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    "title": "Annual Report of the Board of Public Works to the General Assembly of Virginia, 1853-54",
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    "ocrText": "Google\nThis is a digital copy of a book that was preserved for generations on library shelves before it was carefully scanned by Google as part of a project\nto make the world's books discoverable online.\nIt has survived long enough for the copyright to expire and the book to enter the public domain. A public domain book is one that was never subject\nto copyright or whose legal copyright term has expired. Whether a book is in the public domain may vary country to country. Public domain books\nare our gateways to the past, representing a wealth of history, culture and knowledge that's often difficult to discover.\nMarks, notations and other marginalia present in the original volume will appear in this file - a reminder of this book's long journey from the\npublisher to a library and finally to you.\nUsage guidelines\nGoogle is proud to partner with libraries to digitize public domain materials and make them widely accessible. 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We encourage the\nuse of public domain materials for these purposes and may be able to help.\n+ Maintain attribution The Google \"watermark\" you see on each file is essential for informing people about this project and helping them find\nadditional materials through Google Book Search. Please do not remove it.\n+ Keep it legal Whatever your use, remember that you are responsible for ensuring that what you are doing is legal. Do not assume that just\nbecause we believe a book is in the public domain for users in the United States, that the work is also in the public domain for users in other\ncountries. Whether a book is still in copyright varies from country to country, and we can't offer guidance on whether any specific use of\nany specific book is allowed. Please do not assume that a book's appearance in Google Book Search means it can be used in any manner\nanywhere in the world. Copyright infringement liability can be quite severe.\nAbout Google Book Search\nGoogle's mission is to organize the world's information and to make it universally accessible and useful. Google Book Search helps readers\ndiscover the world's books while helping authors and publishers reach new audiences. You can search through the full text of this book on the web\nathttp://books.google.com/\nLIBRARIES\n08681 1\nGoogle\nDigitized by Google\nDigitized by Google\nDigitized by Google\nVDD\nDigitized by Google\nDOC. No. XVII.\nTHIRTY-EIGHTH\nANNUAL REPORT\nOF THE\nBOARD OF PUBLIC WORKS\nTO THE\nGENERAL ASSEMBLY OF VIRGINIA,\nNEW YORK\nWITH THE PUBLIC\nLIBRARY\nACCOMPANYING DOCUMENTS.\n1853-4.\nDigitized by Google\nTHE NEW YORK\nPUBLICLIBRARY\n97385\nASTOR, LENOX AND\nTILDEN FOUNDATIONS.\n1898.\nMAOY WHI 3V1\nM\nVIATED\nDigitized by Google\nDoc. No. 17.\niii\nREPORT.\nThe Board of public works respectfully submit to the general as-\nsembly the following\nREPORT.\nOn the 4th of July last, the commissioners of the Board of public\nworks, elected under the act of March 9th, 1853, assembled at their\noffice in the capitol, and proceeded to organize conformably with the\nterms of the law. The terms of service of the several commission-\ners first elected under this law being required to be decided by lot,\nit was so decided that the term of service of Archibald Graham, the\ncommissioner elected from the second or middle district, should ex-\npire in the year 1855, that the term of service of Edward J. Arm-\nstrong, the commissioner elected from the third or upper district,\nshould expire in the year 1857, and that the term of service of\nThomas J. Boyd, the commissioner elected from the first or lower\ndistrict, should expire in the year 1859. Archibald Graham was\nelected president of the Board, and William R. Drinkard was ap-\npointed their secretary.\nVery soon after their induction into office the Board became fully\nsensible that the duties they were required to discharge were neither\nfew nor trivial, and that the obstacles in the way of a successful\nperformance of those duties were by no means inconsiderable. Ne-\nvertheless they determined to summon to their assistance all the\nzeal and energy of which they were possessed, resolved to deserve\nif they could not win success. In one respect their position was\npeculiar, and to that extent embarrassing. They did not, as new\nmen, enter upon a field of labor new to the law or to the people\nwhom they had been elected to serve. On the contrary, the thea-\ntre upon which their operations were to be exhibited had long been\nillustrated by the administration of able and distinguished predeces-\nsors, a rivalry of whose successes and a shunning of whose erro'\nDigitized by\nGoogle\niv\nDoc. No. 17.\nany they committed, presented alike difficulties that might not be\novercome and dangers that might not be avoided. The schemes\nthat were to be carried out, the plans that were to be perfected, had\nnot been originated by the device or the suggestion of this Board,\nand therefore from a not impossible misapprehension of the true\ncharacter of the design, it was to be feared that the execution of\nsuch a work might end in reproach to themselves, and possibly in\ndiscredit to the projectors, whose greater wisdom and larger expe-\nrience, if permitted, might have produced far more fortunate results.\nSensible of the serious difficulties by which they were met at the\nthreshold, and anxious to gain the approbation, and honestly desirous\nto promote the welfare of their united constituency, the Board did\nnot hesitate promptly and cordially to avail themselves of every\nattainable instrumentality that might be serviceable, while at the\nsame time they were not incautious in treading upon new and some-\nwhat unfamiliar ground.\nThe duties required of the Board of public works by the laws\nnow in force are of a three-fold nature. First, they are required to\nsupervise the construction of those works of internal improvement\nof which the state is the sole patron. Secondly, to represent the\nstate as joint patron and proprietor in those works of internal im-\nprovement in which the state is interested with other stockholders;\nand lastly, by a judicious disposition of the bonds of the common-\nwealth to raise the means to enable her to meet the liabilities in-\ncurred by reason of the two species of improvements in which she\nhas wisely and liberally engaged.\nIt will be the object of this report, as far as practicable, to pre-\nsent to the general assembly a succinct view of the operations of\nthe Board of public: works. in their efforts to perform the labor im-\nposed upoi them'as :Just désignated, during the brief period of their\nofficial existence.\nThe improvement that first attracted their notice, and that has\never since claimed and received a large share of their attention, was\nthe Covington and Ohio railroad.\nThe preliminary steps necessary to the execution of the law\ndirecting the construction of this great work, were taken previous\nto the organization of this Board, but at their first meeting they\npromptly undertook to prosecute what their predecessors had com-\nrenced. A large portion of the western division of the road lying\nthe mouth of Big Sandy river and the mouth of Scary\nDigitized by Google\nDoc. No. 17.\ncreek, embracing a distance of nearly fifty miles, was let to contract\nupon terms that were deemed reasonable. Proposals for the con-\nstruction of a corresponding portion of the eastern division, as\nrequired by law, could not be received and acted on at so early a\nperiod. In the first place, the point originally designated as the\neastern terminus of the road, was not, in the opinion of the Board,\nthe true terminus contemplated by the act of assembly. They,\ntherefore, after hearing the opinion of able and distinguished\ncounsel for and against this view, and after mature reflection and\ndeliberation, fixed the eastern terminus at the town of Covington\nin the county of Alleghany. In the second place, the conflicts\nbetween the location beginning at and proceeding west from\nCovington, for the railroad and the location of the James river and\nKanawha canal, whose prior right is specially acknowledged by the\nact aforesaid, had to be harmonized by a careful and conjoint resurvey\nby the engineers of the respective works. Again, a short distance\nfrom Covington a still more imposing obstacle to speedy construc-\ntion presented itself. Two routes, rivaling the one known as the\nGreenbrier route, through intelligent, ardent and sanguine advocates,\nurged their respective claims for preference. These were the Monroe\nand Meadow river routes. Notwithstanding the line leading by the\nWhite Sulphur springs had been selected and a final location ordered\nupon it, the appeals to the Board for a resurvey of the other two\nroutes were so numerous and emanated from sources SO fully entitled\nto their respect and consideration, that they deemed it a matter of\nduty to the largely interested public, and, indeed, to the work\nitself, that those surveys should be made before any work east of\nthe Alleghany mountain was put under contract. Consequently,\nthey authorized Charles B. Fisk, Esq. the chief engineer selected\nfor that purpose, and a gentleman of high distinction in his profes-\nsion, to place immediately upon each of those routes, parties\nsufficient to make, with all practicable speed, thorough and satis-\nfactory actual surveys of the two. These surveys had not pro-\ngressed very far before it became apparent to the Board that the\njust claims of the three competing routes could not be fairly\nconsidered or truly ascertained without further surveys upon the\nGreenbrier line. They accordingly instructed Mr. Fisk to place a\nparty upon that route also. These orders have been very promptly\nand energetically prosecuted; and while the result may bring dis-\nappointment to some, the Board entertain the belief that their\nDigitized by\nGoogle\nvi\nDoc. No. 17.\ndecision will be received with a manly and noble acquiescence in\nkeeping with the high character and intelligence of the parties\nengaged in this local contest. Some weeks since, the further\nprosecution of the survey on the Meadow river route was aban-\ndoned, enough having been ascertained to satisfy its friends and the\nchief engineer of its impracticability. The resurveys upon the\nremaining routes, necessarily protracted, and thereby producing\ndelay in the transmission of this report to the legislature, have been\ncompleted, and the report of the chief engineer is herewith sub-\nmittted. To it the Board refer, with the conviction that the interest-\ning and valuable facts it contains will amply compensate for a\ncareful perusal. It has been too recently placed in the possession\nof the Board to enable them to examine its details with that care\nwhich the importance of the subject demands, and, consequently,\nto determine, finally, respecting the advantages and disadvantages\nof the two competing routes. That decision they expect to make\nearly in February, and, immediately thereafter, to direct a final\nlocation to be made in accordance with it after which, they appre-\nhend, the work of construction on the eastern division will be\nhindered by no serious obstacles.\nThe construction of such a work as the Covington and Ohio rail-\nroad, being an undertaking of unusual magnitude, embracing a line\nof active operations of two hundred and thirty miles; requiring the\nsubdivision of labor among a very considerable number of contrac-\ntors; demanding, also, the active services of large and numerous\nparties of engineers, the Board were impressed with the belief that\nthe labor of special or even general supervision would require the\nimposition of too heavy a tax upon the capacity of any one indi-\nvidual. Therefore, believing that the Code of Virginia conferred\nupon them the authority, they created the office of superintendent\nof the Covington and Ohio railroad, assigning to it duties similar to\nthose required of a president of a railroad company, holding its\nincumbent at the same time always amenable to the orders and the\nauthority of the Board. This office they filled by the appointment\nof James G. Paxton, Esq., of the county of Rockbridge, a gentle-\nman of fine intelligence, sound judgment, great industry and unti-\nring energy, whose conduct, thus far, has fully realized the expecta-\ntions of the Board, and entirely satisfied them that their action in\nthe premises, in regard to economy of expenditures, as well as\nfidelity in the execution of contracts and a vigilant superintendence\nDigitized by\nGoogle\nDoc. No. 17.\nvii\nof every interest connected with the improvement, was eminently\nproper.\nIn connection with this subject, it is pertinent for the Board to\nsay that, with a view to promote what they conceived to be the\nbest interest of this important work, they, early in November last,\nconferred upon Mr. Fisk the appointment of chief engineer of the\nroad; and from the zeal, ability and remarkable energy exhibited by\nhim in the prosecution of the resurveys entrusted to him, they\nthink they have reason to congratulate the state upon so fortunate\na selection.\nThe fact cannot be disguised, that the Covington and Ohio rail-\nroad, as the extension and great feeder of the Virginia Central rail-\nroad and the James river and Kanawha canal, is that improvement\nin Virginia to whose speedy and successful completion the attention\nof thousands at home and abroad is most particularly and anxiously\ndirected. It is destined to be a great state, if not a national,\nthoroughfare-affording a broad avenue for the rapid and convenient\ntransit to the East of the already immense and yet constantly aug-\nmenting products of the fertile West, and inviting, with almost the\ncertainty of acceptance, an entrance into our own ports by the\nrichly laden ships and steamers of the importer from every European\nclime. It extends the open hand to immigration, and points the\nlaborer and the speculator to a country whose valleys teem with the\nrichest products, within whose mountains are inexhaustible and\npriceless treasures, that answer liberally to the calls of honest in-\ndustry, and whose never-failing waters are restless to lave the\nmotive power that inspires with life the loom, the spindle and the\nmill. To such a work a Virginia legislature should not look with\nindifference. It rather should receive, as it deserves, its cordial and\nunstinted favor and patronage. The Board feel it peculiarly incum-\nbent to press this view of the subject with earnestness. The central\nposition of Virginia, the comparative mildness of her climate, the\nlow grade, and the consequently small cost at which her works can\nbe constructed, the growing demands of commerce, the increasing\nclamors of the productions of the mighty West and Northwest for a\ncertain avenue to market, the vexatious obstructions to transporta-\ntion upon more northern improvements, caused by the rigors of\nprotracted winters, are some of the considerations that point to this\nparticular work as one of extraordinary value and importance, and\nare some of the reasons that should impel Virginians to embrace\nDigitized by\nGoogle\nviii\nDoc. No. 17.\nthe opportunity to wrest from an empire its trade, and to invest\ntheir own soil, and to nerve their own arms with the wealth and the\ngreatness of empire.\nEntertaining such sentiments, it was not more the duty than the\npleasure of the Board to adopt the most energetic measures for the\nrapid and efficient execution of their portion of the responsible but\nagreeable labor of constructing this great national highway. Al-\nready have the contractors upon the western division made com-\nmendable progress. Very soon the entire distance between the Big\nSandy river and Scary creek will be in process of construction ; and\nnot long thereafter, contractors will be at work upon the whole of the\nfirst fifty miles west of Covington. Indeed, the Board had hoped\nthat, in this report, they would have been able to inform the general\nassembly of the fact that the work upon the first section of the\neastern division had commenced. In this, however, they have been\ndisappointed, from the inability of the chief engineer to report fully\nupon the resurveys at their adjourned meeting, which was held at\nCovington on the 15th ult. for the purpose of letting that portion of\nthe road to contract. Conditional contracts, entered into at that\ntime, will now be confirmed, and the work of construction imme-\ndiately commenced. In order also to provide, in advance, every\narrangement necessary for expediting this improvement, the Board,\nsome time since, caused extensive advertisements to be made, calling\nfor proposals to furnish the rails, castings and cars that may be needed\nfor the road; and, it having been intimated that the occasion pre-\nsented a fair opportunity for men of means and the proper capacity\nto erect, in the favorable coal and iron regions upon which the road\nwill be located, establishments for the manufacture of the various\narticles enumerated, the privilege was given, either to make and\nfurnish those articles upon the line of the road, or to make them\nelsewhere and deliver them when and where they would be required.\nThe Board are gratified to know that those advertisements have\nattracted considerable notice in Virginia, and also in more northern\nstates, and that, from various highly respectable quarters, at the\nnorth and at home, bids have been received and they do not enter-\ntain a doubt that contracts of a very favorable character will be\nmade for all the iron, cars and other equipments that may be wanted\nfor the entire road.\nNo expression of the legislative will has yet been made as to\nwhether this road should be prepared for a single or double track,\nDigitized by\nGoogle\nDoc. No. 17.\nix\nand it may not be improper for the present legislature to give some\ninstructions upon the subject. Experience seems to have indicated\nthe wisdom of at least preparing for a double track, although it may\nnot be immediately laid down, and in this instance it might not be\namiss to profit by the inconveniences which have resulted to other\nimprovements for the want of this precaution.\nThe mouth of Big Sandy river has been selected as the western\nterminus of this road. No one, as the Board believe, is now dis-\nposed to move for a change of that decision. There are many, how-\never, and among them some of our most intelligent and extensively\ninformed citizens, who believe there exists a pressing present neces-\nsity for the construction of a stem from the point of divergence from\nthe Kanawha river, down that stream to its mouth in Mason county,\nopposite the town of Gallipolis in the state of Ohio. A glance at\nthe map of improvements in this and adjoining states, it would seem\nto the Board, ought to satisfy every candid mind as to the absolute ne-\ncessity for a connection, sooner or later, between the Covington and\nOhio railroad and the great improvements leading through the heart\nof Ohio and other states, west, whose teeming products must pass\nalong her thoroughfares in quest of an eastern market, which mar-\nket, for some months in each year, can be reached with more facility\nthrough Virginia than any more northern state. This may be con-\nsidered a question merely as to time, admitting that this stem ought\nto, and ultimately will, be made; but, like most other questions\nof that character, it is more than probable that the present will be\nfound to be the most acceptable and propitious time. The enor-\nmous products of western growth demand an outlet to market; and\nwhen we consider their character and the pressing necessity for\ntheir speedy and regular transmission to the great markets of the\nworld, we cannot but be impressed with the fact that this demand\nmust be promptly and immediately met by Virginia, or some other\nmore energetic and enterprising rival will snatch the palm. The\ncompletion of this improvement as herein suggested, will bring Cin-\ncinnati nearer to Richmond than to Baltimore, and inevitably make\nKentucky and Ohio, and their coterminous states, the interested but\nmighty and unfailing tributaries to the wealth and commerce of Vir-\nginia. It is not necessary, however, in this report, to pursue the\nsubject and, therefore, it is cheerfully submitted to the wisdom of\nthe legislature.\nii\nDigitized by\nGoogle\nX\nDoc. No. 17.\nThe Board have already communicated to one branch of the gene-\nral assembly the amount that, in their opinion, might be judiciously\nexpended on this road during the years 1854 and 1855. They have\nalso transmitted to the same body a brief statement prepared by the\nchief engineer, in response to a resolution calling for that informa-\ntion. The entire report of that officer being now in the possession\nof the legislature, each member will have the opportunity of calmly\nand critically examining all the various calculations, statements and\npractical details which it contains, and can form his own conclusion\nas to the amount actually demanded for the vigorous and efficient\nprosecution of this great work. The Board will not entertain a\ndoubt that convictions, resulting from such an examination, will in-\nduce an appropriation that will justify them in speedily executing\nthe plans they have conceived for the successful completion of this\ncommendable enterprise.\nNext in importance, as a state work, is the Blue Ridge railroad.\nThis undertaking has excited much interest in Virginia, and is\ncertainly one of very considerable magnitude. It was commenced\nin the year 1849, and has been in progress ever since. While,\nwhen completed, it will present an unbroken line only seventeen\nmiles in length, it cannot properly be regarded or estimated as an\nordinary railroad. The time consumed, and the money expended in\nits construction, are alike repugnant to this conclusion. The expla-\nnation is to be found, in part at least, in the fact that the road con-\nsists principally of very high and dangerous embankments, deep\ncuts, and long perforations through mountains either of excessively\nhard rock, or of an anomalous, crumbling material, that adds greatly\nto the danger of speedy and proper excavation.\nOn this road there are four tunnels : The Greenwood tunnel, 538\nfeet in length, is completed. This tunnel was made through dan-\ngerous ground, and a heavy arch was found necessary to its support.\nThe second tunnel, it is estimated, will be about 830 feet long,\nand is in progress of construction.\nThe third tunnel, 100 feet long, is through hard rock, and is now\nnearly completed.\nThe main tunnel is 4,248 feet in length, of which more than 2,400\nfeet are now completed. The progress in this tunnel has been greatly\nimpeded by the unexpected opening in the heart of the mountain, a\ndistance of 900 feet from the western entrance, of a large vein of\nwater, which temporarily deluged the work and caused a transfer of\nDigitized by\nGoogle\nDoc. No. 17.\nxi\nthe labor of excavation to that of conquering and removing the un-\nwelcome visitor.\nTen miles of the road on the eastern side of the mountain are\ncompleted, and it is expected that in February three miles on the\nwestern side will also be completed. Intervening portions between\nthe tunnels might have been finished some time since; but as they\ncould not be used until the completion of the tunnels, it was deemed\nunnecessary, and also a matter of proper economy, not to hasten the\nprogress of the work in those localities. Since, however, the deter-\nmination of the Virginia Central railroad company to build a tem-\nporary track across the Blue Ridge mountain, and thus connect with\ntheir regular line at Mechum river and Waynesboro', greater atten-\ntion has been paid to this part of the work, and more activity in-\nfused into the operations at those particular points whose speedy\nconstruction will facilitate the desired completion of the temporary\ntrack. The road from Mechum river to the Greenwood tunnel is\nnow in use by the Virginia Central railroad company, and it is hoped\nand believed that other portions, immediately wanted by that com-\npany, will shortly be completed.\nThe calculation of the chief engineer is, that the whole road, with\nthe exception of the main tunnel, will be completed during the pre-\nsent year, and that in two, or at the farthest two and a half years,\nthe main tunnel will be finished. He also estimates that the expendi-\nture of an additional sum of three hundred and fifty thousand dollars\nwill be required to put the entire road in a condition in which, ac-\ncording to law, it may be transferred to the Virginia Central ràilroad\ncompany. This work has been under construction for several years,\nand its progress has been slow. It is, however, nevertheless true,\nthat, in every instance, with the exception of the first year, the\namount that has been annually placed in the hands of the Board of\npublic works for its construction has been exhausted before the end\nof the year for which it was intended. The accompanying report of\nthe chief engineer presents more in detail an account of the condition\nof the work, and the difficulties and embarrassments he has encoun-\ntered in the discharge of his responsible duties.\nBefore leaving this subject, the Board feel it their duty to call the\nattention of the general assembly to the fact, that there is no provision\nmade by law requiring the Virginia Central railroad company to pay\ntoll on the passengers and freight transported over that portion of the\nroad between Mechum river and Blair Park, a distance of about four\nand three-quarter miles, which has been constructed Digitized by by the Board of\nxii\nDoc. No. 17.\npublic works, nor for the repayment by the said company of the cost\nof the construction of said portion of the road.\nIn the northwestern part of the state, various changes, with an eye\nto economy, have been made by the present Board.\nThe Northwestern turnpike, which is now in a prosperous condi-\ntion, has been placed under the supervision of Albert G. Kidwell of\nFairmont. The revenues of this road are amply sufficient to meet\nthe ordinary expenses of repairs and superintendence, although the\nsuccessful operation of a railroad contiguous to it may somewhat\ndiminish its receipts.\nThe Ohio river and Maryland, and the Fairmont and Wheeling\nturnpikes have been united, and Austin Merrill of Fairmont appointed\nsuperintendent of both. The former of these roads cannot be com-\npleted, and, consequently, cannot accomplish the useful purposes of\nits projectors, without an additional appropriation.\nThe Beverley and Fairmont and Huttonsville and Huntersville turn-\npikes, also, have been united, and Jonathan T. Curry of Taylor\ncounty appointed superintendent of both. The latter of these roads,\nalthough partially completed, cannot be profitably or conveniently\nused without a small amount of additional work, for which there are\nno funds appropriated.\nThese improvements may never recompense the state, in actual\ndividends, for the large amounts she has advanced towards their con-\nstruction; but, when completed, they will necessarily greatly enhance\nthe wealth and the comfort of her citizens contiguous to them, and,\nof course, indirectly swell the revenues that are poured into the com-\nmon treasury ; therefore, it is a matter for grave consideration, whether\nthe behests of true economy and a commendable solicitude for the\nprosperity of those more immediately interested, do not require the\nexpenditure of another modicum of the state's means in order to\nrender available the large amounts which have already been so libe-\nrally bestowed.\nThe Southwestern turnpike is an improvement which has received\na considerable portion of the public patronage, and in which a large\nand fertile region of Virginia is intimately and deeply interested. Its\nconstruction has been attended by many embarrassments, sometimes\nthreatening almost the total abandonment of the work. Notwithstand-\ning, however, the discouraging circumstances accompanying its pro-\ngress, it is now nearly completed from Buchanan in Botetourt county to\nthe Seven Mile ford in Smyth county, a distance of 133} miles. The\nDigitized by Google\nDoc. No. 17.\nxiii\noriginal intention of the legislature was to continue this road to the\nTennessee line, 42₫ miles beyond its present western terminus, and\nit may be that legislative faith is pledged to its completion. Certain\nit is, that the county of Washington, whose citizens have ever been\namong the firmest friends of the work, has thus far received compara-\ntively little benefit from it, and will not, probably, be compensated or\nbenefited corresponding to the reasonable expectations, based upon\npast legislation, unless it is extended some distance beyond the Seven\nMile ford. Independent of the facilities which it affords to the imme-\ndiate section of country through which it passes, the road cannot be\nregarded as unprofitable. The reports of the engineer and superin-\ntendent for the three years last past, show a steady and gratifying in-\ncrease in the receipts from tolls, with the prospect of a larger future\nincrease. During the year ending the 30th September 1851, the re-\nceipts amounted to $10,720 during the year ending the 30th Sep-\ntember 1852, the receipts were $14,869 58 ; and the amount received\nin the year ending 30th September 1853, was $16,485 07. It is pro-\nper further to add, that this increase has occurred notwithstanding the\nproximity and competition of the Virginia and Tennessee railroad for\nno inconsiderable distance. The fact that the railroad and turnpike\ntraverse very nearly the same district of country, and are, in many\nplaces, near and parallel to each other, has caused the question to be\nmooted whether the construction of the railroad will not supersede\nthe necessity of continuing the further construction of the turnpike.\nWith the facts before them, the Board are not prepared to decide this\nquestion in the affirmative. On the contrary, they are induced to be-\nlieve that the completion of this turnpike, though a work of minor im-\nportance to the railroad, will greatly enhance the value of the coun-\ntry, and promote the comfort of the people more directly interested\nand they, therefore, earnestly commend it to the favorable considera-\ntion of the legislature.\nThe Staunton and Parkersburg road has not yet entirely recovered\nfrom the disastrous effects occasioned by the extraordinary freshets\nthat occurred in the spring of the year 1852. The report of the\nsuperintendent, which is herewith transmitted, shows that the con-\ndition of the road is much improved, and that extensive and proper\narrangements have been made for its thorough restoration. The\nBoard indulge the hope that, under the management of the present\nsuperintendent, the transactions of this road will yet realize the\nhopes that inspired its projection.\nDigitized by\nGoogle\nxiv\nDoc. No. 17.\nBy an act passed March 18, 1853, the Board of public works were\ndirected \" to have such parts of the Clarksburg and Buckhannon\nturnpike road macadamized or planked, as they may think stand in\nneed of such improvement.\" The necessary steps have been taken\nto execute this law. James D. Hall of Barbour county was ap-\npointed the superintendent for this purpose. After a careful exami-\nnation of the road, he reported in favor of macadamizing, which was\nconcurred in by the Board and subsequently, large portions of the\nwork have been let to contract on favorable terms.\nBy an act passed February 28, 1853, the Board were directed \" to\nsubscribe a further sum, not exceeding eight thousand dollars, to be\napplied in extending and completing the Huttonsville and Hunters-\nville turnpike road from Marlin Bottom in the county of Pocahon-\ntas, to Huntersville in said county, and in erecting a bridge over the\nGreenbrier river at said Marlin Bottom.\" Upon an inspection of\nthe estimates of the engineer and the proposals for constructing the\nroad between the two points named in the act and for the erection\nof the bridge over Greenbrier river, the Board were satisfied that\nthe amount appropriated was totally inadequate to the accomplish-\nment of the two objects upon which it had been directed to be be-\nstowed. Therefore, they took counsel of their superintendent and\nothers informed upon the subject, as to which of the two improve-\nments was the more important for the accommodation of the present\nwants of the section of country directly interested. The result\nsatisfied them that the bridge should be first constructed, and they\nhave accordingly ordered it to be put under contract. For the com-\npletion of the road to Huntersville, a small additional appropriation\nwill be required.\nAnother act, passed March 22, 1853, directs the Board to\nappropriate the sum of $20,000, to be expended in the extension\nof the Huttonsville and Huntersville turnpike from Marlin Bottom\nin the county of Pocahontas, to Lewisburg in Greenbrier county.\"\nIn this instance also, the appropriation is insufficient. The road\nwas surveyed and located by that experienced and competent engi-\nneer, Luther Haymond of the county of Harrison. He estimates\nthe length of the road to be very nearly forty-two miles, and the\ncost of construction at an average of $ 544 64 per mile. This esti-\nmate makes the cost of construction alone $ 22,875, without making\nan allowance for the necessary charges for engineering and superin-\ntendence. The Board have received proposals for this road, and\nDigitized by\nGoogle\nDoc. No. 17.\nIV\nhave let to contract thirty-four and a half miles upon the most\nfavorable terms that could be obtained; but the whole work cannot\nbe completed without an additional appropriation of about $ 5,000.\nThe Board of public works were directed, by an act passed March\n12, 1853, \" to have constructed a turnpike road from a point on the\nStaunton and Parkersburg road on the west side of Greenbrier river,\nat or near Slavin's Cabin, to Summersville, the county seat of\nNicholas county.\" To enable the Board to execute this mandate,\nthey are authorized to appropriate, from time to time, a sum or\nsums, in all not exceeding twenty-five thousand dollars.\" The\nengineer, James Bennett of Lewis county, who was appointed to\nlocate and superintend the construction of this road, which looks to\nan ultimate connection of the Staunton and Parkersburg road with\nthe Covington and Ohio railroad at the mouth of Gauley river, has\nmade his report, which is herewith submitted. It will be observed\nthat the length of the road, as located, is eighty-three miles, and\nthe estimated cost of its construction is fifty thousand dollars-just\ndouble the amount appropriated. It may be that further legislation\nwill be had on this subject during the present session. If so, there\nare interesting facts in the engineer's report which should not be\noverlooked.\nThe Board have effected a purchase of the mountain section of\nthe Rocky Mount turnpike company, in obedience to the directions\nof an act passed March 9, 1853, and have taken the necessary steps\nfor widening said section, according to the recommendation of the\nformer superintendent of the Floyd court-house and Hillsville turn-\npike, of which road this mountain section will, hereafter, form an\nimportant part. The whole cost of the section and having it\nwidened will not exceed four thousand five hundred dollars, the\namount appropriated.\nThe construction of the road, authorized by the act of March 9,\n1853, \" from a suitable point on the Jacksonville and Cove spring\nturnpike in the county of Floyd, across the Alleghany mountain,\nand down the valley of the south fork of Roanoke river, to the\nVirginia and Tennessee railroad at or near the White-house in the\ncounty of Montgomery,\" has been commenced under the superin-\ntendence of Jackson Godbey, who is also the superintendent of the\nFloyd court-house and Hillsville turnpike.\nThe entire road, from Franklin in Pendleton county to Monterey\nin Highland county, provided for in the act of February 14, 1853,\nDigitized by\nGoogle\nxvi\nDoc. No. 17.\nhas been let to contract and placed under the superintendence of\nBenjamin Hiner, by whom it was originally located. This is one\nof the few works whose cost of construction promises not to exceed\nthe appropriation.\nOn the 11th day of April 1853, the house of delegates adopted a\nresolution instructing the commissioners of public works \" to receive\nand collect all the information touching the administration of the Bal-\ntimore and Ohio railroad within this commonwealth, in regard to the\nrates charged from different points of the said road, and generally to\nenquire whether in the management of said road unequal burthens are\nimposed on the citizens of this state and that the said commissioners\nbe required to report their conclusions to the next general assembly,\nwith suggestions of such remedy (if any be needed) as the evils may\nrequire.\"\nAt the first meeting of the Board, in the month of July last, this\nresolution was taken into consideration. As the most practicable and\neffective mode of obtaining the desired information, they deemed an\nagency indispensable. They, therefore, authorized Jonathan M. Ben-\nnett, Esq. of Lewis county, a member of the last house of delegates,\nand a gentleman of acknowledged intelligence, energy and urbanity,\nto collect the information and make the enquiries directed. A report\nof his investigations is herewith presented, from which it will be seen\nthat he is of the opinion that the grievances complained of can and\nwill be remedied without legislative interference.\nOf the various improvements conducted upon the joint stock prin-\nciple, in which the state is a stockholder, the James river and Ka-\nnawha canal may be regarded as first in point of magnitude and interest.\nThis work has for a long time been one of absorbing interest to Vir-\nginia, and, from time to time, its successful completion has been a sub-\nject of deep concern to some of the wisest and best of our citizens.\nBased upon the great idea of connecting the waters of the Atlantic\nwith the Ohio river, by a canal improvement through the heart of Vir-\nginia, its commencement inspired hopes which years have not fulfilled,\nand created expectations whose realization is yet in the far off future.\nUnder managements which it is neither the duty nor the inclination of\nthe Board to criticise, and under a variety of circumstances frequently\nadverse and discouraging, which it is not here necessary to detail, this\nimprovement has struggled and lingered so long in the east that all\nhope of its ever progressing to the Kanawha, and consequently of\neffecting the desired connection between the extreme eastern and\nDigitized by\nGoogle\nDoc. No. 17.\nxvii\nwestern borders of our state, had well nigh been expelled from every\nwestern breast. The old hope, however, is now being renewed that\nits usefulness will yet be commensurate to its magnitude as a great\ncentral thoroughfare.\nThe water line has finally reached the town of Buchanan, and\ncontracts have been made for all of the unfinished work between\nBuchanan and Craig's creek, a distance of now about sixteen or eigh-\nteen miles. When these contracts shall have been completed, there\nwill be in operation a continuous line of canal from the city of Rich-\nmond to within about thirty miles of Covington, the eastern termi-\nnus of the Covington and Ohio railroad. The will of the general\nassembly, as indicated by the legislation of the last session, seems to\nbe that this improvement should be finished to Covington, and that\npoint for the present fixed as its western terminus. The Board en-\ntertain the hope that this surmise is not erroneous. To connect\nthe canal with the Covington and Ohio railroad, would be virtually\nto accomplish the designs of its original projectors, and could hardly\nfail of rendering the canal from Richmond to Covington a source of\nprofit; and, as the state is 80 largely interested, as surety, creditor\nand stockholder, in this canal, it would seem to be the part of wis-\ndom in her representatives to connect it with every work which\ncould increase the revenues of the company.\nIt is proper here to remark that, at their last meeting, and at the\nrequest of a respectable number of the stockholders in the James\nriver and Kanawha company, the Board adopted an order calling\na\nmeeting of the stockholders in this company on the 12th inst. The\nobject of this meeting, as expressed by the stockholders uniting in\nthe request, is to consider the propriety of selling the private stock\nto the state, or of converting the debt due to the state into stock at\nsuch prices as may be agreed on by the parties.\nThat meeting was held at the time appointed, and a proposition\nfor a transfer of the private stock to the state upon fair and equita-\nble terms was rejected by a very large majority of the stockholders,\nother than the state, represented.\nThe Board, in obedience to the provisions of an act passed Feb-\nruary 25, 1853, entitled \" an act to provide for the sale of the works\nof the Rappahannock navigation company,\" have proceeded \" to\nforeclose the mortgage executed by the Rappahannock company to\nsecure the loan made to said company by the commonwealth under\nthe act passed February third, eighteen hundred and forty-eight.\"\niii\nDigitized by\nGoogle\naviii\nDoc. No. 17.\nThe sale of that company's works, improvements, &c. was made on\nthe 25th day of November last, in obedience to a decree of the cir-\neuit court of the city of Richmond, to Wellington Gordon, trustee\nfor John Baker and others, for the sum of $ 393,400, of which amount\n$132,416 67, the principal and interest of the debt due to the state,\nhave been paid into the treasury of the commonwealth. The pro-\nvisions of the act aforesaid having been fully complied with by the\npurchaser, the Board have further complied with the said law by\nsubscribing on behalf of the state for $134,000 of the capital stock\nof the new company, which amount is the principal and interest of\nthe debt due the state and the cost of the proceedings to foreclose\nthe mortgage.\nFor information respecting the other navigation companies in the\nstate, and also concerning the plankroads and turnpikes constructed\nupon joint account, reference is made to the reports of the several\ncompanies herewith submitted. Of the various railroads in progress,\nin which the state is interested, it is not necessary that the Board\nshould take an extended notice. The reports of the respective com-\npanies, herewith presented, are full and satisfactory, exhibiting extra-\nordinary energy in the prosecution of the several works, and teeming\nwith glowing anticipations of success incalculably beyond their\noriginal promise. The Board are gratified to believe-indeed the\nconviction is irresistible, that these improvements must be produc-\ntive, and that much of the state's means, so liberally and properly\nexpended in aid of their construction, will be returned. How can it\nbe otherwise, if the present and projected system of railways in Vir-\nginia shall be perfected ? In the first place, there is the longitudinal\nline from Weldon in North Carolina to Washington city, accommo-\ndating the major portion of the immense through travel from north to\nsouth, whose receipts for several years have enabled it to pay hand-\nsome dividends. Then, beginning at Alexandria, we find three\nroads : one looking to the inexhaustible coal fields of Hampshire\ncounty for a commerce that will not only fill the coffers of the com-\npany, but also attract to Alexandria a trade of vast magnitude and\nincalculable value; another, running in a direct line to Strasburg, at\nor near that point reaching out one arm towards the northwest, at\nPaddytown, to arrest and share the heavy trade seeking that point\nby way of the Baltimore and Ohio railroad ; then stretching forth the\nother arm in a southerly direction through the fertile and beautiful\nvalley of the Shenandoah; with still another stem, starting not many\nDigitized by\nGoogle\nDoc. No. 17.\nxis\nmiles from its eastern terminus, and penetrating the wealthy county\nof Loudoun, to transfer its immense trade to a Virginia market-and\na\nthird, opening an avenue to market for the rich products of Fauquier,\nCulpeper, Madison, Greene and Orange, now nearly connected with\nthe Virginia Central railroad at Gordonsville, and promising to tap\nthe Virginia and Tennessee railroad at Lynchburg. Then, taking\nanother point of departure at Richmond, or rather, at some eligible\npoint on York river, in sight of the broad, deep waters of the Chesa-\npeake bay, we find, projected and in progress, a line of railroads from\nthe extreme east to the extreme west, traversing the centre of the\nstate, and visiting and blessing some of the most beautiful and valua-\nble districts of country. When these lines shall have been com-\npleted, the Ohio river will be tapped, for the partial or entire benefit\nof Virginia, at four important points, Wheeling, Parkersburg, Point\nPleasant and the mouth of Big Sandy; and these Virginia improve-\nments will be promptly met by corresponding improvements, tra-\nversing the great states of Ohio and Kentucky, whose united and\naccumulating treasures will constantly and greatly swell that com-\nmerce which is yet to make glad the hearts of our people. Taking\nanother point of departure at Norfolk, we have a third line of con-\ntinuous railroad in progress and projected to the state of Tennessee,\nthere to unite with roads whose western termini are located in the\ngreat valley of the Mississippi, whose illimitable resources stagger\nthe imagination, and whose immense products are unequaled by any\ncountry of like extent in the world. Of this line of Virginia roads,\nthe Virginia and Tennessee railroad deserves a more special notice.\nIt is a work of unsurpassed importance and magnitude, and will bear\nupon its bosom treasures in which all the works of the state might\nwell desire to participate. The entire road runs through a country\nof unexampled fertility, and no part of the Union is capable of pro-\nducing a greater variety of crops, while its minerals, for quality,\nnumber and quantity, are scarcely equaled in any portion of the\nworld. The deposits of salt and gpysum are inexhaustible and of\nunusual purity, and the coal, iron and lead abundant and rich. When\ncompleted, it will necessarily be sought by productions and travel\nmore than equal to its facilities for transportation; and the traveler\nwill be furnished facilities for rapid transmission through mountains\nand valleys, whose scenery is unsurpassed in beauty ; and a popula-\ntion, production and area of country will be made tributary to the\nroad, whose extent has not yet been calculated.\nDigitized by\nGoogle\nDoc. No. 17.\nTaking Richmond again as a point of departure, we have another\nimportant and valuable improvement, which is destined to realize\nhandsome profits and to bring to our markets, in quantity and value\nbeyond conjecture, the products of the rich tobacco and grain grow-\ning regions in Southern Virginia and, penetrating the Carolinas, will\nopen an avenue long needed by those productive but neglected re-\ngions, whose trade of itself would furnish profitable employment to\na much larger work, and excite the interest of a more extensive\nmarket.\nIn connection with this subject, there are other railroads in the state,\ncompleted and in progress, which, while they may not be regarded as\npertaining to leading lines, are of incalculable importance to the sec-\ntions of country immediately interested, and will doubtless unite in\nswelling the general revenues of the state. The Winchester and Po-\ntomac railroad, with its eastern terminus at Harpers Ferry, is engaged\nin a profitable business, and pays its stockholders handsome dividends.\nThe Fredericksburg and Gordonsville railroad, whose organization\nhas recently been effected, proposes to meet the produce of the west\nas it pauses on the line of the Virginia Central railroad at Gordons-\nville, and to become a competitor for its further transhipment east.\nThe Roanoke valley railroad, running from Clarkesville in the county\nof Mecklenburg to Ridgeway, North Carolina, on the line of the\nRaleigh and Gaston railroad, a distance of 25 miles, is now nearly\ncompleted, and promises to be of essential service in transmitting to\nmarket the valuable products of the fertile valley through which it\npasses. The Seaboard and Roanoke railroad, leading from Ports-\nmouth to Weldon, North Carolina, has been rebuilt, and recently a\nbranch from Weldon to Gaston has been constructed and opened for\nthe accommodation of freight and travel seeking an outlet to that\nportion of Virginia by way of the Raleigh and Gaston railroad. In\nthis road the state has now no interest, save that which springs from\nan earnest desire for the successful and profitable operation of the\nimprovements within her limits.\nThe state of Virginia is not interested as a stockholder in any of\nthe railroad improvements completed and in progress in the north-\nwestern portions of her territory. Therefore, those works have not\ncome under, the official supervision of the Board. They, however,\nare sincerely gratified to announce that the wants and the value of\nthat highly interesting and rapidly improving section have not been\noverlooked or unprovided for by the wisdom and sagacity of indivi-\nDigitized by\nGoogle\nDoc. No. 17.\nX.\ndual capitalists and foreign legislation. The completion of the\nBaltimore and Ohio railroad to Wheeling, and the vigorous com-\nmencement of the construction of the Northwestern Virginia railroad,\nfrom Three Fork in Taylor county to Parkersburg in Wood county,\nhave inspired our intelligent and enterprising Northwestern brethren\nwith new life and energy ; and the time is not far in the distance, if\nindeed it be not near at hand, when that beautiful constituent part of\nthe Old Dominion, rich in soil and in minerals, and possessed of\nillimitable manufacturing capacities, will compare advantageously\nwith the most highly favored portions of the commonwealth.\nThus we see that Virginia is, or soon will be, iron-bound by her\nmagnificent net-work of railways. When these great works shall\nhave been finished and in successful operation, a new era of com-\nmercial success and renown will have commenced in Virginia. With\nus there will then be \" no north, no south, no east, no west.\" Then\nwe will be one people, interlaced with ribs of iron, bound by ties of\ncordial affection, having one common purpose, enjoying a common\nbut abundant prosperity, and glorying in a common but eternal fame.\nThen our cities-Wheeling, Alexandria, Lynchburg, Richmond, Pe-\ntersburg and Norfolk-will at once become receptacles of a trade and\ncommerce which will attract capital and population. They will be\ncities, not in name merely, but in all the elements to give them manu-\nfacturing and commercial consequence. We may then look forward\nto a freedom from the vassalage to which we have been so long sub-\njected ; and that direct trade which we have been seeking with fo-\nreign ports, and which millions might not force, will come unbidden\nto our doors, offering to sell and to buy.\nBefore leaving this subject, the Board beg leave to call attention to\nthe following table, exhibiting a condensed view of railroad progress\nin the state, together with the interest of the state in the capital stock\nof the several companies :\nDigitized by\nGoogle\nxx\nTaking Richmond again\nimportant and valuable\nhandsome profits and In\nbeyond conjecture, the\ning regions in Southern\nPunt in the State, together\nopen an avenue long\nthe several Companies.\ngions, whose trade of\na much larger work,\nmarket.\nIn connection with\ncompleted and in pm\nI 1\n: I\nCapital thorized. stock au-\nPayments made by\nstate.\npertaining to leading\ntions of country imm\n1\n-\n100000 00\n160\n3500000 00\ntime\n6000 00\nswelling the general\n9\n1200000 00\n853814 79\n-\n50\ntomac railroad, with\n1000000 00\n12044 27\n128\n-\n250000 00\nin a profitable but\n-\n45\n460000 00\n2889 00\n#\n-\n289100 00\nThe Fredericksbin\ne\n691\n2400000 00\n502000 00\n-\n80\n800000 00\nhas recently been\n7230 00\n-\n103₫\n3500000 00\nas it pauses on\n8\n15\n1457000 00\n664122 91\n60\n-\n769000 00\nville, and to be\n84\n-\n685600 00\n385600 00\nX\n76f\n1\n1000000 00\nThe Roanoke\n275200 00\n6\n90\n57\n2000000 00\nof Mecklenbur\n18\n-\n22\n300000 00\n133320 00\n67\n55\n1400000 00\n805500 00\nRaleigh and\na\n48\n-\n68600 00\n5\n95\n-\n500000 00\ncompleted, and\nR\n107\n82\n2116800 00\n997442 87\n16\n80\n125\n3000000 00\nmarket the\n1374000 00\nR\nas\n-\n300000 00\n83333 33\npasses. The\n802\n809\n873\nmouth to W\n240/240\n-\nbranch from\n2102\n1049\n873\n$27096100 00\n6102497 17\nthe accomin\nportion of\n%\nLATION.\nthis road 16\n2102\nan earne\ncompleted, 1049\nimproven\nin progress,\n873\n-\nThe\n$27,096,100 00\n.\n6,102,497 17\nthe railro\nwestern\ncome us\nare min\nthat big\noverlood\nDigitized by Google\nDoc. No. 1%\nxxiil\nConsidering the interesting and important facts presented by this\ntable, the Board do not feel justified in concealing their opinion that\nthe works now in progress and projected are fully sufficient, for the\npresent, to engage all the energies and to consume all the available\nmeans of the state, and that, therefore, the dictate of wisdom is, to\npause and breathe awhile before engaging in new works.\nOn the 18th of February 1853, a joint resolution was adopted\nby the general assembly, authorizing the expenditure of a sum not\nexceeding three thousand dollars, for the purpose of enabling the\nBoard of public works to improve the map of Virginia and to ascertain\nher true boundaries.\" This resolution contemplated not only the labor\nand cost of compiling, engraving and printing the map, but also the\npurchase of new plates and the taking of the necessary astronomical\nobservations. Since the passage of that resolution, it has been\nascertained that such a map of Virginia, as it is not only important\nbut necessary to have, cannot be gotten up for less than about six\nthousand dollars. The old maps of the state are very defective, and\ngive, at the best, an imperfect and unsatisfactory idea of the present\nimproved and altered condition of her territory. The demands for\na correct map of Virginia are already numerous, and will constantly\nincrease. If such a map were published, and provision made for its\nsale, there is no doubt that the cost of publication would be par-\ntially if not wholly reimbursed out of the proceeds of the sales.\nThe Board entertain the hope that the map of the internal im-\nprovements of the state will be finished in a short time.\nAs bearing on this subject and intimately connected with the de-\nvelopment of the mineral and agricultural resources of the state,\nthe Board beg leave, on this occasion, to bring to the consideration\nof the legislature the subject of the geological map and other mate-\nrials forming the unpublished results of the geological survey for-\nmerly prosecuted by Professor Wm. B. Rogers, under the authority\nof the legislature. From their examination of what has been done,\nand from what they understand of the revisional and other work\nneeded to render the report an accurate general picture of the re-\nsources of the state, the Board are persuaded that the public interest\nwill be promoted by such provision as will enable Professor Rogers\nto perfect the work already 80 far advanced, and to publish the\ngeological map and other materials in a suitable shape.\nThe geological survey prosecuted under the direction of Professor\nRogers, from 1836 to 1842, inclusive, has involved a total outlay of\nDigitized by Google\nxxiv\nDoc. No. 17.\nforty-five thousand dollars. The only results of the work published\nby the state have been the annual reports of progress. These were\nof necessity meagre and imperfect, because treating of researches\nnot completed, and were, besides, rendered comparatively useless\nby the absence of maps and other needful illustrations. Most of\nthe important results of the survey are embodied in geological co-\nloring on the state map and in the numerous transverse and vertical\nsections exhibiting the structure and mineral contents of the several\ndivisions of each of the sections of the state.\nThe map used for engrossing the results of the survey was the\nlarge nine sheet map of Boyè, the inaccuracy of which is now ge-\nnerally known. In laying down the geological boundaries from\nmeasurement, these errors have in many instances been approxi-\nmately corrected. In the mountain belt of the state, where perhaps\nthe greatest inaccuracies are found, the corrections have been the\nmost numerous and important, owing to the fact that the topogra-\nphy of this region is almost entirely controlled by the geological\nstructure of the ridges and valleys. But still many and great errors\nof this and other parts of the map remain unamended, affecting as\nwell the geological as geographical details.\nThe Board are of the opinion that the general map of the state\nmay incidentally derive valuable improvement from a revision and\nfurther prosecution of the geological survey, and that by this means,\nwithout any great expenditure of time and money, it can be suf-\nficiently corrected to furnish a truthful geological picture of the\nstate.\nThe necessity of revisonal and other work preparatory to the pub-\nlication of a geological map and report, is further demonstrated by\nthe following considerations:\nIn those districts of the state which, at the time of the previous\nsurvey, were wild and difficult of access, it was found in most cases\nimpracticable, with the time and means at command, to attempt\nmore than a mere outline of the geological structure. In many\ninstances these regions have since been opened and partially developed,\naffording at once increased facilities and greatly augmented induce-\nments for exploration. Through the increased activity of mining in\nall its departments within the last twelve years, especially in coal and\niron, numerous local details, often of important general bearing, have\nbeen rendered accessible, many of them requiring to be interpolated\nin the sections already prepared, or to be represented in new profiles\nDigitized by\nGoogle\nDoc. No. 17.\nXXV\nand on the map. In various parts of the state the lines of railroad\nand other improvements, completed or in progress, afford new and\nvaluable opportunities for more critical measurement of the forma-\ntions, for the settlement of doubtful points of structure, and for im-\nproving the topographical details of the map. In a word, the revi-\nsional and other work suggested seems to the Board to be indispensa-\nble, in order, by the aid of the better facilities and larger develop-\nments now available, to give to the map and illustrations, as well as\nthe accompanying scientific and economical details, such general ac-\ncuracy and completeness as is demanded by the mining and agricul-\ntural interests of the state, and by the most recent advances in geolo-\ngical science at home and abroad.\nIt is understood by the Board that this revisionary and additional\nwork can be completed at an expense not exceeding 10,000 dol-\nlars, and that the map on a reduced scale, but much improved in its\ntopography, together with the perfected sections and other geological\nillustrations and details, omitting costly pictorial embellishments, can\nbe published in handsome style for something less than this amount.\nWhile the publication of such a map and memoir would furnish an\ninvaluable guide to the mining industry of the state, now entering on\na career of rapid development, it would afford a sure and permanent\nbasis for the local and general agricultural surveys to which the great\nfarming interest of the commonwealth is now beginning to direct at-\ntention. By presenting an authentic and reliable picture of the mine-\nral resources of our territory, such a publication could not fail to aug-\nment the value of its soil, and to invite foreign as well as home capital\nand enterprise to a more rapid improvement of the rich and varied\nmineral and agricultural treasures of the state.\nThe finances have engaged the earnest and anxious attention of the\nBoard from the commencement of their official duties. Immediately\nupon their induction into office, they became informed that a very\nlarge amount of money was due to various internal improvement\ncompanies having a right, under existing laws, to demand it. At the\nsame time, they ascertained that the arrangements that had been\nmade for obtaining the necessary funds were by no means equal to\nthe actual and anticipated demands. An urgent necessity, therefore,\nleft them no plausible or feasible alternative but to continue the plans\nsome time before adopted by their predecessors. They, however, at\nthe same time had an eye to ulterior arrangements of a more exten-\nsive and permanent character, calculated to enhance the value of 01\niv\nDigitized by\nGoogle\nxxvi\nDoc. No. 17.\nstate securities in foreign markets, and, consequently, make them\nmore attractive at home. While, therefore, they continued the agency\nof Messrs. Selden, Withers & Co., who had enjoyed, and doubtless\ndeserved, the confidence of a former Board, they, also, gave to those\ngentlemen authority to visit Europe, as their agent, for the purpose of\nnegotiating a sale of Virginia six per cent. coupon, or five per cent.\nsterling bonds. In August last, one of the members of that firm pro-\nceeded to London to execute the trust thus confided. He had scarcely\nreached the point of his destination before the Board received news\nfrom abroad anything but favorable to a successful and profitable ne-\ngotiation. The failure of the grain crop in England, and the prospects\nof war in the European horizon, immediately operated with great\nstringency upon the foreign markets, and produced a corresponding\ntightness in money matters in the great commercial emporium of the\nUnion. The price of money in London, under the operation of ad-\nverse influences, rose from comparatively low to extraordinarily high\nrates, creating a home demand more profitable than could be found in\nAmerican investments. Again, the great drain upon the Bank of\nEngland for gold for continental purposes, forced that immense and\ncolossal moneyed establishment to the necessity of calling home their\nbalances due by the large merchants in this country. Those balances,\nowing to our heavy imports from Europe, were unusually large, and\nhad thus unexpectedly to be met by an export of coin, attended by\nserious inconvenience and loss. The operation, also, of the new law\nof the state of New York, which went into effect on the 1st of August\nlast, requiring all the city banks to make weekly publications of their\ncondition, which caused an extraordinary contraction in their loans,\nadded considerably to the stringency of the money market at home.\nSo that neither in this country nor in Europe was the occasion oppor-\ntune for Virginia to appear in the market as a borrower. While the\nBoard would be inexcusable for dealing in exaggerations, they would\nnot be less guilty were they to conceal facts having an important\nbearing upon their financial transactions. They, therefore, refer to\nthe difficulties they had to encounter to show that they had not the\nopportunity to avail themselves of advantages that previously existed.\nVirginia stocks were not, however, the only sufferers from this pres-\nsure. For the larger part of the last half year, nearly every market-\nable stock, if indeed there be an exception, has been subject to an\nextraordinary depreciation. North Carolina state stock, when only\nhalf a million was in market, sold in New York at $103, notwithstand-\nDigitized by\nGoogle\nDoc. No. 17.\nxxvii\ning the known and admitted capacity of that state to meet its obliga-\ntions, and notwithstanding the further fact that its public debt is com-\nparatively trifling. Georgia seven per cent. bonds sold in the same\ncity, at auction, in October last, for 1011. The decline in the price\nof the securities of Pennsylvania, Ohio, Kentucky and other states\nwas in a similar ratio, while the decline in railroad and other stocks\npaying 8 and 10 per cent. dividends, regularly without default, was\nin nearly every case from fifteen to twenty per cent. The Delaware\nand Hudson canal stock, for instance, was as high as $120 in July,\nand in October it sold for $100; and yet it is a 10 per cent. stock,\nand no cause existed for the decline but the tightness of the money\nmarket.\nNotwithstanding these complicated embarrassments, the Board are\nhappy to announce that they have been regularly and sufficiently\nsupplied with the means to meet promptly all the demands upon the\nFund for internal improvement. For this good fortune they are\nindebted chiefly, if not entirely, to Messrs. Selden, Withers & Co.,\nwho have done all that energy, activity, sagacity and prudence could\neffect, to supply the moneys needed by the state. The Board deem\nit a matter of sincere congratulation that an agency was established,\nhaving the will and the power to battle successfully with a severe\nmoney panic, and in spite of the large increase of the state debt by\nthe last legislature and the gloomy and imprudent forebodings of\nsome in consequence of it, to meet punctually the heavy demands\nupon the treasury, and through and above the smoke of the conflict\nto bear the standard of our state credit intact and unsullied. When,\nin addition to this, it is stated that through this agency, a sale has\nbeen made to the Messrs. George Peabody & Co. of London, and\nthat a negotiation for a large amount of sterling bonds has com-\nmenced and is favorably maturing with Baring, Brothers & Co. of\nLondon, one of the largest and most wealthy firms in Europe, it may\nbe affirmed, without the fear of successful contradiction, that the best\nhas been done that, under the circumstances, could be done, and that\nthe instrumentalities by which this result has been effected, deserve\nlasting and unmeasured credit. With such establishments as those\nof Peabody & Co. and Baring, Brothers & Co.-so deeply inte-\nrested in the unvarying healthy condition of Virginia securities—\nthe Board apprehend that the revulsion in money matters must be\nvery severe and thorough that can shake the public confidence in\nor impair the value of those securities. Indeed, they have the\nDigitized by\nGoogle\nxxviii\nDoc. No. 17.\npleasure of informing the general assembly, that if their negotiations\nare permitted to mature, they do not entertain a doubt that they will\nbe enabled, upon very favorable terms, to raise the means to meet\nevery demand created by existing appropriations, and also to make\nsuitable preparation for such additions as the wisdom and prudence\nof the present legislature may devise. It is proper here to observe\nthat the contract entered into with Messrs. Selden, Withers & Co. by\nthe present Board is, in its terms, similar to that last made with those\ngentlemen by a former Board; that is, they were created the agent\nfor negotiating the sales of state bonds in this country and in Europe,\nfor which they were to receive a commission of one per cent. upon\nthe amount of actual sales, they paying all the necessary expenses\nincurred in effecting the negotiations.\nIn all of their monetary transactions, the Board have kept an eye\nsteadily fixed upon the preservation of the credit of the state, and\nhave patiently, but resolutely, met the difficulties by which they have\nbeen surrounded under the inspiration of a filial love and an oriental\nfaith that made them hope and believe that Virginia's financial repu-\ntation, like her historic fame, would ever be without spot or blemish.\nIf, in conclusion, they may be permitted to say a word more par-\nticularly personal to themselves, they would remark that since their\ninduction into office, they have devoted nearly the whole of their\ntime to the discharge of their official duties; that they have visited\nalmost all the important improvements in the state ; and that, by\ninstructions to their proxies, directors and superintendents, they\nhave endeavored to infuse new energy into the several works with\nwhich they are connected.\nRespectfully submitted.\nARCH'D GRAHAM,\nPres't Board of Public Works.\nJanuary 28, 1854.\nDigitized by\nGoogle\nDoc. No.117.\nREPORTS,\nRETURNS AND OTHER DOCUMENTS,\nRELATING TO\nJOINT STOCK COMPANIES,\nFOR THE YEAR ENDING SEPT. 30, 1853.\n1\nDigitized by Google\nDigitized by Google\nDoc. No. 17.\n3\nASHBY'S GAP TURNPIKE COMPANY.\nReturn of the state of Ashby's Gap Turnpike Company, 1st Sept. 1853.\nCapital stock, $133050 00:\nSubscribed by individuals 1190} shares,\n- .\n.\n119050 00\nby commo'th 140\n\"\n-\n-\n14000 00\nTolls, rents, &c. from commencement of work,\n-\n108340 33\nDue by company to banks, none.\n\"\n\"\nto individuals, on account,\n-\n66 73\nDividends unpaid,\n-\n.\n-\n-\n433 27\n241890 33\nAmount of subscriptions unpaid, none.\nDebts due company, nome available.\nExpended in construction of road, &c. from commence-\nment to 1st September 1853,\n-\n-\n-\n133050 00\nExpended in land damages, from commencement to 1st\nSeptember 1853, none.\n(This item is under the head of construction, &c.)\nExpended in repairs since commencement,\n-\n-\n71928 68\nProperty held by company-none, except 5 toll-gates and\nlots and houses, which are included in construction.\nBank and other stocks, none.\nDividends declared from commencement,\n-\n-\n38577 87\nCash on hand, per statement,\n-\n-\n-\n1344 08\n244900 63\nProfit and loss for balance, as per former treasurer's account,\n.\n$ 3010 30\nBy order of the board.\nA. ROGERS, Treasurer.\nSeptember 1853.\nStatement of Receipts and Expenditures within the year.\nBalance on hand 1st Sept. 1852, per report,\n.\n-\n.\n.\n1519 83\nAdd receipts of year ending 1st Sept. 1853,\n-\n-\n-\n1714 05\n$ 3233 88\nDeduct disbursements for the year\nFor improvements and repairs,\n-\n-\n1200 00\nFive gate-keepers' salaries, at $100,\n.\n-\n500 00\nTreasurer's salary for year,\n.\n.\n125 00\nTaxes,\n-\n-\n-\n-\n1 19\nDividends paid for year,\n.\n-\n63 61\nBalance in hands of treasurer,\n-\n.\n1344 08\n$ 3233 88\nA. ROGERS Treasurer.\nDigitized by\nDoc. No. 17.\nNo change has occurred in the stockholders since last report.\nLength of road, about 21 miles. All completed many years ago.\nKept in repair by contract, at about $ 800 per annum.\nNo change in officers since last report. They are Dr. Robt. C. Randolph, president;\nFrancis E. Meade and A. B. Carter, directors on the part of stockholders; and H. B.\nPowell and Hugh Smith, on part of the state.\nHam'l Rogers, general superintendent and contractor.\nGate-keepers, the same as reported last year.\nThe road is in fair condition.\nA dividend of one per cent. was declared at the last meeting of the board, on the 21st\nOctober, payable 1st Dec. next.\nThe Manassa gap railroad, which was nearly parallel with this road, at a distance of\nsome 5 to 8 miles for nearly the whole length of the turrpike, has very materially reduced\nthe income from tonnage and travel.\nBy order of the board.\nA. ROGERS, Treasurer.\nMiddleburg, Loudoun, Oct. 24, 1853.\nDigitized by Google\nDoc. No. 17.\n5\nBERRYVILLE TURNPIKE COMPANY.\nAt a meeting of the directors of the Berryville turnpike company, at the hotel\nin Berryville, this 30th day of September 1853, they beg leave to report to the\nBoard of public works, that within the last year they have expended in repairs,\non the old part of the road, forty-one dollars and sixty-three and a half cents;\nand also in repairs, on the new part of the road, eight hundred and forty-nine\ndollars and forty-five and a half cents, as will more fully appear by the treasu-\nrer's account, which is hereunto annexed. A list of stockholders is also hereunto\nannexed. The directors have this day declared a dividend of one dollar on each\nshare of old stock. The directors have nothing more to report. The road is in\ngood order.\nEDW'D J. SMITH, President.\nISAAC WOOD,\nCYRUS McCORMICK,\nJAS. CASTLEMAN.\nDigitized by Google\n6\nDoc. No. 17,\nReturn of the state of the Berryville Turnpike Company for the year ending\n30th September 1853.\nExpended in construction of the work from commence-\nment to this date,\n-\n-\n-\n-\n18593 75\nExpended in repairs from commencement to this date,\n.\n2484 264\nProperty now held by the company-1 share of road stock,\n50 00\nPaid gate-keepers from commencement to this date,\n-\n2619 13\n.\nOfficers' salaries\ndo.\ndo.\n-\n509 22\nIncidental expenses, do.\ndo.\n-\n99 101\nDividends declared, do.\ndo.\n-\n3615 92\nCash on hand, as per statement below,\n-\n-\n674 40₫\nCapital stock, $16700 00:\nSubscribed by individuals 208 shares, at $ 50 each,\n-\n10400 00\nSubscribed by the state 126 shares, at $ 50 each,\n-\n6300 00\nTolls from commencement of the work to this date,\n-\n11797 61]\nDividends on stock from commencement of the work to\nthis date,\n-\n.\n-\n-\n10 88\nDividends remaining unpaid,\n-\n-\n.\n137 30\n$ 28645 791\n28645 791\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report,\n-\n605 56\nAdd receipts during the year, viz :\nFor tolls,\n-\n-\n-\n.\n732 55\nFor dividend on stock,\n-\n-\n-\n1 55\nTotal receipts,\n-\n1339 65\nDeduct disbursements during the year, viz :\nFor improvements and repairs,\n.\n-\n-\n41 631\nTreasurer's salary,\n-\n.\n-\n25 00\nExpenses collecting tolls,\n.\n-\n.\n132 00\nIncidental expenses,\n-\n-\n-\n81\nDividends paid,\n.\n-\n-\n465 80\nTotal disbursements,\n.\n665 24g\nBalance of money on hand,\n$ 674 40,\nDividend of one dollar declared on each share of the old stock for the year ending this\n30th day of September 1853.\nBy order of the board of president and directors.\nTREADWELL SMITH, Treasurer.\nDigitized by Google\nDoc. No. 17.\n7.\nReturn of the state of the New Stock Account for extending the Berryville Turn-\npike Road from Berryville to Winchester, September 30th, 1853.\n.\nExpended in construction of the work from commencement\nto this date,\n-\n-\n.\n25014 22\nExpended in repairs do.\ndo.\ndo.\n-\n3336 79\nPaid gate-keepers\ndo.\ndo.\ndo.\n-\n1430 00\nPaid officers' salaries, do.\ndo.\ndo.\n-\n450 00\nIncidental expenses, do.\ndo.\ndo.\n-\n116 40\nInterest paid,\ndo.\ndo.\ndo.\n-\n1184 09\nCash on hand, as per statement below,\n-\n-\n398 71\nCapital stock, $ 20000:\nSubscribed by individuals 240 shares, at $ 50 each,\n-\n12000 00\nSubscribed by the state 160 shares, at $ 50 each,\n-\n8000 00\nFor tolls from commencement to this date,\n-\n9015 96.\nDebts due by the company to the Bank of the Valley,\n-\n2500 00\nto Isaac Wood,\n-\n414 25\n$ 31930 21\n31930 21\nStatement of Receipts and Expenditures during the year.\nBalance of money on hand, per last anwual account,\n-\n9 58\nAdd receipts during the year, viz:\nFor tolls,\n-\n-\n-\n-\n1768 24d\nTotal receipts,\n-\n1777 821\nDeduct disbursements during the year, viz :\nFor this sum paid for repairs,\n-\n-\n-\n849 451\nIncidental expenses,\n-\n-\n-\n12 46\nInterest paid,\n-\n-\n-\n-\n202 20\nThis sum paid to gate-keepers,\n-\n-\n240 00\nThis sum paid treasurer,\n-\n-\n-\n75 00\nTotal disbursements,\n-\n1379 11₫\nBalance of money on hand,\n$ 398 71\nTREADWELL SMITH, Treasurer.\nList of Officers.\nEdward J. Smith, president ; James Castleman, Cyrus McCormick, Isaac Wood, Josiah\nW. Ware, Thomas McCormick, directors; Treadwell Smith, treasurer.\nDigitized by Google\nV\n8\nDoc. No. 17.\nBLUE RIDGE TURNPIKE COMPANY.\nTo the Board of Public Works.\nHerewith I have the honor to submit a copy of the report of the\npresident of the Blue Ridge turnpike company, and the report of the treasurer to\nthe stockholders of said company, at their annual meeting, held on this the 8th\nday of October 1853-the list of stockholders being substantially as last reported.\nVery respectfully,\nJAMES MAGRUDER, Pres't.\nDigitized by Google\nDoc. No. 17.\nTo the Stockholders of the Blue Ridge Turnpike Company.\nSIRS,\nIn submitting to you our annual report, we take pleasure in informing\nyou of the completion of the entire line of our road from Gordonsville to its terminus, at\nthe intersection of the New Market and Sperryville turnpike in the Massanutten mountain,\n(a distance of 56 miles,) and that for the last 9 months we have been in the receipt of\ntolls on the whole line.\nThat portion of the road west of the Blue Ridge has been kept in repair by contract with\nresponsible persons, at an average cost of $11 per mile-from the top of the mountain east,\nto the 28 mile post, (from the difficulty as yet of employing responsible persons as con-\ntractors,) by day laborers, under the management of a superintendent-and the balance, say\n28 miles, by slaves hired by the year, under the management of an overseer.\nThe whole road has recently been inspected by the president, and was found to be in\ngood repair, (much better than was expected,) taking into consideration the heavy rains\nduring the summer, which made it necessary to Incur considerable expense in repairing\nand reclaiming the ditches, filling on the road and repairing drains, &c.; and he thinks it\nwill compare favorably with any turnpike in the state.\nThe bridge across the Shenandoah river, owing to an important omission in construction,\nin not being sufficiently braced, has sprung considerably. A trussel work has been erected\nto support the arch until the necessary braces can be inserted, which the directors have de-\ntermined to have done. About two miles of the mountain section, in detached parts,\nwhich was exempted by the charter from being metaled, (in consequence of wet and oozy\nplaces,) is with much difficulty kept in repair; and we would suggest an application to the\nlegialature for an increase of capital, or a loan, to metal the same.\nThe financial condition of the company up to the 30th of September last, is exhibited in\nthe accompanying report of the treasurer. By this report you will see that there is a\nbended debt due by the company to contractors, amounting to $1,286 92, which we had\nhoped soon to be able to discharge by the receipt of tolls, but owing to the great destrue-\ntion or almost entire failure of the wheat crops along the line of our improvement, in\nconsequence of the ravages of the joint-worm and fly, the tolls have fallen far below our\nmost reasonable expectations. The discharge of this debt is a matter for your attention,\nand may be an additional reason for applying for. an increase of capital, or for permission\nto negotiate a loan.\nThe present officers of the company are James Magruder, president, salary same as re-\nported in last report, ($ 450 per annum.) We have dispensed with an engineer.\nThomas J. Humphreys, clerk and treasurer, in place of John H. McClung, resigned,\nsalary $ 350; Milton Kirtly, director, (resigned, his place not yet filled;) John Brumback,\ndirector on the part of the individual stockholders; Robert A. Banks, Elliot Blankenbeher\nand William Wayland, directors on the part of the state, when in service of the company,\n2 per day; Paschal Graves, superintendent of the western end of the road, salary $ 75\nper year; overseer on the eastern end, 150 per year; Henry Richards, toll-collector at\ngate No. 1, salary $100 per year; Geo. W. Sanford, toll-collector at gate No. 2, salary $ 75\nper year; Robert Gooding, toll-collector at gate No. 3, salary 50 per year; Henry Ty-\nsinger, toll-collector at gate No. 4, salary $ 50 per year; James M. Graves, toll-collector at\ngate No. 5, salary $ 50 per year; Juo. Mauck, toll-collector at gate No. 6, salary $ 50 per\nyear; Arthur R. Gordon, toll-collector at gate No. 7, salary 50 per year; Jacob Ofen-\nbacker, toll-collector at gate No. 8, salary $ 50 per year; Anna Huffman, toll-collector at\ngate No. 9, salary $ 50 per year.\nAll which is respectfully submitted, by order of the board.\nJAMES MAGRUDER, Pres't.\nCopy-Teste,\nTH. J. HUMPHREYS, Clk.\n2\nDigitized\nby\nGoogle\n10\nDoc. No. 17.\n1 Statement of the Affairs of the Blue Ridge Turnpike Company\nRECEIPTS.\nOriginal capital stock,\n-\n-\n-\n-\n-\n170000 00\nIncreased capital by appropriation 11th February 1853,\n.\n-\n1500 00\n171500 00\nIndividual stockholders, 1300 shares, at $ 50,\n-\n-\n-\n68000 00\nState\n\"\n2000\n\"\n\"\n\"\n-\n-\n-\n103500 00\nAcknowledged debt for construction,\n-\n-\n-\n1286 92\nAmount received on interest account,\n-\n--\n-\n61 05\nAmount stated as received on law acc't, which embraces a part of capital\nstock already reported,\n-\n-\n-\n-\n80 50\nAmount of tolls received,\n-\n-\n&\n-\n3107 10\nAmount received for lock sold,\n-\n.\n-\n-\n2 00\nAmount of proceeds of uncurrent funds sold,\n-\n-\n-\n6 25\n176043 89\nDigitized by Google\nDoc. No. 17.\n11\nfrom its commencement to the 30th September 1853.\nDISBURSEMENTS.\nCost of construction, including funded debt as above,\n-\n-\n149979 64\nPaid for land damages,\n-\n-\n-\n.\n.\n12390 82\ntoll-houses and lots,\n-\n-\n-\n-\n229 00\nengineering and instruments,\n-\n-\n-\n3867 02\nstationery and printing,\n.\n-\n-\n-\n411 68\nofficers' salaries,\n-\n-\n-\n-\n3600 73\ndirectors' salaries,\n-\n-\n-\n.\n1476 75\nrepairs,\n..\n-\n-\n-\n-\n2395 99\nincidental expenses,\n-\n-\n.\n-\n410 89\nlaw services,\n-\n-\n-\n-\n.\n566 85\nuncurrent funds disposed of,\n-\n.\n-\n9 00\ntoll-collectors' salaries,\n-\n-\n-\n-\n497 54\nAmount improperly entered, in receipts from law account, it being a part of\nthe proceeds of capital stock, and as such accounted for in kind,\n-\n34 98\nAmount in the hands of treasurer, including $ 6 uncurrent funds,\n-\n173 00\n176043 89\nDigitized by Google\n1\n12\nDoc. No. 17.\nA detailed Statement of the Operations of the Blue Ridge Turnpike\n1852.\nRECEIPTS:\nSept. 30, Balance in the hands of treasurer,\n-\n-\n-\n2218 74\nBalance in the Bank of Virginia,\n-\n-\n-\n1542 42\nOct.\n1, To amount rec'd on requisition on state stock, 1st inst.\n-\n315 00\n1853.\nJan'y 3, To cash of W. H. Clore, on acc't of stock,\n-\n-\n16 00\nMar. 29, To ain'nt rec'd from commonwealth, under appropriation of\n11th Feb. 1853,\n-\n-\n-\n-\n1500 00\nMay 10, To cash of Julios Carpenter, on acc't of stock,\n-\n-\n100 00\n25, To cash of state on requisition of 12th inst. in bank,\n-\n174 01\nTo tolls received,\n-\n-\n-\n-\n2517 90\nTo interest received,\n-\n-\n-\n-\n21 30\nTo amount entered as received on law acc't,\n.\n-\n80 57\nTo amount rec'd on sale of uncurrent funds,\n-\n-\n6 25\nTo amount rec'd for a lock sold,\n-\n-\n-\n2 00\nAmount of debt funded for construction,\n-\n-\n1286 92\n$\n9781 12\nDigitized by Google\nDoc. No. 17.\n13\nCompany for the fiscal year closing the 30th of September 1853.\nDISBURSEMENTS:\nAm'nt expended for construction, including debt of $1286 92,\n-\n6445 24\nAmount paid collectors' salaries,\n-\n-\n-\n/ -\n439 76\nfor repairs,\n-\n-\n-\n-\n1535 41\nfor engineering,\n-\n-\n-\n-\n194 99\nfor stationery,\n-\n-\n-\n-\n7 72\nfor officers' salaries,\n-\n-\n-\n785 42\nfor incidental expenses,\n-\n.\n-\n-\n60 41\non law account,\n-\n-\n-\n-\n45 50\ndirectors' salaries,\n-\n-\n-\n-\n81 00\nUncurrent funds disposed of,\n-\n-\n-\n-\n9 00\nDiscount on uncurrent money,\n-\n-\n-\n-\n3 67\nSept. 30, Amount of balance in hands of the treasurer, including $ 6 un-\ncurrent funds,\n-\n-\n-\n-\n173 00\n$ 9781 12\nDigitized by Google\n14\nDoc. No. 17.\nThe foregoing is a carefully prepared statement of the operations of the Blue Ridge\nturnpike company from its organization to the 30th of September 1853, and a detailed\nstatement of the operations of said company for the year ending 30th September 1853, and\nis respectfully submitted this 7th day of October 1853.\nTH. J. HUMPHREYS,\nClerk & Treasurer.\nTo the President and Directors B. R. T. Co.\nCopy-Teste,\nTH. J. HUMPHREYS, Cl'k.\nOFFICE OF THE BLUE RIDGE TURNPIKE COMPANY,\nMadison C. H., Oct. 29, 1853.\nAt the annual meeting of this company, held on the 8th day of October 1853, William\nH. Clore was elected president, and his salary fixed at $100 per annum. John Brumback\nand Geo. A. Smith were elected directors on the part of the individual stockholders, and\nthe compensation of the directors fixed at $1 50 per day when in the service of the com-\npany. The salary of the clerk and treasurer was fixed at $ 200 per year.\nTH. J. HUMPHREYS,\nClerk & Treas.\nDigitized by Google\nDoc. No. 17.\n15\nCHARLESTON AND POINT PLEASANT TURNPIKE\nCOMPANY.\nCHARLESTON, Ka., October 15th, 1853.\nSecretary Board of Public Works, Richmond.\nDEAR SIR,\nI enclose a general statement of the Charleston and Point\nPleasant turnpike company to the 1st instant.\nVery respectfully, yours,\nJAS. McFARLAND, Treas'r.\nDigitized by Google\n16\nDoc. No. 17.\nReturn of the Charleston and Point Pleasant Turnpike Company for the year\nending 1st October 1853.\nCapital stock subscribed by individuals, say 640 shares,\nat $ 50,\n-\n-\n.\n-\n32000 00\nSubscribed by the state,\n-\n.\n-\n31260 00\nSubscribed for building \" Pocatalico bridge,\"\n-\n-\n2460 00\n65720 00\nNett amount tolls received to 1st October 1852,\n-\n12659 50\nReceived the last year,\n-\n.\n1357 35\nLess expenses for collection,\n-\n-\n77 51\n1279 84\n13939 34\nAmount originally expended in the construction of the road and bridges,\n55274 95\nAmount expended in sundry repairs from the commencement, and including\nthe original building, and rebuilding bridges after the great freshet in 1847,\nand including amount expended in the erection of \" Pocatalico bridge,\"\n19178 90\nAmount paid for land damages,\n-\n.\n465 00\nExpense account for allowances to officers and agents, printing, &c. &c. from\n1835 to date,\n-\n-\n1272 13\nInterest account, amount paid for interest on loans prior to 1847,\n-\n922 73\nToll-house in Mason county, and sundry personal property-say,\n-\n300 00\nCash in superintendent's hands and unexpended on 1st Octo-\nber 1853,\n-\n-\n-\n-\n505 93\nIn treasury,\n-\n-\n1 96\n507 89\n157580 94\nBalance money on hand 1st October 1852,\n.\n.\n-\n781 30\nReceipts during the year, viz :\nFrom tolls,\n-\n-\n.\n-\n1357 35\nLess commission for collections,\n-\n.\n77 51\n1279 84\nFrom debts in suit,\n-\n-\n-\n73 49\n1353 33\nDisbursements within the year, viz :\nImprovements and repairs, including am't towards erection of Pocatalico\nbridge,\"\n-\n-\n-\n1469 81\nBalance money in hand 1st October 1853, viz;\nUnexpended in hands of superintendent, per his account,\n505 93\nIn treasurer's hands,\n-\n-\n-\n1 96\n507 89\n$ 4112 33\nExtract from the books.\nBy order of board of directors.\nJAMES McFARLAND,\nTreas. C. & P. P. T. Co.\nOctober 14, 1853.\nDigitized by Google\nDoc. No. 17.\n17\nESTILLVILLE AND NICKELSVILLE TURNPIKE\nCOMPANY.\nNICKELSVILLE, January 4, 1853.\nTo the Board of Public Works.\nThe board of directors of the Estillville and Nickelsville turnpike com-\npany herewith transmit their annual report.\nBy reference to their former report, you will find that the whole line of road is\nunder contract, which covers the whole capital stock. Under that contract, the\nwhole line of road was to be completed in three annual installments. The first\ninstallment is now due, but is not completed, though in progress, but probably will\nnot be completed before spring, the weather being too inclement for the work to\nprogress during the winter season. We are assured by the contractor that the\nwhole line will be completed within the time specified in the contract. Under\nthe contract, the contractor was to pay the directors their per diem, the treasurer,\nand the expense of locating the road; so you will perceive that the road is to be\nmade and all the expense (except damages to landholders) paid, without an\nincrease of the capital stock. The directors receive one dollar per day, and the\nengineer two dollars per day; so you will perceive that there are no salaried\nofficers belonging to the company. The greater portion of the road has been\nlocated, and at some several points two locations have been made, and the board\nhave not as yet settled all the points, but will do so as soon as the weather will\npermit; and as soon as practicable, the board will resume their labors; and they\nhope to be able, in their next annual report, to be more full and explicit.\nYours respectfully,\nIRA FUGATE, Sec'y.\n3\nDigitized by Google\n18\nDoc. No. 17.\nFAIRMONT AND WHEELING TURNPIKE COMPANY.\nFAIRMONT, MARION COUNTY, Va., Oct 15, 1853.\nTo the Board of Public Works of Virginia.\nGENTLEMEN,\nI have the honor to submit the following report of the present\ncondition of the Fairmont and Wheeling turnpike road for the year ending Sep-\ntember 30, 1853. The distance from Fairmont to Wheeling, by this improvement,\nis seventy-one and a half miles. The Moundsville branch, which diverges from\nthis road about sixty-ene miles from Fairmont, and terminates at Moundsville, on\nthe Ohio river, in Marshall county, is six and three-fourths miles in length.\nTwenty-one and a fourth miles of the main line and the Moundsville branch were\nlet on the 6th day of November last. One year was given for the completion of\ntheir contraets-eleven and a half miles of the main line on the Wheeling end,\nand nine and three-fourths on the Fairmont end. Two and three-fourths miles of\nthe Moundsville branch have been completed, and thirteen miles of the main line—\nseven on the Wheeling end, and six on the Fairmont end. A section of four and\na half miles was let on the Fairmont end on the 10th of February last-making in\nall, including the Moundsville branch, thirty-two and a half miles under contract,\nleaving forty-five and three-fourths miles unsold of the main line.\nThe Buffalo creek bridge is now raised, and will be completed about the middle\nof November.\nThe masonry work of this bridge was done by the Messrs. John and Robert\nMcConnell, and the superstructure by Messrs. Eh and Lemuel Chinowith. The\nmaterial used in the construction of this work is of the very best quality, and the\nwork has been done in a manner highly creditable to the contractors, of both\nwood and stone. And I think I hazard but little in saying this bridge, when\ncompleted, will have but few equals, and perhaps not a superior in the common-\nwealth of Virginia of its kind.\nThe average cost, per mile, of the main line, is about $ 576, and the Moundsville\nbranch, $ 567 per mile.\nThe masonry work of the Buffalo creek was let at $4 50 per perch, and the\nsuperstructure $ 12 50 per foot, lineal measure. It is built on Burr's model, with\na span of 130 feet.\nDigitized\nby\nGoogle\nDoc. No. 17.\n19\nReturn of the state of the Fairmont and Wheeling Turnpike Road for year ending\n30th September 1853.\nCapital stock, $ 29800:\nAppropriated February 2, 1850,\n-\n-\n-\n25800 00\n\"\n\"\n10, 1853,\n-\n-\n-\n4000 00\nExpended in construction of road,\n-\n-\n-\n-\n7405 00\nDo. in the construction of the Buffalo creek bridge, -\n-\n2400 00\nLand damages, including costs,\n.\n-\n-\n-\n577 32\nBalary of superintendent per amoun,\n-\n-\n-\n-\n600 00\n310982 32\nI am, very respectfully,\nYour most obedient servant,\nAUSTIN MERRILL,\nSup't. Fairmont and Wheeling T.R.\nDigitized by Google\n20\nDoc. No. 17.\nFLOYD C. H. AND HILLSVILLE TURNPIKE.\nTo the Board of Public Works of Virginia.\nIn accordance with my duty as engineer and superintendent of the\nFloyd court-house and Hillsville turnpike, I beg leave to submit the following as\nmy annual report of receipts and disbursements for the months of August and\nSeptember, the only months that I have had charge of said road.\nJACKSON GODBEY,\nEng. and Sup't.\nDigitized by Google\nDigitized by Google\n22\nDoc. No. 17\nReceipts and Disbursements-\nRECEIPTS:\nGate No. 1-G. Bright, keeper-August,\n.\n-\n10 79\n\"\n\"\n\"\nSeptember,\n-\n-\n12 23\n\"\n2-A. Weddle,\n\"\nAugust,\n-\n-\n13 50\n\"\n\"\n\"\nSeptember,\n-\n-\n12 67\n\"\n3-R. Duncan,\n\"\nAugust,\n-\n-\n11 15\n\"\n\"\n\"\nSeptember,\n-\n-\n13 98\nFrom those who pay annually,\n-\n-\n-\n10 60\n84 92\nBy amount paid gate-keepers,\n-\n-\n26 68\nOverplus,\n$ 58 24\nDigitized by Google\nDoc. No. 17.\n23\nAugust and September 1853.\nDISBURSEMENTS:\nBy this amount paid G. Bright, for keeping gate No. 1,\n-\n-\n10 00\n\"\n\"\n\"\nA. Weddle\n\"\n\"\nNo. 2,\n-\n,\n8 34\n\"\n\"\n\"\nR. Duncan,\n\"\n\"\nNo. 3,\n-\n-\n8 34\n$26 68\nDigitized by Google\n26\nDoc. No. 17.\nReturn of the state of the Front Royal Turnpike Company for the year ending\nthe 30th of September 1853.\nCapital stock, $ 60,000\nSubscribed by individuals, 480 shares, at 50 each,\n-\n-\n24000 00\nDo. by commonwealth, 720 shares, at $ 50 each,\n-\n-\n36000 00\nAmount of tolls from commencement to date,\n-\n-\n-\n2443 06\nReceived from Berry's ferry company, for construction of half mile,\na\n-\n1200 00\nBorrowed from the Bank of the Valley,\n-\n-\n-\n2500 00\nAmount of commonwealth's subscription unpaid,\n-\n247 50\nAmount of individual subscription unpaid,\n-\n-\n165 00\nExpended in construction from commencement:\nAmount paid upon Littlejohn, Kirby & Co.'s contract for grading\nand macadamizing,\n-\n-\n-\n-\n29862 691\nM.H. Moore, for macadamizing,\n-\n-\n-\n3871 33\nJoel Lupton, for planking,\n-\n-\n-\n11924 57\nJonathan Smith, for inspecting plank,\n-\n-\n75 37\nRichardson & Pennman, for outlets,\n-\n-\n65 00\nLand damages,\n-\n-\n-\n-\n1316 33\nToll-houses, &c.\n-\n-\n-\n-\n825 11\nEngineering, &c.\n-\n-\n-\n-\n369 50\nAdvertising, &c.\n-\n.\n-\n-\n48 24\nInterest and principal in bank,\n-\n-\n-\n2800 00\nOfficers' salaries,\n-\n.\n-\n-\n1637 50\nSheriffs', attorneys' and commissioners' fees, &c. $ 466 18; dis-\ncount on Warren county bonds, $156 08,\n-\n-\n616 26\nToll-gatherers' pay,\n-\n.\n362 51\nLiens for building bridges,\n-\n-\n-\n8422 871\nFor repairs,\n-\n.\n-\n.\n826 49\nIncidental expenses,\n-\n.\n-\n-\n140 00\nCash on hand,\n-\n.\n-\n-\n2566 78\n$ 66143 06\n66143 06\nDigitized by Google\nDoc. No. 17.\n27\nStatement of Receipts and Expenditures within the year.\nBalance on hand, as per last report, -\n-\n-\n0\n4259 77\nAmount received from individuals,\n-\n-\n-\n-\n2935 00\nDo.\nfrom commonwealth,\n-\n-\n-\n4402 50\nDo.\nfrom tolls,\n-\n-\n-\n-\n1236 69\nInterest on Warren county bonds,\n-\n-\n-\n-\n120 00\nTotal receipts,\n-\n-\n-\n12953 96\nDeduct disbursements during the year:\nAmount paid on contract of Littlejohn, Kirby & Co., for con-\nstruction,\n-\n-\n-\n-\n1997 60\nFor repairs,\n-\n-\n-\n-\n252 52\nOfficers' salaries,\n-\n-\n-\n-\n350 00\nToll-gatherer's compensation,\n-\n-\n-\n177 51\nPaid balance on debt and interest,\n-\n-\n-\n1170 87\nOn toll-houses, &c.\n-\n-\n.\n-\n61 42\nFor advertising,\n-\n-\n-\n-\n23 37\nLand damages,\n-\n-\n-\n-\n15 86\nEngineering,\n-\n-\n-\n-\n6 00\nAttornêys', sheriffs', clerks' and other fees, $ 203 95 ; discount on\nWarren county bonds $156 08,\n-\n-\n-\n360 03\nConstruction of bridges,\n-\n0\n-\n5922 00\n10387 18\nBalance on hand,\n.\n.\n2566 78\nDigitized by Google\nDoc. No. 17.\nFRONT ROYAL AND GAINES' CROSSROADS TURNPIKE.\nAt a meeting of the board of the president and directors of the Front Royal\nand Gaines' Crossroads turnpike company, held at the clerk's office in Front\nRoyal on the 25th day of October 1853-present, Robert Turner, president;\nSamuel B. Gardner, John B. Petty and James M. Barbee, directors-the follow-\ning report was adopted, and ordered to be signed by the secretary, to be forwarded\nto the board of public works:\nThe president and directors of the Front Royal and Gaines' Crossroads turn-\npike company submit to the board of public works the following report of their\nproceedings within the year ending 30th September 1853:\nSince their last annual report, they have found it necessary to macadamize a\nsmall portion of the road near Flint Hill, something under a fourth of a mile in\nleugth. which the last winter proved satisfactorily would be impassable without a\ncovering of stone. A contract was made with Col. Thos. H. Settle to do the\nork at the rate of $1.850 per mile; stone to be well broken and put on the\nhole width of the grade eleven inches thick in the middle, and graded to the\nedges so ns to make an average thickness of nine inches, and to have it finished\nby the 1st day of December 1853; to be paid for, one-half in one, and oue-half\nin tno years from the time the work shall be finished and inspected. That por-\ntion of the work which has been marked out for the contractor is now done,\nthough not yes inspected. Some additional work is necessary at that place, which\nthe contractor is ready to do when it is laid off to him.\nContracts were made with persons, whom the board considered responsible, for\nkeeping the road in repair during the past year, and the president, by recent in-\nappetion. finds that the contractors on the two eastern sections of the road (T. H.\nSettle and % Dowden) have complied with their contracts in good faith, and that\ntheir sections are now in good repair. But they are sorry to add that a large\nportion of the first ten miles of the road, commencing at Front Royal, has been\nAnd kept. and that much of it is now in bad order and requires immediate work\n$ considerable amount. Steps must be taken with the contractors to compel\nexampliance with their contracts, or surrender them.\nThe state of the finances of the company for the year ending 30th September\nNIT it hibited in the report of the treasurer hereto annexed, marked A and B.\nA Them papers it will be seen that there is now an unexpended balance in the\nInsurer's hands. of 707 59, applicable to payment of contractors for keeping\nR. repair. macadamizing and for a toll-house now being erected near Front\nin where it is really necessary to the interests of the company. At the an-\nuncounting of the stockholders, held on the 5th day of October 1853, Robert\nYou IN ras.re-elected president, and Samuel B. Gardner and M. B. Buck,\nincome for the ensuing year; and a committee was appointed to ex-\nand of the treasurer, with directions to report to the board, who\ntheir\nreport\nas\nfollows:\nDigitized by Google\nDoc. No. 17.\n29\nThe undersigned, appointed to examine the account of Newman M. Jacobs,\nas treasurer of the Front Royal and Gaines' Crossroads turnpike company, have\nexamined the same, as hereto annexed, and find the debits and credits supported\nby proper evidence-showing a balance in the hands of the treasurer, of $ 707 59\non the 30th day of September 1853.\nGILES COOK,\nJNO. R. JACKSON,\nTHOS. N. ASHBY.\"\n1\nAll the information and lists, required by the note at the foot of the forms fur-\nnished by the secretary of the Board of public works, accompany this report, ex-\ncept a map, which has been furnished heretofore.\nDigitized by Google\n30\nDoc. No. 17.\nReturn of the state of the Front Royal and Gaines' Crossroads Turnpike Company\nfor the year ending 30th September 1853.\nCapital stock, $ 15,000:\nSubscribed by individuals,\n116 shares, at $ 50 each,\n-\n5800 00\nSubscribed by commonwealth,\n180\n\"\nat\n50\n\"\n-\n9000 00\nYet to be subscribed by individuals,\n4\n\"\nat\n50\n\"\n-\n200 00\nTolls received from commencement to date,\n.\n-\n-\n1305 17\nDividends remaining unpaid,\n-\n.\n-\n-\n90 00\nAmount of commonwealth's subscription unpaid,\n-\n-\n405 00\nAmount of individual\n\"\n\"\n-\n-\n210 00\nNot taken by individuals, 4 shares of stock, at $ 50 each,\n-\n200 00\nExpended in construction of the work from commencement to date, 10863 79\nIncidental expenses for same time,\n-\n-\n-\n244 53\nRepairs\n\"\n\"\n-\n-\n-\n608 46\nDividends declared from commencement to date,\n-\n-\n719 75\nPresident's salary\n\"\n-\n-\n425 00\nSecretary and treasurer's salary\n\"\n-\n-\n310 00\nLand damages\n\"\n-\n-\n1220 22\nEngineering\n\"\n-\n-\n185 00\nToll gatherers' salaries\n\"\n-\n-\n295 83\nCash on hand 30th September 1853,\n-\n-\n-\n707 59\n$ 16395 17\n16395 17\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report,\n-\n1122 51\nReceipt for tolls,\n-\n-\n-\n-\n724 09\n1846 60\nDeduct disbursements during the year:\nAmount paid for construction,\n-\n-\n-\n6 50\nAmount paid for repairs,\n-\n-\n.\n161 74\nAmount paid land damages,\n-\n-\n-\n19 00\nAmount paid incidental expenses,\n-\n.\n-\n84 93\nAmount paid president's salary,\n-\n-\n-\n75 00\nAmount paid secretary and treasurer's salary,\n-\n-\n60 00\nAmount paid toll receiver's salary,\n-\n.\n-\n102 09\nAmount paid commonwealth, for dividend,\n-\n-\n429 75\nAmount paid individuals for\n\"\n-\n-\n200 00\n1139 01\nBalance of money on hand,\n$ 707 59\nBy the order of the board of president and directors.\nN. M. JACOBS, Treas'r.\nLength of improvements 16} miles.\nThe road is kept in repair by individuals employed for that purpose.\nAverage cost for keeping road in repair for past year is about $ 20 per mile.\nDigitized by Google\nDoc. No. 17.\n31\nList of Officers and Agents.\nRobert Turner, president, salary $ 75 per annum; James M. Barbee, Sam'l B. Gardner,\nMarcus B. Buck, John B. Petty and Addison Turner, directors; Mahlon S. Lovett, engi-\nneer, salary $5 per day when his services are required; N. M. Jacobs, secretary and trea-\nsurer, salary $ 60 per annum; Zachariah Dowden, James W. Day and John R. Hooper,\ntoll-gate keepers, salary $ 50 each per annum; Giles Cook, attorney for the board, salary\nlegal fees when services are required.\nSigned by order of the board.\nN. M. JACOBS, Sec'y.\nDigitized by Google\n32\nDoc. No. 17.\nFINCASTLE AND BLUE RIDGE TURNPIKE COMPANY.\nReturn of the state of the Fincastle and Blue Ridge Turnpike Road for the year\nending 12th of September 1853.\nCapital stock allowed by the act of the legislature incorporating company,\n$ 8000 00\nSubscribed by private stockholders 96 shares, at $ 50 per share,\n4800\n\"\nby the state 64 shares, at $ 50,\n-\n-\n- 3200\n$ 8000 00\nAmount of toll collected on said road for the year ending 12th of September\n1853,\n-\n-\n-\n-\n-\n-\n605 39\nBy expenses for same period which includes salaries to gate-keepers and\nofficers, and all expenses for repairs to road,\n-\n-\n393 261\n212 124\nOf this last mentioned sum there was due to the state the sum of 84 96 cents, which\nsum will be paid into the branch Bank of Virginia at Buchanan, according to law.\nOf the said sum of 212 121 cents, that was on hand for distribution on the 12th day of\nSeptember 1853, there was due to the private stockholders the sum of 127 44, upon\nwhich a tax of one and one-half per cent. was set aside, making the sum of $1 91 cents.\nJames S. Walrond is a director and the president of the company; F. H. Mays is a\ndirector and is the treasurer. George Neville, Ferdinand Woltz, Martin McFerran, George\nW. Wilson, John Luster, directors.\nIt is deemed proper to say that the road is in good order, but it is now quite certain that\nthe extension of the Virginia and Tennessee railroad will materially affect the dividends, as\nthe above report shows.\nMuch of the travel leaving Fincastle gets on said railroad at the depot at Bonsack's.\nAll of which is respectfully submitted.\nJAMES S. WALROND, Pres't.\nF. H. Mays, Sec'y.\nDigitized by\nGoogle\nDoc. No. 17.\n33\nGILMER, RIPLEY AND OHIO TURNPIKE COMPANY.\nTo the Board of Public Works, Richmond, Virginia.\nThe undersigned, for and on behalf of himself as president, and the\nboard of directors of the Gilmer, Ripley and Ohio turnpike company, respect-\nfully reports the operations and the progress made on this work since the date of\nthe last annual report and up to the 22d day of September 1853. That on the\nlast named day, pursuant to printed notice according to law, a general meeting\nof the stockholders was held, at Tanner's crossroads in Jackson county, for the\ntransaction of business, at which meeting a large majority of the stock was\nrepresented. That amongst other things, an election of officers was had and the\nfollowing officers were elected George W. Smith, president; David Woodruff\nand A. Borenan, directors. That the injunction in the suit of Jno. P. Thomasson\nvs. the company, named in the last report, has been dissolved, and his bill will be\ndismissed for the want of equity and on other grounds. That the amount or\nquantity of road that will be completed up to the 1st of December 1853, will be\nabout 70 or 80 miles, and the residue thereof be grubbed and prepared for opera-\ntions in the ensuing year. The following presents a statement of the pecuniary\ncondition of the company :\nAmount paid by stockholders up to 22d Sept. 1853,\n-\n$10690 95\nAmount paid by the state,\n-\n-\n-\n14593 00\nAmount paid out to contractors and other expenses,\n-\n24906 56\nAt the said annual meeting of the 22d September 1853, individuals subscribed\n56 shares of stock, which are certified, and herewith accompany this report.\nIn conclusion, the undersigned takes pleasure in stating that the road has ad-\nvanced, as far as could be reasonably desired, to completion, and has already had\na marked effect in raising the price of real estate in the counties through which\nit passes, and has induced emigrants to stop amongst us who otherwise would in\nall probability have removed to some of the new states in the west. The benefits\nto be reaped from it will be fully developed hereafter; and in the mean time\nnothing shall be left undone by the officers of the board to hasten its speedy\ncompletion with the utmost diligence and with due regard to economy.\nRespectfully submitted.\nWM. SMITH.\nJackson C. H., Va., Oct. 23, 1853.\n5\nDigitized by\nGoogle\n34\nDoc. No. 17.\nHARDY AND WINCHESTER TURNPIKE COMPANY.\nTo the Board of Public Works.\nGENTLEMEN,\nOwing to the death of J.J. Williams, who died on the 28th of\nAugust last, we are without a president. On the 29th day of this month (Octo-\nber) we hold our annual meeting, and expect to elect a president and two direc-\ntors.\nThe meeting was called on the 25th of September. Owing to the absence of\nthe state proxy, there was not a sufficient number of shares of stock represented.\nConsequently, it was postponed until the day above named.\nN. CLEVENGER, Secretary.\nDigitized by Google\nDoc. No. 17.\n35\nReturn of the state of the Hardy and Winchester Turnpike Company for the year\nending 30th September 1853.\nAmount commonwealth's subscription unpaid, none.\n\"\nindividual\n\"\n\"\n-\n-\n245 38\nExpended in construction from commencement in 1847 to present\ndate,\n-\n-\n-\n-\n-\n33359 87\nLand damages, costs of suits, &c.\n-\n-\n-\n654 98\nBridge across Lost river,\n-\n-\n-\n1665 00\nLocation, costs incidental thereto, including bills for printing no-\ntices, &c.\n-\n-\n-\n-\n1100 32\nCosts of toll-houses Nos. 3, 4 and 5,\n-\n-\n1017 33\nAmount paid for repairs from commencement,\n-\n-\n4866 88\nCapital stock, $ 39000 :\nSubscribed by individuals 312 shares, at $ 50 each,\n-\n15600 00\nSubscribed by commonwealth 468 shares, at $ 50 each,\n-\n23400 00\nTolls from commencement to date (net,)\n-\n-\n4611 65\nDue by company for money borrowed, none.\nTo balance in treasurer's hands,\n-\n-\n-\n701 89\n$ 43611 65 43611 65\nStatement of Receipts and Expenditures within the year.\nBalance due the treasurer, per last annual report,\n-\n174 42\nAdd receipts during the year, viz :\nFor capital stock-amount from individuals and from Board public\nworks, none.\nTolls received within the year, (gross,)\n-\n-\n1315 48\nDeduct disbursements during the year, construction, &c. :\nRepairs paid within the year,\n-\n-\n-\n1286 54\nOfficer's salary, (treasurer,)\n-\n-\n-\n50 00\nToll-receivers' compensation, and other expenses in collecting\ntolls, &c.\n-\n-\n-\n-\n256 11\nBalance due treasurer,\n-\n-\n-\n451 59\n1767 07\n1767 07\nNo dividend declared this year.\nN. CLEVENGER,\nTreas'r H. & W. Turnpike Co.\nDigitized by\nGoogle\n36\nDoc. No. 17.\nHOLLIDAY'S COVE TURNPIKE COMPANY.\nHOLLIDAY'S Cove, Oct. 3, 1853.\nMR. W. R. DRINKARD,\nSIR,\nEnclosed is the report of the president and directors of the Holliday's\nCove turnpike company for the year ending September 30, 1853, and also the\ndividend for the state, seventy-one dollars. Please acknowledge the receipt.\nOur road is in fine condition, and is conducted as economically as possible. If\nyou, at any time, desire any information in relation to it, I will with pleasure at-\ntend to it.\nYours truly,\nG. G. ORR.\nDigitized by Google\nDoc. No. 17.\n37\nAnnual Report of the Holliday's Cove Turnpike Company for the year ending\nSeptember 30, 1853.\nCapital stock, $ 11833 33\nSubscribed by individuals, 142 shares of $ 50 each,\n-\n-\n7100 00\n\"\ncommonwealth, 94} shares,\n-\n-\n-\n4733 33\nTolls, rents, &c. from commencement of work,\n-\n-\n-\n4316 74\nDividends unpaid,\n-\n-\n-\n-\n-\n178 25\nDue the company other than on account of stock,\n-\n-\n91 00\nExpended in construction of road,\n-\n-\n-\n11182 94\n\"\nrepairs to this date,\n-\n-\n-\n3708 41\nDividends from commencement,\n-\n.\n-\n-\n1154 07\nCash on hand, as per statement below, -\n-\n-\n191 90\n16328 32\n16328 32\nStatement of Receipts and Expenditures within the year:\nBalance of money on hand from last year's report, -\n-\n10 55\nTolls, rents, &c.\n-\n-\n-\n-\n320 35\nTotal receipts,\n$\n330 90\nDeduct disbursements for repairs,\n-\n-\n-\n-\n67 00\nOfficers' salaries, (treasurer, secretary and directors,)\n-\n-\n22 00\nCollecting tolls,\n-\n-\n-\n-\n-\n50 00\nTotal disbursements,\n$ 139 00\nBalance on hand,\n$ 191 90\nDividend of 11 per cent. declared September 30, 1853, payable immediately.\nBy order of the board of president and directors.\nSAMUEL SMITH, Clerk.\nLength of road a fraction over 6₄ miles, divided into four sections, with an individual\non each section to superintend repairs.\nList of Officers.\nJames Campbell, president; James Gardiner, David Snyder, Samuel Hindman, com-\npany directors; James Patterson, George G. Orr, state directors; George G. Orr, treasu-\nrer; Samuel Smith, secretary ; Thomas Brandon, gate-keeper.\nThe president and directors receive the sum of 75 cents per day for services rendered\nto the company.\nThe treasurer and secretary receive a salary of $8 each per year.\nThe gate-keeper receives a salary of $ 50 per year.\nDigitized by Google\n38\nDoc. No. 17.\nJACKSON'S RIVER TURNPIKE COMPANY.\nTo the Board of Public Works.\nThe undersigned, who was appointed superintendent of the\nJackson's river turnpike company, as the successor of Gen. D. B. Layne, entered\non the discharge of my duties on the 27th of May last.\nI found the bridge over Jackson's river in a very unsafe condition-so much 80\nas to endanger the lives and property of those who passed over it. I opened the\nford above the bridge, and gave notice, by public advertisement, that the company\nwould not be responsible for any accidents that might happen to travelers or\nothers who might venture to cross the bridge in preference to fording the river.\nAs soon as I could obtain the force and materials, I had the necessary repairs\nmade, and put the travel on it again about the 5th of July. It is now in a sound\nand safe condition.\nI have used every effort to put the road in good repair as far as the means un-\nder my control would admit. I intend, during the present fall and winter, when\nthe weather will permit, to open the side ditches and throw up the road in the\ncentre, ready for the spring travel.\nI found no tools of any description belonging to the company worth anything.\nThose heretofore purchased have been worn out, and I have had to purchase\nnew tools, such as scrapers, wagon, mattocks, harness, &c., and two horses, to\nwork the road; all of which cost 257 68, which now belong to the company,\nand are charged in the annexed account. It will be perceived that a deduction of 20\nper cent. has been made on stage tolls. This was done under a contract of my pre-\ndecessor, who found that had been the usual deduction made previous to his\ntaking charge of the road. This contract has been an annual one, and expired\non the 30th day of September last. I have received the instructions of the board\nto make no deductions in future, of which the stage contractors have notice.\nThis will add to the revenue of the company annually from $ 220 to $ 250, which\nwill go very far to lessen the expense of keeping the road in repair, and at the\nsame time to keep it in better order.\nI return herewith the monthly returns of the gate-keepers and my vouchers in\nsupport of my disbursements.\nThe annexed account embraces the expenses of the whole year, as well while\nunder the superintendence of Gen. Layne as since I took charge of the road.\nAll of which is respectfully submitted.\nPETER H. WOODWARD,\nSuperintendent.\nOctober 10, 1853.\nDigitized by Google\nDoc. No. 17.\n39\nA Report of the state of the Jackson's River Turnpike Company for the year ending\nthe 30th September 1853.\nPETER H. WOODWARD, Superintendent,\nIn account with the Jackson's River Turnpike Company.\n1853.\nSept. 30-To amount of tolls rec'd at gate No. 1, per returns,\n844 84₫\nTo amount of tolls rec'd at gate No. 2, per returns,\n528 66\n1373 501\nTo amount of tolls rec'd of Farish & Co., stage con-\ntractors,\n-\n0\n1138 92\nTo amount of tolls rec'd of Dr. Thomas Good, stage\nline,\n.\n-\n-\n118 011\n1256 931\nBy deduction of 20 per ct. off stage tolls by agreement,\n251 39\n1005 54₫\nGross amount of income of road,\n2379 05\nBy paid Gen. D. B. Layne for salary as superinten-\ndent for 7 mo., at $ 300 per annum,\nNo. 1,\n175 00\nBy paid Richard Langridge, gate-keeper, salary, 2,\n90 00\nBy paid Adum Law for labor, &c.\n3,\n69 371\nBy paid A. T. Richards for horse, &c.\n4,\n56 00\nBy paid R. C. Noel for camp equipage, &c.\n5,\n28 14\nBy paid Wm. T. Clarke, repairs to bridge,\n6,\n23 66\nBy paid Washington Kettenger for labor,\n7,\n21 75\nBy paid James B. Clarke for labor,\n8,\n20 00\nBy paid J. D. Payne for harness,\n9,\n21 75\nBy paid A. McCallister for labor,\n10,\n18 50\nBy paid William H. Ruske for scrapers,\n11,\n14 00\nBy paid D. G. Wise for merchandize,\n12,\n11 14\nBy paid A. McCallister for labor,\n13,\n9 25\nBy paid James Law for labor,\n14,\n8 75\nBy paid Michael McElwee for labor,\n15,\n8 64\nBy paid Henry Gross for labor,\n16,\n8 50\nBy paid Arthur Lee for labor,\n17,\n7 50\nBy paid Aaron Law for labor,\n18,\n6 50\nBy paid Michael McElwee for labor,\n19,\n5 25\nBy paid George Masters for labor,\n20,\n4 871\nBy paid William Cox for labor,\n21,\n4 50\nBy paid John J. Johnston for labor,\n22,\n3 75\nBy paid James M. Johnston for labor\n23,\n30\nBy paid Peter H. Woodward, services, &c.\n24,\n487 901\nBy paid Wm. P. Farish & Co., wagon,\n25,\n45 00\n1150 034\n1229 011\nOct.\n6-Deduct 6 per cent. on $ 20,000, the capital stock,\n1200 00\nBalance of cash on hand at date,\n29 01₫\n$\n1229 011\n1229 011\nDigitized\nby\nGoogle\n40\nDoc. No. 17.\nRECAPITULATION.\nSalaries:\nTo superintendent D. B. Layne,\n-\n-\n-\n175 00\nTo superintendent P.H. Woodward, from 1st June to 30th Sept.\n100 00\nTo gate-keepers,\n-\n-\n-\n-\n165 00\n440 00\nProperty:\nTwo horses,\n-\n-\n-\n-\n156 00\nOne wagon,\n-\n-\n-\n-\n45 00\nTwo scrapers, $14; harness, $ 21 75 ; furniture, $ 7 13,\n-\n42 88\nOne plough, $ 9 50; two mattocks, $ 4; one bucket, 30c.\n-\n13 80\n257 68\nLabor:\nRepairs of bridges, culverts, &c. &c.\n-\n-\n-\n531 33±\n$ 1229 011\nAmount set apart for dividend, $ 1200 00\nOf this the state is entitled to two-fifths, equal to\n-\n-\n480 00\nIndividual stockholders,\n-\n-\n-\n-\n720 00\nBalance cash on hand 1st day of Oct. 1853,\n-\n-\n29 011\n$ 1229 011\nDigitized by Google\nDoc. No. 17.\n41\nJACKSONVILLE AND CHRISTIANSBURG TURNPIKE\nCOMPANY.\nOFFICE JACKSONVILLE AND CHRISTIANSBURG T. Co.\nFloyd Court-House, Oct. 31, 1853.\nWM. R. DRINKARD, Esq.\nDEAR SIR,\nAnnexed you will find my annual report of the financial condition\nof the Jacksonville and Christiansburg turnpike company to 30th ultimo, show-\ning a balance on hand 1st instant, of $679 19. It has been out of my power to\nmake the report sooner. I would like to have done so, but was prevented. I hope\nyou will not regard me remise in my duties.\nYou will perceive I have overdrawn $3, which occurred in an addition some\ntime ago. When we make the next draw I will mention it, and have the error\ncorrected. From the papers annexed, I think we have given you a full statement\nof our road. Should there be anything left out, let me know, and it shall be at-\ntended to.\nVery respectfully,\nYour humble servant,\nTHOS. FRANKLIN, Treas.\nJacksonville and Christiansburg T. Co.\n6\nDigitized by Google\nDoc. No. 17.\nTo the Board of Public Works.\nGENTLEMEN,\nAccompanying this report find a list of officers, which remains the same as\nlast year also a statement of the amount raised from steekholders and the Board of public\nworks, and the amount expended to 30th September 1853.\nThe length of improvement 21 miles. The first section of 7 miles of the road is nearly\nfinished, with the exception of the bridge across Little river, 4 miles north of Jacksonville,\nwhich will be probably finished by the last of the year. The 2d section of 7 miles has been\nworked through but not finished. The 3d section of 7 miles is worked over, with the excep-\ntion of 2 miles, but no part finished. No part of the road has been received by the board\nof directors, in consequence of not having an engineer. We had Mr. Wm. P. Douthat,\nan engineer from Buckharre, some few weeks last year, but not having constant employ-\nment, he was dismissed by the board. Mr. Eli Phlegar resigned as president of the company\nthe 1st of the year, and I was appointed to fill his place by the directors. A call of stock-\nholders has been ordered to meet the 19th of November, for the purpose of electing two\ndirectors and a president. As soon as the bridge and the balance of the road are completed,\nwhich we hope will be by the last of the year, we expect to employ an engineer to view\nthe road and post toll-gates.\nAll of which is respectfully submitted.\nJOS. HOWARD, Pres't,\nOn behalf of the Board of Directors.\nOctober 31, 1853.\nDigitized by Google\nDoc. No. 17.\n43\nReturn of the state of the Jacksonville and Christiansburg Turnpike Company for\nthe year ending 30th September 1853.\nCapital stock subscribed, 427 shares, at $25 per share,\n-\n-\n$10,675\nBy individuals, 171 shares,\n\"\n\"\n-\n-\n4275\nBoard of public works, 256 shares,\n\"\n\"\n-\n6400\n$10,675\nTHOS. FRANKLIN,\nTreasurer J. & C. T. Company.\nSeptember 30, 1853.\nDigitized by Google\n4d\nDoc. No. 17.\n, 4 Financial Statement of the Jacksonville and Christiansburg Turnpike Company\nfrom 1st October 1852 to 30th September 1853.\nTo amount in hands of treasurer October 1st, 1852, per statement received by\nBoard public works,\n-\n-\n-\n-\n-\n129 73\nTo amount received from stockholders during the year,\n2322 00\n\"\nBoard of public works during the year,\n3486 00\n5808 00\n5937 73\nDisbursements :\nBy amounts paid contractors,\n-\n-\n-\n4928 15\nMr. Phlegar's expenses to Liberty on\nbusiness for company,\n-\n.\n7 45\ncollector's commissions,\n-\n-\n40 27\n47 72\nexpenses of hands and hire, locating\nthe road,\n-\n-\n57 10\nWm. P. Douthat, Esq., engineer,\n122 57\n179 47\nJacob Somers, land damages,\n-\n100 00\nInterest on $ 300 for sixty days,\n-\n3 20\n5258 54\nOn hand 30th September 1853,\n$ 679 19\nTHOS. FRANKLIN,\nTreasurer J. & C. T. Company.\nFloyd Court-House, September 30, 1858.\nDigitized by Google\nDoc. No. 17.\n45\nList of Officers and Agents.\nJoseph Howard, president; Jackson Godby, Pleasant Howell, James R. Headen, Charles\nB. Gardner, directors; Fleming W. Lustis, collector, receives 21 per cent on collections\nof stock; Thos. Franklin, treasurer and secretary t no compensation has yet been paid him,\nand he desires none until the road is finished and the contractors paid. We have no en-\ngineer. No map has been drawn.\nLength of improvement, 21 miles.\n1st section, 7 miles, $ 349.\n2d and 3d sections, 14 miles, $ 370.\nThe bridge across Little river was relet the 2d April last to Messrs. J. T. Gill and R. L.\nToneray, for $12 per foot, about 100 feet.\nThe stone work was put up by Mr. George Hubbert, who contracted for the whole of\nthe work and abandoned the same, which was relet as above.\nThe president has given you the condition of the work in his report.\nTHOS. FRANKLIN,\nSecretary and Treasurer J. & C. T. Co.\nSeptember 30, 1853.\nDigitized by Google\n46\nDoc. No. 17.\nJORDAN'S FURNACE AND ROCKBRIDGE TURNPIKE\nCOMPANY.\nReport of the Jordan's Furnace and Rockbridge Turnpike Company for the year\nending 30th September 1853.\nAmount capital stock, $ 6,000 00 :\nSubscribed by the state 72 shares, at $ 50 each,\n-\n3600 00\nSubscribed by individuals 48 shares, at $ 50 each,\n-\n2400 00\n6000 00\nRents, tolls &c. from the commencement,\n.\n-\n-\n205 63\n6205 63\nAmount expended in construction,\n-\n-\n5600 17\nCost of repairs,\n-\n-\n-\n-\n427 18\nSalaries of officers,\n-\n-\n-\n-\n166 74\nCompensation to gate-keepers,\n-\n-\n-\n25 63\nDue printer,\n-\n-\n-\n8 00\n6227 72\nDeficit,\n-\n-\n$ 22 09\nWM. H. BELL, President.\nDigitized by Google\nDoc. No. 17.\n47\nJUNCTION VALLEY TURNPIKE COMPANY.\nThe amount of stock subscribed and unpaid on the 30th of September last was\n973 71. The length of J.V. turnpike road from Staunton to Buchanan is sixty\nmiles, the whole of which is graded, and about forty five miles planked.\nThe road is kept in repair by contractors, in sections.\nThe cost of keeping it in repair at present is $330 per annum.\nThe officers of this company are : William Lusk, president, salary $ 400 per\nannum; Charles Chapin, secretary and treasurer, $250 per annum.\n.\nThe directors receive two dollars per day for attending to company's business.\nC. CHAPIN,\nSecretary J. V. T. Co.\nDigitized by Google\n48\nDec. No. 17.\nStatement of the Junction Valley Turnpike Company on the 30th of September 1853.\nAmount of capital paid in by individuals,\n.\n.\n.\n-\n39876 29\n\"\nBoard of public works,\n-\n.\n59814 43\ndue on scrip bearing 6 per cent. interest,\n-\n-\n-\n13481 99\ndue on bonds and notes,\n-\n-\n-\n-\n5418 10\ndue on drafts on Lex. savings institution,\n-\n-\n-\n6817 60\ndue on open accounts,\n-\n-\n-\n-\n-\n2831 38\nAmount of tolls collected,\n-\n.\n-\n-\n.\n7404 36\n135644 15\nAmount paid for land damages,\n-\n-\n-\n-\n8271 71\nengineering,\n-\n-\n-\n-\n4413 32\ngrading,\n-\n-\n-\n.\n-\n30857 70\n.\ntimber,\n-\n-\n-\n-\n-\n18588 46\nhauling,\n-\n-\n-\n-\n-\n14969 16\nsawing and planking,\n-\n-\n-\n-\n31461 03\nbridges,\n-\n-\n-\n-\n-\n3750 98\nstore accounts,\n-\n.\n.\n-\n5760 25\nnegro hire,\n-\n-\n-\n-\n-\n2701 60\nincidental charges,\n-\n-\n-\n-\n6138 63\nlaw expenses,\n.\n-\n-\n-\n1042 16\ndiscount and interest,\n-\n-\n-\n-\n1558 42\npersonal property,\n-\n-\n.\n-\n4630 10\ntoll-house,\n-\n.\n-\n-\n-\n211 20\nrepairs of road,\n-\n-\n.\n-\n598 39\nAmount of cash on hand,\n-\n-\n-\n.\n.\n697 37\n135650 48\nC. CHAPIN, Sec'y.\nLexington, September 30, 1853.\nDigitized by Google\nDoc. No. 17.\n49\nKINGWOOD AND WEST UNION TURNPIKE COMPANY.\nTo the President and Directors\nof the Kingwood and West Union Turnpike Co.\nSIRS,\nThat part of said road under my superintendence for construction, ex-\ntending from Morgantown to Kingwood, is now finished; the cost of which I hereby\nreport, viz.:\nSection 1 to Geo. Lemmon,\n370 rods, at\n-\n-\n-\n351 50\n2\nJohn Janes,\n320\n\"\n-\n-\n-\n281 60\n3\nSampson S. Trum,\n320\n\"\n-\n-\n-\n374 00\n4\nJohn Janes,\n320\nof\n-\n-\n-\n337 00\n5\nJohn Janes,\n320\n\"\n-\n-\n-\n320 00\n6\nThuel Dorton,\n320\n\"\n-\n.\n-\n319 00\n7\nSam. Darnel,\n320\n\"\n-\n-\n-\n420 00\n8\nHarrison Conley,\n320\n\"\n.\n-\n-\n320 00\n9\nSamuel Darnel,\n410\n\"\n-\n-\n-\n384 00\n10\nThos. Steel,\n272\n\"\n-\n-\n-\n215 00\n11\nSamuel Darnel,\n250\n\"\n-\n-\n-\n290 00\n12\nHarrison Conley,\n64\n\"\n-\n-\n-\n75 00\n13\nPhilip Monear,\n446\n\"\n-\n-\n-\n350 00\n14\nJames Reed,\n302\n\"\n-\n-\n-\n243 00\n15\nS.P. Monear,\n348\n\"\n-\n-\n-\n249 00\n16\nWm. Conley,\n254\n\"\n-\n.\n-\n260 00\n17\nElias Conley,\n254\n\"\n-\n-\n-\n394 00\n18\nWm. Conley,\n135\n\"\n-\n-\n-\n100 00\n19\nElias Conley,\n276\n\"\n-\n-\n-\n276 00\n20\nWashington Conley,\n320\n\"\n-\n-\n-\n330 00\n21\nWm. Conley,\n426\n\"\n-\n-\n-\n499 00\n22\nFred. Dimmerman,\n160\n\"\n-\n-\n-\n161 00\n23\nWm. Conley,\n164\n\"\n-\n-\n-\n127 00\n24\nWm. Conley,\n82\n\"\n-\n-\n-\n79 00\n6773\n$\n6860 10\nBridge over Deckar's creek, by A. Ashbern,\n-\n-\n-\n115 00\nChain carriers in measuring road in sections,\n-\n-\n-\n2 00\n6977 10\nErecting of two toll-gates,\n-\n-\n-\n-\n10 00\nRepairing of house for toll-keeper,\n-\n-\n-\n-\n10 50\nPrinter's bill for advertising sale of road,\n-\n-\n-\n5 00\nPrinting rates of toll,\n-\n-\n-\n-\n-\n2 50\nMy pay for superintending up to August 1st, 1852,\n.\n-\n83 25\n7087 35\nRepairing of two miles first made, before gates were put up,\n.\n20 00\n$\n7107 35\nDigitized by\nGoogle\n50\nDoc. No. 17.\nDistance from Kingwood to Morgantown, 21 miles and 53 rods.\nCost of construction of the road,\n$ 6860 TO\nor $ 326 67 per mile, or 121 cents per rod.\nThe road was construeted according to printed specifications here enelosed. It was well\nmade, and the grade strictly observed, and is now in good order.\nI had a toll-gate put up in twe and a half miles of Morgantown, being the nearest point\nto town at which I could get an eligible situation, and commenced taking toll on the 13th\nof July; and up to this time there has been $100 received at that gate. T had another\ngate put up near Kingwood, and commenced taking toll on the 11th of August; and up\nto this time there has been $104 received. The enclosed printed rules of toll are received\nat each gate. Bond and security was taken from contractors for the faithful perform-\nance of their contracts.\nI have contracts made with different individuals for keeping the road in repair by the\nyear, at an average rate of ten dollars per mile.\nJAMES EVANS, Superintendent.\nJanuary 11th, 1853.\nThe foregoing is a report made to the president and directors by Jas. Evans, superinten-\ndent. All of which is respectfully submitted to the board of public works by me as presi-\ndent of the board of directors.\nDAVED C. MILES, President.\nJanuary 11th, 1853.\nDigitized by Google\nDoc. No. 17.\n51\nTo the President and Directors of the\nKingwood and West Union Turnpike Road Co.\nSIRS,\nThat part of said road under my superintendence for construction east of King-\nwood is now finished from the Kingwood and Brandonville road to the Baltimore and\nOhio railroad, at the Cranberry Summit; the cost of which I hereby report, viz:\nTo William Cosby, section 3, 274 rods, at 70 cts. per rod,\n-\n-\n191 80\nJas. Carrol & Doyle, section 1, 71 rods, at 1 70 per rod,\n-\n.\n120 70\nScott & Crane, section 9, 711 rods,\n-\n-\n-\n1049 28\nSam'l W. Felton, section 1, west of Cheat, 751 rods, at $1 59,\n-\n120 00\nJohn Wight, section 1, west of Cheat, 55 rods ,at $1 35,\n-\n74 00\nChristian Myers, section 1, west of Cheat, 43 rods at $1,\n-\n43 00\nJohn Redenower, section 2, east of Cheat, 174, and $ 7 50 extra for bridge,\n292 52\nSamuel W. Felton, section 1, east of Cheat, 80 rods made by sup., $1 17,\n92 20\nDo.\nsection 1, east of Cheat, 75, by B. Myers, $1 18,\n88 50\nDo.\nsection 1, east of Cheat, 77, by George Dewitt, 95c.,\n73 15\nDo.\nsection 1, east of Cheat, 971, by Dewitt & Tacker, $1 28, 124 50\nA. Tiffers & Trembly, section 3, 346,\n-\n-\n-\n469 20\nWm. Taylor, 80, $1 00,\n-\n-\n-\n-\n80 00\nGeorge Fraley, 854, $1 39,\n-\n-\n-\n-\n118 83\nWm. Conley, section 2, at Dug road, 140, 87c,\n-\n-\n121 80\nWm. Conley, 185 rods, at 37d cents,\n-\n-\n-\n69 37\nA. Garner & A. Sypott, 108 rods, at 34 cents,\n-\n.\n-\n36 72\nDo.\n357 rods, at 57 cents,\n-\n-\n-\n205 05\nDo.\n36} rode at Summit, at $1 25,\n.\n-\n-\n44 90\nGeorge H. Shofer, 111} rods, at $1 75,\n-\n-\n-\n195 00\nBenjamin Myers,\n-\n-\n-\n-\n-\n15 75\nWight & Weltlery, for extra work on Samuel Felton's 1st section,\n-\n10 00\nJacob Bucklew, for widening road at Short tunnel,\n-\n-\n5 00\nHerman's bill for printing bonds and notices, &c.\n-\n-\n5 00\nWilliam Conley, for work in repairing road, in two orders,\n-\n-\n170 00\nJonathan Bucklew, for repairing road,\n.\n-\n-\n10 00\nJonathan Bucklew, for building gate, $5,\n-\n-\n-\n5 00\nSuperintendence of construction to 1st November 1852,\n-\n-\n100 00\n$ 3931 28\nB. FAIRFAX, Sup't.\nJanuary 11, 1853.\n.\nThe foregoing is the report of B. Fairfax, superintendent of the eastern end of road,\nmade to the president and directors of said road. All of which is respectfully submitted to\nthe Board of public works by me as president of the board of directors.\nDAVID C. MILES, Pres't.\nJanuary 11, 1853.\nDigitized by\nGoogle\n52\nDoc. No. 17.\nRates of Toll on the Kingwood and West Union Turnpike, for a Section of Ten Miles.\n10 cents for 20 sheep or hogs, and 80 in proportion for a greater or less number.\n20\n\"\n\" cattle, and so in proportion for a greater or less number.\n6\n\"\na horse, mare, mule or gelding.\n124\n\"\nall one-horse carriages, buggies or carts.\n184\n\"\nall two-horse carriages.\n25\n\"\nall two-horse wagons, and 61 cents for every additional horse.\nTo Road Makers.\nAll that portion of the Kingwood and West Union turnpike lying between Morgantown\nand the line of Preston county, (and some portions between that point and Kingwood,\nwill be let to the lowest responsible bidder, in sections of one mile.\nThe lettings to commence where the location leaves the Beverly road, near Durbannah,\non Wednesday, June 11, 1851, and continue from day to day till all is let. Contractors\nwill be required to give their bonds, with approved security, for the faithful performance\nof their contracts. The road to be made in strict conformity to the general specifications\nand the field notes of the engineer, (a copy of which will be furnished each contractor for\nthat portion to be made by him.)\nSPECIFICATIONS.\n1st. The road, when completed, must be 18 feet wide, exclusive of side ditches, (except\nsuch portions as may be authorized by the superintendent to be of less width,) and such\nportions, if any, to be specified in the contracts.\n2d. The road to have a rounding slope from the centre to the bottom of the side ditches.\n3d. Upon level or marshy soil the side ditches to be not less than two feet wide; the\ncentre of the road to be at least two feet higher than the bottom of the ditches.\n4th. Side cuts to slope at an angle of 45 degrees, to prevent slipping; and where the\nroad is made by side cutting, the lower side to be raised sufficient to allow for settling.\n5th. The gutters or sluices to be sloped in proportion to their width, (say one inch deep\nfor every foot wide,) well stoned with small stone, at least 6 inches thick in the middle,\nand in soft ground 12 inches thick, to be supported by stone at the lower side to prevent\nwashing away.\n6th. When the location is amongst rocks, the road may be sloped with them, those on\ntop being reduced to a small size, such as for macadamizing. All fast rocks to be removed\nsix inches below the surface of the road, and all loose stone of 3 lbs. weight removed off,\nand all timber removed 20 feet from the centre on each side of the road.\n7th. No tree to be cut on the bed of the road where the stump will be covered less than\na foot; all others to be grubbed up.\nAll contracts to be finished to the satisfaction of the superintendent, and by the time re-\nquired by him; which time will be made known at the time of letting.\nTo avoid difficulty, the contractors are required particularly to preserve the station\nstakes. by setting them on the bank opposite where they stood.\nJAMES EVANS,\nSup't K. and W. U. T. R.\nMay 28, 1851.\nDigitized by\nGoogle\nDoc. No. 17.\n53\nLEADING CREEK AND BUFFALO, CREEK TURNPIKE\nCOMPANY.\nReturn of the state of the Leading Creek and Buffalo Creek Turnpike Company\nfor the year ending 30th September 1853.\nCapital stock, $16,000:\nSubscribed by individuals, 178 21-25 shares, at $ 25 each,\n-\n-\n4471 00\nSubscribed by the commonwealth, 268 11-50 shares, at $ 25 each,\n-\n6706 50\nAmount of commonwealth's subscription unpaid,\n-\n4375 50\nAmount of individual\ndo.\ndo.\n-\n2912 51\nExpended in construction of the work from com-\nmencement, (in 1852,) to contractors,\n-\n1915 621\nTo engineer, this includes every expense incident\nto location,\n-\n-\n373 50\nTo clerk,\n-\n-\n-\n-\n20 00\nTo treasurer,\n-\n-\n-\n32 00\nTo agent, to procure right of way,\n-\n-\n5 00\nFor printing hand bills and notices in newspapers,\nblank books and stationery, postage, &c.,\n-\n20 634\n2366 76₺\nCash on hand Sept. 30th, 1853,\n-\n1522 724\n11177 50\n11177 50\nBy order of the board of president and directors.\nWM. EWIN, Clerk.\nLength of road 41½ miles; 9 miles finished ; 321 unfinished ; under contract 171 miles;\nnot under contract 15 miles.\nAverage cost per mile of what is finished and under contract, $ 348 33} per mile.\nList of Officers.\nEnoch Minear, president; Francis D. Talbott, Adam H. Bowman, Asberry Stalnaker,\nThos. H. Beavers, John Phares, directors; Francis D. Talbott, treasurer, compensation 11\nper cent. on capital; William Ewin, clerk, salary $ 20 per annum; William Ewin, super-\nintendent of construction, salary $ 300 for last year, $ 250 for present year; engineer,\nWilliam Ewin, compensation $ 373 50; this includes all expenses of location.\nDigitized by Google\n54\nDoc. No. 17.\nLEESBURG AND SNICKER'S GAP TURNPIKE COMPANY.\nTo the Board of Public Works.\nThe president and directors of the Leesburg and Snickers gap turnpike\ncompany beg leave to report the subjoined as the condition of the affairs of this\ncompany.\nS. B. T. CALDWELL, Clerk.\nDigitized by Google\nDigitized by Google\n56\nDoc. No. 17.\nReturn of the state of the Leesburg and Snicker's Gap Turnpike\nAmount of commonwealth's subscription unpaid,\n.\n-\n-\n-\n3009 65\nAmount of individual\n\"\n\"\n-\n-\n-\n4012 87\nDue to company, other than on account of stock, none.\n-\n-\nExpended in the construction of the work from commencement, (1851,)\nin damages, repairs, salaries, incidental expenses, and amount paid on\nbank debt, up to 1st of October 1852,\n-\n-\n-\n-\n76526 45\nAmount still due on the bank debt,\n-\n-\n-\n-\n1000 00\nExpended in repairs from 1st October 1852, to 1st October 1853,\n-\n573 36\nExpended in salaries: two gate keepers, 1 year, $160; president's salary,\n1 year, $75; treasurer's salary, 1 year, $25; four directors' salaries, 1\nyear, $40,\n-\n-\n-\n-\n-\n-\n300 00\nAmount applied to bank debt from 1st October 1852, to 1st October 1853,\n818 00\nBalance in hand of S. M. Edwards, former treasurer,\n-\n-\n147 47\nProperty now held by the company, none.\nDividends declared from commencement, none.\nCash on hand 1st October 1853,\n.\n-\n-\n172 85\n$\n86560 65\nDigitized by Google\nDec.,No.,17\nCompany from commencement, April 1831, till 1st October 1853.\n1\nMembership\nCapital stock, $ 50000 :\nSubscribed by individuals 300 shares, at $100 each,\n30000 00\nSubscribed by commonwealth 200 shares, at $100 each,\n20000 08\nAmount of tolis received from commencement to date,\n22212 50\nAmount of interest received from individual steckholders, a per former\nreport,\n-\n547 39\nWhole amount borrowed by the company, viz : from office of discount\n1 and deposit in Leesburg,\n13809 en\nDividends remaining unpaid, none.\n$ 86560 65\n8\nDigitized by Google\n58\nDoc. No. 17.\nStatement of Receipts and\nAmount paid out for repairs,\n-\n-\n-\n-\n573 36\nAmount paid out for salaries,\n-\n-\n-\n-\n300 00\nAmount applied to bank debt,\n.\n-\n-\n-\n818 00\nDividends paid, none.\nOther disbursements, none.\nBalance in hands of treasurer,\n-\n-\n-\n-\n172 85\n1864 21\nDigitized by Google\nDoc. No. 17,\nExpenditures within the year.\nBalance of money on hand, per last annual report, -\n-\n-\n146 21\nAmount received from individuals on capital stock, none.\nAmount received from Board of public works on capital stock, none.\nAmount of tolls received,\n-\n-\n-\n1718 00\nInterest on debts due the company, none.\nDebts received, none.\nMaterials sold, none.\nMoney borrowed, none.\n1864 21\nThere has been no dividend declared during the year.\nDone by order of the board of president and directors.\nS.B. T.CALDWELL, Chk.\nDigitized by Google\nDbc: No. 17.\nAmount unpaid on the 30th September 1853 :\nAmount of commonwealth's subscription unpaid,\n3009 65\nAmount of individual\n\"\n\"\n4012 87\nAmount still due,\n7022 52\nThere has been a map of this road sent to the the Board of public works.\n\"\nLength of improvement, 154 miles; finished, 10 miles; unfinished, 51 miles.\nThe road is kept in repair, by paying the contractor for keeping the road in order, by the\nperch for the stone, and by the day for other works.\nAverage cost per mile, $ 3642.\nList bf Officers.\nJonah Hatcher, president, salary 75; James H. Chamblin, treasurer, $ 25; Harriet\nDuvall and Mrs. Richards, gate-keepers, $ 80.\nJohn Janney, Thomas Rogers, James McIlhany, S. B. T. Caldwell, Jonah Sands, direc-\ntors-salaries, each $ 10.\nDigitized by Google\nDoc. No. 17.\nof\nLITTLE RIVER TURNPIKE COMPANY.\nOCTOBER 14th, 1853.\nThe president and directors of the Little river turnpike company respectfully\nreport to the Board of public works, that from the statement below of cash ac-\ntruing from the receipts of eighteen months, they have declared a dividend of $3\non each share, or two per cent. per annum.\nFrom a return of the superintendent, it appears that the road is now in a good\nState of repair; that on the upper 'part there is an adequate quantity of stene\nprepared, and that the expenses on this part for the ensuing year will be light.\nOn the lower part (gravel) a covering of bank gravel will b'e required.\nSince the heavy traffic on this road has so greatly diminished, so have also the\nexpenditures. There has been a large increase of light carriages and travelers on\nhorseback. A general regard to the public will require attention to keep the road\nin a good state. The board has, therefore, instructed the superintendent to ad-\nvertise for delivering the gravel at such times and places as may be required, and\nthat he also attend to the upper part and report to this board the state of the\nbridges.\nAssets:\nRoad 331 miles, cost\n.\n$150,000 00\nSeven acres land, gravel,\n-\n200 00\nCash balance,\n-\n-\n-\n-\n6,537 98\nRespectfully submitted.\nHUGH SMITH, Pres't.\nDigitized by Google\nDoc. No. 17.\nLYNCHBURG AND SALEM\nReturn of the State of the Lynchburg and\nBonds due 1st January 1854, for laborers to repair road,\n-\n-\n775 00\nExpense constructing road from commencement to date,\n-\n-\n122411 90\nDo. repairing road\ndo.\n.\n-\n50222 76\nPersonal property held by company,\n-\n-\n841 00\nReal estate\ndo.\n6.\n.\n150 00\n991 00\nDividends declared from commencement to date,\n,\n.\n79691 50\nSalaries paid\ndo.\n-\n-\n32336 87\nIncidental charges\ndo.\n-\n-\n850 00\nTaxes paid on dividends\ndo.\n-\n-\n383 07\nInterest paid\ndo.\n-\n-\n2056 66\nSuspended debts,\n&\n-\n-\n-\n.\n5869 11\nCash on hand,\n-\na\n-\n848 04\n$ 296435 91\nDigitized by Google\nDbc. No. 17.\nTURNPIKE COMPANY.\nSalem Turnpike Company, October 1, 1853.\nCapital stock, $110963 05, in 1037 shares:\nSubscribed by individuals,\n-\n-\n-\n80963 05\nDo.\ncommonwealth Virginia,\n-\n-\n30000 00\n110963 05\nTolls received from commencement to date,\n-\n-\n-\n184184 97\nInterest\ndo.\n-\n-\n-\n89 64\nDue for laborers to repair road, (1st January 1854,)\n-\n-\n775 00\nUndrawn dividends,\n-\n-\n423 25\n$ 296435 91\nDigitized by Google\n17.\nStatement of Receipts and\nExpended in salaries,\n-\n.\n-\n-\n-\n1343 65\nReal estate purchased for toll-gate,\n-\n-\n.\n-\n150 00\nRepairs on road,\n-\n.\n-\n-\n-\n1635 31\nBonds payable, due 1st January 1853, for laborers, 1\n-\n-\n1645 00\nBonds for a laborer, due 1852, (S. Miller,)\n.\n-\n.\n100 00\nIncidental charges,\n-\n-\n-\n-\n-\n30 00\nDividends paid,\n-\n.\n-\n-\n-\n470 00\nCash on hand,\n.\n.\n.\n.\n848 04\n$ 6222 00\nDigitized by Google\nDoc. No. IN\n65\nExpenditures during the year.\nBalance money on hand, per last report,\n-\n-\n-\n3028 24\nReceived for salary, overpaid last year and returned,\n-\n-\n150 00\nTolls received during the year,\n-\n-\n-\n-\n2944 00\nInterest received\ndo.\n-\n-\n-\n-\n83 76\nPersonal property sold,\n-\n-\n-\n-\n16 00\nReal estate purchased for a toll-gate, none.\nNo dividends declared since June 1851.\n$ 6222 00\n9\nDigitized by Google\n66\nDoc. No. 17\nAt a meeting of the directors of the Lynchburg and Salem turnpike company, on the\n29th day of October 1853, the foregoing return of the state of the company being examined\nby the board, is ordered to be certified to the Board of public works.\nExtract from the minutes.\nA. TOMPKINS, Sec'y.\nList of Officers, Agents, &c.\nBen. A. Donald, president, without pay A. Tompkins, treasurer, book-keeper and so-\ncretary, salary 2 per cent. on amount of tolls received; Joseph C. Porter, superintendent\nand overseer, salary $ 300 per year; Geo. H. Edmonds, toll-gatherer at 1st section, salary\n250 yer year John Marsh, toll-gatherer at 2d section, salary 150 per year. The length\nof the road is 61 miles. Tolls are only received on two sections, 14 miles, commencing at\nLynchburg: the remaining portion of the road has been destroyed by the railroad running\nover and on the same ground for a considerable distance.\nSeven hands are employed by the year to keep the road in repair.\nAt a meeting of the directors of the Lynchburg and Salem turnpike company, on the\n29th day of October 1853, the list of stockholders of this company, with the number of\nshares held by each, each officer, or agent of the company, with their respective salaries or\npay, the length of the road, and the mode of keeping it in repair, being examined by the\nboard, is ordered to be certified to the Board of public works.\nExtract from the minutes.\nA. TOMPKINS, Sec'y.\nDigitized by Google\nDoc. No. 17.\n67\nMIDDLE TURNPIKE COMPANY.\nReturn of the state of the Middle Turnpike Company for the year ending\n30th September 1853.\nCapital stock, $ 60,000\nSubscribed and paid by individuals and the common council of\nAlexandria,\n-\n-\n-\n-\n-\n36100 00\nBy the Board of public works,\n-\n-\n.\n23100 00\n60000 00\nAmount received from lottery fund to date-lottery authorized by\ncongress,\n-\n-\nor\n-\n-\n-\n28100\nAmount received from tolls from the commencement of the work\nto date,\n-\n-\n-\n-\n-\n-\n15392 98\nReceipts:\nBalance on hand, per last report,\n-\n-\n-\n458 10\nTolls received to 30th September last,\n-\n-\n-\n1212 94\n1670 04\nExpenses:\nFor repairs on the road,\n-\n-\n-\n-\n633 26\nSalaries and incidental charges,\n-\n-\n-\n332 25\n965 51\nBalance,\n-\n-\n-\n-\n-\n704 53\n1671 04\nThe debts of the company are about $168, for materials furnished for repairs and\nbalance due salaries of officers.\nThe road is 17 miles long. There are three gate-keepers, who receive a compensation\nof 75 each.\nThe president, who acts as treasurer, receives a salary of $100 per annum the presi-\ndent and directors for the ensuing year are as follows:\nCassius F. Lee, president; Robert Brockett, Francis L. Smith, Benjamin Waters, di-\nrectors on the part of the stockholders; William H. Miller, Daniel Minor, by the Board of\npublic works.\nThere have been no dividends made by this company. A list of stockholders on the 30th\nSeptember is annexed.\nOn behalf of the president and directors.\nCASSIUS F. . LEE, Pres't.\nAlexandria, Oct. 18, 1853.\nDigitized by Google\nI\nDec. No. 17.\nMILLBORO' AND CARR'S CREEK TURNPIKE COMPANY.\nReturn of the state of the Milliore' and Carr's Creek Turnpike Company for the\nyear ending October 1st, 1553\nCapital stock, $ 5,000:\n162.\nOct's 1, By balance, as per last report,\n-\n-\n-\n248 43\nUnealled las dividends, as per last report,\n-\n-\n73 87\nBalance Oct 1, 1352,\n-\n-\n-\n322 30\n1853.\nP Oct's 1, By tolls received for year ending this date,\n-\n451 22\nTo dividends paid to commonwealth,\n-\n-\n100 00\nTo\n\"\nu\nindividuals,\n.\n-\n168 03\nFor keeping road in repair,\n-\n-\n-\n120 00\nTo treasurer's compensation,\n-\n-\n-\n13 53\n.\nTo uncalled for dividends,\n-\n-\n-\n75 13\nTo uncurrent money,\n-\n-\n-\n7 00\nTo balance in treasury,\n-\n-\n-\n289 83\n$ 773 52\n.\n773 58\nBy balance in treasury,\n-\n-\n-\n289 83\nBy uncalled for dividends,\n-\n-\n-\n75 13\n.\nBy uncurrent money,\n-\n-\n-\n7 00\nTotal,\n-\n-\n-\n$ 371 96\nAt a meeting of the president and directors, held on the 14th day of October, a dividend\nof 6 per cent. upon each share was declared-payable December 1st, 1853.\nThe stockholders failed to hold a general meeting this year.\nLength of road 10 miles: : kept in repair by contract, at an average cost of about $150,\nor $15 per mile.\nThe president receives annually about $25 for his services. Nothing has been paid him\nthe past year, though he was allowed $ 25 at the last meeting of the board.\nThe toll-collector receives 15 per cent. on the amount of tolls collected-which sum he\ndeducts from the tolls received, and pays the net amount into the treasury.\nTreasurer's commission 3 per cent-hereafter to be 5 per cent.\nBy order of the board.\nJACOB M. RUFF, Treasurer.\nList of Officers.\nJames F. Harper, president; Matthew White, Wm. C. Gilmore, state directors; Wm.\nWhite, Jacob M. Ruff, Wm. C. Lewis, company directors; Jacob M. Ruff, treasurer.\nDigitized by Google\nDec. No. 17.'\n69\nMILLWOOD AND BERRYVILLE TURNPIKE COMPANY.\nMILLWOOD, Oct. 16, 1853.\nW. R. DRINKARD,\nSec'y Board of Public Works.\nSIR,\nFor information as to the stockholders and officers of this com-\npany, reference is made to a previous report.\nThe road is finished, except that toll-houses and gates are'to be erected.\nThe length is about 61 miles. The cost per mile was $2,100, with some little\nadded for extra work.\nThe salary of the president and treasurer has not yet been fixed. The next\nmeeting of the directors will take that subject into consideration; and those offi-\ncers have a claim for the whole service they have performed.\nVery respectfully,\nYour obedient serv't,\nJAMES H. CLARK.\nDigitized by Google\n70\nDoc. No. 17.\nReturn of the state of the Millwood and Berryville Turnpike Company, Septem-\nber 30, 1853.\nCapital stock, $15000 :\nSubscribed by individuals,\n-\n-\n-\n-\n6000 00\n.\nSubscribed by the commonwealth,\n-\n-\n-\n-\n9000 00\nDue by the company, for money borrowed of banks,\n-\n-\n2000 00\nAmount of commonwealth's subscription unpaid,\n-\n-\n1359 69\nAmount of individual\n\"\n\"\n-\n-\n50 00\nExpended in construction of the work,\n-\n-\n13636 91\nExpenses of engineering,\n-\n-\n-\n197 11\nLand damages,\n-\n-\n-\n-\n478 65\nSundry expenses,\n-\n-\n-\n-\n22 341\nInterest,\n-\n-\n-\n-\n-\n69 35\nCash on hand, as per statement below,\n-\n-\n1185 941\n$ 17000 00\n17000 00\nStatement of Receipts and Expenditures.\n.\nFor capital stock:\nAmount received of individuals,\n.\n-\n-\n-\n-\n5950 00\nAmount received of state,\n-\n-\n-\n-\n7640 31\nFor money borrowed of banks,\n-\n-\n-\n-\n2000 00\n15590 31\nDeduct disbursements:\nFor construction,\n-\n-\n-\n-\n13636 91\nFor engineering,\n-\n-\n-\n-\n197 11\nFor land damages,\n-\n-\n-\n-\n478 65\nFor sundry expenses,\n-\n-\n-\n-\n22 344\nFor interest,\n-\n-\n-\n-\n69 35\n14404 364\nBalance on hand,\n$ 1185 941\nBy order of the president and directors.\nJAMES H. CLARK,\nClerk and Treasurer.\nDigitized by Google\nDoc. No. 17.\n71\nMOORFIELD AND ALLEGHANY TURNPIKE COMPANY.\nOFFICE MOORFIELD & ALLEGHANY T. Co.\nOctober 26, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI send you herewith the annual report of the board of directors\nof the Moorfield and Alleghany turnpike company, and the necessary state-\nments connected therewith.\nYours, very respectfully,\nTHOMAS MASLIN, President.\nDigitized by Google\n12\nDoc. No. 17.\nAt a meeting of the president and directors of the Moorfield and Alleghany turnpike com-\npany, held at their office in the town of Moorfield, on the 25th day of October 1853:\nPresent-Thomas Maslin, president, Abraham A. Inskeep, James S. Miles and David\nVanmeter, directors:\nThe board make the following, with the papers herewith, marked A, B, C, D and E, as\ntheir annual report to the Board of public works, for the year ending on the 30th day of\nSeptember 1853, including the stem.\nAs before reported, they have kept the accounts of the main road and stem separately,\nand report in relation to them separately now. The stem which was constructed by an\nappropriation from the state, has been in successful operation for the last year, and is now\nin good repair.\nThe amount of tolls last year was $193 79, of which 71 79 remains in the hands of\nthe superintendent-an excess of 29 19 on the surplus of last year. About half a mile\nfrom the intersection of the stem with the main branch, the Patterson's creek Valley\nturnpike intersects with the main branch, and a large amount of the travel on the stem\ngoes on it to the Baltimore and Ohio railroad at Patterson's creek depot. The stem is\nabout 12 miles long. The amount paid into court has not been as yet appropriated, the\ncase being still undecided.\nThe board regret to report, that the main branch is in bad order, and that the\ntolls are not sufficient to keep it in good order. Though it is 28 miles in length,\nthe tolls for the past year were but 79 99, all of which have been expended in repairs,\nand there is a small deficiency of 2 35 now due the superintendent. The small\namount of tolls may be accounted for from the bad order of the road, and from the fact\nthat it is tapped by the Patterson's creek and New creek turnpike roads, both leading to\npoints on the Baltimore and Ohio railroad. The board think it proper to suggest the pro-\npriety of applying the excess of tolls on the stem to the improvement of the main branch,\nand they submit to the Board of public works whether they shall do so or not.\nThey deem it proper to state, that in consequence of an error in the report of their\ntreasurer of $ 20, in the amount of stock paid in by individuals, they have drawn from the\nstate $ 30 more than in fact they should have done. They will endeavor at an early\nday to collect that sum, SO as to render their action proper.\nIt will be perceived that they have paid the debts of the company except $ 55 09, which\nhas not been properly demanded, and that there is now a balance of $ 30 65 in the hands\nof the treasurer.\nThe board still hope to collect a portion of the outstanding debt for individual stock, and\nthey desire to submit whether it will be proper to apply any excess of unexpended capital\nstock, when collected, to the improvement of the road.\nThe board are satisfied that the tolls will not be sufficient to keep the-road in proper re-\npair, and they suggest that it may be well for the Board of public works to consider the\npropriety of a transfer of the main branch, by legislative action, to the superintendence and\ncontrol of the county court as a county road, (the private stockholders concurring.) If\nthe Board of public works deem such action desirable, steps can be taken here to secure\nthe concurrence of the private stockholders.\nThe company own no property and have no debts due them except for stock in the road.\nThe officers of the company are same as last year, viz Thomas Maslin, president;\nAbraham A. Inskeep and Solomon Michael, directors on the part of the individual stock-\nholders; and David Vanmeter, Samuel Babb and James S. Miles, directors on the part of\nthe state Charles Lobb, clerk; Samuel A. McMechen, treasurer; James S. Miles, su-\nperintendent.\nThere are no salaries now paid to any of the officers except the superintendent, who re-\nceives $10 on the main branch and $10 on the stem.\nTHOMAS MASLIN, Pean't.\nCHARLES LOBB, Sec'y.\nDigitized by Google\n18\nStatement of the Receipts and Expenditures of the Moorfield and Alleghany Turn-\npike Company for the year ending the 30th September 1853.\nBy amount in hands of the treasurer October 1st, 1852,\n-\n-\n26 48\n\"\nreceived from individuals, on account of stock,\n-\n-\n230 60\n\"\nreceived from the Board of public works, on account of stock,\n375 00\n\"\nreceived for interest and costs,\n-\n-\n39 46\nTo amount paid costs of suits,\n-\n-\n-\n5 36\n\"\npaid discount, &c. on note in Valley Bank,\n-\n43 37\n\"\npaid Wm. H. Childs, subcontractor, on account of\nconstruction,\n-\n-\n-\n22 76\n\"\npaid note in the Bank of the Valley,\n.\n-\n560 00\nTo balance in the treasurer's hands,\n-\n-\n-\n30 65\n$ 662 14\n662 14\nStatement of the Tolls and Repairs on the Moorfield and Alleghany Turnpike for\nthe year ending 30th September 1853-by James S. Miles, the Superintendent.\nTo amount paid for repairs for the year ending 30th Sept. 1653,\n97 13\nTo superintendent's salary,\n-\n-\n10 00\nBy amount in hands of the superintendent on 1st October 1852,\n24 79\nBy amount received for tolls for the year ending 30th Sept. 1853,\n79 99\nBy amount overpaid by the superintendent,\n2 35\n107 13 107 13\n1853.\nOct. 1, To amount overpaid by superintendent,\n$ 2 35\n10\nDigitized by Google\n74\nDec. No. 17.\nReturn of the state of the Moorfield and Alleghany Turnpike Company from\nthe Commencement to the 30th September 1853.\nCapital stock, $ 15,000\nSubscribed by individuals 120 shares, at $ 50 each,\n-\n-\n6000 00\nSubscribed by the commonwealth 180 shares, at $ 50 each,\n.\n9000 00\nReceived for interest and costs,\n-\n-\n-\n-\n50 06\nAmount of commonwealth's subscription unpaid,\n-\n219 24\n\"\nof individual subscription unpaid,\n.\n-\n181 90\n\"\npaid for expenses of location, including the engi-\nneer's services,\n-\n-\n-\n409 50\n\"\npaid for land damages,\n-\n-\n-\n393 55\n\"\npaid for printing and stationery,\n-\n-\n32 00\n\"\npaid for clerks' and sheriffs' fees, and costs of suits,\n40 53\n\"\npaid treasurer,\n-\n.\n.\n60 00\n\"\npaid attorneys' fees,\n-\n-\n-\n51 75\n\"\npaid interest on money borrowed from the Bank of\nthe Valley,\n-\n%\n-\n-\n49 34\n\"\npaid Job Sions and his several subcontractors, on ac-\ncount of construction,\n-\n.\n13581 60\n\"\nin the hands of the treasurer,\n.\n:\n30 65\n15050 06 15050 06\n1853.\nOct'r 1, Amount in the hands of the treasurer,\n$ 30 65\nTHOMAS MASLIN, Pres't.\nDigitized by Google\nDoc. No. 17.\nReturn of the state of the Petersburg Stem to the Moorfield and Alleghany\nTurnpike from the Commencement to the 30th September 1853.\nBy amount rec'd from Board of public works to construct stem,\n4500 00\nTo amount paid for expenses of location, including engineer's\nservices,\n-\n-\n-\n-\n-\n93 00\nTo amount paid land damages,\n-\n-\n-\n29 00\n\"\npaid Job Sions and his subcontractors, on account of\nconstruction,\n-\n-\n-\n3608 65\n\"\npaid attorneys' fees and advice,\n-\n-\n38 75\n\"\npaid on costs of suit with Ridgway & Bro., subcon'rs,\n61 72\n\"\npaid into court on bill of interpleader, as heretofore\nreported,\n-\n-\n-\n-\n697 35\nBalance in hands of president, who acted as treas'r for the stem,\n41 53\n$ 4500 00 4500 00\nTHOMAS MASLIN, Pres't.\nStatement of the Tolls and Repairs on the Petersburg Stem for the year ending\n30th September 1853-by James S. Miles, Superintendent.\nBy balance in hands of the superintendent 1st Oct'r 1852,\n-\n44 60\nBy amount received for tolls for the year ending 30th\nSeptember 1853,\n-\n-\n-\n-\n193 79\nTo amount paid for repairs for the year ending 30th Sep-\ntember 1853,\n-\n-\n-\n-\n-\n131 60\nTo amount paid for one year's rent of toll-house,\n-\n.\n25 00\n\"\npaid one year's salary of superintendent,\n-\n10 00\nBalance in hands of the superintendent,\n-\n-\n-\n71 79\n$ 238 39 238 39\n1853.\nOct'r 1, By balance on hand,\n.\n-\n-\n.\n$\n71 79\nDigitized by Google\nDoc. Mo. IV.\nMOORFIELD AND-NORTH BRANCH TURNPIKE\nCOMPANY.\nTo the Board of Public Works of Virginia.\nThe president and directors of the Moorfield and North Branch turn-\npike company report to the Board of public works of Virginia the condition and\noperations of said company during the year ending 30th September 1853. The\nbalance on hand 30th September 1852, of $ 51 44, was applied to the payment\nin part of the company's bond to Sam'l H. Alexander & Co., then due them for\n$1,000. The amount of tolls received for the year ending 30th Sept. 1853, exclu-\nsive of commission and salaries to gate-keepers, repairs and improvements, is\n586 98, which is applied to the further payment of the company's bond to said\nAlexander & Co.-leaving now due them a balance of $ 451 75, which the com-\npany hope to be able to discharge entirely out of the tolls to be received during\nthe next year.\nAbout a year since the company dispensed with the services of N. Kuykendall,\nwhom they had employed to superintend and direct the repairs, and divided the\nroad between the directors, who are, and have been for the past year, superintend-\ning and directing the repairs in the districts adjacent to their respective residences,\nthereby saving the expense of a general superintendent.\nAbout the time this road was completed, by act of the legislature another road\nwas constructed from Petersburg to the north branch of the Potomac, running\nparallel with this road. This latter road has drawn much of the trade and travel\nfrom the Moorfield and North Branch road, and as a consequence neither road re-\nceives an amount of tolls much beyond what is required to keep them in good\ncondition. Had it not been for the improvement referred to, this road would\nhave paid a dividend to the state and stockholders.\nDan'l R. McNeill, president; Wm. P. Stump, Wm. McCoy, G. T. Barbee, F.\nR. Seymour and Dr. J. W. Moore, directors; Sam'l H. Alexander, treasurer and\nclerk. Neither of whom receives any compensation for their services.\nBy order of the board.\nSAM'L H. ALEXANDER,\nTreas. & Clerk.\nMoorfield, Oct. 21, 1853.\nDigitized by\nGoogle\nDoc. No. 17.\n3V\nReturn of the Moorfield and North Branch Turnpike Company for the year ending\n30th September 1853.\nCapital stock, $ 55,500:\nSubscribed by individuals, 3794 shares, at $ 50,\n-\n-\n-\n18975 00\nSubscribed by commonwealth, 569₫ shares, at $ 50,\n-\n-\n-\n28462 50\n$ 47437 50\nDue by the company for money borrowed of S. H. Alexander & Co., inclu-\nding interest to 1st October 1853,\n.\n-\n.\n1038 73\nReceipts:\nReceipts of tolls for the year ending 30th September 1853,\n1965 49\nDisbursements:\nRepairs and improvements for the year ending 30th September 1853,\n-\n1265 50\nLand damages and clerks' fees,\n-\n-\n-\n-\n107 26\nPrinters' bills,\n-\n-\n-\n-\n-\n5 75\nPaid S. H. Alexander & Co. on their note,\n-\n-\n.\n586 98\n$\n1965 49\nLeaving now due of the company's debt to:6. H. Alexander & Co. the sum of\n$ 451 75\n$\nSAM'L H. ALEXANDER,\nTreas. & Clerk.\nProperty held by company :\nThree toll-houses and lots, value\n.\n1000 00\nPersonal property, such as tools, implements, &c. used in repair-\ning road,\n-\n200 00\nSAM'L H. ALEXANDER,\nTreas. & Clerk.\nA list of stockholders has been furnished, which is unchanged.\nSAM'L H. ALEXANDER,\nTreas. & Clerk.\nDigitized by Google\n78\nDoc. No. 17.\nNEW CREEK AND HARDY TURNPIKE COMPANY.\nBURLINGTON, October 15, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI am directed by the president and directors of the New creek\nand Hardy turnpike company to forward the enclosed documents as their report\nto you for the year ending 30th September 1853.\nRespectfully, yours, &c.\nN. KUYKENDALL, Clerk.\n:\nDigitized by Google\nDoc. No. 17.\n79\nREPORT.\nThe president and directors of the New creek and Hardy turnpike company respect-\nfully submit the following statement and annexed accounts as their report for the last year\nending 30th September 1853.\nThey refer to their last annual report, showing that the road was finished more than a\nyear ago. The length, &c. was also stated. Annexed is a statement showing the finan-\ncial condition of the company, and accompanying is a list of the officers of the road also\na list of private stockholders, showing the amount paid by each, and the balances due from\neach. The present condition of the road is tolerably good, and the travel on the north\nend, near the railroad, is considerable on the other portion of the road the travel has\nbeen very light during the year. There has been less work done on the road than should\nhave been, owing to the difficulty of getting laborers. Wages are high and laborers\nscarce.\nThe cost of repairs per mile has been about $18. The usual method is by employing\nlaborers and horses by the day, who work by the direction of the superintendent. The\ncompany needs another toll-house on their improvement, and after paying for that, the\nresidue of the capital, or such portion of it as may be on hand or can be collected, might\nbe and perhaps ought to be applied in improving and graveling portions, and securing\nother parts of it from high water. It cannot be expected that the revenues of the road\nwill ever net much to the stockholders, but the convenience, advantage and comforts are\nfelt by all classes.\nBy order of the president and directors.\nN. KUYKENDALL, Clerk.\nA\nTo the Board of Public Works.\nDigitized by Google\nDoc. No. 17.\nReturn of the state of the New Creek and Hardy Turnpike Company for the year\nending 30th September 1853.\nCapital stock, $ 10,000:\nSubscribed by individuals\n160 shares, at 25,\n-\n-\n4000 00\n\"\ncommonwealth 240\n\"\n.\n8.\n6000 00\nTolls from commencement of work to date,\n-\n-\n393 16\nAmount of commonwealth's subscription unpaid,\n-\n959 54\n\"\nindividual\n\"\n\"\n-\n-\n480 82\nExpended in construction of the road from commencement to this\ndate,\n.\n-\n-\n.\n-\n6650 50\nLand damages for same time,\n-\n-\n-\n516 00\nExpended in repairs, &c. for same time,\n.\n-\n293 21\nProperty new held by the company, to wit: two toll-houses, tolls\nand fixtures, cost,\n-\n-\n-\n646 50\nDividends declared from commencement, none.\nCash on hand 30th September 1853, as per statement below :\nIn hands of treasurer,\n-\n-\n-\n274 20\n\"\n\"\nsuperintendent,\n-\n-\n77 44\n351 64\nSundry expenses, including cost of location, superintendent's\nsalary, court expenses, viewers' and lawyers' fees, printing,\nimplements, tools, &c.\n-\n-\n-\n494 95\n$ 10,393 16 10,393 16\nDigitized by Google\nDoc. No. 17.\nI\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report,\n-\n-\n210 10\nAdd receipts during the year, viz:\nTolls,\n-\n.\n.\n-\n-\n.\n301 19\nAmount received from stockholders,\n-\n-\n-\n-\n160 10\nAmount received from Board of public works, none.\nTotal,\n-\n671 39\nDeduct disbursements:\nFor improvements and repairs on road,\n-\n-\n-\n156 14\nFor fencing lot, and kitchen to toll-house,\n-\n-\n-\n32 50\nFor superintendent's salary during year,\n-\n-\n-\n87 50\nFor putting up mile posts,\n-\n-\n-\n-\n15 00\nFor lawyer's fee,\n-\n-\n-\n-\n-\n10 00\nFor sundry contingent expenses,\n-\n-\n-\n18 61\nTotal disbursements,\n-\n319 75\nBalance of money on hand, to wit:\nIn hands of treasurer,\n-\n-\n-\n274 20\nIn hands of superintendent,\n-\n-\n-\n77 44\n351 64\n671 39\nBy order of the board of president and directors.\nN. KUYKENDALL, Clerk.\nList of Officers.\nReuben Davis, president; Solomon Michael, John Ward, Robert K. Sheetz, directors\non part of state; Samuel Arnold, John Michael, directors elected by stockholders; Silas\nRees, treasurer; Nath'l Kuykendall, superintendent and clerk, salary $ 87 50 per annum.\n11\nDigitized by Google\nDoc. No. 17,\nNEW MARKET AND SPERRYVILLE TURNPIKE CO.\nANNUAL REPORT.\nTo the Board of Public Works.\nGENTLEMEN,\nWe respectfully submit for your consideration the third annual report\nof the operations of this company for the year ending the 30th of September 1853, with\nthe report of the committee to examine the books, &c. of the company.\nReturn of the state of the New Market and Sperryville Turnpike Company for\nthe year ending the 30th September 1853.\nCapital stock, $115000:\nSubscribed by individuals,\n-\n-\n-\n-\n45275 00\n.\nSubscribed by commonwealth,\n-\n-\n-\n-\n67912 50\nTolls and interest from commencement to date,\n-\n-\n3280 69\nProperty held by the company,\n-\n-\n-\n-\n465 00\n116933 19\nExpended in construction of work, land damages and officers'\nsalaries from commencement to date,\n-\n-\n119020 18\nInterest on debt of company,\n-\n-\n-\n76 16\nCash on hand, as per statement below,\n.\n-\n202 361\nDebts due the company,\n-\n-\n-\n489 38\nBalance now due by company,\n-\n-\n-\n2854 891\n$ 119788 081\n119788 084\nDigitized by Google\nDoc. No. 17.\nStatement of Receipts and Expenditures during the year.\nBalance of money on hand, per last annual report,\n-\n.\n53 98\nAdd receipts during the year, viz: :\nFor capital stock, from Board of public works,\n.\n.\n600 00\nFor\n\"\nfrom individuals,\n-\n-\n.\n400 00\nTolls and interest,\n.\n-\n-\n-\n-\n1821 91\nTotal receipts,\n$ 2875 89\nTotal disbursements during the year:\nFor improvements and repairs,\n-\n-\n-\n-\n752 39\nFor officers' salaries,\n-\n.\n-\n-\n421 00\nFor toll receivers' compensation,\n-\n.\n-\n-\n338 00\nDebts and interest paid,\n-\n-\n-\n-\n1125 1B\nIncidental expenses,\n-\n-\n-\n-\n-\n36 97\nTotal disbursements,\n2673 52\nBalance of money on hand,\n-\n-\n202 36\n$ 2875 89\nNo dividend has as yet been declared.\nBy order of board.\nWM. O. YAGER, Clerk.\nTo the Stockh Aders of the\nNew Market and Sperryville T. Co.\nThe committee appointed by a continuous order of the board, at & meeting on\nthe 15th September 1853, have examined the books, accounts, state of the funds, the vouch\ners for all money received and disbursed, and all transactions ef the company from the 14th\nOct. 1852 to this date.\nYour committee, by the aid of your treasurer and secretary, have performed the duty\nassigned them, and found the books to have been neatly and accurately kept, and each\nitem of disbursement supported by a satisfactory voucher.\nThe official bonds are in proper form and the security satisfactory.\nAll of which is most respectfully submitted.\nEDWARD ALMOND,\nWM. F. JONES,\nJNO. LIONBERGER.\nDigitized by Google\n84\nDoc. No. 17.\nNORTH RIVER NAVIGATION COMPANY.\nReturn of the North River Navigation Company for the year ending Sept. 30, 1853.\nAuthorized capital, $ 235000\nSubscribed by individuals 313 shares at $ 50,\n-\n-\n-\n15650 00\nSubscribed by Rockbridge county 899 shares, at $ 50,\n-\n-\n44950 00\nSubscribed by town of Lexington 200 shares, at $ 50,\n-\n-\n10000 00\nSubscribed by commonwealth,\n-\n-\n-\n-\n105900 00\nSubscriptions unpaid :\nRockbridge county,\n-\n-\n-\n-\n170 50\nIndividuals\n-\n-\n-\n-\n3497 50\nCommonwealth,\n-\n-\n-\n-\n5502 00\nExpended in construction of work,\n-\n-\n-\n137919 11\ninstruments,\n-\n-\n-\n-\n190 00\nofficers' salaries,\n-\n-\n-\n3850 25\nengineering,\n-\n-\n-\n6947 33\nprinting,\n-\n-\n-\n-\n285 81\noffice rents,\n-\n-\n-\n135 00\nland damages,\n-\n-\n.\n14301 29\ncontingencies and sundries,\n-\n-\n3701 21\n$ 176500 od: 176500 00\nOf the $ 235000 capital authorized, there remained on the 30th September $ 23400 to be\nsubscribed by individuals, and $ 35100 by the commonwealth. Of the private stock there\nhas however been, since the 30th September, about $ 14000 subscribed, part now available,\nand part conditioned that the whole amount is raised. I have no doubt but that the\nwhole amount can be raised.\nJACOB M. RUFF, Sec'y.\nDigitized by Google\nDoc.. No. 17.\n85\nReceipts and Disbursements within the year.\nReceipts:\nBy balance in treasury, as per report 1852,\n-\n-\n-\n5141 87\nReceived from individual stockholders,\n-\n-\n-\n3314 06\nRockbridge county,\n-\n.\n-\n.\n21491 94\ncommonwealth,\n-\n-\n-\n-\n37209 00\nLexington savings institution, loan,\n-\n-\n5000 00\nother sources, interest, &c.\n-\n.\n-\n290 39\nDisbursements:\nTo contractors,\n-\n-\n-\n-\n51582 75\nFor work done by company's hands,\n-\n-\n-\n6859 23\nland damages and rents,\n-\n.\n-\n1861 64\nengineering,\n-\n-\n-\n-\n2346 12\nsalary of president,\n-\n.\n-\n-\n750 00\nsecretary,\n-\n-\n.\n-\n250 00\noffice rent,\n-\n-\n-\n-\n45 00\nTo Lexington savings institution, loan and discount,\n-\n6191 91\ncontingencies,\n-\n-\n-\n-\n2560 61\nDue to contractors and others,\n-\n.\n-\n3584 74\nBalance,\n-\n-\n.\n-\n3584 74\n$ 76032 00\n76032 00\nTo balance due to contractors, &c.\n.\n-\n-\n$ 3584 84\nBy order of the president and directors.\nE. E.\nJACOB M. RUFF, Sec'y.\nOctober 27, 1853,\nDigitized by Google\n86\nDoc. No. 17.\nPATTERSON'S CREEK VALLEY TURNPIKE COMPANY.\nBURLINGTON, Oct. 15, 1853.\nTo the Board of Public Works of Virginia.\nGENTLEMEN,\nBy order of the president and directors of the Patterson's creek\nvalley turnpike company, I enclose the within documents as their report for the\nlast year ending 30th September 1853. We have not been advised of any change\nmade by the present Board of public works as to reports; consequently, we have\nendeavored to conform to the original instructions received from the old board.\nIf any more or less had been required, the necessary instruction or form would\nprobably have been given.\nYours &c. respectfully,\nN. KUYKENDALL, Clk.\nDigitized by Google\nDoc., No. 17\n87\nBURLINGTON, HAMPSHIRE Co. Va.\nOctober 1st, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president and directors of the Patterson's creek valley turnpike company submit\nthe following statements and annexed accounts as their report for the last year, (to the\nstockholders and Board of public works,) showing the state of their finances, &c. The\npresent condition of the road is generally good, though the repairs have been greater than\nwere anticipated, and considerably exceeding the tolls; consequently, the company had\nto resort either to borrowing money or drawing from the treasurer a portion of the funds\nin his hands: they chose the first of these expedients, preferring to reserve the latter for\nbuilding toll-houses, or to be used in part toward constructing a bridge across Patterson's\ncreek. The cost of repairs has been greatly increased by the rains of the past season,\nwhile at the same time the tolls have considerably diminished. The present prospect,\nas it respects revenue or dividends, is not favorable, but as an improvement to the country\nthrough which it passes, increasing the value of property and giving facilities and comfort\nto all classes, both stockholders and other persons, the advantages and benefits are very\ngreat.\nThere has been regular notice (given according to law) to the stockholders for the\nannual meetings, but they have neglected, or a sufficient number has failed to attend\nconsequently, there has been no election since the first, and the original officers remain\nwithout any change. It either shows that the stockholders are negligent of their interest,\nor that they are satisfied to let well enough alone.\nA list of private stockholders (all paid) accompanies this report. The company have\nnot been able to purchase suitable locations for toll-houses; consequently, have built none,\nbut continue to rent at 12 per annum for each, and allow the gate-keepers 10 per cent.\ncommission on the receipts as compensation. The annexed statement of accounts A and\nB show the fiscal condition from the commencement of the improvement, as also the\nreceipts and disbursements of the past year. It is rather to be hoped and expected that\nthe tolls will be increased and the expenses diminished in future. The banks will not\nwash and fall in so much, and the road is becoming very hard and permanent.\nBy order of the president and directors.\nN. KUYKENDALL, Clerk.\nDigitized by\nGoogle\n88\nDoc. No. 17.\nReturn of the state of the Patterson's Creek Valley Turnpike Company for the\nyear ending 30th September 1853.\nCapital stock, $16,500:\nSubscribed by individuals 264 shares, at $ 25,\n-\n-\n-\n6600 00\n\"\nby the commonwealth 396 shares, at $ 25,\n-\n-\n9900 00\nTolls, &c. from commencement of work to date,\n-\n-\n-\n875 38\nDue by the company, for money borrowed, to the bank at Romney,\n-\n326 00\nInterest received from the treasurer,\n-\n-\n-\n-\n36 38\nDue to the company, in hands of treasurer,\n-\n-\n752 77\nExpended in construction of the work from commencement to this\ndate,\n-\n-\n-\n-\n-\n14117 56\nLand damages for same time,\n-\n-\n-\n422 50\nExpended in repairs for same time, including implements, &c. &c.\n1205 17\nAttorneys', printers' and clerks' bills paid,\n-\n-\n113 91\nSuperindendent's salary from commencement,\n-\n-\n375 00\nCost of location,\n-\n-\n-\n-\n129 50\nTresurer's commission for his services,\n-\n-\n330 00\nBuilding a small bridge,\n-\n-\n-\n20 85\nOne horse bought,\n-\n-\n-\n32 50\nTwo carts and gear, &c.\n-\n.\n-\n50 00\n103 35\nSundry contingent expenses, including mile-posts, toll-gates, com-\nmissioners to assess damages, reviewers, &c. &c.\n-\n124 11\nBalance in hands of superintendent October 1st, 1853,\n-\n63 89\n17737 76 17737 76\nDigitized by Google\nDac. No. 12;\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report, in hands of treasurer,\n-\n752 77\nTolls received during the year,\n-\n-\n-\n-\n560 75\nInterest received from treasurer on funds in his hands,\n-\n-\n36 28,\nMoney borrowed from bank in Romney,\n-\n-\n-\n326 00\nDeduct disbursements during the year, viz :\nFor improvements and repairs during the year,\n-\n.\n755 76\n:-\nSuperintendent's salary during the year,\n-\n-\n100 00\nInterest paid on note in bank,\n-\n-\n.\n3 48\nMoney in hands of treasurer, being unexpended portion of the\ncapital stock,\n-\n-\n-\n-\n752 77\nBalance in hands of superintendent,\n:\n-\n-\n63 89\n1675 90\n1675 90\nDividend for the year, none.\nBy order of the board of president and directors.\nN. KUYKENDALL, Clerk.\nList of Officers.\nThomas Carskadon, president; James Allen, John T. Pierce, Charles Williams, James\nWilliams, Joseph McNemar, directors; Samuel D. Brady, treasurer; N. Kuykendall,\nsuperintendent and clerk, salary $100 per annum ; Asa Hiett, state proxy.\n12\nDigitized by Google\n90\nDoc. No. 17.\nPITTSYLVANIA AND LYNCHBURG TURNPIKE COMPANY.\nLYNCHBURG, Oct. 28, 1853.\nMr. W. R. DRINKARD,\nSecretary of Board of Public Works.\nSIR,\nI hand you as above, the annual report of the secretary and trea-\nsurer of the Pittsylvania and Lynchburg turnpike company, ending 30th last\nmonth. Our board, after its adoption, proceeded to declare a dividend of three\nand a half dollars per share among the stockholders.\nVery respectfully,\nYour ob't serv't,\nHENRY DAVIS, President.\nDigitized by Google\nDoc. No. 17.\n91\nReturn of the state of the Pittsylvania and Lynchburg Turnpike Company for the\nyear ending 30th September 1853.\nCapital stock, $17,500:\nSubscribed by individuals 210 shares, at $ 50,\n-\n-\n-\n10500 00\n\"\ncommonwealth 140 shares, at $ 50,\n-\n-\n7000 00\nTolls from commencement of work to date,\n-\n-\n-\n30729 77\nDue by the company to toll-keepers and contractors,\n.\n-\n353 36\nDividends unpaid,\n-\n-\n-\n-\n-\n358 20\nDue the company on account,\n-\n-\n-\n43 82\nExpended in construction of work from its commencement to\nthis date, viz :\nPurchase of old bridge site and rebuilding the same,\n-\n9568 91\nBuilding bridge over Child's creek,\n-\n.\n-\n600 00\nBuilding road,\n-\n-\n-\n-\n10451 75\nPurchase of lots and building toll-houses,\n-\n-\n469 11\nDamage on lands,\n-\n-\n.\n-\n593 89\n.\nIncidental expenses,\n-\n-\n-\n-\n1233 37\nExpended in repairs for the same period :\nRepairs to road and bridge,\n-\n-\n.\n12870 44\nToll-keepers' salaries,\n-\n-\n-\n6791 61\nOfficers' salaries,\n-\n-\n-\n.\n2768 21\nDividends declared,\n-\n-\n.\n-\n2100 00\nCash on hand 30th September 1853,\n-\n.\n-\n1450 22\n$ 48941 33\n48941 33\nDigitized by Google\nDoc. No. 17.\nReceipts and Expenditures for the Year.\nBalance of money on hand, per last report,\n-\n-\n-\n1251 73\nAmount of tolls received,\n-\n-\n-\n-\n2640 96\n3892 69\nFor repairs, -\n-\n-\n-\n-\n534 50\n.\nPaid officers' salaries,\n-\n.\n-\n-\n349 44\nPaid toll-keeper's salary, -\n-\n-\n-\n578 22\nDebts paid,\n-\n-\n-\n-\n-\n40 40\nDividends paid,\n-\n-\n.\n-\n939 91\n2442 47\nBalance of cash on hand,\n-\n-\n1450 22\nLength of road 254 miles; 3 toll-gates, including toll-bridge over Staunton river, toll-\nkeepers and compensation; Jno. Rouch at bridge, salary $150; John Haynes at 2nd toll-\ngate, salary $125 ; Howell Robinson at 1st toll-gate, salary 125. The road is let to the\nlowest bidder for repairs. W.B. Morris gets one-half the road at $ 200 per annum, and\nJesse M. Goodman the other half at $ 200 per annum. Henry Davis, Esq., president;\nSaml. Nowlin, Jas. C. Hunt, Jesse Hare, Saml. McCorkle and Henry Dunnington, direo-\ntors; F.S. Miller, secretary and treasurer-his compensation is 4 per cent. on the amount\nreceived; Saml. Nowlin, superintendent-bis compensation is 150 per annum.\nF.S. MILLER, Secretary.\nDigitized by Google\nDoc. No. 17.\n98\nPOTOMAC TURNPIKE COMPANY.\nReturn of the state of the Potomac Turnpike Company for the year ending Sep-\ntember 30, 1853.\nCapital stock, $ 45,000 :\nSubscribed by individuals 77 shares, at $ 20 each,\n-\n-\n-\n$ 1540 00\nSubscribed by the commonwealth 115} shares, at $ 20 each,\n-\n-\n$ 2310 00\nCommonwealth's subscription unpaid,\n-\n-\n-\n$\n1091 70\nIndividual subscription, none.\nExpended in construction of the work from the commencement, April\n1852, to this date:\nCash paid superintendent for location of road,\n-\n-\n-\n21 00\ncontractors,\n-\n-\n.\n-\n-\n311 20\n\"\n-\n-\n.\n-\n-\n400 00\nsuperintendent,\n-\n-\n-\n-\n-\n25 00\nfor land damages (Oct. 29, 1852,)\n.\n.\n-\n100 00\n\"\n\"\n-\n-\n-\n-\n-\n113 00\n\" advertising,\n:\n-\n-\n-\n-\n4 12\ncontractor,\n-\n-\n-\n-\n.\n311 20\n\"\n-\n-\n-\n-\n-\n311 20\nfor book,\n-\n-\n.\n-\n-\n50\ncontractor,\n-\n.\n.\n-\n-\n311 20\n\"\n-\n.\n.\n-\n-\n311 20\n\"\n-\n-\n-\n-\n311 20\nPostage and paper,\n-\n-\n-\n12\n$ 2530 95\nBy order of the board.\nWILLIAM FRENCH, Clerk.\nDigitized by Google\n94\nDoc. No. 17.\nReceipts and Expenditures within the year.\nBalance of money on hand, per last annual report:\nAmount received from stockholders,\n-\n-\n-\n-\n1265 00\nAmount received from Board of public works,\n-\n-\n-\n1011 30\n1853.\nOct. 18, Cash paid contractors,\n-\n-\n-\n-\n400 00\nwintendent,\n-\n-\n-\n-\n25 00\nfor land damages,\n-\n-\n-\n-\n100 00\n\"\n\"\n-\n.\n-\n-\n113 00\n\" advertising,\n-\n-\n-\n-\n4 12\nFeb. 15, Cash paid contractor,\n-\n-\n-\n-\n311 20\nApril 13, Cash paid contractor,\n-\n-\n-\n-\n311 20\nfor book,\n-\n-\n-\n-\n50\nApril 27, Cash paid contractor,\n-\n-\n-\n-\n311 20\nJune 3, Cash paid contractor,\n-\n-\n-\n311 20\nAug. 26, Cash paid contractor,\n-\n-\n-\n-\n311 20\nfor postage and paper,\n-\n-\n-\n13\naxeman, flagman and chain carrier, for services locating road,\n20 00\n2218 75\nWILLIAM FRENCH, Clerk.\nOctober 29, 1853.\nThe length of the Potomac turnpike road, according to location, is nine miles and one\nhundred and ninety-four rods, and there have been completed niue miles, and the balance of\nthe road will be completed some time this coming winter it was to have been completed\nby the 1st of March last, but in consequence of the scarcity of labor and neglect and care-\nlessness of the contractors, it has not been completed, and the directors have not been die-\nposed to make them forfeit their contract.\nThe officers of the company are, B. D. Stump, president ; Abraham Moore and\nAmos Allbright, directors elected by the stockholders; N. B. Guthrie, Abraham Dei-\ntrick and David Beery, appointed on behalf of the Board of public works. Wm. P.\nStump has been appointed superintendent for the present year, and superintends without\nany compensation.\nWILLIAM FRENCH, Clerk.\nOctober 29, 1853.\nDigitized by Google\nDoc. No. 17.\n95\nRED AND BLUE SULPHUR SPRINGS TURNPIKE CO.\nStatement of Receipts and Expenditures of the Red and Blue Sulphur Springs\nTurnpike Company for the year ending 30th September 1853.\nAmount paid out for repairs:\nAt Muddy creek gate,\n-\n-\n-\n-\n94 54\nNeel's gate,\n-\n-\n-\n.\n-\n167 82\nPaid for collecting tolls:\nAt Muddy creck gate, 14 per cent.\n-\n-\n-\n14 03\nNeel's gate, 20 per cent.\n-\n-\n-\n-\n25 97\n$ 302 36\nAmount of tolls collected :\nAt Muddy creek gate,\n-\n-\n-\n-\n100 25\nNeel's gate,\n-\n-\n-\n-\n129 88\n$\n230 13\nMiddle section let to be kept in repair for one year for the tolls collected at middle gate.\nWe, the president and secretary of the Red and Blue Sulphur springs turnpike com-\npany, certify to the secretary of the board of public works that the foregoing report of the\npresident and directors of said company, made at their annual meeting held at the cross-\nroads, Monroe county, Virginia, October 1st, 1853, is a true statement of the receipts and\nexpenditures of said company for the year ending 30th September 1853.\nA. DUNLAP, Pres't.\nWM. HAYNES, Sec'ry.\nDigitized by Google\n96\nDoc. No. 17.\nROCKINGHAM TURNPIKE COMPANY.\nHARRISONBURG, Nov. 1, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nEnclosed I send you a statement of the receipts and disburse-\nments of the Rockiugham company, and a return of the state of the company for\nthe year ending September 30, 1853. I also send you a copy of the report of the\npresident and directors to the general meeting of the stockholders, held at Elk\nrun church in this county in May last. The company have not as yet changed\nthe time of holding their annual meetings, as was requested by the Board of\npublic works. The road is now completed. For some months past tolls have\nbeeu received on 20 miles, and at the November term of the county courts of\nGreene and Rockingham, the reports of the commissioners will be submitted\nreceiving the remaining 15 miles. Owing to the dissensions which prevailed\namong the stockholders, a great deal of money was spent at law and engineering,\nwhich could with greater profit to the stockholders have been expended on the\nwestern end of the road. The stockholders, in general meeting, accepted the\namended charter increasing the capital stock $ 50,000, for the purpose of extend-\ning the road eastwardly, but no subscriptions have been made as yet. The people\nof Greene, who are more interested in this than any other section, have as yet\ntaken no steps in the premises. They seem to prefer an extension of the\nFredericksburg plankroad to Stanardsville, as this will secure every advantage\nthey desire. When the plankroad. crosses the Madison road, they will have a\nchoice of the Richmond and Fredericksburg markets. This road will add greatly\nto the country lying adjacent to it ; and the receipts from tolls, from present indi-\ncations, will be considerable. I have no data on which to base an estimate of\ntheir amount, as the mountain sections have been in use only a few weeks.\nTwenty-five miles of the road are macadamized, but the two western sections only\npartially so. The mountain sections of our road will compare favorably with\nany road of similar character in this state or elsewhere. There were objections\nto the report of the commissioners receiving the road, which delayed us con-\nsiderably in receiving tolls. I am happy to state that all suits for and against the\ncompany are now at an end, with the exception of the suits brought by the con-\ntractors on the route that was abandoned. This we hope to dispose of at the\nnext term of the circuit court. I presume, that before this the map of the road\nprepared by Colonel Dean, our engineer, has reached you.\nRespectfully, your obedient servant,\nE. A. SHANDS, Pres't.\nDigitized by\nGoogle\nDoc. No. 17.\nTo Stockholders of Rockingham Turnpike Company.\nThe president and directors of Rockingham turnpike company beg leave to\nreport to the stockholders, that since the last annual meeting of the company, the work has\nbeen pushed forward as fast as the funds of the company would allow. In a few days, the\ncommissioners appointed by the county court of Rockingham will be upon the line, for the\npurpose of viewing the road, and if they report that it is constructed according to the terms\nof the charter, the company will be entitled to receive tolls on 20 miles. The county court\nof Greene has also appointed commissioners for a similar purpose, and as soon as their\nreport is made, a five mile gate will be erected in Greene county. All the efforts of\nthe board will be exerted to have the mountain sections ready for the travel at the time\nprescribed by the contracts for their completion-that is, on the 1st July next. An act was\npassed at the last session of the legislature, increasing the capital stock of the company\n50,000, three-fifths of which amount will be subscribed by the state as soon as two-fifths\nare subscribed by individuals. This act was passed for the purpose of extending the road\nto some point on the Madison road, which leads to Gordonsville. There is very little\ndoubt but that the citizens of Greene and Orange counties will eventually take the stock,\nand extend this road either to Liberty mills or Gordonsville.\nAn act was also passed, authorizing the company to charge the tolls prescribed by law\nfor graded roads, on that portion of our road which is not metaled. There are not funds\nenough to metal the two sections on the western end of the road, but we have succeeded\nin metaling half the width of the road in some points where it was most needed. On\nthese sections the toll will be the same as on graded roads.\nThe report of the treasurer will exhibit the financial condition. His books and vouchers\nhave been submitted to a committee appointed at the last annual meeting of the stock-\nholders, who will report thereon. The report of the engineer will show the condition of\nthe work on the line.\nThe suit against the company for damages for the change of location and abandonment\nof the contract with Miller, Hughes & Co. is still pending, and proceedings have been\ninstituted against those stockholders who have refused to pay up their requisitions. We\nexpect they will all be decided at the ensuing term of the circuit court.\nE. A. SHANDS, Pres't.\nA. D. ALMOND,\nHENRY FORRER,\nTHOS. HARRISON,\nState Directors.\nJACOB AMMON,\nJACOB BEAR,\nCompany Directors.\n13\nDigitized\nby\nGoogle\n98\nDoc. No. 17.\nReturn of the state of the Rockingham Turnpike Company for the year ending\nSeptember 30, 1853.\nCapital stock:\nSubscribed by individuals\n1552 shares, at $ 25 each,\n-\n-\n38800 00\ncommonwealth 2328 \"\n\"\n-\n-\n58200 00\nTolls from commencement of work to date,\n-\n-\n-\n139 77\nExpended for construction of road, -\n-\n-\n85600 32\nland damages,\n-\n-\n-\n2437 83\nengineering,\n-\n-\n-\n2068 82\ndirectory,\n-\n-\n-\n260 00\nincidental,\n-\n-\n-\n213 481\nstationery and printing,\n-\n-\n64 65\nlaw expenses,\n-\n.\n-\n361 271\nofficers' salaries,\n-\n-\n-\n1459 00\nbridge No. 1,\n-\n-\n3244 62\n\" \" 2,\n-\n-\n-\n280 00\nkeeping gates,\n-\n-\n-\n10 00\nPurchase of Swift run gap charter, -\n-\n-\n1000 00\nMoney in treasury this day,\n-\n.\n-\n139 62\n$ 97139 62\n97139 77\nG. W. MILLER, Sec'y & Treas.\nDigitized by Google\nDoc. No. 17.\n99\nReceipts and Disbursements within the year.\nBalance of money on hand, per last report,\n.\n-\n-\n4025 881\nFor capital stock, amount received from individuals,\n-\n17218 00\ncommonwealth,\n-\n-\n25827 00\nTolls,\n-\n-\n-\n-\n-\n-\n139 77\nDisbursements during the year viz:\nAmount paid for construction of road,\n.\n-\n41284 12\nbridge No. 1,\n-\n-\n-\n1985 30\n\" \" 2,\n-\n-\n-\n280 00\ns\nland damages,\n-\n-\n-\n759 33\nengineer and engineering,\n-\n-\n704 32\ndirectory,\n-\n.\n-\n138 00\nincidental,\n-\n-\n-\n95 981\nstationery and printing,\n-\n-\n26 65\nlaw,\n-\n-\n-\n204 00\nofficers' salaries,\n-\n-\n-\n583 33\nkeeping gates,\n-\n-\n-\n10 00\npurchase of Swift run gap charter,\n-\n1000 00\nCash in treasury this day,\n-\n-\n-\n139 62\n$ 47210 651\n47210 651\nSalaries of Officers.\nPresident, $ 500 per annum; secretary and treasurer, $ 350; directors, $1 50 per diem.\nGEO. W. MILLER, Sec. & Treas.\nDigiti:\n100\nDoc. No. 17.\nROCKYMOUNT TURNPIKE COMPANY.\nLYNCHBURG, Oct. 31, 1853.\nWILLIAM R. DRINKARD, Esq.\nDEAR SIR,\nEnclosed I send you a report of the president and board of direc-\ntors of the Rockymount turnpike company for the year ending the 1st October\n1853, which I hope will be found correct and approved by the Board of public\nworks.\nYours, very respectfully,\nSTEPHEN C. HURT, Treasurer.\nDigitized by Google\nDoc. No. 17.\n101\nLYNCHBURG, October 28, 1853.\nTo the Board of Directors of the\nRockymount Turnpike Company.\nGENTLEMEN,\nThe statement of the treasurer, herewith submitted, will show the financial\ncondition of this company on the 30th September last. The amount of individual sub-\nscriptions made prior to the passage of the act of the 29th March 1851, which still remains\nunpaid, is 996 00. The amount due from the commonwealth for subscriptions, also\nmade prior to the passage of the aforesaid act, is $1318 59-making a total of $ 2314 59.\nThis company is still indebted on contracts made for the completion of this road, to the\nvillage of Rockymount, in the sum of 6967 02, 3500 of which is due to the Citizens\nsavings bank in this city : 3467 02 is due to Mesers. Nowlin & Mosely, the contractors-\nboth of which debts have'long been due and onght to be paid a considerable portion of\nthe amount due from individual subscribers I fear will not be realized, some being insolvent,\nothers having removed out of the state, leaving still a portion, which shall be collected as\nsoon as practicable. Under the act of the 29th March 1851, authorizing this board to ob-\ntain further subscriptions for the purpose of extending this turnpike west of Rockymount\nand forming a connection with the section of 5 miles of this road passing over the Alleghany\nmountain, made in the early commencement of this road, being a distance of about 14\nmiles, have obtained a subscription and put the same under contract, as reported to you\nby my predecessor at the last annual meeting of this board. As those subscriptions were\nmade both by the individuals and the commonwealth for the specific purpose of making\nthe aforesaid extension of this road, the treasurer has made a separate statement show-\ning the present condition of the fund applicable to this object, which is also herewith pre-\nsented, showing the balance now in the hands of the treasurer to be $ 936 24 also the\nbalance due from individual subscribers to be 215 00 and from the commonwealth to be\n1222 50; all of which will now soon be called for. As the road has been completed in a\nhighly satisfactory manner, county commissioners having recently examined and received\nit, arrangements are now being made to erect a gate on it, and it will be prepared for\ntaking toll in the month of November next.\nThe mountain section of this road still remains in the same condition reported to you by\nmy predecessor at your last annual meeting. A further appropriation has been made by\nthe legislature for the object of purchasing and widening the same, which ought to be done\nas soon as practicable, it forming the only obstruction to travelers over a fine, well graded\nturnpike extending out to Hillsville in the county of Carroll, a distance of about 120 miles,\nand would enhance the revenues both of this road and that portion made entirely on state\naccount, connecting with this at the western base of the Alleghany mountain.\nThe past winter being an unusually wet one, causing deep mud in some portions of this\nroad during all the winter and a portion of the spring months, rendering it necessary to\nthrow open the gates a part of the time, affected the amount of tolls taken in this year\nwe however received 1549 24. I have, with the small force now on the road, paved\nsome 8 or 900 yards with broken stone over the worst points, and the general condition of\nit has been well kept up, and hope that it is becoming more firm and less liable to get out\nof order. There is a general good feeling manifested towards it; and but for the Virginia\nand Tennessee railroad taking off the travel from portions of it, it would now yield a good\nrevenue.\nAll of which is respectfully reported.\nHOLLAND, Pres't.\nDigitized by Google\n102.\nDoc. No. 17.\nReturn of the state of the Rockymount Turnpike Company for the year ending\n30th September 1853.\nCapital stock, $31950 00:\nSubscribed by individuals\n519 shares, at $ 25 00 each,\n-\n-\n12975 00\n\"\ncommonwealth 759 \"\n\"\n-\n18995 00\nDebts due by the company, viz :\nTo Nowlin & Mosely, contractors, as per settlement,\n-\n-\n3437 02\nCitizens savings bank in Lynchburg, for loan to pay contractors in part,\n3500 00\nToll account, for the whole amount of tolls collected up to this date,\n-\n5295 29\nLudwell H. Brown, for balance standing to his credit,\n-\n-\n105 96\nAmount of commonwealth's subscription unpaid, -\n-\n1318 59\n\"\nof individual\n\"\n\"\n-\n-\n996 00\nExpended in construction of road from commencement to this\ndate,\n-\n-\n-\n-\n-\n29041 54\nFrom repairs of road from commencement to this date,\n-\n2849 03\nSalaries account, for salaries of all kinds, including treasurer, toll-\ngatherers, superintendent, &c., from the commencement to this\ndate, except the treasurer's balance due him,\n-\n-\n2320 29\nInterest account, for interest on various claims from commence-\nment to this date,\n-\n-\n-\n-\n1248 45\nFire insurance on bridges, from the commencement to this date,\n101 75\nExpense of law suits from\n\"\n\"\n\"\n204 98\nIncidental expenses, such as printing, blanks, blank books, ad-\nvertisements, &c. &c. from commencement to this date,\n-\n234 41\nEngineering expenses, from commencement of superintendence\nof construction, &c.\n-\n-\n-\n-\n4211 25\nLand damages, for damage paid on land from commencement to\nthis date,\n-\n-\n-\n-\n-\n1310 45\n2 mules, 1 horse, cart and other tools, valued at\n-\n-\n250 00\nBalance of cash on hand, as per statement,\n.\n-\n226 53\nTo S. S. & B. S. Turner, this sum to their credit,\n-\n-\n25 00\n$ 44313 27\n44313 27\nDigitized by Google\nDoc. No. 17.\n103\nStatement of Receipts and Expenditures during the year.\nTo balance of cash on hand, per last annual report,\n-\n-\n131 25\ncapital stock, amount received from individuals,\n-\n-\n337 00\ntolls collected during the year,\n-\n-\n-\n-\n1549 24\nBy salary of president, who is also superintendent,\n-\n195 00\ntraveling expenses of president,\n-\n-\n-\n6 75\nsalary of toll-gatherers at 5 gates,\n-\n-\n-\n320 50\nland damages,\n.\n-\n-\n-\n-\n50 00\nrepairs of road, including hire of overseer and hands, and\ntheir subsistence, &c. &c.\n-\n-\n-\n997 98\nfire insurance,\n-\n-\n-\n-\n33 75\nexpense of law suits,\n-\n-\n-\n-\n71 91\nincidental charges, viz: printing, blanks, advertising, &c. &c.\n17 25\ninterest account, for balance paid out,\n-\n-\n167 81\nbalance of cash on hand,\n-\n-\n-\n226 53\n$\n2017 48\n2017 48\nSTEPHEN C. HURT, Treasurer.\nLength of this road to the village of Rockymount, 50 miles; 5 toll gates; Thomas Wood\nis collector of tolls at gate No. 1, at a salary of $100 per annum; Thomas Morgan at gate\nNo. 2, at a salary of 75; Joseph D. Meader at gate No. 3, at a salary of 75; Benjamin\nBetz at gate No. 4, at a salary of $ 75; and Luke Gwilliams at gate No. 5, at a salary of\n$\n50. No salary paid at the four last mentioned gates except when tolls are demanded.\nWhen necessary to throw open the gates on account of the condition of the road, no\nsalary paid the toll-gatherers. The road is repaired by hands employed by the company.\nAsa Holland is president; Henry Davis, Samuel McCorkle, Charles Henry Lynch, Alex-\nander Irvine and John S. Hale are the directors; S. C. Hurt is treasurer-his compensa-\ntion is 31 per cent. on the amount received; Asa Holland is also superintendent, at a\nsalary of $175.\nS. C. HURT, Treasurer.\nDigitized by Google\n104\nDoc. No. 17.\nReturn of the state of the Rockymount Turnpike Company for the year ending 30th\nSeptember 1853-Stock subscribed under the Act of 29th March 1851, upon the\ncondition that the Proceeds be appropriated to the extension of the Road west of\nRockymount, and forming a Connection with the Mountain Section of this Road.\nNew subscription under the above act, viz:\nCapital stock, $ 5500 :\nSubscribed by individuals 89 shares, at $25 per share,\n-\n-\n2225 00\nCommonwealth of Virginia 132 \"\n\"\n.\n#\n-\n3300 00\nDue by the company, viz:\nTo Saml. Saunders, jr.\n-\n-\n-\n-\n-\n308 74\nAmount of commonwealth's subscription remaining unpaid,\n-\n1222 50\nindividual\n\"\n\"\n\"\n-\n240 00\nFor construction of road,\n-\n-\n-\n-\n3120 00\nEdward Saunders, contractor, overpaid for allowance, as yet cre-\ndited him,\n-\n-\n-\n-\n-\n315 00\nCash on hand,\n-\n-\n-\n-\n-\n936 24\n$ 5833 74\n5833 74\n.\nReceipts and Disbursements within the year.\nBalance of money on hand, per last annual report,\n-\n-\n1367 53\nCapital stock received from individuals,\n-\n-\n-\n375 00\nPaid Edward H. Saunders, contractor,\n-\n-\n-\n681 29\nPaid Saml. Saunders. jr.\n\"\n-\n-\n-\n325 00\nBalance of cash now on hand,\n-\n-\n-\n936 24\n$ 1942 53\n1942 53\nSTEPHEN C. HURT, Treasurer.\n.\nLength of this portion of this road is 14 miles, with one gate on this portion not yet\nerected, and toll-keeper not yet appointed.\nS. C. HURT, Treasurer.\nDigitized\nby Google -\nà\nDqc. No. 17.\n105\nSALEM AND PEPPER'S FERRY TURNPIKE COMPANY.\nBLACKSBURG, October 17, 1853.\nW. R. DRINKARD, Esq.\nSecretary B. P. Works.\nSIR,\nSince the last annual report, (October 1852,) a number of meetings of\ndirectors have been called, but no attendance had.\nA meeting of stockholders was called on the 15th instant, but there was no\nattendance.\nThere has been no work done on the road ; consequently, the gates have been\nopen during the year, and the road, for the want of bridges and the filling of\nmud holes, has been almost impassable.\nThe accompanying report is almost a copy of the report of October 1852.\nYours, respectfully,\nGERMANICUS KENT, Clerk.\n14\nDigitized by Google\n106\nDoc. No. 17.\nReturn of the state of the Salem and Pepper's Ferry Turnpike Company for the\nyear ending 30th September 1853.\nCapital stock, $17,100 :\nSubscribed by individuals,\n-\n-\n-\n11100 00\nDo. by commonwealth 120 shares, at $ 50,\n-\n-\n-\n6000 00\nTolls, rents, &c. from commencement of work to date,\n-\n-\n6895 80\nDue on bond to a contractor and interest on the same,\n-\n-\n3391 24\nDue by the company, for money borrowed, viz :\n.\nTo banks, none.\nTo individuals,\n-\n-\n-\n-\n-\n422 30\nDividend remaining unpaid :\nAmount commonwealth's subscription unpaid, none.\nDo. individual\n\"\n\"\n-\n-\n630 00\nDue to the company other than on account of stock :\nOn bond or note, nothing.\nOn open account,\n-\n-\n-\n-\n1846 99\nExpended in construction of work from commencement\nin 1837 to this date,\n-\n-\n-\n17097 75\nAdditional labor,\n-\n-\n-\n642 25\n.\n17740 00\nExpended in land damages same time,\n-\n-\n-\n1041 00\nDo.\nin repairs same time,\n-\n-\n-\n2561 80\nProperty now held by the company :\nBank and other stocks, none.\nNegroes and other property, none.\nDividends declared from the commencement, none.\nCash on hand 30th September 1853,\n-\n-\n-\n89 54\nPaid for surveying and locating road,\n-\n-\n-\n257 68\nincidental expenses,\n-\n-\n-\n149 43\nattorneys' fees,\n-\n.\n-\n-\n40 25\nofficers' salaries,\n-\n-\n-\n.\n625 24\nexecutions,\n-\n.\n-\n-\n100 07\ndiscount on state bonds,\n-\n-\n-\n34 00\ngate keepers,\n-\n-\n-\n-\n1212 72\ncollectors,\n.\n.\n-\n-\n30 00\ninterest,\n-\n-\n-\n-\n1450 63\n$ 27809 34 27809 34\nDigitized by Google\nDoc. No. 17.\n107\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report, none.\nAdd receipts during the year:\nFor capital stock, amount received from individuals, none.\n\"\n\"\n\"\n\"\n\"\n\"\nBoard public works, none.\nTolls,\n-\n-\n233 66\nRents and other profits, none.\nInterest on debts due the company, none.\nDebts received and materials sold, none.\nMoney borrowed, none.\nOther accounts, none.\nTotal receipts during the year,\n-\n-\n$ 233 66\nDeduct disbursements during the year:\nFor improvements and repairs, none.\nofficers' salaries, none.\nTo G. Kent, on account,\n-\n-\n60 00\nToll receivers' compensation, and other expenses for collecting toll,\nnothing.\nDebts paid:\nTo Geo. Earbart, on account of repairs,\n9.\n-\n5 50\nE.J. Amiss, on account of salary due him 1848,\n-\n31 00\nWm. Argabright, smith work,\n-\n-\n-\n4 71\nDemocrat office, Fincastle, for printing toll rates,\n-\n1 50\nJohn A. Stringer, for publishing notice to stockholders,\n-\n4 37\nChas. Black, account as treasurer,\n-\n-\n2 04\nJesse C. Hall, on account for repairs,\n-\n-\n35 00\n84 12\nTotal disbursements,\n-\n-\n-\n144 12\nBalance cash to account,\n-\n-\n-\n-\n-\n89 54\n$ 233 66\nBalance cash on hand,\n-\n-\n-\n$ 89 54\nBy order of the president.\nGERMANICUS KENT, Clerk.\nA complele map of the improvement furnished soon after the road was commenced.\nOriginal length, 37 miles-27 miles finished.\nThe road is kept in repair, by contract with Israel Price, at an average cost per mile of\nabout $ 84.\nList of Officers.\nJames R. Kent. president; Wm. Thomas, Henry Ribble, Geo. Earbart, Charles Black,\nE. J. A-\n\"manions Kent, clerk and treasurer-whose compensation is\n$ 30 .\nliot, toll-receivers-compensation $ 50 per\nand\nDigitized by Google\n108\nDbc. No. 17.\nSHEPHERDSTOWN AND SMITHFIELD TURNPIKE CO.\nSHEPHERDSTOWN, Oct. 12th, 1853.\nDEAR SIR,\nEnclosed you will find a statement of the affairs of the Shepherds-\ntown and Smithfield turnpike company for the year ending September 30th, 1853.\nVery respectfully, &c.\nJOHN M. JEWETT.\nWM. R. DRINKARD, Esq.\nSec. B. P. W., Richmond, Va.\nDigitized by Google\nDoc. No. 17.\n100\nReport of the state of the Affairs of the Shepherdstown and Smithfield Turnpike\nCompany for the year ending September 30th, 1853.\nCapital stock:\nSubscribed by the state,\n-\n-\n.\n-\n-\n18575 00\nSubscribed by individuals,\n-\n-\n-\n-\n-\n28111 75\nAmount expended on the work from commencement to date,\n-\n-\n50851 91\nReceipts:\nFor amount collected at Shepherdstown gate,\n-\n-\n-\n430 27\nFor amount collected at Leetown gate,\n-\n-\n-\n-\n176 75\nTotal,\n-\n-\n$ 607 02\nExpenditures:\nBy amount paid for repairs on the road,\n.\n-\n-\n474 02\nBy salary to gate-keeper at Shepherdstown,\n-\n-\n-\n60 00\nBy salary to gate-keeper at Leetown,\n-\n-\n-\n50 00\nBy salary to secretary and treasurer,\n:\n-\n-\n-\n23 60\n$ 607 02\nBy order of the president and directors.\nJOHN M. JEWETT,\nSecretary.\nJEFFERSON COUNTY, to wit:\nPersonally appeared before the undersigned, a justice of the peace in and for\nthe county aforesaid, and state of Virginia, John M. Jewett, who made oath that the above\naccount of receipts and expenditures is true as stated. Given under my hand this 12th\nday of October 1853.\nDAVID BILLENGER, J. P.\nDigitized by Google\n110\nDoc. No. 17.\nSISTERSVILLE AND SALEM TURNPIKE COMPANY.\nSISTERSVILLE, Va., Nov. 9th, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nFrom the accompanying reports of the secretary and treasurer,\nyou will see the state of the finances of the Sistersville and Salem turnpike com-\npany for the year ending November 1st, 1853. The road is at this time nearly\ncompleted, and tolls have been received on parts of the road since June last, and\npromises to pay a small dividend during next year: this, however, will depend\non the cost of repairs. The road will cost about $ 350 per mile. This road\npasses along one of the most fertile valleys of Western Virginia, and, when\nfinished, must prove of vast importance to that portion of the country through\nwhich it passes, opening as it does an attractive line of travel for passengers and\nstock. The road has been made on an excellent and easy grade. The road ex-\ntends from Salem (here connecting with the Northwestern Virginia turnpike) to\nSistersville, Va., on the Ohio river.\nRespectfully submitted.\nW.J. McCOY, Pres't.\nDigitized by Google\nDoc. No. 17.\n111\nReturn of the Sistersville and Salem Turnpike Company for the year ending Octo-\nber 31st, 1853.\nCapital stock authorized by charter,\n-\n-\n-\n-\n15000 00\nAmount of stock subscribed by the Board of public works 360\nshares, of $ 25 each,\n-\n-\n-\n-\n9000 00\nAmount of stock subscribed by individuals other than the state,\n193 shares of $ 25 each,\n-\n-\n-\n4825 00\n.\nAmount not yet subscribed,\n-\n-\n-\n1175 00\n$15000 00\n15000 00\nStatement of Receipts and Expenditures from the commencement up to the 30th\nOctober 1853.\nAmount subscribed by Board of public works,\n-\n-\n-\n9000 00\nAmount subscribed by individuals,\n-\n-\n-\n-\n4825 00\nAmount of tolls received,\n-\n-\n-\n-\n170 00\nAmount of interest collected on individual subscription,\n-\n-\n64 48\nAmount due treasury, as per statement below,\n-\n-\n-\n4 84\nDisbursements as follows, to wit:\nAmount of commonwealth's subscription unpaid,\n-\n2343 00\nAmount of individual subscription unpaid,\n-\n-\n316 65\nAmount paid to contractors, for constructing road,\n-\n10621 07\nDo.\nengineer,\n-\n-\n-\n135 25\nDo.\nsuperintendent,\n-\n-\n-\n171 00\nDo.\ndirectors,\n-\n-\n-\n81 00\nDo.\nclerk,\n-\n-\n-\n14 32\nDo.\nfor repairs done on road,\n-\n-\n353 53\nDo.\nfor incidental expenses, (for book, printing, &c.)\n28 50\n$ 14064 32\n14064 32\nDigitized by Google\n112\nDoc. No. 17.\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report,\n-\n-\n896 48\nReceipts during the year, viz:\nFor capital stock-Amount received from Board of public works,\n-\n6177 0Q\nDo.\ndo.\nfrom individuals,\n-\n-\n2468 67\nAmount of interest received on individual subscription,\n-\n-\n64 48\nAmount received from tolls on road,\n-\n-\n-\n170 00\nDeduct disbursements :\nAmount paid contractors,\n-\n-\n-\n8997 87\nDo.\nengineer,\n-\n-\n-\n135 25\nDo.\nsuperintendent,\n-\n-\n-\n171 00\nDo.\ndirectors,\n-\n-\n-\n81 00\nDo.\nclerk,\n-\n-\n-\n14 32\nDo.\nrepairs on road,\n-\n-\n-\n353 53\nDo.\nfor incidental expenses, (book, printing, &c.)\n-\n28 50\nBalance due treasury,\n-\n-\n4 84\n$ 9781 47\n9781 47\nAnd the board further report that there are at this time thirty-five miles of the road com-\npleted, leaving three miles uncompleted, but contracted for, and will be finished by the first\nof December next. Of the thirty-five miles already completed, tolls have been received\nas follows, to wit: On the first ten miles from the 25th May last, and the remaining fifteen\nmiles from the 19th June last.\nRespectfully submitted, by order of the board of directors.\nW. S. RUSSELL, Clk.\nDigitized by Google\nDoc. No. 17.\n118\nStatement of the Receipts and Disbursements of the Sistersville and Salem Turnpike\nCompany from the commencement to the first day of November 1853.\nRECEIPTS:\nReceived of individual stockholders,\n-\n-\n4508 35\nDo.\nBoard of public works, on state account,\n-\n-\n6657 00\nDo.\non account of interest on individual stock,\n-\n-\n64 48\nDo.\nof John A. Steel, tolls collected at his gate,\n-\n-\n53 00\nDo.\nof Noble Stewart, tolls collected at his gate,\n-\n-\n117 00\n$ 11399 83\nDISBURSEMENTS:\nPaid James McCan,\ncontractor on the 10th mile,\n-\n-\n187 20\nWm. Carel,\n\"\n\"\n8th \"\n-\n-\n187 20\nWm. Carel,\n\"\n\"\n5th \"\n-\n-\n215 20\nJacob Drake,\n\"\n\"\nPoint Pleasant bridge,\n-\n500 00\nWm. H. Underwood,\n\"\n\"\n21st mile,\n-\n-\n160 80\nAbsalom George,\n\"\n\"\n26th \"\n-\n-\n91 20\nOliver Wells,\n\"\n\"\n18th \"\n-\n-\n155 20\nFelix Watt,\n\"\n\"\n23d \"\n-\n-\n126 40\nDavid D. Davis, order from board of directors,\n-\n-\n96 00\nAbsalom George,\n\"\n\"\n-\n-\n-\n15 00\nSam'l McMillan,\n\"\n\"\n-\n-\n-\n12 00\nWm. S. Russell,\n\"\n\"\n-\n-\n-\n14 32\nWm. J. McCoy,\n\"\n\"\n-\n-\n-\n13 00\nThomas Smith,\ncontractor on the 15th mile,\n-\n-\n233 60\nAbsalom George,\n\"\n\"\n26th \"\n-\n-\n170 00\nR. P. McReynolds,\n\"\n\"\n20th \"\n-\n.\n432 80\nJohn Scott,\n\"\n\"\n7th \"\n-\n-\n192 80\nWm. Corbitt,\n\"\n\"\n4th \"\n-\n.\n224 80\nJ. R. Harbour, contractor on 318 rods of the 2d mile on Flint run,\n-\n435 27\nWilliam Corbitt,\ncontractor on the 4th mile,\n-\n-\n36 08\nWilliam Corbitt,\n\"\non 41 rods of road,\n-\n.\n56 20\nWm. H. Underwood,\n\"\n\"\n21st mile,\n-\n-\n40 20\nFelix Watt,\n\"\n\"\n23d \"\n-\n.\n31 60\nThomas Smith,\n\"\n\"\n15th \"\n-\n-\n58 40\nOliver Wells,\n\"\n\"\n18th \"\n-\n-\n38 80\nR. P. McReynolds, order from board of directors,\n-\n-\n135 25\nSame,\ncontractor on the 17th mile,\n-\n.\n200 00\nSame,\n\"\n\"\n19th \"\n-\n.\n108 20\nSame,\n\"\n7 rods at the end of the 19th mile,\n.\n11 83\nR. P. McReynolds, for an alteration in the road on the 19th mile,\n-\n25 00\nAbsalom George, contractor on the 25th mile and 8 rods of said road,\n305 44\nAbsalom George, contractor on the 26th mile and 114 rods of said road,\n42 80\nFelix Watt, contractor\nqd mile and 12 rods of said road,\n-\n496 76\nFelix Watt,\nGractors,\n.\n-\n5 00\nWilliam Ori\n\" said road,\n-\n605 67\nRichard4\ncast end of 2d. mile,\n46 75\nDigitized by\nGoogle\n114\nDoc. No. 17.\nPaid James McCan, contraçtor on the 10th mile and 26 rods of said road,\n-\n65 78\nJohn B. Lacy, contractor on the 9th mile and 7 rods of said road,\n377 05\nDaniel O. Linsley, contractor on the 12th mile,\n-\n-\n758 00\nWilliam Carel,\n\"\n\"\n5th \"\n-\n-\n100 60\nWm. J. McCoy,\n\"\n\"\n2d mile :\nAmount of contract,\n-\n-\n-\n498 00\nAmount of damage off,\n-\n-\ni\n7 66\n490 34\nInterest on $ 90 34 until paid,\n-\n-\n3 18\n493 52\nSamuel McMillan, order from board of directors,\n-\n-\n15 00\nAbsalom George,\n\"\n\"\n-\n-\n15 00\nA. Thistle & Co.\n\"\n\"\n-\n-\n8 00\nJ. A. S. Daniels,\n\"\n\"\n-\n-\n6 00\nFelix Watt, part certificate from superintendent,\n-\n-\n140 37\nJohn Scott, contractor on the 6th and 7th miles, and 6 rods of\nsaid road,\n-\n-\n-\n-\n555 14\nInterest on same,\n-\n-\n-\n3 70\n558 84 .\nDeduct damages,\n-\n-\n-\n17 50\n541 34\nFelix Watt, contractor, balance due certificate:\nAmount of contract,\n-\n-\n-\n341 25\nDeduct damage off same,\n-\n-\n-\n7 50\n333 75\nDeduct amount charged above, paid Stonking,\n-\n134 48\n194 27\nAdd interest on same pd. Watt, $ 5 88; Stonking, 89,\n6 77\n201 04\nCharles J. Mick, contractor on 22d mile,\n-\n-\n356 00\nInterest on same,\n-\n-\n-\n6 49\n362 49\nDeduct damage off,\n-\n-\n-\n14 00\n348 49\nWilliam Carel, contractor on the 18th mile,\n-\n-\n331 00\nInterest on same,\n-\n-\n-\n4 24\n335 24\nDeduct damage off same,\n-\n-\n-\n25 00\n310 24\nThomas D. Holder, contractor on 22 rods of road,\n-\n-\n22 20\nDavid D. Davis, order from board of directors,\n-\n-\n75 00\nJames Morris, order from board of directors, repairs,\n-\n-\n277 75\nWilliam Carel, contractor on the 16th mile,\n-\n-\n297 65\nInterest on same,\n-\n-\n-\n4 16\n301 81\nDeduct damages,\n-\n-\n-\n40 00\n261 81\nFelix Watt, order from board of directors, for 24th mile,\n354 00\nDeduct damage on same, $ 50; order from board, $ 5 20,\n55 20\n298 80\nInterest on same,\n-\n-\n.\n2 55\n301 OK\nDigitized by Google\nDoc. No. 17.\n115\nPaid John T. Russell, order from board of directors,\n-\n-\n1 50\nAnthony Harris, order from board of directors for 331 rods\nof road at the east end of the 2d mile,\n-\n-\n70 50\nInterest on same,\n-\n-\n-\n1 41\n71 91\nWm. Carel, order from board for 1st mile on Flint run,\n-\n192 95\nInterest on same,\n-\n.\n-\n1 92\n194 87\nDeduct damages off,\n-\n-\n-\n15 00\n179 87\nJames Morris, contractor on 5th mile on Flint run,\n.\n-\n255 00\nJames Morris, order from board on contract on road,\n-\n-\n100 00\nCharles J. Mick, contractor on 20th mile of road,\n-\n334 89\nInterest on same,\n-\n-\n-\n4 46\n339 35\nDeduct damages off same,\n-\n-\n-\n44 00\n295 35\nJames Morris, contractor on 9 miles and 3 rods on Flint run,\n-\n171 59\nA. George, order from board of directors, (for repairs,)\n-\n-\n75 78\nA. George,\ndo.\ndo.\n-\n-\n-\n24 00\nJames Morris, on contract, (certificates not settled for year,)\n-\n204 36\n$ 11404 69\nBalance due treasury at this date,\n$ 484 00\nARCHIBALD THISTLE, Treas'r.\nA true copy from the original.\nW.S. RUSSELL, Clk.\nNovember 6th, 1853.\nDigitized by Google\n116\nDoc. No. 17.\nSMITHFIELD, CHARLESTOWN AND HARPERS FERRY\nTURNPIKE COMPANY.\nTo the Board of Public Works.\nGENTLEMEN,\nNo dividend has been declared, owing to the indebtedness of the\ncompany, which is about $ 7,000 for construction and repairs, and there is no\nprobability of paying all the principal in any reasonable time. All that can be\nexpected will be to pay the interest, keep the road in repair, and have a small\namount to be applied as a sinking fund.\nIt has been repeatedly suggested that a sale of a part or the whole road ought\nto be made to pay off the debts.\nTwo hands are generally kept employed in making repairs, which force has\nhitherto been sufficient to keep the road in fair order.\nFor further particulars, reference is respectfully made to former reports.\nRespectfully &c.\nFRANCIS YATES, Pres't, &c.\nCharlestown, Va., October 25, 1853.\nDigitized by Google\nDoc. No. 17.\n117\nReturn of the Smithfield, Charlestown and Harpers Ferry Turnpike Company for\nthe year ending 30th September 1853.\nCapital stock, $ 35750 :\nSubscribed by individuals 435 shares,\n-\n-\n-\n21750 00\nSubscribed by the state 280 shares,\n-\n-\n-\n14000 00\nTolls received since the commencement,\n-\n-\n.\n30950 59\nAmount of individual subscriptions unpaid,\n-\n-\n-\n432 87\nExpended on the work since the commencement,\n-\n-\n67997 691\nCash on hand the 30th September 1853,\n-\n-\n-\n172 941\nStatement of Receipts and Expenditures during the year.\nBalance due from treasurer at last settlement,\n-\n184 044*\nTolls,\n-\n-\n-\n-\n-\n1733 054\n1917 10±\nDeduct disbursements during the year :\nPaid on debts incurred for construction,\n-\n-\n116 26\nrepairs,\n-\n-\n-\n-\n1318 54\ntoll-receivers,\n-\n-\n-\n269 98\ntoll-houses,\n-\n-\n-\n.\n9 37\ndamages,\n-\n-\n-\n-\n10 00\n1724 151\nBalance on hand,\n-\n.\n-\n192 941\n* Error of $10 in last year's report: the balance was stated to be $194 044, instead of $184 044, which will\nappear by subtracting the amount of expenditures from the amount of receipts.\nHUMPHREY KEYES, Treasurer.\nDigitized by Google\n118\nDoc. No. 17.\nSNICKER'S GAP TURNPIKE COMPANY.\nReport of the state of the Snicker's Gap Turnpike Company, October 1st, 1853.\nCapital stock, 1,7051 shares, at $ 50 each, $ 85275 00:\nSubscribed by individuals,\n-\n-\n-\n-\n65275 00\nDue from individuals,\n-\n-\n-\n-\n-\n1032 00\nSubscribed by Board of public works,\n.\n-\n.\n-\n20000 00\nDue from Board of public works, none.\nReceived from lotteries or any other source of addition to capital, none.\nDebts due from the company, none.\nOne claimed by Roan & Carter, considered by the board as not binding,\nnow obsolete, $ 541 51.\nDebts due the company other than subscription to stock, none.\nBank and other stock held by the company, none.\nExpended in the work from commencement,\n-\n-\n-\n$ 103438 44\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last report,\n-\n-\n484 75\nTolls from October 1st, 1852 to September 30th, 1853,\n-\n1399 62\n1884 37\nDeduct for improvements and repairs:\nFor improvements and repairs,\n-\n-\n-\n514 14\nOfficers' salaries and treasurer's commission,\n-\n-\n52 98\nExpended collecting tolls and incidental expenses, none.\nThree gate-keepers, at $120 each per year,\n-\n-\n360 00\nExpenses of the board at their several meetings,\n-\n4 60\nPrinting, postage and paper,\n-\n-\n-\n2 00\nTaxes,\n-\n-\n0\n-\n-\n2 59\n936 31\nBalance in bands of treasurer October 1st, 1853,\n-\n$ 948 06\nDividends declared, none.\nDigitized by\nGoogle\nYoc. No. 17.\n119\nList of Officers.\nFrancis McCormick, president; James Mount, Samuel McCormick, James Castleman\nand Joseph Nichols, directors; Joseph P. Megeath, treasurer.\nThe Snicker's gap turnpike commences at Aldia, Loudoun county, Va., and terminates\nat Castleman's ferry, on the Shenandoah, in Clark county, at the foot of the Blue Ridge\nmountain. Length of improvement is 17½ miles. There are three gates. The gate-\nkeepers receive $120 per year. The tolls are paid over to the treasurer quarterly, or\noftener if required. The president and directors receive no pay. The treasurer's pay is\n$ 25, and 2 per cent. on the collections.\nJOS. P. MEGEATH, Treas'r.\nThe company hires a superintendent and pays him 871 cents per day; he hires other\nhands by the day.\nGENTLEMEN,\nHerewith you have the report of the Snicker's gap turnpike company up\nto October 1st, 1853. The receipts during the year have been larger than they were for the\npreceding year, by $ 466 70, which now show a balance on hand of $ 948 06. Owing to some\nvery heavy washing rains, there will have to be a large amount expended. Considerable\nwork has already been done, but cannot be reported, as the company only settles with the\nsuperintendent once a year, that is, on the 1st of January. The road is only in tolerable\norder. I fear the receipts will be much less the present year, as our crops are very light\nthe present season, and other improvements have been finished, which draw off a conside-\nrable amount of travel.\nBy order of the board.\nYours respectfully,\nJOS. P. MEGEATH, Treas'r.\nTo Board of P. Works.\nLOUDOUN COUNTY, to wit:\nPersonally appeared before me, this day, Joseph P. Megeath, and made oath that\nthe within account as treasurer of the Snicker's gap turnpike company is correct.\nGiven under my hand this 17th day of October 1853.\nADDISON COCHRAN, J. P.\nDigitized by Google\n120\nDoc. No. 17.\nSPERRYVILLE AND RAPPAHANNOCK TURNPIKE CO.\nAt an annual meeting of the stockholders of the Sperryville and Rappahan-\nnock turnpike company, held at the court-house of Rappahannock county, on\nFriday, the 7th day of October 1853, (the day fixed by the stockholders at their\nmeeting in the month of April 1851,) pursuant to notice published in the Flag\nof '98,\" a newspaper published in the town of Warrenton, and at different pub-\nlic places in this county:\nOn motion, H. G. Moffet, Esq. was called to the chair to preside over this\nmeeting, and W. J. Menefee, clerk of the board of directors, acted as secretary.\nOn motion, Robert Deatherage, Richard L. Rudasill and R. M. Heterick were\nappointed by the chairman a committee to examine proxies, and to report to the\nmeeting such as are executed according to the manner prescribed by the third\narticle of the by-laws, and also such as are not.\nThe committee returned their report upon proxies, which was read, approved,\nreceived and ordered to be filed among the records of the company.\nThe clerk ascertained and declared, from a poll of stockholders in alphabetical\nform here produced, that owners of stock, entitled to a majority of all the votes\nwhich could be given by all the stockholders, are present, either in person or\nlegally appointed proxies.\nThe president of the company this day presented to the meeting his annual\nreport of the condition of the work, &c. which was read, received, and ordered\nto be recorded among the proceedings of the company; and on the motion of\nthe state proxy, it is also ordered that a copy thereof be certified to the Board of\npublic works.\nDigitized by\nGoogle\nDoc. No. 17.\n121\nPRESIDENT'S REPORT.\nOFFICE SPERRYVILLE & RAPPAHANNOCK T. Co.\nTo Stockholders Sperryville and Rappahannock T. Co.\nSince our last report to you, the extension from Waterloo to Warrenton, then\nunder contract, has been steadily progressing to a finish, and will probably be\nentirely finished by the 1st December next. By that time, too, the bridge over\nthe Rappahannock river at Waterloo will be completed. It will be so far finished\nby the 1st November as to pass the travel over it, which will add very much to\nthe value and importance of your road.\nFor the bridge and extension, the subscription will, with almost certainty, be\npromptly met, thereby enabling your directors to pay promptly the contractors\nfor both those works. Not 80 with the original subscriptions for the work from\nSperryville to Waterloo.\nBy the treasurer's report you will see there are 1,505 621 cents still owing by\ndelinquent stockholders, and large sums still due to contractors, which cannot be\npaid in consequence of such delinquencies. Your directors have taken steps to\nenforce the collection of such stock as is unpaid, and shall, as heretofore, con-\ntinue to appropriate the tolls, after the payment of repairs, &c., to the liquida-\ntion of the debts due by the company.\nWm. J. Menefee, your efficient clerk and treasurer, has sought, in making out\nhis report, to comply strictly with the law and the requisitions of the Board of\npublic works, and to that report I refer you for the monetary affairs of the com-\npany.\nSince our last report, your board has had a toll-house on section No. 2 built\nunder contract for the sum of $ 300, and the one then under contract on section\nNo. 1 has been finished.\nRespectfully submitted, by the president of the board.\nJOHN G. LANE, Pres't.\nOctober 7, 1853.\nWilliam J. Menefee, treasurer of the company, this day presented to the meet-\ning a report of the financial concerns of the company, embracing a statement of\nreceipts and disbursements, &c., which was read and approved; and it is ordered\nthat the treasurer present his said report to the board of directors at their next\nmeeting for consideration, and by the order of that board to be certified to the\nBoard of public works.\nOn the motion of John G. Lane, it is ordered that the president's salary be\nreduced from the sum of $200 per annum to the sum of $ 50 per annum, to com-\nmence from and after the 1st day of October 1853.\nThe meeting proceeded to elect a president of of\nny for the next year;\nand John G. Lane being the only person in\nwas taken, and\nDigitized by\nGoogle\n122\nDoc. No. 17.\nfound to be unanimous in his favor; thereupon, it was declared that he was duly\nelected president of the Sperryville and Rappahannock turnpike company for\nthe ensuing year.\nThe meeting then proceeded to the election of two directors on behalf of the\nindividual stockholders of the company; and Gideon H. Brown of Rappahan-\nnock county and Isham Keith of Fauquier county being the only persons in nomi-\nnation, the vote was taken, and found to be unanimous in their favor; thereupon,\nit was declared that the said Gideon H. Brown and Isham Keith were duly elected\ndirectors of said company for the ensuing year.\nOn motion of the state proxy, the engineer of the company is directed to pre-\npare and transmit to the Board of public works a correct map of the entire line\nof the company's road, and also one to the clerk of said company, with a true\ncopy of the courses and distances of location.\nThe committee appointed at the last meeting of the stockholders to examine\nthe condition of the road, the financial concerns, &c. of the company, with direc-\ntions to report the result of such examination, &c. to this meeting, having failed\nto report in consequence of absence from the county, are directed to report to\nthe board of directors at their next meeting, and that that board certify their re-\nport, 80 to be made, to the Board of public works.\nRobert M. Heterick, Robert Deatherage and R. S. Rudasill are appointed a\ncommittee to examine the condition of the company's road, the books and finan-\ncial concerns of the said company, and to report the result of such examination\nto the next annual meeting of the stockholders.\nOn motion of the state proxy, the following preamble and resolution were\nunanimously adopted:\nWhereas the company's road, which has been in progress of construction for\nseveral years, will be in a short time, and before the next annual meeting of the\nstockholders, completed, and the further services of their engineer thereby dis-\npensed with: therefore,\nResolved, that it be entered of record, among the proceedings of the meeting,\nthat he has given entire satisfaction in the execution of his duties, and exhibited\nqualifications as engineer, which entitle him to the highest commendation of the\ncompany.\nROBERT M. HETERICK, Chairman.\nWM. J. MENEFEE, Clerk.\nAt a meeting of the directors of the Sperryville and Rappahannock turnpike\ncompany, called and held at the office of the company on Thursday, the 13th\nday of October 1853:\nThe treasurer of the company this day presented to the board his annual re-\nport; which was read, approved and ordered to be recorded, and a copy thereof\ncertified to the Board of public works, and a copy of which is herewith submitted.\nDigitized by\nGoogle\nDoc. No. 17.\n123\nReturn of the state of the Sperryville and Rappahannock Turnpike Company for\nthe year ending the 30th day of September 1853.\n,\nCapital stock :\nFirst appropriation,\n50,000\nSecond \"\n30,000\n$ 80,000 00:\nI\nSubscribed by individuals 647₫ shares, at $ 50 each,\n-\n-\n32375 00\n\"\nthe state 960 shares, at $ 50 each,\n-\n-\n48000 00\nAmount of tolls from the commencement to 31st August 1853,\n-\n2480 02\n\"\nreceived for carts, tools, &c. sold,\n-\n-\n-\n157 04\n\"\nof interest received,\n-\n-\n-\n-\n3 19\n\"\nof state's subscription unpaid,\n-\n-\n6566 334\n\"\nof individual subscription unpaid,\n-\n-\n3305 621\n\"\npaid to contractors, for construction from commencement, 64899 73\n\"\npaid for land damages from commencement,\n-\n4832 35\n\"\npaid for repairs of road for same time,\n-\n-\n376 13\n\"\npaid engineering expenses for same time,\n-\n576 75\n\"\npaid president's salary, first year,\n-\n-\n200 00\n\"\npaid for carts, tools, &c.\n-\n-\n-\n163 59\n\"\npaid for mile posts, &c.\n-\n-\n-\n40 25\n\"\npaid to gate-keepers from commencement,\n-\n438 031\n\"\npaid expenses generally,\n.\n-\n-\n155 44\n\"\npaid for toll-houses, land, &c.\n-\n-\n586 00\n\"\ndue by the Valley Bank,\n.\n-\n-\n168 09\n\"\nof cash on hand,\n#\n-\n-\n708 92\n$\n83015 25\n83015 25\nDigitized by Google\n124\nDoc. No. 17.\nStatement of Receipts and Disbursements within the year.\nCash on hand, per last report,\n-\n-\n-\n-\n596 07\nBalance in Valley Bank, per last report,\n-\n-\n-\n262 19\n858 26\nAmount received from individuals since last report,\n-\n-\n10765 60\n\"\nreceived from the state since last report,\n-\n-\n14696 811\n\"\nof tolls received since last report,\n-\n-\n-\n1809 57\n\"\nof interest received,\n-\n-\n-\n-\n3 19\n\"\nof balance due the company,\n-\n-\n-\n5 41\n28138 84\nDeduct disbursements during the year:\nAmount paid for repairs of road,\n-\n-\n-\n-\n299 25\n\"\npaid to gate-keepers,\n-\n-\n-\n-\n366 533\n\"\npaid for engineering purposes,\n-\n-\n-\n189 25\n\"\npaid for land damages,\n-\n-\n-\n-\n3208 00\n\"\npaid to contractors, for construction,\n-\n-\n-\n22550 45\n\"\npaid expenses generally,\n-\n-\n-\n-\n62 35\n\"\nin Valley Bank,\n-\n-\n-\n-\n168 09\n\"\npaid for building toll-houses, &c.\n-\n-\n-\n586 00\n\"\nof cash on hand,\n-\n-\n-\n-\n708 92\n$ 28138 84\nDigitized by Google\nDoc. No. 17.\n125\nI submit the foregoing statements to the board of directors of the Sperryville and Rap-\npahannock turnpike company, as my report for the year ending the 30th day of Septem-\nber 1853, setting forth the amount expended for the year, the amount of receipts, and how\nmuch from each source of receipt; also the amount due the company, and the amount\npaid out from the commencement of the work, upon the several heads of expenditures.\nThe tolls received have been applied to the building of toll-houses, &c., and to the pay-\nment of debts due by the company to contractors and others, and will no doubt be 80 ap-\nplied until the company shall pay all the debts. The cost per mile and the balances due by\nthe company will also be reported when the work is completed, or in my next annual\nreport.\nW. J. MENEFEE, Treasurer.\nIt is ordered that the treasurer certify to the Board of public works a true list of the\nstockholders of the Sperryville and Rappahannock turnpike company, &c.\nIn testimony that the foregoing are true copies from the proceedings and records of the\nsaid company, I, William J. Menefee, clerk thereof, do hereto subscribe my name and\naffix the seal of the company, this twenty-sixth day of October, in the year eighteen hun-\ndred and fifty-three.\nW.J. MENEFEE, Clerk. [Seal.]\nList of Officers.\nJohn G. Lane, president, salary $50 per annum, commencing, 1st October 1853, and\n200 per annum prior to that time ; Willis Browning, James Jett, Middleton Miller,\nGideon H. Brown, Isham Keith, directors—expenses only; M.S. Lovett, engineer, $5 per\nday for services rendered; W. J. Menefee, treasurer, without compensation; W. J.\nMenefee, clerk, without compensation.\nTeste,\nW. J. MENEFEE, Clerk.\nDigitized by Google\n126\nDoc. No. 17.\nSWEET AND SALT SULPHUR SPRINGS TURNPIKE\nCOMPANY.\nTo the Board of Public Works.\nYou will herewith receive the annual report of the clerk of the\nSweet and Salt Sulphur springs turnpike company.\nOn the 20th September five miles of the road (commencing at the Sweet\nsprings) were made, and toll collected since that time. The second section is\nnearly completed. The contractor is bound to finish twenty miles by the 25th\nof December next, but owing to the scarcity of laborers it is probable that he will\nfail to do so. The original capital was $12,000, two-fifths of which have been\nsubscribed by individuals. An additional stock of $ 5,000 was granted by the last\nlegislature, which, as yet, has not been subscribed for, although books have been\nopened for that purpose. The land damages on the two first sections are $ 90 20.\nThis road commences at the Sweet springs and terminates on the Indian Draft,\nwhere it intersects the Red and Blue Sulphur springs turnpike, a distance of 29\nmiles. The average cost of the 20 miles, which have been let, is $500 per mile.\nA map of the road cannot be made until it is completed, as alterations in the loca-\ntion will be made. Henry Alexander is president; William Erskine, Allen T.\nCaperton, Andrew Beirne, Benj. F. Steele and Augustus A. Chapman are direc-\ntors; John Hutchinson, clerk; James H. Alexander, treasurer, and John H. Vaw-\ntor, superintendent.\nRespectfully,\nHENRY ALEXANDER, Pres't.\nDigitized by Google\nDoc. No. 17.\n127\nReturn of the state of the Sweet and Salt Sulphur Springs Turnpike Company\nfor the year ending the 30th September 1853.\nCapital stock, $17000 00\nSubscribed by individuals 194 shares, at $ 25 per share,\n.\n-\n4850 00\nSubscribed by com'wealth 291 \"\n\"\n\"\n-\n-\n7275 00\nAm't of stock unsubscribed, 195 shares, at $ 25 per share,\n-\n-\n4875 00\n$ 17000 00\nCapital stock:\nSubscribed by individuals 194 shares, at $ 25 per share,\n-\n.\n-\n4850 00\nSubscribed by com'wealth 291\n\"\n\"\n\"\n-\n-\n7275 00\nTolls, rents, &c. from commencement to date,\n-\n-\n-\n66 70\nDue from com'wealth on her subscription of 291 shares,\n-\n4947 00\nDue from individuals on their subscription,\n-\n-\n3258 00\nExpended in construction of the work from commence-\nment to date,\n-\n-\n-\n2250 00\nExpended in land damages for same time,\n-\n90 20\n2340 20\nIndividual expenses,\n-\n-\n-\n-\n797 08\nOfficers' salaries-president $ 2; directors $ 1 50 ; clerk $ 2 per\nday,\n-\n-\n-\n-\n-\n233 87\nSuperintendent,\n-\n-\n-\n-\n84 37\nCash on hand 30th September 1853,\n-\n-\n-\n531 18\n$ 12191 70 12191 70\nStatement of Receipts and Expenditures during the year.\nBalance of money on hand, per last annual report,\n-\n-\n-\n309 84\nAdd receipts during the year, viz :\nReceived on stock from individuals,\n-\n-\n-\n-\n976 00\nReceived on stock from commonwealth,\n-\n#\n-\n1866 00\nTolls, rent and other profits,\n-\n-\n-\n.\n66 70\n$ 3218 54\nDeduct disbursements during the year, viz :\nFor construction of the work from commencement to date,\n-\n-\n2250 00\nFor land damages,\n-\n-\n-\n-\n-\n90 20\nFor individual expenses,\n-\n-\n-\n-\n-\n20 21\nFor superintendent,\n-\n-\n-\n-\n-\n84 371\nFor toll receiver's compensation 15 per cent.\n-\n-\n-\n8 70\nFor officers' salaries-president, $2; directors, $ 1 50 ; clerk, $ 2 per day,\n233 871\nCash on hand 30th September 1853,\n-\n-\n-\n-\n531 18\n$\n3218 54\nBy order of the president and directors.\nJOHN HUTCHINSON, Clerk.\nDigitized by Google\n128\nDoc. No. 17.\nTHORNTON'S GAP TURNPIKE COMPANY.\nSEPTEMBER 30th, 1853.\nTo the Board Public Works.\nThe president and directors of the Thornton's gap turnpike com-\npany submit the following report:\nWe obtained a special act of the legislature authorizing us to place a string of\nmetal on our road ten feet wide. After having completed it, we became fully satis-\nfied that it would not answer the desired purpose, and we contracted to have\nanother string 6 feet wide placed by the side of the former, making the whole 16\nfeet wide and nine inches deep. The last contract will probably be completed by\nthe 1st December next.\nThe main line of our road (or that portion metaled) from Culpeper court-house\nto Sperryville is 19 228-320 miles in length, and the branch road 9 80-320 miles,\nwhich is only graded.\nWe have erected four gates on the main line, from which we have received\nfrom tolls the sum of 367 47, and from the two gates on the branch the sum of\n$ 30 43.\nThe completion of the work as above described and the erection of two toll-\nhouses, &c. will absorb the whole of the capital stock of the company and leave\nit indebted to the contractors some two thousand five hundred dollars, which they\nhave agreed to take from the tolls after all necessary expenses for repairs, &c.\nAccompanying the above we send you the treasurer's report, which will show\nthe financial condition of the company.\nBy order of the board.\nDANIEL W. BOTTS, Clerk.\nDigitized by Google\nDoc. No. 17.\n129\nReturn of the state of the Thornton's Gap Turnpike Company for the year\nending 30th September 1853.\nCapital stock, $ 60,000 00:\nSubscribed by individuals,\n-\n.\n-\n-\n23908 72₫\n.\nSubscribed by commouwealth,\n-\n-\n-\n-\n35863 062\nAmount of tolls received,\n-\n-\n.\n-\n397 90\nAmount of individual subscription unpaid,\n-\n-\n671 411\n\"\ncom'wealth, do.\ndo.\n-\n-\n3554 79\nExpended for construction,\n-\n-\n-\n45318 94\n\"\nprinting,\n-\n-\n-\n41 25\n\"\nengineering,\n-\n-\n-\n622 50\nEspenses of directory,\n-\n-\n-\n-\n370 05\nPresident's salary, (A. P. Hill,)\n-\n-\n-\n558 33\nClerk and treasurer's salary, (D. W. Botts,)\n-\n-\n561 10\nPaid for collecting stock,\n-\n-\n-\n75 00\nPaid land damages,\n-\n-\n-\n-\n3911 05\nPaid incidental expenses,\n-\n-\n-\n416 60\nPaid building two toll-houses,\n-\n-\n-\n594 91\nPaid toll-gatherer,\n-\n-\n-\n-\n93 88\nBalance on hand,\n-\n-\n-\n-\n3379 894\n$ 60169 71±\n60169 71₫\nStatement of Receipts and Expenditures within the year.\n1852.\nSept. 30, To balance on hand last report,\n-\n-\n-\n2734 844\nTo amount received from individuals,\n-\n-\n-\n10009 31\nTo amount received from Board public works,\n-\n-\n15219 99\nTo amount received from tolls,\n-\n-\n-\n397 90\nDisbursements:\nExpended for construction,\n-\n-\n-\n23050 94\nLand damages,\n-\n-\n-\n-\n376 32\nEngineering expenses,\n-\n-\n.\n-\n58 00\nExpenses of directory.\n-\n-\n-\n-\n179 50\nPresident's salary,\n9\n-\n-\n-\n200 00\n.\nClerk and treasurer's salary,\n-\n.\n-\n200 00\nPaid for collecting stock,\n-\n-\n-\n25 00\nPaid for building 2 toll-houses,\n-\n-\n-\n594 91\nPaid for incidental expenses,\n-\n-\n-\n203 60\nPaid toll-gatherers,\n-\n-\n-\n-\n93 88\nBalance cash on hand,\n-\n.\n-\n-\n3379 891\n$ 28362 041 28362 041\n1853.\nSept. 30, To balance on hand,\n-\n-\n-\n.\n$ 3379 894\nDANIEL W. BOTT\n17\nDigitized by Google\n130\nDoc. No. 17\nVALLEY TURNPIKE COMPANY.\nOFFICE VALLEY T. COMPANY, Oct. 19, 1853.\nGENTLEMEN,\nWe have again the honor of submitting to your consideration the annual\nreport of the company.\nAmount of receipts by the treasurer within the year, viz :\nFor tolls,\n-\n-\n-\n-\n-\n25840 59\nstock of individuals,\n-\n-\n-\n-\n250 00\n\"\nBoard of public works,\n-\n-\n-\n375 00\ninterest,\n-\n-\n-\n-\n-\n199 00\nlaw,\n-\n-\n-\n-\n-\n-\n13 12\nTotal receipts of the year,\n-\n-\n-\n26677 71\nTo which add balance on hand Sept. 30, 1852, as per report, viz:\nCash,\n-\n-\n-\n-\n-\n5097 68\nAssets other than money,\n-\n-\n-\n1697 75\n6795 43\n.\n33473 14\nFrom which deduct the current expenses of the year, viz:\nFor repairs,\n-\n-\n-\n-\n10255 07\ntoll-houses, rents, &c.\n-\n-\n-\n184 87\ngate-keepers' salaries,\n-\n-\n-\n1444 88\nlaw,\n-\n-\n-\n-\n3 24\nstationery, printing, postage, &c.\n-\n-\n45 33\nincidental expenses,\n-\n-\n-\n45 00\nexpenses of directory,\n-\n-\n,\n95 00\nofficers' salaries,\n-\n-\n-\n1350 00\nCurrent expenses,\n-\n-\n-\n13423 39\nTo which add other disbursements, viz :\nFor interest,\n,\n-\n.\n521 17\nguaranteed bonds,\n-\n-\n9374 00\nmortgage bonds,\n-\n-\n-\n286 18\ndividends to individuals,\n-\n-\n144 00\n10325 35\nTotal disbursements,\n-\n-\n-\n23748 74\n23748 74\nBalance on hand, per treasurer's report,\n-\n-\n,\n$ 9724 40\nDigitized by Google\nDoc. No. 17.\n131\nWith a view of showing the net profits of the year, from the ordinary operations of the\ncompany, we submit the following statement:\nAmount of tolls received at the gates respectively, viz.:\nS. Hillman,\ngate No. 1,\n-\n-\n-\n-\n2788 39\nL. Nisewanger,\n2,\n-\n.\n-\n-\n2002 03\nC. Curry,\n3,\n-\n-\n-\n-\n2048 88\nS. Spengler,\n4,\n-\n-\n-\n.\n1862 25\nC. Maurer,\n5,\n.\n-\n-\n-\n1770 25\nP. Supinger,\n6,\n-\n-\n-\n-\n1678 48\nJ. F. Hockman,\n7,\n-\n-\n-\n-\n1536 14\nW. B. Sibert,\n8, double up,\n-\n-\n-\n1867 75\nM. Wickes,\n9,\n\"\ndown,\n-\n-\n-\n1841 76\nE. Wilkins,\n10,\n\"\nup,\n-\n-\n-\n1310 50\nJ. Willard,\n11,\n\"\ndown,\n-\n-\n-\n1152 55\nG. Vandegriff,\n12,\n-\n-\n-\n-\n687 31\nB. Burgess,\n13,\n-\n-\n-\n-\n577 06\nM. A. White,\n14,\n.\n-\n-\n-\n554 50\nR. Greiner,\n15, double,\n-\n-\n-\n-\n982 28\n22660 13\nAmount of tolls received of stage proprietors,\n-\n-\n-\n2925 32\nGeorge F. Hupp, Esq.\n-\n-\n-\n255 14\nAggregate amount of tolls for the year,\n-\n-\n-\n25840 59\nFrom which deduct the current expenses of the year,\n-\n-\n13423 39\nWhich shows the net profits of the year from ordinary sources,\n-\n- $ 12417 20\nWe are much gratified in being able to state that the whole debt of the company has\nbeen liquidated, with the exception of $ 306 95-amount of mortgage bonds outstanding,\nas shown by the treasurer's report, hereto annexed, and held by unknown persons; and,\nwere it not for the unsettled matter of the Messrs. Pennybacker, the company would be\nentirely clear of controversies in the shape of claims against it-a circumstance that could\nnot have been anticipated by the most sanguine of the stockholders, when they reflect\nupon the heavy embarrassments of the company a few years ago, and the perplexities in-\ncident to the management of a concern of such magnitude, and which has been effected\nunder a progressive state of improvement, as respects both the road and bridges, besides\nleaving a balance on hand of $ 9724 40, as before stated.\nAll of which is most respectfully submitted.\nOn behalf of the board.\nJOHN W. RICE, Pres't.\nTo the Board of Public Works.\nDigitized by\nGoogle\n132\nDoc. No. 17.\nReturn of the state of the Valley Turnpike Company for the ending Sept. 30, 1853.\nCapital stock, $ 425,000 :\nSubscribed by individuals\n6400 shares,\n160000 00\n\"\nBoard public works 10600 shares,\n265000 00\n425000 00\nTolls received from the commencement,\n-\n-\n-\n233707 92\nInterest\n\"\n\"\n.\n-\n-\n1491 20\nLaw,\n-\n-\n-\n-\n-\n-\n54 02\nLoan from the Valley Bank,\n-\n-\n-\n-\n3000 00\nBonds guaranteed by the state,\n-\n-\n-\n-\n20874 00\n\"\nsecured by mortgage,\n-\n-\n-\n-\n13916 00\nAmount due individuals on dividends,\n-\n-\n-\n780 90\nCONTRA.\nDue by individuals, for stock subscribed,\n-\n-\n1279 25\nof\nBoard of public works, for ditto,\n-\n-\n1918 88\nExpended for construction,\n-\n-\n- 392662 58\nrepairs,\n-\n-\n-\n- 140299 56\nsurvey and location,\n-\n-\n-\n5855 45\nofficers' salaries,\n-\n-\n- 24460 81\nstationery and printing,\n-\n-\n863 52\nland damages,\n-\n-\n-\n8290 07\nincidental expenses,\n-\n-\n-\n5508 78\ninterest,\n-\n-\n.\n-\n32505 01\nlaw,\n-\n-\n-\n-\n1475 05\ntoll-houses, lands, rents, &c.\n-\n-\n3216 78\ngate-keepers' salaries,\n-\n-\n- 14169 12\nexpenses of directory,\n-\n-\n-\n665 00\nloan from Valley Bank,\n-\n-\n3000 00\nproperty, instruments, &c.\n.\n.\n226 50\nAmount of loss on state stock,\n-\n-\n-\n5282 71\npaid guaranteed bonds, (in full,)\n-\n. 20874 00\nmortgage bonds,\n-\n.\n- 13609 05\nold company bonds,\n-\n-\n-\n4515 76\ndividends to commonwealth,\n-\n-\n5252 66\nditto to individuals,\n-\n-\n-\n2388 50\ndue ditto to\n\"\n-\n-\n-\n780 90\nBalance on hand,\n-\n.\n-\n9724 40\n$\n698824 04\n$ 698824 04\nDigitized by Google\nDoc. No. 17.\n133\nReceipts and Disbursements within the year.\nBalance on hand September 30, 1852, as per report,\n-\n-\n6795 43\nAdd receipts within the year, viz:\na\nFor tolls,\n-\n-\n:\n.\n-\n-\n-\n25840 59\nstock of individuals,\n-\n-\n-\n-\n250 00\n\"\nBoard of public works,\n-\n-\n-\n375 00\ninterest, -\n-\n-\n-\n-\n-\n199 00\nlaw,\n-\n-\n-\n-\n-\n-\n13 12\nTotal,\n.\n-\n-\n-\n33473 14\nDeduct disbursements within the year, viz:\nFor officers' salaries,\n-\n,\n-\n-\n-\n1350 00\nstationery, printing, postage, &c.\n-\n-\n45 33\nincidental expenses,\n-\n-\n-\n45 00\ninterest,\n-\n.\n.\n-\n521 17\nrepairs, -\n-\n-\n-\n-\n10255 07\ntoll-houses, rents, &c.\n-\n-\n-\n184 87\nexpenses of directory.\n-\n-\n- . 95 00\ngate-keepers' salaries,\n-\n-\n-\n1444 88\nlaw,\n-\n-\n-\n-\n-\n3 24\nguaranteed bonds, (in full,)\n-\n-\n-\n9374 00\nmortgage\n\"\n-\n.\n-\n286 18\ndividends to individuals,\n.\n-\n-\n144 00\n23748 74\nBalance en hand in cash and assets, viz :\n-\n-\n-\n9724 40\nCash on hand and in bank.\n-\n-\n-\n8026 65\nJudgment against estate of James Arthur, for stock,\n-\n1000 00\nAmount in the hands of commissioners and others,\n-\n652 75\nUncurrent money received at the gates,\n-\n-\n45 00\n$ 9724 40\nAll of which is most respectfully submitted.\nJ. S. CALVERT, Treas'r & Clerk.\nList of Officers.\nPresident, John W. Rice, salary $ 400 per annum; treasurer and clerk, J. S. Calvert,\n$\n300; superintendent, Cyrus G. Turley, $ 650; directors, John B. Breckenridge, Thomas\nBurke, William G. Stevens, Hiram Martz, Rhesa Allen, Samuel C. Williams, Jacob S.\nDanner and Lloyd Logan, Esqrs.; and Robert Grattan, Esq., state's proxy-compensation\n$ 2 50 per diem while attending the meetings of the stockholders and board of directors.\nThere has been no dividend declared by this company within the past year.\nVery respectfully submitted.\nJ. S. CALVERT, Treas'r & Clerk.\nDigitized by Google\n134\nDoc. No. 17.\nWARM SPRINGS AND HARRISONBURG TURNPIKE CO.\nW. R. DRINKARD, Esq.\nAnnexed you will find a report of the financial condition of our company\nthe past year, and also the report of the president. They have been delayed\nbeyond the usual time, in consequence of having some tolls unsettled. You will\nalso find enclosed a list of the private stockholders in our company.\nThe whole road has been completed : the cost per mile something over five\nhundred dollars; and we are now engaged in metaling such portions as may be\nnecessary to make it a good road. This we are enabled to do by an appropria-\ntion made by the last legislature of Virginia, increasing the capital stock to\n$45,000. The length of the improvement, 581 miles-point of commencement\nHarrisonburg, and the terminus, near the Bath Alum springs.\nYours, very respectfully,\nM. HARVEY EFFINGER.\nDigitized by Google\nDoc. No. 17.\n135\nTo the Board of Public Works.\nGENTLEMEN,\nIn accordance with the usual rules and regulations of joint stock com-\npanies, the president and directors of the Warm springs and Harrisonburg turnpike road\ncompany would beg leave to make the following report:\nSince the last annual meeting of the stockholders in 1852, an act was passed by the\nlegislature increasing the capital stock of the company from $30,000 to $ 45,000, the state\nnow holding three-fifths in the place of two-fifths as heretofore, which is, in fact, a direct\nappropriation of $15,000 for the improvement of the road. At the last annual meeting of\nthe stockholders on the first Friday in October, the above recited act was sanctioned by the\nstockholders, and the company organized accordingly.\nThe whole line of road is at this time in a tolerable traveling condition; but the road has\nbecome too flat, and requires throwing up: many of the small bridges and culverts also\nrequire to be made new or repaired substantially.\nThat part of the road from Dayton to Harrisonburg, a distance of four miles, is under\ncontract to macadamize, and about one-half completed. It is also coutemplated macada-\nmizing all the low wet places along the line of road, and put it in a permanent state of\nrepair.\nAs so large an appropriation has been made for the improvement of the road, and judi-\nciously applied, it is believed the tolls arising from the road may be applied as dividends\nupon the stock of the company.\nThe funds on hand at the organization of the new company, it was believed, was suffi-\ncient to declare a dividend of 5 per cent. to the old stockholders, two-fifths of which will\nbe subject to an order of the Board of public works.\nFor a more full and minute statement of the financial condition of the company, refer-\nence may be had to the report of the secretary and treasurer, accompanying this report.\nRespectfully submitted.\nWM. GUY, Pre3't.\nDigitized by Google\n136\nDoc. No. 17.\nReturn of the state of the Warm Springs and Harrisonburg Turnpike Road\nCompany for the year ending 1st of October 1853.\nCapital stock,* $ 30000 00 :\nSubscribed by individuals,\n-\n-\n-\n-\n18000 00\n\"\nBoard of public works,\n-\n-\n-\n12000 00\nPaid by individuals,\n-\n-\n-\n-\n-\n18000 00\n\" Board of public works,\n-\n-\n-\n.\n12000 00\nBalance in hands of treasurer, and due from individuals, as per\nlast annual report,\n-\n-\n-\n-\n1186 08\nAmount of tolls, &c. received from 1st October 1852 to 1st Octo-\nber 1853,\n-\n-\n-\n-\n-\n2304 54\nAmount received from Board of public works, increasing capital\nstock.\n-\n-\n-\n-\n-\n15000 00\n18490 62\nTo amount paid for repairs on road and bridges from 1st October\n1852 to 1st October 1853,\n-\n-\n1620 44\nTo amount paid for collection of tolls,\n-\n-\n282 00\nIncidental expenses during the present year,\n-\n-\n133 20\nExpenses of secretary, treasurer, directory, &c.\n-\n-\n282 21\nDividend of 5 per cent. declared on the capital stock of $ 30,000,\nmade payable on the 1st November 1853,\n-\n-\n1500 00\n3817 85\nBalance in hands of treasurer, &c.\n-\n$ 14672 77\nIn hands of treasurer, &c.\n-\n-\n-\n14555 53\nIn former treasurer's hands, disputed,\n-\n-\n97 41\nDue from Rodgers & Newman,\n-\n-\n-\n19 83\n14672 77\nRespectfully submitted.\nM. HARVEY EFFINGER,\nSecretary and Treasurer.\nHarrisonburg, Nov. 3, 1853.\nList of Officers.\nWm. Guy, president; Robt. M. Kyle, John A. Herring, Franklin Pence, Joseph Mann\nand James A. Cochran, directors; M. Harvey Effinger, secretary and treasurer. Com-\npensation of president and directors, two dollars per day and all reasonable expenses.\nCompensation of secretary and treasurer, fifty dollars per year and all reasonable expenses.\n* Since the 1st of August last, the capital stock has been increased to $ 45,000 by an appropriation of the\nlegislature of Virginia of $15,000. The state will hereaiter hold three-fifths, and the private subscribers\ntwo-fifths.\nDigitized by Google\nDoc. No. 17.\n1971\nWELLSBURG AND BETHANY TURNPIKE COMPANY.\nReturn of the state of the Wellsburg and Bethany Turnpike Company from\ncommencement up to 30th September 1853.\nCapital stock, $27,000:\n:\nSubscribed by commonwealth 269f shares, at $50 per share,\n.\n13406 su\nSubscribed by individuals 1784 shares, at $50 per share,\n.\n-\n8937 50\nTells up to date,\n-\n-\n-\n-\n-\n1138 50\nLumber sold,\n-\n-\n.\n.\n.\n-\n16 50\nCash on John Panager's bond,\n-\n-\n-\n.\n100 00\ninterest\n\"\n\"\n-\n-\n-\n-\n13 50\nAmount of individual subscription unpaid,\n-\n-\n634 02\ncommonwealth \"\nof\n-\n-\n1940 -\nExpended for construction, viz: bridges, grading, culverts, filling\nat bridges; riprap walls, arching tannel, surveying and men-\nsuring road, &c.\n-\n-\n-\n-\n16931 19\nExpended for advertising notices, &c.\n-\n-\n13 75\ntoll-house,\n-\n-\n-\n-\n340 01\nland damages,\n-\n.\n-\n-\n100 00\nBenjamin Jacob, gate-keeper,\n-\n-\n168 30\nJames R. Fleming, for John Panager's bond,\n-\n150 00\nattorneys' fees,\n.\n-\n-\n-\n28 98\nfor general repairs, viz: stoning road, boarding hands,\nlabor, tools, &c.\n-\n-\n-\n2996 91\nCash on hand 30th September 1853,\n.\n1008 64\n23612 25 23612 25\n18\nDigitized by Google\n138\nDoc. No. 17.\nStatement of the Receipts and Expenditures within the year.\nBalance cash on hand 30th September 1852,\n-\n-\n-\n1444 80\nFor capital stock-amount from individuals,\n-\n-\n-\n10 81\nTolls received during the year,\n-\n-\n-\n-\n495 35\nCash on John Panager's bond,\n-\n-\n-\n-\n100 00\ninterest\n\"\n\"\n-\n.\n-\n-\n13 50\nDisbursments during the year:\nFor stoning road, general repairs, and superintendent and clerks'\n.\nsalary,\n-\n-\n.\n-\n-\n978 38\nBenjamin Jacob, gate-keeper,\n.\n-\n-\n77 30\nBalance cash on hand 30th September 1853,\n-\n.\n1008 84\n$ 2064 46 2064 46\nA map of the road has not yet been drawn.\nLength of road, six miles and a fraction.\nOne gate on the road.\nThe company have during the year been stoning the road, and intend next season to let\nout by contract to the lowest bidder, so far as their resources will allow. The mode of\nstoning and keeping in repair has been, by hiring operatives by the month. under the su-\npervision of the superintendent.\nList of Officers.\nWm. White, president; Basil Wells, Talbot Hammond, Wm. Jones, state directors;\nJames Palmer, Isaac Stewart, directors for the company; John Miller, superintendent;\nW. J. Adams, treasurer and clerk; Benjamin Jacob, gate-keeper.\nJohn Miller, superintendent, $ 20 per annum.\nW. J. Adams, clerk, $20 per annum.\nBenjamin Jacob, gatu-keeper, $ 96 per annum.\nRespectfully submitted.\nJOHN MILLER, Pres't pro term.\nW. J. ADAMS, Clk.\nDigitized by Google\nDoc. No. 17.\n139\nWELLSBURG AND WASHINGTON TURNPIKE CO.\nReturn of the state of the Wellsburg and Washington Turnpike Company for the\nyear ending 30th September 1853.\nCapital stock, $17858 33 :\nSubscribed by individuals 429 shares, at $ 25 each,\n-\n-\n10725 00\nDo. by commonwealth 285} shares, at $ 25 each,\n-\n-\n7133133\nTolls from commencement of work to date,\n-\n-\n-\n15311 43\nDue by company, nothing.\nDividends remaining unpaid,\n-\n-\n-\n-\n17 93\nAmount of commonwealth's subscription unpaid, .\n-\n62 31\nDo. of individual\ndo.\ndo.\n-\n-\n593 01\nDue to company other than on account of stock,\n-\n-\n398 92\nExpended in construction of the work from commencement\nto this date,\n-\n-\n-\n.\n- 17858 33\nExpended in land damages for the same time, nothing.\nExpended in repairs for same time,\n-\n-\n. 12818 87\nProperty now held by the company :\nTwo toll-gates, and two toll-houses for toll-receivers,\n-\n400 00\nDividends declared from commencement,\n-\n-\n957 05\nCash on hand 30th September 1852, as per statement below,\n99 20\n$ 33187 69\n33187 69\nDigitized by Google\nDoc. No. 17.\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, as per last report,\n.\n.\n-\n99 20\nReceipts of tolls during the year,\n.\n-\n:\n-\n706 54\nDo.\ndebts for tolls for former years,\n:\n-\n-\n16 50\nTotal receipts,\n-\n-\n-\n- $ 822 94\nDeduct disbursemeats during the year:\nFor improvements and repairs,\n-\n-\n-\n. 712 28\nFor officers' salaries, viz:\nSuperintendent,\n-\n.\n.\n.\n.\n20 10\nClerk, -\n-\n-\n.\n.\n- 20 00\nTreasurer,\n.\n.\n-\n-\n.\n20 00\nFor advertising,\n-\n-\n-\n-\n-\n2 00\n62 00\nTwo gate-keepers, each $ 8 33 per month, payable monthly out of tolls re-\nceived.\nBalance money on hand, as per treasurer's report of 30th September 1853,\n47 96\n822 24\nA list of private stockholders, showing the whole amount subscribed and the amount -\n# paid on the 30th September, is herewith returned.\nA complete map of the improvement has, some years ago, been furnished the Board of\npublic works.\nLength of road, six miles and forty-eight rods-all finished and in good order.\nMode of keeping the road in repair the superintendent contracts with the operatives\nby the month or job, according to the extent and nature of the repairs to be made, at an\naverage cost per mile of $ 2903 79.31.\nList of Officers.\nJohn Miller, president, and director for the state ; Joseph Applegate, Thos. P. Grimes,\nJames W. Miller, John Hinckson, Joseph Gist, directors; Joseph Applegate, superinten-\ndent, salary per annum $ 20; William Jones, clerk, salary $ 20; William Q. Adams, trea-\nsurer, salary $ 20; Alexander Duke, toll receiver, $ 8 33 per month; Alexander McCoy,\ntoll-receiver, $8 33.\nIt is proper to remark that that the tolls for the past year have, after paying toll-receivers\nand other agents, been barely sufficient to keep the road in proper repair.\nRespectfully submitted.\nJOHN MILLER, President.\nWM. JONES, Clerk.\nWM. R. DRINKARD, Esq,\nSec'y B. P. W., Richmond, Va.\nDigitized by Google\nDoc. No. 17.\n141\nWESTON AND GAULEY BRIDGE TURNPIKE COMPANY.\nAt a meeting of the stoekholders of the Weston and Gauley Bridge turnpike\ncompany, held at the law office of J. N. Camden, in the town of Sutton, on the\n4th day of October, 1853, it was\nResolved, that Morgan Dyer, James McLaughlin and B. W. Byrne be a eom-\nmittee to examine the account of the expenditures of the president and directors\nof the company.\nWhereupon, the president presented in open meeting a statement of the\nfinances of the company, which was examined and approved by the committee,\nand ordered to be filed ; and a copy of the same, together with a copy of this\nresolution, were, on motion of Mr. McLaughlin, a state director, ordered to be\nforwarded to the Board of public works as the annual report of the stockholders\nof this company to the Board of public works.\nJNO. P. BYRNE,\nClerk of Company.\nwill\nDigitized by Google\n142\nDoc. No. 17.\nTo the Stockholders of Weston & Gauley Bridge T. Co.\nThe president and directors of this company make the following as their\nfifth annual report:\nSince the last meeting of the stockholders, it appears from the reports of the superin-\ntendents of this road, that 51 miles and - poles from the mouth of Twenty Mile creek\nto Gauley bridge, being that part of the road that lies in Fayette county, and that 84 miles\nand 12 poles from the Braxton and Nicholas county line to the top of Powell's mountain,\nbeing in Nicholas county, has been let to contract at the average price of $ 785 per mile.\nThe road in Fayette to be completed the first of next November, and the road in\nNicholas to be completed against the first of November 1854, and that the contractors are\nprogressing well with their work.\nThat 10 miles west of Summersville has been completed since the last annual meeting,\nand put under toll.\nThat the residue of unfinished road in Nicholas is progressing to completion.\nThat 1 mile of macadamizing at Summersville is in rapid ståte of progress.\nThat the road from Elk river to the Nicholas county line is progressing slowly.\nUnder the provisions of the act of February 25th, 1853, chap. 264 sec. 2, the board\nlet to contract the three bridges provided for in said act, and also let to contract 2 miles of\nmacadamizing adjoining the town of Weston, and 1 mile of macadamizing through and\nnorth of the town of Sutton, and. also 1 mile of macadamizing through and adjoining the\ntown of Summersville. The macadamizing is progressing rapidly.\nThe West fork bridge is in a rapid state of completion. Nothing has been done at the\nLittle Kanawha bridge. The stone work for the Elk bridge is progressing.\nFrom the report of the treasurer of this company it appears that be has collected from\ntoll-gate keepers $ 764 70, which, after deducting $7 64, his commission for collecting,\nleaves a net balance of 757 06; and that he has paid out for repairing the road the sum\nof 847 12, leaving the company indebted to him, for payments made for repairs up to the\nfirst of this month, the sum of $ 90 06.\nIt further appears from the report of the treasurer, that there has been re-\nceived during the year ending on the 30th of September 1853, the sum of\n$\n5037 65, and that he has disbursed the sum of\n-\n.\n-\n4870 60\nHis commission on the collection of $ 5037 65 is\n-\n-\n-\n50 37d\nAmount due him at last settlement,\n-\n-\n-\n-\n33 201\nAmount of credits,\n-\n.\n-\n-\n-\n$ 4954 18\nLeaving a balance in the hands of the treasurer, of\n-\n.\n$ 83 47\nAnd it further appears from treasurer's report, that under act 25th Feb. 1853,\nchap. 264, sec. 2, he has received from the treasury of the com'wealth,\n10000 00\nAnd that he has disbursed for bridging and for macadamizing, up to the 30th of\nSeptember last,\n.\n-\n-\n3480 00\nHis commission on $10,000 at t of 1 per cent. is\n-\n.\n-\n25 00\n$ 3510 00\nLawing in the hands of the treasurer of that fund on the let of this month,\nform of\n-\n$ 6490 00\nDigitized by\nGoogle\nDoc. No. 17.\n143\nSince writing the preceding part of this report, the president of this company has been\ninformed that Ira Hart, who was understood to be the contractor to construct the Elk\nbridge, has failed to give a satisfactory bond to the company for the proper construction\nof said bridge, and that probably his contract for said bridge will be set aside for said\nfailure.\nAll of which is respecfully submitted.\nFELIX SUTTON,\nPresident.\nOctober 3d, 1853.\nDigitized by Google\n144\nDoc. No. 17.\nWEST MILFORD AND NEW SALEM TURNPIKE CO.\nReturn of the state of the West Milford and New Salem Turnpike Company for\nthe year ending 30th September, 1853.\nCapital stock, $12,000:\nSubscribed by individuals 192 shares, at $ 25 per share,\n-\n4800 00\nSubscribed by the commonwealth 288 shares, at $ 25 per share,\n-\n7200 00\nTolls from commencement of work to date,\n-\n-\n70 81\nAmount of commonwealth's subscription unpaid,\n-\n-\n451 55\nAmount of individual subscription unpaid,\n-\n-\n294 29\nExpended in constructing the work from commencement, July\n1850:\nFor printing,\n-\n-\n-\n-\n40 11\nlocating,\n-\n-\n.\n-\n342 624\npostage,\n-\n.\n-\n-\n2 35\nbooks and stationery,\n-\n-\n-\n-\n2 621\ndraft of bridge,\n-\n.\n-\n-\n5 00\nseal,\n-\n-\n-\n-\n5 00\nmaking road,\n-\n-\n-\n-\n7568 65\nbridge over Jesse's run,\n-\n-\n-\n225 00\nsuperintendent,\n-\n-\n-\n-\n350 83\ntreasurer and clerk,\n-\n-\n.\n-\n608 33\nattorney,\n-\n-\n-\n-\n59 80\npresident and directors,\n-\n-\n-\n81 00\nbridge,\n-\n-\n-\n-\n1800 00\ndiscount on drafts,\n.\n-\n-\n-\n2 27\ncosts,\n-\n-\n-\n-\n1 30\ntoll-receiver's compensation,\n.\n.\n-\n14 16\nrepairs,\n-\n-\n-\n-\n120 40\nCash on hand 30th September 1853,\n-\n-\n-\n95 52\n$ 12070 81 12070 81\nDigitized by Google\nDoc. No. 17.\n145\nStatement of Receipts and Expenditures within the year.\n4\nBalance of money on hand, per last annual report,\n-\n-\n-\n113 90\nAmount received from individual stockholders,\n-\n-\n.\n965 16\nAmount received from Board of public works,\n-\n-\n.\n1454 31\nAmount of tolls received,\n-\n-\n-\n-\n.\n70 81\nDeduct disbursements during the year:\nFor postage,\n-\n-\n-\n-\n-\n9\nFor stationery,\n-\n-\n-\n-\n-\n121\nFor locating,\n-\n-\n-\n-\n-\n374\nFor making road,\n-\n-\n-\n-\n314 92\nFor superintendence,\n-\n-\n-\n-\n50 00\nFor treasurer and clerk,\n-\n-\n-\n-\n97 92\nFor attorney,\n-\n-\n.\n-\n-\n17 40\nFor president and directors,\n-\n-\n-\n-\n81 00\nFor discount on drafts,\n-\n-\n-\n-\n2 27\nFor costs,\n-\n-\n.\n-\n-\n1 30\nFor toll-receiver's compensation,\n-\n-\n-\n14 16\nFor repairs,\n-\n-\n-\n-\n-\n120 40\nFor bridge,\n.\n-\n-\n-\n-\n1800 00\nFor printing,\n-\n-\n-\n-\n-\n8 00\nMoney on hand,\n-\n-\n-\n-\n-\n95 52\n$\n2603 48 2603 48\nDigitized by Google\n146\nDoc. No. 17.\nStatement of the Receipts and Expenditures of the Branch to Clarksburg.\na\nAmount received from county court of Harrison,\n.\n-\n-\n-\n2400 00\nAmount received from Board of public works,\n.\n-\n-\n3600 00\nDeduct disbursements:\n.\nFor construction of road and bridge,\n-\n-\n-\n5502 06\nFor officers, &c.\n-\n-\n-\n-\n-\n164 00\nFor land damages,\n-\n-\n-\n-\n41 03\nIncidental expenses, stationery, &c.\n-\n-\n-\n871\nDiscount on drafts,\n-\n-\n-\n-\n18 00\nMoney on hand,\n-\n-\n-\n-\n-\n274 031\n$ 6000 00 6000 00\nList of Officers.\nA. M. Austin, president; John Kee, Stephen Bassel, Solomon Ward, H.J. Lynch and\nDaniel H. Smith, directors, each $1 per diem when employed ; E. W. Patton, superin-\ntendent, $ 50 per year; R. Jackson, treasurer and clerk, $100 per year: Charles Lewis,\nattorney, 17 40 per year; Daniel W. Lynch, toll-receiver, compensation 20 per cent. on\ncollections ; W. G. Ward, toll-receiver, keeps six miles in repair for toll; the superin-\ntendent keeps the balance in repair.\nLength of road, 29 miles; 26 miles finished-3 miles on Clarksburg and Weston turn-\npike road. Average cost per mile for making and keeping in repair twelve months,\n291 72.\nR. JACKSON, Clerk.\nDigitized by Google\nDoc. No. 17.\n147\nJAMES RIVER AND KANAWHA COMPANY.\nOFFICE JAMES RIVER AND KANAWHA Co.\nRichmond, October 26, 1853.\nGENTLEMEN,\nIn accordance with your circular of the 1st instant, calling for\nannual reports, I have the honor to communicate herewith a copy of my report\nto the stockholders of the James river and Kanawha company, together with a\nlist of the private stockholders and of the officers and agents of the company on\nthe 30th of September last.\nThe additional papers called for in your circular will be found in the documents\naccompanying my report, and in previous communications to your honorable\nbody.\nI am, very respectfully,\nYour ob't serv't,\nJ. Y. MASON.\nTo the Board of Public Works.\n100)\nDigitized by Google\n148\nDoc. No. 17.\nPRESIDENT'S REPORT.\nTo the Stockholders of the\nJames River and Kanawha Company.\nGENTLEMEN,\nIn submitting to you, on the present occasion, the annual report on the\nstate of the improvement and the affairs of the company, I have to ask your indulgence\nfor any want of care in its preparation, or of copious detail in its explanations, as serious\nindisposition, and other circumstances which I could not control, have prevented me from\ngiving to it either the time or the consideration which I earnestly desired it should receive.\nSince your last meeting, some changes have taken place in the official organization of the\ncompany. Mr. Ezra Walker, the faithful and respected agent of western improvements,\nafter an attack of sickness, left his home before he was sufficiently recovered to make the\nnecessary arrangements for the repairs of the Kanawha road, and when he had reached the\ncounty of Cabell, relapsed, and died on the 31st day of March last. He fell a victim to\nhis zeal in the company's service. Gen. Douglas B. Layne, of Alleghany county, was ap-\npointed his successor, and entered on his duties promptly and zealously. From Gen.\nLayne's well established character, and from my personal observation of his discharge of\nhis duty along the entire line, I feel confident that he will faithfully and efficiently discharge\nthe duties of one of the most important and responsible agencies in your service.\nWalter G. Turpin returned to your employment as an assistant engineer in the month of\nApril last, and resigned his office of superintendent of repairs of the second division of the\ncanal, and James M. Harris was appointed his successor. In the month of August, Col.\nWalter Gwynn resigned his office as chief engineer of the company, to take effect on the\n1st of September, and on that day retired. from your service, in which he had been em-\nployed for seven years, and had discharged his responsible duties with signal ability. In\nAugust, Joseph R. Anderson, Esq. resigned as director of the company, and Richard O.\nHaskins Esq. of Richmond was chosen to fill the vacancy.\nConforming to usage, I propose to arrange the subjects of this report under the heads of\nI. The condition of the work.\nII. The state of the finances.\nIII. Other matters of interest concerning the condition and future prospects of the\ncompany.\nI. THE CONDITION OF THE WORK.\nI submit herewith a report of Walter Gwynn, Esq., late chief engineer of the company,\nof the \" operations of the department committed to his charge,\" marked A, and with it the\nreports of D. S. Walton, Esq., who is in charge of the Tidewater connection, of the agent\nof the western improvements, and of the superintendents of repairs of the first and second\ndivisions of the canal. These communications possess much interest and give detailed in-\nformation of the incidents of the year along the entire length of your improvement. I\nregret that a most violent and protracted attack of fever, contracted in the line of his\nduty, caused by great exposure in repairing injuries to the first division of the canal, ren-\ndered it impossible for Mr. Chinn, the excellent superintendent of the first division, to in-\ntroduce into his report as much of detail as he desired to give in his account of his opera-\ntions during the year. Until prostrated by disease, he displayed his characteristic energy,\nskill and fidelity in the discharge of his important duties.\nDigitized by\nGoogle\nDoc. No. 17.\n149\nThe several the company's line of improvement are:\n1. The Richmond dock and the connection of the basin at Richmond with the tidewater.\n2. The canal from Richmond to Buchanan.\n3. The Blue Ridge turnpike and ferry.\n4. The Kanawha turnpike road and river.\n5. The Rivanna and Southside connections.\n6. The third division, or extension of the company's water line west of Buchanan.\n1. The Richmond Dock and Tidewater Connection.\nThe great importance of the speedy completion of this work was earnestly presented in\nmy last annual report, and the zealous desire to accomplish that object has constantly\nanimated the board of directors. In obedience to your resolution, adopted in October last,\na memorial was presented to the legislature on the 23d of November 1852, asking a loan\nof money to enable the company to complete this work. A copy is herewith submitted,\nmarked B. On the 2d of March 1853, an act was passed directing a loan to enable the\ncompany to extend its water line west of Buehanan, and authorizing the use of sixty thou-\nsand dollars of the sum loaned for the purpose of completing the connection of the canal\nwith tidewater. But by the terms of the act no part of the money could be used until the\nstockholders held a meeting and complied with the conditions imposed. Your meeting\ncould not be held at an earlier day than the 20th of April, and the first advance of money\nwas made by the Board of public works on the 4th day of May 1853. On the 29th of\nMarch, another act was passed authorizing a loan for the Tidewater connection of seventy\nthousand dollars, which was not available until the 5th day of July 1853, when, the re-\nquired incumbrance having been executed, the money was advanced. Copies of these two\nacts were communicated to you at your called meeting in April last. Such was the condi-\ntion of the company's finances during the interval between your last annual meeting and\nthe receipt of the money thus loaned, that the work at the Tidewater connection would\nhave been suspended but for funds borrowed of the banks, for which the president, directors\nand chief engineer made themselves personally responsible to a very considerable amount.\nThe disastrous consequences of a total suspension of the work were obvious. In its un-\nfinished and exposed situation, irreparable injuries might and probably would have resulted\nfrom such a measure. A force was kept on the work, but not so large as would have been\nemployed if it could have been certainly known that aid would be given by the legialature.\nThis condition of things materially delayed the work, and the freshets in the river inter-\nrupted it more frequently than usual. To enable boats to pass under Mayo's bridge where\nit crosses the company's line, it was necessary to raise the bridge four feet; and to effect\nthis, the change of the grade of 14th street, in the city of Richmond, leading to the bridge,\nwas indispensable. The city authorities gave the permission to change the grade of the\nstreet at the cost of this company and the Richmond and Danville railroad company but\nit could not be effected until the city had constructed a culvert under the street. That\nculvert is recently finished, and we are now constructing abutments for the new bridge,\nwhich will be immediately followed by the superstructure. The present span of the canal\nat this point is 50 feet. The improvement requires 62 feet. The water could not be\nturned into the Tidewater connection until the additional width of the canal at the bridge\nwas excavated, and the bridge abutments constructed. The coffer dams above the ship\nlock are indispensable until that work is completed, so that no advantage to trade and no\nrevenue to the company could have resulted if the water had been introduced into the\ndock. It is proposed early in November to let in water enough to carry stone in flat boats\nfrom the Danville railroad depot to the ship lock. This may be done without endangering\nthe coffer dams above that structure. The basin at the head of the connection is opened to\nDigitized by\nGoogle\n150\nDoc. No. 17.\nuse, and is a most valuable addition to the area for accommodation of boats. The altera-\ntion of lock No. 3, 80 as to give it length of chamber equal to the other locks on the line,\nis nearly complete, at a trifling cost. All the necessary works may be regarded as com-\npleted, except the ship lock. It gives me pleasure to inform you that a foundation of rock\nhas been obtained for this great structure, and that the work is progressing as rapidly as\nthe limited space for work will permit. The dimensions have been. fixed at 180 feet in\nlength and 35 feet in width. The subject was anxiously considered; and on consultation\nwith intelligent merchants, and ship owners and ship brokers, the board were satisfied that\nthese dimensions are sufficient for the accommodation of the largest sized sail vessels fully\nrigged which can come to Richmond in the most improved condition of the river; and at-\ntaining this object, it was desirable to save the cost of unnecessary masonry, and especially\nto avoid an useless waste of water in working the locks, for the supply of which the main\nreliance will be on the first level, through the basin. Existing contracts for water power\nmake it necessary to economize this head of water as much as possible.\nThe structure will contain 7,500 cubic yards of masonry. The stone is all prepared, and\nabout 4,125 yards are laid. If the weather proves favorable, the masons will lay about\n1,000 yards per month. Arrangements are made to have the most approved lock gates\nready when the masonry is finished, and I believe the Tidewater connection will be in full\noperation at an early day in the ensuing season. Its early completion is of great impor-\ntance to the finances of the company and to the business of the public. But it is of great\nconsequence that the work shall be well and properly constructed; and time is not lost\nwhich is spent in securing this primary object.\n2. The Canal from Richmond to Buchanan.\nThe reports of the superintendents of repairs of the two divisions of this line will show\nthe extent of the work done in the past year. There have been three freshets during the\nyear, and the injuries resulting have been promptly repaired. But some interruptions to\nbusiness have necessarily resulted. The permanent repairs of decayed locks and aque-\nducts on the first division have suspended the use of the canal some days longer than\nheretofore; and hence the receipts on the canal in June, July and August have not amounted\nto as large an aggregate as was anticipated. The repairs were skillfully conducted, and on\na system which has heretofore been explained, and seems to be the best which can be de-\nvised for the execution of necessary work with the least possible interruption of trade. In\nthree years more, on this system, the entire line of locks from Richmond to Lynchburg will\nhave been thoroughly renovated, with the least possible injury to business, and the canal\nplaced in better condition than at any previous period. The managers of the northern\ncanals are enabled by the rigors of winter suspending the use of their lines of transporta-\ntion, to draw off the water during the winter months, clean out the trunk of the canals, and\nrepair defective works. But in our more favorable climate, the winter is a very busy\nseason, and our period of repair is from the month of May, when the spring trade is sup-\nplied, and the business on the canal less urgent, until late in July, including the time of\nharvesting. Experience has shown it to be the period of the year, when the smallest in-\nterruption of business results. On this division the construction of a stone dam at Maiden's\nAdventure has been carried on with great zeal and admirable skill and success, under the\nimmediate superintendence of Mr. Duncan Grant. It is carried 80 far as to insure its com-\npletion in the next season, while in its present condition it secures an abundant supply of\nwater for the purposes of navigation in Maiden's Adventure pond. The materials of gra-\nnite and cement are of the very best quality and the mechanical work has been executed\nin 80 masterly a manner that it will, in my judgment, be justly regarded when completed\nas one of the best specimens of masonry on your line, or in the country; and will at all\ntimes secure the trade on the canal from the serious annoyance which has been 60 long felt\nof the want of sufficient water in the pond. Circumstances, already alluded to, made It\nDigitized by Google\nDoc. No. 17.\n151\nprudent not to hire a very large amount of labor at the beginning of the year, and it could\nnot be commanded after the spring set in. It is not injurious to the interests of the com-\npany to distribute the cost of this heavy extraordinary repair through two seasons instead\nof one, as the great object of securing sufficient water in the pond is secured.\nIn my last annual report I alluded to the gratifying fact, that the second division of the\ncanal for the first time in use, had suffered scarcely any damage.\" The report of Mr.\nHarris, the excellent and efficient superintendent of repairs on that division, enumerates\nthe casualties which have befallen it during the past year. They are by no means conside-\nrable when we remember the nature of its location, the rugged country, and the narrow\nmountain gorges through which it passes. The opinion expressed by Mr. Harris seems to\nme entirely just, that \" though the expenses have been considerable this year on this divi-\nsion, caused principally by the freshet of November 1852, yet you have been benefited by\nit in this, since it has shown you the weakest points in your structures, and they have been\neffectually guarded and protected from similar and much higher freshets in future. Your\nstone dams particularly, have been placed in a condition to resist the destructive effects of\nheavy brushwood in time of floods; and I think I can safely say, that your work is in a\nmuch better condition than it has ever been at any former period.\"\nThe gross receipts from tolls, water rents and scale-house fees on the first\nand second divisions for the fiscal year ending the 30th September last,\nwere\n293512 92\nThe revenues from the same source for the preceding year were\n277448 97\nShowing an increase of\n$16063 95\nThe actual amount of tonnage conveyed on the canal during the last fiscal\nyear, is\n-\n231032.1 tons\nIn the preceding year, the tonnage was\n210040\n\"\nIncrease of tonnage,\n-\n20992.1\n\"\nThe estimated value of freight transported during the past year will reach\nthe large sum of\n$17435000\nThis exhibit shows that the business, the revenue and the usefulness of the company's\nimprovement are steadily increasing.\n3. The Blue Ridge Turnpike and Ferry.\nAs I anticipated in my last report, the income from this source is not equal to the expense\nof maintaining the road and the ferry, by the sum of $ 329 70. The opening of the canal\nhas diverted a large amount of travel from the improvement, but it is still used to some\nextent, and is an important easement to the public. The excess of expenditure over\nreceipts is trifling. It may be doubted whether the company has the right without violation\nof its charter to permit the road to go down ; and under existing circumstances it is doubtful\nwhether the turnpike would be received as a county road. I do not anticipate much in-\ncrease of travel or of income from this source, but advise that it be kept up.\n4. The Western Improvements.\nIn the month of May last, accompanied by the chief engineer and Gen. Layne, the agent\nof the western improvements, I passed over the entire line of the turnpike road from Guy-\nandotte to Covington. The road was in good order, and the navigation of the river in as\ngood condition -\n4 state of the improvement required by law can furnish.\nThe\nDigitized by\nGoogle\n152\nDoc. No. 17.\nThe net receipts from accruing tolls and tolls in arrear for the past year, are\n8877 40\nThe net receipts from the same sources for the preceding year, were\n8068 41\nIncrease,\n818 99\nThe travel on the turnpike road is manifestly diminishing. The establishment of pre-\nferable routes to the eastern markets has produced this effect; and in future I cannot antici-\npate a business which, after defraying the necessary expenses of keeping the road in repair\nand of the collection of tolls, will yield more than a very small net revenue.\nThe business of the river on the contrary is increasing, and promises a very large in-\ncrease in a few years.\nI was gratified to witness throughout the Trans-Alleghany portion of the state through\nwhich the improvement passes, the strongest evidences of enterprise, industry and improve-\nment. Extensive and costly preparations are being made to commence coal-mining; and\nthat rich and extensive basin filled with the finest bituminous coal, which has so long been\nundisturbed, is soon to be opened, with the prospect of enormous production, and of large\nprofit. Immense quantities of this mineral will go to the Ohio river, by the Kanawha, and if\nyour water line were now in operation across the Alleghany to its western terminus, would\nbe transported over it to furnish fuel for iron furnaces and manufacturing establishments\nalong the whole line, supplying your eastern cities with fuel, and furnishing a valuable\narticle of export from the Atlantic ports of the state. At Charleston I witnessed the ex-\ntraordinany spectacle of a steamer towing flat boats, loaded with heavy iron rails to points\nhigh up the river, to be laid from the mouths of the coal drifts to the Kanawha river. But\ngratifying as this spectacle was, I could not but remember, that this iron, raised and manu-\nfactured in Wales, had pursued its long and expensive route of transportation, across the\nocean, up the Mississippi, Ohio and Kanawha rivers, into a region filled by nature with the\nfinest coal and iron ore. The time is rapidly approaching, when such importations will no\nlonger be required for that region of our country 80 munificently endowed by nature with\nthe elements of wealth. Your improvement is destined to perform the grateful and patri-\notic office of aiding in the development of these rich resources. It has been with me a\nmost cherished object, because by its extension to the Ohio, while greatly promoting the\ninterests of Virginia, increasing her population and wealth, the revenues of the company\nwill be so enlarged as to justify the heavy outlay in the construction of your improvement\nThe toll charged on the Kanawha river is now fixed at a half cent per bushel for all die-\ntances. I recommend that you authorize the board of directors to revise and modify this\narticle of your tariff of tolls, 80 as to make it more equitable, and as far as may be, remove\nunnecessary burthens, and encourage the production of this great article of freight. I\nhave received assurances, on which I rely, that the mines now being opened, will raise and\nsend down the river not less than 17000 bushels per day. It is not clear that it may not be\nnecessary to ask the authority of the legislature to make a change of the toll on this part\nof your improvement; and I therefore recommend that authority be given to the board, if\nfound necessary, to memorialize the legislature on the subject.\n5. The Rivanna and Southside Connections.\nI refer to the report of the chief engineer for a full explanation on this subject. The\nnecessity of applying the funds of the company, according to its obligations to the state,\nand in conformity with the terms of the acts of assembly, making loans, as far as practica-\nble, compelled the board of directors to limit the expenditures on these several objects as\nfar as possible. The work on the New Canton bridge will be finished BO as to be fit for use\nas soon as the year hands, with a small number of mechanics hired for the purpose, can\nexecute the work. The condition of that work, as it was when abandoned by the contrac-\ntor, has been a constant subject of anxiety to the board of directors and the officers of the\nDigitized by Google\nDoc. No. 17.\n153\ncompany. But with limited and trammeled resources, its completion was necessarily post-\nponed, until work of more urgent necessity to the business and income of the company\ncould be done.\nThe acts of the general assembly of March 23, 1839, and March 12, 1849, imposed on this\ncompany the cost of connecting the Rivanna navigation company's improvement with your\ncanal at Columbia. On the tenth day of January 1850, an agreement between the two\ncompanies was made, and a copy of which I communicate herewith, marked C. I also\ncommunicate a copy of a resolution of the board of directors, adopted on the 22d day of\nApril last, turning over to the Rivanna company the improvement, to be maintained in\nfuture at that company's expense. A copy of this resolution was transmitted to the president\nof the navigation company, but no answer has been received. In view of the fact, that the\noutlay of this company in constructing the works of connection has been very heavy, that\nthe tolls for its use all accrue to the navigation company, it is not deemed unreasonable to\nclose your liability on that account. Having a strict identity of interests, the best interests\nof the two companies will be promoted by, the most friendly understanding and I presume,\nif any question of conflict arise, it can be readily accommodated if approached, as I doubt\nnot it will be, in the spirit of harmony. It has not been found necessary to hypothecate\nthe revenues of the company, to any extent, as a security for the means to enable the\nRivanna navigation company to complete its improvement, as authorized by your resolution\nof the 29th October last. Other and more satisfactory provision was made by the legis-\nlature, and that important feeder to the canal is progressing without your aid.\nThe income from the bridges forming the Southside connections, in tolls paid, is very\ninconsiderable. The great benefit of these structures is in affording facilities for per-\nsons and freight using the canal; and by the terms of the law, they pass free of charge.\n6. The Third Division, or the extension of the Company's Water Line West of Buchanan.\nThe report of the chief engineer will inform you of the works executed on this division\nand that in August last, at Buchanan, the board of directors met, and let to contract the\nnecessary works to the mouth of Craig's creek. At the same meeting the board adopted a\nresolution, directing a careful location to be made of the extended line of improvement to\nClifton Forge. The contracts were made on favorable terms, and there is every reason to\nexpect that the contractors will execute their work within the time stipulated. The inte-\nrests of the company will be promoted by the most careful location, in detail, of the line as\nit approaches the Alleghany. Additional work should be let as soon as the resolution of\nthe board is complied with.\nII. THE STATE OF THE FINANCES.\nThe usual financial statements of the secretary and of the collectors of tolls are here-\nwith communicated, marked 1, 2, 3, 4, 5, 6 and 7.\nThey exhibit, in a simple form\n1. The receipts and disbursements of the last fiscal year.\n2.\n\"\n\"\n\"\nof the company from its organization to the 30th\nSeptember last.\n3. The annual tonnage, tolls and ordinary expenses, and repairs of the canal.\n4. A table showing the different articles and their quantities annually transported on the\ncanal.\n5.\n6.\nClassified tables of the quantities and probable value of the various articles of\n7.\nproduce and merchandize transported during the last year.\nThey present a plain view of the company's affairs.\nDigitized\nby\nGoogle\n154\nDoc. No. 17.\nThe gross receipts from the productive works of the company, and from\nmiscellaneous sources, for the year ending on the 30th September\n1852, were\n306983 24\nThe receipts from the same sources, for the year ending on the 30th\nSeptember 1853,\n-\n-\n325311 52\nThe disbursements for repairs, ordinary and extraordinary, for the\nfirst of the above named years, were\n-\n-\n-\n127220 09\nThose for the year just ended,\n-\n-\n-\n-\n166931 00\nThe estimated amount of these disbursements, was\n-\n-\n135000 00\nIn my estimate of the receipts of the last fiscal year, I anticipated an income from tolls\nand arrearages of tolls on the Kanawha river, and other sources, of $ 345000. Twenty\nthousand dollars was calculated on from the tolls and arrearages of tolls on the Kanawha.\nThe collections have not been as large as I anticipated, but the debts are still due and will\nbe collected, 80 that the result has fully sustained my anticipation as to your revenue. I\ninformed you in my last report, that I felt authorized to anticipate that the legislature\nwould make an additional appropriation to meet the interest due on the 1st of January,\nand anticipated, by the generous aid of the state, as a part of your receipts for the then\ncurrent year, $180000. Agreeably to your instructions, a memorial was presented asking\nthis aid. A bill was reported, and was rejected in the house of delegates on the 23d day of\nDecember by a vote of 53 in its favor, and 24 against it. Although the majority\nwas so decided, the number was not sufficient, under the constitution, to pass the bill; and\nso many members were absent, that the constitutional majority could not be commanded.\nOn the 1st day of January the company was without funds to pay its interest; and on the\n7th of January 1853, a bill was passed by the house of delegates, and subsequently by the\nsenate, to pay the interest at the treasury, which had thus fallen due. Copies of the memo-\nrial and of the act are herewith communicated, marked D. The amount paid by the state\non this account is 67374, and to this must be added the amount of interest due to the\nstate at that semi-annual period of payment. The expenditures for repairs and incidental\nwork have exceeded the estimate. This result is attributed to the facts, that more work of\nrepair than was to be expected has been made necessary and done; works on the connec-\ntions have been executed under this head, and the prices of labor and provisions have\ngreatly increased.\nBy reference to the statements accompanying the last annual report, it will be observed\nthat the excess of disbursements over receipts on the 30th of September 1852, was\n378366 41, and the mode of meeting the items, making that amount from time to time\nby transfers from one head of appropriation to another, was stated. During the past year\nthis balance has been increased by the sum of $ 40525 37. This result is by no means\ndiscouraging. The legislature made no specific appropriation for the payment of interest\non the company's liabilities falling due on the first day of July last, and that was paid by\nthe company.\nVery valuable and permanent improvements have been made in the company's works by\nthe costly but permanent dain at Maiden's Adventure, the rebuilding of locks and aque-\nducts, which will not recur for many years, and indispensable works on the connections.\nNotwithstanding the unforeseen occasion for increased expenditure, if the anticipation\nof aid in meeting the interest due on the 1st of July .had been realized, there would\nhave been a surplus of not less than fifty thousand dollars to refund to the appropria-\ntions from which transfers had been made. Instead of being discouraged by the con-\ndition of your revenues and business for the past year, I am confirmed in my most san-\nguine anticipations in regard to the future prospects of increase of both. The table of\nprincipal articles transported in the last year shows that, of pig iron, only 31954 tons were\nbrought from the region producing that article during that period. The present and pres-\npective state of the market'can leave no doubt that the production of this article of freight\nDigitized\nby\nGoogle\nDoc. No. 17.\n155\nwill be greatly increased. Already preparations are made for putting several furnaces into\noperation, and others will follow, 80 that, at least, the average production of former years\nmay be anticipated with confidence; and the quantity may be calculated on this basis as\nnot short of sixteen thousand tons per annum. To make this a permanent supply of freight\nto yet a larger amount, nothing is necessary but to extend your canal into the coal region\nwest of the Alleghany, 80 as to supply cheap fuel to work the furnaces, when the natural\nsupply of wood is exhausted.\nThe increase of tolls received at Lynchburg during the year, has been $17823 49 over\nthe receipts at that point in the preceding year. It cannot be determined with precise ac-\ncuracy of what articles of freight the increased business, producing the additional revenue,\nconsisted. But assuming the usual average of tolls paid on articles transported over 80\ngreat a distance, it may be safely asserted, that this increase of freight has not amounted\nto ten thousand tons. Tolls are paid at the Lynchburg office on all freight which is placed\non the canal at any point below Buchanan. And the Virginia and Tennessee railroad,\nrapidly progressing into the fertile and productive region of Southwestern Virginia, has\nbeen in operation for a considerable distance during the year. It appears to me, that it\ncannot be doubted, that from these sources a very large increase of freight, and conse-\nquently of revenue, may be anticipated without exaggerated or immoderate calculations.\nThe revenue of the company will be increased on the western improvements. From the\nTidewater connection a revenue equal to the highest calculations made, may be counted on\nand from the Rivanna improvement, from the Slate river and North river improvements,\nwhen completed, large additions to your business may be expected, besides the increased\nproduction in the area now using the canal, from improvements in agriculture.\nA most striking proof of the value of your work is afforded by the table, herewith sub-\nmitted, marked E, showing the revenue received for each year, commencing with 1842, and\nending with 1853, beginning with less than $100000, and steadily increasing until in eleven\nyears it exceeds $ 293000 per annum.\nThe current fiscal year commenced on the 1st day of the present month; and we have\nreturns of the receipts to the 15th day of October inst. These receipts exceeded those of\nthe corresponding period of last year, by about 2000, and justify the expectation of more\nthan an average increase of your revenues through the year.\nMy views have been often presented of the causes of the embarrassments of the com-\npany. It does not appear to be the effect of wastefulness or extravagance. The cost of\nyour work per mile, under all the disadvantages of protracted construction by sections, great\nelevation overcome by lockage, and the rugged character of the location, is not unreason-\nable. Compared with the annual cost of repairs of the Erie, the most successful of the\nnorthern canals, your expenditures for repairs are extremely moderate. The average cost\nof repairs of the Erie canal per mile has been nine hundred dollars per annum the average\ncost of your repairs per mile does not exceed three hundred and fifty dollars per annum.\nThe distinguished chief engineer of the state of New York, in commending the enlargement\nof the Erie canal at a cost of nine millions of dollars, urges in its favor that it will reduce\nthe cost of annual repair per mile to seven hundred dollars. In three years from this time,\nwhen composite locks and wooden aqueducts of your canal shall be renovated, your costs\nof repair annually ought to be less than three hundred dollars per mile.\nIt is the heavy charge of interest for cost of construction which is, in fact, a declared\ndividend of 6 per ct. on capital stock before the work is completed which embarrasses your\naffairs. Acting on a system long practiced and regularly made known to you and to the\nlegislature, transfers of appropriations have been made for the purpose of finishing impor-\ntant works and making them productive, or of assisting to pay your interest, without objec-\ntion, until the last winter; and it has resulted in creating a debt to unfinished works, of\n418891 78, to be refunded from the income of the works made productive by the trans-\nfers. With the views entertained by many members, if not by a majority of the legislature,\nDigitized by Google\n156\nDoc. No. 17.\nit is worthy of consideration whether it is not better for the company to ask of the legisla-\nture its aid in restoring to the appropriations the amount 80 transferred, and thus enable\nthe company to go on with the prosecution of its works of extension, and with its revenues\nto meet the charges of interest and necessary expenditures.\nIII. OTHER MATTERS OF INTEREST CONCERNING THE CONDITION AND FUTURE\nPROSPECTS OF THE COMPANY.\nDuring the past winter incidents of no ordinary interest to the company transpired.\nFrom the published reports of the proceedings of the house of delegates, there appeared to\nme to be great misapprehension in regard to the administration of the affairs of this com-\npany, which made it my duty, as the president of the company, to address to the speaker of\nthe house a communication, asking a full and searching investigation of the condition of the\ncompany, and of the conduct of its officers and agents.\nA select committee was appointed, and at their invitation, I addressed to them a com-\nmunication in reply to enquiries propounded, besides appearing before them and making\nverbal explanations in elucidation of every matter on which they were required. The\ncommittee reported the result of their investigation, which was received by the house, and\nordered to be printed. I submit herewith copies of these several documents, marked F,\nand numbered 1, 2 and 3.\nAlthough there was no specific action by the house of delegates on the report, I heard\nof no objection to its conclusions, fully exonerating the company and its officers from\nany opprobious charge, and no dissent from the reasoning of the committee, which ex-\npressed a very high appreciation of the value and importance of your improvement. And I\nhailed with much satisfaction the evidence of the fact that the legislature concurred with\nthe committee in their favorable views, furnished by the passage, after the report was re-\nceived, of the two acts already communicated, making appropriations for the completion of\nthe Tidewater connection and the extension of your improvement westwardly. The com-\nmittee in their report disapproved of the transfer of appropriations from one head to\nanother, but candidly stated that it had been done for many years, and made known in the\nannual reports to the legislature, and not objected to, either by that honorable body, or its\nformer investigating committees, and that the money 80 transferred had been faithfully ex-\npended in increasing the value of the company's property mortgaged to the state; and the\nnecessary consequence was, that the ability of the company to meet its engagements with\nthe state was thereby strengthened. I concur in the opinion that money loaned by the\nstate ought to be applied to the specific objects for which it is intended; but there have\noccurred cases, in which a departure from this rule has promoted the best interests of the\ncompany, and of the state as creditor, surety and stockholder; and in my communication\nto the committee, I gave my reasons for my opinion that it might be 80 done, in the exer-\ncise of a sound discretion, without breach of faith or violation of law. The known wish of\nthe legislature, however, ought to control the company; and, as far as possible, has done 80\nduring the year.\nThe acts of the legislature which followed the investigation, were of the highest impor-\ntance to the future prospects of the company. They furnished means to complete the\nTidewater connection, which will prove eminently advantageous to business, and will add at\nleast 60000 dollars to your revenue, and to extend your water line west of Buchanan. And\nin the spirit of justice and pure faith, which I trust will ever characterize the legislature\nof Virginia, they recognize your right of way across the Alleghany. Your proceedings at\nyour called meeting in April, as required by the act of the 2d day of March 1853, were\nduly communicated to the Board of public works, and have led to communications between\nthat board and your board of directors, copies of which I submit, marked G. The most\nmature reflection has confirmed me in my conviction of the wisdom of the course adopted\nDigitized\nby\nGoogle\nDoc. No. 17.\n157\nby you in your resolutions on that subject. I am persuaded, from the actual location of the\nwater line, and of the railroad from Covington to Crow's at the foot of the Alleghany\nmountain, the two lines of improvement can be constructed, without material increase of\ncost or of inconvenience to either; and that when the Covington and Ohio railroad com-\npany shall have definitely selected their route across the Alleghany, the same auspicious result\nwill be attained, if the two companies observe the same spirit of harmony and concession\nwhich has heretofore governed their conduct. I cannot repeat too strongly my conviction\nthat the best interests of the company and of the state require that the railroad should be\n80 located as not to destroy the only practicable route for the water line.\nIn the great valley to which these improvements are tending, the estimated annual pro-\nduction of articles of commerce for transportation to the Atlantic ports of the United\nStates, is seventeen millions tons of freight. Considering the physical objections to the\ndown stream transportation by way of New Orleans, arising from the heat and moisture of\nthe climate, often highly injurious to bread stuffs, the cereal grains, tobacco and provisions,\nand the interruption of the northern routes, for many months in the year, by severity of the\nclimate, I have not doubted that if lines of transportation shall be established through Vir-\nginia to the Ohio river, they must and will command a considerable portion of the trade of\nthe valleys of the Mississippi and the Ohio. The capacity of the railroad is not equal to\nthe transportation annually of more than four hundred thousand tons. The capacity of the\ncanal is to carry nearly three millions. Both improvements will find most renumerating\nemployment. The length of your improvement will be 483 miles; and if it can command\none million tons of extra territorial freight, conceding to the railroad all the passengers,\nand as much freight as it can carry, you may reduce your tolls to one cent per ton per mile,\nand your revenue will be four millions eight hundred and thirty thousand dollars, exclusive\nof freight on articles of consumption taken in return, and of the way freight furnished by\nthe people of Virginia, along the whole length of the line.\nIs this an extravagant anticipation The articles of freight making the enormous aggre-\ngate before stated, are the surplus products of the interior, and must find their way to\nmarket by some line of navigation or improvement. The competing lines are limited in\nnumber. The Virginia lines will have the advantage of distance and of climate over both\nsouthern and northern routes; and over those by the lakes, this controlling advantage, that\nthe great productions of provisions and bread stuffs being ready for market in December\nand January, cannot use the northern water lines, while obstructed by ice, but through Vir-\nginia they may be sent to market in the winter months; thus avoiding the necessity of\nkeeping them on hand at risk of injury or loss, with the advantage of applying labor to\ngetting them off, at a season when it could not be very advantageously employed in the\nfield; and of the commercial advantage of converting them into money at an earlier day.\nThe interest on the proceeds of sale, by our routes, for the period which must elapse before\nthey can be sent by the New York canal, would make a most important item in our favor.\nAs a citizen of the state, I would deplore any act on your part, or that of the legislature,\nwhich would put it out of the power of the company and of the state to improve the ad-\nvantage which nature has given to Virginia, of establishing 80 favorable a connection with\nthe great west. At the same time, I would earnestly advise, that every concession be\nmade by the company, short of the surrender and destruction of the route for its improve-\nment, necessary to the speedy, successful and economical construction of the railroad\nundertaken on state account.\nBy your acceptance of the conditions prescribed by the general assembly in the act of\nthe 2d of March, which provided that the James river and Kanawha company shall be\nsubject to the provisions of the Code of Virginia, 80 far as they relate to internal improve-\nment and joint stock companies,\" your charter was materially modified. The Board of\npublic works\"has chosen thre.\nfor the company for the next year; and you will\nchoose a president and to\nDigitized by\nGoogle\n158\nDoc. No. 17.\nOn the 9th day of April 1853, the legislature passed an act to amend the 10th section of\nchapter 57 of the Code of Virginia, a copy of which I submit herewith, marked H. It\nmay be questioned, to what extent the modification of the charter, above mentioned, will\nmake this company subject to the provisions of this act. I am sure you will not misunder-\nstand me, when I express the opinion, that the James river and Kanawha company is\nbound by the act amending the Code. It is important that you should give instructions\nto the board of directors, in regard to the appointment of assessors, since the modifica-\ntion of your charter. I believe that conforming to the mode of choosing assessors, pre-\nscribed by the general law, will promote your interests. Condemnations on the third divi-\nsion have been postponed until your instructions can be given.\nIn obedience to your instructions, an agreement was made with the North river naviga-\ntion company, on the 16th day of June 1853, pledging your tolls on freight from and to the\nmouth of North river, as a security for loans made to the North river company, to complete\nits improvement. Copies are herewith submitted, marked I.\nIn concluding this report, I have to request that you will not regard me as one of those\nwho may be voted for in your election of the president of the company for the next year.\nI am placed in circumstances which will not permit me to accept a renewal of your trust.\nIn May 1849, you did me the honor to invite me into your service; and I gratefully\nacknowledge your kindness in giving renewed evidences of your confidence at each annual\nelection since. I brought into your service but little knowledge of your affairs; and labo-\nrious, and often unpleasant as I found the duties of my office, I even felt so engrossing an\ninterest in your great enterprise, that it became with me a \"labor of love.\" I have\nalways dealt with you with candor, and have endeavored to promote your interests and\nsuccess, not only from a sense of duty to you, but because I believed that your prosperity\ninvolved that of the state.\nI leave you with deep regret, and with the most grateful feelings towards you all. I have\nno memory for an unpleasant incident in my intercourse with you, or with my respected\ncolleagues of the board of directors, or with the officers of the company. With earnest\nwishes for a complete success in your noble work.\nI am your ob't serv't,\nJ. Y. MASON.\nOctober 24, 1853.\nDigitized\nby\nGoogle\nDoc. No. 17.\n159\nNo. 1.\nSUMMARY STATEMENT\nOf Receipts and Disbursements. of the James River and Kanawha Company for\nthe year ending 30th September 1853. I\nIMPROVEMENTS IN OPERATION.\nWESTERN IMPROVEMENTS.\nKANAWHA ROAD.\nReceipts:\nFrom tolls at gates and bridges,\n-\n-\n7805 74\nDisbursements:\nRoad and bridge account,\n-\n6165 23\nAgency,\n-\n-\n-\n516 00\n6681 23\nNet revenue from road,\n1124 51\nKANAWHA RIVER.\nReceipts:\nFrom tolls,\n-\n-\n-\n-\n13837 95\nDisbursements:\nRepairing sluices,\n-\n-\n4122 25\nLaw expenses,\n-\n-\n456 81\nAgency,\n-\n-\n-\n1516 00\n6095 06\nNet revenue from Kanawha river,\n7742 89\n8867 40\nAmount in agent's hands, $ 2403 41.\nBLUE RIDGE TURNPIKE AND FERRY.\nReceipts:\nFrom tolls,\n-\n-\n-\n-\n550 59\nDisbursements:\nExpenses and repairs of road and ferry,\n.\n880 29\n329 70\nRICHMOND DOCK.\nDisbursements:\nRepairs of the dock,\n-\n.\n-\n.\n12 19\n341 89\n8525 51\nAmount in agent's hands, 53 04.\nDigitized by Google\n160\nDoc. No. 17.\nCANAL FROM RICHMOND TO BUCHANAN.\nReceipts:\nFrom tolls,\n-\n-\n-\n283156 78\nFrom penalties,\n-\n-\n841 82\n283998 60\nFrom rents,\n-\n-\n-\n9420 53\nFrom scale-house fees,\n-\n-\n-\n93 79\n293512 92\nDisbursements:\nExpenses and repairs of canal:\n1st division,\n-\n-\n-\n62111 03\n2d\n\"\n-\n-\n-\n24230 54\nSalaries of agents on the canal:\n1st division,\n-\n-\n-\n20191 69\n2d\n\"\n-\n-\n-\n7646 50\nGENERAL ADMINISTRATION.\nSalaries of officers;\n-\n-\n4810 84\nPay and mileage of directors,\n-\n1219 92\n.\nExpenses of meetings of stockholders, legal\nexpenses, advertising, &c.\n-\n2933 59\n8964 35\n123144 11\nNet revenue from the canal,\n170368 81\nAmount in agent's hands, $ 7570 46.\nMISCELLANEOUS ACCOUNT.\nReceipts:\nFrom Hardwicksville bridge,\n-\n-\n92 63\nBent Creek bridge,\n.\n22 00\n114 63\nIn agent's hands, $ 96 63.\nFrom William B. Chittenden, president,\n-\n-\n7389 69\nFrom bills payable,\n-\n-\n-\n-\n2100 00\nFrom bills to Board of public works,\n.\n-\n67374 00\n76978 32\nGeneral income, total,\n$ 255872 64\nGENERAL INCOME ACCOUNT.\nFund derived from various sources, as above,\n-\n255872 64\nDisbursements, chargeable thereon, as follows:\nConstruction of works, 1st division:\nMaíden's Adventure dam,\n-\n-\n-\n30118 12\nInterest on temporary loans,\n.\n-\n-\n2686 27\n32804 39\n.\nNet revenue, applicable to interest and annuity debt,\n$ 223068 25\nDigitized by Google\nDoc. No. 17.\n161\nREVENUE ACCOUNT.\nFund composed of net revenue, as above,\n.\n-\n223068 25\nDisbursements, as follows:\nAnnuity to the Old James river company,\n-\n-\n10500 00\nDividends on guaranteed loan of 23d March 1839,\n-\n41823 90\n\"\n\"\nTidewater connection,\n-\n9891 00\n\"\n\"\nSouthside and Rivanna connections,\n4587 00\n\"\n\"\nfor 3d division,\n-\n-\n10827 00\nInterest OR state's loan :\nFor resumption of works,\n-\n-\n-\n37080 00\nFor completion of works,\n-\n-\n.\n3300 00\nOf March 1853,\n-\n-\n-\n.\n815 14\nInterest bond to the state,\n-\n-\n-\n-\n16118 72\nInterest loan of state stock\nOf March 1842,\n-\n-\n-\n.\n7500 00\nOf June 1852,\n-\n-\n-\n-\n3600 00\nDividends of the James river and Kanawha company,\n-\n19\nCertificates to the second auditor :\nDividends of 23d March 1839,\n-\n-\n-\n41634 00\n\"\nTidewater connection,\n-\n-\n-\n10440 00\n\"\nSouthside and Rivanna connections,\n-\n4500 00\n\"\nThird division,\n-\n.\n-\n10800 00\n213435 76\n9632 49\nDeduct amounts loaned to the following improvements, and\nto be refunded\nSecond division,\n-\n-\n-\n-\n29810 55\nFourth division, pay and expenses of engineers,\n.\n-\n1114 00\nSouthside and Rivanna connections, -\n-\n-\n19233 31\n50157 86\n40525 37\nExcess of disbursements over receipts, September 30th, 1852,\n378366 41\nExcess of disbursements over receipts,\n-\n-\n$ 418891 78\n21\nDigitized by Google\n162\nDoc. No. 17.\nUNFINISHED IMPROVEMENTS.\nBETWEEN LYNCHBURG AND BUCHANAN.\nDisbursements, on the following accounts:\nCONSTRUCTION OF WORKS BELOW NORTH RIVER.\nSections,\n.\n-\n.\n.\n948 79\nDams,\n-\n-\n.\n-\n371 99\nLocks,\n.\n-\n-\n-\n-\n579 21\nBridges,\n.\n-\n-\n-\n600 00\nWaste weirs,\n-\n-\n.\n410 90\nLock-houses,\n-\n-\n-\n714 45\nGauge dock,\n-\n-\n-\n82 00\nLimit stones,\n-\n-\n-\n43 49\nDamages to land,\n-\n-\n-\n708 71\nCement,\n-\n-\n-\n-\n68 20\nPay of engineers,\n-\n-\n-\n556 77\nExpenses of engineers,\n-\n-\n-\n134 22\nPay of superintendent,\n-\n-\n-\n275 00\nInsurance on cement-house,\n-\n-\n75 00\nHire and expense of hands,\n-\n-\n1079 36\n6648 17\nLess amount received for engine,\n-\n869 24\n5778 93\nCONSTRUCTION OF WORKS ABOVE NORTH RIVER.\nSections,\n-\n-\n.\n-\n6152 31\nDams,\n-\n-\n-\n-\n3583 11\nLocks,\n-\n.\n-\n-\n4708 77\nBridges,\n-\n-\n-\n-\n1168 58\nCulverts,\n-\n-\n-\n-\n427 83\nAqueduct,\n-\n-\n-\n-\n195 45\nGauge dock,\n.\n-\n-\n2303 88\nLimit stones,\n-\n-\n-\n55 23\nWaste weirs,\n-\n-\n-\n906 21\nLock-houses,\n-\n.\n-\n719 84\nFerries,\n-\n.\n.\n-\n69 76\nCement,\n-\n-\n.\n-\n191 52\nDamages to land,\n.\n-\n-\n1083 50\nPay of engineers,\n-\n-\n-\n310 67\nExpenses of engineers,\n-\n-\n-\n24 83\nPay of superintendent,\n.\n-\n-\n275 00\nHire and expenses of hands,\n.\n-\n1855 13\n24031 62\n29810\nExcess of disbursements over receipts, borrowed from improvements in\noperation, October 1st, 1852,\n.\n.\n-\n-\n273622\nAmount borrowed from improvements in operation, and to be refunded,\n$ 303433\n4\nDigitized by Google\nDoc. No. 17.\n163\nTHIRD DIVISION-FROM BUCHANAN TO COVINGTON.\nBalance on hand October 1st, 1853,\n-\n-\n-\n296171 01\nReceipts:\nFrom state's loan of March 2d, 1853,\n-\n-\n-\n200000 00\n496171 01\nDisbursements :\nSections,\n-\n-\n-\n-\n9337 60\nLocks,\n-\n.\n-\n-\n32799 16\nAcqueducts,\n-\n.\n-\n-\n12333 76\nCement,\n.\n-\n-\n-\n2217 24\nPay of engineers,\n-\n-\n-\n-\n3880 60\nExpenses of engineers,\n-\n-\n-\n-\n453 30\n$ 496171 01\nGENERAL ADMINISTRATION.\nSalaries of officers,\n-\n-\n-\n1603 59\nPay and mileage,\n-\n-\n-\n406 63\nMiscellaneous,\n-\n-\n-\n980 81\n2991 03\n64012 09\n$ 432158 92\nTIDEWATER CONNECTION.\nBalance on hand 1st October 1852,\n-\n-\n-\n-\n60827 84\nReceipts:\nFrom state's loan of March 2d, 1853,\n-\n. -\n50000 00\nFrom state's loan of March 29th, 1853,\n-\n.\n-\n70000 00\n120000 00\nFrom property sold,\n-\n-\n-\n-\n-\n17947 02\nFrom advance for cement kilns, &c., refunded,\n-\n4000 00\n202774 86\nDisbursements:\n.\nShip lock,\n-\n-\n-\n-\n-\n70519 93\nFive locks,\n-\n.\n-\n-\n-\n11743 46\nDock walls,\n-\n-\n-\n-\n19891 24\nBasin walls,\n.\n-\n.\n-\n4221 81\nSections,\n-\n.\n-\n-\n500 36\nPay of engineers,\n-\n-\n-\n-\n5363 00\nExpenses of engineers,\n-\n-\n-\n-\n347 79\nCement,\n.\n-\n-\n-\n2441 15\nRents and repairs of houses,\n-\n-\n-\n259 25\nTaxes and insurance,\n-\n-\n.\n-\n207 58\n115496 57\n$ 87279 29\nDigitized by Google\n164\nDoc. No. 17.\nSOUTHSIDE AND RIVANNA CONNECTIONS.\nDisbursements, on the following accounts:\nSOUTHSIDE CONNECTION.\nCartenville lock,\n-\n-\n-\n587 65\n44\ndam,\n-\n-\n.\n1806 16\n2393 8E\nBent Creek bridge,\n-\n-\n-\n.\n7663 53\nNew Canton bridge,\n-\n-\n-\n-\n6921 65\nHardwicksville bridge,\n-\n-\n-\n-\n122 75\nPay of engineers,\n-\n.\n-\n-\n4 00\nExpenses of engineers,\n-\n-\n-\n-\n28 97\n17134 71\nREVANNA CONNECTION.\nLocks,\n-\n-\n-\n-\n-\n1340 92\nBridges,\n-\n-\n-\n-\n.\n180 88\nDamages,\n-\n-\n-\n-\n-\n513 54\nPay of assessors,\n-\n-\n-\n-\n33 00\nPay of superintendent,\n-\n-\n-\n-\n20 00\nExpenses of engineers,\n-\n-\n-\n-\n25 75\nSections,\n-\n-\n-\n-\n34 51\n2098 60\n19233 31\nExcess of disbursements over receipts, borrowed from improvements in\noperation, October 1st, 1852,\n-\n-\n-\n-\n78631 10\nAmount borrowed from improvements in operation, and to be refunded,\n$ 97864 41\nBalance of appropriation for Tidewater connection,\n87279 29\nDo.\nde-\nthird division,\n.\n.\n432158 92\n519438 21\nExcess of disbursements over receipts, on account of improvements in\noperation,\n-\n-\n-\n-\n-\n-\n418891 78\nBalance,\n-\n.\n-\n$ 100546 43\nBalance in Bank Oct. 1st, 1853,\n-\n-\n106838 35\n.\nAmount in agent's bands,\n-\n-\n10123 54\n\"\nof bills receivable,\n-\n.\n4927 64\n121889 53\nDeduct warrants afloat,\n-\n-\n-\n-\n21343 10\nBalance,\n-\n-\n-\n$100546 43\nE.E.\nWM. P. MUNFORD, Secretary.\nOffice J. R. & K. Co.\nRichmond, October 1st, 1853.\nDigitized by Google\nDigitized by Google\n166\nDoc. No. 17.\nNo.\nRECEIPTS AND\nOf the James River and Kanawha Company\nOLD IMPROVEMENTS AND\nRECEIPTS:\nFrom income of old works, viz:\nOld canal, (tolls and rents,)\n-\n-\n-\n291807 87\n,\nKanawha road,\n-\n-\n-\n-\n184363 56\nKanawha river,\n-\n-\n-\n-\n145643 10\nBlue Ridge canal, (including the turnpike and ferry,)\n-\n34854 05\n656668 58\nFrom income of the new canal, from Richmond to Buchanan, viz :\nTolls,\n-\n-\n.\n-\n-\n2579885 55\nRents,\n-\n-\n-\n-\n94629 43\nScale-house fees,\n-\n-\n-\n-\n762 61\n2675277 50\nFrom state's loan of interest money,\n-\n.\n57559 36\n\"\n\"\n\"\n-\n-\n-\n120000 00\n177559 36\nFrom premium and interest on state's loan for resumption of\nworks above Lynchburg,\n-\n-\n-\n43734 38\nFrom premium and interest on state's loan for completion of\nworks to Buchanan,\n-\n-\n-\n-\n2180 53\nFrom premium and interest on guaranteed loan :\nFor the Tidewater connection,\n-\n-\n-\n4290 61\nFor the Southside and Rivanna connections,\n-\n-\n3006 97\nFor the third division,\n-\n-\n-\n-\n4498 11\n57710 60\nFrom bills payable,\n-\n-\n-\n.\n-\n2100 00\nFrom bills payable, (certificates to the 2d auditor,)\n-\n-\n67374 00\nFrom income of the Richmond dock,\n-\n-\n-\n82348 66\nFrom tolls at the Hardwicksville bridge,\n-\n-\n92 63\nFrom tolls at the Bent creek bridge,\n-\n-\n22 00\n114 63\nNEW IM-\nRECEIPTS:\nFrom capital stock,\n5000000 00\nLess :\nState's credit for old works,\n1000000 00\nUncollected stock subscriptions,\n70133 84\n1070133 84\n3929866 16\nDigitized by Google\nDoc. No. 17.\n167\n2.\nDISBURSEMENTS\nfrom its organization to the 30th September 1853.\nNEW WORKS IN OPERATION.\nDISBURSEMENTS:\nFor repairs and maintenance of the\nOld canal, from Richmond to Maiden's Adventure,\n-\n60436 98\nKanawha road,\n-\n-\n-\n- 159046 50\nKanawha river,\n-\n-\n-\n-\n58177 13\nBlue Ridge canal, (including the turnpike and ferry,)\n-\n38442 28\n316102 89\nNew canal, from Richmond to Buchanan,\n-\n-\n872139 11\nDamage to canal, by fresh of July 1842,\n-\n-\n67542 23\nDamage to canal by fresh of November 1847,\n-\n-\n21424 48\n961105 82\nAdditional charges on revenue, viz :\nAnnuity to the old James river company,\n-\n.\n378000 00\nDividends of the James river and Kanawha company,\n-\n11599 59\nDividends on guaranteed loan of 23d March 1839,\n- 975655 44\nDividends for the Tidewater connection,\n-\n-\n43266 00\nDividends for the Southside and Rivanna connections,\n-\n21528 37\nDividends for the third division,\n-\n-\n-\n24696 00\nInterest on bond given to the state,\n-\n-\n-\n134501 74\nInterest on state's loan for resumption of works,\n-\n-\n296280 00\nInterest for completion of works to Buchanan,\n-\n-\n13200 00\nInterest on loan of state stock of March 1842,\n-\n- 150923 90\nInterest on loan of state stock of June 1852,\n-\n-\n3600 00\nInterest on state's loan of March 1853,\n-\n.\n815 14\nOther items of interest and discount,\n.\n-\n-\n2278 91\nExpenses of general administration of the company,\n-\n95947 82\nCertificates to the second auditor :\nDividends of March 23d, 1839,\n-\n-\n.\n41634 00\nDividends for the Tidewater connection,\n-\n-\n10440 00\nDividends for the Southside and Rivanna connections,\n-\n4500 00\nDividends for the third division,\n-\n-\n-\n10800 00\n2219666 91\nFor repairs and maintenance of the Richmond dock,\n-\n-\n30744 63\nPROVEMENTS.\nDISBURSEMENTS:\nFor construction of works from Richmond to Lynchburg,\n- 5246378 46\nFor expenditures on works above Lynchburg previous to their\nsuspension,\n.\n-\n. 482428 57\nFor purchase (if\n- 244721 98\nFor Tidev\n. 412361 47\nFor South\n- 134751 48\nDigitized by\nGoogle\n168\nDoc. No. 17.\nFrom guaranteed loan of 1839,\n-\n1400000 00\nDo.\nTidewater connection,\n350000 00\nDo.\nSouthside and Rivanna con-\nnections,\n-\n150000 00\nDo.\nthird division,\n-\n360000 00\nFrom bond given to the state,\n-\n268645 33\nFrom loan of state stock,\n-\n250060 00\nFrom state's loan for third division,\n.\n200000 00\nFrom state's loan for Tidewater connection,\n120000 00\n3098645 33\nFrom sale of land received from the old James\nriver company,\n-\n-\n.\n28484 46\nFrom rents and property sold on\nSecond division,\n-\n-\n-\n500 00\nTidewater connection,\n-\n-\n- 20407 76\n49392 22\nFrom post notes aflost,\n-\n-\n-\n-\n3222 69\nFrom state's loan for resumption of works above\nLynchburg,\n-\n-\n1236000 00\nFrom state's loan for completion of works to\nBuchanan,\n-\n-\n110000 00\n1346000 00\n8427126 40\nAmount due :\nFrom bills receivable on account of W.B. Chittenden,\n-\n3646 87\n$12149926 69\nOffice J. R. & K. Co.\nRichmond, October 1st, 1853.\nDigitized by Google\nDoc. No. 17.\n169\nFor Rivanna connection, -\n.\n.\n- 113112 93\nFor western surveys,\n-\n-\n.\n-\n25028 99\nFor third division from Buchanan to Covington,\n.\n.\n127841 08\nFor fourth division from Covington to Greenbrier river,\n.\n10889 86\n6797514 82\nFor loss by Gen. Hamilton's agency,\n.\n.\n-\n63820 45\nFor notes from delinquent subscribers and others for arrearages,\n4241 84\nFor securities in agents' bands collecting stock arrearages,\n-\n1054 08\nFor securities on account of W.B. Chittenden,\n-\n-\n3646 87\nFor Wm. B. Chittenden, -\n-\n-\n-\n1548 84\n74312 08\nFor construction of works from Lynchburg to Buchanan, viz :\nBelow North river,\n-\n-\n-\n- 940681 82\nAbove North river,\n.\n-\n-\n-\n-\n709251 29\n1649933 11\nCash on hand,\n-\n-\n-\n-\n-\n100546 43\n12149926 69\nWM. P. MUNFORD, Sec'y.\n22\nDigitized by Google\n172\nDoc. No. 17.\nIV. THE FIRST DIVISION.\nThe usual repairs of the composite locks and the renewal of two aqueducts have been\nmade on the plan heretofore described, with as little interruption as practicable to the\nnavigation of the canal. The report of Mr. E. L. Chinn, superintendent of repairs,\n(App. ii,) to which I beg leave to refer, furnishes full particulars. I would respectfully\ncall your attention to the latter part of Mr. Chinn's report requesting authority from the\nboard to purchase timber for the repairs the ensuing year.\nMaiden's Adventure dam has been much delayed by high water. It will be completed\nduring the ensuing season. This dam is built of the best description of hydraulic masonry.\nIt will relieve the company of a large annual outlay in stopping leaks in the old dam, and\nfor ages to come of any expense for repairs, and from the annoyances which for- the last\nten years the company have been subjected to during the dry season. To Mr. Duncan\nGrant much credit is due for his faithful and energetic superintendence of the work.\nIn the superintendent's annual report, which I have instructed him to address to the\npresident, he will doubtless give an account of the breaches which have just occurred.\nThey have occasioned an interruption to the navigation of a few days, but as the line was\nat the same time temporarily broken at two points, by the repairs of the locks and aque-\nducts, and there was but little business doing on the obstructed portions of the canal, the\ninconvenience was not seriously felt.\nDuring the past six weeks, the washings from the hill sides by the heavy rains that have\nfallen, have made at several points large deposites in the canal, and in a few places formed\nbars, which extend into the channel. These will be removed as soon as the hands can be\nwithdrawn from some important jobs now in progress, which will be completed in a\nfew days.\nV. THE SECOND DIVISION.\nThe annual report of the superintendent of repairs, Mr. James M. Harris, who suc-\nceeded Mr. W. G. Turpin, transferred on the 27th day of April 1853, to the third division,\nwhich will be sent in to the president in due time, will furnish the particulars of the occur-\nrences of the year. The fresh of November did some damage to the unfinished works.\nand also to Big Island dam, which I reported at the time. No breach has occurred on this\ndivision during the year, and none worthy of note since the opening of the canal in\nNovember 1851.\nVI. THE THIRD DIVISION.\nOn this portion of the line of improvement there have been completed during the past\nseason three locks and a tunnel. On the 5th of August the remaining works of art and\nthe heavy sections were let from Buchanan to the mouth of Craig's creek. For a descrip-\ntion of the location of the work, I respectfully refer to my report of the 3d of August,\n(App. iii.) Your order for the completion of the location of the remainder of this division\nwas carried out only 90 far as to instruct Mr. E. Lorraine (see App. iv) to make the loca-\ntion as soon as he completed the duty assigned to him on the fourth division, provided the\nseason should not be too far advanced for field work.\nVII. THE FOURTH DIVISION.\nThis division comprises the mountain pass, and the portion of the company's work\nwhich comes most in conflict with the Covington and Ohio railroad. With the view of\naffording every possible accommodation to its free and unobstructed passage, a 1.\nno of\nDigitized by Google\nDoc. No. 17.\n173\nthe canal from Covington to Crow's, will be immediately commenced by the direction of\nthe board, under my instructions to Mr. E. Lorraine, (App. v.) Prior to my instructions\nto Mr. E. Lorraine, I made a report (App. vj) on the location of the canal from Covington\nto the Greenbrier river. On the map, accompanying this report, a copy of which was\nfurnished the Board of public works, the location of the feeders for the supply of the\nsummit level was not laid down. This is an omission which should be supplied, as in the\nevent of the adoption of either the Greenbrier or Meadow river route for the railroad, it\nwould to some extent come in conflict with the works for the supply of the summit level\nof the canal.\nThe work now in progress on this important division of the company's improvment, I\nhave looked forward to with great apprehension, lest it might infringe on the rights of the,\ncompany, by the occupancy of the canal route to an extent that might forever defeat.\nits extension across the Alleghany. But in the spirit of harmony with which it has been\ncommenced, I have no doubt an eligible route will be found for the railroad, which will\nconflict much less with the canal, than from the first surveys was supposed, and that at\npoints where the two works come in contact a fair and just compromise can be made,\nwhich will not materially affect the cost of either.\nMy views in relation to the extension of the water line through to the Ohio river,\nhave been freely given in former reports. Though they might not have been forcibly\nstated, they were not inconsiderately or immaturely formed. They were the result of much\nanxious reflection and an extensive interchange of opinions with eminent engineers and\npractical men in various parts of the country. That I have not been more successful in\nimpressing others favorably towards my opinions, is a matter of no regret to me any farther\nthan their rejection may injuriously affect the great interests of the state, which I have al-\nways considered involved in the question. I derive great pleasure in the contemplation of\nthe humble part I have taken in upholding the interests and rights of the company, and feel\na just pride in their maintenance by the legislature. They have recognized and secured\nto the company its claims to \"right of way.\" This is a concession to the friends of the\nwater line, and a triumph which, considering the circumstances under which it was made,\nthey may well be proud of. I for one feel grateful to the legislature, and entertain the firm\nconviction that the wisdom of the act will be applauded by succeeding generations. For\nthe water line will be carried through, and nothing can prevent it but the occupancy of the\nonly practicable route. I repeat, the legislature in securing the right of way\" to the\ncompany, have acted wisely and nobly; and have given evidence of the respect of the\ngovernment for chartered rights, which cannot fail to redound to the advantage of all our\npublic institutions, and elevate the character of the state.\nIn taking my final leave as an officer of the company, I beg permission to tender my\nthanks to you and to the stockholders for the many manifestations of your confidence to-\nwards me, and to offer my good wishes for the prosperity of the company.\nI am, gentlemen,\nVery respectfully,\nYour ob'dt serv't,\nWALTER GWYNN,\nChief Engineer.\nDigitized by\nGoogle\n174\nDoc. No. 17.\nAPP. I.\nRICHMOND, 30th August 1853.\nCol. WALTER GWYNN,\nChief Engineer J. R. & K. Co.\nSIR,\nIn obedience to your instructions, I have the honor to submit the following state-\nment of operations upon the Tidewater connection since I took charge of that work.\nAnd I remain, sir,\nYour ob'dt serv't,\nD. S. WALTON,\nP. A. Engineer.\nThe works upon the Tidewater connection when I was appointed, (in January 1852,)\nwere nearly in the following condition, viz:\n1st. The ship lock. The face stone and backing were nearly all quarried and prepared\nfor the work. No excavation or other work in the lock pit had been performed, but a\nportion of the old ship lock had been removed and a coffer dam thrown across the entrance\nto the dock to close it. New pumps and a new engine had been procured by the contrac-\ntor, but had not arrived upon the ground.\n2d. Upon the dock up to 14th street including 14th street bridge, no work had been\nperformed.\n3d. From 14th street to the foot of lock No. 5 the excavation of the canal was com-\npleted, with the exception of a small quantity of earth and rock at the foot of lock No. 5.\n4th. From the foot of lock No. 5 to the head of lock No. 1, the pits for locks 4 and 5\nwere excavated, and the foundation of lock No. 5 had been put down. The basin between\nthe head of lock No. 4 and the foot of lock No. 3 had been excavated and the inside walls\nin part constructed. The foundations of locks Nos. 2 and 3 were in and the walls started.\nThe excavation of the basin between locks Nos. 1 and 2, and of the lock pit No. 1 was in\nprogress.\n5th. Upon the basin at the head of lock No. 1, no work had been done.\nThe foregoing is a very general description of the work when I took charge of it.\nThe ship lock, from its importance and the difficulties apprehended in its construction,\nclaimed my first attention; and my first efforts were to ascertain without delay the actual\nefficiency of the pumping machinery, upon which the progress of the work wholly\ndepended.\nThe vessel containing the engine was frozen fast in the river in February, and was de-\ntained from this cause, and from the small-pox having broken out on board, until late in\nMarch.\nThe engine and puinps were put in operation early in April, but were almost imme-\ndiately stopped by a freshet, which overflowed the engine, pumps and other machinery,\ncovering all with mud, and rendering it necessary upon its subsidence to take all the run-\nning gear apart and clean it. This delayed the work nearly a month, and when just com-\npleted another freshet gave us the same work over again.\nDigitized by\nGoogle\nDoc. No. 17.\n175\nThe third trial of the engine and pumps was made early in June, and proved that the\npumps provided by the contractor were not sufficient to empty the dock, and showed also\nthat the water ran freely through the gravel under the pier of the old dock.\nThe contractor was immediately ordered to procure six large screw pumps, and to alter\nhis engine to fit it for-running them. He was also required to drive a row of sheet-piling\noutside of the pier through the gravel and down to the rock, from the old lock-house east-\nward to the end of the dock, a distance of about 750 feet, in order to cut off the leakage\nthrough the gravel under the docking of the old pier.\nThe contractor, however, progressed so slowly with this work that it was found neces-\nsary on the 1st of July to employ and put on a force at his expense. A large force of\nmen, teams and pile-drivers were employed night and day, and without intermission, in the\nprosecution of this work. The contractor failing to pay his hands, and absenting himself\ncontinually from the work, his contracts for the ship lock and dock walls were declared\nabandoned on the 30th July 1852 and I was ordered to employ a force and push on the\nship lock and dock to completion as rapidly as possible on company account.\nThe above sheet-piling was well advanced by the 1st of August. But much difficulty\nwas found in procuring suitable and well seasoned timber for the screw pumps, and also\nin getting together the necessary force of carpenters to make them. Therefore it was de-\ntermined on that date to start the old pumps again, under the hope that we might be able\nto reduce the water sufficiently with them to commence and progress with the excavation\nof the pit, and avoid delay in waiting for the completion of the screw pumps. Accord-\ningly the engine and old pumps were again started on the 1st of August.\nThe effect of the sheet-piling outside of the dock was plainly perceptible, as we were\nnow able to empty the dock as low as the pumps would reach, which had at no time before\nbeen accomplished by several feet. But it was found impossible to lower the pumps below\nthe bottom of the dock, and therefore no excavation of consequence could be performed.\nAfter several ineffectual efforts to lower the pumps, the pump shaft broke, and conse-\nquently the dock again filled up and the excavation was suspended. Every effort was made\nto hasten the new screw pumps; and early in November two of them were brought into\nuse, and the excavation of the lock pit resumed. But up to Christmas three different\nfreshets occurred in the river, each of which overflowed the dock, engine and all the\nmachinery. Each freshet caused a delay of about two weeks in cleaning and repairing,\nand in consequence but little progress was made with the excavation. And on Christmas\nthe force, which was principally slaves, was disbanded.\nThe dock was again pumped out in January last, and the excavation commenced and\nprogressed rapidly and steadily to completion, and there has been no delay nor interrup-\ntion from water since.\nA solid rock foundation for the walls was found for their whole extent. The surface\nrock, however, was very variable in character. Some portion soft and falling to pieces\nimmediately upon stripping it, and rendering it necessary to excavate from 4 to 10 feet\ndeep below its surface to find the solid rock, while in other portions the solid rock came\nto the surface. The unevenness of this rock caused much delay and expense in leveling\nand dressing it off to receive the masonry, and compelled us to excavate a deep and nar-\nrow centre ditch to drain the rock for the whole length of the lock pit. The first stone\nwas laid in the lock on the 21st of June.\nThere is now laid in the lock 1875 cubic yards of masonry it will contain when com-\npleted 7600 cubic yards, leaving to complete it 5715 cubic yards.\nAll necessary machinery and equipment for its rapid progress are provided, and wi\nhave no doubt, enable us to lay 1000 cubic yards per month, and complete the\nthe first of March next, and bring the lock into use in April next, probably.\nDigitized by\nGoogle\n176\nDoc. No. 17.\nThe contract for walling and excavating the dock up to 14th street was abandoned also\nby the contractor in August last, and the work prosecuted on company account. Up to\nthe 1st of May last 3400 cubic yards af masonry were laid in the dock walls, and the exca-\nvation of the bottom nearly completed. Upon that date, the walls being brought up to the\nwater line of the canal, this work was suspended by order of the board.\nFor the 14th street bridge, the stone and timber have been got out, and we are waiting\nonly the completion of a street culvert to commence the new abutments and superstruc-\nture.\nAll the other works of the Tidewater connection are complete, except the hanging of the\nlock gates and some little trimming up.\nAn of which is respectfully submitted.\nD. S. WALTON,\nP. A. Engineer.\nRichmond, Aug. 30, 1853.\nDigitized by Google\nDoc. No. 17.\n178\nAPP. II.\nRICHMOND, Aug. 31, 1853.\nCOL. WALTER GWYNN,\nChief Eng. J. R. & K. Co.\nSIR,\nIn compliance with an order of the board of directors relative to the repairs\nof certain of the locks and aqueducts on the first division of the canal, during the present\nsummer, I respectfully report, that the repairs of locks Nos. 3, 5, 6, 17 and 28 and the\nRockfish aqueduct were commenced on the 20th June, and the repairs of locks Nos. 46,\n48 and Beaver creek aqueduct were commenced on the first day of this month. Each of\nthe above mentioned jobs were commenced and completed within the time specified in\nthe notice published by the secretary of the company in the newspapers of this city and\nLynchburg. Locks Nos. 3, 5. and 6 were floored anew, and the upper and lower wings\nand the paving at the tail of each lock were repaired. At lock No. 17, half the masonry\non one side and one-third on the other was taken down and rebuilt. The wings from the\nface of the breast wall out, were replaced with heavy cut granite, and answers a good pur-\npose. The chamber was coped with granite in place of wood cap sills, which I find does\nnot answer a good purpose, as the wood work under it will give either way, as the cham-\nber is filled or emptied. The walls below the lower gates were extended so as to make suf-\nficient space for the erection of a farm bridge. The wood work was all replaced with new\nmaterial of good pine where granite was not substituted. Locks Nos. 28, 46 and 48 were\nrepaired on the principle adopted in 1851 and 1852. The trunk over Rockfish was re-\nplaced on the plan of the old one, with additional tie sills and braces. The trunk over\nBeaver creek was replaced with a new one on a plan that does away with the necessity of\na pier, or tressel under the centre.\nThere remain yet to be repaired seventeen composite locks, and the trunk over Black-\nwater. Six can be repaired in each year, and the trade and travel accommodated with\nlittle difficulty, provided the work is commenced on the 15th of May and finished on the\n15th of July. If the completion of the work be thrown into August, the freight accumu-\nlates in Lynchburg, the river becomes low and the heavy gusts of rain that we always have\nin August fill the canal with sand; the hands are engaged on the repairs of locks, and\ncannot attend to stopping leaks in the dams, and cleaning out the canal; and the conse-\nquence is, that boats are detained with their cargoes, which are sure to be heavy, and the\nend of it is, a bad feeling arises against the water line.\nIn conclusion, sir, I beg that you will recommend to the board to have the repairs\nfinished in three years, and to have them done in the time stated above, and to give the su-\nperintendent of repairs an order to procure the necessary materials for the repairs of five\ncomposite locks and the trunk over the Blackwater in time to have it prepared during the\nensuing winter. By so doing, you will confer a favor on\nYour humble servant,\nE. L. CHINN,\nSup. Rep's.\nDigitized\nby\nGoogle\n178\nDoc. No. 17.\nAPP. III.\nPATTONSBURG, August 3d, 1853.\nSIR,\nIn compliance with the resolution of the board of the 27th April, \" the water\nline\" from Buchanan to Craig's creek has been prepared for contract. The line which I\nhave selected, is the result of the most elaborate surveys and careful calculations made\nfrom time to time during the last four years-it commences opposite Buchanan on the\nnorth side of the river, at the head of the pond formed by Wasp rock dam, which is the\nterminus of the second division, and extends about a quarter of a mile above the mouth of\nCraig's creek: commencing at the point above designated, the line continues on the\nnorth side of the river, a distance of 6.02 miles: at this point it crosses the river by an\naqueduct, and passes through the neck of an abrupt bend in the river by a tunnel one has-\ndred and ninety-two feet in length. At the western end of the tunnel an aqueduct com-\nducts the line again to the north side of the river, which is followed 1.13 miles, when\nto avoid the detour of a bend, the river is crossed for the third time by an aqueduct; and\nthe line passes through a tunnel nineteen hundred feet in length. Three-fourths of a\nmile from the western mouth of this tunnel the line is transferred to the slackwater in the\nriver, formed by Cabell's dam; thence it continues one mile, when it is carried across to\nthe north side of the river by a towing path bridge; and at the head of slackwater of\nCabell's dam, near the old Forge, another dam is to be constructed, and the line is raised\nto the level of its pond by a lift of sixteen feet in the guard lock, through which it enters\nthe refluent water from the dam, and continues in it to the head of the pond just above the\nmouth of Craig's creek.\nBy adopting the line above described the distance will be 5f miles less than by any line\nby which tunnels would be avoided, and $ 60,000 cheaper.\nThere are on this line three aqueducts, two tunnels, two dams, two guard locks, one com-\nbined and six single lift locks, and one towing path bridge-the whole forming nine miles\nof canal and six miles of slackwater navigation.\nYours, very respectfully,\nWALTER GWYNN,\nChief Engineer.\nJOHN Y. MASON, Esq., Pres't.\nDigitized by\nGoogle\nDoc. No. 17.\n179\nAPP. IV.\nRICHMOND, August 20th, 1853.\nSIR,\nAs soon as you have completed the location of the canal from Covington to\nCrow's, if the season is not too far advanced and the weather too rigorous for field opera-\ntions, you will proceed to make a location of the water line from the mouth of Craig's\ncreek to Clifton Forge. In making this location you will keep in view the following\nresolution of the board of the 5th instant, viz \"That the chief engineer cause a careful\nsurvey and location to be made of the water line from the mouth of Craig's creek to Clif-\nton Forge, and report the same to the board, that it may be definitely determined, and\nespecially whether the interests of navigation will require an additional elevation of\nGwynn's dam.\"\nOn the map prepared by Messrs. Miller and Dixon, now in your possession, you will\nfind a line drawn in red ink representing a continuous canal from Clifton Forge to\nGwynn's dam. This line you will carefully run out to the head of slackwater formed by\nGwynn's dam, and institute a comparison of the cost, distance, &c., with the line traced by\nMr. J. B. Mills and the line run by Messrs. Dixon and Miller, which comparison it is be-\nlieved will result favorably to the line of continuous canal from Clifton Forge as above,\nlocking down into the head of Gwynn's pond.\nYours, very respectfully,\nWALTER GWYNN,\nChief Engineer.\nE. LORRAINE,\nAssistant Engineer.\nDigitized by Google\n180\nDoc. No. 17.\nAPP. V.\nRICHMOND, August 17th, 1853.\nSIR,\nBy order of the board of directors you have been detailed to make a location of\nthe canal from Covington to Crow's at the eastern base of the Alleghany mountain.\nThe party you will have in charge for this purpose will be organized as follows: One\nleveler, one compassman, one draughtsman, four rodmen, two chainmen, four axemen and\none cook. For the removal of your camp equipage and baggage from place to place, you\nwill provide yourself with a wagon and a pair of horses.\nIn making the location, you will be governed by the line run by Mr. J. B. Mills, a copy\nof the maps and notes of which you will find in the office.\nYou are aware that this portion of the line of the company's canal has also been selected\nas the route for the Covington and Ohio railroad, and that the location of that road has\nbeen or will have been made as far as Crow's before you can now assemble your party in\nthe field.\nIt is the desire of the James river and Kanawha company, in the location of their canal,\nto afford every facility to the Covington and Ohio railroad consistently with their prier\nclaim to the right of way. In order. therefore, that it may be ascertained to what extent\nthe two works conflict with each other, you will embrace and designate in the line of the\nrailroad the cross sections for the canal, being careful to extend the cross sections so as to\ninclude any change or modification which, for the accommodation of the one or the other\nline of improvement, it may be considered advisable to make in either.\nThis will be a work of considerable labor, and will require the exact designation of the\nline of the railroad on the ground in reference to the alignment of the canal. If you\nshould meet with any difficulty in tracing the line of the railroad, you will apply to the\nengineer of the Covington and Ohio railroad for the assistance of a rodman or the com-\npassman employed in the location of the railroad. In order to arrive at a just comparison\nof the two works where they conflict with each other, you will lay down upon the plat of\nthe canal line a plat also of the relative location of the line of the railroad. It will also be\nnecessary for you to have the cuttings and fillings on the railroad at the points of conflict,\nwhich upon application to the engineer of the Covington and Ohio railroad, you will no\ndoubt he furnished with. On each cross section where the railroad and canal conflict with\neach other, you will shew the extent of the conflict by a delineation of the transverse sec-\ntion of the railroad, exhibiting the extent of its slopes and width of road bed, and also a\ntransverse section of the canal. In all crossings of Dunlap's creek by the railroad, a par-\nticular note should be made of the clear elevation of the bridge in reference to the bottom\nof the canal.\nYou will make monthly reports to the president of the company, of the progress of your\noperations in the field. And when the location is completed, the maps, cross sections,\nnotes and estimates of excavation and embankment, together with a descriptive memoir of\nthe line of location, will be laid before the president and board of directors of the James\nriver and Kanawha company.\nFor funds to defray the expenses of the location, you will make monthly requisitions on\nthe secretary of the company, to whom you will also make monthly returns of your ex-\npenditures, duly authenticated by vouchers.\nYours, very respectfully,\nWALTER GWYNN,\nChief Engineer.\nE. LORRAINE, Esq.\nAssistant Engineer.\nDigitized by\nGoogle\nDoc. No. 17.\n181\nAPP. VI.\nOFFICE OF THE J. R. AND K. Co.\nRichmond, June 13th, 1833.\nTo the President and Directors of the\nJames River & Kanawha Company.\nGENTLEMEN,\nIn compliance with your resolution of 27th April 1853, That the\nchief engineer prepare and report a location of the company's water line, from Covington\nwest, at least as far as the summit of the Alleghany, suggesting such measures of modifica-\ntion as may be made to accommodate the Covington and Ohio railroad,\" I herewith lay\nbefore you nine sheets of tissue paper, on which is delineated the location of the com-\npany's water line from Covington to the Greenbrier river, and two note books containing\na record of the courses and distances of the lines laid down on those sheets, which is the\ncentre line of the canal. When the location of this line was made, as it was not incum-\nbent on the company to take possession of, or indicate the area the works would occupy,\nany further than to Covington, to which point the Virginia Central railroad company were\nauthorized to extend their work, I did not, as between the mouth of the Cowpasture and\nCovington, lay off the lock lots and run out the boundary lines for condemnation of the\nlands required for the use of the company. The map of the location, therefore, now sub-\nmitted, as before indicated, represents only the centre line of the canel, which would serve\nas a guide to trace with tolerable accuracy on the map, the extreme limits of the lands\ncovering the company's right of way. But as such a trace might occupy ground which by\na modification of the location would not be indispensable for the canal, I have thought it\nbest to present as a location of the company's water line, only a trace of the centre line of\nthe canal; and in view to such measures of modification as may be made to accommo-\ndate the location and construction of the Covington and Ohio railroad.\" assuming that it is\nnot unchangeably determined that the Covington and Ohio railroad is to be so located west\nof Covington as to occupy the only route practicable for the canal, I would respectfully\nsuggest a joint location of the canal and railroad wherever they are necessarily thrown\ninto juxtaposition, and that the prior right of the canal company, where it may conflict\nwith the best route for the railroad, be waived to such an extent as to facilitate the con-\nstruction of the railroad, but at the same time to leave room for the canal, and not so\nincrease the cost of its construction as to operate against its future extension.\nIf the location be made by engineers fully impressed with the importance of constructing\nboth works, I have no doubt the result will be satisfactory. The right of way of the canal\nmay be preserved; an eligible route for the railroad may be selected, those interests which\nunhappily seem antagonistic to each other, may be found in unison, and from their com-\nbined and harmonious action, the best results must ensue.\nIn this connection, I would beg leave to say, that no one would be more gratified than\nmyself at such a consummation. I have no pride of profession to gratify. In the humble\npart I have taken in the discussion of the question of preserving to the canal its priority\nof right of location, in its extension to the Ohio, over all works subsequently chartered, I\nhave been actuated by a sense of the duty imposed on me as one of your officers, and by\na deep conviction of the best interests of the state. The legislature has recognized the\ncompany's chartered rights, but with restrictions ; and having thus decided the question, I\nhave deeined it my duty as a citizen of the state, to respect and abide by that decision, and\nI am happy the opportunity is afforded me of saying, that in the discharge of that duty I\nhave found no difficulty. Although I may not have been entirely satisfied with the result,\nDigitized\nby\nGoogle\n182\nDoc. No. 17.\nI have found abundant consolation in the pride and pleasure I have felt in the respect\nwhich has been paid by the general assembly to the chartered rights of the company, and I\nam happy to say to those who have sustained and recognized those rights, as well as to\nthose who may have considered the claims and rights of the company as of doubtful character,\nthat they can be maintained and exercised upon the foregoing assumption, and by the course\nof harmonious reciprocity I have above indicated, without incurring any great additional\nexpense in the cost of the canal, or in the construction of the Covington and Ohio railroad,\nwithout unnecessary delay.\nIn any measures which the board of directors may find it desirable to adopt, in view of\nthe harmonious location of the canal and the Covington and Ohio railroad, I beg to assure\nthem that, while impressed with a confident belief of my ability to act impartially, I do not\nwish to be so employed, because I believe that the results, if made by one not an officer of\nthis company, will be better calculated to command public approval.\nI am, gentlemen,\nVery respectfully,\nYour ob't serv't,\nWALTER GWYNN,\nChief Engineer.\nDigitized by Google\nDoc. No. 17.\n183\nREPORT\nOf the Superintendent of Repairs of the First Division James River and\nKanawha Canal.\nRICHMOND, October 12th, 1853.\nJOHN Y. MASON,\nPresident J. R. & K. Co.\nSIR,\nIn accordance with a usage of the company, I beg leave to lay before you\nthe following report of operations connected with the repairs of the first division of the\ncanal, and the construction of a stone dam at Maiden's Adventure, during the last fiscal\nyear.\nThe force employed under the head of repairs, consisted of 1 master mason 2 master\ncarpenters; 7 overseers of labor; 8 masons and stone cutters; 23 carpenters; 4 black-\nsmiths; 17 quarrymen; 8 boatmen; 12 cooks, and 82 laborers; total, 164 of whom, 34\nwere white men; 125 were slaves hired by the year, and 5 free men of color, employed by\nthe day.\nA large portion of the upper end of the penitentiary pond was filled up, upon which a\nboat yard was formed, which has been leased for a term of years by the Messrs. Howell &\nMesler, boat builders.\nThe northern abutment of Bosher's dam was taken down as low as was practicable, and\nwas rebuilt with solid cement masonry extending through the river lock well into the land.\nIt is finished off one foot above the level of the fresh of 1847. The extensive breach im-\nmediately above the abutment has been filled up, and the face of the bank well riprapped\nwith heavy material.\nThe guard bank extending from Bosher's pond to the guard lock on the canal, was\nstrengthened at its base and raised one foot above the fresh of 1847. This embankment is\nnot entirely finished: it is hoped, however, that time will be found during the ensuing\nwinter to give it the proper slopes and put it in a condition to withstand the periodical fresh\nin 1857.\nLocks Nos. 17, 28, 46 and 48 were thoroughly repaired on the plan adopted in 1851;\nand the superstructure of a new trunk for carrying the canal over Rockfish river, and\nanother for conveying it over Beaver creek, were constructed.\nThree lock-houses and four kitchens to lock-houses were built.\nThe superstructure of one turnpike bridge, the towing path bridge over Tye river, and\nthree farm bridges were constructed.\nThirty-seven lock gates have been built and put in. Locks Nos. 3, 5 and 6 have received\nnew floors, and the paving and wings at the lower end of each have been thoroughly\nrepaired.\nA spacious waste weir has been built on the canal at Bremo creek, and a wing of the\nculvert rebuilt.\nOne bridge abutment on the 31st level was taken down and rebuilt with new materials,\nand the other abutment of the same bridge was partly taken down and rebuilt.\nA large force was employed some two months at Cartersville dam in making a break-\nwater to prevent the return current from washing the land below the abutment, which had\nalready been damaged by a breach, and in guarding against the possibility of another breach\naround the dam.\nDigitized by Google\n184\nDoc. No. 17.\nTwo breaches occurred in August; one on Trent's plantation, 23 miles above this city\nthe other occurred at a culvert on the 40th level. The first was caused by the sinking of\nabout one-third of a culvert. It rested on a very bad foundation, and was built of the very\nworst materials, the old masonry being constructed in such a bad manner that it was with\ngreat difficulty the new masonry could be connected with it, so as to make it stand. At\nthe other breach the two ends of the abutment of the culvert rested on a rock and the\ncentre on gravel; and the water found its way down between the puddling and the ma-\nsonry, and forced itself out under the centre of the culvert, carrying with it an immense\nquantity of earth from the bottom of the canal and from the towing path. The masonry\nwas not disturbed.\nThe cavity under the centre of the abutment was filled with concrete masonry, which it\nis hoped will prevent a recurrence of a breach at that point.\nA breach occurred on the 28th of January on the Rivanna connection, which required\nthe time of 35 laborers until the 28th of February for its repair.\nThe navigation in the ponds was good throughout the year, except for a short period in\nAugust in Joshua falls pond.\nAs many as was possible of the berm and culvert drains were cleaned out early in the\nseason in order that the laborers might be in readiness to join the mechanics in repairing\nlocks and aqueducts. They were in a worse condition, however, by the middle of August\nthan before they were opened. The heavy rains in July and August washed an immense\nquantity of soil from the newly ploughed fields overlooking the canal, which entirely filled\nthe ditches and formed many very large bars at numerous points in the canal, some of them\nextending quite across it. By the laborers working day and night these obstructions were\nalways removed in season, so that boats were not detained more than one day; yet they\npassed along with some difficulty in consequence of the shallowness of the water, until the\ndredging machine had removed the mud from the bottom of the canal.\nObstructions of this kind to the navigation occasion more dissatisfaction on the part of\nthe forwarding merchants and boatmen than everything else combined. They are the\nwork, however of the elements, and as long as the steep lands overlooking the canal are\nkept under a state of cultivation, the difficulty will recur every summer, and the work is\nlocated that no barrier can be erected to prevent it.\nIn consequence of a protracted illness I have reported nothing more than the most im-\nportant items of work done on the canal, which do not constitute more than one-half of\nthe labor performed during the year: the balance comprised the work of ordinary repairs\nunder various heads, which occupied the force when not engaged on works mentioned\nabove.\nMaiden's Adventure Dam.\nIn my last annual report I stated that if the water continued favorable for laying ma-\nsonry, this dam would be more than half completed by the last of November. I have now\nto report, however, that in a very few days after the date of that report a fresh compelled\nMr. Grant to discontinue his operations, and they could not be resumed again until the\nmiddle of June. The water having sufficiently subsided to enable him to commence the\nlaying of masonry, he pressed the work forward with great skill and energy till the 4th of\nSeptember, when a fresh broke him up again, carrying away his coffer dams and railroads,\nand broke the traveling crane which was used in laying every stone in the dam. After the\nwater subsided, Mr. Grant made a temporary arrangement, by means of which he built up\na section of the dam which had been commenced before the fresh.\nThe condition of the dam at this time is as follows:\nThe northern abutment and wing are entirely completed, with the exception of a few\npieces of circular coping; 524 lineal feet of the dam finished complete, and 192 líneal feet\nDigitized by Google\nDoc. No. 17.\n185\nready to receive the coping; leaving 384 lineal feet of the dam and the southern abutment\nyet to be built.\nThe price asked for slave labor on the 1st January was 90 high, and the services of a\nlarge force not being required through the winter, it was deemed best not to employ more\nthan two-thirds of the force required till the opening of spring. In March alave labor was\nadvertised for, on favorable terms to owners: strange to say, however, not a slave was\noffered to the company during the summer.\nNot having secured the necessary amount of labor to prosecute the work with vigor, and\nto keep a section of coffer dams always in readiness as the masonry advanced, Mr. Grant,\nthe superintendent, was compelled to labor under great disadvantage.\nDuring the winter and stages of high water, he worked his force to the best advantage\nhe could; principally, however, in procuring rock, earth and bushes for turning the water\nround his work and for filling coffer dams.\nA small force was kept constantly employed at the quarry throughout the year, in quar-\nrying and cutting stone, and in forwarding materials to the dam.\nAll of which is respectfully submitted, by\nE. L. CHINN,\nSuperintendent of Repairs\n24\nDigitized by Google\n186\nDoc. No. 17.\nREPORT\nOf the Superintendent of Repairs of the Second Division of the James River and\nKanawha Canal.\nRICHMOND, October 5, 1853.\nJoHN Y. MASON, Esq.\nPresident J. R. & K. Co.\nDEAR SIR,\nAs the fiscal year of the company has just closed, I beg leave to lay be-\nfore you a report of the operations upon the second division of the canal during that\nperiod. This I am enabled to do in part by information furnished me by Mr. Walter G.\nTurpin, who had charge of this division of the canal up to the 1st of May; when it was,\nby the action of the board of directors, placed under my charge.\nThe annual force employed on this division consisted of three overseers, one of whom\nhad charge of the dredging machine, one foreman carpenter, 41 laborers, and two negro\ncarpenters; besides this force there have been two gangs of white laborers, the one num-\nbering about an average of -10 men, under the management of Patrick Gunn, the other\nnumbering about 25 men, under the management of Hiram Bowyer; also a mason and\nhis assistant, who have been engaged in pointing locks. I have also employed temporarily\ntwo additional white carpenters, which I found absolutely necessary to complete the work\nwhich I conceive to be indispensable this year.\nExtraordinary Repairs.\nBy the freshet of the 7th November 1852, Mr. Turpin, the former superintendent of\nrepairs, informs me that the damage to the second division of the canal was as follows:\nCommencing at the upper end, Purgatory creek bridge was raised from the abutment, but\nnot carried off. A breach of 40 or 50 feet in width was made through the towing path on\nthe land of James P. Boyd; a breach was made in the Wasp Rock dam, by washing out the\ncrib and a portion of the old pier head, (which filled the section of the dam which was once\noccupied by the river lock;) also the embankment around the guard lock at this place, and\nthe towing path for 300 feet below was much abraded; the superstructure of the bridge\nover Whistle creek was raised and washed off the abutments, but saved; Thompson's\nbridge on Varney's Falls pond, was raised from abutments, but was saved; the towing\npath from Thompson's to Varney's Falls dam was much abraded; nearly the whole of the\nembankment on the river side of the guard lock at Varney's Falls dam was washed away,\nand the towing path immediately below much abraded; the towing path above Quarry\nFalls dam was considerably abraded at several points; the embankment between guard\nlock No. 8, and lift lock No. 18, sustained a heavy damage, cutting it at one point nearly\nin two, and washing off several thousand yards; the bridge over the tail of lock No. 7\nwas washed away, and has since been replaced with a substantial draw bridge; a breach\nin the Big Island dam occurred, removing about 200 feet in length of the coping, with one\nor two courses immediately beneath it; the bridge over the tail of lock No. 6 was washed\naway, but recovered; the bridge over Battery creek was washed off of the abutments, but\nsaved; the towing path was considerably washed between Big Island guard lock and lock\nNo. 6; the bridge over Ogden's creek was washed away and lost; the bridge a short dis-\ntance below Waugh's ferry was washed away, but saved some distance below; the em-\nbankment around the guard lock at Coleman Falls dam, and the towing path just below\nDigitized\nby\nGoogle\nDoc. No. 1%\n187\nit, were much abraded; the bridge over the tail of lock No. 5 was washed away and lost\nthe towing path from lock No. 5 to the Pedlar dam was much abraded at several points\nthe bridge over Wide Mouth creek was washed away and lost. No other damage occurred\nbetween Wide Mouth creek and Lynebburg. All the bridges were restored, and the tow-\ning path put in order for navigation by the 16th of November.\nWhen I took charge of the second division of the canal on the 1st of May, the embank-\nments which had been washed off at various points along the canal, had nearly all been\nrestored, and the forces under Patrick Gunn and Hiram Bowyer were engaged in making\na strong riprap wall. for the protection of those points which were most severely injured\nby the freshet, viz: at Varney's Falls dam, and at the bend of the river immediately below\nQuarry Falls dam. These repairs had been commenced in a manner highly creditable to\nthe skill of Mr. Turpin, the superintendent of repairs, and have been completed in a\nmanner to protect them effectually from similar and much higher freshets in future. The\nbreach at the Wasp Rock dam had not been commenced, except that a quantity of stone\nhad been cut and prepared to fill up the gap with masonry, and a crib lodged behind the\ndam to keep a sufficiency of water in the pond for navigation. After consulting with the\nchief engineer, I thought proper to change the plan, as proposed by Mr. Turpin, and sub-\nstitute wood for stone to fill the breach. I was led to the adoption of this plan, from the\nfact that the limestone which composes the bed of the river at this dam, is not of a solid\nand compact nature, and not capable of resisting the powerful force which the fall of the\nwater has from the comb of the dam, as can be seen now by the large masses of it which\nhave been torn up from its bed and cast some distance below the dam. I was fearful that\na stone structure might be undermined by the fall of the water from the above cause\nwhereas a wooden structure would be much more secure from such effects. This breach\nhas been finished in such a manner as to preclude the possibility of its giving way in\nfuture ; and in addition thereto, I have had a substantial crib built around the abutment\nand filled with stone, to protect the foundation of the abutment from the effects which the\nfall of the water from the comb of the dam might have had on it, at this place. This\nbreach was repaired by the force employed by the year, with the exception of one or two\nday laborers.\nThe repairs of the breach in the Big Island dam, was let by contract to Joseph H. Shultz\nby the late chief engineer, Col. Walter Gwynn, to be executed on a plan similar to that o\nwhich the repairs to the Judith's dam was made. This breach would have been complete\nin the month of September, but for the interruption by high water, which caused a tota\nsuspension of the work for 12 or 15 days. If no high water prevents, I have no doubt i\nwill be finished in the course of 10 or 12 days. To prevent a similar accident, the filling\nbehind this dam (which was of gravel, and being displaced, I have no doubt led to the ac-\ncident,) has been substituted with stone. This was done without expense to the company,\nas the contractor chose this plan to form a bay dam in order to carry on the repairs.\nAccording to instructions received from the late chief engineer, I have had the Pedlar\nand Bald Eagle dams well filled in behind with stone, nearly the whole of the graveling of\nwhich had been washed away. I have also had such parts of the Judith's dam filled in be-\nhind with stone, as had not been done at the time the repairs were made in that dam.\nThe wooden dam at the Blue Ridge cement mills was well brushed, and a large quantity\nof rock and gravel deposited behind it; and though the repairs already made may be suffi-\ncient for several years to come, it will require a still larger quantity to make this dam per-\nfectly tight.\nNew Works.\nThe following new structures have been put up during the year, viz: The lock-house at\nlook No. 8; draw bridges at lock No. 7 and lock No. 4; the lock-honee at lock No. 17 &\ntwo story lock-house at the North river, intended as a lock-house and toll office combined;\nDigitized by Google\n188\nDoc. No. 17.\ntwo large cribs at the Quarry Falls dam, the one immediately below the dam, the other\naround the abutment. I deem it proper to state to the board, that soon after I became NE-\nperintendent of repairs, my attention was directed to this dam, and upon examination, I\nfound that the section of the dam on the north side of the river, which had been built of\nstone, was in a very unsafe condition; as the fall of the water from the comb of the dam\nhad cut out the foundation just below the dam so as to make it 22 feet below the surface of\nthe river. The crib immediately below the dam was made 30 feet square and nearly 30\nfeet high next the dam, which was fitted up close to the dam, then filled with stone, and\ncovered over with timbers 10 inches square and securely belted down. It is intended as a\nshore to the dam, and at the same to serve to conduct the water from the foot of the ma-\nsonry of the dam. There will have to be placed a similar one on the south side of the river\nto protect that abutment: the dam on that side I do not consider in any danger, as it is\nbuilt of timber where it joins the abutments.\nThere has also been a crib put around the abutment at the Wasp Rock dam and filled\nwith stone; four lock gardens have been fenced; two new house boats in such a state of\nforwardness as to be completed before cold weather sets in; a waste weir made on the 17th\nlevels about 300 feet of coping laid on locks 16 and 17 a guard bank and a heavy riprap\nat the Big Island dam; a heavy embankment made for a public road from the western\nabutment of the North river bridge on to Peter Salling's low grounds; and about 150 cubic\nyards dry walling built on the protection wall at the head of the guard lock at Pediar dam.\nOrdinary Repairs.\nNotwithstanding the amount of extraordinary repairs performed by the force on the\nsecond division of the canal, the towing path and embankments have been kept in tole-\nrable order, and in some places much improved.\nThe dredging machine has had constant employment, and has been worked to its utmost\ncapacity to keep the canal in order. The large accumulation of deposit at the outlet locks,\nand mouths of creeks and branches, particularly after heavy showers of rain, makes it ne-\ncessary to have more than one machine on this division of the canal; for should any acci-\ndent happen to the one I now have, or should it from any cause become unfit for use, the\nnavigation would be evidently stopped until one could be procured: I would therefore re-\nspectfully ask the board to urge the completion of the one already commenced in Richmond\nfor this division.\nBreaches in Canal.\nI am informed by Mr. Turpin, the former superintendent, that the following breaches\noccurred: One on the 4th December, at Peter's creek culvert, which was repaired by the\n8th, when boats passed; no injury being sustained by the culvert, the breach was repaired\nby the company's force. Another occurred on the 24th April, on the 22d level; this breach\nwas repaired by the 27th, when boats passed. I am gratified to announce to the board, that\nsince I took charge of the canal, which was on the 1st of May last, there has been no\nbreach in the canal, and the packet boats have made their regular trips; and with the ex-\nception of the breaking down of one of the wings of the upper gates at lock No. 18,\n(which was caused by the carelessness of the lock keeper, when no boat was near, by fail-\ning to shut the upper gates before he drew the lower wickets,) there has been but little or\nno interruption to the navigation. The lock gate was replaced in two or three days by the\nforeman carpenter; the lock keeper was immediately discharged, and a more trustworthy\none placed in his stead.\nIn conclusion I would say, though the expenses have been considerable this year OR this\ndivision, caused principally by the freshet of November 1852, yet you have been benefited\nby it in this, since it has shown you the weakest points in your structure, and they have\nDigitized by Google\nDoc. No. 17.\n189\nbeen effectually guarded and protected from similar and much higher freshets in future.\nYour stone dams particularly have been placed in a condition to resist the destructive effects\nof heavy brush wood in time of floods, and I think I can safely say, that your work is in a\nmuch better condition than it has ever been at any former period.\nI am, sir, very respectfully,\nYour obedient servant,\nJAMES M. HARRIS,\nSup't Repairs.\nDigitized by Google\n190\nDoc. No. 17.\nB.\nMEMORIAL.\nTo the General Assembly of Virginia.\nThe memorial of the James river and Kanawha company respectfully\nrepresents:\nThat at the late annual meeting of the stockholders of said company the following reso-\nlution, among others, was adopted\n\"Resolved, in view of the importance of the Tidewater connection and the unforeseen\ndifficulties of executing the work, that in order to insure its completion an application be\nmade to the legislature for a loan of seventy thousand dollars, to be applied to that object\nand to be refunded from the tolls to be received from the Tidewater connection.\"\nIn conformity with that resolution your memorialists now ask that aid from the legisla-\nture which is specified in the resolution.\nThe proceedings which have been had by the legislature and the company with a view\nto the connection between the basin at Richmond and the tidewater are briefly set forth in\nthe late report of the president of the company to the stockholders. The locks, canal and\nbasins leading from the basin to the head of the dock may be said to be completed, em-\nbracing handsome and durable structures of stone, necessarily involving great expense;\nand the whole work of the connection would by this time have been ready for use but for\nthe extraordinary difficulties attending the construction of the ship lock at the lower end of\nthe dock. These difficulties, the contractor to whom the work was let, was unable to sur-\nmount, and the company was compelled to declare the contract abandoned and continue\nthe work on its own account by means of its own agents; and it is now prosecuted with\ngreat energy. The chief difficulty has been that of getting a proper foundation for the\nlock, and of keeping out the water entering rapidly through a spongy soil from the river\non the one side and the hills on the other.\nAt the end of the late fiscal year of the company there was a balance of about 60,000\nremaining unexpended, of the sum of 350,000 loaned by the state for the construction of\nthis connection; but that balance is wholly inadequate for the completion of the work.\nIt is a matter of great importance to the revenues of the company and to the state that\nthe improvement of the dock should be speedily completed. There has been recently a\nconsiderable increase of trade and shipping at the port of Richmond, and the want of suffi-\ncient wharfage calls loudly for the completion of the dock. It cannot be completed without\nthe aid of the loan now asked for; and if not completed, all the money which has been\nalready expended upon the purchase and improvement of the dock and the construction of\nthe great chain of locks between the basin and the dock, will be virtually thrown away.\nIt is confidently believed, however, that if this aid is granted, and the improvement\nfinished, the receipts from this part of the company's works alone will be ample to indem-\nnify the state for the loan now asked, as well as for the former loan granted for the con-\nstruction of the same work.\nYour memorialists therefore respectfully submit their application, and beg for it the\nfavorable consideration of the legislature.\nTHE JAMES RIVER AND KANAWHA COMPANY.\nBy J. Y. MASON,\nTheir President.\nDigitized by Google\nDoc. No. 17.\n191\nC.\nArticles of agreement entered into this 10th day of January 1850, between the\nJames river and Kanawha company of the one part, and the Rivanna navigation\ncompany of the other part:\nWhereas the aforesaid James river and Kanawha company, under authority of\nseveral acts of assembly, have agreed to make the connection of the Rivanna river\nwith the James river and Kanawha canal at or near Columbia for horse boats,\nprovided the Rivanna navigation company will adopt and construct a similar im-\nprovement of the Rivanna as far up as Charlottesville, it is agreed by the party of\nthe first part to make the improvement above described in the manner specified,\nat the earliest practicable moment.\nIt is further agreed by the Rivanna navigation company that they will proceed\nto construct their portion of said improvement according to such plan as may be\nagreed upon by the chief engineer of the James river and Kanawha company and\nthe directory of said Rivanna navigation company, by the construction of such\ncanals, dams and locks as may be necessary, with the least practicable delay.\nIt is further agreed that the Rivanna navigation company will appropriate their\ntolls for the construction of their part of the work aforesaid, and will increase\ntheir capital stock by new subscriptions, and apply to the legislature for such aid\nas may be necessary to accomplish the objects herein before recited.\nAnd it is further agreed that the Rivanna navigation company have the exclu-\nsive right by law to collect and receive tolls as heretofore on the whole line of\ntheir improvement to its intersection with the James river and Kanawha com-\npany's canal at or near Columbia.\nIt is further agreed that the Rivanna navigation company shall pay the salaries\nof the lock keepers at Stillman's and at the connection near Columbia; and that\nsaid lock keepers be appointed by the said company with the approval of the\nJames river and Kanawha company, and shall be under the control and subject\nto the orders of the James river and Kanawha company.\nIt is also agreed that the canal between Columbia and Stillman's, and the dam\nat Stillman's, shall be under the control and direction of the said James river and\nKanawha company.\nIn witness whereof, the James river and Kanawha company have hereunto\ncaused their president, John Y. Mason, to subscribe his name and affix their corpo-\nrate seal; and the Rivanna navigation company have hereunto caused their pre-\nsident, Thomas Macon, to subscribe his name and affix their corporate seal, the\nday and year first above written.\nJOHN Y. MASON,\nPres't James River & Kanawha Co.\nTHOMAS MACON,\nPres't Rivanna Navigation Co.\nDigitized by\nGoogle\n108\nDoc. No. 12\nAt a meeting of the president and directors of the James river and Kanawha\ncompany, held on Friday, April 22d, 1853 :\nResolved, that the James river and Kanawha company, having completed the\nwork of construction on the connection of the Rivanna river with the canal at\nColumbia, as required by the acts of assembly of March 23d, 1839, and March\n12th, 1849, and finding it inconvenient to have charge of the repairs of the same,\nas they may be required, and having no funds applicable to that object, hereby\nnotify the Rivanna navigation company of these facts, and that this company no\nlonger regard the said works as chargeable in any form to the James river and\nKanawha company.\nExtract from the records.\nWM. P. MUNFORD,\nSecretary.\nDigitized by Google\nSTATEMENT\nShowing the amount of Actual Tonnage, the Equivalent Tonnage for one mile, the Equivalent Through Tonnage, the Annual Average Rate of\nTolls per ton per mile, the amount of Tolls on Tonnage and on Passengers, the amount for Rent of Houses, Lots and Water Power, the\nGross Receipts from Tolls, Rents and Scale-House Fees, the Annual Expenses and Repairs of the Canal, (including damages by freshes,)\nwith Salaries of Agents, and the Net Revenue for the period stated.\n25\nActual tonnage conveyed on the\nEquivalent tennage for one mile.\ncanal.\nEquivalent through tonnage.\nAverage rate of toll per ton per\nAmount of tolls on tonnage.\nAmount of tolls on passengers.\nAm't of rent for houses, lots and\nwater power, and scale-house\nGross receipts from tolls, rents\nand scale-house fees.\nExpenses and repairs of canal,\n(including damages by freshes,)\nsalaries of agents, &c.\nNET REVENUE FROM THE CANAL.\nmile.\nfees.\nCents.\nFrom January 1,\nto Nov. 30, 1841,\n-\n110141.7\n6426271.7\n44015.6\n1.817\n$116382 93\n5368 36\n-\n121751 29\n62140 96\n59610 33\n\"\nDec.\n1, 1841, to Nov. 30, 1842,\n-\n112707.5\n5802007.2\n39740\n1.782\n103430 94\n5797 74\n5584 28\n114812 97\n95439 02\n19373 95\n\"\nDec.\n1, 1842, to Oct. 31, 1843,\n.\n113742.6\n6258896.1\n42869\n2.62\n163595 87\n4299 05\n7826 93\n175721 85\n74706 98\n101014 87\n\"\nNov.\n1, 1843, to Oct. 31, 1844,\n122695.2\n6009719.4\n41162\n2.889\n173569 29\n4189 29\n9630 06\n187388 64\n54337 56\n133051 08\nDigitized by\n\"\nNov.\n1, 1844, to Oct. 31, 1845,\n-\n134759.3\n7108163.4\n48686\n2.569\n181772 11\n5313 69\n6565 25\n193651 05\n65131 47\n128519 58\n\"\nNov.\n1, 1845, to Oct. 31, 1846,\n-\n125653\n7640263\n52331\n2.158\n163930 58\n7258 04\n7189 15\n178377 77\n51889 29\n126488 48\n\"\nNov.\n1, 1846, to Oct. 31, 1847,\n-\n146442.4\n8588821\n58828\n2.27\n194896 81\n8708 79\n8155 54\n211761 14\n71342 74\n140418 40\n\"\nNov.\n1, 1847, to Oct. 31, 1848,\n-\n155950.7\n8998032\n61630\n2.18\n196628 89\n6214 22\n5912 09\n208755 20\n83128 14\n125627 06\nGoogle\n\"\nNov.\n1, 1848, to Oct. 31, 1849,\n175210.2\n10319149\n70680\n2.21\n237188 89\n4347 44\n8193 45\n249729 78\n74090 29\n175639 49\n\"\nNov.\n1, 1849, to Oct. 31, 1850,\n-\n177381.7\n9708415\n66496\n2 33\n226547 56\n3791 58\n9345 35\n239684 49\n83715 47\n155969 02\n\"\nNov.\n1, 1850, to Sept. 30, 1851,\n174614.3\n9983968\n68383\n2.10\n209500 41\n3943 65\n8669 51\n222113 57\n64146 78\n157966 79\n\"\nOct.\n1. 1851, to Sept. 30, 1852,\n210040.6\n16224732\n82569\n1.64\n264860 51\n4350 30\n8238 16\n277448 97\n95258 50\n182190 47\n\"\nOct.\n1. 1852, to Sept. 30, 1853,\n231032.1\n19545183\n99467\n1.43\n278808 45\n5190 15\n9514 32\n293512 92\n123144 11\n170368 81\nNo. 4.\nSTATEMENT\nShowing the Quantities of the Principal Articles conveyed on the Canal of the James River and Kanawha Company, during\nspecified.\nARTICLES BROUGHT DOWN THE CANAL.\nARTICLES CARRIED UP THE CANAL.\nYEAR.\nHogsheads tobacco.\nBoxes manufac'd tobacco.\nHogaheads stems.\nBarrels flour.\nBushels whest.\nBushels corn.\nBushels oats.\nTons pig iron.\nTons bar iron.\nTons coal.\nTons stone.\nTons castings.\nTons bar and pig lead.\nTons hay.\nKegs nails.\nCords wood.\nSacks salt.\nTone plaster.\nTons coal.\nTons castings.\nTons bar iron.\nBarrela fish.\nKegs nails.\nTons guano.\nTotal tonnage each year.\nEnding\nNov. 30, 1842, (11 months.)\n20800}\n23006\n805\n60139\n167603\n8343\n2986\n24061\n03\n-\n-\n-\n1\n-\n⑉\n-\n-\nI\n,\n-\n-\n-\n-\n-\n112707.5\nOct. 31, 1843, (II months,)\n18985\n17158\n717\n63886\n201825\n3534\n1777\n54}\n-\n-\n1\n-\n,\n-\n-\n-\n1\n1\n-\n1\n-\n-\n-\n113742.6\nDigitized by\n23661\nOct. 31. 1844,\n118511\n33323\n1053\n71442\n281703\n2609\n641\n25881\n127\n184181\n3983\n,\n-\n-\nI\n-\n18205\n1010)\n130)\n-\n-\n-\n-\n-\n122695.2\nOct. 31, 1845,\n15028\n39717\n1547\n79190\n299982\n1700\n500\n3865\n3394\n364461\n10780\n-\n-\n-\n29327\n4860\n204\n-\n-\n-\n-\n-\nI\n-\n134759.3\nOct 31, 1846,\n12220\n44146\n1429\n113890\n222471\n814\n740\n66971\n74\n23462\n105951\n-\n-\n-\n-\n-\n24968\n419\n3651\n-\n-\n-\n-\n-\n125653\nOct. 31, 1847,\n14467\n60815\n1598\n76767\n242937\n145711\n4-25\n8533\n10%\n274464\n11651\n556\n1591\n60\n11207\n-\n32366\n35481\n875\n436\n260\n3580f\n4529\n-\n146442.4\nDet 31, 1848,\n9255\n58873\n1294\n91692\n397483\n51314\n4562\n8056\n500\n30797\n105941\n1112\n1221\n741\n17185\n:\n34-89\n5804\n1735\n11564\n3854\n2805\n5602\n-\n155950.7\nOct. 31, 1849,\n14046\n53717\n1196\n137315\n495991\n147606\n7601\n84451\n227\n37997\n93901\n7421\n165\n1271\n17347\n,\n40911\n68471\n16531\n7313\n521\n3029\n7126\n-\n1752108\nOct. 31, 1850,\n11335\n64170\n1463\n128250\n49001:\n47341\n2940\n6182\n126\n15937\n17190\n381\n285\n162\n14443\n-\n2816)\n5551\n3287\n408\n643\n2521\n10816\n-\n177381.7\nSep. 30, 1851 (11 months,)\n7135\n6067.\n1040\n95473\n145747\n16316\n2459\n33521\n18\n273311\n185281\n381\n343\n2011\n3942\n80111\n29022\n53721\n29161\n168]\n2637\n3958\n5627\n1977\n174615.8\nSep. 30, 1852,\n11999\n102616\n1509\n(1023)\n306054\n9035\n3257\n1307\n413\n217521\n27291\n55)\n622\n210\n628\n7958\n40246\n6366\n45584\n362\n4074\n4563\n11110\n3064\n210040.6\nSep. 30. 1853,\n93951\n118400\n3456\n114932\n682694\n10704\n1927\n3195\n88\n210981\n14915\n-49\n6491\n2001\n6\n69941\n38390\n10094\n5354\n5054\n53704\n51831\n13661\n3573\n2310321\nDoc. No. 17.\n195\nLIST OF OFFICERS AND AGENTS\nOf the James River and Kanawha Company on 30th September 1853.\nNAMES OF OFFICERS.\nIN WHAT CAPACITY.\nPAY.\nGeneral Administration\nof Company.\nJohn Y. Mason,\n-\nPresident,\n-\n-\n-\n$3000 per annum.\nThomas M. Bondurant,\n-\nDirector,\n-\n-\n-\n4 per day.\nSamuel McCorkle,\n-\ndo.\n-\n-\n4\n\"\n-\nWilliam W. Boyd,\n-\ndo.\n-\n-\n-\n4\n\"\nThomas H. Ellis,\n-\ndo.\n-\n4\n\"\n-\n-\n:\nRichard O. Haskins,\n-\ndo.\n.\n-\n-\n-\n4\n\"\nWilliam P. Munford,\n-\nSecretary,\n-\n-\n-\n2000 per annum.\nB.E. Poitiaux,\n-\nBook keeper,\n-\n-\n900\n\"\n-\nJ.R. Chamberlayne,\n-\nClerk,\n-\n-\n-\n500\n\"\nEngineers.\nWalter Gwynn,\n-\nChief engineer, (resigned 1st Sept. 1853,)\n3500\n\"\nD.S. Walton,\nPrincip'l ass't eng'r T. W. & S.S. C. Con.-\n2500\n\"\n-\nE. Lorraine,\n-\nPrincipal ass't eng'r third division,\n2000\n\"\n-\nW.G. Turpin,\nAssistant engineer\n\"\n-\n1500\n\"\n-\nCharles R. Barney,\n-\ndo.\ndo.\nT. W. Con.\n-\n1200\n\"\nHenry McRae,\n-\ndo.\ndo.\nfourth division,\n1200\n\"\n-\nPhilip Harrison, Jr.\n-\ndo.\ndo.\n\"\n-\n1000\n\"\nWilliam P. Douthat,\nRodman\n\"\n-\n-\n1 per day.\nHenry C. Douthat,\ndo.\n\"\n-\n1\n\"\n-\nThomas Lawson, Jr.\n-\ndo.\n\"\n1\n\"\n-\nJames S. Cornick,\ndo.\n\"\n-\n1\n\"\nFrancis Peppercorn,\n-\nDraughtsman,\n-\n-\n-\n2 50 \"\nSalaries of Agents on\n1st Division.\nE.L. Chinn,\n-\nSuperintendent of repairs,\n-\n-\n1500 per annum.\nS.A. Thorp,\n-\nMaster carpenter,\n-\n-\n675\n\"\nSmith Bosworth,\n-\ndo.\n650\n\"\n-\n-\n-\nSamuel Mahoney,\n-\nMaster mason,\n-\n-\n700\n\"\n-\nJesse Snead,\n-\nToll gatherer at Richmond,\n-\n-\n1800\n\"\nJ.A. Goddin,\n.\n-\nToll gatherer's clerk at Richmond,\n900\n\"\n-\nRobert Snead,\n-\ndo.\ndo.\n\"\n-\n500\n\"\nThomas McKinney,\n-\nToll gatherer at Lynchburg,\n-\n-\n800\n\"\nE.N. Eubank,\n-\nToll gatherer's clerk at Lynchburg,\n-\n500\n\"\nRobert Mc Kinney,\n-\ndo.\ndo.\n\"\n-\n400\n\"\nWilliam S. Richardson,\n-\nInspector at Richmond,\n-\n-\n1000\n\"\nH. L. Reed,\n-\ndo.\nScottsville,\n-\n-\n600\n\"\nW.R. Richardson,\n-\nPatrol on lower level,\n:\n-\n320\n\"\nR. C. Nicholas,\n-\nFerryman at New Canton,\n-\n-\n275\n\"\nMayo Cabell,\n-\ndo\nat New Market,\n-\n-\n125\n\"\nDuncan Grant,\n-\nSuperintend't of masonty at M. A. dam,\n-\n900\n\"\nT.J. Hopkins,\n-\nLock keeper at locks 1 and 2,\n.\n600\n\"\nPleasant Roach,\n-\ndo.\nat lock 3 and river lock 3,\n-\n225\n\"\nCalvin Roach,\n-\ndo.\nat 4 and gd. 4,\n-\n200\n\"\n-\nM. Roach,\n-\ndo.\nat 5 and 6,\n.\n-\n250\n\"\nNathaniel Mayo,\n-\ndo.\nat Sampson's,\n-\n-\n150\n\"\nS. C. Tilman,\n-\ndo.\nat gd. lock 7\n-\n-\n240\n\"\nW. W. Pace,\n-\ndo.\nat locks 7 and 8,\n200\n\"\n-\nRowland Hopkins,\n-\ndo.\nat lock 9,\n-\n-\n150\n\"\nE. Mosby,\n-\ndo.\n10,\n-\n150\n\"\n.\nAbner Hicks,\n-\ndo.\n11,\n-\n-\n150\n\"\nDigitized by Google\n196\nDoc. No. 17.\nNAMES OF OFFICERS.\nIN WHAT CAPACITY.\nPAY.\nJoseph Clements,\n-\nLock keeper at lock 12 and outlet,\n-\n250 per annum.\nW. S. Fowler,\n-\ndo.\n13,\n-\n-\n150\n\"\nJohn W. Griffin,\n-\ndo.\n14,\n-\n150\n\"\n-\nJ. M Stratton,\n-\ndo.\n15,\n-\n-\n150\n\"\nA. Phillpots,\n-\ndo.\n16,\n-\n-\n150\nas\nN. C. Denton,\n-\ndo.\n17,\n-\n150\n\"\n-\nS. S. Bugg,\n-\ndo.\n18,\n150\n\"\n-\n-\nD. Nixon,\n-\ndo.\n19,\n\",\n-\n-\n150\n\"\nJ. Taylor,\n-\ndo.\n20,\n-\n-\n150\n\"\nJoseph Mosby,\n-\ndo.\n21,\n.\n150\n**\n.\nJames Hunt,\n-\ndo.\n22,\n-\n.\n150\n\"\nG. Thomas,\n-\ndo.\n23,\n-\n-\n150\n\"\nDavid Johnson,\n-\ndo.\n24,\n-\n150\n\"\n-\nFrancis West,\ndo.\n25,\n150\n\"\n-\n-\n-\nS. A. Viar,\n-\ndo.\n26,\n-\n-\n150\n\"\nJ. B. Barker,\n-\ndo.\n27,\n-\n-\n150\n\"\nS. D. Venable,\n-\ndó.\n28,\nn\n-\n-\n150\n\"\nDaniel Scruggs,\n-\ndo.\n29,\n-\n-\n150\n\"\nJ. C. Wright,\n-\ndo.\n30,\n-\n-\n150\n\"\nThomas N. Matthews,\n-\ndo.\n31,\n-\n-\n150\n\"\nJ. Rakes,\n-\ndo.\n32,\n-\n-\n150\n\"\nJ. N. Matthews,\n-\ndo.\ngd. and river lock T. R. dam,\n150\n\"\nJames Ammonett,\n-\ndo.\nlocks 33 and 34,\n-\n150\n\"\nJ. H. Kitchen,\n-\ndo.\n35,\n-\n-\n150\n\"\nMrs. E. Hager,\n-\ndo.\n36,\n-\n-\n150\n\"\nJohn Berry,\n-\ndo.\n37,\n-\n-\n150\n\"\nMrs. M. U. Cameron,\n-\ndo.\n38,\n-\n-\n150\n\"\nJames Knight,\n-\ndo.\n39,\n-\n-\n150\n\"\nSmith Bosworth,\n-\ndo.\n40,\n-\n-\n150\n\"\nGeo. H. Wingfield,\n-\ndo.\n41,\n-\n-\n150\n\"\nA. Phelps,\n-\ndo.\n42,\n-\n-\n150\n\"\nJames Maxwell,\n-\ndo.\n43.\n-\n-\n150\n\"\nG. W. Clarke,\n-\ndo.\n44,\n-\n-\n150\n\"\nJ. H. Cash,\n-\ndo.\n45,\n-\n-\n150\n\"\nThomas Doss,\n-\ndo.\ngd. and river and J. F. dam,\n150\n\"\nNelson Scruggs,\n-\ndo.\nlocks 46 and 47,\n-\n300\n\"\nJohn W. Wills,\n-\ndo.\nlock 48,\n-\n-\n150\n\"\nJ. M. Smith,\n-\ndo.\n49,\n-\n-\n150\n\"\nJ. T. Phelps,\n-\ndo.\n50,\n-\n-\n150\n\"\nJ. H. Briggs,\n-\ndo.\n51.\n-\n-\n300\n\"\nJohn West,\n-\ndo.\ngd. and river lock Lynchburg\nWater Works dam,\n300\n\"\nExpenses and Repairs of\nCanal-1st Division.\nT. T. Emett,\n-\nOverseer,\n-\n-\n-\n350\n\"\nJ. M. Stratton,\n-\ndo.\n.\n-\n-\n350\n\"\nJames Gooding,\n-\ndo.\n.\n-\n-\n350\n\"\nJ. W. Wills,\n-\ndo.\n-\n-\n-\n350\n\"\nNathaniel Mayo,\n-\ndo.\n-\n-\n-\n350\n\"\nMichael Keaho,\n-\ndo.\n-\n-\n-\n350\n\"\nG. W. Matthews,\n-\ndo.\n-\n-\n-\n350\n\"\nSalaries of Agents on 2d\nDivision.\nAlphonso Finney,\n-\nToll gatherer at Buchanan,\n-\n-\n600\n\"\nJaines M. Harris,\n-\nSup't of repairs and law agent,\n-\n1200\n\"\nAndrew C. Houston,\n-\nInspector at North river and lock keeper,\nat guard lock No. 7.\n-\n-\n400\n\"\nW. G. Matthews,\n-\nMaster carpenter,\n-\n-\n600\n\"\nG. W. Spooner,\n-\nLock keeper at lock No. 1,\n-\n-\n150\n\"\nJohn Alvis,\n-\ndo.\n2,\n.\n-\n150\n\"\nThomas Murphy,\n-\ndo.\ngd. lock 1,\n-\n-\n150\n\"\nRichard Woody,\n-\ndo.\nlock No. 3,\n-\n150\n\"\n.\nDigitized by Google\nDoc. No. 17.\n197\nNAMES OF OFFICERS.\nIN WHAT CAPACITY.\nPAY.\nThomas Eubank,\nLock keeper at gd. lock 2,\n-\n-\n150 per annum.\nE. P. Layne,\n-\ndo.\nlock 4, -\n-\n150\n\"\nH.N. Carroll,\n-\ndo.\ngd. lock 3, -\n150\n\"\n-\nJames Tebbs,\n-\ndo.\nlock 5,\n150\n\"\n-\n-\nJoseph Wright,\n-\ndo.\ngd. lock 4, -\n-\n150\n\"\nJacob Eckhard,\n-\ndo.\nlock 6,\n-\n-\n150\n\"\nS. G. Ballard,\n-\ndo.\ngd. lock 5,\n-\n-\n150\n\"\nSamuel Gowing,\n-\ndo.\nlock 7,\n-\n-\n150\n\"\nJoseph Wingfield,\n-\ndo.\n8, -\n-\n150\n\"\nC. C. Carroll,\n-\ndo.\n9, -\n150\n\"\n-\n.\nWashington Tyree,\n-\ndo.\n10, -\n-\n150\n\"\nJohn Blackburn,\n-\ndo.\n11, -\n-\n150\n\"\nWilliam Ridgway,\n-\ndo.\n12, -\n-\n150\n\"\nWilliam Mitchell,\n-\ndo.\n13, -\n150\n\"\n-\nJohn Gardner,\n-\ndo.\n14, -\n-\n150\n\"\nWilliam Bryant,\n-\ndo.\n15, -\n-\n150\n\"\nJ.N. Herndon,\n-\ndo.\n16, -\n-\n150\n\"\nCharles Brown,\n-\ndo.\n17, -\n-\n150\n\"\nR. M Al is,\n-\ndo.\n18, -\n-\n150\n\"\nG. W Crawford,\n-\ndo.\ngd. lock 8, -\n-\n150\n\"\nRichard Shaw,\n-\ndo.\nlocks 19 and 20,\n300\n\"\n-\nJohn P. Yeatman,\n-\ndo.\nlock 21, -\n-\n150\n\"\nWilliam Kirkwood,\n-\ndo.\n22, -\n-\n150\n\"\nJohn P. Hix,\n-\ndo.\ngd. lock 9,\n-\n-\n150\n\"\nGeo. Eubank,\n-\ndo,\nlocks 23 and 24,\n-\n300\n\"\nSamuel Sterns,\n-\ndo.\ngd. lock 10,\n-\n-\n150\n\"\nLewis Williams,\n-\ndo.\nlock 25, -\n-\n150\n\"\nHenry Mitchell,\n-\ndo.\n26, -\n-\n150\n\"\nA. N. Matthews,\n-\ndo.\ngd. lock 11, -\n150\n\"\n-\nExpenses and Repairs of\nCanal-2d Division.\nDennis McCarthy,\n-\nOverseer,\n-\n-\n-\n350\n\"\nJames A Mitchell,\n-\ndo.\n-\n-\n-\n350\n\"\nE. Matthews,\n-\ndo.\n-\n-\n295\n\"\n-\nTidewater Connection.\nFrancis Mahony,\n-\nSuperintendent of masonry,\n-\n1000\n\"\nSamuel C. Forbes,\n-\nSup't at ship lock (temporarily employed,)\n60 per month.\nS.P. Lambard,\n-\nForeman carpenter,\n\"\n-\n70\n\"\nJames Baine,\n-\nSup't at quarry,\n\"\n-\n2 50 per day.\nBlue Ridge Turnpike and\nFerry.\nJames B. Moelick,\n-\nAgent,\n-\n-\n-\n450 per annum.\nWestern Improvements.\nD.B. Layne,\n-\nAgent,\n-\n-\n-\n1200\n\"\nW. J. Rand,\n-\nCollector of tolls,\n-\n1000\n\"\n-\nG. W. Dickson,\n.\nGate keeper on Kanawha road,\n-\n9 per ct. am't. col.\nJesse Mayo,\n-\ndo.\ndo.\n.6\n-\n\"\nS. Branham,\n-\ndo.\ndo.\n-\n\"\n\"\nT. Hickman,\n-\ndo.\ndo.\n\"\n-\n\"\nGeorge Alderson,\n-\ndo.\ndo.\n\"\n-\n\"\nJ. H. Miller,\n-\ndo.\ndo.\n-\n\"\n\"\nM. Hansford,\ndo.\ndo.\n\"\n\"\n.\nC. C. Watson,\n-\ndo.\ndo.\nat\n\"\n-\nA. Burdett,\n-\ndo.\ndo.\n\"\n\"\n-\nM. Morriss,\n-\ndo.\ndo.\n\"\n\"\n.\nA. Black,\n-\ndo.\ndo.\n\"\n-\n\"\nJ. Derton,\n-\ndo.\ndo.\n\"\n\"\n-\nDigitized by\nGoogle\nDoc. No. 17.\nOFFICE JAMES RIVER AND KANAWHA Co.\nRichmond, October 1st, 1853.\nThe foregoing is a correct list of the officers and agents of the James river and Kanawha\ncompany on the 30th September 1853.\nWM. P. MUNFORD,\nSecretary.\nDigitized by Google\nDoc. No. 17.\n199\nWESTON AND FAIRMONT TURNPIKE COMPANY.\nCLARKSBURG, Oct. 29, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI beg leave to transmit to you herewith the report of the\npresident and directors of the Weston and Fairmont turnpike company for the\nyear ending the 1st October instant, as required by law.\nI have the honor to be,\nMost respectfully,\nYour ob't serv't,\nTHOS. L. MOORE,\nSec'y of the Board.\nDigitized by Google\nDoc. No. 17.\nREPORT.\nThe president and directors of the Weston and Fairmont turnpike company report to\nto the Board of public works the progress and condition of their work on the lat day of\nOctober 1853.\nSince the last annual report, the contract then existing with William S. Wilkinson, for\nkeeping the section of road between Clarksburg and Fairmont in good repair for the tolls,\nbeen rescinded by the board, for failure on the part of Wilkinson to comply with his\ncontract.\nDuring the past winter and spring much of the entire line of road was in so bad a con-\ndition that but little toll was collected by the gate keepers during that period. As early in\nthe season as the means in the hands of the company would permit, the whole road was\nrepaired preparatory to macadamizing and in ne last, the section of road between\nWeston and Clarksburg, embracing nearly 23\n4 was put under contract for macada-\nnization, in pursuance of the act of the general assembly, passed February 17, 1853-three\niles of the road next to Clarksburg with limestone exclusively, and the remainder with\nand or free stone. Subsequently, between four and five miles of the road, which, from\nthe nature of the ground, most required macadamizing, have also been put under contract\nbetween Clarksburg and Fairmont. The stone are generally put on the road 12 feet wide,\nand of the average thickness of 8 inches-varying n price from 65 to 95 cents per perch,\nowing to the kind, abundance and convenience\naterial suitable for the work.\nThe work on the road has progressed as rapiding as could be expected under existing\ncircumstances, in consequence of the scareity of labor and the high price of wages. About\n21 miles have been finished; and on the residue the work is progressing on nearly every\nmile of the road between Weston and Clarksburg, and it is confidently expected that this\nentire section will be completed by the 1st of July next. This portion of the road, when\ncompleted, it is thought, will be second in importance to no road in this section of country,\nas it will afford a convenient outlet to market for a large district of country, comprising\nparts of the counties of Harrison. Lewis, Braxton, Gilmer and Nicholas.\nThe section of the road between Clarksburg and Fairmont can only be partially im-\nproved by the appropriation made last winter for macadamizing. It would be a matter of\ngreat importance to the populous and productive section of country in the lower end of\nHarrison and the upper end of Marion counties, if this entire portion of road were mac-\nadamized, for during the wet season our roads become almost if not quite impassable for\nwagons, unless they are improved by the application of stone. On this part of the road\ntwo bridges across the West fork river should be erected to insure a constant collection of\ntolls and to make the road passable at all seasons of the year: this road connects with the\nBaltimore and Ohio railroad at Fairmont, and crosses the Northwestern Virginia railroad\nat Clarksburg, and thus becomes an improvement of vast importance to a large section of\ncountry, and should therefore be macadamized throughout its entire length, in justice as\nwell to the interests of individual stockholders and the public as of the commonwealth.\nAll of which is respectfully submitted.\nBy order of the board of president and directors.\nTHOS. L. MOORE, Sec'y.\nDigitized by Google\nDoc. No. 17.\n201\nReturn of the state of the Weston and Fairmont Turnpike Company for the\nyear ending the 1st day of October 1853.\nCapital stock, $ 66,000 00 :\nSubscribed by individuals 320 shares, at $ 25 each,\n-\n8000 00\n\"\ncommonwealth 2320 shares, at $ 25 each,\n-\n58000 00\nTolls received from commencement to date,\n-\n-\n1632 21\nDue by company, for labor, &c.\n-\n-\n-\n439 04\n$ 68071 25\nAmount of commonwealth's subscription unpaid,\n-\n36037 50\n\"\nindividual\n\"\n\"\n-\n-\n24 75\nAmount expended in construction of work from commence-\nment to date, including officers' salaries, &c.\n-\n-\n19508 92\nAmount expended in repairs during same time,\n-\n1529 78\n\"\n\"\nland damages,\n-\n-\n254 66\n\"\n\"\nmacadamizing, including the preparing\nof the road for that purpose,\n-\n-\n2061 38\nAmount expended for officers' salaries during last year, since\ncommencement of macadamizing, including advertising and\ndirectors' expenses, &c.\n-\n-\n-\n258 26\nAmount expended during the year and previous to commence-\nment of macadamizing, for officers' salaries, repairs, &c.\n148 94\nAmount due from gate keeper and late superintendent,\n-\n53 45\nBalance on hand, as per statement below,\n.\n-\n8113 61\nDebts paid during the year,\n-\n-\n-\n80 00\n$ 68071 25\nReceipts and Disbursements during the year.\nAmount on hand, per last annual report,\n-\n-\n10 27\nFor capital stock:\nFrom Board of public works,\n-\n-\n-\n10000 00\nFrom tolls,\n-\n-\n-\n-\n433 11\nDue to individuals, for labor, salaries, &c.\n-\n-\n439 04\n10882 42\nDisbursements:\nFor macadamizing and preparing the road to receive the same,\n2061 38\nFor salaries and other incidental expenses,\n-\n-\n477 80\nFor debts paid during the year,\n-\n-\n-\n80 00\nFor repairs,\n-\n-\n-\n-\n96 18\nDue from B. Bassel, jr.\n-\n-\n-\n18 95\nDue from J. Bailey, gate keeper,\n-\n-\n-\n34 50\nFor cash on hand,\n-\n-\n-\n-\n8113 61\n10882 42\nBy order of the board of president and directors.\nTHOS. L. MOORE, Sec'y.\n26\nDigitized by Google\nDoc. No. 17.\nIOMAS G. WATSON, Treasurer of the Weston and Fairmont Turnpike Company, in as\ncount with said Company.\namount received of Baltimore and Ohio railroad company,\nwolls,)\n-\n.\n-\n-\n50 00\nFor amount of Luther Haymond, on tolls,\n-\n-\n124 99\nor amount of Board of public works on state's subscription,\n10000 00\n10174 99\nSept. 16, By draft paid A. G. Kidwell,\n-\n-\n295 68\n23,\n\"\n=\nSame,\n-\n-\n861 70\n27,\n\"\n\"\nB. H. Lurty,\n-\n-\n304 00\n16,\n:\n** Annawatt & Spiker,\n-\n-\n300 00\n30,\n**\n\"\nJacob Bush,\n-\n-\n300 00\n2061 38\nBalance on hand October 1st, 1853,\n$ 8013 61\nTHOS. G. WATSON, Treas.\nBy order of the board of president and directors.\n-\nTHOS. L. MOORE, Sec'y.\nOctober 28, 1853.\nList of Officers.\nNathan Goff, president; Aaron Criss, James Lynch, Thomas L. Wood, William Vand-\nwort, Walter McWhorter, William J. Calbreath, directors; Thomas L. Moore, secre-\ntary, $ 50; Thomas G. Watson, treasurer; Luther Haymond, superintendent, per annum,\nsince 28th May 1853, $ 700.\nBy order of the board of president and directors.\nTHOS. L. MOORE, Sec'y.\nDigitized by Google\nDoc.. No. 17.\n203\nWHEELING, WEST LIBERTY AND BETHANY TURN. CO.\nWHEELING, Aug. 3d, 1853.\nTo the Board of Public Works.\nThe president and directors of the Wheeling, West Liberty and\nBethany turnpike company submit the following report and accompanying state-\nment of the condition of the company since its last report, September 30th, 1849,\nand extending to the 3d day of August 1853. Owing to causes beyond the con-\ntrol of the company, and also to their inability to make full collections, but little\nwas done with their road until last year, save to bestow upon it such casual re-\npairs as were absolutely necessary to make it passable; and in the condition in\nwhich the road was, and from the want of funds, it was not deemed advisable to\nplace the road under toll, and procure land and erect toll-houses and gates. Du-\nring the past year, however, the directors found it expedient, from the settled and\nsolid condition of the road, to press it to completion, and to that end proceeded\nlegally to sell delinquent stock, and then to collect by law the balance due thereon\nand not paid, by the proceeds of sale. In this they have succeeded as well as\nusual, there being of delinquent stock but 296 06. The proceedings connected\ntherewith necessarily required some time, and the result was to delay active efforts\nuntil the present year. During the present year the entire road has been put\nin repair, and toll-houses erected, which from this period will be a source of\nrevenue to the company. The road is an excellent summer road, but owing to\nthe nature of the soil is very deep in places in the winter, and can never be a per-\nmanent road, such as contemplated by its charter and by those who subscribed to\nits stock, until stoned. The present available funds of the company will be in-\nsufficient to do so, and the board are satisfied that if the capital stock of the com-\npany were increased $ 30,000, that the two-fifths thereof would be taken with the\nbalance of the stock unsubscribed, which has not been taken as yet, owing to the\nknowledge, of those who would else do so, that the amount would be insufficient\nto stone the road. A full account is forwarded herewith, marked A and B, and\nreferred to as part of this report. It is the design of the directors to proceed to\nstone forthwith 80 much of their road as can be stoned with the funds on hand\nand the state's quota. The amount of stock paid by individuals since the last\nreport is 3,359 81, on which the state's quota is 5,039 71 and it is of the\nfirst importance to the company that this amount should be promptly remitted, as\nthey desire to partly stone the road this fall, else the whole will have to be re-\npaired next spring at heavy cost. The board of directors earnestly recommend\nan enlargement of the stock $ 30,000, for the reasons stated, as this road extends\nfor a considerable distance through the state, and through a very rich and valua-\nble and otherwise almost inaccessible portion of the counties of Ohio and Brooke.\nThe toll-house next Wheeling is nearly completed and toll will be charged during\nthe coming week. Land, &c. have been procured for the other one deemed neces-\nsary, and the house will be erected forthwith. The former secretary, Dr. English,\nis entitled to $ 50 for five years' services, at $10 per year. This is the only salary\nthe company has paid.\nJ. W. MITCHELL, Pres't.\nDigitized by Google\nDoc. No. 17.\nState of the Wheeling, West Liberty and Bethany Turnpike Company\n3, To Amount of commonwealth's subscription unpaid,\n-\n6458 82\nindividual\n\"\n\"\n-\n296 06\nSurveys,\n-\n-\n-\n-\n-\n266 00\nConstruction to September 30, 1849,\n-\n-\n17107 26\nAugust\n3, 1853,\n-\n-\n5049 12\n22156 38\n.\nRepairs to date,\n-\n-\n-\n-\n2689 12\nLand damages,\n-\n-\n-\n-\n165 00\nProperty held by company, viz:\nOxen, carts and tools, 3d September 1849,\n-\n1011 64\nLess sales collected,\n:\n-\n-\n-\n495 79\n515 85\nPrinting and stationery,\n-\n-\n-\n-\n16 25\nBalance on hand,\n-\n-\n-\n-\n1786 52\n$ 34350 00\nDigitized by Google\nDoc. No. 17.\n205\nsince September 30th, 1849, and ending on the 3d day of August 1853.\n1853.\nAug. 3, By capital stock, viz:\n267 shares at $ 50 each by individuals,\n.\n-\n13350 00\n420 \"\n\" \"\ncommonwealth,\n.\n.\n21000 00\n$ 34350 00\nDigitized by Google\nDoc. No. 17.\nStatement of Receipts and Expenditures since\n1853.\nAug. 3, To Amount, September 30, 1849,\n-\n-\n-\n1525 64\nCapital stock paid by individuals to date,\n-\n-\n3359 81\n\"\n\"\ncommonwealth,\n.\n-\n4208 52\nSales of oxen and tools,\n-\n-\n-\n-\n495 79\n$ 9589 76\nTo balance in treasurer's hands,\n-\n$1786 53\nDigitized by Google\nDoc. No. 17.\n207\n30th September 1849, to August 3d, 1853.\n1853.\nAug. 3, By Amount paid for construction since last report,\n.\n-\n5049 12\nrepairs,\n-\n-\n-\n2689 12\nland damages,\n-\n-\n-\n65 00\nBalance on hand,\n-\n-\n-\n-\n1786 52\n$ 9589 76\nBy order of the board of president and directors.\nJ. W. MITCHELL, President.\nH. W. CHAPLINE, Clerk.\nDigitized by Google\n,\nDoc. No. 17.\nList of Officers.\nJ. W. Mitchell, president; J.C. Campbell, Isainh Cooper, Bazil Beall, Lewis Applegate,\nH. W. Chapline, directors; H. W. Chapline, Clerk.\n1 do hereby certify the foregoing statement to be correct.\nJ. W. MITCHELL, President.\nH. W. CHAPLINE, Clerk.\nDigitized by Google\nDoc, No, 17.\n209\nWHITE AND SALT SULPHUR SPRINGS TURNPIKE CO.\nThe Board of Public Works.\nGENTLEMEN,\nYou will herewith receive the annual report of the secretary\nof the White and Salt Sulphur springs turnpike company, showing a balance in\nthe hands of the treasurer of $ 692 87, out of which is to be paid the dividend of\nthis year of 61 per cent., amounting to $ 650. The road is in tolerably good re-\npair: it is becoming too flat, and will require all the proceeds of next year to put\nit in proper order.\nThe road is 201 miles in length, commencing near the Greenbrier bridge on the\nKanawha turnpike road in Greenbrier county, and terminating at the Salt Sul-\nphur springs in Monroe county. There are two gates at which toll is received\nfor ten miles. Compensation to toll receivers is 10 per cent. an collections. The\naverage cost of constructing the road was $ 400 per mile. It is kept in repair by\nhands hired by the company. Henry Alexander is the president, Isaac Caruthers,\nWilliam Erskine, Allen T. Caperton, Augustus A. Chapman and Benj. F. Steele\nare directors; John Hutchinson, clerk, and James H. Alexander, treasurer. No\nsuperintendent. There has been no general meeting of the stockholders for\nmany years, as the directors hold all the individual stock except 20 shares, which\nin their opinion rendered it unnecessary.\nRespectfully,\nHENRY ALEXANDER, Pres't.\nUnion, 3d Oct. 1853.\n27\nDigitized by Google\n210\nDoc. No. 17.\nReturn of the state of the White and Salt Sulphur Springs Turnpike Company for\nthe year ending 30th September 1853.\nCapital stock, $10,000:\nSubscribed by individuals 120 shares, at $ 50 each,\n-\n-\n6000 00\nSubscribed by the commonwealth 80 shares, at $50 each,\n-\n-\n4000 00\nTolls, rents and other profits from commencement, 1836, to date,\n-\n15413 94\nDividends unpaid,\n-\n-\n-\n650 00\nDue to company other than on account of stock:\nOn bond,\n-\n-\n-\n-\n7 43\nOn open account,\n-\n-\n-\n-\n109 48\nExpended on work from commencement, 1836, to date, 9327 00\nExpended in land damages for same time,\n673 00\n10000 00\nExpended in repairs for same time,\n-\n-\n-\n5754 16\nProperty now held by the company, -\n-\n-\n50 00\nDividends declared from the commencement,\n-\n-\n9450 00\nCash on hand 30th Sept. 1853, as per statement below,\n-\n692 87\n$ 26063 94\n26063 94\nStatement of Receipts and Disbursements during the year.\nBalance of money on hand, per last annual report,\n-\n601 31\nAdd receipts during the year, viz:\nTolls, rents and other profits,\n836 45\nDebts received,\n-\n-\n-\n122 00\nDeduct disbursements during the year:\nFor improvements and repairs,\n-\n-\n-\n131 46\nOfficers' salaries:\nPresident, $2; directors, $1 50; clerk, $ 2 per day,\n-\n8 50\nTreasurer,\n-\n-\n-\n-\n-\n20 00\nTax,\n-\n-\n-\n-\n-\nH 48\nToll receivers' compensation, 10 per cent., and other expenses\ncollecting toll,\n-\n-\n-\n-\n95 45\nDividends paid,\n-\n-\n-\n-\n600 00\nBalance money on hand,\n-\n-\n-\n692 87\n$ 1559 76\n1559 76\nDividend in the year 1853, payable at sight.\nBy order of the president and board of directors.\nJOHN HUTCHINSON, Clerk.\nDigitized by Google\nDoc. No. 17.\n211\nLURAY AND FRONT ROYAL TURNPIKE COMPANY.\nFRONT ROYAL, Warren Co., Va.\nNovember 1, 1853.\nW. R. DRINKARD, Esq.\nDEAR SIR,\nI received, a few days ago, a commission appointing me proxy\nupon the part of the state in the Luray and Front Royal turnpike company, in\nwhich my acknowledgment of acceptance is requested. In answer to which, I\ngive this my acceptance, that it may thus be made known to your board.\nI have carefully examined the instructions in the circular, and am gratified in\nbeing able to say the directory for this company have been cautious in observing\nthem.\nWill you inform me whether the board of directors have the discretionary power\nof contracting with individuals for the payment of their tolls by the year, or\nwhether they shall adhere to the rules as laid down in the Code upon that subject ?\nYour attention will oblige,\nVery respectfully,\nTHOS. N. ASHBY.\nDigitized by Google\n212\nDoc. No. 17.\nREPORT.\nTo the Board of Public Works.\nGENTLEMEN,\nIt is our duty to submit to you a statement of the operations of this\ncompany since our last annual communication to the present time.\nOur road has been so far completed as to receive travel upon the entire line, upon which\nwe have established four toll gates. A small part of the last section, near Luray, of about\nquarter of a mile, has not been completed, the natural condition being such as justified the\ndirectory in suffering the contractor to defer it till after the press of his summer engage-\nments. The upper section in Warren, named in our last report as unfinished a distance\nabout three and half miles,\" we regret to inform you, has not been completed agreeably\nthe terms of the contract. But your directory think they have retained in their hands\nm the contract price such an amount as will complete the same, and have received\nseveral bids for having it finished in a short time.\nThe last winter being an unusually wet one, and our road new, it became very muddy\nand deep, and for several months the gates were thrown open and the travel permitted to\ngo through without charge. Consequently, our receipts for tolls should not be computed\nbut for a fraction of the year. It is the opinion of those conversant with graded roads,\nthat after they shall have a thorough catting and working up by travel, will never become\nso deep again. If this should be the fact, we can congratulate ourselves that we have had\nour worst road. But it cannot be expected that a road used as this must be will answer the\ndemand of the public till it shall become metaled. The board of directors petitioned the\ngeneral assembly of Virginia, at its last session, for an increase of their capital stock of\n$10,000, for the purpose of metaling and otherwise improving our road. Our petition\nwas answered and the bill passed. We have received several additional subscriptions, and\nthe assurances of some of its friends that their aid will be given in carrying out the provi-\nsions of the bill. I hope it may not be considered improper in us to call the attention of\nevery stockholder to the necessity of giving a helping hand to this work. It cannot be\ndone by one or two individuals, but requires the co-operation and aid of many. The\ngreatest difficulty and expense have been overcome, and a little more public spirit and libe-\nrality will give us a good road, and we confidently believe will return a small dividend to\nthe stockholders..\nBy reference to the statements of the treasurer for receipts for toll, you will observe, had\nour company been free from liabilities, we could have divided a small dividend the present\nyear. The receipts in the aggregate have been nearly 4 per cent. upon the capital stock.\nIn investing capital in improvements of this kind, it is not expected to receive, by the way\nof dividends, the regular interest upon the investment; but it is found, in realizing an en-\nhancement in the value of your lands, giving facilitles for market and finding sale for nu-\nmerous articles which before would not bear transportation.\nAt the same time the legislature passed the bill increasing the capital stock $10,000 for\nthe purpose before named: they also gave an increase of 30,000 for the purpose of ex-\ntending our road at or near Conrad's store in Rockingham, a distance of about 25 miles.\nYour directory have made an effort for having the stock taken to consummate this work,\nDigitized by Google\nDoc. No. AV.\n213\nbut as yet there has not been such an amount subscribed as justified the board in com-\nmencing. The friends of the extension, however, seem sanguine of having the stock sub-\nscribed, and the board of directors will prosecute it vigorously whenever the means shall\nbe provided for.\nThis extension will serve as a feeder to the present road, and thereby make our stock\nmore valuable.\nThe capital stock under the first act has been taken to the full amount, and but few com-\npanies can make the declaration, with us, \" that every share of stock\" has been disposed of\nto represent a bona fide subscription.\nFor a statement of the financial condition of the company, you are referred to the report\nof the treasurer, herewith annexed, which is as flattering as could be anticipated-show-\ning resources more than sufficient to discharge our liabilities.\nAll of which is respectfully submitted.\nTHOS. F. BUCK, Pres't.\nDigitized by Google\nDoc. No. 17.\nReturn of the state of the Luray and Front Royal Turnpike Company for the\nyear ending October 13, 1853.\nCapital stock, $20,000:\nSubscribed by individuals 320 shares, at $ 25 per share,\n.\n-\n8000 00\nSubscribed by commonwealth 480 shares, at $25 per share,\n-\n.\n12000 00\nReceived from tolls since commencement,\n-\n-\n-\n788 89\nReceived from interest and costs on road, stock and executions,\n-\n28 34\nBalance due the treasurer this day,\n-\n-\n.\n-\n36 36\n$ 20853 59\nExpenditures from commencement of the work, July 26, 1851,\nto present date, October 13, 1853, have been as follows:\nPaid contractors for construction, &c.\n-\n-\n-\n16759 50\nland damages,\n-\n-\n-\n-\n-\n1440 00\npresident's salary,\n-\n-\n-\n.\n-\n375 00\nsecretary, treasurer and collector,\n-\n-\n-\n-\n493 33\ndirectory,\n-\n-\n-\n-\n-\n361 10\nrepairing road,\n-\n-\n-\n-\n-\n231 62\ntoll gate keepers,\n-\n-\n-\n-\n-\n124 25\nengineer,\n-\n-\n-\n-\n-\n225 00\nfor stationery and printing,\n-\n-\n#\n-\n88 %\nfor labor for location, &c.\n-\n-\n-\n-\n100 99\nlaw expenses,\n-\n-\n-\n.\n-\n84 92\nThis sum due from individual stockholders,\n-\n-\n-\n256 12\n\"\n\"\ncommonwealth,\n,\n-\n-\n-\n313 50\n$ 20853 59\nDigitized by Google\nDoc. No. 17.\n215\nStatement of Receipts and Expenditures within the year.\nReceived from individual stockholders,\n.\n-\n-\n.\n536 07\ncommonwealth,\n.\n.\n.\n-\n1681 50\ntolls,\n-\n.\n-\n-\n-\n738 91\ninterest and costs on executions, &c.\n-\n-\n28 34\nBalance due treasurer this day,\n.\n-\n-\n-\n36 36\n$ 3021 18\nDisbursements:\nPaid contractors for construction,\n.\n-\n-\n-\n1591 02\nland damages,\n-\n-\n-\n-\n-\n530 50\ndirectors,\n-\n-\n-\n.\n-\n-\n125 00\nrepairing road,\n-\n-\n-\n-\n-\n231 62\ntreasurer, secretary and collector,\n.\n-\n-\n-\n125 00\npresident,\n-\n-\n-\n-\n-\n-\n100 00\nengineer,\n-\n-\n-\n-\n-\n-\n75 00\nlaw expenses,\n-\n-\n-\n-\n-\n35 02\ntoll collectors,\n-\n-\n-\n-\n-\n113 25\nprinting and stationery,\n-\n-\n-\n-\n32 67\nreviewers, &c.\n-\n-\n-\n-\n12 00\ntreasurer, for balance due him last year,\n-\n-\n-\n50 10\n$ 3021 18\nTHOS. N. ASHBY, Treas.\nList of Officers.\nThomas F. Buck, president, salary, $100 per annum; Gibson N. Roy, state director,\n$ 25 per annum ; Edward W. Wood, $ 25 per annum; Peter Price, $ 25 per annum; Wm.\nMiller, private, $ 25 per annum; Wm. F. Jones, $ 25 per annum; Thos. N. Ashby, secre-\ntary, treasurer and collector, $ 125 per annum; Thomas N. Ashby, state proxy, nothing;\nMahlon S. Lovett, engineer, $5 per diem ; Berryman Jones, gate keeper, $ 1 per week;\nMary A. Utz, 75 cents per week ; Anthony Hume, 75 cents per week; William Darnell,\n75 cents per week.\nLength of road 251 miles-25 miles completed.\nThe road has been kept in repair by employing labor by the day, under the superin-\ntendence of the directory.\nThe engineer will forward a map of the road so soon as completed.\nDigitized by Google\nDoc. No. 17.\nCOMMITTEE'S REPORT.\ntockholders of the\nLuray and Front Royal Turnpike Company.\nThe undersigned, members of a committee appointed by the board of\nexamine and report upon the accounts of Thomas N. Ashby, secretary and\neg leave to report that they have carefully performed that duty, and find the\na accounts of Mr. Ashby to have been kept with great neatness and accuracy, and\nas properly accounted for all the funds paid into his hands, having satisfactory\n- for each and every item of disbursement. Our examination of his accounts er\nm the 1st day of October 1852 to the 6th day of October 1853.\nAll of which is respectfully submitted.\nGILES COOK,\nJNO. R. JACKSON,\nHANSON DORSEY,\nCHAS. H. GREEN,\nCommittee.\nIt being inconvenient to act with the other members of the committee, I have made &\nseparate examination of Mr. Ashby's account, above referred to, and fully concur in the\nabove report; and will add that in my opinion his exceedingly full and careful system of\nbook keeping is calculated in a great measure to obviate the embarrassments and difficulties\n80 common with joint stock companies.\nMARCUS B. BUCK.\nWe, Thos. F. Buck, president, and Thos. N. Ashby, secretary of the Luray and Front\nRoyal turnpike company, certify that all the foregoing papers are correct extracts of the\noriginals, which are very respectfully submitted to the Board of public works of Virginia\nTHOS. H. BUCK, Pres't.\nTHO. N. ASHBY, Sec'y.\nDigitized by Google\nDoc. No. 17.\n217\nSANDY RIVER TURNPIKE COMPANY.\nWAYNE Co., September 30, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI send you herewith our second annual report. Three miles\nof the road are now completed; 13 miles more are now under contract, and the\nwork progressing well.\nYours, with respect,\nJAMES RUSSELL, President.\n28\nDigitized by Google\nDoc. No. 17.\nReturn of the state of the Sandy River Turnpike Company for the year ending\n30th September 1853.\nCapital stock, $5000:\nSub bed by individuals,\n-\n*\n.\n.\n2000 00\nby Board public works,\n-\n.\n.\n-\n3000 00\nntion\nby do.\n-\n-\n.\n1950 00\nby individuals,\n-\n-\n-\n877 50\ndi in astructing the work to this time\nontractors,\n-\n-\n-\n-\n2017 44\nengineers and assistants,\n-\n-\n.\n63 25\ndirectors,\n-\n-\n-\n-\n28 00\nto treasurer,\n-\n-\n,\n54 31\nTo president,\n-\n-\n-\n.\n6 00\nTo secretary,\n#\n*\n-\n+\n2 00\nFor printing,\n-\n,\n-\n1 50\n$5000 00\n5000 00\nBy order of the president and directors.\nJEREMIAH WELLLMAN, Ser'y.\nA majority of the stockholders of the Sandy river turnpike met at the house of John\nSmith, on the 30th day of September 1853, for the purpose of holding their annual meet-\ning, the shares of the state being represented by F. Moore, their proxy. A majority of\nthe stockholders being present, they proceeded to the election of its officers for the next\nyear; and thereupon James Russell was elected president of said company. They further\nappointed the following five individuals as directors, viz: John L. Zigler, John Smith,\nSamuel Hatten, jr., Tarlton W. Everett and R. J. Dodd. A majority of said directors\nbeing present, formed a board, with the president in the chair, for the transaction of basi-\nness; and thereupon, the said board appointed Abraham Cyrus, jr., treasurer, and Jere-\nmiah Wellman, secretary; whereupon, the said Abraham Cyrus, jr. entered into bond,\nwith Jeremiah Wellman his security, in the penal sum of $10,000, conditioned as the law\ndirects, payable to said company, as treasurer, which was acknowledged and approved of\nby the board, and ordered to be filed with the secretary.\nBy order of the president and directors.\nJEREMIAH WELLMAN, Secretary.\nList of Officers.\nJames Russell, president, $1 per diem; John Smith, John L. Zigler, Samuel Hatten, jr.,\nTarlton W. Everett and R.J. Dodd, directors, $1 per diem; Abraham Cyrus, jr., treasurer,\n21 per cent. on amount collected; Jeremiah W ellman, secretary, $1 per diem.\nDigitized by Google\nDoc. No. 17,\n219\nST. MARY'S TURNPIKE COMPANY.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president and directors of the St. Mary's turnpike com-\npany respectfully submit herewith their report for the year ending September 30,\n1853, showing the financial condition of the company, the receipts and expendi-\ntures for the past year, and a correct list of private stockholders, in addition to\nthe list returned with last year's report to the Board of public works, now\nmaking the amount of stock held by individuals $ 4,000. The stockholders in\nsaid list having paid to the treasurer one-half of their stock, being 500, it leaves\nthe private or individual stock one-half, or $2,000 paid-the same amount\nunpaid; and also, a list of the officers and agents for said company, with such\nother remarks as may be necessary.\nSTATE OF THE WORK.\nIn consequence of the high prices both of hands and provisions, the board of\ndirectors, with the consent of contractors, made an order to confine their opera-\ntions for the past year to that part of the road which lies in Pleasants county\nbetween St. Mary's and Bull creek, being twelve miles, leaving that part between\nBull creek and Parkersburg, which is in the county of Wood, to be constructed\nthe coming year. That part of the work between St. Mary's and Bull creek is\nnearly completed; ten miles are finished, and the two remaining miles pretty well\nadvanced.\nThe board of directors recently at a called meeting made an order changing\nthe location in several places between Bull creek and Parkersburg. The map of\nthe road has to be remodled, and will be forthcoming in two months.\nThe mode of keeping the road in repair is yet unsettled, because of its passing\nthrough several fields where it was impossible for the owners to make their lane\nfences before the coming winter; the company will therefore be postponed in\nerecting toll gates until next spring, at which time the mode of repairing will be\nfixed.\nRespectfully submitted, by order of the board of president and directors.\nH. C. CREEL, Clerk.\nDigitized by Google\nDoc. No. 17.\nReturn of St. Mary's Turnpike Company, year ending 30th of September 1853.\nCapital stock, $10,000 :\nhscribed hv i\niduals 120 shares, at $25 each,\n-\n-\n- 3000 00\nscribed\niduals in the list accompanying this report marked C,\nw shares\neach,\n191\n-\n. 1000 00\nAnhecribe\ncommonwealth 240 shares, at $ 25 each,\n-\n- 6000 00\nmmonwealth's subscription unpaid,\n#\n,\n3750 00\nlividual subscription unpaid,\n.\n-\n2000 00\nExpenses of constructing work from commencement to this date :\nCash paid John K. Prince, for making road,\n-\n-\n3500 00\nCash paid James Galvin, for making road,\n-\n-\n500 00\nTo cash on hand,\n-\n-\n-\n-\n-\n250.00\n$10000 00 10000 00\nBy order of the board.\nH. C. CREEL, Clerk.\nBalance of money on hand, per last return,\n-\n-\n250 00\nFor capital stock, amount received from individuals,\n4\n-\n1750 00\nFor capital stock, amount from Board of public works,\n.\n2250 00\nCash paid for making road,\n-\n-\n*\n-\n-\n4000 00\nBalance of money on hand,\n.\n-\n-\n-\n-\n250 00\n$4250 00\n4250\n00\nList of Officers.\nAlex. H. Creel, president; Robert Treplett, on the part of private stockholders; Benja\nG. Prince, Jesse Pride and Lewis A. Phelps, on the part of the state; Henry C. Creel\nclerk and treasurer.\nBy order of board of directors,\nHENRY C. CREEL.\nDigitized by Google\nDoc. No. 17.\n221\nBUCHANAN AND BEDFORD TURNPIKE COMPANY.\nBUCHANAN, Nov. 19th, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI herewith submit a statement from the treasurer, showing the\nreceipts and disbursements of the Buchanan and Bedford turnpike company for\nthe fiscal year ending on the 30th day of September 1853.\nThe road has been completed and received by the county courts of Botetourt\nand Bedford, and toll gates (two in number) established upon it. The collection\nof tolls had been commenced 80 short a time before the termination of the fiscal\nyear, that it was not deemed important to make settlements with the toll gather-\ners and bring the tolls into that account. The road is in a good state of repair,\nhowever, throughout its whole line, and from the tolls received to this time, I\nthink there will be a good income the present year.\nThe unsubscribed $ 500 of individual subscription has not all been taken yet :\nand a portion of the debt of the company, for the construction of the road, re-\nmains unpaid. This remaining stock, however, the greater part of which has\nbeen recently subscribed, and the remainder of which I have reason to believe\nwill be subscribed in a very short time, will, with the corresponding subscription\non the part of the state, and some small arrearages of stock heretofore subscribed,\nfully pay off all the indebtedness of the company.\nVery respectfully,\nWM. W. BOYD, Pres't.\nDigitized by Google\nDoc. No. 171\nThe Buchanan and Bedford Turnpike Company,\nIn account with F. A. MARTIN, Treasurer.\n1852.\nOct.\nTo balance due treasurer, as per account rendered to this date,\n592 87\nPaid contractors in October and December,\n-\n-\n1261 81\nCommission 3 per cent. on $ 2685, collections to 1st November from\nindividual stockholders,\n-\n-\n-\n80 55\nCommission 1 per cent. on $ 3711, collections from Board of public\nworks,\n-\n-\n-\n37 11\n1853.\nPaid contractors in the months of January, February, March and\nApril,\n-\n-\n-\n-\n-\n1886 49\nPaid Thomas Markham, damages,\n-\n-\n.\n30 00\nPaid for repairing road, &c.\n-\n-\n-\n-\n198 87\n4087 68\nContra:\nAmount collected from individual stockholders,\n-\n1257 43\nAmount of Board of public works,\n-\n-\n2709 00\n3966 43\nNov. 1, Balance due treasurer,\n-\n$121 25\nDigitized by Google\nDoc. No. 17.\n223\nHEDGESVILLE AND POTOMAC TURNPIKE COMPANY.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president and directors of the Hedgesville and Potomac\nturnpike company beg leave to make the following report to the Board of public\nworks, showing the progress and condition of their work from the commence-\nment up to the month of November 1853\nIn August 1852, the company let a fraction less than 21 miles of this road,\ncommencing on the Martinsburg and Potomac turnpike, about three miles from\nthe Potomac river, passing. through the town of Hedgesville, and thence, running\nup the Back creek valley, connecting with the Berkeley and Hampshire turnpike,\nwhich road connects with the Northwestern turnpike near the town of Romney,\nwhich gives this road a continuous line of turnpike to Parkersburg on the Ohio\nriver, and connecting on the east with the improvements in Maryland.\nThis road was let at an average cost but little exceeding four hundred dollars\nper mile, which was considered very low by the board of directors, when it was\ntaken into consideration that the larger portion of the road run across a lime-\nstone country, and a large amount of rock had to be blasted.\nThe first portion of the road was let to Patrick Brosnahan, nearly ten miles.\nThe second division was let to Smith & McManis, nearly 11 miles.\nThe whole of the work let has been completed by the contractors, and taken\noff their hands, and paid for by the company.\nThe commissioners appointed by the court have examined the road and made a\nreport to the November term, setting forth in their report that the road had been\nmade and finished according to law; which authorizes the company to put up\ngates and receive toll on the road, which will be done 80 soon as the necessary\narrangements can be made.\nThe directors of this company are Henry J. Seibert, Robert K. Robinson and\nJames L. Cunningham, on the part of the state, and Israel Robinson proxy; on\nthe part of the stockholders, Robert V. Snodgrass and Daniel Lafever.\nHerewith I send you the treasurer's report of the Hedgesville and Potomac\nturnpike compauy.\nYou have been furnished with a list of the stockholders, and a map of the\nroad has also been sent to the Board of public works.\nAll of which is respectfully submitted.\nALLEN C. HAMMOND, Pres't.\nDigitized by\nGoogle\nTurnpike Company up to the 9th\nensure 1853.\n-\n-\n-\n4000 00\n-\n-\n-\n6000 00\n$10000 00\n-\n-\n-\n3641 50\n-\n-\n-\n5400 00\n9041 50\n3 con'tor, for work done,\n4072 02\n\"\n\"\n\"\n3428 75\n\"\n\"\n\"\n1000 00\n8500 77\n-\n-\n25\n-\n-\n8 00\nprinting,\n-\n-\n19 00\ncarrier,\n-\n-\n5 00\n-\n-\n5 00\nbridges, &c.\n-\n-\n32 50\nMain carrier,\n-\n-\n4 00\nworer,)\n-\n-\n2 50\n-\n-\n2 00\nfor engineering, platting, &c.\n97 50\n-\n-\n24\n-\n-\n.\n364 74\n$ 9041 50 9041 50\n-\n-\n-\n-\n$ 364 74\nHENRY J. SEIBERT . Treas'r.\nDigitized by Google\nDoc. No. 17.\n225\nSTAUNTON AND JAMES RIVER TURNPIKE COMPANY.\nReport of the Financial Condition of the Staunton and James River Turnpike\nCompany for the year ending the 30th day of June 1853.\nCapital stock, $ 80075 00:\nSubscribed by the state, 1640 shares of $ 25 each,\n- 41000 00\nindividuals, 1563\n\"\n\"\n- 39075 00\n$ 80075 00\nAmount of private subscriptions unpaid,\n-\n-\n1198 05\nExpended in the construction of road from commencement to\n30th June 1853,\n-\n-\n-\n-\n*78876 95\n$ 80075 00\nProperty held by the company:\n-\nOne house and lot in Scottsville, supposed to be worth\n-\n200 00\n\"\ntoll-house and lot of 51 acres at Rockfish gap,\n-\n350 00\n\"\ntoll-house and lot of 17 acres at Christian's creek,\n-\n400 00\nThree horses, three carts, and other implements for working\nroad,\n-\n-\n-\n-\n-\n275 00\n1225 00\nDividend from 1st July 1851, to 1st July 1853,\n-\n-\n-\n$ 4694 02\nCash on hand the 1st day of July 1852, after deducting expenses and divi-\ndend,\n-\n-\n-\n-\n-\n-\n487 70\nCash on hand on the 1st day of July 1853,\n-\n-\n-\n3458 26\nStatement of Receipts and Disbursements during the year.\nTo this sum received from tolls for the year ending 30th June 1853,\n-\n5577 83\n\" balance on hand on 1st July 1852,\n-\n-\n-\n-\n487 70\n\" this sum collected from private subscriptions of stock,\n-\n-\n978 81\n\" balance due treasurer on the new stock account,\n-\n-\n84\n$ 7045 18\nBy this sum paid for repairs out of tolls,\n-\n-\n2607 27\n\" this sum paid for improvements out of the stock,\n-\n979 65\n3586 92\n\" Balance in hands of treasurer on 1st day of July 1853,\n-\n-\n$ 3458 26\nNo dividend was declared until the 21st day of July 1853, at which time a dividend of\n3 per cent. was ordered on the whole capital stock of $ 80075.\nWM. M. WADE, Treasurer.\nOctober 1, 1853.\n29\nDigitized by Google\nDbc. No. 12\nTAZEWELL COURT-HOUSE AND FANCY GAP TURN-\nPIKE COMPANY.\nReturn of the state of the Taxewell Court-house and Fancy Gap Turnpike\nCompany for the year ending 30th September 1853.\nCapital stock, $ 72000 00:\nSubscribed by the counties,\n-\n-\n-\n-\n28800 0\nSubscribed by the Board of public works,\n-\n-\n-\n43200 0\nAmount of subscriptions by the Board of public works unpaid,\n10061 75\n\"\n**\nby the counties unpaid,\n-\n6707 83\nExpended in construction of the work from commencement\n(1849,) to this date, viz:\nTo Contractors.\n-\n-\n-\n-\n42860 38\nEngineer and assistants,\n.\n-\n-\n4029 46\nLand damages,\n-\n-\n-\n-\n1695 51\nTreasurer,\n-\n-\n-\n-\n341 64\nDirectors,\n-\n-\n-\n-\n668 00\nPrinting,\n-\n-\n-\n-\n47 77\nRepairs,\n-\n-\n-\n-\n608 68\nPostage,\n-\n-\n-\n-\n1 33\nStationery,\n-\n-\n-\n-\n5 00\nClerks' tickets,\n-\n-\n-\n-\n13 40\nCosts of suit,\n-\n-\n-\n-\n14 20\nCost of one hatchet,\n-\n-\n.\n1 00\nServices of axeman,\n-\n-\n-\n9 00\nSuperintending contractors,\n-\n-\n-\n10 15\nRemoving timber and other obstructions out of road,\n-\n7 25\nMeasuring road,\n-\n-\n-\n-\n4 00\nCommissioner, for examining road,\n.\n-\n6 00\nCash on hand 30th Sept. 1853,\n-\n-\n-\n4907 65\n$ 72000 00\n72000 0\n.\n.\nDigitized by Google\nDoc. No. 17.\n227\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report,\n-\n1909 62\nAdd receipts during the year, viz:\nFor capital stock-amount received from the counties,\n-\n8426 64\namount received from Board of public works,\n12639 96\nTotal receipts,\n-\n-\n22976 22\nDeduct disbursements during the year:\nFor Repairs,\n.\n-\n-\n-\n529 00\nOfficers' salaries, engineers and assistants,\n.\n-\n69 00\nOther expenses of the current business :\nFor Contractors,\n-\n-\n.\n-\n16256 32\nTreasurer,\n-\n-\n-\n-\n115 00\nLand damages,\n-\n-\n-\n-\n689 75\nDirectors,\n-\n-\n-\n-\n320 00\nPrinting,\n-\n-\n-\n-\n19 50\nStationery,\n-\n-\n-\n-\n5 00\nClerks' tickets,\n-\n-\n-\n-\n13 40\nCosts of suit,\n-\n-\n-\n-\n14 20\nCost of one hatchet,\n-\n-\n-\n1 00\nServices of axeman,\n-\n-\n-\n9 00\nSuperintending contractors,\n-\n-\n-\n10 15\nRemoving timber and other obstructions out of road,\n-\n7 25\nMeasuring road,\n-\n-\n-\n-\n4 00\nCommissioner, for examining road,\n-\n-\n6 00\nTotal disbursements,\n-\n18068 57\nBalance money on hand,\n-\n-\n$ 4907 65\nBy order of the board of president and directors.\nAt a meeting of the board of directors of the Tazewell court-house and Fancy gap\nturnpike company, held at their office in Wytheville, on the 19th day of November 1853:\nThe foregoing report of the operations and condition of this company was made out,\nexamined, approved, and ordered to be forwarded to the Board of public works.\nTeste,\nWILLIAM H. COOK, Sec'y.\nDigitized by Google\nDoc. No. 17.\nSHINNSTON TURNPIKE COMPANY.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president and directors of the Shinuston turnpike com-\npany beg leave to make report to your honorable body, of the condition of the\nmprovement under their direction, up to the 1st October 1853.\nThe insufficiency of stock, and the difficulty in procuring additional subscrip-\ntion thereto, have prevented the progress of the work from advancing during the\nlast year to any considerable extent.\nA copy of the map of said improvement is now being prepared by the engi-\nneer, to be transmitted to your honorable body, which will show the length to be\n33 miles and a fraction.\nNineteen miles of this have been finished for some time, and declared suitable\nfor the erection of toll gates.\nThis portion of the road is now in good condition for travel, and is proving it-\nself eminently serviceable to the country through which it passes. One other\nsection is in a state of considerable forwardness, but will not be completed before\nsome time next summer, when it is expected that said section, together with\nabout two miles more, will be finished.\nAbout seven miles still remain unsold, and will remain so until more stock can\nbe procured.\nOn the 8th day of August last, one toll gate was erected on the 3d section,\nsince which time tolls have been paid at said gate. Other gates were thought to\nhave been established before now, but the impossibility to get persons living\nalong the line to take charge of the gates, has so far prevented it. Ground for\nthe purpose and the erection of toll-houses will probably have to be provided by\nthe company before the services of gate keepers can be procured.\nThe stockholders of the said Shinnston turnpike company, in general meeting,\non the 7th of April last, adopted a resolution to extend said road from Shinn-\nston to Worthington, a distance of some 6 or 8 miles, and also to have a branch\nto said road which may intersect the N. W. turnpike about four miles west of\nClarksburg: and the Board of directors at its last meeting, adopted resolutions\nrecommending the construction of some two or three other short arms or lateral\nbranches, all of which, if once constructed, would be improvements of much\nvalue.\nIt is confidently believed by the board that the necessary stock for the special\npurpose of making those arms and extension, can be obtained more readily than\nstock to finish the present line of road; and the board, therefore, have thought it\nexpedient to make the trial.\nDigitized by Google\nDoc. No. 17.\n229\nThe expenditures of the improvement from the 1st of October 1852, till the 1st.\nof October 1853, have been $ 2765 591, and the receipts for the same period\nhave amounted to the sum of $ 2607 07 : of this sum $1766 904 has been received\nfrom the commonwealth, and $ 840 16, has been derived from individuals.\nRespectfully submitted,\nJESSE J. ALLEN,\nFELIX R. COFFMAN,\nGEORGE B. HARTEN,\nDirectors.\nDigitized by Google\nDoc. No. 17.\nMECHANICKSBURG AND WYTHE TURNPIKE COMPANY.\nReturn of the State of the Mechanicksburg and Wythe Turnpike Company for\nthe year ending 30th September 1853.\nCapital stock originally,\n-\n-\n-\n-\n-\n5000 00\nAfterwards increased,\n-\n-\n-\n-\n-\n,\n15000 00\nTotal capital,\n.\n-\n.\n1\n$ 20000 00\nSubscribed by individuals, of the original capital,\n-\n2000 00\n\"\n\"\nof the increased capital,\n.\n500 00\nTotal subscribed by individuals,\n.\n2500 00\nSubscribed by the commonwealth,\n-\n-\n#\n3750 00\nTotal subscribed by the commonwealth,\n.\n3750 00\nAmount subscription by the commonwealth unpaid,\n-\n3750 00\nAmount subscriptions by individuals unpaid,\n-\n-\n2250 00\nExpended in construction of the work from commencement\n(1853) to this date, viz:\nEngineer and assistants,\n-\n-\n-\n-\n160 00\nCash on hand 30th September 1853, as per statement below,\n90 00\n$6250 00\n6250 00\nStatement of Receipts and Expenditures within the year.\nReceipts during the year, viz :\nFor capital stock, amount received from individuals,\n-\n250 00\nTotal receipts,\n-\n-\n-\n250 00\nDeduct disbursements during the year\nFor officers, viz : Engineer and assistants,\n-\n-\n160 00\nTotal disbursements,\n-\n-\n160 00\nBalance money on hand,\n-\n.\n$90 00\nBy order of the board of president and directors.\nWM. TERRY, Sec'y.\nDigitized by Google\nDoc. No. 17.\n231\n/\nGILES, FAYETTE AND KANAWHA TURNPIKE CO.\nReturn of the Giles, Fayette and Kanawha Turnpike Company for the year ending\n30th September 1853.\nCapital stock,\n-\n-\n-\n-\n-\n59950 00\nIncreased by appropriation, by act of February 1853,\n-\n-\n15000 00\nAmount,\n-\n-\n-\n-\n$ 74950 00\nSubscribed by individuals 1198 shares, at $ 25 each,\n-\n-\n29950 00\nSubscribed by commonwealth 1200 shares, at $ 25 each,\n-\n-\n30000 00\nAdditional state appropriation,\n-\n-\n-\n-\n15000 00\nTolls, rents, &c. from commencement of the work to date,\n-\n-\n4361 85\nAmount of commonwealth's subscription unpaid,\n-\n658 40\nAmount of individual subscriptions unpaid,\n-\n-\n8257 00\nExpended since commencement of work, as per report of 1850,\n51520 81\nExpended in repairs since that time,\n-\n-\n2128 27\nExpended in paying debts due for work, &c.\n-\n-\n5554 011\nExpended in paying land damages and costs,\n-\n-\n195 12\nExpended in paying officers of the company,\n-\n-\n374 221\nAmount in bank, as per report 1850,\n-\n-\n763 97\nBalance on hand, as per statement below,\n-\n-\n9860 04\n$ 79311 85\n79311 85\nStatement of Receipts and Disbursements within the year.\nBalance on hand last year,\n-\n-\n-\n-\n75 314\nCapital stock received from Board of public works,\n-\n-\n15000 00\nTolls received up to 30th September 1853,\n-\n-\n-\n664 23\nDeduct disbursements:\nFor improvements and repairs,\n-\n-\n-\n718 36\nFor damages and costs,\n-\n-\n-\n-\n29 01\nFor salaries of officers of the company,\n-\n-\n187 121\nFor debts due for making road, &c.\n-\n-\n4945 01\nBalance on hand,\n-\n-\n-\n.\n9860 04\n15739 54,1\n15739 541\nThe work on the road has been progressing this summer, but no additional road has\nbeen received. The amount of tolls is barely sufficient to keep the road in repair, and\nwill not probably do more until the road is finished.\nThere are no dividends.\nJOHN H. VAWTER, Treas'r.\nDigitized by\nGoogle\nDoc. No. 17.\nBERRYVILLE AND CHARLESTOWN TURNPIKE CO.\nlurn of the state of the Berryville and Charlestown Turnpike Company for the\nyear ending September 30, 1853.\nCapital stock, $35,000:\nSubscribed by individuals 560 shares, at $25,\n-\n-\n-\n14000 00\n\"\nstate\n840\n\"\n\"\n.\n-\n-\n21000 00\nTolls received,\n-\n-\n-\n-\n-\n1329 73\nCosts, &c.-various,\n-\n-\n-\n+\n-\n15 46\nMoney borrowed :\nValley Bank,\n-\n-\n-\n-\n-\n6700 00\nIndividuals,\n-\n-\n-\n-\n.\n2257 33\nAmount of state subscription unpaid,\n.\n-\n1501 62\nAmount of individual subscription unpaid,\n-\n-\n1062 18\nExpended in construction:\nTo contractors,\n-\n-\n-\n-\n32151 99\nEngineers,\n-\n-\n-\n-\n-\n1118 19\nLand damages,\n.\n-\n-\n-\n4283 32\nToll-houses, lots, gates,\n-\n-\n-\n-\n1156 43\nLawyers,\n-\n-\n-\n-\n-\n256 00\nTimber for bridges,\n-\n-\n-\n+\n248 90\nTreasurer,\n-\n-\n-\n-\n-\n606 91\nToll gatherers,\n-\n-\n-\n-\n253 48\nRepairs,\n-\n-\n-\n-\n-\n199 85\nDebts paid:\nValley Bank,\n-\n-\n-\n-\n1300 00\nIndividuals,\n-\n-\n-\n-\n-\n257 33\nDiscount and interest,\n.\n-\n.\n-\n-\n580 26\nVarious,\n-\n.\n.\n-\n-\n197 30\nCash on hand,\n.\n-\n-\n-\n56 99\n$ 45302 52\n45302 52\nDigitized by Google\nDoc. No. 1%\nStatement of Receipts and Expenditures within the year.\nBalance on hand, per last annual report,\n-\n.\n972 88\nAdd receipts during the year :\nFor capital stock, of individuals,\n-\n-\n-\n645 88\n\"\n\"\nstate,\n-\n-\n-\n1083 71\nTolls,\n-\n-\n-\n-\n-\n852 73\nCosts, &c.\n-\n-\n-\n-\n-\n64 94\nMoney borrowed:\nValley Bank, Charlestown,\n-\n-\n-\n3200 00\nIndividuals,\n-\n-\n-\n-\n-\n150 00\n6970 14\nDeduct expenses:\nTo contractors,\n-\n-\n-\n-\n3687 3Q\nEngineers,\n-\n-\n-\n-\n-\n41 50\nLand damages.\n-\n-\n-\n-\n122 45\nToll-houses, (two,)\n-\n-\n-\n-\n499 06\nToll-gates, mile posts, &c.\n-\n-\n-\n25 60\nLawyers,\n-\n-\n-\n-\n-\n26 00\nTimber for bridges, &c.\n-\n-\n-\n-\n10 35\nTreasurer,\n-\n-\n-\n-\n-\n100 66\nToll gatherers.\n-\n-\n-\n-\n203 48\nRepairs and improvements:\nWages of laborers by month,\n-\n-\n-\n, 170 00\nTools,\n-\n-\n-\n-\n-\n11 25\nBreaking stone, &c.\n-\n-\n-\n-\n18 60\nDebts paid :\nValley Bank,\n-\n-\n-\n-\n-\n1300 00\nIndividuals,\n-\n-\n-\n-\n-\n257 33\nDiscount and interest,\n.\n-\n-\n-\n-\n385 33\nFee bills, printers, &c.\n-\n-\n-\n-\n54 24\n6913 15\nOn hand,\n0\n-\n-\n-\n$ 56 99\nLength of road 12/ miles-all finished. Mode of keeping in repair-one laborer em-\nployed by the year. Average cost per mile $ 3250.\nList of Officers, &c.\nState proxy, Province McCormick; president, H. F. Thornton ; state directors, Francis\nMcCormick, Alfred Castleman, G. W. Turner; private directors, T. P. Pendleton, J. J.\nLock; three toll gate keepers, $ 75 per annum, each; treasurer and secretary, Lawson\nBotts, $100 per annum; laborer, Dennis Fenton, $ 20 per month.\nThe foregoing report has been delayed in consequence of the absence of our secretary\nfrom the state.\nHOW. F. THORNTON, Pres't.\n30\nDigitized by Google\nDoc. No. 17.\nANDONVILLE, KINGWOOD AND EVANSVILLE T. CO.\nReport of Thomas Scott, Superintendent of the Brandonville, Kingwood and\nEvansville Turnpike Company to 31st October 1853.\nStatement of receipts and expenditures:\nalance in hands of superintendent 3d November 1852,\n-\n-\n732 71\nmount of interest received,\n-\n-\n.\n-\n40 32\nAmount of tolls collected,\n-\n-\n-\n-\n184 56\nAmount paid for repairs in this year,\n.\n.\n-\n238 94\nBalance in hands of superintendent 31st October 1853,\n-\n-\n718 65\n$ 957 59 957 59\nThe road is in pretty good repair except two bridges, which are now being repaired. I\nshould have made my annual report much sooner, but could not obtain anything of the\nboard of directors until the 18th inst.\nTHOS. SCOTT,\nSuperintendent.\nBrandonville, Nov. 21st, 1853.\nDigitized by Google\nDoc. No. 17.\n235\nMIDDLEBROOK AND BROWNSBURG TURNPIKE CO.\nREPORT.\nTo the Board of Public Works.\nGENTLEMEN,\nThe board would respectfully report, that since the last annual\nmeeting of the stockholders, a large amount of work has been done on the com-\npany's line of improvement. The whole work from Staunton to the point of\njunction with the plankroad near Lexington, with the exception of about one\nmile and three-quarters, nearest the junction, has been put under contract, and is\nfar advanced towards completion. Owing to the successive failures of two con-\ntractors, the three miles nearest Staunton are in an unfinished condition, although\nopen to the travel. Your board expect to take the necessary steps for the com-\npletion of these three miles at an early day. There is also a mile immediately\nnorth of Middlebrook, which has been but recently put under contract, but its\ncompletion in the coming spring is confidently expected. The road south of\nMiddlebrook, with the exception of the one and three-quarter miles above re-\nferred to, is nearly finished, and may be expected to be ready for the erection of\ngates early in the spring. That portion of the road not contracted for has been\nleft in its present condition by the board, from an apprehension that the means of\nthe company might be expended by existing contracts, and that they were not\njustified in running the hazard of embarrassing the company by new contracts,\nuntil the old ones were so far advanced as to enable them to ascertain with some\ndegree of certainty the amount of means still at their disposal. The propriety\nof this caution on the part of the board is manifest, from the exhibit of the\nfinances of the company as made by the treasurer, and hereto appended as part\nof this report. From the treasurer's statements, it will be seen that the capital\nstock of the company is 20000 that of this sum the state subscribed $12000,\nand individuals $ 8000. That there has been received from the state $11250, and\nfrom individuals $ 7500; that there is due and unpaid from the state $ 750, and\nfrom individuals $ 500.\nAt the date of the last annual report, the aggregate amount of dis-\nbursements actually made was\n-\n-\n-\n-\n6477 23\nThe payments since made up to the 15th October 1853, amount to - 10952\n231\nMaking an aggregate of disbursements to 15th October 1853, of\n-\n17429 46₫\nLeaving a balance on hand, of\n-\n-\n-\n-\n1320 531\n$18750 00\nThe amount still owing the company is\n-\n-\n-\n1250 00\nThe balance on hand is\n-\n-\n-\n-\n-\n1320 531\nMaking an aggregate of available means, of only\n-\n- 2570 531\nWhich will probably not suffice to pay the present liabilities of the company on\naccount of balances still due on existing contracts. Your board have not there-\nDigitized by\nGoogle\nDoc. No. 17.\nfore the mea. t their command, either in hand or prospectively, to place under\ncontract the one and three-quarter miles, at the southern extremity of their work.\nIn view of this deficiency, your board would urge upon the stockholders to\nmake an appeal to the general assembly for an increase of the capital stock of\nthe company to the additional amount of $ 5000, on the same basis on which the\nriginal capital stands. Your board are confident that no similar improvement\nI the state more justly merits the confidence and support of the legislature. It\nmust necessarily become, as soon as completed, one of the most valuable roads\nthe same length in the state. Throughout its entire length it passes through\npulous and wealthy country, and must inevitably become a most important\nto the Central railroad at Staunton, and the North river improvement at\nugton.\nRespectfully submitted.\nJOHN RANDOLPH, President.\nNovember 26, 1853.\nDigitized by Google\nDoc. No. 17.\n237\nReturn of the Middlebrook and Brownsburg Turnpike Company for the year ending\nOctober 15, 1853.\nCapital stock, $ 20000 00 :\nSubscribed by state,\n480 shares, at $ 25 per share,\n-\n-\n12000 00\nindividuals, 320\n\"\n\"\n\"\n-\n-\n8000 00\nCapital stock to be raised under amended charter, by individual sub-\nscription:\nAmount of commonwealth's subscription unpaid,\n-\n-\n750 00\nindividual\n\"\n\"\n-\n-\n500 00\nExpended in construction from commencement, in grading,\n-\n11638 41\nLand damages, -\n-\n-\n-\n-\n3063 02\nSalaries of officers, printing, contingencies, &c.\n-\n-\n2728 04\nCash on hand to 15th October 1853, as per statement below,\n-\n1320 52\n$ 20000 00\nContra :\nCapital stock, amount received from individuals,\n-\n-\n7500 00\nBoard of public works,\n-\n11250 00\n$ 18750 00\nPaid contractors, for grading,\n.\n-\n-\n11638 41\nLand damages.\n-\n-\n-\n-\n3063 02\nPresident's salary, $ 200 per annum; secretary and treasurer,\n$100 per annum; engineering, pay of directors, &c., in-\ncluding incidental expenses,\n-\n-\n-\n2728 04\n$17429 47\nBalance cash on hand,\n-\n,\n-\n-\n-\n$1320 52\nPRESTON T. LINK. Treasurer.\nDigitized by Google\nDoc. No. 17.\nSOUTHWESTERN TURNPIKE.\nENGINEER'S OFFICE S. W. TURNPIKE,\nDecember 5th, 1853.\nR. DRINKARD, Esq.\nSecretary Board of Public Works.\nSince the date of my last annual communication, the 13th, 14th,\n16th, 17th, 21st and 27th sections of the Marion division have been received.\nling of the 18th section of the same division is nearly completed, and a\nable quantity of rock for macadamizing it is in readiness. No work has\nen done on the 19th and 20th sections of this division.\nThe 4th section of the Abingdon division is nearly finished and if the weather\ncontinue favorable, it will probably be completed in two or three weeks.\nA contract has recently been made with Messrs. Scott & Adams for construct-\ning the 5th and part of the 6th section of the Abingdon division, which reaches\nto the bridge over Holston river, at the Seven Mile ford in Smyth county.\nThe work has been commenced with a strong force; and from the great energy\nand experience of these gentlemen, it is believed that it will be completed in a\nshort time, and in the most satisfactory manner.\nThe unexpended balance of the last appropriation now on hand, with some aid\nfrom the tolls, is sufficient to complete the line to this point.\nWhen these sections shall have been finished, there will be a continuous line of\nturnpike reaching from Buchanan to the Seven Mile ford, a distance of 1334\nmiles; and there will then remain 421 miles to be provided for by future legis-\nlation.\nIn consequence of the great number of public works now in progress in this\ncountry, and the increased price of labor and provisions, the average cost of con-\nstructing this portion of the road will be about $3000 per mile, or $126,750 for\nthe whole distance, exclusive of the cost of toll, lots and houses.\nWhether the improvement is to stop at the Seven Mile ford, or be extended to\nthe Tennessee line, according to its original destination, rests wholly with the\ngeneral assembly. Without an additional appropriation the work cannot advance\nbeyond the Seven Mile ford.\nWithin the present year the superstructures of bridges Nos. 1 and 2, over\nRoanoke river in Montgomery county, have been rebuilt. No. 2 was nearly com-\npleted at the date of my last annual report. These bridges are now constructed\nin the most substantial manner, and out of the best materials. No fear need be\napprehended of their giving way 80 long as the timbers last. The contractor\nmay justly be regarded as among the most reliable and capable of any that has\nbeen employed on the Southwestern turnpike.\nDigitized by Google\nDoc. No. 17.\n239\nTwo spans of bridge No. 3 over the same river gave way last summer, by the\nfalling of two piers. These piers have recently been rebuilt, and the superstruc-\nture repaired.\nOne of the abutments of the bridge over Mill creek, near Buchanan, was\nseriously injured by a freshet last summer. This has also been repaired.\nHad these bridges been faithfully constructed in the first instance, nearly $ 5000\nwould have been saved to the commonwealth.\nBut the operations of the present year have mainly been directed to repairing\nthe road itself. This has literally been the task of Sisyphus.\nThe amount of freight which wagons have been carrying on this road, has only\nbeen limited by their capacity to contain it. These loads usually range from 6500\nto 10,000 pounds. In some instances, they have reached as high as 12,000 pounds;\nand in no instance has broader tire than 21 inches been used. No road surface\ncan sustain such immense weight, supported by such narrow wheels, without\nbeing most seriously damaged.\nThe surface of the road, especially when the weather was wet, (and this was\nthe case during nearly the whole of last winter and great part of the spring,) was\ncut into deep ruts, which required incessant labor to repair. And it generally\nhappened that the injury done by one of these heavy trains, could not possibly be\nrepaired before another followed with equally injurious consequences.\nThe late order of the board restricting the amount of freight on wagons having\nnarrow wheels, will, to some extent, correct this evil. But to make this policy\nstill more effective, I would respectfully advise that no wagon having narrow\nwheels be permitted to take on more than 5500 pounds. This arrangement, if it\nshould not have the effect of introducing broader wheels, will afford sufficient pro-\ntection to the road from the serious injury to which it has hitherto been subjected,\nand at the same time reduce the expense of ordinary repairs at least twenty-five\nper cent.\nA portion of the road extending two or three miles along the margiu of Plumb\ncreek in Montgomery county, is 80 located as to be exposed to inundation when-\never that stream is in any degree excited. Within the last twelve months this\nstream has thrice risen so high as to sweep over the road, and carry off all the\nmetal for a distance of a mile and a half.\nA strong force has been kept constantly employed during the whole year on\nthis part of the road, and three times has metaled it anew. It is again, and for\nthe third time, in as good condition as a newly macadamized road can be.\nIf the necessary means were on hand, it would be advisable to change the lo-\ncation at once, and place it beyond the reach of high water, as a similar disaster\nmay happen again any year.\nThe expense already incurred in repairing this part of the road, would be\namply sufficient to construct a new line.\nThe weather, during the last few weeks, has been unusually dry. Which cir-\ncumstance, while it prevents the road from being so seriously injured by the\nheavily loaded wagons, is also favorable for putting it in good condition before\nthe winter. To accomplish this object, all the means under my control have been\nand are now actively employed.\nDigitized by\nGoogle\n240\nDoc. No. 17.\nThe following table, formed from the monthly reports of the toll gatherers, here-\nwith communicated, shows the amount of tolls received at each gate during each\nquarter of the year, ending on the 30th September, and also the aggregate\namount received at all the gates during the same period:\nGATES.\n1st quarter, Tec. 31, 1852.\n2d quarter, March 31, 1853.\n3d quarter, June 30, 1853.\n4th quarter, Sept. 30, 1853.\nTotal received during the\nyear.\nNo.\n1,\n-\n-\n459 23\n254 50\n294 27\n305 60\n1313 60\n2,\n-\n-\n174 53\n60 39\n75 96\n78 49\n389 37\n3,\n-\n-\n149 75.\n59 50\n70 35\n76 93\n356 53\n4,\n-\n-\n530 13\n414 67\n594 08\n269 96\n1808 84\n5,\n-\n-\n384 94\n267 10\n439 50\n276 40\n1367 94\n6,\n-\n-\n358 29\n241 94\n346 09\n248 43\n1194 75\n7,\n.\n-\n685 06\n464 26\n646 17\n511 39\n2306 83\n8,\n-\n-\n362 05\n217 15\n355 00\n319 05\n1253 25\n9,\n.\n-\n310 54\n183 42\n299 53\n258 16\n1051 65\n10,\n-\n.\n460 12\n257 80\n374 17\n380 63\n1472 72\n11,\n-\n-\n-\n21 30\n26 66\n21 35\n69 31\n12,\n-\n-\n-\n-\n273 04\n288 81\n561 85\n13,\n.\n-\n462 77\n188 56\n301 00\n344 31\n1296 64\n14443 33\nStage tolls to 30th September 1853,\n-\n.\n.\n1383 84\nYearly tolls,\n-\n.\n-\n.\n-\n-\n657 90\nTotal amount received during the year,\n-\n$16485 (if\nFrom the foregoing table it appears that the amount of tolls received on the\nSouthwestern turnpike, notwithstanding the formidable competition of the rail-\nroad, during the whole year has been steadily increasing.\nThe repairs, in consequence of the many and serious casualties that happened\nduring the past year, have been exceedingly heavy and expensive. The principal\nof these, it is believed, will not occur again.\nIt has been supposed by some who, perhaps, have not carefully examined the\nquestion, that the Virginia and Tennessee railroad will supersede the necessity of\nthe turnpike, and that a farther extension of the latter would be an injudicious\napplication of public money.\nTo this it may be replied, that the general assembly has been committed over\nand over again to its completion; that the counties of Smyth and Washington,\nthrough which alone the turnpike has not yet been constructed, are among the\nheaviest tax paying counties in the commonwealth; that they have contributed\nliberally to the construction of every other public improvement in the state, and\nalso to this, as far as it has progressed; that they far surpass every other portion\nof Southwestern Virginia, no less in the value than in the amount of their pro-\nducts; and, finally, that the commonwealth is not now at liberty to discontinue\nthe work, without being guilty of a manifest violation of good faith, deliberately\nand officially expressed in several acts of her general assembly.\nDigitized by Google\nDoc. No. 17.\n241\nIt is admitted that a railroad is by far the most valuable and important improve-\nment that can be introduced into any country that the steam car is fast super-\nseding the steamboat, and, in some instances, is said to have run the latter off the\ntrack; but it by no means follows that a railroad is the only improvement that is\nnecessary to the multifarious and diversified pursuits of this country still less can\nit subserve the purposes of all others, or even become a substitute for them.\nOn the contrary, it will be found, wherever railroads have been introduced, that\nother means of transportation and intercourse have, in consequence thereof, be-\ncome the more necessary and indispensable; and that, too, in proportion, to the\namount of business transacted by the railroad. It may be safely affirmed, that\nwithout the aid of other roads connecting with it, a railroad would be of less ge-\nneral benefit to the country through which it passed, than any other improvement\nwhatever; as it is evident that no matter how cheap or how rapid the rate of\ntransportation might be, none could be benefited by it who had no means of\nreaching it. And such would be the case with respect to the Virginia and Ten-\nnessee railroad, in a multitude of instances, were the Southwestern turnpike, or\nsome such improvement, not constructed.\nThe location of the railroad and turnpike being generally parallel and conter-\nminous, is peculiarly favorable to their becoming mutually beneficial and aux-\niliary to each other.\nEvery depot on the railroad west of Salem, where the two improvements first\napproximate, is located on the line of the turnpike, or within a very short distance\nof it. And it is obvious that the greater part of all the freight furnished by South-\nwestern Virginia for the railroad, as well as a great portion of that brought into\nthe country by the railroad itself, must necessarily be transported a greater or less\ndistance on the turnpike: Were the interests of the railroad company exclusively\nlooked to, such an improvement as the turnpike would be indispensable.\nSince the present system of improvements throughout Southwestern Virginia\nhas been in progress, new fields of enterprise are daily springing into notice, and\nseized upon with the utmost avidity. The perceptible increase of population\nthe rapid advance in the value of real property; and the eagerness with which\ndesirable locations for various branches of business are sought for, are scarcely\nsurpassed in any other country. As these unequivocal evidences of prosperity\nmanifest themselves, the domestic or local trade of the country (which is the basis\nof all national wealth, as well as of all foreign commerce, and without which no\ncivilized community could long exist,) expands and multiplies in the same propor-\ntion. This trade cannot be conducted by means of railroads, were it even possi-\nble to have them in sufficient number. It can be carried on by the turnpikes only,\nwhich may traverse the country in all directions, and on which every man may\nbecome his own carrier.\nFrom all this it appears that the railroad, 80 far from superseding the turnpike,\nin any degree, has made the latter the more necessary and indispensable, in con-\nsequence of the awakening influence it exerts over every pursuit and every de-\npartment of business in the country.\nRespectfully submitted.\nJAMES H. PIPER,\nEng'r & Sup't.\n31\nDigitized by Google\nDoc. No. 17.\nNEWARK TURNPIKE COMPANY.\nin of the state of the Newark Turnpike Company for the year ending 31st\nOctober 1853.\n1:\nribed\neach,\n-\n-\n- 2025 00\nribed\nes, at $25 each,\n-\n- 3600 00\nmaining It\n15 shares, -\n-\n-\n375 00\nAmount of commonwealtn's sur\n.,..101) unpaid,\n-\n-\n1725 00\nAmount of individual subscrip\nd,\n-\n-\n1125 00\nExpenses in construction\nork from commencement\n(1853) to this date :\nSurveying and locating road,\n-\n-\n-\n-\n25 00\nExpended in land damages,\n-\n-\n-\n-\n50 00\nOne mile of road, -\n-\n-\n-\n-\n175 00\nFive and a half miles of road, at $ 320 per mile,\n-\n-\n1760 00\nFour hundred perch stone work, at $2 50 per perch,\n-\n-\n1000 00\nRemaining in the hands of the company,\n-\n-\n-\n140 00\n$6000 00 6000 00\nA large portion of the road is made, but no part under toll, the bridges not being\ncompleted.\nThe directors and officers have no fixed salaries, and thus far have received no\ncompensation.\nThe whole length of the road is 71 miles.\nA map of the road we are unable at the present time to furnish.\nThe above is respectfully submitted, by\nYour most ob't serv't,\nABRAHAM ENOCH, Pres't\nA. HAWLY, Sec'y.\nDigitized by Google\nDoc. No. 17.\n243\nJACKSONVILLE AND BENT MOUNTAIN TURNPIKE CO.\nFLOYD COURT-HeusE, Va., Nov. 23, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nPlease find herewith enclosed a copy of the president of\nJacksonville and Bent Mountain turnpike company's report. This report was\nto have been made to the stockholders in general meeting, on the 1st day of\nSeptember last past. But the stockholders failed to attend, and therefore we\nhave had as yet no general meeting for this year.\nThere is however a general meeting now advertised, at which time said report\nwill be offered to the stockholders. You will also please find herewith enclosed\nthe treasurer's statement, upon which the president in part made said report.\nThese two documents, it is hoped, will afford you all the information which you\nmay desire at present with reference to this improvement.\nVery respectfully,\nYour ob't serv't,\nTHO. G. SHELOR, Clerk.\nDigitized by Google\n244\nDoc. No. 17.\nREPORT.\nStockholders of the Jacksonville and Bent Mountain T. Co.\nGENTLEMEN,\nIt is my duty to exhibit to you at each general meeting of the stock-\nholders, (as far as it is in my power.) the state and condition of the improvement over\nwhich you have selected me to preside. I therefore beg leave to submit to you the follow-\ning report:\nSince my last report our improvement, ns I am informed, has been completed, or\nnearly so, from the eastern terminus of Mr. B. Deyerly's contract to the Pittsylvania\nFranklin and Fincastle turnpike, which gives us a good road from the top of the\nBent mountain to either of the railroad depots at the Big Lick or Salem. We have about\n27 or 28 miles at this time completed, or nearly so; i. e. about 15 miles, commencing at\nFloyd court-house and running eastward; and about 13 miles commencing at the top of\nthe Bent mountain and running to the eastern terminus of our charter. This leaves an\nintermediate space unfinished of about 9 or 10 miles. There is as yet but one toll gate\nerected upon our improvement. This however has been owing to the fact that we could\nnot get any person to keep a gate on the western section of the road But I am informed\nthat arrangements are being made to put up a gate near Floyd court-house in a short time.\nAs yet there have been no dividends declared upon this improvement: it has required the\namount taken in to keep up the road. But it is believed, from the amount of travel re-\ncently thrown on our road, that if it were finished and properly managed, it would pay A\ngood per cent. on the amount invested to construct it.\nAccompanying this report, I beg leave to submit a statement made by The. G. Shelor,\n(clerk and treasurer of the company,) of the financial condition of our company. You\nwill perceive from this statement that the funds of the company are nearly consumed.\nThe amount actually received by the treasurer is (according to the statement which I take\nto be correct,) $ 8575, and the amount actually paid out is 8478 79, leaving a balance in\nhis hands of $ 96 21. There are still some items of expense, as I am informed, to be paid\nout of this balance on hand, which will perhaps consume it nearly all. The amounts yet\nto be paid by the state and stockholders, 605,) I am informed, is due to Joseph\nPritchard.\nIt is hoped, gentlemen, that this report, with the accompanying statement of the treasn.\nrer, will afford you all the information you may desire at present.\nVery respectfully,\nPETER GUERRANT, Pres't\nTHO. G. SHELOR, Clerk.\nSeptember 1, 1853.\nDigitized by Google\nDoc. No. 17.\n245\nStatement of the Financial Condition of the Jacksonville and Bent Mountain\nTurnpike Company, as contained in the Books of Tho. G. Shelor, Clerk and\nTreasurer of the Board of Directors, up to September 1st, 1853.\nTo whole amount of stock taken to this date, 148 shares, at $ 25,\n-\n3700 00\n\"\n\" for which the state is liable,\n.\n-\n5550 00\nBy amount to T.G. Shelor, for making road,\n-\n-\n1357 75\nJos. Pritchard, for making road, &c.\n-\n2931 75\nBenj. Deyerly, for\n\"\n\"\n.\n.\n1050 po\nOwen Price, for making road, &c.\n-\n2800 00\nTho. J. Bawlding, for fencing, &c.\n-\n50 00\nJames Anthony, for engineering,\n-\n-\n60 00\nClerk and treasurer,\n-\n-\n.\n125 00\nTho. G. Shelor, for surveying road,\n-\n30 00\nWilliam Willett, for fencing, &c.\n-\n30 00\nA. L. Howard & Brother, for company's book,\n2 50\nValley Whig newspaper,\n-\n-\n2 00\nRoanoke Beacon \"\n-\n-\n2 00\nBy amount for postage,\n-\n-\n-\n-\n1 00\nBy amount to Jno. Helms, for making road,\n-\n-\n29 29\nBy amount for one insolvent share, (Wm. C.)\n-\n-\n25 00\n\"\nfor one share, removed after paying $5,\n-\n20 00\n\"\nfor nine shares unpaid in Roanoke,\n-\n-\n225 00\n\"\nunpaid by state,\n-\n-\n-\n405 00\n\"\nclearing and repairing,\n-\n-\n-\n7 50\n\"\non hand,\n-\n-\n-\n-\n96 21\n$ 9250 00\n9250 00\nTHO. G. SHELOR, Treas'r.\nThe above report is correct as far as I know, with the exception of some items of ex-\npense yet to be paid; the amounts of which I could not ascertain so as to enable me to\nplace them in the body of the report.\nTHO. G. SHELOR, Clerk.\nSeptember 1, 1853.\nDigitized by Google\nDoc. No. 17.\nJUNCTION VALLEY TURNPIKE COMPANY.\nREPORT.\nAt the last session of the legislature, an act was passed authorizing an increase\nof the capital stock of this company ($25,000) upon the three-fifths and two-\nfifths principle. Notices were published that books of subscription would be\nopened at various places in Augusta, Rockbridge and Botetourt, but no new\nk has been subscribed since the passage of that act. Previous to its pas-\nthere had been subscribed 1,634 shares, being 34 shares more than the\nal charter authorized the Board of public works to make a correspond-\nbscription for on the part of the state, upon the three-fifths principle, but\nole amount of the original subscription has not yet been paid in. The\nimount paid upon private subscription is $39,876 29, upon which the\nof public works have paid the state's quota, amounting to $59,814 43.\nere is yet due from private stockholders $973 71, which, if paid, would com-\nmand the state's quota of $1,460 57, making altogether the sum of $2,434 28.\n1 portion of the private stock may be collected part of it is undoubtedly in-\nolvent.\nThe debts due by the company are as follows :\nTo the Bank of Buchanan,\n-\n-\n-\n5,000 00\nScrips bearing 6 per cent. interest,\n-\n-\n-\n13,727 91\nDrafts on Lexington savings institution,\n-\n-\n-\n6,702 90\nAccounts on the books,\n-\n-\n-\n2,421 72\n27,852 53\nThe tolls collected since the erection of the first gate amount to 8,147 88,\nand there is no gate between Greenville and Staunton. When gates are erected\nbetween these two points, the tolls will greatly increase. In the amount re-\nported as collected, the sum of $ 1,245 91 (being the amount of two accept-\nances of Farish & Co.) is included. During the past year that firm accepted two\ndrafts: one for 850, in favor of David P. Curry, the other in favor of W.A.\nMann, deputy sheriff, for 395 91, to be paid as their tolls for their stages should\naccrue quarterly. These acceptances have been discharged, and they will be in-\ndebted to the company upon the settlement of their accounts for the last quarter,\na surplus, which, together with available funds now on hand, and the tolls for the\npresent month, will be sufficient to reduce the debts of the company at least\n$ 1,000.\nDuring the past year mile posts have been set up from Staunton to Buchanan,\nand the road has been kept in good repair by persons employed to keep it in re-\npair by sections, the annual expense of which is now $ 330 dollars. There are\nnow eight gates at which tolls are collected, three of which are double gates, or\nsections of ten miles. It is contemplated to have another gate erected at Staun-\nton in the course of four weeks from the present time, which will be a double\ngate, or for a section of ten miles. The road from Staunton to Buchanan is now\nDigitized by Google\nDoc. No. 17.\n247\nin good order, with the exception of about one mile and an eighth from near Ro-\nbert Miller's tan yard to near John D. Huston's saw mill. There is some plank\nlying along the road, and McClintick & Graham have a sufficiency of plank sawed\nto cover it, which is expected to be done during the present year.\nThere has been expended by the company for land damages,\n-\n8,271 71\nFor engineering,\n-\n-\n-\n-\n-\n4,413 32\n.\n.\ngrading,\n-\n-\n-\n-\n-\n30,857 70\ntimber,\n-\n=\n-\n-\n-\n18,588 46\nhauling,\n-\n-\n-\n-\n-\n14,969 16\nsawing and planking,\n-\n-\n-\n-\n31,461 03\nbridges,\n-\n-\n-\n-\n-\n3,757 98\nstore accounts (for hands employed in different departments,)\n5,760 25\nnegro hire,\n-\n-\n-\n-\n-\n2,701 60\npersonal property,\n-\n-\n-\n-\n4,630 10\nincidental charges,\n-\n-\n-\n-\n6,138 63\nlaw expenses,\n-\n-\n-\n-\n1,042 16\ndiscount and interest,\n-\n-\n-\n-\n1,558 42\ntoll-house,\n-\n-\n-\n-\n-\n211 20\nrepairs of road,\n-\n-\n-\n-\n598 31\n$134953 11\nAll of which is respectfully submitted.\nWM. LUSK, Pres't.\nOctober 20th, 1853.\nDigitized by Google\nDoc. No. 17.\nCLA\n} AND PHILIPPI TURNPIKE COMPANY.\nit of the Receipts and Expenditures of the Clarksburg and Philippi\nTurnpike Company for the year ending 30th September 1853.\nAmount of tolls received at Harrison county gate,\n-\n-\n-\n122 00\nAmount of tolls received at Barbour county gate,\n-\n-\n-\n43 00\n165 00\nPaid Huberd Perry, for last year's expenditure, due 30th Sept. 1852,\n85 00\nPaid for superintending. 1852,\n-\n-\n.\n20 00\nPaid for superintending, 1853,\n-\n-\n-\n20 00\nAdam Bumgardner, for three jobs of repairs, $ 5 each, 1853,\n-\n15 00\nWashington Lee, for repairing ten miles of road, at $5 per mile,\n50 00\nPaid John Gibson 15 per cent. for collecting $ 122 toll,\n,\n18 30\nPaid John Hudkins 15 per cent. for collecting $ 43 toll,\n-\n6 45\n214 75\nBalance due for labor,\n.\n-\n-\n-\n-\n$ 49 75\nHENSON L. HOFF,\nSuperintendent.\nDigitized by Google\nDoc. No. 17.\n249\nMORGANTOWN AND BRIDGEPORT TURNPIKE CO.\nReturn of the state of the Morgantown and Bridgeport Turnpike Company on\nthe 30th September 1853.\nCapital stock subscribed, $17312 50:\nBy individuals 3011 shares of $ 25 each,\n-\n-\n-\n7512 50\nBy Board of public works 390 shares of $ 25 each,\n-\n-\n9750 00\nTolls received from commencement,\n-\n.\n-\n1219 00\nInterest paid by stockholders,\n-\n-\n.\n-\n3 37\nAdvanced by treasurer,\n-\n-\n-\n-\n-\n47 57\nG. W. Ryan,\n-\n-\n-\n-\n-\n13 73\nAmount commonwealth's subscription unpaid,\n-\n-\n300 00\nAmount individual\n\"\n\"\n-\n-\n1262 50\nAm'nt expended in construction, salaries, &c. from com'cement,\n15519 51\nAmount land damages,\n-\n-\n-\n-\n834 41\nAmount repairs,\n-\n-\n-\n-\n679 75\n18596 17 18596 17\n32\nDigitized by Google\nDoc. No. 17.\nReceipts and Expenditures during last two years.\nlast renert,\n-\n.\n275 47\n1\n-\n-\n-\n-\n1891 13\nDV\nworks,\n-\n-\n-\n4\n2850 00\nTolls,\n.\n-\n-\n-\n1054 84\nced by treasurer,\n-\n-\n-\n-\n-\n47 59\nW. Ryan,\n-\n.\n-\n-\n-\n13 73\nursed:\nFor struction, location, &c.\n-\n.\n-\n5089 51\nLand damages,\n-\n-\n-\n-\n83 40\nSuperintendent,\n-\n,\n-\n-\n170 00\nTreasurer's commission,\n-\n-\n-\n117 50\nRepairs,\n.\n-\n-\n-\n-\n672 35\n$ 6132 76 6132 76\nThere is one or two accounts yet to settle, which will increase the company's liabilities\nabout 150 dollars.\nF.'H. PEIRPOINT, Pres't.\nTHOS. G. WATSON, Sec'y.\nDigitized by Google\nDoc. No. 17.\n251\nMORGAN AND FREDERICK TURNPIKE COMPANY.\nTo the Board of Public Works.\nThe president and directors of the Morgan and Frederick turnpike\ncompany submit to the Board of public works, for the year ending October 1st,\n1853, the following report, to wit:\nThat the whole line of road has been located by Mr. Washington Blythe, the\ncompany's engineer, as follows from Potomac river opposite Hancock to Bath;\ntheuce, by Andrew Michael's to Oakland ; thence, to the terminus of the road,\non the North Frederick grade in Frederick county, Virginia.\nSeventeen miles of said road have been put under contract, at the rate of\n$ 392 94 per mile, to wit : six miles from Potomac river to Bath, which is finished\nand five miles from Bath southward, which is in the course of construction and\nexpected to be completed by the first of March 1854 and three miles from Oakland\nto the Berkeley and Hampshire grade, about two miles of which are completed and\nthe residue expected to be completed by the 15th December 1853; and three\nmiles from the terminus of the road in Frederick county running northward on\nthe location of said road, about one mile of which is finished and the residue\nexpected to be completed by the 15th December 1853 leaving about thirteen\nmiles of said road yet to be put under contract, which will be done as soon as funds\nsufficient for that purpose can be collected.\nThere has been received of the state's subscription, up to the 1st\nOctober 1853,\n-\n-\n-\n-\n-\n2193 00\nAnd of individuals to the same period,\n-\n-\n-\n1600 50\nMaking an aggregate of\n-\n-\n-\n- $ 3793 50\nOut of which has been paid by the treasurer, for engineering and other\nincidental expenses, the sum of\n-\n-\n-\n328 69\nAnd to contractors the sum of -\n-\n-\n-\n3084 60\nTill the 1st October 1853, being an aggregate of\n-\n- $ 3413 29\nShowing a balance in the Hands of the treasurer at that period, of\n-\n3,380 21\nThere has been about fifty hands employed on the line of the road ; about\nfifteen of them at 50 cents per day, being boarded by the contractors, and about\neighteen at. $1 per day, who board themselves. There has been one engineer\noccasionally employed at $3 per day. The whole line of the road is expected\nto be completed during the next summer.\nWhich is respectfully submitted.\nDAVID H. STROTHER,\nPresident.\nDigitized by\nGoogle\nDoc. No. 17.\nT\nA\nTURNPIKE COMPANY.\nARTINSBURG, December 1, 1853.\nWorks.\nGENTLE\n1 transmit to you the annual report of the condition\nn\nrotomac turnpike company.\n.\nen made out in the absence of the clerk and treasurer of the company,\nwho left here for Mississippi some two months ago, and has not yet returned. I\nbelieve it is substantially correct.\nA dividend of two dollars per full share has been declared by the board for the\nlast twelve months, which is the best evidence I can give you of the prosperous\ncondition of the company.\nThe state's dividend will be duly forwarded.\nWith great respect,\nI am, &c.\nD. BURKHART, Pres't.\nDigitized by Google\nDoc. No. 17.\n253\nTREASURER'S REPORT.\nReceipts and Expenditures during the year ending 1st October 1853.\nCapital stock:\nCash received from individual stockholders,\n-\n-\n-\n450 00\n\"\nfrom the Board of public works,\n-\n-\n-\n675 00\n\"\nfrom tolls for the whole year,\n-\n-\n-\n1204 16\n-\n2329 16\nDeduct disbursements during the year:\nTo balance due treasurer on 3d report,\n-\n-\n-\n8 50\namount paid to contractors,\n-\n-\n637 11\namount paid for improvement other than repairs,\n-\n115 00\nmile posts,\n-\n-\n-\n-\n-\n13 50\n.\nlaw expenses,\n-\n-\n-\n-\n22 62\nrepairs of road,\n.\n-\n-\n-\n259 41\nproperty, 1 cart and gear,\n-\n-\n-\n25 00\nproperty and 1 iron rake,\n-\n-\n-\n6 75\npresident's salary,\n-\n-\n-\n-\n50 00\nGate keepers:\nRobert Kane,\n-\n.\n-\n100 00\nJohn Ginter,\n-\n-\n-\n-\n50 00\nMary P. Powell,\n-\n-\n-\n.\n80 00\n230 00\n1367 89\nBalance in the treasury,\n-\n$ 961 27\nAbstract of Toll Account.\nAmount received at all the gates from 1st October 1852 to 1st October 1853,\n1204 16\nTo balance in the hands of treasurer 1st October 1852,\n-\n-\n26 45\n1230 61\nExpended in repairs, &c.:\nFor repairs during the year,\n-\n-\n259 41\npresident's salary,\n-\n-\n.\n.\n50 00\ngate keepers' salaries,\n-\n-\n-\n-\n230 00\nlaw expenses,\n-\n-\n.\n-\n22 62\n562 03\n668 58\nState's dividend, 153 shares,\n-\n.\n0\n.\n-\n306 OO\nIndividual do. 102 shares,\n-\n-\n-\n-\n204 00\n510 00\nBalance,\n.\n-\n-\n-\n$ 158 58\nDigitized by\nGoogle\nDoc. No. 17.\neeting of the board of directors, on the 26th day of November 1853\ntion of the president, it was\nResolved by the board, that a dividend of two dollars per full share be this day declared\nfor the last twelve months, payable to the stockholders on and after the 1st day of Decem-\nper ensuing.\nBy order of the board.\nJOHN BLAIR HOGE,\nClerk pro tem.\nA list of private stockholders has been furnished. No change since last year.\nA map of the improvement has been furnished.\nLength of improvement 12½ miles-finished complete.\nMode of keeping in repair, day laborers, at 87d cents per day.\nAverage cost per mile, between $ 2000 and $ 2100.\nList of Officers, &c.\nDaniel Burkhart, president, salary $ 50 per annum; John H. Likens, Jas. L. Cun-\nningham and John Blair Hoge, directors on the part of the state; Henry Haines and Jno.\nC. Small, directors on the part of individual stockholders; Dr. G. A. Hammil, state proxy;\nJohn Blair Hoge, clerk and treasurer pro tem.; Robert Kane, gate keeper No. 1, salary\n100 per annum; John Ginter, gate keeper No. 2, salary $ 50 per annum; Mary Powell,\ngate keeper No. 3, salary $ 80 per annum.\nDigitized by Google\nDoc. No. 17.\n255\nLOUDOUN AND BERLIN TURNPIKE COMPANY.\nOFFICE LOUDOUN AND BERLIN T. Co.\nNovember 29, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nIn consequence of the death of the former treasurer, there\nhas been some delay in getting a settlement with bis administrators; hence, the\nboard have not been able to get a statement upon which to base their report to\nthe Board of public works as early as the law requires, but they have lost no\ntime in getting it ready.\nThe whole length of the improvement is about 121 miles, ten miles of which\nare graded and about six consecutive miles from Berlin are paved, and all the low\ngrounds liable to be cut up in winter are paved and in process of being paved,\nand will be done in the course of next month. The company contracted for the\ngrading, bridging and culverts at $500 per mile, and for macadamizing (6 perch\nto the rod) at $1,728 per mile. The first contractor, after grading 84 miles and\npaving 5 miles, failed to complete the work according to contract, and the com-\npany had to employ a new contractor on the last mile and a half at considerable\nmore expense. The last 21 miles are not yet under contract. The engineer of\nthe Manassa gap railroad company is about locating a branch of that road\nthrough Loudoun, and the company thought it advisable to defer farther opera-\ntions until that branch is located, in order to intersect the railroad at the point it\ncrosses the Leesburg and Snicker's gap turnpike, where there will be a depot,\nand it may be necessary to alter the terminus. Consequently, the engineer\nhas delayed furnishing a map of the road until the railroad company fix the\npoint for their depot, which they are now busy in deciding.\nBy order of the president and directors.\nS. B. T. CALDWELL, Clerk.\nDigitized by\nGoogle\nDoc. No. 17.\n'eturn of the state of the Loudoun and Berlin Turnpike Company for the year\nending 30th September 1853.\n30000:\nyou by morviduals 236 shares, at $ 50,\n-\n-\n-\n11800 00\ncommonwealth 360 shares, at $ 50,\n-\n-\n-\n18000 00\n:ceived from commencement,\n-\n-\n-\n-\n93 00\ns 29893 00\nubscription unpaid,\n-\n-\n2974 08\nription unpaid,\n-\n-\n3146 02\n1g and paving,\n-\n-\n15656 90\n-\n-\n-\n3862 88\n-\n-\n-\n-\n60 00\nto\naxemen and chain carriers,\n-\n-\n180 75\nfor bunding toll-house,\n-\n-\n-\n439 19\nfor mile posts, gates, &c.\n.\n-\n-\n36 43\nto S. H. Price, for sundry services,\n-\n.\n42 90\nfor advertising, printing, &c.\n-\n-\n-\n22 93\nto president, directors, secretary, &c., 1852,\n-\n-\n506 50\n\"\n\"\n\"\n\"\n\"\n1853,\n-\n.\n247 50\nfor locust posts, to Graham,\n.\n-\n-\n54 25\nBalance on hand,\n-\n-\n-\n-\n2662 67\n$ 29893 00\nList of Officers, &c.\nJohn H. White, president, salary $150; W. W. Warner, Ro. L. Wright, J. M. Killgour,\nJohn Hamilton, S. B. T. Caldwell, directors, pay $14 per day while employed; John\nGeorge, jr., treasurer, salary $50; S. B. T. Caldwell, clerk, salary $ 30; Elizabeth Jacobs\nand N. H. Jacobs, toll keepers, $75 each; Jared Locker, to put the road in repair got 90\ncents a perch for putting on stone, and for other work, $11 per day, finding his tools.\nS.B.T. CALDWELL\nDigitized by Google\nDec. No. 17\n257\nCUMBERLAND ROAD.\nTo the Board of Public Works.\nGENTLEMEN,\nAnnexed you will find a statement of the receipts and\nexpenditures of the Cumberland road for the last six months. The road at\npresent is in good condition, and there is about 2,500 perch of stone now ready\nbroken on side roads. I have found it necessary to erect a kind of protection\nfence on that portion of Wheeling bill and other parts of the road which was\nunprotected by walls, which adds much to the improvement of the road.\nRespectfully,\nA. BEDILION,\nSup't C. Road.\n33\nDigitized by Google\nDoc. No. 17.\ntement of the Receipts and Expenditures of the Cumberland Road in\nvarginia from the first day of April 1853, to the 30th day of September 1853,\ninclusive.\nlen\ncash on hand, April 1st,\n.\n-\n.\n1431 03\nr April,\n-\n*\n-\n.\n433 20\nof May,\n-\n-\n.\n.\n377 00\nJune,\n.\n*\n-\n-\n429 00\nJuly,\n-\n-\n.\n-\n409 00\nfor August,\n-\n-\n-\n.\n417 00\nLIS for September,\n-\n-\n-\n.\n492 00\n3988 23\npenditures:\ne month of April,\n-\n-\n-\n-\n520 61\n10\n-\n-\n.\n1\n497 00\n-no\n-\n-\n-\n.\n466 95\n-\n-\n-\n-\n359 60\n-t.\n.\n-\n-\n-\n289 80\nber,\n-\n-\n331 15\n2465 II\n$1523 12\nOHIO COUNTY, sct.\nPersonally appeared before me, James H. McMechen, a justice for the\ncounty aforesaid and state of Virginia, A. Bedilion, and made oath that the foregoing ac-\ncount is correct, as he verily believes.\nGiven under my hand, this 7th day of November 1853.\nJAS. H. McMECHEN, J.P.\nОню COUNTY COURT, November Term, 1853.\nAbraham Bedilion, superintendent of the Cumberland road within Virginia,\nthis day rendered an account under oath of his semi-annual receipts and disbursements,\nin conformity with the 19th section of chapter 69 of the Code of Virginia. It is ordered\nthat the same be certified.\nA copy-Teste,\nJNO. McCOLLOCH, Clerk.\nDigitized by Google\nDoc. No. 171\n259\n1\nESTILLVILLE TURNPIKE COMPANY.\nThe president and directors of the Estillville turnpike company beg leave to\nreport to the said company that they have let to contract the remaining 9 miles of\nsaid road, commencing at Estillville and ending at the Tennessee line, at an ave-\nrage of $ 603 77 7-9 per mile, (including a bridge across the North fork of Hol-\nston river, at $ 2,219 50,) making a total of $ 5,404, one-half of which is to be\npaid on the 20th of December 1853, and the other half on the 20th day of De-\ncember 1854. The said 9 miles are, by eontract, to be completed on or before\nthe 1st day of October 1853, and the bridge on or before the 1st day of October\n1854.\nThere has been paid into the hands of the treasurer the sum of\n-\n4187 50\nDo.\nout by the\n\"\n\"\n-\n3270 25\nLeaving a balance in the hauds of the treasurer,\n$ 917 25\nBut said sum will shortly be required to pay contractors who are about finish-\ning their contracts.\nAll of which is respectfully submitted.\nGiven under our hands, 1st October 1853.\nE. K. HERREN, Pres't.\nS. H. MORISON,\nH. P. NEIL,\nJOSHUA SPUR,\nL. B. DULANEY,\nW. H. MORISON,\nDirectors.\nS. H. MORISON, Treasurer.\nDigitized by Google\nDac. No. 177\nWILSON CREEK AND SOUTH FORK TURNPIKE CO.\nSMITH Co., Va., December 6, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nThe undersigned having been appointed by the president and\ndirectors of the Wilson creek and South fork turnpike company as principal ea-\ngineer to locate said turnpike road from the North Carolina line to the Seven\nMile ford, begs leave to submit the following report\nI was engaged twenty-one days in making a survey of 35 miles, and making\noff the plats and reports of the different routes which I surveyed, so that the di-\nrectors could decide-on the best location.\nThe president and directors, at their regular meetings, have established the\nroad on the location as represented by the plat which accompanies this report.\nMy having made the previous survey, enabled me to make the location sooner\nthan I otherwise could have done. In making the survey or location, I have con-\nstantly kept in view the importance of making said location on south land as\nmuch as possible. and firm ground, believing that it was decidedly to the interest\nof the state stockholders, as well as the traveling community, to avoid soft land\nand north land as much as possible. I could, no doubt, have shortened the dis-\ntance in many places, had I paid no regard to the quality or situation over which\nI could have made the location at a grade not exceeding 3 degrees. But I think\nthat your honorable board will concur with me in making the location where the\nroad will be most likely to be firm and dry during the year, as being of more im-\nportance to those interested in the road, than to have kept in view the nearest and\ncheapest location. It is very evident to my mind, that unless the road is placed\non firm land, that the cost of keeping the road in repair would require nearly all\nof the income from the tolls on said road.\nI have had the pleasure of concurring with a majority of the directors and\npresident of the Wilson creek and South fork turnpike company, in relation to\nthe location as represented by the accompanying map, with one exception. I\npreferred the river route (where I made the first survey some two years ago) in-\nstead of the Hog-trough route, which has been preferred by the directors, or a\nmajority of them.\nIt is true that the Hog-trough route will secure the most travel, but the river\nroute is three-fourths of a mile the nearest, and would have made the best road.\nI make this statement in order that I may be held responsible for only such loca-\ntions as I recommended to the board. There would have been an additional cost\nof two bridges across the South fork of Holston river, provided the road had\nbeen made on the river route. Perhaps you will not be much surprised, at least,\nwhen I state that I have not been able to make the location so as to please every\nindividual in the section of country through which the location passes; and it\nwould be insincere for me to say that I had even made an effort to please all or\nDigitized by Google\nDoc. No. 17.\n261\nany persons, further than making the location, as I conceived, on the best and\nmost suitable land for a good road. I will offer, as proof to your honorable\nboard in relation to the location I have made, this fact: that in crossing the Iron\nmountain, and the various ridges which lie on both sides of the Iron mountain, at\nnot exceeding three degrees, (for I have not made the location at any point at\nmore than three degrees,) I have not increased the distance over the old or pre-\nsent road more than one mile, agreeably to the distance which the old road has\nbeen called; which, if you would deduct three-quarters of a mile lost by the Hog-\ntrough route, there would be a difference of quarter of a mile. I am aware that\nmuch has been said, and much more may be said, to prejudice your honorable\nboard against the location, but I have the consolation to know that I have acted\nonly with a view to the most judicious location. I have made just such a loca-\ntion as I would have made, provided the stock had all been taken by myself. I\nhave also the pleasure to know that two of our most experienced road makers,\nwho have examined the locations closely, and who have undertaken to make\nnearly one-half of the whole road, say that they believe my location to be a ju-\ndicious one, far preferable to some alterations which are suggested by a certain\nparty, of which it is not necessary for me further to allude at present. At one of\nthe regular meetings of the board of the Wilson creek and South fork turnpike\ncompany, I was directed, as engineer, to advertise in the Wytheville Republican,\nat least two weeks before the letting of said turnpike road to contract; which\norder I complied with, advertising the letting on the 24th of November, at the\nhouse of William Grubs, of that portion lying in Grayson county; and that por-\ntion of said road which lies in Smyth county was advertised to be let to contract\non the 26th of the same month.\nThat portion lying in Grayson county was let to contract as follows: The first\nten sections (beginning at the North Carolina line) was let to Mr. Stephen Bry-\nant; the 11th and 12th sections to Carter & Co.; the 13th and 14th sections\nwere taken by Isaac Spencer-all of Grayson county, and said to be responsible\ncitizens. The 15th and 16th sections were let to Samuel Kincannon, which ex-\ntends to the top of the Iron mountain; and the the 17th, 18th, 26th and 27th sec-\ntions, in Smyth county, were also let to Mr. Kincannon. Archibald Steel and\nJames Stuart & Co. undertake to make the 22d, 23d, 24th, 25th, 28th, 29th, 30th\nand 31st sections, which terminate at the bridge at Seven Mile ford in Smyth\ncounty. The average cost of the 16 miles or sections in Grayson county per sec-\ntion, is $ 575 abutments of bridges to be filled, culverts, top drains, &c. mended.\nThe average cost of the 12 miles or sections let to contract in Smyth county is\n595 per section. There yet remains 3 sections not let to contract, the 19th,\n20th and 21st sections, which may cost near $ 4,000, making the cost of the road\n20,340, besides the bridges, which will cost some 3,500. The capital stock\nshould be increased, in my humble opinion, $10,000, 80 as to cover all expenses.\nThe advanced price of labor in this country is from 30 to 50 per cent. in the last\ntwo years. The failure in the oat crop, together with less than an average corn\ncrop, all of which has had much to do in increasing the cost of making such im-\nprovements, it seems to be a natural consequence that it should be the case for the\ncontractors to sustain no loss. Bonds have been executed by contractors, binding\nthemselves, heirs &c. to complete the road against the 1st of September 1855.\nThe various sections are to be measured after the completion of the road, and\nDigitized\nby\nGoogle\nDoc. No. 17.\nid agreeably to their bids on each section. I have no doubt the\nisened when the road is made and measured up. Owing to the\nich I had to contend, the average grade does not exceed two\npoint over three degrees.\nich is respectfully submitted.\nABIJAH THOMAS, P. Eng'r.\nDigitized by Google\nDoc. No. 17.\n268\nPULASKI AND GILES TURNPIKE COMPANY.\nOFFICE OF THE PULASKI AND GILES T. Co.\nDecember 6, 1853.\nW. R. DRINKARD, Esq.\nDEAR Sir,\nIn compliance with the directions of the board of directors of the\nPulaski and Giles turnpike read, I hasten to communicate to the Board of public\nworks a statement, showing the organization and present condition of the\nPulaski and Giles turnpike company.\nThe charter of said company authorizes a capital of\n10000 00\n160 shares at $ 25 each have been subscribed by in-\ndividuals, making\n-\n-\n-\n4000 00\n240 shares at $25 each, subscribed by the state,\nmaking\n-\n-\n-\n-\n6000 00\n$10000 00\nThe company organized on the 20th August 1853, and Thomas Shannon, Esq.\nwas duly elected president of said company. Joseph A. Peck of Giles, and\nEdward Watson of Pulaski, were elected directors on the part of stockholders;\nand Henry Wyson of Pulaski, and George D. Hoge and Guy D. French of Giles,\ndirectors on the part of the state. Richard Eaton was appointed by Board of\npublic works proxy for the state.\nThe board of directors appointed John H. Vawter, engineer; J. N. Pettyjohn,\nsecretary; and John M. Cunningham of Giles and Giles S. Cecil of Pulaski,\ntreasurers.\nA location of said road has been made by the engineer, showing the whole line\nof road to be made from near Newbern in Pulaski, to Giles court-house, 22 miles\nand 1874 poles; a report and map of which will be furnished to the Board of\npublic works by the engineer.\nA meeting of the board of directors of said company was held on Thursday,\nthe 1st instant, (according to notice given,) in order to receive proposals and let\nsaid road to contract, at which contracts were made for the making 194 miles of\nsaid road, that is, say 84 miles at the end next Giles court-house, for\n3074 00\nAnd 11 miles at the end next to Newbern, including Walker's moun-\ntain, for the sum of\n-\n-\n-\n-\n6110 00\nMaking the amount of the 194 miles let to contract,\n-\n-\n$ 9184 00\nLeaving a part of the road not put under contract, of about 3₺ miles, a part of\nwhich is very difficult to make, including bridges.\nDigitized by\nGoogle\nDoc. No. 17.\nest, that an addition of some $ 3000 to the capital stock of the\necessary, in order to enable said company to complete their\nF $2 50 on each share of the private subscription has been\nto $ 400; and orders have been made for the payment out, for\nag the road, and for necessary books for the secretary, the sum\nstatements, it is hoped, will be sufficient to enable the Board of public\nunderstand the operations and present condition of this company.\nRespectfully submitted.\nBy order of the board of directors.\nJ. N WTON PETTYJOHN, Sec'y.\nDate To\nXXXX\nto\nto\nbrand\nTo\n]\nwill state - -\nwillin - tythem of\nin Frank sulf in information in you Are\n1\nDO\nWest\nWI\nfrom or primary\n1a\nou\nE\n-\nis\nby\n8\n10 brang To is\nor\nDigitized by Google\nDoc. No. 17.\n265\nALEXANDRIA, LOUDOUN & HAMPSHIRE RAILROAD CO.\nPROCEEDINGS.\nA meeting of the subscribers to the capital stock of the Alexandria, Loudoun\nand Hampshire railroad company, incorporated by an act of the general assembly\nof Virginia, passed March 15th, 1853, was held at the office of the Potomac insu-\nrance company of Alexandria, on the 24th day of May 1853, at 11 o'clock, A.\nM., in pursuance of notice given by the commissioners first named in the said act,\nand published thirty days previously in the Alexandria Gazette, and sundry other\nnewspapers published in Loudoun, Frederick and Jefferson counties, as follows,\nto wit:\nNotice is hereby given, that a sufficient amount of the capital stock of the\nabove named company to incorporate the subscribers, has been subscribed.\nA general meeting of the subscribers will be held at the office of the Potomac\ninsurance company in the city of Alexandria, on Tuesday, the 24th day of the\npresent month, at 11 olclock, A. M., at which time a president and two directors\non the part of the stockholders will be elected, and such other business transacted\nas may appear expedient.\nGEORGE H. SMOOT,\nROBERT JAMIESON,\nLEWIS McKENZIE,\nWM. L. POWELL,\nCASSIUS F. LEE,\nR. JOHNSTON,\nCHARLES F. SUTTLE,\nT. M. McCORMICK,\nA. J. FLEMING,\nR. H. MILLER,\nDAVID FUNSTEN,\nCommissioners.\nAlexandria, May 5.\"\nIt appearing from the returns of the commissioners that more than one thou-\nsand shares of the capital stock have been subscribed, including the subscription of\n600 shares by the Board of public works; and it being ascertained that there\nwere present, in person or by proxy, proprietors of stock who could give a ma-\njority of all the votes which could be given by all the stockholders:\nOn motion of John Jauney,\nBenjamin Hallowell was appointed chairman, and Reuben Johnston, secretary.\nMessrs. Robert L. Wright, Cassius F. Lee and Reuben Johnston were ap-\npointed. a committee to examine proxies, who, having attended to that duty, re-\nported a list of proxies which they had examined and found to be sufficient;\nwhich report was received and adopted.\n34\nDigitized by\nGoogle\n266\nDoc. No. 17.\nOn motion of John W. Luke of Clarke, the proxy of the Board of public\nworks,\nResolved, that the salary of the president be $1500.\nLewis McKenzie of Alexandria was then nominated for president by David\nFunsten, and unanimously elected.\nJames Mellhany of Loudoun was nominated by John Janney, and George H.\nSmoot of Alexandria, by Robert H. Miller, to be directors, and unanimously\nelected.\nThomas M. Monroe of Alexandria offered the following resolution, which\nwas read, viz:\nResolved, that the president and directors cause surveys and estimates to be\nmade, by competent and efficient engineers, of the various routes between Alex-\nandria and the coal fields of Virginia, in the county of Hampshire, by the points\nnamed in the charter, with a view to the location of the road upon the most eligi-\nble route, taking into consideration distance, cost of construction, and cost of\nafter-working, and leaving out of consideration all local and sectional interests.\nAfter considerable discussion, the said resolution was amended, on motion of\nMr. Janney, by striking out all after the word route;\" when,\nOn motion of Edw. Lucas, jr.\nThe resolution was laid upon the table.\nOn motion of the state proxy,\nResolved, that a committee of three be appointed, whose duty it shall be to\nexamine into and report at the next general meeting upon the condition of the\ncompany's affairs and finances. and their management, and to recommend mea-\nsures calculated to promote the interests of the company, as set forth in the in-\nstructions of the Board of public works.\nRobert H. Miller of Alexandria, Noble S. Braden of Loudoun and Jno. Bruce\nof Winehester were appointed the said committee.\nResolved, that the by-laws and rules of the Manassa gap railroad company\nbe the by-laws of this company, 80 far as they are applicable, and that Cassios\nF. Lee, David Funsten and A. Sidney Tebbs be a committee to report to the\nnext meeting of the stockholders such changes therein as they may think\nexpedient.\nOn motion of Robert H. Miller,\nResolved, that a general meeting of this company be held in Alexandria on the\nthird Monday in October next, and that the annual general meetings be held on\nthe third Thursday in October thereafter, at the same place.\nThe meeting then adjourned.\nBENJ. HALLOWELL, Chairman.\nR. JOHNSTON, Secretary.\nDigitized by Google\nDoc. No. 17.\n267\nTHE FIRST ANNUAL MEETING\nOf the Alexandria, Loudoun and Hampshire railroad company was held at the\noffice of the company, in Alexandria, on Thursday, the 20th day of October\n1853.\nIt being ascertained that there were present, in person or by proxy, proprietors\nof stock who could give a majority of all the votes which could be given by all\nthe stockholders:\nJames Mcllhany was appointed chairman, and Reuben Johnston, secretary.\nMessrs. John Bruce, David Funsten and Reuben Johnston were appointed a\ncommittee to examine proxies, who performed that duty, and reported sundry\nproxies, which were approved.\nThe committee appointed at the last general meeting upon the subject of by-\nlaws, reported by-laws for the government of this company, which were read and\nadopted.\nThe report of the examining committee of the stockholders was received, read\nand approved.\nMr. Bruce offered the following resolutions, which were read and adopted, two-\nthirds of all the votes which could be given by all the stockholders of the com-\npany being cast in the affirmative, viz :\nResolved, that the board of directors be and they are hereby authorized to con-\nstruct a branch of the Alexandria, Loudoun and Hampshire railroad to the Potomac\nriver, at such point opposite the city of Washington as they may deem most ex-\npedient, and, so soon as the necessary authority can be obtained from congress,\nto extend the same into said city; and that they be also authorized to apply to\ncongress for all requisite facilities and aid in the premises, including the construe-\ntion of a suitable bridge over the river.\nResolved, that the board of directors be and they are hereby authorized to raise\nthe funds, by loan or otherwise, for the construction of the Washington branch of\nthe Alexandria, Loudoun and Hampshire railroad, and for the necessary equip-\nments thereof; and if by loan, to be secured by a mortgage of said branch and its\nequipments and appurtenances, should they deem it expedient.\nOrdered, that the board of directors do cause the said branch to be forthwith\nsurveyed and located, with a view to the early construction thereof.\nOn motion of Mr. Monroe,\nResolved, that the board of directors be requested to call a general meeting of\nthe stockholders, so soon as. the chief eugineer shall be prepared to report in full\nupon the surveys.\nOn motion of Mr. Bruce,\nOrdered, that the salary of the president be continued at $1500.\nLewis McKenzie, Esq. was unanimously ro-elected president.\nJames M'Ilhany, Esq. of Loudoun and Cassius F. Lee, Esq. of Alexandria\nwere elected directors on the, part of the stockholders.\nDigitized by\nGoogle\nDoc. No. 17.\nrs. Robert H. Miller, John Bruce and Noble S. Braden were appointed\namining committee, in pursuance of the by-laws.\nmotion of Γ. Monroe,\nred,\n0 copies of the proceedings of the present and former general\nmg8, W\nreport of the board of directors and accompanying documents,\nhe by-laws, be published in pamphlet form for the use of the\nthen adjourned.\nJAMES McILHANY, Chairman.\nTON, Secretary.\nDigitized by Google\nDoc. No. 17.\n269\nREPORT OF THE PRESIDENT AND DIRECTORS.\nThe board of directors of the Alexandria, Loudoun and Hampshire railroad company\nrespectfully present to the stockholders their first annual report:\nOn the 9th of June last the board, after mature deliberation, selected for chief engineer\nof the company, Chas. P. Manning, Esq., formerly, and for many years, in the service of\nthe Baltimore and Ohio railroad company, who came to them highly recommended, as well\nby his professional reputation as by his long and valuable experience upon the most diffi-\ncult works. Mr. Manning promptly entered upon the discharge of his duties; and, in a\nfew days, under authority of the board, he had in operation two surveying parties east of\nthe Shenandoah river. On the 19th of July three more parties were ordered; and the\nwhole five have been, and are still, actively and effectively employed in a careful examina-\ntion of the entire country between Alexandria and the coal fields of Hampshire county.\nThe work of all three parties has proceeded with much dilligence, notwithstanding the in-\ntense and protracted heat of the summer, giving assurance that in all the month of Janu-\nary next, the chief engineer will be able to make an accurate and reliable report upon the\ndifferent routes contemplated for the company's road. Thus far, the information derived\nfrom the surveys justifies the board in saying that a good line can be obtained, and that the\ncompany will be able to make a road into the coal region at a moderate cost, considering\nthe mountainous nature of the country through which much of it must pass-a road calcu-\nlated for the profitable transportation of coal at moderate rates of charge, as well as for the\nample accommodation of the rich and populous counties in which it will be located.\nThe chief engineer's report is herewith submitted, and the board ask for it the attention\nof the stockholders.\nThe importance of the coal interest in those parts of Virginia which the company's road\nwill penetrate, and in the adjacent county in Maryland, cannot easily be over-estimated.\nThe demand for these coals is rapidly increasing, and is already ahead of the supply. The\namount taken to market this season upon the Cheasapeake and Ohio canal does not thus\nfar reach 120,000 tons, and cannot, we believe, exceed 160,000 for the year. The quantity\nreceived by way of the Baltimore and Ohio railroad is 280,000 tons, which will run up for\nthe year to 360,000. This amount cannot be materially increased until its second track\nshall be completed; and even then, it is believed, it cannot exceed one million tons; for,\nthough the absolute capacity of the road may exceed this quantity, there can be no doubt\nthat the great and continually increasing transportation of produce, merchandize and pas-\nsengers, to and from the west, which will ensue upon the completion of the various west-\nern connections of that road, will, during the busy seasons, compel the company to post-\npone the demands of the coal business for others more urgent and profitable.\nThe reports of the coal trade of Pennsylvania show the following enormous increase:\nThe quantity brought to market was,\nIn 1820,\n-\n-\n-\n365 tons.\n1830,\n-\n-\n-\n-\n175,000\n\"\n1840,\n-\n-\n865,000\n\"\n.\n-\n1850,\n-\n-\n3,356,000 \"\n1851,\n-\n-\n-\n- 4.384,000 \"\n1852,\n-\n.\n-\n-\n- 4,997,000 \"\nOf the amount for 1852, the Reading railroad brought 1,651,000 tons. This road is 93\nmiles long. and the present charge for transportation is $2 per ton, having recently been\nconsiderably advanced. The increase of 1851 over 1850 was upwards of a million tons,\nwhile that of 1852 over 1851 was only 613,000 tons. This diminution in the rate of in-\nDigitized\nby\nGoogle\n270\nDoc. No. 17.\ncrease is a pregnant fact, taken in connection with the greater demand in 1852. The no-\ntural consequence has been, a considerable advance in the price and transportation charges.\nIf, ns there is good reason for believing, the supply from this source, with the existing\nmeans of transportation, cannot hereafter be materially increased-and that much even of\nthis supply will be drawn westward by the railways being built from this coal region to the\nlake country-the demand for the coul from the mines of upper Virginia and Muryland\nmust be greatly enhanced. independent of other causes which are constantly operating in\nthe same direction, and will be followed by a corresponding advance in price and in the pro-\nfits of the mines. This state of things will, of course, produce an urgent necessity for ad-\nditional channels of transportation, to an extent immensely beyond the capacity of all those\nnow in use, and will have a most favorable bearing upon the prospects of our work, By\nrendering its speedy completion indispensable, and insuring to it, at once, a trade which,\nin connection with its other business, will demand the exercise of its utmost ability.\nIn view of the unexampled increase of this trade in Pennsylvania, and of the vast bene-\nfits which, in a variety of ways, it has conferred upon her and her cities, is it unreasonable\nto predict that, with similar exertions and means as she has used, like results to Virginia,\nand to the city of Alexandria in particular, may be brought about? Even with the very\nlimited amount of coal now sent from Alleghany county, Maryland, the consequence has\nbeen a great addition to the wealth of the state, and especially to the town of Cumberland\nand the surrounding mineral region. It is not, therefore, for a moment to be believed, that\nthe invaluable mineral wealth of Hampshire and Hardy will be permitted to lie locked up\nand useloss in their bills for the want of adequate means of transporting it to market. where\nit is so much needed in our workshops and our steamers. Recent movements in New\nYork, looking to the employment of large capitals in the development of these mines of\nwealth, forbid the belief; and if our road shall, upon fair and full examination, prove to be\nadapted to the advantageous transportation of this all-important mineral, (of which, so far\nthere appears no cause of doubt,) the parties interested in those enterprises, as well as in\nsimilar ones in the Maryland field, will gladly contribute to its construction. The urgent\nneed of our road to the coal interest is strikingly shown by the fact, that while the Baltimore\nand Ohio railroad and the Chesapeake and Ohio canal together cannot for many yearscarry\nover 2,000,000 tons per annum, the most intelligent and well-informed parties interested\nestimate that not less than 5,000,000 tons must be annually taken to market from these\nmines. No smaller business will satisfy the demands of the capital invested, or furnish\nsupplies adequate to the wants of the country.\nFair as is the prospect here held out for our road, we cannot overlook those which are\npresented by the agricultural resources, as yet but half developed, of the rich and populoms\ncountry through which it will pass. Taken as a whole, there is, perhaps, no part of our\nwide-spread commonwealth. which surpasses this in the wealth of its various productions\nor in the opulence and industry of its people; and the board do verily believe, that the\ntrade and travel of the territory which will be drained by this road would, independently of\nthe coal trade, in a few years, if not at once, pay a handsome profit upon its cost. As eve\ndence of the reasonableness of their belief, they refer to the annexed statistics, derived from\nthe census returns of 1850, to the accompanying letter from John Bruce, Esq. of Winches-\nter, and to the experience of other Virginia railroads, not to mention the large addition to\nthose figures which the construction of our road would speedily make.\nThe probable construction, at an early day, of n railroad from our western terminus,\nthrough the coal fields of the upper Yohiogeny, to Myers's mill, in Somerset county, Penn-\nsylvania, there to connect with the Connellsville road to Pittsburg. which will soon be under\nconstruction, (the necessary capital being subscribed,) is a matter of the greatest interest\nand importance to this company. By it we shall be brought into connection with the vast\nrailway system which centres at Pittsburg, and, by means of the Hempfield road, which\neroses the Connellsville, with that of Wheeling-systems which traverse Western Pean-\nDigitized by Google\nDoc. No. 17.\n271\nsylvania and New York, and through the entire length and breadth of Ohio, Indiana, Illi-\nnois, Michigan, and other states of the Northwest. There can be no reasonable doubt of\nthe early construction of this important link, nor that it will throw upon our road a great\nand profitable travel, which will be attracted by this more direct and agreeable route to the\nsent of the national government, and through it to the cities of the East.\nThis subject naturally suggests another, namely, a branch of our road to Washington\ncity, which, we trust, the stockholders will concur with us in regarding as indispensable to\nthe completeness of our design, and as calculated to promote the best interests of Alexan-\ndria and the country upon our entire line, as well as of the railways now terminating at\nthat city, by improving the traveling facilities between the North and South. As this\nbranch will supply the only deficient link in the grand railway chain extending from Maine\nto Texas, and destined soon to be extended to the Pacific, there can be no hesitation, the\nboard think, on the part of the stockholders, in at once authorizing its construction; and\nthey, therefore, recommend the adoption by this meeting of a resolution conferring upon\nthe board the necessary powers for the purpose, including authority to call upon congress\nfor the requisite aid and facilities, and to borrow money for its construction, upon a mort-\ngage of the branch, if found expedient.\nAlthough the board have not deemed it proper to call upon the people of the country\nmore immediately concerned for an increased subscription to the stock of the company,\nbelieving it to be the fittest and fairest course to await the definite results of the surveys\nnow in progress. they cannot doubt, in view of the prospects presented to us, and which\nhave been briefly glanced at above, that the call, when made, will be met by a spirited and\nliberal response. For, while we have reason to believe that our great undertaking will\ninvite aid and co-operation from abroad, it is not the less indispensable that we should first\nput our own shoulders to the wheel, and place our work upon the firm basis of a liberal\nsubscription at home.\nAnnexed are statements of the company's accounts, and of the number and compensa-\ntion of its employees.\nBy order of the board.\nLEWIS McKENZIE, President.\nDigitized by\nGoogle\n272\nDoc. No. 17.\nCHIEF ENGINEER'S REPORT.\nENGINEER'S OFFICE,\nAlexandria, October 15, 1853\nTo the President of the Alexandria,\nLoudoun & Hampshire Railroad Co.\nSm,\nIn view of the approaching annual meeting of the stockholders of this coto-\npany. I propose. in submitting this my monthly report. to review the operations of the\ndepartment under my charge, since the date of my appointment by your board of direct\ntors in June of the current year.\nThe authority given me, by the action of the board on the 9th of June, was to organize\nand equip nn engineer corps for the purpose of making thorough examinations of the\nmost direct and feasible routes for that portion of your proposed railroad lying east of the\nShenandoah river-and before the close of that month one company had taken the field,\nand commenced their surveys at the northern limits of the town of Alexandria.\nBy the time fixed for the meeting of your board in July, these surveys had been ex-\ntended, by way of the valley of Four Mile run, some twelve miles westward from Alexan-\ndrin; and a second company was then on its way to examine the practicability of the Blue\nRidge, at a depression in that range of mountains commonly known as Keyes,' and for\nmerly called Vestal's gap.\nAt this meeting of July 19th, your board concluded to extend these investigations\nthroughout the country lying to the west of the Shenandoah, as far as Paddytown. the\nwestern terminus of your chartered privileges; and immediately thereafter steps were\ntaken by me to carry this measure into effect, so that by the 1st of September three addi-\nGonal companies had been organized, equipped and placed in the field for active\noperations.\nThus your engineer corps, as now fully organized under my direction, consists of fifty\nmembers, divided into five companies, or parties, of ten each; and appended to this report\nwill be found a list of their names, and respective rank and pay.\nI will now proceed to report the progress of the surveys and their general results-10\nfar as the necessarily disconnected character of them will permit at the present time-and\nto submit such conclusions as these results, and my personal explorations of the country,\nhave 80 far brought me to, respecting the practicability and nature of your proposed\nimprovement.\nAfter a general reconnoissance of the face of the country between Alexandria and the\nShenandoah river, the instrumental examinations were confined to the developments of two\nleading routes-one of which looked to the passage of the Blue Ridge at Keyes' gap, and\nthe other at Snicker's gap.\nThese two routes have but one common line from Alexandria, by way of the valley of\nFour Mile run, to the summit of the high lands which divide the tributary waters of this\nstream from those of Difficult creek. From this point-and in the neighborhood of the\nsite of the old Fairfax court-house-the two routes diverge: thence, the northern, or\nKeyes' gap line, descends Wolf Trap run to Difficult creek-down the latter a short\ndistance to the Republican mill;\" thence, ascending the eastern slopes, and crossing the\ndividing ridge one mile to the south of Dranesville, it descends again to the valley of\nSugar Land run, where it enters the county of Londoun, and leaving the valley of Sugar\nLand run, crosses over the intervening high lands to Broad run-whence, leaving Farm\nDigitized by Google\nDoc. No. 17.\n273\nville\" to the south, and taking the valley of Beaver dam run, it ascends to the uplands\nimmediately south of \" Belmont,\" and thence descends to Goose creek, which it reaches\nin a measured distance of thirty-four miles, and crosses near the turnpike bridge, four\nmiles to the east of Leesburg. From Goose creek, this route will pursue the valley of\nTuscarora run, passing a half mile to the south of Leesburg, and ascend the Catoctin\nmountain to a depression called Clark's gap.' Thence, descending to the valley of Catoctin\ncreek, it will cross the south fork of that stream to the north fork, and ascending the valley\nof the latter, pass through Short hill at the town of Hillsborough. From Hillsborough\nthe line climbs the eastern slopes of the Blue Ridge in an obliqne direction, towards the\nnorth, and passes the crest of that mountain, at Keyes' gap-whence it descends its\nwestern slopes in an oblique direction, to the south, and reaches the Shenandoab river\nat a point opposite the mouth of Long marsh run. The total distance from Alexandria\nto the Shenandoah by this route is computed-for the greater part from actual measure-\nment, and the remainder from careful estimates-to be sixty-five miles.\nThe southern, or Snicker's gap route, from the neighborhood of the old court-house\nsite, in Fairfax county, decends to Difficult creek by way of the valley of Piney branches,\ncrosses the former, and passing over the intervening ridge, falls into the valley of Sugar\nland run about three miles to the south of Dranesville. Thence, crossing the last named\nstream, and the country lying between it and Broad run, it crosses the lutter near the\nmouth of Horse-pen run, and pursuing a direct course towards Carter's gap in Catoctin\nmountain, it crosses Goose creek near Ball's mill, and thence across the neck of land\nformed by a great bend in the course of Goose creek, to the neighborhood of Carter's\nmill, where it enters the gap above mentioned. Keeping the north bank of the creek,\nand passing through the gap, the line will recross Goose creek near Coe's mill, with a\nbridge sufficiently long to span both the Loudoun branch of the Manassa gap railroad\nand the stream with one continuous structure. Leaving Coe's mill the line will ascend\nthe valleys of the head tributaries of Goose creek in a pretty direct course to Snickersville,\nwhere it will pass through the Blue Ridge by a tunnel. and descending to the valley of the\nShenandoah river by a devious course, will reach that stream at a point about one mile\nbelow Castleman's ferry, and in a distance, computed-mosily by surveys already made-\nnot to exceed sixty miles.\nIn regard to the developments of the surveys, upon these two distinet routes from\nAlexandria to the Shenandoah river, I am not yet prepared to lay before your board any\nestimates for a comparison of their respective merits, as to eligibility of position or\ncost of construction; but I am happy to say, that the surveys, though as yet incom-\nplete, have sufficiently solved the most important questions, to justify me in the following\nconclusions, namely\nFirst-That either of the above described routes is practicable within the limits of grade\nand curvature assumed as a basis of my present operations-which limits are: for grades\nascending westward 79 2-10 feet per mile grades ascending eastward 52 8-10 feet per\nmile; and for curves 1,000 feet radius: and\nSecondly-That upon either of the surveyed lines a first class railroad can be constructed\nfor two tracks, and provided with one, from Alexandria to the Shenandoah river, for a\nsum of money not exceeding an average of $30,000 per mile, including tunnels.\nI will mention here that the line by way of Keyes' gap passes that summit with an open\ncut of 30 feet; but upon the western slope, near the foot of the mountain, requires a\ntunnel of 1,600 feet in length, through a spur which cannot be turned with the limit of\ncurvature above mentioned. Also, that the surveys have determined the length of the\ntunnel required at Snicker's gap to be less than 4,500 feet; and that it is but fair to\npresume, in default of accurate and conclusive estimates, that the longer and much more\nexpensive tunnel upon the Suicker's gap line, will be balanced in the Keyes' gap line by\nits greater length.\n35\nDigitized by Google\n274\nDoc. No. 17.\nImmediately to the west of the Shenandoah river it has been my purpose to confine the\nsurveys to an extension of the two lines just described to a convergence. Green spring\ngap-a pass in the North mountain range about ten miles to the north of the town of\nWinchester-where my explorations have led me to believe is the most accessible route\nto the summits of the Timber ridges. Already have our surveys been made from the\nShenandoah, at Castleman's ferry, through Berryville, and near Winchester, to Green\nspring gap, and FO far with great success as to grades, curves and cost, and a like result\nmay be expected from the surveys that will soon be made upon the extension of the Keyer'\ngap line, from the mouth of Long marsh run to the point of junction with the Snicker's\ngap line, just spoken of.\nFrom the reunion of these lines a common route for their extension westward keeps the\nvalley of Green spring run to its confluence with Back creek, which latter it crosses, and\nthen ascends to the mouth of Brush run, and thence to the head waters of the latter. near\nthe summit of Little timber ridge. Thence, crossing Little timber, Big timber, and Bear\ngarden ridges, which are here separated by the head tributaries of Sleepy creek, the line\nstrikes the head of Bloomery run, and descends its valley through Bloomery gap, in\nCacapon mountain to the confluence of the north and south forks of the Great Cacapon\ncreek. From this point to the valley of Little Cacapon creek the line must climb Sideling\nhill, and pass over to the head of Crooked run, whence it will descend upon the slopes of\nthe latter stream to the valley of the former, and still with a continuous descent up the\nCacapon, upon its eastern slopes, cross it at the mouth of Stewart's run-whence, by the\nvalley of the latter, it will commence the ascent of South branch mountain. This mountain\nis undoubtedly the greatest impediment upon the entire route of your projected improve-\nment, but it is already ascertained. by instrumental examination, that it can be surmounted\nfrom the eastward by grades not exceeding 79 2 10 feet per mile-and I am encouraged\nin the belief that a descent of the western slopes, with 52 8-10 feet grades per-mile, can be\naccomplished, from the fact, that over six miles of the most difficult portion of this\ndescending line have already been satisfactorily located.\nLeaving South branch mountain, the line will cross the South branch river at either the\nmouth of Quarry run-which empties into it between the upper and lower Hanging\nrocks-or the mouth of Mill creek, near the Northwestern turnpike bridge.\nIn view of these two distinct crossings of the South branch, two separate lines are being\nrun from Paddytown eastward to the river-and one of them has been approximately\nlocated ncross Knobly mountain into the*valley of Patterson's creek-from the valley\nof which to that of South branch no difficulty in obtaining a good line is apprehended.\nAltogether, the surveys west of the Shenandoah have verified my expectations and con-\nfirmed my belief that a route can be obtained for your road, over the face of the country\nwhich is here described, without exceeding the limits of grade and curvature already as-\nsumed, at an average cost of $ 50,000 per mile. The total distance from the Shenan-\ndoah to Paddytown is approximately estimated to be from 97 to 103 miles, which excess is\nlength, over a measured air line, is deemed necessary to the acquirement of the proposed\ngrades.\nBy one of the lines already traced across Knobly mountain it is ascertained that it can\nbe passed with a tunnel not exceeding a half mile in length; and upon the line of our pre-\nsent survey over South branch mountain, that summit is not found to require a tunnel of\ngreater length than Knobly.\nHaving thus briefly laid before you a sketch of the proposed route by which it is pre\nsumed your road will be made to connect Alexandria with the great coal-field of Hampshire\ncounty (with some general opinions as to its feasibility and cost) I deem it proper on the\npresent occasion, with the existing state of our instrumental examinations, to refrain from any\nfurther expression of opinion respecting features which are being. and have yet to be,\nthoroughly developed. Nor do I consider that the object of my present report to you calls\nDigitized by Google\nDoc. No. 17.\n275\nfor any discussion of the merits of this or of that route-or for an expression of my indi-\nvidual sentiments regarding the value of your project, and the great benefits which would\ncertainly accrue to the trade and commerce of a large and important section of the state of\nVirginia, by its early construction. But, during the coming month of January, I trust that\nit will be in my power to lay before your board a report of facts sufficiently minute to\ndevelop all the merits, and decide the great question of literal cost of its construction.\nWith respect, I am your ob't serv't,\nCHAS. P. MANNING,\nChief Engineer.\nDigitized by Google\nDoc. No. 17.\nLETTER FROM JOHN BRUCE, ESQ.\nWINCHESTER, Oct. 4th, 1853.\nLEWIS MOKENZIE, Esq.\nDEAR SIR,\nYou must excuse me for postponing to this late hour a reply to your po-\nlite enquiry in reference to the statistics of Frederick county. That reply must now be\nshort, for want of reliable material.\nWithin the limits of our county there are forty-two merchant mills, which can grind easily\ntwo hundred and fifty thousand barrels of flour, besides a steam flouring mill in Winches-\nter capable alone of grinding two hundred barrels daily, almost ready to go into operation.\nThere are five woollen factories now in successful operation. In the town we have two\nfounderies with full employment, and five or six machine shops for the manufacture of\nthreshing machines, reapers and other implements of agriculture. In the county there are\nabout 75,000 acres of limestone land, and about as much more of a formation resembling\nthe soil in Fauquier under the mountain, capable of producing, with proper management,\nat least a million bushels of wheat. Connecting these lands with the town of Winchester\nthere are now seven turnpikes in operation, and the eighth advancing to its completion.\nFrom the construction of these, and the great outlet to market, the Winchester and Poto-\nmac railroad, the increase of the production of wheat has been, within the last twelve to\nfifteen years, from three to five fold, and the value of the land nearly doubled. In one\nfarming neighborhood the growth of wheat (in the southern part of this county) has been\nraised from one to five thousand bushels. In another, on the Northwestern road, a still\ngreater improvement is manifested. To the south and east of the town, from fifteen to\ntwenty thousand bushels of wheat are annually produced from slate land, from which there\ngrew, not fifteen years ago, not one-seventh of that quantity. Last year I saw a farmer\nfrom near the North mountain, sell a crop of upwards of sixteen hundred bushels of ex-\ncellent wheat, raised upon land where, not many years ago, two hundred and fifty busbels\nwere deemed satisfactory. The same may be said of the improvement of almost every\nsection of the county favored with access to the railroad by good turnpikes.\nOf all the flour transported in cars from Winchester, from fifty to sixty thousand barrels\nonly are supposed by good judges to have been furnished by the upper valley. Doubtless\nthere will be in the upper counties a corresponding increase in the manufacture of flour as\nthere has been in Frederick, when the Manassa railroad penetrates their soil, much of\nwhich is now devoted to pasturage, or is enveloped in the wild graces of nature.\nWith such a glorious country surrounding this place, and beckoning to your city and ca-\npitalists to come over to woo it and win it, why should Ephraim envy Judah, or Manasseh\nvex Ephraim? There will be ample supplies for more than the railroads made or evenin\ncontemplation by the most sanguine of our citizens.\nExcuse this hasty view, and believe me,\nMost respectfully, yours,\nJOHN BRUCE.\nDigitized\nby\nGoogle\nDoc. No. 17.\n277\nEXAMINING COMMITTEE'S REPORT.\nThe committee appointed at the first annual meeting of the Alexandria, Loudoun and\nHampshire railroad company, to examine the books and accounts of the company, have\nperformed the duty assigned them, and beg leave to submit the following report:\nThe books and accounts have all been submitted to them, and they have given them\ncareful and thorough examination. All the expenditures have been found to be supported\nby the necessary vouchers, the accounts have been found correct, and the books have been\ncarefully and neatly kept and properly balanced.\nThe result of the expenditures and receipts will be found in the general statement made\nout by the clerk and herewith submitted, showing that $13,869 50 have been received\nfrom stockholders, and that $12,733 37 have been expended in procuring the necessary\ninstruments and in prosecuting the surveys, leaving in the hands of the chief engineer\n$ 829 09, and in the treasury the sum of $127 04. So far there have been but five install-\nments called for which are due and payable, amounting to thirteen dollars per share,\nwhich have been generally paid up.\nAll of which is respectfully submitted.\nR. H. MILLER,\nJOHN BRUCE.\nAlexandria, Oct. 19th, 1853.\nE\nDigitized by Google\nDoc. No. 17.\nAlexandria, Loudoun and Hampshire Railroad Company,\nIn account with R. Johnston, Treasurer.\nast O1 use buenahuvau me,\n-\n-\n6,461 64\n\"\n\"\n-\n.\n5,368 52\n11,830 16\nount paid for incidental expenses,\n-\n721 33\n10 amount paid for expenses of directory,\n-\n.\n170 88\nBalance in hands of chief engineer,\n-\n*\n*\n829 09\nIn Bank of the Old Dominion,\n-\n-\n-\n127 04\n$13,678 50\nBy amount received from stockholders, viz:\nFrom state of Virginia,\n-\n-\n-\n.\n7,800 00\nOther stockholders,\n-\n-\n-\n-\n5,859 50\nBy balance of advances for preliminary survey,\n-\n-\n19 00\n$13,678 50\nE. E.\nR. JOHNSTON, Treasurer.\nOctober 15, 1853,\nDigitized by Google\nDoc. No. 17.\n279\nSummary of the Statistics of the Counties which will be drained, wholly or in part,\nby the Alexandria, Loudoun & Hampshire Railroad, exclusive of the City and\nCounty of Alexandria, and omitting many small items-taken from the Census\nReturns of 1850.\nPopulation,\n-\n-\n-\n-\n-\n.\n135,525\nAcres of land in farms: Improved,\n-\n1,049,288\nUnimproved,\n-\n1,253,202\n-\n2,302,490\nCash value of farms,\n-\n-\n-\n-\n$36,457,888\nValue of farming implements and machinery,\n-\n-\n1,060,655\nValue of live stock,,\n-\n-\n-\n-\n-\n4,388,319\nWheat, bushels,\n-\n-\n-\n-\n-\n2,609,225\nIndian corn, do.\n-\n-\n-\n-\n-\n2,725,387\nOats,\ndo.\n-\n-\n-\n-\n-\n546,908\nWool, lbs.\n-\n-\n-\n-\n-\n366,961\nButter, do.\n-\n-\n-\n-\n-\n1,654,989\nCheese, do.\n-\n-\n-\n-\n-\n64,563\nIrish potatoes, bushels,\n-\n-\n.\n-\n140,675\nBuckwheat,\ndo.\n-\n-\n-\n-\n31,384\nHay, tons,\n-\n-\n-\n-\n-\n66,410\nClover seed, bushels,\n-\n-\n-\n-\n4,019\nOther grass seeds, do.\n-\n-\n-\n-\n3,282\nFlax, lbs.\n-\n-\n-\n-\n-\n33,750\nFlaxseeed, bushels,\n-\n-\n-\n-\n2,487\nMaple sugar, lbs.\n#\n-\n.\n-\n-\n128,723\nMolasses, galls.\n-\n-\n-\n-\n-\n4,937\nBeeswax and honey, lbs.\n-\n-\n.\n-\n102,127\nValue of home-made manufactures,\n-\n-\n-\n$103.985\nValue of animals slaughtered,\n-\n-\n-\n-\n$ 820,658\nDigitized by Google\nDoc. No. 17.\nMembers of the Engineer Corps of the Alexandria, Loudoun and Hampshir\nRailroad Company.\nNAMES.\nRANK.\nPAY.\nCharles P. Manning,\n-\n-\nChief engineer,\n$ 2750 00 per year.\nRichard Randolph,\n-\n.\nPrincipal assistant,\n1500 00\n\"\nRobert G. Bowie,\n\"\n-\n-\n1500 00\n\"\nWashington Blythe,\n\"\n-\n1500 00\n\"\n-\nFrancis Lackland,\n\"\n-\n-\n1500 00\n\"\nBenj. D. Frost,\n\"\n-\n-\n1500 00\n:\n0. Sonneman,\n-\n-\nDranghtsman,\n3 00 per day.\nJ. W. Johnson,\n-\n-\nSurveyor,\n2 50\nat\nSpear Nicholas,\n-\n.\n\"\n2 50\n\"\nW. C. Nicholson,\n\"\n-\n-\n2 50\n\"\nBolivar Ward,\n-\n-\n.\n2 50\nH\nIsane Bond,\n-\n-\n.\n-\n2 00\nH\nJ.C. Clarke,\n-\nLeveller,\n2 50\nи\n-\n-\nA. M. Chichester,\n-\n.\n**\n2 50\n\"\nPowell Conrad,\n\"\n.\n2 00\n44\n-\nG.A. Baxter,\n..\n-\n-\n2 00\nи\nW. F. Lee,\n\"\n-\n.\n-\n2 00\nи\n8. R. Johnston,\n-\n-\nAssistant surveyor,\n1 50\nof\nF. F. Gover,\n\"\n.\n-\n1 25\n-\nJames G. Clark,\n\"\nas\n-\n-\n1 25\nH. C. Fillebrown,\n\"\n-\n-\nI 50\n-\nC. D. Rice,\n:\n-\n-\nI 50\n:\nT. M Hewitt,\n-\n.\nAssistant leveller,\n1 25\n\"\nJ.G. Chapman,\n\"\n.\n1 25\n#\n-\nJ.D. Bruce,\n\"\n.\n.\n1 25\n\"\nD. D.T. Thompson,\n\"\n.\n-\n1 50\n\"\nJ. M. Campbell,\n\"\n\"\n-\n-\nI 50\nG. C. Powell,\n-\n-\nRodman,\n1 00\n\"\nH. Snowden,\n\"\n-\n-\n1 00\n\"\nJ.C. Calvert,\n\"\n.\n-\n1 00\n\"\nAsa Rogers,\n\"\n1 00\n\"\n-\nW. H. Brown,\n\"\n-\n-\n1 00\n\"\nW. Ellzey,\n**\n-\n-\n] 00\n\"\nJ. W. Powell,\n\"\n\"\n-\n-\n1 00\nJ. C. Langhorn,\n\"\n-\n-\n1 00\n**\nE. Coleman,\n\"\n.\n-\n1 00\n:\nR. K. Martin,\n-\n\"\n.\n1 00\n-\nConred H. Powell,\n-\n\"\n1 00\n⑉\n-\nW. B. Wernwag,\n-\n.\n\"\n1 00\n:\nA. Smoot,\n\"\n-\n.\nI 00\n-\nJ.A. Green,\n\"\n-\n-\nI 00\nif\nJ. A. Turner.\n\"\n-\n-\n1 00\n44\nW. D. Smith,\n-\n-\nChainman,\n1 00\n**\nG. H. T. Macrae,\n\"\n-\n-\n1 00\n\"\nG. W. Jamieson,\n-\n\"\nI 00\n-\n-\nJohn Thomas,\n-\n-\n\"\n1 00\n-\nA. M. Smith,\n-\n**\n1 00\n\"\n-\nPhilip Young,\nis\n-\n1 25\n-\n-\nR. L. Poor,\n\"\n-\n1 00\n#\n-\nPaul Sipoo,\n\"\n-\n-\n1 00\n\"\nH. D. McCabe,\n**\n-\n.\n1 00\n:\nWilliam Taylor,\n\"\n-\n1 25\n:\n-\nI certify that the above is correct.\nCHAS. P. MANNING, Chief Eng.\nAlexandria, Oct. 20, 1853.\nDigitized by Google\nDoc., No. 17.\n281\nBLUE RIDGE RAILROAD.\nNOVEMBER 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI have somewhat delayed this communication, with a view of\nreporting with more certainty on some work and measures in progress of com-\npletion.\nIn my report of last year, I stated that there remained then near Mechum river\na chasm to be occupied by a large culvert, the construction of which, and conse-\nquently that of the embankment across the valley of Lickinghole creek, would be\nnecessarily suspended during the season of frost. It was resumed in April, and\nfinished as expected in June, and the embankment completed in August, when\nthe laying of the track from Mechum river began in extension of the Central rail-\nroad, the ballasting and distribution of ties having in the mean time preceded the\ncompletion of the embankment.\nThis link, which had been arrested last year by the accident to the culvert, is\nnow ready for use up to the Greenwood tunnel, a little upwards of eight miles,\nas well as all the necessary fixtures at the depot, which I was instructed to furnish\nto the Virginia Central railroad company, viz Turnouts, turntable, and supply of\nwater, which is brought pure and in abundance by pipes from the Rocky run.\nThe track has been laid rapidly and in a creditable manner, by Mr. N. S. Car-\npenter; and the Central railroad company can avail itself of it whenever it\nsees fit.\nIn thus hastening the completion of this portion of the road, I have consulted\nthe public wish more than my own judgment, which would be against laying the\ntrack before at least one winter has passed over every part of the road. The\nfirst winter and rainy season will bring down slides, which will be troublesome\nand even dangerous; but it is more particularly in regard to the considerable\nsettling of embankments of such dimensions as those raised on the Blue Ridge\nrailroad, that I would have preferred to wait. Those high embankments settle\nmuch and very irregularly, the materials of which they are formed here being\nmuch mixed; and the track laid on them will inevitably become much waved,\nespecially after deep snows, and occasion much trouble, and sometimes accidents.\nI have already, in this short time, caused that at Lickinghole creek to be raised\ntwice; and I am raising it a third time: on this account, I have omitted here the\nballasting, which would be useless until the final level has been secured by time.\nThere is another embankment where ballasting was also dispensed with for the\nsame reason everywhere else the track rests upon a bed of broken stones, and\nthe cross ties are firmly bedded by the interposition of the same material. It is a\nmistaken economy to lay a track without ballasting; it secures firmness, perma-\nnency of level, smoothness in running. and preserves the timber. The rail used\nis of the T pattern, weighing 63 pounds to the running yard; the chairs wrought\niron; not on account of a decided preference, but because the Central railroad is\nlaid with the same, and uniformity is desirable.\n36\nDigitized by\nGoogle\n282\nDoc. No. 17.\nThe section just described and ready for the travel reaches to the Greenwood\ntunnel and depot. The tunnel itself is now finished, an achievement very credi-\ntable to the contractor, John Kelly; and it is with great satisfaction I can report\nthat this excessively dangerous work, through crumbling material, has been exca-\nvated and arched without the least accident. I described in last year's report in\nwhat manner we succeeded in undermining the timbering of the heading through\nthis treacherous material. The tunnel, from portal to portal, is 538 feet long. I\nhave added to its length by extending the arch outside far enough to receive the\n(not improbable) farther slides of both faces of the perforation.\nA distance of one mile and a half above this tunnel has been finished long age,\nand is sufficiently firm for the track, which will be laid over it immediately for the\naccommodation of the temporary track over the mountain, very recently deter-\nmined upon by the Central railroad company, and which will drop on the surface\nof the Blue Ridge railroad some distance ahead of this point.\nThe lower tunnel and its depot being the most convenient point of approach\nfor the portage, formerly, and until recently, intended, there was no urgent neces-\nsity to incur any additional expense in completing the heavy portions of the road\nbeyond it, before nearly the time when the main tunnel itself would afford as -\ninterrupted conveyance. But the late decision in regard to the temporary track\nchanges somewhat the features of the question; and it has become expedient, in\na spirit of accommodation, to finish rapidly all such sections, as it is practicable\nto prepare in time for the descent upon them of this new track. With this view,\nand pursuant to the instructions of the board, the contractor, Mr. Kelly, has been\ndirected to complete with all possible diligence, the heavy cut and embankment\nat Dove spring hollow. The cut sinks about 100 feet below its upper side, and\nthe embankment rises 80 feet in the centre above the hollow; a great part of the\ncut is through the hardest of rock. The scarcity of hands had somewhat les-\nsened its progress. This scarcity has been felt more severely here since the be-\nginning of the temporary track; and we have been obliged to advance the price\nof labor. It was, consequently, only by an advance that the contractor could\ninduce an additional force to join him. This advance has been allowed him,\nprovided he effects the object intended, namely, to be ready for the temporary\ntrack. It is expected that Mr. Kelly will place this high embankment at the dis-\nposal of the Central railroad company in due time. The general objection to the\nuse of green banks is much lessened here by the character of the material of\nwhich this is composed; it being chiefly large masses of extremely hard rock, not\naffected by either rains or snows, and which, consequently, will settle compara-\ntively very little, though the highest on the line.\nBeyond Dove spring hollow we come to the tunnel, heretofore known as the\nSecond, but which it will be better to designate as the Brooksville tunnel, to ob-\nviate confusion, as it is not unlikely that these subterranean passages will be nu-\nmerous on the line of the Central railroad. At the eastern end, this tunnel is\nopened through the hardest of rock, while, at the western side, it penetrates\nthrough material as friable, and even if anything more dangerous thau the Green-\nwood tunnel. That much of the tunnel will, of course, have to be arched, proba-\nbly for a distance of 650 feet: the whole length will then be about 850 feet, in-\ncluding a portion of the arch outside for security against slides of the face.\nDigitized by\nGoogle\nDoc. No. 17.\n283\nThe arching would have begun long ago but for the untoward circumstance\nthat the contractor for the bricks to arch the Greenwood tunnel failed to make\nsuitable bricks. The threatening condition of the work left me no alternative;\nthe tunnel must be speedily arched, to prevent new and costly slides; and the\nonly practicable expedient was to use the brick intended for the second tunnel,\nthe arching of which must, by that cause, be suspended. This, indeed, has been\na very unfortunate circumstance, not only as productive of delay at this tunnel,\nbut also because it added materially to the cost of the other: having to use not\nvery reliable brick, I had to make up the diminution of strength by increased di-\nmentions; and, when ultimately we had to get the other bricks, a higher price\nmust be paid for them, besides making a road for the purpose of hauling them.\nBetween the Brooksville tunnel and Robertson's hollow, a distance of about\nthree-fourths of a mile intervenes, where the bed of the road has been ready for\nthe track for about two years: the track will now be laid over it for the accom-\nmodation of the temporary track, 80 soon as the completion of the track just be-\nlow permits the iron to be hauled up to this otherwise inaccessible spot.\nThe work at Robertson's hollow continues to progress satisfactorily under the\nmanagement of Messrs. Gallaher & McElroy; indeed the character of the mate-\nrial, the size and length of the embankment 80 feet high across the hollow and\nthe abruptness of the ridges do not admit of any rapid progress here.\nJust above Robertson's hollow there is a cut 64 feet deep, which heretofore has\nadvanced through hard, but unsafe materials: lately, however, it reached, from\nboth sides, a dike 100 feet across, of the hardest imaginable rock; and I was\nthereby induced to alter the plan of a deep cut, into an additional short tunnel,\nwhich, requiring neither arching nor portal, will save both time and money and,\nat the same time, relieve the contractors from a losing operation. This tunnel\nwill probably be completed about January.\nAbove the new tunnel, another very deep ravine, Goodloe's hollow, 60 feet\ndeep, is crossed by a high embankment, on which the heavy grade, 280 feet to the\nmile, of the temporary track will drop. This embankment is not yet completed\nbut will, I hope, be ready for the new track.\nBetween this point and Robertson's hollow about 1000 feet of the state work\nwill be used by the temporary track.\nThence to the big tunnel, a distance of two miles, no work of importance re-\nmains to be done, and the track could have been laid long ago if it could have\nbeen of any service, before the final opening of the tunnel.\nBeyond the mountain, I am preparing to lay the track, in order to accommodate\nthe Central railroad company, though I would have preferred to allow the long\nembaukment, from 25 to 30 feet high, in the low ground of South river, a longer\ntime to settle, part of it having but recently been made: indeed, there is yet a\nshort space not completed, and which will probably not be 80 before one month.\nOn this embankment also it would be too early to place ballasting, which would\nbe mouey thrown away fortunately, the material is of good quality and will not\nretain water much; so that ballasting now between the cross ties will suffice.\nThe iron bridge over the river, 225 feet long, in three spans, is ready: I have\ndirected it to be sent up from Richmond; and it will be raised as soon as re-\nceived: the operation will take but a short time. I have tested its strength at\nDigitized by Google\n284\nDoc. No. 17.\nthe Tredegar iron works, where it was made, and found that it deflected in the\nmiddle only half an inch, under a load of one ton to the foot in length, while the\nmaximum allowed in the contract is five-eighths of an inch; so that it is within the\nrequirement of the contract: nnd it must be observed besides, that the parts had\nnot been brought to a full bearing by tightening the screws; and it will come-\nquently be still more unyielding when in place. It is gratifying to add that it was\nconstructed at iron works in Virginia, and by a Virginian, Mr. J. R. Anderson.\nAs regards the main tunnel, the perforation, on the 1st October last, was 2,263\nfeet, showing a progress during the past year of only 725 feet; less than that of\nlast year for the same period, when it was 879 feet, and less still than my ex-\npectations, which 1 had raised to 960 feet. For this disappointment there have\nbeen soveral combining causes. In the first place, we had advanced, on the west\nside, 900 feet without any material inconvenience from the water, and were\nelated with the expectation that we were through the work, when, towards the\nclose of last year, we were suddenly taken by surprise by the irruption of a large\nvein of water, for which we were obliged to take hands from their work, and set\nthem to pumping, until we could obtain machinery for the same purpose, worked\nby horse power. This circumstance has been repeated several times during the\nyear; successive veins of water having been encountered, until the body of water\nwe have now to keep down amounts to no less than probably one and a half\nhogshead per minute-ninety hogsheads per hour.\nWe have, it seems, advanced lately under a kind of trough in the mountain,\nwhere the water collects from both sides; and where, in addition, the rock is full\nof seams, and in places quite unsafe. This circumstance has not a little contri-\nbuted to delay the progress forward, by the necessity of taking down a good deal\nof threateuing rock; a cautious operation, when men have to work under the\nimpending mass, and during which the advance of the perforation is necessarily\nsuspended. At the time of your last meeting, there had been, on the west side,\na fall from the roof, which had however caused no accident; but since, another\nmass came down unexpectedly, which caught three men, though fortunately they\nwere not materially injured. The circumstance has nevertheless had an un-\nfavorable consequence; the men refused to return to their work, though I do not\nconsider the danger there, by any means, to be compared to that we have en-\ncountered successfully in the two smaller tunnels, and I lost no time in ordering\nsuch timbering as will insure security to the hands, much more easily here cer-\ntainly than where the rock is crumbling when exposed to the air.\nBut, as yet these precautionary measures have not recalled the men to their\nwork. It is particularly unfortunate that these occurrences have taken place on\nthe west side, where the water has to be kept down, though the work is not pro-\ngressing. On the east side it would not, by any means, be so embarrassing.\nWe encountered long ago a place fully as bad; but then circumstances were\ndifferent; labor was not in demand, and men did not feel the same spirit of inde-\npendence. The great diminution of the available labor of the country has been\nour chief drawback during the past year; the interference of the water, the more\ninsecure character of the rock, would have had but a limited influence on the\nprogress, if we could always, as heretofore, have had the command of the labor\nof a full force. The deficiency began to manifest itself about the beginning of\nthis year; and finally, in April, there was in the tunnel a strike, which deprived\nDigitized by Google\nDoc. No. 17. -\n285\nthe work at once of about sixty hands, and suspended it several days, during\nwhich the tunnel filled with water, no one being allowed by the rioters to work\neven at the pumps; so that, when they returned to work, several additional days\nwere still lost in clearing out the water. The scarcity of hands has continued\never since to affect our progress; for, though I have, with your approbation,\nraised the wages of the tunnel men, and we have had since a full force engaged,\nthe high wages have had the reverse effect of what might have been anticipated.\nInstead of securing constant work, it encourages improvident men, satisfied to\nearn a support, to absent themselves from their work when in funds. Thus we do\nnot get every day the full labor of the force hired. I must, however, do this jus-\ntice to the men, that while at work, they work hard and steadily.\nMuch has been said and published in the newspapers about 'slow progress,\"\nby persons wholly unacquainted with the difficulties we have to contend with,\nand who, if they had personally examined the work, would have spoken differ-\nently. But, as you have made this examination, and are perfectly acquainted\nwith the character of every part of the work, with the amount done and to be\ndone, and with every circumstance of the management, I deem it unnecessary to\ndwell on this part of the subject.\nI will merely say a few words in regard to the absence of shafts. My present\nknowledge of the character of this mountain confirms me, every day more and\nmore, in the conviction that it was a fortunate circumstance that I did not attempt\nto sink shafts of the immense depth of 700 feet through the rock we have en-\ncountered. My decision, however, was taken at the time, as much from con-\nsiderations of the necessity imposed by the law of incorporation, as from doubts\nabout the intrinsic practical value of such accessory works in this particular\nlocality. The annual appropriation made by the legislature was, it is well\nknown, only $100,000; and, for three years, it was all I could depend on. Under\nthis state of things, it was clear that shafts, instead of saving, would have lost\ntime: for they would have certainly cost over $100,000; and, by thus swallow-\ning up the appropriation of at least one year, they must of course have added\nthat much to the duration of a work thus scaled. This was a decisive consider-\nation, and I had then no right to form another conclusion.\nIt will readily appear, from the foregoing statements, that it would be crroneous\nto draw conclusions for the future progress of the tunnel, from the results of this\nyear.\nIn the first place, as regards the interference of water, we are now provided\nwith an adequate number of horse powers of superior workmanship. 1 have,\nbesides, made trial of a siphon 2,000 feet long and 3 inches in diameter, it being\nthe longest siphon on record. I was afraid of trying pipes of a larger diameter, on\naccount of the greater quantity of air that would be disengaged at the apex, and\ncause the siphon to be fed too often. The siphon has perplexed us with singular\nphenomena, and we have not yet been able to make it work constantly. It has\nto be fed every half hour through the air vessel, and must be fed fully every 12\nhours on its whole length. Still it discharges about 60 gallons per minute, which\nis a valuable assistance. The water, therefore, will not hereafter retard our\nprogress.\nIn the next place, as to ventilation, I have been successful even beyond my ex-\npectations. A constant supply of fresh air is afforded to the hands, at the dis-\nDigitized by Google\nDoc. No. 17.\nby the work of one mule, though the distance begins to be a\nfor his strength. But, considering that the greatest possible dis-\nsnall have to ventilate is 2,500 feet, and that the requisite power is not\nion to\nitance, but only to its square root, (here as 36 to 50 nearly.) it\nDDE\n1, that an addition of only 50 per cent. to the power (probably\nG.\nIII secure adequate ventilation to the end. The apparatos sends\nto\nL\nat 300 cubie feet of air per minute, and thus relieves the hands\nspeedil\nr blasts. Some improvement now in construction may even enable\nto increase the power. So that no addition to the time need be made on\n1\ncore.\ne hauling of materials a longer distance, as the penetration increases, need\nnot be considered; for, the materials blasted out, can be hauled several times\nfaster than they can be obtained, to the extreme distance of our baul, which is\nhalf a mile.\nLastly, gentlemen, as the hiring season is ( se at hand, we can without diffi-\nculty secure permanent and reliable labor for next year, which will do away the\nfluctuations which have considerably retarded the progress of last year: and I\nthink it probable, from the formation of the mountain, that the dangerous ground\nwe have lately had to contend with is nearly through, if not quite: the east side,\ncertainly, continues as sound and solid as ever.\nWe can, therefore, confidently anticipate an acceleration of our operations in\nthe tunnel hereafter. One circumstance I should not omit adds considerably to\nthe prospects of the work in that respect. Heretofore we had no one to attend\nto the machinery, at a moment's warning, in cases of accident; and frequently\nmuch time was lost until we could procure some one to repair the machinery, the\nhands being diverted from their legitimate work to assist in pumping. We have\nnow the advantage of the constant and efficient attendance of Mr. F. B. Clop-\nton as a machinist, by whom repairs and improvements are made as fast as\nneeded. A better selection could not have been made.\nOn the 1st of January next, there will probably remain, out of the 4248 feet,\nthe total length of the tunnel, only 1,800 feet to excavate. This, with the im-\nprovements above stated of our means of operating, and with a more efficient\nforce, which state credit can readily obtain next month, ought not to take over\ntwo years for completing the work, if that much.\nAs near as I can estimate, with the present fluctuating prices, the work remain-\ning to be done, the service of 1854 will require about $150,000, and will leave\nonly a short section of the tunnel to perforate, and some track to lay through,\nand from it to the temporary track; for which, and some reservations, less than\n$100,000 will be required after the 1st January 1855.\nRespectfully submitted.\nC. CROZET,\nChief Engineer.\nDigitized by Google\nDoc. No. 17.\n287\nMANASSA GAP RAILROAD COMPANY.\nPROCEEDINGS.\nPursuant to public notice, the stockholders of the Manassa gap railroad com-\npany met at Liberty hall, January 12, 1853, and were organized by the appoint-\nment of Dr. Thomas T. Withers as chairman, and Samuel T. Ashby and Ed-\nward Green, secretaries.\nThe chair appointed Messrs. Beverly, R. H. Miller and Ambler a committee on\nproxies, who reported that a quorum of the stock was present.\nOn motion of Mr. E. C. Marshall, the act authorizing the Board of public\nworks to subscribe $160,000 additional to the capital stock of the company,\npassed at the session of the Virginia legislature, was taken up and unanimously\nadopted.\nMr. E. C. Marshall then presented the financial condition of the company.\nMr. J. A. Carter offered a preamble and resolution asking this company to ex-\npress an opinion favorable to the construction of a branch of the Manassa gap\nroad into the county of Loudoun, to be submitted to the legislature of the state,\nand, should the legislature grant such charter, that the engineers be authorized to\nsurvey the different routes proposed by the various interests, and to report to the\nboard which is the most profitable and practicable route.\nAn animated and interesting debate ensued upon this application, between\nMessrs. Carter, Fowle and Marsball.\nOn motion of Mr. Marshall, the petition was referred to a committee of five,\nconsisting of Messrs. J. A. Carter, E. C. Marshall, R. H. Miller, D. Janney and\nP. Pitman.\nOn motion, the meeting adjourned until 3 o'clock.\nAFTERNOON SESSION.\nPursuant to adjournment, the meeting was called to order at 3 o'clock, by the\nchairman.\nMr. Fleming offered the following resolution:\nResolved, that, in the opinion of this meeting, the rule requiring prepayment\nfor freight transported from here, is burdensome to a large number of our citizens,\nand that the directors be requested to discontinue it, and substitute therefor pay-\nment at the point of destination.\nAfter a debate between Messrs. Fleming, Miller, Pitman and Fowle, the resolu-\ntion was rejected.\nOn motion of Mr. Fleming. it was resolved, that the 14th hy-law be amended,\nso as to strike out fifteen cents per mile,\" and insert in lieu thereof, all their\nactual expenses.\"\nDigitized by Google\n288\nDoc. No. 17.\nOn motion of Mr. Foster, it was resolved that the secretary of this meeting ad-\nvise the Board of public works that the stockholders of the Manassa gap railroad\nhave accepted the act of the legislature taking another fifth of the stock of said\ncompany.\nAlso, by the same, resolved, that this meeting do recommend the appointment\nof Andrew Pitman of the county of Warren as a director on the part of the state.\nAgreed to.\nThe committee to which was referred the subject of extending a branch railroad\ninto the county of Loudoun, made a report similar to the resolution offered in the\nmorning by Mr. Carter; which, after debate, in which Messrs. Carter, Fowle,\nMarshall and McKenzie took part, was adopted.\nOn motion, the meeting adjourned.\nDigitized by Google\nDoc. No. 17.\n289\nPROCEEDINGS.\nAt a meeting of the stockholders of the Manassa gap railroad company, held\nat Liberty hall, in the city of Alexandria, on the 7th day of April 1853\nThe meeting was organized by the appointment of General Asa Rogers of\nLoudoun as chairman, Edward Green and John H. Hartman acting as secreta-\nries.\nOn calling the roll, it was found that a majority of the stockholders were pre-\nsent, either in person or by proxy.\nThe report of the president and directors was presented and read by the presi-\ndent of the company, and unanimously adopted.\nOn motion of Samuel J. Tebbs, a committee was appointed to examine\nproxies. The following gentlemen composed the committee, viz: Samuel J.\nTebbs of Fauquier, David Funsten of Alexandria and Alfred Rector of Fau-\nquier. The committee reported the proxies in form.\nThe act of the 7th February 1853, increasing the capital stock $ 800,000, was\nread and unanimously accepted.\nThe act of the 8th March 1853, authorizing the construction of a branch road\nthrough the county of Loudoun, was read and accepted.\nThe act of the 10th March 1853, authorizing the extension of the road through\nto Alexandria, was read and unanimously@accepted.\nThe act of the 18th March 1853, authorizing the construction of a road from\nWesternport to some point on the Manassa gap railroad, was read and refer-\nred to a committee of five. The committee was F. L. Smith of Alexandria, B.\nE. Harrison of Prince William, Dr. Ambler of Fauquier, J. S. Davison of War-\nren and Philip Pitman of Shenandoah.\nMeeting adjourned till 3 o'clock P. M.\nAFTERNOON SESSION.\nMeeting assembled in pursuance of adjournment, when the committee appoint-\ned to take into consideration the construction of the Westernport railroad made a\nverbal report by F. L. Smith, its chairman, and offered a resolution, which, after\nan animated discussion, was amended at the instance of Edward C. Marshall,\nand passed, as follows\nResolved, that the president of this company be requested to communicate to\nthe president of the Westernport and Alexandria railroad, (when organized,) the\nwillingness on the part of this company to carry into effect the provisions of\nthe act incorporating the said Westernport and Alexandria railroad company,\npassed the 18th March 1853, upon the terms of said act of incorporation.\n37\nDigitized by\nGoogle\nDoc. No. 17.\nhat the clerk certify to the Board of public works the acceptance by\nf the act of 7th February 1853, increasing the capital stock by the\nthe act of the 8th March 1853, authorizing the construction of\nugh the county of Loudoun; and the act of the 10th March\nsion of the Manassa gap railroad from Thoroughfare to Alex-\nhomas S. Hall, the thanks of the meeting were unanimously\nman and secretaries.\n5\nourned sine die.\nASA ROGERS, Chm'n.\nEDWARD GREEN,\nJOHN H. HARTMAN,\nSecretaries.\n-\n1.11\n-\nI\n-\nwill\n-\nto\nwill\nto\n-\na\nwith\nD Digitized by Google\nDèc. No. 17.\n291\nPRESIDENT'S REPORT.\nTo the Stockholders of the\nManassa Gap Railroad Company.\nGENTLEMEN,\nThis special meeting of the stockholders has been called to consider and\nto decide upon the acceptance of several acts of the legislature, which enlarge the sphere\nof action of this company, and increase its capital.\nThe legislature, since your meeting in January last, has increased the capital of the com-\npany $1,600,000, which increase makes the whole capital 2,400,000. The Board of pub-\nlic works is authorized to subscribe to three-fifths of the whole increase.\nThe purposes of this increase embrace three distinct objects, viz:\n800,000 for the ex-\ntension of the road to its terminus at Harrisonburg ; 500,000 for its extension, by an in-\ndependent line, into the city of Alexandria; and 300,000 for the construction of a branch\nroad or stem into the county of Loudoun.\nThe completion of the road to Harrisonburg is deemed by the board an object of pri-\nmary importance, and under the influence of that impression an order has been passed that\nthe whole road be put under contract as soon as the two-fifths, or 320,000, be subscribed\nin the Valley counties. Of this amount the county of Rockingham has, with great una-\nnimity and enthusiasm, entered upon the steps to raise a subscription of 200,000, subject,\nhowever, to the condition that the money be expended on the line next to Harrisonburg.\nShenandoah will, in good time, follow the example of her neighbors of Rockingham, and\nraise the balance. The contribution from Shenandoah thus becomes doubly important, be-\ncause it gives vitality to the subscription of Rockingham, and at the same time furnishes\nthe means for the construction of the road into the Valley. It is not only doubly, but it is\nall-important, because if the aid of Shenandoah be withheld, no means in any other quarter\ncan be relied on for the construction of the road beyond the South fork of the Shenandoah.\nThe road may there find its resting place, dwarfed of its growth, and no one of its great\nends accomplished. We gladly turn to the more agreeable picture of their duty done by\nShenandoah and Rockingham, the pathway prepared for the iron horse through the Valley,\nand its teeming wealth brought down by Manassa, as of old by the Nile, into the city of\nAlexandria.\nThe second act of the legislature increases the capital of the company by the sum of\n$ 500,000, and has for its object the extension of the road from some point on the present\nroad east of the Thoroughfare gap into the city of Alexandria. In addition to the many\nobvious advantages to this company, of its having an independent line, the contemplated\nchange of route will save several miles of distance, with improved grades. It must also be\nborne in mind that the end nearest the terminus is the paying end of the line. The board\nthinks it demonstrated that the income of the road even now, taking in as it does its freight\nand passengers at such various distances, sometimes thirty-eight, but oftener eight miles, will\nenable the work to pay the expenses necessary to sustain it. Will not then the portion of\nthe road which will have the accumulated business over its whole length, yield a handsome\nprofit? Will not that profit be doubled and trebled when the business of the Valley and\nof the Loudoun branch be brought to it ? This independent line becomes a necessity by\nthe overtasked road, which the Orange and Alexandria railroad will become, when its con-\nstruction to Lynchburg is effected, or by the importance which it derives from its very easy\ngrades, so indispensable to the working of a coal road, either in the event of the connec-\ntion with the coal fields at Paddytown, or should the anthracite coal of Rockingham, (the\nfine quality of which has been tested by its use for two years, and which exist\nDigitized by Google\nDoc. No. 17.\nne\nextent,) be found also to exist in great abundance. The law requires\nad between the point of divergence of the new road and the junction\nnge and Alexandria railroad, be kept in running order, having in view the\nprotection of the rights of the parties interested in that end of the line, and also\n5 an eye to the great value of the connection with the road projected by the Rich-\nI and Fredericksburg railroad company. In order to carry out the uses of this inde-\npendent line, the board have purchased, for a depot, the property called Jones' Point, most\nadvantageously situated on the river, its position being eminently suited for the purposesef\nthe great coal trade. The improvement of this property is commenced by the offer of the\ngovernment to place a light-house upon it.\nThe third act of the legislature authorizes the construction of a branch road or stem into\nthe county of Londoun. By the provisions of this act the Manassa gap railroad company\nhave the right, at its option, to make this branch road a part of their own, and may select one\nof four specified routes. The board recommends to the stockholders the incorporation of\nthis branch as a part of their own work. A road into Londoun by any one of the routes\nwill add largely to the business of the road of this company, and the proposition is a clear\none, that if the business of Fauquier will sustain our present road, the business of the more\nproductive county of Loudoun will sustain the branch running into that county. When it\nis borne in mind that the county of Loudoun is the largest tax-paying county in the state,\nit becomes you especially to take into your careful deliberation the route by which the im-\nmense business of this county can be most advantageously drawn by the Manassa gap rail-\nroad to the city of Alexandria. The surveys of these lines have been actively entered\nupon by the corps of engineers, and handsome subscriptions made by the parties interested.\nThere is another act of the legislature which will require action on the part of the stock-\nholders of this company, and the magnitude of the object at stake challenges your gravest\nconsideration.\nThe legislature has given a charter to another party, for the purpose of constructing a\nrailroad from Strasburg to Westernport. .The charter is in the hands of certain capitalists\nand gentlemen of known enterprise. The contemplated road will occupy the ground over\nwhich the Manassa gap railroad company has by its charter the right to make its projected\nroad to Paddytown. The provisions of the charter of the new company call for the assent\nof the Manassa gap railroad company, and a condition of this assent may be the require-\nment of the new company to grade a parallel track from Strasburg as far as the south\nbranch of the Potomac, for the use and sole property of the Manassa gap railroad com-\npany. the latter company paying half the cost of grading to the south branch.\nThe policy of this transfer of the rights of this company, is dictated by the hopeless fu-\nture of the company ever compassing the means to effect this costly work. The requirement\nto grade the parallel track has in view the purpose to keep in the hands of the Manassa gap\nrailroad company the power to effect, upon the cheapest terms, a passage through the great\nsystem of mountains which divide the waters of the Shenandoah and the Potomac rivers,\nand which constitute the great source of cost on the route of this road to the Ohio. The\npassage through this great barrier having been accomplished, the obstacles in the route to\nthe Ohio river will have been overcome.\nThe new company is not yet organized, but the commissioners have set a corps of\nengineers in the field, under the authority of Mr. Goldsborough.\nThe advantage of distance which Alexandria has to the coal fields over Baltimore, has\nbeen often dwelt on. This advantage has lately brought before the public several rival\nplans. It is conceded on all hands that the interests of Alexandria, and still more of the\nstate, demand, of right, that the nearest and best line between the great coal fields of\nVirginia and this city be adopted; but after a pretty careful examination of the whole\nground, our chief engineer remains under the impression that, distance, grades and cost\nconsidered, Manassa gap contains the most eligible line.\nDigitized by Google\nDoc. No. 17.\n293\nAnother bill which points to your interest in a striking manner, is the act incorporating\na company to make a road from Strasburg to the Ohio river at Letart falls. This act\nestablishes the important fact that the legislature has given its sanction to a continuous\ndirect line of railroad between Alexandria and the Ohio. The map will exhibit the fact\nof the nearly equal proximity of Alexandria or Washington city, Cincinnati and St. Louis,\nto the 39th parallel of latitude, and proclaims the truth that this is the great east and west\nline between two western cities and the seat of government of the nation, and that by\nsuch a saving of distance (as can be otherwise established) as will make this the great\nroute between those cities and the cities of Baltimore, Philadelphia and New York.\nBy order of the board.\nEDWARD C. MARSHALL,\nPresident.\nApril 7th, 1853.\nDigitized by Google\n294\nDoc. No. 17.\nPROCEEDINGS.\nAt a meeting of the stockholders of the Manassa gap railroad company, held\naccording to notice, on the 9th June 1853, at Liberty hall in the city of Alex-\nandria, there were present, in person or by proxy, stockholders entitled to a\nmajority of all the votes which could be legally given.\nOn motion of Thomas H. Boswell, James W. Foster of Fauquier was called\nto the chair, and Naason Bare of Rockingham and Edward Green appointed\nsecretaries.\nOn motion of John S. Davison, John A. Carter, W. T. W. Taliaferro and\nJames F. Jones were appointed a committee on proxies. Said committee\nreported all the proxies in proper form.\nOn motion of E. C. Marshall, a committee of five was appointed to take into\nconsideration the propriety of making application to the city councils of Alex-\nandria to subscribe the sum of $200,000 to the Manassa gap railroad. The\nchair appointed Hugh Smith, John S. Davison, Richard H. Dulany, John Hill\nCarter and William Smith said committee.\nAlso, to appoint a committee of five for the purpose of taking into conside-\nration the Westernport extension. The chair appointed Philip Pitman, Samuel\nR. Adams, B. E. Harrison, Richard H. Carter and George M. Brinker said\ncommittee.\nAt the suggestion of E. C. Marshall, the report of the chief engineer on the\nadvantages of the several routes for the branch road through the county of\nLoudoun, was read. During the discussion of this subject, on motion of Ass\nRogers, the meeting adjourned to 3 o'clock P. M.\nAt 3 o'clock the meeting resumed the consideration of the Loudoun branch\nrailroad. After an animated discussion, it was moved by W. T. W. Taliaferro,\nthat the Purcellville route be adopted; which motion was carried in the affir-\nmative-the vote standing 3,050 for, and 97 against.\nOn motion, the meeting adjourned until 8 o'clock.\nThe meeting assembled pursuant to adjournment, when the following preamble\nand resolution were read\nWhereas the report of the commissioners for the Loudoun branch railroad has\nbeen made to the president and directors of the Manassa gap railroad: be it\nResolved, that the Loudoun branch extending to Purcellville be and the same\nhereby is made part and parcel of the Manassa gap railroad.\nWhich preamble and resolution were adopted.\nThe committe appointed to take into consideration the Westernport extension,\nmade the following report; which was unanimously adopted\nYour committee on the Westernport extension have had the matter under\nconsideration, and have instructed their chairman to make the following report:\nWhereas authority has been given, by the Virginia legislature, to the Western-\nport and Alexandria railroad company, to make a railroad from Strasburg or\nsome other point on the Manassa gap railroad to the Potomac river near\nWesternport, with authority to use any route between the-same points conferred\nDigitized by Google\nDoc. No. 17.\n295\nbefore on the Manassa gap railroad company, (the consent of the last named\ncompany having been first obtained;) and as action on the part of the company\nmay be necessary, before a meeting of the stockholders can be conveniently\ncalled: therefore, be it\nResolved, that the president and directors of the Manassa gap railroad com-\npany be instructed and empowered to carry out the provisions of the charter of\nthe Westernport and Alexandria railroad company, 80 far as they affect the\ninterests of the Manassa gap railroad company, upon the terms most advan-\ntageous to the Manassa gap railroad company.\nP. PITMAN,\nChairman.\nThe committee appointed to take into consideration the propriety of making\napplication to the city councils of Alexandria to subscribe the sum of 200,000\nfor the extension of the Manassa gap railroad, made the following report, which\nwas adopted :\nThe committee to whom was referred the subject of an additional subscription\non the part of the city of Alexandria, for the purposes indicated in a resolution of\nthe stockholders, have had the same under consideration, and respectfully present\nthe result of their deliberations in the shape of the following preamble and\nresolution\nWhereas the people of the counties of Rockingham and Shenandoah have\nrestricted the application of the funds arising from their subscriptions exclusively\nto the construction of the road beyond Strasburg, and the intervening counties\nof Prince William, Fauquier and Warren have already provided for the con-\nstruction of the road through their territory, the question is in the hands of the\npeople of Alexandria, whether to provide the means to carry the road to\nStrasburg, or let the Manassa gap railroad certainly languish, and possibly fail,\naltogether, in its accomplishment of the great end proposed by the city, when\nit embarked upon the magnificent enterprize of drawing the trade of the great\nValley to the Alexandria market.\nAnd whereas, on account of the competition with Baltimore through the\nagency of the Winchester and Baltimore and Ohio railroads, it is of decisive\nimportance, that to meet this rivalry the Manassa gap railroad company should\navail itself of the saving of distance and easy grades, and the further advantage\nof the control of their own tariff of tolls, (advantages furnished by the proposed\nindependent line, or Manassa extension, into the city of Alexandria;) and, further,\non account of the benefits of the trade of the great county of Loudoun, to be\nbrought over the proposed extension, and for the additional consideration of the\nlarge expenditure in this city which will accrue from the outlay in the construe-\ntion of the extension into its corporate limits, it is just that Alexandria should\naid, in full proportion, to raise the necessary funds therefore, be it\nResolved, That the board of directors of the Manassa gap railroad company\nbe instructed to apply to the city councils of Alexandria for proceedings on their\npart to procure a vote of the people upon the question of a subscription of the\nDigitized by Google\n296\nDoc. No. 17.\nsum of $ 200,000, on behalf of said city, to the capital stock of the Manassa gap\nrailroad company, to earry out the purposes above stated; and, further, that the\nsaid board be hereby authorized and empowered to receive the bonds of the\ncorporation in payment of the proposed subscription to the stock aforesaid.\nRespectfully submitted.\nHUGH SMITH,\nChairman.\nOn motion of J.S. Davison, the change made in the 14th by-law at the last\nannual meeting was rescinded.\nOn motion, it was\nat the members of the board of directors be and they are hereby\n$2\ner diem, in addition to their neces-\npany.\nsh rebu\nwas adopted.\nUn motion, the meeting adjourned sine die.\nJAMES W. FOSTER,\nChairman.\nEDWARD GREEN,\nNAASON BARE,\nSecretaries.\nThe undersigned, commissioners appointed by an act passed 8th March 1853,\nentitled an act authorizing the Manassa gap or the Loudoun branch railroad\ncompany to construct a railroad from some point in Loudoun county to some\npoint on the Manassa gap railroad, for the purpose of taking subscriptions to\nthe said branch road, have examined the several subscriptions to two of the\nbranch roads proposed in the said act, and do report:\nThat the amount subscribed to the branch proposed from a point at or near\nPurcellville to the Manassa gap railroad, is forty-four thousand six hundred and\nfifty dollars.\nThe amount subscribed to the branch proposed from a point at or near Snick-\nersville to the Manassa gap railroad, is twenty-two thousand one hundred and\neighty-five dollars; and the said subscriptions are believed to be by solvent per-\nsons.\nWe understand that no subscription has been taken up for the other two routes\nnamed in the act, to wit, the Middleburg and the Waterford branches.\nRespectfully submitted.\nDANIEL JANNEY,\nASA ROGERS,\nJOHN A. CARTER.\nJune 9th, 1853.\nDigitized by Google\nDoc. No. 17.\n297\nCHIEF ENGINEER'S REPORT.\nEDWARD C. MARSHALL, Esq.\nPresident M. G. R. Company.\nSIR,\nI have the honor to submit the following report upon the several routes surveyed\nfor a branch road into Loudoun county, from the Manassa gap line.\nThe law provides for four routes to be surveyed, and designates the points at or near\nwhich they shall terminate, viz: Snickersville, Middleburg, Purcellville, and Waterford;\nand that a full and fair estimate of their respective costs, grades, and general advantages,\nshall be reported to this company.\nThe country between these four points and the main road has been carefully examined,\nprior to and during the progress of the instrumental surveys, and the features of the\nground are so well understood, as to leave no doubt that correct statements are presented\nfor the decision of the lines in compliance with the provisions of the act. A map exhibit-\ning the several routes, with their respective grades, has been prepared. An inspection of\nit will show them in one view.\nTHE SNICKERSVILLE ROUTE.\nThe Snickesrville branch leaves the Manassa gap road a half mile west of the Rector-\ntown depot, near the junction of Chattam's run and Goose creek, just above the old mill,\nand follows the eastern slopes of the Goose creek valley down to Triplett's mill. Imme-\ndiately below the mill the creek is crossed, and the western side of the Valley is occupied\ndown to the intersection of the Painter Skin-running near the Milford Mills, and passing\nthrough the lands of Messrs. Fletcher and Glascock, to the Painter Skin. The line is\nfavorable, and direct grades not exceeding 23 feet per mile, and at reasonable cost.\nThe route then ascends the Painter Skin and its tributary, to the summit of the general\ntable at the base of the mountain in J. A. Carter's field, passing, by the way, through the\nMessrs. Seaton's land. This section of the land is costly, embracing heavy embankment\nand expensive masonry, owing to the elevation necessary in order to reach the summit be-\nyond-even with a grade of 81 feet per mile, and much curvature in addition.\nFrom the summit in Carter's field to Snickersville, a distance of 71 miles, the route is\naltogether favorable, being direct and easy to construct, terminating in Snickersville, oppo-\nsite the church.\nThe entire length of this route is 15 miles. The total rise and fall 413 feet; extreme\ngrade ascending, east 42 feet per mile, and west 81 feet per mile. Length of straight line 10\nmiles; length of curvature 5 miles. Shortest radius 600 feet; estimated cost of construe-\ntion with single track, and 52 pounds rail, including depots, water stations, and right of\nway, $234,170, or at the rate of $15,611 33 per mile.\nTHE MIDDLEBURG ROUTE.\nThe Middleburg route leaves the Manassa gap road at a point 1,900 feet east of the\nPlains depot, on Mr. Laglen's land; thence it pursues the slopes east of Little river for 6\nmiles-running near the road leading to Aldie, passing through the property of Messrs.\nFoster, Burns, Howdershell, Harrington, Garrison, Crane and others. The hill side is\nrough. and the cost of the route increased, but the line and grades are very good: the\nseventh mile crosses the Little river valley, requiring a heavy embankment and expensive\nmasonry. From the Little river valley to Middleburg, it passes through the lands of Messrs.\nWaters, Burr, Noland and Gen. Rogers, to its terminus.\n38\nDigitized\nby\nGoogle\nDoc. No. 17.\n3 is, of necessity, costly, owing to rough hill sides and difficulties in getting\ntitule river valley, but the route is very direct and the grades good. The entire\nthis route is 8.480 miles. Total rise and full 151 feet. Extreme grade as-\nper mile; extreme grade ascending west, 33 feet per mile. Length\n; length of curved line 4.141; shortest radius 1,146 feet. Estimated\nor a single track and 52 pounds rail, including depots, water stations,\nmahl\n$\n$88,769, or at the rate of $22,208 11 per mile.\nlot is clude the trade from Clarke county from the west side of the moun-\nGENERAL ADVANTAGES.\nThe CO ction of a Londoun branch is intended to accommodate the interest of the\nble of\nand to open for them an outlet to market, and the Manassa gap com-\nI hv law in make tl\npart of the main line, it is important\non as wil\nely contribute to its general interests\nwn by the census bureau, is 294,672\nn\nallowing for a distance of twelve miles to be hauled in\nwagons-win drain about 83,500 acres; of which amount, at the present time, one-half,\nat least, comes to the main line.\nThe Purcellville branch leaves the Manassa gap road about the twenty-seventh mile, west\nfrom Alexandria, crossing the Little river turnpike 11 mile east of Aldie, and, passing\nthrough Carter's gap, pursuing the valley of Goose creek, Beaver dam, and North fork, to\nthe Leesburg and Snickersville road at or near Purcellville. The line is direct-grades\nand curvature favorable.\nTotal length of line, 22.4 miles; total rise and fall, 630 feet. Extreme grade ascend-\ning eastward, 30 feet; extreme grade ascending westward, 60 feet. Length of straight\nline, 10.3 miles; length of curved line, 12.1 miles. Number of degrees of curvature,\n1,564. Shortest radius, 1,146 feet.\nTotal cost for track and 52 lbs. rail, including depots, water stations and right of way,\n$ 331,302; average cost per mile, $14,790 25.\nThe Waterford and Purcellville branches are common to the 20th mile, and there the\nWaterford branch diverges by the drain of Crooked run, crossing the Leesburg and Suic-\nkersville road near Hamilton's store; thence, descending by the drains of Catoctin and the\nCatoctin creek, to the town of Waterford.\nTotal length of line, 27.9 miles. Total rise and fall, 776 feet. Extreme grade ascend-\ning eastward, 30 feet per mile. Extreme grade ascending westward, 66 feet per mile.\nLength of straight line, 12.9 miles. Length of curved line, 15 miles. Number of de-\ngrees of curvature, 2,310. Shortest radius, 1,146 feet.\nTotal cost of construction for single track 52 lbs. rail, including depots, water stations,\nand right of way, $ 424,380. Average cost per mile, $15,210 75.\nThe Middleburg branch reaches but a short distance within the county, but from its more\ncentral position will drain, perhaps, a wider scope of country-say 100,000 acres; half of\nthis may also be considered as part of the present trade of the main road.\nThe Purcellville branch, intersecting the lower border of the county and passing through\nCarter's gap to Purcellville, terminates almost in the centre, being 9 miles from Leesburg,\n8 from Snickersville, and 14 only from the Potomac river. From its position all the trade\nof the county that would be drawn to either of the upper branches must fall into this\nbranch or the main line. Then the question comes up, what additional trade will be\ndrawn through this branch? Reaching as it does almost the centre of the county, it will\nDigitized by Google\nDoc. No. 17.\n299\ndraw, through the Manassa gap road to Alexandria, within 7 miles of the northern border\nof the county, all of that country between the Catectin and Blue Ridge mountains, em-\nbracing Hillsboro', Wheatland mills, Waterford, and a large portion of the German Settle-\nment, the products of which now go to the Potomac river. This branch, together with\nthe main line, must drain, therefore, nearly two-thirds of the county. The Purcellville\nbranch, extending 16 miles, becomes a through connection from Harpers Ferry to Alexan-\ndria, and presents, perhaps, the shortest, cheapest, and most available route between the\ntwo points. By its extension to Harpers Ferry, you offer a choice of markets to the rich\ncounties west of the Blue Ridge and north of Strasburg, and you connect Alexandria with\nWheeling and the west through the Baltimore and Ohio road. Distance by railroad from\nHarpers Ferry to Baltimore 81 miles; from Harpers Ferry to Alexandria 65 miles. In\nfavor of Alexandria 16 miles.\nThe Purcellville branch will probably accommodate the same interests for the county of\nLoudoun as the Waterford branch, and at reduced cost. The Waterford branch has the\nleast merit as a through connection from Harpers Ferry.\nI am not aware that it is necessary for me to say anything further in relation to the sub-\nject of this report, and it is therefore respectfully submitted.\nJ. MoD. GOLDSBOROUGH,\nChief Engineer.\nDigitized by Google\n300\nDoc. No. 17.\nPROCEEDINGS.\nAt the third annual meeting of the stockholders of the Manassa gap railroad\ncompany, held at Lyceum hall, in the city of Alexandria, on Thursday, the 20th\nday of October 1853:\nThe meeting was organized by the appointment of John S. Davison of War-\nren to the chair, Edward Green and Benjamin H. Berry being appointed secre-\ntaries.\nOn motion, a committee of five was appointed to ascertain if there were a\nquorum present. The chair appointed T. S. Hall, Dr. Ambler, Silas B. Hunton,\nTimothy Taylor and John G. Buck. Said committee reported a sufficient\namount of stock represented to constit\norum.\nOn motion, a committee was apne\nexamine proxies. The following\ngentlemen were appointed by the\nGeorge W. Brent, Thomas M.\nAmbler, Robert Beverley, Silas B. 1\nI Daniel Janney, who reported the\nproxies all in form, with the exception of the proxy issued by the county of\nWarren, which was deficient in the seal of the county. By vote taken, it was\ndecided that the proxy from Warren county should be received.\nOn motion, the report of the president and directors was read and unanimously\nadopted.\nThe reports of the chief engineer, the treasurer and the examining committee,\nwere severally read and adopted.\nSilas B. Hunton offered the following resolutions, and moved their adoption;\nwhich motion gave rise to considerable debate, when E. C. Marshall, the presi-\ndent, and William H. Fowle, a director, insisted that these resolutions be adopted,\nor that a committee of investigation be appointed.\nResolved, that a committee of three be appointed, whose duty it shall be to\nenquire into all the charges existing against the board of president and directors,\nand all other officers or agents connected with the Manassa gap railroad com-\npany, and report the result of said enquiry to this meeting of stockholders.\nResolved, that said committee have power to send for persons and papers, and\nthat all the officers, in any manuer connected with said company, are hereby re-\nquired to furnish said committee with any facility in their power, for a full and\nfair investigation of said charges,\nBenjamin H. Berry moved the following substitute for said resolutions, which\nwas adopted:\nResolved, that a committee of seven be appointed by the chairman, to hear\nand consider all causes of complaint which any stockholder may bring to their\nattention against any of the officers or agents of this company; and all the\nofficers of this company are hereby required to furnish said committee with any\nfacility or information in their power necessary to said investigation; which com-\nmittee is directed to report to this meeting the result of their investigations.\nThe following gentlemen were appointed by the chair as the investigating\ncommittee, viz Hiram Martz of Rockingham, Phillip Pitman of Shenandeah,\nThomas S. Hall of Fauquier, John A. Carter of Loudoun, John Hill Carter of\nDigitized by Google\n1\nDoc. No. 17.\n301\nPrince William, Henry W. Thomas of Fairfax, and Benjamin H. Berry of\nAlexandria.\nOn motion of E. C. Marshall, a committee of five was appointed to take into\nconsideration the propriety of effecting a loan. James K. Marshall, James W.\nFoster, Richard H. Carter, Benoni E. Harrison and W. T. W. Taliaferro were\nappointed said committee.\nThe meeting adjourned until 7 o'clock P. M.\nThe meeting assembled pursuant to adjournment, when Hiram Martz, chair-\nman of the investigating committee, made the following report:\nThe committee appointed by the meeting of the stockholders of the Manassa\ngap railroad company, on this 20th October 1853, to investigate all complaints\nwhich may be laid before them against the officers or agents of sąid company,\nbeg leave unanimously to report, that they have received and heard several com-\nplaints against the management of the road, and duly considered the testimony\nin relation to them. Upon this consideration of said charges and complaints and\ntestimony, they are of opinion that there is no just ground of complaint against\nthe management of said road, but, on the contrary, they find that it has been\nwell managed, and the interests of the company duly cared for and attended to.\nThey recommend the adoption of the following resolution by the stockholders:\nResolved, that the president and directors, engineer, officers and agents of the\nroad, are not only free from all blame in its management, but entitled to the com-\nmendation of the stockholders for their able and successful management of its\naffairs.\nRespectfully submitted.\nHIRAM MARTZ, Chairman.\nOct. 20th, 1853.\nThe resolution of the committee was adopted.\nMeeting proceeded to the election of a president and two directors. Edward\nC. Marshall was unanimously re-elected president of the company.\nWilliam H. Fowle and Thomas H. Boswell were re-elected directors on the\npart of the stockholders.\nJohn S. Davison and Stephen Shinn were re-elected, and William Smith\nelected, to serve as the examining committee.\nOn motion of Robert Beverley, it was ordered that a committee of three be\nappointed by the chairman, to enquire into the expediency of establishing a depot\nat Bailey's water station. The chair appointed Robert Beverley, T. S. Hall and\nJ. H. Carter said committee.\nMeeting adjourned till to-morrow morning at 10 o'clock.\nMeeting assembled October 21st, pursuant to adjournment, when the committee\nnot being ready to report, it immediately adjourned to meet again at 7 o'clock\nP. M.\nMeeting convened at 7 o'clock, when, in the absence of the chairman, James\nW. Foster, from the finance committee, made the following report-B. E. Har-\nrison dissenting:\nDigitized by\nGoogle\n302\nDoc. No. 17.\nThe committee appointed to take into consideration so much of the report of\nthe\nsident and directors as relates to the financial wants of the company, have\nme\nconsideration, and have agreed to report:\nion of the committee, the board of directors will want, for the\n; out the objects of the original charter, a sum of money not\nn\nD, and they therefore propose a loan to that amount upon the\nme bonds of the company, and recommend the adoption of the following\nResolved, that the president and directors be authorized to borrow a sum of\nmoney not exceeding $ 600,000, and to issue the bonds of the company in pay.\nment therefor, with interest at the rate of six per centum, payable semi-annually:\nsaid bonds to be payable in twenty years or less time.\nResolved, that the president and directors and they are hereby authorized to\nexecute such mortgage on the property of the company as may be necessary to\nsecure the payment of the amount borrowed under the foregoing resolution.\nJAMES K. MARSHALL,\nJAMES W. FOSTER,\nRICHARD H. CARTER,\nW. T. W. TALIAFERRO.\nResolutions were adopted by a stock vote: in the affirmative 4660, and in the\nnegative 153-B. E. Harrison voting in the n gative.\nT. S. Hall, from the committee on the depot at Bailey's water station, made a\nreport, when William D. Massey offered the following substitute\nResolved by the stockholders of the Manassa gap railroad company, in gene-\nral meeting assembled, that the directors of said road be and they are hereby re-\nquested to establish a depot at Bailey's water station, above the village of\nThoroughfare, as soon as in the judgment of said directors it may become neces-\nsary, as is provided for in the contract.\nThe substitute was adopted.\nOn motion, it was\nResolved, that the next annual meeting should be held on the Thursday after\nthe 4th Monday in October 1854, being the 19th day of October next.\nOn motion of B. E. Harrison, it was\nOrdered, that 750 copies of the proceedings of this meeting, and of the inter-\nmediate sessions since the last annual meeting, be printed in pamphlet form for\ndistribution among the stockholders.\nThe thanks of the meeting were tendered to the chairman and secretaries, and\nthe meeting adjourned.\nJOHN S. DAVISON, Chm'n.\nEDWARD GREEN,\nB. H. BERRY,\nSecretaries.\nDigitized by Google\nDoc. No. 17.\n303\nPRESIDENT'S REPORT.\nTo the Stockholders of the\nManassa Gap Railroad Co.\nGENTLEMEN,\nThe president and directors of the Manassa gap railroad company re-\nspectfully submit this, their third annual report.\nAt your annual meeting of last year, the capital stock of the company was stated to be\n800,000, with a subscription of two-fifths on the part of the state. The capital stock is\nnow 2,400,000, (two million four hundred thousand dollars,) with a subscription of three-\nfifths on the part of the state. The subscription by others than the state of two fifths,\nwithout which the state's proportion lies dormant, will be made up in full, as soon as the\nexpected amount shall be subscribed in Fairfax, Prince William and Fauquier, to the inde-\npendent line, and in Loudoun to the branch road. The progress now made in raising\nthis subscription gives cheering hope of early and complete success, and in view of its\nlarge amount, the despatch with which the whole subscription has been made up is without\na parallel in the state.\nThe subscription to the whole capital stock will be full as stated, but the law appropriates\nthe subscription to designated portions of the line, and corresponding distribution of the\nprivate subscription discloses the fact that there is an excess of private subscription to the\nline to Strasburg, and a deficiency on the independent line, and an excess on the line to\nStrasburg. An easy remedy lies in procuring from the legislature, at its approaching ses-\nsion, the increase of capital and state subscription which will absorb the excess, and in\ngetting an addition to the private proportionate to the state's subscription to the indepen-\ndent line-an operation by which the capital stock of the company will be the gainer of at\nleast $100,000.\nThe liberal subscriptions have enabled the board to carry on the construction of the\nwork so far without making a permanent debt.\nThis course of policy has been deemed important by the board, not only because a debt\nis in many ways a burden, and, should the road terminate at a point unproductive of\nrevenue beyond its wants for its own maintenance, would be futal, but also because when\nit does reach a point productive of revenue beyond the wants of the road for its support,\nwhich there is good ground to believe will be the case at Strasburg, there may be ulterior\nobjects of great value which can only be compassed by the use of the credit of the com-\npany, of which an unincumbered and profitable road will furnish the best basis.\nIt is a source of pride as well as satisfaction that means to make a road 112 miles long\n(the length of this road from Alexandria to Strasburg, Loudoun branch added) should be\nprocured, and that funds raised by loan should form no part. The history of railroads\nthroughout the land will show it to have been of rare occurrence.\nThe wants of the work have sometimes required funds ahead of collections, and\nobliged the board to make temporary loans, which will explain the interest account in\ntreasurer's report.\nThe report (paper B) from the transportation office, which includes expenses of pas-\nsenger, freight and repairs of trains, repairs of track, and every item of expense incident\nto the working and maintenance (present) of the road, salaries of the president and trea-\nsurer excepted, exhibits the result of the year ending September 30th, by a balance in\nfavor of the company of 9,868 08, viz:\nDigitized by\nGoogle\n304\nDoc. No. 17,\nReceipts from freight,\n-\n-\n-\n.\n33109 78\npassengers,\n-\n-\n.\n-\n12183 06\nmail,\n.\n.\n-\n.\n993 76\n46386 80\nExpenses:\nRepairs of railway,\n-\n.\n-\n-\n11746 21\nof engines and cars,\n.\n-\n-\n4821 85\nRay-roll on transportation,\n-\n-\n-\n10685 36\nFuel, oil and waste,\n-\n.\n-\n-\n7030 67\nCompensation, superintendent and clerks,\n-\n-\n2134 43\n36418 52\nNett earnings of the year,\n-\n-\n-\n-\n9898 08\nThis balance gives no margin for dividend, but exhibits the fact that the road can mustain\nitself by its present revenue, and its value to the farmer is well told in the cheap transper-\ntation, and in the command of the market furnished by the car and not by the wages,\nwhich, if by the present high prices, twenty-five cents a bushel of wheat is saved, will in\nthat item alone pay back to the farmers of Fanquier and Prince William the liberal -\nscriptions made by them.\nThe trains have been running, to Markham, 38 miles, since 10th of December last, and,\nfor a day or two past, to the Summit cut. Some few days will elapse before the obstacles\nin the way of access to the station at the summit, \"Linden,\" can be removed. This -\ntion is at the summit of the Blue Ridge, the point of divergence of the eastern and western\nwaters, distant 42 miles from the junction and 70 from Alexandria on the east, 8 miles from\nthe river and 18 miles from Strasburg on the west. Provision was made for the comple-\ntion of the road to this point as early as May last. Two causes of delay have produced\nthis disappointment, which the board could neither anticipate nor prevent. The 500 teme\nof iron ordered in England, as stated at the last annual meeting, was not received until this\nsummer-the last of it on the 22d of September, not a month ago. The cause of this de-\nlay was said to be the scarcity of vessels; perhaps the low price ($ 50 a ton) at which it\nwas engaged may have had some effect. The board anxiously awaited its arrival, and at\nlast gave way to the apprehension of its failure to come in time, and bought 270 tons in the\ncity of New York, with which the track to the Summit is for the most part laid. The es-\ncavation at the Summit cut has been delayed by the occurrence in June last of a serious\nriot among the hands. The riot was suppressed by an armed patrol under the command\nof Captain T. Ashby, which was kept in the field several days and nights. The dis-\nsatisfaction growing out of this riot caused a large number of the hands to leave the work,\nand all efforts to bring a new set to a work 80 near its completion failed. Those who re-\nmain have been kept at work by the security of a guard which has been kept up since the\nriot.\nROAD TO STRASBURG.\nThe road from the summit, \"Linden,\" to Strasburg is all under contract, some of the\nsections are completed, and the heavy work at and near Dismal hollow, together with the\nthree bridges over the south and north forks of the Shenandoah river and Passage creek,\nare all in a satisfactory state of progress, and pressed with energy and a large force.\nThe board have set on foot negotiations for the purchase of 1,800 tons of iron, to be de-\nlivered next May. Mr. Goldsborough calculates to have the road bed ready for the super-\nstructure by the 1st of June next, and to have the track ready for the trains as far as Stras-\nburg by the 1st of September or sooner.\nDigitized by Google\nDoc, No. 17.\n305\nThe road will be opened to Front Royal, to the river and to Strasburg, near the same\ntime, because all the work beyond will be finished ahead of the difficult section at Dismal\nhollow.\nThe fact that the road, under all the disadvantages of starting 28 miles from town, with\nits terminus at a place in the country where there are two or three houses, and where it\nmeets the counter current of the improvements leading to Georgetown and Baltimore,\nflanked also on the right by the improvement leading to Fredericksburg, and by the Orange\nand Alexandria railroad-that the road, under such disadvantages, should support itself and\ngive a favorable balance, is a most encouraging augury of the results upon its completion\nto Strasburg. The inference is irresistible that there will be a profit in the working of the\nroad when at that point. Strasburg reached, the first link will have been completed of the\niron band connecting Alexandria with the fertile Valley. The wheat now in the ground\nwill grow for the benefit of this city as well as for the farmer of the Valley. Alexandria\nwill reap the rich reward of her generous subscription to Manassa. Bold was the under-\ntaking, by a town of 9,000 people, to rescue the trade upon which Baltimore has laid her\nstrong hand. Unsurpassed, if equalled, the spirit of energy and liberality of that small\ntown, which, fresh with the sacrifices made to secure the canal, could give two hundred\nthousand dollars to another great work, and near four hundred thousand dollars to this en-\nterprise. The calm confidence with which this investment has been made, is proof of the\ngood foundation of her high hopes of the result. No doubt the trade which meets her at\nthe Valley will amply repay her noble efforts. The passing of the daily trains along the\niron track between Strasburg and Alexandria will, like the swift passing of the weaver's\nshuttle, weave a garment which will clothe this city in beauty.\nROAD TO HARRISONBURG.\nSome time since, the board passed an order that the road between Strasburg and Harri-\nsonburg should be put under contract as soon as the two-fifths ($ 320,000) were subscribed\nby Rockingham and Shenandoah. Rockingham, at an early day, came up nobly to her\nduty, by the subscription, with reasonable conditions, of two hundred thousand dollars.\nShenandoah has not yet acted.\nJustice, gratitude, honor and interest make a combined appeal to this company to effec\nthe construction of the road to Harrisonburg at as early a date as possible. The state sub-\nscription, which raised Manassa from its low estate, was in a great measure the fruit of the\npersevering patronage of the people of Rockingham. This company should remember\nand repay this labor of love, which makes a heavy debt due to Rockingham.\nThat it is to the interest of this company and city to make the road to Harrisonburg, is\ndemonstrable by a view of the position of Harrisonburg. The centre of the great trade\naimed at in the construction of the Manassa gap railroad, Harrisonburg, is 25 miles from\nStaunton (the Central railroad) and 50 from Strasburg. Now, when it is borne in mind\nthat the saving of wagonage is the leaven by which the farming community is roused to the\neffort of subscribing for the construction of a railroad, will the crops be wagoned 25 miles\nto Staunton, or 50 to Strasburg ? Or rather, will not Rockingham, with all her preference\nfor Manassa, tack about in despair and make the 25 miles of railroad in the direction of\nStaunton? This alternative must be averted. The bands of union between Harrisonburg\nand Alexandria have been long since proclaimed to the world. The time has come.\nThere must be no slip between the cup and the lip. Manassa must stand by the flag raised\non the Front Royal\" platform, with the resolution inscribed, that \" Manassa gap railroad\nought to be made, can be made, and shall be made.\" The flag is still up, and the resolu-\ntion is unperformed until its full purpose is carried out by completing the road to Harri-\nDigitized\nby\nGoogle\n304\nDoc. No. 17.\n.\n33109 78\n6\nReceipts from freight,\n-\n.\n12183 06\n.\n-\npassengers,\n.\n993 76\n-\nmail,\n-\n.\nExpenses:\n- 11746 ?\n-\n-\nRepairs of railway,\n-\n-\n4821\n-\nof engines and cars,\n-\n- 1068'\n-\nPay-roll on transportation,\n-\nand\n-\n70\n-\n-\nFuel, oil and waste,\n.\n-\n?\nCompensation, superintendent and clerks,\n-\nents a\nnts off for\n-\nNett earnings of the year,\n-\nndria railroad\nThis balance gives no margin for dividend, but exhibits the fa\nfifteen cents for\nitself by its present revenue, and its value to the farmer is we'\nthis operation for\ntation, and in the command of the market furnished by the\nwhich, if by the present high prices, twenty-five cents a b\nThe profits of work-\nthat item alone pay back to the farmers of Fauquier and\nthe road, may be safely\nscriptions made by them.\nequired except the repairs\nThe trains have been running, to Markham, 38 miles\nIS already subjected to every\nfor a day or two past, to the Summit cut. Some few\nuse trains (passenger excepted)\nin the way of access to the station at the summit,\nnpany. We know, from the ex-\ntion is at the summit of the Blue Ridge, the point of\ntrack, fuel, &c. of passenger cars,\nwaters, distant 42 miles from the junction and 70 f\nes the whole cost, and deducted from\nthe river and 18 miles from Strasburg on the we\nsent business of this road to the Orange\ntion of the road to this point as early as May\nity thousand dollars will result. Add the\nthis disappointment, which the board could ne\nthe accession of trade from Strasburg, and\nof iron ordered in England, as stated at the It\ntated?-approaching four or five per cent.\nsummer-the last of it on the 22d of Septe\nMependendent line, but of the road to Strasburg!\nlay was said to be the scarcity of vessels;\nwas engaged may have had some effect.\nlast gave way to the apprehension of its\nANDEN BRANCH.\ncity of New York, with which the track\ncompleted, and a large subscription made,\ncavation at the Summit cut has beer\n1\nwill\nare be filled up by that enterprising people.\nriot among the hands. The riot W:\ntatono and the same time with the independent line.\nof Captain T. Ashby, which was\nsatisfaction growing out of this ri\nand all efforts to bring a new set\nCOAL ROAD.\nmain have been kept at work b\nmakes her fine port the natural outlet not only for of\nriot.\n1\nthe head waters of the Shenandoah, but also\non Engineering skill has threaded the labarynth of and im\nthe waters of the Shenandoah and Potomac, I\n\\\na railway line of practicable and easy grades. de\nThe road from the\nsections are completed,\nway, and, we think, the\" way, although it is the not coal\nthree bridges over the\nis & of railroad connection between Alexandria and not only\nway making the best line, wherever it may lie,\nare all in a satisfactory\nfor Manassa.\nThe board have se\ninduced this company to encourage the making of and the\nlivered next May.\nstructure by the 1st\nunder the name and style of The under Westernport the direction\nburg by the 1st of\nthe last named company, but is due to\ndesurvey expense of line has been made. The highest praise\nDigitized by Google\nDoc. No. 17.\n307\nrgy and skill by which the great triumph over such\nSTATE\nThe friends of the Westernport company have\n/\nin organization. Notice appears in the\n/\nh time is required by law.\nander\nnd to Alexandria has been\ncounty all where the dissult\naustible coal mines; its com-\nuntry; its addition to the ship-\nTHE &' with\nremenser\nof Alexandria as a consequence\ntown a seat of manufactures, now\nof machinery as well as of the loco-\nTHE of THE /\nrthwest, by its affording to the people\nVirginia and of the nation; its interest\nbe tirs is\nas near as Baltimore (less some 20 miles)\nher $ 4 if 4 THE Y ⑆ / I / Pas 4\n: by the newly developed line of connection\nthe\nThe interest of this subject will justify the in-\non io\ninces, drawn up with care; and its importance\nne in mind that the effort of all the cities north of\nin\nby railroads, to the coal fields and the lakes.\n2/, could libers 8/18 \" a\n'ittsburg, on Lake Erie,\n.\n.\n420 miles.\n.\n-\n.\n430\n44\n-\n-\n.\n453\n\"\n-\n-\n/ / 4 ,\n-\n.\n476\n\"\n-\n.\n\"b pray 4\" 4\n-\n-\n.\n-\n479\n\"\n& $\nmeets 4'\nstablishes the fact of the greater proximity of Alexandria to\nalong &\nr city.\nthe wearcis\nROAD TO THE OHIO.\n:n before stated to the stockholders, that a charter was given by the legia-\nsession, putting in the hands of another company the authority to make a\nOhio river at Letart falls, by which, in connection with this road, a through\n.iio river will be effected.\nd will connect with the Cincinnati and Hillsborough road at Pomeroy, and will\n.ortest and most eligible line between the great cities of the east and west.\nRespectfully submitted, by order of the board.\nEDWARD C. MARSHALL, Pres't.\nDigitized by Google\n306\nDoc. No. 17.\nINDEPENDENT LINE.\nThe interest of the whole work demands the extension of the road to Alexandria by the\nindependent line. The farmer will have his produce transported cheaper. Alexandria\nwill make more certain all the trade of the Valley, and certain the trade by the Loudoun\nbranch, which now goes to Georgetown. The company will secure the control of its OWN\ntoll sheet, and all the advantages of a through line.\nTo make understood the injurious effect of the present connection with the Orange and\nAlexandria railroad, a single case, as an example of all, is given by way of illustration.\nThe rivalry at Winchester will not allow a charge of one cent over thirty-two cents a\nbarrel on the transportation of flour to Alexaudria from Strasburg: take two cents off for\ncommission, and, of the remaining thirty-two cents, the Orange and Alexandria railroad\ngets fifteen cents for twenty-eight miles, and Manassa the same; that is, fifteen conts for\nsixty miles. Manassa should make her own road and keep the benefit of this operation for\nherself.\nThe following considerations will show the value of these benefits. The profits of work-\ning the independent line, resulting from the present business of the road, may be safely\nput at twenty thousand dollars. No additional expense will be required except the repairs\nof track, and the fuel of the passenger train. This company is already subjected to every\nother expense incident to the working of the new line, because trains (passenger excepted)\nnow run from town, and the expense is borne by this company. We know, from the EX-\nperience of the working of the road, that the repairs of track, fuel, &c. of passenger cars,\nwill cost about twelve thousand dollars. This includes the whole cost, and deducted from\nthirty-two thousand dollars, the sum given by the present business of this road to the Orange\nand Alexandria railroad, the clear profit of twenty thousand dollars will result. Add the\nbusiness of Fairfax, the Loudoun branch, and the accession of trade from Strasburg. and\nwill you not make two and three times the profit stated?-approaching four or five per cent.\nupon the cost of the road, not simply of the independent line, but of the road to Strasburg'\nLOUDOUN BRANCH.\nThe surveys of the Loudoun branch are completed, and a large subscription made.\nleaving no doubt that the capital stock will be filled up by that enterprising people.\nThis road will be put under contract at one and the same time with the independent line.\nCOAL ROAD.\nThe greater proximity of Alexandria makes her fine port the natural ontlet not only for\nthe products of the country situated on the head waters of the Shenandoah, but also of\nthat on the fountains of the Potomac. Engineering skill has threaded the labarynth of im-\nmense mountains which lie between the waters of the Shenandoah and Potomac. and\ntracked athwart this formidable barrier a railway line of practicable and easy grades. It\nhas settled the fact that Manassa is a way, and, we think. the\" way, although it is not de-\nsired that it should be the only way of railroad connection between Alexandria and the coal\nfields. Acknowledging the propriety of making the best line, wherever it may lie, not only\nthe oldest but the best patent is claimed for Manassa.\nThe great cost of a coal road has induced this company to encourage the making of the\nproposed road by another company, under the name and style of The Westernport and\nAlexandria Company. At the expense of the last named company, but under the direction\nof Mr. Goldsborough, the survey of this line has been made. The highest praise is due to\nDigitized by Google\nDoc. No. 17.\n307\nhim and his corps for the despatch, energy and skill by which the great triumph over such\nformidable difficulties has been achieved. The friends of the Westernport company have\nawaited the success of this survey to justify their organization. Notice appears in the\npapers of their proposed organization in thirty days, which time is required by law.\nAn expose of the benefits of this connection to Manassa and to Alexandria has been\ndwelt on in former reports. The priceless value of the inexhaustible coal mines; its com-\nfort and value to the farmers in the Valley and Piedmont country; its addition to the ship-\nping of this city its importance in strengthening the hands of Alexandria as a consequence\nof its greater abundance and cheapness, in making this town a seat of manufactures, now\nthat the issue is of steam vs. water power, as a motor of machinery as well as of the loco-\nmotive, is the question of the day; its value to the northwest, by its affording to the people\nof that region their nearest access to the capital of Virginia and of the nation; its interest\nto Richmond, by the fact that it will bring that city as near as Baltimore (less some 20 miles)\nto the coal fields of the Alleghanies.\nAnother element of value is brought to light by the newly developed line of connection\nwith Pittsburg by the Connelleville road. The interest of this subject will justify the in-\ntroduction of a table of comparative distances, drawn up with care; and its importance\nwill be better understood when it is borne in mind that the effort of all the cities north of\nAlexandrta is at present directed to get, by railroads, to the coal fields and the lakes.\nFrom Alexandria to Cleveland, via Pittsburg, on Lake Erie,\n-\n-\n420 miles.\nBaltimore to Cleveland,\n-\n-\n-\n-\n430\n\"\nPhiladelphia to Erie,\n453\n\"\n-\n-\n-\n-\nNew York to Dunkirk,\n-\n-\n-\n476\n\"\n.\nNew York to Buffalo,\n-\n-\n-\n-\n479\nof\nThis table of distances establishes the fact of the greater proximity of Alexandria to\nLake Erie over any other city.\nROAD TO THE OHIO.\nThe fact has been before stated to the stockholders, that a charter was given by the legia-\nlature, at its late session, putting in the hands of another company the authority to make a\nrailroad to the Ohio river at Letart falls, by which, in connection with this road, a through\nline to the Ohio river will be effected.\nThis road will connect with the Cincinnati and Hillsborough road at Pomeroy, and will\nbe the shortest and most eligible line between the great cities of the east and west.\nRespectfully submitted, by order of the board.\nEDWARD C. MARSHALL, Pres't.\nDigitized by Google\n308\nDoc. No. 17.\nCHIEF ENGINEER'S REPORT.\nALEXANDRIA, October 18, 1853.\nTo the President and Directors\nof the Manassa Gap R. Company.\nIn submitting my annual report of the work intrusted to my charge, 1 am able\nto say that, for the past year, it has progressed as successfully as could have been expected.\nIn my last statement the road was in progress of construction to the forks of the nver,\nthe end of section 44. Since that time the work has been contracted for to Strasburg in\nShenandoah county, including the bridges over both forks of the river Shenandoah, all of\nwhich is well advanced towards completion, except section 52, the extreme end west.\nThe work now going on embraces a variety of earth and rock excavations, deep care\nand heavy fills, as well as much costly and heavy masonry over the Shenandoah river and\nPassage creek-the spans varying from 100 to 150 feet. The sections are generally in the\nhands of active and intelligent contractors, and I have every confidence in the faithful (IF\ncution and speedy completion of the portions allotted to each.\nThe timber for bridge superstructure is now framing at Alexandria and being piled; the\niron work necessary for the same is also arranged for, 80 that these heavy structures will be\nready in due time, whenever the sites can be reached.\nThe ballast and cross ties have been contracted for, and will be furnished in due season\nfor the laying of the rails. The ballast is furnished by the contractors for graduation. be-\ncause, having all the means at hand, they are enabled to execute the work more cheaply.\nThe cross ties are being delivered mostly by the owners of the timber in proximity to the\nline. The rails are not yet contracted for, but propositions are being received for the\namount necessary to reach Strasburg, of the T pattern, 60 pounds per yard. The track is\nlaid by contract, and the contractor, thus far, has given entire satisfaction in the faithful per\nformance of his duty. The permanent water stations will be provided for as required for\nthe uses of the road.\nThe cost of the road for the 60.7 miles to Strasburg will exceed the estimate submitted to\nthe board August 28th, 1851, on account of the great advance in material and labor since\nthat time. The item of iron, on the amount requisite to be procured, will equal the noth\nof $ 60,000. The change in location and grades of the 10 miles next to Strasburg, deemed\nnecessary for the greater perfection of the road, and the advance in prices for executing\nwork subsequent to the estimate referred to, will fully account for the difference.\nCost of Road to Strasburg.\nConstruction,\n-\n.\n.\n.\n-\n1,008,430 34\nBridging,\n-\n-\n.\n-\n-\n30,000\n00\nWater stations, &c.\n-\n-\n.\n-\n-\n10,000 0\n$1.048,430 34\nThe rails are now laid to the eastern end of the summit cut in Manassa gap 2000 feet\nfrom the top. The cut is opened to grade all but 30 feet in length on the western side.\nThis quantity will be taken out, and no delay experienced in the work of track-laying up\nto the Linden station, and the road opened for daily traffic west of the summit in the Blue\nRidge.\nDigitized by Google\nDoc. No. 17.\n309\nThe Linden station is within 8 miles of the Shenandoah river, and 7 miles of Front\nRoyal, the county seat of Warren, and 70 miles from Alexandria. From this station west\nfor a distance of 2 miles the road bed is far advanced towards completion, and the super-\nstructure may be put down by December, to Wapping, and this additional line brought\ninto use, although much inconvenience will be experienced for the want of proper fixtures\nfor distribution and reception. Beyond Wapping no further extension west can be looked\nfor before the next season, when the road bed will be in readiness for its entire distance to\nStrasburg, and the road opened for use to that point. The surveys necessary for the per-\nmanent location of the line on its eastern extension to the town of Alexandria, are in\nprogress, but the maps, and estimates of cost, &c., are not yet in condition to lay before\nyou. The party are at this time engaged on that portion of the route from Fairfax court-\nhouse to the Bull run, the proper line for construction from the western limits of Alexan-\ndria to the court-house having been defined. Sufficient examinations have not yet been\nmade to decide upon the route through the limits of the city to tidewater.\nThe location of the Loudoun branch is so far advanced as to be in condition for being\nplaced under contract before the winter sets in. The western end, from the Little river to\nPurcellville, may be considered as fixed permanently, except the last two miles next Pur-\ncellville, which will require some further examination before the line is settled upon. The\ncorps are at this time engaged upon the eastern end, from the Little river to the intersec-\ntion of the main line.\nThe location of the branch presents no feature to vary the estimates of cost, grade and\ndistance, submitted to the board for their consideration in the selection of the route through\nthe county of Loudoun, and time will show its value as a source of revenue to the com-\npany and the channel for a largely increasing trade to the city of Alexandria.\nThe business of the road for the year past has more than fulfilled expectations; and it\nwill require a much larger outlay in equipment than was first considered, to meet the wants\nof the trade a year hence, when running, as it will be, from the Valley of Virginia.\nThe road bed, as far as used, is now in a permanent condition, well settled and drained;\nthe rail in good order and adjustment. The rolling stock of the company fully sustains\nthe reputation of Messrs. Smith & Perkins as builders and contractors-they having fur-\nnished the whole amount up to this date.\nStatements from the superintendent's office, showing the operations of the road for the\npast year, its income and expenditure, together with the list of officers and agents in the\nservice of the company, accompany this report.\nIt affords me pleasure to refer to the industry and devotion of all, in their several de-\npartments, to the interests of the company.\nRespectfully submitted.\nJ. McD. GOLDSBOROUGH,\nChief Engineer.\nDigitized\nby\nGoogle\n310\nDoc. No. 17.\nREPORT OF THE EXAMINING COMMITTEE.\nTo the Stockholders of the\nManassa Gap Railroad Company.\nThe examining committee respectfully beg leave to submit the following\nreport of their proceedings\nIn performance of the duties assigned to the committee, a personal inspection of the\nroad was commenced at the North Shenandoah bridge. This massive work was found to\nbe rapidly advancing in its progress, with all the care and excellent workmanship be-\nstowed upon it which is necessary to insure its perfect safety when completed. The abut-\nments and piers are above the ordinary water mark, and being thus secured from interrup-\ntions to winter work, the contractor confidently asserts that the stone work will be ready\nfor'the wooden superstructure early in the ensuing spring. The grading and construction\nof the road from this point to the Forks is probably finished two-thirds of the intervening\ndistance, is furnished with proper drainage, and altogether presents a most satisfactory\nappearance. At the South river bridge, the eastern abutment is almost finished, and the\npiers progressing with all despatch above the surface of the water, and in a few days will\nhave also advanced beyond the encroachments of floods and ice, and the work may be\ncontinued during the approaching winter, so as to insure its completion in time for its su-\nperstructure. The splendid appearance of the stone work excites the admiration of every\none, and will compare favorably, in point of massiveness, substantiality and elegance of\nfinish, with any other work of the same description to be found anywhere. This remark\napplies equally to both bridges, and will include the work done upon the large and more\nimportant culverts along the line. Leaving South river and proceeding eastwardly, the\nwork was found in a state of forwardness, promising a speedy completion, antil the heavy\ncuts and embankments on the western slope of the Blue Ridge were reached. At this\npoint the committee was enabled to witness the difficulties attendant upon the passage of\nthe mountain, and as they realized the stupendous and magnificent undertaking of the\ncompany, felt a degree of exultation at the triumph of art in overcoming the rudeness of\nnature, which it is not easy to describe, but which calls for the highest compliments to the\ntalented and distinguished corps who have projected and superintended the execution of\nthis portion of the work. The difficulties already conquered are evidence that those re-\nmaining to be conquered will be removed as speedily as the nature of the case will admit\nWhen informed that the cut at Dismal hollow is 72 feet deep, for much the largest part\nthrough a bed of rocks, and that the fill at the same point is 92 feet, over a culvert 300\nfeet long for the base, there is no wonder the same despatch has not been made here as\nwhere the surface is smoother; but no one can adequately estimate the ruggedness of this\nportion of the work, unless they personally inspect it, and see for themselves how the\nfirm bases of the mountain are uptorn and cast into the yawning gulph below,\" until the\nbeautiful line of our improvement appears distinctly visible as it crosses the tops of the\nheavy fills and runs between the rocky walls of the deep cuts, until lost in the graceful\ncurves which wind around the knobs of the mountain. The committee offer the opinion.\nthat next year's crop will probably be transported from the Valley over this portion of the\nroad, in which the engineers and contractors concur, and the progress and condition of the\nwork now under operation confirm as more than probable.\nBut a small amount of earth remains to be removed at the summit point of Manassa\ngap, when the track will be leveled to the grade and be in readiness to receive the super-\nstructure from Wapping; and by the time required for the removal of the difficulties at\nthe Dismal hollow, such is the advanced condition of other portions, there will remain no\nobstructions to the passage of the cars from Strasburg to Alexandria. So much for the\nDigitized\nby\nGoogle\nDoc. No. 17.\n311\nunfinished part. The cars now run from the entrance of the cut at the Summit gap to the\nterminus of the road. The construction of this part of the road commends itself, in every\nrespect, to the approbation of all who try it, as one of the best, smoothest and firmest im-\nprovements to be found in the country-excelled by none.\nThe stock of locomotives, passenger and freight cars have been constructed with regard\nto the latest improved models and of the best materials, and is sufficient to accommodate\nthe trade and travel on the road for the present; but when the transportation shall be ex-\ntended to Strasburg, a large addition to the equipment of the road will be indispensably\nnecessary to its successful operation.\nIn further discharge of these duties, the committee have made a thorough and searching\ninvestigation of the books, accounts and vouchers presented for inspection by the treasu-\nrer, and take pleasure in reporting their inability to discover an error or discrepancy of\nany sort. The books are kept with the utmost neatness and accuracy, and each item has\nits corresponding voucher carefully filed away for preservation. The balance sheets,\nwhich will no doubt be presented by the proper officer to the meeting, have been particu-\nlarly scrutinized and found to be all right; and the committee report a strict compliance\nwith the directions contained in the by-laws.\nThe order book, containing an expose of the transactions of the board of directors, has\nalso been minutely examined; and the management of the company's affairs, apparent on\nits pages, shows that the confidence of the stockholders has been worthily bestowed upon\ngentlemen whose prudent direction of the operations of the company has been so emi-\nnently successful in its results.\nAll of which is respectfully submitted.\nJ. S. DAVISON,\nSTEPH. SHINN,\nJ. MoCORMICK, JR.\nDigitized by Google\n312\nDoc. No. 17.\nReturn of the state of the Manassa Gap Railroad Company, from its organization\non the 1st day of August 1850, to the 30th day of September 1853,\nCapital stock, $2,400,000:\nSubscribed by corporation of Alexandria 3000 shares, at $ 50,\n-\n150000 00\nSubscribed by county of Warren 900 shares, at $ 50,\n-\n-\n45000 00\nSubscribed by individuals 4020 shares, at $50,\n-\n-\n-\n201000 00\nSubscribed by commonwealth 11880 shares, at $50,\n-\n.\n594000 00\nFor freight,\n-\n-\n-\n-\n41051 57\nFor passengers and mail service,\n-\n.\n1\n16985 94\nDue to banks for money borrowed,\n*\n-\n-\n-\n55500 00\nDue for bills payable,\n-\n.\n-\n-\n-\n41568 54\nDue for open accounts,\n.\n-\n-\n-\n.\n21467 23\nAmount of individual subscription unpaid,\n-\n-\n59565 08\nAmount of commonwealth's **\n**\n-\n-\n92000 00\nDue on bills receivable,\n-\n-\n-\n4021 59\nExpended for graduation and masonry,\n-\n-\n449120 68\nis\nballasting, -\n-\n-\n-\n2976 88\n\"\niron rails,\n-\n-\n-\n-\n181180 60\n\"\ncross ties,\n-\n-\n-\n.\n45116 49\n\"\nchairs and spikes,\n-\n-\n-\n12131 08\n\"\ntimber,\n-\n-\n-\n-\n1053 64\n\"\nfuel,\n-\n.\n-\n-\n16327 28\n\"\nwater stations,\n-\n-\n-\n3207 45\n\"\nlaying track,\n-\n-\n-\n21519 27\n**\nrepairs of track,\n-\n-\n-\n20361 29\n\"\nlocomotive engines, passenger and other cars,\n-\n96771 83\nH\nright of way,\n-\n-\n-\n23108 57\n\"\nengineers' expenses,\n-\n-\n-\n42863 13\n\"\ndirectors' expenses,\n-\n-\n-\n2167 23\n**\npresident's expenses,\n-\n-\n-\n748 01\n\"\nsalaries of officers,\n-\n.\n,\n13883 30\n**\noffice expenses,\n-\n-\n-\n1460 25\n\"\nmiscellaneous expenses,\n-\n.\n5949 28\n\"\ntransportation expenses,\n-\n-\n29061 47\n\"\ninterest,\n.\n-\n12486 56\n\"\nreal estate and improvements at Alexandria station, 22914 00\nCash on hand 30th September,\n-\n-\n-\n6578 88\n$1166573 84 1166573 84\nBy order of the board of president and directors.\nEDW'D GREEN,\nClk. and Treas.\nDigitized by Google\nDoc. No. 17.\n318\nStatement of the Receipts and Expenditures of the Manassa Gap Railroad Com-\npany from the 10th August 1852, to the 30th September 1853.\nReceipts during the above period :\nStock of the company received from individuals,\n.\n40083 37\n\"\n\"\nBoard public works,\n-\n271243 46\nReceived for freight,\n-\n-\n-\n33415 02\nReceived for passengers and mail service,\n-\n-\n14226 22\nBorrowed of banks,\n-\n-\n.\n-\n55500 00\nFor bills payable,\n-\n-\n-\n-\n41568 54\nFor open accounts,\n-\n-\n-\n.\n21467 99\n477504 60\nDeduct disbursements during same period\nFor graduation, masonry and ballasting,\n-\n-\n194438 81\niron rails,\n:\n-\n-\n-\n50508 19\ncross ties,\n-\n-\n-\n.\n20180 45\nchairs and spikes,\n-\n-\n-\n2687 63\ntimber,\n-\n-\n-\n-\n509 29\nfuel,\n-\n-\n-\n-\n14360 19\nwater stations,\n-\n-\n-\n-\n1976 58\nlaying track,\n-\n-\n-\n-\n8947 52\nrepairs of track,\n-\n-\n-\n-\n17057 53\nlocomotives, passenger and other cars,\n-\n-\n56340 03\nright of way,\n-\n-\n-\n-\n13360 73\nengineers' expenses,\n-\n-\n-\n19530 31\npresident's and directors' expenses,\n-\n-\n1053 54\nsalaries of officers,\n-\n-\n-\n6746 25\noffice expenses,\n-\n-\n-\n-\n631 43\nmiscellaneous expenses, including expenses of commis-\nsioners, assessing damages, clerks' fees, lawyers' fees,\nI\nadvertising, printing, traveling expenses of president\nand directors when on the business of the company,\npostages, commission to collectors, &c.\n-\n3298 55\ntransportation expenses,\n-\n-\n-\n26082 80\ninterest,\n-\n-\n-\n-\n13194 30\nreal estate,\n-\n-\n.\n.\n16000 00\nbills receivable,\n-\n-\n.\n-\n4021 59\n470925 72\nBalance money on hand,\n.\n$ 6578 88\nBy order of the board of president and directors.\nEDW'D GREEN,\nClerk & Treas.\n40\nDigitized by\nGoogle\n314\nDoc. No. 17.\nList of the President and Directors, and of the Officers and others employed b\nthe Manassa Gap Railroad Company, together with their Salaries.\nNAMES.\nDUTIES.\nANNUAL COMPENSATION\nEdward C. Marshall,\n-\nPresident,\n-\n$1500 per annum\nWm. H. Fowle,\nDirectors on part of the\n-\nThomas H. Boswell,\nstockholders,\n$3 per diem and other\nAndrew Pitman,\nnecessary expenies,\nWm. H. Irwin,\nDirectors on part of the\nwhile in attendance\n-\nCharles H. Hunton,\nstate,\n-\nat the board.\nEdward Green,\n-\nSecretary and treasurer,\n#\n$1200 per annum.\nJ. McD. Goldsborough,\n-\nChief engineer,\n-\n2500\ndo.\nHugh Rice,\nAssistant\n**\n-\n2000\ndo.\nConstruction.\nS. W. Presstman,\n.\nDivision engineer,\n-\n$3.00 per day.\nC. R. Hodges,\n-\n-\n3 00 do.\nA. H. Johnston,\n-\nResident engineer,\n-\n2 00 de.\nS. Marshall,\nAssistant\n\"\n-\n-\n1 50\ndo.\nWm. Matthews,\n-\nRodman,\n.\n1 25\ndo.\nJ. W. Aulick,\n\"\n-\n-\n1 25\ndo.\nBenj. Brown,\n-\nAxeman,\n-\n1 00\ndo.\nS. Dwyer,\n-\nDraftsman,\n-\n$1000 per annum.\nEastern Extension.\nN. Goldsborough,\n-\nEngineer on location,\n-\n$3.00 per day\nA. Marbury,\n-\nLeveler,\n-\n2.50 do.\nE. R. Shubrick,\n-\nAssistant leveler,\n-\n1 50\ndo.\nJ. S. Green,\n-\nCalculator,\n-\n1 25\ndo.\nJ. W. Thomas,\n-\nRodman,\n-\n1 00\ndo.\nF. Fox,\n\"\n-\n-\n1 00\ndo.\nH. Davis,\n-\nChainman,\n-\n1 00\ndo.\nW. C. Kirby,\n\"\n-\n-\n1 00\ndo.\nG. Riley,\n-\nAxeman,\n-\n1 00\ndo.\nG. Davis,\n\"\n-\n-\n1 00\ndo.\nC. Magugh,\n\"\n-\n-\nI 00 do.\nLoudoun Branch.\nR. H. Middleton,\n-\nEngineer on location,\n-\n$1500 per annum.\nS. N. Claiborne,\n-\nLeveler,\n-\n$2.00 per day.\nEdgar E. Mason,\n-\nAssistant leveler,\n-\n1 25\ndo.\nCharles S. Mason,\n-\nCalculator,\n-\n125\ndo.\nArchie H. Lee,\n-\nRodman,\n-\n1 00\ndo.\nJ. V. Hooff,\n-\nChainman,\n-\n1.00\ndo.\nJ. W. McIlhany,\n-\n\"\n-\n1.00\ndo.\nRichard Clowe,\n-\nAxeman,\n-\n1 00\ndo.\nW. D. Hammer,\n\"\n-\n-\n1 00\ndo.\nTransportation Department.\nM. M. Welsh,\n-\nSuperintendent,\n1\n$1000 per annum.\nJohn Chew,\n-\nSuperintendent machinery,\n$2 50 per day.\nGeorge P. Wise,\n-\nClerk,\n-\n$600 per annum.\nJames Sheehy,\n-\n-\n600 do.\nL.S. Pritchartt,\n-\nConductor,\n-\n$60 per month.\nP. Cook,\n\"\n-\n-\n50\ndo.\n8 mechanics,\n-\n$1.50 per day.\n85 laborers,\n-\n100 do.\nDigitized by Google\nDec. No. 17.\n315\nBALTIMORE AND OHIO RAILROAD.\nANNUAL REPORT.\nOFFICE BALTIMORE AND OHIO R. Co.\nBaltimore, November 1853.\nPursuant to the provisions of the charter, the president and directors of the Baltimore\nand Ohio railroad company submit to the stockholders a report of the affairs of the com-\npany for the year ending the 30th September 1853.\nThe publication of this report has been delayed from a variety of causes, but princi-\npally from the circumstance of the length of the line of the road, and the consequent im-\npracticability of getting in the returns and accounts from the many points, so as to have\nthe report prepared for the meeting of the stockholders on the 17th of October. The late\npresident, Mr. Swann, upon retiring, brought down the reports of the board to the period\nof the last six months of his service, and first of the past fiscal year, in a communication\nwhich he laid before the board and the stockholders. It now remains to give a report of\nthe balance of the year.\nI.-Of the Main Stem.\nIt is most encouraging to compare the receipts of the past six months, during which\ntime the Ohio river did not average thirty inches of water, with the receipts of the whole\nyear 1852, prior to opening to Wheeling. For that entire period the revenue amounted\nto $1,425,563 65, and for the last six months of 1853, to $1,218,834 99. Can a doubt rest\nupon the mind of any one as to the result of this work, when fully carried out with its\nwestern connections at Wheeling? Several lines from the west and north are making\ntheir way, and must strongly sustain that arm of our road. Of these the Central Ohio\nwill be completed next summer; and, relieving us of dependence on the river, will also\nopen to us the richest portion of Ohio, and give an immediate through travel to St. Louis\nby railroad. The Wellsville and Cleveland will soen follow, and other projected lines\ncome after. Wheeling herself, with her large and flourishing manufactures, will give us\nmuch trade, in earnest of which we are already sending quantities of iron to her rolling\nmills. Our other arm, the Northwestern Virginia railroad, is steadily advancing, and will\nbring us the trade of the fast settling and highly improvable region through which it\npasses, while its lines of extension from Parkersburg through Jackson, Ohio, to Cincin-\nnati and St. Louis on the west, and to Louisville, Nashville and Memphis on the south-\nwest, and through the Hocking Valley and Columbus on to Chicago on the northwest,\nwill give us the most direct communication with those great distributing centres of the\nMississippi valley. On the other hand, the Connellaville road to Pittsburg secures as the\nbest route across the Alleghanies to that city, and thence to Northeastern Ohio and Lake\nErie.\nThe road, as reported on the 1st of April, was one continuous line of rail to the city of\nWheeling, but unprovided with either proper appurtenances or adequate rolling power to\nmeet the large demand made by various interests ready to employ it, the want of power\nowing to the nonfulfillment of contracts made with competent parties, who, in extenuation,\nplead the strike among the workmen, with which you are all familiar. This embarrass-\nment continued, with little alleviation, until July, but has since been relieved. The clothing\nof the road with power, and the rapid increase of its employment has, however, developed\nanother inconvenience which is not so easily remedied, because it grows with every effort\nDigitized by\nGoogle\n316\nDoc. No. 17.\nthat secures trade upon the road; and that is, the inadequacy of the single track to dis-\ncharge the amount of tonnage offering to the company with that economy and despatch\nwhich is attainable and of first necessity. In view of this, the board ordered that the no-\ncond track east of Cumberland should be extended as far as Piedmont, and granted autho-\nrity to raise by bonds and mortgage, convertible within 10 years into stock, three millions\nof dollars for that purpose, and also for relaying 150 miles of light rail and increasing the\nrolling power. The condition of the money market, together with the numerous mort-\ngages, although small in amount, already made by the company, rendered the negotiation\nso costly that the finance committee were deterred from the undertaking, and resolved to\nrecommend to the board that an application be made for the endorsement by the city of\nBaltimore, of the bonds of the company to an amount equal to its exigencies, and thus\nplace the security among those of the first class.\nThe election for members to the first branch of the council approaching, it was imposti-\nble then to move in the matter. That being accomplished, an extra session has been re-\nquested, and the endorsement of the amount needed asked for. The confidence felt that\nthe interest and principal of the loan will be met by the company, and the large interest\nthe city has in the stock directly; the assistance to her own finances which she will receive\nby unloosing the revenue from the claims of capital to the payment of dividends, and the\nidentity of her growth and prosperity with the road, persuades to a faith that aid to raise\nthe capital will be given. The accounts herewith presented are, statement A, being a con-\ndensed balance sheet of the books, and containing an account of the liabilities and assetsof\nthe company, by which is shewn the capital invested in road, power and appurtenancesem\nployed in the active collection of revenue, amounting to $21,723,126 50. That of the Tis-\nbilities of the company for that capital, $10,118,902 were subscribed and are not subject to\ninterest, and $11,002,012 75 are subject to an annual interest of 6 per cent. Statement B\nexhibits a revenue of $1,218,834 99, as received during the six months from April to Oc-\ntober, the dullest months of the year, the bulk of all product of labor seeking a market\nfrom October to April.\nIt will also be borne in mind, that beyond Wheeling the road is without any rail connec-\ntion, and has yet to depend upon the river for its supply of trade. The value of the local\ntrade may thus be appreciated, for the receipts are chiefly from that source. It also shows\nin detail the expenses of working the road and keeping it in repair, amounting to\n700,286 94, and leaving the net earnings $ 518,548 05. A most careful investigation has\nbeen made into the object of expenditure with a proper apportionment made to construc-\ntion and current expenses, and the account now rendered is put forth in full faith in its\ncorrectness.\nStatement c exhibits the account current of the year; and attention is particularly called\nto interest, which is now paid from the revenue, having heretofore, while the work was\nunproductive west of Cumberland, been principally charged to construction.\nThe revenue for the entire year is also stated, and amounts to $2,033,419 80, and the\nexpenses of working the road and keeping it in repair, to $1,235,227,01, being at the rate\nof 60.75 per cent. of the earnings, which, when the road shall be completed and the\nproposed second track laid, gives confidence to the belief that it will be reduced to 55 per\ncent. at least. The balance remaining, viz: $245,796 55, has been used in construction of\nthe road, and thus invested as a productive sinking fund, as well for the payment of the\nannual interest on the debt, as for the debt, which, when and as redeemed, will become a\nlegitimate amount for a stock dividend, if judged expedient.\nII.-of the Washington Branch.\nStatements D, E and F, exhibiting the business of this road, establish an increased re-\nceipt of $ 36,408 18, as compared with the previous year, and that notwithstanding the\nreduction of the fare from $1 80 to $1 25; and it is gratifying to report that the months\nDigitized by Google\nDoc. No. 17.\n317\nof July, August and September, the period in which that reduction has been in action,\nshew a very small comparative loss in the aggregate amount received, while the gradual\nincrease of passengers shew that ere long, there is good reason to believe, the former re-\nceipts will be exceeded. Additional facility too has been afforded to the people, and mea-\nsures are in progress yet further to provide accommodation along the road, as well to on-\ncourage tonnage as passengers. The onerous tax imposed by the state of one-fifth the\ngross revenue received from passengers upon that, and the portion of the main stem of the\nBaltimore and Ohio railroad, over which the Washington branch cars travel, has retarded\nimprovements on the line; and it is hoped that some modification, at least, may be granted,\nand the means of the company thereby increased to make it in every respect a model road.\nIII.-The Finances, and the Need of Additional Capital.\nExhibit A shows that loan No. 1 matures on the 1st of January; the amount of that\nloan has been reduced by the action of the Sinking fund to 712,468 72, which will be the\namount falling due on the first, and therefore on that day, in the category of floating debt,\nand for the maintenance of the faith and credit of the company, must be provided for and\npaid off. So with each loan, in order that each may maintain its rank in the mortgage list,\nand its relative value be sustained. The application of a portion of the loan now being\nnegotiated with the city endorsement to this purpose, does not add to the capital or expen-\nditure, it being merely the renewal of a matured obligation, as imperative as any.\nThe renewal, therefore, of loan No. 1, (in the amount now afloat,)\n-\n712,468 72\nTo finish the 100 miles of second track, ordered by the board on 8th De-\ncember 1852, being 60 miles east of Cumberland, and 40 west, of which\nonly about 20 miles have been laid, and to carry out the resolution of the\n10th August 1853, when the remainder of the road to Cumberland, and\nthence to Piedmont, was ordered,\n-\n2,500,000 00\nTo arch the tunnels and finish other masonry, erect the absolutely needed\nengine-houses, station-houses, water stations and work shops at the five\nprincipal stations and their furniture, and additional rolling stock, all of\nwhich the business of the road imperatively demands,\n-\n- 1,800,000 00\nFloating debt, represented by bills payable, issued for machinery principally,\nand to be issued for contracts for machinery not yet completed,\n-\n2,153,694 00\nIV.-The present Western Terminus.\nIn order to a just appreciation of the importance attached to the junction next July,\nwith the Central Ohio railroad at Wheeling, the following enumeration of its connections\nis given, which must satisfy every stockholder in this company that they cannot be passive\nupon the policy of as early an alliance with that work as practicable.\nCentral and Southern Divisions.\nIn the direction of St. Louis:\nCentral Ohio,\n.\n-\n-\n136 miles.\nColumbus and Xenia,\n.\n-\n.\n54\n\"\nDayton and Xenia,\n-\n-\n.\n15\n44\nDayton and Western,\n.\n-\n36\n\"\n.\nIndiana Central,\n.\n-\n72\n\"\n-\nTerre Haute and Richmond,\n-\n-\n.\n72\n=\nTerre Haute and Alton,\n-\n-\n.\n170\n\"\n555 miles.\nDigitized by Google\n318\nDoc. No. 17.\nAlso:\nSpringfield and London,\n19 miles.\nSpringfield and Dayton,\n24\n\"\nDayton and Greenville,\n31\n#\n-\nColumbus and Piqua,\n.\n-\n103\nBellefontaine and Indiana,\n-\n.\n-\n120\nColumbus and Cleveland, (in part,)\n.\n.\n60\n\"\nLawrenceburg and Indianapolis, -\n-\n.\n115\n472 miles.\nIn the direction of Cincinnati, Lexington, and Louisvilie, Ky.:\nCincinnati, Wilmington and Zanesville,\n-\n-\n162 miles.\nLittle Miami,\n-\n84\nCincinnati, Hamilton and Dayton,\n-\n-\n60\n\"\nCovington and Lexington,\n92\nMadison and Indianapolis,\n-\n84\n\"\n-\n-\nJeffersonville and Columbus,\n60\n542 miles.\n1569 miles.\nRoads radiating from Indianapolis:\nIndianapolis and Peru,\n-\n60 miles.\nIndianapolis and Bellefontaine,\n84\nKI\n.\n-\n144 miles.\n1713 miles.\nNorthern Division.\nIn the direction of Chicago\nNewark and Sandusky,\n-\n-\n.\n116 miles.\nSpringfield and Sandusky,\n-\n-\n-\n118 \"\nCleveland and Toledo, (in part,) -\n-\n59\n\"\n-\nMichigan Central,\n-\n-\n-\n280\n\"\nMichigan Southern and Northern Indiana,\n-\n242\n\"\n-\nIndianapolis, Lafayette and Michigan city,\n-\n130\n\"\n-\n945 miles.\nRoads radiating from Chicago:\nRock Island and Chicago,\n-\n.\n-\n180 miles.\nChicago and Galena,\n.\n-\n-\n170\n\"\nIllinois Central, about\n.\n-\n-\n200 \"\nChicago and St. Louis, about\n.\n-\n.\n130\n\"\n680 miles.\n1626 miles.\nSouthern and Central divisions,\n1713 as\nTotal,\n3338 miles.\nOf this whole number of miles of road, all are in operation at this time, except about\n550 miles, which will be placed in operation the next season.\nFor an account of the condition of the road and its various valuable and important sta-\ntistics, you are respectfully referred to the able report of the general superintendent.\nBy order of the board.\nWM. G. HARRISON, Prost.\nDigitized by Google\nDoc. No. 17.\n319\nOFFICE GEN. Sur'T BALT. AND OHIO R. R.\nBaltimore, October 1, 1853.\nWM. G. HARRISON, Esq., President.\nSIR,\nMy report for the year ending on the 30th ultimo will, like former ones, em-\nbody in their order the operations of the road, machinery and transportation departments-\nthe first two consisting of construction and repair or maintenance-the last embracing only\nthe working of the road proper, its revenues and expenditures in transportation, with cer-\ntain statistics of passengers and commodities carried, their number, quantities, origin and\ndestination, which will appear chiefly in the tables of the appendix.\nThe first day of October 1852 found the road opened for use to Fairmont on the Monon-\ngahela river for merchandize, and to Fetterman only for passengers, with a trade and travel\nalmost entirely of a local character, and that such as only a comparative wilderness could\nafford.\nAt Fetterman a line of stage coaches connected with our cars, once a day, and proceed-\ned to St. Mary's on the Ohio river, whence a line of steamboats conveyed the mails and\nsuch few passengers as accompanied them, by way of the Muskingum river slackwater\nnavigation, to Zanesville.\nAt a later period the cars were run to within 14 miles of the Ohio, in the valley of\nGrave creek, when the coaches there connected with us.\nThese operations were a poor substitute, in advance, for the line of travel and transpor-\ntation which we were pressing with all our energies by railroad all the way to the Ohio\nriver-and the latter stage of them was attended by the novel and difficult task of crossing\nover the abrupt 'mountain,\" as it was called, under which \" Board tree\" tunnel now lies.\nThe method of crossing this obstacle which we were engaged in perforating, was as novel\nas it was difficult-to pass by grades reckoned in degrees, in a zig-zag course, over a hill so\nhigh and precipitous as to be well styled a mountain, may truly be held as an index of our\nzeal to see the long promised terminus of our great work, which all our subsequent efforts,\npremature as a cooler retrospect must characterise them, have but confirmed.\nOn the extension of the track to Wheeling, about Christmas of 1852, the hopeful friends\nof the road were assembled to celebrate its 'opening\" through on the 10th of January,\nwhen we were welcomed to Wheeling in a manner which many will remember with\npleasure.\nOn the last day of March, the track was laid through the Board-tree tunnel, and it was\nthen considered by many that the road was finished.\nExperience has, however, confirmed the convictions of some that were less sanguine\nand better informed, that this was a premature conclusion, and much was yet to be done.\nThe expenditures of the company since that period, in construction on the line of road, as\nwell as in providing an outfit of engines and cars, have been heavy, although greatly re-\nstrained by a regard to the ready means of the company; and much yet remains to be done,\nnot only to provide second track where urgently needed, but to make secure what has\nalready been done, and to furnish adequate shops and station buildings for the probable\nand certain exigencies of the company's service.\nMost of the second track which has been contemplated has a main reference to the ac-\ncommodation of the coal trade from Alleghany county but to give tolerable despatch and\ncertainty to the other transportation of the company, much of the same kind of provision\nwill be needed between Cumberland and Wheeling. The most cursory calculation of the\nDigitized\nby\nGoogle\n320\nDoc. No. 17.\nmany stoppages and interferences of trains with each other, on so long a line of single\ntrack, will convince any one of this-the delays which are incident to such a state of things\nrender unavoidable a rate of speed, when an opportunity to proceed is afforded, which is\nfatal to the success of burden trains.\nWe have reaped but too seriously of this source of mischief already-and I feel that I\nshould be neglectful of my duty not to present it on all proper occasions in its strongen\nlight.\nI.-Operations of the Road Department.\nThe operations of the road department in construction have been in part under the di-\nrection of the chief engineer, who will no doubt report what he has done-but such as has\nbeen necessary on the parts of the new road, since handed over to my superintendence,\nextending to Fairmont, 124 miles from Cumberland, as well as on the older portions of the\nroute, it is my duty to give some account of.\nThese works have been, mainly, as follows-beginning at Baltimore :\nJ. The grading, paving, buildings and tracks at Camden street station, in lieu of the old\naccommodations at Pratt street. These have been started on an extensive plan, but consist\nnow only of such tracks and buildings as have appeared indispensable for the opening\ntrade and travel. The buildings are, a central line of sheds for passengers and freight from\nConway to Lee street; two freight sheds on the line of Eutaw street, extending also from\nBarre to Lee street; and an engine-house on the corner of Howard and Lee streets, for\nfive passenger engines, with its turn-table at the entrance. These \"sheds,\" as they are here\ncalled, are structures of permanent carpentry-well finished and roofed with iron through-\nout; though they were devised as temporary structures to give place to a more extended\nplan. The engine-house is a substantial though plain building of brick, intended to be in\nkeeping with future structures.\nThe total expenditure on this station (and the grading and tracks thence to the foot of\nEutaw street, where we enter upon the Locust Point branch track, which leads us to the\nmain stem at Gwynn's run) has been $94,614 12, viz:\nFor grading and paving,\n.\n-\n-\n-\n23199 55\nFor tracks,\n-\n-\n-\n-\n-\n11696 %\nFor buildings, &c.\n-\n-\n-\n-\n-\n59717 61\n$94614.12\nThe construction of a second track from the foot of Eutaw street to the main stem, near\nthe bridge over Gwynn's run, is embraced in the general account of second track.\n2. At Mount Clare station has been expended, for additions to engine-house No. 2, to\nreceive the longer class of engines now in use for additions to other buildings -; for\nthe alteration of a large car shed to a work shop-; for a like change of the horse shed-;\nand for other expansions and improvements, made with a reference to the opening of the\nroad to Wheeling, an amount estimated by the master of road at $6,581 60.\nBesides this, has been expended for new engine-houses yet unfinished, the sum of\n$ 6,398 44.\n3. The widening of the new bridge over Carey street, just without the Mount Clare\nstation, has also been completed for a third track, at a cost of $ 491.\n4. New water stations:\nThree water stations have been added between Baltimore and Cumberland, vis:\nOne near 14th mile post, (Lee's) costing, with water right,\n-\n- 2361 49\nOne at Sykesville, with 3 tubs, with water right,\n-\n0\n5278 73\nOne at Sandy Hook, with 2 tubs, not yet complete,\n-\n-\n2215 04\nDigitized by Google\nDoc. No. 17.\n321\nThe water station at Rockwell's run has also been much enlarged, at a cost of 2,558 72,\nand the same has been done at Martinsburg, at a cost of 4,144 32.\nAt Sleepy creek water station a new pipe has been laid and a stationary engine and\npump erected, at a cost of $1,753 10.\n5. New engine-houses and shops:\nA new engine-house and machine shop have been partly constructed at Martinsburg, at\na cost thus far of $ 9,913 69.\nA similar one has also been partly erected at Cumberland, at a cost thus far of\n7,780 61.\nAt Piedmont, the work of construction of shops (and other buildings) has gone on\nsteadily, though slowly, through the year, at a cost of 23,019 02.\nAt Fetterman, engine-houses for the accommodation of five locomotives have been\nerected, at a cost of 3,594 30. Provision for two more has been begun.\n6. Wood and coal-houses :\nSeveral wood, coal and sand-houses have been erected along the line, at an aggregate\ncost of $ 8,338 44; and new apparatus for wooding and watering has been provided in\nseveral places, amounting to 3,534 04 for wood pumps, and $1,985 for water spouts.\n7. Improving road bed:\nMuch cost has been incurred in widening the road bed west of Cumberland, removing\nland slides, building walls, &c., to place the road in a more nearly secure condition than\nbefore-the amount of which as charged, is\n-\n-\n-\n31422 41\nOn the improvements of road bed, at or near the Locust point junction at the Relay-\nhouse, or Washington branch junction at Mount Airy, and elsewhere, have been\nexpended\n-\n-\n-\n-\n-\n-\n29768 63\nThe important improvement at Relay-house will, I trust, be completed, by Christmas day,\nor soon after.\n8. Miscellaneous improvements, not above mentioned, have been made at a total cost,\ntogether, of\n-\n-\n-\n.\n-\n2528 54\n9. A large new water station has been erected at Annapolis junction, on the Washington\nbranch a very large well dug, and steam engines and pumps erected-not only to supply\nthe existing scarcity of water on that line, but to avoid an additonal stoppage of the\nexpress trains. Of these the cost has been\n-\n-\n-\n5027 95\n10. There has been expended also on the Washington station the sum of\n$ 2885 16\n11. Second track, including the permanent extension of sidings, occupying\nthe bed of the second track :\nUnder this head have been constructed twenty miles nearly, at an aggregate expense for\nlabor, including the widening of road way, and materials other than rails, of\n795C5 38\nOr nearly $ 4,000 per mile. This amount does not include the value of cross ties delivered\nfor use in this work, amounting to\n-\n-\n.\n61654 10\nOne-half of these cross ties, and much of the other material alluded to, are yet on hand,\namounting with tools provided for this purpose, to an aggregate of\n-\n48485 26\nAnd leaving the net cost without rails, at\n-\n.\n$ 92674 22\n41\nDigitized by Google\n322\nDoc. No. 17.\n12. Repairs:\nThe repairs made by the road department have been large, owing in part to a severe\nrestraint in previous years from expenditure, appropriate to those years, and in part to the\nlarge increase in the cost of labor and materials employed. It is estimated that the aggre-\ngate value of this increase has not been less than\n-\n-\n110000 00\nThat for labor alone has been\n-\n-\n$ 44000.00\nThe amount charged to main stem on the account now under consideration, upon the\nbooks of the company, kept at the office in Hanover street, is for the half year ending\nMarch 31, 1853,\n,\n158534 56\nAnd for the succeeding half year,\n-\n-\n-\n270330 94\nAmounting together to\n-\n428,865 50\nin n careful revision of\nork done, a\n16 accounts to which its several items\nbeen carried, I have\nthat @081\nhave been inadvertently charged to\nrly belonged to construction, and if\n8 and treasurer's books, will leave M\n-\n330703 47\n-\n29391 12\nare value of materials in nand, over and abov\nat beginning of year.\nLeaving the net cost of repairs for the year,\n$301312 35\nEven as thus reduced, these repairs made\naster of road will appear to be large,\nand our apology must be found partly in the CC\nn in which the road was at the begin-\nning of the year, in consequence of a restraining\npostponing policy, having reference\nto the limited means of the company, and a preference of the work of extension toward\nthe Ohio river, and partly in the great rise of labor and materials, which, as I stated\nabove, may be safely estimated at $110,000.\nI wish I could say, in closing these remarks, that the condition of our track is now\neverywhere such as I would desire; much of the iron rail is greatly worn, and a conside-\nrable amount of new iron will be needed during the current year to replace it. Some\niron for this purpose has already been borrowed from the stock provided for second\ntrack. I refer of course to that portion of the road east of Cumberland, which is, with\nthis exception, in good condition.\nThe portion west of Cumberland is generally in excellent condition.\nThose portions most recently completed, must be kept up at the charge of construction\nin part, for some time yet, especially on new embankments; and along the bluffs of Cheat\nriver some rather extensive ameliorations will be found desirable; but where those im-\nperfections do not remain-embracing the greater part of the entire line-the firmness\nand smoothness of the track are such as to relieve, in some degree, the curvatures to\nwhich we have been obliged to submit. It is worthy of special remark, that the high\ntrestles along Cheat river have been supplanted by strong and beautiful iron structures,\nof a character to dispel all fear from the minds of travelers.\nIn taking this view, I do not overlook the yet remaining exigencies of the road, for the\narching of tunnels, and the erection of additional buildings, both for the use of the ma-\nchinery department and the accommodation of the public. These are wants which it will\nnot do to postpone.\nRepairs of bridges:\nThe repairs of bridges on the main stem have consisted mainly of those at Elysville,\nat Martinsburg, and at Harpers Ferry, including the trestling in front of the United States\narmory.\nDigitized by Google\nDoc. No. 17.\n323\nThis trestling will call for much repair during the current year, and it is proposed to\nmake it with iron in part, so that future renewals will be confined to the surface of the\nroad.\nPreparations for the construction of the double track will also increase the expenditure\non bridges in various places during the year, which must be begun at an early day.\nThe repairs of bridges on the Washington branch have been expended on several small\nstone bridges which the freshet of 1847 carried away.\nRepairs of depots:\nThe repairs of depots, as stated above, have been made chiefly at Mount Clare station,\nin the maintenance of the numerous buildings and fixtures at that station.\nRepairs of water stations:\nRepairs of water stations have been small; new stations have been the chief object of\nattention, but it is believed that old ones have not been slighted: most of those are of a\npermanent character.\nThe provision of an ample supply of water must be a subject of early and earnest\nseeking; on some parts of the line the sources relied on by the company have entirely\nfailed already, in dry seasons, and we shall have to resort to wells, of large capacity, in\nseveral places; especially west of Fairmont.\nA more detailed statement of the expenditure of the road department during the year\nwill appear (corrected as I have above explained) and embracing the Washington branch,\nwith like corrections, as follows:\nMain Stem.\nWash. Branch.\nRepairs of road bed,\n-\n.\n-\n12410 85\n6644 67\nRepairs of railway track,\n-\n-\n-\n251892 42\n16029 05\nRepairs of bridges,\n-\n-\n-\n16093 33\n5517 34\nRepairs of depots,\n-\n-\n-\n19328 52\n785 33\nRepairs of water stations,\n-\n-\n-\n1587 33\n921 88\nWatching bridges and pumping water,\n-\n-\n9952 70\n738 65\nAmount chargeable to revenue,\n-\n-\n$ 311265 15\n30636 92\nMain Stem.\nWash. Branch.\nConstruction, viz:\nCamden st. station, including track to foot of Entaw st.\n-\n94614 12\nBuildings, &c. at Mount Clare,\n-\n-\n12980 04\nImprovements of road bed,\n-\n-\n-\n61191 04\nBallasting and completing track,\n-\n-\n23249 15\nWater stations and fixtures,\n-\n-\n-\n31868 89\n5027 95\n.\n.\nBuildings at Martinsburg,\n-\n-\n-\n9913 69\nBuildings at Cumberland,\n-\n-\n-\n7780 61\nAlterations at\ndo.\n-\n.\n-\n5354 55\nBuildings at Piedmont,\n-\n-\n-\n23019 02\nImproving track west of Cumberland,\n-\n-\n11000 00\nImproving various bridges,\n-\n-\n6319 92\nWashington property,\n-\n-\n-\n-\n3039 32\nSecond track,\n-\n-\n-\n-\n92674 22\n$\n379965 25\n8067 27\nThis does not include iron rails.\nDigitized by\nGoogle\nDoc. No. 17.\n10 appendix for some tables exhibiting matters of interest to those who are\nany viz:\ndetailed statement of the several sidings on the main stem and Washington\nrecapitulation of the aggregate of main and second track and sidings.\nII.-Cost of labor in the maintenance of the main stem and Washington branch during\nthe year.\nIV.-Statement of the substitution of cross ties for string timber in the course of re-\n-Statement showing the cost of repairs of three part rail, (the compound rail of\nIr. Latrobe,) during the year. This track bore all the traffic of the road east of Cum-\nnd.\ntable V must attract much atte\nr every supposable allowance for the\nation, that this at imental e\nk participated in the general supervi-\npart, without special charge, and that\nDuta\nack of this construction, as by one of\nthe statem\nex\nI am assured was kept with care and\nsuperiority in this\nInven\nvery strongly indeed.\nII.-\ntment.\nThe operations of the machinery departme\ning the year have been hurried, and\nits duties arduous.\nIts expenditures also have been large, owing\na greatly enhanced price of materials;\nthe increase of wages consequent upon the strike;\" the difficulty of procuring many\nadditional men, fully capable of managing machinery on the road; and other causes, inci-\ndental to the introduction to the road of 80 large a number of new cars and engines, liable\nto be defective, beyond all the usual checks upon contract work.\nThere have been put upon the road during the year :\nLocomotives of the first class,\n-\n-\n-\n-\n50\nLocomotives of the third'class,\n-\n.\n-\n-\n9\nPassenger cars,\n-\n-\n-\n-\n-\n-\n27\nBaggage and mail cars,\n-\n-\n-\n-\n-\n12\nBurden house cars,\n-\n-\n-\n-\n-\n307\nStock cars,\n-\n-\n-\n-\n-\n-\n482\nGondola cars,\n-\n-\n.\n-\n-\n-\n347\nCoal cars,\n-\n-\n-\n-\n-\n-\n569\nOther burden cars,\n-\n-\n-\n.\n-\n82\nThe tables G and H, in the appendix, exhibit in detail the present \" rolling stock\" of\nthe company, consisting of\nLocomotives, of all kinds,\n-\n-\n-\n-\n.\n167\nPassenger, baggage and mail cars,\n-\n-\n.\n.\n102\nBurden cars for general use,\n-\n-\n.\n-\n2264\nCars for the carrying of coal only,\n-\n.\n-\n.\n1002\nOf which have been assigned to the Washington branch :\nLocomotives,\n-\n-\n-\n-\n.\n-\n6\nPassenger, baggage and mail cars,\n-\n.\n.\n-\n24\nBurden cars,\n-\n-\n-\n-\n-\n-\n95\nDigitized by Google\nDoc. No. 17.\n325\nOf the cars it is manifest that an inadequate supply has thus been set off to the Washing-\nton branch, and I propose to credit the main stem with $ 4,320, estimated as due from the\nWashington branch for the use of cars belonging to the main stem during the year-viz\nFor passenger cars,\n-\n-\n-\n.\n-\n630 00\nFor burden cars,\n-\n.\n.\n-\n-\n3690 00\n4320 00\nTables S, T and U present a valuation made by the master of machinery, of the loco-\nmotives and cars owned by the company on the 30th of September 1853.\nThe performance of locomotives has been as follows:\n1. By the main stem engines :\nMiles run with passengers,\n-\n-\n-\n-\n398825\nPassengers carried,\n-\n.\n-\n-\n-\n210875\nPassengers carried one mile,\n-\n-\n-\n-\n17336572\nMiles run with freight,\n-\n-\n-\n-\n-\n1610621\nTons general freight, one mile,\n-\n-\n-\n-\n29791463\nTons coal, one mile,\n-\n-\n-\n-\n-\n51724761\n2. By the Washington branch :\nMiles run with passengers,\n-\n-\n-\n-\n139757\nPassengers carried,\n-\n-\n-\n-\n-\n267647\nPassengers carried one mile,\n-\n-\n-\n-\n8509083\n-\nMiles run with freight,\n-\n-\n-\n-\n-\n51625\nTons carried one mile,\n-\n-\n-\n-\n-\n1230080\nThe cost of maintaining our rolling stock or machinery during the year, has been\ncharged at $ 451,114 19, viz: $ 126,608 28 for the first half year, and $ 324,505 91 for the\nlast.\nOn looking into the accounts, as rendered by the machinery department, I find that\n42,438 50 should be charged to construction, and that sundry duplicate parts on hand,\nprepared for engines and burden cars, are to be deducted from the gross charge for repairs,\nviz :\nFor locomotives,\n-\n-\n-\n3,866 00\nFor burden cars,\n-\n-\n-\n6,296 50\n10,162 50\nMaking a total deduction of\n-\n-\n$ 52,601 00\nThe expense of maintenance of rolling stock, thus modified, belongs as follows :\nMain Stem.\nWash. Branch.\nRepairs of locomotives,\n-\n-\n-\n196446 06\n11365 74\nRepairs of passenger cars,\n.\n.\n.\n31747 18\n17361 02\nRepairs of burden cars,\n-\n-\n-\n108315 42\n12431 33\nRepairs of coal cars,\n-\n.\n-\n-\n20846 44\n$ 357355 10\n41158 09\nDigitized by\nGoogle\nDoc. No. 17.\nBeing per mile run by trains:\nMain Stem.\nWash. Branch\n.\n-\n-\n91 ets. nearly.\n5.94 ets.\ncars,\n-\n-\n-\n8 ets. nearly.\n121 ets. nearly.\nand coal cars,\n-\n-\n-\n8 ets. nearly.\n24 ets. nearly.\nOn an inspection of table G, it will be apparent that much unusual repair has been done\nome of the engines and cars during the year.\nserious accidents have raised the principal call for these unusual items of repair;\nn we consider the sum of 26,290, as incurred in the increase of wages made It\nof the strike, and $86,695 estimated\n3 rise in cost of materials used during\nover that of the previous one, the\nsive cost of this branch of our service\ndegree accounted for.\nII.-Transportation Department.\nperations of the transportation department have been attended with very serious\nssment during the year. Not only was a vast thoroughfare to be opened through #\nrative wilderness, with unfinished graduation and bridges, and without buildings for\nspair and shelter of machinery, adequate sidings for trains, or any of the comforts of\nlife for our officers and hands; but our organization was to be suddenly and vastly in-\ncreased, in face of the demand for railroad skill and experience, which on the most fortu-\nnately situated of the railroads of our country, has been greatly in advance of the supply.\nFew can estimate the formidable character of this difficulty, which may be safely said to\nhave affected every movement we have made, however small.\nWe can only now lament its effect on our operations, and the mortification it has caused\nus in our varied struggles after an order and regularity which are yet the subject of hope,\nrather than present enjoyment.\nThe through business to and from the west has been meagre, in comparison with what\nour more northern railroad lines have done, with western connections better matured, and\nindependent of high or low water in the Ohio river-connections which we hope soon to\nmatch, by railroad to Zanesville, Columbus, &c. westward, and to Cleveland north, and\nthence to Chicago northwestward-not to dwell upon the line to Parkersburg, which will\nlead the way, immediately during good water, and early by land, in the shortest line from\nthe seaboard to Cincinnati and St. Louis.\nThe tables in the appendix present the transportation on the main stem in several aspects;\nand that on the Washington branch in passengers mainly.\nThe revenues of both roads shew an increase over those of the year ending September\n30, 1852, viz:\nOn the main stem, by\n-\n-\n-\nI\n-\n707857\nOn the Washington branch, by\n-\n-\n-\n-\n36437\nOf the former increase there was derived\nFrom passengers and mails,\n8\n.\n-\n-\n180187\nFrom transportation of general merchandize,\n-\n-\n-\n356199\nFrom the coal trade,\n-\n-\n-\n-\n-\n171471\nOf the latter there was derived\nFrom passengers and mails,\n-\n-\n-\n-\n26964\nFrom transportation of merchandize,\n.\n- .\n-\n9473\nDigitized by Google\nDoc. No. 17.\n327\nThe receipts for the past year stand as follows, viz :\nMain Stem.\nWash. Branch.\nFrom passengers,\n.\n-\n-\n-\n$ 464244 91\n$ 309185 77\nFrom mails,\n-\n-\n-\n-\n91596 50\n10800 00\nFrom general tonnage, -\n.\n-\n-\n954233 58\n65074 64\nFrom coal trade,\n-\n-\n-\n-\n523344 81\nA statement of the coal trade, in some detail, is presented below.\nCoal brought from the several Mines during the year, and the amounts delivered at the\nseveral points.\nCoal delivered at\nLocust Point.\nBaltimore City.\nHarpers Ferry.\nFrom Cumberland\nTons.\nTons.\nTons.\nBorden mining company,\n#\n-\n-\n49901\n3381\n19\nCumberland coal and iron company :\nWashington mines,\n-\n-\n-\n10949\n517\n40\nDetmold's,\n-\n.\n-\n-\n73691\n15688\n185\nPercy & Co.\n-\n-\n-\n-\n2887\n2452\n1251\nAlleghany company,\n-\n-\n.\n-\n29520\n225\n7\nParker vein company,\n-\n-\n-\n-\n7022\n1379\n12\nThomas Kerr,\n-\n-\n-\n-\n13939\n743\n25\nFrostburg company,\n-\n-\n-\n-\n30008\n10080\n979\nFrom Piedmont:\n-\nNew creek company,\n-\n-\n-\n-\n1869\nParker veiu company:\nCaledonia mine,\n-\n.\n-\n-\n3795\nJackson mine,\n-\n-\n-\n-\n2502\nGeorge's creek company,\n-\n-\n-\n2111\n-\n13\nSwanton company,\n-\n.\n-\n-\n-\n1547\n32\nPhoenix company,\n-\n-\n-\n-\n-\n384\nElangollen company,\n,\n-\n-\n-\n-\n204\nTotal from Cumberland and Piedmont,\n-\n-\n227194\n36600\n2563\n1852.\n1853.\nIncrease.\nTons.\nTons.\nTons.\nLocust Point,\n-\n-\n-\n-\n136404\n227194\n90790\nBaltimore,\n.\n-\n.\n-\n33856\n36600\n2744\nHarpers Ferry,\n0\n-\n-\n-\n2204\n2563\n259\nOther Points,\n-\n-\n-\n-\n8032\n42533\n34501\n180496\n308890\n128294\nDigitized by Google\n328\nDoc. No. 17.\nCoal for Baltimore and Ohio Railroad Company, from\nTome\nDetmold's,\n-\n-\n.\n-\n.\n.\n32300\nMount Savage,\n-\n.\n-\n-\n9449\nPiedmont, (Swanton company,)\n-\n-\n-\n3555\n45304\nOf general tonnage:\nThe details are given in tables J and K of the appendix, by which it will be seen that an\nincrease of eastward bound transportation has taken place, to the extent mainly as follows:\nBarrels of flour,\n-\n-\n.\n-\n48556\nHogsheads of tobacco,\n.\n-\n-\n-\n.\n16448\nTons of grain,\n-\n-\n-\n.\n-\n4619\nprovisions,\n,\n-\n-\n-\n-\n3290\nwhisky,\n-\n-\n-\n-\n-\n445\nstone,\n-\n-\n.\n-\n-\n1528\niron,\n-\n-\n.\n.\n-\n1341\niron ore,\n-\n-\n-\n-\n-\n3406\nlard and butter,\n-\n-\n-\n-\n-\n765\ncoal,\n-\n-\n-\n-\n-\n128294\nleather,\n-\n.\n.\n-\n-\n200\nfire brick,\n-\n-\n-\n.\n-\n1011\ncotton,\n-\n-\n-\n-\n.\n1158\nwool,\n-\n-\n-\n.\n-\n113\nlard oil,\n-\n-\n-\n-\n-\n45\nlumber,\n.\n-\n-\n-\n-\nto\nhemp,\n-\n-\n-\n-\n-\n464\nmiscellaneous articles,\n-\n-\n-\n-\n3830\nOf westward bound transportation there has been an increase as follows, viz:\nPounds.\nIn coffee,\n-\n.\n-\n-\n-\n-\n4969586\nsugar,\n-\n.\n-\n-\n-\n-\n309673\nmolasses,\n.\n-\n-\n-\n.\n.\n296047\nlumber,\n-\n-\n-\n-\n-\n-\n208493\n*\nplaster,\n-\n-\n-\n.\n-\n-\n1905758\noysters,\n-\n-\n-\n-\n-\n.\n126616\ndry goods,\n-\n-\n-\n-\n-\n.\n9106217\ntobacco,\n-\n#\n-\n-\n-\n-\n386353\npowder,\n-\n.\n-\n-\n.\n110998\ngranite, marble, &c.\n-\n-\n.\n-\n-\n171994\ndrugs and paints,\n-\n-\n-\n-\n-\n84764\ngroceries,\n-\n-\n.\n-\n-\n5683664\ngrain,\n-\n-\n.\n.\n-\n-\n4161671\nleather,\n-\n-\n-\n-\n-\n.\n76117\nguano and manures,\n-\n-\n-\n-\n-\n2918534\nExpenses of transportation:\nThe expenses of transportation have been greater than has been customary for a like\namount of service, owing partly to the increased cost of labor, partly to circumstances\nwhich forced upon us an extra allowance of time for certain branches of the service-\nDigitized by Google\nDoc. No. 17.\n329\npartly to the advanced price of wood, oil and other materials, and partly to the forced\nopening of 80 large an extent of new road under the local difficulties which I have already\nnoticed.\nOn a careful examination of the accounts, as standing in the auditor's and treasurer's\nbooks, as first declared to the board, I find many items chargeable to the Washington\nbranch and amounting to a large sum, which, being parts of expenditures common to that\nbranch and the main stem, were left to the charge of the latter, in default of the proper\nreturns from the transportation office.\nA correction of this error, while, in conjunction with that of the examination of other\naccounts, it reduces the aggregate chargeable properly to revenue from main stem to a\nmore reasonable amount than was at first supposed, will yet not swell that of the expenses\nof the Washington branch to an undue limit-as may be seen in the following statement\nof the revenues of the two roads, and their expenses as thus modified\n.\nI.-Of the Main Stem.\nRevenue:\nFrom passengers,\n-\n-\n.\n-\n464244 91\nmails,\n-\n-\n-\n-\n91596 50\ngeneral tonnage,\n-\n-\n-\n954233 58\ncoal trade,\n-\n-\n-\n-\n523344 81\nTotal revenue,\n-\n-\n-\n2033419 80\nExpenses:\nRepairs of road bed,\n.\n-\n-\n12410 85\n\"\nrailway,\n-\n.\n-\n251892 42\n\"\nbridges,\n-\n-\n-\n16093 33\n\"\nstations,\n-\n.\n.\n19328 52\n.6\nwater-houses,\n-\n-\n-\n1587 33\nWatching bridges and pumping water,\n-\n-\n9952 70\nRepairs of locomotives,\n-\n-\n-\n196446 06\n\"\npassenger cars,\n-\n-\n-\n31747 18\n\"\nburden cars,\n-\n-\n-\n108315 42\n\"\ncoal cars,\n-\n-\n-\n20846 44\nTransportation expenses,\n-\n-\n-\n536148 28\nGeneral salaries, office rent, fees of counsel, &c.\n.\n24166 99\nLosses by accidents,\n-\n-\n-\n6291 59\nTotal expenses,\n$1235627 11\nIt is proper to state that the amount of losses by accidents paid during the last half of\nthe year, viz: $ 31,190 08, has been omitted from this statement, being chiefly incurred by\nthe Cheat river accident, which is deemed extraordinary, and not to be embraced in a\nview of the year's administration of the company's affairs, for which this statement is in\npart intended.\nOn the other hand, the sum of $12,000, deducted by the post office department, with\nconsent of this company, to sustain a connecting mail by stages, in the early part of the\nyear, has been included among expenses, when it should have been deducted from reve-\nnue, to make a correct exhibit.\nThe proportion of expenses to revenue as thus shown, is 601 per cent.\n42\nDigitized by\nGoogle\nDoc. No. 17.\nbe\nII.-Of the Washington Branch.\nnue:\n309185 77\n10800 00\n65074 64\nTotal,\n385060 41\nExpenses:\nIts of road bed,\n6644 67\nIN'\nrailway,\n16029 05\nbridges,\n5517 34\n\"\nstations,\n785 33\n\"\nwater-houses, &c.\n921 88\nWatching bridges and pumping water,\n-\n738 65\nRepairs of locomotives,\n11365 74\n\"\npassenger cars,\n-\n-\n17361 02\n\"\nburden cars,\n12431 33\nExpenses of transportation,\n.\n-\n-\n98852 89\nGeneral salaries, rents, &c.\n6277 72\n08 CITE\nTotal,\n$176925 62\nProportion of expenses to revenue, 46 per cent. nearly.\nIt is to be regretted. that an impression of a much larger proportion of expenses to re-\nvenue having obtained on the main stem, should have been made on the public mind by\nthe unauthorized and exaggerated publication of premature conclusions. For under that\nimpression, the result I have arrived at may be received with distrust, by those who have\nnot carefully examined the subject-but the details which I have presented, but not em-\nbraced in this report, are not only satisfactory to my mind, but seem to have been so to the\ncommittees before whom they have been laid-and I thus feel justified in presenting the\nabove as a fair statement of the expenses of the year.\nThe nature of the business from which revenue has been earned, with the low prices at\nwhich it has been done, would, even under favorable circumstances, present a proportion\nof expenses to revenue above what is the average experience of our railroads. As will be\nseen, the revenue from passengers and mails makes but about one-fourth of the total earn-\nings of the company-and that from coal, which is transported at prices calling for the\nfacilities of a double track and the best appliances, but actually subject to unusual disad-\nvantages, makes up another quarter of the revenue-the remainder being from tonnage,\nnot of a liberally compensating character, but rather the reverse.\nUnder this aspect of our case, I believe that no considerate man can think the doingsd\nthe company have been extravagant, or in any degree wasteful. An effort at economy\nhas steadily prevailed with the company's officers in all grades, and the result, if deemed\nlarge, is as truly a surprise to them as to any stockholder.\nThat a. dimination of proportionate expense will be practicable in future, by the raising\nof charges on coal, and a better preparation for business, which is slowly gaining ground,\nis to be expected with confidence.\nI subjoin a brief table, showing the earnings per mile run on several railroads in 1858,\nand those of our main stem for the year just closed, which I think must be admitted to\ncorroborate my defence of the year's expenses, when the comparative nature of the traffic\nof those roads is duly considered.\nDigitized by Google\nDoc. No. 17.\n331\nEarnings of several Railroads per mile run, and the relation of their Expenses\nto Revenue.\nNAMES OF ROADS.\nEarnings from passengers\nper run. milerun.\nEarnings from tonnage per\nmile run.\nTotal earnings per mile\nRatio of expenses to re-\nrun.\nvenue.\nExpenses per mile run.\nYear of each operation.\nBoston and Lowell.\n-\n-\n$1.07\n$2.66\n$1.63\n65.50\n$1.07\n1851\nBoston and Providence,\n-\n1.28\n2.04\n1.49\n48.\n.70\n1851\nBoston and Worcester,\n.\n1.41\n1.88\n1.59\n53.\n.84\n1851\nWestern railroad,\n-\n-\n2.00\n1.34\n1.58\n50.\n.77\n1852\nBoston and Maine,\n-\n-\n1.20\n1.85\n1.37\n48.\n.66\n1851\nPhiladelphia, Wilmington and Balt.\n2.06\n1.28\n1.88\n43.\n.78\n1851\nReading railroad,\n.\n-\n-\n-\n1.60\n44.\n.72\n1851\nLittle Miami,\n-\n-\n-\n-\n1.62\n39.\n.63\n1851\nAlbany and Buffalo,\n-\n-\n1.80\n1.86\n1.82\n38.\n.67\n1851\nNew York and Erie,\n-\n1.03\n1.624\n1.50\n47.\n.70\n1851\nBaltimore and Ohio,\n.\n-\n1.16\n0.97\n1.01\n61.\n.61\n1853\nIn this table, the items of which were gathered from the latest reports at hand, will be\nseen at how low a rate we have had to work, compared with other roads, and that even\nthe Reading railroad, with all its double track facilities, and the most favorable gradients,\nearns a higher average than we, though by far the largest part of its income is from coal :\nthis is to be accounted for only by its advantages of grade and outfit, which enable its en-\ngines to draw immense loads at moderate velocities.\nMany of the other roads embraced in the table have large portions, or an entire line of\ndouble track, and enjoy besides, a fair share-some a very large one-of travel, as well as\ntransportation of merchandize.\nWhen we shall be favored with proper railway connections at the West, to secure travel,\nand a complement of double track, to equalize and moderate the speed of the burden\ntrains, the larger proportionate income per mile run, which will follow, accompanied as it\nmust be, by a reduced expenditure consequent on improved facilities, a more agreeable\npicture must annually greet the eyes of stockholders.\nAs it is, I see no reason for a stockholder to despair. The result of a year's doings, which\nI have reported, gives encouragement to me, that under an enterprising and enlightened\npolicy, with reference to the wants of trade and the active competition which has antici-\npated, and will continue to beset the road, its annual returns will be remunerative to the\nstockholders. To the city, its success must be only advantageous.\nI owe perhaps an apology for the late day at which this report has been completed. It is\nto be found in the variety of details, to be digested, and the daily engrossment of duties,\nwhich cannot be postponed. Your own experience and reflections must, I think, confirm\nmy former statements that the time at which these annual reports are expected is quite too\nearly for a reliable and satisfactory result.\nDigitized by Google\nDoc. No. 17.\nAs this is expected to be my last report of the kind, I am desirous to leave on record\nmy appreciation of the faithful services rendered the company, and the energetic exertions\nunder difficulty, of most of the officers and employees under my official direction-sud the\nrecollection of the peculiar obstacle with which we had to contend, before the completion\nof the last two tunnels, will, I think, make it not invidious to mention, particularly, the ml\nand efficiency of Mr. John C. Jacobs, and those associated with him, who conducted with\nso much success the movements of our trains over the Kingwood and Board-tree bills.\nI am,\nVery respectfully,\nYour ob't serv't,\nWM. PARKER,\nGen'l Sup't.\na\nDigitized by Google\nDoc. No. 17.\n333\nENGINEER'S REPORT.\nBALTIMORE AND OHIO RAILROAD,\nBaltimore, October 1, 1853.\nWILLIAM G. HARRISON, Esq., President.\nSIR,\nIn submitting my present annual report, I proceed to give a brief account of the\ncircumstances which have influenced the plan, construction and cost of the road from\nCumberland to Wheeling, executed under my direction as chief engineer.\nOf the Plan of the Work.\nUnder this head is embraced the location of the line and the manner of its construction,\nwhich will be spoken of in succession.\nThe Location.-This is a subject of primary concern in every railway. There are diffi-\nculties connected with it upon almost every line, either in the face of the country or in the\ninterests which interfere to divert it from its true course. Both of these classes of obstacles\nhave embarrassed this road, and the former in an eminent degree.\nThe necessity of adhering to the territory of Virginia in seeking a route to Wheeling,\nforced the Baltimore and Ohio railroad over a country of much harder features than that\nupon which it was originally located through Pennsylvania in 1839. The mountain\nsummits were higher and more numerous, and the approaches to them on both sides more\nrugged and abrupt. After an extensive and careful system of instrumental surveys, and\nan appeal to the ablest professional counsel, the route previously recommended by myself\nwas adopted, and the road has been built upon it. It involved, in the passage of the Alle-\nghanies, a higher grade than had been previously employed upon lines of general traffic,\nand hence the several questions which arose received the closest scrutiny of the engineers\ncalled into the consultation, and whose scientific attainments and matured experience were\nassiduously devoted to their solution. That their decision was right, the working of the\nmountain grades upon this road has satisfactorily shown. That they require some increase\nof motive power was known and admitted beforehand, and the increased demand has not\nbeen greater than was anticipated. But on the other hand, they have shortened the route\nand reduced its curvatures and cost of construction to an extent which greatly preponde-\nrates in the balance of advantages. A leading objection to the use of the higher grade, its\nsupposed dangers, has been found by two full years of experience to be entirely\ngroundless. So far from being more subject to accident than other more level sections of\nthe road, they have been in fact less so, owing clearly to the greater caution observed upon\nthem. The winter of one of these years was the unusually severe one of 1851-2, and the\nsuccess with which the grades were passed through the snow and ice of that winter, must\nbe conclusive upon this ground of apprehension. Comparing now the passage of the\nAlleghany by the Baltimore and Ohio railroad with the crossing of the same chain by the\ntwo other principal lines in Pennsylvania and Virginia, we find upon the former a grade of\n95 and upon the latter one of 105 feet per mile, approaching respectively within 11 and 21\nfeet of the grade of this road. It is true that the Pittsburg and Connellsville road, a branch\nof our own, will have a grade of 66 feet, if they see fit to lose ten miles of distance to\nobtain it, and 80 might the Baltimore and Ohio, and the Pennsylvania and Virginia roads\nhave passed the mountain upon that or even a lower grade, if the engineers who have\nlocated these roads had deemed it better to develop their lines by winding around the\nspurs of the ridges, in order to secure a more gentle inclination at the expense of a vast\nincrease of distance, curvature and cost.\nDigitized by\nGoogle\n33d\nDec. No. 17.\nThe grades of the Baltimore and Ohio railroad present one feature somewhet seese\nmarked than those of its competitors for the western trade-but that is confined to the\ncentral 60 of its route of 380 miles. As a system, its grades are at least as good - there\nof its rivals, being as well or better adapted to an economical application of societant\npower, and, having the advantage of them in the best steam generating fuel of the country,\nin inexhaustible supply at the foot of its steepest ascents.\nI have touched upon this subject the rather as it appears to be still, to some extent, -\noccasion of reproach to this great work and of invidious comparison of it with other lines,\nwhich, whatever may be their merits and their importance to Baltimore or to other cities\ncompeting with her for the western trade, and severally boasting that they possess the\nbest pass over the great Alleghany barrier, can none of them compare with the Baltimore\nand Ohio railroad in directness of connection, through her Parkersburg arm, with the\ncommercial centres of the Mississippi valley.\nThe Manner of Construction.\nIn form, dimensions and material, the work has been designed with a view to emple\naccommodation and the atmost stability and permanence.\nThe breadth of road bed is for two tracks throughout the line from Cumberimi w\nWheeling, and it has been so graded, except at a few points (some of which will be mett-\ntioned more particularly hereafter) where it was necessary to contract the width in order w\nsave time in making it ready for the rails.\nThe masonry is of the best kind, and the superstructures of the bridges of the mest in-\nproved form, choicest materials, (chiefly iron,) and excellent manufacture.\nThe railway track consists of a T rail of 58 lbs. per yard, with wrought iron chaire,\nspiked upon cross ties two feet apart, and bedded in two feet of broken stone or gravel\nballast.\nThe water-houses are mostly of stone or brick, with capacious tanks and the best kind of\nvalves and discharge pipes. Those of them which are not fed by the natural flow of the\nwater, are supplied by pumps worked by steam power; and at the western end of the line\nthe water is stored during the dry season, in large reservoir dams, which will be further\nassisted by wells where necessary.\nThe engine-houses, station buildings and shops are designed to be of the most capacious\nand permanent character; but up to this time the only points at which the buildings erested\nare in this style is at Piedmont and (in part) at Wheeling. The buildings at those points\nare described in my last annual report, and I have only to add that those at Piedment are\ncompleted and occupied, while at Wheeling the inner station buildings are also finished and\nin use, except the engine and car-house on the south side of Wheeling creek (net begun,)\nand the passenger-house, which, extending over the bridge, cannot be used till the latter in\nfinished, which it will be in a few weeks. The engine-houses and shops at Wheeling have\nbeen, for want of time to erect the permanent improvements at the outer station, tempora-\nrily put up, of frame, upon a lot leased for the purpose. The accommodation at this point\nis insufficient, and the outer station buildings will be required as soon as they can be erected.\nThe delay may not have been prejudicial, as it has given further time to perfect the plan\nand arrangement of the buildings.\nAt Cranberry summit, Cheat river, Simpson's, Fetterman, Burton and Cameron, there\nare engine-houses of various sizes, and which, although of frame, are well built and will\nanswer their purposes well.\nBefore leaving the subject of station buildings, I will say that at the Parkersburg june-\ntion, a point of prominent importance upon the road, a system of buildings for the joint\naccommodation of both roads uniting at that point, is being planned and the execution of\nDigitized\nby\nGoogle\nDoc. No. 17.\n335\npart of it, needed for the accommodation of the Northwestern Virginia railroad, has been\ncommenced.\nI may repeat, of the plans of the work, that in all their details they were framed with an\neye to the full accomplisment of the objects of a great road like this, and that they have\nbeen thus executed, with inconsiderable exceptions, which press of time in opening the\nroad rendered unavoidable. These exceptions will be mentioned more particularly under\nanother head.\nOf the Progress and Completion of the Work.\nA short review of the circumstances under which the work has been carried on from its\ncommencement to its opening to Wheeling will be of interest, and throw light upon the\nimportant subject of its cost, to be afterwards spoken of.\nIn 1849 the road from Cumberland to Fetterman, 103 miles, was placed under contract\nin three successive lettings. In June 1850, 65 additional miles, and in December of the\nsame year the remaining 33 miles at the Wheeling end were contracted for-making пр\nthe 201 miles of the road. During the first year labor was superabundant. and although\nthe mountain section of the route was difficult of access for men and material, the compe-\ntition for the work among contractors was eager, and the prices at which it was let were\nconsequently low. The sparse native population, and the numerous body of foreigners\nintroduced among them, with their old country feuds and their intemperate habits, made\nnecessary the early establishment of an armed police; and in the fall of 1850, when the\nextension of the work on this and other lines carried the demand for labor beyond the sup-\nply, it became requisite to strengthen the police for the protection of the new hands, whose\nintroduction upon the line was violently resisted by the factions then in possession. Up-\nwards of 2,500 men were brought from New York in the winter of 1850-51, and distributed\namong the several contracts as far west as Cheat river, 75 miles from Cumberland; and\nalthough every proper inducement was offered to retain them, more than half soon dis-\npersed. Enough, however, were left to accomplish the intended object of forwarding the\ndifficult sections so as to permit the opening of the road to the several intermediate points\nof importance, at periods but little behind the times promised. The results of the measure\nwere well worth the expense, which was much heavier than had been expected, in conse-\nquence of the failure of the absconding laborers to reimburse the cost of their transporta-\ntion to the work. Had all remained and proved effective hands, the work would, however,\nhave been sooner and more completely done, and many costly expedients for getting the\ntrack over breaks in the road bed might have been avoided. The price of labor would\nhave been kept down, and the number of failures on the part of contractors diminished.\nThese failures, as stated in my last annual report, made it necessary to provide anew for\nthe construction of no less than 88 sections out of 200, and 28 bridges out of 114. Most of\nthe abandoned sections were never begun by the bidders to whom they were first awarded,\nand several of them were relet two or three times before their completion, and each time\nat an advance of price. The company was itself compelled to undertake and complete\n9 of the most difficult sections, and 8 of the bridges, including the 5 of the greatest mag-\nnitude on the line. The work was more faithfully and substantially executed than if done\nby contract, but its cost was the greater on that account, and was also considerably increased\nby the greater haste with which it had to be pressed forward, after time had been unavoid-\nably lost in waiting upon the delinquent contractors.\nThe causes, then, of increased difficulty in the graduation and masonry of the road, were\nthe low prices of the first set of contractors and the deficiency in the supply of hands. The\nfirst cause, it may be said, might have been avoided, but in the history of all public works\nit will be found that the temptation to take the lowest well recommended bidder has been\nirresistible; and in this particular case it can be said, in apology for that course, that if the\nDigitized\nby\nGoogle\n336\nDoc. No. 17.\nwork had been awarded to a class of contractors who would have carried it through with-\nout fail, it must have been given out at prices so much bigher as to have made it in the and\ncost much more than it has. The second cause was beyond control. At the outset of the\nwork the indications were that it would not exist, and it was brought on subsequently by\nevents not then in view. The circumstances affecting the other branches of the work, as\nrailway tracks, bridge superstructures, water-houses and station-buildings, had nothing is\nthem which require more notice than will be made when in speaking of them under. the\nnext head.\nCost of the Work.\nThe balance sheet of the company shows upon the 1st of October 1853, a\ntotal charge against the road west of Cumberlaud of\n-\n-\n7982230 as\nOf which amount there belong to interest account,\n-\n-\n565831 15\nAnd leaving for the road itself,\n-\n-\n7416399 37\nWhich will be distributed as follows, when the accounts still open with\ncontractors and agents shall be closed and carried to their proper heads:\nSurveys,\n-\n-\n-\n73360 24\nGraduation,\n-\n-\n-\n4056090 23\nMasonry,\n-\n-\n.\n709627 11\nRailway tracks,\n-\n-\n-\n2022188 33\nBridge superstructures,\n-\n-\n235715 93\nRight of way,\n-\n-\n-\n150208 39\nWater stations,\n-\n-\n-\n98502 42\nAll other expenditures,\n-\n-\n70706 72\n\"To which must be added for balances due contractors and\nsuspended by legal proceedings,\n-\n48985 75\nAnd the total cost of the road to October 1st, 1853, will be\n7465385 12\nThe further expenditure required to complete the unfinished work now\nin hand, and to provide the security and accommodation indispensable to\nthe character and purposes of the road, is shown as follows, under the se-\nveral classes above specified.\nGraduation:\nWidening excavations and embankments to full double track\nbreadth at all points excepting tunnels,\n-\n100000 00\nMasonry:\n1. Widening, walling and arching all of the\ntunnels on the road,\n-\n-\n300000 00\n2. Other masonry,\n-\n.\n10000 00\n310000 00\nBridge superstructure:\nCompleting the iron bridge over Wheeling creek at inner\nstation,\n-\n-\n.\n-\n5000 00\n$\n415000 00\n* These accounts were not closed on the books on October 1st, hence they are not embraced in the pro-\nsent balance sheet.\nDigitized by\nGoogle\nDoc. No. 17/\n337\nStation buildings:\n1. Completing Wheeling inner station,\n12000 00\n2. Engine and car-house south of creek at do.\n10000 00\n3. Passenger and freight-houses and platforms,\nwood-sheds, dumping boxes, cattle shutes,\ncoal bins, &c. along the line,\n-\n28000 00\n4. An additional engine-house and other build-\nings at Piedmont,\n.\n25000 00\n5. Improvement of Wheeling outer station,\n110000 00\n185000 00\n600000 00\nAnd increasing the cost of the road at the rate of 40126 per mile, or\n8065385 12\nWhen this amount shall have been expended upon the work, it will be in a condition to\ncarry as large a trade as is likely to pass over it until the opening of the Parkersburg line.\nThe total length of track, besides the main line, between Cumberland and Wheeling, is, at\nthis date, 213 miles, and with the facility for passing trains which is given by the part of\nthis track applicable to that purpose, a large movement can be maintained-although ne-\ncessarily the business would be done with increased safety and economy with a greater\nproportion of double track. When the great accession to be expected from the more\ndirect line to Cincinnati takes place, the track must doubtless be doubled from the Junction\n74 miles to Piedmont, eastward of which it will already have been furnished with two\ntracks.\nOf the work just enumerated, that under the head of bridge superstructure, and estimated\nat $ 5000, will be completed by the end of the present year, and also the item of 12,000\nbelonging to the Wheeling inner station. Under the head of station buildings, the 3d item\nfor passenger and freight-houses, &c., and amounting to 28,000, is being done (as india-\npensable to the operations of the road) from month to month as the wants of the road re-\nquire, and will be completed within the ensuing year.\nThe work under the divisions of graduation and masonry, is not yet commenced, and\nawaits the instructions of the board. The tunnel masonry particularly ought to be exp-\ncuted with as little delay as possible. The tunnels of the road being, with two or three ex-\nceptions, in slate rock, which promised to stand very well when first excavated, but crum-\nbles with time, have required a very expensive system of timber propping, which has\nalready cost upwards of 40,000. The longer it is continued the more it will itself cost,\nand the more expensive it will make the permanent arching by which it is to be succeeded.\nAs a measure of economy therefore, if not of safety, this work should be begun without\nloss of time, and the rather, as its progress must necessarily be slow. The side walls would\nbe first erected of stone and the timbers then be removed and replaced by the brick arch.\nThe remaining work, making the 2d, 4th and 5th items under the head of station buildings,\nshould be done in all the coming year-and the work at Piedmont and the Wheeling outer\nstation should early claim attention.\nThese important works remain to be completed in order to give the road in a fair do-\ngree the character of a finished line; yet, considering the circumstances which attended its\nfirst opening. and that but nine months have elapsed since then, we may with truth assert\nthat the road is at least as well advanced towards its real completion as the other great lines\nof the country were at an equally early period after they were nominally finished. The\nbed of the road from Cumberland to Wheeling is in good condition, the heavy embank-\nments having become 80 far consolidated as to be quite safe when properly attended to.\nThe great bugbear of the traveler, turned from his intention to pass over the Baltimore\nand Ohio railroad by the runner of some rival route, who has described the terrors of the\n43\nDigitized\nby\nGoogle\nDoc. No. 17.\nor trestle work, in terms such as one of his craft could alone compose, has at\nppeared, and the trains now roll over the broad platform of the great iron visa\nin snans the chasm, as sufely and more noiselessly than they do over the famous\nof the Erie railroad. The other viaducts of all classes are of the best con-\n3 the best condition. The track is in good adjustment, and the trains tra-\nI with a regularity surpassed проп no other section of this or any other road in the\ntry. Under these circumstances the fears of the public which have been excited by\nwe unserupulous assertions of the agents of other lines, must soon subside, and this mag-\nnificent route over the mountains become as popular a highway for travel as any of in\ncompetitors.\nComparison of Estimate and Expenditure.\n1. Comparison with revised Estimates.-In my last annual report, I presented the\nseveral estimates in a series, commencing with the first one submitted in February 1849,\nand following with the revisions made from time to time, up to the one offered at the date\nof that report, October 1st, 1852, and which ámoun ed to\n-\n6875277 00\nThis sum was intended to represent the cost of the road to the time of its\nbeing opened for trade and travel to Wheeling, which it was, although in an\nimperfect manner, on the 1st of January 1853.\nThe actual cost, however, as appears from the balance sheet (with the above\nstated addition of balances on accounts not closed at the date to which the\nbooks were made up,) is\n7465385 00\nAnd the estimate appears to be deficient 81 per cent. of its amount, or\n$590108.00\nAn analysis of this excess would enable me to account for it satisfactorily-but as this\nwould require a considerable detail of items, and occupy more space perhaps than should\nbe appropriate to such a discussion, I refrain from it, and proceed to present some facts\nrelating to the estimates and expenditures, which will shew that due care had been main\nto reach correct conclusions in regard to the probable cost of the work at the period at\nwhich the board determined to commence its construction, and were influenced in that\ndecision by the report of their engineer.\n-\n2. Comparison with original estimates.-In my report upon the cost of the road in\nFebruary 1849, I stated it, upon the route then first surveyed, and upon which it was\ndesired to build it, at\n- 6865012 00\nWhich amount, as stated in my last annual report, would have been increased\n436276, or to\n-\n7301288 00\nUpon the new route subsequently adopted at the west end of the road, under\nthe decision of the board of arbitrators.\"\nComparing this last amount with the actual cost of the road up to the present date,\nOctober 1853, and after the first division of the road has been in use for two and a quarter\nyears, and the last division for nine months, it is seen that the addition has amounted to\nbut\n-\n-\n-\n-\n164097 00\nTo which must be added however for tunnel masonry, included in the one\nand not in the other account,\n.\n-\n-\n-\n250000 00\nAnd the deficiency will stand\n-\n-\n-\n414097 00\nOr but 6 per cent. upon the estimate of February 1849.\non\nDigitized by Google\nDoc. No. 17.\n332\nThe whole sum expended by the road department\" upon the road after the track came\ninto use, and charged to construction account, is 553517, or 3139420 more than the\ndeficiency of 414097 ; so that if we deduct from the cost of road, the amount spent upon\nit after it was opened, it will be seen that the road has been made passable for the trains by\nthe expenditure of $139420 less than the original estimates-or nearly 2 per cent. upon\ntheir amount.\nThe liberty to fall back upon those estimates, in view of which the company determined\nto prosecute the work, will be conceded to the engineer, should his subsequent revisions\nof them fail to be sustained by the result; and in the use of the privilege there is shows\nthis close correspondence between estimate and expenditure in a general comparison of\nthem.\nIf now we make another and more detailed examination of the subject, we notice the\nfacts stated as follows:\nThe original estimates were made, for most of the route, upon lines very hastily located,\nor but experimentally surveyed, and from which the data derived were imperfect. When\nthe line, in its several divisions, was afterwards prepared for contract, and detailed estimates\nmade from accurate measurements and computations, founded in many instances upon\nlines entirely different from those on which the previous general estimate was based, a\nrevised estimate was submitted to the board, along with the proposals of the contractors,\nand the comparison of their bids was with this new estimate. If we take it then as the\nstandard of comparison, the following will be the results, under the several heads:\nGraduation:\nEstimated cost, as presented at the several lettings of the work, for com-\nparison with the bids,\n-\n-\n-\n-\n4105996 00\nActual cost to October 1, 1853,\n-\n-\n4056090 00\nAdd balances due contractors,\n-\n-\n48986 00\nestimated cost of completion,\n-\n-\n100000 00\n4205076 00\nDeduct engineer and police department,\n-\n179399 00\n4025677 00\nAnd the actual cost falls within the estimates 2 per cent. of their am'nt, or\n$ 80319 00\nMasonry\nEstimated cost as presented at the several lettings of the work for com-\nparison with bids,\n-\n-\n-\n-\n-\n526213 00\nActual cost to October 1, 1853,\n-\n-\n709627 00\nAdd estimated cost of completion, excluding tunnel masonry,\n10000 00\n719627 00\nDeduct engineer and police department,\n-\n5748 00\n713879 00\nAnd the actual will exceed the estimated cost,\n-\n$187666 00\nThe excess is 36 per cent., resulting in part from the increased dimensions of the prin-\ncipal bridges, due to changes in the location and plans upon the first division of the road,\nrequired by the arrangement with the canal company, and upon the sixth division at the\ncrossing of Wheeling creek; in part also to an improvement in the quality as well as cost\nof the masonry attendant upon the erection of the five principal bridges by the company's\nagents, after their abandonment by contractors; and, in a great degree, to the serious and\nunforeseen difficulties met in the Monongahela viaduct.\nDigitized\nby\nGoogle\n340\nDoc. No. 17.\nBridge superstructures:\nEstimated cost originally submitted,\n175000 00\nActual cost to October I, 1853,\n235716 00\nAdd amount required to complete Wheeling bridge,\n5000 00\n240716 00\nDeduct cast iron viaducts on Cheat river not in-\ncluded in first estimate,\n46670 00\nDeduct increase in Wheeling creek bridge, due\nto entire change of location and plan,\n8762 00\nDeduct engineer department charged to this account,\n3157\n00\n58589 00\n182127 00\nThe excess is thus reduced to\n-\n-\n$7127 00\nOr 4 per cent. upon the estimate; and with this trifling addition to the expenditure #\nmore superior class of structures has been erected than was contemplated in the original\nestimates-especially in the Monongahela viaduet, 650 feet long and entirely of iron.\nRailway tracks:\nEstimated cost first presented, 200 miles at $10,000 per mile, including allow-\nance of 10 miles for sidings,\n,\n.\n2000000 00\nActual cost to October 1, 1853,\n-\n2022188 00\nDeduct 12] miles of additional track not included in\nestimate, at $10,000 per mile,\n126667 00\nDeduct engineer department charged to this account, 6675 00\n133342 00\n1888846 00\nAnd the actual falls within the estimated cost,\n$111154 00\nOr 5 per cent. upon the latter.\n(\nThere are 201 miles of main and 21] miles of side track in the road.\nDepots and water stations:\n(\nEstimated originally at\n-\n-\n-\n-\n-\n$105750 00\nThe expenditures under this head are carried in the books to\nthe real estate account, and the amount paid for property and\n:\nimprovements west of Cumberland, up to October 1, 1853,\nwhen open accounts are closed, will be\n-\n-\n301208 00\nFrom which deduct Wheeling property,\n-\n-\n103487 00\nAnd there is left,\n.\n-\n-\n.\n197721 00\nAdd water station account,\n-\n-\n-\n98502 00\nAnd the total is\n.\n-\n-\n.\n8\n190473 00\nExcess of cost over estimate,\n-\n-\n190473 00\nThis branch of the work admits, in truth, of no comparison between estimated and\nactual cost. The general idea at the outset was to erect the several buildings of the most\ncheap and temporary kind, merely to permit a commencement of the business of the road,\nand to begin enlarging at the moment of opening the line. There was more serious error\nin the view with which this item was regarded than in any other; and it is not the first\nrailroad upon which a similar oversight has been committed, as the allowance made for\nthese indispensable appurtenances is usually much too small. The stations of the road\nDigitized by Google\nDoc. No. 17.\n341\nhave already grown, at the end of the first year, to an extent represented by a capital of\nupwards of 400,000, and when the required additions are made, will reach some\n600,000 for the road west of Cumberland. A fair comparison, however, between the\nestimate and expenditure under this head, would show an excess in the latter of about\n100,000. (supposing the establishment to have been. as was contemplated. just enough\nto begin business with after the opening of the line to Wheeling.) I make the comparison,\nbowever, with the amounts as they stand above, deducting only the item of \" Wheeling\nproperty,\" not at all in my contemplation, as I had supposed the donation of the city of\nWheeling would provide sufficient grounds within that city free of cost. It has been\nfound necessary, however, to make the additional investment shown by the amount here\nexhibited.\nRight of way:\nEstimated cost,\n-\n-\n-\n.\n-\n100000\nActual cost to October 1st,\n-\n-\n-\n-\n-\n150209\nExcess of cost,\n-\n-\n-\n-\n-\n50209\nUpon this item there is little to be said in explanation, further than that the unsettled\ncharacter of the country along most of the route, and the favorable feelings of the popu-\nlation at first towards the road, induced the hope, but partially realized, that gratuitous\nreleases and moderate demands of damages would be more numerous than they proved to\nbe. The total is, however, small for a line of 200 miles, amounting to but about 750 per\nmile, the right of way between Hurpers Ferry and Cumberland having cost $2,500 per\nmile.\nEngineer and police department:\nThe charges under this head are embraced in the company's books under the heads of\nsurveys, graduation, masonry, railway tracks, bridge superstructures, depots and contin-\ngencies, from which, it will be seen, they are deducted in the above statements. The\naggregate expense is as follows:\nSurveys,\n-\n-\n-\n-\n-\n-\n73360\nSuperintendence of construction,\n-\n-\n-\n-\n179518\nPolice, (part of it borne by company,)\n-\n-\n-\n-\n20491\n273369\nThe item of surveys did not enter at all into the original estimates of cost, although they\nappear in the following summary for the purpose of comparison.\nThe only remaining heads of expenditure consist of\nEngineers' houses,\n-\n-\n-\n-\n-\n60773\nCoal mines,\n-\n-\n-\n-\n-\nI\n-\n10194\nContingent expenses,\n-\n-\n.\n-\n34484\nDeduct engineer department,\n-\n-\n-\n-\n5030\n29454\nAnd amounting in the whole to\n-\n.\n$ 45721\nThe first two of the above items are carried on the books to the real estate account.\nNone of the three items have corresponding particulars in the original estimates, and con-\nsequently there can be no comparison with them. The opening of coal mines was not\nthen contemplated. The houses erected for the shelter of the engineers superintending\nthe construction, have since been used by the supervisors and hands; and it has been\nfound necessary to put up a number of buildings in addition for a similar purpose, which\nhave gone into the construction account, (under the head of railway tracks,) although not\nspecifically estimated for.\nDigitized by Google\n348\nDoc. No. 17.\nRecapitulating the preceding details, the following is the result :\nHEADS OF EXPENDITURE.\nOriginal\nActual Cost.\nDifference.\nSurvey\n73360\n73360\nGradumbon,\n-\n-\n.\n-\n4105996\n4025677\nBUSID\nMasopry,\n-\n-\n-\n536213\n713879\n177685\nBridge =nperstructures,\n-\n-\n-\n175000\n1821271\n7127\nRailway tracks,\n-\n-\n-\n2000000\n1800846-111154\nDepots and water stations,\n-\n-\n-\n106750\n296923X\n190473\nRight of way,\n-\n-\n-\n-\n100000\n150209X 50209\nMiscellaneous,\n-\n-\n-\n-\n28329\n245730\nX217401\n7124648\n7576051\nX 451408\nThe final excess of expenditures over original estimates in the preceding detailed com-\nparison of specific items, is $ 451.403, or 61 per cent. upon the estimates. which will be\nadmitted to be a moderate increase upon a work of such magnitude, complication and\ndifficulty.\nTo make the total of the column of original estimates agree with that of p. - and which\nis 7,301,288, we must deduct from the latter 250.000, the original estimate for teams\narching, and add 73,360 for surveys. To make the total of the column of notual cost\nagree with that of page -, and which is 8,065,385, we must deduct from the latter\n300,000, the present estimate for tunnel arching; $185,000 for station grounds and build-\ninga: and 4,334 for miscellaneous expenditures. These several items are not included\nin the table, the object of which was to compare the estimated and actual cost as specifically\nas possible, and not to include particulars resting as yet in estimate only.\nIf. however, we discard these details and look only to the general aspect of the compari-\nson, we find that an expenditure of $139,420, or about two per cent. within those estimates\nwas sufficient to open the track for use, and that with the subsequent expenditure of up-\nwards of half a million of dollars. in perfecting and maintaining the work, the excess in\nswelled to but 6 per cent. beyond the estimates. and finally, that when all the projected works\nabove specified are finished and the road supplied with the appurtenances necessary to its\nbusiness, the increase will amount to no more than the difference between 8,065,385 and\n$ 7 374,648, or $ 690,737, which is 91 per cent. upon.an estimate obviously never intended\nto provide for many of them.\nIt becomes me, however, and every engineer, frankly to admit, that after all that can be\nsaid in justification of short comings in estimates, indulgence must be asked for errors\ninseparable from what is necessarily so subject to contingencies beyond human foresight\nor control.\nIn speaking of the additional charges against the construction account since the opening\nof the road, I have used the term \" maintenance.\" inasmuch as the cost of adjustment of\n92 mi'es of track for a period of one year has been carried to that account, with an only\nof $1.082 per mile. In addition to this charge against construction, there has been charged\nto the repair account a total amount of $160,626 55, which sum represents the maiute-\nnance of 188 miles of road for a period of one year, at the rate of 854 per mile per annum\nThe expenses of maintenance began to be charged to the repair account at the following\nperiods, for the divisions of the road enumerated below, viz:\nFrom Cumberland to Cranberry summit, 63 miles, October 1, 1851.\nCranberry summit to Fetterman, 40\n\"\nJuly\n1,\n1852.\nFetterman to Fairmont,\n20 \" March 1, 1853.\nFairmont to Wheeling,\n78 \"\nDoc. No. 17.\n343\nThe half of the road east of Fetterman was turned over to the repair account an average\nof about three months, while the half west of that point has been kept under the construe-\ntion account to the present date, nine months after the trains began their trips. The cost\nof additional ballast, adjustment of track, removal of slides. and making up of embank-\nments upon a new road bed, chiefly located upon the steep bill sides of the mountainous\ncountry, has been very heavy up to this time, but must now be rapidly reduced; and I am\ninformed by the able and experienced master of road, W. Bollman, Esq.. that, during the\ncurrent year, he estimates that the maintenance of the road will not exceed $ 600 per mile\neast, and 900 per mile west of Fairmont-which would make the aggregate from Cum-\nberland to Wheeling $144,000, or 720 per mile per annum. instead of 854 per mile,\nthe proportion borne by repairs, besides the $1.082 per mile by construction.\nIt was proper to charge the cost of maintaining the road to construction, during the\nperiods mentioned, although the account might have claimed its proper share of credit for\nrevenue simultaneously earned.\nI have given these details upon the subject, as they are interesting in connection with the\nhistory of the road in its new and imperfect state, which will now give place to a more\nfinished and satisfactory condition.\nThe following notices of the dimensions and cost of some of the principal works upon\nthe line will be of interest to the board and the public.\nTunnels:\nThere are twelve tunnels on the road from Cumberland to Wheeling, varying in length\nfrom 112 to 4,100 feet, and of a total length of about 10.500 feet, or two miles. They are\nin general excavated 24 feet wide and 22 feet high. and, before the lining of masonry is\nintroduced, will be widened sufficiently to give between the side walls a clear breadth of\n22 feet, affording ample room for a double track. Out of the twelve tunnels, only three\nwere cut from 16 to 18 feet wide, to save time aud facilitate timbering. The prices\nwere from $ 2 to 3 per cubic yard.\nThe following tunnels, with their approach cuts, will, when finished and arched, have\ncost as below:\nThe Kingwood tunnel, 4100 feet long,\n-\n-\n-\n460000\nBoard-tree tunnel, 2359\n\"\n-\n.\n-\n-\n265000\nWelling tunnel, 1250\n\"\n-\n-\n-\n-\n120000\nThe first of these was worked with three shaft and the second with two, the depth of all\nthe shafts being about 170 feet; the last was worked without any shafts. The tunnels were\ndriven rapidly, and might have been completed sooner than they were, with better manage-\nment on the part of the contractors and a fuller supply of suitable labor. As it was, the\nexcavation of the Kingwood tunnel and its cuts was completed in two and a half years;\nthe Board-tree in two and a quarter years, and the Welling tunnel in one and three-quarters\nof a year. All of these tunnels were but little troubled with water, and in slate rock of\nnearly horizontal strata and very favorable for drilling and blasting. The Kingwood tun-\nnel for one-half its length has a good limestone roof, but its sides are of slate and subject to\ncrumble.\nViaducts:\nOf the 114 bridges, large and small, the following are worth noticing:\nCumberland viaduct, 14 brick arches of 50 feet span, and 13 feet rise-on stone piers\nand abntments, limestone and sandstone, founded on rock where exposed to water.\nWhole length about 850 feet, and height above Wills' creek 28 feet: the brick arches laid\nin hydraulic cement, and with a peculiar description of bond which ties in both directions.\nCost of this bridge, ( 50 per perch,) 66,167.\nDigitized\nby\nGoogle\n341\nPotomac viaduct, 21 miles from Cumberland, consisting of two spans of 156 feet each.\nPiers and abutments of limestone, on rock foundations. and superstruc ure of timber and\niron. The trusses are supported by a wrought iron parabolic suspension chain, stiffened\nby diagonal rods.\nCost of masonry. ($11 per perch.)\n-\n.\n-\n27486\nsuperstructure, ($ 45 per foot,)\n-\n-\n-\n-\n14039\nTotal cost of viaduct,\n-\n-\n-\n- 415:5\nSavage viaduct, over the Potomac at the mouth of Savage river, 30 miles from Com-\nberland. Three arches, 56 span each. built of white sandstone. Roadway 50 feet from\nwater surface. Foundations partly rock and partly timber. Cost of bridge, ($9 75 Fer\nperch,) $ 61.535.\nYoughingheny viaduct, across the river of that name. 55 miles from Cumberland. One\nspan of 180 feet. Abutments of white sandstone on rock foundation. Superstructure,\ntimber and iron upon Fink's plan of suspension truss. Height of floor from low water\n25 feet.\nCost of masonry, ($ 8 per perch.)\n-\n-\n-\n-\n6798\nsuperstructure, ($ 53 50 per foot,) -\n-\n-\n-\n9657\nTotal cost of viaduct,\n-\n-\n-\n- 16445\nChent river viaduct, seventy-five and a half miles from Cumberland. Two spans, one of\n180 and one of 132 feet; elevation of floor from low water, 27 feet. Pier and abutinents\nof blue freestone of remarkably fine quality. Foundations, rock and timber, each in part.\nSuperstructure, timber and iron. Fink's truss.\nCost of masonry, ($6 per perch.)\n-\n-\n-\n9654\nCost of superstructure, ($ 54 per foot,)\n-\n-\n16580\nTotal cost of viaduct,\n-\n-\n-\n$ 96231\nTray run and Buck-eye hollow viaducts, one and a half miles west of the Cheat river\ncrossing, and seventy-seven miles from Cumberland. These structures are of C 1st iron\nconnected by wrought iron bolts and rods. They consist of columns, inclined so as to give\ngreater width of base and more stability, connected by arches of open work, the whole eye-\ntem firthly united by proper ties. The columns rest on pedestals supported on the stone\nwalls built across the deep beds of the two ravines mentioned, and which walls it was ori-\nginally designed to continue up to the road level. The length of the Tray run viaduet is\n445 feet. and its height from the top of the wall 58 feet. Width on top, between parapet\nrailings. (which are 4 feet high.) 28 feet. Floor of heavy planking between the floor beams\nsupporting the rails.\nThe Buck-eye hollow viaduet is 340 feet long and 46 feet high from top to wall-width\nand finish on top same as other.\nCost of Tray run viaduct-stone work,\n-\n-\n-\n7579\niron\n.6\n-\n-\n-\n28470\n36049\nCost of Buck-eye hollow-stone work,\n-\n-\n-\n5825\niron\n\"\n-\n-\n-\n18300\n24025\nTotal of the two,\n-\n-\n-\nCONTA\nThose beautiful and substantial structures were designed by Mr. Albert Fink. my present\nprincipal assistant, whose talents and taste have been nowhere displayed to greater advan-\ntage than here.\nDigitized\nby\nGoogle\nDoc. No. 17.\n345\nMonongahela viaduet, one mile above Fairmont and 1221 miles from Cumberland.\nThree spans of 200 ft. each, on a skew line of 36 degrees from the perpendicular. Height\nof flow from low water, 38 feet. Abutments and piers of gray sandstone. Foundations\nrock, and those of the piers, especially the eastern, being very difficult, owing to the deep\ndeposit of sand and logs in the river bed. Depth from low water surface to rock 22 feet.\nSuperstructure altogether of iron except floor beams. Fink's suspension truss. The track\nwas carried across the river upon a trestle bridge 12 months before the viaduct was finished,\nand much trouble and expense were incurred in protecting it from and repairing damage\nto it by floods, which were frequent.\nCost of masonry, ($ 14 per inch,)\n-\n.\n-\n-\n98987\nCost of superstructure, 63 per foot,)\n-\n-\n-\n39205\n# Total cost of viaduct,\n-\n-\n.\n-\n138192\nWheeling creek viaduct-Two spans of 75 feet each-height of floor from low water\n39 feet-pier and abutments of gray sandstone-foundation on timber protected by sheet\npiling and heavy stone riprap. The superstructure consists of five trusses, carrying side\nby side the five tracks which cross the creek, three of which belong to the freight and two\nto the passenger station. The trusses are entirely of iron and underneath the road level.\nThe total breadth of the bridge floor is about 80 feet. The passenger building extends over\nthe two tracks connected with it on the bridge, which thus forms a part of the station.\nCost of masonry, ($ 6 75 per perch,)\n-\n-\n-\n-\n48641\nCost of superstructure, ($ 25 per foot for each track,)\n-\n-\n-\n18762\nTotal cost of viaduct,\n-\n-\n-\n-\n67403\nStation Buildings.\nPiedmont:\nEngine-bouse.-A sixteen sided polygon, (for the same number of engines,) 150 feet inte-\nrior diameter-walls of brick, on stone foundations; roof of iron, supported from the\nground within the walls of the building, by leaning columns resting on stone pedestals, and\nrunning up to the lantern. The covering is of sheet iron on light wooden rafters. The\npeculiarity of the structure is the independence of the roof upon the walls, which are\ntherefore made much lighter. Cost of house, $13,064. The roof of this building was\nerected in winter, at increased cost on that account.\nWork shop.-This building is 320 feet long and 100 feet wide, with a transept 150 wide,\na blacksmith shop occupying one end, and car repairing shop the other, the engine repairs\nbeing done in the intermediate part. The walls are of brick, on stone foundations, and the\nroof of wood and iron. This is a spacious and convenient structure, built in the best man-\nner, at a cost of $ 22,902.\nWater-house-of brick and stone, with three large tank reservoirs, holding 25,000 gal-\nlons each-the water raised from the Potomac river by two powerful hydraulic rams.\nCost of house, $ 2,600.\nWheeling inner station:\nFreight-house-340 feet long by 94 wide-with four tracks, a transverse table at the north\nend, and two platforms, respectively 20 and 30 feet broad. Offices (two stories in height)\nin the front on Quincy street, and an office also at the back end. The roof is of timber\nand iron, covered in part with gravel and pitch composition, and in part with sheet iron.\nThe roof trusses are supported by dressed freestone pillars; the foundations of stone\n* The cost of this viaduct has been much exaggerated by reports from its vicinity, a paragraph copied in\nthe Baltimore Sun of July 18th, 1853, having made it $ 490,000 1\n44\nDigitized\nby\nGoogle\nDoc. No. 17.\nalls of brick. The finish of the whole is plain, neat and substantial.\n7,000.\n30 feet front and about 70 feet deep, with a roof supported on posts,\n90 feet over the two tracks on the eastern half of the breadth of the\nThe house is of brick, two stories high, with a square tower rising\ne ground. The hall and apartments on the first floor are of sufficient\nsions\nall the conveniences required for passengers, and the second floor con-\neral commodious offices. A baggage room occupies the space between the pas-\nd freight-houses, and unites the two buildings.\nassenger-house,\n-\n-\n.\n.\n5000 00\nhed over bridge,\n-\n-\n-\n8000 00\ntal cost of passenger buildings,\n.\n-\n-\n$ 13000.00\nof freight and passenger buildings together,\n-\n.\n$40000.00\nConcluding Remarks:\nroad was made ready for the passage of trains from Cumberland to Wheeling on\nB 1st of January 1853, as promised two years before-but it was not prepared for effec-\ne business until the 1st of April following, when the Board-tree tunnel, 40 miles east of\n: was first passed through by the trains. The road bed and track at that end of\nvere necessarily in bad condition during the winter, in the midst of which it was\nnto use. The working of the switch tracks at the tunnel was successful and safe.\nor two occasions, as many as 50 cars, with 400 tons of freight, and a passenger\nurain each way, having been taken over the hill in a day by four first class locomotives, each\nround trip making a run of ten miles. No accident, involving more than a short detention,\nhappened during the working of these grades for nearly five months, under the careful and\njudícious management of Mr. John Jacobs, one of the company's superintendents of Ioco-\nmotive power, who was stationed at the ridge. The operation was troublesome and expen-\nsive, but it was well to resort to it for the earlier completion and opening of the line, which,\nbut for this and other expedients, would have been much delayed, and in the main, to the\nserious disadvantage of the company. In all the measures by which the advance of the\nwork was expedited, so as to permit the result upon which the public expectation had no\nlong fixed itself, to be realized, I was seconded ably and devotedly by the assistant engi-\nneers mentioned in my last annual report; and to no officer of the service under as are\nwarmer acknowledgments due than to the energetic, experienced and faithful superinten-\ndent of the track-laying party, Mr. Roseby Carr.\nAll of which is respectfully submitted.\nBENJ. H. LATROBE,\nChief Engineed.\nDigitized by Google\nDoc. No. 17.\n347\nI.\nNames and Lengths of Sidings upon the several Sub-Divisions of the Baltimore\nand Ohio Railroad, (Main Stem,) September 30th, 1853.\nNo. of divisions.\nNAME OF SIDING.\nKind of rail.\nLength in feet.\nIncrease.\nDecrease.\n1st\nMount Clare,\n-\n-\n-\nPlate,\n29748\n\"\n\"\n-\n-\n-\nT\n2744\n\"\n\"\n\"\n-\n.\n-\n8904\n2998\nEutaw Street,\n-\n-\n-\nHoward Street,\nf\n1908\n1908\n-\n-\n1908\n1908\nStock Siding,\n-\n-\nPlate & T\n2676\n1000\nCamden Station,\n.\n-\nT\n15950\n15950\nTonnage\n\"\n-\n-\n2300\nBailey's Sidings,\n\"\n-\n-\n1935\n1935\nLocust Point Junction,\n-\n.\nPlate & T\n2025\nFour-Mile House,\n\"\n-\n-\n490\nVinegar Hill,\n-\n-\nPlate\n200\nRelay Station,\n\"\n-\n-\n400\nAvalon\n\"\n-\n-\nPlate & n\n600\nIlchester \"\n-\n-\nPlate\n550\nStone Quarry Station,\n\"\n-\n-\n100\n\"\n.\nEllicotts' Mills,\n\"\n.\n-\n2240\n-\n760\n-\nUnion Switch,\n\"\n-\n-\n4115\n115\nHollofields,\n\"\n-\n-\n-\n375\n25\nPhillipps,\n\"\n-\n-\n-\n180\n50\nReese & Mills,\n\"\n-\n-\n150\nEllicotts' Siding,\n\"\n.\n-\n400\nLocust Point,\n\"\n-\n-\n11128\n2138\n91026\n28027\n760\n2d\nElysville,\n-\n.\n-\nT & Plate\n1650\n1050\nLime Kilns,\n-\n-\n.\nPlate\n300\nDorsey's Run,\n\"\n-\n-\n300\nWarfield's Lime Kilns,\n\"\n-\n-\n225\nPutney & Riddle,\n\"\n.\n-\n2250\nWoodstock,\n-\n.\n\"\n-\n2425\n2200\nHerbert's Lime Kilns,\n\"\n.\n-\n75\nMarriottsville,\n\"\n-\n-\n3225\nRowles' Lime Kilns,\n44\n-\n-\n300\nSoap Stone,\n\"\n-\n-\n225\nElla Furnace,\n\"\n.\n-\n1613\n1150\nSykesville,\n\"\n.\n-\n910\nGaither's\n\"\n-\n-\n4140\nHood's Mills,\n\"\n-\n-\n2620\n690\nMorgan's\n\"\n-\n-\n275\nWoodbine,\n\"\n-\n-\n450\nPlane No. 1,\n\"\n-\n-\n5280\nBentz' Siding,\n\"\n.\n-\n420\n26683\n5090\nDigitized by Google\n348\nDoc. No. 17.\nI--Continued.\nNo. of divisions.\nNAME OF SIDING.\nKind of rail.\nLength in feet.\nIncrease.\nDecrease.\n3d\nPlane No. 1,\n-\n-\nPlate\n1320\nMount Airy,\n-\n-\nT\n4360\nPlane No. 4,\n.\n\"\n-\n2600\nBarthlú Water Station,\n\"\n-\n-\n250\nMonrovia,\n\"\n-\n-\n450\nIjamsville,\n-\n:\n-\n375\nHoffman's Water Station,\n\"\n-\n800\nReel's Mill,\n-\n\"\n-\n196\nDelaplane's\n\"\nI\n-\n260\nMonocacy,\n-\n\"\n-\n1840\n1000\nCronise's,\n\"\n-\n-\n152\nBurgees,\n-\n-\n\"\n300\nEngine-House No. 4,\n\"\n-\n-\n772\n13675\n1000\n4th\nMonocacy Bridge,\n-\n-\nPlate\n1800\nPhlegr's Lime Kilns,\n\"\n-\n-\n1000\nLime Kilns Switch,\n\"\n-\n-\n160\nMyers'\n\"\n\"\n-\n-\n125\nBuckeystown,\n\"\n-\n-\n4590\nDavis' W. House,\n\"\n-\n-\n470\nDoubs'.\n\"\n-\n-\n442\nPoint of Rocks,\n\"\n-\n-\n3200\n1000\nCatoctin,\n\"\n-\n-\n528\n200\nBerlin,\n\"\n-\n-\n1779\n200\nFurnace,\n\"\n-\n-\n758\nKnoxville,\n\"\n-\n-\n428\nWeverton,\n\"\n-\n-\n3555\n3000\nSandy Hook,\n-\n-\nn\n4050\n1000\nGibson's W. House,\n-\n-\nPlate\n520\nMiller's Narrows,\n.\n\"\n-\n1700\nEast end H. Ferry Bridge,\n-\n**\n220\n25325\n5400\n7th\nHarper's Ferry,\n-\n-\nn\n1660\n500\nPlacher's Mill,\n-\n-\nPlate\n160\nClark's Quarry,\n-\n-\nn\n280\nDuffields,\n\"\n-\n-\n1476\nKerneysville,\n\"\n-\n-\n2600\nDunnington,\n-\n-\nPlate\n200\nFlagg's Mill,\n-\n\"\n-\n100\nMartinsburg,\n-\n-\nPlate & n\n18205\n5595\nMcClure's Mill,\n\"\n-\n-\n180\n24861\n6095\nDigitized by Google\nDoc. No. 17.\n349\nI-Continued.\nNo. of divisions.\nNAME OF SIDING.\nKind of rail.\nLength in feet.\nIncrease.\nDecrease.\n6th\nWest of Martinsburg,\n-\nT\n5000\n5000\nHedgesville,\n-\n.\nPlate & N\n4189\nBack Creek,\n\"\n-\n-\n361\nCherry Run,\n\"\n-\n-\n3521\nSleepy Creek,\n\"\n-\n-\n646\nLicking Water Station,\n\"\n-\n400\n14117\n5000\n7th\nHancock,\n-\n-\nPlate\n5052\n230\nSir John's Run,\n\"\n-\n-\n4090\nBruce's,\n\"\n-\n-\n340\nStone Quarry,\n\"\n-\n-\n300\n300\nWillet's Run,\n\"\n-\n-\n1520\n800\nRockwell's Run,\n\"\n-\n-\n3082\n14384\n1330\n8th\nRockwell's Run,\n-\n-\nPlate\n2072\n347\nDoe Gulley,\n\"\n-\n-\n2000\nNo. 12 Water Station,\n\"\n-\n7823\n3879\nPaw Paw,\n\"\n-\n-\n155\nLittle Cacapon,\n\"\n-\n.\n75\n1\n12125\n4226\n9th\nLittle Cacapon,\n-\n-\nn\n2740\nFrench's Dépôt,\n-\n.\nPlate\n300\nGreen Spring Run,\n-\nn\n4440\n1700\nPatterson's Creek,\n\"\n-\n2440\nVulcan Switch,\n\"\n-\n-\n200\n200\nCumberland,\n\"\n-\n-\n11658\n\"\n\"\n.\n-\n4596\n\"\n\"\n-\n-\n2720\n\"\n\"\n-\n-\n323\n323\n29417\n2223\n10th\nCumberland,\n-\n-\nT\n1124\n1124\nBuck Lodge,\n\"\n-\n-\n300\nBrady's Mill,\n\"\n-\n.\n3100\n2000\nRawlin Water Station,\n\"\n.\n1112\n500\nBallast Switch,\n\"\n-\n-\n234\n5870\n3624\nDigitized by Google\n350\nDoc. No. 17.\nI-Continued.\nNo. of divisions.\nNAME OF SIDING.\nKind of rail.\nLength in feet.\nIncrease.\nDecrease.\n11th\nNew Creek,\n-\n-\nT\n4600\n3100\nGeorge's Creek,\n\"\n-\n-\n888\n888\nBallast Switch,\n\"\n-\n-\n450\nPiedmont Sidings,\n\"\n-\n12156\n10156\nBloomington,\n\"\n-\n-\n450\nEverett's Tunnel,\n\"\n-\n-\n233\n133\nFrankville,\n\"\n-\n-\n895\n309\nNew Creek Company,\n\"\n-\n100\n100\nSwanton Siding,\n\"\n-\n-\n538\n538\nPhoenix,\n\"\n-\n-\n100\n100\nLiangollen,\n\"\n.\n-\n100\n100\nThomas,\n\"\n-\n-\n300\n20810\n15424\n12th\nWilson's\n-\n.\n-\nT\n320\nAltamont,\n\"\n-\n-\n2680\n1910\nOakland,\n\"\n-\n-\n2028\n2028\nBallast Siding,\n\"\n-\n-\n310\nOakland-54,\n\"\n.\n-\n1482\n-\nTemporary.\n55,\n\"\n-\n454\n\"\n-\n-\n58,\n\"\n-\n-\n585\ny at Altamont,\n\"\n-\n-\n690\n8549\n3938\nI\n13th\nCranberry Summit,\n-\nT\n275\n\"\n\"\n-\n\"\n-\n4809\n3120\n\"\n\"\n\"\n-\n-\n200\nRodemer's Tunnel,\n\"\n-\n528\nSection 65,\n\"\n-\n150\n150\nBallast Switch 72,\n\"\n-\n364\n-\nTemporary.\nStone Quarry 74,\n\"\n-\n500\nSection 75,\n\"\n-\n2860\n2860\nRowlesburg 76,\n\"\n-\n1320\n11006\n6130\n14th\nFetterman's,\n-\n-\nT\n3854\n1004\nThree Forks,\n\"\n-\n.\n400\n400\nEngine House,\n\"\n-\n-\n140\nCrossing,\n\"\n-\n-\n700\n580\nThornton,\n\"\n-\n-\n1888\n200\nSimpson's Water Station,\n\"\n-\n4000\n2500\nWest End Ringwood Tunnel,\n\"\n-\n677\nIndependence,\n\"\n.\n-\n300\n300\nSection 83,\n\"\n-\n-\n1000\n1000\n\"\n81,\n\"\n.\n-\n1800\nTunnelton,\n\"\n-\n-\n2000\n16759\n5984\nDigitized by Google\nDoc. No. 17.\n351\nI-Continued.\nNo. of divisions.\nNAME OF SIDING.\nKind of rail.\nLength in feet.\nIncrease.\nDecrease.\n15th\nWest of Fetterman's\n-\n-\nT\n2200\nValley Falls,\n\"\n-\n-\n1000\nSection 116,\n\"\n-\n-\n300\nBenton's Ferry,\n\"\n-\n-\n250\n-\nTemporary.\n3750\n16th\nMannington,\n-\n-\nT\n1890\nFarmington,\n\"\n-\n-\n1602\nBarricksville,\n\"\n-\n-\n243\nBarnerville,\n-\n\"\n-\n300\nFairmont,\n\"\n-\n-\n1065\n5100\n17th\nBurton,\n-\n-\n-\n2280\n..\n-\n-\n-\n922\nLittleton,\n-\n-\n-\n2090\nGlover's Gap,\n-\n-\n-\n3532\n8824\n18th\nCameron,\n-\n-\n-\n2312\ny at \"\n-\n-\n-\n1450\n\"\n-\n-\n-\n418\nSection 163,\n-\n-\n-\n300\n-\nTemporary.\n\"\n164,\n-\n-\n-\n620\n\"\n-\n\"\n165,\n-\n-\n-\n520\n\"\n-\n\"\n172,\n-\n-\n-\n388\n\"\n-\nWelling Tunnel,\n-\n-\n-\n460\n\"\n-\nBelton,\n-\n-\n-\n600\nSection 178,\n-\n-\n-\n-\n}\n-\n3000\n\"\n179,\n10068\n19th\nSection 182,\n-\n-\n-\n680\n\"\n184,\n-\n.\n-\n3960\nMoundsville,\n-\n-\n-\n2055\nBallast Pit,\n-\n-\n-\n480\n-\nTemporary.\nAt Camp East of Wheeling,\n-\n-\n750\n-\n\"\nExtra Track,\n-\n-\n-\n4800\nMain A at Wheeling,\n-\n-\nEngine-House,\n-\n-\n~~~\n-\n1860\nExtra Track,\n-\n-\nWheeling Yard,\n-\n-\n-\n8160\nMcMackin's Cut,\n.\n.\n-\n1000\n23745\nDigitized by Google\n352\nDoc. No. 17.\nI-Continued.\nRECAPITULATION\nOf Sidings on the Main Stem, September 30th, 1853.\nNO. OF SUB-DIVISION.\nLength in feet.\nIncrease.\nDecrease.\n1st Sub-Division,\n-\n91026\n28027\n760\n2d\n\"\n-\n-\n26683\n5090\n-\nTotal length of Sidings E.\n3d\n\"\n-\n-\n13675\n1000\nof Cumberland, 251, 613\n4th\n\"\n-\n-\n25325\n5400\nfeet or 47 miles and 3453\n5th\n\"\n-\n-\n24861\n6095\nfeet. Total increase of\n6th\n\"\n-\n-\n14117\n5000\nSidings E. of Cumber-\n7th\n\"\n-\n-\n14384\n1330\nland, 58,391 feet, or 10\n8th\n\"\n-\n-\n12125\n4226\nmiles and 4831 feet.\n9th\n\"\n-\n-\n29417\n2223\n251613\n58391\n760\n10th Sub-Division,\n-\n5870\n3624\n-\nTotal length of Sidings from\n11th\n\"\n-\n-\n20810\n15424\nCumberland to Fairmont\n12th\n\"\n-\n-\n8549\n3938\n66.744 feet, or 12 miles and\n13th\n\"\n-\n-\n11006\n6130\n3,384 feet. Total increase\n14th\n.6\n-\n-\n16759\n5984\nof Sidings, same distance.\n15th\n\"\n-\n-\n3750\n35.100 feet, or 6 miles and\n3420 feet.\n66744\n35100\n16th Sub-Division,\n-\n5100\n-\n-\nTotal length of Sidings\n17th\n\"\n-\n-\n8824\n-\nfrom Fairmont to Wheel-\n18th\n\"\n-\n-\n10068\n-\ning, 47,737 feet, or 9 miles\n19th\n\"\n-\n-\n23745\n-\nand 217 feet.\n47737\nTotal length of Sidings from Baltimore to Wheeling 69 miles and 1774 feet.\nDigitized by Google\nDoc. No. 17.\n353\nII.\nRecapitulation of the Aggregate of the Main and Second Track and Sidings.\nTotal length.\nMiles.\nFeet.\nMiles.\nFeet.\nEast of Cumberland.\nMain Track from City Block to Cumberland,\n-\n178\nSecond Track from Mt. Clare to Ellicotts' Mills,\n-\n13\n\"\n\"\n\"\nPlane No. 1 to Buckeystown,\n-\n21\n2640\n\"\n\"\non Locust Point Road,\n.\n-\n2\n990\nFrederick Branch,\n-\n-\n-\n-\n3\n2640\nLocust Point Branch.\n-\n-\n-\n4\nAggregate Sidings, including Camden Station,\n-\n47\n3753\n269\n4743\nWest of Cumberland to Fairmont.\nMain Track from Cumberland to Fairmont,\n-\n-\n124\nAggregate Sidings,\n-\n-\n-\n-\n12\n3384\n136\n3384\nTotal Track from City Block to Fairmont,\n-\n-\n-\n-\n406\n2847\nWest of Fairmont to Wheeling.\nMain Track from Fairmont to Wheeling,\n-\n-\n78\nAggregate Sidings,\n-\n-\n-\n-\n9\n217\n87\n217\nTotal Length of Tracks on the Main Stem,\n-\n-\n-\n-\n493\n3064\nWashington Branch.\nMain Track from Relay to Washington,\n.\n-\n30\nAggregate Sidings,\n-\n-\n-\n-\n5\n4982\n35\n4982\nTotal Tracks Main Stem and Washington Branch,\n.\n-\n-\n539\n2766\n45\nDigitized by Google\nDoc. No. 17,\nIII. /\nCost per Mile for Labor on the Maintenance of the Baltimore and Ohio Reil\nroad during the year ending September 30th, 1853.\nMain Stem East of Cumberland.\nLabor on Repairs of Road Bed,\n-\n-\n$12410 85\n\"\nof\nRailway,\n-\n-\n128633 64\nBallasting Track,\n-\n-\n-\n-\n1129 20\n142173 1\nMain Track and Sidings 269.898 Miles.\n142,173.69\n=\n$ 526 77 per mile.\n269.898\nMain Stem, Cumberland to Fairmont.\nLabor on Repairs of Road-Bed,\n.\n-\n31422 41\n\"\n\"\nRailway,\n-\n-\n-\n76072 36\nBallasting Track,\n-\n-\n-\n-\n16885 15\n124379 9\nMain Track and Sidings 136.64 Miles.\n124,379.92\n$ 266553 €\n=\n$\n910 27 per Mile.\n126.64\nMain Stem East and West of Cumberland to Fairmont.\nLabor on Repairs of Road Bed, Railway, &c., East of\nCumberland,\n-\n142173 69\nLabor on Repairs of Road Bed, Railway, &c., West of\nCumberland,\n-\n.\n124379 92\n266553 1\nMain Track and Sidings 406.539 Miles.\n266,553.61\n=\n$ 655 66 per Mile.\n35.94\nWashington Branch.\nLabor on Repairs of Road Bed,\n-\n-\n6644 67\n\"\n\"\nRailway,\n-\nI\n10391 61\n17036\nMain Tracks and Sidings 35.94 Miles.\n17,036.28\n.\n=\n$ 473 98 per Mile.\n35.94\nDigitized by Google\nDigitized by Google\nJ.\nAbstract of Commodities transported Eastwardly from the several Depots on the Main Stem of the Baltimore and Ohio Railroad to Baltimere\nduring the Twenty-Twoo Official Years, commencing October 1st, 1831, and ending September 30th, 1853, inclusive.\n1832.\n1833.\n1834.\n1835.\n1836.\n1837.\n1838.\n1839.\n1840.\n1841.\n1842.\nARTICLES TRANSPORTED.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTome.\nTome.\nFlour,\n146936 bbls.\n169957 bbls.\n1822114 bbls.\n268162 bbls.\n174643 bbls.\n113870 bbls.\n2640334 bbls.\n3994494 bbls.\n255618 bbls.\n933536 bbla.\n-\n12610\n16390\n17630\n25862\n16845\n11569\n1494194 bbla.\n98516\n42383\n27642\n25333\nTobacco,\n-\n631 hhds.\n801 hhds.\n2309 hhds.\n2377 hhds.\n2328 hhds.\n15391\n861 hhds.\n2115 hhds.\n1367 hhds.\n1884 hhds.\n-\n.\n174\n351\n312\n898\n913\n908\n1468 hhds.\n368\n900\n572\n769\nGrain,\n.\n353\n280\n523\n1500\n2348\n1848\n694\n1963\n2004\n166\n255\nMeal, &c.\n-\n512\n1056\n741\n2463\n2349\n2660\n11106\n1429\n2373\n1018\n885\nProvisions,\n-\n-\n-\n29\n289\n161\n53\n354\n737\n1920\n451\n414\n509\n201\nLive stock,\n-\n-\n-\n-\n51\n23\n46\n71\n16\n647\n497\n432\n671\n305\nWhisky,\n66\n69\n130\n208\n244\n295\n834\n468\n492\n395\nse\nGranite, lime, soap and limestone,\n8332\n13343\n10592\n8026\n9269\n10031\n413\n4191\n5218\n4285\nIron,\n1574\n1143\n1548\n2523\n3796\n4833\n7812\n5006\n3030\n1004\nDigitized\nIron ore.\n3969\nLard and butter.\nCoal.\nFire wood.\nby\nLeather.\nBark.\nGoogle\nFire brick.\nCotton.\nWool.\nLard all.\nLumber.\nHay.\nHemp.\nFlax seed.\nMissallaneous,\n5766\n4194\n4569\n5400\n4610\n7750\n3647\nSSOB\nany\n4973\n4130\n20446\n37160\n36199\n40079\n40805\n40596\n45053\n44908\nBODOB\n40488\n20010\nTotal tone,\nJ.-CONTINUED.\n1843.\n1844.\n1845.\n1846.\n1847.\nARTICLES TRANSPORTED.\n1848.\n1849.\n1850.\n1851.\n1852.\n1853.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nFlour,\n1\n266146} bbls.\n241550 bbls\n2356021 bble.\n4127764 bbls\n5798701 bbls.\n4161104 bbls\n469261 bbls.\n508127 bbls\n471872 bbls.\n617604} bbla.\n666160 bbla.\n-\n.\ns\n28744\n26066\n25446\n44586\n62599\n44717\n50007\n54636\n50969\n66377\n70185\nTobacco,\n3456 hhds.\n3598 hhds.\n67704 hhds.\n5539 hhds.\n4130 hhds.\n5582 hhds.\n4496hhds.\n2217 hhds.\n3423 hlids\n2537 hhds.\n19982hhds.\n-\n.\n1510\n1517\n2885\n2344\n1700\n2322\n1761\n776\n1263\n950\n8857\nGrain,\n.\n.\n.\n2508\n1878\n1923\n1172\n6693\n1475\n3347\n818\n4684\n4991\n9610\nMeal, &c.\n-\n-\n-\n1001\n1102\n1370\n1394\n1967\n1593\n1532\n1408\n2491\n3174\n2369\nProvisions,\n.\n-\n-\n2870\n2403\n2352\n3192\n3824\n4705\n3808\n2121\n2258\n2411\n5631\nLive stock,\n.\n-\n-\n1219\n4669\n5172\n4382\n8204\n12713\n18991\n14863\n14553\n14557\n12481\nWhisky,\n-\n-\n-\n566\n733\n730\n547\n700\n1111\n1078\n807\n755\n778\n1223\nGranite, lime, soap and limestone,\n-\n2597\n4501\n5644\n5205\n6030\n6081\n4358\n5409\n6796\n8378\n9906\nIron,\n-\n2485\n3552\n4810\n7543\n8855\n7326\n6722\n7556\n10956\n6511\n7858\nIron ore,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n3123\n2470\n4386\n2726\n6192\nLard and butter,\n.\n.\n476\n780\n1206\n1661\n1489\n1752\n1767\n987\n585\n435\n1200\nCoal,\n-\n.\n4964\n5687\n16021\n18394\n50239\n67289\n71699\n132534\n139110\n132306\n225474\nFire wood,\n.\n-\n-\n-\n-\n-\n-\n-\n-\n91\n88\n662\n437\n104\nLeather,\n.\n-\n-\n-\n-\n-\n-\n-\n696\n956\n1257\n1103\n1363\nBark,\n-\n-\n-\n-\n-\n-\n-\n-\n1169\n559\n1188\n1781\n913\nFire brick,\n-\n-\n-\n-\n-\n-\n-\n1508\n962\n1071\n931\n1942\nCotton,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n1158\nWool,\n-\n.\n-\n-\n-\n-\n-\n-\n-\n-\nI\nI\n113\nLard oil,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n45\nLumber,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n48\nHay,\n.\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n509\nHemp,\n.\n.\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n464\nFlax seed,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n6\nMiscellaneous.\n-\n-\n3694\n4219\n3502\n4250\n6136\n7861\n3353\n3288\n3738\n4397\n8427\nDigitized by\nTotal tons.\n-\n52634\n57107\n71061\n94670\n158466\n157405\n175610\n230338\n245724\n252243\n376079\nGoogle\nAbstract of Commodities transported\nJ.\nMain Stem of the Baltimore and Ohio Railroad to Baltimore\nCOMMODITIES.\nding September 30th, 1853, inclusive.\nSalt.\n-\nCoffee,\n-\nSugar,\n-\n-\n-\nrun\n1841.\n1842.\nMolasses,\n-\n-\nFish,\n-\nTons.\n-\n.\nLumber,\n-\n-\n-\n-\nCoal,\n-\n-\n-\n-\n562100\n1051785\nPlaster,\n-\n-\n521315\n-\n-\n987500\nOysters,\n321615\n-\n-\n-\n603100\n4650870\n-\n29610\n-\nHides,\n-\n-\n-\n-\n1710305\n62315\n369815\n3100\nDry Goods,\n-\n-\n2316510\n16515\n-\n-\n900210\n1880710\n215215\nFurniture,\n-\n-\n-\n-\n68200\n51300\n11210\n21310\nIron,\n15000\n-\n-\n-\n-\n400215\n360516\n649320\n58316\n6618000\nTobacco,\n223145\n-\n-\n-\n-\n16816\n70210\n690215\n27670\n17200\n1610\nDigitized by Google\nPowder,\n-\n-\n-\n-\n1200\n89110\n-\n2710\n41100\n316\nGranite, Marble,\n22160\n-\n-\n-\n25000\n8210\n-\n4916\n16200\n-\n-\nVehicles, machinery, &c.\n-\n-\n-\n11200\n81200\n-\n11216\n125365\n-\nI\nDrugs and paints,\n-\n-\n-\n69216\n41317\n61300\n16110\n16216\n-\n1941\n91210\nOils,\n-\n-\n-\n-\n90420\n29720\n79216\n14271\n6100\n-\n-\n69100\nGroceries,\n-\n-\n-\n-\n1987325\n1621125\n2160205\n523715\n2762321\n53675\n38716\n5977210\n8654216\nGrain,\n-\n-\n-\n-\n-\n-\n-\n23210150\n-\n-\n-\n-\n-\nBrick,\n-\n-\n-\n-\n-\n-\n-\n1\nI\n642100\n-\n-\n-\nLeather,\n-\n-\n-\n-\n2500\n5120\n1600\n1710\n35600\n-\n-\n81600\n31216\nGuano, manures, &c.\n-\n-\n-\n857208\n71200\n673410\n-\n27110\n2516\n3120\n-\n5863219\n749778:\nCotton,\n-\n-\n-\n-\n-\n116315\n-\n-\n651325\n767640\n-\n-\n-\n-\nMiscellaneous,\n-\n-\n-\n869320\n609125\n1349560\n275076\n1648930\n12065\n4340\n1390049\n2599154\n8757619\nTotal pounds,\n-\n17402305\n6412476\n18778811\n2687437\n17413758\n193059\n239805\n30365690\n69140311\n162633652\nTotal tons.\n-\n8701.0.0\n3206.4.1\n9389.7.1\n1343.12.3\n8706.15 02\n96.9.3\n119.16.00\n15182.15.00\n34570.2.2\n81316.14.3\nDoc. No. 17.\n359\nL.\nTABULAR STATEMENT\nShowing the Number of Passengers carried from each Station upon the Line of\nthe Baltimore and Ohio Railroad, and upon the Washington Branch, during\nthe year ending September 30th, 1853, with the Reduction of the same to Pas-\nsengers carried one mile.\nMAIN STEM.\n1. Local Travel, exclusive of Stage Passengers.\nSTATIONS.\nPassengers East-\nwardly.\nPassengers West-\nwardly.\nTotal Passengers.\nPassengers 1 mile\nEastwardly.\nPassengers 1 mile\nWestwardly.\nTotal passengers\n1 mile.\nBaltimore,\n-\n-\n-\n65919\n65919\n-\n6782920\n6782920\nRelay,\n-\n-\n9272\n4946\n14218\n74180\n326285\n400465\nAvalon,\n-\n-\n28\n125\n153\n228\n930\n1158\nIlchester,\n-\n-\n732\n37\n769\n7933\n746\n8679\nEllicotts' Mills,\n-\n15014\n2083\n17097\n198595\n52450\n251045\nHollofield's,\n-\n-\n951\n25\n1204\n1490\n372\n1862\nElysville,\n-\n-\n953\n101\n1054\n9970\n1674\n11644\nDorsey's Run,\n-\n1674\n9\n1683\n128\n-\n128\nWoodstock,\n-\n-\n783\n110\n893\n15101\n1773\n16874\nMarriottsville,\n-\n1008\n193\n1201\n22889\n3097\n25986\nSykesville.\n-\n-\n2032\n523\n2555\n52434\n13436\n65870\nHood's Mill,\n-\n-\n681\n201\n882\n21383\n6963\n28346\nWoodbine,\n-\n-\n895\n133\n1028\n27649\n4055\n31704\nPlane No. 1,\n-\n-\n78\n10\n88\n2631\n201\n2832\nMount Airy,\n-\n-\n1389\n433\n1822\n55343\n10993\n66336\nPlane No. 4,\n-\n-\n111\n13\n124\n4012\n105\n4117\nMonrovia,\n-\n-\n1416\n754\n2170\n58781\n20220\n79001\nIjamsville,\n-\n-\n421\n246\n667\n18991\n4738\n23729\nMonocacy,\n-\n-\n279\n284\n563\n13492\n5807\n19299\nFrederick,\n-\n-\n8292\n3514\n11806\n429602\n147365\n676967\nLime Kiln,\n-\n-\n16\n4\n20\n488\n16\n504\nBuckeystown,\n-\n404\n228\n632\n13251\n5423\n18674\nDavis' Ware-house,\n-\n566\n271\n837\n16602\n10374\n26976\nPoint of Rocks,\n.\n1491\n874\n2365\n62696\n38002\n100698\nCatoctin Switch,\n-\n151\n66\n217\n5357\n1542\n6899\nBerlin,\n-\n-\n510\n296\n806\n22757\n9445\n32202\nKnoxville,\n-\n-\n994\n426\n1420\n50855\n18819\n69674\nWeverton,\n-\n-\n83\n33\n116\n3842\n299\n4141\nHarper's Ferry,\n.\n15661\n3765\n19426\n1119792\n395439\n1515231\nDuffields.\n-\n-\n352\n307\n659\n15322\n14739\n29961\nKerneysville,\n-\n-\n992\n795\n1787\n56068\n42644\n98712\nDunnington's,\n-\n90\n100\n190\n2797\n1309\n4106\nMartinsburg,\n-\n-\n3545\n2168\n5713\n170357\n119963\n290320\nTabb's,\n.\n-\n54\n14\n68\n1254\n816\n2070\nN. Mountain,\n.\n1160\n420\n1580\n33365\n20290\n53655\nCherry Run,\n-\n.\n90\n60\n150\n3566\n2093\n5659\nSleepy Creek,\n-\n125\n72\n197\n4330\n1502\n5832\nHancock,\n-\n-\n691\n894\n1585\n53661\n34791\n88452\nSir John's Run,\n.\n1541\n444\n1985\n102602\n15652\n118254\nGreat Cacapon,\n-\n327\n241\n568\n7765\n6790\n14555\nOrleans Road,\n-\n169\n105\n274\n3895\n3992\n7887\nD. Gully Tunnel,\n.\n118\n84\n202\n2351\n2653\n5004\nDigitized by\nGoogle\nDoc. No. 17.\nL-Continued.\nSTATIONS.\nPassemgers East\nwardly.\nPassengers West-\nwardly.\nTotal Pastengers.\nPassengers 1 mile\nEastwardly.\nPassengers 1 mile\nWestwardly.\nTotal\n- I\nNo. 12 W. Station,\n-\n73\n121\n194\n3050\n2450\nPaw Paw,\n.\n.\n163\n255\n418\n7909\n6743\n14958\nL. Cacapon,\n.\n-\n33\n87\n120\n813\n1461\n2274\nSouth Branch,\n-\n76\n314\n390\n6908\n4980\n11833\nG. Spring Run,\n-\n424\n752\n1176\n44432\n14783\nPatterson's Creek,\n-\n229\n466\n695\n19922\n3760\nCumberland,\n-\n-\n8514\n5817\n14331\n929745\n466841\n1.\nBrady's Mill,\n-\n.\n49\n60\n109\n375\n3752\nBridgeford.\nRawlins',\n-\n-\n147\n63\n210\n1883\n2760\nBlack Oak Bottom,\n-\n6\n10\n16\n104\n193\n210\nBlackstone's Island,\n-\n2\n3\n5\n36\n34\nR\nNew Creek,\n-\n-\n395\n509\n904\n16305\n43124\nPiedmont,\n-\n-\n1698\n543\n2241\n55861\n27674\nBloomington,\n-\n135\n127\n262\n4361\n3550\n7911\nFrankville,\n-\n-\n325\n114\n439\n11739\n3968\n15707\nSwanton,\n.\n-\n57\n21\n78\n1059\n462\nAltamont,\n-\n-\n50\n31\n81\n1588\n570\nOakland's,\n-\n-\n902\n312\n1214\n40226\n12138\nChisholm.\nHutton's Switch,\n-\n5\n2\n7\n242\n54\n506\nCranberry Summit,\n-\n324\n239\n563\n17911\n9231\n27142\nRodemer's Tunnel,\n-\n8\n-\n8\n73\n-\n73\nCheat River,\n-\n-\n251\n296\n547\n16931\n7077\n24098\nTunnelton,\n-\n-\n296\n646\n942\n16243\n19923\n36166\nSimpson's.\nIndependence,\n-\n-\n197\n392\n589\n13771\n-\n13771\nHelvetia.\nThornton,\n-\n-\n70\n151\n221\n4909\n3137\n8046\nParkersburg Junction.\nFetterman,\n-\n-\n2508\n1987\n4495\n287287\n90785\n388078\nValley River Falls,\n-\n53\n109\n162\n767\n2398\n3165\nNuzurn's Mill,\n-\n-\n2\n2\nI\n24\n24\nBenton's Ferry,\n-\n70\n109\n179\n5097\n2734\n7831\nFairmont,\n-\n-\n2127\n1913\n4040\n130999\n78141\n209140\nBarnesville,\n.\n-\n-\n8\n8\n-\n130\n130\nBarracksville,\n-\n147\n238\n385\n2664\n5377\n8041\nFarmington,\n.\n-\n345\n290\n635\n5394\n7431\n1985\nManrington,\n-\n-\n1009\n368\n1377\n21329\n13239\n34568\nBee-Gum Station,\n-\n-\n2\n2\n-\n10\n10\nGlover's Gap,\n-\n-\n129\n8\n137\n2970\n68\n3036\nBurton,\n.\n-\n142\n299\n441\n5777\n10500\n16277\nOld Hundred.\nLittleton,\n-\n-\n247\n225\n472\n11198\n8443\n19641\nBellton,\n-\n234\n693\n927\n8474\n20393\n29867\nCameron,\n-\n239\n849\n1088\n40784\n18159\n58943\nRoseby's Rock,\n-\n167\n338\n505\n12438\n4168\n16606\nMoundsville,\n-\n.\n1163\n1306\n2469\n123620\n14375\n137995\nWheeling Outer Sta.\nWheeling Inner Sta.\n.\n16859\n-\n16859\n3262945\nI\n326294>\nTotals,\n-\n97160₫\n111402\n2085621\n7873264\n9049594\n16922668\nDigitized by Google\nDoc. No. 17.\n361\nL-Continued.\nTHROUGH STAGE TRAVEL.\nPassengers.\nTotal Passengers.\nPassengers 1 mile.\nWestward-Philadelphia to Pittsburg,\n.\n-\n149\n\"\nBaltimore to\n\"\n-\n-\n675\n= 824\n= 146672\n:\nPhiladelphia to Wheeling,\n-\n-\n145\n:\nBaltimore to\n..\n-\n-\n8281\n= 9731\n= 175283\nTotal through Passengers Westward,\n-\n-\n17971\n= 321955\nEastward-Pittsburg to Philadelphia,\n.\n-\n53\n\"\n\"\nBaltimore,\n-\n-\n1491\n= 2021\n= 36045\nis\nWheeling to Philadelphia,\n.\n-\n105\n:\n\"\nBaltimore,\n-\n-\n208\n9\n= 313\n= 55714\nTotal through Passengers Eastward,\n-\n-\n5151\n= 91759\nTotal through Passengers Eastward and Westward,\n-\n2313\n= 413714\n46\nDigitized by Google\n362\nDoc. No. 17.\nL.-Continued.\nMAIN STEM SUMMARY.\nPassengers\nEastward.\nPassengers\nWestward.\nPassengers\nEastward and\nWestward.\nPassengers\n1 Mile\nEastward.\nPassengers\n1 Mile\nWestward.\non\n1\nLocal travel,\n-\n971601\n111402\n2085621\n7873264\n9049594\nWestern travel,\n-\n515,\n17974\n2313\n91759\n321955\n413714\n97676\n1131994\n2108754\n7965023\n9371549\n17336572\nWASHINGTON BRANCH.-LocAL TRAVEL.\nSTATIONS.\nPassengers\nNorthwardly.\nPassengers\nSouthwardly.\nPassengers.\nNorthwardly.\nTotal\nPassengers\n1 Mile\nPassengers\n1 Mile\nSouthwardly.\nPassengers\n1 Mile.\nTotal\nBaltimore,\n-\n-\n103544\n103554\n-\n3537297\n3537297\nRelay house,\n-\n10746\n8408\n19154\n85808\n190894\n276702\nElkridge landing,\n-\n2\n8\n10\n18\n88\n106\nJessup's Cut,\n-\n613\n111\n724\n5910\n1153\n7963\nAnnapolis junction,\n=\n4250\n1501\n5721\n70915\n27913\n98823\nSavage railroad,\n-\n81\n66\n147\n1357\n1329\n2686\nLaurel factory,\n-\n2933\n1349\n4282\n48964\n23769\n72733\nWhite Oak Bottom,\n-\n227\n140\n367\n4504\n1909\n6413\nBeltsville,\n-\n902\n1840\n2742\n20534\n21364\n41828\nPaint Branch,\n-\n30\n124\n154\n554\n1257\n1811\nBladensburg,\n-\n921\n3932\n4853\n24984\n27384\n52368\nWashington,\n-\n98832\n-\n98832\n3354785\n-\n3354785\n119537\n121023\n240560\n3618333\n3834357\n7459690\nSOUTHERN TRAVEL.\nSouthward from Baltimore,\n12303₫ passengers X 39 miles = 479836₫ pasr. one mile.\nNorthward from Washington,\n147834\n\"\n\"\n= 576 56₫\n\"\nso\nTotal passengers north and south,\n27087\n\"\n\"\n= 1056393\n\"\n=\nDigitized by Google\nDoc. No. 17.\n363\nL.-Continued.\nWASHINGTON BRANCH SUMMARY.\nPassengers\nNorthward.\nPassengers\nSouthward.\nPassengers\nNorthward and\nSouthward.\nPassengers\n1 Mile\nNorthward.\nPassengers\n1 Mile\nSouthward.\nTotal\nPassengers\nNorth & South.\nLocal travel,\n-\n119537\n121023\n240560\n3618333\n3834357\n7452690\nSouthern travel,\n-\n147834\n123034\n27087\n5765561\n4798364\n1056393\n1343204\n1333264\n267647\n4194889₫\n4314293₫\n8509083\nTotal passengers carried one mile in W.B. train\nby steam and horse power,\n-\n- 267647 = 8509083 one mile.\nDeduct 229463 passengers X 8 miles on main stem = 1835704 one mile.\nLeaving passengers one mile on W.B. proper = 6673379 one mile.\nALL PASSENGERS ONE MILE BY STEAM AND HORSE POWER.\nTotal passengers carried on main stem by steam\nand horse power,\n-\n-\n- 2108751 = 17336681 one mile.\nTotal passengers carried on Washington branch, 267647 = 8509083 one mile.\nPassengers carried 8 Miles on Main Stem in Washington Branch Cars.\n27087 southern passengers.\n103544 booked at Baltimore for Washington branch.\n98832 come into Baltimore from Washington branch.\n229463 carried 8 miles on main stem = 1835704\nTo this add 210875₫ carried on main stem in\nmain stem trains,\n-\n= 17336681\nAnd we have the total travel\non main stem,\n. 440338₫ passengers carried one mile, = 19172385\nDigitized by Google\n204\nDec. No. 17.\nL.-Continued.\nPassengers carried One Mile by Horse Power in Baltimore.\nMAIN STEM.\nStage passengers of all classes, (western,)\n-\n-\n2313\nPassengers booked at Baltimore,\n-\n-\n-\n65919\nPassengers coming into Baltimore,\n-\n-\n.\n61867\n130000\nWASHINGTON BRANCH.\nSouthern passengers,\n-\n-\n-\n-\n27067\nBooked at Baltimore, other than stage,\n-\n-\n-\n103544\nComing into Baltimore,\n-\n-\n-\n-\n98832\n229463\nTotal by horse power,\n-\n-\n359562\nPASSENGERS CARRIED BY STEAM ONLY.\nMain stem summary,\n-\n-\n-\n17336681 one mile.\nWashington branch summary,\n-\n-\n.\n8509083\none mile.\nTotal,\n-\n-\n-\n-\n25845764\none mile.\nDeduct horse power travel,\n-\n-\n359562\nNumber by steain,\n.\n-\n-\n25486202 one mile.\nViz:-In main stem cars,\n-\n-\n.\n17206582\nIn Washington branch,\n-\n-\n8279620\nDigitized by Google\nDoc. No. 17.\n365\nNORFOLK AND PETERSBURG RAILROAD COMPANY.\nOFFICE NORFOLK & PETERSBURG R. Co.\nNorfolk, October 29, 1853.\nWM. R. DRINKARD, Esq.\nSIR,\nEnclosed you will find the official report and other documents from this\ncompany, called for by the circular of the Board of public works, received at this\noffice on the 14th of October.\nVery respectfully,\nYour ob't serv't,\nF. MALLORY, Pres't.\nDigitized by Google\n366\nDoc. No. 17.\nPROCEEDINGS.\nAt a meeting of the stockholders of the Norfolk and Petersburg railroad com-\npany, at the city hall, convened by order of the commissioners, on Tuesday,\nApril 6, 1853\nOn motion of A. F. Leonard, Charles Reid was called to the chair, and George\nBlow was appointed secretary.\nOn motion of G. W. Camp, a committee of three was appointed by the chair,\nto ascertain who of the meeting then present was entitled to vote, to examine\nproxies, &c., and to report forthwith ; whreupon,\nG. W. Camp, J. F. Ferguson and R. A. Worrell having been designated by\nthe chair as said committee, retired and reported, in a short time, a sufficient\namount of stock present and represented, to authorize the meeting to proceed to\nbusiness; when\nC. H. Sheild, proxy of the state, offered the following resolutions\n1. Resolved, that a committee be appointed by the chairman to draw up\nby-laws and regulations for the government of all under the authority of the\nNorfolk and Petersburg railroad company, and for the due and orderly adminis-\ntration of its affairs, and that they report to an adjourned meeting of the stock-\nholders, at their convenience, for further action on the same.\n2. Resolved, that the said committee be instructed to provide in such by-laws\nfor the annual appointment of a committee for the purpose of ascertaining the\ncondition of the several improvements on the Norfolk and Petersburg railroad, and\nenquiring into the management of the same, and the manner in which their books\nare kept, and making it the duty of said committee to report to the said meetings\nthe result of such examinations and enquiries, and to recommend such measures\nas in their opinion will tend to promote the permanence, value and usefulness of\nthe work, a reduction of excessive charges, and prohibition of all unnecessary\nexpense, and an economical, systematic and efficient organization of the superin-\ntendence of the same.\nWhich said resolutions having been submitted to the meeting, were unani-\nmously adopted\nWhereupon, the chairman appointed the following gentlemen to constitute the\ncommittee for drawing up a system of by-laws, &c., under the first resolution,\nviz Messrs. A. F. Leonard, C. H. Shield, R. H. Chamberlaine, John Tunis and\nGeorge Blow, Jr.\nOn motion of John B. Whitehead, it was\nResolved, that this meeting do now proceed to the election of a president and\ndirectors of the Norfolk and Petersburg railroad company, and that a committee\nof three be appointed by the chair to receive and count the votes ; whereupoa,\nMessrs. Whitehead, Robinson and R. A. Worrell were appointed for that purpose.\nThe chairman having announced that the vote would now be taken upon the\nelection of president, Mr. Whitehead nominated A. F. Leonard Mr. Wills nomi-\nnated Dr. Francis Mallory, and Mr. Leonard nominated George McIntosh.\nDigitized\nby\nGoogle\nDoc. No. 17.\n367\nWhen all the ballots had been taken, the committee reported the result to be as\nfollows :\nThat 976 votes had been cast : of which Dr. Mallory had received 823; A. F.\nLeonard, 139, and George McIntosh, 13 votes-scattering, 1 vote.\nWhereupon, the chair announced that Dr. F. Mallory had been duly elected\npresident of the Norfolk and Petersburg railroad company.\nUpon this announcement, George McIntosh desired, and with the consent of\nthe meeting was permitted, to enter his protest against the admission of the vote\nof the state, through her proxy, in the election of president.\nThe meeting then proceeded to ballot for two directors, (the state proxy not\nvoting,) when the committee reported the vote as follows A. F. Leonard, 533\nvotes ; G. W. Camp, 418 votes ; John Tunis, 74 votes ; G. McIntosh, 19 votes\nJ.B. Whitehead, 16 votes-scattering, 9 votes.\nWhereupon, the chairman announced that A. F. Leonard and G. W. Camp\nhad been duly elected directors on the part of the stockholders in the Norfolk and\nPetersburg railroad company.\nOn motion, it was\nResolved, that this meeting do now adjourn, to meet in this hall on Monday\nnext at 11 o'clock.\nSigned,\nCHARLES REID, Ch'n.\nDigitized by Google\nDoc. No. 17.\nFURTHER PROCEEDINGS.\nn adjourned meeting of the stockholders of the Norfolk and Petersburg\nI company, at the city hall, Monday, April 11, 1853:\nCharles Reid, the chairman, called the meeting to order, and George Blow\nabsent, on the motion of C. Hall, R. A. Worrell was appointed secretary.\nproceedings of the meeting of the 6th instant having been read, George\ntosh protested against the legality of the vote of C. W. Newton, the city\ny, at the last as well as at the present meeting, and offered, as evidence of\nrectness of his position, the proceedings of the councils of the city in\nce to said proxy; which having been read, Henry Irwin offered the follow-\nsolutions:\nesolved, that a committee of three be appointed to examine and report as to\nthe legality of the vote of the city proxy in general meeting of the stockholders\non the 6th instant and at the present time.\nWhich resolution was, on motion of W. J. Hardy, laid on the table; and the\nfollowing resolution offered by him was adopted by a stock vote, viz : Ayes 249;\nNays 15-the city proxy not voting.\nResolved, that the city proxy is authorized to vote in general meeting of the\nstockholders.\nMr. A. F. Leonard, chairman of the committee appointed at the last meeting\nfor that purpose, reported a code of by-laws for the government of the Norfelk\nand Petersburg railroad company; which, having been read, was, after seme\namendments, adopted.\nOn motion, the meeting adjourned.\nSigned,\nCHARLES REID, Ch's.\nDigitized by Google\nDoc. No. 17.\n369\nPRESIDENT'S REPORT.\nOFFICE NORFOLK AND PETERSBURG R. Co.\nNorfolk, October 29th, 1853.\n:\nWorks.\nwith submit to the Board of public works a report of the progress and\norfolk and Petersburg ráilroad since the organization of the company\nhe proceedings of the stockholders, including a copy of the by-laws\na, together with the report of the chief engineer and treasurer, which\ncommunication. will, it is believed, exhibit all the information required by\nis early stage of our operations.\nrst meeting the directors elected Wm. Mahone of Virginia, chief engineer,\nred him to make the necessary arrangements for an early and accurate survey\nC.\nThe demand throughout the country for competent assistants and the great\ninstruments, owing to the number of works in progress, postponed the com-\nent of operations until the 21st May. Since then, however, the engineer corps\nn constantly employed, and with results highly satisfactory to those having the\nate direction of the affairs of the company. To approach Norfolk by railway is\nred difficult in consequence of its insulated position, several wide and deep rivers\nbetween the city and the region of country traversed by this road. A thorough\ngnizance of the localities in the vicinity in order to obtain a favorable crossing of these\nreams and a suitable entrance into the town was therefore required before projecting the\nne westwardly. Having carefully surveyed this section as far as the Dismal swamp\ncanal, the party of engineers, under the direction of the chief in person, took the field on\nthe 1st August, and on the 28th September reached the western terminus of the line at\nPetersburg. The distance from the Southside railroad depot in Petersburg to Norfolk by\nthis survey, and which line is now being rapidly located, is less than 79 miles. The\nroute selected is beyond doubt the most eligible which the country affords, and possesses\nsingular advantages. By reference to the engineer's report, it will be seen that the grades\nwill be unusually light, and that an amount of straight line has been secured greater than\nis presented in any other road of equal length in the country. Starting at the eastern\nlimits of this city, there are but two curves throughout its whole extent, until we approach\nthe broken lands within a few miles of Petersburg, and these are made necessary to\nintersect points fixed in the charter. They are, however, 80 remarkably easy as to present\nno obstacle whatever to the rapid and economical working of the road. From the\nsouthern branch of the Elizabeth river the line is perfectly straight to Suffolk, a distance\nof 16 miles; and thence, curving gently to obtain a proper direction for Petersburg, it\nruns in a direct course for 54 miles.\nA careful consideration of the preliminary survey made in 1851, by order of the Board\nof public works, induced the belief on the part of the directors that results still more favora.\nble than those then reported could be obtained. Experience has fully justified the correct-\nnews of that opinion, whether we regard the saving of expense in the construction of the\nroad or the increased capacity and speed that will attend the change. The new line has\ntherefore been adopted by the board, and proposals invited by public advertisement, for the\ngraduation and masonry of 62 miles of the road from the city of Norfolk to Warwick\nswamp in the county of Sussex. These offers will be acted on by the 15th of December\nnext, and with the beginning of the ensuing year that portion of the work will be under\nconstruction. From considerations connected with the interest of the company, and which\n47\nDigitized by Google\nDuc. No. 17.\nit is deemed unnecessary to detail in this place, the letting of the remaining section has been\nreserved by the board for action at a future meeting.\nThe map of the road, so soon as it is completed, will be forwarded, in obedience to the\ninstructions contained in the circular of the Board of public works.\nBefore concluding this communication, I beg leave to suggest that the act incorporating\nthis company contains, among other restrictions, one which, if not removed, must operas\nto the prejudice of the work, and injuriously affect the interests of those whom it was in\ntended to promote. This restriction is the more objectionable, since it is not required a\nprotect the rights of other parties, and is in direct opposition to that enlarged policy which\nhas for the most characterized the legislative action of our state. I refer to the latter classe\nof the 5th section, which reads as follows: And there shall be no connection or arrange-\nments between said Norfolk and Petersburg railroad whereby either the cars, freights, pas-\nsengers, mails or other business of, upon or from the one road, shall pass over the other\nroad, or any part thereof, unless such connection or arrangements shall be agreed upon by\nand between the said railroad companies respectively and the trustees of the town of\nPortsmouth.\"\nIt is obvious that the retention of the words, and the trustees of the town of Portsmonth,\"\nmust occasion loss and incónvenience to both roads, if the power thereby invested is 12\nforced by the authorities of that place, and is in itself an odious discrimination against the\nNorfolk and Peteraburg road, as well as against the trade and travel to Norfolk. Both\ntowns invested largely in the old Portsmouth and Roanoke railroad, but Portsmonth bad\nalmost the exclusive management from its commencement to its downfall. Nor is there\nanything in the history of the revival and reconstruction of the Seaboard road which jur\ntifies the investing of Portsmouth with any peculiar rights and privileges in connection\nwith it, for while Norfolk has paid 200,000 to this and other railways in Virginia and\nNorth Carolina forming its extensions, Portsmouth holds only $1000 of stock awarded to\nher in the compact with its present proprietors. To the Norfolk and Petersburg company\nthat town has made no subscription, and yet all connection between these works, in which\nNorfolk has an investment of 400,000, must depend on the will and pleasure of \"the\ntrustees of the town of Portsmouth.\" By this provision a bale of goods, a sack of wheat,\nor any other article of merchandize, and also passengers coming on one road cannot pass\nover the other without obtaining a permit from the corporate authorities of that place.\nThe interests of every class of our citizens and our works of internal improvement are\ncertainly best promoted by unrestricted and free intercourse. If the Seaboard road was\nthe property of Portsmouth, some show of apology for such a restriction might be found,\nbut when we contrast her investments with that of other parties, this feature in our charter\nstands forth as an anomaly in railroad legislation. The difficulty experienced by the friends\nof this enterprise in obtaining the act of incorporation, induced them to receive the charter\nwith all its imperfections from the belief, confidently entertained, that in due time the legia-\nlature would place us on a footing of equality at least with other companies in the state.\nThe 6th section of the charter will also require some additional legislation to protect the\ncompany from vexations litigation that may arise from the indefinite character of its require-\nments for draw bridges over the southern and eastern branches of the Elizabeth river, and\nover the Dismal swamp canal. As it is now worded, should the company, acting in good\nfaith to all parties, build these draws every way adapted to accommodate the trade on these\nstreams, still the court of Norfolk county is compelled to declare and abate as a nuisance\nany and all of these bridges, made too at enormous cost, should the structure in any manner\nhinder, obstruct or delay the passage of any steamboat, lighter, vessel or rafts of timber\npassing up or down the said canal or either of said branches, and if any of the inconve-\nniences herein intended to be provided against shall result from the construction of said road.\nIf the law compelled the railroad company to construct the draw for its bridge over the\ncanal to be of the same size as the locks of the canal or of the county bridge now standing,\nDigitized by Google\nDoc. No. 17.\n371\nand to conform in other respects to the regulations of the canal company, as to vessels\npassing under their bridges, and in the case of the eastern branch, to conform to those re-\nquired of the present draw bridge company, no inconvenience or injury could accrue to\nany party. For the draw in the bridge over the southern branch some given size should\nbe specified; otherwise, any draw, however suitable to the real wants of the trade on this\nstream, may be made a nuisance, if any enemy of the work think proper to build a raft of\ntimber a few feet wider than the passage, or charter a steamboat or vessel of unusual size\nto ascend the stream for the express purpose of creating difficulty. It is manifestly the\nduty, as it is the wish, of the company to produce no inconvenience or delay in the naviga-\ntion of these streams, nor will any such results follow from the construction of bridges over\nthem. Vessels rarely if ever ascend beyond the spot where the railroad will cross over the\ntwo rivers, the trade for almost a century past being carried on in lighters and boats that\ncan pass between the ordinary piers or abutments of the bridges. Small steamboats em-\nployed in towing on the North Carolina rivers and sounds, occasionally pass through the\ncanal, but are not now, or likely hereafter to be, used on either of the branches of Eliza-\nbeth river above the harbor of Norfolk or the entrance to the canal. Draws on railroad\nbridges should ever be avoided when it is possible; but when necessary, the safety of the\ntraveler requires that they should be constructed no larger, and kept open no longer, than\nthe trade on the river absolutely demands. It would be well if in establishing specific re-\ngulations for the company in reference to this matter, if the law embraced some restrictions\non those navigating the rivers, as to the time of passing these draws, so as not unnecessarily\nto interfere with freight or travel trains on the road.\nThe above are matters of detail, it is true, which, under ordinary circumstances, might\nbe regarded as out of place in a report of this character; but a sufficient explanation, it is\nhoped. for bringing this subject to the notice of the Board of public works, will be found\nin the peculiar location of this road and its important relations to other works, as the ter-\nminus on the Atlantic of the great lines of improvement resting on the Ohio and Missis-\nsippi, and traversing the state from its extreme western limits to a seaport which should be,\nand doubtless will become. the great mart of southern and western commerce. By refer-\nence to the report of the chief engineer, it will be seen that the capital stock of the com-\npany, as now fixed by law, will prove inadequate to the construction and proper equip-\nment of the road. Assuming the estimate made after the preliminary survey of 1851 as\nsufficient for the object therein specified, the enhanced price of iron and labor will, as a\nmatter of course, call for additional means, more especially when to these items we add\nthe cost of depots and grounds, stations, locomotives, cars and other objects of expendi-\nture not embraced in the former calculation. Detailed and accurate information on this\nsubject will be presented at an early day, in the hope that the application for an increase\nof funds to complete this important enterprise will receive a favorable consideration.\nWithout the construction of this link the internal improvement system of our state can-\nnot be made effective, and will fail to realize the expectations of its friends and advocates.\nTo secure our just proportion of the trade of the great valley of the Mississippi, our\nsouthwestern and western lines must concentrate at some point in close proximity and of\neasy access to the ocean, as in other states that have successfully competed for the prize.\nIn this point of view, the Norfolk and Petersburg road is entitled to rank with any other\nwork in which Virginia has embarked; and, as one of the means for regaining our foreign\ncommerce and developing the vast resources of our own country, it deserves, and I trust\nwill receive, the favor and support of all interests and sections of the commonwealth.\nSigned, on behalf of the board.\nF. MALLORY, President.\nDigitized\nby\nGoogle\n372\nDoc. No, 17.\nCHIEF ENGINEER'S REPORT.\nNORFOLK AND PETERSBURG RAILROAD,\nNorfolk, October 28, 1853.\nFRANCIS MALLORY, Esq., Pres't.\nSIR,\nI beg leave to report the operations of the department committed to my\ncharge since the organization of the first party of engineers on the 20th of May last. de\nearlier beginning of field work, though most earnestly desired, could not be made, as you\nare aware, from causes beyond my control.\nAlthough a survey had been made for the Norfolk and Petersburg railroad,\" (more,I\npresume, to ascertain its probable length than to the selection of a proper route,) another\nwas advised and has been made. Beginning within the city limits of Norfolk, four lines\nfrom three separate and distinct points-each presenting advantages for depôt arrangements\npeculiar to their respective positions-were carefully traced to suitable connections with\nthe main line leaving Bramble's point.\nCompleting, on the 25th of July, the minute examination requisite in the vicinity of\nGilmerton and the town of Suffolk, the main line, which at that time only extended to the\nsouthern branch of the Elizabeth river,\" was again taken up and prosecuted to a close\non the 28th day of September, a period of about eight weeks, in which it is but proper to\nremark, 74.5 miles of line were actually established, and 114.5 surveyed, (and this with the\npersonnel of one party as usually equipped for field service,) an amount of work, which.\nwhen it is considered, was performed with the extreme care necessary to render it reliable\nin the location of straight lines, 16 and 54 miles respectively. in connection with the great\nprevision taken in establishing the most eligible crossings of streams and the whereabouts\nof mill ponds, difficulties of frequent occurrence, and of no little consideration-it is\nbelieved will compare well with any survey which has yet been made in a similar region of\nlike climate in the same season.\nFrom Bramble's point,\" common to three of the most eligible lines leaving the city of\nNorfolk, the main line is direct for about three miles-thence by a one degree curve it\ntakes a new direction, crossing the Southern branch of the Elizabeth river near Portlock's\nthe \" Dismal swainp cana!,\" between Gilmerton and Drawbridge, and passing through\nthe \" Dismal swamp,\" it runs slightly within the southern limits of the town of Suffolk to\na favorable crossing of Parker's mill pond, the head of Smith's creek.\" Thence by a\ntwo degree curve, it assumes and with great ease maintains one direction to within three\nmiles of Petersburg; and crossing the Seaboard railroad\" within two miles of its depot\nin Suffolk, Cohoon's creek, near Pruden's, in the county of Nansemond, at a point than\nwhich no better can be had along the entire length of that irregular stream, it gradually\nascends the ridge dividing the Nansemond and Blackwater rivers, passing Antioch church\nin Isle of Wight, and crossing the Blackwater at an eligible point one-eighth of a mile\nabove Purcell's bridge. Thence in the county of Southampton, it passes near Major\nBoykin's residence, and soon ascends the ridge between Blackwater and Nottoway rivera.\nThence crossing a corner of Surry into the county of Sussex, it leaves Owen's Grove\nchurch, one and a quarter miles to the north, and passes near Robert Chappell's and over\nWarwick swamp,\" into the county of Prince George's. Thence across Second swamp\nand the Blackwater near its head, the line at once ascends the dividing ridge between that\nswamp and the Appomattox river, near Col. Avery's residence. And winding its way\nalong the slopes of Taylor's run, to a point within the land limits of the City point rail-\nroad, 2200 feet from the depót of that road, it crosses the City Point railroad near, and\nDigitized by Google\nDoc. No. 17.\n373\nunites with the Southside road, opposite the City Point depôt. I have been more precise,\nperhaps, in this description of the line than was necessary, as its position can be readily\nunderstood by an examination of the map herewith submitted for your inspection, upon\nwhich the line has been projected.\nThe length of the survey thus described and delineated, computing from the city lot in\nNorfolk, is less than 79 miles, 73 of which, in parcels of 3, 16 and 54 miles, are absolutely\nstraight. With so much straight and ease of curvature, it is a matter of congratulation\nthat no grade need be used over 36 feet per mile, and this only in descending from the\nhead of Taylor's run into the city of Petersburg.\nIn connection with the line thus indicated, it is proper to speak of other routes suggested,\nand more especially to declare its advantages over that traced under the direction of the\nBoard of public works in the year 1851. It has been supposed by some that it would proba-\nbly be less expensive, after crossing the Dismal swamp canal, to approach the Seaboard rail-\nroad at the most eligible point, and thence occupy ground within its land limits to Suffolk-\navoiding to some extent the imaginary more than real difficulties of construction through\nthe swamp, but with an increase of distance and sacrifice of directness and position, to a\nmuch greater value. Indeed, a line thus entering the town of Suffolk would, in its direction\nfor Petersburg, necessarily encounter the rough and rugged country in the vicinity of that\ntown, and place beyond its control such crossings of both branches of the Nansemond river\nas should be held.\nBetween Suffolk and Petersburg two routes have been suggested: one leaving the town\nof Suffolk in a course nearly due north, and conforming to the general direction of the\nBlackwater, mainly to avoid a crossing of that stream. This would incur an increase of\ndistance of at least five miles-a consideration of itself, if there were no other objection,\nsufficient for its condemnation.\nTo the other route suggested, (crossing the Seaboard road some five miles southward of\nSuffolk, and pursuing more directly the ridges mentioned in connection with the line sur-\nveyed,) the same objections present themselves as to the first or northern route proposed\nand though perhaps not to the same extent, I am fully persuaded, from examinations made\nin the country through which such a line would pass, that whatever reduction might\nbe made in the graduation, would be more than overbalanced by the cost due to the increase\nof distance incurred.\nOmitting, as improper in this place, any reference to the details wherein the present line\nenjoys signal facilities in and about the city of Norfolk, as a matter of duty I come now to\nspeak of its more striking advantages over that first referred to in this communication, and\nnot, I would remark, with any desire or intention to prejudice the professional standing of\nthose by whom it was made, but merely to justify the late survey-by some deemed inex-\npedient and unnecessary.\nIn the crossing of the eastern branch of the Elizabeth river, some 2200 feet above the\nline indicated by that survey, Norfolk may at any future day extend in that direction her\nharbor and now limited water front. And from the Elizabeth river on, the line heads seve-\nral creeks-no less than nine in number-between the eastern and southern branches of\nthat river-crossing the eastern branch at a more favorable point, especially as regards\ndepth and width of water, as well as height of bank on either side.\nIn the neighborhood of Suffolk, the present line occupies a position worthy of particular\nnote, avoiding a vast number of creeks and ravines of that vicinity, and presenting three\navailable sites for a depot upon ground less valuable and more convenient to the trading\nand traveling community from the direction of North Carolina, as well as a larger portion\nof the more business and thrifty citizens of that town, than any which can be selected on\nthe line with which it is now contrasted.\nDigitized by\nGoogle\n874\nDbc. No. 171\nBetween Suffolk and Peteraburg, the irregular line of 1851 cromes the mill potado of\nboth branches of the Nameemond river at points more remarkable for the differenties they\npresent than any consideration of economy, and traverses a country more broken\ndulating than that upon which, as a substitute, you are presented SR smbroken link/ef\nmiles straight line, crossing but one mill pond, and that as proferable. to croming the expile-\nOFR branch of the Nancemond river.\nBuch are some of the more prominent advantages of the line selected as the most eligi-\nble route for the Norfolk and Petersburg railroad; and it may be well to repeat, they has\nbeen secured without any increase of distance over the survey of 1851, and with 8 lighter\nmaximum grade and curvature than was found necessary under the exploration of that\nyear.\nTwo parties of engineers are now actively engaged in making a permanent location of\nthe line, and I am pleased to my have already well advanced the first 62 miles, for the gin-\nduation and masenry of which proposals have been invited. For the remaining 16 mile\nto Petersburg I would recommend that proposale be solicited so soon as the terms of -\nnection with the Southside railroad shall be arranged.\nIn that provision of the charter of the Norfolk and Petersburg raitroad which reads thes,\nand where the said read shall cross the said canal and the southern and eastern branches\nof the Elizabeth river, shall be provided with suitable drawbridges, so as in no measer to\nhinder, obstruct or delay the passage of any steamboat, vessel, lighter or raft passing up or\ndown the suid canal, or either of the said branches,\" I trust you will solicit amoundments\nat the coming session of the legislature-first, to dispense with the draw required in the\nbridge over the southern branch of the Elizabeth river, no good reason now appearing for\nits existence, since sail boats rarely, and I may add, never ascend that branch beyond Port-\nlock's, (the site of the bridge,) some two miles above the mouth of the Dismal swamp canal:\nand secondly, an amendment defining the dimensions of the several draws required, so as\nto afford every facility to those for whom they have been especially provided, and yet pro-\ntect the convenience and interests of the company from the prejudices of a class so nume-\nrous, and more hostile than friendly to railway improvements. A third amendment (of\nvital importance to the city of Norfolk as a competitor with her sister city) I would advise\nprohibiting the passage of any vessel, raft, &c. for a period of five minutes before and after\nthe published time for the arrival of any train, at either one of the forenamed bridges. A\ndelay for so short a time would be of little consequence to such boats and vessels as navi-\ngate the Dismal swamp canal or the eastern branch of the Elizabeth river, while the delay\nnecessary for the passage of one boat, much less a premeditated congregation of vessels\naud the like, would materially disturb the comfort of passengers and seriously affect the\ninterests of the company.\nIn the absence of a more careful estimate, deferred for want of more reliable informa-\ntion than now at my command, I am not prepared to suggest precisely what amount of\nincrease of means will be requisite to complete and properly equip your road. The esti-\nmate regulating the capital stock of your company was, I suppose, more conjectural than\notherwise-admitting, however, that the estimate made after the survey of 1851 was ade-\nquate at that time for the specific purposes therein enumerated, and for usual contingencies.\nSince then, iron and labor have materially advanced, the former 40, and the latter more them\n20 per cent.; and in that estimate no provision appears for right of way, depot grounds,\nbuildings, shops, water stations, engineering, superintendence and rolling stock. These I\nhave estimated as follows:\nDigitized\nby\nGoogle\nDoc. No. 17.\n375\nRight of way, say\n-\n-\n-\n-\n.\n12000 00\nDepot grounds,\n.\n-\n.\n-\n.\n25000 00\nDepot buildings, shops, &c.\n-\n-\n-\n.\n60000 00\n$\nWater stations,\n-\n-\n-\n-\n.\n12500 00\nEngineering, superintendence, &c.\n-\n-\n-\n-\n64000 00\nRolling stock,\n-\n-\n.\n.\n-\n113000 00\n286500 00\nAdding for advance in iron,\n-\n-\n- 128000 00\nAnd for advance in labor,\n-\n-\n-\n84264 00\n212264 00\n$ 498764 00\nWill be necessary, over and above the estimate rendered in the year 1851-a less amount\nthan which I am now unwilling to recommend as adequate for the various wants of the\nwork; and it is possible that even this may be increased upon the careful and more finished\nestimate which it is my purpose to prepare upon perfecting a location of the entire line.\nAppended is a list of persons employed in this department.\nAll of which is respectfully submitted.\nWM. MAHONE,\nChief Engineer.\nList of Engineers and others employed in the Engineer Department, with their\nDuties and Compensation.\nNAME.\nIn what Capacity.\nCompensation.\nJno. A. Hayden of Va.\n-\n-\nAssistant engineer,\n$100 per month.\nJ. M. St. John of Ga.\n\"\n\"\n\"\n\"\n\"\n-\n-\nJno. T. Burke of Virginia,\n-\n-\nSurveyor,\n3 per diem.\nThomas Upshur\n\"\n\"\n-\n-\n2 \"\n\"\nRich'd Logan\n\"\n-\n-\nLeveler,\n2 \"\n\"\nRobert H. Fitzhugh\n\"\nCalculator,\n$1 50 \"\n46\n#\n-\nA. B. Jordan\n\"\n\"\n0\n-\n40\nper month.\nEdward Smith, D. C.\n-\n-\nRodman,\n1 per diem.\nMoore of Va.\n-\nChainman,\n1\n\"\n\"\n-\nJordan \"\n\"\n-\n-\n1\n\"\n\"\nTen negro men on various duties, principally as axemen, at different rates per month.\nWM. MAHONE,\nChief Engineer.\nOctober 28th, 1853.\nDigitized by Google\nDoc. No. 17.\ns the state of the Norfolk and Petersburg Railroad Company for the\nyear ending 30th September 1853.\nits] stock, $ 800,000 :\nby city of Norfolk and individuals 2,457 shares, at $100 each,\n-\n245700 00\ny commonwealth of Virginia 4,800 shares, at $100 each,\n-\n480000 00\nlividual subscription unpaid,\n-\n-\n240862 00\nwwwealth's subscription unpaid, -\n-\n-\n472770 00\npenses:\nser's department,\n-\n-\n-\n3677 30\n&e., &e.\n-\n.\n-\n97 21\nfurniture, &c.\n.\n-\n226 00\nmrs' salaries,\n-\n.\n-\n375 00\n4375 51\nCash on hand 30th September 1853,\n-\n-\n-\n7692 49\n$ 725700 00\n725700\n00\nBy order of the board of president and directors.\nG. W. CAMP, Clerk.\nA List of the Officers and Agents.\nFrancis Mallory, president, $1,500 per annum ; A.S. Leonard, J. Wells, W. H. Taylor,\nstate directors, necessary expenses; W. J. Hardy, W. J. Harrison, stockholders' directors,\nnecessary expenses; G. W. Camp, clerk and treasurer. $ 500 per annum; Wm. Mahous,\nchief engineer, $2,500 per annum.\nBy order of the president and directors.\nG. W. CAMP, Clerk.\nDigitized by Google\nDdc. No. 17.\n377\nORANGE AND ALEXANDRIA RAILROAD COMPANY.\nOFFICE ORANGE AND ALEXANDRIA R. Co.\nAlexandria, November 24, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nEnclosed you have a copy of the report of the president and\ndirectors of this company, submitted to the stockholders at their late annual\nmeeting on the 27th ultimo.\nI have the honor to be\nYour ob't servant,\nJOHN S. BARBOUR, JR.\nPresident.\n48\nDigitized by Google\nDec. No. 17,\nREPORT OF PRESIDENT AND DIRECTORS.\nStookholders Orange and Alexandria Railroad Co.\nIn conformity to law, the president and directors present the following used\nreport of the condition of the company, with a statement of receipts and disburestments\nfor the fiscal year ending the 30th of September last.\nThe road was opened to the station at Culpeper court-house in November last, and to\nWarrenton in December following, and has since been in daily operation by the trains to\nthose points respectively-a total distance from Alexandria of seventy-one miles. Every\neffort has been made on the part of the board, within the scope of their ability, to press\nthe construction of the remainder of the road to Gordoneville as early as possible, as far M\ncompatible with the nature of the work and the interests of the company. It will be no-\nmembered that this part of the line, known in our act of incorporation as the western see-\ntion, was not put under contract, owing to the failure to raise sooner the minimum sub-\nscription required by law, until nearly two years after the eastern and middle sections of\nthe road had been let. Parts of the section referred to have been of easy construction,\nwhile other parts have presented the necessity of making deep cuts and heavy embank-\nments, upon which, a limited force could only be employed., Of these last, the greatest\ndifficulty has been met in the work nearest to Culpeper court house, which has arrested\nthe laying of rails and the completion of the road beyond that point, as otherwise might\nhave been expected from the progress made a year ago. The policy of the board has\nbeen so to equalize the construction of the several sections, with a view to save the unne-\ncessary expenditure of money, as that the completion of each should conform to the prac-\nticability of laying the track continuously when commenced. The board has now the\nsatisfaction to inform the stockholders that the greater part of the graduation and many\nbetween Culpeper and Gordensville have been completed, and that no further serious inter-\nruption to the progress of laying the track between the two points can be expected.\nThe whole amount of iron required to lay the rails to Gordonsville, (2,200 tons,) has\nbeen contracted for upon favorable terms-a part already received and in progress of being\nlaid down, and advices have been received of the shipment of the greater part of the residue\nfrom England, and its arrival may be daily expected.\nIt is the calculation of the chief engineer in charge of the work, Mr. Vandegrift, that the\nroad will be finished to the station at the Rapidan early in December, to Orange court-hous\nby the 1st of January, and to Gordonsville by the 1st of February next. This result will\nbe subject of course to qualification, from unfavorable weather, or other unforeseen causes.\nIt will thus be perceived that there is a fair prospect of reaching the western terminus of\nthe original charter of the company in a little more than three months, and of realizing the\nimportant results to be derived from a connection with the Virginia Central railroad at that\npoint. Although the completion of the road to Gordonsville will not be accomplished as\nearly as has been heretofore anticipated, yet it is believed that no substantial loss to the\ncompany therefrom will be sustained. Full time and opportunity have been allowed for the\nproper adjustment of embankments, and a more perfect execution of cuts, and a complete-\nness of preparation of road bed for its superstructure. Increased expenditure of meney\nis always incident to the hurried construction of a road upon which the trains are placed\nbefore its final completion. The large outlay subsequently required for other parts of our\nline, after being in operation, attests this fact.\nThe accompanying report of H. W. Vandegrift, Esq. will shew mere particularly the\nprogress and present condition of the work. It is due to Mr. Vandegrift, who has been in\ncharge of the work as chief engineer since the resignation of Mr. Atkinson in December\nlast, to say, that he has discharged his duties in that capacity, and as general superiatendent,\nwith which office the former was incorporated, to the entire satisfaction Googie\nDigitized\nby\nDoc. No: 17.\n379\nExtension to Lynchburg.\nAuthority was given the company at the last session of the legislature to extend their\nroad from some point upon the Virginia Central milroad to the town of Lynchburg, and\nthe capital stock increased in the sum of fifteen hundred thousand dollars for the purpose.\nThis act was accepted by the stockholders in the general meeting in March last, and a\nreconnoissance and surveys of a suitable route for the location of the road by them ordered.\nAs soon thereafter as circumstances would permit, the board proceeded to put in execution\nthe resolution of the stockholders, and the surveys were confided to the charge of T.C.At-\nkinson as chief engineer, whose valuable services were re-engnged for the purpose. The\nreport of Mr. Atkinson, herewith presented, shews the nature and progress of the surveys\nas far as made. It is expected that the surveys now in progress will be completed early\nnext month, when the requisite data will be obtained for the location of the line. Two com-\npeting routes are presented for the construction of the road, which may be distinguished\nfrom each other as the upper and lower lines. The former passes either near or by the\ncounty seats of Albemarle, Nelson and Amherst counties, and penetrates a productive\nregion of country. The lower line pursues more nearly the valley of James river, and\nskirts the counties mentioned upon their eastern borders, a region of less fertile extent.\nThe local subscription, so far, has been embarrassed by the uncertainty of the final location\nof the road. It is believed that a much larger amount of subscriptions can be obtained\nupon the upper line, as it extends through a more populous and productive country, and is\nless favored in present facilities to market, the lower line already possessing the accommo-\ndation afforded by the James river canal. As the subscription of the intermediate country,\nhowever important, under the most favorable circumstances, will not be adequate to the\nconstruction of the road, the cost of which in great part must at last be contributed by the\ncompany, and as the prominent object in view is a connection with the Virginia and Ten-\nnessee railroad at Lynchburg, the final location must depend upon the result of the surveys\nnow in progress. Ceteris paribus, considerations of policy favor the location upon the\nupper or central route.\nIt is gratifying to know that a fair location and very direct route can be had upon either\nline, at a cost too, in the language of the chief engineer, the expenditure of which would\nbe justified by the local business alone.\"\nThe importance of extending the road is too apparent to permit its construction. to be\ndelayed. As soon as the surveys are perfected, it is recommended by the board that the\nlocation of the route be adopted in time, should the local subscription justify the proceed-\ning. to put some of the heavier work and more difficult sections under contract by the 1st\nof January next. The 1st of January is indicated, as the slave labor of the country can\nbe better engaged at that time by the contractors. In authorizing the extension to\nLynchburg, the legislature failed to provide for any subscription on the part of the state\nto the capital stock created for that object. It was expected heretofore, with some\nconfidence, that the prospective profits of the road, when completed, would have attracted\ninvestment of capital from without the state, sufficient, with the local subscription of the\ncounties along the line, to have built the road. The great demand for capital, which has\nexisted for some time past, and the number of railroads now under construction\nthroughout the United States, render it improbable that much assistance can be drawn\nfrom that source to the enterprise. The board recommend that application be authorized\nto be made to the legislature, at the approaching session, for a subscription of three-fifths\non the part of the commonwealth 10 the last created capital stock of the company. This\nproportion the state should contribute upon fair principles of copartnership-as the\nowner of three-fifths of the existing capital-and as the recipient of the benefits to result\nfrom the extension, apart from the obligation to dispense her favors with an equal hand\nto every part of the commonwealth. Should this be done, there is reason to believe that\nDigitized by\nGoogle\n380\nDoc. No. 17.\nthe requisite amount of private subscriptions can be obtained, and the work vigeremly\nprosecuted without further delay.\nReceipts and Disbursements.\nThe treasurer's statements, marked A and B, show the receipts and disbursements both\nfrom the organization of the company and for the past fiscal year.\nThese results are shown in the following table :\nReceipts from commencement,\n-\n-\n.\n$1824954 %\nDisbursements,\n-\n.\n-\n-\n-\n-\n1778488 00\nReceipts for past fiscal year,\n-\n-\n-\n-\n655138 97\nExpended during past fiscal year,\n-\n-\n-\n-\n608672 61\nThe various items which make up these sums will be found under their respective\nheads, as classified by the treasurer.\nTransportation.\nThe report of the general superintendent and accompanying papers exhibit in detail the\ncondition of the transportation department:\nReceipts from freight, passengers and carrying United States mails for the past\nyear, amount to the sum of\n-\n-\n-\n112022 70\nCost of working the road and keeping it in repair during that time,\n-\n57665 20\nLeaving a clear profit to the company, after paying all expenses, of\n54357 50\nThe revenue from this source exhibits an aggregate return for August and September\nof this year, of $25,449 81, against $12,625 36 for same months in 1852; and up to the\n22d of the present month, the increase is at the same rate. The result shows that the\nmonthly receipts have nearly doubled in twelve months, the increase being greatly beyond\nthe proportion in comparison with the extension of the road. When the road is completed\nto Gordonsville. it may be reasonably estimated that the monthly receipts will exceed an\naverage of $20,000. This indeed may be considered a low estimate, as a connection\nwill be formed with the Virginia Central railroad at that point, and a direct communication\nby railroad afforded both with Richmond and Staunton. At the same time the local\nbusiness secured between Culpeper court-house and Gordonsville will exceed in proportion\nthat of any other part of the line. The probability is that the receipts will considerably\nexceed the estimate given. But assuming the receipts as above, and deducting fifty per\ncent. for working expenses, the sum remaining will constitute a dividend equal to six per\ncent. upon the original cost of the work. This is a result as gratifying as it is striking.\nand is well calculated to inspire confidence in the present value of the work, and invite\nattention to the future profits of the stock of the company.\nThe general superintendent estimates that some additional equipment will be required\nfor the business of the road when it reaches Gordonsville.\nCapital Stock.\nThe original capital stock of the company was increased at the last session of the general\nassembly in the sum of $ 420,000. to complete the road to Gordonsville, and in the addi-\ntional sum of $1,500,000, for the extension to Lynchburg, of which last the state took no\npart, making altogether an aggregate capital stock of $ 2,957,500. Of the first named sum\nof 420,000, $ 350,000 was made a preferred stock at the general meeting of the stock.\nDigitized by Google\nDoc. No. 17.\n381\nholders in March last, with a guarantee of six per centum per annum, to be paid out of the\nnet earnings of the road. or the stock thus preferred, the corporation of Alexandria and\nprivate individuals have subscribed to the present date the sum of about one hundred\nthousand dollars, which draws from the state the corresponding proportion of one hundred\nand fifty thousand dollars, leaving a balance unsubscribed of about one hundred thousand\ndollars. It will be perceived that only forty thousand dollars of the preferred stock\nremains to be taken by individual subscription, and the hope is indulged by the board that\nthe stockholders at their present meeting, in view of the wants of the company and the\nimportance of providing the necessary means to finish the road to Gordonsville, without\ndelay, will come forward and subscribe the amount. A small pro rata subscription upon\nthe existing private stock will absorb the balance now outstanding and untaken.\nThe chief engineer of the work estimates that an expenditure of 218,000 from the 1st\nof October will be required to complete the road to Gordonsville, inclusive of cost of\niron, a part of which has been received and paid for. There yet remains of the sum of\n420,000 of capital stock, 57,000, which was not preferred in the resolution of the stock-\nholders, and which will be required in part or whole to finish and equip fully the road to\nGordonsville. Whether this balance of stock should be guaranteed and put upon the\nfooting of the $ 350,000 heretofore preferred, is a question to which the attention of the\nstockholders is invited. A discretion might be conferred upon the board to prefer this\namount or not, as the exigency of the case might require. Nothing has occurred since\nyour meeting in March last to disturb the confidence then expressed by the board in the\npolicy of establishing a preferred stock, as a financial measure, wise in itself, and demanded\nby the best interests of the company.\nThough the condition of the money market has been adverse to investment in stocks by\ncapitalists, and subscriptions by individuals have not equaled expectation, yet adequate\nmeans have been afforded from this source to meet the engagements of the company, and\nto carry on the work to the present time. The preference given to the new stock has not\nhad the effect to depreciate the old stock, as was predicted by the opponents of the\nmeasure, but on the contrary it is believed, that but for the scarcity of capital for invest-\nment, in view of the increased receipts of the road, and the proximate completion to Gor-\ndonsville, the stock would have largely advanced upon present rates.\nIt is apparent now that the road, when finished to Gordonsville, will yield an income\nmuch beyond the cost of working the same. It is recommended, as a measure due in jus-\ntice to the original stockholders and as founded in good policy, that at the next annual\nmeeting a dividend shall be declared upon the stock, payable either in money or in the\nscrip of the company, as may be deemed most expedient and proper.\nThe company have to regret the loss by death, since their last meeting, of two of their\ndirectors-Maj. Charles Hunton and Dr. William L. Powell. The latter had been con-\nnected with the government of the road since the organization of the company, and the\nformer for a greater part of the time. The services of each are entitled to a grateful re-\ncollection by the stockholders.\nA list of officers, &c., as required by law, is furnished with this report.\nRespectfully submitted, on behalf of the directory, by\nJOHN S. BARBOUR, Jn.\nPresident.\nDigitized by\nGoogle\n382\nDoc. No. 17.\nCHIEF ENGINEER'S REPORT.\nOFFICE WEST. SEC. O. & ALEX'A R. R\nAlexandria, October 1, 153\nJOHN S. BARBOUR, Esq.\nSIR,\nIn submitting the report of the construction of the western section, extending\nfrom Culpeper court-house to Gordonsville, I refer to the treasurer's return to October\n1st, 1852, in which it appears that 49,735 64 were expended for graduation, masory, de\nFor the purpose of showing the progress of the road for the past year, this amount intaken\nas an equivalent to a less sum than the cost of three miles, leaving twenty-four miles at\nthat date to be constructed, and of a character generally heavy.\nUnder the circumstances of the great scarcity of laborers, and the constant effort mill\npolicy to have the monthly expenditures no greater than would warrant the completion &\nthe whole line at the same time with the severe rock excavation at Day's summit ME\nCulpeper court-house, and the approach of the track, I think we have no cause to be &\nsatisfied when we turn to the present condition of the road.\nThe graduation, masonry and ballasting between Culpeper court-house and Willis's all\na distance of 124 miles, and five miles of track superstructure, will be completed by the\n10th of November. In this distance, no future work chargeable to construction will be\nrequired, more than sloping the cut near Culpeper, aud completing the bank over Wards\nbranch, calling for an expenditure of not over six hundred dollars.\nThe masonry of Rapidan bridge, near Willis's mill, will be completed by the 1st of No\nvember, and from that point to Orange court-house. I can see nothing to prevent its read-\nness for the rails by the 15th of December, or at farthest 1st of January. For security\nfrom sliding of the slopes at Cave's summit, properly belonging under the head of\nstruction. an expenditure of one thousand dollars will be required after the trach -hall hare\nbeen laid.\nFrom Orange courthouse to Gordonsville, the amount of work to be done is NO light\nthat by the latter time the entire graduation and masonry will have been completed.\nThe bridge superstructures are all framed in Alexandria, and only wait the completic\nof the track to be transferred to the points where they are required. The two FUID\n$ 600 and $1,000 are confidently reported as the only amounts, after the completion of t:\nsuperstructure, that can increase the item of construction of the road proper. or L'\nsection.\nThis assurance of having a finished road when the travel and trade shall commeted\npass over it. is in itself a matter of some consideration. and too often looked upon lightly:\nbut 1 think I am justified by the experience of all companies, and by all individual works\nand by the greater confidence felt and shown in a finished road as a permanent investment.\nthat the true policy is, to complete a work securely and permanently whenever it is [\"\nsible, not allowing an over anxiety for the earliest use of it to be the governing idea.\nBy the 1st of February 1854. the connection with the Virginia Central railroad will H\nmade, provided the rails shall arrive in due time; and from the advices received. I appre\nhend no delay from that cause.\nThe foundation and framing of the station-house at Willis' mill will be completed in 3\nfew days. and the building ready for use by the 1st of December.\nAt Orange court-house but little progress has yet been made by the contractor for the\ndepot buildings; and as that will be of brick and iron, as a security against fire, some time\nDigitized by Google\nDoc. No. 17.\n383\nwill be required for its completion, so that it will not be serviceable before March or April.\nIt is proposed, however, to put up a temporary one for the purposes of freight and the\naccommodation of passengers.\nAn item of peculiar interest at this time connected with the section, is the amount\nnecessary to complete it. By comparing the estimate made in March last with the esti-\nmated value of the work still to be done, the result warrants me in adhering to it as suffi-\ncient for that purpose. The sum named was $ 323,000 in money: since that date there\nhas been expended, under the general head of construction, $ 105,000, leaving a balance\nunexpended of $ 218,000, which will be equal to the future demands. It may exceed the\nestimate slightly, owing to the necessity of securing increased forces, by an increased rate\nof wages, and by the continuance of rock of a very hard nature, met with at several points\non the line.\nIn closing this year's report, I extend to my assistants, Messrs. B. Ward, jr. and William\nS. Green, an expression of indebtedness for the valuable services rendered by them, and\nfor their constant attention and interest in the works under their immediate charge. Mr.\nJohn Garrow, inspector of masonry, has shown faithfulness and industry.\nRespectfully,\nHENRY W. VANDEGRIFT,\nChief Engineer West. Sec.\nDigitized by Google\nDoc. No. 17.\nGENERAL SUPERINTENDENT'S REPORT.\nOFFICE GEN. SUPT. O. AND A. RAILROAD,\nAlexandria, October 1, 1853.\n4 JR., Esq.\nThis department for the past year has been very varied in its operations, owing\nch of its time being demanded in the building of new structures for the part of the\nas run by the engines, embraced between Alexandria and the present termini,\npeper and Warrenton.\ncars commenced running to Culpeper and Warrenton in November and December\nlively. Since that time nothing of any moment has occurred to interfere with the\n.ity of the trains, or chargeable to accident.\nrack superstructure has been kept for the past year in excellent adjustment, and\nJ bed for a length of forty-five miles ballasted with broken stone and gravel. It in\nasidered yet fully completed, and will need some expenses during the present year\npermanent. An estimate of the probable amount required for that purpose\need two thousand dollars.\nwet cuts which were for 80 long a time a source of great expense, have been made\nand secure by a foundation of stone under the entire superstructure, varying in depth\nINSURED one to four feet. The sloping and widening these deep cuts will also be a work of\nnecessity, which will result in the means of reducing the future expenses of repairs.\nWidening and raising the grade on the embankments will be part of this year's work also.\nAn expenditure of eight thousand dollars is estimated as sufficient to put the road bed\nin full and complete order.\nThe stone abutments for Cameron run, bridge No. 5, Pope's head, Cannon's branch and\nKettle run, may be postponed to a later date, to suit the convenience of the company, as\nthe present wooden abutments are regarded as entirely reliable.\nThe track from Alexandria to Cameron run has been relaid with large ties, and most of\nthe small bridges been replaced with trussed beams. The work of painting all the bridge\nsuperstructures, as security against the weather, is in hand and will be finished in the course\nof two months.\nTwo turn tables, capable of receiving an engine and tender of the first class, have been\nsupplied from the company's shops and placed at Culpeper and Warrenton, as well as the\nmechanical parts of two large water stations.\nAt points along the line of the road, sheds and platforms for the security of fuel and\nconvenience of wooding have been built during the year.\nA temporary passenger car-house with two tracks, a loading platform for the convenience\nof freight and an increased number of switches and lengthened tracks have been com-\nstructed and put in at the Alexandria station.\nThe department of machinery, under Mr. Wm. Romans, has been well managed; and\nthe fact that all the wheel machinery and cars of the company are at this present date in\ngood running order, attests its usefulness and economy.\nA car, with apartments for smoking, baggage and mail, has been finished and placed upon\nthe road two months since, and for workmanship and actual cost, will compare fiverably\nwith those purchased; and from the same establishment seven eight-wheele\nhave been turned out.\nDigitized by Google\nDoc. No. 17.\n385\nThe equipment consists of 5 locomotives, first class, and 1 small engine for repairs, &c. ;\n4 passenger cars; 2 smoking and baggage cars; 1 smoking, baggage and mail car; 57\neight-wheeled freight cars.\nThe company have also 16 four-wheeled ballast and repair cars.\nThere have been added during the year 27 freight and 1 mail car.\nThe entire complement of engines and cars owned by the company has been in requisi-\ntion to accommodate the increased travel and freight. In view of an early extension of\nthe road to a connection with the Virginia Central, and its completion to Gordonsville, the\nfollowing estimate of engines and cars is respectfully submitted as needed for working the\nroad:\n8 passenger engines, first class; 3 freight engines, first class; 13 passenger cars; 5 mail\nand baggage cars; 100 freight cars.\nThis estimate is based upon an anticipation of two daily passenger trains, and one daily\nfreight train each way.\nComparing the number belonging at present to the company, the demand will be:\n4 passenger engines, 1st class,\n-\n-\n-\n.\n33000\n2 freight engines, 1st class,\n.\n.\n-\n-\n18000\n9 passenger cars,\n-\n-\n-\n-\n-\n19350\n2 mail and baggage cars,\n-\n-\n-\n-\n-\n3600\n43 freight cars,\n-\n-\n.\n-\n-\n-\n25000\n$ 98950\nThe annexed paper A shows in detail the repairs, &c. of the locomotive engines for the\nyear ending September 30, 1853.\nRespectfully,\nH. W. VANDEGRIFT,\nGen'l Sup't.\n49\nDigitized by Google\nDoc. No. 17.\nCHIEF ENGINEER'S REPORT.\nENG. OFFICE EXTENSION 0. & A. RAILBOAD,\nAlezandria, October 22, 1853.\n3. BARBOUR, JR., Esq.\nSIR.\nThe surveys for the extension being incomplete, my report must -\nly be limited to a statement of views and facts partial in themselves, but connected\nhe entire practicability of the road on either of the routes suggested for its location\nThe country lying between Orange county and Lynchburg is marked by rugged features,\nwhich at first view would seem to preclude the construction of a railroad on any reasonable\nterms. A closer examination shows that these obstacles are rather seeming than real, and\nthat sections of more than ordinary difficulty are compensated by unusual directure à\nthe whole distance.\nIt is also to be remarked, that in a country literally strewn with mountains, M a oir\nsiderable part of the route is, it is not necessary in any instance to encounter them, the\nnumerous streams that cleave them to their bases, heading up against each other, either\ndirectly, or by their tributaries, in a way so obvious as to leave in many cases nothing to\nthe engineer but the taste of judicious selection.\nMy reconnoissance suggested two leading lines for instrumental examination, vis: ⑉\nlying mainly east of the Southwest mountain and its representatives, extending south as\nfar as Tye river, where it passes to the west side of the elevated Buffalo ridge, and the\nother coinciding with it for the first 12 miles, and after diverging from it, passing parallel\nwith the Central railroad to Charlottesville, and thence on to Lynchburg, by the remarkably\ndirect valleys lying west of the Ragged mountains and their affiliated ridges, known under\nvarious local names.\nThe former of these routes, spoken of in this connection as the river route, is well\ndefined by natural features, and admits of little variation from the line selected for survey.\nCommencing at Gordonsville, it passes over favorable ground until it approaches James\nriver, a distance of about 35 miles. There the surface becomes very uneven, and a stretch\nof river hills is encountered, marked by some hard rock as far as Howardsville, at the\nmouth of Rockfish, and 39 miles from Gordonsville.\nThe greater portion of this section is through a region susceptible of the highest culti-\nvation, the valleys of the Mechunk creek, Limestone river, Buck island creek and Turkey\nrun, being marked by the well known and valuable deposit of blue limestone, which\ndisappears shortly after crossing Hardware river. This is succeeded by a fine agricultural\nstretch of gently rolling character, watered by Tootin's and Ballenger's creeks, and thes\nby the red lands bordering the James river to the mouth of Rockfish.'\nFrom this point the features change, and a line of bolder character must be maintained,\npassing by Newmarket, where it leaves James river entirely to reach the valley of Buffalo,\nheading up by one of its principal tributaries, within ten miles of Lynchburg. From here\nthere is a direct route to James river, about one mile above the stage road bridge. This\nroute will measure, it is estimated, less than 80 miles.\nThe second, called the inland route, is susceptible of several modifications, some of\nthem having valuable qualities in the way of saving of distance, and as enlisting the\ninterest of fertile districts, at present very imperfectly supplied with means of access to\nmarket.\nDigitized by Google\nDoc. No. 17.\n387\nIt will suffice at present to indicate the main points, beginning at Charlottesville. The\nvalley of Moore's run, heading in the Ragged mountains, about eight miles southwest of\nthe town, furnishes an obvious access to the North garden, and thence to the South\ngarden. Leaving there, we reach Cove creek by Ame's gap, 38 miles from Gordonsville.\nThere two lines commence, one passing by Gordon's gap, and the other by Nelson court-\nhouse, which unite again on Indian creek, near Tye river, about 58 miles on the way.\nFrom here, the line passes east of New Glasgow, and near to Amherst court-house, and by\nthe slopes of Harris' creek to its mouth, (avoiding the numerous windings of that stream,)\nwith a degree of directness that would not be expected on a first examination. The\ndistance to Lynchburg by this route is also rather less than 80 iniles. The variations that\ncould be made on this line would not be properly understood without the aid of detailed\nsurveys, illustrated by maps. I may say that a line leaving the road near Orange court-\nhouse would save at least five miles of distance, whether it passes by Charlottesville, or, as\nhas been suggested, by the valley of Ivy creek and Taylor's gap, in the North garden.\nThe direct line by the state map from Gordonsville to Lynchburg measures 70 miles,\nwhile it is possible to build the road on more than one superior route with a distance of 79\nmiles, which is the moderate increase of 13 per cent.\nThe distance from Alexandria to Lynchburg, as surveyed, is 168 miles, and with the aid\nof the savings alluded to, which may be made without any addition to the cost per mile,\nmay he reduced to 163 miles. This will give a route to the south and southwest that, in\npoint of distance, is without competition, and is equal in every other regard to any that can\nbe suggested.\nIt is supposed that the field labors of the engineers now employed in this service will\nterminate about the first of November, when the data for an approximation to the cost will\nbe obtained.\nEnough is known at present to authorize the opinion that a railroad of moderate grades\nand curves, and in every point of view commensurate with its national importance, can be\nmade from near Gordonsville to Lynchburg for a sum whose expenditure would be jus-\ntified by the local business alone.\nOn the greater portion of the way timber and stone are abundant-the latter of an\nunusually good quality for building. The adjacent counties are well supplied with labor,\nwhich it is hoped will not be sent abroad for employment.\nLists of the surveying parties are herewith presented. To Mr. Wharton the greatest\npraise is due for the judgment and general ability which he bas displayed. Mr. Stanard's\nservices have also been valuable. The younger engineers and members of the parties\ngenerally have performed their duties faithfully and correctly.\nRespectfully,\nYour ob't serv't,\nT. C. ATKINSON,\nCh. Eng. Extension.\nDigitized by\nGoogle\nA.\nReturn of the state of the Orange and Alexandria Railroad Company from the organization thereof, on the 11th May 1849, to the 30th Sept. 1853.\nEastern section.\nMiddle section.\nWestern section.\nWarrenton branch.\nAGGREGATE.\nAmount subscribed unpaid:\nBy individuals,\n87 00\n4422 60\n7602 30\n4460 75\n16572 65\nBY state of Virginia,\n130 00\n6633 90\n11403 45\n6781 62\n24948 97\nExpended in construction, to wit:\nEngineers' expenses,\n20124 81\n20124 81\n20124 81\n6708 27\n67082 70\nDigitized\nReal estate,\n2269 54\n2269 54\n2269 54\n756 51\n7565 13\nIron rails,\n102650 00\n106578 55\n512 48\n30558 55\n240299 58\nby\nTimber for cross ties, &c.\n22018 82\n48696 36\n8039 48\n7995 25\n86749 91\nGraduation, masonry, &c.\n+\n337372 05\n238306 64\n196891 59\n51111 35\n823681 63\nLand damages,\n18157 43\n19848 90\n14606 27\n6630 86\n59243 46\nWater stations, depot lots, &c.\nogle\nuction, general,\n4842 48\n4842 48\n4842 47\n1614 16\n16141 59\n5066 34\n5066 34\n5066 33\n1688 77\n16887 78\nnent.\nportation,\n36625 83\n36625 83\n36625 83\n12208 61\n122086 10\nnended for property held by company, to wit:\n13794 53\n13794 53\n13794 54\n4598 18\n45981 78\nDR instruments, tents, &e.\n2807 63\n2807 63\n2807 na\n935 84\n9358 43\n0\nforniture,\n100 4d\n156 44\n156 4d\nas 35\n601 47\nGeneral charges:\nSalaries, president, clerk, treasurer and chief engineer,\n-\n-\n-\n5678 82\n5678 83\n5678 83\n1892 94\n18929 42\nExpenses of president and directors,\n-\n-\n-\n-\n-\n956 04\n956 03\n956 03\n318 67\n3186 77\nRepuirs of cars and machinery,\n-\n-\n-\n-\n-\n5359 89\n5359 90\n5359 90\n1786 63\n17866 32\nRepairs of railway,\n-\n-\n-\n-\n-\n-\n16235 64\n12384 63\nI\n2893 34\n31513 61\nBallasting,\n-\n-\n-\n-\n-\n-\n-\n2721 52\n2721 52\n2721 52\n907 17\n9071 73\nWatching bridges, pumping water, &c.\n-\n-\n-\n-\n-\n438 22\n438 22\n438 21\n146 07\n1460 72\nMaterial for construction and equipment,\n-\n-\n-\n-\n7334 17\n7334 17\n7334 16\n2444 72\n24447 22\nMiscellaneous expenses,\n-\n-\n-\n-\n-\n-\n5645 69\n5645 69\n5645 69\n1881 90\n18818 97\nOffice charges,\n-\n-\n-\n-\n-\n-\n.\n955 68\n955 68\n955 68\n318 53\n3186 57\nDiscount on loans,\n-\n-\n-\n-\n-\n-\n-\n-\nI\n-\n61675 00\n:\nInterest on bonds and loans,\n-\n-\n-.\n-\n-\n-\n-\n-\n-\n26324 76\nDepot shops, engine house, &c.\n-\n-\n-\n-\n-\n3922 19\n3922 19\n3922 19\n1307 40\n13073 96\nLynchburg surveys,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n2533 33\ni\nFreight not collected,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n5142 30\nDue by individuals,\n-\n-\n-\n-\n-\n-\n-\nI\n-\n-\n263 22\nDue from Eggleston. McDonald & Co.\n-\n-\n-\n-\n-\nI\nI\n-\n34253 74\nStock of company subject to redemption,\n-\n-\n-\n-\n-\nI\nI\n-\n10555 00\nCash in bank in Alexandria, and other available funds,\n-\n-\n-\n-\n-\nI\n-\nI\n47153 16\n$ 615350 66\n555571 31\n357755 27\n149998 24\n1866575 98\nDigitized by Google\nA-CONTINUED.\nReturn of the state of the Orange and Alexandria Railroad Company from the organization thereof on the 11th May 1849, to the 30th Sept. 1853.\nEastern section.\nMiddle section.\nWestern section.\nWarrenton branch.\nStock preferred.\nStock not preferred.\nAGGREGATE.\nCapital stock:\nAuthorized by charter,\n937500\nIncreased for Warrenton branch.\n100000\nIncreased preferred stock,\n350000\nNot preferred,\n70000\n$1457500\nSubscribed by corporation of Alexandria, Warrenton and individuals,\n-\n-\n135000\n120000\n120000\n40000\n56700\n5273 72\n476973 72\nSubscribed or paid by state of Virginia,\n-\n.\n-\n-\n202500\n180000\n180000\n60000\n84450\n7910 58\n714860 58\nLoans on bonds of the company,\n-\n.\n.\n-\n-\n1\n-\n-\n-\n-\n385500 00\nLoans negotiated at short time,\n-\n-\n-\n-\n-\n-\n-\n-\n-\nI\n-\n64200 00\nBills payable, due for machinery, lumber, &c.\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n4858 24\nLoans from Board of public works, (balance,)\n.\n.\n-\n-\n-\n-\nI\n-\n-\n14172 23\nDigitized by\nRent.\n-\n-\n.\n.\n-\n-\n-\n-\n-\n1\n-\n84 00\nDue individuals in small sums,\n-\n-\n-\n-\n-\n-\nI\n-\n-\n-\n-\n2169 85\nRetained in company's hands by attachments and otherwise,\n-\n-\n-\n-\n-\n-\n-\n-\n2948 88\nReceived from freight and passengers, and carrying U.S. mail,\n-\n-\n-\n-\n-\n-\n-\n-\n157233 32\nRealized from delinquent stock held by the company,\n-\n-\n-\n-\n-\n-\nI\n-\n-\n30464 00\nDelinquent stock,\n-\n-\n.\n-\n-\n-\n-\n-\n-\n3500 00\nForfeiture on unpaid stock,\n-\n-\n-\n-\n-\n-\nI\n-\n-\n-\n-\n7926 00\nChecks outstanding,\n-\n-\n-\n.\n.\n-\n-\n-\n-\nI\n-\n-\n1685 16\n$ 337500\n300000\n300000\n100000\n141150\n13184 30\n1866575 98\nE. E.\nJ. H. REID, Cl'k and Treas'r.\nDigitized by Google\nB.\nStatement of Receipts and Expenditures within the year ending on the 30th September 1853.\nDISBURSEMENTS.\nEastern section.\nMiddle section.\nWestern section.\nWarrenton branch:\nAGGREGATE.\nFor real estate,\n-\n-\n-\n-\n-\n-\n-\n377 41\n377 41\n377 42\n125 80\n1958 04\niron rails,\n-\n-\n-\n-\n-\n-\n-\n-\n30714 74\n512 48\n29258 55\n60485 77\ntimber for superstructure, cross ties, &c.\n-\n-\n-\n.\n853 56\n25572 75\n8039 48\n5320 99\n39786 78\ngraduation, masonry, &c.\n-\n-\n-\n-\n-\n-\n13002 81\n34997 17\n147155 95\n16406 24\n211568 17\nconstruction, general,\n-\n.\n-\n-\n-\n-\n715 12\n715 12\n715 12\n238 38\n2383 74\nDigitized by Google\nequipment,\n-\n-\n-\n-\n-\n-\n0\n13663 30\n13663 31\n13663 31\n4554 43\n45544 35\nland damages,\n-\n.\n-\n-\n.\n.\n0\n2048 74\n5945 50\n1272 27\n599 36\n9865 87\nwater stations, depot lots, &c.\n-\n-\n-\n-\n.\n2232 87\n2232 87\n2232 87\n744 29\n7442 90\ntransportation,\n-\n-\n-\n.\n8\n9140 55\n9140 55\n9140 54\n3046 85\n30468 49\nProperty held by the company, to wit:\nsurveying instruments, tents, &c.\n-\n-\n-\n-\n-\n762 87\n762 87\n762 86\n954 29\n2549 89\nGeneral charges, to wit:\nengineering expenses,\n-\n-\n-\n-\n.\n9986 58\n2986 58\n2285 58\n761 86\n7618 60\npresident and directors' expenses,\n-\n-\n-\n-\n153 11\n153 12\n153 19\n.54 63\n510 38\nsalaries-president, clerk, trensurer and chief engineer,\n-\n-\n-\n980 00\n980 00\n980 00\n-\nsee B7\n306, 06\n3266 GG\n-\na\noffice charges,\n-\n#86 se\nass 50\n190 as\n1988 58\nFor interest on bonds and loans,\n.\n-\n.\n-\n-\n-\n-\n24728 75\nrepairs, locomotives, passenger and burthen cars, bridges, &c.\n-\n-\n-\n3943 03\n3943 03\n3943 03\n1314 34\n13143 43\nwatching bridges, pumping water, &c.\n-\n-\n.\n-\n-\n438 22\n438 22\n438 21\n146 07\n1460 72\nengine-house, depot shops and improvements,\n-\n-\n-\n-\n3698 95\n3698 95\n3698 94\n1232 98\n12329 82\ntemporary loans and bills payable of last year,\n-\n-\n-\n-\n-\n-\n-\n-\n20847 46\nmiscellaneous expenses,\n-\n-\n-\n-\n-\n-\n1875 14\n1875 14\n1875 15\n625 04\n6250 47\nmaterial for construction and equipment,\n-\n-\n-\n-\n7334 17\n7334 17\n7334 16\n2444 72\n24447 22\nrepairs of railway,\n-\n-\n-\n-\n-\n-\n8975 37\n8754 40\nI\n2893 34\n20623 11\nballasting,\n-\n-\n-\n-\n-\n-\n-\n4648 66\n3976 93\n-\n446 14\n9071 73\ntemporary loans from Board of public works,\n-\n-\n-\n-\n-\n-\n-\n-\n40827 77\nsurveys on Lynchburg extension,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n2533 33\ntransportation bills uncollected,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n4387 95\ndelinquent stock,\n.\n-\n-\n-\n-\n-\n-\nI\n-\n-\n25 00\nJg\nchecks not in at last settlement,\n-\n-\n-\n-\n-\n-\n-\nI\n-\n3876 63\neach in banks of Alexandria, and other available funds,\n-\n-\n-\nI\n-\n-\n-\n46560 36\n$ 77516 03\n157948 41\n204967 07\n70920 21\n655138 97\n1\nDigitized by Google\nB.-CONTINUED.\nStatement of Receipts and Expenditures within the year ending on the 30th September 1853.\nRECEIPTS.\nEastern section.\nMiddle section.\nWestern section.\nWarrenton branch.\nPreferred.\nNot preferred.\nAGGREGATE.\nFor balance of money on hand, per last report,\n-\n-\n-\nI\n-\n12558 73\ncapital stock from corporation of Alexandria and individuals,\n-\nI\n9372 97\n41949 35\n6886 25\n56700 00\n5273 72\n120182 29\ncapital stock from state of Virginia,\n-\n127 50\n14406 78\n64178 03\n10239 88\n84450 00\n7910 58\n181312 77\nretained in company's hands by attachments and otherwise,\n-\n-\n-\n-\n-\nI\nI\n1674 83\nrent,\n-\n-\n-\n-\n-\n-\n-\n-\n43 00\nfreight and passengers, and carrying U.S. mails,\n-\n-\n-\n-\nI\n-\n-\n-\n112022 70\nloans on bonds of the company,\n-\n-\n-\n-\nI\n-\n-\n-\n136601 25\nDigitized by Google\ntemporary loans from Board of public works in anticipation of sub-\nscriptions,\n-\n-\n-\n1\n,\n-\n-\n25000 00\nloans negotiated at short time,\n+\n.\n-\n-\n-\n-\n1\n,\n-\n-\n59200 00\nbills payable for machinery, &o.\n+\n-\n-\n-\n-\nI\n-\n-\n-\n4868 24\nchecks outstanding,\n.\n-\n.\n-\n-\n-\n-\n-\n-\n1685 16\n$127 50\n23779 75\n106127 38\n17126 13\n141150 00\n13184 30\n655138 97\nE. E.\nDoc. No. 17.\n395\nList of Engineers and others employed upon Surveys for the extension of the\nOrange and Alexandria Railroad to Lynchburg-October 1853.\nNAMES.\nDUTIES.\nCOMPENSATION.\nFirst Party.\nGabriel C. Wharton,\n-\n-\nAssis't engin'r and surveyor,\nPer day, 4 11\nJ.D. Pierce,\n-\nAssistant surveyor,\n\"\n-\n-\n1 50\nWilliam Ramsey,\nFore chainman with staff,\n\"\n-\n-\n-\n1 00\nHead chainman,\n-\n\"\n1 00\nAxeman,\n\"\n-\n1 00\nE. Lorraine Mason,\n-\nLeveler,\n\"\n-\n-\n2 50\nIsrael Battaile,\nAsssistant leveler,\n\"\n-\n-\n-\n1 50\nL. Wilberforce Reid,\nRodman,\n\"\n-\n-\n-\n1 00\nTaylor Berry.\n\"\n-\n-\nRodman,\n1 00\nCharles F. Mayer,\n-\nDraftsman and calculator,\n\"\n-\n-\n1 50\nPeter, (colored man,)\nCook,\n\"\n-\n-\n-\n1 00\n2d axemen, (occasionally,)\n\"\n-\n] 00\nTotal per diem,\n-\n$ 18 11\nSecond Party.\nT. Johnson Evans,\n-\n-\nAssistant engineer,\n-\nPer day, 4 11\nJ.F. Brown,\nSurveyor,\n\"\n-\n-\n-\n2 50\nF.J. llenry,\nFore chainman with staff,\n\"\n-\n-\n-\n1 00\nJames M. Macon,\n-\n-\nHead chainman,\n\"\n-\n1 00\nT. J. Butler,\nLeveler,\n\"\n-\n-\n.\n2 50\nMadison Tyler,\n-\nAssistant leveler,\n\"\n-\n-\n1 50\nRichard M. Weir,\n-\n-\nRodman,\n\"\n-\n1 00\nT. B. Willis,\nRodman,\n\"\n-\n-\n-\n1 00\nM. A. Miller,\n-\nDraftsman,\n\"\n-\n-\n2 50\nWesley Coffer,\n-\nAxeman, (colored,)\n\"\n-\n-\n1 00\nTotal per diem,\n-\n$ 18 11\nThird Party.\nJohn B. Stanard,\n-\n-\nAssis't engn'r and surveyor,\nPer day, 4 11\nJerome B. Norvill,\nAsssistant surveyor,\n\"\n-\n-\n-\n1 50\nHord,\n-\n-\nFore chainman with staff,\n\"\n-\n1 00\nWilliam E. Perry,\n-\n-\nHead chaiuman with staff,\n\"\n-\n1 00\nJ. V. Loyd,\nAxeman,\n\"\n-\n-\n-\n1 00\nH.M. Patten,\nLeveler,\n\"\n-\n-\n-\n2 50\nJohn S. Gibson,\n-\n-\nRodman,\n\"\n-\n1 00\nJohn M. Eaches,\nRodman,\n\"\n-\n-\n-\n1 00\nAugust Faul,\n.\nDraftsman and calculator,\n\"\n-\n-\n2 50\nHarry, (colored man,)\n-\n-\n2d axeman, (occasionally,)\n\"\n-\n1 00\nTotal per diem,\n-\n$ 16 61\nT. C. ATKINSON,\nC. Eng. Extension.\nO. & Alex. R. Extension, Alex'a, Oct. 20, 1853.\nDigitized by Google\n396\nDoc. No. 17.\nLength of Improvement.\n61} miles finished; 26; miles unfinished; and 9 miles of a lateral branch to Warrenton\nThe parties for the repairs of the road are divided into three divisions of about twenty\nmiles each in length. A supervisor has the immediate charge of a division, whose duty's\nconstantly to pass over it.\nThe parties are again subdivided into gangs of three or four men, to whom a particular\nlength of road is given to keep in full adjustment and repair.\nH. W. VANDEGRIFT,\nEng. and Gen'l Sup't\nDigitized by Google\nDoc. No. 17.\n397\nA List of the Officers of the Orange and Alexandria Railroad Company on the\n30th day of September 1853, with their Duty and Compensation.\nNAMES OF OFFICERS.\nIN WHAT CAPACITY-\nPAY.\nJohn S. Barbour, jr.\n-\nPresident,\n-\n-\n-\n1500 00\nHenry Dangerfield,\n-\nDirector on the part of private stockholders,\nActual expenses.\nSilas Burke,\nPhilip B. Jones,\nDirectors on the part of the state,\n-\nDo.\nInman Horner,\nJames H. Reid,\n-\nClerk and treasurer,\n-\n-\n1200 00\nJohn L. Pascoe,\n-\nAssistant in clerk's office,\n.\n-\n750 00\nThos. C. Atkinson,\n-\nChief engineer on Lynchburg extension,\n-\n3000 00\nH. W. Vandegrift,\n-\nEngineer and gen'l supit on 3 first sections,\n2000 00\nWm. B. Brockett,\n-\nTicket agent Alexandria,\n-\n-\n650 00\nW. S. Fewell,\n-\nAssistant in transportation office,\n-\n650 00\nA. R. Freeman,\n-\nAgent at Rappahannock,\n-\n.\n391 25\nA. B. Nelson,\n-\nDo. Brandy,\n-\n-\n150 00\nJ.M. Broadus,\n-\nDo. Culpeper court-house,\n-\n500 00\nWm. Romans,\n-\nMaster machinist,\n-\n-\n1000 00\nJ. H. REID, Clerk.\nDigitized by Google\n398\nDoc. No. 17.\nRICHMOND AND DANVILLE RAILROAD COMPANY.\nRICHMOND AND DANVILLE RAILROAD OFFICE,\nNovember 2, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI have the honor to submit herewith the report of the secretary\nand treasurer of the Richmond and Danville railroad company, exhibiting the\nfinancial condition of the company upon the close of the last fiscal year.\nThe report is accompanied by a list of the private subscribers, showing the\nentire amount subscribed, with the amount unpaid on the 30th ult.\nI trust that the statements cannot prove otherwise than satisfactory and gratify-\ning to the Board of public works, as this improvement has continued to furnish\nadditional evidence of success with every step of its progress. It has, within the\nlast twelve months, reached only the threshold of that extensive, important and\nproductive country which is to constitute its great and almost inexhaustible\naliment hereafter. It may, indeed, be said hardly to have touched that threshold\nuntil it reaches the Staunton river, at and beyond which it will extend the arms\nof its influence and usefulness to a dergree far beyond anything heretofore accom-\nplished. Whilst the success of this enterprise has gratified and delighted its early\nand warm friends, it has equally disappointed its opponents and those who pre-\ndicted its uselessness and failure.\nIt is now rapidly approaching its completion. By the close of the present year,\nthe road may be confidently expected to be running to the Staunton river, (dis-\ntance 90 miles,) the bridge over which stream will by that period be completed.\nA very large proportion of the grading and masonry beyond the river has been\naccomplished-some twenty miles east of Danville having heretofore been com-\npleted, and such other amount as justifies the board in the belief that without\naccident the whole amount of grading will be finished by July or August in the\nensuing year. The iron has been purchased for the entire road in England upon\nthe most favorable and satisfactory terms, and the superstructure will be laid from\nthe Staunton river with the utmost possible despatch. Should the directory be\nable to realize their hopes upon the subject, they flatter themselves, that without\naccident or some untoward circumstances, they may reach Danville or its neigh-\nborhood by the end of the coming year; which, when it shall be done, we have\nevery reason to believe that the state will find no cause of regret that she gave\nher aid in this enterprise.\nBy order of the board of directors.\nMost respectfully,\nYour ob't serv't,\nWHIT'L P. TUNSTALL Pres't.\nDigitized by\nGoogle\nDigitized by Google\n400\nDoc. No. 17.\nReport of the Treasurer of the Richmond and Danville Railroad Company, showing\n(20th November 1847)\nCapital stock authorized 9th March 1847,\n-\n-\n1500000 00\n\"\n\"\n\"\n20th March 1851,\n.\n-\n500000 00\nTotal present capital stock,\n-\n$ 2000000 00\nSubscribed by individuals, 3900 shares of the ori-\nginal capital stock, -\n-\n-\n390000 00\nAnd 276 shares new stock,\n.\n-\n27600 00\n417600 00\nSubscribed by the corporation of Richmond, 2000\nshares original stock, -\n-\n-\n200000 00\nAnd 500 shares new stock,\n-\n-\n50000 00\n250000 00\nSubscribed by the corporation of Danville, 100 shares original\nstock,\n-\n-\n-\n10000 00\n-\n-\nSubscribed by the county of Pittsylvania, 300 shares new stock,\n30000 00\nSubscribed by the county of Henry, 200 shares new stock,\n-\n20000 00\nSubscribed by the commonwealth of Virginia, 9000\nshares original stock, -\n-\n-\n900000 00\nAnd 1554 shares new stock,\n-\n-\n155400 00\n1055400 00\nTotal subscription 17830 shares, equal to\n-\n1783000 00\nDeduct:\nUnpaid by individuals,\n-\n-\n-\n42804 53\n\"\nstate of Virginia,\n.\n-\n34656 00\n77460 53\nTotal receipts on subscriptions,\n-\n-\n1705539 47\nNamely:\nFrom individuals,\n-\n.\n-\n374795 47\ncity of Richmond,\n-\n.\n250000 00\ntown of Danville, -\n-\n-\n10000 00\nPittsylvania county,\n-\n-\n30000 00\nHenry county,\n.\n.\n-\n20000 00\nstate of Virginia, -\n-\n. 1020744 00\nReceipts as above,\n-\n1705539 47\nGuaranteed bonds issued without coupons,\n.\n.\n60000 00\n\"\n\"\n\"\nwith coupons,\n-\n.\n140000 00\n200000 00\nReceipts from capital and bonds,\n-\n.\n.\n1905539 47\nDigitized by Google\nDoc. No. 17.\n401\nthe Receipts, Disbursements and Liabilities of the Company from its organization,\nto September 30, 1853.\nConstruction of the road :\nGrading and masonry of main line and branches, including cost of instru-\nments and engineering for the whole work, eastern and western divi-\nsions,\n-\n-\n-\n-\n-\n.\n968057 45\nMasonry and superstructure of road and farm bridges, James river, Appo-\nmattox, Meherrin, &c. &c.\n-\n-\n-\n-\n189827 52\nMaterials for superstructure of the road, such as iron, timber, sills, spikes,\nplates, chains, &c., track laying, depot and station buildings, water sta-\ntions, wood sheds, tanks, wells, &c.\n-\n-\n-\n.\n685759 59\nMachinery and furniture for the running of the road, locomotives, passen-\nger, baggage, freight, coal, stone, track and hand cars, and other furni-\nture pertaining to the transportation department,\n-\n-\n237730 92\nBelle Isle bridge, present cost,\n-\n-\n-\n-\n17000 00\nTotal cost for road and furniture,\n-\n-\n-\n2118375 48\nLand damages, as far as settled,\n-\n-\n-\n26428 10\nReal estate in Richmond and Danville,\n-\n-\n10872 56\nSalaries, law expenses, per diem and mileage of directors, col-\nlection of requisitions on stock, office and contingent expenses,\n42137 60\nInterest paid on bonds,\n-\n-\n-\n24832 76\ntemporary loans,\n-\n-\n5780 58\npermanent loan,\n-\n775 92\nredemption fund,\n-\n129 32\n905 24\nsundry accounts,\n-\n-\n7513 42\n39032 00\nDeduct amounts received from sundry accounts,\n-\n3347 03\n35684 97\n115123 23\nTotal for road, property, &c. &c.\n-\n-\n.\n2233498 71\n51\nDigitized by\nGoogle\n402\nDoc. No. 17.\nBrought forward,\n1905539 47\nReceived from rents of real estate,\n-\n1189 97\nReceipts of transportation department,\n,\n.\n252961 64\nOpen accounts due \"\n\"\n-\n-\n13282 71\nGross business of the road,\n-\n-\n266244 35\nDeduct expenses paid,\n-\n-\n150184 63\naccounts due and unpaid,\n-\n.\n9405 23\n159589 86\nNet business of the road,\n-\n-\n106664 0\nReceived on account of state loan of $ 600000, .\n-\n200000 00\nAmount due stockholders on account,\n-\n.\n130 @\nDebts due by the company:\nRoad connections: due stage owners,\n-\n490 47\nBills payable: notes due,\n,\n.\n-\n7362 92\nReserved fund held under contract,\n-\n-\n11040 14\nOpen accounts: due contractors and others,\n-\n#\n64347 22\n\"\n\" transportation acc'ts,\n.\n9405 23\n92645 98\n8 2306159 $\nDigitized by Google\nDoc. No. 11\n403\nBrought forward,\n2233498 71\nDebts due to the company :\nAdvances to contractors, open accounts and bills receivable,\n-\n11158 91\nAccounts due from transportation account,\n-\n.\n13282 71\n24441 62\nCounty bonds unsold,\n-\n.\n-\n.\n-\n39000 00\nFunds in hand, banks, &c.\n.\n-\n.\n-\n9219 58\n$ 2306159 91\nE. & O.E.\nP. VAN DEURSEN,\nSec'y and Treas.\nDigitized by Google\nDoc. No. 17.\nOFFICE R. AND D. RAILROAD Co.\nOctober 31, 1853.\ncounts, have examined the books and accounts of the Richmond\n- company, and find them correct, supported by proper vouchers, and\n. owith present a synoptical statement showing the true condition of the affairs of the\ncompany on the 1st instant, corresponding with the balance sheet on file in this office.\nA. F.D. GIFFORD,\nROBERT H. MAURY,\nCom. of Acc'te\nDigitized by Google\nDigitized by Google\nDoc. No. 17.\nB.\nReceipts and Disbursements of the Richmond and Danville Rail-\nceipts:\ned from individual stockholders,\n.\n-\n35167 65\n\"\ncorporation of Richmond,\n-\n-\n50000 00\n**\nPittsylvania county,\n-\n-\n30000 00\n\"\nHenry county,\n-\n-\n-\n20000 00\n135167 6\n\"\nsale of instruments, &c.\n-\n-\n315 00\n**\nrents of real estate,\n-\n.\n150 00\n465 00\n\"\nstate of Virginia, on acc't,\n-\n-\n-\n198047 00\n\"\ndo. temporary loan,\n-\n-\n50000 00\n\"\npermanent state loan,\n-\n-\n-\n200000 of\n\"\ntransportation department,\n.\n-\n-\n163956 14\nTotal funds received,\n-\n-\n747635 29\nviz: Total receipts,\n-\n-\n697635 79\nAdvances from the state,\n-\n50000 00\nTotal as above,\n.\n$ 747635 79\nBalance, per last year's report,\n.\n.\n-\n-\n25539 06\n$ 773174 85\nDigitized by Google\nDoc. No. 17.\n407\nroad Company within the year ending 30th September, 1853.\nDisbursements:\nOn account of grading and masonry,\n-\n-\n-\n115415 14\nOn account of depot improvements, track laying and materials for station,\nhouses,\n-\n-\n-\n-\n-\n-\n83101 85\nOn account of spikes, timber, sills and iron for superstructure,\n-\n14956 10\nOn account of engineering expenses,\n-\n-\n-\n14366 45\nOn account of salaries, office expenses, per diem and mileage of directors,\nlaw expenses, collectors of requisitions, &c.\n-\n-\n8315 41\nOn account of land damages,\n-\n-\n-\n-\n7767 41\nOn account of road and farm bridges,\n-\n-\n.\n27277 36\nOn account of Belle Isle bridge,\n-\n-\n-\n-\n3049 02\nOn account of machinery and furniture of the road, engines and cars,\n90503 23\nOn account of transportation department,\n-\n-\n-\n96416 70\nOn account of interest on bonds, state loan, &c.\n-\n-\n19041 27\nOn account of open accounts,\n-\n-\n50354 83\nOn account of reserved fund,\n-\n-\n.\n3465 08\nOn account of amount due to banks,\n-\n8500 00\nOn account of advances from the state due per last\nreport,\n-\n-\n-\n70000 00\nOn account of advances this year,\n-\n50000 00\nOn account of bills payable, notes due,\n-\n51266 51\n233586 42\nTotal disbursements,\n-\n-\n713796 36\nAdvances to contractors, due from them, and bills\nreceivable,\n-\n-\n-\n-\n10850 91\nIn hand-disbursing agent,\n-\n-\n-\n308 00\nDo.-county bonds unsold,\n-\n-\n-\n39000 00\n50158 91\nFunds in hand, banks, &c.\n-\n-\n0\n0\n9219 58\n$ 773174 85\nE. & O. E.\nP. VAN DEURSEN,\nSec'y and Treas.\nDigitized by\nGoogle\n408\nDoc. No. 17.\nC.\nSynoptical Statement of the Condition of the Richmond\nReceipts on subscribed stock from individuals, state of Virginia, corpora-\ntions and counties, per statement A,\n-\n-\n-\n1705539 c\nReceipts from guaranteed bonds,\n-\n-\n.\n-\n200000 00\n\"\n\"\nstate loan, part of $ 600,000,\n-\n-\n-\n200000 @\nDue from state loan, balance of $ 600,000,\n.\n-\n-\n400000 *\na\nsubscribed stock, unpaid,\n-\n-\n-\n-\n77460 X\nNew stock to be subscribed-balance of 5,000 shares, by individuals and the\nstate of Virginia,\n-\n-\n-\n-\n-\n217000 #\nTotal capital, bonds and loan,\n-\n-\n-\n2800000 00\nReceived for rents of real estate,\n-\n-\n-\n-\n1189 X\nTransportation-net business of the road,\n.\n-\n-\n106654 0\nTotal receipts and resources,\n.\n-\n.\n2907844 n\nDeduct-cost of road, property, &c.:\nExpended, per statement A,\n-\n-\n-\n-\n2233498 71\n674345 no\nAdd:\nProbable net business of the road to September 30th, 1854, appropriated to\nthe completion of the road to Danville, by resolution of the stockholders,\nsay,\n-\n-\n-\n-\n-\n-\n125000 ⑉\nTatal anticipated resources of the company,\n.\n.\n$799345 75\nDigitized by Google\nDoc. No. 17.\n409\nand Danrille Railroad Company, September 30th, 1853.\nCapital stock to be subscribed by individuals and the state of Virginia, ba-\nlunce of 5.000 shares new stock, 2,170 shares,\n-\n-\n217000 00\nAm'nt due from subscribed stock by individuals and the state, statement A,\n77460 53\nAin'ts due from contractors and others. per statement A,\n-\n11158 91\nAm'ts due from transportation department, statement A,\n-\n13282 71\n24441 62\nDue from state loan, undrawn,\n-\n-\n-\n-\n400000 00\nCounty bonds, unsold,\n-\n-\n-\n39000 00\nFunds in hand, statements A and B, -\n-\n-\n9219 58\n48219 58\nTotal gross means of the company,\n-\n-\n767121 73\n/\nDeduct:\nDebts due by the company to contractors and others, per state-\nment A.\n-\n-\n-\n-\n-\n92645 98\nTo be credited to stockholders,\n-\n-\n-\n130 00\n92775 98\n674345 75\nAdd:\nProbable net business of transportation of road to September 30th, 1854,\n125000 00\nTotal anticipated means,\n-\n-\n-\n$ 799345 75\nE. & O. E.\nP. VAN DEURSEN,\nSec'y & Treas.\n52\nDigitized by Google\nD.\nBusiness of the Richmond and Danville Railroad for the year ending September 30th, 1853.\nCoal.\nStone.\nFreights.\nMail.\nPassengers.\nMiscellaneous.\n1853-Total.\n1852-Total.\nIncrease.\n1852-October.\n-\n-\n1141 01\n366 28\n5485 30\n-\n4264 88\n614 16\n11871 63\n3880 25\n7991 38\nNovember,\n-\n-\n1091 57\n433 16\n5136 37\n-\n3463 95\n86 38\n10211 43\n4310 24\n5901 19\nDecember,\n-\n-\n1050 40\n473 25\n5042 37\n710 60\n4289 72\n183 44\n11749 78\n4717 92\n7031 86\n1853-January,\n-\n-\n895 84\n475 78\n2590 60\n-\n3330 95\n113 32\n7406 49\n4465 73\n2940 76\nFebruary,\n-\n-\n1266 22\n629 84\n4039 76\n-\n2669 26\n164 36\n8769 44\n4965 27\n3794 17\nMarch,\n-\n-\n1137 91\n681 39\n5761 at\n806 61\n3691 48\n270 90\n12349 30\n6344 50\n6004 80\nApril,\n-\n-\n1380 00\n799 15\n7977 37\n-\n3332 27\n287 69\n13776 48\n4987 38\n8789 10\nMay,\n-\n-\n1350 87\n642 45\n9122 60\n-\n4391 10\n291 88\n15798 90\n6749 26\n9049 64\nJune,\n-\n-\n1566 76\n505 05\n8416 94\n803 75\n4005 98\n223 03\n15521 51\n7882 50\n7639 01\nJuly,\n-\n-\n1514 41\n545 91\n7970 12\n-\n4817 74\n251 28\n15099 46\n9292 93\n5806 53\nAugust,\n-\n-\n1603 35\n766 12\n11657 01\nI\n6231 54\n249 06\n20507 08\n10185 98\n10321 10\nSeptember,\n-\n-\n1622 35\n762 08\n12410 27\n803 75\n6054 79\n250 53\n21903 77\n13542 58\n8361 19\nDigitized by Google\n$15620 69\n7080 46\n85609 72\n3124 71\n50543 66\n2986 03\n164965 27\n81324 54\n83640 73\nP. VAN DEURSEN, Sec. and Treas.\nDoc. No. 17.\n411\nE.\nList of Officers of the Richmond and Danville Railroad Company, and Agents con-\nnected therewith, together with their Salaries, Sept. 30, 1853.\nOFFICERS.\nNAMES.\nSALARIES.\nPresident,\n-\n-\nWhit'l P. Tunstall,\n-\n$ 2000 per annum.\nVice president, -\n-\nA. F. D. Gifford,\nSecretary and treasurer,\n-\nP. Van Duersen,\n-\n1800\n\"\nV. Witcher.\n-\nDirectors on the part of\nLewis E. Harvie,\n$\n4 per day, and their tra-\n-\nthe state,\nJonathan B. Stovall,\nveling 15 cts. per unile to\n.\nDirectors on the part of\nA. F. D. Gifford,\nand from the meetings of\n-\n-\nthe board.\nthe stockholders,\nR. H. Maury,\n-\nChief engineer,\nAndrew Talcott,\n-\n$\n300 per annum.\nAssist't do.\n-\nF.S. Claxton,\n-\n115 per month.\nDo. do.\n-\nErnest Kurth,\n-\n115\n\"\nDo. do.\n-\nGeo. N. Skipwith,\n115\n\"\n-\nTransportation dep't:\nActing superintendent,\n-\nC. G. Talcott,\n-\n$ 2000 per annum.\nTicket agent,\n-\nR. E. Hughson,\n-\n50 per month.\nFreight agent,\n.\nA. W. Millspuugh,\n.\n1000 per annum.\nDepot agent, Coalfield,\n-\nJames Morrisett,\n-\n33 33 per month.\nDo.\ndo.\nPowhatan,\n-\nB. A. Goode,\n33 33\n\"\n-\nDo. do. Mattoax,\n-\nDaniel Marks,\n-\n33 33\n\"\nDo.\ndo.\nChula,\n-\nMerriman,\n33 33\n\"\n-\nDo.\ndo.\nAmelia C. H.\nR. B. Smithey,\n-\n33 33\n\"\nDo.\ndo.\nWyanoke,\nR. A. Moody,\n33 33\n\"\n-\nDo.\ndo.\nHatokah,\n-\nW.F. Burke,\n-\n33 33\n\"\nDo.\ndo.\nMeherrin,\n-\nGeorge Blake,\n-\n33 33\n\"\nDo.\ndo.\nKeysville,\n-\nWin. A. Tufts,\n33 33\n\"\n-\nDo.\ndo.\nW. terminns,\nW. W. Grigg,\n-\n50 00\n\"\nIn addition to the above officers and agents, there are employed, in the repairs of the\nroad and at stations, the requisite overseers, watchmen and laborers, and in the running of\nthe road, the necessary clerks, engine and train hands.\nP. VAN DEURSEN,\nSec'y and Treas.\nDigitized by Google\n412\nDoc. No. 17.\nRICHMOND, FRED'SBURG AND POTOMAC R. CO.\nPRESIDENT'S REPORT.\nOFFICE R.F. & PoToMac RAILROAD COMPANY,\nRichmond, November 30, 1853.\nWILLIAM R. DRINKARD, Esq.\nSIR,\nIn conformity with the provisions of chapter 72 of the Code of\nVirginia, I hand you herewith tabular statements, showing the condition of the\ncompany on the 30th September 1853, the receipts and expenditures for the year\nending on that day, a list of the stockholders of the company, and the report of\nthe president and directors to the stockholders at their annual meeting on the\n30th of May last, with accompanying documents.\nIn expressing the opinion which they did in their last anunal report, that\nredress might yet be obtained \"in the courts of the state, or of the United\nStates,\" for the damage which this company has sustained by reason of the use.\non the part of the Virginia Central railroad company, of their road between the\nJunction and the City of Richmond, the board of directors still flatter themselves\nthat they will not be disappointed. The recent opinion delivered by Judge\nMeredith, of which a copy is herewith transmitted, it will be found on examina-\ntion, admits to a great extent the claim preferred by this company for redress in\nthe case: and in expressing the opinion. which he does most clearly and decidedly.\nthat the use of their road between the Junction and the City of Richmond by\nthe Virginia Central railroad company for the transportation of way travel. is\na clear infraction of the chartered privileges of the complainants,\" (the Rich-\nmond, Fredericksburg and Potomac company.) he accords to this company, in the\nopinion of the board of directors. a right to ask at his hands a prohibition by\ninjunction of the use of this work by the Virginia Central railroad company for\nthe transportation of passengers. for the reason. that the very language of the\ncharter of this company stipulates. that no road capable of the result at which\nthe judge arrives. would be allowed on the part of the general assembly. in- any\nportion of the distance between the city of Richmond and the city of Washington.\nIt is difficult to perceive how by any other mode or measure the relief in i-\ncated by the judge. as necessary and proper. under the circumstances \": to\nembarrass the case. can be attained: and the board of directors flatter themselves\nwith the hope. that if the final decree of the judge should fall short of the 7:1\ncation of this mode of redress. the supreme court of the state. to which\ninvites a reference of the cause, will be found ready. after an examination of AS\nmerits. to award an unqualified injunction against the use of the road in question\nfor the transportation of travel in conflict with their charter.\nThe board of directors cannot forbear inviting the attention of the Board d\npublic works to the importance of obtaining at the hands of the legislature such\nauthority as may be necessary to euable them to secure a safe and judicious\nDigitized by Google\nDoc. No. 17.\n413\ncrossing of one railroad by another, in cases where it may be desirable to protect\none or both from the dangers of collision. They are impelled to do so at the\npresent moment, more particularly in consequence of the occurrence of an acci-\ndent of the kind on their track near the Junction, since the date of their last\nannual report, resulting from the obstruction of their track through means of a\nlocomotive in the service of the Virginia Central railroad company. The Board\nof public works is doubtless familiar with the history of a collision which\noccurred within the present year, on the road of the Southern Indiana company,\nat its point of intersection with the railroad of the Michigan Central company.\nThe crossing in this case was on a level, and the loss of life resulting from the\ncollision 80 serious, as to cause a change in the location of the track of the last\nnamed company, at the instance of commissioners specially appointed. Nothing\nmore awful can be contemplated than the results which may flow from neglect\non this head, and nothing is easier than to guard against a contingency of the\ncharacter referred to, by an enactment, that any road which has, or may cross\nthe track of another, shall do so either above or below its level, as may best\ncomport with its neighboring grade.\nThe whole income of the company for the past year, it will be perceived, was\n249,691 53, and the items of expenditure amount to the sum $133,896. Among\nthese last are embraced solid improvements of the roadway and its equipment,\nwell adapted to the accommodation of the public and the successful operations\nof the company. It is gratifying to the board of directors to be able to state, for\nthe information of the Board of public works, that notwithstanding the heavy\noutlay which the company has been compelled to encounter, within the time, for\nthe improvement of their road and machinery, and for losses sustained by fire, a\ncomparison of their condition at the present date, with that occupied by the com-\npany five years ago, will exhibit a clear increase of available means to the extent\nof 60,005 33, independent of the enhanced value of their property and as the\nboard of directors entertain no doubt of a still further increase of net receipts,\nthere will be, it is hoped, little or no difficulty in meeting the wish expressed by\ntheir stockholders, at the recent general meeting, in regard to the relay of the\ntrack with heavy iron, without encroaching upon the regular dividends of the\ncompany.\nRespectfully submitted, on behalf and by order of the board of directors.\nED. ROBINSON, Pres't.\nDigitized\nby\nGoogle\n414\nDoc. No. 17.\nStatement of the Affairs of the Richmond, Fredericksburg and Potomac Railroad\nCost of the road and property :\nFrom Richmond to Acquia creek,\n,\n-\n1531238 #\nDebts due to the company :\nFrom individuals, on new stock,\n-\n-\n2370 00\nFrom bills receivable,\n-\n158183 75\nFrom the post office department and sundries on open acc't,\n28590 85\n18914 All\nInvestments:\nCertificates of debt of this company,\n-\n17599 67\nStock of the Washington and Fredericksburg steamboat co,\n27800 00\nBouds of the\n\"\n\"\n0\n25000 00\n70399 \"\nCash:\nOn hand 30th September 1853,\n31008 2)\n1821791 02\nDigitized by Google\nDoc. No. 17.\n415\nCompany, since the commencement of the Work to the 30th of September 1853.\nCapital stock :\nSubscribed by the state,\n2752 shares old stock,\n:\n275200 00\n\"\nindividuals,\n4248\n6\n\"\n-\n424800 00\n\"\n\"\n3000\n\"\nnew stock,\n.\n300000 00\n1000000 00\nDebts due by the company of a permanent nature :\nBonds due in London in 1860, £ 67,500 sterling, proceeds, -\n324005 61\nBonds due in Philadelphia in 1856, and convertible,\n-\n60000 00\nCertificates of debt issued for dividends due in 1857,\n-\n73000 00\n\"\n\"\n\"\n\"\n\"\n1869,\n-\n146000 00\n603005 61\nDebts due by open account:\nDebts in open account.\n-\n-\n-\n27394 46\nUnpaid dividends,\n-\n-\n-\n-\n1449 37\n28843 83\nProfit and loss :\nReceipts from transportation since the commencement of the\nwork to the 30th September 1853,\n-\n-\n3269032 58\nReceipts from rents of real estate to 30th September 1853, -\n5539 87\n3274572 45\nExpenses of transportation since the commencement of the\nwork, loss of bridges and depot by fire, intere-t, interest on\nnew stock and certificates of debt to 30th September 1853,\n2306502 88\n968069 57\nDividends paid since the commencement of the work to the\n30th September 1853,\n-\n-\n-\n778127 99\n189941 58\nProfit and loss for the year ending 30th Sept. 1853:\nAmount of profit and loss 30th Sept. 1852,\n-\n-\n166447 58\nReceipts from transportation to 30th Sept. 1853,\n249641 53\nReceipts from rents of real estate to 30th Sept. '53,\n50 00\n249691 53\nExpenses of transportation for the\nyear ending 30th Sept. 1853,\n133896 00\nInterest to 30th September 1853,\n11031 49\nInterest on certificate of debt to do.\n12000 24\nDividends to 30th September 1853,\n69269 80\n226197 53\n23494 00\n$1821791 02\nC. W. MACMURDO, Treas.\nRichmond, Sept. 30, 1853.\nDigitized by\nGoogle\n416\nDoc. No. 17.\nStatement of Receipts and Disbursements for the year ending Sept. 30, 1853.\nReceipts:\nCash on hand 30th September 1852.\n-\n-\n-\n30826 95\nDebts due to the company-received this sum,\n-\n.\n-\n10070 @\nStock purchased,\n\"\n\"\n-\n-\n-\n4861 46\nRents of real estate,\n\"\n\"\n-\n-\n#\n50 00.\nTransportation,\n\"\n**\n-\n-\n263815 69\nLess, additional amount allowed the Washington and Frede-\nricksburg steamboat company for the year ending the 31st of\nMarch 1853, under the resolutions of the board of directors\nand stockholders,\n-\nI\n.\n-\n14174 16\n249641 y\nDisbursements:\nBills receivable-invested this sum,\n-\n-\n-\n28425 28\nBills payable-paid off this amount,\n.\n-\n5158 09\nDebts due by the company-paid off this amount,\n-\n4661 31\nExpenses of transportation-paid this sum,\n-\n113896 00\nExtraordinary expenses, viz:\nFour new passenger coaches,\n-\n-\n9500 00\nNew improvement with granite to bridges,\n-\n1500 00\nNew improvement to wharf at creek,\n.\n2500 00\nNew buildings of brick at Fredericksburg depot,\nengine-house, &e.\n-\n-\n6000 00\nNew buildings on road, car-house and depot-house,\n500 00\n133896 00\nInterest-paid this sum,\n-\n.\n-\n11031 49\nInterest on certificate of debt-paid this sum,\n-\n-\n12000 24\nDividends-paid this sum,\n#\n-\n-\n69269 80\nCash on hand 30th September 1853,\n-\n-\n31008 35\n$ 295450 56 295450 56\nC. W. MACMURDO, Treas.\nRichmond, 30th September 1853.\nDigitized by Google\nDoc. No. 17.\n417\nSTATEMENT\nShowing the Current Expenses paid out of the Income of the Company from 30th\nSeptember 1852 to 30th September 1853.\n1st October 1852 to\n1st April 1853.\n1st April 1853 to 1st\nOctober 1853.\nTotal for 12 months.\nOfficers' salaries, embracing the president, superin-\ntendent. treasurer and assistant treasurer,\n.\n3425 00\n3300 00\n6725 00\nOffice expenses, embracing the printing, advertising,\npostages, newspapers, stationery, &c.\n-\n345 29\n370 49\n715 78\nDepot expenses, embracing compensation of agents,\nrepairs, water rents in Richmond and hands at\ncountry depots,\n-\n13172 02\n6321 58\n19493 60\nRepairs of road. embracing timber, iron, compensa-\ntion of managers, overseers, hire and support of\nhands,\n-\n-\n-\n20675 97\n18143 80\n38819 77\nTrain expenses, embracing compensation and ex-\npenses of captains, engine drivers and cost of\nwood and oil,\n-\n-\n17012 77\n13756 53\n30769 30\nRepairs of engines, cars, &c., embracing compensa-\ntion of foremen in shops, workmen, and materials\nused in repairs, &c.\n-\n-\n-\n15429 88\n17967 23\n33397 11\nCurrent contingent expenses,\n-\n-\n717 28\n1883 16\n2600 44\nOmnibus account,\n-\n-\n-\n750 00\n625 00\n1375 00\n$ 71528 21\n62367 79\n133896 00\nC. W. MACMURDO, Treas.\nRichmond, 30th September 1853.\n53\nDigitized by Google\n418\nDoc. No. 17.\nSTATEMENT\nof the Income which accrued to the Richmond, Fredericksburg and Potomat\nRailroad Company from 30th Sept. 1852 to 30th Sept. 1853.\nDATE.\nLong travel.\nLocal travel.\nFreight.\nMail\nTotal\n1852-October,\n-\n-\n15508 67\n2420 86\n2329 98\n2437 50\n22697 of\nNovember,\n-\n12223 03\n2257 15\n1945 63\n2437 50\n18863 X\nDecember,\n-\n-\n11516 96\n3432 27\n1550 72\n2437 50\n18937 6\n1853-January,\n-\n-\n11940 77\n3500 51\n1596 14\n2437 50\n19474 :\nFebruary,\n-\n14221 53\n1982 53\n1548 30\n2437 50\n20189 8\nMarch,\n-\n.\n23716 65\n2795 72\n2096 08\n2437 50\n31045 $\nApril,\n.\n-\n14099 27\n2279 06\n1885 70\n2275 00\n20539 0\nMay,\n-\n-\n12856 22\n2999 86\n1980 70\n2275 00\n20111 78\nJune,\n.\n,\n11586 63\n2919 19\n1294 63\n2275 00\n18075 0\nJuly,\n-\n-\n12887 85\n3003 64\n1744 47\n2275 00\n19910 X\nAugust,\n1\n,\n16225 75\n3162 80\n3983 63\n2275 00\n25647 8\nSeptember,\n-\n19443 68\n3374 20\n3239 01\n2265 90\n28322 a\n176227 01\n34127 79\n25194 99\n28265 90\n263815 e\nLess this sum allowed the Washington and Fredericksburg\nsteamboat company under a resolution of the board of\ndirectors 16th April 1853,\n-\n7087 08\nLess this sum allowed the Washington and Fredericksburg\nsteamboat company under a resolution of the stockholders,\n7087 08\n14174 If\n249641 $\nAdd rents of real estate for the year ending 30th September 1853,\n50 n\n249691 SI\nDeduct expenses of transportation for the year ending 30th Sept. 1853,\n133896 @\n$115795 2\nC. W. MACMURDO, Trus.\nRichmond, Sept. 30, 1853.\nDigitized by Google\nDoc. No. 17.\n419\nSTATEMENT\nOf the Officers of the Richmond, Fredericksburg and Potomac Railroad Com-\npany, and Agents connected therewith, together with their Salaries.\n-\nOFFICERS.\nNAMES.\nTo what account charged.\nAmount.\nPresident,\n-\n-\nEdwin Robinson,\n-\nOfficers' salaries,\n-\n.\n$3000\nTreasurer and secretary,\n-\nC. W. Macmurdo.\n\"\n1800\nAgent of transportation,\nSam'l Ruth,\n\"\n-\n-\n900\nSuprintendent of road,\n-\nWm. N. Bragg,\n\"\n-\n900\nTicket cl'k and ass't treas'r,\nJ.B. Winston,\n-\nDepot expenses,\n-\n-\n900\nFreight clerk,\nF.J. Smith,\n\"\n-\n-\n-\n800\nAssistant do.\n-\nWm. G. Sarvay,\n\"\n-\n-\n300\nDepot agent at Fred'burg,\nM. W. Bailey,\n\"\n-\n-\n450\nDo. at Guiney's,\nWm. F. Dabney,\n\"\n-\n-\n330\nDo. at Milford,\nR.H. Hoomes,\n\"\n-\n-\n330\nDo. at Polecat,\n-\nR. Turner,\n\"\n-\n330\nDo. at Chesterfield,\nChs. Woolfolk,\n\"\n-\n330\nDo. at Taylorsville,\nR.T. Hackett,\n\"\n-\n330\nOverseers of road,\n-\nJ.L. Thompson,\n-\nRepairs of road,\n-\n-\n500\nDo.\nNoble Jordan,\n\"\n-\n-\n-\n420\nDo.\n-\nJef. Thompson,\n\"\n-\n-\n420\nDo.\n-\nL. Trambam,\n\"\n-\n-\n420\nDo.\nR. H. Burruss,\n\"\n-\n.\n-\n420\nForeman of machine shops,\nIrvin Smith,\n-\nRepairs of engines, cars, &c.\n900\nDigitized by Google\n420\nDoc. No. 17.\nThere are employed on the Northern mail trains 3 conductors, at $50 each per month:\n4 engine drivers, at $65 per month; 10 colored train hands and firemen.\nOn the freight train there are 2 engine drivers, at $60 per month, and 6 colored hands\nand firemen.\nThere are employed in the machine shop 10 white and 1 colored hands by the day. to\nthe blacksmith shop, 1 foreman, 2 white and 3 colored hands by the day, 1 slave and 1\napprentices. In the carpenter shop, 1 foreman, 5 white and 2 colored hands by the day,\nand 2 slaves. In the yard, I white and 5 colored hands, 2 car inspectors and 2 night ward.\n(white.) In the freight room, 1 bag maker, 4 colored hands and 1 cook. One hand in the\noffice and one at the stationary engine.\nThere are employed at all the depots and water stations out of Richmond, twenty-cm\nIn repairing the road from Richmond to the creek, seventy colored hands are employed,\nand six night watch at the bridges, viz:\nOne at Potomac run bridge, at\n$20 per month.\nOne at Fredericksburg bridge, at\n30\n\"\nOne at Hazel run\n\"\nat\n10\n\"\nOne at North Anna\n**\nat\n15\n\"\nOne at Little river\n\"\nat\n15\n\"\nOne at South Anna\n\"\nat\n20\n\"\nC. W. MACMURDO, Treas.\nRichmond, Sept. 30, 1853.\nDigitized by Google\nDoc. No. 17.\n421\nOPINION.\nIN CHANCERY.-The Richmond, Fredericksburg and Potomac Railroad Company,\nPlaintiffs, against the Virginia Central Railroad Company, Defendants.\nThe complainants filed their bill in this cause, setting forth that the extension of the road\nof the defendants, from the Junction to or near the dock in the city of Richmond, and the\ntransportation of freight and passengers on the same, is inconsistent with the previous grant\nto the complainants, and impairs the obligations of the contract made by the legislature\nwith them; that the lands condemned for their franchise cannot be taken from the com-\nplainants for the use of the respondents, and that they have therefore no right to build their\nroad across the road of the complainants: and that the road of the respondents, from the\n!\nJunction to the city of Richmond, has been completed, and is daily used for the transporta-\ntion of freight and passengers. They pray, therefore, 1st, that the respondents may be\ninjoined from crossing the road of the complainants, on the level thereof; 2d, from carrying\nfreight or passengers between the Junction and the city of Richmond and 3d, that the\nrespondents render an account of the receipts by them for freight and travel between the\nJunction and the city of Richmond, which would have accrued to the complainants, but for\nthe use of the respondents' road.\nThe respondents, in their answer, deny that the act of the 27th March 1848, which autho-\nrizes them to construct their road from the Junction to or near the dock in the city of Rich-\nmond, in any manner violates any right guaranteed to the complainants by their act of\nincorporation. But whilst there is this general denial of any infraction of the rights of the\ncomplainants, yet the admissions of the answer and the proofs in the cause show that the\nrespondents have transported and are still transporting freight and passengers on their road\nfrom the Junction to the city of Richmond; and that it is their intention, on the completion\nof the Orange and Alexandria road. to enter into an arrangement with that company,\nby which passengers can be carried through from the city of Richmond to the city of\nWashington. It becomes necessary, under these circumstances, that the court should\nenquire and ascertain to what extent, if any, the respondents have invaded the privileges\nguaranteed to the complainants by their act of incorporation; what relief, if any. can be\nafforded for such violation of the rights and privileges of the complainants; and how far\nthe court should exercise its preventive powers to restrain the respondents from infringing\nfurther on those rights.\nBefore entering upon this enquiry, it is proper to premise, that in a former controversy\nbetween these parties, the supreme court of the United States recognized the well-settled\nprinciple, that the grant of a franchise is of no higher order, and confers no anore sacred\ntitle, than a grant of land to an individual; and when the public necessities require it, the\none, as well as the other, may be taken for public purposes on making suitable compensa-\ntion ; nor does such an exercise of the right of eminent domain interfere with the inviola-\nbility of contracts: and applying this plinciple to the then controversy between these\nparties, that court held that these respondents had the right under their charter to construct\ntheir road from the Junction to the city of Richmond, and to cross the road of the com-\nplainants on the level thereof; and that the use of such a road for the transportation of\nfreight was not a violation of the rights guaranteed to the complainants by their act of\nincorporation. These questions having been adjudicated in a former suit between these\nparties, by a court of competent appellate jurisdiction, I am bound to obey that decision,\nand in good faith to carry it out\n\"entrovery that may arise between the\nsame parties touching the mmd\nIf opinions I might entertain if they\nhad come originally before -\n1\nDigitized by Google\n422\nDoc. No. 17.\nThe remaining question presented by the pleadings and the proofs in this cause, and the\nonly one which I can consider. is the right of the respondents to transport passengers on\ntheir road-a right which depends on the interpretation to be given to the 38th section of\nthe act of incorporation of the company complaining, containing the pledge or contract\nmade by the state with them, which their bill charges to have been impaired and violated by\nthe charter of the respondents.\nThe 38th section and its preamble are as follow:\n\" And whereas the railroad authorized by this act will form a part of the main northern\nand southern route between the city of Richmond and the city of Washington, and the\nprivilege of transporting passengers on the same and receiving the passage money will. it\nis believed, be a strong inducement to individuals to subscribe for stock in the company;\nand the general assembly considers it just and reasonable that those who embark in the\nenterprise should not be hereafter deprived of that which forms a chief inducement to the\nundertaking:\nS 38. Be it therefore enacted and declared, and the general assembly pledges itself to\nthe said company, that in the event of the completion of the said railroad from the city of\nRichmond to the town of Fredericksburg within the time limited by this act, the general\nassembly will not, for the period of thirty years from the completion of the said railroad,\nallow any other railroad to be constructed between the city of Richmond and the city of\nWashington, or for any portion of the said distance, the probable effect of which would\nto diminish the number of passengers traveling between the one city and the other, upon the\nrailroad authorized by this act, or to compel the company, in order to retain such passes\ngers, to reduce the passage money: provided however, that nothing herein contained shall\nbe 80 construed as to prevent the legislature, at any time hereafter, from authorizing the\nconstruction of a railroad between the city of Richmond and the towns of Tappabannowk of\nUrbanna, or to any intermediate points between the said city of Richmond and the sid\ntowns: and provided also, that nothing herein contained shall be construed to prevent the\ngeneral assembly from chartering any other company or companies to construct a raiinal\nfrom Fredericksburg to the city of Washington.\"\nI shall consider how far the right claimed and now enjoyed by the respondents. of tr:3-\nporting passengers on their road, is it violation of the privilege guaranteed to the 000\nplainants in the 38th section of their charter. in reference to the several descripticts\ntravel that pass over their road: and\n1st. of the through travel,\" or that which passes between the city of Richmond LAW\nthe city of Washington.\nIt cannot be denied that the guarantee contained in the 38th section of their chare\nsecures to the complainants the right to transport all travelers passing along the line of the:\nroad through its whole extent. In truth. the counsel for the respondents, in their are\nment in support of the claim of their clients to carry the way travel\" from the Junetion\nto the city of Richmond, conceded that the privilege guaranteed to the complainants N:\ntheir charter applied to the through travel. and insisted that it applied to that travel wair.\nBut the violation of their privilege, in respect to this description of travel. which the\ncomplainants apprehend, and which they ask the court to avert by the exercise of its\npreventive powers. is, that upon the completion of the Orange and Alexandria road Tr\nGordonsville, a connection will then be formed with the road of the respondents by which\na continuous line of railroad between these two cities will be furnished to the travelire\npublic. the probable effect of which would be to diminish the number of passengers =\nveling between the one city and the other, upon the railroad of the complainants. or (WL-\npel the complainants, in order to retain such passengers. to reduce the passage money\nIt will be observed that the Orange and Alexandria road is not yet completed, and no actual\ninjury in this respect has been sustained by the complainants, but is merely apprehended\nNor does it appear that that road, when completed, will allow its the road\nDigitized dbyGoogie\nDoc. No. 17.\n423\nof the respondents to be used in violation of the chartered privileges of the complainants;\nand though the respondents may entertain the design of using this connection with the\nOrange and Alexandria road, in a manner to impair the guaranteed rights of the com-\nplainants, yet without the assent of the Orange and Alexandria road to unite in this design,\nit cannot be accomplished, and no injury can be sustained by the complainants; and it does\nnot appear that the Orange and Alexandria road have assented to any such design, or\nentertain any purpose of doing 80. In this view, then, the apprehended injury which the\ncomplainants charge is not well founded, and furnishes no ground for the interference of\nthis court by way of injunction; for the court should not interfere to prevent a remote, un-\ncertain and possible injury, which may never be committed.\nIf it were shown that the Orange and Alexandria road had entered into this arrange-\nment, it does not follow, nor do the proofs show, that the combination would result in\ninjury to the plaintiffs, and that the two roads thus united would furnish a railroad, the\nprobable effect of which would be to diminish the number of passengers traveling between\nthe one city and the other, on the railroad of the complainants.\" If this court interposes\nat all, it can only do 80 understandingly, when it shall clearly appear that the two roads\nhave entered into an arrangement to present a competing line of travel, and the practical\noperation of this arrangement been fully tested, and the result distinctly shown by the\nproofs: because. it having been decided by two courts of competent jurisdiction that the\nconstruction of the respondents' road is legal and proper, all future enquiries are confined\nto the use that may be made of it. If it should be so used as to encroach on the chartered\nprivileges of the complainants, it would be competent for this court to interpose. But its\nprobable use and the probable injuries which the complainants might sustain from its con-\nstruction. were, and could only be properly considered in connection with its construc-\ntion ; and it having decided that its construction was legal, all questions as to its probable\nmisuse were concluded by that decision, and only questions as to its actual misuse are\nopen for future enquiry.\nAs I have just said, this principle was distinctly recognized in the former suit between\nthese parties. It was the ground upon which Judge Clopton refused the injunction then\nprayed for, and his refusal was affirmed by both the court of appeals and the supreme\ncourt of the United States; and the complainants seemed to feel the force of this objec-\ntion in drawing their original bill in this cause, when they allege that it is not their purpose\nto complain of, or guard against, dangers merely apprehended,\" but to seek the preven-\ntion and redress of actual wrongs.\" It seems to me it will be time enough for the court\nto interpose when the complainants shall sustain some actual wrong from the proposed\nconnection of the Orange and Alexandria road with that of the respondents. If the view\nI have taken of this question be correct, it is unnecessary to enquire whether the Orange\nand Alexandria road should not be a party to this suit. That company is clearly interested\nin the subject, if the allegations in the complainants' bill be true: and as the respondents\nare seeking to make the connection with that road, it might present a grave question\nwhether the court should award an injunction, if a proper case were presented in other\nrespects, unless that company were a party to the proceeding. It certainly would not be\nbound by any decision the court might make in the premises, unless properly before it;\nand it is equally certain that the injury apprehended by the complainants could not be\neffectually prevented, unless both the companies, which together constitute this rival route,\nwere under the restraining order of the court. Under these circumstances, I shall decline,\nde\nfor the present, to interfere in respect to this description of travel.\nThe next enquiry will be as to the right of the respondents to transport the way travel\"\nfrom the Junction to the city of Richmond. By the expression \"way travel\" is meant that\ntravel, which in the absence of any other road, would seek the road of the complainants as\na means of traveling from an intermediate point on mid\n\"her the city of Wash-\nington or the city of Richmond. Do the responde\nDigitized\nby\nGoogle\nDoc. No. 17.\nviolate the privilege secured to the complainan to by their act of incorporation? is mid on\nthe part of the respondents, that the 33th section does not embrace the way travel, but only\nthe through travel; and the words \"between the one city and the other,\" used in\nare relied on to limit and confine the guarantee to the latter description of tenvel alone.\nSuch an interpretation gives to these words a degree of importance not warranted by that\nposition in the sentence, and inconsistent with the context. It defeats in part the arroad\nand chief inducement\" held out by the legislature to individuals to subscribe for stock to\nroad of the complainants; that inducement being the privilege of transporting passenges\non their road, and receiving the passage money, and the pledge on the part of the -\nthat they should not thereafter be deprived of it. To prevent these stockholdem from\ntransporting passengers from one city to the other, would be to deprive them of this \"in\nducement\" altogether. And so to deprive them of the privilege of transporting passenger\nfrom an intermediate point to either of said cities, is, to that extent, to deprive of this \"chid\ninducement,\" unless it shall be contended, and that is the legitimate effect of such an intoy\npretation of the words under consideration, that whilst the legislature meant to guarantee\nto the stockholders the privilege of transporting passengers from one city to the other, it\nreserved to itself the power to confer upon other companies the privilege of transporting\npassengers from an intermediate point to either of said cities. In other words, that while\nthe legislature guaranteed to this company the whole privilege. it did not guarantee my of\nits parts; and though it cannot deprive them of the whole, it may deprive them of my\npart short of that whole. Because, a road constructed from one of said cities to as intoy-\nmediate point on the road of the complainants, a few yards short of the other city, would\nprove a successful rival to the complainants for the transportation of passengers \"batwoom\nthe one city and the other,\" and thus substantially destroy the privilege guaranteed to the\ncomplainants. The reservation on the part of the legislature to charter such a readis\ninconsistent with the avowed guarantee to the complainants, and adequate to its defent.\nAnd whilst it is true that it was competent to the legislature to confer on the complainent\nas limited and restricted a guarantee as it saw fit, yet such a narrow interpretation ought\nnot to be given to it, since it would substantially destroy the clearly avowed inducement\nheld out to those who should invest their capital in the complainants' road, unless that\ninterpretation is warranted by the clear and explicit terms of the guarantee itself. And #\nsuppose that the legislature designed to retain the power virtually to destroy the privilege\nso conspicuously and invitingly held out, without distinctly avowing it, would be to imput\na degree of bad faith to that department of the government, which my respect for it forbils\nme to entertain.\nThat the legislature had its attention called, at the time of the incorporation of the coll\nplainants' company, to the subject of restricting the privileges guaranteed by its charter.\nis clearly shown by the provisoes to the 38th section, in which the power is reserved of calr\nstructing a railroad from the city of Richmond to the town of Tappahannock, and from\nFredericksburg to Washington city : the one a limitation on the through travel, the ether\non the way travel. And if it had been the intention of the legislature to restrict this prim-\nlege within the narrow limits now insisted on by the respondents, it would have expressed\nthat intention in no equivocal terms, and would not have left it to vague conjecture. h\nthe absence of such an intention, clearly expressed, I do not feel at liberty to interpret\ngiving to some of the words used one of the several meanings which they are susceptible\nof bearing, or to parts of a sentence a controlling influence not warranted by the contert\nand whilst these provisoes do not clearly define the limits of the privilege guaranteed who\ncomplainants, yet they show it to be extensive, and taken in connection with the object de\nlegislature had in view of awakening an interest in the cause of internal improvents\nand inviting capital to seek that mode of investment, by holding out to it ate\nments, renders it just and proper that their guarantee should receive a liberal i\nDigitized by Google\nDoc. No. 17.\n425\nNor is this conclusion in conflict with the principle, that grants from states to corpora-\ntions of such exclusive privileges, are to be construed most strongly against the grantees.\nAs to the application of this rule of construction to the case under consideration, I beg\nleave to quote and adopt the language of Judge Curtis, reported in 13th Howard's Reports,\nin the former controversy between these parties. He says-\" This rule, like its converse,\nfortins contra proferentem, which applies to private grants. is the last to be resorted to, and\nnever to be relied upon. but when all other rules of exposition fail. A grant, such as is\nnow in question. in consideration of the grantees risking their capital in an untried enter-\nprise, which, if successful, will greatly promote the public good, in no proper sense confers\na monopoly. It enables the grantees to enjoy for a limited time what they may justly be\nconsidered as creating. It is in substance and reality. as well as in legal effect, a contract,\nand in my judgment it is the duty of the court to give it such a construction as will carry it\ninto full effect-imposing on the public no restriction. and no burden, not stipulated for,\nand depriving the company of no advantage, which the contract, fairly construed, gives.\"\nBut if any doubt existed. after what I have said, of the exclusive right of the complain-\nants to transport the way travel,\" it would be removed, by reference to another clause of\nthe 38th section. By that section the legislature pledges itself 10 the complainants not to\nallow any other railroad to be constructed between the city of Richmond and the city of\nWashington, or for any portion of the said distance.\" Why should the legislature have\npledged itself not to allow a road to be constructed for any portion of said distance,\" if\nits intention had been to confer on the complainants the privilege of transporting the\nthrough travel\" only ? Such a restriction on the legislative power was not necessary, in\norder to secure the through travel. Do not their words show conclusively that the legisla-\nture designed to guarantee to the complainants the way travel\" as well as the through\ntravel Any other interpretation would require the words for any portion of said dis-\ntance\" to be stricken out, as superfluous and meaningless. and thus violate the well estab-\nlished rule of construction, that a statute ought upon the whole to be 80 construed, that,\nif it can be prevented, no clause, sentence. or word, shall be superfluous, void, or insigni-\nficant.\"\nThe remaining enquiry involves the right of the respondents to transport the cross\ntravel.\" By which is meant the travel coming from the west by the road of the respon-\ndents to the city of Richmond, or going from the city of Richmond to the west by that road,\nand others crossing the road of the complainants.\nIn order to solve this question, and to define the rights of the parties on this point. it will\nbe necessary to ascertain what description of travel the legislature designed to secure to\nthe complainants against all competition. To find out the legislative intent, I have already\nsaid that it conferred upon the complainants exclusive right to transport the way\" and\nthrough travel.\" Does it give them the same right to the cross travel The preamble\nsheds much light on this subject. It describes the road of the complainants as one which\nwill form a part of the main northern and southern route between the city of Richmond\nand the city of Washington.\" And when the legislature secured to this company the pri-\nvilege of transporting passengers on the same,\" it must have had in contemplation such\ntravel as this road would create on the main northern and southern route,\" between these\ntwo cities. and which, in the absence of any other road. would seek it as a means of ravel-\ning. This description of the road to which this privilege is attached, serves as a descrip-\ntion of the travel itself, which was the object of that privilege, and operates as a limitation\non the privilege, by disclosing the legislative intent in granting it. The grant to the com-\nplainants of the privilege of transporting passengers on their road and receiving the passage\nmoney therefor, extends not only to such travel as existed at the time the road first went\ninto operation, but likewise to all such travel as it could, during the continuance of this pri-\nvilege, create and bring into existence, by resorting to all the means and appliances its\n54\nDigitized\nby\nGoogle\nDec. No. 176\ncharter empowered it to use. Farther than this I do not think\nby the legislature to extend.\nThis view is strengthened by the 38th section. The preamblé declares that the object the\nlegislature had in view was to secure to the complainants the right to transport\n6b their road, and the 38th section discloses the means of securing that right by pts:\nbibiting, for the period of thirty years, the construction of & road the probable effect of\nwhich would be to diminish the number of passengers traveling between the one ulty and\nthe other, on the railroad of the complainants.\" It will be observed that the legislature does\nnot pledge itself to the complainants that it will not charter any other road, but only's -\ntheular description of road, one, the probable effect of which would be to diminish do\nnumber of passengers traveling between the one city and the other, on the road of the\ncomplainants.\" If, then, the road of the respondents creates the travel which it transports,\nif it earries only such travel, as in the absence of the read of the respondents, would not\nhave sought the road of the complainants, how can it be said 66 to diminish the mumber of\npassengers traveling between the one city and the other, on the road of the complyinment\"\nThat which is to be diminished must have an existence, and if the same agency which dai\nmishes it, alone creates it, and but for that agency it would have no existence, I connotism\nby what-logic in being diminished can be an injury to another, or an infraction of the rights\nof that other.\nBut again, the travel, to be diminished by this rival road, which the legislature pledged\nimelf net to charter, must consist of \"passengers traveling between the one city and the\nother:\" and this expression, taken in connection with the phrase in the preamble, which\ndescribes the complainants' road as one which will form a part of the main northern and\nsouthern route between the city of Richmond and the city of Washington,\" shows conds-\nsively, that the privilege of transporting passengers on their road, which the legislators\npledged itself that no other road should diminish, was not intended to embrace the descrip-\ntion of travel now under consideration. How can the road of the respondents, in tram-\nporting the \"cross travel,\" be said to diminish the number of passengers traveling between\nthe one city and the other, when this cross travel is brought to the road of the complainants\nby the road of the respondents, and would not reach it but for the road of the respondents,\nand is only brought to it for the purpose of crossing it in passing from east to west, or from\nwest to east? Such travel could not have been in the contemplation of the legislature,\nand was not intended to be secured to the complainants as travel that would pass over a\nroad which forms a part of the main northern and southern route.\" The only argument\nrelied on by the complainants, in support of their claim to this travel, is the comprehensive\nmeaning they would give to the word \"between.\" By which they would embrace in their\nguarantee all travel that may touch their road from any quarter, and brought to it by any\nmeans. It is then said to be \"between\" the one city and the other, and therefore comes\nwithin their guarautee. I have already said that I would not give to a single word this COR-\ntrolling influence, when not warranted by the context or any sound rule of construction.\nI do not think the complainants entitled to the cross travel.\"\nEntertaining these views in respect to the rights of the parties involved in this cen,\ntroversy, the next enquiry will be, as to the redress the court can, consistently with in\nopinions, furnish for the injuries alleged to have been sustained, and how far i. will inter-\nfere to prevent those apprehended. Having expressed the opinion that the record presents\nno case for the interference of the court, in regard to the \"through travel,\" and that the\nrespondents have the right to transport on their road the cross travel,\" the enquiry\nrespecting the remedy to be applied will be confined to the way travel\" alone. And here\nthe difficulty is truly perplexing. It cannot, however, be attributed to the court, but is due\nto that careless legislation, which grants charters to rival corporations, without defining\ntheir rights with sufficient clearness. All that the court can do in such a case is, to\nendeavor to harmonize their conflicting claims, and to secure to each its just privileges, as\nDigitized by Google\nDoc. No. 17.\n427\nit understands them. I am asked to require the respondents to render an account of the\nreceipts by them for travel between the Junction and the City of Richmond, which would\nhave accrued to them but for the use of the respondents' road, and to enjoin the respon-\ndents from using their road in future for the transportation of such travel. Whilst I am\ndecidedly of the opinion that the complainants are entitled to this description of travel,\nand that the use of their road by the respondents for the transportation of such travel is a\nclear infraction of the chartered privileges of the complainants, yet I do not see, in the\npresent condition of the cause, in what form an order could be framed that would secure\nthe relief asked for. What this way travel is; within what territorial or other limits it\nexists, and consequently what the order for an account should embrace, and the restraining\norder of injunction operate on, neither the act of incorporation, nor the proofs in the\ncause disclose. It is true that in a previous part of this opinion I have given a definition\nto this term. But whilst that definition will serve to convey the general idea designed to\nbe expressed, yet it is not sufficiently accurate, either for an order of account, or of\ninjunction. It seems to me, therefore, that before any such order can be awarded, it will\nbe necessary to direct an enquiry before a commissioner, to ascertain the nature and\nextent of this description of travel, and how far the interests of the two companies conflict\nin respect to it: and the enquiry may embrace such other matters as the counsel on either\nside may desire, consistently with the views I have expressed.\nIn conclusion, I may add that the investigation of this cause has imposed on me great\nlabor, and the only satisfaction I have enjoyed is, from the consciousness that I have dis-\ncharged my duty with attention and impartiality; and from the reflection, that if after the\nefforts I have used to understand the subject and arrive at a right conclusion, I have fallen\ninto error, the laws of the country have provided a mode by which the parties may be\nrelieved against the infirmities of my judgment.\nDigitized by Google\nDoc. No. 171\nTWENTIETH ANNUAL MEETING.\nThere not being & quorum of the stockholders present at the appointed hour, on-mation\nmade and seconded, the following resolution was adopted:\nResolved, that an adjourned meeting be held on Friday, 3d June, and that the treasurer\npublish notice accordingly.\nC. W. MACMURDO, Secretary.\nAccording to adjournment, the meeting was called to order this 3d day of June 1853, et\n12 o'clock, by calling Dr. Jos. M. Sheppard to the chair, and the appointment of C.W.\nMacmurdo as secretary.\nThe chair appointed Messrs. James Bosher, Wirt Robinson and Ed. T. Morris a -\nmittee to examine such proxies as may have been given by stockholders to represent above.\nThe committee, after examining the proxies, made a report, which was approved by the\nmeeting, and the proxies. appearing by the report of the committee to be properly autho-\nrized, were empowered to vote as such.\nThe secretary having called over the list of stockholders, it appeared that the whole\nnumber of votes which could be given was 4,985 votes, of which were present individual\nstockholders entitled to 3,565 votes. The state was not represented on this occasion.\nThe president and directors made the following annual report:\nThe board of directors herewith submit to the stockholders the usual tabular statements,\nshowing the condition of the company and the business of the road for the year ending\nthe 31st of March last.\nIt will be seen from them that the revenue of the road during the past year reached the\nsum of $ 254,376 48, and that the expenses, including the cost of two new locomotive\nengines and tenders and two additional coaches, rendered necessary by the second daily\nmail line, and a new depot and passenger office at Fredericksburg, amounted to $141.12\n20 cts., leaving a balance of $113,256 28. Out of this balance the board of directors have\nbeen enabled, after meeting all charges of interest, to pay the usual dividend of seven per\ncent. to the stockholders, and to add the sum of $20.501 42 to the contingent fund. This\nlast, it will be perceived, amounts now to the sum of $172,684 14.\nThe board of directors announced in their last report to the stockholders their intention\nto institute a new action against the use of the Virginia Central railroad for travel, and\nexpressed their confidence that in such an action \" the decision of the supreme court (if\nthe case should be carried 80 far) will be in their favor.\" The suit which it was then their\npurpose to commence is now in progress, and the board of directors entertain an abiding\nconfidence in justice, though long delayed, being at last rendered to this company.\nIn conclusion, the board of directors would remark, that their road and machinery are\nin the best condition, and that the business of the road continues to be conducted with\nregularity and despatch. The stockholders are aware that the superstructure of their road,\noriginally a light flat bar, is now substituted throughout its whole extent by a heavy plate\nrail 21 inches wide by 1 of an inch thick. This superstructure is amply adequate to the\npresent business of the road. Should the business of the road increase, as the hourd of\ndirectors have reason to hope that it will, it will be the policy of the board gradually #\nsubstitute the present superstructure by a heavy edge rail. The substitution can be made\nin this mode, as iron and materials are wanted for repairs, out of the income and contin-\nDigitized by Google\nDoc. No. 17.\n429\ngent fund of the company, without the loss and without incurring the indebtedness which\nwould be requisite on any other plan, and without hazarding the payment of regular divi-\ndends to the stockholders.\nRespectfully submitted, on behalf and by order of the board of directors.\nED. ROBINSON, President.\nOffice Rich'd. Fred'g and P. R. Co.\nRichmond, May 28, 1853.\nOn motion, the foregoing report was received and unanimously approved.\nThe committee of examination made the following report to the stockholders, which was\nread and approved:\nREPORT.\nStockholders of the Rich'd, Fred'g & P. R. Co.\nThe inspecting committee, appointed at the last meeting of the stockholders, respectfully\nreport to them that they have made careful examination of the road, machinery and\nfixtures. and find them, in the general, in excellent order. They found at their last exami-\nnation, some ten days ago, that a portion of the road was somewhat rough and uneven, in\nconsequence of the unusually wet and rainy season during the winter and spring, but the\nagents of the company seem to be using every exertion to get those portions in order again\nvery speedily, and that, too, in a more permanent manner, by graveling, a mode which\nyour committee have for some time regarded as essential for a solid basis, and have 80\nsuggested to the superintendents along the line.\nThe importance of substantiability and security in our bridges has constantly elicited the\nvigilance of our agents, and we entirely approve of the casing with granite the sandstone\nabutments to some of them, which is being executed, and will be speedily completed.\nYour committee have found the depot and workshops at Richmond in good order. and\nthey seem to be managed, in every way, creditable to the heads of those departments.\nSince the last meeting of the stockholders, besides the ordinary repairs to the machinery\nand the building of burthen cars, there have been turned out from the shops of the com-\npany a first class passenger car and engine, which, in the opinion of your committee, would\ndo credit to any shop. The country depots and water stations are all in good order, with\nthe exception of the depot at Guiney's, which will soon be repaired and put in good order.\nYour committee were pleased to find that the company have, since the last meeting of the\nstockholders, not only finished their new depot at Fredericksburg, but have also replaced\ntheir sheds and offices there with more substantial and convenient buildings of brick.\nThe former valuable superintendent of transportation having resigned his situation, the\nduties of his office have been divided between two gentlemen, and your committee take\npleasure in testifying to the energy, industry and business capacity of Mr. Bragg, to whom\nhas been assigned the duty of superintending the repairs of the road, bridges, &c., and\nwhose department comes more immediately under the supervision of your committee.\nMr. Ruth. to whom has been assigned the duty of superintending the running of the\ntrains, &c. seems, BO fur as your committee are capable of judging, in every way qualified\nfor the discharge of his duties.\nTwo members of your committee have given a cursory examination to the books of the\ncompany. and, so far as they are capable of judging, consider them well kept; but your\ncommittee did not have it in their power to make a full and minute examination of them,\nDigitized by Google\nDoc. No. 17\nnor did they deem it necessary, as a regular monthly examination of the beein not\nveuchers is made by a committee of the directory.\nUnder that branch of their duty, which requires them to make suggestions to the stock-\nholders, your committee being fully convinced of the great superiority of the solid bar over\nthe fist bar for a railroad, on the score of safety, speed and economy, not only in the\nrepairs of the road itself but also of the machinery, and in view, too, of the probable\nnecessity for the relaying of our road at a no very distant day, respectfully recomment to\nthe stockholders the propriety of commencing at ones, and currying on by degrees, iss\nway not to embarrass the finances of the company, the relaying of the road with and\niron bar.\nRespectfully submitted.\nJOSEPH M. SHEPPARD,\nTHOS. B. ANDERSON,\nED. T. MORRIS.\nMay 30, 1853.\nWhereupon, the following resolution was unanimonely adopted:\nResolved, that the stockholders approve of the views expressed in the report ef the\npresident and directors and of the examining committee in reference to an edge rell, of\nauthorize the board of directors to appropriate the net income of the company, after puying\nthe interest and usual dividends to the stockholders, to this object.\nThe following communications from Messrs. George Tucker and Wm. P. Farish, a -\nmittee on behalf of the Washington and Fredericksburg steamboat company, were read:\nCHARLOTTESKILLE, 30th May 1853.\nE. ROBINSON. Esq.\nPresident R., F. & P. R. Co.\nDEAR SIR,\nI received Mr. Tucker's communication only a few days since, and\ndeferred forwarding it, with the hope of going before your board myself.\nI think he has embraced everything necessary for a correct adjustment of the whole\nmatter. and it may not be necessary for me to meet your board in person, as I feel assued\nthey will do us every justice.\nWith the hope of seeing you soon, and hearing of a favorable adjustment of the whole\nmatter,\nI am, very truly,\nYour ob't serv't,\nWM. P. FARISH.\nDigitized by Google\nDoc. No. 17.\n431\nTo the President and Directors of the\nRichmond, Fredericksburg and Potomac R. Co.\nThe stockholders of the Washington and Fredericksburg steamboat company\nhaving, at their meeting on the 30th of last month, appointed the undersigned a committee\nto represent to your board that its resolution of April 16th for making an additional allow.\nance to the steamboat company, \" does not, in their opinion, accord with the existing rela-\ntions between the two companies, and that both justice and policy recommend a more libe-\nral compensation to their partners in the steamboat company,\" the said committee, in\naccordance with the duty thus assigned to them, beg leave to call the attention of the presi-\ndent and directors of the railroad company to the following facts:\nIn the year 1844, when the railroad and steamboat companies aforesaid formed distinct\nand independent portions of the same line of conveyance between Washington and Rich-\nmond, and were consequently exposed to inconvenience and loss from occasional clashings\nof interests or views, the railroad company, by a resolution of the 13th of April of that\nyear, declared it to be very desirable that there should be as strong an identity of interest\nas possible\" between the companies. A negotiation accordingly took place between\ntheir respective agents, which resulted in an agreement, duly executed on the 1st of July\n1845, by the terms of which the railroad company was to pay for one-half of the stock of\nthe steamboat company, at fifty dollars a share, so as to secure to themselves the entire\ncontrol in managing the affairs of the steamboat company and the joint earnings of both\ncompanies on the whole line were to constitute a common fund, of which the railrond\ncompany was to receive three-fourths and the steamboat company one-fourth all of which\nmay be seen by a reference to the recorded proceedings of your board.\nAlthough both parties were bound by this agreement, into which they had voluntarily\nentered, whether its terms were advantageous or onerous, yet this committee cannot for-\nbear to remind the railroad company that they, being the stronger party, both from their\nfar larger capital and their greater security from rivalship, had the full benefit of this advan-\ntage, and thus obtained one-half of the stock of the steamboat company at little more than\nhalf of what it had cost most of the stockholders, and at less than its then market price, and\nthis, too, although $ 4000 of the money which the steamboat company then received for the\nannual transportation of the mail, was, by the contract aforesaid, given up to the railroad\ncompany. In consequence of the low price thus given for the steamboat stock, the rail-\nroad company have ever since received from 12 to 14 per cent. on the purchase money in\nyearly dividends, which is a greater profit than is yielded to any of the old stockholders,\nand greater than the railroad company receives on any other part of its stock.\nThough the stockholders of the steamboat company naturally thought that in a contract\nwhich was to be mutually beneficial to the parties, :he resulting benefits ought to be shared\nbetween them, they were induced, finally, to acquiesce in the very unequal division referred\nto, in consideration of their being permanently defended from the injurious rivalry of other\ncompanies, and from the expected increase of their profits, which they were led to believe\nwould be 10 per cent. on their nominal stock, or 20 per cent. on the price paid for it by the\nrailroad company.\nIt is scarcely necessary to add that the steamboat company has faithfully performed its\npart of the contract, since from the date of the partnership the affairs of the company have\nbeen under the management and supervision of your board. The two companies have\nthus necessarily acted in harmony, and if the steamboat company have not realized the\nprofits that had been anticipated (and which were not too great for a business exposed to\nmany risks not insured against) they did not and do not attribute the failure to your board,\nbut to circumstances beyond their control. Their profits were, however, respectable, and\nthey held out, moreover, a fair prospect of farther improvement.\nDigitized\nby\nGoogle\nDoc. No. 17.\nterminated this prosperous state of their affairs. The government\nsted on two daily mails instead of one, by the railroad and steamboat, your\nd it prudent to comply with the requisition, by which alteration, while the grow\nthe two companies are diminished. the deficit, which ought to be proportionally\nem, both on principles of equity and by the terms of a positive contract,\n*** the steamboat company. Those who are at all familiar with the subject\nby an additional daily line, the expenses of the steamboat company are increased\ngreater ratio than those of the railroad company, as may be verified by a refir-\nme transactions of the two companies for the last two years. Thus the expenses\nulroad company for a single train, the year before, was $118,909, and for a double\nu succeeding year, they were $141,120, showing an increase of $ 22,211-equive\nsomething less than 19 per cent.; whereas the annual expenses of the steamber\nny had been increased, by that additional line, from $71,236 to $118,370. showing\nrease of $ 47,134-equivalent to more than 66 per cent. The consequence of this\narity in their relative expenses was, that while the railroad made a profit from de\nn of $113,096, which is $11,695 more than they made the year before, the steate\npany, which bad in the previous year earned a profit of $18,525, this year\n$9,562, after reckoning the additional allowance made to them by your hourt,\nWe the total loss to them by the change to be $ 28,087 in a single year.\nloes this show the full extent of the difference, since, at the beginning of the year\ne steamboat company had on hand a supply of wood which amounted to neady\nwhile, at the beginning of the succeeding year, the quantity on hand was insig-\n4. It farther appears that Mr. Mattingly, the agent of the steamboat company for\nusing supplies, stands charged, on the first of April last, with $3,241, instead of\n1,000, on the 1st of April 1852, which seems to indicate a correspondent EXCESS in the\ninsudited expenses for the past year over those of the year before, the stock of supples\n(with the exception of wood) being about the same now as it was then. There addition\nwould swell their increased expenses to about $ 59,000, and their less in the year D\n$ 35,000.\nIt has, however, been objected, that in the above estimate of the steamboat company)\nexpenses for the last year, are comprehended the repairs of the steamer Powherm\namounting to $10,954, which, it is urged, being an extraordinary expense, and an addition\nto the stock of the company, ought not to have been reckoned. In reply, the undersigned\nbeg leave to remark, that an expenditure of this character being likely to occur, to a gresin\nor less extent every year, where there are several steamboats employed, cannot be properly\nregarded as extraordinary: that, without doubt, irregular and extra expenses have in a\nmanner been incurred by the railroad; that the effect of these repairs of the Powhutan be\nnot been to add to the value of the company's stock, which is not more but probably les\nthan it was in the beginning of the year; and lastly, that if this item should (improperly a\nthey think) be rejected altogether, the increased expenses of the steamboat company would\nstill be, by allowing for the unascertained items 60 per cent. and by omitting these items\nupwards of 50 per cent., as may be seen by a reference to the official returns of the M:\ncounting officers of the two companies.\nThe undersigned, having thus shown by a reference to facts and numbers which adolt\nof no dispute, that the substitution of a double for a single daily train materially affects de\nrelation between the two companies, and that the distribution of their joint earnings, which\nwas originully fair and proper, has now ceased to be so, they cannot allow theme/vesis\ndoubt that the president and directors of the railroad company, who are bound to regard\nand to protect the interests of both companies, and to do impartial justice between their\nwill make a farther change in that distribution: and though on the state of facts hereins\nbefore presented. if the business of the two companies for the last year is to be taken as 1\nstandard of their respective annual receipts and expenses, 331 of their joint receipts to #\nDigitized by Google\nDoc. No. 17.\n433\nsteamboat company would not be sufficient to restore the former relative condition of the\ntwo companies, when they ran a single train, yet, for the sake of harmony, and in that spirit\nof conciliation in which they have always acted, they will be satisfied with 30 per cent. or\n21 per cent. added to the allowance lately made to them, provided it be coextensive with\nthe continuance of the double train. This allowance would add only 7,000 to the income\nof the steamboat for the past year, which, as the railroad company owns, in its corporate\ncapacity, about three-sevenths of the stock of the steamboat company, would be, in fact, a\nsurrender by the railroad company of but about 4,000.\nThe undersigned will not, in addition, insist on the obvious policy of preserving that\nharmouy and mutual confidence between the two companies which have hitherto existed,\nand which, exposed as they are to hostile combinations, are so important to the defence of\ntheir rights, because they are persuaded that nothing more is necessary to obtain the object\nof their present application, than to show that it is founded on justice, and that your board\nwill be more prompt to take this course, from the fact that the steamboat company, having\nsurrendred to you the exclusive management of their affairs, have no present remedy for\nthe loss they are sustaining from the late change you have made, except in your own good\nfaith and sense of rectitude.\nGEORGE TUCKER,\nWM. P. FARISH,\nCom. Wash. Fredburg Steamboat Co.\nMay 14, 1853.\nResolved, that the application of Messrs. George Tucker and Wm. P. Farish, on behalf\nof the Washington and Fredericksburg steamboat company, be acceded to, and that\nthirty per cent. be allowed to said company as its proportion of receipts on the mail and\nall passengers and freights passing between Richmond and Washington, from the 1st April\n1852, so long as two daily lines are run between said cities, or until the 1st April 1856-\nwith the understanding that the steamboat company shall, at its next meeting, pass a reso-\nlution agreeing to sell out their property to the railroad company, at any time it may be\ndesired to do so, at the valuation of disinterested umpires.\nMr. Edwin Robinson laid the following letter, from John S. Barbour, jr., president of\nthe Orange and Alexandria railroad company, with the following resolution of said com-\npany, before the meeting:\nOFFICE ORANGE & ALEXANDRIA R. Co.\nAlexandria, March 29, 1853.\nEDWIN ROBINSON, Esq.\nPresident R. F. & P. R. Co.\nDEAR SIR,\nThe annexed resolution was adopted at the late meeting of the stockholders\nof this company, in reference to the contemplated railroad to connect your road and ours,\nand the rights granted in the act of March 24, 1851. You will perceive that the resolution\nlooks to a correspondence with your company, to ascertain whether any agreement can be\nmade between the two companies for the joint construction and operation of the road in\nquestion. Our company feel much interest in the construction of this work, but have, at\npresent, other and more pressing obligations to meet.\nWith a subscription of three-fifths of the stock on the part of the state, the road, I should\nthink, with other influences to aid, could be readily built.\nI should be pleased, at your convenience, to receive your views upon that portion of\nthe resolution to which I have called your attention above.\nYours, very respectfully,\nJOHN S. BARBOUR, JR.\nPre-\nR. Co.\n55\nDigitized by Google\n434\nDoc. No. 17.\nAt a meeting of the stockholders of the Orange and Alexandria railroad company, held\non the 25th day of March 1853, it was unanimously\nResolved, that this company do accept, hereby, the privilege granted by the 6th section\nof the act passed 24th March 1851, entitled an act to incorporate the Alexandria and Freder\nricksburg railroad company; and that the directors be requested to correspond with the\nproper anthorities of the Richmond, Fredericksburg and Potomae railroad company for\nthe purpose of ascertaining whether, and upon what terms, the latter company will units\nwith this in constructing and operating the railroad mentioned in the said act; and that\nthey be authorized to ask of the legislature of the state a subscription on the part of the\nstate of three-fifths of the necessary stock.\nTeste,\nJ. H. REID, Secretary.\nWhereupon, the following resolution was unanimonsly adopted:\nResolved, that the subject be referred to the directors, and if they shall deem any action\non the part of this company advisable, that they call a special meeting of the stockholden.\nand recommend such action as they may deem expedient.\nThe following resolution was unanimously adopted\nResolved, that the day of the annual meeting of the stockholders of this company be\nchanged from the last Monday in May to the first Wednesday after the last Monday in\nMay.\nThe meeting then went into the election of president and directors, when,\nOn motion, Edwin Robinson was unanimously re-elected president.\nMessrs. Nicholas Mills, James Bosher, Gustavus A. Myers and George W. Munford\nwere unanimously re-elected directors on the part of the individual stockholders, and\nJohn S. Caskie announced on the part of the commonwealth.\nMessrs. Joseph M. Sheppard, Thomas B. Anderson, Ed T. Morris, Henry L. Brooke\nand Wirt Robinson were appointed the annual committee of examination, under the reso-\nlution adopted at the meeting of the stockholders in 1837.\nThe following resolution was then adopted:\nResolved, that the president and directors take such means in regard to publishing their\nreport and the proceedings of this meeting as shall seem to them expedient.\nThe meeting then adjourned sine die.\nJOS. M. SHEPPARD, Chairman.\nC. W. MACMURDO, Secretary.\nDigitized by Google\nDoc. No. 17.\n135\nRICHMOND AND PETERSBURG RAILROAD COMPANY.\nREPORT.\nThe president and directors of the Richmond and Petersburg railroad company\nrespectfully submit to the board of public works the accompanying statements,\nexhibiting the condition of the affairs of the company on the 30th of September\n1853, together with the record of the proceedings of the stockholders at their\nannual meeting on 31st of May last.\nFrom these it will be seen that the whole income of the company for the year\nending on the 30th September last, was $130,936 91, being an increase on that\nof the preceding year, of $12,215 79, and that the amount of expenses of trans-\nportation for the year was apparently $ 88,663 73, being an increase of $12,692 06\non those of the previous year. But these last named amounts are properly enti-\ntled to a credit of 2,955 24, which could not be included in the accounts of the\ncompany on the 30th of September last, because not then ascertained or settled,\non account of labor and materials furnished from the company's work shops to\nthe Norfolk and Port Walthall association, in repairing and refitting the associa-\ntion's steamboat Augusta. After making this deduction from the transportation\nexpenses, they would amount to $85,708 49, or an increase of 9,736 82 on those\nof the previous year-an increase attributable to various causes, among which\nmay be enumerated the increased business of the company, indicated by the\nincrease of $12,692 06 in its income, the advance in the cost of labor and sup-\nplies, a large amount of materials purchased and on hand, and the continuance,\nthrough the whole of the year ending on the 30th September last, of the double\ndaily mail trains each way over the road, which were in operation during only\nseven months of the previous year.\nThis increased mail transportation, and other business of the company, created\nthe necessity for considerable enlargement in the company's stock of locomotives\nand cars, and for improvement of the wharves and depot at Port Walthall, the\ncost of which will be seen in the accompanying statement, marked B 2, of ex-\ntraordinary expenses, amounting to $26,799 03, to which and to the payment of\ninterest due on the debts of the company, its surplus income was mainly devoted.\nUnder authority given by the act of the general assembly, passed March 24,\n1853, and the resolutions of the stockholders at their annual meeting on the 31st\nMay last, copies of which may be seen in the accompanying record of the pro-\nceedings of that meeting, pp. 72-5, the coupon bonds of the company therein\ndescribed have been prepared, and subscribed for at their par value by the stock-\nholders of the company to the amount of $175,000, on account of which\n$152,069 44 have been paid and secured to be paid, as will be seen from the\naccompanying statement, marked B. This arrangement has given the company\nthe means to pay off its debt due in London, amounting to $ 54,666 67, with\nexchange and commissions thoreon; its bonds due in Richmond, amounting to\n$12,000; and 35,922 85 of its certificates of debt issued to stockholders for\ndividends, besides enabling it to commence the work of relaying its track with\nheavy iron rails, of which three and a half miles have been laid over the most\nDigitized\nby\nGoogle\n436\nDoc. No. 17.\nused and worn part of the road. Iron rails for about half a mile more have been\npurchased and delivered. Advantageous contracts, carefully adapted to the wants\nand resources of the company, have been concluded, and are in progress of exe-\ncution, for supplying the company with a sufficient quantity of iron rails and other\nmaterials to relay the whole road, with its branches and turnouts. as rapidly as the\nwork can be carried on without hindrance to the business of the road, which is\nsteadily increasing. We are pleased to report that the condition of the road and\nits furniture, and of the affairs of the company generally, show a decided and\ncontinuous improvement.\nSigned, on behalf of the president and directors.\nP.V. DANIEL, Jr.\nPresident.\nDigitized by Google\nDigitized by Google\n438\nDoc. No. 17.\nA\nStatement of the Affairs of the Richmond and Petersburg Railroad\nCost of road and property:\nFrom Richmond to Petersburg, per statement A1,\n.\n- 909288 61\nOf branch road to Port Walthall,\n-\n-\n- 45539 09\n954827 7)\nReconstruction of road,\n-\n-\n.\n*\n.\n28508 W\nDebts due to the company:\nBy individuals, on stock,\n-\n.\n.\n-\n350 00\nStock purchase,\n.\n-\n-\n5376 06\nOpen accounts,\n1\n.\n-\n-\n-\n8315 43\nBills receivable due for company's bonds,\n.\n-\n25718 09\n39759 58\nCash on hand, -\n.\n-\n-\n.\n18832 73\n$1041928 07\nDigitized by Google\nDoc. No. 17.\n489\nCompany from the commencement of the Work to the 1st October 1853.\nCapital stock :\nSubscribed by individuals,\n3,000 shares,\n-\n- 300000 00\nby the state, old stock, 2,000\n\"\n-\n- 200000 00\nnew \" 1,856 \"\n-\n- 185600 00\n685600 00\nDebts due by the company :\n-\nBonds due to the state,\n-\n-\n-\n-\n33408 00\nCoupon bonds of 1853, in part of convertible loan of $175,000, 152069\n44\nCertificates of debt to stockbolders for dividends,\n-\n-\n28031 60\nAmount to credit of individual stockholders,\n-\n-\n1341 54\nBills payable for purchase of iron,\n-\n-\n-\n20028 23\nOpen accounts,\n-\n-\n-\n-\n1055 27\n235934 08\nProfit and loss,\n-\n-\n-\n-\n-\n120393 99\n1041928 07\nJNO. WILLIAMS,\nClerk and Treas.\nRichmond, 1st October 1853.\nDigitized by Google\n440\nDoc. No. 17.\nA1\nHeads of Expenditure for Construction of Road and Purchase of Property to lat\nOctober 1853.\nPreliminary surveys,\n-\n-\n-\n-\n.\n28% $\nContingent expenses,\n4\n-\n-\n-\n2322 N\nPurchase of Manchester and Peteraburg turnpike stock,\n,\n-\n23841 5\nEngineering expenses,\n-\n-\n-\n-\n-\n32413\n90\nReal property in Richmond,\n-\n-\n-\n-\n.\n19017 \"\nLand damages,\n.\n*\n-\n-\n-\n1939\n5\nGraduation,\n.\n-\n*\n.\n-\n167017 #\nSuperstructure,\n-\n-\n-\n.\n.\n11150 8\nMasoury,\n.\n-\n-\n-\n-\n72223 2\nJames river bridge, masonry,\n&\n4\n:\n.\n.\n49783 03\n:\n-\nsuperstructure,\n,\n,\n*\n86050 15\n136833 at\nFalling creek bridge,\n#\n.\n.\n-\n-\n10880 3\nSwift creek bridge,\n-\n-\n-\n-\n.\n1002 7)\nKingsland creek bridge,\n-\n-\n-\n-\n54% #\nDepots and work shops,\n-\n-\n-\n-\n-\n13105 22\nRichmond depot,\n=\n-\n-\n-\n4609 is\nManchester depot,\n-\n-\n-\n-\nE 04\nWater station,\n-\n-\n-\n-\n-\n119 5l\nPocahontas depot,\n-\n-\n-\n#\n-\n8011 29\nLocomotive engines and cars,\n-\n-\n-\n-\n97508 e\nOmnibus,\n.\n-\n-\n-\n-\n1639 $2\nOfficers' solarive,\n-\n-\n-\n-\n-\n5717 :\nRepairs of turnpike,\n-\n-\n-\n-\n-\n3389 $\nInterest on loans,\n.\n-\n-\n-\n113099 57\nPremium on sterling bills and commission on paying loan due\nin England,\n-\n-\n-\n.\n6915 27\n199014 N\n$9.95\nJNO. WILLIAMS,\nClark s This\nRickmond, 1st October 1853.\nDigitized by Google\nDoc. No. 17.\n441\nB.\nStatement of Receipts and Disbursements in the year ending 30th September 1853.\nReceipts:\nCash on hand 30th September 1852,\n-\n-\n-\n-\n9953 24\nTransportation received,\n-\n-\n-\n-\n-\n130936 91\nBills payable for purchase of iron,\n-\n-\n.\n-\n20028 23\nCoupon bonds of 1853, in part of convertible loan of $175000,\n-\n-\n152069 44\nDisbursements:\nCost of road and property increased,\n-\n.\n-\n9005 27\nExpended for reconstruction of the road,\n-\n-\n28508 06\nDebts due by the company decreased, viz: bonds due\nin London,\n-\n-\n-\n-\n54666 67\nBonda due in Richmond,\n-\n-\n-\n12000 00\nCertificates of debt to stockholders for dividends,\n-\n35922 85\nCredit to individual stockholders,\n-\n-\n2012 31\nOpen accounts due by company,\n-\n-\n3641 82\n108243 65\nOpen accounts due to the company, increased,\n-\n-\n350 44\nBills receivable on hand,\n-\n-\n-\n-\n25718 09\nTransportation-expenses of the year, per statement B 1,\n-\n88663 73\nextraordinary expenses, per statement B 2,\n-\n26799 03\nInterest paid,\n-\n-\n-\n-\n-\n6866 82\nCash on hand 30th September 1853,\n-\n-\n-\n18832 73\n.\n$ 312987 82 312987 82\nJNO. WILLIAMS,\nClerk and Treas.\nRichmond, 1st October 1853.\n56\nDigitized by Google\n442\nDoc. No. 17.\nB1\nStatement of Transportation Expenses of the Year ending 30th September 1853,\nRepairs of railroad,\n-\n-\n.\n-\n.\n17783 N\nRepairs of engines and cars,\n-\n.\n-\n#\n20144 3\nTrain expenses, including Clover Hill expenses,\n-\n-\n-\n21369 68\nDepot expenses, including watching of James river bridge,\ny\n,\n14434 00\nRepairs of bridges,\n-\n-\n-\n-\n-\n1374 e\nTransportation of passengers, mail and baggage,\n#\n,\n1\n691 72\nOfficers' salaries,\n-\n-\n-\n.\n-\n4500 00\nPostages, newspapers, advertising and printing,\n-\n-\n-\nw 35\nTrain losses and damages,\n-\n-\n.\n-\n1651 09\nContingent expenses, and insurance against fire,\n-\n-\n-\n2004 16\nBranch road expenses,\n-\n-\n-\n1\n-\n2131 8\nRepairs of depots,\n-\n-\n-\n-\n-\n1682 is\nOffice expenses,\n-\n-\n-\n-\n-\n157 %\nRepairs of turnpike,\n-\n-\n-\n-\n,\n69 #\n.\n$88663 13\nDigitized by Google\nDoc. No. 17.\n443\nB 2\nStatement of Extraordinary Expenses.\nPaid on account of new coal cars,\n-\n-\n-\n5080 00\nDo.\nnew passenger cars,\n-\n-\n4675 00\nDo.\nnew platform cars, -\n-\n-\n4000 00\nDo.\nnew locomotive and tender,\n-\n-\n7500 00\nDo.\npatent rights,\n-\n-\n-\n500 00\n21755 00\nPaid on account of renewal of wharves and depot at Port Walthall,\n1730 94\nPaid for building protection wall to depot lot in Richmond,\n-\n566 64\nPaid for lightning rods for depots and shops,\n-\n-\n193 66\n760 30\nPaid for new iron rails for road and bridges,\n-\n-\n2552 79\n$ 26799 03\nDigitized by Google\nDoc. No. 17.\nC.\nDetailed Statement of Receipts in the year ending 30th September 1853.\nMONTHS.\nLocal Travel.\nThrough Travel.\nFreight.\nBranch Road\nFreight.\nFreight of Clover\nHill Coal.\nClover Hill Travel\nand Freight.\nToran\n1852-October,\n-\n3190 37\n1419 15\n1581 59\n446 83\n2264 17\n178 77\n9080 88\nNovember,\n-\n2313 99\n1445 32\n1270 07\n805 30\n2511 07\n162 15\n8507 90\nDecember,\n-\n3136 87\n1182 52\n1100 39\n259 60\n2318 90\n146 27\n8144 55\n1853-January,\n-\n2857 36\n1386 01\n1337 21\n208 47\n1775 50\n139 10\n7703 65\nFebruary,\n-\n2513 87\n2021 40\n1227 46\n463 17\n2669 00\n120 21\n9015 11\nMarch,\n-\n3369 68\n2567 14\n1901 30\n238 50\n2800 80\n184 07\n11061 e\nApril,\n2615 25\n1337 79\n1586 66\n1086 30\n3274 10\n169 29\n10069 29\nMay,\n-\n3354 12\n1376 33\n2819 96\n216 00\n2677 90\n163 67\n10607 98\nJune,\n-\n3018 75\n1320 96\n2893 76\n979 22\n3032 30\n171 24\n11416 23\nJuly,\n-\n3263 39\n1838 71\n2502 56\n516 96\n2729 20\n123 74\n10974 56\nAugust,\n-\n3097 89\n2423 21\n2723 07\n1518 32\n2864 30\n206 81\n12833 60\nSeptember, -\n3427 67\n2758 48\n1668 25\n951 37\n2864 10\n321 20\n11991 w\n$ 36159 21\n21077 02\n22612 28\n7690 04\n31781 34\n2086 52\n121406 41\nTransportation of mail,\n.\n.\n-\n-\n-\n7346 75\nTravel and freight per Norfolk and Walthall steamer,\n-\n-\n2150 63\nTolls on James river bridge,\n-\n-\n.\n-\n33 12\n$130936 91\nJNO. WILLIAMS,\nClerk and Treas.\nRichmond, 1st Oct. 1853.\nDigitized by Google\nDoc. No. 17.\n445\nSTATEMENT\nOf Freight transported on the Richmond and Petersburg Railroad and the Branch\nRoad to Port Walthall, in the year ending 30th September 1853.\nTobacco,\n.\n-\n-\n-\n-\n11690 hhds.\nCotton,\n-\n-\n-\n.\n-\n2469 bales.\nFlour,\n.\n.\n-\n-\n-\n50561 barrels.\nCoal,\n-\n.\n-\n-\n-\n1624695 bushels.\nGroceries, dry goods, iron and miscellaneous freight, amounting to\n$ 13220 23\nDigitized by Google\n446\nDoc. No. 17;\nEIGHTEENTH ANNUAL MEETING.\nAt a meeting of the stockholders of the Richmond and Petersburg railread\ncompany, at the office of the company in Richmond, on Tuesday, 31st May 1833:\nGen. Jaquelin B. Harvie was appointed chairman of the meeting, and John\nWilliams, secretary.\nOn motion of Mr. R. B. Heath, a committee was appointed to examine prexies,\nand the chairman appointed Messrs. R. B. Heath, Joseph M. Myers and Ander-\nson P. Miller.\nThe committee reported that they had examined the proxies, and found them\nto correspond with the list thereof; which report was, on motion of Mr. G.A.\nMyers, approved.\nThere being present, in person and by proxy, private stockholders entitled to\n1367 votes, and the proxy of the Board of public works, Mr. Wm. F. Waters,\nentitled to 971 votes, being in all 2338, (the whole number that could be given\nbeing 2525,) the meeting proceeded to business.\nThe following report was presented by the president and directors, and read:\nREPORT.\nThe Board of directors of the Richmond and Petersburg railroad company\nrespectfully submit the accompanying statements, showing the condition of the\naffairs of the company on the 30th of April 1853.\nIt will be seen from them that the whole income of the company for the past\nyear was $126,017 33, being an increase on that of the preceding year of\n$15,956 39, and that the amount of transportation expenses for the year was\n84,999 72, being an increase of 4,259 70 on those of the previous year. The\nsurplus income of the year, after meeting the payments of interest, it has been\ndeemed judicious by the president, in view of the double mail schedule and of\nthe increasing business of the road, to expend in adding to the stock of locomo-\ntive power, cars and carriages, and in extending and improving the wharves and\ntrussel work for the coal trade at Port Walthall. These expenditures are intro-\nduced ainong the disbursements of the year under the head of extraordinary\nexpenses, and are exhibited in detail in the statement so marked.\nThe bill referred to in the last annual report to the stockholders as having\npassed the house of delegates, has since become a law, and is herewith submitted\nfor the consideration of the stockholders.\nSigned, on behalf of the board,\nWIRT ROBINSON, Pres't.\nOn motion of Mr. Moncure Robinson, the said report was received.\nA letter from Mr. Wirt Robinson to the stockbolders, declining a re-election to\nthe office of president, was read, and, on motion of Mr. G. A. Myers, was laid\non the table.\nDigitized by Google\nDoc. No. 17.\n447\nThe following act of the general assembly of Virginia was read\nAn act in relation to the Richmond and Petersburg Railroad, passed March 24, 1853.\nWhereas it is an object that the debts of the Richmond and Petersburg railroad\ncompany should be converted into stock, and the company thereby be placed in a\ncondition to pay dividends, and the large interest of the commonwealth in said\ncompany be thus made productive: therefore,\nBe it enacted by the general assembly, that the president and directors of the\nRichmond and Petersburg railroad company be and they are hereby authorized\nto sell, in such mode as they may deem advisable, and for such prices as they may\ndeem for the interest of the company to accept, as many additional shares of\ncapital stock as may be requisite to meet the liabilities of the company provided,\nthat such additional shares shall not be sold for less than fifty dollars per share\nprovided also, that the Board of public works shall have the option of purchasing,\nwithin thirty days after the acceptance of this act by the company, and after said\nacceptance shall have been duly certified to said board, to the extent of the indebt-\nedness of the company to the state, the stock authorized by this act, if the said\nboard shall deem such purchase desirable on the part of the state.\nThis act shall be in force from and after its acceptance by a majority of stock-\nholders in general meeting.\nSTATE OF VIRGINIA,\nCity of Richmond, to wit:\nI, St. G. Tucker, clerk of the house of delegates and keeper of the rolls of\nthe commonwealth of Virginia, do hereby certify that the foregoing is a true copy\nof an act passed by the general assembly on the twenty-fourth day of March\neighteen hundred and fifty-three.\nGiven under my hand May 28th, 1853,\nST. G. TUCKER,\nC. H. D. & Keeper of the Rolls of Va.\nMr. G. A. Myers offered three resolutions, which were read.\nMr. R. B. Heath moved to amend the second resolution of Mr. Myers, by\nsubstituting the sum of $105,000 for the sum of $175,000; which motion was\nrejected.\nThe first resolution offered by Mr. Myers was then adopted-Ayes 1,912, noes\n408.\nMr. Heath offered an addition to the second resolution of Mr. Myers; which\naddition was adopted.\nThe second resolution offered by Mr. Myers, with the addition of Mr. Heath,\nwas then adopted-Ayes 1,864, noes 445.\nThe third resolution offered by Mr. Myers was then adopted-Ayes 1,873, noes\n436.\nThe following is a copy of the three resolutions offered by Mr. Myers, which\nwere adopted, with the addition to the second resolution offered by Mr. Heath:\n448\nDoc. No. 17.\nI. Resolved, that the act of the general assembly of Virginia entitled as net\nin relation to the Richmond and Petersburg railroad, passed March 24th, 1853,\nbe and the same is hereby accepted by this company; and that the president and\ntreasurer certify to the Board of public works this acceptance of the same at this\ndate.\nAnd whereas in view of the present market price of the stock of this com-\npany, it is not probable that a sale of its stock could be negotiated at fifty dellare\nper share; whilst it is believed, that a loan, payable at a remote date convertible\ninto the stock of the company, would probably be gradually converted into stock,\nand the company be enabled at an early period to improve its road, and to pay\ndividends:\nII. Be it therefore resolved, that the president and treasurer, (the board of\ndirectors concurring in the expediency of this resolution,) be, and they are hereby\nauthorized and instructed to issue, and the president to dispose of. coupon bonds\nof the company, bearing six per cent. interest, in amounts of 500 each. payable\nat the office of the company on the 1st day of July 1875, to such extent, not\nexceeding in the aggregate $175,000, as may be requisite, to defer the period of\nthe payment of the liabilities of the company, or of any portion thereof, to the\ndate above specified the interest on the said bonds to be payable semi-annually\nat the said office on the 1st days of January and July of each year; and each of\nthe said bonds to be made upon their face convertible into ten shares of the\ncapital stock of the company at the pleasure of the holder: provided, that for the\nterm of thirty days the president allow to any stockholders of this company, who\nmay desire to do so, the privilege, in preference to others, of purchasing said\nbonds in the ratio of their interest in the stock of this company, provided such\nratio shall entitle them to purchase one or more bonds, and that he be authorized\nto receive payment of the same of any stockholder in installments extended over\na period not exceeding six months.\nIII. Resolved, that to secure the punctual payment of the interest and prio-\ncipal of the said bonds, the president be and he is hereby authorized and in-\nstructed to execute and deliver to such person as he may see fit, a deed of trus:\nor mortgage, in the most secure and binding form, on all the works and property.\nrights, privileges and franchises of the company, acquired and to be acquired.\neonditioned for the punctual payment of the interest and principal of the said\nbonds; and especially providing that if the interest due on any of the said bonds\nshall be and remain unpaid for the period of sixty days after the same shall be\ndue and demanded, the principal sum of all the said bonds outstanding shall forth-\nwith be due and payable, and it shall be the duty of the trustee named in the\ndeed, or any successor named in or appointed under the same, on the demand of\nthe holder of any such bond or bonds, to sell at public auction, in the city of\nRichmond, (giving at least forty days' notice of the time, place and terms of sale.\nby publication in one or more newspapers published in each of the cities of Rich-\nmond, Philadelphia and New York,) the works and property, rights. privileges\nand franchises conveyed in the said deed; and out of the proceeds of said sale to\npay the principal and interest due on all the said bonds which may be then out-\nstanding; although the said interest should, after the said period of sixty days\nshall have elapsed, be tendered. And the president and treasurer are hereby\nauthorized and instructed to deliver to the trustee named in the deed, or to any\nDigitized by Google\nDoc. No. 17.\n449\nsuccessor named in or appointed under the same, all contracts, papers and agree-\nments or other instruments of writing necessary for the purpose of carrying into,\nfull effect, now, or at any time hereafter, the provisions of the said deed of\ntrust or mortgage.\nThe following report of the examining committee was read and approved:\nRICHMOND, May 31, 1853.\nThe undersigned, one of the commitee appointed at the last annual meeting, in\npursuance of a standing order of the stockholders, respectfully reports, that on\nSaturday, 28th May, he made a careful examination of the depot and work shops\nin Richmond and Pocahontas, as well as of the whole road, water stations,\nbridges, &c. from Richmond to Petersburg, and the branch road to Port Walthall,\nall of which he found in good order. The road, he thinks, is in better order than\nhe has seen it for many years.\nThe other members of the committee were unable to attend, but I understand\nthey have examined the books and accounts, and I presume will report thereon.\nRespectfully submitted.\nJAMES BOSHER.\nAs one of two of the committee who examined the books and accounts of the\ncompany, I take pleasure in reporting that, as far as I could conveniently to\nmyself make the examination, they have been accurately kept, and much care\nand neatness have been bestowed on them.\nVery respectfully,\nFRED. ANDERSON.\nMay 31, 1853.\nMr. R. B. Heath offered a resolution for the adoption of certain by-laws;\nwhereupon, on motion of Mr. Holden Rhodes,\nResolved, that a committee of three be appointed by the chairman to consider\nthe resolution offered by Mr. Heath, and the subject of by-laws generally, to\nmake report to the board of directors by the 15th of June; that the board shall\ncause the report to be printed and transmitted to the stockholders before the next\nmeeting; and that the stockholders shall meet to consider the subject of by-laws\non the 25th of July next at 12 o'clock.\nThe chairman appointed Messrs. Holden Rhodes, Roscoe B. Heath and Gus-\ntavus A. Myers the said committee.\nOn motion, the meeting then proceeded to the election of officers.\nOn motion of Mr. Rhodes, Mr. Peter V Daniel, jr. was unanimously elected\npresident of the company.\nOn motion of Mr. Moncure Robinson, Messrs. Holden Rhodes and Richard\nBarton Haxall were elected directors on behalf of the stockholders.\n57\nDigitized by\nGoogle\n450\nDoc. No. 17.\nMessrs. Francis E. Rives, Roscoe B. Heath and James H. Cox were an-\nnounced to have been appointed directors on behalf of the state.\nMessrs. James Bosher, Wirt Robinson, Frederick Anderson, Henry C. Cabell\nand Dr. Charles S. Mills were appointed the committee of examination, with\npower to appoint a competent clerk, if they deem it advisable.\nOn motion,\nResolved, that the president and directors take such measures in regard to\npublishing their report and the proceedings of this meeting as shall seem to them\nexpedient.\nThe meeting then adjourned to the 25th of July 1853, at 12 o'clock.\nJ. B. HARVIE, Chairman.\nJOHN WILLIAMS, Sec'y.\nDigitized by Google\nDigitized by Google\n452\nDoc. No. 17.\nStatement of the Affairs of the Richmond and Petersburg Railroad\nCost of road and property:\nFrom Richmond to Petersburg, including interest,\n-\n902173 02\nOf branch road to Port Walthall, including purchase of land,\nwharves, coal tracks and cars,\n-\n,\n45539 09\n947712 II\nDebts due to the company:\nThis company's stock taken for debt,\n-\n-\n5376 06\nOpen accounts,\n-\n-\n-\n-\n13857 57\n19233 67\nCash on hand,\n-\n.\n.\n-\n-\n6941 64\n$973887 38\nDigitized by Google\nDoc. No. 17.\n453\nCompany from the commencement of the Work to the 1st of May 1853.\nCapital stock:\nSubscribed by individuals 3000 shares,\n-\n.\n300000 00\nSubscribed by the state, old stock, 2000 shares,\n-\n200000 00\nnew \" 1856\n\"\n-\n.\n185600 00\n685600 00\nDebts due by the company :\nBonds due in London, £12300 sterling at par,\n-\n54666 67\nBonds due in Richmond,\n-\n-\n-\n12000 00\n66666 67\nDividend bonds to the state,\n-\n-\n.\n-\n33408 00\nCertificates of debt to stockholders for dividends,\n-\n65319 12\nAmount to credit of individual stockholders,\n-\n-\n1989 18\n67308 30\nUnclaimed interest on certificates of debt,\n-\n-\n505 15\nInterest on bonds due in London,\n-\n-\n1839 68\n2344 83\nProfit and loss,\n.\n.\n-\n-\n-\n118559 58\n$ 973887 38\nJOHN WILLIAMS, Treasurer.\nRichmond, 1st May 1853.\nDigitized by Google\nDoc. No. 17.\nit of Income from Transportation from 1st May 1852 to 1st May 1858\nLocal Travel.\nThrough Travel.\nFreight.\nBranch Road\nFreight.\nFreight of Clover\nHill Coal.\nClover Hill Travel\nand Freight.\nTOTAL\n-\n3509 87\n959 88\n2416 93\n395 97\n2099 32\n160 40\n9542 3\n-\n3101 49\n859 19\n2974 31\n1030 68\n1804 95\n105 57\n9876 19\n-\n3124 74\n1144 50\n2958 39\n3 50\n2278 90\n157 82\n9667 6\n-\n2945 61\n2068 10\n2194 84\n1146 90\n2207 02\n140 70\n10703 If\nr,\n2976 87\n2296 13\n2693 98\n1877 21\n2034 30\n235 96\n12114 15\nDay\n-\n3190 37\n1419 15\n1581 59\n446 83\n2264 17\n178 77\n9080 *\nember,\n2313 99\n1445 32\n1270 07\n805 30\n2511 07\n162 15\n8507 90\nDecember,\n3136 87\n1182 52\n1100 39\n259 60\n2318 90\n146 27\n8144 5\n1853-January, .\n2857 36\n1386 01\n1337 21\n208 47\n1775 50\n139 10\n7703 5\nFebruary,\n-\n2513 87\n2021 40\n1227 46\n463 17\n2669 00\n120 21\n9015 Il\nMarch,\n-\n3369 68\n2567 14\n1901 30\n238 50\n2800 80\n184 07\n11061 48\nApril,\n-\n2615 25\n1337 79\n1586 66\n1086 30\n3274 10\n169 29\n10069 x\n$ 35655 97\n18687 13\n23243 13\n7962 43\n28038 03\n1900 31\n115487 w\nTransportation of mail,\n-\n-\n-\n*\n-\n7345 5\nTravel and freight per Norfolk and Port Walthall steamer,\n-\n.\n3156 66\nTolls on James river bridge,\n-\n-\n-\n-\n28 E\n$126017 33\nJOHN WILLIAMS, Treas.\nRichmond, 1st May 1853.\nDigitized by Google\nDoc. No. 17.\n455\nStatement of Transportation Expenses from 1st May 1852 to 1st May 1853.\nRepairs of railroad,\n-\n-\n.\n-\n-\n22627 31\nRepairs of engines and cars,\n-\n-\n-\n-\n17840 45\nTrain expenses, including Clover Hill expenses,\n-\n.\n-\n19178 17\nDepot expenses, including watching of James river bridge,\n-\n-\n11083 50\nRepairs of bridges,\n-\n-\n-\n.\n-\n317 51\nTransportation of passengers, mail and baggage,\n-\n-\n-\n1584 68\nOfficers' salaries,\n.\n-\n-\n.\n-\n4375 00\nPostages, newspapers, advertising and printing,\n.\n-\n-\n494 23\nTrain losses and damages, including coal,\n-\n-\n-\n1688 58\nContingent expenses and insurance against fire,\n.\n-\n-\n1438 05\nBranch road expenses,\n-\n-\n.\n-\n-\n2335 32\nRepairs of depots,\n-\n.\n.\n.\n-\n1885 92\nOffice expenses,\n-\n-\n.\n-\n-\n147 61\nRepairs of turnpike,\n.\n.\n.\n.\n-\n3 39\n$ 84999 72\nJOHN WILLIAMS, Treas.\nRichmond, 1st May 1853.\nDigitized by Google\n456\nDoc. No. 17.\nStatement of Extraordinary Expenses from 1st May 1852 to 1st May 1853.\nTwo new locomotive engines and tenders,\n*\n-\n-\n14470 52\nOn account of one engine and tender unfinished,\n-\n-\n-\n2415 9\nTwo new passenger cars,\n-\n-\n.\n-\n.\n4306 %\nTen 8 wheeled platform cars, at $500 each,\n-\n-\n-\n5000 0\nTwo 8 wheeled box cars, at $ 625 each,\n-\n-\n1250 e\nOne new 8 wheeled tender,\n-\n-\n-\n.\n912 @\nTwenty new coal cars, at $280 each,\n-\n.\n-\n-\n5600 @\nThree new baggage crates, at $75 each,\n-\n-\n-\n295 00\n34179 @\nNew wharves and trussel work for accommodation of coal trade at W althall,\n2071 $4\n$ 36251 II\nDigitized by Google\nDoc. No. 17.\n457\nStatement of Receipts and Disbursements within the year ending the 30th April 1853.\nReceipts:\nCash on hand 30th April 1852,\n-\n-\n-\n-\n12194 87\nCost of branch road and property-decreased this sum,\n-\n-\n2950 00\nDebts due by the company-increased this sum,\n-\n-\n-\n2038 13\nTransportation-received this sum,\n-\n-\n-\n-\n126017 33\nDisbursements:\nCost of road and property-increased this sum,\n-\n-\n3679 36\nDebts due to the company-increased this sum,\n-\n-\n4565 48\nTransportation, expenses of transportation:\nOrdinary,\n-\n.\n.\n-\n-\n84999 72\nExtraordinary, -\n-\n-\n-\n.\n36251 14\nInterest-paid this sum,\n-\n-\n.\n-\n6762 99\nCash-on hand 30th April 1853,\n-\n-\n-\n6941 64\n143200 33 143200 33\nJOHN WILLIAMS, Treas.\nRichmond, 1st May 1853.\nDigitized by Google\n458\nDoc. No. 17.\nSUPERINTENDENT'S REPORT.\nOFFICE RICHMOND & PETERSBURG RAILBOAD,\nApril 30, 1853.\nWIRT ROBINSON, Esq., President.\nSir,\nI herewith submit statements, showing the operations of this road for the\nyear just terminated. It will be seen that there has been an encouraging increase in its\nbusiness over the previous years.\nThe trains have been run with great regularity and punctuality during the year, and\n(when the number of trains passing over the road and the large amount of tounage\ntransported are taken into consideration) with a remarkable exemption from casualties,\nand which speaks well for the faithfulness and diligence of all the employees of the com-\npany.\nThere has been a small increase in the working expenses over the preceding year,\namounting however to only about twenty-five per cent. of the increased receipts. Thisis\nto be accounted for partly by the increased amount of transportation, and partially to the\nnecessity, imposed on the company by the post office department, of running an additional\ndaily train for the transportation of the mail throughout the year.\nIt will be seen that the heaviest item in our working expenses for the past year is for\nrepairs of railroad: I therefore respectfully recommend that steps be taken at once in\ncommence relaying the road with a heavy rail as fast as the means of the company will\nadmit. There is no doubt but that a clear saving of sixteen thousand dollars could have\nbeen made under the business of the past year, had the track been laid with a heavy nil\ninstead of flat bar.\nIn bringing details to your notice and that of the directors and stockholders, I shall divide\nthe business under three heads, viz: Road, machinery and transportation, in the order\nhere stated.\nI. The Road Department will embrace the road bed, bridges, depot buildings, water a\ntions and branch road.\nII. The Machinery Department.-This department embraces the maintenance of the loes-\nmotives and tenders, and the cars used on the road for the transportation service and new\nmachinery purchased.\nIII. The Transportation Department will embrace the general tonnage and passengers\ntransported, and the expenses properly belonging to this department.\n1. THE ROAD DEPARTMENT.\nThe road bed is in an improved state. It has been extensively ditched and drained do-\nring the year, and some of the wet cuts are in a better condition in this respect than they\nhave ever been before. Most of the banks that had become narrow at the top by washing\nhave been filled out, and the whole generally improved.\nThe track has, so far as labor of maintenance and replacing bad timber is concerned\ncertainly been improved during the year. There has been put into the road during the\nyear 84,614 feet lineal of wooden rails or string pieces, equal to eight miles of new track\nThere has been a new track of T iron, 59 lbs. to the yard, laid over Falling creek bridge,\nwhich required about 7 tons of rails. There has also been about 90 tons of new flat bar\nlaid down during the year; the cost of both of which is included in the expenses of this\nDigitized by Google\nDoc. No. 17.\n459\ndepartment, and will be found in the treasurer's report under the head of repairs of road,\nwhich includes mechanics' and laborers' wages, hire of negroes, subsistence, clothing, taxes,\n&c. for the same; timber, sills, keys, iron, spikes and plates, eastings, wrought iron work,\n&c.; tools, consisting of saws, axes, shovels, picks, crowbars and sundries, amounting to\n$22,627 31 for the repairs of main tracks, turnouts and side tracks at depots and in coal\nyards, equal to 28 miles of single track.\nLength of main road,\n-\n-\n-\n22 miles.\nLength of branch road,\n-\n-\n-\n3 miles.\nLength of turnout and side tracks,\n-\n.\n-\n3 miles.\n-\nTotal,\n-\n-\n-\n28 miles.\nBridges.\nThe bridges are in as good condition, on the whole, as they were at the beginning of the\nyear. They are all regarded as perfectly safe and reliable. Having such an extent of\nbridging for the length of the road, makes this a serious branch of expenditure, when a\nseries of years are taken into consideration, although it has been light the past year.\nSome repairs will be required during the coming year, for which the timber and mate-\nrials are now being provided. The expenditures on this account will be found under the\nhead of repairs of bridges, and amount to $317 51 for all materials and labor.\nDepot Buildings and Water Stations.\nThe amount expended on account of depot buildings and water stations is put down in\nthe treasurer's books under the head of repairs of depots.\nTo this account is charged the cost of building a new water station at Petersburg\nduring the past year. It has been usual to charge to this account wages paid all mechanics,\nfor repairs and work done to depots and water stations, cisterns, pumps, water pipes, gas\nfixtures, bricklayers' and stonemasons' work for depots, loading platforms, sheds, fencing\naround depot lots, expenses in keeping streets in order about the depots, &c. The total\namount for the past year is $1,885 92.\nBranch Road.\nDuring the past year the taking down and removal of the old tressel work in the coal\nyards, commenced the previous year, has been completed, and an additional new track of\ntressel work added; also additions made to the side tracks, and a new turning platform of\nsufficient size to turn any engine and tender together. The amount expended during the\nyear for this purpose has been charged to account of branch road expenses. Although not\nproperly belonging to expenses, I have, therefore, included it under the head of road\ndepartment.\nThe branch road expenses are, salary of agent, wages of watchman, hire of negroes em-\nployed at Port Walthall, subsistence, clothing, &c. for the same, which amount to 2335 32\nTo which add the amount expended for the above new work,\n-\n-\n2071 54\nAnd the total is, as per treasurer's report,\n-\n-\n4406 86\nII. MACHINERY.\nIn this department I have to report a decided improvement. Two new engines and ten-\nders have been added to our stock, and the engines before owned by the company have\nbeen thoroughly repaired and improved, one of them having been completely rebuilt, with\nDigitized by Google\n460\nDoc. No. 17.\nnew cylinders, wheels and axles and other improvements. In addition to which, five others\nhave been fitted with new wheels, axles, &c. One new engine, building in the company's\nshops, is now nearly completed, and will add materially to our motive power.\nThere has been new machinery and tools purchased to facilitate repairs; and, in addition\nto the engines named above, there has been added to our stock of cars 10 new eight wheel\nplatform cars, 2 new eight wheel box cars, 20 new four wheel coal cars, 2 new first class\npassenger cars, and 1 new eight wheel tender.\nStatement A gives a detailed account of engines owned by the company, their condition.\nperformances and how employed.\nStatement B contains the amount of running machinery on the road.\nIn the treasurer's report will be found a statement of the amount paid on account of new\nmachinery during the year.\nThe expenses of this department, exclusive of the amount paid for new machinery, is\ncontained in the treasurer's report under the head of repairs of engines and cars, and\nincludes wages paid all machinists and blacksmiths, carpenters and all mechanics, bar iron,\nsteel, tools and hardware, tires, axles and springs purchased, copper, spelter, tin, lead, tim-\nber and lumber, bituminous coal, work done elsewhere, upholstery, trimmings, &e., sun-\ndries, charcoal, leather and all other materials, amounting to $17,840 45.\nIII. TRANSPORTATION DEPARTMENT.\nThe operations of this department have been very heavy during the year, and it has\ntaxed our present means of transportation to its utmost capacity.\nThere has been an increase in the quantity of coal transported of 7202 tons over the\nproceding year. It will be seen by the report of the treasurer that there has been a very\nconsiderable increase in the general freight business and a small increase in the branch\nroad freight.\nThe increase in the receipts from passengers is also considerable, and there is a small\nincrease for transportation of the mail, making a total increase in the receipts of $15,956 3\nStatement C will show details in full of the coal transportation.\nStatements D, E and F will give details of general freight business.\nAnd statement G will give the number of passengers transported, reduced to passengers\ncarried one mile.\nTable H gives a detailed statement of miles run by all trains during the year.\nStatement I gives a condensed statement of the operations of the road for the year.\nTrain Expenses,\nIncluding Clover Hill transportation expenses, consist of wages paid conductors, engine-\nmen and firemen: hire of slave hands on trains and at water stations on the road and at\nClover Hill, salary of agent and assistant agent at Clover Hill; provisions, clothing, &e\nfor hands employed on trains and at water stations; wood for fuel for locomotives; oil for\nlocomotives and cars; cotton waste and tallow; lamps for locomotives and trains; board of\nenginemen and conductors when on the road : wages of engine cleaners, &c. $19,178 17\nDigitized by Google\nDoc. No. 17.\n461\nTrain Losses and Damages.\nUnder this head are payments for goods lost, damaged or stolen on the road. It is large\nthis year in consequence of large amounts having been paid during the year for tobacco\ndamaged on other roads, and which the companies refused to bear their proportion, but\nas we have ceased to carry freight in connection with them, it will not again be so\nlarge. Amount,\n-\n-\n.\n-\n-\n$1,688 58\nDepot Expenses.\nSalary of freight and ticket clerks at Richmond and Petersburg; wages to yard master\nand wages to hands at Richmond and Petersburg; hire, subsistence and clothing for hands\nemployed at depots; coal for offices; gas and other lights; ice, brooms and sundries;\nwages to watchmen, including those on James river bridge; rent of lot at Rich-\nmond, &c.\n-\n-\n-\n-\n.\n-\n$11,584 50\nTransportation of passengers, mail and baggage between depots in Richmond and Pe-\ntersburg,\n-\n-\n-\n.\n-\n-\n$1.083 68\nPostages, Newspapers, Advertising and Printing,\nIncluding amounts paid for newspapers and advertising in Richmond and Petersburg, and\ncountry advertisements, ticket books, tickets, blanks, way bills, blank books, printing reports,\nstationery, &c., amounting to\n,\n-\n-\n-\n$ 494 23\nOffice Expenses.\nHire of servant and sundry small items,\n-\n-\n-\n$147 61\nContingent Expenses.\nInsurance on James river bridge (against fire,) depots and goods, depots at Port Wal-\nthall, carpenter shop, locomotives and cars, machine shops, stable, horses and omnibuses,\nand small items not belonging to any particular account, amounting to\n$1.438 05\nRepairs of Turnpike.\nIt will be seen that the turnpike has nearly paid its expenses during the past year, having\nonly a balance against it of\n-\n-\n-\n-\n-\n$3 39\nStatement J contains a list of all the employees in the company's service, with the\ncompensation to each.\nStatement K shows the running expenses on twenty-two railroads in Massachusetts for\nthe year 1852, and also the average expense of repairs of road and engines and cars for\nfive years on the same roads.\nTotal expenses for the year, including officers' salaries,\n-\n.\n$84,999 72\nAll of which is respectfully submitted.\nTHO. DODAMEAD, Sup't.\nDigitized by Google\n462\nDoc. No. 17.\nOfficers of the Company.\nPETER V. DANIEL, JR., PRESIDENT,\n-\n-\n.\nsalary. 8150\n3\n-\n-\n1500\nJOHN WILLIAMS, TREASURER,\n-\n-\n-\n1500\nTHOMAS DODAMEAD, SUPERINTENDENT,\n.\nDigitized by Google\nA.\nStatement of Names, Dimensions. Performance during the year; condition and present duty of Locomotives, owned by the Richmond and\nPetersburg Railroad Company, April 30th, 1853.\nMILES RUN.\nNAME.\nMAKER.\nWhen first run.\nDescription.\nDiameter of Cylinder.\nStroke of Piston.\nDiameter of Drivers.\nREMARKS.\nNo. of Drivers.\nNo. of Wheels.\nPast Year.\nTotal to date.\nCondition.\nHow Employed.\nIn's.\nIn's.\nIn's.\nPatrick Henry,\nEdward Bury,\n1838,\nInside cylinder,\n10\n16\n54\n2\n6\n8590\nI\nWork'g order\nMixed business.\nSheppard,\n\"\n\"\n\"\n14\n\"\n10\n16\n54\n2\n6\n6653\n-\n\"\n\"\n\"\n44\nNew wheels and crank axle during the year.\nJ. H. Hopkins,\nRothwell & Hicks,\n\"\n:\n\"\n10\n16\n48\n4\n4\n8852\n-\n\"\n**\nCoal trade,\nNew crank axle during the year.\nStafford,\nBolton & Hicks,\n\"\n\"\n\"\n10}\n16\n42\n4\n6\n1618\n-\n\"\n11\n\"\n**\nNew cylinders and wheels during the year. (Re-\nbuilt)\nPhoenix,\n\"\n\"\n\"\n..\n\"\n10\n16\n54\n4\n8\n4529\n-\nUnder repair,\n1\nNew driving wheels and crank axle during the\nyear.\nJ. H. Costes,\nCompany shops,\n1842,\nOutside cylinder,\nIf\n20\n54\n2\n6\n6436\n-\nCondemned.\nJames H. Cox,\nM. W. Baldwin,\nAugust 1846,\n\"\n\"\n12\n16\n42\n6\n6\n12267\n1\nWork'g order\nCoal trade,\nNew wheels, axle and eccentrics during the\nyear.\nG. W. Johnson,\n\"\n:\nJuly 1847,\n\"\n**\n12\n16\n42\n6\n6\n9364\n-\nUnder repair,\n#\n\"\nNew wheels and axles during the year.\nPocahontas,\n\"\n\"\nJuly 1848,\n\"\n\"\n121\n18\n54\n4\n8\n14891\n-\nWork'g order\n\"\n\"\nNew driving wheels, axles and eccentries during\nthe year.\nDigitized by\nChesterfield,\n48\n\"\nApril 16, 1852,\n\"\n**\n113\n20\n54\n4\n8\n18970\n19414\n\"\n\"\nPass'gr & fr'ght\nHenrico,\nBurr & Ettenger.\nJuly 3. 1852,\n\"\n\"\n11\n18\n54\n4\n8\n18270\n18274\n\"\n\"\n\"\n:\nSUMMARY.\nGoogle\nIn working order,\n.\n.\n-\n-\n8\nUnder repairs,\n.\n-\n.\n.\n2\nCondemned,\n.\n.\n.\n.\n1\nDoc. No. 17.\nB.\nEngines, Cars and Running Machinery upon the Richmond and Petera-\nburg Railroad, April 30, 1853.\nLocomotive engines:\n4 Eight wheel engines with tenders,\n6 Six wheel en\nwill\nders,\n1 Four wheel\ne will\nider,\n-\n11 Total.\nOne extra eight wheel tender.\nCoal cars:\n119 Four wheels.\nCars for freight and general use:\n5 Eight wheel box cars,\n6 Eight wheel half box or curtain cars,\n16 Eight wheel platform cars,\n2 Eight wheel wood cars,\n2 Eight wheel empty barrel cars,\n2 Four wheel box cars,\n4 Four wheel dumping cars,\n-\n37 Total.\nPassenger and baggage cars:\n6 Eight wheel passenger cars,\n1 Eight wheel passenger car-condemned,\n1 Four wheel passenger car,\n2 Eight wheel mail and baggage cars,\n2 Eight wheel baggage platforms,\n-\n12 Total.\nIn addition to which, there are track layers, truck cars and one crank car for branch\nroad.\nThe company also own 12 horses, 3 baggage and mail wagons, 4 street wagons, harness\n&c., and are half owners of 2 omnibuses which are used for the transportation of passet-\ngers, mail and baggage through Richmond.\nThere are 1 eight wheel locomotive and 2 first class eight wheel passenger cars, now\ncontracted for, to be delivered in all the month of June.\nDigitized by Google\nDoc. No. 17.\n465\nC.\nStatement of Coal transported from Clover Hill during the year ending April\n30th, 1853.\nTo Richmond.\nTo Petersburg.\nTo Port Walthall.\nAggregate.\nNumber of tons.\nNumber of\nNumber of\nNumber of\nbushels.\nbushels.\nbushels.\nBushels.\nMay,\n-\n-\n11925\n10665\n109835\n132425\n4414 5-30\nJune,\n-\n-\n13380\n1695\n100230\n115305\n3843 15-30\nJuly,\n-\n-\n25865\n2715\n113820\n142400\n4746 20-30\nAugust,\n-\n-\n29895\n7785\n96895\n134575\n4485 25.30\nSeptember,\n-\n-\n32680\n23100\n66220\n122000\n4066 20-30\nOctober,\n-\n-\n54070\n24455\n46245\n124770\n4159\nNovember,\n-\n-\n60050\n21040\n59285\n140375\n4679 5-30\nDecember,\n-\n-\n63040\n25170\n36980\n125190\n4173\nJanuary,\n-\n-\n46380\n16855\n25540\n88775\n2959 5-30\nFebruary,\n-\n-\n60600\n22335\n50515\n133450\n4448 10-30\nMarch,\n-\n-\n67745\n16095\n56200\n140040\n4668\nApril,\n-\n-\n28820\n12655\n122230\n163705\n5456 25-30\nTotals,\n-\n494450\n184565\n883995\n1563010\n52100\nSUMMARY.\nTo Richmond,\n-\n-\n-\n-\n16481 tons.\nTo Petersburg,\n-\n-\n-\n-\n6152 \"\nTo Port Walthall,\n-\n-\n-\n.\n29467 \"\nTotal aggregate,\n-\n-\n-\n-\n52100 \"\nEqual to 1,384,223 tons hauled one mile.\nAverage tons in each train, 78.7\n59\nDigitized by Google\n466\nDoc. No. 17.\nD.\nTonnage transported between Richmond and Petersburg on the Main Stem of the\nRichm'd and Petersb'g Railroad, during official year ending Ap'l 30, '53.\nNorthwardly :\nTobacco,\n12693 hhds.\n-\n-\nweight,\n8440 tons.\nCotton,\n2941 bales,\n\"\n-\n-\n552 \"\nDomestics,\n754 bales,\n\"\n-\n-\n65 \"\nIron,\nold rails and scrap,\n\"\n-\n-\n1193 \"\nEmpty barrels, 36489\n\"\n-\n-\n364 \"\nMiscellaneous freights,\n-\n-\n-\n554 \"\nWood, from different points, averaging eight miles, 2414 cords,\n421 \"\nTotal,\n-\n-\n-\n11589 tons.\nSouthwardly :\nTobacco,\n262 hhds.\n-\n-\nweight,\n174 tons.\nBacon,\n104 \"\n\"\n-\n-\n44 \"\nMolasses,\n31\n\"\n126 bbls.\n\"\n-\n53 \"\nSugar,\n184 \"\n\"\n-\n-\n115 \"\nLiquor,\n2798 barrels,\n\"\n-\n-\n524 \"\nFlour,\n1881 \"\n\"\n-\n-\n153 \"\nIron,\nbar and pig,\n\"\n-\n-\n393 \"\nLumber,\n104,987 feet,\n\"\n-\n-\n131 \"\nMiscellaneous freight,\n\"\n.\n-\n2025 \"\nTotal,\n-\n-\n-\n3612 tons.\nTotal tons of 2,000 lbs. both ways,\n-\n15201\nEqual to 325,160 tons hauled one mile.\nDigitized by Google.\nDoc. No. 17.\n467\nE.\nTonnage transported over the Richmond and Petersburg Railroad, between Rich-\nmond and Port Walthall, during the official year ending April 30, 1853.\nDownwards:\nFlour,\n41,758 whole barrels,\n-\n-\nweight,\n4593 tons.\nDo.\n3,031 half\ndo.\n\"\n-\n-\n166 \"\nMiscellaneous freight and freight by steamer,\n\"\n-\n221 \"\nTotal,\n-\n-\n-\n4980 tons.\nUpwards:\nIron, (rails)\n(tons of 2,240 lbs.)\n-\n-\n4653 tons.\nMiscellaneous freight and freight by steamer,\n-\n-\n375 \"\nTotal,\n.\n-\n-\n5028 tons.\nAgricultural lime delivered to farmers on the line, (tons of 2,000 lbs.)\n122 \"\nTotal,\n-\n-\n-\n-\n10130 tons.\nEqual to 201,996 tons transported one mile.\nDigitized by Google\nDoc. No. 17.\nF.\nmeous Tonnage transported between Richmond and Clover Hill, other n\nand and Petersburg and Clover Hill Railroads during the official you\n30th, 1853.\n-\n.\n1191 hogsheads, weight,\n78 tons.\n-\n-\n7656 bushels,\n\"\n230 \"\n-\n3814\n\"\n-\n33 4d\n\"\n-\n-\n29 **\n*\nTotal,\n-\n-\n-\n370 tops\nawardly:\nBancellaneous freights, consisting of\nGroceries, liquors, meal, corn, dry goods, furniture, iron, castings, guano, &c.\n443 toss\n-\nMaking a total of,\n-\n-\n-\n-\nBIS total\nEqual to 25203 tons hauled one mile.\nRecapitulation of Tonnage.\nTotal aggregate tons of coal,\n-\n-\n-\n-\n500MM\nTotal aggregate tons of freight other than coal,\n-\n-\n26141\n-\nTotal aggregate tons of all freights,\n-\n-\n78141\nBeing equal to 1936582 tons transported one mile.\nThis does not include wood, timber, gravel, or inaterials for the use of the road, of which\nno account has been taken.\nDigitized by Google\nDoc. No. 17.\n469\nG.\nStatement of the Number of Passengers carried over the Richmond and Petersburg\nRailroad during the official year ending April 30th, 1853-Reduced to Pas-\nsengers carried one mile.\nSouthwardly:\nPassengers over the whole length of the road, including local and\nthrough travel, excursion passengers, servants and half seats counted\nas each one passenger,\n-\n-\n-\n- 33839\nWay passengers, including servants,\n-\n-\n-\n1414\nTotal,\n-\n-\n35253\nNorthwardly :\nPassengers over the whole length of the road, counting servants and half\nseats as each one passenger,\n-\n-\n-\n- 28149\nWay passengers, including servants,\n-\n-\n-\n1296\nTotal,\n-\n-\n-\n-\n29445\nSteamboat Passengers by way of Port Walthall.\nDownwards, counted as above,\n-\n.\n-\n-\n2550\nUpwards,\n\"\n\"\n-\n-\n.\n- 3100\nWay, on the road, counted as above,\n-\n-\n-\n147\n5797\nTotal passengers,\n-\n-\n70495\nEqual to 1505206 passengers carried one mile.\nDigitized by Google\nDoc. No. 17.\nH.\nent of Miles run by Trains of all kinds during the year ending April\n30th, 1853.\nDATE.\nPassenger trains.\nFreight trains.\nCoal trains.\nTimber, wood and\nmaterials.\nTotal\nDirt trains.\n-\n-\n2827\n1746\n3288\n462\n1\n883\n-\n-\n3188\n2772\n2981\n279\nI\n920\n-\n-\n3325\n1876\n3360\n436\n194\n9191\n-\n-\n3165\n1542\n3208\n313\n560\n18789\nber,\n.\n3127\n2258\n3212\n290\n879\n9766\n-\n-\n2840\n1652\n2781\n460\n1000\n8733\nNovember,\n-\n2541\n1876\n3891\n418\n975\n9701\nDecember,\n-\n2898\n920\n4602\n708\n-\n9125\n1853-January,\n-\n2823\n997\n3060\n556\n-\n7436\nFebruary,\n-\n2761\n774\n5038\n786\n-\n9358\nMarch,\n-\n3350\n1573\n4720\n476\n-\n10119\nApril,\n-\n2799\n1963\n5374\n544\n-\n10680\nTotal,\n-\n35644\n19949\n45515\n5728\n3608\n110444\nSUMMARY.\nMiles run by passenger trains,\n-\n-\n-\n35644\n\"\n\"\nfreight trains,\n-\n-\n.\n19949\n\"\n\"\ncoal trains,\n-\n.\n-\n-\n45515\n\"\n\"\nmaterial, timber and wood trains,\n-\n-\n5728\n\"\n\"\ndirt trains,\n-\n-\n-\n-\n3608\nTotal miles run by all trains,\n-\n11044\nOn Richmond and Petersburg road,\n-\n.\n.\n80302\nOn Clover Hill road,\n-\n-\n,\n-\n30144\nDigitized by Google\nDoc. No. 17.\n471\n1.\nCondensed Statement of the Operations on the Richmond and Petersburg Railroad\nfor the year ending April 30th, 1853.\nMiles run by passenger trains,\n-\n-\n-\n-\n35644\n\"\n\"\ntonnage trains,\n-\n-\n-\n-\n74800\nAggregate run of \" .fns,\n-\n-\n-\n-\n110444\nNumber of passengers carried one mile,\n-\n-\n-\n1505206\n\"\ntons of freight\n\"\n\"\n-\n-\n-\n1936582\n\"\nhogsheads of tobacco carried over road,\n-\n-\n13074\n46\nbales of cotton\n\"\n\"\n-\n-\n2941\n\"\ntons of coal\n\"\n\"\n-\n-\n52100\n\"\nbarrels of flour\n\"\n\"\n-\n-\n45185\nAverage number of passengers in each train,\n-\n-\n44\nAverage tons of freight, other than coal, in each train,\n-\n-\n29.5\nAverage tons of coal in each train,\n-\n-\n-\n78.5\nAggregate cost of working road,\n-\n-\n-\n$ 84999 72\nTotal expenses per mile run,\n-\n-\n-\n-\n76.97 cents.\nCost of repairs of road per mile run,\n-\n-\n-\n28 cents.\nCost of repairs of engines and cars per mile run,\n-\n-\n16.15 cents.\nReceipts per mile run,\n-\n-\n-\n-\n$1 14.1\nReceipts per mile of road, including branch road,\n-\n-\n$ 5040 69\nTotal aggregate receipts,\n-\n-\n-\n-\n$ 126017 33\nThe cost of repairs of road per mile run is only for the miles run on the main line and\nPort Walthall branch, and does not include the miles run on the Clover Hill road.\nDigitized by Google\n472\nDoc. No. 17.\nJ.\nStatement showing the Number of Persons employed by the Richmond on\nPetersburg Railroad Company on the 30th April 1853.\nHOW EMPLOYED.\nNumber.\nTotal.\nPay per day.\nPay per month.\nPay DUE annum.\nTransportation department:\nTicket clerk at Richmond,\n-\n-\n1\nI\n-\n8480\nFreight \" at\n\"\n-\n-\n1\nI\n-\n700\n\"\n\"\nat\n\"\n-\n-\nI\nI\n-\n-\n420\nFreight and ticket agent at Petersburg,\n-\n1\n1\n-\n-\n600\n\"\n\"\n\"\n\"\n*\n1\n-\n-\nI\n500\nAgent at Clover Hill,\n-\n-\n1\nI\n-\n-\n72(\n\"\nPort Walthall,\n-\n-\n1\n-\n-\n-\n500\n7\nManager of yard at Richmond,\n-\n1\n-\n-\n$50 00\n\"\nomnibus and horses,\n-\n1\n1\nI\n40 00\n2\nWatchmen at Richmond,\n-\n-\n2\n1\neach\n30 00\n\"\nJames river bridge,\n-\n2\n-\n-\n25 00\nWatchman at Petersburg,\n-\n-\n1\n-\n$1 00\nper night.\n=\nPort Walthall,\n-\n-\n1\nI\n100\n\"\n6\nConductors of passenger trains,\n-\n2\n-\neach\n45 00\nBaggage agent,\n-\n-\n.\n1\n-\n1\n25 00\n3\nEngine men,\n-\n-\n-\n6\nI\n-\n60 00\nEngine man,\n-\n-\n.\n1\n-\n-\n50 00\n7\n25\nRoad department:\nOverseer of road,\n-\n-\n-\n1\n-\n-\n1\n721\nSection men,\n-\n-\n-\n2\nI\n1 25\nSection man,\n-\n-\n#\n1\n-\n-\n30 00\nForeman of bridge and road carpenters,\n-\n1\n-\n2 25\nCarpenters,\n-\n-\n-\n2\n-\n1 50\nCarpenter,\n-\n-\n,\n1\n-\n1 25\n8\nMachinery department:\nMachinists, (foreman,)\n-\n.\n1\n-\n2 25\nMachinist,\n-\n-\n-\nI\n-\n1 831-\nMachinists,\n-\n-\n.\n5\n-\n1 75\n\"\n-\n-\n-\n2\n-\n1 50\nApprentices,\n-\n-\n3\n-\n12\nDigitized by Google\nDoc. No. 17.\n473\nJ--Continued.\nHOW EMPLOYED.\nNumber.\nTotal.\nPay per day.\nPay per month.\nPay per annum.\nMachinery department:\nBlacksmiths, (foreman,)\n-\n-\n1\n-\n2 25\nBlacksmiths,\n-\n-\n-\n3\n-\n1 6G3\nBlacksmith,\n-\n-\n-\n1\nI\n1 50\n5\nCarpenters, (foreman,)\n-\n-\n1\n-\n$2 25\n-\n-\n-\n3\n-\n1 621\n\"\n-\n-\n-\n2\n-\n1 50\nCarpenter, (pattern maker.)\n-\n-\n1\n-\n175\n7\nPainter,\n-\n-\n-\n1\n-\n2 00\n\" (temporarily,)\n-\n-\n1\n-\n1 50\n2\nCar ;- .spector,\n-\n-\n-\n1\n,\n1 50\n\"\n-\n-\n-\n1\n#\n1 30\n\"\n-\n-\n-\n1\n1\n1 10\n3\nEngine cleaner,\n-\n.\n-\n1\n-\n871\n1\n-\n30\nNEGROES.\nAt Richmond depot, loading and unloading cars, &c.\n-\n-\n-\n13\nIn office at Richmond,\n-\n-\n-\n-\n-\n1\nIn shops as helpers,\n-\n-\n-\n-\n-\n9\nOmnibus and wagon drivers,\n-\n-\n-\n-\n-\n4\nAt depot in Petersburg,\n-\n-\n-\n-\n-\n6\nAt depot at Port Walthall,\n-\n-\n-\n-\n-\n7\nAt water station on the line,\n-\n-\n-\n-\n-\n9\nOn repairs of road,\n-\n-\n-\n-\n-\n19\nAs firemen and train hands,\n-\n-\n-\n-\n.\n14\nFree blacks as train hands,\n-\n-\n-\n-\n-\n2\n-\nTotal,\n-\n-\n-\n84\nII\nSlaves averaging $127 per annum, including those employed to go on trains, for which\nhigh prices are paid. The free blacks receive $24 per month each.\n60\n:\nDigitized by Google\n474\nDoc. No. 17.\nK.\nStatement of the Working Expenses upon 22 of the Massachusetts Railroads for\n1852, as shown by their Annual Reports to the Legislature.\nNo.\nNAME OF ROAD.\nLength in miles.\nTotal expenses per\nin\n1\nWorcester,\n-\n-\n-\n45\n$0 85\n2\nWestern,\n-\n-\n-\n155\n77\n3\nProvidence and Worcester,\n-\n-\n-\n43\nX\n4\nWorcester and Nashua,\n-\n-\n-\n46\nto\n5\nFitchburg and Worcester,\n-\n-\n,\n14\n50\n6\nConnecticut river,\n-\n-\n-\n50\n83\n7\nPittsfield and North Adams,\n.\n.\n-\n19\n#\n8\nProvidence,\n-\n-\n-\n-\n41\n76\n9\nTaunton,\n-\n-\n-\n-\n11\n1 46\n10\nNew Bedford,\n+\n.\n-\n-\n20\n98\n11\nLowell,\n-\n-\n-\n-\n26\n1 03 03\n12\nNashua,\n-\n-\n-\n-\n15\n99\n13\nLaurence,\n-\n-\n-\n-\n12\n56\n14\nSalem and Lowell,\n-\n-\n-\n17\n85\n15\nBoston and Maine,\n-\n-\n-\n74\n64\n16\nFitchburg,\n,\n-\n-\n-\n51\n79\n17\nVermont and Massachusetts,\n-\n-\n-\n69\n75\n18\nEastern,\n-\n-\n-\n-\n55\n70\n19\nEssex,\n-\n.\n-\n-\n20\n64\n20\nOld Colony,\n*\n-\n.\n-\n37\n92\n21\nFall River,\n-\n-\n-\n-\n42\n91\n22\nCape Cod,\n-\n-\n-\n28\n59\nAverage,\n-\n-\n.\n-\n$079.45\nTotal expenses per mile run on the Richmond and Petersburg railroad for the year end-\ning April 30th, 1853, 76.97 cents.\nInterest paid on debts is not included in the above table of expenses.\nThe largest average sum paid for repairs of road by any one road per mile run, by train\nfor five years, was 22.41 cents. The least average of same was 8.17 cents; and the mest\nof the whole was 14.57 cents.\nThe largest sum paid for repairs of engines and cars for the same time per mile run was\n24.65 cents. The least average of the same was 9.39 cents; and the mean of the whole\nwas 13.66 cents.\nThe cost of repairs of road on the Richmond and Petersburg railroad for the year end-\ning April 30th, 1853, was 28 cents per mile run.\nThe cost per mile run for repairs of engines and cars was 16.15 cents.\nThe largest average sum paid by any one of the Massachusetts roads in one year for re-\npairs of road, and repairs of engines and cars combined, was 49.8 cents, and the mean\naverage of the whole was 28.23 cents for both. The mean average of all other expenses\nwas 51.22 cents per mile run.\nThe cost of repairs of road and engines and cars combined on the Richmond and Po\ntersburg road was 44.15 cents. Of all other expenses 32.82 cents per mile run.\nDigitized by Google\nDoc. No. 17.\n475\nROANOKE VALLEY RAILROAD COMPANY.\nOFFICE ROANOKE VALLEY R. Co.\nOctober 25th, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nHerewith you will receive a statement of the financial condi-\ntion of the Roanoke Valley railroad company, prepared agreeably to the act of\nassembly; also a list of the stockholders, with the balance due from each, and\nthe number of shares held by each.\nFor the state and condition of the work, I ask to refer you to the report of\nthe chief engineer, accompanying this report. A map of the road is in progress\nand nearly completed, which will be sent to your board in a short time.\nBy order of the board of directors.\nDAVID SHELTON, Pres't.\nDigitized by Google\n476\nDoc. No. 17.\nPRESIDENT'S REPORT.\nOFFICE ROANOKE VALLEY R. Co.\nClarkesville, March 16, 1853.\nStockholders of the Roanoke Valley R. Co.\nGENTLEMEN,\nIt affords me pleasure to present to you my first annual report,\nand to congratulate you upon the prospect of a successful termination of our\nenterprise at no distant day.\nThe company was organized on the 16th of March 1852, by the election of 1\npresident and board of directors, who held their first meeting on the day of their\nappointment, and elected E. A. Blanch chief engineer, and E. A. Williams secre-\ntary and treasurer. The preliminary surveys having been previously made, the\nchief engineer, with his assistants, immediately commenced the location of the\nroad, and by the third day of June following. the profiles, plans and specifications\nof the whole line were completed, and on that day the grading and masoury of\nthe whole line were let to contract, to be completed by the 1st of June 1853, at\nsatisfactory prices, to contractors of character and experience. For a detailed\nstatement of the operations on the road, I refer you to the accompanying report\nof the chief engineer.\nLand damages have been assessed and paid to the amount of $2,882 05; 28-\nsessed but not paid, $1,090; and a few cases of small amount remain unassessed.\nThe engineer corps engaged in the service of the company consist of E. A.\nBlanch, chief engineer, salary $1,700 per annum; J. L. McAlpine, 1st assistant\nengineer, $1,200; Franklin Wright, 2d assistant engineer, $1,200; Wm. T. Car-\nrington, leveler, with board, $30 per month; four servants as rodmen and chain-\nmen, hired by the year.\nThe services of one assistant engineer will be dispensed with at the end of the\ncurrent month.\nFor a detailed statement of the financial condition of the company, I refer you\nto the account of the clerk and treasurer, accompanying this report, marked\nA and B.\nThe board purchased for the use of the road two lots in Clarkesville, one on\nthe southwest corner of Main and First streets, known as the Old factory lot; the\nother on First street, designated in the plat of the town as lot No. 73. The\naggregate cost of the two lots was $2,729 75. On one of the lots there are\nconsiderable buildings, which will be sold to be removed.\nThis company was created by act of assembly in 1851, with a capital stock of\n$ 300,000, the charter providing that when individuals or corporations shall sub-\nscribe for $100,000 of the stock, the Board of public works should subscribe for\n$50,000 of stock; and when another sum of $100,000 should be subscribed by\nindividuals or corporations, the Board of public works should subscribe the\nfurther sum of $50,000. Under the provisions of this charter, individuals and\ncorporations subscribed for stock to the amount of $108,800, and the Board of\noublic works for $ 50,000.\nDigitized by Google\nDoc. No. 17.\n477\nBelieving that the balance, 91,200,) the sum necessary to be subscribed by\nindividuals and corporations to secure the further sum of $ 50,000 from the state,\ncould not be thus obtained, the board of directors determined to apply to the\nlegislature of Virginia so to alter and amend the original charter of the company,\nas to place the stock of that company upon the two and three-fifths principle;\nand I am gratified to inform the stockholders, that on the 10th day of this month,\na bill for that purpose passed the legislature of Virginia and became a law of the\nland.\nBy the provision of the charter thus amended, the Board of public works sub-\nscribes for $100,000 of additional stock in the company, by virtue of subscriptions\nheretofore made by individuals and corporations; and when individuals and cor-\nporations shall subscribe for stock to the amount of $11,200, the Board of public\nworks shall subscribe the further sum of $ 30,000, which will complete the capital\nstock of the company.\nRespectfully submitted, in behalf of the board.\nDAVID SHELTON, Pres't.\nDigitized by Google\n478\nDoc. No. 17.\nCHIEF ENGINEER'S REPORT.\nROASOKE VALLEY RAILBOAD Ornes,\nClarkerville, Fa, March 16, 1852.\nThe President and Directors of the\nRoanoke Valley Railroad Co.\nGESTLEMEN,\nThe location of the Roanoke valley railroad was finished in the apring\nof 1852, and on the 3d of June Inst the grading and masonry on the entire line was FL\nunder contract. The charter which governs your company in North Carolina, required\nthe eastern terminus of the road to be \"at or near Ridgeway.\" Aware that the disente\nthus given might be a source of detriment to private interests, it was not exercised with\nserious deliberation. An examination of facts, however, left no room to doubt that the\njunction with the Raleigh and Gaston road should be about three miles west of Ridgewn\nThat road proceeding from Gaston passes Ridgeway in a direction considerably north il\nwest, and hence deflects but slightly from the general bearing of our line, the mean coust\nof which is nearly southeast. (S. 48°, 19', 24\" E.) We were thus met on the way al\nrelieved from the building of more than two miles of railroad. Had Ridgeway, instead d\nthe point selected, been made the terminus, this additional amount of road must have bost\nconstructed, whilst the reduction of aggregate distance to market would not have exceeded\na mile.\nThe road is 22 miles long: 17.4 miles being in straight lines, and 4.6 miles being is\ncurves. The are of greatest curvature used has a radius of 1432.5 feet. The road w less\nthan a mile longer than would be a straight between its extremities. This unusual direct\nness of route was not attained at the expense of heavy grading, but was to a great extent\ncalled for by the topography of the country.\nThe courses of the streams intersected by the road, following the general slope of to\ncountry to the northeast, made it necessary for them and their intervening ridges to be\ncrossed at nearly right angles. To effect this, and at the same time to avoid deep excare\ntions on the one hand, and high bridges and embankments on the other, grades of 52.8 feet\nper mile were adopted on several portions of the line. Economy in construction was the\nsecured without material addition to the subsequent expense of working the road. Most\nof the grades being short, and changing from descending to ascending, the increase of\npower necessary to carry a train up the ascending grade will lack but little of being sup-\nplied upon the descending one, by the momentum imparted by gravity and the accumula-\ntion of steam. Steeper grades are encountered upon almost all the railroads in the cour\ntry, and in many cases, without the compensating advantages possessed by ours, of an on-\ndulating surface and gentle curves. The difference of elevation at the termini of the road\nis 144.39 feet; the eastern terminus being higher.\nOwing to the number of streams crossed, the quantity of masonry and bridging is large\nfor short a line. The greater portion of the masonry has been finished.\nThe contracts for grading and masonry require that portion of them on the east of Not-\nbush creek to be completed by the 1st day of May next, and the remainder within a month\nthereafter. As no arrangements had been made, for reasons known to you, to procure\niron, sills and superstructure for bridges, it became evident, early in the year, that the com-\npletion of the road would not be retarded on account of the grading. This fact, together\nwith the state of our finances, rendered it injudicious to compel contractors to bring addi-\ntional force upon the work. The grading, however, has progressed well: several sections\nare finished and others will be completed during the present month. The contractors gene-\nDigitized by Google\nDoc. No. 17.\n479\nrally have forces sufficient to put the grading in readiness by the time materials for super-\nstructure can be procured, even should steps be taken at once for that purpose.\nBills against the company, certified at this office, from the 16th of March 1852 to date,\namount to $ 99,674 54.\nThe following quantities of the several kinds of work had been done at the close of the\nlast month:\nEarth excavation,\n.\n-\n256,383 cubic yards.\nRock excavation,\n-\n-\n40,239\n\"\nEmbankment,\n-\n-\n332,938\n\"\nExcavation of drain pits,\n1,992.7\n\"\n-\nDry stone drains,\n-\n1,969.2\n\"\n-\nMasonry,\n.\n-\n3,653.8\n\"\nWooden drains,\n-\n-\n221. lineal feet.\nThere is nothing paid for grubbing and clearing. Ditching is embraced in excavation.\nThe following estimated quantities of work yet to be done are, from the nature of the\ncase, only approximatively true :\nEarth excavation,\n-\n-\n232,474 cubic yards.\nRock excavation,\n-\n58,158\n\"\n-\nEmbankment,\n-\n266,743\n\"\n-\nExcavation of drain pits,\n873\n\"\n-\nDry stone drains,\n947\n\"\n-\n-\nMasonry,\n-\n2,589.4\n\"\n-\nWooden drains,\n-\n-\n263\nlineal feet.\nThese amounts may be relied on as nearly accurate, except the items of earth and rock\nexcavation. In regard to them it is only known that together they make about 290,000\ncubic yards. Of this quantity I assume one-fifth to be rock, which exceeds the proportion\nheretofore found by 50 per cent. The rock here spoken of is mostly slate.\nOf the work unfinished, there remains to be done, east of Nutbush creek :\n15,913 cubic yards earth excavation.\n4,500\n\"\nrock excavation.\n21,467\n\"\nembankment.\n44\n\"\ndry stone drains.\n50 lineal feet wooden drains.\nEngineering Force.\nE. A. Blanch, chief engineer,\nsalary,\n1700\nJ.L. McAlpine, assistant on 1st division,\n\"\n1200\nFranklin Wright,\n\"\n2d\n\"\n\"\n1200\nWin. T. Carrington, leveler,\n\"\n30 per month and\nFour servants as rodmen and chainmen.\nboard.\nOperative Force.\n442 hands.\n184 horses and carts.\n14½ 4 horse wagons and teams.\nAn addition of 60 or 70 hands is expected to be made to the force within a few days\nDigitized by Google\n480\nDoc. No. 17.\nThe advance in the price of iron and the unusual quantity of rock to be excavated will\nswell the cost of the road beyond the estimates based upon the preliminary survey. Not-\nwithstanding this, the road may be considered cheap for one crossing 80 many streamsand\npassing over a surface so rugged.\nShould an early purchase of iron be determined on by you, no time will be lost in ob\ntaining proposals for sills, superstructure of bridges, and other things necessary for laying\nthe track. The road will be ready to receive superstructure about the 1st of August next.\nIt affords me pleasure to allude to the efficiency with which the contractors generally\nhave conducted their operations, as well as to the good order which has been maintained\ntheir camps. And it may not be inappropriate to acknowledge officially the many cour-\ntesies extended to the engineering corps by the hospitable citizens along the line.\nRespectfully submitted.\nE. A. BLANCH,\nChief Engineer.\nDigitized by Google\nDoc. No. 17.\n481\nCHIEF ENGINEER'S REPORT.\nROANOKE VALLEY RAILROAD OFFICE,\nClarkesville, Oct. 24, 1853.\nThe President and Directors of the Roanoke V. R. Co.\nGENTLEMEN,\nIt becomes my duty to report to you the present condition of your\nroad. In the report made to you at the annual meeting of the stockholders, the length,\ngrades and curvature of the road were fully set forth, and need not be alluded to on the\npresent occasion.\nThe graduation of the road is now complete, with the exception of a small portion on\nsections one, eight and ten. The remaining work on section one has been reserved for\nthe purpose of filling around the abutments of the bridge on Blue creek. The work not\nyet done on section eight is of a difficult character. and it is impossible to predict its com-\npletion. It consists in the removal of solid rock from a deep excavation, to the progress\nof which the water oozing through the crevices has hitherto been a serious obstacle. The\ncontractors have now reached a portion of the rock, where the trouble from this source is\nmuch less than formerly; and judging from the dip of the ledge, it is reasonable to con-\nclude that its extent is much less than it was at one time believed to be. The work on\nsection ten is light and of an easy character. This, as well as the work on section one,\ncan be completed by the 1st of December. The masonry is complete, with the exception\nof the bridge over Blue creek, which will be finished in December.\nThe superstructure of bridges on the entire line has been contracted for, and the largest\nof them (that for Big Nutbush creek) is far advanced in construction. The completion of\nthis, as well as of the other bridges, will be in advance of laying the track. No arrange-\nment has been made for procuring sills. The expectation, and at the same time the\nuncertainty of obtaining a large number from the Raleigh and Gaston railroad company.\nhas left it impossible to decide how many should be contracted for, and at what points they\nshould be delivered. The iron having now been purchased, and its early arrival expected,\nit is important that contracts for sills be made without delay.\nhether this shall be done\nprivately or by public letting, is a question which the board will please decide. Various\nproposals have been made to me on the subject by persons living along the line.\nThe estimate cost of grading and masonry yet to be done, including per centage on\nwork unfinished on the 1st instant, is $ 25,869 70.\nA transit and level, formerly belonging to this company, I have sold to the Lunenburg\nplankroad company. for which they have not yel made payment.\nRespectfully submitted,\nE. A. BLANCH, Chief Engineer.\nDAVID SHELTON, Pres't.\n61\nDigitized\nby\nGoogle\n482\nDoc. No. 17.\nReturn of the Roanoke Valley Railroad Company for the year ending the 306\nSeptember 1853.\nCapital stock, $ 300,000 :\nSubscribed by individuals, 1094 shares,\n-\n-\n-\n109400 W\nSubscribed by the commonwealth, 1500 shares,\n-\n-\n150000 10.\nInterest received,\n-\n.\n-\n-\n85\nReceived for sale of house on depot lot,\n-\n-\n-\n3 G\nAmount of commonwealth's subscription unpaid,\n*\n16680 00\nAmount of individual subscription unpaid,\n-\n17955 00\nExpended in construction of work from the commencement\nto this date:\nFor grading,\n.\n-\n153784 38\nmasonry,\n-\n-\n48851 85\nland damages,\n-\n-\n2979 55\nreal estate,\n.\n-\n2729 75\nengineering expenses,\n-\n-\n8938 75\noffice rent, stationery, &e,\n-\n168 35\ntraveling expenses,\n-\n-\n250 34\nexpenses to obtain subscriptions,\n-\n18 87\nsalaries,\n-\n-\n-\n2375 00\n220096 84\nCash on hand 30th September 1853,\n-\n-\n4715 86\n$ 259447 70 259447 TO\nDigitized by Google\nDoc. No. 17.\n483\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report,\n-\n2558 67\nAmount stock received from individuals,\n-\n79752 00\nAmount stock received from Board public works,\n-\n128870 00\nInterest received,\n-\n-\n-\n7 77\nReceived for sale of house on depot lot,\n-\n-\n39 45\nTotal receipts,\n-\n-\n-\n211227 89\nDeduct disbursements during the year :\nGrading,\n-\n-\n-\n-\n145473 47\nMasonry,\n-\n-\n-\n-\n48851 85\nLand damages,\n-\n-\n-\n-\n1979 55\nReal estate,\n-\n-\n-\n-\n1854 75\nEngineering expenses,\n: .\n-\n-\n6337 81\nOffice rent, stationery, &c.\n-\n-\n-\n120 39\nTraveling expenses,\n.\n.\n-\n250 34\nStock expenses,\n-\n-\n-\n18 87\nSalaries,\n-\n-\n-\n1625 00\nTotal disbursements,\n-\n-\n206512 03\nBalance on hand 30th September 1853,\n-\n-\n-\n$ 4715 86\nBy order of the board of president and directors.\nE. A. WILLIAMS,\nClerk and Treas.\nDigitized by Google\n484\nDoc. No. 17.\nPROCEEDINGS.\nThe first annual meeting of the stockholders of the Roanoke Valley railroad company\nwas held at the office in the town of Clarkesville on Wednesday, the 16th day of March\n1853.\nOn motion of Tucker Carrington, Esq., Robert Y. Overbey was called to the chair, and\nE. A. Williams appointed secretary.\nOn motion, Wm. Townes, Tucker Carrington, John W. Young and John Lewis were\nappointed a committee on proxies, who reported that a majority of the whole stock was\nrepresented in the meeting.\nThe city of Norfolk not being represented by proxy in the meeting, Mr. George F. An-\nderson from that city being present, was invited to take a seat in the meeting and to partici-\npate in its proceedings.\nThe meeting being duly organized, the president presented his report, together with the\nreports of the chief engineer and treasurer; which were, on motion, received and ordered\nto be recorded.\nOn motion, Wm. Townes, Tucker Carrington, George F. Anderson and John J. Daniel\nwere appointed a committee to examine the books and accounts of the treasurer.\nOn motion of David Shelton, the following resolution was unanimously adopted:\nResolved, that the stockholders of the Roanoke Valley railroad company, in general\nmeeting, accept and adopt all the provisions of an act of the general assembly of Virginia\nentitled an act to alter and amend the charter of the Roanoke Valley railroad company,\npassed the 10th day of March 1853, and that notice of this acceptance be certified under\nthe seal of the company to the Board of public works of Virginia.\nThe committee appointed to examine the books and accounts of the treasurer, made the\nfollowing report:\nThe committee appointed by this meeting of stockholders for the purpose of examining\nthe accounts and disbursements of the treasurer of the Roanoke Valley railroad company,\nhave had that subject under consideration, and beg leave to report that they have found the\npayments and disbursements all sustained by proper vouchers, and the papers and books\nkept in a style of meatness and regularity which reflects much credit on that officer.\nWM. TOWNES,\nTUCKER CARRINGTON,\nGEO. F. ANDERSON,\nJNO. J. DANIEL.\nThe meeting then proceeded to elect a president and three directors; whereupon, Da-\nvid Shelton was unanimously elected president, and Silas H. Harris, George F. Anderson\nand James Williamson, directors, for the ensuing year.\nOn motion of E. A. Blanch,\nResolved, that James M. Bullock be and he is hereby recommended to the Board of\npublic works of Virginia as a fit and proper person to be appointed third director on be-\nhalf of the state of Virginia.\nDigitized by\nGoogle\nDoc. No. 17.\n485\nOn motion of Tucker Carrington,\nResolved, that this meeting recommend to the Board of directors to increase the salary\nof the clerk and treasurer to seven hundred and fifty dollars for the ensuing year.\nOn motion, ordered that this meeting do now adjourn to meet in Clarkesville on the third\nWednesday in March 1854.\nR. Y. OVERBEY, Chm'n.\nE.A. WILLIAMS, Sec'y.\nList of Officers.\nDavid Shelton, president, salary $1000 and necessary expenses; E.A. Williams, secre-\ntary and treasurer, $500; Henry Wood, S. H. Harris, Jas. Williamson, Francis Mallory\nand Jas. E. Haskins, directors, necessary traveling expenses.\nDigitized by Google\n486\nDoc. No. 17.\nSEABOARD AND ROANOKE RAILROAD COMPANY.\nOFFICE SEABOARD AND ROANOKE R. Ca.\nPortsmouth, Va., Nov. 9. 1853.\nW. R. DRINKARD. Esq.\nSIR,\nHerewith enclosed I send report of president of this company, with\ncopy from last annual report, and a portion of other documents called for under\ncircular of your board.\nI will forward other statements by mail, however. I have been quite onwell\nrecently, and must, therefore, ask your indulgence for my tardiness in this matter.\nVery respectfully, yours,\nHAMMOND WHITNEY, Treas.\nDigitized by Google\nDoc. No. 17.\n487\nREPORT.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president and directors of the Seaboard and Roanoke\nrailroad company respectfully submit the accompanying statements, showing the\ncondition of the affairs of the company up to the 1st of October 1853.\nThe annual meetings of this company take place on the fourth Thursday in\nFebruary, and I transmit also a printed copy of the proceedings of the stock-\nholders at their last meeting.\nSince the last annual meeting the connecting link between Weldon and Gaston\nhas been completed, and there is now a continuous railroad line from Portsmouth\nto the city of Raleigh. The road uniting the Seaboard and the Raleigh and\nGaston railroads was opened. on the 19th of April of the present year, since\nwhich time it has been in active and efficient operation for the transportation of\nfreight and passengers. The Board of public works will see from this statement\nthat the provisions of the legislature, requiring the construction of a road so as\nto connect the Seaboard and Raleigh roads, have been complied with. The\ntreasurer's statement will show that there has been a gradual increase in the\nmonthly receipts of the road up to the 1st of October ; and it is believed that\nthis increase has taken place without detriment to any other road in the state.\nIt is confidently expected that, when the other connecting roads now being\nconstructed are completed, the Seaboard road will prove not only a good invest-\nment to the stockholders, but that it will also augment the resources of the state,\nby building up her seaport towns.\nThe beneficial effects of the Seaboard road are already seen by the increased\nactivity and business of Norfolk and Portsmouth.\nThe Seaboard road is rebuilt on the line of the old Portsmouth road. It is\neighty miles in length, and laid with T iron weighing fifty pounds to the yard;\nis in good order and condition, and will be supplied by the ensuing spring with\nmotive power sufficient for all business that may offer.\nRespectfully submitted.\nWM. COLLINS, Pres't.\nOffice Seaboard and Roanoke R. Co.\nOct. 24, 1853.\nDigitized by\nGoogle\n488\nDoc. No. 17.\nPROCEEDINGS.\nThe fifth annual meeting of the stockholders of the Seaboard and Roanob\nrailroad company was held in their office at Portsmouth, Va., on Thursday\nFebruary 24th, 1853.\nOn motion, C. L. Cocke was appointed chairman, and Hammond Whitney,\nsecretary.\nOn motion, A. Mehaffey, F. Mallory and M. N. Falls were appointed a cin-\nmittee to ascertain the amount of stock represented in the meeting.\nThe committee reported:\nWhole number of shares,\n-\n-\n-\n4180\nEntitled to\n-\n-\n-\n*\n2240 votes\nWhole number of shares represented in person,\n,\n520\nBy proxy,\n-\n,\n-\n-\n2527\nTotal-shares represented in person and by proxy,\n,\n3047\nEntitled to\n-\n,\n-\n1643 votes.\nOn motion, the report of the committe was accepted.\nThe fifth annual report of the president and directors was submitted, will\nstatement of the treasurer, and read.\nOn motion, the report was accepted.\nThe committee appointed at the last annual meeting to examine and audit the\naccounts of the treasurer, submitted a report; which was read, and on motion, the\nreport was laid on the table.\nM.N. Falls submitted the following resolutions, which were read:\nResolved. that the stockholders of the company accept the provisions of II\nact of the legislature of North Carolina entitled an act concerning the Seaboand\nand Roanoke railroad company, passed in December 1852, and of an act of to\nlegislature of Virginia entitled an act concerning the Seaboard and Roanolt\nrailroad company, passed the 26th day of January 1853.\nAnd whereas the company are authorized, under the provisions of the w\nacts, to borrow money at a rate of interest not exceeding seven per cent. pd\nannum, payable semi-annually, and to make their loans, or any portion of them\nif they should deem it advisable to do 80, convertible into stock of the company.\nguaranteed to produce semi-annual dividends of three and a half per cent., If\nto secure the punetual payment of the principal and interest of said loans a\nguaranteed dividends, as the case may be, by a deed of trust or mortgage on il\nthe works and property, rights, privileges and franchises of the company, subject\nonly to prior mortgages or deeds of trust on the same, and it is desirable walm\nthe above recited provisions to borrow money with a view to funding the pt\nsent liabilities of the company and to meet pressing demands: Be it therefore\nResolved, that the president and treasurer be and they are hereby authorized\nto execute bonds convertible into stock of the company guaranteed to product\nsemi-annual dividends of three and a half per cent., for an amount not exceeding\nDigitized by Google\nDoc. No. 17.\n489\nin the aggregate, the sum of two hundred thousand dollars, the said bonds to\nbe dated on the 1st day of March 1853, to be signed by the president of the\ncompany, and countersigned by the treasurer, and sealed with its corporate seal,\nto be in sums of one thousand dollars each, bearing interest at the rate of seven\nper cent. per annum, payable semi-annually, on the first days of March and\nSeptember of each year, in the city of Philadelphia, and the principal of said\nbonds to be payable in said city on the 1st day of March 1870.\nThat to secure the faithful payment of the interest and principal of said bonds,\nthe president be and he is hereby instructed to execute and deliver to Robert\nTyler of Philadelphia, or such other persons as the president may see fit, a deed\nof trust or mortgage, under the seal of the company, in the most complete and\nbinding form, on all the works and property and rights, privileges and franchises\nof the company, acquired and to be acquired, conditioned for the faithful pay-\nment of the interest and principal of the said bonds, and especially providing\nthat if the interest due on any bond or bonds, or the semi-annual dividend on any\nguaranteed stock into which the same may be converted, shall be and remain\nunpaid for the period of sixty days after the same may be due and demanded, the\nprincipal sum of all the said bonds outstanding and the original principal sum of\nall the shares of guaranteed stock, into which any of the said bonds have been\nconverted, shall be forthwith due and payable; and it shall be the duty of the\ntrustee named in the deed, or any successor named in, or appointed under the\nsame, on the demand of the holder of any such bond or bonds, or guaranteed\nstock, to sell at public auction in the city of Philadelphia or town of Portsmouth,\nas he may elect, giving at least forty days' notice of the time, place and terms of\nsale, the works and property, and rights, privileges and franchises, conveyed by\nsaid deed, and out of the proceeds of the said sale to pay the principal sum and\ninterest of all the bonds which may be outstanding, and the original principal\nsum and dividends of all the guaranteed stock which may be outstanding, not-\nwithstanding the said interest or guaranteed dividend may, after the expiration of\nthe said period of sixty days, have been tendered; and the said president and\ntreasurer are hereby directed to execute and deliver to the said Robert Tyler, or\nsuch other person as may be appointed trustee, all contracts, papers, agreements\nor other instruments in writing, necessary for the purpose of carrying into full\neffect now, or at any time hereafter, the provisions of the said deed of trust or\nmortgage.\nThat the said bonds be placed by the president and treasurer in the hands of\nMoncure Robinson, to be by him negotiated, 80 far as the same can be, at par,\npayable to the extent of one-half in the seven per cent. bonds of the company\npayable in 1860, the remainder in cash.\nOn motion, the resolutions were unanimously adopted.\nOn motion, the report of the committee appointed at the last annual meeting\nto examine and audit the accounts of the treasurer, was taken up.\n62\nDigitized by\nGoogle\n490\nDoc. No. 17.\nREPORT OF STANDING COMMITTEE.\nThe committee appointed at the last annual meeting of the stockholders, to\nexamine and audit the accounts of the treasurer, respectfully report:\nThat they have examined the disbursements made by the treasurer, which they\nhave found correctly stated and sustained by proper vouchers, as certified by your\ncommittee upon the treasurer's books.\nThat, for want of time, they have been unable to make but a partial examins-\ntion of the details of the annual general statement of the treasurer, in regard to\nwhich. and all other matters appertaining to the financial condition of the em-\npany, they propose to report at an adjourned meeting of the stockholders.\nFRANCIS MALLORY,\nWM. T. HARRISON,\nCommittee.\nNorfolk, Va., Feb. 24, 1853.\nOn motion, the report was accepted, and the same committee was appointed to\nnet during the present year.\nOn motion,\nResolved, that when this meeting is adjourned, it be adjourned to Wednesday.\nthe 25th day of May, proximo.\nOn motion,\nResolved, that this meeting proceed to the election of a president and six direct-\ntors for the ensuing year, in conformity with the resolution adopted by the stock.\nholders at their last meeting.\nOn motion,\nVoted unanimously, that the old board of president and directors, with Francis\nMallory of Norfolk, be and they are hereby elected.\nWilliam Collins, president; Andrew Joyner, Moore N. Falls, Moncure Robia-\nson, Andrew Mehaffey, James Barnes, Francis Mallory, directors.\nOn motion of C. W. Newton,\nResolved, that this meeting, with the purpose of complying with the obligations\nof law as to a connection of the Seaboard and Roanoke railroad with the city of\nNorfolk by ferry, do refer the question to the board of directors, with instruction\nto arrange the necessary details at an early day, 80 far as may be obligatory on\nthe Seaboard and Roanoke railroad company.\nOn motion, voted, that the report of the president and directors, with accom-\npanying documents, be printed.\nOn motion, the meeting adjourned.\nC. L. COCKE, Cit's\nHAMMOND WHITNEY, Sec'y.\nDigitized by Google\nDoc. No. 17.\n491\nREPORT.\nThe president and directors of the Seaboard and Roanoke railroad company\nsubmit to the stockholders their fifth annual report, showing the condition of the\nroad, the receipts and expenditures for the fiscal year ending 1st of February\n1853.\nThe receipts have been as follows\nFrom passengers,\n-\n-\n-\n-\n41488 42\nFrom freight,\n-\n-\n-\n-\n25721 51\nTransportation of the mail,\n-\n-\n-\n8784 77\nTotal,\n-\n-\n-\n-\n$ 75994 80\nAnd there has been expended during the same period,\n-\n$186215 94\nThe treasurer's statement, herewith submitted, will exhibit in detail the receipts\nand expenditures under appropriate heads.\nFrom that statement it will be seen that the receipts for the transportation of\nfreight and passengers amount to $ 67,210 03, showing an increase over the last\nfiscal year, from the same sources, of $ 35,284 57.\nIt should be mentioned, however, that the receipts were diminished by the loss\nof the spring trade, in consequence of the destruction of the Weldon bridge.\nSince the last annual meeting that bridge has beeu renewed, being constructed in\na most substantial manner, and on the most approved plan.\nThe reconstruction of the bridge, filling up of embankments and ditching, pro-\nperly charged to construction account, have greatly added to the expenditures of\nthe company.\nTwo additional engines have been purchased since the last report, and a third\ncontracted for, which will be delivered during the ensuing month, and the increase\nof business will no doubt be such as to require the purchase of one or more addi-\ntional engines during the year. There have been constructed in our work shops\nduring the year, two crate baggage cars, fourteen house and eight platform cars,\nmaking, with those previously on hand, thirty-three freight, besides seventeen gra-\nvel, three baggage and five passenger cars. Materials have been contracted for,\nand freight cars will be constructed as fast as our limited facilities will permit.\nThe statemet of the superintendent of the shops, also submitted, will show the\nequipment of the road.\nThe policy of constructing cars by railroad companies is questionable. We\nhave, however, been compelled to build, for the reason that there is no convenient\nmanufactory from which to procure them for immediate use.\nA factory of this description in this vicinity, from its location and from the faci-\nlity of procuring the best materials, would be enabled to construct passenger and\nfreight cars on most reasonable terms.\nThe work on the connecting link between Weldon and Gaston has not pro-\n-\ngressed as rapidi=\nity in procuring hands and the\nDigitized by\nGoogle\n492\nDoc. No. 17.\nwet weather during the fall and winter greatly retarded the work, but justice to\nthe contractors, however, requires it to be stated that they have done all in their\npower to expedite the completion of this important work.\nThe rail used is of the T pattern, weighing fifty-five pounds to the yard. and\nis of excellent quality. The contract price of the iron was fifty dollars per ton.\ndelivered in New York, and the purchase of the iron at the time the contract\nwas made, has no doubt saved the company at least $20,000. It may be confi-\ndently stated, that the connecting link will be completed early in April, when\nthere will be a continuous railway from this place to the capital of North\nCarolina.\nBy a resolution of the stockholders, at their last meeting, the president of the\ncompany was required to procure, from the legislatures of Virginia and North\nCarolina, amendments to the charter, to reconcile inconsistencies in order 14\nmake the legislation of both states uniform.\nIt was also deemed advisable to apply for authority to borrow money at a Tale\nof interest not exceeding 7 per cent., and to make the loan of the company CCE-\nvertible into stock, guaranteed to produce semi-annual dividends of 31 per cett\nIn consequence of this application, acts have been passed by the two states.\nwhich are herewith submitted for the consideration of the stockholders.\nApplication was also made to the legislature of North Carolina, for a release\nof the debt due to the state, on account of the Weldon bridge. This application\nwas made at the instance of some of the most prominent citizens of that state.\nand it is highly probable the company will be released of this debt on a recess\nof the application. The time of payment of the bonds held by the state be\nbeen extended for two years from the time they become due.\nSince our last meeting. the passenger house at the eastern extremity of Non-\nstreet has been completed, and a portion of the building used for the storaged\nfreight. This house being found insufficient for the wants of the compet:\nanother building intended exclusively for freight is in process of construction.\nThe wharf property at the present terminus of the road has been partify\nfilled up: and the dock will be filled in, as the business of the road may requir\nFrom an examination of the receipts of the road, and of the sources from\nwhich they are derived, the stockholders can see that the prospects of the Co.,-\npany are in a favorable condition.\nThe road from Weldon to Portsmouth is now completed and in good conditi\nIt may be said to extend from the Seaboard to the centre of North Carolina. 1..\nby it the rich resources of that state can find ready access to our markets.\nThe completion of the Manchester road will give a continuous chain of in-\nrails from the Port of Norfolk to New Orleans. The Central railroad of N....\nCarolina will open another extended way for the egress of freight and passet\ngers, all looking to Norfolk as the great entreport of Southern commerce. Ti:\nproductions of the Roanoke valley alone will be sufficient to give employment\nto the road. But the full effects of these valuable works cannot however le\nrealized, unless those engaged in mercantile pursuits will be vigilant, energetic,\nand prepared to meet the wants of the planting interest. The Seaboard road\nDigitized\nby\nGoogle\nDoc. No. 17.\n493\nhas extended its arms into the rich valleys of the interior. It has put forth its\nstrength, and is prepared and ready to bring hither the rich and varied produc-\ntions of the soil, and a corresponding exertion and activity on the part of the\nmerchants of Norfolk and Portsmouth will insure success to the road and\nprosperity to themselves.\nRespectfully submitted.\nW. COLLINS, President.\nFebruary 24, 1853.\nDigitized by Google\n494\nDoc. No. 17.\nSTATEMENT\nOf Earnings of the Seaboard and Roanoke Railroad for the year ending\nJanuary 31, 1853.\nMONTH.\nPassengera local.\nPas'gers Portsmouth\nand Weldon.\nPassengers through.\nTotal passengers.\nFreight local.\nFreight Portsmouth\nand Weldon.\nTotal freight.\nTotal persongers and\nDrought\nFebruary,\n-\n1207 85\n362 34\n196 92\n1767 11\n1225 38\n-\n1225 38\n202 0\nMarch,\n-\n1466 34\n736 71\n394 73\n2597 78\n2493 25\n-\n2493 25\n001 00\nApril,\n-\n1592 94\n470 31\n573 22\n2636 47\n1611 97\n-\n1611 97\n4948 #\nMay,\n-\n1615 86\n1049 77\n1178 82\n3844 45\n1038 07\n126 17\n1164 24\n5008 w\nJune,\n-\n1406 97\n1094 12\n1248 59\n3749 68\n797 85\n469 83\n1267 68\n5017 X\nJuly,\n-\n1796 19\n1460 51\n1045 56\n4302 26\n1349 27\n492 99\n1842 26\n6144 se\nAugust.\n-\n1723 16\n1469 46\n1436 18\n4628 80\n1194 84\n764 96\n1959 80\n6588 60\nSeptember,\n-\n1747 77\n1532 67\n1404 41\n4684 85\n1266 72\n1283 20\n2549 92\n7234 =\nOctober,\n-\n1377 85\n1024 13\n911 99\n3313 97\n1959 48\n1490 02\n3449 50\n6763 0\nNovember,\n-\n1444 50\n1093 40\n922 45\n3460 35\n1768 06\n999 13\n2767 19\n627 54\nDecember,\n-\n1904 41\n790.00\n542 14\n3236 55\n1989 02\n987 66\n2976 68\n6213 99\nJanuary,\n-\n1817 99\n806 82\n641 44\n3266 25\n1541 28\n872 36\n2413 64\n5679 w\n$\n19101 83\n11890 24\n10496 45\n41488 52\n18235 19\n7486 32\n25721 51\n67210 0\nTotal passenger receipts,\n-\n-\n-\n-\n41488 a\n\" freight\n\"\n-\n-\n-\n25721 SEAL\n** mail,\n-\n-\n.\n8784 it\n$ 75991 ₦\nHAMMOND WHITNEY, Trait\nDigitized by Google\nDoc. No. 17.\n495\nSTATEMENT\nOf Receipts and Expenditures of the Seaboard and Roanoke Railroad for the\nyear ending January 31, 1853.\nDisbursements:\nRepairs of road-reconstruction of Weldon bridge, labor, subsistence,\nmaterials, &c.\n-\n-\n.\n-\n-\n36415 98\nCars and engines-new cars and locomotives,\n-\n28100 00\nRepairs,\n-\n-\n-\n-\n-\n6000 00\n34100 00\nStations-repairs, buildings, new buildings, wharf, &c.\n-\n-\n15622 00\nTransportation expenses,\n-\n-\n-\n-\n48000 00\nMiscellaneous-interest on mortgage bonds, contingent, &c.\n-\n54422 14\nSubscription to Raleigh and Gaston railroad company,\n-\n-\n34227 80\nCash in hand,\n-\n-\n-\n-\n-\n4227 43\n$ 227015 35\nReceipts:\nCash on hand,\n-\n-\n-\n-\n-\n8980 35\nRoad earnings, passengers,\n-\n-\n-\n41488 52\n\"\nfreight,\n-\n-\n-\n25721 51\n\"\nmail,\n-\n-\n-\n8784 77\n75994 80\nCapital stock, subscription city of Norfolk,\n-\n.\n75000 00\n\"\nother parties,\n-\n-\n-\n16387 50\n91387 50\nRents, sale of old materials, &c.\n-\n-\n-\n-\n652 70\nOther sources,\n.\n-\n-\n-\n.\n50000 00\n$ 227015 35\nHAMMOND WHITNEY, Treas'r.\nOffice S. & R. R. R.,\nPortsmouth, Va., Feb. 1, 1853.\nDigitized by Google\n496\nDoc. No. 17.\nEquipment of the Seaboard and Roanoke Railroad Company, Feb. 1st, 1853\nENGINES.\nWEIGHT.\nMANUFACTURER.\nCONDITION\nVirginia,\n-\n22 tons,\nSouther & Co., Boston, Mass.\n-\nIn order.\nRaleigh,\n-\n21 **\nN.C. M. Co., Newcastle, Del.\n-\n:\nNorfolk,\n-\n15 is\nHinkley & Drury, Boston, Mass.\n0\n-\nRoanoke,\n-\n12 0\nEastwick & Harrison, Philadelphia,\n:\nPortsmouth,\n-\n10 \"\nTaylor. England,\n-\n-\n-\nUnder repairs\nRemos,\n* 9 \"\nNorris, Philadelphia,\n-\n-\nIn order.\nRomalus,\n- 9 \"\n\"\n**\n-\n#\n-\nG\nA. Joyner,\n. 9 \"\n..\n**\n-\n-\nLA\n#\nDigitized by Google\nDoc. No. 17.\n497\nCARS.\nNo.\nDESCRIPTION.\nMANUFACTURER.\n5\n8 wheeled 1st class passenger cars,\n-\nT. W. Wason, Springfield, Mass.\n1\n8\n\"\n2d \" and baggage\n\"\n\"\n\"\n\"\n-\n2\n8\n\"\n2d \"\n\"\n\"\n-\nSeaboard and Roanoke R. R. Co.\n2\n8\n..\ncrate\n\"\n\"\n\"\n\"\n\"\n-\n22\n8\n\"\nhouse freight\n..\n\"\n\"\n\"\n-\n16\n8\n\"\nplatform \"\n\"\n\"\n44\n\"\n-\n8\n4\n\"\nhand\n\"\n\"\n\"\n\"\n-\n4\n4\n\"\nrubble\n\"\n\"\n\"\n\"\n-\n2\n4\n\"\ngravel\n\"\n\"\n\"\n\"\n-\n1\n8\n\"\nhouse freight.\nof\n.\nC. Ilgenfritz, York, Penn.\n2\n8\n44\nplatform ..\n\"\n\"\n\"\n\"\n-\n15\n4\n66\ngravel\n\"\n-\nBradley & Rice, Worcester.\n2\n4\n.6\nhand\n\"\n\"\n\"\n\"\n-\nJEROME B. PENDLETON,\nSuperintendent of Shops.\n63\nDigitized by Google\n498\nDoc. No. 17.\nTrack of the Seaboard and Roanoke railroad is laid on that of the Portsmouth and\nRoanoke railroad. No map of the improvement in possession of the company: presumed\nto be in possession of the Board of public works.\nLength of improvement, 80 miles-finished\nRoad divided into sections of ten miles each, under overseer and laborers: whole under\nsuperintendent of road.\nAverage cost of road per mile, reconstruction estimated at 8 9000.\nList of Officers and Agents.\nNAMES.\nDUTIES.\nCOMPENSATION\nWilliam Collins, -\n-\n-\nPresident,\n+\n-\n-\n$2000 00 per ALUVE\nAndrew Joyner. .\n.\n-\nJames Barnes,\n-\n-\n-\nA. Mehaffey,\n-\n-\n-\nM. N. Falls,\nDirectors, -\nTraveling expenses\n-\n-\n-\n-\n-\non business of the Cs.\nMoncure Robinson,\n-\n-\nFrancis Mallory,\n-\n-\nHammond Whitney,\n-\n-\nSecretary and treasurer,\n-\n1500 00 per ADDRESS\nW. Burdick,\n-\n-\n-\nSuperintendent,\n-\n.\n1200 00\n#\nO. D. Ball,\n.\n-\n-\nAgent, Portsmouth,\n.\n-\n960 00\n8\nJ. G. Cowper,\n-\n\"\n-\n-\nSuffolk,\n.\n.\n250 00\n5\nE. Rants,\n-\n\"\n-\n-\nCarrsville,\n-\n-\nFree ticket.\nJ. R. Williams,\n.\n\"\n-\n-\nBlackwater,\n-\n-\n350 00\n:\nJ. W. Murfee,\n-\n-\n\"\n-\nMurfee's,\n.\n-\nFree ticket.\nJ. J. Darden,\n-\n\"\n-\n-\nNewsom's,\n.\n-\n=\nE. Beaton,\n\"\n-\n-\n-\nBoykin's,\n-\n.\n\"\nJ. Joyner,\n-\n\"\n-\n-\nBranchville,\n.\n-\n\"\nN. B. Bryant,\n\"\n-\n-\n-\nMeherrin,\n-\n-\n\"\nJ. Drew.\n-\n\"\n*\n-\n-\nMargarettsville,\n-\n\"\nJ. T. Wheeler,\n-\n\"\n-\n-\nConcord,\n-\n-\n:\nW.D.Ellis,\n-\n**\n-\n-\nCareysburg, -\n-\n60 00 per annual\nE. N. Peterson,\n**\n-\n-\n-\nWeldon,\n-\n-\n600 00\n:\nDigitized by Google\nDoc. No. 17.\n499\nSOUTHSIDE RAILROAD COMPANY.\nOFFICE SOUTHSIDE RAILROAD COMPANY,\nPetersburg, October 31, 1853.\nBoard of Public Works.\nGENTLEMEN,\nI have the honor to hand herewith the fourth annual report\nof the president and directors of the Southside railroad company to the stock-\nholders, at their meeting on the 19th instant. I also enclose a list of the stock-\nholders of the company.\nThese documents contain all such matters as seem to be required for the\ninformation of your board.\nI am, with high respect,\nYour obedient servant,\nWM. PANNILL,\nPresident.\nDigitized by Google\n500\nDoc. No. 17.\nPROCEEDINGS.\nAt the regular annual meeting of the stockholders of the Southside railroad\ncompany, held at the court-house in the city of Petersburg, on Wednesday, the\n19th day of October 1853.\nThe meeting was organized by the appointment of Robert B. Bolling, Esq.\nchairman, and S. D. Watkins, the clerk of the company, in pursuance of the\n2d article of the by-laws, attending as secretary; and on motion, R. C. Faulkner\nwas appointed assistant secretary.\nThe roll of the company was then called, and there were found to be present,\nby proxy, state of Virginia, 2,016 votes; city of Petersburg, 757 town of\nFarmville, 57; individual subscribers, 336; and in person, 569-making in all.\n3,735 votes. being a majority of the votes which could be legally given upon all\nthe stock which has been subscribed; whereupon, the meeting proceeded to\nbusiness.\nThe chairman appointed Messrs. D. M. Bernard, Hugh Nelson and R. G.\nPegram a committee to examine the proxies, who, having performed that duty,\nmade a report, declaring that the proxies for 303 votes were in due form, and 33\nwere informal.\nOn motion, it was ordered that the proxies for the 303 votes be allowed to\nvote on all questions arising at this meeting, and the proxies for the 33 informal\nvotes be not allowed to vote.\nOn motion of E. G. Booth, Esq., it was ordered that the reports of the\npresident and chief engineer be received and read; whereupon, they were\npresented and read.\nThe committee of five, appointed at last meeting under article 17th of the by-\nlaws, made the following report, which was received and read\nThe committee appointed at the last annual meeting of the stockholders, with\ninstructions to enquire into the general management of the affairs of the\ncompany, beg leave to report, that they have performed the duties assigned to\nthem. Shortly after the date of their appointment, they visited, in a body, the\nwhole line of the work, as far as it was completed, and noticed, as they passed\nalong, the general plan of management at the depots; and, subsequently, at\nintervals, the different members of the committee have gone out singly, with a\nlike purpose of observation. As far as the committee can judge, the manage-\nment of the road has been prudent and judicious.\nThe committee have also examined the books and accounts of the company.\nand have found the system for keeping the same such as to command their\nconfidence and approbation. They suggested some few improvements, merely\nfor the purpose of creating additional checks, and received the promise of the\npresident that they should benceforth be observed. The committee did not,\nof course, undertake to examine the accounts as would a commissioner in\nchancery, by comparing the items with the vouchers, or by casting up the several\ncolumns of figures ; nor did they consider that a work of this kind was imposed\nupon them by the terms or object of the resolution under which they acted.\nThey found that regular monthly examinations had been made by committees of\nDigitized by Google\nDoc. No. 17.\n501\nthe board, and that a general balance sheet had been prepared from the trans-\nactions of the whole year by an accountant employed for that purpose, and\nacting under a committee of the directory.\nThis they regarded as abundantly sufficient to insure accuracy in the details,\nand to entitle the results, which will be reported by the president, to the confi-\ndence of the stockholders.\nIn conclusion, the committee will say that they have nothing to recommend for\nthe action of this meeting.\nRespectfully submitted.\nD. M. BERNARD,\nQUIN MORTON,\nJ. H. COOPER,\nDAVID G. POTTS,\nFRANCIS E. RIVES.\nE. G. Booth, Esq., state proxy, in accordance with his instructions from the\nBoard of public works, offered the following resolutions :\nResolved, that a committee of five be appointed, to whom the president shall\nfurnish a detailed statement of the engineering expenses; the number of engi-\nneers, their salaries, and what compensation, if any, they receive for any other\nservices; and that he furnish information to the said committee of the probable\nreduction in the number of engineers, arising from the prospect of a speedy\ncompletion of the road, and at what time said reduction can with propriety be\nmade.\nResolved, that the principal engineer be requested to inform the said committee\nas to the character of the services that will be required of himself and corps on\nthe said road for the next twelve months; and that he be requested to inform\nthe committee how often he has found it necessary to visit and inspect the entire\nline of the said road since the last annual meeting, and how often said inspection\nwill probably be required in the next twelve months; and that said committee\nreport to this meeting.\nWhich, on motion, were adopted; and the chairman appointed the following\ncommittee to carry the same into effect, viz E. G. Booth, Hugh Nelson, George\nW. Bolling, David May and D'Arcy Paul.\nAnd, on motion, the meeting adjourned until half-past six o'clock this evening.\nThe meeting took place according to adjournment, Robert B. Bolling, Esq. in\nhe chair.\nThe committee on proxies reported 89 votes more by proxies to be present, and\nin person were present, in addition to the number reported at the previous\neeting.\nBy request, the reports of the president, chief engineer, treasurer, and com-\nittee under article xvii of the by-laws, were again read; and on motion, were\nrdered to be received and printed.\nDigitized by\nGoogle\n502\nDoc. No. 17.\nThe chairman, under article xvii of the by-laws, appointed the following com-\nmittee for the ensuing year, viz: D. M. Bernard, Quin Morton, J. H. Cooper,\nD. G. Potts and Francis E. Rives.\nThe committee appointed under the resolutions of E. G. Booth, Esq., and\nadopted at the previous meeting, this day made the following report: which\non motion, was received and ordered to be printed with the balance of the\nproceedings.\nThe undersigned, appointed as a committee under the preceding resolutions\nbeg leave to report: That having only been allowed a space of two hours\nbetween the time for the meeting of the committee and the meeting to which\nthey were required to report, it has been impossible to discharge the defier\nassigned them as fully and as perfectly as its importance required. That is\nresponse to the enquiry as to the engineering expenses, it is only in their power\nto report the aggregate amount, which is $27,335 46 during a period extending\nfrom the 30th of September 1852, to the 30th of September 1853. That the\nsalary of the chief engineer is $ 3000 per annum, with eight assistants, at a salary\nof $1200 per annum; that the chief engineer, in addition to his salary of 8300\nas chief engineer, also receives a salary of five shares of stock as superintenta:\nof transportation. They are informed by the chief engineer, that two of the\nassistant engineers can probably be dispensed with on the first of January ness\nand two more on the first of July next; that it will be necessary, after that time\nto keep two engaged in superintending the grading and construction of the read\nand two more attending to the laying of the track and constructing buildings and\nturnouts. That be does not recollect the number of times he has visited and is\nspected the entire line of the road during the year just ended, but thinks as she\nas five or six times, and thinks it will be necessary to visit and inspect it as often\nduring the next twelve months.\nAll which is respectfully submitted.\nEDWIN G. BOOTH.\nHUGH NELSON,\nD'ARCY PAUL,\nDAVID MAY.\nJohn W. Syme, Esq. offered the following preamble and a resolution there\nwith: which resolution was superseded by one from R. K. Meade, Esq., al\nunanimously adopted.\nWhereas it is of great importance to the interest of the Southside railreal\ncompany, that they should have an unbroken track from Lynehburg to City Point\nunder the control of one president and a board of directors:\nResolved, that the president and directors of this company are hereby author\nrized and directed to enter into a compact with the city of Petersburg, having is\nits object the purchase of the Appomattox railroad, depots, engines and other\nproperty belonging to that road, or if a purchase cannot be effected, to make $\ncontract of lease for said road and property for a term of years, or to make 15)\nother arrangement by which the use of said road and depots can be secured D\nthe Southside railroad company: provided, that any contract entered into will\nthe city of Petersburg or the Appomattox railroad company, shall be first ratified\nDigitized by Google\nDoc. No. 17.\n503\nby the stockholders in general meeting, before the same shall be binding on this\ncompany. And, if to accomplish these objects, further legislation shall be neces-\nsary, the said president and directors are hereby instructed to apply for the pas-\nsage of such act as may be necessary for the purpose.\nWilliam T. Joynes, Esq. offered the following resolution:\nResolved, that the balances standing on the books of the company against the\nsubscribers, for 128 shares of stock, sold as delinquent, and bought in by the com-\npany, be canceled and charged to profit and loss account, as recommended in the\nreport of the president and directors, made this day. On motion, the same was\nadopted.\nOn motion of R. K. Meade, Esq., the following resolution was unanimously\nadopted :\nResolved, that the president and directors of this company, a majority of the\nwhole board concurring, be authorized to issue and sell for and on behalf of this\ncompany, for the purpose of completing said road to Lynchburg, the bonds of\nthis company, for a sum not exceeding $ 300,000, upon such terms and payable,\nprincipal and interest, at such times and at such places as to them may seem best,\nand that they be authorized to issue the bonds of the company, with coupons\nattached thereto; the bonds to be signed by the president, and sealed with the\nseal of the company. and the coupons to be signed by the treasurer; and as\nsecurity for the prompt and faithful payment of interest and principal of said\nbonds, the president be authorized to execute in due and legal form a second\nmortgage on all the property, works, &c. of the company.\nOn motion of D'Arcy Paul, Esq., William Pannill, Esq. was nominated and\nunanimously re-elected president of the company; and on motion of the same,\nSamuel V. Watkins and Peter B. Wills were unanimously elected directors on\nthe part of the stockholders.\nAnd, on motion of Edwin G. Booth, Esq., Samuel V. Watkins was unani-\nmously re-elected vice-president of this company.\nAnd, on motion, the meeting adjourned.\nR. B. BOLLING, Ch'n.\nS. D. WATKINS,\nR. C. FAULKNER,\nSecretaries.\nDigitized by\nGoogle\n504\nDoc. No. 17.\nREPORT.\nOFFICE SOUTHSIDE RAILROAD COMPANY,\nPetersburg, October 19, 1853.\nStockholders of the Southside R. Co.\nGENTLEMEN,\nI have the honor to submit the fourth annual report of the\ndirectors of your company.\nAt your last annual meeting the funds of the company were exhausted, and\nvarious plans were proposed to raise the means to complete the work. The\ndirectory were clothed with authority to issue and sell coupon bonds to the\namount of $ 800,000; which, however, they declined doing, believing it better\nfor the interest of the company to await the action of the legislature, then shortly\nto meet, and to apply to that body for the loan on the part of the state. In &\nmean time, the president was authorized by the board to make temporary loans\nto meet the pressing demands on the company. This was accomplished with\nsome difficulty, but the board are pleased to say that the credit of the company\nhas been sustained, and all its liabilities promptly met; and the only bills not\noutstanding are those for negro hire, due at Christmas, and one duty bond 0.0 I\ncargo of rails, now being discharged at City Point, which will be paid when de\nrails are withdrawn to be laid on the track.\nApplication was made to the legislature early in the session for a loss of\n$800,000, to be paid in monthly instâllments of $80,000. Through the abh,\nuntiring and energetic efforts of our representative and senator, aided by other\nfriends, the bill became a law on the 5th of February last. A mortgage ##\nexecuted to the state on the road and all the property belonging to the company.\nEight installments have been regularly paid, leaving two installments, or $160,000\nyet to be drawn for.\nDuring last spring, the president was directed by the board to proceed to the\nnorthern cities and contract for twenty-five hundred tons rails, to be delivered\nearly this fall as practicable. After thoroughly examining the different markers\nhe succeeded in closing a contract with Messrs. Boorsman, Johnston &\nNew York, at $54 per ton, exclusive of duty, delivered at City Point, making\nthe cost of the iron, duty included, a fraction over $67 per ton. The iron is w\nthe make of Sir John Guest & Co., Wales, and is believed to be equal to any\nimported. The whole of it has been shipped, except about 200 tons, which\ndoubtless now afloat. Two cargoes have arrived, and two others daily expected.\nIt has all been paid for, save the 200 tons mentioned, for which no bills of lading\nhave yet been received.\nThe board regrets to be under the necessity of reporting, that the bridge knows\nas the High Bridge,\" is not yet completed. By an arrangement existing at the\ntime of your last annual meeting, it was to have been done by the 1st of August\nlast, but owing to the misfortune of one of the original contractors, who was\nDigitized by Google\nDoc. No. 17.\n505\nprosecuting the stone work, that portion of the work had to be taken off his\nhands, and considerable delay occurred before it could be re-let and worked to\nadvantage. It was finally let to Mr. F. Carr, who has pressed it steadily to\ncompletion.\nDuring the last spring, the board decided to substitute 1008 feet of high em-\nbankment for 80 much of the bridge on the Cumberland side of the river; which\nwork was let to Mr. S. Johnson, who is engaged on it with a large force.\nWorkmen are employed on the last of the piers, and the superstructure is being\npressed with great energy. The board are assured by the contractors that the\nbridge will be in readiness to pass the trains over by Christmas next, and they\ncan see no cause now no doubt it.\nA corps was organized in August last, to lay the track west of the bridge, and\na temporary track has been laid at that point to take the materials over the val-\nley. An engine also has been taken across, and the road is now completed to\nthe river opposite Farmville. The piers of the bridge at that place are now\ncompleted, and the superstructure will be put on without delay. When this is\ndone, passengers will be taken by railroad from Farmville to the High bridge,\nwhere there will be a short portage by stage or omnibus to the regular train for\nthe east.\nThe track layers will continue their work west of Farmville, and press steadily\non to the neigborhood of Chilton's, about fourteen miles east of Lynchburg.\nOn the twenty-second of December last, the graduation, masoury and bridging\nof the western division of the road was let to contract; a large force is now em-\nployed on that division, which will be finished by the time we are prepared to lay\nthe superstructure, say March or April next. The board can see no reason to\ndoubt the completion of the road to Lynchburg in the course of next summer,\n(1854.)\nThe board contemplated much difficulty in securing a proper site at Lynchburg\nfor depot, &c., 80 as to make a suitable connection with the Virginia and Ten-\nnessee road. They are pleased, however, to report that they succeeded in\nobtaining, by purchase, the island immediately below the depot of the above com-\npany, and known as Percival's island, for the sum of 22,500. The island com-\ntains about 55 acres. This being more land than the company is authorized by\nlaw to hold, an act was obtained at the last session of the legislature giving them\nthat authority. The price paid may he considered high, but the possession of the\nproperty was indispensable to the company. It has been paid for and the title\nperfected.\nOn the 24th of March last, the delinquent stock standing on the books of the\ncompany was sold at auction. By order of the board, 128 shares, standing in the\nnames of persons notoriously insolvent, were purchased on account of the com-\npany, at prices ranging from 45 and 50 per share, and by a subsequent order,\nthat amount of stock has been deducted from the amount then appearing to be\nsubscribed on the books of the company. The individuals who subscribed it had\npaid but little on account of same, and the balances due now stand against them\non the books. As there is not the most remote probability that anything will ever\nbe realized from these balances, the beard would respectfully recommend that\n64\nDigitized by Google\n506\nDoc. No. 17.\nthey be balanced by profit and loss, so as to relieve the books from apparent\nassets which can never be reached.\nIt has been known to the directory, as well 05 to the stockholders, for a long\ntime past, that it is of great importance to the success of the road, that its eastern\nterminus should be at City Point. the head of ship navigation. The time having\narrived when it became necessary that some action should be taken on the subject\nthe board appointed on the first instant. a committee to confer with the common\ncouncil of the city of Petersburg upon this all important subject. That com-\nmittee addressed 2 communication to the council, which produced the appointment\nof 1 committee of conference on their part. The two committees have had :\nmeeting, but as yet nothing definite has been done.\nThe plan proposed by the board is, to purchase from the city of Peteisburg the\nAppomattox railroad, under certain limitations and restrictions, and to makeits\npart of the Southside railroad; subject, however. to the ratification of the\nstockholders.\nThe board are pleased to say, that the committee 00 the part of the cousel\nhave the subject now under advisement, and they have reason to hope for a fan\nrable result. They regret, however, that the matter cannot be matured for you\nfinal action at this meeting. When it is done. you will be again called together\nto act upon it.\nThe board are under the necessity of reporting, that the funds of the company\nare inadequate to the completion of the works. By the last estimate of the\nengineer, it appears that there will yet be required about $ 250,000 to complete\nand stock the road. It will become necessary that some speedy action be takes\nto raise that sum. in order that the work may not be allowed to flag. There will\nbe yet to purchase 1600 toos of rails to lay the track to Lynchburg, which #\npresent prices, will cost $112,000. Engines, ears, and indeed everything and\nin the constructing and equipment of a railroad, have, within the last twelve\nmonths, advanced greatly, making the cost far exceed former estimates.\nThe accompanying reports and exhibits of the chief engineer and superie\ntendent, No. 1, and the treasurer's report, No. 2 will place before you in detail\nthe receipts and disbursements, condition of the road, Acc. for the last tweive\nmonths.\nFrom the first, it will be seen that although the business of the road is yet\nlimited. it has been steadily on the increase, and that the receipts exceed de\nexpenditures of working it. by $26,201 55; and if we add the earnings of the\ntrains for transporting materials for construction, the excess will be $40,100 sa\nThis result. though small. is gratifying to your directory: for when they consideral\nthe sparsely settled country through which we are yet renning, and that mothing\ncould be obtained but the local tonnage and travel until the read was upent\nfurther west, they had but little hope of doing more than pay actual expensed\nrunning the trains. When the road is completed to Farmville, and penetrates in\ncountry beyond it, which will soon be the case, the receipts, both from passeort\nand produce, will be greatly increased: but the prosperity of the road must -\nnently depend upon its through trade and travel. When the connection shall be\nconsummated with the Virginia and Tennessee railroad and the James river and\nDigitized by Google\nDoc. No. 17.\n507\nKanawha canal at Lynchburg, and the road shall be prolonged to City Point, it\nwill unite the extreme western portion of the state, by a continuous railroad con-\nnection with her nearest shipping port; and from its easy grades and shorter\ndistance, must be the thoroughfare of trade for a large portion of Southern and\nWestern Virginia, and will be enabled to compete successfully with other roads\nfor the commerce of the west.\nThe board have the pleasure to state that no accident has occurred on the road,\nsince your last meeting, worth reporting.\nBy order of the board.\nWM. PANNILL, Pres't.\nDigitized by Google\n508\nDoc. No. 17.\nCHIEF ENGINEER'S REPORT.\nPETERSBURG, October 18, 1853.\nPresident and Directors of the Southside R. Co.\nGENTLEMEN,\nAccording to custom, I make the following report of operations upon\nthe Southside railroad for the past year, and of such other matters as seem to me necessary\nand proper.\nThe portion of the road now in use extends from Petersburg to the High bridge arer\nthe Appomattox river, a distance of 63 miles, and from thence a temporary track bas been\nextended for about three-quarters of a mile across a valley of the Appomattox, and est-\ntinued by the permanent track to the bridge at Farmville. In about three weeks the real\nwill be extended to the depot in Farmville.\nThe excavation and embankment of section 52 at Farmville, and sections 56 and 57, about\nfour miles west of it, not being finished, will prevent the laying of the track west of Farmils\nthis year; but the work of bedding the sills for the superstructure will not be interrepted\nfrom this cause, as the road bed is prepared for upwards of 30 miles west of Farmville, ml\nwill be prepared to within 13 miles of Lynchburg by the end of this year. When the a\nare laid, the work of placing and spiking down the iron is comparatively small and nb\nHigh bridge will also be finished this year, I see no reason why the road may not be opened\nto a point within 14 miles of Lynchburg by early in the spring.\nThe grading and bridging for the 14 miles next to Lynchburg are progressing at such\nrate as to insure the completion of the road bed by July next. The rails may be laid al\nthe whole finished for trains to run through to Lynchburg in 12 months from this time.\nHaving given a general description of the finished portion of your road, and the proto\nble time of the completion of the balance, I will now give a detailed statement of a few of\nthe unfinished works.\nThe warehouse in Petersburg, so far as completed, is 250 feet in length by 54\nin breadth. An addition of a centre building 42 feet in width and two stories high a\nnow in course of construction for the accommodation of the passengers and for the office\nof the company; also, a similar wing 250 feet in length, to be used at present for passenger\ncars, but may be converted into a warehouse for goods, by simply adding the floor.\nThe engine-house and mnchine shops will not be built until next spring, as the business\nof the road may be conducted until that time by the present arrangements, and for to\nfurther reason of saving the limited funds of the company as much as possible for -\nurgent work.\nThe piers and abutments of the High bridge will certainly be finished by the end of No\nvember. There are eight spans of the wood work finished and twelve yet to be erectel\nTwo parties are now engaged upon this work, and the contractor is confident that end\nparty can place one span per week; hence this bridge can be finished by the contract im\nthe first of January next.\nThe cost of the bridge will be $150,000, and if the contract is finished by the first w\nJanuary next, it has been agreed since last report, to give $17,500 additional, and as to\nwill probably be given, the whole cost of the bridge will be $167,500.\nThe contract with Mr. Johnston to substitute a portion of the bridge by an embankmen\nis progressing in such a manner as to leave no doubt that he will also be ready for the can\nto pass over his work. The plan adopted is to raise an embankment twenty-five to thing\nfeet high, upon which tressels are placed for the support of the track: the tressels are a &\nDigitized by Google\nDoc. No. 17.\n509\nfilled up with earth to the level of the grade line by a train of cars, which is to be com-\nmenced as soon as the track is ready and it is stipulated that the whole shall be filled up\nin three years. The cost of this work will be, as per contract, 54,000.\nSection 52, immediately west of Farmville, requires about 3,000 to complete it, and\nwith the present force should be completed by the 1st of December.\nSections 56 and 57, four miles west of Farmville, require about the same sum to finish\nthem, and as they cannot be worked with as much force as section 52, they will probably\nrequire till the 1st of January next for completion.\nIn regard to all the other works on the line, I think it will not be necessary to enter into\ndetail, and will only add they are progressing rapidly. The force at present employed on\nthe contracts for work is 1000 men and 200 horses.\nAll calculations necessary for forming a rough estimate of the cost of the road have been\nmade, and it appears the cost of constructing the road will be 12,250,000, and for engines\nand cars $120,000. In my report of 1851 it is stated that I believe the cost for the con-\nstruction of the whole road will be about $ 2,000,000, and cost of engines and cars used for\ntransportation will at first be about $100,000 in addition;\" but it is also stated that I can-\nnot pretend to be accurate, owing to many causes: among which may be mentioned the\nfluctuating of prices of labor and provisions, and the fact that many of the excavations\ncontain rock and slate covered with earth, and very irregular in their formations.\" Since\nthat report was written, a great rise in the price of iron, labor, &c. has taken place, espe-\ncially the former, sufficient to account for more than half of the increased cost of the road\nabove my estimate of 1851. The contracts since made for work, of course, were at higher\nrates than could have been anticipated; the company has bought more ground for depots\nthan was expected at that time, the island at Lynchburg alone costing 22,500; more rock\nhas been encountered in the neighborhood of Lynchburg than was estimated for, and some\nminor items might be mentioned that could not have been foreseen which together would\nfully make up the increased estimated cost.\nThe above explanation has been given for the satisfaction of the stockholders, and not\nas an apology for increase of estimates; for in so large a work as ours it would be as unjust\nto hold an engineer responsible for an exact estimate, as to hold a merchant bound for the\naccuracy of his present opinion of what will be the price of wheat in six months hence.\nThe engines and cars will cost, with the advance in price, as heretofore stated, $120,000,\nand about $100,000 has been expended up to the present time. The amount of money\nyet to be raised may be arrived at with sufficient accuracy, as follows\nReceived previous to state loan, say\n-\n-\n-\n-\n1370000\nLoan from state,\n-\n-\n-\n-\n-\n-\n800000\n2170000\nWhich deducted from the present estimated cost of road, engines and cars, will leave\n200,000 to be provided for; and to cover all, I would respectfully recommend that pro-\nvision be made for 250,000. In all my estimates I have not taken into account the inter-\nest upon loans; the first loan has been made since my last estimate; the interest on the\npresent loan of 800,000 will, probably, be met by the net proceeds of the road.\nThe net receipts for the past year, as appears from the report, were in round numbers,\n$ 26,000; and for the next year, as there will be an addition to the length of the road, and\nas it will be seen from statement A that the receipts are constantly increasing on the present\nlength of road, I think it not unreasonable to anticipate that the receipts for the next year\nwill be largely more than double those of this year.\nMuch speculation has been and probably will continue to be made in regard to the policy\nof adopting the High bridge, in order not to have a greater grade against the trade than 16\nDigitized by Google\n510\nDoc. No. 17.\nfeet per mile, although I have given reasons for this in my former reports. I will, however,\nadd a few more of the evidences which have come to my knowledge within the past year,\nto show the disadvantage of heavy grades, especially for the transportation of freight. A\nportion of the Western road from Boston to Albany is about to be superseded by a line\nhaving a tunnel through the Hoosac mountain of about three miles in length, and at a cost\nof about $ 2,000,000, for the purpose of obtaining a more direct route, and especially lighter\ngrades. On the Great Central road in Pennsylvania, I find that an entirely new route is to\nbe constructed at the high grades of the Alleghany mountains, as appears from the follow-\ning extract from the Railroad Journal of October 1st, 1853.\n'The Central railroad company are rapidly pushing the surveys of a new road from\nAltoone to the summit af the Alleghany mountains, about twelve miles in length, intended\nfor the transportation of freight. By adopting this inclined plane, they secure on this route\nan easy grade for burden trains, and preserve the road now nearly completed exclusively\nfor the rapid transit of passengers. The new route will be placed under contract in a short\ntime.\"\nThe high grades of the Baltimore and Ohio railroad have been often mentioned to\nme to show that the cost of our road might have been greatly reduced by adopting the\nsame plan. I answer that these high grades of the Baltimore and Ohio railroad were the\nresult of necessity, not of choice. The income of that road is very great; nevertheless,\nthe stock has fallen since the opening of the road from 98 to 51, and I was informed\nthat it is chiefly owing to the fact, that upon trial, the high grades have caused the expenses\nof working the road to be so great in proportion to the income, that the net proceeds will\nnot be nearly so large as was anticipated; and although I have no doubt of the ultimate\nsuccess of that road, and by no means wish to cast any censure for the manner in which it\nhas been constructed or managed, as I have no doubt that everything has been done which\nthe nature of the country and circumstances would permit, yet it tends to prove the advan-\ntage of light over heavy grades. The engineer for that road is now engaged upon the\nParkersburg branch of it, and I take the liberty of extracting a portion of his report, which\nyou will find in the report of the Board of public works of Virginia, 1852, '53, page 580,\nas follows:\nOf the Grades of the Line.\n\"To this important subject I have given my best attention, and have selected as the\nhighest grade, a rise of 1 in 100 or 52.8 feet per mile, in preference to one of steeper incli-\nnation. In order to obtain the shortest line of best curvature, it is found necessary to cross\na number of summits, and this leads to the distribution of the maximum grade over the\nline in such a way that no system of assistant power could be economically used-all of\nthe summits being passed by this grade, of which there are 166 miles ascending and\n20.4 miles descending westward, making 37 miles out of 110, and leaving 73 miles of\ngrades varying from 39.6 feet per mile down to level. The largest grade of 52.8 feet\nper mile in one stretch is 3.9 per mile. The engines then must have only such loads\nassigned them as they can draw over that grade, aud hence it is of the utmost impor-\ntance to make it as low as may consist with proper limits of expenditure in graduation.\nThe speed of the passenger trains will also be affected by the ruling grade, and bence also\nthat grade should be kept down. I have compared three classes of grades, viz grades of\n53.8, 66 and 80 feet per mile, for the purpose of selecting a suitable one for the passing of\nthe ridges on this line. The loads drawn by the freight engines and the speed of the pas-\nseuger engines are as near as may be in the inverse proportion of these rates per mile,\nconsequently the load and speed will be 25 per cent. greater on ascending the 52.8 than\nthe 66, and 50 per cent. more on the 52.8 than on the 80 feet per mile. The lower grade\nis also accompanied by lower summit heights, and, therefore, a less total expenditure of\nDigitized\nby\nGoogle\nDoc. No. 17.\n511\npower in passing the ridges. The business of the road will be done by fewer engines—\nthere will be less wear and tear of cars and road, and diminish the danger of accidents.\n\" On the other hand, the use of lower grades will increase the cost of construction to a\ncertain extent, which it is not at this time in my power to state with any precision. It\nmight amount to $ 150,000 between the 52.8 and the 66 feet, and to $ 250,000 between the\n52.8 and the 80 feet grade. But I ain well satisfied that the line would be depreciated by\nthe adoption of either of the higher grades to far more than those amounts; and certainly\nthere should be no risk incurred of crippling the efficiency of a line destined to such a\ncareer of public utility and profit as this line, if it be judiciously planned and executed.\"\nThis extract shows clearly the light in which the eminent engineer, Mr. Latrobe, views\nthe advantage of light over heavy grades, for it appears that he is willing to pay $ 250.000\nfor 53 feet grades, instead of 80 feet. An engine upon the first, drawing 164 tons of\ngoods, would, on the latter, draw but 114 tons, making a difference in favor of the 53 feet\ngrade of 41 tons; whereas, in the case of the Southside railroad, the same engine, on a\n16 feet grade, would draw 358 tons; but if even a 50 feet grade could have been obtained\nto avoid the expense of the High bridge, the same could draw but 170 tons, making a dif-\nference of 188 tons in favor of the 16 feet grade. Then Mr. Latrobe is willing to pay\n$ 250,000 to gain 41 tons per train, whereas by incurring the expense of the bridge on the\nSouthside railroad, 188 tons per train are gained, or more than 41 times the gain obtained\nby Mr. Latrobe.\nAll which is respectfully submitted.\nC. O. SANFORD, Chief Engineer.\nDigitized by\nGoogle\n512\nDoc. No. 17.\nList of Engineers employed on the Southside Railroad.\nC. 0. Sanford, chief engineer and gen'l sup't, five shares stock and\n-\n$300\nF. K. Marcel, assistant engineer,\n.\n-\n.\n-\n1999\nR. C. Rodes,\n#\n\"\n-\n.\n-\n-\n1996\nW. E. Randolph,\n#\n\"\n-\n.\n.\n.\nB. H. Gordon,\n\"\n**\n.\n.\n-\n199\nH.F. Bardwell,\n\"\n\"\n.\n-\n.\n-\n1990\nE. G. Wall,\n\"\n\"\n-\n-\n.\n-\nT. W. Robbins, leveler,\n.\n-\n-\n.\n500\nW. F. Carter, rodman.\n-\n-\n-\n-\n380\nR. Owens, sup't brick work,\n-\n.\n.\n-\n900\n12 negroes for chainmen, axemen, &c.\nDigitized by Google\nDoc. No. 17.\n513\nNo. I.\nReport upon the Transportation Department of the Road.\nThe portion of the road opened for transportation is now in good order, but it is more\nthan probable that during the coming winter the track cannot be kept in perfect adjust-\nment, owing to slides and settling. In another year these causes will probably have\nceased. The trains have been run with great regularity, and without losing a trip, and no\npassenger has been injured since the road was opened.\nThe accompanying statements give in detail the necessary information concerning the\ntransportation business. The net receipts for transportation have exceeded my expecta-\ntions. It has been thought that the receipts would not more than cover the expenses until\nthe road was extended beyond Farmville.\nThe receipts of the road (see statement A,) have been as follows :\nFor passengers,\n-\n-\n-\n-\n-\n24569 51\nFor freight,\n-\n-\n-\n-\n-\n34115 98\nTotal receipts,\n-\n-\n-\n58685 49\nExpense of conducting transportation, (see statement B,)\n-\n-\n32483 94\nNet receipts of road,\n-\n-\n-\n$ 26201 55\nIf we had charged in the transportation department, as it is customary on some roads,\nthe amount that would have been received for the transportation of materials for the con-\nstruction of the road, the above statement would stand thus :\nFor passengers,\n-\n-\n-\n-\n-\n24569 51\nFor freight,\n-\n-\n-\n-\n-\n34115 98\nOn materials for construction, at regular freight prices,\n-\n-\n25933 00\nTotal amount,\n-\n-\n-\n84618 49\nExpense of conducting transportation,\n-\n-\n32483 94\n\"\ntransporting materials for construction of road,\n-\n11964 00\nTotal expense,\n-\n-\n44447 94\nNet revenue,\n-\n-\n-\n$ 40160 55\nThe charges to the equipment account during the year, have been as follows :\n2 Locomotives and tenders,\n-\n-\n-\n15725 00\n11 Eight wheel house cars,\n-\n-\n-\n-\n7920 00\n13\n\"\n\"\nflat\n\"\n-\n-\n-\n-\n6500 00\n4 Baggage crates,\n-\n-\n-\n-\n-\n400 00\n7 Buggy cars,\n-\n-\n-\n-\n-\n665 00\n$ 31210 00\n65\nDigitized by\nGoogle\n514\nDoc. No. 17.\nThe company now have on the road and in good order :\n6 Locomotive engines and tenders,\n28 Eight wheel house cars,\n2\n\"\n\"\npassenger cars,\n1 -\n\"\n2d class passenger car,\n2\n**\n**\nbaggage cars,\n30\n\"\n\"\nflat\n\"\n42 Four\n\"\nrock\n\"\n8\n\"\n\"\npole\n\"\n14 \"\n\"\nlarge dump cars,\n8 \"\n\"\nsmall \"\n\"\n7 \"\n\"\nbuggy cars.\nHaving finished hauling rock to the Appomattox bridge, the 42 four wheeled ro\nwill be converted into box and flat cars for the regular transportation of the read.\nDigitized by Google\nDoc. No. 17.\n515\nA.\nStatement of the Amount of Business done on the Southside Railroad from 1st\nOctober 1852 to 1st October 1853.\nPASSENGERS.\nFREIGHT.\nMONTHS.\nOutward.\nInward.\nOutward.\nInward.\nTotal.\nOctober 1852,\n-\n-\n1073 60\n642 54\n1435 75\n-\n3151 89\nNovember \"\n-\n-\n976 94\n570 88\n1418 34\n1594 97\n4561 13\nDecember \"\n-\n-\n1210 13\n697 32\n205 91\n2064 76\n4178 12\nJanuary 1853,\n-\n-\n1104 85\n615 16\n982 95\n2277 02\n4979 98\nFebruary\n\"\n-\n-\n1011 66\n745 45\n396 93\n1356 91\n3510 95\nMarch\n\"\n-\n-\n938 34\n898 18\n1372 77\n1594 30\n4803 59\nApril\n\"\n-\n-\n848 92\n1294 83\n1337 91\n703 38\n4185 04\nMay\n\"\n-\n-\n1206 38\n972 28\n933 01\n1884 18\n4995 85\nJune\n\"\n-\n-\n989 79\n815 87\n1053 01\n2046 76\n4905 43\nJuly\n\"\n-\n-\n1436 64\n908 31\n1106 41\n1891 04\n5542 40\nAugust\n\"\n-\n-\n1917 45\n1095 42\n1627 82\n2633 40\n7274 09\nSeptember \"\n-\n-\n1683 67\n914 90\n2367 77\n1830 68\n6797 02\n$ 14389 37\n10171 14\n14238 58\n19877 40\n58685 49\nDigitized by Google\n516\nDoc. No. 17.\nB.\nStatement of Expenses incurred in working the Southside Railroad from 1st\nOctober 1852 to 1st October 1853.\nConducting transportation :\nStationery and printing,\n.\n.\n-\n218 56\nLoss, damages and overcharges,\n-\n-\n-\n1447 29\nStock killed by trains,\n-\n-\n-\n295 50\nAgents, conductors, watchmen, carpenters, blacksmiths, hands\nand laborers,\n-\n.\n.\n-\n15342 10\n1\nOil and grease for cars,\n-\n-\n-\n-\n595 00\nOffice expenses,\n-\n-\n-\n.\n95 50\n17993 95\nMotive power:\nWood for locomotives,\n-\n-\n-\n-\n3525 00\nOil and cotton waste,\n-\n-\n-\n-\n1753 34\nEngine men,\n-\n-\n-\n-\n4320 00\nRepairs of engines,\n-\n-\n-\n-\n1672 95\n11271 20\nMaintenance of road way :\nRoad master, hands and laborers,\n-\n-\n.\n14029 65\nTools,\n-\n-\n-\n-\n-\n170 75\nBoard of hands on line,\n-\n-\n-\n426 20\n14626 60\nMaintenance of cars,\n-\n-\n-\n-\n556 10\nTotal cost of conducting the transportation, including work\ndone on construction of road, for the year ending 1st of\nOctober 1853,\n-\n-\n-\n-\n44447 85\nAmount of work done for the construction of road :\nWork done filling in depot lot at Petersburg,\n0\n-\n2600 00\n\"\n\"\nhauling rock to High bridge,\n-\n-\n4350 00\n\"\n\"\n\"\nbridge timbers,\n-\n-\n2704 00\n\"\n\"\n\"\nmaterials for track,\n-\n-\n1560 00\n\"\n\"\n\"\nwood for making brick at High bridge,\n-\n750 00\nAmount to be deducted from transportation account,\n-\n11964 00\nTotal cost of conducting transportation, apart from the con-\nstruction of road,\n-\n-\n-\n-\n$ 32483 85\nDigitized by Google\nDoc. No. 17.\n517\nC.\nStatement showing the Names, Makers, &c. of Locomotives owned by the\nSouthside Railroad Company.\nNames of Engines.\nBy whom made.\nDiameter of driv-\ning wheels.\nDiameter of cylin-\nder in inches.\nLength of stroke\nin inches.\nWhen placed on Road.\nFarmville,\n-\nU. Wells, Petersburg,\n-\n41 feet\n12 in.\n18 in.\n16th of July 1851.\nLynchburg,\n-\nU. Wells, Petersburg,\n-\n41 \"\n12 \"\n18 in.\n12th of Oct. 1851.\nAppomattox, -\nU. Wells, Petersburg,\n-\n41 \"\n12 \"\n18 in\n10th of March 1852.\nPetersburg,\n-\nM. W. Baldwin. Philada.\n-\n5 \"\n131 \"\n22 in.\n14th of May 1852.\nNottoway,\n-\nM. W. Baldwin. Philada.\n-\n5 \"\n134 \"\n22 in.\n1st of Nov. 1852.\nCampbell,\n-\nU. Wells. Petersburg.\n-\n5 \"\n131 \"\n22 in.\n10th of May 1853.\nAll of the above locomotives are in good order and at work.\nDigitized by Google\n518\nDoc. No. 17.\nD.\nList of Men engaged in the Transportation Department.\nWm. H. Sleeper, road master,\n-\n-\n- $800 00 per annum.\nB. F. Childrey, captain passenger train,\n-\n-\n-\n600 00\n\"\n\"\nP. H. Roberts, captain gravel train,\n-\n480 00\n\"\n\"\n-\n-\nW.O. Avent, captain freight train,\n-\n-\n-\n400 00\n\"\n\"\nRobert J. Shelley, captain material train,\n.\n360 00\n\"\n\"\n-\n720 00\n\"\n\"\nW.H. Keeton, engineman,\n-\n-\n-\nWashington Isaacs, engineman,\n.\n-\n720 00 \"\n\"\n-\nL.B. Lyon, engineman,\n-\n-\n-\n720 00\n\"\n\"\n-\n-\n720 00\n\"\n\"\nGeorge Bradly, engineman,\n-\nH.N. Walker, engineman,\n-\n-\n-\n720 00\n\"\n\"\nH. J. Gee, engineman,\n-\n-\n-\n720 00 \"\n\"\nHenry Metcalf, engineman,\n-\n-\n720 00 \"\n\"\n-\nW.D. Poland, master carpenter,\n-\n-\n-\n2 00 per day.\nW. Richardson, carpenter,\n-\n-\n-\n1 25\n\"\n-\n-\n1 25\n\"\nB. D. Blick, carpenter,\n-\nJohn Ezell, carpenter,\n-\n.\n.\n1 25\n\"\n-\n-\n-\n1 25\n\"\nW.H. Ross, carpenter,\nB. N. Bucher, carpenter,\n-\n-\n-\n1 25\n.6\nJohn Martin, blacksmith,\n-\n1 66]\n\"\n-\n-\nB. Murphy, blacksmith,\n-\n1 66]\n\"\n-\n-\nFrancis Wells, helper,\n-\n-\n871\n\"\n.\nT.J. Clark, helper,\n-\n-\n-\n1 00\n\"\nRufus Ledbetter, watchman,\n-\n-\n-\n25 00 per month.\nGeorge Harrison, watchman,\n8\n-\n18 00 \"\n\"\n-\nMadison Gill, painter,\n-\n.\n-\n1 331 per day.\n106 hands, including road. train hands and firemen.\nC. O. SANFORD,\nChief Engineer.\nDigitized by Google\nDigitized by Google\nDoc. No. 17.\nNo. IL\nA Statement showing the Receipts and Disbursements of the South-\nipts :\non hand, per last annual report,\n#\n*\n-\n14755 ,\n\"Il the state of Virginia,\n-\n-\n-\n*\n640000 #\nfrom temporary loans from the banks and others. &c.\n-\n92600 X\nfrom stockholders, profit and loss, and other small sources,\n-\n28457 D\neceived on account stocks, &c.\n-\n-\n-\n543 #\n.\n-\n-\n-\n-\n-\n475 0\n12 for stage owners and railroads connected with this line,\n-\n3474 :\nwelpts for mail service,\n-\n-\n-\n2598 29\neceipts from passengers,\n.\n-\n-\n23163 67\nDy receipts from freights,\n-\n-\n-\n33049 95\n58811 91\nBy receipts from materials sold,\n-\n-\n-\n-\n228 21\n$ 839348 5\n1853.\nOct. 1. By balance cash on hand,\n.\n8791 @\nDigitized by Google\nDoc. No. 17.\n521\nside Railroad Company for the year ending 30th September 1853.\nDisbursements:\nPaid office expenses, fuel, lights, stationery, &c.\n-\n-\n773 92\nPaid interest on state and other loans,\n-\n-\n-\n7440 14\nPaid temporary loans received for bills, &c.\n-\n-\n-\n87634 67\nPaid on account engineering expenses,\n-\n-\n-\n17335 46\nPaid on account general management, salaries, &c.\n-\n-\n12456 75\nPaid on account iron of James Dunlop, Boorman, Johnson & Co., J. R.\nAnderson, and charges, duty bond, &c.\n-\n-\n-\n145930 88\nPaid right of way and depot grounds, Lynchburg, Petersburg, and real\nestate along the line other than the usual width,\n-\n-\n-\n36301 85\nPaid on account engines, cars, coaches, and expenses, such as freights, &c.\n52980 57\nPaid on account railroad sills,\n-\n-\n-\n-\n18421 12\nPaid on account construction road, advances to contractors for work in\nprogress, grading, masonry, small and large bridges, depot buildings, road\nand farm crossings, &c.\n-\n-\n-\n-\n451281 31\nBalance cash on hand,\n-\n-\n-\n.\n-\n8791 68\n$ 839348 35\nS. D. WATKINS,\nClk and Treas.\n66\nDigitized by\nGoogle\n522\nDoc. No. 17.\nOfficers of the Company.\nWm. Pannill, president,\n-\n-\n- 2000 per annet\nS.D. Watkins, clerk,\n-\n-\n- 1000\nM\nGeorge B. Allsup, station depot agent,\n. 1000\n#\nR. H. Batte, ticket and depot agent,\n-\n- 700\n**\nCharles E. Waddell, assistant\n**\n-\n- 550\n-\n-\nF.A. Ford, depot agent,\n-\n- 250\n:\nCharles H. Wilson,\n-\n-\n-\n- 250\n-\nJohn A. Wilson,\n-\n-\n-\n-\n- 250 ..\nThomas Jackson,\n-\n-\n-\n-\n- 500\n\"\nJ.R. King,\n-\n-\n-\n-\n. 250\n\"\nW. B. Grigg,\n-\n-\n-\n-\n- 450\n\"\nB.F. Flippin,\n-\n-\n-\n-\n- 250\n\"\nWm. P. Davis,\n-\n-\n-\n-\n- 500\n\"\nDigitized by Google\nDigitized by Google\nDoc. No. 17.\nReturn of the state of the Southside Railroad Company\nd from stockholders,\n-\n-\n*\n-\n1367778 29\nor sale sundry old houses on depot lots\norses, wagons, tents, and\nher articles, rents, &c.\n-\n-\n-\n5150 61\nif stage owners, and other railroads e\nected with this road, -\n4083 3\nborrowed of the Board of public wor\nof the banks and others,\nrily, whole time,\n-\n-\n-\n152391 19\n'' transportation mail, passengers,\nr freights, &e.\n-\n93466 22\n. state of Virginia,\n.\n-\n640000 00\neivable, &e. &e.\n.\n-\n-\n21257 50\n$2274127 %\nOct. 1. By cash on hand,\n-\n-\n$8791.68\nDigitized by Google\nDoc. No. 17.\n525\nfrom the commencement in 1849 to the 30th September 1853.\nCapital stock, $ 1371500:\nBalance due by stockholders,\n-\n-\n.\n13721 71\nPaid on account of iron rails, chairs, spikes, duty, freights, &c.\n-\n400902 56\nPaid on account of engineering expenses, instruments, salaries, chief engi-\nneer and assistants, locating parties. laborers' board, furniture for engineer's\noffice, fuel. lights, stationery, &c. &c.\n-\n-\n.\n72860 19\nPaid on account of general management, for getting up stock, mileage of\ndirectors, office furniture, fuel, lights, stationery, advertising, salaries of offi-\ncers, &c. &c.\n-\n-\n-\n-\n-\n27423 01\nPaid on account of engines, cars and coaches, and expenses of transportation,\nrepairs, &c.\n-\n-\n-\n-\n.\n114174 67\nPaid interest on state and other loans, over and above receipts,\n-\n8623 32\nPaid on account of railroad sills,\n-\n-\n.\n-\n65222 39\nPaid on account of temporary loans during the whole time,\n-\n-\n145147 28\nPaid on account of negro hire,\n-\n.\n-\n-\n12892 50\nPaid real estate, land damage, right of way and depot buildings, wells, turn-\nouts, &c.\n-\n-\n-\n-\n133258 26\nPaid for grading masonry, large bridges, small bridges, road crossings and\nchanging roads, and advances made to contractors for work in progress, for\nwood and merchants' bills for bacon, tools, clothing, &c. for negroes, and\nrepairs of road and superstructure,\n-\n-\n.\n1271110 15\n2265336 04\nBalance cash on hand,\n.\n.\n-\n8791 68\n$ 2274127 72\nS. D. WATKINS,\nClk and Treas.\nDigitized by\nGoogle\n526\nDoc. No. 17.\nVIRGINIA CENTRAL RAILROAD COMPANY.\nOFFICE Vл. CENTRAL RAILROAD COMPANY\nRichmond, Nov. 1853.\nW. R. DRINKARD, Esq.\nDEAR SIR,\nI herewith enclose you a copy of the report of the president\nand directors of the Virginia Central railroad company, which contains a return\nof the state of the company, and all other statements required by law.\nVery respectfully,\nE. FONTAINE, Pre'L\nDigitized by Google\nDoc. No. 17.\n527\nREPORT.\nStockholders Va. Central R. Co.\nThe board of directors congratulate you on the condition and\nprospects of the company.\nThe contrast is so great between its present condition and what it was a few\nyears since, that a brief review of its history may not be uninteresting from the\ntime it was a mere tributary to the Richmond, Fredericksburg and Potomac road,\nuntil the present, when it has acquired a national character, and is about to be-\ncome one of the great channels of trade between the Atlantic seaboard and the\nMississippi valley.\nIn 1836 a charter was granted under the style of the Louisa railroad company,\nwith a capital of $ 300,000 to construct a road from a point in the county of Han-\nover on the Fredericksburg road, 24 miles from Richmond, to the court-house of\nthe county of Louisa.\nThe original projectors did not expect the accomplishment of anything more\nthan a local road, and they relied on the R. F. and P. company not only to trans-\nport their freight and passengers from the Junction to Richmond, but also to fur-\nnish the motive power for doing the transportation on their own road accordingly\nthe capital was expended exclusively in the construction of the road, appropriat-\ning no part of it to the purchase of the necessary equipment for doing their own\ntransportation.\nIn 1838 the capital was increased a sufficient amount to extend the road to Gor-\ndonsville, 14 miles farther, making no provision for engines and cars, but still rely-\ning on the R. F. and P. company to furnish them, for which they received a pro-\nportion of the gross revenue of the company.\nThis state of things continued for several years, during which time the stock-\nholders of the Louisa company became dissatisfied, because they thought that the\nR. F. and P. company received too much for doing their transportation, and be-\ncause the latter company were unwilling to adopt between the Junction and Rich-\nmond, and on the Louisa road, a satisfactory rate of tolls.\nBeing unable to adjust these difficulties, some of the stockholders proposed the\nscheme of providing themselves with their own motive power and doing an inde-\npendent transportation.\nFrom that day this company encountered a succession of pecuniary difficulties\nand opposition, which has no parallel as we believe, in the history of railroads in\nthis country.\nThe proposition to stock their own road and do their own transportation was\nregarded by some of the company as a hazardous experiment, likely to result in\nworse consequences than submitting to the evils complained of.\nAlthough the condition of the road and prospects of the company were such at\nthat time, that the stock was currently sold for $ 25 per share, and in some cases\nless than $ 20, yet it was not without the greatest hesitation, and the most serious\napprehension of the result, that the policy of an independent administration of its\nown affairs was adopted.\nDigitized by\nGoogle\n528\nDoc. No. 17.\nThe advocates of that policy, however, at last succeeded, and exhibiting to the\npublic their own tariff of charges, our friends in the west desired to participate is\nthe benefits of the road: the plans of the company enlarged and expanded by\nsuccessive extensions of their road, until the scheme of a distinet and indepen-\ndent road from Richmond to the Ohio river became the great object at which they\naimed.\nThe struggle to adopt an independent transportation on their road, from the\nJunction to Gordonsville, was a severe one, as has been stated, but the greater\ndifficulty had yet to be overcome, viz: procuring an independent road from the\nJunction to Richmond, without which, the full benefits of a western connection\ncould never have been realized.\nHere was the scene of the greatest trials and difficulties: the company so fee-\nblo that the public scarcely thought their plans worthy of much consideration.\nsympathy or support-a charter granted to extend their road to Richmond, be\nwithout any contribution from the state-resisted and opposed by that powerful\ncorporation, the R. F. and P. company, composed of many of the most influes-\ntial and intelligent citizens of Richmoud-summoned into the courts upon pro-\ncess of injunction-undertaking to build a road 27 miles long, with no other meus\nthan a subscription of $38,000 by individuals: it may easily be conceived that\nthe board experienced extraordinary pecuniary difficulties-difficulties which *\nthis day are unknown to a large portion of the stockholders, and were only 0182\ncome by the fortunate existence of a perfect union and harmony in the board w\ndirectors, combined with a zeal that directed their energies with a single eye \"\nthe good of the company, and prompted them to offer their own to sustain\nfeeble credit of the corporation.\nThe wisdom of this last measure was gravely questioned by some of the must\nprudent stockholders in the company, as was that of declining to employ the\nR. F. & P. company to do our transportation, but your board feel great satisfac\ntion in believing that all the great results which are likely to follow from making\na continuous railroad to the Ohio river, may be traced to those two measures.\nIf the R. F. & P. company had continued to do our transportation, and w\nroad from the Junction to Richmond had not been built, the company would have\nhad no motive, no spirit for expanding and enlarging their work-there would\nhave been no Covington and Ohio railroad-no extension to Covington or Sum\nton-not even to Charlottesville. Your road would have continued a mere tocal\nimprovement, and a tributary to the wealth of another company.\nWe have given you a brief history of some of the difficulties which the board\nhas encountered in building up your road to its present condition of comparative\nstrength, and may now review them with a feeling of security. It comments\nas a branch of the R. F. & P. road, running 36 miles to a neighboring county\ntown: feeble necessarily from its dependence, and enjoying but little sustenance\nfrom the parent stem, it has fought its way through the opposition and ridicule #\nenemies, and the indifference and distrust of timid and hesitating friends. b\nstock has advanced nearly 300 per cent. from its price at the period first alluted\nto, and we believe is destined to return you an ample reward for your investment\nat no distant period, if harmony and concord shall continue as formerly to =\nmate and invigorate its councils.\nDigitized by Google\nDoc. No. 17.\n529\nProgress of the Work.\nThe road was opened for transportation to the eastern terminus of the state\nwork at Mechum's river on the 6th day of December last. During the present\nyear the work which was under contract west of Staunton, 38 miles, to a point\nnear Millboro', has been progressing well, and is expected will all be ready for the\nrails in time to put the cars on by the 1st of August next.\nBy the aid of the liberal subscription of $ 200,000 made by the city of Rich-\nmond, all the heavy work between Millboro' and Jackson's river was put under\ncontract on the 15th of July last, with an obligation to complete the grading by\nthe 1st day of December 1854. Six sections of light work were not then con-\ntracted for, as the chief engineer thinks they can be brought up with the other, if\nbegun next spring.\nSection between Waynesborough and Staunton.\nThis section will be completed in a short time and ready for use. For various\nreasons, the work on this division has been permitted to proceed slowly. When\nit was commenced, it was not designed to complete it promptly, because it could\nnot be used with any advantage until a large portion of the Blue Ridge road was\nfinished, so that the intervening space between the road on the east and west side\nof the mountain might be reduced to a short distance. The board on the 15th\nJuly having determined to fill up that space with a temporary track over the\nmountain, instead of resorting to a portage as first designed, it was not thought\njudicious to attempt to bring it into use before the temporary track was done.\nThat is, however, expected to be finished in December, when the whole will be\nput into operation, if so much of the Blue Ridge road is done as is necessary to\nform a connection. It is proper, however, to remark that if the board had have\nperceived any motive for a more early completion, there would have been some\ndifficulty in doing so ; the capital appropriated to that section was exhausted,\nand a deficiency of about 50,000 had to be raised from other sources. It is not\nan easy matter to push work in the hands of contractors who are not making\ngood profits, especially when the funds are not ready to make prompt payment.\nTo enable the company to avail themselves of the use of the road at the earliest\npracticable period, the iron was bauled across the mountain 16 miles in wagons;\nand although it was thought by some that it was better to have postponed the\ncompletion of this section until the tunnel was finished, and have avoided the\nexpense of wagoning the iron 80 great a distance, yet the board are more than\never satisfied that they were right, since it has been found practicable to construct\na temporary track over the mountain. As soon as the cars cross the mountain\nover the temporary track, they will proceed to Staunton, which must have been\npostponed until next spring if the whole work of laying the track between\nWaynesborough and Staunton had to be done afterwards.\nTemporary Track at Rockfish Gap.\nThe intervention of the Blue Ridge railroad constructed by the state with its\nthree tunnels, and the consequent delay in completing such work, arrested the\nprogress of the cars at Mechum's river, which point they reached last December,\n67\nDigitized\nby\nGoogle\n530\nDoc. No. 17.\nas before stated. The great extent of road which the company have been\noperating west of the mountain, and which you have been informed in 1\nprevious part of this report would be ready for the rails early next year, call-\ned the attention of your board to the necessity of providing some means of\ntransportation over the mountain during the period which the main tunnel would\nremain unfinished. A portage by wagons and stages was thought of in the\nfirst instance, but in view of the large amount of iron wanted for the con-\nstruction of the road west of Staunton, and of the immense tonnage and travel\nwhich the road could command after completing 50 miles west of the mountain.\nyour board entertained doubts whether a portage would meet the wants of the\ncommunity, and their minds were turned during the last 12 months to the enquiry\nwhether a track might not be built on which a locomotive engine could be worked\nthat would justify the expense.\nFeeling assured that, under the most favorable circumstances, the main runnd\nwould not be completed before the autumn of 1855, one of the first things D\nwhich the attention of Mr. Ellet was invited when he assumed the duties d\nchief engineer, after the resignation of Mr. Ruggles, was a survey and estium\nof the cost of such a track. and your board have the pleasure to inform you that\nthe result was entirely satisfactory. Under the guidance and direction of Mr.\nEllet, the work is progressing rapidly. and we hope soon to see the company n\nthe enjoyment of great advantage from this first application of his justly edo\nbrated skill and judgment.\nMr. Ellet prepared for the board an estimate of the benefits that might be (1)\npeeted to result from the construction of the temporary track, which satisfied\nthem that the cost of every kind, which could not be transferred to another part\nof the line, after ceasing to use it there, would be more than realized in one year;\nand its construction was accordingly ordered by the unanimous vote of the whole\nboard. But, for the greater satisfaction of the stockholders, they are referred D\nan estimate which will be found in the report of the chief engineer, which necon-\npauies this.\nPolicy of pushing the Work to Completion.\nIn connection with the gratifying improvement in the condition and prospers\nof the road, it is proper to remark, that the public expectation and anxiety M\nits progress keep pace with its expanded capacity for usefulness, and, in fact\nfar outruns the present means of the company for finishing it. The state be\nundertaken, and is now engaged in constructing, at her own expense, the road\nfrom Covington to the mouth of Big Sandy; and the citizens of Kentucky are\nbuilding two roads to meet that road at the western terminus on the state line.\nFormerly it was difficult to convince many in the legislature, who were sincer\nfriends of the road, that it was entitled to a large share of public confidence and\na large measure of public favor. Applications for the means of pushing it w\nward, have always been accompanied with a timidity as to their success, and a\nresult has been that the supply of means has been insufficient.\nThe deficiency for completing the road to Covington is greater than was If\nticipated, owing to the greater cost of the work, which will be the enusequent\nof the very high price of iron, provisions and labor; but your board befiere the\nDigitized by Google\nDoc. No. 17.\n531\nit is your duty as well as your interest to meet this difficulty with energy and\npromptitude. The question is, when shall your road be finished, and how shall\nthe deficiency be supplied? In the present condition of our work, and others\nconnected with it, your board believe that true economy requires that it should\nbe pushed vigorously., The means must be furnished by obtaining subscriptions\nto an increased capital stock, by a loan, or by the application of the net profits of\nthe company. This last reliance would necessarily defer the completion of the\nroad to a period so distant, that great loss would be sustained by large expendi-\ntures continuing unprofitable, and a more permanent injury might accrue by the\ntrade and travel of the west being induced to seek other channels of communi-\ncation which will be more speedily completed. That policy would also greatly\ndisappoint the hopes of many stockholders, who have expected that before this\nthe practice of appropriating the net earnings of the company to extending the\nroad would cease, and it would certainly impair the value of the stock in the\nmarket to continue to withhold the payment of dividends. Your board there-\nfore think that to insure the earliest completion of the work, au application\nshould be made to the legislature to increase the capital on the joint stock prin-\nciple, and that they should be instructed to ask of the legislature a sufficient loan\nto meet all the company's wants, on the same principle that loans were granted\nto the other railroad companies at the last session, with authority to give a lien\non the property of the company to secure the payment of such loan, or any\nother that they may find it necessary to make.\nIf this course is pursued, they would resort to the loan only in the event of\nfinding it difficult to obtain private subscriptions of stock.\nThe Road will yield a good profit when finished.\nThat your road will be a most profitable one, the board feels the most confident\nassurance. The lines now in a course of construction will give us the very best\nconnection with Kentucky and Ohio, and indeed with the great Mississippi\nvalley. From Big Sandy to Lexington the road is under contract, and from\nthence to Louisville is in operation. From Maysville on the Ohio, the work is\nrapidly advancing eastward to meet us, and we have assurances that an extension\nwestwardly will soon be made along the valley of the Ohio by Cincinnati to\nLouisville. From Louisville we will connect by roads now built and being built,\nwith our vast extent of southwestern and southern states.\nAmong the many prominent features of interest connected with our road, and\nof the many sources of profit to which we can look, not the least is the fact\nthat its location will secure to us the largest share of the immense travel from\nthose states, because it will be free from the annoyances which occur on lines\nrunning through free soil territory. This circumstance affords a solid and prac-\ntical advantage, certain to enlist the sympathies and support of the whole slave-\nholding community who may travel between the Mississippi and the Atlantic\nseaboard. Ours will be an important link in a chain of railroads, reaching from\nthe Atlantic to the Pacific. and not passing over a foot of abolition territory. In\ncompetition with other southern lines, we have the assurance that neither the\ndistance, grades and curvatures of the road, or the advantages of the markets to\nhich they lead, can withdraw our business from us.\nDigitized by\nGoogle\n532\nDoc. No. 17.\nShort Line from Charlottesville to Richmond.\nAs the determination of the legislature to construct the Covington and Ohio\nrailroad seems to be settled, it becomes an act of prudence for the stockholders\nto look forward to the probable amount of business which this company may do:\nand the board regard it their duty to invite your attention to this subject at this\nearly day, that you may not be unprepared for the state of things which will thes\nexist; and particularly they feel called on to remind you that a failure to exeme\na prudent forecast on this subject, may subject this company to irreparable\ninjury.\nWhen there is a railroad line in operation from Richmond to the Kentucky\nline, connecting by two roads with the heart of that state, with the whole valley\nof the Ohio, and we may say of the Mississippi also, no one believes that the\npresent single track of your road east of Charlottesville will be sufficient for the\nbusiness. With a large amount of business, rendering it necessary to not\nnumerous passenger as well as freight trains, on any road, the propriety is\nobvious to all, of having a double track to avoid collisions, and the serious\nobstructions and delays which must occur in providing for their passing each\nother safely where there is but one track. It is therefore supposed to be COD-\nceded, that a second track will be required, and it is proper to enquire whether\nthe interest of the company will be promoted by building this track along side of\nthe present one, or upon a more direct line, which will save a great deal of\ndistance.\nIn consequence of this road not being commenced originally at Richmond, the\nline between that place and Charlottesville is very indirect, and it would seem\nfrom the map of the intervening country, that as much as 25 miles in distance\ncan be saved on a practicable line, and many persons well acquainted with the\ncountry think there can be a greater saving.\nThe advantages of thus shortening the road, for the immense business which\nit is destined to do, are many and very great, the most prominent of which will\nbe sufficient to mention.\n1st. The additional superstructure of 25 miles on the old route at the present\nprices will pay for half of the grading of the short line, which is supposed will\nbe 60 miles, and on very favorable ground. Sixty miles of grading at $8,000\n$ 480,000; 25 miles superstructure at $9,500 is $ 237,500; maintenance include\ning depreciation of 25 miles of road, such as will be saved, with a heavy business\non it, may be put down at $800 per mile, or $ 20,000 per annum: this is the\ninterest on $ 333,333, making in round numbers a saving of $570,833, which is\ncertainly more than the cost of the grading of the 60 miles of the new line; and\nwe have not included the cost of widening for a second track, the bridges and\ngeneral roadway on 85 to 90 miles of the present line.\n2dly. The advantage of reducing the distance in the competition which may\narise between this and any other road, thus securing the business to us, is cet-\ntainly very great. It will make us 107 miles nearer from Staunton to Richmond,\nthan to Baltimore. It will make us 39 miles nearer from Charlottesville to\nRichmond, than to Alexandria.\nDigitized by Google\nDoc. No. 17.\n533\nportant saving of distance which can be effected between Char-\nRichmond, and the consequent monopoly of the western business\nroad, has not been overlooked by others, who are not identified with\nThe rich harvest that will be enjoyed by tapping our road, has\ngested the scheme of an independent road being built, on this line, by\ncompany. This is the most important view of this subject which can be\nto your consideration. What would be the condition of this company\nrelied on their old line, and the short road was built by another com-\nrapping us near Charlottesville with a line 25 miles shorter than ours ? It\ntin. that we should be drained of the most valuable part of our business.\nther company is already seeking for such a charter, but we believe the legis-\nture will not grant to another the right to build that road, if this company is\nwilling to do it. We should however not deceive ourselves by any false security.\nThe temptation to enjoy the rich treasure that will be poured on that line, cannot\nbe resisted. If this company is not willing to build the road, the privilege will be\ngranted to another at the approaching session of the general assembly.\nOld Line by Gordonsville to Richmond.\nThe apprehension has been felt by some, that if the short track between Char-\nlottesville and Richmond was constructed, it might result in the abandonment of\nthe old road. There is no reason to fear such a result. Gordonsville is a most\nimportant point: a profitable business is done now between that place and\nRichmond, and it must increase. The old road is the direct line of communica-\ntion between our metropolis and an extensive region of country, increasing in\nfertility, wealth and population. The rapidly advancing growth of Richmond\nand Norfolk will not only sustain this road, but secure to it a handsome revenue.\nRelaying with Edge Rail those portions of the Road now having the Flat Bar.\nThe present and prospective increase of tonnage on the road, renders it proper\nto enquire whether it is expedient to permit the flat bar to remain on the track\nmuch longer. It is unnecessary to present to you arguments in favor of a\nstronger and more solid superstructure for the road, than the flat bar furnishes.\nThe part of the road over which the heaviest tonnage is carried, and conse-\nquently requires the strongest track, is that between the Junction and Richmond,\nthe greater portion of which is still laid with a strap rail. The continuance of\nthat rail will entail on the company a very heavy expense in repairs of road, and\nnot only reduces the amount of the tonnage of each burthen train, but limits\ntheir speed, as well as that of the passenger trains, all of which operate seriously\nagainst the interest of the company; and your board think that during the next\nyear the whole line from Richmond to the Junction should have a heavy bar.\nIn connection with this subject, the straightening the road in several places should\ncommand the attention of the engineer, which should be done wherever desirable\nbefore a new track is laid.\nDigitized by\nGoogle\n534\nDoc. No. 17.\nRelaying from Gordonsville to Charlottesville.\nThis section of the road is also laid with the flat bar, and the general arga-\nments in favor of the adoption of the beavy rail are applicable here as elsewbere,\nthough the necessity is not 80 urgent as in the case of the section near to Rid-\nmond.\nThe board believe, nevertheless, as a proper regard to the safe working of this\nsection would require such large expenses in repairs whilet the flat rail remains\non it, that the stockholders should authorize it to be relaid during the next year.\nif the board should find no impediment in the way of its execution that might\nsuggest its postponement.\nCondition of the Road and Motive Power.\nOn this subject the board, referring you to the report of the superintendentel\ntransportation and that of the committee charged with the duty of making at\nexamination, will only remark that the T rail now extends from the Junction\nGordonsville, and that they believe the road and motive power, taken as a whole\nis in better condition than usual.\nIn conformity with a recommendation of a committee of the stockholders #\nthe last annual meeting, and at the suggestion of the superintendent of transport\ntation, the workshops have been removed to Richmond, which your board feel\nconfident will result in a saving in the class of expenses connected with those\nshops. Ground for this purpose has been obtained on favorable terms, being\neither vacant or occupied with buildings of little value, and your board believeit\nwould be good policy to make a further enlargement of ground if it can be ob-\ntained on good terms.\nReceipts of the Last Year.\nThe receipts of the year ending 30th September amount to $ 210,052 11, ex-\nceeding those of the previous year by $33,306 17, being an increase of nearly\n20 per cent. The expenses on the other hand have not increased in the same\nratio, the general charge for this year's expenses being only $9,391 54 cents mont\nthan that of last year, whilst the receipts have exceeded those of last year by\n$33,306 17.\nIt is particularly gratifying to observe this addition to the revenues of the com-\npany, as it has occurred without any material extension of the road, and during\na period when a large extent of country tributary to the road has suffered a most\nserious curtailment of the wheat crop by the ravages of the joint worm. It may\ntherefore be regarded as the natural growth of business which the improvement\ncreates. and is calculated to inspire greater confidence in the ultimate value of the\nstock.\nIn conformity with the settled policy and practice of the company, the board\nhave doclared a dividend of 10 per centum on the stock held under the acts of\n1836-38-'47-'48 and '51, that being the investment in the present working part\nDigitized by Google\nDoc. No. 17.\n535\nof the road : this dividend to be settled by the issue of the bonds of the company,\npayable on the 15th day of October 1875, the interest payable annually at the\noffice of the company, and the bonds bearing date on the 15th day of October\n1853.\nThe treasurer has furnished the usual tables showing the receipts, disburse-\nments and general condition of the company.\nYou are referred to the report of the chief eugineer, in which will be found not\nonly his estimate of the value of the temporary track, but a most satisfactory\nargument on the gauge of the Covington and Ohio road.\nThe report of the superintendent contains some interesting details of expendi-\nture in his department, not before furnished.\nAll of which is respectfully submitted, on behalf of the board.\nE. FONTAINE, Pres't.\nRichmond, October 12, 1853.\nDigitized by Google\n536\nDoc. No. 17.\nENGINEER'S REPORT.\nPresident and Directors Va. Central R. Co.\nGENTLEMES,\nMy first daty. after accepting the appointment of chief engineer of\nyour company in April, was to give attention to the location of the line west of Millboro',\nwhere the difficulties opposed by the topography of the country were very great, and the\ncost of the work promised to be heavy. This line was prepared for contract, under my\ndirection, by H. D. Whitcomb, who now has the charge of its construction as division\nengineer. The location was made by him, and the credit of it is due to him.\nAll the heavy sections on this division of the road were offered for contract, and allotal\nto contractors of unusual energy and responsibility, on the 15th of July. The first 18.\nmost difficult section was vigorously commenced within about one month from the letting\nof the work, by Henry Cady, an experienced contractor of New York; and there is M\nreason to doubt that it will be completed in the time stipulated in his agreement with the\ncompany-December 1854.\nThe most of the other contractors are also on the ground, and the heavy sections M.\nthat division are generally progressing well-those most difficult and first needed being\nfurthest advanced.\nExtension of the Line to Corington.\nAbout the time of the letting in July, it was ascertained that the Board of public were\nhad determined to fix the eastern terminus of the Covington and Ohio road at Coving\nand to cause further surveys to be made before deciding on the route west of that place\nIn consequence of this action, and for the purpose of avoiding loss of time, your bont\nauthorized a survey and location of the link of road which would thus be left between\nClifton Forge and Covington, in anticipation of its construction by this company. The\nsurvey is now in progress, and the results will be reported before the close of this year.\nThe work that will be required on this extension, though not light, is yet not remarkable\nfor opposing any serious difficulties; and its annexation to the Central road cannot, in my\njudgment, be productive of any injury to the company. It will be prepared, and may in\noffered for contract, at any time your board think it expedient to commence the work.\nBut in consequence of the delay which has attended the selection of a route west w\nCovington, I think it will be in our power to postpone the making of contracts until BES\nspring, or at least until the state work is ready for letting, and still bring that section in\nuse as soon as the line crossing the Alleghany mountain can be put in a condition for\nbusiness.\nMy present plans contemplate the opening of the road from Millboro' to Clifton Forg\nsimultaneously with that from Clifton Forge to Covington, and the division of the with\nwork extending from Covington to the western base of the Alleghany.\nBlue Ridge Temporary Track.\nOne of the first questions which occupied my attention after engaging in the service w\nyour company, was the means most proper to be adopted to remove the unfortunate is\npediment to the successful working of the Central road, which is presented by the Blas\nRidge.\nBut the pressure of other and more immediate duties, and the want of an adequate corpt\nto meet the increased and increasing labors of the line, prevented me from taking hold E\nDigitized by Google\nDoc. No. 17.\n537\nthat subject until late in June. The first preliminary examination, however, satisfied me\nthat a temporary track might be constructed at an admissible cost, which would serve to\nconnect the company's works east and west of the mountain, and render the line\ncontinuous.\nThe overcoming of this obstacle appeared to my mind indispensable to the successful\ndevelopment of your enterprise. The investment made and speedily to be made in the\nconstruction of the road from Richmond to Millboro', amounting to about $ 3,100,000,\nhas and will be applied to the completion of two distinct and disconnected roads.\nThe road east of the Blue Ridge is 107 miles long, and including machinery, has been\nconstructed at a cost of about $1,700,000.\nThe road west, extending from Waynesboro' to Millboro', a portion of which will be\ncompleted and ready for use this year, and the residue by about the middle of next year,\nis 51.16 miles long, and will have cost, when fully equipped with stations and machinery,\n$1,400,000.\nThese investments. amounting together to an aggregate of 3,100,000, ought to offer\nreciprocal support each to the other: but in consequence of the intervening mountain, the\ntwo lines must be worked in separate parts, and, of course, at great disadvantage.\nTo manage these two independent roads would require a double establishment of\nengines aud cars, depots for freight and passengers at the eastern and western bases of the\nmountain, increased agencies, an extensive portage, involving the necessity of a heavy\nstock of coaches and teams, and would necessarily be productive of serious expense,\ndamage to property, loss of time on freight and passengers, and give rise to well founded\npublic complaint and discontent.\nBut these, great as they are, were yet not all the evils to be foreseen, and avoidable only\nby a continnous road. The embarrassments which this portage would occasion, it was\ncertain, would materially reduce the business of the line and drive it upon rival works.\nIn view of these facts, I was induced, after a preliminary survey, to recommend the im.\nmediate construction of a temporary road across the mountain, sufficient to pass the busi-\nnew of the line during the time required for the completion of the tunnel. The results of\nthe experimental snrvey were reported to your board at Bath Alum on the 17th of July;\nand I had the gratification to find that the recommendation was unanimously approved.\nI was accordingly authorized by a resolution of the 18th July to proceed to carry out\nthe plan; and within one week from the adoption of that resolution, had contracted for\nmuch of the work, and within ten days thereof a respectable foree, under an energetic\ncontractor, had commenced on the mountain.\nThe usual difficulties and disappointments incident to the concentration and organization\nof large forces, were of course encountered here, but they have been severally met and\ngradually overconie. By the 1st of September the force engaged numbered over 200\nmen, and in the first week of October the grading for the track on the western slope of\nthe ridge was finished, and with the exception of some trestle work, ready for the rails;\nwhile that on the eastern slope was well advanced.\nThere is now a reasonable prospect that we shall be prepared to pass the trains over the\nmountain at a somewhat earlier day than that which I originally designated-the last of\nDecember.\nTwo engines, both to be delivered in the month of December, have been ordered to\nwork this road. These engines I have concluded to have provided with a portable tank,\nso as to dispense with the weight and resistance of the tender, and increase 80 much the\nffective load.\nThe speed contemplated is from five to six miles per hour, and the ordinary weight of\nthe train in good weather will be about 50 tons.\n6S\nDigitized by\nGoogle\nDue.\nsm\nCharacteristicry the Temporary\nThe amiesed profile will exhibit the characteristics of the temporary track.\nThe ruling grade of the road, on straight lines, is 5.3 feet in 100, or 279.81 fact\nThe maximum grade, on straight lines, is 5.6 feet in 100, or 295.68 feet par mile.\nThe minimum radius of curvature is 300 feet, and this limit is adopted very Sugarity.\nThe maximum grade on such curves is 4.5 feet in 100, or 237.6 per mile.\nThe total length of the track from the point where it leaves the state read on\nside to the summit of the mountain, is 12,500 feet, or 2.37 miles; and in this distram a\nelevation of 610 feet is overcome.\nThe total length of the track from the summit of the Blue Ridge to the international\nthe temporary track with the state road, on the western side, is 10,650 feet, or 2.00 -\nand the track descends in this distance 450 feet.\nThe elevation of the summit of the mountain in Rockfish gap, where it is crossed lyde\ntemporary track, is 415 feet above the grade of the state road at the western parti,net\n4711 feet above the grade of that road at the eastern portal of the long tunnel.\nThe tunnel descends at the rate of 70 feet per mile, or 56} feet in its entire lengther\n4,248 feet.\nThe total length of the temporary track from its intersection with the state read ente\nwestern side of the Blue Ridge to its intersection therewith on, the eastern side, in 23,100\nfeet, or 4.38 miles.\nThe distance along the state road, passing through the tunnel, measured between the\nsame extreme points, is 18,608 feet, or 3.52 miles. The loss of distance in creasing the\nmountain on the temporary track, compared with the distance through the tunnel, income\nsequently, 86-100ths of a mile, or 4,542 feet.\nThe cost of this work I estimated at $ 50,000 over and above the value of the materials\nthat may be used again when the completion of the state road will enable us to abandes\nthe temporary track. But, in consequence of an unexpected delay in completing certain\ncuts and embankments on the state road east of our intersection therewith, it will be nece\nsary for us to run round these impediments likewise, by which the length of the temperary\ntrack will be increased and the cost of the work somewhat enhanced.\nThe total length of the temporary track, including the portion around Robinson's bellow.\nand the rock cut east thereof, and that around the second or middle tunnel, is 5.47 miles.\nEstimate of the Value of the Temporary Track.\nAs the propriety of constructing this temporary track has been made a subject of crit-\ncism, it is my wish to submit the facts which induced me to recommend the measure is\nsome detail.\nThe state had, by an act of the legislature dated March 5, 1849, directed the constructies\nof a railroad across the Blue Ridge, extending from Meechum's river to Vaynesboro'. 1\ndistance of 17.8 miles. This work was commenced in the autumn of 1849, and has been\nprosecuted steadily ever since.\nThere are to be three tunnels on the line, the most eastwardly and the shortest of which\nis 423 feet long, and is now nearly completed. The second is 780 feet long. and ⑉\nconsiderable progress has been made towards its execution, but the probable time of is\ncompletion is not a subject of easy calculation. It is certainly remote.\nDigitized by Google\nDoc. No. 17.\n539\nThe third and principal tunnel is 4,248 feet long. Its progress from the beginning ap-\npears to have been as follows:\nOctober 1st, 1850, the total penetration was\n-\n-\n-\n80 feet.\nNovember 4th, 1851,\n\"\n\"\n\"\n.\n-\n- 755 \"\nOctober 1st, 1852,\n\"\n\"\n\"\n-\n.\n- 1538 \"\nOctober 1st, 1853,\n\"\n\"\n\"\n-\n- 2290\n\"\n.\nThe progress made during the last year has therefore been 752 feet, or at the rate of 63\nfeet per month and the total distance yet to be excavated for the completion of the work,\non the 18th day of October 1853, was 1958 feet. If the future progress, therefore, be equal\nto the progress of the last year, or 63 feet per month, it will require 31 months from the\nfirst day of October to finish the job.\nThis is the precise conclusion at which we arrive by applying the practical results of the\nlast year as the measure of the average rate of progress for the auture. If we base the\ncalculation on the progress of the work during either of the two preceding years, the\nresult will be almost identically the same.\nWe might, therefore, if the past progress is to be regarded as a fair measure of the\nfuture progress, fix on tn o years and seven months from the 1st of October-or the 1st of\nMay 1856-as the period when the completion of the tunnel may reasonably be expected.\nBut, as the difficulties of drainage, ventilation and transportation increase as the depth of\npenetration increases, I do not think we ought to trust the great interests of this company\nto any confident hope that the Blue Ridge road will be opened to the public within three\nyears from this time.\nI do not intend to reflect, and do not wish to be regarded as reflecting. upon the pro-\ngress of a neighbor's work. I have enough to do in attending to my own duties, to\noccupy my whole time, and have neither taste nor leisure lo participate in the censures of\nany portion of the public upon others. My purpose is simply to rest a computation for\nthe future on the experience of the past, in a matter of deep concern to this company.\nIf the tunnel were likely to be finished at an early day, the construction of a temporary\ntrack might be a proposition of doubtful expediency ; but if, on the contrary, it is to be a\nwork of two or three years, a vital interest of our own demands the speedy construction\nof a substitute.\nBefore recommending this work to your board, I prepared an estimate of the probable\nvalue of the temporary track to the company for each year that it might be needed. The\nestimate which I then made for my own guidance, and subsequently read to the board,.\nwith the modifications which further observation and reflection seem to require, is\nherewith submitted in detail. These calculations, however, are not offered now as\nestimates based on well ascertained facts; for the tonnage and passengers to be conveyed\nacross the mountain during the progress of the work must necessarily be, to a very\nconsiderable extent, conjectural.\nProbable Saving due to the use of the Temporary Track for one Year.\n1. There must be transported across the Blue Ridge next year (1854) about 4,000 tons of\niron, chairs and spikes for the construction of the track from Staunton to Millboro'.\nThis iron. if there were no temporary track, would need to be taken from the cars at\nthe little tunnel, placed in wagons and hauled over the mountain, to the western side of\nthe large tunnel-a distance, by the road to be followed, of nearly 8 miles-and there\npiled or placed again in cars.\nDigitized by Google\n540\nDoc. No. 17.\nI estimate the haulage of this iron at 3 50 per ton,\n-\n14000 ()\n2. Twice hauling of this 4,000 tons of iron, in taking it from the cars to the\nwagons, and from the wagons to the cars, including piling when necessary,\nat 50 cents a ton.\n-\n2000\n3. The cost of transporting an average of 100 passengers a day, or an\naggregate of 36,500 persons for the year 1854.\nThese passengers would also be carried 8 miles. The number is con-\njectural. The cost is based on the sum which the company would have been\ncompelled to pay, as ascertained by negotiations and contracts, or $1 per\npassenger,\n-\n.\n-\n-\n-\n36500 00\n4. The cost of transporting an average of 50 tons of freight daily, or\n18,950 tons a year, in wagons, across the mountain, at a price sufficiently\nascertained by several contracts, or 83 50 per ton, -\n-\n-\n63875 ₩\n5. The cost of handling this freight, and of storing a part of it, both at the\nlittle mel, and at the western end of the large tunnel, at 75 cents,\n-\n13687 \"\n6. The cost of temporary stations for passengers, freight depots, stables,\ntemporary water stations, &c. at the west end of the long tunnel, in 1854,\nand at the east end also on the completion of the middle tunnel.\n-\n5000 #\n7. Salaries of clerks and agents at these tunnels. for one year,\n-\n300]\n#\n8. The cost of hauling the rolling stock across the mountain to furnish the\nwestern line, viz:\n8 locomotive engines and tenders, at 250,\n-\n2000 00\n10 passenger and baggage cars, at\n80.\n-\n800 00\n60 freight cars-single. at\n25,\n-\n1500 00\n-\n20 stock, gravel and dirt carts, at\n25,\n-\n500 00\nFor hauling cars and engines over the mountain,\n-\n4800.00\n9. The value of this stock would be about $100,000, and the damage\nwhich the machinery would suffer from being hanled many miles over a rough\nturnpike cannot be estimated at less than 5 per cent.\n-\n-\n30000\nEstimated expense of the portage in 1854,\n-\n-\n- $1478.00\nFrom the cost of this portage we must deduct the\nCost of maintaining and working the Temporary Track.\n1. Cost of maintaining 53 miles of temporary track, for one year, at\n$1,000 per mile,\n-\n.\n-\n-\n,\n55001\n3. Annual depreciation of 51 miles of temporary track, for one year, at\n$300 per mile,\n-\n-\n-\n-\n-\nI\n1639\n3. Cost of running 4 daily trains across the mountain, drawn by the\nthrough engines. say 25 miles, at $1 per mile run, or $25 per diem. for 365\ndays,\n-\n-\n-\n-\n-\n-\n9125\n4. Cost of running an extra freight train every other day. say 12} miles, at\n$1 per mile run, or $12 50 per diem for 150 days,\n-\n-\n-\n1875\n5. Cost of running a heavy assistant engine 6 trips a day, or 40 miles. at\n30 cents a mile, or 12 per diem for 365 days,\n-\n-\n-\n4380\n6. Add for unforeseen extra trains,\n.\n#\n-\n2000 de\nAnnual cost of maintaining and working temporary track,\n-\n- 24530 @\nDigitized by Google\nDoc. No. 17.\n541\nNow the annual cost of portage has been estimated at\n147862 00\nDeducting the cost of maintaining and working the temporary track,\n24530 00\nAnd we obtain for the saving due to the temporary track for one year. on\nthe assumed amount of trade and travel,\n- $123332 00\nIt results from this calculation, in which I have placed the annual cost of maintaining and\nworking the temporary track at a very high figure, that the saving due to the use of the\ntrack the first year will be more than double that portion of the cost of its construction\nwhich will be lost when the track ceases to be used.\nBut this estimate takes no account of the increased cost of working the company's road\neast and west in two parts, which is a very important item.\nThe second year, or in 1855, if the middle tunnel on the Blue Ridge-which has been\nfrom three to four years in hand, and found to be a work of considerable difficulty-should\nbe completed, the length of the portage would be reduced to a mile and a half. But there\nis little probability that that tunnel will be completed within a year. And even when finished,\nthere will still remain the cost of transhipment, and double handling, and haulage over the\nmountain of all the freight and passengerss to and from the Valley, together with the iron\nneeded for the extension of the road from Millboro' to Clifton Forge or Covington. There\nwill also be, that year, a greatly increased trade and travel, consequent both on the exten-\nsion of the line to the west, and on the impetus to business which will be felt in the coun-\ntry along the road, and also on the diversion of trade from rival routes to the road, as it is\nextended westwardly.\nFrom these causes I estimate that the saving consequent on the temporary track, in 1855,\nwill probably be equal to that of 1854. It may, in fact, be much greater.\nBut I do not believe, and I think I have shown, that there is no reasonable ground to\nhope for the completion of the tunnel without much extra exertion, in less than three years\nfter the completion of the temporary track.\nAt all events, it is clearly the part of prudence to assume three years for the period du-\nring which the company is still to be deprived of the use of the state road. On that I base\nmy computation, and, if I am correct in my conclusion, this company will save by the use\nof the temporary track which they are now building, on the items set down in the forego-\ning estimate alone, about 370,000.\nBut there is still another consideration of great importance, which has not been noticed\nin the preceding computation, but which is deserving of much weight in estimating the\nvalue of this temporary track. My estimate, 80 far, has been based on the reduction of the\ncost of conveying a given amount of freight and travel across the mountain by the tempo-\nrary road. It takes no account of the increase of business which may confidently be looked\nfor in consequence of dispensing with the portage and increasing the facilities of the line.\nThe profits of this increase of business will not be confined to the western division of\nthe work. but will be spread over the entire length of the road. The average length of\ntrack which will be in use during the next three years will exceed 180 miles; and if the\naverage charge for freight during this period is 5 cents per ton per mile, each ton added to\nthe freight business of the road, by reason of maintaining the continuity of the line, will\nyield a gross revenue of $9, and a profit of about $ 4 50.\nEach additional passenger thereby secured to the road, at 3 cents per mile, will, under\nthe same circumstances, yield a gross revenue of $ 5 40, and a net profit of about $ 3.\nNow. in the competition for trade, the choice of routes will often depend on the question,\nwhether the Connage is to be transhipped at the Blue Ridge and twice rehand there, or\nwhether it will be received in the cani at Staunton and carried thence to its destination with-\nout break of bulk.\nDigitized\nby\nGoogle\nDue. No. 17.\nalone will be decisive of the direction it\nof the uncertain value of this quantity. I will\nimmittibe that it will reach some definite and moderate\nwages leads a day, and 10 passengers, or 1 coach load\n- or too small, will give the following result:\nir 365 days, gives 7,300 persons, at $3,\n21900 00\n25 days, gives 7,300 tons, at $ 4 50,\n32850 00\ndue to this assumed increase of business,\n54750 00\nand practically realized, and the tunnel should chance\nthe company will profit by the removal of the impediment\nacreased business alone,\n165000 00\nestimated saving in the cost of transportation of the\na portage, or $123,332 per annum, for a period of\n370000 00\nrebable value of the' temporary track,\n535000 00\nto your board to be extravagant, and I cannot of course assert\nBut such, nevertheless, is my opinion; and it will be easy for\nmy figures as in his own better judgment may seem proper. If\nto only one-fifth part of my estimate, it will amply justify the\ndeemed it my duty to recommend. Experience almost everywhere,\nthat the business obtained exceeds the anticipations of the public.\nwill form no exception to the common rule. At all events, I have\nordered in full faith, to advocate the most ample preparation for the\nthe\nbusiness which is about to come, or which a bold and wise policy\nPreparations for Business.\nand the fact ought not to be overlooked, that this road is now but\nthe accommodation of the heavy business which the extension of\nI\nRichmond into the Valley, and thence westwardly, is to produce.\nprompt correction. We are putting a great machine in motion,\nthe\ncompany to provide the means to work it safely and economically.\nN that rail which still forms a part of the track between Richmond and\nscareely be adequate to bear the weight of the trade of next year with\n- be speedily superseded by a bar similar to that which we are about\n2,\nStaunton.\nat present prices of iron, about $ 9,500 per mile, or for the forty\nnow run from Richmond to Meechum's river, 107. miles, will next\nRechmond to Millboro', 176 miles. The tonnage of the road will be\nwith the mileage of the engines. The increased tonnage and the\n2 week will require a large increase of rolling stock, in addition to that\nthe\nboard.\nthere will be needed an outlay of not less than $ 500,000 on the track,\nwho\nAr the proper accommodation of the business that may reasonably be\nDigitized by Google\nDoc. No. 17.\n543\nI will not, bewever, introduce any estimate of the probable amount of the prospective\nincrease of business.\nI doubt not that it will be large, though the travel will be materially restricted by the\ndeficiency of adequate accommodations at the watering places in the mountains during the\nsummer season. There is at this time a want of confidence in the prompt extension of\nthe track west of Staunton; and it may not, perhaps, be in our power to give a sufficient\ndemonstration of the certain progress of the work, until it will be too late to provide for\nthe wants of the public.\nIt is, therefore, proper to state that the present expectation is to extend the track ten\nmiles beyond Stannton this winter, and to Craigsville, twenty-two miles west of Staunton,\nin May. From Craigsville to Millboro', I think there will be no impediment to the exten-\nsion of the track as fast as the iron can be put down by an efficient contractor. My hope\nis to reach Millboro' about the 1st of August.\nGauge of the Road West of Corington.\nThe success of your work, it has long been supposed, is in a great degree dependent on\nthe gauge of the road from Covington to the Ohio. In this opinion, however, I have not\nconcurred; for whatever may be the gauge at first established for that line, the public con-\nvenience and necessity will compel a return to that of the Central road so soon as a con-\nnection is formed with the works of Kentucky and Ohio.\nBut this question of gauge, formerly of so much interest, can now no longer be regarded\nas open for discussion. .The recent development of the policy of those western com-\npanies, with whose lines the works of Virginia are to connect, seems to place the whole\nmatter beyond the reach of future controversy.\nThe state of Virginia and the state of Kentucky have each, in the course of events. but\napparently without pursuing any fixed or common plan, adopted two distinct gauges, viz:\na 5 feet and a 4 feet 84 inches gauge.\nNow, it is a somewhat remarkable and a very important fact, that all the roads of Vir-\nginia designed to share the western trade, which lie on the south of James river, have\nadopted the 5 feet gauge; and that all the roads of Virginia lying north of James river\nhave adopted the 4 feet 84 inches gauge; while all the roads in the southern part of\nKentucky and Tennessee have adopted the 5 feet gauge of the southern Virginia roads,\nand those in northern Kentucky have adopted the 4 feet 81 inches gauge of the northern\nVirginia roads.\nIt is difficult to conceive of a state of facts more fortunate for Virginia than this; since,\nby connecting her northern family of 4 feet 81 inches gauges with the northern cluster of\nKentucky roads, she secures to her own ports and seaboard an outlet for the trade, which\nwill be collected by that extensive net work of western lines, without break of bulk. And\nfurther, by connecting her southern family of 5 feet ganges with the southern cluster of\nKentucky and Tennessee lines, having tracks of the same width, she also secures the trade\nof that portion of the southwest which is traversed by lines of 5 feet track, to her own\nports.\nUnder such a state of facts, it would be a strange infatuation indeed, that would propose\nto insert a link of narrow track on the line of the southwestern road, and compel two\ntranshipments of all the commerce of southern Kentucky and Tennessee before it can get\ninto Virginia; or a link of wide gauge on the Central line to compel a break of bulk and\ntranshipment of all the travel, products and supplies of northern Kentucky, before they\ncan enter this state.\nIt is not to be supposed, either, that they who are interested in the Central line will ever\nbe so ambitious of monopoly as to wish to interrupt the passage of the legitimate trade of\nDigitized\nby\nGoogle\n544\nDoc. No. 17.\nthe roads south of James river, by inserting a link of narrow gauge on the Lynchburg\nTennessee rond, to divert its business to the north; or that the interests south can has\nmuch doubt of the sufficiency of the trade of the fertile southwest, which is to be bro\nforward by the Tennessee road, to sustain that line, as to seek to interpose impedia\nand compel needless transhipments on the Central route.\nMy own confidence in the resources of the southwestern rond has never failed. I\nnever considered it necessary for that work to encroach upon the ground of its XX\nneighbor to insure it the most liberal support.\nIndeed, there is clearly trade enough belonging to each section of the state to N\nthe proper roads of the section: and I do not doubt that we shall all be sufficiently\nployed in extending our several lines and putting them in proper condition to receiv\npass the tide of their legitimate commerce as it flows into our respective channels.\nIt has. I know, been suggested that a wider gauge than that which has become\nuniversal in this country and in all Europe, is intrinsically better than that which is\nneral use. I do not know that I should deny the fact if that were the question here.\nBut the problem is not now to ascertain what would be the best gauge for a railroad\nwhich is best for the Covington and Ohio road, connecting as it does, with a system\nroads of narrow gauge at its western extremity, and another system of the same DD\nspreading over all northern and central Virginia, at its eastern end.\nIf the question were still a new and open one, I believe that I should be inclined\ncommend a six feet gauge from Richmond to Cincinnatti, there to connect with the six\ngange leading from Cincionati to St. Louis, and from St. Louis. westwardly, and the\ntain an advantage over all competitors north or south. But this question of intrinsic\nriority has been foreclosed by the net work of narrow ganges extending from the we\nborder of Virginia through northern Kentucky and southern Ohio to Cincinnatu and\nthese our cars must pass.\nI know it is often contended that cars will not run great distances even if the gauge\nmade continuous. But there is really no practical difficulty in the way ; and the day is\ndistant when they will traverse the plains from the Atlantic to the Pacific without tran\nment.\nIt is probable. however, that the through cars will not be owned by the separatecol\nnies whose roads constitute the through lines, but by the individual or associated to\nporters, who will provide their own stations for repairs. Even now, to avoid train\nments, cars are loaded with freight at Philadelphia, and carried over the Wilmington\nBaltimore road, crossing the Susquehanna on the top of a ferry boat-drawn through\nstreets of Baltimore by horses, and sent over the Baltimore and Ohio road to Wheel\nThey will also be sent forward from Wheeling to Cinciunati and St. Louis as soon as\nroads leading thither are finished.\nTo secure a continuous gange, and a narrow gauge too, from Philadelphia to\ncinn\"ti. the Pennsylvania railroad company have recently subscribed 750,000 to aid\nconstruction of a road from Wheeling to Cincinnati, through Ohio, the nearest termini\nwhich is 400 miles from Philadelphia. and the remoter terminus more than 650 miles\ntant. To secure the same object-a continuous gange-the city of Philadelphia, in\ncorporate capacity, has subscribed $ 500,000 to the stock of the Hempfield.road, formi\npart of the same line. And to recure an interest in the trade and travel of Kentucky\nPennsylvania railroad company and merchants of Philadelphia have subscribed to\nstock of n road in that state, to be constructed on the Pennsylvania gange: thus par\nbeyond the state, across a portion of Virginia, over more than two hundred miles\nterritory of Ohio, and twice crossing the Ohio river, to secure the advantage of a.e\nnuons gauge into Kentucky.\nDigitized by Google\nDoc. No. 17.\n545\npresident of the Cincinnati, Marietta and Wheeling company, in Ohio, in his re-\nreport, congratulates the stockholders that his company, by these subscriptions, has not\nsecured an unbroken gauge to Philadelphia, but that, in consequence of the adoption\nthe 4 feet 81 inches gauge for the Covington and Ohio road, by Virginia, they would be\nalso to send forward their freighted cars from Cincinnati and southern Ohio, by the\nanawha branch of the Central road, and a bridge across the Ohio, without transhipment,\nto Richmond.\nWhile the intelligent president of this Ohio road, in a most practical, comprehensive,\nand business like report, thus points out the advantage of a continuous gauge through Vir-\nginia, naturally supposing the question to have been settled here, as every motive of pru-\ndence and economy must clearly settle it,) is it to be supposed that Virginia will disappoint\nhis calculations, by unnecessarily interposing two transhipments on the line-two tran-\nshipments serving no earthly purpose but to force off, and away from her borders, that\nwestern trade which the state is spending millions of dollars to secure.\nThe idea is certainly too preposterous for further discussion, and I think the question\nhas been virtually settled by the adoption of a 4 feet 84 inches gauge, on the road from\nBig Sandy to Mayeville, and its extensions north and west through Ohio and Kentucky.\nTheqe views are respectfully submitted.\nCHARLES ELLET, JR.\nChief Engineer.\n69\nDigitized by Google\n546\nDoc. No. 17.\nA.\nReturn of the state of the Virginia Central Railroad Company for the year\ning the 30th day of September 1853.\nCapital stock\nSubscribed by the commonwealth, under the\nAct of 1836 and 1838, 1,890 shares, at $ 100,\n189000 00\n\"\n1847,\n1,500\n\"\n-\n150000 00\n\"\n1849 and 1852,\n1,087\n\"\n=\n.\n108700 00\n**\n1850 and 1853, 5,574\n\"\n\"\n.\n557400 00\n\" 1851,\n2,475 **\n\"\n247500 00\n12526\nSubscribed by individuals and counties, viz:\nSubscribed by individuals under the\nAct of 1836 and 1838, 2,250 shares, at $100,\n-\n225000 00\n:\n1847,\n1,000\n\"\n\"\n-\n100000 00\n\" 1848,\n660\n\"\n\"\n-\n66000 00\nSubscribed by individuals 556, and by Augusta county 200,\nacts 1849 and 1852, 756 shares, at 100,\n-\n75600 00\nSubscribed by Monroe and Greenbrier counties, each 500\nshares, act 1850, 1000 shares, at $ 100,\n-\n-\n100000 00\nSubscribed by individuals, acts 1850 and 1853, 976 shares,\nat $ 100,\n-\n-\n.\n-\n97600 00\nCity of Richmond 2000 shares, at $ 100,\n-\n-\n200000 00\n8642\nDebts due by the company, viz :\nBonds guaranteed by the state, and payable in 1880,\n-\n100000 00\nCoupon bonds issued by authority of the stockholders at their\nannual meeting in 1851, and payable in 1872,\n-\n206500 00\nBonds for loans, not guaranteed,\n-\n-\n105705 74\nBonds issued to contractors for work done between Junction\nand Richmond,\n-\n-\n-\n56944 42\nCertificates of debt issued for dividends, and payable in 1852,\n566 87\nCertificates of debt issued for dividends 1st October 1851, and\npayable in 1866,\n-\n-\n-\n-\n79680 00\nDividends due in cash, and unpaid,\n-\n-\n1091 85\n55048\nReceived for premium and interest on guaranteed bonds,\n,\n0\n119\n\"\nfor interest on unpaid subscriptions to stock,\ni\n7:\n\"\nfor rent of real estate,\n-\n118\nReceipts for transportation from commencement,\n-\n10084]\nDue by the company to individuals, viz :\nStatement B, open accounts,\n-\n-\n31342 21\n\"\n\"\nnotes,\n.\n-\n-\n36914 85\n68%\n374701\nDigitized by Google\nD'oc. No. 17.\n545\nExpended in construction of the road from commencement, viz:\nFor grading, superstructure, iron, bridges, engineering ex-\npenses, &c. between Richmond and the Junction, and for\nbuildings and scales for depot in Richmond,\n321442 03\nin\nFor land damages between the Junction and corpo-\nration line of the city of Richmond, and for da.\nmages and right of way within the city of Rich-\n=\nmond,\n42179 13\nFor lots purchased adjacent to the depot in Rich-\nmond,\n-\n-\n32785 33\nExpended in the construction of the road between\n-\nJunction and Gordonsville,\n-\n.\n412319 58\nF\nExpended in construction of the road between\nGordonsville and Woodville,\n-\n366257 46\nExpended in construction of the road between\nWoodville and Mechum's river,\n-\n-\n114091 84\nCost of road and buildings between Richmond and\nMechum's river, including lots purchased adja-\ncent to depot in Richmond,\n- 1289075 37\nExpended in construction of the road between\nWaynesboro' and Staunton,\n-\n- 210466 77\nExpended on account of surveys of routes between\nStaunton and Covington, and construction of the\nroad between the same points,\n-\n-\n396177 19\n1895719 33\nEquipment account-expended for locomotive engines, pas-\nsenger coaches, baggage cars, burthen cars, land and work\nshops at the Junction, with tools, fixtures, bags, &c.\n-\n216438 44\nPaid for relaying road between Junction and Gordonsville,\n203510 29\nPaid for a negro man,\n-\n600 00\nReal estate-tenements in Richmond near the line of the\nroad, and houses and lots at the Junction and Trevillian's\ndepot,\n-\n-\n16527 00\nTemporary track across the Blue Ridge,\n-\n-\n50419 66\nPaid for transportation expenses from the commencement,\n562212 57\nDividends declared since the commencement,\n-\n196880 13\nPaid interest from 1st October 1850 to 30th September 1853,\n65020 95\nAmount of commonwealth's subscription to capital stock\nunpaid, viz:\nUnder the acts of 1836 and 1838,\n-\n1200 00\n\"\n\"\n\"\n1847,\n-\n.\n1478 54\n\"\n\"\n\"\n1849 and 1852,\n-\n-\n4744 74\n\"\n\"\n\"\n1850 and 1853,\n.\n-\n242819 73\n\"\n\"\n\"\n1851,\n-\n-\n4914 12\n255157 13\nAmount of individual and county and corporation sub-\nscriptions to the capital stock unpaid, viz:\nUnder the acts of 1836 and 1838,\n.\n2115 05\n\"\n\"\n\"\n1847,\n-\n.\n451 08\nDigitized by Google\n548\nDoc. No. 17.\nUnder the act of 1848,\n.\n.\n1946 03\n\"\n\"\n\"\n1849 and 1852,\n-\n-\n3409 28\n\"\n\"\n\"\n1850 and 1853,\n-\n.\n180037 86\n187959 30\nPaid discount on coupon bonds,\n-\n-\n11810 00\nThis sum advanced from time to time to Elisha Melton, for\nwork done between the Junction and Richmond, amounting\nto $ 18,000, (which, by contract, was'to have been paid for\nin stock at par,) entitling him to 180 shares, but which has\nbeen transferred by him to the Virginia Central railroad\ncompany, at $ 50 per share, and canceled, .\n-\n9000 00\nDebts due to the company other than on account of\nstock, viz:\nDue from individuals, as per statement B,open accounts,\n33524 18\nCash on hand 30th September 1853,\n42319 24\n$ 3747098 22 3747098 22\nE. E.\nJ. GARRETT, Treas's.\nDigitized by Google\nDigitized by Google\n550\nDoc. No. 17.\nB.\nStatement of the Receipts and Disbursements for\nReceipts:\nBalance of cash on hand 30th September 1852, per last report,\n29896 07\nDebts due to the company other than on account of stock,\n39666 88\n69562 95\nReceipts for transportation within the year end-\ning 30th September 1853, viz:\nFor passenger fare,\n-\n-\n-\n85384 84\nfreight, -\n-\n-\n-\n112344 20\ntransportation mail,\n-\n-\n-\n9655 82\nexpress freight,\n-\n-\n-\n1837 11\nmiscellaneous receipts,\n-\n-\n134 81\n209356 78\nFor rent of real estate,\n-\n-\n-\n-\n695 33\n210052 11\nBonds for loans not guaranteed,\n-\n-\n-\n-\n34320 29\nReceived for land damages, extension west, (lots sold,)\n-\n-\n91 54\nReceipts on account of capital stock, viz :\nFrom individual stockholders, under act of 1847,\n851 36\n\"\n\"\n\"\n\"\n\" 1848,\n585 57\n44\n\"\n\"\n\"\n\"\n1849 and 1852,\n14262 88\n\"\n\"\n\"\n\"\n\"\n1850 and 1853,\n177020 29\n.\n192720 10\nFrom commonwealth under act of 1847,\n-\n-\n2849 17\n\"\n\"\n\"\n\"\n1849 and 1852,\n-\n19805 59\n\"\n\"\n\"\n\"\n1850 and 1853,\n-\n253767 19\n\"\n\"\n\"\n\"\n1851,\n-\n-\n2918 42\n279340 37\nCarried forward,\n.\n-\n-\n$ 786087 36\nDigitized by Google\nDoc. No. in\n551\nthe year ending 30th day of September 1853.\nDisbursements:\nDebts due by the company to individuals, 30th of Septem-\nber 1852:\nOn open accounts,\n.\n.\n-\n-\n19886 72\nOn notes,\n-\n-\n-\n.\n22936 40\n42823 12\nPaid amount due to board of public works for advances on state's subscrip-\ntion to capital stock and iron for the Blue Ridge railroad,\n-\n66066 48\nPaid on account of transportation expenses, viz:\nTrain expenses, consisting of conductors' salaries, wages of en-\n:\ngine drivers, hire of train hands and firemen, and repairs of\nengines, cars, &c., and for oil, wood,\n36088 85\nDepot expenses, consisting of agents' salaries and hand hire,\n13090 58\nSalaries of president, superintendent, treasurer and clerk, and\nper diem of directors,\n-\n7447 04\nMiscellaneous expenses, consisting of postages, printing, taxes,\nfixtures in office and depots, books, freight and passenger\nbills, costs of suits in circuit and superior courts, insu-\nrance, &c.\n-\n4300 93\nRepairs of road, consisting of purchases of sills, railing, negro\nhire, wages of overseers and superintendents of hands, &c.\n32646 23\nRepairs of engines, cars, &c.\n-\n-\n-\n16029 90\nRepairs of depots and water stations,\n-\n1371 46\n110974 99\nPaid for purchase of new engines, cars, machinery, materials for building\nburthen cars, &c.\n-\n-\n24583 51\nPaid interest on guaranteed bonds and other bonds, and certificates issued\nfor dividends,\n-\n-\n31037 00\nPaid on account dividends due in cash,\n-\n.\n-\n198 50\nPaid bonds issued to contractors between Junction and Richmond,\n-\n100 00\nPaid discount on coupon bonds,\n-\n-\n1906 00\nPaid certificates of debt issued for dividends,\n-\n-\n-\n1360 00\nPaid on account construction of road between Junction and Gordonsville,\n1043 88\nPaid for relaying road between Junction and Gordonsville, .\n.\n62621 99\nDisbursements on account construction of road between\nJunction and Richmond, viz:\nBuildings, -\n.\n.\n-\n-\n2044 23\nGrading,\n-\n-\n.\n.\n.\n1090 01\nSuperstructure, (turnouts,)\n.\n.\n-\n450 00\nLand damages,\n-\n.\n-\n11782 51\n15266 75\nCarried forward,\n.\n-\n$ 358082 22\nDigitized by\nGoogle\n552\nDoc. No. 17.\nBrought forward,\n-\n786087\nFrom delinquent subscribers, interest on unpaid subscriptions to stock,\n201\nFrom sale of coupon bonds,\n-\n-\n7050\nDue by the company for the purchase of materials, en-\ngines, cars, &c. charged in the disbursements, but not\nyet paid for, viz:\nOn open accounts,\n-\n-\n-\n-\n31342 21\nOn notes,\n,\n.\n-\n-\n-\n36914 85\n6821\n$ 92504\nDigitized by Google\nDoc. No. 17.\n553\nBrought forward,\n358082 22\nDisbursements on account construction of road between\nGordonsville and Woodville, viz :\nBuildings and water stations,\n.\n.\n.\n281 37\nGrading,\n-\n-\n-\n.\n-\n1112 12\nSuperstructure,\n-\n-\n-\n-\n1631 54\n3025 03\nDisbursements on account construction of road from\nWoodville to Mechum's river, viz :\nBuildings, -\n-\n.\n.\n-\n765 00\nGrading,\n-\n-\n-\n-\n.\n15706 76\nSuperstructure,\n-\n-\n-\n.\n7255 88\nBridging,\n-\n.\n.\n-\n-\n15042 34\nLand damages,\n-\n-\n-\n-\n1900 00\nEngineering expenses, -\n-\n-\n-\n1459 59\n42129 57\nDisbursements on account road from Staunton to Coving-\nton, viz:\nGrading and masonry,\n-\n-\n-\n-\n282415 16\nLand damages,\n-\n-\n-\n-\n6036 48\nEngineering expenses, and survey of route,\n-\n-\n12775 95\n301227 59\nDisbursements on account road from Waynesboro' to\nStaunton, viz:\nGrading and viaduct at Staunton,\n-\n-\n-\n29119 96\nSuperstructure,\n-\n-\n-\n-\n47455 52\nBridging,\n-\n-\n-\n-\n-\n2552 06\nLand damages,\n-\n-\n-\n-\n2687 21\nEngineering expenses, -\n-\n-\n-\n1448 00\n83262 75\n.\nPaid on account temporary track across the Blue Ridge,\n-\n-\n50419 66\nPaid for real estate in Richmond,\n:\n-\n-\n-\n11057 00\nDebts due to the company from individuals other than on account stock, from\nagents for collections of fare and freight and from post office department,\n33524 18\nCash on hand 30th September 1853,\n-\n-\n-\n42319 24\n$ 925047 24\nE.E.\nJ. GARRETT, Treas.\n70\nDigitized by Google\n16 17.\nC.\nReceipts for Transportation of Passengers and Freights\nfor 1852 and 1853.\nReceipts for Pas.\nsenger fare from\nOct. 1, 1851 to\nOct. 1, 1852.\nReceipts for Pas.\nsenger fare from\nOct. 1, 1852 to\nOct. 1, 1853.\nRec'ts for Freights\nfrom Oct. 1, 1851\nto Oct. 1, 1852.\nRec'ts for Freights\nfrom Oct. 1, 1852\nto Oct. 1, 1853.\nRec'ts for Express\nFreight from Oct.\n1, 1852 to Oct. 1,\n1853.\n31.\n16051 35\n18803 98\n23791 81\n24964 93\n83 93\n1,\n13358 40\n17895 42\n23743 31\n26675 73\n850 42\nv.\n17813 72\n18758 46\n21692 38\n24428 20\n496 57\n....... 30.\n22886 61\n29926 98\n28513 44\n36275 34\n406 19\n$ 70110 08\n85384 84\n97740 94\n112344 20\n1837 11\nE. E.\nJ. GARRETT, Treas'r.\nDigitized by Google\nDoc. No. 17.\n555\nD.\nA List of Officers of the Virginia Central Railroad Company, and amount\nof Salary paid to each.\nEdmund Fontaine, president, salary per annum,\n$ 2000\nEdward H. Gill, sup't of transportation, salary per annum,\n-\n2000\nJ. Garrett, treasurer,\n\"\n\"\n-\n1500\nC.J. F. Netherland, assistant treasurer and ticket agent, salary per annum,\n1000\nWm. Overton, *Samuel B. Brown, *Samuel Carpenter, directors ap-\npointed by the Board of public works for the ensuing year,\nWm. J. Robertson, David Anderson, jr., directors elected by the indi-\nvidual stockholders.\nPay of directors, $ 4 per diem for actual service.\nStephen Hunter, principal freight agent, Richmond, salary per annum,\n-\n800\nR. M. Sizer, assistant\n\"\n\"\n\"\n\"\n-\n520\nR. D. Tyler,\n\"\n\"\n\"\n\"\n\"\n-\n500\nW.A. Waldrop,\n\"\n\"\n\"\n\"\n\"\n-\n500\nJohn E. Mallory, agent at Hanover court-house,\n\"\n\"\n-\n300\nR. W. Pierce,\n\"\nBeaverdam,\n\"\n\"\n250\nN. W. Harris,\n\"\nFrederickshall,\n\"\n\"\n-\n300\nA. W. Talley,\n\"\nLouisa court-house,\n\"\n\"\n-\n300\nJ. C. Talley,\n\"\nTrevilian's,\n\"\n\"\n-\n300\nA.J. Gooch,\n\"\nGordonsville,\n\"\n\"\n-\n300\nM.A. Thompson,\n\"\nCobham,\n\"\n\"\n-\n200\nR. B. Davis,\n\"\nTolersville,\n\"\n\"\n-\n300\nE.J. Timberlake,\n\"\nShadwell,\n\"\n\"\n-\n300\nJames Minor,\n\"\nCharlottesville,\n\"\n\"\n-\n300\nWin. H. Cosby,\n\"\nWoodville,\n\"\n\"\n-\n300\nJames Y. Good,\n\"\nMechum's river,\n\"\n\"\n-\n300\nWin. A. Moody, F.L. Swift, conductors,\n\"\n\"\n600\nMatthew Anderson, Thos. R. Moody, express freight ag'ts, sal. per annum,\n360\n* New directors.\nDigitized by Google\n556\nDoc. No. 17.\nSUPERINTENDENT'S REPORT.\nRICHMOND, October 1st, 1853\nPresident and Directors Va. Central R. Co.\nGENTLEMEN,\nI submit the following report exhibiting the operations of the #\nduring the fiscal year, terminating on the 30th ult., together with its present condition\nthat of the motive power and cars:\nThe Total Receipts or Earnings.\nFrom transportation of passengers,\n-\n-\n85384 84\nFrom express freight,\n-\n.\n.\n1837 11\nFrom United States mail,\n-\n-\n.\n9655 82\nFrom freight,\n.\n-\n-\n112344 20\nFrom other sources,\n-\n-\n-\n134 81\n209350\nThe Total Expenditures for working the Road.\nFor repairs of road,\n-\n-\n32646 23\nFor repairs of locomotive engines,\n-\n-\n8703 17\nFor repairs of passenger cars,\n-\n-\n-\n2091 06\nFor repairs of freight cars,\n-\n-\n5235 67\nFor train expenses,\n-\n:\n-\n18125 22\nFor pil,\n-\n-\n-\n-\n3456 99\nFor wood,\n-\n-\n-\n-\n14177 47\nFor cotton waste,\n-\n-\n-\n-\n329 17\nFor proportion of miscellaneous expenses, (two-thirds,)\n2867 28\nFor depot expenses,\n-\n-\n13090 58\nFor repairs of depots and water stations,\n-\n-\n1371 46\nFor proportion of salaries, (one-half,)\n-\n-\n3723 52\nTotal expenses,\n.\n-\n105817 I\nLeaving a balance of net receipts of\n-\n-\n$103538\nCost of road in use (from Richmond to Mechum's river) and equipments, $ 1707539\n1\nNet profits, equal six per cent. on cost of the road in use and its equip-\nments.\n.\nThe receipts exhibit an increase of\n9\n-\n-\n$ 39871 I\nOver those of the preceding year.\nFor a detailed statement of the expenses, I refer you to table marked A.\nTonnage.\nThe number of tons carried up amounts to,\n-\n14490₫\nThe number of tons carried down amounts to,\n-\n179071\nTotal number of tons transported,\n-\nDigitized by\nGoogle\nDoc. No. 17.\n557\nPassengers.\nThe number of through passengers carried up amounts to,\n3509\nThe number of way passengers carried up amounts to,\n21464\nThe number of through passengers carried down amounts to,\n3566\nThe number of way passengers carried down amounts to,\n22314\nTotal number of passengers,\n50853\nFor a detailed statement of the articles transported on the road, I refer you to table\nmarked B; and for the number of through and way passengers transported each month, to\ntable marked C.\nThe Road.\nThe road is now 107 miles in extent, and is in an improved condition. About 15 miles\nof T rail have been laid during the year, making about 67 miles laid with heavy iron,\nleaving in the aggregate between Richmond and the Junction and Gordonsville and Char-\nlottesville about 40 miles of wooden superstructure, which the business of the road, true\neconomy and the interests of the company require should be substituted with heavy iron\nas rapidly as circumstances will allow.\nDuring the year about 170,000 linear feet of new railing have been put in the road, and\n6,000 new sills or cross ties, and the ditches have been nearly all cleared out and deepened.\nThe force employed on the repairs of the road consists of 1 timber and wood inspector,\n1 master carpenter, 1 principal overseer, 1 extra overseer, 9 section overseere, and 100\nnegro men.\nBridges.\nThe bridges are all in good order. The western abutment and piers of the Rivanna\nbridge have been protected by rip-rap, and new cross ties have been laid over the trestle\nwork. Watchmen are stationed at the South Anna, Rivanna, and Moore's creek, and Me-\nchum's river bridges.\nLocomotives and Cars.\nThere are 12 locomotive engines on the road they have been kept constantly in use\nduring the year, and 11 of them may be considered in good condition. One has been em-\nployed since July in hauling sills and iron between Waynesboro' and Staunton, and two\nothers most of the time in transporting iron and materials for laying the heavy rail below\nGordonsville, and for the extension of the road beyond Mechutn's river, leaving but 9 on-\ngines to perform the passenger and freight transportation business.\nThe aggregate number of miles run by the engines is 185,997. Their names, dimensions,\ncondition and miles run by each will be found in table marked D.\nThere are 4 first class, and 4'second class passenger cars, 3 baggage, and 3 express cars,\n37 eight wheel freight cars, 71 four wheel freight cars, 4 eight wheel stock cars, 4 four\nwheel stock cars, 12 eight wheel flats, 23 four wheel flats and 5 coal cars now on the road ;\nand 8 locomotive engines, 5 passenger cars, 3 baggage and mail cars, and 57 eight wheel\nfreight cars have been contracted for.\nThere are employed in running the trains, 10 engineers, 7 white and 13 negro firemen\nand train hands.\nDigitized by\nGoogle\n558\nDoc. No. 17.\nWork Shops.\nIn accordance with a resolution of the board of directors, measures have been miss a\nremove the work shops from the Junction to Richmond, and a portion of the buildings have\nalready been brought down and put up, and the removal of the balance will be completed\nearly next month.\nThe wo is at the shops is conducted by three foremen, viz: one of machinery, ONE of\ncarpentry and one of smiths' work: they are assisted by 11 journeymen, 5 apprenticessed\n13 negro men.\nDepots.\nThe depot at Richmond has been enlarged by an addition of eleven hundred superfical\nfeet, but the operations of the busy season have demonstrated that it is still too small al\nthat next year's business will require a very great increase in the depot accommodations\nthat place. At Hanover C. H. and Beaverdam the depots have been enlarged, and appear\nnow to be of sufficeint dimensions to accommodate the business of their respective neigh\nborhoods. A brick depot has been constructed at Tolersville and a large wood shelter\nerected at Mechum's river.\nThere are 13 depots and 2 water stations, at which there are employed 17 agents wl\nclerks, and 60 negro men.\nMaterials on Hand.\nThe value of the materials on hand amounts to $23,800. See statement marked F.\nCost of Working the Road.\nThe cost of repairs of the road during the year amounts to 305 per mile-this US\naverages on twenty-one other roads, (see statement E.) 732.\nThe cost of the repairs of the engines and cars for each mile run is 0.086-the average\ncost on twenty other roads is $0.144.\nThe cost of working the road, (embracing repairs of the road and of engines and as\nwood, oil, and depot expenses, compensation of engine runners, conductors and all other\nexpenses,) is 56 cents for each mile run by the trains. The average cost on the twenty of\nroads alluded to is 91 cents.\nAll which is respectfully submitted.\nE. H. GILL, Sup't.\nDigitized by Google\nA.\nSTATEMENT\nOf Road and Transportation Expenses, and Cost of new Engines and Cars, &c., &c., for the year ending September 30, 1853-Virginia\nCentral Railroad.\nMONTH.\nOrdinary repairs of\nroad.\nExtraordinary re-\npaire of road.\nRepairs of locomo-\ntive engines.\nRepairs of passen.\nger care.\nRepairs of freight\nTrain expenses, ex-\ncept oil, wood and\ncars.\ncotton waste.\nWood.\nCotton waste.\nNew locomotive en-\ngines.\nNew freight cars.\nNew passenger cars.\nMiscellaneous ex-\npenses.\nDepot expenses.\nRepairs of depots\nand water stations.\nOil.\nSalaries.\nSuar TOTAL.\n1852-October,\n2241 2\n312 44\n644 11\n149 33\n510 00\n1263 92\n610 35\n-\n20 00\n789 20\n-\n184 31\n2157 53\n83 00\n412 00\n9371 39\nNovember,\n1651 94\n36 34\n328 36\n28 08\n318 45\n2118 54\n598 17\n860 78\n61 18\n150 04\n200 00 00\n-\n377 58\n365 30\n43 26\n24.0\n7291 82\nDecember,\n2125 69\n41 00\n394 12\n66 96\n164 67\n1006 46\n20 25\n1749 67\n142 56\n87 75\n112\n-\n279 43\n402 19\n4 46\n1724 00\n8339 21\n1853-January,\n9152 01\n223 40\n1464 76\n410\n881 39\n4192 72\n425 23\n1198 46\n-\n16 00\n650 45\n-\n714 16\n3052 79\n513 93\n32 00\n22837 73\nFebruary,\n1338 78\n-\n998 00\n50 90\n111 42\n1236 87\n194 23\n815 35\n-\n-\n34 92\n-\n174 73\n918 95\n91 63\n144 00\n6109 78\nMarch,\n2783 51\n-\n599 00\n134 00\n667 00\n1125 11\n43 22\n861 29\n-\n,\n475 97\n-\n248 10\n132 09\n139 74\n1523\n8732 03\nApril,\n2466 42\n-\n1306 57\n292 76\n577 03\n2110 34\n492 95\n875 56\nI\n-\n336 00\n⑉\n688\n2842 12\n256 44\n122 79\n12467 88\nMay,\n931 26\n-\n431 43\n130 37\n132 63\n1547 32\n82\n831 91\n-\n21 00\n164 00\n-\n80 75\n73 94\n29 50\n100 00\n4474 93\nJune,\n1658 43\n-\n393 69\n224 94\n75 77\n399 58\n277 06\n765.00\n-\n1.\n137 00\n-\n79.89\n178 00\n39 61\n1511 00\n5739 96\nJuly,\n3831 71\n-\n1648 48\n403 10\n1082 99\n2080 49\n730 00\n1090 99\n-\n7507 82\n4246 30\n119 28\n292 27\n2486 58\n35 91\n191 25\n25747 17\nAugust,\n1576 68\n-\n95 65\n85 00\n365 24\n636 73\n665 07\n1994 27\n-\n-\n2861 95\n29 48\n1057 61\n393 31\n400\n76 00\n9776 99\nSeptember,\n2375 42\n-\n299 00\n115 19\n349 08\n377 34\nI\n2523 84\n125 43\n48 92\n4281 15\n2294 28\n105 20\n93 78\n93 98\n1587\n14669 61\nDigitized by Google\nTotal,\n$32033 05\n613 18\n8703 17\n2091 16\n5235 67\n18125 22\n3456 99\n14177 47\n329 17\n7851 53\n14288 94\n2443 04\n4300 93\n13090 58\n1371 46\n7447 04\n135558 50\nE. H. GILL, Sup't.\nB.\nSTATEMENT\nOf the number of Tons of Freight transported on the Virginia Central Railroad during the year ending September 30th, 1853.\nTONS TRANSPORTED UP THE ROAD.\nTONS TRANSPORTED DOWN THE ROAD.\nMONTH.\nWheat.\nFlour.\nGuano.\nPlaster.\nCorn and Meal.\nCoal.\nLumber.\nOats.\nLive Stock.\nMiscellaneous.\nTOTAL.\nWheat.\nFlour.\nTobacco.\nPig Iron.\nLive Stock.\nLumber.\nCorn and Meal.\nLimestone.\nOata.\nRye.\nMiscellaneous.\nTOTAL.\nWhole Number of Tons\ntransported on the Road.\nTone\nTons\nTons.\nTons.\nTons\nTons\nTone\nTons\nTons\nTons.\nTons.\nTons.\nTons.\nTons.\nTons.\nTone\nTone\nTone.\nTons\nTons\nTone\nTons.\nTons.\n1852-October,\n21\n71\n396\n3394\n51\n9\n-\n-\n-\n887\n16463\n436\n313\n29\n233\n45\n30\n18\n-\n2\n-\n1214\n12271\n28744\nNovember,\n-\n5\n161\n421\n31\n-\n88\n-\nd\n6651\n8211\n8461\n3851\n12\n821\n177\n3d\n1601\n-\n2\n,\n1371\n1807:\n2628\nDecember,\n-\n4\n3d\n1613\n10\n-\n24\n-\n-\n536₫\n7391\n5671\n381\n151\n29\n1021\n-\n234}\nI\n-\n-\n951\n14254\n2165:\n1853-January.\n-\n-\n3\n2904\n2\n-\n72\n-\n-\n625\n9921\n276\n364\n85\n35\n95\n14\n176\n-\n2\nI\n154\n1201\n21934\nFebruary,\n-\n-\n1074\n441\n11\n-\n1761\n1\ns\n818\n15551\n215\n556\n346\n109\n15\n9\n60\n-\n6\nI\n190\n1506\n30611\nMarch,\n-\n2\n94\n686\n4d\n-\n10\n4d\n-\n954\n1755\n199\n366\n894\n72\n28\n20\n52\n-\n6\n-\n119\n1756\n3511\nApril,\n-\n4\n44₫\n341f\n-\n-\n1\n]\n-\n1104\n1496\n131\n400\n427\n123\n52\n7\n45\n-\n-\nI\n120\n1305\n2801\nDigitized by Google\nMay,\n-\n51\n1451\n1153\n13\n37\n3\n-\n-\n717\n1034\n94\n5301\n4851\n-\n1511\n#\n6\n6\n&\n-\n60\n12491\n22831\nJune,\n-\n10s\n125\n381\n27\n29\n34}\n-\n-\n5081\n7723\n1\n120\n135\n171\n79\n17\n50\n32\n1\n-\n74\n680\n14599\nJuly,\n-\n7\n2441\n59\n-\n312\n12\n-\n1\n5861\n9413\n261\n57\n135\n120\n30\n-\n84\n29\n6\n-\n71\n793\n1734\nAugust,\nt\n4\n426\n341\n4\n26\n65\n-\n1\n5181\n1386\n16981\n1671\n1491\n75d\n30d\n14\n177\n87\n114\n39\n50\n2500\n38851\nSeptember,\n8\n-\n1644\n194\n-\n43\n2\n-\n-\n938\n13494\n1446\n327\n37d\n108\n404\n2\n289\n-\n12\n97d\n87\n24561\n3806\nSum total,\n104\n49₫\n17901\n30501\n808\n1754\n1851\n61\n3\n88581\n14490$\n60871\n3977\n2751\n1158\n846\n1164\n1352\n154\n49\n1364\n12791\n179071\n32398\n**\nAll\nSun't.\nDoc. No. 17.\n561\nC.\nSTATEMENT\nOf the Number of Passengers carried on the Virginia Central Railroad during\nthe year ending September 30, 1853.\nPASSENGERS CARRIED UP THE\nPASSENGERS CARRIED DOWN\nROAD.\nTHE ROAD.\nMONTH.\nWay.\nTotal.\nWay.\nTotal.\nWhole number car-\nried up and down.\nThrough.\nThrough.\n1852-October,\n-\n90\n1659\n1749\n339\n1614\n1953\n3702\nNovember,\n-\n87\n1196\n1283\n181\n1452\n1633\n2916\nDecember,\n-\n171\n2561\n2732\n168\n2620\n2788\n5520\n1853-January,\n-\n131\n2193\n2324\n213\n2123\n2336\n4660\nFebruary,\n-\n148\n1367\n1515\n141\n1354\n1495\n3010\nMarch,\n-\n175\n1898\n2073\n147\n1840\n1987\n4060\nApril,\n-\n226\n1518\n1744\n212\n1408\n1620\n3364\nMay,\n-\n-\n213\n2082\n2295\n146\n2029\n2175\n4470\nJune,\n-\n-\n305\n1601\n1906\n153\n1779\n1932\n3838\nJuly,\n-\n.\n558\n1061\n1619\n392\n1938\n2330\n3949\nAugust,\n-\n1019\n2315\n3334\n511\n1925\n2436\n5770\nSeptember,\n-\n386\n2013\n2399\n963\n2232\n3195\n5594\nTotal,\n-\n3509\n21464\n24973\n3566\n22314\n25880\n50853\nE. H. GILL, Sup't.\n71\nDigitized by Google\nD.\nSTATEMENT\nof the Names, Dimensions, Condition, &e. of the Engines on the Virginia Central Railroad, and the Number of Miles run by each during the\nyear ending September 30, 1853.\nNAME.\nBUILDER.\nWhen placed on the\nroad.\nAssumed weight in\ntons.\nDiameter of cylinder\nin inches.\nStroke in inches.\nDiameter of drivers\nin inches.\nNumber of drivers.\nConnection.\nDimen's of fire box.\nLength of flues.\nGallons of oil used.\nMiles run during the\nCONDITION.\nyear.\nHunter,\nNorris & Brother,\n-\n1851\n18\n12\n26\n54\n4\nOutside,\n41 by 36,\n10.6\n455\n15270\nGood order, (freight.)\nestward Ho,\n\"\n\"\n.\n1847\n14\n101\n20\n48\n4\n**\n37 by 35,\n8.10\n371\n20316\n\"\n**\nimbrough,\n\"\n\"\n-\n-\n1847\n143\n101\n20\n48\n4\n\"\n37 by 35,\n8:10\n265\n12798\n\"\n**\nHarris,\n\"\n\"\n-\n-\n1847\n144\n10½\n20\n48\n4\n\"\n37 by 35,\n8.10\n219\n10442\n:\n** west BI. Ridge.\nDigitized\nBlue Ridge,\nIf\n\"\n.\n.\n1847\n14₫\n101\n20\n48\n4\n\"\n37 by 35,\n8.10\n244\n10899\nOut of order, but in use.\n(anover,\n-\nM. W. Baldwin,\n.\n1852\n18\n134\n22\n54\n4\n\"\n45 by 36,\n11.6\n393\n19018\nGood order, (freight.)\nichmond,\n.\n\"\n**\n-\n1851\n15\n111\n20\n54\n10.2\n380\n20684\n\"\n\"\n4\n\"\n36 by 35,\n(mail.)\nJbemarle,\n.\nTalbott & Brother,\n.\n1852\n16\n12s\n20\n48\n4\n\"\n42 by 33,\n10.5\n381\n19506\n\"\n\"\n(freight.)\nouisa,\n.\n\"\n14\n1851\n16\n121\n20\n48\n4\n\"\n42 by 33,\n10.5\n371\n18518\n\"\n\"\n(freight.)\n-\n, Anderson, Jr.\n.\n\"\n\"\n-\n1849\n14\n12\n18\n48\n4\n\"\n30 by 36,\n9.3\n322\n14370\n**\n\"\nAugusta,\n-\nAnderson & Souther,\n1852\n15\n13\n20\n54\ns\n\"\n385\n20176\n**\n\"\n.\n35 by 34,\n10.1\n(mail.)\nCovington,\n-\n:\n**\n-\nJuly 1863\n15\n13\n20\n54\n4\n:\n35 by 34,\n10.1\n4000\n\"\n\"\n80\n(mail.)\n-\n185007\nE.\nSTATEMENT\nof the Length, Number of Miles Run, Cost of Road Repairs per mile, Cost of Repairs of Engines and Cars per mile run, Receipts, Expenses\nand Net Receipts, and of the Cost per mile run, on the following named Railroads, compiled from Reports of 1852 and 1853.\nNAME OF ROAD.\nLength in miles.\nMiles run.\nCost of rep's of\nroad per mile.\nCost of rep's of\nengines & cars\nper mile run.\nEarnings or re-\nceipts.\nExp'ee of work.\ning road.\nNet earnings.\nCostof of working\nthe road per\nmile run.\nTons of freight\ntransported.\nNo. of pass'gers\ntransported.\nBoston and Maine,\n741\n503663\n1187\n0.087\n8 661520 63\n8 323306 21\n8 338215 42\n$0.64\n193908\n1465924\nBoston and Providence,\n41\n283920\n982\n.122\n429484 34\n216858 92\n212625 42\n.76\n129482\n672122\nConnecticut River,\n-\n-\n50\n173203\n508\n.124\n229004 98\n156976 02\n72028 96\n.90\n78504\n311901\nFall River,\n-\n-\n-\n42\n142208\n643\n178\n229415 37\n129855 89\n99589 48\n.91\n96026\n277975\nFitchburg,\n-\n-\n.\n51\n425365\n1289\nJ24\n574574 36\n341787 04\n232787 32\n.80\n427372\n1214775\nNew Bedford and Taunton,\n-\n.\n20\n65510\n692\n.163\n164230 26\n120279 33\n43950 93\n1.83\n34707\n126026\nNorwich and Worcester,\n-\n59\n272593\n394\n.109\n267561 70\n152746 10\n76126 98\n.56\n90043\n173010\nOld Colony,\n.\n37/-\n212895\n1050\n.113\n322213 74\n220703 30\n101510 44\n1 03\n92367\n598166\nProvidence and Worcester,\n434\n167150\n316\n.089\n253690 54\n114175 93\n139514 61\n.68\n67037\n521608\nVermont and Massachusetts,\n69\n176557\n510\n.136\n218679 14\n132511 60\n81167 54\n.75\n64506\n135922\nWestern,\n155\n848002\n1025\n.143\n1339873 09\n656678 17\n683194 92\n.77\n268053\n497293\nWorcester and Nashus,\n451\n145184\n263\nOPO\n162109 00\n94375 87\n67733 33\n.65\n79945\n187852\nBoston and Lowell,\n251\n247362\n214\n.183\n388108 37\n257227 33\n130881 04\n1.03\n246330\n541531\nTaunton Branch,\n11\n35474\n831\n268\n137401 78\n113002 22\n24399 56\n1.46\n45523\n137331\nBoston and Worcester,\n44}\n478819\n1050\n.149\n758819 47\n497522 68\n331206 79\n.89\n257657\n1185371\nDigitized by\nNew York and New Haven, 1850,\n61\n228485\n434\n.209\n461789 31\n237886 38\n223902 93\n1.04\n15473\n652122\nNew York and Harlem,\n\"\n80\n297086\n478\n.113\n482567 00\n246719 03\n236847 97\n.83\n27957\nBaltimore and Ohio,\n380\n1515784\n560\n.099\n1325563 65\n710179 22\n#\n.46\n579285\n185377\nWashington Branch,\n30\n102133\n931\n.236\n348622 76\n132385 31\n-\n1.29\n-\n229042\nRichmond and Petersburg,\n-\n28\n110444\n903\n.161\n126017 33\n84999 72\n-\n.76\n78144\n70495\nSouthwestern, (Georgia)\n50\n55957\n508\n-\n140008 25\n63200 66\n76807 59\n1.11\n-\n38834\nAverage,\n.\n.\n-\n-\n-\n$732\n8 0.144\n-\n1\n-\n$0.91\nVirginia Central.\n-\n.\n107\n185997\n8305\n$0.086\n8 209356 78\n8105817 82\n$103538 96\n$ 0.56\n32398\n50853\nE. H. GILL, Sup't.\n564\nDoc. No. 17.\nF.\nSTATEMENT\nof Wood, Timber, Sills, Iron and Steel on hand September 30, 1853-F\nginia Central Railroad.\n7500 cords of wood, worth\n-\n.\n-\n-\n9360 flat ties,\n-\n-\n-\n-\n.\nR\n3000 half round ties,\n-\n-\n-\n*\nTimber and plank,\n-\n-\n-\n-\nIron and steel fit for use,\n-\n.\n-\n-\n.\nOld iron and steel,\n-\n-\n-\n.\n,\nTotal,\n-\n-\n$238\nE. H. GILL, Sup/L\nDigitized by Google\nDoc. No. 17.\n565\nReport of the Committee appointed to examine the Virginia Central Railroad.\nRICHMOND, October 21, 1853.\nThe undersigned, three of the committee appointed to examine the state of the road, re-\nport that on the 19th and 20th October two of them began the inspection from Mechum's\nriver, the third joining them at Frederick's Hall, whence they all proceeded together to\nRichmond. They found all that part of the road which is laid with heavy rail in admirable\norder, and admitting they think of as fast travel as any road of equal grades and curves can\ndo. That portion where the strap iron is used is also in excellent condition, but from the\nnature of such a road it is rough and uneven, and the rate of travel must be comparatively\nslow. They take this occasion to recommend that the heavy rail be substituted for the flat\nas soon as practicable, having regard to the finances of the company, and especially be-\ntween Richmond and the Junction, 80 that there may be a continuous T rail to Gordonsville.\nThe laying the heavy iron from the Junction to Gordonsville has been completed since the\nlast annual meeting, 15 fniles of it having been laid since that pepiod. The iron on the\nroad is now as follows, viz:\nFrom Charlottesville to Mechum's river, heavy iron,\n-\n-\n10 miles.\nFrom the Junction to Gordonsville,\n\"\n-\n- 50 \"\nBetween Richmond and the Junction,\n\"\n-\n- 7 \"\nLeaving 40 miles of road laid with wooden rails and strap iron; of this, 20 miles are be-\ntween Gordonsville and Charlottesville, and 20 miles between Richmond and the Junction.\nThe Gordonsville and Alexandria road is expected to be finished in the course of a few\nmonths, and the importance of a rapid line in connection with that road to Alexandria is\nsufficiently obvious. The committee examined the different depots, and found them gene-\nrally in good repair. The superintendent is now causing the work shops to be removed\nfrom the Junction to Richmond, where they will be subject to his more immediate super-\nvision. The president has, within the last year, made considerable additions to the ground\nowned by the company around the depot in Richmond. These purchases your company\nconsider exceedingly judicious, as with the extension of the road there will be required a\ngreat increase of accommodation for freight. As at no future time is it likely that ground\ncan be obtained on as favorable terms as at present, it is worthy of consideration whether\nfurther purchases of land contiguous to the depot are not advisable. Far the greater por-\ntion of the wheat crop that comes to this market is brought here in August and September.\nThis circumstance causes in those months a great press of business on the road and an ac-\nyumulation of grain in the depots, particularly in the one in this city. During the last\nseason the quantity of grain was so great that the depots for a long time were completely\nfilled up, and in many instances the farmers were in consequence directed to suspend their\ndeliveries. This inconvenience, which may often be attended with considerable loss in\nprice, ought to be remedied, and measures should be taken to have the grain more speedily\nremoved from the depot.\nThe committee would add, that as far as they have been able to gain information, the\ntockholders have every reason to be satisfied with the general management of the road.\nThere is great regularity in running the trains; the keepers of the depots and the conduc-\nors are attentive and obliging, and much is due to the vigilance of Mr. Gil! for the good\norder which prevails in every department under his control.\nWM. F. WICKHAM,\nJAS. I. A. TROTTER,\nGEO. FLEMING.\nDigitized by Google\nDoc. No. 17.\nVIRGINIA AND TENNESSEE RAILROAD COMPANY.\nOFFICE VIRGINIA AND TENNESSEE R. Co.\nLynchburg, October 31, 1853.\nW. R. DRINKARD, Esq.\nDEAR Sir,\nThe stockholders of this company having held their annual meet-\ninc. 1 have the honor to transmit a copy of their proceedings and the president's\nreport. with the accompanying documents.\nA snap of this road has been sent. The road is 204 miles long-79 miles finished\nand 193 miles unfinished.\nYour friend,\nJOHN ROBIN McDANIEL,\nPresident.\nDigitized by Google\nDoc. No. 17.\n567\nPROCEEDINGS.\nWEDNESDAY, October 26, 1853.\nAt the sixth annual meeting of the stockholders of the Virginia and Tennessee\nrailroad company, held at their office in the city of Lynchburg:\nThe meeting was organized by the appointment of Hon. Daniel A. Wilson\nchairman, and F. G. Morrison and John D. Alexander, secretaries.\nThe roll of stockholders was then called, and there were found to be present,\nin person and by proxy, 471 stockholders, other than the state, owning 8,722\nshares, entitled to 3,491 votes, and the commonwealth of Virginia, by her proxies,\nowning 16,738 shares, entitled to 3,644 votes, being a majority of all the votes\nwhich could legally be given upon all the stock which had been subscribed;\nwhereupon, the meeting proceeded to business.\nThe chairman then appointed Messrs. C. Dabney, W. B. Preston and Samuel\nGarland a committee, under the 4th by-law, to examine proxies, who having\nperformed that duty, made verbal report, declaring them to be in form, which\nreport was concurred in by the meeting.\nThe president then presented the following\nREPORT\nStockholders Virginia and Tennessee R. Co.\nThe board of directors, in reporting to you their operations for the\npast year, desire to present first for your consideration their action in obedience\nto the various resolutions of instruction passed at your last meeting.\nLoan.\nIn regard to a loan, as soon after your adjournment as practicable, they\nauthorized the execution of a mortgage on the whole road and its appurtenances,\nas security for the bonds to be issued in accordance therewith; all of which was\npromptly carried into effect.\nAn arrangement having previously been made for half million of dollars with\nthe contractors, as heretofore reported to you, and a loau of $1,000,000 having\nbeen obtained from the state, further efforts were rendered unnecessary. One-\nhalf million of these bonds are held to be issued upon monthly estimates to\neontractors, and one million are to be canceled and delivered to the second\nauditor of public accounts, the loan by the state being substituted instead thereof;\nall of which will be more satisfactorily explained by reference to accompanying\ncopies of the resolution of yourself and board of directors, the mortgages, form :\nof bonds and act of the legislature.\nYou will observe that but five hundred thousand dollars of these bonds are\nconvertible into the capital stock of the company, being those only issued to\ncontractors.\nDigitized by\nGoogle\n568\nDoc. No. 17.\nThough no longer interested, yet it will doubtless be gratifying to you\nthat, in bringing our bonds to the notice of operators in stocks and suel\nties previous to ascertaining that state aid could be obtained, the\ndirectors were much flattered by the estimate that was placed on them, e\nby the liberal advances offered, both as to amount and terms, as wel\ndesire manifested by several parties to get control of them.\nThe favorable disposition which the contractors have been enabled to\nthose coming into their hands, is an additional proof of the confiden\noperators and capitalists, commanding on their first appearance in the\n974 per cent., and subsequently bringing 98 and 981 per cent.; which rat\nas it comes to the knowledge of your board, are, with but few exception\nabove any sale of similar securities, and indeed above many paying a hi\nof interest.\nThe arrangements for future sales are of that permanent and reliable el\nthat no apprehension need be entertained of a necessity to place them\nmarket, so as to affect injuriously their present value, unless under the\nof a very serious and protracted derangement in the monetary affair\ncountry.\nIron.\nIn reference to iron, your orders were carried out as early as it was pr:\nto do 80, with a due regard to the interest of the company under the\ncircumstances. A contract was entered into on the first day of Decemb\nwith Messrs. Boorman, Johnston & Co., for 2,000 tons, at £8 10s. free 0\nat Cardiff, payable in New York, deliverable between the 1st of January\n1st of May last. The quantity of orders then in rendered it impracti\nmake a contract for an earlier delivery. On the first day of Februar\nfurther purchase of 5,000 tons was made of Mr. J. Dunlop, to be deliv\nPort Walthall during July and .August last, at 58 50, covering all\nexcept duty, payable in the city of Richmond; and, on the 28th of\nfollowing, 6,000 tons were purchased of Mr. Richard Makin, at £ 9, pa\nLondon, to be delivered free on board at Cardiff-say 3,000 tons by\nDecember, and 3,000 tons by 1st February next, being the earliest per\nwhich he could then be prevailed on to contract. These purchases comp\nestimated quantity necessary for the entire track and sidelings to the Te\nline. The season of the year embraced within the periods specified\ndelivery under the first contract is the one in which perhaps there is II\ncertainty of shipping than any other, both in obtaining vessels and as\nlength of the voyage; and the consequence was more delay than was anti\nkeeping the board of directors in a continued state of painful susper\ndrawing largely on their patience; which virtue, however, when connect\nperseverance duly exercised, is a powerful lever for operations, and aide\nin overcoming many subsequent serious difficulties, being fully impress\nthe importance of exertion under the circumstances. In addition\ndifficulties of the season, the existence of a great demand for ve\nCalifornia and Australia, which was likely to continue and perhaps il\nsuggested the propriety of hastening future deliveries as much as pos\nDigitized by Google\nDoc. No. 17.\n569\nwell on that account, as to avoid, as far as practicable, any additional risk and\ncost which possibly might result from the unsettled condition of European\naffairs. And I take pleasure in acknowledging the obligations of your board, to\nMr. James Dunlop and Mr. Richard Makin, for their exertions to meet the wishes\nof the board to send forward the iron in advance of their contract time. The\nlatter gentleman had 3,000 tons afloat during August and September, all\nof which, except one cargo, has safely arrived, and the remaining 3,000 tons\ncan be delivered, if necessary, by the close of the year; at any rate, such are the\npresent arrangements, that nothing short of an uncontrollable casualty can\nrender the want of iron the cause of delay in the progress of the work.\nThe iron is shipped to Port Waltball or City Point, and by contract with the\nRichmond and Petersburg railroad company, passes over their line to Richmond,\nand is forwarded thence up the canal by the company's agent, Mr. W. B. Isaacs,\nto this point; and such has been the promptness of Mr. Thomas Dodamead, (the\ntransportation agent on the road,) who has afforded every facility in his power,\nand the untiring efforts of Mr. Isaacs, that no delay has been occasioned there.\nThe interruptions in the canal navigation has sometimes called forth extra-\nordinary exertions on the part of these gentlemen to pass the iron, under the\ncircumstances, to meet the wants of this company; and it is just to say that they\nhave never been found wanting.\nOf the quantity of iron purchased since your last meeting, (including 1,000\ntons purchased during the previous summer,) there have been received\nAnd placed on the track,\n-\n-\n-\n-\n1700 tons.\nNow in this place,\n-\n-\n-\n-\n2920\n\"\nNow at Port Walthall and in transit on the caual,\n\"\n-\n3425\nAfloat, as advised,\n-\n575\n\"\n-\n-\n-\nMaking,\n-\n-\n-\n-\n8620\n\"\nBeing enough for the road to reach Mount Airy, and leaves 5,380 tons to be\nshipped.\nThe last purchase of thirteen thousand tons of iron will cost, delivered at this\nplace, about $ 71 81 per ton, which falls below the calculations of many. Since\nthe purchase was made, there have been fluctuations in the market, and prices\nhave in some instances been, and are now, below the two last purchases in first\ncost; yet, in view of all the circumstances, and mainly the fact of being enabled\nto secure its coming forward at the period desired, with regularity and with so\nlittle risk, your board regard the purchases perhaps more favorable to the in-\nterests of the company than any subsequent period could have afforded.\nDividend Account.\nYour directions as to how a dividend account should be made up, by calculating\nthe dividend on the whole cost of the road (construction included) up to the\nday on which such dividends are declared,\" and the issuing convertible scrip,\nbearing interest for such portion of the net profits necessary to be withheld to\npay interest on loans and to provide a sinking fund, seem, upon careful consider-\nation, unnecessarily complicated in its operations, and not judicious or politic in\nits result. And your board, being aware of your purpose and design, have deem-\n72\nDigitized by Google\nInc. No. 17.\nin\nregard thereto, and refer the subject to\nnations upon that part of the road in operation,\naccerding to the subscription of stock, seems\nmust satisfactory. This principle is alike ap-\nand partly in progress, as to those com-\nhowever, because of that feature requiring a\nthe road, and the issuing scrip for that portion\nne future operation and progress of the road-which\nequable; and, upon reflection, they believe you will\nof all the net profits, you will at once perceive there\nor creating and holding in reserve a fund for contingen-\nuni\nbich could not otherwise be as well provided for. At\nreportioned contingent fund, much inconvenience would\nword of directors be enabled to observe more uniformity in\nhich could not fail to exert a happy influence in regu-\nPU.\nstock.\nand is the earnest wish of the board of directors, to\nthe\nstuckholders at the earliest period possible, but it is the\nto do so until a positive benefit will be the result. A paper\na compound operation too unwieldy for individuals, and\nrestructive to joint stock companies: it has its origin in difficulty\nevery advance.\ndetrimental to the credit of a company than the paying\na due and legitimate regard to, and ample provision for, its\nand contingent. No policy is more scrutinized in the money\ndividends are fully taken into consideration in the price of\nparticularly the securities.\nis\nyour board, the true basis upon which all returns to stock-\nmade, is out of such portion of the net profits as may remain\nN\naterest on money borrowed, providing the necessary and re-\nand and laying aside such amount as may be regarded ample for\nthe surplus can and should be expected as a dividend. Such is\nand\nthank be paid in money as any other liability. This policy is\nnummended, because by it the increased rate of interest to the\nx\nassisted. and the convertible feature retained by means of the sinking\n7\ndoes not surrender his dividend-it is merely withheld;\n2,\nthe use of it, for the time, and consequently the loss sustained\nto the simple interest.\nAmerican at your last meeting, the legislature increased the capital stock\nIMMART are and a half millions of dollars, which increase you designed\n$ the ========================= M extinguish the loans. Now, as the sinking fund reduces these\n* she same ratio will the stock be released from liability, become the indi-\nproperty of the company, and thus assume the form of dividend-subject\nyour at pleasure.\nDigitized by\nGoogle\nDoc. No. 17.\n571\nShould you desire to retain that portion of the net profits which your board\nrecommends to be paid out as dividends, and in lieu of said payment direct that\nthere be issued interest bearing scrip, convertible into the stock of the company,\nyou thereby reverse your original proposition and the effect, upon the resources\nand interest of the company, would be the same as if a sale of preferred stock\nwere resorted to to raise means from any other source.\nBranches.\nA survey of the branch to the Salt works and Plaster banks in Washington and\nSmyth counties has, in obedience to your wishes, been made during the past year,\nthe details of which you will find fully set forth in the chief engineer's report;\nwhich report contains also a survey of a route for the branch from our main line to\nCumberland gap, there to connect with the proposed road from Lexington, Ken-\ntucky, to that point.\nFrom the very favorable opinion of the importance of this branch, expressed\nby you in your 8th resolution, taken in connection with the fact of the legislature\nhaving since your adjournment granted a charter authorizing this company, upon\ncertain conditions, to make said branch, the board of directors felt, although not\ndirectly authorized, that it would not be considered a departure from their line of\nduty to have the survey made-and, from the many important and interesting\nfacts which they are enabled by this means to place before you, it is hoped that\nthe desire and effort to do so at the earliest period will be approved by you.\nThe expenses attending the survey, as well as those incurred in surveying here-\ntofore the New river route, form a subject of charge to the branches respectively,\nas by the charters (a copy of each being appended,) you will observe separate\naccounts and charges, as well as distinct liabilities from the main line and each\nother, are recognized and required, as if said branches were made by a separate\norganization; and, in the event of your declining the privileges secured to you,\nprevious expenditures for surveys would be due from the separate companies.\nThe importance of accepting the provisions of the charter, and thereby securing\nto this company the advantages which will be derived from such connections,\ndrawing the trade and travel of the immense and fertile regions into which the\nconnecting roads reach, is too apparent to need comment from your board, who\nthink, whilst nothing should be done to increase the operations of the company,\nso that the speedy completion of the main line would be in the least retarded,\n(for that should be paramount to all other considerations, and is regarded the set-\ntled policy of the company,) yet, as soon as practicable thereafter, it is desirable\nto push forward these branches with all the energy possible.\nIn the incipient stages much can, and it is confidently believed will be done by\nthe parties immediately on the line, without taxing your efforts or directing the\nattention of your officers from the main business now before them.\nIn reference to the Cumberland gap branch, it is important that your policy and\npurposes should be known at an early period. Your action in regard to it is\nlooked to with great interest by the entire line-their preference is for a connee-\ntion with Virginia by this route, and of course they await your decision with con-\nsiderable solicitude. Upon the assurance you give will depend their action in the\nmatter.\nDigitized by\nGoogle\n572\nDoc. No. 17.\nThe Salt works branch was sufficiently manifest to you, as to adopt it as sue\nwhich ought to be made and your board only await your further direction If\nto when and upon which route it shall be made.\nStock-Collections, &e.\nThe officers of the company have had their attention closely directed to the ed-\nlection of the amount due on the subscriptions of stock, and their efforts have\nbeen attended with much success, without having had to resort in a single\ninstance to legal coercion. It may be necessary, however, in several cases is\nfuture.\nThere was unpaid 1st October 1852, on individual subscriptions,\n173997 3\nOn state account,\n24700\n421997 w\nDuring the last year there has been subscribed of new\nstock by individuals,\n-\n92300\nBy state,\n170800\n263100 «\n685097 3\nOf this there has been collected from individuals, -\n199798 92\nFrom state,\n.\n-\n332200 00\n531798\nLeaving now due and unpaid,\n-\n-\n$ 153298 a\nOf which $66,508 67 is due from individuals, and $86,800 from the state, show-\ning the collections to have been five-sixths of the entire amount outstanding =\ncommencement of the year, including subscriptions since.\nOn 1st October 1852, there was unsubscribed of the original amount authorized\nby the charter, by individuals $162,700. There has been taken since, as show\nabove, $92,300, which leaves unsubscribed by them $70,400.\nEngines.\nIn December last, a contract was made with Messrs. Anderson & Souther for\nfourteen large engines, to be delivered at stated periods during the years 1853 ml\n1854, for the sum of $7,650 each, free on board the canal boat at Richmond\nThis was regarded at the time a good contract for the company as to price, and\nthe advance since, owing to the increased demand, has fully proved the fact.\nAnother engine, of different construction from the above, was purchased of Mr.\nJ. R. Anderson for the sum of $7,500. The business of the road increasing be\nyond the supply of locomotives, in consequence of not getting them according to\ncontract, rendered other purchases necessary, and a passenger engine has best\nordered from Mr. Holmes Hinkley of Beston at $8,000, to be delivered during\nMarch or April next, and a freight engine of 24 tons from the New Castle mass-\nfacturing company, for $9,000-advice of the shipment of which is daily 15.\npected.\nDigitized by Google\nDoc. No. 17.\n573\nUnfinished Work.\nThe chief engineer will give you full details as it regards the condition of the\nunfinished portion of the road-its progress and the prospect of completion.\nThe board of directors have fully shared with you the most ardent solicitude\nfor its rapid progress, and to that end all the appliances in their power have been\nbrought to bear.\nThe eastern slope of the Alleghany has presented many difficulties, to over-\n1\ncome which not only required extraordinary labor, but much time. The obstacles\nwere not only weighty, but of that peculiar character as to involve much uncer-\ntainty.\nThe summit once reached, the graduation and masonry being in a forward and\ncontrollable condition, the progress of the track laying will be vastly more rapid,\nand the hope of a speedy completion thereafter may be safely indulged.\nAll the depots and water stations have been ordered to be let to contractors, so\nas to insure their completion in 1854; and the necessary provisions for wood, &c.\nare now being made throughout, so as to put the entire line into successful opera-\ntion as fast as the track shall be ready to pass the trains.\nOperations on Finished Portion of the Road.\nThe operations of the finished portion of the road, owing to the limited supply\nof engines and cars, and the difficulty of procuring a sufficient number of reliable\nmechanics, and particularly machinists, have presented many obstacles to a satis-\nfactory and profitable progress; but the result, the board of directors anticipate,\nwill meet your expectations.\nTo effect a proper and reliable plan of operation, certain classifications and\ndivisions of labor and duties are indispensable, and to that end it was found ne-\ncessary to make arrangements as to employees and agents, which, by a casual\nobserver, might be regarded more than necessary, and are really ample; but the\nsame force, as the tonnage and travel increases and they acquire more experience,\nwill be capable of passing and managing a much larger amount of business, and\nin consequence the expenses will in future be a less proportion of the receipts\nthan at present.\nThis branch of the trust reposed in your board has given them much labor, and\nrequired considerable thought to simplify and systematize the business by dividing\nit into necessary and judicious departments, and the determining on proper rules\nand regulations to fix the responsibility, and place the proper checks on the va-\nrious officers. And whilst their efforts have resulted in some success, yet much\nremains to be done. They regard their arrangement as only yet in progress, and\nmust be added to or altered as information is derived from other sources, and\ntheir own experience from time to time may suggest.\nWhere the lives and interests of so many are involved in the management and\nworking of a railroad, it is duty as well as policy to bring to the aid of those\nhaving control all the experience possible. Your board, being deeply impressed\nwith the importance of the selection of a general superintendent, availed them-\nDigitized by Google\n574\nDoc. No. 17.\nselves of an opportunity of procuring the services of Mr. Thomas Sharp, who\nhas been long and most favorably known as an experienced and successful ma-\nnager. He has been in the employment of the company since the 17th January\nlast, and the board take pleasure in testifying to the value of his services for your\ninterest.\nFor the accommodation of the community, it was necessary to take light freigh\non the mail and passenger trains. To do this in the haste necessarily required\nand to avoid loss to the company and inconvenience to the parties, which might\nresult under these circumstances, your board made, with Parisen & King'ser-\npress agents, a very advantageous arrangement for the express privileges over the\nline. By this arrangement the company is relieved of all expense and response\nbility of transporting freight by those trains, and the facility better secured to the\ncommunity at no increased expense, with the option to use those or the freight\ntrains at pleasure. No restrictions are imposed: on heavier freights only are is:\ncreased rates charged, the better to confine the freight, by the mail and passeapr\ntrain, to the amount prudent to be taken.\nThe board of directors reserve the right to control the tariff of charges and 0\nsecure haggage rights and privileges to passengers.\nYou are referred to the report of the general superintendent, herewith 1\nsented, for the condition of the road, machinery, rolling stock, &c. It also give\nother information of interest.\nExhibit of Earnings.\nFrom the tabular statement of the freight, ticket and disbursing agent, the M\nlowing exhibit of the earnings of the road is made:\nThe gross receipts from all sources are\n-\n-\n109267 5\nFrom which deduct expenses,\n-\n-\n-\n66531 %\n$42736 31\nThe average length of road in operation the past year was 58 miles, and -\nting the cost thereof $1,242,209 20, which is the proper proportion, gives you &\nnet profit of 3.44 per cent.\nThe tonnage of material used in construction, estimated at 8 4,000, forms OF\npart of the above estimate, and is here stated only to show you the full work of\nthe road.\nIf agreeable to you to adopt the suggestions of the board of directors with n.\ngard to a contingent fund, this net balance of receipts (or profit) will be traip\nferred to the credit of that account, forming a basis for said fund, charging it with\ninterest paid on the loans to the company, and holding the balance in reserve\nmeet any deficit in aceruing interest, occasioned by having to appropriate Fature\nreceipts to any extraordinary repairs or expenditures which might be necessary.\nIn reviewing the operations of the road, several facts of interest present them\nselves: amongst which is, that whilst it has been put into operation by -\nsections, and under circumstances calculated to increase the expenditures-\nthey have not been above the amount usual for roads completed and in fill\noperation-say $1,200 per mile.\nDigitized by Google\nDoc. No. 17.\n575\nThe tonnage for which pay was received during the six months ending 30th\nSeptember 1852, and passed over an average of 32 miles of road, was 3,9621\ntons, equal to a fraction over 123 tons per mile of road-whilst the tonnage for\nthe year past, on an average of 58 miles of road, was 19,241, equal to 331 tons\nper mile of road.\nThe receipts of 1852 were equal to $ 765 65 per mile, and for the past year\n$1,883 92.\nIf you double the tonnage and receipts of the six months ending with Sep-\ntember 1852, to give the advantage of a year's operation, and then compare it\nwith the past, you have an increase in favor of the latter of 85 tons, and\n$1,118 27 of receipts per mile. Take the same months of the two years, the\ncomparison shows an increase in those of the past year of about 1051 tons, and\nof revenue $ 720 28 per mile of road. In this comparison the receipts during\nthis period do not show the same ratio of increase with that of the tonnage,\nwhich is attributable to the several interruptions in the canal navigation, pre-\nventing the usual amount of import tonnage for that period coming forward, and\nit is from such tonnage that a larger rate of revenue is derived. In this connec-\ntion it is proper to add, that in consequence of these interruptions (though\nunavoidable, and remedied as early as practicable) your board believe that such\ntonnage as had a choice of routes was lost entirely to this line, and hence the\nimportance of a connection with Richmond and Norfolk by railway as well as by\nthe water line.\nIf there be a certainty of transit between the points at all times, as this double\nconnection will insure, sufficient tonnage and travel will be induced along the line\nto afford profitable if not ample work for both, and thereby greatly promote the\ninterest of the commercial community with advantage to the improvements.\nIt is flattering to observe the character and large amount of produce or export\ntonnage, (denominated eastern,) showing the healthy basis for future operations,\nand the reciprocal advantages of the further progress of the road to the country\nthrough which it passes and to yourselves. These results, taken in connection\nwith the fact. that as yet you have only availed yourselves of the ordinary\nresources common to some extent to all lines, and that you have only approached,\nnot reached the coal, iron, lead, gypsum and salt, which exist on the line in\nextraordinary, if not inexhaustible quantities, and that the farmer has not had\ntime as yet to bring into requisition the extreme fertility of the soil, and to tax it\nwith that extent of yield of which it is capable, must be regarded as highly\nencouraging. The development of the resources of this line, consequent upon\na completion of the road, must induce considerable immigration of that useful\nkind combining enterprise and capital. Scarcely can a more inviting and\npromising field be opened to any and all trades and professions, with the same\nassurance of profitable operations, giving them all the elements of self-support\nand the command of a surplus which must control the balance of trade.\nAnnexed are some documents furnished by Mr. A. F. Gregory, agent, in\nreference to the lead and other minerals along this line of improvement, which\nwill be found very interesting, on account of the importance and value of those\nproductions. They form but a part of what may be expected and in fact is\nknown to exist.\nDigitized by\nGoogle\n576\nDoc. No. 17.\nIncidental Charges.\nThe board of directors, looking forward to the period when the various roads\non this line through Virginia and Tennessee shall be completed, regard it of great\nimportance to encourage through tonnage and travel, as well as local trade and\ntravel, from one road or improvement to another, as an act of justice to all, and\nto keep up with the rivalry of the age. To do so with effect, some uniform\nsystem is necessary to afford that facility and accommodation which are due to\nthe trading and traveling community, and in fact important to the interests of\nthe improvements respectively.\nTo increase, and even to retain tounage, inducements are necessary and\nrequired, and the strongest and most available are exemptions from delay,\ntrouble and incidental charges; and as these are avoided, the margin for remu-\nneratory freight will to some extent be increased.\nThe position is not tenable that incidental charges are due, or are of any ge-\nneral advantage, to the community at the termini of two improvements. Oa\nthe contrary, they have a depressing influence upon the commerce of the place,\nand retard its progress to some extent. Such points must rely upon and put into\nactive use the natural advantages and commercial facilities they possess, looking\nfor their profit to the consumption and production of articles.\nThe idea that charges incidental to transportation are of benefit to the location\nwhere they occur to the extent of the aggregate, and that they have the effect to\narrest or create commerce at that point, is a very limited one, and that policy\nacted upon, particularly when practicable to be avoided, will result in a corres-\npoudingly limited traffic. The advantage is partial, and no less a tax on the\nlocal dealer exporting from that point, than upon the producer who desires to\npass. To arrest commerce at a point because it is desirable to that locality, is a\nvain attempt. Obstructed on one line, it seeks another: it is an unalterable law\nof trade to seek the best market by the cheapest and most expeditious route.\nAn uninterrupted line of communication throughout throws the entire route\nopen to all the improvement becomes at once a convenience and labor-saving\nmedium at the mere cost of transit, which is alike beneficial to the commercial,\nmanufacturing and farming interest. Trade is thereby untrammeled at every\npoint, and operates to the prejudice of no locality. It is the freedom of ingress\nand egress, combined with the energy, enterprise and capital of its people to\nreuder available those facilities, which gives importance to a location and marks\nits consequence in the commercial community.\nIn viow of these facts, your board deem it important to secure these advan-\ntages to this entire line; and it occurs to them that the best mode of effecting it,\nis to have the several improvement interests represented at some convenient\npoint, and they suggest as early a day as practicable in order that the various\nconnections may be made in reference thereto.\nFinancial Affairs.\nlu reference to the financial operations, the year was commenced with a ba-\nlauce ou hand, of cash, $1,317 94, and $163,600 in bonds of the city of Lynch-\nDigitized by Google\nDoc. No. 17.\n577\nburg. which were not at once available, and were insufficient in amount to meet\nthe immediate demands against the company.\nThe delay necessary in getting ready the bonds authorized to be issued, and\nawaiting the tardy action of the legislature, postponed any substantial aid until\nthe following March, which added to the difficulties your board had to encounter;\nyet, by the aid of temporary loans, time was allowed to dispose of the city bonds\nat par and interest, and to make considerable collections, whereby delay in the\nwork was avoided, and the holders of claims had no cause of complaint.\nFor the liberal assistance and aid afforded them in these matters by the Bank\nof Virginia and Messrs. C. W. Purcell & Co., the board of directors take great\npleasure in expressing their obligations to those parties.\nThe annual statement of the treasurer, showing the condition of the finances\nof the company, is herewith submitted, and presents the receipts and disburse-\nments for the past year, as also the receipts and expenditures from the organiza-\ntion of the company to sáme time, (30th September 1853.) The aggregate\nreceipts from all sources (including balance on hand at the commencement,)\nwere $1,519,061 44, and the disbursements $1,344,844 79, leaving a balance on\nhand of $146,286 11-consisting of $92,850 61 in cash, and $53,400 in Wash-\nington and Smyth county bonds.\nThe receipts from the organization of the company have been $3,794,150 69,\nand the expenditures $3,647,864 58.\nThere has been a sale of $10,000 of the Washington county bonds, and the\nmoney, in payment thereof, is in the hands of the treasurer; but owing to the form\nof the bonds not being in accordance with the expectations of the board of direc-\ntors, those sold have not as yet been delivered. The county court has, however.\ndetermined to place them in the form desired, and they are now in the hands of\nthe commissioner of the court, Mr. W. Y. C. White, for that purpose, and their\nreturn is expected now at an early period. Regarding the aforesaid bonds of the\ncounties of Washington and Smyth as safe and proper investments, the board of\ndirectors have resolved that the sinking fund, required to be set apart for the re-\ndemption of bonds issued to contractors, be invested in those aforesaid securities,\nby which means they will be made available to the company at an earlier period\nperhaps than by any other mode, as they are not sufficiently prominent to be easily\ndisposed of in the market generally.\nYou are aware that no sinking fund is required to be held for the redemption of\nthe loan by the state; but, instead thereof, the payment semi-annually of 31 per\ncent., which pays the interest on said loan, and in 34 years cancels the debt.\nYou have for future operations the following means:\nCash on hand, per report,\n-\n-\n-\n-\n146286 11\nAmount due from private stockholders,\n-\n-\n-\n66508 67\nAmount due from state on account of stock,\n-\n-\n86800 00\nAmount due on state loan,\n-\n-\n-\n-\n385000 00\nAmount of bonds on hand, -\n-\n-\n-\n406000 00\nAmount due by bills receivable,\n-\n-\n-\n34282 39\n1124877 17\n73\nDigitized by\nGoogle\n578\nDoc. No. 17.\nBrought forward,\n1124877 17\nTo amount due individuals,\n24214 69\nAmount due by negotiable notes,\n125247 80\nAmount due stockholders,\n383 00\nAmount due contractors,\n-\n14450 20\n164295\nShows a balance,\n-\n-\n96054) 3\nAdd amount of stock to be taken by individuals,\n70400 00\nWhich will draw from the state,\n105600 00\n17600 00\nMakes an aggregate of\n$1138.3\nIn the above estimate the state's subscription as put down is $20,600 less the\nits proportion of the capital stock, as there are about $13,744 of the private stock\nsubscribed believed to be insolvent; which, however, when a sale and transfe\nshall be made to some extent, and a corresponding proportion from the state will\nbe rendered available. The wants of the company to complete and put into F\nration the entire work may be put down as follows:\nIron unpaid for to 1st Oct.\n-\n-\n-\n581685\nEngineer's estimate for graduation and masonry,\n-\n-\n33967 #\nDo.\ndo.\nsuperstructure and bridges,\n-\n-\n121000\nDo.\ndo.\nlocomotives,\n-\n-\n.\n120000\nDo.\ndo.\nrolling stock,\n-\n-\n-\n134000\n$1316000\nNo estimate is here made for interest, as no doubt, in the opinion of your beard\nshould be entertained of the revenue from the road in operation being ample &\npay running expenses and the interest on loans. They estimate the receipts le\nthe present year at $200,000.\nThe assets shown above approximate very nearly the estimated wants of to\ncompany, but you will observe they are in part of that character that cannot's\nmade available to meet promptly the liabilities, particularly if the work be pudel\nforward as it should be, and as its present consideration would admit of: certing\ntherefore, the interest of the company requires that such portion should be a\npated as far as practicable to do SO.\nIn pursuance of these views, your board would recommend that you authorise\nthem to anticipate the resources of the company by a loan or loans, in such -\nner as you in your judgment may deem advisable.\nIt is possible that sufficient aid by temporary loans may be obtained, and of\nnarily there would be but little doubt. as frequently heretofore, an amount -\nto what may now be necessary, has been obtained from the banks in this w\nalone. But the present stringency in money matters increasing the demand ⑈\nthe banks, renders them less able to afford the required accommodation. and #\nview of past favors, further applications should be avoided as far as practicalis\nBesides, a dependence upon the character of negotiations is uncertain as to a\nDigitized by Google\nDoc. No. 17.\n579\nof postponing rather than avoiding the\nmore permanency would be decidedly to the\npany.\nTred to in this report, there are several tables\nmuch interest, giving information in that form\ncode.\npectfully submitted.\nJNO. ROBIN McDANIEL, Pres't\nF. M. Garnett, read the following\nREPORT.\nENG. OFFICE V. AND T. RAIROAD.\nOctober 25, 1853.\nDirectors of the\nVa. and Tenn. Railroad Co.\nMEN,\nAt the period of my last report the road had just reached the\nat Big Lick. It was opened for use to Salem on the 15th of December\nand to Big Spring, about 73 miles from Lynchburg, on the 10th of August\nThe road was completed to this point as soon as the delivery of the iron\nmitted; and the effect of the other causes of delay must be confined to the\nwo months and a half which have elapsed since the 10th of August.\nThe board are already aware that, although 1000 tons of iron had been pur-\nchased previous to the last meeting of the stockholders, and a very large amount\nwas purchased immediately after that meeting, causes beyond their control pre-\nvented its earlier delivery.\nThis road might certainly have been completed at an earlier date, with ample\nmeans, but it was your misfortune, during the latter part of 1851, all of 1852 and\nthe early part of 1853, to be without the means of pressing the work with much\nvigor.\nThis want of capital made it inexpedient to push forward the work of the con-\ntractors for graduation and masonry during the fall of 1851, or the following year.\nThis delay has been attended with some benefit; the heavy embankments OR\nthe 12 miles ascending the Alleghany required much time to settle:\nThey may now be considered as having arrived at some degree of permanency,\nbut they have settled greatly within the last three months.\nSince the 10th of August, the heavy slides in the deep exeavations, and the\nrapid settling of the embankments, have rendered it impossible to push forward\nthe track laying any faster than has been done, and there are not more than six\nand a half miles laid beyond the Big Spring.\nDigitized by\nGoogle\n580\nDoc. No. 17.\nWithout some extraordinary providential hindrance, the road can be in opera-\ntion to Christiansburg by Christmas. Beyond that point there is comparatively\nlittle heavy work, and nothing can occur to delay the regular progress of the\ntrack.\nThe road bed is ready to receive the rails as far as New river, with the exesp-\ntion of one section near the river, which will be completed by the end of the\nyear.\nThe New river bridge is in rapid progress, and will be completed before the\nrails can reach it. The whole amount of graduation and masonry which remained\nto be done west of New river, on the 1st day of this month, was less to\n$ 275,000, 80 that there is now nothing beyond Christiansburg in the waydde\nsuperstructure.\nThe track will hereafter be laid as rapidly as it can be done with due regards\nthe faithful execution of the work, and it is confidently hoped that it will net\nAbingdon, and perhaps the Tennessee line, by the end of next year.\nIf this hope is realized, the whole work will be in operation in five years in\nthe time when the first spade was put in the ground.\nThe board have every reason to congratulate themselves on the rapidity is\neconomy with which they have acomplished a task of such magnitude.\nNo work in the southern states, and not many in the Union have presenti\ngreater natural difficulties than this road. You have scaled the Alleghany, whit\nhas been done at but two other points. The Baltimore and Ohio railroad, will\ncrosses this mountain, was commenced in 1828, and on the first day of June X\nafter a lapse of twenty-five years, and at an expense of $14,000,000, they of\npleted their work.\nIt is true that their extension beyond Cumberland has been accomplished in\n1848, but it required five and a half years with the vast resources of that of\npany, and in a region where the amount of labor at command was alow\nunlimited. There were, for a considerable time, 6,000 laborers on that wet\nwhile the largest force which could be obtained on this work never read\n2,000.\nAlthough the use of slave labor on our works is a source of great economy.\nis attended with this disadvantage, that it makes it difficult to collect a form\nwhite laborers on the same work where a considerable number of slaves #\nemployed.\nThe next point at which the Alleghany has been crossed, is on the Cem\nline of Pennsylvania. The Portage railroad was commenced in 1832, and wie\nfinished, formed a part of a mixed line of railroad and canal, connecting PD\ndelphia and Pittsburg. The line which connects Georgia and Tennessee M\nnot have to encounter the Alleghany and Blue Ridge formation.\nThe Central railroad, which is intended to supersede the Portage, was of\nmenced in 1848, and is not yet completed. The New York and Erie rains\nalso escapes the Alleghany: the building of this road, with the resources of Sir\nYork to sustain it, occupied sixteen years, and has cost $ 27,000,000.\nI repeat, therefore, that when it is remembered that your road crosses beith\nBlue Ridge and Alleghany mountains, both the time occupied in its accomplate\nDigitized by Google\nDoc. No. 17.\n581\nment and the cost at which it has been effected, are causes of congratulation to\nthe board.\nAfter reaching the summit of the Alleghany, the real difficulties of the road\nare over.\nIn compliance with the wishes of the board, surveys have been made for the\npurpose of earrying out the object of the following resolution of the stockholders\nResolved, that in the opinion of the stockholders of this company, a branch of\nthis road ought to be made to the Salt works in Washington and Smyth coun-\nties, as soon as the condition of the company will enable them to construct it.\nand that a survey and estimate should be made for the same during the year, so\nas to be presented to the stockholders at their next annual meeting.\nVery full preliminary surveys were made, which resulted in the discovery of\ntwo routes by which the object may be effected.\nOne of these routes reaches the railroad near the college, and the other on the\nland of Mr. Rybun. The two routes will be near the same length, being about\nseven and a half miles. No actual location was made on which an accurate\nestimate could be based, but it is believed that a branch can be made for\n$140,000.\nThe product of these Salt works, as given in the last census, was 445,000\nbushels.\nThere can be no doubt that these works are capable of yielding a much larger\namount of salt; indeed the supply seems almost inexhaustible, and it is only\nnecessary to secure a market that the manufacture may be increased to a very\nlarge extent. The Kanawha works yield more than 3,000,000 of bushels, and\nthe yield of the Onondago springs in New York has exceeded 5,000,000 of\nbushels.\nThe salt of Washington and Smyth is said to be of unusual purity, and would\nprobably be preferred in the market.\nNotwithstanding the large amount of salt manufactured in the United States,\nthere is about 12,000,000 of bushels imported from abroad. Taking these facts\ntogether, it may be safely assumed that 500,000 bushels of this salt will go over\nour road; which, at only 8 cents, (a price below the average charge,) would pay\n40,000.\nBut the plaster will afford a much larger tonnage than the salt. It has been\nassumed by persons acquainted with the subject that, if plaster can be sold along\nthe line of this road at $5 per ton, 200,000 tons will be used.\nLet us assume that 50,000 tons will be used, and that it pays an average freight\nof 2 per ton : this would be $ 100,00D, and the two being added gives $ 140,000\nas an annual income from the transportation of salt and plaster alone.\nTherefore, the annual increase yielded to the company, by the transportation\nof these two items would be equal to the first cost of the branch. A portion of\nthis revenue would be derived from this source if no branch were built, but this\nestimate shows the magnitude of the interest which would be fostered by such a\nbranch.\nThe amounts assumed are believed to be far below the truth, and it is not\nDigitized by\nGoogle\n582\nDoc. No. 17.\nimprobable that the development of this interest, consequent on the construction\nof the branch, would greatly exceed the estimate here given.\nThere seems, therefore, to be very little doubt as to the sound policy of cos-\nstructing this branch. if the means of the company will enable them to do 80.\nThe estimate heretofore made for this road did not include the cost of any\nbranches : if, therefore, it is decided to make this branch immediately, it will in\nnecessary to determine on some plan for providing the means. The recom-\nmendation of a particular route has been postponed from motives of policy. and\nfor the same reasons the stockholders should leave the selection of a route tele\nmade by the board.\nIn obedience to the instructions of the board, I have made three trips w\nKentucky during the year, for the purpose of exploring a route for the Cale-\nland gap railroad, and for securing a continuation of it to the principal marked\nKentucky.\nThe scheme was received with great favor in Kentucky. The zeal which va\nmanifested on my first visit to Louisville was not allowed to sleep.\n^ large and enthusiastic convention was held in Richmond oh the 25th of Id.\nand important steps have since been taken to forward the work. It maybe\nassumed as certain, that Kentucky will make a road to the Cumberland gap, ni\nit only remains for you to carry out the pledges made by your delegates to th\nconvention at Richmond.\nA thorough survey of the country has shown that a very good line carls\nobtained for the branch between Abingdon and Cumberland gap.\nIt was found very difficult to obtain a good line from Abingdon to the Barth\nfork of Holston. The best line that was found, and the one on which de\nestimate of the cost of the road has been based, leaves the main line about to\nmiles west of Abingdon, and goes down Davis' run and Smith's creek to\nHolston. It would require grades of 85 feet per mile for a distance of five\nto reach the Holston valley. This part of the line would also be greatly\nexpensive than the remainder. This fifteen miles would cost an averap\n$33,000 per mile, whilst the remainder of the road would not exceed an average\nof $17,650 per mile.\nIt is proper to mention that the act of the legislature requires the track)\nleave the main line at or west of Abingdon, and the surveys were confined to\nlimit.\nA route could probably be found on which no grades exceeding 70 feet ner\nmile would be required. This route would continue up the valley of the Holem\nor Poor valley to the Salt works, and reach the main line by the branch which\nproposed to be constructed to the Salt works.\nThe advantage of the route by the Salt works would be, that we avoid ex\nceeding our maximum grade of 70 feet per mile, and obtain very favorité\ngrades. The argument against it would be the construction of ten additions\nmiles of new road, and an increase in the total distance from Cumberland P\nto Lynehburg of about eight miles.\nNo accurate estimate of the relative merits of the two lines could be gim\nwithout a survey.\nDigitized by Google\nDoc. No. 17.\n583\nThe whole length of the line surveyed was 135 miles, and the whole cost\n2,613,061. The distance could undoubtedly be shortened some five or six miles\nby a definite location, and the estimate is believed to be a very full one.\nNo grade will be required exceeding 70 feet per mile, with the exception\nalready mentioned. There could be a large amount, not less than $ 200,000\nsaved, by using grades of 80 feet per mile instead of 70; but there cannot be a\ndoubt about the ultimate economy of using the lowest of these rates of grade.\nThe line traced corresponds generally with the one indicated in my report of\nthe 30th of May, which is herewith submitted.\nThe estimate includes only 80 much of the tunnel at Cumberland gap as lies in\nthe state of Virginia, leaving Kentucky to make that portion of it which lies\nwithin the borders of her own state.\nIt was not possible, in the time occupied by this survey, to examine the country\nso thoroughly as to be able to say that the best route was surveyed. All that\ncould be done was to ascertain one practicable route, and to base an estimate on\nit. Upon a final location of the road, the whole country must be well examined,\nand it would probably be found necessary to survey many more routes. It would\nbe a matter of the utmost importance to save distance on a line which will have\nstrong competition from more than one quarter. An air line from Abingdon to\nCumberland gap would probably be less than 100 miles.\nThe location of the Kentucky portion of the road may possibly make this\nroute longer between Louisville and Washington city, by some 30 miles, than\nother routes which will be constructed at some future time. This difference will\naffect the travel only to the extent of one hour in time and ninety cents in money.\nThe love of variety would therefore give us a large share of the travel persons\ngoing one way would be apt to return the other way. The singular beauty of\nthe scenery on this line would make it a popular route. The natural tunnel in\nScott county and the large and beautiful cave in the same neighborhood are\nconsiderations which would alone attract crowds of visitors.\nThe Louisville and Wheeling packets, during a considerable portion of the\nsummer, landed at Wheeling between five and six hundred passengers per day.\nSupposing 100 of that number, less than one-fifth, should take this route : 100\npassengers each way daily, between Louisville and Abingdon, say 330 miles, at\nthree cents per mile, would pay 722,700 annually. If we put the cost of trans-\nporting passengers at one cent per mile, it would leave $ 481,800 of clear profit.\nThis would be the interest on 8,000,000, a sum fully sufficient to construct and\nequip a road from Louisville to Abingdon.\nBut as we advance on this line east of Louisville, the advantage of our route,\nin comparison with others, increases. There are about 100 miles of this line in\nKentucky, next to Cumberland gap, which is now entirely cut off from any\nmarket, and entirely dependent on a road from Cumberland gap to the Atlantic\ncoast.\nThe importance of the mineral deposits on this road was not sufficiently\nshown in my last report. There is a range of small hills with the richest iron\nore, extending for 60 miles, in Lee county, within a mile or two of the line sur-\nveyed for this road. As soon as the line reaches Kentucky, it penetrates a vast\ncoal field, where the coal is of the most superior quality.\nDigitized by\nGoogle\n584\nDoc. No. 17.\nThis proximity of the ore and the fuel, in a country abounding in water perer\nand of inexhaustible fertility, will make this one of the best manufacturing\nregions to be found.\nApart from the intrinsic merits of this branch road, us a separate scheme\nmust add very largely to the revenue of the Virginia and Tennessee vailed\nThe trade and travel which will be thrown on your road, from this branch, will\nnot fall very far short of that which will come by your main connection with the\nsouthwest, by way of Knoxville.\nIn my report of 1851, an estimate was given of the cost of a branch from your\nroad down the valley of New river, to the line of the Covington and Ohio\nroad. My views of the importance of that branch have undergone no edugh.\nBy that report, the distance to the mouth of the Greenbrier, where il vu\nexpected to intersect that line, was shown to be 771 miles, and the cost of &\nroad was $1,545,000. At the Union convention, where the friends of the varue\ninternal improvement interests met in 1852, the right to make this branch VM\nconceded to us, and on that was based the compromise which was effected\nthat convention. The legislature has carried out, as far as state activa R\nrequired, all the plans of the Union convention. An act was passed security\nthe Virginia and Tennessee railroad company the right to make that branch\nterms the most advantageous to the stockbolders in the main line, and the\nagrees to take three-fifths of the stock. It would certainly be best to accept\nact, though the location of the Covington and Ohio road might be made N\ndefeat the scheme. The adoption of what is called the Meadow river roun #\nthe state, would have the effect of rendering this branch worthless, in view\nthe magnitude of the undertaking.\nAll of which is respectfully submitted.\nCHAS. F. M. GARNETT,\nChief Engineer\nThe report of Thomas Sharp, general superintendent, was read.\nREPORT.\nOFFICE GEN. Sup'T Va. AND TENN. R. a\nLynchburg, Oct. 126, 152\nJNO. R. McDANIEL, Esq., President.\nIn making a report of the condition and operations of the road from\nJanuary to the present time, the following is submitted:\nThe condition of the road has been much improved during the spring and email\nditching, draining, removing large quantities of loose earth and raising embankments\nfrequent slides of earth and loose rock always attending a new road, particularly in\ntain sections, will during the next year require considerable labor, at an additional\nI would recommend the removal of the present road bed where it is in wet ents, and\ntute ballasting, which will make a permanent and measurably dry road, as soon 23\ncommenced, for the reason that it can be done at a less expense and more expecience\nthan after the business of the road increases.\nDigitized by Google\nDoc. No. 17.\n585\nThe track throughout is in the best order, and much credit is due the road overseers for\ntheir vigilance, energy and faithful discharge of their respective duties, and the large amount\nof work done during the spring and summer. The expenses of the machine shop have\nbeen unusually heavy, which has been unavoidable, by the large amount of repairs needed\nto maintain the locomotives and cars to render them available. The limited amount of\npower on the road, in comparison to the business required to be done, has made it neces-\nsary to make a most daily use of each locomotive, thereby causing a much greater loss from\nwear and tear of machinery.\nThe scarcity of mechanics has made it necessary to get them from a distance, at high rates\nof wages, which has been another source of increased expense.\nThere is now a fair complement of hands engaged, but not a sufficient number to do the\nwork as advantageously as desirable.\nThe transportation of freight and produce has not been done with as much promptness\nand despatch as desired, caused by an insufficient number of locomotives. The bridges at\npresent are generally in good order, but will require some additional outlay to make them\nas permanent as desirable.\nPortions of them may be removed, by substituting embankments in their place, which I\nwould recommend being done at an early day.\nSidelings have been put in at the following places, viz: Lowry's factory. Thaxton's and\nGish's mill, which much facilitates the business of transportation and a more advantageous\nuse of the gravel train. The facilities of transportation would be much increased by having\na greater number of sidelings on the line of road at distances of not more than five miles\nspart. The water stations are in good order: all have been supplied with new pumps and\nseveral with new tanks, but as yet have not as full a supply of water as desirable, but\nanother well has been dug at Forest, which will be supplied with a pump and tank in a few\ndays. Other water stations will be required between Lynchburg and Liberty. The wood\nstations are in good order, but I would recommend an increased number, with an enlarge-\nment of some already constructed on the line of road. Six houses for overseers have been\nbuilt 16 by 30 feet, one and a half stories high, and eight for negroes, 16 by 30, one story\nhigh. In Lynchburg, I have built a large wood shelter, with oil-house. wheel-house and\ntinner shop adjacent; and have in course of construction and nearly completed, a house\nfor passenger cars of brick, two stories high, 40 by 160 feet, large enough to contain six\npassenger cars, and allow room for painting and repairs. Our present stock of cars on the\nroad is as follows:\n6 First class passenger cars,\n-\n-\n-\n-\n8 wheels.\n2 Second class passenger cars,\n.\n-\n-\n8\n\"\n-\n49 Box cars,\n-\n-\n-\n.\n-\n8\n\"\n34 Flats cars,\n-\n-\n-\n-\n-\n8\n\"\n-\n6 Gondola cars,\n-\n.\n-\n-\n-\n8\n\"\n1 Stock car,\n-\n-\n.\n.\n8\n\"\n-\n19 Dump cars,\n-\n-\n.\n-\n-\n4\n\"\nAnd all in running order. It will require by the end of the fiscal year twenty six locomo-\ntives to do the work on the road advantageously to the company, and satisfactorily to the\npublic; two of which should be 25 tons, to be stationed at the foot of the Alleghany. It\nwill also require, in addition to our present stock of cars:\n6 First class passenger cars,\n-\n.\n-\n-\n8 wheels.\n3 Second class passenger cars,\n.\n.\n-\n8\n\"\n60 Box cars,\n-\n-\n-\n-\n-\n8\n\"\n30 Gondola cars,\n-\n-\n-\n.\n.\n8\n=\n40 Flats cars,\n-\n-\n.\n.\n8\n\"\n-\n74\nDigitized by Google\n586\nDoc. No. 17.\n15 Stock cars,\n-\n.\n-\n-\n-\n8 wheels.\n15 Dump cars,\n-\n-\n.\n-\n4\n\"\n.\n20 Dirt cars for road repairs,\n-\n.\n.\n-\n4\n\"\n20 Toll cars,\n-\n.\n-\n.\n4\n&\n-\n3 Baggage cars,\n.\n.\n-\n.\n-\n8\n\"\nAll of which is respectfully submitted.\nTHO'S SHARP,\nGen. Sup't.\nOn motion of Mr. Mosby,\nResolved, that the reports of the president, chief engineer and general super-\nintendent, with accompanying documents, be referred to a committee of eleven\nstockholders, who shall consider and make report thereon as they may deem ex-\npedient.\nThe chair appointed Messrs. C. L. Mosby, C. Dabney, James R. Kent, David\nGraham, Jno. M. Preston, B. Wilkes, W. B. Preston, N. H. Campbell, F.B.\nDeane, Jr., Col. Maurice Langhorne, Jr. and H. L. Brooke to constitute said\ncommittee.\nA portion of the committee appointed at the last annnal meeting, under the 8th\nby-law, made a report, which was received, and is as follows:\nWe, the undersigned, a portion of the committee appointed at the last annual\nmeeting of the stockholders of the Virginia and Tennessee railroad company to\nexamine the books, accounts, state of the funds, &c., as required by the 8th see-\ntion of the by-laws of the company, have performed the duty as well as the\nlimited time allowed us by present meeting of the stockholders would permit, and\nbeg leave to report that we have examined the list of balances as reported to the\ncompany by the treasurer and clerk, and find them correctly reported; and we\nfind the balances of debits and credits correctly added, as presented in the sum-\nmary showing the receipts and disbursements during the year. The vast number\nof vouchers-numbering about seventeen hundred-we had no time to examine.\nThe books and accounts appear to be very neatly and accurately kept; the vouch-\ners and reports of engineers and estimates are neatly folded, endorsed and labeled.\nWe have also examined the bonds of the officers and agents of the company as\nshow IS by the president, and we consider them good.\netfully submitted by us this 26th October 1853.\nD. RODES,\nJAMES M. .BOYD.\nOn BIMST\nPreston, Esq.\nResolver\nminion of this company a branch of this road ought to\ncondo to\nMontgomery county as soon as the condition of the\n2\nwill\nconstruct it.\nTD the committee on president's report.\nthe meeting adjourned till 9 o'clock to-morrow\nD. A. WILSON, Ch'n.\nDigitized by Google\nDoc. No. 17.\n587\nCONTINUATION OF PROCEEDINGS.\nTHURSDAY MORNING, Oct. 27, 1853.\nThe meeting convened pursuant to adjournment last evening, and, a quo-\nrum being present in person and by proxy, was called to order by the chair-\nman.\nMr. Mosby, on behalf and as chairman of the committee appointed on yester-\nday, and to whom was referred the report of the president and accompanying\ndocuments, made a report in words and figures following:\nREPORT.\nThe committee to whom was referred the report of the president and accom-\npanying documents, and other subjects, have had the same under consideration,\nand now beg leave to report as follows:\n1. Resolved. that the stockholders approve the proceedings of the board of\ndirectors in respect to the mortgage executed to secure to the state $1,000,000,\nand to contractors $ 500,000, as reported by the president.\n2. Resolved, that the stockholders approve the purchases of iron made since\nthe last report, as reported by the president.\n3. Resolved, that the stockholders accept the amendment of their charter, evi-\ndenced by the act of the general assembly, passed the 3d day of March 1853,\nentitled an act to authorize the Virginia and Tennessee railroad company to con-\nstruct a branch to the Cumberland gap, and to authorize the state subscription to\nthe stock for that purpose, and to authorize an independent company to make\nsaid road on failure of said company to accept the provisions of this act.\n4. Resolved, that the stockholders accept the amendment of their charter,\nevidenced by the act of assembly passed the 12th March 1853, entitled an act to\nprovide for the construction of a railroad from the Virginia and Tennessee rail-\nroad to the Covington and Ohio railroad.\n5. Resolved, that the stockholders accept the act of the general assembly of\nVirginia entitled an act increasing the capital stock of the Virginia and Ten-\nnessee railroad company, passed 7th December 1852.\n6. Resolved. that in the opinion of the stockholders, the branches of this road to\nthe Salt works and Plaster banks in Washington and Smyth counties, and from\na point of the main, at or near Christiansburg, to the coal field on Thom's\ncreek in Montgomery county. not exceeding ten miles each, ought to be built,\nand that the board of directors, if they shall deem their construction expedient,\nin the present financial condition of the company, are instructed, by any means\nunder their control not necessary to the completion of the main stem to the Ten-\nnessee line, to proceed to the construction of said branches, and that if the board\nof directors shall not have funds sufficient to construct both of the said branches,\nthen they shall construct first that branch which in their judgment will conduce\nmost to the general interest of the company.\n7. Resolved, while it is not judicious at this time to declare any dividend ac-\ncording to the requisitions of the 4th resolution of the last\nDigitized\n588\nDoc. No. 17.\nholders, yet it is declared that hereafter, when the company shall be in a condi-\ntion to declare dividends, such discrimination shall be made in favor of the\nstockholders now existing, as would be made if the dividends were now and\nhereafter declared according to the said resolution; and that in order to enable\nthe said discrimination to be made, the net profits arising from the receipts of\nthe road during the last year and for future years, until the road shall be com-\npleted to the Tennessee line, be held as a sinking or reserved fund.\n8. Resolved, that the president and directors be and they are hereby 40-\nthorized, by anticipating the resources of the company, to raise by loan or other-\nwise, such amount as may be necessary to complete the road to the state las-\nand in such mode as they may deem most expedient.\n9. Resolved, that the board of directors cause books to be opened for wab-\nscription to stock of the company, to an amount equal to the unsubscribed ta-\nlance of the original stock of the company, and five hundred thousand dollars of\nthe additional stock authorized by the act of the last general assembly. pased\n7th December 1852; which were separately voted upon and adopted except the\n6th resolution, which was rejected.\nThe meeting then adjourned till to-morrow morning 9 o'clock.\nD. A. WILSON, Ch'n\nF. G. MORRISON,\nJOHN D. ALEXANDER,\nSecretaries.\nDigitized by Google\nDoc. No. 17.\n589\nCONTINUATION OF PROCEEDINGS.\nFRIDAY MORNING, Oct. 28, 1853.\nThe meeting convened pursuant to adjournment on yesterday, and a quorum\nbeing present, in person and by proxy, was called to order by the chairman.\nMr. Alexander, one of the secretaries, being absent, on motion of Mr. Speed,\nMr. James F. Johnson was appointed assistant secretary.\nMr. Wm. B. Preston offered the following resolution\nResolved, that in the opinion of the stockholders, the branch of this road to the\nSalt works and Plaster banks in Washington and Smyth counties, and also a branch\nfrom a point of the main stem at or near Christiansburg, to the coal fields on Thom's\ncreek in Montgomery county, and not exceeding ten miles in length each, ought\nto be built; and that the board of directors are instructed, by any means under\ntheir control, not necessary either for the completion of the main stem to the Ten-\nnessee line, nor to pay the liabilities of the company other than the $1,000,000\nto the state and 500,000 to contractors, to proceed to construct said branches.\nBut if the board of directors, on proper surveys and examinations to be made,\nshall find that the coal fields on said creek and the mountain hard by are not suffi-\nciently extensive and of such quality as in their opinion to justify the expendi-\nture, then they shall not construct the branch to said coal fields. And if the board\nof directors shall decide to build both of said branches, and not have funds suffi-\ncient for that purpose, then they shall construct that branch first which in their\nopinion will conduce most to the general interest of the company.\nWhich was adopted by two-thirds of all the votes of all the stockholders.\nGen. O. G. Clay offered the following resolution as a substitute for the 8th by-\nlaw, which was adopted:\nResolved, that at each annual meeting of the stockholders, or oftener, if neces-\nsary, they shall appoint two fit and proper accountants, whose duty it shall be to\nexamine quarterly the books, accounts, state of the funds, and the vouchers for all\nmoneys received and disbursed by the company from the time of their appoint-\nment up to the end of the current fiscal year; upon which examination, it shall be\nthe duty of said committee to report in writing to the next annual or called meeting,\nif deemed necessary. And for such services, the persons composing said com-\nmittee shall receive a compensation of five dollars per day each.\nMessrs. Charles W. Christian and N. C. Manson were appointed to constitute\nthe committee under the amendment to the 8th by-law just adopted.\nMr. Lynch offered the following resolution, which was adopted\nResolved, that the committee appointed under the preceding resolution be au-\nthorized and required to extend their examinations over the transactions for the\nlast fiscal year preceding this meeting.\nMr. Mosby offered the following resolutions, which were adopted\n1. Resolved, that the stockholders tender to the president and directors their\nthanks for the zeal, ability and fidelity with which they have discharged the duties\nof their offices during the past year.\nDigitized\nby\nGoogle\n590\nDoc. No. 17.\n2. Resolved, that the principal engineer and corps of engineers and other\nofficers of the company are entitled to the thanks of the stockholders for the\nfidelity with which they have discharged the respective trusts confided to them.\nMr. Samuel Garland offered the following resolution, which was adopted:\nResolved, that a committee of five be appointed to examine into and report\nupon the salaries which should be paid to the officers of this company, and report\nto the next annual meeting of the stockholders.\nThe following gentlemen were appointed to constitute said committee: Gen'l\n0. G. Clay, Messrs. J. M. Preston, J. M. Speed, Wm. Watts and Col. Maurice\nLanghorne, Jr.\nThe meeting then proceeded to elect a president and two directors for the\nensuing twelve months, when Mr. John R. McDaniel was unanimously re-elected\npresident, and Messrs. Henry Davis of Lynchburg and George Stuart of Wythe,\ndirectors.\nOn motion of Mr. Mosby,\nResolved, that the thanks of this meeting be tendered to the chairman for the\ndignified manner in which he has presided over its deliberations.\nOn motion, resolved that the proceedings of this meeting, with the report of\nthe president and accompanying documents, be published in the newspapers of\nthe city.\nThe meeting then adjourned sine die.\nD. A WILSON, Ch'n.\nF. G. MORRISON,\nJAS. F. JOHNSON,\nSecretaries.\nDigitized by Google\nDoc. No. 1%\n591\nA.\nA Statement of the Receipts and Disbursements of the Virginia and Tennessee\nRailroad Company for the year ending 30th September 1853.\nTo Balance on hand, per last report,\n-\n-\n164917 94\nAmount received from others than the state,\n128383 50\n\"\n\"\nof agents for stock and interest,\n41842 29\n\"\n\"\nfrom state on account of subscription,\n332000 00\n\"\n\"\nfrom state on account of loan,\n615000 00\n\"\n\"\nfor interest on stock and bonds,\n8512 34\n\"\nborrowed from individuals,\n-\n45605 09\n\"\n\"\nfrom banks,\n-\n-\n89089 99\n\"\nreceived from passenger freights,\n-\n11552 97\n\"\n\"\nfor freights,\n-\n-\n9394 11\n\"\n\"\nfor rent,\n-\n--\n75 00\n\"\n\"\non other accounts,\n-\n127 76\n\"\n\"\nfor land damages,\n-\n61 00\n\"\n\"\non account of superstructure for turn\nouts, &c.\n-\n-\n282 38\nAmount received on account of real estate, for lum-\nber, &c. sold,\n-\n-\n-\n226 42\nAmount received of freight agents at Lynchburg, for\npassenger and other freights,\n.\n71990 65\nTotal receipts,\n-\n1354143 50\n1519061 44\nBy checks . outstanding last year,\n-\n27930 54\nDisbursements during the year for work, &c. :\nBy amount paid for graduation, &c.\n364207 18\nBy amount paid for masonry,\n-\n12953 13\nBy amount paid for superstructure, bridg-\ning and iron,\n-\n-\n411194 58\nBy amount paid for depots and water\nstations,\n-\n-\n-\n41590 63\nBy amount paid for engineering expenses,\n20626 55\nBy amount paid for office and other ex-\npenses,\n.\n-\n.\n2874 30\nBy amount paid to agents for disburse-\nments,\n-\n-\n15151 18\nBy amount paid for interest on money\nborrowed, &c.\n-\n9294 19\nDigitized by\nGoogle\n592\nDoc. No. 17.\nBy amount paid for salaries of officers,\nand pay and mileage of directors,\n.\n5813 10\nBy amount paid for insurance and taxes,\n1654 55\nBy amount paid for land damages, for\nright of way, &c.\n-\n.\n20603 20\nBy amount paid for repairs of road,\n.\n24555 10\nBy amount paid for rolling stock,\n-\n46435 84\nBy amount paid on account of bills paya-\nble for co.'s notes,\n-\n-\n243186 63\nBy amount paid to stockholders for am'ts\noverpaid by them,\n-\n-\n232 68\nBy am't paid for transpor'tion expense,\n19326 13\nBy am't paid for machine shop fixtures,\n11530 06\nBy amount paid for real estate,\n.\n1698 84\nBy amount paid to stage lines on account\nof fare,\n-\n-\n-\n1643 42\nBy amount paid for personal property,\n1 negro and horses,\n-\n-\n890 50\nBy amount paid individuals for money\nborrowed,\n-\n-\n-\n84716 78\nBy amount paid on account of Cumber-\nland gap survey,\n-\n-\n1462 50\nBy amount paid state on account of loan,\n1041 66\nBy amount paid for interest on state loan,\n2162 06\nTotal disbursements,\n-\n1344844 79\nBy cash balance on hand in money and co.'s bonds,\n146286 11\n1519061 44\nE.E.\nF. G. MORRISON, Treas'r.\nDigitized by Google\nDoc. No. 17.\nB.\nReturn of the state of the Virginia and Tennessee Railroad Company on the\n30th day of September 1853.\nCapital stock authorized by charter, $ 3,000,000:\nSubscribed by others than the state 11296 shares, at $100 per share,\n1129600 00\nSubscribed by the commonwealth\n16738\nN\nat\n\"\n\"\n-\n1673800 00\nReceived for rents from the commencement of work to date,\n.\n393 75\nAmount to credit of agents,\n-\n.\n-\n2 44\n\"\n\"\nof interest account,\n-\n-\n-\n2137 14\n\"\n\"\nof individuals, for money borrowed.\n-\n-\n21000 00\n\"\n\"\nof bond account,\n-\n.\n-\n94000 00\n\"\n\"\nof stockholders, overpaid by them.\n.\n-\n383 00\nAmount to credit of bills payable on account borrowed of banks and in-\ndividuals, and on other accounts,\n-\n-\n-\n125247 89\nAmount to credit of contractors,\n-\n-\n-\n14450 20\n\"\n\"\nof passenger and other freights,\n-\n-\n115963 24\n\"\n\"\nof the state, on loan account,\n-\n-\n613958 34\n\"\n\"\nof individuals, for purchases,\n.\n3214 69\n$ 3794150 69\nAmount of commonwealth's subscription unpaid,\n-\n86800 00\n\"\nof other subscriptions than the state unpaid,\n-\n66508 67\nExpended in construction of work from commence-\nmencement to date :\nGraduation,\n-\n-\n1706605 44\nMasonry,\n-\n-\n98207 71\nSuperstructure, including iron,\n-\n929756 44\nDepots and water stations,\n-\n117320 41\nBridge superstructure,\n-\n54182 01\n2906072 01\nLand damage same time,\n-\n-\n60508 09\nExpended on other accounts same time :\nReal estate for depot purposes,\n0\n0\n48483 34\nExpense account,\n-\n-\n-\n4771 81\nOffice expense,\n-\n.\n.\n3052 05\nPersonal property,\n-\n-\n-\n4344 40\nSalary account,\n-\n.\n-\n19166 24\nEngineering-expense,\n-\n-\n92128 55\n75\nDigitized by Google\n504\nDoc. No. 17.\nBills receivable,\n.\n.\n-\n34282 39\nTax account,\n-\n.\n.\n566 64\nStationery account,\n-\n.\n-\n703 22\nRepairs of road,\n-\n-\n-\n46128 88\nDue for iron purchased by acceptances,\n-\n93792 72\nDue from individuals, for property sold and work done,\n330 50\nRolling stock,\n-\n-\n-\n98605 24\nTransportation expense,\n.\n-\n54439 55\nAmount in the hands of agents to be accounted for,\n6948 95\nExpended on Cumberland gap survey,\n.\n1587 50\nInsurance,\n-\n-\n.\n1473 13\nMaterials on hand, per account,\n-\n.\n17170 70\nCash, in money and coupon bonds, per statement A,\n146286 11\n$ 3794150 69\nE. E.\nF.G. MORRISON, Treas'r.\nDigitized by Google\nDoc. No. 17.\n595\nA TABLE\nOf Tonnage and Freights on the Virginia and Tennessee Railroad for the fiscal\nyear ending 30th September 1853.\nTonnage east.\nFreight east.\nTonnage west.\nFreight west.\nWay freight.\n1852-October,\n-\n1120723\n1225 58\n1430407\n2613 03\nNovember, -\n1527526\n2063 92\n990373\n2072 15\n9 32\nDecember, -\n1500107\n1912 10\n751983\n1571 25\n34 63\n1853-January,\n-\n1805316\n2375 98\n1097700\n1604 06\nFebruary,\n-\n2279363\n2795 89\n1670182\n2126 06\n69 92\nMarch,\n-\n2025397\n2695 12\n2135546\n4192 75\n54 43\nApril,\n-\n1452166\n1960 11\n2120574\n4758 81\n59 78\nMay,\n-\n1812684\n2627 07\n1211599\n3080 16\n71 59\nJune,\n-\n1547637\n2165 89\n1338052\n2450 73\n114 18\nJuly,\n-\n1417351\n2031 91\n617993\n1339 52\n117 69\nAugust,\n-\n3392866\n4420 25\n964607\n2007 00\n111 66\nSeptember, -\n2615000\n3557 06\n1657371\n4780 48\n79 57\n22496136\n$ 29830 88\n15986387\n$ 32596 00\n722 77\nTonnage east,\n11248 tons,\n-\n-\n-\n-\n29830 88\nTonnage west,\n7993 \"\n.\n-\n-\n-\n32596 00\nWay freight,\n-\n-\n-\n-\n722 77\n19241 tona\n$ 63149 65\nT. H. IVEY, Ag't.\nLynchburg, 13th Oct. 1853.\nDigitized by Google\n596\nDoc. No. 17.\nA STATEMENT\nof the Receipts of the Passenger Fare, together with the Amount received w\nthe Post Office Department, and the amount received for Express Packages\nover the Virginia and Tennessee Railroad, for the year ending the 30th 4ay\nof September 1853.\nMONTHS.\nPassenger fare.\nPost office departm't.\nExpress packages.\nTotals\nOctober,\n-\n-\n2305 07\n-\n-\n2305 e\nNovember,\n-\n-\n2818 35\n222 08\n-\n3040 0\nDecember,\n-\n-\n3181 89\n222 08\n-\n3403 97.\nJanuary,\n-\n-\n-\n3223 03\n223 08\n-\n3445 11\nFebruary,\n-\n-\n2636 59\n222 08\n-\n2858 a\nMarch,\n.\n.\n-\n3550 58\n222 08\n16 15\n3788 5\nApril,\n-\n.\n-\n3236 67\n222 08\n15 78\n3474 12\nMay,\n-\n-\n-\n3742 40\n222 08\n7 00\n3971 0\nJune,\n.\n-\n-\n3851 04\n222 08\n25 03\n4098 15\nJuly,\n-\n-\n4178 68\n222 08\n56 15\n4456 91\nAugust,\n-\n-\n-\n6168 81\n222 08\n64 19\n6455 08\nSeptember,\n-\n-\n4551 57\n222 08\n46 06\n4819 \"\n$ 43444 68\n2442 88\n230 36\n46117 20\nA. J. BLACK, T. Agt.\nDigitized by Google\nDoc. No. 17.\n507\nList of the Officers and Hands engaged in the Service of the Virginia and\nTennessee Railroad Company, 30th September 1353.\nJohn R. McDaniel, president, Lynchburg,\n-\n-\n$1500 00 per annum.\nHeury Davis, director, Lynchburg, (15 cents mileage when\ntraveling to and from board,)\n-\n-\n3 00 per day.\nWm. T. Anderson, director, Lynchburg, (15 cents mileage\nwhen traveling to and from board,)\n-\n-\n3 00 per day.\nWm. A. Read, director, Lynchburg, (15 cents mileage when\ntraveling to and from board,)\n-\n-\n3 00 per day.\nGeorge Stuart, director, Wythe, (15 cents mileage when tra-\nveling to and from. board,)\n-\n-\n-\n3 00 per day.\nThos. S. Preston, director, Smyth, (15 cents mileage when\ntraveling to and from board,)\n-\n-\n-\n3 00 per day.\nF. G. Morrison, treasurer, Lynchburg,\n-\n-\n1250 00 per annum.\nJohn R. Hughes, clerk and depot agent, Lynchburg,\n-\n600 00\n\"\nA. J. Black, secretary and ticket agent, Lynchburg,\n-\n500 00\n\"\nC. B. Garnett, chief engineer, Lynchburg, (including travel-\ning expenses,)\n-\n-\n-\n-\n3600 00 per annum.\nJames H. Buford, resident engineer,\n1500 00\n\"\n-\n-\nM. G. Peyton,\n\"\n\"\n-\n1500 00\n\"\n-\n-\nPeter Copland,\n\"\n\"\n-\n.\n-\n1200 00\n\"\nWalter Izard,\n\"\n\"\n-\n1200 00\n\"\n-\n-\nTheodore Moreno,\n\"\n\"\n-\n-\n-\n1200 00\n\"\nC. V. Winfree,\n\"\n\"\n-\n-\n1200 00\n\"\n-\nW.W. Blackford,\n\"\n\"\n-\n\"\n-\n-\n1200 00\nThos. Sharp, general superintendent, Lynchburg,\n-\n3500 00\n\"\nT. H. Ivey, freight agent, Lynchburg,\n-\n.\n1000 00\n\"\nW.F. Plunket, assistant freight agent, Lynchburg,\n-\n600 00\n\"\nC.W.Price,\n\"\n\"\n\"\n\"\n-\n500 00\n\"\nJoel W. Jennings,\n\"\n\"\n\"\n\"\n-\n400 00\n\"\nWm. H., Hughes,\n\"\n\"\n\"\n\"\n.\n300 00\n\"\nThos. Cobbs,\n\"\n\"\n\"\n\"\n300 00\n\"\n-\nJ. W. Smith,\n\"\n\"\n\"\n\"\n400 00\n\"\n.\nWm. Miller,\n\"\n\"\n\"\n\"\n300 00\n\"\n-\nM. L. Harris, agent, Forest depot, (including hands,)\n-\n700 00\n\"\nTho. Johnson, agent, Liberty depot,\n.\n350 00\n\"\n-\n.\nN. Stevens, agent, Buford's,\n-\n-\n350 00\n\"\n-\nD. H. Plain, agent, Bonsack's,\n.\n-\n350 00\n\"\nA., Neal, agent, Big Lick,\n-\n-\n-\n350 00\n\"\nB. Pitzer, agent, Salem,\n.\n-\n-\n350 00\n\"\n-\nDigitized by Google\n598\nDoc. No. 17.\nWm. S. Minor, agent, Big Spring, (including hauling ex-\npenses,)\n-\n700 00 per annu\nJames M. Robinson, assistant agent, Big Spring,\n-\n350 00\n\"\nSaml. B. Clay,\n\"\n\"\n\"\n-\n-\n300 00\n\"\nG. M. S. Kinzer, conductor mail and P. train,\n-\n-\n600 00\n\"\nA. S. Whaling,\n\"\n\"\n\"\n.\n-\n600 00\nH\nJohn T. Whaling,\n\"\n\"\n\"\n-\n.\n600 00\n\"\nThos. Y. Mosby, conductor burthen train,\n.\n-\n480 00\n#\nThos. R. Moody,\n\"\n\"\n\"\n-\n400 00\n\"\nHenry Kuhen, engineer on locomotives,\n-\n-\n780 00\n\"\nPatrick Callon,\n\"\n\"\n-\n-\n780 00\n\"\nWm. B. Garrett,\n\"\n\"\n-\n-\n780 00\n\"\nPeter Sulenburger,\n\"\n\"\n-\n-\n780 00\n#\nJacob Isenhowen,\n\"\n**\n.\n-\n780 00\n\"\nR. Gay,\n\"\n\"\n-\n-\n780 00\n4d\nWin. Albough,\n\"\n\"\n-\n.\n600 00\nA\nHiram Thompson,\n\"\n-\n-\n.\n600 00\nAd\nPeter Gallice, foreman machine shop,\n-\n-\n780 00\n-\nThos. Strange, foreman carpenter shop,\n.\n-\n780 00\n-\nWoodson Toler, watchman at depot at Lynchburg,\n.\n1 00 per night\nJ.O. D. Bowen,\n\"\n\"\n\"\n-\n1 00\n44\nWhite laborers on the road, 146.\nColored \"\n#\n\" 120.\nJNO. R. HUGHES,\nClerk and Depot Agr\nDigitized by Google\nDoc. No. 17.\n599\nWINCHESTER AND POTOMAC RAILROAD COMPANY.\nOFFICE WIN. AND Po. R. Co.\nOctober 28, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI have the honor to communicate to you the annual report of\nthis company, together with the report of the stockholders, the report of the\ncommittee of investigation, and a list of the stockholders.\nThe president and board have, in their report to the stockholders, recited such\nmatters as it would be unnecessary to repeat over to your honorable board, as\nthat report is herewith communicated.\nIt may not be improper however to suggest to your honorable board how far\nthe prohibitory legislation of the last legislative body, in denying this company\nthe right to connect with other railroads, is just in denying the great producing\ninterests of our valley their choice of markets, or consistent with equality of civil\nrights to all the citizens of this commonwealth. And it may not be unwise\nfarther to consider how far such clauses of prohibition introduced into charters,\nmay hereafter be construed by the judicial tribunals, as conferring vested rights,\nand prevent a future legislature from authorizing a connection which may hereaf-\nter be deemed just and expedient.\nRespectfully reported, on behalf of the board.\nW. L. CLARK, Pres't.\nbas\nind\nincludes\nvij\nDigitized by\nGoogle\n600\nDoc. No. 17.\nREPORT.\nOCTOBER 22, 1853.\nStockholders Winchester and Potomac R. Co.\nThe gross revenue of the company for the twelve months ending the\n30th September last, was $98,328 44, being $157 63 less than the revenued\n1850-51, and $8,552 22 more than the revenue of the last year, 1851-52.\nThe increase over the revenue of last year in the passenger fare is $4,657 SB,\nand the increase in the number of passengers transported is 5,856.\nThe increase in the revenue from freights is $3,894 63. The improvement in\nthe income of the company arises from the introduction of no new articles ol\ntransportation over the road, nor from any change in the policy of the compart.\nIt is clearly traceable only to the natural progress of things, as is most evident\nfrom the fact, that from each of the principal subjects of transportation. both east\nward and westward, there has been increased revenue, and the proportion upon\neach does not materially differ. This gradual and regular increase in production\nand consumption is the necessary result of the railroad system. Regularity and\ncertainty of transportation are essential to trade, and every railroad, property\nlocated and properly conducted, thus insures its own improvement, while it -\ntributes to the improvement of all within its influence.\nThe amount of flour, it will be seen, has increased from 210,760 barrels last\nyear, to 250,289 barrels this year, and that notwithstanding, a large portion of\nour distant supplies has sought other markets. In 1843-ten years since-there\nwere transported over this road 125,880 barrels of flour. Thus, in ten years, the\namount is doubled; and it is by no means certain that the supply from a distance\nwas not as great then as it is now-eertainly not materially less; and in ten years\nhence it would not be unsafe to assume that the present quantity would be\ndoubled again. The high grade of the flour manufactured by our millers-the\nimproved and rapidly improving state of agriculture-the fact that wheat is\nbrought up our road from within six miles of Harpers Ferry, and from other\npoints on our road-all argue a largely increased revenue from the transportation\nof flour. The enterprise of our merchants, and their great fidelity in business\nhave established our town as a flour market; so much so, that it has got almost\ninto a proverb that there are no faint hands or faint hearts in the Winchester\nflour market.\nMost of the other articles of transportation sympathize with this leading 5ta-\nple. It is unnecessary to extend these views to show that there is nothing in the\nfuture to look at more disheartening than there was in future at any former period\nof our history.\nThe details of revenue and disbursements are found in the treasurer's state-\nments, which are herewith reported to the stockholders.\nThe general condition of the company is better to the extent of the comple-\ntion, during the last year, of our bridges and tressle work at the ferry, and the\nroad, motive power and car power are in good condition and abundantly suffi-\ncient for all the purposes of our trade.\nDigitized by Google\nDoc. No. 17:\nThe passenger trains have been run on an average speed of two hours and ten\nminutes, including stoppages, of which there are seven on the line of the road,\nand there have been but two failures of the mail during the year. No person\ntraveling has received the slightest injury, nor has any one in the service of the\ncompany been materially or seriously hurt. The board declared a dividend of 4\nper cent. on the capital stock of the company, which was paid to the stockholders\non the 1st of May last. There has been paid also during the last year to loss\nand damage account, arising from the flood, the sum of $ 10,455 30.\nThe floating debt of the company has been reduced from $ 33,198 92 to\n$ 23,994 63; and an additional dividend of six per cent. is declared on the capi-\ntal stock, payable on and after the 1st of November next.\nAll which is respectfully reported.\nWM. L. CLARK, Pres't.\nAt an annual meeting of the stockholders of the Winchester and Potomac\nrailroad company, Oct. 22d, 1853, the foregoing report was received and unani-\nmously adopted by the stockholders.\nTeste,\nWM. L. BENT, Sec'y.\n76\nDigitized by Google\n602\nDoc. No. 17.\nWm. L. CLARK, Esq., President.\nEnclosed I transmit to you the usual annual report of this company\nto the Board of public works, with the annual statement of receipts and expent\ntures during the last twelve months ending on 30th September 1853.\nAll which is respectfully reported.\nJ. GEO. HEIST,\nP. Agent and Treas.\nDigitized by Google\nDoc. No, 17.\n608\nState of the Winchester and Potomac Railroad Company, Sept. 30, 1853.\nTo Original cost of construction,\n.\n.\n441308 69\nDo.\ndo. depots, work shops, &c.\n-\n18248 69\nLand damages,\n-\n-\n.\n43081 07\nReal estate,\n.\n-\n-\n6777 50\n509415 95\nMotive power-cost of engines,\n-\n47000 -00\nMotive power-cost of passenger and burthen\ncars and repairs of same; repairs of engines\nand wages of engineers and hands on trains,\n308603 67\nFuel expense,\n-\n-\n.\n84511 82\nOil expense,\n-\n-\n-\n20329 49\nDrawback acc'ts and agents' commissions,\n-\n90739 46\nDepot expenses, including books, stationery,\npostage and printing,\n-\n-\n24743 60\nLoss and damage,\n-\n-\n-\n25877 96\nMail expense,\n-\n-\n-\n1745 79\n603551 79\nRepairs of road, in which is included recon-\nstruction of the road, work shops, &c.\n-\n395756 60\nInterest on loans and funded debt,\n-\n177133 24\nState annuity,\n-\n-\n-\n30000 00\nOfficers' salaries,\n-\n-\n-\n88717 23\nContingent expense,\n-\n-\n18749 14\nImprovements,\n-\n-\n-\n5756 01\nBank debts,\n-\n-\n-\n42811 52\nSnow expense,\n-\n-\n.\n114 38\nLaw expense and taxes,\n-\n-\n1898 18\nDividends paid,\n-\n-\n-\n71170 39\nOffice rent,\n-\n-\n,\n60 00\nLand damages,\n-\n-\n-\n750 00\n832916 69\nCash in hand and freights outstanding,\n-\n-\n757 47\nBy_Capital stock,\n-\n-\n-\n-\n300000 00\nRevenue from all sources,\n-\n-\n-\n1351042 09\nCommonwealth's loan,*\n'\n-\n-\n150000 00\nFunded debt and debts due to banks and individuals,\n-\n-\n143994 63\nMaterials on hand, fuel, &c. &c.\n-\n-\n1605 18\n1946641 90 1946641 90\n*Thisloan, with $120,000 of the capital stock, has, byan act of the general assembly, been commuted for-\nthe payment of an annuity of $5,000 to the commonwealth.\nDigitized by Google\n604\nDoc. No. 17.\nReceipts and Disbursements of the Winchester and Potomac Railroad Company for\nthe year ending Sept. 30, 1853.\nTo Repairs of road,\n-\n15875 86\nMotive power,\n-\n-\n-\n23089 80\nFuel expense,\n-\n-\n-\n7360 03\nAgents' commissions and drawbacks,\n-\n6149 75\nDepot expense, including books, stationery, postage and\nprinting,\n2326 10\nContingent expense,\n-\n194 98\nInterest on loan and funded debt,\n8985 73\nImprovements,\n-\n317 48\nLoss and damage,\n10455 30\nOfficers' salaries,\n-\n6665 51\nOil expense,\n-\n.\n-\n1931 59\nMail expense,\n125 00\nLaw expense and taxes,\n449 62\nState annuity,\n5000 00\nDividends paid,\n-\n-\n-\n-\n17274 25\nOffice rent,\n1\n.\n-\n-\n40 00\nLand damages,\n-\n-\n-\n-\n250 00\nCash in hand and freights outstanding,\n.\n-\n757 47\nBy Revenue from passengers, tonnage and mail,\n98398 #\nSale of old materials, rents, &c. -\n-\n-\n6939 11\nCash in hand and freights outstanding last year,\n-\n1980 X\n$107248 47\n107248\n6\nOfficers of the Company, and their Salaries.\nW. L. Clark, president,\n.\n-\n-\n2500\nJ. Geo. Heist, principal agent and treasurer,\n-\n.\n1500 #\nS. Wright, supt. of machinery,\n-\n-\n6\n750 #\nHy. Brown, agent and clerk at Harpers Ferry,\n-\n-\n700 -\nWm. L. Bent, secretary and transfer clerk,\n-\n-\n-\n200 #\nLewis Bailey, conductor of 1st passenger train,\n-\n.\n-\n500 W\nEben. Taylor, conductor of 2d passenger train,\n-\n-\n400 00\nJno. Mansfield, clerk at Winchester depot,\n-\n-\n600 #\n$7150.00\nLength of the road, thirty-two miles. Kept in repair by daily service and superiants\ndence. Average cost per mile per annum, $1,353.\nDividends declared-One on the 1st Nov. of 6 per cent., and one on the 1st of May of\n4 per cent.\nJ. GEO. HEIST, Treas.\nDigitized by Google\nDoc. No. 17.\n605\nREPORT OF EXAMINING COMMITTEE.\nThe committtee appointed by the stockholders at the last annual meeting to examine into\nthe condition and management of the road, the mode in which the books and accounts\nare to be kept, the state of the motive power of the company, and to recommend such\nmeasures as will promote the interests of the company, respectfully report that they passed\nover the whole line of the road on Friday, the 21st inst., in a special train provided by the\npresident for them.\nYour committee examined the road with care, and found the whole line in good order\nboth as to the iron and wooden understructure. Your committee stopped the train at\npoints to examine the bridges and water stations. The bridges at the Opequon are recently\nreconstructed, and made in the most substantial manner. Your committee passed under the\nbridges, and gave them a thorough examination. They in the same manner examined the\nbridges and tressel work at the ferry, the whole of which is new and well done. The tressel\nwork, now resting on upwards of forty stone piers, nearly a quarter of a mile in length,\nis substantial and safe. The water stations were also in good order. At two of the stations\nthe water is conducted upwards of a quarter of a mile to each station by lead pipes; in\none case from Taylor's mill stream, and in the other thrown up by a water ram from the\nOpequon.\nYour committee examined the mode in which the books and accounts are kept by the\nagents at Winchester and Harpers Ferry, and it met their entire approbation.\nYour committee found the motive power of the company, both as to engines and cars, in\ngood order, and the shops of the company, as far as they could judge, well regulated and\nmanaged.\nYour committee observed the materials collecting under the contract made for erecting a\nstation-house at Harpers Ferry for the accommodation of passengers. The plan which\nwas presented for their inspection met the views of the committee; and they recommend\nsome arrangement at this end of the road for the convenience of travelers arriving and\ndeparting, to be forthwith attended to.\nYour committee cannot withhold the expression of admiration of the general manage-\nment of the road and of the industry and fidelity of the employees. As an example of it,\non the day your committee was over the road, the engine and train hands which left Win-\nchester at 5 o'clock A. M., arrived at Harpers Ferry at 71 A. M. ; then immediately took a\nheavy freight train to Cameron's depot, half way up the road then returned to Harpers\nFerry and connected with the passenger train from Baltimore at noon passed up to Win-\nchester with passengers and mails, and again returned to Cameron's and brought up to\nWinchester the freight train which had been left there-being equal to four trips over the\nwhole line of the road. At the same time there were three other trains on the road, pass-\ning and repassing each other, without interruption or confusion.\nWith this state of things the board have declared dividends this year of 10 per cent. on\nthe capital stock of the company, making, with the former dividends declared since the 1st\nDigitized by Google\n606\nDoc. No. 17.\nOctober 1849, $ 84,000, or nearly one-half of the capital stock of the company held by\nprivate stockholders.\nYour committee, therefore, repoat that they have great pleasure in being able to report\nso favorably of the road and of the management of it.\nRespectfully reported.\nLLOYD LOGAN,\nJONATHAN SMITH,\nM. B. CARTMELL\nW. MILLER.\nOctober 22, 1853.\nAt an annual meeting of the stockholders of the Winchester and Potomac railread no\npany, October 22, 1853, the foregoing report was accepted, and ordered to be printeda\npart of its proceedings.\nTeste,\nW. L' BENT, Sey\nDigitized by Google\nDoc. No. 17.\n667\nALEXANDRIA CANAL COMPANY.\nOFFICE ALEXANDRIA CANAL COMPANY,\nOctober 20th, 1853.\nW. R. DRINKARD, Esq.\nSIR,\nIn compliance with your annual circular of the 1st instant, the presi-\ndent and directors of the Alexandria canal company herewith transmit you a\nprinted copy of their annual report, made to the stockholders at their last ge-\nneral meeting on the 2d of May last, together with the usual accompanying docu-\nments, list of officers, agents, &c. also, in paper marked M, a manuscript state-\nment of the affairs of the company on the 1st of April, made to conform to the\nformula furnished with your circular; which statement will show that there re-\nmained in the hands of the treasurer on the 1st of April 1853, $1284 16, since\nwhich the receipts have been:\nFor tolls on coal, produce and boats,\n-\n2930 63\nferry tolls,\n-\n-\n#\n249 44\nrents,\n-\n-\n'\n230 00\nharfages,\n,\n-\n-\n500 00\n3910 07\n5194 23\nAnd expenditures :\nFor repairs and superintendence,\n-\n1776 14\ncost of boat purchased,\n-\n-\n50 00\ndiscounts,\n-\n-\n-\n62 33\nlaw expenses,\n-\n-\n-\n177 05\ninterest (on wharf loan,)\n-\n-\n450 00\nlock gates,\n-\n-\n-\n500 00\nsalaries of officers,\n-\n-\n375 00\nhorse,\n-\n-\n-\n55 00\npurchase of corporation stock,\n-\n-\n950 00\n4395 52\nLeaving on hand 1st October,\n-\n-\n$ 798 71\nOf this balance of $ 798 71 remaining in the hands of the treasurer on 1st of\nOctober, $ 709 93 are pledged to the state of Virginia, toward the payment of\nprincipal and interest of the company's bond for $15,000, dated Nov. 25th, 1852,\nguaranteed by the state. Of the tolls and wharfages pledged for the payment of\nDigitized by\nGoogle\n608\nDoc. No. 17.\nthe interest, and redemption of the principal of said bond, the company has,\nsince the execution of the bond, received:\nTolls,\n-\n-\n-\n1255 48\nWharfages,\n-\n-\n-\n941 95\n2197 43\nWhich have been applied as follows :\nJan'y 1, 1853, To the payment of interest then due,\n87 50\nJuly 1, 1853, To the payment of 6 months' interest\nthen due,\n-\n-\n450 00\nSep. 23, 1853, To the purchase of $1,000 Alexan-\ndria corporation stock at 95 cerits,\nto be held in trust for the payment\nof interest and redemption of prin-\ncipal of said guaranteed bond,\n950 00\n1487 50\nLeaving on hand as above stated,\n$ 709 93\nTo be applied to the payment of the interest, $ 450, which will be due on said\nbond on the 1st of January next, and the balance, with whatever other pledged\ntolls and wharfages that may be collected, to be funded for the purposes intended\nand provided for by the parties to the board.\nDuring the last eighteen months the navigation of the Alexandria canal has\nscareely been interrupted a day from any defect in the work; and the whole line\nis now in good order, with the exception of the aqueduct over the Potomac,\nwhich will soon require considerable repairs. The receipts of coal for the last\nsix months have been 85,475 tons.\nVery respectfully,\nYour obedient servant,\nJOS. EACHES,\nPres't Alex. C. Co.\nDigitized by Google\n77\nDigitized by Google\n610\nDoc. No. 17.\nM.\nReturn of the state of the Alexandria Canal Company as at the time (April\ntors were made up to-now stated agreeably to the formula accompany\nGeneral construction,\n-\n.\n-\n-\n.\n472296 20)\nPotomac aqueduct,\n.\n-\n-\n-\n-\n572318 02\nEngineer department,\n-\n.\n-\n-\n-\n9807 a\nPay of officers,\n-\n.\n.\n-\n-\n18331 Я\nIncidental expenses,\n-\n,\n,\n,\n-\n5293 9\nBalance of interest and discounts,\n-\n-\n-\n-\n30992 IS\n8\nGeorgetown ferry,\n-\n-\n-\n-\n-\n3425 #\nRepairs and superintendence,\n-\n-\n-\n-\n67232 17\nCapital stock held by the company,\n-\n.\n-\n-\n11770 88\nCoal wharves,\n.\n-\n-\n-\n-\n15761\n6\nProfit and loss,\n-\n-\n-\n-\n-\n413 ES\nDue by the treasurer,\n-\nI\n-\n-\n-\n1284 H\n,\n$1208987 21\nDigitized by Google\nDoc. No. 17.\n611\n1853) to which the Accounts in the last Annual Report of the President and Direc-\ning the Circular of the Board of Public Works, dated October 1, 1853.\nCapital stock,\n-\n-\n-\n-\n-\n680000 00\nUnited states,\n-\n-\n-\n-\n-\n400000 00\nUnclaimed balances,\n-\n-\n-\n-\n-\n71 87\nWithers and Wilson,\n-\n-\n-\n-\n-\n6 81\nPremiums,\n-\n-\n-\n-\n-\n-\n3962 57\nLoans,\n-\n-\n-\n-\n-\n-\n87614 90\nChesapeake and Ohio canal co.\n-\n-\n-\n-\n19909 26\nRents,\n-\n-\n-\n-\n-\n-\n3492 03\nTolls,\n-\n-\n-\n-\n-\n12227 99\nMiscellaneous,\n-\n-\n-\n-\n-\n83 43\nRequisitions outstanding,\n.\n-\n-\n-\n1 00\nWharfages,\n-\n-\n-\n-\n-\n-\n887 70\nFerry tolls,\n-\n-\n-\n-\n-\n-\n703 17\nApparent excess of stock,\n-\n-\n-\n-\n26 60\n1208987 33\nDigitized by Google\n612\nDoc. No. 17.\nList of the Officers and Agents of the Alexandria Canal Company. with\nSalary or Compensation of each-October 18th, 1853.\nJoseph Eaches, president,\n-\n-\n-\n1\n$500 per\nAnthony P. Gover, director,\n-\n-\n-\nNothing.\nJames Green,\n\"\n/\n-\n-\nit\nHenry Daingerfield,\n:\n-\n.\n1\n#\nCassius F. Lee,\n\"\n-\n.\n-\n:\nWilliam Gregory,\n\"\n-\n-\n1\n**\nOne vacancy.\nReuben Johnston, clerk,\n-\n-\n-\n-\n200 per am\nWashington C. Page treasurer,\n-\n-\n-\n50 \"\nSamuel H. Williams, engineer,\n-\n-\n-\nNo fixed sular\nWalter B. Chew, superintendent northern division,\n-\n-\n500 per annu\nJohn T. Hunter, superintendent of the southern division, collector of\ntolls and lock keeper,\n-\n-\n-\n-\n500\n\"\nDigitized by Google\nDoc. No. 17.\n613\nCOAL RIVER NAVIGATION COMPANY.\nPRESIDENT'S REPORT.\nTo the Board of Public Works.\nThe undersigned, president of the coal river navigation company,\nbegs leave to present to the Board of public works of Virginia the following\nreport and accompanying balance sheet, embracing all the accounts entered in the\nbooks of the above company, from the commencement of the lock and dam at\nthe lower falls of Coal river, (which work is now fully completed,) up to,the\ndate of September 22d, 1853; and which shows the amount expended on the\nabove improvement to be -\n-\n-\n-\n30846 20\nCash on hand and debts due to the company,\n-\n-\n422 90\nTotal debits of ledger,\n-\n-\n-\n-\n31269 10\nThe company have received from stockholders, from the state, and\nfrom tolls of boats, in all\n-\n-\n-\n30751 00\n518 10\nThe difference, $ 518 10, is the amount of the outstanding lia-\nbilities of the company, as shown by the balance sheet, within\nfour cents. To meet these liabilities the company's assets as\nabove are\n-\n-\n-\n-\n-\n422 90\n$ 95 20\nLeaving a balance of $ 95 20 of present liabilities, over and above assets,\nto be paid out of the tolls received from boats during the ensuing fall and winter,\nunless otherwise provided for.\nTwo notes for $1,500 each, given by the company, September 22d, 1852, in\nsettlement of the balance due W. Tompkins for award of damages, have been\ntaken up and paid in the stock of the company, to the respective holders thereof,\nviz to the Virginia cannel coal company, and to the Cannel coal company of\nCoal river. These two companies and T. F. Moss are the only parties, with\nthe exception of the state, who have, according to the books of the company,\ncontributed to the capital stock, and they are also the only parties to whom certifi-\ncates of stock have been issued.\nMaps and plans of the present improvement have been left with the vice-\npresident, T. F. Moss, Esq., and copies will be furnished to the Board of public\nworks. I would also add that steps are now being taken for the further and full\nimprovement of Coal river.\nDigitized by\nGoogle\n614\nDoc. No. 17.\nThe following Balances of Accounts were taken from the Ledger of the Company-\nSeptember 22, 1853.\nDR.\nExpense account-powder, provender, &c. &c.\n3049 52\nTimber account-includes all kinds of lumber,\n-\n5062 94\nIron account-nails, spikes, bolts &c.\n-\n1432 77\nLabor account-includes salaries of clerks and engineers,\n-\n16333 01\nAward account-damages for overflow,\n.\n3500 00\nSurveying account-for recent survey of Coal river,\n-\n164 00\nStock and utensils-cattle, horses, tools, furniture &c.\n1293 96\n308W1\nJohn Lewis owes\n5.00\nC. C. Co. of C. R., at Manningsville, owes\n-\n-\n25 89\nJ. Shepherd, lock tender, owes\n-\n-\n.\n10 20\nJ. P. Turner, agent, owes,\n-\n78 55\nS. S. Hyatt, clerk, (cash in his hands,) owes\n-\n.\n229 73\nH. A. Dubois, president,\n-\n#\n73 53\ne\n$3199\nCR.\nCapital stock account, viz:\nFor certificates issued to Va. Cannel C. Co., 560 shares,\n-\n14000 00\nFor certificates issued to C. C. Co. of Coal river, 560 shares,\n14000 00\nFor certificates to T.F. Moss, 1 share,\n-\n25 00\nBoard of public works-amount paid on account of state,\n-\n2000 00\nToll account-received at Lower falls up to September 22d, 1853,\n726 00\n30751 00\nDue bills account-sundry due bills unpaid,\n-\n138 62\nG. Mead's account-due to him,\n-\n-\n69 56\nJohnson & Capeheart-due to them,\n-\n29 89\nJ. M. Doddridge, treasurer, balance of account,\n-\n07\nT.F. Moss-due to him,\n.\n-\n280 00\n518 14\n$ 31989 N\nAll of which is respectfully submitted.\nHENRY A. DUBOIS,\nPresident.\nI\nDigitized by Google\nDoc. ,No. 17.\n615\nGUYANDOTTE NAVIGATION COMPANY.\nPROCEEDINGS.\nAt a meeting of the president and directors of the Guyandotte navigation\ncompany, called by the president, held at his office in the town of Guyandotte\non Monday, the 31st day of October 1853.\nPresent-Henry L. Webb, president; H. J. Samuels, Dr. G. C. Ricketts,\nThomas Thornburg, Dr. A. M. McCorkle, directors.\nOn motion, the following report to the Board of public works was adopted, and\nordered to be transmitted to them as the annual report of this board\nThe president and directors of the Guyandotte navigation company beg\nleave to lay before the Board of public works their annual report and condition\nof the work under their control, and the state of its finances for the year ending\nthe 30th of September 1853. Owing to a suspension of nearly two years in car-\nrying on the work, the business of the company was, on the 21st day of May\n1853, in a state of considerable uncertainty and derangement, at which time the\nprivate stockholders came forward and made a subscription of ten thousand dol-\nlars; and this board made an entire change in the manner of constructing the\nlocks and dams to be erected, and in finishing those under course of construction:\nin this, instead of doing the work by persons employed by the company, they\nlet out the work in parcels to private individuals. The work to be done, and the\namount of compensation therefor and the names of contractors will be shewn by\nthe following table, viz:\nOrrin Moore, contractor, for finishing lock and dam No. 1,\ncomplete,\n-\n-\n-\n8500 00\nWm. C. Miller and Albert Moore, contractors, for building lock\nand dam No 2, and for repairing and completing lock and\ndam No. 5, or salt rock,\n-\n-\n-\n25000 00\nCarter, Derts & Co., contractors, for building lock and dam\nNo. 4,\n-\n-\n15500 00\nClark and Flowers, contractors, for building dam at lock\nNo. 6,\n-\n-\n-\n4000 00\nThe company agreeing to furnish to the different contractors, the material that\nhad heretofore been provided at the different locks and dams, and the castings for\nthe locks not heretofore provided in addition to the above sums.\nUpon the resumption of the work it was found that there was no money in the\ntreasury; that the company owned about five thousand dollars worth of lumber\nand materials, to be used in the construction of the different locks and dams,\nwhich has been handed over to the different contractors as above stated. The\ndebts due and owing by the company, institution the salaries of officers, were be-\ntween four and five thousand dell\n-bout offset the amount of\nthe value of the materials on hand\nin original capital stock:\nso that on the resumption of the 1\nlast, a new account\nmight be said to be assumed.\nDigitized by\nGoogle\n616\nDoc. No. 17.\nThe amount of stock subscribed by the private stockholders in May last, as\nwell as that subscribed by the Board of public works, making in all the sum of\ntwenty-five thousand dollars, to the increased capital stock, has been all paid.\nThe stockholders on this day made a further subscription to the increased capi-\ntal stock of the company, of twelve thousand five hundred dollars, which, who\npaid in, will, with the proportionable part of the state, pay off the contractor\ncomplete the work as far as Laurel shoals, a distance of about forty-five nis.\nand leave the company free of debt.\nThe company will have as much work done for the fifty-three thousand isla\ncontracted for and the amount of materials, say of about five thousand dals\nmaking the aggregate sum of fifty-eight thousand dollars, as was done by the\npenditure of the original capital stock of $75,000.\nBy the contracts, the contractors should have received monthly payments,\nestimates made by the superintendent, deducting 15 per cent., but in practice try\nhave not received more than fifty per cent. upon the work done.\nNo. 1 lock and dam is nearly finished, and crafts &c. are passed from times\ntime.\nNo. 2 lock and dam is rapidly approaching completion, and will be finished)\nthe 15th December next for the passage of crafts, &c.\nNo. 3 lock and dam was finished in 1851.\nNo. 4 loek and dam is in course of rapid construction, and unless hindered\nhigh water, will be completed by the 1st January next.\nNo. 5 lock and dam: this lock and dam has been repaired, and is now nearly\nfit for use.\nNo. 6 lock and dam: the lock at this location has been in use without a dam\nsome two years, and a dam of eight feet has been raised this season, which for\nthe water some six miles further up the river-making in the aggregate, when\nis completed, of some forty-five miles of navigable river. The work done this\nseason has been of the most substantial kind, and of good material.\nAs the work has been in an unfinished state, the tolls have been irregular and\nlight, the navigation having been obstructed: the amount received has been about\ntwo hundred dollars, and has been appropriated by the company to the payment\nof its debts. A statement of its finances is herewith exhibited, marked A and B\nThe prospects are, that from this time the stock of the company will rapidly\nincrease in value. Already, coal mining has commenced, the coal to be ready for\ntransportation as soon as the work will be able to pass it to market.\nExaminations, lately made by competent persons, have revealed the existenced\nlarge quantities of good iron ore on the line of the improvement, which awaits\nfacilities for transmission, to secure its manufacture in its different forms in this\nsection of the state.\nAll of which is respectfully submitted.\nA copy-Teste,\nJOHN W. HITE, Str's\nDigitized by Google\nDoc. No. 17,\n613\nList of Officers.\nHenry L. Webb, president, salary, as such, waived by him.\nHenry L. Webb, general superintendent of the company's works, at a salary of one\nhundred dollars per month while engaged.\nG. C. Ricketts. H. J. Samuels, Thomas Thornburg, Albert Laidley and Dr. A. M.\nMcCorkle, directors, at a salary of $3 per day, and 5 cents per mile traveling to and from\nany meeting of this board.\nJ. W. Hite, clerk and book keeper, at a salary of four dollars per day while employed\nand attending upon this board.\nHenry H. Miller, treasurer, one-half of one per centum on all moneys received by him\nand disbursed.\nA copy-Teste,\nJ. W. HITE, Sec'y.\n78\nDigitized by Google\n616\nThe amount of stock sub-\nwell as that subscribed by 1\ntwenty-five thousand dolla\nThe stockholders on the\ntal stock of the company.\npaid in, will, with the I'\ncomplete the work as f.,\nand leave the company\nThe company will has\ncontracted for and the\nmaking the aggregate\nCompany for the year ending 30th\npenditure of the orign.\n1853.\nBy the contracts. 1\nestimates made by t'\nhave not received I\n-\n-\n-\n30000 00\nNo. 1 lock and\n-\n-\n-\n10000 00\ntime.\n-\n.\n-\n45000 00\nNo. 2 loek and\n.\n-\n-\n15000 00\nthe 15th Decemb\n-\n-\n-\n204 00\n-\n-\nNo. 3 lock an\n-\n134 15\n-\n-\n288 17\nNo. 4 loek an\nof the work from\nhigh water, will\nNo. 5 lock a\ndaries of officers,\n-\n36235 61\nfit for use.\nJe.\n-\n.\n17772 97\nNo. 6 lock\n-\n-\n8388 73\nsome two ye:\n&c.\n-\n-\n4784 69\nthe water SO\n.\n-\n-\n4061 87\n-\n-\n-\nis completed\n1433 89\n-\n-\n-\n1374 90\nseason has\n-\n-\n-\n2283 36\nAs the \"\nexpenses of collecting drafts and\nlight, the I\n-\n-\n58 45\ntwo hund\njuck No. 3,\n-\n-\n392 68\nof its del\ncontractors on their contracts,\n-\n11775 00\nThe P\n1853, as per statement B,\n-\n11487 83\nincrease\n100338 15 100338 15\ntranspo\nExa\nof the president and directors.\nlarge\nfaciliti\nJOHN W. HITE, Clerk.\nsectio\nAll\nDigitized by Google\nDoc. No. 17.\n619\nB.\nStatement of Receipts and Expenditures from the 31st December 1851, being last\nStatement rendered up to 30th September 1853.\n.\nFor amount of money on hand last report,\n-\n.\n2647 50\nAmount received of capital stock, viz:\nReceived of individuals,\n-\n-\n-\n.\n1500 00\ncommonwealth,\n-\n-\n-\n2250 00\nReceived of increased capital stock :\nOf individuals,\n-\n-\n-\n.\n10000 00\nor the Board public works,*\n.\n-\n-\n-\n15000 00\nAmount received for tolls,\n-\n.\n.\n175 00\nDeduct disbursements:\nAmount paid for materials, &c. viz:\nFor outfitting : amount paid for tools, &c.\n-\n-\n12 74\niron and steel, castings for gates, &c.\n-\n-\n878 53\nprovisions: Lusher, bal. beef account,\n-\n-\n1 12\nlabor: amount paid sundry persons,\n-\n.\n77 50\nsalaries: amount paid different officers,\n-\n-\n750 38\ndamages : amount paid sheriff: amount of exe'ns in favor of\nPorter,\n-\n-\n-\n-\n225 36\namount paid to sundries, being balances due to individuals on\nbook account,\n-\n-\n-\n-\n6564 04\namount paid on late contracts to the different contractors,\n11775 00\nBalance cash in hands of treasurer,\n.\n11487 83\n$ 31772 50 31772 50\nBy order of the board.\nJ. W. HITE, Clerk.\n. $6,000 was, perhaps, not paid by the Board of public works until after the 30th September, but the\ntreasurer was charged with the president's draft on the Board public works for that sum in the month of\nSeptember 1853, at which time it was made.\nJ. W. HITE.\nDigitized by Google\nPa. No. 17.\nSTAL SWAMP CANAL COMPANY.\nDISMAL SWAMP CANAL COMPANY,\nNorfolk, October 26, 1853.\nEsq.\nEnclosed are the official documents called for by the circular\n- the Board of public works, viz :\nRepart jj president and directors.\nSee N the company's affairs.\nReceipts seri expenditures.\n1. in officers, &c. employed, and their salaries.\n3 36 stuckholders.\nProduce passed through the canal, and tolls collected.\nVery respectfully,\nYour obedient servant,\nJAMES CORNICK, Pres't.\nDigitized by Google\nDoc. No. 17.\nREPORT.\nTo the Board of Public Works.\nThe canal and works connected with it having very recently\nbeen inspected by several members of the late Board of public works, any parti-\neular description and report would be regarded as supererogatory, but that the\ninternal improvements of the state have still more recently been placed in charge\nof a new board, necessarily less familiar with the work than their predecessors.\nThe northern terminus of this canal is at Gilmerton, (about five miles south of\nthe city of Norfolk,) where it is connected, by a lock of substantial masonry, with\nthe southern branch of the Elizabeth river, and thence, by a new cut of two and\na half miles in length, connects with Deep creek, where the level is kept at high\nwater mark (tidewater mark) by means of a strong stone dam which has been\nbuilt across that creek. The southern end of this new cut is rather more than a\nmile along the waters of Deep creek from the northern terminus of the main\nDismal swamp canal, which extends to Joyce's creek, à branch of the Pasquo-\ntank river in North Carolina. It is 231 miles in length, 40 feet wide, and admits\nvessels drawing 5d feet water. It has two double stone locks, one at the north-\nern and one at the southern out-fall, and two intermediate single stone locks.\nThese are 22 feet in width, except the northern lock, and one of the inter-\nmediates, which are only 18 feet wide. About 10 miles from the northern\nentrance of the main canal on the east side of it, is the Northwest canal, which\nis 7 miles long, 30 feet wide and 4 feet deep, and empties into the Northwest\nriver, which river continues its course until it falls into Currituck sound in the\nstate of North Carolina. This (Northwest) canal has three locks, two single and\none double, all of woods About one mile south from the junction of the North-\nwest with the main canal, is the feeder into Lake Drummond, about 34 miles\nlong, 14 feet wide, 3 feet deep, and has but one lock of wood. The elevation of\nwater in the lake above that of the main canal, is 71 feet. Lake Drummond, as\nis well known, is the main reservoir or feeder for this canal, and is a sheet of\nwater some 12 or 15 miles in circumference, with a depth of from 8 to 12 feet.\nThis lake is supplied by the great (Orapeake and Dismal) swamps surrounding\nit, and from this reservoir the canal is supplied through the feeder, where it is\nheld up by the lock until the swamps fail to supply the demand then this is\nbrought into requisition, and it is only in extraordinary droughts that these sup-\nplies ever fail, when alone navigation is subjected to unavoidable interruption,\nthough for a few weeks only.\nThese canals are in fine condition. and afford all the conveniences and facilities\nrequired for navigating them. The New cut, an improvement added but a few\nyears ago at much cost, passes through a sandy soil by a very deep excavation,\nand subjects it to the occasional formation of shoals by the washing of its slopes.\nLast month the water was withdrawn from this cut, and a force of 150 men\nemployed in cleaning it out, at a very large expense. The water being restored,\nand navigation resumed, our attention was then directed to improving the navi-\ngation of the Northwest equal. Irawing off the water and putting our force\non that,) which has air\nnew culvert added, and all the others\nDigitized by Google\n622\nDoc. No. 17.\nput in good order, 80 that the whole is now in full operation with a flourishi\ntrade.\nThe president and directors have great pleasure in stating, for the informati\nof the Board of public works, that there has been a considerable improvement\nthe trade through the canal during the year, notwithstanding that the amount\ntolls received is not as much as of the preceding year by $224 13, owing tol\nnecessary withdrawal of the waters for nearly two months.\nPersons engaged in trade through this canal now appreciate the great full\nafforded in navigating it, and have turned their attention to this route, mul\neasy, cheap and expeditions mode of transportation, not only to the marked\nthis state, but to those of other states.\nWe would add, in conclusion, that the company is clear of all debt, and one\nto the augmentation of the agricultural products of the country, the tolse\nsteadily increasing, and the company may justly be considered in a prospers\ncondition. With these remarks, the accompanying documents are most respect\nfully submitted.\nJAMES CORNICK, Preit\nJOHN TUNIS,\nRICHD. DICKSON,\n(Absent)\nH. B. REARDON,\nDirectors.\nDigitized by Google\n71\n118\nDigitized by Google\n624\nDoc. No. 17.\nState of the Dismal Swamp Canal Canga\nThe company's canals and appurtenances cost to this day,\n1151066 71\nLess:\nIncome thus appropriated,\n.\n.\n-\n631066 71\n59000\nImprovements to be prosecuted at a future time :\nNew cut at the south end,\n-\n-\n-\n-\n1300\nInvestment of surplus funds in 11 Virginia state bonds, bearing interest\nat 54 per cent., of $1000 each, $11000, cost,\n-\n-\n10081\nDue to the company in available funds:\nBy George McIntosh, his note, payable on demand,\n-\n3000 00\nBank of Virginia, in account,\n.\n-\n24 89\nExchange Bank of Virginia, in account,\n-\n.\n8364 63\nFarmers Bank of Virginia,\n\"\n-\n-\n11383 53\nCash account,\n-\n-\n-\n.\n16 01\n22780\n$554175\nDigitized by Google\nDoc. No. 17.\non the 30th September 1853.\nCapital paid in :\nBy the state of Virginia, 760 shares,\n.\n-\n190000 00\nUnited States,\n800\n\"\n-\n-\n-\n200000 00\nIndividuals,\n384\n\"\n-\n.\n-\n96000 00\n1944 $ 250 par.\n486000 00\nDue by the company :\nIn dividends unclaimed,\n-\n-\n-\n-\n2972 50\nContingent fund :\nAmount on the 30th September 1852,\n-\n-\n23459 06\nAdd balance of profit and loss of the last year's transactions,\n7861 07\n31320 13\nProfit and loss :\nSept. 30, 1852-Balance this day,\n-\n$ 37048 52\nNov. 18,\n\"\nAmount of dividends No. 10,\n29160 00\nCharge to the U. States reversed,\n27 45\nBalance carried to the contingent\nfund,\n7861 07\n$\n37048 52\nSept. 30, 1853-Tolls for 12 months,\n-\n-\n44895 03\nInterest on bonds,\n.\n-\n907 50\nGeneral expenditures,\n-\n6965 11\nCurrent expenses,\n.\n4954 99\nNet balance,\n-\n33882 43\n-\n33882 43\n$\n45802 53\n45802 53\n4\n$\n554175 06\nA. FERET, Treas'r.\nOffice Dismal Swamp Canal Co., Sept. 30th, 1853.\n79\nDigitized by Google\n626\nDoc. No. 17.\nOperations for the year ending 30th September 1853.\nSept. 30, 1852-Balance on hand,\n-\n-\n-\n36730 51\nReceipts since:\nSept. 30, 1853-Tolls collected for 12 months,\n-\n-\n44895 03\nDividend No. 10, credited the account of the\nUnited States,\n-\n-\n-\n12000 00\nInterest,\n-\n-\n-\n907 50\n9453\nExpenditures since:\nPaid for keeping the canals in order,\n-\n6965 II\nPaid for salaries, &c., as follows:\npresident,\n12 months,\n750 00\ntreasurer,\n\"\n200 00\nmanager,\n\"\n600 00\ncollector of tolls,\n\"\n750 00\nass't \"\n\"\n\"\n250 00\n2 lock keepers,\n\"\nat $300,\n600 00\n1\n\"\n\"\n-\n240 00\n4\n\"\n\"\nat $180,\n720 00\n1\n\"\n\"\n-\n168 00\n1\n\"\n\"\n-\n144 00\n1 keeper of culvert,\n\"\n-\n30 00\n2 ass't lock keepers, \" at $120, 240 00\n1\n\"\nslave,\n\"\n-\n108 00\n4800 00\nIncidental expenses,\n-\n154 99\n4954 99\nAmount of dividends,\n.\n-\n28300 00\nBalance due to the United States,\n-\n31497 58\nBalance due the president,\n-\n26 30\n7176\nAmount of available funds,\n-\n-\n$2278\nA. FERET, Treas\nOffice Dismal Swamp Canal Co., Sept. 30th, 1853.\nDigitized by Google\nDoc. No. 17.\n627\nTolls of the Dismal Swamp Canal and Road, and of the Northwest Canal, re-\nceived at Toll Office of Company during the year ending Sept. 1853.\nDISMAL SWAMP CANAL.\nINWARD.\n5733 bales cotton, at 20c.\n-\n-\n-\n0\n1146 60\n24777 bbls. fish, at 61c.\n-\n-\n-\n-\n1548 56\n32760 \" naval stores, at 6₄c.\n-\n-\n-\n-\n2047 50\n479 \" spts. turpentine, at 12Jc.\n-\n-\n-\n59 88\n15. \" flour, at 10c.\n-\n-\n-\n-\n1 50\n69 \" spirits, at 12fc.\n-\n.\n-\n-\n8 62\n2234 cwt. bacon, at 3c.\n-\n-\n-\n.\n67 02\n841 kegs lard, at 3c.\n-\n-\n0\n-\n25 23\n1560845 bush. corn, at 4c.\n-\n.\n.\n-\n11706 34\n63364 \" wheat, at 1}c.\n-\n-\n-\n-\n-\n950 46\n20695 \" peas, at 1c.\n-\n.\n-\n0\n206 95\n971 \" beans, at 1Jc.\n-\n0\n-\n.\n14 56\n2975\n\" flax seed, at 1]c.\n-\n0\n-\n.\n44 63\n28044 \" potatoes, at 1c.\n-\n,\n.\n-\n210 33\nSundries,\n-\n.\n-\n-\n228 13\nNo. 1.-Total inward toll,\n-\n-\n-\n18266 31\nLUMBER.\n100049 cubic feet timber, at 1c.\n.\n-\n-\n-\n750 37\n447387\n\"\nplank and scantling, at 1c.\n-\n-\n-\n4473 87\n177450 pipe staves, at $1,\n-\n-\n-\n#\n177 45\n5376330 hhd. \" at 75c.\n-\n-\n-\n-\n4032 25\n147000 bbl. \" at 75c.\n-\n,\n-\n,\n110 25\n2985970 long shingles, at 70c.\n.\n-\n-\n-\n2090 18\n3327230 two ft. \" at 37c.\n-\n-\n-\n0\n1231 07\n37234270 building at 15c.\n-\n-\n-\n-\n5585 14\n4590 garden pales, at 70c.\n-\n-\n8\n-\n3 21\n5380 fence rails, at $2,\n-\n-\n8\n0\n10 76\n1090 coopers' bolts, at $5,\n-\n-\n-\n,\n5' 45\n167480\n\"\nstaves, at 70c.\n-\n#\n-\n.\n117 24\n3840 cords of wood, at 12Jc.\n-\n-\n-\n0\n480 00\nSundries,\n-\n-\n-\n-\n#\n84 59¹\nNo. 2.-Total lumber toll,\n.\n0\n,\n$ 19151 83\nDigitized by Google\n628\nDoc. No. 17.\nOUTWARD.\n25 qr. casks wine, at 28c.\n.\n.\n-\n-\n7 00\n1665 bbls. spirits, at 12Jc.\n-\n.\n-\n-\n583 12\n1557\n\" pork, at 12Jc.\n-\n-\n-\n-\n194 63\n7969\n\"\nflour, at 10c.\n-\n-\n.\n-\n796 90\n399\n\"\nfish, at 6₄c,\n-\n.\n-\n-\n24 94\n491\n\"\nbread, at 6Łc.\n.\n-\n-\n-\n30 69\n99\n\"\nbeer and cider, at 8c.\n-\n-\n-\n-\n7 92\n810\n\"\nsugar, at 12fc.\n-\n-\n-\n-\n101 25\n166 hhds. \" at 50c.\n-\n-\n-\n-\n83 00\n10551 \" molasses, at 32c.\n.\n-\n-\n-\n337 84\n44 \" spirits, at 50c.\n-\n-\n-\n-\n22 00\n1376 bags coffee, at 8c.\n-\n-\n-\n-\n110 08\n18330 cubic feet dry goods, at 3c.\n-\n-\n-\n-\n549 90\n1745 boxes hats and shoes, at 12Jc.\n-\n-\n-\n218 13\n1771\n\"\nsoap and candles, at 2c.\n-\n-\n-\n35 42\n1274 kegs nails, at 4c.\n-\n-\n-\n-\n50 96\n150 \" powder, at 4c.\n-\n-\n-\n-\n6 00\n215 crates ware, at 25c.\n-\n-\n-\n-\n53 75\n239 casks cheese, at 8c.\n.\n-\n-\n-\n19 12\n5333 \" lime, at 6₫c.\n-\n-\n-\n-\n333 31\n08919 bushels salt, at 1c.\n-\n-\n-\n.\n689 19\n143 17-20 tons iron, at 70c.\n.\n-\n-\n-\n100 70\n582 boxes tobaeco, at 8c.\n-\n-\n-\n-\n46 56\n2195 tons, at 20c.\n-\n-\n-\n-\n439 00\nSundries,\n-\n.\n:,\n-\n914 27\nNo. 3.-Total outward toll,\n-\n-\n$ 5755 68\nDigitized by Google\nDoc. No. 17.\n629\nNORTHWEST CANAL.\nINWARD.\n153216 bushels corn, at Jc.\n-\n-\n.\n.\n383 04\n1059\n\"\nwheat, at Jc.\n-\n-\n-\n-\n5 29\n58\n\"\npeas, at Jc.\n-\n-\n-\n.\n20\n10\n\"\nbeans, at Jc.\n-\n-\n-\n-\n05\n534\n\"\nflax seed, at Jc.\n-\n-\n-\n-\n2 67\n222\n\"\npotatoes, at ₫c.\n-\n-\n-\n.\n56\n20335 cubic feet timber, at &c.\n-\n-\n-\n-\n50 84\n100\n\"\nplank and scantling, at Jc.\n-\n-\n-\n33\n231510 hhd. staves, at 25c.\n-\n-\n-\n-\n57 88\n*24900 bbl. \" at 25c.\n-\n-\n-\n-\n6 22\n87820 long shingles, at 23Jc.\n-\n-\n-\n-\n20 49\n72140 two ft. \" at 12}c.\n-\n-\n-\n-\n8 90\n764030 building \" at 5c.\n-\n-\n-\n.\n38 20\n28800 coopers' staves, at 23fc.\n-\n-\n.\n-\n6 72\n2177 cords of wood, at 4 1-6c.\n.\n-\n-\n-\n90 71\nSundries,\n-\n.\n-\n-\n-\n11 50\nTotal inward toll,\n-\n.\n-\n.\n$ 683 60\nDigitized by Google\n630\nDoc. No. 17.\nOUTWARD.\n257 bbls. spirits, at 4 1-6c.\n.\n-\n.\n.\n65 \" pork, at 4 1-6c.\n-\n-\n-\n-\n568\n\"\nflour, at 3&c.\n-\n-\n-\n-\n20\n\" bread, at 2 1-12c.\n-\n-\n-\n.\n79\n**\nsugar, at 4 1-6c.\n.\n-\n47 hhds. molasses, at 11c.\n-\n.\n.\n-\n61 bags coffee, at 23c.\n.\n-\n.\n-\n440 cubie feet dry goods, at 1c.\n-\n-\n-\n90 boxes hats and shoes, at 4 1-6c.\n.\n.\n+\n77\n\"\nsoap and candles, at jc.\n-\n*\n-\n90 kegs nails, at Ifc.\n-\n,\n-\n.\n6 casks cheese, at 2jc.\n-\n-\n-\n-\n245\n\"\nlime, at 2 1-12c.\n-\n-\n-\n.\n2663 bushels salt, at fc.\n-\n.\n,\n-\n5 tons iron, at 23Jc.\n-\n-\n-\n-\n54 boxes tobacco, at 23c.\n-\n-\n-\n4\nSundries,\n-\n-\n.\n+\nTotal outward toll,\n-\n-\n-\n-\nTotal inward toll,\n.\n-\n1\n-\nNo. 5.-Total Northwest canal tolls,\n.\n-\nRecapitulation-Fiscal Year 1853.\n1. Inward toll,\n-\n-\n-\n-\n-\n2. Lumber toll,\n-\n-\n-\n-\n.\nINS\n3. Outward toll,\n-\n-\n-\n-\n-\n4. Road toll,\n-\n-\n-\n-\n-\n5. Northwest canal tolls,\n-\n-\n-\n,\n.\nTotal amount canals tolls,\n-\n-\n-\n- $485\nLEROY G. EDWARDS\n.\nCollector IA\nDigitized by Google\nDoc. No. 17.\n631\nGOOSE CREEK AND LITTLE RIVER NAVIGATION CO.\nREPORT.\nTo the Board of Public Works.\nThe report of the secretary and treasurer of this company, berewith\npresented, will show the state of its fiscal affairs, including receipts and disburse-\nments for the year ending 30th Séptember 1853. The work, with the exception\nof raising and strengthening the dam at Ball's mill, and repairing some of the\nlocks heretofore received from the contractor, may be considered as fiuished,\nthough it has not yet been formally received by the board. Steps are now being\ntaken to procure boats for commencing navigation. In order to make this\nimprovement available to the proper extent, it will be necessary to make a new\ncontract for the erection of an additional lock and dam, whereby navigation will\nbe opened up to Mrs. Carter's mill, the only suitable point for a depot. The\nwork has been prosecuted under difficulties not anticipated at its commencement,\nand at a cost far beyond the original estimates. The board indulge the hope\nthat their efforts will be finally crowned with success. They have thus far\nlabored without \"fee or reward,\" and seek no other recompense than in\nwitnessing the improvement in successful operation.\nSubmitted on behalf of the board of directors.\nH. B. POWELL,\nPresident.\nDigitized by\nGoogle\n632\nDoc. No. 17.\nReturn of the Goose Creek and Little River Navigation Company for the\nending September 30th, 1853.\nCapital stock, $ 100,000:\nSubscribed by individuals* 815 shares, at $ 50,\n-\n4024\nSubscribed by commonwealth 1,200 shares, at $ 50,\n,\nAmount of individual subscription unpaid,\n,\n-\n1913 09\nAmount of commonwealth's subscription unpaid,\n-\n1744 64\nExpended in construction of work from its commencement in\n1849 to date, for salaries, construction, repairs, &c. &c.\n94295 80\nCash on hand at date,\n2796 47\n$100750 00 100730\nStatement of Receipts and Expenditures for the year.\nBalance of eash on hand, per last report,\nISI\nAdd receipts during the year, for capital stock, viz:\nFrom individuals,\n,\n1330\nFrom commonwealth,\n-\n-\n1985\nTotal receipts,\n-\n.\n.\n$21331\nDeduct disbursements for the year, viz :\nFor construction,\n-\n-\n-\n8\n12299 35\nFor repairs,\n-\n-\n-\n-\n2464 94\nFor damages,\n-\n-\n-\n-\n800 00\nFor salary of engineers,\n-\n-\n-\n-\n1550 00\nFor salary of clerk and treasurer, two years,\n-\n-\n600 00\nFor miscellaneous disbursements,\n-\n6\n-\n59 05\nTotal disbursements,\n-\nI\n-\n-\n18743 34\nCash on hand at date,\n-\n-\n-\n-\n2796 47\n$ 21539\nBy order of the board of president and directors.\nB. P. NOLAND.\nClk. and True\nThe individual subscription exceeds its proportion of the capital stock by 8 750.\nDigitized by Google\nDoc. No. 17.\n633\nHAZEL RIVER NAVIGATION COMPANY.\nOFFICE OF H. R. N. Co.\nCastleton, Oct. 26, 1853.\nWM. R. DRINKARD, Esq.\nDEAR SIR,\nEnclosed please find report of the president and directors of this\ncompany to the stockholders thereof, and accompanying papers, made on the 19th\ninstant. We have delayed sending earlier, in the hope of sending a map of the\nimprovement, which our engineer has not yet completed : it will be forwarded\nshortly.\nRespectfully,\nBENJ. PULLIAM.\n80\nDigitized by Google\n34\nDoc. No. 17.\nCASTLETON, 19th Oct. 1853.\nStockholders of the Hazel River Nav. Co.\nGENTLEMEN,\nThe president and directors of this company present their third and\nreport to the stockholders.\nThe financial condition of this company on the 30th day of September 1853, is callits\nin the report of the clerk and treasurer, herewith submitted. By the same papris\nshown that the whole number of shares of stock held by individuals and corponses\nthat date was 391, at $100 each, amounting to $39,100; by Board of public works\nshares, amounting to $58,650.\nAt the last annual meeting of the company the president was directed to make ude\nto get the capital stock of the company increased.\" Accordingly, during the last session\nthe legislature he made four trips to Richmond for that purpose, and succeeded in play\nyour capital stock increased $15,000; of which \"there has been taken by infirmal\n$ 2,600-making the amount of subscription by Board of public works $3,900, and loss\ning a balance of $8,500 yet to be taken.\nThe president and directors did, heretofore, expect that they would be able to gette\nremaining 34 shares of individual stock taken, which, with the state's subscription well\nenable them to put the work in complete order; but from present indications they are for\nful that it cannot be done. They expected some aid from the corporation of Frederick\nburg: as yet they have received none: they still hope that she will help us.\nIn consequence of the difficulty under which the directory have labored for world\nmeans, the work on your improvement has progressed but slowly. They have, however,\nthree sections under contract, which were progressing satisfactorily until they were 100-\npelled to suspend the work at Rixey's section for want of funds.\nThe directory calculate that the work at Jones' and Hurt's sections will be completed\nby the 1st of December at farthest. They are making efforts to build up the work at Se\ntle's section, which will give continuous navigation to the ford at Rixey's, a distance of M2\nmiles from the junction with the Rappahannock. Should they be enabled to finish the\nwork at Rixey's, and to make a few slight repairs along the line, the navigation will be (02)\npleted to Castleton by the end of the year.\nThe president and directors would impress upon the minds of the stockholders the impor\ntance of raising the small amount that is necessary to finish the work now that so much is\nbeen done, and would beg leave to suggest that some plan should be matured at this not\ning by which the money necessary to finish the improvement may be raised.\nRespectfully submitted.\nWILLIAM H. BROWNING, Pres't\nTHO'S HILL, JR.\nBENJ. H. DUNCAN,\nJAMES H. BROWNING.\nDirectors.\nA copy-Teste,\nB. PULLIAM, Clk.\nDigitized by Google\nDoc. No. 17.\n635\nENGINEER'S REPORT.\nPresident, Directors and Stockholders\nof the H. R. Navigation Co.\nGENTLEMEN,\nI most respectfully beg leave to submit to your company my report on\nthe progress and state of the works now under my charge, as follows:\nThe Thompsonville section is in the same state it was last year, and tolerably navigable,\nbut will require some three or four hundred dollars to be expended to repair it effectually.\nSpring Valley section is now in a better condition than it ever has been, with the excep-\ntion of some slight repairs, which I understand the estate of the late George Ficklin are\nabout to make at their own expense, in conformity with instructions from the president\nand myself.\nLewellen section requires very little to be done to it, except some dredging below the\nlock, and will be navigable if the river continues at the height of winter water.\nRixey section is under contract, and the timbers are all on the site of the work; and it can\nbe reconstructed substantially and permanently by Christmas, provided the state of your\nfinances will permit the contractor to proceed.\nAt Hurt's, the Messrs. Coons are getting along but slowly, owing to the difficulty of pro-\ncuring hands.\nThese gentlemen, having always shown a disposition to do what was required of them,\nwill, I have little doubt, complete that section satisfactorily by the middle of November.\nThe work at Jones' section is nearly completed, in a manner that cannot leave the slight-\nest apprehension of another breach. The contractors on this section have done a rough,\nbut I believe a permanent piece of work, which I am willing to receive when completed.\nAt Welford's section some dredging is necessary, which ought to be attended to imme-\ndiately-that section, being the only one which has yielded any revenue to the company\nsince the breaking away of the canal on the 18th and 19th April 1852. From this section\nto the junction the navigation is good.\nOn the entire line it is evident that an engineer or competent superintendent should have\nbeen employed, as on opening up the works I find that considerable extra expense will be\nincurred over my original estimates. I here repeat, what I said before in one of my reports,\nthat the freshets of 18th and 19th April 1852 have been of great advantage to the canal, as\nthey have removed a vast quantity of earth necessary to be excavated, and made a full\nexpose of the whole-enabling any engineer of moderate experience to reconstruct the\nworks in such a manner as cannot leave a shadow of a doubt of their permanency, decay\nexcepted.\nThe whole most respectfully submitted,\nBy your most obedient,\nL. H. DUNLOP,\nEng. H. R. N. Co.\nEngineer's Office, Oct. 18, 1853.\nThe map of the river will be given to the clerk in a short time. It would have been\nfurnished earlier, but my whole time has been devoted to the river, and little leisure allowed\nfor anything else.\nL. H. D.\nA copy-Teste,\nBENJ. PULLIAM, Clerk.\nDigitized by\nGoogle\n636\nDoc. No. 17.\nReturn of the state of the Hazel River Navigation Company for the year endin\nSeptember 30th, 1853.\nCapital stock, $106,000 00:\nSubscribed by individuals 391 shares,\n.\n-\n-\nSubscribed by Board of public works 5861 shares,\n*\n-\n580W *\nAmount due to individuals,\n-\n-\n-\n-\n1750\nof tolls received from commencement of work to date, as far as\nsettled,\n-\n-\n-\n507\nof individual subscription unpaid,\n-\n-\n2442 00\nof state subscription unpaid,\n.\n-\n4960 50\nDue to company on open account,\n-\n-\n335 85\nExpended in construction of work as follows:\nTools,\n-\n-\n-\n1222 43\nFicklin section,\n-\n-\n-\n18364 35\nOffice expenses,\n-\n.\n-\n86 44\nLewellen section,\n.\n-\n-\n10163 98\nBedding account,\n.\n,\n-\n389 55\nSpring valley section,\n-\n-\n6283 88\nRixey section,\n-\n.\n8795 24\nContingent expenses,\n.\n.\n524 89\nJones' section,\n.\n.\n10153 01\nSettle section,\n-\n.\n7065 58\nCastings for gates, &c.\n-\n.\n546 73\nDredging river,\n.\n-\n3760 00\nAgents' or officers' pay,\n-\n-\n4467 32\nEngineers' expenses,\n-\n-\n612 77\nHurt's section,\n-\n.\n9500 00\nWelford's\n-\n-\n8398 93\n90335 10\nInterest account,\n-\n-\n-\n-\n841 49\nAmount of repairs,\n-\n-\n-\n-\n563 73\nLand damages, detaining mills,\n-\n-\n-\n620 00\n$ 100098 67 100098 6\nBy order of the president and directors.\nB. PULLIAM, Clerk.\nDigitized by Google\nDoc. No. 17.\n637\nStatement of Receipts and Expenditures during the year.\nBalance of money on hand at last annual meeting, none.\nAdd receipts during the year :\nCapital stock-amount received from individuals,\n865 00\nTolls received,\n.\n4\n87 73\nTotal receipts,\n.\n.\n$ 952 73\nDeduct disbursements:\nOfficers' salaries-amount paid president, part of salary,\n300 00\namount paid clerk,\ndo.\n,\n87 73\nFor improvements and repairs-debts paid to sundry persons,\n-\n565 00\nTotal disbursements,\n$ 952 73\nBalance money on hand, none.\nBy order of the board of directors.\nBENJ. F. PULLIAM, Clerk.\nDigitized by Google\n638\nDoc. No. 17.\nList of Officers.\nWilliam H. Browning, president, salary four hundred dollars per annum;\nH. Duncan, Thos. Hill, Jr., Langdon C. Major, James H. Browning and Jam\nFreeman, directors, compensation $1 50 per diem whilst employed; Benj. F.Pr\nclerk and treasurer, salary not fixed ; L. H. Dunlop, engineer, salary $2 50 per die\nLength of improvement 181 miles.\nTeste,\nBENJ. F. PULLIAM,\nClerk H.R.N.\nDigitized by Google\nDoc. No. 17.\n639\nRIVANNA NAVIGATION COMPANY.\nReturn of the state of the Rivanna Navigation Company for the year ending 30th\nSeptember 1853.\nCapital stock, $ 284,914 80:\nSubscribed by individuals, 1515] shares, at $ 50;\n-\n-\n-\n75783 00\n\"\ncommonwealth, 2020 shares, at $ 50, ($ 31 80 over,)\n-\n209131 80\nTolls and other profits from commencement,\n-\n-\n-\n82187 79\nBorrowed of Farmers bank C'ville,\n9892 55\n\"\nCol. Thos. J. Randolph,\n9630 87\n19523 42\nDividends remaining unpaid,\n-\n-\n-\n-\n1135 50\nAmount commonwealth's subscription unpaid,\n-\n.\n46000 00\nindividual\n\"\n\"\n-\n-\n4487 48\nExpended in construction of improvement from commencement\nin 1830 to date,\n-\n-\n-\n-\n282243 80\nDamages from 30th September 1851 to date,\n-\n-\n7948 75\nPaid officers, directors, &c.\n-\n-\n-\n3674 30\nPaid interest,\n-\n-\n-\n-\n-\n312 34\nDividends declared from commencement,\n-\n-\n25952 84\nProperty now held by the company,\n-\n-\n-\n4547 66\nBalance cash on hand, per accompanying statement,\n-\nJ2594 34\n$ 387761 51 387761 51\nThere have been toll returns up to 30th August, above what has been reported, to the\namount of $1,245 13, but the money has not yet been paid to the company.\nIf a map of the improvement has not yet been forwarded by the engineer, it will be\nsoon.\n-No change in list of stockholders.\nP. E. BACON, Sec'y.\nDigitized by Google\n640\nDoc. No. 17.\nStatement of Receipts and Expenditures within the year ending 30th September 1853.\nBalance cash on hand, per last report,*\n.\n-\n-\n-\n591 44\nReceipts during the year, viz:\nFor capital stock, paid by individuals,\n-\n-\n-\n.\n7705 80\nBoard public works,\n-\n-\n-\n- 73797 25\ntolls,\n-\n-\n-\n-\n-\n-\n1716 99\n.\ninterest,\n-\n-\n-\n-\n-\n-\n30 95\nbalance on mules sold,\n:-\n-\n-\n-\n-\n100 00\nBorrowed of Farmers bank,\n9892 55\nCol. Thos. J. Randolph, 9630 87\n19523 12\nDisbursements:\nPaid towards improvement on estimates, &c.\n-\n- 67361 45\nThos. J. Randolph, president, for 1851, 1852 and to 1st April\n1853,\n-\n-\n-\n-\n-\n728 50\nWm W. Minor, director, to 1st October 1852,\n-\n-\n3 00\nB. H. Magruder,\n\"\n\"\n\"\n-\n-\n36 00\nL. M. George,\n\"\n\"\n\"\n-\n-\n36 00\nThos. Garland, in full to this date,\n-\n-\n-\n214 80\nJohn Couty, eng'r,\n\"\n\"\n\"\n-\n-\n- 2100 00\nsecretary, in full to 12th August,\n-\n-\n-\n150 00\ntoll receivers, &c.\n-\n-\n-\n-\n296 00\ndividends,\n-\n-\n-\n.\n-\n110 00\ninterest,\n-\n-\n-\n-\n-\n312 34\nborrowed money,\n-\n-\n-\n- 19523 42\nBalance cash on hand 30th September 1853,\n-\n- 12594 34\n103465 85 103465 85\ncash, and is found among the receipts in the present report.\n* I report only the cash on hand 30th September 1852, the paper, &c. having since been converted into\nP. E. BACON, Sec'y.\nDigitized by Google\nDoc. No. 17.9\n640\nROANOKE NAVIGATION COMPANY.\nWELDON, N. C., October 27, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nI herewith transmit to you the annual report of the president\nand directors to the stockbolders of the Roanoke navigation company, and a state-\nment exhibiting the condition of the company on the 30th September 1853, of\nrequired by law.\nI am, very respectfully,\nYour ob't servant,\nA. JOYNER,\nTreas. & Sec'y Ro. Nav. Co.\n81\nDigitized by Google\n642\nDoc. No. 17.\nREPORT.\nThe directors of the Roanoke navigation company would make to the stock-\nholders in general meeting. the following report of their operations for the\nending 30th September 1853:\nThe affairs of the company seem to present no new phase worthy of min\nremark. The river continues in good navigable order the locks and alaim\nin good condition, and no very material damage has been sustained from fries\nwith the slight exception of some injury to the locks at Danville, which an\nquickly repaired and at slight cost.\nSince your last meeting we have, under our amended charter, put into open\ntion a transportation department. It is believed that the cost of transportation\nby its instrumentality been diminished to the planter, while the tolls have been\ncreased. It is proper however to remark that a slight loss in money has Iss\nincurred, but it has, your directors believe, been fully made up by work dow\nthe aluices of the river, and In the increase of revenue from tolls. The by\nhowever is confidently entertained that future operations of the transportation\ndepartment, with more experience, will be made a source of revenue is à\ncompany.\nYour directors recommend a revision of tolls on the river. The Das. the\nStaunton and the Banister will probably be crossed by the Richmond and Der\nville railroad, and the trade down the river intercepted in the course of the m\nsent year. Toll should be collected at the points at which these rivers are crossel:\nand in order to do 80, the charter of the company requires a general graduation of\nthe tolls. Your directors have prepared a new schedule of tolls for Gasten and\nWeldon, Clarkesville, South Boston, Danville, Banister river, and the mouth d\nLittle Roanoke in the county of Charlotte. This schedule your directors are pet\npared to present to the company, should it express a wish to act on the subject.\nYour directors are prepared to declare a semi-annual dividend of two per colue,\nand to recommend it to the stockholders at their present meeting. At the spring\nmeeting of your board it declared a dividend of two per cent., making four PER\ncent. net profits on the capital stock for the last fiscal year.\nIt is impossible to anticipate the effects which the Danville and Clark's raikeads\nmay have on the trade of the river; but with proper and faithful efforts OR the\npart of your agents, and an energetic prosecution of the transportation branch d\nyour business, it is not doubted but that a fair dividend may be expected on your\nstock for a long time to come.\nAll which is respectfully submitted.\nPANNILL,\nPresident.\nOctober 19, 1853.\nDigitized by Google\nDoc. No. 17.\nReturn of the Roanoke Navigation Company on 30th September 1853.\nCapital stock originally subscribed. $ 412,000, reduced to 395,900 :\nSubscribed by individuals 2,820 shares of $100 each,\n-\n282000 00\nSubscribed by state of Virginia 800 shares of $100 each,\n-\n-\n80000 00\nSubscribed by state of N. Carolina 500 shares of $100 each,\n-\n50000 00\n419800 ob\nPolls, rents, &c. from commencement of work in 1817 to date,\n#\n084001 16\nBalue of slaves,\n-\n-\n-\n&\n9698 00\nPromition on bills of exchange,\n&\n-\n1\n-\n345 68\nDiseasent on bank notes,\n-\n&\n&\n-\n14 18\nProfit on purchase of bank stock,\n-\n.\n&\n6\n4719 50\nProfit on United States stock,\n-\n-\n-\n-\n536 19\nInterest on stock issued by the state of Virginia,\n-\n-\n-\n1144 91\nOverpaid by stockholders whose stock has been sold,\n-\ni\n51 80\nHire of slaves,\n&\n1083 of\nProfit on the purchase of mill property at Denville,\n-\n-\n3440 or\nCanal at Danville,\n-\n&\n&\n-\n18 #\nInterest collected from steekholders,\n-\n&\n6405 es\nDividends remaining unpaid,\n-\n-\n-\n-\n12078 10\nBalance in favor of the company,\n-\n-\n-\n-\n8830 71\n691379 32\nAmount of individual subscriptions of stock unpaid,\n-\n12120 45\nDebite due the company other than for stock,\n-\n-\n143 89\nJohn B. Barrett's two bonds, balance due for Danville mills,\n-\n6677 76\nExpended in the construction of the work from commencement,\n1817,\n-\n-\n-\n.\n.\n424575 77\nExpended in repairs for same time,\n.\n.\n.\n36389 83\nDividends declared from commencement,\n.\n-\n194980 45\nProperty now held by the company:\n13 slaves, most of them old, 3 batteaux and tools,\n.\n4000 00\nVested In beat transportation,\n.\n-\n-\n1292 21\nCash remaining on hand,\n.\n-\n-\n12198 66\n691379 33\nDigitized by Google\n644\nDoc. No. 17.\nStatement of Receipts and Expenditures within the year.\nBalance of money on hand, per last annual report,\nReceived of Charles D. Slaughter, agent at Danville,\n*\nHire of negroes,\nB1\nInterest on money deposited in Mechanics savings society,\nJohn B. Barrett's bond, due July 20, 1853, given for mills at Danville,\n2320\nInterest on John B. Barrett's bond for one year,\n200 )\nWater rents at Weldon,\nDitto\nat Eaton's falls,\nTolls collected at Gaston for the year ending 30th September 1853,\n34514\nTolls collected at Weldon for the same time,\n143\nLand rents on two lots in Weldon,\n2945\nDeduct disbursements during the year:\nInvested in boat transportation,\n-\n1292 21\nBalance due on account mill property at Danville,\n45 10\nImprovements and repairs on the river and canals,\n1039 33\nSalary of treasurer and secretary for 2 years ending 19th October\n1853,\n0\n-\n1400 ф a.\nPayments to stockholders for dividends,\n-\n-\n12751 45\nCommissions paid Wm. H. Wisson for tolls collected at Gaston,\n580 54\nDitte\npaid H. C. Fiatt on tolls at Weldon,\n-\n73 89\nCash deposited by C.D. Slaughter, agent, in Bank of Virginia at\nDanville,\n83 58\n17966\n$12198\nA dividend of 2 per cent. was declared on the 5th May 1853.\nA dividend of 2 per cent. was declared on the 19th October 1853.\nBy order of the board of directors.\nA. JOYNER, Trans's.\nOctober 1, 1853.\nDigitized by Google\nDoc. No. 17.\nSLATE RIVER COMPANY.\nReturn of the Slate River Company for the year ending 30th September 1853.\nCapital stock, $ 35,000:\nSubscribed by individuals, 140 shares, at $100 each,\n.\n-\n14000 00\nthe commonwealth, 210 shares, at $100 each,\n.\n21000 00\nAmount of commonwealth's subscription unpaid,\n-\n11717 25\nindividual\n\"\n\"\n-\n7277 50\nExpended in land damages from commencement (1851) to\ndate,\n-\n.\n100 00\nProperty now held by the company :\nRoal estate, (Diamond mills,)\n-\n-\n1350 00\nWagon and team and tools,\n-\n-\n-\n746 75\nExpended in construction of the work from commencement\n(1851) to this date,\n-\n.\n12700 50\nCash on hand 30th Sept. 1853, as per statement below,\n1108 00\n35000 00 35000 00\n.\nStatement of Receipts and Expenditures during the year.\n)\n:\nReceipts during the year only for capital stock, viz :\nAmount received from individuals,\n.\n-\n4917 00\n\"\n\"\nBoard public works,\n.\n-\n7655 25\nTotal receipts,\n-\n-\n-\n12572 25\nDeduct total disbursements during the year,\n-\n-\n-\n11464 25\nBalance on hand,\n-\n.\n$ 1108 00\nBy order of the board of president and directors,\nNOTE-As the improvement is made entirely on company account with slaves hired by the year, together\nwith day laborers, it is impossible to conform to the usual return and specify the various items of expendi-\nture, more than to say that the bulk of which consists in paying the hirelings and purchasing timber, &c.\nWM. B. SHEPARD, Sec'y.\nDigitized by Google\n646\nDoc. No. 17.\nList of stockholders same as last report-smount of subscription unpaid, $7577 H\nLength of improvement 29.36 miles-21 miles finished, and 8.36 miles unfinished.\nAverage cost per mile, about $1200.\nThomas M. Bondurant, president,\nNo mint -\nGeo. Moseley,\ndirector,\nRichard Moseley,\n\"\nWilliam Hocker,\n\"\nGeorge Hocker,\n:\nJohn S. Nicholas,\nWilliam B. Shepard, secretary and treasurer,\n.\n-\n$200 per use\nGeorge Hocker, Richard Moseley, superintendents, each\n200\na\n-\nEdward Flood, master carpenter,\n-\n-\n600\n-\n-\nJohn Bass,\n\"\n\"\n-\n-\n400\na\nR. D. Dyer, engineer until 1st July last, at the rates of $700 per annum.\nDigitized by Google\nDec. Mo.\n047\nUPPER APPOMATTOX COMPANY.\nOFFICE UPPER APPOMATTON Co.\nPetersburg, Oct. 26, 1858.\nW.R. DRINKARD, Esq.\nSIR,\nI herewith hand the ennual return of the condition of the Upper Ap-\npomattox company, made up to the 30th September 1858, with the variour\naccounts from which it is made up.,\nI have sent an exact copy of the return and of the accounts to the superinten-\ndents at Farmville, which I presume they will forward you in a few days, properly\nsigned.\nAll of which is respectfully submitted.\nRespectfully,\nRO. F. LESTER,\nClerk and Treas,\nDigitized by Google\n648\nDoc. No. 17.\nReturn of the Upper Appomattor Company 30th September 1853.\nCapital stock:\nOld-subscribed by individuals,\n-\n48600 00\nstate,\n-\n#\n12500 00\n6119\nNew-subscribed By individuals,\n72000 00\nDeduct delinquent stock sold and\nbought by the company,\n.\n4650 00\n67350 00\nSubscribed by Board public works,\n-\n48000 00\nIncome from rents, tolls, hire of negroes, &e.\nfrom commencement,\n-\n263EN\nDebts from the company other than dividends,\n-\n-\n#\nProfit on state stock sold,\n-\n.\n-\nR\nDividends in old stock remaining unpaid,\n.\n12548 50\nDividends in new stock remaining unpaid,\n.\n579 00 .\n1312\nAmount commonwealth's subscription unpaid,\n.\n4000 00\nAmount individual subscription unpaid,\n-\n-\n2715 00\nDebts due the company other than on account\nstock,\n-\n5471 55\nProfit and loss account,\n.\n3077 10\n8548 65\nExpended in construction of the work and\nrepairs from its commencement, viz:\nFor labor, materials and other charges, including\nwages of workmen, officers' salaries, &c., be-\ning balance of expense account herewith ren-\ndered,\n-\n-\n-\n135980 75\nBalance of new improvement account herewith\nrendered,\n-\n-\n.\n126371 81\nCost of suit,\n-\n.\n-\n322 37\n262674 93\nInterest account,\n-\n-\n-\n13018 36\nProperty held by the company, viz:\nTwo cotton mills,\n-\n-\n-\n16966 66\nLand,\n-\n-\n-\n2058 31\n32043 33\nDividends declared from commencement:\nOn old stock,\n-\n-\n.\n105703 00\nOn new stock,\n-\n-\n-\n25359 00\n131062 00\nState stock remaining unsold,\n-\n.\n.\n3000 00\nBalance of negro account,\n.\n.\n6859 70\nCash on hand deposited in Virginia Bank,\n.\n2983 60\nUndiscovered error,\n-\n.\n.\n3 00\n$ 453890 21\n453890 21\nRO. F. LESTER, Clk. and Trues.\nPetersburg, September 30, 1853.\nDigitized by Google\nDoc. No. 17.\n649\nReceipts and Expenditures during the year ending 30th September 1853.\nBalance of cash on hand, per last statement,\n-\n-\n7283 91\nTolls collected,\n-\n-\n-\n-\n.\n4126 63\nRents \"\n.\n.\n-\n.\n-\n736 69\nInterest on state stock,\n-\n-\n-\n.\n360 00\n5223 32\n$ 12507 23\nDeduct disbursements during the year :\nFor repairs, including provisions, hand hire, overseer, lock keepers'\nwages, &c.\n-\n-\n-\n-\n1514 52\nSalary clerk and agent, &c.\n-\n-\n-\n1240 85\nIncidental expenses-fuel, stationery, printing, advertising, travel-\ning expenses, lawyers' fees, &c.\n-\n-\n-\n176 80\nPaid dividends,\n-\n-\n-\n.\n5014 50\nPaid taxes,\n-\n.\n-\n-\n410 74\nPaid judgment in favor of J. R. Palmore,\n-\n-\n1116 22\nPaid balances due delinquent stockholders,\n-\n-\n50 00\nCash on deposit in Virginia Bank,\n.\n.\n.\n2983 60\n$ 12507 23\n82\nDigitized by Google\nDoc. No. 17.\nDividends paid during the year ending 30th September 1853.\nDividende-old stock :\nRaid austries.\n-\n.\n-\n-\n.\n$ 4515 00\nNew dividends-new stock :\nPaid sundries,\n-\n-\n.\n-\n-\n$ 499 50\nUnpaid dividends :\nOld stock,\n-\n-\n-\n-\n-\n$ 12548 50\nNew stock,\n-\n.\n-\n-\n-\n$ 579 00\nDividend declared on the 30th of August and payable on the 1st of September 1853.\nList of Officers.\n8. W. Venable, agent, superintendent, salary $ 500 per annum ; Re. F. Lester, clerk,\nweasurer and collector of tolls, $ 750 per annum ; Alexander Wells. lock keeper, salary\n$\n119 50 per annum, with 10 barrels corn and 500 pounds pork.\nLength of the improvement is about 951 miles-mode of construction is by locks and\nJunia\nA map of the improvement was never made.\nDigitized by Google\nStatement showing the quantity of Produce, &c. which passed through the Upper Appomattor Company's Canal during the year ending\n30th September 1853.\nBarrels Flour.\nBushels Wheat.\nHhde. Tobacco.\nHhds. Stems.\nKegs Tobacco.\nBoxes Tobacco.\nPounds Goods.\nBushels Salt.\nTons Lime.\nBushels Corn.\nTons Iron.\nBbla, Spts and Mo.\nHhds. Mo.\nBarrels Fish.\nBushels Bone.\nLonds Timber.\nM. Shingles.\nLoads Wood.\nBushels Beans and Flax Seed.\nFlour and other Bbls.\nTobacco Boxes.\nTons Castings.\nPig Iron.\nBarrels Apples, &c.\nClean Oats.\nTons Guano.\nBushels Shorts.\nLoads Staves.\nTons Old Castings.\nPounds Miscellaneous Goods.\nBricks.\nBarrels Tar.\n3068\n45285\n937\n150\n508\n4175\n364304\n4183\n337\n789\n25\n345\n26\n29\n9677\n1\n13\n95\n161\n1179\n941\n7\n5\n104\n647\n132\n250\n56\n15000\n11\n50000\n29\nProducing $ 3862 71 tolls, of which $1790 55 is to the credit of new tolls.\nReturns from Matteux to 1st September.\nDigitized by Google\nReturns from High bridge 1st September.\nReturns from Farmville 1st July.\n652\nDoc. No. 17.\nCHESAPEAKE AND OHIO CANAL COMPANY.\nREPORT.\nOFFICE OF CHESAPEAKE AND 0. C. Ca\nWashington City, 6th June, 1853.\nStockholders of Chesapeake and Ohio Canal Company.\nGENTLEMEN,\nThe annual report submitted to the stockholders\ncontained a full account of the affairs of the company to that time, and of BI\nmeasures adopted for repairing the damages caused to the canal by the Fresher\nof the previous April.\nIt was there estimated, that the expenditures for repairs would attrown\n$80,000, and that the navigation of the canal would be suspended till the first e\nsecond week in July. The amount required for this purpose, was liberals\nadvanced by the banks of Washington, Georgetown and Alexandria, by *\nauthorities of the two last named cities, and by Messrs. Corcoran and Rigs\nThe cost, however, exceeded the estimate, because it was thought advisables\nguard, as far as possible, against future accidents, by making permanent in\nprovements at certain points, in addition to the necessary repairs. The\nimprovements increased the whole expenditure to about $100,000, and delayed\nthe opening of the canal until the last of July. Boats began to pass between\nCumberland and Georgetown early in August, but the navigation was again\nsuspended for about three weeks, in consequence of breaches in the caual, which\noccurred in that month and September.\nThe flood of April and the subsequent breaches limited the operations of the\ncanal, in the year 1852, to a period of six months. But this was not the extent\nof the evil; for extensive preparations for increasing the means of transportation\nwere immediately suspended, and boats previously built or repaired were fre-\nquently unemployed, because the mining companies had made arrangements IN\nsend their coal to market on the Baltimore and Ohio railroad. Notwithstanding\nthese disadvantages, the revenue of last year was only $17,110 92 less than of\n1851, when there was no serious interruption to the navigation of the canal\nFrom the commencement of the coal trade in March last, to the 31st of May.\n58,355 tons of coal were delivered at tidewater; and it is expected that the\namount for the whole year will not be less than 200,000 tons. From January to\nthe 31st of May, the following leading articles in addition to coal have passed\ndown the canal, viz:\n115,260 barrels of flour,\n110,660 bushels of wheat,\n109,740 \"\ncorn.\nFrom the 1st of January to the 31st of May, the cargoes ascending the easal\namounted to 7,061 tons; and the cargoes descending to 95,129 tons.\nAmount of tolls collected, 56,221 69.\nDigitized by Google\nDoc. No. 17.\n653\nThe revenue of 1852 consisted of the following items :\nTolls,\n-\n-\n-\n-\n-\n92248 90\nWater rents,\n-\n-\n-\n-\n-\n4033 75\nRents of houses and lands,\n-\n-\n-\n1400 37\nFines and penalties,\n-\n-\n-\n-\n44 00\nWhole amount,\n-\n-\n-\n-\n-\n97727 02\nThe expenses for the year 1852 were as follows :\nImprovements and ordinary repairs, the wages of bosses and\nlaborers employed by the year,\n-\n-\n-\n60570 00\nSalaries of president, directors and other officers,\n-\n-\n6222 00\nEngineer department,\n-\n-\n-\n-\n3685 43\nSuperintendents, collectors and lock keepers,\n-\n-\n-\n18997 41\nContingent expenses,\n-\n-\n-\n-\n1141 16\nLaw expenses,\n.\n-\n-\n-\n-\n920 07\nPrinting, stationery and postage,\n-\n-\n-\n155 77\nAmount of ordinary expenses accruing in the year 1852,\n-\n91691 84\nFor repairing damages by the breaches of April, August and Sep-\ntember,\n-\n-\n-\n-\n-\n94526 91\nFor general repairs paid out of the avails of bonds guaranteed by\nVirginia,\n-\n-\n-\n-\n-\n5307 52\nLand claims of former years, paid in 1852,.\n-\n-\n2385 99\nInterest paid, (including one year's interest on repair bonds, due\nin January and July 1852, $12,000.)\n-\n-\n-\n19744 26\nAmount of expenses in 1852, exclusive of interest on preferred\nbonds, &c.\n-\n-\n-\n-\n-\n$ 213656 52\nAfter applying the sums borrowed from the corporations and banks of Wash-\nington, Georgetown and Alexandria, to the purpose designed, and the revenue of\n1852 to current expenses, there remained at the close of the year arrearages, for\nrepairs, officers' salaries, and other current expenses, amounting to $ 49,000. This\nsum has since been reduced, by means of the revenue of the present year, to\n$17,000, which will probably be paid by the revenue of the next two months.\nThe revenue from the 1st of June to the end of the present year will probably\namount to $114,000-and the ordinary expenses to $ 70,000, for maintenance of\nthe canal, interest on loans and other current expenses, which will leave a aurplus\nof $ 44,000, applicable to the above balance of $17,000, and to other claims, for\nwhich the revenues of the canal company are first liable.\nThe claims first payable are the following\n1. Loans from banks in 1847 on which interest is paid semi-\nannually, -\n-\n-\n-\n-\n36500\n2. Loans from the corporations and banks of Washington,\nGeorgetown and Alexandria, on which interest has been\nregularly paid,\n-\n-\n-\n-\n78000\n3. Interest on $200,000 of the guaranteed bonds of Virginia,\nin arrear on the 1st of July 1853, -\n-\n-\n12000\nDigitized by\nGoogle\n652\nDoc. No. 17.\nCHESAPEAKE AND OHIO CANAL COM\nREPORT.\nOFFICE OF CHESAPEAK\nWashington City, (\nStockholders of Chesapeake and Ohio Canal Company.\nGENTLEMEN,\nThe annual report submitted to th,\ncontained a full account of the affairs of the company\nmeasures adopted for repairing the damages caused 1.\nof the previous April.\nIt was there estimated, that the expenditures for\n80,000, and that the navigation of the canal would\nsecond week in July. The amount required for\nadvanced by the banks of Washington, Georget\nauthorities of the two last named cities, and by\nThe cost, however, exceeded the estimate, becau\nguard, as far as possible, against future accide\nprovements at certain points, in addition to\nimprovements increased the whole expenditure\nthe opening of the canal until the last of July.\nof the\nCumberland and Georgetown early in Augus\nformed\nsuspended for about three weeks, in consequen\nthe bonds\noccurred in that month and September.\nW of Mary-\nThe flood of April and the subsequent bre\nhey probably\ncanal, in the year 1852, to a period of six m.\nrred creditors,\nof the evil; for extensive preparations for it\nof their claims,\nwere immediately suspended, and boats P\ntent of interest on\nquently unemployed, because the mining\ndent and directors\nsend their coal to market on the Baltimor\nnat purpose, without\nthese disadvantages, the revenue of last\ncircumstances might\n1851, when there was no serious inter\nFrom the commencement of the coal\n58,355 tons of coal were delivered a\ncarter from the legislature\namount for the whole year will not be\nand slackwater navigation\ntomac to the canal basin at\nthe 31st of May, the following leadin;\ndown the canal, viz:\nompany has a prior right to\nany wishes to acquire. As the\n115,260 barrels\nrks beyond Cumberland, and as\n110,660 bushels\ne canal, the subject is respectfully\n109,740\n\"\nif they think it advisable, adopt\nFrom the 1st of January to the\nII company the prior right of way,\namounted to 7,061 tons; and the\ng the board to make the requisite\nAmount of tolls collected, $ 56\nDigitized by\nGoogle\nnnc. No. 17.\n655\nresolutions, passed by the board\nnlv the city of Washing-\nwith an act of\ned that a suf-\n, on the condi-\npe that our pro-\ned.\nS of the clerk and\nndition of the canal,\nve thought it unneces-\nrity of the company, so\nvents which may never\nssing the opinion that the\nid profitable trade. Since\nder, with the exception of a\non every canal.\non give employment to a con-\npanies of Alleghany are rapidly\nheir mines, but in providing cars,\noal to the Atlantic cities and to\nle reason to doubt that in two or\nill be equal to its present capacity.\n0 board.\nWILLIAM GRASON,\nPresident.\nDigitized by Google\n656\nDoc. No. 17.\nA.\nENGINEER'S REPORT.\nWASHINGTON, June 1st, RZ\nPresident & Directors Chesapeake & Ohio c. Co.\nGENTLEMEN,\nI respectfully submit a statement of the condition of the case.\nThe whole line is now in excellent boating order, and the levels, with\nexceptions, have from five feet njne inches to six feet depth of water, and will\ncapable of bearing the full depth of six feet, so soon as portions of the banks shall in\nbeen raised to the proper height: this work has been steadily going on since the opent\nof the navigation in July last. The draft of water at present allowed to bosts is four al\na half feet, and for this draft there is a sufficient depth of water in all parts of the cin\nexcept for a short distance in Washington city, where the depth has been lessend by\nformation of bars, which are now being removed.\nThe damages caused by the freshet of April 1852, have been repaired in the of\nthorough manner, and the plans of Mr. Fisk for that purpose have been carried we\nfar as the means at our disposal would admit.\nIt is a subject of congratulation, that this freshet occurred when the trade of the ml\nwas in its infancy and the fact, that a freshet six feet higher than any ever known\nattempted to be guarded against, should have done, comparatively, 80 little damage.\ncannot fail to give well founded confidence in the security of the canal, when its\nconsidered. that the points where two-thirds of this damage was sustained, have ben\nrendered secure against even a higher freshet, by the substitution of a heavy wall w\nmasonry for the embankment carried away at dam No. 6, and by raising the guard banks\nat the other points several feet higher than the level of the freshet, and paving and a\nrapping them.\nThe only work, for security, still unfinished, is at the Great falls of the Potomac: this 5\nnow in course of construction by Mr. Lambie, the energetic superintendent of the\nGeorgetown division, and will be completed early in July. It is not probable, when as\nwork shall have been completed, that the navigation would be obstructed for more them\nfew days by any freshet not higher than that of last year.\nSince the opening of the canal to Cumberland, wastes have been constructed on all the\nlevels subject to overflow by high water in the river. I have directed them to be extented\nwhere it was practicable, and new ones constructed at other suitable points, so that de\ncanal may be considered secure from breaches of any importance, caused by at\noverflow.\nThe locks are, generally, in good order. Some of them require new gates, and other\nrepairs which can be effected by the mechanical force ordinarily employed by the several\nsuperintendents, without any suspension of the navigation. The construction of a feeder\nflume has been commenced at guard lock No. 4, which will do away with much difficulty\nheretofore existing at that point, owing to the suspension of feed during the lockage of\nboats.\nThe aqueducts are in good condition, and require no repairs.\nDigitized\nby\nGoogle\nDoc. No. 17.\n657\nThe culverts are in good condition with very few exceptions, and these will be repaired\nin due time.\nThe dams at Little falls and Seneca require extensive repairs to put them in permanent\ncondition to preserve the water at a proper height to supply the large quantity of water\nrequired for the lower end of the canal. These repairs have been going on, during the\nlast season, and will be continued, from time to time, as they can be made to advantage.\nDam No. 4 will be raised and tightened, so as to furnish a full supply of water at the\nrequired level: this can be effected at small cost, and will do away with the difficulty\nexperienced at that point, during low stages of water.\nA portion of dam No. 5 will be taken in hand, as soon as the height of water in the\nriver will permit, and its section changed so as to conform more nearly to that of dam\nNo. 6-a change which will free it from the effects of reaction during freshets, by which\nit has heretofore been very much injured.\nThe other mechanical work on the canal is in good order.\nThe navigation was closed by ice on the 15th of January, and advantage was taken\nof it, to draw off the water for repairs. The canal was opened for navigation on the\n21st of February, after a suspension of thirty-seven days.\nT. L. PATTERSON,\nEng and Gen. Sup't.\n83\nDigitized by Google\n658\nDoc. No. 17.\nB.\nSTATEMENT\nExhibiting the amount of Tolls which accrued to the Chesapeake and Ohio Canal\nCompany in each month during the year ending the 31st of Dec. 1852.\n1852.\nAscending.\nDescending.\nTotal\nJanuary,\n-\n-\n-\n4 23\n37 73\n41 96\nFebruary,\n-\n-\n-\n4 23\n37 73\n41 96\nMarch,\n-\n-\n-\n1545 91\n11946 87\n13492 78\nApril,\n-\n-\n-\n-\n909 42\n9411 96\n10321 38\nMay,\n-\n-\n-\n-\n909 42\n9411 96\n10321 38\nJune,\n-\n-\n-\n-\n37 28\n520 61\n557 89\nJuly,\n-\n.\n.\n-\n443 81\n2816 51\n3260 32\nAugust,\n-\n-\n-\n1490 12\n9937 30\n11427 42\nSeptember,\n-\n-\n-\n1216 19\n9129 17\n10345 36\nOctober,\n-\n-\n-\n2097 48\n12341 96\n14439 44\nNovember,\n-\n.\n-\n1696 41\n12909 77\n14606 18\nDecember,\n-\n-\n-\n1405 29\n12350 88\n13756 17\n$10846 14\n81402 76\n92248 90\nW.S. RINGGOLD, CTk.\nOffice Ches. & O. C. Co., Washington, Jan. 1, 1853.\nDigitized by Google\nB-CONTINUED.\nASCENDING.\nStatement of Articles Transported upon the Chesapeake and Ohio Canal during the year ending December 31, 1852.\nARTICLES.\nUnder 10 miles.\nBetween 10 and\n20 miles.\nBetween 20 and\n30 miles.\nBetween 30 and\n40 miles.\nBetween 40 and\n50 miles.\nBetween 50 and\n09 miles.\nBetween 60 and\n70 miles.\nBetween 70 and\n80 miles.\nBetween 80 and\n90 miles.\nBetween 90 and\n100 miles.\nBetween 100 and\n110 miles.\nBetween 110 110and\n120 miles.\nBetween 120 and\n130 miles.\nBetween 130 and\n140 miles.\nBetween 140 and\n150 miles.\nBetween 150 and\n160 miles.\nBetween 160 and\n170 miles.\nBetween 170 and\n180 miles.\n185 miles.\nAGGREGATE.\nTons\nTons\nTons\nTone\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nTona\nTons\nTons\nTons\nTons\nTons\nAle, beer and cider,\n,\n-\nI\n1\n2\n-\n1\n-\n-\n-\n-\n-\nI\n-\n-\n-\n-\n-\n-\n4\nLiquors and wines,\n2\n1\n5\n19\n6\n8\n17\n19\n1\n-\n3\n-\n2\n-\n-\n-\n1\n-\n-\n84\nFish, salt and fresh,\n1\n-\n16\n16\n96\n116\n42\n15\n14\n7\n38\n2\n15\n-\n#\n-\n3\n-\n74\n455\nFlour, meal, grains, seeds, &c.\n93\n1\n7\n02/01\n5\n5\n14\n-\n6\n-\n1\n5\n-\n-\n-\n-\n-\n-\n-\n-\n137\nBacon and other meats,\n#\n1\n1\n2\n1\n4\n-\n2\n-\n-\nI\n-\n-\n1\n-\n-\n-\n1\n14\nFurniture, empty barrels, &c.\n4\n11\n119\n35\n5\n7\n58\n3\n-\n15\n6\n-\n-\n-\n#\n#\n1\n-\n6\n270\nStone, wrought,\n-\n-\n-\n7\n-\n-\n7\n-\n-\n3\n-\n-\n-\n-\n-\n-\n-\n-\n21\n38\nHardware, wrought iron, nails, &c.\n-\n-\n1\n35\n89\n6\n19\n6\n2\n-\n24\n-\n1\n8\n-\n-\n-\n.\n8\n199\nTar, pitch, rosin, &c.\n-\n-\n-\n4\n1\n4\n5\n6\n3\n-\n2\n1\n-\n-\n-\n-\n-\n-\n-\n26\nDry goods,\n1\n-\n-\n15\n5\n9\n26\n10\n5\n1\n3\n1\n3\n-\n1\n-\nI\n1\n#\n80\nGroceries, &c.\n-\n-\n2\n62\n11\n18\n62\n49\n2\n2\n107\n2\n31\n-\n4\n-\n2\n-\n48\n402\nPotatoes, turnips, &c.\n1\nI\n2\n1\n3\n2\n2\n10\n5\n-\n17\nI\n3\n-\n1\n-\n-\n-\n1\n48\nWagons, carts, ploughs, &c.\n1\n1\n-\n-\n1\n2\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n1\n5\nfron castings and bloom iron,\n-\n-\n-\n2\n-\n-\n-\n-\n-\n-\n3\n-\n-\n1\n-\n-\n-\n-\n2\n8\nOysters,\n-\n-\n1\n2\n1\n2\n10\n7\n2\n3\n21\n-\n1\n-\n-\n-\n-\n-\n3\n53\nHay and straw-oate,\n9\n31\n-\n-\nI\n-\n-\n1\n-\n-\n*\n-\n-\n1\n-\n-\n41\nDigitized by\nSalt,\n1\n1\n18\n143\n47\n195\n649\n138\n61\n69\n553\n30\n99\n19\n2\n-\n8\n45\n773\n2851\nLumber, laths, palings, shingles, hoop poles, &c.\n-\n62\n71\n306\n347\n218\n175\n68\n116\n9\n91\n10\n7\n-\n-\n,\n-\n-\n4\n1484\nIron, pig and scrap,\n-\n-\n-\n1\n-\n-\n-\n-\n-\n-\n-\n50\n-\n-\n-\n1\n-\n-\n-\n51\nBricks,\n30\n-\n6\n4\n6\n-\n-\n-\n-\n-\n1\n-\n-\n-\n-\n-\n-\n-\n-\n46\nLime and cement,\n-\n-\n1\n8\n8\n-\n-\n1\n1\n-\n-\n-\n-\n-\nI\n-\n-\n-\n-\n18\nRails, posts and timber,\n-\n20\n-\n1\nI\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n20\nOre,\n2079\n,\n-\n-\n-\n-\n51\n405\n70\n110\n.\n-\n-\n-\n-\n-\n-\n-\n-\n2715\nCoul,\n104\n-\n8\n68\n-\n-\n21\n1\n-\n-\n4\n-\n-\n-\n-\n1\n-\n-\nI\n206\nWood, (cords,)\n47\n28\n-\nI\n-\n-\n-\n-\n-\n-\n.\n1\n-\n-\n-\n-\n-\n-\n1\n75\nplaster,\n-\n6\n125\n493\n194\n684\n1079\n431\n382\n240\n1287\n42\n375\n-\n-\n-\n-\n-\n151\n5489\nManures,\n18\n64\n468\n336\n157\n38\n85\n3\n64\n4\n86\nI\n2\n1\n-\n-\n-\n-\n-\n1325\ngundries,\n3\n1\n1\n11\n6\n14\n11\n7\n2\n13\n5\n-\nr\n-\n-\n1\n-\n-\n8\n82\nAsserente,\n2193\n228\n852\n1576\n993\n1338\n2:24\n1185\n732\n477\n2255\n138\n539\n28\n7\n1\n15\n45\n1110\n16226\nB--CONTINUED.\nDESCENDING.\nStatement of Articles Transported upon the Chesapeake and Ohio Canal during the year ending December 31, 1852.\nARTICLES.\nUnder 10 miles.\nBetween 10 and 20 miles.\nBetween 20 and 30 miles.\nBetween 30 and 40 miles.\nBetween 40 and 50 miles.\nBetween 50 and 60 miles.\nBetween 60 and 70 miles.\nBetween 70 and 80 miles.\nBetween 80 and 90 miles.\nBetween 90 and 100 miles.\nBetween 100 and 110 miles.\nBetween 110 and 120 miles.\nBetween 120 and 130 miles.\nBetween 130 and 140 miles.\nBetween 140 and 150 miles.\nBetween 150 and 160 miles.\nBetween 160 and 170 miles.\nBetween 170 and 180 miles.\n185 miles.\nAGGREGATE.\n.\nTone\nTons\nTons\nTons\nTons\nTons\nTons\nTone\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nTons\nToms\nTons\nDigitized by\nFlour,\n12\n1738\n3136\n295\n377\n3540\n3233\n3797\n3026\n7199\n337\n61\n4\n26755\n-\n-\nCorn meal and chop,\n13\n43\n24\n29\n5\n1\n2\n26\n56\n199\n-\n-\n-\n-\n-\n877\n142\n65\n139\n871\n12\n-\n2805\nWheat,\n69\n71\n437\n2068\n847\n2001\n1278\n912\n-\n-\n-\nCorn,\n6\n34\n248\n728\n783\n813\n299\n577\n501\n144\n527\n61\n13\n21\n-\n4755\n-\nRye and other grain and seeds,\n3\n11\n8\n10\n22\n9\n2\n4\n5\n10\n14\n98\n-\n-\n-\n-\nApples and other fruits,\n-\n7\n13\n12\n17\n18\n10\n17\n4\n1\n99\n-\n-\n-\n-\n-\n1\n6\n3\n-\n-\n-\n-\n5\n1\n-\n16\n-\n-\n-\nAle. beer, cider, vinegar, &c.\n-\n-\n30\n10\n2\n23\n266\n1\n16 - - - - - - - - - - - 1 1\nI\n10\n450\nWhisky,\n43\n5\n6\n5\n19\n40\nI\n-\n-\n-\n-\n-\n25\n-\n4\n21\n-\n-\n-\n-\n-\n-\n-\n-\nTobacco,\n-\n-\nI\n13\n1\n6\n6\n-\n-\n-\n-\n-\n-\n-\nFlax, hemp, sumac, kc.\n-\n-\n-\n-\n25\n-\n-\n3\n10\n-\n-\n-\nBacon and other meuts,\n11\n1\n-\n-\n-\n-\n-\n-\n-\n-\nSL\nButter and lard,\n-\n-\n1.\n4\n3\n2\n5\n1\n2\n1\n1\n-\nI\n-\n-\n20\n3\n-\n2\n199\nFurniture, empty barrels, &c.\n1\n2\n2\n17\n40\n36\n10\n19\n4\n18\n23\n1\n-\n1\n7\nFrom, wrought, hardware, &c.\n-\n-\n2\n-\n-\n-\n3\n-\n-\n1\n-\n-\n-\n-\n108\n108\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n839\n-\n-\n214\n83\n955\n24\nso\n110\n8\n35\n10\n3\n-\n27\nPotritoes, turnips, &c.\n1\n2\n3\n1\n3\n1\n2\n4\n-\n-\n.\nBrom, bloom and east,\n1\n-\n-\n-\n7\n-\n-\n-\n-\n-\n-\n-\nHay and straw,\n-\n12\n16\n5\n17\n74\n8\n9\n-\n-\n2\n-\n-\n-\n-\n-\n-\n143\nOats,\n-\n2\n12\n38\n20\n11\n4\n7\n9\n-\n8\n-\n-\n5\n-\n-\n-\n-\n-\n116\nLumber, laths, palings, shingles, staves, hoop poles, dtc.\n336\n140\n770\n144\n338\n76\n181\n36\n212\n27\n29\n23\n39\n52\n82\n33\n17\n-\n105\n2640\nIron, pig and scrap,\n614\n-\n-\n-\n-\n7\n138\n-\n-\n-\n409\n482\n-\n-\n-\n-\n-\n-\n-\n1650\nBricks,\n277\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n277\nStone, rough, (perches,)\n-\n19955\n-\n181\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n20136\nLime and cement,\n28\n25\n66\n-\n1\n11\n302\n230\n48\n-\n7\n-\n224\n-\n-\n-\n-\n-\n170\n1112\nRails, posts and timber,\n66\n65\n64\n-\n30\n-\n1\n17\n16\n-\n-\n-\n-\n4\n-\n-\n-\n-\n5\n268\nCoal,\n-\n-\n10\n-\n-\n-\n5\n248\n185\n1732\n2\n162\n1282\n209\n57\n-\n161\n9\n-\n59227\n63289\nCoke,\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n349\n1974\n-\n-\n-\n-\n-\n23\n2346\nBark, (cords,)\n-\n-\n-\n10\n-\n4\n49\n11\n21\n6\n-\n-\n11\n331\n76\n120\n40\n-\n-\n-\n679\nWood, (cords,)\n-\n746\n1794\n1078\n84\n107\n186\n2\n-\n311\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n4308\nManures,\n-\n-\n9\n-\n3\n-\n-\n-\n29\n43\n18\n53\n51\n-\n-\n-\n-\n-\n-\n-\n-\n206\nLimestone, (perches,)\n.\n-\n.\n-\n-\n100\n-\n-\n-\n10160\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n10260\nSand, &c.\n-\n-\n207\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n-\n207\nSundries,\n-\n.\n-\n4\n2\n3\n18\n9\n35\n174\n3\n1\n1\n4\n-\n3\n-\n-\n-\n-\n-\n14\n290\nAggregate,\n-\n-\n22482\n2164\n4987\n6433\n2830\n3837\n16562\n5441\n7565\n3503\n9172\n4326\n1788\n232\n206\n234\n44\n-\n59561\n151369\n\"\nascending,\n-\n.\n2393\n228\n852\n1576\n992\n1338\n2324\n1185\n732\n477\n2255\n138\n539\n28\n7\n1\n15\n45\n1101\n16226\n\"\nascending and descending,\n-\n-\n24875\n2392\n5839\n8009\n3822\n5175\n18886\n6626\n8297\n3982\n11427\n4464\n2327\n260\n213\n235\n59\n45\n60662\n167595\nAggregate tonnage ascending and descending,\n-\n.\n.\n267595 tome.\nEquivalent\n\"\n\"\nfor 1 mile,\n-\n.\n17187195 toms.\n\"\n\"\n\"\nfor 185 miles,\n.\n.\n92882 toms.\nAverage distance of all articles transported, ascending and descending,\n1021 miles.\nAverage toll perton per mile on all articles ascending and descending, inclusive of toll on boats,\n0.554\nAggregate amount of tolls collected, ascending and descending,\n92248 90\nW. G. RINGGOLD, Clk.\nOffice Chesapeake and Ohio Canal Co.,\nWashington, January 1853.\nDigitized by Google\n662\nDoc. No. 17.\nC.\nTotal Current Expenses of the Chesapeake and Ohio Canal Company / the\nyear ending the 31st December 1852.\nConstruction.\nRepairs, ordinary.\nRepairs, extraor-\ndinary.\nRepairs, general,\nunder Vs. acts.\nPay of superin-\ntendents, collec-\ntora, and lock\nkeepera.\nAggrogate,\nJanuary,\n-\n37 36\n2356 49\n775 26\n1147 69\n1655 77\nSUTY\nFebruary,\n-\n184 00\n4886 77\n416 28\n2392 54\n1564 16\n910\nMarch,\n.\n140 00\n4731 23\n,\n1380 86\n1585 08\n7837\nApril,\n-\n186 00\n3450 08\n2628 98\n386 43\n1584 93\n825\nMay,\n-\n862 92\n2604 13\n32038 39\n-\n1584 97\n37090\nJune,\n-\n3139 71\n-\n33753 21\n1\n1560 16\n3845\nJuly,\n-\n1878 03\n901 36\n17901 66\n-\n1584 94\n2235\nAugust,\n-\n803 18\n4931 45\n4779 98\n-\n1584 98\n1909\nSeptember,\n-\n-\n10409 23\n172 00\n-\n1585 05\n1216\nOctober,\n*\n-\n6882 92\n2061 15\n-\n1576 64\n1059\nNovember,\n.\n-\n7339 52\n-\n-\n1567 47\n8906\nDecember,\n-\n-\n4844 82\n-\n-\n1563 26\n608\n$ 7232 00\n53338 00\n94526 91\n5307 52\n18997 41\n179401\nAdd:\nPay of officers,\n-\n-\n-\n-\n6222 60\nEngineer department,\n-\n-\n-\n-\n3685 43\nInterest account,\n-\n-\n-\n-\n132133 01\nPostages,\n-\n-\n-\n-\n55 07\nPrinting and stationery,\n-\n-\n-\n-\n100 70\nLaw expenses,\n-\n-\n-\n-\n920 07\nContingent expenses,\n-\n-\n-\n-\n1141 16\n14425 &\n$ 323639\nJNO. GUEST, Tr. & 100:-\nOffice Ches. & O. Canal Co.\nWashington, Jan. 19th, 1853.\nDigitized by Google\nDoc. No. 17.\n663\nD.\nTotal Current Expenses of the Chesapeake and Ohio Canal Company from the\n1st of January to 31st of May 1853.\nMONTHS.\nRepairs ordinary.\nPay of superinten-\ndents, collectors\nand lock keepers.\nAGGREGATE\n1853-January,\n-\n-\n-\n3823 38\n1551 62\n5375 00\nFebruary,\n-\n-\n-\n3797 91\n1551 67\n5319 58\nMarch,\n-\n-\n-\n4786 65\n1616 52\n6403 17\nApril,\n.\n-\n-\n5040 82\n1611 63\n6652 45\nMay,\n-\n-\n-\n5722 65\n1605 OF\n7327 66\n$ 23171 41\n7936 45\n31107 86\nAdd-Pay of officers,\n-\n-\n-\n-\n-\n3065 67\nInterest account,\n-\n.\n-\n-\n-\n66070 00\nPostage,\n-\n-\n-\n-\n-\n25 83\nPrinting and stationery,\n.\n-\n-\n-\n152 68\nContingent expenses,\n-\n-\n.\n-\n268 22\n$100690 16\nJNO. GUEST, Tr. & Acc't.\nOffice Ches. & Ohio C. Co.,\nWushington, June 6, 1853.\nDigitized by Google\nDoc. No. 17.\nE.\nAbstract of Receipts into and Payments from the Treasury of the Chesapeake\nDec. 31, 1852,\nThe receipts are as follows, viz :\nTells,\n-\n-\n.\nP\n.\n.\n.\n93232 74\nWater rents,\n-\n-\n-\n.\n-\n-\n4033 75\nRents of houses and lands,\n-\n.\n.\n-\n1400 37\nFines and penalties,\n-\n.\n-\n.\n-\n44 00\nTemperary loans,\n.\n.\n.\n.\n-\n78000 00\n176710 86\nBalance from 31st December 1851,\n16664 82\n193375 68\nDigitized by Google\nDoc. No. 17.\n665\nand Ohio Canal Company from the 1st of January to 31st December 1852.\nDec. 31, 1852.\nThe disbursements are as follows :\nConstruction, repairs, ordinary and extraordinary,\n-\n-\n148391 93\nRepairs, general, under Virginia act,\n.\n.\n-\n2500 00\nInterest account,\n-\n-\n-\n.\n-\n6744 26\nCoupons payable on bonds,\n-\n-\n-\n-\n13000 00\nEngineer department,\n-\n-\n-\n-\n-\n3779 59\nPostages,\n-\n-\n-\n-\n-\n55 07\nLaw expenses,\n-\n-\n-\n-\n-\n925 40\nContingent expenses,\n-\n-\n-\n6\n-\n1150 00\nPay of officers,\n-\n-\n-\n-\n-\n4240 00\nAcquisition and condemnation of land.\n;\n-\n-\n2385 99\nPrinting and stationery,\n-\n.\n-\n.\n100 70\n-\n183272 94\nIn the treasury, &c. :\nMaryland 5 per cent. sterling bonds due, but not issued to the\ncompany,\n-\n-\n-\n-\n2111 12\nIn banks, &c.\n-\n-\n-\n-\n7991 62\n10102 74\n$ 193375 68\nJON. GUEST, Treas'r.\nTreasurer's Office Ches. and Ohio Canal Co.\nWashington, Jan. 1st, 1853.\nS4\nDigitized by Google\n666\nDoc. No. 17.\nF.\nAbstract of Receipts into and Payments from the Treasury of the\nMay 31, 1853.\nThe receipts are as follows, viz 3\nTolls,\n-\n-\n-\n.\n54149 193\nWater rents,\n.\n-\n-\n-\n-\n-\nim $\nRents of houses and lands,\n-\n-\n-\n-\n190\nFines and penalties,\n-\n.\n-\n-\n-\n22 9\n56746 #\nBalance from 31st December 1852,\n-\n-\n-\n-\n10102 X\n$ 65848 *\nDigitized by Google\nDoc. No. 17.\n667\nand Ohio Canal Company from the 1st of January to 31st May 1853.\nMay 31, 1853.\nThe disbursements are as follows, viz :\nConstruction and repairs,\n-\n-\n.\n-\n45900 36\nInterest account,\n-\n-\n-\n, -\n-\n4752 06\nEngineer department,\n-\n-\n.\n-\n-\n3784 25\nPostages,\n-\n.\n-\n-\n-\n25 83\nPay of officers,\n-\n-\n-\n-\n.\n6022 00\nContingent expenses,\n-\n-\n-\n-\n-\n400 00\nPrinting and stationery,\n-\n-\n-\n-\n-\n1159 18\n62043 68\nIn the treasury, &c.:\nMaryland 5 per cent. sterling boods due, but not issued to the\ncompany,\n-\n-\n-\n-\n2111 12\nIn banks, &c.\n-\n-\n-\n-\n1694 08\n3805 20\n$ 65848 88\nJNO. GUEST, Treas'r.\nTreasurer's Office Ches. and Ohio Canal Co.\nWashington, June 1st, 1853.\nDigitized by Google\n668\nDoc. No. 17.\nG.\nDR.\nChesapeake and Ohio Canal Company, General\nCapital stock,\n.\n-\n.\n-\n-\n8226586 30\nState of Maryland loan,\n-\n-\n2000000 00\nInterest on same to 31st December 1852,\n-\n1615000 00\nInterest paid in London on $ 4,375,000 bonds,\n663611 94\nFor guaranteed dividends to 31st Dec. 1852, payable out\nof the net profits of the canal,\n-\n.\n2756250 00\nPremium charged for converting paper into coin,\n9975 00\n7044836 94\nPost notes bearing interest, outstanding, of various issues,\n-\n458003 75\nAcceptances to creditors,\n-\n-\n-\n-\n154369 09\nBonds issued in payment of post notes,\n-\n-\n-\n6928 00\n\"\nto creditors,\n-\n.\n.\n-\n238033 78\n\"\nto creditors of Potomac company,\n56896 48\n\"\ninterest in arrear, added to 31st Dec. 1845,\n19150 55\n76047 03\n\"\nfor completion of the canal,\n-\n-\n-\n1700000 00\n\"\nfor repairs, guaranteed by Virginia,\n-\n-\n200000 00\n\"\n\"\nloans,\n-\n-\n-\n-\n114500 00\nCertificates issued for repairs prior to 1845,\n.\n-\n.\n44535 30\nSelden, Withers & Co., for payment of coupons,\n-\n-\n143000 00\nChesapeake Bank of Baltimore, (overdrawn,)\n-\n-\n4113 38\nBalances due to contractors,\n-\n-\n-\n-\n89656 29\n\"\nto officers for salaries, &c.\n-\n/\n.\n918 04\n\"\non superintendencies prior to 1845,\n3993 91\n\"\nfor repairs, &c. since,\n.\n16352 12\n20346 03\nRevenues accrued, viz:\nTolls,\n-\n-\n-\n.\n1112669 44\nWater rents,\n-\n-\n.\n37980 19\nRents of houses and lands,\n-\n-\n15553 24\nFines and penalties,\n.\n-\n304 10\n1166506 97\n19688380 90\nOffice Ches. & Ohio Canal Co.\nWashington, June 6, 1853.\nDigitized by Google\nDoc. No. 17.\n669\nStatement from its Organization to May 31, 1852.\nCR.\nConstruction of the canal,\n-\n-\n-\n.\n10119759 38\nRepairs ordinary,\n.\n-\n-\n-\n614471 86\n\" extraordinary,\n-\n.\n-\n369377 16\n\"\ngeneral, under Virginia act,\n.\n-\n187758 67\n1171607 69\nLands,\n-\n-\n-\n.\n-\n-\n428293 91\nPay of officers,\n-\n-\n-\n.\n-\n194648 42\nPay of superintendents, collectors and lock keepers,\n-\n.\n266830 36\nPay of engineer department,\n-\n-\n-\n-\n443700 06\nContingent expenses,\n-\n.\n-\n-\n49276 11\nLaw expenses,\n-\n-\n-\n-\n-\n37974 59\nIncidental damages,\n-\n.\n-\n-\n29219 81\nPrinting and stationery,\n.\n.\n.\n-\n22552 84\nPostages,\n-\n.\n-\n.\n-\n3360 28\nWestern section,\n-\n-\n-\n-\n-\n9483 21\nExpenses of Maryland loan,\n.\n-\n-\n-\n10594 00\nInterest account and guaranteed dividends,\n-\n-\n-\n5835652 73\nProfit and loss,\n-\n-\n-\n-\n-\n816745 49\nPotomac company,\n-\n-\n-\n-\n-\n33706 20\nSwan, Gittings & Gunton,\n-\n-\n-\n-\n56192 62\nMaryland 5 per cent. sterling bonds,\n-\n-\n-\n2111 12\nSelden, Withers & Co., coupon account,\n-\n-\n-\n143240 00\nBalances due on land sales,\n-\n-\n-\n.\n5757 00\n\"\non rents,\n-\n-\n-\n,\n1165 08\n\"\nfrom superintendents, collectors and agents,\n-\n4815 42\n\"\nin banks,\n-\n.\n-\n-\n1694 08\n19688380 90\nJNO. GUEST, Treas'r & Acc't.\nDigitized by Google\n670\nDoc. No. 17.\nLUNENBURG PLANKROAD COMPANY.\nBoard of Public Works of Virginia.\nI hereby transmit the report of the president and direction\nthe Lunenburg plankroad company, the report of the treasurer, and chief w\nneer. made to the annual meeting of the stockholders on the second Thursday\nOctober; also a list of stockholders on the 30th September last, with an extrat\nfrom the minutes of the board of directors, authorizing the president to draw $\nfavor of the treasurer for the state's quota, and a certificate of the president and\ntreasurer to the amount of money collected of private stockholders, &e.\nWM. H. HARDY, CYE\nDigitized by Google\nDoc. No. 17.\n671\nREPORT.\nThe board of directors respectfully offer the following report to the stockholders\nof the Lunenburg plankroad company at their annual meeting on the second\nThursday of October 1853.\nDesirous by every means in our power to expedite the duties entrusted to us,\non the 8th of April, after the adjournment of your first general meeting at which\nthe company was organized, we held a meeting, and the president of the company\nwas instructed forthwith to advertise for the services of an engineer. This was\nspeedily done. Several applications were made; but when the intention of the\nboard, to reserve to the company the privilege of retaining or dismissing the engi-\nneer during the construction of the work, was made known, no willingness was\nmanifested by the applicants to accept the post. After having incurred considera-\nble delay, a proposition was received from Mr. E. A. Blanch, to act as the engi-\nneer of the company, with an annual salary of $1,500, and out of this sum to pay\nhis assistant. Believing it fruitless to persist in the effort to secure a competent\nengineer upon the conditions prescribed, and knowing it to be generally, if not\nuniversally, the wish of the stockholders that Mr. Blanch be employed-influenced\nby these considerations, and to prevent further delay, we accepted the proposition\nwith the unanimous vote of the directors. His report upon the preliminary sur-\nveys has already been communicated to you and acted on. Upon the subject of\nthe location of the road, reference is respectfully made to his report.\nTo pay the expenses of the surveys, no disbursement has been made from the\ntreasury of the company. From the items submitted to us and allowed, and from\ninformation derived from the president of the company, we believe them reason-\nable, and do not think that, exclusive of the engineer's salary, the whole expenses\nof the preliminary surveys and location will probably exceed the sum of $ 400.\nTo provide for the surveys and other expenses of the company, a requisition of\n5 per cent. was made upon the stock. For information upon this subject, refer-\nence is made to the report of the treasurer.\nOn the 28th October bids for the construction of the work will be received at\nBlack's and White's, notice thereof having been duly given by advertisement in\nthe newspapers.\nIn concluding this report, the occasion is deemed a suitable one to suggest to\nthe stockholders, that in view of the inadequacy of our means to complete the\ncontemplated work, a petition be presented to the general assembly to increase\nthe capital stock of the company for the extension of the road, and the construe-\ntion of such branches as may be regarded sufficiently important in securing the\nsuccess of the general work.\nFinally, we would respectfully express the hope that we have dischaged the\nduties assigned us with becoming fidelity and suggest, as to those in prospect,\nthat the zeal and interest we feel in the success of our enterprise, is the best gua-\nrantee we can offer of future faithfulness.\nJNO. ORGAIN, JR., Pres't.\nDigitized by\nGoogle\n672\nDoc. No. 17.\nENGINEER'S REPORT.\nThe President and Directors of the\nLunenburg Plankroad Company.\nOctober 10, 152\nGENTLEMEN,\nSince my report to you upon the subject of locating the road, very is\nhas occurred in the engineering department requiring a detailed account. In accordant\nwith the instructions of the stockholders, at their last meeting. I proceeded to make 1 fol\nlocation of the road. The views of the stockholders were observed in the locatist.\nwherever the surface of the ground or directness of course did not demand a departm\nfrom Cocke's road. Upon several parts of the line, considerable departures were -\nwhere it was believed that economy would be observed by leaving the public road h\npursuance of this plan, the located line is about one-half mile shorter than that report\nunder the preliminary survey between the same points. This saving in distance bus\nbeen effected, by incurring an additional amount of grading. Though estimates liste #\nbeen completed of the cost of the located line, yet it is obvious that it falls below is\nreported from the preliminary survey. This reduction is owing chiefly to a less -\nof grading.\nThe 28th instant has been advertised for the letting of your road. For the convenient\nof those who might wish to examine the profile and plan of the road, Black's and Wair\nwas selected as the most eligible place. A profile of the road, plans for the bridges, of\nspecifications of the work will be placed in the bands of the agent at that place for to\ninspection of those who may wish to contract. It is confidently believed that you will la\nable, at that time, to put your road under contract upon favorable terms. On that occass\nit will be necessary for a quorum of your board to be present.\nRespectfully submitted.\nE. A. BLANCH, Chief Exp.\nDigitized by Google\nDoc. No. 17.\n673\nReturn of the State of the Lunenburg Plankroad Company for the year ending\n30th September 1853.\nCapital stock, $ 50,000\nSubscribed by individuals 800 shares, at $ 25 each,\n-\n20000 00\n\"\n\"\ncommonwealth 1200 shares, at $ 25 each,\n-\n30000 00\n$ 50000 00\nAmount first requisition on private stock, at 5 per cent., is\n1000 00\nAmount first requisition on state stock, at 5 per cent., is\n-\n15000 00\nTotal amount first requisition on state and individual accounts, is\n$ 25000 00\nAmount collected on individual stock and deposited in Exchange Bank at\nPetersburg,\n-\n-\n-\n$ 672 50\nCash in hands of treasurer at date,\n.\n-\n6 25\nAmount first requisition remaining due on individual stock,\n-\n321 25\nBy order of the board of president and directors.\nWM. H. HARDY, Clerk.\n85\nDigitized by Google\n674\nDoc. No. 17.\nBOYDTON AND PETERSBURG PLANKROAD COMPANY\nPETERSBURG, October 26, 1851.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president and directors of the Boydton and Petersburg\nplankroad company respectfully submit to the Board of public works the follow.\ning annual report, in pursuance of the 2d section of chapter 72 of the Code d\nVirginia. See papers Nos. 1, 2 and 3, and alphabetical list of the stockholders\nto October 1st, 1853.\nDigitized by Google\nDoc. No. 17.\n675\nStatement of the Affairs of the Boydton and Petersburg Plankroad from the\nCommencement to 1st October 1853.\nCapital stock:\nSubscribed for by state of Virginia 1920 shares,\n-\n.\n-\n96000 00\nSubscribed for by individuals 1280 shares,\n-\n-\n-\n64000 00\n160000 00\nReceipts:\n.\nReceived from state of Virginia,\n.\n-\n-\n95000 29\nindividuals,\n-\n-\n.\n-\n63534 86\n158535 15\nBalance due,\n-\n-\n1464 85\nBalance due by state of Virginia,\n-\n-\n-\n999 71\ne\nindividuals, -\n-\n-\n-\n465 14\n$1464 85\nReceived from state and individuals,\n-\n-\n-\n158535 15\nReceived for tolls, after deducting expenses,\n-\n-\n-\n7400 47\nbills payable,\n-\n-\n-\n-\n-\n4923 33 /\nfrom B. and P. plankroad company for 22 shares insolvent stock,\n-\n880 00\nRichard W. Feild,\n-\n-\n-\n-\n5 00\nRob't Dunn,\n-\n-\n-\n-\n-\n10 00\ninterest acount,\n-\n-\n-\n-\n126 19\nTotal receipts,\n-\n-\n.\n-\n$171880 14\nDisbursements:\nPaid to F. & S. Pratt & Co. on account of construction,\n-\n-\n139400 00\nengineering account,\n.\n-\n-\n-\n9802 13\nland damage,\n-\n-\n-\n-\n-\n4008 16\nrepairs on road,\"\n-\n.\n-\n-\n.\n4458 13\n* This item is subject to the following explanation It embraces the hiring bonds of 1852, payable on\nthe 1st January 1853, and the hiring bonds of 1853, payable January 1st, 1854; and it embraces, also, some\npayments for property belonging to the company.\nModified according to these facts, the item will stand thus :\nWhole amount as stated to October 1st, 1853,\n.\n4458 13\nDeduct on account hires 1852, three-fourths, say from January 1 to October 1, 1853,\n658 00\nDeduct on account hires 1853, one-fourth, say from October 1, 1853, to January 1, 1854,\n458 00\nDeduct for purchase of horse,\n100 00\nDeduct for this qum due the company, for the hire of our hands at such times as they\ncould be spared from the service of the company, about\n1000 00\n2216 00\n$ 2242 13\nSo that the exact expense of repair account for the year ending the 1st October 1853, is only $ 2242 13,\ninstead of the amount stated.\nDigitized by Google\n676\nDoc. No. 17.\nPaid to general management account, including officers' salaries,\ndirectors' mileage, printing, &c. &c.\n-\n-\n.\n3831\nbridge over Meherrin river,\n-\n*\n-\n-\n6000\nPaid in C. 0. Sanford's hands,\n4\n-\n.\n-\n723\nT.R. Chambers' hands,\n*\n,\n.\n-\n100\nFarmers bank,\n-\n-\n-\n-\n.\n489\nExchange bank,\n-\n-\n*\n-\n-\n151\nto B. W. Johnson,\n-\n-\n-\n-\n-\n60\nto F. Pratt, jr.\n-\n-\n.\n1\n-\n2865\nCash in treasurer's hands,\n-\n-\n-\n-\n,\nIII\nTotal disbursements,\n-\n-\n-\n- $175 0\nROBT. S. FEILD,\nTreas. and a\nPetersburg. October 6, 1853.\n-\nDigitized by Google\nDoc. No. 17.\n677\nREPORT.\nThe board have now the satisfaction to report that their road is fully completed from\nPetersburg to Boydton, the terminus designated in the original charter-and they have\nevery reason to believe it meets the highest expectations of its friends.\nWithout intending to bestow unwonted eulogy upon the work, they venture the asser-\ntion, that there is no similar improvement in the state that surpasses or even equals it.\nIn this connection we have to express the regret that the stock has not yet been taken\nfor the extension of the line to Clarkesville, but we have little doubt that when the advan-\ntages of such an improvement shall be more fully appreciated by the agricultural commu-\nnity, it will be promptly subscribed for. We are unable, in this report, in consequence of\nthe unadjusted condition of the accounts with the contractors, to state accurately the in-\ndebtedness of the company, or the cost of the road. We think, however, from data fin\nour possession, when those accounts shall have been settled upon principles just to the\ncompany, we shall not owe more than fifteen or sixteen thousand dollars. We have no\nfears that we shall not be able from the tolls to extinguish the debt within a reasonable\ntime.\nThis debt would have been measurably avoided but for heavy expenditures outside of\nthe contract, directed by the stockholders themselves, which were made, no doubt, by an\nenlightened regard to the interests of the company. We refer particularly to the con-\nstruction of a bur bridge across the Meherrin river at a cost of 7,000, and the extension\nof the road within the corporate limits of the city of Petersburg at a cost of near 3,000.\nThe whole length of the road is a fraction over 73 miles. Hitherto the road has been\nkept in repair by hands hired for that purpose by the year. We have found it a costly\nmode of doing the work, and are now engaged in an effort to let it out in sections.\nShould we succeed in this, the arrangement will take effect from the first of January 1854.\nWe have now upon the road seven toll-gates, but we do not regard the present arrange-\nment otherwise than as temporary, as we expect, in the course of a short time, to reduce\nthe number, and this with a view to economy.\nAll of which is very respectfully submitted.\nRICHARD W. FEILD, Pres't.\nDigitized\nby\nGoogle\n678\nDoc. No. 17.\nStatement of the Receipts and Disbursements of the Boydlon .\nDisbursements:\nPaid F.& S. Pratt & Co. on account construction,\n-\n-\n56709\nPaid for land damages,\n-\n-\n-\n-\n.\n3043\nPaid for engineering account,\n-\n-\n-\n-\n1474\nPaid for repairs on road,\n-\n-\n-\n-\n2683\nPaid for bridge over Meherrin river,\n-\n+\n1\n,\n-\n6000\nPaid for construction of road in Petersburg,\n-\n-\n-\n555\nPaid on account hiring bonds,\n-\n-\n-\n-\n150\nPaid on account salaries &c.\n-\n-\n-\n-\n1146\nPaid for 22 shares insolvent stock purchased,\n-\n-\n-\n880\nPaid for balance in B. W. Johnson's hands,\n-\n-\n-\n60\nPaid for balance in C. O. Sanford's hands,\n-\n-\n-\n723\nPaid for balance in Farmers Bank,\n-\n-\n-\n-\n489\nPaid for balance in Exchange Bank,\n-\n-\n-\n-\n151\nPaid for balance in treasurer's hands, -\n-\n-\n-\n11\n$ 74007\nDigitized by Google\nDoc. No. 17.\n679\nPetersburg Plankroad Co. for the year ending October 1st, 1853.\nReceipts:\nBy balance in C.O. Sanford's hands, October 1, 1853,\n-\n-\n2317 51\nBy balance in Farmers Bank, October 1, 1853,\n-\n-\n-\n2398 31\nBy cash from state of Virginia,\n-\n-\n.\n.\n38295 79\nBy cash from individual stockholders,\n-\n-\n-\n19620 86\nBy cash from tolls, net amount,\n-\n-\n-\n-\n6319 75\nBy cash from interest account,\n-\n-\n-\n-\n18 84\nBy cash from bills payable,\n-\n-\n-\n.\n4923 33\nBy cash from sale of horse,\n-\n-\n-\n-\n95 00\nBy cash from R. W. Feild,\n-\n-\n-\n.\n5 00\nBy cash from Robert Dunn,\n-\n-\n-\n-\n10 00\nBy this amount, variance,\"\n-\n-\n.\n-\n3 54\n$\n74007 93\nROBT. S. FEILD,\nTreas. and Clerk.\nPetersburg, October 1, 1853.\n* The above amount of $3 54, excess of the expenditures over the receipts, is owing to inexactness in\nseparating the last year's transactions from the preceding, both being in one general set of accounts, as the\nbooks balance accurately to the 1st October 1853.\nDigitized by Google\n680\nDoc. No. 17.\nStatement showing the Liabilities and Assets of the Boydton and Petersburg Pla\nroad Company, October 1, 1853.\nProperty of the company :\nTwenty-two shares stock, at $50 each,\n-\n-\n-\nIII\nTwo horses, worth about\n100\n\"\n.\n.\n-\n36\nTwo carryalls, \"\n\"\n80\n:\n.\n.\n-\n200\nFive shanties,\n\"\n\"\n10\n\"\n-\n-\n-\nMill\nTools and implements for hands on road, about\n-\n.\n-\n10\n$100\nLiabilities:\nDebt due at Exchange Bank,\n.\n-\n-\nBalance due for Meherrin bridge,\n-\n-\n-\n-\nLand damages, about\n#\n-\n-\n70\nBalance due for negro hire, January 1, 1854,\n.\n-\n-\n105\nsalaries to officers, about\n-\n-\n-\n\"\nclaimed by Pratt and Co., about $11000, but we think subject to\nconsiderable offsets, but say\n.\n-\n-\n11000 I\n$ 20010 I\nAgainst which:\nOct. 6, About this sum in bank,\n-\n.\n-\n1000 00\nTolls for September,\n.\n-\n-\n1300 00\nBalance due by state,\n-\n&\n-\n1000 00\nindividuals,\n-\n.\n-\n465 00\nAccounts due us for hand hire,\n-\n-\n900 00\n45\nEstimated indebtedness,\n.\n-\n-\n-\n81556\nROBERT S. FEILD, Treas. & Only\n1\n-\nDigitized by Google\nDoc. No. 17.\n681\nList of Officers.\nRichard W. Feild, president, salary $ 500; W. W. Tully and Wm. H. Jones, directors\nfor stockholders, 124 cents per mile for traveling; Wm. Burkesville, D. M. Bernard and\nF. F. Jones, state directors, 124 cents per mile for traveling; Robert S. Feild, treasurer and\nclerk, salary from January 1, 1854, $ 400. Gate keepers-Wm. H. Wilson, gate No. 1;\nWm. Burgess, gate No. 2; H. H. Hobbs, gate No. 3; Archd. Thweatt, gate No. 4;\nB. W. Johnson, gate No. 5; Edwin Binford, gate No. 6; T. L. Jones, gate No. 7-at an\naverage salary of about $ 160 per annum; ; T.R. Chambers and B. W. Johnson, overseers,\nat $ 300 each per annum, besides traveling expenses.\nPetersburg, October 6, 1853.\n86\nDigitized by Google\n682\nDoc. No. 17.\nBRUNSWICK AND ROANOKE PLANKROAD COMPAN\nTo Board of Public Works.\nThat part of the road from Lawrenceville to the Boydton\nPetersburg plankroad has been surveyed by F.S. Claxton, Esq., engineer,\nthe directors have authorized said engineer to furnish the Board of public WI\nwith a map of the same. No contract has been made for the construction of\nroad, nor has any money been expended except $7 87, account paid for ad\ntising.\nJ. Ravenscroft Jones is the president of the company, salary $400 per and\nE. R. Turnbull is the clerk and treasurer, salary $200 per annum; F.S.C\nton, Esq., is the engineer. The company has agreed to pay said engineer\nper mile for survey and location, and a reasonable compensation (to be agn\non by him and the board of directors) for what services he might thereafter n\nder, the company not deeming it necessary to engage his constant attendance.\nBy order of the board of directors.\nE. R. TURNBULL CTk\nDigitized by Google\nDoc. No. 17.\n683\nReturn of the state of the Brunswick and Roanoke Plankroad Company for the\nyear ending 30th September 1853.\nCapital stock, $ 70,000:\nSubscribed by individuals 116 shares, at $100 each,\n-\n-\n11600 00\nSubscribed by the commonwealth 174 shares, at $100 each,\n-\n-\n17400 00\nAmount cornmonwealth's subscription unpaid,\n-\n-\n17400 00\nAmount ind ividual subscription unpaid,\n-\n-\n11368 00\nDigitized by Google\nThe commissioners appointed by the act of the legislature il\nFarmville and Buckingham plankroad, gave due notice and con\nof the stockholders in the town of Farmville, on the 17th day o\na view of organizing the company. Upon an examination of 1\ncommissioners, it was ascertained that 176 subscribers had tal\nstock, at fifty dollars per share, and that the sum of two dollars\nthe commissioners on each share, as subscribed for by private ind\nan aggregate of one thousand and fifty dollars. The meeting\nstate proxy was present. then proceeded to elect the officers «\nwhich resulted in the election of E. W. Hubard, president, and\nand Chas. McKinney, directors on the part of the private stockh\nM. Moseley, P. H. Jackson and Thomas R. Marshall were ap\nby the Board of public works on behalf of the state.\nThe annual compensation of the president was fixed by the co\nand the pay of the directors at 124 cents per mile for traveling to\nings of the board. C. H. Barksdale was appointed clerk and\ncompany by the board, and his compensation was fixed at $ 500\nsecurity for the faithful discharge of his duties, the treasurer was\nbond and security in the penalty of $10,000.\nThe president and board, after some delay, engaged the servi\nRoss as their engineer to survey and locate the road, and do al\npertaining to his profession, preparatory to putting it under co\nattending to its construction.\nThe engineer is now engaged in surveying the road, and w\nline will be ready for contract by the 1st of December next ; s\nboard cannot present a map of the road, or indicate the points of\nor termination.\nDigitized by Google\nDoc. No. 17.\n685\nin contemplation to call on the Board of public works, at their next meet-\nNovember, for the quota of two dollars per share, due upon each share\nibed for by the state, The entire capital stock is $ 75,000; private indi-\nals have subscribed for $ 26,250, leaving a balance yet to be taken, on private\nount, of $ 3,750 to complete our capital stock, the state taking $ 45,000.\nBy order of the board of president and directors.\nC. H. BARKSDALE, Clerk.\nOctober 1st, 1853.\nDigitized by Google\n686\nDoc. No. 17.\nStatement of Cash Account with Farmville and Buckingham Plankroat w\npany, October 1, 1853.\nAmount received on 525 shares, at $2 per share,\n-\n-\n- 1000\nCash paid Cowan & Brown, for printing, &c.\n-\n-\n2320\nCash paid J. H. Ranson, for books,\n-\n-\n-\n10 50\nCash advanced R. G. Ross, to purchase fixtures, stationery, &e.,\npreparatory to survey,\n-\n-\n-\n200 00\n2017\nBalance on hand-cash paid in bank,\n-\nSHIP\nThe above is a statement of cash account with the Farmville and Buckingham photosi\ncompany this 1st day of October 1853.\nC. H. BARKSDALE, Treas't\nWe, the committee, appointed to examine the books and accounts of the treasurer,bq beg\nleave to present the above statement, which we believe to be correct.\nP. H. JACKSON,\nJAMES B. ELY,\nCommitte.\nCopied from the minutes.\nC. H. BARKSDALE, Clerk\nOctober 1, 1853.\nDigitized by Google\nDoc. No. 17.\n687\nFRANKLIN AND MONTEREY ROAD.\nPENDLETON COUNTY,\nOct. 24, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nYou will please receive the following as the first annual report\nof the condition and progress of the Franklin and Monterey road.\nAs soon as practicable after receiving the appointments of engineer and super-\nintendent of said road, I proceeded to have the preliminaries of the act making\nthe appropriation for said road complied with: this necessarily caused a good\ndeal of delay. Immediately thereafter I advertised for proposals to construct\nthe road in sections of 6 miles, and after receiving the bids, forwarded them to\nthe Board of public works, as per order of said board. The board thereupon\ndirected me to contract with Mr. E. A. Shands for the construction of the whole\nroad, for the sum of $14,000, that being the amount of the appropriation, after\ndeducting therefrom the salary of the superintendent and all other necessary\nincidental expenses.\nIn obedience to said instructions, on the 23d day of August last, I entered\ninto bond and agreement with Mr. Shands for the construction of the whole road,\naccording to the notes and specifications upon which the bids were founded, to\nbe completed by the 23d of August 1854. Mr. Shands has commenced the work at\nFranklin, but from some cause has not progressed very rapidly until recently: he\nhas changed his plan of operations, and appearances now indicate a more favorable\nstate of things for the future. From present indications, I think, if the weather\ndoes not prove too inclement, that by the time winter is fairly set in, the first sec-\ntion of 6 miles can be completed. But if to-day is to be taken as the precursor\nof the weather for the remainder of the fall and coming winter, we may bid fare-\nwell to any further progress upon the public works in this region of country, as\nthere is now a snow 12 inches deep lying on the ground. I believe I have\nnothing more that would be of interest to the board or the state to report at this\ntime.\nRespectfully submitted.\nBENJAMIN HINER,\nEng. & Sup't.\nDigitized\nby\nGoogle\n688\nDoc. No. 17.\nFREDERICKSBURG AND VALLEY PLANKROAD CO.\nOFFICE FREDERICKSB'G AND VALLEY P, R. Co.\nOctober 31st, 1853.\nTo the Board of Public Works.\nThe undersigned, on behalf of the board of directors of the\nFredericksburg and Valley plankroad company, respectfully communicate to your\nhonorable board the following annual statement of the condition and resources of\nthe said company. The road has, during this month, been planked to Liberty\nmills in Orange county, a distance of 45 miles from Fredericksburg.\nA greater length of time has been consumed in constructing the road to this\nterminus than was originally expected. This delay has been rendered necessary\nby several causes, and it is believed that the true interests of the stockholders has\nbeen consulted in the policy which has been pursued by the board, viz : that of\nconstructing the road with a view to economy and durability, as well as to rapi-\ndity in construction. While the board have been guided by this policy at all\ntimes, increased difficulties, unavoidable in their nature, have somewhat impeded\nthe work during the last year. Seven and six-tenths miles of the road lying this\nside of Orange court-house, although located upon the most favorable route, tra-\nversed a country more broken and rugged, and presented greater natural obstacles\nto road making than any similar distance upon the line leading eastwardly.\nWhile the country lying west of Orange court-house, and sloping from the moun-\ntains, was yet more rugged, was intersected with more numerous and rapid\nstreams, and presented in every respect increased difficulties to the work-while\nthe grading along this part of the line has, therefore, been heavier, another serious\ndifficulty was encountered. No timber could be obtained by the contractors upos\nthe line west of Orange court-house at reasonable rates: they were, therefore,\nobliged to purchase, saw and haul the plank from the country east of the court-\nhouse, and the distance thus hauled was an average of ten miles. In considera-\ntion of these difficulties, the undersigned feels that the utmost progress has been\nmade which could be reasonably expected. The report of the treasurer of the\ncompany will be found accompanying this, in which will be seen a statement of\nthe receipts and expenditures for the year ending the 30th day of September 1853,\nas well as a general statement setting forth the receipts and expenditures of the\ncompany from its organization down to said period, which are respectively classi-\nfied under proper heads. A list of the stockholders will be also found herewith\nannexed.\nThe undersigned has not been able to withdraw the services of the engineer\nfrom his duties upon the line for a sufficient time during the past year, in order to\nhave a proper map of the work prepared for the use of your board, but this requi-\nsition of your board will be attended to at the earliest practicable period. It is\nagreeable to state' that there is cause for the stockholders of this company to\nbelieve that their anticipations, as to the value of the improvement, will be fully\nrealized. Whatever doubt may have been felt by the farming community as to\nthe adaptation of the road to their wants, has been wholly removed, and a most\nDigitized by\nGoogle\nDoc. No. 17.\n689,\nenthusiastic feeling pervades that community, both along the line and in the\ncounties of Madison and Greene. The \" Macadam road\" from New Market to\nGordonsville has been completed. The plankroad intersecting this improvement\nat Liberty mills will offer the best and cheapest outlet to market for the produce\ncoming eastwardly over this turnpike. The \" Macadam road\" from Harrisonburg\nto Stanardsville is nearly completed. The company which is constructing this\nroad have obtained an increase of their capital stock in order to extend their road\nfrom Stanardsville, either to Liberty mills or Gordonsville.\nNo choice between these proposed termini has been made by said company,\nbut a very favorable disposition is felt by some of the stockholders to a connec-\ntion with the plankroad at Liberty mills. In view of these valuable tributaries to\nthe plankroad, the most sanguine expectations may be justly felt as to the value\nand stability of this improvement.\nThe stockholders of this company, at their meeting in June last, accepted the\nprovisions of the act of assembly increasing the capital stock of the company, by\nthe increment of $ 74,000, in order to the construction of a branch of this road to\nCulpeper court-house. By a resolution of the said meeting, surveys have been\nprogressing, and will shortly be completed, of two routes for the said branch. A\nselection of the preferable route will be made at a meeting of the stockholders,\nwhich will be called 80 soon as said surveys are completed.\nAll which is respectfully reported.\nROBT. B. MARYE, Pres't.\n87\nDigitized by Google\n690\nDoc. No. 17.\nA.\nReturn of the state of the Fredericksburg and Valley Plankroad Company\nthe year ending 30th September 1853.\nCapital stock, $150,000:\nSubscribed by individuals 1,164 shares, at $50 each,\n589X\nSubscribed by the commonwealth 1,746 shares, at $50 each,\n.\n-\nStock not yet subscribed for, 90 shares.\nTolls, &c. received from commencement to date,\n-\n-\n,\n5499\nInterest on delinquent stock to date,\n-\n.\n-\n-\nAmount of individual subscription unpaid,\n-\n-\n3924 05\nAmount of commonwealth's subscription unpaid,\n-\n-\n5886 08\nExpended in construction from commencement, 1850, to date, viz :\nPaid to contractors,\n-\n-\n-\n-\n106425 06\nSalaries of officers, including engineer corps,\n-\n10452 30\nExpense of directors,\n-\n-\n-\n686 41\nSwift run gap turnpike, and one toll-house, &c.\n-\n7057 12\nExpended in land damages,\n-\n-\n-\n9531 79\nRepairs, &c. to road, -\n-\n-\n-\n1623 60\nSalary of toll-gatherers,\n-\n-\n-\n505 66\nMiscellaneous,\n-\n-\n-\n-\n4136 16\nCash on hand 30th September, as per statement B,\n-\n780 05\n151008 28 15100\nDigitized by Google\nDoc. No. 1V.\n691\nB.\nStatement of Receipts and Expenditures of the Fredericksburg and Valley Plank-\nroad Company within the year ending 30th September 1853.\nBalance of money on hand, per report 30th September 1852,\n-\n896 83\nAdd receipts during the year, viz :\nFor capital stock received from individuals,\n-\n-\n17176 00\nFor amount received from Board of public works,\n-\n-\n26255 25\nTolls,\n-\n-\n-\n4637 48\nInterest on delinquent stock,\n.\n6 80\nPortion of office furniture,\n-\n7 00\nTotal,\n$ 48979 36\nDeduct disbursements during the year, viz :\nPaid for construction,\n-\n-\n-\n-\n33783 48\nLand damages,\n-\n-\n-\n-\n7687 80\nEngineering,\n-\n-\n-\n-\n3313 79\nPresident's salary,\n-\n-\n-\n625 00\nSecretary and treasurer,\n-\n-\n-\n250 00\nAttorney,\n-\n-\n-\n-\n100 00\nToll-gatherers,\n-\n-\n-\n-\n415 66\nExpense of directors,\n-\n-\n-\n60 27\nRepairs to road, &c.\n-\n-\n-\n1490 72\nMiscellaneous,\n-\n-\n-\n-\n472 59\nCash in the hands of treasurer 30th September 1853,\n-\n780 05\nTotal,\n$ 48979 36\n48979 36\nBy order of the president and directors.\nJAMES McGUIRE, Sec'y.\nOctober 31st, 1853.\nDigitized by Google\n692\nDoc. No. 17.\nList of Officers.\nR. B. Marye, president,\n.\n-\n500 00 permiss -\nA. K. Phillips,\ndirector,\nMajor Sanford Chancellor,\n\"\nDr. B. F. Taliaferro,\n..\nHenry Massie,\n\"\nG. W. Eve,\n\"\nJames McGuire, secretary and treasurer,\n-\n250 00\n*\nEngineer corps:\nT.J. Shaw, principal,\n-\n-\n-\n1300 00\n1\n-\nW. J. Whorton, assistant,\n*\n.\n.\n-\n60 00 per month\nRichards, rodman,\n1\n.\n*\n-\n25 00\n#\nWhorton, chainman,\n.\n.\n1\n-\n30 00\n\"\nPorter,\n\"\n-\n-\n-\n25 00\n3\n-\nTurner, assistant surveyor, (temporary,)\n-\n20 00\nof\n-\nAxemen, three colored,\n.\n-\n.\n13 00\n\"\n.\nCollectors of toll:\nWilliam Bayne,\n-\n-\n-\n-\n-\n200 00 per ander\nW. A. Grady,\n-\n-\n-\n200 00\nad\n-\n0\nMcCormick,\n-\n-\n.\n-\n100 00\n1\nW. Sutch, superintendent of repairs,\n-\n-\n-\n200 00\ndi\nDigitized by Google\nDoc. No. 17.\n693\nSLAVEN'S CABIN AND SUMMERSVILLE ROAD.\nWESTON, VIRGINIA, Nov. 16, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nUpon receiving notice of my appointment to the office of\nengineer to superintend the location and construction of the Slaven's Cabin and\nSummersville road, I immediately organized a corps and entered upon the labor\nassigned me, but was not able to finish the location before the 10th instant, when\nit was completed, after the performance of 134 days' actual field labor.\nI regret that I cannot now make such report, accompanied with a map, &c., as\nthe law requires.\nTo do this will require longer time than from this to the next meeting of the\nlegislature. As soon as it can be prepared it shall be transmitted. All I am now\nable to do is to give a general account of my operations.\nI commenced the survey of the road at Slaven's Cabin, on the Staunton and\nParkersburg road, about 18 miles from its intersection with the Huttonsville and\nHuntersville road, and about one mile west of the Greenbrier river.\nFrom this point I ascended the Greenbrier mountain at a grade of 4 to 5 de-\ngrees, and reached its summit at 3 miles, in a southwest direction from the\nstarting point. Thence I descended one mile, at a grade of 4 degrees in general\nto a branch of Cheat river. Between this branch and main Cheat river, a moun-\ntain over 800 feet in height interposes. As I could not go around, I crossed it at\na grade of 5 degrees, and reached Cheat river at the distance of 8 miles. I then\nascended Beaver run to a gap on the summit of Cheat mountain, 150 feet eleva-\ntion above the river-much the lowest gap in the mountain. I then commenced\nthe descent down Windy run, a branch of Tygart's valley river, and ran a grade\nthree miles, at an average of two degrees-the next 3 miles at 5 degrees; which\ntook me into the valley of Windy run, down which I proceeded, crossing the\nHuttonsville and Huntersville road 14 miles from its intersection with the Staun-\nton and Parkersburg road. Thence I crossed Tygart's valley river and ascended\nRallston's run, through the lower end of the Mingo flats to the Point mountain,\nwhich I ascended at a grade of from 4 to 5 degrees, and reached its summit at\nthe distance of 23 miles. Thence along and near the summit 15 miles, where I\ncommenced the decent at from 3 to 5 degrees to Elk river, which I reached at 40\nmiles from Slaven's Cabin. Thence down Elk on the north side 51 miles, and\nwithin 60 chains of Fork Lick. Finding it impracticable to cross Elk at the Fork\nLick, and to ascend Elk mountain from that point, I crossed 60 chains above at a\ngood site for a bridge, and immediately commenced the ascent of Elk mountain,\nwhich is about 1200 feet high. I reached the summit at 50 miles from Slaven's\nCabin.\nFrom this summit I passed to the Gauley side, and proceeded down through\nthe valley of Gauley river, crossing Coon, Strand's, Beaver and Mumble-the-peg\nDigitized by Google\n094\nDoc. No. 17.\ncreeks, besides many runs, to the Weston and Gauley bridge road, which I inter-\nsected at the distance of 814 miles, and within 11 miles of Summersville-making\nthe whole location 811 miles, and the distance from Slaven's Cabin to Summers-\nville 83 miles.\nThe first ten miles of this location passes over an elevated section, comprising\nCheat river and its mountains-unsettled. The next ten miles passes over the\nbasin of the Tygarts valley river through a good settlement. The next 20 miles\npasses along the Point mountain-unsettled. The next 10 miles passes over Elk\nriver to Gauley waters. Up to this point the location is through a mountainous\nregion, but with very trifling obstructions, and generally on very good ground for\na dry and permanent road. It crosses Cheat river 10 to 12 miles above the\nStaunton and Parkersburg road. The river is here a beautiful, placid stream, 100\nfeet wide, with a beautiful, gravelly bed. Yet it would be probably necessary to\nbridge it. The Tygart's valley is only 80 feet wide at the crossing, and here, too,\nis a good ford. Elk is 120 feet wide; a bridge indispensable; materials abundant\nand quite convenient. This section of the road, including bridges across said\nthree rivers. I estimate to be worth, upon an average, 700 per mile, or $ 35,000.\nThe fact that 30 miles of this section pass through an unsettled wilderness, will\nconsiderably enhance the cost of construction over what it would otherwise be.\nThe remaining portion of the road, passing through a settled country with no\nobstructions, and with few bridges necessary, (and they but small,) and the grade\nbeing a low one, ought to be made for $ 500 per mile, at the highest, including\nbridges-making the whole cost of construction about $ 50,000, being double the\namount appropriated. No damages, as far as I could learn, will be asked by any\nland owner.\nHaving acquired an extensive knowledge of the geography of this section and\nof the nature of the soil, which is not surpassed for grazing purposes by any is\nthe state, I should deem it wise policy on the part of the legislature to appro-\npriate at once a sufficient sum to complete the construction. It would open up for\nsettlement a territory sufficiently large for the formation of two new and impor-\ntant counties, and would shortly add greatly to the wealth and resources of the\nstate. At present, it is scarcely known, and is inaccessible to emigrauts.\nI am informed that application will be made to the next legislature to apply the\nfund appropriated for the construction of this road to the construction of the\nMill point and Nicholas turnpike road, or some other road from Pocahontas to\nSummersville.\nIf my view of the case be correct, this cannot be done without defeating what\nwas the obvious intention of the legislature, to wit: to make accessible to immi-\ngration a large portion of valuable territory, and to open a way to market to\nextensive settlements already made. For by far the most valuable and perhaps\nequally extensive section is that lying on Elk, Holly and Buchanan rivers; and\nthis location passes through and near this section. The Mill point and Nicholas\nroad would doubtless be a valuable connection, or arm, but should never be sub-\nstituted as the main trunk.\nI have placed no part of the road under contract, deeming it most advisable to\nfinish the entire location; and as there is not a sufficient appropriation to con-\nstruct the whole road, to ask instructions from the board as to what portion should\nDigitized by Google\nDoc. No. 17:\nbe put under contract in case a further appropriation should not be made. From\nTygart's valley to Elk there is no road. From Elk to Summersville a good county\nroad has been made, 50 that it seems to me it would be best first to make the\nroad from the Huttonsville and Huttersville road to Elk, or as far in that direction\nas the funds appropriated will make it. 1 ask to be instructed on this point.\nThe following statement will show the amount expended in the location.\nA more detailed statement, with vouchers, will be forwarded, if required.\nJAS. BENNETT.\nI\nDigitized by Google\n694\nDac. №. n.\ncreeks, besides many r\nsected at the distance ,\nthe whole location 81\nville 83 miles.\nThe, first ten miles\nCheat river and its 1\nbasin of the Tygart\npasses along the Po\nriver to Gauley wa\nregion, but with V6\na dry and permar\nStaunton and Par\nfeet wide, with a\nbridge it. The'\nStatement of Expenses of Location of Slaven's Cabia and Summit\nis a good ford.\nand quite conv\nthree rivers. I f\nTo amount drawn on account of expenses,\nThe fact that :\n-\n.\nper diem drawn for assistant,\n.\n.\nconsiderably €\nThe remai\nBy amount of wages of hands,\n.\n.\n3 0\nobstructions,\n.\nassistant,\n-\n.\n#: &\nbeing a low\n.\nexpenses of boarding, &c.\n.\n19. 5\n.\nbridges-m\namount ap\nLeaving in my hands unexpended,\n-\nland own(\n.\nHaving\nof the n\nIs 1st addition to the above, I have drawn, of my salary, five months' pay, from\nApril to 1st November, inclusive, amounting to\nthe stat\npriate i\nI have the honor to be,\nsettlen\ntant c\nVery respectfully,\nstate\nJAS. BENNETT\nI\nEng. and\nfun\nMi\nS,\nDigitized by Google\nDoc. No. 17.\n697\nSTAUNTON AND PARKERSBURG ROAD.\nSUPERINTENDENT'S REPORT.\nWESTON, Va., Oct. 20, 1853.\nThe Board of Public Works.\nGENTLEMEN,\nIn compliance with the law, I herewith respectfully submit my\nannual report upon the condition, &c. of the Staunton and Parkersburg road,\nwhich was intrusted to my superintendency on the second day of June last.\nThis report, I am aware, must be brief and less satisfactory than I could de-\nsire; but I doubt not due allowance will be made when it is remembered how\ndifficult it is to learn everything relating to so long and important a road in a few\nmonths, and especially when the greater portion of the current year had passed\nbefore my connection therewith.\nCondition.\nThough my immediate predecessor had doubtless done all that he could, under\nthe circumstances, to repair the great and numerous injuries the road had sus-\ntained from the unequaled high waters of the spring of 1852, yet, when I on-\ntered upon my duties in June, I found the greater portion of the road in very\nbad condition. This was especially the case upon the western end of the road,\nwhere heavy slips had filled the road, bridges had been carried off, and, in many\nplaces, the bed of the road had been either washed away or made very narrow.\nI found the whole road, however, under contract to be repaired-portions of it\nby the mile and other parts by the day-at a cost of about fifteen dollars per\nmile, as shown by what has been done. These repairs did not include the entire\nremoval of those large slips, nor the restoration of the bed of the road to its\noriginal width, but merely to so improve it as to make the entire road passable\nby wagons, carriages, &c., and put it in tolerable order to accommodate the\ntravel. The whole road is now in this condition, and that part of it between\nStaunton and the Warm Spring turnpike-a distance of twenty miles, over which\nseveral daily lines of stages run during the summer-has been put in thorough\nrepair.\nThe Northwestern Virginia railroad, which is now being constructed, is fre-\nquently (and doubtless unavoidably) brought in contact with this road for eleven\nmiles east of Parkersburg, and application has been made by the officers of that\ncompany for permission to change the location of our road at several points. I\nherewith enclose drawings Nos. 1 and 2, which, together with the accompanying\n88\nDigitized by\nGoogle\n698\nDoc. No. 17.\nletter of Mr. Small, engineer upon that division of the road, will exhibit\npoints and character of the proposed changes. I await your instructions i\nference thereto ; and, as action may have to be speedily taken, I respect\nrequest that I may be furnished with those instructions, and the enclosed d\nings be returned, at your earliest convenience.\nBridges.\nContracts have been made by my predecessor, with Jacob Drake, for reb\ning the two bridges across the North and South forks of Hughes' river.\ncontractor having failed to commence the work upon either, in accordance\nyour instructions in August last, I annulled the contract for building the be\nover the South fork, and relet the work to Elmore Hart, Esq. This cont\nhas been confirmed, and the work is progressing, with the promise that the be\nshall be ready to be used by the first of January next. The old abutments has\nbeen injured when the bridge was washed away, I found it necessary to bar\nportion of each taken down and rebuilt; and, to guard against high water\nfuture, I deemed it necessary to raise the abutments above high water m\nTo do this, they had to be built some six feet higher than they were before;\nthough attended with additional expense, I thought it better than to again\nthe safety of the entire bridge. This masonry is now being done, and will\nfinished in time for the superstructure. I annulled the contract for building\nbridge across the North fork of Hughes' river, and received new proposals. whi\nI sent to your board, but from which I have not yet heard.\nThe bridge across Walker's creek is in a dilapidated condition, and will has\nto be rebuilt next season. The bridge over Jackson's mill-race, near Buckbt\nnon, being against the saw mill, renders it very unsafe to cross with a her\nespecially when the mill is running, and for this and other reasons should\nmoved.\nA contract has been made with Mr. Samuel Chennowith for the construct\nof a bridge across the Valley river, above Beverley, to be completed during\nnext season. The western abutment of the bridge at Huttonsville has giv\nway, and will have to be rebuilt but, owing to the lateness of the season. I\nhaving some temporary repairs made to both the abutments and the superstri\nture, (the latter having saged considerably,) which will secure it until next sear\nThe small bridge across the Calf Pasture river, which broke down last spril\nI have contracted to have rebuilt this fall.\nVarious other bridges require new floors, side rails, &c., and arrangeme\nhave been made to have it done 80 soon as the water rises sufficient to get\ntimber and plank sawed.\nMacadamizing.\nNot a great deal of macadamizing has been done. The contracts entered in\nby my predecessor have all been completed, except that of R. L. Brown, while\nwill be completed in about two weeks.\nDigitized by Google\nDoc. No. 17.\n699\nintract has been made with Moses J. Phillips for macadamizing seventeen\nat various points, where it was thought most needed, along the first fifty\nwest of Staunton, making about four miles in the aggregate. Sixty-five\nof graveling near Beverley have been let to Joseph Hart, and twenty-two\nof macadamizing in the narrows of Stone Coal creek to Jacob L. Jackson.\nMy attention has been 80 much occupied along the entire line of the road, the\nriges, &c., I thought it best not to do much at macadamizing until I could give\nmy particular and personal attention, after having put the road in a condition\naccommodate the travel.\nTolls, &c.\nWhen I entered on my duties I found J. R. Black, keeper of toll gate No. 1,\n(situated 10 miles west of Staunton,) desirous to quit, and in July I appointed\nMr. Nelson Ptomy in his stead. Mr. Black has failed to render an account of\ntolls collected at his gate from the 1st to the 16th of July-the time at which Mr.\nPtomy took charge.\nMr. Arbregast refuses to purchase the house and lot at toll gate No. 5, at his\nbid. It has not, therefore, been sold. I await your instructions in reference\nthereto. The gate will be moved four miles eastward to Huttonsville, at the\njunction of the Huttonsville and Huntersville turnpike, so soon as a gate keeper\ncan be procured.\nI can give no account of tolls previous to the last two quarters, and cannot,\ntherefore, say what the receipts for the last year have been. For the quarter\nending 30th June, the net proceeds from this source, after paying the gate\nkeepers' commissions, was 891 54. Not having received Mr. Black's report,\nefore referred to, I cannot say exactly what has been received for the quarter\nnding 30th September; but, without Mr. Black's report, there has been re-\neived, after paying the gate keepers' commissions, 1,231 95. This exhibits a\nonsiderable increase upon the receipts of the corresponding quarter of last year,\nhich, I doubt not, will be still further increased when the road shall have been\nat in good repair.\nFor a more detailed account of receipts and disbursements, I refer you to the\ncompanying accounts and vouchers.\nThere are old debts outstanding against the road, but having no means appli-\nble to their payment, I have not enquired into their character, and am unpre-\nred, therefore, to express an opinion upon their merits. The tolls of the road,\nleast whilst in its present condition, will prove insufficient to meet the current\nbenses and put the road in proper repair ; and yet this is demanded, not only\nthe ease and safety of the traveler, but it is necessary for the preservation of\nbed of the road itself. I would respectfully, therefore, suggest that a sum,\n5,000, from the amount appropriated to macadamize the road, be applied\nhe purpose of putting it in thorough repair. If the board believe that they\ne not the power thus to apply the fund, then I advise that application be\nDigitized by\nGoogle\n698\nDoc. No. 17.\nletter of Mr. Small, engineer upon that division of the roa\npoints and character of the proposed changes. I await you\nference thereto ; and, as action may have to be speedily\nrequest that I may be furnished with those instructions, a\nings be returned, at your earliest convenience.\nBridges.\nContracts have been made by my predecessor, with\ning the two bridges across the North and South fo\n2\ncontractor having failed to commence the work upo\nit to no\nyour instructions in August last, I annulled the Cr\nover the South fork, and relet the work to Elmo\nhas been confirmed, and the work is progressing,\nshall be ready to be used by the first of January n\nbeen injured when the bridge was washed awa\nANSON, Sup't.\nportion of each taken down and rebuilt and.\nfuture, I deemed it necessary to raise the a'\nTo do this, they had to be built some six feet\nthough attended with additional expense, I\nthe safety of the entire bridge. This mas\nfinished in time for the superstructure. I\nbridge across the North fork of Hughes' ri\nI sent to your board, but from which I h:\nThe bridge across Walker's creek is\nto be rebuilt next season. The bridge\nnon, being against the saw mill, ren\nespecially when the mill is running\nmoved.\nA contract has been made with\nof a bridge across the Valley rive\nnext season. The western abut\nway, and will have to be rebuilt\nhaving some temporary repairs\nture, (the latter having saged C'\nThe small bridge across the\nI have contracted to have rel\nVarious other bridges re\nhave been made to have\ntimber and plank sawed.\nNot a great deal of 1.\nby my predecessor hav\nwill be completed in a\nDigitized by Google\nDoc. No. 17.\n701\nMPANY.\nCOURT-HOUSE, Nov. 16, 1853.\nElk river bridge company is now receiv-\nthe structure has 80 recently been com-\nfind it impracticable to make up such an\nof the work, as would be satisfactory to them-\norks. All the bills for the work had not come\nin fact have they all yet come in. Any report\ntime would therefore necessarily be imperfect, and\n11\nthat would be serviceable to your body, to the\nmaking the reports required by law shall return, the\noperation more than a year, and the company will then\nthe such a report as will furnish the desired information.\nthe officers of the company, all of whom, except the trea-\nby the stockholders.\nVery respectfully, &c.\nJAMES M. LAIDLEY, Pres't.\nList of Officers.\n$\nM. Laidley, president; S. Patrick, Isaac Read, J. L. Carr, Wm. A. Brigham\nM. Lovell, directors; J. C. McFarland, treasurer.\nI\nDigitized by Google\n700\nDoc. No. 17.\nmade to the legislature for authority to do so. If the road were once put in good\nrepair, the tolls therefrom would be sufficient to keep it so, and meet all other\nproper expenses.\nThis course should be adopted, as well from considerations of sound policy as\nfrom the importance of the road. Extending from the Valley across the Allo\nghany mountains to the Ohio, it is one of the principal thoroughfares between\nthose fertile regions, and the only link uniting the Central and Northwesters\nrailroads, which are equal to any other in the state. When these works shill\nhave been completed-and they are in rapid progress of construction-the Stam-\nton and Parkersburg road will furnish a ready outlet to a country 235 mile #\nlength to each or either of the roads, and in importance will be inferior ⑉\nwork of the kind in the state.\nRespectfully submitted.\nH. G. JOHNSON, Sup/L\nDigitized by Google\nDoc. No. 17.\n701\nELK RIVER BRIDGE COMPANY.\nKANAWHA COURT-HOUSE, Nov. 16, 1853.\nBoard of Public Works.\nGENTLEMEN,\nAlthough the Elk river bridge company is now receiv-\ning tolls from the use of their bridge, the structure has so recently been com-\npleted, that the board of directors find it impracticable to make up such an\naccount of the debts and credits of the work, as would be satisfactory to them-\nselves or to the Board of public works. All the bills for the work had not come\nin on the 1st of October last, nor in fact have they all yet come in. Any report\nthat they could make at this time would therefore necessarily be imperfect, and\ncould furnish no information that would be serviceable to your body, to the\nauditor, or to the legislature.\nBefore the period for making the reports required by law shall return, the\nbridge will have been in operation more than a year, and the company will then\nbe in a condition to make such a report as will furnish the desired information.\nI subjoin a list of the officers of the company, all of whom, except the trea-\nsurer, were elected by the stockholders.\nVery respectfully, &c.\nJAMES M. LAIDLEY, Pres't.\nList of Officers.\nJames M. Laidley, president; S. Patrick, Isaac Read, J. L. Carr, Wm. A. Brigham\nR. C. M. Lovell, directors; J. C. McFarland, treasurer.\nI\nDigitized by Google\nE,\n702\nDoc. No. 17.\nFAIRMONT AND PALATINE BRIDGE COMPANY.\nIt will be seen that the cost of the bridge is greater than was anticipated at à\ndate of the last annual report. The company has been very much embarrase\non account of a want of a sufficiency of means to enable it to construct its work\nThe amount of capital being entirely inadequate for the purpose, it would all\nhave been enabled to complete the structure had not the officers borrowd\nmoney and advanced their own private means for the purpose of paying to\nlaborers as the work progressed. No officer has yet received one cent of ONE-\npensation for his services. The company has on hand, to dispose of, property to\nthe amount probably of $150 or $ 200. Estimating the tolls in future by the\npast year's receipts, they will amount yearly to about 6 per cent. on the eatin\ncost of the structure, and will pay the debts in about 4d years. When the debta\nare liquidated the bridge will pay 10 per cent. on the capital stock, $ 20,000. not\nwill probably be the best stock in Virginia in which the state is interested.\nBy order of the president and directors.\nA. S. HAYDEN,\nSecretary.\nDigitized by Google\n1 17.\na n\nof Officers.\n8 kett, 5 directors; Thomas\nNeeson, Joel Nuzum, G.\n11, toll month. gatherer., stockholder are no oth\ner directors and report.\na a stated of in the foregoing\na Y N s 1 8 I 1 With 1 Y\nEngineer's se.\nSecretary's The\n1 1 in and\ns di 1 of Cont n 1\nInteres: -\nCash w\n89\nDigitized by Google\n704\nDoc. No. 17.\n0\nB.\nStatement of Receipts and Expenditures during the year ending Sept. 30, 1853.\nReceipts :\nFor capital stock-of individuals,\n-\n-\n-\n-\n244 10\nBoard of public works,\n-\n-\n-\n250 00\nDonation by individuals,\n-\n-\n-\n-\n-\n120 00\nTolls,\n-\n-\n-\n-\n-\n-\n1995 53\nSale of property.\n-\n-\n-\n-\n-\n-\n254 39\nAmount borrowed by individuals of banks for use of company,\n-\n-\n2384 00\nMoney borrowed from individuals, labor, materials furnished, &c.\n-\n2126 75\nOfficers' allowances, unpaid,\n-\n-\n-\n-\n-\n2070 00\n9444 77\n-\nDisbursements:\nFor completing the construction of bridge,\n-\n-\n4952 78\nDebts paid.\n-\n-\n-\n-\n-\n1741 85\nInterest paid.\n-\n-\n-\n-\n-\n211 65\nToll receivers' compensation,\n-\n-\n-\n-\n291 36\nFor toll-house,\n-\n-\n-\n-\n-\n95 98\nOfficers' salaries:\nPresident. for services as superintendent of the construction of the\nbridge from commencement, 1851, allowed by stockholders in\ngeneral meeting,\n-\n-\n-\n-\n1000 00\nEngineer's allowance,\n.\n-\n-\n-\n500 00\nTreasurer, commission, exchange and interest on money advanced\nby him,\n#\n.\n-\n-\n-\n500 00\nSecretary, for two years' services,\n-\n-\n-\n70 00\nTotal disbursements,\n-\n-\n#\n-\n9363 62\nBalance money on hand,\n.\n.\n.\n-\n-\n$ 81 15\nDigitized by Google\nDoc. No. 17.\n705\nList of Officers.\nJames O. Watson, president; James Neeson, Joel Nuzum, Francis H. Peirpoint,\nMarcus W. Haymond, Pinkney B. Arnett, directors; Thomas G. Watson, treasurer; A.\nS. Hayden, secretary; Robert B. Upton, toll gatherer.\nThe toll gatherer's salary is $20 per month. There are no other salaried officers be-\n\"longing to the company. The board of directors and stockholders, in general meeting,\nmade the allowances to the officers as stated in the foregoing report.\nI\n89\nDigitized by Google\n786\nDéc. No. 17.\nINDIAN POLL DRAWBRIDGE COMPANY.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president and directors of the Indian Poll drawbridge\ncompany respectfully submit their annual report of the condition and affairs of\nthe company for the year preceding the first day of October 1853.\nThe work of the company is in good traveling condition, and the efforts of the\nboard have been directed to render it of the utmost possible service to the public,\nby constant improvements, not only in the work proper, but in roads designed to\ngive ready access to travel.\nThe receipts during the year have been as follows :\nFrom quarterly payments,\n-\n-\n-\n-\n172 25\nFrom toll keeper,\n-\n-\n-\n-\n828 86\nTotal,\n-\n-\n-\n$1001 11\nAnd the expenditures as follows :\nRepairs and improvements,\n-\n-\n-\n523 55\nOn new road,\n-\n-\n-\n-\n691 50\nOn dividends,\n-\n-\n-\n-\n304 50\nAdvertising,\n-\n-\n-\n-\n-\n2 00\nSafaries,\n-\n-\n-\n-\n-\n250 00\nSundries,\n-\n-\n-\n-\n-\n30 71\nTotal,\n-\n-\n-\n$1802 26\nIt thus appears that the expenditures (including the above stated sum of\n$ 304 50 paid on account of dividends before reported to your board, which have\namounted to about 7 per cent. per annum since the organization of the company,)\nhave exceeded the receipts by the sum of $ 801 15; but our report of the pre-\nceding year showed that the company had a surplus in hand on the 1st of Octo-\nber 1852, of $ 802 96. This surplus covers the above excess, and leaves a\nbalance in the hands of the treasurer, on the 1st day of October 1853, of $1 81.\nAll which is respectfully submitted.\nBy order of the board.\nP. S. HANCOCK, Pres't.\nNorfolk, October 1853.\nDigitized by\nGoogle\nDdc. No. 17.\n707\nMORGANTOWN BRIDGE COMPANY.\nBoard of Public Works.\nThe president and directors of the Morgantown bridge company have to re-\nport, that on the 2d day of May 1853, the contract for building the abutments\nand towers of said bridge was let by said board of directors to Morgan Kelly and\nWilliam Kennett, at the price of four dollars and seventy cents per perch for the\nabutments, and eight dollars' and seventy-five cents per perch for the towers,)\nthey being the lowest bidders therefor. That said Kelly and Kennett imme-\ndiately thereafter commenced the work, and have now completed the western\nabutment, and partly built the towers thereon; they have also, within a few\nweeks, commenced the abutment on the eastern side of the river.\nThey submit herewith a return of the financial condition of the said company,\n(marked \"A,\") accompanied by a statement of receipts and expenditures during\nthe year ending September 30, 1853, (marked \"B,\") showing a balance of cash\non hand on that day, of two thousand and sixteen dollars and sixty-three cents.\nThey also submit herewith, a list of private stockholders in said company,\nshowing the amount subscribed by each, the amounts paid and the amounts\nunpaid on the 30th of September 1853, (marked C.\")\nThey also submit herewith a complete map of said bridge, marked \"D.\")\nThey also submit herewith a list of the officers of said company, with the com-\npensation allowed to each, (marked \" E.\")\nThe president. and directors have as yet made no contracts for iron wire cable,\nstone or iron work of anchorage, or wood work of said bridge.\nRespectfully submitted.\nE. W. TOWER, Pres't.\nGEORGE S. RAY, Sec'y.\nOctober 21, 1853.\nDigitized by Google\n708\nDoc. No. 17.\nA.\nReturn of the State of the Morgantown Bridge Co\nSeptember 1853.\nCapital stock, $28,000:\nSubscribed by individuals,\n448 shares at $25 each,\ncommonwealth, 672 \"\n25 \"\nAmount of commonwealth's subscription unpaid,\n.\nindividual subscription unpaid,\n1\nExpended in the construction of the work from t\nmencement to this date, as follows:\nFor stone work of abutments,\n.\n-\nmaking survey and plan,\n-\n#\nmaterials, -\n-\n-\n*\nland for bridge site, and damages to owner,\n-\nadvertising, recording deeds, &c.\n-\n-\nCash on hand September 30, 1853, as per statement belo\nDigitized by Google\nDoc. No. 17.\n709\nB.\nStatement of Receipts and Expenditures within the year ending Sept. 30, 1853.\nReceipts during the year, viz :\n-\nFor capital stock, amount received from individuals,\n.\n.\n3190 00\nBoard public works,\n-\n&\n2880 00\nTotal receipts, -\n-\n6070 00\nDeduct disbursements during the year :\nFor stone work of abutments,\n-\n.\n.\n3503 02\nmaking survey and plan,\n-\n-\n-\n117 90\nmaterials, -\n-\n-\n.\n-\n107 50\nland for bridge site and damages to owner,\n.\n.\n304 20\nadvertising, recording deeds, &c.\n.\n-\n20 75\n4053 37\nBalance money on hand,\n-\n.\n-\n2016 63\nBy order of the board of president and directors.\nGEORGE S. RAY, Sec'y.\nDigitized by Google\n710\nDoc. No. 17.\nSPECIFICATIONS.\nThe span of the bridge will be 612 feet between the poi\nof 300 strands of No. 10 wire each; the abutments to hav\ninches each, to be 40 feet 6 inches high, to be 19 feet 8 in\non each corner, to make foundation for towers, to butter 01\nto be commenced on the rock on each side of the river, ai\nthan 2 feet thick 4 to 8 feet long, and 2 feet to 2 feet 6 inch\nleveled, jointed and bedded, and laid in full bed of hydraulic\nabove high water mark, to be filled in with stone of the sar\nwith a header every eight feet throughout the whole work\nsets of links attached to each end of each cable, and n\n10 X 12. The first set of links to contain 10 square inche\ninches, the third 8 square inches, the fourth 7 square inches,\nsixth 5 square inches. Which are to be connected by 21 in\nbridge to consist of good white pine joist 7 inches X 13, a\nthird one, which will be 27 feet long, placed 34 feet from ce\nstringer 4 X 8 inches, upon which shall be a lattice work 3 f\nporting a top or hand rail 6 x 5 inch, which shall be capped\nthe whole to be secured by I inch bolt, passing through th\nand secured by nut and washers on the lower end. The\n9 stringers 4 X 6 inches laid upon end tree, nailed to the jo\nflooring of oak 2 inches thick laid upon and spiked to the si\nfoot way on each side of the wagon track 3 feet wide:\nThe towers are to be forty feet high, 11 X square at the ba\ntop, 22 feet apart at base, battering inch to the foot on all 8\nlow water mark to the lower edge of the joist, at the eastern\nsame level in the centre of the bridge, and 45 feet at the we\nDigitized by Google\nDoe. No. 17.\n711\nList of Officers.\nEdwin W. Tower, president; Edgar C. Wilson and George M. Hagans, directors on\nbehalf of the private stockholders; John Rogers, Guy R.C. Allen and Nicholas Picken-\npaugh, directors on behalf of the state; William Wagner, treasurer. The treasurer has\nno fixed yearly salary, but by order of the board, made July 26, 1851, he is allowed one per\ncent. on all disbursements made by him in pursuance of the orders of said board; George\nS. Ray, secretary. The compensation to the secretary is one dollar per day for every day\nthe board of directors is in session.\nTeste,\nGEORGE S. RAY, Sec'y.\nDigitized by Google\n712\nDoc. No. 17.\nPOTOMAC BRIDGE COMPANY.\nREPORT.\nWe, the president and directors of the Potomac bridge company, do respect-\nfully submit to the president and directors of the Board of public works of Vir-\nginia the following report of the progress of the work committed to our charge:\nAgreeably to an estimate made out and exhibited by Charles B. Fisk, Esq.,\nthe engineer of the company, on the 29th day of March last, (1853,) we find\nthat he has estimated the masonry laid, the stone quarried and dressed, and filling\nin of the roadways leading to and from the bridge, timbers dressed and framed,\nand in part put up, and materials &c. furnished and delivered, at the sum of\n36,938 50, and after deducting twenty per cent. therefrom, leaves $ 29,550 80,\nwhich has been paid to the contractor.\nThis embraces all the work done and materials furnished to the 29th day of\nMarch last.\nThere was some work done from the above named date to the 21st April,\nupon which there has been no estimate, the same having been forfeited by the\ncontractor, by his having disappeared and left the work on the 21st of April last,\nwhich circumstance caused a suspension of the work for twelve or fifteen days,\nin consequence of his creditors having sued out attachments in the Frederick\ncounty Maryland courts, and levied upon his private property, together with all\nthe unworked lumber, &c. claimed by this company. But by an arrangement\nentered into by our board with counsel for the attaching creditors of Bowers. the\ncontractor, we were enabled to resume the work on or about the 5th May last,\nunder the supervision of Mr. Cyrus E. Black for the superstructure, and of Mr.\nWilliam McGregor for the completion of the roadways, &c., both of whom are\nfully competent to the discharge of their duty, and the work is now, and has\nbeen, since those gentlemen have had charge, progressing more rapidly than at\nany time since its commencement, and we now feel fully confident that the travel\ncan be put upon one track early in the month of September next.\nDuring the past year, as you will perceive by reference to the treasurer's state-\nment, we, in order to afford the contractor all the facilities in our power,\nadvanced, or rather refunded him one-half the retained per centage that had been\ndeducted from the estimates paid him, thereby leaving a much less sum in our\nhands at the time of his leaving the work; the remaining half, with the excep-\ntion of $ 693 85 having been applied to the payment of his subscription to the\nstock of the company. We also loaned him, on the 20th April, the day previous\nto his departure, the sum of 525 dollars.\nWe now, however, have no hesitation in saying, that we do not think that the\nwork has, or will suffer by his leaving; neither do we conceive that we will sus-\ntain any loss by him, unless the suits in regard to the lumber that has been\nattached should be decided against us, which we think there is but little chance\nfor, as it.was on the grounds of the company, estimated and paid for; which facts\nwe are able to establish by undeniable proof.\nDigitized by\nGoogle\nDoc. No. 17.\n713\nThe amount of the original capital stock being nearly all consumed, we have\nborrowed, and shall yet have to borrow upon our individual responsibility, alto-\ngether, some seven to eight thousand dollars, to finish the work, the principal\npart of which excess has been caused by raising the masonry of the abutments\nand piers to an elevation of five feet above what was at first contemplated.\nBy reference to the treasurer's statement, you will perceive that the private\nsubscription to the stock has been paid within $ 867 50, all of which can be col-\nlected, with the exception of $ 700 due by a citizen of Baltimore, who is insol-\nvent. We shall very shortly take steps to bring the matter to a close.\nOur board of president and directors is composed of the following persons, viz :\nJonas P. Schooly, president, whose salary for the past year has been fixed at\n$100 per annum; Nathan Walker, George Marlow, John Souden, Wm. H.\nSmith, directors on the part of private stockholders; Jonas P. Schooly, Wilson\nC. Sanders, Charles Williams, directors on the part of the state; each of whom\n(including the president) receives a per diem allowance of $2 whilst attending\nmeetings.\nWilliam Williams, Phillip McGaughen and Walker T. Page compose the ex-\namining committee, who also receive a per diem of $2 whilst in the discharge\nof their duty.\nSamuel C. Luckett is the secretary and treasurer, whose salary for the past\nyear was $ 250.\nBy reference to the statement of the treasurer, you will perceive that the\npresident, secretary and treasurer's salary was not paid on the 24th May, as here-\ntofore; they have however since been paid.\nAccompanying this report, you will receive a return made by the treasurer,\nexhibiting the state of the finances of the company, together with a list of the\nstockholders, and the amount due from each, which has been by us examined,\nand believed to be correct.\nAll of which is very respectfully submitted.\nSigned on our behalf by\nSAML. C. LUCKETT, Sec'y.\n90\nDigitized by\nGoogle\n714\nDoc. No. 17.\nReturn of the state of the Finances of the Potomac Bridge Company for the year\nending the 24th of May 1853.\n1852.\nMay 24-To balance on hand,\n.\n-\n-\n17663 31\nTo cash received of 2d installment from private sub-\nscribers for year ending 24th May 1853,\n-\n110 00\nTo cash received of 3rd installment,\n-\n130 00\n4th\n\"\n-\n-\n150 00\n5th\n\"\n.\n-\n150 00\n6th\n\"\n-\n-\n160 00\n7th\n\"\n-\n-\n180 00\n8th\n\"\n-\n-\n225 00\n9th\n\"\n-\n-\n260 00\n10th\n\"\nand cash,\n-\n397 50\n1762 50\nTo cash received from Board public works of Vir-\nginia since last annual report,\n-\n-\n-\n1110 00\nTo cash (interest) received on money loaned, and\nfrom delinquent subscribers for year ending 24th\nMay 1853,\n-\n-\n-\n495 98\nTo cash borrrowed of ferry fund,\n-\n-\n420 90\n1853.\nApr. 20-To cash borrowed from Charles Williams,\n-\n525 00\n1441 8S\n21977 69\nDeduct disbursements for year ending 24th May 1853 :\n1852.\nJune 8-Cash paid contractor in advance of estimate, as per\nadvance of C. B. Fisk, engineer,\n-\n2500 00\nAug. 12-Cash paid contractor, as per advance of C. B. Fisk,\nengineer,\n-\n-\n-\n4900 00\nSept. 10-Cash paid contractor his 7th estimate, as made out\nand exhibited by C. B. Fisk, engineer,\n-\n2036 80\n1853.\nJan'y 22-Cash paid contractor his 8th estimate,\n-\n4398 40\nApril 7-Cash paid contractor his 9th estimate,\n#\n2243 60\n1852.\nNov. 18-Cash paid Abram Bowers, sr., contractor, on acc't\nof retained per centage refunded him,\n-\n2000 00\nDec. 16-Cash paid\ndo.\ndo.\ndo.\n863 60\n1853.\nJan'y 22-Cash paid\ndo.\ndo.\ndo.\n549 80\nApril 7-Cash paid\ndo.\ndo.\ndo.\n280 45\n20-Cash loaned Abram Bowers, sr., contractor,\n-\n525 00\nCash paid Jonas P. Schooly's bill, traveling expenses\nto Baltimore on company's business.\n-\n13 90\nCash paid Jonas P. Schooly's expenses to Richmond,\nin part on company's business,\n-\n12 00\nCash paid John H.B. Latrobe for writing articles of\nagreement between Potomac bridge company and\nFrederick county iron company,\nDigitized - by\nGoogle\nDoc. No. 17.\n715\n1853.\nMay 4-Cash paid P. Hains' expenses to procure lumber for\nuse of bridge,\n15 00\nCash paid for publishing notice of annual meeting,\n2 00\nCash paid M. R. Graham for two ferry boats, pur-\nchased 1st January 1852,\n-\n-\n150 00\nCash paid M. R. Graham, for rent of farm for 1852,\n150 00\nCash paid\ndo.\nsix quarterly installments\non ferry right, of $75 each, to 1st April 1853,\n450 00\n18-Cash paid sheriff of Frederick county, Maryland,\nbill fees on sale of contested property,\n-\n88 29\nCash paid P. Magill, for locust timber,\n-\n7 00\nCash paid sundry workmen, as per time list exhibit-\ned by C.E. Black, foreman, to 16th May 1853,\n121 96\nMay 24-Cash paid members board directors, (including the\npresident,) also examining committee, their per\ndiem allowance whilst attending meetings,\n-\n118 00\nCash paid president's salary for year ending 24th\nMay 1853.\nCash paid secretary and treasurer's salary for year\nending 24th May 1853.\nCash paid W. C. Sanders for one horse,\n-\n30 00\nTotal disbursements for year ending 24th May 1853,\n21475 80\nBalance on hand,\n-\n-\n$ 501 80\nBy order board president and directors.\nSAMUEL C. LUCKETT, Treas'r.\nDigitized by Google\n716\nDoc. No. 17.\nSOUTH BRANCH BRIDGE COMPANY.\nReturn of the State of the South Branch Bridge Company for the year ending 30th\nSeptember 1853.\nCapital stock, $ 7000\nSubscribed by individuals,\n112 shares, at $ 25 each,\n-\n-\n2800 00\ncommonwealth, 168\n\"\n\"\n.\n-\n4200 00\nExpended in construction of the work from commencement, Dec. 21st,\n1852, to this date:\nFor advertising for proposals to build, &c.\n-\n-\n. 41 50\nexpenses of committee to examine Cheat river bridge,\n-\n15 00\nbooks, paper, &c.\n-\n-\n-\n-\n1 50\nestimates allowed contractor for work done on bridge,\n-\n1964 80\nExpended in land damages for same time,\n-\n-\n275 00\nCash on hand 30th September 1853,\n-\n-\n4702 20\n$ 7000_00\n7000 00\nBy order of the president and directors.\nH. K. HOFFMAN, Clerk.\nDigitized by Google\nDoc. No. 17.\n717\nVIRGINIA AND MARYLAND BRIDGE COMPANY.\nSHEPHERDSTOWN, Oct. 17, 1853.\nW. R. DRINKARD, Esq.\nSIR,\nAnnexed you have the return of the Virginia and Maryland bridge com-\npany at Shepherdstown, for the year, ending September 30th, 1853; also a list\nof the stockholders of said company.\nVery respectfully,\nYour ob't serv't,\nJOHN M. JEWETT, Sec'y.\nDigitized by Google\n718\nDoc. No. 17.\nReturn of the state of the Virginia and Maryland\ntown for the year ending Septem\nReceipts and expenditures:\nFor cash on hand, per last report,\nFor tolls, rents, &c. collected since last report,\n-\nExpenditures:\nBy cash paid dividends since last report,\n-\n\"\n**\nsalary of president, treasurer and secretary\n\"\n\"\nof toll-gatherer,\n-\n\"\n**\ninsurance on bridge,\n.\n\"\n\"\nstate and corporation taxes,\n\"\n\"\nfor spouting and other repairs,\n-\n..\n\"\ntwo fee bills,\n.\n-\n\"\n**\nprinter's bill,\n-\n-\n..\n\"\npostage,\n-\n-\n\"\n\"\ninterest on mortgage,\n-\n-\nBy balance of cash on hand,\n-\n.\nDividends payable 15th January 1853, and 15th July 18\nNo charge on real estate since last report.\nBy order of the board of president and directors\nShepherdstown, Oct. 1st, 1853.\nDigitized by Google\nDoc. No. 17.\n719\nWASHINGTON AND NEW ORLEANS TELEGRAPH CO.\nWASHINGTON, Nov. 14, 1853.\nBoard of Public Works.\nGENTLEMEN,\nIn compliance with the act of assembly, passed 31st March\n1848, I have the honor to report, that the amount of stock owned in the state of\nVirginia, of the Washington and New Orleans telegraph company and the pro-\nprietors of the same, for the year ending the 30th September last, remains as last\nreported.\nI transmit herewith a copy of the proceedings of the annual meeting of the\nstockholders, held in this city, on the 7th July last, with the reports of the several\nofficers of the company for the preceding year; showing the receipts and expen-\nditures, and the operations and condition of the treasury for that year. You will\nperceive that a dividend of five per cent. on the capital stock was declared, out\nof the profits of the year preceding the 30th June 1853.\nRespectfully submitted.\nB. B. FRENCH, Treas'r.\nDigitized by Google\n720\nDoc. No. 17.\nPROCEEDING\nThe fifth annual meeting of the stockholders <\nleans telegraph company was held at Brown's ho\nthe 6th and 7th days of July, 1853-Present:\nElam Alexander, president; Amos Kendall,\nington; Reubeu T. Thom, Fredericksburg; «\nMowry, Jr., Charleston; 0. A. Strecker, Rich\nProf. S. B. F. Morse, Poughkeepsie; R.R. C\ndall, Washingten; E. H. Musgrove, Columbus;\nJoseph Sturges, Columbus; Franklin Slaughte\nWashington; James Tait, Mobile; William M\ntheir own stock and as proxies for other stockhol\nThe meeting was called to order by the presi\nto ascertain the amount of stock represented. n\nFrench, George Wood and Tait that committee.\nThe meeting was then adjourned for one hou\nexamine proxies and report, and subsequently a\nThursday the 7th.\nThe stockholders met pursuant to adjournmen\nThe meeting having been called to order by\nexamine proxies made the following report:\nThe committee to whom was referred the pro\nthe Washington and New Orleans telegraph con\ntaining the number of shares represented at th\nwhom they are represented, make the following\nThat there are ten thousand four hundred and\nsented, which is a very large majority of the stoc\ning manner, to wit:\nDigitized by Google\nDoc. No. 17.\n721\nElam Alexander, his own stock and proxies for others,\n-\n1944\nJohn E. Kendall,\n\"\n\"\n\"\n\"\n\"\n\"\n\"\n-\n-\n2180\nS. F. B. Morse,\n\"\n\"\n\"\n\"\n\"\n\"\n\" -\n-\n2140\nR. R. Cuyler,\n\"\n\"\n\"\n\"\n\"\n\"\n\"\n-\n-\n836\nB. B. French,\n\"\n\"\n\"\n\"\n\"\n\"\n\"\n-\n-\n262\nEdward G. Hyde,\n\"\n\"\n\".6\n\"\n\"\n\"\n\"\n-\n.\n-\n1235\nSmith Mowry, Jr.\n\"\n\"\n\"\n\"\n\"\n\"\n\" -\n-\n921\nO. A. Strecker,\n\"\n\"\n\"\n\"\n\"\n\"\n\"\n-\n-\n60\nE. H. Musgrove,\n\"\n\"\n\"\n\"\n\"\n\"\n\"\n-\n-\n154\nJoseph Sturges,\n\"\n\"\n\"\n\"\n\"\n\"\n\"\n-\n-\n60\nWilliam Stickney,\n\"\n6.\n\"\n\"\n\"\n\"\n\"\n-\n-\n477\nReben T. Thom,\n\"\n\"\n\"\n\"\n\"\n\"\n\" -\n-\n16\nGeorge Wood,\n\"\n\"\n\"\n\"\n\"\n\"\n\"\n-\n-\n107\nShares, 10452\nB. B. FRENCH,\nJAMES TAIT,\nUnder protest, telegraphic votes, 242 shares.\nGEORGE WOOD.\nThe president then submitted his report, which was read, of which the follow-\ning is an extract:\nStockholders in W. and N. O. Telegraph Co.\nGENTLEMEN,\nIt becomes my duty to lay before you a statement of the\nbusiness of your line for the past year.\nBy reference to the statements of the secretary, you will find the receipts and\ndisbursements as follows, viz:\nBalances in hands of treasurer and operators, June 1, 1852,\n-\n17845 93\nReceipts of the line to June 5, 1853,\n-\n-\n-\n154533 91\nother lines\ndo.\n-\n-\n-\n6002 18\nproperty sold do.\n-\n-\n-\n405 68\nUnclaimed dividend account,\n-\n-\n-\n60 00\nAmount received by treasurer from magnetic company,\n-\n20 00\nMaking amount receipts and assets, to be accounted for,\n-\n$178957 70\n91\nDigitized by Google\n722\nDoc. No. 17.\nWhich have been disbursed na follows, viz :\nIn payment dividends,\n16545\nunclaimed dividends reclaimed,\nRefunded for messages missent or behind time,\n3034\nPaid other lines,\n6421\nA.M. Griffin on second wire, Mobile to New Orleans,\nin redemption bonds 8 4000, interest $531 75,\n4531\naward committee to N.N. Wilkinson $2000, premium on\nexchange, 8 12 50,\n2011\nPaid current expenses, officers, contractors, messengers, repairs,\nnew instruments, stationery and printing, rent, fuel, lights,\nacids, zincs, superintendents, sundries, &c.\n.\n9800\nPaid magnetic telegraph company for leased wire, .\n-\n1755\nbills receivable, note former operator New Orleans,\n-\nBalance cash in treasury June 1, 1853,\n-\n,\n2859\noperators June 6, 1853,\n-\n,\nMaking total payments and assets June 1, 1853,\n-\n.\n$178921\nA reference to the statement will show the items of the above named -\nexpenses. By reference to the same items as shown in the last year's report.\nwill be seen to have amounted to the sum of $100,527 96; showing that\nactual payments for the working expenses of the line have have been $2,516\nless the present year than the former, notwithstanding the general rise in no\nand the absolute necessity, in many instances, to advance the salaries of go\ntors, to retain them on the line.\nIt may be safely affirmed, there has been no increase in expenses, but rather\ndiminution, from the fact, that all employees on the line are more closely paid\nthan at any time heretofore, and that in the items of this year's expenses, If\nold claims chargable to the previous year are included.\nThe business of the three first months of the present year justified the\nthat there would be a large increase in our receipts, with a decrease in expires\nThis has proved to be so, but not to the extent anticipated, owing to the up\ncedented succession of storms and freshets we have had to encounter for E\nmonths of the past year, causing our expenses for repairs to be very heavy, nil\nthe delays in our business materially diminished our receipts. On the 29th\nof August last, we experienced a storm extending from lake Ponchartrain b\nextreme northern terminus, inundating the cities of Mobile and Augusta.\nprostrating our line, at short intervals, on almost every section. From that\nto the middle of April, we have scarcely escaped a single month, though\nNE\ndamages received were not quite so extensive as the first. The natural deem\nmaterials has also caused us heavy expense. Several miles of new wire bad\nbe put up between Mobile and New Orleans, the old wire being destroyed by\nA new and expensive wire has recently been placed on the masts at the rigolette\nwhere we have heretofore experienced great trouble from the weakness of the\none. Our line having been 80 often broken, and mended in haste by the 12\nmen, as to cause many bad connections, our present efficient superintent\nThomas R. Hopkins, Esq., deemed it absolutely necessary, to insure its F\nDigitized by Google\nDoc. No. 17.\n723\npliced and soldered this has been done on\nas to Macon, under his immediate supervision,\nVO have experienced great benefit therefrom.\nthe Central railroad in Georgia have been reset.\nhave been built on the Waynesboro' and Augusta\nereon, being formerly in the woods, the remaining\nsoon be in readiness for the removal of the line;\nus great facility in keeping it up, and lessen our ex-\nFen miles of new line have also been built on the South\nwire placed thereen, it having been left in the woods,\nto avoid the inclined plane. The line from Augusta and\nton has been thoroughly repaired. Many repairs not antici-\nde on other sections; and it gives me pleasure to state that\n'er repair than at any time since it was built, the company in\nthan at any time since its organization, freer from debt, with a\nthe treasury; and I have no hesitancy in saying, that a six per cent.\n'e' declared, and paid with more ease and facility, with less encreach-\nreceipts of the coming year, than any former one. This, it is true,\nmall compensation for your investment in this enterprise; but when you\nenormous issues of stock to build this line, you will readily admit that\nof the power of management to make it as profitable as it might have\nid the line been erected at a proper cost. A better line than this ever was,\nput up for $ 150,000, and the enormous amount over $ 550,000 has been\na for its construction. From this it may be seen that your dividends will\nays be smaller than they of right ought to be.\nThe treasurer then submitted the following report, which was read :\nTREASURER'S REPORT.\nWASHINGTON, July 6, 1853.\nStockholders W. and N. O. Telegraph Co.\nGENTLEMEN,\nI am happy in being able to present a report of the financial\ncondition of your company, more favorable than that of last year, but yet falling\nfar short of all our anticipations when the line was constructed.\nThere was in the treasury on the 1st June 1852,\n-\n-\n15005 03\nThe deposits of June 1852, estimated at 7,000, were\nin fact but\n-\n-\n-\n-\n5773 19\nThe payments for the same month,\n-\n-\n5666 69\nAdded to treasurer's balance that month,\n-\n-\n106 50\nIn the treasury July 1st, 1852,\n-\n-\n-\n15111 53\nThere was then due the Magnetic telegraph company, for rent of\nleased wire, payable within a few days,\n-\n-\n1066 89\nLeaving for dividends and other purposes,\n-\n-\n14044 64\nThe dividend of 3 per cent. then declared, amounted to\n-\n16510 50\nExceeding the entire amount in the treasury, by\n-\n-\n2465 86\nDigitized by\nDoc. No. 17.\nWhich have been disbursed as follows, viz :\nayment dividends,\n-\nunclaimed dividends reclaimed,\nunded for messages missent or behind time,\nother lines,\nA.M. Griffin on second wire, Mobile to New Orlean\nin redemption bonds $ 4000, interest $ 531 75,\naward committee to N.N. Wilkinson $ 2000, pren\nexchange, $ 12 50,\n-\ncurrent expenses, officers, contractors, messengers\nnew instruments, stationery and printing, rent, fi\nacids, zincs, superintendents, sundries, &c.\nmagnetic telegraph company for leased wire,\nbills receivable, note former operator New Orlea\nance cash in treasury June 1, 1853,\noperators June 6, 1853,\nTaking total payments and assets June 1, 1853,\nreference to the statement will show the ite\nenses. By reference to the same items as she\nbe seen to have amounted to the sum of\nal payments for the working expenses of\nthe present year than the former, notwi\nthe absolute necessity, in many instanc\nN\nto retain them on the line.\nmay be safely affirmed, there has be\ninution, from the fact, that all empl\nat any time heretofore, and that i\nclaims chargable to the previous\n'he business of the three first in\nthere would be a large increa\nte\nhas proved to be so, but no\nented succession of storms\nthe of the past year, cau\ndelays in our business\na\nAugust last, we experi\neme northern termi\ntrating our line, a\n-\ni\nof\nJey\nhe middle of A\n-\nthe\nages received\nthe 11th , per no mee\nThe\nYork\nto\nNew\nerials has al\nFee\n& similar\nut up bet\nW and\nre\n4 claiment annexed, cent presents last year. a statement of the\nor\n/\nthe\ngeneral\nas\nas\nwell\nas\naccount,\nnas R. Hopkins,\nthe\n/\nDigitized by\nGoogle\n10. 17\nunt remaining in the hands of o\nof the three preceding years.\npts of the company each year\nthem.\nthose expenditures which pertal\nto each year.\nlyments and the amounts on han\nbserved that the amount paid other\n4 58, while in 1852 it was but $ 6\nrence is caused by the leasing of a W\nagnetic telegraph company, by which\ntransferred from that company to thi\nII in the shape of rent.\nthe amounts paid under the head of .\nother Lines,\" making the amount I\n49.\nugh it enters into our accounts for the 1\nis in fact received for the Magnetic to\ncomparíson to ascertain the increase of e\nhart item, thus :\nID year ending June 1st, 1852, were\n14\nonsed wire,\n-\n-\n1\neipts of this line,\n-\n-\n$12\nune 1st, 1853, the accounts show, as re-\n-\n-\n-\n-\n15\nent,\n,\n-\n-\n1\nreceipts for this line,\n-\n-\n$13\nVO years, this rent was merged with Receipts for\nthe account, and with payments to other lines on tl\non, the following statement is presented as showing\nje ordinary expenditures, and the amount applicable\nsince the line went into operation, viz :\nReceipts for\nthe Line.\nOrdinary Expen-\nditures.\n8 months,\n-\n.\n58406 75\n34938 28\n2\n-\n89540 49\n60061 10\n2\n-\n-\n-\n113175 60\n82761 74\n3\n-\n-\n-\n129006 45\n100528 01\n2\n.\n-\n-\n*\n$136947 92\n98025 56\n3\n3.\nDigitized by Google\n724\nDoc. No. 17.\nIn addition to which, there was over $4,000 due and payable on demand\nsalaries and otherwise.\nThe embarrassment of the treasury, arising from this condition of things, 1\naggravated by the allowance of $2,000 payable on demand to N. N. Wilkins\nby the committee, to whom his claim had been referred, to meet which, 1 la\nwas procured on the private credit of Mr. French and myself, which WM -\nrefunded until 1st December 1852.\nNor was it possible to pay all the dividends until the fifth month of the s\nyear, the sum of $2,864 having been paid in November last.\nHence it is obvious, that of the $16,510 50, paid within the last year on acces\nof the dividend of 1852, more than $4,000 came out of the earnings atem\nafter the 1st July last.\nThere was in the treasury on the 1st June 1852, the sum of\n-\n15005\nDeposited by operators, during the year ending June 1st, 1853,\n963H\nFrom other sources,\n-\nAvailable means for the last year,\n111616\nDisbursed by the treasurer,\n8877\nBalance in the treasury on the 1st June last,\n-\n-\n28558\nThe deposits to the credit of the treasurer, during the month of\nJune, as now reported, are\n-\n5535\n3005\nThis sum, however, is subject to the following deductions viz:\nPayments actually made in June,\n-\n,\n4591 14\nDue on account of leased wire, payable on the 10th inst.\n1244 82\nDue for salaries to president, superintendent, &c. other\nthan operators, payable on demand, not less than\n4000 00\n9835\nSubject to appropriations for dividends, &c.\n-\n-\n$2423\nA five per cent. dividend will require\n-\n-\n-\n82748\nAnd if made, cannot be met without a postponement of debt or\ndividend to the amount of\n-\n,\n-\n$\nLittle aid can be expected from the receipts of July and August, which will\nlittle more than pay current expenses, and the deposits to the treasurer's est\nbeing scattered along the line from New York to New Orleans, are not prad\ncally available to the last dollar. Yet by a similar postponement, a fire F\ncent. dividend can be met, without some unforeseen casualty, with less inco\nvenience than three per cent last year.\nTable A, hereto annexed, presents a statement of the treasurer's account à\nthe last year.\nTable B presents a statement of the general account, exhibiting the receipt\nand disbursements of the operators as well as the treasurer. It is wordy #\nDigitized\nby\nGoogle\nDoc. No. 17.\n727\n11 a full discharge for all claims whatever\neby requested to pay to the order of N.\nreceiving a requisition from us therefor.\nB. B. FRENCH,\nEDW'D G. HYDE.\nesolution, of the last meeting, made a report;\non of George Wood, Esq.\nid on the table for the present.\nEsq.,\nme president's report as relates to Mr. Kendall, per-\neasurer, be not entered on the minutes of this meet-\naction on their personal and private differences.\nreport of the committee on Mr. Lloyd's resolution of\nbeen called up by Prof. Morse, it was, on metion of\nmittee of three private stockholders and two patentees be\nwith a view to an amicable arrangement of all matters of .\ne private stockholders and the patentees.\nitlemen were then appointed a committee of conference, viz:\nam Mure, S. F. B. Morse, Amos Kendall and D. H. Wood-\nas adjourned until 4 o'clock P. M.\nTHURSDAY, July 7, 4 o'clock P. M.\nolders met pursuant to adjournment-Present as before.\nmg having been called to order by the president, Mr. Cuyler on behalf\nmittee made the following report:\nmmittee recommend the following for the adoption of the meeting:\ned, that the matter referred to in the report of Messrs. Cuyler, Macrea\nwry, and also the claims of the patentees in relation to stock for second\nreferred to the arbitrament and award of two disinterested persons, one\nnamed by the presiding officer of this company, and one by Prof. Morse;\nn case of their disagreement, to the award of an umpire to be chosen by\nand such award shall be a settlement of all matters of difference.\nR. R. CUYLER,\nWM, MURE,\nSAM'L F. B. MORSE,\nAMOS KENDALL,\nD. H. WOOD.\nh report was unanimously adopted.\notion of B. B. French, Esq.\nved, that the matter of issue of the stock now pending between this com-\nd Francis O.J. Smith, be referred to R. H. Hoe, Wm. M. Swain and\nDigitized by Google\n726\nDoc. No. 17.\nA reference to table C will show that the apparent retrenchments\n1\nthe expenditures of 1852, have been chiefly in repairs and rebui'\nsalaries and expenses of Officers of the Beard,\" while the e'\n\" Operators and Clerks,\" Messengers,\" \"Rent, fuel and lights,\"\n\" Acids, Zinc, &c.,\" have gone on increasing since 1849. A P\ncrease is justly chargeable to the leased wire, which came into\ncompany in Decembr 1850.\nThe apparent increase of the receipts for this line for the last\nover the preceding, was\n-\n-\nBut, to show the real increase, the excess of rent paid for the 1.\nwire in the last over the preceding year, being\n-\nMust be deducted, which leaves as the actual inerease,\nThe debt of the company, except the Bulkley bonds, \"\nthan it is now.\nIt has been the aim of your treasurer to pay off th\naccrue, for he has not supposed it could be the intere\nholders to deceive themselves or others, by a show of\nwhich in fact belong to their creditors.\nOf the $ 6000 Bulkley bonds now outstanding, $3\nnext. These, with interest on the whole, constitu\nclaims upon the treasury within the current fiscal year\npast, it is not safe to calculate that new claims may\nexpenses and keep down dividends.\nAll which is respectfully submitted.\nA\nJuly 6th, 1853.\nThe committee appointed at the last meeting \"\nthis company,\" &c., met in New York, and mad\nreport not being laid before the meeting, no acti\nB. B. Freuch, Esq., chairman of the commi\ncopy of their report, the original of which, wit\nsent to the treasurer 7th August 1852.\nAt a meeting of the committee of claims of\ntelegraph company, agreeable to previous no\nof New York, on the 7th day of August 185%\nG. Hyde\nThe committee proceeded to examine all\nWilkinson, Esq., referred to in the resoluti\nadopted on the 7th day of July last-wh\ndollars be paid to said N. N. Wilkinson in\nto\nand that said Wilkinson be released from\nred,\nhe may have received and not heretofore\nresent\nDigitized by Google\nU\nAA1\ngre\nrepre\nch an\nred Cuyler to\nder the\n16 of this\nwho shall\nnnual meeti\nD.F. C\nDigitized by Google\n728\nDoc. No. 17.\nGeo. H. Hart, Esq's: provided, that the said Smith agree that tl\nbe final and conclusive; and if such an agreement be made, th\nwill abide by and carry out any decision made by said referees.\nto report to the treasurer of this company, who shall take i\ncause the award to be carried out.\nOn motion of D. H. Wood, Esq.\nResolved, that the treasurer's report be accepted.\nOn motion,\nResolved, that there be a dividend of five per cent. decla\n31st May 1853, payable on and after the 20th instant.\nOn motion of R. R. Cuyler, Esq.\nResolved, that hereafter proxies by telegraph shall b\nvided no operator shall receive a message of proxy, e\nin person, or his lawful attorney.\nThe meeting then proceeded to the election of offi\ndeclined a nomination for president, and Mr. Kend:\ngentlemen were unanimously elected, viva voce, ,to\npany for the ensuing year, viz:\nSmith Mowry, jr. of Charleston, president; B.\nsurer; Daniel F. Clarke of Macon, secretary.\nOn motion of R. R. Cuyler, Esq.\nResolved, that transfer books, for transferrin\nin New York.\nB. B. French, Esq., having resigned his of\ntees, George Wood, Esq. of Washington ci\nOn motion,\nResolved, that Edward G. Hyde, Esq.\nmissioner to keep the transfer books in\ntrustees, and that his salary be five hund\nThe following gentlemen were elect.\nfor the ensuing year, viz\nAmos Kendall, Washington, D. C\nElam Alexander, Macon, Ga.; R.\n3178957 70\nNew Orleans; J. Geddes, New Orl\nThom, Fredericksburg; O. A. S\nPetersburg, Va. ; J. M. De Sauss\nton, S. C.; R. L. Bryan, Colu\nCharles T. Pollard, Montgomery\nThomas, Augusta, Ga.; James\nton, N. C. ; G. H. Hart, Philad\nOn motion of Edward G. H\nResolved, that the thanks 0\nElam Alexander, late presid\nand for his success in brin\nstate.\nDigitized by Google\nDoe. No. 17.\n731\n-\n15 00\n-\n-\n19 50\n-\n-\n16510 50\nrchange,\n-\n2012 50\n-\n-\n.\n4531 75\ncans, in full,\n-\n1000 00\n-\n-\n152 00\n-\n-\n6421 50\n-\n-\n3034 99\n-\n-\n8366 06\n.\n-\n35221 08\n-\n-\n-\n3461 37\n.\n-\n-\n-\n7109 67\n-\n-\n-\n-\n2179 28\n-\n-\n-\n3874 79\nof\n-\n-\n-\n23139 74\n-\n-\n-\n1190 85\ntrustees,\n-\n-\n8137 12\npany for leased wire,\n-\n17585 99\nclaimed, -\n-\n-\n31 50\n-\n-\n-\n5179 92\nS,\n-\n-\n-\n101 14\nHS,\n.\n5th,\n-\n-\n1121 48\n-\n1st,\n-\n-\n28559 9\n-\n178957 70\nitement of the receipts and disbursements of the Washingto\ncompany, as taken from my books.\nDANIEL F. CLARKE, Sec'y.\nDigitized by Google\n730\nDoc. No. 17.\nReceipts and Disbursements of the 11\nBalances in hands operators, at stations, June 6, 1852,\n-\ntreasurer,\n\" 1, \"\n-\nReceipts of the line,\n-\n.\n-\n-\nother lines,\n-\n-\n-\n-\nproperty sold,\n-\n-\nfrom magnetic telegraph company for rent,\nUncluimed dividends,\n-\n-\n-\nDigitized by Google\nDigitized by Google\nA. KENDALL, Treas'r.\n2 296821\n67340 73\nL6 919111 $\n29681 4:\n44 1811\n16 28659\n-\n-\nI IOI\n11 IOI\n-\n-\n3461 37\nLE 1943\n-\n-\n66 3034\n66 303\n-\n-\n99 61\n-\n09 61\n-\n00 91\n-\n00 gt\n-\n00 292\n-\n00 152\n-\n00 2000\n-\n00 20000\n-\n14 2619\n4545 31\n647 16\n-\n66 17585\n-\n66 17585\n-\n00 0001\n-\n00 0001\n-\ng\n01910\n-\n09 01910\n-\n99 18\n-\n-31 50\n.\n19\na 5678\n743 03\n-\nS2 3874\n96 L26\n88 2946\n-\n4531 75\n-\nGL 4531\n.\n22 2179\n96 1673\n505 33\n00 9988\n7675 56\n09 069\n8137 12\n02 698\n76 L9LL\n29 7134\n16 81818\n92 2815\nS9 24830\n66 2571\nL9 21778\n0 33196\n31860 46\n3335 59\nTotal.\nBy operators.\nBy 1.\nL 248841 $\n161111 77\n00 08\n89 4005\n81 2992\n16 4533\nC6 17845\n06 01\nE0 C\nof\n733\nnac. No. 17.\n732\nDoc. No. 17.\nA.\nTREASURER'S STATE\nTO\nIn the treasury, on the 6th June 1852,\n-\nFrom deposits of operators to 6th June 1852,\n-\nBOX\n54330 38\nFrom other sources,\n-\nXR\n35100 05\nTHIS\n16\n301 37\n97\n7134 67\n0004 RX\nSMITH 06\nMEMO Rd\n2179 28\nAmount of disbursements, as shown under the\nSKARE 62\n5192 17\npanying statement,\nCLAIMS Rd\n3574 79\nIn the treasury on 1st June 1853,\nUSED 74\n8137 If\n1474 HS\n102 00\n01\n98024 $0\n010 N2\n2500 00\n1000 00\n02\n6263 62\n6421 50\nTID 00\n.\n2000 00\n1002 20\n9183 N\n4611 76\n10001 00\n10:245 00\n16545 00\n1\n2082 as\n-\n15492 01\n17025 98\n22 10\n4 64\n101 14\n-\nI\nXII 50\nORE\n1829 39\n2776 02\n3/04 90\n7\n15937 23\n15005 on\n28359 34\nUM\n3264 03\nI\n77\n4088 48\n2830 82\n1121 43\nor\n151864 14\n173976 HI\n178967 70\nDigitized by Google\nNo. 17.\n735\nCOMPANY.\nORFOLK, Va., Oct. 25, 1853.\nVS the condition of the Virginia tele-\nper 1853, and the enclosed is a list of\nS of the operators are the same as ad-\nires of the line are now, and have been\nlast, in very bad order, and will give us\nline is constructed on the margin of the\ntch, by an agreement made with the presi-\nimpany, will be constructed as soon as the\nracticable. Our wires can then be kept in\nit for this favorable prospect in erecting a new\ntined much longer.\nfully, sir,\nWM. J. HARDY, President.\nRICH'D DICKSON,\nJOHN TUNIS,\nJ. MARSDEN SMITH,\nDirectors.\nis absent.\nDigitized by Google\n734\nDoc. No. 17.\nC.\nComparative Statement of Receipts and Disburrements of Washington and\nOrleans Telegraph.\nINS.\n1831\n185t,\n162.\nE\nReceipts:\n31 i *\nBalances is hands operators, -\n924 71\n1029 02\n2857 77\n4088 96\n2\ntheasurer, .\n-\n-\n14902 53\n15937 27\nTHE\nReceipts of the line,\n-\n44902 70\nRR500 49\n113175 69\n144498 96\n15452\nReceived from other lides,\n#\n-\n1028 18\n18104 X\n5895 75\nIn property mid, &e\n-\n-\n312 92\n318 22\n219 83\na\nDividends unclaimed,\n.\n-\n-\n490 DD\n7201\nBalance in hands of president,\n-\n-\n2085 54\n3264 03\n45887 41\n106280 66\n151864 14\n173976 81\nDisbursements:\nSupervisors and contractors,\n-\n5103 29\n10998 47\n19679 04\n24579\n60\n26336\nOperators and clerks,\n-\n13709 94\n22694 05\n27494 17\n34537\n206\nMessengers,\n-\n1135 52\n2184 77\n2479 13\n3000 15\n342\nRepairs and rebuilding,\n-\n4450 96\n4461 29\n10004 52\n9397 97\n7134\nRent. fuel and lights,\n-\n1409 53\n3446 52\n4858 87\n6984 69\n8366\nStationery and printing,\n-\n690 88\n2263 76\n1578 10\n2:299 52\n2/79\nSundries.\n.\n3247 05\n2817 33\n5051 82\n5092 62\nSIN\nAcide, zince. &e.\n-\n1344 30\n1699 86\n3250 24\n3480 82\n30%\nOfficers of the board,\n.\n2858 33\n8631 23\n7030 38\n9880 74\n8137\nNew instruments,\n-\n979 50\n861 82\n1335 47\n1274 85\n2\n34938 2-\n60061 10\n82761 74\n100528 01\n98004\nDisbursements other than\nthose enumerated. viz:\nAm't due prior to 1st Oct. 1848,\n4155 37\n1491 17\nSecond wire,\n-\n5103 62\n1660 59\n7018 33\n2500 00\n1000\nPaid other lines,\n-\n-\n14843 38\n19544 58\n6263 62\n6431 3\nOutstanding claims, &c.\n-\n-\n-\n275 00\n-\n9000\nBonded debt and interest,\n-\n-\n221 42\n662 26\n9183 63\n4531\n7\nDividends of each year,\n-\n-\n-\n16461 ou\n16245 00\n1606\nProfit and loss, loss and others,\n-\n-\n-\n2082 53\nLeased wire,\n-\n-\n-\n-\n15492 51\n1758\nIndividual account,\n-\n-\n1151 80\n22 10\n4 64\n141\nUnclaimed dividends,\n-\n-\n-\n-\n-\nD\nRefunded.\n-\n-\n2893 GO\n1829 39\n2776 02\n3064\nBalances-treasurer's,\n-\n1094 69\n12784 84\n15937 23\n15005 03\n28538\n:\npresident's,\n-\n-\n8314 99\n3264 03\n-\n\"\noperators,\n-\n595 45\n2857 77\n4088 48\n2839 82\n1191\n45887 41\n106280 66\n151864 14\n173976 A1\n17867\nDigitized by Google\nDoc. No. 17.\n735\nVIRGINIA TELEGRAPH COMPANY.\nNORFOLK, Va., Oct. 25, 1853.\nV. R. DRINKARD, Esq.\nSIR,\nThe annexed statement shows the condition of the Virginia tele-\naph company on the 30th day of September 1853, and the enclosed is a list of\n10 stockholders on that day. The salaries of the operators are the same as ad-\nsed in our last report. The poles and wires of the line are now, and have been\nnce the storm on the 3d of January last, in very bad order, and will give us\neat trouble and expense, until a new line is constructed on the margin of the\norfolk and Petersburg railroad; which, by an agreement made with the presi-\nnt and directors of that railroad company, will be constructed as soon as the\nad is completed, and sooner if practicable. Our wires can then be kept in\nder at much less expense; and but for this favorable prospect in erecting a new\n10, the old one could-not be sustained much longer.\nVery respectfully, sir,\nWM. J. HARDY, President.\nRICH'D DICKSON,\nJOHN TUNIS,\nJ. MARSDEN SMITH,\nDirectors.\nMr. J. H. JOHNSTON is absent.\nDigitized by\nGoogle\nDoc. No. 17.\n737\nCEDAR CREEK AND OPEQUON TURNPIKE COMPANY.\nPROCEEDINGS.\nAt the annual meeting of the stockbolders of the Cedar creek and Opequon\nturnpike company, held on the 17th of December 1853, at the Friends meeting-\nhouse, W. G. Singleton appeared as state proxy. The president read the annual\nreport of the board.\nThe president made a report of the condition of the funds which came into his\nhands, showing a balance due the company of $16 70. The financial report was\nexamined, and, on motion, accepted and adopted.\nOn motion of Mr. Singleton, the report of the board was laid on the table, to\nbe taken up at a future meeting.\nMr. Singleton moved that Jacob Pitman, the former treasurer, be required to\nmake his report to the board of directors, who shall report the same to the stock-\nholders.\nAt an adjourned meeting held on the 24th December 1853: Mr. Singleton\nmoved'tha the annual report be now taken up.\nThe report was again read.\nMr. E. Fawcett moved to adopt the report; when\nMr. Singleton moved to amend by striking out that portion of the report rela-\nting to the removal of Mr. Pitman, the former treasurer.\nOn this question the vote stood : Private stock, 24 for striking out and 72\nagainst it; majority for retaining, 48. The state proxy casting his vote of 64\nvotes in favor of the motion, made a majority of 16 in favor of striking out; and\nthere being no other objection to the report, it was adopted.\nOn motion of Mr. Baker, the accounts of Mr. Pitman, late treasurer, were\nreferred to the board.\nOn motion of Capt. Sydnor,\nResolved, that the next annual meeting be held at this place on the second\nSaturday in October next.\nOn motion of Mr. Baker,\nResolved, that the proceedings of the meeting be published.\nOn motion, the meeting adjourned.\nTHOS. A. JACKSON, Pres't.\nR.J. GLASS, Sec'y.\n93\nbise\nDigitized by\nGoogle\n738\nDoc. No. 17.\nREPORT.\nThe president of the Cedar creek and Opec\nfully submits the following report on behalf of th\nThe contractors completed their work in the\nroad was received by the board in the early part\namount paid contractors in full of 11 miles, supp\n$5,145.21. The amount allowed for land dama\ngate cost for right of way and construction, $6,08\ngate and received toll as soon as the road was de\nthority. But, owing to the unfavorable weather\nthe gate, the whole amount of toll received has\nwere absolutely necessary.\nThe amount received by toll gatherers is $126\n1st December, $14 59, leaves $111 75, which b\nroad.\nThe board authorized the metaling of the gre\nOpequon to the Valley road: and contracts have\ndent on behalf of the company, at an average c\nto be spread 9 feet wide in the middle of the a\nthick.\nThe president was authorized to have the meta\nlying between the mill race at the Opequon and =\nhill on Mrs. Campbell's land. Contracts have be\n50 cents a perch. It will be seen that the porti\nsoil which will not answer for a road without it.\nThe board also directed the president to redu\nland. This work has been commenced, but ow\nhands, was left in an unfinished state. An agree\nit at an additional cost of $20.\nThe board appointed W. D. Gilkerson treasure\nwho was removed.\nThe board of directors deem it due to themselv\npelled to take this step. or allow the credit of the\nthe embarrassed eircumstances of the contracto\nnecessary to become paymaster to the hands, il\npleted. When the draft on the Board of public\ninstallment due from the state, and presented to 1\nrefused to sign it unless the board would suffer tl\nindemnify him against loss on account of adva\ntractors, without any orders from the board. Th\ntreasurer in the face of the terms of his appoin\norder of the board, made before his acceptance o\ninstallments, as they became due, on the state's\nby the president. The action of the board was\nDigitized by Google\nDoc. No. 17.\nelay and many unsuccessful remonstrances, and after his rejecting the offer of the\noard to pay over to him whatever should be due the contractors after the board\nbad fulfilled their pledge to the hands, the former treasurer has made no report\nD the board; consequently. they are unable to shew the state of his accounts.\nThe accompanying account of the president exhibits the state of the funds\nIf:\nvhich came into his hands. The president is under obligations to the private\ntockholders for the office which he has held for the last two years. It was be-\n\"towed by them without any solicitation on his part, or even desire to receive it.\nthese elections he has never needed the vote of the state proxy ; nor would he\nstave received the office against the wish of the private stockholders, if it had\nmeen the pleasure of the proxy to cast his vote for him.\nNothing could have induced the president to embark in an enterprise which\nromised 60 much difficulty, and threatened to endanger the relations of friend-\nhip, but a firm conviction that it was for the public good, and that time would\nhim justice; and now that the work is in a fair way to become a permanent\nemprovement, he would withdraw from any farther participation in the manage-\nment of the road.\nBy order of the board.\nJ.C. BAKER, Prest.\nDigitized by Google\n740\nDoc. No. I\nFINANCIAL REP\nTo balances from last report,\namount received from Board public works,\n\"\n\"\n**\n**\nBy amount paid to contractors and others,\ndue company,\n-\n-\nDigitized by Google\nDoc. No. 17.\n741\nCRANBERRY SUMMIT AND BRANDONVILLE TURNPIKE\nCOMPANY.\nBRANDONVILLE, PRESTON Co., Va.\nDecember 23, 1853.\nBoard of Public Works.\nGENTLEMEN,\nIt may be deemed my duty as state proxy for the Cranberry\nSummit and Brandonville turnpike company, to report the progress and condition\nof said company, which I beg leave briefly to submit, as follows:\nAt a general meeting of stockholders, (after due notice as the law directs,) held\non the 12th of August 1853, John Feathers, Esq. and Doct. P. M. Sturgis were\nelected directors on behalf of the stockholders other than the state, and your\norator was elected president of the board after which, on the same day, all the\nmembers of the board being present, except Dr. Sturgis, the board was duly\norganized, and Benj. J. Foreman was elected treasurer, A. C. Leach superin-\ntendent, and Doct. P. M. Sturgis permanent secretary. At same time your\norator was appointed engineer, to locate permanently and lay off said road in\nsections, and prepare all the necessary specifications for the sale-all of which\nwas done in due time. The superintendent was directed to advertise the sale\nof said road, to commence on the 20th of September. Accordingly, on the 20th\nand 21st of September, the sections were all sold, to be completed by the 1st of\nJuly 1854, at the aggregate sum of $ 5417 68, averaging about $ 303 93 4-5 per\nmile; amount sold 17 miles 244 poles, to which must be added 120 poles let to\nGeorge Rodeheaver, at 831 cents per rod, and 134 poles to George Wilhelm, at\n$3 per rod, making the whole length of the road 18 miles and 58 poles, and the\naggregate contract price $ 5,558 93: width of road 18 feet, and timber cleared 12\nfeet each side of it. In the above contracts bridges are all included. On the\n22d of September, the board met according to adjournment. Superintendent\nreported sales, all of which were confirmed. It was ordered that the treasurer\ngive a bond for ten thousand dollars, with good sureties, to be approved by the\npresident, (which has been done;) and 50 per cent. on individual subscriptions\nwas assessed. It was also ordered that $ 50 be paid by the treasurer to Abner\nForeman, for damages awarded him by a jury, for the passage of the road\nthrough his land.\nThus far, our board has attended to the interests of the road with entire\nunanimity and I think commendable zeal.\nContractors have improved the very favorable season, and many of them will\nbe entitled to one-fourth of their pay on the first of January, having half done\nDigitized by\nGoogle\n742\nDoc. No. 17.\ntheir work. Nearly every section is being worked vigorously, and Than\ndoubt will be prosecuted to completion early next season.\nIt will be seen that the construction of our road will not exhaust the es\nstock by some $2,400; but after all incidental charges are paid, an incouside\nbalance only will be left, to put up gates and aid in the repairs of = E\nconstructed road through a mountainous country.\nRespectfully submitted.\nH. HAGAN,\nState Pro\nDigitized by Google\nnoc. No. 17.\n743\nDANVILLE AND WYTHEVILLE TURNPIKE COMPANY.\nREPORT.\nOFFICE DANVILLE AND WITHEVILLE T. Co.\nHenry Court-house, Va., Dec. 23, 1853.\nTo the Board of Public Works.\nGENTLEMEN,\nIt having been previously ascertained that the requisite number\nof shares of the stock, to secure the charter, had been subscribed for by respon-\nsible persons and counties, notice was duly given as required by law, for the\nmeeting of the stockholders on 14th of February last, at this place.\nOn that day, stockholders who had subscribed for five hundred and four shares\nof the capital stock of this company, assembled at this place, and proceeded to\norganize, when Samuel G. Staples, Esq. of Patrick court-house was elected\npresident, and Hughes Dillard, Esq. of this place, and Crawford Turner, near\nElamsville, Patrick county, were elected directors on the part of the stockholders,\nfor the year ending 21st of March 1854.\nMr. Staples having declined to accept the office of president, the stock-\nholders, in a meeting held on the 5th of May last, expressed a preference for Jno.\nRangely, Esq. of Patrick court-house, for that office. The directors who met on\nthe same day, elected Mr. Rangely president of the company for the year.\nThe directors on the 5th of May last employed Benjamin M. Jones, Esq. as\nengineer, at a salary of seventeen hundred and fifty dollars per annum, and in-\nstructed him to proceed forthwith to make all necessary and proper surveys, to\nascertain the most direct and practicable route for the docation of the road from\nDanville, in the direction of the town of Wytheville, to some eligible point on the\nFancy gap or Jacksonville and Hillaville turnpike road, and make report thereof.\nThe engineer and his corps proceeded to make the surveys, examining three\nroutes through the county of Patrick, to wit : the southern, middle and northern\nand when the same were completed, he made report thereof to the stockholders\nof the company, who decided that the road should be located from Danville,\nalong or near the line of survey by Henry court-house, crossing Smith's river at\nWaller's ford-thence along the southern route, by Penn's store and Patrick\ncourt-house, to its western terminus, near Hillsville in the county of Carroll.\nActing upon the decision thus made by the stockholders, the directory adver-\ntised for proposals to construct various sections of the road, prefetring to put\nthose under contract first where the road was most needed.\nThe receipts and disbursements of the company to the close of the year have\nbeen small, an account of which will be found in statement A, hereto annexed.\nA list of the stockholders required has heretofore been furnished, and it is\nbelieved is now on file in your office.\nOn the 21,st of Mare\nv Thomas was duly elected treasurer\nand clerk of the «\nIt pur-\nDigitized Google\n744\nDoc. No. 17.\nsuance of the by-laws of the company, executed bond with approved securio\nin the penalty of 8 5000, conditioned according to law for the faithful dischas\nof his duties, which is now in the custody of the president of the company.\nThe treasurer also took the oath required by law, a certificate of which is\non file in this office.\nThe map of the survey is now being condensed to a smaller scale, and will i\nforwarded to your office as soon as the same is completed.\nThe board will further say, that since the 1st of October last, they have F\nunder conrract sixty-two miles of the road, to be completed by 1st of Jamp\n1855-the particulars of which will be embraced in the next report.\nAll of which is respectfully submitted.\nJOHN RANGELY, Prit\nC. Y. THOMAS, Clerk.\nDigitized by Google\nDoc. No. 17.\n745\nStatement showing the state of the Danville and Wytheville Turnpike Company\nfor the year ending 30th September 1853.\nAmount paid by the stockholders other than the commonwealth, to\n30th September 1853,\n-\n-\n-\n-\n973 00\n1853.\nJuly 25-By cash paid engineer on 25th of July 1853,\n-\n500 00\nSept.\nBy cash paid same.\n-\n-\n-\n125 00\nBy cash paid clerk and treasurer, 1st quarter's salary,\n-\n100 00\nJuly 25-By cash paid directors for mileage and per diem for the\nhalf year ending 21st September 1853,\n-\n163 80\nBy cash paid president, in part of his salary,\n-\n50 00\n938 80\nCash on hand 1st of October 1853,\n-\n$ 34 20\nThe salary paid the clerk and treasurer is $ 400 per annum, and that of the president\nsame amount.\nC. Y. THOMAS, Clerk.\n94\nDigitized by Google\n74\nn\nsu:\nin\nof\nDD ROCKFISH TURNPIKE CO.\nSIDENT'S REPORT.\n7 ressurer's account herewith exhibits the state of the\non the 30th September last.\nug to meet in general meeting, it was deemed proper to\nsea time as a meeting could be held, to ascertain if the\nX accepted by this company, increasing the capital stock\nof the road. At their general meeting on the 9th De-\naccepted, and the board of directors have since pro-\ncontract, (or to get in readiness for that purpose,) an addi-\nwork.\nin the last annual report, the work has been completed\n2 a point near Middlebrook, intersecting the Brownsburg and\nunpike; and only until very recently have the company been\nwile on the entire line.\n3a\nhave been required to keep the road in repair. No dividends\nis respectfully submitted.\nWM. A. SCOTT, Pres't.\nDigitized by Google\nDoc. No. 17.\n747\nReturn of the state of the Howardsville and Rockfish Turnpike Company for the\nyear ending 30th September 1853.\nCapital stock, (acts prior to 1852,) $ 45,000 :\nSubscribed by individuals,\n-\n-\n-\n-\n18000 00\nSubscribed by commonwealth,\n-\n-\n.\n-\n27000 00\nTolls from commencement to date,\n-\n-\n.\n-\n922 00\nAmount of commonwealth's subscription unpaid,\n-\n1050 00\nAmount of individual subscription unpaid,\n-\n-\n700 00\nExpended in construction of work from commencement\n(1847) to date, viz:\nIn engineering expenses,\n-\n-\n586 70\nIn land damages,\n-\n-\n-\n6331 56\nIn cost of suits to assessors, commissions, &c.\n-\n493 64\nIn construction, to contractors,\n-\n-\n31872 49\nIn mile posts,\n-\n-\n-\n60 00\nIn repairs,\n-\n-\n-\n-\n1396 00\nIn salaries to officers, &c.\n-\n.\n1197 62\nBalance 30th Sept. 1853,\n.\n-\n2233 99\n44172 00\n$ 45922 00\n45922 00\nDigitized by Google\n748\nDoc. No. 17\nStatement of Receipts and Expenditus\nBalance. per last annual report, $39 54; deduct\nsuits, &c., $7 50,\n-\n-\nFor capital stock-from individuals,\n.\nfrom Board of public works,\ntolls,\n-\n-\nTotal assets\nDeduct disbursements during the year, viz:\nPaid to contractors, viz:-Robertson Farrar, $4125;\n$ 400,\n-\n-\nPaid engineering account-to N.J. Barrett,\nAssessors, cost of suit, commissions, &c. viz:\nJ. Jones, $4; E. Roberts, 84; J. Shelton, $4;\nBrooks, &c. $6; Brown, &c. $12,\nN.J. Barnett, commission for collecting $1071, 5 p. c.\nW. C. Kendrick, toll gatherer, com'sion on $922,10 p.\nClerk's ticket, $55; M. D. Roberts, serving notices, $6\nPaid for mile posts to N.J. Barnett, 20 e., $2 each,\nLand damages to E.N. Roberts, $100; E. Bulsey, $12\nRepairs, viz:\nShop acc't, $11 91: L. Ball, $11 70; M. G. Farrar, $11\nD. Wade, $13 65; J. Bridgewater, $1; T. Berry, $15\nM. G.F. $ 3 75; D. J. Hartsook, $181 50; H. Da\n$2; H. & Thurmond, $100,\nSalaries for 1851-52, viz:\nW. D. Boaz, president, $52 28; W. A. Scott, $17\n$ 85 42; secretary. $85 42; N.F. Cabell, $6; J. F\nW.A. Scott, $4 50; J. Woods, $1 50; G. W. Ma\nJ. B. McClelland, $3,\n-\nSalaries for 1852-'53 to 30th September:\nW.A. Scott, president, 875; treasurer, $50; secretar\nTotal disbursement\nBy order of the board of president and directors.\nDigitized by Google\nDoc. No. 17.\n749\nLOGAN, RALEIGH AND MONROE TURNPIKE.\nREPORT.\nTo the Board of Public Works.\nGENTLEMEN,\nThe president, directors and company of the Logan, Raleigh\nand Monroe turnpike would respectfully make their second annual report, and\nwould state, as a reason of its being delayed to this late day, that the annual\nmeeting of the stockholders of this company, which was appointed at the first\ngeneral meeting to take place on 22d April 1853, at Wyoming court-house, did\nnot take place, owing to the want of a quorum, until the 25th day of November\nlast, at which time Anthony Lawson, Esq., president of the company, handed in\nhis resignation of that office, which was accepted, and General Alfred Beckley,\nstate director, was unanimously elected president of the company, and William\nBrooks, Esq. of Wyoming county, one of the directors on the part of the private\nstockholders, declining a re-election, Messrs. Ulysses Hinchman and David Cook\nwere chosen directors for this year. The stockholders made the following allow-\nances to the officers of the company : To the president, fifty dollars per annum,\nand to each director, two dollars for each day necessarily employed by them in\nthe service of the company.\nThe board would respectfully report that the sum of $1,700 has been received\nfrom the private stockholders-making the sum of 2,500 due from the state to\nthe company, most of which has been drawn and expended upon the road. It\nappears that the treasurer did not hand in a report in detail of the receipts and\ndisbursements (which in the opinion of the present president should have been\ndone, but being absent from the annual meeting, he could not exercise any influ-\nence to that end.) Your board would respectfully report that the following pro-\ngress in the construction of the road has been made, and is making, to wit:\nIn Raleigh county, six miles have been satisfactorily completed, and five miles\nmore are commenced and are nearly completed.\nIn Wyoming county, one mile has been commenced, and ten miles, including\nthe part over Huff's mountain, between Wyoming and Logan court-houses, have\nbeen conditionally contracted to be made as the company may be in funds. There\nare funds enough belonging to that county to make four miles of the above ten.\nIn Logan county, three miles nearly completed and ready for inspection. Ten\nmiles are under contract, but not generally commenced.\nThe board, upon the petition of many respectable citizens and stockholders,\ncaused Benjamin R. Linkous, their engineer, to make a survey of the upper gaps\nof Huff's mountain, so as to present a comparative estimate of both routes, and\nupon his report, unanimously preferred the lower gaps, as originally located. The\nboard have directed the engineer, at his earliest convenience, to locate their road\nfrom Logan court-house to Sandy river, as it is believed ample means can be had\nto complete that portion of the road.\nDigitized by\nGoogle\n750\nDoc. No. 17.\nWith regard to the extension of their road from Raleigh court-house\nBlue Sulphur springs in the county of Greenbrier, as authorized by an add\nact of the general assembly, passed last session, the board have #PI\ncommissioners to obtain private subscriptions for two-fifths of $16,000: the\nonly partially acted within Raleigh county, and have obtained subscr\namounting to $1,325. The board believe that large subscriptions can be ol\nin Greenbrier county; and the president promises to have this part of the in\nment in a good train by next annual report, considering the extension th\nvaluable and desirable portion of the improvement.\nThe cost of surveying the upper gap of Huff was $ 82 65, and was char\nWyoming quota of stock.\nThe following order was made previous to annual meeting:\nResolved, that Benj. R. Linkous, engineer and superintendent, be reques\nvisit all the works of the company now in progress of construction, to an\nthe manner in which the contractors are executing their several contract\nthat the board will pay him a reasonable compensation for all the time he is\nsarily employed in so doing.\nHaving now presented a report of all matters deemed pertinent at this\ntion of their improvement,\nThe above is respectfully submitted.\nBy order of the board.\nALFRED BECKLEY, P:\nNear Raleigh C. H., Dec. 20, 1853.\nDigitized by Google\nDoc. No. 17.\n751\nNORTH FREDERICK TURNPIKE COMPANY.\nReturn of the State of the North Frederick Turnpike Company for the year ending\nNovember 1, 1853.\nBalance on hand, per last annual report,\n-\n-\n716 95\nAmount from state,\n-\n.\n-\n.\n534 00\nAmount of tolls received,\n-\n-\n-\n1339 58\nAmount paid to bank,\n-\n-\n-\n-\n970 27\nConstruction and repairs,\n-\n-\n-\n897 57\nToll receivers' compensation,\n-\n-\n-\n136 80\nToll-house,\n-\n-\n-\n-\n-\n146 25\nAmount on hand November 1, 1853.\n-\n.\n-\n439 64\n$ 2590 53\n$ 2590 53\nBy order of the board of president and directors.\nJ. MILTON BAKER, Clerk.\nDigitized by Google\n752\nDoc. No. 17.\nRALEIGH AND GRAYSON TURNI\nREPORT.\nW\nTo the Members of the Board of\nPublic Works of Virginia.\nGENTLEMEN,\nAt the request of the bo:\nGrayson turnpike, I beg to submit to you the\nprogress and state of the work from the Nor\nGrayson County.-The surveys from Gra\nlina line have been made, but on account ,\nIn the Treasury.\nthe difficulty of getting hands during th\nlocation has not yet been completed. Th\n'00 00\n91 74\nbe about fourteen miles; the country is fa\n560 00\n1411 65\nit can be constructed at an average pri-\n-; 13 90\n671 07\n1 1228 04\n77 13\nsum of $ 5600. The portion under e\n2700 00\n-\nthe county line at the top of the Iron ,\n58802 45\nof about a mile and a half, and that \"\n$ 2251 39\nLength under construction, fifteen 1\nmore full financial statement\nFourteen miles to be located, estin\nnext meeting of directors.\nd by the legislature during its\nEstimates paid,\ntions could be made as to the\n-\n1g after reception, and from other\nAmount necessary to complete\nal capital to improve the road on its\nMoney now in the treasury,\nto receive toll.\nWythe County.-The road fr.\nROBT. GIBBONEY, Pres't.\nbeen completed and received,\nwhich is however nearly finis)\nimportant and desirable to\nWytheville to the top of I.\nFrom the top of Little Wall\n(being the Tazewell line) t¹\nthe exception of three-qua)\nForty-one and one-fifth\nEstimates issued,\nMoney now in the tre\nDigitized by\nGoogle\nDigitized by Google\n754\nDoc. No. 1\nRECAPITULAT\nCounty.\nLength.\nMoney s\nM.\nYDS.\nGrayson,\n-\n.\n-\n29\n-\n357\nWythe,\n-\n-\n-\n42\n625\n1626\nTazewell,\n-\n-\n-\n15 1590\n569\nMercer,\n-\n-\n-\n34\n1665\n1033\nRaleigh,\n-\n-\n-\n9\n-\n140\nTotal,\n-\n131\n350\n$3726\nThere having been no president for some ti\nwill be given in a supplement to this, made at\nIf an additional capital could be appropr\npresent session, a great many beneficial alte\nquality of the ground, distance, grade, &c.\nFrom parts of the road being used so lor\ncauses, it will likewise require an additional\npresent location, so as to put it in a fit state to\nDigitized by Google\nDigitized by Google\nDec. No. 17.\nA.\nWHEELING, WEST LIBERTY AND\nReturn of the state of the Wheeling, West Liberty and Bethany Turnpike Co.\nTo amount of commonwealth's subscription unpaid,\n.\n-\n6458 82\nindividual\n\"\n\"\n-\n-\n296 06\nto surveys.\n-\n-\n-\n-\n-\n266 00\nto construction to 30th September 1849,\n-\n-\n17107 26\nto construction to 30th September 1853,\n-\n-\n5049 12\n22156 38\n.\nTo repairs to date,\n-\n-\n-\n-\n-\n2689 18\nTo land damages,\n-\n-\n-\n-\n-\n165 00\nProperty held by company, viz:\n.\nDues. carts and tools, 30th September 1849,\n-\n-\n1011 64\nLess amount per sales collected,\n-\n-\n-\n495 79\n515 85\nTo printing and stationery,\n-\n-\n-\n16 25\nTo balance on hand,\n-\n-\n-\n.\n1786 52\n$\n34350 00\nDigitized by Google\nDoc. No. 17.\n757\nBETHANY TURNPIKE COMPANY.\nfrom the 30th Sept. 1849, and ending on the 30th Sept. 1853.\nBy capital stock, viz:\n267 shares, $ 50, by individuals,\n13350 00\n420 shares, $ 50, by commonwealth,\n21000 00\n34350 00\nDigitized by Google\n756\n12\nR.\nB\nStatement of Receipts and Expenditures since 30th\nTo at\nTo\nwas 30th, 1849,\n-\n-\n.\n1525 64\nTo\nividuals to date,\n-\n.\n.\n3359 81\n9.\nonwealth to date,\n-\n.\n4208 58\n.\n7\n:\n-\n495 79\n$ 9589 76\n- $ hands,\n1786 52\nDigitized by Google\nDoc. No. 17.\n759\nSeptember 1849, and ending 30th September 1853.\nBy amount paid for construction,\n-\n-\n.\n-\n5049 12\nof\n\"\nrepairs,\n-\n&\n-\n-\n2689 12\n\"\n\"\nland damages,\n-\n.\n4\n-\n65 00\nBy balance on hand,\n.\n.\n.\na\n1786 52\n$ 9589 76\nBy order of the board of president and directors.\nH. W. CHAPLINE, Clerk.\nDigitized by Google\n758\n17.\nLND BERRY'S FERRY TURNPIKE CO.\nWINCHESTER, Jan. 4, 1854.\nmolic Works.\nnclosed I send you the report of the Winchester and Berry's ferry\nIt would have been made earlier, but for the absence of the\nas original contracts within the capital stock, but one of the con-\nouded, and another failed, having probably undertaken the work toe\nsere obliged therefore to pay more to complete the road.\nbund it necessary to pave a part of it through the slate land, which\nwould not be necessary; and there is still more of it that ought to be\n:\ncuts up very much in the latter part of the winter and spring.\nseen from our reports, that neither the president, treasurer, secretary\nhave ever made any charge for services; and yet we are obliged to\nacos, which is reported.\nRespectfully submitted.\nP. WILLIAMS,\nSecretary.\nDigitized by Google\nDoc. No. 17.\n761\nA.\nReturn of the state of the Winchester and Berry's Ferry Turnpike Company for\nthe year ending September 30, 1853.\nCapital stock, $ 25,000\nSubscribed by individuals 200 shares, at $ 50 each,\n-\n10000 00\nSubscribed by commonwealth 300 shares, at $ 50 each,\n-\n15000 00\n25000 00\nDue by the company-borrowed from banks, principal,\n-\n-\n3495 68\nTolls from commencement of the work,\n-\n-\n-\n1442 20\n$\n29937 88\nAmount of commonwealth's subscription unpaid,\n-\n1290 00\nAmount of individual subscription unpaid,\n-\n-\n350 00\nExpended in construction from beginning of the work,\n-\n24311 39\nDue for toll-houses and lots,\n-\n-\n-\n1415 59\nLand damages,\n-\n-\n-\n-\n679 32\nIncidental expenses,\n-\n-\n-\n-\n131 45\nGate keeper's salaries,\n-\n-\n-\n-\n193 51\nLaw expenses,\n-\n-\n-\n.\n50 87\nRepairs of road,\n-\n.\n-\n-\n1161 34\nCash on hand,\n.\n.\n.\n.\n114 17\n$ 29697 64\n96\nDigitized by\nGoogle\nDoc. No. 17.\nB.\nat\nI asc report. September 30, 1852,\n.\n647 85\ntwice márkinal stockholders,\n-\n-\n375 00\n- run vis\n.\n-\n-\n753 99\nrear\nsents\n-\n-\n-\n1095 15\n$ 2871 99\nissing the year:\nin construction.\n-\n-\n-\n-\n834 09\nas\n-\n-\n,\n-\n822 58\n-\n-\n-\n-\n.\n75 70\n-\n-\n-\n-\n3 00\n.\n-\n-\n-\n.\n5 00\n-\n-\n-\n-\n143 51\n-\n-\n-\n-\n737 22\n4\ninto 2 Farmers Bank,\n-\n6\n-\n136 22\nand # hand\n2757 82\n-\n-\n-\n-\n114 17\n$\n2871 99\nJNO. E. PAGE,\nPresident.\nDigitized by Google\nDoc. No. 17.\n763\nPRINCETON AND RED SULPHUR ROAD.\nREPORT.\nRED SULPHUR SPRINGS, VA.\nDecember 29th, 1853.\nWM. R. DRINKARD Esq.\nDEAR SIR,\nThis is to inform the Board of public works, that I have ex-\namined that portion of the Princeton and Red Sulphur road, which lies in the\ncounty of Monroe, embracing a distance of 6 miles and 100 poles; which part\nwas offered as finished for reception. And regarding the same portion of road\ncompleted in accordance with the specifications of the contract entered into by\nWm. H. French and G. W. Pearis with said board the 24th March 1851, and\nsubsequent instructions of said board, I have given a certificate to said French\nand Pearis that I considered said portion of this road finished, and would forth-\nwith report its reception to the Board of public works (which I now do.) Said cer-\ntificate bears date the 28th instant. A report will also be made by commissioners\nto the county court of Monroe, showing the completion of said portion of road,\nand recommending that said court take charge of same and have it kept in repair.\nThe portion of the Princeton Red Sulphur road lying in the county of Mercer,\na distance of about 19 miles, is not yet finished, and I fear will not be this winter.\nThere may be some sections of five or more contiguous miles finished, or nearly so,\nbut I have refused to receive in sections, and require the whole in each county to\nbe completed and given up at one time; which I shall continue to require, unless\notherwise instructed by the Board of public works; but 1 thought there was no\nimpropriety in receiving the entire portion in either of the counties whenever the\nsame was finished. as each portion must of necessity be taken in charge by differ-\nent courts. I have therefore agreed to receive the portion herein reported.\nRespectfully, yours,\nJOHN H. VAWTER, Eng'r.\nDigitized by\nGoogle\n764\nDoc. No. 17.\nBALTIMORE AND OHIO RAILROAD COMPANY.\nWESTON, Va., December 29, 183\nEDWARD J. ARMSTRONG, Esq.\nComm'r Board of Public Works.\nSIR,\nActing under your appointment, I have the honor to communi\nherewith all the information which I have been able to collect touching\nadministration of the Baltimore and Ohio railroad company within this come\nwealth.\nThe first enquiry which addressed itself to my consideration under the nsi\ntion of the house of delegates, accompanying this communication, marked 4,\nthat \"in regard to the rates charged from different points of said road.\"\nanswer to that enquiry, I was furnished by the company's agents with the prim\n\" passenger rates\" put into operation on the 1st of January 1853, and the of\ntariff,\" taking effect on the 1st of October 1853; both of which I send y\nmarked B and C.\nThe rates thus put into operation by the company, I have renson to being\nare adhered to, with immaterial departures, adopted perhaps, for convenism\nthe company's agents. It may not be amiss, however, to call your allentive\nthis connection, to the practical working of the rates adopted upon the in\nmediate and local intercourse on the road. That there should be a discriminal\nin favor of passengers and freight destined from Baltimore to Wheeling-1\nvice versa in point of compensation without regard to time, within the main\nrates allowed by the charter, is an occurrence not unexpected to those acquired\nwith the general operations of railroad companies; but that a discrimination\nfavor of an intermediate locality, against another locality similarly situati\nstrikes me, is unusual and should be corrected. Such discrimination yet\nobserve on the passenger rates.\"\nFor example:\nFor a passenger from Baltimore to Fetterman, the fare is\n-\nFrom Fetterman to Wheeling,\n-\n-\n-\nMaking\n-\nI\n-\nFrom Baltimore to Fairmont, the fare is\n-\n7 60\nFrom Fairmont to Wheeling,\n-\n-\n2 75\nMaking\n-\nI\nIn favor of Fairmont and against Fetterman,\n-\nAgain, take the fare\nFrom Baltimore to Sykesville,\n-\n-\nFrom Sykesville to Wheeling,\n-\n-\nMaking\n-\n-\nDigitized by Google\nDoc. No. 17.\n765\nFrom Baltimore to Cranberry Summit,\n-\n.\n6 40\nFrom Cranberry Summit to Wheeling,\n-\n.\n4 80\nMaking\n-\n-\n$11 60\nIn favor of Sykesville and against Cranberry Summit,\n-\n$1 20\nAgain, take the fare\nFrom Martinsburg to Baltimore,\n-\n-\n-\n3 50\nFrom Wheeling to Martinsburg,\n-\n-\n-\n7 25\nMaking\n-\n-\n-\n$10 75\nOr $1 15 more than the Sykesville station.\nTo appreciate the differences here alluded to, it must not be forgotten that the\nthrough fare from Baltimore to Wheeling, as shown by the passenger rates, is but\n$ 8 50; while traveling over the same road from Baltimore to Cranberry Sum-\nmit, and thence to Wheeling, the rate is fixed at $11 20. If the passenger stops\nat Fetterman, the rate is $10 70; if at Fairmont only, $10 35; and if at Sykes-\nville, $9 60; the whole distances being traveled in each case. and but one tran-\nshipinent in each case.\nIn addition to the information which the rates and tariff bills disclose, George\nPusey, a resident of the town of Fairmont, gave me information that on the 3d\nof March 1853 he called at the ticket office in the city of Baltimore to pay his\nfare through to Fairmont, the price then being $ 7 60. The ticket agent informed\nMr. Pusey that the office was closed, and recommended him to go upon the cars\nand pay to the conductor, as his fare would be the same as if he obtained a ticket\nat his office. In consequence of the recommendation of the ticket agent, he\nwent upon the cars, and was charged by the conductor $5 to Cumberland, and\nfrom thence to Fairmont the further sum of $4 25, making $ 9 25 from Baltimore\nto Fairmont. Mr. Pusey says he has demanded from the company reparation for\nthe injustice done him on this occasion, and that the same has been refused. In\nopposition to Mr. Pusey's statement, the agents of the company say that, disa-\nvowing the conduct of the conductors, they proposed to pay him the difference\nbetween, the sum charged and that which ought to have been charged. Ulysses N.\nArnett, a member of the last general assembly, informed me that on his return\nhome in April last, he came upon the said road at the Relay house, and was\ncharged from that point to Cumberland 5, and from thence to Fairmont $ 4 25,\nmaking $ 9 25. Although the company disavow those acts of the conductors, it\nmay not be inappropriate to look to the authority of the company to exact such\ncharges in case a question of authority should be raised.\nThe doctrine respecting corporations appears to be well established, that, as\nthey are the mere creatures of law, established for special purposes, and derive\nall their powers from the acts creating them, are confined in their operations to\nthe subject matter prescribed, or specially granted by the act of incorporation, or\nas are necessary for the purpose of carrying into. effect the powers expressly\ngranted, and as not having any other.\nThe power to make by-laws regulating their charges is expressly authorized by\nthe act of incorporation of this company, but is limited in its exercise to the\nDigitized by Google\n766\nDoc. No. 17.\nmaximum authorized by the act of assembly, passed on the 11th of March 1837,\nestablishing general regulations for the incorporation of railroad companies;\nwhich provides, that a railroad company, 80 soon as any portion of their railroad\nconstructed according to the provisions of the act may be in readiness for\ntransportation, they may transport persons and property, and may charge for the\ntransportation of persons, not exceeding six cents per mile for each person, in-\ncluding his baggage, not exceeding 150 pounds. And for the transportation of\ngoods, produce, merchandize and other articles, except gypsum and lime, not ex-\nceeding eight cents per ton per mile. This general power is still further qualified\nby the proviso to the sixth section of the charter granted on the 6th of March\n1847 to said company, which provides \" that the Baltimore and Ohio railroad\ncompany shall not be permitted to charge for transportation or travel to or from\nBaltimore from or to any point distant more than five miles in a direct Ifne from\nthe Ohio river, more in the aggregate .than for transportation or travel from\nWheeling to Baltimore, or from Baltimore to Wheeling respectively, nor more in\nthe aggregate from any depot west of Harpers Ferry to Baltimore, or from Balti-\nmore to such depot, than from any other depot more distant from Baltimore to\nBaltimore, or from Baltimore to such last mentioned depot.\"\nSuch being the limitations restraining the company in the exercise or imposi-\ntion of their charges, it cannot be maintained that while the company are charg-\ning for passengers but $ 8 50 from Baltimore to Wheeling, they are permitted to\ncharge $9 25 from Baltimore to Fairmont, distant more than five miles in a direct\nline from the Ohio river; and it is due, in fairness to the company, to say that\nthey claim no such power, and they allege they have offered amends for all irre-\ngularities of the kind by their agents.\nAnother complaint was made to me by R. B. Sherrard, senator of the last gene-\nral assembly, to the effect, that he applied for passage from Baltimore to Pawpaw,\nalleging that place to be a regular station for receiving and discharging passen-\ngers. The company, it is alleged by Mr. Sherrard, refused to stop their train at\nthat depot going west from Baltimore, and carried him to Cumberland, a distance\nof 25 miles. and on their eastward trip next day discharged him. Mr. Sherrard\nfurther informed me that this refusal was on the night train, with which train they\nnever stop at the depot indicated. I take it also that Pawpaw is a depot merely\nfor freight, as that place is not mentioned on the table of passenger rates.\"\nWith those individual exceptions, no information was collected or received tend-\ning to show any inequality in the rates charged or manner of the service rendered\nby the company. If unequal burthens exist, they are burtheus ou Virginia citi-\nzens-not because they are Virginia citizens, but because they come under the\ninfluence of the irregularities of the company. Nothing showing a discrimina-\ntion on the part of the company against Virginia trade and travel in favor of the\ntrade and travel of other states has come under my observation.\nIn collecting the information which I now communicate, I was actuated by an\nanxious desire to ferret out every act in the administration of the compauy look-\ning like an odious discrimination against Virginia interests. If such discrimina-\ntions existed, it was due to the citizens of Virginia that the evils should be cor-\nrected. If they did not exist, it was alike due to the company that they should\nbe vindicated from the effects of such charges.\nDigitized by\nGoogle\nDoc. No. 17.\n767\nIt may not be improper, in responding to the latter clause of the resolution of\nthe house of delegates reporting the conclusions of the Board of public works to\nthe general assembly, to recommend a modification of the passenger rates and\nfreight, so as to equalize them between the different stations along said road, but\nthat and any other reasonable change desirable on the part of Virginia citizens, I\nhave no doubt will be promptly made by the company, without legislative inter-\nference on the subject. Let the attention of the officers of the company be called\nto the subject, from a respectable source, that evils exist, and I have no fears that\nthey will impair their high standing by a refusal to correct them.\nI am, very respectfully,\nYour most ob't serv't,\nJ. M. BENNETT.\nDigitized by Google\n768\nDoc. No. 17.\nA.\nResolved, that the commissioners of public works be instructed to receive and\ncollect all information touching the administration of the Baltimore and Ohio rail-\nroad company within this commonwealth, in regard to the rates charged from dif-\nferent points of said road; and generally to enquire whether, in the manage-\nment of said road, unequal burthens are imposed on the citizens of this state;\nand that the said commissioners be required to report their conclusions to the next\ngeneral assembly, with suggestions of such remedy (if any be needed) as the evils\nmay require.\nDigitized by Google\nBALTIMORE A1\nDESTINATION.\nRelay-House.\nEllicott's Mills.\nElyaville.\nMarriottaville.\nSykesville.\nWoodbine.\nMount Airy.\nMonrovia.\nljamsville.\nBaltimore,\n-\n-\n25\n50\n70\n100\n110\n135\n155\n175\n190\nRelay-House,\n-\n-\n-\n25\n40\n65\n80\n100\n120\n145\n160\nEllicott's Mills,\n-\n-\n-\n-\n25\n45\n60\n80\n100\n125\n140\nElyaville,\n.\n-\n30\n40\n60\n80\n100\n115\nMarriottsville,\n-\n-\n-\n-\n25\n35\n55\n75\n90\nSykesville,\n-\n-\n-\n-\n25\n45\n65\n80\nWoodbine,\n-\n-\n-\n25\n40\n55\nMount Airy,\n-\n-\n25\n35\nMonrovia,\n-\n-\n-\n-\n25\nIjamsville,\n-\n-\nMonocacy,\n-\n-\n-\n-\nFrederick,\n-\n-\nDavis' Ware-house,\n-\nPoint of Rocks,\n-\n-\n-\nBerlin,\nKnoxville,\nH. Ferry,\n-\nDuffields,\nKerneysville,\nMartinsburg,\n-\nNorth Mountain,\n-\nHancock,\n-\n-\nSir John's Run,\n-\n-\n-\nGreat Cacapon,\n-\nGreen Spring R.\n-\n-\n-\nPatterson's Creek,\n&\n-\n-\n-\nCumberlund,\nBrady's Mill,\n-\nNew Creek,\nPiedmont,\n-\nBloomington,\nFrankville,\nOaklands,\nCranberry S.\n-\n-\nCheat River,\nTunnelton,\n-\nIndependence,\nFetterman,\nValley R. Falls,\nBenton's Ferry,\nFairmont,\nBarnesville,\nBarracksville,\n-\nFarmington,\n-\nMannington,\nBee-Guin Station,\nBurton,\nBellton,\n-\nCameron,\n-\n-\nRoseby's Rock,\n.\n-\n-\n-\n-\nMoundaville,\n.\n-\n-\n-\n-\n-\n-\n-\nWheeling.\nFor intermediate and extra distances, charge 3₫ cents per mile, taking card\nDigitized by Google\nDigitized by Google\n97\nDigitized by Google\nC.\nFREIGHT TARIFF\nOf the Baltimore and Ohio Railroad-to take effect October 1, 1853.\nRATES BETWEEN WHEELING AND\nRATES BETWEEN BALTIMORE AND THE SEVERAL STA.\nTHE SEVERAL STATIONS-PER\n100 LBS.\nTIONS-PER 100 LBS.\nNAMES OF THE SEVERAL FREIGHT STATIONS ON THE\nlet Class.\n2d Class.\n3d Class.\n4th Class.\n1st Class.\n2d Class.\n3d Class.\n4th Class.\nRAILROAD.\nPLASTER-Per\nTon.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nFLOUR-Per\nBarrel.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts-\nCts.\nCts.\nCts.\nCts.\nCents.\nBaltimore,\n-\n-\n-\n90\n75\n75\n60\n65\n50\n50\n40\n3\n3\n3\n3\n3\n3\n3\n3\nWashington Junction,\n-\n-\n90\n75\n75\n60\n65\n50\n50\n40\n-\n-\n4\n4\n3\n3\n3\n3\n3\n3\nAvalon,\n-\n-\n-\n90\n75\n75\n60\n65\n50\n50\n40\n-\n-\n-\nDigitized by Google\n26\n5\n5\n4\n4\n3\n3\n3\n3\n81\n-\nIlchester,\n-\n-\n-\n90\n75\n75\n60\n65\n50\n50\n40\n-\n30\n6\n6\n4\n4\n3\n3\n3\n3\n91\n-\n-\nEllicott's Mills,\n-\n-\n-\n88\n73\n73\n59\n63\n49\n49\n39\n42\n8\n8\n6\n6\n5\n5\n4\n4\n12\n72\n49\n49\n-\nElysville,\n-\n-\n-\n87\n72\n59\n62\n39\n-\n-\n50\n10\n10\n7\n7\n6\n6\n5\n5\n121\n-\nWoodstock.\n-\n-\n-\n-\n86\n72\n72\n58\n62\n48\n48\n38\n-\n58\n11\n11\n8\n8\n7\n7\n6\n6\n13\n-\n- Marriottsville,\n85\n71\n71\n57\n61\n48\n48\n38\n-\n-\n-\n64\n12\n12\n9\n9\n8\n8\n6\n6\n134\n-\n-\nSykesville,\n-\n-\n84\n70\n70\n56\n60\n47\n47\n37\n70\n14\n14\n10\n10\n8\n8\n7\n7\n15\nHood's Mill,\n84\n70\n70\n56\n60\n47\n47\n37\n.\n-\n-\n-\n.\n-\n76\n15\n15\n11\n11\n9\n9\n7\n7\n16\n- Woodbine,\n83\n68\n69\n56\n59\n48\n47\n37\n-\n-\n-\n88\n17\n17\n13\n13\n11\n11\n9\n9\n18\n-\n-\nMount Airy,\n.\n-\n8\n68\n68\n55\n58\n46\n46\n37\n-\n-\n1.00\n20\n20\n15\n15\n12\n12\n10\n10\n20\n- Monrovia,\n36\n.\n-\n81\n67\n67\n54\n57\n45\n45\n-\n-\n-\n1.00\n21\n20\n16\n15\n13\n12\n11\n10\n20\n- ljämaville,\n-\n-\n81\n67\n67\n54\n57\n45\n45\n36\n-\n-\nMonocsey,\n80\n67\n67\n53\n57\n44\n44\n35\n1.00\n23\n20\n18\n15\n15\n13\n12\n10\n20\n-\n-\n-\n-\n-\n1.00\n24\n20\n19\n15\n15\n13\n12\n10\n20\nFrederick,\n80\n67\n67\n53\n57\n44\n44\n35\n-\n-\n1.00\n25\n21\n10\n15\n15\n13\n12\n10\n20\n80\n67\n67\n53\n57\n44\n44\n35\n1.00\n25\n21\n19\n15\n15\n13\n13\n10\n20\nDavis' Depot.\n79\n66\n66\n53\n56\n44\n44\n35\n1.00\n26\n21\n19\n15\n15\n13\n13\n10\n20\nDoup's Switch,\n78\n65\n65\n52\n55\n44\n44\n35\n1.00\n27\n22\n20\n16\n17\n14\n14\n11\n20\nPoint of Rocks,\n-\n77\n64\n64\n51\n54\n43\n43\n34\n1.00\n28\n22\n21\n17\n17\n14\n14\n11\n20\nCatoctin Depot,\n-\n77\n64\n64\n51\n54\n43\n43\n34\n1.00\n29\n23\n22\n17\n18\n15\n15\n12\n20\nBerlin,\n-\n77\n64\n64\n51\n54\n43\n43\n34\n1.00\n30\n24\n23\n18\n19\n15\n15\n12\n20\nKnoxville,\n-\n76\n64\n64\n51\n54\n43\n43\n34\n1.00\n30\n24\n23\n18\n19\n15\n15\n12\n20\nWeverton.\n-\n76\n64\n64\n51\n54\n43\n43\n34\n1.03\n31\n25\n23\n18\n19\n15\n16\n13\n20\nHarpers Ferry,\n75\n63\n63\n50\n53\n42\n42\n34\n1.07\n33\n26\n25\n19\n21\n16\n17\n13\n24\nDuffields,\n-\n74\n63\n63\n50\n53\n42\n42\n34\n1.13\n35\n27\n26\n20\n22\n17\n18\n14\n25\nKearneysville,\n73\n62\n62\n50\n52\n42\n42\n34\n1.16\n35\n27\n26\n20\n22\n17\n18\n14\n25\nVan Cliveville,\n-\n72\n61\n61\n49\n51\n41\n41\n33\n1.21\n37\n28\n28\n21\n22\n18\n19\n15\n26\nFlagg's Mill,\n71\n60\n60\n48\n50\n40\n40\n32\n1.23\n37\n28\n28\n21\n22\n18\n19\n15\n26\nMartinsburg,\n71\n60\n60\n48\n50\n40\n40\n32\n1.32\n39\n29\n29\n22\n22\n18\n20\n15\n30\nNorth Mountain,\n69\n58\n58\n47\n49\n39\n40\n32\n1.41\n40\n30\n30\n22\n25\n19\n21\n16\n34\nCherry Run,\n68\n57\n57\n46\n48\n38\n39\n31\n1.46\n41\n31\n31\n23\n27\n20\n23\n17\n36\n-\nSleepy Creek,\n67\n56\n56\n45\n47\n37\n38\n30\n1.51\n42\n32\n31\n23\n27\n20\n23\n17\n38\n-\nHancock,\n66\n55\n55\n44\n46\n36\n37\n29\n1.57\n43\n32\n32\n24\n27\n20\n23\n17\n40\n-\nSir John's Run,\n65\n55\n55\n44\n46\n36\n37\n29\n1.62\n44\n33\n32\n24\n28\n21\n24\n18\n40\nGreat Cacapon,\n64\n54\n54\n43\n45\n35\n36\n29\n1.87\n47\n34\n34\n25\n30.\n22\n27\n19\n40\n41\n32\n48\nIMMER.\nPaw Paw Depot,\n61\n51\n51\n42\n34\n27\n1.93\n35\n34\n25\n30\n22\n27\n19\nWINTER.\n40\n-\nLittle Cacapon,\n60\n50\n50\n40\n42\n32\n33\n27\n1.98\n48\n35\n34\n25\n30\n22\n28\n19\n40\nSouth Branch,\n59\n49\n49\n39\n42\n32\n32\n26\n2.01\n49\n35\n35\n25\n30\n22\n28\n19\n40\nGreen Spring Run,\n58\n48\n48\n38\n40\n31\n32\n25\n2.09\n49\n35\n35\n25\n32\n23\n29\n20\n40\nPatterson's Creek,\n57\n47\n47\n37\n39\n31\n31\n25\n2.18\n50\n35\n35\n25\n32\n23\n30\n20\n40 40\nCumberland,\n56\n47\n47\n37\n39\n31\n31\n25\n2.20\n52\n36\n36\n26\n33\n24\n31\n21\n42\n41\nBrady's Mill,\n54\n15\n45\n26\n38\n30\n30\n24\n2.25\n54\n38\n38\n27\n35\n25\n32\n22\n44\n42\nRawlins' W. S.\n53\n44\n44\n35\n37\n29\n29\n24\n2.33\n55\n39\n39\n28\n36\n25\n33\n23\n45\n43\nNew Creek,\n52\n43\n43\n34\n36\n29\n28\n23\n2.38\n55\n40\n40\n29\n36\n26\n33\n23\n46\n44\nPiedmont,\n51\n42\n42\n34\n35\n29\n28\n23\n240\n57\n42\n42\n31\n38\n27\n34\n24\n48\n46\nBloomington,\n50\n41\n40\n33\n33\n28\n26\n22\n2.47\nDigitized by\n59\n44\n44\n33\n39\n29\n35\n25\n51\n48\nFrankville,\n49\n39\n38\n31\n32\n26\n25\n21\n2.50\n61\n46\n46\n35\n41\n31\n36\n26\n54\n50\nWilson's Depot,\n48\n37\n36\n29\n30\n25\n24\n20\n2.51\n63\n48\n48\n36\n42\n32\n37\n27\n55\n50\nAltamont,\n48\n35\n34\n27\n29\n23\n23\n19\n2.60\n64\n49\n49\n37\n43\n33\n37\n27\n56\n51\nOakland,\n46\n34\n34\n26\n29\n23\n23\n19\n2.70\n66\n51\n51\n39\n44\n34\n38\n28\n58\n52\nCranberry,\n45\n33\n33\n25\n28\n22\n23\n18\n2.80\n72\n57\n57\n44\n49\n39\n41\n31\n65\n57\nCheat River,\n43\n32\n32\n24\n27\n21\n23\n17\n2.87\n75\n60\n60\n47\n51\n41\n43\n33\n68\n59\nTunnelton,\n41\n31\n31\n23\n27\n20\n22\n16\n2.94\n77\n62\n62\n49\n53\n43\n44\n34\n70\n61\nIndependence,\n39\n30\n30\n22\n26\n19\n21\n15\n3.00\n79\n64\n64\n51\n54\n44\n45\n35\n73\n63\nThornton,\n38\n29\n29\n22\n25\n19\n20\n15\n3.00\n81\n66\n66\n52\n56\n46\n46\n36\n75\n64\nFetterman.\n36\n28\n27\n21\n23\n18\n19\n14\nC.-CONTINUED.\nRATES BETWEEN BALTIMORE AND THE SEVERAL STA.\nRATES BETWEEN WHEELING AND\nTIONS-PER 100 LBS.\nTHE SEVERAL STATIONS-PER\n100 LBS.\nNAMES OF THE SEVERAL FREIGHT STATIONS ON THE\n1st Class.\n2d Class.\n3d Class.\n4th Class.\nRAILROAD.\nlst Class.\n2d Class.\n3d Class.\n4th Class.\nPLASTER-Per\nTon.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nFLOUR-Per\nBarrel.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nWinter.\nSummer.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCents.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\nCts.\n3.00\n82\n67\n67\n53\n57\n46\n46\n36\n76 64\n-\n- Valley River Falls,\n-\n-\n35\n27\n26\n20\n22\n17\n18\n13\n3.00\n83\n68\n68\n54\n58\n46\n46\n36\n76 64\n0\n- Nuzum's Mill,\n-\n-\n34\n26\n25\n19\n21\n16\n17\n13\n3.00\n84\n69\n69\n55\n59\n48\n47\n37\n77 65\n-\n- Benton's Ferry,\n-\n-\n-\n32\n25\n24\n18\n20\n15\n16\n12\n3.00\n84\n69\n69\n55\n59\n48\n47\n37\n78 66\n-\n- Fairmont.\n-\n-\n-\n30\n24\n23\n18\n19\n15\n15\n19\n3.00\n85\n70\n70\n56\n60\n48\n47\n37\n79 67\n-\n- Barnes' Depot,\n-\n.\n-\n28\n23\n22\n17\n18\n14\n14\n11\n3.00\n86\n71\n71\n57\n61\n49\n48\n38\n80 68\n-\n- Barrackville,\n-\n-\n-\n26\n22\n21\n16\n17\n14\n13\n10\n3.00\n87\n72\n72\n57\n62\n49\n49\n39\n82 68\n-\n- Mannington,\n-\n-\n-\n23\n20\n19\n16\n16\n13\n12\n10\n3.00\n88\n73\n73\n58\n65\n50\n50\n40\n83 69\n-\n- Farmington,\n-\n-\n-\n22\n19\n19\n15\n16\n13\n12\n10\n3.00\n90\n75\n75\n60\n65\n50\n50\n40\n85 70\n-\n- Littleton,\n-\n-\n-\n18\n15\n15\n12\n13\n11\n11\n9\n3.00\n90\n75\n75\n60\n65\n50\n50\n40\n85 70\n-\n- Bell's,\n#\n-\n-\n-\n16\n14\n14\n11\n12\n10\n10\n8\nDigitized by Google\n3.00\n90\n75\n75\n60\n65\n50\n50\n40\n85 70\n-\n- Cameron.\n-\n-\n-\n-\n12\n10\n10\n9\n9\n8\n8\n6\n3.00\n90\n75\n75\n60\n65\n50\n50\n40\n85 70\n-\nMoundsville,\n-\na\n-\n7\n6\n6\n5\n5\n4\n5\n4\n3.00\n90\n75\n75\n60\n65\n50\n50\n40\n85\n70\n- Wheeling.\nTo 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\nsame direction, from Baltimore or Wheeling, taking care not to exceed the charge from the place of shipment to the other end of the road.\nNo charge for any distance, however short, shall be less than 30 cents per 2000 pounds, except by special contract, made with the general superintendent.\nDoc. No. 17.\n773\nSPECIAL RATES.\nEmpty flour barrels will be carried at one-third of flour rates, at the company's\n:onvenience, but none less than 3 cents each. Whisky, pork and like barrels at\nlouble these rates.\nBricks at 2 cents per ton per mile, but not less than 75 cents per thousand.\nCarriages must be securely protected by good covering, or other packing, from\nliability to fire, chafing or injury from weather. When so protected, they will be\nated to weigh as follows under first class rates\nA four-horse vehicle to weigh\n-\n5000 pounds.\nA two-horee \" \"\n-\n3000 \"\nA one-horse\n\"\n\"\n-\n2000\n\"\nIf the owner or his agent shall assume the various risks to which such articles\nre liable, and release the company from the same, in writing, the charge will be\nsade at second class rates-same estimated weights.\nCoal and coke from Piedmont and Cumberland, will be taken at prices estab-\nshed by special contract, or published in separate lists, from time to time.\nFire bricks, from Cumberland to Baltimore, $2 46 per 2240 lbs. all the year.\nGrains, if in car loads, will be taken by the car load at same gross charge as\nlour.\nIron, in pigs and blooms, delivered at Mount Clare station :\nCumberland to Baltimore,\n-\n-\n$2 50 per ton.\nHarpers Ferry to\n\"\n.\n-\n-\n1 50\n\"\nPoint of Rocks to\n\"\n-\n-\n1 50\n\"\nFrederick to\n\"\n-\n-\n1 50\n\"\nand not to exceed $2 50 per ton for any distance under 180 miles. Subject to\n5 cents charge per ton for street haulage.\nWestward-taken at company's convenience\nFairmont to Wheeling,\n-\n-\n$ 2 00 per ton.\nBaltimore\n\"\n-\n-\n-\n5 00\n\"\nIron ore from Point of Rocks to Cumberland, $1 45 per ton; otherwise at\nourth class rates, except by special contract.\nLumber and timber, when taken in car loads, will be charged at 20 per cent.\ness than fourth class rates, excepting logs, square timber and very long stuff.\nOn lumber of all kinds not more than 25 feet long, heading and staves, shooks,\nanners' bark, shingles and hoop poles, (which must be tied up in bunches,) in\nquantities of 10 tons or more, at any one time, a deduction of 20 per cent. from\nqurth class rates will be made. If the company load or unload either lumber,\nshingles, tanners' bark, heading, staves or hoop poles, 10 cents per ton, or 30 cents\nper cord, will be charged, each for loading and unloading.\n4 for loading and unloading cars, unless a special\nwriting; and whenever a car is delayed for\nbe at the option of the company to\nwithout any deduction, or to charge\nww\nDigitized by Google\n774\nDoc. No. 17.\nThe special carriage of lumber, from mills along the route, must be provided\nfor by special contract.\nLive Stock.\nSheep and swine will be taken at two several rates. If in cars with one\nfloor only, they will be charged at first class summer rates, not exceeding 70 ceats\nper 100 lbs. If in cars with two floors, both of them filled, the charge will be at\nsecond class summer rates.\nHorses, mules and cattle will be taken only by special contract with the gene-\nral superintendent or master of transportation.\nIt is to be understood distinctly that the owners of live stock take the sole\nrisk of all injury to their animals from suffocation, maiming of themselves or of\neach other, and of escape; indeed, of all injuries or accidents, not clearly and\ndirectly traceable to the neglect or misconduct of the company's officers or hands.\nIn order to obviate all grounds of complaint of the crowding of hogs, sheep or\ncalves, the owner or his agent may determine how many of them may be put\ninto one car, by agreeing to pay for not less than 10,000 pounds as the load of\nsuch car, with one floor, or 16,000 lbs. with two floors, the company reserving the\nright to charge for the actual weight of such load if it should overrun these limits.\nOwners or drivers will be taken on the train to attend to their stock free of\ncharge, but at their own risk of personal injury, from whatever cause.\nBut no owner or driver will be carried back free, unless he shall have obtained\na pass for that purpose from the agent of the station where his stock was loaded.\nManganese, from Harpers Ferry to Baltimore, at $2 per ton.\nManures-natural and artificial, (plaster excepted,) will be carried at 3 cents\nper ton per mile, not less than 30 cents per ton, nor more than fourth class rates,\nthe company reserving the right to send such as are offensive at their own con-\nvenience, when there is less than a car load, or to charge for the estimated capa-\ncity of the car.\nSpecie will be transported only in the passenger trains, under the special care\nof an authorized agent of the company, and will be charged at first class summer\nrates for $1000 estimated at 300 pounds.\nSand for building, &c. will be carried in entire car loads at 2 cents per ton per\nmile; but not less than 30 cents per ton for any distance, to be loaded and un-\nloaded by owner.\nStoves, stove plates and furniture and other light castings, and machinery of all\nkinds, will only be taken at owner's risk as to breakage.\nNo article that the agents of the company do not consider worth the charge\nfor freight at forced sale, will be taken unless the freight on the same is prepaid\nto the agent to whom it is delivered.\nLocomotive engines and tenders will be drawn at 30 cents per mile in freight\ntrains, in all cases. Passenger cars at 2 cents per wheel per mile. Freight and\nbaggage cars at 1 cent per wheel per mile.\nArticles of extraordinary bulk or unusual length must be made the subject of\na special agreement with the master of transportation or\nDigitized by\nDoc. No. 17.\n775\nFIRST CLASS.\n75 Cents Summer-90 Cents Winter.\nAcids, in glass, double rates, except car loads.\nAle, beer and porter, in bottles, owner's risk.\nBerries: blinds.\nBonnets.\nBooks, way.\nBoots and shoes.\nBread, biscuit, &c.\nBristles, westward.\nBrooms and broom corn.\nBrushes.\nButter, fresh.\nCabinet ware, boxed.\nCandy and confectionery.\nCards, for cotton or wool.\nCarpets and carpeting.\nCarriages, carts and wagons, well packed, owner's risk-see special\nrates.\nChairs, packed; china.\nCider, in bottles, owner's risk.\nCigars and cigar boxes, rated at 15 lbs. per cubic foot.\nCopper and copper manufactures, for way stations.\nCotton batting, waste and yarn, owner's risk.\nClocks; dates, way.\nDry goods, in boxes.\nDemijohns and their contents, at owner's risk.\nDrugs, in boxes, way.\nEgge, owner's risk.\nFeathers.\nFish, fresh, owner's risk.\nFurs,\n\"\nFurniture, new, and not boxed, rated at double weight, at owner's risk.\nGame; garden seeds.\nGlass-ware, owner's risk, way.\nGroceries, to way stations.\nHair and moss, upholsterers'.\nHardware, to way stations.\nHarness; hats and caps.\nIce, in small quantity.\nIndigo; ink; ivory.\nLemons, oranges, and like fruit.\nLiquors, foreign, way.\nLooking glasses and glass plate, packed, at owner's risk, rated as fur-\nniture.\nMats; mattresses.\nin gives or bexes, at owner's risk, way.\nDigitized by Google\n776\nDoc. No. 17.\nMuskets and fire arms.\nOil, in bottles.\nOysters, in kega or cans.\nPaper boxes, in nests.\nPaper and paper hangings, in bundles.\nPiano fortes, owner's risk.\nPoultry, owner's risk.\nRaisins, &c. way.\nSaddlery, to way stations.\nSushes, glazed or not, at owner's risk.\nScales and scale beams, loose.\nShot, to way stations.\nShrubbery and trees, owner's risk.\nSoap, fancy and shaving.\nStationery, way.\nStoves, mounted, and stove furniture, at owner's risk.\nStraw goods.\nTea, way.\nTin-ware.\nTobacco, foreign.\nTrunks and contents, (combustibles and inflammables exclude\nUmbrellas, whips, &c.\nVeneering.\nWines, in baskets or boxes.\nWillow ware and wooden ware, rated as new furniture, st\nrisk of chafing.\nWool, way.\nAll articles not weighing 500 pounds or more; provided that if not weig\npounds, they shall be charged not more than if weighing 500 pounds, under the\nclass.\nDigitized by Google\nDoc. No. 17.\n777\nSECOND CLASS.\nSummer-75 Cents Winter, when in quantities of 500 pounds or more.\nSee Proviso No. 2.\nAgricultural implements, weighing less than 100 lbs. each.\nAle, beer and porter, in casks.\nAxes; axletrees.\nBacon, westward.\nBags, in bales.\nBeans and peas, way.\nBeeswax; books, through.\nBristles, eastward.\nCandles, westward, way.\nCarpenters' work.\nCast steel, in bars.\nChair and other turned stuff.\nChecse, westward.\nClock weights.\nCod fish, loose.\nCoffee, to way stations.\nCopper and copper manufactures, through.\nCordage, way.\nCotton duck, through.\nCurrants, in casks, through.\nDates, in box, cask or mats, through.\nDomestic cottons and prints. in original packages, through.\nDrugs and medicines, through.\nDry goods, in bales.\nDye stuffs, not elsewhere provided for.\nEarthenware, to way stations.\nFlaxseed, ways\nFruit, dried.\nGlassware, in boxes, at owner's risk, through.\nGlue and gums generally.\nGroceries, through.\nHair, saddlers and plasterers.\nHardware, through.\nHerrings, boxes or kegs.\nHides, dry.\nHollow ware castings, less than car loads.\nHoney; hops.\nIron, manufactured, to way stations.\nIron safes.\nIron, sheet, for roofing.\nLead, way; leather.\nLive stock, not provided for in special rates.\nLiquors, domestic, way.\nLiquors, foreign, through.\n1\nmands of value.\nDigitized by Google\n778\nDoc. No. 17.\nMelons.\nMachinery, hoxed, at owners's risk.\nNails and spikes, in less than a car load.\nNuts, in bags or casks, domestic.\nOil, in casks, owner's risk of leakage, way.\nOil cloths.\nPaints, not otherwise provided for.\nPalm leaf, in bales.\nPaper hangings, boxed.\nPaper, printers'.\nQueensware, way.\nRags and straw paper, to way stations, owner's risk.\nRice, way.\nSalts and saltpetre, to way stations.\nScales and scale beams, boxed.\nSeeds, clover, grass and hemp.\nShot, through.\nSkins, buffalo, deer, &c., in bales, (also coon, for and wild t\nSpices; starch.\nStationery, through.\nStoneware, way.\nStoves and stove castings, by the car load, at owner's risk.\nSugar, refined, way.\nSumae.\nTeas, through.\nTobacco, domestic manufactured, except cigars, way.\nVarnish.\nWindsor chairs, worn furniture and kitchen furniture, rull\npounds per cubic foot of space occupied.\nWines, in cask.\nWool, through.\nDigitized by Google\nDec. No. 17.\nTHIRD CLASS.\nents Summer-65 Cents Winter, when in quantities of 500 pounds or more.\nSee Proviso No. 2.\nAgricultural implements, weighing 100 lbs. or more each.\nApples, in bbls., by car load.\nAnchors; anvils.\nBacon, loose, eastward.\nBagging, in bales or rolls.\nBeans and peas, casks, through.\nBinders' boards.\nButter, in kegs and casks.\nCabbages, not over half winter rates per 100 lbs. in car loads.\nCast steel, in cases, through.\nCheese, eastward.\nCordage, through.\nDye wood, chipped or ground.\nFlax, in bales, through.\nFlour, westward or by way.\nGinseng.\nGlass, window, owner's risk.\nGrindstones.\nGunny bags, way.\nHollow ware castings, by car load, owner's risk.\nIce, by car load.\nMachinery and machine castings and forgings, at owner's risk.\nMarble, in undressed slabs and rongh, owner's risk of breakage, way.\nMillstones.\nMineral waters, in casks.\nOakum, in bales.\nOil, in casks, owner's risk of leakage, through.\nPepper; pimento.\nPork, salted, loose.\nRailroad car, wrought materials.\nRosin, way.\nSaddlery, through.\nSalt, less than a car load.\nSoap, except fancy.\nSteel and steel springs.\nSugar, refined, through.\nTobacco, manufactured, except cigars, through.\nWire.\nZinc.\nDigitized by Google\n780\nDoc. No. 17.\nFOURTH CLASS.\n40 Cents Summer-50 Cents Winter, when in quantities of 500 pounds\nSee Proviso No. 2.\nAlum.\nAshes-pot, pearl and wood.\nBacon, in casks or sacks, eastward.\nBale rope; bark: barytes.\nBeef-salted, in casks.\nBones and bone dust.\nBrimstone, \"in rolls or crude, casked.\"\nCandles, eastward, car loads.\nCastings-heavy and strong.\nChalk and whiting.\nCharcoal, by cur load.\nCider, in casks.\nClay-pipe, German and moulding.\nCoal, not under special rates.\nCod fish, in casks.\nCoffee, through.\nCopperas.\nCotton, in bales.\nDye woods, in sticks.\nFish, salted, in casks.\nFire wood.\nFlaxseed, through\nGunny-bags, in bales, through.\nHemp, in bales, through.\nHay, in bales, capacity of car, or with heavy goods.\nHeading and staves, in car loads.\nHides-green or salted, at summer rates, through the year.\nHogs' hair, in bales.\nHorns.\nIron, in bloom, pig, scrap and manufac'd, not in special rates\nLard, in casks.\nLead, through.\nLime and limestone.\nLiquors-domestic, through.\nLumber, not in special rates.\nMadder, through, in original package.\nMarble, in slabs, through.\nMolasses.\nNails and spikes, by car load, rated ns flour.\nOchres and earth paints, ores.\nOil cake.\nOysters, in shell,\nPork, salted, in cask or sack.\nPitch.\nPosts and rails.\nDigitized by Google\nDoc. No. 17.\n781\nPork and other provisions, fresh, taken through in car loads, at the\nowner's risk of spoiling.\nQueensware, through.\nRags, through.\nRice, through.\nRosin.\nSalt, in car loads, charged as flour.\nSaltpetre, crude, through.\nShorts and mill offal.\nSoda ash and bleaching salts.\nStone.\nStraw, pressed, in bales, if with heavy goods.\nStraw paper, by car loads, through, owner's risk.\nSugar, unrefined.\nTallow, in casks.\nTin plate; tar.\nTobacco. eastward.\nTurpentine, crude.\nTurpentine, spirits, at owner's risk of leakage.\nVenetian red.\nVinegar.\nUnenumerated articles will be taken at the rates charged on analagous\nor like articles.\nguitest in 071\nDigitized by Google\n782\nDoc. No. I\nCONDITION\nArticles at the rates mentioned in this tariff\ncare only.\nAll articles, except where it is otherwise spe\nweight, either actual or estimated.\nTo avoid error, it is desired that each box\nmerchandize, carried by actual weight, shall hi\nerrors in over weight of any article will not be\ncompany's possession.\nInvoices not amounting to 25 cents at regula\nAll packages will be subject to charge for co\nArticles will not be received for transportatio\nble casks, boxes, bales or packages: and each\nwith the name or private mark of the consigne\nare to be delivered; otherwise, they will not b\ndamage for loss or misearriage will be paid.\nThe company will not be responsible for a\nfrom storms, accidents, or other causes, or by d\njury by heat or frost to such as are affected there\nspecial despatch in the transportation of any\nselves liable for damages by fire, or as commo\narrival at its place of destination, and unloade\ndepots.\nGoods in bundles will not be considered as P\nwill not be responsible for any loss of parts of a\nNo allowance for deficiency of lemons or ora\nwill be made.\nThe company will not be held responsible for\nbe receipted for by a duly authorized agent.\nWhen receipts are required, duplicates ready\nthe consignor.\nWhen articles are designed. after transpor\nforwarded by some other company or an indivi\nduplicate receipt furnished by the consignor\narticles be marked accordingly. This company\narticles after they are so delivered.\nAll goods and merchandise will be at the risl\nthe company's warebouses. except for such los\nnegligence of the agents of the company.\nAll articles will be at the risk of the owners,\nplatforms where depot buildings have net been\nthe moment such articles are delivered as direct\nthe ears as the case may be.\nAll articles of freight. arriving at their plas\nDigitized by Google\nDoc. No. 17.\n783\naway within twenty-four hours after being unladen from the cars-the company\nreserving the right of placing the same in store at the risk and expense of the\nowner, if they see fit, after the lapse of that time.\nThis company will not receive or carry any bank bills, drafts, notes, deeds,\ncontracts or other valuable papers or writings.\nNo gold or silver coin or bullien, or manufactured articles of gold or silver,\njewels, watches, pictures, plated articles, glass, silks, or lace, will be carried, for\nthe loss of which the company will be responsible, unless such articles be put in\ncharge of an agent of this company, and a memorandum in writing be also fur-\nnished such agent, stating the character and kind of the articles and their value,\nand unless a proper extra price for the carriage and responsibility of such articles\nbe paid, which shall not be less than double first class rates.\nAll specially combustible or explosive articles, including gun powder, will be\ntaken only by special agreement, on due notice to the master of transportation or\nlocal agent, and if found secreted among other goods, will be forfeited or\ndestroyed, and the consignor, in case of damages, will be held liable therefor.\nWhen an invoice covers a variety of articles, as a lot of furniture, or goods,\n&c., each separate piece must be properly marked and numbered, and a bill of\nparticulars furnished by the consignor, to go with the way bill, or they will not be\nreceived.\nPigs and stock hogs will be rated at 125 lbs. sheep 100 lbs. ; lambs 75 lbs.\neach.\nFlour, 200 lbs. beef and pork, 300 lbs. per barrel.\nSalt, fine, 60 lbs. ; coarse, 70 lbs. per bushel.\nPackages of butter weighing less than 50 lbs. will be rated at 50 lbs.\nApples and potatoes will be rated at 150 lbs. per barrel. Potatoes per bushel\n56 lbs.\nAshes, pot or pearl, per bbl., 450 lbs.\nButter, tallow, lard, &c., per bbl., 300 lbs.\nRosin and crude turpentine, per bbl., 300 lbs.\nBricks, per 1,000, 5,000 lbs.\nWheat, estimated at 60 lbs. ; rye and corn 52 lbs. ; barley at 46 lbs. buck-\nwheat at 45 lbs. ; and oats at 30 lbs. per bushel provided, always, that reliable\ncertificates of the number of bushels in any consignment of grain, salt, &c. shall\nbe furnished and delivered with the same to the company's agent-otherwise the\nactual weight will be taken in the most convenient mode, and the charge thus\nmade on the manifest will be rigidly adhered to.\nThe freight on the following articles, when they cannot be conveniently\nweighed, will be computed on estimated weights, viz:\nCharcoal in bulk, if dry, at 14 lbs. per cubic foot, or 221 lbs. per bushel.\nFire wood, posts and rails, if dry, at 3,500 lbs. ; or if green, at 4,500 lbs. per\ncord.\nTanners' bark, if dry, at 2,000 lbs. per cord.\nDigitized by\nGoogle\n784\nDQc. No. 17.\nPine and hemlock boards, planks and scantling, if well seasoned, at 2,250 lbs.;\nor if not well seasoned, at 2,500 lbs. ; if green, at 3,000 lbs. per M feet B.M.\nAsh, oak, walnut, maple and cherry, if dry, 3,500 lbs. ; or if not dry, 4,000 lbs.\nper M feet B. M.\nGreen whitewood boards, 3,500 lbs. per M feet B. M.\nStone entirely unwrought, 4,000 lbs. per cubic yard.\nSalt and grain, if carried in bulk, and charcoal, must be loaded and unloaded\nby the owner.\nPig iron, gypsum, bark, mineral coal, coke, bricks, building stone, fire wood,\nclay, sand, slate and manures, must be loaded and unloaded by the owner, and\nwill be subject to extra charge for street haulage, unless specially excused.\nCoke will be rated by the capacity of the car.\nThis company will not be accountable for the breakage of glass, glassware,\nlooking glasses and marble, or for damages to the hidden contents of packages,\nor for breakage and bursting, or by improper packing, or for loss of nuts and shot\nshipped in bags, nor for any deficiency in dry goods, boots, shoes, hats, caps and\nstraw goods, unless the packages are properly strapped and sealed when shipped.\nAll persons sending goods, in various lots, to the company's stations, for trans-\nportation to the same place and consignee, must take care to send them at the\nsame hour of the same day, or single packages arriving by themselves will be\nliable to separate entry and charge on the company's books as single packages,\nand no correction will be made in case they are 80 entered and charged. The\nurgency of the company's business does not allow of holding such packages in\nwaiting for other deliveries which they are intended to accompany, nor of occu-\npying the time of their clerks with such extra labor.\nTerms-cash on delivery.\nDigitized by Google\nDoc. No. 17.\n785\nPROVISOES.\n1. When the same article is enumerated for way transit in one class, and for through\ntransit in a lower, the charge upon it for the way transit, is not to exceed in the aggregate,\nwhat it would be for the same quantity, if carried through under the lower rate.\n2. All articles delivered to the company for transportation, and not weighing 500 pounds\nor more, shall pay first class rates. though they may be named in a lower class-but not\nmore in the whole than 500 pounds would pay under the class in which they are named.\n3. N. B.-Leakage of liquids, breakage of glass and other fragile wares, melting of ice,\ndecay of vegetables, fruits, fish, meats, game and other perishable articles, must be at\nowner's risk.\nAlso, injury from improper packing.\nWM. PARKER,\nG. Superintendent.\nRaltimore, 1853,\n99\nDigitized by Google\n786\nDoc. No. I\nCOVINGTON AND OHI\n0\nBoard of Public Works,\nGENTLEMEN,\nOn the 30th of September 1.\nannual reports of works of internal improvement sl\nbeen made with the Covington and Ohio railroad.\nlying between Kanawha river and the mouth of Big\nthe graduation and masonry of sections 8, 9, 10, 11, 1\n36, 40, 41, 42 and 43, had been accepted, and the e\nwork, but no estimates had been allowed.\nThe expenditures to the 30th September were as f\nOn account of engineers,\n-\nresurveys,\n#\nsuperintendence,\n-\ninstruments,\n-\nTotal expenditures,\nThe total expenditures up to the present time have\nOn account of engineers,\n,\n#\n\"\nsuperintendence and contingencies,\n\"\ninstruments,\n.\n.\n\"\nconstruction,\n-\nIt was deemed advisable not to prepare the annu\neastern division were completed. The question of ro\nthe Alleghany mountains had very much engrossed pt\nimportant that the result of the surveys should be I\nwork.\nOne of the first questions presented for your con\nyour official duties in July last, was the resurvey of t\nand Ohio railroad.\nThe people living on what has been known as the M\nnot satisfied with the surveys which had previously be\nvey of their respective routes, by an engineer who ha\ntion, and who could enter upon its examination fre\nCharles B. Fisk, Esq., late chief engineer of the Che\nportant duty, met with the entire approbation of the\nhis duties at Callaghan's on the 6th of August last, aid\nroute, and Maj. A. Ellison, jr., on the Meadow river\nlast, Mr. Dupey and his corps were placed under the\nthe Greenbrier route. Afterwards two parties were o\nMyers, from the engineers employed on the western\nMr. Sharp, to aid in the resurveys.\nDigitized by Google\nDoc. No. 17.\n787\nCapt. Dimmock resigned his post as chief of the party on the Monroe route in the\nmonth of September, and W. S. Ellison, Esq., was appointed in his stead. The resurvey\nof the Meadow river route was commenced at a point near Callaghan's, and prosecuted\nwestwardly as far as Meadow river. A survey was also made of that portion of the route\ncommencing at Charleston and extending to Gauley river. When the resurveys had pro-\ngressed thus far, Mr. Fisk informed some of the parties interested in that route, and who\nhad been most active in its favor, that he considered it inferior to either of the other\nroutes, although it was not impracticable and would compare favorably with some lines on\nwhich railroads had been constructed. I was pleased to find that the gentleman who had\ntaken 80 deep an interest in that route, when informed of the result of the surveys, cheer-\nfully acquiesced in the abandonment of the further survey of it. The different corps of\nengineers were then concentrated on the Greenbrier and Monroe routes.\nAt your meeting in October, a resolution was adopted, directing the chief engineer to\nadvertise for proposals at Covington, on the 15th of December, for the graduation and\nmasonry of fifty miles of the eastern division, commencing at Covington, and that portion\nof the line between Kanawha river and Big Sandy, which had not been let. It was\nproperly deemed by you a matter of the highest importance, that the eastern division\nshould be placed under contract before the close of the year, in order that opportunity\nmight be afforded the contractors of securing a supply of slave labor. That is probably\nthe only portion of the line which can be worked with slave labor, and if the letting had\nbeen postponed until the beginning of the present year, the contractors would have been\ncompelled to rely upon white labor, which is more precarious as well as more expensive.\nEvery effort was made by your chief engineer and his assistants, to complete the surveys\nbefore the letting, but it was not possible to do 80. Whilst the surveys were not suffi-\nciently full to enable him to decide upon the merits of the two routes, they were accurate\nenough for the contractors to examine each of the lines, and to make their proposals.\nYour wishes have been gratified, in placing under contract on the 15th of December last.\nfifty miles on the eastern division, and the residue of the work on the western division,\nexcept a few light sections.\nThe prices at which the work has been let, will compare favorably with the cost of\nsimilar work in the state, especially if the enhanced price of labor and provisions is\nconsidered in the calculation. The contractors are believed to be experienced and\nresponsible, and that they will faithfully execute their contracts.\nI beg leave to refer you to the report of the chief engineer for a full account of the\nsurveys and the merits of the different routes. If there was any doubt about the propriety\nof your directing the resurveys, at the time the order was made, I presume there can be no\nquestion as to the wisdom of your course in this respect when the result of the surveys is\nmade known. That which by some may have been considered a mere local question, will\nnow justly be regarded as a question in which every citizen of the state has an interest.\nThe location of the road across the Alleghany mountains will have a most important\ninfluence on the entire line from the Ohio river to Covington. As respects distance,\ngrades and curvatures, it will be seen that great improvements have been made on each of\nthe lines. It will further appear that on the line as located on either route there is no\ninterference with the right of way of the James river and Kanawha company. The\nentire cost of the resurveys will amount to about $ 20,000.\nToo much credit cannot be given to Mr. Fisk for the fidelity and ability with which he\nhas executed the important trust confided to him. He has succeeded in finding two lines\nacross the Alleghany mountains, superior in grades and curvatures to any line north or\nsouth, passing the same range of mountains, and equaled in this respect by but few lines\nof railroad in any part of the country.\nThe work let in the month of July last, on the western division, is required by the\nDigitized by\nGoogle\nyear. IL 18 very desirable that LIIIS portion 01 the road snound\nearliest possible time. The supplies of labor and provisions for\nNew river division must to a great extent be drawn from the w\nportion of the line will be materially reduced if the contractors\nrailroad transportation.\nIt is desirable to locate and put under contract the entire :\ncontractors employed on the western division will complete th\nfall, and will be anxious to transfer their force to the heavy work\nmiles of the eastern portion of the line is difficult of construc\nadvisable to allow the contractors two years to execute their worl\npriation is made during the present session of the legislature, the\nroad may be graded and made ready for the track simultaneously .\nThe cost of the work now under contract will not be met by th\nIt was considered judicious to have fifty miles of each end of\nconstruction, relying upon the legislature to provide the means fo\nThere is a clause in the contracts authorizing a suspension of the\nfailure of means.\nIf this great work is to be constructed, true policy requires th\nspeedily as possible. For nearly or quite half a century, Virgini\nconnection between her tidewaters and the Ohio river. Whilst .\nthe subject, our sister states of the north have completed their #\nare now reaping the rich rewards of their labor. The Covington\nbe completed in two and a half or three years from this time, as re\nThe aggregate cost will not be increased by completing the road\nThe late pressure in the money market has caused the suspen\nthe western railroads. The result of which has been to throw out\nnumber of laborers, and we have had no difficulty in obtaining a\nour western work. Should this pressure in the money market con\nstocks may not command 80 large a premium as heretofore, weste\nof railroad, county and town bonds will not sell at all; their worl\nbe carried on slowly; new lines will not be undertaken: labor \"\nDigitized by\nGoogle\nDoc. No. 17.\n789\nmore than thirty-five millions of dollars, all of them connecting directly or indirectly with\nthe Covington and Ohio railroad, and dependent upon it exclusively or in a great measure\nfor their foreign trade and travel. These lines of improvement are the Central railroad,\nwith its extension to York river, and its branches to Fredericksburg and Alexandria, also\nthe Manassa gap railroad, which I have supposed would be extended to the Central rail-\nroad. There is also the James river canal complete to Buchanan, a distance of two hundred\nmiles, at a cost of 8,000,000, and for the extension of which to Covington, a distance of\nfifty miles, an appropriation of one million of dollars has already been made. These lines\nof improvement, about seven hundred and fifty miles in length, are wholly dependent on the\nCovington and Ohio railroad for their foreign business.\nThe south side line of roads, composed of the Norfolk and Petersburg, a portion of the\nDanville, the Southside, the Virginia and Tennessee, with its New river branch-making\nin the aggregate about five hundred and fifty miles-will connect with the Covington and\nOhio at the mouth of Greenbrier; and whilst they may not be benefited to so great a de.\ngree by the connection as the north side roads, yet I am inclined to believe that the result\nwill show that their largest and most profitable foreign business will be derived from that\nquarter. The distance to Richmond from the Ohio river is nearly the same, whether the\nCentral or south side roads are used. Even that part of the Virginia and Tennessee road\nlying between New river and the Tennessee line, will have an increase of business re-\nsulting from the construction of the Covington and Ohio railroad. I have supposed that\nthe 1,050 miles of Virginia railroad, which I have shown connect with the Covington and\nOhio, will, when completed and fully equipped, cost twenty-five thousand dollars per mile\nand estimating the cost of the James river and Kanawha canal at $ 10,000,000, and the\ninvestment now made, and which will be made in these lines in two or three years from\nthis time, will amount to more than thirty-six millions of dollars. it will be perfectly ob-\nvious to any one, who will take the map of the state and examine the location of these\nimprovements, that they will not pay six per cent. on their cost, unless the Covington and\nOhio railroad is completed.\nIt would not be unreasonable to suppose that the Covington and Ohio railroad will\nincrease the annual revenues of these works by a sum equal to two per cent. on their\ncost. This increase of revenue will amount to $ 720,000, or more than seven per cent.\non ten millions of dollars. To make this increase of revenue, it would only be necessary\nthat the Covington and Ohio railroad should add 100,000 tons of trade and 50,000 passen-\ngers to their annual business-the trade and travel to be carried an average distance of\ntwo hundred miles. at a charge of two cents per mile for each passenger, and two and a\nhalf cents per ton per mile for each ton of trade.\nIt is certainly an easy task to demonstrate, that in the present condition of our improve-\nments, if it were certain that the Covington and Ohio railroad would never pay one cent\nof profit on its cost, good policy would require its speedy completion. If the thirteen\nhundred miles of railroad and canal referred to, were owned by one individual or one\ncorporation, three years would not roll around before a double track railroad would be\ncompleted from Covington to the Ohio river.\nWhy should not the Covington and Ohio railroad, from its own earnings, pay a hand-\nsome per cent. on its cost ?\nThere is not a single element, which is deemed necessary. to make a railroad successful,\nwhich is wanting in the case of the Covington and Ohio railroad. It will furnish the\nnearest and best railroad connection between the central west and the best harbors on the\nAtlantic. For travel passing between the southwest and northeast, no road now con-\nstructed or projected will present greater facilities. Our Virginia springs will, for one-\nthird of the year. cause this to be the great route of travel for all, from every quarter of\nthe Union, who leave their homes and business in quest of health and pleasure. There is\nno cheaper line upon which the central west and southw est can send their products to the\nDigitized by Google\n790\nDoc. No. 17.\nAdantic cities, and receive in return their supplies of merchandize. If we take into con-\nsideration that the Erie canal is closed by ice for five months in the year, and that the\nCovington and Ohio railroad, with the James river canal, present an unobstructed channel\nfor trade throughout almost the entire year, it may be shewn that our Virginia line can\nafford to carry trade as cheaply as the great improvement of the North. From the 1st of\nNovember to the 1st of April, a period of five months, in which it best suits the convenience\nof the farmer to ship his produce, the navigation on the Erie canal is suspended. During\nthis time at least we would have almost a monopoly of trade. The western merchant,\nalthough be may purchase his spring supply of goods in the northern cities, will find it to\nhis interest to ship through Virginia. We thus have the advantage of the northern canals.\nin having the whole year in which to do our business, and can consequently work cheaper,\nand we have the advantage of the northern railroads, in having a shorter distance from\ntidewater to the central west and lower grades.\nIt appears, from the published reports of the Erie caual, that during the year 1852, the\ncost of carrying a barrel of flour 363 miles over that improvement, including toll and\nfreight. was fifty-three cents. and that the up freight, or cost of carrying goods west, was\ntwenty-six cents per hundred pounds. During this year the average capacity of the boats\nis reported at eighty-eight tons. The size of the boat would affect the cost of transports.\ntion. and not the amount of tolls; and although the average capacity of boats on the\nJames river canal docs not exceed seventy tons, it may be questionable whether freight\nshould be any higher on our canal than on the Erie, because our navigation, if suspended\nat all. would only be for a small portion of the year. It would, then, be but fair to pre-\nsame that there will be no necessity for higher charges on the James river than the Erie\ncanal. with a full business, which may be expected on the completion of the Covington\nand Ohio railroad. The charge would then be thirty-seven cents for carrying a barrel of\nflour from Covington to Richmond; and if forty cents per barrel be allowed for two ban-\ndred miles of railroad transportation, the entire charge from the Ohio river to Richmond\nwould be seventy seven cents.\nBoats are towed from Albany down the Hudson to New York, and there would seem to\nbe no good reason why boats might not also be towed from Richmond to Norfolk. The\nheavy products of the west would then reach a harbor where the largest ships might be\nfound. and could be carried thence to any part of the world. The cities on the Ohio and\nthe Mississippi are to be the great depots of the west; and, presenting as we do the most\ndirect line of communication with the Atlantic, we will have the preference over the more\nnorthern and circuitous routes.\nWhilst we may not now have a Virginia city which can compete with the capital and\nenterprise of the north, yet capital and enterprise will soon seek the point at which trade\nconcentrates. We should also recollect that even now, Richmond. with her small espital\nand population, is equal to any market in the Union, except New York, for wheat and\ntobacco, two of the great staples of the west.\nThe opinion has generally prevailed that the Covington and Ohio railrond will have but\na small local business. I believe. on the contrary, that but a few years will elapse after the\nroad is opened, before the local business which will be offered, will be fully equal to its\npacity. There is now manufactured annually in Kanawha county about seventy thousand\ntons of salt. Before our railroad is finished, there will be railroad connections with it to\nevery important city and town in the west and southwest, and the salt may be carried in\nalmost a direct line to the points at which it will be consumed. The distance saved by the\nrailroad routes will more than compensate for the greater cheapness of water carriage.\nArrangements are now being made for mining coal in large quantities on the Kanawba.\nand there is every probability that this coal will be carried on the railroad to the Ohio river.\nfrom which point it will be shipped by the river to the cities of the west. There is good\nreason to believe that the portion of the road from the falls of Kanawha to Sandy will of\nDigitized\nby\nGoogle\nDoc. No. 17.\n791\nitself pay a fair profit on its cost. The eastern terminus of this road is in the finest iron\nregion in the country. The iron mines of Alleghany, Botetourt and Rockbridge are inex-\nhaustible as to quantity, and surpassed as to the quality of their ores by but few mines in the\nUnited States. All that is required to increase the manufacture of iron to any reasonable\nextent, is an abundance of cheap fuel. This article will be furnished by the Covington\nand Ohio railroad. Coal may be delivered at Covington at a charge of two dollars per\nton, and may be carried thenco by canal through the counties of Alleghany, Botetourt and\nRockbridge, and furnished to the iron master at 2 50 per ton, or about 9 cents per\nbushel.\nThere are many fine varieties of coal in Fayette and Kanawha counties not found gene-\nrally in the country, which will be carried by railroad to Covington, and thence by canal\nboats to Richmond and Norfolk; from which points it will be shipped to the northern cities.\nThe mineral wealth lying on the line of the Covington and Ohio railroad is not of such a\ncharacter as to require a large capital and a long series of years for its development. The\nmoment an outlet is provided for this wealth, it will be developed. At various localities on\nthis road one thousand men can mine and deliver on the cars ready for transportation more\nthan 500,000 tons of coal in a year. The demand for coal is increasing in a ratio greater\nthan the supply.\nThe price of this article, of prime necessity in the western cities at this time, is more\nthan double a fair compensation for the cost of delivering it. The principal supply of\ncoal for Cincinnati has heretofore been obtained from the neighborhood of Pittsburg.\nThe navigation on the upper Ohio is obstructed by low water and ice for a considerable\nportion of the year, and experience has shown that to rely upon that region for a supply of\ncoal is too uncertain.\nThe Covington and Ohio railroad will, when completed, be superior in grades and cur-\nvatures to any road crossing the same range of mountains, and competing with it for the\nwestern business. It will be less obstructed by snow and ice than the northern roads. It\nwill strike the west at its most central point; and for that region of country lying between\nMemphis in the south and Chicago in the north, and extending as far west as American\ncivilization, will furnish the best and most direct line of communication with the Atlantic.\nRailroads are now in progress in the west, and will be completed in less than three years\nfrom this time, by means of which the Covington and Ohio railroad will be connected in\nalmost a direct line with every important city on the lakes, the Ohio and Mississippi rivers.\nTo complete this road in due time, it is important that an appropriation should be\nmade now, sufficient to justify placing the whole line under contract.\nI think I have shown that more than 500,000 will be lost to the state for each year\nthe completion of the Covington and Ohio railroad is postponed beyond a period of two\nand a half or three years. The eastern as well as the western connections will be com-\npleted in that time.\nThere is but little doubt that foreign capital might be obtained, without further aid from\nthe state, to complete this work. If this road were owned by a foreign company, it would\nbe managed to suit their own purposes, and the large investment already made in our rail-\nroads and canals might receive but little benefit from its construction.\nIf the Covington and Ohio railroad is constructed and managed by the state, the south-\nside as well as the northside roads, and James river canal, will each and all receive a por-\ntion of that immense tide of trade and travel which it is destined to bring into the state.\nRespectfully submitted.\nJAMES G. PAXTON, Sup't.\nDigitized by\nGoogle\nstrongest auu most productive 111 me country, auu une mountal\nvalley abound with coal of all the bituminous varieties.\nI have had occasion to have the coal of the Winifrede mining {\npany analysed, together with specimens from other competing dist\nmost satisfactory. The analysis establishes a character for the\nregion not inferior to the Yioughiegheny coal, which has so long\nthe Ohio and Mississippi markets.\nWith an article of coal (to say the least of it) as good as that wl\nMonongahela, and a difference in distance to the great markets i\nregion of 250 miles, it would not be difficult to foretell the result o\nbetween the two districts. But competition is out of the question.\nfor coal as the vast resources of the west are developed. will call fo\nmuch larger capital in coal enterprises than is now dreamed of.\ntrade in this country shows that the wildest speculations concern\nfallen short of the realized facts.\nThe consumption of coal in Louisville in 1850 was 1,398,000\n2,758,000, and for 1853 near 4,000,000 bushels. The consumption\nwas 4,000,000 bushels; in 1852 it was 5,500,000, and in 1853 near\nconsumption does not fall short of 8,000,000 bushels, making\n25,000,000.\nThe location of the Covington and Ohio railroad presents pec\ndevelopment of the Kanawha coal region. For a distance of over\nroad hugs the base of the mountains in which the coal is found\nthere is not a creek emptying into the Kanawha river for this whole\nunder a moderate system of tolls, contribute its millions of bushe\nrailroad.\nWith a grade against trade, not to exceed 30 feet per mile-and th\nfor a short distance as I am informed-coal can be delivered at G\ncertainly not to exceed 11 cent per ton per mile. It is estimated\ntransportation over the Baltimore and Ohio road with grades wl\nheavy curvature, is one cent per ton per mile. The actual cost o\nDigitized by\nGoogle\nDoc. No. 17,\n793\nAs to the yield of coal from other points in this region, I have only to say that while the\npossessions of the company with whom I am connected, lie nearest the terminus of the\nCovington and Ohio railroad, they form but a small part of the immense area of coal land\nintersected by this railroad.\nApart, however, from the revenue which may accrue from the transportation of coal, the\nvast population which will spring up in this valley under the development of its resources,\nwill contribute, of travel and the various products of their hands, abundantly to the reve-\nnues of the railroad.\nVery respectfully,\nYour ob't serv't,\nJNO. R. GARLAND,\nCivil Engineer.\n100\nDigitized by Google\n791\n79%\nDec. No. 17.\nJAMES G. PAXTON, Esq.\nDEAR SIR,\nhave Pain, -\n100 I Fix: check.\nYour letter of the 18th instant, n\nClass I Tab die app\nthe Kanawha coal region, is before me. Having bee\nregion for the last twelve months, I have not failed\nT.C. Reggin, -\nof the Kanawha valley. I know no section of cour\nLR Depar,\nIts agricultural resources are unsurpassed. The\nB. Augu,\nstrongest and most productive in the country, IL\nET D. Mysts,\nvalley abound with coal of all the bituminous varie\nEL Themble\n1 MI be\nI have had occasion to have the coal of the W\n11 Od,\npany analysed, together with specimens from oil\nT.B. Redat\nmost satisfactory. The analysis establishes a\nregion not inferior to the Yioughiegheny coal\n12 Comp,\nM.S.Not,\nthe Ohio and Mississippi markets.\n11 Whe\nWith an article of coal (to say the least of i\nMonongahela, and a difference in distance I\nT. M. Heart\nregion of 250 miles, it would not be difficult\nis Imax\nbetween the two districts. But competitior\nI.F. Jordan,\nfor coal as the vast resources of the west a\nThe W. Give,\nreduce,\nmuch larger capital in coal enterprises 1\nG. IF.\nw\ntrade in this country shows that the will\n4. F. Kenny,\nw\nfallen short of the realized facts.\nW. H. Stephenson, de.\nThe consumption of coal in Louis\nJames Nowman,\nda.\n2,758,000, and for 1853 near 4,000,000\nB. 8. Herndon,\ndo.\nwas 4,000,000 bushels; in 1852 it wa\nLewis Backboltz, draughtsmen,\nconsumption does not fall short r\n25,000,000.\nCorps of Engineers employed temporaring\nThe location of the Covington\ndevelopment of the Kanawha cc\nAndrew Ellison. jr, assistant engineer,\nW. & Ellison,\ndo.\ndo.\nroad hugs the base of the mc\nC.A. Sharp,\ndo.\ndo.\nthere is not a creek emptying\nIT. 1. Jones,\nleveler,\nunder a moderate system of\nIF. L Grabam.\ndo.\nrailroad.\nJ. II: Caldwell\ndo.\nWith a grade against tra\nC. L Rutha\ndo.\nfor a short distance as I r\nH. H. Harrison.\ndo.\ncertainly not to exceed\nJ. .VcD. Grabam.\ndo.\nJ. N. Carer.\ntransportation over th.\nrodman.\nThe 1 Barwell\nda\nheavy curvature, is 01\nRJ. Syme.\nda.\nstated at 1 of a cent\nM. F. Totwier.\ndo.\nmargin for profit at\nAiex Marron,\ndo.\nI feel authorize\n-20:\nANY\nsubry\n-\nengineer,\nto\ninclude the deliv\n- are amount of - minury as chief charge engineer of the has resurveys, not yet been was at fixed the rate of\nmining and ma\nbushels for the\nthe mining a\nleast 3,000,0\nDigitized by Google\n794\nDoc. No. 17.\nOfficers of the Covington and Ohio Railroad.\nJames G. Paxton, superintendent, traveling expenses and\n- $1500 00 per =\nJames B. Wilson, clerk,\n-\n.\n.\n-\n700 00\n#\nCharles B. Fisk, chief engineer.*\nT.C. Ruggles, assistant engineer,\n-\n-\n1600 00\n1\nA. M. Dupey,\nresident engineer,\n-\n-\n.\n1400 00 -\nH. M. Dungan,\ndo.\ndo.\n.\n1200 00\n.\n-\n-\nE. T. D. Myers,\ndo.\ndo.\n-\n-\n1200 00\n-\n-\nG. L. Thorndike,\ndo.\ndo.\n.\n-\n1000 00\n#\n-\nA. Blair, jr.\ndo.\ndo.\n-\n-\n1000 00\n.\nJ.J. Clark,\nleveler,\n-\n-\n480 00\n-\n.\nT.R. Stockett,\ndo.\n-\n-\n-\n480 00 #\nJ. R. Crump,\ndo.\n-\n-\n-\n480 00\na\nM. S. Macon,\ndo.\n.\n.\n,\n480 00\n.\nJ. A. Walker,\ndo.\n.\n1\n-\n480 00 -\nG. H. Denny,\ndo.\n-\n.\n480 00\n.\n-\nT. M. Hewett,\ndo.\n-\n-\n480 00\n.\n-\nJ. A. Jones,\ndo.\n-\n#\n-\n480 00\n-\nJ.F. Jordan,\ndo.\n#\n-\n-\n480 00\n.\nThos. W. Gilmer,\nrodman,\n-\n#\n-\n360 00\n.\nG. W. McKendree,\ndo.\n-\n-\n360 00\n.\n-\nA. F. Kenny,\ndo.\n#\n-\nI\n360 09\n#\nW. H. Stephenson,\ndo.\n.\n#\n-\n360 00\n#\nJames Nowman,\ndo.\n-\n-\n-\n360 00\nin\nB.S. Herndon,\ndo.\n*\n.\n-\n360 00\n.\nLewis Buckholtz, draughtsman,\n.\n.\n-\n2 75 per day.\nCorps of Engineers employed temporarily for the Resurveys.\nAndrew Ellison, jr, assistant engineer,\n-\n-\n6 00 per day.\nW.S. Ellison,\ndo.\ndo.\n-\n.\n-\n6 00 -\nC.A. Sharp,\ndo.\ndo.\n-\n-\n-\n6 00 .\nW. A. Jones,\nleveler,\n-\n-\n-\n3 00\n#\nW. L. Grabam,\ndo.\n-\n-\n.\n2 00\na\nJ. W. Caldwell,\ndo.\n-\n-\n-\n2 00\n.\nC. L. Ruffin,\ndo.\n-\n-\n-\n2 50\n.\nH. H. Harrison,\ndo.\n-\n.\n-\n2 50\n-\nJ. McD. Graham,\ndo.\n-\n-\n-\n1 50\n3\nJ.M. Carey,\nrodman,\n-\n-\n.\n1 00\n1\nTho's Burwell,\ndo.\n-\n-\n-\n1 00\n.\nR.J. Syme,\ndo.\n-\n-\n-\n1 00\n.\nM.F. Tutwiler,\ndo.\n.\n.\n-\n1 00\na\nAlex. Morson,\ndo.\n.\n-\n-\n100\n.\n. Mr. Fisk's salary as engineer, in charge of the resurveys, was at the rate of five thousand dollars per\nnum; the amount of his salary as chief engineer has not yet been fixed.\nDigitized by Google\nDoc. No. 17.\n795\nCHIEF ENGINEER'S REPORT.\nRICHMOND, January 30, 1854.\nTo the President and Directors\nof the Board of Public Works.\nGENTLEMEN,\nI have the honor to submit the following report upon the resurveys on\n=\nthe line of the Covington and Ohio railroad, authorized and directed by your resolutions of\ne\nthe 5th of July and the 6th of September last.\nThe resolution of the 5th of July required \" that additional surveys be made of the\n4\nMeadow river and Monroe routes, with a view to the selection of that which is most prac-\n3\nticable for the final location of that portion of the Covington and Ohio railroad;' that of\nMA\nthe 6th of September directed an additional survey to be made of the Greenbrier route.\"\n5\nAs the field operations of the resurveys were only closed within the last two weeks, and\n3\ntheir results, particularly as respects the probable cost of the road on the different routes,\n,\nwere not fully ascertained until the 27th instant, and there being urgent reasons pressing\nJ\nfor a decision of the question of route at this time, I am of necessity compelled to submit\na report, drawn up without much regard to method or arrangement. But, notwithstand-\ning the haste in which it was prepared, it contains, it is believed, all the facts and informa-\nI\ntion ascertained and obtained by the resurveys that bear upon the question now to be con-\nsidered and decided.\nWant of time prevents my noticing in this report the survey of the Meadow river route,\nfarther than to remark that it was prosecuted sufficiently far to show that the route would\nnot compare favorably with either of the other routes, although a road might be constructed\nupon it with lighter grades than are met with on many railroads in the United States.\nThe survey, however, was not abandoned until some of the most active friends of the route\nwere satisfied of its comparatively unfavorable character, and that it was one that could\nnot be recommended by me for adoption, or approved of by the Board of public works.\nThe results in detail of this survey, and such results of the other surveys as are omitted in\nthis report from having no bearing upon the question now to be decided, will appear in a\nsupplemental report, to be made as soon as the maps and statements of all the surveys and\nexaminations made during the prosecution of the resurveys can be prepared.\nI would remark at the outset, that in making the resurveys it was assumed that the road\nis designed mainly for the carriage and transportation of passengers and tonnage between\nthe east and the west, and, therefore, that its grades and curvature should be as favorable\nand its works as substantial as practicable within the limits of an expenditure not incommen-\nsurate with that object. These limits, it was supposed, would not be exceeded, if the ave-\nrage cost of the road per mile should not be greater than that of other roads having the\nsame object in view, and with which it will be brought into direct competition.\nDigitized\nby\nGoogle\n796\nDoc. No. 17.\nThe Monroe and Greenbrier Routes.\nCommencing at Covington, the two routes are common for a distance of 76\nThey then diverge, and 51.6 miles from the point of divergence, by the Monree, mill\nmiles by the Greenbrier route, again unite in the valley of Greenbrier river, 5\nabove its mouth.\nThe distances from point to point, on the Monroe route, are as follows, vis:\nFrom the point at which the two routes diverge, on the north side of Dunlap's\ncreek, to the crossing of that creek,\nUs\nAlong the south side of Dunlap's creek to a point opposite Col. Crow's, at the\nmouth of Tyger's run,\n5.3ml\nThence along the same side of Dunlap's creek to the mouth of Cove creek,\n4.5mk\nAlong the north side of Cove creek to the mouth of Back creek,\n-\n22th\nAlong the north side of Back creek to the summit level on the Alleghany, and\nwhich is between the heads of Back creek on the east and Little Devil on the\nwest side of the summit,\n-\n-\n-\n63ml\nAlong the summit level,\n,\n-\n-\n-\n1d.\nAlong Little Devil to its entrance into the valley of Second creek,\nthe\nAlong the valley of Second creek, and across that creek to the head of Thorny\nhollow,\n-\n-\n-\n-\n18m\nDown Thorny hollow to its junction with Indian creek, and along that creek, - 63ml\nFrom Indian creek over to the head of the valley of Back creek, (a tributary\nof Indian creek,) and thence along the latter and over to the valley of Laurel\ncreek,\nAlong the valley of Laurel creek, and over to the valley of Indian draft,\nAlong Indian draft and over to the head of Big Stony creek,\n-\nThence down Big Stony creek to Greenbrier river,\n-\nAlong the north side of Greenbrier river to the point of and including the\ncrossing of that river,\n-\n-\nUsi\nAnd thence along the river to the * junction with the Greenbrier line,\nTotal distance, as before stated, by the Monroe route, between the points of di-\nvergence and junction of the two routes,\n-\n-\nOn the Greenbrier route, the distances from point to point are as follows:\nFrom the point of divergence of the two routes in the valley of Dunlap's creek,\nalong the north side of the valley of that creek to the valley of Tyger's run, 72mk\nUp Tyger's run to the east end of the summit level on the Alleghany,\n- 28ml\nSummit level across the Alleghany,\n-\n-\n-\n- 13\nThence along the north side of Howard's creek, to the first point of crossing\nthat creek,\n-\n-\n-\n-\n-\n- 19\nThence to the second point of crossing,\n-\n-\n-\n.\n3 mis\nThence to the third point of crossing,\n-\n-\n-\n- 121\nThence to the mouth of Howard's creek, at its entrance into Greenbrier river,\nnear Greenbrier bridge,\n-\n-\n-\n-\nThence along the valley of Greenbrier river to the junction with the Monroe\nline,\n-\n-\n-\n-\n- 22\nTotal distance, as before stated, by the Greenbrier route, between the points of\ndivergence and junction of the two routes,\n-\n. 54.1\n* The point of junction, referred to in this report, is the point where the two routes first approach\nwithin a very short distance and along side of each other, below the great bend of the Greenbrier,\nat that point and for some distance below, they are not on the same level. The want of time prevented\nrunning of the two lines to the point where the levels of the two would exactly coincide. This\nconsideration in making out the estimates herein submitted.\nhowever, 60 far as it would have an influence on the relative Digitized cost of by the two routes, was tabs\nDoc. No. 17.\n797\nThe Greenbrier line, as first traced, crossed the river but once between the mouth of\nHoward's creek and the junction of the two routes; but subsequently, with a view to do\naway with some objectionable curvature, and at the same time shorten the distance about\nthree-fourths of a mile, and at no great additional cost, two additional crossings were de-\ntermined on, viz : one near Second creek and the other about two and a half miles lower\ndown the river.\nTables of Grades on the two Routes.\nI. ON THE MONROE ROUTE.\nDistance in miles.\nGrade per mile.\nFrom the point of divergence of the two routes to the\nfoot of the 60 feet grade ascending to the Alleghany\nsummit,\n-\n-\n7.9\nAverage ascent in this\ndistance 28 feet\nper mile-maximum\nThence to the head of that grade, but including a level\ngrade 60 feet.\nof 1000 feet, about 11 miles east of the summit,\n-\n12.1\n60 feet ascending.\nSummit level,\n-\n1.\nLevel\nFrom the head to the foot of a 45 feet descending grade,\n2.8\n45 feet descending.\nThence for,\n.\n1.8\nLevel.\nFrom the head to the foot of a 50 feet descending grade,\nbut including a level of 2000 feet near Union,\n-\n6.3\n50 feet descending.\nThence for,\n-\n2.9\nLevel.\nFrom the head to the foot of a 50 feet descending grade,\n1.8\n50 feet descending.\nThence to the head of Big Stony,\n-\n5.3\nLevel.\nDown Big Stony to the crossing of the Greenbrier,\n-\n7.\n50 feet descending.\nThence to the junction of the two routes,\n-\n2.7\n40 feet descending.\nTotal.\n-\n-\n51.6\nII. ON THE GREENBRIER ROUTE.\nDistance in miles.\nGrade per mile.\nFrom the point of divergence of the two routes to the\nAlleghany summit, but including a level of 2300 feet,\n8.3 miles east of the summit,\n-\n10.\n59 feet ascending.\nSummit level,\n-\n-\n-\n13\nLevel.\nThence to the foot of the 35 feet descending grade west\nof the summit level, but including a level of 1000 feet\nopposite the White Sulphor springs,\n-\n.\n10.5\n35 feet descending.\nThence to the point of junction,\n-\n32.3\nA succession of levels\n& descending grades,\nnot exceeding 15 ft.\nper mile.\nTotal,\n.\n-\n54.1\nDigitized by Google\n798\nDoc. No. 17.\nTable of the Curvature on each Route.\nMonroe route-total\noursature.\nI\nOf to curves, 11460 radius,\n.\n-\n-\nOf 1° curves, 5730\n\"\n.\n-\n-\n92°\nOf 11° curves, 3820\nIf\n-\n-\n-\n-\nOf 20 curves, 2865\n\"\n.\n-\n-\n682°\nOf 21° curves, 2292\n\"\n-\n-\n-\n64°\nOf 30 curves, 1910\n\"\n-\n-\n1122°\nOf 31° curves, 1637\n\"\n-\n-\n-\n33°\nF\nor 4° curves, 1432₫\nIf\n.\n.\n-\n1305°\nOf 41° curves, 1273\n\"\n-\n-\n-\n-\nOf 5° curves, 1146\n\"\n-\n-\n-\n1589°\n=\nOf 510 curves, 1042\n\"\n-\n-\n-\nID\nOf 51° curves, 997\n44.\n-\n-\n-\n60°\n-\nTotal aggregate curvature.\n-\n-\n4947°\nGrades and Curvature of the road east of the point of divergence of the tuo mit\nand west of their junction.\n[These grades and curvature are given merely for the purpose of showing New y\ncompare with those of the two routes under consideration, and in order that it my M MI\nwhether they would affect the cost of working those routes-and if so, to what extest]\nCURVATURE.\nGRATE\nDistance in miles.\nTotal.\nAverage per\nmile.\nLeast radius in\nfeet.\nTotal ascent\nand descent\nAverage more\n1st. East of their point of divergence, viz: be-\ntween Covington and that point,\n-\n.\n7.6\n337°\n44s°\n1432}\n258\nil\n2nd. Between their point of divergence and the\nmouth of Scary creek on the Kanawha,\n.\n-\n-\n-\n-\n-\nI\n[N. B.-This portion of the line has not been re-\ncently surveyed or examined, but former surveys\nshow that its maximum grade need not exceed\n20 feet. Its curvature, there is reason to think\nfrom those surveys, will be favorable.]\n3d. Between the month of Scary creek and the\nwestern terminus of the road at the mouth of\nBig Sandy,\n-\n44.7\n1447°\n33°\n1091\n714\n10.\n[N. B.-As at present located the maximum grade\n31\ngoing west is 52.80 feet, and in the opposite di-\nrection 40 feet. These grades may be reduced-\nthe former to 35 feet. the latter to 30 feet.]\n4th. And as before stated:\nOn the Monroe route,\n-\n-\n51.6\n4947°\n96°\nAnd on the Greenbrier route,\n-\n-\n54.1\n4538°\n84°\nIt is proper here to call attention to the fact, that although in passing 0167 the\nmiles of road between the Kanawha at the mouth of Scary, and the Ohio at the out\nBig Sandy, there are several summits; yet on the remaining of the road\nDigitized by Google\nDec. No. 17.\n799\nMonroe route, or 179.5 miles by the Greenbrier route, there will be only one summit; and\nin ascending to that summit from the east, that there will be no reverse or counter grade\nto that ascent, or descending from it, no counter or reverse grade to the descent.\nTrussed Bridges on the two Routes.\n1. ON THE MONROE ROUTE.\nTheir number is nine, and their aggregate length 5,680 feet.\nThe longest is at the crossing of Greenbrier river; its length 1,970 feet, and elevation\nabove low water of the river 150 feet. Its piers vary in height from 75 feet at the ends\nto 125 feet at the river, which is about 400 feet wide.\nThe rest of the trussed bridges, eight in number and 3,710 feet long, are, with four\nexceptions, at points where they are adopted with a view to economy and to save\nembankment.\nII. ON THE GREENBRIER ROUTE.\nThe number proposed is eleven, and their aggregate length 5,280 feet.\nThe one of greatest length is at the crossing of Jerry's run its length 1,300 feet, and\ngreatest elevation above the run 145 feet. Its piers vary in height from 56 feet at the\nends to 120 feet at the run.\nThree of these bridges are over the Greenbrier river; their aggregate length 1,200 feet,\nand height above low water not exceeding 50 feet.\nThe remaining seven trussed bridges on this route, with an aggregate length of 2,780\nfeet, are adopted to save embankment in passing narrow and deep ravines.\nTunnels.\n1. ON THE MONROE ROUTE.\nThere are sixteen in number; their aggregate length 9,560 feet, and average length\n5971 feet.\nTwo only of the number exceed 1,000 feet in length, viz: the one at the Alleghany\nsummit, which is 1,550 feet long, and that at the head of Big Stony, which is 2,510 feet\nlong. The remaining fourteen tunnels average 393 feet in length.\nП. ON THE GREENBRIER ROUTE.\nThere are sixteen in number, with an aggregate length of 19,110 feet, and average\nlength of 1,195 feet.\nThree of the number are over 1,000 feet in length, viz: the one at the Alleghany summit,\n6,800 feet long, another at the great bend of the Greenbrier, 4,400 feet long, and the one\nopposite Second creek, 1,700 feet long.\nThe remaining thirteen tunnels average in length 478 feet.\nHaving been requested to express an opinion in this report upon the time that would\nprobably be required to construct tunnels of the length of some of those proposed on the\ntwo routes, and especially that on the Alleghany summit of the Greenbrier route, I shall\ndo so in this connection.\nDigitized by\nGoogle\n800\nDoc. No. 17.\nThe time necessarily occupied in the construction of any tunnel depends,\ncharacter of the material to be excavated; and second-on the length of the to\nif shafts are not sunk to hasten its execution; but if shafts are sunk. then the time is\nway dependent on the length of the tunnel, but upon the greatest distance to be or\nbetween any two points, whether that distance be between one of the ends of the\nand the nearest shaft, or between two shafts intermediate between the ends. The\nthat will be occupied in sinking the shafts must of course be taken into consideration\nadded to that required for the tunneling between them.\nThe materials through which the proposed tunnels are to be exerated *\ncharacter. Some of the tunnels will be in limestone or in sandstone, and will\narching or only to a very limited extent, and are generally of no great lengil.\nlongest tunnels, as well as several of the shorter ones, will either be through state N\nslate rock and sandstone alternating, and will require arching to some only\nextent, the slate being of a character liable to decompose on exposure to the air.\nlittle, however, of this slate is of a character to render necessary the use of temp\nsupports to the roof during the construction of the work.\nProvision is made in the estimates for arching the tunnels or such portions of de\npass through slate of the character here described.\nNone of the difficulties arising from the hardness of the materials through will\nBlue Ridge tunnel passes would be encountered in constructing either of the PM\ntunnels. The Kingwood tunnel on the Baltimore and Ohio railroad, and the other #\non that road more properly than the Blue Ridge tunnel, may be referred to Se evi\nof the time within which the construction of the tunnels above mentioned at\naccomplished.\nThe Kingwood tunnel had the advantage of shafts, and passes through materials\nwere easy to excavate, differing in both respects from the Blue Ridge tunnel and\nresembling in both the tunnels proposed to be constructed on the line of the Card\nand Ohio railroad.\nThe length of the Kingwood tunnel, viz: 4,100 feet, is only 148 feet less the\nof the Blue Ridge tunnel; and yet it was executed in two and a half years, or al a\nof 1363 feet per month.\nAt this rate, and with the same number of shafts that were sunk at the Kingwood\nthe 6800 feet tunnel on the Greenbrier route would be completed in four years as\nmonths. But as it takes time to obtain and organize a full and efficient force upin\nwork, and as the time required for this purpose would be no greater in commencing\nnel 6800 feet long than if it were only 4100 feet in length, some allowance may ben\nthe calculation in favor of the longer tunnel. Make such allowance, and it will *\nthat the rate of working at the Kingwood tunnel and with the same number of\nwould complete the 6800 feet tunnel in not exceeding four years.\nNow it 80 happens that there are depressions over the line of the tunnel at which\nmay be sunk that would divide the working of it into four sections, three of which\nbe of such lengths that the time required for driving the headings of each, added\ntime that would probably be occupied in sinking the shafts, would not exceed 36 no\nworked continuously and with a full force. Allow six months for the time that may\nin bringing such a force to bear efficiently upon the work, and six months more for\ngencies, and we have four years for the time that may be occupied in executing the\nwork. This calculation is based on data obtained during the construction of a taxe\nwhich as many cubie yards of materials were excavated as would be contained in the\nfeet tunnel, and through materials not more favorable to excavate, and only requires\nof working at each of the headings, even throwing aside the allowance for confing\nthree-tenths greater than that at which the Blue Ridge tunnel has hitherto progress\nDigitized by Google\nDoc. No. 17.\n801\nNow although it is probable if the Greenbrier route be adopted that this tunnel would be\nconstructed in less than four years, yet I do not think it would be prudent to assume that\nsuch would be the case.\nThe question then arises, would this tunnel delay the opening for use of any impor-\ntant section of the road ? The answer must depend upon whether the company will have\nat all times the means with which to press on the road to completion as rapidly as would\nbe practicable, and at the same time consistent with economy.\nEven if the company had an unlimited command of means, this tunnel could be finished\nin time not to interfere with the opening of the entire line of the road from Covington to\nthe Ohio, but not as early probably by a year as the other parts of the road between\nCovington and the Greenbrier river. But if on the other hand, the company should not be\nable for want of means thus to press on the work, I am of opinion that this tunnel would\nnot be in the way of bringing into use the above section of road at as early a day as the\nportion of it east and west of the tunnel would be finished. But in either event a very\ncheap temporary track might be made over the mountain with grades rather less than\nthose of the temporary track now constructing over the Blue Ridge, and with moderate\ncurvature, which would do away with all serious inconvenience arising from the noncom-\npletion of the tunnel. The graduation of this temporary track would cost but little more\nthan that of an ordinary turnpike.\nThe construction of a temporary track would be advantageous for another reason. It\nwould save more than its cost in the construction of the tunnel by allowing of a mode of\nworking it somewhat more economical than would otherwise be practicable.\nA tunnel of half the length might be substituted for the one proposed, but the longer\none is preferred and recommended by me for the following reasons:\nIt lowers the summit level 73 feet; shortens the distance across the mountain about 3000\nfeet; lessens the grade descending from the summit eastward from about 68 feet to 59 feet,\nand descending westward from about 45 feet to 35 feet, gives a long tangent at the eastern\nend of the tunnel in place of an approach with objectionable curvature, and places the two\nends of the tunnel in broad ravines or valleys, where the drainage and streams from the\nmountain sides can easily be disposed of and without injury to the road, instead of in nar-\nrow ravines where much trouble would be experienced from the water in heavy rains.\nAll the other tunnels on this route, as well as those on the Monroe route, are either 80\nshort as not to need shafts or are so located that shafts may be sunk at suitable points to\ninsure their completion in time.\nI would further remark, in relation to tunneling generally, that there is probably no\ndescription of work of any magnitude on public improvements in this country the worth\nand value of which is better understood than tunneling, through such materials as would\nbe met with in constructing the proposed tunnels on the Monroe and Greenbrier routes,\nnor any for which there is more uniformity in the offers of experienced and responsible\nbidders, and that contractors of that character undertake with more eonfidence in their\nability to execute at their offers. Neither is there probably any whose rate of progress\nduring construction and the time required for the execution of which can be more accu-\nrately calculated in advance by those who have had experience in such work.\nAt this time there are nineteen tunnels constructing on the Parkersburg road, the aggre-\ngate length of which is 14,902 feet. These tunnels, I understand, are progressing favora-\nbly and rapidly, both as regards cost and execution.\n101\nDigitized\nby\nGoogle\n802\nDoc. No. 17.\nEstimates of Cost.\nMONROE ROUTS.\nGREENBUIL Im\nCubie yds.\nCable yds\n1st. Earth, loose rock and rock excavation,\n6057000\n1717000\n3915000\n2d. Tunnels,\n621400\n3d. Bridge, square drain and other ma-\nsonry, and bridge superstructures,\n435280\n2773680\nAdd for contingencies 10 per cent.,\n277368\nTotal,\n3051048\nAdd, for comparison, to the estimate of the\nGreenbrier route for 21 miles of super-\nstructure, on its excess of length over\nthe Monroe route,\nTotal for comparison,\n3051048\nDifference in favor of the Monroe route,\n149025\n$ 3200073\nThe above estimates are for a single track road.\nThe much larger quantity of excavation on the Monroe than on the Greenbrier no.)\nowing to the fact that the former crosses the Alleghanies at a higher elevation by\nthan the latter, and consequently in its passage from the valley of Dunlap's\nthat of the Greenbrier, is for a considerably longer distance controlled in its localist\nmaximum grades; (the distance on the Monroe route between the foot of its\ngrade descending east from its summit and the foot of its heavy grade west of the\ntain being 43.7 miles, and on the Greenbrier route only 21.8 miles.) Deep ents and M\nembankments are consequently encountered for a much longer distance on the former -\nthe latter. The excess of tunneling, moreover, on the Greenbrier route has the feese\nlessening the extent of its deep cutting in comparison with that on the Monroe rese.\nThe less average price per cubic yard of excavation on the Monroe route than . R\nGreenbrier, is mainly in consequence of the less quantity of rock relatively on the form\nthan the latter.\nThe construction of the section of the road passing the Alleghanies by either No\nmust necessarily be costly, unless high grades are resorted to; and even then would grene\nper mile considerably more than any other section of the road of equal length. The also\ntion of high grades would lessen the cost of the Greenbrier route more than that of\nMonroe route, and the former would then become the least costly. But as the Even\ngrades herein recommended are 80 greatly preferable to the heavy grades that work y\nto be substituted to effect any material economy, I would not advise their substitutive\nAs it seems to be expected of me that I shall in this report speak of the probable .\nof the entire line of road between Covington and the Ohio river, I shall do 80 in this a\nnection.\nI regret that there was not time during the progress of the resurveys for an exami\ntion of the whole line of road intermediate between the work now under contract at\nwestern end and the junction of the two routes on Greenbrier river. But as there 1\nnot, I must, in what I have to say upon the subject, rely altogether upon the best inform\ntion within my reach.\nDigitized\nCoogle\nDoc. No. 17.\n805\nThe location of the road along the Greenbrier in 1851, which was generally about two\nabove the high water of 1842 and 1847, would, if adhered to, greatly interfere with\ncanal location. But if the rights of the canal company could be disregarded, I should\nsider it inexpedient to construct the road on 80 low a level. The higher level now\nmed accomplishes two objects. It unquestionably puts the road out of the reach of\n1 water, and at the same time avoids interference with the rights of the canal company\nit does so, at most points, at no increase in the cost of the road. It is only at a few\nits where an additional expense would be incurred, but comparatively inconsiderable\nmount.\nThe preceding remarks apply to the locations of the two works between Covington and\njunction of the two routes. The surveys not having yet extended farther than the\ner point, I am not prepared to speak definitely of the probable extent of interference\nthe two improvements beyond, but am inclined to think, from such information as I\nve, that it will prove to be as little as it would be on this side.\nWherein the present locations differ from those of 1851:\nThe principal differences are shown in the following tables:\nI. The Monroe Route.\nLOCATION OF 1851.\nPRESENT LOCA-\nTION.\nIndian Creek Route.\nStony Creek Route.\nLength of line from Covington,*\n75.4 miles.\n60.9\n59.2 miles.\nNumber of summits,\n-\n3\n6\n1.\nl'otal ascent and descent,t\n-\n2599 feet.\n3317 feet.\n2162 feet.\nMaximum grade ascending west,\n92.4 feet.\n92.4 feet.\n60 feet.\nMaximum grade descending west,\n79.2 feet.\n92.4 feet.\n50 feet-\nIt is proper to remark that the Stony creek route, as located in 1851, was rejected by the\nengineer conducting the survey as being inferior to the route by Indian creek.\nThe present location is generally thought to occupy very nearly the same ground as that\nof 1851, known as the Stony creek route. But such is not the case. The location of 1851\nfollowed the valley of Little Stony creek, the present that of Big Stony creek, each being\nabout 6 miles long. The former location also occupied entirely different ground between\nthe head of Little Stony creek and the point at which it left the valley of Indian creek, as\nin passing that distance, and over into the valley of Little Stony creek, it had three summits\nwith grades of 92.4 feet per mile on each side of each summit, whereas the present loca-\ntion, upon leaving the valley of Indian creek, either maintains a level or descends the whole\ndistance, and without the introduction of any additional summit.\nI reduce the length of the location of 1851, 5 miles, that being the distance from the junction of the\nMonroe and Greenbrier routes to the point at the mouth of New river where the former location terminated.\nt For this comparison 1 take the level of the Monroe route at the western terminus of the present location,\nand the point on the former location that corresponds with it in elevation.\nDigitized by\nGoogle\nmore\nat command to make the necessary calculations for arriving at\npresent locations not terminating westward at a common point.\never, that the present estimates for several reasons considerably exce\nHow do the grades on the different sections of the road suit the re\nnage that will pass over each in opposite directions?\nFirst-on the western section of the road between the coal mines\nKanawha and the mouth of Big sandy on the Ohio.\nOn this part of the road it is believed that the tonnage going west\nnot exceed that passing east, for the reason that the coal and salt o\nwill not bear transportation eastward in large quantities, may be ad\nfitably taken in the opposite direction to the valley of the Ohio. :\nthis section of the road will not exceed 35 feet going west, and 3\ndirection, the grades will be as well suited to the business of the ro\nbe expected.\nSecond-on the remainder of the road between the Kanawha salin\nCovington.\nUpon this portion of the road it is believed that the ratio may be .\nusually obtains between the tonnage passing east and west.\nIn the case of canals, this ratio varies from one going west to abo\nopposite direction, but on railroads that have competing water line\nmany heavy articles that would bear water transportation that cannot\nof railroad transportation. This is clearly shown and distinctly state\nthe president and directors of the New York and Erie railroad con\ncase of a railroad which has no such competition, and railroad expe\nratio will be about as one going west to two and a half moving in the\nThe power of locomotives used in hauling freight trains, when fi\ning the maximum grades of the two routes and the light grades of the\nroad, may be estimated as follows:\nDigitized by\nGoogle\nDoc. No. 17.\n807\nGross load. inclusive\nof tender-Tona.\nNet loads-Tons.\nOn a 20 feet grade,\n-\n-\n-\n-\n-\n-\n.\n309.4\n185.6\nOn a 35 feet grade,\n-\n-\n-\n-\n-\n-\n-\n216.8\n130.1\nOn a 50 feet grade,\n-\n-\n-\n-\n-\n-\n-\n163.9\n98.3\nOn a 59 feet grade,\n-\n-\n-\n-\n-\n-\n-\n141.8\n85\nOn a 60 feet grade,\n-\n-\n-\n-\n-\n-\n-\n139.7\n83.8\nNow as the controlling tonnage in amount will be that moving east, it is desirable to\nascertain how the quantities that may be carried up the maximum grades on the opposite\nsides of the summits of the respective routes compare with the ratio above assumed.\nThese quantities will be arrived at by supposing that the trains moving east are full\nloaded, and that the cars, which must return whether loaded or not, contain as much\nfreight as will, in addition to the cars, make a gross load as great as the engine can take\nback.\nThe following are the results of such a calculation:\nI. On the Monroe Route.\nA locomotive moving east would draw up the 50 feet grade on the west side\nof the summit a gross load of 163.9 tons, or net load of\n-\n-\n98.3 tons.\nThe gross load on the return trip up the 60 feet grade would be 139.7 tons.\nDeduct the weight of cars that were taken east, viz: 65.6 tons, and there is\nleft for freight going west,\n-\n-\n-\n-\n74.1 tons.\nThe ratio therefore on the Monroe route between the tonnage in opposite directions\nthat its summit grades would accommodate, would be as 74.1 tons moving west to 98.3\ntons moving east, that is, as 1 to 1}.\nII. On the Greenbrier Route.\nA locomotive going east would draw up the 35 feet grade on the west side\nof the summit a gross load of 216.8 tons, or a net load of\n-\n-\n130.1 tons.\nAnd in the same manner as was shown in the case of the Monroe route it\nmight return with freight amounting to\n.\n-\n-\n55.1 tons.\nThe ratio between the tonnage that might be taken in opposite directions over the sum-\nmit of the Greenbrier route would therefore be as 55.1 tons going west to 130.1 tons going\neast, or as 1 to 2.36.\nIt would seem therefore that the locomotives upon both routes would be able to return\nwest over the Alleghany summit with more than a proportional share of the tonnage going\nin that direction, upon the ratio assumed of one to two and a half, and that the excess in\nthat particular would be considerably greater on the Monroe than on the Greenbrier route.\nDigitized by Google\n808\nDoc. No. 17.\nStatement exhibiting briefly the preceding leading characteristics of details\nMonroe no.\nLength of line,\n-\n-\n.\n-\n51.6 miles.\nSt.1 air\nNumber of summits,\n-\n-\n-\n1\nI\nHeight of summit above grade at Covington,\n.\n1190 feet.\nMaximum grade ascending West,\n-\n-\n60 feet.\n59 feel\nMaximum grade descending West,\n-\n-\n50 feet.\n25 ht. fee.\nDistance of east end of summit from Covington,\n-\n27.6 miles.\nDistance of summit from point of divergence,\n-\n20.5 miles.\n10.7 min\nDistance from the summit of the foot of the maximum or\nheavy grade descending West,\n-\n31.1 miles.\nIl.Inis.\nTotal curvature,\n.\n-\n-\n4947°\n4538\nAverage curvature per mile,\n-\n.\n96°\n84°\nLeast radins of curvature,\n-\n.\n-\n997 feet.\n100ks\nNumber of tunuels,\n-\n-\n-\n16\n16\nLength of tunnels,\n-\n-\n-\n9560 feet.\nmisk\nAverage length of tunnels,\n-\n-\n-\n5971 feet.\n1986\nLength of longest tunnel,\n-\n-\n-\n2510 feet.\nBoll X\nNumber of trussed bridges,\n-\n-\n9\nIl\nLength of\n-\n-\n-\n5680 feet.\n589\nEstimated cost of graduation and masonry and including\nof miles of superstructure on the Greenbrier route\nfor its excess of length.\n.\n-\n$3051048\n$390\nFrom the preceding it appears that the length of the Monroe route is\nXII\nAnd of the Greenbrier route,\n.\n-\nall\nDifference in favor of the Monroe route,\n-\n-\n55\n-\nThat the estimated cost of the Monroe route, exclusive of superstructure, in\nAnd of the Greenbrier route, including superstructure on the 21 miles of\nextra length, is\n-\n-\n-\n-\nDifference in favor of the Monroe reute,\n-\n-\n-\nThat the elevation of the summit of the Monroe route above the grade of\nthe road at Covington is\n-\n-\n.\nAnd of the Greenbrier summit,\n.\n.\n-\n.\nDifference in favor of the Greenbrier reate,\n-\n-\n-\nThat the maximum grade on the east side of the respective runnis of the\ntwo rontes is very nearly the same, vis: 60 feet on the Mourse reale, and\n1 foot less on the Greenbrier roate.\nThat the maximum grade 00 the west side of those summits is 20 the Min-\nroe route,\n-\n-\n-\n.\nAnd 00 the Greenbrier route,\n-\n-\n-\n-\nDiference in fator of the Grembrier reals,\n-\n-\n-\nThat the distance on which the maines grade rules between Corington\nand the justive of the two rootes including the distance from Carings\nto the point of divergence, is 00 the Mourve realle.\n*\nAnd oz be Greenbrier route,\n-\n-\n-\nDeferrace in just of the Grainer\n-\n-\nDigitized by Google\nDoc. No. 17.\n809\nThat the aggregate curvature on the Monroe route is\n-\n-\n4947°\nAnd on the Greenbrier route,\n-\n-\n-\n-\n4537°\nDifference in favor of the Greenbrier route,\n-\n-\n-\n410°\nThat the number of tunnels on the two routes is the same.\nThat the aggregate length of tunneling on the Monroe route is\n.\n9560 feet\nAnd on the Greenbrier route,\n.\n-\n-\n-\n19110 \"\nDifference in favor of the Monroe route,\n-\n.\n-\n9550 feet.\nAnd that the length of trussed bridges on the Monroe route is\n-\n5680 feet.\nAnd on the Greenbrier route,\n.\n-\n.\n-\n5280 \"\nDifference in favor of the Greenbrier route,\n-\n-\n-\n400 feet.\nComparison of the relative advantages and disadvantages of the two routes.\nBefore entering upon this comparison I would remark that I was desirous of giving in\nthis report the data upon which any opinions therein expressed were based, in respect to\nthe effect of grades, curvatures, &c. upon the cost of working a road ; and with that\nview had collected information relating to the actual cost of working several of the most\nimportant roads in this country, extending over a period in which the aggregate receipts\nfor the transportation and carriage of freight and travel exceeded thirty millions of dollars.\nBut as my time hitherto has been mostly occupied in arriving at the probable relative cost\nof the road on the two routes now under consideration, and as the day is fixed when this\nreport must be closed, (and, in fact, part of it being now in the hands of the printer,) I\nshall, as there is not time to give in detail the reasoning and facts upon which they are\nbased, merely state, briefly, the conclusions at which I have arrived in my own mind on\nthe subject.\nI shall now proceed, without further preface, to a comparison of the relative merits of\nthe two routes.\nFirst.-The experience of the roads referred to, as well as my own reasoning on the\nsubject, and calculations, satisfy me that the difference in distance in favor of the Monroe\nroute, viz: 21 miles, taken in connection with its greater height of summit, by 390 feet, and\nheavier grade on the west side of that summit, viz: 50 feet in place of 35 feet; and some-\nwhat greater curvature, gives it no advantage over the Greenbrier route, in respect to the\ntime in which it could be advantageously and economically traversed by either freight or\npassenger trains.\nSecond.-That the difference of distance above mentioned of 21 miles, in favor of the\nMonroe route, and its less cost in round numbers, by the sum of $150,000, would be fully\ncompensated for on the Greenbrier route, when there is a business and travel upon the\nroad equivalent to a through travel and tonnage per annum of 125,000 passengers and\ntons of freight-by the greater cheapness at which that amount of business could be done\non that route, in consequence of its less elevation of summit by 389 feet; its less maxi_\nmum grade on the west side of its summit, by 15 feet; the less distance from Covington\nby 29.8 miles, on which its maximum grades rule; and its somewhat less curvature. In\nother words, that the additional cost of working the road on the Monroe route, with\nthe amount of travel and tonnage above mentioned, deducting therefrom the greater\ncost of maintaining the Greenbrier line in consequence of its 21 miles greater length, will\nat least equal the interest on the greater cost of the road on the Greenbrier route.\n102\nDigitized by\nGoogle\n810\nDoc. No. 17.\nThird.-That with every addition of travel and tonnage equivalent to 195/400 Ind\npassengers and tons of freight, the difference of equivalent capital in favor of the Comes\nbrier route, arising from the greater cheapness nt which it may be worked, in empio\nwith the Monroe route, would not be less than 150,000, after allowing for the to\ntenance of and working over the 21 miles of its greater length.\nFourth.-That with either a single or double track, the capacity of the road for the the\nportation of tonnage on the Greenbrier route would be at least 15 per ceal. greater to\non the Monroe route, in consequence of the larger average loads by about 30 per -\nthat locomotives could haul eastward over its maximum grades, (the tonnage from them\nbeing the controlling tonnage in amount, and whatever weight of locomotive that mill\nadmissible on the heavier grades of the Monroe route being admissible, also, 00 the Table\ngrades of the Greenbrier route.) I do not assume the difference in the caparity of a\nroad to be as great, proportionally, as the difference in the load that locomotives may la\nover the maximum grades of the respective routes, for the reason that that enquisi\nnot entirely limited by the number of trains that may be passed over a road ins pla\ntime, but also in part by the length of those trains, and greater liability to acciledia\ndetention as the amount of business increases. Hence it is I have above takes the income\nof the capacity of the road on the Greenbrier route as being, proportionately, only ord\nthat of the increase of load that may be bauled over the lighter grades of the Greath\ncompared with the Monroe route.\nFifth-That, in consequence of this difference of capacity, the road on the Now\nroute, with a single track, would, sooner than on the Greenbrier route, require to a\ntion of a second track; and that, after such addition, the road on that route, when wall\nup to its capacity, would be able to pass at least 15 per cent. more of tornings in In\nstructed on the Monroe route; and that in this view, therefore, and upon the anypall\nthat the road, first with a single track and ultimately with a double track, would be mill\nnp to its capacity, the road on the Greenbrier route, although at first costing aboutly\ncent. more than on the Monroe route, would in the end be the cheaper of the ,\nfrom its ability to do this larger amount of business, besides admitting, as before -\nof being worked at less cost per ton of freight and per passenger transported OTE\nroad.\nSixth.-That, as the first step in doubling the track of the road will no doubt be\ndouble it over the maximum grades of the summit division, whichever route -\nadopted, the Greenbrier route has in this respect somewhat the advantage, as in -\nor heavy grades extend (from Covington west) over only 29.4 miles; whereas -:\nMonroe route the distance on which they occur is 59.2 miles, and therefore a commen\nlarger expenditure for this object would have to be incurred at an earlier day on be I\nroe than on the Greenbrier route.\nIt would appear, therefore:\nThat with a business upon the road no greater than would, from the experience i w\nroads, pay an interest of about three per cent. on its cost, the Monroe THE VA\nbe the cheapest, taking the cost and working of the road and its maintenance is 7\nderation: the difference in its favor being the greater the less the business dear &\nroad.\nThat when a larger amount of business than the above was done, the difference 1\ncost, working and maintenance of the road would be in favor of the Greenkeier XIII\nand the larger the business the greater would the difference be in its favor:\nAnd that with the amount of travel and tonnage that there is reason to that à\nwould be, at no remote day, seeking a transit and converance over the Covington in d\nrailroad, the road on the Greenbrier route would be able to accommodate a hape -\nof that tounage than if constructed on the Monroe route by at least 15 per cent. and -\nDigitized by Google\nDoc. No. 17.\n811\nThat\nthe\naggregula\nen the road, with either a single or double track, is worked up to its\nAnd on the Greenhier\nlatively that much more of revenue.\nDifference in from of h\nthe same conclusions, in other words:\nthe Monroe route would commence operations, with the advantage of\nthe number of\nS expenditure, per annum, in its favor, that being the interest on the dif-\nthe aggregate\nstimated cost of the road on the two routes.\non the\ness of the road increased, this difference would be gradually lessened, in\nfirence\nin\nfair\nthe greater cheapness of working the road on the Greenbrier than on the\nuntil there was an amount of travel and business on the road equivalent to\nthat\nthe\nd transit over it of 125,000 through passengers and tons of freight. That\non\nthe\nrrived, the two routes would be on an equality as regards annual expendi-\nh as the difference in the cost of maintaining and working the road on the\n1 favor of the Greenbrier route, would then be equal to the interest on the\ncost of the road in favor of the Monroe route.\npoint was reached, and the business of the road still farther increased, the ad-\n'ess annual expenditure would be in favor of the Greenbrier route, and at the\nless than $ 9000 per annum, for every addition of a business equivalent to the\nd transit over the road of 125,000 through passengers and tons of freight.\nreport\neffect\nthe business of the road approached the limit of its capacity, that limit would\nreached on the Monroe than on the Greenbrier route, for the reason that the\ndd be competent to carry, when worked up to its capacity, and with either a\nTO\ndouble track, at least 15 per cent. more of passengers and freight than the former.\nmy\nJ-\npresented such facts and views of a professional character as seemed to me\nfor\n0 be taken into consideration, in deciding the question of route now at issue, I\nJe all, I think, that duty required of me.\ne are other considerations, not of a professional character-and in regard to which\neems to be a great difference of opinion among those more immediately interested\ndecision of the question of route, that may and perhaps ought to have some weight\nermining that question-that I have purposely omitted alluding to in this report, as I\neen desirous, as a matter of propriety, if for no other reason, of pursuing a course,\nconducting the resurveys, and in reporting thereon, that would not cause me to be\nded as the advocate of either route.\nRespectfully submitted.\nCHARLES B. FISK,\nEngineer on Resurveys &c.\nDigitized by\nGoogle\nDigitized by Google\nDoc. No. 17.\n813\nLIST OF COMPANIES\nAccompanying the Twenty-Seventh Annual Report of the Board of Public Works\nto the General Assembly.\nAlexandria Canal Company,\n-\n-\n-\n-\n607\nAlexandria, Loudoun and Hampshire Turnpike Company,\n-\n-\n265\nAshby's Gap Turnpike Company,\n.\n-\n.\n-\n3\nBaltimore and Ohio Railroad,\n.\n-\n-\n-\n315,764\nBerryville and Charlestown Turnpike Company,\n-\n-\n.\n232\nBerryville Turnpike Company,\n-\n-\n-\n-\n5\nBlue Ridge Railroad,\n-\n-\n.\n.\n.\n281\nBlue Ridge Turnpike Company,\n.\n-\n-\n-\n8\nBoydton and Petersburg Blankroad Company,\n8\n-\n-\n674\nBrandonville, Kingwood and Evansville Turnpike Company,\n.\n-\n234\nBrunswick and Roanoke Plankroad Company,\n-\n-\n-\n682\nBuchanan and Bedford Turnpike Company,\n-\n-\n-\n221\nCedar Creek and Opequon Turnpike Company,\n-\n-\n-\n737\nCharleston and Point Pleasant Turnpike Company,\n.\n.\n-\n15\nChesapeake and Ohio Canal Company,\n.\n-\n-\n652\nClarksburg and Philippi Turnpike Company,\n-\n-\n-\n248\nCoal River Navigation Company,\n.\n.\n-\n-\n613\nCovington and Ohio Railroad,\n.\n-\n.\n-\n786\nCranberry Summit and Brandonville Turnpike Company,\n-\n-\n741\nCumberland Road,\n-\n-\n.\n-\n-\n257\nDanville and Wytheville Turnpike Company,\n-\n.\n-\n743\nDismal Swamp Canal Company,\n-\n.\n-\na\n620\nElk River Bridge Company,\n-\n-\n-\n-\n701\nEstillville and Nickelsville Turnpike Company,\n.\n-\n.\n17\nEstillville Turnpike Company,\n-\n-\n-\n0\n259\nFairmont and Palatine Bridge Company,\n-\n-\n-\n702\nFairmont and Wheeling Turnpike Company,\n-\n-\n.\n18\nFarmville and Buckingham Plankroad Company,\n.\n-\n-\n684\nFincastle and Blue Ridge Turnpike Company,\n0\n-\n#\n32\nFloyd Court-House and Hillsville Turnpike,\n-\n-\n-\n20\nFranklin and Monterey Road,\n-\n-\n.\n-\n687\nFredericksburg and Valley Plankroad Company,\n.\n-\n-\n688\nFront Royal Turnpike Company,\n-\n-\n-\n-\n25\nGiles, Fayette and Kanawha Turnpike Company,\n-\n.\n-\n231\nGilmer, Ripley and Ohio Turnpike Company,\n.\n-\n-\n33\nGoose Creek and Little River Navigation Company,\n-\n-\n631\nGuyandotte Navigation Company,\n.\n-\n-\n615\nDigitized by Google\n814\nDoc. No. 17.\nHardy and Winchester Turnpike Company,\n-\nHazel River Navigation Company,\n-\n-\nHedgesville and Potomac Turnpike Company,\n-\nHolliday's Cove Turnpike Company,\n-\n.\nHowardsville and Rockfish Turnpike Company,\n-\n-\nIndian Poll Drawbridge Company,\n-\n-\nJackson's River Turnpike Company,\n-\n-\nJacksonville and Bent Mountain Turnpike Company,\nJacksonville and Christiansburg Turnpike Company.\n-\nJames River and Kanawha Company,\n-\n.\nJordan's Furnace and Rockbridge Turnpike Company,\n.\nJunction Valley Turnpike Company,\n-\n-\nKingwood and West Union Turnpike Company,\n.\nLeading Creek and Buffalo Creek Turnpike Company,\nLeesburg and Snicker's Gap Turnpike Company,\n-\nLittle River Turnpike Company,\n-\nLogan, Raleigh and Monroe Turnpike Company,\nLondoun and Berlin Turnpike Company,\n-\nLunenburg Plankroad Company,\n-\nLurny and Front Royal Turnpike Company,\n*\nLynchburg and Salem Turnpike Company,\n-\nManassa Gap Railroad,\n-\nMartinsburg and Potomac Turnpike Company,\n-\nMechanicksburg and Wythe Turnpike Company,\n-\nMiddle Turnpike Company,\n-\nMiddlebrook and Brownsburg Turnpike Company,\n-\nMillboro' and Carr's Creek Turnpike Company,\n-\n-\nMillwood and Berryville Turnpike Company,\n-\nMoorfield and Alleghany Turnpike Company,\n-\n-\nMoorfield and North Branch Turnpike Company,\n-\nMorgantown Bridge Company,\n-\n-\nMorgantown and Bridgeport Turnpike Company,\n-\nMorgan and Frederick Turnpike Company,\n-\nNewark Turnpike Company,\n-\n-\nNew Creek and Hardy Turnpike Company,\n-\nNew Market and Sperryville Turnpike Company,\n-\nNorfolk and Petersburg Railroad,\n.\nNorth Frederick Turnpike Company,\n-\n-\n-\nNorth River Navigation Company,\n-\n.\n-\nOrange and Alexandria Railroad,\n.\n-\n-\nPatterson's Creek Valley Turnpike Company,\n-\nPittsylvania and Lynchburg Turnpike Company,\n-\nPotomac Bridge Company,\n-\n-\n.\n-\nPotomac Turnpike Company,\n-\n-\nPrinceton and Red Sulphur Road,\n-\n-\nPulaski and Giles Turnpike Company,\n-\n.\nRaleigh and Grayson Turnpike Company,\n-\n-\nRed and Blue Sulphur Springs Turnpike Company,\n-\n.\nRichmond and Danville Railroad,\n-\n-\n-\nRichmond, Fredericksburg and Potomac Railroad,\n-\n-\nRichmond and Petersburg Railroad,\n-\n-\nDigitized by Google\nDoc. No. 17.\n815\nRivanna Navigation Company,\n-\n-\n-\n-\n639\nRoanoke Navigation Company,\n-\n-\n-\n-\n641\n/\nRoanoke Valley Railroad,\n-\n.\n-\n.\n-\n475\nRockymount Turnpike Company,\n-\n-\n.\n-\n100\nRockingham Turnpike Company,\n-\n-\n-\n-\n96\nSaint Mary's Turnpike Company,\n.\n-\n-\n-\n219\nSalem and Pepper's Ferry Turnpike Company,\n-\n-\n.\n105\nSandy River Turnpike Company,\n-\n-\n.\n-\n217\nSeaboard and Roanoke Railroad,\n.\n.\n-\n-\n486\nShepherdstown and Smithfield Turnpike Company,\n-\n.\n-\n108\nShinnston Turnpike Company,\n-\n.\n-\n-\n228\nSistersville and Salem Turnpike Company,\n-\n-\n-\n110\nSlate River Company,\n-\n-\n-\n-\n-\n645\n.\nSlavin's Cabin and Summersville Road,\n.\n-\n-\n-\n693\nSmithfield, Charlestown and Harpers Ferry Turnpike Company,\n-\n-\n116\nSnicker's Gap Turnpike Company,\n-\n-\n-\n-\n118\nSouth Branch Bridge Company,\n-\n.\n-\n-\n716\nSouthside Railroad,\n-\n-\n-\n-\n-\n499\nSouthwestern Turnpike,\n-\n-\n-\n-\n-\n238\nSperryville and Rappahannock Turnpike Company,\n.\n-\n-\n120\nStaunton and James River Turnpike Company,\n-\n-\n-\n225\nStaunton and Parkersburg Road,\n-\n-\n-\n-\n697\nSweet and Salt Sulphur Springs Turnpike Company,\n-\n-\n126\nTazewell Court-house and Fancy Gap Turnpike Company,\n.\n-\n226\nThornton's Gap Turnpike Company,\n-\n-\n-\n-\n128\nUpper Appomattox Company,\n-\n-\n-\n-\n647\nValley Turnpike Company,\n-\n-\n-\n-\n-\n130\nVirginia Central Railroad,\n-\n-\n-\n-\n-\n526\nVirginia and Maryland Bridge Company,\n-\n-\n-\n717\nVirginia Telegraph Company,\n-\n-\n-\n-\n735\nVirginia and Tennessee Railroad,\n-\n-\n-\n-\n566\nWarm Springs and Harrisonburg Turnpike Company,\n-\n-\n134\nWashington and New Orleans Telegraph Company,\n-\n-\n719\nWellsburg and Bethany Turnpike Company,\n-\n-\n-\n137\nWellsburg and Washington Turnpike Company,\n-\n-\n-\n139\nWeston and Fairmont Turnpike Company,\n.\n-\n-\n199\nWeston and Gauley Bridge Turnpike Company,\n-\n-\n-\n141\nWest Milford and New Salem Turnpike Company,\n-\n-\n-\n144\nWheeling, West Liberty and Betbany Turnpike Company,\n-\n203, 756, 757\nWhite and Sweet Sulphur Springs Turnpike Company,\n-\n-\n209\nWilson Creek and South Fork Turnpike Company,\n.\n-\n260\nWinchester and Berry's Ferry Turnpike Company,\n-\n-\n-\n760\nWinchester and Potomac Railroad,\n-\n-\n-\n-\n599\nDigitized by Google\nCr\n)\nDigitized by Google\nDigitized by Google\nDigitized by Google\nDigitized by Google"
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