Watchman I'resx, Salisbury, AT. <■'. Library of the University of North Carolina Endowed by the Dialectic and Philan- thropic Societies Cf 38 5.1 - H81-*o£ EH PORT OF THE PKESIDENT OF THE NORTH CAROLINA RAIL ROAD, TO THE GOVERNOR OF THE STATE, JANUARY 20, 1859. SALISBURY, K C. 1859. 8. W. James, Printer. Ermta .—On page 7, ninth line from the top, $4,912,652 93 should be 14,907,989 44. And in the temh'line $559, 575 31, should be $554,914 82. "v 1 _ - Presidents Office. [North Carolina Rail Eoad, Salisbury, January 20, 1859. To His Excellency John W._ Ellis : — • Sir — By leave of the Board of Di- rectors I present to your Excellency, for the use of the Gener- al Assembly, the following Exhibit of the history, condition and affairs of this Corporation and Road. The Statements and Tables contain, it is believed, all desirable information, in detail : — and, it gives me much satisfaction to have this oppor- tunity afforded of making such a Report. The 27th of January, 1849, was the date of the ratification of "An Act to incorporate the Worth Carolina Hail Road Company" The first General Meeting of the Stockholders, under the Charter, was held in Salisbury — July 11th, 1850 — when the regular organization of the Company was effected. Hon. John M. Morehead was elected President, and Col. Walter Gwynn, was appointed Chief Engineer of the Company. Immediately thereafter, the surveys were commenced, the location adopted, and by the summer of 1851, the lettings were largely made, and the work began actively along the whole line of 223 miles. In the spring of 1854, the track- laying was started at Goldsboro', the Eastern Terminus: — and at Charlotte, the Western Terminus. In September follow- ing, a daily Train commenced running to Concord Station, 21 miles — on the Western Division; — and in October, a daily Train commenced running to Stallings Station, 34 miles — on the Eastern Division. In July, 1853, the State having made her subscription of two millions to the Capital Stock, her Directors, eight in num- ber, two thirds of the whole, came into the Board, which had, up to this time, consisted of twelve Directors, elected by the Stockholders themselves. At the General (annual) Meeting of Stockholders in July, 1851, the President reported the want of One Million addi- tional means to complete the Road. It will be remembered the Act of Incorporation provided a capital stock of Three Millions; two-thirds by the State, one-third by individual subscription. Upon this, the Stockholders passed a resolution empowering the President and Directors "to take such steps as they may deem necessary and proper for the purpose of raising the sum of one million dollars for the prosecution and completion of the Road," &c, either by opening new books, by loan, by mortgage, or by application to the next Legisla- ture. Acting upon this authorization, the President, on behalf of the Board, did apply to the Legislature the winter following, for an additional subscription on the part of the State for completion of the Road. Upon this application, the Legisla- ture passed an Act, entitled " An Act for the completion of the North Carolina Rail JRoad" — (which Act is hereunto an- nexed) subscribing on the part of the State the additional million required. This subscription increased the capital stock of the Company to Four Millions — its present amount, and secured by its generous aid the immediate energetic pros- ecution of the work to completion. At the General Meeting of the Stockholders in July, 1855, Gov. Morehead declined a re-election to the Board, and retir- ed from the Administration of the Road. My term of service then commenced, and has continued to this date. The following extract from my second annual Report, July 7th, 1857, will fully explain where I found the work of con- struction — what was completed then (at July, 1855,) and what was done since. The Report says — " The work of the two last years, (since my Administration commenced) may be stated as follows: — On the first of July, 1855, a gap of 59 miles, between Lex- ington and Haw River, remained to be completed. In this incomplete section were Seven grading contracts unfinished. The Masonry of Haw River Bridge. The Masonry of South Buffalo. Eight Bridges to be built. The whole superstructure of the Road to be laid down. Besides this, the following work has been completed in the last year (to July, 1857) : The Joint Passenger shed at Charlotte. Section Houses on fourteen sections — for Repair force of Section Masters and Hands. Fourteen Houses at Stations for Hands. Eighteen Bridges covered and finished. One burnt Bridge (near Hillsboro') rebuilt. Haw River abutment filled — (this w T as a trestle frame, re- quiring a very heav}^ fill to make a solid embankment). Ten culverts on Eastern Division re-constructed. Add to this the whole work of building at the Shops — Ma- chine — Car — Smith Shop — Foundry — Engine and Car Sheds — Master Machinist house — Ware-house with store Rooms — eight dwellings for Mechanics — eight wooden houses for men — and wood shed." This statement shows what work of actual Construction was done during my term up to July, 1857 — since then we have added to the above list by further completion. The Water Stations at Raleigh — at Asbury — at section 7 Eastern Division — at Holtsburg — at Harrisburg — and at Char- lotte ; — besides Joint Passenger and Freight Houses at Salis- bury to complete our connection with the Western North Carolina Rail Road — and wdiat remained to be built at the Shops : — that is, Houses for the Master of the Road and for Superintendent — with a Hotel building and Passenger Ex- change Shed. This embraces all the work of Construction to the present date. I shall hereafter refer briefly in explanation of the work at various points — particularly at the Company Shops. The various Abstracts, Tables and Statements, hereto an- nexed, will be noted as of much interest in showing information valuable in many respects. It is scarcely necessary to say, that their accuracy is easily and perfectly ascertainable by the data in Office. The financial Statements are open on the Books, (which are kept with plain accuracy) and are filed in the vouchers. All vouchers are twice audited — -first — by a Committee of the Board, who at every meeting examine the payments made, as well as the accounts of Road Receipts : — next — at the end of the year, by the Auditing Committee, who not only examine each seperate voucher, but are accustomed to go over every account to ascertain the accuracy of enumer- ation. There is also another very brief mode of ascertaining with certainty the nature of every transaction in the Office — that is, by the President's Warrant Book : — The Treasurer must have a Warrant for eveiy payment, and each Warrant carefully describes the nature of the same, to whom made, on what account, and in what sum. By means of the Warrant Book for reference to the vouchers, the nature of any account, from the beginning, may be instantly determined. It is easy to see how, in this way, the cost of any Depart- ment on the Road — or the whole Operating Cost, may be clearly ascertained. This cost is shown on all Roads in a very simple manner — by the Pay Rolls of the Departments — and by the Accounts for the } r ear duly apportioned. On this Road the Pay Rolls are kept seperately for every service, as well as for each class of service — for the Road — the Shops — and Trans- portation. The first Table annexed is that showing : The Cost of the Road. The excess of this whole cost above the capital provided will show (what has been often asked) whether the Road has had any nett earnings or not. The capital amount provided being — $4,000,000, less unpaid stock, 27,665 25 $3,972,334 75 The loan account being, 350,000 00 Interest on same and premium, 2,537 50 Other items shown, 28,205 37 Total, equal to $4,353,067 62 which is the whole amount furnished to us. But the accounts show the Road to have cost $4,912,652 93. Here is a surplus of $559,575 31 over and above what was provided : — This has "been paid, as is shown, and paid — out of the Road earnings. In respect to this cost, but two questions need be asked : — 1. Was it for necessary work? — 2. Was it an equitable cost ? As to 1. The work was, (all except the Water Station at As- bury, at Section 7, and two buildings at Shops, — that for Mas- ter of the Road and the Hotel) a part of the Road construc- tion always designed, estimated for, and found indispensable. No one has yet pointed out an unnecessary structure on the Road. As to 2. The work clone has been by contract, at the same rate paid throughout construction, and by the same men employed from the beginning, in contracts according to the estimates of the Chief Engineer — who was, it is not needful for me to say but as a repetition — experienced, able, and vigi- lant of the Company interest. The detail statement on page 5 (extract from a former Report) will show you what has been done of this work du- ring my term of office. All this (except as aboved noted) I might say was done according to plans and estimates deliv- ered to me, but I desire no shelter from just responsibility, and no excuse for what was deemed right, whether it be ap- proved or censured — therefore, I have to say — that being in the Board of Directory for several years before my term, as one of the Board, I approved the general plans submitted, and see little or nothing in them, under their practical working, which could be advantageously changed. It is possible, in any work of this magnitude, to find some apparent errors of judgment in the progress of construction — it is not possible, in looking back, to see or to understand the causes and the circumstances which then existed to account for such. Time and event work, in their inevitable course, changes which no foresight can anticipate, and very harsh is that judgment which pronounces to-day a condemnation of what is past, without reference to the circumstances surrounding that past. It concerns me personally, who had nothing to do with this work in its construction, very little to have a vindication of its history — but common justice requires that the truth shall be known. At the time when the original Estimates of the Chief Engi- neer were made, the wages of labor and the value of all ma- terial to be used, was very nearly one hundred per cent, less than it came to be within twelve months thereafter. Need I ask what would be the effect of this extraoridary change in the value of things ? The answer is clear. It is an opinion existing generally, that the contract- ors on this work made their stock clear. This is founded in error — is an injurious impression, prejudicial to the men who did the work, and has led to a conclusion not warranted by any facts : — the belief that the State, in any works where she is a party, furnishes all the capital of construction. I un- dertake to say — from a knowledge of individual contractors — that there are a larger number whose stock cost them, in the working out, above par — than of those who made fifty per cent, of that stock clear, and if it was a fact that any have made their stock, or a part of it, as profit, on work clone, this profit so far, has not been of available value, but stands as an investment. The building of Eail Roads is attended with ex- traordinary hardship, risk and cost, and it is true, that not one man in four manages such work well. The only cause which has saved many contractors from losses on this Iioad, is to be found in the appreciated value of real estate, in consequence of its construction. There is in this some reason why Stockholders, as well as the State, should not be unreasonably clamorous for dividends of profit — be- cause, the general influence of the work has made a sound prosperity to compensate for the interest on stock held. To 9 landholders the appreciation of value has made a direct return. The State thus stands as the individual. Her prosperity is in- creased — her revenue is increased — and her character rises with both — -pampassu. Upon the line of this Road, and with- in its influence, adjacent, the appreciation in real estate, since 1849, has been not less than Ten Millions. Strike the Road from existence and before twelve months its value would fall more than Ten Millions. Such, and so great has been the effect of a Work habitually referred to by many persons as wholly unprofitable to the State. This is not very strange while coming from those so remote from it as to feel no direct benefit, and who enquire no farther than to ascertain that it has not paid dividends to the Treasu- ry, and has cost more than its Capital provided. Butj is it not more strange, that people, who a few years ago, were almost without hope in trying to devise some scheme, to give them access to the markets of the world, and a means of pas- sage abroad better than impassable roads — who would wil- lingly have given a tithe of their revenue, if so only to be ob- tained, for securing this, now that they have it, are full of com- plaints at the lack of dividends, as if they had invested as capitalists — and are free in censure and condemnation of what- ever, in their wisdom and large experience of Rail Road man- agement, is discovered to be not judicious. The cost of this Road is a less cost, than that of any other Road elsewhere has been, for its Line. The whole Road, with all its appurtenances is good, as it is substantially and well finished, for permanency, for safety and for economy in operating. The cost has been a necessity, and is paid. Upon this, above the capital of $4,000,000, no dividends are clue. The State and the Stockholders will receive their per cent, on the capi- tal; — the balance, except the $350,000 loan, the Road has earned. It has no incubus of a mortgage, and to pay off its single little loan, has a sinking fund already accumulating to fully meet it at maturity. We may safely challenge the production of a parallel enter- prise, which in four years after completion, so far as to be 10 used for transportation, is able to make such an Exhibit of Cost and Condition. In the whole aggregate of cost, no part has been so misap- prehended and so misrepresented as that for The Company Shops. Against this most essential and wholly indispensable part of the Road property, a mischievous spirit of jealousy has sought to work serious prejudice, not without some success. — As this Report is intended for a brief summary of the Road's history, it is proper to state how the Shops were located where they stand. In August 1858, a meeting of the Board of Directors was held. at Raleigh, and its chief business was to settle this question of the Shop location. The Journal of the Board has this re- cord : Ealeigh, August 3rd, ]853. The Board of Directors of the North Carolina Eail Eoad Company, met pursuant to adjournment. Present, John M. Morehead, President, Dr. F. J. Hill, W. T. Dortch, F. Fries, D. A. Davis, E. P. -Dick. N G. Eand, W. H. Washington, Eo'oert Strange, Jr. Samuel F. Phillips, Samuel Hargrave, and Chas. F. Fisher. Col. Gwynn submitted his report on the subject of Locating the Shops of the Company. After much discussion on the matter, Mr. S. F. Phillips presented a propo- sition from the citizens of Hillsboro', offering the quantity of land necessary for the Shops ; and asking the location of the main Shops at that place. Mr. Dortch, on behalf of Goldsboro', offered a similar inducement for the location at that place. Mr. E. P. Dick presented a similer proposition on be- half of Greensboro'. On motion of Dr. Hill — Resolved, That the principal Shops be located at Goldsboro', which motion was lost. On motion of Dr. Hill — ■ Resolved, That the Principal Shops be located at, or near the centre of the Eoad. Mr. Dortch moved, that the Principal Shops be located at Hillsboro' — de- cided in the negative. Dr. Hill offered the following : Resolved, That the President and Chief Engineer, be requested to ascertain the nearest practicable point to the centre of the North Carolina Eail Eoad for the location of main Shops — to ascertain the best terms upon which the land, required for the construction of the same, can be purchased, and report to the next meeting of this Board, — which was rejected. Offered by Mr. Washington — 11 Resolved, That the President and Chief Engineer, be authorized and re- quested to purchase on behalf of the North Carolina Rail Road Company, a suitable site for the Principal Shops of said Company, at some point within five miles of the centre of said Road, which was carried. Resolved, That the Chief Engineer of the North Carolina Rail Road, be authorized and directed to procure suitable sites, and cause to be erected thereon at Charlotte and Goldsboro' respectively, such Shops as may be ne- cessary and proper for said Rail Road Company." . So much for that. Next referring to this matter is the fol- lowing extract from the Fourth Annual Report of President Moreheacl to the General Meeting at Hillsboro', July 13th? 1854. " The Board having determined to locate the Principal Shops as near the centre of the Line as convenient, after en- countering some difficulty, finally succeeded in securing some 632J acres of land, at a cost of $6,748 37^-, which is compos- ed of several tracts, and is deemed a suitable location, lying in the county of Alamance, some three or four miles East from the centre of the Line." This brings us to the location'actually fixed upon and pur- chased. The journal, as above, showing — who determined the general location : — the extract of Report showing — who fixed upon and purchased the exact location. President Morehead* adds to the above — " At this point, it is proposed to lay out a plan for the Prin- cipal Shops on a scale commensurate with the importance of the Road : but the different parts of the whole will go up as the means of the Company may justify, and the necessities of the Road may require." So it was proposed and so done. The plans are on file to show for themselves. It was made a question in the Board how far the work should go on. Some of us (and I was one of that number) believed it would be best to get along with the least possible expenditure to make the Shops available : — the Chief Engineer thought it wisest and the best economy to build at once what was needful to make the "whole thoroughly available. Experience has shown he was entirely right in his view. A partial completion subse- quently proved wholly unavailable, and the Board, on my re- commendation, concluded to finish at once, so as to have the 12 full benefit of the whole plan. It is soon learned in all prac- tical Rail Road work, that construction which is not necessary should never be undertaken at all — that whatever is necessa- ry, should be most thoroughly completed at the earliest time practicable. In no work of man is a half -finish more unwise, unprofitable and unsafe than on a Rail Road. I very soon found the pressing need of the Shops. For more than two years the Repairs of Engines and Cars had to be dojie in small smith shops at Charlotte and Goldsboro' with- out conveniences or tools. The consequence was our machi- nery went down rapidly, our work cost a great deal more than was necessary, and much was obliged to be done abroad at a heavy additional expense. Being satisfied that the true poli- cy was to finish and stock well with tools, we proceeded to do so as soon as possible. These Shops are now completed. The location is admira- ble for its centrality and desirableness — both for the advan- tage of the Road and for its healthful character as a residence. No change could improve it, and if there is one element of value more than another in the various means of the Road for successful operations hereafter — it exists here, in the Compa- ny Shops. They should be carefully fostered as the heart of the Road. Upon them must depend its safe and successful ope- ration. Two influences may war against them — sectional jeal- ousy and private prejudice, but it is to be hoped, will not suc- ceed in doing any serious injury. These Shops furnish good engines and cars, and good men — which together constitute the chief reliance for profits in work, and for what is more important, but sometimes overlooked — for safety to life. It was proposed from the first to make this place the resi- dence of the Officers (except the President) and of all the men engaged on Transportation duty. The principal Office of the Company is here, and nearly all the officers and men have here their permanent residence. The number of buildings for residences is not large enough, but will have to be increased from year to year. This can be done at a small cost. All pay j ust and full rentage. The num- ber of Shop buildings proper is entirely complete, and are alrea- dy fully occupied. I beg to direct attention to the amount of work done at the Shops, as shown in the cost of Eepairs, for labor, contained in Machinery Eeport annexed. It must be understood that on this aggegate cost the Shops are entitled to a credit for the per cent of profit, at least 25, which would be charged abroad — and for the difference between having our work done in the best manner at the instant when wanted, and of having other- wise to send it abroad, paying charges of transportation, taking the chances of bad work, and of waiting till we could get it, with perhaps heavy cost for delay. It can need no argument to show that a Rail Road must have its efficient and complete Shops of Eepairs. No Eoacl could exist long without such. The only question then would be as to their character and location. This is a Eoad of length equalled by few in the country, and not easily worked. It will be apparent that its length would require a large number of Engines and Cars for even a small business of transportation. Our equipment of both is not large, hence the necessity of a most careful attention to their condition for service at all times. The extraordinary mileage of our Engines will show what they have done of ser- vice. It may be safely stated that no Eoad, according to the Eeports made, has ever anywhere exceeded, few have equal- led this mileage. But to enable them to do this, good Shops are required, large enough to despatch the work promptly and well. It will be apparent too, that much must depend on the convenient and judicious location of these. Ex- perience has shown beyond question that an Engine cannot with safety and economy exceed a run of over about 100 miles without stopping for rest and examination. When the Board had under consideration the matter of location at the meeting in Ealeigh, a letter of the President to the Chief Engineer was read, at the request of the President, to show that he had expressed no opinion or wish to influence this location — and the Chief Engineer produced a number of letters from the 14 highest professional authorities in the country, in answer to his enquiry for their opinions — all concurring in the view of a central location on a Road like this. But if 223 miles is too far to run an Engine, and it was therefore a necessity to change on the Road, where would common sense say this change should be made, if not as near the middle ground as possible. Suppose, to favor the locality of Hillsboro', it had been fixed there — then on the Eastern end engines would stop at &8 miles, while on the Western end they would have to run 135 miles : — or at Greensboro', then on the Western end they would stop at 93 miles with light trains, and have to run on the Eastern end 130 miles with heavy trains. As the Road was not built for the special benefit of either one of these lo- calities, or of any others on its line, there would have been a most manifest impropriety in damaging its interest for the benefit of any point, notwithstanding the opinion of any, which might be conceived in selfishness, that its village importance required such sacrifice. Fortunately, for the success and best interests of the Road, no such selfish or unwise council prevailed. The Chief En- gineer is entitled to much honor for his influence in fixing this location. ~No act of his service on the Road was so impor- tant in determining its safe profitable policy of operation, and its future prosperity. When the day comes that local disap- pointment and jealousy is no longer galling — and when the hope of partizan agitation fails, then the wisdom of this loca- tion will be admitted. For the present, I rest content with saying, that the Shops cost, as a single item, is the best investment belonging to the Company, — including the Hotel, which is already perceived to be, not only a convenience, but an absolute necessity. Those who condemn it know this is so. It is hardly possible to admit their honesty of opinion to the contrary, at the ex- pense of their common sense. If possible, with justice to others, I would most willingly take all present blame for the location, plans and construction here, under the sure conviction of future honor. But it is due to others to share the credit. I cannot even claim to have 15 made contracts for the principal work of building — it was done before my term. I have only required them to be faith- fully complied with. The Receipts of the Treasurer, and the amounts for work, will show that the Shops leave paid in rents, and in work done for other Roads, and for individuals, a sum equal to no less than three per cent on $130,000 — which is altogether outside of any proper credit for reasonable profit on our own work, and for that which is above estimate, in securing safety to life and property and economy of operation : — namely, the means to do this work promptly, cheaply, and well at all times. The policv and general management only remains to be referred to, and as to this, every man of the stockholders, has perhaps his own views, well determined. Whether these views are always in accordance with the as- certained results of experience in this difficult business, is an- other thing, but at least they are often confidently held, and in some cases, are entitled to the credit of being " new under the sun." Hail Road management consists of two branches: — 1 The general policy as to freights, fares, property and mode of ad- ministration. 2. The administrative supervision, control and police. The first belongs to the Board of Directors to be determin- ed and regulated. They must do so under the penalty of be- ing denounced either for high rates, or for no dividends. — These rocks approach too closely to sail between them — it is impossible. If the rates are too low to pay good dividends, the Board must answer for it: — if dividends are paid, clearly the money is taken from the people (who ought to receive the benefit of this public work) to go into the pockets of the capi- talist. Is this jest or truth ? Let every man sa} 7 . What then is the moral ? Why, that Boards of Directory must see well what is alike just to the community and to the owner of shares, without overmuch care for applause or blame. Poor must be the fate of that public enterprise whose policy fluctuates and 16 vacillates at the noise of public clamor, chiefly made by those who have the least interest and the worst tempers. The policy of this Road as to transportation of persons and freight, was adopted in the year 1853, by the Board of that year, under President Morehead ; the first Tariff was prepar- ed by Col. Gwynn. Its features were found generally good on revisal, at the date of our present Tariff in 1S55, and were generally preserved. Many changes of rate have been made from time to time, as the Board deemed best, and I state here without any apprehension of its being shown to the contrary: — that our average rates of freight transportation are as low as those of any Southern Road, and lower than many of them. Our passenger fares are unquestionably lower than most of them. It has been allowed by the Board, to make with any persons having large amounts of heavy freights, and desiring it, special contracts, on tonnage rates, in and out, both for this Road and other Companies giving me authority to do so. In the councils of the Board there has occurred very little difference of opinion on questions of importance. The Jour- nals will show this — and as between the State and stockhold- ers interest, no conflict whatever has at any time occurred. In fact, the action of the Board has been always harmonious in its meetings, whatever may have been the outside repre- sentations in respect thereto. 2d. As regards the administrative supervision, control, and police of the Road — I am alone responsible. To suppose that the management of a Rail Road can be in the hands of any one but the administrative officer, is to suppose an absurdity. Such a belief can exist only with those who are ignorant not only of this work, but of any important work. Rail Roads are as dangerous as magazines in war. Their w T eak, incom- petent or rash management may scatter death and destruction along their line — witness the annals of appalling disasters. Yet men ignorantly talk of this management, as if it were a matter of mere dollars — complain of extravagant expenditure to make safe Roads, as if the question was of a highway for an ox wagon — clamor for low wages, as if good and compe- tent and skilful men may be had for this most dangerous and 17 -abuse the building ■wearing life, at the rates of common labor and maintenance of shops for repairs, as if the complex ma- chinery of a Locomotive could be kept in order with a com- mon blacksmith forge and fixtures. Wholly forgetting, that upon the safety of the Road track depends the safety of the Train — (a truth so deplorably neglected on our American Roads) — forgetting that the living freight of human life fol- lowing the engine is in the hands of the man who guides and controls this terrible power, and who constantly, in season and out of season, risks his own life in this perilous service, for the wages grudgingly allowed to him ; and forgetting that a single piece of bad or defective w T ork about engine or train, may cause a sudden destruction of the w T hole. This is truth little comprehended or thought of by those who talk of Rail Roacl management, as if the} 7 knew anything about it, and who consider but one point — the making of div- idends. The penny wise advocates of cheap roads, half built — of low wages, for incompetent and unskilful men — of no ex- penditures to repair or shelter broken down engines. As opposed to such notions, I have made no concessions to them. My police of the Road has been according to strict discipline, by which alone can a Rail Road be safely and pro- fitably managed. It has been my effort to finish the Road construction, so as to make it safe and permanent. To com- plete the Shops, so that they may be entirely available for all Repairs, and for all work of the Road. To secure for the Trains of all classes the services of men competent, faithful, sober and skilful — to have any other kind at no price — and to j>ay to such just and good wages. For the question whether this management has resulted well or badly, there can be stated as follows : Up to the pre- sent date, no disaster has yet happened to any passenger train on the Road, during my term of nearly four years :— and only twice in this time has any engine of a passenger train left the track, once from running over a horse at night, and once late- ly from some unknown cause, in neither case causing any in- jury to persons, and but small damage. The Express Train was run at a rate of 26 miles, from 18 April 7th last to January, -without once missing a connection at either terminus. The Freight service has been conducted successfully and safely. ]STo accident has ever happened to any Train on the Western Division, aud but one involving any serious conse- quences on the Eastern Division. Our Engines on service are in perfect order always, because carefully -watched and hav- ing a machinist on each one. Our operating cost has been, of the gross earnings, since the Road was completed in January, 1856. For the year 1855 and '56 — 47i per cent. " " " " 1856 and '57— 45£ " " " " " 1857 and '58—43 " " To Jan. 1, (for 6 months) '59—44 " " The larger per cent of the two first years was owing to the depreciated condition of our machinery, for lack of any shops to repair, except common smith forges at Goldsboro' and Charlotte, making this heavy additional operating expense. In these two years also was the transportation expense of material and construction Trains, used while finishing the Superstruc- ture (track and bridges) thrown into the operating cost. The per centage of cost for working the Road here shown is as low as can be set forth by most Roads — yet this account is not only a full one for all charges, but it contains the whole shops pay rolls for whatever work was done on new cars, and for other Roads and persons ; and also the whole Road cost for ex- traordinary, as well as ordinary Repairs. Ey deducting these items the rate would have fallen to 40 per cent. For information as to the items of operating cost, I have given a statement of the expense ac't. for six months in de- tail. It will be observed that a large item in this account is for hand hire. The Annual Report of the President and Directors made by me, July 1856, strongly recommended to the stockholders the purchase of 100 hands for Road uses, as a measure of economy and good policy. These hands, if owned by the Company, would be valuable as Firemen, Brake- men and Mechanics. For such, on account of risk and skill, we are forced to pay a hire of not less than an average rate 19 of $160 for firemen and train hands, and $200 for mechanics. They might have been bought at a cost of $120,000, and this price would have secured the best picked men, young and intelligent. For such we pa}' hire annually, say, $16,000 The interest at 7 per cent, on $120,000, would be 8,400 Difference annually, 7,600 But this difference in actual cost is far below the difference in actual value between hired and owned hands. It is neces- sary to train and instruct all new hands — this takes time and trouble ; and when so rendered more valuable, their owners always demand an advance of pay for our instruction to them, and generally we are forced to give it, rather than begin again with ignorant and awkward ones. The stockholders committee, however, reported — " that it is not considered expedient at this time to make the purchase of 100 hands." I am more convinced from the experience of every year that the Company ought to buy a number of good hands — which perhaps might be best done from year to year. The 8 jper cent Loan. The only debt of the Company now existing is that for $350,000, of date March 1st, 1857, and due March 1st, 1867 ; for the payment of which, a sinking fund is provided to meet the same at maturity. Into this fund was paid last year, $25,000, in North Carolina State bonds — which are registered according to law, and deposited in the Branch Bank of Cape Tear at Salisbury. The next payment to this fund is due in the last six months of the present year,- 1859. In relation to this matter, I desire to make as briefly as pos- sible, what is known as a " personal explanation." Finding soon after the completion of the Road for through use, more debt than was expected, and more capital required to finish construction properly, the Board recommended to the stock- holders a loan for $350,000, (in 1856). The recommendation was concurred in, and Company 6 per cent. Bonds were issued, 20 but found wholly unavailable at par, the only terms of sale allowed. In the winter following, the Legislature met, and the Board, as a last resource to raise money on the Bonds, made applica- tion to the General Assembly to authorize the payment of an increased rate of interest thereupon. The application was not, as has been erroneously believed by some, for authority to make the loan, the charter gave this, but it was for authority to raise the rate per cent, of interest paid on the loan. In making this application, one of the Directors of the Road, then Senator from Orange, and a gentleman in the House, member from Wake, were prominent in urging the measure, which met some opposition. As a means of satisfying this opposition, they stated their assurance and belief, that the sum proposed by this loan, would clear the Road from debt and enable it to pay into the State Treasury, the year follow- ing, the 6 per cent, interest due to the State on the one mill- ion of preferred stock, subscribed under the " Act for the com- pletion of the North Carolina Rail Road" For the purpose of fully exonerating these gentlemen from the responsibility assumed by them in making these assur- ances, I state here — that this responsibility properly rests up- on me alone. In the full belief that the fact was so, I gave them the assurance. It was my business to know, and it was by them taken for granted that I did know. Whatever, there- fore, of error, or of misapprehension existed, was and is, whol- ly chargeable to me. The amount of old debt, unlisted and not known to exist, caused this error. The estimate for com- pletion, of course, fell short in the amount of this indebted- ness. About this matter, there can be no question and no misrepresentation. The vouchers of payment -clearly show the date of every liability, and the nature of the account. In the annual Report of July, 1858, this statement was set forth in detail from an examination of each warrant, issued by me since July 1st, 1855, and would have been published here- with, but it was found, when too late, so large as to cause a delay in the issuing of this Report, which I was unwilling to 21 allow. It amounts to about half a million, which is near the sum total paid out of the Road earnings. I have been censured for two things — the payment of high rates of interest on current loans, and of 8 percent, on the Bond loan. The case stands thus : — An amount of indebted- ness existed which had to be paid unless these persons who complain would have suggested repudiation. For payments due, money was raised upon current loans on the best terms possible. We thought ourselves fortunate in raising it at all on credit. This was censured. As a remedy, a Company Bond loan was attempted at 6 per cent. This failed. The next recourse thought best was to offer 8 per cent., which suc- ceeded — but was as much censured as the higher rate on small loans, although in asking for authority to pay 8 per cent, on the Bond loan, we expressly stated as a reason, the object was to avoid a higher rate on small loans — to consolidate the whole amount — and to extend its payment a term of years. All these facts have been shown in the Annual Reports of each year. If any are not informed, it is because they have neglected to read. We are not chargeable with their ignorance. The whoie management of the Road has been condemned by these, and by others having their own objects of private in- terest, or of personal or partisan schemes to subserve. The censure and abuse of such is of no consequence, except so far as it deceives the honest. The facts appear to be : — That I have completed the Road construction, as fully perhaps as Rail Roads are usually com- pleted : — have paid its liabilities out of the Road earnings : — have operated the Road at an average cost of less than 45 per cent, of the gross earnings : — have been so fortunate, under the merciful deliverance from disaster of a Higher Power, as to conduct its always dangerous transportation of life and pro- pert}' with extraordinary safety and security to both — and can now surrender to the State her important work, (as I would be glad to do to-day) in good order and condition, free of en- cumbrance, ready to make returns of profit, and w T ith a clear future of prosperity. This, sir, is all I proposed to myself, when under cireum- 22 stances of urgency I assumed the administration of this work — a charge not only wholly unsought by me, but most unwill- ingly undertaken. Undertaken, because believing the pro- gress of our system in the State would depend upon the suc- cess of this work, I did not feel authorized to refuse my ser- vices at the call of the State and the Stockholders. I need not say to those who know best, that the charge has been one full of heavy responsibility, as well as of labor, and one most unprofitable to me. This communication has extended to a length much beyond what I had proposed. My only apology is the importance of its subject. I have the honor to be, Your obedient servant, CHAS. F. FISHEB, PvesH. 23 -* O CD o o ^H -* T(H CO CM CM ^H CM -*" w co" co" fc-T O CO -<* QO OD OS JO "* -* o OS ■>* lO »o' ■§©■ •s© -riT €©■ ^r ^ s w o o o <9 w >h CC CD 1 P3 .2 "^ 0D > - 3 I hi < 05 PQ H O 00 O ir- 00 o H ir- O 00 »0 CM h- JO O * co -* o CO O ir- CM CO E-i CM O O O CO ir- jo co co 00 CO C5 CO . I— 1 -*_ O O ffl ' to r-l Ph .S i.- -S o -5 „ a >, q • r3 a o • Stock paid ii 8 pr. ct. Loan, e serai-annual rch and Septe m minor sourc m Transporta ss'g'rs, Fre'ts a CO cp O o **- 3 J3 9 9 J* « o Is ^ «s c: Ph CO # a. «j "53 0. 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IL 03 j3 XCOCOOOOOCOCOCOGOCOCOCO o^ o lO O 'O 'O »C iQ IQ lO LO lO iQ O co^ 1^5 < COCOCOCOCOCOJOCOCOCOCOCO 1- z 00 a CO T 1 CM t> rHCNi-OCSCNOOOOCJCNCNO'O CD S < ^WUJlOHHOO^ii lO CO .t~ co .2 ui to a ^©onGoocoiot-ooooro CN C3 00 O aNcooi>i>'*co''©i>i> co "£ < 1— 1 3 03 CN OS CO t- CN O (N CO CO O CS CO co o H as cn co io o' © €©■ ^ci CO H O a 00CO00iO.r-t^-CN£-rHr-CiCN o H i—i i— i(NOnQIN!003iOt-r 1 CO -3 P ,« "O < ONCOCOOt'HH^OlCOiO §mcocowco tt Nn^COOOtOiOOJOINH t"J^ < CO I— li— 1 CN •— l O CO C5 C5 Ci C5 i— I CO cn" a. CO CO o b €& #§■ co St so ?. co ** ° i*c* ~ sg^t 1 § 1 si-? £ S - 25 COMPARAT1VE3STATEW1ENT Of Receipts of Passengers, Freights and Mail for the six months of each year fielow, from July 1, to January 1. 1856 and 1857. Passengers. Freights. Mails. Total. July, - — - - August, - - - - September, - - - October, - - - - November, - - - December, — - - 11,216 18 11,112 13 12,408 28 11,820 05 10,940 37 13,057 97 70,055 98 9,279 44 12,926 32 16,889 55 15,703 59! 10,378 12! 17,570 18 1,858 34 1,858 34 1,858 34 1,858 34 1,858 34 1,858 34 22,371 96 25,896 79 31,156 17 28,982 78 23,076 83 25,486 49 75,665 20 11,150 04 156,871 02 Statement — Continued. — 1857 and 1858. Passengers. Freights. Mails. Total. July, - - August,- September, October, - - — November, December,- 14,478 22 14,433 95 15,750 59 16,085 15 10,337 70 12,716 93 10,155 24 19,581 61 17.675 04 17,198 07 11,127 82 15,127 47 1,858 34 1,858 34 1,858 34 1,858 34 1,858 34 1,858 34 26,491 80 34,873 90 35,293 97 35,141 56 23,323 86 27,076 74 82,802 54 90,565 25 11,150 04 184,817 83 Statement — Continued— -1858 and 1859. July, - - - - August,- — September, - October, - - November, - December, — Passengers. 13,807 70 13,353 48 14,637 20 15,710 17 12,703 73 15,241 08 85,454 36 Freights. 12,502 01 19,818 51 21,558 44 19,729 91 16.540 90 13,769 90 103,919 67 Mails, 1,858 34 1,858 34 1,858 34 1,858 34 1,858 34 1,858 34 11,150 00 Total. 28,168 05 35,030 33 38,053 97 37.298 41 3U03 96 30,869 31 200,524 03 Note. The above Statement is made for six months of the last three years in order to show a comparison with our last six months to this date. 26 OPERATING COST Of North Carolina Rail Road for six months, as shown by Statement of Current Expenses ; from July 1, 1858 to Jan- uary 1, 1S59. BUKEATJ DEPARTMENT. $2,750 150 00 00 2,900 00 38,757 14 TRANSPORTATION DEPARTMENT. Pay Roll am'ts, Cond'rs, Eng\s, Fire'n. Brak'n, Salaries of Agents, Clerks and Men at Stations,. 15,073 00 7,035 25 3,998 00 1,682 00 9.305 00 437 00 1.326 00 MACHINERY DEPARTMENT. Pay Roll Shops, and salary of M. of Machinery, 13,067 5,481 426 212 59 91 00 00 19,187 50 27,134 95 ROAD DEPARTMENT. Pay Roll Section Masters, Men. and Salary of M- 5.683 50 10,850 50 10,185 45 415, 00 Hand hire ain't, on Sections and Gravel Trains,... $87,979, 08 5.500 00 Of above Cost,there is chargeable to "extraordinary 4,000 1,500 00 00 Total Receipts of Road, $200,524 07 Total Expense Account 87,979 09 Balance on Receipts, $112,544 98 27 ABSTRACT Showing Receipts and Cost — total in Transportation from the beginning of business on the Road to date ; — i. e.from Septt. 1854, to Jan. 1859. YEAR. am't. of road receipts. am't. op operat'g cost. am't. of nett profits. am't. of per cent cost. 1855 July, 1 $61,984 60 $48,678 07 $13,306 53 78 per cent. 1856 i July, 1 230,301^26 108,209 29 122,091 97 46 " " 1857 July, 1 300,449 63 137,525 00 162,924 63 43 " " 1858 July, 1 337,003 02 151,790 96 185,212 06 43 " " 1859 Jaiiy 1 200,524 07 87,979 08 112,544 98 44 « " TOTALS, ,$1,130,262 58 596,080 15 534,182 40 Note. — The first year above was before completion, and the heavy cost was for transportation on construction ac't. COMPARATIVE STATEMENT Of Receipts from all sources, from July 1, '55 to Jan. 1, 59. 1856. 1857. 1858. 1859. For 6 months. PASSENGERS. FREIGHTS. MAIL. TOTAL. $ 90,109 39 132,766 77 144,105 87 85,454 36 $120,299 88 145,382 86 170,607 15 103,919 67 $19,891 99 22,300 00 22,300 00 11,150 00 $230,301 26 300,449 63 337,003 02 200,524 03 Total. 452,436 39 540,209 56 75,641 99 1,068,287 94 | E 28 A STATEMENT Of Length of Bridges on the North Carolina Rail Road. o Names of Stream. S 5 "o 4 2 Section of Road. Description of Bridge. ^ s ^Dj ^ 1 Rocky River, 117 1 100 No.2,W.D. Wood. Track runs through. 2 Coddle Creek, - - 136 1 115 " 2, « ' < I i; 3 Irish Buffalo, 67 1 57 a % a ' over. 2 Yadkin River, - - 658 4 150 a % a £ If 5 South Potts, 60 1 50 " 5, " t U 6 North Potts, 54 1 40 " 5, « i U V Swearing Creek, 70 1 60 " 5, " i II 8 Leonard's Creek, 123 1 106 ' : 6, " ( a 9 Abbott's Creek, - 223 2 100 '■' 6, " ' through. 10 Rich Fork, 124 1 110 " 6, " c a 11 Jimmies' Creek,- 54 1 39 « 6, « I cc 12 Deep River, 117 1 100 a 7 « t a 13 South Buffalo, -- 40 1 30 " 8, " 1 over. 14 North Buffalo,- - 130 1 118 " 9, " ' through. 15 Haw River, 260 2 100 " 9, E. D. ' over. 16 Back Creek, 115 1 104 << 9, " 17 Upper Eno, 112 1 100 <•' 8, " 18 Lower Eno, 112 1 100 " 8, " 19 Stony Creek, 54 1 40 " 7, " 20 Crabtree. 56 1 42 " 5, " 21 Walnut Creek,- - 64 1 50 1 4, « 22 Reuse River,-'-- 264 2 100 « 2j « ' through 23 j Little River, 130 1 115 K J II i a 24 Salisbury, 56 1 48 " 4, W.D. Street crossing. 25 'Charlotte, 56 1 48 t< 1; .. a it 29 STATEMENT OF BUILDINGS ON THE N. C. RAIL ROAD. Description of Houses. K Div. W.Div. Go. Shops- Warehouses, 11 13 1 Water Stations, 13 13 1 Wood Sheds, 12 12 1 Dwellings for Mechanics, 00 00 18 " " Section Masters, 9 10 00 " " " Hands, 9 10 2 " " Station " 11 13 00 V " Bridge Watch'n, 2 1 00 Out Buildings, 9 10 20 Engine Sheds, 1 1 1 Car 2 2 2 Joint Passenger Sheds, 1 2 00 Principal Dwellings, 00 00 4 80 87 57 Bridges on large streams, 5 2 " " small " 4 9 Turn Tables (3 large— 3 small) 3 3 STATEMENT OF R OLLING STOCK. larolina Statement of Rolling Stock on t he W. ( Rail Road — embracing all description i of Can 's, Jan. J , 1859. Passenger Coaches, 1st < 3!clSS, • 14 " 2d a 3 Mail Cars, . 5 Box Cars, . , 121 Flat " . 92 Gravel Cars, 30 Crank and Section Cars , 19 Hand " 5 Pole " • • 13 Total number, • • 304 1 30 INVENTORY OF MATERIALS ON HAND. January, 1st, 1859. MACHINERY AND TRANSPORTATION DEPARTMENT. 10,500 lbs. new wrought Iron, Old Steel, Pig Iron, 1200 lbs. Brass Castings, 300 lbs. Old Copper, Smith and Foundry Coal, Sheet Tin, 4 Set Tyres for Engines, Old Wheels and Scrap Iron, New Wheels, " Castings for Engines and Cars, 4 New Drives and Tyres, Forging for New Engine Trucks, 13 Box Car Frames, new, ) 2 Second Class Cars, " > 5 Flat ' ; " ) 2 Stoves made in Shop, Paints, Varnish, total stock and tools, Old and New Axles, Lumber on hand in shop and out, Oil and Glass, ROAD DEPARTMENT. 21 6£ Tons of New Kails, 101 " " Old Eails used and thrown out, Crossties on hand, Spikes and Chairs, Wood, Provisions, Clothing, 42000 300,00 116 00 48000 34:00 280,00 150J00 1,72200 2,139.97 67500 400'00 700 00 300J00 3,50000 90; 00 2,300 00 600 00 60000 650|00 $15,476 97 $12,990 00 4,040 00 10,800 00 280 00 20,367(00 S00|00 200,'00 $49,477 00 $64,953 97 31 AS TO PAYMENT ON THE PREFERRED STOCK. Note A. For two years past the Representative of the State in the An- nual Meeting's of stockholders, has demanded payment of the interest on the million last subscribed by the State to the capital stock, and standing as pre- ferred stock. He has claimed this on the ground — that as a surplus above the cost of operating the Road was shown each year to remain from the gross earnings, the Board were obliged to declare from this amount, a six per cent, dividend to the State. The original charter says — Sec. 35 — "That the profits of the Companjr, or so much thereof as the general^Board may deem advisable, shall, when the affairs of the Company will permit, be semi-annually divided among the stockholders, in proportion to the stock each may own." The act for subscribing the million saj^s — " That the stock thus directed to be subscribed, shall be a preferred stock, and the State shall be entitled to six per cent., out of any dividends of profit made by said Company, before any dividends shall be paid on any other stock in the same." It would seem from the section of the charter first recited — that it was intended to give discretion to the Board, not only as to the amount they " may deem advisable," but also that they are restricted by the condition of the Company to — "when the affairs of the Company will permit" — in declar- ing dividends. Is there any thing in the next recited clause of the last act to over-ride this first section — " that the State shall be entitled to six per cent, out of any div- idends of profit made by said Company, before any dividends shall be paid on any other stock." — That is to say — whenever this Company is in condition to make dividends — then the State shall receive her six per cent, on the million before any per cent, is paid to the stockholders. So it seemed to most of us — but, waiving the question of law — was it the best policy for the State — a three-fourths owner in this Road, to take of the nett earnings her six per cent., and leave the Road unfinished and its debts unpaid — or in other words — to borroiv money for the dividend on the prefer- red stock. Since it makes not much difference in the end, whether you call it borrowing money to pay the debts, or to pay the dividend. The amount 32 will be the same — the liability the same — the Eoad equally, in either case, burdened — the State about equally benefited. The Board of Directors have thought, that the State would, like the stock- holders, have her interest in this work best promoted, by clearing it at once, and first, of all floating debt, so that whatever nett profit was made above expenses, might be essentially a clear profit to all concerned. The State has the power, and she can now declare her will in the matter. AS TO THE FUTURE PEOSPECTS OF THE ROAD. Note B., The Tables and figures contained in this Report show that each year there has been a fair surplus of clear profits over expenses, and if the Road had started quite free of debt, would have paid in 1856, six per cent, to the preferred million, and two per cent, to the three million besides; — in 1857, six per cent, to the preferred stock, and over three, to the remainder of three millions — in 1858, six per Cent, to the preferred stock, and over four to the remaining three millions; in 1859, a semi-annual dividend of nearly three per cent, on the whole capital stock of four millions. The financial Statement will show that we are now free from debt, and some estimate may be safely made of future receipts ; — as these have steadily increased every year, so far. under the disadvantages of most unusually bad seasons, and a period of disastrous panic. According to our last receipts (for six months,) in July next, the Road may pay the six per cent, on the million of preferred stock, and make a small divi- dend besides to the remaining three millions of capital : and it cannot be a matter of question at all, that hereafter, her payments of dividends will be regular and unfailing, as her receipts of nett profits have been from the first year of the work. The opening up of the Western North Carolina Road to the rich valley of the Catawba, will bring down a tribute never before direct- ed East — and, in a marked degree, increase the revenue of this Road by Freights in and out, as well as by travel of our own people. No instance can be pointed out of a Road in better condition, and having better promise of a prosperous future within four years of completion, than the North Carolina Rail Road now has, and if the State and the Stockholders find nothing to approve in this, it would only show that still, as in the time past, differing from our neighbors, we yet, as a people, undervalue whatever is at home. STATEMENT— -Showing the Receipts and Disbursements of the North Carolina R. Road from its Organization and its financial conddion at the end of the month of December 1858. RECEIPTS. Capital Stock subscribed for by the State, Preferred Stock subscribed for by the State, Capital Stock subscribed for by individuals. Deduct amount unpaid, Expended for Gradii DISBURSEMENTS. I, 1,000 00 1,000,000 on 27,665 25 Loan Comp 'y Coup. Bunds bea March and September, Accrued increased interest 01 Premium on sales. 5pr. ct. int. payable 13,000,000 00 $3,972,334 ' 350,000 00 2.400 on 137 50 Engineering, Masonry, Bridges, Depot and Stations, Right of Way, Sills, Iron including chairs and spikes, Lime and Cement, Superstructure, laving Track, etc., Real Estate, Amount rec'il i ;en'l int. ac'f, Coup. State Bonds, &e., 22,548 38 " Sales State Bonds, 4,391 70 " Rent Account, 1,205 20 ROAD EARNINGS. i commencement Sept. 1854 to .Tulv 1, 1855. " July 185.-. to, Tulv '1st. 1850, Julv 1850, foJul'v 1st, 1857, Ju.lv 1S57 to Julv 1st, 1S58, F'or Passengers, July 1, 1S5S to 31s For Freight ' •• For Mails " De 1S5S, " Construction, (paid McRae, &c.,) " " Personal Property, 1 " " Shops, 124 " Buildings, 6 5 " Engines, 210 " " Cars, all classes, 215 " Salaries, 69, " Office Expenses, Printing, &c, 6, " " Mileage, Directors, &c, 7, " Wood, S5i " " Loss and Damage, 7 " Stock killed, 1, " " Miscellaneous, 17 " " Expenses of selling Stock, " " Repairs Road, 1S9. " " Repairs Engines, 28! " " Repairs Cars, 44; " " Station Expenses, 3, " Materials, Coal Iron and Lumber, 11, " " Supplies, Oil, Cotton Waste, Paints, &c, 18. " " Transportation, " " Medical account since 1st Jnly, 1857, " " Discount on sale State Bonds, 5, " " Int. on Loan 8350,000, S pr. ct. bonds, 42, " " " on general Account, 35. " N.C. R. R. Co.fr't Ac'tCr. of road rec'pts, 8. 25 State Bonds deposited in Sinking Fund, 8 per ct. loan, 25, 43 State Bonds deposited as collateral, 23 " " on hand, Bills receivable, running to maturity, Interest on do., 0,961 65 1,610 S4 8,790 51 1,890 11 4,177 44 11.092 7S 464 40 730 21 ,671 29 191,736 l'1 203 74 649 Ml 5114 5S 1,391 29.: 426 ,£ 9S 3,989 ,S15 00 ,5S5 58 ,212 34 ,219 13 211 05 07s S9 600 16 961 54 033 27 108 45 145 09 4SS 21 470 13 897 85 092 58 ,S86 15 845 53 3S5 00 000 00 ,318 99 ,941 56 000 00 ,499 30 400 5S i.r.so 01 1.034 00 :,549 52 1,941 55 1 lue IV Agents. LIABILITIES. payable running to maturity, 'est on do. 1 Bonds, due and payable in 1801, to Contractors; payable part in 1861 to Agents, (salaries,) to Officers on do. to other Roads, 35,189 23 330 30 10.51 10 00 12,367 00 7.M15 s:: Due to individuals 1 1 back Pav K Ac eon l> ,oan, 43 State Bou on hand hire, for 1S58, " prior to L858, rest on 8 per cent. Loan, idance Resources, M.740 12 16,697 00 5,461 42 pledged as collatT 40,000 00 26,378 16 5,360 00 9,333 33 $177,043 39 41.205 30 §218,249 75 Due from other Roads, Due from individuals on open account, Due " " on unpaid Stock, Due from Post Office Department, Cash in hands of Treasurer, 1S58. Dec. 31. Resources bn >,205,090 45 43,000 00 23,000 00 2,642 74 285 36 30,210 81 24,412 53 13,316 85 27,665 25 5,575 00 47,935 21 218,249 75 1 5,483,340 20 Surplus on hand, $41,205 36 33 AJST ACT For the Completion of the North Carolina Hail Boad. Section 1. Be it enacted by the General Assembly of the State of North Carolina, and it is hereby enacted by the authority of the same, That the Pub- lic Treasurer is authorized and instructed to subscribe, in behalf of the State, for ten thousand additional shares of capital stock in the North Carolina Rail Road Company, and that he make payment for said stock by issuing and making sale of the Bonds of the State, under the same provisions, regulations and restrictions prescribed for the sale of the bonds heretofore issued and sold to pay the State's original subscription in the stock of said Company, and the same pledges and securitities are hereby given for the faithful payment and redemption of the certificates of debt now authorized, that were given for those issued under the same act. Provided, nevertheless, That the whole amount of principal money of such bonds or certificates of debt shall not ex- ceed the sum of one million of dollars. Sec. 2. Be it further enacted, That the stock thus directed to be subscribed, and paid for, in behalf of the State, shall be preferred stock in the North Car- olina Rail Road Company, and the State shall be entitled to six per cent, per annum, payable semi-annually thereon, out of any dividends of profits made by said Company, before any dividends shall be paid on any other stock in the same, and that the stockholders of said Company, in general meeting as- sembled, shall give their assent to the provisions of this act, and that the Pre- sident of said Company shall make a certificate of said assent, under the seal of the said Company, to be approved by the Governor of the State, and filed in the office of the Public Treasurer before the subscription shall be made as directed in the first section of this act: Provided, That the said stock of one million shall continue to be preferred stock, entitled as aforesaid, only so long as, and during the time, that it is held by the State, but upon being sold and transferred by the State, shall thenceforth cease to be entitled to dividends of 34 preference as aforesaid : Provided, further, That said stock may be transfer- red to any other work of Internal Improvements by a future Legislature. Sec. 3. Be it further enacted, That the affairs of the said Company shall be managed and directed by a general board to consist of twelve directors, eight on the part of the State, and four on the part of individual stockholders, to be elected and appointed, as heretofore provided in the original act of incor- poration of said Company, at the General annual meetings of Stockholders of said Company, and that no person shall be competent to act as a director in said Company who is not a stockholder to the amount of five shares of stock. Sec. 4. Be it further enacted, That at all General meetings of the stock- holders the State shall be represented by an agent or proxy appointed by the Governor, and such agent or proxy shall not be entitled in the general meet- ings aforesaid, to vote in the election of the directors to be elected on the part individuals. Sec 5. Be it further enacted, That all real estate held by said Company for right of way, for station places of whatever kind, and for workshop location, shall be exempt from taxation until the dividends of profits of said Company shall exceed six per centum per annum. Sec. 6. Be it further enacted, That the sum of fifteen thousand dollars, to be raised by the State in the same manner as other moneys are raised by the provisions of this act, be, and the same is hereby appropriated for the purpose of cleaning out, and improving the navigation of Tar river, between the town of Washington and the fall of said river ; and that his Excellency the Gov- ernor is hereby empowered and required to appoint suitable commissioners to carry into effect the requirements of this section. Sec. 7. Be it further enacted, That this act shall take effect and be in force from its ratification. 35 MEN ON THE ROAD AND IN SHOPS. July 1, 1858. Total number of Men employed in Transportation, Repairs of Road and Shops, for the year ending this date : On Passenger Trains, regular, On Freight Trains, On Lumber Trains, On Gravel Trains, At Stations, On Sections, At Shops, Station Agents and Clerks, . . Section Masters, Engineers, - Conductors, - Bridge Watchmen, "Watchmen at Stations, Firemen, Total number, WHITES 12 15 39 26 20 20 9 4 3 3 124 139 FREE BLACKS 159 SLAVES 27 43 140 222 20 21 41 263 TOTAL 9 4 6 27 55 141 242 61 21 20 20 9 4 3 30 173 415 36 LIST OF STOCKHOLDERS. Allbright, W. R. 1 Bason, Jeremiah 1 Allen, Solomon 1 Barrier, David 5 Allbright, J. R. 1 Blackwelder, W. 5 Anderson, A. G. 2 Bingham, L. S. 2 Alexander, C. A. 20 Barringer, Rufus 18 Alexander, Alpheus 10 Banghn, James K. 1 Alexander, L. 3 Bradford, John 3 Allison, R. W. 5 Barrier, Edward 1 Atwell, Joseph 5 Black, E. C. 1 Atwell, W. B. 1 Brown, Alfred 5 Alexander, Daniel 22 Barringer, A. C. 1 Adderton, Jeremiah 45 Black, J. M. 1 Adams, EL 16 Earnhardt, George 10 Andrews, J. 1ST. 2 Barrier, Daniel 5 Alexander, George 2 Barrier, Moses 5 Allbright, George 2 Barrier, Matthias 5 Askew, W. F. 1 Earnhardt, J. C. 5 Avery, W. W. 40 Blackwelder, J. A. 5 Allison, J. 5 Brown, Haley 56 Ashe, R. J. 110 Belo, E. 38 Alston, 0. F. 1 Bran nock, Henry 5 Adams, Lyon 1 Beall, R. L. 10 Austin, E. D. 29 Bradshaw, J. A. 5 Boyden, Nathaniel 20 Banner, C. L. 10 Brown, W, II- 5 Beard, David 2 Bason, J. R. 1 Bevill, Archibald, 5 Boone, L. S. 2 Boren, A. P. 3 Benson, William 1 Bowman, G. W. 2 Bradford, James 3 Blalock, John 1 Earnhardt, M. A. 2 Bri train, W. H. 5 Burns, E. B. 14 Bowman, W. F. 2 Barringer, D. M. 5 Brewer, Thomas 2 Earnhardt, G. M. 1 Bowman, William 2 37 Bane, John 5 Coleman, J B, * 1 Brown, Allen 1 Coleman & Gibson, 10 Blackwell, K. 1 Caldwell, William 2 Burwell, R. 5 Cochran, R. M. 15 Borland, Archibald 2 Cochran, R. E. 10 Bingham, W. J. 30 Cook, R. C. 1 Brittain, R. 0. 20 Cook & Moose, 5 Bragg, John 5 Clouse, William 10 Bragg, W. 2 Clouse, Joseph 10 Blair, R. E. 6 Carter, A. G. 20 Brown, Rich wine, 6 Carter, John 25 Brown, P. M. 5* Clarke, Jesse 2 Beard, Horace H. 5 Cole, J. L. 20 Boy den, John A. 1 Coffin, Elihu 13 Bnis, Alexander W. 5 Cobb, John 1 Brown, Jeremiah M. 5 Clymer, G. M. ■ 2 Bean, Wylie 3 Cummins, W. M. 3 Baker, Archibald 2 Clarke, D. 1 Burris, Joseph T. 20 Clapp, D. F. 1 Brown, Michael 133 Cosby, John 1 Barringer, David 27 Clapp, Jacob, 1 Burke, T. A. 2 Cummins, E. F. 3 Bellamy, J. D. 5 Cunningham, J. M. 10 Boylan, William 50 Caldwell, David F. 18 Bryan, J. H. 10 Caldwell, R. C. 5 Beck with, Ira 1 Caldwell, A. C. 3 Briggs, J. J. 1 Cook, T. E. 1 Branch, L. O'B. 1 Caldwell, Cyrus K. 2 Burt, P. B. 1 Clark. J. R. 1 Bost, M. L. 5 Carlton, J. D. 1 Baker, D. B. 1 Clark, J. K 1 Barringer, M. L. 5 Culbreth, J. E. 1 Barringer, V. C. 12 Corling, Charles 2 Barringer, William 20 Cairns, J. G. 2 Brown, John D. 4 Correll, Jacob 15 Blackwell, John 16 Chambers, P. B. 65 Busbee, Quenten 4 Coffin, John M. 80 Battle, K. P. 5 Cowan, Mrs, Sarah, 5 Bost, A. M. 3 Cassiday, James 1 Chadwick, S. W. 5 Crocker, A. J. 1 Cuthbert, Emmet 5 Cameron, M. C. 17 Charlotte & S. C. R.R. Co. 55 Cameron, Paul C. 38 Clendennin, Benj. 1 Cook, William D. 2 Carrigan, W. A. 40 Cosby, D. 79 Crawford, Henderson 1 Callier, G. W. 7 / o O 8 Caldwell, J. H. 105 Dobbin, K M. 2 Colburn, E. 9 Dickinson, P. K. 50 Cline, Tobias 5 Dawson, J. & Co. 5 Conrad, J. W. 5 Dickinson, A. C. 1 Cannon, Ibzon 6 Dortch, W. T. 20 Cannon, John C. 5 Dewey, C. F. 1 Cannon, James 1 Devereux, T. P. 5 Caldwell, W. A. 6 Docld, James 1 Caldwell, E. K 6 Dewey, Charles 2 Cairns, George A. 2 Dodcl, O. L. 40 Dickson, H. W. 1 Elkin, Willis 1 Dickson, John 1 Evans, P. G. 5 Dusenbeny, II. R. 30 Eddinger, John 30 Douthitt, B. C. 10 Eccles, Henry 5 Douthitt, Stephen 15 Ellis, Robert 7 Davis, Winslow 1 Erwin, Jabin 1 Donnell, W. & T. B. 2 Eckel, A. P. 2 Donnell, Edmund 2 Elliott, Aaron 1 Donnell, H. 1 Elliott, Frederick 10 Denny, Eli 5 Erwin, Wyatt 1 Denny, John 5 Enniss, J. H. 6 Donnell, Robert 3 Ecles, H. B. 1 Donnell, Emsley 3 Everett, John 5 ' Donnell, George 2 Everett, John Guard. 60 Donnell, Samuel 3 Evans, J. W. 2 Dick, R P. 12 Edmonson, W. B. 6 Davis, James 3 Erwin, J. J. 40 Donnell, J. M. 5 Fonville, F. H. 1 Dick, J. M. 30 Freeland, George 1 Dixon, 0. M. & W. R. 1 Faucette, John 1 Dillon, II. 2 Fallen, J. K. 2 Dodson, J. T. 1 Fink, John 21 Dwiggins, Samuel 10 Foil, Moses 5 Davidson, G. F. 68 Fisher, John 1 Davidson, William 5 Fries, Francis 114 Deaton, James 5 Fries, Henry 10 Darham, Alvis 1 Field, J. W. 45 Dunkin, William 1 Fogleman, Peter 1 Donuan, Davis 3 Foust, Daniel, o O Donnan, John 3 Foulkes, Mrs. J. A. 3 Dibble, Bros. & W. II. Foust, Martha Ann 1 Washington, 41 Freeland, J. J. 6 Durkin, W. 0. 1 Fentress, T. II. 1 Davis, D. A. 20 Falls, Edwin 10 Davis, M. 3 Felter, Manuel 4 39 Fleming, A J. 2 Gillespie, Otho 15 Foard, 0. G. 66 Gully, J. J. 5 Foard, J. F. 34 Gully, Ransom 1 Fraley, B. F. 5 Gaither, Ephraim 13 Fisher, C. F. 143 Greene, George 8 Fisher, J. A. 1 Grice, G. W. 5 Foy, J. M. 1 Green, R. S. 11 French, G. R. 3 Greenlee, E. E. 5 Flemming, J. L. 1 Hughes, J. W. 5 Freeman, E. B. 3 Hardin, D. C. 5 Ferrall, Pat. 1 Hughes, A. G. 1 Frazier, J. D. 2 Hurdle, George 2 Faucette, G. A. 5 Hardin, John 5 Faucette, J. R. 5 Hazell, Bennett 14 Foulkes, J. J. 2 Hurdle, Josiah 1 Gant, Jesse 1 Hurdle, Benjamin 16 Graham, James 1 Hoffman, John 1 Guthrie, George 1 Holt, E. M. 56 Gunn, John 1 Holmes, William 1 Graves, Calvin 10 Holt, Edwin 1 Gibson, E. R. 45 Holt, Jerry 1 Glass, Jacob 1 Holt, Peter 1 Greene, John 1 Hardin, P. R. 1 Gilmer, J. F. 1 Holt, Jacob 5 Goodman, Daniel 10 Holt, John 5 Gilmer, J. A. 81 Hardin, J. 1 Gilmer, W. S. 1 Harris, K. P. 5 Gibson, James 36 Harris, S. C. 17 Garrett, F. A. 20 Harris, Solomon 5 Glenn, R. W. 5 Harris, W. S. 5 Gilmer, James W. 6 Harris, O. J. 5 Gray, William 1 Harris, W. G. 5 Graham & Dunn, 1 Harris, C. W. 10 Gillespie, A. M. 10 Hodgen, J. M. 1 Gillespie, J. W. B. 1 Haines, A. M. 1 Gardner, G. 4 Hudson, Willie 1 Gray, Robert 1 Holt, W. R. 20 Gorrell, Ralph 20 Hargrave, Samuel 20 Glnis, John 3 Hargave, Alfred 20 Gillespie, J. F. 10 Hargrave, J. H. 10 Guess, W. W. 1 Hunt, Andrew 14 Graves, Ralph 1 Hunt & Adderton 18 ' Graham, W. F. 40 Floover, Charles 9 Goldson, Thomas 2 Hoover, Yalentine 14 Gheen, G. H. 1 Hart, Henry 5 40 Hen d rick, John 10 Harding, E. L. 8 Hidrick, B. S. 3 Haywood; R. B. 1 Harris, T. D. 2 Holmes, M. L. 6 Hendrick, J. A. 3 Harris, Richard 10 Hoover, W. K. 5 Hogg, T. D. 10 Hendrick, Jake 1 Hawkins, P. B. 92 Hepler, David 10 Hutchins, C. W. D. 2 Hairston, P. W. 5 Hallimon, W. H. 2 Harris, Jonathan 2 Husted, H. W. 2 Hiatt, Wilson 2 Haywood, F. J. 10 Hiatt, David 1 Hinton, L. 2 Hannar, Samuel & Co. 5 Hutchins, John 3 Houston, Levi 2 Hill, W. G. 2 Hamnr, Robert 1 Hall, E. 9 Hatnck, Samuel 3 Holden, W. W. 3 Hoskins, S. M. 1 Henderson, Jos. 1 Hill, John 3 Haynes, T. W. 20 Hunt, John 5 Hunter, J. T. 9 Henclrix, George 1 Hall, Willis 5 Henclrix, J. L. 1 Harrison, J. R. 9 Hackett, J. C. 1 Haywood, E. G. 17 Houston, J. H. 10 Harris, Richard 20 Holt, Willis 1 Harris, R. W. 10 Holt, John 1 Harris E. K. 26 Hunt, E. A. 2 Hamilton, R. A. 12 Hughes, S. W. 1 High, W. H 1 Heartt, Dennis 2 Haynes, W. H. 2 Hartt, David 1 Ho'yle, E. W. 5 Hargrave, Jesse 14 Ipock, Arthur 5 Harrison, B. P. 1 Johnson, Wm. 1 Hall, Bait & Branch 2 Johnson, James 1 Henderson, Archibald 44 Irwin, C. II. 5 Horah, J. M. 2 Jones, Aquilla, 6 Heathman, William 5 Jem i son, James 10 Henderson, A. M. 2 Justis, Alexander 5 Heathman, David 15 Ingram, ^Neadham 1 Hall, E. W. 2 Isahour, Daniel 5 Harris, George 3 Johnson, C. W. 40 Hart, Levi 5 Jones, Cad. Sr. 40 Hall, E. P. 5 Jones, Pride 30 Hill, Frederick J. 50 Jackson, George 2 Hinton, Charles & Co. 38 Jones, G. B. & Co. 1 Hi n ton, C. L. 4 Jones, Ben. 5 Haywood, G. W. 4 Jenkins & Roberts, 40 Hill, F. C. 7 1 James, J. E. 10 41 Jones, W. H. Jones, Wesley Jones, Kirnbrough. Jones, J. B. Jenkins, Thomas Jones, W. D. Johnson, C. E. Jones, P. E. A. Jerkins, J. H.; Jenkins, A. T. Jarvis, M. W. Kerr, D. W. Kerr, Samuel Krimminger, L. B. Kinnions, Samuel' Kluttze, George & Levi Kerr, S. M. Kirk man, J. "W. Kirkland, John U. Kerr,! Samuel Kahn wilier, Solomon Kahn wilier, Daniel Kalmwiller, David Kidder, Ed. Kelly, E. V. Kenneday, J. T. Kenneday, Thomas Kenneday, John Kenneday, J. E. Kaine, John King, R. R. King, Elam, King, Elam, (Guardian) King, Jane A. Kelly, Charles Long, J. C. Lindle}^, A. H. Leaser, J. M. Lowrey, L. J. Long, J. M. Litaker, Daniel Lietaker, George Long, J. A. Lindsey, A. Latham, F. P. 1 Lainbeth, James 2 5 Lambeth, Sheel 10 10 Lambeth, J. H. 12 5 Lambeth, D. T. 12 1 Lambeth, J. M. 9 2 Lambeth, Alice 1 5 Ledbetter, Henry 5 30 Logan, J. E. & Isabella 3 78 Lindsay, R. G. 10 71 Lindsay, Jed. H. 10 1G Lindsay, Jesse H. 17 5 Leonard, C. H. 1 5 Leonard, Jonathan 1 2 Lamb, C. & J. 1 1 Lamb, Anderson 1 5 Lamb, G. B. 2 2 Latimer, C. 1ST. 5 3 Latta, J. C. 1 10 Lundsford, James 2 SO Lynch, Tom 1 1 Leslie, Robert 7 1 Leach, M. W. 5 1 Laws & Turrentine 5 5 Long, O. F. 10 1 Leach, L. M. 1 6 Lord, J. B. 106 1 Lippett, J. J. 1 50 Loring, Thomas 3 1 Lane, W. K. 5 2 Leniay, T. J. 5 3 Lovejoy, J. M. 1 o O Little, George 2 3 Linn, J. A. 1 7 Lambeth,'Li. D. 10 5 Lash, I. G. 33 2 Maimey, Ephraim 10 2 Mauney, Valentine 10 1 McCnlly, Josiah 1 1 Moose, John 10 1 Moose, Daniel 1 5 Moose, M. C. 1 5 McAdams, James 1 10 Moose, E. S. 1 5 Martin, P. F. 1 5 Moose, J. E. 1 42 McCully, Eobert 1 1 Moose, C. A. 1 i Mebane, Giles 48 | Moss, John 5 Morrison, W. P. 10 Montgomery, D. A. 11 ! McEachern, J. E. 4 1 McMiny, J. B. 5 Means, W. C. 20 Morehead, John L. 3 Mclvinlv, Sandy 8 Miller, J. W. 5 Miller, Daniel 5 Morrison, J. E. 2 Miller, J. H. o O Morris, P. M. 1 McRae, A. C. 3 McCauly, Hugh 20 McDonald, John 1 Mabry, J. P. 22 Murphy, John 1 Maffit,'D. Y. 34 Moss, A. A. 3 McRorie, John 23 Martin, J. F. 20 Mendenhall, E. E. 1 Mendenhall, M. H. 2 McKenzie, C. EL 1 Mendenhall, J. J. 1 McRary, S. W. 45 McKee, ^Y. L. 3 McLean, F. B. 1 McCnllock, J. D. 1 Mendenhall, Cyrus P. lot Mendenhall, l^ereus 5 Mitchell, Joe 1 McGee, Samuel 1 Moderwell, M. 10 McLean, J. P. 5 Mebane, J. A. 1 I McLean, J. & C. 5 1 McLean, T. G. 2 | ^IcLean, John M. 1 1 McLean, Joel 30 McLean & Co. 5 Morehead, John M. 88 McKnight, David 5 Minor, James 1 McLean, J. C. 5 McMinny, J. W. 2 Millis, J. W. 2 Mebane, D. C. 11 Mitchell, J. M. 1 Mebane, Win. M. 1 Menhendall, W. P. 4 McConnell, W. J. 56 McAdoo, C. X. 4 M elver, I. 3 Mendenhall, R. I. 1 McMinny, John 1 McCurly, William 1 Mendenhall, G. C. 5 McXeely, John, dee'd 5 Mcllvane, A. r G. 15 Moore, Stephen 5 Major, Francis 1 Miclde, M. J. 2 Milliken, E. 1 Murphy, "William 43 Myers, Myer IS Myers, E. 8 McCorkle, J. F. 71 Murdoch, William 140 McRee, A. C. 1 Mears, J. L. 2 Mears, Gaston 1 McPae, Alexander, 1 Martin, A. 1 McPae, Jno. C. & Co. 8S5 Mordecai, G. W. 80 Mordecai, Jacob 30 Moore, B. F. 30 McPae, D. 1 Morris, J. 9 McGee, W. II. 1 Mariott, J. T. 1 McKnight, AVm. 7 McKenzie, M. S. 21 McKimmon, Jas. 10 Marlin, Jas. 1 4 3 Misenheimer, Jas. 10 Phillips, Charles 5 Melchor, Christoplier 10 Phillips, S. F. 5 Moore, W. P. 5 Peebles, Lem. 3 Newlin, Jno. & Son 10 Paul, Samuel 1 Newlin, Jas. 3 Plummer & Brnner, 5 Nicholson, W. F. 5 Partee, C. L. 2° Neal, Elam 1 Parsley, 0. G. 50 Newman, Jos. 1 Pool, W. E. 10 Norwood, G. 2 Porter, Henry 2 Nixson, Nich 5 Peck, L. W. 1 Nutt, II. 2 Primrose, Jno. 5 Nelson, C. J. 1 Palmer, J. C. 1 Newson, J. D. 2 Purify, J. L. 1 Norn's, J. P. 5 Peace, ¥m. 10 Nixon, Jerry 5 Pharr, Samuel 5 Nesbit, A. M. 56 Query, E. A. E. 5 Ocliler, J. C. 1 Eay, D. L. 5 Osborne, J. ~W. 10 Eendleman, J. B. 1 Oo-bnrn, E. "W. 5 Eoney, B. F. 2 O'Eork, Jno. 5 Eeid, Joel 10 Pickett, Jerry 1 Eumple, Peter 1 Propts, Henry 5 Eussell, W. G. 2 Patterson, G. 1 Eussell, Jno. 1 Patten, J. E. 80 Eogers, Jno. 1 Pinter, G. S. 20 Eankin, Jesse 10 Pharr, J. 0. 10 Eiley, George 5 Phifer, C. 23 Eankin, Eoberts 6 Price, C. N. 5 Eankin, Adam 5 Phifer & York 10 Eankin & McLean 30 Plunkett, M. M. 5 Eankin, Albert 1 Pitts, Moses 2 Eagle, Albert, 3 Payne, C. L. 20 Eoberts, W. W. 1 Pinkston, M. 5 Eice, Thomas 10 Pickett, Jeremiah 5 Eeid, Eufus, Dec'd. 10 Parker, J. N. 1 Eiley, James 1 Prather, P. E. 1 Eay, F. B. 1 Phipps, R. S. 2 Eowlett, Jno. 1 Peeclen, Jno. 1 Eoberts, B. B. 21 Perry, Ebb. 1 Eobutson, F. H. 1 Pritchard, ~Wm. 1 Eeeves, Francis 5 Pankey, J. B. 5 Euffin, P. B. 5 Pratt, W. N. 3 Eamsay, J. G. 3 Parker, Abner 2 Eobins, Alex. 10 Parish, D. C. 5 Buss, J. P. II. 5 Phillips, James 5 Eice, Jno. 1 44 Roseborough, R. M. 15 Sellens, B. A. 1 fioseborough & Gillespie 1 Stewart, R. S. 1 Rankin, R. G. 2 Smith, J. C. 1 Roulhack, J. B. G. 10 Shaw, F. 1 Rand, K". G. 2 Shaw, R, P. 1 Royster, M. B. 1 Shaw, "W. S. 1 Rogers, S. H. 1 Stafford, J. P. 5 Rankin, W. W. 16 Stratford, H. B. 2 Reek, Jno. 30 Stanly, Joshua 2 Rominger, E. C. 5 Shelton Samuel 2 Shoffner, Mike 5 Stanly, K E. 1 Sellen, Const. 1 Stafford, Z. J. 1 Scott, Jno. 2 Stanly, Edward R. 16 Sellen, Thos. 20 Simonton, H. R. 10 Smith, Jno. 1 Samror, John 5 Stafford, Jno. 3 Strayhorn, J. N". 1 Simpson, J. R. 1 Strayhorn, John 1 Stafford, Geo. 3 Strudwick, Edward 70 Scott, Henderson 5 Swain, D. L. 50 Smith,"G. A. 1 Spencer, P. C. 2 Sheborne, Margaret 5 Star wait, John 3 Stiwalt, J. 10 Shaver, John I. 3 Stiwalt, J. Jr. 5 Shaver & Simonton, 314 Stiller Henry 3 Settle, Thomas 10 Sasserman, J. C. 5 Strange, Robert 1 Scott, J. W. 1 Saunders, Ashley 15 Smithdeal, A. A. 1 Smith, Richard. 100 Sumers, Jos. 1 Snow, T. H. 1 Sumers, Yal. 1 Smedes, Ablert 5 Sbomp, Amanda 2 Sewell, Richard 1 Sbober, Cbas. E. 40 Shelbv, P. H. 1 Stanly, Win. 20 Smith, E. 5 Shelly, Jesse 47 Stone, Sarah A. 5 Starlnok, Cbas. 2 Saunders, R. M. 20 Stewart, A. 1 Stephenson, S. 1 ! Stewart, J. A. 2 Sasser, L. D. 20 Summers, L. W. 5 Sumner, Thomas J. 35 Stephens, Levi 1 So. Car. Railroad Co 50 Smith, Eli 5 Syme, J. W. 1 Sloan, Jas. 6 Shimpoch, John 5 Sloan, R. M. 5 State of ]ST. Carolina, 300,000 Sloan, Jno. 5 Turner, William 1 Stewart, D. C. 1 Trollinger, John 20 Swaim & Sherwood, 2 Trollinger, W. H. 1 Smith, M. D. 1 Turrentine, J. S. 5 V 45 Trollinger, J. C. 1 Watkins, S. 1 Trollinger, James 1 White, C. K 30 Trollinger, Benjamin 23 White, A. W. 1 Thompson, Patterson 1 White, J. W. 1 Turner, Wilford 18 White, H. P. 1 Tliompson, J. K. 1 White, A. E. 1 Thompson, James 1 White, C. L. 5 Townsend, K. P. 4 White, li. J. 1 Townsend, H. P. Guard. 3 Winecoff, J. 5 Tomlinson, Eno 7 White, P. P. 1 Thomas, William 5 Winecoff, M. 5 Trotter W. 1 White, Y. D. 1 Thomas, L. L. 10 Waggoner, D. W. 8 Thompson, J. H. 5 White, A. M. 1 Thomas, Jesse |1 White, J. P. 5 Thomas, J. W. 75 White, C. C. 1 Thorn, J. W. 1 Weddington, W. A. 3 Thorn, J. K. 5 Wilson, Isaac 21 Taylor, F. B. 9 Widenhouse, M. 5 Th acker, Isaac 20 White, A. P. 1 Thompson, Thomas 1 Winecoff, K. 1 Thompson, W. H. 1 Wharton, A. C. 7 Tinnan, C. C. 2 Watts, W. F. [5 Tinnan, David 5 Williamson, .Francis 5 Turner, Josiah 40 Wilson, J. J. 5 Turrentine, J. C. 25 Wheeler, M. M. 11 Tate, S. K. 2 Welch, Jonathan 7 Trott, S. S. 1 Welsh, W. H. & J. 5 Turner, Samuel 2 Wattson, J. S. 1 Taylor, J. A. 5 Wharton, Jno. 5 Turner, H. D. 15 Wiley, Shuman 2 Tucker, W. H. & E. S. 59 Wharton, J. C. 2 Turner, Thomas 5 Weir, D. P. 42 Thompson, Irwin 10 Wharton, Eavans 6 Tull, J. G. 10 Wilson, Andrew 5 Upchurch, Bartlett 1 Wilson, David 4 Upchurch, W. C. 1 Wilson, William 1 Vanbocklin, A. H. 2 Wharton, Elisha 1 Walker, Andrew 2 Westbrooks, S. W. 1 Walker, J. H. 1 Winburn, W. A. 14 Walker, B. B. 1 Wilson, Arch. 4 White, S. A. 1 Wheeler, Nathan 1 Watson, E. F. 2 Wharton, David 7 White, S. M. 1 Wharton, W. W. 6 Williamson, J. E. 10 Worth, J. A. 1 46 Whitt, David Woodbin, A. C. Weatherly, J. A. "Watson, Jno. Wilkinson, Jno. Webb, Thos. Wilson, J. B. Wilson, Alex. Sr. Wilson, Alex. Jr. Webb, Jas. Sr. Webb, Jas. Jr. Ward, Win. Webb, J. H. White, L. Withers, T. Wilkins, Ed. Whitford, J. D. Wallace, Thos. White, Andrew White, J. D. Wood, D. B. Wood, W. A. Wood, T. S. Wood. J. H. 1 1 1 1 9 1 5 1 1 10 1 10 2 5 6 13 5 2 1 1 1 1 1 Williams, 1ST. L. 4 • Wright, W. A. 5 Wright, Thos. 10 Worth, T. C. 3 Washington, Rich'd 29 Watson, J. H. B. 49 Wilson, S. W. 5 Williams, A. 3 Williams, J. K. 1 White, J. B. 1 Womble, Jordan- 2 Woodal, A. P. 1 Williams, H. 2 Washington, J. !N\ 5 Willis, Alexander 5 Whitford, D. E. 5 Whitford, Bryan 5 Young, R. S. 5 York, A. J. 5 Yong, J. C. 1 Yokely, Sam. 9 Young, T. M. 5 Young, M. D. 2 Zackary, Wm. 1 STATEMENT OF ENGINES ON THE NORTH CAROLINA RAIT ROAR, Their Cost — Description — Mileage — -from first July, 1856, to first January, 1859, inclusive. Name! of Engine/ By whom limit. I I 1 /„..,.< I.-. .l,»Ho. Ill Ui./.i>. ./ j Length \CylinderM stroke. | ,SV/,/. 1854. 1 Set. 1354 Sjjil. 1654. Dee. 1854. II. K. /j- Co. Oel. 1850. 11 Worn* ,|- Son Mw. 1856. .1/ir 1857. R. 1. IV. .Wny. 1857. Mm* .1- S» July, 1855. 9,0011 !l .11011 11.01111 ttches 34 incics H, Link. Hook. 29,550 29,516 28,550 26,044 29,(196 25,500 7,840 12,046 8,374 5,348 3,220 1 5.840 15,328 23,046 24.088 2,100 4,4:i9 2,1-12 1 ,623 1 ,5113 1 1.351 2,913ii 4,424| i 1.5K4 1,857 511,0411 23.536 311,3311 17,057 22.5411 26.378 25.1188 31,166 30.4(15 17,280 1 1 ,952 14,922 12,390 12.7112 11,096 9,443 13.699 9.304 10,(133 3.957 2,854 14,983 6,373 1,663 1.846 0,905: 0.874 1 ,054 1.159 0.7911 (1,052 1 1 .900 12,346 1 6,524 17,599 12.528 8,395 9,950 11.608 12.852 1 5,326 13,585 8,783 3,401 0.-148 0.5011 651140 72,201 62,131 66,183 68,002 511,583 48.956 54.959 1,748 3,595 5.347 Kr l,„ilt. I :,„:,! ,„■,/,,-. 0,812 50,011 1,109 0,437 46,367 0,729 0,485 41,893 1.471 Fnight. 0.314 35,330 3,6115 0,731 46,394 1,446 2,528 45,158 1.910 1,155 21,092 5,896 9,153 14,342 7,87(1 7.391 14,753 8,0811 2,121 5,870 18.235 20,350 3,5011 2,382 Freight. 1,646 21,698 2,960 7,507 4.210 Gravel l,x Shop for Repairs. 0,779 10,657 11,0117 (•'not! order. 939,718 2.788 '•'■'"A"' <■•"» per mile for all Enginee. Photomount Pamphlet Binder Gaylord Bros. Mafew w v Syracuse, »- *■ UNIVERSITY OF N.C. AT CHAPEL HILL | 00042071943 FOR USE ONLY IN THE NORTH CAROLINA COLLECTION