| Annual Report of the Richmond &
Danville RR |
| as of October 1, 1862, |
| Superintendent's Report |
| |
| Superintendent's Report |
| |
| Superintendent's Office R. & D. R. R. |
| Richmond, December 6th, 1862 |
|
|
|
Lewis E. Harvie, Esq.
|
|
President
|
|
|
|
Sir,
|
|
I submit the following report of the operations of the road
for the fiscal year ending September 30th, 1862:
|
| Earnings
of the Road for the Year |
| Local passengers |
|
$220,109.79 |
|
| Through " |
|
61,136.89 |
281,246.18 |
| Outward local freight |
|
37,570.85 |
|
|
" connection " |
|
6,951.36 |
|
| Inward
local
" |
|
71,174.81 |
|
|
" connection " |
|
10,526.25 |
|
| Intermediate local " |
|
12,523.48 |
|
|
" connection " |
|
13,493.95 |
|
| Coal |
|
22,390.76 |
|
| Belle Isle |
|
1,309.94 |
175,941.40 |
| Express |
|
|
21,471.40 |
| Confederate States Mail |
|
|
13,845.70 |
|
Total |
|
$492,504.97 |
| Confederate
States Transportation |
| Passengers |
|
117,696.63 |
|
| Freight |
|
108,356.49 |
226,053.12 |
|
|
|
718,558.09 |
| Earnings of Telegraph line |
|
|
5,871.91 |
|
Total Earnings |
|
$724,430.00 |
| Expenditures |
| Accounts registered from 1st Oct.,
1861 to 30th September, 1862 |
|
$351,687.37 |
|
| Add accounts registered subsequent to
September 30th, 1862 |
5,191.79 |
|
|
| Deduct accounts chargeable to fiscal
year ending September 30th, 1861 |
3,767.71 |
1,424.08 |
|
|
|
$353,111.45 |
|
| Deduct inventory October 1st, 1862 |
74,445.53 |
|
|
| Add inventory October 1st, 1861 |
56,557.85 |
17,887.68 |
|
|
|
$335,223.77 |
|
| Deduct cost of storehouse built for
Piedmont RR |
600.00 |
|
|
| Deduct for work done for Confederate
States |
2,827.02 |
|
|
| Deduct for sales of scrap iron,
&c. |
8,992.24 |
|
|
|
" " rent of
cars |
8,089.25 |
|
|
|
" " amount
paid Southern Telegraph Company for through messages |
217.67 |
20,726.18 |
|
|
|
$314,497.59 |
|
| Salaries |
|
8,466.59 |
|
| Taxes, insurance, &c. |
|
3,869.66 |
|
|
|
$326,833.84 |
|
| Add for decrease in rolling stock |
|
14,400.00 |
|
| Working expenses for the year |
|
|
341,233.84 |
| Nett earnings |
|
|
$383,196.16 |
| Working expenses 47 13-100
per cent. of gross receipts. |
|
|
| Nett earnings 52 87-100
per cent. of the gross receipts |
|
|
| Expenditures
for the Year |
| Salaries |
|
$8,466.59 |
|
| Taxes, insurance, &c. |
|
3,869.66 |
|
|
Maintenance of Roadway and Real Estate |
|
|
|
| Repairs of road |
87,428.95 |
|
|
| Repairs of bridges and culverts |
1,995.42 |
|
|
| Repairs of depots, water stations and
buildings |
17,727.30 |
107,151.67 |
|
|
Repairs of Machinery |
|
|
|
| Shop expenses |
7,729.03 |
|
|
| Repairs of engines |
11,832.88 |
|
|
| Repairs of passenger, mail and baggage
cars |
5,868.40 |
|
|
| Repairs of freight cars |
7,263.53 |
32,693.84 |
|
|
Operating |
|
|
|
| Oil and tallow |
9,666.89 |
|
|
| Cotton waste |
909.33 |
|
|
| Wood |
21,741.48 |
|
|
| Train expenses, including pay of
conductors, baggage masters, engineers, firemen, brakesmen and
watchmen |
41,851.79 |
|
|
| Depot expenses, including pay of depot
agents, and their hands and stationery, and other supplies for
depots |
52,320.12 |
|
|
| Advertising |
506.48 |
|
|
| Office expenses |
7,690.50 |
|
|
| Stock killed |
443.25 |
|
|
| Lost and damaged freight |
1,568.35 |
|
|
| Telegraph expenses |
4,943.25 |
|
|
| Coalfield incline plane |
1,912.67 |
|
|
| Miscellaneous expenses |
1,842.47 |
145,396.58 |
|
|
New Buildings |
|
|
|
| Engine house at Danville |
8,378.36 |
|
|
| New machine shop at Danville |
2,898.59 |
|
|
| New station house at Powhatan |
1,179.02 |
12,455.97 |
|
|
New Bridges and Culverts |
|
|
|
| Completing trestle bridge, Staunton
river |
|
424.05 |
|
|
New Passenger, Mail and Baggage Cars |
|
|
|
| Completing new passenger car |
|
1,529.62 |
|
|
New Machinery for Shops |
|
|
|
| One 11-inch 22 horse-power engine |
2,800.00 |
|
|
| One 40-inch bellows |
50.50 |
|
|
| One drill press and one iron planer |
700.00 |
|
|
| One lathe |
825.00 |
|
|
| One wood planing machine |
800.00 |
|
|
| One 20-inch fan |
150.00 |
5,325.50 |
|
|
Depot Improvements |
|
|
|
| Paving in depot at Danville |
161.20 |
|
|
|
"
"
" " Richmond |
65.10 |
|
|
| Completing turn table at Clover |
50.00 |
|
|
|
"
"
" " Keysville |
149.50 |
|
|
| Turn table, culvert, &c. in
North-side depot |
1,266.70 |
1,692.50 |
|
| Relaying track |
|
7,097.19 |
|
| Completing telegraph line |
|
730.67 |
29,255.50 |
|
|
|
$326,833.84 |
|
Decrease in Rolling Stock |
|
|
|
| 10 box cars |
12,000.00 |
|
|
| 1 snow plough |
800.00 |
|
|
| 1 iron coal car |
1,000.00 |
|
|
| 2 gravel cars |
600.00 |
|
14,400.00 |
|
Total |
|
$341,233.84 |
|
|
By comparison of this year's report with that for the
fiscal year ending September 30th, 1861, it will be seen that there
has been an increase of $276,970.07, or 62 per cent. in the gross
receipts, and increase of $101,366.59, or about 42 per cent. in the
expenses.
|
|
In this year's report I have included in working expenses
the whole expenditure for the fiscal year, and have not deducted the
disbursements for new buildings, depot improvements and new machinery.
To make, therefore, a proper comparison of the working of the road for
the past year with that of previous years, the sum of $33,125.16
should be deducted from the working expenses, as given above, and the
increase then becomes only $68,241.20, or 28 per cent. -- and the
ratio to gross earnings 42.53, instead of 47.13 per cent.
|
|
Owing to the small capital of our railroad companies, it
has been customary for them, having in view the speedy opening of
their roads, to husband their means by the use of temporary
structures, with the intention of putting up permanent structures as
soon as as sufficient sum has been realized from the nett earnings. It
thus happens that for several years after the opening of a road there
is a heavy annual expenditure, which is very properly chargeable to
construction, as it is in reality an outlay that should have been made
before opening the road, and would have been but for the want of
means. There must, however, be a time when this annual outlay for
improvements ceases to be legitimately placed in the construction
account, and becomes a part of the annual expenses of working, for as
there is no limit to the improvements that can be made in a railroad,
by the erection of new structures and extension of existing ones, the
construction account would never be closed, and the road consequently
never considered to be completed.
|
|
In preparing the report for the fiscal year ending
September 30th, 1860, the year, during the greater portion of which my
predecessor, Mr. A. Worrall, was Superintendent of the road, I adopted
the plan that had prevailed for several years previous, and made a
very liberal estimate of construction items, which were deducted from
the expenditures in determining the working expenses. In my last
report I adopted a different course, to which I called attention at
the time, and reduced the charge for construction to such items of
expenditure only as I thought were not properly included in working
expenses. This year I have gone still further, and have charged all
expenditures to working expenses, not reporting any as chargeable to
construction, and I have done this upon the ground that these annual
disbursements for improvements are offsetted by an annual
depreciation, of which no account is take -- and further, that as it
is an annual outlay, which is as certain to occur as the ordinary
outlay for working the road, that a correct exhibit requires that it
shall be included as a part of the working expenses, and deducted from
gross earnings, in ascertaining the nett earnings of the road.
|
|
I would call attention to the fact, that I have this year
added to working expenses the sum of $14,400, which I estimate to be
necessary to replace the cars lost by fire and accident during the
year. This sum I consider sufficient to place our rolling stock in as
good order as it was at the beginning of the year, as by using old
material, the cost of rebuilding these cars will be less than that of
building new ones.
|
|
The details of gross receipts and a comparison with last
year's business are given in Tables B and C.
|
|
Roadway and Bridges
|
|
There has not been much change in the condition of the
track during the past year. The iron rail has of course deteriorated
to an extent equivalent to the amount of use to which it has been
subjected during the year, and the rails of that portion of the road
which have been in use eight or ten years are laminating rapidly, and
until they are replaced with new iron it will be impossible to have a
smooth road. By removing from the sidings and branch tracks such bars
of heavy rail as were in good condition material has been obtained to
take the place of those bars in the main track that were most worn and
battered, and in this way the heavy rail track between Powhite creek
and Appomattox river has been kept in about the same condition that it
was last year. Iron sufficient to lay about 1 1/4 miles of track, has
been thus transferred from the sidings to the main line during the
year.
|
|
The iron of the flat bar track east of Amelia Court House
is wearing out very rapidly, and it is difficult to procure the bars
required for repairs.
|
|
The flat bar between Junction and Staunton river is in
the same condition that it was last year, with the exception that the
occurrence of broken bars is perhaps more frequent than formerly. The
sidings will for some time yet supply, by substitution, the iron
necessary for repairs on this portion of the road, and the broken iron
answers as well on the sidings as the long bars.
|
|
The heavy rail west of Staunton river, though probably
subjected to more use during the past year than during any two years
previous, does not as yet show any symptoms of wearing out, and is
apparently in as good order as it was at the beginning of the year.
|
|
The usual quantities of sills and stringers have been
used during the year in repairing the track, of the former a
sufficient number to lay 23 miles of track, or about 17 per cent. of
the entire length of the road, and of the latter a sufficient length
for 8 miles of track, or 20 per cent. of the length of the flat bar
track. The sills remain in the road until rendered unfit for service
from decay, but the stringers generally mash or split before they
decay, and their renewal is therefore much more frequent; sometimes
they remain in the road but a few days before they become so damaged
that they have to be removed. Of the 4,113 pieces of string timber
taken out of the road during the year, only 803 were decayed -- the
rest were either mashed, broken or split -- the greater number,
namely: 2,654 having been mashed. This will show how important it is
to the safety of the road that there should be an abundant supply of
string timber of the best quality, and explain why it was that at
times during the past year it was with great difficulty that our track
could be kept in safe order, owing to the great scarcity of timber.
|
|
At the close of the fiscal year there were 99 3/4 miles
of heavy rail, and 40 3/4 miles of flat bar track on the main line of
the road -- 3/4 of a mile of flat bar having been replaced with heavy
rail during the year. Part of the iron with which the 3/4 of a mile
was laid, was received in payment for flat bar sold to the rolling
mills, and the rest of it was obtained from the sidings by
substituting flat bar for it.
|
|
The entire length of flat bar now between Richmond and
the Junction is four miles, and this short piece of track is more
difficult to keep in order than any other part of the road, as almost
the entire tonnage and travel of the road passes over it. It has been
laid more than a year longer than the flat bar west of Junction, and
has been subjected each year to at least double the amount of wear. As
before stated, the iron is nearly worn out, and this makes the
destruction of the wooden superstructure much more rapid, while the
constant passing of trains increases in a great degree the difficulty
of making the proper repairs. While the repairs of the heavy rail
track, immediately above and below it, has required for the last year
nothing more than keeping open the ditches, and surfacing the road
bed, this four miles of flat bar has required 1 1/2 miles of
stringers, and a large number of sills to keep it in a safe condition,
and scarcely a day passes without two or more stringers being put in
to replace those that are mashed or broken. I have been thus
particular in describing the condition of this piece of road, in the
hope that when the facts are known in regard to it, some plans may be
suggested by which heavy iron enough can be obtained to relay it.
|
|
The flat bar, west of Junction, can be kept in a safe
condition for some years yet, although the increase of transportation
over it, which will ensue upon the completion of the connection with
the North Carolina Railroad, will produce a more rapid deterioration.
|
|
I have already stated that the iron of the heavy rail
track west of Staunton river is in excellent order. I would further
state, that three-fifths of this portion of the road, or 30 miles, has
been laid with new sills in the last three years, 13 miles of sills
having been put in last year, and that I consider the track now in
every respect in better condition than it has been before, since the
resilling commenced. The new sills are much superior to those first
put in, and will last much longer.
|
|
It will be seen from the foregoing statement, that
although the condition of the track has changed but little during the
year, and is such that the road can be worked with safety at the
moderate speeds which have been adopted, that there is about 22 miles
of heavy rail which is very much worn, and 4 miles of flat rail
requiring entire renewal, or substitution with heavy rail. As soon
therefore as the condition of affairs renders it possible, it will be
necessary to purchase a supply of iron for the repairs of the one, and
the entire substitution of the other.
|
|
The total length of sidings is now 16 5/8 miles, an
increase of 5/8 of a mile in length during the year. Unused sidings
have been taken up, and existing sidings have been extended. No new
sidings have been laid, except at Rockfield Station, and in Manchester
and Richmond yards.
|
|
The bridges and culverts are in good order, and have had
all necessary repairing during the year at a cost of $1,995.42. A
strong wind last spring blew off the tin from a portion of the roofs
of the bridges over the Dan and Staunton rivers, and as yet the roof
of the former bridge only has been repaired.
|
|
The cost of repairs of roadway is given in detail in
Table marked C. It will be seen that there has been an increase in
cost of $9,986.94.
|
|
Including in cost of repairs of roadway the cost of
relaying track, an expense that properly belongs to it, the cost of
repairs per mile run is 32 cents.
|
|
Depots and Bridges
|
|
The buildings of the Company are in good order.
|
|
In Table E is given a detailed statement of the cost of
repairing and improving the shops, and the freight and station houses
during the year. The total expenditures under this head being
$17,727.30.
|
|
In the expenditure under this head for this year is
included the cost of the temporary buildings which were erected in
Manchester and at North-side, when the shops in Manchester were given
up to be used as hospital for the wounded; also, some portion of the
expense incident to the moving of the machinery, and the entire cost
of refitting the Manchester shops up to the date of closing the
report.
|
|
The passenger house in Richmond has been somewhat
improved during the year by the erection of a more convenient ticket
office, and the extension of the platforms.
|
|
A new brick passenger house has been in use at Powhatan
for several months; the building, however, is not completed, as it is
intended to move the old station house and unite it with the new one,
to furnish additional room.
|
|
The station house at Chula has been added to, and
outhouses built during the year, with a view to furnishing
accommodation for the agent and his family. The entire building and
platform have been thoroughly repaired.
|
|
The freight house at Barksdale's has been underpinned and
shingled during the year; the gravel roof has been in bad order for a
long time, and could not be repaired, and a new covering was
indispensable.
|
|
There has been a great deal of work done during the year
in extending and repairing platforms, and adding to and repairing
station and section houses, which though important, and in many cases indispensable,
need not be given in detail.
|
|
A new brick engine house, capable of holding six engines,
has been built at North-side, and is now nearly completed. The cost
thus far has been $8,378.36.
|
|
In this connection I deem it well to call attention to
the inadequacy of the present arrangement for transferring passengers
and freight at the Junction. When the present building was put up,
though inconvenient, it was found to answer the purpose, as the
business was light. Now, however, the travel has increased, until the
convenience of the traveling public demands that some better
arrangement be made. The freight and passenger business should, I
think, be transacted in separate buildings.
|
|
Machine, Carpenter and Smith Shops
|
|
The shops in Manchester were abandoned in the month of
May last, a short time before the battles around Richmond, as it was
deemed prudent to remove to a place of safety the machinery which was
indispensable to the working of the road, and might in case of a
reverse, be lost to us without the possibility of replacing it. The
machinery and materials were removed to North-side, and placed in
temporary buildings where for several months all the machine work of
the road was carried out.
|
|
Since the close of the fiscal year part of the machinery
has been moved back, and the Manchester shops are again in use, but
the shops at North-side are retained, and a brick building is in
process of erection, in which it is intended to place the machinery
permanently. To supply both shops, it has been necessary to purchase
additional tools, the cost of which, including the stationery engine
for North-side shops, is $5,325.50.
|
|
In moving back into the Manchester shops, it was
necessary to purchase some new materials, the cost of which is
included in shop expenses.
|
|
Motive Power
|
|
There has been no increase in the stock of locomotives
during the year.
|
|
The engine Planet, which has been found too light to be
of any service, and has rarely been used, has been put up in the
Manchester carpenter shop to drive the machinery, and her name is
therefore dropped from the list of engines.
|
|
The engine Chesterfield was completed early in the fiscal
year, but on her second trip, the building in which she was standing
at Junction caught fire and burnt down, and she was so much injured
that she did not leave the shop the second time until the 20th day of
March.
|
|
The engine Danville is in very nearly the condition she
was at the beginning of the year, as the force of mechanics has been
so small that is was hardly sufficient to keep in repair the engines
which were in constant use.
|
|
The mileage, and cost of repairs and maintenance of
engines, will be found in Table marked G, and shows an increase of
$21,979.18 in the total cost, and an increase of 5.41 cents in cost
per mile run.
|
|
Rolling Stock
|
|
The inventory taken October 1st, 1862, shows the
Company's stock of cars to be as follows:
|
| 12 |
first class passenger cars |
| 8 |
second class cars |
| 4 |
mail and baggage cars |
| 4 |
conductor's cars |
| 3 |
express cars |
| 1 |
wreck car |
| 180 |
eight-wheel box cars |
| 1 |
powder car |
| 41 |
eight-wheel flat cars |
| 27 |
four-wheel stone cars |
| 10 |
material cars (eight-wheel flats) |
| 13 |
four-wheel wooden coal cars |
| 2 |
four-wheel sand cars |
| 54 |
six-wheel iron coal cars |
| 15 |
four-wheel gravel cars |
| 8 |
eight-wheel boarding cars |
| 1 |
four-wheel boarding car |
|
|
By comparing this list with that given last year, it will
be seen that the first class coach, which has been in process of
construction in the shops of the Company for nearly two years, has
been completed, and is in use; that one of the mail and baggage cars
has been changed into a second class car; that a box car has been
fitted up as express car, and that ten box cars, one iron coal car and
one flat, are missing. The snow plow, which was a flat car, fitted up
as a plough, has been altered, so as to be again used in
transportation. Of the box cars reported missing, one while loaded
with cotton caught fire and burnt up; another was burnt on the
South-side road; two others were so broken by an accident that nothing
but the iron work was saved; another accident threw two others off the
track, and in getting them on the track again they had to be taken to
pieces; the remaining four were unfit for service, and were pulled to
pieces in the repair shop of the Company.
|
|
By reference to my statement of working expenses, it will
be seen that I have added to the actual expenditures the sum of
$14,400, which expense I estimate will be necessary to put the rolling
stock in the condition it was at the beginning of the fiscal year.
|
|
In Table H is given in detail the cost of repairs and
maintenance of cars during the year. The total cost of repairs of cars
for this year is $17,900.56, and increase of $8,788.93, as compared
with the last fiscal year; but it will be seen by reference to the
table, that this year I have included the item of shop expenses, which
was omitted last year. During the year our cars have run 238,547 miles
on connecting roads, for which service we have received $8,089.25. The
cars of the South-side road have run 71,248 miles on our road, and we
have paid $2,159.70 for their use. The difference between these
amounts, viz: $5,929.55, I have credited to car repairs.
|
|
The moving our shops, by depriving us of the use of the
machinery for several months, added greatly to the cost of keeping our
rolling stock in order -- directly, by virtue of the greater expense
of hand work, and indirectly, because the want of the shops at a time
when the business of the road was heaviest, made it impossible to keep
our cars in order, and the accidents arising from the condition of the
cars, by the damage they caused, swelled the cost of repairs. The
accidents to the trains which have occurred, were I think in every
case caused by the condition of the cars, which were in such constant
use for several months during the summer, that no time was allowed to
work on them. As, however, every accident occurred on the flat bar
track, it would seem that the defects in the cars, which were the
result of too constant use, were not such as would produce accidents
on the smoother and firmer joints of the heavy rail.
|
|
Telegraph
|
|
The receipts from the telegraph line, and the expense of
working it, are given in detail, in Tables marked (R) and (S).
|
| The gross earnings for the year are |
$5,871.81 |
| And the expenses |
4,943.25 |
| The nett earnings, therefore, are |
$928.06 |
| Or 15.8 per cent. of the gross earnings |
|
|
|
The total cost of the line is $7,692.59. The nett
earnings, therefore, for the year are 12.07 per cent. of the original
cost. The working of the telegraph line from the completion is as
follows:
|
| Earnings for 1860-1 |
|
$1,436.85 |
|
" 1861-2 |
|
5,871.91 |
| Total earnings |
|
$7,308.76 |
| Expenses for 1860-1 |
$2,180.17 |
|
|
" 1861-2 |
4,943.25 |
7,123.42 |
| Excess earnings |
|
$185.34 |
|
|
It is proper to call attention to the fact, that almost
the entire pay business of the line consists of messages to and from
Danville. This therefore is the only office, the expenses of which can
legitimately be charged against the pay business; the other offices
are intended principally for the business of the road, and have but
little pay business. In this view the expenses of the line would be
reduced to about $1,000 -- and the nett earnings this year would be
more than half the original cost of the line.
|
|
The stock of telegraph instruments has been increased
during the year, and there is now a telegraph office at every regular
station. The total number of offices open at present is eighteen.
|
|
Passenger Business
|
| Local passengers going West |
|
|
43,656 |
|
|
"
" coming East |
|
|
41,632 |
85,288 |
| Through passengers going West |
|
|
11,415 |
|
|
"
" coming East |
|
|
17,490 |
28,905 |
| Government passengers going West |
|
|
55,079 |
|
|
"
" coming East |
|
|
38,884 |
93,963 |
| Furlough passengers going West |
|
|
8,860 |
|
|
"
" coming East |
|
|
9,245 |
18,105 |
| Total |
|
|
|
226,261 |
|
1860 and '61 |
1861 and '62 |
|
Increase in 1861 and '62 |
| Local passengers |
48,959 |
103,393 |
|
54,434 |
| Through " |
19,637 |
28,905 |
|
9,268 |
| Government passengers |
34,680 |
93,963 |
|
59,283 |
|
103,276 |
226,261 |
|
122,985 |
| Total mileage of local passengers |
|
|
4,773,230 |
|
|
"
" of through passengers |
|
|
1,567,067 |
|
|
"
" of Government passengers |
|
|
5,126,131 |
|
|
"
" of
furlough
" |
|
|
1,355,728 |
|
|
|
|
12,822,156 |
|
| Average number of miles travelled by
local passengers |
55.96 |
|
"
"
"
through " |
54.21 |
|
"
"
"
Government passengers |
54.54 |
|
"
"
"
furlough
" |
74.88 |
|
"
"
"
all
" |
56.66 |
| Receipts from local passengers |
$220,109.79 |
|
|
"
" through " |
61,136.39 |
|
|
"
" Government passengers |
102,522.63 |
|
|
"
"
" train for sick |
15,174.00 |
|
| Total
receipts for passengers |
$398,942.81 |
|
| Average receipts for carrying one
local passenger one mile |
|
2.59 cents |
| Average receipts for carrying one
through passenger one mile |
|
3.90 |
| Average receipts for carrying one
Government passenger one mile |
|
2.00 |
| Average receipts for carrying one
passenger one mile |
|
2.99 |
|
|
The number of passengers carried is more than double this
year what it was last, and the increase in receipts is $207,695.59.
The average receipt per passenger is $1.69, a very slight reduction as
compared with the previous year, when the receipt per passenger was
$1.70.
|
|
The average receipts per mile for local passengers is
less than it was last year, but this is to be attributed to the large
number of furlough tickets sold, as the rates of charges for local
travel remained unchanged until just before the close of the year.
|
|
The average receipts per mile for through passengers is
much higher this year than last, the rates having been increased to
the same as the local rates; as there were no half rate through
tickets, the average receipts per mile for through passengers is
higher than that for local.
|
|
The average receipts per mile this year for all travel is
less than it was last, owing to the Government or half rate travel
having increased in a greater proportion than the local.
|
|
For several months a train was run between Richmond and
Danville to carry the sick to and from the hospitals. The compensation
for this train was at the rate of $2 per mile run, and no account was
kept of the number of persons carried. The total mileage of this train
was 7,587 miles, and the receipts were $15,174. Supposing the average
number of miles travelled, and the rate of charge to be the same as
for other Government travel, this sum is equivalent to the
transportation of 13,910 persons, and will increase the total travel
to 240,171, and the Government travel to 107,873. The total mileage
will be 13,580,856, and the average receipt per passenger per mile
2.93.
|
|
In Tables marked J, K, L, M and N, will be found reports
of the travel to and from each Station during the year.
|
|
1860-1 |
1861-2 |
Increase |
| Mileage for the year |
223,162 |
313,267 |
90,105 |
| Receipts per mile run |
$2.00 50-100 |
$2.31 25-100 |
$0.30 75-100 |
| Expenses per mile run |
$1.07 48-100 |
$1.08 92-100 |
0.01 44-100 |
| Receipts per mile of road |
$3,184 76-100 |
$5,156 08-100 |
1,971 32-100 |
| Expenses per mile of road |
$1,707 24-100 |
$2,428 71-100 |
721 47-100 |
| Increase in mileage as compared with
last year |
40 3-10 per cent. |
|
" in receipts
as
"
"
" " |
61 9-10 per cent. |
|
" in working expenses as
compared with last year |
42 2-10 per cent. |
|
|
Tonnage |
| The tonnage report for the year gives
the following results: |
| Local tonnage outward |
5,495.58 |
|
"
" inward |
13,318.40 |
| Connection tonnage outward |
2,405.83 |
|
"
" inward |
3,725.36 |
| Intermediate tonnage local |
4,051.11 |
|
"
" connection |
2,734.45 |
| Belle Isle tonnage |
2,062.70 |
| Coal
" |
29,146.66 |
| Confederate tonnage outward |
5,505.95 |
|
"
" inward |
6,656.81 |
| Connection tonnage outward |
2,955.57 |
|
"
" inward |
5,927.51 |
| Company's tonnage |
722.24 |
| Confederate tonnage, log and stone train |
9,645.00 |
|
94,353.17 |
| Number of Tons Carried
One Mile |
| Outward local freight |
570.548.44 |
| Inward
" " |
1,163,388.86 |
| Outward connection freight |
129,915.03 |
| Inward
"
" |
201,169.69 |
| Intermediate
local " |
246,527.60 |
|
" connection
freight |
188,033.22 |
| Belle Isle freight |
4,125.42 |
| Coal |
373,543.12 |
| Outward Confederate freight |
698,369.88 |
| Inward
"
" |
640,544.11 |
| Outward connection freight |
159,601.26 |
| Inward
"
" |
320,085.56 |
| Confederate log and stone train |
45,502.00 |
|
4,741,354.19 |
| Average distance of transport of all freight |
50.29 miles |
|
"
"
"
outward local freight |
103.81 miles |
|
"
"
"
inward
" " |
87.35 miles |
|
"
"
"
Confederate
" |
60.73 miles |
| Receipts per ton mile for all freight |
6.74 cents |
|
"
" "
" "
" outward local freight |
6.58 cents |
|
"
" "
" "
" inward
" " |
6.11 cents |
|
"
" "
" "
" outward connection freight |
5.35 cents |
|
"
" "
" "
"
inward
"
" |
5.23 cents |
|
"
" "
" "
" Belle
Isle
" |
15.96 cents |
|
"
" "
" "
"
Coal
" |
5.98 cents |
|
"
" "
" "
"
Confederate
" |
5.81 cents |
|
|
1860-1 |
1861-2 |
| Number of passengers per mile of road |
735.66 |
1610.40 |
| Tons of freight hauled |
552.75 |
671.55 |
| Average number of tons of freight per train |
38.05 |
29.68 |
| Average number of cars per freight train |
10 |
8 |
|
|
All of which is most respectfully submitted by
|
|
Your obedient servant
|
|
Chas. G. Talcott
|
|
Superintendent
|
|