| Annual Report of the Louisville &
Nashville RR |
| as of July 1, 1861, |
| Superintendent's Report 2 |
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| Report of Superintendent of Machinery and
Road Department |
| Office Mechanical and Engineering
Department, Louisville & Nashville RR |
| Louisville, Ky., July 1, 1861 |
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| Hon. James Gutherie |
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President L. & . R. R.
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Sir,
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I herewith submit submit my report of the operations of
the Road, Machinery, and Engineering Departments, during the fiscal
year ending June 30, 1861, and embracing the ten preceding months.
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Statement I. exhibits the expenditure of the Road and
Machinery Departments, showing the cost of passenger and freight
transportation for each branch separately.
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Statement II. gives the cost of train mileage and a
comparison with the cost of the preceding year.
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Statement III. show the amount expended in the
Engineering Department in completing and equiping the road.
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I shall subdivide this report under the three heads of
Road, Machinery, and Engineering Departments.
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Road Department
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Road Repairs -- Main Stem -- (Length of Road, 185 Miles)
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The expenditures on this account amount to $59,888.91. Table
No. 3 exhibits the details of cost of Road Repairs. The cost per mile
per year has been $388.47, and per revenue train 14 84/100 cents.
During the fiscal year preceding this the cost per mile per year was
$605.73, and per mile of revenue train 26 3/4 cents, showing a
considerable reduction, which is mainly owing to the improved
condition of the road-bed and track.
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During the last ten months 2 1/2 miles of road have been
relaid with new cross ties, and new joint ties have been put in where
necessary. The number of ties bought and used during the year is
10,082.
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1099 miles (206 1/2 tons of 2000 lbs.) have been repaired
on the 30 miles of road near Louisville, at a cost of $6.84 per ton.
On the part of the road between Green river and Bowlinggreen, 1307
rails (310 tons) were taken out and repaired, at a cost of $727.46,
exclusive of the loss of material. This expense is occasioned by the
inferior quality of the tubular rail, the flanges of which are
breaking off at the ends of the bars. During the coming year about 200
tons of iron will have to be rerolled for this part of the road, and
also about 200 tons for the first 30 miles from Louisville.
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The total cost of renewing cross ties, and repairing and
replacing defective iron, has been $9,152.99, or per mile of road per
year, $48.93. During the fiscal year preceding this, the cost per mile
per year on this account was $135.00. This will account for $86.07 of
the reduction of $217.26 per mile in the cost of Road Repairs, leaving
a difference of $131.10 per mile in the cost of ordinary Road Repairs
in favor of the present year's operation, which is equal to a saving
on the whole road during the past ten months of $20,308.34. The
expenses of renewing the ties and rion will be greater during the
coming year than they were during the past ten months.
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Road Repairs -- Lebanon Branch -- (Length of Road, 37 Miles)
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The charges against this account are $9,875.10 for the
last ten months. Cost per mile per year, $318.54; cost per revenue
train-mile, 25 4/10 cents. During the fiscal year preceding this, the
corresponding expenses were $326 14/100 and 25 9/10 cents, showing
only a small reduction.
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1047 new cross ties have been put in the track, and 35
rails (6 1/2 tons) have been repaired. Defective rails were put in the
sidings, and the good ones put in the main track, by which means the
outlay for rerolling the iron has been avoided for the present.
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The total cost of renewing ties and replacing defective
iron has been $644.50, or $17.32 per mile per year. In the preceding
year the cost on this account was $93.48, or $2.51 per mile per year.
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Road Repairs -- Memphis Branch -- (Length of Road, 46 Miles)
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The expenditures on this account since October 1, 1860,
when the road was placed under my charge, have been $9,127.16, which
is at the rate of $264.34 per mile per year, and 25 6/10 cents per
mile of revenue train. From October to middle of April two trains only
passed over the road daily; since then the number of trains was
increased to six per day. The road being new, the embankments have
much settled, and require to be raised during this summer. The rails
are laid with wooden joint blocks.
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The track of the main stem and branches is in a very good
condition, the best evidence of which will be found in the fact that
the passenger trains have been run over it since last April at a speed
of from 30 to 40 miles per hour without a single accident having
happened to them on account of defective road-bed or track.
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| Repairs of Bridge Superstructure |
| The amount expended on this account on Main Stem
is |
$2,688.24 |
| The amount expended on this account on Lebanon
Branch is |
818.52 |
| The amount expended on this account on Memphis
Branch is |
6.15 |
| Total |
$3,512.92 |
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A list of bridges on Main Stem and Branches is given in
Table No. IV. The cost of keeping in repair each structure during the
year, as well as since the time of its erection, and also the time
when the bridges were built, is shown in this statement.
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Repairs of Bridge Masonry
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Statement No. V. shows the amount expended on each
bridge. The north abutment of Beech Fork Bridge on the Lebanon Branch
is completed.
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| Its cost has been, since September 1, 1860 |
$3,706.79 |
| Cost previous to September 1, 1860 |
1,936.58 |
| Total |
$5,643.37 |
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The quantity of masonry contained in the abutment is
$1,186 cubic yards, making the cost per yard, including cost of
foundation, $4.76, and exclusive of foundation and cement, $3.80 per
cubic yard.
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Depot Repairs
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Statement No. VI. exhibits the cost of repairing of each
depot. Total amount expended under this head on Main Stem and
Branches, $805.43.
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Repairs of Shop Buildings and Engine Houses
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Statement No. VII. exhibits the amount expended under
this head on each building.
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Repairs of Water Stations
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Statement No. VIII. exhibits the expenditures under this
head.
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Statement No. IX. shows the length of switches on the
Main Stem and Branches.
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Machinery Department
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Repairs of Locomotives
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Statement No. X. shows the performance of engines. The
results derived from this table may be briefly stated as follows:
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The engines have run in the service of the Transportation
Department 543,890 miles. Exclusive of the switching and mileage made
by assistant engines, the number of miles run is 478,188.
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| The cost of repairs charged to passenger and
freight transportation is |
$26,039.95 |
| Cost of repairs of engines used in Road
Department and run on the Bardstown Branch and Memphis,
Clarksville & Louisville Road, is, for 76,008 miles run |
3,248.31 |
| Total mileage made by
engines, 619,898 -- Total cost of repairs |
$29,288.26 |
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The $3,248.31 have been charged to the various accounts
of the Road, Machinery and Engineering Departments, and to the roads
above mentioned, according to the service rendered by the engines.
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The average cost per mile run by engines is as follows:
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| For Repairs of Engines |
4 72/100 |
cents |
| For Oil and Waste |
67/100 |
" |
| For Fuel |
6 93/100 |
" |
| For Water Supply |
1 02/100 |
" |
| Engineers' & Firemens' Wages, Cleansing and
Watching |
5 15/100 |
" |
| Total per mile run by
Engine |
18 49/100 |
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| The average cost per Passenger Train per mile is |
17 54/100 |
" |
| The average cost per Freight Train per mile is |
26 59/100 |
" |
| The average cost on Road Repairs and
Construction |
15 70/100 |
" |
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The freight engines have run 30 miles per cord of wood,
and the passenger engines 42 4/10 miles.
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Repairs of Passenger Cars
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Statement No. XI. shows the total number of miles run by
passenger cars, the service in which they were run, and the cost of
repairs per mile.
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Repairs of Freight Cars
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Statement No. XII. gives the same information with regard
to freight cars.
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Fuel
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| Bought during the year, cords of wood |
24,591 12/100 |
| Used during the year, cords of wood |
17,927 74/100 |
| Bought more than consumed, cords of
wood |
6,663 38/100 |
| On hand September 1, 1860, cords of wood |
19,116 12/100 |
| On hand July 1, 1861, cords of wood |
25,779 50/100 |
| The am't. paid on account of wood and coal on
hand is |
$38,370.99 |
| Amount due on same |
9,235.33 |
| Total value of fuel on hand |
$47,606.32 |
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Statement No. XIII. exhibits the particulars of this
account.
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Foundry
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Statement No. XIV. shows the operation of the foundry at
Louisville. During the year there have been made 762,146 lbs of
casting, at a cost of 2 62/100 cents per lb, including pattern making,
the cost of which has been 2/10 cents per lb.
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The castings used during the year have been credited to
the foundry account at three cents per pound, while the actual cost
has been 2 62/100 cents. In order to balance the foundry account the
87,092 pounds of castings on hand had to be valued at $139.81, while
their real value is $2,281.81. During the coming year the charges for
the castings will be so regulated as to consume this balance in favor
of the foundry account.
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Statement No. XV. exhibits the value of material on hand,
in charge of the Machinery and Road Department.
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Engineering Department
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The expenditures of this Department in completing and equiping
the Main Stem and Branches have been, as shown on Statement No. XVI.
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| Main Stem |
$86,185.38 |
| Lebanon Branch |
128.77 |
| Memphis Branch |
108,910.18 |
| Total |
$195,224.33 |
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Deducting these amounts from the estimate of cost of
completing the road, which I submitted in my last Annual Report, we
have the amounts to be expended as follows:
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| Main Stem |
$613,314.62 |
| Lebanon Branch |
62,871.23 |
| Total |
$676,185.23 |
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The estimated cost of completing the Memphis Branch after
July 1, 1861, is $130,000.
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Statement No. XVII. exhibits a detailed estimate of the
cost of completing the Main Stem and Branches, showing also the
original estimate and the amounts expended during the year. The items
marked this, x, amounting to $7,629.41, were not included in the
original estimate. Part of this expenditure, such as that caused by
covering the Cumberland River Bridge, and the purchase of the depot at
Glasgow Junction, was not contemplated at the time the estimate was
made, and other items were overlooked. The original estimate is,
however, considered sufficiently liberal to cover these omissions, and
no addition has therefore been made to it.
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It must be remarked here that the original estimate
includes all the work which remained to be done after September 1,
1860. The expenditures which may have to be made in settlement for
work done previous to that date are not included in it. Such
settlements are made by the General Office, and do not pass through my
accounts.
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In submitting the statements connected with the
improvements made during the year, I have entered more into details
than is customary in Railroad Reports. This has been done for the
purpose of showing that no charges have been made against the
construction account for which the full value of work done can not be
shown in the advanced condition of the road towards completion.
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Graduation
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For particulars, refer to Statement No. XVIII.
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Bridge Masonry
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Statement No. XIX. shows the cost of work done under this
head.
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The abutments of Cane Run Bridge were commenced in June,
for the purpose of replacing the tressel work by an iron bridge.
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Railway Superstructure
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The extension of sidings and construction of switches are
charged under this head. See Statement No. XX.
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Road Construction General
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See Statement No. XXI. The construction of cattle guards,
road crossings, mile posts, etc., are charged to this account.
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Bridge Superstructure
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Statement No. XXII. shows the amount expended on each
bridge. At the time of my last Annual Report, one span of the iron
superstructure of Barren river bridge was completed, the other span
being still crossed on a tressel. Since then the second span has been
put up (205 ft. long,) and nothing but some painting remains to be
done to complete this important structure.
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One span of iron superstructure (50 ft. long) has been
put up over Valley Creek, No. 1, and two spans (each 50 ft. long) over
Valley Creek, No. 3. On each of these bridges two spans are still
crossed on tressels; but there is now sufficient waterway, and the
drift wood can pass without endangering the tressel work.
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The tressels over two crossings of North Drake creek have
been replaced by permanent structures. At the end of the last fiscal
year the number of running feet of bridge superstructure was 4,140 and
3,956 feet of tressel. At present there is 4,643 feet of bridge
superstructure, and 3,255 feet of tressel work on the road, showing an
increase of permanent structure of 503 feet, and a decrease of 701
feet of tressel work. Some of the tressel work was replaced by
embankment.
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Ballast -- Main Stem
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On the 1st of September, 1860, 77 miles of road were
reported as completely ballasted, of the remaining 108 miles, 48 miles
had ballast under the ties, while 60 miles were without any ballast.
At present 95 miles of ballast are completed, and of the remaining 90
miles, 34 1/2 miles have ballast under the ties, while 55 1/2 are
without any ballast.
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18 miles of ballast have been completed during the fiscal
year, ending July 1, 1861. The amount charged to ballast account, is
$24,402.10, which has been expended as shown in the following
statement:
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| 21,731 yards of stone bought, delivered in piles
along the line of the road |
$6,869.74 |
| 6,041 yards quarried by company's force |
1,652.13 |
| 27,772 yards, bought and quarried, average cost
per y'd, 31.5 |
8,521.87 |
| 22,451 yards of stone, loading and unloading,
per y'd, 10.9 |
$2,439.19 |
| 22,457 yards hauled, train expenses, including
repairs of engines and cars, cost per yard, 16.1 |
3,609.68 |
| 27,912 yards of stone laid in track, cost per
yard, 28.3 |
7,898.98 |
| For tools and general expense, 1.6 |
446.68 |
| For finishing 5 7/10 miles of ballast left in
imperfect condition by contractor |
1,485.70 |
| Total, per yard 88.4 |
$24,402.10 |
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From the above statement it will be seen that the cost of
a yard of ballast has been 88.4 cents, including the expenses of
hauling. Exclusive of hauling, the cost has been 72 3/10 cents per
yard. The price which was to be paid the contractor was 80 cents per
yard; and the work done by him required an outlay of 14 cents per yard
to make it as good as that done by the company.
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| The amount of stone purchased and quarried
during the year is |
27,772 |
yards |
| On hand September 1, 1860, and distributed along
line of road |
6,895 |
" |
| Total |
34,667 |
" |
| Put in track during the year |
27,912 |
" |
| On hand 1st July, 1861 |
6,755 |
" |
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Ballast Memphis Branch
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By reference to the last report of the late Chief
Engineer, it will be seen that 14 14/100 miles of this Branch had
ballast under the ties; 31 86/100 miles were without ballast. 4 1/2
miles are now fully ballasted; on 11 1/4 miles there is ballast under
the ties, and 30 3/4 miles are still without ballast. This shows the
completion of 3 8/10 miles which had ballast under the ties, and 7/10
miles which was without ballast at the time of the last report. The
amount expended on ballast is $5,893.17, and the following is a
detailed statement of the cost of work:
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| 6,915 yards of stone bought, 34.3 per yard |
$2,377.87 |
| 603 yards quarried by company's force,
27.6 per yard |
166.76 |
| 7,518
Average cost per yard 33.8 |
$2,544.63 |
| 6,230 yards, loading and unloading, per
yard 14.0 |
873.45 |
| 6,230 yards hauled, train expenses, and engine
and car repairs, per yard 17.8 |
939.24 |
| 6,230 yards put in track, per yard 24.6 |
1,535.85 |
| Total cost, 90.2 per
yard |
$5,893.17 |
| The quantity of stone on hand 1st of September,
1860, according to the report of the Chief Engineer, was |
3,059 yards |
| Bought and quarried during the year |
6,915
" |
| Total |
9,974
" |
| Put under track |
6,230
" |
| On hand July 1, 1861 |
3,744
" |
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Depot Buildings -- Main Stem
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The expenditure under this head is $17,299.70. Statement
No. XXIII. shows the amount expended on each building. The Nashville
Depot, commenced in September, 1860, was finished in February last.
Its cost has been $14,442.25, to which is to be added about $2,000,
still unpaid. The part of the building now constructed consists of a
freight house, 54 by 262, and a two story office building, 28 by 67,
which contains also waiting rooms for passengers. The plan of the
Depot is arranged with a view to its future extension, whenever the
business of the company may require it.
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The Depot buildings on the Memphis Branch were nearly
completed when the road was put under my charge. The amount expended
on them is $2,984.92.
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Depot Furniture
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Statement No. XXIV. shows the amounts expended at the
various stations.
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Shop Buildings
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At Bowling Green, an engine house, containing room for 6
engines, has been built for the Memphis Branch, in connection with the
house formerly erected for the use of the Main Stem. Cost of engine
house, $7,078.83.
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Water Station Construction
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Statement No. XXV. shows the amounts expended on each
station. Additional tanks have been erected at the most important
points, and for pumping the water horse power has been substituted for
man power. By these improvements, the cost of water supply per mile
run by engines, has been reduced from 1 31/100 cents to 1 02/100
cents, a saving of 29/100 cent over the previous year, amounting to
$1,797.70. Additional improvements are required.
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Fencing
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3 3/4 miles of fencing have been added during the year at
a cost of $858.33. 1 3/4 miles were fenced with the old cross-ties
taken out of the track, and put up in the manner of a rail fence.
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Locomotive Account
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Two Locomotives have been bought for the Main Stem, and 6
for the Memphis Branch. 4 of them were built at the Schenectady works,
and four by Messrs. M. W. Baldwin & Co. They are all freight
engines of a heavier class than have been on the road heretofore. The
Schenectady engines weigh 61,000 lbs., and haul from 15 to 18 cars
over our heaviest grades. They have 4 driving wheels of 5 feet
diameter, and a front truck of 4 wheels. The Baldwin engines weigh
65,000 lbs., and haul from 20 to 24 loaded cars over the heaviest
grades. They have 6 driving wheels of 4 feet 4 inches in diameter, and
front truck of 2 wheels, with the Bissel arrangement. The heaviest
freight engines which were in the service before weigh 57,000 lbs, and
haul from 12 to 15 cars over the heaviest grade. They have 4 driving
wheels of 4 1/2 feet diameter, and a front truck of 4 wheels. The new
engines are much better adapted to the grades and business of our
road, and have done excellent service.
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Passenger Car Construction
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Two passenger cars and 1 baggage car have been built for
the Memphis Branch in the Company's shops at Louisville; and 2 more
passenger cars are nearly completed. The cost of these cars are given
in Statement No. XXVI.
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Freight Car Construction
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For the Main Stem 3 box cars have been built, and 2 more
are in course of construction. 3 box cars have been changed into
caboose cars.
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For the Memphis Branch 33 box cars have been built. The
trucks of 4 of the boarding cars were used for repairs, and the
construction account has been credited with the cost.
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Statement No. XXVII. exhibits the cost of box cars.
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Statement No. XXVIII. shows the number of cars of all
kinds on the road on the 1st July, 1861. In the statement given in the
last report, a mistake was made in the number of cars. The rack cars
which were enumerated separately, were also included in the number of
box cars. This error is corrected in the present statement.
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My acknowledgments are due to the officers and employees
of the departments of the company's service under my charge, for the
diligent performance of their respective duties, and for their
cheerful co-operation in promoting the interests of the Company.
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Respectfully submitted,
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Albert Fink
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Su't. of Machinery and Road Department
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