AR, R&D 10/1/1861 S
Annual Report of the Richmond & Danville RR
as of October 1, 1861,
Superintendent's Report
 
Superintendent's Report
Superintendent's Office R. & D. R. R.
Richmond, December 4th, 1861
 
Lewis E. Harvie, Esq.
President
 
Sir,
   I submit the following report of the operations of the road for the fiscal year ending September 30th, 1861:
Earnings of the Road for the Year
Local passengers $104,661.17
Through     " 34,351.89 $139,013.06
Outward local freight 65,806.62
    "  connection freight 16,803.22
Inward local          " 121,865.46
   "  connection       " 10,066.67
Intermediate local  " 4,100.47
     "  connection     " 9,756.01
Coal                    " 9,947.78
Stone                   " 486.46
Bell Isle              " 971.69 239,804.38
Express 5,272.14
United States Mail   10,652.28
Confederate States Mail 3,527.50

Total

 $398,269.36
State of Virginia and Confederate States transportation, viz:
Passengers 37,060.16
Freight 10,721.90
Baggage 1,408.51 49,190.57

Total Earnings

 $447,459.93
Expenditures for the year $274,711.59
Expenditures not chargeable to the working of the road $23,981.42
Excess of inventory this year over last 7,061.66
Rent received from other roads for use of cars 3,801.26 34,844.34
Working expenses for the year 239,867.25

Nett earnings

 $207,592.68
Working expenses 53 60-100 per cent. of the gross receipts
Nett earnings 46 40-100 per cent. of the gross receipts
Expenditures for the Year
Accounts registered during the fiscal year ending 30th September, 1861
For Construction $6,720.33
   "  Personal property 810.02
   "  Transportation 2,270.19
   "  Repairs of road 40,580.21
   "  Contingent expenses 6,093.44
   "  Wages 126,240.35
   "  Machinery 7,427.83
   "  Repairs of machinery 16,190.97
   "  Repairs of depots 2,.111.80
   "  Oil and waste 5,126.60
   "  Provision 13,322.03
   "  Relaying track 5,339.36
   "  Negro clothing 3,911.86
   "  Repairs of bridges 1,077.67
   "  Wood 21,893.29
   "  Wells and water stations 355.80
   "  Stock killed 164.16
   "  Lost freight 2,076.20
   "  Negro hire 24,368.67
   "  Telegraph expenses 3,680.56
   Total amount as per register $289,761.34
Amounts chargeable to fiscal year ending September 30th, 1861, and registered subsequent to that date 2,643.84
$292,405.18
Deduct amounts chargeable to fiscal year ending September 30th, 1860, and included in above list of accounts, registered after that date 27,046.71
$265,358.47
To which add salaries of President, Directors, Auditor, Treasurer and Auditor's clerks 9,353.12
     Expenditures for year $274,711.59
Expenditures Not Chargeable to Working of the Road
New Buildings, Permanent Construction, Tools, &c.
For new buildings and improvements at depots $5,057.24
   "     "   culverts 635.50
   "     "  trestle work for siding at Meherrin 331.91
   "     "  girder bridge at Staunton river low grounds 854.99
   "     "       "         "      "  Boston 531.82
   "     "  trestle      "      "  Staunton river low grounds 260.81
   "  paving in depot yard at Danville 573.60
   "  excavating in Boston depot lot and branch track at Barksdale's 491.32
   "  seating freight cars for transporting troops 374.22
   "  canal boat 611.41
   "  1 platform and 2 depot scales 210.18
   "  1 5 cwt. steam hammer 600.00
   "  1 upright bench drill 129.00
   "  1 pump and test guage 75.00
   "  1 lathe and scroll chuck 160.00
   "  personal property 810.00
   "  relaying track 7,522.56
   "  Telegraph line 3,464.59
New passenger car 544.56
   "   box              " 28.32
   "   flat               " 660.65
   "   crank            " 39.22
   "   powder        " 14.50 $23,981.42
Working Expenses
Maintenance of Roadway and Real Estate
Repairs road-bed and track, as per statements 77,442.01
      "      buildings, as per statement 9,146.98
      "      bridges and culverts 2,593.30 89,182.29
Repairs of Machinery
Engines, as per statement 7,690.62
Cars,       "    "         " 9,111.63
Shop expenses 7,028.35 23,830.60
Operating Expenses
Salaries of President, Directors, Auditor, Treasurer and Auditor's Clerks 9,353.12
Salaries of Superintendent, Clerks and Office expenses 6,348.57
Gas and water rates 428.56
Printing and advertising 3,446.84
Depot expenses, as per statement 44,124.47
Coalfield incline plane 1,338.13
Wells and water stations 1,084.35
Telegraph officers 2,180.17
Conductors and baggage masters 5,505.89
Brakesmen 3,762.99
Engineers, firemen and cleaners 24,145.24
Train expenses 5,091.41
Oil for engines and cars 3,544.93
Waste for   "       "     " 490.90
Wood   "    "       "     " 10,412.20
Mail expenses 1,328.86
Transporting freight across river at Rocketts 410.96
Stock killed                   "        "    "       " 164.16
Lost freight                    "        "    "       " 2,076.20
Car rent                         "        "    "       " 1,098.17
Casualties                      "         "   "       " 400.00
Incidentals                     "         "   "        " 118.24 126,854.36
     Working expenses for the year $239,867.25
   The gross receipts for this year, as compared with last year, have decreased $113,444.50, while the working expenses have diminished only $38,708.73 and there has been consequently a decrease of $74,735.77 in nett earnings.
   The ratio of working expenses to gross receipts have been increased 3.91 per cent.
   The falling off in the gross receipts is due to the decrease in local and through travel, and in local freight business; the increase in through freight, and the heavy transportation performed for the general Government, having been inadequate, owing to the low rate of charges, to compensate for the loss on these first named items.
   The usual character of last year's business is perhaps a sufficient explanation of the increased ration of working expenses to gross receipts; and when it is seen that the expenses per mile run have been slightly reduced, it will be evident that the road has not been more expensively worked this year than last, but that the unfavorable exhibit is owing to the unremunerative character of most of the business. Still, I think it well to call attention to the fact, that while the work done this year was practically as great, and the improvement in the condition and characteristics of the road very nearly equal to that of the previous year, the portion of the gross receipts unexpended either in working or improving the road is somewhat more this year than it was last, notwithstanding the great falling off in gross receipts; and to state in explanation of this, that in preparing this year's report, I have allotted to working expenses disbursements, which previously it has been customary to include in expenditures not chargeable to working the road. By a more liberal estimate of what constitute items of expenditure with which transportation should be credited, the ration of working expenses to gross receipts could be reduced to less than 50 per cent.; but I deemed it best to include in these, such expenditures only as, in my opinion, were clearly not chargeable to working the road.
   In Tables marked B and C, the details of the gross receipts are given, and a comparison made with last year's business.

Passengers

   In Table marked J, will be found a report of the travel to and from each station during the year, and a statement giving the classification of the travel; and in Table marked K, the travel paid for by the State of Virginia and the Confederate States is given in detail, showing the number to and from each station. From this last table it will be seen that this road has brought to Richmond for the Government, 32,498 men, 28,601 of this number having come upon the road from the South Side Railroad at the Junction.
   The transit of passengers is as follows:
1859-'60 1860-'61 Decrease in 1860-'61
Local passengers 58,104 48,959 9,145
Through    " 28,226 19,637 3,589
81,330 68,596 12,734
Government passengers 34,680
Increase in total travel 21,946
Total mileage of local passengers 2,610,245
Total mileage of through passengers 1,104,089
Total mileage of government passengers 1,858,004
Total mileage of all passengers 5,567,338
Average number of miles travelled by local passengers 53.31
Average number of miles travelled by through passengers 56.22
Average number of miles travelled by government passengers 53.43
Average number of miles travelled by all passengers 53.90
Receipts from local passengers $104.661.17
Receipts from through passengers 34,351.89
Receipts from government passengers 37,060.16
Total receipts from passengers 176,073.22
Average receipts for carrying one local passenger one mile 4 cents
Average receipts for carrying one through passenger one mile 3 111/1000 cents
Average receipts for carrying one government passenger one mile 2 cents
Average receipts for carrying one passenger one mile 3 103/1000 cents
   From this statement it will be seen that the ordinary local and connection travel has been much diminished during the past year; but owing to the number of persons carried over the road for the State and Confederate authorities, the total number of passengers carried is 21,947 in excess of that of last year, while the receipts from passenger business have increased only $23,484.29, owing to the low rates at which the transportation for the Government is done.
   The average receipt per passenger the last fiscal year was $1.87, this year the average is $1.70, and by comparing the increased receipts from passengers this year with the increase in number of passengers carried, it will be found that the receipts from the increase of travel have averaged only $1.07 per passenger, and consequently that at last year's rates, the increase in receipts would be nearly double what it is, or about $40,000.

Depots and Buildings

   The freight and station houses are in good order, repairs to the amount of $1,084.35 having been done during the year.
   The passenger house at Richmond has been somewhat altered and thoroughly repaired and painted during the year, and a roof put up over the outside platform. Still further improvements to this building are now in progress, with a view of increasing its convenience.
   The platform bridges over the James River and Kanawha Canal have been carefully examined, and all necessary repairs have been made.
   In Manchester, our depot facilities have been much increased by additional earth filling, extending existing sidings, and putting in several new sidings.
   No material changes have been made in the shops, except the construction of a wood shed at the south end of the machine shop, but in the shop yard quite an extensive system of drains has been constructed, doing away with the open trenches which were both unsightly and inconvenient.
   It will be seen that the item of shop expenses for this year is large, this is owing not to an increase in current expenses, but to some improvements introduced during the year. These though of no great magnitude are numerous, and need hardly be mentioned.
   At Rockfield station, the old buildings formerly occupied by the agent have been removed, and a section house built for the master of the first section, who attends to the wood and water supplies in addition to his other duties.
  At Mossingford a shed has been put up over the freight house platform during the year.
   At Roanoke station the agent's house has been moved, its former location being very unhealthy from proximity to the river.
   New engine houses have been erected at Junction, Clover and Danville, one at each station, and the old engine houses at the last two named places have been moved to more convenient positions, and put in good order.
   A new siding has been laid down at Coalfield; and at eight of the stations where sidings were short, and had but one connection with main track, they have been extended, and another connection made with the main track. Altogether, about one-half mile of additional siding has been laid, and with slight exceptions all of this work is included in repairs of roadway, and charged to working expenses. The material used was principally such as had been taken out of the main track.
   The wells and pumps are in good order, and during the year there has been at all times an abundant supply of water for our engines.
   The wood sheds have been repaired during the year, and some of them have been improved by the addition of platforms and travelling wood racks.
   A new turntable is now building at Keysville station.
   At Barksdale's station a branch track for receiving and delivering freight to the boats on Dan river has been commenced, and is now nearly completed. This has been constructed as a preferable arrangement to the trestle track and hoisting apparatus now in use, which is so decayed that it cannot be used much longer without renewal. The grading of this branch has been charged to permanent construction, but the expense of the track is included in cost of maintaining roadway and real estate.
   The operating expenses at the stations are shown in Table marked I, and the cost of repairs in Table marked E. The aggregate of these two tables amounts to $53,271.45, and is $1,471.69 more than the expenditure for the same items last year, but as this year's statement includes the fuel used at stations, which was left out in previous reports, and amounts to $2,095.35, this year's expenses are actually $623.66 less than those of last year.

Roadway and Bridges

   At the close of the fiscal year there was 99 miles of heavy rail, and 41 1/2 miles of flat bar track on the main line of the road; and 9 1/2 miles of heavy rail, and 6 1/2 miles of flat bar in sidings. The total length of sidings is 16 miles.
   During the year 6 1/2 miles of heavy rail has been substituted for flat bar in the main line, 2 1/2 miles of the iron laid having been purchased the previous year, 3/4 of a mile of it received from Roanoke & Clarksville railroad {Roanoke Valley RR} in payment of a freight bill, and remainder, namely 3 1/4 miles, obtained from the sidings by substituting the flat bar for it. Some of the iron taken from sidings had to be repaired before it could be used in the main line, but this was done at the moderate cost of $4.60 per ton, and during the year 88 tons, or about one mile of heavy rail {both tracks} has been repaired in the shops of the Company.
   In addition to the 3 1/4 miles of heavy rails substituted for the flat bar in the main track, 1 1/4 miles of heavy iron has been obtained from sidings for repairs of track between Richmond and Appomattox river, making in all 4 1/2 miles of heavy iron obtained from sidings, some of it in as good condition as when first purchased, having been but little used.
   There was on the 1st of October, 1861, but 4 3/4 miles of flat bar track between Richmond and the Junction; and some of this had been substituted with heavy rail since that time, the work or re-laying being continued from time to time.
   In the statement of cost of relaying track which I have reported, as an expenditure not chargeable to the working of the road, I have included only the cost of new chairs and spikes purchased for the new iron, and the expense of making the transfer.
   The road bed and track are in good order, the latter having been furnished during the year with an adequate supply of materials for repairs.
   During the year, sills sufficient to lay 24 miles, and stringers for 8 miles of new track, have been put in the main line. A large portion of the sills have been used for repairs of road between Staunton river and Danville, where the sills are giving way very rapidly, after having been in use for nearly six years. The repairs of these upper sections were very light, until the re-silling commenced, and when it is completed for the whole distance there will be but little material needed for repairs for another 6 years, by which time it is probable that the iron will also require renewal.
   The temporary pile constructions in Staunton river low grounds have been removed during the year and permanent bridges built in their place; and the stone piers erected there some years previous, with a view to such a substitution, form a part of the present structure. One span near Staunton river bridge has been replaced by iron girders, but at the three spans nearest the station a substantial wooden bridge has been built. This last structure, though in use, was not completed at the close of the fiscal year, and only a portion of the expense of its construction is included in this year's statement.
   At Boston station, a timber structure, carrying the main track over the ferry road, has been removed and replaced by an iron girder bridge resting on substantial stone abutments. It was intended in the original plan to have three spans of girder bridge, instead of one, and thus to decrease the expense of the masonry abutments, but the impossibility of obtaining the rolled beams for the two end spans made the present mode of construction necessary.
   The bridges generally have been kept in good order, all of them having been repaired to some extent during the year; the small bridge at Scottsburg has been completely renewed.
   The cost of repairs of roadway is given in Table marked D, and in comparing the item of expense with that for last year, it will be seen that there is a reduction in total cost of $34,334.69.

Motive Power

   There has been no increase in the stock of locomotives during the year, and no material changes in their condition.
   The re-building of the Potomac was completed early in the fiscal year, and she was sent out of the shop November 1st, 1860, since that time she has been running regularly, and has given satisfaction.
   The engine Chesterfield has been re-built during the year, and is now completed.
   The engine Danville is in the shop for repairs, and the work of putting in a new fire box is nearly completed.
   The mileage and cost of repairs, and maintenance of the Company's engines, will be found in Table marked G, and will be found to compare favorably with that reported last year. The weight, capacity and condition of the engines is given in Table marked L.

Rolling Stock

   Soon after I submitted the last annual report, I discovered that the list of cars which had been furnished me, and which I embodied in my report, was obtained by adding to the previous inventory, those built during the year, and that this was the method of preparing the list of cars for several of the previous reports. Satisfied that such a method could not give accurate results, I directed an inventory to be made from actual count, and on comparing it with the list of cars which I had reported, I found that the number was greatly overstated.
   As near as I can ascertain, the list given last year overstated the number of cars as follows:
1 Baggage car too many
2 Second class cars too many
6 8-wheel box cars    "     "
17 4-wheel    "     "      "      "
6 8-wheel flat cars    "       "
6 4-wheel stone cars too many
8 4-wheel wooden coal cars too many
1 6-wheel iron coal car            "    "
5 gravel cars                             "    "
52 cars overstated
   The error in second class cars is explained by the ascertained fact, that a second class car that was altered to first class, was returned in the next inventory as both first and second class, and the error in the baggage cars to the fact, that two baggage cars were unfit for service on mail train, were used as boarding cars, and on the next inventory returned as both baggage and boarding cars.
   I have prepared the above list showing error in estimate, by comparing the inventory made in February last with the list of cars in the last report, and it is probable that some worn out cars in existence when the report was made, and included in the inventory, were broken up prior to the inventory taken in February, but I am satisfied that the over statement of the report, as compared with the effective rolling stock, was as great as I have stated.
   The following is a correct statement of the cars of the Company on the 1st October, 1861. Some of those returned on the list will not be fit for service until re-built, but an expense for renewal the coming year, equal to that of the past year, will keep the rolling stock in as good condition as at present.
11 first class passenger cars
7 second class cars
5 mail and baggage cars
4 conductor's cars
3 express cars
1 wreck car
192 eight-wheel box cars
1 powder car
1 snow plough
41 eight-wheel flat cars
27 four       "  stone    "
10 material cars (8 wheel flats)
13 four-wheel wooden coal cars
2    "         "  sand cars
55 six         "  iron coal cars
17 four       "  gravel cars
8 eight      "  boarding cars
1 four       "          "        "
   The rolling stock generally is in good condition, 15 8-wheel box cars, 12 8-wheel flat cars, 11 4-wheel flat cars, and 5 gravel cars have been renewed, and one first class coach thoroughly repaired, repainted, and newly upholstered during the year.
   The use of our cars this year has not been confined to transportation over our own road, but we have been called upon by the Government to send out flat and box cars with heavy ordnance and ammunition long distances over connecting roads, a service that has been very injurious to the cars engaged in it.
   During the year our cars have run on connecting roads 107,826 miles, or about one-tenth of the whole mileage for the year, and for this service we have received $3,801.28; a sum which, in my statement of expenses, I have credited to car repairs.
   At a recent date, 21 of our 8-wheel box cars and 26 8-wheel flat cars were off the road on trips with Government freight to New Orleans, Mobile, Columbus, and other points in the South and West, and some have been absent nearly two months.
   The statement of cost of repairs, and maintenance of cars, will be found in Table marked H, and shows a decrease of $4,620.09.

Telegraph

   The completion of the telegraph, and the date of transmission of the first message from Richmond to Danville was mentioned in my last report, and since then the only important change in the condition of the line is a further supply of telegraph instruments, which has enabled us to increase the number of telegraph offices, and place one in each depot on the road, except those known as neighborhood stations.
   The receipts and expenditures of the Telegraph line are given in Tables marked O and P, and it will be seen that there is a deficiency of $739.10 in receipts to meet expenditures.
   The small amount of receipts is doubtless owing to the stagnation of business during the past year, and the expenses have probably been much greater in starting a new line than they will be in working it, when fully organized and systematized; but should we be disappointed in this, and find that the receipts barely meet the expenses, still the telegraph line will, I think, bring a full return for the investment in the increased safety and facility in working the road.
   In the security it has afforded in moving troops, it has been invaluable during the past summer, and without it, it would have been impossible for us to furnish prompt and safe transportation over our road at all hours of the day and night, upon short notice as we have done.
1859 and '60 1860 and '61 Decrease
Mileage for the year 257,829 223,162 34,667
Receipts per mile run $2.17 54/100 $2.00 50/100 $0.17 04/100
Expenses per mile run 1.08 04/100 1.07 48/100 0.00 56/100
Receipts per mile of road $3,921.02 3,184.76 736.26
Expenses per mile of road 1,982.74 1,707.24 275.50
Decrease in mileage, as compared with last year 13 4/10 per cent
         "       "  receipts  "         "            "     "      " 22 2/10  "    " 
         "       "  working expenses, as compared with last year 13 8/10  "    " 
All of which is most respectfully submitted by
Your obedient servant,
Chas. G. Talcott
Superintendent

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