DOC. No. IV. COMMUNICATION FROM THE aOVERN^OH OF VIRGII^IA. 'I RELATIVE TO THE COMPLETION AND CONNECTION OF CEIITAIN RAILEOADS. ZíEOJBivcBEPt le, isei. Doc. No. 4. 3 COMMUNICATION. EXECUTIVE DEPARTMENT, December 14, 1861. Oenilemen of the Senate and House of iñlegates : The completion of the Central railroad to Covington, and of the Coving¬ ton and Ohio railroad from Covington to the White Sulphur springs, and the construc¬ tion of a railroad to connect the Manassas Gap and Orange and Alexandria railroads, with the Richmond, Fredericksburg and Potomac railroad, are all measures of the first importance to Virginia and the Confederacy in a military point of view. I feel justified, therefore, in calling your attention specially to each of them. , « In regard to the measure first named, I extract from the annual report of the presi- ' dent, made to the stockholders on the 22d day of November last, so much as relates to the last section between Jackson'j river depot and Covington: " The board is glad to inform the stockholders that there is but little to do towards the completion of this last section of the road. In the month of February, during the pending of the tariff bill before the United States congress, known as the Morrill tariff, by which the duty on railroad iron was to be very much increased, the president was fortunate in buying a very superior American rail at a very low price. The rise in the price of iron resulting from the passage of that bill, and the subsequent blockade of our ports, was thus anticipated. The last of the rails necessary for the completion of the road to Covington,' was received before the blockade was determined on. The grading is completed, and the ties are ready. Thé principal difficulty now in the way^ is to get the trains of the company released from the necessary demands of the gov¬ ernment transportation, so as to be able to carry up the iron." From this it appears that very little remains to be done to complete it and have it in condition for use. The grading is completed, the cross-ties are ready, and the iron on hand, and-nothing remains but to lay the track and complete the bridge over Jackson's river. The wagon-road between these points is in winter and spring proverbiMly b%d, one of the worst, indeed, in the state, and transportation over it is necessarily tedious and uncertain. By this route'our army on the Kanawha line, must be supplied when the spring campaign shall open. In regard to the Covington and Ohio railroad, 1 transmit herewith a letter addressed to me by Charles B. Fisk, the chief engineer of this road. The amount expanded by the state on this work,, is $3,213,194 82, and of this sum $2,527,982 23 have been expended on the section between Covington and the White Sulphur springs. The letter of Mr. Fisk shows what amount will be required to com¬ plete this section. 4 _ ^ Doc. No. 4. The grading yet to be done will cost $300,000, the bridges $40,000, the bridge ma¬ sonry, the cement for the masonry, and turn-outs, $ 65,000, for laying the track $ 250,- OOO, and for contingencies and superintendence $120,000, making in the aggregate ^ 1,275,000. !Í If this road can be completed, it will facilitate greatly the transportation of troops, supplies and ammunition, and^ will relieve the government immensely in its future operations on that line. The diflitulty of transportation between the Jackson's river depot and the White Sulphur springs this fall, has seriously affected our military opera¬ tions in that section of the state, and unless we make a decided and vigorous effort to fill up this link, we will be embarrassed with the same difficulty when the spring cam¬ paign opens. If it shall be found impracticable or impossible to fill up this gap by railroad, then I desire to call your attention to the propriety of improving the wagon road, either by planking or otherwise, so as to make transportation as easy as possible, lu this connection I beg leave to present the following e.vtract from the report of the president of the Central railroad, which is deserving of your consideration : "In the last report, the board informed the stockholders that the legislature, at the session of 1859-'60, appropriated the sum of $2,500,000 to this work, being mote than the aggregate of the three first appropriations, and making, in all, the sum of $4,800,000. This last appropriation was more than sufficient to have completed the road to the White Sulphur springs, and was thought to insure its final construction to the Kentucky line on the Ohio river, at the mouth of Big Sandy, but the occurrence of the war in which we are now engaged prevented the Board of Public Works from realiz¬ ing sales of state bonds on such conditions as were prescribed, and caused its suspen¬ sion : it is hoped that the suspension witl be only temporary; indeed, it is much to be regretted that there should have been a moment's delay in the prosecution of that work. Not only the interest of this state, but of the whole Confederate States, calls loudly for its completion. It is hoped, therefore, that congress will act on the subject at its present session, if it has power to do so. It is not hazarding much to say that, if this road had been completed,'the enemy would never have gotten possession of the Kanawha valley, and that Kentucky would now be identified with Virginia in the .strnggle for southern independence. " The grading, as far as the White Sulphur springs, is so nearly completed, that by the ■use of temporary tracks at a few points, the road would soon be ready for the rails." ■ No improvement would be of more value at tHis time than a railroad connecting the Richmond, Fredericksburg and Potomac, with the Manassas and Orange and Alexandria railroads. A glance at the map of Virginia will impress every reflecting and intelligent mind with its importance. If that road, commencing at or near Fredericksburg, and running to some suitable point, so as to effect the connection indicated, shall be made^ we shall have a continuous line of railroad, running nearly parallel with the Potomac river to Winchester. Should th,at road be made, and Maryland not form a part of the Southern Confederacy, it will be a most important improvement during the war, and not less important after peace shall be declared. This road is important for several reasons: Firit. Because it will enable us to transport with celerity and certainty, troops, supplies and ammunition from one point to the other. ' / Second. Because, if the road is constructed by an engineer of experience and skill, it will combine military advantages with commercial advantages. Doc. No? 4. 5 Third. If Virginia is to be a border state, tlie_ line must be amply and adequately protected and secured, against all encroachments upon us, and particularly against smugglers, when peace shall come. Fourth. Troops and supplies from the south can now reach Richmond by three routes, and they can only be carried to the border by one road. This will give us two routes. I communicate Iferewith the proceedings of the annual meeting of the stockholders of the Richmond. Fredericksburg and Potomac railroad company, for the year 1855, containing the report of the engineer who surveyed the routes, and I recommend it to your consideration. • Much to my regret, I omitted to mention the Seaboard and Roanoke" railroad, in my enumeration of the roads that had rendered valuable services in the war. I take pleasure in supplying that omission in this communication. Respectfully, JOHN LETCHER. Doc. No. 4. '. 7 LETTER OF CHARLES B. FISK, ESQ. In regard to the Eastern Section of the Covington and Ohio Railroad. . Richmond, Va., December 9, 1861. Sir, In answer to yonr enquiry as to what would be the cost of completing the part of the Covington and Ohio railroad that was under contract at the time of the recent suspension of the entire work on that road, upon the plan on-which it has been commenced and thus far prosecuted, and also what saving could be temporarily effected by adopting, in part, a more temporary plan of construction, with a view to the earlier opening of the road to use, and to the postponing of such work as it would be difBcult to have done at this time, I have the honor to sjy, that I made a report to the Coving¬ ton and Ohio railroad companj','bearing date the 3lst of August 1861—the day on which my services as chief engineer on the railroad terminated—in which I speak briefly of the condition of the work, and have given an opinion relative to the probable cost of completing the part of the work to which your enquiry applies; or rather have said that the means in the hands of the company will complete it, estimating those means as not materially below par. The reason that I did not give â careful estimate of what that cost will probably be, and also of the cost of the whole road, was, in part, that it has become evident, I think, that no engineer can with any certainty make an estimate that will be reliable, owing to the uncertainty of the means with which the Company has to carry on the work. I refer, however, .in that report to a cash estimate that was made of the probable cost of the whole road on the 30th of November 1855, and show that there was remain¬ ing on the 1st of September 1861, unexpended, of the past appropriations by the state to the road, the sum of $1,586, 805 18. I then say, "that the means in hand are sufficient to open the road for use to the White Sulphur springs depot, estimating those means at a rate not materially below par, and assuming also that the work is managed and carried on -with economy and prudence." Assuming, however, that the enquiry now made in regard to what will be the cost of opening the road to that point, upon t^e plan on which it has been commenced and thus far prosecuted, but with a temporary track over and near to the Lewis tunnel, which had been determined on before-the suspension, is upon the supposition that means will be in hand to do the work pi'omptly, and that there will be a disposition on the part of those interested to aid all in their power the rapid prosecution of the work, I shall put the probable cost at the sum of $1,275,000. If, however, the work should be carried on with means that will not command par,- but at the same time with a sufficiency of means, it will be necessary to add to this sum the cost of converting the means into cash ; and also, if the work should not be 8 Doc. No. 4. « carried on steadily and uninterruptediy, but with occasionally a stoppage for the want of means, a still further addition will be necessary to cover the losses arising from these stoppages. • The estimate of $ 1,275,000 assumes that the cost of completing Thé grading will he - - - - ' - 300,000 00 The bridge masonry, and the cost of the cement for the masonry and tunnels, - - . - - 65,000 00 Of the bridge superstructures, - ... 40,000 00 And of the track, . . ... 250,000 00 » 1,155,000 00 Add for contingencies and superintendence, ... 120,000 00 $1,275,000 00 The question next to he answered is. what portion of this amount can for a time he saved, by the substitution of temporary work, with a view to bringing the work into earlier use, and to the postponing of such work as' it would he difficult now to have done? There could he adopted for the bridges, temporary wooden trestling in place of the iron superstructures now intended, and there could he postponed for a time the completion of the arching of some of the tunnels, which in part of their length could for a time he safely left without arching. In these two waj'S there would he a saving of present e.xpenditure of the sum of, say ... 165,000 OO There could probably be saved of present expenditure, by the adoption of the flat bar for the track, and in other ways, say half of the esti¬ mate fSr the track, - - - - - 125,000 GO There could also be postponed work at different points on the grading, say ......". 35,000 ,00 325,000 00 This deducted from the estimate, .... 1,275,000 00 Leaves the sum of $950,000 00 The road might indeed he opened for use by a somewhat less expenditure than this, provided the work is managed and carried on in a way that would admit of resorting to temporary expedients whenever occasion arose, and as it was found advisable to do so. For instance, there is a scarcity of powder, and it is expensive at this time. For, this reason, the aim should he to carry on the work so as to avoid the necessity for the use of powder, whenever it could he done h)%a temporary change of the line, and to confine the use of powder entirely to those points where it could not he avoided. Time in which the work could be opened for use. It is to he regretted that the hoard of public works did not Imye authority in April last, when the works were suspended, to make arrangements for the completion of the five miles of grading next above Covington, as this grading was then in a condition that would have allowed of its completion or very near completion by this, time. There was employed on it quiA a numh.er of the state convicts and of slaves hired for the Doc. No. 4. 9 year, and also a sufficient number of mason^ and mechanics for the completion of the. bridge maSonry. All now have left. By the adoption of temporary wooden trestling for the iron superstructure of the bridges, of which there is a total length of 710 feet to be built, and by increasing the grade at one point, through what remains of a rock cut to be taken out, so as to lessen the quantity of powder to be used, and if arrangements can be made for the flat bar for the track, these five miles of road might be opened for use in the course of the next summer. The work next in order is the tunnel on section No. 4. If this work is undertaken- it should be by an energetic and reliable contractor. And there would be an advantage in having it pressed on at once to completion, as may be inferred from the following extract from my report to the board of the 31st of August last, above referred to: " The work at the tunnel was allowed to progress sufficiently to make it reasonably secure for a time ; but sooner or later, perhaps in a year or two, there is danger of heavy damage from the giving way of the temporary supports under the heading which has been driven for some considerable distance, but not arched, and which it was sup¬ posed would only*require the temporary suppo^rts for a few months." This tunnel, I further said in that report, would, if it had not been stopped, "have been completed early next year" (1862). It might, if takén in hand at once, and pressed vigorously, even now be opened for use next year. Above the tunnel on section No. 4, there are about six miles of road on which the grading could now be put in a condition to receive the track, say in the course of next summer : and thence to the White Sulphur springs depot, the princi))al point of diffi¬ culty will be the taking of the track across Jerry's run. , o In regard to that work, I say in the report of the 31st of August last : " At Jerry's run fill, when the work Was suspended, there were about 400 men at work. It was advancing rapidly, and it is believed sufficiently so to admit of opening ' the road for use by the time that has been named," viz the summer of 1862. At this point, however, is a place where the work has sustained very serious damage from the very heavy rains that have occurred since the suspension of the work, as will be understood by the following extracts from my report of the 31st of August last, and from a note written subsequently to the date of that report : In the report, I say, I named to the Jjoard, "As soon as I examined it, the point at Jerry's run, which I found required an expenditure of at least two thousand dollars to secure it against greater or less damage, and which I stated would in all probability amount to at least ten thousand dollars, from such.rains as usually occurred at least every year." And in the note to that report I say, " It may be stated, respecting the work at Jerry's run, that early in September, shortly after the date of this report, a heavy rain occurred, which did damage at that point amounting to from six thousand to seven thousand dollars; and since then another and tremendously heavy rain occurred, which raised the waters of Jerry's run higher than has been known for many years, and which increased the damage to the embankment at that point to an extent considerably larger 2 ■ . " 10 Doc. No. 4. than I had assumed as likely to ha{)pen froin rains such as those that ordinarily occur every year or two—and the danger now is, that the damage may be c#isiderably increased, upon the occurrence of even moderately heavy rains, the work now being in a more exposed condition that it was before, and requiring a larger expenditure to make it perfectly secure than it did at the time of the suspension." . It would appear, from the condition of this work at Jerry's run, that if the work is to be completed, no time should be lost in securing it against further damage ; and it is probable that some saving can be effected by adopting a somewhat cheaper plan than has been for carrying a temporary track over the run, doing, however, whatever is necessary to the permanent security of the work. If a large black force were employed at this point, it would be the most certain way of accomplishing the object. It seems to me that it will be for the interest of the state to have steps taken to open the five miles of road next west of Covington, at the eaftiest moment, and at the same time to adopt such measures as will bring about the completion of the rest of the dis¬ tance to the White Sulphur springs depot, as early as it is found practicable. » By opening the five miles of the road pext west of Covington, the distance of wagon transportation to Lewisburg will be lessened, with the addition of the ten miles of the Virginia Central railroad that will soon be opened from Jackson's river depot to Cov¬ ington, fifteen miles. These fifteen miles are along a bad stretch of the wagon trans¬ portation, and the advantage of the saving will be great ; and then the company will be in a condition, at the earliest moment it is found practicable, to open the whole distance to the White Sulphur springs depot, especially if the Jerry's run fill and some two or three other points along the route are not allowed at this time to remain entirely suspended, but are pressed forward as circumstances permit. £ 1 will here call attention tcCa fact that has been stated in former reports, viz : that the distance from Covington to the White Sulphur springs depot is only about one-tenth of the length of the whole road to the Kentucky line, but that its cost will be one-fourth that of the whole road. With the road completed to the White Sulphur springs depot, the balance of the road, whenever the state shall determine, can be readily completed, and at a very considerably less cost per mile than the road to that point. . » Yours, vesy respectfully, CHARLES B. FISK. Eii ExcdUncy JoH.v Letcher, , Governor of Virginia. , Doc. No. 4. 11 PEOCEEDINGS . Of the Richmond, Frederickshurg and Potomac Railroad Company, May 30,. 1855. The meeting was organized at a quarter past twelve o'clock, by calling Dr. Joseph M. Sheppard to the chair, and the appointment of C. W. Macmurdo secretary. ! The chair appointed Dr. T. B. Anderson, G. A. Myers and H. Rhodes a committee to examine such proxies as may have been given by stockholders to represent them. The Committee, after examining the proxies, made a report, which was approved by the meeting; and the proxies appearing by the report of the committee to be properly authorized, were empowered to vote as such. The secretary having called over the list of stockholders, it appeared that the whole number of vqtes which could be given was 5,153 votes, of which were present individual stockholders entitled to 4,076 votes, and Wm. W. Crump, Esq., state proxy, entitled to 395 votes—making in all present, 4,470 votes. The president and directors made their annual report, with accompanying dociiments, embracing the report of A. Worrall, Esq., civil engineer, a communication from the Board of Public Works, marked [A], &c. ; which were received, approved, and ordered to be spread upon the minutes.—(See Appendix). Mr. Ed. T. Morris offered the following resolution, which was unanimously carried: Resolved, That the board of directors be and they are hereby authorized to pay the dividends of the company, until otherwise ordered by the stockholders, in certificates of debt similar to those hitherto issued, bearing interest semi-annually on the 1st of July and 1st of January of each year, and payable in July 18G9, and to apply the whole net income of the company, except so far as the same may be required to meet its liabilities, iq.extending the edge rail superstructure. * Mr. Robert 0. Stauard, chairman of the committee to whom was referred the extension of the road to connect with the Orange and Alexandria and Manassas Gap road, offered the following resolution, with the request that it may be continued for the purpose of farther examination of the subject; which was unanimously carried: Resolved, That the stockholders concur in the views expressed by the board of direc¬ tors in relation to a connection between the railroad of this company and the Orange and Alexandria and Manassas Gap railroads, and will be disposed, provided the neces¬ sary legislative authority and a charter with proper provisions can be obtained, to subscribe not exceeding one-third of the amount which m^y be subscribed by other parties, to the capital stock of a railroad to connect the railroad of this company with that of the Orange and Alexandria company at or near the Warrenton junction, or, in the event of the Manassas Gap railroad being extended to the Potomac river at or near 12 Doc. No. 4. the mouth of Quantico creek, to extend the railroad of this company, or a branch of the same, to connect with it. » Mr. G. A. Myers offered the following resolutions, which were adopted: Resolved, That the stockholders approve the course of the president and directors in not allowing the company to bcdrawn into a competition with the Virginia Central and Orange and Alexandria companies for the transportatipn of the mail between Richmond and Washington, and instruct the president and directors to adhere to the proposal made by them, and not to agree to transport the mail at a less rate than that hitherto received for it. • Resolved, That this company concurs in the opinion of the Board of Public Works, expressed in its resolution on this subject, and trusts that the board will, so far as it properly may, interpose to arrest the competition which it has disapproved. Resolved, That a copy of these resolutions be communicated to the Board of Public Works. , Mr. Ed. Robinson, president of the company, stated that Col. F. McMulIen, who had sustained a loss on the road of the company, desired leave to sfcite his claim in person. Whereupon leave was granted. , After the statement of Col. F. McMullen, the follow¬ ing resolution was offered by Mr. W. H. Macfarland, and adopted : Resolved, That the application of Mr. McMulien be referred to the board of directors, to be disposed of by them. The meeting then proceeded to the election of president and directors—when Ed. Robinson, Esq., was unanimously re-elected president, and Messrs. Nicholas Mills, Gus. A. Myers, Geo. W. Munford and Ro. W. Haxall were unanimously re-elected directors on the part of the individual stockholders, and John S. Caskie, Esq., announced oq the part of the commonwealth. The chair then named the following gentlemen as the annual committee of examina¬ tion under the resolution adopted at the meeting of the stockholders in 1837: Messrs. Joseph M. Sheppard, Thpmas B. Anderson, Ed. Ï. Morris, Henry L. BrooVe and Wirt Robinson. • The meeting then adjourned sine die. JOS. M. SHEPPARD, Chairman. I C. AV. Macmurdo, Secretary. Doc. No. 4. 13 APPENDIX. • UEPORT OF PRESIDENT AND DIRECTORS. Tbe president and directors herewith submit to the 'stockholders the usual tabular statements, exhibiting the present condition of the company, and the business of the .road for the year ending the 31st of March last. ¡ It. will be seen from them, that the revenue of the road for the past year was $ 232,112 74 ; that the expenses of transportation for the same period were $ 111,960 52 ; and the payments for interest, $ 26,518 45. Deducting these items from the receipts of the year, leaves a balance of $93,693 77. This balance was reduced by the allowance of $ 17,987 62 to the AVashington and Fredericksburg steamboat company, on account of losses sustained by them in carrying out the double daily mail schedule between the 1st of April, 1852, and the 1st of April, 1854, and the payment of $ 2,241 12 for surveys , of the route for a railroad to connect the railroad of this company with the Orange and Alexandria or Manassas Gap railroad, made by order of the stockholders, at their last annual meeting. The net balance remaining, after deducting these items, ($ 73,465 03,) would have been more than sufficient to pay the usual dividends of the Ist of November last and the 1st instant to the stockholders, but for the failure to negotiate the loan, au¬ thorized at the last annual meeting, to continue the edge rail superstructure. This made it necessary, as the stockholders have been advised, to make use of the net in¬ come of the company for the purpose, and to pay the dividends to the stockholders in certificates of "the loan authorized, instead of paying them in money. The practical inconvenience of paying the dividends to the stockholders, during the past year, in certificates of debt, and applying the net proceeds of the road to laying down the edge rail, has been so slight that the board of directors trust that it will be agreeable to the stockholders to allow them to prosecute the edge rail superstructure on the same plan, until it may be practicable (which at present it is not) to make a loan at par for the purpose. To those of the stockholders who find it convenient to retain their dividend certificates, they present the advantage of being a perfectly safe and reliable investment, and at the same time (being exempt by the charter of the company from all taxation) of yielding a larger net revenue than any other investment bearing the same ■nominal interest. The same considerations make them readily convertible into money, at a comparatively small discount, by those stockholders who may have occasion to dis¬ pose of them. • . The board of directors submit, as a portion of this report, the report of Alexander Worrall, civil engineer, with an accompanying map and other documents, on the sur¬ veys made for a railroad connection between the railroad of this company and the Orange and Alexandria and Manassas Gap railroads. It will be seen from the report and map of Mr. Worrall, that the whole distance by raiiroad, between Fredericksburg and Aiexandria, will vary but little by either of the lines which have been examined, whilst each has some rccommeudations in its favor, which are wanting to the other. It seems, 14 Doc. No. 4. under these circumstances, to the board of directors, that it will be the policy of this company to do what it can conveniently in aid of the line which may be first under¬ taken. In the event of a company being incorporated to make a railroad to connect the railroad of this company with that of the Orange and Alexandria company, in the neighborhood of the Warrenton junction, by making a subscription to it not exceeding one-third of the amount which may be subscribed by other parties, or one-fourth of the aggregate capital stock which may be subscribed towards it ; and in the event of an ex¬ tension of the Manassas Gap railroad to a point on the Potomac river, at or near the mouth of Quanlico, by extending the railroad of this company, or a branch of the same, to connect with it. If it should be the pleasure of the stockholders to concur in these views, an expression of opinion to that effect may be valuable iu inducing other corpo¬ rations and individuals interested to combine their efforts in forwarding the one or the other improvement. ' Surveys have also been made during the past year, but without the co-operation of this company, for a direct railroad between Acquia creek and Baltimore. The board learn in general terms, that the result of these surveys is highly favorable, and that the distance between a point on the Potomac river, opposite the mouth of Acquia creek, and Baltimore, would be only about 65 miles. Such a line of railroad, if executed, would greatly expedite the travel between Richmond and Petersburg (and the towns south of them) and the northern cities, and would be of great value to the Richmond and Danvilie and South-side railroads, and it is strongly pressed on the board of direc¬ tors of this company, as deserving its countenance and assistance. The relations of this company with the Washington and Baltimore railroad are, however, at present, most friendly; and if they should continue to be so, aud the Baltimore and Washington rail¬ road be extended, as the board trusts it will be, at an early date, to the Potomac river^ at or near Washington, so as to avoid the present omnibus transportation in that city, there will be, in the opinion of the board of directors, no adequate reason for this com¬ pany seeking any other avenue for its travel to and from the northern cities, than the one it at present enjoys via Washington. The board of directors trust, however, that the directors of the Baltimore and Ohio railroad will see that both sound policy aud their duty to the public and the companies south of them, require a pro.mpt extension of their Washington branch to connect with the Potomac steamboat line. The president and directors submit herewith a communication, marked A, received by them on the 10th instant from the Board of Public Works, in relation to the propo¬ sals lately invited by the post office department for the transporti^ion of the United States mail between Washington and Richmond. The board of'directors had, previous to its receipt, learned in various ways that the other companies referred to in the com¬ munication of the Board of Public Works, designed competing for the mail, but had determined, notwithstanding, not to offer to transport at a less rate than the rate now paid them. The price now received by this company and Potomac steamboat company ($300 per mile, or $39,000 per annum) was voluntarily tendered by the department in January 1852, for twice daily service between Washington and Richmond, and is but 20 per cent, in advance of what was previously paid them for single daily service, and is only what was authorized by t;ongress many years since, when the mails were scarcely, a third their present weight, and the expenses of transportation on railroads much less. It is, in the opinion of the board, as low a price as the ponderous mail now transported between Richmond and Washington can be conveyed at, even by them ; and a contract at this price must, in the opinion of the board, be any thing but profitable to the com¬ panies whicii it is understood are compcfing for it. Doc. No. 4. 15 It is tiifler these circumstaaces highly gratifying to the directors to find that their course in not allowing themselves to he drawn into a competition with the-Virginia Central and Orange and Alexandria companies for the mails, meets the approbation of the Board of Public Works ; and as the course Of the companies referred to, is disap¬ proved by the Board of Public Works, it is hoped that» means may yet be devised by them to arrest a proceeding, which, in the language of the Board of Public Works, " will result in injury alike to the interests of the state and all the companies interested." Respectfully submitted on behalf and by order of the board of directors. ED. ROBINSON, Prest. Office R. F. ^ P. R. R. Co. Richmond, May 30, 1855. 16 Doc. No. 4. REPORT OP A. WORRELL, CIVIL ENGINEER. Richmond, January 29th, 1855. Sir, I respectfully submit a report of the results of examinations made during the past summer and fall in the counties of Stafford, Fauquier and Prince William, with a view to a connection by railway between the Richmond, Fredericksburg and Potomac railroad and the Orange and Alexandria and Manassas Gap railroads. I first proceeded to survey the ridge dividing the waters of the Rappahannock from the Potomac river, that ground being named ia the charter of the Fredericksburg and Alexandria railroad company; and in -this survey two points of departure from the Fredericksburg railroad were presented as deserving attention, viz: one commencing at Belle Air, three and a half miles north of Fredericksburg, and the other about one mile south of the station at Major S. S. Brooke's, following the ridge dividing Potomac run and Accakeek. These two lines would be common at Mr. R. Latham's, a distance of fourteen miles from their respective points of commencement; but supposing the results would be similar, or nearly so, on the two lines, it was thought sufficient for the present objects to examine the former, although the lattei- may possess considerable advantages. It was therefore deemed a point that might be left for future examination, when a company might be formed to execute the work. The present figures will enable you to decide the more general question, viz : Whether a connection with the Orange and Alexandria and Manassas Gap railroads by the route above mentioned, or by a route via Quantico landing on the Potomac river and the town of'Dumfries, thence to the Manassas Gap junction, (hereinafter more fully^described,) will be the most eligible. I will for brevity designate the first as the Fauquier route; the second as the Prince William route. First, as to the Fauquier route: Commencing at Belle Air, 3J miles north of Freder¬ icksburg station, on the present Richmond, Fredericksburg and Potomac railroad, we find the dividing ridge rising'at about the rate of 45 feet to the mile, and adopt a gra¬ dient at that rate of about 4i miles in length; thence, the ground presents a tolerably even surface, occasionally broken by little heads of Potomac and Rappahannock waters. The line passes half a mile to the right of Hartwell meeting house, and about the same distance to the left of Mr. H. Skinker's house, and a little to the left of Mr. James Briggs'; thence, in about three-quarters of a mile, it reaches the old Warrenton road, and continues parallel to it, crossing it occasionally, and passes half a mile to the left of Old White Ridge tavern ; thence, parallel to and left of the road, it passes through the farm of Rodham Eskridge, Esq., and through the orchard of Major A. Gordon, when it approaches the waters of Elk run (tributary to Occoquon) by a descending gradient of two miles, at the rale of 45 feet per mile. Thonce, by a very direct course, over smoothe ground, the line readies the Alexandria railroad between the 43d and 44th mile post, but could be located so as to connect at 41 mile post (Warrenton junction) with a very slight additional expense or increase of distance. Doc. No. 4. IT • This ground, which leads naturally in the direction of Warrenton, it was thought ad¬ visable to survey, in view of the many local advantages it seemed to possess, and the favorable feeling manifested by gentlemen in Stafford and Fauquier towards such an improvement, as well as on account of its being mentioned in the act of incorporation of the Fredericksburg and Alexandria railroad company. The whole distance from Belle Air is 26 miles, which, added to miles distance along the present road from Fredericksburg to Belle Air, makes the whole distance from Fredericksburg to the junction with the Orange and Alexandria railroad, 29J miles. The cost of constructing which, per accompanying estimates, is three hundred and six¬ teen thousand one hundred and twenty-three dollars ($316,123) making an average cost per mile for the twenty-six miles of new road, of something over $12,000. • The line presents favorable features in respect of gradients and curvature, the greatest rise per mile being 45 feet, and the most abrupt curvature having for its radius 1,910 feet. But a small portion of the -distance, comparatively, has curvature even of this moderate radius, the most of it having radii of 2,865 and 5,130 feet. Such a line is nearly equal to a straight line in practice, the entire amount of deflection being but 678°, and the whole length of curved line being but 5 miles, of the moderate curvature above described, thus presenting a line equal to that of the Richmond,^Fredericksburg and Potomac railroad, and requiring locomotives of no greater weight than those used on that road. For more detailed information regarding these features) I would refer to the accompanying tables of gradients and alignment. For localities, see detailed maps, profiles, &c. Secondly, as to the Prince William route: This survey was made from the present Acquia creek landing, along the flats bordering the Potomac river, and passes through Arkendale and Richland farms, (lands belonging to Mrs. Fitzhugh of Alexandria,) some 5 miles ; thence, through lands of Messrs. Waller, Evans, Scott and others, to Chapa- wamsic creek, which it crosses about one mile above its mouth, by a bridge 1,400 feet long; thence, continuing on the flats or table land bordering the Potomac, by a direct line, it reaches Quantico landing (or what is called Ship point) on the Potomac river, to which we shall hereafter have occasion more fully to refer. The line thence is traced along the edge of the low grounds of Quantico, until, on approaching the town of Dum¬ fries, it commences,an ascent of 55 feet to the mile, in order to m upon the dividing ridge between Quantico and Powel's run. (This gradient is three miles long.) It is thence traced along this-jfidge to near Lawrence Cole's store, which it leaves to the left, and commences a descending grade towards Oceoquon creek, which it crosses near Mr. Sinclair's mill, by a bridge 15 feet high and 400 feet long; thence, by moderate gradi¬ ents and curvature for five miles, passing to the left of Mr. Cockrill's, it reaches the Ma- oassas Gap junction with the Orange and Alexandria railroad—the whole distance from Acquia creek landing being 31 miles. The graduation and curvature on this line are not quite so favorable as that upon the Fauquier line, there being some six miles of 55 feet gradient, and 1,154° of curvature, embracing the portion of the present road between Belle Air and the Acquia creek landing, whiqh, in order to make a comparison of deflection, must be counted. The cost of construction, too, is greater, because of the number and extent of the bridges, to enumerate which, we may say, Acquia creek bridge 1,100 feet long, Chapa- wamsic 1,400, Quantico 300, Oceoquon 400 and Broad run 200—the three last bridges being high, varying from 60 to 15 feet. The increased cost per mile ef this line is to be found chiefly in the item of bridging. 18 . Doc. No. 4. * The estimate is as follows : Total cost of Quantico division, No. 1, per estimate, " " Manassas junction, div. 2, " Superintendence and contingencies, 5 per cent. Total aggregate cost. Or equal'to an average cost of S15,50P per'mile, and fully 25 per cent greater cost than that of the Fauquier line, frhich averages something over $12,000 per mile. The length of new road to-be made on the Prince William line is 31 miles, which added to 14 miles, the length of the present road from Fredericksburg to Acquia creek landing, makes the distance from Fredericksburg to Manassas Gap junction 45 miles. I before stated that the distance, by the Fauquier line, between Fredericksburg and the junction with the Orange and Alexandria railroad, is 29J miles. Add to this the distance thence along the Alexandria railroad to the Manassas Gap junction (1»6J miles) and we have the distance from Fredericksburg to Manassas Gap junction, 46 miles, which is only one mile longer than the Prince William route. It should he stated, however, with regard to the Prince William line, that the distance can he reduced 3J miles, by leaving the Fredericksburg road at the Brooke station, and run¬ ning direct to Quantice landing. This would cost some $1G,2Ï3 mvi-e tlJau the above estimate, hut would give the Prince 'William some 4J miles advantage in distance be¬ tween Frederickshnrg and the Manassas Gap and Orange and Alexandritb-junctiou. The expenditure necessary on this line is, therefore^ greater than that of the Fauquier line, and it is somewha.t more difficult to keep in repair, on account of the extent of trestle work and bridging. These disadvantages, and its many advantages, yet to he shown, X would respectfully leave for yourself and the hoard of directors to consider, and would call your attention to a more general view of the mag of Virginia, and the various con¬ nections which wonld he formed by your road if either of the jhove routes he constructed. In this more enlarged view of the question, the western connections are presented with much interest to the mind. The portion of Fauquier county about Warrenton has, until recently, loolvij^ to Fredericksburg and Richmond as its natural market for pro¬ duce of all kinds, hut the trade and travel have been directed to Alexandria and Balti¬ more, because hf the construction of these new lines of railway centering there. V Looking still further west, a scheme of railway has for some time bean in contempla¬ tion between IV^arronton and Salem on the Manassas Gap road. If puch ajine were executed, a cordon of railroad would he formed reaching into the valley of Virginia, which would give to Fredericksburg and Richmond a large share of that valuable trade wliich now seeks a more ngrthern market. ■ Again—the Prince William line, passing through a beautiful country in the neighbor¬ hood of Brentsvillo, and along the hanks of the broad Potomac, might reckon upon a handsome trade and travel between the Manassas Gap road and Quantico, because all the trade of the lower Potomac, Baltimore and the northern cities, with the interior of Virginia, now passes through Alexandria, when there might he forty miles in distance saved to all the trade of Manassas Gap railroad, were this tonnage directed through by Quantico and the Prince.William route. 131,623 52 320,444 00 22,903 35 $480,970 87 In one aspect, the-Prince William line is a very interesting one to the company over Doc. No. 4. 19 which you preside. The portion along the flats of Potomac is of rery easy construction and gentle gradients and curvature, and the distance from Acquia creek landing to Quantico landing is lOJ miles^thus shortening^the steamboat run, and gaining 30 mid- utes of time over the present mail schedule, besides reducing the expense annually of the steamboat line some $20,000. At Quantico you would have the power of connect¬ ing (by ferry) with a line to Baltimore, on the Maryland side of the Potomac, now being surveyed, and of continuing your road direct to Alexandria at some future day. Thus a nicely balanced question'is presented for the consideration of your board, viz : Whether It is wisbr for you to aid in constructing the Fauquier line, 26 miles of new road, at a cost of $316,123, connecting with the Alexandria road near the Warrenton junction, and thus forming a continuous railway, 11 miles long, between Alexandria and Fredericksburg, or to construct that portion of the Prince William line between Acquia landing and Quantico, at a cost of $131,623 52, shortening the steamboat run, as before stated, some *30 minutes, and reducing the current expenses of keeping up the steam¬ boat line about $20,000 per annum. ^ You will be enabled, with the facts now before you, to determine whether it be an object to your company to aid in constructing the Fauquier line, supposing " the corpo¬ ration of Fredericksburg and other parties interested," to be disposed also to aid in it, or to build the portion of the Prince William route between the water station at Maj. Brooke's (or Acquia creek landing, as may hereafter be determined on) and the Quantico landing, provided the Manassas Gap company and " other parties interested" should see their account in constructing the portion of the route between Quantico and the Ma¬ nassas Gap and Alexandria and Orange railroad junction. It is obvious that the connection between your road and the Orange and Alexandria and Manassas Gap railroads, if made at all, should be made on the oncf or the other line. I hand herewith estimates in detail, and plans, profiles, &c., of the two routes, and have the honor to be, Respectfully, your obedient servant, ALEXANDER WORRALL, '•Civil ÈngînevT. ' E. Robinson, Esq., Pres. R. F. R. R. Co. 20 Doc. No. 4. A At a meeting of the Board of Public Works, held on the 9th day of May, 1855, the following order was adopted : The Board of Public Works having understood that bids have been made by the Vir¬ ginia Central, the Orange and Alexandia, and the Bichmond, Fredericksburg and Poto¬ mac railroad companies, for transporting the mail between this city and Washington, below the price they would be justified in receiving, do hereby Eesolve, That the-secretary of this board be directed to inform the presidents of the said companies that this board disapproves of such a proceeding, believing that it will result in injury alike to the interests of the state and all the companies interested ; and that he further inform said presidents of the opinion of this board, that there should be no rivalry between said companies for said mail service. A true copy from the minutes. Prest, of R. F. ^ P. R. R. Co.—Richmond. W. B. DEINKABD, Sec. B. P. Works. Doc. No. 4. 21 REPORT OF THE EXAMINING COMMITTEE. The committee of examinatioa under the resolution adopted at the meeting of the stockholders in 1837, made the following report, which was approved an"d ordered to be recorded : To the Stockholders ; 0 The committee appointed at the last meeting to inspect the road and fix- tnres, have performed the duty assigned them, and report that they have found the road, depots, machinery and equipments generally, in good order. The officers of the company in the general seem to your committee to discharge their duties with fidelity and attention. Since the last meeting of the stockholders, and during the last year, upwards of eight miles additional of the road were relaid with the solid iron bar ; and your committee are pleased to inform the stockholders that they find that the operation of relaying the track has again been diligently resumed recently, with a supply of material on hand ready to extend the work for a considerable distance^ After the inspection of the new track, the committee can, with redoubled confidence, recommend to the stockholders ^earnestly the propriety of relaying the road with solid iron bar as speedily as possible, consistently with a due regard to the credit and finances? of the company. Respectfully submitted, JOSEPH M. SHEPPAR0. THOS. B. ANDERSON. ED. T. MORRIS. WIRT ROBINSON. May 26, 1855. 22 Doc. No. 4. Statement of the affairs of the Richmond^ Frederickshurg and PoiomaCtRaiU COST OP BOAD AND PROPERTY. I From Richmond to Acquia creek, Net cost of new superstructure, - - 176,930 60 1,708,169 00 ESGINEEBINO EXPENSES. Surveys to Manassas, Quantico, &c., - - - . . 2,241 12 DEBTS DUE TO THE COMPANY. From individuals, on new stock, - - "1,820 00 From bills receivable, - - - 92,458 42 From sundries, in open account, - , - 47,192 43 From bonds of the Richmond and P. railroad company, and convertible, - - - . 13,000 INVESTMENTS. 154,470 85 Certificates of debt and stock of this company, - 20,997 75 W. and F. steamboat company stock, - . 27,800 00 W. and F. steamAoat company bonds, - - 25,000 00 73,797 75 CASH. On hand 31st March 1855, .... 9,097 24 f 1,947,775 95 Doc. No. 4. 23 road Company, from the commencement of the work to the 31s/ March, 1855. CAPITAL STOCK. Subscribed by the state 2,752 shares old stock, - 275,200 GO Subscribed by iudividuals 4,248 " " - 424,800 00 " " " 3,000 " ' new stock, - 300,000 00 1,000,000 00 DEBTS DUE BY THE COMPANY OP A PERMANENT NATURE. Bonds'due in London in 1860, £67,500 sterling, proceeds, 324,005 61 Bonds due"in Philadelphia in 1856, and convertible, - 60,000 00 Certificates of debt issued for dividends, and due in 1857, 73,000 08 » " " " " 1869, 105,936 30 ^ 652,941 91 DEBTS DUE BY OPEN ACCOUNT AND NOTES. DcWs due in open account, - - . 30,027 34 Unpaid dividends, " - - - - 3,920 70 Bills payable, - . . . 44,616 68 PROFIT AND LOSS. Receipts from transportation since the commencement of the work, to the 31st March 1855, - - 3,638,944 35 Rents of real éstate from commencement to 31st March 1855, 5,728 62 3,644,672 97 Expenses of transportation since the commencement of o the work to 31st of March 1855, loss of bridges and ' depot by fire, interest, interest on new stock, and certi¬ ficates of debt, and allowance to the W. and F. steam¬ boat company, to 31st March 1855, - ' - 2,551,523 80 1,093,149 17 Dividends paid since the commencement to 31st March 1855, 882,879 84 84,564 72 210,269 33 $ 1.947,775 96 24 Doc. No. 4. Profit and loss for the year ending March 31, 1855. Amount of profit and loss, 31st March, 1854, . - - 204,397 98 Receipts from ttansportatlon to 31st March 1855, - 232,066 99 Receipts frotn rents of real estate to 31st March 1855, - 105 75 • , 232,172 74 Expenses for transportation for year ending March ' 31, 1855, - - - - 111,960 52 Interest, - . . . 13,537 76 Interest on certificates of debt, - - 12,980 69 Dividends, * - - - 69,834 80 * ■208,313 77 23,858 97 Extra allowance made W. and F. steamboat company, - 17,987 62 5,871 35 1 $210,269 33 C. W. MACMURDO, Treas'r. Doc& No. 4. 25 Statement of receipts and disbursements for the year ending 3lst March' 1855. Cash on hand 31st March 1854', - - - ' - 9,794 19 Debts due to the company—received this sum, - 11,142 40 Less debts due by the company, paid off, ' - - 399 44 10,742 96 Bills receivable—received this sum, ... 45,549" 32 Bills payable—increased this sum, , ■ - . - 27,319 85 Certificates of debt—issued for dividends, &c., ... 49,936 30 Unpaid dividends—increased this sum, ... 2,809 29 Rents of real estate—received this sum, ... 105 75 Transportation—received this sum, - . ' . 232,066 99 6,870 CO $378,321,65 DISBURSEMENTS. , Cost of road and property—net cost of new superstructure, 134,917 15 Stock purchase—invested this sum, . . 6,764 75 Engineering expenses—paid for surveys, - . 2,241 12 W. & F. steamboat co.—extra allowance, - . 17,987 62 £xpenses of transportation—paid this snrii, - 105,090 52 Extraordinary Expenses : Depot at Chesterfield, - . 1,200 00 Dwelling at Hazle run bridge; car- house at Fredericksburg, - 600 00 Three S.wheeled baggage flats, - 2,100 00 Thirteen wood and box cars and tim¬ ber flats, - . . 2,470 00 Patent for sliding beam on trucks, ■- 500 00 111,960 52 Interest—paid this sum, . - • . 13 537 76 Interest on certificates of debt—paid this sum, . 12,980 69 Dividends—paid this sum, ■ - . . 69,834 80 Cash on hand 31st March 1855, - . . 9 097 24 $378,321 65 Ist April, 1855. C. W. MACMURDO, Tr. 26 Doc. N». 4. Siâicmcni showing the current expenses paid out of the income of the company from 3l5¿ March lá^4, to Slsi March 1855., ® 1st April 1854 1st Oct 1854 • to to Total. 1st Oct. 1854. 1st April 1855. Officers' salaries, embracing the president, su¬ perintendent, treasurer and ass't treasurer, 4033 32 4000 00 8033 32 Office expenses, embracing the printing, ad¬ vertising, postage, newspapers, stationery, ol » &c., - - - Depot expenses, embracing compensation of 660 354 95 1015 04 agents, water rents in Richmond, and hands * at country depots, 8115 60 6830 28 15605 83 Repairs of road, embracing timber, iron, com¬ pensation of managers, overseers and hire and support of hands, 9327 38 11876 75 21204 13 Train expenses, embracing compensation and expenses of captains and engine drivers. and cost of wood and oil, Repairs of engines, cars, &c., embracing com¬ 18226 17 18160 85 36387 02 pensation of foremen of shops, workmen 77 and materials used in repairs, &c., 15540 55 11486 22 26989 Current contingent expenses, - 10.50 57 424 79 1475 36 Omnibus account, - - - 62.5 00 625 00 1250 00 i $ 58202 118 53757 84 111960 52 Doc. No. 4. 27 Statement of the income which accrued to the Richmond, Fredericksburg and Potomac rail¬ road company from 31íí March 1854, to 31si March 1855. • Long travel. Local travel. Freight. Mail. Total. 1854—April, 12407 95 2763 68 2331 12 2166 67 19669 42 May, • 11297 84 3006 88 2809 79 2166 67 19281 18 Jane, ■ 10303 77 3704 13 1665 60 2166 67 17840 17 July, 8954 62 3517 09 1582 56 2166 67 1^220 94 August, 10086 80 3490 15 3213 64 2166 67 18957 26 September, 15468 ,77 3406 04 2790 30 2166 67 23831 78 October, »• 14857 41 3394 94 2444 86 2166 67 22863 88 November, 12206 64 3471 36 2529 12 2166 67 20373 79 December, 10385 80 3895 36 1821 38 2166 67 18269 21 1855—January, - 9354 50 3870 17 2162 14 2166 67 17555 48 February,- 9207 77 2264 65 2243 91 2166 67 15883 00 March, 13595 08 2514 89 3044 24 2166 67 21320 88 $138126 95 39299 34 28640 66 26000 04 232066 99 Rents of real estate for the year ending 3Ist March, 1855, - - 105 15 232112 74 Deduct expenses of transportation for the year ending 31st March, 1855, - 111960 52 $120212 22