REPORT '
OP THE
ENGINEER IN CHIEF
OP THE
GEORGIA RAIL ROAD AND BANKING CO.
TO THE
CONVENTION OF STOCKHOLDERS;
May 9, 1842.
TOGETHER WITH
The Cashier's Statement of the Condition of the Finances,
on 9th May, 1842; and Statement of Dividends*
ATHENS, GEO
PRINTED AT THE OFFICE OF THE '• SOUTHERN BANNER.
June, 1842.
REPORT
4>P THE
ENGINEER IN CHIEF
OF THE
GEORGIA RAIL ROAD AND BANKING CO.
TO THE
CONVENTION OF STOCKHOLDERS;
May 9, 1843.
TOGETHER WITH
The Cashier's Statement of the Condition of the Finances,
on 9th May, 1842; and Statement of Dividends*
ATHENS, GEO
PRINTED AT THE OFFICE OF THE ''SOUTHERN BANNER,
June, 1842.
REPORT.
Engineer Department, Geo. R. R. and B'kg Co. (
Greenesboro', April I5th, 1842. )
To the Hon. John P. King, President Geo. R. R. and B'kg Co .
•Sir,—The enterprise as originally contemplated by the Geor¬
gia Rail Road and Banking Company, may now be considered
as finished, and the expenditures constantly accruing during its
construction, have been brought nearly to a close : upon which
auspicious event, I offer the stockholders my sincere congratu¬
lations.
The cost of the entire Road—147^ miles in length—and out¬
fit, consisting of Locomotives, Cars, Shops, Machinery, Depots,
Water Stations and Dwellings, exclusive of Real Estate, Right
of Way, &c. (not included in the original estimate) is $2,283,000 ;
the estimated cost was $2,250,000. Including Real Estate, &c.
&c. the cost is $2,363,000. A few expenditures yet remain
to be made, but they are of little consequence and will not ma¬
terially vary the result. Of the 147} Miles of Road mentioned
above, there are 104 miles from Augusta to Madison on the
Great Southern Mail Route, called the main line; nearly 40
miles on a branch to Athens, and 3| miles to Warrenton. Of
the main line 29 miles are constructed with a T Rail of 46 lbs.
per yard, and the Jremainder a flat bar of 29 tons per mile. The
shortest radius of cutvature, on any portion of the Road, is
1,910 feet, and steepest gradient 7-10ths in 100 feet; (rather less
than 37 feet per mile,) and this occurs west of Greenesboro'
4
only. These maximum rates, can be preserved without diffi
cultv, on the extension from Madison to the terminus of the
Western and Atlantic Rail Road ; upon which line the greatest
inclination throughout its course to the Tennessee River is 33
feet per mile, and shortest curve 1,000 feet Radius.
The surveys and construction of your Road, have occupied
over seven years, during which time I have had the honor to
conduct its operations, both in relation to the planning and exe¬
cution of the work, and the organization and general manage¬
ment of the business of the Road. As most ol the Members
of the present Board, were not among those with whom I first
commenced my operations, I shall briefly refer to some past, oc¬
currences, for the purpose of explaining the origin of the pres¬
ent organization for conducting the Transportation of the Road ;
which it is important to the proper understanding of the subject,
should be recollected. When but a small portion ol the Road
was completed, the Beard appointed a Superintendant to whom
i then, in consequence of the extent of my other engagements,
hoped to have committed the entire charge of the work as it
was placed in readiness for transportation. A very short trial
of his qualifications, however, convinced them that these expec¬
tations could not be realised. A new organization then becom¬
ing necessary, a resolution was passed by the Directors, em¬
powering me to organize the Departments requisite for conduc¬
ting the business of the Road in use, and to appoint all officers,
and fix their rate of compensation. In compliance with the
duty thus imposed on me, I proceeded to effect the organization,
which, with a few changes of Officers, has continued to the
present time. By this arrangement, I continued in general
control of the operations of the finished Road, and divided the
several Departments, as follows :
1. For the Department of Transportation proper, a Super¬
intendant was appointed, whose duty it is to see to the regular
and safe transmission of all produce, merchandise, &c. sent by
the Road. He also acts as assistant Gen. Agent of the Com¬
pany, and in the latter capacity has, during the absence of the
General Agent, entire control of the other Departments. The
purchase of supplies for the road, is likewise entrusted to him.
2. To the Superintendant of the Motive Power Department,
5
the repairs and preservation of the Locomotives are entrusted^
together with the general operations of the Machine Shops.
3. A Superintendant of the Car Factory, who is charged
with the building and repairs of all the cars and other inciden¬
tal carpenter work of the Company.
The two last officers also engage in the active manual labor
of their shops.
4. The Maintenance of the Road, was confided to two Su¬
pervisors, now increased to three. To one is given the lower
49 miles of the Road, and the Branch to Warrenton; to an¬
other the remainder of the Main Line, 55 miles; and to the
third, the Athens Branch, 40 miles. It is also the duty of the
Supervisors to inspect all lumber for repairs and measure the
wood obtained on their Divisions for the Locomotives, &c.
The office of Superintendant of the first, and moat important
department, was filled by the appointment of Richard. Peters,
Jr. (who had previously acted as my principal assistant,engi¬
neer on construction,) the duties of which appointment he has
continued to fulfil, with zeal and ability, up to the present time.
The heads of the other Departments, have since the first organ¬
ization, been changed. The names of the present Superinten-
dants will be found in Statement No. 8, together with a list of
all the Officers of the Road and their rate of compensation.
This organization is thought to be as efficient as any that can
be made ; if however the Board should think a re-modelling of
it desirable, I beg that they will not consider me in the way of
any change in the system that may seem to them best for the
interest of the Stockholders.
The receipts of the Road for its ordinary business this year,
have exceeded those of last year, by $66,050 52. The num¬
ber of passengers carried is 22,784, which is nearly the same
as last year, but in consequence of the greater proportion of
through travel, the amount received from them, is increased
$6,607 77, About 20 per cent of the whole travel, is brought
to the head of the Road in Stages. The remainder of the in¬
creased receipts is on freight, except a small addition for Mail
service, and it is remarkable that the Up and Down freights only
differ a few hundred dollars. The first, however, is derived
chiefly from through transportation, while the latter is in a
6
great measure picked up at the Way Stations. For instance,
at Greenesboro', the receipts for Cotton are $6,450, and on Up
Freight but $3,315; whilst at Madison, the receipts for Up
Freight are $38,458 81 and for Down but $30,324 ; ihe dispar¬
ity on the Athens Branch is still greater. The reasons for
this are obvious.
Our whole receipt for Passengers, is $73>493 65, which, if
we had had the privilege of charging at the low rate of 6|
cents per mile, the amount would have been $91,867, an in¬
crease nearly sufficient to pay the whole expenses of " Conduc¬
ting Transportation," and at this rate, I would venture to assert,
that there would be no sensible decrease in the travel. I have
before called the attention of the Company to this subject, and
I again refer to it, from a conviction of its great and growing
importance to their interest. I am aware that there is an opin¬
ion prevalent in the country, that low prices produce the largest
net profits, and that this opinion, as erroneous as it is in its gen¬
eral application, is maintained by many of your own Stockhol¬
ders. There is doubtless a medium rate, which will give to
the Company the largest profits, and this rate, instead of being
uniform and applicable to all roads, as generally supposed, is
controlled by the amount and character of the travel on each
work.
In Europe and the more densely peopled sections of our own
Country, where, in addition to an amount of travel proportioned
to the greater population, thero is a class of mechanics and la¬
borers who would not use Rail Roads at high rates—low fares
are no doubt both politic and profitable. But with us, this class
if almost unknown, 6nd our whole travel'only averaged us 40
in 1839, and this year, 31 per day each way. When it is re¬
membered that it costs nearly as much to convey these 31, as a
train containing two or three hundred, it will at once be admit¬
ted that the rates adopted for that Road where this number can
be obtained, are not applicable to our circumstances; yet such
appears to have been the views of those who applied for our
act of incorporation.
I have also objections to the limitations on our rates of
freight, though in the aggregate they are sufficiently high. The
true policy, it appears to me, is to allow these matters to be gov-
7
erned by the natural laws of trade, untrammeled by legislative
restrictions. If, however, such must be imposed on the compa¬
ny, it should be on the amount of their dividends, which might
be limited to a reasonable per centage on the cost of the work.
Then, the several sources of the revenue of the Company,
would be left free to bear each its due proportion of the current
expenses.
It is con ceded-that there may be circumstances, even on our
own Road, which would justify a resort to low fares on a por¬
tion of the travel, not however lower than our present rates (5
cents per mile;) but it would only be admissible under an agree¬
ment for a general reduction throughout an extended line, thus
embracing a large amount of Population, and with a view to di¬
vert the travel from other channels.
Such a project, having for its object a competition for the
travel that now flows up the Mississippi, has been entertained
by the several Rail Road and Stage Companies on the great
Mail Route, from Baltimore to Mobile, and favorably received
by all except the S. C. Canal and Rail Road Company, and, in
consequence of their opposition, has been abandoned for the
present.
A reduction was made in our rates of Freight on Cotton, after
the commencement of the season, in conformity with the general
wish of the Board of Directors, which has decreased our net re¬
ceipts some $6,000. That we may be ultimately benefitted by
this reduction is probable. After this season it is proposed to
take Cotton by weight, instead of by the bale, in consequence
of the advantage which many of the Planters have taken of
the Company by enlarging the size of their bags; the price to
vary according to circumstances, from 45 to 50 cents per 100lbs,
per 100 miles for Round Bales, and a reduction of 10 per cent,
for Square Bales.
To encourage trade on the Athens Branch, the freight on
Grain, the only article of export from that region which will
bear transportation, has been greatly reduced. In consequence,
some 2000 bushels of Corn, have been sent down since Decem¬
ber last, which will no doubt steadily increase with the incre^ed
production of the country, stimulated by the demand created
by the opening of a new market.
8
With a view of increasing our trade with East Tennessee and
North Alabama, I sent an Agent into that region during the past
summer, for the purpose of satisfying the Merchants as to the
advantages of shipping their goods by our route. His visit
has been the cause of a considerable addition to our transporta¬
tion, but was more especially beneficial in awakening the Citi¬
zens of North Alabama to the policy of forming a direct mail
communication with the head of your Road. Representations
were made from that region to the P. 0. Department, simulta¬
neously with those sent from this section, exhibiting the great
importance of the connexionto the commercial and planting in¬
terests of the countries proposed to be connected, which have
resulted in the invitation by the Post Master General, for pro¬
posals to transport the Mail from Rome to Gunter's Landing,
on the Tennessee River, and thence in Steamboats to Ditto's
Landing, (11 miles from Huntsville,) and to Decatur. From
Decatur the Mail passes over the Rail Road to Tuscumbia,
whence it is to be continued in Coaches to LaGrange, and to
Memphis, on the Mississippi River. The Route is to be let this
month, and will go into operation on the 1st of July next.
From the head of your Road to Rome, there is already a tri¬
weekly line of Coaches. When the whole Route is established,
we may expect a large increase of travel, and also transporta¬
tion, as the facilities offered by our improvement shall become
better known. The country penetrated by this new line, is
populous and wealthy, and in seeking this avenue to market,
must add greatly to the prosperity of the Southern Atlantic
Cities.
The following Statement exhibits a condensed view of the
business of the Road and expenses, (omitting transportation
for the Company,) during the year ending on the 31st of March
last. Detailed Statements will be found accompanying this re*
port, giving every information that can be desired on the subject
9
CR.
By Amount for Passengers Up, $35,565 11
" Down, 35,895 72
" " " Way Pass, on Branches and Tickets, 2,032 82
" " Freight Up, - - 59,610 10
" " " " Down, 59,358 56
" " " " Between Stations, - - - 3,737 81
" " " Premium, Interest, &c. - - - - 902 39
" " " Transportation of Mails, - - • 27,153 12
224,255 63
DR.
For Expenses of conducting Transportation, - - 22,699 97
" " " Motive Power, 30,011 05
" " " Maintenance of Way, - - - 38,692 51
" « <• Cars, - - - 6,114 50
97,518 03
Less estimated actual exp. of Comp.'s Transport'n, 7.000 00
90,518 03
Leaving Net Profits, $133,737 60
Or about 6 per cent, on our whole expenditure, a portion oJ'
which was not brought into use until late in December. Apart
from the expenditures on the branches, which have as yet yield¬
ed nothing, the profits of the Company would be nearly 8 per
cent, and if we could have charged 6£ cents per mile for Pas¬
sengers, they would have been over that rate.
This result obtained during a period of unparalleled depres¬
sion and embarrassment in the business of the country, will be
considered highly satisfactory, and must afford to the Stockhol¬
ders renewed confidence in their enterprise, which requires on¬
ly to be extended to the State work, to be made one of the
most important lines in the country.
Our Locomotives are generally in an excellent condition, and
adequate to a much larger business than we have had this year.
The Georgia and Pennsylvania, the oldest Engines of the Com¬
pany, have undergone a thorough repair, and are now, in con¬
sequence of the better adaptation of their parts to the circumstan¬
ces of our Road, more valuable machines than when first re¬
ceived.
The accompanying statement-, marked No. 7, will exhibit the
performance of each Engine, and.the cost of their Repairs ; the
whole distance run by all the Engines, is 152,520 miles, and
the expenses of the Motive Power Department, $30,011 05-—
equal to 19| Cents per mile. Or, the whole expenses of the
road are equal to 63J ceats per mile, for each mile the Engines
10
have run. The ordinary Repairs of the Engines, including the
re-building of the Pennsylvania and Georgia, are $8,758 28.
The completion of the Athens Branch in December last,
opened the question relative to the most advantageous power to
be used upon it; a question which I have not yet fully determined.
The existing arrangement, which is a mixed steam and horse
power, answers very well under present circumstances, but
when the Road begins to decay, steam-power will have to be
abandoned entirely, or an Engine procured that will be suited
to the Road and Trade to be transported. Light Engines have
hitherto been so inefficient, that until the late improvement of
Mr. Baldwin, by which the adhesion of the whole machine is
obtained, and at the same time the Truck left free to adapt it¬
self to the curves and undulations of the Road, I had despaired
of their success under any circumstances.
This improvement, however, if there shall not be found
some practicable objection to it, after a sufficient trial has been
made, must add greatly to the value of Freight Roads. The
adaptation of the weight of the Engine to the character and cir¬
cumstances of the Road, which has heretofore been a desidera¬
tum, may then be considered as attained.
Mr. B. has offered to furnish an engine of the kind referred
too, upon reasonable terms, which will not weigh more on the
driving wheels, than is borne by either pair of wheels of our
Freight Cars. As the purchase of such a machine would in¬
volve an expense, which under the present exigencies of the
Company cannot be well incurred, I have left open for future
decision, permanent arrangements for conducting the business
of the "Branch—in the mean time, the resources of the country
drained by this arm of our enterprise, will be developed, and
the extent of the trade to be accommodated by it better known.
As the small cost of grease used for our Cars, averaging but
little over $2 25 per 1,000 miles run by the trains since we com¬
menced business, has created doubts in the minds of some, as
to its correctness; I will observe that the saving in comparison
with other Roads has been effected by the adoption and adhe¬
rence to the use of tallow, instead of oil, using but a small
quantity of the latter in cold weather. During the past winter,
we have been induced by the low price of lard, to make trial of
11
its properties, which has given great satisfaction. Tallow, how¬
ever, is to be preferred in warm weather.
The cost of Maintaining the Way, has this year, been con¬
siderably swelled, which is partly to be attributed to our larger
business and the increased length of the Road, but chiefly to
the wearing out and decay of the timber, on the first fifty miles
from Augusta. The average cost of keeping up the line in use,
is $276 00 per mile, or for the whole Road, $264 33 per mile.
For the next year, there will be a further increase in this item
of our expenses, when, it will have attained its maximum, and
will probably decrease.
The duration of timber in the exposed situations in which it
is placed in Rail Roads, we find will not exceed in this latitude,
an average of 5 years. This rapid destruction of the chief ma¬
terial, that enters into the construction of Rail Roads, calls loud¬
ly for some remedy. A number of persons, stimulated by the
expected profits of the discovery, have been constantly engag¬
ed in search of an antidote; among whom Mr. Kyan and Mr.
Earl have attracted the most attention in this country.
The materials used by both of these gentlemen, had been
previously known and applied to wood, as powerful antiseptics,
and 1 believe their only claim to originality, is in the mode of
their application, and proportions used. The process of Mr.
Kyan, has been sufficiently tested, to satisfy those who have
used it, that it at least doubles the duration of wood, and con¬
sequently, where this material is costly, it must be very valuable.
Its cost at the existing price of corrosive sublimate, is about
$10 per thousand feet board measure, equal to the first cost of
our lumber, consequently requiring an outlay which the present
experience of its advantages, would not in our case justify. In
Mr. EarPs process, Salts (sulphates of Iron and Copper,) are
used, that are cheap and abundant. This preparation is highly
recommended by eminent chemists, and has the additional ad-
vatange of costing about one half of Kyanizing—but there
is as yet insufficient experience as to its advantages. There
are a variety of other substances, that have been applied to the
preservation of timber, among which, common Salt may be men¬
tioned as the most important. It has been used successfully on
the Camden and Amboy Rail Road, and is thought by the man-
12
agers of that work, owing to its cheapness, to be preferable to
any other. A small experiment has been made upon our road,
by which its merits will be tested in a few years. Other roads
in our State, are trying Mr. Earl's patent on a large scale, the
result of which it will, perhaps, be our best policy to wait.
The present knowledge of this science, is too limited for lis
to derive any decided advantage from it, butl have strong hopes,
that the daily increasing importance of the subject, will yet de-
velope—if it has not already, been discovered—some cheap
method by which this great desideratum can be obtained- The
advantages of such a discovery to Rail Roads, will be incalcu¬
lable, and must add greatly to the value of their stocks.
The Transportation of the United States Mail, in both direc¬
tions after, night over our Road, has, owing'to the numerous
freshets this year, been attended with increased hazard, and one
serious accident. In consequence, several attempts have been
made, without success, to get released from our contract. We
have asked this concession from the Department, the more un¬
reservedly, as one of the prominent inducements held out to us,
by the then Post Master General, to enter into the contract, has
failed. We were assured by him, that no detention should take
place to the travel between New York and New Orleans; in¬
stead of which, there have been delays continually occurring,
either at Charleston, Washington, Baltimore, or Philadelphia,
and sometimes at all of these places in one or the other direc¬
tion
In consequence of the greater cheapness of the Route from
New Orleans to New York, by the Ohio river, we could only
hope to compete for the travel—when that river is navigable—
by giving it the greatest possible despatch; hence the importance
attached to this promise.
It has been urged by the Department, that every effort has
been made that could be done legally, to overcome these deten¬
tions. Such may be the case under the circumstances, but it is
well known, that a more liberal and sound construction of the
Act of Congress—which leaves the amount of compensation
almost wholly with the Postmaster General—would have. ena¬
bled him to have surmounted all these difficulties. The law of
Congress on the subject, allows the Department to give 25 per
13
cent more than similar service can be had for in Stage Coaches:
and as if with a view to determine what that amount should be,
in our case, proposals were invited for the transportation of the
Mails, in Coaches, parallel with our Road, at 7 miles per hour,
and the lowest offer received, was $350 per mile ; to which, if he
had added £5 per cent, as provided for by Congress, would have
given us $437 50 ; yet in the very face of this result, he deci¬
ded, irrevocably, that the act referred ta, fixed the maximum rate
of compensation on main, lines of Rail Roads, at $237 50, without
regard to circumstances. We finally accepted his terms, and
have f6und them much more onerous than expected. The degra¬
ding spectacle is now exhibited, of a great Government receiving
at the hands of a •poor Corporation, a compulsory service at less
than its actual cost. Ours is not an isolated case—nearly every
Rail Road Company on the Great Mail Route, has the same coniv
plaints to make of the unreasonable demands of the Government.
To shew that Rail Road Companies have not been exorbitant
in their proposals to the Department, it may be stated, that in
England, on the great Thoroughfares, where the travel alone is
sufficient to fill three or more daily trains in each direction, Gov¬
ernment pays $600 per mile, and at this rate, it is deemed cheap¬
er to the Post Office Department, than, the old Coach service,
as the increased speed of the Mails, increases also the corres¬
pondence of the country, adding in a greater ratio to the rev¬
enues of the Department, than to its expenses. Before another
meeting of our Stockholders, we shall be called upon again, to
bid for the transportation of the Great Mail, when we can obtain
more favorable terms, or refuse the service altogether.
In reviewing our past year's business, I cannot but again re¬
peat, that I am satisfied with the result. It is true that it falls
short of our calculations made in 1836 and 1837^ years of univer¬
sal inflation in the business of the country. But it is still far short
of what it will be when our Road is united with the great west.
Upon a business this year of about 11,000 Tons, and an av¬
erage of 62 Passengers per day, we have received above our
expenses, $133,737 on a productive capital of about $1,800,000.
A capital invested too, during the reign of these inflations, and
which, if the work was now to be executed, eould be done for
nearly half a million less.
If results such as these, can be obtained during a period of
14
universal despondency—"when the most prosperous among
us doubt the foundation of their prosperity,"—what may we not
reasonably expect when confidence shall again be restored, and
we shall have become participators in the trade of the west. A
trade which yields to the Erie Canal a tonage 120 times greater
than ours, and to various other improvements south of it, nearly
an equal amount, not to include that which is floated around the
capes of Florida. In considering this subject, it is not to be
lost sight of, that Georgia possesses the only route to the west,
south of the Erie Canal, by which it can be reached, on gradi¬
ents so low as 37 feet per mile
The daily improvements in the machinery and construction
of Rail Roads, shew that their capabilities and value, have not
yet been fully developed. It has been but IS years since their
introduction as avenues of General Commerce, and in that short
space, they have grown so rapidly in public estimation, that now
the most sceptical on the subject are constrained to admit, that
they are in almost all cases, greatly superior in point of economy
for the transportation of passengers and freight, to their former
rivals, canals, or any other artificial way where the amount of
trade to be accommodated, is sufficient to authorize tlieir con¬
struction in a substantial manner.
That there have been many visionary Rail Road projects in
this country commenced and executed, where the old Indian
trail would have been a more appropriate avenue of commerce,
is a fact too sensibly felt by a host of sanguine and deluded
participators, to admit of question; nor has our own State been
free from these excesses^ Under the influence and abuse of
the credit system, Roads have been constructed in Georgia
years in advance of the requirements of the population of the
Country through which they pass.
These instances of failures which all ought to have seen,
cannot be adduced as arguments against the system. We are
now, however, arriving at an era in regard to them, when the
apparent mystification which has heretofore , hung over then
operations is clearing off, and their merits will then be prop¬
erly appreciated. Respectfully submitted by
Your Obedient Servant,
J. EDGA.R THOMSON,
Chief Engineer and General Agent,
No. A. STATEMENT
Of the aggregate amount of Business done on the Georgia Rail Road from April 1st, 1841$ to April 1st, 1842*
MONTHS.
PASSENGERS.
FREIGHT
MAIL.
TOTAL.
passeng'rs,
FREIGHT
and MAILS.
Amount.
up.
down.
up and down.
up.
down.
up & down-
No. pas.
Amount.
No. pas.
Amount.
No. pas.
Amount.
Amount.
Bis. cotton. | AntL
Amount►
Amount.
April, 1841.
May, "
June, "
July,
August, "
September, "
October, "
November, "
December, "
January, 1842.
February, " •
March, "
971*
926
9031
9501
821
910^
1,080^
1,094$
1,090|
920|
860
872
$2,920 47
2.829 17
2,471 02
2,508 96
2,187 31
2.597 69
3,770 87
3,928 84
3.598 01
2,981 66
2,846 67
2,924 44
9221
1,148
1,101*
943
1,001 i
782£
811
818
1,013
1,036
860£
9451
$2,960 41
3,778 35
3.734 28
2,953 34
2,997 68
2,149 18
2,531 80
2,79Q 94
3,008 12
3,238 53
2,640 91
3,112 18
1,894
ft,07 4
2,005
1,893|
1,822}
1,693
l,89l|
1,9122
2,103*
1,95^2
1,720*
1,817*
$5,880 88
6,607 52
£,205 30
5,462 30
5,184 99
4,746 87
6,302 67
6,719 78
6,606 13
6,220 19
5,487 58
6,036 62
$6,324 06
3,503 29
2,503 05
2,532 11
2,894 62
6,402 10
9,901 38
9,035 56
5,771 47
4,093 30
4,055 17
5,593 99
2,503
1,355
2JJ&
59
112
222
2,927
7,150
6.828
6.856
6,910
4,963
$3,673 33
2,736 76
542 86
216 13
402 57
535 58
4,565 92
L0,60I 83
9,263 81
9,495 87
9,922 42
7,401 48
$9,997 30
6,240 05
3,045 91
2,748 24
3,297 19
6,937 69
14,467 30
16,637 39
15,035 28
13,589 17
13,977 59
12.995 47
$2,178 39
2,178 79
2,178 79
2,178 79
2,178 79
2,178 79
2,178 79
2.178 79
2,430 70
2,430 70
2.430 70
2,430 70
$18,057 96
1,5026 36
1,1430 00
10,389 33
10,660 97
13,863 34
22,948 76
25,535 96
24.072 11
22,240 06
21,895 87
21,462 79
11,401
35,565 11
11,383
35,895 72
32,784
71,460 83
59,610 10
40,611
59,358 56
118,968 66
27,153 12
$217,582 61
1,553 90
28 80
174 37
261 70
100 00
175 75
3,737 81
640 63
24,000 00
Why Passengers, Athens Branch, -
" Warrenton Branch, - - '
Extra Trips, -
Extra Baggage and Specie, - - . . ' . . - . •
Season Tickets,
Lots Negroes, -----
Freight petween Stations, -
Premium and Interest, - ' " . * " * " *
Transportation of Iron and other Materials for Superstructure of Madison and Athens Branches,
$248,255 63
16
No. B. STATEMENT
Of the Expenses incurred for working the Georgia Rail Road,
from April ls£, 1841) to April Is/, 1842.
Conducting Transportation.
Stationary, Printing, &c. $777 56
Loss andJDaraage, 1,909 18
Incidentals, 1,624 68
Oil and Tallow for Cars, 402 72
Provisions, Clothing, Doctors Bills and
other expenses of Negroes, 2,849 42
Expenses of Mules and pay of Conduc¬
tor, Warrenton Branch, 1,062 62
Expenses of Horse Car on Athens Branch,
for 1st Quarter, 583 34
Wages of Laborers, 2,022 24
Agents and Clerks, 8,742 88
Conductors* 2,024 83
Work done by Car Factory, repairing De¬
pot Buildings, 220 50
Do. making new Turning-platform, &c. 480 00
Motive Power. 22,699 9?
Stationary, Printing, &c. 13 08
Expenses of Water Stations, 2,518 11
Incidentals* 329 49
Fuel, 7.186 61
Oil and Packing, &c. for Engines, 1,538 73
Ordinary Repairs of Engines, 8,758 28
Extraordinary Repairs of Engines, 852 00
Engine and Firemen, 7,079 33
Provisions, Clothing, Doctor's Bills and
other Expenses of Negroes, 1,735 42
Maintenance of Way. 30,011 05
Stationary and Printing, 13 00
Men's Wages, 19,549 58
Provisions, Clothing, Doctors Bills and
other Expenses of Negroes, 2,703 06
Incidentals, 511 99
Tools, 826 99
Iron and Spikes, 550 47
Wooden Rails, Cross Ties, &c. 11,382 80
Supervisors, 1,733 29
Work done by Car Factory, 511 16
Work done by Machine Shops, 910 17^
Maintenance of Cars* 51
Ordinary Repairs, 3,660 00
Extraordinary Repairs, 1,287 00
Renewal of Wheels, 1,167 50 _, _
0,114 50
$97,518 03
No. D.
Names
of
Engines.
Georgia,
Pennsylvania,
Florida,
Alabama,
Louisiana,
Tennessee,
Wm. Dearing
Virginia,
Mississippi,
Kentucky,
Win. Cumming,
James Camak,
Makers
Names
arid
Class.
Commence
roent of
Service.
No. 3
May 5,'37
" 3
U tt II
" 3
Dec. 27, "
" 3
Jan. 12,'38
" 3
Feb. 2, "
" 3
May 29, •'
" 2
Nov. 6, "
" 2
Dec. 24, "
" 2
" 28, "
u 2
Mar. 24,'39
" 3
Dec. 14,'39
*• 2
" 23, "
Num¬
ber of
miles
run by
each
Engine,
from 1st
April,
1841,to
1st
April,
1842.
4,620
17,745
13,175
18,315
15,755
9,925
16,230
14,620
10,195
10,230
5,960
15,750
Cost of
ordina¬
ry re¬
pairs to
each
Engine,
fVom 1st
April,
1841,
to 1st
April,
1842.
Cost of
extraor-
diny re¬
pairs to
each
Engine,
from. 1st
April,
1841,
to 1st
April,
1842.
1348 26
688 26
541 00
926 62
848 33
949 75
938 81
746 00
677 00
£81 75
169 00
343 50
219 00
85 00
253 00
10 00
51 00
149 00
40 00
45 00
Total
cost of
repairs
to each
Engine,
from 1st
April,
1841,
to l«t
April,
1842.
1348 26
688 26
760 00
1011 62
1101 33
959 75
989 81
895 00
717 00
626 75
169 00
345 50
Cost of
ordina¬
ry re¬
pairs to
each
Engine,
from
com¬
mence¬
ment of
jservice,
to 1st
April,
1842.
Cost of
extraor¬
dinary
repairs
to each
Engine,
from
com¬
mence¬
ment of
service,
to 1st
April,
1842.
3421 84
2722 52
2397 19
2597 10
3364 43
2346 23
1830 62
2148 95
1242 46
1455 36
282 75
569 86
152,520 8,7.58 28 852 00 9,610 28 24.379 31 3,077 61 27,456 92 519,009
96 00
327 30
519 42
612 37
203 98
219 10
465 19
513 56
100 86
19 83
Total
cost of
repairs
to each
Engine,
from
com¬
mence¬
ment of
service,
to 1st
April,
1842.
Total
number
of miles
run. by
each
Engine,
from
com¬
mence¬
ment of
service,
to 1st
April,
1842.
3517 84
2722 52
2724 49
3116 52
3976 80
2550 21
2049 72
2614 14
1756 02
1556 22
302 58
509 86
34000
57480
52811
69122
68357
49214
51398
46090
25332
34205
9775
21225
Condition
of
Engine#.
On road, in complete order.
On road, in complete order.
Inshop, und'ngthorough repair
On road, in good order.
On road, in complete order.
In shop, und'ng thorough repair.
On road, in good order.
In house, in good order.
In house, in good order.
On road, in good order.
In house, in good order.
In house, in complete order-
18
Statement of the Condition of the Ga. R. R. and Banking Co-,
Transportation for Company,
Interest on advances to Road,
J. E. Thomson C. E. andGen'l Agent,
Contingencies, Athens, 20 60
do Augusta, 366 91
Salaries,
do
do
Athens,
433 32
106 67
Interest, do
do on Deposits, Augusta. 2,833 78
do Bonds do 2,000 00-
do
Notes disc't'd,
do do
Bills, do
Stocks, do
do
Negroes,
Real estate for Road,
Mechanics Bank Certificates,
The Road and its outfit,
Banks,
do
Athens,
Augusta,
12,524 80
94,370 92
387 51
599 99
12 66
4,833 78
Protest, Athens,
do Augusta,
Bills receivable, Athens 123,760 81
150
00
253
00-
do Aug'a, 15y462 75
Athens, 152,607 27
Aug'a, 196,981 43
do
Athens, 14,690 00
Aug'a, 57,548 85
139,223 56
349,588 70
38,715 29
106,895 72
8,362 74
5,833 94
—403 00
72,238 85
48,925 50
46,612 98
1,439 63
2,316,597 55
Agents, Athens,
do Augusta,
Branch Augusta in account current,
Ga, R. R. and Bk'g Company's Stock,
Banking House and Lot, Augusta,
Personal property for debts,
Cash, viz : Coin at Mint,
Coin in'vaults
Notes of other Banks,
Treasury note,
Augusta City Council change bills,
Contractors Receipts,
1,311 11
534 03
2.164 81
30,863 06-
3,013,342 06
1,845 14
-33,027 87
101,464 14
74,074 09
32,184 49
1.429 52
113 56
36,515 23
11,360 17
50 00
711 56
6)300 00" "" 55,050 52
$3,433,913 '23
19
Pjr. Bank, Athens, May 9* Branch Augusta, May 4,1842.
Stock, " 2,201,612 00
Reserved Fund; 18,066 47
Profit and Loss, 68,480 04
Discount, Athens, 328 16
Augusta; 804 82
Exchange, Athens, 5,64
" Augusta, 53,68
1,132 98
58 72
Income from R'd Athens, 1,412 79
do do do Augusta, 15,079 07 16,501 86
104,240 07
Dividends Nos. I to 8 unpaid, 6,405 50
do No. 3 " in stock, 220,161 20
Deposit permanent, 12,540 00
Bill payable, permanent, 2,150 00
Deposits, General, Athens, 12,593 99
do do Augusta, 28,924 84
Cert's of depssit at interest, Athens, 40 00
do " do " do Augusta^6 per ct. ~902 98
do 11 do " do ao 8 " 140,212 12
14,690 00
41,518 83
141,155 10
Principal Bank Bonds, 48,300 00
Branch do do 150,000 00
do Ct'fs of Deposit at in'st on long time, .240,000 00
438,300 00
Dtie Banks, Athens, 164 75
do do Augusts 2 44
167 19
Due Bunks, Augusts, on time, 3,500 00
do do and individuals for collections, Augusta ,8,036 37
Branch. Bank, * Augusta, in account current, 84,826 12
Notes of the Principal and Branch. Bank in Circulation, 141,780 00
Rail Road Receipts iri circulation, 27,520 85
$3,433,913 23
Statement showing the Business of each Station on the
Geo. R. R* during the year ending March 31, 1842,
Wo. C»
Lawrence's,
Belair,
Pepper Hill
Berzelia,
Beh Verdery's.
During,
Thomson,
Carriak,
Warrenton.
Cross Roads,
Gumminff,
Crawforoville,
Murden's,
Union,
Woodville,
Penn's,
Mayey's,
Lexington,
Pinson's,
Athens,
Greensboro',
Oconee,
Buckhead,
Madison.
Way Passengers,
Passengers.
94 25
467 36
176 31
366 23
138 73
333 00
435 42
319 77
8,538 42
123 14
2,304 16
1,686 76
164 50
5,282 50
171 50
157 11
126 00
903 25
10 74
1,662 00
4,277 50
57 00
430 00
37,979 00
5,256 18
Up Freight.
109 16
127 50
169 20
394 82
272 21
1,838 61
842 51
1,132 64
412 80
1,146 14
2,677 42
4,600 40
3,649 10
3,318 90
459 88
38,458 81
Down Freight.
866 54
242 10
181 69
618 96
893 77
2,429 18
2,681 66
2,124 91
1,210 38
1,307 29
2,819 13
2,450 08
1,806 82
6,450 74
1,951 13
30,324 18
Statement of Dividends declared on the Stock of the
Geo. Rail Road and Banking* Company.
Date of making up
accounts for divi¬
dend.
Nov.
7,
1836.
1
Feb. 20.
1837.
2
Oct.
2,
1837.
3
April
3,
1838.
4
Oct.
I,
1838.
5
April
1,
1839.
6
Oct.
7,
1839.
7
April
6,
1840.
8
April
4,
1842.
9
No.
of
dlv'd
Siock paid in
on which
div. was paid
858,615
1,170,715
1,434,405
1,910,215
2,011,895
2,116,810
2,143,317
2,193,952
2,201,612
Amount of divi
dend.
Dols. CtS.
26,018
41.452 80
53^962 54
70,492 90
80,300 96
84,178
86,234 68
86 513 48
220,161 20
REMARKS.
Declared June, 1839.
Declared Jan. 1840.
Res'd fund $86,546 51
OFFICE GEORGIA R. R. & BANKING CO.,\
Athens May 9 th, 1842. )
The preceding statement; is taken from the Books of this. Office.
JAS. CAMAK, Cashier.