rents, &c. from commencement to date,
-
-
-
66 70
Due from com'wealth on her subscription of 291 shares,
-
4947 00
Due from individuals on their subscription,
-
-
3258 00
Expended in construction of the work from commence-
ment to date,
-
-
-
2250 00
Expended in land damages for same time,
-
90 20
2340 20
Individual expenses,
-
-
-
-
797 08
Officers' salaries-president $ 2; directors $ 1 50 ; clerk $ 2 per
day,
-
-
-
-
-
233 87
Superintendent,
-
-
-
-
84 37
Cash on hand 30th September 1853,
-
-
-
531 18
$ 12191 70 12191 70
Statement of Receipts and Expenditures during the year.
Balance of money on hand, per last annual report,
-
-
-
309 84
Add receipts during the year, viz :
Received on stock from individuals,
-
-
-
-
976 00
Received on stock from commonwealth,
-
#
-
1866 00
Tolls, rent and other profits,
-
-
-
.
66 70
$ 3218 54
Deduct disbursements during the year, viz :
For construction of the work from commencement to date,
-
-
2250 00
For land damages,
-
-
-
-
-
90 20
For individual expenses,
-
-
-
-
-
20 21
For superintendent,
-
-
-
-
-
84 371
For toll receiver's compensation 15 per cent.
-
-
-
8 70
For officers' salaries-president, $2; directors, $ 1 50 ; clerk, $ 2 per day,
233 871
Cash on hand 30th September 1853,
-
-
-
-
531 18
$
3218 54
By order of the president and directors.
JOHN HUTCHINSON, Clerk.
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128
Doc. No. 17.
THORNTON'S GAP TURNPIKE COMPANY.
SEPTEMBER 30th, 1853.
To the Board Public Works.
The president and directors of the Thornton's gap turnpike com-
pany submit the following report:
We obtained a special act of the legislature authorizing us to place a string of
metal on our road ten feet wide. After having completed it, we became fully satis-
fied that it would not answer the desired purpose, and we contracted to have
another string 6 feet wide placed by the side of the former, making the whole 16
feet wide and nine inches deep. The last contract will probably be completed by
the 1st December next.
The main line of our road (or that portion metaled) from Culpeper court-house
to Sperryville is 19 228-320 miles in length, and the branch road 9 80-320 miles,
which is only graded.
We have erected four gates on the main line, from which we have received
from tolls the sum of 367 47, and from the two gates on the branch the sum of
$ 30 43.
The completion of the work as above described and the erection of two toll-
houses, &c. will absorb the whole of the capital stock of the company and leave
it indebted to the contractors some two thousand five hundred dollars, which they
have agreed to take from the tolls after all necessary expenses for repairs, &c.
Accompanying the above we send you the treasurer's report, which will show
the financial condition of the company.
By order of the board.
DANIEL W. BOTTS, Clerk.
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Doc. No. 17.
129
Return of the state of the Thornton's Gap Turnpike Company for the year
ending 30th September 1853.
Capital stock, $ 60,000 00:
Subscribed by individuals,
-
.
-
-
23908 72₫
.
Subscribed by commouwealth,
-
-
-
-
35863 062
Amount of tolls received,
-
-
.
-
397 90
Amount of individual subscription unpaid,
-
-
671 411
"
com'wealth, do.
do.
-
-
3554 79
Expended for construction,
-
-
-
45318 94
"
printing,
-
-
-
41 25
"
engineering,
-
-
-
622 50
Espenses of directory,
-
-
-
-
370 05
President's salary, (A. P. Hill,)
-
-
-
558 33
Clerk and treasurer's salary, (D. W. Botts,)
-
-
561 10
Paid for collecting stock,
-
-
-
75 00
Paid land damages,
-
-
-
-
3911 05
Paid incidental expenses,
-
-
-
416 60
Paid building two toll-houses,
-
-
-
594 91
Paid toll-gatherer,
-
-
-
-
93 88
Balance on hand,
-
-
-
-
3379 894
$ 60169 71±
60169 71₫
Statement of Receipts and Expenditures within the year.
1852.
Sept. 30, To balance on hand last report,
-
-
-
2734 844
To amount received from individuals,
-
-
-
10009 31
To amount received from Board public works,
-
-
15219 99
To amount received from tolls,
-
-
-
397 90
Disbursements:
Expended for construction,
-
-
-
23050 94
Land damages,
-
-
-
-
376 32
Engineering expenses,
-
-
.
-
58 00
Expenses of directory.
-
-
-
-
179 50
President's salary,
9
-
-
-
200 00
.
Clerk and treasurer's salary,
-
.
-
200 00
Paid for collecting stock,
-
-
-
25 00
Paid for building 2 toll-houses,
-
-
-
594 91
Paid for incidental expenses,
-
-
-
203 60
Paid toll-gatherers,
-
-
-
-
93 88
Balance cash on hand,
-
.
-
-
3379 891
$ 28362 041 28362 041
1853.
Sept. 30, To balance on hand,
-
-
-
.
$ 3379 894
DANIEL W. BOTT
17
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130
Doc. No. 17
VALLEY TURNPIKE COMPANY.
OFFICE VALLEY T. COMPANY, Oct. 19, 1853.
GENTLEMEN,
We have again the honor of submitting to your consideration the annual
report of the company.
Amount of receipts by the treasurer within the year, viz :
For tolls,
-
-
-
-
-
25840 59
stock of individuals,
-
-
-
-
250 00
"
Board of public works,
-
-
-
375 00
interest,
-
-
-
-
-
199 00
law,
-
-
-
-
-
-
13 12
Total receipts of the year,
-
-
-
26677 71
To which add balance on hand Sept. 30, 1852, as per report, viz:
Cash,
-
-
-
-
-
5097 68
Assets other than money,
-
-
-
1697 75
6795 43
.
33473 14
From which deduct the current expenses of the year, viz:
For repairs,
-
-
-
-
10255 07
toll-houses, rents, &c.
-
-
-
184 87
gate-keepers' salaries,
-
-
-
1444 88
law,
-
-
-
-
3 24
stationery, printing, postage, &c.
-
-
45 33
incidental expenses,
-
-
-
45 00
expenses of directory,
-
-
,
95 00
officers' salaries,
-
-
-
1350 00
Current expenses,
-
-
-
13423 39
To which add other disbursements, viz :
For interest,
,
-
.
521 17
guaranteed bonds,
-
-
9374 00
mortgage bonds,
-
-
-
286 18
dividends to individuals,
-
-
144 00
10325 35
Total disbursements,
-
-
-
23748 74
23748 74
Balance on hand, per treasurer's report,
-
-
,
$ 9724 40
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Doc. No. 17.
131
With a view of showing the net profits of the year, from the ordinary operations of the
company, we submit the following statement:
Amount of tolls received at the gates respectively, viz.:
S. Hillman,
gate No. 1,
-
-
-
-
2788 39
L. Nisewanger,
2,
-
.
-
-
2002 03
C. Curry,
3,
-
-
-
-
2048 88
S. Spengler,
4,
-
-
-
.
1862 25
C. Maurer,
5,
.
-
-
-
1770 25
P. Supinger,
6,
-
-
-
-
1678 48
J. F. Hockman,
7,
-
-
-
-
1536 14
W. B. Sibert,
8, double up,
-
-
-
1867 75
M. Wickes,
9,
"
down,
-
-
-
1841 76
E. Wilkins,
10,
"
up,
-
-
-
1310 50
J. Willard,
11,
"
down,
-
-
-
1152 55
G. Vandegriff,
12,
-
-
-
-
687 31
B. Burgess,
13,
-
-
-
-
577 06
M. A. White,
14,
.
-
-
-
554 50
R. Greiner,
15, double,
-
-
-
-
982 28
22660 13
Amount of tolls received of stage proprietors,
-
-
-
2925 32
George F. Hupp, Esq.
-
-
-
255 14
Aggregate amount of tolls for the year,
-
-
-
25840 59
From which deduct the current expenses of the year,
-
-
13423 39
Which shows the net profits of the year from ordinary sources,
-
- $ 12417 20
We are much gratified in being able to state that the whole debt of the company has
been liquidated, with the exception of $ 306 95-amount of mortgage bonds outstanding,
as shown by the treasurer's report, hereto annexed, and held by unknown persons; and,
were it not for the unsettled matter of the Messrs. Pennybacker, the company would be
entirely clear of controversies in the shape of claims against it-a circumstance that could
not have been anticipated by the most sanguine of the stockholders, when they reflect
upon the heavy embarrassments of the company a few years ago, and the perplexities in-
cident to the management of a concern of such magnitude, and which has been effected
under a progressive state of improvement, as respects both the road and bridges, besides
leaving a balance on hand of $ 9724 40, as before stated.
All of which is most respectfully submitted.
On behalf of the board.
JOHN W. RICE, Pres't.
To the Board of Public Works.
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132
Doc. No. 17.
Return of the state of the Valley Turnpike Company for the ending Sept. 30, 1853.
Capital stock, $ 425,000 :
Subscribed by individuals
6400 shares,
160000 00
"
Board public works 10600 shares,
265000 00
425000 00
Tolls received from the commencement,
-
-
-
233707 92
Interest
"
"
.
-
-
1491 20
Law,
-
-
-
-
-
-
54 02
Loan from the Valley Bank,
-
-
-
-
3000 00
Bonds guaranteed by the state,
-
-
-
-
20874 00
"
secured by mortgage,
-
-
-
-
13916 00
Amount due individuals on dividends,
-
-
-
780 90
CONTRA.
Due by individuals, for stock subscribed,
-
-
1279 25
of
Board of public works, for ditto,
-
-
1918 88
Expended for construction,
-
-
- 392662 58
repairs,
-
-
-
- 140299 56
survey and location,
-
-
-
5855 45
officers' salaries,
-
-
- 24460 81
stationery and printing,
-
-
863 52
land damages,
-
-
-
8290 07
incidental expenses,
-
-
-
5508 78
interest,
-
-
.
-
32505 01
law,
-
-
-
-
1475 05
toll-houses, lands, rents, &c.
-
-
3216 78
gate-keepers' salaries,
-
-
- 14169 12
expenses of directory,
-
-
-
665 00
loan from Valley Bank,
-
-
3000 00
property, instruments, &c.
.
.
226 50
Amount of loss on state stock,
-
-
-
5282 71
paid guaranteed bonds, (in full,)
-
. 20874 00
mortgage bonds,
-
.
- 13609 05
old company bonds,
-
-
-
4515 76
dividends to commonwealth,
-
-
5252 66
ditto to individuals,
-
-
-
2388 50
due ditto to
"
-
-
-
780 90
Balance on hand,
-
.
-
9724 40
$
698824 04
$ 698824 04
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Doc. No. 17.
133
Receipts and Disbursements within the year.
Balance on hand September 30, 1852, as per report,
-
-
6795 43
Add receipts within the year, viz:
a
For tolls,
-
-
:
.
-
-
-
25840 59
stock of individuals,
-
-
-
-
250 00
"
Board of public works,
-
-
-
375 00
interest, -
-
-
-
-
-
199 00
law,
-
-
-
-
-
-
13 12
Total,
.
-
-
-
33473 14
Deduct disbursements within the year, viz:
For officers' salaries,
-
,
-
-
-
1350 00
stationery, printing, postage, &c.
-
-
45 33
incidental expenses,
-
-
-
45 00
interest,
-
.
.
-
521 17
repairs, -
-
-
-
-
10255 07
toll-houses, rents, &c.
-
-
-
184 87
expenses of directory.
-
-
- . 95 00
gate-keepers' salaries,
-
-
-
1444 88
law,
-
-
-
-
-
3 24
guaranteed bonds, (in full,)
-
-
-
9374 00
mortgage
"
-
.
-
286 18
dividends to individuals,
.
-
-
144 00
23748 74
Balance en hand in cash and assets, viz :
-
-
-
9724 40
Cash on hand and in bank.
-
-
-
8026 65
Judgment against estate of James Arthur, for stock,
-
1000 00
Amount in the hands of commissioners and others,
-
652 75
Uncurrent money received at the gates,
-
-
45 00
$ 9724 40
All of which is most respectfully submitted.
J. S. CALVERT, Treas'r & Clerk.
List of Officers.
President, John W. Rice, salary $ 400 per annum; treasurer and clerk, J. S. Calvert,
$
300; superintendent, Cyrus G. Turley, $ 650; directors, John B. Breckenridge, Thomas
Burke, William G. Stevens, Hiram Martz, Rhesa Allen, Samuel C. Williams, Jacob S.
Danner and Lloyd Logan, Esqrs.; and Robert Grattan, Esq., state's proxy-compensation
$ 2 50 per diem while attending the meetings of the stockholders and board of directors.
There has been no dividend declared by this company within the past year.
Very respectfully submitted.
J. S. CALVERT, Treas'r & Clerk.
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134
Doc. No. 17.
WARM SPRINGS AND HARRISONBURG TURNPIKE CO.
W. R. DRINKARD, Esq.
Annexed you will find a report of the financial condition of our company
the past year, and also the report of the president. They have been delayed
beyond the usual time, in consequence of having some tolls unsettled. You will
also find enclosed a list of the private stockholders in our company.
The whole road has been completed : the cost per mile something over five
hundred dollars; and we are now engaged in metaling such portions as may be
necessary to make it a good road. This we are enabled to do by an appropria-
tion made by the last legislature of Virginia, increasing the capital stock to
$45,000. The length of the improvement, 581 miles-point of commencement
Harrisonburg, and the terminus, near the Bath Alum springs.
Yours, very respectfully,
M. HARVEY EFFINGER.
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Doc. No. 17.
135
To the Board of Public Works.
GENTLEMEN,
In accordance with the usual rules and regulations of joint stock com-
panies, the president and directors of the Warm springs and Harrisonburg turnpike road
company would beg leave to make the following report:
Since the last annual meeting of the stockholders in 1852, an act was passed by the
legislature increasing the capital stock of the company from $30,000 to $ 45,000, the state
now holding three-fifths in the place of two-fifths as heretofore, which is, in fact, a direct
appropriation of $15,000 for the improvement of the road. At the last annual meeting of
the stockholders on the first Friday in October, the above recited act was sanctioned by the
stockholders, and the company organized accordingly.
The whole line of road is at this time in a tolerable traveling condition; but the road has
become too flat, and requires throwing up: many of the small bridges and culverts also
require to be made new or repaired substantially.
That part of the road from Dayton to Harrisonburg, a distance of four miles, is under
contract to macadamize, and about one-half completed. It is also coutemplated macada-
mizing all the low wet places along the line of road, and put it in a permanent state of
repair.
As so large an appropriation has been made for the improvement of the road, and judi-
ciously applied, it is believed the tolls arising from the road may be applied as dividends
upon the stock of the company.
The funds on hand at the organization of the new company, it was believed, was suffi-
cient to declare a dividend of 5 per cent. to the old stockholders, two-fifths of which will
be subject to an order of the Board of public works.
For a more full and minute statement of the financial condition of the company, refer-
ence may be had to the report of the secretary and treasurer, accompanying this report.
Respectfully submitted.
WM. GUY, Pre3't.
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136
Doc. No. 17.
Return of the state of the Warm Springs and Harrisonburg Turnpike Road
Company for the year ending 1st of October 1853.
Capital stock,* $ 30000 00 :
Subscribed by individuals,
-
-
-
-
18000 00
"
Board of public works,
-
-
-
12000 00
Paid by individuals,
-
-
-
-
-
18000 00
" Board of public works,
-
-
-
.
12000 00
Balance in hands of treasurer, and due from individuals, as per
last annual report,
-
-
-
-
1186 08
Amount of tolls, &c. received from 1st October 1852 to 1st Octo-
ber 1853,
-
-
-
-
-
2304 54
Amount received from Board of public works, increasing capital
stock.
-
-
-
-
-
15000 00
18490 62
To amount paid for repairs on road and bridges from 1st October
1852 to 1st October 1853,
-
-
1620 44
To amount paid for collection of tolls,
-
-
282 00
Incidental expenses during the present year,
-
-
133 20
Expenses of secretary, treasurer, directory, &c.
-
-
282 21
Dividend of 5 per cent. declared on the capital stock of $ 30,000,
made payable on the 1st November 1853,
-
-
1500 00
3817 85
Balance in hands of treasurer, &c.
-
$ 14672 77
In hands of treasurer, &c.
-
-
-
14555 53
In former treasurer's hands, disputed,
-
-
97 41
Due from Rodgers & Newman,
-
-
-
19 83
14672 77
Respectfully submitted.
M. HARVEY EFFINGER,
Secretary and Treasurer.
Harrisonburg, Nov. 3, 1853.
List of Officers.
Wm. Guy, president; Robt. M. Kyle, John A. Herring, Franklin Pence, Joseph Mann
and James A. Cochran, directors; M. Harvey Effinger, secretary and treasurer. Com-
pensation of president and directors, two dollars per day and all reasonable expenses.
Compensation of secretary and treasurer, fifty dollars per year and all reasonable expenses.
* Since the 1st of August last, the capital stock has been increased to $ 45,000 by an appropriation of the
legislature of Virginia of $15,000. The state will hereaiter hold three-fifths, and the private subscribers
two-fifths.
Digitized by Google
Doc. No. 17.
1971
WELLSBURG AND BETHANY TURNPIKE COMPANY.
Return of the state of the Wellsburg and Bethany Turnpike Company from
commencement up to 30th September 1853.
Capital stock, $27,000:
:
Subscribed by commonwealth 269f shares, at $50 per share,
.
13406 su
Subscribed by individuals 1784 shares, at $50 per share,
.
-
8937 50
Tells up to date,
-
-
-
-
-
1138 50
Lumber sold,
-
-
.
.
.
-
16 50
Cash on John Panager's bond,
-
-
-
.
100 00
interest
"
"
-
-
-
-
13 50
Amount of individual subscription unpaid,
-
-
634 02
commonwealth "
of
-
-
1940 -
Expended for construction, viz: bridges, grading, culverts, filling
at bridges; riprap walls, arching tannel, surveying and men-
suring road, &c.
-
-
-
-
16931 19
Expended for advertising notices, &c.
-
-
13 75
toll-house,
-
-
-
-
340 01
land damages,
-
.
-
-
100 00
Benjamin Jacob, gate-keeper,
-
-
168 30
James R. Fleming, for John Panager's bond,
-
150 00
attorneys' fees,
.
-
-
-
28 98
for general repairs, viz: stoning road, boarding hands,
labor, tools, &c.
-
-
-
2996 91
Cash on hand 30th September 1853,
.
1008 64
23612 25 23612 25
18
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138
Doc. No. 17.
Statement of the Receipts and Expenditures within the year.
Balance cash on hand 30th September 1852,
-
-
-
1444 80
For capital stock-amount from individuals,
-
-
-
10 81
Tolls received during the year,
-
-
-
-
495 35
Cash on John Panager's bond,
-
-
-
-
100 00
interest
"
"
-
.
-
-
13 50
Disbursments during the year:
For stoning road, general repairs, and superintendent and clerks'
.
salary,
-
-
.
-
-
978 38
Benjamin Jacob, gate-keeper,
.
-
-
77 30
Balance cash on hand 30th September 1853,
-
.
1008 84
$ 2064 46 2064 46
A map of the road has not yet been drawn.
Length of road, six miles and a fraction.
One gate on the road.
The company have during the year been stoning the road, and intend next season to let
out by contract to the lowest bidder, so far as their resources will allow. The mode of
stoning and keeping in repair has been, by hiring operatives by the month. under the su-
pervision of the superintendent.
List of Officers.
Wm. White, president; Basil Wells, Talbot Hammond, Wm. Jones, state directors;
James Palmer, Isaac Stewart, directors for the company; John Miller, superintendent;
W. J. Adams, treasurer and clerk; Benjamin Jacob, gate-keeper.
John Miller, superintendent, $ 20 per annum.
W. J. Adams, clerk, $20 per annum.
Benjamin Jacob, gatu-keeper, $ 96 per annum.
Respectfully submitted.
JOHN MILLER, Pres't pro term.
W. J. ADAMS, Clk.
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Doc. No. 17.
139
WELLSBURG AND WASHINGTON TURNPIKE CO.
Return of the state of the Wellsburg and Washington Turnpike Company for the
year ending 30th September 1853.
Capital stock, $17858 33 :
Subscribed by individuals 429 shares, at $ 25 each,
-
-
10725 00
Do. by commonwealth 285} shares, at $ 25 each,
-
-
7133133
Tolls from commencement of work to date,
-
-
-
15311 43
Due by company, nothing.
Dividends remaining unpaid,
-
-
-
-
17 93
Amount of commonwealth's subscription unpaid, .
-
62 31
Do. of individual
do.
do.
-
-
593 01
Due to company other than on account of stock,
-
-
398 92
Expended in construction of the work from commencement
to this date,
-
-
-
.
- 17858 33
Expended in land damages for the same time, nothing.
Expended in repairs for same time,
-
-
. 12818 87
Property now held by the company :
Two toll-gates, and two toll-houses for toll-receivers,
-
400 00
Dividends declared from commencement,
-
-
957 05
Cash on hand 30th September 1852, as per statement below,
99 20
$ 33187 69
33187 69
Digitized by Google
Doc. No. 17.
Statement of Receipts and Expenditures within the year.
Balance of money on hand, as per last report,
.
.
-
99 20
Receipts of tolls during the year,
.
-
:
-
706 54
Do.
debts for tolls for former years,
:
-
-
16 50
Total receipts,
-
-
-
- $ 822 94
Deduct disbursemeats during the year:
For improvements and repairs,
-
-
-
. 712 28
For officers' salaries, viz:
Superintendent,
-
.
.
.
.
20 10
Clerk, -
-
-
.
.
- 20 00
Treasurer,
.
.
-
-
.
20 00
For advertising,
-
-
-
-
-
2 00
62 00
Two gate-keepers, each $ 8 33 per month, payable monthly out of tolls re-
ceived.
Balance money on hand, as per treasurer's report of 30th September 1853,
47 96
822 24
A list of private stockholders, showing the whole amount subscribed and the amount -
# paid on the 30th September, is herewith returned.
A complete map of the improvement has, some years ago, been furnished the Board of
public works.
Length of road, six miles and forty-eight rods-all finished and in good order.
Mode of keeping the road in repair the superintendent contracts with the operatives
by the month or job, according to the extent and nature of the repairs to be made, at an
average cost per mile of $ 2903 79.31.
List of Officers.
John Miller, president, and director for the state ; Joseph Applegate, Thos. P. Grimes,
James W. Miller, John Hinckson, Joseph Gist, directors; Joseph Applegate, superinten-
dent, salary per annum $ 20; William Jones, clerk, salary $ 20; William Q. Adams, trea-
surer, salary $ 20; Alexander Duke, toll receiver, $ 8 33 per month; Alexander McCoy,
toll-receiver, $8 33.
It is proper to remark that that the tolls for the past year have, after paying toll-receivers
and other agents, been barely sufficient to keep the road in proper repair.
Respectfully submitted.
JOHN MILLER, President.
WM. JONES, Clerk.
WM. R. DRINKARD, Esq,
Sec'y B. P. W., Richmond, Va.
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141
WESTON AND GAULEY BRIDGE TURNPIKE COMPANY.
At a meeting of the stoekholders of the Weston and Gauley Bridge turnpike
company, held at the law office of J. N. Camden, in the town of Sutton, on the
4th day of October, 1853, it was
Resolved, that Morgan Dyer, James McLaughlin and B. W. Byrne be a eom-
mittee to examine the account of the expenditures of the president and directors
of the company.
Whereupon, the president presented in open meeting a statement of the
finances of the company, which was examined and approved by the committee,
and ordered to be filed ; and a copy of the same, together with a copy of this
resolution, were, on motion of Mr. McLaughlin, a state director, ordered to be
forwarded to the Board of public works as the annual report of the stockholders
of this company to the Board of public works.
JNO. P. BYRNE,
Clerk of Company.
will
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142
Doc. No. 17.
To the Stockholders of Weston & Gauley Bridge T. Co.
The president and directors of this company make the following as their
fifth annual report:
Since the last meeting of the stockholders, it appears from the reports of the superin-
tendents of this road, that 51 miles and - poles from the mouth of Twenty Mile creek
to Gauley bridge, being that part of the road that lies in Fayette county, and that 84 miles
and 12 poles from the Braxton and Nicholas county line to the top of Powell's mountain,
being in Nicholas county, has been let to contract at the average price of $ 785 per mile.
The road in Fayette to be completed the first of next November, and the road in
Nicholas to be completed against the first of November 1854, and that the contractors are
progressing well with their work.
That 10 miles west of Summersville has been completed since the last annual meeting,
and put under toll.
That the residue of unfinished road in Nicholas is progressing to completion.
That 1 mile of macadamizing at Summersville is in rapid ståte of progress.
That the road from Elk river to the Nicholas county line is progressing slowly.
Under the provisions of the act of February 25th, 1853, chap. 264 sec. 2, the board
let to contract the three bridges provided for in said act, and also let to contract 2 miles of
macadamizing adjoining the town of Weston, and 1 mile of macadamizing through and
north of the town of Sutton, and. also 1 mile of macadamizing through and adjoining the
town of Summersville. The macadamizing is progressing rapidly.
The West fork bridge is in a rapid state of completion. Nothing has been done at the
Little Kanawha bridge. The stone work for the Elk bridge is progressing.
From the report of the treasurer of this company it appears that be has collected from
toll-gate keepers $ 764 70, which, after deducting $7 64, his commission for collecting,
leaves a net balance of 757 06; and that he has paid out for repairing the road the sum
of 847 12, leaving the company indebted to him, for payments made for repairs up to the
first of this month, the sum of $ 90 06.
It further appears from the report of the treasurer, that there has been re-
ceived during the year ending on the 30th of September 1853, the sum of
$
5037 65, and that he has disbursed the sum of
-
.
-
4870 60
His commission on the collection of $ 5037 65 is
-
-
-
50 37d
Amount due him at last settlement,
-
-
-
-
33 201
Amount of credits,
-
.
-
-
-
$ 4954 18
Leaving a balance in the hands of the treasurer, of
-
.
$ 83 47
And it further appears from treasurer's report, that under act 25th Feb. 1853,
chap. 264, sec. 2, he has received from the treasury of the com'wealth,
10000 00
And that he has disbursed for bridging and for macadamizing, up to the 30th of
September last,
.
-
-
3480 00
His commission on $10,000 at t of 1 per cent. is
-
.
-
25 00
$ 3510 00
Lawing in the hands of the treasurer of that fund on the let of this month,
form of
-
$ 6490 00
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Doc. No. 17.
143
Since writing the preceding part of this report, the president of this company has been
informed that Ira Hart, who was understood to be the contractor to construct the Elk
bridge, has failed to give a satisfactory bond to the company for the proper construction
of said bridge, and that probably his contract for said bridge will be set aside for said
failure.
All of which is respecfully submitted.
FELIX SUTTON,
President.
October 3d, 1853.
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144
Doc. No. 17.
WEST MILFORD AND NEW SALEM TURNPIKE CO.
Return of the state of the West Milford and New Salem Turnpike Company for
the year ending 30th September, 1853.
Capital stock, $12,000:
Subscribed by individuals 192 shares, at $ 25 per share,
-
4800 00
Subscribed by the commonwealth 288 shares, at $ 25 per share,
-
7200 00
Tolls from commencement of work to date,
-
-
70 81
Amount of commonwealth's subscription unpaid,
-
-
451 55
Amount of individual subscription unpaid,
-
-
294 29
Expended in constructing the work from commencement, July
1850:
For printing,
-
-
-
-
40 11
locating,
-
-
.
-
342 624
postage,
-
.
-
-
2 35
books and stationery,
-
-
-
-
2 621
draft of bridge,
-
.
-
-
5 00
seal,
-
-
-
-
5 00
making road,
-
-
-
-
7568 65
bridge over Jesse's run,
-
-
-
225 00
superintendent,
-
-
-
-
350 83
treasurer and clerk,
-
-
.
-
608 33
attorney,
-
-
-
-
59 80
president and directors,
-
-
-
81 00
bridge,
-
-
-
-
1800 00
discount on drafts,
.
-
-
-
2 27
costs,
-
-
-
-
1 30
toll-receiver's compensation,
.
.
-
14 16
repairs,
-
-
-
-
120 40
Cash on hand 30th September 1853,
-
-
-
95 52
$ 12070 81 12070 81
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Doc. No. 17.
145
Statement of Receipts and Expenditures within the year.
4
Balance of money on hand, per last annual report,
-
-
-
113 90
Amount received from individual stockholders,
-
-
.
965 16
Amount received from Board of public works,
-
-
.
1454 31
Amount of tolls received,
-
-
-
-
.
70 81
Deduct disbursements during the year:
For postage,
-
-
-
-
-
9
For stationery,
-
-
-
-
-
121
For locating,
-
-
-
-
-
374
For making road,
-
-
-
-
314 92
For superintendence,
-
-
-
-
50 00
For treasurer and clerk,
-
-
-
-
97 92
For attorney,
-
-
.
-
-
17 40
For president and directors,
-
-
-
-
81 00
For discount on drafts,
-
-
-
-
2 27
For costs,
-
-
.
-
-
1 30
For toll-receiver's compensation,
-
-
-
14 16
For repairs,
-
-
-
-
-
120 40
For bridge,
.
-
-
-
-
1800 00
For printing,
-
-
-
-
-
8 00
Money on hand,
-
-
-
-
-
95 52
$
2603 48 2603 48
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Doc. No. 17.
Statement of the Receipts and Expenditures of the Branch to Clarksburg.
a
Amount received from county court of Harrison,
.
-
-
-
2400 00
Amount received from Board of public works,
.
-
-
3600 00
Deduct disbursements:
.
For construction of road and bridge,
-
-
-
5502 06
For officers, &c.
-
-
-
-
-
164 00
For land damages,
-
-
-
-
41 03
Incidental expenses, stationery, &c.
-
-
-
871
Discount on drafts,
-
-
-
-
18 00
Money on hand,
-
-
-
-
-
274 031
$ 6000 00 6000 00
List of Officers.
A. M. Austin, president; John Kee, Stephen Bassel, Solomon Ward, H.J. Lynch and
Daniel H. Smith, directors, each $1 per diem when employed ; E. W. Patton, superin-
tendent, $ 50 per year; R. Jackson, treasurer and clerk, $100 per year: Charles Lewis,
attorney, 17 40 per year; Daniel W. Lynch, toll-receiver, compensation 20 per cent. on
collections ; W. G. Ward, toll-receiver, keeps six miles in repair for toll; the superin-
tendent keeps the balance in repair.
Length of road, 29 miles; 26 miles finished-3 miles on Clarksburg and Weston turn-
pike road. Average cost per mile for making and keeping in repair twelve months,
291 72.
R. JACKSON, Clerk.
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Doc. No. 17.
147
JAMES RIVER AND KANAWHA COMPANY.
OFFICE JAMES RIVER AND KANAWHA Co.
Richmond, October 26, 1853.
GENTLEMEN,
In accordance with your circular of the 1st instant, calling for
annual reports, I have the honor to communicate herewith a copy of my report
to the stockholders of the James river and Kanawha company, together with a
list of the private stockholders and of the officers and agents of the company on
the 30th of September last.
The additional papers called for in your circular will be found in the documents
accompanying my report, and in previous communications to your honorable
body.
I am, very respectfully,
Your ob't serv't,
J. Y. MASON.
To the Board of Public Works.
100)
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Doc. No. 17.
PRESIDENT'S REPORT.
To the Stockholders of the
James River and Kanawha Company.
GENTLEMEN,
In submitting to you, on the present occasion, the annual report on the
state of the improvement and the affairs of the company, I have to ask your indulgence
for any want of care in its preparation, or of copious detail in its explanations, as serious
indisposition, and other circumstances which I could not control, have prevented me from
giving to it either the time or the consideration which I earnestly desired it should receive.
Since your last meeting, some changes have taken place in the official organization of the
company. Mr. Ezra Walker, the faithful and respected agent of western improvements,
after an attack of sickness, left his home before he was sufficiently recovered to make the
necessary arrangements for the repairs of the Kanawha road, and when he had reached the
county of Cabell, relapsed, and died on the 31st day of March last. He fell a victim to
his zeal in the company's service. Gen. Douglas B. Layne, of Alleghany county, was ap-
pointed his successor, and entered on his duties promptly and zealously. From Gen.
Layne's well established character, and from my personal observation of his discharge of
his duty along the entire line, I feel confident that he will faithfully and efficiently discharge
the duties of one of the most important and responsible agencies in your service.
Walter G. Turpin returned to your employment as an assistant engineer in the month of
April last, and resigned his office of superintendent of repairs of the second division of the
canal, and James M. Harris was appointed his successor. In the month of August, Col.
Walter Gwynn resigned his office as chief engineer of the company, to take effect on the
1st of September, and on that day retired. from your service, in which he had been em-
ployed for seven years, and had discharged his responsible duties with signal ability. In
August, Joseph R. Anderson, Esq. resigned as director of the company, and Richard O.
Haskins Esq. of Richmond was chosen to fill the vacancy.
Conforming to usage, I propose to arrange the subjects of this report under the heads of
I. The condition of the work.
II. The state of the finances.
III. Other matters of interest concerning the condition and future prospects of the
company.
I. THE CONDITION OF THE WORK.
I submit herewith a report of Walter Gwynn, Esq., late chief engineer of the company,
of the " operations of the department committed to his charge," marked A, and with it the
reports of D. S. Walton, Esq., who is in charge of the Tidewater connection, of the agent
of the western improvements, and of the superintendents of repairs of the first and second
divisions of the canal. These communications possess much interest and give detailed in-
formation of the incidents of the year along the entire length of your improvement. I
regret that a most violent and protracted attack of fever, contracted in the line of his
duty, caused by great exposure in repairing injuries to the first division of the canal, ren-
dered it impossible for Mr. Chinn, the excellent superintendent of the first division, to in-
troduce into his report as much of detail as he desired to give in his account of his opera-
tions during the year. Until prostrated by disease, he displayed his characteristic energy,
skill and fidelity in the discharge of his important duties.
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The several the company's line of improvement are:
1. The Richmond dock and the connection of the basin at Richmond with the tidewater.
2. The canal from Richmond to Buchanan.
3. The Blue Ridge turnpike and ferry.
4. The Kanawha turnpike road and river.
5. The Rivanna and Southside connections.
6. The third division, or extension of the company's water line west of Buchanan.
1. The Richmond Dock and Tidewater Connection.
The great importance of the speedy completion of this work was earnestly presented in
my last annual report, and the zealous desire to accomplish that object has constantly
animated the board of directors. In obedience to your resolution, adopted in October last,
a memorial was presented to the legislature on the 23d of November 1852, asking a loan
of money to enable the company to complete this work. A copy is herewith submitted,
marked B. On the 2d of March 1853, an act was passed directing a loan to enable the
company to extend its water line west of Buehanan, and authorizing the use of sixty thou-
sand dollars of the sum loaned for the purpose of completing the connection of the canal
with tidewater. But by the terms of the act no part of the money could be used until the
stockholders held a meeting and complied with the conditions imposed. Your meeting
could not be held at an earlier day than the 20th of April, and the first advance of money
was made by the Board of public works on the 4th day of May 1853. On the 29th of
March, another act was passed authorizing a loan for the Tidewater connection of seventy
thousand dollars, which was not available until the 5th day of July 1853, when, the re-
quired incumbrance having been executed, the money was advanced. Copies of these two
acts were communicated to you at your called meeting in April last. Such was the condi-
tion of the company's finances during the interval between your last annual meeting and
the receipt of the money thus loaned, that the work at the Tidewater connection would
have been suspended but for funds borrowed of the banks, for which the president, directors
and chief engineer made themselves personally responsible to a very considerable amount.
The disastrous consequences of a total suspension of the work were obvious. In its un-
finished and exposed situation, irreparable injuries might and probably would have resulted
from such a measure. A force was kept on the work, but not so large as would have been
employed if it could have been certainly known that aid would be given by the legialature.
This condition of things materially delayed the work, and the freshets in the river inter-
rupted it more frequently than usual. To enable boats to pass under Mayo's bridge where
it crosses the company's line, it was necessary to raise the bridge four feet; and to effect
this, the change of the grade of 14th street, in the city of Richmond, leading to the bridge,
was indispensable. The city authorities gave the permission to change the grade of the
street at the cost of this company and the Richmond and Danville railroad company but
it could not be effected until the city had constructed a culvert under the street. That
culvert is recently finished, and we are now constructing abutments for the new bridge,
which will be immediately followed by the superstructure. The present span of the canal
at this point is 50 feet. The improvement requires 62 feet. The water could not be
turned into the Tidewater connection until the additional width of the canal at the bridge
was excavated, and the bridge abutments constructed. The coffer dams above the ship
lock are indispensable until that work is completed, so that no advantage to trade and no
revenue to the company could have resulted if the water had been introduced into the
dock. It is proposed early in November to let in water enough to carry stone in flat boats
from the Danville railroad depot to the ship lock. This may be done without endangering
the coffer dams above that structure. The basin at the head of the connection is opened to
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Doc. No. 17.
use, and is a most valuable addition to the area for accommodation of boats. The altera-
tion of lock No. 3, 80 as to give it length of chamber equal to the other locks on the line,
is nearly complete, at a trifling cost. All the necessary works may be regarded as com-
pleted, except the ship lock. It gives me pleasure to inform you that a foundation of rock
has been obtained for this great structure, and that the work is progressing as rapidly as
the limited space for work will permit. The dimensions have been. fixed at 180 feet in
length and 35 feet in width. The subject was anxiously considered; and on consultation
with intelligent merchants, and ship owners and ship brokers, the board were satisfied that
these dimensions are sufficient for the accommodation of the largest sized sail vessels fully
rigged which can come to Richmond in the most improved condition of the river; and at-
taining this object, it was desirable to save the cost of unnecessary masonry, and especially
to avoid an useless waste of water in working the locks, for the supply of which the main
reliance will be on the first level, through the basin. Existing contracts for water power
make it necessary to economize this head of water as much as possible.
The structure will contain 7,500 cubic yards of masonry. The stone is all prepared, and
about 4,125 yards are laid. If the weather proves favorable, the masons will lay about
1,000 yards per month. Arrangements are made to have the most approved lock gates
ready when the masonry is finished, and I believe the Tidewater connection will be in full
operation at an early day in the ensuing season. Its early completion is of great impor-
tance to the finances of the company and to the business of the public. But it is of great
consequence that the work shall be well and properly constructed; and time is not lost
which is spent in securing this primary object.
2. The Canal from Richmond to Buchanan.
The reports of the superintendents of repairs of the two divisions of this line will show
the extent of the work done in the past year. There have been three freshets during the
year, and the injuries resulting have been promptly repaired. But some interruptions to
business have necessarily resulted. The permanent repairs of decayed locks and aque-
ducts on the first division have suspended the use of the canal some days longer than
heretofore; and hence the receipts on the canal in June, July and August have not amounted
to as large an aggregate as was anticipated. The repairs were skillfully conducted, and on
a system which has heretofore been explained, and seems to be the best which can be de-
vised for the execution of necessary work with the least possible interruption of trade. In
three years more, on this system, the entire line of locks from Richmond to Lynchburg will
have been thoroughly renovated, with the least possible injury to business, and the canal
placed in better condition than at any previous period. The managers of the northern
canals are enabled by the rigors of winter suspending the use of their lines of transporta-
tion, to draw off the water during the winter months, clean out the trunk of the canals, and
repair defective works. But in our more favorable climate, the winter is a very busy
season, and our period of repair is from the month of May, when the spring trade is sup-
plied, and the business on the canal less urgent, until late in July, including the time of
harvesting. Experience has shown it to be the period of the year, when the smallest in-
terruption of business results. On this division the construction of a stone dam at Maiden's
Adventure has been carried on with great zeal and admirable skill and success, under the
immediate superintendence of Mr. Duncan Grant. It is carried 80 far as to insure its com-
pletion in the next season, while in its present condition it secures an abundant supply of
water for the purposes of navigation in Maiden's Adventure pond. The materials of gra-
nite and cement are of the very best quality and the mechanical work has been executed
in 80 masterly a manner that it will, in my judgment, be justly regarded when completed
as one of the best specimens of masonry on your line, or in the country; and will at all
times secure the trade on the canal from the serious annoyance which has been 60 long felt
of the want of sufficient water in the pond. Circumstances, already alluded to, made It
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151
prudent not to hire a very large amount of labor at the beginning of the year, and it could
not be commanded after the spring set in. It is not injurious to the interests of the com-
pany to distribute the cost of this heavy extraordinary repair through two seasons instead
of one, as the great object of securing sufficient water in the pond is secured.
In my last annual report I alluded to the gratifying fact, that the second division of the
canal for the first time in use, had suffered scarcely any damage." The report of Mr.
Harris, the excellent and efficient superintendent of repairs on that division, enumerates
the casualties which have befallen it during the past year. They are by no means conside-
rable when we remember the nature of its location, the rugged country, and the narrow
mountain gorges through which it passes. The opinion expressed by Mr. Harris seems to
me entirely just, that " though the expenses have been considerable this year on this divi-
sion, caused principally by the freshet of November 1852, yet you have been benefited by
it in this, since it has shown you the weakest points in your structures, and they have been
effectually guarded and protected from similar and much higher freshets in future. Your
stone dams particularly, have been placed in a condition to resist the destructive effects of
heavy brushwood in time of floods; and I think I can safely say, that your work is in a
much better condition than it has ever been at any former period."
The gross receipts from tolls, water rents and scale-house fees on the first
and second divisions for the fiscal year ending the 30th September last,
were
293512 92
The revenues from the same source for the preceding year were
277448 97
Showing an increase of
$16063 95
The actual amount of tonnage conveyed on the canal during the last fiscal
year, is
-
231032.1 tons
In the preceding year, the tonnage was
210040
"
Increase of tonnage,
-
20992.1
"
The estimated value of freight transported during the past year will reach
the large sum of
$17435000
This exhibit shows that the business, the revenue and the usefulness of the company's
improvement are steadily increasing.
3. The Blue Ridge Turnpike and Ferry.
As I anticipated in my last report, the income from this source is not equal to the expense
of maintaining the road and the ferry, by the sum of $ 329 70. The opening of the canal
has diverted a large amount of travel from the improvement, but it is still used to some
extent, and is an important easement to the public. The excess of expenditure over
receipts is trifling. It may be doubted whether the company has the right without violation
of its charter to permit the road to go down ; and under existing circumstances it is doubtful
whether the turnpike would be received as a county road. I do not anticipate much in-
crease of travel or of income from this source, but advise that it be kept up.
4. The Western Improvements.
In the month of May last, accompanied by the chief engineer and Gen. Layne, the agent
of the western improvements, I passed over the entire line of the turnpike road from Guy-
andotte to Covington. The road was in good order, and the navigation of the river in as
good condition -
4 state of the improvement required by law can furnish.
The
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Doc. No. 17.
The net receipts from accruing tolls and tolls in arrear for the past year, are
8877 40
The net receipts from the same sources for the preceding year, were
8068 41
Increase,
818 99
The travel on the turnpike road is manifestly diminishing. The establishment of pre-
ferable routes to the eastern markets has produced this effect; and in future I cannot antici-
pate a business which, after defraying the necessary expenses of keeping the road in repair
and of the collection of tolls, will yield more than a very small net revenue.
The business of the river on the contrary is increasing, and promises a very large in-
crease in a few years.
I was gratified to witness throughout the Trans-Alleghany portion of the state through
which the improvement passes, the strongest evidences of enterprise, industry and improve-
ment. Extensive and costly preparations are being made to commence coal-mining; and
that rich and extensive basin filled with the finest bituminous coal, which has so long been
undisturbed, is soon to be opened, with the prospect of enormous production, and of large
profit. Immense quantities of this mineral will go to the Ohio river, by the Kanawha, and if
your water line were now in operation across the Alleghany to its western terminus, would
be transported over it to furnish fuel for iron furnaces and manufacturing establishments
along the whole line, supplying your eastern cities with fuel, and furnishing a valuable
article of export from the Atlantic ports of the state. At Charleston I witnessed the ex-
traordinany spectacle of a steamer towing flat boats, loaded with heavy iron rails to points
high up the river, to be laid from the mouths of the coal drifts to the Kanawha river. But
gratifying as this spectacle was, I could not but remember, that this iron, raised and manu-
factured in Wales, had pursued its long and expensive route of transportation, across the
ocean, up the Mississippi, Ohio and Kanawha rivers, into a region filled by nature with the
finest coal and iron ore. The time is rapidly approaching, when such importations will no
longer be required for that region of our country 80 munificently endowed by nature with
the elements of wealth. Your improvement is destined to perform the grateful and patri-
otic office of aiding in the development of these rich resources. It has been with me a
most cherished object, because by its extension to the Ohio, while greatly promoting the
interests of Virginia, increasing her population and wealth, the revenues of the company
will be so enlarged as to justify the heavy outlay in the construction of your improvement
The toll charged on the Kanawha river is now fixed at a half cent per bushel for all die-
tances. I recommend that you authorize the board of directors to revise and modify this
article of your tariff of tolls, 80 as to make it more equitable, and as far as may be, remove
unnecessary burthens, and encourage the production of this great article of freight. I
have received assurances, on which I rely, that the mines now being opened, will raise and
send down the river not less than 17000 bushels per day. It is not clear that it may not be
necessary to ask the authority of the legislature to make a change of the toll on this part
of your improvement; and I therefore recommend that authority be given to the board, if
found necessary, to memorialize the legislature on the subject.
5. The Rivanna and Southside Connections.
I refer to the report of the chief engineer for a full explanation on this subject. The
necessity of applying the funds of the company, according to its obligations to the state,
and in conformity with the terms of the acts of assembly, making loans, as far as practica-
ble, compelled the board of directors to limit the expenditures on these several objects as
far as possible. The work on the New Canton bridge will be finished BO as to be fit for use
as soon as the year hands, with a small number of mechanics hired for the purpose, can
execute the work. The condition of that work, as it was when abandoned by the contrac-
tor, has been a constant subject of anxiety to the board of directors and the officers of the
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company. But with limited and trammeled resources, its completion was necessarily post-
poned, until work of more urgent necessity to the business and income of the company
could be done.
The acts of the general assembly of March 23, 1839, and March 12, 1849, imposed on this
company the cost of connecting the Rivanna navigation company's improvement with your
canal at Columbia. On the tenth day of January 1850, an agreement between the two
companies was made, and a copy of which I communicate herewith, marked C. I also
communicate a copy of a resolution of the board of directors, adopted on the 22d day of
April last, turning over to the Rivanna company the improvement, to be maintained in
future at that company's expense. A copy of this resolution was transmitted to the president
of the navigation company, but no answer has been received. In view of the fact, that the
outlay of this company in constructing the works of connection has been very heavy, that
the tolls for its use all accrue to the navigation company, it is not deemed unreasonable to
close your liability on that account. Having a strict identity of interests, the best interests
of the two companies will be promoted by, the most friendly understanding and I presume,
if any question of conflict arise, it can be readily accommodated if approached, as I doubt
not it will be, in the spirit of harmony. It has not been found necessary to hypothecate
the revenues of the company, to any extent, as a security for the means to enable the
Rivanna navigation company to complete its improvement, as authorized by your resolution
of the 29th October last. Other and more satisfactory provision was made by the legis-
lature, and that important feeder to the canal is progressing without your aid.
The income from the bridges forming the Southside connections, in tolls paid, is very
inconsiderable. The great benefit of these structures is in affording facilities for per-
sons and freight using the canal; and by the terms of the law, they pass free of charge.
6. The Third Division, or the extension of the Company's Water Line West of Buchanan.
The report of the chief engineer will inform you of the works executed on this division
and that in August last, at Buchanan, the board of directors met, and let to contract the
necessary works to the mouth of Craig's creek. At the same meeting the board adopted a
resolution, directing a careful location to be made of the extended line of improvement to
Clifton Forge. The contracts were made on favorable terms, and there is every reason to
expect that the contractors will execute their work within the time stipulated. The inte-
rests of the company will be promoted by the most careful location, in detail, of the line as
it approaches the Alleghany. Additional work should be let as soon as the resolution of
the board is complied with.
II. THE STATE OF THE FINANCES.
The usual financial statements of the secretary and of the collectors of tolls are here-
with communicated, marked 1, 2, 3, 4, 5, 6 and 7.
They exhibit, in a simple form
1. The receipts and disbursements of the last fiscal year.
2.
"
"
"
of the company from its organization to the 30th
September last.
3. The annual tonnage, tolls and ordinary expenses, and repairs of the canal.
4. A table showing the different articles and their quantities annually transported on the
canal.
5.
6.
Classified tables of the quantities and probable value of the various articles of
7.
produce and merchandize transported during the last year.
They present a plain view of the company's affairs.
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Doc. No. 17.
The gross receipts from the productive works of the company, and from
miscellaneous sources, for the year ending on the 30th September
1852, were
306983 24
The receipts from the same sources, for the year ending on the 30th
September 1853,
-
-
325311 52
The disbursements for repairs, ordinary and extraordinary, for the
first of the above named years, were
-
-
-
127220 09
Those for the year just ended,
-
-
-
-
166931 00
The estimated amount of these disbursements, was
-
-
135000 00
In my estimate of the receipts of the last fiscal year, I anticipated an income from tolls
and arrearages of tolls on the Kanawha river, and other sources, of $ 345000. Twenty
thousand dollars was calculated on from the tolls and arrearages of tolls on the Kanawha.
The collections have not been as large as I anticipated, but the debts are still due and will
be collected, 80 that the result has fully sustained my anticipation as to your revenue. I
informed you in my last report, that I felt authorized to anticipate that the legislature
would make an additional appropriation to meet the interest due on the 1st of January,
and anticipated, by the generous aid of the state, as a part of your receipts for the then
current year, $180000. Agreeably to your instructions, a memorial was presented asking
this aid. A bill was reported, and was rejected in the house of delegates on the 23d day of
December by a vote of 53 in its favor, and 24 against it. Although the majority
was so decided, the number was not sufficient, under the constitution, to pass the bill; and
so many members were absent, that the constitutional majority could not be commanded.
On the 1st day of January the company was without funds to pay its interest; and on the
7th of January 1853, a bill was passed by the house of delegates, and subsequently by the
senate, to pay the interest at the treasury, which had thus fallen due. Copies of the memo-
rial and of the act are herewith communicated, marked D. The amount paid by the state
on this account is 67374, and to this must be added the amount of interest due to the
state at that semi-annual period of payment. The expenditures for repairs and incidental
work have exceeded the estimate. This result is attributed to the facts, that more work of
repair than was to be expected has been made necessary and done; works on the connec-
tions have been executed under this head, and the prices of labor and provisions have
greatly increased.
By reference to the statements accompanying the last annual report, it will be observed
that the excess of disbursements over receipts on the 30th of September 1852, was
378366 41, and the mode of meeting the items, making that amount from time to time
by transfers from one head of appropriation to another, was stated. During the past year
this balance has been increased by the sum of $ 40525 37. This result is by no means
discouraging. The legislature made no specific appropriation for the payment of interest
on the company's liabilities falling due on the first day of July last, and that was paid by
the company.
Very valuable and permanent improvements have been made in the company's works by
the costly but permanent dain at Maiden's Adventure, the rebuilding of locks and aque-
ducts, which will not recur for many years, and indispensable works on the connections.
Notwithstanding the unforeseen occasion for increased expenditure, if the anticipation
of aid in meeting the interest due on the 1st of July .had been realized, there would
have been a surplus of not less than fifty thousand dollars to refund to the appropria-
tions from which transfers had been made. Instead of being discouraged by the con-
dition of your revenues and business for the past year, I am confirmed in my most san-
guine anticipations in regard to the future prospects of increase of both. The table of
principal articles transported in the last year shows that, of pig iron, only 31954 tons were
brought from the region producing that article during that period. The present and pres-
pective state of the market'can leave no doubt that the production of this article of freight
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will be greatly increased. Already preparations are made for putting several furnaces into
operation, and others will follow, 80 that, at least, the average production of former years
may be anticipated with confidence; and the quantity may be calculated on this basis as
not short of sixteen thousand tons per annum. To make this a permanent supply of freight
to yet a larger amount, nothing is necessary but to extend your canal into the coal region
west of the Alleghany, 80 as to supply cheap fuel to work the furnaces, when the natural
supply of wood is exhausted.
The increase of tolls received at Lynchburg during the year, has been $17823 49 over
the receipts at that point in the preceding year. It cannot be determined with precise ac-
curacy of what articles of freight the increased business, producing the additional revenue,
consisted. But assuming the usual average of tolls paid on articles transported over 80
great a distance, it may be safely asserted, that this increase of freight has not amounted
to ten thousand tons. Tolls are paid at the Lynchburg office on all freight which is placed
on the canal at any point below Buchanan. And the Virginia and Tennessee railroad,
rapidly progressing into the fertile and productive region of Southwestern Virginia, has
been in operation for a considerable distance during the year. It appears to me, that it
cannot be doubted, that from these sources a very large increase of freight, and conse-
quently of revenue, may be anticipated without exaggerated or immoderate calculations.
The revenue of the company will be increased on the western improvements. From the
Tidewater connection a revenue equal to the highest calculations made, may be counted on
and from the Rivanna improvement, from the Slate river and North river improvements,
when completed, large additions to your business may be expected, besides the increased
production in the area now using the canal, from improvements in agriculture.
A most striking proof of the value of your work is afforded by the table, herewith sub-
mitted, marked E, showing the revenue received for each year, commencing with 1842, and
ending with 1853, beginning with less than $100000, and steadily increasing until in eleven
years it exceeds $ 293000 per annum.
The current fiscal year commenced on the 1st day of the present month; and we have
returns of the receipts to the 15th day of October inst. These receipts exceeded those of
the corresponding period of last year, by about 2000, and justify the expectation of more
than an average increase of your revenues through the year.
My views have been often presented of the causes of the embarrassments of the com-
pany. It does not appear to be the effect of wastefulness or extravagance. The cost of
your work per mile, under all the disadvantages of protracted construction by sections, great
elevation overcome by lockage, and the rugged character of the location, is not unreason-
able. Compared with the annual cost of repairs of the Erie, the most successful of the
northern canals, your expenditures for repairs are extremely moderate. The average cost
of repairs of the Erie canal per mile has been nine hundred dollars per annum the average
cost of your repairs per mile does not exceed three hundred and fifty dollars per annum.
The distinguished chief engineer of the state of New York, in commending the enlargement
of the Erie canal at a cost of nine millions of dollars, urges in its favor that it will reduce
the cost of annual repair per mile to seven hundred dollars. In three years from this time,
when composite locks and wooden aqueducts of your canal shall be renovated, your costs
of repair annually ought to be less than three hundred dollars per mile.
It is the heavy charge of interest for cost of construction which is, in fact, a declared
dividend of 6 per ct. on capital stock before the work is completed which embarrasses your
affairs. Acting on a system long practiced and regularly made known to you and to the
legislature, transfers of appropriations have been made for the purpose of finishing impor-
tant works and making them productive, or of assisting to pay your interest, without objec-
tion, until the last winter; and it has resulted in creating a debt to unfinished works, of
418891 78, to be refunded from the income of the works made productive by the trans-
fers. With the views entertained by many members, if not by a majority of the legislature,
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Doc. No. 17.
it is worthy of consideration whether it is not better for the company to ask of the legisla-
ture its aid in restoring to the appropriations the amount 80 transferred, and thus enable
the company to go on with the prosecution of its works of extension, and with its revenues
to meet the charges of interest and necessary expenditures.
III. OTHER MATTERS OF INTEREST CONCERNING THE CONDITION AND FUTURE
PROSPECTS OF THE COMPANY.
During the past winter incidents of no ordinary interest to the company transpired.
From the published reports of the proceedings of the house of delegates, there appeared to
me to be great misapprehension in regard to the administration of the affairs of this com-
pany, which made it my duty, as the president of the company, to address to the speaker of
the house a communication, asking a full and searching investigation of the condition of the
company, and of the conduct of its officers and agents.
A select committee was appointed, and at their invitation, I addressed to them a com-
munication in reply to enquiries propounded, besides appearing before them and making
verbal explanations in elucidation of every matter on which they were required. The
committee reported the result of their investigation, which was received by the house, and
ordered to be printed. I submit herewith copies of these several documents, marked F,
and numbered 1, 2 and 3.
Although there was no specific action by the house of delegates on the report, I heard
of no objection to its conclusions, fully exonerating the company and its officers from
any opprobious charge, and no dissent from the reasoning of the committee, which ex-
pressed a very high appreciation of the value and importance of your improvement. And I
hailed with much satisfaction the evidence of the fact that the legislature concurred with
the committee in their favorable views, furnished by the passage, after the report was re-
ceived, of the two acts already communicated, making appropriations for the completion of
the Tidewater connection and the extension of your improvement westwardly. The com-
mittee in their report disapproved of the transfer of appropriations from one head to
another, but candidly stated that it had been done for many years, and made known in the
annual reports to the legislature, and not objected to, either by that honorable body, or its
former investigating committees, and that the money 80 transferred had been faithfully ex-
pended in increasing the value of the company's property mortgaged to the state; and the
necessary consequence was, that the ability of the company to meet its engagements with
the state was thereby strengthened. I concur in the opinion that money loaned by the
state ought to be applied to the specific objects for which it is intended; but there have
occurred cases, in which a departure from this rule has promoted the best interests of the
company, and of the state as creditor, surety and stockholder; and in my communication
to the committee, I gave my reasons for my opinion that it might be 80 done, in the exer-
cise of a sound discretion, without breach of faith or violation of law. The known wish of
the legislature, however, ought to control the company; and, as far as possible, has done 80
during the year.
The acts of the legislature which followed the investigation, were of the highest impor-
tance to the future prospects of the company. They furnished means to complete the
Tidewater connection, which will prove eminently advantageous to business, and will add at
least 60000 dollars to your revenue, and to extend your water line west of Buchanan. And
in the spirit of justice and pure faith, which I trust will ever characterize the legislature
of Virginia, they recognize your right of way across the Alleghany. Your proceedings at
your called meeting in April, as required by the act of the 2d day of March 1853, were
duly communicated to the Board of public works, and have led to communications between
that board and your board of directors, copies of which I submit, marked G. The most
mature reflection has confirmed me in my conviction of the wisdom of the course adopted
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by you in your resolutions on that subject. I am persuaded, from the actual location of the
water line, and of the railroad from Covington to Crow's at the foot of the Alleghany
mountain, the two lines of improvement can be constructed, without material increase of
cost or of inconvenience to either; and that when the Covington and Ohio railroad com-
pany shall have definitely selected their route across the Alleghany, the same auspicious result
will be attained, if the two companies observe the same spirit of harmony and concession
which has heretofore governed their conduct. I cannot repeat too strongly my conviction
that the best interests of the company and of the state require that the railroad should be
80 located as not to destroy the only practicable route for the water line.
In the great valley to which these improvements are tending, the estimated annual pro-
duction of articles of commerce for transportation to the Atlantic ports of the United
States, is seventeen millions tons of freight. Considering the physical objections to the
down stream transportation by way of New Orleans, arising from the heat and moisture of
the climate, often highly injurious to bread stuffs, the cereal grains, tobacco and provisions,
and the interruption of the northern routes, for many months in the year, by severity of the
climate, I have not doubted that if lines of transportation shall be established through Vir-
ginia to the Ohio river, they must and will command a considerable portion of the trade of
the valleys of the Mississippi and the Ohio. The capacity of the railroad is not equal to
the transportation annually of more than four hundred thousand tons. The capacity of the
canal is to carry nearly three millions. Both improvements will find most renumerating
employment. The length of your improvement will be 483 miles; and if it can command
one million tons of extra territorial freight, conceding to the railroad all the passengers,
and as much freight as it can carry, you may reduce your tolls to one cent per ton per mile,
and your revenue will be four millions eight hundred and thirty thousand dollars, exclusive
of freight on articles of consumption taken in return, and of the way freight furnished by
the people of Virginia, along the whole length of the line.
Is this an extravagant anticipation The articles of freight making the enormous aggre-
gate before stated, are the surplus products of the interior, and must find their way to
market by some line of navigation or improvement. The competing lines are limited in
number. The Virginia lines will have the advantage of distance and of climate over both
southern and northern routes; and over those by the lakes, this controlling advantage, that
the great productions of provisions and bread stuffs being ready for market in December
and January, cannot use the northern water lines, while obstructed by ice, but through Vir-
ginia they may be sent to market in the winter months; thus avoiding the necessity of
keeping them on hand at risk of injury or loss, with the advantage of applying labor to
getting them off, at a season when it could not be very advantageously employed in the
field; and of the commercial advantage of converting them into money at an earlier day.
The interest on the proceeds of sale, by our routes, for the period which must elapse before
they can be sent by the New York canal, would make a most important item in our favor.
As a citizen of the state, I would deplore any act on your part, or that of the legislature,
which would put it out of the power of the company and of the state to improve the ad-
vantage which nature has given to Virginia, of establishing 80 favorable a connection with
the great west. At the same time, I would earnestly advise, that every concession be
made by the company, short of the surrender and destruction of the route for its improve-
ment, necessary to the speedy, successful and economical construction of the railroad
undertaken on state account.
By your acceptance of the conditions prescribed by the general assembly in the act of
the 2d of March, which provided that the James river and Kanawha company shall be
subject to the provisions of the Code of Virginia, 80 far as they relate to internal improve-
ment and joint stock companies," your charter was materially modified. The Board of
public works"has chosen thre.
for the company for the next year; and you will
choose a president and to
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Doc. No. 17.
On the 9th day of April 1853, the legislature passed an act to amend the 10th section of
chapter 57 of the Code of Virginia, a copy of which I submit herewith, marked H. It
may be questioned, to what extent the modification of the charter, above mentioned, will
make this company subject to the provisions of this act. I am sure you will not misunder-
stand me, when I express the opinion, that the James river and Kanawha company is
bound by the act amending the Code. It is important that you should give instructions
to the board of directors, in regard to the appointment of assessors, since the modifica-
tion of your charter. I believe that conforming to the mode of choosing assessors, pre-
scribed by the general law, will promote your interests. Condemnations on the third divi-
sion have been postponed until your instructions can be given.
In obedience to your instructions, an agreement was made with the North river naviga-
tion company, on the 16th day of June 1853, pledging your tolls on freight from and to the
mouth of North river, as a security for loans made to the North river company, to complete
its improvement. Copies are herewith submitted, marked I.
In concluding this report, I have to request that you will not regard me as one of those
who may be voted for in your election of the president of the company for the next year.
I am placed in circumstances which will not permit me to accept a renewal of your trust.
In May 1849, you did me the honor to invite me into your service; and I gratefully
acknowledge your kindness in giving renewed evidences of your confidence at each annual
election since. I brought into your service but little knowledge of your affairs; and labo-
rious, and often unpleasant as I found the duties of my office, I even felt so engrossing an
interest in your great enterprise, that it became with me a "labor of love." I have
always dealt with you with candor, and have endeavored to promote your interests and
success, not only from a sense of duty to you, but because I believed that your prosperity
involved that of the state.
I leave you with deep regret, and with the most grateful feelings towards you all. I have
no memory for an unpleasant incident in my intercourse with you, or with my respected
colleagues of the board of directors, or with the officers of the company. With earnest
wishes for a complete success in your noble work.
I am your ob't serv't,
J. Y. MASON.
October 24, 1853.
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No. 1.
SUMMARY STATEMENT
Of Receipts and Disbursements. of the James River and Kanawha Company for
the year ending 30th September 1853. I
IMPROVEMENTS IN OPERATION.
WESTERN IMPROVEMENTS.
KANAWHA ROAD.
Receipts:
From tolls at gates and bridges,
-
-
7805 74
Disbursements:
Road and bridge account,
-
6165 23
Agency,
-
-
-
516 00
6681 23
Net revenue from road,
1124 51
KANAWHA RIVER.
Receipts:
From tolls,
-
-
-
-
13837 95
Disbursements:
Repairing sluices,
-
-
4122 25
Law expenses,
-
-
456 81
Agency,
-
-
-
1516 00
6095 06
Net revenue from Kanawha river,
7742 89
8867 40
Amount in agent's hands, $ 2403 41.
BLUE RIDGE TURNPIKE AND FERRY.
Receipts:
From tolls,
-
-
-
-
550 59
Disbursements:
Expenses and repairs of road and ferry,
.
880 29
329 70
RICHMOND DOCK.
Disbursements:
Repairs of the dock,
-
.
-
.
12 19
341 89
8525 51
Amount in agent's hands, 53 04.
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CANAL FROM RICHMOND TO BUCHANAN.
Receipts:
From tolls,
-
-
-
283156 78
From penalties,
-
-
841 82
283998 60
From rents,
-
-
-
9420 53
From scale-house fees,
-
-
-
93 79
293512 92
Disbursements:
Expenses and repairs of canal:
1st division,
-
-
-
62111 03
2d
"
-
-
-
24230 54
Salaries of agents on the canal:
1st division,
-
-
-
20191 69
2d
"
-
-
-
7646 50
GENERAL ADMINISTRATION.
Salaries of officers;
-
-
4810 84
Pay and mileage of directors,
-
1219 92
.
Expenses of meetings of stockholders, legal
expenses, advertising, &c.
-
2933 59
8964 35
123144 11
Net revenue from the canal,
170368 81
Amount in agent's hands, $ 7570 46.
MISCELLANEOUS ACCOUNT.
Receipts:
From Hardwicksville bridge,
-
-
92 63
Bent Creek bridge,
.
22 00
114 63
In agent's hands, $ 96 63.
From William B. Chittenden, president,
-
-
7389 69
From bills payable,
-
-
-
-
2100 00
From bills to Board of public works,
.
-
67374 00
76978 32
General income, total,
$ 255872 64
GENERAL INCOME ACCOUNT.
Fund derived from various sources, as above,
-
255872 64
Disbursements, chargeable thereon, as follows:
Construction of works, 1st division:
Maíden's Adventure dam,
-
-
-
30118 12
Interest on temporary loans,
.
-
-
2686 27
32804 39
.
Net revenue, applicable to interest and annuity debt,
$ 223068 25
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REVENUE ACCOUNT.
Fund composed of net revenue, as above,
.
-
223068 25
Disbursements, as follows:
Annuity to the Old James river company,
-
-
10500 00
Dividends on guaranteed loan of 23d March 1839,
-
41823 90
"
"
Tidewater connection,
-
9891 00
"
"
Southside and Rivanna connections,
4587 00
"
"
for 3d division,
-
-
10827 00
Interest OR state's loan :
For resumption of works,
-
-
-
37080 00
For completion of works,
-
-
.
3300 00
Of March 1853,
-
-
-
.
815 14
Interest bond to the state,
-
-
-
-
16118 72
Interest loan of state stock
Of March 1842,
-
-
-
.
7500 00
Of June 1852,
-
-
-
-
3600 00
Dividends of the James river and Kanawha company,
-
19
Certificates to the second auditor :
Dividends of 23d March 1839,
-
-
-
41634 00
"
Tidewater connection,
-
-
-
10440 00
"
Southside and Rivanna connections,
-
4500 00
"
Third division,
-
.
-
10800 00
213435 76
9632 49
Deduct amounts loaned to the following improvements, and
to be refunded
Second division,
-
-
-
-
29810 55
Fourth division, pay and expenses of engineers,
.
-
1114 00
Southside and Rivanna connections, -
-
-
19233 31
50157 86
40525 37
Excess of disbursements over receipts, September 30th, 1852,
378366 41
Excess of disbursements over receipts,
-
-
$ 418891 78
21
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UNFINISHED IMPROVEMENTS.
BETWEEN LYNCHBURG AND BUCHANAN.
Disbursements, on the following accounts:
CONSTRUCTION OF WORKS BELOW NORTH RIVER.
Sections,
.
-
.
.
948 79
Dams,
-
-
.
-
371 99
Locks,
.
-
-
-
-
579 21
Bridges,
.
-
-
-
600 00
Waste weirs,
-
-
.
410 90
Lock-houses,
-
-
-
714 45
Gauge dock,
-
-
-
82 00
Limit stones,
-
-
-
43 49
Damages to land,
-
-
-
708 71
Cement,
-
-
-
-
68 20
Pay of engineers,
-
-
-
556 77
Expenses of engineers,
-
-
-
134 22
Pay of superintendent,
-
-
-
275 00
Insurance on cement-house,
-
-
75 00
Hire and expense of hands,
-
-
1079 36
6648 17
Less amount received for engine,
-
869 24
5778 93
CONSTRUCTION OF WORKS ABOVE NORTH RIVER.
Sections,
-
-
.
-
6152 31
Dams,
-
-
-
-
3583 11
Locks,
-
.
-
-
4708 77
Bridges,
-
-
-
-
1168 58
Culverts,
-
-
-
-
427 83
Aqueduct,
-
-
-
-
195 45
Gauge dock,
.
-
-
2303 88
Limit stones,
-
-
-
55 23
Waste weirs,
-
-
-
906 21
Lock-houses,
-
.
-
719 84
Ferries,
-
.
.
-
69 76
Cement,
-
-
.
-
191 52
Damages to land,
.
-
-
1083 50
Pay of engineers,
-
-
-
310 67
Expenses of engineers,
-
-
-
24 83
Pay of superintendent,
.
-
-
275 00
Hire and expenses of hands,
.
-
1855 13
24031 62
29810
Excess of disbursements over receipts, borrowed from improvements in
operation, October 1st, 1852,
.
.
-
-
273622
Amount borrowed from improvements in operation, and to be refunded,
$ 303433
4
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163
THIRD DIVISION-FROM BUCHANAN TO COVINGTON.
Balance on hand October 1st, 1853,
-
-
-
296171 01
Receipts:
From state's loan of March 2d, 1853,
-
-
-
200000 00
496171 01
Disbursements :
Sections,
-
-
-
-
9337 60
Locks,
-
.
-
-
32799 16
Acqueducts,
-
.
-
-
12333 76
Cement,
.
-
-
-
2217 24
Pay of engineers,
-
-
-
-
3880 60
Expenses of engineers,
-
-
-
-
453 30
$ 496171 01
GENERAL ADMINISTRATION.
Salaries of officers,
-
-
-
1603 59
Pay and mileage,
-
-
-
406 63
Miscellaneous,
-
-
-
980 81
2991 03
64012 09
$ 432158 92
TIDEWATER CONNECTION.
Balance on hand 1st October 1852,
-
-
-
-
60827 84
Receipts:
From state's loan of March 2d, 1853,
-
. -
50000 00
From state's loan of March 29th, 1853,
-
.
-
70000 00
120000 00
From property sold,
-
-
-
-
-
17947 02
From advance for cement kilns, &c., refunded,
-
4000 00
202774 86
Disbursements:
.
Ship lock,
-
-
-
-
-
70519 93
Five locks,
-
.
-
-
-
11743 46
Dock walls,
-
-
-
-
19891 24
Basin walls,
.
-
.
-
4221 81
Sections,
-
.
-
-
500 36
Pay of engineers,
-
-
-
-
5363 00
Expenses of engineers,
-
-
-
-
347 79
Cement,
.
-
-
-
2441 15
Rents and repairs of houses,
-
-
-
259 25
Taxes and insurance,
-
-
.
-
207 58
115496 57
$ 87279 29
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Doc. No. 17.
SOUTHSIDE AND RIVANNA CONNECTIONS.
Disbursements, on the following accounts:
SOUTHSIDE CONNECTION.
Cartenville lock,
-
-
-
587 65
44
dam,
-
-
.
1806 16
2393 8E
Bent Creek bridge,
-
-
-
.
7663 53
New Canton bridge,
-
-
-
-
6921 65
Hardwicksville bridge,
-
-
-
-
122 75
Pay of engineers,
-
.
-
-
4 00
Expenses of engineers,
-
-
-
-
28 97
17134 71
REVANNA CONNECTION.
Locks,
-
-
-
-
-
1340 92
Bridges,
-
-
-
-
.
180 88
Damages,
-
-
-
-
-
513 54
Pay of assessors,
-
-
-
-
33 00
Pay of superintendent,
-
-
-
-
20 00
Expenses of engineers,
-
-
-
-
25 75
Sections,
-
-
-
-
34 51
2098 60
19233 31
Excess of disbursements over receipts, borrowed from improvements in
operation, October 1st, 1852,
-
-
-
-
78631 10
Amount borrowed from improvements in operation, and to be refunded,
$ 97864 41
Balance of appropriation for Tidewater connection,
87279 29
Do.
de-
third division,
.
.
432158 92
519438 21
Excess of disbursements over receipts, on account of improvements in
operation,
-
-
-
-
-
-
418891 78
Balance,
-
.
-
$ 100546 43
Balance in Bank Oct. 1st, 1853,
-
-
106838 35
.
Amount in agent's bands,
-
-
10123 54
"
of bills receivable,
-
.
4927 64
121889 53
Deduct warrants afloat,
-
-
-
-
21343 10
Balance,
-
-
-
$100546 43
E.E.
WM. P. MUNFORD, Secretary.
Office J. R. & K. Co.
Richmond, October 1st, 1853.
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166
Doc. No. 17.
No.
RECEIPTS AND
Of the James River and Kanawha Company
OLD IMPROVEMENTS AND
RECEIPTS:
From income of old works, viz:
Old canal, (tolls and rents,)
-
-
-
291807 87
,
Kanawha road,
-
-
-
-
184363 56
Kanawha river,
-
-
-
-
145643 10
Blue Ridge canal, (including the turnpike and ferry,)
-
34854 05
656668 58
From income of the new canal, from Richmond to Buchanan, viz :
Tolls,
-
-
.
-
-
2579885 55
Rents,
-
-
-
-
94629 43
Scale-house fees,
-
-
-
-
762 61
2675277 50
From state's loan of interest money,
-
.
57559 36
"
"
"
-
-
-
120000 00
177559 36
From premium and interest on state's loan for resumption of
works above Lynchburg,
-
-
-
43734 38
From premium and interest on state's loan for completion of
works to Buchanan,
-
-
-
-
2180 53
From premium and interest on guaranteed loan :
For the Tidewater connection,
-
-
-
4290 61
For the Southside and Rivanna connections,
-
-
3006 97
For the third division,
-
-
-
-
4498 11
57710 60
From bills payable,
-
-
-
.
-
2100 00
From bills payable, (certificates to the 2d auditor,)
-
-
67374 00
From income of the Richmond dock,
-
-
-
82348 66
From tolls at the Hardwicksville bridge,
-
-
92 63
From tolls at the Bent creek bridge,
-
-
22 00
114 63
NEW IM-
RECEIPTS:
From capital stock,
5000000 00
Less :
State's credit for old works,
1000000 00
Uncollected stock subscriptions,
70133 84
1070133 84
3929866 16
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2.
DISBURSEMENTS
from its organization to the 30th September 1853.
NEW WORKS IN OPERATION.
DISBURSEMENTS:
For repairs and maintenance of the
Old canal, from Richmond to Maiden's Adventure,
-
60436 98
Kanawha road,
-
-
-
- 159046 50
Kanawha river,
-
-
-
-
58177 13
Blue Ridge canal, (including the turnpike and ferry,)
-
38442 28
316102 89
New canal, from Richmond to Buchanan,
-
-
872139 11
Damage to canal, by fresh of July 1842,
-
-
67542 23
Damage to canal by fresh of November 1847,
-
-
21424 48
961105 82
Additional charges on revenue, viz :
Annuity to the old James river company,
-
.
378000 00
Dividends of the James river and Kanawha company,
-
11599 59
Dividends on guaranteed loan of 23d March 1839,
- 975655 44
Dividends for the Tidewater connection,
-
-
43266 00
Dividends for the Southside and Rivanna connections,
-
21528 37
Dividends for the third division,
-
-
-
24696 00
Interest on bond given to the state,
-
-
-
134501 74
Interest on state's loan for resumption of works,
-
-
296280 00
Interest for completion of works to Buchanan,
-
-
13200 00
Interest on loan of state stock of March 1842,
-
- 150923 90
Interest on loan of state stock of June 1852,
-
-
3600 00
Interest on state's loan of March 1853,
-
.
815 14
Other items of interest and discount,
.
-
-
2278 91
Expenses of general administration of the company,
-
95947 82
Certificates to the second auditor :
Dividends of March 23d, 1839,
-
-
.
41634 00
Dividends for the Tidewater connection,
-
-
10440 00
Dividends for the Southside and Rivanna connections,
-
4500 00
Dividends for the third division,
-
-
-
10800 00
2219666 91
For repairs and maintenance of the Richmond dock,
-
-
30744 63
PROVEMENTS.
DISBURSEMENTS:
For construction of works from Richmond to Lynchburg,
- 5246378 46
For expenditures on works above Lynchburg previous to their
suspension,
.
-
. 482428 57
For purchase (if
- 244721 98
For Tidev
. 412361 47
For South
- 134751 48
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Doc. No. 17.
From guaranteed loan of 1839,
-
1400000 00
Do.
Tidewater connection,
350000 00
Do.
Southside and Rivanna con-
nections,
-
150000 00
Do.
third division,
-
360000 00
From bond given to the state,
-
268645 33
From loan of state stock,
-
250060 00
From state's loan for third division,
.
200000 00
From state's loan for Tidewater connection,
120000 00
3098645 33
From sale of land received from the old James
river company,
-
-
.
28484 46
From rents and property sold on
Second division,
-
-
-
500 00
Tidewater connection,
-
-
- 20407 76
49392 22
From post notes aflost,
-
-
-
-
3222 69
From state's loan for resumption of works above
Lynchburg,
-
-
1236000 00
From state's loan for completion of works to
Buchanan,
-
-
110000 00
1346000 00
8427126 40
Amount due :
From bills receivable on account of W.B. Chittenden,
-
3646 87
$12149926 69
Office J. R. & K. Co.
Richmond, October 1st, 1853.
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Doc. No. 17.
169
For Rivanna connection, -
.
.
- 113112 93
For western surveys,
-
-
.
-
25028 99
For third division from Buchanan to Covington,
.
.
127841 08
For fourth division from Covington to Greenbrier river,
.
10889 86
6797514 82
For loss by Gen. Hamilton's agency,
.
.
-
63820 45
For notes from delinquent subscribers and others for arrearages,
4241 84
For securities in agents' bands collecting stock arrearages,
-
1054 08
For securities on account of W.B. Chittenden,
-
-
3646 87
For Wm. B. Chittenden, -
-
-
-
1548 84
74312 08
For construction of works from Lynchburg to Buchanan, viz :
Below North river,
-
-
-
- 940681 82
Above North river,
.
-
-
-
-
709251 29
1649933 11
Cash on hand,
-
-
-
-
-
100546 43
12149926 69
WM. P. MUNFORD, Sec'y.
22
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Doc. No. 17.
IV. THE FIRST DIVISION.
The usual repairs of the composite locks and the renewal of two aqueducts have been
made on the plan heretofore described, with as little interruption as practicable to the
navigation of the canal. The report of Mr. E. L. Chinn, superintendent of repairs,
(App. ii,) to which I beg leave to refer, furnishes full particulars. I would respectfully
call your attention to the latter part of Mr. Chinn's report requesting authority from the
board to purchase timber for the repairs the ensuing year.
Maiden's Adventure dam has been much delayed by high water. It will be completed
during the ensuing season. This dam is built of the best description of hydraulic masonry.
It will relieve the company of a large annual outlay in stopping leaks in the old dam, and
for ages to come of any expense for repairs, and from the annoyances which for- the last
ten years the company have been subjected to during the dry season. To Mr. Duncan
Grant much credit is due for his faithful and energetic superintendence of the work.
In the superintendent's annual report, which I have instructed him to address to the
president, he will doubtless give an account of the breaches which have just occurred.
They have occasioned an interruption to the navigation of a few days, but as the line was
at the same time temporarily broken at two points, by the repairs of the locks and aque-
ducts, and there was but little business doing on the obstructed portions of the canal, the
inconvenience was not seriously felt.
During the past six weeks, the washings from the hill sides by the heavy rains that have
fallen, have made at several points large deposites in the canal, and in a few places formed
bars, which extend into the channel. These will be removed as soon as the hands can be
withdrawn from some important jobs now in progress, which will be completed in a
few days.
V. THE SECOND DIVISION.
The annual report of the superintendent of repairs, Mr. James M. Harris, who suc-
ceeded Mr. W. G. Turpin, transferred on the 27th day of April 1853, to the third division,
which will be sent in to the president in due time, will furnish the particulars of the occur-
rences of the year. The fresh of November did some damage to the unfinished works.
and also to Big Island dam, which I reported at the time. No breach has occurred on this
division during the year, and none worthy of note since the opening of the canal in
November 1851.
VI. THE THIRD DIVISION.
On this portion of the line of improvement there have been completed during the past
season three locks and a tunnel. On the 5th of August the remaining works of art and
the heavy sections were let from Buchanan to the mouth of Craig's creek. For a descrip-
tion of the location of the work, I respectfully refer to my report of the 3d of August,
(App. iii.) Your order for the completion of the location of the remainder of this division
was carried out only 90 far as to instruct Mr. E. Lorraine (see App. iv) to make the loca-
tion as soon as he completed the duty assigned to him on the fourth division, provided the
season should not be too far advanced for field work.
VII. THE FOURTH DIVISION.
This division comprises the mountain pass, and the portion of the company's work
which comes most in conflict with the Covington and Ohio railroad. With the view of
affording every possible accommodation to its free and unobstructed passage, a 1.
no of
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173
the canal from Covington to Crow's, will be immediately commenced by the direction of
the board, under my instructions to Mr. E. Lorraine, (App. v.) Prior to my instructions
to Mr. E. Lorraine, I made a report (App. vj) on the location of the canal from Covington
to the Greenbrier river. On the map, accompanying this report, a copy of which was
furnished the Board of public works, the location of the feeders for the supply of the
summit level was not laid down. This is an omission which should be supplied, as in the
event of the adoption of either the Greenbrier or Meadow river route for the railroad, it
would to some extent come in conflict with the works for the supply of the summit level
of the canal.
The work now in progress on this important division of the company's improvment, I
have looked forward to with great apprehension, lest it might infringe on the rights of the,
company, by the occupancy of the canal route to an extent that might forever defeat.
its extension across the Alleghany. But in the spirit of harmony with which it has been
commenced, I have no doubt an eligible route will be found for the railroad, which will
conflict much less with the canal, than from the first surveys was supposed, and that at
points where the two works come in contact a fair and just compromise can be made,
which will not materially affect the cost of either.
My views in relation to the extension of the water line through to the Ohio river,
have been freely given in former reports. Though they might not have been forcibly
stated, they were not inconsiderately or immaturely formed. They were the result of much
anxious reflection and an extensive interchange of opinions with eminent engineers and
practical men in various parts of the country. That I have not been more successful in
impressing others favorably towards my opinions, is a matter of no regret to me any farther
than their rejection may injuriously affect the great interests of the state, which I have al-
ways considered involved in the question. I derive great pleasure in the contemplation of
the humble part I have taken in upholding the interests and rights of the company, and feel
a just pride in their maintenance by the legislature. They have recognized and secured
to the company its claims to "right of way." This is a concession to the friends of the
water line, and a triumph which, considering the circumstances under which it was made,
they may well be proud of. I for one feel grateful to the legislature, and entertain the firm
conviction that the wisdom of the act will be applauded by succeeding generations. For
the water line will be carried through, and nothing can prevent it but the occupancy of the
only practicable route. I repeat, the legislature in securing the right of way" to the
company, have acted wisely and nobly; and have given evidence of the respect of the
government for chartered rights, which cannot fail to redound to the advantage of all our
public institutions, and elevate the character of the state.
In taking my final leave as an officer of the company, I beg permission to tender my
thanks to you and to the stockholders for the many manifestations of your confidence to-
wards me, and to offer my good wishes for the prosperity of the company.
I am, gentlemen,
Very respectfully,
Your ob'dt serv't,
WALTER GWYNN,
Chief Engineer.
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174
Doc. No. 17.
APP. I.
RICHMOND, 30th August 1853.
Col. WALTER GWYNN,
Chief Engineer J. R. & K. Co.
SIR,
In obedience to your instructions, I have the honor to submit the following state-
ment of operations upon the Tidewater connection since I took charge of that work.
And I remain, sir,
Your ob'dt serv't,
D. S. WALTON,
P. A. Engineer.
The works upon the Tidewater connection when I was appointed, (in January 1852,)
were nearly in the following condition, viz:
1st. The ship lock. The face stone and backing were nearly all quarried and prepared
for the work. No excavation or other work in the lock pit had been performed, but a
portion of the old ship lock had been removed and a coffer dam thrown across the entrance
to the dock to close it. New pumps and a new engine had been procured by the contrac-
tor, but had not arrived upon the ground.
2d. Upon the dock up to 14th street including 14th street bridge, no work had been
performed.
3d. From 14th street to the foot of lock No. 5 the excavation of the canal was com-
pleted, with the exception of a small quantity of earth and rock at the foot of lock No. 5.
4th. From the foot of lock No. 5 to the head of lock No. 1, the pits for locks 4 and 5
were excavated, and the foundation of lock No. 5 had been put down. The basin between
the head of lock No. 4 and the foot of lock No. 3 had been excavated and the inside walls
in part constructed. The foundations of locks Nos. 2 and 3 were in and the walls started.
The excavation of the basin between locks Nos. 1 and 2, and of the lock pit No. 1 was in
progress.
5th. Upon the basin at the head of lock No. 1, no work had been done.
The foregoing is a very general description of the work when I took charge of it.
The ship lock, from its importance and the difficulties apprehended in its construction,
claimed my first attention; and my first efforts were to ascertain without delay the actual
efficiency of the pumping machinery, upon which the progress of the work wholly
depended.
The vessel containing the engine was frozen fast in the river in February, and was de-
tained from this cause, and from the small-pox having broken out on board, until late in
March.
The engine and puinps were put in operation early in April, but were almost imme-
diately stopped by a freshet, which overflowed the engine, pumps and other machinery,
covering all with mud, and rendering it necessary upon its subsidence to take all the run-
ning gear apart and clean it. This delayed the work nearly a month, and when just com-
pleted another freshet gave us the same work over again.
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The third trial of the engine and pumps was made early in June, and proved that the
pumps provided by the contractor were not sufficient to empty the dock, and showed also
that the water ran freely through the gravel under the pier of the old dock.
The contractor was immediately ordered to procure six large screw pumps, and to alter
his engine to fit it for-running them. He was also required to drive a row of sheet-piling
outside of the pier through the gravel and down to the rock, from the old lock-house east-
ward to the end of the dock, a distance of about 750 feet, in order to cut off the leakage
through the gravel under the docking of the old pier.
The contractor, however, progressed so slowly with this work that it was found neces-
sary on the 1st of July to employ and put on a force at his expense. A large force of
men, teams and pile-drivers were employed night and day, and without intermission, in the
prosecution of this work. The contractor failing to pay his hands, and absenting himself
continually from the work, his contracts for the ship lock and dock walls were declared
abandoned on the 30th July 1852 and I was ordered to employ a force and push on the
ship lock and dock to completion as rapidly as possible on company account.
The above sheet-piling was well advanced by the 1st of August. But much difficulty
was found in procuring suitable and well seasoned timber for the screw pumps, and also
in getting together the necessary force of carpenters to make them. Therefore it was de-
termined on that date to start the old pumps again, under the hope that we might be able
to reduce the water sufficiently with them to commence and progress with the excavation
of the pit, and avoid delay in waiting for the completion of the screw pumps. Accord-
ingly the engine and old pumps were again started on the 1st of August.
The effect of the sheet-piling outside of the dock was plainly perceptible, as we were
now able to empty the dock as low as the pumps would reach, which had at no time before
been accomplished by several feet. But it was found impossible to lower the pumps below
the bottom of the dock, and therefore no excavation of consequence could be performed.
After several ineffectual efforts to lower the pumps, the pump shaft broke, and conse-
quently the dock again filled up and the excavation was suspended. Every effort was made
to hasten the new screw pumps; and early in November two of them were brought into
use, and the excavation of the lock pit resumed. But up to Christmas three different
freshets occurred in the river, each of which overflowed the dock, engine and all the
machinery. Each freshet caused a delay of about two weeks in cleaning and repairing,
and in consequence but little progress was made with the excavation. And on Christmas
the force, which was principally slaves, was disbanded.
The dock was again pumped out in January last, and the excavation commenced and
progressed rapidly and steadily to completion, and there has been no delay nor interrup-
tion from water since.
A solid rock foundation for the walls was found for their whole extent. The surface
rock, however, was very variable in character. Some portion soft and falling to pieces
immediately upon stripping it, and rendering it necessary to excavate from 4 to 10 feet
deep below its surface to find the solid rock, while in other portions the solid rock came
to the surface. The unevenness of this rock caused much delay and expense in leveling
and dressing it off to receive the masonry, and compelled us to excavate a deep and nar-
row centre ditch to drain the rock for the whole length of the lock pit. The first stone
was laid in the lock on the 21st of June.
There is now laid in the lock 1875 cubic yards of masonry it will contain when com-
pleted 7600 cubic yards, leaving to complete it 5715 cubic yards.
All necessary machinery and equipment for its rapid progress are provided, and wi
have no doubt, enable us to lay 1000 cubic yards per month, and complete the
the first of March next, and bring the lock into use in April next, probably.
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Doc. No. 17.
The contract for walling and excavating the dock up to 14th street was abandoned also
by the contractor in August last, and the work prosecuted on company account. Up to
the 1st of May last 3400 cubic yards af masonry were laid in the dock walls, and the exca-
vation of the bottom nearly completed. Upon that date, the walls being brought up to the
water line of the canal, this work was suspended by order of the board.
For the 14th street bridge, the stone and timber have been got out, and we are waiting
only the completion of a street culvert to commence the new abutments and superstruc-
ture.
All the other works of the Tidewater connection are complete, except the hanging of the
lock gates and some little trimming up.
An of which is respectfully submitted.
D. S. WALTON,
P. A. Engineer.
Richmond, Aug. 30, 1853.
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APP. II.
RICHMOND, Aug. 31, 1853.
COL. WALTER GWYNN,
Chief Eng. J. R. & K. Co.
SIR,
In compliance with an order of the board of directors relative to the repairs
of certain of the locks and aqueducts on the first division of the canal, during the present
summer, I respectfully report, that the repairs of locks Nos. 3, 5, 6, 17 and 28 and the
Rockfish aqueduct were commenced on the 20th June, and the repairs of locks Nos. 46,
48 and Beaver creek aqueduct were commenced on the first day of this month. Each of
the above mentioned jobs were commenced and completed within the time specified in
the notice published by the secretary of the company in the newspapers of this city and
Lynchburg. Locks Nos. 3, 5. and 6 were floored anew, and the upper and lower wings
and the paving at the tail of each lock were repaired. At lock No. 17, half the masonry
on one side and one-third on the other was taken down and rebuilt. The wings from the
face of the breast wall out, were replaced with heavy cut granite, and answers a good pur-
pose. The chamber was coped with granite in place of wood cap sills, which I find does
not answer a good purpose, as the wood work under it will give either way, as the cham-
ber is filled or emptied. The walls below the lower gates were extended so as to make suf-
ficient space for the erection of a farm bridge. The wood work was all replaced with new
material of good pine where granite was not substituted. Locks Nos. 28, 46 and 48 were
repaired on the principle adopted in 1851 and 1852. The trunk over Rockfish was re-
placed on the plan of the old one, with additional tie sills and braces. The trunk over
Beaver creek was replaced with a new one on a plan that does away with the necessity of
a pier, or tressel under the centre.
There remain yet to be repaired seventeen composite locks, and the trunk over Black-
water. Six can be repaired in each year, and the trade and travel accommodated with
little difficulty, provided the work is commenced on the 15th of May and finished on the
15th of July. If the completion of the work be thrown into August, the freight accumu-
lates in Lynchburg, the river becomes low and the heavy gusts of rain that we always have
in August fill the canal with sand; the hands are engaged on the repairs of locks, and
cannot attend to stopping leaks in the dams, and cleaning out the canal; and the conse-
quence is, that boats are detained with their cargoes, which are sure to be heavy, and the
end of it is, a bad feeling arises against the water line.
In conclusion, sir, I beg that you will recommend to the board to have the repairs
finished in three years, and to have them done in the time stated above, and to give the su-
perintendent of repairs an order to procure the necessary materials for the repairs of five
composite locks and the trunk over the Blackwater in time to have it prepared during the
ensuing winter. By so doing, you will confer a favor on
Your humble servant,
E. L. CHINN,
Sup. Rep's.
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APP. III.
PATTONSBURG, August 3d, 1853.
SIR,
In compliance with the resolution of the board of the 27th April, " the water
line" from Buchanan to Craig's creek has been prepared for contract. The line which I
have selected, is the result of the most elaborate surveys and careful calculations made
from time to time during the last four years-it commences opposite Buchanan on the
north side of the river, at the head of the pond formed by Wasp rock dam, which is the
terminus of the second division, and extends about a quarter of a mile above the mouth of
Craig's creek: commencing at the point above designated, the line continues on the
north side of the river, a distance of 6.02 miles: at this point it crosses the river by an
aqueduct, and passes through the neck of an abrupt bend in the river by a tunnel one has-
dred and ninety-two feet in length. At the western end of the tunnel an aqueduct com-
ducts the line again to the north side of the river, which is followed 1.13 miles, when
to avoid the detour of a bend, the river is crossed for the third time by an aqueduct; and
the line passes through a tunnel nineteen hundred feet in length. Three-fourths of a
mile from the western mouth of this tunnel the line is transferred to the slackwater in the
river, formed by Cabell's dam; thence it continues one mile, when it is carried across to
the north side of the river by a towing path bridge; and at the head of slackwater of
Cabell's dam, near the old Forge, another dam is to be constructed, and the line is raised
to the level of its pond by a lift of sixteen feet in the guard lock, through which it enters
the refluent water from the dam, and continues in it to the head of the pond just above the
mouth of Craig's creek.
By adopting the line above described the distance will be 5f miles less than by any line
by which tunnels would be avoided, and $ 60,000 cheaper.
There are on this line three aqueducts, two tunnels, two dams, two guard locks, one com-
bined and six single lift locks, and one towing path bridge-the whole forming nine miles
of canal and six miles of slackwater navigation.
Yours, very respectfully,
WALTER GWYNN,
Chief Engineer.
JOHN Y. MASON, Esq., Pres't.
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APP. IV.
RICHMOND, August 20th, 1853.
SIR,
As soon as you have completed the location of the canal from Covington to
Crow's, if the season is not too far advanced and the weather too rigorous for field opera-
tions, you will proceed to make a location of the water line from the mouth of Craig's
creek to Clifton Forge. In making this location you will keep in view the following
resolution of the board of the 5th instant, viz "That the chief engineer cause a careful
survey and location to be made of the water line from the mouth of Craig's creek to Clif-
ton Forge, and report the same to the board, that it may be definitely determined, and
especially whether the interests of navigation will require an additional elevation of
Gwynn's dam."
On the map prepared by Messrs. Miller and Dixon, now in your possession, you will
find a line drawn in red ink representing a continuous canal from Clifton Forge to
Gwynn's dam. This line you will carefully run out to the head of slackwater formed by
Gwynn's dam, and institute a comparison of the cost, distance, &c., with the line traced by
Mr. J. B. Mills and the line run by Messrs. Dixon and Miller, which comparison it is be-
lieved will result favorably to the line of continuous canal from Clifton Forge as above,
locking down into the head of Gwynn's pond.
Yours, very respectfully,
WALTER GWYNN,
Chief Engineer.
E. LORRAINE,
Assistant Engineer.
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APP. V.
RICHMOND, August 17th, 1853.
SIR,
By order of the board of directors you have been detailed to make a location of
the canal from Covington to Crow's at the eastern base of the Alleghany mountain.
The party you will have in charge for this purpose will be organized as follows: One
leveler, one compassman, one draughtsman, four rodmen, two chainmen, four axemen and
one cook. For the removal of your camp equipage and baggage from place to place, you
will provide yourself with a wagon and a pair of horses.
In making the location, you will be governed by the line run by Mr. J. B. Mills, a copy
of the maps and notes of which you will find in the office.
You are aware that this portion of the line of the company's canal has also been selected
as the route for the Covington and Ohio railroad, and that the location of that road has
been or will have been made as far as Crow's before you can now assemble your party in
the field.
It is the desire of the James river and Kanawha company, in the location of their canal,
to afford every facility to the Covington and Ohio railroad consistently with their prier
claim to the right of way. In order. therefore, that it may be ascertained to what extent
the two works conflict with each other, you will embrace and designate in the line of the
railroad the cross sections for the canal, being careful to extend the cross sections so as to
include any change or modification which, for the accommodation of the one or the other
line of improvement, it may be considered advisable to make in either.
This will be a work of considerable labor, and will require the exact designation of the
line of the railroad on the ground in reference to the alignment of the canal. If you
should meet with any difficulty in tracing the line of the railroad, you will apply to the
engineer of the Covington and Ohio railroad for the assistance of a rodman or the com-
passman employed in the location of the railroad. In order to arrive at a just comparison
of the two works where they conflict with each other, you will lay down upon the plat of
the canal line a plat also of the relative location of the line of the railroad. It will also be
necessary for you to have the cuttings and fillings on the railroad at the points of conflict,
which upon application to the engineer of the Covington and Ohio railroad, you will no
doubt he furnished with. On each cross section where the railroad and canal conflict with
each other, you will shew the extent of the conflict by a delineation of the transverse sec-
tion of the railroad, exhibiting the extent of its slopes and width of road bed, and also a
transverse section of the canal. In all crossings of Dunlap's creek by the railroad, a par-
ticular note should be made of the clear elevation of the bridge in reference to the bottom
of the canal.
You will make monthly reports to the president of the company, of the progress of your
operations in the field. And when the location is completed, the maps, cross sections,
notes and estimates of excavation and embankment, together with a descriptive memoir of
the line of location, will be laid before the president and board of directors of the James
river and Kanawha company.
For funds to defray the expenses of the location, you will make monthly requisitions on
the secretary of the company, to whom you will also make monthly returns of your ex-
penditures, duly authenticated by vouchers.
Yours, very respectfully,
WALTER GWYNN,
Chief Engineer.
E. LORRAINE, Esq.
Assistant Engineer.
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APP. VI.
OFFICE OF THE J. R. AND K. Co.
Richmond, June 13th, 1833.
To the President and Directors of the
James River & Kanawha Company.
GENTLEMEN,
In compliance with your resolution of 27th April 1853, That the
chief engineer prepare and report a location of the company's water line, from Covington
west, at least as far as the summit of the Alleghany, suggesting such measures of modifica-
tion as may be made to accommodate the Covington and Ohio railroad," I herewith lay
before you nine sheets of tissue paper, on which is delineated the location of the com-
pany's water line from Covington to the Greenbrier river, and two note books containing
a record of the courses and distances of the lines laid down on those sheets, which is the
centre line of the canal. When the location of this line was made, as it was not incum-
bent on the company to take possession of, or indicate the area the works would occupy,
any further than to Covington, to which point the Virginia Central railroad company were
authorized to extend their work, I did not, as between the mouth of the Cowpasture and
Covington, lay off the lock lots and run out the boundary lines for condemnation of the
lands required for the use of the company. The map of the location, therefore, now sub-
mitted, as before indicated, represents only the centre line of the canel, which would serve
as a guide to trace with tolerable accuracy on the map, the extreme limits of the lands
covering the company's right of way. But as such a trace might occupy ground which by
a modification of the location would not be indispensable for the canal, I have thought it
best to present as a location of the company's water line, only a trace of the centre line of
the canal; and in view to such measures of modification as may be made to accommo-
date the location and construction of the Covington and Ohio railroad." assuming that it is
not unchangeably determined that the Covington and Ohio railroad is to be so located west
of Covington as to occupy the only route practicable for the canal, I would respectfully
suggest a joint location of the canal and railroad wherever they are necessarily thrown
into juxtaposition, and that the prior right of the canal company, where it may conflict
with the best route for the railroad, be waived to such an extent as to facilitate the con-
struction of the railroad, but at the same time to leave room for the canal, and not so
increase the cost of its construction as to operate against its future extension.
If the location be made by engineers fully impressed with the importance of constructing
both works, I have no doubt the result will be satisfactory. The right of way of the canal
may be preserved; an eligible route for the railroad may be selected, those interests which
unhappily seem antagonistic to each other, may be found in unison, and from their com-
bined and harmonious action, the best results must ensue.
In this connection, I would beg leave to say, that no one would be more gratified than
myself at such a consummation. I have no pride of profession to gratify. In the humble
part I have taken in the discussion of the question of preserving to the canal its priority
of right of location, in its extension to the Ohio, over all works subsequently chartered, I
have been actuated by a sense of the duty imposed on me as one of your officers, and by
a deep conviction of the best interests of the state. The legislature has recognized the
company's chartered rights, but with restrictions ; and having thus decided the question, I
have deeined it my duty as a citizen of the state, to respect and abide by that decision, and
I am happy the opportunity is afforded me of saying, that in the discharge of that duty I
have found no difficulty. Although I may not have been entirely satisfied with the result,
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I have found abundant consolation in the pride and pleasure I have felt in the respect
which has been paid by the general assembly to the chartered rights of the company, and I
am happy to say to those who have sustained and recognized those rights, as well as to
those who may have considered the claims and rights of the company as of doubtful character,
that they can be maintained and exercised upon the foregoing assumption, and by the course
of harmonious reciprocity I have above indicated, without incurring any great additional
expense in the cost of the canal, or in the construction of the Covington and Ohio railroad,
without unnecessary delay.
In any measures which the board of directors may find it desirable to adopt, in view of
the harmonious location of the canal and the Covington and Ohio railroad, I beg to assure
them that, while impressed with a confident belief of my ability to act impartially, I do not
wish to be so employed, because I believe that the results, if made by one not an officer of
this company, will be better calculated to command public approval.
I am, gentlemen,
Very respectfully,
Your ob't serv't,
WALTER GWYNN,
Chief Engineer.
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REPORT
Of the Superintendent of Repairs of the First Division James River and
Kanawha Canal.
RICHMOND, October 12th, 1853.
JOHN Y. MASON,
President J. R. & K. Co.
SIR,
In accordance with a usage of the company, I beg leave to lay before you
the following report of operations connected with the repairs of the first division of the
canal, and the construction of a stone dam at Maiden's Adventure, during the last fiscal
year.
The force employed under the head of repairs, consisted of 1 master mason 2 master
carpenters; 7 overseers of labor; 8 masons and stone cutters; 23 carpenters; 4 black-
smiths; 17 quarrymen; 8 boatmen; 12 cooks, and 82 laborers; total, 164 of whom, 34
were white men; 125 were slaves hired by the year, and 5 free men of color, employed by
the day.
A large portion of the upper end of the penitentiary pond was filled up, upon which a
boat yard was formed, which has been leased for a term of years by the Messrs. Howell &
Mesler, boat builders.
The northern abutment of Bosher's dam was taken down as low as was practicable, and
was rebuilt with solid cement masonry extending through the river lock well into the land.
It is finished off one foot above the level of the fresh of 1847. The extensive breach im-
mediately above the abutment has been filled up, and the face of the bank well riprapped
with heavy material.
The guard bank extending from Bosher's pond to the guard lock on the canal, was
strengthened at its base and raised one foot above the fresh of 1847. This embankment is
not entirely finished: it is hoped, however, that time will be found during the ensuing
winter to give it the proper slopes and put it in a condition to withstand the periodical fresh
in 1857.
Locks Nos. 17, 28, 46 and 48 were thoroughly repaired on the plan adopted in 1851;
and the superstructure of a new trunk for carrying the canal over Rockfish river, and
another for conveying it over Beaver creek, were constructed.
Three lock-houses and four kitchens to lock-houses were built.
The superstructure of one turnpike bridge, the towing path bridge over Tye river, and
three farm bridges were constructed.
Thirty-seven lock gates have been built and put in. Locks Nos. 3, 5 and 6 have received
new floors, and the paving and wings at the lower end of each have been thoroughly
repaired.
A spacious waste weir has been built on the canal at Bremo creek, and a wing of the
culvert rebuilt.
One bridge abutment on the 31st level was taken down and rebuilt with new materials,
and the other abutment of the same bridge was partly taken down and rebuilt.
A large force was employed some two months at Cartersville dam in making a break-
water to prevent the return current from washing the land below the abutment, which had
already been damaged by a breach, and in guarding against the possibility of another breach
around the dam.
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Two breaches occurred in August; one on Trent's plantation, 23 miles above this city
the other occurred at a culvert on the 40th level. The first was caused by the sinking of
about one-third of a culvert. It rested on a very bad foundation, and was built of the very
worst materials, the old masonry being constructed in such a bad manner that it was with
great difficulty the new masonry could be connected with it, so as to make it stand. At
the other breach the two ends of the abutment of the culvert rested on a rock and the
centre on gravel; and the water found its way down between the puddling and the ma-
sonry, and forced itself out under the centre of the culvert, carrying with it an immense
quantity of earth from the bottom of the canal and from the towing path. The masonry
was not disturbed.
The cavity under the centre of the abutment was filled with concrete masonry, which it
is hoped will prevent a recurrence of a breach at that point.
A breach occurred on the 28th of January on the Rivanna connection, which required
the time of 35 laborers until the 28th of February for its repair.
The navigation in the ponds was good throughout the year, except for a short period in
August in Joshua falls pond.
As many as was possible of the berm and culvert drains were cleaned out early in the
season in order that the laborers might be in readiness to join the mechanics in repairing
locks and aqueducts. They were in a worse condition, however, by the middle of August
than before they were opened. The heavy rains in July and August washed an immense
quantity of soil from the newly ploughed fields overlooking the canal, which entirely filled
the ditches and formed many very large bars at numerous points in the canal, some of them
extending quite across it. By the laborers working day and night these obstructions were
always removed in season, so that boats were not detained more than one day; yet they
passed along with some difficulty in consequence of the shallowness of the water, until the
dredging machine had removed the mud from the bottom of the canal.
Obstructions of this kind to the navigation occasion more dissatisfaction on the part of
the forwarding merchants and boatmen than everything else combined. They are the
work, however of the elements, and as long as the steep lands overlooking the canal are
kept under a state of cultivation, the difficulty will recur every summer, and the work is
located that no barrier can be erected to prevent it.
In consequence of a protracted illness I have reported nothing more than the most im-
portant items of work done on the canal, which do not constitute more than one-half of
the labor performed during the year: the balance comprised the work of ordinary repairs
under various heads, which occupied the force when not engaged on works mentioned
above.
Maiden's Adventure Dam.
In my last annual report I stated that if the water continued favorable for laying ma-
sonry, this dam would be more than half completed by the last of November. I have now
to report, however, that in a very few days after the date of that report a fresh compelled
Mr. Grant to discontinue his operations, and they could not be resumed again until the
middle of June. The water having sufficiently subsided to enable him to commence the
laying of masonry, he pressed the work forward with great skill and energy till the 4th of
September, when a fresh broke him up again, carrying away his coffer dams and railroads,
and broke the traveling crane which was used in laying every stone in the dam. After the
water subsided, Mr. Grant made a temporary arrangement, by means of which he built up
a section of the dam which had been commenced before the fresh.
The condition of the dam at this time is as follows:
The northern abutment and wing are entirely completed, with the exception of a few
pieces of circular coping; 524 lineal feet of the dam finished complete, and 192 líneal feet
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ready to receive the coping; leaving 384 lineal feet of the dam and the southern abutment
yet to be built.
The price asked for slave labor on the 1st January was 90 high, and the services of a
large force not being required through the winter, it was deemed best not to employ more
than two-thirds of the force required till the opening of spring. In March alave labor was
advertised for, on favorable terms to owners: strange to say, however, not a slave was
offered to the company during the summer.
Not having secured the necessary amount of labor to prosecute the work with vigor, and
to keep a section of coffer dams always in readiness as the masonry advanced, Mr. Grant,
the superintendent, was compelled to labor under great disadvantage.
During the winter and stages of high water, he worked his force to the best advantage
he could; principally, however, in procuring rock, earth and bushes for turning the water
round his work and for filling coffer dams.
A small force was kept constantly employed at the quarry throughout the year, in quar-
rying and cutting stone, and in forwarding materials to the dam.
All of which is respectfully submitted, by
E. L. CHINN,
Superintendent of Repairs
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REPORT
Of the Superintendent of Repairs of the Second Division of the James River and
Kanawha Canal.
RICHMOND, October 5, 1853.
JoHN Y. MASON, Esq.
President J. R. & K. Co.
DEAR SIR,
As the fiscal year of the company has just closed, I beg leave to lay be-
fore you a report of the operations upon the second division of the canal during that
period. This I am enabled to do in part by information furnished me by Mr. Walter G.
Turpin, who had charge of this division of the canal up to the 1st of May; when it was,
by the action of the board of directors, placed under my charge.
The annual force employed on this division consisted of three overseers, one of whom
had charge of the dredging machine, one foreman carpenter, 41 laborers, and two negro
carpenters; besides this force there have been two gangs of white laborers, the one num-
bering about an average of -10 men, under the management of Patrick Gunn, the other
numbering about 25 men, under the management of Hiram Bowyer; also a mason and
his assistant, who have been engaged in pointing locks. I have also employed temporarily
two additional white carpenters, which I found absolutely necessary to complete the work
which I conceive to be indispensable this year.
Extraordinary Repairs.
By the freshet of the 7th November 1852, Mr. Turpin, the former superintendent of
repairs, informs me that the damage to the second division of the canal was as follows:
Commencing at the upper end, Purgatory creek bridge was raised from the abutment, but
not carried off. A breach of 40 or 50 feet in width was made through the towing path on
the land of James P. Boyd; a breach was made in the Wasp Rock dam, by washing out the
crib and a portion of the old pier head, (which filled the section of the dam which was once
occupied by the river lock;) also the embankment around the guard lock at this place, and
the towing path for 300 feet below was much abraded; the superstructure of the bridge
over Whistle creek was raised and washed off the abutments, but saved; Thompson's
bridge on Varney's Falls pond, was raised from abutments, but was saved; the towing
path from Thompson's to Varney's Falls dam was much abraded; nearly the whole of the
embankment on the river side of the guard lock at Varney's Falls dam was washed away,
and the towing path immediately below much abraded; the towing path above Quarry
Falls dam was considerably abraded at several points; the embankment between guard
lock No. 8, and lift lock No. 18, sustained a heavy damage, cutting it at one point nearly
in two, and washing off several thousand yards; the bridge over the tail of lock No. 7
was washed away, and has since been replaced with a substantial draw bridge; a breach
in the Big Island dam occurred, removing about 200 feet in length of the coping, with one
or two courses immediately beneath it; the bridge over the tail of lock No. 6 was washed
away, but recovered; the bridge over Battery creek was washed off of the abutments, but
saved; the towing path was considerably washed between Big Island guard lock and lock
No. 6; the bridge over Ogden's creek was washed away and lost; the bridge a short dis-
tance below Waugh's ferry was washed away, but saved some distance below; the em-
bankment around the guard lock at Coleman Falls dam, and the towing path just below
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it, were much abraded; the bridge over the tail of lock No. 5 was washed away and lost
the towing path from lock No. 5 to the Pedlar dam was much abraded at several points
the bridge over Wide Mouth creek was washed away and lost. No other damage occurred
between Wide Mouth creek and Lynebburg. All the bridges were restored, and the tow-
ing path put in order for navigation by the 16th of November.
When I took charge of the second division of the canal on the 1st of May, the embank-
ments which had been washed off at various points along the canal, had nearly all been
restored, and the forces under Patrick Gunn and Hiram Bowyer were engaged in making
a strong riprap wall. for the protection of those points which were most severely injured
by the freshet, viz: at Varney's Falls dam, and at the bend of the river immediately below
Quarry Falls dam. These repairs had been commenced in a manner highly creditable to
the skill of Mr. Turpin, the superintendent of repairs, and have been completed in a
manner to protect them effectually from similar and much higher freshets in future. The
breach at the Wasp Rock dam had not been commenced, except that a quantity of stone
had been cut and prepared to fill up the gap with masonry, and a crib lodged behind the
dam to keep a sufficiency of water in the pond for navigation. After consulting with the
chief engineer, I thought proper to change the plan, as proposed by Mr. Turpin, and sub-
stitute wood for stone to fill the breach. I was led to the adoption of this plan, from the
fact that the limestone which composes the bed of the river at this dam, is not of a solid
and compact nature, and not capable of resisting the powerful force which the fall of the
water has from the comb of the dam, as can be seen now by the large masses of it which
have been torn up from its bed and cast some distance below the dam. I was fearful that
a stone structure might be undermined by the fall of the water from the above cause
whereas a wooden structure would be much more secure from such effects. This breach
has been finished in such a manner as to preclude the possibility of its giving way in
future ; and in addition thereto, I have had a substantial crib built around the abutment
and filled with stone, to protect the foundation of the abutment from the effects which the
fall of the water from the comb of the dam might have had on it, at this place. This
breach was repaired by the force employed by the year, with the exception of one or two
day laborers.
The repairs of the breach in the Big Island dam, was let by contract to Joseph H. Shultz
by the late chief engineer, Col. Walter Gwynn, to be executed on a plan similar to that o
which the repairs to the Judith's dam was made. This breach would have been complete
in the month of September, but for the interruption by high water, which caused a tota
suspension of the work for 12 or 15 days. If no high water prevents, I have no doubt i
will be finished in the course of 10 or 12 days. To prevent a similar accident, the filling
behind this dam (which was of gravel, and being displaced, I have no doubt led to the ac-
cident,) has been substituted with stone. This was done without expense to the company,
as the contractor chose this plan to form a bay dam in order to carry on the repairs.
According to instructions received from the late chief engineer, I have had the Pedlar
and Bald Eagle dams well filled in behind with stone, nearly the whole of the graveling of
which had been washed away. I have also had such parts of the Judith's dam filled in be-
hind with stone, as had not been done at the time the repairs were made in that dam.
The wooden dam at the Blue Ridge cement mills was well brushed, and a large quantity
of rock and gravel deposited behind it; and though the repairs already made may be suffi-
cient for several years to come, it will require a still larger quantity to make this dam per-
fectly tight.
New Works.
The following new structures have been put up during the year, viz: The lock-house at
look No. 8; draw bridges at lock No. 7 and lock No. 4; the lock-honee at lock No. 17 &
two story lock-house at the North river, intended as a lock-house and toll office combined;
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two large cribs at the Quarry Falls dam, the one immediately below the dam, the other
around the abutment. I deem it proper to state to the board, that soon after I became NE-
perintendent of repairs, my attention was directed to this dam, and upon examination, I
found that the section of the dam on the north side of the river, which had been built of
stone, was in a very unsafe condition; as the fall of the water from the comb of the dam
had cut out the foundation just below the dam so as to make it 22 feet below the surface of
the river. The crib immediately below the dam was made 30 feet square and nearly 30
feet high next the dam, which was fitted up close to the dam, then filled with stone, and
covered over with timbers 10 inches square and securely belted down. It is intended as a
shore to the dam, and at the same to serve to conduct the water from the foot of the ma-
sonry of the dam. There will have to be placed a similar one on the south side of the river
to protect that abutment: the dam on that side I do not consider in any danger, as it is
built of timber where it joins the abutments.
There has also been a crib put around the abutment at the Wasp Rock dam and filled
with stone; four lock gardens have been fenced; two new house boats in such a state of
forwardness as to be completed before cold weather sets in; a waste weir made on the 17th
levels about 300 feet of coping laid on locks 16 and 17 a guard bank and a heavy riprap
at the Big Island dam; a heavy embankment made for a public road from the western
abutment of the North river bridge on to Peter Salling's low grounds; and about 150 cubic
yards dry walling built on the protection wall at the head of the guard lock at Pediar dam.
Ordinary Repairs.
Notwithstanding the amount of extraordinary repairs performed by the force on the
second division of the canal, the towing path and embankments have been kept in tole-
rable order, and in some places much improved.
The dredging machine has had constant employment, and has been worked to its utmost
capacity to keep the canal in order. The large accumulation of deposit at the outlet locks,
and mouths of creeks and branches, particularly after heavy showers of rain, makes it ne-
cessary to have more than one machine on this division of the canal; for should any acci-
dent happen to the one I now have, or should it from any cause become unfit for use, the
navigation would be evidently stopped until one could be procured: I would therefore re-
spectfully ask the board to urge the completion of the one already commenced in Richmond
for this division.
Breaches in Canal.
I am informed by Mr. Turpin, the former superintendent, that the following breaches
occurred: One on the 4th December, at Peter's creek culvert, which was repaired by the
8th, when boats passed; no injury being sustained by the culvert, the breach was repaired
by the company's force. Another occurred on the 24th April, on the 22d level; this breach
was repaired by the 27th, when boats passed. I am gratified to announce to the board, that
since I took charge of the canal, which was on the 1st of May last, there has been no
breach in the canal, and the packet boats have made their regular trips; and with the ex-
ception of the breaking down of one of the wings of the upper gates at lock No. 18,
(which was caused by the carelessness of the lock keeper, when no boat was near, by fail-
ing to shut the upper gates before he drew the lower wickets,) there has been but little or
no interruption to the navigation. The lock gate was replaced in two or three days by the
foreman carpenter; the lock keeper was immediately discharged, and a more trustworthy
one placed in his stead.
In conclusion I would say, though the expenses have been considerable this year OR this
division, caused principally by the freshet of November 1852, yet you have been benefited
by it in this, since it has shown you the weakest points in your structure, and they have
Digitized by Google
Doc. No. 17.
189
been effectually guarded and protected from similar and much higher freshets in future.
Your stone dams particularly have been placed in a condition to resist the destructive effects
of heavy brush wood in time of floods, and I think I can safely say, that your work is in a
much better condition than it has ever been at any former period.
I am, sir, very respectfully,
Your obedient servant,
JAMES M. HARRIS,
Sup't Repairs.
Digitized by Google
190
Doc. No. 17.
B.
MEMORIAL.
To the General Assembly of Virginia.
The memorial of the James river and Kanawha company respectfully
represents:
That at the late annual meeting of the stockholders of said company the following reso-
lution, among others, was adopted
"Resolved, in view of the importance of the Tidewater connection and the unforeseen
difficulties of executing the work, that in order to insure its completion an application be
made to the legislature for a loan of seventy thousand dollars, to be applied to that object
and to be refunded from the tolls to be received from the Tidewater connection."
In conformity with that resolution your memorialists now ask that aid from the legisla-
ture which is specified in the resolution.
The proceedings which have been had by the legislature and the company with a view
to the connection between the basin at Richmond and the tidewater are briefly set forth in
the late report of the president of the company to the stockholders. The locks, canal and
basins leading from the basin to the head of the dock may be said to be completed, em-
bracing handsome and durable structures of stone, necessarily involving great expense;
and the whole work of the connection would by this time have been ready for use but for
the extraordinary difficulties attending the construction of the ship lock at the lower end of
the dock. These difficulties, the contractor to whom the work was let, was unable to sur-
mount, and the company was compelled to declare the contract abandoned and continue
the work on its own account by means of its own agents; and it is now prosecuted with
great energy. The chief difficulty has been that of getting a proper foundation for the
lock, and of keeping out the water entering rapidly through a spongy soil from the river
on the one side and the hills on the other.
At the end of the late fiscal year of the company there was a balance of about 60,000
remaining unexpended, of the sum of 350,000 loaned by the state for the construction of
this connection; but that balance is wholly inadequate for the completion of the work.
It is a matter of great importance to the revenues of the company and to the state that
the improvement of the dock should be speedily completed. There has been recently a
considerable increase of trade and shipping at the port of Richmond, and the want of suffi-
cient wharfage calls loudly for the completion of the dock. It cannot be completed without
the aid of the loan now asked for; and if not completed, all the money which has been
already expended upon the purchase and improvement of the dock and the construction of
the great chain of locks between the basin and the dock, will be virtually thrown away.
It is confidently believed, however, that if this aid is granted, and the improvement
finished, the receipts from this part of the company's works alone will be ample to indem-
nify the state for the loan now asked, as well as for the former loan granted for the con-
struction of the same work.
Your memorialists therefore respectfully submit their application, and beg for it the
favorable consideration of the legislature.
THE JAMES RIVER AND KANAWHA COMPANY.
By J. Y. MASON,
Their President.
Digitized by Google
Doc. No. 17.
191
C.
Articles of agreement entered into this 10th day of January 1850, between the
James river and Kanawha company of the one part, and the Rivanna navigation
company of the other part:
Whereas the aforesaid James river and Kanawha company, under authority of
several acts of assembly, have agreed to make the connection of the Rivanna river
with the James river and Kanawha canal at or near Columbia for horse boats,
provided the Rivanna navigation company will adopt and construct a similar im-
provement of the Rivanna as far up as Charlottesville, it is agreed by the party of
the first part to make the improvement above described in the manner specified,
at the earliest practicable moment.
It is further agreed by the Rivanna navigation company that they will proceed
to construct their portion of said improvement according to such plan as may be
agreed upon by the chief engineer of the James river and Kanawha company and
the directory of said Rivanna navigation company, by the construction of such
canals, dams and locks as may be necessary, with the least practicable delay.
It is further agreed that the Rivanna navigation company will appropriate their
tolls for the construction of their part of the work aforesaid, and will increase
their capital stock by new subscriptions, and apply to the legislature for such aid
as may be necessary to accomplish the objects herein before recited.
And it is further agreed that the Rivanna navigation company have the exclu-
sive right by law to collect and receive tolls as heretofore on the whole line of
their improvement to its intersection with the James river and Kanawha com-
pany's canal at or near Columbia.
It is further agreed that the Rivanna navigation company shall pay the salaries
of the lock keepers at Stillman's and at the connection near Columbia; and that
said lock keepers be appointed by the said company with the approval of the
James river and Kanawha company, and shall be under the control and subject
to the orders of the James river and Kanawha company.
It is also agreed that the canal between Columbia and Stillman's, and the dam
at Stillman's, shall be under the control and direction of the said James river and
Kanawha company.
In witness whereof, the James river and Kanawha company have hereunto
caused their president, John Y. Mason, to subscribe his name and affix their corpo-
rate seal; and the Rivanna navigation company have hereunto caused their pre-
sident, Thomas Macon, to subscribe his name and affix their corporate seal, the
day and year first above written.
JOHN Y. MASON,
Pres't James River & Kanawha Co.
THOMAS MACON,
Pres't Rivanna Navigation Co.
Digitized by
Google
108
Doc. No. 12
At a meeting of the president and directors of the James river and Kanawha
company, held on Friday, April 22d, 1853 :
Resolved, that the James river and Kanawha company, having completed the
work of construction on the connection of the Rivanna river with the canal at
Columbia, as required by the acts of assembly of March 23d, 1839, and March
12th, 1849, and finding it inconvenient to have charge of the repairs of the same,
as they may be required, and having no funds applicable to that object, hereby
notify the Rivanna navigation company of these facts, and that this company no
longer regard the said works as chargeable in any form to the James river and
Kanawha company.
Extract from the records.
WM. P. MUNFORD,
Secretary.
Digitized by Google
STATEMENT
Showing the amount of Actual Tonnage, the Equivalent Tonnage for one mile, the Equivalent Through Tonnage, the Annual Average Rate of
Tolls per ton per mile, the amount of Tolls on Tonnage and on Passengers, the amount for Rent of Houses, Lots and Water Power, the
Gross Receipts from Tolls, Rents and Scale-House Fees, the Annual Expenses and Repairs of the Canal, (including damages by freshes,)
with Salaries of Agents, and the Net Revenue for the period stated.
25
Actual tonnage conveyed on the
Equivalent tennage for one mile.
canal.
Equivalent through tonnage.
Average rate of toll per ton per
Amount of tolls on tonnage.
Amount of tolls on passengers.
Am't of rent for houses, lots and
water power, and scale-house
Gross receipts from tolls, rents
and scale-house fees.
Expenses and repairs of canal,
(including damages by freshes,)
salaries of agents, &c.
NET REVENUE FROM THE CANAL.
mile.
fees.
Cents.
From January 1,
to Nov. 30, 1841,
-
110141.7
6426271.7
44015.6
1.817
$116382 93
5368 36
-
121751 29
62140 96
59610 33
"
Dec.
1, 1841, to Nov. 30, 1842,
-
112707.5
5802007.2
39740
1.782
103430 94
5797 74
5584 28
114812 97
95439 02
19373 95
"
Dec.
1, 1842, to Oct. 31, 1843,
.
113742.6
6258896.1
42869
2.62
163595 87
4299 05
7826 93
175721 85
74706 98
101014 87
"
Nov.
1, 1843, to Oct. 31, 1844,
122695.2
6009719.4
41162
2.889
173569 29
4189 29
9630 06
187388 64
54337 56
133051 08
Digitized by
"
Nov.
1, 1844, to Oct. 31, 1845,
-
134759.3
7108163.4
48686
2.569
181772 11
5313 69
6565 25
193651 05
65131 47
128519 58
"
Nov.
1, 1845, to Oct. 31, 1846,
-
125653
7640263
52331
2.158
163930 58
7258 04
7189 15
178377 77
51889 29
126488 48
"
Nov.
1, 1846, to Oct. 31, 1847,
-
146442.4
8588821
58828
2.27
194896 81
8708 79
8155 54
211761 14
71342 74
140418 40
"
Nov.
1, 1847, to Oct. 31, 1848,
-
155950.7
8998032
61630
2.18
196628 89
6214 22
5912 09
208755 20
83128 14
125627 06
Google
"
Nov.
1, 1848, to Oct. 31, 1849,
175210.2
10319149
70680
2.21
237188 89
4347 44
8193 45
249729 78
74090 29
175639 49
"
Nov.
1, 1849, to Oct. 31, 1850,
-
177381.7
9708415
66496
2 33
226547 56
3791 58
9345 35
239684 49
83715 47
155969 02
"
Nov.
1, 1850, to Sept. 30, 1851,
174614.3
9983968
68383
2.10
209500 41
3943 65
8669 51
222113 57
64146 78
157966 79
"
Oct.
1. 1851, to Sept. 30, 1852,
210040.6
16224732
82569
1.64
264860 51
4350 30
8238 16
277448 97
95258 50
182190 47
"
Oct.
1. 1852, to Sept. 30, 1853,
231032.1
19545183
99467
1.43
278808 45
5190 15
9514 32
293512 92
123144 11
170368 81
No. 4.
STATEMENT
Showing the Quantities of the Principal Articles conveyed on the Canal of the James River and Kanawha Company, during
specified.
ARTICLES BROUGHT DOWN THE CANAL.
ARTICLES CARRIED UP THE CANAL.
YEAR.
Hogsheads tobacco.
Boxes manufac'd tobacco.
Hogaheads stems.
Barrels flour.
Bushels whest.
Bushels corn.
Bushels oats.
Tons pig iron.
Tons bar iron.
Tons coal.
Tons stone.
Tons castings.
Tons bar and pig lead.
Tons hay.
Kegs nails.
Cords wood.
Sacks salt.
Tone plaster.
Tons coal.
Tons castings.
Tons bar iron.
Barrela fish.
Kegs nails.
Tons guano.
Total tonnage each year.
Ending
Nov. 30, 1842, (11 months.)
20800}
23006
805
60139
167603
8343
2986
24061
03
-
-
-
1
-
⑉
-
-
I
,
-
-
-
-
-
112707.5
Oct. 31, 1843, (II months,)
18985
17158
717
63886
201825
3534
1777
54}
-
-
1
-
,
-
-
-
1
1
-
1
-
-
-
113742.6
Digitized by
23661
Oct. 31. 1844,
118511
33323
1053
71442
281703
2609
641
25881
127
184181
3983
,
-
-
I
-
18205
1010)
130)
-
-
-
-
-
122695.2
Oct. 31, 1845,
15028
39717
1547
79190
299982
1700
500
3865
3394
364461
10780
-
-
-
29327
4860
204
-
-
-
-
-
I
-
134759.3
Oct 31, 1846,
12220
44146
1429
113890
222471
814
740
66971
74
23462
105951
-
-
-
-
-
24968
419
3651
-
-
-
-
-
125653
Oct. 31, 1847,
14467
60815
1598
76767
242937
145711
4-25
8533
10%
274464
11651
556
1591
60
11207
-
32366
35481
875
436
260
3580f
4529
-
146442.4
Det 31, 1848,
9255
58873
1294
91692
397483
51314
4562
8056
500
30797
105941
1112
1221
741
17185
:
34-89
5804
1735
11564
3854
2805
5602
-
155950.7
Oct. 31, 1849,
14046
53717
1196
137315
495991
147606
7601
84451
227
37997
93901
7421
165
1271
17347
,
40911
68471
16531
7313
521
3029
7126
-
1752108
Oct. 31, 1850,
11335
64170
1463
128250
49001:
47341
2940
6182
126
15937
17190
381
285
162
14443
-
2816)
5551
3287
408
643
2521
10816
-
177381.7
Sep. 30, 1851 (11 months,)
7135
6067.
1040
95473
145747
16316
2459
33521
18
273311
185281
381
343
2011
3942
80111
29022
53721
29161
168]
2637
3958
5627
1977
174615.8
Sep. 30, 1852,
11999
102616
1509
(1023)
306054
9035
3257
1307
413
217521
27291
55)
622
210
628
7958
40246
6366
45584
362
4074
4563
11110
3064
210040.6
Sep. 30. 1853,
93951
118400
3456
114932
682694
10704
1927
3195
88
210981
14915
-49
6491
2001
6
69941
38390
10094
5354
5054
53704
51831
13661
3573
2310321
Doc. No. 17.
195
LIST OF OFFICERS AND AGENTS
Of the James River and Kanawha Company on 30th September 1853.
NAMES OF OFFICERS.
IN WHAT CAPACITY.
PAY.
General Administration
of Company.
John Y. Mason,
-
President,
-
-
-
$3000 per annum.
Thomas M. Bondurant,
-
Director,
-
-
-
4 per day.
Samuel McCorkle,
-
do.
-
-
4
"
-
William W. Boyd,
-
do.
-
-
-
4
"
Thomas H. Ellis,
-
do.
-
4
"
-
-
:
Richard O. Haskins,
-
do.
.
-
-
-
4
"
William P. Munford,
-
Secretary,
-
-
-
2000 per annum.
B.E. Poitiaux,
-
Book keeper,
-
-
900
"
-
J.R. Chamberlayne,
-
Clerk,
-
-
-
500
"
Engineers.
Walter Gwynn,
-
Chief engineer, (resigned 1st Sept. 1853,)
3500
"
D.S. Walton,
Princip'l ass't eng'r T. W. & S.S. C. Con.-
2500
"
-
E. Lorraine,
-
Principal ass't eng'r third division,
2000
"
-
W.G. Turpin,
Assistant engineer
"
-
1500
"
-
Charles R. Barney,
-
do.
do.
T. W. Con.
-
1200
"
Henry McRae,
-
do.
do.
fourth division,
1200
"
-
Philip Harrison, Jr.
-
do.
do.
"
-
1000
"
William P. Douthat,
Rodman
"
-
-
1 per day.
Henry C. Douthat,
do.
"
-
1
"
-
Thomas Lawson, Jr.
-
do.
"
1
"
-
James S. Cornick,
do.
"
-
1
"
Francis Peppercorn,
-
Draughtsman,
-
-
-
2 50 "
Salaries of Agents on
1st Division.
E.L. Chinn,
-
Superintendent of repairs,
-
-
1500 per annum.
S.A. Thorp,
-
Master carpenter,
-
-
675
"
Smith Bosworth,
-
do.
650
"
-
-
-
Samuel Mahoney,
-
Master mason,
-
-
700
"
-
Jesse Snead,
-
Toll gatherer at Richmond,
-
-
1800
"
J.A. Goddin,
.
-
Toll gatherer's clerk at Richmond,
900
"
-
Robert Snead,
-
do.
do.
"
-
500
"
Thomas McKinney,
-
Toll gatherer at Lynchburg,
-
-
800
"
E.N. Eubank,
-
Toll gatherer's clerk at Lynchburg,
-
500
"
Robert Mc Kinney,
-
do.
do.
"
-
400
"
William S. Richardson,
-
Inspector at Richmond,
-
-
1000
"
H. L. Reed,
-
do.
Scottsville,
-
-
600
"
W.R. Richardson,
-
Patrol on lower level,
:
-
320
"
R. C. Nicholas,
-
Ferryman at New Canton,
-
-
275
"
Mayo Cabell,
-
do
at New Market,
-
-
125
"
Duncan Grant,
-
Superintend't of masonty at M. A. dam,
-
900
"
T.J. Hopkins,
-
Lock keeper at locks 1 and 2,
.
600
"
Pleasant Roach,
-
do.
at lock 3 and river lock 3,
-
225
"
Calvin Roach,
-
do.
at 4 and gd. 4,
-
200
"
-
M. Roach,
-
do.
at 5 and 6,
.
-
250
"
Nathaniel Mayo,
-
do.
at Sampson's,
-
-
150
"
S. C. Tilman,
-
do.
at gd. lock 7
-
-
240
"
W. W. Pace,
-
do.
at locks 7 and 8,
200
"
-
Rowland Hopkins,
-
do.
at lock 9,
-
-
150
"
E. Mosby,
-
do.
10,
-
150
"
.
Abner Hicks,
-
do.
11,
-
-
150
"
Digitized by Google
196
Doc. No. 17.
NAMES OF OFFICERS.
IN WHAT CAPACITY.
PAY.
Joseph Clements,
-
Lock keeper at lock 12 and outlet,
-
250 per annum.
W. S. Fowler,
-
do.
13,
-
-
150
"
John W. Griffin,
-
do.
14,
-
150
"
-
J. M Stratton,
-
do.
15,
-
-
150
"
A. Phillpots,
-
do.
16,
-
-
150
as
N. C. Denton,
-
do.
17,
-
150
"
-
S. S. Bugg,
-
do.
18,
150
"
-
-
D. Nixon,
-
do.
19,
",
-
-
150
"
J. Taylor,
-
do.
20,
-
-
150
"
Joseph Mosby,
-
do.
21,
.
150
**
.
James Hunt,
-
do.
22,
-
.
150
"
G. Thomas,
-
do.
23,
-
-
150
"
David Johnson,
-
do.
24,
-
150
"
-
Francis West,
do.
25,
150
"
-
-
-
S. A. Viar,
-
do.
26,
-
-
150
"
J. B. Barker,
-
do.
27,
-
-
150
"
S. D. Venable,
-
dó.
28,
n
-
-
150
"
Daniel Scruggs,
-
do.
29,
-
-
150
"
J. C. Wright,
-
do.
30,
-
-
150
"
Thomas N. Matthews,
-
do.
31,
-
-
150
"
J. Rakes,
-
do.
32,
-
-
150
"
J. N. Matthews,
-
do.
gd. and river lock T. R. dam,
150
"
James Ammonett,
-
do.
locks 33 and 34,
-
150
"
J. H. Kitchen,
-
do.
35,
-
-
150
"
Mrs. E. Hager,
-
do.
36,
-
-
150
"
John Berry,
-
do.
37,
-
-
150
"
Mrs. M. U. Cameron,
-
do.
38,
-
-
150
"
James Knight,
-
do.
39,
-
-
150
"
Smith Bosworth,
-
do.
40,
-
-
150
"
Geo. H. Wingfield,
-
do.
41,
-
-
150
"
A. Phelps,
-
do.
42,
-
-
150
"
James Maxwell,
-
do.
43.
-
-
150
"
G. W. Clarke,
-
do.
44,
-
-
150
"
J. H. Cash,
-
do.
45,
-
-
150
"
Thomas Doss,
-
do.
gd. and river and J. F. dam,
150
"
Nelson Scruggs,
-
do.
locks 46 and 47,
-
300
"
John W. Wills,
-
do.
lock 48,
-
-
150
"
J. M. Smith,
-
do.
49,
-
-
150
"
J. T. Phelps,
-
do.
50,
-
-
150
"
J. H. Briggs,
-
do.
51.
-
-
300
"
John West,
-
do.
gd. and river lock Lynchburg
Water Works dam,
300
"
Expenses and Repairs of
Canal-1st Division.
T. T. Emett,
-
Overseer,
-
-
-
350
"
J. M. Stratton,
-
do.
.
-
-
350
"
James Gooding,
-
do.
.
-
-
350
"
J. W. Wills,
-
do.
-
-
-
350
"
Nathaniel Mayo,
-
do.
-
-
-
350
"
Michael Keaho,
-
do.
-
-
-
350
"
G. W. Matthews,
-
do.
-
-
-
350
"
Salaries of Agents on 2d
Division.
Alphonso Finney,
-
Toll gatherer at Buchanan,
-
-
600
"
Jaines M. Harris,
-
Sup't of repairs and law agent,
-
1200
"
Andrew C. Houston,
-
Inspector at North river and lock keeper,
at guard lock No. 7.
-
-
400
"
W. G. Matthews,
-
Master carpenter,
-
-
600
"
G. W. Spooner,
-
Lock keeper at lock No. 1,
-
-
150
"
John Alvis,
-
do.
2,
.
-
150
"
Thomas Murphy,
-
do.
gd. lock 1,
-
-
150
"
Richard Woody,
-
do.
lock No. 3,
-
150
"
.
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Doc. No. 17.
197
NAMES OF OFFICERS.
IN WHAT CAPACITY.
PAY.
Thomas Eubank,
Lock keeper at gd. lock 2,
-
-
150 per annum.
E. P. Layne,
-
do.
lock 4, -
-
150
"
H.N. Carroll,
-
do.
gd. lock 3, -
150
"
-
James Tebbs,
-
do.
lock 5,
150
"
-
-
Joseph Wright,
-
do.
gd. lock 4, -
-
150
"
Jacob Eckhard,
-
do.
lock 6,
-
-
150
"
S. G. Ballard,
-
do.
gd. lock 5,
-
-
150
"
Samuel Gowing,
-
do.
lock 7,
-
-
150
"
Joseph Wingfield,
-
do.
8, -
-
150
"
C. C. Carroll,
-
do.
9, -
150
"
-
.
Washington Tyree,
-
do.
10, -
-
150
"
John Blackburn,
-
do.
11, -
-
150
"
William Ridgway,
-
do.
12, -
-
150
"
William Mitchell,
-
do.
13, -
150
"
-
John Gardner,
-
do.
14, -
-
150
"
William Bryant,
-
do.
15, -
-
150
"
J.N. Herndon,
-
do.
16, -
-
150
"
Charles Brown,
-
do.
17, -
-
150
"
R. M Al is,
-
do.
18, -
-
150
"
G. W Crawford,
-
do.
gd. lock 8, -
-
150
"
Richard Shaw,
-
do.
locks 19 and 20,
300
"
-
John P. Yeatman,
-
do.
lock 21, -
-
150
"
William Kirkwood,
-
do.
22, -
-
150
"
John P. Hix,
-
do.
gd. lock 9,
-
-
150
"
Geo. Eubank,
-
do,
locks 23 and 24,
-
300
"
Samuel Sterns,
-
do.
gd. lock 10,
-
-
150
"
Lewis Williams,
-
do.
lock 25, -
-
150
"
Henry Mitchell,
-
do.
26, -
-
150
"
A. N. Matthews,
-
do.
gd. lock 11, -
150
"
-
Expenses and Repairs of
Canal-2d Division.
Dennis McCarthy,
-
Overseer,
-
-
-
350
"
James A Mitchell,
-
do.
-
-
-
350
"
E. Matthews,
-
do.
-
-
295
"
-
Tidewater Connection.
Francis Mahony,
-
Superintendent of masonry,
-
1000
"
Samuel C. Forbes,
-
Sup't at ship lock (temporarily employed,)
60 per month.
S.P. Lambard,
-
Foreman carpenter,
"
-
70
"
James Baine,
-
Sup't at quarry,
"
-
2 50 per day.
Blue Ridge Turnpike and
Ferry.
James B. Moelick,
-
Agent,
-
-
-
450 per annum.
Western Improvements.
D.B. Layne,
-
Agent,
-
-
-
1200
"
W. J. Rand,
-
Collector of tolls,
-
1000
"
-
G. W. Dickson,
.
Gate keeper on Kanawha road,
-
9 per ct. am't. col.
Jesse Mayo,
-
do.
do.
.6
-
"
S. Branham,
-
do.
do.
-
"
"
T. Hickman,
-
do.
do.
"
-
"
George Alderson,
-
do.
do.
"
-
"
J. H. Miller,
-
do.
do.
-
"
"
M. Hansford,
do.
do.
"
"
.
C. C. Watson,
-
do.
do.
at
"
-
A. Burdett,
-
do.
do.
"
"
-
M. Morriss,
-
do.
do.
"
"
.
A. Black,
-
do.
do.
"
-
"
J. Derton,
-
do.
do.
"
"
-
Digitized by
Google
Doc. No. 17.
OFFICE JAMES RIVER AND KANAWHA Co.
Richmond, October 1st, 1853.
The foregoing is a correct list of the officers and agents of the James river and Kanawha
company on the 30th September 1853.
WM. P. MUNFORD,
Secretary.
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Doc. No. 17.
199
WESTON AND FAIRMONT TURNPIKE COMPANY.
CLARKSBURG, Oct. 29, 1853.
To the Board of Public Works.
GENTLEMEN,
I beg leave to transmit to you herewith the report of the
president and directors of the Weston and Fairmont turnpike company for the
year ending the 1st October instant, as required by law.
I have the honor to be,
Most respectfully,
Your ob't serv't,
THOS. L. MOORE,
Sec'y of the Board.
Digitized by Google
Doc. No. 17.
REPORT.
The president and directors of the Weston and Fairmont turnpike company report to
to the Board of public works the progress and condition of their work on the lat day of
October 1853.
Since the last annual report, the contract then existing with William S. Wilkinson, for
keeping the section of road between Clarksburg and Fairmont in good repair for the tolls,
been rescinded by the board, for failure on the part of Wilkinson to comply with his
contract.
During the past winter and spring much of the entire line of road was in so bad a con-
dition that but little toll was collected by the gate keepers during that period. As early in
the season as the means in the hands of the company would permit, the whole road was
repaired preparatory to macadamizing and in ne last, the section of road between
Weston and Clarksburg, embracing nearly 23
4 was put under contract for macada-
nization, in pursuance of the act of the general assembly, passed February 17, 1853-three
iles of the road next to Clarksburg with limestone exclusively, and the remainder with
and or free stone. Subsequently, between four and five miles of the road, which, from
the nature of the ground, most required macadamizing, have also been put under contract
between Clarksburg and Fairmont. The stone are generally put on the road 12 feet wide,
and of the average thickness of 8 inches-varying n price from 65 to 95 cents per perch,
owing to the kind, abundance and convenience
aterial suitable for the work.
The work on the road has progressed as rapiding as could be expected under existing
circumstances, in consequence of the scareity of labor and the high price of wages. About
21 miles have been finished; and on the residue the work is progressing on nearly every
mile of the road between Weston and Clarksburg, and it is confidently expected that this
entire section will be completed by the 1st of July next. This portion of the road, when
completed, it is thought, will be second in importance to no road in this section of country,
as it will afford a convenient outlet to market for a large district of country, comprising
parts of the counties of Harrison. Lewis, Braxton, Gilmer and Nicholas.
The section of the road between Clarksburg and Fairmont can only be partially im-
proved by the appropriation made last winter for macadamizing. It would be a matter of
great importance to the populous and productive section of country in the lower end of
Harrison and the upper end of Marion counties, if this entire portion of road were mac-
adamized, for during the wet season our roads become almost if not quite impassable for
wagons, unless they are improved by the application of stone. On this part of the road
two bridges across the West fork river should be erected to insure a constant collection of
tolls and to make the road passable at all seasons of the year: this road connects with the
Baltimore and Ohio railroad at Fairmont, and crosses the Northwestern Virginia railroad
at Clarksburg, and thus becomes an improvement of vast importance to a large section of
country, and should therefore be macadamized throughout its entire length, in justice as
well to the interests of individual stockholders and the public as of the commonwealth.
All of which is respectfully submitted.
By order of the board of president and directors.
THOS. L. MOORE, Sec'y.
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Doc. No. 17.
201
Return of the state of the Weston and Fairmont Turnpike Company for the
year ending the 1st day of October 1853.
Capital stock, $ 66,000 00 :
Subscribed by individuals 320 shares, at $ 25 each,
-
8000 00
"
commonwealth 2320 shares, at $ 25 each,
-
58000 00
Tolls received from commencement to date,
-
-
1632 21
Due by company, for labor, &c.
-
-
-
439 04
$ 68071 25
Amount of commonwealth's subscription unpaid,
-
36037 50
"
individual
"
"
-
-
24 75
Amount expended in construction of work from commence-
ment to date, including officers' salaries, &c.
-
-
19508 92
Amount expended in repairs during same time,
-
1529 78
"
"
land damages,
-
-
254 66
"
"
macadamizing, including the preparing
of the road for that purpose,
-
-
2061 38
Amount expended for officers' salaries during last year, since
commencement of macadamizing, including advertising and
directors' expenses, &c.
-
-
-
258 26
Amount expended during the year and previous to commence-
ment of macadamizing, for officers' salaries, repairs, &c.
148 94
Amount due from gate keeper and late superintendent,
-
53 45
Balance on hand, as per statement below,
.
-
8113 61
Debts paid during the year,
-
-
-
80 00
$ 68071 25
Receipts and Disbursements during the year.
Amount on hand, per last annual report,
-
-
10 27
For capital stock:
From Board of public works,
-
-
-
10000 00
From tolls,
-
-
-
-
433 11
Due to individuals, for labor, salaries, &c.
-
-
439 04
10882 42
Disbursements:
For macadamizing and preparing the road to receive the same,
2061 38
For salaries and other incidental expenses,
-
-
477 80
For debts paid during the year,
-
-
-
80 00
For repairs,
-
-
-
-
96 18
Due from B. Bassel, jr.
-
-
-
18 95
Due from J. Bailey, gate keeper,
-
-
-
34 50
For cash on hand,
-
-
-
-
8113 61
10882 42
By order of the board of president and directors.
THOS. L. MOORE, Sec'y.
26
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Doc. No. 17.
IOMAS G. WATSON, Treasurer of the Weston and Fairmont Turnpike Company, in as
count with said Company.
amount received of Baltimore and Ohio railroad company,
wolls,)
-
.
-
-
50 00
For amount of Luther Haymond, on tolls,
-
-
124 99
or amount of Board of public works on state's subscription,
10000 00
10174 99
Sept. 16, By draft paid A. G. Kidwell,
-
-
295 68
23,
"
=
Same,
-
-
861 70
27,
"
"
B. H. Lurty,
-
-
304 00
16,
:
** Annawatt & Spiker,
-
-
300 00
30,
**
"
Jacob Bush,
-
-
300 00
2061 38
Balance on hand October 1st, 1853,
$ 8013 61
THOS. G. WATSON, Treas.
By order of the board of president and directors.
-
THOS. L. MOORE, Sec'y.
October 28, 1853.
List of Officers.
Nathan Goff, president; Aaron Criss, James Lynch, Thomas L. Wood, William Vand-
wort, Walter McWhorter, William J. Calbreath, directors; Thomas L. Moore, secre-
tary, $ 50; Thomas G. Watson, treasurer; Luther Haymond, superintendent, per annum,
since 28th May 1853, $ 700.
By order of the board of president and directors.
THOS. L. MOORE, Sec'y.
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Doc.. No. 17.
203
WHEELING, WEST LIBERTY AND BETHANY TURN. CO.
WHEELING, Aug. 3d, 1853.
To the Board of Public Works.
The president and directors of the Wheeling, West Liberty and
Bethany turnpike company submit the following report and accompanying state-
ment of the condition of the company since its last report, September 30th, 1849,
and extending to the 3d day of August 1853. Owing to causes beyond the con-
trol of the company, and also to their inability to make full collections, but little
was done with their road until last year, save to bestow upon it such casual re-
pairs as were absolutely necessary to make it passable; and in the condition in
which the road was, and from the want of funds, it was not deemed advisable to
place the road under toll, and procure land and erect toll-houses and gates. Du-
ring the past year, however, the directors found it expedient, from the settled and
solid condition of the road, to press it to completion, and to that end proceeded
legally to sell delinquent stock, and then to collect by law the balance due thereon
and not paid, by the proceeds of sale. In this they have succeeded as well as
usual, there being of delinquent stock but 296 06. The proceedings connected
therewith necessarily required some time, and the result was to delay active efforts
until the present year. During the present year the entire road has been put
in repair, and toll-houses erected, which from this period will be a source of
revenue to the company. The road is an excellent summer road, but owing to
the nature of the soil is very deep in places in the winter, and can never be a per-
manent road, such as contemplated by its charter and by those who subscribed to
its stock, until stoned. The present available funds of the company will be in-
sufficient to do so, and the board are satisfied that if the capital stock of the com-
pany were increased $ 30,000, that the two-fifths thereof would be taken with the
balance of the stock unsubscribed, which has not been taken as yet, owing to the
knowledge, of those who would else do so, that the amount would be insufficient
to stone the road. A full account is forwarded herewith, marked A and B, and
referred to as part of this report. It is the design of the directors to proceed to
stone forthwith 80 much of their road as can be stoned with the funds on hand
and the state's quota. The amount of stock paid by individuals since the last
report is 3,359 81, on which the state's quota is 5,039 71 and it is of the
first importance to the company that this amount should be promptly remitted, as
they desire to partly stone the road this fall, else the whole will have to be re-
paired next spring at heavy cost. The board of directors earnestly recommend
an enlargement of the stock $ 30,000, for the reasons stated, as this road extends
for a considerable distance through the state, and through a very rich and valua-
ble and otherwise almost inaccessible portion of the counties of Ohio and Brooke.
The toll-house next Wheeling is nearly completed and toll will be charged during
the coming week. Land, &c. have been procured for the other one deemed neces-
sary, and the house will be erected forthwith. The former secretary, Dr. English,
is entitled to $ 50 for five years' services, at $10 per year. This is the only salary
the company has paid.
J. W. MITCHELL, Pres't.
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Doc. No. 17.
State of the Wheeling, West Liberty and Bethany Turnpike Company
3, To Amount of commonwealth's subscription unpaid,
-
6458 82
individual
"
"
-
296 06
Surveys,
-
-
-
-
-
266 00
Construction to September 30, 1849,
-
-
17107 26
August
3, 1853,
-
-
5049 12
22156 38
.
Repairs to date,
-
-
-
-
2689 12
Land damages,
-
-
-
-
165 00
Property held by company, viz:
Oxen, carts and tools, 3d September 1849,
-
1011 64
Less sales collected,
:
-
-
-
495 79
515 85
Printing and stationery,
-
-
-
-
16 25
Balance on hand,
-
-
-
-
1786 52
$ 34350 00
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Doc. No. 17.
205
since September 30th, 1849, and ending on the 3d day of August 1853.
1853.
Aug. 3, By capital stock, viz:
267 shares at $ 50 each by individuals,
.
-
13350 00
420 "
" "
commonwealth,
.
.
21000 00
$ 34350 00
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Doc. No. 17.
Statement of Receipts and Expenditures since
1853.
Aug. 3, To Amount, September 30, 1849,
-
-
-
1525 64
Capital stock paid by individuals to date,
-
-
3359 81
"
"
commonwealth,
.
-
4208 52
Sales of oxen and tools,
-
-
-
-
495 79
$ 9589 76
To balance in treasurer's hands,
-
$1786 53
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Doc. No. 17.
207
30th September 1849, to August 3d, 1853.
1853.
Aug. 3, By Amount paid for construction since last report,
.
-
5049 12
repairs,
-
-
-
2689 12
land damages,
-
-
-
65 00
Balance on hand,
-
-
-
-
1786 52
$ 9589 76
By order of the board of president and directors.
J. W. MITCHELL, President.
H. W. CHAPLINE, Clerk.
Digitized by Google
,
Doc. No. 17.
List of Officers.
J. W. Mitchell, president; J.C. Campbell, Isainh Cooper, Bazil Beall, Lewis Applegate,
H. W. Chapline, directors; H. W. Chapline, Clerk.
1 do hereby certify the foregoing statement to be correct.
J. W. MITCHELL, President.
H. W. CHAPLINE, Clerk.
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Doc, No, 17.
209
WHITE AND SALT SULPHUR SPRINGS TURNPIKE CO.
The Board of Public Works.
GENTLEMEN,
You will herewith receive the annual report of the secretary
of the White and Salt Sulphur springs turnpike company, showing a balance in
the hands of the treasurer of $ 692 87, out of which is to be paid the dividend of
this year of 61 per cent., amounting to $ 650. The road is in tolerably good re-
pair: it is becoming too flat, and will require all the proceeds of next year to put
it in proper order.
The road is 201 miles in length, commencing near the Greenbrier bridge on the
Kanawha turnpike road in Greenbrier county, and terminating at the Salt Sul-
phur springs in Monroe county. There are two gates at which toll is received
for ten miles. Compensation to toll receivers is 10 per cent. an collections. The
average cost of constructing the road was $ 400 per mile. It is kept in repair by
hands hired by the company. Henry Alexander is the president, Isaac Caruthers,
William Erskine, Allen T. Caperton, Augustus A. Chapman and Benj. F. Steele
are directors; John Hutchinson, clerk, and James H. Alexander, treasurer. No
superintendent. There has been no general meeting of the stockholders for
many years, as the directors hold all the individual stock except 20 shares, which
in their opinion rendered it unnecessary.
Respectfully,
HENRY ALEXANDER, Pres't.
Union, 3d Oct. 1853.
27
Digitized by Google
210
Doc. No. 17.
Return of the state of the White and Salt Sulphur Springs Turnpike Company for
the year ending 30th September 1853.
Capital stock, $10,000:
Subscribed by individuals 120 shares, at $ 50 each,
-
-
6000 00
Subscribed by the commonwealth 80 shares, at $50 each,
-
-
4000 00
Tolls, rents and other profits from commencement, 1836, to date,
-
15413 94
Dividends unpaid,
-
-
-
650 00
Due to company other than on account of stock:
On bond,
-
-
-
-
7 43
On open account,
-
-
-
-
109 48
Expended on work from commencement, 1836, to date, 9327 00
Expended in land damages for same time,
673 00
10000 00
Expended in repairs for same time,
-
-
-
5754 16
Property now held by the company, -
-
-
50 00
Dividends declared from the commencement,
-
-
9450 00
Cash on hand 30th Sept. 1853, as per statement below,
-
692 87
$ 26063 94
26063 94
Statement of Receipts and Disbursements during the year.
Balance of money on hand, per last annual report,
-
601 31
Add receipts during the year, viz:
Tolls, rents and other profits,
836 45
Debts received,
-
-
-
122 00
Deduct disbursements during the year:
For improvements and repairs,
-
-
-
131 46
Officers' salaries:
President, $2; directors, $1 50; clerk, $ 2 per day,
-
8 50
Treasurer,
-
-
-
-
-
20 00
Tax,
-
-
-
-
-
H 48
Toll receivers' compensation, 10 per cent., and other expenses
collecting toll,
-
-
-
-
95 45
Dividends paid,
-
-
-
-
600 00
Balance money on hand,
-
-
-
692 87
$ 1559 76
1559 76
Dividend in the year 1853, payable at sight.
By order of the president and board of directors.
JOHN HUTCHINSON, Clerk.
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Doc. No. 17.
211
LURAY AND FRONT ROYAL TURNPIKE COMPANY.
FRONT ROYAL, Warren Co., Va.
November 1, 1853.
W. R. DRINKARD, Esq.
DEAR SIR,
I received, a few days ago, a commission appointing me proxy
upon the part of the state in the Luray and Front Royal turnpike company, in
which my acknowledgment of acceptance is requested. In answer to which, I
give this my acceptance, that it may thus be made known to your board.
I have carefully examined the instructions in the circular, and am gratified in
being able to say the directory for this company have been cautious in observing
them.
Will you inform me whether the board of directors have the discretionary power
of contracting with individuals for the payment of their tolls by the year, or
whether they shall adhere to the rules as laid down in the Code upon that subject ?
Your attention will oblige,
Very respectfully,
THOS. N. ASHBY.
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212
Doc. No. 17.
REPORT.
To the Board of Public Works.
GENTLEMEN,
It is our duty to submit to you a statement of the operations of this
company since our last annual communication to the present time.
Our road has been so far completed as to receive travel upon the entire line, upon which
we have established four toll gates. A small part of the last section, near Luray, of about
quarter of a mile, has not been completed, the natural condition being such as justified the
directory in suffering the contractor to defer it till after the press of his summer engage-
ments. The upper section in Warren, named in our last report as unfinished a distance
about three and half miles," we regret to inform you, has not been completed agreeably
the terms of the contract. But your directory think they have retained in their hands
m the contract price such an amount as will complete the same, and have received
several bids for having it finished in a short time.
The last winter being an unusually wet one, and our road new, it became very muddy
and deep, and for several months the gates were thrown open and the travel permitted to
go through without charge. Consequently, our receipts for tolls should not be computed
but for a fraction of the year. It is the opinion of those conversant with graded roads,
that after they shall have a thorough catting and working up by travel, will never become
so deep again. If this should be the fact, we can congratulate ourselves that we have had
our worst road. But it cannot be expected that a road used as this must be will answer the
demand of the public till it shall become metaled. The board of directors petitioned the
general assembly of Virginia, at its last session, for an increase of their capital stock of
$10,000, for the purpose of metaling and otherwise improving our road. Our petition
was answered and the bill passed. We have received several additional subscriptions, and
the assurances of some of its friends that their aid will be given in carrying out the provi-
sions of the bill. I hope it may not be considered improper in us to call the attention of
every stockholder to the necessity of giving a helping hand to this work. It cannot be
done by one or two individuals, but requires the co-operation and aid of many. The
greatest difficulty and expense have been overcome, and a little more public spirit and libe-
rality will give us a good road, and we confidently believe will return a small dividend to
the stockholders..
By reference to the statements of the treasurer for receipts for toll, you will observe, had
our company been free from liabilities, we could have divided a small dividend the present
year. The receipts in the aggregate have been nearly 4 per cent. upon the capital stock.
In investing capital in improvements of this kind, it is not expected to receive, by the way
of dividends, the regular interest upon the investment; but it is found, in realizing an en-
hancement in the value of your lands, giving facilitles for market and finding sale for nu-
merous articles which before would not bear transportation.
At the same time the legislature passed the bill increasing the capital stock $10,000 for
the purpose before named: they also gave an increase of 30,000 for the purpose of ex-
tending our road at or near Conrad's store in Rockingham, a distance of about 25 miles.
Your directory have made an effort for having the stock taken to consummate this work,
Digitized by Google
Doc. No. AV.
213
but as yet there has not been such an amount subscribed as justified the board in com-
mencing. The friends of the extension, however, seem sanguine of having the stock sub-
scribed, and the board of directors will prosecute it vigorously whenever the means shall
be provided for.
This extension will serve as a feeder to the present road, and thereby make our stock
more valuable.
The capital stock under the first act has been taken to the full amount, and but few com-
panies can make the declaration, with us, " that every share of stock" has been disposed of
to represent a bona fide subscription.
For a statement of the financial condition of the company, you are referred to the report
of the treasurer, herewith annexed, which is as flattering as could be anticipated-show-
ing resources more than sufficient to discharge our liabilities.
All of which is respectfully submitted.
THOS. F. BUCK, Pres't.
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Doc. No. 17.
Return of the state of the Luray and Front Royal Turnpike Company for the
year ending October 13, 1853.
Capital stock, $20,000:
Subscribed by individuals 320 shares, at $ 25 per share,
.
-
8000 00
Subscribed by commonwealth 480 shares, at $25 per share,
-
.
12000 00
Received from tolls since commencement,
-
-
-
788 89
Received from interest and costs on road, stock and executions,
-
28 34
Balance due the treasurer this day,
-
-
.
-
36 36
$ 20853 59
Expenditures from commencement of the work, July 26, 1851,
to present date, October 13, 1853, have been as follows:
Paid contractors for construction, &c.
-
-
-
16759 50
land damages,
-
-
-
-
-
1440 00
president's salary,
-
-
-
.
-
375 00
secretary, treasurer and collector,
-
-
-
-
493 33
directory,
-
-
-
-
-
361 10
repairing road,
-
-
-
-
-
231 62
toll gate keepers,
-
-
-
-
-
124 25
engineer,
-
-
-
-
-
225 00
for stationery and printing,
-
-
#
-
88 %
for labor for location, &c.
-
-
-
-
100 99
law expenses,
-
-
-
.
-
84 92
This sum due from individual stockholders,
-
-
-
256 12
"
"
commonwealth,
,
-
-
-
313 50
$ 20853 59
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Doc. No. 17.
215
Statement of Receipts and Expenditures within the year.
Received from individual stockholders,
.
-
-
.
536 07
commonwealth,
.
.
.
-
1681 50
tolls,
-
.
-
-
-
738 91
interest and costs on executions, &c.
-
-
28 34
Balance due treasurer this day,
.
-
-
-
36 36
$ 3021 18
Disbursements:
Paid contractors for construction,
.
-
-
-
1591 02
land damages,
-
-
-
-
-
530 50
directors,
-
-
-
.
-
-
125 00
repairing road,
-
-
-
-
-
231 62
treasurer, secretary and collector,
.
-
-
-
125 00
president,
-
-
-
-
-
-
100 00
engineer,
-
-
-
-
-
-
75 00
law expenses,
-
-
-
-
-
35 02
toll collectors,
-
-
-
-
-
113 25
printing and stationery,
-
-
-
-
32 67
reviewers, &c.
-
-
-
-
12 00
treasurer, for balance due him last year,
-
-
-
50 10
$ 3021 18
THOS. N. ASHBY, Treas.
List of Officers.
Thomas F. Buck, president, salary, $100 per annum; Gibson N. Roy, state director,
$ 25 per annum ; Edward W. Wood, $ 25 per annum; Peter Price, $ 25 per annum; Wm.
Miller, private, $ 25 per annum; Wm. F. Jones, $ 25 per annum; Thos. N. Ashby, secre-
tary, treasurer and collector, $ 125 per annum; Thomas N. Ashby, state proxy, nothing;
Mahlon S. Lovett, engineer, $5 per diem ; Berryman Jones, gate keeper, $ 1 per week;
Mary A. Utz, 75 cents per week ; Anthony Hume, 75 cents per week; William Darnell,
75 cents per week.
Length of road 251 miles-25 miles completed.
The road has been kept in repair by employing labor by the day, under the superin-
tendence of the directory.
The engineer will forward a map of the road so soon as completed.
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Doc. No. 17.
COMMITTEE'S REPORT.
tockholders of the
Luray and Front Royal Turnpike Company.
The undersigned, members of a committee appointed by the board of
examine and report upon the accounts of Thomas N. Ashby, secretary and
eg leave to report that they have carefully performed that duty, and find the
a accounts of Mr. Ashby to have been kept with great neatness and accuracy, and
as properly accounted for all the funds paid into his hands, having satisfactory
- for each and every item of disbursement. Our examination of his accounts er
m the 1st day of October 1852 to the 6th day of October 1853.
All of which is respectfully submitted.
GILES COOK,
JNO. R. JACKSON,
HANSON DORSEY,
CHAS. H. GREEN,
Committee.
It being inconvenient to act with the other members of the committee, I have made &
separate examination of Mr. Ashby's account, above referred to, and fully concur in the
above report; and will add that in my opinion his exceedingly full and careful system of
book keeping is calculated in a great measure to obviate the embarrassments and difficulties
80 common with joint stock companies.
MARCUS B. BUCK.
We, Thos. F. Buck, president, and Thos. N. Ashby, secretary of the Luray and Front
Royal turnpike company, certify that all the foregoing papers are correct extracts of the
originals, which are very respectfully submitted to the Board of public works of Virginia
THOS. H. BUCK, Pres't.
THO. N. ASHBY, Sec'y.
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Doc. No. 17.
217
SANDY RIVER TURNPIKE COMPANY.
WAYNE Co., September 30, 1853.
To the Board of Public Works.
GENTLEMEN,
I send you herewith our second annual report. Three miles
of the road are now completed; 13 miles more are now under contract, and the
work progressing well.
Yours, with respect,
JAMES RUSSELL, President.
28
Digitized by Google
Doc. No. 17.
Return of the state of the Sandy River Turnpike Company for the year ending
30th September 1853.
Capital stock, $5000:
Sub bed by individuals,
-
*
.
.
2000 00
by Board public works,
-
.
.
-
3000 00
ntion
by do.
-
-
.
1950 00
by individuals,
-
-
-
877 50
di in astructing the work to this time
ontractors,
-
-
-
-
2017 44
engineers and assistants,
-
-
.
63 25
directors,
-
-
-
-
28 00
to treasurer,
-
-
,
54 31
To president,
-
-
-
.
6 00
To secretary,
#
*
-
+
2 00
For printing,
-
,
-
1 50
$5000 00
5000 00
By order of the president and directors.
JEREMIAH WELLLMAN, Ser'y.
A majority of the stockholders of the Sandy river turnpike met at the house of John
Smith, on the 30th day of September 1853, for the purpose of holding their annual meet-
ing, the shares of the state being represented by F. Moore, their proxy. A majority of
the stockholders being present, they proceeded to the election of its officers for the next
year; and thereupon James Russell was elected president of said company. They further
appointed the following five individuals as directors, viz: John L. Zigler, John Smith,
Samuel Hatten, jr., Tarlton W. Everett and R. J. Dodd. A majority of said directors
being present, formed a board, with the president in the chair, for the transaction of basi-
ness; and thereupon, the said board appointed Abraham Cyrus, jr., treasurer, and Jere-
miah Wellman, secretary; whereupon, the said Abraham Cyrus, jr. entered into bond,
with Jeremiah Wellman his security, in the penal sum of $10,000, conditioned as the law
directs, payable to said company, as treasurer, which was acknowledged and approved of
by the board, and ordered to be filed with the secretary.
By order of the president and directors.
JEREMIAH WELLMAN, Secretary.
List of Officers.
James Russell, president, $1 per diem; John Smith, John L. Zigler, Samuel Hatten, jr.,
Tarlton W. Everett and R.J. Dodd, directors, $1 per diem; Abraham Cyrus, jr., treasurer,
21 per cent. on amount collected; Jeremiah W ellman, secretary, $1 per diem.
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Doc. No. 17,
219
ST. MARY'S TURNPIKE COMPANY.
To the Board of Public Works.
GENTLEMEN,
The president and directors of the St. Mary's turnpike com-
pany respectfully submit herewith their report for the year ending September 30,
1853, showing the financial condition of the company, the receipts and expendi-
tures for the past year, and a correct list of private stockholders, in addition to
the list returned with last year's report to the Board of public works, now
making the amount of stock held by individuals $ 4,000. The stockholders in
said list having paid to the treasurer one-half of their stock, being 500, it leaves
the private or individual stock one-half, or $2,000 paid-the same amount
unpaid; and also, a list of the officers and agents for said company, with such
other remarks as may be necessary.
STATE OF THE WORK.
In consequence of the high prices both of hands and provisions, the board of
directors, with the consent of contractors, made an order to confine their opera-
tions for the past year to that part of the road which lies in Pleasants county
between St. Mary's and Bull creek, being twelve miles, leaving that part between
Bull creek and Parkersburg, which is in the county of Wood, to be constructed
the coming year. That part of the work between St. Mary's and Bull creek is
nearly completed; ten miles are finished, and the two remaining miles pretty well
advanced.
The board of directors recently at a called meeting made an order changing
the location in several places between Bull creek and Parkersburg. The map of
the road has to be remodled, and will be forthcoming in two months.
The mode of keeping the road in repair is yet unsettled, because of its passing
through several fields where it was impossible for the owners to make their lane
fences before the coming winter; the company will therefore be postponed in
erecting toll gates until next spring, at which time the mode of repairing will be
fixed.
Respectfully submitted, by order of the board of president and directors.
H. C. CREEL, Clerk.
Digitized by Google
Doc. No. 17.
Return of St. Mary's Turnpike Company, year ending 30th of September 1853.
Capital stock, $10,000 :
hscribed hv i
iduals 120 shares, at $25 each,
-
-
- 3000 00
scribed
iduals in the list accompanying this report marked C,
w shares
each,
191
-
. 1000 00
Anhecribe
commonwealth 240 shares, at $ 25 each,
-
- 6000 00
mmonwealth's subscription unpaid,
#
,
3750 00
lividual subscription unpaid,
.
-
2000 00
Expenses of constructing work from commencement to this date :
Cash paid John K. Prince, for making road,
-
-
3500 00
Cash paid James Galvin, for making road,
-
-
500 00
To cash on hand,
-
-
-
-
-
250.00
$10000 00 10000 00
By order of the board.
H. C. CREEL, Clerk.
Balance of money on hand, per last return,
-
-
250 00
For capital stock, amount received from individuals,
4
-
1750 00
For capital stock, amount from Board of public works,
.
2250 00
Cash paid for making road,
-
-
*
-
-
4000 00
Balance of money on hand,
.
-
-
-
-
250 00
$4250 00
4250
00
List of Officers.
Alex. H. Creel, president; Robert Treplett, on the part of private stockholders; Benja
G. Prince, Jesse Pride and Lewis A. Phelps, on the part of the state; Henry C. Creel
clerk and treasurer.
By order of board of directors,
HENRY C. CREEL.
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Doc. No. 17.
221
BUCHANAN AND BEDFORD TURNPIKE COMPANY.
BUCHANAN, Nov. 19th, 1853.
To the Board of Public Works.
GENTLEMEN,
I herewith submit a statement from the treasurer, showing the
receipts and disbursements of the Buchanan and Bedford turnpike company for
the fiscal year ending on the 30th day of September 1853.
The road has been completed and received by the county courts of Botetourt
and Bedford, and toll gates (two in number) established upon it. The collection
of tolls had been commenced 80 short a time before the termination of the fiscal
year, that it was not deemed important to make settlements with the toll gather-
ers and bring the tolls into that account. The road is in a good state of repair,
however, throughout its whole line, and from the tolls received to this time, I
think there will be a good income the present year.
The unsubscribed $ 500 of individual subscription has not all been taken yet :
and a portion of the debt of the company, for the construction of the road, re-
mains unpaid. This remaining stock, however, the greater part of which has
been recently subscribed, and the remainder of which I have reason to believe
will be subscribed in a very short time, will, with the corresponding subscription
on the part of the state, and some small arrearages of stock heretofore subscribed,
fully pay off all the indebtedness of the company.
Very respectfully,
WM. W. BOYD, Pres't.
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Doc. No. 171
The Buchanan and Bedford Turnpike Company,
In account with F. A. MARTIN, Treasurer.
1852.
Oct.
To balance due treasurer, as per account rendered to this date,
592 87
Paid contractors in October and December,
-
-
1261 81
Commission 3 per cent. on $ 2685, collections to 1st November from
individual stockholders,
-
-
-
80 55
Commission 1 per cent. on $ 3711, collections from Board of public
works,
-
-
-
37 11
1853.
Paid contractors in the months of January, February, March and
April,
-
-
-
-
-
1886 49
Paid Thomas Markham, damages,
-
-
.
30 00
Paid for repairing road, &c.
-
-
-
-
198 87
4087 68
Contra:
Amount collected from individual stockholders,
-
1257 43
Amount of Board of public works,
-
-
2709 00
3966 43
Nov. 1, Balance due treasurer,
-
$121 25
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Doc. No. 17.
223
HEDGESVILLE AND POTOMAC TURNPIKE COMPANY.
To the Board of Public Works.
GENTLEMEN,
The president and directors of the Hedgesville and Potomac
turnpike company beg leave to make the following report to the Board of public
works, showing the progress and condition of their work from the commence-
ment up to the month of November 1853
In August 1852, the company let a fraction less than 21 miles of this road,
commencing on the Martinsburg and Potomac turnpike, about three miles from
the Potomac river, passing. through the town of Hedgesville, and thence, running
up the Back creek valley, connecting with the Berkeley and Hampshire turnpike,
which road connects with the Northwestern turnpike near the town of Romney,
which gives this road a continuous line of turnpike to Parkersburg on the Ohio
river, and connecting on the east with the improvements in Maryland.
This road was let at an average cost but little exceeding four hundred dollars
per mile, which was considered very low by the board of directors, when it was
taken into consideration that the larger portion of the road run across a lime-
stone country, and a large amount of rock had to be blasted.
The first portion of the road was let to Patrick Brosnahan, nearly ten miles.
The second division was let to Smith & McManis, nearly 11 miles.
The whole of the work let has been completed by the contractors, and taken
off their hands, and paid for by the company.
The commissioners appointed by the court have examined the road and made a
report to the November term, setting forth in their report that the road had been
made and finished according to law; which authorizes the company to put up
gates and receive toll on the road, which will be done 80 soon as the necessary
arrangements can be made.
The directors of this company are Henry J. Seibert, Robert K. Robinson and
James L. Cunningham, on the part of the state, and Israel Robinson proxy; on
the part of the stockholders, Robert V. Snodgrass and Daniel Lafever.
Herewith I send you the treasurer's report of the Hedgesville and Potomac
turnpike compauy.
You have been furnished with a list of the stockholders, and a map of the
road has also been sent to the Board of public works.
All of which is respectfully submitted.
ALLEN C. HAMMOND, Pres't.
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Google
Turnpike Company up to the 9th
ensure 1853.
-
-
-
4000 00
-
-
-
6000 00
$10000 00
-
-
-
3641 50
-
-
-
5400 00
9041 50
3 con'tor, for work done,
4072 02
"
"
"
3428 75
"
"
"
1000 00
8500 77
-
-
25
-
-
8 00
printing,
-
-
19 00
carrier,
-
-
5 00
-
-
5 00
bridges, &c.
-
-
32 50
Main carrier,
-
-
4 00
worer,)
-
-
2 50
-
-
2 00
for engineering, platting, &c.
97 50
-
-
24
-
-
.
364 74
$ 9041 50 9041 50
-
-
-
-
$ 364 74
HENRY J. SEIBERT . Treas'r.
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Doc. No. 17.
225
STAUNTON AND JAMES RIVER TURNPIKE COMPANY.
Report of the Financial Condition of the Staunton and James River Turnpike
Company for the year ending the 30th day of June 1853.
Capital stock, $ 80075 00:
Subscribed by the state, 1640 shares of $ 25 each,
- 41000 00
individuals, 1563
"
"
- 39075 00
$ 80075 00
Amount of private subscriptions unpaid,
-
-
1198 05
Expended in the construction of road from commencement to
30th June 1853,
-
-
-
-
*78876 95
$ 80075 00
Property held by the company:
-
One house and lot in Scottsville, supposed to be worth
-
200 00
"
toll-house and lot of 51 acres at Rockfish gap,
-
350 00
"
toll-house and lot of 17 acres at Christian's creek,
-
400 00
Three horses, three carts, and other implements for working
road,
-
-
-
-
-
275 00
1225 00
Dividend from 1st July 1851, to 1st July 1853,
-
-
-
$ 4694 02
Cash on hand the 1st day of July 1852, after deducting expenses and divi-
dend,
-
-
-
-
-
-
487 70
Cash on hand on the 1st day of July 1853,
-
-
-
3458 26
Statement of Receipts and Disbursements during the year.
To this sum received from tolls for the year ending 30th June 1853,
-
5577 83
" balance on hand on 1st July 1852,
-
-
-
-
487 70
" this sum collected from private subscriptions of stock,
-
-
978 81
" balance due treasurer on the new stock account,
-
-
84
$ 7045 18
By this sum paid for repairs out of tolls,
-
-
2607 27
" this sum paid for improvements out of the stock,
-
979 65
3586 92
" Balance in hands of treasurer on 1st day of July 1853,
-
-
$ 3458 26
No dividend was declared until the 21st day of July 1853, at which time a dividend of
3 per cent. was ordered on the whole capital stock of $ 80075.
WM. M. WADE, Treasurer.
October 1, 1853.
29
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Dbc. No. 12
TAZEWELL COURT-HOUSE AND FANCY GAP TURN-
PIKE COMPANY.
Return of the state of the Taxewell Court-house and Fancy Gap Turnpike
Company for the year ending 30th September 1853.
Capital stock, $ 72000 00:
Subscribed by the counties,
-
-
-
-
28800 0
Subscribed by the Board of public works,
-
-
-
43200 0
Amount of subscriptions by the Board of public works unpaid,
10061 75
"
**
by the counties unpaid,
-
6707 83
Expended in construction of the work from commencement
(1849,) to this date, viz:
To Contractors.
-
-
-
-
42860 38
Engineer and assistants,
.
-
-
4029 46
Land damages,
-
-
-
-
1695 51
Treasurer,
-
-
-
-
341 64
Directors,
-
-
-
-
668 00
Printing,
-
-
-
-
47 77
Repairs,
-
-
-
-
608 68
Postage,
-
-
-
-
1 33
Stationery,
-
-
-
-
5 00
Clerks' tickets,
-
-
-
-
13 40
Costs of suit,
-
-
-
-
14 20
Cost of one hatchet,
-
-
.
1 00
Services of axeman,
-
-
-
9 00
Superintending contractors,
-
-
-
10 15
Removing timber and other obstructions out of road,
-
7 25
Measuring road,
-
-
-
-
4 00
Commissioner, for examining road,
.
-
6 00
Cash on hand 30th Sept. 1853,
-
-
-
4907 65
$ 72000 00
72000 0
.
.
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Doc. No. 17.
227
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report,
-
1909 62
Add receipts during the year, viz:
For capital stock-amount received from the counties,
-
8426 64
amount received from Board of public works,
12639 96
Total receipts,
-
-
22976 22
Deduct disbursements during the year:
For Repairs,
.
-
-
-
529 00
Officers' salaries, engineers and assistants,
.
-
69 00
Other expenses of the current business :
For Contractors,
-
-
.
-
16256 32
Treasurer,
-
-
-
-
115 00
Land damages,
-
-
-
-
689 75
Directors,
-
-
-
-
320 00
Printing,
-
-
-
-
19 50
Stationery,
-
-
-
-
5 00
Clerks' tickets,
-
-
-
-
13 40
Costs of suit,
-
-
-
-
14 20
Cost of one hatchet,
-
-
-
1 00
Services of axeman,
-
-
-
9 00
Superintending contractors,
-
-
-
10 15
Removing timber and other obstructions out of road,
-
7 25
Measuring road,
-
-
-
-
4 00
Commissioner, for examining road,
-
-
6 00
Total disbursements,
-
18068 57
Balance money on hand,
-
-
$ 4907 65
By order of the board of president and directors.
At a meeting of the board of directors of the Tazewell court-house and Fancy gap
turnpike company, held at their office in Wytheville, on the 19th day of November 1853:
The foregoing report of the operations and condition of this company was made out,
examined, approved, and ordered to be forwarded to the Board of public works.
Teste,
WILLIAM H. COOK, Sec'y.
Digitized by Google
Doc. No. 17.
SHINNSTON TURNPIKE COMPANY.
To the Board of Public Works.
GENTLEMEN,
The president and directors of the Shinuston turnpike com-
pany beg leave to make report to your honorable body, of the condition of the
mprovement under their direction, up to the 1st October 1853.
The insufficiency of stock, and the difficulty in procuring additional subscrip-
tion thereto, have prevented the progress of the work from advancing during the
last year to any considerable extent.
A copy of the map of said improvement is now being prepared by the engi-
neer, to be transmitted to your honorable body, which will show the length to be
33 miles and a fraction.
Nineteen miles of this have been finished for some time, and declared suitable
for the erection of toll gates.
This portion of the road is now in good condition for travel, and is proving it-
self eminently serviceable to the country through which it passes. One other
section is in a state of considerable forwardness, but will not be completed before
some time next summer, when it is expected that said section, together with
about two miles more, will be finished.
About seven miles still remain unsold, and will remain so until more stock can
be procured.
On the 8th day of August last, one toll gate was erected on the 3d section,
since which time tolls have been paid at said gate. Other gates were thought to
have been established before now, but the impossibility to get persons living
along the line to take charge of the gates, has so far prevented it. Ground for
the purpose and the erection of toll-houses will probably have to be provided by
the company before the services of gate keepers can be procured.
The stockholders of the said Shinnston turnpike company, in general meeting,
on the 7th of April last, adopted a resolution to extend said road from Shinn-
ston to Worthington, a distance of some 6 or 8 miles, and also to have a branch
to said road which may intersect the N. W. turnpike about four miles west of
Clarksburg: and the Board of directors at its last meeting, adopted resolutions
recommending the construction of some two or three other short arms or lateral
branches, all of which, if once constructed, would be improvements of much
value.
It is confidently believed by the board that the necessary stock for the special
purpose of making those arms and extension, can be obtained more readily than
stock to finish the present line of road; and the board, therefore, have thought it
expedient to make the trial.
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Doc. No. 17.
229
The expenditures of the improvement from the 1st of October 1852, till the 1st.
of October 1853, have been $ 2765 591, and the receipts for the same period
have amounted to the sum of $ 2607 07 : of this sum $1766 904 has been received
from the commonwealth, and $ 840 16, has been derived from individuals.
Respectfully submitted,
JESSE J. ALLEN,
FELIX R. COFFMAN,
GEORGE B. HARTEN,
Directors.
Digitized by Google
Doc. No. 17.
MECHANICKSBURG AND WYTHE TURNPIKE COMPANY.
Return of the State of the Mechanicksburg and Wythe Turnpike Company for
the year ending 30th September 1853.
Capital stock originally,
-
-
-
-
-
5000 00
Afterwards increased,
-
-
-
-
-
,
15000 00
Total capital,
.
-
.
1
$ 20000 00
Subscribed by individuals, of the original capital,
-
2000 00
"
"
of the increased capital,
.
500 00
Total subscribed by individuals,
.
2500 00
Subscribed by the commonwealth,
-
-
#
3750 00
Total subscribed by the commonwealth,
.
3750 00
Amount subscription by the commonwealth unpaid,
-
3750 00
Amount subscriptions by individuals unpaid,
-
-
2250 00
Expended in construction of the work from commencement
(1853) to this date, viz:
Engineer and assistants,
-
-
-
-
160 00
Cash on hand 30th September 1853, as per statement below,
90 00
$6250 00
6250 00
Statement of Receipts and Expenditures within the year.
Receipts during the year, viz :
For capital stock, amount received from individuals,
-
250 00
Total receipts,
-
-
-
250 00
Deduct disbursements during the year
For officers, viz : Engineer and assistants,
-
-
160 00
Total disbursements,
-
-
160 00
Balance money on hand,
-
.
$90 00
By order of the board of president and directors.
WM. TERRY, Sec'y.
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Doc. No. 17.
231
/
GILES, FAYETTE AND KANAWHA TURNPIKE CO.
Return of the Giles, Fayette and Kanawha Turnpike Company for the year ending
30th September 1853.
Capital stock,
-
-
-
-
-
59950 00
Increased by appropriation, by act of February 1853,
-
-
15000 00
Amount,
-
-
-
-
$ 74950 00
Subscribed by individuals 1198 shares, at $ 25 each,
-
-
29950 00
Subscribed by commonwealth 1200 shares, at $ 25 each,
-
-
30000 00
Additional state appropriation,
-
-
-
-
15000 00
Tolls, rents, &c. from commencement of the work to date,
-
-
4361 85
Amount of commonwealth's subscription unpaid,
-
658 40
Amount of individual subscriptions unpaid,
-
-
8257 00
Expended since commencement of work, as per report of 1850,
51520 81
Expended in repairs since that time,
-
-
2128 27
Expended in paying debts due for work, &c.
-
-
5554 011
Expended in paying land damages and costs,
-
-
195 12
Expended in paying officers of the company,
-
-
374 221
Amount in bank, as per report 1850,
-
-
763 97
Balance on hand, as per statement below,
-
-
9860 04
$ 79311 85
79311 85
Statement of Receipts and Disbursements within the year.
Balance on hand last year,
-
-
-
-
75 314
Capital stock received from Board of public works,
-
-
15000 00
Tolls received up to 30th September 1853,
-
-
-
664 23
Deduct disbursements:
For improvements and repairs,
-
-
-
718 36
For damages and costs,
-
-
-
-
29 01
For salaries of officers of the company,
-
-
187 121
For debts due for making road, &c.
-
-
4945 01
Balance on hand,
-
-
-
.
9860 04
15739 54,1
15739 541
The work on the road has been progressing this summer, but no additional road has
been received. The amount of tolls is barely sufficient to keep the road in repair, and
will not probably do more until the road is finished.
There are no dividends.
JOHN H. VAWTER, Treas'r.
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Doc. No. 17.
BERRYVILLE AND CHARLESTOWN TURNPIKE CO.
lurn of the state of the Berryville and Charlestown Turnpike Company for the
year ending September 30, 1853.
Capital stock, $35,000:
Subscribed by individuals 560 shares, at $25,
-
-
-
14000 00
"
state
840
"
"
.
-
-
21000 00
Tolls received,
-
-
-
-
-
1329 73
Costs, &c.-various,
-
-
-
+
-
15 46
Money borrowed :
Valley Bank,
-
-
-
-
-
6700 00
Individuals,
-
-
-
-
.
2257 33
Amount of state subscription unpaid,
.
-
1501 62
Amount of individual subscription unpaid,
-
-
1062 18
Expended in construction:
To contractors,
-
-
-
-
32151 99
Engineers,
-
-
-
-
-
1118 19
Land damages,
.
-
-
-
4283 32
Toll-houses, lots, gates,
-
-
-
-
1156 43
Lawyers,
-
-
-
-
-
256 00
Timber for bridges,
-
-
-
+
248 90
Treasurer,
-
-
-
-
-
606 91
Toll gatherers,
-
-
-
-
253 48
Repairs,
-
-
-
-
-
199 85
Debts paid:
Valley Bank,
-
-
-
-
1300 00
Individuals,
-
-
-
-
-
257 33
Discount and interest,
.
-
.
-
-
580 26
Various,
-
.
.
-
-
197 30
Cash on hand,
.
-
-
-
56 99
$ 45302 52
45302 52
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Doc. No. 1%
Statement of Receipts and Expenditures within the year.
Balance on hand, per last annual report,
-
.
972 88
Add receipts during the year :
For capital stock, of individuals,
-
-
-
645 88
"
"
state,
-
-
-
1083 71
Tolls,
-
-
-
-
-
852 73
Costs, &c.
-
-
-
-
-
64 94
Money borrowed:
Valley Bank, Charlestown,
-
-
-
3200 00
Individuals,
-
-
-
-
-
150 00
6970 14
Deduct expenses:
To contractors,
-
-
-
-
3687 3Q
Engineers,
-
-
-
-
-
41 50
Land damages.
-
-
-
-
122 45
Toll-houses, (two,)
-
-
-
-
499 06
Toll-gates, mile posts, &c.
-
-
-
25 60
Lawyers,
-
-
-
-
-
26 00
Timber for bridges, &c.
-
-
-
-
10 35
Treasurer,
-
-
-
-
-
100 66
Toll gatherers.
-
-
-
-
203 48
Repairs and improvements:
Wages of laborers by month,
-
-
-
, 170 00
Tools,
-
-
-
-
-
11 25
Breaking stone, &c.
-
-
-
-
18 60
Debts paid :
Valley Bank,
-
-
-
-
-
1300 00
Individuals,
-
-
-
-
-
257 33
Discount and interest,
.
-
-
-
-
385 33
Fee bills, printers, &c.
-
-
-
-
54 24
6913 15
On hand,
0
-
-
-
$ 56 99
Length of road 12/ miles-all finished. Mode of keeping in repair-one laborer em-
ployed by the year. Average cost per mile $ 3250.
List of Officers, &c.
State proxy, Province McCormick; president, H. F. Thornton ; state directors, Francis
McCormick, Alfred Castleman, G. W. Turner; private directors, T. P. Pendleton, J. J.
Lock; three toll gate keepers, $ 75 per annum, each; treasurer and secretary, Lawson
Botts, $100 per annum; laborer, Dennis Fenton, $ 20 per month.
The foregoing report has been delayed in consequence of the absence of our secretary
from the state.
HOW. F. THORNTON, Pres't.
30
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Doc. No. 17.
ANDONVILLE, KINGWOOD AND EVANSVILLE T. CO.
Report of Thomas Scott, Superintendent of the Brandonville, Kingwood and
Evansville Turnpike Company to 31st October 1853.
Statement of receipts and expenditures:
alance in hands of superintendent 3d November 1852,
-
-
732 71
mount of interest received,
-
-
.
-
40 32
Amount of tolls collected,
-
-
-
-
184 56
Amount paid for repairs in this year,
.
.
-
238 94
Balance in hands of superintendent 31st October 1853,
-
-
718 65
$ 957 59 957 59
The road is in pretty good repair except two bridges, which are now being repaired. I
should have made my annual report much sooner, but could not obtain anything of the
board of directors until the 18th inst.
THOS. SCOTT,
Superintendent.
Brandonville, Nov. 21st, 1853.
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Doc. No. 17.
235
MIDDLEBROOK AND BROWNSBURG TURNPIKE CO.
REPORT.
To the Board of Public Works.
GENTLEMEN,
The board would respectfully report, that since the last annual
meeting of the stockholders, a large amount of work has been done on the com-
pany's line of improvement. The whole work from Staunton to the point of
junction with the plankroad near Lexington, with the exception of about one
mile and three-quarters, nearest the junction, has been put under contract, and is
far advanced towards completion. Owing to the successive failures of two con-
tractors, the three miles nearest Staunton are in an unfinished condition, although
open to the travel. Your board expect to take the necessary steps for the com-
pletion of these three miles at an early day. There is also a mile immediately
north of Middlebrook, which has been but recently put under contract, but its
completion in the coming spring is confidently expected. The road south of
Middlebrook, with the exception of the one and three-quarter miles above re-
ferred to, is nearly finished, and may be expected to be ready for the erection of
gates early in the spring. That portion of the road not contracted for has been
left in its present condition by the board, from an apprehension that the means of
the company might be expended by existing contracts, and that they were not
justified in running the hazard of embarrassing the company by new contracts,
until the old ones were so far advanced as to enable them to ascertain with some
degree of certainty the amount of means still at their disposal. The propriety
of this caution on the part of the board is manifest, from the exhibit of the
finances of the company as made by the treasurer, and hereto appended as part
of this report. From the treasurer's statements, it will be seen that the capital
stock of the company is 20000 that of this sum the state subscribed $12000,
and individuals $ 8000. That there has been received from the state $11250, and
from individuals $ 7500; that there is due and unpaid from the state $ 750, and
from individuals $ 500.
At the date of the last annual report, the aggregate amount of dis-
bursements actually made was
-
-
-
-
6477 23
The payments since made up to the 15th October 1853, amount to - 10952
231
Making an aggregate of disbursements to 15th October 1853, of
-
17429 46₫
Leaving a balance on hand, of
-
-
-
-
1320 531
$18750 00
The amount still owing the company is
-
-
-
1250 00
The balance on hand is
-
-
-
-
-
1320 531
Making an aggregate of available means, of only
-
- 2570 531
Which will probably not suffice to pay the present liabilities of the company on
account of balances still due on existing contracts. Your board have not there-
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Doc. No. 17.
fore the mea. t their command, either in hand or prospectively, to place under
contract the one and three-quarter miles, at the southern extremity of their work.
In view of this deficiency, your board would urge upon the stockholders to
make an appeal to the general assembly for an increase of the capital stock of
the company to the additional amount of $ 5000, on the same basis on which the
riginal capital stands. Your board are confident that no similar improvement
I the state more justly merits the confidence and support of the legislature. It
must necessarily become, as soon as completed, one of the most valuable roads
the same length in the state. Throughout its entire length it passes through
pulous and wealthy country, and must inevitably become a most important
to the Central railroad at Staunton, and the North river improvement at
ugton.
Respectfully submitted.
JOHN RANDOLPH, President.
November 26, 1853.
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Doc. No. 17.
237
Return of the Middlebrook and Brownsburg Turnpike Company for the year ending
October 15, 1853.
Capital stock, $ 20000 00 :
Subscribed by state,
480 shares, at $ 25 per share,
-
-
12000 00
individuals, 320
"
"
"
-
-
8000 00
Capital stock to be raised under amended charter, by individual sub-
scription:
Amount of commonwealth's subscription unpaid,
-
-
750 00
individual
"
"
-
-
500 00
Expended in construction from commencement, in grading,
-
11638 41
Land damages, -
-
-
-
-
3063 02
Salaries of officers, printing, contingencies, &c.
-
-
2728 04
Cash on hand to 15th October 1853, as per statement below,
-
1320 52
$ 20000 00
Contra :
Capital stock, amount received from individuals,
-
-
7500 00
Board of public works,
-
11250 00
$ 18750 00
Paid contractors, for grading,
.
-
-
11638 41
Land damages.
-
-
-
-
3063 02
President's salary, $ 200 per annum; secretary and treasurer,
$100 per annum; engineering, pay of directors, &c., in-
cluding incidental expenses,
-
-
-
2728 04
$17429 47
Balance cash on hand,
-
,
-
-
-
$1320 52
PRESTON T. LINK. Treasurer.
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Doc. No. 17.
SOUTHWESTERN TURNPIKE.
ENGINEER'S OFFICE S. W. TURNPIKE,
December 5th, 1853.
R. DRINKARD, Esq.
Secretary Board of Public Works.
Since the date of my last annual communication, the 13th, 14th,
16th, 17th, 21st and 27th sections of the Marion division have been received.
ling of the 18th section of the same division is nearly completed, and a
able quantity of rock for macadamizing it is in readiness. No work has
en done on the 19th and 20th sections of this division.
The 4th section of the Abingdon division is nearly finished and if the weather
continue favorable, it will probably be completed in two or three weeks.
A contract has recently been made with Messrs. Scott & Adams for construct-
ing the 5th and part of the 6th section of the Abingdon division, which reaches
to the bridge over Holston river, at the Seven Mile ford in Smyth county.
The work has been commenced with a strong force; and from the great energy
and experience of these gentlemen, it is believed that it will be completed in a
short time, and in the most satisfactory manner.
The unexpended balance of the last appropriation now on hand, with some aid
from the tolls, is sufficient to complete the line to this point.
When these sections shall have been finished, there will be a continuous line of
turnpike reaching from Buchanan to the Seven Mile ford, a distance of 1334
miles; and there will then remain 421 miles to be provided for by future legis-
lation.
In consequence of the great number of public works now in progress in this
country, and the increased price of labor and provisions, the average cost of con-
structing this portion of the road will be about $3000 per mile, or $126,750 for
the whole distance, exclusive of the cost of toll, lots and houses.
Whether the improvement is to stop at the Seven Mile ford, or be extended to
the Tennessee line, according to its original destination, rests wholly with the
general assembly. Without an additional appropriation the work cannot advance
beyond the Seven Mile ford.
Within the present year the superstructures of bridges Nos. 1 and 2, over
Roanoke river in Montgomery county, have been rebuilt. No. 2 was nearly com-
pleted at the date of my last annual report. These bridges are now constructed
in the most substantial manner, and out of the best materials. No fear need be
apprehended of their giving way 80 long as the timbers last. The contractor
may justly be regarded as among the most reliable and capable of any that has
been employed on the Southwestern turnpike.
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Doc. No. 17.
239
Two spans of bridge No. 3 over the same river gave way last summer, by the
falling of two piers. These piers have recently been rebuilt, and the superstruc-
ture repaired.
One of the abutments of the bridge over Mill creek, near Buchanan, was
seriously injured by a freshet last summer. This has also been repaired.
Had these bridges been faithfully constructed in the first instance, nearly $ 5000
would have been saved to the commonwealth.
But the operations of the present year have mainly been directed to repairing
the road itself. This has literally been the task of Sisyphus.
The amount of freight which wagons have been carrying on this road, has only
been limited by their capacity to contain it. These loads usually range from 6500
to 10,000 pounds. In some instances, they have reached as high as 12,000 pounds;
and in no instance has broader tire than 21 inches been used. No road surface
can sustain such immense weight, supported by such narrow wheels, without
being most seriously damaged.
The surface of the road, especially when the weather was wet, (and this was
the case during nearly the whole of last winter and great part of the spring,) was
cut into deep ruts, which required incessant labor to repair. And it generally
happened that the injury done by one of these heavy trains, could not possibly be
repaired before another followed with equally injurious consequences.
The late order of the board restricting the amount of freight on wagons having
narrow wheels, will, to some extent, correct this evil. But to make this policy
still more effective, I would respectfully advise that no wagon having narrow
wheels be permitted to take on more than 5500 pounds. This arrangement, if it
should not have the effect of introducing broader wheels, will afford sufficient pro-
tection to the road from the serious injury to which it has hitherto been subjected,
and at the same time reduce the expense of ordinary repairs at least twenty-five
per cent.
A portion of the road extending two or three miles along the margiu of Plumb
creek in Montgomery county, is 80 located as to be exposed to inundation when-
ever that stream is in any degree excited. Within the last twelve months this
stream has thrice risen so high as to sweep over the road, and carry off all the
metal for a distance of a mile and a half.
A strong force has been kept constantly employed during the whole year on
this part of the road, and three times has metaled it anew. It is again, and for
the third time, in as good condition as a newly macadamized road can be.
If the necessary means were on hand, it would be advisable to change the lo-
cation at once, and place it beyond the reach of high water, as a similar disaster
may happen again any year.
The expense already incurred in repairing this part of the road, would be
amply sufficient to construct a new line.
The weather, during the last few weeks, has been unusually dry. Which cir-
cumstance, while it prevents the road from being so seriously injured by the
heavily loaded wagons, is also favorable for putting it in good condition before
the winter. To accomplish this object, all the means under my control have been
and are now actively employed.
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240
Doc. No. 17.
The following table, formed from the monthly reports of the toll gatherers, here-
with communicated, shows the amount of tolls received at each gate during each
quarter of the year, ending on the 30th September, and also the aggregate
amount received at all the gates during the same period:
GATES.
1st quarter, Tec. 31, 1852.
2d quarter, March 31, 1853.
3d quarter, June 30, 1853.
4th quarter, Sept. 30, 1853.
Total received during the
year.
No.
1,
-
-
459 23
254 50
294 27
305 60
1313 60
2,
-
-
174 53
60 39
75 96
78 49
389 37
3,
-
-
149 75.
59 50
70 35
76 93
356 53
4,
-
-
530 13
414 67
594 08
269 96
1808 84
5,
-
-
384 94
267 10
439 50
276 40
1367 94
6,
-
-
358 29
241 94
346 09
248 43
1194 75
7,
.
-
685 06
464 26
646 17
511 39
2306 83
8,
-
-
362 05
217 15
355 00
319 05
1253 25
9,
.
-
310 54
183 42
299 53
258 16
1051 65
10,
-
.
460 12
257 80
374 17
380 63
1472 72
11,
-
-
-
21 30
26 66
21 35
69 31
12,
-
-
-
-
273 04
288 81
561 85
13,
.
-
462 77
188 56
301 00
344 31
1296 64
14443 33
Stage tolls to 30th September 1853,
-
.
.
1383 84
Yearly tolls,
-
.
-
.
-
-
657 90
Total amount received during the year,
-
$16485 (if
From the foregoing table it appears that the amount of tolls received on the
Southwestern turnpike, notwithstanding the formidable competition of the rail-
road, during the whole year has been steadily increasing.
The repairs, in consequence of the many and serious casualties that happened
during the past year, have been exceedingly heavy and expensive. The principal
of these, it is believed, will not occur again.
It has been supposed by some who, perhaps, have not carefully examined the
question, that the Virginia and Tennessee railroad will supersede the necessity of
the turnpike, and that a farther extension of the latter would be an injudicious
application of public money.
To this it may be replied, that the general assembly has been committed over
and over again to its completion; that the counties of Smyth and Washington,
through which alone the turnpike has not yet been constructed, are among the
heaviest tax paying counties in the commonwealth; that they have contributed
liberally to the construction of every other public improvement in the state, and
also to this, as far as it has progressed; that they far surpass every other portion
of Southwestern Virginia, no less in the value than in the amount of their pro-
ducts; and, finally, that the commonwealth is not now at liberty to discontinue
the work, without being guilty of a manifest violation of good faith, deliberately
and officially expressed in several acts of her general assembly.
Digitized by Google
Doc. No. 17.
241
It is admitted that a railroad is by far the most valuable and important improve-
ment that can be introduced into any country that the steam car is fast super-
seding the steamboat, and, in some instances, is said to have run the latter off the
track; but it by no means follows that a railroad is the only improvement that is
necessary to the multifarious and diversified pursuits of this country still less can
it subserve the purposes of all others, or even become a substitute for them.
On the contrary, it will be found, wherever railroads have been introduced, that
other means of transportation and intercourse have, in consequence thereof, be-
come the more necessary and indispensable; and that, too, in proportion, to the
amount of business transacted by the railroad. It may be safely affirmed, that
without the aid of other roads connecting with it, a railroad would be of less ge-
neral benefit to the country through which it passed, than any other improvement
whatever; as it is evident that no matter how cheap or how rapid the rate of
transportation might be, none could be benefited by it who had no means of
reaching it. And such would be the case with respect to the Virginia and Ten-
nessee railroad, in a multitude of instances, were the Southwestern turnpike, or
some such improvement, not constructed.
The location of the railroad and turnpike being generally parallel and conter-
minous, is peculiarly favorable to their becoming mutually beneficial and aux-
iliary to each other.
Every depot on the railroad west of Salem, where the two improvements first
approximate, is located on the line of the turnpike, or within a very short distance
of it. And it is obvious that the greater part of all the freight furnished by South-
western Virginia for the railroad, as well as a great portion of that brought into
the country by the railroad itself, must necessarily be transported a greater or less
distance on the turnpike: Were the interests of the railroad company exclusively
looked to, such an improvement as the turnpike would be indispensable.
Since the present system of improvements throughout Southwestern Virginia
has been in progress, new fields of enterprise are daily springing into notice, and
seized upon with the utmost avidity. The perceptible increase of population
the rapid advance in the value of real property; and the eagerness with which
desirable locations for various branches of business are sought for, are scarcely
surpassed in any other country. As these unequivocal evidences of prosperity
manifest themselves, the domestic or local trade of the country (which is the basis
of all national wealth, as well as of all foreign commerce, and without which no
civilized community could long exist,) expands and multiplies in the same propor-
tion. This trade cannot be conducted by means of railroads, were it even possi-
ble to have them in sufficient number. It can be carried on by the turnpikes only,
which may traverse the country in all directions, and on which every man may
become his own carrier.
From all this it appears that the railroad, 80 far from superseding the turnpike,
in any degree, has made the latter the more necessary and indispensable, in con-
sequence of the awakening influence it exerts over every pursuit and every de-
partment of business in the country.
Respectfully submitted.
JAMES H. PIPER,
Eng'r & Sup't.
31
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Doc. No. 17.
NEWARK TURNPIKE COMPANY.
in of the state of the Newark Turnpike Company for the year ending 31st
October 1853.
1:
ribed
each,
-
-
- 2025 00
ribed
es, at $25 each,
-
- 3600 00
maining It
15 shares, -
-
-
375 00
Amount of commonwealtn's sur
.,..101) unpaid,
-
-
1725 00
Amount of individual subscrip
d,
-
-
1125 00
Expenses in construction
ork from commencement
(1853) to this date :
Surveying and locating road,
-
-
-
-
25 00
Expended in land damages,
-
-
-
-
50 00
One mile of road, -
-
-
-
-
175 00
Five and a half miles of road, at $ 320 per mile,
-
-
1760 00
Four hundred perch stone work, at $2 50 per perch,
-
-
1000 00
Remaining in the hands of the company,
-
-
-
140 00
$6000 00 6000 00
A large portion of the road is made, but no part under toll, the bridges not being
completed.
The directors and officers have no fixed salaries, and thus far have received no
compensation.
The whole length of the road is 71 miles.
A map of the road we are unable at the present time to furnish.
The above is respectfully submitted, by
Your most ob't serv't,
ABRAHAM ENOCH, Pres't
A. HAWLY, Sec'y.
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Doc. No. 17.
243
JACKSONVILLE AND BENT MOUNTAIN TURNPIKE CO.
FLOYD COURT-HeusE, Va., Nov. 23, 1853.
To the Board of Public Works.
GENTLEMEN,
Please find herewith enclosed a copy of the president of
Jacksonville and Bent Mountain turnpike company's report. This report was
to have been made to the stockholders in general meeting, on the 1st day of
September last past. But the stockholders failed to attend, and therefore we
have had as yet no general meeting for this year.
There is however a general meeting now advertised, at which time said report
will be offered to the stockholders. You will also please find herewith enclosed
the treasurer's statement, upon which the president in part made said report.
These two documents, it is hoped, will afford you all the information which you
may desire at present with reference to this improvement.
Very respectfully,
Your ob't serv't,
THO. G. SHELOR, Clerk.
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244
Doc. No. 17.
REPORT.
Stockholders of the Jacksonville and Bent Mountain T. Co.
GENTLEMEN,
It is my duty to exhibit to you at each general meeting of the stock-
holders, (as far as it is in my power.) the state and condition of the improvement over
which you have selected me to preside. I therefore beg leave to submit to you the follow-
ing report:
Since my last report our improvement, ns I am informed, has been completed, or
nearly so, from the eastern terminus of Mr. B. Deyerly's contract to the Pittsylvania
Franklin and Fincastle turnpike, which gives us a good road from the top of the
Bent mountain to either of the railroad depots at the Big Lick or Salem. We have about
27 or 28 miles at this time completed, or nearly so; i. e. about 15 miles, commencing at
Floyd court-house and running eastward; and about 13 miles commencing at the top of
the Bent mountain and running to the eastern terminus of our charter. This leaves an
intermediate space unfinished of about 9 or 10 miles. There is as yet but one toll gate
erected upon our improvement. This however has been owing to the fact that we could
not get any person to keep a gate on the western section of the road But I am informed
that arrangements are being made to put up a gate near Floyd court-house in a short time.
As yet there have been no dividends declared upon this improvement: it has required the
amount taken in to keep up the road. But it is believed, from the amount of travel re-
cently thrown on our road, that if it were finished and properly managed, it would pay A
good per cent. on the amount invested to construct it.
Accompanying this report, I beg leave to submit a statement made by The. G. Shelor,
(clerk and treasurer of the company,) of the financial condition of our company. You
will perceive from this statement that the funds of the company are nearly consumed.
The amount actually received by the treasurer is (according to the statement which I take
to be correct,) $ 8575, and the amount actually paid out is 8478 79, leaving a balance in
his hands of $ 96 21. There are still some items of expense, as I am informed, to be paid
out of this balance on hand, which will perhaps consume it nearly all. The amounts yet
to be paid by the state and stockholders, 605,) I am informed, is due to Joseph
Pritchard.
It is hoped, gentlemen, that this report, with the accompanying statement of the treasn.
rer, will afford you all the information you may desire at present.
Very respectfully,
PETER GUERRANT, Pres't
THO. G. SHELOR, Clerk.
September 1, 1853.
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Doc. No. 17.
245
Statement of the Financial Condition of the Jacksonville and Bent Mountain
Turnpike Company, as contained in the Books of Tho. G. Shelor, Clerk and
Treasurer of the Board of Directors, up to September 1st, 1853.
To whole amount of stock taken to this date, 148 shares, at $ 25,
-
3700 00
"
" for which the state is liable,
.
-
5550 00
By amount to T.G. Shelor, for making road,
-
-
1357 75
Jos. Pritchard, for making road, &c.
-
2931 75
Benj. Deyerly, for
"
"
.
.
1050 po
Owen Price, for making road, &c.
-
2800 00
Tho. J. Bawlding, for fencing, &c.
-
50 00
James Anthony, for engineering,
-
-
60 00
Clerk and treasurer,
-
-
.
125 00
Tho. G. Shelor, for surveying road,
-
30 00
William Willett, for fencing, &c.
-
30 00
A. L. Howard & Brother, for company's book,
2 50
Valley Whig newspaper,
-
-
2 00
Roanoke Beacon "
-
-
2 00
By amount for postage,
-
-
-
-
1 00
By amount to Jno. Helms, for making road,
-
-
29 29
By amount for one insolvent share, (Wm. C.)
-
-
25 00
"
for one share, removed after paying $5,
-
20 00
"
for nine shares unpaid in Roanoke,
-
-
225 00
"
unpaid by state,
-
-
-
405 00
"
clearing and repairing,
-
-
-
7 50
"
on hand,
-
-
-
-
96 21
$ 9250 00
9250 00
THO. G. SHELOR, Treas'r.
The above report is correct as far as I know, with the exception of some items of ex-
pense yet to be paid; the amounts of which I could not ascertain so as to enable me to
place them in the body of the report.
THO. G. SHELOR, Clerk.
September 1, 1853.
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Doc. No. 17.
JUNCTION VALLEY TURNPIKE COMPANY.
REPORT.
At the last session of the legislature, an act was passed authorizing an increase
of the capital stock of this company ($25,000) upon the three-fifths and two-
fifths principle. Notices were published that books of subscription would be
opened at various places in Augusta, Rockbridge and Botetourt, but no new
k has been subscribed since the passage of that act. Previous to its pas-
there had been subscribed 1,634 shares, being 34 shares more than the
al charter authorized the Board of public works to make a correspond-
bscription for on the part of the state, upon the three-fifths principle, but
ole amount of the original subscription has not yet been paid in. The
imount paid upon private subscription is $39,876 29, upon which the
of public works have paid the state's quota, amounting to $59,814 43.
ere is yet due from private stockholders $973 71, which, if paid, would com-
mand the state's quota of $1,460 57, making altogether the sum of $2,434 28.
1 portion of the private stock may be collected part of it is undoubtedly in-
olvent.
The debts due by the company are as follows :
To the Bank of Buchanan,
-
-
-
5,000 00
Scrips bearing 6 per cent. interest,
-
-
-
13,727 91
Drafts on Lexington savings institution,
-
-
-
6,702 90
Accounts on the books,
-
-
-
2,421 72
27,852 53
The tolls collected since the erection of the first gate amount to 8,147 88,
and there is no gate between Greenville and Staunton. When gates are erected
between these two points, the tolls will greatly increase. In the amount re-
ported as collected, the sum of $ 1,245 91 (being the amount of two accept-
ances of Farish & Co.) is included. During the past year that firm accepted two
drafts: one for 850, in favor of David P. Curry, the other in favor of W.A.
Mann, deputy sheriff, for 395 91, to be paid as their tolls for their stages should
accrue quarterly. These acceptances have been discharged, and they will be in-
debted to the company upon the settlement of their accounts for the last quarter,
a surplus, which, together with available funds now on hand, and the tolls for the
present month, will be sufficient to reduce the debts of the company at least
$ 1,000.
During the past year mile posts have been set up from Staunton to Buchanan,
and the road has been kept in good repair by persons employed to keep it in re-
pair by sections, the annual expense of which is now $ 330 dollars. There are
now eight gates at which tolls are collected, three of which are double gates, or
sections of ten miles. It is contemplated to have another gate erected at Staun-
ton in the course of four weeks from the present time, which will be a double
gate, or for a section of ten miles. The road from Staunton to Buchanan is now
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Doc. No. 17.
247
in good order, with the exception of about one mile and an eighth from near Ro-
bert Miller's tan yard to near John D. Huston's saw mill. There is some plank
lying along the road, and McClintick & Graham have a sufficiency of plank sawed
to cover it, which is expected to be done during the present year.
There has been expended by the company for land damages,
-
8,271 71
For engineering,
-
-
-
-
-
4,413 32
.
.
grading,
-
-
-
-
-
30,857 70
timber,
-
=
-
-
-
18,588 46
hauling,
-
-
-
-
-
14,969 16
sawing and planking,
-
-
-
-
31,461 03
bridges,
-
-
-
-
-
3,757 98
store accounts (for hands employed in different departments,)
5,760 25
negro hire,
-
-
-
-
-
2,701 60
personal property,
-
-
-
-
4,630 10
incidental charges,
-
-
-
-
6,138 63
law expenses,
-
-
-
-
1,042 16
discount and interest,
-
-
-
-
1,558 42
toll-house,
-
-
-
-
-
211 20
repairs of road,
-
-
-
-
598 31
$134953 11
All of which is respectfully submitted.
WM. LUSK, Pres't.
October 20th, 1853.
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Doc. No. 17.
CLA
} AND PHILIPPI TURNPIKE COMPANY.
it of the Receipts and Expenditures of the Clarksburg and Philippi
Turnpike Company for the year ending 30th September 1853.
Amount of tolls received at Harrison county gate,
-
-
-
122 00
Amount of tolls received at Barbour county gate,
-
-
-
43 00
165 00
Paid Huberd Perry, for last year's expenditure, due 30th Sept. 1852,
85 00
Paid for superintending. 1852,
-
-
.
20 00
Paid for superintending, 1853,
-
-
-
20 00
Adam Bumgardner, for three jobs of repairs, $ 5 each, 1853,
-
15 00
Washington Lee, for repairing ten miles of road, at $5 per mile,
50 00
Paid John Gibson 15 per cent. for collecting $ 122 toll,
,
18 30
Paid John Hudkins 15 per cent. for collecting $ 43 toll,
-
6 45
214 75
Balance due for labor,
.
-
-
-
-
$ 49 75
HENSON L. HOFF,
Superintendent.
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Doc. No. 17.
249
MORGANTOWN AND BRIDGEPORT TURNPIKE CO.
Return of the state of the Morgantown and Bridgeport Turnpike Company on
the 30th September 1853.
Capital stock subscribed, $17312 50:
By individuals 3011 shares of $ 25 each,
-
-
-
7512 50
By Board of public works 390 shares of $ 25 each,
-
-
9750 00
Tolls received from commencement,
-
.
-
1219 00
Interest paid by stockholders,
-
-
.
-
3 37
Advanced by treasurer,
-
-
-
-
-
47 57
G. W. Ryan,
-
-
-
-
-
13 73
Amount commonwealth's subscription unpaid,
-
-
300 00
Amount individual
"
"
-
-
1262 50
Am'nt expended in construction, salaries, &c. from com'cement,
15519 51
Amount land damages,
-
-
-
-
834 41
Amount repairs,
-
-
-
-
679 75
18596 17 18596 17
32
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Doc. No. 17.
Receipts and Expenditures during last two years.
last renert,
-
.
275 47
1
-
-
-
-
1891 13
DV
works,
-
-
-
4
2850 00
Tolls,
.
-
-
-
1054 84
ced by treasurer,
-
-
-
-
-
47 59
W. Ryan,
-
.
-
-
-
13 73
ursed:
For struction, location, &c.
-
.
-
5089 51
Land damages,
-
-
-
-
83 40
Superintendent,
-
,
-
-
170 00
Treasurer's commission,
-
-
-
117 50
Repairs,
.
-
-
-
-
672 35
$ 6132 76 6132 76
There is one or two accounts yet to settle, which will increase the company's liabilities
about 150 dollars.
F.'H. PEIRPOINT, Pres't.
THOS. G. WATSON, Sec'y.
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Doc. No. 17.
251
MORGAN AND FREDERICK TURNPIKE COMPANY.
To the Board of Public Works.
The president and directors of the Morgan and Frederick turnpike
company submit to the Board of public works, for the year ending October 1st,
1853, the following report, to wit:
That the whole line of road has been located by Mr. Washington Blythe, the
company's engineer, as follows from Potomac river opposite Hancock to Bath;
theuce, by Andrew Michael's to Oakland ; thence, to the terminus of the road,
on the North Frederick grade in Frederick county, Virginia.
Seventeen miles of said road have been put under contract, at the rate of
$ 392 94 per mile, to wit : six miles from Potomac river to Bath, which is finished
and five miles from Bath southward, which is in the course of construction and
expected to be completed by the first of March 1854 and three miles from Oakland
to the Berkeley and Hampshire grade, about two miles of which are completed and
the residue expected to be completed by the 15th December 1853; and three
miles from the terminus of the road in Frederick county running northward on
the location of said road, about one mile of which is finished and the residue
expected to be completed by the 15th December 1853 leaving about thirteen
miles of said road yet to be put under contract, which will be done as soon as funds
sufficient for that purpose can be collected.
There has been received of the state's subscription, up to the 1st
October 1853,
-
-
-
-
-
2193 00
And of individuals to the same period,
-
-
-
1600 50
Making an aggregate of
-
-
-
- $ 3793 50
Out of which has been paid by the treasurer, for engineering and other
incidental expenses, the sum of
-
-
-
328 69
And to contractors the sum of -
-
-
-
3084 60
Till the 1st October 1853, being an aggregate of
-
- $ 3413 29
Showing a balance in the Hands of the treasurer at that period, of
-
3,380 21
There has been about fifty hands employed on the line of the road ; about
fifteen of them at 50 cents per day, being boarded by the contractors, and about
eighteen at. $1 per day, who board themselves. There has been one engineer
occasionally employed at $3 per day. The whole line of the road is expected
to be completed during the next summer.
Which is respectfully submitted.
DAVID H. STROTHER,
President.
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Doc. No. 17.
T
A
TURNPIKE COMPANY.
ARTINSBURG, December 1, 1853.
Works.
GENTLE
1 transmit to you the annual report of the condition
n
rotomac turnpike company.
.
en made out in the absence of the clerk and treasurer of the company,
who left here for Mississippi some two months ago, and has not yet returned. I
believe it is substantially correct.
A dividend of two dollars per full share has been declared by the board for the
last twelve months, which is the best evidence I can give you of the prosperous
condition of the company.
The state's dividend will be duly forwarded.
With great respect,
I am, &c.
D. BURKHART, Pres't.
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Doc. No. 17.
253
TREASURER'S REPORT.
Receipts and Expenditures during the year ending 1st October 1853.
Capital stock:
Cash received from individual stockholders,
-
-
-
450 00
"
from the Board of public works,
-
-
-
675 00
"
from tolls for the whole year,
-
-
-
1204 16
-
2329 16
Deduct disbursements during the year:
To balance due treasurer on 3d report,
-
-
-
8 50
amount paid to contractors,
-
-
637 11
amount paid for improvement other than repairs,
-
115 00
mile posts,
-
-
-
-
-
13 50
.
law expenses,
-
-
-
-
22 62
repairs of road,
.
-
-
-
259 41
property, 1 cart and gear,
-
-
-
25 00
property and 1 iron rake,
-
-
-
6 75
president's salary,
-
-
-
-
50 00
Gate keepers:
Robert Kane,
-
.
-
100 00
John Ginter,
-
-
-
-
50 00
Mary P. Powell,
-
-
-
.
80 00
230 00
1367 89
Balance in the treasury,
-
$ 961 27
Abstract of Toll Account.
Amount received at all the gates from 1st October 1852 to 1st October 1853,
1204 16
To balance in the hands of treasurer 1st October 1852,
-
-
26 45
1230 61
Expended in repairs, &c.:
For repairs during the year,
-
-
259 41
president's salary,
-
-
.
.
50 00
gate keepers' salaries,
-
-
-
-
230 00
law expenses,
-
-
.
-
22 62
562 03
668 58
State's dividend, 153 shares,
-
.
0
.
-
306 OO
Individual do. 102 shares,
-
-
-
-
204 00
510 00
Balance,
.
-
-
-
$ 158 58
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Doc. No. 17.
eeting of the board of directors, on the 26th day of November 1853
tion of the president, it was
Resolved by the board, that a dividend of two dollars per full share be this day declared
for the last twelve months, payable to the stockholders on and after the 1st day of Decem-
per ensuing.
By order of the board.
JOHN BLAIR HOGE,
Clerk pro tem.
A list of private stockholders has been furnished. No change since last year.
A map of the improvement has been furnished.
Length of improvement 12½ miles-finished complete.
Mode of keeping in repair, day laborers, at 87d cents per day.
Average cost per mile, between $ 2000 and $ 2100.
List of Officers, &c.
Daniel Burkhart, president, salary $ 50 per annum; John H. Likens, Jas. L. Cun-
ningham and John Blair Hoge, directors on the part of the state; Henry Haines and Jno.
C. Small, directors on the part of individual stockholders; Dr. G. A. Hammil, state proxy;
John Blair Hoge, clerk and treasurer pro tem.; Robert Kane, gate keeper No. 1, salary
100 per annum; John Ginter, gate keeper No. 2, salary $ 50 per annum; Mary Powell,
gate keeper No. 3, salary $ 80 per annum.
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Doc. No. 17.
255
LOUDOUN AND BERLIN TURNPIKE COMPANY.
OFFICE LOUDOUN AND BERLIN T. Co.
November 29, 1853.
To the Board of Public Works.
GENTLEMEN,
In consequence of the death of the former treasurer, there
has been some delay in getting a settlement with bis administrators; hence, the
board have not been able to get a statement upon which to base their report to
the Board of public works as early as the law requires, but they have lost no
time in getting it ready.
The whole length of the improvement is about 121 miles, ten miles of which
are graded and about six consecutive miles from Berlin are paved, and all the low
grounds liable to be cut up in winter are paved and in process of being paved,
and will be done in the course of next month. The company contracted for the
grading, bridging and culverts at $500 per mile, and for macadamizing (6 perch
to the rod) at $1,728 per mile. The first contractor, after grading 84 miles and
paving 5 miles, failed to complete the work according to contract, and the com-
pany had to employ a new contractor on the last mile and a half at considerable
more expense. The last 21 miles are not yet under contract. The engineer of
the Manassa gap railroad company is about locating a branch of that road
through Loudoun, and the company thought it advisable to defer farther opera-
tions until that branch is located, in order to intersect the railroad at the point it
crosses the Leesburg and Snicker's gap turnpike, where there will be a depot,
and it may be necessary to alter the terminus. Consequently, the engineer
has delayed furnishing a map of the road until the railroad company fix the
point for their depot, which they are now busy in deciding.
By order of the president and directors.
S. B. T. CALDWELL, Clerk.
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Doc. No. 17.
'eturn of the state of the Loudoun and Berlin Turnpike Company for the year
ending 30th September 1853.
30000:
you by morviduals 236 shares, at $ 50,
-
-
-
11800 00
commonwealth 360 shares, at $ 50,
-
-
-
18000 00
:ceived from commencement,
-
-
-
-
93 00
s 29893 00
ubscription unpaid,
-
-
2974 08
ription unpaid,
-
-
3146 02
1g and paving,
-
-
15656 90
-
-
-
3862 88
-
-
-
-
60 00
to
axemen and chain carriers,
-
-
180 75
for bunding toll-house,
-
-
-
439 19
for mile posts, gates, &c.
.
-
-
36 43
to S. H. Price, for sundry services,
-
.
42 90
for advertising, printing, &c.
-
-
-
22 93
to president, directors, secretary, &c., 1852,
-
-
506 50
"
"
"
"
"
1853,
-
.
247 50
for locust posts, to Graham,
.
-
-
54 25
Balance on hand,
-
-
-
-
2662 67
$ 29893 00
List of Officers, &c.
John H. White, president, salary $150; W. W. Warner, Ro. L. Wright, J. M. Killgour,
John Hamilton, S. B. T. Caldwell, directors, pay $14 per day while employed; John
George, jr., treasurer, salary $50; S. B. T. Caldwell, clerk, salary $ 30; Elizabeth Jacobs
and N. H. Jacobs, toll keepers, $75 each; Jared Locker, to put the road in repair got 90
cents a perch for putting on stone, and for other work, $11 per day, finding his tools.
S.B.T. CALDWELL
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Dec. No. 17
257
CUMBERLAND ROAD.
To the Board of Public Works.
GENTLEMEN,
Annexed you will find a statement of the receipts and
expenditures of the Cumberland road for the last six months. The road at
present is in good condition, and there is about 2,500 perch of stone now ready
broken on side roads. I have found it necessary to erect a kind of protection
fence on that portion of Wheeling bill and other parts of the road which was
unprotected by walls, which adds much to the improvement of the road.
Respectfully,
A. BEDILION,
Sup't C. Road.
33
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Doc. No. 17.
tement of the Receipts and Expenditures of the Cumberland Road in
varginia from the first day of April 1853, to the 30th day of September 1853,
inclusive.
len
cash on hand, April 1st,
.
-
.
1431 03
r April,
-
*
-
.
433 20
of May,
-
-
.
.
377 00
June,
.
*
-
-
429 00
July,
-
-
.
-
409 00
for August,
-
-
-
.
417 00
LIS for September,
-
-
-
.
492 00
3988 23
penditures:
e month of April,
-
-
-
-
520 61
10
-
-
.
1
497 00
-no
-
-
-
.
466 95
-
-
-
-
359 60
-t.
.
-
-
-
289 80
ber,
-
-
331 15
2465 II
$1523 12
OHIO COUNTY, sct.
Personally appeared before me, James H. McMechen, a justice for the
county aforesaid and state of Virginia, A. Bedilion, and made oath that the foregoing ac-
count is correct, as he verily believes.
Given under my hand, this 7th day of November 1853.
JAS. H. McMECHEN, J.P.
Оню COUNTY COURT, November Term, 1853.
Abraham Bedilion, superintendent of the Cumberland road within Virginia,
this day rendered an account under oath of his semi-annual receipts and disbursements,
in conformity with the 19th section of chapter 69 of the Code of Virginia. It is ordered
that the same be certified.
A copy-Teste,
JNO. McCOLLOCH, Clerk.
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Doc. No. 171
259
1
ESTILLVILLE TURNPIKE COMPANY.
The president and directors of the Estillville turnpike company beg leave to
report to the said company that they have let to contract the remaining 9 miles of
said road, commencing at Estillville and ending at the Tennessee line, at an ave-
rage of $ 603 77 7-9 per mile, (including a bridge across the North fork of Hol-
ston river, at $ 2,219 50,) making a total of $ 5,404, one-half of which is to be
paid on the 20th of December 1853, and the other half on the 20th day of De-
cember 1854. The said 9 miles are, by eontract, to be completed on or before
the 1st day of October 1853, and the bridge on or before the 1st day of October
1854.
There has been paid into the hands of the treasurer the sum of
-
4187 50
Do.
out by the
"
"
-
3270 25
Leaving a balance in the hauds of the treasurer,
$ 917 25
But said sum will shortly be required to pay contractors who are about finish-
ing their contracts.
All of which is respectfully submitted.
Given under our hands, 1st October 1853.
E. K. HERREN, Pres't.
S. H. MORISON,
H. P. NEIL,
JOSHUA SPUR,
L. B. DULANEY,
W. H. MORISON,
Directors.
S. H. MORISON, Treasurer.
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Dac. No. 177
WILSON CREEK AND SOUTH FORK TURNPIKE CO.
SMITH Co., Va., December 6, 1853.
To the Board of Public Works.
GENTLEMEN,
The undersigned having been appointed by the president and
directors of the Wilson creek and South fork turnpike company as principal ea-
gineer to locate said turnpike road from the North Carolina line to the Seven
Mile ford, begs leave to submit the following report
I was engaged twenty-one days in making a survey of 35 miles, and making
off the plats and reports of the different routes which I surveyed, so that the di-
rectors could decide-on the best location.
The president and directors, at their regular meetings, have established the
road on the location as represented by the plat which accompanies this report.
My having made the previous survey, enabled me to make the location sooner
than I otherwise could have done. In making the survey or location, I have con-
stantly kept in view the importance of making said location on south land as
much as possible. and firm ground, believing that it was decidedly to the interest
of the state stockholders, as well as the traveling community, to avoid soft land
and north land as much as possible. I could, no doubt, have shortened the dis-
tance in many places, had I paid no regard to the quality or situation over which
I could have made the location at a grade not exceeding 3 degrees. But I think
that your honorable board will concur with me in making the location where the
road will be most likely to be firm and dry during the year, as being of more im-
portance to those interested in the road, than to have kept in view the nearest and
cheapest location. It is very evident to my mind, that unless the road is placed
on firm land, that the cost of keeping the road in repair would require nearly all
of the income from the tolls on said road.
I have had the pleasure of concurring with a majority of the directors and
president of the Wilson creek and South fork turnpike company, in relation to
the location as represented by the accompanying map, with one exception. I
preferred the river route (where I made the first survey some two years ago) in-
stead of the Hog-trough route, which has been preferred by the directors, or a
majority of them.
It is true that the Hog-trough route will secure the most travel, but the river
route is three-fourths of a mile the nearest, and would have made the best road.
I make this statement in order that I may be held responsible for only such loca-
tions as I recommended to the board. There would have been an additional cost
of two bridges across the South fork of Holston river, provided the road had
been made on the river route. Perhaps you will not be much surprised, at least,
when I state that I have not been able to make the location so as to please every
individual in the section of country through which the location passes; and it
would be insincere for me to say that I had even made an effort to please all or
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261
any persons, further than making the location, as I conceived, on the best and
most suitable land for a good road. I will offer, as proof to your honorable
board in relation to the location I have made, this fact: that in crossing the Iron
mountain, and the various ridges which lie on both sides of the Iron mountain, at
not exceeding three degrees, (for I have not made the location at any point at
more than three degrees,) I have not increased the distance over the old or pre-
sent road more than one mile, agreeably to the distance which the old road has
been called; which, if you would deduct three-quarters of a mile lost by the Hog-
trough route, there would be a difference of quarter of a mile. I am aware that
much has been said, and much more may be said, to prejudice your honorable
board against the location, but I have the consolation to know that I have acted
only with a view to the most judicious location. I have made just such a loca-
tion as I would have made, provided the stock had all been taken by myself. I
have also the pleasure to know that two of our most experienced road makers,
who have examined the locations closely, and who have undertaken to make
nearly one-half of the whole road, say that they believe my location to be a ju-
dicious one, far preferable to some alterations which are suggested by a certain
party, of which it is not necessary for me further to allude at present. At one of
the regular meetings of the board of the Wilson creek and South fork turnpike
company, I was directed, as engineer, to advertise in the Wytheville Republican,
at least two weeks before the letting of said turnpike road to contract; which
order I complied with, advertising the letting on the 24th of November, at the
house of William Grubs, of that portion lying in Grayson county; and that por-
tion of said road which lies in Smyth county was advertised to be let to contract
on the 26th of the same month.
That portion lying in Grayson county was let to contract as follows: The first
ten sections (beginning at the North Carolina line) was let to Mr. Stephen Bry-
ant; the 11th and 12th sections to Carter & Co.; the 13th and 14th sections
were taken by Isaac Spencer-all of Grayson county, and said to be responsible
citizens. The 15th and 16th sections were let to Samuel Kincannon, which ex-
tends to the top of the Iron mountain; and the the 17th, 18th, 26th and 27th sec-
tions, in Smyth county, were also let to Mr. Kincannon. Archibald Steel and
James Stuart & Co. undertake to make the 22d, 23d, 24th, 25th, 28th, 29th, 30th
and 31st sections, which terminate at the bridge at Seven Mile ford in Smyth
county. The average cost of the 16 miles or sections in Grayson county per sec-
tion, is $ 575 abutments of bridges to be filled, culverts, top drains, &c. mended.
The average cost of the 12 miles or sections let to contract in Smyth county is
595 per section. There yet remains 3 sections not let to contract, the 19th,
20th and 21st sections, which may cost near $ 4,000, making the cost of the road
20,340, besides the bridges, which will cost some 3,500. The capital stock
should be increased, in my humble opinion, $10,000, 80 as to cover all expenses.
The advanced price of labor in this country is from 30 to 50 per cent. in the last
two years. The failure in the oat crop, together with less than an average corn
crop, all of which has had much to do in increasing the cost of making such im-
provements, it seems to be a natural consequence that it should be the case for the
contractors to sustain no loss. Bonds have been executed by contractors, binding
themselves, heirs &c. to complete the road against the 1st of September 1855.
The various sections are to be measured after the completion of the road, and
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id agreeably to their bids on each section. I have no doubt the
isened when the road is made and measured up. Owing to the
ich I had to contend, the average grade does not exceed two
point over three degrees.
ich is respectfully submitted.
ABIJAH THOMAS, P. Eng'r.
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268
PULASKI AND GILES TURNPIKE COMPANY.
OFFICE OF THE PULASKI AND GILES T. Co.
December 6, 1853.
W. R. DRINKARD, Esq.
DEAR Sir,
In compliance with the directions of the board of directors of the
Pulaski and Giles turnpike read, I hasten to communicate to the Board of public
works a statement, showing the organization and present condition of the
Pulaski and Giles turnpike company.
The charter of said company authorizes a capital of
10000 00
160 shares at $ 25 each have been subscribed by in-
dividuals, making
-
-
-
4000 00
240 shares at $25 each, subscribed by the state,
making
-
-
-
-
6000 00
$10000 00
The company organized on the 20th August 1853, and Thomas Shannon, Esq.
was duly elected president of said company. Joseph A. Peck of Giles, and
Edward Watson of Pulaski, were elected directors on the part of stockholders;
and Henry Wyson of Pulaski, and George D. Hoge and Guy D. French of Giles,
directors on the part of the state. Richard Eaton was appointed by Board of
public works proxy for the state.
The board of directors appointed John H. Vawter, engineer; J. N. Pettyjohn,
secretary; and John M. Cunningham of Giles and Giles S. Cecil of Pulaski,
treasurers.
A location of said road has been made by the engineer, showing the whole line
of road to be made from near Newbern in Pulaski, to Giles court-house, 22 miles
and 1874 poles; a report and map of which will be furnished to the Board of
public works by the engineer.
A meeting of the board of directors of said company was held on Thursday,
the 1st instant, (according to notice given,) in order to receive proposals and let
said road to contract, at which contracts were made for the making 194 miles of
said road, that is, say 84 miles at the end next Giles court-house, for
3074 00
And 11 miles at the end next to Newbern, including Walker's moun-
tain, for the sum of
-
-
-
-
6110 00
Making the amount of the 194 miles let to contract,
-
-
$ 9184 00
Leaving a part of the road not put under contract, of about 3₺ miles, a part of
which is very difficult to make, including bridges.
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est, that an addition of some $ 3000 to the capital stock of the
ecessary, in order to enable said company to complete their
F $2 50 on each share of the private subscription has been
to $ 400; and orders have been made for the payment out, for
ag the road, and for necessary books for the secretary, the sum
statements, it is hoped, will be sufficient to enable the Board of public
understand the operations and present condition of this company.
Respectfully submitted.
By order of the board of directors.
J. N WTON PETTYJOHN, Sec'y.
Date To
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265
ALEXANDRIA, LOUDOUN & HAMPSHIRE RAILROAD CO.
PROCEEDINGS.
A meeting of the subscribers to the capital stock of the Alexandria, Loudoun
and Hampshire railroad company, incorporated by an act of the general assembly
of Virginia, passed March 15th, 1853, was held at the office of the Potomac insu-
rance company of Alexandria, on the 24th day of May 1853, at 11 o'clock, A.
M., in pursuance of notice given by the commissioners first named in the said act,
and published thirty days previously in the Alexandria Gazette, and sundry other
newspapers published in Loudoun, Frederick and Jefferson counties, as follows,
to wit:
Notice is hereby given, that a sufficient amount of the capital stock of the
above named company to incorporate the subscribers, has been subscribed.
A general meeting of the subscribers will be held at the office of the Potomac
insurance company in the city of Alexandria, on Tuesday, the 24th day of the
present month, at 11 olclock, A. M., at which time a president and two directors
on the part of the stockholders will be elected, and such other business transacted
as may appear expedient.
GEORGE H. SMOOT,
ROBERT JAMIESON,
LEWIS McKENZIE,
WM. L. POWELL,
CASSIUS F. LEE,
R. JOHNSTON,
CHARLES F. SUTTLE,
T. M. McCORMICK,
A. J. FLEMING,
R. H. MILLER,
DAVID FUNSTEN,
Commissioners.
Alexandria, May 5."
It appearing from the returns of the commissioners that more than one thou-
sand shares of the capital stock have been subscribed, including the subscription of
600 shares by the Board of public works; and it being ascertained that there
were present, in person or by proxy, proprietors of stock who could give a ma-
jority of all the votes which could be given by all the stockholders:
On motion of John Jauney,
Benjamin Hallowell was appointed chairman, and Reuben Johnston, secretary.
Messrs. Robert L. Wright, Cassius F. Lee and Reuben Johnston were ap-
pointed. a committee to examine proxies, who, having attended to that duty, re-
ported a list of proxies which they had examined and found to be sufficient;
which report was received and adopted.
34
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Doc. No. 17.
On motion of John W. Luke of Clarke, the proxy of the Board of public
works,
Resolved, that the salary of the president be $1500.
Lewis McKenzie of Alexandria was then nominated for president by David
Funsten, and unanimously elected.
James Mellhany of Loudoun was nominated by John Janney, and George H.
Smoot of Alexandria, by Robert H. Miller, to be directors, and unanimously
elected.
Thomas M. Monroe of Alexandria offered the following resolution, which
was read, viz:
Resolved, that the president and directors cause surveys and estimates to be
made, by competent and efficient engineers, of the various routes between Alex-
andria and the coal fields of Virginia, in the county of Hampshire, by the points
named in the charter, with a view to the location of the road upon the most eligi-
ble route, taking into consideration distance, cost of construction, and cost of
after-working, and leaving out of consideration all local and sectional interests.
After considerable discussion, the said resolution was amended, on motion of
Mr. Janney, by striking out all after the word route;" when,
On motion of Edw. Lucas, jr.
The resolution was laid upon the table.
On motion of the state proxy,
Resolved, that a committee of three be appointed, whose duty it shall be to
examine into and report at the next general meeting upon the condition of the
company's affairs and finances. and their management, and to recommend mea-
sures calculated to promote the interests of the company, as set forth in the in-
structions of the Board of public works.
Robert H. Miller of Alexandria, Noble S. Braden of Loudoun and Jno. Bruce
of Winehester were appointed the said committee.
Resolved, that the by-laws and rules of the Manassa gap railroad company
be the by-laws of this company, 80 far as they are applicable, and that Cassios
F. Lee, David Funsten and A. Sidney Tebbs be a committee to report to the
next meeting of the stockholders such changes therein as they may think
expedient.
On motion of Robert H. Miller,
Resolved, that a general meeting of this company be held in Alexandria on the
third Monday in October next, and that the annual general meetings be held on
the third Thursday in October thereafter, at the same place.
The meeting then adjourned.
BENJ. HALLOWELL, Chairman.
R. JOHNSTON, Secretary.
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THE FIRST ANNUAL MEETING
Of the Alexandria, Loudoun and Hampshire railroad company was held at the
office of the company, in Alexandria, on Thursday, the 20th day of October
1853.
It being ascertained that there were present, in person or by proxy, proprietors
of stock who could give a majority of all the votes which could be given by all
the stockholders:
James Mcllhany was appointed chairman, and Reuben Johnston, secretary.
Messrs. John Bruce, David Funsten and Reuben Johnston were appointed a
committee to examine proxies, who performed that duty, and reported sundry
proxies, which were approved.
The committee appointed at the last general meeting upon the subject of by-
laws, reported by-laws for the government of this company, which were read and
adopted.
The report of the examining committee of the stockholders was received, read
and approved.
Mr. Bruce offered the following resolutions, which were read and adopted, two-
thirds of all the votes which could be given by all the stockholders of the com-
pany being cast in the affirmative, viz :
Resolved, that the board of directors be and they are hereby authorized to con-
struct a branch of the Alexandria, Loudoun and Hampshire railroad to the Potomac
river, at such point opposite the city of Washington as they may deem most ex-
pedient, and, so soon as the necessary authority can be obtained from congress,
to extend the same into said city; and that they be also authorized to apply to
congress for all requisite facilities and aid in the premises, including the construe-
tion of a suitable bridge over the river.
Resolved, that the board of directors be and they are hereby authorized to raise
the funds, by loan or otherwise, for the construction of the Washington branch of
the Alexandria, Loudoun and Hampshire railroad, and for the necessary equip-
ments thereof; and if by loan, to be secured by a mortgage of said branch and its
equipments and appurtenances, should they deem it expedient.
Ordered, that the board of directors do cause the said branch to be forthwith
surveyed and located, with a view to the early construction thereof.
On motion of Mr. Monroe,
Resolved, that the board of directors be requested to call a general meeting of
the stockholders, so soon as. the chief eugineer shall be prepared to report in full
upon the surveys.
On motion of Mr. Bruce,
Ordered, that the salary of the president be continued at $1500.
Lewis McKenzie, Esq. was unanimously ro-elected president.
James M'Ilhany, Esq. of Loudoun and Cassius F. Lee, Esq. of Alexandria
were elected directors on the, part of the stockholders.
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rs. Robert H. Miller, John Bruce and Noble S. Braden were appointed
amining committee, in pursuance of the by-laws.
motion of Γ. Monroe,
red,
0 copies of the proceedings of the present and former general
mg8, W
report of the board of directors and accompanying documents,
he by-laws, be published in pamphlet form for the use of the
then adjourned.
JAMES McILHANY, Chairman.
TON, Secretary.
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269
REPORT OF THE PRESIDENT AND DIRECTORS.
The board of directors of the Alexandria, Loudoun and Hampshire railroad company
respectfully present to the stockholders their first annual report:
On the 9th of June last the board, after mature deliberation, selected for chief engineer
of the company, Chas. P. Manning, Esq., formerly, and for many years, in the service of
the Baltimore and Ohio railroad company, who came to them highly recommended, as well
by his professional reputation as by his long and valuable experience upon the most diffi-
cult works. Mr. Manning promptly entered upon the discharge of his duties; and, in a
few days, under authority of the board, he had in operation two surveying parties east of
the Shenandoah river. On the 19th of July three more parties were ordered; and the
whole five have been, and are still, actively and effectively employed in a careful examina-
tion of the entire country between Alexandria and the coal fields of Hampshire county.
The work of all three parties has proceeded with much dilligence, notwithstanding the in-
tense and protracted heat of the summer, giving assurance that in all the month of Janu-
ary next, the chief engineer will be able to make an accurate and reliable report upon the
different routes contemplated for the company's road. Thus far, the information derived
from the surveys justifies the board in saying that a good line can be obtained, and that the
company will be able to make a road into the coal region at a moderate cost, considering
the mountainous nature of the country through which much of it must pass-a road calcu-
lated for the profitable transportation of coal at moderate rates of charge, as well as for the
ample accommodation of the rich and populous counties in which it will be located.
The chief engineer's report is herewith submitted, and the board ask for it the attention
of the stockholders.
The importance of the coal interest in those parts of Virginia which the company's road
will penetrate, and in the adjacent county in Maryland, cannot easily be over-estimated.
The demand for these coals is rapidly increasing, and is already ahead of the supply. The
amount taken to market this season upon the Cheasapeake and Ohio canal does not thus
far reach 120,000 tons, and cannot, we believe, exceed 160,000 for the year. The quantity
received by way of the Baltimore and Ohio railroad is 280,000 tons, which will run up for
the year to 360,000. This amount cannot be materially increased until its second track
shall be completed; and even then, it is believed, it cannot exceed one million tons; for,
though the absolute capacity of the road may exceed this quantity, there can be no doubt
that the great and continually increasing transportation of produce, merchandize and pas-
sengers, to and from the west, which will ensue upon the completion of the various west-
ern connections of that road, will, during the busy seasons, compel the company to post-
pone the demands of the coal business for others more urgent and profitable.
The reports of the coal trade of Pennsylvania show the following enormous increase:
The quantity brought to market was,
In 1820,
-
-
-
365 tons.
1830,
-
-
-
-
175,000
"
1840,
-
-
865,000
"
.
-
1850,
-
-
3,356,000 "
1851,
-
-
-
- 4.384,000 "
1852,
-
.
-
-
- 4,997,000 "
Of the amount for 1852, the Reading railroad brought 1,651,000 tons. This road is 93
miles long. and the present charge for transportation is $2 per ton, having recently been
considerably advanced. The increase of 1851 over 1850 was upwards of a million tons,
while that of 1852 over 1851 was only 613,000 tons. This diminution in the rate of in-
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Doc. No. 17.
crease is a pregnant fact, taken in connection with the greater demand in 1852. The no-
tural consequence has been, a considerable advance in the price and transportation charges.
If, ns there is good reason for believing, the supply from this source, with the existing
means of transportation, cannot hereafter be materially increased-and that much even of
this supply will be drawn westward by the railways being built from this coal region to the
lake country-the demand for the coul from the mines of upper Virginia and Muryland
must be greatly enhanced. independent of other causes which are constantly operating in
the same direction, and will be followed by a corresponding advance in price and in the pro-
fits of the mines. This state of things will, of course, produce an urgent necessity for ad-
ditional channels of transportation, to an extent immensely beyond the capacity of all those
now in use, and will have a most favorable bearing upon the prospects of our work, By
rendering its speedy completion indispensable, and insuring to it, at once, a trade which,
in connection with its other business, will demand the exercise of its utmost ability.
In view of the unexampled increase of this trade in Pennsylvania, and of the vast bene-
fits which, in a variety of ways, it has conferred upon her and her cities, is it unreasonable
to predict that, with similar exertions and means as she has used, like results to Virginia,
and to the city of Alexandria in particular, may be brought about? Even with the very
limited amount of coal now sent from Alleghany county, Maryland, the consequence has
been a great addition to the wealth of the state, and especially to the town of Cumberland
and the surrounding mineral region. It is not, therefore, for a moment to be believed, that
the invaluable mineral wealth of Hampshire and Hardy will be permitted to lie locked up
and useloss in their bills for the want of adequate means of transporting it to market. where
it is so much needed in our workshops and our steamers. Recent movements in New
York, looking to the employment of large capitals in the development of these mines of
wealth, forbid the belief; and if our road shall, upon fair and full examination, prove to be
adapted to the advantageous transportation of this all-important mineral, (of which, so far
there appears no cause of doubt,) the parties interested in those enterprises, as well as in
similar ones in the Maryland field, will gladly contribute to its construction. The urgent
need of our road to the coal interest is strikingly shown by the fact, that while the Baltimore
and Ohio railroad and the Chesapeake and Ohio canal together cannot for many yearscarry
over 2,000,000 tons per annum, the most intelligent and well-informed parties interested
estimate that not less than 5,000,000 tons must be annually taken to market from these
mines. No smaller business will satisfy the demands of the capital invested, or furnish
supplies adequate to the wants of the country.
Fair as is the prospect here held out for our road, we cannot overlook those which are
presented by the agricultural resources, as yet but half developed, of the rich and populoms
country through which it will pass. Taken as a whole, there is, perhaps, no part of our
wide-spread commonwealth. which surpasses this in the wealth of its various productions
or in the opulence and industry of its people; and the board do verily believe, that the
trade and travel of the territory which will be drained by this road would, independently of
the coal trade, in a few years, if not at once, pay a handsome profit upon its cost. As eve
dence of the reasonableness of their belief, they refer to the annexed statistics, derived from
the census returns of 1850, to the accompanying letter from John Bruce, Esq. of Winches-
ter, and to the experience of other Virginia railroads, not to mention the large addition to
those figures which the construction of our road would speedily make.
The probable construction, at an early day, of n railroad from our western terminus,
through the coal fields of the upper Yohiogeny, to Myers's mill, in Somerset county, Penn-
sylvania, there to connect with the Connellsville road to Pittsburg. which will soon be under
construction, (the necessary capital being subscribed,) is a matter of the greatest interest
and importance to this company. By it we shall be brought into connection with the vast
railway system which centres at Pittsburg, and, by means of the Hempfield road, which
eroses the Connellsville, with that of Wheeling-systems which traverse Western Pean-
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271
sylvania and New York, and through the entire length and breadth of Ohio, Indiana, Illi-
nois, Michigan, and other states of the Northwest. There can be no reasonable doubt of
the early construction of this important link, nor that it will throw upon our road a great
and profitable travel, which will be attracted by this more direct and agreeable route to the
sent of the national government, and through it to the cities of the East.
This subject naturally suggests another, namely, a branch of our road to Washington
city, which, we trust, the stockholders will concur with us in regarding as indispensable to
the completeness of our design, and as calculated to promote the best interests of Alexan-
dria and the country upon our entire line, as well as of the railways now terminating at
that city, by improving the traveling facilities between the North and South. As this
branch will supply the only deficient link in the grand railway chain extending from Maine
to Texas, and destined soon to be extended to the Pacific, there can be no hesitation, the
board think, on the part of the stockholders, in at once authorizing its construction; and
they, therefore, recommend the adoption by this meeting of a resolution conferring upon
the board the necessary powers for the purpose, including authority to call upon congress
for the requisite aid and facilities, and to borrow money for its construction, upon a mort-
gage of the branch, if found expedient.
Although the board have not deemed it proper to call upon the people of the country
more immediately concerned for an increased subscription to the stock of the company,
believing it to be the fittest and fairest course to await the definite results of the surveys
now in progress. they cannot doubt, in view of the prospects presented to us, and which
have been briefly glanced at above, that the call, when made, will be met by a spirited and
liberal response. For, while we have reason to believe that our great undertaking will
invite aid and co-operation from abroad, it is not the less indispensable that we should first
put our own shoulders to the wheel, and place our work upon the firm basis of a liberal
subscription at home.
Annexed are statements of the company's accounts, and of the number and compensa-
tion of its employees.
By order of the board.
LEWIS McKENZIE, President.
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Doc. No. 17.
CHIEF ENGINEER'S REPORT.
ENGINEER'S OFFICE,
Alexandria, October 15, 1853
To the President of the Alexandria,
Loudoun & Hampshire Railroad Co.
Sm,
In view of the approaching annual meeting of the stockholders of this coto-
pany. I propose. in submitting this my monthly report. to review the operations of the
department under my charge, since the date of my appointment by your board of direct
tors in June of the current year.
The authority given me, by the action of the board on the 9th of June, was to organize
and equip nn engineer corps for the purpose of making thorough examinations of the
most direct and feasible routes for that portion of your proposed railroad lying east of the
Shenandoah river-and before the close of that month one company had taken the field,
and commenced their surveys at the northern limits of the town of Alexandria.
By the time fixed for the meeting of your board in July, these surveys had been ex-
tended, by way of the valley of Four Mile run, some twelve miles westward from Alexan-
drin; and a second company was then on its way to examine the practicability of the Blue
Ridge, at a depression in that range of mountains commonly known as Keyes,' and for
merly called Vestal's gap.
At this meeting of July 19th, your board concluded to extend these investigations
throughout the country lying to the west of the Shenandoah, as far as Paddytown. the
western terminus of your chartered privileges; and immediately thereafter steps were
taken by me to carry this measure into effect, so that by the 1st of September three addi-
Gonal companies had been organized, equipped and placed in the field for active
operations.
Thus your engineer corps, as now fully organized under my direction, consists of fifty
members, divided into five companies, or parties, of ten each; and appended to this report
will be found a list of their names, and respective rank and pay.
I will now proceed to report the progress of the surveys and their general results-10
far as the necessarily disconnected character of them will permit at the present time-and
to submit such conclusions as these results, and my personal explorations of the country,
have 80 far brought me to, respecting the practicability and nature of your proposed
improvement.
After a general reconnoissance of the face of the country between Alexandria and the
Shenandoah river, the instrumental examinations were confined to the developments of two
leading routes-one of which looked to the passage of the Blue Ridge at Keyes' gap, and
the other at Snicker's gap.
These two routes have but one common line from Alexandria, by way of the valley of
Four Mile run, to the summit of the high lands which divide the tributary waters of this
stream from those of Difficult creek. From this point-and in the neighborhood of the
site of the old Fairfax court-house-the two routes diverge: thence, the northern, or
Keyes' gap line, descends Wolf Trap run to Difficult creek-down the latter a short
distance to the Republican mill;" thence, ascending the eastern slopes, and crossing the
dividing ridge one mile to the south of Dranesville, it descends again to the valley of
Sugar Land run, where it enters the county of Londoun, and leaving the valley of Sugar
Land run, crosses over the intervening high lands to Broad run-whence, leaving Farm
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273
ville" to the south, and taking the valley of Beaver dam run, it ascends to the uplands
immediately south of " Belmont," and thence descends to Goose creek, which it reaches
in a measured distance of thirty-four miles, and crosses near the turnpike bridge, four
miles to the east of Leesburg. From Goose creek, this route will pursue the valley of
Tuscarora run, passing a half mile to the south of Leesburg, and ascend the Catoctin
mountain to a depression called Clark's gap.' Thence, descending to the valley of Catoctin
creek, it will cross the south fork of that stream to the north fork, and ascending the valley
of the latter, pass through Short hill at the town of Hillsborough. From Hillsborough
the line climbs the eastern slopes of the Blue Ridge in an obliqne direction, towards the
north, and passes the crest of that mountain, at Keyes' gap-whence it descends its
western slopes in an oblique direction, to the south, and reaches the Shenandoab river
at a point opposite the mouth of Long marsh run. The total distance from Alexandria
to the Shenandoah by this route is computed-for the greater part from actual measure-
ment, and the remainder from careful estimates-to be sixty-five miles.
The southern, or Snicker's gap route, from the neighborhood of the old court-house
site, in Fairfax county, decends to Difficult creek by way of the valley of Piney branches,
crosses the former, and passing over the intervening ridge, falls into the valley of Sugar
land run about three miles to the south of Dranesville. Thence, crossing the last named
stream, and the country lying between it and Broad run, it crosses the lutter near the
mouth of Horse-pen run, and pursuing a direct course towards Carter's gap in Catoctin
mountain, it crosses Goose creek near Ball's mill, and thence across the neck of land
formed by a great bend in the course of Goose creek, to the neighborhood of Carter's
mill, where it enters the gap above mentioned. Keeping the north bank of the creek,
and passing through the gap, the line will recross Goose creek near Coe's mill, with a
bridge sufficiently long to span both the Loudoun branch of the Manassa gap railroad
and the stream with one continuous structure. Leaving Coe's mill the line will ascend
the valleys of the head tributaries of Goose creek in a pretty direct course to Snickersville,
where it will pass through the Blue Ridge by a tunnel. and descending to the valley of the
Shenandoah river by a devious course, will reach that stream at a point about one mile
below Castleman's ferry, and in a distance, computed-mosily by surveys already made-
not to exceed sixty miles.
In regard to the developments of the surveys, upon these two distinet routes from
Alexandria to the Shenandoah river, I am not yet prepared to lay before your board any
estimates for a comparison of their respective merits, as to eligibility of position or
cost of construction; but I am happy to say, that the surveys, though as yet incom-
plete, have sufficiently solved the most important questions, to justify me in the following
conclusions, namely
First-That either of the above described routes is practicable within the limits of grade
and curvature assumed as a basis of my present operations-which limits are: for grades
ascending westward 79 2-10 feet per mile grades ascending eastward 52 8-10 feet per
mile; and for curves 1,000 feet radius: and
Secondly-That upon either of the surveyed lines a first class railroad can be constructed
for two tracks, and provided with one, from Alexandria to the Shenandoah river, for a
sum of money not exceeding an average of $30,000 per mile, including tunnels.
I will mention here that the line by way of Keyes' gap passes that summit with an open
cut of 30 feet; but upon the western slope, near the foot of the mountain, requires a
tunnel of 1,600 feet in length, through a spur which cannot be turned with the limit of
curvature above mentioned. Also, that the surveys have determined the length of the
tunnel required at Snicker's gap to be less than 4,500 feet; and that it is but fair to
presume, in default of accurate and conclusive estimates, that the longer and much more
expensive tunnel upon the Suicker's gap line, will be balanced in the Keyes' gap line by
its greater length.
35
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274
Doc. No. 17.
Immediately to the west of the Shenandoah river it has been my purpose to confine the
surveys to an extension of the two lines just described to a convergence. Green spring
gap-a pass in the North mountain range about ten miles to the north of the town of
Winchester-where my explorations have led me to believe is the most accessible route
to the summits of the Timber ridges. Already have our surveys been made from the
Shenandoah, at Castleman's ferry, through Berryville, and near Winchester, to Green
spring gap, and FO far with great success as to grades, curves and cost, and a like result
may be expected from the surveys that will soon be made upon the extension of the Keyer'
gap line, from the mouth of Long marsh run to the point of junction with the Snicker's
gap line, just spoken of.
From the reunion of these lines a common route for their extension westward keeps the
valley of Green spring run to its confluence with Back creek, which latter it crosses, and
then ascends to the mouth of Brush run, and thence to the head waters of the latter. near
the summit of Little timber ridge. Thence, crossing Little timber, Big timber, and Bear
garden ridges, which are here separated by the head tributaries of Sleepy creek, the line
strikes the head of Bloomery run, and descends its valley through Bloomery gap, in
Cacapon mountain to the confluence of the north and south forks of the Great Cacapon
creek. From this point to the valley of Little Cacapon creek the line must climb Sideling
hill, and pass over to the head of Crooked run, whence it will descend upon the slopes of
the latter stream to the valley of the former, and still with a continuous descent up the
Cacapon, upon its eastern slopes, cross it at the mouth of Stewart's run-whence, by the
valley of the latter, it will commence the ascent of South branch mountain. This mountain
is undoubtedly the greatest impediment upon the entire route of your projected improve-
ment, but it is already ascertained. by instrumental examination, that it can be surmounted
from the eastward by grades not exceeding 79 2 10 feet per mile-and I am encouraged
in the belief that a descent of the western slopes, with 52 8-10 feet grades per-mile, can be
accomplished, from the fact, that over six miles of the most difficult portion of this
descending line have already been satisfactorily located.
Leaving South branch mountain, the line will cross the South branch river at either the
mouth of Quarry run-which empties into it between the upper and lower Hanging
rocks-or the mouth of Mill creek, near the Northwestern turnpike bridge.
In view of these two distinct crossings of the South branch, two separate lines are being
run from Paddytown eastward to the river-and one of them has been approximately
located ncross Knobly mountain into the*valley of Patterson's creek-from the valley
of which to that of South branch no difficulty in obtaining a good line is apprehended.
Altogether, the surveys west of the Shenandoah have verified my expectations and con-
firmed my belief that a route can be obtained for your road, over the face of the country
which is here described, without exceeding the limits of grade and curvature already as-
sumed, at an average cost of $ 50,000 per mile. The total distance from the Shenan-
doah to Paddytown is approximately estimated to be from 97 to 103 miles, which excess is
length, over a measured air line, is deemed necessary to the acquirement of the proposed
grades.
By one of the lines already traced across Knobly mountain it is ascertained that it can
be passed with a tunnel not exceeding a half mile in length; and upon the line of our pre-
sent survey over South branch mountain, that summit is not found to require a tunnel of
greater length than Knobly.
Having thus briefly laid before you a sketch of the proposed route by which it is pre
sumed your road will be made to connect Alexandria with the great coal-field of Hampshire
county (with some general opinions as to its feasibility and cost) I deem it proper on the
present occasion, with the existing state of our instrumental examinations, to refrain from any
further expression of opinion respecting features which are being. and have yet to be,
thoroughly developed. Nor do I consider that the object of my present report to you calls
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Doc. No. 17.
275
for any discussion of the merits of this or of that route-or for an expression of my indi-
vidual sentiments regarding the value of your project, and the great benefits which would
certainly accrue to the trade and commerce of a large and important section of the state of
Virginia, by its early construction. But, during the coming month of January, I trust that
it will be in my power to lay before your board a report of facts sufficiently minute to
develop all the merits, and decide the great question of literal cost of its construction.
With respect, I am your ob't serv't,
CHAS. P. MANNING,
Chief Engineer.
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Doc. No. 17.
LETTER FROM JOHN BRUCE, ESQ.
WINCHESTER, Oct. 4th, 1853.
LEWIS MOKENZIE, Esq.
DEAR SIR,
You must excuse me for postponing to this late hour a reply to your po-
lite enquiry in reference to the statistics of Frederick county. That reply must now be
short, for want of reliable material.
Within the limits of our county there are forty-two merchant mills, which can grind easily
two hundred and fifty thousand barrels of flour, besides a steam flouring mill in Winches-
ter capable alone of grinding two hundred barrels daily, almost ready to go into operation.
There are five woollen factories now in successful operation. In the town we have two
founderies with full employment, and five or six machine shops for the manufacture of
threshing machines, reapers and other implements of agriculture. In the county there are
about 75,000 acres of limestone land, and about as much more of a formation resembling
the soil in Fauquier under the mountain, capable of producing, with proper management,
at least a million bushels of wheat. Connecting these lands with the town of Winchester
there are now seven turnpikes in operation, and the eighth advancing to its completion.
From the construction of these, and the great outlet to market, the Winchester and Poto-
mac railroad, the increase of the production of wheat has been, within the last twelve to
fifteen years, from three to five fold, and the value of the land nearly doubled. In one
farming neighborhood the growth of wheat (in the southern part of this county) has been
raised from one to five thousand bushels. In another, on the Northwestern road, a still
greater improvement is manifested. To the south and east of the town, from fifteen to
twenty thousand bushels of wheat are annually produced from slate land, from which there
grew, not fifteen years ago, not one-seventh of that quantity. Last year I saw a farmer
from near the North mountain, sell a crop of upwards of sixteen hundred bushels of ex-
cellent wheat, raised upon land where, not many years ago, two hundred and fifty busbels
were deemed satisfactory. The same may be said of the improvement of almost every
section of the county favored with access to the railroad by good turnpikes.
Of all the flour transported in cars from Winchester, from fifty to sixty thousand barrels
only are supposed by good judges to have been furnished by the upper valley. Doubtless
there will be in the upper counties a corresponding increase in the manufacture of flour as
there has been in Frederick, when the Manassa railroad penetrates their soil, much of
which is now devoted to pasturage, or is enveloped in the wild graces of nature.
With such a glorious country surrounding this place, and beckoning to your city and ca-
pitalists to come over to woo it and win it, why should Ephraim envy Judah, or Manasseh
vex Ephraim? There will be ample supplies for more than the railroads made or evenin
contemplation by the most sanguine of our citizens.
Excuse this hasty view, and believe me,
Most respectfully, yours,
JOHN BRUCE.
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Doc. No. 17.
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EXAMINING COMMITTEE'S REPORT.
The committee appointed at the first annual meeting of the Alexandria, Loudoun and
Hampshire railroad company, to examine the books and accounts of the company, have
performed the duty assigned them, and beg leave to submit the following report:
The books and accounts have all been submitted to them, and they have given them
careful and thorough examination. All the expenditures have been found to be supported
by the necessary vouchers, the accounts have been found correct, and the books have been
carefully and neatly kept and properly balanced.
The result of the expenditures and receipts will be found in the general statement made
out by the clerk and herewith submitted, showing that $13,869 50 have been received
from stockholders, and that $12,733 37 have been expended in procuring the necessary
instruments and in prosecuting the surveys, leaving in the hands of the chief engineer
$ 829 09, and in the treasury the sum of $127 04. So far there have been but five install-
ments called for which are due and payable, amounting to thirteen dollars per share,
which have been generally paid up.
All of which is respectfully submitted.
R. H. MILLER,
JOHN BRUCE.
Alexandria, Oct. 19th, 1853.
E
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Doc. No. 17.
Alexandria, Loudoun and Hampshire Railroad Company,
In account with R. Johnston, Treasurer.
ast O1 use buenahuvau me,
-
-
6,461 64
"
"
-
.
5,368 52
11,830 16
ount paid for incidental expenses,
-
721 33
10 amount paid for expenses of directory,
-
.
170 88
Balance in hands of chief engineer,
-
*
*
829 09
In Bank of the Old Dominion,
-
-
-
127 04
$13,678 50
By amount received from stockholders, viz:
From state of Virginia,
-
-
-
.
7,800 00
Other stockholders,
-
-
-
-
5,859 50
By balance of advances for preliminary survey,
-
-
19 00
$13,678 50
E. E.
R. JOHNSTON, Treasurer.
October 15, 1853,
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Doc. No. 17.
279
Summary of the Statistics of the Counties which will be drained, wholly or in part,
by the Alexandria, Loudoun & Hampshire Railroad, exclusive of the City and
County of Alexandria, and omitting many small items-taken from the Census
Returns of 1850.
Population,
-
-
-
-
-
.
135,525
Acres of land in farms: Improved,
-
1,049,288
Unimproved,
-
1,253,202
-
2,302,490
Cash value of farms,
-
-
-
-
$36,457,888
Value of farming implements and machinery,
-
-
1,060,655
Value of live stock,,
-
-
-
-
-
4,388,319
Wheat, bushels,
-
-
-
-
-
2,609,225
Indian corn, do.
-
-
-
-
-
2,725,387
Oats,
do.
-
-
-
-
-
546,908
Wool, lbs.
-
-
-
-
-
366,961
Butter, do.
-
-
-
-
-
1,654,989
Cheese, do.
-
-
-
-
-
64,563
Irish potatoes, bushels,
-
-
.
-
140,675
Buckwheat,
do.
-
-
-
-
31,384
Hay, tons,
-
-
-
-
-
66,410
Clover seed, bushels,
-
-
-
-
4,019
Other grass seeds, do.
-
-
-
-
3,282
Flax, lbs.
-
-
-
-
-
33,750
Flaxseeed, bushels,
-
-
-
-
2,487
Maple sugar, lbs.
#
-
.
-
-
128,723
Molasses, galls.
-
-
-
-
-
4,937
Beeswax and honey, lbs.
-
-
.
-
102,127
Value of home-made manufactures,
-
-
-
$103.985
Value of animals slaughtered,
-
-
-
-
$ 820,658
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Doc. No. 17.
Members of the Engineer Corps of the Alexandria, Loudoun and Hampshir
Railroad Company.
NAMES.
RANK.
PAY.
Charles P. Manning,
-
-
Chief engineer,
$ 2750 00 per year.
Richard Randolph,
-
.
Principal assistant,
1500 00
"
Robert G. Bowie,
"
-
-
1500 00
"
Washington Blythe,
"
-
1500 00
"
-
Francis Lackland,
"
-
-
1500 00
"
Benj. D. Frost,
"
-
-
1500 00
:
0. Sonneman,
-
-
Dranghtsman,
3 00 per day.
J. W. Johnson,
-
-
Surveyor,
2 50
at
Spear Nicholas,
-
.
"
2 50
"
W. C. Nicholson,
"
-
-
2 50
"
Bolivar Ward,
-
-
.
2 50
H
Isane Bond,
-
-
.
-
2 00
H
J.C. Clarke,
-
Leveller,
2 50
и
-
-
A. M. Chichester,
-
.
**
2 50
"
Powell Conrad,
"
.
2 00
44
-
G.A. Baxter,
..
-
-
2 00
и
W. F. Lee,
"
-
.
-
2 00
и
8. R. Johnston,
-
-
Assistant surveyor,
1 50
of
F. F. Gover,
"
.
-
1 25
-
James G. Clark,
"
as
-
-
1 25
H. C. Fillebrown,
"
-
-
I 50
-
C. D. Rice,
:
-
-
I 50
:
T. M Hewitt,
-
.
Assistant leveller,
1 25
"
J.G. Chapman,
"
.
1 25
#
-
J.D. Bruce,
"
.
.
1 25
"
D. D.T. Thompson,
"
.
-
1 50
"
J. M. Campbell,
"
"
-
-
I 50
G. C. Powell,
-
-
Rodman,
1 00
"
H. Snowden,
"
-
-
1 00
"
J.C. Calvert,
"
.
-
1 00
"
Asa Rogers,
"
1 00
"
-
W. H. Brown,
"
-
-
1 00
"
W. Ellzey,
**
-
-
] 00
"
J. W. Powell,
"
"
-
-
1 00
J. C. Langhorn,
"
-
-
1 00
**
E. Coleman,
"
.
-
1 00
:
R. K. Martin,
-
"
.
1 00
-
Conred H. Powell,
-
"
1 00
⑉
-
W. B. Wernwag,
-
.
"
1 00
:
A. Smoot,
"
-
.
I 00
-
J.A. Green,
"
-
-
I 00
if
J. A. Turner.
"
-
-
1 00
44
W. D. Smith,
-
-
Chainman,
1 00
**
G. H. T. Macrae,
"
-
-
1 00
"
G. W. Jamieson,
-
"
I 00
-
-
John Thomas,
-
-
"
1 00
-
A. M. Smith,
-
**
1 00
"
-
Philip Young,
is
-
1 25
-
-
R. L. Poor,
"
-
1 00
#
-
Paul Sipoo,
"
-
-
1 00
"
H. D. McCabe,
**
-
.
1 00
:
William Taylor,
"
-
1 25
:
-
I certify that the above is correct.
CHAS. P. MANNING, Chief Eng.
Alexandria, Oct. 20, 1853.
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Doc., No. 17.
281
BLUE RIDGE RAILROAD.
NOVEMBER 1853.
To the Board of Public Works.
GENTLEMEN,
I have somewhat delayed this communication, with a view of
reporting with more certainty on some work and measures in progress of com-
pletion.
In my report of last year, I stated that there remained then near Mechum river
a chasm to be occupied by a large culvert, the construction of which, and conse-
quently that of the embankment across the valley of Lickinghole creek, would be
necessarily suspended during the season of frost. It was resumed in April, and
finished as expected in June, and the embankment completed in August, when
the laying of the track from Mechum river began in extension of the Central rail-
road, the ballasting and distribution of ties having in the mean time preceded the
completion of the embankment.
This link, which had been arrested last year by the accident to the culvert, is
now ready for use up to the Greenwood tunnel, a little upwards of eight miles,
as well as all the necessary fixtures at the depot, which I was instructed to furnish
to the Virginia Central railroad company, viz Turnouts, turntable, and supply of
water, which is brought pure and in abundance by pipes from the Rocky run.
The track has been laid rapidly and in a creditable manner, by Mr. N. S. Car-
penter; and the Central railroad company can avail itself of it whenever it
sees fit.
In thus hastening the completion of this portion of the road, I have consulted
the public wish more than my own judgment, which would be against laying the
track before at least one winter has passed over every part of the road. The
first winter and rainy season will bring down slides, which will be troublesome
and even dangerous; but it is more particularly in regard to the considerable
settling of embankments of such dimensions as those raised on the Blue Ridge
railroad, that I would have preferred to wait. Those high embankments settle
much and very irregularly, the materials of which they are formed here being
much mixed; and the track laid on them will inevitably become much waved,
especially after deep snows, and occasion much trouble, and sometimes accidents.
I have already, in this short time, caused that at Lickinghole creek to be raised
twice; and I am raising it a third time: on this account, I have omitted here the
ballasting, which would be useless until the final level has been secured by time.
There is another embankment where ballasting was also dispensed with for the
same reason everywhere else the track rests upon a bed of broken stones, and
the cross ties are firmly bedded by the interposition of the same material. It is a
mistaken economy to lay a track without ballasting; it secures firmness, perma-
nency of level, smoothness in running. and preserves the timber. The rail used
is of the T pattern, weighing 63 pounds to the running yard; the chairs wrought
iron; not on account of a decided preference, but because the Central railroad is
laid with the same, and uniformity is desirable.
36
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Doc. No. 17.
The section just described and ready for the travel reaches to the Greenwood
tunnel and depot. The tunnel itself is now finished, an achievement very credi-
table to the contractor, John Kelly; and it is with great satisfaction I can report
that this excessively dangerous work, through crumbling material, has been exca-
vated and arched without the least accident. I described in last year's report in
what manner we succeeded in undermining the timbering of the heading through
this treacherous material. The tunnel, from portal to portal, is 538 feet long. I
have added to its length by extending the arch outside far enough to receive the
(not improbable) farther slides of both faces of the perforation.
A distance of one mile and a half above this tunnel has been finished long age,
and is sufficiently firm for the track, which will be laid over it immediately for the
accommodation of the temporary track over the mountain, very recently deter-
mined upon by the Central railroad company, and which will drop on the surface
of the Blue Ridge railroad some distance ahead of this point.
The lower tunnel and its depot being the most convenient point of approach
for the portage, formerly, and until recently, intended, there was no urgent neces-
sity to incur any additional expense in completing the heavy portions of the road
beyond it, before nearly the time when the main tunnel itself would afford as -
interrupted conveyance. But the late decision in regard to the temporary track
changes somewhat the features of the question; and it has become expedient, in
a spirit of accommodation, to finish rapidly all such sections, as it is practicable
to prepare in time for the descent upon them of this new track. With this view,
and pursuant to the instructions of the board, the contractor, Mr. Kelly, has been
directed to complete with all possible diligence, the heavy cut and embankment
at Dove spring hollow. The cut sinks about 100 feet below its upper side, and
the embankment rises 80 feet in the centre above the hollow; a great part of the
cut is through the hardest of rock. The scarcity of hands had somewhat les-
sened its progress. This scarcity has been felt more severely here since the be-
ginning of the temporary track; and we have been obliged to advance the price
of labor. It was, consequently, only by an advance that the contractor could
induce an additional force to join him. This advance has been allowed him,
provided he effects the object intended, namely, to be ready for the temporary
track. It is expected that Mr. Kelly will place this high embankment at the dis-
posal of the Central railroad company in due time. The general objection to the
use of green banks is much lessened here by the character of the material of
which this is composed; it being chiefly large masses of extremely hard rock, not
affected by either rains or snows, and which, consequently, will settle compara-
tively very little, though the highest on the line.
Beyond Dove spring hollow we come to the tunnel, heretofore known as the
Second, but which it will be better to designate as the Brooksville tunnel, to ob-
viate confusion, as it is not unlikely that these subterranean passages will be nu-
merous on the line of the Central railroad. At the eastern end, this tunnel is
opened through the hardest of rock, while, at the western side, it penetrates
through material as friable, and even if anything more dangerous thau the Green-
wood tunnel. That much of the tunnel will, of course, have to be arched, proba-
bly for a distance of 650 feet: the whole length will then be about 850 feet, in-
cluding a portion of the arch outside for security against slides of the face.
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Doc. No. 17.
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The arching would have begun long ago but for the untoward circumstance
that the contractor for the bricks to arch the Greenwood tunnel failed to make
suitable bricks. The threatening condition of the work left me no alternative;
the tunnel must be speedily arched, to prevent new and costly slides; and the
only practicable expedient was to use the brick intended for the second tunnel,
the arching of which must, by that cause, be suspended. This, indeed, has been
a very unfortunate circumstance, not only as productive of delay at this tunnel,
but also because it added materially to the cost of the other: having to use not
very reliable brick, I had to make up the diminution of strength by increased di-
mentions; and, when ultimately we had to get the other bricks, a higher price
must be paid for them, besides making a road for the purpose of hauling them.
Between the Brooksville tunnel and Robertson's hollow, a distance of about
three-fourths of a mile intervenes, where the bed of the road has been ready for
the track for about two years: the track will now be laid over it for the accom-
modation of the temporary track, 80 soon as the completion of the track just be-
low permits the iron to be hauled up to this otherwise inaccessible spot.
The work at Robertson's hollow continues to progress satisfactorily under the
management of Messrs. Gallaher & McElroy; indeed the character of the mate-
rial, the size and length of the embankment 80 feet high across the hollow and
the abruptness of the ridges do not admit of any rapid progress here.
Just above Robertson's hollow there is a cut 64 feet deep, which heretofore has
advanced through hard, but unsafe materials: lately, however, it reached, from
both sides, a dike 100 feet across, of the hardest imaginable rock; and I was
thereby induced to alter the plan of a deep cut, into an additional short tunnel,
which, requiring neither arching nor portal, will save both time and money and,
at the same time, relieve the contractors from a losing operation. This tunnel
will probably be completed about January.
Above the new tunnel, another very deep ravine, Goodloe's hollow, 60 feet
deep, is crossed by a high embankment, on which the heavy grade, 280 feet to the
mile, of the temporary track will drop. This embankment is not yet completed
but will, I hope, be ready for the new track.
Between this point and Robertson's hollow about 1000 feet of the state work
will be used by the temporary track.
Thence to the big tunnel, a distance of two miles, no work of importance re-
mains to be done, and the track could have been laid long ago if it could have
been of any service, before the final opening of the tunnel.
Beyond the mountain, I am preparing to lay the track, in order to accommodate
the Central railroad company, though I would have preferred to allow the long
embaukment, from 25 to 30 feet high, in the low ground of South river, a longer
time to settle, part of it having but recently been made: indeed, there is yet a
short space not completed, and which will probably not be 80 before one month.
On this embankment also it would be too early to place ballasting, which would
be mouey thrown away fortunately, the material is of good quality and will not
retain water much; so that ballasting now between the cross ties will suffice.
The iron bridge over the river, 225 feet long, in three spans, is ready: I have
directed it to be sent up from Richmond; and it will be raised as soon as re-
ceived: the operation will take but a short time. I have tested its strength at
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the Tredegar iron works, where it was made, and found that it deflected in the
middle only half an inch, under a load of one ton to the foot in length, while the
maximum allowed in the contract is five-eighths of an inch; so that it is within the
requirement of the contract: nnd it must be observed besides, that the parts had
not been brought to a full bearing by tightening the screws; and it will come-
quently be still more unyielding when in place. It is gratifying to add that it was
constructed at iron works in Virginia, and by a Virginian, Mr. J. R. Anderson.
As regards the main tunnel, the perforation, on the 1st October last, was 2,263
feet, showing a progress during the past year of only 725 feet; less than that of
last year for the same period, when it was 879 feet, and less still than my ex-
pectations, which 1 had raised to 960 feet. For this disappointment there have
been soveral combining causes. In the first place, we had advanced, on the west
side, 900 feet without any material inconvenience from the water, and were
elated with the expectation that we were through the work, when, towards the
close of last year, we were suddenly taken by surprise by the irruption of a large
vein of water, for which we were obliged to take hands from their work, and set
them to pumping, until we could obtain machinery for the same purpose, worked
by horse power. This circumstance has been repeated several times during the
year; successive veins of water having been encountered, until the body of water
we have now to keep down amounts to no less than probably one and a half
hogshead per minute-ninety hogsheads per hour.
We have, it seems, advanced lately under a kind of trough in the mountain,
where the water collects from both sides; and where, in addition, the rock is full
of seams, and in places quite unsafe. This circumstance has not a little contri-
buted to delay the progress forward, by the necessity of taking down a good deal
of threateuing rock; a cautious operation, when men have to work under the
impending mass, and during which the advance of the perforation is necessarily
suspended. At the time of your last meeting, there had been, on the west side,
a fall from the roof, which had however caused no accident; but since, another
mass came down unexpectedly, which caught three men, though fortunately they
were not materially injured. The circumstance has nevertheless had an un-
favorable consequence; the men refused to return to their work, though I do not
consider the danger there, by any means, to be compared to that we have en-
countered successfully in the two smaller tunnels, and I lost no time in ordering
such timbering as will insure security to the hands, much more easily here cer-
tainly than where the rock is crumbling when exposed to the air.
But, as yet these precautionary measures have not recalled the men to their
work. It is particularly unfortunate that these occurrences have taken place on
the west side, where the water has to be kept down, though the work is not pro-
gressing. On the east side it would not, by any means, be so embarrassing.
We encountered long ago a place fully as bad; but then circumstances were
different; labor was not in demand, and men did not feel the same spirit of inde-
pendence. The great diminution of the available labor of the country has been
our chief drawback during the past year; the interference of the water, the more
insecure character of the rock, would have had but a limited influence on the
progress, if we could always, as heretofore, have had the command of the labor
of a full force. The deficiency began to manifest itself about the beginning of
this year; and finally, in April, there was in the tunnel a strike, which deprived
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285
the work at once of about sixty hands, and suspended it several days, during
which the tunnel filled with water, no one being allowed by the rioters to work
even at the pumps; so that, when they returned to work, several additional days
were still lost in clearing out the water. The scarcity of hands has continued
ever since to affect our progress; for, though I have, with your approbation,
raised the wages of the tunnel men, and we have had since a full force engaged,
the high wages have had the reverse effect of what might have been anticipated.
Instead of securing constant work, it encourages improvident men, satisfied to
earn a support, to absent themselves from their work when in funds. Thus we do
not get every day the full labor of the force hired. I must, however, do this jus-
tice to the men, that while at work, they work hard and steadily.
Much has been said and published in the newspapers about 'slow progress,"
by persons wholly unacquainted with the difficulties we have to contend with,
and who, if they had personally examined the work, would have spoken differ-
ently. But, as you have made this examination, and are perfectly acquainted
with the character of every part of the work, with the amount done and to be
done, and with every circumstance of the management, I deem it unnecessary to
dwell on this part of the subject.
I will merely say a few words in regard to the absence of shafts. My present
knowledge of the character of this mountain confirms me, every day more and
more, in the conviction that it was a fortunate circumstance that I did not attempt
to sink shafts of the immense depth of 700 feet through the rock we have en-
countered. My decision, however, was taken at the time, as much from con-
siderations of the necessity imposed by the law of incorporation, as from doubts
about the intrinsic practical value of such accessory works in this particular
locality. The annual appropriation made by the legislature was, it is well
known, only $100,000; and, for three years, it was all I could depend on. Under
this state of things, it was clear that shafts, instead of saving, would have lost
time: for they would have certainly cost over $100,000; and, by thus swallow-
ing up the appropriation of at least one year, they must of course have added
that much to the duration of a work thus scaled. This was a decisive consider-
ation, and I had then no right to form another conclusion.
It will readily appear, from the foregoing statements, that it would be crroneous
to draw conclusions for the future progress of the tunnel, from the results of this
year.
In the first place, as regards the interference of water, we are now provided
with an adequate number of horse powers of superior workmanship. 1 have,
besides, made trial of a siphon 2,000 feet long and 3 inches in diameter, it being
the longest siphon on record. I was afraid of trying pipes of a larger diameter, on
account of the greater quantity of air that would be disengaged at the apex, and
cause the siphon to be fed too often. The siphon has perplexed us with singular
phenomena, and we have not yet been able to make it work constantly. It has
to be fed every half hour through the air vessel, and must be fed fully every 12
hours on its whole length. Still it discharges about 60 gallons per minute, which
is a valuable assistance. The water, therefore, will not hereafter retard our
progress.
In the next place, as to ventilation, I have been successful even beyond my ex-
pectations. A constant supply of fresh air is afforded to the hands, at the dis-
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by the work of one mule, though the distance begins to be a
for his strength. But, considering that the greatest possible dis-
snall have to ventilate is 2,500 feet, and that the requisite power is not
ion to
itance, but only to its square root, (here as 36 to 50 nearly.) it
DDE
1, that an addition of only 50 per cent. to the power (probably
G.
III secure adequate ventilation to the end. The apparatos sends
to
L
at 300 cubie feet of air per minute, and thus relieves the hands
speedil
r blasts. Some improvement now in construction may even enable
to increase the power. So that no addition to the time need be made on
1
core.
e hauling of materials a longer distance, as the penetration increases, need
not be considered; for, the materials blasted out, can be hauled several times
faster than they can be obtained, to the extreme distance of our baul, which is
half a mile.
Lastly, gentlemen, as the hiring season is ( se at hand, we can without diffi-
culty secure permanent and reliable labor for next year, which will do away the
fluctuations which have considerably retarded the progress of last year: and I
think it probable, from the formation of the mountain, that the dangerous ground
we have lately had to contend with is nearly through, if not quite: the east side,
certainly, continues as sound and solid as ever.
We can, therefore, confidently anticipate an acceleration of our operations in
the tunnel hereafter. One circumstance I should not omit adds considerably to
the prospects of the work in that respect. Heretofore we had no one to attend
to the machinery, at a moment's warning, in cases of accident; and frequently
much time was lost until we could procure some one to repair the machinery, the
hands being diverted from their legitimate work to assist in pumping. We have
now the advantage of the constant and efficient attendance of Mr. F. B. Clop-
ton as a machinist, by whom repairs and improvements are made as fast as
needed. A better selection could not have been made.
On the 1st of January next, there will probably remain, out of the 4248 feet,
the total length of the tunnel, only 1,800 feet to excavate. This, with the im-
provements above stated of our means of operating, and with a more efficient
force, which state credit can readily obtain next month, ought not to take over
two years for completing the work, if that much.
As near as I can estimate, with the present fluctuating prices, the work remain-
ing to be done, the service of 1854 will require about $150,000, and will leave
only a short section of the tunnel to perforate, and some track to lay through,
and from it to the temporary track; for which, and some reservations, less than
$100,000 will be required after the 1st January 1855.
Respectfully submitted.
C. CROZET,
Chief Engineer.
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287
MANASSA GAP RAILROAD COMPANY.
PROCEEDINGS.
Pursuant to public notice, the stockholders of the Manassa gap railroad com-
pany met at Liberty hall, January 12, 1853, and were organized by the appoint-
ment of Dr. Thomas T. Withers as chairman, and Samuel T. Ashby and Ed-
ward Green, secretaries.
The chair appointed Messrs. Beverly, R. H. Miller and Ambler a committee on
proxies, who reported that a quorum of the stock was present.
On motion of Mr. E. C. Marshall, the act authorizing the Board of public
works to subscribe $160,000 additional to the capital stock of the company,
passed at the session of the Virginia legislature, was taken up and unanimously
adopted.
Mr. E. C. Marshall then presented the financial condition of the company.
Mr. J. A. Carter offered a preamble and resolution asking this company to ex-
press an opinion favorable to the construction of a branch of the Manassa gap
road into the county of Loudoun, to be submitted to the legislature of the state,
and, should the legislature grant such charter, that the engineers be authorized to
survey the different routes proposed by the various interests, and to report to the
board which is the most profitable and practicable route.
An animated and interesting debate ensued upon this application, between
Messrs. Carter, Fowle and Marsball.
On motion of Mr. Marshall, the petition was referred to a committee of five,
consisting of Messrs. J. A. Carter, E. C. Marshall, R. H. Miller, D. Janney and
P. Pitman.
On motion, the meeting adjourned until 3 o'clock.
AFTERNOON SESSION.
Pursuant to adjournment, the meeting was called to order at 3 o'clock, by the
chairman.
Mr. Fleming offered the following resolution:
Resolved, that, in the opinion of this meeting, the rule requiring prepayment
for freight transported from here, is burdensome to a large number of our citizens,
and that the directors be requested to discontinue it, and substitute therefor pay-
ment at the point of destination.
After a debate between Messrs. Fleming, Miller, Pitman and Fowle, the resolu-
tion was rejected.
On motion of Mr. Fleming. it was resolved, that the 14th hy-law be amended,
so as to strike out fifteen cents per mile," and insert in lieu thereof, all their
actual expenses."
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On motion of Mr. Foster, it was resolved that the secretary of this meeting ad-
vise the Board of public works that the stockholders of the Manassa gap railroad
have accepted the act of the legislature taking another fifth of the stock of said
company.
Also, by the same, resolved, that this meeting do recommend the appointment
of Andrew Pitman of the county of Warren as a director on the part of the state.
Agreed to.
The committee to which was referred the subject of extending a branch railroad
into the county of Loudoun, made a report similar to the resolution offered in the
morning by Mr. Carter; which, after debate, in which Messrs. Carter, Fowle,
Marshall and McKenzie took part, was adopted.
On motion, the meeting adjourned.
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289
PROCEEDINGS.
At a meeting of the stockholders of the Manassa gap railroad company, held
at Liberty hall, in the city of Alexandria, on the 7th day of April 1853
The meeting was organized by the appointment of General Asa Rogers of
Loudoun as chairman, Edward Green and John H. Hartman acting as secreta-
ries.
On calling the roll, it was found that a majority of the stockholders were pre-
sent, either in person or by proxy.
The report of the president and directors was presented and read by the presi-
dent of the company, and unanimously adopted.
On motion of Samuel J. Tebbs, a committee was appointed to examine
proxies. The following gentlemen composed the committee, viz: Samuel J.
Tebbs of Fauquier, David Funsten of Alexandria and Alfred Rector of Fau-
quier. The committee reported the proxies in form.
The act of the 7th February 1853, increasing the capital stock $ 800,000, was
read and unanimously accepted.
The act of the 8th March 1853, authorizing the construction of a branch road
through the county of Loudoun, was read and accepted.
The act of the 10th March 1853, authorizing the extension of the road through
to Alexandria, was read and unanimously@accepted.
The act of the 18th March 1853, authorizing the construction of a road from
Westernport to some point on the Manassa gap railroad, was read and refer-
red to a committee of five. The committee was F. L. Smith of Alexandria, B.
E. Harrison of Prince William, Dr. Ambler of Fauquier, J. S. Davison of War-
ren and Philip Pitman of Shenandoah.
Meeting adjourned till 3 o'clock P. M.
AFTERNOON SESSION.
Meeting assembled in pursuance of adjournment, when the committee appoint-
ed to take into consideration the construction of the Westernport railroad made a
verbal report by F. L. Smith, its chairman, and offered a resolution, which, after
an animated discussion, was amended at the instance of Edward C. Marshall,
and passed, as follows
Resolved, that the president of this company be requested to communicate to
the president of the Westernport and Alexandria railroad, (when organized,) the
willingness on the part of this company to carry into effect the provisions of
the act incorporating the said Westernport and Alexandria railroad company,
passed the 18th March 1853, upon the terms of said act of incorporation.
37
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hat the clerk certify to the Board of public works the acceptance by
f the act of 7th February 1853, increasing the capital stock by the
the act of the 8th March 1853, authorizing the construction of
ugh the county of Loudoun; and the act of the 10th March
sion of the Manassa gap railroad from Thoroughfare to Alex-
homas S. Hall, the thanks of the meeting were unanimously
man and secretaries.
5
ourned sine die.
ASA ROGERS, Chm'n.
EDWARD GREEN,
JOHN H. HARTMAN,
Secretaries.
-
1.11
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I
-
will
-
to
will
to
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with
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291
PRESIDENT'S REPORT.
To the Stockholders of the
Manassa Gap Railroad Company.
GENTLEMEN,
This special meeting of the stockholders has been called to consider and
to decide upon the acceptance of several acts of the legislature, which enlarge the sphere
of action of this company, and increase its capital.
The legislature, since your meeting in January last, has increased the capital of the com-
pany $1,600,000, which increase makes the whole capital 2,400,000. The Board of pub-
lic works is authorized to subscribe to three-fifths of the whole increase.
The purposes of this increase embrace three distinct objects, viz:
800,000 for the ex-
tension of the road to its terminus at Harrisonburg ; 500,000 for its extension, by an in-
dependent line, into the city of Alexandria; and 300,000 for the construction of a branch
road or stem into the county of Loudoun.
The completion of the road to Harrisonburg is deemed by the board an object of pri-
mary importance, and under the influence of that impression an order has been passed that
the whole road be put under contract as soon as the two-fifths, or 320,000, be subscribed
in the Valley counties. Of this amount the county of Rockingham has, with great una-
nimity and enthusiasm, entered upon the steps to raise a subscription of 200,000, subject,
however, to the condition that the money be expended on the line next to Harrisonburg.
Shenandoah will, in good time, follow the example of her neighbors of Rockingham, and
raise the balance. The contribution from Shenandoah thus becomes doubly important, be-
cause it gives vitality to the subscription of Rockingham, and at the same time furnishes
the means for the construction of the road into the Valley. It is not only doubly, but it is
all-important, because if the aid of Shenandoah be withheld, no means in any other quarter
can be relied on for the construction of the road beyond the South fork of the Shenandoah.
The road may there find its resting place, dwarfed of its growth, and no one of its great
ends accomplished. We gladly turn to the more agreeable picture of their duty done by
Shenandoah and Rockingham, the pathway prepared for the iron horse through the Valley,
and its teeming wealth brought down by Manassa, as of old by the Nile, into the city of
Alexandria.
The second act of the legislature increases the capital of the company by the sum of
$ 500,000, and has for its object the extension of the road from some point on the present
road east of the Thoroughfare gap into the city of Alexandria. In addition to the many
obvious advantages to this company, of its having an independent line, the contemplated
change of route will save several miles of distance, with improved grades. It must also be
borne in mind that the end nearest the terminus is the paying end of the line. The board
thinks it demonstrated that the income of the road even now, taking in as it does its freight
and passengers at such various distances, sometimes thirty-eight, but oftener eight miles, will
enable the work to pay the expenses necessary to sustain it. Will not then the portion of
the road which will have the accumulated business over its whole length, yield a handsome
profit? Will not that profit be doubled and trebled when the business of the Valley and
of the Loudoun branch be brought to it ? This independent line becomes a necessity by
the overtasked road, which the Orange and Alexandria railroad will become, when its con-
struction to Lynchburg is effected, or by the importance which it derives from its very easy
grades, so indispensable to the working of a coal road, either in the event of the connec-
tion with the coal fields at Paddytown, or should the anthracite coal of Rockingham, (the
fine quality of which has been tested by its use for two years, and which exist
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ne
extent,) be found also to exist in great abundance. The law requires
ad between the point of divergence of the new road and the junction
nge and Alexandria railroad, be kept in running order, having in view the
protection of the rights of the parties interested in that end of the line, and also
5 an eye to the great value of the connection with the road projected by the Rich-
I and Fredericksburg railroad company. In order to carry out the uses of this inde-
pendent line, the board have purchased, for a depot, the property called Jones' Point, most
advantageously situated on the river, its position being eminently suited for the purposesef
the great coal trade. The improvement of this property is commenced by the offer of the
government to place a light-house upon it.
The third act of the legislature authorizes the construction of a branch road or stem into
the county of Londoun. By the provisions of this act the Manassa gap railroad company
have the right, at its option, to make this branch road a part of their own, and may select one
of four specified routes. The board recommends to the stockholders the incorporation of
this branch as a part of their own work. A road into Londoun by any one of the routes
will add largely to the business of the road of this company, and the proposition is a clear
one, that if the business of Fauquier will sustain our present road, the business of the more
productive county of Loudoun will sustain the branch running into that county. When it
is borne in mind that the county of Loudoun is the largest tax-paying county in the state,
it becomes you especially to take into your careful deliberation the route by which the im-
mense business of this county can be most advantageously drawn by the Manassa gap rail-
road to the city of Alexandria. The surveys of these lines have been actively entered
upon by the corps of engineers, and handsome subscriptions made by the parties interested.
There is another act of the legislature which will require action on the part of the stock-
holders of this company, and the magnitude of the object at stake challenges your gravest
consideration.
The legislature has given a charter to another party, for the purpose of constructing a
railroad from Strasburg to Westernport. .The charter is in the hands of certain capitalists
and gentlemen of known enterprise. The contemplated road will occupy the ground over
which the Manassa gap railroad company has by its charter the right to make its projected
road to Paddytown. The provisions of the charter of the new company call for the assent
of the Manassa gap railroad company, and a condition of this assent may be the require-
ment of the new company to grade a parallel track from Strasburg as far as the south
branch of the Potomac, for the use and sole property of the Manassa gap railroad com-
pany. the latter company paying half the cost of grading to the south branch.
The policy of this transfer of the rights of this company, is dictated by the hopeless fu-
ture of the company ever compassing the means to effect this costly work. The requirement
to grade the parallel track has in view the purpose to keep in the hands of the Manassa gap
railroad company the power to effect, upon the cheapest terms, a passage through the great
system of mountains which divide the waters of the Shenandoah and the Potomac rivers,
and which constitute the great source of cost on the route of this road to the Ohio. The
passage through this great barrier having been accomplished, the obstacles in the route to
the Ohio river will have been overcome.
The new company is not yet organized, but the commissioners have set a corps of
engineers in the field, under the authority of Mr. Goldsborough.
The advantage of distance which Alexandria has to the coal fields over Baltimore, has
been often dwelt on. This advantage has lately brought before the public several rival
plans. It is conceded on all hands that the interests of Alexandria, and still more of the
state, demand, of right, that the nearest and best line between the great coal fields of
Virginia and this city be adopted; but after a pretty careful examination of the whole
ground, our chief engineer remains under the impression that, distance, grades and cost
considered, Manassa gap contains the most eligible line.
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293
Another bill which points to your interest in a striking manner, is the act incorporating
a company to make a road from Strasburg to the Ohio river at Letart falls. This act
establishes the important fact that the legislature has given its sanction to a continuous
direct line of railroad between Alexandria and the Ohio. The map will exhibit the fact
of the nearly equal proximity of Alexandria or Washington city, Cincinnati and St. Louis,
to the 39th parallel of latitude, and proclaims the truth that this is the great east and west
line between two western cities and the seat of government of the nation, and that by
such a saving of distance (as can be otherwise established) as will make this the great
route between those cities and the cities of Baltimore, Philadelphia and New York.
By order of the board.
EDWARD C. MARSHALL,
President.
April 7th, 1853.
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Doc. No. 17.
PROCEEDINGS.
At a meeting of the stockholders of the Manassa gap railroad company, held
according to notice, on the 9th June 1853, at Liberty hall in the city of Alex-
andria, there were present, in person or by proxy, stockholders entitled to a
majority of all the votes which could be legally given.
On motion of Thomas H. Boswell, James W. Foster of Fauquier was called
to the chair, and Naason Bare of Rockingham and Edward Green appointed
secretaries.
On motion of John S. Davison, John A. Carter, W. T. W. Taliaferro and
James F. Jones were appointed a committee on proxies. Said committee
reported all the proxies in proper form.
On motion of E. C. Marshall, a committee of five was appointed to take into
consideration the propriety of making application to the city councils of Alex-
andria to subscribe the sum of $200,000 to the Manassa gap railroad. The
chair appointed Hugh Smith, John S. Davison, Richard H. Dulany, John Hill
Carter and William Smith said committee.
Also, to appoint a committee of five for the purpose of taking into conside-
ration the Westernport extension. The chair appointed Philip Pitman, Samuel
R. Adams, B. E. Harrison, Richard H. Carter and George M. Brinker said
committee.
At the suggestion of E. C. Marshall, the report of the chief engineer on the
advantages of the several routes for the branch road through the county of
Loudoun, was read. During the discussion of this subject, on motion of Ass
Rogers, the meeting adjourned to 3 o'clock P. M.
At 3 o'clock the meeting resumed the consideration of the Loudoun branch
railroad. After an animated discussion, it was moved by W. T. W. Taliaferro,
that the Purcellville route be adopted; which motion was carried in the affir-
mative-the vote standing 3,050 for, and 97 against.
On motion, the meeting adjourned until 8 o'clock.
The meeting assembled pursuant to adjournment, when the following preamble
and resolution were read
Whereas the report of the commissioners for the Loudoun branch railroad has
been made to the president and directors of the Manassa gap railroad: be it
Resolved, that the Loudoun branch extending to Purcellville be and the same
hereby is made part and parcel of the Manassa gap railroad.
Which preamble and resolution were adopted.
The committe appointed to take into consideration the Westernport extension,
made the following report; which was unanimously adopted
Your committee on the Westernport extension have had the matter under
consideration, and have instructed their chairman to make the following report:
Whereas authority has been given, by the Virginia legislature, to the Western-
port and Alexandria railroad company, to make a railroad from Strasburg or
some other point on the Manassa gap railroad to the Potomac river near
Westernport, with authority to use any route between the-same points conferred
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295
before on the Manassa gap railroad company, (the consent of the last named
company having been first obtained;) and as action on the part of the company
may be necessary, before a meeting of the stockholders can be conveniently
called: therefore, be it
Resolved, that the president and directors of the Manassa gap railroad com-
pany be instructed and empowered to carry out the provisions of the charter of
the Westernport and Alexandria railroad company, 80 far as they affect the
interests of the Manassa gap railroad company, upon the terms most advan-
tageous to the Manassa gap railroad company.
P. PITMAN,
Chairman.
The committee appointed to take into consideration the propriety of making
application to the city councils of Alexandria to subscribe the sum of 200,000
for the extension of the Manassa gap railroad, made the following report, which
was adopted :
The committee to whom was referred the subject of an additional subscription
on the part of the city of Alexandria, for the purposes indicated in a resolution of
the stockholders, have had the same under consideration, and respectfully present
the result of their deliberations in the shape of the following preamble and
resolution
Whereas the people of the counties of Rockingham and Shenandoah have
restricted the application of the funds arising from their subscriptions exclusively
to the construction of the road beyond Strasburg, and the intervening counties
of Prince William, Fauquier and Warren have already provided for the con-
struction of the road through their territory, the question is in the hands of the
people of Alexandria, whether to provide the means to carry the road to
Strasburg, or let the Manassa gap railroad certainly languish, and possibly fail,
altogether, in its accomplishment of the great end proposed by the city, when
it embarked upon the magnificent enterprize of drawing the trade of the great
Valley to the Alexandria market.
And whereas, on account of the competition with Baltimore through the
agency of the Winchester and Baltimore and Ohio railroads, it is of decisive
importance, that to meet this rivalry the Manassa gap railroad company should
avail itself of the saving of distance and easy grades, and the further advantage
of the control of their own tariff of tolls, (advantages furnished by the proposed
independent line, or Manassa extension, into the city of Alexandria;) and, further,
on account of the benefits of the trade of the great county of Loudoun, to be
brought over the proposed extension, and for the additional consideration of the
large expenditure in this city which will accrue from the outlay in the construe-
tion of the extension into its corporate limits, it is just that Alexandria should
aid, in full proportion, to raise the necessary funds therefore, be it
Resolved, That the board of directors of the Manassa gap railroad company
be instructed to apply to the city councils of Alexandria for proceedings on their
part to procure a vote of the people upon the question of a subscription of the
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sum of $ 200,000, on behalf of said city, to the capital stock of the Manassa gap
railroad company, to earry out the purposes above stated; and, further, that the
said board be hereby authorized and empowered to receive the bonds of the
corporation in payment of the proposed subscription to the stock aforesaid.
Respectfully submitted.
HUGH SMITH,
Chairman.
On motion of J.S. Davison, the change made in the 14th by-law at the last
annual meeting was rescinded.
On motion, it was
at the members of the board of directors be and they are hereby
$2
er diem, in addition to their neces-
pany.
sh rebu
was adopted.
Un motion, the meeting adjourned sine die.
JAMES W. FOSTER,
Chairman.
EDWARD GREEN,
NAASON BARE,
Secretaries.
The undersigned, commissioners appointed by an act passed 8th March 1853,
entitled an act authorizing the Manassa gap or the Loudoun branch railroad
company to construct a railroad from some point in Loudoun county to some
point on the Manassa gap railroad, for the purpose of taking subscriptions to
the said branch road, have examined the several subscriptions to two of the
branch roads proposed in the said act, and do report:
That the amount subscribed to the branch proposed from a point at or near
Purcellville to the Manassa gap railroad, is forty-four thousand six hundred and
fifty dollars.
The amount subscribed to the branch proposed from a point at or near Snick-
ersville to the Manassa gap railroad, is twenty-two thousand one hundred and
eighty-five dollars; and the said subscriptions are believed to be by solvent per-
sons.
We understand that no subscription has been taken up for the other two routes
named in the act, to wit, the Middleburg and the Waterford branches.
Respectfully submitted.
DANIEL JANNEY,
ASA ROGERS,
JOHN A. CARTER.
June 9th, 1853.
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297
CHIEF ENGINEER'S REPORT.
EDWARD C. MARSHALL, Esq.
President M. G. R. Company.
SIR,
I have the honor to submit the following report upon the several routes surveyed
for a branch road into Loudoun county, from the Manassa gap line.
The law provides for four routes to be surveyed, and designates the points at or near
which they shall terminate, viz: Snickersville, Middleburg, Purcellville, and Waterford;
and that a full and fair estimate of their respective costs, grades, and general advantages,
shall be reported to this company.
The country between these four points and the main road has been carefully examined,
prior to and during the progress of the instrumental surveys, and the features of the
ground are so well understood, as to leave no doubt that correct statements are presented
for the decision of the lines in compliance with the provisions of the act. A map exhibit-
ing the several routes, with their respective grades, has been prepared. An inspection of
it will show them in one view.
THE SNICKERSVILLE ROUTE.
The Snickesrville branch leaves the Manassa gap road a half mile west of the Rector-
town depot, near the junction of Chattam's run and Goose creek, just above the old mill,
and follows the eastern slopes of the Goose creek valley down to Triplett's mill. Imme-
diately below the mill the creek is crossed, and the western side of the Valley is occupied
down to the intersection of the Painter Skin-running near the Milford Mills, and passing
through the lands of Messrs. Fletcher and Glascock, to the Painter Skin. The line is
favorable, and direct grades not exceeding 23 feet per mile, and at reasonable cost.
The route then ascends the Painter Skin and its tributary, to the summit of the general
table at the base of the mountain in J. A. Carter's field, passing, by the way, through the
Messrs. Seaton's land. This section of the land is costly, embracing heavy embankment
and expensive masonry, owing to the elevation necessary in order to reach the summit be-
yond-even with a grade of 81 feet per mile, and much curvature in addition.
From the summit in Carter's field to Snickersville, a distance of 71 miles, the route is
altogether favorable, being direct and easy to construct, terminating in Snickersville, oppo-
site the church.
The entire length of this route is 15 miles. The total rise and fall 413 feet; extreme
grade ascending, east 42 feet per mile, and west 81 feet per mile. Length of straight line 10
miles; length of curvature 5 miles. Shortest radius 600 feet; estimated cost of construe-
tion with single track, and 52 pounds rail, including depots, water stations, and right of
way, $234,170, or at the rate of $15,611 33 per mile.
THE MIDDLEBURG ROUTE.
The Middleburg route leaves the Manassa gap road at a point 1,900 feet east of the
Plains depot, on Mr. Laglen's land; thence it pursues the slopes east of Little river for 6
miles-running near the road leading to Aldie, passing through the property of Messrs.
Foster, Burns, Howdershell, Harrington, Garrison, Crane and others. The hill side is
rough. and the cost of the route increased, but the line and grades are very good: the
seventh mile crosses the Little river valley, requiring a heavy embankment and expensive
masonry. From the Little river valley to Middleburg, it passes through the lands of Messrs.
Waters, Burr, Noland and Gen. Rogers, to its terminus.
38
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3 is, of necessity, costly, owing to rough hill sides and difficulties in getting
titule river valley, but the route is very direct and the grades good. The entire
this route is 8.480 miles. Total rise and full 151 feet. Extreme grade as-
per mile; extreme grade ascending west, 33 feet per mile. Length
; length of curved line 4.141; shortest radius 1,146 feet. Estimated
or a single track and 52 pounds rail, including depots, water stations,
mahl
$
$88,769, or at the rate of $22,208 11 per mile.
lot is clude the trade from Clarke county from the west side of the moun-
GENERAL ADVANTAGES.
The CO ction of a Londoun branch is intended to accommodate the interest of the
ble of
and to open for them an outlet to market, and the Manassa gap com-
I hv law in make tl
part of the main line, it is important
on as wil
ely contribute to its general interests
wn by the census bureau, is 294,672
n
allowing for a distance of twelve miles to be hauled in
wagons-win drain about 83,500 acres; of which amount, at the present time, one-half,
at least, comes to the main line.
The Purcellville branch leaves the Manassa gap road about the twenty-seventh mile, west
from Alexandria, crossing the Little river turnpike 11 mile east of Aldie, and, passing
through Carter's gap, pursuing the valley of Goose creek, Beaver dam, and North fork, to
the Leesburg and Snickersville road at or near Purcellville. The line is direct-grades
and curvature favorable.
Total length of line, 22.4 miles; total rise and fall, 630 feet. Extreme grade ascend-
ing eastward, 30 feet; extreme grade ascending westward, 60 feet. Length of straight
line, 10.3 miles; length of curved line, 12.1 miles. Number of degrees of curvature,
1,564. Shortest radius, 1,146 feet.
Total cost for track and 52 lbs. rail, including depots, water stations and right of way,
$ 331,302; average cost per mile, $14,790 25.
The Waterford and Purcellville branches are common to the 20th mile, and there the
Waterford branch diverges by the drain of Crooked run, crossing the Leesburg and Suic-
kersville road near Hamilton's store; thence, descending by the drains of Catoctin and the
Catoctin creek, to the town of Waterford.
Total length of line, 27.9 miles. Total rise and fall, 776 feet. Extreme grade ascend-
ing eastward, 30 feet per mile. Extreme grade ascending westward, 66 feet per mile.
Length of straight line, 12.9 miles. Length of curved line, 15 miles. Number of de-
grees of curvature, 2,310. Shortest radius, 1,146 feet.
Total cost of construction for single track 52 lbs. rail, including depots, water stations,
and right of way, $ 424,380. Average cost per mile, $15,210 75.
The Middleburg branch reaches but a short distance within the county, but from its more
central position will drain, perhaps, a wider scope of country-say 100,000 acres; half of
this may also be considered as part of the present trade of the main road.
The Purcellville branch, intersecting the lower border of the county and passing through
Carter's gap to Purcellville, terminates almost in the centre, being 9 miles from Leesburg,
8 from Snickersville, and 14 only from the Potomac river. From its position all the trade
of the county that would be drawn to either of the upper branches must fall into this
branch or the main line. Then the question comes up, what additional trade will be
drawn through this branch? Reaching as it does almost the centre of the county, it will
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299
draw, through the Manassa gap road to Alexandria, within 7 miles of the northern border
of the county, all of that country between the Catectin and Blue Ridge mountains, em-
bracing Hillsboro', Wheatland mills, Waterford, and a large portion of the German Settle-
ment, the products of which now go to the Potomac river. This branch, together with
the main line, must drain, therefore, nearly two-thirds of the county. The Purcellville
branch, extending 16 miles, becomes a through connection from Harpers Ferry to Alexan-
dria, and presents, perhaps, the shortest, cheapest, and most available route between the
two points. By its extension to Harpers Ferry, you offer a choice of markets to the rich
counties west of the Blue Ridge and north of Strasburg, and you connect Alexandria with
Wheeling and the west through the Baltimore and Ohio road. Distance by railroad from
Harpers Ferry to Baltimore 81 miles; from Harpers Ferry to Alexandria 65 miles. In
favor of Alexandria 16 miles.
The Purcellville branch will probably accommodate the same interests for the county of
Loudoun as the Waterford branch, and at reduced cost. The Waterford branch has the
least merit as a through connection from Harpers Ferry.
I am not aware that it is necessary for me to say anything further in relation to the sub-
ject of this report, and it is therefore respectfully submitted.
J. MoD. GOLDSBOROUGH,
Chief Engineer.
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Doc. No. 17.
PROCEEDINGS.
At the third annual meeting of the stockholders of the Manassa gap railroad
company, held at Lyceum hall, in the city of Alexandria, on Thursday, the 20th
day of October 1853:
The meeting was organized by the appointment of John S. Davison of War-
ren to the chair, Edward Green and Benjamin H. Berry being appointed secre-
taries.
On motion, a committee of five was appointed to ascertain if there were a
quorum present. The chair appointed T. S. Hall, Dr. Ambler, Silas B. Hunton,
Timothy Taylor and John G. Buck. Said committee reported a sufficient
amount of stock represented to constit
orum.
On motion, a committee was apne
examine proxies. The following
gentlemen were appointed by the
George W. Brent, Thomas M.
Ambler, Robert Beverley, Silas B. 1
I Daniel Janney, who reported the
proxies all in form, with the exception of the proxy issued by the county of
Warren, which was deficient in the seal of the county. By vote taken, it was
decided that the proxy from Warren county should be received.
On motion, the report of the president and directors was read and unanimously
adopted.
The reports of the chief engineer, the treasurer and the examining committee,
were severally read and adopted.
Silas B. Hunton offered the following resolutions, and moved their adoption;
which motion gave rise to considerable debate, when E. C. Marshall, the presi-
dent, and William H. Fowle, a director, insisted that these resolutions be adopted,
or that a committee of investigation be appointed.
Resolved, that a committee of three be appointed, whose duty it shall be to
enquire into all the charges existing against the board of president and directors,
and all other officers or agents connected with the Manassa gap railroad com-
pany, and report the result of said enquiry to this meeting of stockholders.
Resolved, that said committee have power to send for persons and papers, and
that all the officers, in any manuer connected with said company, are hereby re-
quired to furnish said committee with any facility in their power, for a full and
fair investigation of said charges,
Benjamin H. Berry moved the following substitute for said resolutions, which
was adopted:
Resolved, that a committee of seven be appointed by the chairman, to hear
and consider all causes of complaint which any stockholder may bring to their
attention against any of the officers or agents of this company; and all the
officers of this company are hereby required to furnish said committee with any
facility or information in their power necessary to said investigation; which com-
mittee is directed to report to this meeting the result of their investigations.
The following gentlemen were appointed by the chair as the investigating
committee, viz Hiram Martz of Rockingham, Phillip Pitman of Shenandeah,
Thomas S. Hall of Fauquier, John A. Carter of Loudoun, John Hill Carter of
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301
Prince William, Henry W. Thomas of Fairfax, and Benjamin H. Berry of
Alexandria.
On motion of E. C. Marshall, a committee of five was appointed to take into
consideration the propriety of effecting a loan. James K. Marshall, James W.
Foster, Richard H. Carter, Benoni E. Harrison and W. T. W. Taliaferro were
appointed said committee.
The meeting adjourned until 7 o'clock P. M.
The meeting assembled pursuant to adjournment, when Hiram Martz, chair-
man of the investigating committee, made the following report:
The committee appointed by the meeting of the stockholders of the Manassa
gap railroad company, on this 20th October 1853, to investigate all complaints
which may be laid before them against the officers or agents of sąid company,
beg leave unanimously to report, that they have received and heard several com-
plaints against the management of the road, and duly considered the testimony
in relation to them. Upon this consideration of said charges and complaints and
testimony, they are of opinion that there is no just ground of complaint against
the management of said road, but, on the contrary, they find that it has been
well managed, and the interests of the company duly cared for and attended to.
They recommend the adoption of the following resolution by the stockholders:
Resolved, that the president and directors, engineer, officers and agents of the
road, are not only free from all blame in its management, but entitled to the com-
mendation of the stockholders for their able and successful management of its
affairs.
Respectfully submitted.
HIRAM MARTZ, Chairman.
Oct. 20th, 1853.
The resolution of the committee was adopted.
Meeting proceeded to the election of a president and two directors. Edward
C. Marshall was unanimously re-elected president of the company.
William H. Fowle and Thomas H. Boswell were re-elected directors on the
part of the stockholders.
John S. Davison and Stephen Shinn were re-elected, and William Smith
elected, to serve as the examining committee.
On motion of Robert Beverley, it was ordered that a committee of three be
appointed by the chairman, to enquire into the expediency of establishing a depot
at Bailey's water station. The chair appointed Robert Beverley, T. S. Hall and
J. H. Carter said committee.
Meeting adjourned till to-morrow morning at 10 o'clock.
Meeting assembled October 21st, pursuant to adjournment, when the committee
not being ready to report, it immediately adjourned to meet again at 7 o'clock
P. M.
Meeting convened at 7 o'clock, when, in the absence of the chairman, James
W. Foster, from the finance committee, made the following report-B. E. Har-
rison dissenting:
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Doc. No. 17.
The committee appointed to take into consideration so much of the report of
the
sident and directors as relates to the financial wants of the company, have
me
consideration, and have agreed to report:
ion of the committee, the board of directors will want, for the
; out the objects of the original charter, a sum of money not
n
D, and they therefore propose a loan to that amount upon the
me bonds of the company, and recommend the adoption of the following
Resolved, that the president and directors be authorized to borrow a sum of
money not exceeding $ 600,000, and to issue the bonds of the company in pay.
ment therefor, with interest at the rate of six per centum, payable semi-annually:
said bonds to be payable in twenty years or less time.
Resolved, that the president and directors and they are hereby authorized to
execute such mortgage on the property of the company as may be necessary to
secure the payment of the amount borrowed under the foregoing resolution.
JAMES K. MARSHALL,
JAMES W. FOSTER,
RICHARD H. CARTER,
W. T. W. TALIAFERRO.
Resolutions were adopted by a stock vote: in the affirmative 4660, and in the
negative 153-B. E. Harrison voting in the n gative.
T. S. Hall, from the committee on the depot at Bailey's water station, made a
report, when William D. Massey offered the following substitute
Resolved by the stockholders of the Manassa gap railroad company, in gene-
ral meeting assembled, that the directors of said road be and they are hereby re-
quested to establish a depot at Bailey's water station, above the village of
Thoroughfare, as soon as in the judgment of said directors it may become neces-
sary, as is provided for in the contract.
The substitute was adopted.
On motion, it was
Resolved, that the next annual meeting should be held on the Thursday after
the 4th Monday in October 1854, being the 19th day of October next.
On motion of B. E. Harrison, it was
Ordered, that 750 copies of the proceedings of this meeting, and of the inter-
mediate sessions since the last annual meeting, be printed in pamphlet form for
distribution among the stockholders.
The thanks of the meeting were tendered to the chairman and secretaries, and
the meeting adjourned.
JOHN S. DAVISON, Chm'n.
EDWARD GREEN,
B. H. BERRY,
Secretaries.
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303
PRESIDENT'S REPORT.
To the Stockholders of the
Manassa Gap Railroad Co.
GENTLEMEN,
The president and directors of the Manassa gap railroad company re-
spectfully submit this, their third annual report.
At your annual meeting of last year, the capital stock of the company was stated to be
800,000, with a subscription of two-fifths on the part of the state. The capital stock is
now 2,400,000, (two million four hundred thousand dollars,) with a subscription of three-
fifths on the part of the state. The subscription by others than the state of two fifths,
without which the state's proportion lies dormant, will be made up in full, as soon as the
expected amount shall be subscribed in Fairfax, Prince William and Fauquier, to the inde-
pendent line, and in Loudoun to the branch road. The progress now made in raising
this subscription gives cheering hope of early and complete success, and in view of its
large amount, the despatch with which the whole subscription has been made up is without
a parallel in the state.
The subscription to the whole capital stock will be full as stated, but the law appropriates
the subscription to designated portions of the line, and corresponding distribution of the
private subscription discloses the fact that there is an excess of private subscription to the
line to Strasburg, and a deficiency on the independent line, and an excess on the line to
Strasburg. An easy remedy lies in procuring from the legislature, at its approaching ses-
sion, the increase of capital and state subscription which will absorb the excess, and in
getting an addition to the private proportionate to the state's subscription to the indepen-
dent line-an operation by which the capital stock of the company will be the gainer of at
least $100,000.
The liberal subscriptions have enabled the board to carry on the construction of the
work so far without making a permanent debt.
This course of policy has been deemed important by the board, not only because a debt
is in many ways a burden, and, should the road terminate at a point unproductive of
revenue beyond its wants for its own maintenance, would be futal, but also because when
it does reach a point productive of revenue beyond the wants of the road for its support,
which there is good ground to believe will be the case at Strasburg, there may be ulterior
objects of great value which can only be compassed by the use of the credit of the com-
pany, of which an unincumbered and profitable road will furnish the best basis.
It is a source of pride as well as satisfaction that means to make a road 112 miles long
(the length of this road from Alexandria to Strasburg, Loudoun branch added) should be
procured, and that funds raised by loan should form no part. The history of railroads
throughout the land will show it to have been of rare occurrence.
The wants of the work have sometimes required funds ahead of collections, and
obliged the board to make temporary loans, which will explain the interest account in
treasurer's report.
The report (paper B) from the transportation office, which includes expenses of pas-
senger, freight and repairs of trains, repairs of track, and every item of expense incident
to the working and maintenance (present) of the road, salaries of the president and trea-
surer excepted, exhibits the result of the year ending September 30th, by a balance in
favor of the company of 9,868 08, viz:
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Receipts from freight,
-
-
-
.
33109 78
passengers,
-
-
.
-
12183 06
mail,
.
.
-
.
993 76
46386 80
Expenses:
Repairs of railway,
-
.
-
-
11746 21
of engines and cars,
.
-
-
4821 85
Ray-roll on transportation,
-
-
-
10685 36
Fuel, oil and waste,
-
.
-
-
7030 67
Compensation, superintendent and clerks,
-
-
2134 43
36418 52
Nett earnings of the year,
-
-
-
-
9898 08
This balance gives no margin for dividend, but exhibits the fact that the road can mustain
itself by its present revenue, and its value to the farmer is well told in the cheap transper-
tation, and in the command of the market furnished by the car and not by the wages,
which, if by the present high prices, twenty-five cents a bushel of wheat is saved, will in
that item alone pay back to the farmers of Fanquier and Prince William the liberal -
scriptions made by them.
The trains have been running, to Markham, 38 miles, since 10th of December last, and,
for a day or two past, to the Summit cut. Some few days will elapse before the obstacles
in the way of access to the station at the summit, "Linden," can be removed. This -
tion is at the summit of the Blue Ridge, the point of divergence of the eastern and western
waters, distant 42 miles from the junction and 70 from Alexandria on the east, 8 miles from
the river and 18 miles from Strasburg on the west. Provision was made for the comple-
tion of the road to this point as early as May last. Two causes of delay have produced
this disappointment, which the board could neither anticipate nor prevent. The 500 teme
of iron ordered in England, as stated at the last annual meeting, was not received until this
summer-the last of it on the 22d of September, not a month ago. The cause of this de-
lay was said to be the scarcity of vessels; perhaps the low price ($ 50 a ton) at which it
was engaged may have had some effect. The board anxiously awaited its arrival, and at
last gave way to the apprehension of its failure to come in time, and bought 270 tons in the
city of New York, with which the track to the Summit is for the most part laid. The es-
cavation at the Summit cut has been delayed by the occurrence in June last of a serious
riot among the hands. The riot was suppressed by an armed patrol under the command
of Captain T. Ashby, which was kept in the field several days and nights. The dis-
satisfaction growing out of this riot caused a large number of the hands to leave the work,
and all efforts to bring a new set to a work 80 near its completion failed. Those who re-
main have been kept at work by the security of a guard which has been kept up since the
riot.
ROAD TO STRASBURG.
The road from the summit, "Linden," to Strasburg is all under contract, some of the
sections are completed, and the heavy work at and near Dismal hollow, together with the
three bridges over the south and north forks of the Shenandoah river and Passage creek,
are all in a satisfactory state of progress, and pressed with energy and a large force.
The board have set on foot negotiations for the purchase of 1,800 tons of iron, to be de-
livered next May. Mr. Goldsborough calculates to have the road bed ready for the super-
structure by the 1st of June next, and to have the track ready for the trains as far as Stras-
burg by the 1st of September or sooner.
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The road will be opened to Front Royal, to the river and to Strasburg, near the same
time, because all the work beyond will be finished ahead of the difficult section at Dismal
hollow.
The fact that the road, under all the disadvantages of starting 28 miles from town, with
its terminus at a place in the country where there are two or three houses, and where it
meets the counter current of the improvements leading to Georgetown and Baltimore,
flanked also on the right by the improvement leading to Fredericksburg, and by the Orange
and Alexandria railroad-that the road, under such disadvantages, should support itself and
give a favorable balance, is a most encouraging augury of the results upon its completion
to Strasburg. The inference is irresistible that there will be a profit in the working of the
road when at that point. Strasburg reached, the first link will have been completed of the
iron band connecting Alexandria with the fertile Valley. The wheat now in the ground
will grow for the benefit of this city as well as for the farmer of the Valley. Alexandria
will reap the rich reward of her generous subscription to Manassa. Bold was the under-
taking, by a town of 9,000 people, to rescue the trade upon which Baltimore has laid her
strong hand. Unsurpassed, if equalled, the spirit of energy and liberality of that small
town, which, fresh with the sacrifices made to secure the canal, could give two hundred
thousand dollars to another great work, and near four hundred thousand dollars to this en-
terprise. The calm confidence with which this investment has been made, is proof of the
good foundation of her high hopes of the result. No doubt the trade which meets her at
the Valley will amply repay her noble efforts. The passing of the daily trains along the
iron track between Strasburg and Alexandria will, like the swift passing of the weaver's
shuttle, weave a garment which will clothe this city in beauty.
ROAD TO HARRISONBURG.
Some time since, the board passed an order that the road between Strasburg and Harri-
sonburg should be put under contract as soon as the two-fifths ($ 320,000) were subscribed
by Rockingham and Shenandoah. Rockingham, at an early day, came up nobly to her
duty, by the subscription, with reasonable conditions, of two hundred thousand dollars.
Shenandoah has not yet acted.
Justice, gratitude, honor and interest make a combined appeal to this company to effec
the construction of the road to Harrisonburg at as early a date as possible. The state sub-
scription, which raised Manassa from its low estate, was in a great measure the fruit of the
persevering patronage of the people of Rockingham. This company should remember
and repay this labor of love, which makes a heavy debt due to Rockingham.
That it is to the interest of this company and city to make the road to Harrisonburg, is
demonstrable by a view of the position of Harrisonburg. The centre of the great trade
aimed at in the construction of the Manassa gap railroad, Harrisonburg, is 25 miles from
Staunton (the Central railroad) and 50 from Strasburg. Now, when it is borne in mind
that the saving of wagonage is the leaven by which the farming community is roused to the
effort of subscribing for the construction of a railroad, will the crops be wagoned 25 miles
to Staunton, or 50 to Strasburg ? Or rather, will not Rockingham, with all her preference
for Manassa, tack about in despair and make the 25 miles of railroad in the direction of
Staunton? This alternative must be averted. The bands of union between Harrisonburg
and Alexandria have been long since proclaimed to the world. The time has come.
There must be no slip between the cup and the lip. Manassa must stand by the flag raised
on the Front Royal" platform, with the resolution inscribed, that " Manassa gap railroad
ought to be made, can be made, and shall be made." The flag is still up, and the resolu-
tion is unperformed until its full purpose is carried out by completing the road to Harri-
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.
33109 78
6
Receipts from freight,
-
.
12183 06
.
-
passengers,
.
993 76
-
mail,
-
.
Expenses:
- 11746 ?
-
-
Repairs of railway,
-
-
4821
-
of engines and cars,
-
- 1068'
-
Pay-roll on transportation,
-
and
-
70
-
-
Fuel, oil and waste,
.
-
?
Compensation, superintendent and clerks,
-
ents a
nts off for
-
Nett earnings of the year,
-
ndria railroad
This balance gives no margin for dividend, but exhibits the fa
fifteen cents for
itself by its present revenue, and its value to the farmer is we'
this operation for
tation, and in the command of the market furnished by the
which, if by the present high prices, twenty-five cents a b
The profits of work-
that item alone pay back to the farmers of Fauquier and
the road, may be safely
scriptions made by them.
equired except the repairs
The trains have been running, to Markham, 38 miles
IS already subjected to every
for a day or two past, to the Summit cut. Some few
use trains (passenger excepted)
in the way of access to the station at the summit,
npany. We know, from the ex-
tion is at the summit of the Blue Ridge, the point of
track, fuel, &c. of passenger cars,
waters, distant 42 miles from the junction and 70 f
es the whole cost, and deducted from
the river and 18 miles from Strasburg on the we
sent business of this road to the Orange
tion of the road to this point as early as May
ity thousand dollars will result. Add the
this disappointment, which the board could ne
the accession of trade from Strasburg, and
of iron ordered in England, as stated at the It
tated?-approaching four or five per cent.
summer-the last of it on the 22d of Septe
Mependendent line, but of the road to Strasburg!
lay was said to be the scarcity of vessels;
was engaged may have had some effect.
last gave way to the apprehension of its
ANDEN BRANCH.
city of New York, with which the track
completed, and a large subscription made,
cavation at the Summit cut has beer
1
will
are be filled up by that enterprising people.
riot among the hands. The riot W:
tatono and the same time with the independent line.
of Captain T. Ashby, which was
satisfaction growing out of this ri
and all efforts to bring a new set
COAL ROAD.
main have been kept at work b
makes her fine port the natural outlet not only for of
riot.
1
the head waters of the Shenandoah, but also
on Engineering skill has threaded the labarynth of and im
the waters of the Shenandoah and Potomac, I
\
a railway line of practicable and easy grades. de
The road from the
sections are completed,
way, and, we think, the" way, although it is the not coal
three bridges over the
is & of railroad connection between Alexandria and not only
way making the best line, wherever it may lie,
are all in a satisfactory
for Manassa.
The board have se
induced this company to encourage the making of and the
livered next May.
structure by the 1st
under the name and style of The under Westernport the direction
burg by the 1st of
the last named company, but is due to
desurvey expense of line has been made. The highest praise
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Doc. No. 17.
307
rgy and skill by which the great triumph over such
STATE
The friends of the Westernport company have
/
in organization. Notice appears in the
/
h time is required by law.
ander
nd to Alexandria has been
county all where the dissult
austible coal mines; its com-
untry; its addition to the ship-
THE &' with
remenser
of Alexandria as a consequence
town a seat of manufactures, now
of machinery as well as of the loco-
THE of THE /
rthwest, by its affording to the people
Virginia and of the nation; its interest
be tirs is
as near as Baltimore (less some 20 miles)
her $ 4 if 4 THE Y ⑆ / I / Pas 4
: by the newly developed line of connection
the
The interest of this subject will justify the in-
on io
inces, drawn up with care; and its importance
ne in mind that the effort of all the cities north of
in
by railroads, to the coal fields and the lakes.
2/, could libers 8/18 " a
'ittsburg, on Lake Erie,
.
.
420 miles.
.
-
.
430
44
-
-
.
453
"
-
-
/ / 4 ,
-
.
476
"
-
.
"b pray 4" 4
-
-
.
-
479
"
& $
meets 4'
stablishes the fact of the greater proximity of Alexandria to
along &
r city.
the wearcis
ROAD TO THE OHIO.
:n before stated to the stockholders, that a charter was given by the legia-
session, putting in the hands of another company the authority to make a
Ohio river at Letart falls, by which, in connection with this road, a through
.iio river will be effected.
d will connect with the Cincinnati and Hillsborough road at Pomeroy, and will
.ortest and most eligible line between the great cities of the east and west.
Respectfully submitted, by order of the board.
EDWARD C. MARSHALL, Pres't.
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306
Doc. No. 17.
INDEPENDENT LINE.
The interest of the whole work demands the extension of the road to Alexandria by the
independent line. The farmer will have his produce transported cheaper. Alexandria
will make more certain all the trade of the Valley, and certain the trade by the Loudoun
branch, which now goes to Georgetown. The company will secure the control of its OWN
toll sheet, and all the advantages of a through line.
To make understood the injurious effect of the present connection with the Orange and
Alexandria railroad, a single case, as an example of all, is given by way of illustration.
The rivalry at Winchester will not allow a charge of one cent over thirty-two cents a
barrel on the transportation of flour to Alexaudria from Strasburg: take two cents off for
commission, and, of the remaining thirty-two cents, the Orange and Alexandria railroad
gets fifteen cents for twenty-eight miles, and Manassa the same; that is, fifteen conts for
sixty miles. Manassa should make her own road and keep the benefit of this operation for
herself.
The following considerations will show the value of these benefits. The profits of work-
ing the independent line, resulting from the present business of the road, may be safely
put at twenty thousand dollars. No additional expense will be required except the repairs
of track, and the fuel of the passenger train. This company is already subjected to every
other expense incident to the working of the new line, because trains (passenger excepted)
now run from town, and the expense is borne by this company. We know, from the EX-
perience of the working of the road, that the repairs of track, fuel, &c. of passenger cars,
will cost about twelve thousand dollars. This includes the whole cost, and deducted from
thirty-two thousand dollars, the sum given by the present business of this road to the Orange
and Alexandria railroad, the clear profit of twenty thousand dollars will result. Add the
business of Fairfax, the Loudoun branch, and the accession of trade from Strasburg. and
will you not make two and three times the profit stated?-approaching four or five per cent.
upon the cost of the road, not simply of the independent line, but of the road to Strasburg'
LOUDOUN BRANCH.
The surveys of the Loudoun branch are completed, and a large subscription made.
leaving no doubt that the capital stock will be filled up by that enterprising people.
This road will be put under contract at one and the same time with the independent line.
COAL ROAD.
The greater proximity of Alexandria makes her fine port the natural ontlet not only for
the products of the country situated on the head waters of the Shenandoah, but also of
that on the fountains of the Potomac. Engineering skill has threaded the labarynth of im-
mense mountains which lie between the waters of the Shenandoah and Potomac. and
tracked athwart this formidable barrier a railway line of practicable and easy grades. It
has settled the fact that Manassa is a way, and, we think. the" way, although it is not de-
sired that it should be the only way of railroad connection between Alexandria and the coal
fields. Acknowledging the propriety of making the best line, wherever it may lie, not only
the oldest but the best patent is claimed for Manassa.
The great cost of a coal road has induced this company to encourage the making of the
proposed road by another company, under the name and style of The Westernport and
Alexandria Company. At the expense of the last named company, but under the direction
of Mr. Goldsborough, the survey of this line has been made. The highest praise is due to
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Doc. No. 17.
307
him and his corps for the despatch, energy and skill by which the great triumph over such
formidable difficulties has been achieved. The friends of the Westernport company have
awaited the success of this survey to justify their organization. Notice appears in the
papers of their proposed organization in thirty days, which time is required by law.
An expose of the benefits of this connection to Manassa and to Alexandria has been
dwelt on in former reports. The priceless value of the inexhaustible coal mines; its com-
fort and value to the farmers in the Valley and Piedmont country; its addition to the ship-
ping of this city its importance in strengthening the hands of Alexandria as a consequence
of its greater abundance and cheapness, in making this town a seat of manufactures, now
that the issue is of steam vs. water power, as a motor of machinery as well as of the loco-
motive, is the question of the day; its value to the northwest, by its affording to the people
of that region their nearest access to the capital of Virginia and of the nation; its interest
to Richmond, by the fact that it will bring that city as near as Baltimore (less some 20 miles)
to the coal fields of the Alleghanies.
Another element of value is brought to light by the newly developed line of connection
with Pittsburg by the Connelleville road. The interest of this subject will justify the in-
troduction of a table of comparative distances, drawn up with care; and its importance
will be better understood when it is borne in mind that the effort of all the cities north of
Alexandrta is at present directed to get, by railroads, to the coal fields and the lakes.
From Alexandria to Cleveland, via Pittsburg, on Lake Erie,
-
-
420 miles.
Baltimore to Cleveland,
-
-
-
-
430
"
Philadelphia to Erie,
453
"
-
-
-
-
New York to Dunkirk,
-
-
-
476
"
.
New York to Buffalo,
-
-
-
-
479
of
This table of distances establishes the fact of the greater proximity of Alexandria to
Lake Erie over any other city.
ROAD TO THE OHIO.
The fact has been before stated to the stockholders, that a charter was given by the legia-
lature, at its late session, putting in the hands of another company the authority to make a
railroad to the Ohio river at Letart falls, by which, in connection with this road, a through
line to the Ohio river will be effected.
This road will connect with the Cincinnati and Hillsborough road at Pomeroy, and will
be the shortest and most eligible line between the great cities of the east and west.
Respectfully submitted, by order of the board.
EDWARD C. MARSHALL, Pres't.
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308
Doc. No. 17.
CHIEF ENGINEER'S REPORT.
ALEXANDRIA, October 18, 1853.
To the President and Directors
of the Manassa Gap R. Company.
In submitting my annual report of the work intrusted to my charge, 1 am able
to say that, for the past year, it has progressed as successfully as could have been expected.
In my last statement the road was in progress of construction to the forks of the nver,
the end of section 44. Since that time the work has been contracted for to Strasburg in
Shenandoah county, including the bridges over both forks of the river Shenandoah, all of
which is well advanced towards completion, except section 52, the extreme end west.
The work now going on embraces a variety of earth and rock excavations, deep care
and heavy fills, as well as much costly and heavy masonry over the Shenandoah river and
Passage creek-the spans varying from 100 to 150 feet. The sections are generally in the
hands of active and intelligent contractors, and I have every confidence in the faithful (IF
cution and speedy completion of the portions allotted to each.
The timber for bridge superstructure is now framing at Alexandria and being piled; the
iron work necessary for the same is also arranged for, 80 that these heavy structures will be
ready in due time, whenever the sites can be reached.
The ballast and cross ties have been contracted for, and will be furnished in due season
for the laying of the rails. The ballast is furnished by the contractors for graduation. be-
cause, having all the means at hand, they are enabled to execute the work more cheaply.
The cross ties are being delivered mostly by the owners of the timber in proximity to the
line. The rails are not yet contracted for, but propositions are being received for the
amount necessary to reach Strasburg, of the T pattern, 60 pounds per yard. The track is
laid by contract, and the contractor, thus far, has given entire satisfaction in the faithful per
formance of his duty. The permanent water stations will be provided for as required for
the uses of the road.
The cost of the road for the 60.7 miles to Strasburg will exceed the estimate submitted to
the board August 28th, 1851, on account of the great advance in material and labor since
that time. The item of iron, on the amount requisite to be procured, will equal the noth
of $ 60,000. The change in location and grades of the 10 miles next to Strasburg, deemed
necessary for the greater perfection of the road, and the advance in prices for executing
work subsequent to the estimate referred to, will fully account for the difference.
Cost of Road to Strasburg.
Construction,
-
.
.
.
-
1,008,430 34
Bridging,
-
-
.
-
-
30,000
00
Water stations, &c.
-
-
.
-
-
10,000 0
$1.048,430 34
The rails are now laid to the eastern end of the summit cut in Manassa gap 2000 feet
from the top. The cut is opened to grade all but 30 feet in length on the western side.
This quantity will be taken out, and no delay experienced in the work of track-laying up
to the Linden station, and the road opened for daily traffic west of the summit in the Blue
Ridge.
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Doc. No. 17.
309
The Linden station is within 8 miles of the Shenandoah river, and 7 miles of Front
Royal, the county seat of Warren, and 70 miles from Alexandria. From this station west
for a distance of 2 miles the road bed is far advanced towards completion, and the super-
structure may be put down by December, to Wapping, and this additional line brought
into use, although much inconvenience will be experienced for the want of proper fixtures
for distribution and reception. Beyond Wapping no further extension west can be looked
for before the next season, when the road bed will be in readiness for its entire distance to
Strasburg, and the road opened for use to that point. The surveys necessary for the per-
manent location of the line on its eastern extension to the town of Alexandria, are in
progress, but the maps, and estimates of cost, &c., are not yet in condition to lay before
you. The party are at this time engaged on that portion of the route from Fairfax court-
house to the Bull run, the proper line for construction from the western limits of Alexan-
dria to the court-house having been defined. Sufficient examinations have not yet been
made to decide upon the route through the limits of the city to tidewater.
The location of the Loudoun branch is so far advanced as to be in condition for being
placed under contract before the winter sets in. The western end, from the Little river to
Purcellville, may be considered as fixed permanently, except the last two miles next Pur-
cellville, which will require some further examination before the line is settled upon. The
corps are at this time engaged upon the eastern end, from the Little river to the intersec-
tion of the main line.
The location of the branch presents no feature to vary the estimates of cost, grade and
distance, submitted to the board for their consideration in the selection of the route through
the county of Loudoun, and time will show its value as a source of revenue to the com-
pany and the channel for a largely increasing trade to the city of Alexandria.
The business of the road for the year past has more than fulfilled expectations; and it
will require a much larger outlay in equipment than was first considered, to meet the wants
of the trade a year hence, when running, as it will be, from the Valley of Virginia.
The road bed, as far as used, is now in a permanent condition, well settled and drained;
the rail in good order and adjustment. The rolling stock of the company fully sustains
the reputation of Messrs. Smith & Perkins as builders and contractors-they having fur-
nished the whole amount up to this date.
Statements from the superintendent's office, showing the operations of the road for the
past year, its income and expenditure, together with the list of officers and agents in the
service of the company, accompany this report.
It affords me pleasure to refer to the industry and devotion of all, in their several de-
partments, to the interests of the company.
Respectfully submitted.
J. McD. GOLDSBOROUGH,
Chief Engineer.
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310
Doc. No. 17.
REPORT OF THE EXAMINING COMMITTEE.
To the Stockholders of the
Manassa Gap Railroad Company.
The examining committee respectfully beg leave to submit the following
report of their proceedings
In performance of the duties assigned to the committee, a personal inspection of the
road was commenced at the North Shenandoah bridge. This massive work was found to
be rapidly advancing in its progress, with all the care and excellent workmanship be-
stowed upon it which is necessary to insure its perfect safety when completed. The abut-
ments and piers are above the ordinary water mark, and being thus secured from interrup-
tions to winter work, the contractor confidently asserts that the stone work will be ready
for'the wooden superstructure early in the ensuing spring. The grading and construction
of the road from this point to the Forks is probably finished two-thirds of the intervening
distance, is furnished with proper drainage, and altogether presents a most satisfactory
appearance. At the South river bridge, the eastern abutment is almost finished, and the
piers progressing with all despatch above the surface of the water, and in a few days will
have also advanced beyond the encroachments of floods and ice, and the work may be
continued during the approaching winter, so as to insure its completion in time for its su-
perstructure. The splendid appearance of the stone work excites the admiration of every
one, and will compare favorably, in point of massiveness, substantiality and elegance of
finish, with any other work of the same description to be found anywhere. This remark
applies equally to both bridges, and will include the work done upon the large and more
important culverts along the line. Leaving South river and proceeding eastwardly, the
work was found in a state of forwardness, promising a speedy completion, antil the heavy
cuts and embankments on the western slope of the Blue Ridge were reached. At this
point the committee was enabled to witness the difficulties attendant upon the passage of
the mountain, and as they realized the stupendous and magnificent undertaking of the
company, felt a degree of exultation at the triumph of art in overcoming the rudeness of
nature, which it is not easy to describe, but which calls for the highest compliments to the
talented and distinguished corps who have projected and superintended the execution of
this portion of the work. The difficulties already conquered are evidence that those re-
maining to be conquered will be removed as speedily as the nature of the case will admit
When informed that the cut at Dismal hollow is 72 feet deep, for much the largest part
through a bed of rocks, and that the fill at the same point is 92 feet, over a culvert 300
feet long for the base, there is no wonder the same despatch has not been made here as
where the surface is smoother; but no one can adequately estimate the ruggedness of this
portion of the work, unless they personally inspect it, and see for themselves how the
firm bases of the mountain are uptorn and cast into the yawning gulph below," until the
beautiful line of our improvement appears distinctly visible as it crosses the tops of the
heavy fills and runs between the rocky walls of the deep cuts, until lost in the graceful
curves which wind around the knobs of the mountain. The committee offer the opinion.
that next year's crop will probably be transported from the Valley over this portion of the
road, in which the engineers and contractors concur, and the progress and condition of the
work now under operation confirm as more than probable.
But a small amount of earth remains to be removed at the summit point of Manassa
gap, when the track will be leveled to the grade and be in readiness to receive the super-
structure from Wapping; and by the time required for the removal of the difficulties at
the Dismal hollow, such is the advanced condition of other portions, there will remain no
obstructions to the passage of the cars from Strasburg to Alexandria. So much for the
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Doc. No. 17.
311
unfinished part. The cars now run from the entrance of the cut at the Summit gap to the
terminus of the road. The construction of this part of the road commends itself, in every
respect, to the approbation of all who try it, as one of the best, smoothest and firmest im-
provements to be found in the country-excelled by none.
The stock of locomotives, passenger and freight cars have been constructed with regard
to the latest improved models and of the best materials, and is sufficient to accommodate
the trade and travel on the road for the present; but when the transportation shall be ex-
tended to Strasburg, a large addition to the equipment of the road will be indispensably
necessary to its successful operation.
In further discharge of these duties, the committee have made a thorough and searching
investigation of the books, accounts and vouchers presented for inspection by the treasu-
rer, and take pleasure in reporting their inability to discover an error or discrepancy of
any sort. The books are kept with the utmost neatness and accuracy, and each item has
its corresponding voucher carefully filed away for preservation. The balance sheets,
which will no doubt be presented by the proper officer to the meeting, have been particu-
larly scrutinized and found to be all right; and the committee report a strict compliance
with the directions contained in the by-laws.
The order book, containing an expose of the transactions of the board of directors, has
also been minutely examined; and the management of the company's affairs, apparent on
its pages, shows that the confidence of the stockholders has been worthily bestowed upon
gentlemen whose prudent direction of the operations of the company has been so emi-
nently successful in its results.
All of which is respectfully submitted.
J. S. DAVISON,
STEPH. SHINN,
J. MoCORMICK, JR.
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312
Doc. No. 17.
Return of the state of the Manassa Gap Railroad Company, from its organization
on the 1st day of August 1850, to the 30th day of September 1853,
Capital stock, $2,400,000:
Subscribed by corporation of Alexandria 3000 shares, at $ 50,
-
150000 00
Subscribed by county of Warren 900 shares, at $ 50,
-
-
45000 00
Subscribed by individuals 4020 shares, at $50,
-
-
-
201000 00
Subscribed by commonwealth 11880 shares, at $50,
-
.
594000 00
For freight,
-
-
-
-
41051 57
For passengers and mail service,
-
.
1
16985 94
Due to banks for money borrowed,
*
-
-
-
55500 00
Due for bills payable,
-
.
-
-
-
41568 54
Due for open accounts,
.
-
-
-
.
21467 23
Amount of individual subscription unpaid,
-
-
59565 08
Amount of commonwealth's **
**
-
-
92000 00
Due on bills receivable,
-
-
-
4021 59
Expended for graduation and masonry,
-
-
449120 68
is
ballasting, -
-
-
-
2976 88
"
iron rails,
-
-
-
-
181180 60
"
cross ties,
-
-
-
.
45116 49
"
chairs and spikes,
-
-
-
12131 08
"
timber,
-
-
-
-
1053 64
"
fuel,
-
.
-
-
16327 28
"
water stations,
-
-
-
3207 45
"
laying track,
-
-
-
21519 27
**
repairs of track,
-
-
-
20361 29
"
locomotive engines, passenger and other cars,
-
96771 83
H
right of way,
-
-
-
23108 57
"
engineers' expenses,
-
-
-
42863 13
"
directors' expenses,
-
-
-
2167 23
**
president's expenses,
-
-
-
748 01
"
salaries of officers,
-
.
,
13883 30
**
office expenses,
-
-
-
1460 25
"
miscellaneous expenses,
-
.
5949 28
"
transportation expenses,
-
-
29061 47
"
interest,
.
-
12486 56
"
real estate and improvements at Alexandria station, 22914 00
Cash on hand 30th September,
-
-
-
6578 88
$1166573 84 1166573 84
By order of the board of president and directors.
EDW'D GREEN,
Clk. and Treas.
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Doc. No. 17.
318
Statement of the Receipts and Expenditures of the Manassa Gap Railroad Com-
pany from the 10th August 1852, to the 30th September 1853.
Receipts during the above period :
Stock of the company received from individuals,
.
40083 37
"
"
Board public works,
-
271243 46
Received for freight,
-
-
-
33415 02
Received for passengers and mail service,
-
-
14226 22
Borrowed of banks,
-
-
.
-
55500 00
For bills payable,
-
-
-
-
41568 54
For open accounts,
-
-
-
.
21467 99
477504 60
Deduct disbursements during same period
For graduation, masonry and ballasting,
-
-
194438 81
iron rails,
:
-
-
-
50508 19
cross ties,
-
-
-
.
20180 45
chairs and spikes,
-
-
-
2687 63
timber,
-
-
-
-
509 29
fuel,
-
-
-
-
14360 19
water stations,
-
-
-
-
1976 58
laying track,
-
-
-
-
8947 52
repairs of track,
-
-
-
-
17057 53
locomotives, passenger and other cars,
-
-
56340 03
right of way,
-
-
-
-
13360 73
engineers' expenses,
-
-
-
19530 31
president's and directors' expenses,
-
-
1053 54
salaries of officers,
-
-
-
6746 25
office expenses,
-
-
-
-
631 43
miscellaneous expenses, including expenses of commis-
sioners, assessing damages, clerks' fees, lawyers' fees,
I
advertising, printing, traveling expenses of president
and directors when on the business of the company,
postages, commission to collectors, &c.
-
3298 55
transportation expenses,
-
-
-
26082 80
interest,
-
-
-
-
13194 30
real estate,
-
-
.
.
16000 00
bills receivable,
-
-
.
-
4021 59
470925 72
Balance money on hand,
.
$ 6578 88
By order of the board of president and directors.
EDW'D GREEN,
Clerk & Treas.
40
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314
Doc. No. 17.
List of the President and Directors, and of the Officers and others employed b
the Manassa Gap Railroad Company, together with their Salaries.
NAMES.
DUTIES.
ANNUAL COMPENSATION
Edward C. Marshall,
-
President,
-
$1500 per annum
Wm. H. Fowle,
Directors on part of the
-
Thomas H. Boswell,
stockholders,
$3 per diem and other
Andrew Pitman,
necessary expenies,
Wm. H. Irwin,
Directors on part of the
while in attendance
-
Charles H. Hunton,
state,
-
at the board.
Edward Green,
-
Secretary and treasurer,
#
$1200 per annum.
J. McD. Goldsborough,
-
Chief engineer,
-
2500
do.
Hugh Rice,
Assistant
**
-
2000
do.
Construction.
S. W. Presstman,
.
Division engineer,
-
$3.00 per day.
C. R. Hodges,
-
-
3 00 do.
A. H. Johnston,
-
Resident engineer,
-
2 00 de.
S. Marshall,
Assistant
"
-
-
1 50
do.
Wm. Matthews,
-
Rodman,
.
1 25
do.
J. W. Aulick,
"
-
-
1 25
do.
Benj. Brown,
-
Axeman,
-
1 00
do.
S. Dwyer,
-
Draftsman,
-
$1000 per annum.
Eastern Extension.
N. Goldsborough,
-
Engineer on location,
-
$3.00 per day
A. Marbury,
-
Leveler,
-
2.50 do.
E. R. Shubrick,
-
Assistant leveler,
-
1 50
do.
J. S. Green,
-
Calculator,
-
1 25
do.
J. W. Thomas,
-
Rodman,
-
1 00
do.
F. Fox,
"
-
-
1 00
do.
H. Davis,
-
Chainman,
-
1 00
do.
W. C. Kirby,
"
-
-
1 00
do.
G. Riley,
-
Axeman,
-
1 00
do.
G. Davis,
"
-
-
1 00
do.
C. Magugh,
"
-
-
I 00 do.
Loudoun Branch.
R. H. Middleton,
-
Engineer on location,
-
$1500 per annum.
S. N. Claiborne,
-
Leveler,
-
$2.00 per day.
Edgar E. Mason,
-
Assistant leveler,
-
1 25
do.
Charles S. Mason,
-
Calculator,
-
125
do.
Archie H. Lee,
-
Rodman,
-
1 00
do.
J. V. Hooff,
-
Chainman,
-
1.00
do.
J. W. McIlhany,
-
"
-
1.00
do.
Richard Clowe,
-
Axeman,
-
1 00
do.
W. D. Hammer,
"
-
-
1 00
do.
Transportation Department.
M. M. Welsh,
-
Superintendent,
1
$1000 per annum.
John Chew,
-
Superintendent machinery,
$2 50 per day.
George P. Wise,
-
Clerk,
-
$600 per annum.
James Sheehy,
-
-
600 do.
L.S. Pritchartt,
-
Conductor,
-
$60 per month.
P. Cook,
"
-
-
50
do.
8 mechanics,
-
$1.50 per day.
85 laborers,
-
100 do.
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Dec. No. 17.
315
BALTIMORE AND OHIO RAILROAD.
ANNUAL REPORT.
OFFICE BALTIMORE AND OHIO R. Co.
Baltimore, November 1853.
Pursuant to the provisions of the charter, the president and directors of the Baltimore
and Ohio railroad company submit to the stockholders a report of the affairs of the com-
pany for the year ending the 30th September 1853.
The publication of this report has been delayed from a variety of causes, but princi-
pally from the circumstance of the length of the line of the road, and the consequent im-
practicability of getting in the returns and accounts from the many points, so as to have
the report prepared for the meeting of the stockholders on the 17th of October. The late
president, Mr. Swann, upon retiring, brought down the reports of the board to the period
of the last six months of his service, and first of the past fiscal year, in a communication
which he laid before the board and the stockholders. It now remains to give a report of
the balance of the year.
I.-Of the Main Stem.
It is most encouraging to compare the receipts of the past six months, during which
time the Ohio river did not average thirty inches of water, with the receipts of the whole
year 1852, prior to opening to Wheeling. For that entire period the revenue amounted
to $1,425,563 65, and for the last six months of 1853, to $1,218,834 99. Can a doubt rest
upon the mind of any one as to the result of this work, when fully carried out with its
western connections at Wheeling? Several lines from the west and north are making
their way, and must strongly sustain that arm of our road. Of these the Central Ohio
will be completed next summer; and, relieving us of dependence on the river, will also
open to us the richest portion of Ohio, and give an immediate through travel to St. Louis
by railroad. The Wellsville and Cleveland will soen follow, and other projected lines
come after. Wheeling herself, with her large and flourishing manufactures, will give us
much trade, in earnest of which we are already sending quantities of iron to her rolling
mills. Our other arm, the Northwestern Virginia railroad, is steadily advancing, and will
bring us the trade of the fast settling and highly improvable region through which it
passes, while its lines of extension from Parkersburg through Jackson, Ohio, to Cincin-
nati and St. Louis on the west, and to Louisville, Nashville and Memphis on the south-
west, and through the Hocking Valley and Columbus on to Chicago on the northwest,
will give us the most direct communication with those great distributing centres of the
Mississippi valley. On the other hand, the Connellaville road to Pittsburg secures as the
best route across the Alleghanies to that city, and thence to Northeastern Ohio and Lake
Erie.
The road, as reported on the 1st of April, was one continuous line of rail to the city of
Wheeling, but unprovided with either proper appurtenances or adequate rolling power to
meet the large demand made by various interests ready to employ it, the want of power
owing to the nonfulfillment of contracts made with competent parties, who, in extenuation,
plead the strike among the workmen, with which you are all familiar. This embarrass-
ment continued, with little alleviation, until July, but has since been relieved. The clothing
of the road with power, and the rapid increase of its employment has, however, developed
another inconvenience which is not so easily remedied, because it grows with every effort
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316
Doc. No. 17.
that secures trade upon the road; and that is, the inadequacy of the single track to dis-
charge the amount of tonnage offering to the company with that economy and despatch
which is attainable and of first necessity. In view of this, the board ordered that the no-
cond track east of Cumberland should be extended as far as Piedmont, and granted autho-
rity to raise by bonds and mortgage, convertible within 10 years into stock, three millions
of dollars for that purpose, and also for relaying 150 miles of light rail and increasing the
rolling power. The condition of the money market, together with the numerous mort-
gages, although small in amount, already made by the company, rendered the negotiation
so costly that the finance committee were deterred from the undertaking, and resolved to
recommend to the board that an application be made for the endorsement by the city of
Baltimore, of the bonds of the company to an amount equal to its exigencies, and thus
place the security among those of the first class.
The election for members to the first branch of the council approaching, it was imposti-
ble then to move in the matter. That being accomplished, an extra session has been re-
quested, and the endorsement of the amount needed asked for. The confidence felt that
the interest and principal of the loan will be met by the company, and the large interest
the city has in the stock directly; the assistance to her own finances which she will receive
by unloosing the revenue from the claims of capital to the payment of dividends, and the
identity of her growth and prosperity with the road, persuades to a faith that aid to raise
the capital will be given. The accounts herewith presented are, statement A, being a con-
densed balance sheet of the books, and containing an account of the liabilities and assetsof
the company, by which is shewn the capital invested in road, power and appurtenancesem
ployed in the active collection of revenue, amounting to $21,723,126 50. That of the Tis-
bilities of the company for that capital, $10,118,902 were subscribed and are not subject to
interest, and $11,002,012 75 are subject to an annual interest of 6 per cent. Statement B
exhibits a revenue of $1,218,834 99, as received during the six months from April to Oc-
tober, the dullest months of the year, the bulk of all product of labor seeking a market
from October to April.
It will also be borne in mind, that beyond Wheeling the road is without any rail connec-
tion, and has yet to depend upon the river for its supply of trade. The value of the local
trade may thus be appreciated, for the receipts are chiefly from that source. It also shows
in detail the expenses of working the road and keeping it in repair, amounting to
700,286 94, and leaving the net earnings $ 518,548 05. A most careful investigation has
been made into the object of expenditure with a proper apportionment made to construc-
tion and current expenses, and the account now rendered is put forth in full faith in its
correctness.
Statement c exhibits the account current of the year; and attention is particularly called
to interest, which is now paid from the revenue, having heretofore, while the work was
unproductive west of Cumberland, been principally charged to construction.
The revenue for the entire year is also stated, and amounts to $2,033,419 80, and the
expenses of working the road and keeping it in repair, to $1,235,227,01, being at the rate
of 60.75 per cent. of the earnings, which, when the road shall be completed and the
proposed second track laid, gives confidence to the belief that it will be reduced to 55 per
cent. at least. The balance remaining, viz: $245,796 55, has been used in construction of
the road, and thus invested as a productive sinking fund, as well for the payment of the
annual interest on the debt, as for the debt, which, when and as redeemed, will become a
legitimate amount for a stock dividend, if judged expedient.
II.-of the Washington Branch.
Statements D, E and F, exhibiting the business of this road, establish an increased re-
ceipt of $ 36,408 18, as compared with the previous year, and that notwithstanding the
reduction of the fare from $1 80 to $1 25; and it is gratifying to report that the months
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Doc. No. 17.
317
of July, August and September, the period in which that reduction has been in action,
shew a very small comparative loss in the aggregate amount received, while the gradual
increase of passengers shew that ere long, there is good reason to believe, the former re-
ceipts will be exceeded. Additional facility too has been afforded to the people, and mea-
sures are in progress yet further to provide accommodation along the road, as well to on-
courage tonnage as passengers. The onerous tax imposed by the state of one-fifth the
gross revenue received from passengers upon that, and the portion of the main stem of the
Baltimore and Ohio railroad, over which the Washington branch cars travel, has retarded
improvements on the line; and it is hoped that some modification, at least, may be granted,
and the means of the company thereby increased to make it in every respect a model road.
III.-The Finances, and the Need of Additional Capital.
Exhibit A shows that loan No. 1 matures on the 1st of January; the amount of that
loan has been reduced by the action of the Sinking fund to 712,468 72, which will be the
amount falling due on the first, and therefore on that day, in the category of floating debt,
and for the maintenance of the faith and credit of the company, must be provided for and
paid off. So with each loan, in order that each may maintain its rank in the mortgage list,
and its relative value be sustained. The application of a portion of the loan now being
negotiated with the city endorsement to this purpose, does not add to the capital or expen-
diture, it being merely the renewal of a matured obligation, as imperative as any.
The renewal, therefore, of loan No. 1, (in the amount now afloat,)
-
712,468 72
To finish the 100 miles of second track, ordered by the board on 8th De-
cember 1852, being 60 miles east of Cumberland, and 40 west, of which
only about 20 miles have been laid, and to carry out the resolution of the
10th August 1853, when the remainder of the road to Cumberland, and
thence to Piedmont, was ordered,
-
2,500,000 00
To arch the tunnels and finish other masonry, erect the absolutely needed
engine-houses, station-houses, water stations and work shops at the five
principal stations and their furniture, and additional rolling stock, all of
which the business of the road imperatively demands,
-
- 1,800,000 00
Floating debt, represented by bills payable, issued for machinery principally,
and to be issued for contracts for machinery not yet completed,
-
2,153,694 00
IV.-The present Western Terminus.
In order to a just appreciation of the importance attached to the junction next July,
with the Central Ohio railroad at Wheeling, the following enumeration of its connections
is given, which must satisfy every stockholder in this company that they cannot be passive
upon the policy of as early an alliance with that work as practicable.
Central and Southern Divisions.
In the direction of St. Louis:
Central Ohio,
.
-
-
136 miles.
Columbus and Xenia,
.
-
.
54
"
Dayton and Xenia,
-
-
.
15
44
Dayton and Western,
.
-
36
"
.
Indiana Central,
.
-
72
"
-
Terre Haute and Richmond,
-
-
.
72
=
Terre Haute and Alton,
-
-
.
170
"
555 miles.
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318
Doc. No. 17.
Also:
Springfield and London,
19 miles.
Springfield and Dayton,
24
"
Dayton and Greenville,
31
#
-
Columbus and Piqua,
.
-
103
Bellefontaine and Indiana,
-
.
-
120
Columbus and Cleveland, (in part,)
.
.
60
"
Lawrenceburg and Indianapolis, -
-
.
115
472 miles.
In the direction of Cincinnati, Lexington, and Louisvilie, Ky.:
Cincinnati, Wilmington and Zanesville,
-
-
162 miles.
Little Miami,
-
84
Cincinnati, Hamilton and Dayton,
-
-
60
"
Covington and Lexington,
92
Madison and Indianapolis,
-
84
"
-
-
Jeffersonville and Columbus,
60
542 miles.
1569 miles.
Roads radiating from Indianapolis:
Indianapolis and Peru,
-
60 miles.
Indianapolis and Bellefontaine,
84
KI
.
-
144 miles.
1713 miles.
Northern Division.
In the direction of Chicago
Newark and Sandusky,
-
-
.
116 miles.
Springfield and Sandusky,
-
-
-
118 "
Cleveland and Toledo, (in part,) -
-
59
"
-
Michigan Central,
-
-
-
280
"
Michigan Southern and Northern Indiana,
-
242
"
-
Indianapolis, Lafayette and Michigan city,
-
130
"
-
945 miles.
Roads radiating from Chicago:
Rock Island and Chicago,
-
.
-
180 miles.
Chicago and Galena,
.
-
-
170
"
Illinois Central, about
.
-
-
200 "
Chicago and St. Louis, about
.
-
.
130
"
680 miles.
1626 miles.
Southern and Central divisions,
1713 as
Total,
3338 miles.
Of this whole number of miles of road, all are in operation at this time, except about
550 miles, which will be placed in operation the next season.
For an account of the condition of the road and its various valuable and important sta-
tistics, you are respectfully referred to the able report of the general superintendent.
By order of the board.
WM. G. HARRISON, Prost.
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Doc. No. 17.
319
OFFICE GEN. Sur'T BALT. AND OHIO R. R.
Baltimore, October 1, 1853.
WM. G. HARRISON, Esq., President.
SIR,
My report for the year ending on the 30th ultimo will, like former ones, em-
body in their order the operations of the road, machinery and transportation departments-
the first two consisting of construction and repair or maintenance-the last embracing only
the working of the road proper, its revenues and expenditures in transportation, with cer-
tain statistics of passengers and commodities carried, their number, quantities, origin and
destination, which will appear chiefly in the tables of the appendix.
The first day of October 1852 found the road opened for use to Fairmont on the Monon-
gahela river for merchandize, and to Fetterman only for passengers, with a trade and travel
almost entirely of a local character, and that such as only a comparative wilderness could
afford.
At Fetterman a line of stage coaches connected with our cars, once a day, and proceed-
ed to St. Mary's on the Ohio river, whence a line of steamboats conveyed the mails and
such few passengers as accompanied them, by way of the Muskingum river slackwater
navigation, to Zanesville.
At a later period the cars were run to within 14 miles of the Ohio, in the valley of
Grave creek, when the coaches there connected with us.
These operations were a poor substitute, in advance, for the line of travel and transpor-
tation which we were pressing with all our energies by railroad all the way to the Ohio
river-and the latter stage of them was attended by the novel and difficult task of crossing
over the abrupt 'mountain," as it was called, under which " Board tree" tunnel now lies.
The method of crossing this obstacle which we were engaged in perforating, was as novel
as it was difficult-to pass by grades reckoned in degrees, in a zig-zag course, over a hill so
high and precipitous as to be well styled a mountain, may truly be held as an index of our
zeal to see the long promised terminus of our great work, which all our subsequent efforts,
premature as a cooler retrospect must characterise them, have but confirmed.
On the extension of the track to Wheeling, about Christmas of 1852, the hopeful friends
of the road were assembled to celebrate its 'opening" through on the 10th of January,
when we were welcomed to Wheeling in a manner which many will remember with
pleasure.
On the last day of March, the track was laid through the Board-tree tunnel, and it was
then considered by many that the road was finished.
Experience has, however, confirmed the convictions of some that were less sanguine
and better informed, that this was a premature conclusion, and much was yet to be done.
The expenditures of the company since that period, in construction on the line of road, as
well as in providing an outfit of engines and cars, have been heavy, although greatly re-
strained by a regard to the ready means of the company; and much yet remains to be done,
not only to provide second track where urgently needed, but to make secure what has
already been done, and to furnish adequate shops and station buildings for the probable
and certain exigencies of the company's service.
Most of the second track which has been contemplated has a main reference to the ac-
commodation of the coal trade from Alleghany county but to give tolerable despatch and
certainty to the other transportation of the company, much of the same kind of provision
will be needed between Cumberland and Wheeling. The most cursory calculation of the
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320
Doc. No. 17.
many stoppages and interferences of trains with each other, on so long a line of single
track, will convince any one of this-the delays which are incident to such a state of things
render unavoidable a rate of speed, when an opportunity to proceed is afforded, which is
fatal to the success of burden trains.
We have reaped but too seriously of this source of mischief already-and I feel that I
should be neglectful of my duty not to present it on all proper occasions in its strongen
light.
I.-Operations of the Road Department.
The operations of the road department in construction have been in part under the di-
rection of the chief engineer, who will no doubt report what he has done-but such as has
been necessary on the parts of the new road, since handed over to my superintendence,
extending to Fairmont, 124 miles from Cumberland, as well as on the older portions of the
route, it is my duty to give some account of.
These works have been, mainly, as follows-beginning at Baltimore :
J. The grading, paving, buildings and tracks at Camden street station, in lieu of the old
accommodations at Pratt street. These have been started on an extensive plan, but consist
now only of such tracks and buildings as have appeared indispensable for the opening
trade and travel. The buildings are, a central line of sheds for passengers and freight from
Conway to Lee street; two freight sheds on the line of Eutaw street, extending also from
Barre to Lee street; and an engine-house on the corner of Howard and Lee streets, for
five passenger engines, with its turn-table at the entrance. These "sheds," as they are here
called, are structures of permanent carpentry-well finished and roofed with iron through-
out; though they were devised as temporary structures to give place to a more extended
plan. The engine-house is a substantial though plain building of brick, intended to be in
keeping with future structures.
The total expenditure on this station (and the grading and tracks thence to the foot of
Eutaw street, where we enter upon the Locust Point branch track, which leads us to the
main stem at Gwynn's run) has been $94,614 12, viz:
For grading and paving,
.
-
-
-
23199 55
For tracks,
-
-
-
-
-
11696 %
For buildings, &c.
-
-
-
-
-
59717 61
$94614.12
The construction of a second track from the foot of Eutaw street to the main stem, near
the bridge over Gwynn's run, is embraced in the general account of second track.
2. At Mount Clare station has been expended, for additions to engine-house No. 2, to
receive the longer class of engines now in use for additions to other buildings -; for
the alteration of a large car shed to a work shop-; for a like change of the horse shed-;
and for other expansions and improvements, made with a reference to the opening of the
road to Wheeling, an amount estimated by the master of road at $6,581 60.
Besides this, has been expended for new engine-houses yet unfinished, the sum of
$ 6,398 44.
3. The widening of the new bridge over Carey street, just without the Mount Clare
station, has also been completed for a third track, at a cost of $ 491.
4. New water stations:
Three water stations have been added between Baltimore and Cumberland, vis:
One near 14th mile post, (Lee's) costing, with water right,
-
- 2361 49
One at Sykesville, with 3 tubs, with water right,
-
0
5278 73
One at Sandy Hook, with 2 tubs, not yet complete,
-
-
2215 04
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Doc. No. 17.
321
The water station at Rockwell's run has also been much enlarged, at a cost of 2,558 72,
and the same has been done at Martinsburg, at a cost of 4,144 32.
At Sleepy creek water station a new pipe has been laid and a stationary engine and
pump erected, at a cost of $1,753 10.
5. New engine-houses and shops:
A new engine-house and machine shop have been partly constructed at Martinsburg, at
a cost thus far of $ 9,913 69.
A similar one has also been partly erected at Cumberland, at a cost thus far of
7,780 61.
At Piedmont, the work of construction of shops (and other buildings) has gone on
steadily, though slowly, through the year, at a cost of 23,019 02.
At Fetterman, engine-houses for the accommodation of five locomotives have been
erected, at a cost of 3,594 30. Provision for two more has been begun.
6. Wood and coal-houses :
Several wood, coal and sand-houses have been erected along the line, at an aggregate
cost of $ 8,338 44; and new apparatus for wooding and watering has been provided in
several places, amounting to 3,534 04 for wood pumps, and $1,985 for water spouts.
7. Improving road bed:
Much cost has been incurred in widening the road bed west of Cumberland, removing
land slides, building walls, &c., to place the road in a more nearly secure condition than
before-the amount of which as charged, is
-
-
-
31422 41
On the improvements of road bed, at or near the Locust point junction at the Relay-
house, or Washington branch junction at Mount Airy, and elsewhere, have been
expended
-
-
-
-
-
-
29768 63
The important improvement at Relay-house will, I trust, be completed, by Christmas day,
or soon after.
8. Miscellaneous improvements, not above mentioned, have been made at a total cost,
together, of
-
-
-
.
-
2528 54
9. A large new water station has been erected at Annapolis junction, on the Washington
branch a very large well dug, and steam engines and pumps erected-not only to supply
the existing scarcity of water on that line, but to avoid an additonal stoppage of the
express trains. Of these the cost has been
-
-
-
5027 95
10. There has been expended also on the Washington station the sum of
$ 2885 16
11. Second track, including the permanent extension of sidings, occupying
the bed of the second track :
Under this head have been constructed twenty miles nearly, at an aggregate expense for
labor, including the widening of road way, and materials other than rails, of
795C5 38
Or nearly $ 4,000 per mile. This amount does not include the value of cross ties delivered
for use in this work, amounting to
-
-
.
61654 10
One-half of these cross ties, and much of the other material alluded to, are yet on hand,
amounting with tools provided for this purpose, to an aggregate of
-
48485 26
And leaving the net cost without rails, at
-
.
$ 92674 22
41
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322
Doc. No. 17.
12. Repairs:
The repairs made by the road department have been large, owing in part to a severe
restraint in previous years from expenditure, appropriate to those years, and in part to the
large increase in the cost of labor and materials employed. It is estimated that the aggre-
gate value of this increase has not been less than
-
-
110000 00
That for labor alone has been
-
-
$ 44000.00
The amount charged to main stem on the account now under consideration, upon the
books of the company, kept at the office in Hanover street, is for the half year ending
March 31, 1853,
,
158534 56
And for the succeeding half year,
-
-
-
270330 94
Amounting together to
-
428,865 50
in n careful revision of
ork done, a
16 accounts to which its several items
been carried, I have
that @081
have been inadvertently charged to
rly belonged to construction, and if
8 and treasurer's books, will leave M
-
330703 47
-
29391 12
are value of materials in nand, over and abov
at beginning of year.
Leaving the net cost of repairs for the year,
$301312 35
Even as thus reduced, these repairs made
aster of road will appear to be large,
and our apology must be found partly in the CC
n in which the road was at the begin-
ning of the year, in consequence of a restraining
postponing policy, having reference
to the limited means of the company, and a preference of the work of extension toward
the Ohio river, and partly in the great rise of labor and materials, which, as I stated
above, may be safely estimated at $110,000.
I wish I could say, in closing these remarks, that the condition of our track is now
everywhere such as I would desire; much of the iron rail is greatly worn, and a conside-
rable amount of new iron will be needed during the current year to replace it. Some
iron for this purpose has already been borrowed from the stock provided for second
track. I refer of course to that portion of the road east of Cumberland, which is, with
this exception, in good condition.
The portion west of Cumberland is generally in excellent condition.
Those portions most recently completed, must be kept up at the charge of construction
in part, for some time yet, especially on new embankments; and along the bluffs of Cheat
river some rather extensive ameliorations will be found desirable; but where those im-
perfections do not remain-embracing the greater part of the entire line-the firmness
and smoothness of the track are such as to relieve, in some degree, the curvatures to
which we have been obliged to submit. It is worthy of special remark, that the high
trestles along Cheat river have been supplanted by strong and beautiful iron structures,
of a character to dispel all fear from the minds of travelers.
In taking this view, I do not overlook the yet remaining exigencies of the road, for the
arching of tunnels, and the erection of additional buildings, both for the use of the ma-
chinery department and the accommodation of the public. These are wants which it will
not do to postpone.
Repairs of bridges:
The repairs of bridges on the main stem have consisted mainly of those at Elysville,
at Martinsburg, and at Harpers Ferry, including the trestling in front of the United States
armory.
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Doc. No. 17.
323
This trestling will call for much repair during the current year, and it is proposed to
make it with iron in part, so that future renewals will be confined to the surface of the
road.
Preparations for the construction of the double track will also increase the expenditure
on bridges in various places during the year, which must be begun at an early day.
The repairs of bridges on the Washington branch have been expended on several small
stone bridges which the freshet of 1847 carried away.
Repairs of depots:
The repairs of depots, as stated above, have been made chiefly at Mount Clare station,
in the maintenance of the numerous buildings and fixtures at that station.
Repairs of water stations:
Repairs of water stations have been small; new stations have been the chief object of
attention, but it is believed that old ones have not been slighted: most of those are of a
permanent character.
The provision of an ample supply of water must be a subject of early and earnest
seeking; on some parts of the line the sources relied on by the company have entirely
failed already, in dry seasons, and we shall have to resort to wells, of large capacity, in
several places; especially west of Fairmont.
A more detailed statement of the expenditure of the road department during the year
will appear (corrected as I have above explained) and embracing the Washington branch,
with like corrections, as follows:
Main Stem.
Wash. Branch.
Repairs of road bed,
-
.
-
12410 85
6644 67
Repairs of railway track,
-
-
-
251892 42
16029 05
Repairs of bridges,
-
-
-
16093 33
5517 34
Repairs of depots,
-
-
-
19328 52
785 33
Repairs of water stations,
-
-
-
1587 33
921 88
Watching bridges and pumping water,
-
-
9952 70
738 65
Amount chargeable to revenue,
-
-
$ 311265 15
30636 92
Main Stem.
Wash. Branch.
Construction, viz:
Camden st. station, including track to foot of Entaw st.
-
94614 12
Buildings, &c. at Mount Clare,
-
-
12980 04
Improvements of road bed,
-
-
-
61191 04
Ballasting and completing track,
-
-
23249 15
Water stations and fixtures,
-
-
-
31868 89
5027 95
.
.
Buildings at Martinsburg,
-
-
-
9913 69
Buildings at Cumberland,
-
-
-
7780 61
Alterations at
do.
-
.
-
5354 55
Buildings at Piedmont,
-
-
-
23019 02
Improving track west of Cumberland,
-
-
11000 00
Improving various bridges,
-
-
6319 92
Washington property,
-
-
-
-
3039 32
Second track,
-
-
-
-
92674 22
$
379965 25
8067 27
This does not include iron rails.
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Doc. No. 17.
10 appendix for some tables exhibiting matters of interest to those who are
any viz:
detailed statement of the several sidings on the main stem and Washington
recapitulation of the aggregate of main and second track and sidings.
II.-Cost of labor in the maintenance of the main stem and Washington branch during
the year.
IV.-Statement of the substitution of cross ties for string timber in the course of re-
-Statement showing the cost of repairs of three part rail, (the compound rail of
Ir. Latrobe,) during the year. This track bore all the traffic of the road east of Cum-
nd.
table V must attract much atte
r every supposable allowance for the
ation, that this at imental e
k participated in the general supervi-
part, without special charge, and that
Duta
ack of this construction, as by one of
the statem
ex
I am assured was kept with care and
superiority in this
Inven
very strongly indeed.
II.-
tment.
The operations of the machinery departme
ing the year have been hurried, and
its duties arduous.
Its expenditures also have been large, owing
a greatly enhanced price of materials;
the increase of wages consequent upon the strike;" the difficulty of procuring many
additional men, fully capable of managing machinery on the road; and other causes, inci-
dental to the introduction to the road of 80 large a number of new cars and engines, liable
to be defective, beyond all the usual checks upon contract work.
There have been put upon the road during the year :
Locomotives of the first class,
-
-
-
-
50
Locomotives of the third'class,
-
.
-
-
9
Passenger cars,
-
-
-
-
-
-
27
Baggage and mail cars,
-
-
-
-
-
12
Burden house cars,
-
-
-
-
-
307
Stock cars,
-
-
-
-
-
-
482
Gondola cars,
-
-
.
-
-
-
347
Coal cars,
-
-
-
-
-
-
569
Other burden cars,
-
-
-
.
-
82
The tables G and H, in the appendix, exhibit in detail the present " rolling stock" of
the company, consisting of
Locomotives, of all kinds,
-
-
-
-
.
167
Passenger, baggage and mail cars,
-
-
.
.
102
Burden cars for general use,
-
-
.
-
2264
Cars for the carrying of coal only,
-
.
-
.
1002
Of which have been assigned to the Washington branch :
Locomotives,
-
-
-
-
.
-
6
Passenger, baggage and mail cars,
-
.
.
-
24
Burden cars,
-
-
-
-
-
-
95
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Doc. No. 17.
325
Of the cars it is manifest that an inadequate supply has thus been set off to the Washing-
ton branch, and I propose to credit the main stem with $ 4,320, estimated as due from the
Washington branch for the use of cars belonging to the main stem during the year-viz
For passenger cars,
-
-
-
.
-
630 00
For burden cars,
-
.
.
-
-
3690 00
4320 00
Tables S, T and U present a valuation made by the master of machinery, of the loco-
motives and cars owned by the company on the 30th of September 1853.
The performance of locomotives has been as follows:
1. By the main stem engines :
Miles run with passengers,
-
-
-
-
398825
Passengers carried,
-
.
-
-
-
210875
Passengers carried one mile,
-
-
-
-
17336572
Miles run with freight,
-
-
-
-
-
1610621
Tons general freight, one mile,
-
-
-
-
29791463
Tons coal, one mile,
-
-
-
-
-
51724761
2. By the Washington branch :
Miles run with passengers,
-
-
-
-
139757
Passengers carried,
-
-
-
-
-
267647
Passengers carried one mile,
-
-
-
-
8509083
-
Miles run with freight,
-
-
-
-
-
51625
Tons carried one mile,
-
-
-
-
-
1230080
The cost of maintaining our rolling stock or machinery during the year, has been
charged at $ 451,114 19, viz: $ 126,608 28 for the first half year, and $ 324,505 91 for the
last.
On looking into the accounts, as rendered by the machinery department, I find that
42,438 50 should be charged to construction, and that sundry duplicate parts on hand,
prepared for engines and burden cars, are to be deducted from the gross charge for repairs,
viz :
For locomotives,
-
-
-
3,866 00
For burden cars,
-
-
-
6,296 50
10,162 50
Making a total deduction of
-
-
$ 52,601 00
The expense of maintenance of rolling stock, thus modified, belongs as follows :
Main Stem.
Wash. Branch.
Repairs of locomotives,
-
-
-
196446 06
11365 74
Repairs of passenger cars,
.
.
.
31747 18
17361 02
Repairs of burden cars,
-
-
-
108315 42
12431 33
Repairs of coal cars,
-
.
-
-
20846 44
$ 357355 10
41158 09
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Being per mile run by trains:
Main Stem.
Wash. Branch
.
-
-
91 ets. nearly.
5.94 ets.
cars,
-
-
-
8 ets. nearly.
121 ets. nearly.
and coal cars,
-
-
-
8 ets. nearly.
24 ets. nearly.
On an inspection of table G, it will be apparent that much unusual repair has been done
ome of the engines and cars during the year.
serious accidents have raised the principal call for these unusual items of repair;
n we consider the sum of 26,290, as incurred in the increase of wages made It
of the strike, and $86,695 estimated
3 rise in cost of materials used during
over that of the previous one, the
sive cost of this branch of our service
degree accounted for.
II.-Transportation Department.
perations of the transportation department have been attended with very serious
ssment during the year. Not only was a vast thoroughfare to be opened through #
rative wilderness, with unfinished graduation and bridges, and without buildings for
spair and shelter of machinery, adequate sidings for trains, or any of the comforts of
life for our officers and hands; but our organization was to be suddenly and vastly in-
creased, in face of the demand for railroad skill and experience, which on the most fortu-
nately situated of the railroads of our country, has been greatly in advance of the supply.
Few can estimate the formidable character of this difficulty, which may be safely said to
have affected every movement we have made, however small.
We can only now lament its effect on our operations, and the mortification it has caused
us in our varied struggles after an order and regularity which are yet the subject of hope,
rather than present enjoyment.
The through business to and from the west has been meagre, in comparison with what
our more northern railroad lines have done, with western connections better matured, and
independent of high or low water in the Ohio river-connections which we hope soon to
match, by railroad to Zanesville, Columbus, &c. westward, and to Cleveland north, and
thence to Chicago northwestward-not to dwell upon the line to Parkersburg, which will
lead the way, immediately during good water, and early by land, in the shortest line from
the seaboard to Cincinnati and St. Louis.
The tables in the appendix present the transportation on the main stem in several aspects;
and that on the Washington branch in passengers mainly.
The revenues of both roads shew an increase over those of the year ending September
30, 1852, viz:
On the main stem, by
-
-
-
I
-
707857
On the Washington branch, by
-
-
-
-
36437
Of the former increase there was derived
From passengers and mails,
8
.
-
-
180187
From transportation of general merchandize,
-
-
-
356199
From the coal trade,
-
-
-
-
-
171471
Of the latter there was derived
From passengers and mails,
-
-
-
-
26964
From transportation of merchandize,
.
- .
-
9473
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327
The receipts for the past year stand as follows, viz :
Main Stem.
Wash. Branch.
From passengers,
.
-
-
-
$ 464244 91
$ 309185 77
From mails,
-
-
-
-
91596 50
10800 00
From general tonnage, -
.
-
-
954233 58
65074 64
From coal trade,
-
-
-
-
523344 81
A statement of the coal trade, in some detail, is presented below.
Coal brought from the several Mines during the year, and the amounts delivered at the
several points.
Coal delivered at
Locust Point.
Baltimore City.
Harpers Ferry.
From Cumberland
Tons.
Tons.
Tons.
Borden mining company,
#
-
-
49901
3381
19
Cumberland coal and iron company :
Washington mines,
-
-
-
10949
517
40
Detmold's,
-
.
-
-
73691
15688
185
Percy & Co.
-
-
-
-
2887
2452
1251
Alleghany company,
-
-
.
-
29520
225
7
Parker vein company,
-
-
-
-
7022
1379
12
Thomas Kerr,
-
-
-
-
13939
743
25
Frostburg company,
-
-
-
-
30008
10080
979
From Piedmont:
-
New creek company,
-
-
-
-
1869
Parker veiu company:
Caledonia mine,
-
.
-
-
3795
Jackson mine,
-
-
-
-
2502
George's creek company,
-
-
-
2111
-
13
Swanton company,
-
.
-
-
-
1547
32
Phoenix company,
-
-
-
-
-
384
Elangollen company,
,
-
-
-
-
204
Total from Cumberland and Piedmont,
-
-
227194
36600
2563
1852.
1853.
Increase.
Tons.
Tons.
Tons.
Locust Point,
-
-
-
-
136404
227194
90790
Baltimore,
.
-
.
-
33856
36600
2744
Harpers Ferry,
0
-
-
-
2204
2563
259
Other Points,
-
-
-
-
8032
42533
34501
180496
308890
128294
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328
Doc. No. 17.
Coal for Baltimore and Ohio Railroad Company, from
Tome
Detmold's,
-
-
.
-
.
.
32300
Mount Savage,
-
.
-
-
9449
Piedmont, (Swanton company,)
-
-
-
3555
45304
Of general tonnage:
The details are given in tables J and K of the appendix, by which it will be seen that an
increase of eastward bound transportation has taken place, to the extent mainly as follows:
Barrels of flour,
-
-
.
-
48556
Hogsheads of tobacco,
.
-
-
-
.
16448
Tons of grain,
-
-
-
.
-
4619
provisions,
,
-
-
-
-
3290
whisky,
-
-
-
-
-
445
stone,
-
-
.
-
-
1528
iron,
-
-
.
.
-
1341
iron ore,
-
-
-
-
-
3406
lard and butter,
-
-
-
-
-
765
coal,
-
-
-
-
-
128294
leather,
-
.
.
-
-
200
fire brick,
-
-
-
.
-
1011
cotton,
-
-
-
-
.
1158
wool,
-
-
-
.
-
113
lard oil,
-
-
-
-
-
45
lumber,
.
-
-
-
-
to
hemp,
-
-
-
-
-
464
miscellaneous articles,
-
-
-
-
3830
Of westward bound transportation there has been an increase as follows, viz:
Pounds.
In coffee,
-
.
-
-
-
-
4969586
sugar,
-
.
-
-
-
-
309673
molasses,
.
-
-
-
.
.
296047
lumber,
-
-
-
-
-
-
208493
*
plaster,
-
-
-
.
-
-
1905758
oysters,
-
-
-
-
-
.
126616
dry goods,
-
-
-
-
-
.
9106217
tobacco,
-
#
-
-
-
-
386353
powder,
-
.
-
-
.
110998
granite, marble, &c.
-
-
.
-
-
171994
drugs and paints,
-
-
-
-
-
84764
groceries,
-
-
.
-
-
5683664
grain,
-
-
.
.
-
-
4161671
leather,
-
-
-
-
-
.
76117
guano and manures,
-
-
-
-
-
2918534
Expenses of transportation:
The expenses of transportation have been greater than has been customary for a like
amount of service, owing partly to the increased cost of labor, partly to circumstances
which forced upon us an extra allowance of time for certain branches of the service-
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Doc. No. 17.
329
partly to the advanced price of wood, oil and other materials, and partly to the forced
opening of 80 large an extent of new road under the local difficulties which I have already
noticed.
On a careful examination of the accounts, as standing in the auditor's and treasurer's
books, as first declared to the board, I find many items chargeable to the Washington
branch and amounting to a large sum, which, being parts of expenditures common to that
branch and the main stem, were left to the charge of the latter, in default of the proper
returns from the transportation office.
A correction of this error, while, in conjunction with that of the examination of other
accounts, it reduces the aggregate chargeable properly to revenue from main stem to a
more reasonable amount than was at first supposed, will yet not swell that of the expenses
of the Washington branch to an undue limit-as may be seen in the following statement
of the revenues of the two roads, and their expenses as thus modified
.
I.-Of the Main Stem.
Revenue:
From passengers,
-
-
.
-
464244 91
mails,
-
-
-
-
91596 50
general tonnage,
-
-
-
954233 58
coal trade,
-
-
-
-
523344 81
Total revenue,
-
-
-
2033419 80
Expenses:
Repairs of road bed,
.
-
-
12410 85
"
railway,
-
.
-
251892 42
"
bridges,
-
-
-
16093 33
"
stations,
-
.
.
19328 52
.6
water-houses,
-
-
-
1587 33
Watching bridges and pumping water,
-
-
9952 70
Repairs of locomotives,
-
-
-
196446 06
"
passenger cars,
-
-
-
31747 18
"
burden cars,
-
-
-
108315 42
"
coal cars,
-
-
-
20846 44
Transportation expenses,
-
-
-
536148 28
General salaries, office rent, fees of counsel, &c.
.
24166 99
Losses by accidents,
-
-
-
6291 59
Total expenses,
$1235627 11
It is proper to state that the amount of losses by accidents paid during the last half of
the year, viz: $ 31,190 08, has been omitted from this statement, being chiefly incurred by
the Cheat river accident, which is deemed extraordinary, and not to be embraced in a
view of the year's administration of the company's affairs, for which this statement is in
part intended.
On the other hand, the sum of $12,000, deducted by the post office department, with
consent of this company, to sustain a connecting mail by stages, in the early part of the
year, has been included among expenses, when it should have been deducted from reve-
nue, to make a correct exhibit.
The proportion of expenses to revenue as thus shown, is 601 per cent.
42
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Doc. No. 17.
be
II.-Of the Washington Branch.
nue:
309185 77
10800 00
65074 64
Total,
385060 41
Expenses:
Its of road bed,
6644 67
IN'
railway,
16029 05
bridges,
5517 34
"
stations,
785 33
"
water-houses, &c.
921 88
Watching bridges and pumping water,
-
738 65
Repairs of locomotives,
11365 74
"
passenger cars,
-
-
17361 02
"
burden cars,
12431 33
Expenses of transportation,
.
-
-
98852 89
General salaries, rents, &c.
6277 72
08 CITE
Total,
$176925 62
Proportion of expenses to revenue, 46 per cent. nearly.
It is to be regretted. that an impression of a much larger proportion of expenses to re-
venue having obtained on the main stem, should have been made on the public mind by
the unauthorized and exaggerated publication of premature conclusions. For under that
impression, the result I have arrived at may be received with distrust, by those who have
not carefully examined the subject-but the details which I have presented, but not em-
braced in this report, are not only satisfactory to my mind, but seem to have been so to the
committees before whom they have been laid-and I thus feel justified in presenting the
above as a fair statement of the expenses of the year.
The nature of the business from which revenue has been earned, with the low prices at
which it has been done, would, even under favorable circumstances, present a proportion
of expenses to revenue above what is the average experience of our railroads. As will be
seen, the revenue from passengers and mails makes but about one-fourth of the total earn-
ings of the company-and that from coal, which is transported at prices calling for the
facilities of a double track and the best appliances, but actually subject to unusual disad-
vantages, makes up another quarter of the revenue-the remainder being from tonnage,
not of a liberally compensating character, but rather the reverse.
Under this aspect of our case, I believe that no considerate man can think the doingsd
the company have been extravagant, or in any degree wasteful. An effort at economy
has steadily prevailed with the company's officers in all grades, and the result, if deemed
large, is as truly a surprise to them as to any stockholder.
That a. dimination of proportionate expense will be practicable in future, by the raising
of charges on coal, and a better preparation for business, which is slowly gaining ground,
is to be expected with confidence.
I subjoin a brief table, showing the earnings per mile run on several railroads in 1858,
and those of our main stem for the year just closed, which I think must be admitted to
corroborate my defence of the year's expenses, when the comparative nature of the traffic
of those roads is duly considered.
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Doc. No. 17.
331
Earnings of several Railroads per mile run, and the relation of their Expenses
to Revenue.
NAMES OF ROADS.
Earnings from passengers
per run. milerun.
Earnings from tonnage per
mile run.
Total earnings per mile
Ratio of expenses to re-
run.
venue.
Expenses per mile run.
Year of each operation.
Boston and Lowell.
-
-
$1.07
$2.66
$1.63
65.50
$1.07
1851
Boston and Providence,
-
1.28
2.04
1.49
48.
.70
1851
Boston and Worcester,
.
1.41
1.88
1.59
53.
.84
1851
Western railroad,
-
-
2.00
1.34
1.58
50.
.77
1852
Boston and Maine,
-
-
1.20
1.85
1.37
48.
.66
1851
Philadelphia, Wilmington and Balt.
2.06
1.28
1.88
43.
.78
1851
Reading railroad,
.
-
-
-
1.60
44.
.72
1851
Little Miami,
-
-
-
-
1.62
39.
.63
1851
Albany and Buffalo,
-
-
1.80
1.86
1.82
38.
.67
1851
New York and Erie,
-
1.03
1.624
1.50
47.
.70
1851
Baltimore and Ohio,
.
-
1.16
0.97
1.01
61.
.61
1853
In this table, the items of which were gathered from the latest reports at hand, will be
seen at how low a rate we have had to work, compared with other roads, and that even
the Reading railroad, with all its double track facilities, and the most favorable gradients,
earns a higher average than we, though by far the largest part of its income is from coal :
this is to be accounted for only by its advantages of grade and outfit, which enable its en-
gines to draw immense loads at moderate velocities.
Many of the other roads embraced in the table have large portions, or an entire line of
double track, and enjoy besides, a fair share-some a very large one-of travel, as well as
transportation of merchandize.
When we shall be favored with proper railway connections at the West, to secure travel,
and a complement of double track, to equalize and moderate the speed of the burden
trains, the larger proportionate income per mile run, which will follow, accompanied as it
must be, by a reduced expenditure consequent on improved facilities, a more agreeable
picture must annually greet the eyes of stockholders.
As it is, I see no reason for a stockholder to despair. The result of a year's doings, which
I have reported, gives encouragement to me, that under an enterprising and enlightened
policy, with reference to the wants of trade and the active competition which has antici-
pated, and will continue to beset the road, its annual returns will be remunerative to the
stockholders. To the city, its success must be only advantageous.
I owe perhaps an apology for the late day at which this report has been completed. It is
to be found in the variety of details, to be digested, and the daily engrossment of duties,
which cannot be postponed. Your own experience and reflections must, I think, confirm
my former statements that the time at which these annual reports are expected is quite too
early for a reliable and satisfactory result.
Digitized by Google
Doc. No. 17.
As this is expected to be my last report of the kind, I am desirous to leave on record
my appreciation of the faithful services rendered the company, and the energetic exertions
under difficulty, of most of the officers and employees under my official direction-sud the
recollection of the peculiar obstacle with which we had to contend, before the completion
of the last two tunnels, will, I think, make it not invidious to mention, particularly, the ml
and efficiency of Mr. John C. Jacobs, and those associated with him, who conducted with
so much success the movements of our trains over the Kingwood and Board-tree bills.
I am,
Very respectfully,
Your ob't serv't,
WM. PARKER,
Gen'l Sup't.
a
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Doc. No. 17.
333
ENGINEER'S REPORT.
BALTIMORE AND OHIO RAILROAD,
Baltimore, October 1, 1853.
WILLIAM G. HARRISON, Esq., President.
SIR,
In submitting my present annual report, I proceed to give a brief account of the
circumstances which have influenced the plan, construction and cost of the road from
Cumberland to Wheeling, executed under my direction as chief engineer.
Of the Plan of the Work.
Under this head is embraced the location of the line and the manner of its construction,
which will be spoken of in succession.
The Location.-This is a subject of primary concern in every railway. There are diffi-
culties connected with it upon almost every line, either in the face of the country or in the
interests which interfere to divert it from its true course. Both of these classes of obstacles
have embarrassed this road, and the former in an eminent degree.
The necessity of adhering to the territory of Virginia in seeking a route to Wheeling,
forced the Baltimore and Ohio railroad over a country of much harder features than that
upon which it was originally located through Pennsylvania in 1839. The mountain
summits were higher and more numerous, and the approaches to them on both sides more
rugged and abrupt. After an extensive and careful system of instrumental surveys, and
an appeal to the ablest professional counsel, the route previously recommended by myself
was adopted, and the road has been built upon it. It involved, in the passage of the Alle-
ghanies, a higher grade than had been previously employed upon lines of general traffic,
and hence the several questions which arose received the closest scrutiny of the engineers
called into the consultation, and whose scientific attainments and matured experience were
assiduously devoted to their solution. That their decision was right, the working of the
mountain grades upon this road has satisfactorily shown. That they require some increase
of motive power was known and admitted beforehand, and the increased demand has not
been greater than was anticipated. But on the other hand, they have shortened the route
and reduced its curvatures and cost of construction to an extent which greatly preponde-
rates in the balance of advantages. A leading objection to the use of the higher grade, its
supposed dangers, has been found by two full years of experience to be entirely
groundless. So far from being more subject to accident than other more level sections of
the road, they have been in fact less so, owing clearly to the greater caution observed upon
them. The winter of one of these years was the unusually severe one of 1851-2, and the
success with which the grades were passed through the snow and ice of that winter, must
be conclusive upon this ground of apprehension. Comparing now the passage of the
Alleghany by the Baltimore and Ohio railroad with the crossing of the same chain by the
two other principal lines in Pennsylvania and Virginia, we find upon the former a grade of
95 and upon the latter one of 105 feet per mile, approaching respectively within 11 and 21
feet of the grade of this road. It is true that the Pittsburg and Connellsville road, a branch
of our own, will have a grade of 66 feet, if they see fit to lose ten miles of distance to
obtain it, and 80 might the Baltimore and Ohio, and the Pennsylvania and Virginia roads
have passed the mountain upon that or even a lower grade, if the engineers who have
located these roads had deemed it better to develop their lines by winding around the
spurs of the ridges, in order to secure a more gentle inclination at the expense of a vast
increase of distance, curvature and cost.
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Dec. No. 17.
The grades of the Baltimore and Ohio railroad present one feature somewhet seese
marked than those of its competitors for the western trade-but that is confined to the
central 60 of its route of 380 miles. As a system, its grades are at least as good - there
of its rivals, being as well or better adapted to an economical application of societant
power, and, having the advantage of them in the best steam generating fuel of the country,
in inexhaustible supply at the foot of its steepest ascents.
I have touched upon this subject the rather as it appears to be still, to some extent, -
occasion of reproach to this great work and of invidious comparison of it with other lines,
which, whatever may be their merits and their importance to Baltimore or to other cities
competing with her for the western trade, and severally boasting that they possess the
best pass over the great Alleghany barrier, can none of them compare with the Baltimore
and Ohio railroad in directness of connection, through her Parkersburg arm, with the
commercial centres of the Mississippi valley.
The Manner of Construction.
In form, dimensions and material, the work has been designed with a view to emple
accommodation and the atmost stability and permanence.
The breadth of road bed is for two tracks throughout the line from Cumberimi w
Wheeling, and it has been so graded, except at a few points (some of which will be mett-
tioned more particularly hereafter) where it was necessary to contract the width in order w
save time in making it ready for the rails.
The masonry is of the best kind, and the superstructures of the bridges of the mest in-
proved form, choicest materials, (chiefly iron,) and excellent manufacture.
The railway track consists of a T rail of 58 lbs. per yard, with wrought iron chaire,
spiked upon cross ties two feet apart, and bedded in two feet of broken stone or gravel
ballast.
The water-houses are mostly of stone or brick, with capacious tanks and the best kind of
valves and discharge pipes. Those of them which are not fed by the natural flow of the
water, are supplied by pumps worked by steam power; and at the western end of the line
the water is stored during the dry season, in large reservoir dams, which will be further
assisted by wells where necessary.
The engine-houses, station buildings and shops are designed to be of the most capacious
and permanent character; but up to this time the only points at which the buildings erested
are in this style is at Piedmont and (in part) at Wheeling. The buildings at those points
are described in my last annual report, and I have only to add that those at Piedment are
completed and occupied, while at Wheeling the inner station buildings are also finished and
in use, except the engine and car-house on the south side of Wheeling creek (net begun,)
and the passenger-house, which, extending over the bridge, cannot be used till the latter in
finished, which it will be in a few weeks. The engine-houses and shops at Wheeling have
been, for want of time to erect the permanent improvements at the outer station, tempora-
rily put up, of frame, upon a lot leased for the purpose. The accommodation at this point
is insufficient, and the outer station buildings will be required as soon as they can be erected.
The delay may not have been prejudicial, as it has given further time to perfect the plan
and arrangement of the buildings.
At Cranberry summit, Cheat river, Simpson's, Fetterman, Burton and Cameron, there
are engine-houses of various sizes, and which, although of frame, are well built and will
answer their purposes well.
Before leaving the subject of station buildings, I will say that at the Parkersburg june-
tion, a point of prominent importance upon the road, a system of buildings for the joint
accommodation of both roads uniting at that point, is being planned and the execution of
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335
part of it, needed for the accommodation of the Northwestern Virginia railroad, has been
commenced.
I may repeat, of the plans of the work, that in all their details they were framed with an
eye to the full accomplisment of the objects of a great road like this, and that they have
been thus executed, with inconsiderable exceptions, which press of time in opening the
road rendered unavoidable. These exceptions will be mentioned more particularly under
another head.
Of the Progress and Completion of the Work.
A short review of the circumstances under which the work has been carried on from its
commencement to its opening to Wheeling will be of interest, and throw light upon the
important subject of its cost, to be afterwards spoken of.
In 1849 the road from Cumberland to Fetterman, 103 miles, was placed under contract
in three successive lettings. In June 1850, 65 additional miles, and in December of the
same year the remaining 33 miles at the Wheeling end were contracted for-making пр
the 201 miles of the road. During the first year labor was superabundant. and although
the mountain section of the route was difficult of access for men and material, the compe-
tition for the work among contractors was eager, and the prices at which it was let were
consequently low. The sparse native population, and the numerous body of foreigners
introduced among them, with their old country feuds and their intemperate habits, made
necessary the early establishment of an armed police; and in the fall of 1850, when the
extension of the work on this and other lines carried the demand for labor beyond the sup-
ply, it became requisite to strengthen the police for the protection of the new hands, whose
introduction upon the line was violently resisted by the factions then in possession. Up-
wards of 2,500 men were brought from New York in the winter of 1850-51, and distributed
among the several contracts as far west as Cheat river, 75 miles from Cumberland; and
although every proper inducement was offered to retain them, more than half soon dis-
persed. Enough, however, were left to accomplish the intended object of forwarding the
difficult sections so as to permit the opening of the road to the several intermediate points
of importance, at periods but little behind the times promised. The results of the measure
were well worth the expense, which was much heavier than had been expected, in conse-
quence of the failure of the absconding laborers to reimburse the cost of their transporta-
tion to the work. Had all remained and proved effective hands, the work would, however,
have been sooner and more completely done, and many costly expedients for getting the
track over breaks in the road bed might have been avoided. The price of labor would
have been kept down, and the number of failures on the part of contractors diminished.
These failures, as stated in my last annual report, made it necessary to provide anew for
the construction of no less than 88 sections out of 200, and 28 bridges out of 114. Most of
the abandoned sections were never begun by the bidders to whom they were first awarded,
and several of them were relet two or three times before their completion, and each time
at an advance of price. The company was itself compelled to undertake and complete
9 of the most difficult sections, and 8 of the bridges, including the 5 of the greatest mag-
nitude on the line. The work was more faithfully and substantially executed than if done
by contract, but its cost was the greater on that account, and was also considerably increased
by the greater haste with which it had to be pressed forward, after time had been unavoid-
ably lost in waiting upon the delinquent contractors.
The causes, then, of increased difficulty in the graduation and masonry of the road, were
the low prices of the first set of contractors and the deficiency in the supply of hands. The
first cause, it may be said, might have been avoided, but in the history of all public works
it will be found that the temptation to take the lowest well recommended bidder has been
irresistible; and in this particular case it can be said, in apology for that course, that if the
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Doc. No. 17.
work had been awarded to a class of contractors who would have carried it through with-
out fail, it must have been given out at prices so much bigher as to have made it in the and
cost much more than it has. The second cause was beyond control. At the outset of the
work the indications were that it would not exist, and it was brought on subsequently by
events not then in view. The circumstances affecting the other branches of the work, as
railway tracks, bridge superstructures, water-houses and station-buildings, had nothing is
them which require more notice than will be made when in speaking of them under. the
next head.
Cost of the Work.
The balance sheet of the company shows upon the 1st of October 1853, a
total charge against the road west of Cumberlaud of
-
-
7982230 as
Of which amount there belong to interest account,
-
-
565831 15
And leaving for the road itself,
-
-
7416399 37
Which will be distributed as follows, when the accounts still open with
contractors and agents shall be closed and carried to their proper heads:
Surveys,
-
-
-
73360 24
Graduation,
-
-
-
4056090 23
Masonry,
-
-
.
709627 11
Railway tracks,
-
-
-
2022188 33
Bridge superstructures,
-
-
235715 93
Right of way,
-
-
-
150208 39
Water stations,
-
-
-
98502 42
All other expenditures,
-
-
70706 72
"To which must be added for balances due contractors and
suspended by legal proceedings,
-
48985 75
And the total cost of the road to October 1st, 1853, will be
7465385 12
The further expenditure required to complete the unfinished work now
in hand, and to provide the security and accommodation indispensable to
the character and purposes of the road, is shown as follows, under the se-
veral classes above specified.
Graduation:
Widening excavations and embankments to full double track
breadth at all points excepting tunnels,
-
100000 00
Masonry:
1. Widening, walling and arching all of the
tunnels on the road,
-
-
300000 00
2. Other masonry,
-
.
10000 00
310000 00
Bridge superstructure:
Completing the iron bridge over Wheeling creek at inner
station,
-
-
.
-
5000 00
$
415000 00
* These accounts were not closed on the books on October 1st, hence they are not embraced in the pro-
sent balance sheet.
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Station buildings:
1. Completing Wheeling inner station,
12000 00
2. Engine and car-house south of creek at do.
10000 00
3. Passenger and freight-houses and platforms,
wood-sheds, dumping boxes, cattle shutes,
coal bins, &c. along the line,
-
28000 00
4. An additional engine-house and other build-
ings at Piedmont,
.
25000 00
5. Improvement of Wheeling outer station,
110000 00
185000 00
600000 00
And increasing the cost of the road at the rate of 40126 per mile, or
8065385 12
When this amount shall have been expended upon the work, it will be in a condition to
carry as large a trade as is likely to pass over it until the opening of the Parkersburg line.
The total length of track, besides the main line, between Cumberland and Wheeling, is, at
this date, 213 miles, and with the facility for passing trains which is given by the part of
this track applicable to that purpose, a large movement can be maintained-although ne-
cessarily the business would be done with increased safety and economy with a greater
proportion of double track. When the great accession to be expected from the more
direct line to Cincinnati takes place, the track must doubtless be doubled from the Junction
74 miles to Piedmont, eastward of which it will already have been furnished with two
tracks.
Of the work just enumerated, that under the head of bridge superstructure, and estimated
at $ 5000, will be completed by the end of the present year, and also the item of 12,000
belonging to the Wheeling inner station. Under the head of station buildings, the 3d item
for passenger and freight-houses, &c., and amounting to 28,000, is being done (as india-
pensable to the operations of the road) from month to month as the wants of the road re-
quire, and will be completed within the ensuing year.
The work under the divisions of graduation and masonry, is not yet commenced, and
awaits the instructions of the board. The tunnel masonry particularly ought to be exp-
cuted with as little delay as possible. The tunnels of the road being, with two or three ex-
ceptions, in slate rock, which promised to stand very well when first excavated, but crum-
bles with time, have required a very expensive system of timber propping, which has
already cost upwards of 40,000. The longer it is continued the more it will itself cost,
and the more expensive it will make the permanent arching by which it is to be succeeded.
As a measure of economy therefore, if not of safety, this work should be begun without
loss of time, and the rather, as its progress must necessarily be slow. The side walls would
be first erected of stone and the timbers then be removed and replaced by the brick arch.
The remaining work, making the 2d, 4th and 5th items under the head of station buildings,
should be done in all the coming year-and the work at Piedmont and the Wheeling outer
station should early claim attention.
These important works remain to be completed in order to give the road in a fair do-
gree the character of a finished line; yet, considering the circumstances which attended its
first opening. and that but nine months have elapsed since then, we may with truth assert
that the road is at least as well advanced towards its real completion as the other great lines
of the country were at an equally early period after they were nominally finished. The
bed of the road from Cumberland to Wheeling is in good condition, the heavy embank-
ments having become 80 far consolidated as to be quite safe when properly attended to.
The great bugbear of the traveler, turned from his intention to pass over the Baltimore
and Ohio railroad by the runner of some rival route, who has described the terrors of the
43
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or trestle work, in terms such as one of his craft could alone compose, has at
ppeared, and the trains now roll over the broad platform of the great iron visa
in snans the chasm, as sufely and more noiselessly than they do over the famous
of the Erie railroad. The other viaducts of all classes are of the best con-
3 the best condition. The track is in good adjustment, and the trains tra-
I with a regularity surpassed проп no other section of this or any other road in the
try. Under these circumstances the fears of the public which have been excited by
we unserupulous assertions of the agents of other lines, must soon subside, and this mag-
nificent route over the mountains become as popular a highway for travel as any of in
competitors.
Comparison of Estimate and Expenditure.
1. Comparison with revised Estimates.-In my last annual report, I presented the
several estimates in a series, commencing with the first one submitted in February 1849,
and following with the revisions made from time to time, up to the one offered at the date
of that report, October 1st, 1852, and which ámoun ed to
-
6875277 00
This sum was intended to represent the cost of the road to the time of its
being opened for trade and travel to Wheeling, which it was, although in an
imperfect manner, on the 1st of January 1853.
The actual cost, however, as appears from the balance sheet (with the above
stated addition of balances on accounts not closed at the date to which the
books were made up,) is
7465385 00
And the estimate appears to be deficient 81 per cent. of its amount, or
$590108.00
An analysis of this excess would enable me to account for it satisfactorily-but as this
would require a considerable detail of items, and occupy more space perhaps than should
be appropriate to such a discussion, I refrain from it, and proceed to present some facts
relating to the estimates and expenditures, which will shew that due care had been main
to reach correct conclusions in regard to the probable cost of the work at the period at
which the board determined to commence its construction, and were influenced in that
decision by the report of their engineer.
-
2. Comparison with original estimates.-In my report upon the cost of the road in
February 1849, I stated it, upon the route then first surveyed, and upon which it was
desired to build it, at
- 6865012 00
Which amount, as stated in my last annual report, would have been increased
436276, or to
-
7301288 00
Upon the new route subsequently adopted at the west end of the road, under
the decision of the board of arbitrators."
Comparing this last amount with the actual cost of the road up to the present date,
October 1853, and after the first division of the road has been in use for two and a quarter
years, and the last division for nine months, it is seen that the addition has amounted to
but
-
-
-
-
164097 00
To which must be added however for tunnel masonry, included in the one
and not in the other account,
.
-
-
-
250000 00
And the deficiency will stand
-
-
-
414097 00
Or but 6 per cent. upon the estimate of February 1849.
on
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332
The whole sum expended by the road department" upon the road after the track came
into use, and charged to construction account, is 553517, or 3139420 more than the
deficiency of 414097 ; so that if we deduct from the cost of road, the amount spent upon
it after it was opened, it will be seen that the road has been made passable for the trains by
the expenditure of $139420 less than the original estimates-or nearly 2 per cent. upon
their amount.
The liberty to fall back upon those estimates, in view of which the company determined
to prosecute the work, will be conceded to the engineer, should his subsequent revisions
of them fail to be sustained by the result; and in the use of the privilege there is shows
this close correspondence between estimate and expenditure in a general comparison of
them.
If now we make another and more detailed examination of the subject, we notice the
facts stated as follows:
The original estimates were made, for most of the route, upon lines very hastily located,
or but experimentally surveyed, and from which the data derived were imperfect. When
the line, in its several divisions, was afterwards prepared for contract, and detailed estimates
made from accurate measurements and computations, founded in many instances upon
lines entirely different from those on which the previous general estimate was based, a
revised estimate was submitted to the board, along with the proposals of the contractors,
and the comparison of their bids was with this new estimate. If we take it then as the
standard of comparison, the following will be the results, under the several heads:
Graduation:
Estimated cost, as presented at the several lettings of the work, for com-
parison with the bids,
-
-
-
-
4105996 00
Actual cost to October 1, 1853,
-
-
4056090 00
Add balances due contractors,
-
-
48986 00
estimated cost of completion,
-
-
100000 00
4205076 00
Deduct engineer and police department,
-
179399 00
4025677 00
And the actual cost falls within the estimates 2 per cent. of their am'nt, or
$ 80319 00
Masonry
Estimated cost as presented at the several lettings of the work for com-
parison with bids,
-
-
-
-
-
526213 00
Actual cost to October 1, 1853,
-
-
709627 00
Add estimated cost of completion, excluding tunnel masonry,
10000 00
719627 00
Deduct engineer and police department,
-
5748 00
713879 00
And the actual will exceed the estimated cost,
-
$187666 00
The excess is 36 per cent., resulting in part from the increased dimensions of the prin-
cipal bridges, due to changes in the location and plans upon the first division of the road,
required by the arrangement with the canal company, and upon the sixth division at the
crossing of Wheeling creek; in part also to an improvement in the quality as well as cost
of the masonry attendant upon the erection of the five principal bridges by the company's
agents, after their abandonment by contractors; and, in a great degree, to the serious and
unforeseen difficulties met in the Monongahela viaduct.
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Doc. No. 17.
Bridge superstructures:
Estimated cost originally submitted,
175000 00
Actual cost to October I, 1853,
235716 00
Add amount required to complete Wheeling bridge,
5000 00
240716 00
Deduct cast iron viaducts on Cheat river not in-
cluded in first estimate,
46670 00
Deduct increase in Wheeling creek bridge, due
to entire change of location and plan,
8762 00
Deduct engineer department charged to this account,
3157
00
58589 00
182127 00
The excess is thus reduced to
-
-
$7127 00
Or 4 per cent. upon the estimate; and with this trifling addition to the expenditure #
more superior class of structures has been erected than was contemplated in the original
estimates-especially in the Monongahela viaduet, 650 feet long and entirely of iron.
Railway tracks:
Estimated cost first presented, 200 miles at $10,000 per mile, including allow-
ance of 10 miles for sidings,
,
.
2000000 00
Actual cost to October 1, 1853,
-
2022188 00
Deduct 12] miles of additional track not included in
estimate, at $10,000 per mile,
126667 00
Deduct engineer department charged to this account, 6675 00
133342 00
1888846 00
And the actual falls within the estimated cost,
$111154 00
Or 5 per cent. upon the latter.
(
There are 201 miles of main and 21] miles of side track in the road.
Depots and water stations:
(
Estimated originally at
-
-
-
-
-
$105750 00
The expenditures under this head are carried in the books to
the real estate account, and the amount paid for property and
:
improvements west of Cumberland, up to October 1, 1853,
when open accounts are closed, will be
-
-
301208 00
From which deduct Wheeling property,
-
-
103487 00
And there is left,
.
-
-
.
197721 00
Add water station account,
-
-
-
98502 00
And the total is
.
-
-
.
8
190473 00
Excess of cost over estimate,
-
-
190473 00
This branch of the work admits, in truth, of no comparison between estimated and
actual cost. The general idea at the outset was to erect the several buildings of the most
cheap and temporary kind, merely to permit a commencement of the business of the road,
and to begin enlarging at the moment of opening the line. There was more serious error
in the view with which this item was regarded than in any other; and it is not the first
railroad upon which a similar oversight has been committed, as the allowance made for
these indispensable appurtenances is usually much too small. The stations of the road
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341
have already grown, at the end of the first year, to an extent represented by a capital of
upwards of 400,000, and when the required additions are made, will reach some
600,000 for the road west of Cumberland. A fair comparison, however, between the
estimate and expenditure under this head, would show an excess in the latter of about
100,000. (supposing the establishment to have been. as was contemplated. just enough
to begin business with after the opening of the line to Wheeling.) I make the comparison,
bowever, with the amounts as they stand above, deducting only the item of " Wheeling
property," not at all in my contemplation, as I had supposed the donation of the city of
Wheeling would provide sufficient grounds within that city free of cost. It has been
found necessary, however, to make the additional investment shown by the amount here
exhibited.
Right of way:
Estimated cost,
-
-
-
.
-
100000
Actual cost to October 1st,
-
-
-
-
-
150209
Excess of cost,
-
-
-
-
-
50209
Upon this item there is little to be said in explanation, further than that the unsettled
character of the country along most of the route, and the favorable feelings of the popu-
lation at first towards the road, induced the hope, but partially realized, that gratuitous
releases and moderate demands of damages would be more numerous than they proved to
be. The total is, however, small for a line of 200 miles, amounting to but about 750 per
mile, the right of way between Hurpers Ferry and Cumberland having cost $2,500 per
mile.
Engineer and police department:
The charges under this head are embraced in the company's books under the heads of
surveys, graduation, masonry, railway tracks, bridge superstructures, depots and contin-
gencies, from which, it will be seen, they are deducted in the above statements. The
aggregate expense is as follows:
Surveys,
-
-
-
-
-
-
73360
Superintendence of construction,
-
-
-
-
179518
Police, (part of it borne by company,)
-
-
-
-
20491
273369
The item of surveys did not enter at all into the original estimates of cost, although they
appear in the following summary for the purpose of comparison.
The only remaining heads of expenditure consist of
Engineers' houses,
-
-
-
-
-
60773
Coal mines,
-
-
-
-
-
I
-
10194
Contingent expenses,
-
-
.
-
34484
Deduct engineer department,
-
-
-
-
5030
29454
And amounting in the whole to
-
.
$ 45721
The first two of the above items are carried on the books to the real estate account.
None of the three items have corresponding particulars in the original estimates, and con-
sequently there can be no comparison with them. The opening of coal mines was not
then contemplated. The houses erected for the shelter of the engineers superintending
the construction, have since been used by the supervisors and hands; and it has been
found necessary to put up a number of buildings in addition for a similar purpose, which
have gone into the construction account, (under the head of railway tracks,) although not
specifically estimated for.
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Doc. No. 17.
Recapitulating the preceding details, the following is the result :
HEADS OF EXPENDITURE.
Original
Actual Cost.
Difference.
Survey
73360
73360
Gradumbon,
-
-
.
-
4105996
4025677
BUSID
Masopry,
-
-
-
536213
713879
177685
Bridge =nperstructures,
-
-
-
175000
1821271
7127
Railway tracks,
-
-
-
2000000
1800846-111154
Depots and water stations,
-
-
-
106750
296923X
190473
Right of way,
-
-
-
-
100000
150209X 50209
Miscellaneous,
-
-
-
-
28329
245730
X217401
7124648
7576051
X 451408
The final excess of expenditures over original estimates in the preceding detailed com-
parison of specific items, is $ 451.403, or 61 per cent. upon the estimates. which will be
admitted to be a moderate increase upon a work of such magnitude, complication and
difficulty.
To make the total of the column of original estimates agree with that of p. - and which
is 7,301,288, we must deduct from the latter 250.000, the original estimate for teams
arching, and add 73,360 for surveys. To make the total of the column of notual cost
agree with that of page -, and which is 8,065,385, we must deduct from the latter
300,000, the present estimate for tunnel arching; $185,000 for station grounds and build-
inga: and 4,334 for miscellaneous expenditures. These several items are not included
in the table, the object of which was to compare the estimated and actual cost as specifically
as possible, and not to include particulars resting as yet in estimate only.
If. however, we discard these details and look only to the general aspect of the compari-
son, we find that an expenditure of $139,420, or about two per cent. within those estimates
was sufficient to open the track for use, and that with the subsequent expenditure of up-
wards of half a million of dollars. in perfecting and maintaining the work, the excess in
swelled to but 6 per cent. beyond the estimates. and finally, that when all the projected works
above specified are finished and the road supplied with the appurtenances necessary to its
business, the increase will amount to no more than the difference between 8,065,385 and
$ 7 374,648, or $ 690,737, which is 91 per cent. upon.an estimate obviously never intended
to provide for many of them.
It becomes me, however, and every engineer, frankly to admit, that after all that can be
said in justification of short comings in estimates, indulgence must be asked for errors
inseparable from what is necessarily so subject to contingencies beyond human foresight
or control.
In speaking of the additional charges against the construction account since the opening
of the road, I have used the term " maintenance." inasmuch as the cost of adjustment of
92 mi'es of track for a period of one year has been carried to that account, with an only
of $1.082 per mile. In addition to this charge against construction, there has been charged
to the repair account a total amount of $160,626 55, which sum represents the maiute-
nance of 188 miles of road for a period of one year, at the rate of 854 per mile per annum
The expenses of maintenance began to be charged to the repair account at the following
periods, for the divisions of the road enumerated below, viz:
From Cumberland to Cranberry summit, 63 miles, October 1, 1851.
Cranberry summit to Fetterman, 40
"
July
1,
1852.
Fetterman to Fairmont,
20 " March 1, 1853.
Fairmont to Wheeling,
78 "
Doc. No. 17.
343
The half of the road east of Fetterman was turned over to the repair account an average
of about three months, while the half west of that point has been kept under the construe-
tion account to the present date, nine months after the trains began their trips. The cost
of additional ballast, adjustment of track, removal of slides. and making up of embank-
ments upon a new road bed, chiefly located upon the steep bill sides of the mountainous
country, has been very heavy up to this time, but must now be rapidly reduced; and I am
informed by the able and experienced master of road, W. Bollman, Esq.. that, during the
current year, he estimates that the maintenance of the road will not exceed $ 600 per mile
east, and 900 per mile west of Fairmont-which would make the aggregate from Cum-
berland to Wheeling $144,000, or 720 per mile per annum. instead of 854 per mile,
the proportion borne by repairs, besides the $1.082 per mile by construction.
It was proper to charge the cost of maintaining the road to construction, during the
periods mentioned, although the account might have claimed its proper share of credit for
revenue simultaneously earned.
I have given these details upon the subject, as they are interesting in connection with the
history of the road in its new and imperfect state, which will now give place to a more
finished and satisfactory condition.
The following notices of the dimensions and cost of some of the principal works upon
the line will be of interest to the board and the public.
Tunnels:
There are twelve tunnels on the road from Cumberland to Wheeling, varying in length
from 112 to 4,100 feet, and of a total length of about 10.500 feet, or two miles. They are
in general excavated 24 feet wide and 22 feet high. and, before the lining of masonry is
introduced, will be widened sufficiently to give between the side walls a clear breadth of
22 feet, affording ample room for a double track. Out of the twelve tunnels, only three
were cut from 16 to 18 feet wide, to save time aud facilitate timbering. The prices
were from $ 2 to 3 per cubic yard.
The following tunnels, with their approach cuts, will, when finished and arched, have
cost as below:
The Kingwood tunnel, 4100 feet long,
-
-
-
460000
Board-tree tunnel, 2359
"
-
.
-
-
265000
Welling tunnel, 1250
"
-
-
-
-
120000
The first of these was worked with three shaft and the second with two, the depth of all
the shafts being about 170 feet; the last was worked without any shafts. The tunnels were
driven rapidly, and might have been completed sooner than they were, with better manage-
ment on the part of the contractors and a fuller supply of suitable labor. As it was, the
excavation of the Kingwood tunnel and its cuts was completed in two and a half years;
the Board-tree in two and a quarter years, and the Welling tunnel in one and three-quarters
of a year. All of these tunnels were but little troubled with water, and in slate rock of
nearly horizontal strata and very favorable for drilling and blasting. The Kingwood tun-
nel for one-half its length has a good limestone roof, but its sides are of slate and subject to
crumble.
Viaducts:
Of the 114 bridges, large and small, the following are worth noticing:
Cumberland viaduct, 14 brick arches of 50 feet span, and 13 feet rise-on stone piers
and abntments, limestone and sandstone, founded on rock where exposed to water.
Whole length about 850 feet, and height above Wills' creek 28 feet: the brick arches laid
in hydraulic cement, and with a peculiar description of bond which ties in both directions.
Cost of this bridge, ( 50 per perch,) 66,167.
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341
Potomac viaduct, 21 miles from Cumberland, consisting of two spans of 156 feet each.
Piers and abutments of limestone, on rock foundations. and superstruc ure of timber and
iron. The trusses are supported by a wrought iron parabolic suspension chain, stiffened
by diagonal rods.
Cost of masonry. ($11 per perch.)
-
.
-
27486
superstructure, ($ 45 per foot,)
-
-
-
-
14039
Total cost of viaduct,
-
-
-
- 415:5
Savage viaduct, over the Potomac at the mouth of Savage river, 30 miles from Com-
berland. Three arches, 56 span each. built of white sandstone. Roadway 50 feet from
water surface. Foundations partly rock and partly timber. Cost of bridge, ($9 75 Fer
perch,) $ 61.535.
Youghingheny viaduct, across the river of that name. 55 miles from Cumberland. One
span of 180 feet. Abutments of white sandstone on rock foundation. Superstructure,
timber and iron upon Fink's plan of suspension truss. Height of floor from low water
25 feet.
Cost of masonry, ($ 8 per perch.)
-
-
-
-
6798
superstructure, ($ 53 50 per foot,) -
-
-
-
9657
Total cost of viaduct,
-
-
-
- 16445
Chent river viaduct, seventy-five and a half miles from Cumberland. Two spans, one of
180 and one of 132 feet; elevation of floor from low water, 27 feet. Pier and abutinents
of blue freestone of remarkably fine quality. Foundations, rock and timber, each in part.
Superstructure, timber and iron. Fink's truss.
Cost of masonry, ($6 per perch.)
-
-
-
9654
Cost of superstructure, ($ 54 per foot,)
-
-
16580
Total cost of viaduct,
-
-
-
$ 96231
Tray run and Buck-eye hollow viaducts, one and a half miles west of the Cheat river
crossing, and seventy-seven miles from Cumberland. These structures are of C 1st iron
connected by wrought iron bolts and rods. They consist of columns, inclined so as to give
greater width of base and more stability, connected by arches of open work, the whole eye-
tem firthly united by proper ties. The columns rest on pedestals supported on the stone
walls built across the deep beds of the two ravines mentioned, and which walls it was ori-
ginally designed to continue up to the road level. The length of the Tray run viaduet is
445 feet. and its height from the top of the wall 58 feet. Width on top, between parapet
railings. (which are 4 feet high.) 28 feet. Floor of heavy planking between the floor beams
supporting the rails.
The Buck-eye hollow viaduet is 340 feet long and 46 feet high from top to wall-width
and finish on top same as other.
Cost of Tray run viaduct-stone work,
-
-
-
7579
iron
.6
-
-
-
28470
36049
Cost of Buck-eye hollow-stone work,
-
-
-
5825
iron
"
-
-
-
18300
24025
Total of the two,
-
-
-
CONTA
Those beautiful and substantial structures were designed by Mr. Albert Fink. my present
principal assistant, whose talents and taste have been nowhere displayed to greater advan-
tage than here.
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Doc. No. 17.
345
Monongahela viaduet, one mile above Fairmont and 1221 miles from Cumberland.
Three spans of 200 ft. each, on a skew line of 36 degrees from the perpendicular. Height
of flow from low water, 38 feet. Abutments and piers of gray sandstone. Foundations
rock, and those of the piers, especially the eastern, being very difficult, owing to the deep
deposit of sand and logs in the river bed. Depth from low water surface to rock 22 feet.
Superstructure altogether of iron except floor beams. Fink's suspension truss. The track
was carried across the river upon a trestle bridge 12 months before the viaduct was finished,
and much trouble and expense were incurred in protecting it from and repairing damage
to it by floods, which were frequent.
Cost of masonry, ($ 14 per inch,)
-
.
-
-
98987
Cost of superstructure, 63 per foot,)
-
-
-
39205
# Total cost of viaduct,
-
-
.
-
138192
Wheeling creek viaduct-Two spans of 75 feet each-height of floor from low water
39 feet-pier and abutments of gray sandstone-foundation on timber protected by sheet
piling and heavy stone riprap. The superstructure consists of five trusses, carrying side
by side the five tracks which cross the creek, three of which belong to the freight and two
to the passenger station. The trusses are entirely of iron and underneath the road level.
The total breadth of the bridge floor is about 80 feet. The passenger building extends over
the two tracks connected with it on the bridge, which thus forms a part of the station.
Cost of masonry, ($ 6 75 per perch,)
-
-
-
-
48641
Cost of superstructure, ($ 25 per foot for each track,)
-
-
-
18762
Total cost of viaduct,
-
-
-
-
67403
Station Buildings.
Piedmont:
Engine-bouse.-A sixteen sided polygon, (for the same number of engines,) 150 feet inte-
rior diameter-walls of brick, on stone foundations; roof of iron, supported from the
ground within the walls of the building, by leaning columns resting on stone pedestals, and
running up to the lantern. The covering is of sheet iron on light wooden rafters. The
peculiarity of the structure is the independence of the roof upon the walls, which are
therefore made much lighter. Cost of house, $13,064. The roof of this building was
erected in winter, at increased cost on that account.
Work shop.-This building is 320 feet long and 100 feet wide, with a transept 150 wide,
a blacksmith shop occupying one end, and car repairing shop the other, the engine repairs
being done in the intermediate part. The walls are of brick, on stone foundations, and the
roof of wood and iron. This is a spacious and convenient structure, built in the best man-
ner, at a cost of $ 22,902.
Water-house-of brick and stone, with three large tank reservoirs, holding 25,000 gal-
lons each-the water raised from the Potomac river by two powerful hydraulic rams.
Cost of house, $ 2,600.
Wheeling inner station:
Freight-house-340 feet long by 94 wide-with four tracks, a transverse table at the north
end, and two platforms, respectively 20 and 30 feet broad. Offices (two stories in height)
in the front on Quincy street, and an office also at the back end. The roof is of timber
and iron, covered in part with gravel and pitch composition, and in part with sheet iron.
The roof trusses are supported by dressed freestone pillars; the foundations of stone
* The cost of this viaduct has been much exaggerated by reports from its vicinity, a paragraph copied in
the Baltimore Sun of July 18th, 1853, having made it $ 490,000 1
44
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Doc. No. 17.
alls of brick. The finish of the whole is plain, neat and substantial.
7,000.
30 feet front and about 70 feet deep, with a roof supported on posts,
90 feet over the two tracks on the eastern half of the breadth of the
The house is of brick, two stories high, with a square tower rising
e ground. The hall and apartments on the first floor are of sufficient
sions
all the conveniences required for passengers, and the second floor con-
eral commodious offices. A baggage room occupies the space between the pas-
d freight-houses, and unites the two buildings.
assenger-house,
-
-
.
.
5000 00
hed over bridge,
-
-
-
8000 00
tal cost of passenger buildings,
.
-
-
$ 13000.00
of freight and passenger buildings together,
-
.
$40000.00
Concluding Remarks:
road was made ready for the passage of trains from Cumberland to Wheeling on
B 1st of January 1853, as promised two years before-but it was not prepared for effec-
e business until the 1st of April following, when the Board-tree tunnel, 40 miles east of
: was first passed through by the trains. The road bed and track at that end of
vere necessarily in bad condition during the winter, in the midst of which it was
nto use. The working of the switch tracks at the tunnel was successful and safe.
or two occasions, as many as 50 cars, with 400 tons of freight, and a passenger
urain each way, having been taken over the hill in a day by four first class locomotives, each
round trip making a run of ten miles. No accident, involving more than a short detention,
happened during the working of these grades for nearly five months, under the careful and
judícious management of Mr. John Jacobs, one of the company's superintendents of Ioco-
motive power, who was stationed at the ridge. The operation was troublesome and expen-
sive, but it was well to resort to it for the earlier completion and opening of the line, which,
but for this and other expedients, would have been much delayed, and in the main, to the
serious disadvantage of the company. In all the measures by which the advance of the
work was expedited, so as to permit the result upon which the public expectation had no
long fixed itself, to be realized, I was seconded ably and devotedly by the assistant engi-
neers mentioned in my last annual report; and to no officer of the service under as are
warmer acknowledgments due than to the energetic, experienced and faithful superinten-
dent of the track-laying party, Mr. Roseby Carr.
All of which is respectfully submitted.
BENJ. H. LATROBE,
Chief Engineed.
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Doc. No. 17.
347
I.
Names and Lengths of Sidings upon the several Sub-Divisions of the Baltimore
and Ohio Railroad, (Main Stem,) September 30th, 1853.
No. of divisions.
NAME OF SIDING.
Kind of rail.
Length in feet.
Increase.
Decrease.
1st
Mount Clare,
-
-
-
Plate,
29748
"
"
-
-
-
T
2744
"
"
"
-
.
-
8904
2998
Eutaw Street,
-
-
-
Howard Street,
f
1908
1908
-
-
1908
1908
Stock Siding,
-
-
Plate & T
2676
1000
Camden Station,
.
-
T
15950
15950
Tonnage
"
-
-
2300
Bailey's Sidings,
"
-
-
1935
1935
Locust Point Junction,
-
.
Plate & T
2025
Four-Mile House,
"
-
-
490
Vinegar Hill,
-
-
Plate
200
Relay Station,
"
-
-
400
Avalon
"
-
-
Plate & n
600
Ilchester "
-
-
Plate
550
Stone Quarry Station,
"
-
-
100
"
.
Ellicotts' Mills,
"
.
-
2240
-
760
-
Union Switch,
"
-
-
4115
115
Hollofields,
"
-
-
-
375
25
Phillipps,
"
-
-
-
180
50
Reese & Mills,
"
-
-
150
Ellicotts' Siding,
"
.
-
400
Locust Point,
"
-
-
11128
2138
91026
28027
760
2d
Elysville,
-
.
-
T & Plate
1650
1050
Lime Kilns,
-
-
.
Plate
300
Dorsey's Run,
"
-
-
300
Warfield's Lime Kilns,
"
-
-
225
Putney & Riddle,
"
.
-
2250
Woodstock,
-
.
"
-
2425
2200
Herbert's Lime Kilns,
"
.
-
75
Marriottsville,
"
-
-
3225
Rowles' Lime Kilns,
44
-
-
300
Soap Stone,
"
-
-
225
Ella Furnace,
"
.
-
1613
1150
Sykesville,
"
.
-
910
Gaither's
"
-
-
4140
Hood's Mills,
"
-
-
2620
690
Morgan's
"
-
-
275
Woodbine,
"
-
-
450
Plane No. 1,
"
-
-
5280
Bentz' Siding,
"
.
-
420
26683
5090
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348
Doc. No. 17.
I--Continued.
No. of divisions.
NAME OF SIDING.
Kind of rail.
Length in feet.
Increase.
Decrease.
3d
Plane No. 1,
-
-
Plate
1320
Mount Airy,
-
-
T
4360
Plane No. 4,
.
"
-
2600
Barthlú Water Station,
"
-
-
250
Monrovia,
"
-
-
450
Ijamsville,
-
:
-
375
Hoffman's Water Station,
"
-
800
Reel's Mill,
-
"
-
196
Delaplane's
"
I
-
260
Monocacy,
-
"
-
1840
1000
Cronise's,
"
-
-
152
Burgees,
-
-
"
300
Engine-House No. 4,
"
-
-
772
13675
1000
4th
Monocacy Bridge,
-
-
Plate
1800
Phlegr's Lime Kilns,
"
-
-
1000
Lime Kilns Switch,
"
-
-
160
Myers'
"
"
-
-
125
Buckeystown,
"
-
-
4590
Davis' W. House,
"
-
-
470
Doubs'.
"
-
-
442
Point of Rocks,
"
-
-
3200
1000
Catoctin,
"
-
-
528
200
Berlin,
"
-
-
1779
200
Furnace,
"
-
-
758
Knoxville,
"
-
-
428
Weverton,
"
-
-
3555
3000
Sandy Hook,
-
-
n
4050
1000
Gibson's W. House,
-
-
Plate
520
Miller's Narrows,
.
"
-
1700
East end H. Ferry Bridge,
-
**
220
25325
5400
7th
Harper's Ferry,
-
-
n
1660
500
Placher's Mill,
-
-
Plate
160
Clark's Quarry,
-
-
n
280
Duffields,
"
-
-
1476
Kerneysville,
"
-
-
2600
Dunnington,
-
-
Plate
200
Flagg's Mill,
-
"
-
100
Martinsburg,
-
-
Plate & n
18205
5595
McClure's Mill,
"
-
-
180
24861
6095
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Doc. No. 17.
349
I-Continued.
No. of divisions.
NAME OF SIDING.
Kind of rail.
Length in feet.
Increase.
Decrease.
6th
West of Martinsburg,
-
T
5000
5000
Hedgesville,
-
.
Plate & N
4189
Back Creek,
"
-
-
361
Cherry Run,
"
-
-
3521
Sleepy Creek,
"
-
-
646
Licking Water Station,
"
-
400
14117
5000
7th
Hancock,
-
-
Plate
5052
230
Sir John's Run,
"
-
-
4090
Bruce's,
"
-
-
340
Stone Quarry,
"
-
-
300
300
Willet's Run,
"
-
-
1520
800
Rockwell's Run,
"
-
-
3082
14384
1330
8th
Rockwell's Run,
-
-
Plate
2072
347
Doe Gulley,
"
-
-
2000
No. 12 Water Station,
"
-
7823
3879
Paw Paw,
"
-
-
155
Little Cacapon,
"
-
.
75
1
12125
4226
9th
Little Cacapon,
-
-
n
2740
French's Dépôt,
-
.
Plate
300
Green Spring Run,
-
n
4440
1700
Patterson's Creek,
"
-
2440
Vulcan Switch,
"
-
-
200
200
Cumberland,
"
-
-
11658
"
"
.
-
4596
"
"
-
-
2720
"
"
-
-
323
323
29417
2223
10th
Cumberland,
-
-
T
1124
1124
Buck Lodge,
"
-
-
300
Brady's Mill,
"
-
.
3100
2000
Rawlin Water Station,
"
.
1112
500
Ballast Switch,
"
-
-
234
5870
3624
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350
Doc. No. 17.
I-Continued.
No. of divisions.
NAME OF SIDING.
Kind of rail.
Length in feet.
Increase.
Decrease.
11th
New Creek,
-
-
T
4600
3100
George's Creek,
"
-
-
888
888
Ballast Switch,
"
-
-
450
Piedmont Sidings,
"
-
12156
10156
Bloomington,
"
-
-
450
Everett's Tunnel,
"
-
-
233
133
Frankville,
"
-
-
895
309
New Creek Company,
"
-
100
100
Swanton Siding,
"
-
-
538
538
Phoenix,
"
-
-
100
100
Liangollen,
"
.
-
100
100
Thomas,
"
-
-
300
20810
15424
12th
Wilson's
-
.
-
T
320
Altamont,
"
-
-
2680
1910
Oakland,
"
-
-
2028
2028
Ballast Siding,
"
-
-
310
Oakland-54,
"
.
-
1482
-
Temporary.
55,
"
-
454
"
-
-
58,
"
-
-
585
y at Altamont,
"
-
-
690
8549
3938
I
13th
Cranberry Summit,
-
T
275
"
"
-
"
-
4809
3120
"
"
"
-
-
200
Rodemer's Tunnel,
"
-
528
Section 65,
"
-
150
150
Ballast Switch 72,
"
-
364
-
Temporary.
Stone Quarry 74,
"
-
500
Section 75,
"
-
2860
2860
Rowlesburg 76,
"
-
1320
11006
6130
14th
Fetterman's,
-
-
T
3854
1004
Three Forks,
"
-
.
400
400
Engine House,
"
-
-
140
Crossing,
"
-
-
700
580
Thornton,
"
-
-
1888
200
Simpson's Water Station,
"
-
4000
2500
West End Ringwood Tunnel,
"
-
677
Independence,
"
.
-
300
300
Section 83,
"
-
-
1000
1000
"
81,
"
.
-
1800
Tunnelton,
"
-
-
2000
16759
5984
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Doc. No. 17.
351
I-Continued.
No. of divisions.
NAME OF SIDING.
Kind of rail.
Length in feet.
Increase.
Decrease.
15th
West of Fetterman's
-
-
T
2200
Valley Falls,
"
-
-
1000
Section 116,
"
-
-
300
Benton's Ferry,
"
-
-
250
-
Temporary.
3750
16th
Mannington,
-
-
T
1890
Farmington,
"
-
-
1602
Barricksville,
"
-
-
243
Barnerville,
-
"
-
300
Fairmont,
"
-
-
1065
5100
17th
Burton,
-
-
-
2280
..
-
-
-
922
Littleton,
-
-
-
2090
Glover's Gap,
-
-
-
3532
8824
18th
Cameron,
-
-
-
2312
y at "
-
-
-
1450
"
-
-
-
418
Section 163,
-
-
-
300
-
Temporary.
"
164,
-
-
-
620
"
-
"
165,
-
-
-
520
"
-
"
172,
-
-
-
388
"
-
Welling Tunnel,
-
-
-
460
"
-
Belton,
-
-
-
600
Section 178,
-
-
-
-
}
-
3000
"
179,
10068
19th
Section 182,
-
-
-
680
"
184,
-
.
-
3960
Moundsville,
-
-
-
2055
Ballast Pit,
-
-
-
480
-
Temporary.
At Camp East of Wheeling,
-
-
750
-
"
Extra Track,
-
-
-
4800
Main A at Wheeling,
-
-
Engine-House,
-
-
~~~
-
1860
Extra Track,
-
-
Wheeling Yard,
-
-
-
8160
McMackin's Cut,
.
.
-
1000
23745
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352
Doc. No. 17.
I-Continued.
RECAPITULATION
Of Sidings on the Main Stem, September 30th, 1853.
NO. OF SUB-DIVISION.
Length in feet.
Increase.
Decrease.
1st Sub-Division,
-
91026
28027
760
2d
"
-
-
26683
5090
-
Total length of Sidings E.
3d
"
-
-
13675
1000
of Cumberland, 251, 613
4th
"
-
-
25325
5400
feet or 47 miles and 3453
5th
"
-
-
24861
6095
feet. Total increase of
6th
"
-
-
14117
5000
Sidings E. of Cumber-
7th
"
-
-
14384
1330
land, 58,391 feet, or 10
8th
"
-
-
12125
4226
miles and 4831 feet.
9th
"
-
-
29417
2223
251613
58391
760
10th Sub-Division,
-
5870
3624
-
Total length of Sidings from
11th
"
-
-
20810
15424
Cumberland to Fairmont
12th
"
-
-
8549
3938
66.744 feet, or 12 miles and
13th
"
-
-
11006
6130
3,384 feet. Total increase
14th
.6
-
-
16759
5984
of Sidings, same distance.
15th
"
-
-
3750
35.100 feet, or 6 miles and
3420 feet.
66744
35100
16th Sub-Division,
-
5100
-
-
Total length of Sidings
17th
"
-
-
8824
-
from Fairmont to Wheel-
18th
"
-
-
10068
-
ing, 47,737 feet, or 9 miles
19th
"
-
-
23745
-
and 217 feet.
47737
Total length of Sidings from Baltimore to Wheeling 69 miles and 1774 feet.
Digitized by Google
Doc. No. 17.
353
II.
Recapitulation of the Aggregate of the Main and Second Track and Sidings.
Total length.
Miles.
Feet.
Miles.
Feet.
East of Cumberland.
Main Track from City Block to Cumberland,
-
178
Second Track from Mt. Clare to Ellicotts' Mills,
-
13
"
"
"
Plane No. 1 to Buckeystown,
-
21
2640
"
"
on Locust Point Road,
.
-
2
990
Frederick Branch,
-
-
-
-
3
2640
Locust Point Branch.
-
-
-
4
Aggregate Sidings, including Camden Station,
-
47
3753
269
4743
West of Cumberland to Fairmont.
Main Track from Cumberland to Fairmont,
-
-
124
Aggregate Sidings,
-
-
-
-
12
3384
136
3384
Total Track from City Block to Fairmont,
-
-
-
-
406
2847
West of Fairmont to Wheeling.
Main Track from Fairmont to Wheeling,
-
-
78
Aggregate Sidings,
-
-
-
-
9
217
87
217
Total Length of Tracks on the Main Stem,
-
-
-
-
493
3064
Washington Branch.
Main Track from Relay to Washington,
.
-
30
Aggregate Sidings,
-
-
-
-
5
4982
35
4982
Total Tracks Main Stem and Washington Branch,
.
-
-
539
2766
45
Digitized by Google
Doc. No. 17,
III. /
Cost per Mile for Labor on the Maintenance of the Baltimore and Ohio Reil
road during the year ending September 30th, 1853.
Main Stem East of Cumberland.
Labor on Repairs of Road Bed,
-
-
$12410 85
"
of
Railway,
-
-
128633 64
Ballasting Track,
-
-
-
-
1129 20
142173 1
Main Track and Sidings 269.898 Miles.
142,173.69
=
$ 526 77 per mile.
269.898
Main Stem, Cumberland to Fairmont.
Labor on Repairs of Road-Bed,
.
-
31422 41
"
"
Railway,
-
-
-
76072 36
Ballasting Track,
-
-
-
-
16885 15
124379 9
Main Track and Sidings 136.64 Miles.
124,379.92
$ 266553 €
=
$
910 27 per Mile.
126.64
Main Stem East and West of Cumberland to Fairmont.
Labor on Repairs of Road Bed, Railway, &c., East of
Cumberland,
-
142173 69
Labor on Repairs of Road Bed, Railway, &c., West of
Cumberland,
-
.
124379 92
266553 1
Main Track and Sidings 406.539 Miles.
266,553.61
=
$ 655 66 per Mile.
35.94
Washington Branch.
Labor on Repairs of Road Bed,
-
-
6644 67
"
"
Railway,
-
I
10391 61
17036
Main Tracks and Sidings 35.94 Miles.
17,036.28
.
=
$ 473 98 per Mile.
35.94
Digitized by Google
Digitized by Google
J.
Abstract of Commodities transported Eastwardly from the several Depots on the Main Stem of the Baltimore and Ohio Railroad to Baltimere
during the Twenty-Twoo Official Years, commencing October 1st, 1831, and ending September 30th, 1853, inclusive.
1832.
1833.
1834.
1835.
1836.
1837.
1838.
1839.
1840.
1841.
1842.
ARTICLES TRANSPORTED.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tome.
Tome.
Flour,
146936 bbls.
169957 bbls.
1822114 bbls.
268162 bbls.
174643 bbls.
113870 bbls.
2640334 bbls.
3994494 bbls.
255618 bbls.
933536 bbla.
-
12610
16390
17630
25862
16845
11569
1494194 bbla.
98516
42383
27642
25333
Tobacco,
-
631 hhds.
801 hhds.
2309 hhds.
2377 hhds.
2328 hhds.
15391
861 hhds.
2115 hhds.
1367 hhds.
1884 hhds.
-
.
174
351
312
898
913
908
1468 hhds.
368
900
572
769
Grain,
.
353
280
523
1500
2348
1848
694
1963
2004
166
255
Meal, &c.
-
512
1056
741
2463
2349
2660
11106
1429
2373
1018
885
Provisions,
-
-
-
29
289
161
53
354
737
1920
451
414
509
201
Live stock,
-
-
-
-
51
23
46
71
16
647
497
432
671
305
Whisky,
66
69
130
208
244
295
834
468
492
395
se
Granite, lime, soap and limestone,
8332
13343
10592
8026
9269
10031
413
4191
5218
4285
Iron,
1574
1143
1548
2523
3796
4833
7812
5006
3030
1004
Digitized
Iron ore.
3969
Lard and butter.
Coal.
Fire wood.
by
Leather.
Bark.
Google
Fire brick.
Cotton.
Wool.
Lard all.
Lumber.
Hay.
Hemp.
Flax seed.
Missallaneous,
5766
4194
4569
5400
4610
7750
3647
SSOB
any
4973
4130
20446
37160
36199
40079
40805
40596
45053
44908
BODOB
40488
20010
Total tone,
J.-CONTINUED.
1843.
1844.
1845.
1846.
1847.
ARTICLES TRANSPORTED.
1848.
1849.
1850.
1851.
1852.
1853.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Flour,
1
266146} bbls.
241550 bbls
2356021 bble.
4127764 bbls
5798701 bbls.
4161104 bbls
469261 bbls.
508127 bbls
471872 bbls.
617604} bbla.
666160 bbla.
-
.
s
28744
26066
25446
44586
62599
44717
50007
54636
50969
66377
70185
Tobacco,
3456 hhds.
3598 hhds.
67704 hhds.
5539 hhds.
4130 hhds.
5582 hhds.
4496hhds.
2217 hhds.
3423 hlids
2537 hhds.
19982hhds.
-
.
1510
1517
2885
2344
1700
2322
1761
776
1263
950
8857
Grain,
.
.
.
2508
1878
1923
1172
6693
1475
3347
818
4684
4991
9610
Meal, &c.
-
-
-
1001
1102
1370
1394
1967
1593
1532
1408
2491
3174
2369
Provisions,
.
-
-
2870
2403
2352
3192
3824
4705
3808
2121
2258
2411
5631
Live stock,
.
-
-
1219
4669
5172
4382
8204
12713
18991
14863
14553
14557
12481
Whisky,
-
-
-
566
733
730
547
700
1111
1078
807
755
778
1223
Granite, lime, soap and limestone,
-
2597
4501
5644
5205
6030
6081
4358
5409
6796
8378
9906
Iron,
-
2485
3552
4810
7543
8855
7326
6722
7556
10956
6511
7858
Iron ore,
-
-
-
-
-
-
-
-
-
3123
2470
4386
2726
6192
Lard and butter,
.
.
476
780
1206
1661
1489
1752
1767
987
585
435
1200
Coal,
-
.
4964
5687
16021
18394
50239
67289
71699
132534
139110
132306
225474
Fire wood,
.
-
-
-
-
-
-
-
-
91
88
662
437
104
Leather,
.
-
-
-
-
-
-
-
696
956
1257
1103
1363
Bark,
-
-
-
-
-
-
-
-
1169
559
1188
1781
913
Fire brick,
-
-
-
-
-
-
-
1508
962
1071
931
1942
Cotton,
-
-
-
-
-
-
-
-
-
-
-
-
1158
Wool,
-
.
-
-
-
-
-
-
-
-
I
I
113
Lard oil,
-
-
-
-
-
-
-
-
-
-
-
45
Lumber,
-
-
-
-
-
-
-
-
-
-
-
-
48
Hay,
.
-
-
-
-
-
-
-
-
-
-
509
Hemp,
.
.
-
-
-
-
-
-
-
-
-
-
464
Flax seed,
-
-
-
-
-
-
-
-
-
-
-
6
Miscellaneous.
-
-
3694
4219
3502
4250
6136
7861
3353
3288
3738
4397
8427
Digitized by
Total tons.
-
52634
57107
71061
94670
158466
157405
175610
230338
245724
252243
376079
Google
Abstract of Commodities transported
J.
Main Stem of the Baltimore and Ohio Railroad to Baltimore
COMMODITIES.
ding September 30th, 1853, inclusive.
Salt.
-
Coffee,
-
Sugar,
-
-
-
run
1841.
1842.
Molasses,
-
-
Fish,
-
Tons.
-
.
Lumber,
-
-
-
-
Coal,
-
-
-
-
562100
1051785
Plaster,
-
-
521315
-
-
987500
Oysters,
321615
-
-
-
603100
4650870
-
29610
-
Hides,
-
-
-
-
1710305
62315
369815
3100
Dry Goods,
-
-
2316510
16515
-
-
900210
1880710
215215
Furniture,
-
-
-
-
68200
51300
11210
21310
Iron,
15000
-
-
-
-
400215
360516
649320
58316
6618000
Tobacco,
223145
-
-
-
-
16816
70210
690215
27670
17200
1610
Digitized by Google
Powder,
-
-
-
-
1200
89110
-
2710
41100
316
Granite, Marble,
22160
-
-
-
25000
8210
-
4916
16200
-
-
Vehicles, machinery, &c.
-
-
-
11200
81200
-
11216
125365
-
I
Drugs and paints,
-
-
-
69216
41317
61300
16110
16216
-
1941
91210
Oils,
-
-
-
-
90420
29720
79216
14271
6100
-
-
69100
Groceries,
-
-
-
-
1987325
1621125
2160205
523715
2762321
53675
38716
5977210
8654216
Grain,
-
-
-
-
-
-
-
23210150
-
-
-
-
-
Brick,
-
-
-
-
-
-
-
1
I
642100
-
-
-
Leather,
-
-
-
-
2500
5120
1600
1710
35600
-
-
81600
31216
Guano, manures, &c.
-
-
-
857208
71200
673410
-
27110
2516
3120
-
5863219
749778:
Cotton,
-
-
-
-
-
116315
-
-
651325
767640
-
-
-
-
Miscellaneous,
-
-
-
869320
609125
1349560
275076
1648930
12065
4340
1390049
2599154
8757619
Total pounds,
-
17402305
6412476
18778811
2687437
17413758
193059
239805
30365690
69140311
162633652
Total tons.
-
8701.0.0
3206.4.1
9389.7.1
1343.12.3
8706.15 02
96.9.3
119.16.00
15182.15.00
34570.2.2
81316.14.3
Doc. No. 17.
359
L.
TABULAR STATEMENT
Showing the Number of Passengers carried from each Station upon the Line of
the Baltimore and Ohio Railroad, and upon the Washington Branch, during
the year ending September 30th, 1853, with the Reduction of the same to Pas-
sengers carried one mile.
MAIN STEM.
1. Local Travel, exclusive of Stage Passengers.
STATIONS.
Passengers East-
wardly.
Passengers West-
wardly.
Total Passengers.
Passengers 1 mile
Eastwardly.
Passengers 1 mile
Westwardly.
Total passengers
1 mile.
Baltimore,
-
-
-
65919
65919
-
6782920
6782920
Relay,
-
-
9272
4946
14218
74180
326285
400465
Avalon,
-
-
28
125
153
228
930
1158
Ilchester,
-
-
732
37
769
7933
746
8679
Ellicotts' Mills,
-
15014
2083
17097
198595
52450
251045
Hollofield's,
-
-
951
25
1204
1490
372
1862
Elysville,
-
-
953
101
1054
9970
1674
11644
Dorsey's Run,
-
1674
9
1683
128
-
128
Woodstock,
-
-
783
110
893
15101
1773
16874
Marriottsville,
-
1008
193
1201
22889
3097
25986
Sykesville.
-
-
2032
523
2555
52434
13436
65870
Hood's Mill,
-
-
681
201
882
21383
6963
28346
Woodbine,
-
-
895
133
1028
27649
4055
31704
Plane No. 1,
-
-
78
10
88
2631
201
2832
Mount Airy,
-
-
1389
433
1822
55343
10993
66336
Plane No. 4,
-
-
111
13
124
4012
105
4117
Monrovia,
-
-
1416
754
2170
58781
20220
79001
Ijamsville,
-
-
421
246
667
18991
4738
23729
Monocacy,
-
-
279
284
563
13492
5807
19299
Frederick,
-
-
8292
3514
11806
429602
147365
676967
Lime Kiln,
-
-
16
4
20
488
16
504
Buckeystown,
-
404
228
632
13251
5423
18674
Davis' Ware-house,
-
566
271
837
16602
10374
26976
Point of Rocks,
.
1491
874
2365
62696
38002
100698
Catoctin Switch,
-
151
66
217
5357
1542
6899
Berlin,
-
-
510
296
806
22757
9445
32202
Knoxville,
-
-
994
426
1420
50855
18819
69674
Weverton,
-
-
83
33
116
3842
299
4141
Harper's Ferry,
.
15661
3765
19426
1119792
395439
1515231
Duffields.
-
-
352
307
659
15322
14739
29961
Kerneysville,
-
-
992
795
1787
56068
42644
98712
Dunnington's,
-
90
100
190
2797
1309
4106
Martinsburg,
-
-
3545
2168
5713
170357
119963
290320
Tabb's,
.
-
54
14
68
1254
816
2070
N. Mountain,
.
1160
420
1580
33365
20290
53655
Cherry Run,
-
.
90
60
150
3566
2093
5659
Sleepy Creek,
-
125
72
197
4330
1502
5832
Hancock,
-
-
691
894
1585
53661
34791
88452
Sir John's Run,
.
1541
444
1985
102602
15652
118254
Great Cacapon,
-
327
241
568
7765
6790
14555
Orleans Road,
-
169
105
274
3895
3992
7887
D. Gully Tunnel,
.
118
84
202
2351
2653
5004
Digitized by
Google
Doc. No. 17.
L-Continued.
STATIONS.
Passemgers East
wardly.
Passengers West-
wardly.
Total Pastengers.
Passengers 1 mile
Eastwardly.
Passengers 1 mile
Westwardly.
Total
- I
No. 12 W. Station,
-
73
121
194
3050
2450
Paw Paw,
.
.
163
255
418
7909
6743
14958
L. Cacapon,
.
-
33
87
120
813
1461
2274
South Branch,
-
76
314
390
6908
4980
11833
G. Spring Run,
-
424
752
1176
44432
14783
Patterson's Creek,
-
229
466
695
19922
3760
Cumberland,
-
-
8514
5817
14331
929745
466841
1.
Brady's Mill,
-
.
49
60
109
375
3752
Bridgeford.
Rawlins',
-
-
147
63
210
1883
2760
Black Oak Bottom,
-
6
10
16
104
193
210
Blackstone's Island,
-
2
3
5
36
34
R
New Creek,
-
-
395
509
904
16305
43124
Piedmont,
-
-
1698
543
2241
55861
27674
Bloomington,
-
135
127
262
4361
3550
7911
Frankville,
-
-
325
114
439
11739
3968
15707
Swanton,
.
-
57
21
78
1059
462
Altamont,
-
-
50
31
81
1588
570
Oakland's,
-
-
902
312
1214
40226
12138
Chisholm.
Hutton's Switch,
-
5
2
7
242
54
506
Cranberry Summit,
-
324
239
563
17911
9231
27142
Rodemer's Tunnel,
-
8
-
8
73
-
73
Cheat River,
-
-
251
296
547
16931
7077
24098
Tunnelton,
-
-
296
646
942
16243
19923
36166
Simpson's.
Independence,
-
-
197
392
589
13771
-
13771
Helvetia.
Thornton,
-
-
70
151
221
4909
3137
8046
Parkersburg Junction.
Fetterman,
-
-
2508
1987
4495
287287
90785
388078
Valley River Falls,
-
53
109
162
767
2398
3165
Nuzurn's Mill,
-
-
2
2
I
24
24
Benton's Ferry,
-
70
109
179
5097
2734
7831
Fairmont,
-
-
2127
1913
4040
130999
78141
209140
Barnesville,
.
-
-
8
8
-
130
130
Barracksville,
-
147
238
385
2664
5377
8041
Farmington,
.
-
345
290
635
5394
7431
1985
Manrington,
-
-
1009
368
1377
21329
13239
34568
Bee-Gum Station,
-
-
2
2
-
10
10
Glover's Gap,
-
-
129
8
137
2970
68
3036
Burton,
.
-
142
299
441
5777
10500
16277
Old Hundred.
Littleton,
-
-
247
225
472
11198
8443
19641
Bellton,
-
234
693
927
8474
20393
29867
Cameron,
-
239
849
1088
40784
18159
58943
Roseby's Rock,
-
167
338
505
12438
4168
16606
Moundsville,
-
.
1163
1306
2469
123620
14375
137995
Wheeling Outer Sta.
Wheeling Inner Sta.
.
16859
-
16859
3262945
I
326294>
Totals,
-
97160₫
111402
2085621
7873264
9049594
16922668
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Doc. No. 17.
361
L-Continued.
THROUGH STAGE TRAVEL.
Passengers.
Total Passengers.
Passengers 1 mile.
Westward-Philadelphia to Pittsburg,
.
-
149
"
Baltimore to
"
-
-
675
= 824
= 146672
:
Philadelphia to Wheeling,
-
-
145
:
Baltimore to
..
-
-
8281
= 9731
= 175283
Total through Passengers Westward,
-
-
17971
= 321955
Eastward-Pittsburg to Philadelphia,
.
-
53
"
"
Baltimore,
-
-
1491
= 2021
= 36045
is
Wheeling to Philadelphia,
.
-
105
:
"
Baltimore,
-
-
208
9
= 313
= 55714
Total through Passengers Eastward,
-
-
5151
= 91759
Total through Passengers Eastward and Westward,
-
2313
= 413714
46
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362
Doc. No. 17.
L.-Continued.
MAIN STEM SUMMARY.
Passengers
Eastward.
Passengers
Westward.
Passengers
Eastward and
Westward.
Passengers
1 Mile
Eastward.
Passengers
1 Mile
Westward.
on
1
Local travel,
-
971601
111402
2085621
7873264
9049594
Western travel,
-
515,
17974
2313
91759
321955
413714
97676
1131994
2108754
7965023
9371549
17336572
WASHINGTON BRANCH.-LocAL TRAVEL.
STATIONS.
Passengers
Northwardly.
Passengers
Southwardly.
Passengers.
Northwardly.
Total
Passengers
1 Mile
Passengers
1 Mile
Southwardly.
Passengers
1 Mile.
Total
Baltimore,
-
-
103544
103554
-
3537297
3537297
Relay house,
-
10746
8408
19154
85808
190894
276702
Elkridge landing,
-
2
8
10
18
88
106
Jessup's Cut,
-
613
111
724
5910
1153
7963
Annapolis junction,
=
4250
1501
5721
70915
27913
98823
Savage railroad,
-
81
66
147
1357
1329
2686
Laurel factory,
-
2933
1349
4282
48964
23769
72733
White Oak Bottom,
-
227
140
367
4504
1909
6413
Beltsville,
-
902
1840
2742
20534
21364
41828
Paint Branch,
-
30
124
154
554
1257
1811
Bladensburg,
-
921
3932
4853
24984
27384
52368
Washington,
-
98832
-
98832
3354785
-
3354785
119537
121023
240560
3618333
3834357
7459690
SOUTHERN TRAVEL.
Southward from Baltimore,
12303₫ passengers X 39 miles = 479836₫ pasr. one mile.
Northward from Washington,
147834
"
"
= 576 56₫
"
so
Total passengers north and south,
27087
"
"
= 1056393
"
=
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Doc. No. 17.
363
L.-Continued.
WASHINGTON BRANCH SUMMARY.
Passengers
Northward.
Passengers
Southward.
Passengers
Northward and
Southward.
Passengers
1 Mile
Northward.
Passengers
1 Mile
Southward.
Total
Passengers
North & South.
Local travel,
-
119537
121023
240560
3618333
3834357
7452690
Southern travel,
-
147834
123034
27087
5765561
4798364
1056393
1343204
1333264
267647
4194889₫
4314293₫
8509083
Total passengers carried one mile in W.B. train
by steam and horse power,
-
- 267647 = 8509083 one mile.
Deduct 229463 passengers X 8 miles on main stem = 1835704 one mile.
Leaving passengers one mile on W.B. proper = 6673379 one mile.
ALL PASSENGERS ONE MILE BY STEAM AND HORSE POWER.
Total passengers carried on main stem by steam
and horse power,
-
-
- 2108751 = 17336681 one mile.
Total passengers carried on Washington branch, 267647 = 8509083 one mile.
Passengers carried 8 Miles on Main Stem in Washington Branch Cars.
27087 southern passengers.
103544 booked at Baltimore for Washington branch.
98832 come into Baltimore from Washington branch.
229463 carried 8 miles on main stem = 1835704
To this add 210875₫ carried on main stem in
main stem trains,
-
= 17336681
And we have the total travel
on main stem,
. 440338₫ passengers carried one mile, = 19172385
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204
Dec. No. 17.
L.-Continued.
Passengers carried One Mile by Horse Power in Baltimore.
MAIN STEM.
Stage passengers of all classes, (western,)
-
-
2313
Passengers booked at Baltimore,
-
-
-
65919
Passengers coming into Baltimore,
-
-
.
61867
130000
WASHINGTON BRANCH.
Southern passengers,
-
-
-
-
27067
Booked at Baltimore, other than stage,
-
-
-
103544
Coming into Baltimore,
-
-
-
-
98832
229463
Total by horse power,
-
-
359562
PASSENGERS CARRIED BY STEAM ONLY.
Main stem summary,
-
-
-
17336681 one mile.
Washington branch summary,
-
-
.
8509083
one mile.
Total,
-
-
-
-
25845764
one mile.
Deduct horse power travel,
-
-
359562
Number by steain,
.
-
-
25486202 one mile.
Viz:-In main stem cars,
-
-
.
17206582
In Washington branch,
-
-
8279620
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Doc. No. 17.
365
NORFOLK AND PETERSBURG RAILROAD COMPANY.
OFFICE NORFOLK & PETERSBURG R. Co.
Norfolk, October 29, 1853.
WM. R. DRINKARD, Esq.
SIR,
Enclosed you will find the official report and other documents from this
company, called for by the circular of the Board of public works, received at this
office on the 14th of October.
Very respectfully,
Your ob't serv't,
F. MALLORY, Pres't.
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366
Doc. No. 17.
PROCEEDINGS.
At a meeting of the stockholders of the Norfolk and Petersburg railroad com-
pany, at the city hall, convened by order of the commissioners, on Tuesday,
April 6, 1853
On motion of A. F. Leonard, Charles Reid was called to the chair, and George
Blow was appointed secretary.
On motion of G. W. Camp, a committee of three was appointed by the chair,
to ascertain who of the meeting then present was entitled to vote, to examine
proxies, &c., and to report forthwith ; whreupon,
G. W. Camp, J. F. Ferguson and R. A. Worrell having been designated by
the chair as said committee, retired and reported, in a short time, a sufficient
amount of stock present and represented, to authorize the meeting to proceed to
business; when
C. H. Sheild, proxy of the state, offered the following resolutions
1. Resolved, that a committee be appointed by the chairman to draw up
by-laws and regulations for the government of all under the authority of the
Norfolk and Petersburg railroad company, and for the due and orderly adminis-
tration of its affairs, and that they report to an adjourned meeting of the stock-
holders, at their convenience, for further action on the same.
2. Resolved, that the said committee be instructed to provide in such by-laws
for the annual appointment of a committee for the purpose of ascertaining the
condition of the several improvements on the Norfolk and Petersburg railroad, and
enquiring into the management of the same, and the manner in which their books
are kept, and making it the duty of said committee to report to the said meetings
the result of such examinations and enquiries, and to recommend such measures
as in their opinion will tend to promote the permanence, value and usefulness of
the work, a reduction of excessive charges, and prohibition of all unnecessary
expense, and an economical, systematic and efficient organization of the superin-
tendence of the same.
Which said resolutions having been submitted to the meeting, were unani-
mously adopted
Whereupon, the chairman appointed the following gentlemen to constitute the
committee for drawing up a system of by-laws, &c., under the first resolution,
viz Messrs. A. F. Leonard, C. H. Shield, R. H. Chamberlaine, John Tunis and
George Blow, Jr.
On motion of John B. Whitehead, it was
Resolved, that this meeting do now proceed to the election of a president and
directors of the Norfolk and Petersburg railroad company, and that a committee
of three be appointed by the chair to receive and count the votes ; whereupoa,
Messrs. Whitehead, Robinson and R. A. Worrell were appointed for that purpose.
The chairman having announced that the vote would now be taken upon the
election of president, Mr. Whitehead nominated A. F. Leonard Mr. Wills nomi-
nated Dr. Francis Mallory, and Mr. Leonard nominated George McIntosh.
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Doc. No. 17.
367
When all the ballots had been taken, the committee reported the result to be as
follows :
That 976 votes had been cast : of which Dr. Mallory had received 823; A. F.
Leonard, 139, and George McIntosh, 13 votes-scattering, 1 vote.
Whereupon, the chair announced that Dr. F. Mallory had been duly elected
president of the Norfolk and Petersburg railroad company.
Upon this announcement, George McIntosh desired, and with the consent of
the meeting was permitted, to enter his protest against the admission of the vote
of the state, through her proxy, in the election of president.
The meeting then proceeded to ballot for two directors, (the state proxy not
voting,) when the committee reported the vote as follows A. F. Leonard, 533
votes ; G. W. Camp, 418 votes ; John Tunis, 74 votes ; G. McIntosh, 19 votes
J.B. Whitehead, 16 votes-scattering, 9 votes.
Whereupon, the chairman announced that A. F. Leonard and G. W. Camp
had been duly elected directors on the part of the stockholders in the Norfolk and
Petersburg railroad company.
On motion, it was
Resolved, that this meeting do now adjourn, to meet in this hall on Monday
next at 11 o'clock.
Signed,
CHARLES REID, Ch'n.
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Doc. No. 17.
FURTHER PROCEEDINGS.
n adjourned meeting of the stockholders of the Norfolk and Petersburg
I company, at the city hall, Monday, April 11, 1853:
Charles Reid, the chairman, called the meeting to order, and George Blow
absent, on the motion of C. Hall, R. A. Worrell was appointed secretary.
proceedings of the meeting of the 6th instant having been read, George
tosh protested against the legality of the vote of C. W. Newton, the city
y, at the last as well as at the present meeting, and offered, as evidence of
rectness of his position, the proceedings of the councils of the city in
ce to said proxy; which having been read, Henry Irwin offered the follow-
solutions:
esolved, that a committee of three be appointed to examine and report as to
the legality of the vote of the city proxy in general meeting of the stockholders
on the 6th instant and at the present time.
Which resolution was, on motion of W. J. Hardy, laid on the table; and the
following resolution offered by him was adopted by a stock vote, viz : Ayes 249;
Nays 15-the city proxy not voting.
Resolved, that the city proxy is authorized to vote in general meeting of the
stockholders.
Mr. A. F. Leonard, chairman of the committee appointed at the last meeting
for that purpose, reported a code of by-laws for the government of the Norfelk
and Petersburg railroad company; which, having been read, was, after seme
amendments, adopted.
On motion, the meeting adjourned.
Signed,
CHARLES REID, Ch's.
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Doc. No. 17.
369
PRESIDENT'S REPORT.
OFFICE NORFOLK AND PETERSBURG R. Co.
Norfolk, October 29th, 1853.
:
Works.
with submit to the Board of public works a report of the progress and
orfolk and Petersburg ráilroad since the organization of the company
he proceedings of the stockholders, including a copy of the by-laws
a, together with the report of the chief engineer and treasurer, which
communication. will, it is believed, exhibit all the information required by
is early stage of our operations.
rst meeting the directors elected Wm. Mahone of Virginia, chief engineer,
red him to make the necessary arrangements for an early and accurate survey
C.
The demand throughout the country for competent assistants and the great
instruments, owing to the number of works in progress, postponed the com-
ent of operations until the 21st May. Since then, however, the engineer corps
n constantly employed, and with results highly satisfactory to those having the
ate direction of the affairs of the company. To approach Norfolk by railway is
red difficult in consequence of its insulated position, several wide and deep rivers
between the city and the region of country traversed by this road. A thorough
gnizance of the localities in the vicinity in order to obtain a favorable crossing of these
reams and a suitable entrance into the town was therefore required before projecting the
ne westwardly. Having carefully surveyed this section as far as the Dismal swamp
canal, the party of engineers, under the direction of the chief in person, took the field on
the 1st August, and on the 28th September reached the western terminus of the line at
Petersburg. The distance from the Southside railroad depot in Petersburg to Norfolk by
this survey, and which line is now being rapidly located, is less than 79 miles. The
route selected is beyond doubt the most eligible which the country affords, and possesses
singular advantages. By reference to the engineer's report, it will be seen that the grades
will be unusually light, and that an amount of straight line has been secured greater than
is presented in any other road of equal length in the country. Starting at the eastern
limits of this city, there are but two curves throughout its whole extent, until we approach
the broken lands within a few miles of Petersburg, and these are made necessary to
intersect points fixed in the charter. They are, however, 80 remarkably easy as to present
no obstacle whatever to the rapid and economical working of the road. From the
southern branch of the Elizabeth river the line is perfectly straight to Suffolk, a distance
of 16 miles; and thence, curving gently to obtain a proper direction for Petersburg, it
runs in a direct course for 54 miles.
A careful consideration of the preliminary survey made in 1851, by order of the Board
of public works, induced the belief on the part of the directors that results still more favora.
ble than those then reported could be obtained. Experience has fully justified the correct-
news of that opinion, whether we regard the saving of expense in the construction of the
road or the increased capacity and speed that will attend the change. The new line has
therefore been adopted by the board, and proposals invited by public advertisement, for the
graduation and masonry of 62 miles of the road from the city of Norfolk to Warwick
swamp in the county of Sussex. These offers will be acted on by the 15th of December
next, and with the beginning of the ensuing year that portion of the work will be under
construction. From considerations connected with the interest of the company, and which
47
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Duc. No. 17.
it is deemed unnecessary to detail in this place, the letting of the remaining section has been
reserved by the board for action at a future meeting.
The map of the road, so soon as it is completed, will be forwarded, in obedience to the
instructions contained in the circular of the Board of public works.
Before concluding this communication, I beg leave to suggest that the act incorporating
this company contains, among other restrictions, one which, if not removed, must operas
to the prejudice of the work, and injuriously affect the interests of those whom it was in
tended to promote. This restriction is the more objectionable, since it is not required a
protect the rights of other parties, and is in direct opposition to that enlarged policy which
has for the most characterized the legislative action of our state. I refer to the latter classe
of the 5th section, which reads as follows: And there shall be no connection or arrange-
ments between said Norfolk and Petersburg railroad whereby either the cars, freights, pas-
sengers, mails or other business of, upon or from the one road, shall pass over the other
road, or any part thereof, unless such connection or arrangements shall be agreed upon by
and between the said railroad companies respectively and the trustees of the town of
Portsmouth."
It is obvious that the retention of the words, and the trustees of the town of Portsmonth,"
must occasion loss and incónvenience to both roads, if the power thereby invested is 12
forced by the authorities of that place, and is in itself an odious discrimination against the
Norfolk and Peteraburg road, as well as against the trade and travel to Norfolk. Both
towns invested largely in the old Portsmouth and Roanoke railroad, but Portsmonth bad
almost the exclusive management from its commencement to its downfall. Nor is there
anything in the history of the revival and reconstruction of the Seaboard road which jur
tifies the investing of Portsmouth with any peculiar rights and privileges in connection
with it, for while Norfolk has paid 200,000 to this and other railways in Virginia and
North Carolina forming its extensions, Portsmouth holds only $1000 of stock awarded to
her in the compact with its present proprietors. To the Norfolk and Petersburg company
that town has made no subscription, and yet all connection between these works, in which
Norfolk has an investment of 400,000, must depend on the will and pleasure of "the
trustees of the town of Portsmouth." By this provision a bale of goods, a sack of wheat,
or any other article of merchandize, and also passengers coming on one road cannot pass
over the other without obtaining a permit from the corporate authorities of that place.
The interests of every class of our citizens and our works of internal improvement are
certainly best promoted by unrestricted and free intercourse. If the Seaboard road was
the property of Portsmouth, some show of apology for such a restriction might be found,
but when we contrast her investments with that of other parties, this feature in our charter
stands forth as an anomaly in railroad legislation. The difficulty experienced by the friends
of this enterprise in obtaining the act of incorporation, induced them to receive the charter
with all its imperfections from the belief, confidently entertained, that in due time the legia-
lature would place us on a footing of equality at least with other companies in the state.
The 6th section of the charter will also require some additional legislation to protect the
company from vexations litigation that may arise from the indefinite character of its require-
ments for draw bridges over the southern and eastern branches of the Elizabeth river, and
over the Dismal swamp canal. As it is now worded, should the company, acting in good
faith to all parties, build these draws every way adapted to accommodate the trade on these
streams, still the court of Norfolk county is compelled to declare and abate as a nuisance
any and all of these bridges, made too at enormous cost, should the structure in any manner
hinder, obstruct or delay the passage of any steamboat, lighter, vessel or rafts of timber
passing up or down the said canal or either of said branches, and if any of the inconve-
niences herein intended to be provided against shall result from the construction of said road.
If the law compelled the railroad company to construct the draw for its bridge over the
canal to be of the same size as the locks of the canal or of the county bridge now standing,
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Doc. No. 17.
371
and to conform in other respects to the regulations of the canal company, as to vessels
passing under their bridges, and in the case of the eastern branch, to conform to those re-
quired of the present draw bridge company, no inconvenience or injury could accrue to
any party. For the draw in the bridge over the southern branch some given size should
be specified; otherwise, any draw, however suitable to the real wants of the trade on this
stream, may be made a nuisance, if any enemy of the work think proper to build a raft of
timber a few feet wider than the passage, or charter a steamboat or vessel of unusual size
to ascend the stream for the express purpose of creating difficulty. It is manifestly the
duty, as it is the wish, of the company to produce no inconvenience or delay in the naviga-
tion of these streams, nor will any such results follow from the construction of bridges over
them. Vessels rarely if ever ascend beyond the spot where the railroad will cross over the
two rivers, the trade for almost a century past being carried on in lighters and boats that
can pass between the ordinary piers or abutments of the bridges. Small steamboats em-
ployed in towing on the North Carolina rivers and sounds, occasionally pass through the
canal, but are not now, or likely hereafter to be, used on either of the branches of Eliza-
beth river above the harbor of Norfolk or the entrance to the canal. Draws on railroad
bridges should ever be avoided when it is possible; but when necessary, the safety of the
traveler requires that they should be constructed no larger, and kept open no longer, than
the trade on the river absolutely demands. It would be well if in establishing specific re-
gulations for the company in reference to this matter, if the law embraced some restrictions
on those navigating the rivers, as to the time of passing these draws, so as not unnecessarily
to interfere with freight or travel trains on the road.
The above are matters of detail, it is true, which, under ordinary circumstances, might
be regarded as out of place in a report of this character; but a sufficient explanation, it is
hoped. for bringing this subject to the notice of the Board of public works, will be found
in the peculiar location of this road and its important relations to other works, as the ter-
minus on the Atlantic of the great lines of improvement resting on the Ohio and Missis-
sippi, and traversing the state from its extreme western limits to a seaport which should be,
and doubtless will become. the great mart of southern and western commerce. By refer-
ence to the report of the chief engineer, it will be seen that the capital stock of the com-
pany, as now fixed by law, will prove inadequate to the construction and proper equip-
ment of the road. Assuming the estimate made after the preliminary survey of 1851 as
sufficient for the object therein specified, the enhanced price of iron and labor will, as a
matter of course, call for additional means, more especially when to these items we add
the cost of depots and grounds, stations, locomotives, cars and other objects of expendi-
ture not embraced in the former calculation. Detailed and accurate information on this
subject will be presented at an early day, in the hope that the application for an increase
of funds to complete this important enterprise will receive a favorable consideration.
Without the construction of this link the internal improvement system of our state can-
not be made effective, and will fail to realize the expectations of its friends and advocates.
To secure our just proportion of the trade of the great valley of the Mississippi, our
southwestern and western lines must concentrate at some point in close proximity and of
easy access to the ocean, as in other states that have successfully competed for the prize.
In this point of view, the Norfolk and Petersburg road is entitled to rank with any other
work in which Virginia has embarked; and, as one of the means for regaining our foreign
commerce and developing the vast resources of our own country, it deserves, and I trust
will receive, the favor and support of all interests and sections of the commonwealth.
Signed, on behalf of the board.
F. MALLORY, President.
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372
Doc. No, 17.
CHIEF ENGINEER'S REPORT.
NORFOLK AND PETERSBURG RAILROAD,
Norfolk, October 28, 1853.
FRANCIS MALLORY, Esq., Pres't.
SIR,
I beg leave to report the operations of the department committed to my
charge since the organization of the first party of engineers on the 20th of May last. de
earlier beginning of field work, though most earnestly desired, could not be made, as you
are aware, from causes beyond my control.
Although a survey had been made for the Norfolk and Petersburg railroad," (more,I
presume, to ascertain its probable length than to the selection of a proper route,) another
was advised and has been made. Beginning within the city limits of Norfolk, four lines
from three separate and distinct points-each presenting advantages for depôt arrangements
peculiar to their respective positions-were carefully traced to suitable connections with
the main line leaving Bramble's point.
Completing, on the 25th of July, the minute examination requisite in the vicinity of
Gilmerton and the town of Suffolk, the main line, which at that time only extended to the
southern branch of the Elizabeth river," was again taken up and prosecuted to a close
on the 28th day of September, a period of about eight weeks, in which it is but proper to
remark, 74.5 miles of line were actually established, and 114.5 surveyed, (and this with the
personnel of one party as usually equipped for field service,) an amount of work, which.
when it is considered, was performed with the extreme care necessary to render it reliable
in the location of straight lines, 16 and 54 miles respectively. in connection with the great
prevision taken in establishing the most eligible crossings of streams and the whereabouts
of mill ponds, difficulties of frequent occurrence, and of no little consideration-it is
believed will compare well with any survey which has yet been made in a similar region of
like climate in the same season.
From Bramble's point," common to three of the most eligible lines leaving the city of
Norfolk, the main line is direct for about three miles-thence by a one degree curve it
takes a new direction, crossing the Southern branch of the Elizabeth river near Portlock's
the " Dismal swainp cana!," between Gilmerton and Drawbridge, and passing through
the " Dismal swamp," it runs slightly within the southern limits of the town of Suffolk to
a favorable crossing of Parker's mill pond, the head of Smith's creek." Thence by a
two degree curve, it assumes and with great ease maintains one direction to within three
miles of Petersburg; and crossing the Seaboard railroad" within two miles of its depot
in Suffolk, Cohoon's creek, near Pruden's, in the county of Nansemond, at a point than
which no better can be had along the entire length of that irregular stream, it gradually
ascends the ridge dividing the Nansemond and Blackwater rivers, passing Antioch church
in Isle of Wight, and crossing the Blackwater at an eligible point one-eighth of a mile
above Purcell's bridge. Thence in the county of Southampton, it passes near Major
Boykin's residence, and soon ascends the ridge between Blackwater and Nottoway rivera.
Thence crossing a corner of Surry into the county of Sussex, it leaves Owen's Grove
church, one and a quarter miles to the north, and passes near Robert Chappell's and over
Warwick swamp," into the county of Prince George's. Thence across Second swamp
and the Blackwater near its head, the line at once ascends the dividing ridge between that
swamp and the Appomattox river, near Col. Avery's residence. And winding its way
along the slopes of Taylor's run, to a point within the land limits of the City point rail-
road, 2200 feet from the depót of that road, it crosses the City Point railroad near, and
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Doc. No. 17.
373
unites with the Southside road, opposite the City Point depôt. I have been more precise,
perhaps, in this description of the line than was necessary, as its position can be readily
understood by an examination of the map herewith submitted for your inspection, upon
which the line has been projected.
The length of the survey thus described and delineated, computing from the city lot in
Norfolk, is less than 79 miles, 73 of which, in parcels of 3, 16 and 54 miles, are absolutely
straight. With so much straight and ease of curvature, it is a matter of congratulation
that no grade need be used over 36 feet per mile, and this only in descending from the
head of Taylor's run into the city of Petersburg.
In connection with the line thus indicated, it is proper to speak of other routes suggested,
and more especially to declare its advantages over that traced under the direction of the
Board of public works in the year 1851. It has been supposed by some that it would proba-
bly be less expensive, after crossing the Dismal swamp canal, to approach the Seaboard rail-
road at the most eligible point, and thence occupy ground within its land limits to Suffolk-
avoiding to some extent the imaginary more than real difficulties of construction through
the swamp, but with an increase of distance and sacrifice of directness and position, to a
much greater value. Indeed, a line thus entering the town of Suffolk would, in its direction
for Petersburg, necessarily encounter the rough and rugged country in the vicinity of that
town, and place beyond its control such crossings of both branches of the Nansemond river
as should be held.
Between Suffolk and Petersburg two routes have been suggested: one leaving the town
of Suffolk in a course nearly due north, and conforming to the general direction of the
Blackwater, mainly to avoid a crossing of that stream. This would incur an increase of
distance of at least five miles-a consideration of itself, if there were no other objection,
sufficient for its condemnation.
To the other route suggested, (crossing the Seaboard road some five miles southward of
Suffolk, and pursuing more directly the ridges mentioned in connection with the line sur-
veyed,) the same objections present themselves as to the first or northern route proposed
and though perhaps not to the same extent, I am fully persuaded, from examinations made
in the country through which such a line would pass, that whatever reduction might
be made in the graduation, would be more than overbalanced by the cost due to the increase
of distance incurred.
Omitting, as improper in this place, any reference to the details wherein the present line
enjoys signal facilities in and about the city of Norfolk, as a matter of duty I come now to
speak of its more striking advantages over that first referred to in this communication, and
not, I would remark, with any desire or intention to prejudice the professional standing of
those by whom it was made, but merely to justify the late survey-by some deemed inex-
pedient and unnecessary.
In the crossing of the eastern branch of the Elizabeth river, some 2200 feet above the
line indicated by that survey, Norfolk may at any future day extend in that direction her
harbor and now limited water front. And from the Elizabeth river on, the line heads seve-
ral creeks-no less than nine in number-between the eastern and southern branches of
that river-crossing the eastern branch at a more favorable point, especially as regards
depth and width of water, as well as height of bank on either side.
In the neighborhood of Suffolk, the present line occupies a position worthy of particular
note, avoiding a vast number of creeks and ravines of that vicinity, and presenting three
available sites for a depot upon ground less valuable and more convenient to the trading
and traveling community from the direction of North Carolina, as well as a larger portion
of the more business and thrifty citizens of that town, than any which can be selected on
the line with which it is now contrasted.
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Between Suffolk and Peteraburg, the irregular line of 1851 cromes the mill potado of
both branches of the Nameemond river at points more remarkable for the differenties they
present than any consideration of economy, and traverses a country more broken
dulating than that upon which, as a substitute, you are presented SR smbroken link/ef
miles straight line, crossing but one mill pond, and that as proferable. to croming the expile-
OFR branch of the Nancemond river.
Buch are some of the more prominent advantages of the line selected as the most eligi-
ble route for the Norfolk and Petersburg railroad; and it may be well to repeat, they has
been secured without any increase of distance over the survey of 1851, and with 8 lighter
maximum grade and curvature than was found necessary under the exploration of that
year.
Two parties of engineers are now actively engaged in making a permanent location of
the line, and I am pleased to my have already well advanced the first 62 miles, for the gin-
duation and masenry of which proposals have been invited. For the remaining 16 mile
to Petersburg I would recommend that proposale be solicited so soon as the terms of -
nection with the Southside railroad shall be arranged.
In that provision of the charter of the Norfolk and Petersburg raitroad which reads thes,
and where the said read shall cross the said canal and the southern and eastern branches
of the Elizabeth river, shall be provided with suitable drawbridges, so as in no measer to
hinder, obstruct or delay the passage of any steamboat, vessel, lighter or raft passing up or
down the suid canal, or either of the said branches," I trust you will solicit amoundments
at the coming session of the legislature-first, to dispense with the draw required in the
bridge over the southern branch of the Elizabeth river, no good reason now appearing for
its existence, since sail boats rarely, and I may add, never ascend that branch beyond Port-
lock's, (the site of the bridge,) some two miles above the mouth of the Dismal swamp canal:
and secondly, an amendment defining the dimensions of the several draws required, so as
to afford every facility to those for whom they have been especially provided, and yet pro-
tect the convenience and interests of the company from the prejudices of a class so nume-
rous, and more hostile than friendly to railway improvements. A third amendment (of
vital importance to the city of Norfolk as a competitor with her sister city) I would advise
prohibiting the passage of any vessel, raft, &c. for a period of five minutes before and after
the published time for the arrival of any train, at either one of the forenamed bridges. A
delay for so short a time would be of little consequence to such boats and vessels as navi-
gate the Dismal swamp canal or the eastern branch of the Elizabeth river, while the delay
necessary for the passage of one boat, much less a premeditated congregation of vessels
aud the like, would materially disturb the comfort of passengers and seriously affect the
interests of the company.
In the absence of a more careful estimate, deferred for want of more reliable informa-
tion than now at my command, I am not prepared to suggest precisely what amount of
increase of means will be requisite to complete and properly equip your road. The esti-
mate regulating the capital stock of your company was, I suppose, more conjectural than
otherwise-admitting, however, that the estimate made after the survey of 1851 was ade-
quate at that time for the specific purposes therein enumerated, and for usual contingencies.
Since then, iron and labor have materially advanced, the former 40, and the latter more them
20 per cent.; and in that estimate no provision appears for right of way, depot grounds,
buildings, shops, water stations, engineering, superintendence and rolling stock. These I
have estimated as follows:
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Right of way, say
-
-
-
-
.
12000 00
Depot grounds,
.
-
.
-
.
25000 00
Depot buildings, shops, &c.
-
-
-
.
60000 00
$
Water stations,
-
-
-
-
.
12500 00
Engineering, superintendence, &c.
-
-
-
-
64000 00
Rolling stock,
-
-
.
.
-
113000 00
286500 00
Adding for advance in iron,
-
-
- 128000 00
And for advance in labor,
-
-
-
84264 00
212264 00
$ 498764 00
Will be necessary, over and above the estimate rendered in the year 1851-a less amount
than which I am now unwilling to recommend as adequate for the various wants of the
work; and it is possible that even this may be increased upon the careful and more finished
estimate which it is my purpose to prepare upon perfecting a location of the entire line.
Appended is a list of persons employed in this department.
All of which is respectfully submitted.
WM. MAHONE,
Chief Engineer.
List of Engineers and others employed in the Engineer Department, with their
Duties and Compensation.
NAME.
In what Capacity.
Compensation.
Jno. A. Hayden of Va.
-
-
Assistant engineer,
$100 per month.
J. M. St. John of Ga.
"
"
"
"
"
-
-
Jno. T. Burke of Virginia,
-
-
Surveyor,
3 per diem.
Thomas Upshur
"
"
-
-
2 "
"
Rich'd Logan
"
-
-
Leveler,
2 "
"
Robert H. Fitzhugh
"
Calculator,
$1 50 "
46
#
-
A. B. Jordan
"
"
0
-
40
per month.
Edward Smith, D. C.
-
-
Rodman,
1 per diem.
Moore of Va.
-
Chainman,
1
"
"
-
Jordan "
"
-
-
1
"
"
Ten negro men on various duties, principally as axemen, at different rates per month.
WM. MAHONE,
Chief Engineer.
October 28th, 1853.
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Doc. No. 17.
s the state of the Norfolk and Petersburg Railroad Company for the
year ending 30th September 1853.
its] stock, $ 800,000 :
by city of Norfolk and individuals 2,457 shares, at $100 each,
-
245700 00
y commonwealth of Virginia 4,800 shares, at $100 each,
-
480000 00
lividual subscription unpaid,
-
-
240862 00
wwwealth's subscription unpaid, -
-
-
472770 00
penses:
ser's department,
-
-
-
3677 30
&e., &e.
-
.
-
97 21
furniture, &c.
.
-
226 00
mrs' salaries,
-
.
-
375 00
4375 51
Cash on hand 30th September 1853,
-
-
-
7692 49
$ 725700 00
725700
00
By order of the board of president and directors.
G. W. CAMP, Clerk.
A List of the Officers and Agents.
Francis Mallory, president, $1,500 per annum ; A.S. Leonard, J. Wells, W. H. Taylor,
state directors, necessary expenses; W. J. Hardy, W. J. Harrison, stockholders' directors,
necessary expenses; G. W. Camp, clerk and treasurer. $ 500 per annum; Wm. Mahous,
chief engineer, $2,500 per annum.
By order of the president and directors.
G. W. CAMP, Clerk.
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377
ORANGE AND ALEXANDRIA RAILROAD COMPANY.
OFFICE ORANGE AND ALEXANDRIA R. Co.
Alexandria, November 24, 1853.
To the Board of Public Works.
GENTLEMEN,
Enclosed you have a copy of the report of the president and
directors of this company, submitted to the stockholders at their late annual
meeting on the 27th ultimo.
I have the honor to be
Your ob't servant,
JOHN S. BARBOUR, JR.
President.
48
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Dec. No. 17,
REPORT OF PRESIDENT AND DIRECTORS.
Stookholders Orange and Alexandria Railroad Co.
In conformity to law, the president and directors present the following used
report of the condition of the company, with a statement of receipts and disburestments
for the fiscal year ending the 30th of September last.
The road was opened to the station at Culpeper court-house in November last, and to
Warrenton in December following, and has since been in daily operation by the trains to
those points respectively-a total distance from Alexandria of seventy-one miles. Every
effort has been made on the part of the board, within the scope of their ability, to press
the construction of the remainder of the road to Gordoneville as early as possible, as far M
compatible with the nature of the work and the interests of the company. It will be no-
membered that this part of the line, known in our act of incorporation as the western see-
tion, was not put under contract, owing to the failure to raise sooner the minimum sub-
scription required by law, until nearly two years after the eastern and middle sections of
the road had been let. Parts of the section referred to have been of easy construction,
while other parts have presented the necessity of making deep cuts and heavy embank-
ments, upon which, a limited force could only be employed., Of these last, the greatest
difficulty has been met in the work nearest to Culpeper court house, which has arrested
the laying of rails and the completion of the road beyond that point, as otherwise might
have been expected from the progress made a year ago. The policy of the board has
been so to equalize the construction of the several sections, with a view to save the unne-
cessary expenditure of money, as that the completion of each should conform to the prac-
ticability of laying the track continuously when commenced. The board has now the
satisfaction to inform the stockholders that the greater part of the graduation and many
between Culpeper and Gordensville have been completed, and that no further serious inter-
ruption to the progress of laying the track between the two points can be expected.
The whole amount of iron required to lay the rails to Gordonsville, (2,200 tons,) has
been contracted for upon favorable terms-a part already received and in progress of being
laid down, and advices have been received of the shipment of the greater part of the residue
from England, and its arrival may be daily expected.
It is the calculation of the chief engineer in charge of the work, Mr. Vandegrift, that the
road will be finished to the station at the Rapidan early in December, to Orange court-hous
by the 1st of January, and to Gordonsville by the 1st of February next. This result will
be subject of course to qualification, from unfavorable weather, or other unforeseen causes.
It will thus be perceived that there is a fair prospect of reaching the western terminus of
the original charter of the company in a little more than three months, and of realizing the
important results to be derived from a connection with the Virginia Central railroad at that
point. Although the completion of the road to Gordonsville will not be accomplished as
early as has been heretofore anticipated, yet it is believed that no substantial loss to the
company therefrom will be sustained. Full time and opportunity have been allowed for the
proper adjustment of embankments, and a more perfect execution of cuts, and a complete-
ness of preparation of road bed for its superstructure. Increased expenditure of meney
is always incident to the hurried construction of a road upon which the trains are placed
before its final completion. The large outlay subsequently required for other parts of our
line, after being in operation, attests this fact.
The accompanying report of H. W. Vandegrift, Esq. will shew mere particularly the
progress and present condition of the work. It is due to Mr. Vandegrift, who has been in
charge of the work as chief engineer since the resignation of Mr. Atkinson in December
last, to say, that he has discharged his duties in that capacity, and as general superiatendent,
with which office the former was incorporated, to the entire satisfaction Googie
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Extension to Lynchburg.
Authority was given the company at the last session of the legislature to extend their
road from some point upon the Virginia Central milroad to the town of Lynchburg, and
the capital stock increased in the sum of fifteen hundred thousand dollars for the purpose.
This act was accepted by the stockholders in the general meeting in March last, and a
reconnoissance and surveys of a suitable route for the location of the road by them ordered.
As soon thereafter as circumstances would permit, the board proceeded to put in execution
the resolution of the stockholders, and the surveys were confided to the charge of T.C.At-
kinson as chief engineer, whose valuable services were re-engnged for the purpose. The
report of Mr. Atkinson, herewith presented, shews the nature and progress of the surveys
as far as made. It is expected that the surveys now in progress will be completed early
next month, when the requisite data will be obtained for the location of the line. Two com-
peting routes are presented for the construction of the road, which may be distinguished
from each other as the upper and lower lines. The former passes either near or by the
county seats of Albemarle, Nelson and Amherst counties, and penetrates a productive
region of country. The lower line pursues more nearly the valley of James river, and
skirts the counties mentioned upon their eastern borders, a region of less fertile extent.
The local subscription, so far, has been embarrassed by the uncertainty of the final location
of the road. It is believed that a much larger amount of subscriptions can be obtained
upon the upper line, as it extends through a more populous and productive country, and is
less favored in present facilities to market, the lower line already possessing the accommo-
dation afforded by the James river canal. As the subscription of the intermediate country,
however important, under the most favorable circumstances, will not be adequate to the
construction of the road, the cost of which in great part must at last be contributed by the
company, and as the prominent object in view is a connection with the Virginia and Ten-
nessee railroad at Lynchburg, the final location must depend upon the result of the surveys
now in progress. Ceteris paribus, considerations of policy favor the location upon the
upper or central route.
It is gratifying to know that a fair location and very direct route can be had upon either
line, at a cost too, in the language of the chief engineer, the expenditure of which would
be justified by the local business alone."
The importance of extending the road is too apparent to permit its construction. to be
delayed. As soon as the surveys are perfected, it is recommended by the board that the
location of the route be adopted in time, should the local subscription justify the proceed-
ing. to put some of the heavier work and more difficult sections under contract by the 1st
of January next. The 1st of January is indicated, as the slave labor of the country can
be better engaged at that time by the contractors. In authorizing the extension to
Lynchburg, the legislature failed to provide for any subscription on the part of the state
to the capital stock created for that object. It was expected heretofore, with some
confidence, that the prospective profits of the road, when completed, would have attracted
investment of capital from without the state, sufficient, with the local subscription of the
counties along the line, to have built the road. The great demand for capital, which has
existed for some time past, and the number of railroads now under construction
throughout the United States, render it improbable that much assistance can be drawn
from that source to the enterprise. The board recommend that application be authorized
to be made to the legislature, at the approaching session, for a subscription of three-fifths
on the part of the commonwealth 10 the last created capital stock of the company. This
proportion the state should contribute upon fair principles of copartnership-as the
owner of three-fifths of the existing capital-and as the recipient of the benefits to result
from the extension, apart from the obligation to dispense her favors with an equal hand
to every part of the commonwealth. Should this be done, there is reason to believe that
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Doc. No. 17.
the requisite amount of private subscriptions can be obtained, and the work vigeremly
prosecuted without further delay.
Receipts and Disbursements.
The treasurer's statements, marked A and B, show the receipts and disbursements both
from the organization of the company and for the past fiscal year.
These results are shown in the following table :
Receipts from commencement,
-
-
.
$1824954 %
Disbursements,
-
.
-
-
-
-
1778488 00
Receipts for past fiscal year,
-
-
-
-
655138 97
Expended during past fiscal year,
-
-
-
-
608672 61
The various items which make up these sums will be found under their respective
heads, as classified by the treasurer.
Transportation.
The report of the general superintendent and accompanying papers exhibit in detail the
condition of the transportation department:
Receipts from freight, passengers and carrying United States mails for the past
year, amount to the sum of
-
-
-
112022 70
Cost of working the road and keeping it in repair during that time,
-
57665 20
Leaving a clear profit to the company, after paying all expenses, of
54357 50
The revenue from this source exhibits an aggregate return for August and September
of this year, of $25,449 81, against $12,625 36 for same months in 1852; and up to the
22d of the present month, the increase is at the same rate. The result shows that the
monthly receipts have nearly doubled in twelve months, the increase being greatly beyond
the proportion in comparison with the extension of the road. When the road is completed
to Gordonsville. it may be reasonably estimated that the monthly receipts will exceed an
average of $20,000. This indeed may be considered a low estimate, as a connection
will be formed with the Virginia Central railroad at that point, and a direct communication
by railroad afforded both with Richmond and Staunton. At the same time the local
business secured between Culpeper court-house and Gordonsville will exceed in proportion
that of any other part of the line. The probability is that the receipts will considerably
exceed the estimate given. But assuming the receipts as above, and deducting fifty per
cent. for working expenses, the sum remaining will constitute a dividend equal to six per
cent. upon the original cost of the work. This is a result as gratifying as it is striking.
and is well calculated to inspire confidence in the present value of the work, and invite
attention to the future profits of the stock of the company.
The general superintendent estimates that some additional equipment will be required
for the business of the road when it reaches Gordonsville.
Capital Stock.
The original capital stock of the company was increased at the last session of the general
assembly in the sum of $ 420,000. to complete the road to Gordonsville, and in the addi-
tional sum of $1,500,000, for the extension to Lynchburg, of which last the state took no
part, making altogether an aggregate capital stock of $ 2,957,500. Of the first named sum
of 420,000, $ 350,000 was made a preferred stock at the general meeting of the stock.
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381
holders in March last, with a guarantee of six per centum per annum, to be paid out of the
net earnings of the road. or the stock thus preferred, the corporation of Alexandria and
private individuals have subscribed to the present date the sum of about one hundred
thousand dollars, which draws from the state the corresponding proportion of one hundred
and fifty thousand dollars, leaving a balance unsubscribed of about one hundred thousand
dollars. It will be perceived that only forty thousand dollars of the preferred stock
remains to be taken by individual subscription, and the hope is indulged by the board that
the stockholders at their present meeting, in view of the wants of the company and the
importance of providing the necessary means to finish the road to Gordonsville, without
delay, will come forward and subscribe the amount. A small pro rata subscription upon
the existing private stock will absorb the balance now outstanding and untaken.
The chief engineer of the work estimates that an expenditure of 218,000 from the 1st
of October will be required to complete the road to Gordonsville, inclusive of cost of
iron, a part of which has been received and paid for. There yet remains of the sum of
420,000 of capital stock, 57,000, which was not preferred in the resolution of the stock-
holders, and which will be required in part or whole to finish and equip fully the road to
Gordonsville. Whether this balance of stock should be guaranteed and put upon the
footing of the $ 350,000 heretofore preferred, is a question to which the attention of the
stockholders is invited. A discretion might be conferred upon the board to prefer this
amount or not, as the exigency of the case might require. Nothing has occurred since
your meeting in March last to disturb the confidence then expressed by the board in the
policy of establishing a preferred stock, as a financial measure, wise in itself, and demanded
by the best interests of the company.
Though the condition of the money market has been adverse to investment in stocks by
capitalists, and subscriptions by individuals have not equaled expectation, yet adequate
means have been afforded from this source to meet the engagements of the company, and
to carry on the work to the present time. The preference given to the new stock has not
had the effect to depreciate the old stock, as was predicted by the opponents of the
measure, but on the contrary it is believed, that but for the scarcity of capital for invest-
ment, in view of the increased receipts of the road, and the proximate completion to Gor-
donsville, the stock would have largely advanced upon present rates.
It is apparent now that the road, when finished to Gordonsville, will yield an income
much beyond the cost of working the same. It is recommended, as a measure due in jus-
tice to the original stockholders and as founded in good policy, that at the next annual
meeting a dividend shall be declared upon the stock, payable either in money or in the
scrip of the company, as may be deemed most expedient and proper.
The company have to regret the loss by death, since their last meeting, of two of their
directors-Maj. Charles Hunton and Dr. William L. Powell. The latter had been con-
nected with the government of the road since the organization of the company, and the
former for a greater part of the time. The services of each are entitled to a grateful re-
collection by the stockholders.
A list of officers, &c., as required by law, is furnished with this report.
Respectfully submitted, on behalf of the directory, by
JOHN S. BARBOUR, Jn.
President.
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382
Doc. No. 17.
CHIEF ENGINEER'S REPORT.
OFFICE WEST. SEC. O. & ALEX'A R. R
Alexandria, October 1, 153
JOHN S. BARBOUR, Esq.
SIR,
In submitting the report of the construction of the western section, extending
from Culpeper court-house to Gordonsville, I refer to the treasurer's return to October
1st, 1852, in which it appears that 49,735 64 were expended for graduation, masory, de
For the purpose of showing the progress of the road for the past year, this amount intaken
as an equivalent to a less sum than the cost of three miles, leaving twenty-four miles at
that date to be constructed, and of a character generally heavy.
Under the circumstances of the great scarcity of laborers, and the constant effort mill
policy to have the monthly expenditures no greater than would warrant the completion &
the whole line at the same time with the severe rock excavation at Day's summit ME
Culpeper court-house, and the approach of the track, I think we have no cause to be &
satisfied when we turn to the present condition of the road.
The graduation, masonry and ballasting between Culpeper court-house and Willis's all
a distance of 124 miles, and five miles of track superstructure, will be completed by the
10th of November. In this distance, no future work chargeable to construction will be
required, more than sloping the cut near Culpeper, aud completing the bank over Wards
branch, calling for an expenditure of not over six hundred dollars.
The masonry of Rapidan bridge, near Willis's mill, will be completed by the 1st of No
vember, and from that point to Orange court-house. I can see nothing to prevent its read-
ness for the rails by the 15th of December, or at farthest 1st of January. For security
from sliding of the slopes at Cave's summit, properly belonging under the head of
struction. an expenditure of one thousand dollars will be required after the trach -hall hare
been laid.
From Orange courthouse to Gordonsville, the amount of work to be done is NO light
that by the latter time the entire graduation and masonry will have been completed.
The bridge superstructures are all framed in Alexandria, and only wait the completic
of the track to be transferred to the points where they are required. The two FUID
$ 600 and $1,000 are confidently reported as the only amounts, after the completion of t:
superstructure, that can increase the item of construction of the road proper. or L'
section.
This assurance of having a finished road when the travel and trade shall commeted
pass over it. is in itself a matter of some consideration. and too often looked upon lightly:
but 1 think I am justified by the experience of all companies, and by all individual works
and by the greater confidence felt and shown in a finished road as a permanent investment.
that the true policy is, to complete a work securely and permanently whenever it is ["
sible, not allowing an over anxiety for the earliest use of it to be the governing idea.
By the 1st of February 1854. the connection with the Virginia Central railroad will H
made, provided the rails shall arrive in due time; and from the advices received. I appre
hend no delay from that cause.
The foundation and framing of the station-house at Willis' mill will be completed in 3
few days. and the building ready for use by the 1st of December.
At Orange court-house but little progress has yet been made by the contractor for the
depot buildings; and as that will be of brick and iron, as a security against fire, some time
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Doc. No. 17.
383
will be required for its completion, so that it will not be serviceable before March or April.
It is proposed, however, to put up a temporary one for the purposes of freight and the
accommodation of passengers.
An item of peculiar interest at this time connected with the section, is the amount
necessary to complete it. By comparing the estimate made in March last with the esti-
mated value of the work still to be done, the result warrants me in adhering to it as suffi-
cient for that purpose. The sum named was $ 323,000 in money: since that date there
has been expended, under the general head of construction, $ 105,000, leaving a balance
unexpended of $ 218,000, which will be equal to the future demands. It may exceed the
estimate slightly, owing to the necessity of securing increased forces, by an increased rate
of wages, and by the continuance of rock of a very hard nature, met with at several points
on the line.
In closing this year's report, I extend to my assistants, Messrs. B. Ward, jr. and William
S. Green, an expression of indebtedness for the valuable services rendered by them, and
for their constant attention and interest in the works under their immediate charge. Mr.
John Garrow, inspector of masonry, has shown faithfulness and industry.
Respectfully,
HENRY W. VANDEGRIFT,
Chief Engineer West. Sec.
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Doc. No. 17.
GENERAL SUPERINTENDENT'S REPORT.
OFFICE GEN. SUPT. O. AND A. RAILROAD,
Alexandria, October 1, 1853.
4 JR., Esq.
This department for the past year has been very varied in its operations, owing
ch of its time being demanded in the building of new structures for the part of the
as run by the engines, embraced between Alexandria and the present termini,
peper and Warrenton.
cars commenced running to Culpeper and Warrenton in November and December
lively. Since that time nothing of any moment has occurred to interfere with the
.ity of the trains, or chargeable to accident.
rack superstructure has been kept for the past year in excellent adjustment, and
J bed for a length of forty-five miles ballasted with broken stone and gravel. It in
asidered yet fully completed, and will need some expenses during the present year
permanent. An estimate of the probable amount required for that purpose
eed two thousand dollars.
wet cuts which were for 80 long a time a source of great expense, have been made
and secure by a foundation of stone under the entire superstructure, varying in depth
INSURED one to four feet. The sloping and widening these deep cuts will also be a work of
necessity, which will result in the means of reducing the future expenses of repairs.
Widening and raising the grade on the embankments will be part of this year's work also.
An expenditure of eight thousand dollars is estimated as sufficient to put the road bed
in full and complete order.
The stone abutments for Cameron run, bridge No. 5, Pope's head, Cannon's branch and
Kettle run, may be postponed to a later date, to suit the convenience of the company, as
the present wooden abutments are regarded as entirely reliable.
The track from Alexandria to Cameron run has been relaid with large ties, and most of
the small bridges been replaced with trussed beams. The work of painting all the bridge
superstructures, as security against the weather, is in hand and will be finished in the course
of two months.
Two turn tables, capable of receiving an engine and tender of the first class, have been
supplied from the company's shops and placed at Culpeper and Warrenton, as well as the
mechanical parts of two large water stations.
At points along the line of the road, sheds and platforms for the security of fuel and
convenience of wooding have been built during the year.
A temporary passenger car-house with two tracks, a loading platform for the convenience
of freight and an increased number of switches and lengthened tracks have been com-
structed and put in at the Alexandria station.
The department of machinery, under Mr. Wm. Romans, has been well managed; and
the fact that all the wheel machinery and cars of the company are at this present date in
good running order, attests its usefulness and economy.
A car, with apartments for smoking, baggage and mail, has been finished and placed upon
the road two months since, and for workmanship and actual cost, will compare fiverably
with those purchased; and from the same establishment seven eight-wheele
have been turned out.
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Doc. No. 17.
385
The equipment consists of 5 locomotives, first class, and 1 small engine for repairs, &c. ;
4 passenger cars; 2 smoking and baggage cars; 1 smoking, baggage and mail car; 57
eight-wheeled freight cars.
The company have also 16 four-wheeled ballast and repair cars.
There have been added during the year 27 freight and 1 mail car.
The entire complement of engines and cars owned by the company has been in requisi-
tion to accommodate the increased travel and freight. In view of an early extension of
the road to a connection with the Virginia Central, and its completion to Gordonsville, the
following estimate of engines and cars is respectfully submitted as needed for working the
road:
8 passenger engines, first class; 3 freight engines, first class; 13 passenger cars; 5 mail
and baggage cars; 100 freight cars.
This estimate is based upon an anticipation of two daily passenger trains, and one daily
freight train each way.
Comparing the number belonging at present to the company, the demand will be:
4 passenger engines, 1st class,
-
-
-
.
33000
2 freight engines, 1st class,
.
.
-
-
18000
9 passenger cars,
-
-
-
-
-
19350
2 mail and baggage cars,
-
-
-
-
-
3600
43 freight cars,
-
-
.
-
-
-
25000
$ 98950
The annexed paper A shows in detail the repairs, &c. of the locomotive engines for the
year ending September 30, 1853.
Respectfully,
H. W. VANDEGRIFT,
Gen'l Sup't.
49
Digitized by Google
Doc. No. 17.
CHIEF ENGINEER'S REPORT.
ENG. OFFICE EXTENSION 0. & A. RAILBOAD,
Alezandria, October 22, 1853.
3. BARBOUR, JR., Esq.
SIR.
The surveys for the extension being incomplete, my report must -
ly be limited to a statement of views and facts partial in themselves, but connected
he entire practicability of the road on either of the routes suggested for its location
The country lying between Orange county and Lynchburg is marked by rugged features,
which at first view would seem to preclude the construction of a railroad on any reasonable
terms. A closer examination shows that these obstacles are rather seeming than real, and
that sections of more than ordinary difficulty are compensated by unusual directure à
the whole distance.
It is also to be remarked, that in a country literally strewn with mountains, M a oir
siderable part of the route is, it is not necessary in any instance to encounter them, the
numerous streams that cleave them to their bases, heading up against each other, either
directly, or by their tributaries, in a way so obvious as to leave in many cases nothing to
the engineer but the taste of judicious selection.
My reconnoissance suggested two leading lines for instrumental examination, vis: ⑉
lying mainly east of the Southwest mountain and its representatives, extending south as
far as Tye river, where it passes to the west side of the elevated Buffalo ridge, and the
other coinciding with it for the first 12 miles, and after diverging from it, passing parallel
with the Central railroad to Charlottesville, and thence on to Lynchburg, by the remarkably
direct valleys lying west of the Ragged mountains and their affiliated ridges, known under
various local names.
The former of these routes, spoken of in this connection as the river route, is well
defined by natural features, and admits of little variation from the line selected for survey.
Commencing at Gordonsville, it passes over favorable ground until it approaches James
river, a distance of about 35 miles. There the surface becomes very uneven, and a stretch
of river hills is encountered, marked by some hard rock as far as Howardsville, at the
mouth of Rockfish, and 39 miles from Gordonsville.
The greater portion of this section is through a region susceptible of the highest culti-
vation, the valleys of the Mechunk creek, Limestone river, Buck island creek and Turkey
run, being marked by the well known and valuable deposit of blue limestone, which
disappears shortly after crossing Hardware river. This is succeeded by a fine agricultural
stretch of gently rolling character, watered by Tootin's and Ballenger's creeks, and thes
by the red lands bordering the James river to the mouth of Rockfish.'
From this point the features change, and a line of bolder character must be maintained,
passing by Newmarket, where it leaves James river entirely to reach the valley of Buffalo,
heading up by one of its principal tributaries, within ten miles of Lynchburg. From here
there is a direct route to James river, about one mile above the stage road bridge. This
route will measure, it is estimated, less than 80 miles.
The second, called the inland route, is susceptible of several modifications, some of
them having valuable qualities in the way of saving of distance, and as enlisting the
interest of fertile districts, at present very imperfectly supplied with means of access to
market.
Digitized by Google
Doc. No. 17.
387
It will suffice at present to indicate the main points, beginning at Charlottesville. The
valley of Moore's run, heading in the Ragged mountains, about eight miles southwest of
the town, furnishes an obvious access to the North garden, and thence to the South
garden. Leaving there, we reach Cove creek by Ame's gap, 38 miles from Gordonsville.
There two lines commence, one passing by Gordon's gap, and the other by Nelson court-
house, which unite again on Indian creek, near Tye river, about 58 miles on the way.
From here, the line passes east of New Glasgow, and near to Amherst court-house, and by
the slopes of Harris' creek to its mouth, (avoiding the numerous windings of that stream,)
with a degree of directness that would not be expected on a first examination. The
distance to Lynchburg by this route is also rather less than 80 iniles. The variations that
could be made on this line would not be properly understood without the aid of detailed
surveys, illustrated by maps. I may say that a line leaving the road near Orange court-
house would save at least five miles of distance, whether it passes by Charlottesville, or, as
has been suggested, by the valley of Ivy creek and Taylor's gap, in the North garden.
The direct line by the state map from Gordonsville to Lynchburg measures 70 miles,
while it is possible to build the road on more than one superior route with a distance of 79
miles, which is the moderate increase of 13 per cent.
The distance from Alexandria to Lynchburg, as surveyed, is 168 miles, and with the aid
of the savings alluded to, which may be made without any addition to the cost per mile,
may he reduced to 163 miles. This will give a route to the south and southwest that, in
point of distance, is without competition, and is equal in every other regard to any that can
be suggested.
It is supposed that the field labors of the engineers now employed in this service will
terminate about the first of November, when the data for an approximation to the cost will
be obtained.
Enough is known at present to authorize the opinion that a railroad of moderate grades
and curves, and in every point of view commensurate with its national importance, can be
made from near Gordonsville to Lynchburg for a sum whose expenditure would be jus-
tified by the local business alone.
On the greater portion of the way timber and stone are abundant-the latter of an
unusually good quality for building. The adjacent counties are well supplied with labor,
which it is hoped will not be sent abroad for employment.
Lists of the surveying parties are herewith presented. To Mr. Wharton the greatest
praise is due for the judgment and general ability which he bas displayed. Mr. Stanard's
services have also been valuable. The younger engineers and members of the parties
generally have performed their duties faithfully and correctly.
Respectfully,
Your ob't serv't,
T. C. ATKINSON,
Ch. Eng. Extension.
Digitized by
Google
A.
Return of the state of the Orange and Alexandria Railroad Company from the organization thereof, on the 11th May 1849, to the 30th Sept. 1853.
Eastern section.
Middle section.
Western section.
Warrenton branch.
AGGREGATE.
Amount subscribed unpaid:
By individuals,
87 00
4422 60
7602 30
4460 75
16572 65
BY state of Virginia,
130 00
6633 90
11403 45
6781 62
24948 97
Expended in construction, to wit:
Engineers' expenses,
20124 81
20124 81
20124 81
6708 27
67082 70
Digitized
Real estate,
2269 54
2269 54
2269 54
756 51
7565 13
Iron rails,
102650 00
106578 55
512 48
30558 55
240299 58
by
Timber for cross ties, &c.
22018 82
48696 36
8039 48
7995 25
86749 91
Graduation, masonry, &c.
+
337372 05
238306 64
196891 59
51111 35
823681 63
Land damages,
18157 43
19848 90
14606 27
6630 86
59243 46
Water stations, depot lots, &c.
ogle
uction, general,
4842 48
4842 48
4842 47
1614 16
16141 59
5066 34
5066 34
5066 33
1688 77
16887 78
nent.
portation,
36625 83
36625 83
36625 83
12208 61
122086 10
nended for property held by company, to wit:
13794 53
13794 53
13794 54
4598 18
45981 78
DR instruments, tents, &e.
2807 63
2807 63
2807 na
935 84
9358 43
0
forniture,
100 4d
156 44
156 4d
as 35
601 47
General charges:
Salaries, president, clerk, treasurer and chief engineer,
-
-
-
5678 82
5678 83
5678 83
1892 94
18929 42
Expenses of president and directors,
-
-
-
-
-
956 04
956 03
956 03
318 67
3186 77
Repuirs of cars and machinery,
-
-
-
-
-
5359 89
5359 90
5359 90
1786 63
17866 32
Repairs of railway,
-
-
-
-
-
-
16235 64
12384 63
I
2893 34
31513 61
Ballasting,
-
-
-
-
-
-
-
2721 52
2721 52
2721 52
907 17
9071 73
Watching bridges, pumping water, &c.
-
-
-
-
-
438 22
438 22
438 21
146 07
1460 72
Material for construction and equipment,
-
-
-
-
7334 17
7334 17
7334 16
2444 72
24447 22
Miscellaneous expenses,
-
-
-
-
-
-
5645 69
5645 69
5645 69
1881 90
18818 97
Office charges,
-
-
-
-
-
-
.
955 68
955 68
955 68
318 53
3186 57
Discount on loans,
-
-
-
-
-
-
-
-
I
-
61675 00
:
Interest on bonds and loans,
-
-
-.
-
-
-
-
-
-
26324 76
Depot shops, engine house, &c.
-
-
-
-
-
3922 19
3922 19
3922 19
1307 40
13073 96
Lynchburg surveys,
-
-
-
-
-
-
-
-
-
-
2533 33
i
Freight not collected,
-
-
-
-
-
-
-
-
-
-
5142 30
Due by individuals,
-
-
-
-
-
-
-
I
-
-
263 22
Due from Eggleston. McDonald & Co.
-
-
-
-
-
I
I
-
34253 74
Stock of company subject to redemption,
-
-
-
-
-
I
I
-
10555 00
Cash in bank in Alexandria, and other available funds,
-
-
-
-
-
I
-
I
47153 16
$ 615350 66
555571 31
357755 27
149998 24
1866575 98
Digitized by Google
A-CONTINUED.
Return of the state of the Orange and Alexandria Railroad Company from the organization thereof on the 11th May 1849, to the 30th Sept. 1853.
Eastern section.
Middle section.
Western section.
Warrenton branch.
Stock preferred.
Stock not preferred.
AGGREGATE.
Capital stock:
Authorized by charter,
937500
Increased for Warrenton branch.
100000
Increased preferred stock,
350000
Not preferred,
70000
$1457500
Subscribed by corporation of Alexandria, Warrenton and individuals,
-
-
135000
120000
120000
40000
56700
5273 72
476973 72
Subscribed or paid by state of Virginia,
-
.
-
-
202500
180000
180000
60000
84450
7910 58
714860 58
Loans on bonds of the company,
-
.
.
-
-
1
-
-
-
-
385500 00
Loans negotiated at short time,
-
-
-
-
-
-
-
-
-
I
-
64200 00
Bills payable, due for machinery, lumber, &c.
-
-
-
-
-
-
-
-
-
-
4858 24
Loans from Board of public works, (balance,)
.
.
-
-
-
-
I
-
-
14172 23
Digitized by
Rent.
-
-
.
.
-
-
-
-
-
1
-
84 00
Due individuals in small sums,
-
-
-
-
-
-
I
-
-
-
-
2169 85
Retained in company's hands by attachments and otherwise,
-
-
-
-
-
-
-
-
2948 88
Received from freight and passengers, and carrying U.S. mail,
-
-
-
-
-
-
-
-
157233 32
Realized from delinquent stock held by the company,
-
-
-
-
-
-
I
-
-
30464 00
Delinquent stock,
-
-
.
-
-
-
-
-
-
3500 00
Forfeiture on unpaid stock,
-
-
-
-
-
-
I
-
-
-
-
7926 00
Checks outstanding,
-
-
-
.
.
-
-
-
-
I
-
-
1685 16
$ 337500
300000
300000
100000
141150
13184 30
1866575 98
E. E.
J. H. REID, Cl'k and Treas'r.
Digitized by Google
B.
Statement of Receipts and Expenditures within the year ending on the 30th September 1853.
DISBURSEMENTS.
Eastern section.
Middle section.
Western section.
Warrenton branch:
AGGREGATE.
For real estate,
-
-
-
-
-
-
-
377 41
377 41
377 42
125 80
1958 04
iron rails,
-
-
-
-
-
-
-
-
30714 74
512 48
29258 55
60485 77
timber for superstructure, cross ties, &c.
-
-
-
.
853 56
25572 75
8039 48
5320 99
39786 78
graduation, masonry, &c.
-
-
-
-
-
-
13002 81
34997 17
147155 95
16406 24
211568 17
construction, general,
-
.
-
-
-
-
715 12
715 12
715 12
238 38
2383 74
Digitized by Google
equipment,
-
-
-
-
-
-
0
13663 30
13663 31
13663 31
4554 43
45544 35
land damages,
-
.
-
-
.
.
0
2048 74
5945 50
1272 27
599 36
9865 87
water stations, depot lots, &c.
-
-
-
-
.
2232 87
2232 87
2232 87
744 29
7442 90
transportation,
-
-
-
.
8
9140 55
9140 55
9140 54
3046 85
30468 49
Property held by the company, to wit:
surveying instruments, tents, &c.
-
-
-
-
-
762 87
762 87
762 86
954 29
2549 89
General charges, to wit:
engineering expenses,
-
-
-
-
.
9986 58
2986 58
2285 58
761 86
7618 60
president and directors' expenses,
-
-
-
-
153 11
153 12
153 19
.54 63
510 38
salaries-president, clerk, trensurer and chief engineer,
-
-
-
980 00
980 00
980 00
-
see B7
306, 06
3266 GG
-
a
office charges,
-
#86 se
ass 50
190 as
1988 58
For interest on bonds and loans,
.
-
.
-
-
-
-
24728 75
repairs, locomotives, passenger and burthen cars, bridges, &c.
-
-
-
3943 03
3943 03
3943 03
1314 34
13143 43
watching bridges, pumping water, &c.
-
-
.
-
-
438 22
438 22
438 21
146 07
1460 72
engine-house, depot shops and improvements,
-
-
-
-
3698 95
3698 95
3698 94
1232 98
12329 82
temporary loans and bills payable of last year,
-
-
-
-
-
-
-
-
20847 46
miscellaneous expenses,
-
-
-
-
-
-
1875 14
1875 14
1875 15
625 04
6250 47
material for construction and equipment,
-
-
-
-
7334 17
7334 17
7334 16
2444 72
24447 22
repairs of railway,
-
-
-
-
-
-
8975 37
8754 40
I
2893 34
20623 11
ballasting,
-
-
-
-
-
-
-
4648 66
3976 93
-
446 14
9071 73
temporary loans from Board of public works,
-
-
-
-
-
-
-
-
40827 77
surveys on Lynchburg extension,
-
-
-
-
-
-
-
-
-
2533 33
transportation bills uncollected,
-
-
-
-
-
-
-
-
-
4387 95
delinquent stock,
.
-
-
-
-
-
-
I
-
-
25 00
Jg
checks not in at last settlement,
-
-
-
-
-
-
-
I
-
3876 63
each in banks of Alexandria, and other available funds,
-
-
-
I
-
-
-
46560 36
$ 77516 03
157948 41
204967 07
70920 21
655138 97
1
Digitized by Google
B.-CONTINUED.
Statement of Receipts and Expenditures within the year ending on the 30th September 1853.
RECEIPTS.
Eastern section.
Middle section.
Western section.
Warrenton branch.
Preferred.
Not preferred.
AGGREGATE.
For balance of money on hand, per last report,
-
-
-
I
-
12558 73
capital stock from corporation of Alexandria and individuals,
-
I
9372 97
41949 35
6886 25
56700 00
5273 72
120182 29
capital stock from state of Virginia,
-
127 50
14406 78
64178 03
10239 88
84450 00
7910 58
181312 77
retained in company's hands by attachments and otherwise,
-
-
-
-
-
I
I
1674 83
rent,
-
-
-
-
-
-
-
-
43 00
freight and passengers, and carrying U.S. mails,
-
-
-
-
I
-
-
-
112022 70
loans on bonds of the company,
-
-
-
-
I
-
-
-
136601 25
Digitized by Google
temporary loans from Board of public works in anticipation of sub-
scriptions,
-
-
-
1
,
-
-
25000 00
loans negotiated at short time,
+
.
-
-
-
-
1
,
-
-
59200 00
bills payable for machinery, &o.
+
-
-
-
-
I
-
-
-
4868 24
checks outstanding,
.
-
.
-
-
-
-
-
-
1685 16
$127 50
23779 75
106127 38
17126 13
141150 00
13184 30
655138 97
E. E.
Doc. No. 17.
395
List of Engineers and others employed upon Surveys for the extension of the
Orange and Alexandria Railroad to Lynchburg-October 1853.
NAMES.
DUTIES.
COMPENSATION.
First Party.
Gabriel C. Wharton,
-
-
Assis't engin'r and surveyor,
Per day, 4 11
J.D. Pierce,
-
Assistant surveyor,
"
-
-
1 50
William Ramsey,
Fore chainman with staff,
"
-
-
-
1 00
Head chainman,
-
"
1 00
Axeman,
"
-
1 00
E. Lorraine Mason,
-
Leveler,
"
-
-
2 50
Israel Battaile,
Asssistant leveler,
"
-
-
-
1 50
L. Wilberforce Reid,
Rodman,
"
-
-
-
1 00
Taylor Berry.
"
-
-
Rodman,
1 00
Charles F. Mayer,
-
Draftsman and calculator,
"
-
-
1 50
Peter, (colored man,)
Cook,
"
-
-
-
1 00
2d axemen, (occasionally,)
"
-
] 00
Total per diem,
-
$ 18 11
Second Party.
T. Johnson Evans,
-
-
Assistant engineer,
-
Per day, 4 11
J.F. Brown,
Surveyor,
"
-
-
-
2 50
F.J. llenry,
Fore chainman with staff,
"
-
-
-
1 00
James M. Macon,
-
-
Head chainman,
"
-
1 00
T. J. Butler,
Leveler,
"
-
-
.
2 50
Madison Tyler,
-
Assistant leveler,
"
-
-
1 50
Richard M. Weir,
-
-
Rodman,
"
-
1 00
T. B. Willis,
Rodman,
"
-
-
-
1 00
M. A. Miller,
-
Draftsman,
"
-
-
2 50
Wesley Coffer,
-
Axeman, (colored,)
"
-
-
1 00
Total per diem,
-
$ 18 11
Third Party.
John B. Stanard,
-
-
Assis't engn'r and surveyor,
Per day, 4 11
Jerome B. Norvill,
Asssistant surveyor,
"
-
-
-
1 50
Hord,
-
-
Fore chainman with staff,
"
-
1 00
William E. Perry,
-
-
Head chaiuman with staff,
"
-
1 00
J. V. Loyd,
Axeman,
"
-
-
-
1 00
H.M. Patten,
Leveler,
"
-
-
-
2 50
John S. Gibson,
-
-
Rodman,
"
-
1 00
John M. Eaches,
Rodman,
"
-
-
-
1 00
August Faul,
.
Draftsman and calculator,
"
-
-
2 50
Harry, (colored man,)
-
-
2d axeman, (occasionally,)
"
-
1 00
Total per diem,
-
$ 16 61
T. C. ATKINSON,
C. Eng. Extension.
O. & Alex. R. Extension, Alex'a, Oct. 20, 1853.
Digitized by Google
396
Doc. No. 17.
Length of Improvement.
61} miles finished; 26; miles unfinished; and 9 miles of a lateral branch to Warrenton
The parties for the repairs of the road are divided into three divisions of about twenty
miles each in length. A supervisor has the immediate charge of a division, whose duty's
constantly to pass over it.
The parties are again subdivided into gangs of three or four men, to whom a particular
length of road is given to keep in full adjustment and repair.
H. W. VANDEGRIFT,
Eng. and Gen'l Sup't
Digitized by Google
Doc. No. 17.
397
A List of the Officers of the Orange and Alexandria Railroad Company on the
30th day of September 1853, with their Duty and Compensation.
NAMES OF OFFICERS.
IN WHAT CAPACITY-
PAY.
John S. Barbour, jr.
-
President,
-
-
-
1500 00
Henry Dangerfield,
-
Director on the part of private stockholders,
Actual expenses.
Silas Burke,
Philip B. Jones,
Directors on the part of the state,
-
Do.
Inman Horner,
James H. Reid,
-
Clerk and treasurer,
-
-
1200 00
John L. Pascoe,
-
Assistant in clerk's office,
.
-
750 00
Thos. C. Atkinson,
-
Chief engineer on Lynchburg extension,
-
3000 00
H. W. Vandegrift,
-
Engineer and gen'l supit on 3 first sections,
2000 00
Wm. B. Brockett,
-
Ticket agent Alexandria,
-
-
650 00
W. S. Fewell,
-
Assistant in transportation office,
-
650 00
A. R. Freeman,
-
Agent at Rappahannock,
-
.
391 25
A. B. Nelson,
-
Do. Brandy,
-
-
150 00
J.M. Broadus,
-
Do. Culpeper court-house,
-
500 00
Wm. Romans,
-
Master machinist,
-
-
1000 00
J. H. REID, Clerk.
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398
Doc. No. 17.
RICHMOND AND DANVILLE RAILROAD COMPANY.
RICHMOND AND DANVILLE RAILROAD OFFICE,
November 2, 1853.
To the Board of Public Works.
GENTLEMEN,
I have the honor to submit herewith the report of the secretary
and treasurer of the Richmond and Danville railroad company, exhibiting the
financial condition of the company upon the close of the last fiscal year.
The report is accompanied by a list of the private subscribers, showing the
entire amount subscribed, with the amount unpaid on the 30th ult.
I trust that the statements cannot prove otherwise than satisfactory and gratify-
ing to the Board of public works, as this improvement has continued to furnish
additional evidence of success with every step of its progress. It has, within the
last twelve months, reached only the threshold of that extensive, important and
productive country which is to constitute its great and almost inexhaustible
aliment hereafter. It may, indeed, be said hardly to have touched that threshold
until it reaches the Staunton river, at and beyond which it will extend the arms
of its influence and usefulness to a dergree far beyond anything heretofore accom-
plished. Whilst the success of this enterprise has gratified and delighted its early
and warm friends, it has equally disappointed its opponents and those who pre-
dicted its uselessness and failure.
It is now rapidly approaching its completion. By the close of the present year,
the road may be confidently expected to be running to the Staunton river, (dis-
tance 90 miles,) the bridge over which stream will by that period be completed.
A very large proportion of the grading and masonry beyond the river has been
accomplished-some twenty miles east of Danville having heretofore been com-
pleted, and such other amount as justifies the board in the belief that without
accident the whole amount of grading will be finished by July or August in the
ensuing year. The iron has been purchased for the entire road in England upon
the most favorable and satisfactory terms, and the superstructure will be laid from
the Staunton river with the utmost possible despatch. Should the directory be
able to realize their hopes upon the subject, they flatter themselves, that without
accident or some untoward circumstances, they may reach Danville or its neigh-
borhood by the end of the coming year; which, when it shall be done, we have
every reason to believe that the state will find no cause of regret that she gave
her aid in this enterprise.
By order of the board of directors.
Most respectfully,
Your ob't serv't,
WHIT'L P. TUNSTALL Pres't.
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400
Doc. No. 17.
Report of the Treasurer of the Richmond and Danville Railroad Company, showing
(20th November 1847)
Capital stock authorized 9th March 1847,
-
-
1500000 00
"
"
"
20th March 1851,
.
-
500000 00
Total present capital stock,
-
$ 2000000 00
Subscribed by individuals, 3900 shares of the ori-
ginal capital stock, -
-
-
390000 00
And 276 shares new stock,
.
-
27600 00
417600 00
Subscribed by the corporation of Richmond, 2000
shares original stock, -
-
-
200000 00
And 500 shares new stock,
-
-
50000 00
250000 00
Subscribed by the corporation of Danville, 100 shares original
stock,
-
-
-
10000 00
-
-
Subscribed by the county of Pittsylvania, 300 shares new stock,
30000 00
Subscribed by the county of Henry, 200 shares new stock,
-
20000 00
Subscribed by the commonwealth of Virginia, 9000
shares original stock, -
-
-
900000 00
And 1554 shares new stock,
-
-
155400 00
1055400 00
Total subscription 17830 shares, equal to
-
1783000 00
Deduct:
Unpaid by individuals,
-
-
-
42804 53
"
state of Virginia,
.
-
34656 00
77460 53
Total receipts on subscriptions,
-
-
1705539 47
Namely:
From individuals,
-
.
-
374795 47
city of Richmond,
-
.
250000 00
town of Danville, -
-
-
10000 00
Pittsylvania county,
-
-
30000 00
Henry county,
.
.
-
20000 00
state of Virginia, -
-
. 1020744 00
Receipts as above,
-
1705539 47
Guaranteed bonds issued without coupons,
.
.
60000 00
"
"
"
with coupons,
-
.
140000 00
200000 00
Receipts from capital and bonds,
-
.
.
1905539 47
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Doc. No. 17.
401
the Receipts, Disbursements and Liabilities of the Company from its organization,
to September 30, 1853.
Construction of the road :
Grading and masonry of main line and branches, including cost of instru-
ments and engineering for the whole work, eastern and western divi-
sions,
-
-
-
-
-
.
968057 45
Masonry and superstructure of road and farm bridges, James river, Appo-
mattox, Meherrin, &c. &c.
-
-
-
-
189827 52
Materials for superstructure of the road, such as iron, timber, sills, spikes,
plates, chains, &c., track laying, depot and station buildings, water sta-
tions, wood sheds, tanks, wells, &c.
-
-
-
.
685759 59
Machinery and furniture for the running of the road, locomotives, passen-
ger, baggage, freight, coal, stone, track and hand cars, and other furni-
ture pertaining to the transportation department,
-
-
237730 92
Belle Isle bridge, present cost,
-
-
-
-
17000 00
Total cost for road and furniture,
-
-
-
2118375 48
Land damages, as far as settled,
-
-
-
26428 10
Real estate in Richmond and Danville,
-
-
10872 56
Salaries, law expenses, per diem and mileage of directors, col-
lection of requisitions on stock, office and contingent expenses,
42137 60
Interest paid on bonds,
-
-
-
24832 76
temporary loans,
-
-
5780 58
permanent loan,
-
775 92
redemption fund,
-
129 32
905 24
sundry accounts,
-
-
7513 42
39032 00
Deduct amounts received from sundry accounts,
-
3347 03
35684 97
115123 23
Total for road, property, &c. &c.
-
-
.
2233498 71
51
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402
Doc. No. 17.
Brought forward,
1905539 47
Received from rents of real estate,
-
1189 97
Receipts of transportation department,
,
.
252961 64
Open accounts due "
"
-
-
13282 71
Gross business of the road,
-
-
266244 35
Deduct expenses paid,
-
-
150184 63
accounts due and unpaid,
-
.
9405 23
159589 86
Net business of the road,
-
-
106664 0
Received on account of state loan of $ 600000, .
-
200000 00
Amount due stockholders on account,
-
.
130 @
Debts due by the company:
Road connections: due stage owners,
-
490 47
Bills payable: notes due,
,
.
-
7362 92
Reserved fund held under contract,
-
-
11040 14
Open accounts: due contractors and others,
-
#
64347 22
"
" transportation acc'ts,
.
9405 23
92645 98
8 2306159 $
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Doc. No. 11
403
Brought forward,
2233498 71
Debts due to the company :
Advances to contractors, open accounts and bills receivable,
-
11158 91
Accounts due from transportation account,
-
.
13282 71
24441 62
County bonds unsold,
-
.
-
.
-
39000 00
Funds in hand, banks, &c.
.
-
.
-
9219 58
$ 2306159 91
E. & O.E.
P. VAN DEURSEN,
Sec'y and Treas.
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Doc. No. 17.
OFFICE R. AND D. RAILROAD Co.
October 31, 1853.
counts, have examined the books and accounts of the Richmond
- company, and find them correct, supported by proper vouchers, and
. owith present a synoptical statement showing the true condition of the affairs of the
company on the 1st instant, corresponding with the balance sheet on file in this office.
A. F.D. GIFFORD,
ROBERT H. MAURY,
Com. of Acc'te
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Doc. No. 17.
B.
Receipts and Disbursements of the Richmond and Danville Rail-
ceipts:
ed from individual stockholders,
.
-
35167 65
"
corporation of Richmond,
-
-
50000 00
**
Pittsylvania county,
-
-
30000 00
"
Henry county,
-
-
-
20000 00
135167 6
"
sale of instruments, &c.
-
-
315 00
**
rents of real estate,
-
.
150 00
465 00
"
state of Virginia, on acc't,
-
-
-
198047 00
"
do. temporary loan,
-
-
50000 00
"
permanent state loan,
-
-
-
200000 of
"
transportation department,
.
-
-
163956 14
Total funds received,
-
-
747635 29
viz: Total receipts,
-
-
697635 79
Advances from the state,
-
50000 00
Total as above,
.
$ 747635 79
Balance, per last year's report,
.
.
-
-
25539 06
$ 773174 85
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Doc. No. 17.
407
road Company within the year ending 30th September, 1853.
Disbursements:
On account of grading and masonry,
-
-
-
115415 14
On account of depot improvements, track laying and materials for station,
houses,
-
-
-
-
-
-
83101 85
On account of spikes, timber, sills and iron for superstructure,
-
14956 10
On account of engineering expenses,
-
-
-
14366 45
On account of salaries, office expenses, per diem and mileage of directors,
law expenses, collectors of requisitions, &c.
-
-
8315 41
On account of land damages,
-
-
-
-
7767 41
On account of road and farm bridges,
-
-
.
27277 36
On account of Belle Isle bridge,
-
-
-
-
3049 02
On account of machinery and furniture of the road, engines and cars,
90503 23
On account of transportation department,
-
-
-
96416 70
On account of interest on bonds, state loan, &c.
-
-
19041 27
On account of open accounts,
-
-
50354 83
On account of reserved fund,
-
-
.
3465 08
On account of amount due to banks,
-
8500 00
On account of advances from the state due per last
report,
-
-
-
70000 00
On account of advances this year,
-
50000 00
On account of bills payable, notes due,
-
51266 51
233586 42
Total disbursements,
-
-
713796 36
Advances to contractors, due from them, and bills
receivable,
-
-
-
-
10850 91
In hand-disbursing agent,
-
-
-
308 00
Do.-county bonds unsold,
-
-
-
39000 00
50158 91
Funds in hand, banks, &c.
-
-
0
0
9219 58
$ 773174 85
E. & O. E.
P. VAN DEURSEN,
Sec'y and Treas.
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408
Doc. No. 17.
C.
Synoptical Statement of the Condition of the Richmond
Receipts on subscribed stock from individuals, state of Virginia, corpora-
tions and counties, per statement A,
-
-
-
1705539 c
Receipts from guaranteed bonds,
-
-
.
-
200000 00
"
"
state loan, part of $ 600,000,
-
-
-
200000 @
Due from state loan, balance of $ 600,000,
.
-
-
400000 *
a
subscribed stock, unpaid,
-
-
-
-
77460 X
New stock to be subscribed-balance of 5,000 shares, by individuals and the
state of Virginia,
-
-
-
-
-
217000 #
Total capital, bonds and loan,
-
-
-
2800000 00
Received for rents of real estate,
-
-
-
-
1189 X
Transportation-net business of the road,
.
-
-
106654 0
Total receipts and resources,
.
-
.
2907844 n
Deduct-cost of road, property, &c.:
Expended, per statement A,
-
-
-
-
2233498 71
674345 no
Add:
Probable net business of the road to September 30th, 1854, appropriated to
the completion of the road to Danville, by resolution of the stockholders,
say,
-
-
-
-
-
-
125000 ⑉
Tatal anticipated resources of the company,
.
.
$799345 75
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Doc. No. 17.
409
and Danrille Railroad Company, September 30th, 1853.
Capital stock to be subscribed by individuals and the state of Virginia, ba-
lunce of 5.000 shares new stock, 2,170 shares,
-
-
217000 00
Am'nt due from subscribed stock by individuals and the state, statement A,
77460 53
Ain'ts due from contractors and others. per statement A,
-
11158 91
Am'ts due from transportation department, statement A,
-
13282 71
24441 62
Due from state loan, undrawn,
-
-
-
-
400000 00
County bonds, unsold,
-
-
-
39000 00
Funds in hand, statements A and B, -
-
-
9219 58
48219 58
Total gross means of the company,
-
-
767121 73
/
Deduct:
Debts due by the company to contractors and others, per state-
ment A.
-
-
-
-
-
92645 98
To be credited to stockholders,
-
-
-
130 00
92775 98
674345 75
Add:
Probable net business of transportation of road to September 30th, 1854,
125000 00
Total anticipated means,
-
-
-
$ 799345 75
E. & O. E.
P. VAN DEURSEN,
Sec'y & Treas.
52
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D.
Business of the Richmond and Danville Railroad for the year ending September 30th, 1853.
Coal.
Stone.
Freights.
Mail.
Passengers.
Miscellaneous.
1853-Total.
1852-Total.
Increase.
1852-October.
-
-
1141 01
366 28
5485 30
-
4264 88
614 16
11871 63
3880 25
7991 38
November,
-
-
1091 57
433 16
5136 37
-
3463 95
86 38
10211 43
4310 24
5901 19
December,
-
-
1050 40
473 25
5042 37
710 60
4289 72
183 44
11749 78
4717 92
7031 86
1853-January,
-
-
895 84
475 78
2590 60
-
3330 95
113 32
7406 49
4465 73
2940 76
February,
-
-
1266 22
629 84
4039 76
-
2669 26
164 36
8769 44
4965 27
3794 17
March,
-
-
1137 91
681 39
5761 at
806 61
3691 48
270 90
12349 30
6344 50
6004 80
April,
-
-
1380 00
799 15
7977 37
-
3332 27
287 69
13776 48
4987 38
8789 10
May,
-
-
1350 87
642 45
9122 60
-
4391 10
291 88
15798 90
6749 26
9049 64
June,
-
-
1566 76
505 05
8416 94
803 75
4005 98
223 03
15521 51
7882 50
7639 01
July,
-
-
1514 41
545 91
7970 12
-
4817 74
251 28
15099 46
9292 93
5806 53
August,
-
-
1603 35
766 12
11657 01
I
6231 54
249 06
20507 08
10185 98
10321 10
September,
-
-
1622 35
762 08
12410 27
803 75
6054 79
250 53
21903 77
13542 58
8361 19
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$15620 69
7080 46
85609 72
3124 71
50543 66
2986 03
164965 27
81324 54
83640 73
P. VAN DEURSEN, Sec. and Treas.
Doc. No. 17.
411
E.
List of Officers of the Richmond and Danville Railroad Company, and Agents con-
nected therewith, together with their Salaries, Sept. 30, 1853.
OFFICERS.
NAMES.
SALARIES.
President,
-
-
Whit'l P. Tunstall,
-
$ 2000 per annum.
Vice president, -
-
A. F. D. Gifford,
Secretary and treasurer,
-
P. Van Duersen,
-
1800
"
V. Witcher.
-
Directors on the part of
Lewis E. Harvie,
$
4 per day, and their tra-
-
the state,
Jonathan B. Stovall,
veling 15 cts. per unile to
.
Directors on the part of
A. F. D. Gifford,
and from the meetings of
-
-
the board.
the stockholders,
R. H. Maury,
-
Chief engineer,
Andrew Talcott,
-
$
300 per annum.
Assist't do.
-
F.S. Claxton,
-
115 per month.
Do. do.
-
Ernest Kurth,
-
115
"
Do. do.
-
Geo. N. Skipwith,
115
"
-
Transportation dep't:
Acting superintendent,
-
C. G. Talcott,
-
$ 2000 per annum.
Ticket agent,
-
R. E. Hughson,
-
50 per month.
Freight agent,
.
A. W. Millspuugh,
.
1000 per annum.
Depot agent, Coalfield,
-
James Morrisett,
-
33 33 per month.
Do.
do.
Powhatan,
-
B. A. Goode,
33 33
"
-
Do. do. Mattoax,
-
Daniel Marks,
-
33 33
"
Do.
do.
Chula,
-
Merriman,
33 33
"
-
Do.
do.
Amelia C. H.
R. B. Smithey,
-
33 33
"
Do.
do.
Wyanoke,
R. A. Moody,
33 33
"
-
Do.
do.
Hatokah,
-
W.F. Burke,
-
33 33
"
Do.
do.
Meherrin,
-
George Blake,
-
33 33
"
Do.
do.
Keysville,
-
Win. A. Tufts,
33 33
"
-
Do.
do.
W. terminns,
W. W. Grigg,
-
50 00
"
In addition to the above officers and agents, there are employed, in the repairs of the
road and at stations, the requisite overseers, watchmen and laborers, and in the running of
the road, the necessary clerks, engine and train hands.
P. VAN DEURSEN,
Sec'y and Treas.
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412
Doc. No. 17.
RICHMOND, FRED'SBURG AND POTOMAC R. CO.
PRESIDENT'S REPORT.
OFFICE R.F. & PoToMac RAILROAD COMPANY,
Richmond, November 30, 1853.
WILLIAM R. DRINKARD, Esq.
SIR,
In conformity with the provisions of chapter 72 of the Code of
Virginia, I hand you herewith tabular statements, showing the condition of the
company on the 30th September 1853, the receipts and expenditures for the year
ending on that day, a list of the stockholders of the company, and the report of
the president and directors to the stockholders at their annual meeting on the
30th of May last, with accompanying documents.
In expressing the opinion which they did in their last anunal report, that
redress might yet be obtained "in the courts of the state, or of the United
States," for the damage which this company has sustained by reason of the use.
on the part of the Virginia Central railroad company, of their road between the
Junction and the City of Richmond, the board of directors still flatter themselves
that they will not be disappointed. The recent opinion delivered by Judge
Meredith, of which a copy is herewith transmitted, it will be found on examina-
tion, admits to a great extent the claim preferred by this company for redress in
the case: and in expressing the opinion. which he does most clearly and decidedly.
that the use of their road between the Junction and the City of Richmond by
the Virginia Central railroad company for the transportation of way travel. is
a clear infraction of the chartered privileges of the complainants," (the Rich-
mond, Fredericksburg and Potomac company.) he accords to this company, in the
opinion of the board of directors. a right to ask at his hands a prohibition by
injunction of the use of this work by the Virginia Central railroad company for
the transportation of passengers. for the reason. that the very language of the
charter of this company stipulates. that no road capable of the result at which
the judge arrives. would be allowed on the part of the general assembly. in- any
portion of the distance between the city of Richmond and the city of Washington.
It is difficult to perceive how by any other mode or measure the relief in i-
cated by the judge. as necessary and proper. under the circumstances ": to
embarrass the case. can be attained: and the board of directors flatter themselves
with the hope. that if the final decree of the judge should fall short of the 7:1
cation of this mode of redress. the supreme court of the state. to which
invites a reference of the cause, will be found ready. after an examination of AS
merits. to award an unqualified injunction against the use of the road in question
for the transportation of travel in conflict with their charter.
The board of directors cannot forbear inviting the attention of the Board d
public works to the importance of obtaining at the hands of the legislature such
authority as may be necessary to euable them to secure a safe and judicious
Digitized by Google
Doc. No. 17.
413
crossing of one railroad by another, in cases where it may be desirable to protect
one or both from the dangers of collision. They are impelled to do so at the
present moment, more particularly in consequence of the occurrence of an acci-
dent of the kind on their track near the Junction, since the date of their last
annual report, resulting from the obstruction of their track through means of a
locomotive in the service of the Virginia Central railroad company. The Board
of public works is doubtless familiar with the history of a collision which
occurred within the present year, on the road of the Southern Indiana company,
at its point of intersection with the railroad of the Michigan Central company.
The crossing in this case was on a level, and the loss of life resulting from the
collision 80 serious, as to cause a change in the location of the track of the last
named company, at the instance of commissioners specially appointed. Nothing
more awful can be contemplated than the results which may flow from neglect
on this head, and nothing is easier than to guard against a contingency of the
character referred to, by an enactment, that any road which has, or may cross
the track of another, shall do so either above or below its level, as may best
comport with its neighboring grade.
The whole income of the company for the past year, it will be perceived, was
249,691 53, and the items of expenditure amount to the sum $133,896. Among
these last are embraced solid improvements of the roadway and its equipment,
well adapted to the accommodation of the public and the successful operations
of the company. It is gratifying to the board of directors to be able to state, for
the information of the Board of public works, that notwithstanding the heavy
outlay which the company has been compelled to encounter, within the time, for
the improvement of their road and machinery, and for losses sustained by fire, a
comparison of their condition at the present date, with that occupied by the com-
pany five years ago, will exhibit a clear increase of available means to the extent
of 60,005 33, independent of the enhanced value of their property and as the
board of directors entertain no doubt of a still further increase of net receipts,
there will be, it is hoped, little or no difficulty in meeting the wish expressed by
their stockholders, at the recent general meeting, in regard to the relay of the
track with heavy iron, without encroaching upon the regular dividends of the
company.
Respectfully submitted, on behalf and by order of the board of directors.
ED. ROBINSON, Pres't.
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414
Doc. No. 17.
Statement of the Affairs of the Richmond, Fredericksburg and Potomac Railroad
Cost of the road and property :
From Richmond to Acquia creek,
,
-
1531238 #
Debts due to the company :
From individuals, on new stock,
-
-
2370 00
From bills receivable,
-
158183 75
From the post office department and sundries on open acc't,
28590 85
18914 All
Investments:
Certificates of debt of this company,
-
17599 67
Stock of the Washington and Fredericksburg steamboat co,
27800 00
Bouds of the
"
"
0
25000 00
70399 "
Cash:
On hand 30th September 1853,
31008 2)
1821791 02
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Doc. No. 17.
415
Company, since the commencement of the Work to the 30th of September 1853.
Capital stock :
Subscribed by the state,
2752 shares old stock,
:
275200 00
"
individuals,
4248
6
"
-
424800 00
"
"
3000
"
new stock,
.
300000 00
1000000 00
Debts due by the company of a permanent nature :
Bonds due in London in 1860, £ 67,500 sterling, proceeds, -
324005 61
Bonds due in Philadelphia in 1856, and convertible,
-
60000 00
Certificates of debt issued for dividends due in 1857,
-
73000 00
"
"
"
"
"
1869,
-
146000 00
603005 61
Debts due by open account:
Debts in open account.
-
-
-
27394 46
Unpaid dividends,
-
-
-
-
1449 37
28843 83
Profit and loss :
Receipts from transportation since the commencement of the
work to the 30th September 1853,
-
-
3269032 58
Receipts from rents of real estate to 30th September 1853, -
5539 87
3274572 45
Expenses of transportation since the commencement of the
work, loss of bridges and depot by fire, intere-t, interest on
new stock and certificates of debt to 30th September 1853,
2306502 88
968069 57
Dividends paid since the commencement of the work to the
30th September 1853,
-
-
-
778127 99
189941 58
Profit and loss for the year ending 30th Sept. 1853:
Amount of profit and loss 30th Sept. 1852,
-
-
166447 58
Receipts from transportation to 30th Sept. 1853,
249641 53
Receipts from rents of real estate to 30th Sept. '53,
50 00
249691 53
Expenses of transportation for the
year ending 30th Sept. 1853,
133896 00
Interest to 30th September 1853,
11031 49
Interest on certificate of debt to do.
12000 24
Dividends to 30th September 1853,
69269 80
226197 53
23494 00
$1821791 02
C. W. MACMURDO, Treas.
Richmond, Sept. 30, 1853.
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416
Doc. No. 17.
Statement of Receipts and Disbursements for the year ending Sept. 30, 1853.
Receipts:
Cash on hand 30th September 1852.
-
-
-
30826 95
Debts due to the company-received this sum,
-
.
-
10070 @
Stock purchased,
"
"
-
-
-
4861 46
Rents of real estate,
"
"
-
-
#
50 00.
Transportation,
"
**
-
-
263815 69
Less, additional amount allowed the Washington and Frede-
ricksburg steamboat company for the year ending the 31st of
March 1853, under the resolutions of the board of directors
and stockholders,
-
I
.
-
14174 16
249641 y
Disbursements:
Bills receivable-invested this sum,
-
-
-
28425 28
Bills payable-paid off this amount,
.
-
5158 09
Debts due by the company-paid off this amount,
-
4661 31
Expenses of transportation-paid this sum,
-
113896 00
Extraordinary expenses, viz:
Four new passenger coaches,
-
-
9500 00
New improvement with granite to bridges,
-
1500 00
New improvement to wharf at creek,
.
2500 00
New buildings of brick at Fredericksburg depot,
engine-house, &e.
-
-
6000 00
New buildings on road, car-house and depot-house,
500 00
133896 00
Interest-paid this sum,
-
.
-
11031 49
Interest on certificate of debt-paid this sum,
-
-
12000 24
Dividends-paid this sum,
#
-
-
69269 80
Cash on hand 30th September 1853,
-
-
31008 35
$ 295450 56 295450 56
C. W. MACMURDO, Treas.
Richmond, 30th September 1853.
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Doc. No. 17.
417
STATEMENT
Showing the Current Expenses paid out of the Income of the Company from 30th
September 1852 to 30th September 1853.
1st October 1852 to
1st April 1853.
1st April 1853 to 1st
October 1853.
Total for 12 months.
Officers' salaries, embracing the president, superin-
tendent. treasurer and assistant treasurer,
.
3425 00
3300 00
6725 00
Office expenses, embracing the printing, advertising,
postages, newspapers, stationery, &c.
-
345 29
370 49
715 78
Depot expenses, embracing compensation of agents,
repairs, water rents in Richmond and hands at
country depots,
-
13172 02
6321 58
19493 60
Repairs of road. embracing timber, iron, compensa-
tion of managers, overseers, hire and support of
hands,
-
-
-
20675 97
18143 80
38819 77
Train expenses, embracing compensation and ex-
penses of captains, engine drivers and cost of
wood and oil,
-
-
17012 77
13756 53
30769 30
Repairs of engines, cars, &c., embracing compensa-
tion of foremen in shops, workmen, and materials
used in repairs, &c.
-
-
-
15429 88
17967 23
33397 11
Current contingent expenses,
-
-
717 28
1883 16
2600 44
Omnibus account,
-
-
-
750 00
625 00
1375 00
$ 71528 21
62367 79
133896 00
C. W. MACMURDO, Treas.
Richmond, 30th September 1853.
53
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418
Doc. No. 17.
STATEMENT
of the Income which accrued to the Richmond, Fredericksburg and Potomat
Railroad Company from 30th Sept. 1852 to 30th Sept. 1853.
DATE.
Long travel.
Local travel.
Freight.
Mail
Total
1852-October,
-
-
15508 67
2420 86
2329 98
2437 50
22697 of
November,
-
12223 03
2257 15
1945 63
2437 50
18863 X
December,
-
-
11516 96
3432 27
1550 72
2437 50
18937 6
1853-January,
-
-
11940 77
3500 51
1596 14
2437 50
19474 :
February,
-
14221 53
1982 53
1548 30
2437 50
20189 8
March,
-
.
23716 65
2795 72
2096 08
2437 50
31045 $
April,
.
-
14099 27
2279 06
1885 70
2275 00
20539 0
May,
-
-
12856 22
2999 86
1980 70
2275 00
20111 78
June,
.
,
11586 63
2919 19
1294 63
2275 00
18075 0
July,
-
-
12887 85
3003 64
1744 47
2275 00
19910 X
August,
1
,
16225 75
3162 80
3983 63
2275 00
25647 8
September,
-
19443 68
3374 20
3239 01
2265 90
28322 a
176227 01
34127 79
25194 99
28265 90
263815 e
Less this sum allowed the Washington and Fredericksburg
steamboat company under a resolution of the board of
directors 16th April 1853,
-
7087 08
Less this sum allowed the Washington and Fredericksburg
steamboat company under a resolution of the stockholders,
7087 08
14174 If
249641 $
Add rents of real estate for the year ending 30th September 1853,
50 n
249691 SI
Deduct expenses of transportation for the year ending 30th Sept. 1853,
133896 @
$115795 2
C. W. MACMURDO, Trus.
Richmond, Sept. 30, 1853.
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Doc. No. 17.
419
STATEMENT
Of the Officers of the Richmond, Fredericksburg and Potomac Railroad Com-
pany, and Agents connected therewith, together with their Salaries.
-
OFFICERS.
NAMES.
To what account charged.
Amount.
President,
-
-
Edwin Robinson,
-
Officers' salaries,
-
.
$3000
Treasurer and secretary,
-
C. W. Macmurdo.
"
1800
Agent of transportation,
Sam'l Ruth,
"
-
-
900
Suprintendent of road,
-
Wm. N. Bragg,
"
-
900
Ticket cl'k and ass't treas'r,
J.B. Winston,
-
Depot expenses,
-
-
900
Freight clerk,
F.J. Smith,
"
-
-
-
800
Assistant do.
-
Wm. G. Sarvay,
"
-
-
300
Depot agent at Fred'burg,
M. W. Bailey,
"
-
-
450
Do. at Guiney's,
Wm. F. Dabney,
"
-
-
330
Do. at Milford,
R.H. Hoomes,
"
-
-
330
Do. at Polecat,
-
R. Turner,
"
-
330
Do. at Chesterfield,
Chs. Woolfolk,
"
-
330
Do. at Taylorsville,
R.T. Hackett,
"
-
330
Overseers of road,
-
J.L. Thompson,
-
Repairs of road,
-
-
500
Do.
Noble Jordan,
"
-
-
-
420
Do.
-
Jef. Thompson,
"
-
-
420
Do.
-
L. Trambam,
"
-
-
420
Do.
R. H. Burruss,
"
-
.
-
420
Foreman of machine shops,
Irvin Smith,
-
Repairs of engines, cars, &c.
900
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420
Doc. No. 17.
There are employed on the Northern mail trains 3 conductors, at $50 each per month:
4 engine drivers, at $65 per month; 10 colored train hands and firemen.
On the freight train there are 2 engine drivers, at $60 per month, and 6 colored hands
and firemen.
There are employed in the machine shop 10 white and 1 colored hands by the day. to
the blacksmith shop, 1 foreman, 2 white and 3 colored hands by the day, 1 slave and 1
apprentices. In the carpenter shop, 1 foreman, 5 white and 2 colored hands by the day,
and 2 slaves. In the yard, I white and 5 colored hands, 2 car inspectors and 2 night ward.
(white.) In the freight room, 1 bag maker, 4 colored hands and 1 cook. One hand in the
office and one at the stationary engine.
There are employed at all the depots and water stations out of Richmond, twenty-cm
In repairing the road from Richmond to the creek, seventy colored hands are employed,
and six night watch at the bridges, viz:
One at Potomac run bridge, at
$20 per month.
One at Fredericksburg bridge, at
30
"
One at Hazel run
"
at
10
"
One at North Anna
**
at
15
"
One at Little river
"
at
15
"
One at South Anna
"
at
20
"
C. W. MACMURDO, Treas.
Richmond, Sept. 30, 1853.
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Doc. No. 17.
421
OPINION.
IN CHANCERY.-The Richmond, Fredericksburg and Potomac Railroad Company,
Plaintiffs, against the Virginia Central Railroad Company, Defendants.
The complainants filed their bill in this cause, setting forth that the extension of the road
of the defendants, from the Junction to or near the dock in the city of Richmond, and the
transportation of freight and passengers on the same, is inconsistent with the previous grant
to the complainants, and impairs the obligations of the contract made by the legislature
with them; that the lands condemned for their franchise cannot be taken from the com-
plainants for the use of the respondents, and that they have therefore no right to build their
road across the road of the complainants: and that the road of the respondents, from the
!
Junction to the city of Richmond, has been completed, and is daily used for the transporta-
tion of freight and passengers. They pray, therefore, 1st, that the respondents may be
injoined from crossing the road of the complainants, on the level thereof; 2d, from carrying
freight or passengers between the Junction and the city of Richmond and 3d, that the
respondents render an account of the receipts by them for freight and travel between the
Junction and the city of Richmond, which would have accrued to the complainants, but for
the use of the respondents' road.
The respondents, in their answer, deny that the act of the 27th March 1848, which autho-
rizes them to construct their road from the Junction to or near the dock in the city of Rich-
mond, in any manner violates any right guaranteed to the complainants by their act of
incorporation. But whilst there is this general denial of any infraction of the rights of the
complainants, yet the admissions of the answer and the proofs in the cause show that the
respondents have transported and are still transporting freight and passengers on their road
from the Junction to the city of Richmond; and that it is their intention, on the completion
of the Orange and Alexandria road. to enter into an arrangement with that company,
by which passengers can be carried through from the city of Richmond to the city of
Washington. It becomes necessary, under these circumstances, that the court should
enquire and ascertain to what extent, if any, the respondents have invaded the privileges
guaranteed to the complainants by their act of incorporation; what relief, if any. can be
afforded for such violation of the rights and privileges of the complainants; and how far
the court should exercise its preventive powers to restrain the respondents from infringing
further on those rights.
Before entering upon this enquiry, it is proper to premise, that in a former controversy
between these parties, the supreme court of the United States recognized the well-settled
principle, that the grant of a franchise is of no higher order, and confers no anore sacred
title, than a grant of land to an individual; and when the public necessities require it, the
one, as well as the other, may be taken for public purposes on making suitable compensa-
tion ; nor does such an exercise of the right of eminent domain interfere with the inviola-
bility of contracts: and applying this plinciple to the then controversy between these
parties, that court held that these respondents had the right under their charter to construct
their road from the Junction to the city of Richmond, and to cross the road of the com-
plainants on the level thereof; and that the use of such a road for the transportation of
freight was not a violation of the rights guaranteed to the complainants by their act of
incorporation. These questions having been adjudicated in a former suit between these
parties, by a court of competent appellate jurisdiction, I am bound to obey that decision,
and in good faith to carry it out
"entrovery that may arise between the
same parties touching the mmd
If opinions I might entertain if they
had come originally before -
1
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422
Doc. No. 17.
The remaining question presented by the pleadings and the proofs in this cause, and the
only one which I can consider. is the right of the respondents to transport passengers on
their road-a right which depends on the interpretation to be given to the 38th section of
the act of incorporation of the company complaining, containing the pledge or contract
made by the state with them, which their bill charges to have been impaired and violated by
the charter of the respondents.
The 38th section and its preamble are as follow:
" And whereas the railroad authorized by this act will form a part of the main northern
and southern route between the city of Richmond and the city of Washington, and the
privilege of transporting passengers on the same and receiving the passage money will. it
is believed, be a strong inducement to individuals to subscribe for stock in the company;
and the general assembly considers it just and reasonable that those who embark in the
enterprise should not be hereafter deprived of that which forms a chief inducement to the
undertaking:
S 38. Be it therefore enacted and declared, and the general assembly pledges itself to
the said company, that in the event of the completion of the said railroad from the city of
Richmond to the town of Fredericksburg within the time limited by this act, the general
assembly will not, for the period of thirty years from the completion of the said railroad,
allow any other railroad to be constructed between the city of Richmond and the city of
Washington, or for any portion of the said distance, the probable effect of which would
to diminish the number of passengers traveling between the one city and the other, upon the
railroad authorized by this act, or to compel the company, in order to retain such passes
gers, to reduce the passage money: provided however, that nothing herein contained shall
be 80 construed as to prevent the legislature, at any time hereafter, from authorizing the
construction of a railroad between the city of Richmond and the towns of Tappabannowk of
Urbanna, or to any intermediate points between the said city of Richmond and the sid
towns: and provided also, that nothing herein contained shall be construed to prevent the
general assembly from chartering any other company or companies to construct a raiinal
from Fredericksburg to the city of Washington."
I shall consider how far the right claimed and now enjoyed by the respondents. of tr:3-
porting passengers on their road, is it violation of the privilege guaranteed to the 000
plainants in the 38th section of their charter. in reference to the several descripticts
travel that pass over their road: and
1st. of the through travel," or that which passes between the city of Richmond LAW
the city of Washington.
It cannot be denied that the guarantee contained in the 38th section of their chare
secures to the complainants the right to transport all travelers passing along the line of the:
road through its whole extent. In truth. the counsel for the respondents, in their are
ment in support of the claim of their clients to carry the way travel" from the Junetion
to the city of Richmond, conceded that the privilege guaranteed to the complainants N:
their charter applied to the through travel. and insisted that it applied to that travel wair.
But the violation of their privilege, in respect to this description of travel. which the
complainants apprehend, and which they ask the court to avert by the exercise of its
preventive powers. is, that upon the completion of the Orange and Alexandria road Tr
Gordonsville, a connection will then be formed with the road of the respondents by which
a continuous line of railroad between these two cities will be furnished to the travelire
public. the probable effect of which would be to diminish the number of passengers =
veling between the one city and the other, upon the railroad of the complainants. or (WL-
pel the complainants, in order to retain such passengers. to reduce the passage money
It will be observed that the Orange and Alexandria road is not yet completed, and no actual
injury in this respect has been sustained by the complainants, but is merely apprehended
Nor does it appear that that road, when completed, will allow its the road
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Doc. No. 17.
423
of the respondents to be used in violation of the chartered privileges of the complainants;
and though the respondents may entertain the design of using this connection with the
Orange and Alexandria road, in a manner to impair the guaranteed rights of the com-
plainants, yet without the assent of the Orange and Alexandria road to unite in this design,
it cannot be accomplished, and no injury can be sustained by the complainants; and it does
not appear that the Orange and Alexandria road have assented to any such design, or
entertain any purpose of doing 80. In this view, then, the apprehended injury which the
complainants charge is not well founded, and furnishes no ground for the interference of
this court by way of injunction; for the court should not interfere to prevent a remote, un-
certain and possible injury, which may never be committed.
If it were shown that the Orange and Alexandria road had entered into this arrange-
ment, it does not follow, nor do the proofs show, that the combination would result in
injury to the plaintiffs, and that the two roads thus united would furnish a railroad, the
probable effect of which would be to diminish the number of passengers traveling between
the one city and the other, on the railroad of the complainants." If this court interposes
at all, it can only do 80 understandingly, when it shall clearly appear that the two roads
have entered into an arrangement to present a competing line of travel, and the practical
operation of this arrangement been fully tested, and the result distinctly shown by the
proofs: because. it having been decided by two courts of competent jurisdiction that the
construction of the respondents' road is legal and proper, all future enquiries are confined
to the use that may be made of it. If it should be so used as to encroach on the chartered
privileges of the complainants, it would be competent for this court to interpose. But its
probable use and the probable injuries which the complainants might sustain from its con-
struction. were, and could only be properly considered in connection with its construc-
tion ; and it having decided that its construction was legal, all questions as to its probable
misuse were concluded by that decision, and only questions as to its actual misuse are
open for future enquiry.
As I have just said, this principle was distinctly recognized in the former suit between
these parties. It was the ground upon which Judge Clopton refused the injunction then
prayed for, and his refusal was affirmed by both the court of appeals and the supreme
court of the United States; and the complainants seemed to feel the force of this objec-
tion in drawing their original bill in this cause, when they allege that it is not their purpose
to complain of, or guard against, dangers merely apprehended," but to seek the preven-
tion and redress of actual wrongs." It seems to me it will be time enough for the court
to interpose when the complainants shall sustain some actual wrong from the proposed
connection of the Orange and Alexandria road with that of the respondents. If the view
I have taken of this question be correct, it is unnecessary to enquire whether the Orange
and Alexandria road should not be a party to this suit. That company is clearly interested
in the subject, if the allegations in the complainants' bill be true: and as the respondents
are seeking to make the connection with that road, it might present a grave question
whether the court should award an injunction, if a proper case were presented in other
respects, unless that company were a party to the proceeding. It certainly would not be
bound by any decision the court might make in the premises, unless properly before it;
and it is equally certain that the injury apprehended by the complainants could not be
effectually prevented, unless both the companies, which together constitute this rival route,
were under the restraining order of the court. Under these circumstances, I shall decline,
de
for the present, to interfere in respect to this description of travel.
The next enquiry will be as to the right of the respondents to transport the way travel"
from the Junction to the city of Richmond. By the expression "way travel" is meant that
travel, which in the absence of any other road, would seek the road of the complainants as
a means of traveling from an intermediate point on mid
"her the city of Wash-
ington or the city of Richmond. Do the responde
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by
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Doc. No. 17.
violate the privilege secured to the complainan to by their act of incorporation? is mid on
the part of the respondents, that the 33th section does not embrace the way travel, but only
the through travel; and the words "between the one city and the other," used in
are relied on to limit and confine the guarantee to the latter description of tenvel alone.
Such an interpretation gives to these words a degree of importance not warranted by that
position in the sentence, and inconsistent with the context. It defeats in part the arroad
and chief inducement" held out by the legislature to individuals to subscribe for stock to
road of the complainants; that inducement being the privilege of transporting passenges
on their road, and receiving the passage money, and the pledge on the part of the -
that they should not thereafter be deprived of it. To prevent these stockholdem from
transporting passengers from one city to the other, would be to deprive them of this "in
ducement" altogether. And so to deprive them of the privilege of transporting passenger
from an intermediate point to either of said cities, is, to that extent, to deprive of this "chid
inducement," unless it shall be contended, and that is the legitimate effect of such an intoy
pretation of the words under consideration, that whilst the legislature meant to guarantee
to the stockholders the privilege of transporting passengers from one city to the other, it
reserved to itself the power to confer upon other companies the privilege of transporting
passengers from an intermediate point to either of said cities. In other words, that while
the legislature guaranteed to this company the whole privilege. it did not guarantee my of
its parts; and though it cannot deprive them of the whole, it may deprive them of my
part short of that whole. Because, a road constructed from one of said cities to as intoy-
mediate point on the road of the complainants, a few yards short of the other city, would
prove a successful rival to the complainants for the transportation of passengers "batwoom
the one city and the other," and thus substantially destroy the privilege guaranteed to the
complainants. The reservation on the part of the legislature to charter such a readis
inconsistent with the avowed guarantee to the complainants, and adequate to its defent.
And whilst it is true that it was competent to the legislature to confer on the complainent
as limited and restricted a guarantee as it saw fit, yet such a narrow interpretation ought
not to be given to it, since it would substantially destroy the clearly avowed inducement
held out to those who should invest their capital in the complainants' road, unless that
interpretation is warranted by the clear and explicit terms of the guarantee itself. And #
suppose that the legislature designed to retain the power virtually to destroy the privilege
so conspicuously and invitingly held out, without distinctly avowing it, would be to imput
a degree of bad faith to that department of the government, which my respect for it forbils
me to entertain.
That the legislature had its attention called, at the time of the incorporation of the coll
plainants' company, to the subject of restricting the privileges guaranteed by its charter.
is clearly shown by the provisoes to the 38th section, in which the power is reserved of calr
structing a railroad from the city of Richmond to the town of Tappahannock, and from
Fredericksburg to Washington city : the one a limitation on the through travel, the ether
on the way travel. And if it had been the intention of the legislature to restrict this prim-
lege within the narrow limits now insisted on by the respondents, it would have expressed
that intention in no equivocal terms, and would not have left it to vague conjecture. h
the absence of such an intention, clearly expressed, I do not feel at liberty to interpret
giving to some of the words used one of the several meanings which they are susceptible
of bearing, or to parts of a sentence a controlling influence not warranted by the contert
and whilst these provisoes do not clearly define the limits of the privilege guaranteed who
complainants, yet they show it to be extensive, and taken in connection with the object de
legislature had in view of awakening an interest in the cause of internal improvents
and inviting capital to seek that mode of investment, by holding out to it ate
ments, renders it just and proper that their guarantee should receive a liberal i
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Doc. No. 17.
425
Nor is this conclusion in conflict with the principle, that grants from states to corpora-
tions of such exclusive privileges, are to be construed most strongly against the grantees.
As to the application of this rule of construction to the case under consideration, I beg
leave to quote and adopt the language of Judge Curtis, reported in 13th Howard's Reports,
in the former controversy between these parties. He says-" This rule, like its converse,
fortins contra proferentem, which applies to private grants. is the last to be resorted to, and
never to be relied upon. but when all other rules of exposition fail. A grant, such as is
now in question. in consideration of the grantees risking their capital in an untried enter-
prise, which, if successful, will greatly promote the public good, in no proper sense confers
a monopoly. It enables the grantees to enjoy for a limited time what they may justly be
considered as creating. It is in substance and reality. as well as in legal effect, a contract,
and in my judgment it is the duty of the court to give it such a construction as will carry it
into full effect-imposing on the public no restriction. and no burden, not stipulated for,
and depriving the company of no advantage, which the contract, fairly construed, gives."
But if any doubt existed. after what I have said, of the exclusive right of the complain-
ants to transport the way travel," it would be removed, by reference to another clause of
the 38th section. By that section the legislature pledges itself 10 the complainants not to
allow any other railroad to be constructed between the city of Richmond and the city of
Washington, or for any portion of the said distance." Why should the legislature have
pledged itself not to allow a road to be constructed for any portion of said distance," if
its intention had been to confer on the complainants the privilege of transporting the
through travel" only ? Such a restriction on the legislative power was not necessary, in
order to secure the through travel. Do not their words show conclusively that the legisla-
ture designed to guarantee to the complainants the way travel" as well as the through
travel Any other interpretation would require the words for any portion of said dis-
tance" to be stricken out, as superfluous and meaningless. and thus violate the well estab-
lished rule of construction, that a statute ought upon the whole to be 80 construed, that,
if it can be prevented, no clause, sentence. or word, shall be superfluous, void, or insigni-
ficant."
The remaining enquiry involves the right of the respondents to transport the cross
travel." By which is meant the travel coming from the west by the road of the respon-
dents to the city of Richmond, or going from the city of Richmond to the west by that road,
and others crossing the road of the complainants.
In order to solve this question, and to define the rights of the parties on this point. it will
be necessary to ascertain what description of travel the legislature designed to secure to
the complainants against all competition. To find out the legislative intent, I have already
said that it conferred upon the complainants exclusive right to transport the way" and
through travel." Does it give them the same right to the cross travel The preamble
sheds much light on this subject. It describes the road of the complainants as one which
will form a part of the main northern and southern route between the city of Richmond
and the city of Washington." And when the legislature secured to this company the pri-
vilege of transporting passengers on the same," it must have had in contemplation such
travel as this road would create on the main northern and southern route," between these
two cities. and which, in the absence of any other road. would seek it as a means of ravel-
ing. This description of the road to which this privilege is attached, serves as a descrip-
tion of the travel itself, which was the object of that privilege, and operates as a limitation
on the privilege, by disclosing the legislative intent in granting it. The grant to the com-
plainants of the privilege of transporting passengers on their road and receiving the passage
money therefor, extends not only to such travel as existed at the time the road first went
into operation, but likewise to all such travel as it could, during the continuance of this pri-
vilege, create and bring into existence, by resorting to all the means and appliances its
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charter empowered it to use. Farther than this I do not think
by the legislature to extend.
This view is strengthened by the 38th section. The preamblé declares that the object the
legislature had in view was to secure to the complainants the right to transport
6b their road, and the 38th section discloses the means of securing that right by pts:
bibiting, for the period of thirty years, the construction of & road the probable effect of
which would be to diminish the number of passengers traveling between the one ulty and
the other, on the railroad of the complainants." It will be observed that the legislature does
not pledge itself to the complainants that it will not charter any other road, but only's -
theular description of road, one, the probable effect of which would be to diminish do
number of passengers traveling between the one city and the other, on the road of the
complainants." If, then, the road of the respondents creates the travel which it transports,
if it earries only such travel, as in the absence of the read of the respondents, would not
have sought the road of the complainants, how can it be said 66 to diminish the mumber of
passengers traveling between the one city and the other, on the road of the complyinment"
That which is to be diminished must have an existence, and if the same agency which dai
mishes it, alone creates it, and but for that agency it would have no existence, I connotism
by what-logic in being diminished can be an injury to another, or an infraction of the rights
of that other.
But again, the travel, to be diminished by this rival road, which the legislature pledged
imelf net to charter, must consist of "passengers traveling between the one city and the
other:" and this expression, taken in connection with the phrase in the preamble, which
describes the complainants' road as one which will form a part of the main northern and
southern route between the city of Richmond and the city of Washington," shows conds-
sively, that the privilege of transporting passengers on their road, which the legislators
pledged itself that no other road should diminish, was not intended to embrace the descrip-
tion of travel now under consideration. How can the road of the respondents, in tram-
porting the "cross travel," be said to diminish the number of passengers traveling between
the one city and the other, when this cross travel is brought to the road of the complainants
by the road of the respondents, and would not reach it but for the road of the respondents,
and is only brought to it for the purpose of crossing it in passing from east to west, or from
west to east? Such travel could not have been in the contemplation of the legislature,
and was not intended to be secured to the complainants as travel that would pass over a
road which forms a part of the main northern and southern route." The only argument
relied on by the complainants, in support of their claim to this travel, is the comprehensive
meaning they would give to the word "between." By which they would embrace in their
guarantee all travel that may touch their road from any quarter, and brought to it by any
means. It is then said to be "between" the one city and the other, and therefore comes
within their guarautee. I have already said that I would not give to a single word this COR-
trolling influence, when not warranted by the context or any sound rule of construction.
I do not think the complainants entitled to the cross travel."
Entertaining these views in respect to the rights of the parties involved in this cen,
troversy, the next enquiry will be, as to the redress the court can, consistently with in
opinions, furnish for the injuries alleged to have been sustained, and how far i. will inter-
fere to prevent those apprehended. Having expressed the opinion that the record presents
no case for the interference of the court, in regard to the "through travel," and that the
respondents have the right to transport on their road the cross travel," the enquiry
respecting the remedy to be applied will be confined to the way travel" alone. And here
the difficulty is truly perplexing. It cannot, however, be attributed to the court, but is due
to that careless legislation, which grants charters to rival corporations, without defining
their rights with sufficient clearness. All that the court can do in such a case is, to
endeavor to harmonize their conflicting claims, and to secure to each its just privileges, as
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427
it understands them. I am asked to require the respondents to render an account of the
receipts by them for travel between the Junction and the City of Richmond, which would
have accrued to them but for the use of the respondents' road, and to enjoin the respon-
dents from using their road in future for the transportation of such travel. Whilst I am
decidedly of the opinion that the complainants are entitled to this description of travel,
and that the use of their road by the respondents for the transportation of such travel is a
clear infraction of the chartered privileges of the complainants, yet I do not see, in the
present condition of the cause, in what form an order could be framed that would secure
the relief asked for. What this way travel is; within what territorial or other limits it
exists, and consequently what the order for an account should embrace, and the restraining
order of injunction operate on, neither the act of incorporation, nor the proofs in the
cause disclose. It is true that in a previous part of this opinion I have given a definition
to this term. But whilst that definition will serve to convey the general idea designed to
be expressed, yet it is not sufficiently accurate, either for an order of account, or of
injunction. It seems to me, therefore, that before any such order can be awarded, it will
be necessary to direct an enquiry before a commissioner, to ascertain the nature and
extent of this description of travel, and how far the interests of the two companies conflict
in respect to it: and the enquiry may embrace such other matters as the counsel on either
side may desire, consistently with the views I have expressed.
In conclusion, I may add that the investigation of this cause has imposed on me great
labor, and the only satisfaction I have enjoyed is, from the consciousness that I have dis-
charged my duty with attention and impartiality; and from the reflection, that if after the
efforts I have used to understand the subject and arrive at a right conclusion, I have fallen
into error, the laws of the country have provided a mode by which the parties may be
relieved against the infirmities of my judgment.
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Doc. No. 171
TWENTIETH ANNUAL MEETING.
There not being & quorum of the stockholders present at the appointed hour, on-mation
made and seconded, the following resolution was adopted:
Resolved, that an adjourned meeting be held on Friday, 3d June, and that the treasurer
publish notice accordingly.
C. W. MACMURDO, Secretary.
According to adjournment, the meeting was called to order this 3d day of June 1853, et
12 o'clock, by calling Dr. Jos. M. Sheppard to the chair, and the appointment of C.W.
Macmurdo as secretary.
The chair appointed Messrs. James Bosher, Wirt Robinson and Ed. T. Morris a -
mittee to examine such proxies as may have been given by stockholders to represent above.
The committee, after examining the proxies, made a report, which was approved by the
meeting, and the proxies. appearing by the report of the committee to be properly autho-
rized, were empowered to vote as such.
The secretary having called over the list of stockholders, it appeared that the whole
number of votes which could be given was 4,985 votes, of which were present individual
stockholders entitled to 3,565 votes. The state was not represented on this occasion.
The president and directors made the following annual report:
The board of directors herewith submit to the stockholders the usual tabular statements,
showing the condition of the company and the business of the road for the year ending
the 31st of March last.
It will be seen from them that the revenue of the road during the past year reached the
sum of $ 254,376 48, and that the expenses, including the cost of two new locomotive
engines and tenders and two additional coaches, rendered necessary by the second daily
mail line, and a new depot and passenger office at Fredericksburg, amounted to $141.12
20 cts., leaving a balance of $113,256 28. Out of this balance the board of directors have
been enabled, after meeting all charges of interest, to pay the usual dividend of seven per
cent. to the stockholders, and to add the sum of $20.501 42 to the contingent fund. This
last, it will be perceived, amounts now to the sum of $172,684 14.
The board of directors announced in their last report to the stockholders their intention
to institute a new action against the use of the Virginia Central railroad for travel, and
expressed their confidence that in such an action " the decision of the supreme court (if
the case should be carried 80 far) will be in their favor." The suit which it was then their
purpose to commence is now in progress, and the board of directors entertain an abiding
confidence in justice, though long delayed, being at last rendered to this company.
In conclusion, the board of directors would remark, that their road and machinery are
in the best condition, and that the business of the road continues to be conducted with
regularity and despatch. The stockholders are aware that the superstructure of their road,
originally a light flat bar, is now substituted throughout its whole extent by a heavy plate
rail 21 inches wide by 1 of an inch thick. This superstructure is amply adequate to the
present business of the road. Should the business of the road increase, as the hourd of
directors have reason to hope that it will, it will be the policy of the board gradually #
substitute the present superstructure by a heavy edge rail. The substitution can be made
in this mode, as iron and materials are wanted for repairs, out of the income and contin-
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gent fund of the company, without the loss and without incurring the indebtedness which
would be requisite on any other plan, and without hazarding the payment of regular divi-
dends to the stockholders.
Respectfully submitted, on behalf and by order of the board of directors.
ED. ROBINSON, President.
Office Rich'd. Fred'g and P. R. Co.
Richmond, May 28, 1853.
On motion, the foregoing report was received and unanimously approved.
The committee of examination made the following report to the stockholders, which was
read and approved:
REPORT.
Stockholders of the Rich'd, Fred'g & P. R. Co.
The inspecting committee, appointed at the last meeting of the stockholders, respectfully
report to them that they have made careful examination of the road, machinery and
fixtures. and find them, in the general, in excellent order. They found at their last exami-
nation, some ten days ago, that a portion of the road was somewhat rough and uneven, in
consequence of the unusually wet and rainy season during the winter and spring, but the
agents of the company seem to be using every exertion to get those portions in order again
very speedily, and that, too, in a more permanent manner, by graveling, a mode which
your committee have for some time regarded as essential for a solid basis, and have 80
suggested to the superintendents along the line.
The importance of substantiability and security in our bridges has constantly elicited the
vigilance of our agents, and we entirely approve of the casing with granite the sandstone
abutments to some of them, which is being executed, and will be speedily completed.
Your committee have found the depot and workshops at Richmond in good order. and
they seem to be managed, in every way, creditable to the heads of those departments.
Since the last meeting of the stockholders, besides the ordinary repairs to the machinery
and the building of burthen cars, there have been turned out from the shops of the com-
pany a first class passenger car and engine, which, in the opinion of your committee, would
do credit to any shop. The country depots and water stations are all in good order, with
the exception of the depot at Guiney's, which will soon be repaired and put in good order.
Your committee were pleased to find that the company have, since the last meeting of the
stockholders, not only finished their new depot at Fredericksburg, but have also replaced
their sheds and offices there with more substantial and convenient buildings of brick.
The former valuable superintendent of transportation having resigned his situation, the
duties of his office have been divided between two gentlemen, and your committee take
pleasure in testifying to the energy, industry and business capacity of Mr. Bragg, to whom
has been assigned the duty of superintending the repairs of the road, bridges, &c., and
whose department comes more immediately under the supervision of your committee.
Mr. Ruth. to whom has been assigned the duty of superintending the running of the
trains, &c. seems, BO fur as your committee are capable of judging, in every way qualified
for the discharge of his duties.
Two members of your committee have given a cursory examination to the books of the
company. and, so far as they are capable of judging, consider them well kept; but your
committee did not have it in their power to make a full and minute examination of them,
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nor did they deem it necessary, as a regular monthly examination of the beein not
veuchers is made by a committee of the directory.
Under that branch of their duty, which requires them to make suggestions to the stock-
holders, your committee being fully convinced of the great superiority of the solid bar over
the fist bar for a railroad, on the score of safety, speed and economy, not only in the
repairs of the road itself but also of the machinery, and in view, too, of the probable
necessity for the relaying of our road at a no very distant day, respectfully recomment to
the stockholders the propriety of commencing at ones, and currying on by degrees, iss
way not to embarrass the finances of the company, the relaying of the road with and
iron bar.
Respectfully submitted.
JOSEPH M. SHEPPARD,
THOS. B. ANDERSON,
ED. T. MORRIS.
May 30, 1853.
Whereupon, the following resolution was unanimonely adopted:
Resolved, that the stockholders approve of the views expressed in the report ef the
president and directors and of the examining committee in reference to an edge rell, of
authorize the board of directors to appropriate the net income of the company, after puying
the interest and usual dividends to the stockholders, to this object.
The following communications from Messrs. George Tucker and Wm. P. Farish, a -
mittee on behalf of the Washington and Fredericksburg steamboat company, were read:
CHARLOTTESKILLE, 30th May 1853.
E. ROBINSON. Esq.
President R., F. & P. R. Co.
DEAR SIR,
I received Mr. Tucker's communication only a few days since, and
deferred forwarding it, with the hope of going before your board myself.
I think he has embraced everything necessary for a correct adjustment of the whole
matter. and it may not be necessary for me to meet your board in person, as I feel assued
they will do us every justice.
With the hope of seeing you soon, and hearing of a favorable adjustment of the whole
matter,
I am, very truly,
Your ob't serv't,
WM. P. FARISH.
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To the President and Directors of the
Richmond, Fredericksburg and Potomac R. Co.
The stockholders of the Washington and Fredericksburg steamboat company
having, at their meeting on the 30th of last month, appointed the undersigned a committee
to represent to your board that its resolution of April 16th for making an additional allow.
ance to the steamboat company, " does not, in their opinion, accord with the existing rela-
tions between the two companies, and that both justice and policy recommend a more libe-
ral compensation to their partners in the steamboat company," the said committee, in
accordance with the duty thus assigned to them, beg leave to call the attention of the presi-
dent and directors of the railroad company to the following facts:
In the year 1844, when the railroad and steamboat companies aforesaid formed distinct
and independent portions of the same line of conveyance between Washington and Rich-
mond, and were consequently exposed to inconvenience and loss from occasional clashings
of interests or views, the railroad company, by a resolution of the 13th of April of that
year, declared it to be very desirable that there should be as strong an identity of interest
as possible" between the companies. A negotiation accordingly took place between
their respective agents, which resulted in an agreement, duly executed on the 1st of July
1845, by the terms of which the railroad company was to pay for one-half of the stock of
the steamboat company, at fifty dollars a share, so as to secure to themselves the entire
control in managing the affairs of the steamboat company and the joint earnings of both
companies on the whole line were to constitute a common fund, of which the railrond
company was to receive three-fourths and the steamboat company one-fourth all of which
may be seen by a reference to the recorded proceedings of your board.
Although both parties were bound by this agreement, into which they had voluntarily
entered, whether its terms were advantageous or onerous, yet this committee cannot for-
bear to remind the railroad company that they, being the stronger party, both from their
far larger capital and their greater security from rivalship, had the full benefit of this advan-
tage, and thus obtained one-half of the stock of the steamboat company at little more than
half of what it had cost most of the stockholders, and at less than its then market price, and
this, too, although $ 4000 of the money which the steamboat company then received for the
annual transportation of the mail, was, by the contract aforesaid, given up to the railroad
company. In consequence of the low price thus given for the steamboat stock, the rail-
road company have ever since received from 12 to 14 per cent. on the purchase money in
yearly dividends, which is a greater profit than is yielded to any of the old stockholders,
and greater than the railroad company receives on any other part of its stock.
Though the stockholders of the steamboat company naturally thought that in a contract
which was to be mutually beneficial to the parties, :he resulting benefits ought to be shared
between them, they were induced, finally, to acquiesce in the very unequal division referred
to, in consideration of their being permanently defended from the injurious rivalry of other
companies, and from the expected increase of their profits, which they were led to believe
would be 10 per cent. on their nominal stock, or 20 per cent. on the price paid for it by the
railroad company.
It is scarcely necessary to add that the steamboat company has faithfully performed its
part of the contract, since from the date of the partnership the affairs of the company have
been under the management and supervision of your board. The two companies have
thus necessarily acted in harmony, and if the steamboat company have not realized the
profits that had been anticipated (and which were not too great for a business exposed to
many risks not insured against) they did not and do not attribute the failure to your board,
but to circumstances beyond their control. Their profits were, however, respectable, and
they held out, moreover, a fair prospect of farther improvement.
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terminated this prosperous state of their affairs. The government
sted on two daily mails instead of one, by the railroad and steamboat, your
d it prudent to comply with the requisition, by which alteration, while the grow
the two companies are diminished. the deficit, which ought to be proportionally
em, both on principles of equity and by the terms of a positive contract,
*** the steamboat company. Those who are at all familiar with the subject
by an additional daily line, the expenses of the steamboat company are increased
greater ratio than those of the railroad company, as may be verified by a refir-
me transactions of the two companies for the last two years. Thus the expenses
ulroad company for a single train, the year before, was $118,909, and for a double
u succeeding year, they were $141,120, showing an increase of $ 22,211-equive
something less than 19 per cent.; whereas the annual expenses of the steamber
ny had been increased, by that additional line, from $71,236 to $118,370. showing
rease of $ 47,134-equivalent to more than 66 per cent. The consequence of this
arity in their relative expenses was, that while the railroad made a profit from de
n of $113,096, which is $11,695 more than they made the year before, the steate
pany, which bad in the previous year earned a profit of $18,525, this year
$9,562, after reckoning the additional allowance made to them by your hourt,
We the total loss to them by the change to be $ 28,087 in a single year.
loes this show the full extent of the difference, since, at the beginning of the year
e steamboat company had on hand a supply of wood which amounted to neady
while, at the beginning of the succeeding year, the quantity on hand was insig-
4. It farther appears that Mr. Mattingly, the agent of the steamboat company for
using supplies, stands charged, on the first of April last, with $3,241, instead of
1,000, on the 1st of April 1852, which seems to indicate a correspondent EXCESS in the
insudited expenses for the past year over those of the year before, the stock of supples
(with the exception of wood) being about the same now as it was then. There addition
would swell their increased expenses to about $ 59,000, and their less in the year D
$ 35,000.
It has, however, been objected, that in the above estimate of the steamboat company)
expenses for the last year, are comprehended the repairs of the steamer Powherm
amounting to $10,954, which, it is urged, being an extraordinary expense, and an addition
to the stock of the company, ought not to have been reckoned. In reply, the undersigned
beg leave to remark, that an expenditure of this character being likely to occur, to a gresin
or less extent every year, where there are several steamboats employed, cannot be properly
regarded as extraordinary: that, without doubt, irregular and extra expenses have in a
manner been incurred by the railroad; that the effect of these repairs of the Powhutan be
not been to add to the value of the company's stock, which is not more but probably les
than it was in the beginning of the year; and lastly, that if this item should (improperly a
they think) be rejected altogether, the increased expenses of the steamboat company would
still be, by allowing for the unascertained items 60 per cent. and by omitting these items
upwards of 50 per cent., as may be seen by a reference to the official returns of the M:
counting officers of the two companies.
The undersigned, having thus shown by a reference to facts and numbers which adolt
of no dispute, that the substitution of a double for a single daily train materially affects de
relation between the two companies, and that the distribution of their joint earnings, which
was originully fair and proper, has now ceased to be so, they cannot allow theme/vesis
doubt that the president and directors of the railroad company, who are bound to regard
and to protect the interests of both companies, and to do impartial justice between their
will make a farther change in that distribution: and though on the state of facts hereins
before presented. if the business of the two companies for the last year is to be taken as 1
standard of their respective annual receipts and expenses, 331 of their joint receipts to #
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steamboat company would not be sufficient to restore the former relative condition of the
two companies, when they ran a single train, yet, for the sake of harmony, and in that spirit
of conciliation in which they have always acted, they will be satisfied with 30 per cent. or
21 per cent. added to the allowance lately made to them, provided it be coextensive with
the continuance of the double train. This allowance would add only 7,000 to the income
of the steamboat for the past year, which, as the railroad company owns, in its corporate
capacity, about three-sevenths of the stock of the steamboat company, would be, in fact, a
surrender by the railroad company of but about 4,000.
The undersigned will not, in addition, insist on the obvious policy of preserving that
harmouy and mutual confidence between the two companies which have hitherto existed,
and which, exposed as they are to hostile combinations, are so important to the defence of
their rights, because they are persuaded that nothing more is necessary to obtain the object
of their present application, than to show that it is founded on justice, and that your board
will be more prompt to take this course, from the fact that the steamboat company, having
surrendred to you the exclusive management of their affairs, have no present remedy for
the loss they are sustaining from the late change you have made, except in your own good
faith and sense of rectitude.
GEORGE TUCKER,
WM. P. FARISH,
Com. Wash. Fredburg Steamboat Co.
May 14, 1853.
Resolved, that the application of Messrs. George Tucker and Wm. P. Farish, on behalf
of the Washington and Fredericksburg steamboat company, be acceded to, and that
thirty per cent. be allowed to said company as its proportion of receipts on the mail and
all passengers and freights passing between Richmond and Washington, from the 1st April
1852, so long as two daily lines are run between said cities, or until the 1st April 1856-
with the understanding that the steamboat company shall, at its next meeting, pass a reso-
lution agreeing to sell out their property to the railroad company, at any time it may be
desired to do so, at the valuation of disinterested umpires.
Mr. Edwin Robinson laid the following letter, from John S. Barbour, jr., president of
the Orange and Alexandria railroad company, with the following resolution of said com-
pany, before the meeting:
OFFICE ORANGE & ALEXANDRIA R. Co.
Alexandria, March 29, 1853.
EDWIN ROBINSON, Esq.
President R. F. & P. R. Co.
DEAR SIR,
The annexed resolution was adopted at the late meeting of the stockholders
of this company, in reference to the contemplated railroad to connect your road and ours,
and the rights granted in the act of March 24, 1851. You will perceive that the resolution
looks to a correspondence with your company, to ascertain whether any agreement can be
made between the two companies for the joint construction and operation of the road in
question. Our company feel much interest in the construction of this work, but have, at
present, other and more pressing obligations to meet.
With a subscription of three-fifths of the stock on the part of the state, the road, I should
think, with other influences to aid, could be readily built.
I should be pleased, at your convenience, to receive your views upon that portion of
the resolution to which I have called your attention above.
Yours, very respectfully,
JOHN S. BARBOUR, JR.
Pre-
R. Co.
55
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Doc. No. 17.
At a meeting of the stockholders of the Orange and Alexandria railroad company, held
on the 25th day of March 1853, it was unanimously
Resolved, that this company do accept, hereby, the privilege granted by the 6th section
of the act passed 24th March 1851, entitled an act to incorporate the Alexandria and Freder
ricksburg railroad company; and that the directors be requested to correspond with the
proper anthorities of the Richmond, Fredericksburg and Potomae railroad company for
the purpose of ascertaining whether, and upon what terms, the latter company will units
with this in constructing and operating the railroad mentioned in the said act; and that
they be authorized to ask of the legislature of the state a subscription on the part of the
state of three-fifths of the necessary stock.
Teste,
J. H. REID, Secretary.
Whereupon, the following resolution was unanimonsly adopted:
Resolved, that the subject be referred to the directors, and if they shall deem any action
on the part of this company advisable, that they call a special meeting of the stockholden.
and recommend such action as they may deem expedient.
The following resolution was unanimously adopted
Resolved, that the day of the annual meeting of the stockholders of this company be
changed from the last Monday in May to the first Wednesday after the last Monday in
May.
The meeting then went into the election of president and directors, when,
On motion, Edwin Robinson was unanimously re-elected president.
Messrs. Nicholas Mills, James Bosher, Gustavus A. Myers and George W. Munford
were unanimously re-elected directors on the part of the individual stockholders, and
John S. Caskie announced on the part of the commonwealth.
Messrs. Joseph M. Sheppard, Thomas B. Anderson, Ed T. Morris, Henry L. Brooke
and Wirt Robinson were appointed the annual committee of examination, under the reso-
lution adopted at the meeting of the stockholders in 1837.
The following resolution was then adopted:
Resolved, that the president and directors take such means in regard to publishing their
report and the proceedings of this meeting as shall seem to them expedient.
The meeting then adjourned sine die.
JOS. M. SHEPPARD, Chairman.
C. W. MACMURDO, Secretary.
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135
RICHMOND AND PETERSBURG RAILROAD COMPANY.
REPORT.
The president and directors of the Richmond and Petersburg railroad company
respectfully submit to the board of public works the accompanying statements,
exhibiting the condition of the affairs of the company on the 30th of September
1853, together with the record of the proceedings of the stockholders at their
annual meeting on 31st of May last.
From these it will be seen that the whole income of the company for the year
ending on the 30th September last, was $130,936 91, being an increase on that
of the preceding year, of $12,215 79, and that the amount of expenses of trans-
portation for the year was apparently $ 88,663 73, being an increase of $12,692 06
on those of the previous year. But these last named amounts are properly enti-
tled to a credit of 2,955 24, which could not be included in the accounts of the
company on the 30th of September last, because not then ascertained or settled,
on account of labor and materials furnished from the company's work shops to
the Norfolk and Port Walthall association, in repairing and refitting the associa-
tion's steamboat Augusta. After making this deduction from the transportation
expenses, they would amount to $85,708 49, or an increase of 9,736 82 on those
of the previous year-an increase attributable to various causes, among which
may be enumerated the increased business of the company, indicated by the
increase of $12,692 06 in its income, the advance in the cost of labor and sup-
plies, a large amount of materials purchased and on hand, and the continuance,
through the whole of the year ending on the 30th September last, of the double
daily mail trains each way over the road, which were in operation during only
seven months of the previous year.
This increased mail transportation, and other business of the company, created
the necessity for considerable enlargement in the company's stock of locomotives
and cars, and for improvement of the wharves and depot at Port Walthall, the
cost of which will be seen in the accompanying statement, marked B 2, of ex-
traordinary expenses, amounting to $26,799 03, to which and to the payment of
interest due on the debts of the company, its surplus income was mainly devoted.
Under authority given by the act of the general assembly, passed March 24,
1853, and the resolutions of the stockholders at their annual meeting on the 31st
May last, copies of which may be seen in the accompanying record of the pro-
ceedings of that meeting, pp. 72-5, the coupon bonds of the company therein
described have been prepared, and subscribed for at their par value by the stock-
holders of the company to the amount of $175,000, on account of which
$152,069 44 have been paid and secured to be paid, as will be seen from the
accompanying statement, marked B. This arrangement has given the company
the means to pay off its debt due in London, amounting to $ 54,666 67, with
exchange and commissions thoreon; its bonds due in Richmond, amounting to
$12,000; and 35,922 85 of its certificates of debt issued to stockholders for
dividends, besides enabling it to commence the work of relaying its track with
heavy iron rails, of which three and a half miles have been laid over the most
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436
Doc. No. 17.
used and worn part of the road. Iron rails for about half a mile more have been
purchased and delivered. Advantageous contracts, carefully adapted to the wants
and resources of the company, have been concluded, and are in progress of exe-
cution, for supplying the company with a sufficient quantity of iron rails and other
materials to relay the whole road, with its branches and turnouts. as rapidly as the
work can be carried on without hindrance to the business of the road, which is
steadily increasing. We are pleased to report that the condition of the road and
its furniture, and of the affairs of the company generally, show a decided and
continuous improvement.
Signed, on behalf of the president and directors.
P.V. DANIEL, Jr.
President.
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438
Doc. No. 17.
A
Statement of the Affairs of the Richmond and Petersburg Railroad
Cost of road and property:
From Richmond to Petersburg, per statement A1,
.
- 909288 61
Of branch road to Port Walthall,
-
-
- 45539 09
954827 7)
Reconstruction of road,
-
-
.
*
.
28508 W
Debts due to the company:
By individuals, on stock,
-
.
.
-
350 00
Stock purchase,
.
-
-
5376 06
Open accounts,
1
.
-
-
-
8315 43
Bills receivable due for company's bonds,
.
-
25718 09
39759 58
Cash on hand, -
.
-
-
.
18832 73
$1041928 07
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Doc. No. 17.
489
Company from the commencement of the Work to the 1st October 1853.
Capital stock :
Subscribed by individuals,
3,000 shares,
-
- 300000 00
by the state, old stock, 2,000
"
-
- 200000 00
new " 1,856 "
-
- 185600 00
685600 00
Debts due by the company :
-
Bonds due to the state,
-
-
-
-
33408 00
Coupon bonds of 1853, in part of convertible loan of $175,000, 152069
44
Certificates of debt to stockbolders for dividends,
-
-
28031 60
Amount to credit of individual stockholders,
-
-
1341 54
Bills payable for purchase of iron,
-
-
-
20028 23
Open accounts,
-
-
-
-
1055 27
235934 08
Profit and loss,
-
-
-
-
-
120393 99
1041928 07
JNO. WILLIAMS,
Clerk and Treas.
Richmond, 1st October 1853.
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440
Doc. No. 17.
A1
Heads of Expenditure for Construction of Road and Purchase of Property to lat
October 1853.
Preliminary surveys,
-
-
-
-
.
28% $
Contingent expenses,
4
-
-
-
2322 N
Purchase of Manchester and Peteraburg turnpike stock,
,
-
23841 5
Engineering expenses,
-
-
-
-
-
32413
90
Real property in Richmond,
-
-
-
-
.
19017 "
Land damages,
.
*
-
-
-
1939
5
Graduation,
.
-
*
.
-
167017 #
Superstructure,
-
-
-
.
.
11150 8
Masoury,
.
-
-
-
-
72223 2
James river bridge, masonry,
&
4
:
.
.
49783 03
:
-
superstructure,
,
,
*
86050 15
136833 at
Falling creek bridge,
#
.
.
-
-
10880 3
Swift creek bridge,
-
-
-
-
.
1002 7)
Kingsland creek bridge,
-
-
-
-
54% #
Depots and work shops,
-
-
-
-
-
13105 22
Richmond depot,
=
-
-
-
4609 is
Manchester depot,
-
-
-
-
E 04
Water station,
-
-
-
-
-
119 5l
Pocahontas depot,
-
-
-
#
-
8011 29
Locomotive engines and cars,
-
-
-
-
97508 e
Omnibus,
.
-
-
-
-
1639 $2
Officers' solarive,
-
-
-
-
-
5717 :
Repairs of turnpike,
-
-
-
-
-
3389 $
Interest on loans,
.
-
-
-
113099 57
Premium on sterling bills and commission on paying loan due
in England,
-
-
-
.
6915 27
199014 N
$9.95
JNO. WILLIAMS,
Clark s This
Rickmond, 1st October 1853.
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Doc. No. 17.
441
B.
Statement of Receipts and Disbursements in the year ending 30th September 1853.
Receipts:
Cash on hand 30th September 1852,
-
-
-
-
9953 24
Transportation received,
-
-
-
-
-
130936 91
Bills payable for purchase of iron,
-
-
.
-
20028 23
Coupon bonds of 1853, in part of convertible loan of $175000,
-
-
152069 44
Disbursements:
Cost of road and property increased,
-
.
-
9005 27
Expended for reconstruction of the road,
-
-
28508 06
Debts due by the company decreased, viz: bonds due
in London,
-
-
-
-
54666 67
Bonda due in Richmond,
-
-
-
12000 00
Certificates of debt to stockholders for dividends,
-
35922 85
Credit to individual stockholders,
-
-
2012 31
Open accounts due by company,
-
-
3641 82
108243 65
Open accounts due to the company, increased,
-
-
350 44
Bills receivable on hand,
-
-
-
-
25718 09
Transportation-expenses of the year, per statement B 1,
-
88663 73
extraordinary expenses, per statement B 2,
-
26799 03
Interest paid,
-
-
-
-
-
6866 82
Cash on hand 30th September 1853,
-
-
-
18832 73
.
$ 312987 82 312987 82
JNO. WILLIAMS,
Clerk and Treas.
Richmond, 1st October 1853.
56
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442
Doc. No. 17.
B1
Statement of Transportation Expenses of the Year ending 30th September 1853,
Repairs of railroad,
-
-
.
-
.
17783 N
Repairs of engines and cars,
-
.
-
#
20144 3
Train expenses, including Clover Hill expenses,
-
-
-
21369 68
Depot expenses, including watching of James river bridge,
y
,
14434 00
Repairs of bridges,
-
-
-
-
-
1374 e
Transportation of passengers, mail and baggage,
#
,
1
691 72
Officers' salaries,
-
-
-
.
-
4500 00
Postages, newspapers, advertising and printing,
-
-
-
w 35
Train losses and damages,
-
-
.
-
1651 09
Contingent expenses, and insurance against fire,
-
-
-
2004 16
Branch road expenses,
-
-
-
1
-
2131 8
Repairs of depots,
-
-
-
-
-
1682 is
Office expenses,
-
-
-
-
-
157 %
Repairs of turnpike,
-
-
-
-
,
69 #
.
$88663 13
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Doc. No. 17.
443
B 2
Statement of Extraordinary Expenses.
Paid on account of new coal cars,
-
-
-
5080 00
Do.
new passenger cars,
-
-
4675 00
Do.
new platform cars, -
-
-
4000 00
Do.
new locomotive and tender,
-
-
7500 00
Do.
patent rights,
-
-
-
500 00
21755 00
Paid on account of renewal of wharves and depot at Port Walthall,
1730 94
Paid for building protection wall to depot lot in Richmond,
-
566 64
Paid for lightning rods for depots and shops,
-
-
193 66
760 30
Paid for new iron rails for road and bridges,
-
-
2552 79
$ 26799 03
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Doc. No. 17.
C.
Detailed Statement of Receipts in the year ending 30th September 1853.
MONTHS.
Local Travel.
Through Travel.
Freight.
Branch Road
Freight.
Freight of Clover
Hill Coal.
Clover Hill Travel
and Freight.
Toran
1852-October,
-
3190 37
1419 15
1581 59
446 83
2264 17
178 77
9080 88
November,
-
2313 99
1445 32
1270 07
805 30
2511 07
162 15
8507 90
December,
-
3136 87
1182 52
1100 39
259 60
2318 90
146 27
8144 55
1853-January,
-
2857 36
1386 01
1337 21
208 47
1775 50
139 10
7703 65
February,
-
2513 87
2021 40
1227 46
463 17
2669 00
120 21
9015 11
March,
-
3369 68
2567 14
1901 30
238 50
2800 80
184 07
11061 e
April,
2615 25
1337 79
1586 66
1086 30
3274 10
169 29
10069 29
May,
-
3354 12
1376 33
2819 96
216 00
2677 90
163 67
10607 98
June,
-
3018 75
1320 96
2893 76
979 22
3032 30
171 24
11416 23
July,
-
3263 39
1838 71
2502 56
516 96
2729 20
123 74
10974 56
August,
-
3097 89
2423 21
2723 07
1518 32
2864 30
206 81
12833 60
September, -
3427 67
2758 48
1668 25
951 37
2864 10
321 20
11991 w
$ 36159 21
21077 02
22612 28
7690 04
31781 34
2086 52
121406 41
Transportation of mail,
.
.
-
-
-
7346 75
Travel and freight per Norfolk and Walthall steamer,
-
-
2150 63
Tolls on James river bridge,
-
-
.
-
33 12
$130936 91
JNO. WILLIAMS,
Clerk and Treas.
Richmond, 1st Oct. 1853.
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Doc. No. 17.
445
STATEMENT
Of Freight transported on the Richmond and Petersburg Railroad and the Branch
Road to Port Walthall, in the year ending 30th September 1853.
Tobacco,
.
-
-
-
-
11690 hhds.
Cotton,
-
-
-
.
-
2469 bales.
Flour,
.
.
-
-
-
50561 barrels.
Coal,
-
.
-
-
-
1624695 bushels.
Groceries, dry goods, iron and miscellaneous freight, amounting to
$ 13220 23
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446
Doc. No. 17;
EIGHTEENTH ANNUAL MEETING.
At a meeting of the stockholders of the Richmond and Petersburg railread
company, at the office of the company in Richmond, on Tuesday, 31st May 1833:
Gen. Jaquelin B. Harvie was appointed chairman of the meeting, and John
Williams, secretary.
On motion of Mr. R. B. Heath, a committee was appointed to examine prexies,
and the chairman appointed Messrs. R. B. Heath, Joseph M. Myers and Ander-
son P. Miller.
The committee reported that they had examined the proxies, and found them
to correspond with the list thereof; which report was, on motion of Mr. G.A.
Myers, approved.
There being present, in person and by proxy, private stockholders entitled to
1367 votes, and the proxy of the Board of public works, Mr. Wm. F. Waters,
entitled to 971 votes, being in all 2338, (the whole number that could be given
being 2525,) the meeting proceeded to business.
The following report was presented by the president and directors, and read:
REPORT.
The Board of directors of the Richmond and Petersburg railroad company
respectfully submit the accompanying statements, showing the condition of the
affairs of the company on the 30th of April 1853.
It will be seen from them that the whole income of the company for the past
year was $126,017 33, being an increase on that of the preceding year of
$15,956 39, and that the amount of transportation expenses for the year was
84,999 72, being an increase of 4,259 70 on those of the previous year. The
surplus income of the year, after meeting the payments of interest, it has been
deemed judicious by the president, in view of the double mail schedule and of
the increasing business of the road, to expend in adding to the stock of locomo-
tive power, cars and carriages, and in extending and improving the wharves and
trussel work for the coal trade at Port Walthall. These expenditures are intro-
duced ainong the disbursements of the year under the head of extraordinary
expenses, and are exhibited in detail in the statement so marked.
The bill referred to in the last annual report to the stockholders as having
passed the house of delegates, has since become a law, and is herewith submitted
for the consideration of the stockholders.
Signed, on behalf of the board,
WIRT ROBINSON, Pres't.
On motion of Mr. Moncure Robinson, the said report was received.
A letter from Mr. Wirt Robinson to the stockbolders, declining a re-election to
the office of president, was read, and, on motion of Mr. G. A. Myers, was laid
on the table.
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Doc. No. 17.
447
The following act of the general assembly of Virginia was read
An act in relation to the Richmond and Petersburg Railroad, passed March 24, 1853.
Whereas it is an object that the debts of the Richmond and Petersburg railroad
company should be converted into stock, and the company thereby be placed in a
condition to pay dividends, and the large interest of the commonwealth in said
company be thus made productive: therefore,
Be it enacted by the general assembly, that the president and directors of the
Richmond and Petersburg railroad company be and they are hereby authorized
to sell, in such mode as they may deem advisable, and for such prices as they may
deem for the interest of the company to accept, as many additional shares of
capital stock as may be requisite to meet the liabilities of the company provided,
that such additional shares shall not be sold for less than fifty dollars per share
provided also, that the Board of public works shall have the option of purchasing,
within thirty days after the acceptance of this act by the company, and after said
acceptance shall have been duly certified to said board, to the extent of the indebt-
edness of the company to the state, the stock authorized by this act, if the said
board shall deem such purchase desirable on the part of the state.
This act shall be in force from and after its acceptance by a majority of stock-
holders in general meeting.
STATE OF VIRGINIA,
City of Richmond, to wit:
I, St. G. Tucker, clerk of the house of delegates and keeper of the rolls of
the commonwealth of Virginia, do hereby certify that the foregoing is a true copy
of an act passed by the general assembly on the twenty-fourth day of March
eighteen hundred and fifty-three.
Given under my hand May 28th, 1853,
ST. G. TUCKER,
C. H. D. & Keeper of the Rolls of Va.
Mr. G. A. Myers offered three resolutions, which were read.
Mr. R. B. Heath moved to amend the second resolution of Mr. Myers, by
substituting the sum of $105,000 for the sum of $175,000; which motion was
rejected.
The first resolution offered by Mr. Myers was then adopted-Ayes 1,912, noes
408.
Mr. Heath offered an addition to the second resolution of Mr. Myers; which
addition was adopted.
The second resolution offered by Mr. Myers, with the addition of Mr. Heath,
was then adopted-Ayes 1,864, noes 445.
The third resolution offered by Mr. Myers was then adopted-Ayes 1,873, noes
436.
The following is a copy of the three resolutions offered by Mr. Myers, which
were adopted, with the addition to the second resolution offered by Mr. Heath:
448
Doc. No. 17.
I. Resolved, that the act of the general assembly of Virginia entitled as net
in relation to the Richmond and Petersburg railroad, passed March 24th, 1853,
be and the same is hereby accepted by this company; and that the president and
treasurer certify to the Board of public works this acceptance of the same at this
date.
And whereas in view of the present market price of the stock of this com-
pany, it is not probable that a sale of its stock could be negotiated at fifty dellare
per share; whilst it is believed, that a loan, payable at a remote date convertible
into the stock of the company, would probably be gradually converted into stock,
and the company be enabled at an early period to improve its road, and to pay
dividends:
II. Be it therefore resolved, that the president and treasurer, (the board of
directors concurring in the expediency of this resolution,) be, and they are hereby
authorized and instructed to issue, and the president to dispose of. coupon bonds
of the company, bearing six per cent. interest, in amounts of 500 each. payable
at the office of the company on the 1st day of July 1875, to such extent, not
exceeding in the aggregate $175,000, as may be requisite, to defer the period of
the payment of the liabilities of the company, or of any portion thereof, to the
date above specified the interest on the said bonds to be payable semi-annually
at the said office on the 1st days of January and July of each year; and each of
the said bonds to be made upon their face convertible into ten shares of the
capital stock of the company at the pleasure of the holder: provided, that for the
term of thirty days the president allow to any stockholders of this company, who
may desire to do so, the privilege, in preference to others, of purchasing said
bonds in the ratio of their interest in the stock of this company, provided such
ratio shall entitle them to purchase one or more bonds, and that he be authorized
to receive payment of the same of any stockholder in installments extended over
a period not exceeding six months.
III. Resolved, that to secure the punctual payment of the interest and prio-
cipal of the said bonds, the president be and he is hereby authorized and in-
structed to execute and deliver to such person as he may see fit, a deed of trus:
or mortgage, in the most secure and binding form, on all the works and property.
rights, privileges and franchises of the company, acquired and to be acquired.
eonditioned for the punctual payment of the interest and principal of the said
bonds; and especially providing that if the interest due on any of the said bonds
shall be and remain unpaid for the period of sixty days after the same shall be
due and demanded, the principal sum of all the said bonds outstanding shall forth-
with be due and payable, and it shall be the duty of the trustee named in the
deed, or any successor named in or appointed under the same, on the demand of
the holder of any such bond or bonds, to sell at public auction, in the city of
Richmond, (giving at least forty days' notice of the time, place and terms of sale.
by publication in one or more newspapers published in each of the cities of Rich-
mond, Philadelphia and New York,) the works and property, rights. privileges
and franchises conveyed in the said deed; and out of the proceeds of said sale to
pay the principal and interest due on all the said bonds which may be then out-
standing; although the said interest should, after the said period of sixty days
shall have elapsed, be tendered. And the president and treasurer are hereby
authorized and instructed to deliver to the trustee named in the deed, or to any
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Doc. No. 17.
449
successor named in or appointed under the same, all contracts, papers and agree-
ments or other instruments of writing necessary for the purpose of carrying into,
full effect, now, or at any time hereafter, the provisions of the said deed of
trust or mortgage.
The following report of the examining committee was read and approved:
RICHMOND, May 31, 1853.
The undersigned, one of the commitee appointed at the last annual meeting, in
pursuance of a standing order of the stockholders, respectfully reports, that on
Saturday, 28th May, he made a careful examination of the depot and work shops
in Richmond and Pocahontas, as well as of the whole road, water stations,
bridges, &c. from Richmond to Petersburg, and the branch road to Port Walthall,
all of which he found in good order. The road, he thinks, is in better order than
he has seen it for many years.
The other members of the committee were unable to attend, but I understand
they have examined the books and accounts, and I presume will report thereon.
Respectfully submitted.
JAMES BOSHER.
As one of two of the committee who examined the books and accounts of the
company, I take pleasure in reporting that, as far as I could conveniently to
myself make the examination, they have been accurately kept, and much care
and neatness have been bestowed on them.
Very respectfully,
FRED. ANDERSON.
May 31, 1853.
Mr. R. B. Heath offered a resolution for the adoption of certain by-laws;
whereupon, on motion of Mr. Holden Rhodes,
Resolved, that a committee of three be appointed by the chairman to consider
the resolution offered by Mr. Heath, and the subject of by-laws generally, to
make report to the board of directors by the 15th of June; that the board shall
cause the report to be printed and transmitted to the stockholders before the next
meeting; and that the stockholders shall meet to consider the subject of by-laws
on the 25th of July next at 12 o'clock.
The chairman appointed Messrs. Holden Rhodes, Roscoe B. Heath and Gus-
tavus A. Myers the said committee.
On motion, the meeting then proceeded to the election of officers.
On motion of Mr. Rhodes, Mr. Peter V Daniel, jr. was unanimously elected
president of the company.
On motion of Mr. Moncure Robinson, Messrs. Holden Rhodes and Richard
Barton Haxall were elected directors on behalf of the stockholders.
57
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450
Doc. No. 17.
Messrs. Francis E. Rives, Roscoe B. Heath and James H. Cox were an-
nounced to have been appointed directors on behalf of the state.
Messrs. James Bosher, Wirt Robinson, Frederick Anderson, Henry C. Cabell
and Dr. Charles S. Mills were appointed the committee of examination, with
power to appoint a competent clerk, if they deem it advisable.
On motion,
Resolved, that the president and directors take such measures in regard to
publishing their report and the proceedings of this meeting as shall seem to them
expedient.
The meeting then adjourned to the 25th of July 1853, at 12 o'clock.
J. B. HARVIE, Chairman.
JOHN WILLIAMS, Sec'y.
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452
Doc. No. 17.
Statement of the Affairs of the Richmond and Petersburg Railroad
Cost of road and property:
From Richmond to Petersburg, including interest,
-
902173 02
Of branch road to Port Walthall, including purchase of land,
wharves, coal tracks and cars,
-
,
45539 09
947712 II
Debts due to the company:
This company's stock taken for debt,
-
-
5376 06
Open accounts,
-
-
-
-
13857 57
19233 67
Cash on hand,
-
.
.
-
-
6941 64
$973887 38
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Doc. No. 17.
453
Company from the commencement of the Work to the 1st of May 1853.
Capital stock:
Subscribed by individuals 3000 shares,
-
.
300000 00
Subscribed by the state, old stock, 2000 shares,
-
200000 00
new " 1856
"
-
.
185600 00
685600 00
Debts due by the company :
Bonds due in London, £12300 sterling at par,
-
54666 67
Bonds due in Richmond,
-
-
-
12000 00
66666 67
Dividend bonds to the state,
-
-
.
-
33408 00
Certificates of debt to stockholders for dividends,
-
65319 12
Amount to credit of individual stockholders,
-
-
1989 18
67308 30
Unclaimed interest on certificates of debt,
-
-
505 15
Interest on bonds due in London,
-
-
1839 68
2344 83
Profit and loss,
.
.
-
-
-
118559 58
$ 973887 38
JOHN WILLIAMS, Treasurer.
Richmond, 1st May 1853.
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Doc. No. 17.
it of Income from Transportation from 1st May 1852 to 1st May 1858
Local Travel.
Through Travel.
Freight.
Branch Road
Freight.
Freight of Clover
Hill Coal.
Clover Hill Travel
and Freight.
TOTAL
-
3509 87
959 88
2416 93
395 97
2099 32
160 40
9542 3
-
3101 49
859 19
2974 31
1030 68
1804 95
105 57
9876 19
-
3124 74
1144 50
2958 39
3 50
2278 90
157 82
9667 6
-
2945 61
2068 10
2194 84
1146 90
2207 02
140 70
10703 If
r,
2976 87
2296 13
2693 98
1877 21
2034 30
235 96
12114 15
Day
-
3190 37
1419 15
1581 59
446 83
2264 17
178 77
9080 *
ember,
2313 99
1445 32
1270 07
805 30
2511 07
162 15
8507 90
December,
3136 87
1182 52
1100 39
259 60
2318 90
146 27
8144 5
1853-January, .
2857 36
1386 01
1337 21
208 47
1775 50
139 10
7703 5
February,
-
2513 87
2021 40
1227 46
463 17
2669 00
120 21
9015 Il
March,
-
3369 68
2567 14
1901 30
238 50
2800 80
184 07
11061 48
April,
-
2615 25
1337 79
1586 66
1086 30
3274 10
169 29
10069 x
$ 35655 97
18687 13
23243 13
7962 43
28038 03
1900 31
115487 w
Transportation of mail,
-
-
-
*
-
7345 5
Travel and freight per Norfolk and Port Walthall steamer,
-
.
3156 66
Tolls on James river bridge,
-
-
-
-
28 E
$126017 33
JOHN WILLIAMS, Treas.
Richmond, 1st May 1853.
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Doc. No. 17.
455
Statement of Transportation Expenses from 1st May 1852 to 1st May 1853.
Repairs of railroad,
-
-
.
-
-
22627 31
Repairs of engines and cars,
-
-
-
-
17840 45
Train expenses, including Clover Hill expenses,
-
.
-
19178 17
Depot expenses, including watching of James river bridge,
-
-
11083 50
Repairs of bridges,
-
-
-
.
-
317 51
Transportation of passengers, mail and baggage,
-
-
-
1584 68
Officers' salaries,
.
-
-
.
-
4375 00
Postages, newspapers, advertising and printing,
.
-
-
494 23
Train losses and damages, including coal,
-
-
-
1688 58
Contingent expenses and insurance against fire,
.
-
-
1438 05
Branch road expenses,
-
-
.
-
-
2335 32
Repairs of depots,
-
.
.
.
-
1885 92
Office expenses,
-
-
.
-
-
147 61
Repairs of turnpike,
.
.
.
.
-
3 39
$ 84999 72
JOHN WILLIAMS, Treas.
Richmond, 1st May 1853.
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456
Doc. No. 17.
Statement of Extraordinary Expenses from 1st May 1852 to 1st May 1853.
Two new locomotive engines and tenders,
*
-
-
14470 52
On account of one engine and tender unfinished,
-
-
-
2415 9
Two new passenger cars,
-
-
.
-
.
4306 %
Ten 8 wheeled platform cars, at $500 each,
-
-
-
5000 0
Two 8 wheeled box cars, at $ 625 each,
-
-
1250 e
One new 8 wheeled tender,
-
-
-
.
912 @
Twenty new coal cars, at $280 each,
-
.
-
-
5600 @
Three new baggage crates, at $75 each,
-
-
-
295 00
34179 @
New wharves and trussel work for accommodation of coal trade at W althall,
2071 $4
$ 36251 II
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Doc. No. 17.
457
Statement of Receipts and Disbursements within the year ending the 30th April 1853.
Receipts:
Cash on hand 30th April 1852,
-
-
-
-
12194 87
Cost of branch road and property-decreased this sum,
-
-
2950 00
Debts due by the company-increased this sum,
-
-
-
2038 13
Transportation-received this sum,
-
-
-
-
126017 33
Disbursements:
Cost of road and property-increased this sum,
-
-
3679 36
Debts due to the company-increased this sum,
-
-
4565 48
Transportation, expenses of transportation:
Ordinary,
-
.
.
-
-
84999 72
Extraordinary, -
-
-
-
.
36251 14
Interest-paid this sum,
-
-
.
-
6762 99
Cash-on hand 30th April 1853,
-
-
-
6941 64
143200 33 143200 33
JOHN WILLIAMS, Treas.
Richmond, 1st May 1853.
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458
Doc. No. 17.
SUPERINTENDENT'S REPORT.
OFFICE RICHMOND & PETERSBURG RAILBOAD,
April 30, 1853.
WIRT ROBINSON, Esq., President.
Sir,
I herewith submit statements, showing the operations of this road for the
year just terminated. It will be seen that there has been an encouraging increase in its
business over the previous years.
The trains have been run with great regularity and punctuality during the year, and
(when the number of trains passing over the road and the large amount of tounage
transported are taken into consideration) with a remarkable exemption from casualties,
and which speaks well for the faithfulness and diligence of all the employees of the com-
pany.
There has been a small increase in the working expenses over the preceding year,
amounting however to only about twenty-five per cent. of the increased receipts. Thisis
to be accounted for partly by the increased amount of transportation, and partially to the
necessity, imposed on the company by the post office department, of running an additional
daily train for the transportation of the mail throughout the year.
It will be seen that the heaviest item in our working expenses for the past year is for
repairs of railroad: I therefore respectfully recommend that steps be taken at once in
commence relaying the road with a heavy rail as fast as the means of the company will
admit. There is no doubt but that a clear saving of sixteen thousand dollars could have
been made under the business of the past year, had the track been laid with a heavy nil
instead of flat bar.
In bringing details to your notice and that of the directors and stockholders, I shall divide
the business under three heads, viz: Road, machinery and transportation, in the order
here stated.
I. The Road Department will embrace the road bed, bridges, depot buildings, water a
tions and branch road.
II. The Machinery Department.-This department embraces the maintenance of the loes-
motives and tenders, and the cars used on the road for the transportation service and new
machinery purchased.
III. The Transportation Department will embrace the general tonnage and passengers
transported, and the expenses properly belonging to this department.
1. THE ROAD DEPARTMENT.
The road bed is in an improved state. It has been extensively ditched and drained do-
ring the year, and some of the wet cuts are in a better condition in this respect than they
have ever been before. Most of the banks that had become narrow at the top by washing
have been filled out, and the whole generally improved.
The track has, so far as labor of maintenance and replacing bad timber is concerned
certainly been improved during the year. There has been put into the road during the
year 84,614 feet lineal of wooden rails or string pieces, equal to eight miles of new track
There has been a new track of T iron, 59 lbs. to the yard, laid over Falling creek bridge,
which required about 7 tons of rails. There has also been about 90 tons of new flat bar
laid down during the year; the cost of both of which is included in the expenses of this
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Doc. No. 17.
459
department, and will be found in the treasurer's report under the head of repairs of road,
which includes mechanics' and laborers' wages, hire of negroes, subsistence, clothing, taxes,
&c. for the same; timber, sills, keys, iron, spikes and plates, eastings, wrought iron work,
&c.; tools, consisting of saws, axes, shovels, picks, crowbars and sundries, amounting to
$22,627 31 for the repairs of main tracks, turnouts and side tracks at depots and in coal
yards, equal to 28 miles of single track.
Length of main road,
-
-
-
22 miles.
Length of branch road,
-
-
-
3 miles.
Length of turnout and side tracks,
-
.
-
3 miles.
-
Total,
-
-
-
28 miles.
Bridges.
The bridges are in as good condition, on the whole, as they were at the beginning of the
year. They are all regarded as perfectly safe and reliable. Having such an extent of
bridging for the length of the road, makes this a serious branch of expenditure, when a
series of years are taken into consideration, although it has been light the past year.
Some repairs will be required during the coming year, for which the timber and mate-
rials are now being provided. The expenditures on this account will be found under the
head of repairs of bridges, and amount to $317 51 for all materials and labor.
Depot Buildings and Water Stations.
The amount expended on account of depot buildings and water stations is put down in
the treasurer's books under the head of repairs of depots.
To this account is charged the cost of building a new water station at Petersburg
during the past year. It has been usual to charge to this account wages paid all mechanics,
for repairs and work done to depots and water stations, cisterns, pumps, water pipes, gas
fixtures, bricklayers' and stonemasons' work for depots, loading platforms, sheds, fencing
around depot lots, expenses in keeping streets in order about the depots, &c. The total
amount for the past year is $1,885 92.
Branch Road.
During the past year the taking down and removal of the old tressel work in the coal
yards, commenced the previous year, has been completed, and an additional new track of
tressel work added; also additions made to the side tracks, and a new turning platform of
sufficient size to turn any engine and tender together. The amount expended during the
year for this purpose has been charged to account of branch road expenses. Although not
properly belonging to expenses, I have, therefore, included it under the head of road
department.
The branch road expenses are, salary of agent, wages of watchman, hire of negroes em-
ployed at Port Walthall, subsistence, clothing, &c. for the same, which amount to 2335 32
To which add the amount expended for the above new work,
-
-
2071 54
And the total is, as per treasurer's report,
-
-
4406 86
II. MACHINERY.
In this department I have to report a decided improvement. Two new engines and ten-
ders have been added to our stock, and the engines before owned by the company have
been thoroughly repaired and improved, one of them having been completely rebuilt, with
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460
Doc. No. 17.
new cylinders, wheels and axles and other improvements. In addition to which, five others
have been fitted with new wheels, axles, &c. One new engine, building in the company's
shops, is now nearly completed, and will add materially to our motive power.
There has been new machinery and tools purchased to facilitate repairs; and, in addition
to the engines named above, there has been added to our stock of cars 10 new eight wheel
platform cars, 2 new eight wheel box cars, 20 new four wheel coal cars, 2 new first class
passenger cars, and 1 new eight wheel tender.
Statement A gives a detailed account of engines owned by the company, their condition.
performances and how employed.
Statement B contains the amount of running machinery on the road.
In the treasurer's report will be found a statement of the amount paid on account of new
machinery during the year.
The expenses of this department, exclusive of the amount paid for new machinery, is
contained in the treasurer's report under the head of repairs of engines and cars, and
includes wages paid all machinists and blacksmiths, carpenters and all mechanics, bar iron,
steel, tools and hardware, tires, axles and springs purchased, copper, spelter, tin, lead, tim-
ber and lumber, bituminous coal, work done elsewhere, upholstery, trimmings, &e., sun-
dries, charcoal, leather and all other materials, amounting to $17,840 45.
III. TRANSPORTATION DEPARTMENT.
The operations of this department have been very heavy during the year, and it has
taxed our present means of transportation to its utmost capacity.
There has been an increase in the quantity of coal transported of 7202 tons over the
proceding year. It will be seen by the report of the treasurer that there has been a very
considerable increase in the general freight business and a small increase in the branch
road freight.
The increase in the receipts from passengers is also considerable, and there is a small
increase for transportation of the mail, making a total increase in the receipts of $15,956 3
Statement C will show details in full of the coal transportation.
Statements D, E and F will give details of general freight business.
And statement G will give the number of passengers transported, reduced to passengers
carried one mile.
Table H gives a detailed statement of miles run by all trains during the year.
Statement I gives a condensed statement of the operations of the road for the year.
Train Expenses,
Including Clover Hill transportation expenses, consist of wages paid conductors, engine-
men and firemen: hire of slave hands on trains and at water stations on the road and at
Clover Hill, salary of agent and assistant agent at Clover Hill; provisions, clothing, &e
for hands employed on trains and at water stations; wood for fuel for locomotives; oil for
locomotives and cars; cotton waste and tallow; lamps for locomotives and trains; board of
enginemen and conductors when on the road : wages of engine cleaners, &c. $19,178 17
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Doc. No. 17.
461
Train Losses and Damages.
Under this head are payments for goods lost, damaged or stolen on the road. It is large
this year in consequence of large amounts having been paid during the year for tobacco
damaged on other roads, and which the companies refused to bear their proportion, but
as we have ceased to carry freight in connection with them, it will not again be so
large. Amount,
-
-
.
-
-
$1,688 58
Depot Expenses.
Salary of freight and ticket clerks at Richmond and Petersburg; wages to yard master
and wages to hands at Richmond and Petersburg; hire, subsistence and clothing for hands
employed at depots; coal for offices; gas and other lights; ice, brooms and sundries;
wages to watchmen, including those on James river bridge; rent of lot at Rich-
mond, &c.
-
-
-
-
.
-
$11,584 50
Transportation of passengers, mail and baggage between depots in Richmond and Pe-
tersburg,
-
-
-
.
-
-
$1.083 68
Postages, Newspapers, Advertising and Printing,
Including amounts paid for newspapers and advertising in Richmond and Petersburg, and
country advertisements, ticket books, tickets, blanks, way bills, blank books, printing reports,
stationery, &c., amounting to
,
-
-
-
$ 494 23
Office Expenses.
Hire of servant and sundry small items,
-
-
-
$147 61
Contingent Expenses.
Insurance on James river bridge (against fire,) depots and goods, depots at Port Wal-
thall, carpenter shop, locomotives and cars, machine shops, stable, horses and omnibuses,
and small items not belonging to any particular account, amounting to
$1.438 05
Repairs of Turnpike.
It will be seen that the turnpike has nearly paid its expenses during the past year, having
only a balance against it of
-
-
-
-
-
$3 39
Statement J contains a list of all the employees in the company's service, with the
compensation to each.
Statement K shows the running expenses on twenty-two railroads in Massachusetts for
the year 1852, and also the average expense of repairs of road and engines and cars for
five years on the same roads.
Total expenses for the year, including officers' salaries,
-
.
$84,999 72
All of which is respectfully submitted.
THO. DODAMEAD, Sup't.
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462
Doc. No. 17.
Officers of the Company.
PETER V. DANIEL, JR., PRESIDENT,
-
-
.
salary. 8150
3
-
-
1500
JOHN WILLIAMS, TREASURER,
-
-
-
1500
THOMAS DODAMEAD, SUPERINTENDENT,
.
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A.
Statement of Names, Dimensions. Performance during the year; condition and present duty of Locomotives, owned by the Richmond and
Petersburg Railroad Company, April 30th, 1853.
MILES RUN.
NAME.
MAKER.
When first run.
Description.
Diameter of Cylinder.
Stroke of Piston.
Diameter of Drivers.
REMARKS.
No. of Drivers.
No. of Wheels.
Past Year.
Total to date.
Condition.
How Employed.
In's.
In's.
In's.
Patrick Henry,
Edward Bury,
1838,
Inside cylinder,
10
16
54
2
6
8590
I
Work'g order
Mixed business.
Sheppard,
"
"
"
14
"
10
16
54
2
6
6653
-
"
"
"
44
New wheels and crank axle during the year.
J. H. Hopkins,
Rothwell & Hicks,
"
:
"
10
16
48
4
4
8852
-
"
**
Coal trade,
New crank axle during the year.
Stafford,
Bolton & Hicks,
"
"
"
10}
16
42
4
6
1618
-
"
11
"
**
New cylinders and wheels during the year. (Re-
built)
Phoenix,
"
"
"
..
"
10
16
54
4
8
4529
-
Under repair,
1
New driving wheels and crank axle during the
year.
J. H. Costes,
Company shops,
1842,
Outside cylinder,
If
20
54
2
6
6436
-
Condemned.
James H. Cox,
M. W. Baldwin,
August 1846,
"
"
12
16
42
6
6
12267
1
Work'g order
Coal trade,
New wheels, axle and eccentrics during the
year.
G. W. Johnson,
"
:
July 1847,
"
**
12
16
42
6
6
9364
-
Under repair,
#
"
New wheels and axles during the year.
Pocahontas,
"
"
July 1848,
"
"
121
18
54
4
8
14891
-
Work'g order
"
"
New driving wheels, axles and eccentries during
the year.
Digitized by
Chesterfield,
48
"
April 16, 1852,
"
**
113
20
54
4
8
18970
19414
"
"
Pass'gr & fr'ght
Henrico,
Burr & Ettenger.
July 3. 1852,
"
"
11
18
54
4
8
18270
18274
"
"
"
:
SUMMARY.
Google
In working order,
.
.
-
-
8
Under repairs,
.
-
.
.
2
Condemned,
.
.
.
.
1
Doc. No. 17.
B.
Engines, Cars and Running Machinery upon the Richmond and Petera-
burg Railroad, April 30, 1853.
Locomotive engines:
4 Eight wheel engines with tenders,
6 Six wheel en
will
ders,
1 Four wheel
e will
ider,
-
11 Total.
One extra eight wheel tender.
Coal cars:
119 Four wheels.
Cars for freight and general use:
5 Eight wheel box cars,
6 Eight wheel half box or curtain cars,
16 Eight wheel platform cars,
2 Eight wheel wood cars,
2 Eight wheel empty barrel cars,
2 Four wheel box cars,
4 Four wheel dumping cars,
-
37 Total.
Passenger and baggage cars:
6 Eight wheel passenger cars,
1 Eight wheel passenger car-condemned,
1 Four wheel passenger car,
2 Eight wheel mail and baggage cars,
2 Eight wheel baggage platforms,
-
12 Total.
In addition to which, there are track layers, truck cars and one crank car for branch
road.
The company also own 12 horses, 3 baggage and mail wagons, 4 street wagons, harness
&c., and are half owners of 2 omnibuses which are used for the transportation of passet-
gers, mail and baggage through Richmond.
There are 1 eight wheel locomotive and 2 first class eight wheel passenger cars, now
contracted for, to be delivered in all the month of June.
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Doc. No. 17.
465
C.
Statement of Coal transported from Clover Hill during the year ending April
30th, 1853.
To Richmond.
To Petersburg.
To Port Walthall.
Aggregate.
Number of tons.
Number of
Number of
Number of
bushels.
bushels.
bushels.
Bushels.
May,
-
-
11925
10665
109835
132425
4414 5-30
June,
-
-
13380
1695
100230
115305
3843 15-30
July,
-
-
25865
2715
113820
142400
4746 20-30
August,
-
-
29895
7785
96895
134575
4485 25.30
September,
-
-
32680
23100
66220
122000
4066 20-30
October,
-
-
54070
24455
46245
124770
4159
November,
-
-
60050
21040
59285
140375
4679 5-30
December,
-
-
63040
25170
36980
125190
4173
January,
-
-
46380
16855
25540
88775
2959 5-30
February,
-
-
60600
22335
50515
133450
4448 10-30
March,
-
-
67745
16095
56200
140040
4668
April,
-
-
28820
12655
122230
163705
5456 25-30
Totals,
-
494450
184565
883995
1563010
52100
SUMMARY.
To Richmond,
-
-
-
-
16481 tons.
To Petersburg,
-
-
-
-
6152 "
To Port Walthall,
-
-
-
.
29467 "
Total aggregate,
-
-
-
-
52100 "
Equal to 1,384,223 tons hauled one mile.
Average tons in each train, 78.7
59
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466
Doc. No. 17.
D.
Tonnage transported between Richmond and Petersburg on the Main Stem of the
Richm'd and Petersb'g Railroad, during official year ending Ap'l 30, '53.
Northwardly :
Tobacco,
12693 hhds.
-
-
weight,
8440 tons.
Cotton,
2941 bales,
"
-
-
552 "
Domestics,
754 bales,
"
-
-
65 "
Iron,
old rails and scrap,
"
-
-
1193 "
Empty barrels, 36489
"
-
-
364 "
Miscellaneous freights,
-
-
-
554 "
Wood, from different points, averaging eight miles, 2414 cords,
421 "
Total,
-
-
-
11589 tons.
Southwardly :
Tobacco,
262 hhds.
-
-
weight,
174 tons.
Bacon,
104 "
"
-
-
44 "
Molasses,
31
"
126 bbls.
"
-
53 "
Sugar,
184 "
"
-
-
115 "
Liquor,
2798 barrels,
"
-
-
524 "
Flour,
1881 "
"
-
-
153 "
Iron,
bar and pig,
"
-
-
393 "
Lumber,
104,987 feet,
"
-
-
131 "
Miscellaneous freight,
"
.
-
2025 "
Total,
-
-
-
3612 tons.
Total tons of 2,000 lbs. both ways,
-
15201
Equal to 325,160 tons hauled one mile.
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Doc. No. 17.
467
E.
Tonnage transported over the Richmond and Petersburg Railroad, between Rich-
mond and Port Walthall, during the official year ending April 30, 1853.
Downwards:
Flour,
41,758 whole barrels,
-
-
weight,
4593 tons.
Do.
3,031 half
do.
"
-
-
166 "
Miscellaneous freight and freight by steamer,
"
-
221 "
Total,
-
-
-
4980 tons.
Upwards:
Iron, (rails)
(tons of 2,240 lbs.)
-
-
4653 tons.
Miscellaneous freight and freight by steamer,
-
-
375 "
Total,
.
-
-
5028 tons.
Agricultural lime delivered to farmers on the line, (tons of 2,000 lbs.)
122 "
Total,
-
-
-
-
10130 tons.
Equal to 201,996 tons transported one mile.
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Doc. No. 17.
F.
meous Tonnage transported between Richmond and Clover Hill, other n
and and Petersburg and Clover Hill Railroads during the official you
30th, 1853.
-
.
1191 hogsheads, weight,
78 tons.
-
-
7656 bushels,
"
230 "
-
3814
"
-
33 4d
"
-
-
29 **
*
Total,
-
-
-
370 tops
awardly:
Bancellaneous freights, consisting of
Groceries, liquors, meal, corn, dry goods, furniture, iron, castings, guano, &c.
443 toss
-
Making a total of,
-
-
-
-
BIS total
Equal to 25203 tons hauled one mile.
Recapitulation of Tonnage.
Total aggregate tons of coal,
-
-
-
-
500MM
Total aggregate tons of freight other than coal,
-
-
26141
-
Total aggregate tons of all freights,
-
-
78141
Being equal to 1936582 tons transported one mile.
This does not include wood, timber, gravel, or inaterials for the use of the road, of which
no account has been taken.
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Doc. No. 17.
469
G.
Statement of the Number of Passengers carried over the Richmond and Petersburg
Railroad during the official year ending April 30th, 1853-Reduced to Pas-
sengers carried one mile.
Southwardly:
Passengers over the whole length of the road, including local and
through travel, excursion passengers, servants and half seats counted
as each one passenger,
-
-
-
- 33839
Way passengers, including servants,
-
-
-
1414
Total,
-
-
35253
Northwardly :
Passengers over the whole length of the road, counting servants and half
seats as each one passenger,
-
-
-
- 28149
Way passengers, including servants,
-
-
-
1296
Total,
-
-
-
-
29445
Steamboat Passengers by way of Port Walthall.
Downwards, counted as above,
-
.
-
-
2550
Upwards,
"
"
-
-
.
- 3100
Way, on the road, counted as above,
-
-
-
147
5797
Total passengers,
-
-
70495
Equal to 1505206 passengers carried one mile.
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Doc. No. 17.
H.
ent of Miles run by Trains of all kinds during the year ending April
30th, 1853.
DATE.
Passenger trains.
Freight trains.
Coal trains.
Timber, wood and
materials.
Total
Dirt trains.
-
-
2827
1746
3288
462
1
883
-
-
3188
2772
2981
279
I
920
-
-
3325
1876
3360
436
194
9191
-
-
3165
1542
3208
313
560
18789
ber,
.
3127
2258
3212
290
879
9766
-
-
2840
1652
2781
460
1000
8733
November,
-
2541
1876
3891
418
975
9701
December,
-
2898
920
4602
708
-
9125
1853-January,
-
2823
997
3060
556
-
7436
February,
-
2761
774
5038
786
-
9358
March,
-
3350
1573
4720
476
-
10119
April,
-
2799
1963
5374
544
-
10680
Total,
-
35644
19949
45515
5728
3608
110444
SUMMARY.
Miles run by passenger trains,
-
-
-
35644
"
"
freight trains,
-
-
.
19949
"
"
coal trains,
-
.
-
-
45515
"
"
material, timber and wood trains,
-
-
5728
"
"
dirt trains,
-
-
-
-
3608
Total miles run by all trains,
-
11044
On Richmond and Petersburg road,
-
.
.
80302
On Clover Hill road,
-
-
,
-
30144
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Doc. No. 17.
471
1.
Condensed Statement of the Operations on the Richmond and Petersburg Railroad
for the year ending April 30th, 1853.
Miles run by passenger trains,
-
-
-
-
35644
"
"
tonnage trains,
-
-
-
-
74800
Aggregate run of " .fns,
-
-
-
-
110444
Number of passengers carried one mile,
-
-
-
1505206
"
tons of freight
"
"
-
-
-
1936582
"
hogsheads of tobacco carried over road,
-
-
13074
46
bales of cotton
"
"
-
-
2941
"
tons of coal
"
"
-
-
52100
"
barrels of flour
"
"
-
-
45185
Average number of passengers in each train,
-
-
44
Average tons of freight, other than coal, in each train,
-
-
29.5
Average tons of coal in each train,
-
-
-
78.5
Aggregate cost of working road,
-
-
-
$ 84999 72
Total expenses per mile run,
-
-
-
-
76.97 cents.
Cost of repairs of road per mile run,
-
-
-
28 cents.
Cost of repairs of engines and cars per mile run,
-
-
16.15 cents.
Receipts per mile run,
-
-
-
-
$1 14.1
Receipts per mile of road, including branch road,
-
-
$ 5040 69
Total aggregate receipts,
-
-
-
-
$ 126017 33
The cost of repairs of road per mile run is only for the miles run on the main line and
Port Walthall branch, and does not include the miles run on the Clover Hill road.
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472
Doc. No. 17.
J.
Statement showing the Number of Persons employed by the Richmond on
Petersburg Railroad Company on the 30th April 1853.
HOW EMPLOYED.
Number.
Total.
Pay per day.
Pay per month.
Pay DUE annum.
Transportation department:
Ticket clerk at Richmond,
-
-
1
I
-
8480
Freight " at
"
-
-
1
I
-
700
"
"
at
"
-
-
I
I
-
-
420
Freight and ticket agent at Petersburg,
-
1
1
-
-
600
"
"
"
"
*
1
-
-
I
500
Agent at Clover Hill,
-
-
1
I
-
-
72(
"
Port Walthall,
-
-
1
-
-
-
500
7
Manager of yard at Richmond,
-
1
-
-
$50 00
"
omnibus and horses,
-
1
1
I
40 00
2
Watchmen at Richmond,
-
-
2
1
each
30 00
"
James river bridge,
-
2
-
-
25 00
Watchman at Petersburg,
-
-
1
-
$1 00
per night.
=
Port Walthall,
-
-
1
I
100
"
6
Conductors of passenger trains,
-
2
-
each
45 00
Baggage agent,
-
-
.
1
-
1
25 00
3
Engine men,
-
-
-
6
I
-
60 00
Engine man,
-
-
.
1
-
-
50 00
7
25
Road department:
Overseer of road,
-
-
-
1
-
-
1
721
Section men,
-
-
-
2
I
1 25
Section man,
-
-
#
1
-
-
30 00
Foreman of bridge and road carpenters,
-
1
-
2 25
Carpenters,
-
-
-
2
-
1 50
Carpenter,
-
-
,
1
-
1 25
8
Machinery department:
Machinists, (foreman,)
-
.
1
-
2 25
Machinist,
-
-
-
I
-
1 831-
Machinists,
-
-
.
5
-
1 75
"
-
-
-
2
-
1 50
Apprentices,
-
-
3
-
12
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Doc. No. 17.
473
J--Continued.
HOW EMPLOYED.
Number.
Total.
Pay per day.
Pay per month.
Pay per annum.
Machinery department:
Blacksmiths, (foreman,)
-
-
1
-
2 25
Blacksmiths,
-
-
-
3
-
1 6G3
Blacksmith,
-
-
-
1
I
1 50
5
Carpenters, (foreman,)
-
-
1
-
$2 25
-
-
-
3
-
1 621
"
-
-
-
2
-
1 50
Carpenter, (pattern maker.)
-
-
1
-
175
7
Painter,
-
-
-
1
-
2 00
" (temporarily,)
-
-
1
-
1 50
2
Car ;- .spector,
-
-
-
1
,
1 50
"
-
-
-
1
#
1 30
"
-
-
-
1
1
1 10
3
Engine cleaner,
-
.
-
1
-
871
1
-
30
NEGROES.
At Richmond depot, loading and unloading cars, &c.
-
-
-
13
In office at Richmond,
-
-
-
-
-
1
In shops as helpers,
-
-
-
-
-
9
Omnibus and wagon drivers,
-
-
-
-
-
4
At depot in Petersburg,
-
-
-
-
-
6
At depot at Port Walthall,
-
-
-
-
-
7
At water station on the line,
-
-
-
-
-
9
On repairs of road,
-
-
-
-
-
19
As firemen and train hands,
-
-
-
-
.
14
Free blacks as train hands,
-
-
-
-
-
2
-
Total,
-
-
-
84
II
Slaves averaging $127 per annum, including those employed to go on trains, for which
high prices are paid. The free blacks receive $24 per month each.
60
:
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474
Doc. No. 17.
K.
Statement of the Working Expenses upon 22 of the Massachusetts Railroads for
1852, as shown by their Annual Reports to the Legislature.
No.
NAME OF ROAD.
Length in miles.
Total expenses per
in
1
Worcester,
-
-
-
45
$0 85
2
Western,
-
-
-
155
77
3
Providence and Worcester,
-
-
-
43
X
4
Worcester and Nashua,
-
-
-
46
to
5
Fitchburg and Worcester,
-
-
,
14
50
6
Connecticut river,
-
-
-
50
83
7
Pittsfield and North Adams,
.
.
-
19
#
8
Providence,
-
-
-
-
41
76
9
Taunton,
-
-
-
-
11
1 46
10
New Bedford,
+
.
-
-
20
98
11
Lowell,
-
-
-
-
26
1 03 03
12
Nashua,
-
-
-
-
15
99
13
Laurence,
-
-
-
-
12
56
14
Salem and Lowell,
-
-
-
17
85
15
Boston and Maine,
-
-
-
74
64
16
Fitchburg,
,
-
-
-
51
79
17
Vermont and Massachusetts,
-
-
-
69
75
18
Eastern,
-
-
-
-
55
70
19
Essex,
-
.
-
-
20
64
20
Old Colony,
*
-
.
-
37
92
21
Fall River,
-
-
-
-
42
91
22
Cape Cod,
-
-
-
28
59
Average,
-
-
.
-
$079.45
Total expenses per mile run on the Richmond and Petersburg railroad for the year end-
ing April 30th, 1853, 76.97 cents.
Interest paid on debts is not included in the above table of expenses.
The largest average sum paid for repairs of road by any one road per mile run, by train
for five years, was 22.41 cents. The least average of same was 8.17 cents; and the mest
of the whole was 14.57 cents.
The largest sum paid for repairs of engines and cars for the same time per mile run was
24.65 cents. The least average of the same was 9.39 cents; and the mean of the whole
was 13.66 cents.
The cost of repairs of road on the Richmond and Petersburg railroad for the year end-
ing April 30th, 1853, was 28 cents per mile run.
The cost per mile run for repairs of engines and cars was 16.15 cents.
The largest average sum paid by any one of the Massachusetts roads in one year for re-
pairs of road, and repairs of engines and cars combined, was 49.8 cents, and the mean
average of the whole was 28.23 cents for both. The mean average of all other expenses
was 51.22 cents per mile run.
The cost of repairs of road and engines and cars combined on the Richmond and Po
tersburg road was 44.15 cents. Of all other expenses 32.82 cents per mile run.
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Doc. No. 17.
475
ROANOKE VALLEY RAILROAD COMPANY.
OFFICE ROANOKE VALLEY R. Co.
October 25th, 1853.
To the Board of Public Works.
GENTLEMEN,
Herewith you will receive a statement of the financial condi-
tion of the Roanoke Valley railroad company, prepared agreeably to the act of
assembly; also a list of the stockholders, with the balance due from each, and
the number of shares held by each.
For the state and condition of the work, I ask to refer you to the report of
the chief engineer, accompanying this report. A map of the road is in progress
and nearly completed, which will be sent to your board in a short time.
By order of the board of directors.
DAVID SHELTON, Pres't.
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476
Doc. No. 17.
PRESIDENT'S REPORT.
OFFICE ROANOKE VALLEY R. Co.
Clarkesville, March 16, 1853.
Stockholders of the Roanoke Valley R. Co.
GENTLEMEN,
It affords me pleasure to present to you my first annual report,
and to congratulate you upon the prospect of a successful termination of our
enterprise at no distant day.
The company was organized on the 16th of March 1852, by the election of 1
president and board of directors, who held their first meeting on the day of their
appointment, and elected E. A. Blanch chief engineer, and E. A. Williams secre-
tary and treasurer. The preliminary surveys having been previously made, the
chief engineer, with his assistants, immediately commenced the location of the
road, and by the third day of June following. the profiles, plans and specifications
of the whole line were completed, and on that day the grading and masoury of
the whole line were let to contract, to be completed by the 1st of June 1853, at
satisfactory prices, to contractors of character and experience. For a detailed
statement of the operations on the road, I refer you to the accompanying report
of the chief engineer.
Land damages have been assessed and paid to the amount of $2,882 05; 28-
sessed but not paid, $1,090; and a few cases of small amount remain unassessed.
The engineer corps engaged in the service of the company consist of E. A.
Blanch, chief engineer, salary $1,700 per annum; J. L. McAlpine, 1st assistant
engineer, $1,200; Franklin Wright, 2d assistant engineer, $1,200; Wm. T. Car-
rington, leveler, with board, $30 per month; four servants as rodmen and chain-
men, hired by the year.
The services of one assistant engineer will be dispensed with at the end of the
current month.
For a detailed statement of the financial condition of the company, I refer you
to the account of the clerk and treasurer, accompanying this report, marked
A and B.
The board purchased for the use of the road two lots in Clarkesville, one on
the southwest corner of Main and First streets, known as the Old factory lot; the
other on First street, designated in the plat of the town as lot No. 73. The
aggregate cost of the two lots was $2,729 75. On one of the lots there are
considerable buildings, which will be sold to be removed.
This company was created by act of assembly in 1851, with a capital stock of
$ 300,000, the charter providing that when individuals or corporations shall sub-
scribe for $100,000 of the stock, the Board of public works should subscribe for
$50,000 of stock; and when another sum of $100,000 should be subscribed by
individuals or corporations, the Board of public works should subscribe the
further sum of $50,000. Under the provisions of this charter, individuals and
corporations subscribed for stock to the amount of $108,800, and the Board of
oublic works for $ 50,000.
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Doc. No. 17.
477
Believing that the balance, 91,200,) the sum necessary to be subscribed by
individuals and corporations to secure the further sum of $ 50,000 from the state,
could not be thus obtained, the board of directors determined to apply to the
legislature of Virginia so to alter and amend the original charter of the company,
as to place the stock of that company upon the two and three-fifths principle;
and I am gratified to inform the stockholders, that on the 10th day of this month,
a bill for that purpose passed the legislature of Virginia and became a law of the
land.
By the provision of the charter thus amended, the Board of public works sub-
scribes for $100,000 of additional stock in the company, by virtue of subscriptions
heretofore made by individuals and corporations; and when individuals and cor-
porations shall subscribe for stock to the amount of $11,200, the Board of public
works shall subscribe the further sum of $ 30,000, which will complete the capital
stock of the company.
Respectfully submitted, in behalf of the board.
DAVID SHELTON, Pres't.
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478
Doc. No. 17.
CHIEF ENGINEER'S REPORT.
ROASOKE VALLEY RAILBOAD Ornes,
Clarkerville, Fa, March 16, 1852.
The President and Directors of the
Roanoke Valley Railroad Co.
GESTLEMEN,
The location of the Roanoke valley railroad was finished in the apring
of 1852, and on the 3d of June Inst the grading and masonry on the entire line was FL
under contract. The charter which governs your company in North Carolina, required
the eastern terminus of the road to be "at or near Ridgeway." Aware that the disente
thus given might be a source of detriment to private interests, it was not exercised with
serious deliberation. An examination of facts, however, left no room to doubt that the
junction with the Raleigh and Gaston road should be about three miles west of Ridgewn
That road proceeding from Gaston passes Ridgeway in a direction considerably north il
west, and hence deflects but slightly from the general bearing of our line, the mean coust
of which is nearly southeast. (S. 48°, 19', 24" E.) We were thus met on the way al
relieved from the building of more than two miles of railroad. Had Ridgeway, instead d
the point selected, been made the terminus, this additional amount of road must have bost
constructed, whilst the reduction of aggregate distance to market would not have exceeded
a mile.
The road is 22 miles long: 17.4 miles being in straight lines, and 4.6 miles being is
curves. The are of greatest curvature used has a radius of 1432.5 feet. The road w less
than a mile longer than would be a straight between its extremities. This unusual direct
ness of route was not attained at the expense of heavy grading, but was to a great extent
called for by the topography of the country.
The courses of the streams intersected by the road, following the general slope of to
country to the northeast, made it necessary for them and their intervening ridges to be
crossed at nearly right angles. To effect this, and at the same time to avoid deep excare
tions on the one hand, and high bridges and embankments on the other, grades of 52.8 feet
per mile were adopted on several portions of the line. Economy in construction was the
secured without material addition to the subsequent expense of working the road. Most
of the grades being short, and changing from descending to ascending, the increase of
power necessary to carry a train up the ascending grade will lack but little of being sup-
plied upon the descending one, by the momentum imparted by gravity and the accumula-
tion of steam. Steeper grades are encountered upon almost all the railroads in the cour
try, and in many cases, without the compensating advantages possessed by ours, of an on-
dulating surface and gentle curves. The difference of elevation at the termini of the road
is 144.39 feet; the eastern terminus being higher.
Owing to the number of streams crossed, the quantity of masonry and bridging is large
for short a line. The greater portion of the masonry has been finished.
The contracts for grading and masonry require that portion of them on the east of Not-
bush creek to be completed by the 1st day of May next, and the remainder within a month
thereafter. As no arrangements had been made, for reasons known to you, to procure
iron, sills and superstructure for bridges, it became evident, early in the year, that the com-
pletion of the road would not be retarded on account of the grading. This fact, together
with the state of our finances, rendered it injudicious to compel contractors to bring addi-
tional force upon the work. The grading, however, has progressed well: several sections
are finished and others will be completed during the present month. The contractors gene-
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Doc. No. 17.
479
rally have forces sufficient to put the grading in readiness by the time materials for super-
structure can be procured, even should steps be taken at once for that purpose.
Bills against the company, certified at this office, from the 16th of March 1852 to date,
amount to $ 99,674 54.
The following quantities of the several kinds of work had been done at the close of the
last month:
Earth excavation,
.
-
256,383 cubic yards.
Rock excavation,
-
-
40,239
"
Embankment,
-
-
332,938
"
Excavation of drain pits,
1,992.7
"
-
Dry stone drains,
-
1,969.2
"
-
Masonry,
.
-
3,653.8
"
Wooden drains,
-
-
221. lineal feet.
There is nothing paid for grubbing and clearing. Ditching is embraced in excavation.
The following estimated quantities of work yet to be done are, from the nature of the
case, only approximatively true :
Earth excavation,
-
-
232,474 cubic yards.
Rock excavation,
-
58,158
"
-
Embankment,
-
266,743
"
-
Excavation of drain pits,
873
"
-
Dry stone drains,
947
"
-
-
Masonry,
-
2,589.4
"
-
Wooden drains,
-
-
263
lineal feet.
These amounts may be relied on as nearly accurate, except the items of earth and rock
excavation. In regard to them it is only known that together they make about 290,000
cubic yards. Of this quantity I assume one-fifth to be rock, which exceeds the proportion
heretofore found by 50 per cent. The rock here spoken of is mostly slate.
Of the work unfinished, there remains to be done, east of Nutbush creek :
15,913 cubic yards earth excavation.
4,500
"
rock excavation.
21,467
"
embankment.
44
"
dry stone drains.
50 lineal feet wooden drains.
Engineering Force.
E. A. Blanch, chief engineer,
salary,
1700
J.L. McAlpine, assistant on 1st division,
"
1200
Franklin Wright,
"
2d
"
"
1200
Win. T. Carrington, leveler,
"
30 per month and
Four servants as rodmen and chainmen.
board.
Operative Force.
442 hands.
184 horses and carts.
14½ 4 horse wagons and teams.
An addition of 60 or 70 hands is expected to be made to the force within a few days
Digitized by Google
480
Doc. No. 17.
The advance in the price of iron and the unusual quantity of rock to be excavated will
swell the cost of the road beyond the estimates based upon the preliminary survey. Not-
withstanding this, the road may be considered cheap for one crossing 80 many streamsand
passing over a surface so rugged.
Should an early purchase of iron be determined on by you, no time will be lost in ob
taining proposals for sills, superstructure of bridges, and other things necessary for laying
the track. The road will be ready to receive superstructure about the 1st of August next.
It affords me pleasure to allude to the efficiency with which the contractors generally
have conducted their operations, as well as to the good order which has been maintained
their camps. And it may not be inappropriate to acknowledge officially the many cour-
tesies extended to the engineering corps by the hospitable citizens along the line.
Respectfully submitted.
E. A. BLANCH,
Chief Engineer.
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Doc. No. 17.
481
CHIEF ENGINEER'S REPORT.
ROANOKE VALLEY RAILROAD OFFICE,
Clarkesville, Oct. 24, 1853.
The President and Directors of the Roanoke V. R. Co.
GENTLEMEN,
It becomes my duty to report to you the present condition of your
road. In the report made to you at the annual meeting of the stockholders, the length,
grades and curvature of the road were fully set forth, and need not be alluded to on the
present occasion.
The graduation of the road is now complete, with the exception of a small portion on
sections one, eight and ten. The remaining work on section one has been reserved for
the purpose of filling around the abutments of the bridge on Blue creek. The work not
yet done on section eight is of a difficult character. and it is impossible to predict its com-
pletion. It consists in the removal of solid rock from a deep excavation, to the progress
of which the water oozing through the crevices has hitherto been a serious obstacle. The
contractors have now reached a portion of the rock, where the trouble from this source is
much less than formerly; and judging from the dip of the ledge, it is reasonable to con-
clude that its extent is much less than it was at one time believed to be. The work on
section ten is light and of an easy character. This, as well as the work on section one,
can be completed by the 1st of December. The masonry is complete, with the exception
of the bridge over Blue creek, which will be finished in December.
The superstructure of bridges on the entire line has been contracted for, and the largest
of them (that for Big Nutbush creek) is far advanced in construction. The completion of
this, as well as of the other bridges, will be in advance of laying the track. No arrange-
ment has been made for procuring sills. The expectation, and at the same time the
uncertainty of obtaining a large number from the Raleigh and Gaston railroad company.
has left it impossible to decide how many should be contracted for, and at what points they
should be delivered. The iron having now been purchased, and its early arrival expected,
it is important that contracts for sills be made without delay.
hether this shall be done
privately or by public letting, is a question which the board will please decide. Various
proposals have been made to me on the subject by persons living along the line.
The estimate cost of grading and masonry yet to be done, including per centage on
work unfinished on the 1st instant, is $ 25,869 70.
A transit and level, formerly belonging to this company, I have sold to the Lunenburg
plankroad company. for which they have not yel made payment.
Respectfully submitted,
E. A. BLANCH, Chief Engineer.
DAVID SHELTON, Pres't.
61
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482
Doc. No. 17.
Return of the Roanoke Valley Railroad Company for the year ending the 306
September 1853.
Capital stock, $ 300,000 :
Subscribed by individuals, 1094 shares,
-
-
-
109400 W
Subscribed by the commonwealth, 1500 shares,
-
-
150000 10.
Interest received,
-
.
-
-
85
Received for sale of house on depot lot,
-
-
-
3 G
Amount of commonwealth's subscription unpaid,
*
16680 00
Amount of individual subscription unpaid,
-
17955 00
Expended in construction of work from the commencement
to this date:
For grading,
.
-
153784 38
masonry,
-
-
48851 85
land damages,
-
-
2979 55
real estate,
.
-
2729 75
engineering expenses,
-
-
8938 75
office rent, stationery, &e,
-
168 35
traveling expenses,
-
-
250 34
expenses to obtain subscriptions,
-
18 87
salaries,
-
-
-
2375 00
220096 84
Cash on hand 30th September 1853,
-
-
4715 86
$ 259447 70 259447 TO
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Doc. No. 17.
483
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report,
-
2558 67
Amount stock received from individuals,
-
79752 00
Amount stock received from Board public works,
-
128870 00
Interest received,
-
-
-
7 77
Received for sale of house on depot lot,
-
-
39 45
Total receipts,
-
-
-
211227 89
Deduct disbursements during the year :
Grading,
-
-
-
-
145473 47
Masonry,
-
-
-
-
48851 85
Land damages,
-
-
-
-
1979 55
Real estate,
-
-
-
-
1854 75
Engineering expenses,
: .
-
-
6337 81
Office rent, stationery, &c.
-
-
-
120 39
Traveling expenses,
.
.
-
250 34
Stock expenses,
-
-
-
18 87
Salaries,
-
-
-
1625 00
Total disbursements,
-
-
206512 03
Balance on hand 30th September 1853,
-
-
-
$ 4715 86
By order of the board of president and directors.
E. A. WILLIAMS,
Clerk and Treas.
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Doc. No. 17.
PROCEEDINGS.
The first annual meeting of the stockholders of the Roanoke Valley railroad company
was held at the office in the town of Clarkesville on Wednesday, the 16th day of March
1853.
On motion of Tucker Carrington, Esq., Robert Y. Overbey was called to the chair, and
E. A. Williams appointed secretary.
On motion, Wm. Townes, Tucker Carrington, John W. Young and John Lewis were
appointed a committee on proxies, who reported that a majority of the whole stock was
represented in the meeting.
The city of Norfolk not being represented by proxy in the meeting, Mr. George F. An-
derson from that city being present, was invited to take a seat in the meeting and to partici-
pate in its proceedings.
The meeting being duly organized, the president presented his report, together with the
reports of the chief engineer and treasurer; which were, on motion, received and ordered
to be recorded.
On motion, Wm. Townes, Tucker Carrington, George F. Anderson and John J. Daniel
were appointed a committee to examine the books and accounts of the treasurer.
On motion of David Shelton, the following resolution was unanimously adopted:
Resolved, that the stockholders of the Roanoke Valley railroad company, in general
meeting, accept and adopt all the provisions of an act of the general assembly of Virginia
entitled an act to alter and amend the charter of the Roanoke Valley railroad company,
passed the 10th day of March 1853, and that notice of this acceptance be certified under
the seal of the company to the Board of public works of Virginia.
The committee appointed to examine the books and accounts of the treasurer, made the
following report:
The committee appointed by this meeting of stockholders for the purpose of examining
the accounts and disbursements of the treasurer of the Roanoke Valley railroad company,
have had that subject under consideration, and beg leave to report that they have found the
payments and disbursements all sustained by proper vouchers, and the papers and books
kept in a style of meatness and regularity which reflects much credit on that officer.
WM. TOWNES,
TUCKER CARRINGTON,
GEO. F. ANDERSON,
JNO. J. DANIEL.
The meeting then proceeded to elect a president and three directors; whereupon, Da-
vid Shelton was unanimously elected president, and Silas H. Harris, George F. Anderson
and James Williamson, directors, for the ensuing year.
On motion of E. A. Blanch,
Resolved, that James M. Bullock be and he is hereby recommended to the Board of
public works of Virginia as a fit and proper person to be appointed third director on be-
half of the state of Virginia.
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485
On motion of Tucker Carrington,
Resolved, that this meeting recommend to the Board of directors to increase the salary
of the clerk and treasurer to seven hundred and fifty dollars for the ensuing year.
On motion, ordered that this meeting do now adjourn to meet in Clarkesville on the third
Wednesday in March 1854.
R. Y. OVERBEY, Chm'n.
E.A. WILLIAMS, Sec'y.
List of Officers.
David Shelton, president, salary $1000 and necessary expenses; E.A. Williams, secre-
tary and treasurer, $500; Henry Wood, S. H. Harris, Jas. Williamson, Francis Mallory
and Jas. E. Haskins, directors, necessary traveling expenses.
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486
Doc. No. 17.
SEABOARD AND ROANOKE RAILROAD COMPANY.
OFFICE SEABOARD AND ROANOKE R. Ca.
Portsmouth, Va., Nov. 9. 1853.
W. R. DRINKARD. Esq.
SIR,
Herewith enclosed I send report of president of this company, with
copy from last annual report, and a portion of other documents called for under
circular of your board.
I will forward other statements by mail, however. I have been quite onwell
recently, and must, therefore, ask your indulgence for my tardiness in this matter.
Very respectfully, yours,
HAMMOND WHITNEY, Treas.
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Doc. No. 17.
487
REPORT.
To the Board of Public Works.
GENTLEMEN,
The president and directors of the Seaboard and Roanoke
railroad company respectfully submit the accompanying statements, showing the
condition of the affairs of the company up to the 1st of October 1853.
The annual meetings of this company take place on the fourth Thursday in
February, and I transmit also a printed copy of the proceedings of the stock-
holders at their last meeting.
Since the last annual meeting the connecting link between Weldon and Gaston
has been completed, and there is now a continuous railroad line from Portsmouth
to the city of Raleigh. The road uniting the Seaboard and the Raleigh and
Gaston railroads was opened. on the 19th of April of the present year, since
which time it has been in active and efficient operation for the transportation of
freight and passengers. The Board of public works will see from this statement
that the provisions of the legislature, requiring the construction of a road so as
to connect the Seaboard and Raleigh roads, have been complied with. The
treasurer's statement will show that there has been a gradual increase in the
monthly receipts of the road up to the 1st of October ; and it is believed that
this increase has taken place without detriment to any other road in the state.
It is confidently expected that, when the other connecting roads now being
constructed are completed, the Seaboard road will prove not only a good invest-
ment to the stockholders, but that it will also augment the resources of the state,
by building up her seaport towns.
The beneficial effects of the Seaboard road are already seen by the increased
activity and business of Norfolk and Portsmouth.
The Seaboard road is rebuilt on the line of the old Portsmouth road. It is
eighty miles in length, and laid with T iron weighing fifty pounds to the yard;
is in good order and condition, and will be supplied by the ensuing spring with
motive power sufficient for all business that may offer.
Respectfully submitted.
WM. COLLINS, Pres't.
Office Seaboard and Roanoke R. Co.
Oct. 24, 1853.
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488
Doc. No. 17.
PROCEEDINGS.
The fifth annual meeting of the stockholders of the Seaboard and Roanob
railroad company was held in their office at Portsmouth, Va., on Thursday
February 24th, 1853.
On motion, C. L. Cocke was appointed chairman, and Hammond Whitney,
secretary.
On motion, A. Mehaffey, F. Mallory and M. N. Falls were appointed a cin-
mittee to ascertain the amount of stock represented in the meeting.
The committee reported:
Whole number of shares,
-
-
-
4180
Entitled to
-
-
-
*
2240 votes
Whole number of shares represented in person,
,
520
By proxy,
-
,
-
-
2527
Total-shares represented in person and by proxy,
,
3047
Entitled to
-
,
-
1643 votes.
On motion, the report of the committe was accepted.
The fifth annual report of the president and directors was submitted, will
statement of the treasurer, and read.
On motion, the report was accepted.
The committee appointed at the last annual meeting to examine and audit the
accounts of the treasurer, submitted a report; which was read, and on motion, the
report was laid on the table.
M.N. Falls submitted the following resolutions, which were read:
Resolved. that the stockholders of the company accept the provisions of II
act of the legislature of North Carolina entitled an act concerning the Seaboand
and Roanoke railroad company, passed in December 1852, and of an act of to
legislature of Virginia entitled an act concerning the Seaboard and Roanolt
railroad company, passed the 26th day of January 1853.
And whereas the company are authorized, under the provisions of the w
acts, to borrow money at a rate of interest not exceeding seven per cent. pd
annum, payable semi-annually, and to make their loans, or any portion of them
if they should deem it advisable to do 80, convertible into stock of the company.
guaranteed to produce semi-annual dividends of three and a half per cent., If
to secure the punetual payment of the principal and interest of said loans a
guaranteed dividends, as the case may be, by a deed of trust or mortgage on il
the works and property, rights, privileges and franchises of the company, subject
only to prior mortgages or deeds of trust on the same, and it is desirable walm
the above recited provisions to borrow money with a view to funding the pt
sent liabilities of the company and to meet pressing demands: Be it therefore
Resolved, that the president and treasurer be and they are hereby authorized
to execute bonds convertible into stock of the company guaranteed to product
semi-annual dividends of three and a half per cent., for an amount not exceeding
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Doc. No. 17.
489
in the aggregate, the sum of two hundred thousand dollars, the said bonds to
be dated on the 1st day of March 1853, to be signed by the president of the
company, and countersigned by the treasurer, and sealed with its corporate seal,
to be in sums of one thousand dollars each, bearing interest at the rate of seven
per cent. per annum, payable semi-annually, on the first days of March and
September of each year, in the city of Philadelphia, and the principal of said
bonds to be payable in said city on the 1st day of March 1870.
That to secure the faithful payment of the interest and principal of said bonds,
the president be and he is hereby instructed to execute and deliver to Robert
Tyler of Philadelphia, or such other persons as the president may see fit, a deed
of trust or mortgage, under the seal of the company, in the most complete and
binding form, on all the works and property and rights, privileges and franchises
of the company, acquired and to be acquired, conditioned for the faithful pay-
ment of the interest and principal of the said bonds, and especially providing
that if the interest due on any bond or bonds, or the semi-annual dividend on any
guaranteed stock into which the same may be converted, shall be and remain
unpaid for the period of sixty days after the same may be due and demanded, the
principal sum of all the said bonds outstanding and the original principal sum of
all the shares of guaranteed stock, into which any of the said bonds have been
converted, shall be forthwith due and payable; and it shall be the duty of the
trustee named in the deed, or any successor named in, or appointed under the
same, on the demand of the holder of any such bond or bonds, or guaranteed
stock, to sell at public auction in the city of Philadelphia or town of Portsmouth,
as he may elect, giving at least forty days' notice of the time, place and terms of
sale, the works and property, and rights, privileges and franchises, conveyed by
said deed, and out of the proceeds of the said sale to pay the principal sum and
interest of all the bonds which may be outstanding, and the original principal
sum and dividends of all the guaranteed stock which may be outstanding, not-
withstanding the said interest or guaranteed dividend may, after the expiration of
the said period of sixty days, have been tendered; and the said president and
treasurer are hereby directed to execute and deliver to the said Robert Tyler, or
such other person as may be appointed trustee, all contracts, papers, agreements
or other instruments in writing, necessary for the purpose of carrying into full
effect now, or at any time hereafter, the provisions of the said deed of trust or
mortgage.
That the said bonds be placed by the president and treasurer in the hands of
Moncure Robinson, to be by him negotiated, 80 far as the same can be, at par,
payable to the extent of one-half in the seven per cent. bonds of the company
payable in 1860, the remainder in cash.
On motion, the resolutions were unanimously adopted.
On motion, the report of the committee appointed at the last annual meeting
to examine and audit the accounts of the treasurer, was taken up.
62
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490
Doc. No. 17.
REPORT OF STANDING COMMITTEE.
The committee appointed at the last annual meeting of the stockholders, to
examine and audit the accounts of the treasurer, respectfully report:
That they have examined the disbursements made by the treasurer, which they
have found correctly stated and sustained by proper vouchers, as certified by your
committee upon the treasurer's books.
That, for want of time, they have been unable to make but a partial examins-
tion of the details of the annual general statement of the treasurer, in regard to
which. and all other matters appertaining to the financial condition of the em-
pany, they propose to report at an adjourned meeting of the stockholders.
FRANCIS MALLORY,
WM. T. HARRISON,
Committee.
Norfolk, Va., Feb. 24, 1853.
On motion, the report was accepted, and the same committee was appointed to
net during the present year.
On motion,
Resolved, that when this meeting is adjourned, it be adjourned to Wednesday.
the 25th day of May, proximo.
On motion,
Resolved, that this meeting proceed to the election of a president and six direct-
tors for the ensuing year, in conformity with the resolution adopted by the stock.
holders at their last meeting.
On motion,
Voted unanimously, that the old board of president and directors, with Francis
Mallory of Norfolk, be and they are hereby elected.
William Collins, president; Andrew Joyner, Moore N. Falls, Moncure Robia-
son, Andrew Mehaffey, James Barnes, Francis Mallory, directors.
On motion of C. W. Newton,
Resolved, that this meeting, with the purpose of complying with the obligations
of law as to a connection of the Seaboard and Roanoke railroad with the city of
Norfolk by ferry, do refer the question to the board of directors, with instruction
to arrange the necessary details at an early day, 80 far as may be obligatory on
the Seaboard and Roanoke railroad company.
On motion, voted, that the report of the president and directors, with accom-
panying documents, be printed.
On motion, the meeting adjourned.
C. L. COCKE, Cit's
HAMMOND WHITNEY, Sec'y.
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491
REPORT.
The president and directors of the Seaboard and Roanoke railroad company
submit to the stockholders their fifth annual report, showing the condition of the
road, the receipts and expenditures for the fiscal year ending 1st of February
1853.
The receipts have been as follows
From passengers,
-
-
-
-
41488 42
From freight,
-
-
-
-
25721 51
Transportation of the mail,
-
-
-
8784 77
Total,
-
-
-
-
$ 75994 80
And there has been expended during the same period,
-
$186215 94
The treasurer's statement, herewith submitted, will exhibit in detail the receipts
and expenditures under appropriate heads.
From that statement it will be seen that the receipts for the transportation of
freight and passengers amount to $ 67,210 03, showing an increase over the last
fiscal year, from the same sources, of $ 35,284 57.
It should be mentioned, however, that the receipts were diminished by the loss
of the spring trade, in consequence of the destruction of the Weldon bridge.
Since the last annual meeting that bridge has beeu renewed, being constructed in
a most substantial manner, and on the most approved plan.
The reconstruction of the bridge, filling up of embankments and ditching, pro-
perly charged to construction account, have greatly added to the expenditures of
the company.
Two additional engines have been purchased since the last report, and a third
contracted for, which will be delivered during the ensuing month, and the increase
of business will no doubt be such as to require the purchase of one or more addi-
tional engines during the year. There have been constructed in our work shops
during the year, two crate baggage cars, fourteen house and eight platform cars,
making, with those previously on hand, thirty-three freight, besides seventeen gra-
vel, three baggage and five passenger cars. Materials have been contracted for,
and freight cars will be constructed as fast as our limited facilities will permit.
The statemet of the superintendent of the shops, also submitted, will show the
equipment of the road.
The policy of constructing cars by railroad companies is questionable. We
have, however, been compelled to build, for the reason that there is no convenient
manufactory from which to procure them for immediate use.
A factory of this description in this vicinity, from its location and from the faci-
lity of procuring the best materials, would be enabled to construct passenger and
freight cars on most reasonable terms.
The work on the connecting link between Weldon and Gaston has not pro-
-
gressed as rapidi=
ity in procuring hands and the
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492
Doc. No. 17.
wet weather during the fall and winter greatly retarded the work, but justice to
the contractors, however, requires it to be stated that they have done all in their
power to expedite the completion of this important work.
The rail used is of the T pattern, weighing fifty-five pounds to the yard. and
is of excellent quality. The contract price of the iron was fifty dollars per ton.
delivered in New York, and the purchase of the iron at the time the contract
was made, has no doubt saved the company at least $20,000. It may be confi-
dently stated, that the connecting link will be completed early in April, when
there will be a continuous railway from this place to the capital of North
Carolina.
By a resolution of the stockholders, at their last meeting, the president of the
company was required to procure, from the legislatures of Virginia and North
Carolina, amendments to the charter, to reconcile inconsistencies in order 14
make the legislation of both states uniform.
It was also deemed advisable to apply for authority to borrow money at a Tale
of interest not exceeding 7 per cent., and to make the loan of the company CCE-
vertible into stock, guaranteed to produce semi-annual dividends of 31 per cett
In consequence of this application, acts have been passed by the two states.
which are herewith submitted for the consideration of the stockholders.
Application was also made to the legislature of North Carolina, for a release
of the debt due to the state, on account of the Weldon bridge. This application
was made at the instance of some of the most prominent citizens of that state.
and it is highly probable the company will be released of this debt on a recess
of the application. The time of payment of the bonds held by the state be
been extended for two years from the time they become due.
Since our last meeting. the passenger house at the eastern extremity of Non-
street has been completed, and a portion of the building used for the storaged
freight. This house being found insufficient for the wants of the compet:
another building intended exclusively for freight is in process of construction.
The wharf property at the present terminus of the road has been partify
filled up: and the dock will be filled in, as the business of the road may requir
From an examination of the receipts of the road, and of the sources from
which they are derived, the stockholders can see that the prospects of the Co.,-
pany are in a favorable condition.
The road from Weldon to Portsmouth is now completed and in good conditi
It may be said to extend from the Seaboard to the centre of North Carolina. 1..
by it the rich resources of that state can find ready access to our markets.
The completion of the Manchester road will give a continuous chain of in-
rails from the Port of Norfolk to New Orleans. The Central railroad of N....
Carolina will open another extended way for the egress of freight and passet
gers, all looking to Norfolk as the great entreport of Southern commerce. Ti:
productions of the Roanoke valley alone will be sufficient to give employment
to the road. But the full effects of these valuable works cannot however le
realized, unless those engaged in mercantile pursuits will be vigilant, energetic,
and prepared to meet the wants of the planting interest. The Seaboard road
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Doc. No. 17.
493
has extended its arms into the rich valleys of the interior. It has put forth its
strength, and is prepared and ready to bring hither the rich and varied produc-
tions of the soil, and a corresponding exertion and activity on the part of the
merchants of Norfolk and Portsmouth will insure success to the road and
prosperity to themselves.
Respectfully submitted.
W. COLLINS, President.
February 24, 1853.
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Doc. No. 17.
STATEMENT
Of Earnings of the Seaboard and Roanoke Railroad for the year ending
January 31, 1853.
MONTH.
Passengera local.
Pas'gers Portsmouth
and Weldon.
Passengers through.
Total passengers.
Freight local.
Freight Portsmouth
and Weldon.
Total freight.
Total persongers and
Drought
February,
-
1207 85
362 34
196 92
1767 11
1225 38
-
1225 38
202 0
March,
-
1466 34
736 71
394 73
2597 78
2493 25
-
2493 25
001 00
April,
-
1592 94
470 31
573 22
2636 47
1611 97
-
1611 97
4948 #
May,
-
1615 86
1049 77
1178 82
3844 45
1038 07
126 17
1164 24
5008 w
June,
-
1406 97
1094 12
1248 59
3749 68
797 85
469 83
1267 68
5017 X
July,
-
1796 19
1460 51
1045 56
4302 26
1349 27
492 99
1842 26
6144 se
August.
-
1723 16
1469 46
1436 18
4628 80
1194 84
764 96
1959 80
6588 60
September,
-
1747 77
1532 67
1404 41
4684 85
1266 72
1283 20
2549 92
7234 =
October,
-
1377 85
1024 13
911 99
3313 97
1959 48
1490 02
3449 50
6763 0
November,
-
1444 50
1093 40
922 45
3460 35
1768 06
999 13
2767 19
627 54
December,
-
1904 41
790.00
542 14
3236 55
1989 02
987 66
2976 68
6213 99
January,
-
1817 99
806 82
641 44
3266 25
1541 28
872 36
2413 64
5679 w
$
19101 83
11890 24
10496 45
41488 52
18235 19
7486 32
25721 51
67210 0
Total passenger receipts,
-
-
-
-
41488 a
" freight
"
-
-
-
25721 SEAL
** mail,
-
-
.
8784 it
$ 75991 ₦
HAMMOND WHITNEY, Trait
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Doc. No. 17.
495
STATEMENT
Of Receipts and Expenditures of the Seaboard and Roanoke Railroad for the
year ending January 31, 1853.
Disbursements:
Repairs of road-reconstruction of Weldon bridge, labor, subsistence,
materials, &c.
-
-
.
-
-
36415 98
Cars and engines-new cars and locomotives,
-
28100 00
Repairs,
-
-
-
-
-
6000 00
34100 00
Stations-repairs, buildings, new buildings, wharf, &c.
-
-
15622 00
Transportation expenses,
-
-
-
-
48000 00
Miscellaneous-interest on mortgage bonds, contingent, &c.
-
54422 14
Subscription to Raleigh and Gaston railroad company,
-
-
34227 80
Cash in hand,
-
-
-
-
-
4227 43
$ 227015 35
Receipts:
Cash on hand,
-
-
-
-
-
8980 35
Road earnings, passengers,
-
-
-
41488 52
"
freight,
-
-
-
25721 51
"
mail,
-
-
-
8784 77
75994 80
Capital stock, subscription city of Norfolk,
-
.
75000 00
"
other parties,
-
-
-
16387 50
91387 50
Rents, sale of old materials, &c.
-
-
-
-
652 70
Other sources,
.
-
-
-
.
50000 00
$ 227015 35
HAMMOND WHITNEY, Treas'r.
Office S. & R. R. R.,
Portsmouth, Va., Feb. 1, 1853.
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496
Doc. No. 17.
Equipment of the Seaboard and Roanoke Railroad Company, Feb. 1st, 1853
ENGINES.
WEIGHT.
MANUFACTURER.
CONDITION
Virginia,
-
22 tons,
Souther & Co., Boston, Mass.
-
In order.
Raleigh,
-
21 **
N.C. M. Co., Newcastle, Del.
-
:
Norfolk,
-
15 is
Hinkley & Drury, Boston, Mass.
0
-
Roanoke,
-
12 0
Eastwick & Harrison, Philadelphia,
:
Portsmouth,
-
10 "
Taylor. England,
-
-
-
Under repairs
Remos,
* 9 "
Norris, Philadelphia,
-
-
In order.
Romalus,
- 9 "
"
**
-
#
-
G
A. Joyner,
. 9 "
..
**
-
-
LA
#
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Doc. No. 17.
497
CARS.
No.
DESCRIPTION.
MANUFACTURER.
5
8 wheeled 1st class passenger cars,
-
T. W. Wason, Springfield, Mass.
1
8
"
2d " and baggage
"
"
"
"
-
2
8
"
2d "
"
"
-
Seaboard and Roanoke R. R. Co.
2
8
..
crate
"
"
"
"
"
-
22
8
"
house freight
..
"
"
"
-
16
8
"
platform "
"
"
44
"
-
8
4
"
hand
"
"
"
"
-
4
4
"
rubble
"
"
"
"
-
2
4
"
gravel
"
"
"
"
-
1
8
"
house freight.
of
.
C. Ilgenfritz, York, Penn.
2
8
44
platform ..
"
"
"
"
-
15
4
66
gravel
"
-
Bradley & Rice, Worcester.
2
4
.6
hand
"
"
"
"
-
JEROME B. PENDLETON,
Superintendent of Shops.
63
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Doc. No. 17.
Track of the Seaboard and Roanoke railroad is laid on that of the Portsmouth and
Roanoke railroad. No map of the improvement in possession of the company: presumed
to be in possession of the Board of public works.
Length of improvement, 80 miles-finished
Road divided into sections of ten miles each, under overseer and laborers: whole under
superintendent of road.
Average cost of road per mile, reconstruction estimated at 8 9000.
List of Officers and Agents.
NAMES.
DUTIES.
COMPENSATION
William Collins, -
-
-
President,
+
-
-
$2000 00 per ALUVE
Andrew Joyner. .
.
-
James Barnes,
-
-
-
A. Mehaffey,
-
-
-
M. N. Falls,
Directors, -
Traveling expenses
-
-
-
-
-
on business of the Cs.
Moncure Robinson,
-
-
Francis Mallory,
-
-
Hammond Whitney,
-
-
Secretary and treasurer,
-
1500 00 per ADDRESS
W. Burdick,
-
-
-
Superintendent,
-
.
1200 00
#
O. D. Ball,
.
-
-
Agent, Portsmouth,
.
-
960 00
8
J. G. Cowper,
-
"
-
-
Suffolk,
.
.
250 00
5
E. Rants,
-
"
-
-
Carrsville,
-
-
Free ticket.
J. R. Williams,
.
"
-
-
Blackwater,
-
-
350 00
:
J. W. Murfee,
-
-
"
-
Murfee's,
.
-
Free ticket.
J. J. Darden,
-
"
-
-
Newsom's,
.
-
=
E. Beaton,
"
-
-
-
Boykin's,
-
.
"
J. Joyner,
-
"
-
-
Branchville,
.
-
"
N. B. Bryant,
"
-
-
-
Meherrin,
-
-
"
J. Drew.
-
"
*
-
-
Margarettsville,
-
"
J. T. Wheeler,
-
"
-
-
Concord,
-
-
:
W.D.Ellis,
-
**
-
-
Careysburg, -
-
60 00 per annual
E. N. Peterson,
**
-
-
-
Weldon,
-
-
600 00
:
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SOUTHSIDE RAILROAD COMPANY.
OFFICE SOUTHSIDE RAILROAD COMPANY,
Petersburg, October 31, 1853.
Board of Public Works.
GENTLEMEN,
I have the honor to hand herewith the fourth annual report
of the president and directors of the Southside railroad company to the stock-
holders, at their meeting on the 19th instant. I also enclose a list of the stock-
holders of the company.
These documents contain all such matters as seem to be required for the
information of your board.
I am, with high respect,
Your obedient servant,
WM. PANNILL,
President.
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Doc. No. 17.
PROCEEDINGS.
At the regular annual meeting of the stockholders of the Southside railroad
company, held at the court-house in the city of Petersburg, on Wednesday, the
19th day of October 1853.
The meeting was organized by the appointment of Robert B. Bolling, Esq.
chairman, and S. D. Watkins, the clerk of the company, in pursuance of the
2d article of the by-laws, attending as secretary; and on motion, R. C. Faulkner
was appointed assistant secretary.
The roll of the company was then called, and there were found to be present,
by proxy, state of Virginia, 2,016 votes; city of Petersburg, 757 town of
Farmville, 57; individual subscribers, 336; and in person, 569-making in all.
3,735 votes. being a majority of the votes which could be legally given upon all
the stock which has been subscribed; whereupon, the meeting proceeded to
business.
The chairman appointed Messrs. D. M. Bernard, Hugh Nelson and R. G.
Pegram a committee to examine the proxies, who, having performed that duty,
made a report, declaring that the proxies for 303 votes were in due form, and 33
were informal.
On motion, it was ordered that the proxies for the 303 votes be allowed to
vote on all questions arising at this meeting, and the proxies for the 33 informal
votes be not allowed to vote.
On motion of E. G. Booth, Esq., it was ordered that the reports of the
president and chief engineer be received and read; whereupon, they were
presented and read.
The committee of five, appointed at last meeting under article 17th of the by-
laws, made the following report, which was received and read
The committee appointed at the last annual meeting of the stockholders, with
instructions to enquire into the general management of the affairs of the
company, beg leave to report, that they have performed the duties assigned to
them. Shortly after the date of their appointment, they visited, in a body, the
whole line of the work, as far as it was completed, and noticed, as they passed
along, the general plan of management at the depots; and, subsequently, at
intervals, the different members of the committee have gone out singly, with a
like purpose of observation. As far as the committee can judge, the manage-
ment of the road has been prudent and judicious.
The committee have also examined the books and accounts of the company.
and have found the system for keeping the same such as to command their
confidence and approbation. They suggested some few improvements, merely
for the purpose of creating additional checks, and received the promise of the
president that they should benceforth be observed. The committee did not,
of course, undertake to examine the accounts as would a commissioner in
chancery, by comparing the items with the vouchers, or by casting up the several
columns of figures ; nor did they consider that a work of this kind was imposed
upon them by the terms or object of the resolution under which they acted.
They found that regular monthly examinations had been made by committees of
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the board, and that a general balance sheet had been prepared from the trans-
actions of the whole year by an accountant employed for that purpose, and
acting under a committee of the directory.
This they regarded as abundantly sufficient to insure accuracy in the details,
and to entitle the results, which will be reported by the president, to the confi-
dence of the stockholders.
In conclusion, the committee will say that they have nothing to recommend for
the action of this meeting.
Respectfully submitted.
D. M. BERNARD,
QUIN MORTON,
J. H. COOPER,
DAVID G. POTTS,
FRANCIS E. RIVES.
E. G. Booth, Esq., state proxy, in accordance with his instructions from the
Board of public works, offered the following resolutions :
Resolved, that a committee of five be appointed, to whom the president shall
furnish a detailed statement of the engineering expenses; the number of engi-
neers, their salaries, and what compensation, if any, they receive for any other
services; and that he furnish information to the said committee of the probable
reduction in the number of engineers, arising from the prospect of a speedy
completion of the road, and at what time said reduction can with propriety be
made.
Resolved, that the principal engineer be requested to inform the said committee
as to the character of the services that will be required of himself and corps on
the said road for the next twelve months; and that he be requested to inform
the committee how often he has found it necessary to visit and inspect the entire
line of the said road since the last annual meeting, and how often said inspection
will probably be required in the next twelve months; and that said committee
report to this meeting.
Which, on motion, were adopted; and the chairman appointed the following
committee to carry the same into effect, viz E. G. Booth, Hugh Nelson, George
W. Bolling, David May and D'Arcy Paul.
And, on motion, the meeting adjourned until half-past six o'clock this evening.
The meeting took place according to adjournment, Robert B. Bolling, Esq. in
he chair.
The committee on proxies reported 89 votes more by proxies to be present, and
in person were present, in addition to the number reported at the previous
eeting.
By request, the reports of the president, chief engineer, treasurer, and com-
ittee under article xvii of the by-laws, were again read; and on motion, were
rdered to be received and printed.
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Doc. No. 17.
The chairman, under article xvii of the by-laws, appointed the following com-
mittee for the ensuing year, viz: D. M. Bernard, Quin Morton, J. H. Cooper,
D. G. Potts and Francis E. Rives.
The committee appointed under the resolutions of E. G. Booth, Esq., and
adopted at the previous meeting, this day made the following report: which
on motion, was received and ordered to be printed with the balance of the
proceedings.
The undersigned, appointed as a committee under the preceding resolutions
beg leave to report: That having only been allowed a space of two hours
between the time for the meeting of the committee and the meeting to which
they were required to report, it has been impossible to discharge the defier
assigned them as fully and as perfectly as its importance required. That is
response to the enquiry as to the engineering expenses, it is only in their power
to report the aggregate amount, which is $27,335 46 during a period extending
from the 30th of September 1852, to the 30th of September 1853. That the
salary of the chief engineer is $ 3000 per annum, with eight assistants, at a salary
of $1200 per annum; that the chief engineer, in addition to his salary of 8300
as chief engineer, also receives a salary of five shares of stock as superintenta:
of transportation. They are informed by the chief engineer, that two of the
assistant engineers can probably be dispensed with on the first of January ness
and two more on the first of July next; that it will be necessary, after that time
to keep two engaged in superintending the grading and construction of the read
and two more attending to the laying of the track and constructing buildings and
turnouts. That be does not recollect the number of times he has visited and is
spected the entire line of the road during the year just ended, but thinks as she
as five or six times, and thinks it will be necessary to visit and inspect it as often
during the next twelve months.
All which is respectfully submitted.
EDWIN G. BOOTH.
HUGH NELSON,
D'ARCY PAUL,
DAVID MAY.
John W. Syme, Esq. offered the following preamble and a resolution there
with: which resolution was superseded by one from R. K. Meade, Esq., al
unanimously adopted.
Whereas it is of great importance to the interest of the Southside railreal
company, that they should have an unbroken track from Lynehburg to City Point
under the control of one president and a board of directors:
Resolved, that the president and directors of this company are hereby author
rized and directed to enter into a compact with the city of Petersburg, having is
its object the purchase of the Appomattox railroad, depots, engines and other
property belonging to that road, or if a purchase cannot be effected, to make $
contract of lease for said road and property for a term of years, or to make 15)
other arrangement by which the use of said road and depots can be secured D
the Southside railroad company: provided, that any contract entered into will
the city of Petersburg or the Appomattox railroad company, shall be first ratified
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by the stockholders in general meeting, before the same shall be binding on this
company. And, if to accomplish these objects, further legislation shall be neces-
sary, the said president and directors are hereby instructed to apply for the pas-
sage of such act as may be necessary for the purpose.
William T. Joynes, Esq. offered the following resolution:
Resolved, that the balances standing on the books of the company against the
subscribers, for 128 shares of stock, sold as delinquent, and bought in by the com-
pany, be canceled and charged to profit and loss account, as recommended in the
report of the president and directors, made this day. On motion, the same was
adopted.
On motion of R. K. Meade, Esq., the following resolution was unanimously
adopted :
Resolved, that the president and directors of this company, a majority of the
whole board concurring, be authorized to issue and sell for and on behalf of this
company, for the purpose of completing said road to Lynchburg, the bonds of
this company, for a sum not exceeding $ 300,000, upon such terms and payable,
principal and interest, at such times and at such places as to them may seem best,
and that they be authorized to issue the bonds of the company, with coupons
attached thereto; the bonds to be signed by the president, and sealed with the
seal of the company. and the coupons to be signed by the treasurer; and as
security for the prompt and faithful payment of interest and principal of said
bonds, the president be authorized to execute in due and legal form a second
mortgage on all the property, works, &c. of the company.
On motion of D'Arcy Paul, Esq., William Pannill, Esq. was nominated and
unanimously re-elected president of the company; and on motion of the same,
Samuel V. Watkins and Peter B. Wills were unanimously elected directors on
the part of the stockholders.
And, on motion of Edwin G. Booth, Esq., Samuel V. Watkins was unani-
mously re-elected vice-president of this company.
And, on motion, the meeting adjourned.
R. B. BOLLING, Ch'n.
S. D. WATKINS,
R. C. FAULKNER,
Secretaries.
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Doc. No. 17.
REPORT.
OFFICE SOUTHSIDE RAILROAD COMPANY,
Petersburg, October 19, 1853.
Stockholders of the Southside R. Co.
GENTLEMEN,
I have the honor to submit the fourth annual report of the
directors of your company.
At your last annual meeting the funds of the company were exhausted, and
various plans were proposed to raise the means to complete the work. The
directory were clothed with authority to issue and sell coupon bonds to the
amount of $ 800,000; which, however, they declined doing, believing it better
for the interest of the company to await the action of the legislature, then shortly
to meet, and to apply to that body for the loan on the part of the state. In &
mean time, the president was authorized by the board to make temporary loans
to meet the pressing demands on the company. This was accomplished with
some difficulty, but the board are pleased to say that the credit of the company
has been sustained, and all its liabilities promptly met; and the only bills not
outstanding are those for negro hire, due at Christmas, and one duty bond 0.0 I
cargo of rails, now being discharged at City Point, which will be paid when de
rails are withdrawn to be laid on the track.
Application was made to the legislature early in the session for a loss of
$800,000, to be paid in monthly instâllments of $80,000. Through the abh,
untiring and energetic efforts of our representative and senator, aided by other
friends, the bill became a law on the 5th of February last. A mortgage ##
executed to the state on the road and all the property belonging to the company.
Eight installments have been regularly paid, leaving two installments, or $160,000
yet to be drawn for.
During last spring, the president was directed by the board to proceed to the
northern cities and contract for twenty-five hundred tons rails, to be delivered
early this fall as practicable. After thoroughly examining the different markers
he succeeded in closing a contract with Messrs. Boorsman, Johnston &
New York, at $54 per ton, exclusive of duty, delivered at City Point, making
the cost of the iron, duty included, a fraction over $67 per ton. The iron is w
the make of Sir John Guest & Co., Wales, and is believed to be equal to any
imported. The whole of it has been shipped, except about 200 tons, which
doubtless now afloat. Two cargoes have arrived, and two others daily expected.
It has all been paid for, save the 200 tons mentioned, for which no bills of lading
have yet been received.
The board regrets to be under the necessity of reporting, that the bridge knows
as the High Bridge," is not yet completed. By an arrangement existing at the
time of your last annual meeting, it was to have been done by the 1st of August
last, but owing to the misfortune of one of the original contractors, who was
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505
prosecuting the stone work, that portion of the work had to be taken off his
hands, and considerable delay occurred before it could be re-let and worked to
advantage. It was finally let to Mr. F. Carr, who has pressed it steadily to
completion.
During the last spring, the board decided to substitute 1008 feet of high em-
bankment for 80 much of the bridge on the Cumberland side of the river; which
work was let to Mr. S. Johnson, who is engaged on it with a large force.
Workmen are employed on the last of the piers, and the superstructure is being
pressed with great energy. The board are assured by the contractors that the
bridge will be in readiness to pass the trains over by Christmas next, and they
can see no cause now no doubt it.
A corps was organized in August last, to lay the track west of the bridge, and
a temporary track has been laid at that point to take the materials over the val-
ley. An engine also has been taken across, and the road is now completed to
the river opposite Farmville. The piers of the bridge at that place are now
completed, and the superstructure will be put on without delay. When this is
done, passengers will be taken by railroad from Farmville to the High bridge,
where there will be a short portage by stage or omnibus to the regular train for
the east.
The track layers will continue their work west of Farmville, and press steadily
on to the neigborhood of Chilton's, about fourteen miles east of Lynchburg.
On the twenty-second of December last, the graduation, masoury and bridging
of the western division of the road was let to contract; a large force is now em-
ployed on that division, which will be finished by the time we are prepared to lay
the superstructure, say March or April next. The board can see no reason to
doubt the completion of the road to Lynchburg in the course of next summer,
(1854.)
The board contemplated much difficulty in securing a proper site at Lynchburg
for depot, &c., 80 as to make a suitable connection with the Virginia and Ten-
nessee road. They are pleased, however, to report that they succeeded in
obtaining, by purchase, the island immediately below the depot of the above com-
pany, and known as Percival's island, for the sum of 22,500. The island com-
tains about 55 acres. This being more land than the company is authorized by
law to hold, an act was obtained at the last session of the legislature giving them
that authority. The price paid may he considered high, but the possession of the
property was indispensable to the company. It has been paid for and the title
perfected.
On the 24th of March last, the delinquent stock standing on the books of the
company was sold at auction. By order of the board, 128 shares, standing in the
names of persons notoriously insolvent, were purchased on account of the com-
pany, at prices ranging from 45 and 50 per share, and by a subsequent order,
that amount of stock has been deducted from the amount then appearing to be
subscribed on the books of the company. The individuals who subscribed it had
paid but little on account of same, and the balances due now stand against them
on the books. As there is not the most remote probability that anything will ever
be realized from these balances, the beard would respectfully recommend that
64
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Doc. No. 17.
they be balanced by profit and loss, so as to relieve the books from apparent
assets which can never be reached.
It has been known to the directory, as well 05 to the stockholders, for a long
time past, that it is of great importance to the success of the road, that its eastern
terminus should be at City Point. the head of ship navigation. The time having
arrived when it became necessary that some action should be taken on the subject
the board appointed on the first instant. a committee to confer with the common
council of the city of Petersburg upon this all important subject. That com-
mittee addressed 2 communication to the council, which produced the appointment
of 1 committee of conference on their part. The two committees have had :
meeting, but as yet nothing definite has been done.
The plan proposed by the board is, to purchase from the city of Peteisburg the
Appomattox railroad, under certain limitations and restrictions, and to makeits
part of the Southside railroad; subject, however. to the ratification of the
stockholders.
The board are pleased to say, that the committee 00 the part of the cousel
have the subject now under advisement, and they have reason to hope for a fan
rable result. They regret, however, that the matter cannot be matured for you
final action at this meeting. When it is done. you will be again called together
to act upon it.
The board are under the necessity of reporting, that the funds of the company
are inadequate to the completion of the works. By the last estimate of the
engineer, it appears that there will yet be required about $ 250,000 to complete
and stock the road. It will become necessary that some speedy action be takes
to raise that sum. in order that the work may not be allowed to flag. There will
be yet to purchase 1600 toos of rails to lay the track to Lynchburg, which #
present prices, will cost $112,000. Engines, ears, and indeed everything and
in the constructing and equipment of a railroad, have, within the last twelve
months, advanced greatly, making the cost far exceed former estimates.
The accompanying reports and exhibits of the chief engineer and superie
tendent, No. 1, and the treasurer's report, No. 2 will place before you in detail
the receipts and disbursements, condition of the road, Acc. for the last tweive
months.
From the first, it will be seen that although the business of the road is yet
limited. it has been steadily on the increase, and that the receipts exceed de
expenditures of working it. by $26,201 55; and if we add the earnings of the
trains for transporting materials for construction, the excess will be $40,100 sa
This result. though small. is gratifying to your directory: for when they consideral
the sparsely settled country through which we are yet renning, and that mothing
could be obtained but the local tonnage and travel until the read was upent
further west, they had but little hope of doing more than pay actual expensed
running the trains. When the road is completed to Farmville, and penetrates in
country beyond it, which will soon be the case, the receipts, both from passeort
and produce, will be greatly increased: but the prosperity of the road must -
nently depend upon its through trade and travel. When the connection shall be
consummated with the Virginia and Tennessee railroad and the James river and
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Kanawha canal at Lynchburg, and the road shall be prolonged to City Point, it
will unite the extreme western portion of the state, by a continuous railroad con-
nection with her nearest shipping port; and from its easy grades and shorter
distance, must be the thoroughfare of trade for a large portion of Southern and
Western Virginia, and will be enabled to compete successfully with other roads
for the commerce of the west.
The board have the pleasure to state that no accident has occurred on the road,
since your last meeting, worth reporting.
By order of the board.
WM. PANNILL, Pres't.
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Doc. No. 17.
CHIEF ENGINEER'S REPORT.
PETERSBURG, October 18, 1853.
President and Directors of the Southside R. Co.
GENTLEMEN,
According to custom, I make the following report of operations upon
the Southside railroad for the past year, and of such other matters as seem to me necessary
and proper.
The portion of the road now in use extends from Petersburg to the High bridge arer
the Appomattox river, a distance of 63 miles, and from thence a temporary track bas been
extended for about three-quarters of a mile across a valley of the Appomattox, and est-
tinued by the permanent track to the bridge at Farmville. In about three weeks the real
will be extended to the depot in Farmville.
The excavation and embankment of section 52 at Farmville, and sections 56 and 57, about
four miles west of it, not being finished, will prevent the laying of the track west of Farmils
this year; but the work of bedding the sills for the superstructure will not be interrepted
from this cause, as the road bed is prepared for upwards of 30 miles west of Farmville, ml
will be prepared to within 13 miles of Lynchburg by the end of this year. When the a
are laid, the work of placing and spiking down the iron is comparatively small and nb
High bridge will also be finished this year, I see no reason why the road may not be opened
to a point within 14 miles of Lynchburg by early in the spring.
The grading and bridging for the 14 miles next to Lynchburg are progressing at such
rate as to insure the completion of the road bed by July next. The rails may be laid al
the whole finished for trains to run through to Lynchburg in 12 months from this time.
Having given a general description of the finished portion of your road, and the proto
ble time of the completion of the balance, I will now give a detailed statement of a few of
the unfinished works.
The warehouse in Petersburg, so far as completed, is 250 feet in length by 54
in breadth. An addition of a centre building 42 feet in width and two stories high a
now in course of construction for the accommodation of the passengers and for the office
of the company; also, a similar wing 250 feet in length, to be used at present for passenger
cars, but may be converted into a warehouse for goods, by simply adding the floor.
The engine-house and mnchine shops will not be built until next spring, as the business
of the road may be conducted until that time by the present arrangements, and for to
further reason of saving the limited funds of the company as much as possible for -
urgent work.
The piers and abutments of the High bridge will certainly be finished by the end of No
vember. There are eight spans of the wood work finished and twelve yet to be erectel
Two parties are now engaged upon this work, and the contractor is confident that end
party can place one span per week; hence this bridge can be finished by the contract im
the first of January next.
The cost of the bridge will be $150,000, and if the contract is finished by the first w
January next, it has been agreed since last report, to give $17,500 additional, and as to
will probably be given, the whole cost of the bridge will be $167,500.
The contract with Mr. Johnston to substitute a portion of the bridge by an embankmen
is progressing in such a manner as to leave no doubt that he will also be ready for the can
to pass over his work. The plan adopted is to raise an embankment twenty-five to thing
feet high, upon which tressels are placed for the support of the track: the tressels are a &
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filled up with earth to the level of the grade line by a train of cars, which is to be com-
menced as soon as the track is ready and it is stipulated that the whole shall be filled up
in three years. The cost of this work will be, as per contract, 54,000.
Section 52, immediately west of Farmville, requires about 3,000 to complete it, and
with the present force should be completed by the 1st of December.
Sections 56 and 57, four miles west of Farmville, require about the same sum to finish
them, and as they cannot be worked with as much force as section 52, they will probably
require till the 1st of January next for completion.
In regard to all the other works on the line, I think it will not be necessary to enter into
detail, and will only add they are progressing rapidly. The force at present employed on
the contracts for work is 1000 men and 200 horses.
All calculations necessary for forming a rough estimate of the cost of the road have been
made, and it appears the cost of constructing the road will be 12,250,000, and for engines
and cars $120,000. In my report of 1851 it is stated that I believe the cost for the con-
struction of the whole road will be about $ 2,000,000, and cost of engines and cars used for
transportation will at first be about $100,000 in addition;" but it is also stated that I can-
not pretend to be accurate, owing to many causes: among which may be mentioned the
fluctuating of prices of labor and provisions, and the fact that many of the excavations
contain rock and slate covered with earth, and very irregular in their formations." Since
that report was written, a great rise in the price of iron, labor, &c. has taken place, espe-
cially the former, sufficient to account for more than half of the increased cost of the road
above my estimate of 1851. The contracts since made for work, of course, were at higher
rates than could have been anticipated; the company has bought more ground for depots
than was expected at that time, the island at Lynchburg alone costing 22,500; more rock
has been encountered in the neighborhood of Lynchburg than was estimated for, and some
minor items might be mentioned that could not have been foreseen which together would
fully make up the increased estimated cost.
The above explanation has been given for the satisfaction of the stockholders, and not
as an apology for increase of estimates; for in so large a work as ours it would be as unjust
to hold an engineer responsible for an exact estimate, as to hold a merchant bound for the
accuracy of his present opinion of what will be the price of wheat in six months hence.
The engines and cars will cost, with the advance in price, as heretofore stated, $120,000,
and about $100,000 has been expended up to the present time. The amount of money
yet to be raised may be arrived at with sufficient accuracy, as follows
Received previous to state loan, say
-
-
-
-
1370000
Loan from state,
-
-
-
-
-
-
800000
2170000
Which deducted from the present estimated cost of road, engines and cars, will leave
200,000 to be provided for; and to cover all, I would respectfully recommend that pro-
vision be made for 250,000. In all my estimates I have not taken into account the inter-
est upon loans; the first loan has been made since my last estimate; the interest on the
present loan of 800,000 will, probably, be met by the net proceeds of the road.
The net receipts for the past year, as appears from the report, were in round numbers,
$ 26,000; and for the next year, as there will be an addition to the length of the road, and
as it will be seen from statement A that the receipts are constantly increasing on the present
length of road, I think it not unreasonable to anticipate that the receipts for the next year
will be largely more than double those of this year.
Much speculation has been and probably will continue to be made in regard to the policy
of adopting the High bridge, in order not to have a greater grade against the trade than 16
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Doc. No. 17.
feet per mile, although I have given reasons for this in my former reports. I will, however,
add a few more of the evidences which have come to my knowledge within the past year,
to show the disadvantage of heavy grades, especially for the transportation of freight. A
portion of the Western road from Boston to Albany is about to be superseded by a line
having a tunnel through the Hoosac mountain of about three miles in length, and at a cost
of about $ 2,000,000, for the purpose of obtaining a more direct route, and especially lighter
grades. On the Great Central road in Pennsylvania, I find that an entirely new route is to
be constructed at the high grades of the Alleghany mountains, as appears from the follow-
ing extract from the Railroad Journal of October 1st, 1853.
'The Central railroad company are rapidly pushing the surveys of a new road from
Altoone to the summit af the Alleghany mountains, about twelve miles in length, intended
for the transportation of freight. By adopting this inclined plane, they secure on this route
an easy grade for burden trains, and preserve the road now nearly completed exclusively
for the rapid transit of passengers. The new route will be placed under contract in a short
time."
The high grades of the Baltimore and Ohio railroad have been often mentioned to
me to show that the cost of our road might have been greatly reduced by adopting the
same plan. I answer that these high grades of the Baltimore and Ohio railroad were the
result of necessity, not of choice. The income of that road is very great; nevertheless,
the stock has fallen since the opening of the road from 98 to 51, and I was informed
that it is chiefly owing to the fact, that upon trial, the high grades have caused the expenses
of working the road to be so great in proportion to the income, that the net proceeds will
not be nearly so large as was anticipated; and although I have no doubt of the ultimate
success of that road, and by no means wish to cast any censure for the manner in which it
has been constructed or managed, as I have no doubt that everything has been done which
the nature of the country and circumstances would permit, yet it tends to prove the advan-
tage of light over heavy grades. The engineer for that road is now engaged upon the
Parkersburg branch of it, and I take the liberty of extracting a portion of his report, which
you will find in the report of the Board of public works of Virginia, 1852, '53, page 580,
as follows:
Of the Grades of the Line.
"To this important subject I have given my best attention, and have selected as the
highest grade, a rise of 1 in 100 or 52.8 feet per mile, in preference to one of steeper incli-
nation. In order to obtain the shortest line of best curvature, it is found necessary to cross
a number of summits, and this leads to the distribution of the maximum grade over the
line in such a way that no system of assistant power could be economically used-all of
the summits being passed by this grade, of which there are 166 miles ascending and
20.4 miles descending westward, making 37 miles out of 110, and leaving 73 miles of
grades varying from 39.6 feet per mile down to level. The largest grade of 52.8 feet
per mile in one stretch is 3.9 per mile. The engines then must have only such loads
assigned them as they can draw over that grade, aud hence it is of the utmost impor-
tance to make it as low as may consist with proper limits of expenditure in graduation.
The speed of the passenger trains will also be affected by the ruling grade, and bence also
that grade should be kept down. I have compared three classes of grades, viz grades of
53.8, 66 and 80 feet per mile, for the purpose of selecting a suitable one for the passing of
the ridges on this line. The loads drawn by the freight engines and the speed of the pas-
seuger engines are as near as may be in the inverse proportion of these rates per mile,
consequently the load and speed will be 25 per cent. greater on ascending the 52.8 than
the 66, and 50 per cent. more on the 52.8 than on the 80 feet per mile. The lower grade
is also accompanied by lower summit heights, and, therefore, a less total expenditure of
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Doc. No. 17.
511
power in passing the ridges. The business of the road will be done by fewer engines—
there will be less wear and tear of cars and road, and diminish the danger of accidents.
" On the other hand, the use of lower grades will increase the cost of construction to a
certain extent, which it is not at this time in my power to state with any precision. It
might amount to $ 150,000 between the 52.8 and the 66 feet, and to $ 250,000 between the
52.8 and the 80 feet grade. But I ain well satisfied that the line would be depreciated by
the adoption of either of the higher grades to far more than those amounts; and certainly
there should be no risk incurred of crippling the efficiency of a line destined to such a
career of public utility and profit as this line, if it be judiciously planned and executed."
This extract shows clearly the light in which the eminent engineer, Mr. Latrobe, views
the advantage of light over heavy grades, for it appears that he is willing to pay $ 250.000
for 53 feet grades, instead of 80 feet. An engine upon the first, drawing 164 tons of
goods, would, on the latter, draw but 114 tons, making a difference in favor of the 53 feet
grade of 41 tons; whereas, in the case of the Southside railroad, the same engine, on a
16 feet grade, would draw 358 tons; but if even a 50 feet grade could have been obtained
to avoid the expense of the High bridge, the same could draw but 170 tons, making a dif-
ference of 188 tons in favor of the 16 feet grade. Then Mr. Latrobe is willing to pay
$ 250,000 to gain 41 tons per train, whereas by incurring the expense of the bridge on the
Southside railroad, 188 tons per train are gained, or more than 41 times the gain obtained
by Mr. Latrobe.
All which is respectfully submitted.
C. O. SANFORD, Chief Engineer.
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512
Doc. No. 17.
List of Engineers employed on the Southside Railroad.
C. 0. Sanford, chief engineer and gen'l sup't, five shares stock and
-
$300
F. K. Marcel, assistant engineer,
.
-
.
-
1999
R. C. Rodes,
#
"
-
.
-
-
1996
W. E. Randolph,
#
"
-
.
.
.
B. H. Gordon,
"
**
.
.
-
199
H.F. Bardwell,
"
"
.
-
.
-
1990
E. G. Wall,
"
"
-
-
.
-
T. W. Robbins, leveler,
.
-
-
.
500
W. F. Carter, rodman.
-
-
-
-
380
R. Owens, sup't brick work,
-
.
.
-
900
12 negroes for chainmen, axemen, &c.
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Doc. No. 17.
513
No. I.
Report upon the Transportation Department of the Road.
The portion of the road opened for transportation is now in good order, but it is more
than probable that during the coming winter the track cannot be kept in perfect adjust-
ment, owing to slides and settling. In another year these causes will probably have
ceased. The trains have been run with great regularity, and without losing a trip, and no
passenger has been injured since the road was opened.
The accompanying statements give in detail the necessary information concerning the
transportation business. The net receipts for transportation have exceeded my expecta-
tions. It has been thought that the receipts would not more than cover the expenses until
the road was extended beyond Farmville.
The receipts of the road (see statement A,) have been as follows :
For passengers,
-
-
-
-
-
24569 51
For freight,
-
-
-
-
-
34115 98
Total receipts,
-
-
-
58685 49
Expense of conducting transportation, (see statement B,)
-
-
32483 94
Net receipts of road,
-
-
-
$ 26201 55
If we had charged in the transportation department, as it is customary on some roads,
the amount that would have been received for the transportation of materials for the con-
struction of the road, the above statement would stand thus :
For passengers,
-
-
-
-
-
24569 51
For freight,
-
-
-
-
-
34115 98
On materials for construction, at regular freight prices,
-
-
25933 00
Total amount,
-
-
-
84618 49
Expense of conducting transportation,
-
-
32483 94
"
transporting materials for construction of road,
-
11964 00
Total expense,
-
-
44447 94
Net revenue,
-
-
-
$ 40160 55
The charges to the equipment account during the year, have been as follows :
2 Locomotives and tenders,
-
-
-
15725 00
11 Eight wheel house cars,
-
-
-
-
7920 00
13
"
"
flat
"
-
-
-
-
6500 00
4 Baggage crates,
-
-
-
-
-
400 00
7 Buggy cars,
-
-
-
-
-
665 00
$ 31210 00
65
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514
Doc. No. 17.
The company now have on the road and in good order :
6 Locomotive engines and tenders,
28 Eight wheel house cars,
2
"
"
passenger cars,
1 -
"
2d class passenger car,
2
**
**
baggage cars,
30
"
"
flat
"
42 Four
"
rock
"
8
"
"
pole
"
14 "
"
large dump cars,
8 "
"
small "
"
7 "
"
buggy cars.
Having finished hauling rock to the Appomattox bridge, the 42 four wheeled ro
will be converted into box and flat cars for the regular transportation of the read.
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Doc. No. 17.
515
A.
Statement of the Amount of Business done on the Southside Railroad from 1st
October 1852 to 1st October 1853.
PASSENGERS.
FREIGHT.
MONTHS.
Outward.
Inward.
Outward.
Inward.
Total.
October 1852,
-
-
1073 60
642 54
1435 75
-
3151 89
November "
-
-
976 94
570 88
1418 34
1594 97
4561 13
December "
-
-
1210 13
697 32
205 91
2064 76
4178 12
January 1853,
-
-
1104 85
615 16
982 95
2277 02
4979 98
February
"
-
-
1011 66
745 45
396 93
1356 91
3510 95
March
"
-
-
938 34
898 18
1372 77
1594 30
4803 59
April
"
-
-
848 92
1294 83
1337 91
703 38
4185 04
May
"
-
-
1206 38
972 28
933 01
1884 18
4995 85
June
"
-
-
989 79
815 87
1053 01
2046 76
4905 43
July
"
-
-
1436 64
908 31
1106 41
1891 04
5542 40
August
"
-
-
1917 45
1095 42
1627 82
2633 40
7274 09
September "
-
-
1683 67
914 90
2367 77
1830 68
6797 02
$ 14389 37
10171 14
14238 58
19877 40
58685 49
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516
Doc. No. 17.
B.
Statement of Expenses incurred in working the Southside Railroad from 1st
October 1852 to 1st October 1853.
Conducting transportation :
Stationery and printing,
.
.
-
218 56
Loss, damages and overcharges,
-
-
-
1447 29
Stock killed by trains,
-
-
-
295 50
Agents, conductors, watchmen, carpenters, blacksmiths, hands
and laborers,
-
.
.
-
15342 10
1
Oil and grease for cars,
-
-
-
-
595 00
Office expenses,
-
-
-
.
95 50
17993 95
Motive power:
Wood for locomotives,
-
-
-
-
3525 00
Oil and cotton waste,
-
-
-
-
1753 34
Engine men,
-
-
-
-
4320 00
Repairs of engines,
-
-
-
-
1672 95
11271 20
Maintenance of road way :
Road master, hands and laborers,
-
-
.
14029 65
Tools,
-
-
-
-
-
170 75
Board of hands on line,
-
-
-
426 20
14626 60
Maintenance of cars,
-
-
-
-
556 10
Total cost of conducting the transportation, including work
done on construction of road, for the year ending 1st of
October 1853,
-
-
-
-
44447 85
Amount of work done for the construction of road :
Work done filling in depot lot at Petersburg,
0
-
2600 00
"
"
hauling rock to High bridge,
-
-
4350 00
"
"
"
bridge timbers,
-
-
2704 00
"
"
"
materials for track,
-
-
1560 00
"
"
"
wood for making brick at High bridge,
-
750 00
Amount to be deducted from transportation account,
-
11964 00
Total cost of conducting transportation, apart from the con-
struction of road,
-
-
-
-
$ 32483 85
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Doc. No. 17.
517
C.
Statement showing the Names, Makers, &c. of Locomotives owned by the
Southside Railroad Company.
Names of Engines.
By whom made.
Diameter of driv-
ing wheels.
Diameter of cylin-
der in inches.
Length of stroke
in inches.
When placed on Road.
Farmville,
-
U. Wells, Petersburg,
-
41 feet
12 in.
18 in.
16th of July 1851.
Lynchburg,
-
U. Wells, Petersburg,
-
41 "
12 "
18 in.
12th of Oct. 1851.
Appomattox, -
U. Wells, Petersburg,
-
41 "
12 "
18 in
10th of March 1852.
Petersburg,
-
M. W. Baldwin. Philada.
-
5 "
131 "
22 in.
14th of May 1852.
Nottoway,
-
M. W. Baldwin. Philada.
-
5 "
134 "
22 in.
1st of Nov. 1852.
Campbell,
-
U. Wells. Petersburg.
-
5 "
131 "
22 in.
10th of May 1853.
All of the above locomotives are in good order and at work.
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518
Doc. No. 17.
D.
List of Men engaged in the Transportation Department.
Wm. H. Sleeper, road master,
-
-
- $800 00 per annum.
B. F. Childrey, captain passenger train,
-
-
-
600 00
"
"
P. H. Roberts, captain gravel train,
-
480 00
"
"
-
-
W.O. Avent, captain freight train,
-
-
-
400 00
"
"
Robert J. Shelley, captain material train,
.
360 00
"
"
-
720 00
"
"
W.H. Keeton, engineman,
-
-
-
Washington Isaacs, engineman,
.
-
720 00 "
"
-
L.B. Lyon, engineman,
-
-
-
720 00
"
"
-
-
720 00
"
"
George Bradly, engineman,
-
H.N. Walker, engineman,
-
-
-
720 00
"
"
H. J. Gee, engineman,
-
-
-
720 00 "
"
Henry Metcalf, engineman,
-
-
720 00 "
"
-
W.D. Poland, master carpenter,
-
-
-
2 00 per day.
W. Richardson, carpenter,
-
-
-
1 25
"
-
-
1 25
"
B. D. Blick, carpenter,
-
John Ezell, carpenter,
-
.
.
1 25
"
-
-
-
1 25
"
W.H. Ross, carpenter,
B. N. Bucher, carpenter,
-
-
-
1 25
.6
John Martin, blacksmith,
-
1 66]
"
-
-
B. Murphy, blacksmith,
-
1 66]
"
-
-
Francis Wells, helper,
-
-
871
"
.
T.J. Clark, helper,
-
-
-
1 00
"
Rufus Ledbetter, watchman,
-
-
-
25 00 per month.
George Harrison, watchman,
8
-
18 00 "
"
-
Madison Gill, painter,
-
.
-
1 331 per day.
106 hands, including road. train hands and firemen.
C. O. SANFORD,
Chief Engineer.
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Doc. No. 17.
No. IL
A Statement showing the Receipts and Disbursements of the South-
ipts :
on hand, per last annual report,
#
*
-
14755 ,
"Il the state of Virginia,
-
-
-
*
640000 #
from temporary loans from the banks and others. &c.
-
92600 X
from stockholders, profit and loss, and other small sources,
-
28457 D
eceived on account stocks, &c.
-
-
-
543 #
.
-
-
-
-
-
475 0
12 for stage owners and railroads connected with this line,
-
3474 :
welpts for mail service,
-
-
-
2598 29
eceipts from passengers,
.
-
-
23163 67
Dy receipts from freights,
-
-
-
33049 95
58811 91
By receipts from materials sold,
-
-
-
-
228 21
$ 839348 5
1853.
Oct. 1. By balance cash on hand,
.
8791 @
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Doc. No. 17.
521
side Railroad Company for the year ending 30th September 1853.
Disbursements:
Paid office expenses, fuel, lights, stationery, &c.
-
-
773 92
Paid interest on state and other loans,
-
-
-
7440 14
Paid temporary loans received for bills, &c.
-
-
-
87634 67
Paid on account engineering expenses,
-
-
-
17335 46
Paid on account general management, salaries, &c.
-
-
12456 75
Paid on account iron of James Dunlop, Boorman, Johnson & Co., J. R.
Anderson, and charges, duty bond, &c.
-
-
-
145930 88
Paid right of way and depot grounds, Lynchburg, Petersburg, and real
estate along the line other than the usual width,
-
-
-
36301 85
Paid on account engines, cars, coaches, and expenses, such as freights, &c.
52980 57
Paid on account railroad sills,
-
-
-
-
18421 12
Paid on account construction road, advances to contractors for work in
progress, grading, masonry, small and large bridges, depot buildings, road
and farm crossings, &c.
-
-
-
-
451281 31
Balance cash on hand,
-
-
-
.
-
8791 68
$ 839348 35
S. D. WATKINS,
Clk and Treas.
66
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522
Doc. No. 17.
Officers of the Company.
Wm. Pannill, president,
-
-
- 2000 per annet
S.D. Watkins, clerk,
-
-
- 1000
M
George B. Allsup, station depot agent,
. 1000
#
R. H. Batte, ticket and depot agent,
-
- 700
**
Charles E. Waddell, assistant
**
-
- 550
-
-
F.A. Ford, depot agent,
-
- 250
:
Charles H. Wilson,
-
-
-
- 250
-
John A. Wilson,
-
-
-
-
- 250 ..
Thomas Jackson,
-
-
-
-
- 500
"
J.R. King,
-
-
-
-
. 250
"
W. B. Grigg,
-
-
-
-
- 450
"
B.F. Flippin,
-
-
-
-
- 250
"
Wm. P. Davis,
-
-
-
-
- 500
"
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Doc. No. 17.
Return of the state of the Southside Railroad Company
d from stockholders,
-
-
*
-
1367778 29
or sale sundry old houses on depot lots
orses, wagons, tents, and
her articles, rents, &c.
-
-
-
5150 61
if stage owners, and other railroads e
ected with this road, -
4083 3
borrowed of the Board of public wor
of the banks and others,
rily, whole time,
-
-
-
152391 19
'' transportation mail, passengers,
r freights, &e.
-
93466 22
. state of Virginia,
.
-
640000 00
eivable, &e. &e.
.
-
-
21257 50
$2274127 %
Oct. 1. By cash on hand,
-
-
$8791.68
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Doc. No. 17.
525
from the commencement in 1849 to the 30th September 1853.
Capital stock, $ 1371500:
Balance due by stockholders,
-
-
.
13721 71
Paid on account of iron rails, chairs, spikes, duty, freights, &c.
-
400902 56
Paid on account of engineering expenses, instruments, salaries, chief engi-
neer and assistants, locating parties. laborers' board, furniture for engineer's
office, fuel. lights, stationery, &c. &c.
-
-
.
72860 19
Paid on account of general management, for getting up stock, mileage of
directors, office furniture, fuel, lights, stationery, advertising, salaries of offi-
cers, &c. &c.
-
-
-
-
-
27423 01
Paid on account of engines, cars and coaches, and expenses of transportation,
repairs, &c.
-
-
-
-
.
114174 67
Paid interest on state and other loans, over and above receipts,
-
8623 32
Paid on account of railroad sills,
-
-
.
-
65222 39
Paid on account of temporary loans during the whole time,
-
-
145147 28
Paid on account of negro hire,
-
.
-
-
12892 50
Paid real estate, land damage, right of way and depot buildings, wells, turn-
outs, &c.
-
-
-
-
133258 26
Paid for grading masonry, large bridges, small bridges, road crossings and
changing roads, and advances made to contractors for work in progress, for
wood and merchants' bills for bacon, tools, clothing, &c. for negroes, and
repairs of road and superstructure,
-
-
.
1271110 15
2265336 04
Balance cash on hand,
.
.
-
8791 68
$ 2274127 72
S. D. WATKINS,
Clk and Treas.
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526
Doc. No. 17.
VIRGINIA CENTRAL RAILROAD COMPANY.
OFFICE Vл. CENTRAL RAILROAD COMPANY
Richmond, Nov. 1853.
W. R. DRINKARD, Esq.
DEAR SIR,
I herewith enclose you a copy of the report of the president
and directors of the Virginia Central railroad company, which contains a return
of the state of the company, and all other statements required by law.
Very respectfully,
E. FONTAINE, Pre'L
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Doc. No. 17.
527
REPORT.
Stockholders Va. Central R. Co.
The board of directors congratulate you on the condition and
prospects of the company.
The contrast is so great between its present condition and what it was a few
years since, that a brief review of its history may not be uninteresting from the
time it was a mere tributary to the Richmond, Fredericksburg and Potomac road,
until the present, when it has acquired a national character, and is about to be-
come one of the great channels of trade between the Atlantic seaboard and the
Mississippi valley.
In 1836 a charter was granted under the style of the Louisa railroad company,
with a capital of $ 300,000 to construct a road from a point in the county of Han-
over on the Fredericksburg road, 24 miles from Richmond, to the court-house of
the county of Louisa.
The original projectors did not expect the accomplishment of anything more
than a local road, and they relied on the R. F. and P. company not only to trans-
port their freight and passengers from the Junction to Richmond, but also to fur-
nish the motive power for doing the transportation on their own road accordingly
the capital was expended exclusively in the construction of the road, appropriat-
ing no part of it to the purchase of the necessary equipment for doing their own
transportation.
In 1838 the capital was increased a sufficient amount to extend the road to Gor-
donsville, 14 miles farther, making no provision for engines and cars, but still rely-
ing on the R. F. and P. company to furnish them, for which they received a pro-
portion of the gross revenue of the company.
This state of things continued for several years, during which time the stock-
holders of the Louisa company became dissatisfied, because they thought that the
R. F. and P. company received too much for doing their transportation, and be-
cause the latter company were unwilling to adopt between the Junction and Rich-
mond, and on the Louisa road, a satisfactory rate of tolls.
Being unable to adjust these difficulties, some of the stockholders proposed the
scheme of providing themselves with their own motive power and doing an inde-
pendent transportation.
From that day this company encountered a succession of pecuniary difficulties
and opposition, which has no parallel as we believe, in the history of railroads in
this country.
The proposition to stock their own road and do their own transportation was
regarded by some of the company as a hazardous experiment, likely to result in
worse consequences than submitting to the evils complained of.
Although the condition of the road and prospects of the company were such at
that time, that the stock was currently sold for $ 25 per share, and in some cases
less than $ 20, yet it was not without the greatest hesitation, and the most serious
apprehension of the result, that the policy of an independent administration of its
own affairs was adopted.
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528
Doc. No. 17.
The advocates of that policy, however, at last succeeded, and exhibiting to the
public their own tariff of charges, our friends in the west desired to participate is
the benefits of the road: the plans of the company enlarged and expanded by
successive extensions of their road, until the scheme of a distinet and indepen-
dent road from Richmond to the Ohio river became the great object at which they
aimed.
The struggle to adopt an independent transportation on their road, from the
Junction to Gordonsville, was a severe one, as has been stated, but the greater
difficulty had yet to be overcome, viz: procuring an independent road from the
Junction to Richmond, without which, the full benefits of a western connection
could never have been realized.
Here was the scene of the greatest trials and difficulties: the company so fee-
blo that the public scarcely thought their plans worthy of much consideration.
sympathy or support-a charter granted to extend their road to Richmond, be
without any contribution from the state-resisted and opposed by that powerful
corporation, the R. F. and P. company, composed of many of the most influes-
tial and intelligent citizens of Richmoud-summoned into the courts upon pro-
cess of injunction-undertaking to build a road 27 miles long, with no other meus
than a subscription of $38,000 by individuals: it may easily be conceived that
the board experienced extraordinary pecuniary difficulties-difficulties which *
this day are unknown to a large portion of the stockholders, and were only 0182
come by the fortunate existence of a perfect union and harmony in the board w
directors, combined with a zeal that directed their energies with a single eye "
the good of the company, and prompted them to offer their own to sustain
feeble credit of the corporation.
The wisdom of this last measure was gravely questioned by some of the must
prudent stockholders in the company, as was that of declining to employ the
R. F. & P. company to do our transportation, but your board feel great satisfac
tion in believing that all the great results which are likely to follow from making
a continuous railroad to the Ohio river, may be traced to those two measures.
If the R. F. & P. company had continued to do our transportation, and w
road from the Junction to Richmond had not been built, the company would have
had no motive, no spirit for expanding and enlarging their work-there would
have been no Covington and Ohio railroad-no extension to Covington or Sum
ton-not even to Charlottesville. Your road would have continued a mere tocal
improvement, and a tributary to the wealth of another company.
We have given you a brief history of some of the difficulties which the board
has encountered in building up your road to its present condition of comparative
strength, and may now review them with a feeling of security. It comments
as a branch of the R. F. & P. road, running 36 miles to a neighboring county
town: feeble necessarily from its dependence, and enjoying but little sustenance
from the parent stem, it has fought its way through the opposition and ridicule #
enemies, and the indifference and distrust of timid and hesitating friends. b
stock has advanced nearly 300 per cent. from its price at the period first alluted
to, and we believe is destined to return you an ample reward for your investment
at no distant period, if harmony and concord shall continue as formerly to =
mate and invigorate its councils.
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Progress of the Work.
The road was opened for transportation to the eastern terminus of the state
work at Mechum's river on the 6th day of December last. During the present
year the work which was under contract west of Staunton, 38 miles, to a point
near Millboro', has been progressing well, and is expected will all be ready for the
rails in time to put the cars on by the 1st of August next.
By the aid of the liberal subscription of $ 200,000 made by the city of Rich-
mond, all the heavy work between Millboro' and Jackson's river was put under
contract on the 15th of July last, with an obligation to complete the grading by
the 1st day of December 1854. Six sections of light work were not then con-
tracted for, as the chief engineer thinks they can be brought up with the other, if
begun next spring.
Section between Waynesborough and Staunton.
This section will be completed in a short time and ready for use. For various
reasons, the work on this division has been permitted to proceed slowly. When
it was commenced, it was not designed to complete it promptly, because it could
not be used with any advantage until a large portion of the Blue Ridge road was
finished, so that the intervening space between the road on the east and west side
of the mountain might be reduced to a short distance. The board on the 15th
July having determined to fill up that space with a temporary track over the
mountain, instead of resorting to a portage as first designed, it was not thought
judicious to attempt to bring it into use before the temporary track was done.
That is, however, expected to be finished in December, when the whole will be
put into operation, if so much of the Blue Ridge road is done as is necessary to
form a connection. It is proper, however, to remark that if the board had have
perceived any motive for a more early completion, there would have been some
difficulty in doing so ; the capital appropriated to that section was exhausted,
and a deficiency of about 50,000 had to be raised from other sources. It is not
an easy matter to push work in the hands of contractors who are not making
good profits, especially when the funds are not ready to make prompt payment.
To enable the company to avail themselves of the use of the road at the earliest
practicable period, the iron was bauled across the mountain 16 miles in wagons;
and although it was thought by some that it was better to have postponed the
completion of this section until the tunnel was finished, and have avoided the
expense of wagoning the iron 80 great a distance, yet the board are more than
ever satisfied that they were right, since it has been found practicable to construct
a temporary track over the mountain. As soon as the cars cross the mountain
over the temporary track, they will proceed to Staunton, which must have been
postponed until next spring if the whole work of laying the track between
Waynesborough and Staunton had to be done afterwards.
Temporary Track at Rockfish Gap.
The intervention of the Blue Ridge railroad constructed by the state with its
three tunnels, and the consequent delay in completing such work, arrested the
progress of the cars at Mechum's river, which point they reached last December,
67
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as before stated. The great extent of road which the company have been
operating west of the mountain, and which you have been informed in 1
previous part of this report would be ready for the rails early next year, call-
ed the attention of your board to the necessity of providing some means of
transportation over the mountain during the period which the main tunnel would
remain unfinished. A portage by wagons and stages was thought of in the
first instance, but in view of the large amount of iron wanted for the con-
struction of the road west of Staunton, and of the immense tonnage and travel
which the road could command after completing 50 miles west of the mountain.
your board entertained doubts whether a portage would meet the wants of the
community, and their minds were turned during the last 12 months to the enquiry
whether a track might not be built on which a locomotive engine could be worked
that would justify the expense.
Feeling assured that, under the most favorable circumstances, the main runnd
would not be completed before the autumn of 1855, one of the first things D
which the attention of Mr. Ellet was invited when he assumed the duties d
chief engineer, after the resignation of Mr. Ruggles, was a survey and estium
of the cost of such a track. and your board have the pleasure to inform you that
the result was entirely satisfactory. Under the guidance and direction of Mr.
Ellet, the work is progressing rapidly. and we hope soon to see the company n
the enjoyment of great advantage from this first application of his justly edo
brated skill and judgment.
Mr. Ellet prepared for the board an estimate of the benefits that might be (1)
peeted to result from the construction of the temporary track, which satisfied
them that the cost of every kind, which could not be transferred to another part
of the line, after ceasing to use it there, would be more than realized in one year;
and its construction was accordingly ordered by the unanimous vote of the whole
board. But, for the greater satisfaction of the stockholders, they are referred D
an estimate which will be found in the report of the chief engineer, which necon-
pauies this.
Policy of pushing the Work to Completion.
In connection with the gratifying improvement in the condition and prospers
of the road, it is proper to remark, that the public expectation and anxiety M
its progress keep pace with its expanded capacity for usefulness, and, in fact
far outruns the present means of the company for finishing it. The state be
undertaken, and is now engaged in constructing, at her own expense, the road
from Covington to the mouth of Big Sandy; and the citizens of Kentucky are
building two roads to meet that road at the western terminus on the state line.
Formerly it was difficult to convince many in the legislature, who were sincer
friends of the road, that it was entitled to a large share of public confidence and
a large measure of public favor. Applications for the means of pushing it w
ward, have always been accompanied with a timidity as to their success, and a
result has been that the supply of means has been insufficient.
The deficiency for completing the road to Covington is greater than was If
ticipated, owing to the greater cost of the work, which will be the enusequent
of the very high price of iron, provisions and labor; but your board befiere the
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it is your duty as well as your interest to meet this difficulty with energy and
promptitude. The question is, when shall your road be finished, and how shall
the deficiency be supplied? In the present condition of our work, and others
connected with it, your board believe that true economy requires that it should
be pushed vigorously., The means must be furnished by obtaining subscriptions
to an increased capital stock, by a loan, or by the application of the net profits of
the company. This last reliance would necessarily defer the completion of the
road to a period so distant, that great loss would be sustained by large expendi-
tures continuing unprofitable, and a more permanent injury might accrue by the
trade and travel of the west being induced to seek other channels of communi-
cation which will be more speedily completed. That policy would also greatly
disappoint the hopes of many stockholders, who have expected that before this
the practice of appropriating the net earnings of the company to extending the
road would cease, and it would certainly impair the value of the stock in the
market to continue to withhold the payment of dividends. Your board there-
fore think that to insure the earliest completion of the work, au application
should be made to the legislature to increase the capital on the joint stock prin-
ciple, and that they should be instructed to ask of the legislature a sufficient loan
to meet all the company's wants, on the same principle that loans were granted
to the other railroad companies at the last session, with authority to give a lien
on the property of the company to secure the payment of such loan, or any
other that they may find it necessary to make.
If this course is pursued, they would resort to the loan only in the event of
finding it difficult to obtain private subscriptions of stock.
The Road will yield a good profit when finished.
That your road will be a most profitable one, the board feels the most confident
assurance. The lines now in a course of construction will give us the very best
connection with Kentucky and Ohio, and indeed with the great Mississippi
valley. From Big Sandy to Lexington the road is under contract, and from
thence to Louisville is in operation. From Maysville on the Ohio, the work is
rapidly advancing eastward to meet us, and we have assurances that an extension
westwardly will soon be made along the valley of the Ohio by Cincinnati to
Louisville. From Louisville we will connect by roads now built and being built,
with our vast extent of southwestern and southern states.
Among the many prominent features of interest connected with our road, and
of the many sources of profit to which we can look, not the least is the fact
that its location will secure to us the largest share of the immense travel from
those states, because it will be free from the annoyances which occur on lines
running through free soil territory. This circumstance affords a solid and prac-
tical advantage, certain to enlist the sympathies and support of the whole slave-
holding community who may travel between the Mississippi and the Atlantic
seaboard. Ours will be an important link in a chain of railroads, reaching from
the Atlantic to the Pacific. and not passing over a foot of abolition territory. In
competition with other southern lines, we have the assurance that neither the
distance, grades and curvatures of the road, or the advantages of the markets to
hich they lead, can withdraw our business from us.
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Doc. No. 17.
Short Line from Charlottesville to Richmond.
As the determination of the legislature to construct the Covington and Ohio
railroad seems to be settled, it becomes an act of prudence for the stockholders
to look forward to the probable amount of business which this company may do:
and the board regard it their duty to invite your attention to this subject at this
early day, that you may not be unprepared for the state of things which will thes
exist; and particularly they feel called on to remind you that a failure to exeme
a prudent forecast on this subject, may subject this company to irreparable
injury.
When there is a railroad line in operation from Richmond to the Kentucky
line, connecting by two roads with the heart of that state, with the whole valley
of the Ohio, and we may say of the Mississippi also, no one believes that the
present single track of your road east of Charlottesville will be sufficient for the
business. With a large amount of business, rendering it necessary to not
numerous passenger as well as freight trains, on any road, the propriety is
obvious to all, of having a double track to avoid collisions, and the serious
obstructions and delays which must occur in providing for their passing each
other safely where there is but one track. It is therefore supposed to be COD-
ceded, that a second track will be required, and it is proper to enquire whether
the interest of the company will be promoted by building this track along side of
the present one, or upon a more direct line, which will save a great deal of
distance.
In consequence of this road not being commenced originally at Richmond, the
line between that place and Charlottesville is very indirect, and it would seem
from the map of the intervening country, that as much as 25 miles in distance
can be saved on a practicable line, and many persons well acquainted with the
country think there can be a greater saving.
The advantages of thus shortening the road, for the immense business which
it is destined to do, are many and very great, the most prominent of which will
be sufficient to mention.
1st. The additional superstructure of 25 miles on the old route at the present
prices will pay for half of the grading of the short line, which is supposed will
be 60 miles, and on very favorable ground. Sixty miles of grading at $8,000
$ 480,000; 25 miles superstructure at $9,500 is $ 237,500; maintenance include
ing depreciation of 25 miles of road, such as will be saved, with a heavy business
on it, may be put down at $800 per mile, or $ 20,000 per annum: this is the
interest on $ 333,333, making in round numbers a saving of $570,833, which is
certainly more than the cost of the grading of the 60 miles of the new line; and
we have not included the cost of widening for a second track, the bridges and
general roadway on 85 to 90 miles of the present line.
2dly. The advantage of reducing the distance in the competition which may
arise between this and any other road, thus securing the business to us, is cet-
tainly very great. It will make us 107 miles nearer from Staunton to Richmond,
than to Baltimore. It will make us 39 miles nearer from Charlottesville to
Richmond, than to Alexandria.
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533
portant saving of distance which can be effected between Char-
Richmond, and the consequent monopoly of the western business
road, has not been overlooked by others, who are not identified with
The rich harvest that will be enjoyed by tapping our road, has
gested the scheme of an independent road being built, on this line, by
company. This is the most important view of this subject which can be
to your consideration. What would be the condition of this company
relied on their old line, and the short road was built by another com-
rapping us near Charlottesville with a line 25 miles shorter than ours ? It
tin. that we should be drained of the most valuable part of our business.
ther company is already seeking for such a charter, but we believe the legis-
ture will not grant to another the right to build that road, if this company is
willing to do it. We should however not deceive ourselves by any false security.
The temptation to enjoy the rich treasure that will be poured on that line, cannot
be resisted. If this company is not willing to build the road, the privilege will be
granted to another at the approaching session of the general assembly.
Old Line by Gordonsville to Richmond.
The apprehension has been felt by some, that if the short track between Char-
lottesville and Richmond was constructed, it might result in the abandonment of
the old road. There is no reason to fear such a result. Gordonsville is a most
important point: a profitable business is done now between that place and
Richmond, and it must increase. The old road is the direct line of communica-
tion between our metropolis and an extensive region of country, increasing in
fertility, wealth and population. The rapidly advancing growth of Richmond
and Norfolk will not only sustain this road, but secure to it a handsome revenue.
Relaying with Edge Rail those portions of the Road now having the Flat Bar.
The present and prospective increase of tonnage on the road, renders it proper
to enquire whether it is expedient to permit the flat bar to remain on the track
much longer. It is unnecessary to present to you arguments in favor of a
stronger and more solid superstructure for the road, than the flat bar furnishes.
The part of the road over which the heaviest tonnage is carried, and conse-
quently requires the strongest track, is that between the Junction and Richmond,
the greater portion of which is still laid with a strap rail. The continuance of
that rail will entail on the company a very heavy expense in repairs of road, and
not only reduces the amount of the tonnage of each burthen train, but limits
their speed, as well as that of the passenger trains, all of which operate seriously
against the interest of the company; and your board think that during the next
year the whole line from Richmond to the Junction should have a heavy bar.
In connection with this subject, the straightening the road in several places should
command the attention of the engineer, which should be done wherever desirable
before a new track is laid.
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Doc. No. 17.
Relaying from Gordonsville to Charlottesville.
This section of the road is also laid with the flat bar, and the general arga-
ments in favor of the adoption of the beavy rail are applicable here as elsewbere,
though the necessity is not 80 urgent as in the case of the section near to Rid-
mond.
The board believe, nevertheless, as a proper regard to the safe working of this
section would require such large expenses in repairs whilet the flat rail remains
on it, that the stockholders should authorize it to be relaid during the next year.
if the board should find no impediment in the way of its execution that might
suggest its postponement.
Condition of the Road and Motive Power.
On this subject the board, referring you to the report of the superintendentel
transportation and that of the committee charged with the duty of making at
examination, will only remark that the T rail now extends from the Junction
Gordonsville, and that they believe the road and motive power, taken as a whole
is in better condition than usual.
In conformity with a recommendation of a committee of the stockholders #
the last annual meeting, and at the suggestion of the superintendent of transport
tation, the workshops have been removed to Richmond, which your board feel
confident will result in a saving in the class of expenses connected with those
shops. Ground for this purpose has been obtained on favorable terms, being
either vacant or occupied with buildings of little value, and your board believeit
would be good policy to make a further enlargement of ground if it can be ob-
tained on good terms.
Receipts of the Last Year.
The receipts of the year ending 30th September amount to $ 210,052 11, ex-
ceeding those of the previous year by $33,306 17, being an increase of nearly
20 per cent. The expenses on the other hand have not increased in the same
ratio, the general charge for this year's expenses being only $9,391 54 cents mont
than that of last year, whilst the receipts have exceeded those of last year by
$33,306 17.
It is particularly gratifying to observe this addition to the revenues of the com-
pany, as it has occurred without any material extension of the road, and during
a period when a large extent of country tributary to the road has suffered a most
serious curtailment of the wheat crop by the ravages of the joint worm. It may
therefore be regarded as the natural growth of business which the improvement
creates. and is calculated to inspire greater confidence in the ultimate value of the
stock.
In conformity with the settled policy and practice of the company, the board
have doclared a dividend of 10 per centum on the stock held under the acts of
1836-38-'47-'48 and '51, that being the investment in the present working part
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of the road : this dividend to be settled by the issue of the bonds of the company,
payable on the 15th day of October 1875, the interest payable annually at the
office of the company, and the bonds bearing date on the 15th day of October
1853.
The treasurer has furnished the usual tables showing the receipts, disburse-
ments and general condition of the company.
You are referred to the report of the chief eugineer, in which will be found not
only his estimate of the value of the temporary track, but a most satisfactory
argument on the gauge of the Covington and Ohio road.
The report of the superintendent contains some interesting details of expendi-
ture in his department, not before furnished.
All of which is respectfully submitted, on behalf of the board.
E. FONTAINE, Pres't.
Richmond, October 12, 1853.
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Doc. No. 17.
ENGINEER'S REPORT.
President and Directors Va. Central R. Co.
GENTLEMES,
My first daty. after accepting the appointment of chief engineer of
your company in April, was to give attention to the location of the line west of Millboro',
where the difficulties opposed by the topography of the country were very great, and the
cost of the work promised to be heavy. This line was prepared for contract, under my
direction, by H. D. Whitcomb, who now has the charge of its construction as division
engineer. The location was made by him, and the credit of it is due to him.
All the heavy sections on this division of the road were offered for contract, and allotal
to contractors of unusual energy and responsibility, on the 15th of July. The first 18.
most difficult section was vigorously commenced within about one month from the letting
of the work, by Henry Cady, an experienced contractor of New York; and there is M
reason to doubt that it will be completed in the time stipulated in his agreement with the
company-December 1854.
The most of the other contractors are also on the ground, and the heavy sections M.
that division are generally progressing well-those most difficult and first needed being
furthest advanced.
Extension of the Line to Corington.
About the time of the letting in July, it was ascertained that the Board of public were
had determined to fix the eastern terminus of the Covington and Ohio road at Coving
and to cause further surveys to be made before deciding on the route west of that place
In consequence of this action, and for the purpose of avoiding loss of time, your bont
authorized a survey and location of the link of road which would thus be left between
Clifton Forge and Covington, in anticipation of its construction by this company. The
survey is now in progress, and the results will be reported before the close of this year.
The work that will be required on this extension, though not light, is yet not remarkable
for opposing any serious difficulties; and its annexation to the Central road cannot, in my
judgment, be productive of any injury to the company. It will be prepared, and may in
offered for contract, at any time your board think it expedient to commence the work.
But in consequence of the delay which has attended the selection of a route west w
Covington, I think it will be in our power to postpone the making of contracts until BES
spring, or at least until the state work is ready for letting, and still bring that section in
use as soon as the line crossing the Alleghany mountain can be put in a condition for
business.
My present plans contemplate the opening of the road from Millboro' to Clifton Forg
simultaneously with that from Clifton Forge to Covington, and the division of the with
work extending from Covington to the western base of the Alleghany.
Blue Ridge Temporary Track.
One of the first questions which occupied my attention after engaging in the service w
your company, was the means most proper to be adopted to remove the unfortunate is
pediment to the successful working of the Central road, which is presented by the Blas
Ridge.
But the pressure of other and more immediate duties, and the want of an adequate corpt
to meet the increased and increasing labors of the line, prevented me from taking hold E
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that subject until late in June. The first preliminary examination, however, satisfied me
that a temporary track might be constructed at an admissible cost, which would serve to
connect the company's works east and west of the mountain, and render the line
continuous.
The overcoming of this obstacle appeared to my mind indispensable to the successful
development of your enterprise. The investment made and speedily to be made in the
construction of the road from Richmond to Millboro', amounting to about $ 3,100,000,
has and will be applied to the completion of two distinct and disconnected roads.
The road east of the Blue Ridge is 107 miles long, and including machinery, has been
constructed at a cost of about $1,700,000.
The road west, extending from Waynesboro' to Millboro', a portion of which will be
completed and ready for use this year, and the residue by about the middle of next year,
is 51.16 miles long, and will have cost, when fully equipped with stations and machinery,
$1,400,000.
These investments. amounting together to an aggregate of 3,100,000, ought to offer
reciprocal support each to the other: but in consequence of the intervening mountain, the
two lines must be worked in separate parts, and, of course, at great disadvantage.
To manage these two independent roads would require a double establishment of
engines aud cars, depots for freight and passengers at the eastern and western bases of the
mountain, increased agencies, an extensive portage, involving the necessity of a heavy
stock of coaches and teams, and would necessarily be productive of serious expense,
damage to property, loss of time on freight and passengers, and give rise to well founded
public complaint and discontent.
But these, great as they are, were yet not all the evils to be foreseen, and avoidable only
by a continnous road. The embarrassments which this portage would occasion, it was
certain, would materially reduce the business of the line and drive it upon rival works.
In view of these facts, I was induced, after a preliminary survey, to recommend the im.
mediate construction of a temporary road across the mountain, sufficient to pass the busi-
new of the line during the time required for the completion of the tunnel. The results of
the experimental snrvey were reported to your board at Bath Alum on the 17th of July;
and I had the gratification to find that the recommendation was unanimously approved.
I was accordingly authorized by a resolution of the 18th July to proceed to carry out
the plan; and within one week from the adoption of that resolution, had contracted for
much of the work, and within ten days thereof a respectable foree, under an energetic
contractor, had commenced on the mountain.
The usual difficulties and disappointments incident to the concentration and organization
of large forces, were of course encountered here, but they have been severally met and
gradually overconie. By the 1st of September the force engaged numbered over 200
men, and in the first week of October the grading for the track on the western slope of
the ridge was finished, and with the exception of some trestle work, ready for the rails;
while that on the eastern slope was well advanced.
There is now a reasonable prospect that we shall be prepared to pass the trains over the
mountain at a somewhat earlier day than that which I originally designated-the last of
December.
Two engines, both to be delivered in the month of December, have been ordered to
work this road. These engines I have concluded to have provided with a portable tank,
so as to dispense with the weight and resistance of the tender, and increase 80 much the
ffective load.
The speed contemplated is from five to six miles per hour, and the ordinary weight of
the train in good weather will be about 50 tons.
6S
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sm
Characteristicry the Temporary
The amiesed profile will exhibit the characteristics of the temporary track.
The ruling grade of the road, on straight lines, is 5.3 feet in 100, or 279.81 fact
The maximum grade, on straight lines, is 5.6 feet in 100, or 295.68 feet par mile.
The minimum radius of curvature is 300 feet, and this limit is adopted very Sugarity.
The maximum grade on such curves is 4.5 feet in 100, or 237.6 per mile.
The total length of the track from the point where it leaves the state read on
side to the summit of the mountain, is 12,500 feet, or 2.37 miles; and in this distram a
elevation of 610 feet is overcome.
The total length of the track from the summit of the Blue Ridge to the international
the temporary track with the state road, on the western side, is 10,650 feet, or 2.00 -
and the track descends in this distance 450 feet.
The elevation of the summit of the mountain in Rockfish gap, where it is crossed lyde
temporary track, is 415 feet above the grade of the state road at the western parti,net
4711 feet above the grade of that road at the eastern portal of the long tunnel.
The tunnel descends at the rate of 70 feet per mile, or 56} feet in its entire lengther
4,248 feet.
The total length of the temporary track from its intersection with the state read ente
western side of the Blue Ridge to its intersection therewith on, the eastern side, in 23,100
feet, or 4.38 miles.
The distance along the state road, passing through the tunnel, measured between the
same extreme points, is 18,608 feet, or 3.52 miles. The loss of distance in creasing the
mountain on the temporary track, compared with the distance through the tunnel, income
sequently, 86-100ths of a mile, or 4,542 feet.
The cost of this work I estimated at $ 50,000 over and above the value of the materials
that may be used again when the completion of the state road will enable us to abandes
the temporary track. But, in consequence of an unexpected delay in completing certain
cuts and embankments on the state road east of our intersection therewith, it will be nece
sary for us to run round these impediments likewise, by which the length of the temperary
track will be increased and the cost of the work somewhat enhanced.
The total length of the temporary track, including the portion around Robinson's bellow.
and the rock cut east thereof, and that around the second or middle tunnel, is 5.47 miles.
Estimate of the Value of the Temporary Track.
As the propriety of constructing this temporary track has been made a subject of crit-
cism, it is my wish to submit the facts which induced me to recommend the measure is
some detail.
The state had, by an act of the legislature dated March 5, 1849, directed the constructies
of a railroad across the Blue Ridge, extending from Meechum's river to Vaynesboro'. 1
distance of 17.8 miles. This work was commenced in the autumn of 1849, and has been
prosecuted steadily ever since.
There are to be three tunnels on the line, the most eastwardly and the shortest of which
is 423 feet long, and is now nearly completed. The second is 780 feet long. and ⑉
considerable progress has been made towards its execution, but the probable time of is
completion is not a subject of easy calculation. It is certainly remote.
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The third and principal tunnel is 4,248 feet long. Its progress from the beginning ap-
pears to have been as follows:
October 1st, 1850, the total penetration was
-
-
-
80 feet.
November 4th, 1851,
"
"
"
.
-
- 755 "
October 1st, 1852,
"
"
"
-
.
- 1538 "
October 1st, 1853,
"
"
"
-
- 2290
"
.
The progress made during the last year has therefore been 752 feet, or at the rate of 63
feet per month and the total distance yet to be excavated for the completion of the work,
on the 18th day of October 1853, was 1958 feet. If the future progress, therefore, be equal
to the progress of the last year, or 63 feet per month, it will require 31 months from the
first day of October to finish the job.
This is the precise conclusion at which we arrive by applying the practical results of the
last year as the measure of the average rate of progress for the auture. If we base the
calculation on the progress of the work during either of the two preceding years, the
result will be almost identically the same.
We might, therefore, if the past progress is to be regarded as a fair measure of the
future progress, fix on tn o years and seven months from the 1st of October-or the 1st of
May 1856-as the period when the completion of the tunnel may reasonably be expected.
But, as the difficulties of drainage, ventilation and transportation increase as the depth of
penetration increases, I do not think we ought to trust the great interests of this company
to any confident hope that the Blue Ridge road will be opened to the public within three
years from this time.
I do not intend to reflect, and do not wish to be regarded as reflecting. upon the pro-
gress of a neighbor's work. I have enough to do in attending to my own duties, to
occupy my whole time, and have neither taste nor leisure lo participate in the censures of
any portion of the public upon others. My purpose is simply to rest a computation for
the future on the experience of the past, in a matter of deep concern to this company.
If the tunnel were likely to be finished at an early day, the construction of a temporary
track might be a proposition of doubtful expediency ; but if, on the contrary, it is to be a
work of two or three years, a vital interest of our own demands the speedy construction
of a substitute.
Before recommending this work to your board, I prepared an estimate of the probable
value of the temporary track to the company for each year that it might be needed. The
estimate which I then made for my own guidance, and subsequently read to the board,.
with the modifications which further observation and reflection seem to require, is
herewith submitted in detail. These calculations, however, are not offered now as
estimates based on well ascertained facts; for the tonnage and passengers to be conveyed
across the mountain during the progress of the work must necessarily be, to a very
considerable extent, conjectural.
Probable Saving due to the use of the Temporary Track for one Year.
1. There must be transported across the Blue Ridge next year (1854) about 4,000 tons of
iron, chairs and spikes for the construction of the track from Staunton to Millboro'.
This iron. if there were no temporary track, would need to be taken from the cars at
the little tunnel, placed in wagons and hauled over the mountain, to the western side of
the large tunnel-a distance, by the road to be followed, of nearly 8 miles-and there
piled or placed again in cars.
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540
Doc. No. 17.
I estimate the haulage of this iron at 3 50 per ton,
-
14000 ()
2. Twice hauling of this 4,000 tons of iron, in taking it from the cars to the
wagons, and from the wagons to the cars, including piling when necessary,
at 50 cents a ton.
-
2000
3. The cost of transporting an average of 100 passengers a day, or an
aggregate of 36,500 persons for the year 1854.
These passengers would also be carried 8 miles. The number is con-
jectural. The cost is based on the sum which the company would have been
compelled to pay, as ascertained by negotiations and contracts, or $1 per
passenger,
-
.
-
-
-
36500 00
4. The cost of transporting an average of 50 tons of freight daily, or
18,950 tons a year, in wagons, across the mountain, at a price sufficiently
ascertained by several contracts, or 83 50 per ton, -
-
-
63875 ₩
5. The cost of handling this freight, and of storing a part of it, both at the
little mel, and at the western end of the large tunnel, at 75 cents,
-
13687 "
6. The cost of temporary stations for passengers, freight depots, stables,
temporary water stations, &c. at the west end of the long tunnel, in 1854,
and at the east end also on the completion of the middle tunnel.
-
5000 #
7. Salaries of clerks and agents at these tunnels. for one year,
-
300]
#
8. The cost of hauling the rolling stock across the mountain to furnish the
western line, viz:
8 locomotive engines and tenders, at 250,
-
2000 00
10 passenger and baggage cars, at
80.
-
800 00
60 freight cars-single. at
25,
-
1500 00
-
20 stock, gravel and dirt carts, at
25,
-
500 00
For hauling cars and engines over the mountain,
-
4800.00
9. The value of this stock would be about $100,000, and the damage
which the machinery would suffer from being hanled many miles over a rough
turnpike cannot be estimated at less than 5 per cent.
-
-
30000
Estimated expense of the portage in 1854,
-
-
- $1478.00
From the cost of this portage we must deduct the
Cost of maintaining and working the Temporary Track.
1. Cost of maintaining 53 miles of temporary track, for one year, at
$1,000 per mile,
-
.
-
-
,
55001
3. Annual depreciation of 51 miles of temporary track, for one year, at
$300 per mile,
-
-
-
-
-
I
1639
3. Cost of running 4 daily trains across the mountain, drawn by the
through engines. say 25 miles, at $1 per mile run, or $25 per diem. for 365
days,
-
-
-
-
-
-
9125
4. Cost of running an extra freight train every other day. say 12} miles, at
$1 per mile run, or $12 50 per diem for 150 days,
-
-
-
1875
5. Cost of running a heavy assistant engine 6 trips a day, or 40 miles. at
30 cents a mile, or 12 per diem for 365 days,
-
-
-
4380
6. Add for unforeseen extra trains,
.
#
-
2000 de
Annual cost of maintaining and working temporary track,
-
- 24530 @
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Doc. No. 17.
541
Now the annual cost of portage has been estimated at
147862 00
Deducting the cost of maintaining and working the temporary track,
24530 00
And we obtain for the saving due to the temporary track for one year. on
the assumed amount of trade and travel,
- $123332 00
It results from this calculation, in which I have placed the annual cost of maintaining and
working the temporary track at a very high figure, that the saving due to the use of the
track the first year will be more than double that portion of the cost of its construction
which will be lost when the track ceases to be used.
But this estimate takes no account of the increased cost of working the company's road
east and west in two parts, which is a very important item.
The second year, or in 1855, if the middle tunnel on the Blue Ridge-which has been
from three to four years in hand, and found to be a work of considerable difficulty-should
be completed, the length of the portage would be reduced to a mile and a half. But there
is little probability that that tunnel will be completed within a year. And even when finished,
there will still remain the cost of transhipment, and double handling, and haulage over the
mountain of all the freight and passengerss to and from the Valley, together with the iron
needed for the extension of the road from Millboro' to Clifton Forge or Covington. There
will also be, that year, a greatly increased trade and travel, consequent both on the exten-
sion of the line to the west, and on the impetus to business which will be felt in the coun-
try along the road, and also on the diversion of trade from rival routes to the road, as it is
extended westwardly.
From these causes I estimate that the saving consequent on the temporary track, in 1855,
will probably be equal to that of 1854. It may, in fact, be much greater.
But I do not believe, and I think I have shown, that there is no reasonable ground to
hope for the completion of the tunnel without much extra exertion, in less than three years
fter the completion of the temporary track.
At all events, it is clearly the part of prudence to assume three years for the period du-
ring which the company is still to be deprived of the use of the state road. On that I base
my computation, and, if I am correct in my conclusion, this company will save by the use
of the temporary track which they are now building, on the items set down in the forego-
ing estimate alone, about 370,000.
But there is still another consideration of great importance, which has not been noticed
in the preceding computation, but which is deserving of much weight in estimating the
value of this temporary track. My estimate, 80 far, has been based on the reduction of the
cost of conveying a given amount of freight and travel across the mountain by the tempo-
rary road. It takes no account of the increase of business which may confidently be looked
for in consequence of dispensing with the portage and increasing the facilities of the line.
The profits of this increase of business will not be confined to the western division of
the work. but will be spread over the entire length of the road. The average length of
track which will be in use during the next three years will exceed 180 miles; and if the
average charge for freight during this period is 5 cents per ton per mile, each ton added to
the freight business of the road, by reason of maintaining the continuity of the line, will
yield a gross revenue of $9, and a profit of about $ 4 50.
Each additional passenger thereby secured to the road, at 3 cents per mile, will, under
the same circumstances, yield a gross revenue of $ 5 40, and a net profit of about $ 3.
Now. in the competition for trade, the choice of routes will often depend on the question,
whether the Connage is to be transhipped at the Blue Ridge and twice rehand there, or
whether it will be received in the cani at Staunton and carried thence to its destination with-
out break of bulk.
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Due. No. 17.
alone will be decisive of the direction it
of the uncertain value of this quantity. I will
immittibe that it will reach some definite and moderate
wages leads a day, and 10 passengers, or 1 coach load
- or too small, will give the following result:
ir 365 days, gives 7,300 persons, at $3,
21900 00
25 days, gives 7,300 tons, at $ 4 50,
32850 00
due to this assumed increase of business,
54750 00
and practically realized, and the tunnel should chance
the company will profit by the removal of the impediment
acreased business alone,
165000 00
estimated saving in the cost of transportation of the
a portage, or $123,332 per annum, for a period of
370000 00
rebable value of the' temporary track,
535000 00
to your board to be extravagant, and I cannot of course assert
But such, nevertheless, is my opinion; and it will be easy for
my figures as in his own better judgment may seem proper. If
to only one-fifth part of my estimate, it will amply justify the
deemed it my duty to recommend. Experience almost everywhere,
that the business obtained exceeds the anticipations of the public.
will form no exception to the common rule. At all events, I have
ordered in full faith, to advocate the most ample preparation for the
the
business which is about to come, or which a bold and wise policy
Preparations for Business.
and the fact ought not to be overlooked, that this road is now but
the accommodation of the heavy business which the extension of
I
Richmond into the Valley, and thence westwardly, is to produce.
prompt correction. We are putting a great machine in motion,
the
company to provide the means to work it safely and economically.
N that rail which still forms a part of the track between Richmond and
scareely be adequate to bear the weight of the trade of next year with
- be speedily superseded by a bar similar to that which we are about
2,
Staunton.
at present prices of iron, about $ 9,500 per mile, or for the forty
now run from Richmond to Meechum's river, 107. miles, will next
Rechmond to Millboro', 176 miles. The tonnage of the road will be
with the mileage of the engines. The increased tonnage and the
2 week will require a large increase of rolling stock, in addition to that
the
board.
there will be needed an outlay of not less than $ 500,000 on the track,
who
Ar the proper accommodation of the business that may reasonably be
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Doc. No. 17.
543
I will not, bewever, introduce any estimate of the probable amount of the prospective
increase of business.
I doubt not that it will be large, though the travel will be materially restricted by the
deficiency of adequate accommodations at the watering places in the mountains during the
summer season. There is at this time a want of confidence in the prompt extension of
the track west of Staunton; and it may not, perhaps, be in our power to give a sufficient
demonstration of the certain progress of the work, until it will be too late to provide for
the wants of the public.
It is, therefore, proper to state that the present expectation is to extend the track ten
miles beyond Stannton this winter, and to Craigsville, twenty-two miles west of Staunton,
in May. From Craigsville to Millboro', I think there will be no impediment to the exten-
sion of the track as fast as the iron can be put down by an efficient contractor. My hope
is to reach Millboro' about the 1st of August.
Gauge of the Road West of Corington.
The success of your work, it has long been supposed, is in a great degree dependent on
the gauge of the road from Covington to the Ohio. In this opinion, however, I have not
concurred; for whatever may be the gauge at first established for that line, the public con-
venience and necessity will compel a return to that of the Central road so soon as a con-
nection is formed with the works of Kentucky and Ohio.
But this question of gauge, formerly of so much interest, can now no longer be regarded
as open for discussion. .The recent development of the policy of those western com-
panies, with whose lines the works of Virginia are to connect, seems to place the whole
matter beyond the reach of future controversy.
The state of Virginia and the state of Kentucky have each, in the course of events. but
apparently without pursuing any fixed or common plan, adopted two distinct gauges, viz:
a 5 feet and a 4 feet 84 inches gauge.
Now, it is a somewhat remarkable and a very important fact, that all the roads of Vir-
ginia designed to share the western trade, which lie on the south of James river, have
adopted the 5 feet gauge; and that all the roads of Virginia lying north of James river
have adopted the 4 feet 84 inches gauge; while all the roads in the southern part of
Kentucky and Tennessee have adopted the 5 feet gauge of the southern Virginia roads,
and those in northern Kentucky have adopted the 4 feet 81 inches gauge of the northern
Virginia roads.
It is difficult to conceive of a state of facts more fortunate for Virginia than this; since,
by connecting her northern family of 4 feet 81 inches gauges with the northern cluster of
Kentucky roads, she secures to her own ports and seaboard an outlet for the trade, which
will be collected by that extensive net work of western lines, without break of bulk. And
further, by connecting her southern family of 5 feet ganges with the southern cluster of
Kentucky and Tennessee lines, having tracks of the same width, she also secures the trade
of that portion of the southwest which is traversed by lines of 5 feet track, to her own
ports.
Under such a state of facts, it would be a strange infatuation indeed, that would propose
to insert a link of narrow track on the line of the southwestern road, and compel two
transhipments of all the commerce of southern Kentucky and Tennessee before it can get
into Virginia; or a link of wide gauge on the Central line to compel a break of bulk and
transhipment of all the travel, products and supplies of northern Kentucky, before they
can enter this state.
It is not to be supposed, either, that they who are interested in the Central line will ever
be so ambitious of monopoly as to wish to interrupt the passage of the legitimate trade of
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544
Doc. No. 17.
the roads south of James river, by inserting a link of narrow gauge on the Lynchburg
Tennessee rond, to divert its business to the north; or that the interests south can has
much doubt of the sufficiency of the trade of the fertile southwest, which is to be bro
forward by the Tennessee road, to sustain that line, as to seek to interpose impedia
and compel needless transhipments on the Central route.
My own confidence in the resources of the southwestern rond has never failed. I
never considered it necessary for that work to encroach upon the ground of its XX
neighbor to insure it the most liberal support.
Indeed, there is clearly trade enough belonging to each section of the state to N
the proper roads of the section: and I do not doubt that we shall all be sufficiently
ployed in extending our several lines and putting them in proper condition to receiv
pass the tide of their legitimate commerce as it flows into our respective channels.
It has. I know, been suggested that a wider gauge than that which has become
universal in this country and in all Europe, is intrinsically better than that which is
neral use. I do not know that I should deny the fact if that were the question here.
But the problem is not now to ascertain what would be the best gauge for a railroad
which is best for the Covington and Ohio road, connecting as it does, with a system
roads of narrow gauge at its western extremity, and another system of the same DD
spreading over all northern and central Virginia, at its eastern end.
If the question were still a new and open one, I believe that I should be inclined
commend a six feet gauge from Richmond to Cincinnatti, there to connect with the six
gange leading from Cincionati to St. Louis, and from St. Louis. westwardly, and the
tain an advantage over all competitors north or south. But this question of intrinsic
riority has been foreclosed by the net work of narrow ganges extending from the we
border of Virginia through northern Kentucky and southern Ohio to Cincinnatu and
these our cars must pass.
I know it is often contended that cars will not run great distances even if the gauge
made continuous. But there is really no practical difficulty in the way ; and the day is
distant when they will traverse the plains from the Atlantic to the Pacific without tran
ment.
It is probable. however, that the through cars will not be owned by the separatecol
nies whose roads constitute the through lines, but by the individual or associated to
porters, who will provide their own stations for repairs. Even now, to avoid train
ments, cars are loaded with freight at Philadelphia, and carried over the Wilmington
Baltimore road, crossing the Susquehanna on the top of a ferry boat-drawn through
streets of Baltimore by horses, and sent over the Baltimore and Ohio road to Wheel
They will also be sent forward from Wheeling to Cinciunati and St. Louis as soon as
roads leading thither are finished.
To secure a continuous gange, and a narrow gauge too, from Philadelphia to
cinn"ti. the Pennsylvania railroad company have recently subscribed 750,000 to aid
construction of a road from Wheeling to Cincinnati, through Ohio, the nearest termini
which is 400 miles from Philadelphia. and the remoter terminus more than 650 miles
tant. To secure the same object-a continuous gange-the city of Philadelphia, in
corporate capacity, has subscribed $ 500,000 to the stock of the Hempfield.road, formi
part of the same line. And to recure an interest in the trade and travel of Kentucky
Pennsylvania railroad company and merchants of Philadelphia have subscribed to
stock of n road in that state, to be constructed on the Pennsylvania gange: thus par
beyond the state, across a portion of Virginia, over more than two hundred miles
territory of Ohio, and twice crossing the Ohio river, to secure the advantage of a.e
nuons gauge into Kentucky.
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Doc. No. 17.
545
president of the Cincinnati, Marietta and Wheeling company, in Ohio, in his re-
report, congratulates the stockholders that his company, by these subscriptions, has not
secured an unbroken gauge to Philadelphia, but that, in consequence of the adoption
the 4 feet 81 inches gauge for the Covington and Ohio road, by Virginia, they would be
also to send forward their freighted cars from Cincinnati and southern Ohio, by the
anawha branch of the Central road, and a bridge across the Ohio, without transhipment,
to Richmond.
While the intelligent president of this Ohio road, in a most practical, comprehensive,
and business like report, thus points out the advantage of a continuous gauge through Vir-
ginia, naturally supposing the question to have been settled here, as every motive of pru-
dence and economy must clearly settle it,) is it to be supposed that Virginia will disappoint
his calculations, by unnecessarily interposing two transhipments on the line-two tran-
shipments serving no earthly purpose but to force off, and away from her borders, that
western trade which the state is spending millions of dollars to secure.
The idea is certainly too preposterous for further discussion, and I think the question
has been virtually settled by the adoption of a 4 feet 84 inches gauge, on the road from
Big Sandy to Mayeville, and its extensions north and west through Ohio and Kentucky.
Theqe views are respectfully submitted.
CHARLES ELLET, JR.
Chief Engineer.
69
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Doc. No. 17.
A.
Return of the state of the Virginia Central Railroad Company for the year
ing the 30th day of September 1853.
Capital stock
Subscribed by the commonwealth, under the
Act of 1836 and 1838, 1,890 shares, at $ 100,
189000 00
"
1847,
1,500
"
-
150000 00
"
1849 and 1852,
1,087
"
=
.
108700 00
**
1850 and 1853, 5,574
"
"
.
557400 00
" 1851,
2,475 **
"
247500 00
12526
Subscribed by individuals and counties, viz:
Subscribed by individuals under the
Act of 1836 and 1838, 2,250 shares, at $100,
-
225000 00
:
1847,
1,000
"
"
-
100000 00
" 1848,
660
"
"
-
66000 00
Subscribed by individuals 556, and by Augusta county 200,
acts 1849 and 1852, 756 shares, at 100,
-
75600 00
Subscribed by Monroe and Greenbrier counties, each 500
shares, act 1850, 1000 shares, at $ 100,
-
-
100000 00
Subscribed by individuals, acts 1850 and 1853, 976 shares,
at $ 100,
-
-
.
-
97600 00
City of Richmond 2000 shares, at $ 100,
-
-
200000 00
8642
Debts due by the company, viz :
Bonds guaranteed by the state, and payable in 1880,
-
100000 00
Coupon bonds issued by authority of the stockholders at their
annual meeting in 1851, and payable in 1872,
-
206500 00
Bonds for loans, not guaranteed,
-
-
105705 74
Bonds issued to contractors for work done between Junction
and Richmond,
-
-
-
56944 42
Certificates of debt issued for dividends, and payable in 1852,
566 87
Certificates of debt issued for dividends 1st October 1851, and
payable in 1866,
-
-
-
-
79680 00
Dividends due in cash, and unpaid,
-
-
1091 85
55048
Received for premium and interest on guaranteed bonds,
,
0
119
"
for interest on unpaid subscriptions to stock,
i
7:
"
for rent of real estate,
-
118
Receipts for transportation from commencement,
-
10084]
Due by the company to individuals, viz :
Statement B, open accounts,
-
-
31342 21
"
"
notes,
.
-
-
36914 85
68%
374701
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D'oc. No. 17.
545
Expended in construction of the road from commencement, viz:
For grading, superstructure, iron, bridges, engineering ex-
penses, &c. between Richmond and the Junction, and for
buildings and scales for depot in Richmond,
321442 03
in
For land damages between the Junction and corpo-
ration line of the city of Richmond, and for da.
mages and right of way within the city of Rich-
=
mond,
42179 13
For lots purchased adjacent to the depot in Rich-
mond,
-
-
32785 33
Expended in the construction of the road between
-
Junction and Gordonsville,
-
.
412319 58
F
Expended in construction of the road between
Gordonsville and Woodville,
-
366257 46
Expended in construction of the road between
Woodville and Mechum's river,
-
-
114091 84
Cost of road and buildings between Richmond and
Mechum's river, including lots purchased adja-
cent to depot in Richmond,
- 1289075 37
Expended in construction of the road between
Waynesboro' and Staunton,
-
- 210466 77
Expended on account of surveys of routes between
Staunton and Covington, and construction of the
road between the same points,
-
-
396177 19
1895719 33
Equipment account-expended for locomotive engines, pas-
senger coaches, baggage cars, burthen cars, land and work
shops at the Junction, with tools, fixtures, bags, &c.
-
216438 44
Paid for relaying road between Junction and Gordonsville,
203510 29
Paid for a negro man,
-
600 00
Real estate-tenements in Richmond near the line of the
road, and houses and lots at the Junction and Trevillian's
depot,
-
-
16527 00
Temporary track across the Blue Ridge,
-
-
50419 66
Paid for transportation expenses from the commencement,
562212 57
Dividends declared since the commencement,
-
196880 13
Paid interest from 1st October 1850 to 30th September 1853,
65020 95
Amount of commonwealth's subscription to capital stock
unpaid, viz:
Under the acts of 1836 and 1838,
-
1200 00
"
"
"
1847,
-
.
1478 54
"
"
"
1849 and 1852,
-
-
4744 74
"
"
"
1850 and 1853,
.
-
242819 73
"
"
"
1851,
-
-
4914 12
255157 13
Amount of individual and county and corporation sub-
scriptions to the capital stock unpaid, viz:
Under the acts of 1836 and 1838,
.
2115 05
"
"
"
1847,
-
.
451 08
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548
Doc. No. 17.
Under the act of 1848,
.
.
1946 03
"
"
"
1849 and 1852,
-
-
3409 28
"
"
"
1850 and 1853,
-
.
180037 86
187959 30
Paid discount on coupon bonds,
-
-
11810 00
This sum advanced from time to time to Elisha Melton, for
work done between the Junction and Richmond, amounting
to $ 18,000, (which, by contract, was'to have been paid for
in stock at par,) entitling him to 180 shares, but which has
been transferred by him to the Virginia Central railroad
company, at $ 50 per share, and canceled, .
-
9000 00
Debts due to the company other than on account of
stock, viz:
Due from individuals, as per statement B,open accounts,
33524 18
Cash on hand 30th September 1853,
42319 24
$ 3747098 22 3747098 22
E. E.
J. GARRETT, Treas's.
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550
Doc. No. 17.
B.
Statement of the Receipts and Disbursements for
Receipts:
Balance of cash on hand 30th September 1852, per last report,
29896 07
Debts due to the company other than on account of stock,
39666 88
69562 95
Receipts for transportation within the year end-
ing 30th September 1853, viz:
For passenger fare,
-
-
-
85384 84
freight, -
-
-
-
112344 20
transportation mail,
-
-
-
9655 82
express freight,
-
-
-
1837 11
miscellaneous receipts,
-
-
134 81
209356 78
For rent of real estate,
-
-
-
-
695 33
210052 11
Bonds for loans not guaranteed,
-
-
-
-
34320 29
Received for land damages, extension west, (lots sold,)
-
-
91 54
Receipts on account of capital stock, viz :
From individual stockholders, under act of 1847,
851 36
"
"
"
"
" 1848,
585 57
44
"
"
"
"
1849 and 1852,
14262 88
"
"
"
"
"
1850 and 1853,
177020 29
.
192720 10
From commonwealth under act of 1847,
-
-
2849 17
"
"
"
"
1849 and 1852,
-
19805 59
"
"
"
"
1850 and 1853,
-
253767 19
"
"
"
"
1851,
-
-
2918 42
279340 37
Carried forward,
.
-
-
$ 786087 36
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Doc. No. in
551
the year ending 30th day of September 1853.
Disbursements:
Debts due by the company to individuals, 30th of Septem-
ber 1852:
On open accounts,
.
.
-
-
19886 72
On notes,
-
-
-
.
22936 40
42823 12
Paid amount due to board of public works for advances on state's subscrip-
tion to capital stock and iron for the Blue Ridge railroad,
-
66066 48
Paid on account of transportation expenses, viz:
Train expenses, consisting of conductors' salaries, wages of en-
:
gine drivers, hire of train hands and firemen, and repairs of
engines, cars, &c., and for oil, wood,
36088 85
Depot expenses, consisting of agents' salaries and hand hire,
13090 58
Salaries of president, superintendent, treasurer and clerk, and
per diem of directors,
-
7447 04
Miscellaneous expenses, consisting of postages, printing, taxes,
fixtures in office and depots, books, freight and passenger
bills, costs of suits in circuit and superior courts, insu-
rance, &c.
-
4300 93
Repairs of road, consisting of purchases of sills, railing, negro
hire, wages of overseers and superintendents of hands, &c.
32646 23
Repairs of engines, cars, &c.
-
-
-
16029 90
Repairs of depots and water stations,
-
1371 46
110974 99
Paid for purchase of new engines, cars, machinery, materials for building
burthen cars, &c.
-
-
24583 51
Paid interest on guaranteed bonds and other bonds, and certificates issued
for dividends,
-
-
31037 00
Paid on account dividends due in cash,
-
.
-
198 50
Paid bonds issued to contractors between Junction and Richmond,
-
100 00
Paid discount on coupon bonds,
-
-
1906 00
Paid certificates of debt issued for dividends,
-
-
-
1360 00
Paid on account construction of road between Junction and Gordonsville,
1043 88
Paid for relaying road between Junction and Gordonsville, .
.
62621 99
Disbursements on account construction of road between
Junction and Richmond, viz:
Buildings, -
.
.
-
-
2044 23
Grading,
-
-
.
.
.
1090 01
Superstructure, (turnouts,)
.
.
-
450 00
Land damages,
-
.
-
11782 51
15266 75
Carried forward,
.
-
$ 358082 22
Digitized by
Google
552
Doc. No. 17.
Brought forward,
-
786087
From delinquent subscribers, interest on unpaid subscriptions to stock,
201
From sale of coupon bonds,
-
-
7050
Due by the company for the purchase of materials, en-
gines, cars, &c. charged in the disbursements, but not
yet paid for, viz:
On open accounts,
-
-
-
-
31342 21
On notes,
,
.
-
-
-
36914 85
6821
$ 92504
Digitized by Google
Doc. No. 17.
553
Brought forward,
358082 22
Disbursements on account construction of road between
Gordonsville and Woodville, viz :
Buildings and water stations,
.
.
.
281 37
Grading,
-
-
-
.
-
1112 12
Superstructure,
-
-
-
-
1631 54
3025 03
Disbursements on account construction of road from
Woodville to Mechum's river, viz :
Buildings, -
-
.
.
-
765 00
Grading,
-
-
-
-
.
15706 76
Superstructure,
-
-
-
.
7255 88
Bridging,
-
.
.
-
-
15042 34
Land damages,
-
-
-
-
1900 00
Engineering expenses, -
-
-
-
1459 59
42129 57
Disbursements on account road from Staunton to Coving-
ton, viz:
Grading and masonry,
-
-
-
-
282415 16
Land damages,
-
-
-
-
6036 48
Engineering expenses, and survey of route,
-
-
12775 95
301227 59
Disbursements on account road from Waynesboro' to
Staunton, viz:
Grading and viaduct at Staunton,
-
-
-
29119 96
Superstructure,
-
-
-
-
47455 52
Bridging,
-
-
-
-
-
2552 06
Land damages,
-
-
-
-
2687 21
Engineering expenses, -
-
-
-
1448 00
83262 75
.
Paid on account temporary track across the Blue Ridge,
-
-
50419 66
Paid for real estate in Richmond,
:
-
-
-
11057 00
Debts due to the company from individuals other than on account stock, from
agents for collections of fare and freight and from post office department,
33524 18
Cash on hand 30th September 1853,
-
-
-
42319 24
$ 925047 24
E.E.
J. GARRETT, Treas.
70
Digitized by Google
16 17.
C.
Receipts for Transportation of Passengers and Freights
for 1852 and 1853.
Receipts for Pas.
senger fare from
Oct. 1, 1851 to
Oct. 1, 1852.
Receipts for Pas.
senger fare from
Oct. 1, 1852 to
Oct. 1, 1853.
Rec'ts for Freights
from Oct. 1, 1851
to Oct. 1, 1852.
Rec'ts for Freights
from Oct. 1, 1852
to Oct. 1, 1853.
Rec'ts for Express
Freight from Oct.
1, 1852 to Oct. 1,
1853.
31.
16051 35
18803 98
23791 81
24964 93
83 93
1,
13358 40
17895 42
23743 31
26675 73
850 42
v.
17813 72
18758 46
21692 38
24428 20
496 57
....... 30.
22886 61
29926 98
28513 44
36275 34
406 19
$ 70110 08
85384 84
97740 94
112344 20
1837 11
E. E.
J. GARRETT, Treas'r.
Digitized by Google
Doc. No. 17.
555
D.
A List of Officers of the Virginia Central Railroad Company, and amount
of Salary paid to each.
Edmund Fontaine, president, salary per annum,
$ 2000
Edward H. Gill, sup't of transportation, salary per annum,
-
2000
J. Garrett, treasurer,
"
"
-
1500
C.J. F. Netherland, assistant treasurer and ticket agent, salary per annum,
1000
Wm. Overton, *Samuel B. Brown, *Samuel Carpenter, directors ap-
pointed by the Board of public works for the ensuing year,
Wm. J. Robertson, David Anderson, jr., directors elected by the indi-
vidual stockholders.
Pay of directors, $ 4 per diem for actual service.
Stephen Hunter, principal freight agent, Richmond, salary per annum,
-
800
R. M. Sizer, assistant
"
"
"
"
-
520
R. D. Tyler,
"
"
"
"
"
-
500
W.A. Waldrop,
"
"
"
"
"
-
500
John E. Mallory, agent at Hanover court-house,
"
"
-
300
R. W. Pierce,
"
Beaverdam,
"
"
250
N. W. Harris,
"
Frederickshall,
"
"
-
300
A. W. Talley,
"
Louisa court-house,
"
"
-
300
J. C. Talley,
"
Trevilian's,
"
"
-
300
A.J. Gooch,
"
Gordonsville,
"
"
-
300
M.A. Thompson,
"
Cobham,
"
"
-
200
R. B. Davis,
"
Tolersville,
"
"
-
300
E.J. Timberlake,
"
Shadwell,
"
"
-
300
James Minor,
"
Charlottesville,
"
"
-
300
Win. H. Cosby,
"
Woodville,
"
"
-
300
James Y. Good,
"
Mechum's river,
"
"
-
300
Win. A. Moody, F.L. Swift, conductors,
"
"
600
Matthew Anderson, Thos. R. Moody, express freight ag'ts, sal. per annum,
360
* New directors.
Digitized by Google
556
Doc. No. 17.
SUPERINTENDENT'S REPORT.
RICHMOND, October 1st, 1853
President and Directors Va. Central R. Co.
GENTLEMEN,
I submit the following report exhibiting the operations of the #
during the fiscal year, terminating on the 30th ult., together with its present condition
that of the motive power and cars:
The Total Receipts or Earnings.
From transportation of passengers,
-
-
85384 84
From express freight,
-
.
.
1837 11
From United States mail,
-
-
.
9655 82
From freight,
.
-
-
112344 20
From other sources,
-
-
-
134 81
209350
The Total Expenditures for working the Road.
For repairs of road,
-
-
32646 23
For repairs of locomotive engines,
-
-
8703 17
For repairs of passenger cars,
-
-
-
2091 06
For repairs of freight cars,
-
-
5235 67
For train expenses,
-
:
-
18125 22
For pil,
-
-
-
-
3456 99
For wood,
-
-
-
-
14177 47
For cotton waste,
-
-
-
-
329 17
For proportion of miscellaneous expenses, (two-thirds,)
2867 28
For depot expenses,
-
-
13090 58
For repairs of depots and water stations,
-
-
1371 46
For proportion of salaries, (one-half,)
-
-
3723 52
Total expenses,
.
-
105817 I
Leaving a balance of net receipts of
-
-
$103538
Cost of road in use (from Richmond to Mechum's river) and equipments, $ 1707539
1
Net profits, equal six per cent. on cost of the road in use and its equip-
ments.
.
The receipts exhibit an increase of
9
-
-
$ 39871 I
Over those of the preceding year.
For a detailed statement of the expenses, I refer you to table marked A.
Tonnage.
The number of tons carried up amounts to,
-
14490₫
The number of tons carried down amounts to,
-
179071
Total number of tons transported,
-
Digitized by
Google
Doc. No. 17.
557
Passengers.
The number of through passengers carried up amounts to,
3509
The number of way passengers carried up amounts to,
21464
The number of through passengers carried down amounts to,
3566
The number of way passengers carried down amounts to,
22314
Total number of passengers,
50853
For a detailed statement of the articles transported on the road, I refer you to table
marked B; and for the number of through and way passengers transported each month, to
table marked C.
The Road.
The road is now 107 miles in extent, and is in an improved condition. About 15 miles
of T rail have been laid during the year, making about 67 miles laid with heavy iron,
leaving in the aggregate between Richmond and the Junction and Gordonsville and Char-
lottesville about 40 miles of wooden superstructure, which the business of the road, true
economy and the interests of the company require should be substituted with heavy iron
as rapidly as circumstances will allow.
During the year about 170,000 linear feet of new railing have been put in the road, and
6,000 new sills or cross ties, and the ditches have been nearly all cleared out and deepened.
The force employed on the repairs of the road consists of 1 timber and wood inspector,
1 master carpenter, 1 principal overseer, 1 extra overseer, 9 section overseere, and 100
negro men.
Bridges.
The bridges are all in good order. The western abutment and piers of the Rivanna
bridge have been protected by rip-rap, and new cross ties have been laid over the trestle
work. Watchmen are stationed at the South Anna, Rivanna, and Moore's creek, and Me-
chum's river bridges.
Locomotives and Cars.
There are 12 locomotive engines on the road they have been kept constantly in use
during the year, and 11 of them may be considered in good condition. One has been em-
ployed since July in hauling sills and iron between Waynesboro' and Staunton, and two
others most of the time in transporting iron and materials for laying the heavy rail below
Gordonsville, and for the extension of the road beyond Mechutn's river, leaving but 9 on-
gines to perform the passenger and freight transportation business.
The aggregate number of miles run by the engines is 185,997. Their names, dimensions,
condition and miles run by each will be found in table marked D.
There are 4 first class, and 4'second class passenger cars, 3 baggage, and 3 express cars,
37 eight wheel freight cars, 71 four wheel freight cars, 4 eight wheel stock cars, 4 four
wheel stock cars, 12 eight wheel flats, 23 four wheel flats and 5 coal cars now on the road ;
and 8 locomotive engines, 5 passenger cars, 3 baggage and mail cars, and 57 eight wheel
freight cars have been contracted for.
There are employed in running the trains, 10 engineers, 7 white and 13 negro firemen
and train hands.
Digitized by
Google
558
Doc. No. 17.
Work Shops.
In accordance with a resolution of the board of directors, measures have been miss a
remove the work shops from the Junction to Richmond, and a portion of the buildings have
already been brought down and put up, and the removal of the balance will be completed
early next month.
The wo is at the shops is conducted by three foremen, viz: one of machinery, ONE of
carpentry and one of smiths' work: they are assisted by 11 journeymen, 5 apprenticessed
13 negro men.
Depots.
The depot at Richmond has been enlarged by an addition of eleven hundred superfical
feet, but the operations of the busy season have demonstrated that it is still too small al
that next year's business will require a very great increase in the depot accommodations
that place. At Hanover C. H. and Beaverdam the depots have been enlarged, and appear
now to be of sufficeint dimensions to accommodate the business of their respective neigh
borhoods. A brick depot has been constructed at Tolersville and a large wood shelter
erected at Mechum's river.
There are 13 depots and 2 water stations, at which there are employed 17 agents wl
clerks, and 60 negro men.
Materials on Hand.
The value of the materials on hand amounts to $23,800. See statement marked F.
Cost of Working the Road.
The cost of repairs of the road during the year amounts to 305 per mile-this US
averages on twenty-one other roads, (see statement E.) 732.
The cost of the repairs of the engines and cars for each mile run is 0.086-the average
cost on twenty other roads is $0.144.
The cost of working the road, (embracing repairs of the road and of engines and as
wood, oil, and depot expenses, compensation of engine runners, conductors and all other
expenses,) is 56 cents for each mile run by the trains. The average cost on the twenty of
roads alluded to is 91 cents.
All which is respectfully submitted.
E. H. GILL, Sup't.
Digitized by Google
A.
STATEMENT
Of Road and Transportation Expenses, and Cost of new Engines and Cars, &c., &c., for the year ending September 30, 1853-Virginia
Central Railroad.
MONTH.
Ordinary repairs of
road.
Extraordinary re-
paire of road.
Repairs of locomo-
tive engines.
Repairs of passen.
ger care.
Repairs of freight
Train expenses, ex-
cept oil, wood and
cars.
cotton waste.
Wood.
Cotton waste.
New locomotive en-
gines.
New freight cars.
New passenger cars.
Miscellaneous ex-
penses.
Depot expenses.
Repairs of depots
and water stations.
Oil.
Salaries.
Suar TOTAL.
1852-October,
2241 2
312 44
644 11
149 33
510 00
1263 92
610 35
-
20 00
789 20
-
184 31
2157 53
83 00
412 00
9371 39
November,
1651 94
36 34
328 36
28 08
318 45
2118 54
598 17
860 78
61 18
150 04
200 00 00
-
377 58
365 30
43 26
24.0
7291 82
December,
2125 69
41 00
394 12
66 96
164 67
1006 46
20 25
1749 67
142 56
87 75
112
-
279 43
402 19
4 46
1724 00
8339 21
1853-January,
9152 01
223 40
1464 76
410
881 39
4192 72
425 23
1198 46
-
16 00
650 45
-
714 16
3052 79
513 93
32 00
22837 73
February,
1338 78
-
998 00
50 90
111 42
1236 87
194 23
815 35
-
-
34 92
-
174 73
918 95
91 63
144 00
6109 78
March,
2783 51
-
599 00
134 00
667 00
1125 11
43 22
861 29
-
,
475 97
-
248 10
132 09
139 74
1523
8732 03
April,
2466 42
-
1306 57
292 76
577 03
2110 34
492 95
875 56
I
-
336 00
⑉
688
2842 12
256 44
122 79
12467 88
May,
931 26
-
431 43
130 37
132 63
1547 32
82
831 91
-
21 00
164 00
-
80 75
73 94
29 50
100 00
4474 93
June,
1658 43
-
393 69
224 94
75 77
399 58
277 06
765.00
-
1.
137 00
-
79.89
178 00
39 61
1511 00
5739 96
July,
3831 71
-
1648 48
403 10
1082 99
2080 49
730 00
1090 99
-
7507 82
4246 30
119 28
292 27
2486 58
35 91
191 25
25747 17
August,
1576 68
-
95 65
85 00
365 24
636 73
665 07
1994 27
-
-
2861 95
29 48
1057 61
393 31
400
76 00
9776 99
September,
2375 42
-
299 00
115 19
349 08
377 34
I
2523 84
125 43
48 92
4281 15
2294 28
105 20
93 78
93 98
1587
14669 61
Digitized by Google
Total,
$32033 05
613 18
8703 17
2091 16
5235 67
18125 22
3456 99
14177 47
329 17
7851 53
14288 94
2443 04
4300 93
13090 58
1371 46
7447 04
135558 50
E. H. GILL, Sup't.
B.
STATEMENT
Of the number of Tons of Freight transported on the Virginia Central Railroad during the year ending September 30th, 1853.
TONS TRANSPORTED UP THE ROAD.
TONS TRANSPORTED DOWN THE ROAD.
MONTH.
Wheat.
Flour.
Guano.
Plaster.
Corn and Meal.
Coal.
Lumber.
Oats.
Live Stock.
Miscellaneous.
TOTAL.
Wheat.
Flour.
Tobacco.
Pig Iron.
Live Stock.
Lumber.
Corn and Meal.
Limestone.
Oata.
Rye.
Miscellaneous.
TOTAL.
Whole Number of Tons
transported on the Road.
Tone
Tons
Tons.
Tons.
Tons
Tons
Tone
Tons
Tons
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tone
Tone
Tone.
Tons
Tons
Tone
Tons.
Tons.
1852-October,
21
71
396
3394
51
9
-
-
-
887
16463
436
313
29
233
45
30
18
-
2
-
1214
12271
28744
November,
-
5
161
421
31
-
88
-
d
6651
8211
8461
3851
12
821
177
3d
1601
-
2
,
1371
1807:
2628
December,
-
4
3d
1613
10
-
24
-
-
536₫
7391
5671
381
151
29
1021
-
234}
I
-
-
951
14254
2165:
1853-January.
-
-
3
2904
2
-
72
-
-
625
9921
276
364
85
35
95
14
176
-
2
I
154
1201
21934
February,
-
-
1074
441
11
-
1761
1
s
818
15551
215
556
346
109
15
9
60
-
6
I
190
1506
30611
March,
-
2
94
686
4d
-
10
4d
-
954
1755
199
366
894
72
28
20
52
-
6
-
119
1756
3511
April,
-
4
44₫
341f
-
-
1
]
-
1104
1496
131
400
427
123
52
7
45
-
-
I
120
1305
2801
Digitized by Google
May,
-
51
1451
1153
13
37
3
-
-
717
1034
94
5301
4851
-
1511
#
6
6
&
-
60
12491
22831
June,
-
10s
125
381
27
29
34}
-
-
5081
7723
1
120
135
171
79
17
50
32
1
-
74
680
14599
July,
-
7
2441
59
-
312
12
-
1
5861
9413
261
57
135
120
30
-
84
29
6
-
71
793
1734
August,
t
4
426
341
4
26
65
-
1
5181
1386
16981
1671
1491
75d
30d
14
177
87
114
39
50
2500
38851
September,
8
-
1644
194
-
43
2
-
-
938
13494
1446
327
37d
108
404
2
289
-
12
97d
87
24561
3806
Sum total,
104
49₫
17901
30501
808
1754
1851
61
3
88581
14490$
60871
3977
2751
1158
846
1164
1352
154
49
1364
12791
179071
32398
**
All
Sun't.
Doc. No. 17.
561
C.
STATEMENT
Of the Number of Passengers carried on the Virginia Central Railroad during
the year ending September 30, 1853.
PASSENGERS CARRIED UP THE
PASSENGERS CARRIED DOWN
ROAD.
THE ROAD.
MONTH.
Way.
Total.
Way.
Total.
Whole number car-
ried up and down.
Through.
Through.
1852-October,
-
90
1659
1749
339
1614
1953
3702
November,
-
87
1196
1283
181
1452
1633
2916
December,
-
171
2561
2732
168
2620
2788
5520
1853-January,
-
131
2193
2324
213
2123
2336
4660
February,
-
148
1367
1515
141
1354
1495
3010
March,
-
175
1898
2073
147
1840
1987
4060
April,
-
226
1518
1744
212
1408
1620
3364
May,
-
-
213
2082
2295
146
2029
2175
4470
June,
-
-
305
1601
1906
153
1779
1932
3838
July,
-
.
558
1061
1619
392
1938
2330
3949
August,
-
1019
2315
3334
511
1925
2436
5770
September,
-
386
2013
2399
963
2232
3195
5594
Total,
-
3509
21464
24973
3566
22314
25880
50853
E. H. GILL, Sup't.
71
Digitized by Google
D.
STATEMENT
of the Names, Dimensions, Condition, &e. of the Engines on the Virginia Central Railroad, and the Number of Miles run by each during the
year ending September 30, 1853.
NAME.
BUILDER.
When placed on the
road.
Assumed weight in
tons.
Diameter of cylinder
in inches.
Stroke in inches.
Diameter of drivers
in inches.
Number of drivers.
Connection.
Dimen's of fire box.
Length of flues.
Gallons of oil used.
Miles run during the
CONDITION.
year.
Hunter,
Norris & Brother,
-
1851
18
12
26
54
4
Outside,
41 by 36,
10.6
455
15270
Good order, (freight.)
estward Ho,
"
"
.
1847
14
101
20
48
4
**
37 by 35,
8.10
371
20316
"
**
imbrough,
"
"
-
-
1847
143
101
20
48
4
"
37 by 35,
8:10
265
12798
"
**
Harris,
"
"
-
-
1847
144
10½
20
48
4
"
37 by 35,
8.10
219
10442
:
** west BI. Ridge.
Digitized
Blue Ridge,
If
"
.
.
1847
14₫
101
20
48
4
"
37 by 35,
8.10
244
10899
Out of order, but in use.
(anover,
-
M. W. Baldwin,
.
1852
18
134
22
54
4
"
45 by 36,
11.6
393
19018
Good order, (freight.)
ichmond,
.
"
**
-
1851
15
111
20
54
10.2
380
20684
"
"
4
"
36 by 35,
(mail.)
Jbemarle,
.
Talbott & Brother,
.
1852
16
12s
20
48
4
"
42 by 33,
10.5
381
19506
"
"
(freight.)
ouisa,
.
"
14
1851
16
121
20
48
4
"
42 by 33,
10.5
371
18518
"
"
(freight.)
-
, Anderson, Jr.
.
"
"
-
1849
14
12
18
48
4
"
30 by 36,
9.3
322
14370
**
"
Augusta,
-
Anderson & Souther,
1852
15
13
20
54
s
"
385
20176
**
"
.
35 by 34,
10.1
(mail.)
Covington,
-
:
**
-
July 1863
15
13
20
54
4
:
35 by 34,
10.1
4000
"
"
80
(mail.)
-
185007
E.
STATEMENT
of the Length, Number of Miles Run, Cost of Road Repairs per mile, Cost of Repairs of Engines and Cars per mile run, Receipts, Expenses
and Net Receipts, and of the Cost per mile run, on the following named Railroads, compiled from Reports of 1852 and 1853.
NAME OF ROAD.
Length in miles.
Miles run.
Cost of rep's of
road per mile.
Cost of rep's of
engines & cars
per mile run.
Earnings or re-
ceipts.
Exp'ee of work.
ing road.
Net earnings.
Costof of working
the road per
mile run.
Tons of freight
transported.
No. of pass'gers
transported.
Boston and Maine,
741
503663
1187
0.087
8 661520 63
8 323306 21
8 338215 42
$0.64
193908
1465924
Boston and Providence,
41
283920
982
.122
429484 34
216858 92
212625 42
.76
129482
672122
Connecticut River,
-
-
50
173203
508
.124
229004 98
156976 02
72028 96
.90
78504
311901
Fall River,
-
-
-
42
142208
643
178
229415 37
129855 89
99589 48
.91
96026
277975
Fitchburg,
-
-
.
51
425365
1289
J24
574574 36
341787 04
232787 32
.80
427372
1214775
New Bedford and Taunton,
-
.
20
65510
692
.163
164230 26
120279 33
43950 93
1.83
34707
126026
Norwich and Worcester,
-
59
272593
394
.109
267561 70
152746 10
76126 98
.56
90043
173010
Old Colony,
.
37/-
212895
1050
.113
322213 74
220703 30
101510 44
1 03
92367
598166
Providence and Worcester,
434
167150
316
.089
253690 54
114175 93
139514 61
.68
67037
521608
Vermont and Massachusetts,
69
176557
510
.136
218679 14
132511 60
81167 54
.75
64506
135922
Western,
155
848002
1025
.143
1339873 09
656678 17
683194 92
.77
268053
497293
Worcester and Nashus,
451
145184
263
OPO
162109 00
94375 87
67733 33
.65
79945
187852
Boston and Lowell,
251
247362
214
.183
388108 37
257227 33
130881 04
1.03
246330
541531
Taunton Branch,
11
35474
831
268
137401 78
113002 22
24399 56
1.46
45523
137331
Boston and Worcester,
44}
478819
1050
.149
758819 47
497522 68
331206 79
.89
257657
1185371
Digitized by
New York and New Haven, 1850,
61
228485
434
.209
461789 31
237886 38
223902 93
1.04
15473
652122
New York and Harlem,
"
80
297086
478
.113
482567 00
246719 03
236847 97
.83
27957
Baltimore and Ohio,
380
1515784
560
.099
1325563 65
710179 22
#
.46
579285
185377
Washington Branch,
30
102133
931
.236
348622 76
132385 31
-
1.29
-
229042
Richmond and Petersburg,
-
28
110444
903
.161
126017 33
84999 72
-
.76
78144
70495
Southwestern, (Georgia)
50
55957
508
-
140008 25
63200 66
76807 59
1.11
-
38834
Average,
.
.
-
-
-
$732
8 0.144
-
1
-
$0.91
Virginia Central.
-
.
107
185997
8305
$0.086
8 209356 78
8105817 82
$103538 96
$ 0.56
32398
50853
E. H. GILL, Sup't.
564
Doc. No. 17.
F.
STATEMENT
of Wood, Timber, Sills, Iron and Steel on hand September 30, 1853-F
ginia Central Railroad.
7500 cords of wood, worth
-
.
-
-
9360 flat ties,
-
-
-
-
.
R
3000 half round ties,
-
-
-
*
Timber and plank,
-
-
-
-
Iron and steel fit for use,
-
.
-
-
.
Old iron and steel,
-
-
-
.
,
Total,
-
-
$238
E. H. GILL, Sup/L
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Doc. No. 17.
565
Report of the Committee appointed to examine the Virginia Central Railroad.
RICHMOND, October 21, 1853.
The undersigned, three of the committee appointed to examine the state of the road, re-
port that on the 19th and 20th October two of them began the inspection from Mechum's
river, the third joining them at Frederick's Hall, whence they all proceeded together to
Richmond. They found all that part of the road which is laid with heavy rail in admirable
order, and admitting they think of as fast travel as any road of equal grades and curves can
do. That portion where the strap iron is used is also in excellent condition, but from the
nature of such a road it is rough and uneven, and the rate of travel must be comparatively
slow. They take this occasion to recommend that the heavy rail be substituted for the flat
as soon as practicable, having regard to the finances of the company, and especially be-
tween Richmond and the Junction, 80 that there may be a continuous T rail to Gordonsville.
The laying the heavy iron from the Junction to Gordonsville has been completed since the
last annual meeting, 15 fniles of it having been laid since that pepiod. The iron on the
road is now as follows, viz:
From Charlottesville to Mechum's river, heavy iron,
-
-
10 miles.
From the Junction to Gordonsville,
"
-
- 50 "
Between Richmond and the Junction,
"
-
- 7 "
Leaving 40 miles of road laid with wooden rails and strap iron; of this, 20 miles are be-
tween Gordonsville and Charlottesville, and 20 miles between Richmond and the Junction.
The Gordonsville and Alexandria road is expected to be finished in the course of a few
months, and the importance of a rapid line in connection with that road to Alexandria is
sufficiently obvious. The committee examined the different depots, and found them gene-
rally in good repair. The superintendent is now causing the work shops to be removed
from the Junction to Richmond, where they will be subject to his more immediate super-
vision. The president has, within the last year, made considerable additions to the ground
owned by the company around the depot in Richmond. These purchases your company
consider exceedingly judicious, as with the extension of the road there will be required a
great increase of accommodation for freight. As at no future time is it likely that ground
can be obtained on as favorable terms as at present, it is worthy of consideration whether
further purchases of land contiguous to the depot are not advisable. Far the greater por-
tion of the wheat crop that comes to this market is brought here in August and September.
This circumstance causes in those months a great press of business on the road and an ac-
yumulation of grain in the depots, particularly in the one in this city. During the last
season the quantity of grain was so great that the depots for a long time were completely
filled up, and in many instances the farmers were in consequence directed to suspend their
deliveries. This inconvenience, which may often be attended with considerable loss in
price, ought to be remedied, and measures should be taken to have the grain more speedily
removed from the depot.
The committee would add, that as far as they have been able to gain information, the
tockholders have every reason to be satisfied with the general management of the road.
There is great regularity in running the trains; the keepers of the depots and the conduc-
ors are attentive and obliging, and much is due to the vigilance of Mr. Gil! for the good
order which prevails in every department under his control.
WM. F. WICKHAM,
JAS. I. A. TROTTER,
GEO. FLEMING.
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Doc. No. 17.
VIRGINIA AND TENNESSEE RAILROAD COMPANY.
OFFICE VIRGINIA AND TENNESSEE R. Co.
Lynchburg, October 31, 1853.
W. R. DRINKARD, Esq.
DEAR Sir,
The stockholders of this company having held their annual meet-
inc. 1 have the honor to transmit a copy of their proceedings and the president's
report. with the accompanying documents.
A snap of this road has been sent. The road is 204 miles long-79 miles finished
and 193 miles unfinished.
Your friend,
JOHN ROBIN McDANIEL,
President.
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Doc. No. 17.
567
PROCEEDINGS.
WEDNESDAY, October 26, 1853.
At the sixth annual meeting of the stockholders of the Virginia and Tennessee
railroad company, held at their office in the city of Lynchburg:
The meeting was organized by the appointment of Hon. Daniel A. Wilson
chairman, and F. G. Morrison and John D. Alexander, secretaries.
The roll of stockholders was then called, and there were found to be present,
in person and by proxy, 471 stockholders, other than the state, owning 8,722
shares, entitled to 3,491 votes, and the commonwealth of Virginia, by her proxies,
owning 16,738 shares, entitled to 3,644 votes, being a majority of all the votes
which could legally be given upon all the stock which had been subscribed;
whereupon, the meeting proceeded to business.
The chairman then appointed Messrs. C. Dabney, W. B. Preston and Samuel
Garland a committee, under the 4th by-law, to examine proxies, who having
performed that duty, made verbal report, declaring them to be in form, which
report was concurred in by the meeting.
The president then presented the following
REPORT
Stockholders Virginia and Tennessee R. Co.
The board of directors, in reporting to you their operations for the
past year, desire to present first for your consideration their action in obedience
to the various resolutions of instruction passed at your last meeting.
Loan.
In regard to a loan, as soon after your adjournment as practicable, they
authorized the execution of a mortgage on the whole road and its appurtenances,
as security for the bonds to be issued in accordance therewith; all of which was
promptly carried into effect.
An arrangement having previously been made for half million of dollars with
the contractors, as heretofore reported to you, and a loau of $1,000,000 having
been obtained from the state, further efforts were rendered unnecessary. One-
half million of these bonds are held to be issued upon monthly estimates to
eontractors, and one million are to be canceled and delivered to the second
auditor of public accounts, the loan by the state being substituted instead thereof;
all of which will be more satisfactorily explained by reference to accompanying
copies of the resolution of yourself and board of directors, the mortgages, form :
of bonds and act of the legislature.
You will observe that but five hundred thousand dollars of these bonds are
convertible into the capital stock of the company, being those only issued to
contractors.
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568
Doc. No. 17.
Though no longer interested, yet it will doubtless be gratifying to you
that, in bringing our bonds to the notice of operators in stocks and suel
ties previous to ascertaining that state aid could be obtained, the
directors were much flattered by the estimate that was placed on them, e
by the liberal advances offered, both as to amount and terms, as wel
desire manifested by several parties to get control of them.
The favorable disposition which the contractors have been enabled to
those coming into their hands, is an additional proof of the confiden
operators and capitalists, commanding on their first appearance in the
974 per cent., and subsequently bringing 98 and 981 per cent.; which rat
as it comes to the knowledge of your board, are, with but few exception
above any sale of similar securities, and indeed above many paying a hi
of interest.
The arrangements for future sales are of that permanent and reliable el
that no apprehension need be entertained of a necessity to place them
market, so as to affect injuriously their present value, unless under the
of a very serious and protracted derangement in the monetary affair
country.
Iron.
In reference to iron, your orders were carried out as early as it was pr:
to do 80, with a due regard to the interest of the company under the
circumstances. A contract was entered into on the first day of Decemb
with Messrs. Boorman, Johnston & Co., for 2,000 tons, at £8 10s. free 0
at Cardiff, payable in New York, deliverable between the 1st of January
1st of May last. The quantity of orders then in rendered it impracti
make a contract for an earlier delivery. On the first day of Februar
further purchase of 5,000 tons was made of Mr. J. Dunlop, to be deliv
Port Walthall during July and .August last, at 58 50, covering all
except duty, payable in the city of Richmond; and, on the 28th of
following, 6,000 tons were purchased of Mr. Richard Makin, at £ 9, pa
London, to be delivered free on board at Cardiff-say 3,000 tons by
December, and 3,000 tons by 1st February next, being the earliest per
which he could then be prevailed on to contract. These purchases comp
estimated quantity necessary for the entire track and sidelings to the Te
line. The season of the year embraced within the periods specified
delivery under the first contract is the one in which perhaps there is II
certainty of shipping than any other, both in obtaining vessels and as
length of the voyage; and the consequence was more delay than was anti
keeping the board of directors in a continued state of painful susper
drawing largely on their patience; which virtue, however, when connect
perseverance duly exercised, is a powerful lever for operations, and aide
in overcoming many subsequent serious difficulties, being fully impress
the importance of exertion under the circumstances. In addition
difficulties of the season, the existence of a great demand for ve
California and Australia, which was likely to continue and perhaps il
suggested the propriety of hastening future deliveries as much as pos
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Doc. No. 17.
569
well on that account, as to avoid, as far as practicable, any additional risk and
cost which possibly might result from the unsettled condition of European
affairs. And I take pleasure in acknowledging the obligations of your board, to
Mr. James Dunlop and Mr. Richard Makin, for their exertions to meet the wishes
of the board to send forward the iron in advance of their contract time. The
latter gentleman had 3,000 tons afloat during August and September, all
of which, except one cargo, has safely arrived, and the remaining 3,000 tons
can be delivered, if necessary, by the close of the year; at any rate, such are the
present arrangements, that nothing short of an uncontrollable casualty can
render the want of iron the cause of delay in the progress of the work.
The iron is shipped to Port Waltball or City Point, and by contract with the
Richmond and Petersburg railroad company, passes over their line to Richmond,
and is forwarded thence up the canal by the company's agent, Mr. W. B. Isaacs,
to this point; and such has been the promptness of Mr. Thomas Dodamead, (the
transportation agent on the road,) who has afforded every facility in his power,
and the untiring efforts of Mr. Isaacs, that no delay has been occasioned there.
The interruptions in the canal navigation has sometimes called forth extra-
ordinary exertions on the part of these gentlemen to pass the iron, under the
circumstances, to meet the wants of this company; and it is just to say that they
have never been found wanting.
Of the quantity of iron purchased since your last meeting, (including 1,000
tons purchased during the previous summer,) there have been received
And placed on the track,
-
-
-
-
1700 tons.
Now in this place,
-
-
-
-
2920
"
Now at Port Walthall and in transit on the caual,
"
-
3425
Afloat, as advised,
-
575
"
-
-
-
Making,
-
-
-
-
8620
"
Being enough for the road to reach Mount Airy, and leaves 5,380 tons to be
shipped.
The last purchase of thirteen thousand tons of iron will cost, delivered at this
place, about $ 71 81 per ton, which falls below the calculations of many. Since
the purchase was made, there have been fluctuations in the market, and prices
have in some instances been, and are now, below the two last purchases in first
cost; yet, in view of all the circumstances, and mainly the fact of being enabled
to secure its coming forward at the period desired, with regularity and with so
little risk, your board regard the purchases perhaps more favorable to the in-
terests of the company than any subsequent period could have afforded.
Dividend Account.
Your directions as to how a dividend account should be made up, by calculating
the dividend on the whole cost of the road (construction included) up to the
day on which such dividends are declared," and the issuing convertible scrip,
bearing interest for such portion of the net profits necessary to be withheld to
pay interest on loans and to provide a sinking fund, seem, upon careful consider-
ation, unnecessarily complicated in its operations, and not judicious or politic in
its result. And your board, being aware of your purpose and design, have deem-
72
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Inc. No. 17.
in
regard thereto, and refer the subject to
nations upon that part of the road in operation,
accerding to the subscription of stock, seems
must satisfactory. This principle is alike ap-
and partly in progress, as to those com-
however, because of that feature requiring a
the road, and the issuing scrip for that portion
ne future operation and progress of the road-which
equable; and, upon reflection, they believe you will
of all the net profits, you will at once perceive there
or creating and holding in reserve a fund for contingen-
uni
bich could not otherwise be as well provided for. At
reportioned contingent fund, much inconvenience would
word of directors be enabled to observe more uniformity in
hich could not fail to exert a happy influence in regu-
PU.
stock.
and is the earnest wish of the board of directors, to
the
stuckholders at the earliest period possible, but it is the
to do so until a positive benefit will be the result. A paper
a compound operation too unwieldy for individuals, and
restructive to joint stock companies: it has its origin in difficulty
every advance.
detrimental to the credit of a company than the paying
a due and legitimate regard to, and ample provision for, its
and contingent. No policy is more scrutinized in the money
dividends are fully taken into consideration in the price of
particularly the securities.
is
your board, the true basis upon which all returns to stock-
made, is out of such portion of the net profits as may remain
N
aterest on money borrowed, providing the necessary and re-
and and laying aside such amount as may be regarded ample for
the surplus can and should be expected as a dividend. Such is
and
thank be paid in money as any other liability. This policy is
nummended, because by it the increased rate of interest to the
x
assisted. and the convertible feature retained by means of the sinking
7
does not surrender his dividend-it is merely withheld;
2,
the use of it, for the time, and consequently the loss sustained
to the simple interest.
American at your last meeting, the legislature increased the capital stock
IMMART are and a half millions of dollars, which increase you designed
$ the ========================= M extinguish the loans. Now, as the sinking fund reduces these
* she same ratio will the stock be released from liability, become the indi-
property of the company, and thus assume the form of dividend-subject
your at pleasure.
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Doc. No. 17.
571
Should you desire to retain that portion of the net profits which your board
recommends to be paid out as dividends, and in lieu of said payment direct that
there be issued interest bearing scrip, convertible into the stock of the company,
you thereby reverse your original proposition and the effect, upon the resources
and interest of the company, would be the same as if a sale of preferred stock
were resorted to to raise means from any other source.
Branches.
A survey of the branch to the Salt works and Plaster banks in Washington and
Smyth counties has, in obedience to your wishes, been made during the past year,
the details of which you will find fully set forth in the chief engineer's report;
which report contains also a survey of a route for the branch from our main line to
Cumberland gap, there to connect with the proposed road from Lexington, Ken-
tucky, to that point.
From the very favorable opinion of the importance of this branch, expressed
by you in your 8th resolution, taken in connection with the fact of the legislature
having since your adjournment granted a charter authorizing this company, upon
certain conditions, to make said branch, the board of directors felt, although not
directly authorized, that it would not be considered a departure from their line of
duty to have the survey made-and, from the many important and interesting
facts which they are enabled by this means to place before you, it is hoped that
the desire and effort to do so at the earliest period will be approved by you.
The expenses attending the survey, as well as those incurred in surveying here-
tofore the New river route, form a subject of charge to the branches respectively,
as by the charters (a copy of each being appended,) you will observe separate
accounts and charges, as well as distinct liabilities from the main line and each
other, are recognized and required, as if said branches were made by a separate
organization; and, in the event of your declining the privileges secured to you,
previous expenditures for surveys would be due from the separate companies.
The importance of accepting the provisions of the charter, and thereby securing
to this company the advantages which will be derived from such connections,
drawing the trade and travel of the immense and fertile regions into which the
connecting roads reach, is too apparent to need comment from your board, who
think, whilst nothing should be done to increase the operations of the company,
so that the speedy completion of the main line would be in the least retarded,
(for that should be paramount to all other considerations, and is regarded the set-
tled policy of the company,) yet, as soon as practicable thereafter, it is desirable
to push forward these branches with all the energy possible.
In the incipient stages much can, and it is confidently believed will be done by
the parties immediately on the line, without taxing your efforts or directing the
attention of your officers from the main business now before them.
In reference to the Cumberland gap branch, it is important that your policy and
purposes should be known at an early period. Your action in regard to it is
looked to with great interest by the entire line-their preference is for a connee-
tion with Virginia by this route, and of course they await your decision with con-
siderable solicitude. Upon the assurance you give will depend their action in the
matter.
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572
Doc. No. 17.
The Salt works branch was sufficiently manifest to you, as to adopt it as sue
which ought to be made and your board only await your further direction If
to when and upon which route it shall be made.
Stock-Collections, &e.
The officers of the company have had their attention closely directed to the ed-
lection of the amount due on the subscriptions of stock, and their efforts have
been attended with much success, without having had to resort in a single
instance to legal coercion. It may be necessary, however, in several cases is
future.
There was unpaid 1st October 1852, on individual subscriptions,
173997 3
On state account,
24700
421997 w
During the last year there has been subscribed of new
stock by individuals,
-
92300
By state,
170800
263100 «
685097 3
Of this there has been collected from individuals, -
199798 92
From state,
.
-
332200 00
531798
Leaving now due and unpaid,
-
-
$ 153298 a
Of which $66,508 67 is due from individuals, and $86,800 from the state, show-
ing the collections to have been five-sixths of the entire amount outstanding =
commencement of the year, including subscriptions since.
On 1st October 1852, there was unsubscribed of the original amount authorized
by the charter, by individuals $162,700. There has been taken since, as show
above, $92,300, which leaves unsubscribed by them $70,400.
Engines.
In December last, a contract was made with Messrs. Anderson & Souther for
fourteen large engines, to be delivered at stated periods during the years 1853 ml
1854, for the sum of $7,650 each, free on board the canal boat at Richmond
This was regarded at the time a good contract for the company as to price, and
the advance since, owing to the increased demand, has fully proved the fact.
Another engine, of different construction from the above, was purchased of Mr.
J. R. Anderson for the sum of $7,500. The business of the road increasing be
yond the supply of locomotives, in consequence of not getting them according to
contract, rendered other purchases necessary, and a passenger engine has best
ordered from Mr. Holmes Hinkley of Beston at $8,000, to be delivered during
March or April next, and a freight engine of 24 tons from the New Castle mass-
facturing company, for $9,000-advice of the shipment of which is daily 15.
pected.
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Doc. No. 17.
573
Unfinished Work.
The chief engineer will give you full details as it regards the condition of the
unfinished portion of the road-its progress and the prospect of completion.
The board of directors have fully shared with you the most ardent solicitude
for its rapid progress, and to that end all the appliances in their power have been
brought to bear.
The eastern slope of the Alleghany has presented many difficulties, to over-
1
come which not only required extraordinary labor, but much time. The obstacles
were not only weighty, but of that peculiar character as to involve much uncer-
tainty.
The summit once reached, the graduation and masonry being in a forward and
controllable condition, the progress of the track laying will be vastly more rapid,
and the hope of a speedy completion thereafter may be safely indulged.
All the depots and water stations have been ordered to be let to contractors, so
as to insure their completion in 1854; and the necessary provisions for wood, &c.
are now being made throughout, so as to put the entire line into successful opera-
tion as fast as the track shall be ready to pass the trains.
Operations on Finished Portion of the Road.
The operations of the finished portion of the road, owing to the limited supply
of engines and cars, and the difficulty of procuring a sufficient number of reliable
mechanics, and particularly machinists, have presented many obstacles to a satis-
factory and profitable progress; but the result, the board of directors anticipate,
will meet your expectations.
To effect a proper and reliable plan of operation, certain classifications and
divisions of labor and duties are indispensable, and to that end it was found ne-
cessary to make arrangements as to employees and agents, which, by a casual
observer, might be regarded more than necessary, and are really ample; but the
same force, as the tonnage and travel increases and they acquire more experience,
will be capable of passing and managing a much larger amount of business, and
in consequence the expenses will in future be a less proportion of the receipts
than at present.
This branch of the trust reposed in your board has given them much labor, and
required considerable thought to simplify and systematize the business by dividing
it into necessary and judicious departments, and the determining on proper rules
and regulations to fix the responsibility, and place the proper checks on the va-
rious officers. And whilst their efforts have resulted in some success, yet much
remains to be done. They regard their arrangement as only yet in progress, and
must be added to or altered as information is derived from other sources, and
their own experience from time to time may suggest.
Where the lives and interests of so many are involved in the management and
working of a railroad, it is duty as well as policy to bring to the aid of those
having control all the experience possible. Your board, being deeply impressed
with the importance of the selection of a general superintendent, availed them-
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574
Doc. No. 17.
selves of an opportunity of procuring the services of Mr. Thomas Sharp, who
has been long and most favorably known as an experienced and successful ma-
nager. He has been in the employment of the company since the 17th January
last, and the board take pleasure in testifying to the value of his services for your
interest.
For the accommodation of the community, it was necessary to take light freigh
on the mail and passenger trains. To do this in the haste necessarily required
and to avoid loss to the company and inconvenience to the parties, which might
result under these circumstances, your board made, with Parisen & King'ser-
press agents, a very advantageous arrangement for the express privileges over the
line. By this arrangement the company is relieved of all expense and response
bility of transporting freight by those trains, and the facility better secured to the
community at no increased expense, with the option to use those or the freight
trains at pleasure. No restrictions are imposed: on heavier freights only are is:
creased rates charged, the better to confine the freight, by the mail and passeapr
train, to the amount prudent to be taken.
The board of directors reserve the right to control the tariff of charges and 0
secure haggage rights and privileges to passengers.
You are referred to the report of the general superintendent, herewith 1
sented, for the condition of the road, machinery, rolling stock, &c. It also give
other information of interest.
Exhibit of Earnings.
From the tabular statement of the freight, ticket and disbursing agent, the M
lowing exhibit of the earnings of the road is made:
The gross receipts from all sources are
-
-
109267 5
From which deduct expenses,
-
-
-
66531 %
$42736 31
The average length of road in operation the past year was 58 miles, and -
ting the cost thereof $1,242,209 20, which is the proper proportion, gives you &
net profit of 3.44 per cent.
The tonnage of material used in construction, estimated at 8 4,000, forms OF
part of the above estimate, and is here stated only to show you the full work of
the road.
If agreeable to you to adopt the suggestions of the board of directors with n.
gard to a contingent fund, this net balance of receipts (or profit) will be traip
ferred to the credit of that account, forming a basis for said fund, charging it with
interest paid on the loans to the company, and holding the balance in reserve
meet any deficit in aceruing interest, occasioned by having to appropriate Fature
receipts to any extraordinary repairs or expenditures which might be necessary.
In reviewing the operations of the road, several facts of interest present them
selves: amongst which is, that whilst it has been put into operation by -
sections, and under circumstances calculated to increase the expenditures-
they have not been above the amount usual for roads completed and in fill
operation-say $1,200 per mile.
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The tonnage for which pay was received during the six months ending 30th
September 1852, and passed over an average of 32 miles of road, was 3,9621
tons, equal to a fraction over 123 tons per mile of road-whilst the tonnage for
the year past, on an average of 58 miles of road, was 19,241, equal to 331 tons
per mile of road.
The receipts of 1852 were equal to $ 765 65 per mile, and for the past year
$1,883 92.
If you double the tonnage and receipts of the six months ending with Sep-
tember 1852, to give the advantage of a year's operation, and then compare it
with the past, you have an increase in favor of the latter of 85 tons, and
$1,118 27 of receipts per mile. Take the same months of the two years, the
comparison shows an increase in those of the past year of about 1051 tons, and
of revenue $ 720 28 per mile of road. In this comparison the receipts during
this period do not show the same ratio of increase with that of the tonnage,
which is attributable to the several interruptions in the canal navigation, pre-
venting the usual amount of import tonnage for that period coming forward, and
it is from such tonnage that a larger rate of revenue is derived. In this connec-
tion it is proper to add, that in consequence of these interruptions (though
unavoidable, and remedied as early as practicable) your board believe that such
tonnage as had a choice of routes was lost entirely to this line, and hence the
importance of a connection with Richmond and Norfolk by railway as well as by
the water line.
If there be a certainty of transit between the points at all times, as this double
connection will insure, sufficient tonnage and travel will be induced along the line
to afford profitable if not ample work for both, and thereby greatly promote the
interest of the commercial community with advantage to the improvements.
It is flattering to observe the character and large amount of produce or export
tonnage, (denominated eastern,) showing the healthy basis for future operations,
and the reciprocal advantages of the further progress of the road to the country
through which it passes and to yourselves. These results, taken in connection
with the fact. that as yet you have only availed yourselves of the ordinary
resources common to some extent to all lines, and that you have only approached,
not reached the coal, iron, lead, gypsum and salt, which exist on the line in
extraordinary, if not inexhaustible quantities, and that the farmer has not had
time as yet to bring into requisition the extreme fertility of the soil, and to tax it
with that extent of yield of which it is capable, must be regarded as highly
encouraging. The development of the resources of this line, consequent upon
a completion of the road, must induce considerable immigration of that useful
kind combining enterprise and capital. Scarcely can a more inviting and
promising field be opened to any and all trades and professions, with the same
assurance of profitable operations, giving them all the elements of self-support
and the command of a surplus which must control the balance of trade.
Annexed are some documents furnished by Mr. A. F. Gregory, agent, in
reference to the lead and other minerals along this line of improvement, which
will be found very interesting, on account of the importance and value of those
productions. They form but a part of what may be expected and in fact is
known to exist.
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Doc. No. 17.
Incidental Charges.
The board of directors, looking forward to the period when the various roads
on this line through Virginia and Tennessee shall be completed, regard it of great
importance to encourage through tonnage and travel, as well as local trade and
travel, from one road or improvement to another, as an act of justice to all, and
to keep up with the rivalry of the age. To do so with effect, some uniform
system is necessary to afford that facility and accommodation which are due to
the trading and traveling community, and in fact important to the interests of
the improvements respectively.
To increase, and even to retain tounage, inducements are necessary and
required, and the strongest and most available are exemptions from delay,
trouble and incidental charges; and as these are avoided, the margin for remu-
neratory freight will to some extent be increased.
The position is not tenable that incidental charges are due, or are of any ge-
neral advantage, to the community at the termini of two improvements. Oa
the contrary, they have a depressing influence upon the commerce of the place,
and retard its progress to some extent. Such points must rely upon and put into
active use the natural advantages and commercial facilities they possess, looking
for their profit to the consumption and production of articles.
The idea that charges incidental to transportation are of benefit to the location
where they occur to the extent of the aggregate, and that they have the effect to
arrest or create commerce at that point, is a very limited one, and that policy
acted upon, particularly when practicable to be avoided, will result in a corres-
poudingly limited traffic. The advantage is partial, and no less a tax on the
local dealer exporting from that point, than upon the producer who desires to
pass. To arrest commerce at a point because it is desirable to that locality, is a
vain attempt. Obstructed on one line, it seeks another: it is an unalterable law
of trade to seek the best market by the cheapest and most expeditious route.
An uninterrupted line of communication throughout throws the entire route
open to all the improvement becomes at once a convenience and labor-saving
medium at the mere cost of transit, which is alike beneficial to the commercial,
manufacturing and farming interest. Trade is thereby untrammeled at every
point, and operates to the prejudice of no locality. It is the freedom of ingress
and egress, combined with the energy, enterprise and capital of its people to
reuder available those facilities, which gives importance to a location and marks
its consequence in the commercial community.
In viow of these facts, your board deem it important to secure these advan-
tages to this entire line; and it occurs to them that the best mode of effecting it,
is to have the several improvement interests represented at some convenient
point, and they suggest as early a day as practicable in order that the various
connections may be made in reference thereto.
Financial Affairs.
lu reference to the financial operations, the year was commenced with a ba-
lauce ou hand, of cash, $1,317 94, and $163,600 in bonds of the city of Lynch-
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577
burg. which were not at once available, and were insufficient in amount to meet
the immediate demands against the company.
The delay necessary in getting ready the bonds authorized to be issued, and
awaiting the tardy action of the legislature, postponed any substantial aid until
the following March, which added to the difficulties your board had to encounter;
yet, by the aid of temporary loans, time was allowed to dispose of the city bonds
at par and interest, and to make considerable collections, whereby delay in the
work was avoided, and the holders of claims had no cause of complaint.
For the liberal assistance and aid afforded them in these matters by the Bank
of Virginia and Messrs. C. W. Purcell & Co., the board of directors take great
pleasure in expressing their obligations to those parties.
The annual statement of the treasurer, showing the condition of the finances
of the company, is herewith submitted, and presents the receipts and disburse-
ments for the past year, as also the receipts and expenditures from the organiza-
tion of the company to sáme time, (30th September 1853.) The aggregate
receipts from all sources (including balance on hand at the commencement,)
were $1,519,061 44, and the disbursements $1,344,844 79, leaving a balance on
hand of $146,286 11-consisting of $92,850 61 in cash, and $53,400 in Wash-
ington and Smyth county bonds.
The receipts from the organization of the company have been $3,794,150 69,
and the expenditures $3,647,864 58.
There has been a sale of $10,000 of the Washington county bonds, and the
money, in payment thereof, is in the hands of the treasurer; but owing to the form
of the bonds not being in accordance with the expectations of the board of direc-
tors, those sold have not as yet been delivered. The county court has, however.
determined to place them in the form desired, and they are now in the hands of
the commissioner of the court, Mr. W. Y. C. White, for that purpose, and their
return is expected now at an early period. Regarding the aforesaid bonds of the
counties of Washington and Smyth as safe and proper investments, the board of
directors have resolved that the sinking fund, required to be set apart for the re-
demption of bonds issued to contractors, be invested in those aforesaid securities,
by which means they will be made available to the company at an earlier period
perhaps than by any other mode, as they are not sufficiently prominent to be easily
disposed of in the market generally.
You are aware that no sinking fund is required to be held for the redemption of
the loan by the state; but, instead thereof, the payment semi-annually of 31 per
cent., which pays the interest on said loan, and in 34 years cancels the debt.
You have for future operations the following means:
Cash on hand, per report,
-
-
-
-
146286 11
Amount due from private stockholders,
-
-
-
66508 67
Amount due from state on account of stock,
-
-
86800 00
Amount due on state loan,
-
-
-
-
385000 00
Amount of bonds on hand, -
-
-
-
406000 00
Amount due by bills receivable,
-
-
-
34282 39
1124877 17
73
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578
Doc. No. 17.
Brought forward,
1124877 17
To amount due individuals,
24214 69
Amount due by negotiable notes,
125247 80
Amount due stockholders,
383 00
Amount due contractors,
-
14450 20
164295
Shows a balance,
-
-
96054) 3
Add amount of stock to be taken by individuals,
70400 00
Which will draw from the state,
105600 00
17600 00
Makes an aggregate of
$1138.3
In the above estimate the state's subscription as put down is $20,600 less the
its proportion of the capital stock, as there are about $13,744 of the private stock
subscribed believed to be insolvent; which, however, when a sale and transfe
shall be made to some extent, and a corresponding proportion from the state will
be rendered available. The wants of the company to complete and put into F
ration the entire work may be put down as follows:
Iron unpaid for to 1st Oct.
-
-
-
581685
Engineer's estimate for graduation and masonry,
-
-
33967 #
Do.
do.
superstructure and bridges,
-
-
121000
Do.
do.
locomotives,
-
-
.
120000
Do.
do.
rolling stock,
-
-
-
134000
$1316000
No estimate is here made for interest, as no doubt, in the opinion of your beard
should be entertained of the revenue from the road in operation being ample &
pay running expenses and the interest on loans. They estimate the receipts le
the present year at $200,000.
The assets shown above approximate very nearly the estimated wants of to
company, but you will observe they are in part of that character that cannot's
made available to meet promptly the liabilities, particularly if the work be pudel
forward as it should be, and as its present consideration would admit of: certing
therefore, the interest of the company requires that such portion should be a
pated as far as practicable to do SO.
In pursuance of these views, your board would recommend that you authorise
them to anticipate the resources of the company by a loan or loans, in such -
ner as you in your judgment may deem advisable.
It is possible that sufficient aid by temporary loans may be obtained, and of
narily there would be but little doubt. as frequently heretofore, an amount -
to what may now be necessary, has been obtained from the banks in this w
alone. But the present stringency in money matters increasing the demand ⑈
the banks, renders them less able to afford the required accommodation. and #
view of past favors, further applications should be avoided as far as practicalis
Besides, a dependence upon the character of negotiations is uncertain as to a
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Doc. No. 17.
579
of postponing rather than avoiding the
more permanency would be decidedly to the
pany.
Tred to in this report, there are several tables
much interest, giving information in that form
code.
pectfully submitted.
JNO. ROBIN McDANIEL, Pres't
F. M. Garnett, read the following
REPORT.
ENG. OFFICE V. AND T. RAIROAD.
October 25, 1853.
Directors of the
Va. and Tenn. Railroad Co.
MEN,
At the period of my last report the road had just reached the
at Big Lick. It was opened for use to Salem on the 15th of December
and to Big Spring, about 73 miles from Lynchburg, on the 10th of August
The road was completed to this point as soon as the delivery of the iron
mitted; and the effect of the other causes of delay must be confined to the
wo months and a half which have elapsed since the 10th of August.
The board are already aware that, although 1000 tons of iron had been pur-
chased previous to the last meeting of the stockholders, and a very large amount
was purchased immediately after that meeting, causes beyond their control pre-
vented its earlier delivery.
This road might certainly have been completed at an earlier date, with ample
means, but it was your misfortune, during the latter part of 1851, all of 1852 and
the early part of 1853, to be without the means of pressing the work with much
vigor.
This want of capital made it inexpedient to push forward the work of the con-
tractors for graduation and masonry during the fall of 1851, or the following year.
This delay has been attended with some benefit; the heavy embankments OR
the 12 miles ascending the Alleghany required much time to settle:
They may now be considered as having arrived at some degree of permanency,
but they have settled greatly within the last three months.
Since the 10th of August, the heavy slides in the deep exeavations, and the
rapid settling of the embankments, have rendered it impossible to push forward
the track laying any faster than has been done, and there are not more than six
and a half miles laid beyond the Big Spring.
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Doc. No. 17.
Without some extraordinary providential hindrance, the road can be in opera-
tion to Christiansburg by Christmas. Beyond that point there is comparatively
little heavy work, and nothing can occur to delay the regular progress of the
track.
The road bed is ready to receive the rails as far as New river, with the exesp-
tion of one section near the river, which will be completed by the end of the
year.
The New river bridge is in rapid progress, and will be completed before the
rails can reach it. The whole amount of graduation and masonry which remained
to be done west of New river, on the 1st day of this month, was less to
$ 275,000, 80 that there is now nothing beyond Christiansburg in the waydde
superstructure.
The track will hereafter be laid as rapidly as it can be done with due regards
the faithful execution of the work, and it is confidently hoped that it will net
Abingdon, and perhaps the Tennessee line, by the end of next year.
If this hope is realized, the whole work will be in operation in five years in
the time when the first spade was put in the ground.
The board have every reason to congratulate themselves on the rapidity is
economy with which they have acomplished a task of such magnitude.
No work in the southern states, and not many in the Union have presenti
greater natural difficulties than this road. You have scaled the Alleghany, whit
has been done at but two other points. The Baltimore and Ohio railroad, will
crosses this mountain, was commenced in 1828, and on the first day of June X
after a lapse of twenty-five years, and at an expense of $14,000,000, they of
pleted their work.
It is true that their extension beyond Cumberland has been accomplished in
1848, but it required five and a half years with the vast resources of that of
pany, and in a region where the amount of labor at command was alow
unlimited. There were, for a considerable time, 6,000 laborers on that wet
while the largest force which could be obtained on this work never read
2,000.
Although the use of slave labor on our works is a source of great economy.
is attended with this disadvantage, that it makes it difficult to collect a form
white laborers on the same work where a considerable number of slaves #
employed.
The next point at which the Alleghany has been crossed, is on the Cem
line of Pennsylvania. The Portage railroad was commenced in 1832, and wie
finished, formed a part of a mixed line of railroad and canal, connecting PD
delphia and Pittsburg. The line which connects Georgia and Tennessee M
not have to encounter the Alleghany and Blue Ridge formation.
The Central railroad, which is intended to supersede the Portage, was of
menced in 1848, and is not yet completed. The New York and Erie rains
also escapes the Alleghany: the building of this road, with the resources of Sir
York to sustain it, occupied sixteen years, and has cost $ 27,000,000.
I repeat, therefore, that when it is remembered that your road crosses beith
Blue Ridge and Alleghany mountains, both the time occupied in its accomplate
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Doc. No. 17.
581
ment and the cost at which it has been effected, are causes of congratulation to
the board.
After reaching the summit of the Alleghany, the real difficulties of the road
are over.
In compliance with the wishes of the board, surveys have been made for the
purpose of earrying out the object of the following resolution of the stockholders
Resolved, that in the opinion of the stockholders of this company, a branch of
this road ought to be made to the Salt works in Washington and Smyth coun-
ties, as soon as the condition of the company will enable them to construct it.
and that a survey and estimate should be made for the same during the year, so
as to be presented to the stockholders at their next annual meeting.
Very full preliminary surveys were made, which resulted in the discovery of
two routes by which the object may be effected.
One of these routes reaches the railroad near the college, and the other on the
land of Mr. Rybun. The two routes will be near the same length, being about
seven and a half miles. No actual location was made on which an accurate
estimate could be based, but it is believed that a branch can be made for
$140,000.
The product of these Salt works, as given in the last census, was 445,000
bushels.
There can be no doubt that these works are capable of yielding a much larger
amount of salt; indeed the supply seems almost inexhaustible, and it is only
necessary to secure a market that the manufacture may be increased to a very
large extent. The Kanawha works yield more than 3,000,000 of bushels, and
the yield of the Onondago springs in New York has exceeded 5,000,000 of
bushels.
The salt of Washington and Smyth is said to be of unusual purity, and would
probably be preferred in the market.
Notwithstanding the large amount of salt manufactured in the United States,
there is about 12,000,000 of bushels imported from abroad. Taking these facts
together, it may be safely assumed that 500,000 bushels of this salt will go over
our road; which, at only 8 cents, (a price below the average charge,) would pay
40,000.
But the plaster will afford a much larger tonnage than the salt. It has been
assumed by persons acquainted with the subject that, if plaster can be sold along
the line of this road at $5 per ton, 200,000 tons will be used.
Let us assume that 50,000 tons will be used, and that it pays an average freight
of 2 per ton : this would be $ 100,00D, and the two being added gives $ 140,000
as an annual income from the transportation of salt and plaster alone.
Therefore, the annual increase yielded to the company, by the transportation
of these two items would be equal to the first cost of the branch. A portion of
this revenue would be derived from this source if no branch were built, but this
estimate shows the magnitude of the interest which would be fostered by such a
branch.
The amounts assumed are believed to be far below the truth, and it is not
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582
Doc. No. 17.
improbable that the development of this interest, consequent on the construction
of the branch, would greatly exceed the estimate here given.
There seems, therefore, to be very little doubt as to the sound policy of cos-
structing this branch. if the means of the company will enable them to do 80.
The estimate heretofore made for this road did not include the cost of any
branches : if, therefore, it is decided to make this branch immediately, it will in
necessary to determine on some plan for providing the means. The recom-
mendation of a particular route has been postponed from motives of policy. and
for the same reasons the stockholders should leave the selection of a route tele
made by the board.
In obedience to the instructions of the board, I have made three trips w
Kentucky during the year, for the purpose of exploring a route for the Cale-
land gap railroad, and for securing a continuation of it to the principal marked
Kentucky.
The scheme was received with great favor in Kentucky. The zeal which va
manifested on my first visit to Louisville was not allowed to sleep.
^ large and enthusiastic convention was held in Richmond oh the 25th of Id.
and important steps have since been taken to forward the work. It maybe
assumed as certain, that Kentucky will make a road to the Cumberland gap, ni
it only remains for you to carry out the pledges made by your delegates to th
convention at Richmond.
A thorough survey of the country has shown that a very good line carls
obtained for the branch between Abingdon and Cumberland gap.
It was found very difficult to obtain a good line from Abingdon to the Barth
fork of Holston. The best line that was found, and the one on which de
estimate of the cost of the road has been based, leaves the main line about to
miles west of Abingdon, and goes down Davis' run and Smith's creek to
Holston. It would require grades of 85 feet per mile for a distance of five
to reach the Holston valley. This part of the line would also be greatly
expensive than the remainder. This fifteen miles would cost an averap
$33,000 per mile, whilst the remainder of the road would not exceed an average
of $17,650 per mile.
It is proper to mention that the act of the legislature requires the track)
leave the main line at or west of Abingdon, and the surveys were confined to
limit.
A route could probably be found on which no grades exceeding 70 feet ner
mile would be required. This route would continue up the valley of the Holem
or Poor valley to the Salt works, and reach the main line by the branch which
proposed to be constructed to the Salt works.
The advantage of the route by the Salt works would be, that we avoid ex
ceeding our maximum grade of 70 feet per mile, and obtain very favorité
grades. The argument against it would be the construction of ten additions
miles of new road, and an increase in the total distance from Cumberland P
to Lynehburg of about eight miles.
No accurate estimate of the relative merits of the two lines could be gim
without a survey.
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The whole length of the line surveyed was 135 miles, and the whole cost
2,613,061. The distance could undoubtedly be shortened some five or six miles
by a definite location, and the estimate is believed to be a very full one.
No grade will be required exceeding 70 feet per mile, with the exception
already mentioned. There could be a large amount, not less than $ 200,000
saved, by using grades of 80 feet per mile instead of 70; but there cannot be a
doubt about the ultimate economy of using the lowest of these rates of grade.
The line traced corresponds generally with the one indicated in my report of
the 30th of May, which is herewith submitted.
The estimate includes only 80 much of the tunnel at Cumberland gap as lies in
the state of Virginia, leaving Kentucky to make that portion of it which lies
within the borders of her own state.
It was not possible, in the time occupied by this survey, to examine the country
so thoroughly as to be able to say that the best route was surveyed. All that
could be done was to ascertain one practicable route, and to base an estimate on
it. Upon a final location of the road, the whole country must be well examined,
and it would probably be found necessary to survey many more routes. It would
be a matter of the utmost importance to save distance on a line which will have
strong competition from more than one quarter. An air line from Abingdon to
Cumberland gap would probably be less than 100 miles.
The location of the Kentucky portion of the road may possibly make this
route longer between Louisville and Washington city, by some 30 miles, than
other routes which will be constructed at some future time. This difference will
affect the travel only to the extent of one hour in time and ninety cents in money.
The love of variety would therefore give us a large share of the travel persons
going one way would be apt to return the other way. The singular beauty of
the scenery on this line would make it a popular route. The natural tunnel in
Scott county and the large and beautiful cave in the same neighborhood are
considerations which would alone attract crowds of visitors.
The Louisville and Wheeling packets, during a considerable portion of the
summer, landed at Wheeling between five and six hundred passengers per day.
Supposing 100 of that number, less than one-fifth, should take this route : 100
passengers each way daily, between Louisville and Abingdon, say 330 miles, at
three cents per mile, would pay 722,700 annually. If we put the cost of trans-
porting passengers at one cent per mile, it would leave $ 481,800 of clear profit.
This would be the interest on 8,000,000, a sum fully sufficient to construct and
equip a road from Louisville to Abingdon.
But as we advance on this line east of Louisville, the advantage of our route,
in comparison with others, increases. There are about 100 miles of this line in
Kentucky, next to Cumberland gap, which is now entirely cut off from any
market, and entirely dependent on a road from Cumberland gap to the Atlantic
coast.
The importance of the mineral deposits on this road was not sufficiently
shown in my last report. There is a range of small hills with the richest iron
ore, extending for 60 miles, in Lee county, within a mile or two of the line sur-
veyed for this road. As soon as the line reaches Kentucky, it penetrates a vast
coal field, where the coal is of the most superior quality.
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Doc. No. 17.
This proximity of the ore and the fuel, in a country abounding in water perer
and of inexhaustible fertility, will make this one of the best manufacturing
regions to be found.
Apart from the intrinsic merits of this branch road, us a separate scheme
must add very largely to the revenue of the Virginia and Tennessee vailed
The trade and travel which will be thrown on your road, from this branch, will
not fall very far short of that which will come by your main connection with the
southwest, by way of Knoxville.
In my report of 1851, an estimate was given of the cost of a branch from your
road down the valley of New river, to the line of the Covington and Ohio
road. My views of the importance of that branch have undergone no edugh.
By that report, the distance to the mouth of the Greenbrier, where il vu
expected to intersect that line, was shown to be 771 miles, and the cost of &
road was $1,545,000. At the Union convention, where the friends of the varue
internal improvement interests met in 1852, the right to make this branch VM
conceded to us, and on that was based the compromise which was effected
that convention. The legislature has carried out, as far as state activa R
required, all the plans of the Union convention. An act was passed security
the Virginia and Tennessee railroad company the right to make that branch
terms the most advantageous to the stockbolders in the main line, and the
agrees to take three-fifths of the stock. It would certainly be best to accept
act, though the location of the Covington and Ohio road might be made N
defeat the scheme. The adoption of what is called the Meadow river roun #
the state, would have the effect of rendering this branch worthless, in view
the magnitude of the undertaking.
All of which is respectfully submitted.
CHAS. F. M. GARNETT,
Chief Engineer
The report of Thomas Sharp, general superintendent, was read.
REPORT.
OFFICE GEN. Sup'T Va. AND TENN. R. a
Lynchburg, Oct. 126, 152
JNO. R. McDANIEL, Esq., President.
In making a report of the condition and operations of the road from
January to the present time, the following is submitted:
The condition of the road has been much improved during the spring and email
ditching, draining, removing large quantities of loose earth and raising embankments
frequent slides of earth and loose rock always attending a new road, particularly in
tain sections, will during the next year require considerable labor, at an additional
I would recommend the removal of the present road bed where it is in wet ents, and
tute ballasting, which will make a permanent and measurably dry road, as soon 23
commenced, for the reason that it can be done at a less expense and more expecience
than after the business of the road increases.
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The track throughout is in the best order, and much credit is due the road overseers for
their vigilance, energy and faithful discharge of their respective duties, and the large amount
of work done during the spring and summer. The expenses of the machine shop have
been unusually heavy, which has been unavoidable, by the large amount of repairs needed
to maintain the locomotives and cars to render them available. The limited amount of
power on the road, in comparison to the business required to be done, has made it neces-
sary to make a most daily use of each locomotive, thereby causing a much greater loss from
wear and tear of machinery.
The scarcity of mechanics has made it necessary to get them from a distance, at high rates
of wages, which has been another source of increased expense.
There is now a fair complement of hands engaged, but not a sufficient number to do the
work as advantageously as desirable.
The transportation of freight and produce has not been done with as much promptness
and despatch as desired, caused by an insufficient number of locomotives. The bridges at
present are generally in good order, but will require some additional outlay to make them
as permanent as desirable.
Portions of them may be removed, by substituting embankments in their place, which I
would recommend being done at an early day.
Sidelings have been put in at the following places, viz: Lowry's factory. Thaxton's and
Gish's mill, which much facilitates the business of transportation and a more advantageous
use of the gravel train. The facilities of transportation would be much increased by having
a greater number of sidelings on the line of road at distances of not more than five miles
spart. The water stations are in good order: all have been supplied with new pumps and
several with new tanks, but as yet have not as full a supply of water as desirable, but
another well has been dug at Forest, which will be supplied with a pump and tank in a few
days. Other water stations will be required between Lynchburg and Liberty. The wood
stations are in good order, but I would recommend an increased number, with an enlarge-
ment of some already constructed on the line of road. Six houses for overseers have been
built 16 by 30 feet, one and a half stories high, and eight for negroes, 16 by 30, one story
high. In Lynchburg, I have built a large wood shelter, with oil-house. wheel-house and
tinner shop adjacent; and have in course of construction and nearly completed, a house
for passenger cars of brick, two stories high, 40 by 160 feet, large enough to contain six
passenger cars, and allow room for painting and repairs. Our present stock of cars on the
road is as follows:
6 First class passenger cars,
-
-
-
-
8 wheels.
2 Second class passenger cars,
.
-
-
8
"
-
49 Box cars,
-
-
-
.
-
8
"
34 Flats cars,
-
-
-
-
-
8
"
-
6 Gondola cars,
-
.
-
-
-
8
"
1 Stock car,
-
-
.
.
8
"
-
19 Dump cars,
-
-
.
-
-
4
"
And all in running order. It will require by the end of the fiscal year twenty six locomo-
tives to do the work on the road advantageously to the company, and satisfactorily to the
public; two of which should be 25 tons, to be stationed at the foot of the Alleghany. It
will also require, in addition to our present stock of cars:
6 First class passenger cars,
-
.
-
-
8 wheels.
3 Second class passenger cars,
.
.
-
8
"
60 Box cars,
-
-
-
-
-
8
"
30 Gondola cars,
-
-
-
.
.
8
=
40 Flats cars,
-
-
.
.
8
"
-
74
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Doc. No. 17.
15 Stock cars,
-
.
-
-
-
8 wheels.
15 Dump cars,
-
-
.
-
4
"
.
20 Dirt cars for road repairs,
-
.
.
-
4
"
20 Toll cars,
-
.
-
.
4
&
-
3 Baggage cars,
.
.
-
.
-
8
"
All of which is respectfully submitted.
THO'S SHARP,
Gen. Sup't.
On motion of Mr. Mosby,
Resolved, that the reports of the president, chief engineer and general super-
intendent, with accompanying documents, be referred to a committee of eleven
stockholders, who shall consider and make report thereon as they may deem ex-
pedient.
The chair appointed Messrs. C. L. Mosby, C. Dabney, James R. Kent, David
Graham, Jno. M. Preston, B. Wilkes, W. B. Preston, N. H. Campbell, F.B.
Deane, Jr., Col. Maurice Langhorne, Jr. and H. L. Brooke to constitute said
committee.
A portion of the committee appointed at the last annnal meeting, under the 8th
by-law, made a report, which was received, and is as follows:
We, the undersigned, a portion of the committee appointed at the last annual
meeting of the stockholders of the Virginia and Tennessee railroad company to
examine the books, accounts, state of the funds, &c., as required by the 8th see-
tion of the by-laws of the company, have performed the duty as well as the
limited time allowed us by present meeting of the stockholders would permit, and
beg leave to report that we have examined the list of balances as reported to the
company by the treasurer and clerk, and find them correctly reported; and we
find the balances of debits and credits correctly added, as presented in the sum-
mary showing the receipts and disbursements during the year. The vast number
of vouchers-numbering about seventeen hundred-we had no time to examine.
The books and accounts appear to be very neatly and accurately kept; the vouch-
ers and reports of engineers and estimates are neatly folded, endorsed and labeled.
We have also examined the bonds of the officers and agents of the company as
show IS by the president, and we consider them good.
etfully submitted by us this 26th October 1853.
D. RODES,
JAMES M. .BOYD.
On BIMST
Preston, Esq.
Resolver
minion of this company a branch of this road ought to
condo to
Montgomery county as soon as the condition of the
2
will
construct it.
TD the committee on president's report.
the meeting adjourned till 9 o'clock to-morrow
D. A. WILSON, Ch'n.
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Doc. No. 17.
587
CONTINUATION OF PROCEEDINGS.
THURSDAY MORNING, Oct. 27, 1853.
The meeting convened pursuant to adjournment last evening, and, a quo-
rum being present in person and by proxy, was called to order by the chair-
man.
Mr. Mosby, on behalf and as chairman of the committee appointed on yester-
day, and to whom was referred the report of the president and accompanying
documents, made a report in words and figures following:
REPORT.
The committee to whom was referred the report of the president and accom-
panying documents, and other subjects, have had the same under consideration,
and now beg leave to report as follows:
1. Resolved. that the stockholders approve the proceedings of the board of
directors in respect to the mortgage executed to secure to the state $1,000,000,
and to contractors $ 500,000, as reported by the president.
2. Resolved, that the stockholders approve the purchases of iron made since
the last report, as reported by the president.
3. Resolved, that the stockholders accept the amendment of their charter, evi-
denced by the act of the general assembly, passed the 3d day of March 1853,
entitled an act to authorize the Virginia and Tennessee railroad company to con-
struct a branch to the Cumberland gap, and to authorize the state subscription to
the stock for that purpose, and to authorize an independent company to make
said road on failure of said company to accept the provisions of this act.
4. Resolved, that the stockholders accept the amendment of their charter,
evidenced by the act of assembly passed the 12th March 1853, entitled an act to
provide for the construction of a railroad from the Virginia and Tennessee rail-
road to the Covington and Ohio railroad.
5. Resolved, that the stockholders accept the act of the general assembly of
Virginia entitled an act increasing the capital stock of the Virginia and Ten-
nessee railroad company, passed 7th December 1852.
6. Resolved. that in the opinion of the stockholders, the branches of this road to
the Salt works and Plaster banks in Washington and Smyth counties, and from
a point of the main, at or near Christiansburg, to the coal field on Thom's
creek in Montgomery county. not exceeding ten miles each, ought to be built,
and that the board of directors, if they shall deem their construction expedient,
in the present financial condition of the company, are instructed, by any means
under their control not necessary to the completion of the main stem to the Ten-
nessee line, to proceed to the construction of said branches, and that if the board
of directors shall not have funds sufficient to construct both of the said branches,
then they shall construct first that branch which in their judgment will conduce
most to the general interest of the company.
7. Resolved, while it is not judicious at this time to declare any dividend ac-
cording to the requisitions of the 4th resolution of the last
Digitized
588
Doc. No. 17.
holders, yet it is declared that hereafter, when the company shall be in a condi-
tion to declare dividends, such discrimination shall be made in favor of the
stockholders now existing, as would be made if the dividends were now and
hereafter declared according to the said resolution; and that in order to enable
the said discrimination to be made, the net profits arising from the receipts of
the road during the last year and for future years, until the road shall be com-
pleted to the Tennessee line, be held as a sinking or reserved fund.
8. Resolved, that the president and directors be and they are hereby 40-
thorized, by anticipating the resources of the company, to raise by loan or other-
wise, such amount as may be necessary to complete the road to the state las-
and in such mode as they may deem most expedient.
9. Resolved, that the board of directors cause books to be opened for wab-
scription to stock of the company, to an amount equal to the unsubscribed ta-
lance of the original stock of the company, and five hundred thousand dollars of
the additional stock authorized by the act of the last general assembly. pased
7th December 1852; which were separately voted upon and adopted except the
6th resolution, which was rejected.
The meeting then adjourned till to-morrow morning 9 o'clock.
D. A. WILSON, Ch'n
F. G. MORRISON,
JOHN D. ALEXANDER,
Secretaries.
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Doc. No. 17.
589
CONTINUATION OF PROCEEDINGS.
FRIDAY MORNING, Oct. 28, 1853.
The meeting convened pursuant to adjournment on yesterday, and a quorum
being present, in person and by proxy, was called to order by the chairman.
Mr. Alexander, one of the secretaries, being absent, on motion of Mr. Speed,
Mr. James F. Johnson was appointed assistant secretary.
Mr. Wm. B. Preston offered the following resolution
Resolved, that in the opinion of the stockholders, the branch of this road to the
Salt works and Plaster banks in Washington and Smyth counties, and also a branch
from a point of the main stem at or near Christiansburg, to the coal fields on Thom's
creek in Montgomery county, and not exceeding ten miles in length each, ought
to be built; and that the board of directors are instructed, by any means under
their control, not necessary either for the completion of the main stem to the Ten-
nessee line, nor to pay the liabilities of the company other than the $1,000,000
to the state and 500,000 to contractors, to proceed to construct said branches.
But if the board of directors, on proper surveys and examinations to be made,
shall find that the coal fields on said creek and the mountain hard by are not suffi-
ciently extensive and of such quality as in their opinion to justify the expendi-
ture, then they shall not construct the branch to said coal fields. And if the board
of directors shall decide to build both of said branches, and not have funds suffi-
cient for that purpose, then they shall construct that branch first which in their
opinion will conduce most to the general interest of the company.
Which was adopted by two-thirds of all the votes of all the stockholders.
Gen. O. G. Clay offered the following resolution as a substitute for the 8th by-
law, which was adopted:
Resolved, that at each annual meeting of the stockholders, or oftener, if neces-
sary, they shall appoint two fit and proper accountants, whose duty it shall be to
examine quarterly the books, accounts, state of the funds, and the vouchers for all
moneys received and disbursed by the company from the time of their appoint-
ment up to the end of the current fiscal year; upon which examination, it shall be
the duty of said committee to report in writing to the next annual or called meeting,
if deemed necessary. And for such services, the persons composing said com-
mittee shall receive a compensation of five dollars per day each.
Messrs. Charles W. Christian and N. C. Manson were appointed to constitute
the committee under the amendment to the 8th by-law just adopted.
Mr. Lynch offered the following resolution, which was adopted
Resolved, that the committee appointed under the preceding resolution be au-
thorized and required to extend their examinations over the transactions for the
last fiscal year preceding this meeting.
Mr. Mosby offered the following resolutions, which were adopted
1. Resolved, that the stockholders tender to the president and directors their
thanks for the zeal, ability and fidelity with which they have discharged the duties
of their offices during the past year.
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590
Doc. No. 17.
2. Resolved, that the principal engineer and corps of engineers and other
officers of the company are entitled to the thanks of the stockholders for the
fidelity with which they have discharged the respective trusts confided to them.
Mr. Samuel Garland offered the following resolution, which was adopted:
Resolved, that a committee of five be appointed to examine into and report
upon the salaries which should be paid to the officers of this company, and report
to the next annual meeting of the stockholders.
The following gentlemen were appointed to constitute said committee: Gen'l
0. G. Clay, Messrs. J. M. Preston, J. M. Speed, Wm. Watts and Col. Maurice
Langhorne, Jr.
The meeting then proceeded to elect a president and two directors for the
ensuing twelve months, when Mr. John R. McDaniel was unanimously re-elected
president, and Messrs. Henry Davis of Lynchburg and George Stuart of Wythe,
directors.
On motion of Mr. Mosby,
Resolved, that the thanks of this meeting be tendered to the chairman for the
dignified manner in which he has presided over its deliberations.
On motion, resolved that the proceedings of this meeting, with the report of
the president and accompanying documents, be published in the newspapers of
the city.
The meeting then adjourned sine die.
D. A WILSON, Ch'n.
F. G. MORRISON,
JAS. F. JOHNSON,
Secretaries.
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591
A.
A Statement of the Receipts and Disbursements of the Virginia and Tennessee
Railroad Company for the year ending 30th September 1853.
To Balance on hand, per last report,
-
-
164917 94
Amount received from others than the state,
128383 50
"
"
of agents for stock and interest,
41842 29
"
"
from state on account of subscription,
332000 00
"
"
from state on account of loan,
615000 00
"
"
for interest on stock and bonds,
8512 34
"
borrowed from individuals,
-
45605 09
"
"
from banks,
-
-
89089 99
"
received from passenger freights,
-
11552 97
"
"
for freights,
-
-
9394 11
"
"
for rent,
-
--
75 00
"
"
on other accounts,
-
127 76
"
"
for land damages,
-
61 00
"
"
on account of superstructure for turn
outs, &c.
-
-
282 38
Amount received on account of real estate, for lum-
ber, &c. sold,
-
-
-
226 42
Amount received of freight agents at Lynchburg, for
passenger and other freights,
.
71990 65
Total receipts,
-
1354143 50
1519061 44
By checks . outstanding last year,
-
27930 54
Disbursements during the year for work, &c. :
By amount paid for graduation, &c.
364207 18
By amount paid for masonry,
-
12953 13
By amount paid for superstructure, bridg-
ing and iron,
-
-
411194 58
By amount paid for depots and water
stations,
-
-
-
41590 63
By amount paid for engineering expenses,
20626 55
By amount paid for office and other ex-
penses,
.
-
.
2874 30
By amount paid to agents for disburse-
ments,
-
-
15151 18
By amount paid for interest on money
borrowed, &c.
-
9294 19
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592
Doc. No. 17.
By amount paid for salaries of officers,
and pay and mileage of directors,
.
5813 10
By amount paid for insurance and taxes,
1654 55
By amount paid for land damages, for
right of way, &c.
-
.
20603 20
By amount paid for repairs of road,
.
24555 10
By amount paid for rolling stock,
-
46435 84
By amount paid on account of bills paya-
ble for co.'s notes,
-
-
243186 63
By amount paid to stockholders for am'ts
overpaid by them,
-
-
232 68
By am't paid for transpor'tion expense,
19326 13
By am't paid for machine shop fixtures,
11530 06
By amount paid for real estate,
.
1698 84
By amount paid to stage lines on account
of fare,
-
-
-
1643 42
By amount paid for personal property,
1 negro and horses,
-
-
890 50
By amount paid individuals for money
borrowed,
-
-
-
84716 78
By amount paid on account of Cumber-
land gap survey,
-
-
1462 50
By amount paid state on account of loan,
1041 66
By amount paid for interest on state loan,
2162 06
Total disbursements,
-
1344844 79
By cash balance on hand in money and co.'s bonds,
146286 11
1519061 44
E.E.
F. G. MORRISON, Treas'r.
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Doc. No. 17.
B.
Return of the state of the Virginia and Tennessee Railroad Company on the
30th day of September 1853.
Capital stock authorized by charter, $ 3,000,000:
Subscribed by others than the state 11296 shares, at $100 per share,
1129600 00
Subscribed by the commonwealth
16738
N
at
"
"
-
1673800 00
Received for rents from the commencement of work to date,
.
393 75
Amount to credit of agents,
-
.
-
2 44
"
"
of interest account,
-
-
-
2137 14
"
"
of individuals, for money borrowed.
-
-
21000 00
"
"
of bond account,
-
.
-
94000 00
"
"
of stockholders, overpaid by them.
.
-
383 00
Amount to credit of bills payable on account borrowed of banks and in-
dividuals, and on other accounts,
-
-
-
125247 89
Amount to credit of contractors,
-
-
-
14450 20
"
"
of passenger and other freights,
-
-
115963 24
"
"
of the state, on loan account,
-
-
613958 34
"
"
of individuals, for purchases,
.
3214 69
$ 3794150 69
Amount of commonwealth's subscription unpaid,
-
86800 00
"
of other subscriptions than the state unpaid,
-
66508 67
Expended in construction of work from commence-
mencement to date :
Graduation,
-
-
1706605 44
Masonry,
-
-
98207 71
Superstructure, including iron,
-
929756 44
Depots and water stations,
-
117320 41
Bridge superstructure,
-
54182 01
2906072 01
Land damage same time,
-
-
60508 09
Expended on other accounts same time :
Real estate for depot purposes,
0
0
48483 34
Expense account,
-
-
-
4771 81
Office expense,
-
.
.
3052 05
Personal property,
-
-
-
4344 40
Salary account,
-
.
-
19166 24
Engineering-expense,
-
-
92128 55
75
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504
Doc. No. 17.
Bills receivable,
.
.
-
34282 39
Tax account,
-
.
.
566 64
Stationery account,
-
.
-
703 22
Repairs of road,
-
-
-
46128 88
Due for iron purchased by acceptances,
-
93792 72
Due from individuals, for property sold and work done,
330 50
Rolling stock,
-
-
-
98605 24
Transportation expense,
.
-
54439 55
Amount in the hands of agents to be accounted for,
6948 95
Expended on Cumberland gap survey,
.
1587 50
Insurance,
-
-
.
1473 13
Materials on hand, per account,
-
.
17170 70
Cash, in money and coupon bonds, per statement A,
146286 11
$ 3794150 69
E. E.
F.G. MORRISON, Treas'r.
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Doc. No. 17.
595
A TABLE
Of Tonnage and Freights on the Virginia and Tennessee Railroad for the fiscal
year ending 30th September 1853.
Tonnage east.
Freight east.
Tonnage west.
Freight west.
Way freight.
1852-October,
-
1120723
1225 58
1430407
2613 03
November, -
1527526
2063 92
990373
2072 15
9 32
December, -
1500107
1912 10
751983
1571 25
34 63
1853-January,
-
1805316
2375 98
1097700
1604 06
February,
-
2279363
2795 89
1670182
2126 06
69 92
March,
-
2025397
2695 12
2135546
4192 75
54 43
April,
-
1452166
1960 11
2120574
4758 81
59 78
May,
-
1812684
2627 07
1211599
3080 16
71 59
June,
-
1547637
2165 89
1338052
2450 73
114 18
July,
-
1417351
2031 91
617993
1339 52
117 69
August,
-
3392866
4420 25
964607
2007 00
111 66
September, -
2615000
3557 06
1657371
4780 48
79 57
22496136
$ 29830 88
15986387
$ 32596 00
722 77
Tonnage east,
11248 tons,
-
-
-
-
29830 88
Tonnage west,
7993 "
.
-
-
-
32596 00
Way freight,
-
-
-
-
722 77
19241 tona
$ 63149 65
T. H. IVEY, Ag't.
Lynchburg, 13th Oct. 1853.
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596
Doc. No. 17.
A STATEMENT
of the Receipts of the Passenger Fare, together with the Amount received w
the Post Office Department, and the amount received for Express Packages
over the Virginia and Tennessee Railroad, for the year ending the 30th 4ay
of September 1853.
MONTHS.
Passenger fare.
Post office departm't.
Express packages.
Totals
October,
-
-
2305 07
-
-
2305 e
November,
-
-
2818 35
222 08
-
3040 0
December,
-
-
3181 89
222 08
-
3403 97.
January,
-
-
-
3223 03
223 08
-
3445 11
February,
-
-
2636 59
222 08
-
2858 a
March,
.
.
-
3550 58
222 08
16 15
3788 5
April,
-
.
-
3236 67
222 08
15 78
3474 12
May,
-
-
-
3742 40
222 08
7 00
3971 0
June,
.
-
-
3851 04
222 08
25 03
4098 15
July,
-
-
4178 68
222 08
56 15
4456 91
August,
-
-
-
6168 81
222 08
64 19
6455 08
September,
-
-
4551 57
222 08
46 06
4819 "
$ 43444 68
2442 88
230 36
46117 20
A. J. BLACK, T. Agt.
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Doc. No. 17.
507
List of the Officers and Hands engaged in the Service of the Virginia and
Tennessee Railroad Company, 30th September 1353.
John R. McDaniel, president, Lynchburg,
-
-
$1500 00 per annum.
Heury Davis, director, Lynchburg, (15 cents mileage when
traveling to and from board,)
-
-
3 00 per day.
Wm. T. Anderson, director, Lynchburg, (15 cents mileage
when traveling to and from board,)
-
-
3 00 per day.
Wm. A. Read, director, Lynchburg, (15 cents mileage when
traveling to and from board,)
-
-
3 00 per day.
George Stuart, director, Wythe, (15 cents mileage when tra-
veling to and from. board,)
-
-
-
3 00 per day.
Thos. S. Preston, director, Smyth, (15 cents mileage when
traveling to and from board,)
-
-
-
3 00 per day.
F. G. Morrison, treasurer, Lynchburg,
-
-
1250 00 per annum.
John R. Hughes, clerk and depot agent, Lynchburg,
-
600 00
"
A. J. Black, secretary and ticket agent, Lynchburg,
-
500 00
"
C. B. Garnett, chief engineer, Lynchburg, (including travel-
ing expenses,)
-
-
-
-
3600 00 per annum.
James H. Buford, resident engineer,
1500 00
"
-
-
M. G. Peyton,
"
"
-
1500 00
"
-
-
Peter Copland,
"
"
-
.
-
1200 00
"
Walter Izard,
"
"
-
1200 00
"
-
-
Theodore Moreno,
"
"
-
-
-
1200 00
"
C. V. Winfree,
"
"
-
-
1200 00
"
-
W.W. Blackford,
"
"
-
"
-
-
1200 00
Thos. Sharp, general superintendent, Lynchburg,
-
3500 00
"
T. H. Ivey, freight agent, Lynchburg,
-
.
1000 00
"
W.F. Plunket, assistant freight agent, Lynchburg,
-
600 00
"
C.W.Price,
"
"
"
"
-
500 00
"
Joel W. Jennings,
"
"
"
"
-
400 00
"
Wm. H., Hughes,
"
"
"
"
.
300 00
"
Thos. Cobbs,
"
"
"
"
300 00
"
-
J. W. Smith,
"
"
"
"
400 00
"
.
Wm. Miller,
"
"
"
"
300 00
"
-
M. L. Harris, agent, Forest depot, (including hands,)
-
700 00
"
Tho. Johnson, agent, Liberty depot,
.
350 00
"
-
.
N. Stevens, agent, Buford's,
-
-
350 00
"
-
D. H. Plain, agent, Bonsack's,
.
-
350 00
"
A., Neal, agent, Big Lick,
-
-
-
350 00
"
B. Pitzer, agent, Salem,
.
-
-
350 00
"
-
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Doc. No. 17.
Wm. S. Minor, agent, Big Spring, (including hauling ex-
penses,)
-
700 00 per annu
James M. Robinson, assistant agent, Big Spring,
-
350 00
"
Saml. B. Clay,
"
"
"
-
-
300 00
"
G. M. S. Kinzer, conductor mail and P. train,
-
-
600 00
"
A. S. Whaling,
"
"
"
.
-
600 00
H
John T. Whaling,
"
"
"
-
.
600 00
"
Thos. Y. Mosby, conductor burthen train,
.
-
480 00
#
Thos. R. Moody,
"
"
"
-
400 00
"
Henry Kuhen, engineer on locomotives,
-
-
780 00
"
Patrick Callon,
"
"
-
-
780 00
"
Wm. B. Garrett,
"
"
-
-
780 00
"
Peter Sulenburger,
"
"
-
-
780 00
#
Jacob Isenhowen,
"
**
.
-
780 00
"
R. Gay,
"
"
-
-
780 00
4d
Win. Albough,
"
"
-
.
600 00
A
Hiram Thompson,
"
-
-
.
600 00
Ad
Peter Gallice, foreman machine shop,
-
-
780 00
-
Thos. Strange, foreman carpenter shop,
.
-
780 00
-
Woodson Toler, watchman at depot at Lynchburg,
.
1 00 per night
J.O. D. Bowen,
"
"
"
-
1 00
44
White laborers on the road, 146.
Colored "
#
" 120.
JNO. R. HUGHES,
Clerk and Depot Agr
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Doc. No. 17.
599
WINCHESTER AND POTOMAC RAILROAD COMPANY.
OFFICE WIN. AND Po. R. Co.
October 28, 1853.
To the Board of Public Works.
GENTLEMEN,
I have the honor to communicate to you the annual report of
this company, together with the report of the stockholders, the report of the
committee of investigation, and a list of the stockholders.
The president and board have, in their report to the stockholders, recited such
matters as it would be unnecessary to repeat over to your honorable board, as
that report is herewith communicated.
It may not be improper however to suggest to your honorable board how far
the prohibitory legislation of the last legislative body, in denying this company
the right to connect with other railroads, is just in denying the great producing
interests of our valley their choice of markets, or consistent with equality of civil
rights to all the citizens of this commonwealth. And it may not be unwise
farther to consider how far such clauses of prohibition introduced into charters,
may hereafter be construed by the judicial tribunals, as conferring vested rights,
and prevent a future legislature from authorizing a connection which may hereaf-
ter be deemed just and expedient.
Respectfully reported, on behalf of the board.
W. L. CLARK, Pres't.
bas
ind
includes
vij
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600
Doc. No. 17.
REPORT.
OCTOBER 22, 1853.
Stockholders Winchester and Potomac R. Co.
The gross revenue of the company for the twelve months ending the
30th September last, was $98,328 44, being $157 63 less than the revenued
1850-51, and $8,552 22 more than the revenue of the last year, 1851-52.
The increase over the revenue of last year in the passenger fare is $4,657 SB,
and the increase in the number of passengers transported is 5,856.
The increase in the revenue from freights is $3,894 63. The improvement in
the income of the company arises from the introduction of no new articles ol
transportation over the road, nor from any change in the policy of the compart.
It is clearly traceable only to the natural progress of things, as is most evident
from the fact, that from each of the principal subjects of transportation. both east
ward and westward, there has been increased revenue, and the proportion upon
each does not materially differ. This gradual and regular increase in production
and consumption is the necessary result of the railroad system. Regularity and
certainty of transportation are essential to trade, and every railroad, property
located and properly conducted, thus insures its own improvement, while it -
tributes to the improvement of all within its influence.
The amount of flour, it will be seen, has increased from 210,760 barrels last
year, to 250,289 barrels this year, and that notwithstanding, a large portion of
our distant supplies has sought other markets. In 1843-ten years since-there
were transported over this road 125,880 barrels of flour. Thus, in ten years, the
amount is doubled; and it is by no means certain that the supply from a distance
was not as great then as it is now-eertainly not materially less; and in ten years
hence it would not be unsafe to assume that the present quantity would be
doubled again. The high grade of the flour manufactured by our millers-the
improved and rapidly improving state of agriculture-the fact that wheat is
brought up our road from within six miles of Harpers Ferry, and from other
points on our road-all argue a largely increased revenue from the transportation
of flour. The enterprise of our merchants, and their great fidelity in business
have established our town as a flour market; so much so, that it has got almost
into a proverb that there are no faint hands or faint hearts in the Winchester
flour market.
Most of the other articles of transportation sympathize with this leading 5ta-
ple. It is unnecessary to extend these views to show that there is nothing in the
future to look at more disheartening than there was in future at any former period
of our history.
The details of revenue and disbursements are found in the treasurer's state-
ments, which are herewith reported to the stockholders.
The general condition of the company is better to the extent of the comple-
tion, during the last year, of our bridges and tressle work at the ferry, and the
road, motive power and car power are in good condition and abundantly suffi-
cient for all the purposes of our trade.
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Doc. No. 17:
The passenger trains have been run on an average speed of two hours and ten
minutes, including stoppages, of which there are seven on the line of the road,
and there have been but two failures of the mail during the year. No person
traveling has received the slightest injury, nor has any one in the service of the
company been materially or seriously hurt. The board declared a dividend of 4
per cent. on the capital stock of the company, which was paid to the stockholders
on the 1st of May last. There has been paid also during the last year to loss
and damage account, arising from the flood, the sum of $ 10,455 30.
The floating debt of the company has been reduced from $ 33,198 92 to
$ 23,994 63; and an additional dividend of six per cent. is declared on the capi-
tal stock, payable on and after the 1st of November next.
All which is respectfully reported.
WM. L. CLARK, Pres't.
At an annual meeting of the stockholders of the Winchester and Potomac
railroad company, Oct. 22d, 1853, the foregoing report was received and unani-
mously adopted by the stockholders.
Teste,
WM. L. BENT, Sec'y.
76
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602
Doc. No. 17.
Wm. L. CLARK, Esq., President.
Enclosed I transmit to you the usual annual report of this company
to the Board of public works, with the annual statement of receipts and expent
tures during the last twelve months ending on 30th September 1853.
All which is respectfully reported.
J. GEO. HEIST,
P. Agent and Treas.
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Doc. No, 17.
608
State of the Winchester and Potomac Railroad Company, Sept. 30, 1853.
To Original cost of construction,
.
.
441308 69
Do.
do. depots, work shops, &c.
-
18248 69
Land damages,
-
-
.
43081 07
Real estate,
.
-
-
6777 50
509415 95
Motive power-cost of engines,
-
47000 -00
Motive power-cost of passenger and burthen
cars and repairs of same; repairs of engines
and wages of engineers and hands on trains,
308603 67
Fuel expense,
-
-
.
84511 82
Oil expense,
-
-
-
20329 49
Drawback acc'ts and agents' commissions,
-
90739 46
Depot expenses, including books, stationery,
postage and printing,
-
-
24743 60
Loss and damage,
-
-
-
25877 96
Mail expense,
-
-
-
1745 79
603551 79
Repairs of road, in which is included recon-
struction of the road, work shops, &c.
-
395756 60
Interest on loans and funded debt,
-
177133 24
State annuity,
-
-
-
30000 00
Officers' salaries,
-
-
-
88717 23
Contingent expense,
-
-
18749 14
Improvements,
-
-
-
5756 01
Bank debts,
-
-
-
42811 52
Snow expense,
-
-
.
114 38
Law expense and taxes,
-
-
1898 18
Dividends paid,
-
-
-
71170 39
Office rent,
-
-
,
60 00
Land damages,
-
-
-
750 00
832916 69
Cash in hand and freights outstanding,
-
-
757 47
By_Capital stock,
-
-
-
-
300000 00
Revenue from all sources,
-
-
-
1351042 09
Commonwealth's loan,*
'
-
-
150000 00
Funded debt and debts due to banks and individuals,
-
-
143994 63
Materials on hand, fuel, &c. &c.
-
-
1605 18
1946641 90 1946641 90
*Thisloan, with $120,000 of the capital stock, has, byan act of the general assembly, been commuted for-
the payment of an annuity of $5,000 to the commonwealth.
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604
Doc. No. 17.
Receipts and Disbursements of the Winchester and Potomac Railroad Company for
the year ending Sept. 30, 1853.
To Repairs of road,
-
15875 86
Motive power,
-
-
-
23089 80
Fuel expense,
-
-
-
7360 03
Agents' commissions and drawbacks,
-
6149 75
Depot expense, including books, stationery, postage and
printing,
2326 10
Contingent expense,
-
194 98
Interest on loan and funded debt,
8985 73
Improvements,
-
317 48
Loss and damage,
10455 30
Officers' salaries,
-
6665 51
Oil expense,
-
.
-
1931 59
Mail expense,
125 00
Law expense and taxes,
449 62
State annuity,
5000 00
Dividends paid,
-
-
-
-
17274 25
Office rent,
1
.
-
-
40 00
Land damages,
-
-
-
-
250 00
Cash in hand and freights outstanding,
.
-
757 47
By Revenue from passengers, tonnage and mail,
98398 #
Sale of old materials, rents, &c. -
-
-
6939 11
Cash in hand and freights outstanding last year,
-
1980 X
$107248 47
107248
6
Officers of the Company, and their Salaries.
W. L. Clark, president,
.
-
-
2500
J. Geo. Heist, principal agent and treasurer,
-
.
1500 #
S. Wright, supt. of machinery,
-
-
6
750 #
Hy. Brown, agent and clerk at Harpers Ferry,
-
-
700 -
Wm. L. Bent, secretary and transfer clerk,
-
-
-
200 #
Lewis Bailey, conductor of 1st passenger train,
-
.
-
500 W
Eben. Taylor, conductor of 2d passenger train,
-
-
400 00
Jno. Mansfield, clerk at Winchester depot,
-
-
600 #
$7150.00
Length of the road, thirty-two miles. Kept in repair by daily service and superiants
dence. Average cost per mile per annum, $1,353.
Dividends declared-One on the 1st Nov. of 6 per cent., and one on the 1st of May of
4 per cent.
J. GEO. HEIST, Treas.
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Doc. No. 17.
605
REPORT OF EXAMINING COMMITTEE.
The committtee appointed by the stockholders at the last annual meeting to examine into
the condition and management of the road, the mode in which the books and accounts
are to be kept, the state of the motive power of the company, and to recommend such
measures as will promote the interests of the company, respectfully report that they passed
over the whole line of the road on Friday, the 21st inst., in a special train provided by the
president for them.
Your committee examined the road with care, and found the whole line in good order
both as to the iron and wooden understructure. Your committee stopped the train at
points to examine the bridges and water stations. The bridges at the Opequon are recently
reconstructed, and made in the most substantial manner. Your committee passed under the
bridges, and gave them a thorough examination. They in the same manner examined the
bridges and tressel work at the ferry, the whole of which is new and well done. The tressel
work, now resting on upwards of forty stone piers, nearly a quarter of a mile in length,
is substantial and safe. The water stations were also in good order. At two of the stations
the water is conducted upwards of a quarter of a mile to each station by lead pipes; in
one case from Taylor's mill stream, and in the other thrown up by a water ram from the
Opequon.
Your committee examined the mode in which the books and accounts are kept by the
agents at Winchester and Harpers Ferry, and it met their entire approbation.
Your committee found the motive power of the company, both as to engines and cars, in
good order, and the shops of the company, as far as they could judge, well regulated and
managed.
Your committee observed the materials collecting under the contract made for erecting a
station-house at Harpers Ferry for the accommodation of passengers. The plan which
was presented for their inspection met the views of the committee; and they recommend
some arrangement at this end of the road for the convenience of travelers arriving and
departing, to be forthwith attended to.
Your committee cannot withhold the expression of admiration of the general manage-
ment of the road and of the industry and fidelity of the employees. As an example of it,
on the day your committee was over the road, the engine and train hands which left Win-
chester at 5 o'clock A. M., arrived at Harpers Ferry at 71 A. M. ; then immediately took a
heavy freight train to Cameron's depot, half way up the road then returned to Harpers
Ferry and connected with the passenger train from Baltimore at noon passed up to Win-
chester with passengers and mails, and again returned to Cameron's and brought up to
Winchester the freight train which had been left there-being equal to four trips over the
whole line of the road. At the same time there were three other trains on the road, pass-
ing and repassing each other, without interruption or confusion.
With this state of things the board have declared dividends this year of 10 per cent. on
the capital stock of the company, making, with the former dividends declared since the 1st
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606
Doc. No. 17.
October 1849, $ 84,000, or nearly one-half of the capital stock of the company held by
private stockholders.
Your committee, therefore, repoat that they have great pleasure in being able to report
so favorably of the road and of the management of it.
Respectfully reported.
LLOYD LOGAN,
JONATHAN SMITH,
M. B. CARTMELL
W. MILLER.
October 22, 1853.
At an annual meeting of the stockholders of the Winchester and Potomac railread no
pany, October 22, 1853, the foregoing report was accepted, and ordered to be printeda
part of its proceedings.
Teste,
W. L' BENT, Sey
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Doc. No. 17.
667
ALEXANDRIA CANAL COMPANY.
OFFICE ALEXANDRIA CANAL COMPANY,
October 20th, 1853.
W. R. DRINKARD, Esq.
SIR,
In compliance with your annual circular of the 1st instant, the presi-
dent and directors of the Alexandria canal company herewith transmit you a
printed copy of their annual report, made to the stockholders at their last ge-
neral meeting on the 2d of May last, together with the usual accompanying docu-
ments, list of officers, agents, &c. also, in paper marked M, a manuscript state-
ment of the affairs of the company on the 1st of April, made to conform to the
formula furnished with your circular; which statement will show that there re-
mained in the hands of the treasurer on the 1st of April 1853, $1284 16, since
which the receipts have been:
For tolls on coal, produce and boats,
-
2930 63
ferry tolls,
-
-
#
249 44
rents,
-
-
'
230 00
harfages,
,
-
-
500 00
3910 07
5194 23
And expenditures :
For repairs and superintendence,
-
1776 14
cost of boat purchased,
-
-
50 00
discounts,
-
-
-
62 33
law expenses,
-
-
-
177 05
interest (on wharf loan,)
-
-
450 00
lock gates,
-
-
-
500 00
salaries of officers,
-
-
375 00
horse,
-
-
-
55 00
purchase of corporation stock,
-
-
950 00
4395 52
Leaving on hand 1st October,
-
-
$ 798 71
Of this balance of $ 798 71 remaining in the hands of the treasurer on 1st of
October, $ 709 93 are pledged to the state of Virginia, toward the payment of
principal and interest of the company's bond for $15,000, dated Nov. 25th, 1852,
guaranteed by the state. Of the tolls and wharfages pledged for the payment of
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608
Doc. No. 17.
the interest, and redemption of the principal of said bond, the company has,
since the execution of the bond, received:
Tolls,
-
-
-
1255 48
Wharfages,
-
-
-
941 95
2197 43
Which have been applied as follows :
Jan'y 1, 1853, To the payment of interest then due,
87 50
July 1, 1853, To the payment of 6 months' interest
then due,
-
-
450 00
Sep. 23, 1853, To the purchase of $1,000 Alexan-
dria corporation stock at 95 cerits,
to be held in trust for the payment
of interest and redemption of prin-
cipal of said guaranteed bond,
950 00
1487 50
Leaving on hand as above stated,
$ 709 93
To be applied to the payment of the interest, $ 450, which will be due on said
bond on the 1st of January next, and the balance, with whatever other pledged
tolls and wharfages that may be collected, to be funded for the purposes intended
and provided for by the parties to the board.
During the last eighteen months the navigation of the Alexandria canal has
scareely been interrupted a day from any defect in the work; and the whole line
is now in good order, with the exception of the aqueduct over the Potomac,
which will soon require considerable repairs. The receipts of coal for the last
six months have been 85,475 tons.
Very respectfully,
Your obedient servant,
JOS. EACHES,
Pres't Alex. C. Co.
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610
Doc. No. 17.
M.
Return of the state of the Alexandria Canal Company as at the time (April
tors were made up to-now stated agreeably to the formula accompany
General construction,
-
.
-
-
.
472296 20)
Potomac aqueduct,
.
-
-
-
-
572318 02
Engineer department,
-
.
-
-
-
9807 a
Pay of officers,
-
.
.
-
-
18331 Я
Incidental expenses,
-
,
,
,
-
5293 9
Balance of interest and discounts,
-
-
-
-
30992 IS
8
Georgetown ferry,
-
-
-
-
-
3425 #
Repairs and superintendence,
-
-
-
-
67232 17
Capital stock held by the company,
-
.
-
-
11770 88
Coal wharves,
.
-
-
-
-
15761
6
Profit and loss,
-
-
-
-
-
413 ES
Due by the treasurer,
-
I
-
-
-
1284 H
,
$1208987 21
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Doc. No. 17.
611
1853) to which the Accounts in the last Annual Report of the President and Direc-
ing the Circular of the Board of Public Works, dated October 1, 1853.
Capital stock,
-
-
-
-
-
680000 00
United states,
-
-
-
-
-
400000 00
Unclaimed balances,
-
-
-
-
-
71 87
Withers and Wilson,
-
-
-
-
-
6 81
Premiums,
-
-
-
-
-
-
3962 57
Loans,
-
-
-
-
-
-
87614 90
Chesapeake and Ohio canal co.
-
-
-
-
19909 26
Rents,
-
-
-
-
-
-
3492 03
Tolls,
-
-
-
-
-
12227 99
Miscellaneous,
-
-
-
-
-
83 43
Requisitions outstanding,
.
-
-
-
1 00
Wharfages,
-
-
-
-
-
-
887 70
Ferry tolls,
-
-
-
-
-
-
703 17
Apparent excess of stock,
-
-
-
-
26 60
1208987 33
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612
Doc. No. 17.
List of the Officers and Agents of the Alexandria Canal Company. with
Salary or Compensation of each-October 18th, 1853.
Joseph Eaches, president,
-
-
-
1
$500 per
Anthony P. Gover, director,
-
-
-
Nothing.
James Green,
"
/
-
-
it
Henry Daingerfield,
:
-
.
1
#
Cassius F. Lee,
"
-
.
-
:
William Gregory,
"
-
-
1
**
One vacancy.
Reuben Johnston, clerk,
-
-
-
-
200 per am
Washington C. Page treasurer,
-
-
-
50 "
Samuel H. Williams, engineer,
-
-
-
No fixed sular
Walter B. Chew, superintendent northern division,
-
-
500 per annu
John T. Hunter, superintendent of the southern division, collector of
tolls and lock keeper,
-
-
-
-
500
"
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Doc. No. 17.
613
COAL RIVER NAVIGATION COMPANY.
PRESIDENT'S REPORT.
To the Board of Public Works.
The undersigned, president of the coal river navigation company,
begs leave to present to the Board of public works of Virginia the following
report and accompanying balance sheet, embracing all the accounts entered in the
books of the above company, from the commencement of the lock and dam at
the lower falls of Coal river, (which work is now fully completed,) up to,the
date of September 22d, 1853; and which shows the amount expended on the
above improvement to be -
-
-
-
30846 20
Cash on hand and debts due to the company,
-
-
422 90
Total debits of ledger,
-
-
-
-
31269 10
The company have received from stockholders, from the state, and
from tolls of boats, in all
-
-
-
30751 00
518 10
The difference, $ 518 10, is the amount of the outstanding lia-
bilities of the company, as shown by the balance sheet, within
four cents. To meet these liabilities the company's assets as
above are
-
-
-
-
-
422 90
$ 95 20
Leaving a balance of $ 95 20 of present liabilities, over and above assets,
to be paid out of the tolls received from boats during the ensuing fall and winter,
unless otherwise provided for.
Two notes for $1,500 each, given by the company, September 22d, 1852, in
settlement of the balance due W. Tompkins for award of damages, have been
taken up and paid in the stock of the company, to the respective holders thereof,
viz to the Virginia cannel coal company, and to the Cannel coal company of
Coal river. These two companies and T. F. Moss are the only parties, with
the exception of the state, who have, according to the books of the company,
contributed to the capital stock, and they are also the only parties to whom certifi-
cates of stock have been issued.
Maps and plans of the present improvement have been left with the vice-
president, T. F. Moss, Esq., and copies will be furnished to the Board of public
works. I would also add that steps are now being taken for the further and full
improvement of Coal river.
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614
Doc. No. 17.
The following Balances of Accounts were taken from the Ledger of the Company-
September 22, 1853.
DR.
Expense account-powder, provender, &c. &c.
3049 52
Timber account-includes all kinds of lumber,
-
5062 94
Iron account-nails, spikes, bolts &c.
-
1432 77
Labor account-includes salaries of clerks and engineers,
-
16333 01
Award account-damages for overflow,
.
3500 00
Surveying account-for recent survey of Coal river,
-
164 00
Stock and utensils-cattle, horses, tools, furniture &c.
1293 96
308W1
John Lewis owes
5.00
C. C. Co. of C. R., at Manningsville, owes
-
-
25 89
J. Shepherd, lock tender, owes
-
-
.
10 20
J. P. Turner, agent, owes,
-
78 55
S. S. Hyatt, clerk, (cash in his hands,) owes
-
.
229 73
H. A. Dubois, president,
-
#
73 53
e
$3199
CR.
Capital stock account, viz:
For certificates issued to Va. Cannel C. Co., 560 shares,
-
14000 00
For certificates issued to C. C. Co. of Coal river, 560 shares,
14000 00
For certificates to T.F. Moss, 1 share,
-
25 00
Board of public works-amount paid on account of state,
-
2000 00
Toll account-received at Lower falls up to September 22d, 1853,
726 00
30751 00
Due bills account-sundry due bills unpaid,
-
138 62
G. Mead's account-due to him,
-
-
69 56
Johnson & Capeheart-due to them,
-
29 89
J. M. Doddridge, treasurer, balance of account,
-
07
T.F. Moss-due to him,
.
-
280 00
518 14
$ 31989 N
All of which is respectfully submitted.
HENRY A. DUBOIS,
President.
I
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Doc. ,No. 17.
615
GUYANDOTTE NAVIGATION COMPANY.
PROCEEDINGS.
At a meeting of the president and directors of the Guyandotte navigation
company, called by the president, held at his office in the town of Guyandotte
on Monday, the 31st day of October 1853.
Present-Henry L. Webb, president; H. J. Samuels, Dr. G. C. Ricketts,
Thomas Thornburg, Dr. A. M. McCorkle, directors.
On motion, the following report to the Board of public works was adopted, and
ordered to be transmitted to them as the annual report of this board
The president and directors of the Guyandotte navigation company beg
leave to lay before the Board of public works their annual report and condition
of the work under their control, and the state of its finances for the year ending
the 30th of September 1853. Owing to a suspension of nearly two years in car-
rying on the work, the business of the company was, on the 21st day of May
1853, in a state of considerable uncertainty and derangement, at which time the
private stockholders came forward and made a subscription of ten thousand dol-
lars; and this board made an entire change in the manner of constructing the
locks and dams to be erected, and in finishing those under course of construction:
in this, instead of doing the work by persons employed by the company, they
let out the work in parcels to private individuals. The work to be done, and the
amount of compensation therefor and the names of contractors will be shewn by
the following table, viz:
Orrin Moore, contractor, for finishing lock and dam No. 1,
complete,
-
-
-
8500 00
Wm. C. Miller and Albert Moore, contractors, for building lock
and dam No 2, and for repairing and completing lock and
dam No. 5, or salt rock,
-
-
-
25000 00
Carter, Derts & Co., contractors, for building lock and dam
No. 4,
-
-
15500 00
Clark and Flowers, contractors, for building dam at lock
No. 6,
-
-
-
4000 00
The company agreeing to furnish to the different contractors, the material that
had heretofore been provided at the different locks and dams, and the castings for
the locks not heretofore provided in addition to the above sums.
Upon the resumption of the work it was found that there was no money in the
treasury; that the company owned about five thousand dollars worth of lumber
and materials, to be used in the construction of the different locks and dams,
which has been handed over to the different contractors as above stated. The
debts due and owing by the company, institution the salaries of officers, were be-
tween four and five thousand dell
-bout offset the amount of
the value of the materials on hand
in original capital stock:
so that on the resumption of the 1
last, a new account
might be said to be assumed.
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616
Doc. No. 17.
The amount of stock subscribed by the private stockholders in May last, as
well as that subscribed by the Board of public works, making in all the sum of
twenty-five thousand dollars, to the increased capital stock, has been all paid.
The stockholders on this day made a further subscription to the increased capi-
tal stock of the company, of twelve thousand five hundred dollars, which, who
paid in, will, with the proportionable part of the state, pay off the contractor
complete the work as far as Laurel shoals, a distance of about forty-five nis.
and leave the company free of debt.
The company will have as much work done for the fifty-three thousand isla
contracted for and the amount of materials, say of about five thousand dals
making the aggregate sum of fifty-eight thousand dollars, as was done by the
penditure of the original capital stock of $75,000.
By the contracts, the contractors should have received monthly payments,
estimates made by the superintendent, deducting 15 per cent., but in practice try
have not received more than fifty per cent. upon the work done.
No. 1 lock and dam is nearly finished, and crafts &c. are passed from times
time.
No. 2 lock and dam is rapidly approaching completion, and will be finished)
the 15th December next for the passage of crafts, &c.
No. 3 lock and dam was finished in 1851.
No. 4 loek and dam is in course of rapid construction, and unless hindered
high water, will be completed by the 1st January next.
No. 5 lock and dam: this lock and dam has been repaired, and is now nearly
fit for use.
No. 6 lock and dam: the lock at this location has been in use without a dam
some two years, and a dam of eight feet has been raised this season, which for
the water some six miles further up the river-making in the aggregate, when
is completed, of some forty-five miles of navigable river. The work done this
season has been of the most substantial kind, and of good material.
As the work has been in an unfinished state, the tolls have been irregular and
light, the navigation having been obstructed: the amount received has been about
two hundred dollars, and has been appropriated by the company to the payment
of its debts. A statement of its finances is herewith exhibited, marked A and B
The prospects are, that from this time the stock of the company will rapidly
increase in value. Already, coal mining has commenced, the coal to be ready for
transportation as soon as the work will be able to pass it to market.
Examinations, lately made by competent persons, have revealed the existenced
large quantities of good iron ore on the line of the improvement, which awaits
facilities for transmission, to secure its manufacture in its different forms in this
section of the state.
All of which is respectfully submitted.
A copy-Teste,
JOHN W. HITE, Str's
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Doc. No. 17,
613
List of Officers.
Henry L. Webb, president, salary, as such, waived by him.
Henry L. Webb, general superintendent of the company's works, at a salary of one
hundred dollars per month while engaged.
G. C. Ricketts. H. J. Samuels, Thomas Thornburg, Albert Laidley and Dr. A. M.
McCorkle, directors, at a salary of $3 per day, and 5 cents per mile traveling to and from
any meeting of this board.
J. W. Hite, clerk and book keeper, at a salary of four dollars per day while employed
and attending upon this board.
Henry H. Miller, treasurer, one-half of one per centum on all moneys received by him
and disbursed.
A copy-Teste,
J. W. HITE, Sec'y.
78
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616
The amount of stock sub-
well as that subscribed by 1
twenty-five thousand dolla
The stockholders on the
tal stock of the company.
paid in, will, with the I'
complete the work as f.,
and leave the company
The company will has
contracted for and the
making the aggregate
Company for the year ending 30th
penditure of the orign.
1853.
By the contracts. 1
estimates made by t'
have not received I
-
-
-
30000 00
No. 1 lock and
-
-
-
10000 00
time.
-
.
-
45000 00
No. 2 loek and
.
-
-
15000 00
the 15th Decemb
-
-
-
204 00
-
-
No. 3 lock an
-
134 15
-
-
288 17
No. 4 loek an
of the work from
high water, will
No. 5 lock a
daries of officers,
-
36235 61
fit for use.
Je.
-
.
17772 97
No. 6 lock
-
-
8388 73
some two ye:
&c.
-
-
4784 69
the water SO
.
-
-
4061 87
-
-
-
is completed
1433 89
-
-
-
1374 90
season has
-
-
-
2283 36
As the "
expenses of collecting drafts and
light, the I
-
-
58 45
two hund
juck No. 3,
-
-
392 68
of its del
contractors on their contracts,
-
11775 00
The P
1853, as per statement B,
-
11487 83
increase
100338 15 100338 15
transpo
Exa
of the president and directors.
large
faciliti
JOHN W. HITE, Clerk.
sectio
All
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Doc. No. 17.
619
B.
Statement of Receipts and Expenditures from the 31st December 1851, being last
Statement rendered up to 30th September 1853.
.
For amount of money on hand last report,
-
.
2647 50
Amount received of capital stock, viz:
Received of individuals,
-
-
-
.
1500 00
commonwealth,
-
-
-
2250 00
Received of increased capital stock :
Of individuals,
-
-
-
.
10000 00
or the Board public works,*
.
-
-
-
15000 00
Amount received for tolls,
-
.
.
175 00
Deduct disbursements:
Amount paid for materials, &c. viz:
For outfitting : amount paid for tools, &c.
-
-
12 74
iron and steel, castings for gates, &c.
-
-
878 53
provisions: Lusher, bal. beef account,
-
-
1 12
labor: amount paid sundry persons,
-
.
77 50
salaries: amount paid different officers,
-
-
750 38
damages : amount paid sheriff: amount of exe'ns in favor of
Porter,
-
-
-
-
225 36
amount paid to sundries, being balances due to individuals on
book account,
-
-
-
-
6564 04
amount paid on late contracts to the different contractors,
11775 00
Balance cash in hands of treasurer,
.
11487 83
$ 31772 50 31772 50
By order of the board.
J. W. HITE, Clerk.
. $6,000 was, perhaps, not paid by the Board of public works until after the 30th September, but the
treasurer was charged with the president's draft on the Board public works for that sum in the month of
September 1853, at which time it was made.
J. W. HITE.
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Pa. No. 17.
STAL SWAMP CANAL COMPANY.
DISMAL SWAMP CANAL COMPANY,
Norfolk, October 26, 1853.
Esq.
Enclosed are the official documents called for by the circular
- the Board of public works, viz :
Repart jj president and directors.
See N the company's affairs.
Receipts seri expenditures.
1. in officers, &c. employed, and their salaries.
3 36 stuckholders.
Produce passed through the canal, and tolls collected.
Very respectfully,
Your obedient servant,
JAMES CORNICK, Pres't.
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Doc. No. 17.
REPORT.
To the Board of Public Works.
The canal and works connected with it having very recently
been inspected by several members of the late Board of public works, any parti-
eular description and report would be regarded as supererogatory, but that the
internal improvements of the state have still more recently been placed in charge
of a new board, necessarily less familiar with the work than their predecessors.
The northern terminus of this canal is at Gilmerton, (about five miles south of
the city of Norfolk,) where it is connected, by a lock of substantial masonry, with
the southern branch of the Elizabeth river, and thence, by a new cut of two and
a half miles in length, connects with Deep creek, where the level is kept at high
water mark (tidewater mark) by means of a strong stone dam which has been
built across that creek. The southern end of this new cut is rather more than a
mile along the waters of Deep creek from the northern terminus of the main
Dismal swamp canal, which extends to Joyce's creek, à branch of the Pasquo-
tank river in North Carolina. It is 231 miles in length, 40 feet wide, and admits
vessels drawing 5d feet water. It has two double stone locks, one at the north-
ern and one at the southern out-fall, and two intermediate single stone locks.
These are 22 feet in width, except the northern lock, and one of the inter-
mediates, which are only 18 feet wide. About 10 miles from the northern
entrance of the main canal on the east side of it, is the Northwest canal, which
is 7 miles long, 30 feet wide and 4 feet deep, and empties into the Northwest
river, which river continues its course until it falls into Currituck sound in the
state of North Carolina. This (Northwest) canal has three locks, two single and
one double, all of woods About one mile south from the junction of the North-
west with the main canal, is the feeder into Lake Drummond, about 34 miles
long, 14 feet wide, 3 feet deep, and has but one lock of wood. The elevation of
water in the lake above that of the main canal, is 71 feet. Lake Drummond, as
is well known, is the main reservoir or feeder for this canal, and is a sheet of
water some 12 or 15 miles in circumference, with a depth of from 8 to 12 feet.
This lake is supplied by the great (Orapeake and Dismal) swamps surrounding
it, and from this reservoir the canal is supplied through the feeder, where it is
held up by the lock until the swamps fail to supply the demand then this is
brought into requisition, and it is only in extraordinary droughts that these sup-
plies ever fail, when alone navigation is subjected to unavoidable interruption,
though for a few weeks only.
These canals are in fine condition. and afford all the conveniences and facilities
required for navigating them. The New cut, an improvement added but a few
years ago at much cost, passes through a sandy soil by a very deep excavation,
and subjects it to the occasional formation of shoals by the washing of its slopes.
Last month the water was withdrawn from this cut, and a force of 150 men
employed in cleaning it out, at a very large expense. The water being restored,
and navigation resumed, our attention was then directed to improving the navi-
gation of the Northwest equal. Irawing off the water and putting our force
on that,) which has air
new culvert added, and all the others
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622
Doc. No. 17.
put in good order, 80 that the whole is now in full operation with a flourishi
trade.
The president and directors have great pleasure in stating, for the informati
of the Board of public works, that there has been a considerable improvement
the trade through the canal during the year, notwithstanding that the amount
tolls received is not as much as of the preceding year by $224 13, owing tol
necessary withdrawal of the waters for nearly two months.
Persons engaged in trade through this canal now appreciate the great full
afforded in navigating it, and have turned their attention to this route, mul
easy, cheap and expeditions mode of transportation, not only to the marked
this state, but to those of other states.
We would add, in conclusion, that the company is clear of all debt, and one
to the augmentation of the agricultural products of the country, the tolse
steadily increasing, and the company may justly be considered in a prospers
condition. With these remarks, the accompanying documents are most respect
fully submitted.
JAMES CORNICK, Preit
JOHN TUNIS,
RICHD. DICKSON,
(Absent)
H. B. REARDON,
Directors.
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71
118
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624
Doc. No. 17.
State of the Dismal Swamp Canal Canga
The company's canals and appurtenances cost to this day,
1151066 71
Less:
Income thus appropriated,
.
.
-
631066 71
59000
Improvements to be prosecuted at a future time :
New cut at the south end,
-
-
-
-
1300
Investment of surplus funds in 11 Virginia state bonds, bearing interest
at 54 per cent., of $1000 each, $11000, cost,
-
-
10081
Due to the company in available funds:
By George McIntosh, his note, payable on demand,
-
3000 00
Bank of Virginia, in account,
.
-
24 89
Exchange Bank of Virginia, in account,
-
.
8364 63
Farmers Bank of Virginia,
"
-
-
11383 53
Cash account,
-
-
-
.
16 01
22780
$554175
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Doc. No. 17.
on the 30th September 1853.
Capital paid in :
By the state of Virginia, 760 shares,
.
-
190000 00
United States,
800
"
-
-
-
200000 00
Individuals,
384
"
-
.
-
96000 00
1944 $ 250 par.
486000 00
Due by the company :
In dividends unclaimed,
-
-
-
-
2972 50
Contingent fund :
Amount on the 30th September 1852,
-
-
23459 06
Add balance of profit and loss of the last year's transactions,
7861 07
31320 13
Profit and loss :
Sept. 30, 1852-Balance this day,
-
$ 37048 52
Nov. 18,
"
Amount of dividends No. 10,
29160 00
Charge to the U. States reversed,
27 45
Balance carried to the contingent
fund,
7861 07
$
37048 52
Sept. 30, 1853-Tolls for 12 months,
-
-
44895 03
Interest on bonds,
.
-
907 50
General expenditures,
-
6965 11
Current expenses,
.
4954 99
Net balance,
-
33882 43
-
33882 43
$
45802 53
45802 53
4
$
554175 06
A. FERET, Treas'r.
Office Dismal Swamp Canal Co., Sept. 30th, 1853.
79
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626
Doc. No. 17.
Operations for the year ending 30th September 1853.
Sept. 30, 1852-Balance on hand,
-
-
-
36730 51
Receipts since:
Sept. 30, 1853-Tolls collected for 12 months,
-
-
44895 03
Dividend No. 10, credited the account of the
United States,
-
-
-
12000 00
Interest,
-
-
-
907 50
9453
Expenditures since:
Paid for keeping the canals in order,
-
6965 II
Paid for salaries, &c., as follows:
president,
12 months,
750 00
treasurer,
"
200 00
manager,
"
600 00
collector of tolls,
"
750 00
ass't "
"
"
250 00
2 lock keepers,
"
at $300,
600 00
1
"
"
-
240 00
4
"
"
at $180,
720 00
1
"
"
-
168 00
1
"
"
-
144 00
1 keeper of culvert,
"
-
30 00
2 ass't lock keepers, " at $120, 240 00
1
"
slave,
"
-
108 00
4800 00
Incidental expenses,
-
154 99
4954 99
Amount of dividends,
.
-
28300 00
Balance due to the United States,
-
31497 58
Balance due the president,
-
26 30
7176
Amount of available funds,
-
-
$2278
A. FERET, Treas
Office Dismal Swamp Canal Co., Sept. 30th, 1853.
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Doc. No. 17.
627
Tolls of the Dismal Swamp Canal and Road, and of the Northwest Canal, re-
ceived at Toll Office of Company during the year ending Sept. 1853.
DISMAL SWAMP CANAL.
INWARD.
5733 bales cotton, at 20c.
-
-
-
0
1146 60
24777 bbls. fish, at 61c.
-
-
-
-
1548 56
32760 " naval stores, at 6₄c.
-
-
-
-
2047 50
479 " spts. turpentine, at 12Jc.
-
-
-
59 88
15. " flour, at 10c.
-
-
-
-
1 50
69 " spirits, at 12fc.
-
.
-
-
8 62
2234 cwt. bacon, at 3c.
-
-
-
.
67 02
841 kegs lard, at 3c.
-
-
0
-
25 23
1560845 bush. corn, at 4c.
-
.
.
-
11706 34
63364 " wheat, at 1}c.
-
-
-
-
-
950 46
20695 " peas, at 1c.
-
.
-
0
206 95
971 " beans, at 1Jc.
-
0
-
.
14 56
2975
" flax seed, at 1]c.
-
0
-
.
44 63
28044 " potatoes, at 1c.
-
,
.
-
210 33
Sundries,
-
.
-
-
228 13
No. 1.-Total inward toll,
-
-
-
18266 31
LUMBER.
100049 cubic feet timber, at 1c.
.
-
-
-
750 37
447387
"
plank and scantling, at 1c.
-
-
-
4473 87
177450 pipe staves, at $1,
-
-
-
#
177 45
5376330 hhd. " at 75c.
-
-
-
-
4032 25
147000 bbl. " at 75c.
-
,
-
,
110 25
2985970 long shingles, at 70c.
.
-
-
-
2090 18
3327230 two ft. " at 37c.
-
-
-
0
1231 07
37234270 building at 15c.
-
-
-
-
5585 14
4590 garden pales, at 70c.
-
-
8
-
3 21
5380 fence rails, at $2,
-
-
8
0
10 76
1090 coopers' bolts, at $5,
-
-
-
,
5' 45
167480
"
staves, at 70c.
-
#
-
.
117 24
3840 cords of wood, at 12Jc.
-
-
-
0
480 00
Sundries,
-
-
-
-
#
84 59¹
No. 2.-Total lumber toll,
.
0
,
$ 19151 83
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628
Doc. No. 17.
OUTWARD.
25 qr. casks wine, at 28c.
.
.
-
-
7 00
1665 bbls. spirits, at 12Jc.
-
.
-
-
583 12
1557
" pork, at 12Jc.
-
-
-
-
194 63
7969
"
flour, at 10c.
-
-
.
-
796 90
399
"
fish, at 6₄c,
-
.
-
-
24 94
491
"
bread, at 6Łc.
.
-
-
-
30 69
99
"
beer and cider, at 8c.
-
-
-
-
7 92
810
"
sugar, at 12fc.
-
-
-
-
101 25
166 hhds. " at 50c.
-
-
-
-
83 00
10551 " molasses, at 32c.
.
-
-
-
337 84
44 " spirits, at 50c.
-
-
-
-
22 00
1376 bags coffee, at 8c.
-
-
-
-
110 08
18330 cubic feet dry goods, at 3c.
-
-
-
-
549 90
1745 boxes hats and shoes, at 12Jc.
-
-
-
218 13
1771
"
soap and candles, at 2c.
-
-
-
35 42
1274 kegs nails, at 4c.
-
-
-
-
50 96
150 " powder, at 4c.
-
-
-
-
6 00
215 crates ware, at 25c.
-
-
-
-
53 75
239 casks cheese, at 8c.
.
-
-
-
19 12
5333 " lime, at 6₫c.
-
-
-
-
333 31
08919 bushels salt, at 1c.
-
-
-
.
689 19
143 17-20 tons iron, at 70c.
.
-
-
-
100 70
582 boxes tobaeco, at 8c.
-
-
-
-
46 56
2195 tons, at 20c.
-
-
-
-
439 00
Sundries,
-
.
:,
-
914 27
No. 3.-Total outward toll,
-
-
$ 5755 68
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Doc. No. 17.
629
NORTHWEST CANAL.
INWARD.
153216 bushels corn, at Jc.
-
-
.
.
383 04
1059
"
wheat, at Jc.
-
-
-
-
5 29
58
"
peas, at Jc.
-
-
-
.
20
10
"
beans, at Jc.
-
-
-
-
05
534
"
flax seed, at Jc.
-
-
-
-
2 67
222
"
potatoes, at ₫c.
-
-
-
.
56
20335 cubic feet timber, at &c.
-
-
-
-
50 84
100
"
plank and scantling, at Jc.
-
-
-
33
231510 hhd. staves, at 25c.
-
-
-
-
57 88
*24900 bbl. " at 25c.
-
-
-
-
6 22
87820 long shingles, at 23Jc.
-
-
-
-
20 49
72140 two ft. " at 12}c.
-
-
-
-
8 90
764030 building " at 5c.
-
-
-
.
38 20
28800 coopers' staves, at 23fc.
-
-
.
-
6 72
2177 cords of wood, at 4 1-6c.
.
-
-
-
90 71
Sundries,
-
.
-
-
-
11 50
Total inward toll,
-
.
-
.
$ 683 60
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630
Doc. No. 17.
OUTWARD.
257 bbls. spirits, at 4 1-6c.
.
-
.
.
65 " pork, at 4 1-6c.
-
-
-
-
568
"
flour, at 3&c.
-
-
-
-
20
" bread, at 2 1-12c.
-
-
-
.
79
**
sugar, at 4 1-6c.
.
-
47 hhds. molasses, at 11c.
-
.
.
-
61 bags coffee, at 23c.
.
-
.
-
440 cubie feet dry goods, at 1c.
-
-
-
90 boxes hats and shoes, at 4 1-6c.
.
.
+
77
"
soap and candles, at jc.
-
*
-
90 kegs nails, at Ifc.
-
,
-
.
6 casks cheese, at 2jc.
-
-
-
-
245
"
lime, at 2 1-12c.
-
-
-
.
2663 bushels salt, at fc.
-
.
,
-
5 tons iron, at 23Jc.
-
-
-
-
54 boxes tobacco, at 23c.
-
-
-
4
Sundries,
-
-
.
+
Total outward toll,
-
-
-
-
Total inward toll,
.
-
1
-
No. 5.-Total Northwest canal tolls,
.
-
Recapitulation-Fiscal Year 1853.
1. Inward toll,
-
-
-
-
-
2. Lumber toll,
-
-
-
-
.
INS
3. Outward toll,
-
-
-
-
-
4. Road toll,
-
-
-
-
-
5. Northwest canal tolls,
-
-
-
,
.
Total amount canals tolls,
-
-
-
- $485
LEROY G. EDWARDS
.
Collector IA
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Doc. No. 17.
631
GOOSE CREEK AND LITTLE RIVER NAVIGATION CO.
REPORT.
To the Board of Public Works.
The report of the secretary and treasurer of this company, berewith
presented, will show the state of its fiscal affairs, including receipts and disburse-
ments for the year ending 30th Séptember 1853. The work, with the exception
of raising and strengthening the dam at Ball's mill, and repairing some of the
locks heretofore received from the contractor, may be considered as fiuished,
though it has not yet been formally received by the board. Steps are now being
taken to procure boats for commencing navigation. In order to make this
improvement available to the proper extent, it will be necessary to make a new
contract for the erection of an additional lock and dam, whereby navigation will
be opened up to Mrs. Carter's mill, the only suitable point for a depot. The
work has been prosecuted under difficulties not anticipated at its commencement,
and at a cost far beyond the original estimates. The board indulge the hope
that their efforts will be finally crowned with success. They have thus far
labored without "fee or reward," and seek no other recompense than in
witnessing the improvement in successful operation.
Submitted on behalf of the board of directors.
H. B. POWELL,
President.
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632
Doc. No. 17.
Return of the Goose Creek and Little River Navigation Company for the
ending September 30th, 1853.
Capital stock, $ 100,000:
Subscribed by individuals* 815 shares, at $ 50,
-
4024
Subscribed by commonwealth 1,200 shares, at $ 50,
,
Amount of individual subscription unpaid,
,
-
1913 09
Amount of commonwealth's subscription unpaid,
-
1744 64
Expended in construction of work from its commencement in
1849 to date, for salaries, construction, repairs, &c. &c.
94295 80
Cash on hand at date,
2796 47
$100750 00 100730
Statement of Receipts and Expenditures for the year.
Balance of eash on hand, per last report,
ISI
Add receipts during the year, for capital stock, viz:
From individuals,
,
1330
From commonwealth,
-
-
1985
Total receipts,
-
.
.
$21331
Deduct disbursements for the year, viz :
For construction,
-
-
-
8
12299 35
For repairs,
-
-
-
-
2464 94
For damages,
-
-
-
-
800 00
For salary of engineers,
-
-
-
-
1550 00
For salary of clerk and treasurer, two years,
-
-
600 00
For miscellaneous disbursements,
-
6
-
59 05
Total disbursements,
-
I
-
-
18743 34
Cash on hand at date,
-
-
-
-
2796 47
$ 21539
By order of the board of president and directors.
B. P. NOLAND.
Clk. and True
The individual subscription exceeds its proportion of the capital stock by 8 750.
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Doc. No. 17.
633
HAZEL RIVER NAVIGATION COMPANY.
OFFICE OF H. R. N. Co.
Castleton, Oct. 26, 1853.
WM. R. DRINKARD, Esq.
DEAR SIR,
Enclosed please find report of the president and directors of this
company to the stockholders thereof, and accompanying papers, made on the 19th
instant. We have delayed sending earlier, in the hope of sending a map of the
improvement, which our engineer has not yet completed : it will be forwarded
shortly.
Respectfully,
BENJ. PULLIAM.
80
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34
Doc. No. 17.
CASTLETON, 19th Oct. 1853.
Stockholders of the Hazel River Nav. Co.
GENTLEMEN,
The president and directors of this company present their third and
report to the stockholders.
The financial condition of this company on the 30th day of September 1853, is callits
in the report of the clerk and treasurer, herewith submitted. By the same papris
shown that the whole number of shares of stock held by individuals and corponses
that date was 391, at $100 each, amounting to $39,100; by Board of public works
shares, amounting to $58,650.
At the last annual meeting of the company the president was directed to make ude
to get the capital stock of the company increased." Accordingly, during the last session
the legislature he made four trips to Richmond for that purpose, and succeeded in play
your capital stock increased $15,000; of which "there has been taken by infirmal
$ 2,600-making the amount of subscription by Board of public works $3,900, and loss
ing a balance of $8,500 yet to be taken.
The president and directors did, heretofore, expect that they would be able to gette
remaining 34 shares of individual stock taken, which, with the state's subscription well
enable them to put the work in complete order; but from present indications they are for
ful that it cannot be done. They expected some aid from the corporation of Frederick
burg: as yet they have received none: they still hope that she will help us.
In consequence of the difficulty under which the directory have labored for world
means, the work on your improvement has progressed but slowly. They have, however,
three sections under contract, which were progressing satisfactorily until they were 100-
pelled to suspend the work at Rixey's section for want of funds.
The directory calculate that the work at Jones' and Hurt's sections will be completed
by the 1st of December at farthest. They are making efforts to build up the work at Se
tle's section, which will give continuous navigation to the ford at Rixey's, a distance of M2
miles from the junction with the Rappahannock. Should they be enabled to finish the
work at Rixey's, and to make a few slight repairs along the line, the navigation will be (02)
pleted to Castleton by the end of the year.
The president and directors would impress upon the minds of the stockholders the impor
tance of raising the small amount that is necessary to finish the work now that so much is
been done, and would beg leave to suggest that some plan should be matured at this not
ing by which the money necessary to finish the improvement may be raised.
Respectfully submitted.
WILLIAM H. BROWNING, Pres't
THO'S HILL, JR.
BENJ. H. DUNCAN,
JAMES H. BROWNING.
Directors.
A copy-Teste,
B. PULLIAM, Clk.
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Doc. No. 17.
635
ENGINEER'S REPORT.
President, Directors and Stockholders
of the H. R. Navigation Co.
GENTLEMEN,
I most respectfully beg leave to submit to your company my report on
the progress and state of the works now under my charge, as follows:
The Thompsonville section is in the same state it was last year, and tolerably navigable,
but will require some three or four hundred dollars to be expended to repair it effectually.
Spring Valley section is now in a better condition than it ever has been, with the excep-
tion of some slight repairs, which I understand the estate of the late George Ficklin are
about to make at their own expense, in conformity with instructions from the president
and myself.
Lewellen section requires very little to be done to it, except some dredging below the
lock, and will be navigable if the river continues at the height of winter water.
Rixey section is under contract, and the timbers are all on the site of the work; and it can
be reconstructed substantially and permanently by Christmas, provided the state of your
finances will permit the contractor to proceed.
At Hurt's, the Messrs. Coons are getting along but slowly, owing to the difficulty of pro-
curing hands.
These gentlemen, having always shown a disposition to do what was required of them,
will, I have little doubt, complete that section satisfactorily by the middle of November.
The work at Jones' section is nearly completed, in a manner that cannot leave the slight-
est apprehension of another breach. The contractors on this section have done a rough,
but I believe a permanent piece of work, which I am willing to receive when completed.
At Welford's section some dredging is necessary, which ought to be attended to imme-
diately-that section, being the only one which has yielded any revenue to the company
since the breaking away of the canal on the 18th and 19th April 1852. From this section
to the junction the navigation is good.
On the entire line it is evident that an engineer or competent superintendent should have
been employed, as on opening up the works I find that considerable extra expense will be
incurred over my original estimates. I here repeat, what I said before in one of my reports,
that the freshets of 18th and 19th April 1852 have been of great advantage to the canal, as
they have removed a vast quantity of earth necessary to be excavated, and made a full
expose of the whole-enabling any engineer of moderate experience to reconstruct the
works in such a manner as cannot leave a shadow of a doubt of their permanency, decay
excepted.
The whole most respectfully submitted,
By your most obedient,
L. H. DUNLOP,
Eng. H. R. N. Co.
Engineer's Office, Oct. 18, 1853.
The map of the river will be given to the clerk in a short time. It would have been
furnished earlier, but my whole time has been devoted to the river, and little leisure allowed
for anything else.
L. H. D.
A copy-Teste,
BENJ. PULLIAM, Clerk.
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636
Doc. No. 17.
Return of the state of the Hazel River Navigation Company for the year endin
September 30th, 1853.
Capital stock, $106,000 00:
Subscribed by individuals 391 shares,
.
-
-
Subscribed by Board of public works 5861 shares,
*
-
580W *
Amount due to individuals,
-
-
-
-
1750
of tolls received from commencement of work to date, as far as
settled,
-
-
-
507
of individual subscription unpaid,
-
-
2442 00
of state subscription unpaid,
.
-
4960 50
Due to company on open account,
-
-
335 85
Expended in construction of work as follows:
Tools,
-
-
-
1222 43
Ficklin section,
-
-
-
18364 35
Office expenses,
-
.
-
86 44
Lewellen section,
.
-
-
10163 98
Bedding account,
.
,
-
389 55
Spring valley section,
-
-
6283 88
Rixey section,
-
.
8795 24
Contingent expenses,
.
.
524 89
Jones' section,
.
.
10153 01
Settle section,
-
.
7065 58
Castings for gates, &c.
-
.
546 73
Dredging river,
.
-
3760 00
Agents' or officers' pay,
-
-
4467 32
Engineers' expenses,
-
-
612 77
Hurt's section,
-
.
9500 00
Welford's
-
-
8398 93
90335 10
Interest account,
-
-
-
-
841 49
Amount of repairs,
-
-
-
-
563 73
Land damages, detaining mills,
-
-
-
620 00
$ 100098 67 100098 6
By order of the president and directors.
B. PULLIAM, Clerk.
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Doc. No. 17.
637
Statement of Receipts and Expenditures during the year.
Balance of money on hand at last annual meeting, none.
Add receipts during the year :
Capital stock-amount received from individuals,
865 00
Tolls received,
.
4
87 73
Total receipts,
.
.
$ 952 73
Deduct disbursements:
Officers' salaries-amount paid president, part of salary,
300 00
amount paid clerk,
do.
,
87 73
For improvements and repairs-debts paid to sundry persons,
-
565 00
Total disbursements,
$ 952 73
Balance money on hand, none.
By order of the board of directors.
BENJ. F. PULLIAM, Clerk.
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638
Doc. No. 17.
List of Officers.
William H. Browning, president, salary four hundred dollars per annum;
H. Duncan, Thos. Hill, Jr., Langdon C. Major, James H. Browning and Jam
Freeman, directors, compensation $1 50 per diem whilst employed; Benj. F.Pr
clerk and treasurer, salary not fixed ; L. H. Dunlop, engineer, salary $2 50 per die
Length of improvement 181 miles.
Teste,
BENJ. F. PULLIAM,
Clerk H.R.N.
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Doc. No. 17.
639
RIVANNA NAVIGATION COMPANY.
Return of the state of the Rivanna Navigation Company for the year ending 30th
September 1853.
Capital stock, $ 284,914 80:
Subscribed by individuals, 1515] shares, at $ 50;
-
-
-
75783 00
"
commonwealth, 2020 shares, at $ 50, ($ 31 80 over,)
-
209131 80
Tolls and other profits from commencement,
-
-
-
82187 79
Borrowed of Farmers bank C'ville,
9892 55
"
Col. Thos. J. Randolph,
9630 87
19523 42
Dividends remaining unpaid,
-
-
-
-
1135 50
Amount commonwealth's subscription unpaid,
-
.
46000 00
individual
"
"
-
-
4487 48
Expended in construction of improvement from commencement
in 1830 to date,
-
-
-
-
282243 80
Damages from 30th September 1851 to date,
-
-
7948 75
Paid officers, directors, &c.
-
-
-
3674 30
Paid interest,
-
-
-
-
-
312 34
Dividends declared from commencement,
-
-
25952 84
Property now held by the company,
-
-
-
4547 66
Balance cash on hand, per accompanying statement,
-
J2594 34
$ 387761 51 387761 51
There have been toll returns up to 30th August, above what has been reported, to the
amount of $1,245 13, but the money has not yet been paid to the company.
If a map of the improvement has not yet been forwarded by the engineer, it will be
soon.
-No change in list of stockholders.
P. E. BACON, Sec'y.
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640
Doc. No. 17.
Statement of Receipts and Expenditures within the year ending 30th September 1853.
Balance cash on hand, per last report,*
.
-
-
-
591 44
Receipts during the year, viz:
For capital stock, paid by individuals,
-
-
-
.
7705 80
Board public works,
-
-
-
- 73797 25
tolls,
-
-
-
-
-
-
1716 99
.
interest,
-
-
-
-
-
-
30 95
balance on mules sold,
:-
-
-
-
-
100 00
Borrowed of Farmers bank,
9892 55
Col. Thos. J. Randolph, 9630 87
19523 12
Disbursements:
Paid towards improvement on estimates, &c.
-
- 67361 45
Thos. J. Randolph, president, for 1851, 1852 and to 1st April
1853,
-
-
-
-
-
728 50
Wm W. Minor, director, to 1st October 1852,
-
-
3 00
B. H. Magruder,
"
"
"
-
-
36 00
L. M. George,
"
"
"
-
-
36 00
Thos. Garland, in full to this date,
-
-
-
214 80
John Couty, eng'r,
"
"
"
-
-
- 2100 00
secretary, in full to 12th August,
-
-
-
150 00
toll receivers, &c.
-
-
-
-
296 00
dividends,
-
-
-
.
-
110 00
interest,
-
-
-
-
-
312 34
borrowed money,
-
-
-
- 19523 42
Balance cash on hand 30th September 1853,
-
- 12594 34
103465 85 103465 85
cash, and is found among the receipts in the present report.
* I report only the cash on hand 30th September 1852, the paper, &c. having since been converted into
P. E. BACON, Sec'y.
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Doc. No. 17.9
640
ROANOKE NAVIGATION COMPANY.
WELDON, N. C., October 27, 1853.
To the Board of Public Works.
GENTLEMEN,
I herewith transmit to you the annual report of the president
and directors to the stockbolders of the Roanoke navigation company, and a state-
ment exhibiting the condition of the company on the 30th September 1853, of
required by law.
I am, very respectfully,
Your ob't servant,
A. JOYNER,
Treas. & Sec'y Ro. Nav. Co.
81
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642
Doc. No. 17.
REPORT.
The directors of the Roanoke navigation company would make to the stock-
holders in general meeting. the following report of their operations for the
ending 30th September 1853:
The affairs of the company seem to present no new phase worthy of min
remark. The river continues in good navigable order the locks and alaim
in good condition, and no very material damage has been sustained from fries
with the slight exception of some injury to the locks at Danville, which an
quickly repaired and at slight cost.
Since your last meeting we have, under our amended charter, put into open
tion a transportation department. It is believed that the cost of transportation
by its instrumentality been diminished to the planter, while the tolls have been
creased. It is proper however to remark that a slight loss in money has Iss
incurred, but it has, your directors believe, been fully made up by work dow
the aluices of the river, and In the increase of revenue from tolls. The by
however is confidently entertained that future operations of the transportation
department, with more experience, will be made a source of revenue is à
company.
Your directors recommend a revision of tolls on the river. The Das. the
Staunton and the Banister will probably be crossed by the Richmond and Der
ville railroad, and the trade down the river intercepted in the course of the m
sent year. Toll should be collected at the points at which these rivers are crossel:
and in order to do 80, the charter of the company requires a general graduation of
the tolls. Your directors have prepared a new schedule of tolls for Gasten and
Weldon, Clarkesville, South Boston, Danville, Banister river, and the mouth d
Little Roanoke in the county of Charlotte. This schedule your directors are pet
pared to present to the company, should it express a wish to act on the subject.
Your directors are prepared to declare a semi-annual dividend of two per colue,
and to recommend it to the stockholders at their present meeting. At the spring
meeting of your board it declared a dividend of two per cent., making four PER
cent. net profits on the capital stock for the last fiscal year.
It is impossible to anticipate the effects which the Danville and Clark's raikeads
may have on the trade of the river; but with proper and faithful efforts OR the
part of your agents, and an energetic prosecution of the transportation branch d
your business, it is not doubted but that a fair dividend may be expected on your
stock for a long time to come.
All which is respectfully submitted.
PANNILL,
President.
October 19, 1853.
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Doc. No. 17.
Return of the Roanoke Navigation Company on 30th September 1853.
Capital stock originally subscribed. $ 412,000, reduced to 395,900 :
Subscribed by individuals 2,820 shares of $100 each,
-
282000 00
Subscribed by state of Virginia 800 shares of $100 each,
-
-
80000 00
Subscribed by state of N. Carolina 500 shares of $100 each,
-
50000 00
419800 ob
Polls, rents, &c. from commencement of work in 1817 to date,
#
084001 16
Balue of slaves,
-
-
-
&
9698 00
Promition on bills of exchange,
&
-
1
-
345 68
Diseasent on bank notes,
-
&
&
-
14 18
Profit on purchase of bank stock,
-
.
&
6
4719 50
Profit on United States stock,
-
-
-
-
536 19
Interest on stock issued by the state of Virginia,
-
-
-
1144 91
Overpaid by stockholders whose stock has been sold,
-
i
51 80
Hire of slaves,
&
1083 of
Profit on the purchase of mill property at Denville,
-
-
3440 or
Canal at Danville,
-
&
&
-
18 #
Interest collected from steekholders,
-
&
6405 es
Dividends remaining unpaid,
-
-
-
-
12078 10
Balance in favor of the company,
-
-
-
-
8830 71
691379 32
Amount of individual subscriptions of stock unpaid,
-
12120 45
Debite due the company other than for stock,
-
-
143 89
John B. Barrett's two bonds, balance due for Danville mills,
-
6677 76
Expended in the construction of the work from commencement,
1817,
-
-
-
.
.
424575 77
Expended in repairs for same time,
.
.
.
36389 83
Dividends declared from commencement,
.
-
194980 45
Property now held by the company:
13 slaves, most of them old, 3 batteaux and tools,
.
4000 00
Vested In beat transportation,
.
-
-
1292 21
Cash remaining on hand,
.
-
-
12198 66
691379 33
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644
Doc. No. 17.
Statement of Receipts and Expenditures within the year.
Balance of money on hand, per last annual report,
Received of Charles D. Slaughter, agent at Danville,
*
Hire of negroes,
B1
Interest on money deposited in Mechanics savings society,
John B. Barrett's bond, due July 20, 1853, given for mills at Danville,
2320
Interest on John B. Barrett's bond for one year,
200 )
Water rents at Weldon,
Ditto
at Eaton's falls,
Tolls collected at Gaston for the year ending 30th September 1853,
34514
Tolls collected at Weldon for the same time,
143
Land rents on two lots in Weldon,
2945
Deduct disbursements during the year:
Invested in boat transportation,
-
1292 21
Balance due on account mill property at Danville,
45 10
Improvements and repairs on the river and canals,
1039 33
Salary of treasurer and secretary for 2 years ending 19th October
1853,
0
-
1400 ф a.
Payments to stockholders for dividends,
-
-
12751 45
Commissions paid Wm. H. Wisson for tolls collected at Gaston,
580 54
Ditte
paid H. C. Fiatt on tolls at Weldon,
-
73 89
Cash deposited by C.D. Slaughter, agent, in Bank of Virginia at
Danville,
83 58
17966
$12198
A dividend of 2 per cent. was declared on the 5th May 1853.
A dividend of 2 per cent. was declared on the 19th October 1853.
By order of the board of directors.
A. JOYNER, Trans's.
October 1, 1853.
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Doc. No. 17.
SLATE RIVER COMPANY.
Return of the Slate River Company for the year ending 30th September 1853.
Capital stock, $ 35,000:
Subscribed by individuals, 140 shares, at $100 each,
.
-
14000 00
the commonwealth, 210 shares, at $100 each,
.
21000 00
Amount of commonwealth's subscription unpaid,
-
11717 25
individual
"
"
-
7277 50
Expended in land damages from commencement (1851) to
date,
-
.
100 00
Property now held by the company :
Roal estate, (Diamond mills,)
-
-
1350 00
Wagon and team and tools,
-
-
-
746 75
Expended in construction of the work from commencement
(1851) to this date,
-
.
12700 50
Cash on hand 30th Sept. 1853, as per statement below,
1108 00
35000 00 35000 00
.
Statement of Receipts and Expenditures during the year.
)
:
Receipts during the year only for capital stock, viz :
Amount received from individuals,
.
-
4917 00
"
"
Board public works,
.
-
7655 25
Total receipts,
-
-
-
12572 25
Deduct total disbursements during the year,
-
-
-
11464 25
Balance on hand,
-
.
$ 1108 00
By order of the board of president and directors,
NOTE-As the improvement is made entirely on company account with slaves hired by the year, together
with day laborers, it is impossible to conform to the usual return and specify the various items of expendi-
ture, more than to say that the bulk of which consists in paying the hirelings and purchasing timber, &c.
WM. B. SHEPARD, Sec'y.
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646
Doc. No. 17.
List of stockholders same as last report-smount of subscription unpaid, $7577 H
Length of improvement 29.36 miles-21 miles finished, and 8.36 miles unfinished.
Average cost per mile, about $1200.
Thomas M. Bondurant, president,
No mint -
Geo. Moseley,
director,
Richard Moseley,
"
William Hocker,
"
George Hocker,
:
John S. Nicholas,
William B. Shepard, secretary and treasurer,
.
-
$200 per use
George Hocker, Richard Moseley, superintendents, each
200
a
-
Edward Flood, master carpenter,
-
-
600
-
-
John Bass,
"
"
-
-
400
a
R. D. Dyer, engineer until 1st July last, at the rates of $700 per annum.
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Dec. Mo.
047
UPPER APPOMATTOX COMPANY.
OFFICE UPPER APPOMATTON Co.
Petersburg, Oct. 26, 1858.
W.R. DRINKARD, Esq.
SIR,
I herewith hand the ennual return of the condition of the Upper Ap-
pomattox company, made up to the 30th September 1858, with the variour
accounts from which it is made up.,
I have sent an exact copy of the return and of the accounts to the superinten-
dents at Farmville, which I presume they will forward you in a few days, properly
signed.
All of which is respectfully submitted.
Respectfully,
RO. F. LESTER,
Clerk and Treas,
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648
Doc. No. 17.
Return of the Upper Appomattor Company 30th September 1853.
Capital stock:
Old-subscribed by individuals,
-
48600 00
state,
-
#
12500 00
6119
New-subscribed By individuals,
72000 00
Deduct delinquent stock sold and
bought by the company,
.
4650 00
67350 00
Subscribed by Board public works,
-
48000 00
Income from rents, tolls, hire of negroes, &e.
from commencement,
-
263EN
Debts from the company other than dividends,
-
-
#
Profit on state stock sold,
-
.
-
R
Dividends in old stock remaining unpaid,
.
12548 50
Dividends in new stock remaining unpaid,
.
579 00 .
1312
Amount commonwealth's subscription unpaid,
.
4000 00
Amount individual subscription unpaid,
-
-
2715 00
Debts due the company other than on account
stock,
-
5471 55
Profit and loss account,
.
3077 10
8548 65
Expended in construction of the work and
repairs from its commencement, viz:
For labor, materials and other charges, including
wages of workmen, officers' salaries, &c., be-
ing balance of expense account herewith ren-
dered,
-
-
-
135980 75
Balance of new improvement account herewith
rendered,
-
-
.
126371 81
Cost of suit,
-
.
-
322 37
262674 93
Interest account,
-
-
-
13018 36
Property held by the company, viz:
Two cotton mills,
-
-
-
16966 66
Land,
-
-
-
2058 31
32043 33
Dividends declared from commencement:
On old stock,
-
-
.
105703 00
On new stock,
-
-
-
25359 00
131062 00
State stock remaining unsold,
-
.
.
3000 00
Balance of negro account,
.
.
6859 70
Cash on hand deposited in Virginia Bank,
.
2983 60
Undiscovered error,
-
.
.
3 00
$ 453890 21
453890 21
RO. F. LESTER, Clk. and Trues.
Petersburg, September 30, 1853.
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Doc. No. 17.
649
Receipts and Expenditures during the year ending 30th September 1853.
Balance of cash on hand, per last statement,
-
-
7283 91
Tolls collected,
-
-
-
-
.
4126 63
Rents "
.
.
-
.
-
736 69
Interest on state stock,
-
-
-
.
360 00
5223 32
$ 12507 23
Deduct disbursements during the year :
For repairs, including provisions, hand hire, overseer, lock keepers'
wages, &c.
-
-
-
-
1514 52
Salary clerk and agent, &c.
-
-
-
1240 85
Incidental expenses-fuel, stationery, printing, advertising, travel-
ing expenses, lawyers' fees, &c.
-
-
-
176 80
Paid dividends,
-
-
-
.
5014 50
Paid taxes,
-
.
-
-
410 74
Paid judgment in favor of J. R. Palmore,
-
-
1116 22
Paid balances due delinquent stockholders,
-
-
50 00
Cash on deposit in Virginia Bank,
.
.
.
2983 60
$ 12507 23
82
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Doc. No. 17.
Dividends paid during the year ending 30th September 1853.
Dividende-old stock :
Raid austries.
-
.
-
-
.
$ 4515 00
New dividends-new stock :
Paid sundries,
-
-
.
-
-
$ 499 50
Unpaid dividends :
Old stock,
-
-
-
-
-
$ 12548 50
New stock,
-
.
-
-
-
$ 579 00
Dividend declared on the 30th of August and payable on the 1st of September 1853.
List of Officers.
8. W. Venable, agent, superintendent, salary $ 500 per annum ; Re. F. Lester, clerk,
weasurer and collector of tolls, $ 750 per annum ; Alexander Wells. lock keeper, salary
$
119 50 per annum, with 10 barrels corn and 500 pounds pork.
Length of the improvement is about 951 miles-mode of construction is by locks and
Junia
A map of the improvement was never made.
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Statement showing the quantity of Produce, &c. which passed through the Upper Appomattor Company's Canal during the year ending
30th September 1853.
Barrels Flour.
Bushels Wheat.
Hhde. Tobacco.
Hhds. Stems.
Kegs Tobacco.
Boxes Tobacco.
Pounds Goods.
Bushels Salt.
Tons Lime.
Bushels Corn.
Tons Iron.
Bbla, Spts and Mo.
Hhds. Mo.
Barrels Fish.
Bushels Bone.
Londs Timber.
M. Shingles.
Loads Wood.
Bushels Beans and Flax Seed.
Flour and other Bbls.
Tobacco Boxes.
Tons Castings.
Pig Iron.
Barrels Apples, &c.
Clean Oats.
Tons Guano.
Bushels Shorts.
Loads Staves.
Tons Old Castings.
Pounds Miscellaneous Goods.
Bricks.
Barrels Tar.
3068
45285
937
150
508
4175
364304
4183
337
789
25
345
26
29
9677
1
13
95
161
1179
941
7
5
104
647
132
250
56
15000
11
50000
29
Producing $ 3862 71 tolls, of which $1790 55 is to the credit of new tolls.
Returns from Matteux to 1st September.
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Returns from High bridge 1st September.
Returns from Farmville 1st July.
652
Doc. No. 17.
CHESAPEAKE AND OHIO CANAL COMPANY.
REPORT.
OFFICE OF CHESAPEAKE AND 0. C. Ca
Washington City, 6th June, 1853.
Stockholders of Chesapeake and Ohio Canal Company.
GENTLEMEN,
The annual report submitted to the stockholders
contained a full account of the affairs of the company to that time, and of BI
measures adopted for repairing the damages caused to the canal by the Fresher
of the previous April.
It was there estimated, that the expenditures for repairs would attrown
$80,000, and that the navigation of the canal would be suspended till the first e
second week in July. The amount required for this purpose, was liberals
advanced by the banks of Washington, Georgetown and Alexandria, by *
authorities of the two last named cities, and by Messrs. Corcoran and Rigs
The cost, however, exceeded the estimate, because it was thought advisables
guard, as far as possible, against future accidents, by making permanent in
provements at certain points, in addition to the necessary repairs. The
improvements increased the whole expenditure to about $100,000, and delayed
the opening of the canal until the last of July. Boats began to pass between
Cumberland and Georgetown early in August, but the navigation was again
suspended for about three weeks, in consequence of breaches in the caual, which
occurred in that month and September.
The flood of April and the subsequent breaches limited the operations of the
canal, in the year 1852, to a period of six months. But this was not the extent
of the evil; for extensive preparations for increasing the means of transportation
were immediately suspended, and boats previously built or repaired were fre-
quently unemployed, because the mining companies had made arrangements IN
send their coal to market on the Baltimore and Ohio railroad. Notwithstanding
these disadvantages, the revenue of last year was only $17,110 92 less than of
1851, when there was no serious interruption to the navigation of the canal
From the commencement of the coal trade in March last, to the 31st of May.
58,355 tons of coal were delivered at tidewater; and it is expected that the
amount for the whole year will not be less than 200,000 tons. From January to
the 31st of May, the following leading articles in addition to coal have passed
down the canal, viz:
115,260 barrels of flour,
110,660 bushels of wheat,
109,740 "
corn.
From the 1st of January to the 31st of May, the cargoes ascending the easal
amounted to 7,061 tons; and the cargoes descending to 95,129 tons.
Amount of tolls collected, 56,221 69.
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Doc. No. 17.
653
The revenue of 1852 consisted of the following items :
Tolls,
-
-
-
-
-
92248 90
Water rents,
-
-
-
-
-
4033 75
Rents of houses and lands,
-
-
-
1400 37
Fines and penalties,
-
-
-
-
44 00
Whole amount,
-
-
-
-
-
97727 02
The expenses for the year 1852 were as follows :
Improvements and ordinary repairs, the wages of bosses and
laborers employed by the year,
-
-
-
60570 00
Salaries of president, directors and other officers,
-
-
6222 00
Engineer department,
-
-
-
-
3685 43
Superintendents, collectors and lock keepers,
-
-
-
18997 41
Contingent expenses,
-
-
-
-
1141 16
Law expenses,
.
-
-
-
-
920 07
Printing, stationery and postage,
-
-
-
155 77
Amount of ordinary expenses accruing in the year 1852,
-
91691 84
For repairing damages by the breaches of April, August and Sep-
tember,
-
-
-
-
-
94526 91
For general repairs paid out of the avails of bonds guaranteed by
Virginia,
-
-
-
-
-
5307 52
Land claims of former years, paid in 1852,.
-
-
2385 99
Interest paid, (including one year's interest on repair bonds, due
in January and July 1852, $12,000.)
-
-
-
19744 26
Amount of expenses in 1852, exclusive of interest on preferred
bonds, &c.
-
-
-
-
-
$ 213656 52
After applying the sums borrowed from the corporations and banks of Wash-
ington, Georgetown and Alexandria, to the purpose designed, and the revenue of
1852 to current expenses, there remained at the close of the year arrearages, for
repairs, officers' salaries, and other current expenses, amounting to $ 49,000. This
sum has since been reduced, by means of the revenue of the present year, to
$17,000, which will probably be paid by the revenue of the next two months.
The revenue from the 1st of June to the end of the present year will probably
amount to $114,000-and the ordinary expenses to $ 70,000, for maintenance of
the canal, interest on loans and other current expenses, which will leave a aurplus
of $ 44,000, applicable to the above balance of $17,000, and to other claims, for
which the revenues of the canal company are first liable.
The claims first payable are the following
1. Loans from banks in 1847 on which interest is paid semi-
annually, -
-
-
-
-
36500
2. Loans from the corporations and banks of Washington,
Georgetown and Alexandria, on which interest has been
regularly paid,
-
-
-
-
78000
3. Interest on $200,000 of the guaranteed bonds of Virginia,
in arrear on the 1st of July 1853, -
-
-
12000
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652
Doc. No. 17.
CHESAPEAKE AND OHIO CANAL COM
REPORT.
OFFICE OF CHESAPEAK
Washington City, (
Stockholders of Chesapeake and Ohio Canal Company.
GENTLEMEN,
The annual report submitted to th,
contained a full account of the affairs of the company
measures adopted for repairing the damages caused 1.
of the previous April.
It was there estimated, that the expenditures for
80,000, and that the navigation of the canal would
second week in July. The amount required for
advanced by the banks of Washington, Georget
authorities of the two last named cities, and by
The cost, however, exceeded the estimate, becau
guard, as far as possible, against future accide
provements at certain points, in addition to
improvements increased the whole expenditure
the opening of the canal until the last of July.
of the
Cumberland and Georgetown early in Augus
formed
suspended for about three weeks, in consequen
the bonds
occurred in that month and September.
W of Mary-
The flood of April and the subsequent bre
hey probably
canal, in the year 1852, to a period of six m.
rred creditors,
of the evil; for extensive preparations for it
of their claims,
were immediately suspended, and boats P
tent of interest on
quently unemployed, because the mining
dent and directors
send their coal to market on the Baltimor
nat purpose, without
these disadvantages, the revenue of last
circumstances might
1851, when there was no serious inter
From the commencement of the coal
58,355 tons of coal were delivered a
carter from the legislature
amount for the whole year will not be
and slackwater navigation
tomac to the canal basin at
the 31st of May, the following leadin;
down the canal, viz:
ompany has a prior right to
any wishes to acquire. As the
115,260 barrels
rks beyond Cumberland, and as
110,660 bushels
e canal, the subject is respectfully
109,740
"
if they think it advisable, adopt
From the 1st of January to the
II company the prior right of way,
amounted to 7,061 tons; and the
g the board to make the requisite
Amount of tolls collected, $ 56
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nnc. No. 17.
655
resolutions, passed by the board
nlv the city of Washing-
with an act of
ed that a suf-
, on the condi-
pe that our pro-
ed.
S of the clerk and
ndition of the canal,
ve thought it unneces-
rity of the company, so
vents which may never
ssing the opinion that the
id profitable trade. Since
der, with the exception of a
on every canal.
on give employment to a con-
panies of Alleghany are rapidly
heir mines, but in providing cars,
oal to the Atlantic cities and to
le reason to doubt that in two or
ill be equal to its present capacity.
0 board.
WILLIAM GRASON,
President.
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656
Doc. No. 17.
A.
ENGINEER'S REPORT.
WASHINGTON, June 1st, RZ
President & Directors Chesapeake & Ohio c. Co.
GENTLEMEN,
I respectfully submit a statement of the condition of the case.
The whole line is now in excellent boating order, and the levels, with
exceptions, have from five feet njne inches to six feet depth of water, and will
capable of bearing the full depth of six feet, so soon as portions of the banks shall in
been raised to the proper height: this work has been steadily going on since the opent
of the navigation in July last. The draft of water at present allowed to bosts is four al
a half feet, and for this draft there is a sufficient depth of water in all parts of the cin
except for a short distance in Washington city, where the depth has been lessend by
formation of bars, which are now being removed.
The damages caused by the freshet of April 1852, have been repaired in the of
thorough manner, and the plans of Mr. Fisk for that purpose have been carried we
far as the means at our disposal would admit.
It is a subject of congratulation, that this freshet occurred when the trade of the ml
was in its infancy and the fact, that a freshet six feet higher than any ever known
attempted to be guarded against, should have done, comparatively, 80 little damage.
cannot fail to give well founded confidence in the security of the canal, when its
considered. that the points where two-thirds of this damage was sustained, have ben
rendered secure against even a higher freshet, by the substitution of a heavy wall w
masonry for the embankment carried away at dam No. 6, and by raising the guard banks
at the other points several feet higher than the level of the freshet, and paving and a
rapping them.
The only work, for security, still unfinished, is at the Great falls of the Potomac: this 5
now in course of construction by Mr. Lambie, the energetic superintendent of the
Georgetown division, and will be completed early in July. It is not probable, when as
work shall have been completed, that the navigation would be obstructed for more them
few days by any freshet not higher than that of last year.
Since the opening of the canal to Cumberland, wastes have been constructed on all the
levels subject to overflow by high water in the river. I have directed them to be extented
where it was practicable, and new ones constructed at other suitable points, so that de
canal may be considered secure from breaches of any importance, caused by at
overflow.
The locks are, generally, in good order. Some of them require new gates, and other
repairs which can be effected by the mechanical force ordinarily employed by the several
superintendents, without any suspension of the navigation. The construction of a feeder
flume has been commenced at guard lock No. 4, which will do away with much difficulty
heretofore existing at that point, owing to the suspension of feed during the lockage of
boats.
The aqueducts are in good condition, and require no repairs.
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Doc. No. 17.
657
The culverts are in good condition with very few exceptions, and these will be repaired
in due time.
The dams at Little falls and Seneca require extensive repairs to put them in permanent
condition to preserve the water at a proper height to supply the large quantity of water
required for the lower end of the canal. These repairs have been going on, during the
last season, and will be continued, from time to time, as they can be made to advantage.
Dam No. 4 will be raised and tightened, so as to furnish a full supply of water at the
required level: this can be effected at small cost, and will do away with the difficulty
experienced at that point, during low stages of water.
A portion of dam No. 5 will be taken in hand, as soon as the height of water in the
river will permit, and its section changed so as to conform more nearly to that of dam
No. 6-a change which will free it from the effects of reaction during freshets, by which
it has heretofore been very much injured.
The other mechanical work on the canal is in good order.
The navigation was closed by ice on the 15th of January, and advantage was taken
of it, to draw off the water for repairs. The canal was opened for navigation on the
21st of February, after a suspension of thirty-seven days.
T. L. PATTERSON,
Eng and Gen. Sup't.
83
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658
Doc. No. 17.
B.
STATEMENT
Exhibiting the amount of Tolls which accrued to the Chesapeake and Ohio Canal
Company in each month during the year ending the 31st of Dec. 1852.
1852.
Ascending.
Descending.
Total
January,
-
-
-
4 23
37 73
41 96
February,
-
-
-
4 23
37 73
41 96
March,
-
-
-
1545 91
11946 87
13492 78
April,
-
-
-
-
909 42
9411 96
10321 38
May,
-
-
-
-
909 42
9411 96
10321 38
June,
-
-
-
-
37 28
520 61
557 89
July,
-
.
.
-
443 81
2816 51
3260 32
August,
-
-
-
1490 12
9937 30
11427 42
September,
-
-
-
1216 19
9129 17
10345 36
October,
-
-
-
2097 48
12341 96
14439 44
November,
-
.
-
1696 41
12909 77
14606 18
December,
-
-
-
1405 29
12350 88
13756 17
$10846 14
81402 76
92248 90
W.S. RINGGOLD, CTk.
Office Ches. & O. C. Co., Washington, Jan. 1, 1853.
Digitized by Google
B-CONTINUED.
ASCENDING.
Statement of Articles Transported upon the Chesapeake and Ohio Canal during the year ending December 31, 1852.
ARTICLES.
Under 10 miles.
Between 10 and
20 miles.
Between 20 and
30 miles.
Between 30 and
40 miles.
Between 40 and
50 miles.
Between 50 and
09 miles.
Between 60 and
70 miles.
Between 70 and
80 miles.
Between 80 and
90 miles.
Between 90 and
100 miles.
Between 100 and
110 miles.
Between 110 110and
120 miles.
Between 120 and
130 miles.
Between 130 and
140 miles.
Between 140 and
150 miles.
Between 150 and
160 miles.
Between 160 and
170 miles.
Between 170 and
180 miles.
185 miles.
AGGREGATE.
Tons
Tons
Tons
Tone
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Tona
Tons
Tons
Tons
Tons
Tons
Ale, beer and cider,
,
-
I
1
2
-
1
-
-
-
-
-
I
-
-
-
-
-
-
4
Liquors and wines,
2
1
5
19
6
8
17
19
1
-
3
-
2
-
-
-
1
-
-
84
Fish, salt and fresh,
1
-
16
16
96
116
42
15
14
7
38
2
15
-
#
-
3
-
74
455
Flour, meal, grains, seeds, &c.
93
1
7
02/01
5
5
14
-
6
-
1
5
-
-
-
-
-
-
-
-
137
Bacon and other meats,
#
1
1
2
1
4
-
2
-
-
I
-
-
1
-
-
-
1
14
Furniture, empty barrels, &c.
4
11
119
35
5
7
58
3
-
15
6
-
-
-
#
#
1
-
6
270
Stone, wrought,
-
-
-
7
-
-
7
-
-
3
-
-
-
-
-
-
-
-
21
38
Hardware, wrought iron, nails, &c.
-
-
1
35
89
6
19
6
2
-
24
-
1
8
-
-
-
.
8
199
Tar, pitch, rosin, &c.
-
-
-
4
1
4
5
6
3
-
2
1
-
-
-
-
-
-
-
26
Dry goods,
1
-
-
15
5
9
26
10
5
1
3
1
3
-
1
-
I
1
#
80
Groceries, &c.
-
-
2
62
11
18
62
49
2
2
107
2
31
-
4
-
2
-
48
402
Potatoes, turnips, &c.
1
I
2
1
3
2
2
10
5
-
17
I
3
-
1
-
-
-
1
48
Wagons, carts, ploughs, &c.
1
1
-
-
1
2
-
-
-
-
-
-
-
-
-
-
-
-
1
5
fron castings and bloom iron,
-
-
-
2
-
-
-
-
-
-
3
-
-
1
-
-
-
-
2
8
Oysters,
-
-
1
2
1
2
10
7
2
3
21
-
1
-
-
-
-
-
3
53
Hay and straw-oate,
9
31
-
-
I
-
-
1
-
-
*
-
-
1
-
-
41
Digitized by
Salt,
1
1
18
143
47
195
649
138
61
69
553
30
99
19
2
-
8
45
773
2851
Lumber, laths, palings, shingles, hoop poles, &c.
-
62
71
306
347
218
175
68
116
9
91
10
7
-
-
,
-
-
4
1484
Iron, pig and scrap,
-
-
-
1
-
-
-
-
-
-
-
50
-
-
-
1
-
-
-
51
Bricks,
30
-
6
4
6
-
-
-
-
-
1
-
-
-
-
-
-
-
-
46
Lime and cement,
-
-
1
8
8
-
-
1
1
-
-
-
-
-
I
-
-
-
-
18
Rails, posts and timber,
-
20
-
1
I
-
-
-
-
-
-
-
-
-
-
-
-
-
-
20
Ore,
2079
,
-
-
-
-
51
405
70
110
.
-
-
-
-
-
-
-
-
2715
Coul,
104
-
8
68
-
-
21
1
-
-
4
-
-
-
-
1
-
-
I
206
Wood, (cords,)
47
28
-
I
-
-
-
-
-
-
.
1
-
-
-
-
-
-
1
75
plaster,
-
6
125
493
194
684
1079
431
382
240
1287
42
375
-
-
-
-
-
151
5489
Manures,
18
64
468
336
157
38
85
3
64
4
86
I
2
1
-
-
-
-
-
1325
gundries,
3
1
1
11
6
14
11
7
2
13
5
-
r
-
-
1
-
-
8
82
Asserente,
2193
228
852
1576
993
1338
2:24
1185
732
477
2255
138
539
28
7
1
15
45
1110
16226
B--CONTINUED.
DESCENDING.
Statement of Articles Transported upon the Chesapeake and Ohio Canal during the year ending December 31, 1852.
ARTICLES.
Under 10 miles.
Between 10 and 20 miles.
Between 20 and 30 miles.
Between 30 and 40 miles.
Between 40 and 50 miles.
Between 50 and 60 miles.
Between 60 and 70 miles.
Between 70 and 80 miles.
Between 80 and 90 miles.
Between 90 and 100 miles.
Between 100 and 110 miles.
Between 110 and 120 miles.
Between 120 and 130 miles.
Between 130 and 140 miles.
Between 140 and 150 miles.
Between 150 and 160 miles.
Between 160 and 170 miles.
Between 170 and 180 miles.
185 miles.
AGGREGATE.
.
Tone
Tons
Tons
Tons
Tons
Tons
Tons
Tone
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Tons
Toms
Tons
Digitized by
Flour,
12
1738
3136
295
377
3540
3233
3797
3026
7199
337
61
4
26755
-
-
Corn meal and chop,
13
43
24
29
5
1
2
26
56
199
-
-
-
-
-
877
142
65
139
871
12
-
2805
Wheat,
69
71
437
2068
847
2001
1278
912
-
-
-
Corn,
6
34
248
728
783
813
299
577
501
144
527
61
13
21
-
4755
-
Rye and other grain and seeds,
3
11
8
10
22
9
2
4
5
10
14
98
-
-
-
-
Apples and other fruits,
-
7
13
12
17
18
10
17
4
1
99
-
-
-
-
-
1
6
3
-
-
-
-
5
1
-
16
-
-
-
Ale. beer, cider, vinegar, &c.
-
-
30
10
2
23
266
1
16 - - - - - - - - - - - 1 1
I
10
450
Whisky,
43
5
6
5
19
40
I
-
-
-
-
-
25
-
4
21
-
-
-
-
-
-
-
-
Tobacco,
-
-
I
13
1
6
6
-
-
-
-
-
-
-
Flax, hemp, sumac, kc.
-
-
-
-
25
-
-
3
10
-
-
-
Bacon and other meuts,
11
1
-
-
-
-
-
-
-
-
SL
Butter and lard,
-
-
1.
4
3
2
5
1
2
1
1
-
I
-
-
20
3
-
2
199
Furniture, empty barrels, &c.
1
2
2
17
40
36
10
19
4
18
23
1
-
1
7
From, wrought, hardware, &c.
-
-
2
-
-
-
3
-
-
1
-
-
-
-
108
108
-
-
-
-
-
-
-
-
-
-
-
-
839
-
-
214
83
955
24
so
110
8
35
10
3
-
27
Potritoes, turnips, &c.
1
2
3
1
3
1
2
4
-
-
.
Brom, bloom and east,
1
-
-
-
7
-
-
-
-
-
-
-
Hay and straw,
-
12
16
5
17
74
8
9
-
-
2
-
-
-
-
-
-
143
Oats,
-
2
12
38
20
11
4
7
9
-
8
-
-
5
-
-
-
-
-
116
Lumber, laths, palings, shingles, staves, hoop poles, dtc.
336
140
770
144
338
76
181
36
212
27
29
23
39
52
82
33
17
-
105
2640
Iron, pig and scrap,
614
-
-
-
-
7
138
-
-
-
409
482
-
-
-
-
-
-
-
1650
Bricks,
277
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
277
Stone, rough, (perches,)
-
19955
-
181
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
20136
Lime and cement,
28
25
66
-
1
11
302
230
48
-
7
-
224
-
-
-
-
-
170
1112
Rails, posts and timber,
66
65
64
-
30
-
1
17
16
-
-
-
-
4
-
-
-
-
5
268
Coal,
-
-
10
-
-
-
5
248
185
1732
2
162
1282
209
57
-
161
9
-
59227
63289
Coke,
-
-
-
-
-
-
-
-
-
-
349
1974
-
-
-
-
-
23
2346
Bark, (cords,)
-
-
-
10
-
4
49
11
21
6
-
-
11
331
76
120
40
-
-
-
679
Wood, (cords,)
-
746
1794
1078
84
107
186
2
-
311
-
-
-
-
-
-
-
-
-
-
4308
Manures,
-
-
9
-
3
-
-
-
29
43
18
53
51
-
-
-
-
-
-
-
-
206
Limestone, (perches,)
.
-
.
-
-
100
-
-
-
10160
-
-
-
-
-
-
-
-
-
-
-
-
10260
Sand, &c.
-
-
207
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
207
Sundries,
-
.
-
4
2
3
18
9
35
174
3
1
1
4
-
3
-
-
-
-
-
14
290
Aggregate,
-
-
22482
2164
4987
6433
2830
3837
16562
5441
7565
3503
9172
4326
1788
232
206
234
44
-
59561
151369
"
ascending,
-
.
2393
228
852
1576
992
1338
2324
1185
732
477
2255
138
539
28
7
1
15
45
1101
16226
"
ascending and descending,
-
-
24875
2392
5839
8009
3822
5175
18886
6626
8297
3982
11427
4464
2327
260
213
235
59
45
60662
167595
Aggregate tonnage ascending and descending,
-
.
.
267595 tome.
Equivalent
"
"
for 1 mile,
-
.
17187195 toms.
"
"
"
for 185 miles,
.
.
92882 toms.
Average distance of all articles transported, ascending and descending,
1021 miles.
Average toll perton per mile on all articles ascending and descending, inclusive of toll on boats,
0.554
Aggregate amount of tolls collected, ascending and descending,
92248 90
W. G. RINGGOLD, Clk.
Office Chesapeake and Ohio Canal Co.,
Washington, January 1853.
Digitized by Google
662
Doc. No. 17.
C.
Total Current Expenses of the Chesapeake and Ohio Canal Company / the
year ending the 31st December 1852.
Construction.
Repairs, ordinary.
Repairs, extraor-
dinary.
Repairs, general,
under Vs. acts.
Pay of superin-
tendents, collec-
tora, and lock
keepera.
Aggrogate,
January,
-
37 36
2356 49
775 26
1147 69
1655 77
SUTY
February,
-
184 00
4886 77
416 28
2392 54
1564 16
910
March,
.
140 00
4731 23
,
1380 86
1585 08
7837
April,
-
186 00
3450 08
2628 98
386 43
1584 93
825
May,
-
862 92
2604 13
32038 39
-
1584 97
37090
June,
-
3139 71
-
33753 21
1
1560 16
3845
July,
-
1878 03
901 36
17901 66
-
1584 94
2235
August,
-
803 18
4931 45
4779 98
-
1584 98
1909
September,
-
-
10409 23
172 00
-
1585 05
1216
October,
*
-
6882 92
2061 15
-
1576 64
1059
November,
.
-
7339 52
-
-
1567 47
8906
December,
-
-
4844 82
-
-
1563 26
608
$ 7232 00
53338 00
94526 91
5307 52
18997 41
179401
Add:
Pay of officers,
-
-
-
-
6222 60
Engineer department,
-
-
-
-
3685 43
Interest account,
-
-
-
-
132133 01
Postages,
-
-
-
-
55 07
Printing and stationery,
-
-
-
-
100 70
Law expenses,
-
-
-
-
920 07
Contingent expenses,
-
-
-
-
1141 16
14425 &
$ 323639
JNO. GUEST, Tr. & 100:-
Office Ches. & O. Canal Co.
Washington, Jan. 19th, 1853.
Digitized by Google
Doc. No. 17.
663
D.
Total Current Expenses of the Chesapeake and Ohio Canal Company from the
1st of January to 31st of May 1853.
MONTHS.
Repairs ordinary.
Pay of superinten-
dents, collectors
and lock keepers.
AGGREGATE
1853-January,
-
-
-
3823 38
1551 62
5375 00
February,
-
-
-
3797 91
1551 67
5319 58
March,
-
-
-
4786 65
1616 52
6403 17
April,
.
-
-
5040 82
1611 63
6652 45
May,
-
-
-
5722 65
1605 OF
7327 66
$ 23171 41
7936 45
31107 86
Add-Pay of officers,
-
-
-
-
-
3065 67
Interest account,
-
.
-
-
-
66070 00
Postage,
-
-
-
-
-
25 83
Printing and stationery,
.
-
-
-
152 68
Contingent expenses,
-
-
.
-
268 22
$100690 16
JNO. GUEST, Tr. & Acc't.
Office Ches. & Ohio C. Co.,
Wushington, June 6, 1853.
Digitized by Google
Doc. No. 17.
E.
Abstract of Receipts into and Payments from the Treasury of the Chesapeake
Dec. 31, 1852,
The receipts are as follows, viz :
Tells,
-
-
.
P
.
.
.
93232 74
Water rents,
-
-
-
.
-
-
4033 75
Rents of houses and lands,
-
.
.
-
1400 37
Fines and penalties,
-
.
-
.
-
44 00
Temperary loans,
.
.
.
.
-
78000 00
176710 86
Balance from 31st December 1851,
16664 82
193375 68
Digitized by Google
Doc. No. 17.
665
and Ohio Canal Company from the 1st of January to 31st December 1852.
Dec. 31, 1852.
The disbursements are as follows :
Construction, repairs, ordinary and extraordinary,
-
-
148391 93
Repairs, general, under Virginia act,
.
.
-
2500 00
Interest account,
-
-
-
.
-
6744 26
Coupons payable on bonds,
-
-
-
-
13000 00
Engineer department,
-
-
-
-
-
3779 59
Postages,
-
-
-
-
-
55 07
Law expenses,
-
-
-
-
-
925 40
Contingent expenses,
-
-
-
6
-
1150 00
Pay of officers,
-
-
-
-
-
4240 00
Acquisition and condemnation of land.
;
-
-
2385 99
Printing and stationery,
-
.
-
.
100 70
-
183272 94
In the treasury, &c. :
Maryland 5 per cent. sterling bonds due, but not issued to the
company,
-
-
-
-
2111 12
In banks, &c.
-
-
-
-
7991 62
10102 74
$ 193375 68
JON. GUEST, Treas'r.
Treasurer's Office Ches. and Ohio Canal Co.
Washington, Jan. 1st, 1853.
S4
Digitized by Google
666
Doc. No. 17.
F.
Abstract of Receipts into and Payments from the Treasury of the
May 31, 1853.
The receipts are as follows, viz 3
Tolls,
-
-
-
.
54149 193
Water rents,
.
-
-
-
-
-
im $
Rents of houses and lands,
-
-
-
-
190
Fines and penalties,
-
.
-
-
-
22 9
56746 #
Balance from 31st December 1852,
-
-
-
-
10102 X
$ 65848 *
Digitized by Google
Doc. No. 17.
667
and Ohio Canal Company from the 1st of January to 31st May 1853.
May 31, 1853.
The disbursements are as follows, viz :
Construction and repairs,
-
-
.
-
45900 36
Interest account,
-
-
-
, -
-
4752 06
Engineer department,
-
-
.
-
-
3784 25
Postages,
-
.
-
-
-
25 83
Pay of officers,
-
-
-
-
.
6022 00
Contingent expenses,
-
-
-
-
-
400 00
Printing and stationery,
-
-
-
-
-
1159 18
62043 68
In the treasury, &c.:
Maryland 5 per cent. sterling boods due, but not issued to the
company,
-
-
-
-
2111 12
In banks, &c.
-
-
-
-
1694 08
3805 20
$ 65848 88
JNO. GUEST, Treas'r.
Treasurer's Office Ches. and Ohio Canal Co.
Washington, June 1st, 1853.
Digitized by Google
668
Doc. No. 17.
G.
DR.
Chesapeake and Ohio Canal Company, General
Capital stock,
.
-
.
-
-
8226586 30
State of Maryland loan,
-
-
2000000 00
Interest on same to 31st December 1852,
-
1615000 00
Interest paid in London on $ 4,375,000 bonds,
663611 94
For guaranteed dividends to 31st Dec. 1852, payable out
of the net profits of the canal,
-
.
2756250 00
Premium charged for converting paper into coin,
9975 00
7044836 94
Post notes bearing interest, outstanding, of various issues,
-
458003 75
Acceptances to creditors,
-
-
-
-
154369 09
Bonds issued in payment of post notes,
-
-
-
6928 00
"
to creditors,
-
.
.
-
238033 78
"
to creditors of Potomac company,
56896 48
"
interest in arrear, added to 31st Dec. 1845,
19150 55
76047 03
"
for completion of the canal,
-
-
-
1700000 00
"
for repairs, guaranteed by Virginia,
-
-
200000 00
"
"
loans,
-
-
-
-
114500 00
Certificates issued for repairs prior to 1845,
.
-
.
44535 30
Selden, Withers & Co., for payment of coupons,
-
-
143000 00
Chesapeake Bank of Baltimore, (overdrawn,)
-
-
4113 38
Balances due to contractors,
-
-
-
-
89656 29
"
to officers for salaries, &c.
-
/
.
918 04
"
on superintendencies prior to 1845,
3993 91
"
for repairs, &c. since,
.
16352 12
20346 03
Revenues accrued, viz:
Tolls,
-
-
-
.
1112669 44
Water rents,
-
-
.
37980 19
Rents of houses and lands,
-
-
15553 24
Fines and penalties,
.
-
304 10
1166506 97
19688380 90
Office Ches. & Ohio Canal Co.
Washington, June 6, 1853.
Digitized by Google
Doc. No. 17.
669
Statement from its Organization to May 31, 1852.
CR.
Construction of the canal,
-
-
-
.
10119759 38
Repairs ordinary,
.
-
-
-
614471 86
" extraordinary,
-
.
-
369377 16
"
general, under Virginia act,
.
-
187758 67
1171607 69
Lands,
-
-
-
.
-
-
428293 91
Pay of officers,
-
-
-
.
-
194648 42
Pay of superintendents, collectors and lock keepers,
-
.
266830 36
Pay of engineer department,
-
-
-
-
443700 06
Contingent expenses,
-
.
-
-
49276 11
Law expenses,
-
-
-
-
-
37974 59
Incidental damages,
-
.
-
-
29219 81
Printing and stationery,
.
.
.
-
22552 84
Postages,
-
.
-
.
-
3360 28
Western section,
-
-
-
-
-
9483 21
Expenses of Maryland loan,
.
-
-
-
10594 00
Interest account and guaranteed dividends,
-
-
-
5835652 73
Profit and loss,
-
-
-
-
-
816745 49
Potomac company,
-
-
-
-
-
33706 20
Swan, Gittings & Gunton,
-
-
-
-
56192 62
Maryland 5 per cent. sterling bonds,
-
-
-
2111 12
Selden, Withers & Co., coupon account,
-
-
-
143240 00
Balances due on land sales,
-
-
-
.
5757 00
"
on rents,
-
-
-
,
1165 08
"
from superintendents, collectors and agents,
-
4815 42
"
in banks,
-
.
-
-
1694 08
19688380 90
JNO. GUEST, Treas'r & Acc't.
Digitized by Google
670
Doc. No. 17.
LUNENBURG PLANKROAD COMPANY.
Board of Public Works of Virginia.
I hereby transmit the report of the president and direction
the Lunenburg plankroad company, the report of the treasurer, and chief w
neer. made to the annual meeting of the stockholders on the second Thursday
October; also a list of stockholders on the 30th September last, with an extrat
from the minutes of the board of directors, authorizing the president to draw $
favor of the treasurer for the state's quota, and a certificate of the president and
treasurer to the amount of money collected of private stockholders, &e.
WM. H. HARDY, CYE
Digitized by Google
Doc. No. 17.
671
REPORT.
The board of directors respectfully offer the following report to the stockholders
of the Lunenburg plankroad company at their annual meeting on the second
Thursday of October 1853.
Desirous by every means in our power to expedite the duties entrusted to us,
on the 8th of April, after the adjournment of your first general meeting at which
the company was organized, we held a meeting, and the president of the company
was instructed forthwith to advertise for the services of an engineer. This was
speedily done. Several applications were made; but when the intention of the
board, to reserve to the company the privilege of retaining or dismissing the engi-
neer during the construction of the work, was made known, no willingness was
manifested by the applicants to accept the post. After having incurred considera-
ble delay, a proposition was received from Mr. E. A. Blanch, to act as the engi-
neer of the company, with an annual salary of $1,500, and out of this sum to pay
his assistant. Believing it fruitless to persist in the effort to secure a competent
engineer upon the conditions prescribed, and knowing it to be generally, if not
universally, the wish of the stockholders that Mr. Blanch be employed-influenced
by these considerations, and to prevent further delay, we accepted the proposition
with the unanimous vote of the directors. His report upon the preliminary sur-
veys has already been communicated to you and acted on. Upon the subject of
the location of the road, reference is respectfully made to his report.
To pay the expenses of the surveys, no disbursement has been made from the
treasury of the company. From the items submitted to us and allowed, and from
information derived from the president of the company, we believe them reason-
able, and do not think that, exclusive of the engineer's salary, the whole expenses
of the preliminary surveys and location will probably exceed the sum of $ 400.
To provide for the surveys and other expenses of the company, a requisition of
5 per cent. was made upon the stock. For information upon this subject, refer-
ence is made to the report of the treasurer.
On the 28th October bids for the construction of the work will be received at
Black's and White's, notice thereof having been duly given by advertisement in
the newspapers.
In concluding this report, the occasion is deemed a suitable one to suggest to
the stockholders, that in view of the inadequacy of our means to complete the
contemplated work, a petition be presented to the general assembly to increase
the capital stock of the company for the extension of the road, and the construe-
tion of such branches as may be regarded sufficiently important in securing the
success of the general work.
Finally, we would respectfully express the hope that we have dischaged the
duties assigned us with becoming fidelity and suggest, as to those in prospect,
that the zeal and interest we feel in the success of our enterprise, is the best gua-
rantee we can offer of future faithfulness.
JNO. ORGAIN, JR., Pres't.
Digitized by
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672
Doc. No. 17.
ENGINEER'S REPORT.
The President and Directors of the
Lunenburg Plankroad Company.
October 10, 152
GENTLEMEN,
Since my report to you upon the subject of locating the road, very is
has occurred in the engineering department requiring a detailed account. In accordant
with the instructions of the stockholders, at their last meeting. I proceeded to make 1 fol
location of the road. The views of the stockholders were observed in the locatist.
wherever the surface of the ground or directness of course did not demand a departm
from Cocke's road. Upon several parts of the line, considerable departures were -
where it was believed that economy would be observed by leaving the public road h
pursuance of this plan, the located line is about one-half mile shorter than that report
under the preliminary survey between the same points. This saving in distance bus
been effected, by incurring an additional amount of grading. Though estimates liste #
been completed of the cost of the located line, yet it is obvious that it falls below is
reported from the preliminary survey. This reduction is owing chiefly to a less -
of grading.
The 28th instant has been advertised for the letting of your road. For the convenient
of those who might wish to examine the profile and plan of the road, Black's and Wair
was selected as the most eligible place. A profile of the road, plans for the bridges, of
specifications of the work will be placed in the bands of the agent at that place for to
inspection of those who may wish to contract. It is confidently believed that you will la
able, at that time, to put your road under contract upon favorable terms. On that occass
it will be necessary for a quorum of your board to be present.
Respectfully submitted.
E. A. BLANCH, Chief Exp.
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Doc. No. 17.
673
Return of the State of the Lunenburg Plankroad Company for the year ending
30th September 1853.
Capital stock, $ 50,000
Subscribed by individuals 800 shares, at $ 25 each,
-
20000 00
"
"
commonwealth 1200 shares, at $ 25 each,
-
30000 00
$ 50000 00
Amount first requisition on private stock, at 5 per cent., is
1000 00
Amount first requisition on state stock, at 5 per cent., is
-
15000 00
Total amount first requisition on state and individual accounts, is
$ 25000 00
Amount collected on individual stock and deposited in Exchange Bank at
Petersburg,
-
-
-
$ 672 50
Cash in hands of treasurer at date,
.
-
6 25
Amount first requisition remaining due on individual stock,
-
321 25
By order of the board of president and directors.
WM. H. HARDY, Clerk.
85
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674
Doc. No. 17.
BOYDTON AND PETERSBURG PLANKROAD COMPANY
PETERSBURG, October 26, 1851.
To the Board of Public Works.
GENTLEMEN,
The president and directors of the Boydton and Petersburg
plankroad company respectfully submit to the Board of public works the follow.
ing annual report, in pursuance of the 2d section of chapter 72 of the Code d
Virginia. See papers Nos. 1, 2 and 3, and alphabetical list of the stockholders
to October 1st, 1853.
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Doc. No. 17.
675
Statement of the Affairs of the Boydton and Petersburg Plankroad from the
Commencement to 1st October 1853.
Capital stock:
Subscribed for by state of Virginia 1920 shares,
-
.
-
96000 00
Subscribed for by individuals 1280 shares,
-
-
-
64000 00
160000 00
Receipts:
.
Received from state of Virginia,
.
-
-
95000 29
individuals,
-
-
.
-
63534 86
158535 15
Balance due,
-
-
1464 85
Balance due by state of Virginia,
-
-
-
999 71
e
individuals, -
-
-
-
465 14
$1464 85
Received from state and individuals,
-
-
-
158535 15
Received for tolls, after deducting expenses,
-
-
-
7400 47
bills payable,
-
-
-
-
-
4923 33 /
from B. and P. plankroad company for 22 shares insolvent stock,
-
880 00
Richard W. Feild,
-
-
-
-
5 00
Rob't Dunn,
-
-
-
-
-
10 00
interest acount,
-
-
-
-
126 19
Total receipts,
-
-
.
-
$171880 14
Disbursements:
Paid to F. & S. Pratt & Co. on account of construction,
-
-
139400 00
engineering account,
.
-
-
-
9802 13
land damage,
-
-
-
-
-
4008 16
repairs on road,"
-
.
-
-
.
4458 13
* This item is subject to the following explanation It embraces the hiring bonds of 1852, payable on
the 1st January 1853, and the hiring bonds of 1853, payable January 1st, 1854; and it embraces, also, some
payments for property belonging to the company.
Modified according to these facts, the item will stand thus :
Whole amount as stated to October 1st, 1853,
.
4458 13
Deduct on account hires 1852, three-fourths, say from January 1 to October 1, 1853,
658 00
Deduct on account hires 1853, one-fourth, say from October 1, 1853, to January 1, 1854,
458 00
Deduct for purchase of horse,
100 00
Deduct for this qum due the company, for the hire of our hands at such times as they
could be spared from the service of the company, about
1000 00
2216 00
$ 2242 13
So that the exact expense of repair account for the year ending the 1st October 1853, is only $ 2242 13,
instead of the amount stated.
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676
Doc. No. 17.
Paid to general management account, including officers' salaries,
directors' mileage, printing, &c. &c.
-
-
.
3831
bridge over Meherrin river,
-
*
-
-
6000
Paid in C. 0. Sanford's hands,
4
-
.
-
723
T.R. Chambers' hands,
*
,
.
-
100
Farmers bank,
-
-
-
-
.
489
Exchange bank,
-
-
*
-
-
151
to B. W. Johnson,
-
-
-
-
-
60
to F. Pratt, jr.
-
-
.
1
-
2865
Cash in treasurer's hands,
-
-
-
-
,
III
Total disbursements,
-
-
-
- $175 0
ROBT. S. FEILD,
Treas. and a
Petersburg. October 6, 1853.
-
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Doc. No. 17.
677
REPORT.
The board have now the satisfaction to report that their road is fully completed from
Petersburg to Boydton, the terminus designated in the original charter-and they have
every reason to believe it meets the highest expectations of its friends.
Without intending to bestow unwonted eulogy upon the work, they venture the asser-
tion, that there is no similar improvement in the state that surpasses or even equals it.
In this connection we have to express the regret that the stock has not yet been taken
for the extension of the line to Clarkesville, but we have little doubt that when the advan-
tages of such an improvement shall be more fully appreciated by the agricultural commu-
nity, it will be promptly subscribed for. We are unable, in this report, in consequence of
the unadjusted condition of the accounts with the contractors, to state accurately the in-
debtedness of the company, or the cost of the road. We think, however, from data fin
our possession, when those accounts shall have been settled upon principles just to the
company, we shall not owe more than fifteen or sixteen thousand dollars. We have no
fears that we shall not be able from the tolls to extinguish the debt within a reasonable
time.
This debt would have been measurably avoided but for heavy expenditures outside of
the contract, directed by the stockholders themselves, which were made, no doubt, by an
enlightened regard to the interests of the company. We refer particularly to the con-
struction of a bur bridge across the Meherrin river at a cost of 7,000, and the extension
of the road within the corporate limits of the city of Petersburg at a cost of near 3,000.
The whole length of the road is a fraction over 73 miles. Hitherto the road has been
kept in repair by hands hired for that purpose by the year. We have found it a costly
mode of doing the work, and are now engaged in an effort to let it out in sections.
Should we succeed in this, the arrangement will take effect from the first of January 1854.
We have now upon the road seven toll-gates, but we do not regard the present arrange-
ment otherwise than as temporary, as we expect, in the course of a short time, to reduce
the number, and this with a view to economy.
All of which is very respectfully submitted.
RICHARD W. FEILD, Pres't.
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678
Doc. No. 17.
Statement of the Receipts and Disbursements of the Boydlon .
Disbursements:
Paid F.& S. Pratt & Co. on account construction,
-
-
56709
Paid for land damages,
-
-
-
-
.
3043
Paid for engineering account,
-
-
-
-
1474
Paid for repairs on road,
-
-
-
-
2683
Paid for bridge over Meherrin river,
-
+
1
,
-
6000
Paid for construction of road in Petersburg,
-
-
-
555
Paid on account hiring bonds,
-
-
-
-
150
Paid on account salaries &c.
-
-
-
-
1146
Paid for 22 shares insolvent stock purchased,
-
-
-
880
Paid for balance in B. W. Johnson's hands,
-
-
-
60
Paid for balance in C. O. Sanford's hands,
-
-
-
723
Paid for balance in Farmers Bank,
-
-
-
-
489
Paid for balance in Exchange Bank,
-
-
-
-
151
Paid for balance in treasurer's hands, -
-
-
-
11
$ 74007
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Doc. No. 17.
679
Petersburg Plankroad Co. for the year ending October 1st, 1853.
Receipts:
By balance in C.O. Sanford's hands, October 1, 1853,
-
-
2317 51
By balance in Farmers Bank, October 1, 1853,
-
-
-
2398 31
By cash from state of Virginia,
-
-
.
.
38295 79
By cash from individual stockholders,
-
-
-
19620 86
By cash from tolls, net amount,
-
-
-
-
6319 75
By cash from interest account,
-
-
-
-
18 84
By cash from bills payable,
-
-
-
.
4923 33
By cash from sale of horse,
-
-
-
-
95 00
By cash from R. W. Feild,
-
-
-
.
5 00
By cash from Robert Dunn,
-
-
-
-
10 00
By this amount, variance,"
-
-
.
-
3 54
$
74007 93
ROBT. S. FEILD,
Treas. and Clerk.
Petersburg, October 1, 1853.
* The above amount of $3 54, excess of the expenditures over the receipts, is owing to inexactness in
separating the last year's transactions from the preceding, both being in one general set of accounts, as the
books balance accurately to the 1st October 1853.
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680
Doc. No. 17.
Statement showing the Liabilities and Assets of the Boydton and Petersburg Pla
road Company, October 1, 1853.
Property of the company :
Twenty-two shares stock, at $50 each,
-
-
-
III
Two horses, worth about
100
"
.
.
-
36
Two carryalls, "
"
80
:
.
.
-
200
Five shanties,
"
"
10
"
-
-
-
Mill
Tools and implements for hands on road, about
-
.
-
10
$100
Liabilities:
Debt due at Exchange Bank,
.
-
-
Balance due for Meherrin bridge,
-
-
-
-
Land damages, about
#
-
-
70
Balance due for negro hire, January 1, 1854,
.
-
-
105
salaries to officers, about
-
-
-
"
claimed by Pratt and Co., about $11000, but we think subject to
considerable offsets, but say
.
-
-
11000 I
$ 20010 I
Against which:
Oct. 6, About this sum in bank,
-
.
-
1000 00
Tolls for September,
.
-
-
1300 00
Balance due by state,
-
&
-
1000 00
individuals,
-
.
-
465 00
Accounts due us for hand hire,
-
-
900 00
45
Estimated indebtedness,
.
-
-
-
81556
ROBERT S. FEILD, Treas. & Only
1
-
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Doc. No. 17.
681
List of Officers.
Richard W. Feild, president, salary $ 500; W. W. Tully and Wm. H. Jones, directors
for stockholders, 124 cents per mile for traveling; Wm. Burkesville, D. M. Bernard and
F. F. Jones, state directors, 124 cents per mile for traveling; Robert S. Feild, treasurer and
clerk, salary from January 1, 1854, $ 400. Gate keepers-Wm. H. Wilson, gate No. 1;
Wm. Burgess, gate No. 2; H. H. Hobbs, gate No. 3; Archd. Thweatt, gate No. 4;
B. W. Johnson, gate No. 5; Edwin Binford, gate No. 6; T. L. Jones, gate No. 7-at an
average salary of about $ 160 per annum; ; T.R. Chambers and B. W. Johnson, overseers,
at $ 300 each per annum, besides traveling expenses.
Petersburg, October 6, 1853.
86
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682
Doc. No. 17.
BRUNSWICK AND ROANOKE PLANKROAD COMPAN
To Board of Public Works.
That part of the road from Lawrenceville to the Boydton
Petersburg plankroad has been surveyed by F.S. Claxton, Esq., engineer,
the directors have authorized said engineer to furnish the Board of public WI
with a map of the same. No contract has been made for the construction of
road, nor has any money been expended except $7 87, account paid for ad
tising.
J. Ravenscroft Jones is the president of the company, salary $400 per and
E. R. Turnbull is the clerk and treasurer, salary $200 per annum; F.S.C
ton, Esq., is the engineer. The company has agreed to pay said engineer
per mile for survey and location, and a reasonable compensation (to be agn
on by him and the board of directors) for what services he might thereafter n
der, the company not deeming it necessary to engage his constant attendance.
By order of the board of directors.
E. R. TURNBULL CTk
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Doc. No. 17.
683
Return of the state of the Brunswick and Roanoke Plankroad Company for the
year ending 30th September 1853.
Capital stock, $ 70,000:
Subscribed by individuals 116 shares, at $100 each,
-
-
11600 00
Subscribed by the commonwealth 174 shares, at $100 each,
-
-
17400 00
Amount cornmonwealth's subscription unpaid,
-
-
17400 00
Amount ind ividual subscription unpaid,
-
-
11368 00
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The commissioners appointed by the act of the legislature il
Farmville and Buckingham plankroad, gave due notice and con
of the stockholders in the town of Farmville, on the 17th day o
a view of organizing the company. Upon an examination of 1
commissioners, it was ascertained that 176 subscribers had tal
stock, at fifty dollars per share, and that the sum of two dollars
the commissioners on each share, as subscribed for by private ind
an aggregate of one thousand and fifty dollars. The meeting
state proxy was present. then proceeded to elect the officers «
which resulted in the election of E. W. Hubard, president, and
and Chas. McKinney, directors on the part of the private stockh
M. Moseley, P. H. Jackson and Thomas R. Marshall were ap
by the Board of public works on behalf of the state.
The annual compensation of the president was fixed by the co
and the pay of the directors at 124 cents per mile for traveling to
ings of the board. C. H. Barksdale was appointed clerk and
company by the board, and his compensation was fixed at $ 500
security for the faithful discharge of his duties, the treasurer was
bond and security in the penalty of $10,000.
The president and board, after some delay, engaged the servi
Ross as their engineer to survey and locate the road, and do al
pertaining to his profession, preparatory to putting it under co
attending to its construction.
The engineer is now engaged in surveying the road, and w
line will be ready for contract by the 1st of December next ; s
board cannot present a map of the road, or indicate the points of
or termination.
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Doc. No. 17.
685
in contemplation to call on the Board of public works, at their next meet-
November, for the quota of two dollars per share, due upon each share
ibed for by the state, The entire capital stock is $ 75,000; private indi-
als have subscribed for $ 26,250, leaving a balance yet to be taken, on private
ount, of $ 3,750 to complete our capital stock, the state taking $ 45,000.
By order of the board of president and directors.
C. H. BARKSDALE, Clerk.
October 1st, 1853.
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686
Doc. No. 17.
Statement of Cash Account with Farmville and Buckingham Plankroat w
pany, October 1, 1853.
Amount received on 525 shares, at $2 per share,
-
-
- 1000
Cash paid Cowan & Brown, for printing, &c.
-
-
2320
Cash paid J. H. Ranson, for books,
-
-
-
10 50
Cash advanced R. G. Ross, to purchase fixtures, stationery, &e.,
preparatory to survey,
-
-
-
200 00
2017
Balance on hand-cash paid in bank,
-
SHIP
The above is a statement of cash account with the Farmville and Buckingham photosi
company this 1st day of October 1853.
C. H. BARKSDALE, Treas't
We, the committee, appointed to examine the books and accounts of the treasurer,bq beg
leave to present the above statement, which we believe to be correct.
P. H. JACKSON,
JAMES B. ELY,
Committe.
Copied from the minutes.
C. H. BARKSDALE, Clerk
October 1, 1853.
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Doc. No. 17.
687
FRANKLIN AND MONTEREY ROAD.
PENDLETON COUNTY,
Oct. 24, 1853.
To the Board of Public Works.
GENTLEMEN,
You will please receive the following as the first annual report
of the condition and progress of the Franklin and Monterey road.
As soon as practicable after receiving the appointments of engineer and super-
intendent of said road, I proceeded to have the preliminaries of the act making
the appropriation for said road complied with: this necessarily caused a good
deal of delay. Immediately thereafter I advertised for proposals to construct
the road in sections of 6 miles, and after receiving the bids, forwarded them to
the Board of public works, as per order of said board. The board thereupon
directed me to contract with Mr. E. A. Shands for the construction of the whole
road, for the sum of $14,000, that being the amount of the appropriation, after
deducting therefrom the salary of the superintendent and all other necessary
incidental expenses.
In obedience to said instructions, on the 23d day of August last, I entered
into bond and agreement with Mr. Shands for the construction of the whole road,
according to the notes and specifications upon which the bids were founded, to
be completed by the 23d of August 1854. Mr. Shands has commenced the work at
Franklin, but from some cause has not progressed very rapidly until recently: he
has changed his plan of operations, and appearances now indicate a more favorable
state of things for the future. From present indications, I think, if the weather
does not prove too inclement, that by the time winter is fairly set in, the first sec-
tion of 6 miles can be completed. But if to-day is to be taken as the precursor
of the weather for the remainder of the fall and coming winter, we may bid fare-
well to any further progress upon the public works in this region of country, as
there is now a snow 12 inches deep lying on the ground. I believe I have
nothing more that would be of interest to the board or the state to report at this
time.
Respectfully submitted.
BENJAMIN HINER,
Eng. & Sup't.
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688
Doc. No. 17.
FREDERICKSBURG AND VALLEY PLANKROAD CO.
OFFICE FREDERICKSB'G AND VALLEY P, R. Co.
October 31st, 1853.
To the Board of Public Works.
The undersigned, on behalf of the board of directors of the
Fredericksburg and Valley plankroad company, respectfully communicate to your
honorable board the following annual statement of the condition and resources of
the said company. The road has, during this month, been planked to Liberty
mills in Orange county, a distance of 45 miles from Fredericksburg.
A greater length of time has been consumed in constructing the road to this
terminus than was originally expected. This delay has been rendered necessary
by several causes, and it is believed that the true interests of the stockholders has
been consulted in the policy which has been pursued by the board, viz : that of
constructing the road with a view to economy and durability, as well as to rapi-
dity in construction. While the board have been guided by this policy at all
times, increased difficulties, unavoidable in their nature, have somewhat impeded
the work during the last year. Seven and six-tenths miles of the road lying this
side of Orange court-house, although located upon the most favorable route, tra-
versed a country more broken and rugged, and presented greater natural obstacles
to road making than any similar distance upon the line leading eastwardly.
While the country lying west of Orange court-house, and sloping from the moun-
tains, was yet more rugged, was intersected with more numerous and rapid
streams, and presented in every respect increased difficulties to the work-while
the grading along this part of the line has, therefore, been heavier, another serious
difficulty was encountered. No timber could be obtained by the contractors upos
the line west of Orange court-house at reasonable rates: they were, therefore,
obliged to purchase, saw and haul the plank from the country east of the court-
house, and the distance thus hauled was an average of ten miles. In considera-
tion of these difficulties, the undersigned feels that the utmost progress has been
made which could be reasonably expected. The report of the treasurer of the
company will be found accompanying this, in which will be seen a statement of
the receipts and expenditures for the year ending the 30th day of September 1853,
as well as a general statement setting forth the receipts and expenditures of the
company from its organization down to said period, which are respectively classi-
fied under proper heads. A list of the stockholders will be also found herewith
annexed.
The undersigned has not been able to withdraw the services of the engineer
from his duties upon the line for a sufficient time during the past year, in order to
have a proper map of the work prepared for the use of your board, but this requi-
sition of your board will be attended to at the earliest practicable period. It is
agreeable to state' that there is cause for the stockholders of this company to
believe that their anticipations, as to the value of the improvement, will be fully
realized. Whatever doubt may have been felt by the farming community as to
the adaptation of the road to their wants, has been wholly removed, and a most
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Doc. No. 17.
689,
enthusiastic feeling pervades that community, both along the line and in the
counties of Madison and Greene. The " Macadam road" from New Market to
Gordonsville has been completed. The plankroad intersecting this improvement
at Liberty mills will offer the best and cheapest outlet to market for the produce
coming eastwardly over this turnpike. The " Macadam road" from Harrisonburg
to Stanardsville is nearly completed. The company which is constructing this
road have obtained an increase of their capital stock in order to extend their road
from Stanardsville, either to Liberty mills or Gordonsville.
No choice between these proposed termini has been made by said company,
but a very favorable disposition is felt by some of the stockholders to a connec-
tion with the plankroad at Liberty mills. In view of these valuable tributaries to
the plankroad, the most sanguine expectations may be justly felt as to the value
and stability of this improvement.
The stockholders of this company, at their meeting in June last, accepted the
provisions of the act of assembly increasing the capital stock of the company, by
the increment of $ 74,000, in order to the construction of a branch of this road to
Culpeper court-house. By a resolution of the said meeting, surveys have been
progressing, and will shortly be completed, of two routes for the said branch. A
selection of the preferable route will be made at a meeting of the stockholders,
which will be called 80 soon as said surveys are completed.
All which is respectfully reported.
ROBT. B. MARYE, Pres't.
87
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690
Doc. No. 17.
A.
Return of the state of the Fredericksburg and Valley Plankroad Company
the year ending 30th September 1853.
Capital stock, $150,000:
Subscribed by individuals 1,164 shares, at $50 each,
589X
Subscribed by the commonwealth 1,746 shares, at $50 each,
.
-
Stock not yet subscribed for, 90 shares.
Tolls, &c. received from commencement to date,
-
-
,
5499
Interest on delinquent stock to date,
-
.
-
-
Amount of individual subscription unpaid,
-
-
3924 05
Amount of commonwealth's subscription unpaid,
-
-
5886 08
Expended in construction from commencement, 1850, to date, viz :
Paid to contractors,
-
-
-
-
106425 06
Salaries of officers, including engineer corps,
-
10452 30
Expense of directors,
-
-
-
686 41
Swift run gap turnpike, and one toll-house, &c.
-
7057 12
Expended in land damages,
-
-
-
9531 79
Repairs, &c. to road, -
-
-
-
1623 60
Salary of toll-gatherers,
-
-
-
505 66
Miscellaneous,
-
-
-
-
4136 16
Cash on hand 30th September, as per statement B,
-
780 05
151008 28 15100
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Doc. No. 1V.
691
B.
Statement of Receipts and Expenditures of the Fredericksburg and Valley Plank-
road Company within the year ending 30th September 1853.
Balance of money on hand, per report 30th September 1852,
-
896 83
Add receipts during the year, viz :
For capital stock received from individuals,
-
-
17176 00
For amount received from Board of public works,
-
-
26255 25
Tolls,
-
-
-
4637 48
Interest on delinquent stock,
.
6 80
Portion of office furniture,
-
7 00
Total,
$ 48979 36
Deduct disbursements during the year, viz :
Paid for construction,
-
-
-
-
33783 48
Land damages,
-
-
-
-
7687 80
Engineering,
-
-
-
-
3313 79
President's salary,
-
-
-
625 00
Secretary and treasurer,
-
-
-
250 00
Attorney,
-
-
-
-
100 00
Toll-gatherers,
-
-
-
-
415 66
Expense of directors,
-
-
-
60 27
Repairs to road, &c.
-
-
-
1490 72
Miscellaneous,
-
-
-
-
472 59
Cash in the hands of treasurer 30th September 1853,
-
780 05
Total,
$ 48979 36
48979 36
By order of the president and directors.
JAMES McGUIRE, Sec'y.
October 31st, 1853.
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692
Doc. No. 17.
List of Officers.
R. B. Marye, president,
.
-
500 00 permiss -
A. K. Phillips,
director,
Major Sanford Chancellor,
"
Dr. B. F. Taliaferro,
..
Henry Massie,
"
G. W. Eve,
"
James McGuire, secretary and treasurer,
-
250 00
*
Engineer corps:
T.J. Shaw, principal,
-
-
-
1300 00
1
-
W. J. Whorton, assistant,
*
.
.
-
60 00 per month
Richards, rodman,
1
.
*
-
25 00
#
Whorton, chainman,
.
.
1
-
30 00
"
Porter,
"
-
-
-
25 00
3
-
Turner, assistant surveyor, (temporary,)
-
20 00
of
-
Axemen, three colored,
.
-
.
13 00
"
.
Collectors of toll:
William Bayne,
-
-
-
-
-
200 00 per ander
W. A. Grady,
-
-
-
200 00
ad
-
0
McCormick,
-
-
.
-
100 00
1
W. Sutch, superintendent of repairs,
-
-
-
200 00
di
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Doc. No. 17.
693
SLAVEN'S CABIN AND SUMMERSVILLE ROAD.
WESTON, VIRGINIA, Nov. 16, 1853.
To the Board of Public Works.
GENTLEMEN,
Upon receiving notice of my appointment to the office of
engineer to superintend the location and construction of the Slaven's Cabin and
Summersville road, I immediately organized a corps and entered upon the labor
assigned me, but was not able to finish the location before the 10th instant, when
it was completed, after the performance of 134 days' actual field labor.
I regret that I cannot now make such report, accompanied with a map, &c., as
the law requires.
To do this will require longer time than from this to the next meeting of the
legislature. As soon as it can be prepared it shall be transmitted. All I am now
able to do is to give a general account of my operations.
I commenced the survey of the road at Slaven's Cabin, on the Staunton and
Parkersburg road, about 18 miles from its intersection with the Huttonsville and
Huntersville road, and about one mile west of the Greenbrier river.
From this point I ascended the Greenbrier mountain at a grade of 4 to 5 de-
grees, and reached its summit at 3 miles, in a southwest direction from the
starting point. Thence I descended one mile, at a grade of 4 degrees in general
to a branch of Cheat river. Between this branch and main Cheat river, a moun-
tain over 800 feet in height interposes. As I could not go around, I crossed it at
a grade of 5 degrees, and reached Cheat river at the distance of 8 miles. I then
ascended Beaver run to a gap on the summit of Cheat mountain, 150 feet eleva-
tion above the river-much the lowest gap in the mountain. I then commenced
the descent down Windy run, a branch of Tygart's valley river, and ran a grade
three miles, at an average of two degrees-the next 3 miles at 5 degrees; which
took me into the valley of Windy run, down which I proceeded, crossing the
Huttonsville and Huntersville road 14 miles from its intersection with the Staun-
ton and Parkersburg road. Thence I crossed Tygart's valley river and ascended
Rallston's run, through the lower end of the Mingo flats to the Point mountain,
which I ascended at a grade of from 4 to 5 degrees, and reached its summit at
the distance of 23 miles. Thence along and near the summit 15 miles, where I
commenced the decent at from 3 to 5 degrees to Elk river, which I reached at 40
miles from Slaven's Cabin. Thence down Elk on the north side 51 miles, and
within 60 chains of Fork Lick. Finding it impracticable to cross Elk at the Fork
Lick, and to ascend Elk mountain from that point, I crossed 60 chains above at a
good site for a bridge, and immediately commenced the ascent of Elk mountain,
which is about 1200 feet high. I reached the summit at 50 miles from Slaven's
Cabin.
From this summit I passed to the Gauley side, and proceeded down through
the valley of Gauley river, crossing Coon, Strand's, Beaver and Mumble-the-peg
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Doc. No. 17.
creeks, besides many runs, to the Weston and Gauley bridge road, which I inter-
sected at the distance of 814 miles, and within 11 miles of Summersville-making
the whole location 811 miles, and the distance from Slaven's Cabin to Summers-
ville 83 miles.
The first ten miles of this location passes over an elevated section, comprising
Cheat river and its mountains-unsettled. The next ten miles passes over the
basin of the Tygarts valley river through a good settlement. The next 20 miles
passes along the Point mountain-unsettled. The next 10 miles passes over Elk
river to Gauley waters. Up to this point the location is through a mountainous
region, but with very trifling obstructions, and generally on very good ground for
a dry and permanent road. It crosses Cheat river 10 to 12 miles above the
Staunton and Parkersburg road. The river is here a beautiful, placid stream, 100
feet wide, with a beautiful, gravelly bed. Yet it would be probably necessary to
bridge it. The Tygart's valley is only 80 feet wide at the crossing, and here, too,
is a good ford. Elk is 120 feet wide; a bridge indispensable; materials abundant
and quite convenient. This section of the road, including bridges across said
three rivers. I estimate to be worth, upon an average, 700 per mile, or $ 35,000.
The fact that 30 miles of this section pass through an unsettled wilderness, will
considerably enhance the cost of construction over what it would otherwise be.
The remaining portion of the road, passing through a settled country with no
obstructions, and with few bridges necessary, (and they but small,) and the grade
being a low one, ought to be made for $ 500 per mile, at the highest, including
bridges-making the whole cost of construction about $ 50,000, being double the
amount appropriated. No damages, as far as I could learn, will be asked by any
land owner.
Having acquired an extensive knowledge of the geography of this section and
of the nature of the soil, which is not surpassed for grazing purposes by any is
the state, I should deem it wise policy on the part of the legislature to appro-
priate at once a sufficient sum to complete the construction. It would open up for
settlement a territory sufficiently large for the formation of two new and impor-
tant counties, and would shortly add greatly to the wealth and resources of the
state. At present, it is scarcely known, and is inaccessible to emigrauts.
I am informed that application will be made to the next legislature to apply the
fund appropriated for the construction of this road to the construction of the
Mill point and Nicholas turnpike road, or some other road from Pocahontas to
Summersville.
If my view of the case be correct, this cannot be done without defeating what
was the obvious intention of the legislature, to wit: to make accessible to immi-
gration a large portion of valuable territory, and to open a way to market to
extensive settlements already made. For by far the most valuable and perhaps
equally extensive section is that lying on Elk, Holly and Buchanan rivers; and
this location passes through and near this section. The Mill point and Nicholas
road would doubtless be a valuable connection, or arm, but should never be sub-
stituted as the main trunk.
I have placed no part of the road under contract, deeming it most advisable to
finish the entire location; and as there is not a sufficient appropriation to con-
struct the whole road, to ask instructions from the board as to what portion should
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Doc. No. 17:
be put under contract in case a further appropriation should not be made. From
Tygart's valley to Elk there is no road. From Elk to Summersville a good county
road has been made, 50 that it seems to me it would be best first to make the
road from the Huttonsville and Huttersville road to Elk, or as far in that direction
as the funds appropriated will make it. 1 ask to be instructed on this point.
The following statement will show the amount expended in the location.
A more detailed statement, with vouchers, will be forwarded, if required.
JAS. BENNETT.
I
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694
Dac. №. n.
creeks, besides many r
sected at the distance ,
the whole location 81
ville 83 miles.
The, first ten miles
Cheat river and its 1
basin of the Tygart
passes along the Po
river to Gauley wa
region, but with V6
a dry and permar
Staunton and Par
feet wide, with a
bridge it. The'
Statement of Expenses of Location of Slaven's Cabia and Summit
is a good ford.
and quite conv
three rivers. I f
To amount drawn on account of expenses,
The fact that :
-
.
per diem drawn for assistant,
.
.
considerably €
The remai
By amount of wages of hands,
.
.
3 0
obstructions,
.
assistant,
-
.
#: &
being a low
.
expenses of boarding, &c.
.
19. 5
.
bridges-m
amount ap
Leaving in my hands unexpended,
-
land own(
.
Having
of the n
Is 1st addition to the above, I have drawn, of my salary, five months' pay, from
April to 1st November, inclusive, amounting to
the stat
priate i
I have the honor to be,
settlen
tant c
Very respectfully,
state
JAS. BENNETT
I
Eng. and
fun
Mi
S,
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Doc. No. 17.
697
STAUNTON AND PARKERSBURG ROAD.
SUPERINTENDENT'S REPORT.
WESTON, Va., Oct. 20, 1853.
The Board of Public Works.
GENTLEMEN,
In compliance with the law, I herewith respectfully submit my
annual report upon the condition, &c. of the Staunton and Parkersburg road,
which was intrusted to my superintendency on the second day of June last.
This report, I am aware, must be brief and less satisfactory than I could de-
sire; but I doubt not due allowance will be made when it is remembered how
difficult it is to learn everything relating to so long and important a road in a few
months, and especially when the greater portion of the current year had passed
before my connection therewith.
Condition.
Though my immediate predecessor had doubtless done all that he could, under
the circumstances, to repair the great and numerous injuries the road had sus-
tained from the unequaled high waters of the spring of 1852, yet, when I on-
tered upon my duties in June, I found the greater portion of the road in very
bad condition. This was especially the case upon the western end of the road,
where heavy slips had filled the road, bridges had been carried off, and, in many
places, the bed of the road had been either washed away or made very narrow.
I found the whole road, however, under contract to be repaired-portions of it
by the mile and other parts by the day-at a cost of about fifteen dollars per
mile, as shown by what has been done. These repairs did not include the entire
removal of those large slips, nor the restoration of the bed of the road to its
original width, but merely to so improve it as to make the entire road passable
by wagons, carriages, &c., and put it in tolerable order to accommodate the
travel. The whole road is now in this condition, and that part of it between
Staunton and the Warm Spring turnpike-a distance of twenty miles, over which
several daily lines of stages run during the summer-has been put in thorough
repair.
The Northwestern Virginia railroad, which is now being constructed, is fre-
quently (and doubtless unavoidably) brought in contact with this road for eleven
miles east of Parkersburg, and application has been made by the officers of that
company for permission to change the location of our road at several points. I
herewith enclose drawings Nos. 1 and 2, which, together with the accompanying
88
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698
Doc. No. 17.
letter of Mr. Small, engineer upon that division of the road, will exhibit
points and character of the proposed changes. I await your instructions i
ference thereto ; and, as action may have to be speedily taken, I respect
request that I may be furnished with those instructions, and the enclosed d
ings be returned, at your earliest convenience.
Bridges.
Contracts have been made by my predecessor, with Jacob Drake, for reb
ing the two bridges across the North and South forks of Hughes' river.
contractor having failed to commence the work upon either, in accordance
your instructions in August last, I annulled the contract for building the be
over the South fork, and relet the work to Elmore Hart, Esq. This cont
has been confirmed, and the work is progressing, with the promise that the be
shall be ready to be used by the first of January next. The old abutments has
been injured when the bridge was washed away, I found it necessary to bar
portion of each taken down and rebuilt; and, to guard against high water
future, I deemed it necessary to raise the abutments above high water m
To do this, they had to be built some six feet higher than they were before;
though attended with additional expense, I thought it better than to again
the safety of the entire bridge. This masonry is now being done, and will
finished in time for the superstructure. I annulled the contract for building
bridge across the North fork of Hughes' river, and received new proposals. whi
I sent to your board, but from which I have not yet heard.
The bridge across Walker's creek is in a dilapidated condition, and will has
to be rebuilt next season. The bridge over Jackson's mill-race, near Buckbt
non, being against the saw mill, renders it very unsafe to cross with a her
especially when the mill is running, and for this and other reasons should
moved.
A contract has been made with Mr. Samuel Chennowith for the construct
of a bridge across the Valley river, above Beverley, to be completed during
next season. The western abutment of the bridge at Huttonsville has giv
way, and will have to be rebuilt but, owing to the lateness of the season. I
having some temporary repairs made to both the abutments and the superstri
ture, (the latter having saged considerably,) which will secure it until next sear
The small bridge across the Calf Pasture river, which broke down last spril
I have contracted to have rebuilt this fall.
Various other bridges require new floors, side rails, &c., and arrangeme
have been made to have it done 80 soon as the water rises sufficient to get
timber and plank sawed.
Macadamizing.
Not a great deal of macadamizing has been done. The contracts entered in
by my predecessor have all been completed, except that of R. L. Brown, while
will be completed in about two weeks.
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Doc. No. 17.
699
intract has been made with Moses J. Phillips for macadamizing seventeen
at various points, where it was thought most needed, along the first fifty
west of Staunton, making about four miles in the aggregate. Sixty-five
of graveling near Beverley have been let to Joseph Hart, and twenty-two
of macadamizing in the narrows of Stone Coal creek to Jacob L. Jackson.
My attention has been 80 much occupied along the entire line of the road, the
riges, &c., I thought it best not to do much at macadamizing until I could give
my particular and personal attention, after having put the road in a condition
accommodate the travel.
Tolls, &c.
When I entered on my duties I found J. R. Black, keeper of toll gate No. 1,
(situated 10 miles west of Staunton,) desirous to quit, and in July I appointed
Mr. Nelson Ptomy in his stead. Mr. Black has failed to render an account of
tolls collected at his gate from the 1st to the 16th of July-the time at which Mr.
Ptomy took charge.
Mr. Arbregast refuses to purchase the house and lot at toll gate No. 5, at his
bid. It has not, therefore, been sold. I await your instructions in reference
thereto. The gate will be moved four miles eastward to Huttonsville, at the
junction of the Huttonsville and Huntersville turnpike, so soon as a gate keeper
can be procured.
I can give no account of tolls previous to the last two quarters, and cannot,
therefore, say what the receipts for the last year have been. For the quarter
ending 30th June, the net proceeds from this source, after paying the gate
keepers' commissions, was 891 54. Not having received Mr. Black's report,
efore referred to, I cannot say exactly what has been received for the quarter
nding 30th September; but, without Mr. Black's report, there has been re-
eived, after paying the gate keepers' commissions, 1,231 95. This exhibits a
onsiderable increase upon the receipts of the corresponding quarter of last year,
hich, I doubt not, will be still further increased when the road shall have been
at in good repair.
For a more detailed account of receipts and disbursements, I refer you to the
companying accounts and vouchers.
There are old debts outstanding against the road, but having no means appli-
ble to their payment, I have not enquired into their character, and am unpre-
red, therefore, to express an opinion upon their merits. The tolls of the road,
least whilst in its present condition, will prove insufficient to meet the current
benses and put the road in proper repair ; and yet this is demanded, not only
the ease and safety of the traveler, but it is necessary for the preservation of
bed of the road itself. I would respectfully, therefore, suggest that a sum,
5,000, from the amount appropriated to macadamize the road, be applied
he purpose of putting it in thorough repair. If the board believe that they
e not the power thus to apply the fund, then I advise that application be
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698
Doc. No. 17.
letter of Mr. Small, engineer upon that division of the roa
points and character of the proposed changes. I await you
ference thereto ; and, as action may have to be speedily
request that I may be furnished with those instructions, a
ings be returned, at your earliest convenience.
Bridges.
Contracts have been made by my predecessor, with
ing the two bridges across the North and South fo
2
contractor having failed to commence the work upo
it to no
your instructions in August last, I annulled the Cr
over the South fork, and relet the work to Elmo
has been confirmed, and the work is progressing,
shall be ready to be used by the first of January n
been injured when the bridge was washed awa
ANSON, Sup't.
portion of each taken down and rebuilt and.
future, I deemed it necessary to raise the a'
To do this, they had to be built some six feet
though attended with additional expense, I
the safety of the entire bridge. This mas
finished in time for the superstructure. I
bridge across the North fork of Hughes' ri
I sent to your board, but from which I h:
The bridge across Walker's creek is
to be rebuilt next season. The bridge
non, being against the saw mill, ren
especially when the mill is running
moved.
A contract has been made with
of a bridge across the Valley rive
next season. The western abut
way, and will have to be rebuilt
having some temporary repairs
ture, (the latter having saged C'
The small bridge across the
I have contracted to have rel
Various other bridges re
have been made to have
timber and plank sawed.
Not a great deal of 1.
by my predecessor hav
will be completed in a
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Doc. No. 17.
701
MPANY.
COURT-HOUSE, Nov. 16, 1853.
Elk river bridge company is now receiv-
the structure has 80 recently been com-
find it impracticable to make up such an
of the work, as would be satisfactory to them-
orks. All the bills for the work had not come
in fact have they all yet come in. Any report
time would therefore necessarily be imperfect, and
11
that would be serviceable to your body, to the
making the reports required by law shall return, the
operation more than a year, and the company will then
the such a report as will furnish the desired information.
the officers of the company, all of whom, except the trea-
by the stockholders.
Very respectfully, &c.
JAMES M. LAIDLEY, Pres't.
List of Officers.
$
M. Laidley, president; S. Patrick, Isaac Read, J. L. Carr, Wm. A. Brigham
M. Lovell, directors; J. C. McFarland, treasurer.
I
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700
Doc. No. 17.
made to the legislature for authority to do so. If the road were once put in good
repair, the tolls therefrom would be sufficient to keep it so, and meet all other
proper expenses.
This course should be adopted, as well from considerations of sound policy as
from the importance of the road. Extending from the Valley across the Allo
ghany mountains to the Ohio, it is one of the principal thoroughfares between
those fertile regions, and the only link uniting the Central and Northwesters
railroads, which are equal to any other in the state. When these works shill
have been completed-and they are in rapid progress of construction-the Stam-
ton and Parkersburg road will furnish a ready outlet to a country 235 mile #
length to each or either of the roads, and in importance will be inferior ⑉
work of the kind in the state.
Respectfully submitted.
H. G. JOHNSON, Sup/L
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Doc. No. 17.
701
ELK RIVER BRIDGE COMPANY.
KANAWHA COURT-HOUSE, Nov. 16, 1853.
Board of Public Works.
GENTLEMEN,
Although the Elk river bridge company is now receiv-
ing tolls from the use of their bridge, the structure has so recently been com-
pleted, that the board of directors find it impracticable to make up such an
account of the debts and credits of the work, as would be satisfactory to them-
selves or to the Board of public works. All the bills for the work had not come
in on the 1st of October last, nor in fact have they all yet come in. Any report
that they could make at this time would therefore necessarily be imperfect, and
could furnish no information that would be serviceable to your body, to the
auditor, or to the legislature.
Before the period for making the reports required by law shall return, the
bridge will have been in operation more than a year, and the company will then
be in a condition to make such a report as will furnish the desired information.
I subjoin a list of the officers of the company, all of whom, except the trea-
surer, were elected by the stockholders.
Very respectfully, &c.
JAMES M. LAIDLEY, Pres't.
List of Officers.
James M. Laidley, president; S. Patrick, Isaac Read, J. L. Carr, Wm. A. Brigham
R. C. M. Lovell, directors; J. C. McFarland, treasurer.
I
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E,
702
Doc. No. 17.
FAIRMONT AND PALATINE BRIDGE COMPANY.
It will be seen that the cost of the bridge is greater than was anticipated at à
date of the last annual report. The company has been very much embarrase
on account of a want of a sufficiency of means to enable it to construct its work
The amount of capital being entirely inadequate for the purpose, it would all
have been enabled to complete the structure had not the officers borrowd
money and advanced their own private means for the purpose of paying to
laborers as the work progressed. No officer has yet received one cent of ONE-
pensation for his services. The company has on hand, to dispose of, property to
the amount probably of $150 or $ 200. Estimating the tolls in future by the
past year's receipts, they will amount yearly to about 6 per cent. on the eatin
cost of the structure, and will pay the debts in about 4d years. When the debta
are liquidated the bridge will pay 10 per cent. on the capital stock, $ 20,000. not
will probably be the best stock in Virginia in which the state is interested.
By order of the president and directors.
A. S. HAYDEN,
Secretary.
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1 17.
a n
of Officers.
8 kett, 5 directors; Thomas
Neeson, Joel Nuzum, G.
11, toll month. gatherer., stockholder are no oth
er directors and report.
a a stated of in the foregoing
a Y N s 1 8 I 1 With 1 Y
Engineer's se.
Secretary's The
1 1 in and
s di 1 of Cont n 1
Interes: -
Cash w
89
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704
Doc. No. 17.
0
B.
Statement of Receipts and Expenditures during the year ending Sept. 30, 1853.
Receipts :
For capital stock-of individuals,
-
-
-
-
244 10
Board of public works,
-
-
-
250 00
Donation by individuals,
-
-
-
-
-
120 00
Tolls,
-
-
-
-
-
-
1995 53
Sale of property.
-
-
-
-
-
-
254 39
Amount borrowed by individuals of banks for use of company,
-
-
2384 00
Money borrowed from individuals, labor, materials furnished, &c.
-
2126 75
Officers' allowances, unpaid,
-
-
-
-
-
2070 00
9444 77
-
Disbursements:
For completing the construction of bridge,
-
-
4952 78
Debts paid.
-
-
-
-
-
1741 85
Interest paid.
-
-
-
-
-
211 65
Toll receivers' compensation,
-
-
-
-
291 36
For toll-house,
-
-
-
-
-
95 98
Officers' salaries:
President. for services as superintendent of the construction of the
bridge from commencement, 1851, allowed by stockholders in
general meeting,
-
-
-
-
1000 00
Engineer's allowance,
.
-
-
-
500 00
Treasurer, commission, exchange and interest on money advanced
by him,
#
.
-
-
-
500 00
Secretary, for two years' services,
-
-
-
70 00
Total disbursements,
-
-
#
-
9363 62
Balance money on hand,
.
.
.
-
-
$ 81 15
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Doc. No. 17.
705
List of Officers.
James O. Watson, president; James Neeson, Joel Nuzum, Francis H. Peirpoint,
Marcus W. Haymond, Pinkney B. Arnett, directors; Thomas G. Watson, treasurer; A.
S. Hayden, secretary; Robert B. Upton, toll gatherer.
The toll gatherer's salary is $20 per month. There are no other salaried officers be-
"longing to the company. The board of directors and stockholders, in general meeting,
made the allowances to the officers as stated in the foregoing report.
I
89
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786
Déc. No. 17.
INDIAN POLL DRAWBRIDGE COMPANY.
To the Board of Public Works.
GENTLEMEN,
The president and directors of the Indian Poll drawbridge
company respectfully submit their annual report of the condition and affairs of
the company for the year preceding the first day of October 1853.
The work of the company is in good traveling condition, and the efforts of the
board have been directed to render it of the utmost possible service to the public,
by constant improvements, not only in the work proper, but in roads designed to
give ready access to travel.
The receipts during the year have been as follows :
From quarterly payments,
-
-
-
-
172 25
From toll keeper,
-
-
-
-
828 86
Total,
-
-
-
$1001 11
And the expenditures as follows :
Repairs and improvements,
-
-
-
523 55
On new road,
-
-
-
-
691 50
On dividends,
-
-
-
-
304 50
Advertising,
-
-
-
-
-
2 00
Safaries,
-
-
-
-
-
250 00
Sundries,
-
-
-
-
-
30 71
Total,
-
-
-
$1802 26
It thus appears that the expenditures (including the above stated sum of
$ 304 50 paid on account of dividends before reported to your board, which have
amounted to about 7 per cent. per annum since the organization of the company,)
have exceeded the receipts by the sum of $ 801 15; but our report of the pre-
ceding year showed that the company had a surplus in hand on the 1st of Octo-
ber 1852, of $ 802 96. This surplus covers the above excess, and leaves a
balance in the hands of the treasurer, on the 1st day of October 1853, of $1 81.
All which is respectfully submitted.
By order of the board.
P. S. HANCOCK, Pres't.
Norfolk, October 1853.
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Ddc. No. 17.
707
MORGANTOWN BRIDGE COMPANY.
Board of Public Works.
The president and directors of the Morgantown bridge company have to re-
port, that on the 2d day of May 1853, the contract for building the abutments
and towers of said bridge was let by said board of directors to Morgan Kelly and
William Kennett, at the price of four dollars and seventy cents per perch for the
abutments, and eight dollars' and seventy-five cents per perch for the towers,)
they being the lowest bidders therefor. That said Kelly and Kennett imme-
diately thereafter commenced the work, and have now completed the western
abutment, and partly built the towers thereon; they have also, within a few
weeks, commenced the abutment on the eastern side of the river.
They submit herewith a return of the financial condition of the said company,
(marked "A,") accompanied by a statement of receipts and expenditures during
the year ending September 30, 1853, (marked "B,") showing a balance of cash
on hand on that day, of two thousand and sixteen dollars and sixty-three cents.
They also submit herewith, a list of private stockholders in said company,
showing the amount subscribed by each, the amounts paid and the amounts
unpaid on the 30th of September 1853, (marked C.")
They also submit herewith a complete map of said bridge, marked "D.")
They also submit herewith a list of the officers of said company, with the com-
pensation allowed to each, (marked " E.")
The president. and directors have as yet made no contracts for iron wire cable,
stone or iron work of anchorage, or wood work of said bridge.
Respectfully submitted.
E. W. TOWER, Pres't.
GEORGE S. RAY, Sec'y.
October 21, 1853.
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708
Doc. No. 17.
A.
Return of the State of the Morgantown Bridge Co
September 1853.
Capital stock, $28,000:
Subscribed by individuals,
448 shares at $25 each,
commonwealth, 672 "
25 "
Amount of commonwealth's subscription unpaid,
.
individual subscription unpaid,
1
Expended in the construction of the work from t
mencement to this date, as follows:
For stone work of abutments,
.
-
making survey and plan,
-
#
materials, -
-
-
*
land for bridge site, and damages to owner,
-
advertising, recording deeds, &c.
-
-
Cash on hand September 30, 1853, as per statement belo
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Doc. No. 17.
709
B.
Statement of Receipts and Expenditures within the year ending Sept. 30, 1853.
Receipts during the year, viz :
-
For capital stock, amount received from individuals,
.
.
3190 00
Board public works,
-
&
2880 00
Total receipts, -
-
6070 00
Deduct disbursements during the year :
For stone work of abutments,
-
.
.
3503 02
making survey and plan,
-
-
-
117 90
materials, -
-
-
.
-
107 50
land for bridge site and damages to owner,
.
.
304 20
advertising, recording deeds, &c.
.
-
20 75
4053 37
Balance money on hand,
-
.
-
2016 63
By order of the board of president and directors.
GEORGE S. RAY, Sec'y.
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710
Doc. No. 17.
SPECIFICATIONS.
The span of the bridge will be 612 feet between the poi
of 300 strands of No. 10 wire each; the abutments to hav
inches each, to be 40 feet 6 inches high, to be 19 feet 8 in
on each corner, to make foundation for towers, to butter 01
to be commenced on the rock on each side of the river, ai
than 2 feet thick 4 to 8 feet long, and 2 feet to 2 feet 6 inch
leveled, jointed and bedded, and laid in full bed of hydraulic
above high water mark, to be filled in with stone of the sar
with a header every eight feet throughout the whole work
sets of links attached to each end of each cable, and n
10 X 12. The first set of links to contain 10 square inche
inches, the third 8 square inches, the fourth 7 square inches,
sixth 5 square inches. Which are to be connected by 21 in
bridge to consist of good white pine joist 7 inches X 13, a
third one, which will be 27 feet long, placed 34 feet from ce
stringer 4 X 8 inches, upon which shall be a lattice work 3 f
porting a top or hand rail 6 x 5 inch, which shall be capped
the whole to be secured by I inch bolt, passing through th
and secured by nut and washers on the lower end. The
9 stringers 4 X 6 inches laid upon end tree, nailed to the jo
flooring of oak 2 inches thick laid upon and spiked to the si
foot way on each side of the wagon track 3 feet wide:
The towers are to be forty feet high, 11 X square at the ba
top, 22 feet apart at base, battering inch to the foot on all 8
low water mark to the lower edge of the joist, at the eastern
same level in the centre of the bridge, and 45 feet at the we
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Doe. No. 17.
711
List of Officers.
Edwin W. Tower, president; Edgar C. Wilson and George M. Hagans, directors on
behalf of the private stockholders; John Rogers, Guy R.C. Allen and Nicholas Picken-
paugh, directors on behalf of the state; William Wagner, treasurer. The treasurer has
no fixed yearly salary, but by order of the board, made July 26, 1851, he is allowed one per
cent. on all disbursements made by him in pursuance of the orders of said board; George
S. Ray, secretary. The compensation to the secretary is one dollar per day for every day
the board of directors is in session.
Teste,
GEORGE S. RAY, Sec'y.
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712
Doc. No. 17.
POTOMAC BRIDGE COMPANY.
REPORT.
We, the president and directors of the Potomac bridge company, do respect-
fully submit to the president and directors of the Board of public works of Vir-
ginia the following report of the progress of the work committed to our charge:
Agreeably to an estimate made out and exhibited by Charles B. Fisk, Esq.,
the engineer of the company, on the 29th day of March last, (1853,) we find
that he has estimated the masonry laid, the stone quarried and dressed, and filling
in of the roadways leading to and from the bridge, timbers dressed and framed,
and in part put up, and materials &c. furnished and delivered, at the sum of
36,938 50, and after deducting twenty per cent. therefrom, leaves $ 29,550 80,
which has been paid to the contractor.
This embraces all the work done and materials furnished to the 29th day of
March last.
There was some work done from the above named date to the 21st April,
upon which there has been no estimate, the same having been forfeited by the
contractor, by his having disappeared and left the work on the 21st of April last,
which circumstance caused a suspension of the work for twelve or fifteen days,
in consequence of his creditors having sued out attachments in the Frederick
county Maryland courts, and levied upon his private property, together with all
the unworked lumber, &c. claimed by this company. But by an arrangement
entered into by our board with counsel for the attaching creditors of Bowers. the
contractor, we were enabled to resume the work on or about the 5th May last,
under the supervision of Mr. Cyrus E. Black for the superstructure, and of Mr.
William McGregor for the completion of the roadways, &c., both of whom are
fully competent to the discharge of their duty, and the work is now, and has
been, since those gentlemen have had charge, progressing more rapidly than at
any time since its commencement, and we now feel fully confident that the travel
can be put upon one track early in the month of September next.
During the past year, as you will perceive by reference to the treasurer's state-
ment, we, in order to afford the contractor all the facilities in our power,
advanced, or rather refunded him one-half the retained per centage that had been
deducted from the estimates paid him, thereby leaving a much less sum in our
hands at the time of his leaving the work; the remaining half, with the excep-
tion of $ 693 85 having been applied to the payment of his subscription to the
stock of the company. We also loaned him, on the 20th April, the day previous
to his departure, the sum of 525 dollars.
We now, however, have no hesitation in saying, that we do not think that the
work has, or will suffer by his leaving; neither do we conceive that we will sus-
tain any loss by him, unless the suits in regard to the lumber that has been
attached should be decided against us, which we think there is but little chance
for, as it.was on the grounds of the company, estimated and paid for; which facts
we are able to establish by undeniable proof.
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Doc. No. 17.
713
The amount of the original capital stock being nearly all consumed, we have
borrowed, and shall yet have to borrow upon our individual responsibility, alto-
gether, some seven to eight thousand dollars, to finish the work, the principal
part of which excess has been caused by raising the masonry of the abutments
and piers to an elevation of five feet above what was at first contemplated.
By reference to the treasurer's statement, you will perceive that the private
subscription to the stock has been paid within $ 867 50, all of which can be col-
lected, with the exception of $ 700 due by a citizen of Baltimore, who is insol-
vent. We shall very shortly take steps to bring the matter to a close.
Our board of president and directors is composed of the following persons, viz :
Jonas P. Schooly, president, whose salary for the past year has been fixed at
$100 per annum; Nathan Walker, George Marlow, John Souden, Wm. H.
Smith, directors on the part of private stockholders; Jonas P. Schooly, Wilson
C. Sanders, Charles Williams, directors on the part of the state; each of whom
(including the president) receives a per diem allowance of $2 whilst attending
meetings.
William Williams, Phillip McGaughen and Walker T. Page compose the ex-
amining committee, who also receive a per diem of $2 whilst in the discharge
of their duty.
Samuel C. Luckett is the secretary and treasurer, whose salary for the past
year was $ 250.
By reference to the statement of the treasurer, you will perceive that the
president, secretary and treasurer's salary was not paid on the 24th May, as here-
tofore; they have however since been paid.
Accompanying this report, you will receive a return made by the treasurer,
exhibiting the state of the finances of the company, together with a list of the
stockholders, and the amount due from each, which has been by us examined,
and believed to be correct.
All of which is very respectfully submitted.
Signed on our behalf by
SAML. C. LUCKETT, Sec'y.
90
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714
Doc. No. 17.
Return of the state of the Finances of the Potomac Bridge Company for the year
ending the 24th of May 1853.
1852.
May 24-To balance on hand,
.
-
-
17663 31
To cash received of 2d installment from private sub-
scribers for year ending 24th May 1853,
-
110 00
To cash received of 3rd installment,
-
130 00
4th
"
-
-
150 00
5th
"
.
-
150 00
6th
"
-
-
160 00
7th
"
-
-
180 00
8th
"
-
-
225 00
9th
"
-
-
260 00
10th
"
and cash,
-
397 50
1762 50
To cash received from Board public works of Vir-
ginia since last annual report,
-
-
-
1110 00
To cash (interest) received on money loaned, and
from delinquent subscribers for year ending 24th
May 1853,
-
-
-
495 98
To cash borrrowed of ferry fund,
-
-
420 90
1853.
Apr. 20-To cash borrowed from Charles Williams,
-
525 00
1441 8S
21977 69
Deduct disbursements for year ending 24th May 1853 :
1852.
June 8-Cash paid contractor in advance of estimate, as per
advance of C. B. Fisk, engineer,
-
2500 00
Aug. 12-Cash paid contractor, as per advance of C. B. Fisk,
engineer,
-
-
-
4900 00
Sept. 10-Cash paid contractor his 7th estimate, as made out
and exhibited by C. B. Fisk, engineer,
-
2036 80
1853.
Jan'y 22-Cash paid contractor his 8th estimate,
-
4398 40
April 7-Cash paid contractor his 9th estimate,
#
2243 60
1852.
Nov. 18-Cash paid Abram Bowers, sr., contractor, on acc't
of retained per centage refunded him,
-
2000 00
Dec. 16-Cash paid
do.
do.
do.
863 60
1853.
Jan'y 22-Cash paid
do.
do.
do.
549 80
April 7-Cash paid
do.
do.
do.
280 45
20-Cash loaned Abram Bowers, sr., contractor,
-
525 00
Cash paid Jonas P. Schooly's bill, traveling expenses
to Baltimore on company's business.
-
13 90
Cash paid Jonas P. Schooly's expenses to Richmond,
in part on company's business,
-
12 00
Cash paid John H.B. Latrobe for writing articles of
agreement between Potomac bridge company and
Frederick county iron company,
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Doc. No. 17.
715
1853.
May 4-Cash paid P. Hains' expenses to procure lumber for
use of bridge,
15 00
Cash paid for publishing notice of annual meeting,
2 00
Cash paid M. R. Graham for two ferry boats, pur-
chased 1st January 1852,
-
-
150 00
Cash paid M. R. Graham, for rent of farm for 1852,
150 00
Cash paid
do.
six quarterly installments
on ferry right, of $75 each, to 1st April 1853,
450 00
18-Cash paid sheriff of Frederick county, Maryland,
bill fees on sale of contested property,
-
88 29
Cash paid P. Magill, for locust timber,
-
7 00
Cash paid sundry workmen, as per time list exhibit-
ed by C.E. Black, foreman, to 16th May 1853,
121 96
May 24-Cash paid members board directors, (including the
president,) also examining committee, their per
diem allowance whilst attending meetings,
-
118 00
Cash paid president's salary for year ending 24th
May 1853.
Cash paid secretary and treasurer's salary for year
ending 24th May 1853.
Cash paid W. C. Sanders for one horse,
-
30 00
Total disbursements for year ending 24th May 1853,
21475 80
Balance on hand,
-
-
$ 501 80
By order board president and directors.
SAMUEL C. LUCKETT, Treas'r.
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716
Doc. No. 17.
SOUTH BRANCH BRIDGE COMPANY.
Return of the State of the South Branch Bridge Company for the year ending 30th
September 1853.
Capital stock, $ 7000
Subscribed by individuals,
112 shares, at $ 25 each,
-
-
2800 00
commonwealth, 168
"
"
.
-
4200 00
Expended in construction of the work from commencement, Dec. 21st,
1852, to this date:
For advertising for proposals to build, &c.
-
-
. 41 50
expenses of committee to examine Cheat river bridge,
-
15 00
books, paper, &c.
-
-
-
-
1 50
estimates allowed contractor for work done on bridge,
-
1964 80
Expended in land damages for same time,
-
-
275 00
Cash on hand 30th September 1853,
-
-
4702 20
$ 7000_00
7000 00
By order of the president and directors.
H. K. HOFFMAN, Clerk.
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Doc. No. 17.
717
VIRGINIA AND MARYLAND BRIDGE COMPANY.
SHEPHERDSTOWN, Oct. 17, 1853.
W. R. DRINKARD, Esq.
SIR,
Annexed you have the return of the Virginia and Maryland bridge com-
pany at Shepherdstown, for the year, ending September 30th, 1853; also a list
of the stockholders of said company.
Very respectfully,
Your ob't serv't,
JOHN M. JEWETT, Sec'y.
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718
Doc. No. 17.
Return of the state of the Virginia and Maryland
town for the year ending Septem
Receipts and expenditures:
For cash on hand, per last report,
For tolls, rents, &c. collected since last report,
-
Expenditures:
By cash paid dividends since last report,
-
"
**
salary of president, treasurer and secretary
"
"
of toll-gatherer,
-
"
**
insurance on bridge,
.
"
"
state and corporation taxes,
"
"
for spouting and other repairs,
-
..
"
two fee bills,
.
-
"
**
printer's bill,
-
-
..
"
postage,
-
-
"
"
interest on mortgage,
-
-
By balance of cash on hand,
-
.
Dividends payable 15th January 1853, and 15th July 18
No charge on real estate since last report.
By order of the board of president and directors
Shepherdstown, Oct. 1st, 1853.
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Doc. No. 17.
719
WASHINGTON AND NEW ORLEANS TELEGRAPH CO.
WASHINGTON, Nov. 14, 1853.
Board of Public Works.
GENTLEMEN,
In compliance with the act of assembly, passed 31st March
1848, I have the honor to report, that the amount of stock owned in the state of
Virginia, of the Washington and New Orleans telegraph company and the pro-
prietors of the same, for the year ending the 30th September last, remains as last
reported.
I transmit herewith a copy of the proceedings of the annual meeting of the
stockholders, held in this city, on the 7th July last, with the reports of the several
officers of the company for the preceding year; showing the receipts and expen-
ditures, and the operations and condition of the treasury for that year. You will
perceive that a dividend of five per cent. on the capital stock was declared, out
of the profits of the year preceding the 30th June 1853.
Respectfully submitted.
B. B. FRENCH, Treas'r.
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720
Doc. No. 17.
PROCEEDING
The fifth annual meeting of the stockholders <
leans telegraph company was held at Brown's ho
the 6th and 7th days of July, 1853-Present:
Elam Alexander, president; Amos Kendall,
ington; Reubeu T. Thom, Fredericksburg; «
Mowry, Jr., Charleston; 0. A. Strecker, Rich
Prof. S. B. F. Morse, Poughkeepsie; R.R. C
dall, Washingten; E. H. Musgrove, Columbus;
Joseph Sturges, Columbus; Franklin Slaughte
Washington; James Tait, Mobile; William M
their own stock and as proxies for other stockhol
The meeting was called to order by the presi
to ascertain the amount of stock represented. n
French, George Wood and Tait that committee.
The meeting was then adjourned for one hou
examine proxies and report, and subsequently a
Thursday the 7th.
The stockholders met pursuant to adjournmen
The meeting having been called to order by
examine proxies made the following report:
The committee to whom was referred the pro
the Washington and New Orleans telegraph con
taining the number of shares represented at th
whom they are represented, make the following
That there are ten thousand four hundred and
sented, which is a very large majority of the stoc
ing manner, to wit:
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Doc. No. 17.
721
Elam Alexander, his own stock and proxies for others,
-
1944
John E. Kendall,
"
"
"
"
"
"
"
-
-
2180
S. F. B. Morse,
"
"
"
"
"
"
" -
-
2140
R. R. Cuyler,
"
"
"
"
"
"
"
-
-
836
B. B. French,
"
"
"
"
"
"
"
-
-
262
Edward G. Hyde,
"
"
".6
"
"
"
"
-
.
-
1235
Smith Mowry, Jr.
"
"
"
"
"
"
" -
-
921
O. A. Strecker,
"
"
"
"
"
"
"
-
-
60
E. H. Musgrove,
"
"
"
"
"
"
"
-
-
154
Joseph Sturges,
"
"
"
"
"
"
"
-
-
60
William Stickney,
"
6.
"
"
"
"
"
-
-
477
Reben T. Thom,
"
"
"
"
"
"
" -
-
16
George Wood,
"
"
"
"
"
"
"
-
-
107
Shares, 10452
B. B. FRENCH,
JAMES TAIT,
Under protest, telegraphic votes, 242 shares.
GEORGE WOOD.
The president then submitted his report, which was read, of which the follow-
ing is an extract:
Stockholders in W. and N. O. Telegraph Co.
GENTLEMEN,
It becomes my duty to lay before you a statement of the
business of your line for the past year.
By reference to the statements of the secretary, you will find the receipts and
disbursements as follows, viz:
Balances in hands of treasurer and operators, June 1, 1852,
-
17845 93
Receipts of the line to June 5, 1853,
-
-
-
154533 91
other lines
do.
-
-
-
6002 18
property sold do.
-
-
-
405 68
Unclaimed dividend account,
-
-
-
60 00
Amount received by treasurer from magnetic company,
-
20 00
Making amount receipts and assets, to be accounted for,
-
$178957 70
91
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722
Doc. No. 17.
Which have been disbursed na follows, viz :
In payment dividends,
16545
unclaimed dividends reclaimed,
Refunded for messages missent or behind time,
3034
Paid other lines,
6421
A.M. Griffin on second wire, Mobile to New Orleans,
in redemption bonds 8 4000, interest $531 75,
4531
award committee to N.N. Wilkinson $2000, premium on
exchange, 8 12 50,
2011
Paid current expenses, officers, contractors, messengers, repairs,
new instruments, stationery and printing, rent, fuel, lights,
acids, zincs, superintendents, sundries, &c.
.
9800
Paid magnetic telegraph company for leased wire, .
-
1755
bills receivable, note former operator New Orleans,
-
Balance cash in treasury June 1, 1853,
-
,
2859
operators June 6, 1853,
-
,
Making total payments and assets June 1, 1853,
-
.
$178921
A reference to the statement will show the items of the above named -
expenses. By reference to the same items as shown in the last year's report.
will be seen to have amounted to the sum of $100,527 96; showing that
actual payments for the working expenses of the line have have been $2,516
less the present year than the former, notwithstanding the general rise in no
and the absolute necessity, in many instances, to advance the salaries of go
tors, to retain them on the line.
It may be safely affirmed, there has been no increase in expenses, but rather
diminution, from the fact, that all employees on the line are more closely paid
than at any time heretofore, and that in the items of this year's expenses, If
old claims chargable to the previous year are included.
The business of the three first months of the present year justified the
that there would be a large increase in our receipts, with a decrease in expires
This has proved to be so, but not to the extent anticipated, owing to the up
cedented succession of storms and freshets we have had to encounter for E
months of the past year, causing our expenses for repairs to be very heavy, nil
the delays in our business materially diminished our receipts. On the 29th
of August last, we experienced a storm extending from lake Ponchartrain b
extreme northern terminus, inundating the cities of Mobile and Augusta.
prostrating our line, at short intervals, on almost every section. From that
to the middle of April, we have scarcely escaped a single month, though
NE
damages received were not quite so extensive as the first. The natural deem
materials has also caused us heavy expense. Several miles of new wire bad
be put up between Mobile and New Orleans, the old wire being destroyed by
A new and expensive wire has recently been placed on the masts at the rigolette
where we have heretofore experienced great trouble from the weakness of the
one. Our line having been 80 often broken, and mended in haste by the 12
men, as to cause many bad connections, our present efficient superintent
Thomas R. Hopkins, Esq., deemed it absolutely necessary, to insure its F
Digitized by Google
Doc. No. 17.
723
pliced and soldered this has been done on
as to Macon, under his immediate supervision,
VO have experienced great benefit therefrom.
the Central railroad in Georgia have been reset.
have been built on the Waynesboro' and Augusta
ereon, being formerly in the woods, the remaining
soon be in readiness for the removal of the line;
us great facility in keeping it up, and lessen our ex-
Fen miles of new line have also been built on the South
wire placed thereen, it having been left in the woods,
to avoid the inclined plane. The line from Augusta and
ton has been thoroughly repaired. Many repairs not antici-
de on other sections; and it gives me pleasure to state that
'er repair than at any time since it was built, the company in
than at any time since its organization, freer from debt, with a
the treasury; and I have no hesitancy in saying, that a six per cent.
'e' declared, and paid with more ease and facility, with less encreach-
receipts of the coming year, than any former one. This, it is true,
mall compensation for your investment in this enterprise; but when you
enormous issues of stock to build this line, you will readily admit that
of the power of management to make it as profitable as it might have
id the line been erected at a proper cost. A better line than this ever was,
put up for $ 150,000, and the enormous amount over $ 550,000 has been
a for its construction. From this it may be seen that your dividends will
ays be smaller than they of right ought to be.
The treasurer then submitted the following report, which was read :
TREASURER'S REPORT.
WASHINGTON, July 6, 1853.
Stockholders W. and N. O. Telegraph Co.
GENTLEMEN,
I am happy in being able to present a report of the financial
condition of your company, more favorable than that of last year, but yet falling
far short of all our anticipations when the line was constructed.
There was in the treasury on the 1st June 1852,
-
-
15005 03
The deposits of June 1852, estimated at 7,000, were
in fact but
-
-
-
-
5773 19
The payments for the same month,
-
-
5666 69
Added to treasurer's balance that month,
-
-
106 50
In the treasury July 1st, 1852,
-
-
-
15111 53
There was then due the Magnetic telegraph company, for rent of
leased wire, payable within a few days,
-
-
1066 89
Leaving for dividends and other purposes,
-
-
14044 64
The dividend of 3 per cent. then declared, amounted to
-
16510 50
Exceeding the entire amount in the treasury, by
-
-
2465 86
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Doc. No. 17.
Which have been disbursed as follows, viz :
ayment dividends,
-
unclaimed dividends reclaimed,
unded for messages missent or behind time,
other lines,
A.M. Griffin on second wire, Mobile to New Orlean
in redemption bonds $ 4000, interest $ 531 75,
award committee to N.N. Wilkinson $ 2000, pren
exchange, $ 12 50,
-
current expenses, officers, contractors, messengers
new instruments, stationery and printing, rent, fi
acids, zincs, superintendents, sundries, &c.
magnetic telegraph company for leased wire,
bills receivable, note former operator New Orlea
ance cash in treasury June 1, 1853,
operators June 6, 1853,
Taking total payments and assets June 1, 1853,
reference to the statement will show the ite
enses. By reference to the same items as she
be seen to have amounted to the sum of
al payments for the working expenses of
the present year than the former, notwi
the absolute necessity, in many instanc
N
to retain them on the line.
may be safely affirmed, there has be
inution, from the fact, that all empl
at any time heretofore, and that i
claims chargable to the previous
'he business of the three first in
there would be a large increa
te
has proved to be so, but no
ented succession of storms
the of the past year, cau
delays in our business
a
August last, we experi
eme northern termi
trating our line, a
-
i
of
Jey
he middle of A
-
the
ages received
the 11th , per no mee
The
York
to
New
erials has al
Fee
& similar
ut up bet
W and
re
4 claiment annexed, cent presents last year. a statement of the
or
/
the
general
as
as
well
as
account,
nas R. Hopkins,
the
/
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10. 17
unt remaining in the hands of o
of the three preceding years.
pts of the company each year
them.
those expenditures which pertal
to each year.
lyments and the amounts on han
bserved that the amount paid other
4 58, while in 1852 it was but $ 6
rence is caused by the leasing of a W
agnetic telegraph company, by which
transferred from that company to thi
II in the shape of rent.
the amounts paid under the head of .
other Lines," making the amount I
49.
ugh it enters into our accounts for the 1
is in fact received for the Magnetic to
comparíson to ascertain the increase of e
hart item, thus :
ID year ending June 1st, 1852, were
14
onsed wire,
-
-
1
eipts of this line,
-
-
$12
une 1st, 1853, the accounts show, as re-
-
-
-
-
15
ent,
,
-
-
1
receipts for this line,
-
-
$13
VO years, this rent was merged with Receipts for
the account, and with payments to other lines on tl
on, the following statement is presented as showing
je ordinary expenditures, and the amount applicable
since the line went into operation, viz :
Receipts for
the Line.
Ordinary Expen-
ditures.
8 months,
-
.
58406 75
34938 28
2
-
89540 49
60061 10
2
-
-
-
113175 60
82761 74
3
-
-
-
129006 45
100528 01
2
.
-
-
*
$136947 92
98025 56
3
3.
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724
Doc. No. 17.
In addition to which, there was over $4,000 due and payable on demand
salaries and otherwise.
The embarrassment of the treasury, arising from this condition of things, 1
aggravated by the allowance of $2,000 payable on demand to N. N. Wilkins
by the committee, to whom his claim had been referred, to meet which, 1 la
was procured on the private credit of Mr. French and myself, which WM -
refunded until 1st December 1852.
Nor was it possible to pay all the dividends until the fifth month of the s
year, the sum of $2,864 having been paid in November last.
Hence it is obvious, that of the $16,510 50, paid within the last year on acces
of the dividend of 1852, more than $4,000 came out of the earnings atem
after the 1st July last.
There was in the treasury on the 1st June 1852, the sum of
-
15005
Deposited by operators, during the year ending June 1st, 1853,
963H
From other sources,
-
Available means for the last year,
111616
Disbursed by the treasurer,
8877
Balance in the treasury on the 1st June last,
-
-
28558
The deposits to the credit of the treasurer, during the month of
June, as now reported, are
-
5535
3005
This sum, however, is subject to the following deductions viz:
Payments actually made in June,
-
,
4591 14
Due on account of leased wire, payable on the 10th inst.
1244 82
Due for salaries to president, superintendent, &c. other
than operators, payable on demand, not less than
4000 00
9835
Subject to appropriations for dividends, &c.
-
-
$2423
A five per cent. dividend will require
-
-
-
82748
And if made, cannot be met without a postponement of debt or
dividend to the amount of
-
,
-
$
Little aid can be expected from the receipts of July and August, which will
little more than pay current expenses, and the deposits to the treasurer's est
being scattered along the line from New York to New Orleans, are not prad
cally available to the last dollar. Yet by a similar postponement, a fire F
cent. dividend can be met, without some unforeseen casualty, with less inco
venience than three per cent last year.
Table A, hereto annexed, presents a statement of the treasurer's account à
the last year.
Table B presents a statement of the general account, exhibiting the receipt
and disbursements of the operators as well as the treasurer. It is wordy #
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Doc. No. 17.
727
11 a full discharge for all claims whatever
eby requested to pay to the order of N.
receiving a requisition from us therefor.
B. B. FRENCH,
EDW'D G. HYDE.
esolution, of the last meeting, made a report;
on of George Wood, Esq.
id on the table for the present.
Esq.,
me president's report as relates to Mr. Kendall, per-
easurer, be not entered on the minutes of this meet-
action on their personal and private differences.
report of the committee on Mr. Lloyd's resolution of
been called up by Prof. Morse, it was, on metion of
mittee of three private stockholders and two patentees be
with a view to an amicable arrangement of all matters of .
e private stockholders and the patentees.
itlemen were then appointed a committee of conference, viz:
am Mure, S. F. B. Morse, Amos Kendall and D. H. Wood-
as adjourned until 4 o'clock P. M.
THURSDAY, July 7, 4 o'clock P. M.
olders met pursuant to adjournment-Present as before.
mg having been called to order by the president, Mr. Cuyler on behalf
mittee made the following report:
mmittee recommend the following for the adoption of the meeting:
ed, that the matter referred to in the report of Messrs. Cuyler, Macrea
wry, and also the claims of the patentees in relation to stock for second
referred to the arbitrament and award of two disinterested persons, one
named by the presiding officer of this company, and one by Prof. Morse;
n case of their disagreement, to the award of an umpire to be chosen by
and such award shall be a settlement of all matters of difference.
R. R. CUYLER,
WM, MURE,
SAM'L F. B. MORSE,
AMOS KENDALL,
D. H. WOOD.
h report was unanimously adopted.
otion of B. B. French, Esq.
ved, that the matter of issue of the stock now pending between this com-
d Francis O.J. Smith, be referred to R. H. Hoe, Wm. M. Swain and
Digitized by Google
726
Doc. No. 17.
A reference to table C will show that the apparent retrenchments
1
the expenditures of 1852, have been chiefly in repairs and rebui'
salaries and expenses of Officers of the Beard," while the e'
" Operators and Clerks," Messengers," "Rent, fuel and lights,"
" Acids, Zinc, &c.," have gone on increasing since 1849. A P
crease is justly chargeable to the leased wire, which came into
company in Decembr 1850.
The apparent increase of the receipts for this line for the last
over the preceding, was
-
-
But, to show the real increase, the excess of rent paid for the 1.
wire in the last over the preceding year, being
-
Must be deducted, which leaves as the actual inerease,
The debt of the company, except the Bulkley bonds, "
than it is now.
It has been the aim of your treasurer to pay off th
accrue, for he has not supposed it could be the intere
holders to deceive themselves or others, by a show of
which in fact belong to their creditors.
Of the $ 6000 Bulkley bonds now outstanding, $3
next. These, with interest on the whole, constitu
claims upon the treasury within the current fiscal year
past, it is not safe to calculate that new claims may
expenses and keep down dividends.
All which is respectfully submitted.
A
July 6th, 1853.
The committee appointed at the last meeting "
this company," &c., met in New York, and mad
report not being laid before the meeting, no acti
B. B. Freuch, Esq., chairman of the commi
copy of their report, the original of which, wit
sent to the treasurer 7th August 1852.
At a meeting of the committee of claims of
telegraph company, agreeable to previous no
of New York, on the 7th day of August 185%
G. Hyde
The committee proceeded to examine all
Wilkinson, Esq., referred to in the resoluti
adopted on the 7th day of July last-wh
dollars be paid to said N. N. Wilkinson in
to
and that said Wilkinson be released from
red,
he may have received and not heretofore
resent
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U
AA1
gre
repre
ch an
red Cuyler to
der the
16 of this
who shall
nnual meeti
D.F. C
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728
Doc. No. 17.
Geo. H. Hart, Esq's: provided, that the said Smith agree that tl
be final and conclusive; and if such an agreement be made, th
will abide by and carry out any decision made by said referees.
to report to the treasurer of this company, who shall take i
cause the award to be carried out.
On motion of D. H. Wood, Esq.
Resolved, that the treasurer's report be accepted.
On motion,
Resolved, that there be a dividend of five per cent. decla
31st May 1853, payable on and after the 20th instant.
On motion of R. R. Cuyler, Esq.
Resolved, that hereafter proxies by telegraph shall b
vided no operator shall receive a message of proxy, e
in person, or his lawful attorney.
The meeting then proceeded to the election of offi
declined a nomination for president, and Mr. Kend:
gentlemen were unanimously elected, viva voce, ,to
pany for the ensuing year, viz:
Smith Mowry, jr. of Charleston, president; B.
surer; Daniel F. Clarke of Macon, secretary.
On motion of R. R. Cuyler, Esq.
Resolved, that transfer books, for transferrin
in New York.
B. B. French, Esq., having resigned his of
tees, George Wood, Esq. of Washington ci
On motion,
Resolved, that Edward G. Hyde, Esq.
missioner to keep the transfer books in
trustees, and that his salary be five hund
The following gentlemen were elect.
for the ensuing year, viz
Amos Kendall, Washington, D. C
Elam Alexander, Macon, Ga.; R.
3178957 70
New Orleans; J. Geddes, New Orl
Thom, Fredericksburg; O. A. S
Petersburg, Va. ; J. M. De Sauss
ton, S. C.; R. L. Bryan, Colu
Charles T. Pollard, Montgomery
Thomas, Augusta, Ga.; James
ton, N. C. ; G. H. Hart, Philad
On motion of Edward G. H
Resolved, that the thanks 0
Elam Alexander, late presid
and for his success in brin
state.
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Doe. No. 17.
731
-
15 00
-
-
19 50
-
-
16510 50
rchange,
-
2012 50
-
-
.
4531 75
cans, in full,
-
1000 00
-
-
152 00
-
-
6421 50
-
-
3034 99
-
-
8366 06
.
-
35221 08
-
-
-
3461 37
.
-
-
-
7109 67
-
-
-
-
2179 28
-
-
-
3874 79
of
-
-
-
23139 74
-
-
-
1190 85
trustees,
-
-
8137 12
pany for leased wire,
-
17585 99
claimed, -
-
-
31 50
-
-
-
5179 92
S,
-
-
-
101 14
HS,
.
5th,
-
-
1121 48
-
1st,
-
-
28559 9
-
178957 70
itement of the receipts and disbursements of the Washingto
company, as taken from my books.
DANIEL F. CLARKE, Sec'y.
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730
Doc. No. 17.
Receipts and Disbursements of the 11
Balances in hands operators, at stations, June 6, 1852,
-
treasurer,
" 1, "
-
Receipts of the line,
-
.
-
-
other lines,
-
-
-
-
property sold,
-
-
from magnetic telegraph company for rent,
Uncluimed dividends,
-
-
-
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Digitized by Google
A. KENDALL, Treas'r.
2 296821
67340 73
L6 919111 $
29681 4:
44 1811
16 28659
-
-
I IOI
11 IOI
-
-
3461 37
LE 1943
-
-
66 3034
66 303
-
-
99 61
-
09 61
-
00 91
-
00 gt
-
00 292
-
00 152
-
00 2000
-
00 20000
-
14 2619
4545 31
647 16
-
66 17585
-
66 17585
-
00 0001
-
00 0001
-
g
01910
-
09 01910
-
99 18
-
-31 50
.
19
a 5678
743 03
-
S2 3874
96 L26
88 2946
-
4531 75
-
GL 4531
.
22 2179
96 1673
505 33
00 9988
7675 56
09 069
8137 12
02 698
76 L9LL
29 7134
16 81818
92 2815
S9 24830
66 2571
L9 21778
0 33196
31860 46
3335 59
Total.
By operators.
By 1.
L 248841 $
161111 77
00 08
89 4005
81 2992
16 4533
C6 17845
06 01
E0 C
of
733
nac. No. 17.
732
Doc. No. 17.
A.
TREASURER'S STATE
TO
In the treasury, on the 6th June 1852,
-
From deposits of operators to 6th June 1852,
-
BOX
54330 38
From other sources,
-
XR
35100 05
THIS
16
301 37
97
7134 67
0004 RX
SMITH 06
MEMO Rd
2179 28
Amount of disbursements, as shown under the
SKARE 62
5192 17
panying statement,
CLAIMS Rd
3574 79
In the treasury on 1st June 1853,
USED 74
8137 If
1474 HS
102 00
01
98024 $0
010 N2
2500 00
1000 00
02
6263 62
6421 50
TID 00
.
2000 00
1002 20
9183 N
4611 76
10001 00
10:245 00
16545 00
1
2082 as
-
15492 01
17025 98
22 10
4 64
101 14
-
I
XII 50
ORE
1829 39
2776 02
3/04 90
7
15937 23
15005 on
28359 34
UM
3264 03
I
77
4088 48
2830 82
1121 43
or
151864 14
173976 HI
178967 70
Digitized by Google
No. 17.
735
COMPANY.
ORFOLK, Va., Oct. 25, 1853.
VS the condition of the Virginia tele-
per 1853, and the enclosed is a list of
S of the operators are the same as ad-
ires of the line are now, and have been
last, in very bad order, and will give us
line is constructed on the margin of the
tch, by an agreement made with the presi-
impany, will be constructed as soon as the
racticable. Our wires can then be kept in
it for this favorable prospect in erecting a new
tined much longer.
fully, sir,
WM. J. HARDY, President.
RICH'D DICKSON,
JOHN TUNIS,
J. MARSDEN SMITH,
Directors.
is absent.
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734
Doc. No. 17.
C.
Comparative Statement of Receipts and Disburrements of Washington and
Orleans Telegraph.
INS.
1831
185t,
162.
E
Receipts:
31 i *
Balances is hands operators, -
924 71
1029 02
2857 77
4088 96
2
theasurer, .
-
-
14902 53
15937 27
THE
Receipts of the line,
-
44902 70
RR500 49
113175 69
144498 96
15452
Received from other lides,
#
-
1028 18
18104 X
5895 75
In property mid, &e
-
-
312 92
318 22
219 83
a
Dividends unclaimed,
.
-
-
490 DD
7201
Balance in hands of president,
-
-
2085 54
3264 03
45887 41
106280 66
151864 14
173976 81
Disbursements:
Supervisors and contractors,
-
5103 29
10998 47
19679 04
24579
60
26336
Operators and clerks,
-
13709 94
22694 05
27494 17
34537
206
Messengers,
-
1135 52
2184 77
2479 13
3000 15
342
Repairs and rebuilding,
-
4450 96
4461 29
10004 52
9397 97
7134
Rent. fuel and lights,
-
1409 53
3446 52
4858 87
6984 69
8366
Stationery and printing,
-
690 88
2263 76
1578 10
2:299 52
2/79
Sundries.
.
3247 05
2817 33
5051 82
5092 62
SIN
Acide, zince. &e.
-
1344 30
1699 86
3250 24
3480 82
30%
Officers of the board,
.
2858 33
8631 23
7030 38
9880 74
8137
New instruments,
-
979 50
861 82
1335 47
1274 85
2
34938 2-
60061 10
82761 74
100528 01
98004
Disbursements other than
those enumerated. viz:
Am't due prior to 1st Oct. 1848,
4155 37
1491 17
Second wire,
-
5103 62
1660 59
7018 33
2500 00
1000
Paid other lines,
-
-
14843 38
19544 58
6263 62
6431 3
Outstanding claims, &c.
-
-
-
275 00
-
9000
Bonded debt and interest,
-
-
221 42
662 26
9183 63
4531
7
Dividends of each year,
-
-
-
16461 ou
16245 00
1606
Profit and loss, loss and others,
-
-
-
2082 53
Leased wire,
-
-
-
-
15492 51
1758
Individual account,
-
-
1151 80
22 10
4 64
141
Unclaimed dividends,
-
-
-
-
-
D
Refunded.
-
-
2893 GO
1829 39
2776 02
3064
Balances-treasurer's,
-
1094 69
12784 84
15937 23
15005 03
28538
:
president's,
-
-
8314 99
3264 03
-
"
operators,
-
595 45
2857 77
4088 48
2839 82
1191
45887 41
106280 66
151864 14
173976 A1
17867
Digitized by Google
Doc. No. 17.
735
VIRGINIA TELEGRAPH COMPANY.
NORFOLK, Va., Oct. 25, 1853.
V. R. DRINKARD, Esq.
SIR,
The annexed statement shows the condition of the Virginia tele-
aph company on the 30th day of September 1853, and the enclosed is a list of
10 stockholders on that day. The salaries of the operators are the same as ad-
sed in our last report. The poles and wires of the line are now, and have been
nce the storm on the 3d of January last, in very bad order, and will give us
eat trouble and expense, until a new line is constructed on the margin of the
orfolk and Petersburg railroad; which, by an agreement made with the presi-
nt and directors of that railroad company, will be constructed as soon as the
ad is completed, and sooner if practicable. Our wires can then be kept in
der at much less expense; and but for this favorable prospect in erecting a new
10, the old one could-not be sustained much longer.
Very respectfully, sir,
WM. J. HARDY, President.
RICH'D DICKSON,
JOHN TUNIS,
J. MARSDEN SMITH,
Directors.
Mr. J. H. JOHNSTON is absent.
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Doc. No. 17.
737
CEDAR CREEK AND OPEQUON TURNPIKE COMPANY.
PROCEEDINGS.
At the annual meeting of the stockbolders of the Cedar creek and Opequon
turnpike company, held on the 17th of December 1853, at the Friends meeting-
house, W. G. Singleton appeared as state proxy. The president read the annual
report of the board.
The president made a report of the condition of the funds which came into his
hands, showing a balance due the company of $16 70. The financial report was
examined, and, on motion, accepted and adopted.
On motion of Mr. Singleton, the report of the board was laid on the table, to
be taken up at a future meeting.
Mr. Singleton moved that Jacob Pitman, the former treasurer, be required to
make his report to the board of directors, who shall report the same to the stock-
holders.
At an adjourned meeting held on the 24th December 1853: Mr. Singleton
moved'tha the annual report be now taken up.
The report was again read.
Mr. E. Fawcett moved to adopt the report; when
Mr. Singleton moved to amend by striking out that portion of the report rela-
ting to the removal of Mr. Pitman, the former treasurer.
On this question the vote stood : Private stock, 24 for striking out and 72
against it; majority for retaining, 48. The state proxy casting his vote of 64
votes in favor of the motion, made a majority of 16 in favor of striking out; and
there being no other objection to the report, it was adopted.
On motion of Mr. Baker, the accounts of Mr. Pitman, late treasurer, were
referred to the board.
On motion of Capt. Sydnor,
Resolved, that the next annual meeting be held at this place on the second
Saturday in October next.
On motion of Mr. Baker,
Resolved, that the proceedings of the meeting be published.
On motion, the meeting adjourned.
THOS. A. JACKSON, Pres't.
R.J. GLASS, Sec'y.
93
bise
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738
Doc. No. 17.
REPORT.
The president of the Cedar creek and Opec
fully submits the following report on behalf of th
The contractors completed their work in the
road was received by the board in the early part
amount paid contractors in full of 11 miles, supp
$5,145.21. The amount allowed for land dama
gate cost for right of way and construction, $6,08
gate and received toll as soon as the road was de
thority. But, owing to the unfavorable weather
the gate, the whole amount of toll received has
were absolutely necessary.
The amount received by toll gatherers is $126
1st December, $14 59, leaves $111 75, which b
road.
The board authorized the metaling of the gre
Opequon to the Valley road: and contracts have
dent on behalf of the company, at an average c
to be spread 9 feet wide in the middle of the a
thick.
The president was authorized to have the meta
lying between the mill race at the Opequon and =
hill on Mrs. Campbell's land. Contracts have be
50 cents a perch. It will be seen that the porti
soil which will not answer for a road without it.
The board also directed the president to redu
land. This work has been commenced, but ow
hands, was left in an unfinished state. An agree
it at an additional cost of $20.
The board appointed W. D. Gilkerson treasure
who was removed.
The board of directors deem it due to themselv
pelled to take this step. or allow the credit of the
the embarrassed eircumstances of the contracto
necessary to become paymaster to the hands, il
pleted. When the draft on the Board of public
installment due from the state, and presented to 1
refused to sign it unless the board would suffer tl
indemnify him against loss on account of adva
tractors, without any orders from the board. Th
treasurer in the face of the terms of his appoin
order of the board, made before his acceptance o
installments, as they became due, on the state's
by the president. The action of the board was
Digitized by Google
Doc. No. 17.
elay and many unsuccessful remonstrances, and after his rejecting the offer of the
oard to pay over to him whatever should be due the contractors after the board
bad fulfilled their pledge to the hands, the former treasurer has made no report
D the board; consequently. they are unable to shew the state of his accounts.
The accompanying account of the president exhibits the state of the funds
If:
vhich came into his hands. The president is under obligations to the private
tockholders for the office which he has held for the last two years. It was be-
"towed by them without any solicitation on his part, or even desire to receive it.
these elections he has never needed the vote of the state proxy ; nor would he
stave received the office against the wish of the private stockholders, if it had
meen the pleasure of the proxy to cast his vote for him.
Nothing could have induced the president to embark in an enterprise which
romised 60 much difficulty, and threatened to endanger the relations of friend-
hip, but a firm conviction that it was for the public good, and that time would
him justice; and now that the work is in a fair way to become a permanent
emprovement, he would withdraw from any farther participation in the manage-
ment of the road.
By order of the board.
J.C. BAKER, Prest.
Digitized by Google
740
Doc. No. I
FINANCIAL REP
To balances from last report,
amount received from Board public works,
"
"
**
**
By amount paid to contractors and others,
due company,
-
-
Digitized by Google
Doc. No. 17.
741
CRANBERRY SUMMIT AND BRANDONVILLE TURNPIKE
COMPANY.
BRANDONVILLE, PRESTON Co., Va.
December 23, 1853.
Board of Public Works.
GENTLEMEN,
It may be deemed my duty as state proxy for the Cranberry
Summit and Brandonville turnpike company, to report the progress and condition
of said company, which I beg leave briefly to submit, as follows:
At a general meeting of stockholders, (after due notice as the law directs,) held
on the 12th of August 1853, John Feathers, Esq. and Doct. P. M. Sturgis were
elected directors on behalf of the stockholders other than the state, and your
orator was elected president of the board after which, on the same day, all the
members of the board being present, except Dr. Sturgis, the board was duly
organized, and Benj. J. Foreman was elected treasurer, A. C. Leach superin-
tendent, and Doct. P. M. Sturgis permanent secretary. At same time your
orator was appointed engineer, to locate permanently and lay off said road in
sections, and prepare all the necessary specifications for the sale-all of which
was done in due time. The superintendent was directed to advertise the sale
of said road, to commence on the 20th of September. Accordingly, on the 20th
and 21st of September, the sections were all sold, to be completed by the 1st of
July 1854, at the aggregate sum of $ 5417 68, averaging about $ 303 93 4-5 per
mile; amount sold 17 miles 244 poles, to which must be added 120 poles let to
George Rodeheaver, at 831 cents per rod, and 134 poles to George Wilhelm, at
$3 per rod, making the whole length of the road 18 miles and 58 poles, and the
aggregate contract price $ 5,558 93: width of road 18 feet, and timber cleared 12
feet each side of it. In the above contracts bridges are all included. On the
22d of September, the board met according to adjournment. Superintendent
reported sales, all of which were confirmed. It was ordered that the treasurer
give a bond for ten thousand dollars, with good sureties, to be approved by the
president, (which has been done;) and 50 per cent. on individual subscriptions
was assessed. It was also ordered that $ 50 be paid by the treasurer to Abner
Foreman, for damages awarded him by a jury, for the passage of the road
through his land.
Thus far, our board has attended to the interests of the road with entire
unanimity and I think commendable zeal.
Contractors have improved the very favorable season, and many of them will
be entitled to one-fourth of their pay on the first of January, having half done
Digitized by
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742
Doc. No. 17.
their work. Nearly every section is being worked vigorously, and Than
doubt will be prosecuted to completion early next season.
It will be seen that the construction of our road will not exhaust the es
stock by some $2,400; but after all incidental charges are paid, an incouside
balance only will be left, to put up gates and aid in the repairs of = E
constructed road through a mountainous country.
Respectfully submitted.
H. HAGAN,
State Pro
Digitized by Google
noc. No. 17.
743
DANVILLE AND WYTHEVILLE TURNPIKE COMPANY.
REPORT.
OFFICE DANVILLE AND WITHEVILLE T. Co.
Henry Court-house, Va., Dec. 23, 1853.
To the Board of Public Works.
GENTLEMEN,
It having been previously ascertained that the requisite number
of shares of the stock, to secure the charter, had been subscribed for by respon-
sible persons and counties, notice was duly given as required by law, for the
meeting of the stockholders on 14th of February last, at this place.
On that day, stockholders who had subscribed for five hundred and four shares
of the capital stock of this company, assembled at this place, and proceeded to
organize, when Samuel G. Staples, Esq. of Patrick court-house was elected
president, and Hughes Dillard, Esq. of this place, and Crawford Turner, near
Elamsville, Patrick county, were elected directors on the part of the stockholders,
for the year ending 21st of March 1854.
Mr. Staples having declined to accept the office of president, the stock-
holders, in a meeting held on the 5th of May last, expressed a preference for Jno.
Rangely, Esq. of Patrick court-house, for that office. The directors who met on
the same day, elected Mr. Rangely president of the company for the year.
The directors on the 5th of May last employed Benjamin M. Jones, Esq. as
engineer, at a salary of seventeen hundred and fifty dollars per annum, and in-
structed him to proceed forthwith to make all necessary and proper surveys, to
ascertain the most direct and practicable route for the docation of the road from
Danville, in the direction of the town of Wytheville, to some eligible point on the
Fancy gap or Jacksonville and Hillaville turnpike road, and make report thereof.
The engineer and his corps proceeded to make the surveys, examining three
routes through the county of Patrick, to wit : the southern, middle and northern
and when the same were completed, he made report thereof to the stockholders
of the company, who decided that the road should be located from Danville,
along or near the line of survey by Henry court-house, crossing Smith's river at
Waller's ford-thence along the southern route, by Penn's store and Patrick
court-house, to its western terminus, near Hillsville in the county of Carroll.
Acting upon the decision thus made by the stockholders, the directory adver-
tised for proposals to construct various sections of the road, prefetring to put
those under contract first where the road was most needed.
The receipts and disbursements of the company to the close of the year have
been small, an account of which will be found in statement A, hereto annexed.
A list of the stockholders required has heretofore been furnished, and it is
believed is now on file in your office.
On the 21,st of Mare
v Thomas was duly elected treasurer
and clerk of the «
It pur-
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744
Doc. No. 17.
suance of the by-laws of the company, executed bond with approved securio
in the penalty of 8 5000, conditioned according to law for the faithful dischas
of his duties, which is now in the custody of the president of the company.
The treasurer also took the oath required by law, a certificate of which is
on file in this office.
The map of the survey is now being condensed to a smaller scale, and will i
forwarded to your office as soon as the same is completed.
The board will further say, that since the 1st of October last, they have F
under conrract sixty-two miles of the road, to be completed by 1st of Jamp
1855-the particulars of which will be embraced in the next report.
All of which is respectfully submitted.
JOHN RANGELY, Prit
C. Y. THOMAS, Clerk.
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Doc. No. 17.
745
Statement showing the state of the Danville and Wytheville Turnpike Company
for the year ending 30th September 1853.
Amount paid by the stockholders other than the commonwealth, to
30th September 1853,
-
-
-
-
973 00
1853.
July 25-By cash paid engineer on 25th of July 1853,
-
500 00
Sept.
By cash paid same.
-
-
-
125 00
By cash paid clerk and treasurer, 1st quarter's salary,
-
100 00
July 25-By cash paid directors for mileage and per diem for the
half year ending 21st September 1853,
-
163 80
By cash paid president, in part of his salary,
-
50 00
938 80
Cash on hand 1st of October 1853,
-
$ 34 20
The salary paid the clerk and treasurer is $ 400 per annum, and that of the president
same amount.
C. Y. THOMAS, Clerk.
94
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74
n
su:
in
of
DD ROCKFISH TURNPIKE CO.
SIDENT'S REPORT.
7 ressurer's account herewith exhibits the state of the
on the 30th September last.
ug to meet in general meeting, it was deemed proper to
sea time as a meeting could be held, to ascertain if the
X accepted by this company, increasing the capital stock
of the road. At their general meeting on the 9th De-
accepted, and the board of directors have since pro-
contract, (or to get in readiness for that purpose,) an addi-
work.
in the last annual report, the work has been completed
2 a point near Middlebrook, intersecting the Brownsburg and
unpike; and only until very recently have the company been
wile on the entire line.
3a
have been required to keep the road in repair. No dividends
is respectfully submitted.
WM. A. SCOTT, Pres't.
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Doc. No. 17.
747
Return of the state of the Howardsville and Rockfish Turnpike Company for the
year ending 30th September 1853.
Capital stock, (acts prior to 1852,) $ 45,000 :
Subscribed by individuals,
-
-
-
-
18000 00
Subscribed by commonwealth,
-
-
.
-
27000 00
Tolls from commencement to date,
-
-
.
-
922 00
Amount of commonwealth's subscription unpaid,
-
1050 00
Amount of individual subscription unpaid,
-
-
700 00
Expended in construction of work from commencement
(1847) to date, viz:
In engineering expenses,
-
-
586 70
In land damages,
-
-
-
6331 56
In cost of suits to assessors, commissions, &c.
-
493 64
In construction, to contractors,
-
-
31872 49
In mile posts,
-
-
-
60 00
In repairs,
-
-
-
-
1396 00
In salaries to officers, &c.
-
.
1197 62
Balance 30th Sept. 1853,
.
-
2233 99
44172 00
$ 45922 00
45922 00
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748
Doc. No. 17
Statement of Receipts and Expenditus
Balance. per last annual report, $39 54; deduct
suits, &c., $7 50,
-
-
For capital stock-from individuals,
.
from Board of public works,
tolls,
-
-
Total assets
Deduct disbursements during the year, viz:
Paid to contractors, viz:-Robertson Farrar, $4125;
$ 400,
-
-
Paid engineering account-to N.J. Barrett,
Assessors, cost of suit, commissions, &c. viz:
J. Jones, $4; E. Roberts, 84; J. Shelton, $4;
Brooks, &c. $6; Brown, &c. $12,
N.J. Barnett, commission for collecting $1071, 5 p. c.
W. C. Kendrick, toll gatherer, com'sion on $922,10 p.
Clerk's ticket, $55; M. D. Roberts, serving notices, $6
Paid for mile posts to N.J. Barnett, 20 e., $2 each,
Land damages to E.N. Roberts, $100; E. Bulsey, $12
Repairs, viz:
Shop acc't, $11 91: L. Ball, $11 70; M. G. Farrar, $11
D. Wade, $13 65; J. Bridgewater, $1; T. Berry, $15
M. G.F. $ 3 75; D. J. Hartsook, $181 50; H. Da
$2; H. & Thurmond, $100,
Salaries for 1851-52, viz:
W. D. Boaz, president, $52 28; W. A. Scott, $17
$ 85 42; secretary. $85 42; N.F. Cabell, $6; J. F
W.A. Scott, $4 50; J. Woods, $1 50; G. W. Ma
J. B. McClelland, $3,
-
Salaries for 1852-'53 to 30th September:
W.A. Scott, president, 875; treasurer, $50; secretar
Total disbursement
By order of the board of president and directors.
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Doc. No. 17.
749
LOGAN, RALEIGH AND MONROE TURNPIKE.
REPORT.
To the Board of Public Works.
GENTLEMEN,
The president, directors and company of the Logan, Raleigh
and Monroe turnpike would respectfully make their second annual report, and
would state, as a reason of its being delayed to this late day, that the annual
meeting of the stockholders of this company, which was appointed at the first
general meeting to take place on 22d April 1853, at Wyoming court-house, did
not take place, owing to the want of a quorum, until the 25th day of November
last, at which time Anthony Lawson, Esq., president of the company, handed in
his resignation of that office, which was accepted, and General Alfred Beckley,
state director, was unanimously elected president of the company, and William
Brooks, Esq. of Wyoming county, one of the directors on the part of the private
stockholders, declining a re-election, Messrs. Ulysses Hinchman and David Cook
were chosen directors for this year. The stockholders made the following allow-
ances to the officers of the company : To the president, fifty dollars per annum,
and to each director, two dollars for each day necessarily employed by them in
the service of the company.
The board would respectfully report that the sum of $1,700 has been received
from the private stockholders-making the sum of 2,500 due from the state to
the company, most of which has been drawn and expended upon the road. It
appears that the treasurer did not hand in a report in detail of the receipts and
disbursements (which in the opinion of the present president should have been
done, but being absent from the annual meeting, he could not exercise any influ-
ence to that end.) Your board would respectfully report that the following pro-
gress in the construction of the road has been made, and is making, to wit:
In Raleigh county, six miles have been satisfactorily completed, and five miles
more are commenced and are nearly completed.
In Wyoming county, one mile has been commenced, and ten miles, including
the part over Huff's mountain, between Wyoming and Logan court-houses, have
been conditionally contracted to be made as the company may be in funds. There
are funds enough belonging to that county to make four miles of the above ten.
In Logan county, three miles nearly completed and ready for inspection. Ten
miles are under contract, but not generally commenced.
The board, upon the petition of many respectable citizens and stockholders,
caused Benjamin R. Linkous, their engineer, to make a survey of the upper gaps
of Huff's mountain, so as to present a comparative estimate of both routes, and
upon his report, unanimously preferred the lower gaps, as originally located. The
board have directed the engineer, at his earliest convenience, to locate their road
from Logan court-house to Sandy river, as it is believed ample means can be had
to complete that portion of the road.
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750
Doc. No. 17.
With regard to the extension of their road from Raleigh court-house
Blue Sulphur springs in the county of Greenbrier, as authorized by an add
act of the general assembly, passed last session, the board have #PI
commissioners to obtain private subscriptions for two-fifths of $16,000: the
only partially acted within Raleigh county, and have obtained subscr
amounting to $1,325. The board believe that large subscriptions can be ol
in Greenbrier county; and the president promises to have this part of the in
ment in a good train by next annual report, considering the extension th
valuable and desirable portion of the improvement.
The cost of surveying the upper gap of Huff was $ 82 65, and was char
Wyoming quota of stock.
The following order was made previous to annual meeting:
Resolved, that Benj. R. Linkous, engineer and superintendent, be reques
visit all the works of the company now in progress of construction, to an
the manner in which the contractors are executing their several contract
that the board will pay him a reasonable compensation for all the time he is
sarily employed in so doing.
Having now presented a report of all matters deemed pertinent at this
tion of their improvement,
The above is respectfully submitted.
By order of the board.
ALFRED BECKLEY, P:
Near Raleigh C. H., Dec. 20, 1853.
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Doc. No. 17.
751
NORTH FREDERICK TURNPIKE COMPANY.
Return of the State of the North Frederick Turnpike Company for the year ending
November 1, 1853.
Balance on hand, per last annual report,
-
-
716 95
Amount from state,
-
.
-
.
534 00
Amount of tolls received,
-
-
-
1339 58
Amount paid to bank,
-
-
-
-
970 27
Construction and repairs,
-
-
-
897 57
Toll receivers' compensation,
-
-
-
136 80
Toll-house,
-
-
-
-
-
146 25
Amount on hand November 1, 1853.
-
.
-
439 64
$ 2590 53
$ 2590 53
By order of the board of president and directors.
J. MILTON BAKER, Clerk.
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752
Doc. No. 17.
RALEIGH AND GRAYSON TURNI
REPORT.
W
To the Members of the Board of
Public Works of Virginia.
GENTLEMEN,
At the request of the bo:
Grayson turnpike, I beg to submit to you the
progress and state of the work from the Nor
Grayson County.-The surveys from Gra
lina line have been made, but on account ,
In the Treasury.
the difficulty of getting hands during th
location has not yet been completed. Th
'00 00
91 74
be about fourteen miles; the country is fa
560 00
1411 65
it can be constructed at an average pri-
-; 13 90
671 07
1 1228 04
77 13
sum of $ 5600. The portion under e
2700 00
-
the county line at the top of the Iron ,
58802 45
of about a mile and a half, and that "
$ 2251 39
Length under construction, fifteen 1
more full financial statement
Fourteen miles to be located, estin
next meeting of directors.
d by the legislature during its
Estimates paid,
tions could be made as to the
-
1g after reception, and from other
Amount necessary to complete
al capital to improve the road on its
Money now in the treasury,
to receive toll.
Wythe County.-The road fr.
ROBT. GIBBONEY, Pres't.
been completed and received,
which is however nearly finis)
important and desirable to
Wytheville to the top of I.
From the top of Little Wall
(being the Tazewell line) t¹
the exception of three-qua)
Forty-one and one-fifth
Estimates issued,
Money now in the tre
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754
Doc. No. 1
RECAPITULAT
County.
Length.
Money s
M.
YDS.
Grayson,
-
.
-
29
-
357
Wythe,
-
-
-
42
625
1626
Tazewell,
-
-
-
15 1590
569
Mercer,
-
-
-
34
1665
1033
Raleigh,
-
-
-
9
-
140
Total,
-
131
350
$3726
There having been no president for some ti
will be given in a supplement to this, made at
If an additional capital could be appropr
present session, a great many beneficial alte
quality of the ground, distance, grade, &c.
From parts of the road being used so lor
causes, it will likewise require an additional
present location, so as to put it in a fit state to
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Dec. No. 17.
A.
WHEELING, WEST LIBERTY AND
Return of the state of the Wheeling, West Liberty and Bethany Turnpike Co.
To amount of commonwealth's subscription unpaid,
.
-
6458 82
individual
"
"
-
-
296 06
to surveys.
-
-
-
-
-
266 00
to construction to 30th September 1849,
-
-
17107 26
to construction to 30th September 1853,
-
-
5049 12
22156 38
.
To repairs to date,
-
-
-
-
-
2689 18
To land damages,
-
-
-
-
-
165 00
Property held by company, viz:
.
Dues. carts and tools, 30th September 1849,
-
-
1011 64
Less amount per sales collected,
-
-
-
495 79
515 85
To printing and stationery,
-
-
-
16 25
To balance on hand,
-
-
-
.
1786 52
$
34350 00
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Doc. No. 17.
757
BETHANY TURNPIKE COMPANY.
from the 30th Sept. 1849, and ending on the 30th Sept. 1853.
By capital stock, viz:
267 shares, $ 50, by individuals,
13350 00
420 shares, $ 50, by commonwealth,
21000 00
34350 00
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756
12
R.
B
Statement of Receipts and Expenditures since 30th
To at
To
was 30th, 1849,
-
-
.
1525 64
To
ividuals to date,
-
.
.
3359 81
9.
onwealth to date,
-
.
4208 58
.
7
:
-
495 79
$ 9589 76
- $ hands,
1786 52
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Doc. No. 17.
759
September 1849, and ending 30th September 1853.
By amount paid for construction,
-
-
.
-
5049 12
of
"
repairs,
-
&
-
-
2689 12
"
"
land damages,
-
.
4
-
65 00
By balance on hand,
.
.
.
a
1786 52
$ 9589 76
By order of the board of president and directors.
H. W. CHAPLINE, Clerk.
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758
17.
LND BERRY'S FERRY TURNPIKE CO.
WINCHESTER, Jan. 4, 1854.
molic Works.
nclosed I send you the report of the Winchester and Berry's ferry
It would have been made earlier, but for the absence of the
as original contracts within the capital stock, but one of the con-
ouded, and another failed, having probably undertaken the work toe
sere obliged therefore to pay more to complete the road.
bund it necessary to pave a part of it through the slate land, which
would not be necessary; and there is still more of it that ought to be
:
cuts up very much in the latter part of the winter and spring.
seen from our reports, that neither the president, treasurer, secretary
have ever made any charge for services; and yet we are obliged to
acos, which is reported.
Respectfully submitted.
P. WILLIAMS,
Secretary.
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Doc. No. 17.
761
A.
Return of the state of the Winchester and Berry's Ferry Turnpike Company for
the year ending September 30, 1853.
Capital stock, $ 25,000
Subscribed by individuals 200 shares, at $ 50 each,
-
10000 00
Subscribed by commonwealth 300 shares, at $ 50 each,
-
15000 00
25000 00
Due by the company-borrowed from banks, principal,
-
-
3495 68
Tolls from commencement of the work,
-
-
-
1442 20
$
29937 88
Amount of commonwealth's subscription unpaid,
-
1290 00
Amount of individual subscription unpaid,
-
-
350 00
Expended in construction from beginning of the work,
-
24311 39
Due for toll-houses and lots,
-
-
-
1415 59
Land damages,
-
-
-
-
679 32
Incidental expenses,
-
-
-
-
131 45
Gate keeper's salaries,
-
-
-
-
193 51
Law expenses,
-
-
-
.
50 87
Repairs of road,
-
.
-
-
1161 34
Cash on hand,
.
.
.
.
114 17
$ 29697 64
96
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Doc. No. 17.
B.
at
I asc report. September 30, 1852,
.
647 85
twice márkinal stockholders,
-
-
375 00
- run vis
.
-
-
753 99
rear
sents
-
-
-
1095 15
$ 2871 99
issing the year:
in construction.
-
-
-
-
834 09
as
-
-
,
-
822 58
-
-
-
-
.
75 70
-
-
-
-
3 00
.
-
-
-
.
5 00
-
-
-
-
143 51
-
-
-
-
737 22
4
into 2 Farmers Bank,
-
6
-
136 22
and # hand
2757 82
-
-
-
-
114 17
$
2871 99
JNO. E. PAGE,
President.
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Doc. No. 17.
763
PRINCETON AND RED SULPHUR ROAD.
REPORT.
RED SULPHUR SPRINGS, VA.
December 29th, 1853.
WM. R. DRINKARD Esq.
DEAR SIR,
This is to inform the Board of public works, that I have ex-
amined that portion of the Princeton and Red Sulphur road, which lies in the
county of Monroe, embracing a distance of 6 miles and 100 poles; which part
was offered as finished for reception. And regarding the same portion of road
completed in accordance with the specifications of the contract entered into by
Wm. H. French and G. W. Pearis with said board the 24th March 1851, and
subsequent instructions of said board, I have given a certificate to said French
and Pearis that I considered said portion of this road finished, and would forth-
with report its reception to the Board of public works (which I now do.) Said cer-
tificate bears date the 28th instant. A report will also be made by commissioners
to the county court of Monroe, showing the completion of said portion of road,
and recommending that said court take charge of same and have it kept in repair.
The portion of the Princeton Red Sulphur road lying in the county of Mercer,
a distance of about 19 miles, is not yet finished, and I fear will not be this winter.
There may be some sections of five or more contiguous miles finished, or nearly so,
but I have refused to receive in sections, and require the whole in each county to
be completed and given up at one time; which I shall continue to require, unless
otherwise instructed by the Board of public works; but 1 thought there was no
impropriety in receiving the entire portion in either of the counties whenever the
same was finished. as each portion must of necessity be taken in charge by differ-
ent courts. I have therefore agreed to receive the portion herein reported.
Respectfully, yours,
JOHN H. VAWTER, Eng'r.
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764
Doc. No. 17.
BALTIMORE AND OHIO RAILROAD COMPANY.
WESTON, Va., December 29, 183
EDWARD J. ARMSTRONG, Esq.
Comm'r Board of Public Works.
SIR,
Acting under your appointment, I have the honor to communi
herewith all the information which I have been able to collect touching
administration of the Baltimore and Ohio railroad company within this come
wealth.
The first enquiry which addressed itself to my consideration under the nsi
tion of the house of delegates, accompanying this communication, marked 4,
that "in regard to the rates charged from different points of said road."
answer to that enquiry, I was furnished by the company's agents with the prim
" passenger rates" put into operation on the 1st of January 1853, and the of
tariff," taking effect on the 1st of October 1853; both of which I send y
marked B and C.
The rates thus put into operation by the company, I have renson to being
are adhered to, with immaterial departures, adopted perhaps, for convenism
the company's agents. It may not be amiss, however, to call your allentive
this connection, to the practical working of the rates adopted upon the in
mediate and local intercourse on the road. That there should be a discriminal
in favor of passengers and freight destined from Baltimore to Wheeling-1
vice versa in point of compensation without regard to time, within the main
rates allowed by the charter, is an occurrence not unexpected to those acquired
with the general operations of railroad companies; but that a discrimination
favor of an intermediate locality, against another locality similarly situati
strikes me, is unusual and should be corrected. Such discrimination yet
observe on the passenger rates."
For example:
For a passenger from Baltimore to Fetterman, the fare is
-
From Fetterman to Wheeling,
-
-
-
Making
-
I
-
From Baltimore to Fairmont, the fare is
-
7 60
From Fairmont to Wheeling,
-
-
2 75
Making
-
I
In favor of Fairmont and against Fetterman,
-
Again, take the fare
From Baltimore to Sykesville,
-
-
From Sykesville to Wheeling,
-
-
Making
-
-
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Doc. No. 17.
765
From Baltimore to Cranberry Summit,
-
.
6 40
From Cranberry Summit to Wheeling,
-
.
4 80
Making
-
-
$11 60
In favor of Sykesville and against Cranberry Summit,
-
$1 20
Again, take the fare
From Martinsburg to Baltimore,
-
-
-
3 50
From Wheeling to Martinsburg,
-
-
-
7 25
Making
-
-
-
$10 75
Or $1 15 more than the Sykesville station.
To appreciate the differences here alluded to, it must not be forgotten that the
through fare from Baltimore to Wheeling, as shown by the passenger rates, is but
$ 8 50; while traveling over the same road from Baltimore to Cranberry Sum-
mit, and thence to Wheeling, the rate is fixed at $11 20. If the passenger stops
at Fetterman, the rate is $10 70; if at Fairmont only, $10 35; and if at Sykes-
ville, $9 60; the whole distances being traveled in each case. and but one tran-
shipinent in each case.
In addition to the information which the rates and tariff bills disclose, George
Pusey, a resident of the town of Fairmont, gave me information that on the 3d
of March 1853 he called at the ticket office in the city of Baltimore to pay his
fare through to Fairmont, the price then being $ 7 60. The ticket agent informed
Mr. Pusey that the office was closed, and recommended him to go upon the cars
and pay to the conductor, as his fare would be the same as if he obtained a ticket
at his office. In consequence of the recommendation of the ticket agent, he
went upon the cars, and was charged by the conductor $5 to Cumberland, and
from thence to Fairmont the further sum of $4 25, making $ 9 25 from Baltimore
to Fairmont. Mr. Pusey says he has demanded from the company reparation for
the injustice done him on this occasion, and that the same has been refused. In
opposition to Mr. Pusey's statement, the agents of the company say that, disa-
vowing the conduct of the conductors, they proposed to pay him the difference
between, the sum charged and that which ought to have been charged. Ulysses N.
Arnett, a member of the last general assembly, informed me that on his return
home in April last, he came upon the said road at the Relay house, and was
charged from that point to Cumberland 5, and from thence to Fairmont $ 4 25,
making $ 9 25. Although the company disavow those acts of the conductors, it
may not be inappropriate to look to the authority of the company to exact such
charges in case a question of authority should be raised.
The doctrine respecting corporations appears to be well established, that, as
they are the mere creatures of law, established for special purposes, and derive
all their powers from the acts creating them, are confined in their operations to
the subject matter prescribed, or specially granted by the act of incorporation, or
as are necessary for the purpose of carrying into. effect the powers expressly
granted, and as not having any other.
The power to make by-laws regulating their charges is expressly authorized by
the act of incorporation of this company, but is limited in its exercise to the
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766
Doc. No. 17.
maximum authorized by the act of assembly, passed on the 11th of March 1837,
establishing general regulations for the incorporation of railroad companies;
which provides, that a railroad company, 80 soon as any portion of their railroad
constructed according to the provisions of the act may be in readiness for
transportation, they may transport persons and property, and may charge for the
transportation of persons, not exceeding six cents per mile for each person, in-
cluding his baggage, not exceeding 150 pounds. And for the transportation of
goods, produce, merchandize and other articles, except gypsum and lime, not ex-
ceeding eight cents per ton per mile. This general power is still further qualified
by the proviso to the sixth section of the charter granted on the 6th of March
1847 to said company, which provides " that the Baltimore and Ohio railroad
company shall not be permitted to charge for transportation or travel to or from
Baltimore from or to any point distant more than five miles in a direct Ifne from
the Ohio river, more in the aggregate .than for transportation or travel from
Wheeling to Baltimore, or from Baltimore to Wheeling respectively, nor more in
the aggregate from any depot west of Harpers Ferry to Baltimore, or from Balti-
more to such depot, than from any other depot more distant from Baltimore to
Baltimore, or from Baltimore to such last mentioned depot."
Such being the limitations restraining the company in the exercise or imposi-
tion of their charges, it cannot be maintained that while the company are charg-
ing for passengers but $ 8 50 from Baltimore to Wheeling, they are permitted to
charge $9 25 from Baltimore to Fairmont, distant more than five miles in a direct
line from the Ohio river; and it is due, in fairness to the company, to say that
they claim no such power, and they allege they have offered amends for all irre-
gularities of the kind by their agents.
Another complaint was made to me by R. B. Sherrard, senator of the last gene-
ral assembly, to the effect, that he applied for passage from Baltimore to Pawpaw,
alleging that place to be a regular station for receiving and discharging passen-
gers. The company, it is alleged by Mr. Sherrard, refused to stop their train at
that depot going west from Baltimore, and carried him to Cumberland, a distance
of 25 miles. and on their eastward trip next day discharged him. Mr. Sherrard
further informed me that this refusal was on the night train, with which train they
never stop at the depot indicated. I take it also that Pawpaw is a depot merely
for freight, as that place is not mentioned on the table of passenger rates."
With those individual exceptions, no information was collected or received tend-
ing to show any inequality in the rates charged or manner of the service rendered
by the company. If unequal burthens exist, they are burtheus ou Virginia citi-
zens-not because they are Virginia citizens, but because they come under the
influence of the irregularities of the company. Nothing showing a discrimina-
tion on the part of the company against Virginia trade and travel in favor of the
trade and travel of other states has come under my observation.
In collecting the information which I now communicate, I was actuated by an
anxious desire to ferret out every act in the administration of the compauy look-
ing like an odious discrimination against Virginia interests. If such discrimina-
tions existed, it was due to the citizens of Virginia that the evils should be cor-
rected. If they did not exist, it was alike due to the company that they should
be vindicated from the effects of such charges.
Digitized by
Google
Doc. No. 17.
767
It may not be improper, in responding to the latter clause of the resolution of
the house of delegates reporting the conclusions of the Board of public works to
the general assembly, to recommend a modification of the passenger rates and
freight, so as to equalize them between the different stations along said road, but
that and any other reasonable change desirable on the part of Virginia citizens, I
have no doubt will be promptly made by the company, without legislative inter-
ference on the subject. Let the attention of the officers of the company be called
to the subject, from a respectable source, that evils exist, and I have no fears that
they will impair their high standing by a refusal to correct them.
I am, very respectfully,
Your most ob't serv't,
J. M. BENNETT.
Digitized by Google
768
Doc. No. 17.
A.
Resolved, that the commissioners of public works be instructed to receive and
collect all information touching the administration of the Baltimore and Ohio rail-
road company within this commonwealth, in regard to the rates charged from dif-
ferent points of said road; and generally to enquire whether, in the manage-
ment of said road, unequal burthens are imposed on the citizens of this state;
and that the said commissioners be required to report their conclusions to the next
general assembly, with suggestions of such remedy (if any be needed) as the evils
may require.
Digitized by Google
BALTIMORE A1
DESTINATION.
Relay-House.
Ellicott's Mills.
Elyaville.
Marriottaville.
Sykesville.
Woodbine.
Mount Airy.
Monrovia.
ljamsville.
Baltimore,
-
-
25
50
70
100
110
135
155
175
190
Relay-House,
-
-
-
25
40
65
80
100
120
145
160
Ellicott's Mills,
-
-
-
-
25
45
60
80
100
125
140
Elyaville,
.
-
30
40
60
80
100
115
Marriottsville,
-
-
-
-
25
35
55
75
90
Sykesville,
-
-
-
-
25
45
65
80
Woodbine,
-
-
-
25
40
55
Mount Airy,
-
-
25
35
Monrovia,
-
-
-
-
25
Ijamsville,
-
-
Monocacy,
-
-
-
-
Frederick,
-
-
Davis' Ware-house,
-
Point of Rocks,
-
-
-
Berlin,
Knoxville,
H. Ferry,
-
Duffields,
Kerneysville,
Martinsburg,
-
North Mountain,
-
Hancock,
-
-
Sir John's Run,
-
-
-
Great Cacapon,
-
Green Spring R.
-
-
-
Patterson's Creek,
&
-
-
-
Cumberlund,
Brady's Mill,
-
New Creek,
Piedmont,
-
Bloomington,
Frankville,
Oaklands,
Cranberry S.
-
-
Cheat River,
Tunnelton,
-
Independence,
Fetterman,
Valley R. Falls,
Benton's Ferry,
Fairmont,
Barnesville,
Barracksville,
-
Farmington,
-
Mannington,
Bee-Guin Station,
Burton,
Bellton,
-
Cameron,
-
-
Roseby's Rock,
.
-
-
-
-
Moundaville,
.
-
-
-
-
-
-
-
Wheeling.
For intermediate and extra distances, charge 3₫ cents per mile, taking card
Digitized by Google
Digitized by Google
97
Digitized by Google
C.
FREIGHT TARIFF
Of the Baltimore and Ohio Railroad-to take effect October 1, 1853.
RATES BETWEEN WHEELING AND
RATES BETWEEN BALTIMORE AND THE SEVERAL STA.
THE SEVERAL STATIONS-PER
100 LBS.
TIONS-PER 100 LBS.
NAMES OF THE SEVERAL FREIGHT STATIONS ON THE
let Class.
2d Class.
3d Class.
4th Class.
1st Class.
2d Class.
3d Class.
4th Class.
RAILROAD.
PLASTER-Per
Ton.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
FLOUR-Per
Barrel.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts-
Cts.
Cts.
Cts.
Cts.
Cents.
Baltimore,
-
-
-
90
75
75
60
65
50
50
40
3
3
3
3
3
3
3
3
Washington Junction,
-
-
90
75
75
60
65
50
50
40
-
-
4
4
3
3
3
3
3
3
Avalon,
-
-
-
90
75
75
60
65
50
50
40
-
-
-
Digitized by Google
26
5
5
4
4
3
3
3
3
81
-
Ilchester,
-
-
-
90
75
75
60
65
50
50
40
-
30
6
6
4
4
3
3
3
3
91
-
-
Ellicott's Mills,
-
-
-
88
73
73
59
63
49
49
39
42
8
8
6
6
5
5
4
4
12
72
49
49
-
Elysville,
-
-
-
87
72
59
62
39
-
-
50
10
10
7
7
6
6
5
5
121
-
Woodstock.
-
-
-
-
86
72
72
58
62
48
48
38
-
58
11
11
8
8
7
7
6
6
13
-
- Marriottsville,
85
71
71
57
61
48
48
38
-
-
-
64
12
12
9
9
8
8
6
6
134
-
-
Sykesville,
-
-
84
70
70
56
60
47
47
37
70
14
14
10
10
8
8
7
7
15
Hood's Mill,
84
70
70
56
60
47
47
37
.
-
-
-
.
-
76
15
15
11
11
9
9
7
7
16
- Woodbine,
83
68
69
56
59
48
47
37
-
-
-
88
17
17
13
13
11
11
9
9
18
-
-
Mount Airy,
.
-
8
68
68
55
58
46
46
37
-
-
1.00
20
20
15
15
12
12
10
10
20
- Monrovia,
36
.
-
81
67
67
54
57
45
45
-
-
-
1.00
21
20
16
15
13
12
11
10
20
- ljämaville,
-
-
81
67
67
54
57
45
45
36
-
-
Monocsey,
80
67
67
53
57
44
44
35
1.00
23
20
18
15
15
13
12
10
20
-
-
-
-
-
1.00
24
20
19
15
15
13
12
10
20
Frederick,
80
67
67
53
57
44
44
35
-
-
1.00
25
21
10
15
15
13
12
10
20
80
67
67
53
57
44
44
35
1.00
25
21
19
15
15
13
13
10
20
Davis' Depot.
79
66
66
53
56
44
44
35
1.00
26
21
19
15
15
13
13
10
20
Doup's Switch,
78
65
65
52
55
44
44
35
1.00
27
22
20
16
17
14
14
11
20
Point of Rocks,
-
77
64
64
51
54
43
43
34
1.00
28
22
21
17
17
14
14
11
20
Catoctin Depot,
-
77
64
64
51
54
43
43
34
1.00
29
23
22
17
18
15
15
12
20
Berlin,
-
77
64
64
51
54
43
43
34
1.00
30
24
23
18
19
15
15
12
20
Knoxville,
-
76
64
64
51
54
43
43
34
1.00
30
24
23
18
19
15
15
12
20
Weverton.
-
76
64
64
51
54
43
43
34
1.03
31
25
23
18
19
15
16
13
20
Harpers Ferry,
75
63
63
50
53
42
42
34
1.07
33
26
25
19
21
16
17
13
24
Duffields,
-
74
63
63
50
53
42
42
34
1.13
35
27
26
20
22
17
18
14
25
Kearneysville,
73
62
62
50
52
42
42
34
1.16
35
27
26
20
22
17
18
14
25
Van Cliveville,
-
72
61
61
49
51
41
41
33
1.21
37
28
28
21
22
18
19
15
26
Flagg's Mill,
71
60
60
48
50
40
40
32
1.23
37
28
28
21
22
18
19
15
26
Martinsburg,
71
60
60
48
50
40
40
32
1.32
39
29
29
22
22
18
20
15
30
North Mountain,
69
58
58
47
49
39
40
32
1.41
40
30
30
22
25
19
21
16
34
Cherry Run,
68
57
57
46
48
38
39
31
1.46
41
31
31
23
27
20
23
17
36
-
Sleepy Creek,
67
56
56
45
47
37
38
30
1.51
42
32
31
23
27
20
23
17
38
-
Hancock,
66
55
55
44
46
36
37
29
1.57
43
32
32
24
27
20
23
17
40
-
Sir John's Run,
65
55
55
44
46
36
37
29
1.62
44
33
32
24
28
21
24
18
40
Great Cacapon,
64
54
54
43
45
35
36
29
1.87
47
34
34
25
30.
22
27
19
40
41
32
48
IMMER.
Paw Paw Depot,
61
51
51
42
34
27
1.93
35
34
25
30
22
27
19
WINTER.
40
-
Little Cacapon,
60
50
50
40
42
32
33
27
1.98
48
35
34
25
30
22
28
19
40
South Branch,
59
49
49
39
42
32
32
26
2.01
49
35
35
25
30
22
28
19
40
Green Spring Run,
58
48
48
38
40
31
32
25
2.09
49
35
35
25
32
23
29
20
40
Patterson's Creek,
57
47
47
37
39
31
31
25
2.18
50
35
35
25
32
23
30
20
40 40
Cumberland,
56
47
47
37
39
31
31
25
2.20
52
36
36
26
33
24
31
21
42
41
Brady's Mill,
54
15
45
26
38
30
30
24
2.25
54
38
38
27
35
25
32
22
44
42
Rawlins' W. S.
53
44
44
35
37
29
29
24
2.33
55
39
39
28
36
25
33
23
45
43
New Creek,
52
43
43
34
36
29
28
23
2.38
55
40
40
29
36
26
33
23
46
44
Piedmont,
51
42
42
34
35
29
28
23
240
57
42
42
31
38
27
34
24
48
46
Bloomington,
50
41
40
33
33
28
26
22
2.47
Digitized by
59
44
44
33
39
29
35
25
51
48
Frankville,
49
39
38
31
32
26
25
21
2.50
61
46
46
35
41
31
36
26
54
50
Wilson's Depot,
48
37
36
29
30
25
24
20
2.51
63
48
48
36
42
32
37
27
55
50
Altamont,
48
35
34
27
29
23
23
19
2.60
64
49
49
37
43
33
37
27
56
51
Oakland,
46
34
34
26
29
23
23
19
2.70
66
51
51
39
44
34
38
28
58
52
Cranberry,
45
33
33
25
28
22
23
18
2.80
72
57
57
44
49
39
41
31
65
57
Cheat River,
43
32
32
24
27
21
23
17
2.87
75
60
60
47
51
41
43
33
68
59
Tunnelton,
41
31
31
23
27
20
22
16
2.94
77
62
62
49
53
43
44
34
70
61
Independence,
39
30
30
22
26
19
21
15
3.00
79
64
64
51
54
44
45
35
73
63
Thornton,
38
29
29
22
25
19
20
15
3.00
81
66
66
52
56
46
46
36
75
64
Fetterman.
36
28
27
21
23
18
19
14
C.-CONTINUED.
RATES BETWEEN BALTIMORE AND THE SEVERAL STA.
RATES BETWEEN WHEELING AND
TIONS-PER 100 LBS.
THE SEVERAL STATIONS-PER
100 LBS.
NAMES OF THE SEVERAL FREIGHT STATIONS ON THE
1st Class.
2d Class.
3d Class.
4th Class.
RAILROAD.
lst Class.
2d Class.
3d Class.
4th Class.
PLASTER-Per
Ton.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
FLOUR-Per
Barrel.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
Winter.
Summer.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cents.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
Cts.
3.00
82
67
67
53
57
46
46
36
76 64
-
- Valley River Falls,
-
-
35
27
26
20
22
17
18
13
3.00
83
68
68
54
58
46
46
36
76 64
0
- Nuzum's Mill,
-
-
34
26
25
19
21
16
17
13
3.00
84
69
69
55
59
48
47
37
77 65
-
- Benton's Ferry,
-
-
-
32
25
24
18
20
15
16
12
3.00
84
69
69
55
59
48
47
37
78 66
-
- Fairmont.
-
-
-
30
24
23
18
19
15
15
19
3.00
85
70
70
56
60
48
47
37
79 67
-
- Barnes' Depot,
-
.
-
28
23
22
17
18
14
14
11
3.00
86
71
71
57
61
49
48
38
80 68
-
- Barrackville,
-
-
-
26
22
21
16
17
14
13
10
3.00
87
72
72
57
62
49
49
39
82 68
-
- Mannington,
-
-
-
23
20
19
16
16
13
12
10
3.00
88
73
73
58
65
50
50
40
83 69
-
- Farmington,
-
-
-
22
19
19
15
16
13
12
10
3.00
90
75
75
60
65
50
50
40
85 70
-
- Littleton,
-
-
-
18
15
15
12
13
11
11
9
3.00
90
75
75
60
65
50
50
40
85 70
-
- Bell's,
#
-
-
-
16
14
14
11
12
10
10
8
Digitized by Google
3.00
90
75
75
60
65
50
50
40
85 70
-
- Cameron.
-
-
-
-
12
10
10
9
9
8
8
6
3.00
90
75
75
60
65
50
50
40
85 70
-
Moundsville,
-
a
-
7
6
6
5
5
4
5
4
3.00
90
75
75
60
65
50
50
40
85
70
- Wheeling.
To determine the charge from one way station to another, on goods named in either of the above classes, take the charge for the same distance, in the
same direction, from Baltimore or Wheeling, taking care not to exceed the charge from the place of shipment to the other end of the road.
No charge for any distance, however short, shall be less than 30 cents per 2000 pounds, except by special contract, made with the general superintendent.
Doc. No. 17.
773
SPECIAL RATES.
Empty flour barrels will be carried at one-third of flour rates, at the company's
:onvenience, but none less than 3 cents each. Whisky, pork and like barrels at
louble these rates.
Bricks at 2 cents per ton per mile, but not less than 75 cents per thousand.
Carriages must be securely protected by good covering, or other packing, from
liability to fire, chafing or injury from weather. When so protected, they will be
ated to weigh as follows under first class rates
A four-horse vehicle to weigh
-
5000 pounds.
A two-horee " "
-
3000 "
A one-horse
"
"
-
2000
"
If the owner or his agent shall assume the various risks to which such articles
re liable, and release the company from the same, in writing, the charge will be
sade at second class rates-same estimated weights.
Coal and coke from Piedmont and Cumberland, will be taken at prices estab-
shed by special contract, or published in separate lists, from time to time.
Fire bricks, from Cumberland to Baltimore, $2 46 per 2240 lbs. all the year.
Grains, if in car loads, will be taken by the car load at same gross charge as
lour.
Iron, in pigs and blooms, delivered at Mount Clare station :
Cumberland to Baltimore,
-
-
$2 50 per ton.
Harpers Ferry to
"
.
-
-
1 50
"
Point of Rocks to
"
-
-
1 50
"
Frederick to
"
-
-
1 50
"
and not to exceed $2 50 per ton for any distance under 180 miles. Subject to
5 cents charge per ton for street haulage.
Westward-taken at company's convenience
Fairmont to Wheeling,
-
-
$ 2 00 per ton.
Baltimore
"
-
-
-
5 00
"
Iron ore from Point of Rocks to Cumberland, $1 45 per ton; otherwise at
ourth class rates, except by special contract.
Lumber and timber, when taken in car loads, will be charged at 20 per cent.
ess than fourth class rates, excepting logs, square timber and very long stuff.
On lumber of all kinds not more than 25 feet long, heading and staves, shooks,
anners' bark, shingles and hoop poles, (which must be tied up in bunches,) in
quantities of 10 tons or more, at any one time, a deduction of 20 per cent. from
qurth class rates will be made. If the company load or unload either lumber,
shingles, tanners' bark, heading, staves or hoop poles, 10 cents per ton, or 30 cents
per cord, will be charged, each for loading and unloading.
4 for loading and unloading cars, unless a special
writing; and whenever a car is delayed for
be at the option of the company to
without any deduction, or to charge
ww
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Doc. No. 17.
The special carriage of lumber, from mills along the route, must be provided
for by special contract.
Live Stock.
Sheep and swine will be taken at two several rates. If in cars with one
floor only, they will be charged at first class summer rates, not exceeding 70 ceats
per 100 lbs. If in cars with two floors, both of them filled, the charge will be at
second class summer rates.
Horses, mules and cattle will be taken only by special contract with the gene-
ral superintendent or master of transportation.
It is to be understood distinctly that the owners of live stock take the sole
risk of all injury to their animals from suffocation, maiming of themselves or of
each other, and of escape; indeed, of all injuries or accidents, not clearly and
directly traceable to the neglect or misconduct of the company's officers or hands.
In order to obviate all grounds of complaint of the crowding of hogs, sheep or
calves, the owner or his agent may determine how many of them may be put
into one car, by agreeing to pay for not less than 10,000 pounds as the load of
such car, with one floor, or 16,000 lbs. with two floors, the company reserving the
right to charge for the actual weight of such load if it should overrun these limits.
Owners or drivers will be taken on the train to attend to their stock free of
charge, but at their own risk of personal injury, from whatever cause.
But no owner or driver will be carried back free, unless he shall have obtained
a pass for that purpose from the agent of the station where his stock was loaded.
Manganese, from Harpers Ferry to Baltimore, at $2 per ton.
Manures-natural and artificial, (plaster excepted,) will be carried at 3 cents
per ton per mile, not less than 30 cents per ton, nor more than fourth class rates,
the company reserving the right to send such as are offensive at their own con-
venience, when there is less than a car load, or to charge for the estimated capa-
city of the car.
Specie will be transported only in the passenger trains, under the special care
of an authorized agent of the company, and will be charged at first class summer
rates for $1000 estimated at 300 pounds.
Sand for building, &c. will be carried in entire car loads at 2 cents per ton per
mile; but not less than 30 cents per ton for any distance, to be loaded and un-
loaded by owner.
Stoves, stove plates and furniture and other light castings, and machinery of all
kinds, will only be taken at owner's risk as to breakage.
No article that the agents of the company do not consider worth the charge
for freight at forced sale, will be taken unless the freight on the same is prepaid
to the agent to whom it is delivered.
Locomotive engines and tenders will be drawn at 30 cents per mile in freight
trains, in all cases. Passenger cars at 2 cents per wheel per mile. Freight and
baggage cars at 1 cent per wheel per mile.
Articles of extraordinary bulk or unusual length must be made the subject of
a special agreement with the master of transportation or
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775
FIRST CLASS.
75 Cents Summer-90 Cents Winter.
Acids, in glass, double rates, except car loads.
Ale, beer and porter, in bottles, owner's risk.
Berries: blinds.
Bonnets.
Books, way.
Boots and shoes.
Bread, biscuit, &c.
Bristles, westward.
Brooms and broom corn.
Brushes.
Butter, fresh.
Cabinet ware, boxed.
Candy and confectionery.
Cards, for cotton or wool.
Carpets and carpeting.
Carriages, carts and wagons, well packed, owner's risk-see special
rates.
Chairs, packed; china.
Cider, in bottles, owner's risk.
Cigars and cigar boxes, rated at 15 lbs. per cubic foot.
Copper and copper manufactures, for way stations.
Cotton batting, waste and yarn, owner's risk.
Clocks; dates, way.
Dry goods, in boxes.
Demijohns and their contents, at owner's risk.
Drugs, in boxes, way.
Egge, owner's risk.
Feathers.
Fish, fresh, owner's risk.
Furs,
"
Furniture, new, and not boxed, rated at double weight, at owner's risk.
Game; garden seeds.
Glass-ware, owner's risk, way.
Groceries, to way stations.
Hair and moss, upholsterers'.
Hardware, to way stations.
Harness; hats and caps.
Ice, in small quantity.
Indigo; ink; ivory.
Lemons, oranges, and like fruit.
Liquors, foreign, way.
Looking glasses and glass plate, packed, at owner's risk, rated as fur-
niture.
Mats; mattresses.
in gives or bexes, at owner's risk, way.
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Doc. No. 17.
Muskets and fire arms.
Oil, in bottles.
Oysters, in kega or cans.
Paper boxes, in nests.
Paper and paper hangings, in bundles.
Piano fortes, owner's risk.
Poultry, owner's risk.
Raisins, &c. way.
Saddlery, to way stations.
Sushes, glazed or not, at owner's risk.
Scales and scale beams, loose.
Shot, to way stations.
Shrubbery and trees, owner's risk.
Soap, fancy and shaving.
Stationery, way.
Stoves, mounted, and stove furniture, at owner's risk.
Straw goods.
Tea, way.
Tin-ware.
Tobacco, foreign.
Trunks and contents, (combustibles and inflammables exclude
Umbrellas, whips, &c.
Veneering.
Wines, in baskets or boxes.
Willow ware and wooden ware, rated as new furniture, st
risk of chafing.
Wool, way.
All articles not weighing 500 pounds or more; provided that if not weig
pounds, they shall be charged not more than if weighing 500 pounds, under the
class.
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SECOND CLASS.
Summer-75 Cents Winter, when in quantities of 500 pounds or more.
See Proviso No. 2.
Agricultural implements, weighing less than 100 lbs. each.
Ale, beer and porter, in casks.
Axes; axletrees.
Bacon, westward.
Bags, in bales.
Beans and peas, way.
Beeswax; books, through.
Bristles, eastward.
Candles, westward, way.
Carpenters' work.
Cast steel, in bars.
Chair and other turned stuff.
Checse, westward.
Clock weights.
Cod fish, loose.
Coffee, to way stations.
Copper and copper manufactures, through.
Cordage, way.
Cotton duck, through.
Currants, in casks, through.
Dates, in box, cask or mats, through.
Domestic cottons and prints. in original packages, through.
Drugs and medicines, through.
Dry goods, in bales.
Dye stuffs, not elsewhere provided for.
Earthenware, to way stations.
Flaxseed, ways
Fruit, dried.
Glassware, in boxes, at owner's risk, through.
Glue and gums generally.
Groceries, through.
Hair, saddlers and plasterers.
Hardware, through.
Herrings, boxes or kegs.
Hides, dry.
Hollow ware castings, less than car loads.
Honey; hops.
Iron, manufactured, to way stations.
Iron safes.
Iron, sheet, for roofing.
Lead, way; leather.
Live stock, not provided for in special rates.
Liquors, domestic, way.
Liquors, foreign, through.
1
mands of value.
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Doc. No. 17.
Melons.
Machinery, hoxed, at owners's risk.
Nails and spikes, in less than a car load.
Nuts, in bags or casks, domestic.
Oil, in casks, owner's risk of leakage, way.
Oil cloths.
Paints, not otherwise provided for.
Palm leaf, in bales.
Paper hangings, boxed.
Paper, printers'.
Queensware, way.
Rags and straw paper, to way stations, owner's risk.
Rice, way.
Salts and saltpetre, to way stations.
Scales and scale beams, boxed.
Seeds, clover, grass and hemp.
Shot, through.
Skins, buffalo, deer, &c., in bales, (also coon, for and wild t
Spices; starch.
Stationery, through.
Stoneware, way.
Stoves and stove castings, by the car load, at owner's risk.
Sugar, refined, way.
Sumae.
Teas, through.
Tobacco, domestic manufactured, except cigars, way.
Varnish.
Windsor chairs, worn furniture and kitchen furniture, rull
pounds per cubic foot of space occupied.
Wines, in cask.
Wool, through.
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Dec. No. 17.
THIRD CLASS.
ents Summer-65 Cents Winter, when in quantities of 500 pounds or more.
See Proviso No. 2.
Agricultural implements, weighing 100 lbs. or more each.
Apples, in bbls., by car load.
Anchors; anvils.
Bacon, loose, eastward.
Bagging, in bales or rolls.
Beans and peas, casks, through.
Binders' boards.
Butter, in kegs and casks.
Cabbages, not over half winter rates per 100 lbs. in car loads.
Cast steel, in cases, through.
Cheese, eastward.
Cordage, through.
Dye wood, chipped or ground.
Flax, in bales, through.
Flour, westward or by way.
Ginseng.
Glass, window, owner's risk.
Grindstones.
Gunny bags, way.
Hollow ware castings, by car load, owner's risk.
Ice, by car load.
Machinery and machine castings and forgings, at owner's risk.
Marble, in undressed slabs and rongh, owner's risk of breakage, way.
Millstones.
Mineral waters, in casks.
Oakum, in bales.
Oil, in casks, owner's risk of leakage, through.
Pepper; pimento.
Pork, salted, loose.
Railroad car, wrought materials.
Rosin, way.
Saddlery, through.
Salt, less than a car load.
Soap, except fancy.
Steel and steel springs.
Sugar, refined, through.
Tobacco, manufactured, except cigars, through.
Wire.
Zinc.
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Doc. No. 17.
FOURTH CLASS.
40 Cents Summer-50 Cents Winter, when in quantities of 500 pounds
See Proviso No. 2.
Alum.
Ashes-pot, pearl and wood.
Bacon, in casks or sacks, eastward.
Bale rope; bark: barytes.
Beef-salted, in casks.
Bones and bone dust.
Brimstone, "in rolls or crude, casked."
Candles, eastward, car loads.
Castings-heavy and strong.
Chalk and whiting.
Charcoal, by cur load.
Cider, in casks.
Clay-pipe, German and moulding.
Coal, not under special rates.
Cod fish, in casks.
Coffee, through.
Copperas.
Cotton, in bales.
Dye woods, in sticks.
Fish, salted, in casks.
Fire wood.
Flaxseed, through
Gunny-bags, in bales, through.
Hemp, in bales, through.
Hay, in bales, capacity of car, or with heavy goods.
Heading and staves, in car loads.
Hides-green or salted, at summer rates, through the year.
Hogs' hair, in bales.
Horns.
Iron, in bloom, pig, scrap and manufac'd, not in special rates
Lard, in casks.
Lead, through.
Lime and limestone.
Liquors-domestic, through.
Lumber, not in special rates.
Madder, through, in original package.
Marble, in slabs, through.
Molasses.
Nails and spikes, by car load, rated ns flour.
Ochres and earth paints, ores.
Oil cake.
Oysters, in shell,
Pork, salted, in cask or sack.
Pitch.
Posts and rails.
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Pork and other provisions, fresh, taken through in car loads, at the
owner's risk of spoiling.
Queensware, through.
Rags, through.
Rice, through.
Rosin.
Salt, in car loads, charged as flour.
Saltpetre, crude, through.
Shorts and mill offal.
Soda ash and bleaching salts.
Stone.
Straw, pressed, in bales, if with heavy goods.
Straw paper, by car loads, through, owner's risk.
Sugar, unrefined.
Tallow, in casks.
Tin plate; tar.
Tobacco. eastward.
Turpentine, crude.
Turpentine, spirits, at owner's risk of leakage.
Venetian red.
Vinegar.
Unenumerated articles will be taken at the rates charged on analagous
or like articles.
guitest in 071
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Doc. No. I
CONDITION
Articles at the rates mentioned in this tariff
care only.
All articles, except where it is otherwise spe
weight, either actual or estimated.
To avoid error, it is desired that each box
merchandize, carried by actual weight, shall hi
errors in over weight of any article will not be
company's possession.
Invoices not amounting to 25 cents at regula
All packages will be subject to charge for co
Articles will not be received for transportatio
ble casks, boxes, bales or packages: and each
with the name or private mark of the consigne
are to be delivered; otherwise, they will not b
damage for loss or misearriage will be paid.
The company will not be responsible for a
from storms, accidents, or other causes, or by d
jury by heat or frost to such as are affected there
special despatch in the transportation of any
selves liable for damages by fire, or as commo
arrival at its place of destination, and unloade
depots.
Goods in bundles will not be considered as P
will not be responsible for any loss of parts of a
No allowance for deficiency of lemons or ora
will be made.
The company will not be held responsible for
be receipted for by a duly authorized agent.
When receipts are required, duplicates ready
the consignor.
When articles are designed. after transpor
forwarded by some other company or an indivi
duplicate receipt furnished by the consignor
articles be marked accordingly. This company
articles after they are so delivered.
All goods and merchandise will be at the risl
the company's warebouses. except for such los
negligence of the agents of the company.
All articles will be at the risk of the owners,
platforms where depot buildings have net been
the moment such articles are delivered as direct
the ears as the case may be.
All articles of freight. arriving at their plas
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Doc. No. 17.
783
away within twenty-four hours after being unladen from the cars-the company
reserving the right of placing the same in store at the risk and expense of the
owner, if they see fit, after the lapse of that time.
This company will not receive or carry any bank bills, drafts, notes, deeds,
contracts or other valuable papers or writings.
No gold or silver coin or bullien, or manufactured articles of gold or silver,
jewels, watches, pictures, plated articles, glass, silks, or lace, will be carried, for
the loss of which the company will be responsible, unless such articles be put in
charge of an agent of this company, and a memorandum in writing be also fur-
nished such agent, stating the character and kind of the articles and their value,
and unless a proper extra price for the carriage and responsibility of such articles
be paid, which shall not be less than double first class rates.
All specially combustible or explosive articles, including gun powder, will be
taken only by special agreement, on due notice to the master of transportation or
local agent, and if found secreted among other goods, will be forfeited or
destroyed, and the consignor, in case of damages, will be held liable therefor.
When an invoice covers a variety of articles, as a lot of furniture, or goods,
&c., each separate piece must be properly marked and numbered, and a bill of
particulars furnished by the consignor, to go with the way bill, or they will not be
received.
Pigs and stock hogs will be rated at 125 lbs. sheep 100 lbs. ; lambs 75 lbs.
each.
Flour, 200 lbs. beef and pork, 300 lbs. per barrel.
Salt, fine, 60 lbs. ; coarse, 70 lbs. per bushel.
Packages of butter weighing less than 50 lbs. will be rated at 50 lbs.
Apples and potatoes will be rated at 150 lbs. per barrel. Potatoes per bushel
56 lbs.
Ashes, pot or pearl, per bbl., 450 lbs.
Butter, tallow, lard, &c., per bbl., 300 lbs.
Rosin and crude turpentine, per bbl., 300 lbs.
Bricks, per 1,000, 5,000 lbs.
Wheat, estimated at 60 lbs. ; rye and corn 52 lbs. ; barley at 46 lbs. buck-
wheat at 45 lbs. ; and oats at 30 lbs. per bushel provided, always, that reliable
certificates of the number of bushels in any consignment of grain, salt, &c. shall
be furnished and delivered with the same to the company's agent-otherwise the
actual weight will be taken in the most convenient mode, and the charge thus
made on the manifest will be rigidly adhered to.
The freight on the following articles, when they cannot be conveniently
weighed, will be computed on estimated weights, viz:
Charcoal in bulk, if dry, at 14 lbs. per cubic foot, or 221 lbs. per bushel.
Fire wood, posts and rails, if dry, at 3,500 lbs. ; or if green, at 4,500 lbs. per
cord.
Tanners' bark, if dry, at 2,000 lbs. per cord.
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DQc. No. 17.
Pine and hemlock boards, planks and scantling, if well seasoned, at 2,250 lbs.;
or if not well seasoned, at 2,500 lbs. ; if green, at 3,000 lbs. per M feet B.M.
Ash, oak, walnut, maple and cherry, if dry, 3,500 lbs. ; or if not dry, 4,000 lbs.
per M feet B. M.
Green whitewood boards, 3,500 lbs. per M feet B. M.
Stone entirely unwrought, 4,000 lbs. per cubic yard.
Salt and grain, if carried in bulk, and charcoal, must be loaded and unloaded
by the owner.
Pig iron, gypsum, bark, mineral coal, coke, bricks, building stone, fire wood,
clay, sand, slate and manures, must be loaded and unloaded by the owner, and
will be subject to extra charge for street haulage, unless specially excused.
Coke will be rated by the capacity of the car.
This company will not be accountable for the breakage of glass, glassware,
looking glasses and marble, or for damages to the hidden contents of packages,
or for breakage and bursting, or by improper packing, or for loss of nuts and shot
shipped in bags, nor for any deficiency in dry goods, boots, shoes, hats, caps and
straw goods, unless the packages are properly strapped and sealed when shipped.
All persons sending goods, in various lots, to the company's stations, for trans-
portation to the same place and consignee, must take care to send them at the
same hour of the same day, or single packages arriving by themselves will be
liable to separate entry and charge on the company's books as single packages,
and no correction will be made in case they are 80 entered and charged. The
urgency of the company's business does not allow of holding such packages in
waiting for other deliveries which they are intended to accompany, nor of occu-
pying the time of their clerks with such extra labor.
Terms-cash on delivery.
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PROVISOES.
1. When the same article is enumerated for way transit in one class, and for through
transit in a lower, the charge upon it for the way transit, is not to exceed in the aggregate,
what it would be for the same quantity, if carried through under the lower rate.
2. All articles delivered to the company for transportation, and not weighing 500 pounds
or more, shall pay first class rates. though they may be named in a lower class-but not
more in the whole than 500 pounds would pay under the class in which they are named.
3. N. B.-Leakage of liquids, breakage of glass and other fragile wares, melting of ice,
decay of vegetables, fruits, fish, meats, game and other perishable articles, must be at
owner's risk.
Also, injury from improper packing.
WM. PARKER,
G. Superintendent.
Raltimore, 1853,
99
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786
Doc. No. I
COVINGTON AND OHI
0
Board of Public Works,
GENTLEMEN,
On the 30th of September 1.
annual reports of works of internal improvement sl
been made with the Covington and Ohio railroad.
lying between Kanawha river and the mouth of Big
the graduation and masonry of sections 8, 9, 10, 11, 1
36, 40, 41, 42 and 43, had been accepted, and the e
work, but no estimates had been allowed.
The expenditures to the 30th September were as f
On account of engineers,
-
resurveys,
#
superintendence,
-
instruments,
-
Total expenditures,
The total expenditures up to the present time have
On account of engineers,
,
#
"
superintendence and contingencies,
"
instruments,
.
.
"
construction,
-
It was deemed advisable not to prepare the annu
eastern division were completed. The question of ro
the Alleghany mountains had very much engrossed pt
important that the result of the surveys should be I
work.
One of the first questions presented for your con
your official duties in July last, was the resurvey of t
and Ohio railroad.
The people living on what has been known as the M
not satisfied with the surveys which had previously be
vey of their respective routes, by an engineer who ha
tion, and who could enter upon its examination fre
Charles B. Fisk, Esq., late chief engineer of the Che
portant duty, met with the entire approbation of the
his duties at Callaghan's on the 6th of August last, aid
route, and Maj. A. Ellison, jr., on the Meadow river
last, Mr. Dupey and his corps were placed under the
the Greenbrier route. Afterwards two parties were o
Myers, from the engineers employed on the western
Mr. Sharp, to aid in the resurveys.
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Capt. Dimmock resigned his post as chief of the party on the Monroe route in the
month of September, and W. S. Ellison, Esq., was appointed in his stead. The resurvey
of the Meadow river route was commenced at a point near Callaghan's, and prosecuted
westwardly as far as Meadow river. A survey was also made of that portion of the route
commencing at Charleston and extending to Gauley river. When the resurveys had pro-
gressed thus far, Mr. Fisk informed some of the parties interested in that route, and who
had been most active in its favor, that he considered it inferior to either of the other
routes, although it was not impracticable and would compare favorably with some lines on
which railroads had been constructed. I was pleased to find that the gentleman who had
taken 80 deep an interest in that route, when informed of the result of the surveys, cheer-
fully acquiesced in the abandonment of the further survey of it. The different corps of
engineers were then concentrated on the Greenbrier and Monroe routes.
At your meeting in October, a resolution was adopted, directing the chief engineer to
advertise for proposals at Covington, on the 15th of December, for the graduation and
masonry of fifty miles of the eastern division, commencing at Covington, and that portion
of the line between Kanawha river and Big Sandy, which had not been let. It was
properly deemed by you a matter of the highest importance, that the eastern division
should be placed under contract before the close of the year, in order that opportunity
might be afforded the contractors of securing a supply of slave labor. That is probably
the only portion of the line which can be worked with slave labor, and if the letting had
been postponed until the beginning of the present year, the contractors would have been
compelled to rely upon white labor, which is more precarious as well as more expensive.
Every effort was made by your chief engineer and his assistants, to complete the surveys
before the letting, but it was not possible to do 80. Whilst the surveys were not suffi-
ciently full to enable him to decide upon the merits of the two routes, they were accurate
enough for the contractors to examine each of the lines, and to make their proposals.
Your wishes have been gratified, in placing under contract on the 15th of December last.
fifty miles on the eastern division, and the residue of the work on the western division,
except a few light sections.
The prices at which the work has been let, will compare favorably with the cost of
similar work in the state, especially if the enhanced price of labor and provisions is
considered in the calculation. The contractors are believed to be experienced and
responsible, and that they will faithfully execute their contracts.
I beg leave to refer you to the report of the chief engineer for a full account of the
surveys and the merits of the different routes. If there was any doubt about the propriety
of your directing the resurveys, at the time the order was made, I presume there can be no
question as to the wisdom of your course in this respect when the result of the surveys is
made known. That which by some may have been considered a mere local question, will
now justly be regarded as a question in which every citizen of the state has an interest.
The location of the road across the Alleghany mountains will have a most important
influence on the entire line from the Ohio river to Covington. As respects distance,
grades and curvatures, it will be seen that great improvements have been made on each of
the lines. It will further appear that on the line as located on either route there is no
interference with the right of way of the James river and Kanawha company. The
entire cost of the resurveys will amount to about $ 20,000.
Too much credit cannot be given to Mr. Fisk for the fidelity and ability with which he
has executed the important trust confided to him. He has succeeded in finding two lines
across the Alleghany mountains, superior in grades and curvatures to any line north or
south, passing the same range of mountains, and equaled in this respect by but few lines
of railroad in any part of the country.
The work let in the month of July last, on the western division, is required by the
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year. IL 18 very desirable that LIIIS portion 01 the road snound
earliest possible time. The supplies of labor and provisions for
New river division must to a great extent be drawn from the w
portion of the line will be materially reduced if the contractors
railroad transportation.
It is desirable to locate and put under contract the entire :
contractors employed on the western division will complete th
fall, and will be anxious to transfer their force to the heavy work
miles of the eastern portion of the line is difficult of construc
advisable to allow the contractors two years to execute their worl
priation is made during the present session of the legislature, the
road may be graded and made ready for the track simultaneously .
The cost of the work now under contract will not be met by th
It was considered judicious to have fifty miles of each end of
construction, relying upon the legislature to provide the means fo
There is a clause in the contracts authorizing a suspension of the
failure of means.
If this great work is to be constructed, true policy requires th
speedily as possible. For nearly or quite half a century, Virgini
connection between her tidewaters and the Ohio river. Whilst .
the subject, our sister states of the north have completed their #
are now reaping the rich rewards of their labor. The Covington
be completed in two and a half or three years from this time, as re
The aggregate cost will not be increased by completing the road
The late pressure in the money market has caused the suspen
the western railroads. The result of which has been to throw out
number of laborers, and we have had no difficulty in obtaining a
our western work. Should this pressure in the money market con
stocks may not command 80 large a premium as heretofore, weste
of railroad, county and town bonds will not sell at all; their worl
be carried on slowly; new lines will not be undertaken: labor "
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Doc. No. 17.
789
more than thirty-five millions of dollars, all of them connecting directly or indirectly with
the Covington and Ohio railroad, and dependent upon it exclusively or in a great measure
for their foreign trade and travel. These lines of improvement are the Central railroad,
with its extension to York river, and its branches to Fredericksburg and Alexandria, also
the Manassa gap railroad, which I have supposed would be extended to the Central rail-
road. There is also the James river canal complete to Buchanan, a distance of two hundred
miles, at a cost of 8,000,000, and for the extension of which to Covington, a distance of
fifty miles, an appropriation of one million of dollars has already been made. These lines
of improvement, about seven hundred and fifty miles in length, are wholly dependent on the
Covington and Ohio railroad for their foreign business.
The south side line of roads, composed of the Norfolk and Petersburg, a portion of the
Danville, the Southside, the Virginia and Tennessee, with its New river branch-making
in the aggregate about five hundred and fifty miles-will connect with the Covington and
Ohio at the mouth of Greenbrier; and whilst they may not be benefited to so great a de.
gree by the connection as the north side roads, yet I am inclined to believe that the result
will show that their largest and most profitable foreign business will be derived from that
quarter. The distance to Richmond from the Ohio river is nearly the same, whether the
Central or south side roads are used. Even that part of the Virginia and Tennessee road
lying between New river and the Tennessee line, will have an increase of business re-
sulting from the construction of the Covington and Ohio railroad. I have supposed that
the 1,050 miles of Virginia railroad, which I have shown connect with the Covington and
Ohio, will, when completed and fully equipped, cost twenty-five thousand dollars per mile
and estimating the cost of the James river and Kanawha canal at $ 10,000,000, and the
investment now made, and which will be made in these lines in two or three years from
this time, will amount to more than thirty-six millions of dollars. it will be perfectly ob-
vious to any one, who will take the map of the state and examine the location of these
improvements, that they will not pay six per cent. on their cost, unless the Covington and
Ohio railroad is completed.
It would not be unreasonable to suppose that the Covington and Ohio railroad will
increase the annual revenues of these works by a sum equal to two per cent. on their
cost. This increase of revenue will amount to $ 720,000, or more than seven per cent.
on ten millions of dollars. To make this increase of revenue, it would only be necessary
that the Covington and Ohio railroad should add 100,000 tons of trade and 50,000 passen-
gers to their annual business-the trade and travel to be carried an average distance of
two hundred miles. at a charge of two cents per mile for each passenger, and two and a
half cents per ton per mile for each ton of trade.
It is certainly an easy task to demonstrate, that in the present condition of our improve-
ments, if it were certain that the Covington and Ohio railroad would never pay one cent
of profit on its cost, good policy would require its speedy completion. If the thirteen
hundred miles of railroad and canal referred to, were owned by one individual or one
corporation, three years would not roll around before a double track railroad would be
completed from Covington to the Ohio river.
Why should not the Covington and Ohio railroad, from its own earnings, pay a hand-
some per cent. on its cost ?
There is not a single element, which is deemed necessary. to make a railroad successful,
which is wanting in the case of the Covington and Ohio railroad. It will furnish the
nearest and best railroad connection between the central west and the best harbors on the
Atlantic. For travel passing between the southwest and northeast, no road now con-
structed or projected will present greater facilities. Our Virginia springs will, for one-
third of the year. cause this to be the great route of travel for all, from every quarter of
the Union, who leave their homes and business in quest of health and pleasure. There is
no cheaper line upon which the central west and southw est can send their products to the
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790
Doc. No. 17.
Adantic cities, and receive in return their supplies of merchandize. If we take into con-
sideration that the Erie canal is closed by ice for five months in the year, and that the
Covington and Ohio railroad, with the James river canal, present an unobstructed channel
for trade throughout almost the entire year, it may be shewn that our Virginia line can
afford to carry trade as cheaply as the great improvement of the North. From the 1st of
November to the 1st of April, a period of five months, in which it best suits the convenience
of the farmer to ship his produce, the navigation on the Erie canal is suspended. During
this time at least we would have almost a monopoly of trade. The western merchant,
although be may purchase his spring supply of goods in the northern cities, will find it to
his interest to ship through Virginia. We thus have the advantage of the northern canals.
in having the whole year in which to do our business, and can consequently work cheaper,
and we have the advantage of the northern railroads, in having a shorter distance from
tidewater to the central west and lower grades.
It appears, from the published reports of the Erie caual, that during the year 1852, the
cost of carrying a barrel of flour 363 miles over that improvement, including toll and
freight. was fifty-three cents. and that the up freight, or cost of carrying goods west, was
twenty-six cents per hundred pounds. During this year the average capacity of the boats
is reported at eighty-eight tons. The size of the boat would affect the cost of transports.
tion. and not the amount of tolls; and although the average capacity of boats on the
James river canal docs not exceed seventy tons, it may be questionable whether freight
should be any higher on our canal than on the Erie, because our navigation, if suspended
at all. would only be for a small portion of the year. It would, then, be but fair to pre-
same that there will be no necessity for higher charges on the James river than the Erie
canal. with a full business, which may be expected on the completion of the Covington
and Ohio railroad. The charge would then be thirty-seven cents for carrying a barrel of
flour from Covington to Richmond; and if forty cents per barrel be allowed for two ban-
dred miles of railroad transportation, the entire charge from the Ohio river to Richmond
would be seventy seven cents.
Boats are towed from Albany down the Hudson to New York, and there would seem to
be no good reason why boats might not also be towed from Richmond to Norfolk. The
heavy products of the west would then reach a harbor where the largest ships might be
found. and could be carried thence to any part of the world. The cities on the Ohio and
the Mississippi are to be the great depots of the west; and, presenting as we do the most
direct line of communication with the Atlantic, we will have the preference over the more
northern and circuitous routes.
Whilst we may not now have a Virginia city which can compete with the capital and
enterprise of the north, yet capital and enterprise will soon seek the point at which trade
concentrates. We should also recollect that even now, Richmond. with her small espital
and population, is equal to any market in the Union, except New York, for wheat and
tobacco, two of the great staples of the west.
The opinion has generally prevailed that the Covington and Ohio railrond will have but
a small local business. I believe. on the contrary, that but a few years will elapse after the
road is opened, before the local business which will be offered, will be fully equal to its
pacity. There is now manufactured annually in Kanawha county about seventy thousand
tons of salt. Before our railroad is finished, there will be railroad connections with it to
every important city and town in the west and southwest, and the salt may be carried in
almost a direct line to the points at which it will be consumed. The distance saved by the
railroad routes will more than compensate for the greater cheapness of water carriage.
Arrangements are now being made for mining coal in large quantities on the Kanawba.
and there is every probability that this coal will be carried on the railroad to the Ohio river.
from which point it will be shipped by the river to the cities of the west. There is good
reason to believe that the portion of the road from the falls of Kanawha to Sandy will of
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Doc. No. 17.
791
itself pay a fair profit on its cost. The eastern terminus of this road is in the finest iron
region in the country. The iron mines of Alleghany, Botetourt and Rockbridge are inex-
haustible as to quantity, and surpassed as to the quality of their ores by but few mines in the
United States. All that is required to increase the manufacture of iron to any reasonable
extent, is an abundance of cheap fuel. This article will be furnished by the Covington
and Ohio railroad. Coal may be delivered at Covington at a charge of two dollars per
ton, and may be carried thenco by canal through the counties of Alleghany, Botetourt and
Rockbridge, and furnished to the iron master at 2 50 per ton, or about 9 cents per
bushel.
There are many fine varieties of coal in Fayette and Kanawha counties not found gene-
rally in the country, which will be carried by railroad to Covington, and thence by canal
boats to Richmond and Norfolk; from which points it will be shipped to the northern cities.
The mineral wealth lying on the line of the Covington and Ohio railroad is not of such a
character as to require a large capital and a long series of years for its development. The
moment an outlet is provided for this wealth, it will be developed. At various localities on
this road one thousand men can mine and deliver on the cars ready for transportation more
than 500,000 tons of coal in a year. The demand for coal is increasing in a ratio greater
than the supply.
The price of this article, of prime necessity in the western cities at this time, is more
than double a fair compensation for the cost of delivering it. The principal supply of
coal for Cincinnati has heretofore been obtained from the neighborhood of Pittsburg.
The navigation on the upper Ohio is obstructed by low water and ice for a considerable
portion of the year, and experience has shown that to rely upon that region for a supply of
coal is too uncertain.
The Covington and Ohio railroad will, when completed, be superior in grades and cur-
vatures to any road crossing the same range of mountains, and competing with it for the
western business. It will be less obstructed by snow and ice than the northern roads. It
will strike the west at its most central point; and for that region of country lying between
Memphis in the south and Chicago in the north, and extending as far west as American
civilization, will furnish the best and most direct line of communication with the Atlantic.
Railroads are now in progress in the west, and will be completed in less than three years
from this time, by means of which the Covington and Ohio railroad will be connected in
almost a direct line with every important city on the lakes, the Ohio and Mississippi rivers.
To complete this road in due time, it is important that an appropriation should be
made now, sufficient to justify placing the whole line under contract.
I think I have shown that more than 500,000 will be lost to the state for each year
the completion of the Covington and Ohio railroad is postponed beyond a period of two
and a half or three years. The eastern as well as the western connections will be com-
pleted in that time.
There is but little doubt that foreign capital might be obtained, without further aid from
the state, to complete this work. If this road were owned by a foreign company, it would
be managed to suit their own purposes, and the large investment already made in our rail-
roads and canals might receive but little benefit from its construction.
If the Covington and Ohio railroad is constructed and managed by the state, the south-
side as well as the northside roads, and James river canal, will each and all receive a por-
tion of that immense tide of trade and travel which it is destined to bring into the state.
Respectfully submitted.
JAMES G. PAXTON, Sup't.
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strongest auu most productive 111 me country, auu une mountal
valley abound with coal of all the bituminous varieties.
I have had occasion to have the coal of the Winifrede mining {
pany analysed, together with specimens from other competing dist
most satisfactory. The analysis establishes a character for the
region not inferior to the Yioughiegheny coal, which has so long
the Ohio and Mississippi markets.
With an article of coal (to say the least of it) as good as that wl
Monongahela, and a difference in distance to the great markets i
region of 250 miles, it would not be difficult to foretell the result o
between the two districts. But competition is out of the question.
for coal as the vast resources of the west are developed. will call fo
much larger capital in coal enterprises than is now dreamed of.
trade in this country shows that the wildest speculations concern
fallen short of the realized facts.
The consumption of coal in Louisville in 1850 was 1,398,000
2,758,000, and for 1853 near 4,000,000 bushels. The consumption
was 4,000,000 bushels; in 1852 it was 5,500,000, and in 1853 near
consumption does not fall short of 8,000,000 bushels, making
25,000,000.
The location of the Covington and Ohio railroad presents pec
development of the Kanawha coal region. For a distance of over
road hugs the base of the mountains in which the coal is found
there is not a creek emptying into the Kanawha river for this whole
under a moderate system of tolls, contribute its millions of bushe
railroad.
With a grade against trade, not to exceed 30 feet per mile-and th
for a short distance as I am informed-coal can be delivered at G
certainly not to exceed 11 cent per ton per mile. It is estimated
transportation over the Baltimore and Ohio road with grades wl
heavy curvature, is one cent per ton per mile. The actual cost o
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Doc. No. 17,
793
As to the yield of coal from other points in this region, I have only to say that while the
possessions of the company with whom I am connected, lie nearest the terminus of the
Covington and Ohio railroad, they form but a small part of the immense area of coal land
intersected by this railroad.
Apart, however, from the revenue which may accrue from the transportation of coal, the
vast population which will spring up in this valley under the development of its resources,
will contribute, of travel and the various products of their hands, abundantly to the reve-
nues of the railroad.
Very respectfully,
Your ob't serv't,
JNO. R. GARLAND,
Civil Engineer.
100
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791
79%
Dec. No. 17.
JAMES G. PAXTON, Esq.
DEAR SIR,
have Pain, -
100 I Fix: check.
Your letter of the 18th instant, n
Class I Tab die app
the Kanawha coal region, is before me. Having bee
region for the last twelve months, I have not failed
T.C. Reggin, -
of the Kanawha valley. I know no section of cour
LR Depar,
Its agricultural resources are unsurpassed. The
B. Augu,
strongest and most productive in the country, IL
ET D. Mysts,
valley abound with coal of all the bituminous varie
EL Themble
1 MI be
I have had occasion to have the coal of the W
11 Od,
pany analysed, together with specimens from oil
T.B. Redat
most satisfactory. The analysis establishes a
region not inferior to the Yioughiegheny coal
12 Comp,
M.S.Not,
the Ohio and Mississippi markets.
11 Whe
With an article of coal (to say the least of i
Monongahela, and a difference in distance I
T. M. Heart
region of 250 miles, it would not be difficult
is Imax
between the two districts. But competitior
I.F. Jordan,
for coal as the vast resources of the west a
The W. Give,
reduce,
much larger capital in coal enterprises 1
G. IF.
w
trade in this country shows that the will
4. F. Kenny,
w
fallen short of the realized facts.
W. H. Stephenson, de.
The consumption of coal in Louis
James Nowman,
da.
2,758,000, and for 1853 near 4,000,000
B. 8. Herndon,
do.
was 4,000,000 bushels; in 1852 it wa
Lewis Backboltz, draughtsmen,
consumption does not fall short r
25,000,000.
Corps of Engineers employed temporaring
The location of the Covington
development of the Kanawha cc
Andrew Ellison. jr, assistant engineer,
W. & Ellison,
do.
do.
road hugs the base of the mc
C.A. Sharp,
do.
do.
there is not a creek emptying
IT. 1. Jones,
leveler,
under a moderate system of
IF. L Grabam.
do.
railroad.
J. II: Caldwell
do.
With a grade against tra
C. L Rutha
do.
for a short distance as I r
H. H. Harrison.
do.
certainly not to exceed
J. .VcD. Grabam.
do.
J. N. Carer.
transportation over th.
rodman.
The 1 Barwell
da
heavy curvature, is 01
RJ. Syme.
da.
stated at 1 of a cent
M. F. Totwier.
do.
margin for profit at
Aiex Marron,
do.
I feel authorize
-20:
ANY
subry
-
engineer,
to
include the deliv
- are amount of - minury as chief charge engineer of the has resurveys, not yet been was at fixed the rate of
mining and ma
bushels for the
the mining a
least 3,000,0
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794
Doc. No. 17.
Officers of the Covington and Ohio Railroad.
James G. Paxton, superintendent, traveling expenses and
- $1500 00 per =
James B. Wilson, clerk,
-
.
.
-
700 00
#
Charles B. Fisk, chief engineer.*
T.C. Ruggles, assistant engineer,
-
-
1600 00
1
A. M. Dupey,
resident engineer,
-
-
.
1400 00 -
H. M. Dungan,
do.
do.
.
1200 00
.
-
-
E. T. D. Myers,
do.
do.
-
-
1200 00
-
-
G. L. Thorndike,
do.
do.
.
-
1000 00
#
-
A. Blair, jr.
do.
do.
-
-
1000 00
.
J.J. Clark,
leveler,
-
-
480 00
-
.
T.R. Stockett,
do.
-
-
-
480 00 #
J. R. Crump,
do.
-
-
-
480 00
a
M. S. Macon,
do.
.
.
,
480 00
.
J. A. Walker,
do.
.
1
-
480 00 -
G. H. Denny,
do.
-
.
480 00
.
-
T. M. Hewett,
do.
-
-
480 00
.
-
J. A. Jones,
do.
-
#
-
480 00
-
J.F. Jordan,
do.
#
-
-
480 00
.
Thos. W. Gilmer,
rodman,
-
#
-
360 00
.
G. W. McKendree,
do.
-
-
360 00
.
-
A. F. Kenny,
do.
#
-
I
360 09
#
W. H. Stephenson,
do.
.
#
-
360 00
#
James Nowman,
do.
-
-
-
360 00
in
B.S. Herndon,
do.
*
.
-
360 00
.
Lewis Buckholtz, draughtsman,
.
.
-
2 75 per day.
Corps of Engineers employed temporarily for the Resurveys.
Andrew Ellison, jr, assistant engineer,
-
-
6 00 per day.
W.S. Ellison,
do.
do.
-
.
-
6 00 -
C.A. Sharp,
do.
do.
-
-
-
6 00 .
W. A. Jones,
leveler,
-
-
-
3 00
#
W. L. Grabam,
do.
-
-
.
2 00
a
J. W. Caldwell,
do.
-
-
-
2 00
.
C. L. Ruffin,
do.
-
-
-
2 50
.
H. H. Harrison,
do.
-
.
-
2 50
-
J. McD. Graham,
do.
-
-
-
1 50
3
J.M. Carey,
rodman,
-
-
.
1 00
1
Tho's Burwell,
do.
-
-
-
1 00
.
R.J. Syme,
do.
-
-
-
1 00
.
M.F. Tutwiler,
do.
.
.
-
1 00
a
Alex. Morson,
do.
.
-
-
100
.
. Mr. Fisk's salary as engineer, in charge of the resurveys, was at the rate of five thousand dollars per
num; the amount of his salary as chief engineer has not yet been fixed.
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Doc. No. 17.
795
CHIEF ENGINEER'S REPORT.
RICHMOND, January 30, 1854.
To the President and Directors
of the Board of Public Works.
GENTLEMEN,
I have the honor to submit the following report upon the resurveys on
=
the line of the Covington and Ohio railroad, authorized and directed by your resolutions of
e
the 5th of July and the 6th of September last.
The resolution of the 5th of July required " that additional surveys be made of the
4
Meadow river and Monroe routes, with a view to the selection of that which is most prac-
3
ticable for the final location of that portion of the Covington and Ohio railroad;' that of
MA
the 6th of September directed an additional survey to be made of the Greenbrier route."
5
As the field operations of the resurveys were only closed within the last two weeks, and
3
their results, particularly as respects the probable cost of the road on the different routes,
,
were not fully ascertained until the 27th instant, and there being urgent reasons pressing
J
for a decision of the question of route at this time, I am of necessity compelled to submit
a report, drawn up without much regard to method or arrangement. But, notwithstand-
ing the haste in which it was prepared, it contains, it is believed, all the facts and informa-
I
tion ascertained and obtained by the resurveys that bear upon the question now to be con-
sidered and decided.
Want of time prevents my noticing in this report the survey of the Meadow river route,
farther than to remark that it was prosecuted sufficiently far to show that the route would
not compare favorably with either of the other routes, although a road might be constructed
upon it with lighter grades than are met with on many railroads in the United States.
The survey, however, was not abandoned until some of the most active friends of the route
were satisfied of its comparatively unfavorable character, and that it was one that could
not be recommended by me for adoption, or approved of by the Board of public works.
The results in detail of this survey, and such results of the other surveys as are omitted in
this report from having no bearing upon the question now to be decided, will appear in a
supplemental report, to be made as soon as the maps and statements of all the surveys and
examinations made during the prosecution of the resurveys can be prepared.
I would remark at the outset, that in making the resurveys it was assumed that the road
is designed mainly for the carriage and transportation of passengers and tonnage between
the east and the west, and, therefore, that its grades and curvature should be as favorable
and its works as substantial as practicable within the limits of an expenditure not incommen-
surate with that object. These limits, it was supposed, would not be exceeded, if the ave-
rage cost of the road per mile should not be greater than that of other roads having the
same object in view, and with which it will be brought into direct competition.
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796
Doc. No. 17.
The Monroe and Greenbrier Routes.
Commencing at Covington, the two routes are common for a distance of 76
They then diverge, and 51.6 miles from the point of divergence, by the Monree, mill
miles by the Greenbrier route, again unite in the valley of Greenbrier river, 5
above its mouth.
The distances from point to point, on the Monroe route, are as follows, vis:
From the point at which the two routes diverge, on the north side of Dunlap's
creek, to the crossing of that creek,
Us
Along the south side of Dunlap's creek to a point opposite Col. Crow's, at the
mouth of Tyger's run,
5.3ml
Thence along the same side of Dunlap's creek to the mouth of Cove creek,
4.5mk
Along the north side of Cove creek to the mouth of Back creek,
-
22th
Along the north side of Back creek to the summit level on the Alleghany, and
which is between the heads of Back creek on the east and Little Devil on the
west side of the summit,
-
-
-
63ml
Along the summit level,
,
-
-
-
1d.
Along Little Devil to its entrance into the valley of Second creek,
the
Along the valley of Second creek, and across that creek to the head of Thorny
hollow,
-
-
-
-
18m
Down Thorny hollow to its junction with Indian creek, and along that creek, - 63ml
From Indian creek over to the head of the valley of Back creek, (a tributary
of Indian creek,) and thence along the latter and over to the valley of Laurel
creek,
Along the valley of Laurel creek, and over to the valley of Indian draft,
Along Indian draft and over to the head of Big Stony creek,
-
Thence down Big Stony creek to Greenbrier river,
-
Along the north side of Greenbrier river to the point of and including the
crossing of that river,
-
-
Usi
And thence along the river to the * junction with the Greenbrier line,
Total distance, as before stated, by the Monroe route, between the points of di-
vergence and junction of the two routes,
-
-
On the Greenbrier route, the distances from point to point are as follows:
From the point of divergence of the two routes in the valley of Dunlap's creek,
along the north side of the valley of that creek to the valley of Tyger's run, 72mk
Up Tyger's run to the east end of the summit level on the Alleghany,
- 28ml
Summit level across the Alleghany,
-
-
-
- 13
Thence along the north side of Howard's creek, to the first point of crossing
that creek,
-
-
-
-
-
- 19
Thence to the second point of crossing,
-
-
-
.
3 mis
Thence to the third point of crossing,
-
-
-
- 121
Thence to the mouth of Howard's creek, at its entrance into Greenbrier river,
near Greenbrier bridge,
-
-
-
-
Thence along the valley of Greenbrier river to the junction with the Monroe
line,
-
-
-
-
- 22
Total distance, as before stated, by the Greenbrier route, between the points of
divergence and junction of the two routes,
-
. 54.1
* The point of junction, referred to in this report, is the point where the two routes first approach
within a very short distance and along side of each other, below the great bend of the Greenbrier,
at that point and for some distance below, they are not on the same level. The want of time prevented
running of the two lines to the point where the levels of the two would exactly coincide. This
consideration in making out the estimates herein submitted.
however, 60 far as it would have an influence on the relative Digitized cost of by the two routes, was tabs
Doc. No. 17.
797
The Greenbrier line, as first traced, crossed the river but once between the mouth of
Howard's creek and the junction of the two routes; but subsequently, with a view to do
away with some objectionable curvature, and at the same time shorten the distance about
three-fourths of a mile, and at no great additional cost, two additional crossings were de-
termined on, viz : one near Second creek and the other about two and a half miles lower
down the river.
Tables of Grades on the two Routes.
I. ON THE MONROE ROUTE.
Distance in miles.
Grade per mile.
From the point of divergence of the two routes to the
foot of the 60 feet grade ascending to the Alleghany
summit,
-
-
7.9
Average ascent in this
distance 28 feet
per mile-maximum
Thence to the head of that grade, but including a level
grade 60 feet.
of 1000 feet, about 11 miles east of the summit,
-
12.1
60 feet ascending.
Summit level,
-
1.
Level
From the head to the foot of a 45 feet descending grade,
2.8
45 feet descending.
Thence for,
.
1.8
Level.
From the head to the foot of a 50 feet descending grade,
but including a level of 2000 feet near Union,
-
6.3
50 feet descending.
Thence for,
-
2.9
Level.
From the head to the foot of a 50 feet descending grade,
1.8
50 feet descending.
Thence to the head of Big Stony,
-
5.3
Level.
Down Big Stony to the crossing of the Greenbrier,
-
7.
50 feet descending.
Thence to the junction of the two routes,
-
2.7
40 feet descending.
Total.
-
-
51.6
II. ON THE GREENBRIER ROUTE.
Distance in miles.
Grade per mile.
From the point of divergence of the two routes to the
Alleghany summit, but including a level of 2300 feet,
8.3 miles east of the summit,
-
10.
59 feet ascending.
Summit level,
-
-
-
13
Level.
Thence to the foot of the 35 feet descending grade west
of the summit level, but including a level of 1000 feet
opposite the White Sulphor springs,
-
.
10.5
35 feet descending.
Thence to the point of junction,
-
32.3
A succession of levels
& descending grades,
not exceeding 15 ft.
per mile.
Total,
.
-
54.1
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798
Doc. No. 17.
Table of the Curvature on each Route.
Monroe route-total
oursature.
I
Of to curves, 11460 radius,
.
-
-
Of 1° curves, 5730
"
.
-
-
92°
Of 11° curves, 3820
If
-
-
-
-
Of 20 curves, 2865
"
.
-
-
682°
Of 21° curves, 2292
"
-
-
-
64°
Of 30 curves, 1910
"
-
-
1122°
Of 31° curves, 1637
"
-
-
-
33°
F
or 4° curves, 1432₫
If
.
.
-
1305°
Of 41° curves, 1273
"
-
-
-
-
Of 5° curves, 1146
"
-
-
-
1589°
=
Of 510 curves, 1042
"
-
-
-
ID
Of 51° curves, 997
44.
-
-
-
60°
-
Total aggregate curvature.
-
-
4947°
Grades and Curvature of the road east of the point of divergence of the tuo mit
and west of their junction.
[These grades and curvature are given merely for the purpose of showing New y
compare with those of the two routes under consideration, and in order that it my M MI
whether they would affect the cost of working those routes-and if so, to what extest]
CURVATURE.
GRATE
Distance in miles.
Total.
Average per
mile.
Least radius in
feet.
Total ascent
and descent
Average more
1st. East of their point of divergence, viz: be-
tween Covington and that point,
-
.
7.6
337°
44s°
1432}
258
il
2nd. Between their point of divergence and the
mouth of Scary creek on the Kanawha,
.
-
-
-
-
-
I
[N. B.-This portion of the line has not been re-
cently surveyed or examined, but former surveys
show that its maximum grade need not exceed
20 feet. Its curvature, there is reason to think
from those surveys, will be favorable.]
3d. Between the month of Scary creek and the
western terminus of the road at the mouth of
Big Sandy,
-
44.7
1447°
33°
1091
714
10.
[N. B.-As at present located the maximum grade
31
going west is 52.80 feet, and in the opposite di-
rection 40 feet. These grades may be reduced-
the former to 35 feet. the latter to 30 feet.]
4th. And as before stated:
On the Monroe route,
-
-
51.6
4947°
96°
And on the Greenbrier route,
-
-
54.1
4538°
84°
It is proper here to call attention to the fact, that although in passing 0167 the
miles of road between the Kanawha at the mouth of Scary, and the Ohio at the out
Big Sandy, there are several summits; yet on the remaining of the road
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Dec. No. 17.
799
Monroe route, or 179.5 miles by the Greenbrier route, there will be only one summit; and
in ascending to that summit from the east, that there will be no reverse or counter grade
to that ascent, or descending from it, no counter or reverse grade to the descent.
Trussed Bridges on the two Routes.
1. ON THE MONROE ROUTE.
Their number is nine, and their aggregate length 5,680 feet.
The longest is at the crossing of Greenbrier river; its length 1,970 feet, and elevation
above low water of the river 150 feet. Its piers vary in height from 75 feet at the ends
to 125 feet at the river, which is about 400 feet wide.
The rest of the trussed bridges, eight in number and 3,710 feet long, are, with four
exceptions, at points where they are adopted with a view to economy and to save
embankment.
II. ON THE GREENBRIER ROUTE.
The number proposed is eleven, and their aggregate length 5,280 feet.
The one of greatest length is at the crossing of Jerry's run its length 1,300 feet, and
greatest elevation above the run 145 feet. Its piers vary in height from 56 feet at the
ends to 120 feet at the run.
Three of these bridges are over the Greenbrier river; their aggregate length 1,200 feet,
and height above low water not exceeding 50 feet.
The remaining seven trussed bridges on this route, with an aggregate length of 2,780
feet, are adopted to save embankment in passing narrow and deep ravines.
Tunnels.
1. ON THE MONROE ROUTE.
There are sixteen in number; their aggregate length 9,560 feet, and average length
5971 feet.
Two only of the number exceed 1,000 feet in length, viz: the one at the Alleghany
summit, which is 1,550 feet long, and that at the head of Big Stony, which is 2,510 feet
long. The remaining fourteen tunnels average 393 feet in length.
П. ON THE GREENBRIER ROUTE.
There are sixteen in number, with an aggregate length of 19,110 feet, and average
length of 1,195 feet.
Three of the number are over 1,000 feet in length, viz: the one at the Alleghany summit,
6,800 feet long, another at the great bend of the Greenbrier, 4,400 feet long, and the one
opposite Second creek, 1,700 feet long.
The remaining thirteen tunnels average in length 478 feet.
Having been requested to express an opinion in this report upon the time that would
probably be required to construct tunnels of the length of some of those proposed on the
two routes, and especially that on the Alleghany summit of the Greenbrier route, I shall
do so in this connection.
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Doc. No. 17.
The time necessarily occupied in the construction of any tunnel depends,
character of the material to be excavated; and second-on the length of the to
if shafts are not sunk to hasten its execution; but if shafts are sunk. then the time is
way dependent on the length of the tunnel, but upon the greatest distance to be or
between any two points, whether that distance be between one of the ends of the
and the nearest shaft, or between two shafts intermediate between the ends. The
that will be occupied in sinking the shafts must of course be taken into consideration
added to that required for the tunneling between them.
The materials through which the proposed tunnels are to be exerated *
character. Some of the tunnels will be in limestone or in sandstone, and will
arching or only to a very limited extent, and are generally of no great lengil.
longest tunnels, as well as several of the shorter ones, will either be through state N
slate rock and sandstone alternating, and will require arching to some only
extent, the slate being of a character liable to decompose on exposure to the air.
little, however, of this slate is of a character to render necessary the use of temp
supports to the roof during the construction of the work.
Provision is made in the estimates for arching the tunnels or such portions of de
pass through slate of the character here described.
None of the difficulties arising from the hardness of the materials through will
Blue Ridge tunnel passes would be encountered in constructing either of the PM
tunnels. The Kingwood tunnel on the Baltimore and Ohio railroad, and the other #
on that road more properly than the Blue Ridge tunnel, may be referred to Se evi
of the time within which the construction of the tunnels above mentioned at
accomplished.
The Kingwood tunnel had the advantage of shafts, and passes through materials
were easy to excavate, differing in both respects from the Blue Ridge tunnel and
resembling in both the tunnels proposed to be constructed on the line of the Card
and Ohio railroad.
The length of the Kingwood tunnel, viz: 4,100 feet, is only 148 feet less the
of the Blue Ridge tunnel; and yet it was executed in two and a half years, or al a
of 1363 feet per month.
At this rate, and with the same number of shafts that were sunk at the Kingwood
the 6800 feet tunnel on the Greenbrier route would be completed in four years as
months. But as it takes time to obtain and organize a full and efficient force upin
work, and as the time required for this purpose would be no greater in commencing
nel 6800 feet long than if it were only 4100 feet in length, some allowance may ben
the calculation in favor of the longer tunnel. Make such allowance, and it will *
that the rate of working at the Kingwood tunnel and with the same number of
would complete the 6800 feet tunnel in not exceeding four years.
Now it 80 happens that there are depressions over the line of the tunnel at which
may be sunk that would divide the working of it into four sections, three of which
be of such lengths that the time required for driving the headings of each, added
time that would probably be occupied in sinking the shafts, would not exceed 36 no
worked continuously and with a full force. Allow six months for the time that may
in bringing such a force to bear efficiently upon the work, and six months more for
gencies, and we have four years for the time that may be occupied in executing the
work. This calculation is based on data obtained during the construction of a taxe
which as many cubie yards of materials were excavated as would be contained in the
feet tunnel, and through materials not more favorable to excavate, and only requires
of working at each of the headings, even throwing aside the allowance for confing
three-tenths greater than that at which the Blue Ridge tunnel has hitherto progress
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801
Now although it is probable if the Greenbrier route be adopted that this tunnel would be
constructed in less than four years, yet I do not think it would be prudent to assume that
such would be the case.
The question then arises, would this tunnel delay the opening for use of any impor-
tant section of the road ? The answer must depend upon whether the company will have
at all times the means with which to press on the road to completion as rapidly as would
be practicable, and at the same time consistent with economy.
Even if the company had an unlimited command of means, this tunnel could be finished
in time not to interfere with the opening of the entire line of the road from Covington to
the Ohio, but not as early probably by a year as the other parts of the road between
Covington and the Greenbrier river. But if on the other hand, the company should not be
able for want of means thus to press on the work, I am of opinion that this tunnel would
not be in the way of bringing into use the above section of road at as early a day as the
portion of it east and west of the tunnel would be finished. But in either event a very
cheap temporary track might be made over the mountain with grades rather less than
those of the temporary track now constructing over the Blue Ridge, and with moderate
curvature, which would do away with all serious inconvenience arising from the noncom-
pletion of the tunnel. The graduation of this temporary track would cost but little more
than that of an ordinary turnpike.
The construction of a temporary track would be advantageous for another reason. It
would save more than its cost in the construction of the tunnel by allowing of a mode of
working it somewhat more economical than would otherwise be practicable.
A tunnel of half the length might be substituted for the one proposed, but the longer
one is preferred and recommended by me for the following reasons:
It lowers the summit level 73 feet; shortens the distance across the mountain about 3000
feet; lessens the grade descending from the summit eastward from about 68 feet to 59 feet,
and descending westward from about 45 feet to 35 feet, gives a long tangent at the eastern
end of the tunnel in place of an approach with objectionable curvature, and places the two
ends of the tunnel in broad ravines or valleys, where the drainage and streams from the
mountain sides can easily be disposed of and without injury to the road, instead of in nar-
row ravines where much trouble would be experienced from the water in heavy rains.
All the other tunnels on this route, as well as those on the Monroe route, are either 80
short as not to need shafts or are so located that shafts may be sunk at suitable points to
insure their completion in time.
I would further remark, in relation to tunneling generally, that there is probably no
description of work of any magnitude on public improvements in this country the worth
and value of which is better understood than tunneling, through such materials as would
be met with in constructing the proposed tunnels on the Monroe and Greenbrier routes,
nor any for which there is more uniformity in the offers of experienced and responsible
bidders, and that contractors of that character undertake with more eonfidence in their
ability to execute at their offers. Neither is there probably any whose rate of progress
during construction and the time required for the execution of which can be more accu-
rately calculated in advance by those who have had experience in such work.
At this time there are nineteen tunnels constructing on the Parkersburg road, the aggre-
gate length of which is 14,902 feet. These tunnels, I understand, are progressing favora-
bly and rapidly, both as regards cost and execution.
101
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Doc. No. 17.
Estimates of Cost.
MONROE ROUTS.
GREENBUIL Im
Cubie yds.
Cable yds
1st. Earth, loose rock and rock excavation,
6057000
1717000
3915000
2d. Tunnels,
621400
3d. Bridge, square drain and other ma-
sonry, and bridge superstructures,
435280
2773680
Add for contingencies 10 per cent.,
277368
Total,
3051048
Add, for comparison, to the estimate of the
Greenbrier route for 21 miles of super-
structure, on its excess of length over
the Monroe route,
Total for comparison,
3051048
Difference in favor of the Monroe route,
149025
$ 3200073
The above estimates are for a single track road.
The much larger quantity of excavation on the Monroe than on the Greenbrier no.)
owing to the fact that the former crosses the Alleghanies at a higher elevation by
than the latter, and consequently in its passage from the valley of Dunlap's
that of the Greenbrier, is for a considerably longer distance controlled in its localist
maximum grades; (the distance on the Monroe route between the foot of its
grade descending east from its summit and the foot of its heavy grade west of the
tain being 43.7 miles, and on the Greenbrier route only 21.8 miles.) Deep ents and M
embankments are consequently encountered for a much longer distance on the former -
the latter. The excess of tunneling, moreover, on the Greenbrier route has the feese
lessening the extent of its deep cutting in comparison with that on the Monroe rese.
The less average price per cubic yard of excavation on the Monroe route than . R
Greenbrier, is mainly in consequence of the less quantity of rock relatively on the form
than the latter.
The construction of the section of the road passing the Alleghanies by either No
must necessarily be costly, unless high grades are resorted to; and even then would grene
per mile considerably more than any other section of the road of equal length. The also
tion of high grades would lessen the cost of the Greenbrier route more than that of
Monroe route, and the former would then become the least costly. But as the Even
grades herein recommended are 80 greatly preferable to the heavy grades that work y
to be substituted to effect any material economy, I would not advise their substitutive
As it seems to be expected of me that I shall in this report speak of the probable .
of the entire line of road between Covington and the Ohio river, I shall do 80 in this a
nection.
I regret that there was not time during the progress of the resurveys for an exami
tion of the whole line of road intermediate between the work now under contract at
western end and the junction of the two routes on Greenbrier river. But as there 1
not, I must, in what I have to say upon the subject, rely altogether upon the best inform
tion within my reach.
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Doc. No. 17.
805
The location of the road along the Greenbrier in 1851, which was generally about two
above the high water of 1842 and 1847, would, if adhered to, greatly interfere with
canal location. But if the rights of the canal company could be disregarded, I should
sider it inexpedient to construct the road on 80 low a level. The higher level now
med accomplishes two objects. It unquestionably puts the road out of the reach of
1 water, and at the same time avoids interference with the rights of the canal company
it does so, at most points, at no increase in the cost of the road. It is only at a few
its where an additional expense would be incurred, but comparatively inconsiderable
mount.
The preceding remarks apply to the locations of the two works between Covington and
junction of the two routes. The surveys not having yet extended farther than the
er point, I am not prepared to speak definitely of the probable extent of interference
the two improvements beyond, but am inclined to think, from such information as I
ve, that it will prove to be as little as it would be on this side.
Wherein the present locations differ from those of 1851:
The principal differences are shown in the following tables:
I. The Monroe Route.
LOCATION OF 1851.
PRESENT LOCA-
TION.
Indian Creek Route.
Stony Creek Route.
Length of line from Covington,*
75.4 miles.
60.9
59.2 miles.
Number of summits,
-
3
6
1.
l'otal ascent and descent,t
-
2599 feet.
3317 feet.
2162 feet.
Maximum grade ascending west,
92.4 feet.
92.4 feet.
60 feet.
Maximum grade descending west,
79.2 feet.
92.4 feet.
50 feet-
It is proper to remark that the Stony creek route, as located in 1851, was rejected by the
engineer conducting the survey as being inferior to the route by Indian creek.
The present location is generally thought to occupy very nearly the same ground as that
of 1851, known as the Stony creek route. But such is not the case. The location of 1851
followed the valley of Little Stony creek, the present that of Big Stony creek, each being
about 6 miles long. The former location also occupied entirely different ground between
the head of Little Stony creek and the point at which it left the valley of Indian creek, as
in passing that distance, and over into the valley of Little Stony creek, it had three summits
with grades of 92.4 feet per mile on each side of each summit, whereas the present loca-
tion, upon leaving the valley of Indian creek, either maintains a level or descends the whole
distance, and without the introduction of any additional summit.
I reduce the length of the location of 1851, 5 miles, that being the distance from the junction of the
Monroe and Greenbrier routes to the point at the mouth of New river where the former location terminated.
t For this comparison 1 take the level of the Monroe route at the western terminus of the present location,
and the point on the former location that corresponds with it in elevation.
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at command to make the necessary calculations for arriving at
present locations not terminating westward at a common point.
ever, that the present estimates for several reasons considerably exce
How do the grades on the different sections of the road suit the re
nage that will pass over each in opposite directions?
First-on the western section of the road between the coal mines
Kanawha and the mouth of Big sandy on the Ohio.
On this part of the road it is believed that the tonnage going west
not exceed that passing east, for the reason that the coal and salt o
will not bear transportation eastward in large quantities, may be ad
fitably taken in the opposite direction to the valley of the Ohio. :
this section of the road will not exceed 35 feet going west, and 3
direction, the grades will be as well suited to the business of the ro
be expected.
Second-on the remainder of the road between the Kanawha salin
Covington.
Upon this portion of the road it is believed that the ratio may be .
usually obtains between the tonnage passing east and west.
In the case of canals, this ratio varies from one going west to abo
opposite direction, but on railroads that have competing water line
many heavy articles that would bear water transportation that cannot
of railroad transportation. This is clearly shown and distinctly state
the president and directors of the New York and Erie railroad con
case of a railroad which has no such competition, and railroad expe
ratio will be about as one going west to two and a half moving in the
The power of locomotives used in hauling freight trains, when fi
ing the maximum grades of the two routes and the light grades of the
road, may be estimated as follows:
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Doc. No. 17.
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Gross load. inclusive
of tender-Tona.
Net loads-Tons.
On a 20 feet grade,
-
-
-
-
-
-
.
309.4
185.6
On a 35 feet grade,
-
-
-
-
-
-
-
216.8
130.1
On a 50 feet grade,
-
-
-
-
-
-
-
163.9
98.3
On a 59 feet grade,
-
-
-
-
-
-
-
141.8
85
On a 60 feet grade,
-
-
-
-
-
-
-
139.7
83.8
Now as the controlling tonnage in amount will be that moving east, it is desirable to
ascertain how the quantities that may be carried up the maximum grades on the opposite
sides of the summits of the respective routes compare with the ratio above assumed.
These quantities will be arrived at by supposing that the trains moving east are full
loaded, and that the cars, which must return whether loaded or not, contain as much
freight as will, in addition to the cars, make a gross load as great as the engine can take
back.
The following are the results of such a calculation:
I. On the Monroe Route.
A locomotive moving east would draw up the 50 feet grade on the west side
of the summit a gross load of 163.9 tons, or net load of
-
-
98.3 tons.
The gross load on the return trip up the 60 feet grade would be 139.7 tons.
Deduct the weight of cars that were taken east, viz: 65.6 tons, and there is
left for freight going west,
-
-
-
-
74.1 tons.
The ratio therefore on the Monroe route between the tonnage in opposite directions
that its summit grades would accommodate, would be as 74.1 tons moving west to 98.3
tons moving east, that is, as 1 to 1}.
II. On the Greenbrier Route.
A locomotive going east would draw up the 35 feet grade on the west side
of the summit a gross load of 216.8 tons, or a net load of
-
-
130.1 tons.
And in the same manner as was shown in the case of the Monroe route it
might return with freight amounting to
.
-
-
55.1 tons.
The ratio between the tonnage that might be taken in opposite directions over the sum-
mit of the Greenbrier route would therefore be as 55.1 tons going west to 130.1 tons going
east, or as 1 to 2.36.
It would seem therefore that the locomotives upon both routes would be able to return
west over the Alleghany summit with more than a proportional share of the tonnage going
in that direction, upon the ratio assumed of one to two and a half, and that the excess in
that particular would be considerably greater on the Monroe than on the Greenbrier route.
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Doc. No. 17.
Statement exhibiting briefly the preceding leading characteristics of details
Monroe no.
Length of line,
-
-
.
-
51.6 miles.
St.1 air
Number of summits,
-
-
-
1
I
Height of summit above grade at Covington,
.
1190 feet.
Maximum grade ascending West,
-
-
60 feet.
59 feel
Maximum grade descending West,
-
-
50 feet.
25 ht. fee.
Distance of east end of summit from Covington,
-
27.6 miles.
Distance of summit from point of divergence,
-
20.5 miles.
10.7 min
Distance from the summit of the foot of the maximum or
heavy grade descending West,
-
31.1 miles.
Il.Inis.
Total curvature,
.
-
-
4947°
4538
Average curvature per mile,
-
.
96°
84°
Least radins of curvature,
-
.
-
997 feet.
100ks
Number of tunuels,
-
-
-
16
16
Length of tunnels,
-
-
-
9560 feet.
misk
Average length of tunnels,
-
-
-
5971 feet.
1986
Length of longest tunnel,
-
-
-
2510 feet.
Boll X
Number of trussed bridges,
-
-
9
Il
Length of
-
-
-
5680 feet.
589
Estimated cost of graduation and masonry and including
of miles of superstructure on the Greenbrier route
for its excess of length.
.
-
$3051048
$390
From the preceding it appears that the length of the Monroe route is
XII
And of the Greenbrier route,
.
-
all
Difference in favor of the Monroe route,
-
-
55
-
That the estimated cost of the Monroe route, exclusive of superstructure, in
And of the Greenbrier route, including superstructure on the 21 miles of
extra length, is
-
-
-
-
Difference in favor of the Monroe reute,
-
-
-
That the elevation of the summit of the Monroe route above the grade of
the road at Covington is
-
-
.
And of the Greenbrier summit,
.
.
-
.
Difference in favor of the Greenbrier reate,
-
-
-
That the maximum grade on the east side of the respective runnis of the
two rontes is very nearly the same, vis: 60 feet on the Mourse reale, and
1 foot less on the Greenbrier roate.
That the maximum grade 00 the west side of those summits is 20 the Min-
roe route,
-
-
-
.
And 00 the Greenbrier route,
-
-
-
-
Diference in fator of the Grembrier reals,
-
-
-
That the distance on which the maines grade rules between Corington
and the justive of the two rootes including the distance from Carings
to the point of divergence, is 00 the Mourve realle.
*
And oz be Greenbrier route,
-
-
-
Deferrace in just of the Grainer
-
-
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Doc. No. 17.
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That the aggregate curvature on the Monroe route is
-
-
4947°
And on the Greenbrier route,
-
-
-
-
4537°
Difference in favor of the Greenbrier route,
-
-
-
410°
That the number of tunnels on the two routes is the same.
That the aggregate length of tunneling on the Monroe route is
.
9560 feet
And on the Greenbrier route,
.
-
-
-
19110 "
Difference in favor of the Monroe route,
-
.
-
9550 feet.
And that the length of trussed bridges on the Monroe route is
-
5680 feet.
And on the Greenbrier route,
.
-
.
-
5280 "
Difference in favor of the Greenbrier route,
-
-
-
400 feet.
Comparison of the relative advantages and disadvantages of the two routes.
Before entering upon this comparison I would remark that I was desirous of giving in
this report the data upon which any opinions therein expressed were based, in respect to
the effect of grades, curvatures, &c. upon the cost of working a road ; and with that
view had collected information relating to the actual cost of working several of the most
important roads in this country, extending over a period in which the aggregate receipts
for the transportation and carriage of freight and travel exceeded thirty millions of dollars.
But as my time hitherto has been mostly occupied in arriving at the probable relative cost
of the road on the two routes now under consideration, and as the day is fixed when this
report must be closed, (and, in fact, part of it being now in the hands of the printer,) I
shall, as there is not time to give in detail the reasoning and facts upon which they are
based, merely state, briefly, the conclusions at which I have arrived in my own mind on
the subject.
I shall now proceed, without further preface, to a comparison of the relative merits of
the two routes.
First.-The experience of the roads referred to, as well as my own reasoning on the
subject, and calculations, satisfy me that the difference in distance in favor of the Monroe
route, viz: 21 miles, taken in connection with its greater height of summit, by 390 feet, and
heavier grade on the west side of that summit, viz: 50 feet in place of 35 feet; and some-
what greater curvature, gives it no advantage over the Greenbrier route, in respect to the
time in which it could be advantageously and economically traversed by either freight or
passenger trains.
Second.-That the difference of distance above mentioned of 21 miles, in favor of the
Monroe route, and its less cost in round numbers, by the sum of $150,000, would be fully
compensated for on the Greenbrier route, when there is a business and travel upon the
road equivalent to a through travel and tonnage per annum of 125,000 passengers and
tons of freight-by the greater cheapness at which that amount of business could be done
on that route, in consequence of its less elevation of summit by 389 feet; its less maxi_
mum grade on the west side of its summit, by 15 feet; the less distance from Covington
by 29.8 miles, on which its maximum grades rule; and its somewhat less curvature. In
other words, that the additional cost of working the road on the Monroe route, with
the amount of travel and tonnage above mentioned, deducting therefrom the greater
cost of maintaining the Greenbrier line in consequence of its 21 miles greater length, will
at least equal the interest on the greater cost of the road on the Greenbrier route.
102
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Doc. No. 17.
Third.-That with every addition of travel and tonnage equivalent to 195/400 Ind
passengers and tons of freight, the difference of equivalent capital in favor of the Comes
brier route, arising from the greater cheapness nt which it may be worked, in empio
with the Monroe route, would not be less than 150,000, after allowing for the to
tenance of and working over the 21 miles of its greater length.
Fourth.-That with either a single or double track, the capacity of the road for the the
portation of tonnage on the Greenbrier route would be at least 15 per ceal. greater to
on the Monroe route, in consequence of the larger average loads by about 30 per -
that locomotives could haul eastward over its maximum grades, (the tonnage from them
being the controlling tonnage in amount, and whatever weight of locomotive that mill
admissible on the heavier grades of the Monroe route being admissible, also, 00 the Table
grades of the Greenbrier route.) I do not assume the difference in the caparity of a
road to be as great, proportionally, as the difference in the load that locomotives may la
over the maximum grades of the respective routes, for the reason that that enquisi
not entirely limited by the number of trains that may be passed over a road ins pla
time, but also in part by the length of those trains, and greater liability to acciledia
detention as the amount of business increases. Hence it is I have above takes the income
of the capacity of the road on the Greenbrier route as being, proportionately, only ord
that of the increase of load that may be bauled over the lighter grades of the Greath
compared with the Monroe route.
Fifth-That, in consequence of this difference of capacity, the road on the Now
route, with a single track, would, sooner than on the Greenbrier route, require to a
tion of a second track; and that, after such addition, the road on that route, when wall
up to its capacity, would be able to pass at least 15 per cent. more of tornings in In
structed on the Monroe route; and that in this view, therefore, and upon the anypall
that the road, first with a single track and ultimately with a double track, would be mill
np to its capacity, the road on the Greenbrier route, although at first costing aboutly
cent. more than on the Monroe route, would in the end be the cheaper of the ,
from its ability to do this larger amount of business, besides admitting, as before -
of being worked at less cost per ton of freight and per passenger transported OTE
road.
Sixth.-That, as the first step in doubling the track of the road will no doubt be
double it over the maximum grades of the summit division, whichever route -
adopted, the Greenbrier route has in this respect somewhat the advantage, as in -
or heavy grades extend (from Covington west) over only 29.4 miles; whereas -:
Monroe route the distance on which they occur is 59.2 miles, and therefore a commen
larger expenditure for this object would have to be incurred at an earlier day on be I
roe than on the Greenbrier route.
It would appear, therefore:
That with a business upon the road no greater than would, from the experience i w
roads, pay an interest of about three per cent. on its cost, the Monroe THE VA
be the cheapest, taking the cost and working of the road and its maintenance is 7
deration: the difference in its favor being the greater the less the business dear &
road.
That when a larger amount of business than the above was done, the difference 1
cost, working and maintenance of the road would be in favor of the Greenkeier XIII
and the larger the business the greater would the difference be in its favor:
And that with the amount of travel and tonnage that there is reason to that à
would be, at no remote day, seeking a transit and converance over the Covington in d
railroad, the road on the Greenbrier route would be able to accommodate a hape -
of that tounage than if constructed on the Monroe route by at least 15 per cent. and -
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Doc. No. 17.
811
That
the
aggregula
en the road, with either a single or double track, is worked up to its
And on the Greenhier
latively that much more of revenue.
Difference in from of h
the same conclusions, in other words:
the Monroe route would commence operations, with the advantage of
the number of
S expenditure, per annum, in its favor, that being the interest on the dif-
the aggregate
stimated cost of the road on the two routes.
on the
ess of the road increased, this difference would be gradually lessened, in
firence
in
fair
the greater cheapness of working the road on the Greenbrier than on the
until there was an amount of travel and business on the road equivalent to
that
the
d transit over it of 125,000 through passengers and tons of freight. That
on
the
rrived, the two routes would be on an equality as regards annual expendi-
h as the difference in the cost of maintaining and working the road on the
1 favor of the Greenbrier route, would then be equal to the interest on the
cost of the road in favor of the Monroe route.
point was reached, and the business of the road still farther increased, the ad-
'ess annual expenditure would be in favor of the Greenbrier route, and at the
less than $ 9000 per annum, for every addition of a business equivalent to the
d transit over the road of 125,000 through passengers and tons of freight.
report
effect
the business of the road approached the limit of its capacity, that limit would
reached on the Monroe than on the Greenbrier route, for the reason that the
dd be competent to carry, when worked up to its capacity, and with either a
TO
double track, at least 15 per cent. more of passengers and freight than the former.
my
J-
presented such facts and views of a professional character as seemed to me
for
0 be taken into consideration, in deciding the question of route now at issue, I
Je all, I think, that duty required of me.
e are other considerations, not of a professional character-and in regard to which
eems to be a great difference of opinion among those more immediately interested
decision of the question of route, that may and perhaps ought to have some weight
ermining that question-that I have purposely omitted alluding to in this report, as I
een desirous, as a matter of propriety, if for no other reason, of pursuing a course,
conducting the resurveys, and in reporting thereon, that would not cause me to be
ded as the advocate of either route.
Respectfully submitted.
CHARLES B. FISK,
Engineer on Resurveys &c.
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Doc. No. 17.
813
LIST OF COMPANIES
Accompanying the Twenty-Seventh Annual Report of the Board of Public Works
to the General Assembly.
Alexandria Canal Company,
-
-
-
-
607
Alexandria, Loudoun and Hampshire Turnpike Company,
-
-
265
Ashby's Gap Turnpike Company,
.
-
.
-
3
Baltimore and Ohio Railroad,
.
-
-
-
315,764
Berryville and Charlestown Turnpike Company,
-
-
.
232
Berryville Turnpike Company,
-
-
-
-
5
Blue Ridge Railroad,
-
-
.
.
.
281
Blue Ridge Turnpike Company,
.
-
-
-
8
Boydton and Petersburg Blankroad Company,
8
-
-
674
Brandonville, Kingwood and Evansville Turnpike Company,
.
-
234
Brunswick and Roanoke Plankroad Company,
-
-
-
682
Buchanan and Bedford Turnpike Company,
-
-
-
221
Cedar Creek and Opequon Turnpike Company,
-
-
-
737
Charleston and Point Pleasant Turnpike Company,
.
.
-
15
Chesapeake and Ohio Canal Company,
.
-
-
652
Clarksburg and Philippi Turnpike Company,
-
-
-
248
Coal River Navigation Company,
.
.
-
-
613
Covington and Ohio Railroad,
.
-
.
-
786
Cranberry Summit and Brandonville Turnpike Company,
-
-
741
Cumberland Road,
-
-
.
-
-
257
Danville and Wytheville Turnpike Company,
-
.
-
743
Dismal Swamp Canal Company,
-
.
-
a
620
Elk River Bridge Company,
-
-
-
-
701
Estillville and Nickelsville Turnpike Company,
.
-
.
17
Estillville Turnpike Company,
-
-
-
0
259
Fairmont and Palatine Bridge Company,
-
-
-
702
Fairmont and Wheeling Turnpike Company,
-
-
.
18
Farmville and Buckingham Plankroad Company,
.
-
-
684
Fincastle and Blue Ridge Turnpike Company,
0
-
#
32
Floyd Court-House and Hillsville Turnpike,
-
-
-
20
Franklin and Monterey Road,
-
-
.
-
687
Fredericksburg and Valley Plankroad Company,
.
-
-
688
Front Royal Turnpike Company,
-
-
-
-
25
Giles, Fayette and Kanawha Turnpike Company,
-
.
-
231
Gilmer, Ripley and Ohio Turnpike Company,
.
-
-
33
Goose Creek and Little River Navigation Company,
-
-
631
Guyandotte Navigation Company,
.
-
-
615
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Doc. No. 17.
Hardy and Winchester Turnpike Company,
-
Hazel River Navigation Company,
-
-
Hedgesville and Potomac Turnpike Company,
-
Holliday's Cove Turnpike Company,
-
.
Howardsville and Rockfish Turnpike Company,
-
-
Indian Poll Drawbridge Company,
-
-
Jackson's River Turnpike Company,
-
-
Jacksonville and Bent Mountain Turnpike Company,
Jacksonville and Christiansburg Turnpike Company.
-
James River and Kanawha Company,
-
.
Jordan's Furnace and Rockbridge Turnpike Company,
.
Junction Valley Turnpike Company,
-
-
Kingwood and West Union Turnpike Company,
.
Leading Creek and Buffalo Creek Turnpike Company,
Leesburg and Snicker's Gap Turnpike Company,
-
Little River Turnpike Company,
-
Logan, Raleigh and Monroe Turnpike Company,
Londoun and Berlin Turnpike Company,
-
Lunenburg Plankroad Company,
-
Lurny and Front Royal Turnpike Company,
*
Lynchburg and Salem Turnpike Company,
-
Manassa Gap Railroad,
-
Martinsburg and Potomac Turnpike Company,
-
Mechanicksburg and Wythe Turnpike Company,
-
Middle Turnpike Company,
-
Middlebrook and Brownsburg Turnpike Company,
-
Millboro' and Carr's Creek Turnpike Company,
-
-
Millwood and Berryville Turnpike Company,
-
Moorfield and Alleghany Turnpike Company,
-
-
Moorfield and North Branch Turnpike Company,
-
Morgantown Bridge Company,
-
-
Morgantown and Bridgeport Turnpike Company,
-
Morgan and Frederick Turnpike Company,
-
Newark Turnpike Company,
-
-
New Creek and Hardy Turnpike Company,
-
New Market and Sperryville Turnpike Company,
-
Norfolk and Petersburg Railroad,
.
North Frederick Turnpike Company,
-
-
-
North River Navigation Company,
-
.
-
Orange and Alexandria Railroad,
.
-
-
Patterson's Creek Valley Turnpike Company,
-
Pittsylvania and Lynchburg Turnpike Company,
-
Potomac Bridge Company,
-
-
.
-
Potomac Turnpike Company,
-
-
Princeton and Red Sulphur Road,
-
-
Pulaski and Giles Turnpike Company,
-
.
Raleigh and Grayson Turnpike Company,
-
-
Red and Blue Sulphur Springs Turnpike Company,
-
.
Richmond and Danville Railroad,
-
-
-
Richmond, Fredericksburg and Potomac Railroad,
-
-
Richmond and Petersburg Railroad,
-
-
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Doc. No. 17.
815
Rivanna Navigation Company,
-
-
-
-
639
Roanoke Navigation Company,
-
-
-
-
641
/
Roanoke Valley Railroad,
-
.
-
.
-
475
Rockymount Turnpike Company,
-
-
.
-
100
Rockingham Turnpike Company,
-
-
-
-
96
Saint Mary's Turnpike Company,
.
-
-
-
219
Salem and Pepper's Ferry Turnpike Company,
-
-
.
105
Sandy River Turnpike Company,
-
-
.
-
217
Seaboard and Roanoke Railroad,
.
.
-
-
486
Shepherdstown and Smithfield Turnpike Company,
-
.
-
108
Shinnston Turnpike Company,
-
.
-
-
228
Sistersville and Salem Turnpike Company,
-
-
-
110
Slate River Company,
-
-
-
-
-
645
.
Slavin's Cabin and Summersville Road,
.
-
-
-
693
Smithfield, Charlestown and Harpers Ferry Turnpike Company,
-
-
116
Snicker's Gap Turnpike Company,
-
-
-
-
118
South Branch Bridge Company,
-
.
-
-
716
Southside Railroad,
-
-
-
-
-
499
Southwestern Turnpike,
-
-
-
-
-
238
Sperryville and Rappahannock Turnpike Company,
.
-
-
120
Staunton and James River Turnpike Company,
-
-
-
225
Staunton and Parkersburg Road,
-
-
-
-
697
Sweet and Salt Sulphur Springs Turnpike Company,
-
-
126
Tazewell Court-house and Fancy Gap Turnpike Company,
.
-
226
Thornton's Gap Turnpike Company,
-
-
-
-
128
Upper Appomattox Company,
-
-
-
-
647
Valley Turnpike Company,
-
-
-
-
-
130
Virginia Central Railroad,
-
-
-
-
-
526
Virginia and Maryland Bridge Company,
-
-
-
717
Virginia Telegraph Company,
-
-
-
-
735
Virginia and Tennessee Railroad,
-
-
-
-
566
Warm Springs and Harrisonburg Turnpike Company,
-
-
134
Washington and New Orleans Telegraph Company,
-
-
719
Wellsburg and Bethany Turnpike Company,
-
-
-
137
Wellsburg and Washington Turnpike Company,
-
-
-
139
Weston and Fairmont Turnpike Company,
.
-
-
199
Weston and Gauley Bridge Turnpike Company,
-
-
-
141
West Milford and New Salem Turnpike Company,
-
-
-
144
Wheeling, West Liberty and Betbany Turnpike Company,
-
203, 756, 757
White and Sweet Sulphur Springs Turnpike Company,
-
-
209
Wilson Creek and South Fork Turnpike Company,
.
-
260
Winchester and Berry's Ferry Turnpike Company,
-
-
-
760
Winchester and Potomac Railroad,
-
-
-
-
599
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)
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