orietteg (\>3&?.'l- WSXwl c-2- Doc. No. 47.] [Sks. lS58-'9. Ordered to ~be Printed. Holden & Wilson, Printers to the State. FINANCIAL REPORT OF THE WESTERN NORTH- CAROLINA RAILROAD COMPANY, FROM OCTO- BER 5th, 1855, TO DECEMBER 1st, 1858. To the Honorable, the General Assembly of the State of North Carolina : I have the honor to transmit herewith, a report from the Western North Carolina Railroad Company, made to me in compliance with a provision in the charter of the Company requiring such reports to be annually made, in the first week in December, to the Governor of the State. A report was also made in the month of December, 1857, but as the report herewith sent embraces all the operations of the company from its organization to the present time, and therefore embraces the matter contained in the last report, I deem it unnecessary to lay the same before you, unless it should be desired by your honorable body. THO: BRAGG. Executive Depaktment, Dec. 7th, 1858. SI Document No. 47. [Session REPORT OF THE PRESIDENT. Office Western North-Carolina Railroad Company, Statesville, December 3, 1858. \ To his Excellency Gov. Bragg : I have the honor, in conformity with the 48th section of the act of Assembly incorporating the Western North-Caro- lina Railroad Company, to submit herewith a statement of the receipts and expenditures of said company, to be trans- mitted by you to the present General Assembly ; and, by di- rection of the Board of directors, have enlarged the required statement so as to embrace the entire financial transactions of the company from its organization to this time. RECEIPTS. From individual stockholders : From Oct'r 5, 1855, to Jul}' 1, 1856, From July 1, 1850, to July 1, 1857, From July 1, 1857, to Jul'v 1, 1S58, From July 1, 1858, to Dec'r 1, 1858. Total amount from individual stock- holders, From State of North-Carolina, on account of her subscrip- tion, to fmt section : October 1st, 1856, received, July 1st, 1857, received, January 1st, 1858, received, April 1st, 1858, received,. July 1st, 1858, received, October 1st, 1858, received, Total amount received from State, Interest received and premium for exchange sold : Fn.m Oct'r 5, 1855, to July 1, 1857, From July 1, 1857, to July 1, 1858, From July 1, 1858, to Dec'r 1, 1858, Total receipts for interest, premium and exehange, Total amount of receipts, 20,000 130,535 128,528 2S,621 200,000 106,000 100,000 50,000 100,000 50,000 4,002:00 2,222 ! 51 9391 $ 307,685 81 600,000 6,318 1 ov 42 $914,004 23 185S-'9.] Document ISTo. 47. DISBURSEMENTS. Miscellaneous accounts : From Oct'r 5, 1855, to July 1, 1856, From July 1, 1S56, to July 1, 1857, From July 1, 1857, to July 1, 1858, From July 1, 1858, to Dec'r 1, 1858, For items, see Abstract herewith marked No. 1, Printing Account : From Oct'r 5, 1855, to July 1, 1856, From July 1, 1856, to July 1, 1857, From July 1, 1857, to July 1, 1858, From July 1, 1858, to Dec'r 1, 1S58, For items, see Abstract herewith marked No 2, Stationery and Office account : From Oct'r 5,' 1855, to July 1, 1856, From July 1, 1S56, to July 1, 1857, From July 1, 1857, to July 1, 1858, From July 1, 185S, to Dec'r 1, 1858 For items, see Abstract herewith marked No. 3, Mileage of directors : From Oct'r 5, 1855, to July 1, 1856, From July 1, 1856, to July 1, 1S57, From July 1, 1857, to July 1, 1858, From July 1, 1858, to Dec'r 1, 1858, For items, see Abstract herewith marked No. 4, Engineering account : From Oct'r 5, 1855, to July 1, 1856, From July 1, 1856, to July 1, 1S57, From July 1, 1857, to July 1, 1858, From July 1, 1858, to Dec'r 1, 1858, For items, see Abstract herewith marked No. 5, Salaries for Presid't & Treasur'r : From Oct'r 5, 1855, to July 1, 1856 From July 1, 1856, to July 1, 1857, From July 1, 1857, to July 1, 1858, Grading acct. from 5th Oct., 1855, to 1st July, 1857, Grading acct. from 1st July, 1857, to 19 50 10 00 90 68 12 71 156 56 21 90 169 149 20 273 266 50 167 90 133 80 12,000 13,700 14,907 1,825 2,205 3,000 3,000 $ 123,412 132 68 306 37 430 40 842 05 42,432 8,205 95 00 Document No. 47. [Session 1st July, 1858, Grading acct. from 1st July, 1858$ to 1st Dec'r, 1858, For items, see Abstract herewith marked No. 6, Masonry from 5th Oct., 1855, to 1st July, 1857, Masonry from 1st July, 1857, to 1st July," 1S58, Masonry from 1st July, 185S, to 1st Dec'r, 1858, For items, see Abstract herewith marked No. 7, Iron, Chairs and Spikes from 5th Oct., 1855, to 1st July, 1857, Iron, Chairs and Spikes from 1st July 1857, to July, 1858, Iron, Chairs and Spikes from 1st July 1858, to 1st Dec'r, 1858, For items, see Abstract herewith marked No. 8, Sills acct. from 5th Oct., 1855, to 1st July, 1857, Sills acct. from 1st July, 1857, to 1st July, 1858, Sills acct. from 1st July, 1858, to 1st Dec'r, 1858, For items, see Abstract herewith marked No. 9, Eight of Way and Eeal Estate from 5th Oct., 1855, to 1st July, 1857, Eight of Way and Eeal Estate from 1st July, 1857, to 1st July, 1858, Eight of Way and Eeal Estate from 1st July, 1858, to 1st Dec'r, 1858, To whom paid, see Abstract here- with marked No. 10, Lime and Cement acct. from 5th Oct., 1855, to 1st July, 1857, Lime and Cement acct. from 1st July, 1857, to 1st July, 1858, Lime and Cement acct. from 1st July, 1858, to 1st Dec'r, 1858, To whom paid, see Abstract herewith marked No. 11, $ 190,283 I 39,02T 39,799 54,205 14,175 43,145 79,652 63,001 6,943 22,044 10 96 17 44 06 41 44 25 00 92 1,497 71 2,675 6,458 857 2,445 2,584 1,587 6 352,723 93 108,179 185,799 30,485 9,990 6,617 67 10 63 90 06 1858-'9.] Document No. 47. Car and Engine acct. from 5th Oct., 1855, to 1st July, 1857, $ 8,7S3 50 Car and Engine acct. from 1st July, 1857, to 1st July, 1858, 17,796 29 Car and Engine acct. from 1st July, 1858, to 1st Dee'r, 1858, 7,435 10 To whom paid, see Abstract herewith marked No 12, $ 34,014 89 Freight acct. from 5th Oct., 1855, to 1st July, 1857, 488 17 Freight acct. from 1st July, 1857, to 1st July, 1858, 2,222 25 For items, see Abstract herewith marked No. 13, 2,710 72 Int., Disc't and Exchange from 5th Oct., 1855, to 1st July, 1857, 1,609 73 Int., Disc't and Exchange from 1st July, 1857, to 1st July, 1858, 27,812 85 Int., Disc't and Exchange from 1st July, 1858, to 1st Dec'r, 1858, 4,051 01 For items, see Abstract herewith marked No. 14, 33,473 69 Depot and Station acct from 5th Oct., 1855, to 1st July, 1858, 12,959 00 Dep't and Station acct. from 1st July, 1858, to 1st Dec'r, 1858, 11,292 98 For items, see Abstract herewith marked No. 15, 24,251 98 Construction acct. from 5th Oct., 1855, to 1st July, 1858, 4,539 39 Construction acct. from 1st July, 1858, to 1st Dec'r, 1858, 9,903 79 For items, see Abstract marked No. 16, 14,443 18 Bridge Suptr. acct. from 5th Oct., 1855, to 1st July, 1858, 2,715 91 Bridge Suptr. acct. from 1st July, 1858, to 1st Dec'r, 185S, 1,823 50 For items, see Abstract herewith marked No. 17, 4,539 41 Total ain't expen'ure to 1st Dec. 1858, $859,579 01 DocuitiEsrT ]STo. 47. [Session Balance remaining in the Treasury 1st Dec'r, 1858, To balance bro't clown due W. K". C. ^ R. E. Co., Consisting of the following items : IN". C. State Bonds, In Br. Bank, Morganton, Cash in Treasury, 8 54,42J 8 914,004 $ 54,424 | 54,424 R9 23 62 62 All warrants drawn on the Treasury have been presented and paid, but there are outstanding claims against the Com- pany, recently contracted, which have not yet been paid, and as nearly as we can state, may be estimated in round num- bers at some fifty thousand dollars, to wit: For Engines and Cars, say " Freight on Railroad Iron, " Chairs and Spikes, " Lime and Cement, " Turn Table and Scales, " Sundry other accounts, 22,000,00 8,000i00 6,000100 650100 2,700jo0 10,650100 $ 50,000i00 It may be proper to say that there is due the Treasury of this Company some four hundred dollars or upwards for sale of mules and wagon, which has not yet been collected. The report which our charter requires the President and Directors to submit to you annually, might be considered as complete upon the submission of the foregoing statement ; if the great work which we are now prosecuting, was completed and in full operation, such a report relating only to the finan- cial condition and pecuniary operations of the company, would fulfil the letter of the charter, and meet the expectations of the General Assembly. But the road is merely in progress of construction, and the Board have considered it proper to take a wider field, and have instructed me whilst communicating 1858-'9.] Document No. 47. 7 the actual progress made in the work since the last annual report, to suggest the removal of certain restrictions now im- posed by the charter, which must greatly retard the completion of the road, if not removed by some legislative action. The charter fixes the western terminus of the road at the French Broad river, and the surveys locate it at a point on that river near Asheville. The amendment suggested in our report at the session of 1856— '57. with a view to facilitate the work, did not embrace any proposition for the extension of the road at that time, because the Board were not then as fully assured as they have since become, that the people along the projected line, in the State of Tennessee, would be prepared to meet us at the State line, with a road in such a condition of forwardness as to prevent the possibility of delay at the point of junction. All difficulty or danger of delay on this subject is now removed. A company has been organized with means at their command to build a Railroad from Mor- ristown, on the East Tennessee and Virginia Railroad, to our State line, and have commenced operations, and are awaiting with much anxiety some action by our Legislature which will insure them a connection at an early day with the Railways of our State. The State has reserved the right expressly to extend our road westwardly to such point as the Legislature may deter- mine, contemplating the ultimate extension of the main trunk through the entire length of the State, with a branch road down the French Broad river, or, at all events, an extension to some point on the Tennessee line. The extension down the French Broad river, either with the main trunk or by a branch road, should be determined upon immediately or some assurance given of its consummation at no distant day. The company which is now organized with a view to forming a connection with our road, has a guarantee of aid from the State of Tennessee, to the extent often thousand dollars per mile, provided their road is graded within a limited time, and the expiration of that period (occasioned by the want of assur- ances from our State which I have named,) before the stipu- lated work is done by that company, might postpone to an 8 Document Kb. 47. [Session indefinite period, the railway connection upon which the suc- cess of our whole system of improvements depends. The restrictions, to which reference has been made, grow out of the section feature in our charter. The Board did not suggest, in our report, to the last Legislature, the entire ab- rogation of that feature, but only a modification of it. The question of the entire removal of the restrictions is left to the wisdom of the General Assembly. The modification hereto- fore proposed and now urged as of vital importance, is that so soon as the individual stock shall be subscribed for the re- spective sections, and the jive per cent, thereon paid, and the State has become a subscriber for her share of stock, that thereupon books may be opened for the the succeeding sec- tions, and as soon as the State shall have become a subscriber in the manner directed by the charter, that books may be opened for subscription of stock for building another section, and so on, seriatim, until the road is completed — thus abro- gating the provision which requires the first section and each succeeding one to be completed and fully equipped before books can opened and operations commenced on any other. By permitting the Company, in addition to the foregoing amendments, 'to open books for constructing the extreme western section, with authority to commence operations at Paint Rock, on the Tennessee line, as soon as one-third of the estimated cost to Asheville should be subscribed by individ- uals, and two-thirds by the State, and building the sections from both termini towards the centre, the road could be con- structed with very nearly or quite as much dispatch as if all restrictions whatever were removed and the whole line from Morganton thrown open. The amendments proposed by the last General Assembly to the charter of the Company, were accepted by the stockhold- ers, and the portion of the line of road added to the first sec- tion by the amended charter, was surveyed, and the cost thereof est'mated, the estimated cost is six hundred and sixty thousand dollars, and upon books being opened, one-third of that sum, $220,000 was subscribed by solvent persons and by counties, and five per cent, thereon paid, and the State then became a subscriber for the remaining two-thirds. 1858-'9.] Document No. 47. 9 The building of this part of the line was pnt under contract immediately thereafter, and operations in grading and mason- ry began at once, and are now prosecuted with energy. The original charter of this company, authorised any county through which the road passes, to subscribe any amount of the capital or joint stock, as a majority of the voters of such county may approve, directing the county courts to hold an election for that purpose at the usual times and' places of voting for members of the General Assembly. This section as it originally stood, was impracticable, because there was no mode of fixing upon any given sum so as to present a single proposition upon which there could be an affirmative and a negative vote; on this account, and beoanse there was a fixed time when such elections were to be held, and at no other, the Legislature, at the last session, amended it by empower- ing the justices in each county to determine the amount to be subscribed at any one time, and authorised them to fix also upon the time when an election for that purpose should be held. Under these provisions of the charter the county of Burke made a subscription of 500 shares of $100 each, equal to $50,000, to the capital stock of the company, as authorised to be subscribed by the amended charter, after the sum had been duly determined upon by a majority of the justices, and a majority of the voters had approved the same at the polls. This subscription was regarded by the Board as good and effectual, and upon the faith of that and the other subscription which made up the aggregate of stock required, a contract was made for building the road to Morganton. Subsequent to the making of this contract, certain persons who considered themselves aggrieved by the subscription on the part of Burke county, filed a bill in Equity to restrain the justices of said county from providing the ways and means to pay the same, and alledging that a proposition for a subscription of $100,000 had been submitted to the voters of the county, and was re- jected before the late submission of the question, and that the power of the county to subscribe for them was exhausted thereby. It was manifestly the intention of the Legislature, (whatev- 10 Document No. 47- [Session er may be the strict legal construction of that provision of the charter,) to authorise the several counties through which the road passes, to aid in its construction by subscribing as much and as many different sums as the voters thereof might desire, in order to secure the benefits of the road ; and we therefore venture to suggest, that all difficulty on this subject might be removed by the passage, at this session, of an act of Assembly declaring the original intention of the Legislature in the pre- mises, and confirming and making good and effectual the ac- tion of the justices and the vote of the people of Burke county upon the subscription now in question. The vote was a very full one, and a majority of the voters of the county were un- questionably in favor of the proposition. If the Legislature can interpose in the manner suggested, and impose this burden where it properly belongs, then the question presented is, whether the General Assembly will al- low the county of Burke a chance to evade the payment of a debt which a majority of her people are willing to pay, and risk a loss of that sum by a corporation in which the State is the largest stockholder. Since the meeting of the last General Assembly, the line of the road from the Catawba River to a point near " Hale's," at the western terminus of the first section, as located under the original charter, was let to contractors, and the grading and masonry thereon are rapidly approaching completion. The iron has been laid from Salisbury to Statesville, and the road equipped and in full operation to that point ; our cars are conveying the U. S. Mails under a contract with the P. O. Department, and run daily in connection with the mail trains on the 3S". C. Eoad. Iron has been purchased and will soon be received, suffi- cient to lay the track to a point within 23 miles of Morgan ton, and the track laying will be resumed whenever the weather and condition of the road bed will justify it, I am gratified in being enabled to reiterate what was stated in the brief report submitted to you some weeks ago, that the cost of the road as far as the same has been completed, has not exceeded the estimates laid before you two years ago. The 1858-9.] Document No. 47. 11 same scale of prices lias been preserved throughout the entire route surveyed to the Tennessee line, and the Board entertain the opinion, founded upon data which maybe confidently re- lied upon, that the actual cost of the whole road when exten- ded to Paint Bock, at the State line, will fall short of the sum originally estimated for building the road to French Broad river, and can in no event exceed it. The mountain section, for instance, which seems to constitute the great stumbling block in the way of legislation for facilitating the progress of the work, as well all the simple cuts as in the turn-outs, is es- timated at the rates allowed for solid rock, with the usual al- lowance for contingencies in addition. The people of the State long since acquiesced in the legis- lation which appropriated four millions of dollars from the Public Treasury to aid in building this road to the French Broad river, and were no doubt prepared to support, at some future time, further appropriations for its extension. The great and primary object of the appropriation, originally, was to form a connection by railway with railroads and navigable rivers in the valley of the Mississippi ; and when this end can be attained for the present by diverting a branch road down the French Broad river, a distance of 45 miles, without in- creasing the appropriation already made a single dollar, will the General Assembly hesitate to hasten the attainment of that object by amending our charter in the manner proposed ? Urgent solicitations have been made to this company by the citizens of Haywood, Jackson, Macon and Cherokee coun- ties for a survey from the French Broad river, through those counties, to the Tennessee line, in the direction of Ducktown. Having no authority to extend our surveys beyond the western terminus of our road, as fixed by the charter, we were com- pelled, reluctantly but respectfully, to decline their request. If the General Assembly, in its wisdom, should make suitable provision for having the survey made, and direct that this Board organize a corps of Engineers for that purpose, the duty will be cheerfully undertaken and faithfully discharged. A survey has been made of the second section, and an ac- tual location of the line fixed upon, and the cost thereof is es- 12 Document No. 47. [Session timatecl as directed in our amended charter. The particulars connected therewith will be found fully set forth in the ac- companying report of our Chief Engineer, to which we beg leave to refer. The repor's of the President and Board of Directors, to- gether with the reports of the other officers of the company to the stockholders at their third and fourth annual meetings, are hereunto appended, and reference may be had to those documents for further particulars relating to the progress and management of the road. I have the honor to be, very respectfully, Your obedient servant, ft. C. PEARSON, President, 1858-9.] Document No. 47. EEPOKT OF THE CHIEF ENGINEER. Office Western North-Carolina R. R. Salisbury, December, 1858. To the President and Directors of the Western North- Carolina Railroad Company : Gentlemen : The second section of the "Western North- Carolina Railroad has been located, and as required bj the amended charter extends from the town of Morgan ton to a point near the eastern base of the Blue Ridge, ten miles east of the western portal of the Swanannoa Tunnel, by the short- est line, a distance of 33.5 miles. As the amended charter re- quired a determination of this point, you will perceive it was obviously incumbent on us to locate the mountain section of the Road in order to determine the western terminus of the second section of the Road. To this mountain section I shall refer more particularly in a subsequent part of this report. The corps of Engineers, under the immediate direction of R. C. McCalla, detailed for this particular duty, has been as- siduously and diligently engaged for months past, in an examination and location of the most direct practicable lines between Morgan ton, or the western terminus of the first section, and the base of the Blue Ridge on the valley of the Catawba. In pursuance of the examination of the country heretofore made by myself as Principal Assistant Engineer, under Cob Gwynn, and subsequently as Chief Engineer of this Road, I do not hesitate to say that we now have the lines near the best practicable ground for the Road. But after causing a thorough examination to be made, it has been found neces- sary to an impartial determination of the question, to locate, for the greater part of the way, two distinct lines, one of which we shall designate as the river line, and the other as the ridge or Marion line. The river and ridge lines are com- 14 Document Xo. 47. [Session raon for 9.63 miles to a point near tlie mouth of Muddy creek, when the one seeks its way up the valley of the meandering Catawba, whilst the other, after crossing Muddy creek, near its month, continues on the south side of the Catawba toShad- naeli's Creek; thence along the slopes of Shadnach's creek to the summit, dividing it from Still House branch ; thence down Still House branch, Thompson's fork of Muddy creek, near Polly Duncan's; thence along its slopes to the summit, se- parating it from the tributaries of Forsyth creek, but in a very direct line to the town of Marion, in McDowell county; thence through Burnt Cabin Gap to Little Nick's creek, and down it to its junction with Big Kick's creek, which two creeks approach each other from opposite points of the com- pass; thence up Big ^Tick's creek about 2000 feet, and then the line is continued in a very direct course to the valley of the Catawba, which it enters opposite to the mouth of Clear creek and occupies for two miles, where it, for the first time on this section, crosses the Catawba river, about 1,500 feet above the mouth of Cain creek, and soon after unites with the river line. Cain creek empties into the Catawba from the north, but running in an eastward!;/ direction ; up this stream the line is located, cutting through the summit at its head, and again descends to the valley of the Catawba, thus main- taining a more direct westwardly course, and cutting off the bends of the river; our descent to the river valley is near Newberry's fork, which is crossed by a viaduct. ; thence up the river passing Gen. Burgin's to "Old Fort," crossing and re-crossing Mill creek ro the end of the second section, which is one mile above " Old Fort," By this line we have seven- teen mechanical structures, of which eleven are arch cul- verts, two are girder bridges, and four stone viaducts, to wit: one over Silver creek, consisting of two arched spans of fifty feet each ; one of two spans, fifty feet each, thirty feet high, over Muddy creek; one of two spans of sixty feet each, over the Catawba river, twenty-six feet above the surface of the water; and the fourth over dewberry's fork, having a sin- gle span of sixty feet, and only eighteen feet above the sur- face of the water. But the accompanying table of mechani- lS58-'9.] Document ISIo. 47. 15 al structures more particularly designates their localities, spans, elevations, character, and quantities of masonry ; and by this table it will further be seen that we contemplate cross- ing all the streams either with stone viaducts or arch culverts, thus securing the most permanent, roadway. Whilst on the river line, stone abutments, with wood superstructure only, has been estimated for. The general course of this line, with one exception near Marion, is very direct and even : this may be obviated, and thus shorten the line some 4,000 feet by the construction of a short tunnel. The grade is undulating, but does not exceed sixty-three feet per mile ; whilst the curva- ture, except for a short distance at the mouth of both Muddy and Shadrach's creek, nowhere exceeds our minimum radius of 1,432 feet. The second section thus located, is 33.52 miles in length. Tiie river and ridge lines being common to a point near the mouth of Muddj* creek, leave? Morganton and cros- ses the Rutherfordton road, about one mile south of the town, and then descends to the valley of Silver creek, crossing it near Col. William Walton's, and then up to the vicinity of the stage road to Ashville, and continues on the ridge to the six mile post, then diverges to the v'\g\'A, and passing a series of three deep cuts, it descends to the valley of the Catawba, crossing Reedy's branch on the way, forty feet above its sur- face; the river line then crosses the Catawba by a bridge 375 feet in length ; the valley of the river is, with slight depar- tures, followed with all itsmeanderings to where the two lines are again common, near the mouth of Cain creek, the river line passing in its course to this point, fifteen arch culverts and bridges; but having in its whole length twenty mechani- cal structures of this kind, requires 5,555 cubic yards of aside masonry and 558 cubic yards of arch masonry, and 600 feet lineal of wooden bridge superstructure; but reference to the tabular statements accompanyiug this report will give more satisfactory information in regard to these structures. The river line is 37.30 miles in length, and consequently 3.89 miles longer than the ridge line, but has 15.46 miles common to each. The grades on the river line proper are more easy and desirable than those on the ridge line ; but the curvature is 16 Document No. 47. [Session of much less radius, and is often indispensable in fitting the line around the rock-bound sides of the bends of the river. Thus it appears that I can present for your adoption a choice of lines; and although the river line is 3.8 miles longer than the ridge line, yet the cost of the two lines, as appears from the accompanying estimate, which has been prepared with much care, differs only $7,443 — a difference which, in a work of such magnitude, is merely nominal. The following is an estimate of the ridge line : Gradation and masonry, $472,045.81 Ten per cent, on contingencies, 47,204.58 Iron chains and spikes, 228,166.78 Laying of superstructure, 17,330.00 Sills, ' 30,500.00 Engineering and superintendence, 33,520.00 Land damages, 5,000.00 Proportion of the equipment for 33.5 miles of the road, including wells, wood, and water stations, warehouses and repair shops, 78,721.43 Total cost of second section, ^912,488.60 The second section of the Western North-Carolina Rail- road being in readiness for the contractor, let stock books be opened for a subscription of one third of the estimated cost in accordance with the terms of the amended charter, and the day is not far distant when the reverberation of the shrill wdiistle of the locomotive will not only gladden the hearts of the bold mountaineers, but its echo, whilst resounding from the pinnacles of the Blue to the peaks of the Black mountain, will enthusiastically cheer the many thousand wayworn trav- ellers whilst performing, not a pilgrimage to Mecca, but vis- its to the peaks of the highest mountains east of the Rocky Range. As stated in a preceding part of this report, it became nec- essary to locate the mountain section of the road, at least as far as the western portal of the Swanannoa tunnel, in order 1858-9.] Document No. 47. 17 to determine the western terminus of the second section. — This has been accomplished, and although I am not prepared to present you an exact estimate of the cost, according to this location, but shall be in a few days, yet this I am prepared to say, that there will be 8.4 miles of 105 feet grade to the mile, there will be six tunnels, the aggregate length of which will be 2,525 feet, the longest, or the tunnel at Swanannoa Gap being reduced to 1,400 feet only. The maps, profiles and tabular statements of the line accompanying this report, which has been gotten up with great care, will give a more definite idea of the country, as well as the location of the road, than any description which, I could make. But for a more particular description of which I beg leave to make the following extract from the report made by myself on the 8th December, 1856: " By reference to the maps and profiles of the line, accom- panying this report, and comparing them with those I made two years ago, it will appear that instead of 13,360 feet of tunnelling, as contemplated by that line, we now have oi.iy 4,240 feet, making a difference of 9,120 feet of subterranean road — a great reduction in this important item. By inspection and a further comparison of the profiles, it will also appear, to even a casual observer, that the mountain sides, traversed by this line, are far less rugged, presenting fewer gorges, and, except at the tunnels, a much more uni- form surface, and coinciding more nearly with the grade of 105 feet per mile than did the grade of 100 feet per mile to the former line. I must, however, in view of all the facts, be permitted to say, that I have observed great care in preparing a detailed estimate of the cost of every item entering into the calcula- tion of the cost of this enterprise, that the estimate upon this line is as entirely and wholly reliable, as the estimate of the cost of the former line, notwithstanding there is the enormous difference of ,$1,602,725 in favor of this line. Much has been said with reference to the passage of the Swanannoa gap by railroad, and its elevation above tide, compared with that of other gaps; and by reference to a ta- 2 18 Document No. 47. [Session ble of elevation of gaps (herewith submitted) where roads have been either built or are in progress, it will be found that the Virginia and Tennessee road is the only road that crosses a higher elevation than the Swananr.oa gap. The Baltimore and Ohio railroad, extending from Cumber- land westward, 201 miles, crosses an elevation 2,426 feet above tide, and has 12 tunnels, the largest of which — Kingwood — is 4,100 feet and amounting, in the aggregate, to 10,520 feet. The Eabun Gap or Blue Ridge railroad crosses only 2,151 feet above tide, and has 13 tunnels, the longest of which — Stump House — is 5,862 feet, but having an aggregate length of 13,810 feet of tunneling. Whilst, by this survey, the Western North-Carolina rail- road crosses an elevation of 2,659 feet above tide, and has only six tunnels, the longest of which is Swanannoa, 2,500 feet, and has an aggregate length of only 4,240 feet. Thus it will appear, that the highest gap neither requires the steepest grades nor the longest tunnels to pass them with a railroad, but that more depends upon the relative elevation of the approaches to the gaps than to the gaps themselves. The total amount of tunneling is only 4,240 feet, or four- fifths of a mile, divided into six tunnels, the longest of which is 2,500 feet, the whole within a distance of 4 1-6 miles, and requiring an excavation of 64,500 cubic yards for a single track. The total length of maximum grade is 8 miles 2,560 feet, and all on the mountain section. Lest objections should be raised either to our maximum grade or minimum curva- ture, I will state in advance that the experience of other "first class roads" justifies it. On the Rabun Gap road we find a grade of 70 feet per mile, and a minimum curvature of 574 feet radius. On some of the principal lines in Pennsylvania we find 95 feet grades, and in Virginia 105 feet grades, whilst on the Baltimore and Ohio railroad the grade is 116 feet per mile, and the minimum curvature is 9° 30'. This grade and curv- ature has been adopted by Mr. Latrobe, one of the most dis- tinguished- railroad engineers in this country, and the road is now in successful operation. In reference to this subject, I 1858-9.] Document No. 47. 19 find in the 27th annual report of the Baltimore and Ohio rail- road company — Mr. Latrobe, Chief Engineer — the following language : ' After an extensive and careful system of instrumental surveys, and an appeal to the ablest professional counsel, the route previously recommended by myself was adopted, and the road has been built upon it. It involved in the passage of the Alleghanies, a higher grade than had been previously employed upon lines of general traffic ; and hence, the several questions which arose, received the closest scrutiny of the en- gineers called into consultation, and whose scientific attain- ments and matured experience were assiduously devoted to the solution. ' That their decision was right, the working of the mountain grades upon the road has satisfactorily shown. That they required some increase of motive power was known and ad- mitted beforehand, and the increased demand has not been greater than was anticipated. 'A leading objection to the use of the higher grade, its sup- posed danger, has been found by two full years of exprience to be entirely groundless. So far from being more subject to accident than other more level sections of the road, they have in fact been less so, owing clearly to the greater caution ob- served upon them.' Such is the opinion and experience of Mr. Latrobe, in re- gard to the higher grade. Now, on this road, we have a maximum grade of 105 feet, or 11 less than that on the Baltimore and Ohio road, and a minimum curvature of only 26 feet less radius, and this, too, in the direction from East to West, and confined to the mountain portion of the line, where suitable motive power specially adapted may be advantage- ously employed." Instead of a tunnel at Swanannoa gap, of 2,500 feet in length, it has been reduced to 1,400 feet only, and instead of having an aggregate length of tunnels of 4,240 feet, we have reduced its length 1,715 feet, having now in all only 2,525 feet of subterranean road, and for the want of time — not bav- ins an exact estimate of the cost of the mountain section made 20 Document No. 47. [Session — it is no unfair inference to assume that its cost will be greatly reduced. I am not unconscious of the fact that the cost of this mountain section has been held up as the terrible bugbear which it would be almost impossible to overcome, yet I am not unmindful of another fact that there is intelli- gence enough in the country to come to a very different con- clusion when the facts are placed before them. I must beg leave to draw attention to another fact, that although the line on this mountain section is circuitous, but made so with special reference to scaling the mountain, yet the stage road from Salisbury to Ashville is (If) one and three-fourth miles longer than the Railroad line — conclusively showing that our line is very direct between those two points. By reference to the twenty-first annual report of the Vir- ginia Central Railroad Company it will be found that the cost of the whole Blue Ridge Railroad, extending from the east- ern to the western base of the Blue Ridge mountain, compris- ing seventeen miles of track and three tunnels, besides the main one at Rock Fish Gap of 4,270 feet, has been completed for about $1,460,000. This has been regarded as one of the most expensive roads constructed in this country. The same report also informs us that the three other tnnnels, one of 868^- feet, one of 538 feet, and a third of 100 feet, added to the length of the fourth of 4,270 feet,, making, in the aggregate, 5,776-| feet of tunneling, and cost $665,286 or $115 per linial foot. Add to this sum, the cost of sixteen miles of mountain road, at $48,000 per mile, amounting to $776,000, and we have the actual cost of the Blue Ridge Railroad, seventeen miles in length. But, now, let us apply the same prices to our mountain road, which is 15.76 miles in extent, but of which sin m:Ji s alone is in the mountain, the other 9.76 miles being in the valley of Mill Creek on the east, and Flat Creek on the west of the Gap, and which will not cost more than the average cost of the first and second sections of the Western Xorth Carolina Railroad, and we have the following estimate : 1858-'9.] Document Fo. 47. 21 For six tunnels, whose aggregate length is 2,525 feet, at $115 per foot, $290,375 For 15-| miles of track, at $18,000 per mile, 739,625 Total cost according to Virginia prices, $1,030,000 Estimated cost of the mountain section by the former survey, 1,320,017 For contingencies, 290,047 From the western portal of the Swanannoa tunnel to the French Broad River there has been no location, but for the purpose of an estimate of the whole line from Salisbury to the French Broad, I will use the estimate of 1851, although I have good reasons to believe that an accurate estimate of the located line will rt-duce the cost very materially. Then we have as the estimation of the road from Salisbury to the French Broad River: From Salisbury to Morganton, 75.65 miles, $1,681,782 From Morganton to Mountain Division, 33.52 miles, 833,767 Froni Mountain Division to mouth of Flat Creek, 15.76 miles, 1,320,047 From the mouth of Flat Creek to French Broad river, 13.00, 236,560 Total cost for graduation, masonry,cross-ties, iron,&c.,4,072,156 For equipment for 137.9 miles, 384,121 Total cost of road from Salisbury to French Broad, $4,456,277 The Gre?nville and French Broad Railroad Company, after their organization, in 1857, tendered me the appointment of Chief Engineer of the Company which, with your approba- tion, I accepted, and soon after detailed a corps of engineers under the immediate direction of J. S. Morrison, as Principal Assistant Engineer, charged with instructions to locate the road from Paint Rock, at the Tennessee line, to Asheville, or the Swanannoa river. During the winter and spring of 1857 22 Document Isfo. 47. [Session and 1858 they were engaged in that very laborious and fatigu- ing service. The result of their labors, it affords me pleasure to avail myself of at this time, for the purpose of making up an estimate of the distance and cost of the road from Salis- bury to the Tennessee line, at Paint Rock on the French Broad river. Estimate of the cost of the road from Salisbury to the Ten- nessee line, at Paint Pock : Total cost of road from Salisbury to the French Broad River, 137.93 miles, $4,456,277 Total cost of the French Broad Road from Ashe- ville to Paint Rock, 44.S miles, 968.048 $5,424,325 By reference to the report of the Chief Engineer of the Baltimore and Ohio Railroad Company, it will be found that they have expended $7,576,051 for the construction of 201 miles of railroad ; and the reported estimate of the cost of the Blue Ridge Road, of 195 miles, is $8,691,679, whilst the "Western North Carolina Railroad, and its extensions to the Tennessee line, at Paint Rock, making 183 miles in length, will cost only $5,424,325. If it be the interest of other States to expend these large sums of money to place them in direct communication with the trade of the west, how long will North Carolina hesitate to push forward this great State work, which is destined not only to develope the great resources of her own west, but to place her own works, already completed, on a substantial and paying basis ? I have the honor to be, very respectfully, Tour obedient servant, JAMES C. TURNER, Chief Engineer of Western W. C. Railroad. 1 85S- 5 9.] Document No. 47. 23 jo q^aaq O O lO O •saqo.iu ut Ajuosnm CCOOOHHOOOCOCOO OaOiO^^HHHMHOJO 1—1 1 — 1 t— 1 1— 1 T— 1 t— 1 CM O CO 10 •oy's)U9u;)nq -13 a; a.uiosbiu tH b- i-l cm cm cm b- b- 1— b- CO *— CO O b- CO CM Ci CO CD tH T— 1 lO PLAN OF STRUCTURE. Viaduct, Arch Culvert. Viaduct, Arch Culvert, s ~ s s ;j s > ^ ^ ^ ~ ~ ~ CJ O;; Viaduct, Girder, 3Aoqu epBiS jo iqSpH CO CO O ^ i-l t-H -* CO CM CM CO CO >o O CM CO O OO (M CO CO O H^oOCOffKMxHOOCOHHH •}33j uj unds jo qjSa3T[ O O O -H O lOHlOHH o-^H^H-*a)o^Ho^coooo 1— IHr It— 1 CD r- 1 CD lO lO - S3[UU ui uojuuS.ioj^; N O Ol O 00 a W CO 00 ^ rH W ^ N CO CO rH C0Oi03t-"*©Ki^i0iO(MC0C0CC00©ffl ffi CO Oj H « l—l i—l cm co oo co m n co co cs o cm co i—l CM CM CM CM CM CM CM CM CO CO CO H Eh O H Silver Creek, Reedy Creek, Muddy Creek, Sliadracks Creek, Big Nick's Creek, Osborne's " Catawba river, Cane creek, Newberry's Fork, Mill Creek, •UIB3JJS JO'Oj^ HG* lO CO b- T— (r- It— IHr It— It— 1 tH 24 Document No. 47. [Session 5^ aj^o^sjadns iO i« O O jo q^a8>-j r-H CO O lO r~i> '§ ^ 1 co co o t- ai Xauostita OS W5 t- fc- NO OS CO co O *5 jo sp,£ oiqitQ 5^ •o;y 'sj.tnjtiqc ffl t- M (M 00 O 51 CO 'X iO O (Ht- (M N 00 CS t- CO CM a ui Xauos„ „ tun COC>TOCOCOlOCO-iHC v iasCO^HCO'-ri^r-GO CO CO -^ lOOlfflHJKNOHClH t— 1 t-HOTtH rH 10 jo sp ( £ oiqnQ t—1 1 8 <» > > P s£ -3 O ^ O 'a? if "© ~" "c3 jf "3 Q t» r» 00 r-> Cfi . mr P^ °° "^ ;£ T 5 !£ U ~. ^ CC3 5^*>" HH cr, hHC0CBB«!-H Of CO CO -HH 5-. U[ [IJUII.S.IOJ^ CO OS GO CO HrlHO It- CM CO Oi rt © TO CO GO CO CO c^ <£> oi go as io b- go" oi -^h *o ^ t- co' as o co go" OS O OT CO* ui^.ij 8oni3;si(] HHH(M(M(M(Jl(M(M!MCO(MCMCN CO CO CO CO _ ^ kJT oq < r^ ^ CD „ ~ a ^ =- ^- ,_3 H tT © a; O fo .y r^ > O j* f=3 ^ ~ - £ -ci - fXj <*> to is o 8 3) CD ._ O v- r CD ,M J4 S -M - ^ iT fcj Ife M > r/3^ " Sh CD CD^ CD^ CD <^- 5 ^^ S s oc- 5 a ^^ ^-r gg - ij t- CD ^ CD nr - SS •tnB9J)s jo-oj; Hoqco^ocot-ooooHCMcoTH>ocob-Goao tH r-l tH rH rH tH rH 1— rH rH CM 1858-'9.] Document ISTo. 47. 25 RIDGE LINE. Estimate of Second Section of the Western North Carolina Railroad, extending from Morgan-ton to Station 1770, on Mill Creek. Distance — -33.52 miles. Graduation and Masonry, Ten per cent, on contingencies, Iron chairs and spikes, Laving of superstructure, Sills, Engineering and Superintendence, Land Damages, Proportion of the equipment for 35.5 miles of the road including warehouses and repair shops, $ 472,045 81 47,20458 228,166178 17,330 00 30,500 00 33,520 00 5,00000 $ 833,76747 78,72443 $ 912.488,60 26 Document No. 47. [Session RIVER LLXE. Estimate of the Second Section erf the Western North Carolina Railroad, extending from Morgagnian to Station 1770 of Ridge Line, on Mill Creek. Distance— -37 .31 miles. Graduation and Masonry, Ten per cent, contingencies, Iron chairs and spikes, La} T ing of superstructure, Sills, Engineering and superintendence, Land Damages, $ 415,801 41,58o 253,050 19,220 40,604 37,310 10,000 $ 817,565 64 Proportion of the equipment of 37.31 miles of the road, including warehouses and repair shops, ij 87,479 00 02 ID 52 00 00 00 00 Total cost of Ridge Line, Difference in favor of River Line, $ 905,044 913,488 64 60 1$ 7,44396 lS58-'9.] Document No. 47. 27 ^^3 «3 oo ~v g^3 r>2a <» fes is -u^Mg uio.ij ooui:;st(j CO CD 9.53 3.75 1.63 1.40 1.13 •epBiS 9A0qi3 ^ CO CO t- GO CO io o »o •* CC 00 OOOOOtH t-i ri CM t-i t-i MO^BM @pp 9A0qi? 9pUI§10 U0iri?A9[^ CD r— 1 O O O © O O CO CO t— CO OS O CM i-h CO X> CC — I lO — CO 00 CO >o rH CM CM CM CM CM \i9}tuv apt] 9AO(|i? puuo.iS JO U0ITEA9[g[ CD -2 M CO CO CO t~- CO CO H CI (M N lO CO CM i— i rh CO Ol >0 CO CM TJH lO T+i CO tH CM CM CM CM CM "HOIT^A -Boxg 'sp.ittA" oiqiiQ lO i— I OS t— CO *HH CO CC >C I s - CM CO Oi O CO CM O i-l t-i CM CM ^ CM CO rH •[auunx jo 9zig CD 21 + 15 ■srautmj] jo qjSuarj CD .CD i-^5 O O © © tti o t— CO co fc— Jr^ © H H CM CO H ■* b H O 1 Point, Birch Ridge, Lick Log, Big Bridge, Burgin, Swanannoa, •spuuuj^jo .i9qrnn^[ H CT 00 4f lO O 23 Document No. 47. TABLE [Session Showing the Distances and Levels above Tide of all the Promi- nent Points from Salisbury to the end of Second Section. NAMES OF PLACES. s C 2 a; ,- a> §5 Intermediate distance in miles. Elevation of ground in i'^et. .2.2 Salisbury, 761.00 760.00 Statesville, 25.32 25.32 940.00 936.00 Catawba River, 37.12 11.80 762.00 810.02 Newton, 47.31 10.19 1021.00 998.00 Main Ridge at Hale's, 53.30 5.99 1194.00 1179.00 Morgan ton, 75.65 22,35 1140.00 1135.00 Rutherford ton Road, 76.50 0.85 1180.00 1123.50 Big Silver Creek, 78.05 1.55 1021.00 1039.00 Six Mile Post, 81.75 4.55 1261.00 1203.00 O'Neil's Branch, 83.01 1.26 1111.00 1155.00 Ridge between O'Neil's Branch & Reedy Creek, 83.80 0.79 1244.00 1170.24 Reedy Creek, 84.56 0.76 1079.00 1123.00 Muddy Creek, 85.59 1.03 1076.50 1104.00 Shadrach's Creek, 87.14 1.55 1083.00 1114.00 Still House Gap, 91.33 4.19 1356.00 1302.00 Thompson's Fork of Muddy Creek, 92.15, 0.82 1202.00 1257.00 Ridge between Thompson's Fork and Murphy's Mill Creek, 93.79 1.64 1393.50 1360.00 Murphy's Mill Creek, 94.41 0.62 1303.00 1357.00 Marion, 96.21 1.80 1430.00 1405.00 Burnt Cabin Gap, 97.25 1.04 1499.00 1435.00 Big Nick's Creek, 98.80 1.55 1305.00 1342.00 Ridge between Nick's Creek and Catawba River, 99.60 0.80 1432.00 1365.65 Catawba River, 102,69 3.09 1295.00 1316.00 Ridge between Cain Creek and Newberry Fork, 105.60 2.91 1508.00 1451.00 Newberry Fork, 106.34 0.74 1390.00 1409.50 Old Fort; 107-95 1.61 1450.00 1450.00 End of Second Section, 109.03 I 1.08 1499.00 1498.00 1S5S-9. Document No. 41 29 ABSTRACT— No. 1. MISCELLANEOUS ACCOUNT, 1856. j No. Nov. IT. C. Simon ton, Expenses to Ral-| eigh after copy of charter, 9 $ 13 50 J. I. Shaver, copy of do., | 6 00 1S5T. Wm. Murphy, use of Hall at Meet ing of Stockholders, 136: 10 90 1857. J. C. Turner, road crossing 5 00 do., repairing cement barrels, 238 3 90 W. R. Myers, Registering deeds, 236' 90 Norris & Bro , car locks, etc., 302 10 75 Henderson Sherrill, side stakes, 304 27 08 Adams' Express agent, bonds to New York, 12 50 H. M. Ay re, stationery, 2 25 B. B. Lundy, hauling paints, 9 15 J. S. Myers, registering deeds, 1 50 0. Gillespie & Co., office furniture. 304 9 94 A. R. Simonton, hauling, 7 30 J. W. Cochran, book case, 6 00 D. Heartt, advertising, 1 50 1858. Adams' Express, on bonds to 1ST. Y. Total, 12 50 I $ 132 6S 30 Document No. 47. ABSTRACT— No. 2. FEINTING ACCOUNT. No. ! 1856. Camion & Collins- -Printing, 12| $ 71 50 a S. W. James, u 150 00 u JT. D. ITin email, u 134! 6 25 1857. S. "W. James, u 241 i 19 50 u ITolden & Wilson, u 301 1 37 37 1858. E. B. Drake, Total, 451! 21 75 $306 37 ABSTRACT— No. 3. STATIONERY AND OEFICE. Total, 'No. 1856. Horsford & Co. — Books and ! Stationery, 16 $ 90 81 1857. R. F. Simonton — Books and Stationery, # 25 * 11 68 u Thos. J. Pond— 1 Desk, 15 00 a Hayes & Zell, 135 17 75 u Herring & Co. — 1 Safe forTreas. 125 00 1858. J. W. Cochran— 1 Table, 6 00 u J. C. Turner, Ohf. Engr. — 1 Sate, 143 40 u J. F. Alexander & Co. — Stationery, I 20 75 $430 40 18S5-'9.] Document No. 47. 31 ABSTRACT— NO. 4. MILEAGE ACCOUNT. 1855. Oct. Dee. 1856. Jan . Mc'li May July Aug;. Nov. 1857. Feb. April July Aug. Dec. 1858. March June Aug. Oct. Direc [No. etors, 1 72 00 u 12 49 60 " 15 41 90 17 77 SO 20 32 50 23 60 90 26 59 30 49 76 90 71 20 75 108 42 70 176 31 60 177 63 20 231 29 10 304 13 00 372 29 00 452 75 60 480 58 20 Total, $842 05 Document No. 47. [Session ARSTRACT James C. Turner, Chief Engineer, To cash from otli Oct., 1855, to 1st July, 185G, M « - 1st July, 1850, " " ?■« 1857, 8 P. Hoffman, a a 9 06 9 Wlliara Hale, a a 1 11 10 Daniel Wishenhunt, u a 8 99 11 P. Warlick, a a 32 55 12 W. B. Ogle, a u 3 00 13 14 Henry Laigle, J. L. Berry, u a a a 9 3 75 41 15 Martha McGallard, a u 3 12 16 Wm. McGallard, a a 23 47 17 W. Icard, <* a 4 07 18 E. P. Glass, a a 25 33 19 J. Harshaw, << a 20 25 20 W. R. Aiken, a a 2 oo 22 Caldwell & Brown, a a 1 55 23 II. Harman, u *< 7 50 24 II. W. Roberson, a a 30 00 26 J. W. Berry, a a 1 36 28 E. C. McAlla, a H 29 57 29 S. P. Caldwell, (i n 36 30 32 W. C. Erwin, cc a 21 06 36 R. C. Pearson, u a 41 50 37 Tate & Bettis, a a 7 92 38 J. H. Pearson, u u 8 47 39 W. S. Moore, a a 1 00 45 N. E. Scales, a a 11 00 46 T. J. Armstrong, a a 8 (JO 50 Cansler & Powell, a a 5 91 51 J. W. Woodward, a a 11 00 52 J. C. Fleming, (( i. 4 01 1858-'9.] Document No. 47. ABSTRACT— C.— [Continued.] 49 NO. TO WHOM PAID. FOK WHAT EX- PENDED. AMOUNT. 53 Stockton & Morrison, Camp Supplies $ 5 75 54 A. Green, cc a 28 00 55 0. Gillespie & Co., . a a 11 22 56 M. Brown, cc a 4 80 57 W. C. Erwin, | cc 2 50 58 D. B. & J. L. Gaither, a a 17 61 59 W. F. McKesson, cc cc 18 11 60 Eli Bost, a a 1 00 2 J. D. Hennessee, a a 2 00 Total, $ 500 14 50 Document Xo. 47. [Session ABSTRACT.— D. Engineering. — To 1st July, 185S. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 James Daugherty, Grant & Carlton, M. A. Agnue, W. P. Graham, Boss Simonton, Jolin Allison, O. G. Foard, J. S. Morrison, J. A. Boyden, W. B. Grant, John Griffith, J. W. Wilson, Thos. E. Brown, Wm. A. Perkins, J. I. Shaver, J. F. Foard, S. W. James, N. O. R. E., John Jones, Sundries, Mules, do., Tents, &c, do., "Wagon, Mules, Wagon, (fee, Instruments, Wagon, Express Freight, Instruments, 25 25 20 53 17 25 4 50 5 48 2 65 5 35 365 00 300 00 138 78 15 95 130 00 400 00 146 00 237 50 75 00 4 00 120 00 || 1,996 49 1858-'9.] Document Fo. 47. ABSTRACTED.— [Continued.] Engineering. — 1st July 1856, to July, 1857, 51 o 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 NAMES. A. S. White, J. S. Morrison, J. W. Wilson, J. S. Morrison, S. S. Kirldand, Jacob Rowe, W. A. Eleason, Holly & Co., J as. Hufty, W. Raider, J. W. Ellis. C. II. D. Chinn, W. L. Pomeroy, John Walton, Do. do., R. C. McAlla, G. M. & A. T. Jones, Wilhelra & Moore, J. H. Enniss, Murphy & Co., E. Myres, Sill & Sill, Plank Road Co., ARTICLES. AMOUNT. Miscellaneous, Office Rent, Board of negroes, Sundries, Boring Line, Do. do., Office Expenses, Do. do., Do. do., Stationery, Office, Do., Do., Toll, Lime and Cement paid by Chief Engineer and charged to his Engineering account, Amount paid for Mule to J. Lyrely, $ 13 52 19 83 37 15 74 72 45 63 90 80 9 45 8 00 9 25 6 73 200 00 114 90 10 33 607 98 147 75 3 50 9 45 54 60 18 08 11 00 11 98 40 6 23 $1,511 28 1,117 20 $2,628 48 125 00 $2,753 48 52 Document No. 47. [Session ABSTRACT.— D.— [Continued. ] Engineering. — From 1st July to 30th June, 185S. Qf NAMES. ARTICLES. AMOUNT. * 21 John Walton, Boring Line, '$ 5 00 31 J. A. Weirman, Postage, 1 08 42 John Walton, Boring Line, 83 50 48 J. S. Brown, Repairi'g Wagon, 3 25 49 Franklin Davis, River Ferriage, 2 80 C. S. Brown, Stage Fare, 7 00 11 J. W. Wilson, Miscellaneous, 56 00 14 W. Raeder, Do., 22 47 15 Wilhelm & Moore, Office Expenses, 31 35 27 K Mendenhall, Board of Axem'n, 67 00 28 Taylor & Morris, Stationery, 8 00 29 1ST." Mendenhall, Board of Axem'n, 38 60 32 W. Raeder, Office Expenses, 25 55 34 S. S. Kirkland, Board of Axem'n, 87 00 38 C. F. Fisher, Stationery, 5 50 39 Jas. Hufty, Do., 15 50 $ 455 60 1858-'9.] Document No. 47. 53 ABSTRACT— No 6. GRADING ACCOUNT FKOM 1ST JULY, 1858, TO 30tH JDNE, 1857. 1856. No. Oct. II. Reynolds, Grading. 37 9 4,538 00 P. B. Chambers, do., 38 2,538 31 A. R. Simonton, do., 39 2,646 00 J. Allison, do., 40 7,138 89 E. Falls, do., 42 1 ,400 00 C. F. Fisher, do., 35 12,374 00 0. G. Foarcl, do., 36 2,501 00 J. I. Shaver, do., 33 12,179 80 A. Ellis, do., 34 15,034 50 1857. Jan. W. C. Erwin, do., 41 200 00 J. I. Shaver, do., 51 1,381 00 P. B. Chambers, do., 52 650 00 A. Ellis, do., 55 2,241 00 0. G. Foard, do., 58 866 00 BE. Reynolds, do., 59 1,221 00 A. R. Simonton, do., 53 397 00 J. Allison, do., 57 816 00 J. K McLelland, do., 60 360 00 C. F. Fisher, do., 54 1,780 00 W. C. Erwin, do., 62 1,200 00 L. A. Shuford, do., 43 840 00 do., do., 61 600 00 E. Falls, do., 56 620 00 Feb. J. I. Shaver, do., 72 774 64 P. B. Chambers, do., 73 266 80 C. F. Fisher, do., 75 424 44 A. Ellis, do., 76 1,500 )0 EL Reynolds, do., 78 572 90 E. Falls, do., 79 784 80 J. N. McLelland, do., 80 122 )0 A. R. Simonton, do., 74 240 00 Levi Shuford, do., 81 440 10 W. F. McKesson, do., 63 1,000 )0 W. C. Erwin, do., 82 61«) 30 April. J. I. Shaver, do., 93 748 32 A. Ellis, do., 97 1,666' 52 54 Document No. 47. [Session ABSTRACT.— No. 6.— [Continud.] GRADING ACCOUNT FEOM 1st JULY, 1856, TO 30'fH JUNE, 1857. 1857. No. April. C. F. Fisher, Grading. 96 $ 1,787 42 A. R. Simonton, do., 95 722 15 J. A. McLelland, do., 105 556 40 W. F. McKesson, do., 83 1,610 00 do., do., 106 1,144 75 Levi Shuford, do., 101 408 62 Wm. C. Erwin, do., 102 1,077 28 John Allison, do., 77 164 00 P. B. Chambers, do., 94 598 42 J. Allison, do., 98 613 44 E. Falls, do., 104 228 m Hugh Reynolds, do., 99 1,085 26 June. A. H. Caldwell, do., 115 1,426 00 C. F. Fisher, do., 114 3,322 00 W. C. Erwin, do., 119 1,511 06 EL Reynolds, do., 116 3,922 00 W F.' McKesson, do., 120 2,960 00 P. B. Chambers, do., 112 2,211 69 A. R. Simonton, do., 113 3,300 00 J. Allison, do., 117 2,460 00 J. JS. McLelland, do., 118 800 00 E. Falls, do., 121 2,000 00 L. A. Shnford, do., 122 840 00 A. Ellis, do., 123 5,960 50 $123,412 87 1858-'9.] Document No. 47. 55 ABSTRACT— No. 6.— [Continued.] Grading Account. — 1st July, 1857, to 30th June, 1858. DA" E. NAMES. GRADING. NO. AMOUNT. 1857. J. I. IS haver, Grading, 141 $ 1 ,290135 July, P. B. Chambers, do., 142 1,411 20 A. IT. Caldwell, do., 144 1,440 00 C. F. Fisher, do., 145 199 (>4 E. Falls, do., 149 145 00 Wm. C. Erwin, do., 150 499 37 Wm. F. McKesson, do., 151 822 .'0 II. Reynolds, do., 148 1,298 33 A. Ellis, do., 146 1,413 68 E. Falls, do., 163 1,034 00 Sept'r, J. I. Shaver, do., 155 852 00 a u do., 182 1,048 00 A. II. Caldwell, do., 158 1,4X7 00 Charles F. Fisher, do., 159 588 00 A. Ellis, do., 160 615 00 L. A. Shu ford, do., 165 427 00 J. N. McLelland, do., 164 887 00 H. Reynolds, do., 162 720 00 J. Allison, do., 147 898 00 a u do., 161 391 00 Wm. C. Erwin, do., 166 1,542 64 Nov'r, J. I. Shaver, do., 185 \ _'43 1 2,300 00 |L. A. Shu ford, do., 195 535 00 E. Conner, do., 198 245 00 E. Falls, do., 193 875 00 A. R. Siinonton, do., 143 834 62 A. Ellis, do., 190 3.462 00 Charles F. Fisher, do., 189 2,804 00 A. IT. Caldwell, do., 18S 1,535 00 J. N. McLelland, do , 194 376 00 P. B. Chambers, do., 1S6 2,151 41 u u do., 156 604 00 0. G. Foard, do., 192 152 32 A R. Simonton, do., 157 708 00 Nov'p, a u do., 187 3,350 54 Kv. F. McKesson, do., 167 626 00 56 Document IsTo. 47. [Session ABSTRACT— No. 6— [Continued.] DATE. Dec'r, 1858, Mar., May, W. F. McKesson, E. Falls, O. G. Foard, A. H. Caldwell, A. Ellis, IT. Reynolds, W. C.'Erwin, EL C. Simonton, A. H. Caldwell, C. F. Fisher, J. K McLelland, L. A. Shnford, E. Conner, J. I. Shaver, A. Ellis, W. F. McKesson, J. I. Shaver, Charles F. Fisher, H. C. Simonton, John Davidson, II. Reynolds, T. L Lowe, W. F. McKesson, William C. Erwin, C. M. Avery, IT. W. Robinson, L. A. Shnford, E. E. Greenlee, John Burgin, Fred. K. Smith, E. Conner, T. W. Bradbnrn, William Murdoch, J. H. Jenkins, W. F. McKesson, J. I. Shaver, EL Reynolds, Total, GRADING. NO. Grading 197 do., 221 do., 219 do., 216 do., 217 do., 220 do., 196 do., 224 do., : 246 do., i 247 do., i 249 do., i 222 do., 223 do., 230 do., 252 do., 250 do., 268 do., 225 do., 1 269 do., 271 do., 270 do., 299 do., 272 do., 297 do., 296 do., 277 do., 2S3 do., 287 do., 276 do., 284 do., 286 do., 226 do., 279 do., 285 do., 313 do., 314 do., 318 do., 340 do., 323 AMOUNT. 583 3.300 '903 546 240 2,880 1,111 2,259 2,068 745 1,380 2,800 2,400 400 2,236 2,320 8,233 9,570 655 454 4,521 1,250 1,300 1,150 1,637 504 3,640 1,200 572 1,160 1,12( 88 00 00 00 00 00 35 00 00 00 00 00 00 00 00 00 39 00 00 00 00 00 00 00 50 00 00 00 00 00 00 250100 00 00 6G 33 200 640 51 103 l,259i55 67500 S7500 $ 190,28340 1858-'9.] Document Fb. 47. ABSTRACT— No. 6.— [Continued.] Grading Account. — 1st July, 1858, to 1st Dec. 1S58. 57 DATE. NAMES. GRADING. NO. AMOUNT. 1858. C. M. Avery, Grading, 443 $ 2,400100 Aug't. E. Falls, do., 429 1,47000 L. A. Shnford, do., 431 1,500 00 J. N. McLelland, do., 430 600 00 E. E. Greenlee, do., 435 998 00 Jos. Bost, do., 441 30 83 J. J. Erwin, do., 444 900 00 W. F. McKesson, do., 439 1,500 00 Do., do., 433 1,000 00 C. F. Fisher, do., 427 1,696 00 John Rice, do., 467 50 00 0. G. Foard, do., 425 118 53 C. Miller, do., 472 21 00 H. Reynolds, do., 424 2,778 07 J. Davidson, do., 423 2,725 30 Win. Turner, do., 442 500 00 T. W. Bradburn, do., 436 424 77 Nov'r. John Burgen, do., 437 1,050 00 John Burgen, do., 500 1,401 59 T. L. Lowe, do., 440 1,300 00 Win. C. Erwin, do., 432 2,251 00 T. L. Lowe, do., 440 2,696 95 L. A. Shuford, do., 510 2,175 00 Wm. C. Erwin, do., 509 1,400 00 E. E. Greenlee, do., 508 2,600 92 J. J. Erwin, do., 506 1,200 00 Wm. Turner, do., 505 310 00 Moses Harman, do., 503 100 00 E. Falls, do., 511 1,600 00 A. R. Siinonton, do., 512 1,630 00 J. K McLelland, do., 504 600 $ 39,027 123,412 00 96 S7 Total, 190,283 L0 $ 352,723 93 58 Document No. 47. [Session ABSTRACT— No. 7. Masonry to the 1st July 1857. DATE. NAMES. MASONRY. NO. AMOUNT Oct'r, ill. C. Simonton, Masonry, 45 $ 2,353 53 u A. H. Caldwell, do., 47 6,708 88 u Win. Murdoch, do., 46 6,105 00 Jan'y, (C u do., 65 5,000 00 u H. C. Simonton, do., 66 1,681 00 Feb'v, u i< a do., 84 1,892 54 a Wm. Murdock, do., 85 1,572 48 April, BE. C. Simonton, do., 103 1.812 76 .i Wm. Murdock, do., 100 5,794 32 a A. II. Caldwell, do., 110 1,013 07 June, a u u do., 128 1,042 59 a H. C. Simonton, do., 129 4,823 $ 39,799 00 17 ABSTRACT— No. 7. -[Continued.] Masonry, 1st December, 1858. DATE. NAMES. MASONRY. NO. AMOUNT. Sept'r, »< Nov'r, D. B. Gaither, Robert Hendry, A. Ellis, Masonry, do., do., do., | 422 497 428 502 $ 3,117 98 5,950 5,008 17 10 66 S3 1 $ 14,175 06 1858-'9.1 Document No. 47. 59 ABSTRACT— No. 7.— [Continued.] Masonry from 1st July, 1857, to 30th June, 1858. DATE. i NAMES. MASONRY. NO. AMOUNT. July, ¥m. Murdoch, Masonry, 152 $ 63785 H. C. Simon ton, do., 153 2,13040 A. H. Caldwell, do., 154 31270 Sept'r, ill. C. Sim on ton, do., 180 1 ,000100 A. Ellis. do., 108 1,94700 C. F. Fisher, do., 181 1,000 00 R. Hendry, do., 109 512 00 Nov'r, D. B. Gaither, . do., 102 2,76000 R. Hendry, do., 201 1,80800 A. H. Caldwell, do., 234 33070 C. F. Fisher, do., 200 2,04000 A. Ellis, do., 227 2,72000 1858, a u do., 199 3,29000 Jan'y, a a do., 251 54700 R. Hendry, do., 252 1, 214|00 H. C. Simonton, do., 248 5,333'00 Mar., R. Hendry, do., 278 70000 H. C. Simonton, do., 275 1,94700 D. B. Gaither, do., 228 2,590 00 U u do., 2S0 2,40000 May, u u do., 331 2,40000 R. Hendry, do., 330 2,28364 A. R. Simonton, do., 321 1,776 00 A. Ellis, do., 324 2,683.00 June, H. C. Simonton, do., 362 82321 R. Hendry, do., 393 9500 W*. F. McKesson, do., 364 929;00 A. K. Simonton, do., 365 1,015 00 D. B. Gaither, do., 366 4,100 00 A. Ellis, Total, do, 367 2,88o'S4 i $ 54,20544 54,20544 l 39,79917 $108,179 67 60 Document No. 47. [Session ABSTRACT— No. Iron Account. DATE . NAMES. 1 IRON. NO. AMOUNT. 1856. D. D. Simmons & Bro., Iron. | pl,240J42 J. T. Souther, Agent, do., 41,90499 1857. Xorris & Bro., " do., 183 2,000 [00 Morris, Tanner & Co., do., 407 959185 J. T. Souther, Agent, do., 414 1.56697 a u u do., 412 8,61647 a a u do, 415 27,87130 u a « do., 411 19,57245 S. M.Wilson, " do., 413 19,065J40 J. T. Souther, " do., 529 8,61 647 t< « u do., 530 29,30000 Norris ifc Bro., " do., 531 1,00000 S.M.Wilson,' " do., 528 24,08478 $ 185,799 10 This account includes all the chains, spikes, &c. 1858-'9. DOCUMENT iSTo. 47. 61 ABSTRACT— jS t o. 9. SILLS 1857. I NO. •Tune. 1 Wm. S. McKay, Sills, 127 $ 2,000 00 ! 0. Gr. Foard, u 124 1 1,683 00 1 John Davidson, u 125 1,260 00 1 W. F. McKesson, 1 ;. 126 2,000 00 $ 6,043 00 ABSTRACT, NO 9.— [Continued.] ILLS 1858. NO. Aug. Thomas Hyde, Sills, 446 l| 17 00 P. B. Chambers, u 445 400 00 W. P. Graham, a 447 14 50 O. G. Foard, u 426 688 55 E. Beaver, a 495 102 60 C. A. Wilfong, u 514 75 00 John Davidson, u 513 200 00 $ 1,497 7! 62 Document ISTo. 47. [Session ABSTBACT NO. 9— [Continued.] Sills, from July 1st, 1857, to Jane 30th, 1858. 1857. | NO. Sept. O.G.Foard, Sills, 172 $ 740 00 Samuel Reeves, Ex'r., t< 173 2,160 (10 Dec. PI. C. Simonton, " 206 923 00 John Davidson, a 215. 1,260 oo Win. F. McKesson, a 242 1,000 00 0. G. Foard, u 213 577 00 Samuel Reeves, Ex'r., « 244 1,640 00 1858. D. B. Wood, « 214 475 00 Jan'y. Samuel Reeves, Ex'r., cc 256 500 (JO 11 u " 255 58 oo March 0. G. Foard, u 300 1,650 00 D. Waddell, a 283 1,210 00 U U " 212 500 00 II. C. Simonton, u 281 310 00 P. B. Chambers, a 303 666 67 Wm, Turner, u 288 345 00 C. A. Wilibng, a 295 340 00 E. Conner, a 294 200 00 Geo. Setzer, a 292 180 00 D. B. Wood, u 273 241 00 Eli Dial, u 291 320 oo George Smoyer, a 290 880 00 M Spainhour, a 289 200 00 ' Joseph Brittain, a 293 170 00 May, A. Henderson, a 341 1 ,400 00 Sam'l. Reeves, Ex'r. u 316 10400 0. G. Foard, " 322 95000 John Allison, a 274 2,00000 June, 0. G. Foard, u 35S 60000 A. Henderson, u 359 12500 H. C. Simonton, u 360 320 25 $ 22,04492 22,04492 6,94300 $ 30,4S5 63 185S- 5 9.] Document ISTo. 47, 63 ABSTRACT— No. 10. EIGHT OF WAY AND EEAL ESTATE. 1857. July, Sept., Jan'y. 1858. J. Q. Leslie, Right way. David Day, " T. Leslie, Moving house, W. Clarke, Right way, M. A. Bnllin, Lot in Sal- isbury, J. I, Shaver, Lot in Sal- isbury, Misses Howard, Lot in Salisbury, J. I. Shaver, Lot in Sal- isbury, Lutheran Church, Rt. of Way, A. Henderson, Lot in Salisbury, O. G. Foard & Co., Plank Road, J. E. Kerr, C. C. C, Rt. of Way, W, Murphy, Rt. of way, S. J. Walton, Moving- House, Wm. Walker House, J. E. Kerr, Clk., Right of Way, J. 1. Shaver, Lot in Sal- isbury, Richwine & Harrison, Lot in Salisbury, E. Biggs, Rt. of Way, J . Q. Leslie, Rt. of Way, Letitia Brown, Lot in Salisbury, David Simmons, Mov ing House, Moving NO. 24 31 31 30 91 86 87 109 207 245 267 266 309 305 418 354 355 356 357 476 521 Total Amount, AMOUNT.) 50 00 90 5(» 85 200 1,300 500 200 200 1,000 2,000 471 1,030 165 50 416 325 925 66 10 812 15 00 00 00 00 00 00 00 00 00 00 10 00 00 00 00 00 00 00 00 50 00 $ 9,990|90 64 Document Xo. 47. [Session ABSTBACT.— TSo. 11 LIME AND CEMENT. 1856. [ No. July. jJ.C. Turner, Ch. Eng., Cement, 21 $ 500 00 Aug. do. do., do., 29 500 00 Oct. Jonn Boy den, do., 41 325 00 1857. Jan. do., do., 69 620 00 Mar'li. R. C. Pearson, do., 89 500 00 1858. Sept. J. M. Smith, Lime, 170 78400 Oct. do., do., 209 950100 Mar'h. J. W. Thomas, Lime house ! 312 2500 May. J. M. Smith, Lime, i 328 315 00 June. do., do., | 352 378 17 Mills & Moose, do., i 353 132 71 Sept. J. M. Smith, do., 3 329 25 J. B. Xolley, Cooping bis : 469 11 94 iG. P. Wyatt, do., u 3 75 Oct. J. M. Smith, Lime, 494 26S 4 24 Nov. \W. B. Grant, l Li. & Ce., 522 974 00 $ 6,617 06 1858-'9,] Document No. 47. 65 ABSTRACT.— No. 12. CAK AND ENGINE. 1857. NO. 1 June. Bruse Knuland, Catawba, $ 8,783 50 Sept'r. L. S. Aldrich, Cars, 174 1,000 00 Oct'r. Do., do.. Do., 205 950 00 Oct'r, Rodgers, L. M. W., Swannanoa, 184 8,659 75 Nov'r. Bruse Knuland, Catawba, 216 800 00 Dec'r. L. S. Aldrich, Cars, 240 2,850 00 1858. Jan'y. L. S. Aldrich, Cars, 265 2,500 00 M'rch. S. J. Walton, Engine Shed. 315 183 54 June. L. S. Aldrich, Cars, 371 853 (JO Sept'r. Do.. do., Do., 459 500 00 Sept'r. Do., do., Do., 475 1,265 10 Oct'r. Do., do., Do., 476 .970 00 Nov'r. Win. Cu minings, 2 P. Coaches, Total, 527 4,700 00 $34,014 89 ABSTRACT— No. 13. 1857. FREIGHT. NO. AMOUNT. May. Wil. & Wei. R. R., 132 $ 476 29 June. N. C. R. R., 133 12 18 Sept, W. & R. R. Co., 174 2,000 00 June. Wil. & Wei. R. R., Total, 349 222 25 $ 2,710 72 66 Document No. 47. [Session ABSTRACT— No. 14. INTEREST AND DISCOUNT. 1858. Au°\ Sept. Oct. Nov. May. Discount on 5 Bonds to D. A. Davis, Discount on 1 Bond,