| From the Richmond Whig |
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| January 5, 1864 |
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| The Rail Road System |
| Next to the currency, the most
important question before Congress is the efficiency of the army.
The public credit is the very "sinews of war." That restored to sound
health, the weapons of our defence -- our armies, and the agricultural
and mechanical resources to supply them -- become the great subject for
consideration. We must bear in mind constantly, that the war must be
worked out as well as fought out. The detailing of the best overseers
from service to superintend plantations, would no doubt accomplish
incalculably more for the general welfare, by the increased amount of
provisions that would result, than the services of the same number of
men in the camp. An army of artizans also should be recruited and
organized, who can contribute more to the good of the cause by their
mechanical skill in the workshop, than upon the battle field. We propose
only to submit at this time a few facts and suggestions upon the present
condition and wants of our Rail Road System. |
| The sufficient supply of our
armies in the field at all times with food, clothing and munitions of
war is indispensable to success. Without these, all military operations
on an extended scale must inevitably cease. The basis of the
transportation of such supplies is our railroads, forming, as it were,
the great arteries of our country. Connected with these are those lesser
distributing agencies, the field transportation, whose effectiveness
depend, almost altogether upon the condition of the former. We are now
drawing much of the supplies for our large armies from distant points.
If our railroads are not kept up serious consequences must follow. Their
present condition is scarcely less precarious than that of our currency.
Some prompt and decided action must be taken in the one case as well as
the other, or both will soon become worthless to us. |
| The continued reduction of the
rates of speed on our railroads, together with the frequent failures to
make connections, is sufficient proof of their constant decline. Many of
our Railroad Companies have apparently abandoned all idea of keeping
their roads in repair, and are looking rather to rebuilding them after
the war than to keeping them up during its continuance. And who can
foretell the duration of the war? Nearly all our railroad supplies were
formerly drawn from, or through the North. These cut off, some attempts
have been made to obtain them from Europe. But these attempts have in
the main proven failures, and the chances for the future from that
sources are lessening daily. We have but one resource left, to produce
them at home, and we must set to work at once to this end. |
| The jealousies of rival roads
and the selfishness of individual interests have thwarted all efforts
heretofore for the accomplishment of a systematic co-operation in our
transportation facilities. Some nucleus around which those who are
disposed to act to the end could rally has been greatly needed. The
Government perhaps only can furnish this nucleus. Rail Road companies
should realize that the public interest vested in them is of too
important a character to be trifled with. It would be impolite for the
Government to interfere with private enterprizes when judiciously
managed. But every such interest must yield to the public interest
during the great struggle we are now engaged in. We do not propose that
the Government shall interferer directly with the management or working
of railroads, unless in extreme cases public interest demands it. But
such action might be taken as to advise with, aid and suggest new modes
of obtaining railroad supplies and operating advantageously. The present
condition of our roads proves the necessity of such action. The
prevailing mania for money-making has also seized them. They have all
become rich and are in a measure out of debt. Their patriotism should
now impel them to regard the public interest as the highest
consideration. Whenever this is ignored the strong hand of law should be
made to bear upon them. |
| What, the, is to be done?
Boiler iron, tire iron, wheels, axles, castings, &c., are needed in
large quantities, and if not supplied within six months much of the
rolling stock in the country will be useless. Rails must be re-rolled,
cross-ties supplied, roads ballasted, &c. There is but little hope that
these things will be done as things are now managed. By properly
organizing and economizing the skill and labor of the country they can
be accomplished. In addition to making efforts to secure such skill and
labor from the country at large, judicious details from the army and a
requisition for the able-bodied male negroes of the border counties of
States now invaded would probably be a sufficient force. To direct this
immense work, we suggest that a Railroad Bureau be formed. Had such a
Bureau existed from the commencement of the war, our railroad would
probably now be in fine condition, well supplied in every way, and ready
to transport our armies promptly from point to point, for strategic
purposes, at the rate of twenty-five miles and hour, instead of from
five to eight. Who can estimate the advantages which would thus have
been given us, moving on the shorter base? Nor would corn be now selling
at one and two dollars in Southwestern Georgia and twelve to fifteen in
Virginia. The valuable railroad stock recklessly destroyed would have
been looked after and saved. New railroad iron would not have been
converted into plates, &c., when old could have been obtained. How much
could have been done it is useless now to surmise; how much may yet be
done is a matter for Congress, by proper action, to show. |
| The enemy, from the beginning,
of the war, have based their hope of ultimate conquest in a great
measure on the deficiency of our mechanical arrangements and ingenuity,
and the consequent breaking down of our railroads and other internal
improvements. It requires the consideration of Congress to foil their
calculations in this as in other things. Our armies are the limbs of the
body politic -- our means of defence; but our internal
improvements and agriculture are the body itself. |
| The Railroad Bureau which we
propose should have an Inspector General, with the rank of Colonel or
Brigadier General, as its chief. It should have four assistants, with
the rank of Colonel or Lieutenant Colonel, as they ought to outrank the
Presidents of rail roads, who, by act of Congress, rank as Majors. Each
assistant should be assigned to a department of the Confederacy, with
two clerks, ranking as Captain and Lieutenant. The departments should
probably be as follows: 1st. Virginia and North Carolina; 2d. South
Carolina, Georgia and Tennessee; 3d. Florida, Alabama and Mississippi;
4th. The Trans-Mississippi Department. It should be the duty of each
assistant to be constantly engaged in inspecting the roads within his
jurisdiction, and to visit each at least every three months; to make
arrangements for receiving and disbursing railroad supplies, or for
manufacturing them; to furnish cars, motive power and means of
transportation to the Quartermaster's Department; and to make a
quarterly report stating the condition of road beds, rolling stock and
motive power, and the amount of the same in proper condition for
services, to be sent to the bureau. The Inspector General should make a
compilation of facts from these reports, to be returned to the War
Department. The Secretary of War would in this way be always able to
determine as to the practicability of transporting troops rapidly from
point to point, and also supplies. What is now a complicated matter
would be simplified and a marked improvement would doubtless soon be
observed in the speed and punctuality in running the roads. The railroad
companies, too, would be greatly benefited by this arrangement. Their
interests would be fully represented in the Government, their grievances
readily redressed, and harmonious action would be established among
them. We trust this subject will not be overlooked by Congress,
but that this or some similar action will be taken upon it. |
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