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The daily dispatch. [volume] (Richmond [Va.]) 1850-1884, October 03, 1866, Image 1

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VOL. XXX. RICHMOND, WEDNESDAY MORNING, OCTOBER 3, 1866. NO. LXXX.
the dispaIcel
by COWARDIN ft JELLY80* ^
Th? DAILY DIRPATCH U 4?Itr?r*4 t*
I!* Mr?Mk.p4jr*W?trHWMfr>?rw*?fcj7.
?nmin; M M for ?ts momUm; JM
r*r tnorl* for * ?hort?r ptrtorf.
Tfc# HKMt WEEKLY PIHI'ATCH itK|WH<
nnm. or fi Mfor?l* monlha.
Th* WEEKLY DISPATCH at if par annia.
ilirhmond Jispatch.
WKI>NKM)AY OCTOBER ?, 1^6.
Audio* Sales Thin Day.
x] . .sk? ORl-BBS * WILLIAMS will m-11 ??-*??
?l it o'flwl ? tract of land MHHtf Ito
f, .. !?<at<>?l on tbo iiww C>iU( U i?< rtwd two
lu.le* froBi RLhmoud.
I'.MNE h <'0? tnetlADMh wi't at
V I.* k, at thHr kudlim^mni * talunhla j
( f dry K??? xl*. It At*. Au>! j
'li.nu. hy vr <ter of M"??? Mr.t?>i<l<>:.s|, tra*
te<?.
J{ i ? ? k i* R'MIFKS. KIPDICK A CO. will ncll at ?nf ?
lion, < oiiiini-HC iiiff at l? o'clock, a* their house, I
(i FirtfPnth utr^M, admirable Mock of grr><-.*. j
in pr. vision*, an.! liquor*, with a variety of '
iiil!>r?ll?nroaii K<?od?.
LOCAL MATTERS.
Mkftixo of tuk ]L>ai:i> of Prune
\\ oKKS ? Sl'KKCIIICS ON TltK St HJMT OF TIIK
('??n*oud.\tion. ? The K??ard of Public
Work* he'd a meeting yesterday morning
i:i t lie Senite Chamber. The members ol j
the Hoard, (.'overnor IVirpoint, Major Cal- j
M-rt, treasurer of the State, and William
1 . Taylor. K>q., auditor of the State, were
present. The object of this meeting par.
i . i. Lilly was to consider the question of
consolidating all the railroad lines on the
v.'iith ~i<b- between Norfolk, Va.. and litis- ,
t 1, 1 enn. Alter the members of the Board ;
Ji.i'l assembled,
<; senior Pcirpoint rose and said : The
!'. \r l of Public Works of Virginia have i
i<et:i earnestly inquiring iuto the manage- 1
ii ? :it of the \ trginia railroads. They have j
i t!-l many complaints, and hav? been :
look ivi j, into the management of them, not 1
wiiii a view forwarding the interests off
? t:i' > or clique, but with a view of be no- j
firm:: the ? hole State. Our railroads on
:! *??utli -ide of James river, with the cx
c |'t ion ol' the Kiehinond and Petersburg
: r- ad, ;ire owned by the State to the J
ii ? iiit of three-liftli.s of the stock, be- ,
*i Jt-s the bonds of their s which the State i
1 is ? iken. < Mi the north side, it owns in 1
iM:i'i;e and Ale\ tndria railroad three- 1
i. ?,> if the stock Ironi (iordoiisville to *
Aiex.nidrin. All the people along these j
; ? s ;i j !* deeply interested in the tran'spor
1 tion and travel over them. The object
. ; the I'-'iii'l is Jo see that these roads !
under the State the greatest amount of:
r .j anil t! e people the greatest amount of
bi-ilit\. A ?|ii?*st ion has arisen relative
ti> t!ie consolidation of the railroads on the
?oiith si'i'1. This is not a question about
' . ; t In* umoiint of freight, passengers,
. i't;r .i question which affects the vital
'firsts of the State. All these tilings are
> :?{ by the diilerent railroads themselves,
c. < !i to the wear and tear of a car, for
t!.- reduce itlio running of trains to the)
: .!<? v in which n mcrrantile house inn
' I Ik* real question of consolida.
? n i?, < ? ?i! additional facilities f<?r travel j
! '? tatiou lie alfordcd to the pub
? i jut* . r ; it these roads under ono hea?l ? J
Ii ?i"? > n >i involve the consolidation o(
? ,ter?' >-tv lor each r??nd will still have its
?'tv?i hoard "I directors ami its own pre- 1
siil-M. t h?? only difference living that that :
. lit i> the head of two other roads
U-Md<\ llo will, however, he equally do- i
.<??' 1 to tie interests of all. The Orange i
! V i idria railroad connects with the
\ i ; . : . i ;?!??! Tennessee railroad, and it and
t':v .lames River and Kanawha canal have
i ''iv ik I ii 1 k at Lynchburg. The uhject
? >f the (-??n.vdidation is to place hoth of
t!,? m' on an equality with any other lines
? !'Imt '_'"ing west or coming east. The
\ ,ii amU'eiinessev railroad and South
railroad have the sanie guage, and
i :_'ht r iii go from one to the other with- '
! breaking hulk. The canal and Orange
A !e\ audria railroad, however, have to
I- it the expense of breaking bulk at
!.\ nehburg.
line object of this eonsolidation is to put i
\ njinia cities on an equality with other
!'?>. h Richmond is 200 miles nearer
^I'Mnphis than New York, then freight
t in Richmond ought to he just 201) miles |
ip. t. To the Richmond and Danville
Mid In* would say that it ought to adopt
i!t<- same taritf adopted by the other south
vde railroads. The James River and Ka- 1
n.iwha ??anal ought to he held to he 110
i l?'s? -which, excluding the windings of
I' -1 river, is its length ? and should charge
three rents a ton a mile: and that would
put it on a footing with the railroads.
The i|iiestion had been raised whether
i'v m.iriag? is of the Virginia and Teunes
-? uilioad would object to consolidation.
N" biisine.s.s man, he supposed, who was
i' irir.sted in t hat road would ear# whether
tin freight that ^ent over the road went
t" Memphis or to Corinth so that the
n? ig'it per ton was paid. Something had
! ecu ?aid about local and way travel. With
reti rem ?? to that question, he had only to
vi> that he w as not willing that a Tcniies.
van should go over the Virginia roads at 1
three rents a mile, when Virginians have
1" pay si\ cents per mile? the Virginian
: is paying tiie Tcnnesseean's expenses.
U e all know that one cent i>er ton per
inil' pays a railroad company. The best
? n-praii and American railroads have
!"Uud it to their interest to build up the
way freight business. ]t costs little more j
t" an a freight train of twenty-six cars
*? ?'11 it d?K's to run one of six ears ; and
t i esc way freight trains encourage the,
i i' vrs to send their produce to the l?\st
in 'rkets. With the present system of way
'it the projde of Ricltinoud can't get ;
" -1 at am thing like reasonable rates.
1 lie Hoard have another viasv of this
matter, They cannot see that localities I
control works in which the whole
Male i s interested to the amount of three- 1
i'ii!;soi the stock, though the friends of
Vl > >?y it is for the good of the wliole
people. The Board last year determined
jo favor the consolidation of these three
: ???. Tl:i \ found that in reuioviug freights
hi one car to another on these roads it
t?ot two cents per ton, and that a ear
"?a-l jruiug from Norfolk to Lynchburg
< M fur ( -hanging ears $tl.40 In-fore it got
| here. They also found that time was lost
'i transportation, and while a car was on
J idinp and loading it might have gone
miles further on. Also, you not only
s'*\v t'lne und exjM-nse by this consolida- ,
!' '"ll about forty per cent, of the roll
1 >t?K-k now used might be saved. It
1 I ''veu saj,j t|iat there were legal ob
.!' to tliis movement, but no one had
?l ot hgal objection* to the cousolida
ioi i ot the Richmond and Danville and '
vi ?? ?ciiiboro' railroad, or the consolidation
'''the Norfolk and Petersburg ar.d South.
' railroads. Since the coiuluustion of
1 hst two companies, the expenses of
' ^uthside railroad bad been reduced
?'?? *10 0i>0 to 820,000 per month.
Lionel T. P. August. ?Was there any
' j' ? tion on the part of the stockholders
'? the Greensboro' road to consolidate
H'Jh the Danville road?
Governor Peirpoint.? It turns eat that
' Danville road owned all of the Greens
" " road. About the legality of the
utter, I can say that no stockholder could
)c< t to it, because he sustained no Injury
"til the ehange ; and having sustained no
'J"r.v, 1 hardly think lie could have " room
*n court.'*
Maior Calvert said, as a member of the
ward, that It had assembled to bear all that i
X?. * T4 00 the before Iit and
that, as tor himself, be bad not male up *117
opinion on the matter which would exclude
argnm?ntit which carried reason with them.
Mr. Shelley, of Smyth county, said he
thought that was tho case. If not, it was
idle for gentlemen to hare romc from dif
ferent parts of the State to argue a matter
[ wMeli w?n already settled, lie hojx'd that
uU the meml>crs of tho Board were pre
pared to hear, consider, and decide ujk>ii
; all that might he said, and trusted that
I tho.se who were <>p|MMicd to consolidation
| might l?e heard before this matter was ad
judged.
Governor Pcirpoint. ? My object was to
state the convictions of the Board upon
the propositions before it, and its detcrmi.
nation to hear all that was to l>e said, lie
hoped that the board was not a hnuch of
dough, but that they had their own opi
nions. lie hoped that the Board had dis.
cretion enough to distinguish between the
wheat and tho chatl which was ottered
them.
Mr. Goode, of Norfolk, announced him
self a friend of eonsolidation. The ques
tion concerned the people of the whole
State, and was not whether the interests of
localities should bo louked to, or whether
| A or B or C should be elected president.
The Board had met to appoint proxies to
represent the State at the meeting of
stockholders of the Virginia and Tennes
see railroad on the 10th of next month, and
the groat question there would be the con
solidation. The stockholders of the Nor
tolk and Petersburg road had adopted reso
lutions favorable to it, aud had appointed
a eoinmittee to attend that meeting of
stockholders, aud that eoinmittee will
bring that question into that meeting. The
speaker said he spoke not as railroad man
nor as a feed counsel of a corporation, but as
a Virginian who was anxious for the good
of the whole people of the State. For
many years they had been striving to
gain the trade of the Mississippi Valley, and
had patiently waited to got it. In Is48 the
people of Tennessee had said if Virginia
would run a lino to Tennessee they would
take it from there and carry it to the Mis
sissippi Valley. In reply to this, the Le
gislature of Virginia passed a bill charter
ing the Virginia and Tennessee railroad.
The next year the Legislature passed a
bill giving any railroad a right to connect
with the Virginia and Tennessee railroad
at either terminus, and directing that that
road should not oiler any obstacle to the ?
passage of freight or passengers, and that
its oars should he used in common with the
roads connecting with it. The grand ob
ject then was the building up of a grand
continuous line from the seaboard to the
Mississippi Valley. The people commenced
waking up. The people of Petersburg
asked for a charter to run a road to Lynch
burg, and it was granted on the express
stipulation tluit the gnage should be the
same as the Virginia aud Tennessee railroad.
So, too, with the Norfolk and Petersburg j
railroad. Did not all this prove that the
Legislature intended one grand line to the i
Mississippi Valley * Has this object been |
accomplished ( What has been done ? So j
far from having a continuous line, we have |
not iimp oi Hie son.
Look at Richmond : it is effectually cut
"II from southwestern Virginia. Can any
Richmond merchant got a through receipt
to depots on the Virginia and Tennessee
railroad If his goods come the other
way, can he get a receipt heyoiul Lynch
"Urtf The speaker knew the fact that
merchandise started from Norfolk for
points on the Virginia and Tennessee rail- 1
load rcai hed it > destination the day after
goods lor Knoxvillc, Tennessee, which
were shipiwd on the same train had been |
received. At Lynehhurg they are trans- j
ferred to other cars, weighed,' etc., which
keeps them for twelve hours, and then
they have another twelve hours rot at
Central depot. The remedy for all this is to
have one head to manage the whole line.
It may l?e said, would it not be better, in
stead of consolidating under one head, to
have a better organization than now exists
for caeh road. Let us take warning from
the past. Wr all know that railroad presi
dents think they are petty mouarchs of all
they survey; and we all know, too, that
while they wrangle over tariffs and time
tables the public waits.
The consolidation now proposed is not
one of interests or stockholders, but one
which is only intended for the better man.
ageiuent of the roads in it. In Great
Britaiu to-day there are forty-five railroad
companies, running over y'twj miles of
track, with 187 stations; and at any of
these stations a citizen may deposit freight
and get a receipt for its passage over any
road of the forty-five. They are all under
an "associated management," but all have
their presidents and directors. Look at
the l'ort W ay ne and Chicago railroad.
Nothing but consolidation saved that. It
was valued at *2,600.000, and after con
solidation its value reached $#,000,000, and
its stock rose from $0 to $101. The New
Voi k Central road is also the child of con
solidation. The railroads of a State do not
lie long to the Board of Public Works, nor
to the directors, but to the people of the
State. He had been a commissioner ap
pointed to confer with the people of south
western Virginia, and had been informed
by gentlemen that such was the discrimi
nation against them that they were pre
paring to haul produce thirty miles over to
Lynchburg rather than be di iven into sub
mitting to such discrimination. They
have iron, coal, and gypsum. Thev
have hay enough to feed" all the stock
in Virginia, and might como to the
market of Hiehmond this morning and
find nothing but northern hay. All this
is due to the odious discrimination against
way travel, lie would not detain the
Board to describe the vast trade of the
Mississippi Valley. It would build np
cities if the railroad communication was
free and unrestricted. Jt would give us a
strength with the railroads united which
we would never have if they were divided.
It would give us power to effectually resist
the efforts of cities outside of the State to
draw trade from it. That mammoth cor
poration the Baltimore and Ohio railroad
has its eye on the Southwest, and the city
of Baltimore would be glad to see Rich
mond, Petersburg, and Norfolk become
mere wa>>ide stations. Last year, when
tlie State was in distress, she came knock
ing at the door ; and he was not afraid to
say that the last Legislature had #iven
away to her its birthright, lie bogged that
the petty jealousies between Virgiuia cities j
might be sunk, or Baltimore would over
shadow our State. Consolidation "ill grap
ple with this effort at Bristol and there
we hope to thwart it. This wrangling be
tween General Mahone President
Owens must be stopped. This consolida
tion will benefit all. Who will it injure ?
The tax -paying oommunity will be bene
fited bv the increased value of the route.
It will not injure Lynchburg. As for 1
Richmond, the very objoct of tne consoli
dation was to bring the trade of the South,
west and expose it to the competition of,
Richmond", Petersburg, Lynchburg, and
Norfolk. He had heard that the Rich
mond and Petersbure, and Richmond,
Fredericksburg and Potomac roads had
consolidated ; and why not, then, consoli.
date on the south sido f The question of
railroad presidents and their salaries was,
he thought, beneath the dignity of this
great queation.
The Virgin!* and Tenneaaeo ray road
was Unlay trying to make a closer connec.
tion with the Orange and Alexandria rail
road, wh Mi wtftld carry all tilt trad*
away to Baltimore. Recently he went \
with a committee to southwestern Vir
ginia, and he believed that a majority of
the people there were in favor of the con
solidation. In Bedford he saw only one !
man who was opposed to it. In Roanoke \
the people hnd not heen prepared for the
movement ; and for the county of Smyth he
would let other gentlemen answer.
In conclusion, he begged the Board not
to send proxies to the nioeting of the
stockholders of the Virginia and Tennessee
composed of men packed to vote against
this great measure. He had hcmil men
iu the Sonthwest say that they would go
to the meeting of stockholders if they did
not think the Board of Public Works
would pack the proxies.
Walter K. Staples, of Montgomery, said
he understood the last speaker to desire
the Board of Public Works to instruct
the proxies to vote for consolidation. All
he wanted was that they should go as
stockholders, uninstructcd, and empow
ered to vote as they chose. As to the ,
matter of localities, he boj>ed the Board
would recollect that the opponents of con- J
solidation had not brought forward locali
ties; still, when "localities" commanded
all the trade of the Stato, they ceased to
be localities. Who coiumcnced this move
ment bnt the locatitifj of the Norfolk and
Petersburg and Southside railroads?
Lynchburg had spoken through her coun
cil, press, and public meetings, against the
consolidation. As far as he knew of Pu
laski, Roanoke, and Montgomory, he knew
of no man of respectable position
who favored this scheme. The gentleman
(Mr. Goode) and General Mahone must
have made friends and advocates among a
people who had never heard of the ques
tion before. When the Southwest is heard,
it will give a majority of nine-tenths
against the wrong attempted to be j>er
petrated on the road running through it.
With regard to President Owen, he I
thought tiiat many of the complaints which
arc always made against those in such po- j
sitions had been made sigainst him. The J
same had -probably been made against Ge
neral Mahone. But even if there had been
mismanagement on any one railroail, that
could not be used ns an argument in favor \
of consolidation, when the mismanagement
might extend to all.
General Mahone. ? Was this meeting of
the Board called at the request of the Vir- ,
ginia and Tennessee railroad ?
Governor Pcirpoiut. ? President Owen
desired to be beard before the Board before
any action was taken on this subject. He
came to the State Auditor (Mr. Taylor),
who said he desired to hear both sides of
the question.
General Mahone. ? [ only desired to J
show that the friends of consolidation did
not ask for this meeting.
Mr. Staples. ? I understand that a propo- 1
sition was made to instruct the proxies ap
pointed by the Board of Public Works,
The report was current in my county.
Governor Pcirpoint. ? I can remove that i
difficulty. I wish to remove all doubts on ,
that subject. 1 am unqualifiedly in favor i
of the scheme of consolidution, and what- '
ever may have been attributed toMr.Tay. j
lor or Mr. Calvert on that point may be J
laid to my account.
Mr. Staples. ? We only wish, as the gen
i tleinan on the other side -ays, an open
I tioUl and a lair light. AYe do vot want
proxies to be instructed to vote either wa> .
iZ, speaker .l. i.i. <1 that the State ever
j contemplated favoring a eoijneetiun vuUi
1 1 10 Mississippi Valley by any particular
I lin0 So tar from it that it was once pr o
posed to debouehc that trade \ork
river, and that was long hetore the South
side railroad was built. " ^ ^
.sol i(l ate the Souths., p railroad,
not consolidate the lliehniond and l>anvil It
railroad and James Kiver and Knimwlu
canal, and put tlicw all
dencv of General Mahone. 1 he lull c nai
tt ring the Virginia and Tennessee railroad
I only meant " association," not eonsol da
tion. The English railroads mentioned by
iMr.Go.Kle had their own presidents, and
were not consolidated under one president.
The roads in Virginia canijot be consob
dated except by fair, nor should any lines
I have the "advantage" of consolidation 1111
! less all have it.
Mr. Staples continued.? To prove con
i solidation " worth anything, all other lines
! save the consolidated line must be thro , n.
loot, and freight must he coutine. to that
! single line? that must keep the frciglit, i
I eluding all others. Hi- friend Mr. Goode
I had said that railroad presidents could no
! icree ? that they were ever differing and
; contending about the interests ol the reads
land the lScalitics they represented. So
must it be with "consolidation. . lm
! yimc principle would prevail i'l tl,a|? !P?*
I The controller of tho consolidated line
would devote himself to t''a |l !1!'Cr0H^" !
what could then protect olhn routes.
Where the halm in (jdead to protect the
Danville railroad, the Orange
: undria railroad, and the Jan.es Kiver and
K-inawha canal? lie could not see. inc
consolidated line would be
snecial reference to its own mtci tsts, t
i the exclusion of all others. It would be
i ?iiC very organ of discrimination, an(
1 would take to itself the of tlj?
Vireinia and Tennessee railroad, lit
considered such a monopoly of transporta
tion disastrous to the interests of the State.
'Tho uowcr thus proposed to he placed in
fhe lKof one man was most dangerous
i and insidious. If <ieneraJ M.hone ?crc
1 more than man, he would tall into the in
i terests of the line he represented ; and he
would be less than man it he did not. He
would trust General Mahone as soon as am
ig?jss=?g
SSESSS
hw rbaracter were not suthcieni s<. .
in making snch a ^
But discriminations would 0l
world ov"'^aw|10 couid believe that the
human natu not foll under
iTXcuce of tho local
interests ho represented. Contcnd^^ aj>
the consolidated line would regar(Ung
eye singly to ,t8^v? ^that' corporations
, all others, hcrema excommu
(Mr. Staples) bad never
hMiS ! that anybody attributed to them a
consuti himself in favor of
Quality &
commo^tiea outride t*SUU b* ^
uses and Denenw u? in thi? way as
-ff-C ?a?? consolidation ".of railroads,
well as b> a ^ -.nnidirlve a power which
^Consolidation^0 g 8 0yer
no line of railroaas ous r? ?ta
otberxor^rations ^ the legal view of
pies briefly rcftff udaUon," and lus
the question of con H not in
grave doubts as to certakily did the
fringe the letter, a? it cgu?
spirit oi the law, or should be
which preaeribedthat ^.r^rl etect?d
controlled bf ? board ^
by the stockholder*. He couia w .
Sorfty (br ? cansoIUUtton w M^opUcu*
of a DTMldant oreriwo ? W?
y49lS V*
! term "consolidation." It was true he
was not raised in the school of the htrict i
constructionists of '98 and '39 ; liut he
was too much of a constitutionalist to run I
into the other extreme. Tho term " con- i
solidation " had too much of a northern j
origin, both in regard to government and '
! railroads. It smacked of opin esnion with \
! reference to both, and was to him most ro
j pulsive.
Mr. Staples complained that nosclydnle
1 of details with reference to the terms of
| consolidation had been presented. He1
would like to know something of the man- j
ncr in which tho authority of tho head of i
the consolidation was to be exerted, and
the relations of the different corporations,
! before the Virginia and Tennessee railroad
' was surrendered, bound hand and foot, to
the "consolidation." He acknowledged
his apprehensions, in the absence of any
disclosed plan or system of details. As
Mr. Goode had said, he believed every rail,
road president considered himself "1110
! narch of all lie surveyed," and inclined to
: arbitrary power. With every respect for
j General Mahone, and every confidence in
him as a man of integrity, lie would not
trust him as the head of the consolidation,
and as president of the Virginia and Ten
nessee railroad, without a clear and ex.
! plicit contract and proper guarantees.
Nothing of the kind had been offered.
Mr. Staples next criticised the tariff of
tolls under the present arrangement of the
line connecting Lynchburg with New York
by steam line from Norfolk. He showed
that freight from the Southwest was forty
cents per hundred weight less to New
York tlian to Norfolk, lie denounced this
arrangement as ruinous to the very city
General Mahone professed to desire to pro.
teet ; and y<?t the combination nnder
wh'ch the present discriminating rates
were established was a " consolidation " to
all intents and purpose*. He asked, with
emphasis, how it was that "consolidation"
had not relieved the State from ruinous
discriminations, such as this he had cited ;
and with what reason could we expect that I
the proposed consolidation would be any
more successful in preventing discrimina. 1
tions and securing equality ? (General I
Mahone professed now to desire to relieve !
the Virginia cities from these discrimina- |
ti<>ns. Mr. Staples asked, with great earn,
cstness, why he had not done this in the !
contract which he and others had made/
On the contrary, they had agreed to the
most odious and injurious discriminations. I
He expressed his great doubt whether
another consolidation would cure the evil
and the oppressions of the consolidation 1
already in existence. Richmond would be
out of the sphere of the proposed consoli- I
dation, and he did not believe she would ;
be a participator in its benefits unless un
der the provisions of law ; and why not !
leave the whole system to be controlled 1 ?y '
law ? Richmond would certainly be no !
participator in the alleged benefits of ''con
solidation" unless the canal and the Dan
ville railroad were included in the ar
rangement of "consolidation/'
Governor I'eirpoint said that there was 1
a clause in the charter of the Danville j
railroad which provided that its rates 011 I
freight, &c., could not be restricted until I
it declared a dividend of fifteen per cent.
It was therefore out of the ring.
Mr. Shefl'ey stated that precisely the
same clause was incorporated in the char
ter of the Virginia and Tennessee railroad,

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