| Annual Report of the Mobile & Great
Northern RR |
| as of April 1, 1861, |
| Chief Engineer's Report |
| |
| Engineer's Office, Mobile & Great
Northern R. R. |
| Mobile, Ala., April 1st, 1861 |
| |
| To W. D. Dunn, Esq. |
| President Mobile & Great Northern R.
R. Company |
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| Sir, |
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At the date of my last Annual Report, the entire work
upon the Eastern Division of your road had been let to contract, and
the work of construction just begun.
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With two or three exceptions the work has been in the
hands of responsible parties, and has been pushed rapidly forward.
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The Clearing, Grading and Cross Ties upon Sections 29, 30
and 31, were originally contracted for by Sanford Babcock, who, after
having moved about, one-sixth of his work, was forced to abandon it
and forfeit his twenty per cent. and amount due upon all unestimated
work. These sections were afterwards let to L. M. Donavan & Co.,
at a loss of $4,000 to your Company.
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Sections 44, 45,47,48 and 49, were contracted for by
Samuel Thompson under circumstances somewhat similar to those of Mr.
Babcock. The position of these sections was such as to make it
imperative that they should be finished at an early day. After the
most strenuous efforts, and many concessions on the part of the
Company, and repeated pledges from Thompson, he failed monthly to move
one-half the amount of material necessary to get his work out of the
way. On the 6th of October last the contract was declared forfeited.
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In forfeiting his work Mr. Thompson's also forfeited to
the Company nearly an entire month's work and twenty per cent. upon
all work previously estimated, every cent of which was required to
cover the losses sustained by the Company in releting the work.
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Sections 44, 45 and 48 were let to Joseph R. Abrahams,
sections 47 was permitted to remain in the hands of Charles A. Marstin
& Co., former sub-contractors of Thompson, and section 49 has been
worked by a force of company hands.
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This section terminates upon the east bank of the Tensas,
and with the exception of a single cut, lies entirely in the swamp. It
was in the original plan to build an embankment from the high land to
the river, a distance of three thousand feet, and the work was begun,
and carried into the swamp about one thousand feet, with every
appearance of success. At first the material taken from the cut was
tenacious clay, highly favorable for constructing an embankment under
existing circumstances. More recently we have been forced to use
material of a very inferior character, that will not stand under the
action of water, or aid in distributing the weight of the bank over
the occupied surface.
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The result has been that the foundation has given way in
many places, and the work of weeks disappeared in a single night,
while the work has thus been delayed, and much annoyance experienced,
we were not discouraged, as no doubt was entertained about making the
work permanent without extraordinary expense beyond the material
already lost.
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To prevent delay and to enable us to use an engine and
train in carrying in material, fifteen hundred feet of temporary pile
trestle work has been built by the Company hands, and the balance of
the embankment carefully facined with brush which I am confident will
continue to hold it without further trouble. Fascines will be used
with a superior quality of material in the bank next to the river when
built. It was fortunate that we had a Company force to use upon this
section, as no contractor would have willingly encountered the
difficulties presented in executing the work.
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With the exception of the two failures mentioned above,
the work has progressed favorably, and has been directed so as to
extend all the relief possible to both stockholders and contractors.
The two extreme ends of this division have been pressed rapidly, and
are almost finished, while the middle ground has been worked so as to
ensure its completion a little in advance of the track.
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The earth work upon this section of the road has been
extremely favorable to the contractors, and will make an admirable
road bed. We have not been so fortunate in finding good material for
masonry. Stone is not found at all on portions of the work, and when
obtained elsewhere is very defective, and I am sorry to say that our
stone masonry is not first rate.
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The Brick masonry is better, and I think will compare
favorably with similar work on the best roads. The masonry for Big
Escambia bridge, Cobb's branch and Honeycut, is complete, and with the
exception of a single culvert on section nine, one on section
forty-eight, and several small ones on section 30, all of the culvert
masonry on the Division has been finished.
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The Cross Ties are being delivered rapidly, every section
has been let to contract. I feel confident in saying that neither the
workmanship or timber in these Cross Ties have ever been excelled. The
specifications were carefully and strictly drawn, and have been
rigidly enforced.
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The floods of last fall convinced me that the water-way
upon the road should be considerably increased over my first estimate.
The following statement will show the vent for each stream of
importance:
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| Tabular Statement of
the Various Streams and the Character of Crossings from the
Alabama & Florida Rail Road to the Tensas River |
| Name of Streams |
No. Spans |
Length of Span from centre to
centre of piers |
Total Length of Bridge |
Kind of Bridge -- Remarks |
| Little Escambia |
1 |
166 |
|
Howe's Truss |
|
"
" |
11 |
45 |
661 |
Beam truss |
| Big Escambia |
1 |
166 |
|
Howe's Truss |
|
"
" |
6 |
65 |
656 |
Fink's Iron Bridge |
| Brushy Creek |
1 |
65 |
65 |
"
" " |
| Perdido River |
3 |
65 |
195 |
"
" " |
| Bushy Creek |
|
|
1200 |
Trestle Work |
| Dyas' Creek |
7 |
45 |
315 |
Beam Truss |
| Hog Swamp |
1 |
32 |
32 |
" " |
| Honeycutt Creek |
1 |
65 |
65 |
Fink's Iron Bridge |
| Cobb's Branch |
1 |
65 |
65 |
"
" " |
| Hurricane Creek |
1 |
32 |
32 |
Beam Truss |
| Hurricane Lake |
3 |
45 |
135 |
" " |
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Your road is designed to be first class in all of its
appointments, and the above table is based upon the supposition that
no temporary work will be built, except Bushy Creek, where it is
proposed to use 1,200 feet of well-built pile trestle work.
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The Big Escambria Bridge is about complete; also the
bridges at Honeycut, Cobb's branch and Hurricane lake, making one span
of How truss, eight spans of Fink's iron bridge, and three spans of
Beam truss. Nothing has been done towards erecting the bridges at
Brushy Creek, Perdido, Bushy Creek or Dyas's Creek. Work upon the
Little Escambia has been suspended for the present, because it was not
actually required. A convenient temporary junction can be made with
the Alabama & Florida Railroad, between the Two Escambias, and the
little Escambia bridge built whenever the interest of the Company may
actually require it. The brick for the masonry and the iron work for
the superstructure are upon the ground and in part paid
for.
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Till the date of the late Presidential election, all of
the above work had been pressed with extraordinary vigor, and the time
for opening the division was confidently fixed at an early day in the
next summer. It was natural that the management of the road should
share with the people the general distrust produced by the result, and
became apprehensive that the work would have to be discontinued for
awhile. Under this pressure all of the wheel-barrow forces were drawn
off, the Bridge masonry at Little Escambia, Bushy Creek and Perdido
was stopped, and nearly the entire force of assistant engineers
discharged. Nor were our Grading contracts spurred up with accustomed
energy. As a matter of course, the completion of the road has thus
been delayed to a certain extent. Yet, without unforeseen
difficulties, the track will be laid through by the 1st of September.
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Track Laying
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On Thursday, the 28th of last month, track laying was
commenced near the east bank of the Tensas, and on the first of May
the track at the junction with the Alabama & Florida Rail Road
will be put under way. This work is being done in a superior manner by
the Company's forces, and can be carried forward at the rate of ten
miles per month, and finished by the first of September next.
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Equipment
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The equipment of your road will have much to do with its
successful operation in the future. Experience and common sense both
suggest the importance of uniformity in every department of the
rolling stock of a road. There is no reason why the bolts, brasses,
boxes, springs or axles of one car, or the various parts to every
particular member of a Locomotive, cannot be changed from one machine
to another without the slightest alteration or shop work. This has
been found impracticable on nine out of ten of our railroads, only
because the various companies have been forced for credit purposes, to
patronize every builder of engines and cars to be found, and have
introduced with each manufacturer confusion and something different
from the others.
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The result upon most of our roads has been a vast
accumulation of rubbish and unnecessary stock; expensive patterns that
would be a fortune within themselves, costly machine shops, and an
army of machinists to keep going this heterogeneous collection of
rolling stock. With a uniform and well-selected equipment upon the
plan suggested, a limited supply of the various wearing and breaking
parts would naturally modify the character of the machine shops and
machinery, reduce the number of machinists, save much time and
actually reduce the amount of rolling stock under that usually
required. In purchasing equipment for your road this idea has
prevailed throughout. The requisite number of Locomotives for
passengers and freight service, were contracted for last summer of the
New Jersey Locomotive and Machine Company, at Patterson, without a
single variation in the specification. The propriety of this may be
questioned, and there are circumstances that would require a material
difference, yet, in the present instance, it is unquestionable. The
same policy has been pursued in purchasing cars, no Truck was fixed
upon till one was found that would answer well for every class and
description of car used upon the road. The Truck selected is
manufactured by Messrs. Joseph R. Anderson & Co., of the Tredegar
works, Richmond, Va.; they are of iron and embrace all the recently
improved features that have been considered essential for ease,
durability and light draft, and will make the least impression upon
the track. They are the only trucks that I know of, within a
reasonable price, that answers equally well for both freight and
passenger service. For immediate use Trucks for twenty platform cars
were contracted for and have been delivered, and portion of them set
up.
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The following stock of Equipment it is believed will be
sufficient till the Road is complete to the City of Mobile:
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| Four |
Locomotive |
| Four |
First Class Passenger Cars |
| Two |
Second Class Passenger Cars |
| Fifty |
Freight Cars |
| Five |
Repair Cars |
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Iron Rails and Fastenings
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Contracts were made with Messrs. John Rogerson & Co.
for iron rails and fishing pieces, and with Joseph R. Anderson &
Co. for spikes. A sufficient number of the latter have been received
to complete this division; and 1,564 tons of rails fishing pieces and
bolts have been received; 474 tons at Pensacola and 1,090 tons at
Tensas wharf. In our contract with Mr. Rogerson it was made a point
that the rails should be manufactured under the inspection of an agent
of this Company; this duty was performed by Col. Lewis Troost,
Chairman of the Executive Committee, who visited England for the
purpose. The result is we feel confident of having the very best rail
made, one that will be a credit to all parties.
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Telegraph Line
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Experience has demonstrated the value of a
well-constructed and managed telegraph in operating railroads, and
that no road can be safely or economically worked without it.
Appreciating this fact, steps were taken at an early day to contract
with responsible parties for building and working a line over your
Road. In November last a contract was closed with the American
Company. The work was immediately commenced, and I am glad to say a
first rate line is now in successful operation. Under this contract
your Company has the free use of all the lines owned or worked by the
American Company, and when your road is in operation, Telegraph
Offices are to be established upon it, and kept open to suit the
running hours of your trains.
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Estimates
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| In my last annual report the
Eastern Division was estimated to cost |
|
$1,094,200.00 |
| The total expenditures have been as
follows: |
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| EASTERN DIVISION |
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| Clearing, Grading, Masonry and Bridging |
$243,591.53 |
|
| Superstructure |
116,949.78 |
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| Buildings and Wharf |
832.18 |
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| Equipment |
21,807.83 |
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| Gen'l Expenses and Engineering |
37,281.80 |
$420,463.12 |
| WESTERN DIVISION |
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| Clearing, Grading, Masonry and Bridging |
$8,900.00 |
|
| Superstructure |
--- |
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| Buildings |
--- |
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| Equipment |
--- |
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| Gen'l Expenses and engineering |
4,000.00 |
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| Total |
$433,363.12 |
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| Sum necessary, as per first estimate to complete
the Eastern Division |
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$673,736.88 |
| From indications, I
think the above figures for this Division may be largely
reduced, and that the following estimate will be ample to
cover the cost of completing it -- namely, for |
| Clearing, Grading, Masonry and Bridging |
$190,000 |
|
| Superstructure |
231,000 |
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| Buildings |
35,000 |
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| Equipment |
78,000 |
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| Gen'l Expenses and Engineering |
8,000 |
$542,000.00 |
| Deduct labor of Company hands |
|
23,856.61 |
| Amount saved upon first estimate |
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$107,880.27 |
| Making the total cost of the First Division |
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986,319.73 |
| or $19,726.39 per mile, including
Side Tracks |
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Company Force
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The Company force consists of 70 negro men, 11 women, 4
boys, 20 mules, 12 horses, 18 carts and 1 wagon. One negro man has
been used as an axe-man in the engineer's service; the remaining
forces have been engaged in construction on sections 43 and 49.
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The following is a correct statement of the work done by
this force, on account of --
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| Clearing |
$393.91 |
| Grading |
17,763.20 |
| Masonry |
1,150.00 |
| Bridging |
2,413.50 |
| Buildings |
630.00 |
| Cross Ties |
492.00 |
| Iron Rails &c |
364.00 |
| Rolling Stock |
50.00 |
| Track Laying |
100.00 |
| Engineering |
500.00 |
| Total |
$23,856.61 |
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Although the Company now owns eighty-five negroes, the
average force of the year has been fifty-four hands and seventeen head
of stock. The work done per hand per annum is $441.78, or an average
of $336.14 for each hand and mule, including women and boys. The
expenses per hand have been as follows:
|
| Tools |
$16.00 |
| Quarters |
7.46 |
| Provisions |
73.24 |
| Clothing |
19.73 |
| Medical Services |
9.89 |
| Superintendence |
30.41 |
| Bedding |
2.26 |
| Freight |
3.70 |
| Incidentals |
7.51 |
| Total per hand |
$170.00 |
| For the Stock the expenses have been |
|
| For Feed |
$146.52 |
| For Harness |
15.24 |
| For Freight |
11.50 |
| Total per head per annum |
$173.36 |
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During the year there has been lost one horse and two
mules. A negro man, Charles, was shot and killed by some unknown
person, and on the 23d of November, Solomon, a faithful hand, died of
pneumonia in a private infirmary in this city. The hands have been
well clothed, fed and cared for, and have given but little trouble;
yet the expenses on account of medical services will be found to be
large -- it must, however, be remembered that the larger portion of
the force was brought upon the work from a high latitude, unacclimated,
and placed upon the most unhealthy portion of the line, and worked in
very unfavorable positions. Recently they have had but little sickness
among them. I have not failed to give this force my own constant
personal attention; yet I regret to say that my expectations have not
been realized, and though I warmly advocated the purchase, I am now
very doubtful of the policy. For the first nine months I found it
impossible to get reliable and efficient overseers, such men being in
great demand at high prices. It is difficult to find men who entertain
a moral sense of duty of as high an order towards corporations as
individuals, or who have a greater incentive to usefulness and
industry than the salary paid; or who, as an agent, will exercise the
same degree of vigilance that they would as principal. I know of
exceptions, but only urge this against the principal of railroad
companies owning forces for the purpose of construction.
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The contract system in the running operations of roads
has not prevailed in our country to any extent. The entire work of
keeping up the road, equipping trains, and supplying wood, water, and
depot stations, has been performed by hired forces. In the Southern
States this has been performed with slave labor, at prices greatly
exceeding those paid for almost any other description of work,
accompanied with the annoyance and loss of drilling in new hands each
year. These difficulties you will avoid; by the time your track is
laid through, you will own a well-drilled and efficient force of hands
-- with which to keep up the road bed, equip your trains, supply wood
and water stations, and even to perform a large amount of your shop
work in the repairs of engines and cars. In this service this force
will amply repay the Company, and will tell at once upon the monthly
expenses of the road.
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Western Division
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Previous to the sixth of November active steps had been
taken to commence work upon this division on the first of January.
Contracts had been made before my last annual report to you with
Messrs. John Rogerson & Co. for the cast iron piles for the Tensas
and Mobile river piers, and with Denmead & Kendrick for the
superstructure. Jos. R. Anderson & Co. also contracted for the
Lifting and Pnuematic Machinery, and the West Point Foundry for the
Air Lock. Messrs. Rogerson had taken steps to carry out their
contract. Messrs. Denmead & Co. have delivered on the ground the
necessary machinery for doing their work, and the entire Pnuematic
machinery, except the Air Lock, has been received. Had not the
finances of the Company become so embarrassed by the political
troubles, the work of erecting the Tensas bridge would have been
commenced before this. To have continued this work would have been
embarrassing in the extreme without advancing the road toward
completion one day, but only cripple your ability to complete the
division from the Tensas to the Alabama & Florida railroads, which
will begin to contribute at once to the trade and travel of Mobile,
and attract a trace that would otherwise be diverted to Pensacola.
With this division open, I apprehend but little competition from
Pensacola, for the freights over the Alabama & Florida railroad
seeking tidewater. Yet we should loose no time, and watch with jealous
care, that well directed and, I may say, merited efforts may not have
precedence. Every one must admit the propriety of discontinuing work
upon this division under the circumstances.
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The Alabama & Florida railroad of Florida has been
finished up to the Junction, and Alabama & Florida road of Alabama
has been completed to a point that secures the completion of the
entire line from Montgomery to Pensacola in a few weeks. There is no
special reason for completing this work before the first of September
next, you will then begin operations with the beginning of the trade,
in time to meet the crop and the returning fall travel.
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Contracts should be made as soon as possible for the
estimated number of passenger cars, and additional trucks for freight
cars. There should be ample time given for building the passenger cars
especially, that the work in every respect may be well done. The wood
work for the freight cars can be well and cheaply done on the road.
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Summary
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In conclusion the following brief summary of the
condition of the work is presented with no small degree of pleasure.
It could and would have been far better had not the paralyzing
influence of revolution destroyed for awhile the commercial
confidence, and so much intimidated the people.
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Had the work been started upon any other than a most
unparalleled bases, it could not have withstood the shock. In managing
the work we have been without trouble or excitement. Three-fourths of
the local work of construction has been done. Seventeen miles of rails
and fastenings have been delivered. Track laying has been commenced. A
first rate Locomotive has been put upon the road and another shipped,
and I may say the cars are running, and a first class Telegraph line
is in full operation over the entire division. This much has been
accomplished in one short year in the face of litigation, revolution,
and a financial crisis unsurpassed. If this has been done under past
circumstances, I think there is little to fear for the future.
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The work has been in charge of Tillotson
Fox, as Principal Assistant, A. G. Martin, as Second Assistant, and
Joseph Williford, as Assistants. These gentlemen have had arduous
duties that have been performed faithfully and cheerfully.
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Respectfully,
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G. Jordan, jr.
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Chief Engineer
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