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Library of the 
 University of North Carolina 
 
 Endowed by the Dialectic'and Philan- 
 thropic Societies. 
 
 Cp^i'l- K*lg- 
 
REPORT 
 
 OF 
 
 COL. WALTER GWYNN, 
 
 CHIEF ENGINEER NORTH CAROLINA R. R. CO. 
 
 TO THE 
 
 BOARD OF DIRECTORS 
 
 AT 
 
 MEETING IN SALISBURY, JAN. 10, 1856 
 
 , U^J-,. AU) 
 
 Salisbarg : 
 
 J. J. BRUNER, PRINTER. 
 1856. 
 
:.-•. 
 
 : 
 
 Digitized by the Internet Archive 
 
 in 2012 with funding from 
 
 University of North Carolina at Chapel Hil 
 
 http://www.archive.org/details/reportofcolwalteOOnort 
 
OFFICE N. C. R. R. COMPANY, 
 Salisbury, January 10th, 1856. 
 
 Extract from Journal of Proceedings of Board of Directors : 
 
 " A communication was received from Col. Walter Gwyn.v, Chief Engi- 
 neer, making a Report and tendering his resignation — ■whereupon it was, on 
 motion, unanimously 
 
 Resolved, That the same be accepted, to take effect on the completion of 
 the track of the Road ; — and that the thanks of the Board being due, are 
 hereby tendered to him for his able, efficient and faithful services as Chief En- 
 gineer of the North Carolina Rail-Road Company ; and that he be tendered, 
 for himself and family, a free passage for life over the Road." 
 
 CYRUS P. MENDENHALL, Sedy. 
 
 " Ordered" That the President cause to be printed 1,000 copies of the com- 
 munication and report of the Chief Engineer submitted to the Board to-day, 
 for distribution, and that 100 copies of the same be furnished to the Chief 
 Engineer." 
 

 
 
 
 
 5 
 
 \.-S 
 
 
 
 
REPORT. 
 
 To the President and Directors 
 
 of the North Carolina Rail Road Company. 
 
 Gentlemen — 
 
 I have tlie pleasure to inform you that the Railroad 
 track is now completed with the exception of three miles of 
 rails to be laid, which work will be performed in a few days. 
 .But for the delay in getting the iron up from Portsmouth and 
 Charleston, the Road would have been finished during the 
 past year. 
 
 The following is a list of the unfinished works : 
 
 1. The ware-house at Goldsboro\ built conjointly with the 
 Wilmington and Wei don Railroad Company. The walls are 
 completed, the roof framed ready to be raised, the tin for the 
 covering is on hand, and a contract has been made for put- 
 ting it on. 
 
 2. Engine shed of brick at Goldsboro', not commenced or 
 contracted for. 
 
 3. Engine shed at Raleigh, the walls erected and timber 
 got for the roof. 
 
 4. The walls for the Machine shop raised, and the roof 
 framed. 
 
6 
 
 5. Blacksmith shop and Foundery, walls erected and timber 
 for the roofs contracted for. 
 
 6. Carpenter's shop, Engine and Car sheds to be built, 
 to complete the arrangements for repairs and the protec- 
 tion of the Coaches and Engines at the Company's shops. 
 
 7. The Steam Engine and machinery for repairs have been 
 contracted for, and are in an advanced stage of construction. 
 
 8. Dwellings to be erected at the Company's shops for the 
 Superintendent and operatives. 
 
 9. The timber for tire ware-houses at McLean's and James- 
 town station gotten out. 
 
 10. One section master's house framed, nine to be built and 
 timber to be contracted for ; — fourteen houses for water-sta- 
 tion and ware-house hands to be built, and timber to be con- 
 tracted for, and seven wood sheds to be built. 
 
 11. A passenger and locomotive shed to be built at Char- 
 lotte. 
 
 12. The bridges west of the Eno, including the bridges 
 across the Eno, are not yet weather-boarded — a contract has 
 been made for the plank. The ware-houses and wood-sheds 
 are to be painted, and it is desirable that the bridges should 
 be painted as soon as they are covered. 
 
 13. For a bridge across the Haywood road, near Raleigh, 
 the timber has been contracted for. 
 
 11. A map of the line of the Railroad is in progress, shew- 
 ing the right of way, the dividing lines between proprietors, 
 and a plat of all the land acquired by the Company. 
 
 15. Tracks at the Shops and Turn-outs on the line. 
 
 I might here close this communication,, for there is little I 
 can say which has not already been communicated to you and 
 is generally known to the Stockholders. But there are some 
 interesting facts scattered through the reports and records" of 
 the Company which, with a view to a more ready reference, 
 I beg leave to embody. I shall do so with the utmost brevity ; 
 my aim being nothing more than a bare recapitulation. 
 
1. The Company was chartered on the 27th day of Jan- 
 uary, 1849, with a capital of $3,000,000 — the State agreeing to 
 subscribe $2,000,000 when $1,000,000 of the capital stock 
 should be subscribed for and one-half the amount paid into 
 the hands of the Treasurer of the Company. The first condi- 
 tion, requiring the subscription of a million of dollars of the 
 capital stock, was complied with in 1850, and on the 11th day 
 of July of that year, the Company was duly organized. It 
 is worthy of remark that the whole amount was subscribed 
 by individuals, without the aid of corporations, the largest 
 subscription thus made to any public improvement in the 
 Southern country. 
 
 2. The surveys were commenced on the 21st day of Au- 
 gust, 1850. On the 5th day of May, 1851, the results, with 
 an estimate of the cost of the Road, were reported to the 
 Board of Directors, when the location was decided upon. 
 
 3. In July, 1851, the graduation and masonry was let, and 
 on the 11th the ceremony of "breaking ground" was per- 
 formed at Greensboro', by the Hon. Calvin Graves, whose 
 casting vote, as Speaker of the Senate, for the Charter of the 
 Company has won for him the appellation of " the pilot who 
 weathered the storm," although in doing so he sacrificed him- 
 self with Roman devotion to its fury. This interesting cere- 
 mony was performed in presence of the Slockholders and a 
 large concourse of strangers, — it may be justly regarded as 
 an event which will ever be memorable in the annals of North 
 Carolina — -an era which marks her engaging with earnestness 
 in honorable competition with her sister States, in the great 
 work of Internal Improvement, which is to raise the State to 
 that rank which the advantages of her situation entitle her 
 to hold. The earth which was removed was deposited in a 
 copper-box to be sealed up with the Charter of the Company ; 
 the names of the original subscribers to the Stock, the news- 
 papers and coins of the day, with a scroll containing an Ad- 
 dress to be read at the hundredth anniversary of the celebra- 
 tion of " breaking ground," when, and not until then, the 
 seals of the box are to be broken. From this memorable day, 
 the 11th July, 1851, there lias has been no faltering or de-. 
 
8 
 
 spondency ; all have been united heart and hand in the great 
 ■undertaking, the whole State, the entire people, catching the 
 enthusiasm which it engendered, have come forth in their 
 might and majesty, battling in the cause of Internal Improve- 
 ment, those heretofore signalized as laggards, now pressing 
 forward in the front rank. On the Southern border an ex- 
 tensive line of Railroad has been commenced ; in the lan- 
 guage of the patriotic and lamented Governor Dudley, " Hank- 
 ing South Carolina," and turning Xorth Carolina trade to 
 Xorth Carolina ports. The extension of the Xorth Carolina 
 Railroad to the sea-board at Beaufort, and the west to the 
 Tennessee line is in progress — proving what I may be par- 
 doned for not resisting the gratification to say, the verity of 
 the opinion I expressed in my Report to you of the 5th of 
 May, 1851 — of the " entire feasibility and practicability of 
 extending the Xorth Carolina Railroad into Tennessee and to 
 Beaufort," and exemplifying the maxim therein laid down m 
 connection with these important adjuncts to the Xorth Caro- 
 lina Railroad, that "what is probable in theory has in prac- 
 tice always proved true." 
 
 4. Returning after this digression to the subject before me. 
 The Contractors on the Xorth Carolina Railroad were all 
 stockholders, and with' only two or three exceptions entirely 
 destitute of experience in the work they undertook ; they com- 
 menced their contracts very generally in January, 1852, and, 
 on the 1st of January, 1853, without the aid of a single dol- 
 lar from the Treasury of the Company but relying entirely 
 upon their own credit and means, their united labor amounted 
 to $500,000, which, carried to the credit of their Stock sub- 
 scriptions, fulfilled the second condition of the subscription on 
 the part of the State, and brought her in as a partner in the 
 great enterprise. This (coupling the subscription of a million 
 of dollars by individuals, chiefly farmers, and working out a 
 half a million upon their own resources) is an achievement un- 
 precedented in the annals of the public works of this or any 
 other country, and wherever known, (and it ought to be pub- 
 lished every where,) Arill disabuse the public mind and vindi- 
 cate the energy, enterprise and industry of the citizens of the 
 State. 
 
9 
 
 5. I have repeatedly said publicly, and perceiving no im- 
 propriety in it, I avail myself of this occasion, to say that, in 
 my experience, now exceeding thirty years, I have not found 
 on any public work with which I have been connected, a set 
 of Contractors more reliable than those with whom I have 
 had to deal on the North Carolina Railroad, and none with 
 whom my intercourse has been so pleasant and agreeable. 
 
 6. I consider it proper here to remark that the work, though 
 paid for partly in Stock — the exact ratio of which I am unable 
 to state, though I believe it may be put down at about two- 
 fifths, that is, two of Stock to three of cash payments — -was 
 originally estimated for, let, and completed at cash prices ; 
 and I feel fully justified in stating that the Road has cost less 
 than if let wholly for cash — for the reason that in cash lettings 
 at the South, the work is generally taken by foreigners or non- 
 residents, many of whom are mere adventurers, without means 
 or credit, who cannot command an adequate supply of labor 
 in the vicinity of the work ; that which they do obtain is at 
 an advanced price, proportionate to the distrust of the parties, 
 and the imported labor still higher, it is apparent that these 
 causes tend greatly to enhance the cost of the work, which, if 
 not provided for in the outset, as is rarely, I may say, never 
 fully done, must lead to a failure, and an abandonment of the 
 contract, with the invariably attendant consequences of delay, 
 and increased cost. Now when the work is executed, as was 
 the case on the North Carolina Railroad, in small contracts 
 (with the exception of the section extending from Goldsboro' 
 to a point six miles west of Raleigh) by the people on the line 
 of the Road — no one undertaking more than he can conve- 
 niently perform — there is no unworthy jealousy or rivalry and 
 no distrust — friends, neighbors and relations far and wide lend 
 a helping hand, — all from one end of the Road to the other 
 being engaged in the same cause, with one common object in 
 view, become united in sympathy and kindly feelings ; what 
 one may lack in labor and means his more abundantly sup- 
 plied neighbor will provide ; — the Road furnishes a safe 
 market for the whole country adjacent, — the Contractor con- 
 sumes his own provisions, -works his own horses and his own 
 hands — being, as it were, the purchaser of his own surplus 
 
10 
 
 products and the hirer of his own horses and hands, — finding 
 remuneration and ample recompense in pay received for his 
 work. It follows then as a necessary consequence and it must 
 appear obvious to every one, that the native Contractor, resi- 
 dent on the line of the Road, and adjacent thereto, can work 
 for a less price than non-residents of the State, who would 
 have to import foreign labor, — and, if white labor, as in all 
 probability it would be, — would cost more than slave labor, 
 besides not being so effective (in the Southern country) by at 
 least thirty per cent. My own experience and observation, 
 sustained by that of skilful and experienced Contractors, fully 
 justifies me in making this comparison and ratio between 
 white and slave labor in the South. I therefore, have no 
 hesitation in saying that the Xorth Carolina Railroad, built 
 as it has been in small contracts, at the Engineer's estimate, 
 by citizens of the State residing on the line of the Road, with 
 the native labor of the State — has cost less than if paid for 
 wholly in cash under the system of public lettings to the low- 
 est bidder. The result, however, will be otherwise when the 
 work is let in large contracts for payments partly in Stock, — 
 and for the simple reason that one man cannot hire a large 
 force as cheaply as twenty or thirty Contractors scattered along 
 the line of the Road residing in the vicinity where the hands 
 would be employed, — nor can he procure his supplies as 
 cheaply ; experience has fully proven this every where — and 
 I could, but that it might be deemed invidious, cite examples 
 quite familiar to many in the State. 
 
 7. In relation to a comparison of the estimated and actual 
 cost of the Railroad, — in lieu of any observations or collating 
 of my own, — -I beg leave to transcribe a statement made by 
 Gov. Morehead, late President of the Company, in a commu- 
 nication to the last General Assembly, which is as follows : 
 
 " As by the estimates now submitted, it will appear, that 
 the Road, when fully completed and equipped, will cost, as 
 per exhibit A, $1,235,300, over and above the three millions ; 
 it may seem to those who do not understand the subject, that 
 the original estimate of $3,405,132, made by the Chief Engi- 
 neer and adopted by the Board, was wide of the mark, and 
 erroneous in its calculations. 
 
11 / 
 
 " If any such impression be made, it is due to the Chief 
 Engineer, and to the Board, with whom I had the honor to 
 act in adopting the first estimate, that it be removed. A 
 short examination of the subject will excite surprise at the 
 accuracy of the first estimate. 
 
 " That estimate was made, to ascertain what sum would be 
 required to construct the Road, and fairly put it in operation, 
 and the Chief Engineer, after estimating that the Roadway 
 would cost $3,165,332 — the work-shops and fixtures $100,- 
 000 — proceeds to say : ' The number of Locomotives and their 
 trains depend of course entirely on the amount of business, 
 and may be increased as the wants of the Company require. 
 It is not usual to embrace in the original estimates and charge 
 to capital more than barely sufficient to put the Road into 
 operation ; and with inconsiderable additions, carry it through, 
 and enable it to do the business of the first year. With this 
 restriction, I submit the following estimate, viz : ' 
 
 "The Engineer then estimates for ten Locomotives, six pas- 
 senger, four baggage and eighty burthen cars, at $139,800 — - 
 which sum, added to the two preceding sums, gives $3,105,132 
 for the Road-way, equipment and workshops. 
 
 "The estimates now presented to you are intended to show 
 what sum will be required to complete the Road, all necessary 
 buildings and appendages, and to equip it in a style commen- 
 surate with its importance. 
 
 " By these estimates the entire cost will be $1,235,300, (be- 
 ing the whole amount contained in exhibit A,) which is 
 $1,235,300 over and above the three millions already sub- 
 scribed. 
 
 By exhibit A, it will be seen the motive power yet to be 
 contracted for amounts to the sum of $289,600 
 
 By reference to the accompanying printed Report, 
 at page 21, will be seen the motive power already 
 contracted for, and the most of which is already 
 received, which may be put down at a cost of 221,150 
 
 Thus making the motive power cost $510,750 
 
12 
 
 Cost of motive power brought forward, $510,750 
 
 Deduct estimate for motive power in first estimate 139,800 
 
 The increase for motive power is $370,950 
 
 To this may be added the estimate for houses, for over- 
 seers and hands, which might be, but ought not to 
 be dispensed with, viz : 20,000 
 
 Also may be added at least the sum of $20,000, ren- 
 dered necessary in the estimate for additional sheds 
 for Locomotives and Coaches 20,000 
 
 Thus we have the sum of $1:10,950 
 
 contained in the present estimate, which was not intended to 
 be estimated for in the first, 
 
 " The extraordinary rise in the price of iron since the first 
 estimate, could only have been seen with a prophetic eye. 
 Of the twenty-three thousand tons bought for this Eoad, 
 5,000 tons were purchased before the rise, and 18,000 tons 
 since, at an enhanced price of at least $22 per ton, making 
 the cost for iron at least $396,000 more than was anticipated. 
 Add this sum to the foregoing sum of $410,950, and we have 
 the sum of $806,950, which being deducted from the present 
 estimate $1,235,300, leaves $3,428,350. Deduct from this the 
 first estimate of $3,405,131, and the sum of $23,218 is left as 
 the discrepancy as to the cost of the Roadway, between the 
 first estimate made before the first shovel of earth was re- 
 moved, and the second estimate now made, when most of the 
 work is executed. And here let it be remarked, the price of 
 labor and provisions have nearly doubled since the first esti- 
 mate was made." 
 
 8. I would say in addition to the above statement, that a 
 change was made in the location near High Point after the 
 publication of the estimate, which involved an expenditure of 
 $12,000, compensated for by a saving of half a mile in dis- 
 tance — and the expense of passing through the towns on the 
 line, exceeded the original estimate for expenditures, which 
 could not be foreseen, by the sum of $18,500 — making the 
 
13 
 
 sum of $30,500 not embraced in the estimate ; from which 
 subtract $23,218, reported by Gov. Morehead as the excess of 
 cost over the estimate, and we have $7,282 in favor of the 
 original estimate. That is, the actual cost falls short of the 
 estimated cost, $7,282. And I am happy to have it in my 
 power to say from a knowledge of the expenditures which 
 have been made, and those now to be made — that the esti- 
 mates submitted by Gov. Morehead, as stated in the above 
 extract from his communication to the General Assembly, will 
 prove amply sufficient for the completion of the Railroad, 
 with all its buildings and equipments. 
 
 9. The ready response of the General Assembly to the ap- 
 plication of the Company for an additional subscription of a 
 million of dollars, is worthy of record and all commendation. 
 The capital Stock of the Company is now $4,000,000 — the 
 State owning three millions and individuals one million. 
 
 10. For my views in regard to the organization for, and the 
 management and "[working " of the Railroad, I beg leave to 
 refer you to the " Regulations and Instructions for the govern- 
 ment of the Transportation Department and the Running of 
 trains, &c, — prepared by the Chief Engineer and adopted by 
 the Board of Directors on the 21st of September, 1854," and 
 to my communications to the Board. 
 
 I would earnestly recommend, as the result of my observa- 
 tions for a long period, that the Company adopt a low rate of 
 speed for their passenger and freight trains. If there is any 
 one proposition in Railway economy, and there are, I assure 
 the Board, but few, clearly, fully and practically demonstrated, 
 it is the economy of low speeds ; — though the precise differ- 
 ence between the cost of transportation due to different de- 
 grees of speed has not yet been ascertained, it is usually esti- 
 mated that the wear and tear of the track and machinery is 
 equal to the squares of the speeds at which the trains are run. 
 The depreciation, then, at 20 miles per hour, would be four 
 times greater than at 10 miles per hour — that is, the wear and 
 tear would be as 4 to 1. The speed upon every Road should 
 be adapted to the amount of business. To the neglect of this 
 
14 
 
 rule and the establishment of uniform rates of speed upon 
 most of the Railroads of the country, may be ascribed the 
 small nett earnings of many of them. 
 
 11. Having a due regard to the travel and freight on the 
 iNorth Carolina Railroad and to the present condition of the 
 Road, it being new, and the winter season setting in — with 
 every prospect of inclement weather, I would recommend a 
 speed for the passenger trains of 16 miles, and of the freight 
 trains 12 miles per hour; which would require, allowing for 
 stoppages, 16£ hours for the run of the mail train- through 
 the line. 
 
 12. The Road has been opened from time to time, as it 
 reached the several stations in its progress both from the East 
 and West. The receipts fully sustain the expectations of its 
 friends and verify their predictions in regard to its prospective 
 income and profits. 
 
 13. The " rolling Stock" on the Road consists of six passen- 
 ger, eight freights and two gravel locomotives, seven passen- 
 ger, four baggage, eighty -four box, sixty-six platform, and twen- 
 ty gravel cars. Some additional locomotives and passenger Cars 
 will be required during the ensuing year. The locomotives .were 
 all obtained from the celebrated works of Messrs. Richard ]STor- 
 ris & Son. The working parts are all on the same pattern. 
 The workmanship, style and finish fully sustain the high repu- 
 tation of the builders. I would earnestly recommend, no 
 change from the present plan of locomotives, with the single 
 exception of the link motion for the passenger locomotives,-- 
 and as an act of justice due to the fidelity, integrity, and libe- 
 rality of Messrs. Richard Norris & Son, as well as on account 
 of the interest I feel in the success of the Road, I would ad+ 
 vise that all future orders be given to them. It will be the 
 best 'and only means of ensuring similitude in all parts of the 
 machinery, which will result in a great saving to the Company. 
 
 14. From the advanced stage of the Road, I presume, and 
 supposing you may also consider that I have complied with 
 my engagoments to the Company, and may now with pro- 
 priety surrender the work into your hands, I respectfully ten- 
 
15 
 
 der you my resignation of the office of Cliief Engineer. In 
 taking my leave, as a citizen of the State, and an officer of 
 the Company, I beg permission to tender my thanks to the 
 late and present Executive of the State, to your predecessors, 
 to yourselves and to the Stockholders, for the many manifes- 
 tations of confidence towards me, and to offer my good wishes 
 for the prosperity of the Company. 
 
 I am, gentlemen, very respectfully, 
 
 your most obedient servant, 
 
 WALTER GVYM, 
 
 Chief Engineer N. C. R. E. 
 
 Raleigh, January Sth, 1856. 
 

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