| Annual Report of the Virginia Central RR |
| as of October 1, 1864, |
| Superintendent's Report |
| |
| Superintendent's Report |
| Office of the Virginia Central Railroad
Company |
| Richmond, October 1, 1864 |
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|
E. Fontaine, Esq., President
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| Sir, |
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The following report of the operations of this Road for the fiscal year ending September
30, 1864, is
respectfully submitted.
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The Earnings from all sources are as follows:
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| From passengers |
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$1,340,379.87 |
| From freight |
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973,303.97 |
| From express |
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325,716.54 |
| From mail
service |
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11,231.24 |
| From use of road by the Orange &
Alexandria Railroad Company |
1,022.22 |
| From miscellaneous receipts |
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420.00 |
| From dividends on telegraph stock |
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241.50 |
| From rent
of real estate |
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553.75 |
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$2,652,869.09 |
| The amount expended
for operating the Road was as follows: |
| For conducting transportation,
including miscellaneous, legal expenses, &c. |
703,424.83 |
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| For repairs of locomotives and cars |
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635,236.10 |
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| For repairs of workshops and tools |
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28,493.79 |
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| For maintenance of Road and buildings |
611,255.91 |
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| For salaries |
27,551.68 |
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| For taxes |
104,455.25 |
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| For insurance |
2,287.00 |
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| For repairs on real estate |
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2,408.73 |
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2,115,113.29 |
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| To which is added |
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| The cost of two locomotives purchased |
$44,594.05 |
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| The amount expended on Cow Pasture Bridge |
29,024.31 |
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| The amount expended on Brooksville Tunnel |
23,390.73 |
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97,009.09 |
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2,212,122.38 |
| Nett earnings |
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$440,746.71 |
| The passenger fare is
debited with the amount paid Richmond, Fredericksburg &
Potomac Railroad Company, on account of damages granted by the
court for fare collected from through passengers between
Richmond and Washington previous to 1860. This amount was
$66,666.89, making the total receipts $2,719,835.98. |
| There has been an
increase in the receipts as follows: |
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| From passengers |
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$413,972.46 |
| From freight |
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544,342.39 |
| From express |
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177,968.12 |
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1,136,282.97 |
| And a decrease from other sources |
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6,381.05 |
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$1,129,901.32 |
| There has been an
increase in expenditures as follows: |
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| For conducting transportation |
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408,740.72 |
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| For repairs of locomotives and cars |
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474,939.64 |
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| For repairs of workshops and tools |
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20,090.01 |
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| For maintenance of road and buildings |
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397,734.34 |
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| For salaries |
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10,754.18 |
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| For taxes |
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59,674.06 |
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| For insurance |
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618.63 |
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| For repairs of real estate |
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863.30 |
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1,373,414.88 |
| Decrease in nett revenue (extraordinary
expenses not added) |
$243,513.56 |
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It would be proper to add to the expenditures the
depreciation in iron, machinery, buildings, bridges, &c., and the
cost of other work which, for want of labor and materials, is deferred
for the present. This would amount to a large sum in the present
currency, but as the work of renewal and repairs must be limited
during the war, I refer to it only to show that the amount of net
revenue is more apparent than real.
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The amount actually expended and charged to
transportation expenses is 81 4-10 per cent of the receipts.* This
large per centage is readily accounted for. Besides the losses in
revenue and the extraordinary expenses to which the Company has been
subjected from the raids of the enemy, the rates for passengers and
freight have been very low when compared with the prices paid for
nearly every article which contributed to the expenses. As complaints
have been made in some quarters of the rates now charged by Railroad
Companies, it is proper to make some statements on this subject.
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* Note -- Deducting extraordinary expenses, including the
amount due on raids by the enemy, this per centage would be reduced
below 70 per cent. It must also be remembered that the loss of revenue
from early in May to July 1st, and at other times when the trains were
interrupted, was very considerable, and would, if estimated still
further reduce the per centage of expenditures to receipts.
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| The present rate for 1st class passenger fare
is, per mile |
22 |
cts. |
| The present rate for Government passenger fare
is, per mile |
10 |
cts. |
| The average rate for 1st class passenger fare
has been, per mile |
11 1/4 |
cts. |
| The average rate for Government passenger fare
has been, per mile |
6 1/2 |
cts. |
| The rate for 1st class passenger fare in 1860
was, per mile |
4 1/2 |
cts. |
| The rate, per 100 lbs., per 100 miles, on
groceries (private freight) is |
4.00 |
|
| The rate, per 100 lbs., per 100 miles, for
Government freight, is |
1.75 |
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| The average rate, per 100 lbs., per 100 miles,
on groceries, (private freight) is |
2.00 |
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| The average rate, per 100 lbs., per 100 miles,
on Government freight, is |
90 1/2 |
cts. |
| The rate, per 100 lbs., per 100 miles, on
groceries in 1860, was |
38 |
cts. |
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The present rate of fare for citizens is therefore about
five times and the rates for freight about ten times the prices of
1860; but two-thirds of the passengers are on Government account, and
seven-eights of the freight is Government freight, (excluding express
freight,) the present average charges are less than three time
the old rate for passengers, and five times the old charges for
freight. The average charges through the year for private and military
transportation are less than double the old rates for passengers, and
less than three times the old rates for freight!
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The prices of several leading items of expenses compared
with the same in 1860, are as follows:
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1864 |
1860 |
| Clothing and subsistence of negroes |
$1,870.00 |
$60.00 |
| Iron castings and wrought iron, per pound |
1.00 |
.04 |
| Brass castings |
4.50 |
.34 |
| Car wheels, each |
500.00 |
15.00 |
| Oil and tallow, per gallon |
50.00 |
.90 |
| Coal for shops, per bushel |
2.60 |
.12 |
| Lumber per M |
100.00 |
12.50 |
| Shovels, per dozen |
300.00 |
10.50 |
| Wages of mechanics, per day |
11.00 |
1.75 |
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This list could be extended, and if those articles which
are not produced in the Confederacy were included, the proportionate
rate of increase would be still more marked. It cannot be doubted that
the cost of operating a Railroad during the past year has been fully
ten times as great as it was in 1860. The expenses in that year
were $275,954.10; the expenditures in the past year were
$2,212,128.38, or about eight and a half times. It will be asked, Why
does not the result prove the theory to be correct? The answer is that
the repairs of the Road and its machinery are not, and cannot, be kept
up as they should be; and the Company is actually expending its
capital, for this accumulated depreciation must be met at some future
day. It should be remembered, however, that when the war is over, the
cost or renewals will be much less than if executed now.
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It will be seen that the prices paid by the Confederate
States for transportation, are much less than those paid by
individuals. If all passengers and freight had been carried at
Government rates, the receipts of the Road would have been $1,937,521,
or nearly $275,000 less than the actual expenditures. To say
nothing of the depreciation, which is not included in the
expenditures, it is clear that the Company is subjected to a heavy indirect
tax for the support of the C. S. Government, in addition to that
imposed by law -- and it is also clear that if the rates of Government
transportation were adequate, the Company could reduce the rates now
charged to private citizens, and yet receive the same gross revenue.
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Raids of the Enemy During the Year
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Feb. 29 The enemy came to Beaver Dam Station
and burned the buildings, including the roof of the new warehouse. The
same force on their retreat from Richmond, injured the bridges over
the Chickahominy. The damages to the Road were repaired 4th of March.
This is known ass the Dahlgren raid.
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May 9 The enemy, under Gen. Sheridan,
appeared at Beaver Dam Station and destroyed twenty-nine cars, mostly
loaded with Commissary stores, and injured two locomotives. On the
12th the same force occupied the Road near Richmond, and in their
retreat injured the bridges over the Chickahominy, and destroyed the
trestle about two miles east of Atlee's. The Road was repaired and the
trains running on the morning of the 14th.
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May 20 The enemy came to Hanover Court
House, and burned the two trestles east of the station, and destroyed
some track. The damage was repaired on the 25th.
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May 25 The enemy's infantry occupied the
Road from one mile west of Anderson's, to about the same distance west
of Hewlett's. They destroyed 4 1/2 miles of track, bending the rails
and burning nearly every cross-tie.
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June 1 The enemy again burned the trestles
east of Hanover Court House, destroyed the water stations, tore up and
burned about 2 1/2 miles of track, burned many small trestles and the
South Anna bridge.
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June 12 Sheridan's cavalry occupied the Road
at and near Trevillian's, and previous to their defeat by Gen.
Hampton's force, destroyed 3 1/2 miles of track and a water station.
The damages to the Road between Gordonsville and Hanover Junction were
repaired by the 24th, and those east of the Junction by the 29th of
June. It is proper to add that these repairs could have been made much
sooner had it been considered prudent to do so.
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June 6 The enemy, under Hunter, entered
Staunton. The station buildings at Staunton and Fisherville were
destroyed, the bridges and 3 1/2 miles of track between those points
were burned and the iron bent. The handsome stone viaduct, west of
Staunton, was seriously injured, and between that point and Goshen
nine bridges were burned, and over three miles of track tore up and
partially destroyed.
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September 26 Sheridan's cavalry entered
Staunton and proceeded east as far as Waynesboro. The station
buildings were burned and one span of the iron bridge over South river
was destroyed. The trestle bridges between Waynesboro and Staunton
were partially burned, and about a mile of track was torn up. The
stone viaduct west of Staunton, which had been injured by Hunter, was
demolished, with the exception of the abutments. The turntable at
Staunton was also destroyed a second time.
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The enemy have now been at every station between
Gordonsville and Richmond, except Hanover Junction, and every station
west of the Blue ridge. Hanover Junction is scarcely an exception as
the enemy were within a few hundred yards for several days.
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In the several raids the enemy has burned 7 water
stations, 4 passenger houses, 4 freight houses, 1 engine house, 18
bridges of over 30 feet span, and many smaller ones, tor up and burned
over 18 miles of tract, 3 turn tables, 36 cars, 20,000 cross-ties, and
a large amount of wood, besides other damages which need not be
particularized. The loss of revenue to the company was large, but I
believe the army suffered little or no inconvenience, and as this was
the great object of the enemy, his operations may be considered a
failure.
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In connection with the repairs of road due to these
raids, I can but mention, and with great regret, the death of Thos. P.
Moody, one of the conductors of passenger trains on this road. It was
thought necessary to have scouts to warn the working parties in case
of the approach of the enemy, who were at times very near the road.
Mr. Moody was one of three who performed this duty. He was mistaken by
one of the army scouts for an enemy and killed. Mr. Moody had been
connected with the road for many years, was always a favorite, and has
left many friends to mourn their loss.
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Roadway
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Earnest efforts have been made to put the road in good
condition. A sufficient force was hired in January, and the details of
parties who could command labor and teams were secured to furnish
cross-ties and wood. Besides these, we contracted with the proprietors
of two saw-mills for cross-ties and lumber, and two other mills have
been worked by the company during a part of the year for the same
purpose.
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Notwithstanding these preparations our success has not
been such as was expected. The operations of the enemy have interfered
with the work, a number of the negroes have deserted or been carried
off; the engine of one of the mills exploded, and we have been unable
thus far to make the products of another available. But I am able to
report that the track is in better order than it was twelve months
since, and we have made some progress in renewing cross-ties, although
the enemy have destroyed so many in their several raids. The iron is
more battered than it was last year, but no uneasiness need be felt on
that account if the company is allowed to retain the material it now
has available for repairs.
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The road bed has been well ditched, and several cuts
which have given trouble in wet weather have been ballasted. At this
time the track is smoother than it has been for more than twelve
months.
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The Cow Pasture bridge has been completed, with the
exception of the roof and a portion of the masonry in the abutments.
It is an excellent structure, and has cost thus far $45,567.91. Timber
for the new Rivanna bridge is being cut, and it will be framed this
winter.
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The Brooksville tunnel is undergoing extensive repairs.
This tunnel was excavated through a very treacherous material. The
arch is elliptical in form, and is in most places from three to four
feet thick. The tunnel is twenty feet high and fifteen feet in extreme
width. While constructing the arch it was thought hazardous to remove
the timber which had been introduced to support the sides and roofs,
and parts of this timber were enclosed in the brick work. These
timbers being pressed upon by the earth and rock outside of the arch
became powerful levers, and have caused the walls to give way. About a
year since, a crack two or three inches in width on the inside of the
wall was observed near the line where the tie beams of the old heading
timbers came through; and at the same time the bricks in the arch were
being crushed at the apex of the tunnel on the inside. It was evident
that the sides of the tunnel were being forced inward. To meet this
thrust on the sides of the tunnel a new arch is being introduced,
springing from a line about twelve feet above the rails and just below
the rupture, and having its crown about three feet lower than the old
arch. The form of the new arch is a segment of a circle, and is as
flat as it could be to permit the passage of the trains. It has thus
far answered the purpose intended. The old timbers which were built
into the wall are removed as the new arch is introduced, and it is
hoped that no further trouble will be had with this tunnel after the
repairs have been completed. Two hundred and sixty feet have been
already arched at a cost of $23,390.73, and 190 feet remain to be
arched before the tunnel can be considered safe.
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The expenditures for repairs of road have been
necessarily heavy. The whole line runs through a country which may be
considered almost neutral ground. Much valuable time has been lost not
only by the presence of the enemy, but by fear of his advance. It is
evident that a much larger force has been required than would
otherwise have been necessary, but for this fact. More than two
month's time, or one-sixth of the expenses of this department have
been spent in repairs of these damages, to say nothing of time lost in
the scattering and reorganization of the force. Considering the
difficulties the repairs of road have been well kept up, and due
credit should be given to those who have this department in charge.
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Station buildings and fixtures
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The buildings at Hanover Courthouse, Beaver Dam,
Tolersville, Waynesboro, Fisherville and Staunton are all destroyed,
and will have to be replaced after the close of the war. It would be
very expensive to replace them now.
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Machinery
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The locomotives are decidedly improved in condition. Most
of the effective engines have been thoroughly repaired, and are now in
excellent order. Six have been furnished with chilled tyres, and two
are now in the sho;p for that purpose. The tyres which were forged
lasst year in the company's shop proved defective in nearly every
cast. The tyres we are now using are of cast iron, and made at the
Tredegar works. They seem to be equal in quality to any heretofore
received from the United States. Seven engines have been fitted with
new cabs. These repairs have been very expensive, owing to the high
prices of all materials, but have been made in so thorough a manner as
to warrant the hope that the future will show a decrease in the
expenses of this department, unless prices should greatly advance.
Four hundred and forty-four wheels for engine and car trucks have been
bored out and fitted to axles; this is nearly one-third of all the
wheels used on cars and engines; and the cost of the wheels alone
delivered at the shop was over $100,000. To show how rapidly prices
are advancing, I will state that at present these wheels would
cost over $200,000, or double the average price for the year. This
department has been under the charge of Mr. W. G. Freeman.
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Cars
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But for the destruction of cars by the enemy a creditable
addition would have been made to the stock of last year. Ten new box
cars and seven platform cars have been put on the road, and four new
box cars only need wheels and painting. As the losses from accident
have been very few, and fully compensated for otherwise, it is but
fair to credit the expenses in this department with the cost of
fourteen new cars, or $140,000. A new passenger car is well advance;
four pairs of new trucks have been put under old passenger cars,
fourteen pairs under old freight cars, and ten new freight car bodies
have been put on old trucks. Thirty-three hand cars, five ditching
cars, and six large water tanks have been made for the road. The
number of cars belonging to the company has not been counted this
year, but is presumed to be as follows: thirty-five having been burned
by the enemy, and three or four destroyed by accidents
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16 |
passenger cars |
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4 |
mail and servants' cars |
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4 |
baggage cars |
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79 |
box freight cars |
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10 |
stock cars |
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2 |
hay cars |
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34 |
platform cars |
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2 |
gondola cars |
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6 |
conductor's cars |
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22 |
four-wheel sand and gravel cars |
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The repairs of cars have been under the charge of Mr. J.
R. Chiles.
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The road has been in operation to Jackson's river for
only two months of the year, and from Staunton to Millboro, for eight
months. The road west of Staunton will be again in operation in a few
weeks. No further work has been done in the construction of the road
between Jackson's river and Covington.
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In all the operations under my charge, the object has
been to improve the road and its machinery. No reasonable expense has
been spared, for it is better to keep the property of the company in
good condition, even at present cost, than to have the accumulated
depreciation of years to pay for after the close of the war. This has
been effected at heavy expense -- it cannot be other wise. In times of
peace, when prices were low, and we had an open market to select from,
when economy could be closely studied, the expenses of the road were
rather less than one half the gross revenue. At the lowest estimate
the cost of operating during the past year has been ten times as great
as in 1860. If repairs are fully kept up, I have no doubt the expenses
of any railroad would show that rate of increase. At the present time
it is much more than that. To work the road at the former per centage
of expenses to receipts, the rates of charge should bear some
proportion to the advance in prices of supplies and labor, or the
company's property must be neglected, and suffered to depreciate in
value. I have endeavored to avoid the latter alternative; and it seems
to be impracticable to advance the charges on freight and passengers
to correspond with the prices paid for supplies. If that were done the
charges on passengers and freight would be more than doubled. An
examination of this subject will convince any person of the truth of
this statement.
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Casualties
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On the 1st of March an axle broke under the ladies' car,
causing the car to be thrown from the track and overturned. Several
persons were riding on the platforms; one of these was killed and
another had his leg fractured. The axle was new and had been recently
put under the car. These are the only accidents to passengers during
the year.
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I again take occasion to acknowledge the assistance which
I have received from the officers of the company in the performance of
my duties, and commend to your favorable notice the conduct and
services of all the employees of the company.
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The details of expenses, &c., will be found in the
tables annexed to this report.
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All of which is respectfully submitted.
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Your obedient servant,
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H. D. Whitcomb
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chief Eng'r and General Superintendent of Transportation
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