| Annual Report of the Virginia &
Tennessee RR |
| as of July 1, 1862, |
| Resident Engineer's Report |
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| Resident Engineer's Report |
| Resident Engineer's Office, Virginia &
Tennessee Railroad Company |
| Goodson, Va., July 1st, 1862 |
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| Thos. Dodamead, Esq. |
| Gen. Supt. Va. & Tenn. Railroad Co. |
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Sir,
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| I have the honor to present
the following report, with the accompanying tables, for the fiscal
year ending the 30th June, 1862. |
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Road-Bed
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The road-bed is in good condition, altho' it has suffered
greatly, since my last report, from the heavy rains. The wet weather
during the whole of the year 1861, and the spring of 1862, caused many
of the embankments to slide and settle, which gave a large amount of
work upon the track in surfacing and lining, and on points of the
road, where ballast was put ink the track had to be raised with stone
hauled a long distance, and in many cases, on the dirt and pole cars
from the sections.
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In many cases the entire embankments were washed out and
repaired temporarily by cross-tie cribs -- these have been removed as
fast as possible, and the embankments made up of stone. The only
portions now remaining are at Mrs. Pierce's (on the 111th mile), and two
miles east of Marion (158th mile).
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The summit cuts at Clark's, Mt. Airy and Seven Mile Ford
have continued to cave in, and for weeks during the months of
February, March and April, the two latter were, with difficulty, kept
open for the passage of the trains. All three, I am happy to state,
are now in good condition, Clark's being well ballasted and Mt. Airy
about two-thirds through. The freshet of February washed out 560 feet
of track near Max Meadow, 280 feet of track and embankment on the
158th mile, and several small embankments between this point and
Bristol. On the 4th of June the heavy embankment and culvert, near
Goode's Crossing, was washed out. This place is now crossed by a
temporary trestle work, and arrangements are being made to rebuild the
culvert and embankment in a permanent manner.
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Since my last report near six and one-half miles of track
have been ballasted, and we are now putting stone under the track in
continuous strings instead of merely under the joint ties, as was
formerly ordered, and found to work injuriously. Most of the bad cuts
have been ballasted and will, during the ensuing year, be completed.
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I recommend the ballasting the track from Central to
Martin's Station and from Clark's Summit to Wytheville as early as
practicable.
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The trains upon the road (and charged to repairs) have
never had sufficient force to do the ditching, and since my last
report they have been taken to haul all the material used in the
repairs and rebuilding of all the bridges on Peak Creek, (washed out
by freshets of October, 1860, and November, 1861), and those across
the Holston River, near Marion and Seven Mile Ford, washed out by
freshet of February, 1862. Also, to haul and distribute all the
cross-ties upon the western end of the road, and that on the eastern
end has been engaged in hauling cross-ties and wood, The haul of
cross-ties being at times 140 miles -- thus consuming a large amount
of time that should be devoted to the object for which they were
designed -- "ditching and hauling stone for ballast."
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Cross-Ties
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During the year we have put into the track 65,574
cross-ties, and 18,640 have been used for cribbing washed places.
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There will be required for the next year 50,000 east of
Central Depot and 80,000 west of it, including the Salt Works Branch.
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I have made contracts for 68,100. Yet I fear that owing
to the labor having been called out to serve in the army, the
contractors will not be able to furnish one-fourth of the number. It
will become necessary to supply this deficiency of labor from the
force of negroes on the repairs of road and at depots. There is now on
hand 10,385.
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Rails, Chairs, &c.
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Since my last report the new track has been extended to
one-half mile west of Forest Depot -- making eleven miles of new track
-- and during the year 2,405 bars of iron have been put into the main
track; this iron was obtained from the relaid track near Lynchburg,
and from the sidings along the road. (The good bars from the sidings
being used, and defective ones from the main track substituted.)
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There has been used in the relaying and repairs 6,291
chairs and 127,341 lbs. of spikes.
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There is now on hand 162 tons of new T rail and 38 tons
of U rail fit for use. We have also on hand eight tons damaged R, 411
tons of damaged U and 32 tons of strap rail; 5,970 lbs of spikes,
1,510 chairs and 68 sections of cast iron arching for tunnels. This
damaged rail and cast iron sections might be advantageously converted
into money and repairs of road credited.
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Sidings, &c.
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The sidings have been repaired and some of them relaid
with heavy iron (unfit for main track). For a more detailed account
please refer to table No.55.
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I recommend the extension of several of the sidings at
the depots and at Kent's Mill. Many are too short. They will not allow
the trains to pass without great inconvenience.
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Bridges
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The bridges are generally in good order. During the
ensuing year the trestled bridges should be recovered and repainted.
The bridges on Peak Creek have all been rebuilt since my last report,
and the masonry injured by the freshets repaired. The bridge two miles
east of Marion has been repaired. The west abutment of this bridge was
washed out by the freshet of the 22nd February, 1862. The two trestle
bridges west of Seven Mile Ford also suffered greatly from this
freshet. I am happy to say they have been permanently repaired. The
masonry was of a very bad character and was completely washed out from
under these bridges. One bridge at Sprinkle's Mill I desire to take
down and rebuild the masonry. It appears at this time safe but I am
unwilling to trust another winter upon the support rods binding the
piers. Several small log bridges will require renewing during the
coming year, and I fear some of the masonry rebuilt in 1856, between
Central and Dublin, will have to be taken down. It is now securely
trestled.
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The timber used during the year past, in the repairs, has
been 121,340 feet -- board measure.
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There is now on hand 85,004 feet; and we shall need not
less than 200,000 feet for repairs during the ensuing year -- which is
more than probable we shall be obliged to obtain with our own force.
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Turning Tables
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I cannot urge upon you too strongly the rebuilding of the
turning tables at Wytheville, Abingdon and Saltville; and if it were
possible to obtain the material without great sacrifice, I recommend
that iron be substituted for the wooden ones.
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Water Stations
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The stations at Max Meadows, Goode's, Blue Ridge, Mt.
Airy and Abingdon require repairs. These stations are but seldom used
by the trains, yet they should be kept supplied and in good order in
case of fire. For some years I have not had these under my charge, but
will, as it comes under the head of maintenance of road, include them.
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Wood Stations
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There should be a second wood-shed at Wytheville. And I
cannot impress upon you with too much force the ordering of an
enclosed shed at Central Depot, Glade Spring, Abingdon and Bristol, or
the removal of the wooding of the engines from these points, as we
supply all the neighborhoods with fuel from our stations. If all were
enclosed it would pay the expense.
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Buildings
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The table No. 54 will show you the number, location,
dimensions and use of the buildings on the line of road.
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Since my last report those at Vicker's and Seven Mile
Ford have been erected; and, while upon this subject, the action in
regard to the houses for agents, which is necessary, should be
provided.
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The sections on the road are, in some instances, longer
than desirable for a faithful discharge of duty, and to make a change
it will involve the expenditure for new section and negro-houses
without any increase of force beyond the overseers.
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The Salt Works Branch
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This road has been maintained in good order, although
there has been a heavy increase in the traffic over it during the past
year. It is now beginning to need new cross-ties. These will be
supplied as fast as they can be put in.
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The demand for wood by the companies manufacturing salt
has increased the price for timber both for fire wood and cross-ties
on this branch so much so that we will hereafter have to haul them
from the main stem.
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We had a was on this branch, caused by the rains last
spring, 230 feet in length and 25 feet deep. This is securely trestled
and will last several years, yet the culvert should be repaired and
the embankment filled up while the timber is sound.
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Turn Table
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The turning table on this road should be rebuilt at once.
It has been repaired and kept in running order but I do not think it
will stand during this year.
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Buildings
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The buildings on this road are in good order -- the main
depot being of brick and the ticket office, near the Salt Works, being
new.
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Force
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The number of hands engaged both upon the main stem and
Salt Works Branch (including those upon the gravel and material
trains) have been 307. This is far from an average on account of
sickness, which has been unusual during the year. At time sections of
15 hands have been reduced to four or five.
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The deaths upon the road have been but few from disease,
and I am happy to report none from accident.
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In conclusion, I return my thanks to the masters of road,
Dr. T. C. Atkinson, who has charge from Central Depot to Bristol and
the Salt Works Branch; and to Mr. Robert Mitchell, having charge from
Lynchburg to Central Depot, and to the employees generally for the
faithful and efficient manner in which they have discharged their
several duties, and at times making great sacrifices of personal
comforts for the interests of the Company in keeping the road open,
and during the times the most extraordinary demands were made upon it
in the transportation of troops and stores.
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Respectfully submitted,
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James H. Buford, Res. Eng.
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