SUPERINTENDENT AND TREASURER OP THE nM & MAITIC RAIL-ROAD. TO lis dtaltatj innttll Cobb, ON THE Iftilrfiefb §ef>feft)6elr, J85<3. ATLANTA, GEORGIA: PRINTED AT WARE & EDDLEMAN's JOB OFFICE. 1*8 53. GovTTT- HEaisi REPORTS OK THE SUPERINTENDENT AND TREASURER OF THE $ia ferilcnci) |owll (Mb, THE THIRTIETH OF SEPTEMBER, 1853, ATLANTA, GEORGIA, PRINTED AT WARE & EDDLEMAN's MAMMOTH JOB OFFICE. cQ1853-^ Bfesta K atlcntir Enil-Enuli, \ Atlanta, Georgia, October 10, 1853. ) To His Excellency, Howell Cobb, Governor of the State of Georgia. Sir:—It becomes my duty to report to you the business of the Road for the fiscal year, which closed on 30th ultimo, and to lay before 37ou a statement of its present condition and probable wants for the ensuing year. Aware of the deep interest felt by the public iij. this great enterprize, and that many, never having felt confidence in its success—or from year to year have found results confirming the impression that the Road must ever remain a burden to the State—I shall freely oifer any data which may be useful in esti¬ mating its future resources and value—confident that examination of its business and rapidly increasing revenue from all sources, must remove all anxiety on this account, and establish as a fact, the practical ability of the Road to support itself and make profitable return to the State on its outlay. In view of the interest which must be felt in the operations of the Road since the adjournment of the Legislature, I shall overstep all precedent which would confine this report to the past year's operations only, and shall review the business of the Road, dating from the 1st of February, 1852, at which time my predecessor, Mr. Wadley, took charge, under your appointment. The crip¬ pled condition of the Road in all its branches at that period is well known, but its financial condition could not then be ascertained. It can now be stated to have been as follows : ASSETS. Balances due by agents and connecting roads, as per statement made up from books found in office at Atlanta,.. .. $52,471 41 Vouchers for cash pay'ts and cash assets in hands of former Treasurer, 15,809 14 4 superintendent's report. Amount found to be due by East Ten. r. r.? 1 122 31 $68,402 86 From wliicli must be deducted amount found to be over-charged to Agents, and credits ascertained to be due them, 1,193 55 Balance due M. & W. R. R. for Dec. 1851, and Jan. 1852, 673 11 Amount due by the Georgia Rail-Road, for balance of February account, and placed to credit of the indebtedness of prior administration by the Geor¬ gia Rail-Road, 4,353 73 Amount found to be unavailable and doubtful, being indebtedness of A gents at that time, since placed in suit.. $24,274 88 $30,495 27 Making; amount of available assets on Feb. 1st, 1852, 137,907 59 INDEBTEDNESS. Amount of claims ascertained to be due and paid from Feb. 1st, 1852, to October 1st, 1853, being the total cash payments made for prior account, [see table No. 1.] $364,501 19 Amount due the Georgia Rail-Road for balance of account, and set¬ tled by note, 90,992 82 Amount ascertained to be due other claimants, and held subject to de¬ mand, 3,978 85 Amount of Bonds due, dated 1846, and payable ten years after date and drawing interest, 125,500 00 Amount of bonds held by the Treasury of the State, pledged to redeem the ' scrip of the Road, under act of 1845, 4,500 00 $589,472 86, Deduct amount of available assets,.... 37,907 59 Leaving balance of account against prior administration, $551,565 27 The above account does not comprise all the indebtedness of the Road on Feb. 1st, 1852. There are still unsettled claims fop superintendent's report. right of way, which may be estimated at two to three thousand dollars, and claims in train of adjustment at $7,865 00, with nu¬ merous suits and rejected claims, amounting to $58,459 66, and suit for a large amount has been brought in the courts of Ten¬ nessee for personal injury sustained in 1849. The particu¬ lars of some of these will be found in the reports of Col. Fariss, who was appointed by your Excellency as Commissioner to collect information, and report on the merits of such claims as were un¬ supported by evidence sufficient to justify the Superintendent in settling them ; and it is understood that litigation is pending against roads with which we are connected, for damage said to have occurred at Chattanooga and the Tunnel in 1850 and 1851. To what extent this Road may be involved in the issue of these claims, I am not yet informed, but the expense of defence in many of these cases must be incurred, and with such amounts as are decided adverse., will be a further charge to account of indebtedness of the Road prior to Feb. 1st, 1852. The business out of which this in¬ debtedness, as well as the claims under adjustment and rejected, arose, is shown in the following table. Business] prior | to IS-17. 1 Business of 1817. 1 15 M, 2,187 .W 130,000 00 150,1*1 051 2,991 84 ■ 59 251 5 789 7-1 1 200 00 44 00: Business of 1850. Total. Claims paid per 'lable JNo. 1, Paid Geo. Rail-Road per note, Balance due claimants unp'd, Bonds due in 18-56 and 1857,... CLAIMS NOT ALLOWED. "Under adjustment Rejected and in suit, Rejected not 984 871 8.071 20 3.931 771 :-5l3.1i:> .'37 1364,501 19 90,992 82 90,992 82 J 4 10 S,m 85 |]30,000 00 5.703 791 6,7 >7 29 15.515 06 29.976 00 5,171 611 9.317 33 Making the total ain't claimed, | 156,171 39| 3,098 09| 3,394 871 15,815 801 26,560 031 530,512 75|635,553 53 From above amount of $589,472 86 the am't of available assets, 37,907 59 should be deducted, and shows the $551,565 27 65 debt on Feb. 1st, 1852, to have been And this debt appears to have been in¬ curred for construction, $118,227 47 For bonds and interest, and debts prior to 1847, 150,181 Maintaining and working expenses of Road, less expenditures for construc¬ tion from 1848 to 1851, inclusive,. .$283,156 15 $551,565 27 The difficulties growing out of the inefficient condition of the Road continued to be felt by my predecessor for some time after he took charge. The high price of provisions in Middle Georgia, the necessity for supplies, and the hope of realizing large gains, caused all the surplus produce of the country to be pressed .at once upon the Road for shipment. The ability_ and energy of Mr. Wadley were here conspicuous. At the same time that extra- 0 superinxandent's report. ordinary efforts were required to remove an accumulation of pro¬ duce, he adopted and established rules for successful management of business. Such engines as could be hired from connecting roads "were promptly brought into service; but the clamor for facilities for ■shipment continued up to June. Growing out of these auses, claims for damages from delay have been brought against the Road, to amount of t$li>,GQ0, and suits for its recovery commenced in the courts of Tennessee. The report of our attorney on these cases will be found supplementary to this report. There has been no examination of the evidence m support of these claims, and whether the claimants are actually sufferers to the amount is not known ; but it is believed that the claims are founded, not upon actual loss, but upon anticipated profits ; and it is not admitted that such character of loss constitutes a valid claim upon the Road. The occasion was extraordinary ; the fact that the Road was a public beneficiary to the extent of its ability, should not be lost sight of; or that, where the hope of large profits in- duqe speculation, the probabilities of contingent risks are assumed, and in these cases the risk of delay was obvious and a part of the venture. I feel it my duty to ask for some Legislative protection against the manifest inconvenience felt in the operation of the law which authorizes action to be brought against the Road in any of the counties through which it passes. The courts of several counties may be in session at the same time, and the presence of the Superintendent with books and office-papers may be required at several remote points on the same day—an impracticable requirement. It is not asked that any right should be barred, or any impediment placed in the way of recovery of a just due. I would also ask the attention of the Legislature to the laws of Tennessee affecting the Road, which are found to be onerous in their operation, and equally calling for sepcial legislation on the part of that State. The character of claim we are most liable to, is that for lost goods. Our requiiements in such cases are sim¬ ple, viz: that claimant produce the evidence of delivery of the article to the Road for transportation, and certificate from agent at point of destination, that the article had not been delivered; these two papers, with the invoice, (bill of the goods,) constitute a claim which is promptly settled, and it does appear that the protection extended to individuals, companies and corporations generally, In requiring suits to be brought at point of residence, principal office of business, or head quarters, might properly be granted to the Western & Atlantic Rail-Road. The business of the Road from 1st February, 185# to 30th Sep tember, 1853, is shown to have been : superintendent's report. 7 Gross earnings from 1st February, 1852 to 30th September, 1852, 8 months, see Table [No. 6.] $278,229 38 Deduct expenses for maintaining and working Road during same period, [see Table No. 2] 136,095 79 Profits for 8 months $141,533 59 Gross earnings from 1st October, 1852 to 30th September, 1853, 12 months, [see Table No. 7] 478,870 0(5 Deduct expenses for working and main¬ taining Road during same period, [see Table No. 3] 251,167 05 Profits for 12 months . $227,709 01 $369,242 60 The profits of the fiscal year, 30th September, 1852 to 30th September, 1853, are as stated in above account, $227,709 01, an interest of upwards of five per cent on four millions dollars, an amount below the cost of the Road, but a fair estimate for the con¬ struction of such a work under more auspicious circumstances, or at the present period. The expense of working the Road has been about 52 per cent, on the gross earnings, but it is believed that the cost will be considerably reduced the present year. The past year's business has been burthened with cost of supplying our depots with office furniture, books, safes, scales, trucks ; repair-cars and tools to the repair department; the machine shop with some valuable ma¬ chinery, and heavy expenditure for material and labor to recov¬ er the condition of our motive power. A large proportion of this expenditure would have been a legitimate charge to construction account; also, a good supply of fuel has been provided for our win¬ ter's business. It is proper here to remark, that by our rule, (a rule adopted by rail-roads generally,) we pay each month, all the liabilities of the month preceding; hence the expenses for September, the last month of the fiscal year 1853, appear as those of October, the first month of the new fiscal year 1854. This does not vary much our statement of the account, as our year's earnings are still charged with twelve month's expenses ; say the earnings of 1853 ^assumed the expenses of the month of September, 1852, and the earnings of 1854 assume those of the month of September, 1853, but must appear as a f urther debit against the Road, to make a full exhibit of its condition at any period to which the accounts are brought up. The following statement exhibits the financial operations of the 8 superintendent's report. present administration, and shows state of the Road per account on 30 th September, 1853, Available assets turned over by prior ad- ^ _ ministration on 1st February, 1852, 37,907 5J Unavailable assets, being balances against former agents, in suit and doubtful ! 24,274 88 Proceeds of sale of bonds of the State, $525,000 00, and premiums on sale of same 579,513 23 Profits of the Road for 20 months, say from 1st February, 1852, to 30th Sep¬ tember, 1853, 359,974 17 Amounts received to credit of rail-road expenditures, being sales of material and bills of labor and repairs from machine and carpenter's shops against connecting roads, and services of run¬ ners and men on engines in employ of contractors and other roads, de¬ ducted from expenditures, [see table No. 3] , 9,268 43 369,242 60 Received for sales of old iron, 25,014 34 Balances to debit of agents and con¬ necting Roads, &c.,.. 241 00 Received for flange rail sold, to credit of construction account, 1,853 80 $1,038,047 44 Credited by amount paid on account of liabilities of Road incurred prior to 1st February, 1852, [see tableNo. 1]364,501 19 Amount paid for equipment and con¬ struction of Road from 1st February, 1852, to 30th September, 1853, [see tables 4 and 5J 548,208 85 By profit and loss account, fines by Post Office Department, ...... 120 50 By balance, being cash and cash assets on hand, as per statement below... $125,216 90$1,038,047 44 The assets forming above balance are : Cash in hands of Treasurer, $21 605 66 " " banks,- 19^003 32 " "assets, 744 75 At credit in Philadelphia for iron deliv'd, 3,475 99 superintendent's report. 9 Balance due by Post Office Department, ' 8,500 00 Balance due by connecting roads and stage agents on account of through tickets, 635 01 Balances due by Agents of E. Ten, & Georgia and Rorr.o Rail-Roads, for Freight and Expense Bills, 25,219 54 Balances due by other Agents, for Freight and Expense Bills 26,757 75 Balances due by prior administration, in suit and doubtful. 24,274 88 $125,216 90 By arrangement "with connecting roads we collect freight and ex¬ pense bills for each ot'ier ; we credit such roads with the amount of their bills received for collection, and charge them with amount of our bills, as handed to them, and differences are settled by cash. At this season of the year, the bills received from roads eastward of us are ship charges on goods received at our sea ports, and cost of rail-road transportation 300 miles. The amount of these bills largely exceeds those rendered by this Road, and the balance of this account becomes heavy against us, and requires a surplus of cash or capital of upward of fifty thousand dollars, to deal with it promptly. Such bills as are not collectable are returned to the roads from which they were received, under safe and satisfactory regulations. The character of the expenditures forming the large amount for equipment and construction, $548,208 85 is exhibited in tables 4 and 5, but is susceptible of further explanation, as follows : Amount paid for Right of Way, and for purchase of Land for Depot purposes at Atlanta, Marietta and Chattanooga, 18,031,60 Amount paid on account of filling ravines, and grading depot grounds, &c 57,929 99 For Masonry for culverts, protection walls and abutments... . * 46,740 48 For Rail-Road Iron purchased. 53,850 85 For Spikes and Chairs,. 27,572 79 For Cross-Ties and Timber, 24,483 87 Amount paid on account for Re-Laying 76 miles main Track, and about 5 miles of Depot Tracks and Turn-outs, 47,776 34 For building Depot at Atlanta, Freight and Pas¬ senger Depots at Marietta. Freight Depot at Kingston and Calhoun, and in part of the follow¬ ing buildings incomplete, viz: Machine Shops, io superintendent's report. Engine House awl Passenger Depot at Atlanta, Freight IX-].,>t ai. Carn-v.-A-iile, Pasconjrr^ Depot at Du,!tx-H, Fr TruHv-s!ilj>pi?ig ansl Pa-i.seii- 2'cr Depots at Ceet "n:;e^;ra. 76,2< 3 23 For new Engme*, being coat or 14 new Locomo¬ tives purchased, 115,0^1 93 For New Cars, being cost of 5 passenger, 2 bag¬ gage, 61 box, and 38 platform ears 80,092 77 For machinery for new machine shop............ 385 00 548,208 85 From data derived from the exhibit by table 9, showing the in¬ crease, and sources of increase, of our earnings the last two years, which are to be further stimulated by connection with Nashville, by the Nashville & Chattanooga Rail-Road, which will be shortly opened, it may be confidently estimated that the gross earnings of the Road for fiscal year 30 th September, 1853, to 30th September, 1854, will not fall short of six hundred thousand dollars ; and es¬ timating expense of working Road at 50 per cent, of the gross earnings, we shall have a nett profit of three hundred thousand dollars, or 6 per cent, on capital, estimating it at five millions of dollars. The Road between Atlanta and Resaca, 84 miles, is now laid with good iron, say 59^ miles with T rail, weighing 52 pounds per yard, and 241 miles U rail, weighing 41 pounds per yard. This portion of our road is in the very best condition; embank¬ ments have been widened, and great attention has been given to its proper drainage. Between Resaca and Chattanooga, (54 miles,) we have the old flange bar laid on stringers. There are two qualities of this iron, that between Resaca and Dal ton, (15 miles,) weighing 20 pounds per yard, and between Dalton and Chattanooga, (38 miles,) weighing 25 pounds per yard. There is no apprehension felt in the passing of our trains over this bar at slow speed during the coming winter; but it is considered of the utmost importance, if not absolutely necessary, to replace the 15 miles between Resaca and Dalton with heavy t rail at an early date. , Our timber (oak) warps and twists to such extent as to make it impracticable to lay a durable track on stringers. This important improvement, if carried out, would involve an expenditure of about $110,000 00. Our motive power is in fine condition. The number and character of our locomotives is exhibited in table 10. Our supply of freight locomotives is ample, and all produce offered to the road can be promptly transported ; but we are deficient in passenger engines, and it has been deemed necessary to order two more to meet the contemplated increase in this branch of our business. One of these is under contract, to be delivered in November, and the other in Feb- superintendent's report. 11 ruary next. The following table shows our present stock of cars, and an increase since tlie first of February, 1852, of 5 passen¬ ger, 2 baggage, 61 box freight and 3% platform freight cars, at an expense of eighty thousand dollars. Number nf Cars owned by t R<>;ul on 1st Fo>. is32. Number of Cars owned by the Road on oOth ]Nx>, Increase. Eifrht wheel Passenger (Jars, 5 10 5 " " Bawa/>'o " cb o 3 5 . 2 " " Freight " 30 91 61 " " Platform " 13 51 38 Of the above increase of 91) freight cars, eighty have been built under contract with the Penitentiary, by which we furnish the ma¬ terials and pay for work, agreeable to estimate of the value of tlie la¬ bor in a car. The other 19 cars have boen delivered under contracts made by Mr. W. L. Mitchell with the Messrs. Linton & Co., of Athens, and the Machine Works, of Augusta. Under the contract with the Messrs Linton & Co. we have yet to receive 32 cars ; and it is recommended that the Road receive all that can be furnished by the Penitentiary, which would be about twelve cars per month ; or as many as we shall have the ability to pay for ; as these cars compare favorably with any others in the State, at a rea¬ sonable charge, and it is believed makes a fair return to that in¬ stitution. The carrying out of this recommendation would add 176 cars to our present stock, and involve an expenditure of upwards of one hundred thousand dollars ; therefore the number must be re¬ stricted, and the figures in our estimate for this branch of equipment be dictated by what may be the apparent means of the Road. Our present stock being 142, this addition would give us 318 freight cars, a number still inadequate to the business of the Road, but mate¬ rially reducing our working expenses, under head of maintenance of cars, which includes our car-rent account. This account arises by the cars of connecting Roads being used indiscriminately on the several Roads. We pay other Roads -J of the freight earned on, and by, our Road in their cars ; and we receive from other Roads of the freight earned on their Roads in our cars. Our stock of cars being comparatively less than that of other Roads, the balance of account is against us. The charge of | of gross freight for car-rent, is remunerative to the owners of the cars, but not exces¬ sive. The difference between the charge from other Roads for the use of their cars on this Road, and the charge by this Road for the use of its cars on other Roads, is the amount paid for deficien¬ cy in our stock of cars. Estimating the stock of cars necessary for the business of our Road at 430, and their cost at $201,600 ; the gross earnings of the Road at $600,000. of which $450,000 would be earnings by freight; we have one eighth of that amount, or $56,250, as car 12 superintendent's report. rent, or upward of 21 per cent, on the cost of an outfit of cars , and as we pay all damages to cars in our employ, an allowance of 10 p e± cent, to keep up condition and value of tlie stock, would be ample, and leave all of 11 per cent, for interest and profit, as an iii. ostment. T-:'"se figures, which approximate the reality, clearly point out the interest of the Road to be, to supply itself with car,s equal to its business, at as early a day as possible. Our supply of passenger cars has not been found adequate to the increased travel. It has been necessary to keep them in active service, when it would have been desirable to Avithdraw them to undergo economical renovation, both for the comfort of the travel¬ ler, as well as for the better preservation of the cars. I have or¬ dered one additional car, and it will be advisable to order two more during the winter. The general condition of the affairs of the Road, its assets, prob¬ able income, together with the proper expenditures for liabilities and necessary Avorks of construction, for the fiscal year ending 30th September, 1854, may be stated as follows : Available assets exhibited in statement of condi¬ tion of Road, per account $101,942 02 Old flat bar rail sold and payable on delivery. ....... 6,491 00 Anticipated profits on business from 30th Septem¬ ber, 1853 to 30th September, 1854 300,000 00 $408,433 02 To meet indebtedness and other necessary expenditures as fol¬ lows : To Georgia Rail-Road, assumed for prior administra¬ tion, and interest $95,107 32 For other claims due, assumed for prior administra¬ tion 3,978 85 For 250 tons rail-road Iron, ordered to replace same quantity borrowed from the Central Rail-Road.. .. 20,000 00 Interest on bonds dated 1846 . .. 7,530 00 To complete buildings in progress and under con¬ tract, viz : Machine Shop, Engine House and Pass¬ enger House at Atlanta; Freight Depot at Car- tersville; Passenger Depot at Dalton; Local Freight, Trans-shipping and Passenger Depots at Chattanooga 56,300 00 To complete the embankment at Whetstone, Arm's and Vining's bridges 32,140 00 Embankment in place of trestle bridge at the Chat¬ tahoochee, 4,760 00 superintendent's report. 13 For Masonry and Eartli-work near 51^, 57-|, and 71 miles; Earth-work at Oothcaloga Creek, at Oostenaula river and Harris' new station ; for Ma¬ sonry and Earth-work at or near 87| and 89| miles, at Swamp Creek, at 91-|, 92J-, 101-|, 102, 1032, l°9-2) 1^3, and at Chickamauga Bridge, near 128 mile-post 18,607 00 To finish taking up the U rail from stringers, and re¬ laying it upon cross-tics 14,477 00 For a New Bridge over the Etowah river, 30,800 00 For purchase of Machinery for new Machine Shops, 4,500 00 For purchase of two passenger Engines 17,000 00 For purchase of three passenger Cars 7,500 00 For purchase of 100 Freight Cars 65,000 00 For contingencies to meet claims prior to 1st Febru¬ ary, 1852, under adjustment and in suit, 30,672 85 $408,433 02 I would here acknowledge my indebtedness to Mr. George G. Hull, our Resident Engineer, for his efficient aid in arriving at the above estimates for construction. The above expenditures will absorb our income for the coming year, from September 30, 1853 to September 30, 1854, It would be a source of congratulation, if it could be said that heavy expen¬ ditures might here properly cease, and the nett earnings of the Road be returned to the Treasury ; but the interests of the Road will require further appropriation of its profits in its re-construc¬ tion. The 15 miles of light flange rail between Resaca and Dal- ton, should be re-placed by heavy T rail during next Summer, and could be effected by anticipation of the next year's earnings. Should there be no reduction in the present high price of iron, the estimate for this work would be : 1800 tons of rail-road Iron $104,000 00 Cross-Ties for do 7,920 00 Chairs and Spikes do 4,000 00 Laying Track, drainage, and clearing road bed, and right of way - 9,000 00 $124,920 00 Deduct value of flange rail to be taken upv. 14,000 00 $110,920 00 As the Road will be a subject for Legislation, and it is very desirable that the members of the Legislature should become thor- 14 superintendent's report. oughly acquainted with its condition, and the improvements con¬ templated as well as the system of conducting its business, I shall take pleasure in offering facilities to those who may desire to avail themselves of them. I feel it my duty to make, to the best of my information and judgment, a truthful exposition of the probable means and exigen¬ cies of the Road, up to such period as the demand for re-construc¬ tion shall have been complied with, when profits founded on a solid1 and permanent basis shall be a reliable source of revenue to the State. I have estimated the nett earnings of the Road, for the present year at $300,000 00, and it may reasonably be anticipated that the business of succeeding years will show a progressive in¬ crease of nett profits of $50,000, per annum, for some years to come. I shall assume this result, placing against nett earnings of the respective years, the expenditures which should be made for construction, and to cancel the indebtedness of the Road, during each. September 30th, 1854, to September 30th, 1855 : Nettprofitsof Road, $350,000 00 Sale of 15 miles of flange rail, to be taken up between Dalton and Chat¬ tanooga. 16,800 00 Debt of previous year contracted to re-lay 15 miles of track between Resaca and Dal¬ ton $110,920 00 Purchase of 1300 tons rail, and re¬ laying 15 miles of track between Dalton and Chat¬ tanooga Interest on bonds issued in 1846,.. To re-place small trestle bridges at 70£,76,96|,97£, 103, 111*, Ulj, 115| 118£, 126£, To purchase 150 Freight Cars.... To balance, for con¬ tingencies, and prior claims un¬ adjusted and in suit, 124,920 00 7,530 00 3,535 00 97,500 00 22,395 00 $366,800 00 $366,800 00 superintendent's report. 15 September 30th, 1855, to September 30tli, 1856: Nett profits of Road,-$400,000 00 Sale of 15 miles old flange rail, to be taken up between Daltonand Chat¬ tanooga 16,800 00 $416,800 00 Purchase of 13 tons rail-road iron and re-laying 15 miles of track be¬ tween Dalton and Chattanooga.... $124,920 00 Embankment and Masonry in place of the Allatoona bridge 21,000 00 Renewing the trestle bridge at Ooste- natila. 2,400 00 Renewing the bridge at Pettis Creek.. 2,500 00 Prin. and Interest on bonds of 1846,due, 37,030 00 To complete pur¬ chase to make the stock of cars 430, 40,000 00 Balance to return to Treasury 188,950 00 $416,800 00 September 30th 1856, to September 30th 1857: Nett profits of Busi¬ ness $450,000 Sale of 8 miles R. R. Iron to be ta¬ ken up between Dalton and Chat¬ tanooga 11,200 $461,200 00 83,280 00 Purchase of 850 Tons of Iron to complete the re¬ laying of Track between Dalton and Chattanooga, E'bankm't in place of part of Etowah bridge 48,000 00 Deterioration of Iron 30,000 00 Principal and Inter¬ est on balance of Bonds issued in 1846, falling due this year 103,450 00 To return to Treas¬ ury 196,470 00 $461,200 00 16 superintendent's report. September 30th 185T to September 30th 1858 : Nett profits of Busi- To replace cleterioa $500,000 00 ted Iron Rails... 30,000 00 To return to Treas¬ ury 470,000 00 $500,000 00 The expenditures stated in above estimates must be a source of disappointment, but it has been felt that duty could not be faithfully performed by withholding any information of the present or future requirements of the Road, or its affairs; or in evading large outlays, obviously necessary by temporary constructions. The nett in¬ come of the Road, by which it is proposed that the work be com¬ pleted, will doubtless be realized, and the estimates contemplate a perfect Road, well equipped, and a return to the Treasury of up¬ wards of $188,000 OOin 1856 ; $196,000 00 in 1857 ; 470,000 00, in 1858, and nett profits of $500,000 00 or upwards, in 1859. The only draw back which can be anticipated after this, will be de¬ terioration of iron, which would come under $50,000 00 per annum. It has not been deemed prudent to make any material change .. in our tariffs, other than such modifications as have been suggest¬ ed in the practical operation of our business, as it has been shown that heavy expenditures are yet required, to complete the re-construction and equipment of the Road. I would, how¬ ever, beg leave to venture a few remarks upon the subject of rates of freight, and to point out some views and principles which should be considered in deciding the propriety of charges. It must be admitted that a country through which a Road passes, is benefitted by such road, just so much as the amount charged for transportation of its supplies and produce is less by the road than it wTould cost by any other available means of trans¬ portation. In the statistics of this, as well as of most other Southern rail-roads, it will be seen that for many years after their going into operation, the producers of the articles transport¬ ed are the only parties benefitted. Rates common to roads whose business have become established, should not be advanced as pre¬ cedents for charges on a road which carries all that is offered by the country for transportation, and yet fails to be profitable. Nor should rates be considered as excessive, when predicated upon a return to the road of a small interest on its investment, and the cost of working and maintaining it. It may therefore be said, that where proper management exists, rates are not unjust when they do not yield more than just returns, and that they are un¬ just only where results show that excessive profits are secured. It is believed that many articles of our transportation, yield superintendent's report. IT no profit. The low rates they afford to pay, are absorbed by the expenses incurred in their transportation, increasing equally the income and expenditures, and the result the same to the Road, whether transported or not. Yet they should be encouraged, so long as the producer can realize just compensation for labor, and not make it necessary for the road to transport at loss, to compen¬ sate for unprofitable direction of labor in the production. The sources of our profits may be said to be the transportation of pas¬ sengers and mails ; up-freights, which comprise articles of luxury, and down shipments of such articles as afford to pay the higher charges for transportation ; or viewing rates which are necessary for proper support of the Road, to be a charge upon the labor in the production offered for transportation. Such material as is of most weight or bulk, and the result of least expenditure of labor, and represents little other than the value of labor, can afford only to pay the lower freight charges, and is of doubtful value in sus¬ taining the Road. Such other material of transportation as is of least weight, and is the result of greatest expenditure of labor, or has other intrinsic value, can afford to pay the higher rates with¬ out increasing the per centage of labor in the article. The fact, therefore, of a rapidly increasing business on the Road, is not, of itself, a guarantee of increasing profits. The character of freight from which increased income is derived, must be looked to for correct data in estimating results. Table No. 9 shows the comparative increase of our business from all sources for the last three years. Table No. 11 shows the number of passengers and principal articles of down freight during same period; and tables 6 and 7, the character of earnings from which our income is derived, A comparison between the receipts from passage and up-freight, during the last quarters of the years 1852 and 1853, exhibits the following result: Receipts by passage for July, August and September, three months, 1852, $36,206 75 do do 1853, 45,007 09 8,800 84 Receipts by up freight from Atlanta and connecting roads for July, Au¬ gust and September, three months, Increase by passage and up freight for three months $16,092 69 The principal articles of our down freight arc seen in table No. 8, which shows a large increase of business. In the following state¬ ment, the increase of some of the articles which afford rfemunera < 1852, do do $20,595 80 1853. 27,888 15 $7,292 35 18 superintendent's report. tive rates is shown in a comparison with amount transported during the last quarters of the fiscal years 1852 and 1853. Pnnnds of Bacon. Julv to September, 1852. increase. 499,985 81,866 5,475 4,482 753,821 inclusive, three months, do do do 1,298,647 1853 1,798,632 Bushels of Wheat, do do do 1852 47,347 1853 129,213 Barrels Flour, do do do 1852 1,985 1853 7,460 Sacks of Flour, do do do 1852 2,289 1853 6,771 Pounds Copper Ore, do do do 1852 1853 753,821 In Table No. 9 it is seen that the total earnings of 1852 over 1851 exhibits an increase of $90,148 15; and 1853 oyer 1852 an increase of $103,699 44. The increase of 1852 over 1851 is attributable to advanced rates, as well as to increased traffic ; but the increase of 1853 over 1852 is the result only of increased business ; the rates charged being the same during the two years. Should the present rates be maintained, and the earnings be appropriated to such improve¬ ment as would place the Road in condition equal to the best, its success must be beyond question. The results of attempting a business with inadequate means have been experienced ; and it is evident that a road in such condition, if it could be worked at all, or without absorption of its capital, could be sustained only by excessive freight charges ; and in ratio with its improvement and facilities for business, the expenses, wear, loss and damages would diminish, and lighter freight charges be necessary. Therefore, expenditures in proper improvements are the best guarantee of profit, and of the ability of the Road to transport at the minimum rates of freight. The management assimilating as much as possible to that of other well-managed roads, and as the acquirement of profit, is the main spring in the work of other roads, and stimu¬ lates to industry, economy and energy, it must also be of vital importance in establishing those qualities in our business, on which its success depends. superintendent's report. 19 Annexed to this Report, will bo found the Treasurer's statement of cash receipts and disbursements, for the fiscal year ending 30th September, 1853, which shows : Balance on hand 1st October, 1852, $21,654 30 Cash receipts from all sources, from 1st Oct. 1852, to 30th Sept. 1853 900,485 $922,140 16 CASH DISBURSEMENTS. For prior account: amounts paid— [ see table No. 1] from 1st October, 1852, to January 31, 1853 $9,027 98 do amount paid from 1st Febru¬ ary, 1853 to 30th, September, 1853 51,246 09 Amount of rail-road expenses : [See table No. 3.] Amount paid from 1st October, 1852, to 30th September, 1853... , 260,412 48 Amount paid for construction, [see ta¬ ble No. 5,J from 1st October, 1852, to 30th September, 1853 451,886 80 Amount cash balance during same pe¬ riod, being amounts paid other rail¬ roads, on settlement of their accounts,$127,961 15 $900,534 50 Balance on hand $ 21,605 66 In our business transactions for the whole 20 months, we have re¬ ceived $233 00 in counterfeit bills ; besides which, there are known to be small amounts now in the hands of Agents. There is probably no road in the State, that has so great a vari¬ ety of circulation offered to it; the greater proportion of this loss could have been avoided by refusing the Bills of other States, but this course would have been attended with serious inconvenience to the travelling public. For some time past the plan of distributing " Counterfeit Detectors" monthly to our agents, has been resorted to, and has almost entirely relieved us from this source of loss—I have not felt authorized to allow these losses to be charged to the Road, but would ask for discretion to do so in cases where due cau¬ tion appears to have been exercised. Respectfully submitted, GEORGE YONGE, General Superintendent. Report of Suits brought against the",Western & Atlantic Rail-Road in the Courts of Tennessee. w. George Horn, vs. & A. R. Road. C. E. G-renville & Co W. & vs. A. R. Road. c harles m'lung, VS. W. &. A. R. Road. Henry Merill vs. W. & A. R. Road. WM. M'Teer vs. W. & A. R. Road. CASE. f •CASE. j> Returnable to the Nov. Term, 1851; continued generally from term to term since then at the suggestion of plaintiff's att'ney, in the hope of compromising. Returnable to the July term, 1852; contin'd generally atNov. term, 1852. March term 1851, continued by defendant. 1 f Returnabe to November term, f> CASE. -J 1852. Continued generally since. j-CASE, -j Returnable to July term, 1853. CASE. -^Returnable to George Horn has brought suit for the loss of about four hundred pounds of feathers in 1850. Damages laid July term, 1853. > G-renville & Co., have brought suit for the non- shipment of Bacon, Oats, Corn, Wheat, See., at the time it was presented for shipment in 1851-'52. In consequence of which, as plaintiff's alledge, they suffered $5,000 dam¬ ages by the fall in prices and the spoiling of the articles. Chas. M'Lunghas bro't suit for the breaking of his leg in Dec. 1849, by the running off of the cars. Damages laid, $20,000. Henry Merrill has brought suit for the loss of corn inl85. Damages laid at $500. 1 Wm. M'Teer has brought suit for about the same causes alleged in the case of Grenville J & Co. Damages laid, $10,000. the State of Tennessee was filed by our at- In each of the above cases a plea to the jurisdiction of the courts of torney ; which pleas were demurred by the attorneys of the plaintiff's, and the demurrers sustained by the court, after ar¬ gument. This opinion of the circuit court has been excepted to in each of the cases, by Road's attorney, so as to be taken advantage of before the Supreme Court, in the event that there should be a verdict against defendant, after a trial upon the merits. Office, dJUegfeirn & flttypfic fyfiPfioqi), Atlanta, October, 1853. Sir:—r-My last Annual Report exhibited a balance on hand of Twenty-one Thousand Six Hundred and Fifty-four Dollars and Thirty Cents, ($21,654 30) in favor of the Road. The aggregate receipts for the year which has just ended, (30th ultimo,,) have amounted to Nine Hundred Thousand Four Hundred and Eighty-five Dollars and Eighty- six Cents, ($900,485 86,) and the disbursements to Nine Hundred Thousand Five Hundred and Thirty-four Dollars and Fifty Cents, ($900,534 50,) leaving a ballance of Twenty-one Thousand Six Hun¬ dred and Five Dollars and Sixty-six Cents, ($21,605 66.) I would respectfully beg leave to refer your Excellency to the de¬ tailed Report of the Superintendent, as indicating the source from which the one has been derived, and the objects upon which the other has been expended. I have the honor to be, Yery respectfully, Your obedient servant, J. W. A. SANFORD, Treasurer,. , Pis Excellency Howell Cobb, Milledgeville, Georgia. No, l, |japmts JJfek 3ot| Stjta iss3, issa. TRANSPORTATION EXPENSES. Incidental Expenses. 1— i Cash Balaqce Due other Roads. CONSTRUCTION ACCOUNT. Tor Freight. For Passengers. For Mail. For Loss. For Stock Killed. For Right of Way and Real Estate. For Grading. For Masonry. For Iron Rails. For Spikes and Chairs. For - Ties and Timber For Laying Track. For Building. For New Engines. For New Cars. For Machinery. 2,354 22 243 48 413 73 2,829 90 823 14 86 50 168 76 102.76 652 98 6 67 16 43 323 06 55 65 •85 00 65 00 1-76 98 445 26 44 87 214 12 1,798 33 1,726 69 488 18 276 50 120 00 30 50 58 00 8 00 13 00 22 20 • 2 00 14 40 60,000 00 12 57 790 92 1,966 81 209 00 1,862 14 3,958 29 4,547 98 195 00 6,889 07 17,821 95 2,578 48 314 38 98 61 19 89 4,493 10 17 50 495 00 1,073 50 1,600 00 1,175 12 44,784 14 264 55 7,022 49 1,139 79 65 00 4,894 43 506 00 38 60 60,012 57 790 92 2,175 81 10,563 41 27,722 38 4,510 60 4,343 62 44,784 14 — 2b4 DO 192 96 106 00 137 44 305 06 201 75 68 47 779 50 3 50 36 00 30 00 " ■ v 200 00 900 00 65 00 120 00 60 00 5 00 35 82 79 16 10 26 192 96 243 44 1,354 78 69 50 1,285 00 60 00 5 00 35 82 89 42 368 44 5 00 37 30 133 00 300 00 418 80 200 00 2,733 00 1,425 83 1 90 164 62 505 66 620 02 465 25 40 00 1 19 5 25 21 00 16 50 3 00 164 00 245 00 2,725 00 150 00 1,054 35 427 50 822 00 502 50 14,726 82 36 12 35 87 10 00 329 20 893 60 2,933 00 1,427 73 1,814 99 40 50 6,090 35 14,726 82 36 12 375 07 368 44 TOTAL AMOUNT. 9,490 71 512 61 40,959 61 32,158 35 7.704 12 55,303 70 138,941 25 16,211 42 2,945 35 304,227 12 2,016 26 1,767 75 1,574 47 3,669 50 9,027 98 3*569 63 19,781 31 3,524 14 6,372 , 2,854 3,316 9,342 2,485 16 35 42 93 15 51,246 09 7,022 49 192 96 1,139 79 243 44 65 00 4,894 43 1,354 78 506 00 69 50 38 60 60,012 57 790 92 1,285 00 2,175 81 60 00 10,563 41 27,722 38 5 00 4,510 60 35 82 -l 4,343 62 89 42 44,784 14 264 55 304,227 12 9,027 98 313 2^ 10 7,215 45 893 60 8,109 05 1,383 23 * 2,933 00 4,316 23 65 00 1,427 73 1,492 73 6,249 21 1,814 99 8,064 20 575 50 40 50 616 00 38 60 38 60 60,01& 57 60,014 57 1 [, 2,075 92 6,090 35 8,166 27 2,235 81 2,235 81 14,726 82 14,726 82 10,563 41 10,563 41 27,727 38 27,727 38 • 4,546 42 36 12 4,582 54 4,433 04 375 07 4,808 11 44,784 14 44,784 14 368 44 368 44 ZOtc 00 364 55 / 51,246 09 364,501 19 m 2. CaMt SjHfoing % (hpmt uf Wffrking antr IJJamtatewg % ptetmt $ ^laiictic §UH-$totfo, FROM FEBRUARY 1st, 1852, TO SEPTEMBER 30th, 1852. MONTHS. repairs Maintenance of motive power. maintenance of cars. Repairs of Buildings. Printing, Stationery, Advertising. Interest Paid, transportation expenses. Incidental Expenses. TOTAL EXPENSES. Of Road. Of Bridges and Culverts. For Labor. For Material. For Machinery. For Water Stations. For Fuel. For Oil and Tallow. For Passenger & Baggage Cars. For Freight Cars. For Oil and Tallow. For Car Rent. For Freight. B- Passqgers. For Mail. For Loss. For Stock Killed. 1852—February, March, April, May, July, August, September, T 50 11,277 00 6,274 12 6,186 58 4,110 82 5,460 53 4,943 18 289 27 194 34 259 00 1,322 65 416 75 30 00 185 67 4,987 23 3,835 74 3,388 08 4,212 73 3,461 94 3,468 76 30 33 303 45 617 11 579 26 1,034 05 214 90 76 25 2,338 65 753 23 140 33 2,543 81 2 96 1,299 41 652 04 498 03 637 56 866 40 619 23 4 50 1,462.67 612 70 270 24 269 17 921 26 597 30 3 00 19 20 32 93 435 01 83 41 204 41 478 62 123 11 130 00 18 57 172 67 352 56 782 63 366 74 73 17 3,705 18 8,843 73 1,486 76 5,469 22 2,225 53 2,191 34 44 60 13 87 100 54 196 48 19 69 146 97 95 00 118 94 9 09 12 00 277 78 879 35 15 00 63 28 791 09 Ill 24 499 83 5,073 59 4,207 04 4,323 74 5,425 41 2,754 34 3,098 57 a 66 3 17 8a 75 22 60 3B 30 S 65 4a 50 4a 80 83 30 50 00 10 20 83 32 388 88 202 28 286 04 42.79 167 00 12 25 168 50 290 00 8 40 5 10 21 34 18 60 85 00 > 25 30 23 30 15 80 174 30 3,278 12- 29,363 09 22,160 53 18,868 25 22,752 88 22,180 95 17,917 67 Total Payments to September 30th, 1852. 38,259 73 2,482 01 23,570 15 2,855 35 5,778 98 4,572 67 4,137 84 1,379 69 1,823 17 18,994 93 375 18 146 97 223 03 2,038 50 25,463 76 2,573 43 133 30 970 72 680 54 202 84 136,695 79 No. 3. jjflforag % (fe|£M d ®Mrog attfr fflamtakrag % lEestcra # Atlantic 1ml- FROM OCTOBER 1st, 1852, TO SEPTEMBER 30th, 1853. MONTHS. repairs. maintenance of motive power. maintenance of cars. Repairs of Buildings. Printing, Stationery, Advertising. Interest Paid. transportation expenses. Incidental Expenses. TOTAL EXPENSES': Of Road. Of Bridges and Culverts. For Labor. For Material. For Machinery. For Water Stations. For Fuel. For Oil and Tallow. For Passenger & Baggage Cars. For Freight Cars. For Oil and Tallow. For Car Rent. i For For Freight. Passengers. For Mail. For Loss. For Stock Killed. 1852—October, November, December, 1853—January, February, March, April, May, June.......... August, September, : 4,202 85 4,399 26 4,174 47 7,089 52 3,658 26 3,412 46 4,758 68 4,123 58 3,652 30 3,501 61 3,172 42 7,217 74 248 90 697 40 721 30 1,272 49 790 80 259 05 2,791 64 408 93 354 50 313 80 362 00 172 85 3.602 70 4.068 77 4,263 13 4,908 57 4,926 81 4,444 88 4.603 93 4,565 90 4,065 88 4,022 00 4,343 29 4,250 32 414 66 147 91 526 98 604 08 1,133 53 417 88 1,100 93 454 70 398 24 992 04 260 79 330 57 25 00 923 02 16 00 5,202 79 690 99 1,059 32 87 24 256 25 207 94 585 94 609 28 • 521 43 567 00 586 03 284 95 399 90 246 92 219 80 167 10 208 25 289 00 749 05 1,767 26 1,426 38 1,163 92 2,531 15 1,599 97 3,751 67 1,556 13 1,571 84 922 54 923 92 1,757 84 102 47 25 50 1,070 41 105 61 62 06 827 36 631 56 362 85 160 65 123 97 86 40 55 70 41 90 41 22 250 51 275 49 883 83 250 00 1,371 63 345 89 439 74 702 90 304 11 437 05 1,167 42 1,140 08 1,280 20 1,706 77 1,172 63 950 78 2,067 25 1,088 72 1,273 34 680 45 613 02 4£5 33 104 92 11 08 534 37 38 00 33 54 403 58 282 98 234 75 104 75 208 58 24 34 50 26 2,358 45 1,652 80 463 02 4,534 55 2,957 57 2,866 28 1,368 82 715 66 1,353 46 350 87 4,290 32 736 53 53 00 ■ 22 58 1,127 14 603 77 871 25 23 50 52 50 389 78 498 95 250 82 4 00 9 87 18 54 3 70 2,'345 64 451 67 2,842 &2 374 82 2,926 W 329 47 5,824 j$7: 408 58 3,700 m 304 15 3,713 851 00 3,654 82 385 30 3,692 97 373 15 3,588 78 283 50 3,222 57 507 18 2,908 69 609 73 3,458 82 643 58 100 00 92 90 56' 25 *43 05 23 15 19 20 38 61 19 20 19 30 259 69 166 50 75 30 443 65 631 14 178 24 307 90 1,006 15 330 34 283 30 317 07 224 45 92 50 63 80 65 30 69 55 76 00 109 50 178 50 126 15 438 55 134 55 355 93 54 60 26 50 41 50 315 91 9 75 260 42 44 63 31 68 49 71 36 57 45 10 96 37 17,644 89 18,180 70 19,614 84 30,527 75 26,310 83 22,526 38 30,134 94 20,217 12 17,981 21 18,014 18 14,683 75 24,598 89 Total Pay'ts p'r Warrant to Sep.30th, 753. 53,363 15 8,393 66 52,065 18 6,782 31 8,468 55 4,685 60 19,721 67 3,614 54 5,344 27 13,625 99 2,031 15 22,911 80 4,629 74 36 11 41,880 17 5,522 13 411 66 4,223 73 1,711 33 1,012 74 260,435 48 Deduct am't rec'd to cred. R.R. exp'tures. 963 65 205 75 2,506 45 •550 00 1,550 00 150 00 550 00 75 25 1,531 83 26 75 127 15 1,030 62 1 00 9,268 43 Nett am't R. R'd exp'tures for 12 Mo's. 52,399 50 8,187 91 50,558 73 6,232 31 6,918 55 4,535 60 19,171 67 3,539 29 5,344 27 12,094 16 2,031 15 22,911 80 4,629 74 9 36 j41,753 02 5,552 13 411 66 3,193 11 1,711 33 1,011 74 251,167 05 RECAPITULATION. T. Pay'ts from Feb. 1st to Sept. 30th, '52 do. Oct. 1st, '52, to Sept. 30th, '53 38.259 73 52.399 50 2.482 01 8.187 91 23.570 15 50.558 73 2.855 35 6.232 31 5.778 98 6,918 55 4.572 67 4.535 60 4.137 84 19.171 67 1.379 69 3.539 29 1.823 17 5.344 27 18.994 93 12.094 16 375 18 2.031 15 146 97 22.911 80 223 03 2.038 50 4.629 74 9 36 25.493 76 41.753 02 2.576 43 5.522 13 133 30 411 66 970 72 3.193 11 680 54 1.711 33 202 84 1.011 74 136.695 79 251.144 05 Total 90.659 23 10.669 9 74.128 88 9.087 66 12.697 53 9.108 27 23.309 51 4.918 98 7.167 44 31.089 oe 2.406 33 23.058 77 223 03 6.668 24 9 36 67.246 78 8.098 56 544 96 4.163 83 2.391 87 1.214 58 387.839 84. Cable £l)0tmttg particulars of (Erpenfeitnre for Construction Jlaouut, NO. L. FROM FEBRUARY 1st TO SEPTEMBER 30th, 1852. MONTHS. For Right of Way and Real Estate. For Grading. For Masonry. For Iron Rails. For Spikes and Chairs. For Ties and Timber. —• For paying Track. For Building. For New Engines. For New Cars. For Machinery. TOTAL. 1852—February March April May June July August September 7,362 00 6,610 00 2,190 00 212 50 160 38 883 08 399 65 2,126 63 1,670 00 153 30 2,534 94 7,060 97 4,465 51 85 80 1,676 09 2,873 73 3,134 14 3,017 70 4,313 29 » 320 00 1,135 52 5,888 86 1,217 15 2,940 29 5,052 40 5,183 92 33 75 9 90 11 55 591 68 206 12 1,222 83 3,471 70 7,605 75 1,403 71 8,892 41 204 80 439 55 8,507 42 7,736 88 5.565 64 24,834 60 29,562 94 19,675 02 Total to September 30th, 1852'. 16,374 50 5,239 74 153 30 14,061 42 15,100 75 21,73$ 14 5,547 53 7,605 75 10,500 92 96,322 05 ( 55 05 . 6. Sitraiw d fflnim k Itlantir Hail-JUait, I; FROM FEBRUARY 1st, 1852> to SEPTEPBER 30th, 1852. * r- ■ ■ - ■ - - - -i Ii .... - . . , Division of Freight. k 1 MONTHS. Up Freight from Georgia Rail-Road. Down Freight to Georgia Rail • Ro a d . Up Freight from M. £ W. Rail-Road. Down Freight to M. & W. Rail-Road. LOOAL FREIQHTi TOTAf* Local Freight. UP FREIGHT. D O w Kf F Rp/OBT*J*3 Up Through, from Atlanta. Up Way from Atlanta. Down Through to Atlanta. Down Way to Atlanta. Station to Station Up. . Station to 'Station Down. Through. Way. Through. 1 u/ ■ ■ ft? Way*- - |7 February, , MSbfCb, . . •••> •••• •••• •••• data •• April, * May, * Jline, , • 1 . . . . . . . . . ait. a ■ a a a a July, 4 August, September, 5,180 18 11,398 62 8,461 95 5,002 12 3,408 91 3,416 25 3,325 16 -6,606 97 8,213 83 10,098 01 12,767 69 14,243 01 9,390 32 3,300 10 2,204 63 2,276 08 996 36 2,419 12 2,793 57 1,756 90 1,257 50 1,190 54 1,615 32 3,614 24 2,137 38 5,032 15 5,703 34 5,143 98 2,987 04 1,626 40 706 31 659 79 146 20 86 63 82 55 48 58 83 82 156 51 49 57 46 29 H 34 153 17 197 71 241 54 213 37 191 75 177 61 205 59 611 12 685 84 461 89 1,209 03 1,176 62 1,324 28 455 95 247 94 1,551 90 2,023 92 1,551 29 1,572 68 1,400 17 745 87 1,098 79 906 57 256 56 286 47 290 80 362 52 356 25 270 80 285 20 248 62 445 80 851 90 $42 29 1,020 44 1,039 64 »71 01 1,445 19 ; 948 37 "7464 64 3,102 92 4,087 93 3,426 03 4,445 09 4,269 87 3,660 22 3,512 31 2,603 38 2,968 Q4 7,442 02 6,525 28 4,064 14 2,416 80 2,359 40 2,539 23 4,719 88 8,701 95 9,010 00 5,301 30 3,347 52 2,903 05 2,866 45 2^913 63 6;001 83 6,082 22 6,010. 00 11,872 63 15,075 51 30,896 09 4,839 61 1,848 24 1,301 25 6,877 81 9,681 8$ 1 9,453 m 8,113 98, 6,097 14 3,128 0d 4,062 63 3,707^ Total...... •».*.... 46,800 11 62,493 67 15,643 55 24,966 39 "700 15 1,472 08 6,172 17 10,851 49 2,357 22 29,117 75 33,035 39 33,937 72 60,925 55 51,122 8it Income from Feb. 1, '52,to Sept 30,1852,inclusive. Freight- of Total from Passenger!. No. 7. Snram? nf Astern k Itlantir Hail-DUalr, FROM OCT. 1st, 1852, TO SEPT. 30th, 185$, INCLUSIVE. i,394 40 1,394 40 7,751 40 6,198 52 8,734 98 9,874 94 8,046 97 11,484 85 13,553 14 11,168 76 80,813 51 From Hail. Total froM All Sources. 1,000 00 1,000 00 1,166 66 1,166 66 1,166 68 1,166 66 1,166 66 1,166 68 9,000 00 28,382 02 43,234 35 43,054 17 41,643 70 32,517 29 25,845 02 26,083 53 87,460 30 278,229 38 Division of Freight. MONTHS. 1852—October . November December 1853—January. February March . April.. June .f July .. August September • • • • if • • 5 . • • ••4* • ••••<•• • •••«• i • •: • 9 M • • • » • • *••••• • • • r • * • X otal, • • • • • # • Up Freight from Geo. Rail-Road Down Freight to Geo. Rail-Road. Up Freight from M. te W. R. R. Down Freight to M. & W. R. B. 10,500 47 8,124 56 6,367 47 4,609 57 7,132 58 13,918 59 8,664 28 4,541 09 3,821 28 3,316 84 4,890 89 11,651 55 5,811 12 10,799 82 14,036 57 12,473 43 16,018 56 12,860 56 7,940 88 5,448 83 3,333 25 2,847 IS 4,593 88 5,474 09 3,226 74 2,859 73 1,521 61 1,889 46 1.794 01 3,572 47 2,385 45 1,503 46 1,261 13 1,272 06 2,336 41 3,339 17 1,617 24 2,856 22 4)087 28 4,937 57 7,716 71 6,961 7§ 3,465 58 2,719 37 2,713 78 2,683 10 5,293 37 4,965 79 87,539 17 101*638 17 26.961 7C 50,017 73 LOCAL. FREIGHT Up Through from Atlanta. 112 12 92 99 122 84 48 73 246 93 1*9 61 60 64 73 76 62 52 76 81 40 01 52 81 1,169 77 Up Way from Atlanta. 260 332 286 190 200 454 307 287 250 314 317 280 16. 65 53 30 07 04 10 20 72 30 32 00 3,480 39 Down Throng^ to Atlanta. 438 239 1,192 285 286 633 686 411 641 344 95 88 42 37 41 09 75 29 14 12 06 57 5.691 05 Down Way to Atlanta. 1,625 01 2,502 55 2,821 31 1,938 48 2,002 87 1,846 39 1,477 93 1,372 33 1,016 32 1,756 08 2,595 80 2,862 97 23,817 TB Station to Station Up. Station to Station Down. 395 99 1,229 09 374 66 1^007 9C 476 28 1L262 68 386 00 11338 40 535 49 1 406 44 343 98 1J523 10 558 80 1|451 22 579 12 1 327 85 441 98 lb52 77 428 38' 1|039 95 441 91 « 1(395 81 361 03 :21013 83] 5,323 62*1 611249 04 TOTAIi LOCAL FREIGHT 4,061 32 4,550 63 6,162 06 4,187 28 4,678 21 4,980 21 4,542 44 -4,051 55 3,357 45 3,813 64 5,431 96 5,914 91 55,731 66 UP FREIGHT. Through. 3,945 3,558 2,856 2,224 2,441 5,072 4,017 1,812 1,472 1,102 2,680 4,246 45 36.032 00 Way. 10,549 8,226 5,917 4,899 7,467 12^796 8,258 0,172 4,364 4,305 4,546 11)438 S7943 DOWN FREIGHT Through. 3,490 49 5,899 52 9,919 77 9,245 56 13)334 22 12,984 17 3^651 13 2,349 35 1,390 92 2,166 81 1,917 Way. 7, 11,506 13,480 11,727 6$ 14,096 10,840 7| 7,453 It [Miscellaneous. 7,133 & 7,720 £ 13,743 ft 1,829 25 Fro* • Faimgett. 10,077 07 9,785 53 12,652 86 12,097 42 10,214 95 10,702 m 10,019 50 9,633 08 10,867 95 16)000 89 14,748 IS 1-889 25 mm,*# Hail. 1,166 66 1,166 66 1,166 68 1,166 66 1,166 66 1,16 6 66 1,166 66 1,166 68 1,166 66 1,166 66 1,166 68 1,166 66 14.000 TOTAL nam ALL SOURCIS. 36,460 62 40,143 15 45,994 53 41,361 39 48,721 68 €4,163 17 38,184 81 29,064 06 26,621 47 29,367 53 39,714 08 49,089 57 47$ §76 06 E. B. WAIJEBR, Jr., Boofc-Keeper, a MONTHS. doming tfjE ^rinripal MWs of Homn transportation nnb dumber of ^ossragra. 1852—October November - December ........ 1853—January.......... February ........ March April May June July August September Bales of Cotton. Bushels of Corn. Bushels of Wheat. 3,609 7,696 25,061j 8,452 14,455 14,647 10,053 49,548 17,167 10,737 54,495 15,258 13,446 66,157 9,018 12,359 52,385 16,656 4,296 34,647 6,833 1,185 42,768 3,822 477 35,122 1,627 167 19,765 6,804 546 88,077 48,941 159 45,808 73,468 65,486 510,923 239,302 Bushels of Potatoes. 10,452 67 163 847 1,205 1,622 171 80 6 75 14,688 Casks of Lime. 2,052 1,642 1,560 692 727 1,674 1,595 1,911 1,896 2,721 2,157 21,06 20,733 Pounds of Bacon. 292,148 60,385 7,619 68,227 642,608 1,089,590 747.969 1,062,738 884.970 317,748 727,572 753,312 6654,886 Pounds of Lard. Pounds of Butter. Pounds of Tallow. FLOUR. LIVE STOCK Pounds j of Feathers. of Marble. of Bar Iron. of Pig Iron. of Castings. Barrels. Sacks. Cattle. Hogg. of Copper Ore. 27,773 3,390 11,077 11,137 41,401 86,682 13,848 1,329 636 101 1,925 9,969; 8,726 2,686 16,877 4,350 3,104 66,000 82,78C 1,914 604 73 6,111 64,811: 41,453 6,736 410 16,720 16,611 15,495 24,593 1,708 694 273 10,281 161,681 9,593 11,897 6,637 8,548 107,262 30,366 1,641 266 100 1,773 100,133 20,203 665 11,861 24,350 9,702 21,000 20,695 1,841 2,639 841 1,135 137,366 77,077 13,872 270 12,052 4,897 ' 10,224 45,45C 15,278 552 2,541 530 514 87,281 SI,311 11,365 95 7,225 13,778 48,441 122,453 34,186 402 366 384 530 66.213 53,239 9,094 662 4,168 9,315 25,774 263,160 32,369 1,136 1,052 229 384 11,412 40,157 7,294 1,542 9,068 37,971 53,795 3,156 813 625 55 4,800 149,298 13,307 3,158 226 5,821 4,023 27,407 56 8,373 1,347 1,484 3 75 131,186 21,201 4,637 8,202 1,115 45,290 1,034 3,708 2,037 375 318,843 34,942 8,638 24*05 10,502 4,787 7,709 61,344 2,405 3,250 18 1,290 303,792 630,000 99,666 25,73 117.944 110,068 281,066 827,202 266,678 18,796 16,194 2,607 29,193 1,280,171 —■—I— Number of Passengers. "V ' ! Bushels of Coal. Up Thro' From Atlanta. _ Up i Way From ^ Atlanta. Station to Station Up. Down Through to Atlanta. Down Way to Atlanta. Station to Station Down. TOTAL NUMBER. 3,800 348 l,153j 1,357 314 1,402 1,193 5,767. 4/)30 390 1,059 1,277 280 1,333 ©99 5,338: 5,400 532 1,646 1,230 257 1,362 1,185 6;212 3,800 522; 1,707 1;167 224 1,150 1,059 5,829 5,228 456 1,043 735 287 978 678 4,177 5,600 394 1,306 1,042 185 779 953 4,659: 5,800 397 1,295 1,236 238 898 - 1,087 5,151! 6,000 305 1,062 994 181 838 $46 4,326! 4,800 284 1,333 1,138 173 '956 1,143 5*, 027 5,260 303 1,800 1,469 301 1,290 1,394 9,557) 5,000 506 1,839 1,824 534 2,343 1,526 8,572; 2,600 6,19 1,572 2,053 447 1,855 1,618 8,1641 57,318 5,056 16,815 15,522 3,421 15,184 13,781 69,779 o. 10. LOCOMOTIVE TABLE, Names of Engines. Florida Chattanooga ... Tuscaloosa Connasauga.... Monterey Chickamauga... Talulah Yonah Tooooa Chattoogata.... Walden Kennasaw Chattahoochie.. Oconee Carrahee Etowah Lookout Coosawattee ... North Carolina. New Jersey .... South Carolina . Indiana New Hampshire Pennsylvania... Georgia Louisiana Delaware...... Maseppa Corsair New-York Flying Nelly... Bobuel Character of Engine. Six-wheel Engine, single drivers, 5 feet diame do connected Engine 42 in do do do 42 in do do do 42 in do Eight-wheel, 4 do 5 ft do Six-wheel do 42 in do Eight-wheel. 4 do iy?n do do 4 do 5 ft do do 4 do 5 ft do Six-wheel do 46 in do Eight-wheel, 4 do 5 ft do do 4 do 4Mft do do 4 do 4% ft do do 4 do 4Xft 4>| ft do do 4 do do do 4 do 414 ft do do 4 do 4K ft do do 4 do 4^ ft do do 4 do 4«ft do do 4 do 4% ft do do 4 do 4}£ ft do do 4 do ft do do 4 do 4%i% do do 4 do 4% ft do do 4 do 4y% ft do do 4 do ft do do 4 do 4% ft do do 4 do 5 ft do do 4 do 5 ft do do 4 do 4«ft do do 4 do 4^ ft 4>|ft do do 4 do do When put upon the Road. December, 1842. January, 1847 .. March, 1847.... February, 1847 . November, 1847 May, 1848 May, 1848 April, 1849 August, 1849 .. April, 1850 May, 1850 May, 1850 December, 1851. January, 1852.. January, 1852.. February,1852 . March, 1852 March, 1852. June, 1852 December, 1852. December, 1852. December, 1852. December, 1852. December, 1852. January, 1853.. January, 1853.. January, 1853.. January, 1853 .. Jannary, 1853 .. January, 1853 .. March, 1853. ... February,1853. By whom Bnilt. M. W. Baldwin,, do ........ do .. . .. do Rogers, Ketchum & Grosvenor, M. W. Baldwin, do Rogers, Ketchum & Grosvenor, orris & Brothers, M. W. Baldwin,, do Rogers. Ketchum & Grosvenor, M. W, Baldwin, .. do do .. Norris & Brothers,, do do M. W. Baldwin,, Rogers, Kettchum & Grosvenor, M. W. Baldwin, do Amoskeag, Man & Co., Norris & 'Brothers, do do Anderson & Souther, Rogers, Ketcbtm & Grosvenor,. do do do do Anderson & Souther, do Present Condition. In good order. do do do . ... Tn shop for repairs. In good order do do do In shop for repairs. In good order do In shop for repairs In good order do do do do do do do do do do do do do do do do do Disabled Cost of Repairs. 794 70 787 27. 77 W. 449 95 302 84 385 96 530 4? 623 91 914 91 254 70 1,260 67 675 7fc 409 7ti 285 37 130 85 138 90. 187 40 478 70 260 64 220 14 312 1C 140 50; 730 75 64 00 78 58 48 1,265 50 180 25 175 50 ?50 40 ;96 50 52 86 12.387 7P Number \ of Miles Run. Switching. Lumber Train. Lumber Train. Gravel Train. 17.800 Gravel Train. 11,000 17,963 3.995 Gravel Train. 20,548 6,6S7 13.202 9,000 12,851 12,312 13,986 5,784 14,022 6,976 11,399 11,444 3,634 3.099 10,500 4,938 1,155 22,142 21,910 1,225 4.853 1,998 264.485- No. 9. Cable igjwfoiitg % interne d aitir DURING THE FISCAL YEARS ENDING SEPTEMBER 30th, 1851, 1852, AND 1853. MONTHS. PASSENGERS. I MAIL. FREIGHTS. Mig'laneous. TOTAL EARNINGS. 1850-51. 1851-52. 1852-53. 1850-51. 1851-52. 1852-53. 1850-51. \851-52. | 1852-53. 1852-53. ' 1850-51. 1851-52. 1852-53. October ... November . December . January .. February . March .... April May June July August ... September . 5,827 30 5,304 50 6,963 95 7,677 80 6,496 90 7,035 60 5,636 70 6,334 25 6,626 38 9,904 80 12,774 02 9,074 65 7,845 55 7,065 80 8,945 50 8,284 65 7,751 40 9,198 52 8,734 93 9,874 94 9,046 97 11,484 85 13,553 14 11,168 ?6 10,077 07 9,785 53 12,652 86 12.097 42 10,214 95 10,702 93 10,019 50 9,633 08 10,967 95 14,258 05 16,000 89 14,748 15 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,000'00 1,000 00 1,000 00 1,000 00 1,000 00 1,000 00 1,166 66 1,166 66 1,166 68 1,166 66 1,166 66 1,166 68 1,166 66 1,166 66 1,166 68 1,166 66 1,166 66 1,166 66 1,166 68 1,166 68 1,166 66 1,166 66 1,166 68 1,166 66 14,072 10 11,914 05 15,182 08 14,583 45 15,724 03 26,444 47 20,850 52 13,035 69 9,036 60 6,917 70 8,470 69 27,140 21 13,056 82 18,662 73 it,394 42 15,691 77 1>,630 62 $,035 83 3*,152 58 3),601 10 22,313 64 1»,193 51 1,363 73 21,124 86 25,216 89 29,190 96 32,174 99 28,097 31 37,340 07 42,293 58 26,998 63 18,264 8G 14,486 86 13,932 82 22,546 51 31,345 51 1,829 25 i 20,899 40 i 18,218 55 ! 23,146 03 , 23,261 25 1 23,220 93 ; 34,480 07 ! 27,487 22 20,369 94 16,662 98 ! 17,822 50 i 22,244 71 ! 37,214 86 24,902 37 21,728 53 27,339 92 22,976 42 28,382 02 43,234 35 43,054 17 41,642 70 32,527 29 25,845 02 26,083 53 37,460 30 36,460 62 40,143 15 45,994 53 41,361 39 48,721 68 54,163 17 38,184 81 29,064 06 26,621 47 29,357 53 39,714 08 49,089 57 89,656 85 112,955'01141,158 38 12,000 00 13,000 00 14,000 OOi 183,371 59 24N221 61 321,888 43 1,829 25 285,028 44 375,176 62 478,876 06