EEPOETS
OF THE
) gt (
SMTHIMNT Mil TIMBER
OF THE
®c$tern &Mantk $atl-$oa&,j
TO HIS EXCELLENCY,
JOSEPH E. BROWN,
GOVERNOR. V
September 30tli, 1859.
Bgmi
ATLANTA, GEORGIA :
STEAM PRESS OF J. I. MtLLKK & CO.
1859.
_ObUPHICAl
. r ohio
Ti epo m T s
OF THE
OF THE
HHestern & ^Ulanttc ^ail-Joa^,
TO IIIS EXCELLENCY,
joseph e. brown,
GOVER NOR.
September QOtla, 1859.
ATLANTA, GEORGE :
STEAM PRESS OF J. I. MILL Kit & CO.
1859.
SUPERINTENDENT'S REPORT
^ OFFICE SUPT. W. & A. RAILROAD, 1
J Atlanta, October, 1359.}
To His Excellency, Josnni E. Brown.
^ Sir—In conformity to the requirement of law. I
14
w herewith submit a condensed statement of the work-
$ ing of the Western & Atlantic Railroad, from the last
^ day of Sept. 185S, until the first day of October
k 1859, inclusive—
$ It will be seen by this statement (from accompany-
^ ing tables) that the gross earnings of the Road have
^ been $832,343 03 ; working expense $377,801 50,
t leaving $454,541 53.
^ This sum of $454,541 53 is usually set forth as
^ " nett profits/' This I never regard as reliable, for
f the reason that there are large outlays, often outside
^ of what are denominated " working expenses "—ex¬
penses which may absorb the entire so called nett
profits ; and it is in these outlays mainly, wherein con¬
sists either the good or bad management of a road.
^ The classification of expenses is an arbitrary thing, or a
L matter of taste,or what may be worse than either of these,
^ a matter of deception either intentional or unintention-
^ al. Many items of outlay, which properly belong to
working expenses, may be pat to construction, inciden- ^
^ till, &c. find thus it may seem that the road has been ^
^ worked very cheaply until oik? is brought to understand ^
$ that the " nettprofit" is mainly absorbed under some ^
^ fancy heading, in which no money is to be found. >
4' _ 5) j
k I understand myself nothing is " nett profit " but $
r what is to be found in the shape of money, after the ^
^ payment of all expenses, and the road aud its appurte- ^
^ nances, in a.s a;ood condition as when the work of the f
j) • & ^ . Q.
^ year commenced; if the road is in a better condition, ^
$ together with its appurtenances, at the,end of the year, \
^ the property is that much more valuable, and is thus ^
T in condition to yield better profits aftertvards; but ^
4 still, a statement in a report might be easily ^
made that the " nett profits" of the Road had ^
been taken up in part or in whole, in improve-4)
$ ments of various kinds, from year to year, and 1
^ still no money paid to the owners. These general re- ^
L marks are in my estimation correct, and in making a $
4 statement to your Excellency, of the working of the ^
^ road for the last fiscal year, am willing and wish to be ^
judged by them.
The Treasurer's report will show that there has been
paid into the State Treasury the sum of $402,000, and
a balance on hand, first day of October, of $79,054 51.
In my report to you last year, I said "I may add also, 1
that during the year, there has been bought and paid ^
for, 1000 Tons of iron, four hundred of which is nearly ^
^]aicl down; the other six hundred tons I hope to have (JJj
^ down by the first day of January next/' $
^ This was accordingly completed soon after the first ^
P day of January, and since, there has been bought and re-
^ rolled together 1,040 tons more, which is paid for, and
£ nearly laid down, making together in the two years of
$ your administration 2,040 tons of heavy T rail, which,
% with new rails taken from sideings, covers about 27i
tw ^ ^
L miles of road. This new iron, together with other per- ^
S manent improvements in the road, in the shape of ballast- ^
^ ing, new bridges, and bridge repairs, deep ditching of ^
^ the track, new timbers in road feed, improved condi- $
$ tion of machinery and rolling stock, &c., makes the ^
^ road (as I think) worth all of 200,000 dollars more ^
k than it was two years ago. d
7 The new bridge across Petit's creek, built by W. ^
^ G. Gramling, is, in my opinion, the best wooden bridge ^
ita I have ever seen. f
^ The machinery in charge of Mr. John .Flynn. and ^
2 rolling stock, in charge of W. G. Gramling, is in excel- ^
^ lent order; as an evidence of which, the trains have f
J
been run with great regularity, and with nearly an ^
entire exemption from what are called accidents. This ^
could not be done on a bad road, and with bad machin- ^
k ery and rolling stock, nor could it be done with good ^
9 road bed, good machinery and good rolling stock, if in ^
^ charge of incompetent men ; but it is due to the run- f
^ ners, conductors, and train hands, to say, they cannot a
J in my opinion, be surpassed, as to the general faithful to
• p
discharge of the duties of their various positions : this ^
is no idle encomium, it is deserving. f
In the Transportation department proper, there has ^
been great despatch in the transmission of goods. The ^
able head of this department, Mr. E. B. Walker, gives ^
his untiring intention to its conplex details, and, aided ^
by the excellent clerks and agents, has given general sat- ^
isfaction to the thousands whose goods they have put ^
through to their destination ; and I may add, that the^
business in every department, has been managed with ^
ability, promptness and dispatch, by those having ^
charge of its different departments. ^
It is known to your Excellency, that on the first
day of January last, twenty thousand dollars of the ^
bonded debt of the road became due; this has been $
paid, together with coupons due, on the balance of that 1
debt, not yet due, making the sum of 24,865 00.— ^
This was " nett profits —and also a judgement on old f
cotton claim which had been in law for many years, and 1
decided adverse to the road, and other old claims
amounting to $3378,58. these items put to the 402,000 jjj
paid into the treasury, make the sum of 430,243 58;
but for the purchase of such a large amount of Iron, and
these old debts, the road would have paid into the treas¬
ury very easily $450,000, and left on hand an excess
sufficiently large to meet any probable contingency ;
and I may add, that but for the heavy additional ex- f
pense of bridging (not likely soon again to occur) this ^
sum could have been still farther increased. The ropd C
bed proper, in charge of Messrs. R. M. Gramling and ^
j M. Dooley, is in first rate order for the coming winter, ^
^ with plenty of wood for engines, and ties for road. ^
4 It should never be expected by the owners of this %
J road, that its nett profits " on work done should be ^
equal to the nett profits " from same amount of work $
done by other roads in the State; first, because there ^
. . . P
is no other road so costly to keep up, arising from its
being a continued series of curves from one end to the 0
other, making it very expensive to keep up ; and sec- 1
ondly this road has not, nor never can have much cot- L
ton to freight ; an article which bears a much more re- f'
. . ^
numerating tariff, than the hauling of coal, limestone a
and various other heavy commodities having great \
^ weight to little worth, and almost unknown in the bu- ^
k siness of other roads in the State. d
^ As to this road's yielding as much prolit according to 1
<j) original cost as other roads in the State, that would
necessarily depend on not only the original ratio of cost; ^
but on various other considerations, so that I suppose ^
no one but politicians and partisan scribblers would ^
^ express or entertain such an idea. This road, after ^
^ having originally cost more than double per mile than ^
$ other roads in the State, would not be expected by ^1
^ thinking men, that because its original cost was doub-^
led, that therefore its profits should be equal to the cost, d
7 That the road was badly laid out originally, and the i
work done, was done by an extravagant expenditure of
^ money, can admit of 110 doubt; and it would be mad-
^ liess in any one to expect now to convert both these |
L great evils into sources of revenue, which would have
$ to be the case, if original cost of road and profits had
2 to keep pace one with the other.
k I have the gratification to conclude this report by
ft stating to your Excellency, that onr indebtedness al-
^ ways is paid monthly, that we owe nothing but what
we are ready to pay, and that should the Legislature see
F fit to send a committee to examine into the condition
^ of the road they will find it satisfactory and will, as I
think, so report.
The Western and Atlant ic Railroad is a final success ;
which ^hould be to every citizen of the State, to
which it belongs, a matter of not only laudable State (
pride, but of gratitude—so far as the humble part I
have had in this success is concerned; it is mainly at- v
^ tributable to the wise counsels you have given me, to the J
k firmness with which you have sustained me in carry- -
7 ing them out, and the efficient aid and co-operation of
^ the men, with whom it has been my good fortune to be j
associated, to whom I wish now, to offer the homage of 1
my thanks, and to assure them that to that grave which
I must shortly reach, I shall carry the kindest wishes I
for their prosperity and happiness. 1
Respectfully submitted.
JOHN W. LEWIS, Sup't.'
The Gross Earnings from Sept. 80th '58 to Sept. Si»th '59 £832,343 0:!
The Working Expenses from Sept. 30th '58 to Sept. 00th >577,801 50
Net profits from the business of the present year, 545-1,541 53
Expenditures for Equipment and Depot Buildings, including
Chattanooga Passenger Shed and Division Houses, $ 18,521 Ol
For Right of Way, and Real Estate, 699 27 ^
Amormt paid into State Treasury,. 402,000 00 d
There lias been paid since Sept 30th '58, indebtedness incurred rv
under former Administrations: ®
For Expenses $ G,358 40 $
" Equipment and Construction 8,106 12 U.
" Bonds redeemed and Coupons, 24,805 00--539,329 52 j
I The above amount of Working Expenses includes the amount paid f)
for New Rails Spikes, &c $49,126 51 \
EARNINGS OF THE
For the year tndiwj S'pO riibcr oO//(, 1850.
M05THS.
From ! From | From iFromMis-i
Freights. Passengers j M ail s . cellaneous!
Total
Income.
OCTOBER, 1858,
50,960
69
26,684
57
1,895
83
79
547 09
NOVEMBER, "
37,009
22
26,491
86
1,895
84
65
456 92
DECEMBER, "
47,771
54
29,90S
26
1,895
83
2,652
60!
82
318 23
JANUARY, 1859,
44.277
56
27,696
98
1,895
83
1,001
70
74
872 07
FEP/Ivl,
46,316
18
22,498
2' i
'1,895
84
70
710 22
MARCH,
•>5,423
21
25,236
i 6
1,895
83
953
25
83
509 05
APRIL,
30,565
25
19,223
8!J
1,895
83
193
28 i
57
878 19
MAY,
42,177
50
20,815
7 2
1,895
84:
387
50'
65
276 56
JUNE,
25,393
03
22,340
15
1,895
83!
9,143
78
58
772 79
JULY,
27,773
23
26,359
2-1
1,895
83
55
85!
56
081 11
AUGUST,
33,378
21
25,947
or;
1,895
84;
3,888
65
65
109 76
SEPT'MBEi;, '•
42,582
86
25,410
79
1,895
83
2,918
56
72
808 04
TOTAL,
489,694
48
298,703
38
22,750
00 21,195
17 832
343 03
WESTERN & ATLANTIC RAILROAD, <
A
&
TREASURER'S REPORT.
— - —
TREASURER'S OFFICE W. & A. R. R., )
Atlanta. Ga., October, 1859. j
His Excellency JOSEPH E. BROWN,
Milledgcville, Georgia.
<gir x herewith liaud you statement of the uniiual receipts and disburse¬
ments of the Western <V Atlantic Rail-Road, for the fiscal year, ending Sep¬
tember 30th, 1859:
Balance on hand Sept. 30th, 1858, !> 59.820 74
Received from Passengers 296,370 41
• ' " Post Office Department* 13,558 49
" " Adams Express Company, 6,000 00
•• " Freights and Miscellaneous, 685,734 29
' $T,66M83~ 93
Paid "Working Expenses—
Prior Account, $ 6,358 40
Since Account, 377,801 50
$384,159 90
" Equipment and Passenger Depot, $ 27,326 40
" Bonds and Coupons, 24,865 00
» Other lloads, 144,078 12
" J. B. Trippe. Esq., State Treasurer, 402,000 00
Balance on hand, Sept. 30th, 1859, 79,054 51
$1,061,483~93
Respectfully submitted,
B. MAY,
Teeasitree.
FINANCIAL STATEMENT,
For the Fiscal Year, ending September 30th, 1859.
Cash in Treasurer's hands, Sept. 30th, 1858
Balance due by Post Office Dep't. Sept. 30, 1858.j
" " " Connecting Roads, <k i( " j
" " " Former Agents, " " " j
" " " Agents, u u j
Bills Receivable, " (i u '
Balance due by connecting Roads, u " " 1
Gross Earnings, year ending, " " 1859.;
On account Pass. Depot, Atlanta, from other Roads, j
" " u Depot Chat, from N. & C. R. Rj
59,820 74
5,687 50
76,881 41
49,314 71
25,755 43
3,789 S3
61,891 66
832,343 03
907 37
5,000 00
1,121,391 68
Paid Expenses from Sept. 30, '58, to Sept. 30, '59. $
u Passenger Depot, Chattanooga, &c., j
" Bonds redeemed, and coupons, j
l! State Treasurer. I
" Balances due other Roads&Agt's Sept. 30,'58j
Balances due by Former Agents, Sept 30, 1859.'
" " '• Agents
" " " Connecting Roads,
" u '• Post Office Department...
Bills Receivable,
Cash in Treasurer's hands,
384,159 90
27,326 40
24,865
402,000
9,30>5
53,224
36,240
86,701 24
14,861 42
3,654 83
79,054 51
00
00
38
17
83
$ 1,121,391 68
Transportation Office, W. & A. R R. )
Atlanta Ga., Oct. 1st, 1859. j
E. B. WALKER,
Master Tran sport a turn.
SKO^/vTOSTGr EA.^tl>TI3>T(3i-S FROM FREIGHTS
_. Received at each Station, and Delivered to Connecting Roads.
STATIONS.
Itcc'd at Atlanta,
" " Marietta
(i " Acworth
" AUatoona
' Etowah,
' " Cartcrsville,...
tl " Cass,
| " Kingston,
tl " Adairsvllle,...
" Ojlhoui)
, Rosacea
' Tilton,
Dalton,
" Tunnel ILUl,...
Ringgold
Johnson,
[[ 'tl Oblckamauga,
Chattanooga,.'
from Adams'Ex,
l-el rd.to Rome R.
" U. T. AG. ll.l!,
" " JV. & 0. R. R.,..
" "«M.& O.R.R. ..
" Ga. If. II ...
" " M. & \Y. R. R„
" A.& vr.p.R.u,
Total,
Jnn'y. j JfWry. I March.; April. | May. June. >'
4,2SS 75| 4,5Pu S!>;
1,330 -12i 1,220 H1
102 59| 172 491
07 11! G1 0.')'
700 28! 1,018 10;
409 601 1,023 fU
90 S4;
125 91!
89 Hi
223 50i
<19 57 i
i 29 721
450 00|
57 57,
350 2(51
, 27 93:
Oi 42i
717 13;
500 00|
2,085 Oil .,
2,179 16 4,878 99
6,249 221 4,117 10
1.279 06j 3,444 40
13,058 82113,183 78
5,586 20 6,068 S9
7,045 25 5,446 41
$50,966 09 37,009 22 47.771 51 44,277 50 46,318 18'w,«3 2l'3C,W 25 42,177 »)'25,393 C« 27,773 Sywa'SFSTtt
EXPENSES
()[• WORKING- AND MAINTAINING THE ROAD,
JCfom September 30Ih, 1858, to September 80tk, 1959.
On Account or
1 For Prior
For Present
|
jAdminst'n.
Administ'tion
1 TOTAL.
TRANSPORTATION :
For Stationery and Printing
; $ 9 00
$ 2,323 G5
" Loss and Damage,
3,378 58
3,242 68!
" Stock killed,
1 52 00
3,354 00
" Wages train hands and laborers
24,198 91
" " Ac'ts, Cl'ks, & Conductors
! 031 31
51,920 44
" Mail
358 40
" Incidentals
11 00
1,220 90
$4,081 89
$ 86,031 58
$ 90,713 47
MOTIVE POWER:
For Water Stations,
i 182 87
% 4,842 81
•l Wood,
; 140 00
10,738 57
Oil and Tallow, ,
Materials, |
Wages Machinists & Engineers!
r,i oo:
5,384 24 j
8,907 54i
05,429 11;
$ 380 47
$101,302 27 $101,682 74
MAINTAINANCE OF WAY :
For Wages Supervisors & Laborers! $ ' 25 75] !$ 07,303
Tools, '
Repairs Bridges and Trestles,
Timber,
1,005 53 j
<.350 76!
20,703 221
-19,120 51!
" Incidentals,
09 37
i $ 25 75
$145,559 18
$145,584 93
MAINT AT VANCE OF CARS:
For Labor,
$ 18,243 54
" Materia'?*.
12,400 86
" Oil and Tallow,
;
2,725 48
$ 33,369 88
$ 33,369 88
GENERAL EXPENSE:
For Salaries of Sup't, Treas., Aud¬
,
itor and Law Expenses,
1,870 29!
10,938 59
12,808 88
Total,
$6,358 40
$377,801 50
$384,159 90
EXPENSES
FOR EQUIPMENT, BUILDINGS & CONSTRUCTION
From. September 30th, 1858, to September 30th, 1859.
On Account of
For Prior [For Present
Admn'tion Adm'tration.
EQUIPMENT :
For Cars,
DEPOT BUILDINGS :
For Chattanooga Passenger Shed,...
" Ag'ts & Ft. & Division Houses,
" Tanks and Wood Sheds,
CONSTRUCTION:
For Right of Way & Real Estate,...
Bonds redeemed and Coupons,.
Total
RECAPITULATION of Payments
made by Treasurer;
For Working Expenses,
" equip, const'tn & dp't building,
" Bonds redeemed and Coupons,..
" Balance to other Roads,
To State Treasurer,
Total,..
182 50
7,956 12
$ 7,956 12
150 00
24,865 00
$32,971 12
6,358 40
8,106 12
24,865 00
$39,329 52
$ 13,516 26
4,127 29
695 26
$ 18,338 81
699 27
$ 19,220 28
377,801 50
19,220 28
144,078 12
402,000 00
$943,099 90
TOTAL.
$ 182 50
$ 26,294 93
$ 849 27
24,865 00
$ 52,191 40 j
S
$982,429 42
t,
T BLE
Showing the Principal Freight Shipped from Each Station for the Year ending September 30th, 1859.
-
BVLs
Founds
Popnds
Bales
B'sli'Is
Bush'ls
P'ta's
Pels.
Bacon,
of Bar
Pds.
T'ns
Tons
Tns
Tons
B r'ls
li'r Is
B'r'ls
of
of
Peas
of
Lard,
and
of
of
ol
m'r
ot
of
of
ot
Cottn
Corn.
Wheat.
Oats,
&c.
Fe'th s
Tall'w,
Butter.
Puddl'd
Iron.
Ca st¬
ings.
Pis
Iron
Cop'r
Ore.
ble.
Coal.
Lime
Whis
key.
Flour
■>. p.u.
! ot
[Rales
! of
Total,
1 170
42 888 310 219 53.1 SSI 27 46.5 •' 113403.232323151 32*4 555 316372 1 153' 1 $27 i 307. 8 77t> 19030 13 581! 85 -fJO' 1.">1 .">03 29919- 0 P3S 3$ 513 22418! J59W71 2H3410; 3321.' 1470
laOCOMO'EIVB «3? B Xs IE1 _
Giving the Names and Character of Engines; tch.cn put upon the Road; by whom Built ; Use; Present Condition; Cost
of Repairs ; No. of Miles Run ; with the No. of Miles Run to C'ord of Wood, Gal. of Oil, 11. of TaUov' and
Waste.s Cars IJaulcd for the Year Ending /September 30, 1859.
NAMES orEXGINESi upon
in" "WHOM BUILT.
iCHAXi. OF ENGINES.
NO. Oi'JUiLtJS KUN TO
CYLINDERS.
| Dia. I Sir.
Inch. I In. FM In.
m'lv-tKa- i PRESENT
iYo. | Dia. jCONDITION.
cost' no.
i u (Mil's; cord
R£i*'i;.! run. or wood.
cars IIAULKf).
Landed. | J-'m.
¥ LOiUDA
TUSCALOOSA
CniCKAMAUGA,....
TALLULAH I....
YONAH
TOCCOA
CHATTOOGATA
WALDEN
KENNESAW
CHATTAHOOCHEE.
OCONEE
CURRAHEE
ETOWAH
LOOK OUT
COOSAWATTEE
NORTH CAROLINA,
NEW JERSEY
SOUTH CAROLINA..
INDIANA
NEW HAMPSHIRE.
PENNSYLVANIA....
GEORGIA
LOUISIANA
MAZEPPA
CORSAIR
NEW YORK
KLYING NELLY
JOEL CRAWFORD...
GAZELLE
Dec. 1842
Mar. 1817
May 1848
Apr. 1849
Aug. 1849
Apr-1850
May 1850
Dec. 1851
Jan. 1852
J Mar. 1952
I Feb. 1852
| Mar. 1862
! June 1852
iDee. 1852
Jan. 1853
Mar. 18531
jJan. 18M
i Feb-18551
M. W. Baldwin,
Rogers, KetcUum & Giosvcnor,
Norris & Brother?.
M. W. Baldwin,
Rogers. Ketchum & Grofvcnor,
M. \Y. Baldwin,
Norris k Brothers,
M. W. Baldwin,
Rogers, Kctchnm £ Grosvenor,
M.W. Baldwin,
Arnosfceag Haunfacturinx Co'py
Norris £ Brothers,
Rooters, Ketchum & Grosvenor,
Anderson it Souther,
Honors, Ketchum & Grosvenor,
Con d em ned
Freight,
Condemned
Switching,
Freight,
Condemned
Grave!,
Lumber,
Freight,
Passenger,
Freight,
Switching,
Passenger,!
1U4
12
12
12
12
12
12
12
12
i3j.;
13k
13}.
12
12
12
13,' ;
13
13.'-
13';
13
13
13
13
13
12
13
13'a
12
13
16
16
10
16
IS
21
IS
18
20
22
22 '
22 I
24 !
24 |
2-1 !
22 |
11
21 |
24 j
2-i j
21 !
20 j
20 |
2-1
22
20 :
20 I
5
3 10
In Good Order,
8 i
i fi:
4 6
;28S OS
j 102 8"2
i 07 21
990 56
! 1 15
378 50
1611 57
63 43
573 54
645 84
516 SOj
572 04
143 53
404 06
264 8-1
027 41
139 32
215 49
934 74
903 13
!161 88
i 355 33
1500 00
i 822 76
■352 80
!387 84
2050 Not Kept; I GO1,'
6900' Not Kept 157'2
7555,
12144;
5126;
8760
12324
8084
7725
2063
102C9
11965
10924
24288
7384
9358
8900
5600
4978
12829
21842
23523
17110
961
2096O
184 29 17713
29 1-0
4$!i
46'.;
29?£
27%
24%
31%
3i!Z
33%
38?'
29%
44%
21
30
35'>
35
35
34%
60%
62 1-7
39/2
29?<v
67%
67%
101%
*303}4
341%
98)s
145
175%
; 151%
I 142%
; 173
175%
I 195
i *282,S
1 12rf/j
187><
230
210
200,'a
200%
203%
"331
'2801,
ISiri
.347,-4
•337',
34M
35%
40
49%
51%
18%
303 a
3034
33} 3
50%
85%
571-6
32%
47%
25'
30
38}
371-5
22%
41%
47
48%
38* j
47
51
43%'Not Kept
45 "
68 \ Not Kept1
08%, 086 • 127
65% • N ot Kept i
31% "
56 > 078
41 659 '
42!,i 027 •
47%;Not Kept;
47 ; 760
60
43!.
785
956
1737
1178
1008
45% i Not Kept i
35
29
43%
01 I
398
65S
711
76S
1151
.-.27
274
161
2U1
279
306
300
255
279
110
256
88 'Not Kept
61V 652
67 : 580
| Nov. 1855! " '• "
jDec. lS55|Danforth, Cooke & Co.,
;Jan. 18561 Rogers, Kctchum &Grosvenor,
'Feb. 1855 M. W. Baldwin & Co.,
; Apr. 185G;Rogers, Ketchura <fc Grosvenor,
j May 185G
1 Aug.
'Oct.
M. W. BaUvvin !c Co..
Danfnrt.il, Cooke & Co.
Norris & Brothers,
ISoG.Danforth, Cooke & Co
185GI
. 185G, M. W. Baldwin k Co.,
1857: "
" | Rogers' Loco, & Machine Works
1R57 "
m-\
*Outside Bearing Truck under Tender.
:Feb.
! Mar.
I
Freight,
Passenger,
Freight,
1 Passenger,
Freight.
Passenger,
Freight.
Passenger,
Freight,
STTlNTIDIRrsr ACCOTJJSTTS.
Repairs of Engines $14,352 51
Miles Run by Engines 483,919
Cords of Wood used by Engines 12.0G4
22
4
5
22
4
5
22
4
5
22
4
5
2(
4
5
22
4
5
22
4
5
24
4
rt
22
4
5
24
4
5
24
4
5
22
4
5
22
4
5
22
4
5
23
4
5
24
4
5
24
4
5
24
4
5
22
4
5
22
4
5
22
4
f,
22
4
5
| 99 14
! 199 43
257 57
! 70 01
I 4o 16
In Shop for Rep'r 252 05
III Good Order. 26S 72
' 51 74
.293 11
1 1 38
' 35 83
419 41
, 34 92
1 21 9fl
1173 CO
I 35 72
I 4 75
20 62
377 04
) 1 25
1172 29
272 25
10976
13033
11912
8120
1500
15328
10412
27(2:
14802!
520
4400|
6615!
3014;
6243 j
115811
30221
1076!
1100
23635
2936
26892
21130
27 V
'207 ' 31 .V
43%
1516
28 k>'
161% 1 25!.;
43 '
1553
7 4' i
"310% 42%
63%!
82 i
33'.
153 | 22%
43%:
1001
27
*175%! 33".;
40%
155
33%
:2t3'4i 31'.,
39%,
1745
45
.253% i 35 \i
57%
760
27
'185'j! 32-%
39%
3.38
28?,i
*211%: 29%
35%';
2227
2L-;
*130 i 16 'i
21%
54
331;-;
,200 : 20
351
52 'i
272'i7%
50%,
199
3i%
158 1 20);
33 ,
393
32%
•210'.,'; 23'a
4.5%
755
49':.
•269%! 31 '4
6711
389
2031
*1S3%; 22%
32
. 480
23'.J
*213 | 27
G3
155
25%
"'155',,; 27%
30':.' ■
230
49%
291% | 38%
ci%;
1473
69%
*207 ! 32'4
47>»!
1C9
45
*305;.; 37%
60%!
1390
48V
:,27S% I 37%
58 i
1227
JOHN H FLYNN,
Master Machinist, Western Atlantic Bail Road.
■18
Cljirf Engineers Report.
2 CHIEF ENGINEER'S OFFICE,
^ Atlanta, Oct. 20, 1850.
^ I)r. John W. Lewis, 1
y Superintendent Western & Atlantic Rail-lload. _ T
^ Sir :—A number of years have elapsed without Report if
of the Chief Engineer, on the progress and condition of ^
^ this Road. The Report that 1 had the honor to address d
J to you the 30th of September last, was intended to fill L
L that vacancy, in giving the history of the Road, the dif- a
j fereni changes, progress and improvements through which (T
£ it has passed to this date. As the duties of the Civil 1
^ Engineer require from him, not only to provide for the r
f4 present, but also to foresee for the future, the above Re-1
^ port of mine comprehends, 1 believe, all the main points
$ which have to be attended to, and I will beg you to have ^
Ik it filed up in the Archives of the Rail Road Office, for ^53
J reference, if necessary. L
L To-day, I will give you a brief statement of what has ^
j been done to the Road, since your and my connection k
ft with it, its present condition, and on what is to be done J
% for the time before us; for I consider our responsibilityT
£Sr towards the State, to be that of a good father towards his^l
children. My connection with the State Road dates from $
4 October, 1856, and my first attention was directed towards ^
^ its Road-bed and Track. As I said in my report above d)
2} alluded to, I found the Road built and in full operation,
T and the credit for it belongs to former Administrations. 2
J The worst period of the Road was over ; much, how- k
£ ever, was left to be done to give it that finish vvhich per- j
^ mits the trains to run over from end to end, with regular- r
p ity, safety and punctuality. Its drainage was incomplete ^
and very defective. In most of the deep cuts; and on aj^
4 great portion of the horizontal plans, the water had no ^
outlets, was standing on the Road-bed making it impro-k
per to hold the Track, and resulting in the many run-oils ;
and collisions which were the consequences of it, the trains
being unable to run in schedule time. 1
A beginning ot remedy to that condition of things f
was brought in the fall of 1856 and in 1857. Under your ^
management in 1858 and in 1859, the drainage of the d>
Road has nearly been brought to a completion, and our ^
Road, at this time, fears no comparison for its ditching, ^
Road-bed, superstructure, for its safety and punctuality T
ot the trains, with amr of the neighboring and connecting
Rail Roads. & f
Two of the greatest improvements brought to the Road ^
in the last two years, are: 1st. The semi-oval shape r
given to its Road-bed, permitting it, in rainy season, to
throw in the ditches the water, as fast as it falls over,
without giving it the time to soften it, and the Road, in
that shape, not being apt, as in the straight-edge one, to
be undermined by the current. The second improvement,
a most important one for the portions of the Road passing
through the lime-stone country, is the ballasting of its
wet and soft portions. About sixty thousand cubic yards
of broken rocks, or ballast, have been put already in the r
worst places of the Road, in the two last years; and, I1^
will recommend to go on with it until the whole Road- $
bed is covered, its advantages being such, as to repay, in
a few years, for that expense. They can be summed up 4J
as follows : Large saving in the labor of keeping up the ^
Road; reduction in the frictions and resistances ot the ^
trains; reduction in motive power ; keeping cattle from T
the Track ; preservation of timber by easier filtration of J
water; its giving a wider bearing to the superstructure r
and proportional release of the Road-bed; preservation to %
the Track of a good portion of the elasticity of the earth, $
if the ballasting has been well done ; addition of safety ^
to the trains, and of comfort to travellers in keeping down ri)
dust in summer. Under your Administration two thou- ^
sand and forty tons of. new T Rails, weighing 57 lbs. to ^
the yard, have replaced portions of the old TJ Rails be- T
tween Kingston and Acwortb, and portions of the Flange ,
Rails between Ringgold and Chattanooga. With that new r
Iron added to the good T Rails found in the several sidlings, ^
about Twenty-seven and half (27^) miles of Track of the $
main line have been re-laid anew. X will recommend to h
20
re-lay as fast as possible, with the same Rails, tlie portion ^
left of old U Kails, too worn out and too weak to stand a
much longer the weight of the present business ot the (T
Road. There are about Mne Miles of them, and also J
the remaining portion of Flange Rails, about 18 Miles; r
which, when done, will have completed the whole line of ^
Road in the same kind of Rails. ^
It is generally admitted that the average duration of^
said Rails is about 10 years, which will give us nearly 14 d
Miles of Track to be re-laid every year. I will recommend k
to relay it successively, putting each time the new Iron 1
together, and patching the balance of the Road with the T
best bars taken out; this will make the Road smoother, 'J
more regular and easier to keep it up than in mixing old r
and new Iron.
The bridging on this Road is extensive and a great
portion of it is already standing for such a number of^
years as to require to investigate, not only in their present $
condition, but in their power to stand future efforts with- k
out chauces of sudden accidents. The number of framed 1
bridges is fifteen, and they have been in the last three f
years a special object of investigation and study to me, ^
aware, as I am, of the great responsibility attached to the r
least oversight. "When bridgas are concerned, the respon- ^
sible Engineer mif'st be guided by that common principle $
of general application, to have things done in time, and
not to wait until too late ; because accidents on them are d
usually translated disasters. ^
The bridge over the Chattahoochee River, was giving
signs of being too weak to stand the business passing
over it. The work that it is now undergoing, is intended
to make it stronger by the addition of wooden arches rest¬
ing on the piers, to render it safe and fcerviceable to the
road for many years yet, avoiding the necessity and cost d
of rebuilding it presently. Its lower abutment is bursted ^
and muBt be rebuilt before long, the weight of the span d
being transmitted to it through the arch. l
The bridge over the Allatoona creek has been built in J
the winter 1858, on the lattice plan. It makes the track f
independent of the culvert below it. It appears to be ^
^ strong enough and steady, and the only fear that I could (
j) entertain for it, is the undermining of the lower abutment ^
Ik of the culvert, which, it is true, is supported inside with $
J strong wooden frames. L
21
^ The new bridge put up this year, overPettit's creek, in (T
1 place^ of the culvert broken down last winter, is solid, sub- ;
2 stuntial an(l of good workmanship. It will stand after lis,
y ift.be proper cares are given to it in due time. ^
^ 1. he bridge over Etowah River gives no present signs of
,fl decay ; it is constructed of timber of better dimensions ^
k and better quality than that used in the Chattahoochee d
y bridge. The only objection to that bridge is, that the (v
^ keys used in the chords and the chord-bolts have not been J
l made strong enough to resist the strain they are subjected k
' to. It will be necessary to keep it in watch on that ac- j
^ count. There is no danger at present. r
t The bridge over Oostanoala River at liesaca, is now ^
^ the oldest of all, I believe, on this road. That bridge is f
$ made of timber good in quality, dimensions and propor- ^
tions. That bridge is strong, but it has suffered from the &>
J siuking of one of its piers and from the neglect to have ^
1 been cared for in due time. That pier must be rebuilt p
2 and the bridge brought back to its horizontal line; that k
f bridge, I consider safe now, but it is difficult to to tell if 1
^ it will remain long so, if it remains without the proper T
r works are not done to it.
^ All the bridges over Chicamauga River, eleven in nam- $
f ber, are made on a good plan, with good materials and ^
^ with timber cut in good dimensions and proportions.— ^
J The first towards Tunnel Hill, is the weakest of all, and L
1 will soon require some support under the bolsters, These ^
2 bridges have been built in 1849, and have been much neg- k
f lected to be screwed up in due time, which, is easily per- j
3 ceived by the concave camber taken by their chords, and f
? this is the case also with most of the bridges on the road. ^
^ The end timbers of said bridges have not been protected ^
0? well enough against the weather, and a good portion of ^
^ them are in a decaying condition which has to beremcdi- ''
1 ed promptly. .
L I will recommend to have all our wooden bridges work- ^
ed over at least twice a year by a company of competent jC
timber replaced .
have all their roofs kept m good repair and those run in
by the trains, made fire proof by white washing or other- ^
^ Last winter has proved again what had been cxperienc« ^
-?-?,
ed before, it is, that open or trestle bridges are exposed
more than an}7 other bridges to be washed away by head
waters of the creeks, chiefly in a hilly country. 'The two
bridges over Tworun creek near Kingston and Oothcalo-
ga, near Adairsville have been carried away last. February.
Their trestles have been replaced this summer, by heavy
stone piers put at 18 and 20 feet apart, to be covered by
bolsters and sills each 14 inches thick, and supported by
braces resting on the piers. I expect that the result of
this experiment will bring to the adoption of the same
plan for all the open bridges on this road.
Before I quit this subject, I will say that, in my judg¬
ment, it would be a good policy for the State to begin
when the wooden bridges are good yet, to replace them,
one by one, by permanent ones, made of hard and imper¬
ishable materials, and not to wait until a smash down
takes place with them, and forces to build in a hurry other
perishable and temporary works.
The most important work; on our line of road, and the
one which involves the greatest responsibilit}\ is the Tun¬
nel. This work, which ought to have been built as per¬
manent as the mountain through which it is bored, is, on
the contrary, built in such a manner as to put the respon¬
sible officer of this Road in perpetual uneasiness and care.
It is built entirely against all the first rules and principles
of Tunneling. It dates from the infancy of railways in
this State; the shape and form given to it, the workman¬
ship, the materials used in it, all denote the inexperience of
the time for that kind of structure.
A good opportunity was offered to mc in 1857 forjudg¬
ing of that work. I had workmen in the Tunnel from
May to September, who took down and replaced 135 lin¬
eal "feet of its side walls in seven different places, rc-Duilt
and repaired several portions of its arch.
I found the side walls made of two kinds of work and
materials. The front half made of rubble work, in bro¬
ken and mixed ranges, with little mortar, and averaging
about one foot in thickness; the second half made of
ballast, loose rocks, more made to push in than to sustain
the solid portion of the wall, and altogether, the wall av¬
eraging 2J feet at the top, and 3at bottom.
The arch is built with hard and with soft bricks, per¬
mitting water and roots to penetrate it. The mortar used
[n it is generally good.
The worst of all the defects in that structure is, that the
vacant space between the roof of the excavation, and the
arch which ought to have been filled in with broken
rocks, brickbat and dry clay, well and hard rammed in with
iron hammers, in order to prevent any disturbance in the
earth of the mountain, and any distortion in the form of
the arch, by giving it an equal pressure, has been left
empty, the earth above being supported only by the wood¬
en frames which were put up for the construction of the
Tunnel. »
The foundations of the side walls consist of a pile of
rocks thrown in pell-mell, and filling the ditches made to
receive them, when the common rule in tunneling is to
begin by an inverted arch on which rest the side walls;
these are made here at straight edges instead of being
curved, which is the shape adopted as the best to resist
against side pressure.
I have satisfactorily ascertained that the timber above
the arch is in an advanced state of decay, and that the
side walls are strong enough to support the arch, but
nothing more.
The defects in the arch repaired in 1857, were the re¬
sult of the fall of boulders from the roof of the excavation
above it. In my last examination of the tunnel, a few
days ago, I perceived some new cracks in the arch, and I
ascertained by boring through it, that they were also pro¬
duced by the fall of boulders, or heavy detached rocks on it
These facts in my judgment are indications of a be-
'gining of giving way of the earth above the Tunnel which
has lost its support in losing the wooden frame already al¬
luded to.
My inquiry in this circumstance is, what will become
of the Tunnel, or portions of it, when a strauge and une¬
qual weight will come and bear on its arch ? The answer
is not doubtful for those acquainted in construction. As
I did in my Report already referred to, I will conclude
here on this structure, by recommending to make good
all the bad places of the Tunnel, as fast as the first sign
of" decay is given and not wait for the worst; and X re¬
commend as a matter of prudence that the weaker places
be gradually taken out, a strong masonry be substituted
before advertisements are given, because in that structure,
as it is made a catastrophe may follow hastily a sign 0r
may happen without sign at all, but as it has stood already
tat
ten yesrs it is reasonable to believe that time enough is
left before us.
The passenger shed at Chattanooga has been finished
this year. It is a strong and substantial building as all
the rail road constructions ought to be. The whole cost
of it is less than $38,000 00, including the tools, scaffold¬
ings, tracks to the quarry and a quantity of rocks used
on the road tor other purposes all left to the State, I must
congratulate here M. M. Barringer and Morton, of Colum¬
bus, Ga., who have made the wooden #vork, for their skill
as carpenters and for the faithfulness with which they
have tilled their contract.
The roof is covered with Russells patent mastic roofing,
I can tell nothing else about its duration, but that it was
favorably recommended, and that the contractors Daven¬
port Davis <fc Co., are responsible for it for the term of five
years.
The roofing is a matter of the greatest importance to
rail road companies, and has been for me a subject of re¬
search and investigation for the several years past. I have
had already twenty-four varieties under observation, and
I propose to pursue my researches on the matter uutil I
find the roofing the best adapted to this climate, which,
for railroad purposess requires elasticity, tenacity, resist¬
ance, durability, water aud fire proof, and cheapness if
possible.
A beneficial improvement for this road, which has been
introduced since your administration is, that all the works
and repairs have been done directly by the administration
in the different departments, under the supervision of com¬
petent men interested to do but well and their reputa¬
tion. This system has proved thus far to make better
works and at not greater cost.
In concluding, permit me, sir, to add that it is a pleas¬
ant duty to me to make here homage to the zeal, efficien¬
cy, activity and competency in their respective depart¬
ments of Martin Dooly, Supervisor of the 1st Division;
R. M. Grambling, Supervisor of the 2nd Division ; Vm.
Grambling, Master Carpenter in the State Shop; John
Lother, Master Mason, and all the Foremen and Mechan¬
ics under their Supervision ; and permit me to acknowl¬
edge most gratefully for the kind treatments and pleasant
intercourses that I had with you since connected with the
Road. Respectfully submitted,
EUGENE LeHARDY,
Chief Engineer.*