AR, VC 10/1/1862 S

Annual Report of the Virginia Central RR
as of October 1, 1862,
Superintendent's Report
 
Superintendent's Report
Office of the Virginia Central Railroad Company
Richmond, October 1st, 1862
 
E. Fontaine, Esq., President
 
Sir,
   The following report of the operations of this Department for the fiscal year ending September 30th, 1862, is respectfully submitted.

The earnings from all sources are as follows:

From passengers $700,194.25
From freight 252,982.29
From express freight 44,555.81
From mail service 13,476.32
From use of road by the Orange & Alexandria Railroad Company 4,064.66
From miscellaneous sources 165.00
From dividends on telegraph stock 241.50
From rent of real estate 477.94
Total Receipts $1,016,157.77
Expenses
For conducting transportation, including miscellaneous, legal expenses, &c. $126,877.85
For repairs of locomotives and cars 67,258.15
For repairs of workshops and tools 2,892.59
For maintenance of way, including repairs of depots and water stations 109,607.21
For salaries of President, Treasurer and Clerks, General Superintendent, Master of Transportation, and per diem of Directors and Committees 13,506.00
For taxes, including mill tax on passengers and freight transported 43,573.24
For insurance on buildings, &c. 1,577.84
For repairs on real estate in Richmond 35.26
$365,328.14
Sundries Charged to Transportation Expenses:
For removing shops and office to Charlottesville and back $1,874.94
For repairs of engines and cars for other roads and for Confederate States 585.48
For construction of new shops 4,021.40
    6,481.82
    371,809.96
Nett receipts $644,347.81
   There has been an increase in the receipts as follows:
From transportation of passengers 344,110.17
From transportation of freight 7,400.01
From transportation of express freight 27,088.30
From miscellaneous and other sources except mail service 1,451.16
370,049.64
And a decrease in the receipts from mail service   10,298.80
Nett increase in receipts over previous year 359,750.84
   The expenses show an increase over the previous year as follows:  
For conducting transportation 12,472.91
For repairs of locomotives and cars 21,881.17
For repairs of workshops and tools 1,775.59
For maintenance of right way, &c. 21,751.80
For salaries, &c. 643.63
For taxes 35,978.12
94,503.22
And a decrease in other expenses of 1,231.35
93,272.87
Increase in nett revenue over last year 266,477.97
   If it could be said that the road and its machinery were in as good condition as at the date of my last report, the above exhibit would be very flattering; but candor compels me to say that such is not the fact. The incessant and severe strains to which both road and machinery have been put, and the difficulty of obtaining labor and materials for repairs, have prevented us from keeping the property of the Company in such condition as it should be. This will be more fully explained under the appropriate heads.
   I may be permitted to say here that the management in this, and probably in most business, should be judged by the condition of the property and the promptitude with which the business is conducted rather than by the mere report of money received and expended. The managers of the road would be unwilling to be judged by these tests in the present instance, unless the extraordinary circumstances attending are considered, and, therefore, they are in a position to make these suggestions without the fear of having interested motives imputed to them.
   I do not intend to undervalue economy, but to say that true economy in any one year is not to be measured by the report of money expended in that year. It is in the power of managers to reduce the amount of money expended in almost any year, and to a casual observer the property of the Company is in as good condition as ever. But let this system continue and it will be found most expensive, not to say disastrous.
   The true policy should be to keep the road and its appurtenances in the best practicable condition, and to gradually improve it from year to year, as the means of the Company will permit, by building permanent structures, by perfecting the road bed and the track, and in increasing the efficiency of the road and its machinery in various other ways.
   By pursuing this course the per centage of expenses to receipts will be gradually decreased until a minimum is reached. I have made these suggestions with the more freedom as the Directory have adopted this policy, and your orders with regard to it have been obeyed in all cases where it has been practicable to do so.
   The gross expenses of the year are only thirty-six and six-tenths per cent. of the gross income, and in the expenses are included the large amount of taxes, the cost of removing the offices and shops to and from Charlottesville, a portion of the construction of the new shops in Richmond, and the cost of the trestles over the South Anna and other streams between Richmond and Hanover Junction to replace the structures burned by the enemy. Deducting these items, the expenses would amount to less than thirty-two per cent. of the gross income.
   But, in addition to the expenses mentioned, I present a brief and imperfect estimate of the amount necessary to be expended to put the road in the condition it was two years since. It is as follows:
For repairs and renewal of locomotives and cars $73,000
For depreciation in iron for two years 50,000
For deficiency in wood, crossties, and lumber 20,500
For rebuilding depots, &c., at Beaver Dam, and for bridges over South Anna and Cowpasture rivers 25,000
For deficiency in materials at shops and for sundries 31,500
$200,000
   The estimated cost for repairs of locomotives and cars includes the depreciation of years, and is not due entirely to the wear of the past two years. The estimated cost for rebuilding the depot and bridges should also be credited by the depreciation of years, and the new structures will be superior to the old. Taking this into consideration, the above is an over estimate; but this would probably be balanced by other items not considered.
   Adding three-fourths of the above as due to the wear and tear of the past year, the expenses would be $521,809.96, or fifty-one and five-tenths per cent. of the gross receipts. I regard this statement as very near the truth, and when the high prices for which most of the transportation is done, I do not consider the per centage large. I do not anticipate that the results of the coming year will be more favorable than this under any probable contingency.

Roadway

   The road has suffered more from long-continued rains and from raids of the enemy than from the amount of tonnage transported. Portions of the track between the Junction and Gordonsville were in wretched condition during the winter and spring and must be ballasted. This work would have been done during the summer and fall if the necessary trains and labor could have been obtained.
   Most of the breaches caused by floods have been repaired permanently. Several stone culverts and small bridges have been built in place of wooden structures, and a new abutment has been put up at Wilson's Creek. There has also been a large amount of retaining and protection wall built during the year. It is to be regretted that more of this kind of work has not been done; but the Road Master has not had the transportation he is entitled to, and his department has suffered more than any other in loss of labor which could not be replaced.
   The sidings at Beaver Dam, Louisa Court House, and Gordonsville, have been extended. Most of the labor and all of the materials used are included in the repairs of road.             feet of new iron have been laid down between Richmond and Gordonsville. It is fortunate that the Company were unable to extend the road to Covington, as, without the iron purchased or that purpose, we could not have replaced the defective iron on more important sections of the road.
   Crossties have been put in the road during the year.
   The bridges over Rivana river and Moore's creek need to be strengthened or replaced by others of a heavier character. The guard bridges placed around them in 1854 and '55 are somewhat decayed. It is proper to say that these guard bridges were not built to add to the strength of the iron bridges, but to carry the trains in case of their failure. The iron bridges have thus far done the work unaided. The effects of heavy trains is, however, very apparent in several places, and they should be strengthened or replaced by other structures before the guard bridges are too much weakened by decay.
   I recommend also that another span be added to the Rivanna bridge in place of the trestle work, and for this purpose an abutment will be needed.
   On the 19th of May last the enemy took possession of Jackson's River Depot, and a detachment of cavalry piloted by W. P. Rucker, formerly a citizen of Alleghany county, proceeded as far as the Cowpasture bridge and burned it. No further damage was sustained by the Company, but the depot was plundered of its contents. The enemy retreated the following day.
   On the     day of May the enemy occupied the road at or near Atlee's station. A few days afterward they occupied Hanover Court House; and the road from the Chickahominy to South Anna river remained in their possession until their defeat before Richmond, the 29th of June. During this time they burned the South Anna bridge and the trestles near Hanover Court House and on Mrs. Crenshaw's farm. They also destroyed seven cars and their contents. A locomotive captured by them was not materially damaged. The track was torn up in several places, and most of the negroes employed by the company were carried away.
   As soon as possible, after the road was cleared, we commenced the necessary repairs, and completed them by the 18th of July. A substantial trestle was built over the South Anna in place of the bridge. Those in charge of these repairs deserve great credit for the energy displayed, as the difficulties arising from want of materials, labor, and a rise in the river, were serious. The work is well done and is at least as strong as the structures destroyed.
   On the 20th day of July the enemy visited Beaver Dam station and destroyed the buildings and contents. On the 6th day of August they visited Frederick's Hall station and fired some of the buildings and one car, but spared the depot on account of its proximity to a private dwelling. The government stores in the depot were destroyed. In both the above cases the enemy left in a short time. No other material damage was done.
   The Cowpasture bridge has not been rebuilt. The scarcity of labor and materials added to other considerations have prevented it. I have thought of building a trestle over the river for present use, but fear that it would be swept away by the first flood. The stream is very rapid at such times, and it is doubtful whether the Company would be warranted in building such a structure.
   The masonry at both Cowpasture and South Anna rivers will need repairs before permanent bridges can be put up.

Station Buildings and fixtures

   The buildings at Beaver Dam station, to replace those destroyed by the enemy, will be of brick, and roofed with slate. Some work has already been done to the depot.
   I respectfully urge upon you the propriety of substituting brick buildings for the present unsafe and inconvenient structures at Frederick's Hall, Louisa Court House, and Trevilian's depots. This should be done as soon as the Company can command the labor and materials at reasonable rates.

Machinery

   The locomotives have suffered from excessive use and want of suitable material for repairs. Two have exploded, viz: The Monroe, in Richmond on the 19th of November last, killing Mr. Davis, the Assistant Yard Master, the negro fireman, and a small negro boy who was near the engine; and the South, at Millboro' depot, on the 25th of September, slightly injuring the engineer. Both locomotives are worth repairing, but will be disabled for a long time.
   The rest of the machinery is in as good condition as could be reasonably expected under the circumstances.

Cars

   The stock of freight cars is much less than was reported last year. I have had them renumbered, and report the result. It is probable that all have not been renumbered, and that some are still on other roads. The cars were not counted last year, as it was impracticable to do so; the account was made up by adding to the number reported the previous year those which had been built, and deducting those known to have been destroyed. I do not know whether a count was made two years since or not.
   Nineteen of the older cars have been broken up or otherwise disposed of as being unfit for use. A large number were destroyed in the retreat from Manassas and Winchester, and by the enemy at Hanover Court House and Frederick's Hall. I have been unable to ascertain precisely the number thus destroyed, but think it to be more than twenty. All of those now reported are in running order, although not all in good repair.
   Two of the passenger cars have been fitted up as ambulances to convey sick and wounded men from the army. One having become unsafe as such has been fitted up as a car for the road carpenters. This reduces the number of cars for the general passenger business. Freight and passenger cars are much needed. The former we can probably supply with the facilities we shall have after the completion of the carpenter's shop; but, so long as the war lasts, it will be impracticable to furnish materials to replace the passenger cars.
The stock of cars is as follows
16 passenger cars
4 mail and servants' cars
4 baggage cars (Three have been made into conductors' cars, and one burned by the enemy.)
91 box freight cars
10 stock cars
4 hay cars
27 platform cars
8 Conductor's cars
22 four-wheel gravel and sand cars

Workshops

   A convenient blacksmiths' shop has been completed during the year, and adds much to our facilities for repairs. A new carpenters' shop is in progress, and will probably be finished by the first of January.
   Both of these buildings are brick and roofed with slate, and are built in a substantial manner.
   The carpenters' shop will afford facilities for building and repairing cars so long needed, and will at the same time be reasonably free from the danger of fire.
   These buildings have cost more than it would to have built them in ordinary times, but the necessities of the Company would not admit of delay.
   Full details of expenses -- passengers, tonnage, mileage, &c. -- will be found in tables attached.
   In conclusion I commend to your favorable notice the conduct of the officers and employees under my supervision. Their duties have been performed with cheerfulness and unflagging energy. I do not remember any exceptions, and to one and all I tender my sincere thanks.
   All of which is respectfully submitted.
Your obedient servant,
H. D. Whitcomb
General Superintendent of Transportation

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