Civil War Operations on the York River Railroad

 A note on the scale of the operations on the York River Railroad during the Peninsula Campaign.

                                                        “War Department

Washington City, D. C., May 17, 1862

Maj. Gen. George B. McClellan,

Headquarters, Army of the Potomac

There have been forwarded from Baltimore to West Point five locomotives, eighty cars, 3 miles in length of railroad iron, 30,000 feet, board measure, of timber, one dozen frogs, one dozen switch irons, 1,200 chairs, with full supply of rail spikes, the last of which, it is expected, will reach the Peninsula on Monday.

P.H. Watson

Assistant Secretary of War

 

-Official Record, Series 1, Volume 11, (Part 3), p. 178

“March 14, 1862, General McClellan instructed me to have five locomotives and eighty cars loaded upon vessels in the harbor of Baltimore and held subject to his orders with a view to using them in his contemplated Peninsula campaign. They were purchased from Northern railroad companies, loaded as directed, and remained on the vessels until early May, when they were sent to White House, Va., and placed upon the Richmond and York River Railroad. Another engine was added in June to this number, and all employed in transporting supplies between White House and the front, which, toward the close of June, was twenty miles from White House and four miles from Richmond. Upon the withdrawal of the Army of the Potomac to Harrison's Landing, June 28, all the rolling stock was destroyed or damaged as far as practicable to prevent it from falling into the hands of the enemy.”

       D. C. McCallum, Military Director & Superintendent of Railroads

 

-Official Record, Series 3, Volume 5, pp. 974-975.

citations found in  Rodney Lackey's article, "Civil War Logistics and Organization"

Report on the York River Railroad- 1861

 

REPORT OF ENGINEER AND SUPERINTENDENT 

                                                                      OFFICE ENG. AND SUPR. & Y.R.RR                                                                                                              October 1 1861 

GENTLEMEN, The annual report from this office is confined entirely to the operations incident to the completion, its present condition and necessities of the road. 

  As to the operations in the transportation department, receipts, disbursements, &c, you are referred to the report of the treasurer, which is believed to compare favorably with that of the preceding year.

  Completion of road to West Point 

 At the date of the last report the, 38th section, together with the wharf at the eastern terminus, remained unfinished, although the road had been in operation to West Point over a temporary track since the 1st day of August.

 The 1st day of January found the work still unfinished, when the contract was abandoned, and it was carried on to completion by the company at a cost much below the contractor's prices. The wharf is built in the most substantial manner, of superior materials, and capable of sustaining the heaviest locomotives.

 On the 29th day of March last the company's steamer West Point made her first connection with the train at the proper terminus of the road. 

 From this date the through working of the road may be considered to commence having been heretofore restricted to a very light freight business owing to the difficulty in the way of transhipment at West Point. 

Condition of road bed road repairs &c 

 During the year a very considerable portion of the road bed has been improved, by being partially ballasted with sand and gravel, an inexhaustible quantity of which is found upon the line; and I would recommend a thorough improvement of the road in this respect, as the comfort, safety and reduced cost of repairs to road and machinery will afford an ample return for the investment.

 The wet nature of some parts of the road requiring constant attention to protect the iron, and the constant ditching required to keep the heavy sand cuts upon other portions clear, run up the cost of road repairs beyond the usual figures at best; but during the last year, which has been peculiarly trying upon all the roads in the state, this account is increased by a number of heavy slides and the carrying away of several embankments.

 The most troublesome of these are the slides at Romancoke bluffs, upon the Pamunkey, where a change of alignment has been determined upon, and a force engaged in carrying it into effect 

                                              Bridging trestle work and cutouts 

 The Pamunkey and Upper Black creek bridges sustained some injury from the high waters of last spring, but were repaired at light cost. The latter will require an abutment to be replaced; the foundation of which yielded to the action of the water, the bridge being now supported by a wooden abutment at that end Lower Black Creek, Chickahominy and Cohoke bridges are in good order. Gillies' creek trestle has been nearly filled in, and the work is now suspended for the want of cars.

 The trestle across Chickahominy bottom requires to be filled in, which when done, will necessitate the introduction of another span of fifty feet, and the building of the necessary abutments. The present single span of fifty feet, which rests upon pile abutments, will not afford sufficient water way.

 There are several smaller streams, crossed by light trestles, which I would recommend to replace with culverts.

Buildings turnouts water stations &c 

 During the year there has been completed, at Richmond, a substantial and convenient brick passenger depot, with extensive shed attached, sufficient to accommodate the passenger and baggage cars now upon the road.

 At Fair Oaks and Summit, there are neither turnouts or buildings of any description, nor does the business of the former point require any at present.

 At Meadow, Dispatch and Tunstall's, the only other points west of the Pamunkey, sufficient buildings and turnouts had been completed prior to the date of the last report.

 At Fish Hall*, Cohoke, Sweet Hall, Romancoke and West Point, there are neither buildings or turnouts, except at Romancoke and West Point- at each of which places there is a single siding. The grading of the depot lot at Richmond has so far progressed during the year to admit of the side tracks being run under the shed, and the passenger cars, while at this end of the line are now protected from the weather.

 The temporary track through the village of West Point has not been removed, owing to the unimproved condition of the streets connecting the depot lot with the high land, and the convenience it afforded of delivering ordnance, supplies, &c. at that point being a military post.

 It is designed, however, as soon as the proper crossings to and necessary buildings at the terminus of the road have been completed, to remove this, as the iron and ties are needed at other points.

 There are three water stations upon the line: one at Richmond, supplied, without pumping, from Bloody run spring; one at Dispatch, supplied by means of rams, from Carter's mill pond, and the other at the crossing of the Pamunkey river, supplied by hand pump.

 It is proposed to erect a wind mill to do the pumping at West Point, which, if it succeeds, and it can scarcely prove a failure at so exposed a point near the sea coast, labor in this department will become unnecessary, and a saving of 300 per annum effected.

Outfit

 We have four engines- the York and Atlantic, new and in good order; the Mattaponi and Pamunkey, in as good condition as age and hard work permit, having been purchased of the Central rail road company (then old machines) and run constantly since the track laying on your road commenced. The Pamunkey, which went down with the slide at Romancoke bluff, and was reduced to a wreck, has been repaired, and is again at work.  

During the unusual wet weather of last spring an accident occurred, resulting in no damage, except to the road bed, unheard of before, I believe, in the history of roads.

 An embankment upon the lower end of the line gave way with a section of track under the engine Atlantic, while standing letting it down to a bearing fifteen feet below the grade of the road, without getting off the iron or losing its perpendicular. The engine was gotten out without being injured in the slightest degree.

 We have four first class passenger cars, one baggage car, ten box and fifteen flat cars, four material (side dumpers) cars and fifteen small ditching. hand and crank cars.

 Under many of the freight cars new trucks of a superior kind, built at our own shops, have been introduced; and from time to time, until all the old ones have been replaced, which are of a light and imperfect character, this work will be carried on.

 An express and baggage car has been commenced, and, during the coming year, it is calculated to make such additions to our insufficient amount of stock as the means of the company and facilities for doing so will admit. 

(then followed an item list of the cost of putting the road in a "thorough state of completion" and costs of equipment.)

 - Annual Report of the Board of Public Works to the General ..., Parts 3-4 Doc. 17

The Chief Engineer writing this is Robert H. Temple of Gloucester (1831-1901)

Further information in the report states that the line 38.3 miles long, has four engines, four passenger cars, one mail/express car, and 46 freight cars. 

A first class ticket was 5 cents a mile.

*Lestor Manor

Map of the York River Railroad

Find below a good map of the York River Railroad as it existed at the time of the Civil war. The railroad had only been completed in 1859 and so had hardly been in use long before it became an important operational objective of the military campaigns in Tidewater Virginia.

The image is from the Library of Congress map collection and the description for it reads, "Sketch from the Confederate Engineer Bureau in Richmond, Va. General J.F. Gilmer, Chief Engineer[.] Presented to the Virginia Historical Society by his only daughter, Mrs. J.F. Minis, Sav[ana]h, Ga."A Georgia born engineer, Jeremy Francis Gilmer (February 23, 1818 – December 1, 1883), was Chief Engineer of the Department of Northern Virginia from August 1862 until the summer of 1863.

Library of Congress

Below a blow up of the section in New Kent

The New Kent section is a little lacking in detail, so some explanation is needed. The red lines represent roads. Where the road crosses the line closest to the Chickahominy River that was the location of Dispatch Station. The next road crossing is the site of Summit Station, renamed after war Quinton Station.

Below the West Point/Eltham/ Brickshouse area.

The Steamer West Point- April 1861

RICHMOND AND YORK RIVER

      RAILROAD AND STEAMBOAT LINE

STEAMER WEST POINT, Capt. J.C. Rowe, leaves Norfolk MONDAYS, WEDNESDAYS and FRIDAYS At 6 A.M. connecting with the CARS at White House at 2 P.M., and arrive in Richmond at 3:15 P.M.  

Passenger Train leaves Richmond DAILY at 6 A.M.,  (Sundays excepted.) connecting at White House with Steamer for Norfolk on TUESDAYS, THURSDAYS and SATURDAYS. Returning, on TUESDAYS, THURSDAYS SATURDAYS, Car leave White House at 11 A.M., and arrive in Richmond 12:15 P.M.  

 April 2d                                       R.H. TEMPLE Gen'l Supt. 

-Richmond Enquirer,  27 April 1861

The steamer West Point is now in Norfolk harbor where she has been with the exception of occasional short trips to Hampton Roads and one to Fortress Monroe with a flag of truce ever since the 20th day of April last. On the second trip made by her from the Pamunkey river to Norfolk, after the proclamation of President Lincoln of 15th April and before any indication had appeared that the federal government considered Virginia in a state of war Capt Rowe, commanding the steamer, was informed by tho military authorities at Fortress Monroe that she would not be permitted to pass that place again and that she would be stopped and seized if it were attempted. It was accordingly deemed proper not to put so valuable a piece of property at so great a risk, and the captain was directed not to make the attempt. Since that time the steamer has occasionally been in the use of the government for a per diem compensation.

-President's Report of the Richmond and York River Rail Road Company- Annual Report of the Board of Public Works to the General Assembly of Virginia, with the Accompanying Documents, Parts 3-4- (October 1861)

150 Years Ago: The Recovery from War

The York River Railroad.- This line is now progressing finely toward completion, and ere the approaching winter expires, with its accustomed bleakness, the iron horse will be dashing proudly through the rich and productive valley of the Pamunky to West Point, and bringing to this mart the invaluable treasures of York river and its tributaries, together with other desirable products of the Tidewater region. The people along this line, who have suffered almost beyond endurance by the ravages of war, will hail with delight tho sound of the shrill whistle and the graceful train as it glides once more over the land they love. This will, indeed, be a happy era for an enterprising people who are now shut out from this city for the want of requisite facilities to transport them and the products of their indefatigable toil, nearly all of which now find access to Baltimore, Norfolk, and other cities, attributable to the extreme isolated position this country bears to this city since the destruction of this road. We have watched and felt a profound interest in this improvement from its earliest inception to the present moment, and know that previous to the war the most sanguine anticipations of success had been more than realized by ardent friends. The extensive travel and immense freight over it enhanced the thrift of this city no little. A greater portion of this trade justly belongs here, and will naturally come when this avenue has been opened sufficiently for its transition. Till then it will seek other markets, to the great detriment of Richmond, which has already lost materially by unwise legislation on other lines of internal improvement. 

The road is now in excellent running condition to Chickahominy river, a distance of twelve miles from the city, with a material train passing over it daily. A splendid bridge now spans this widely famed stream, and is ready for the trains to pass over, with the exception of putting the rail down, which, we are informed, will be done in a few days. The grading north of the Chickahominy is of a lighter character than that already finished, and continues to the White House. There will be a passenger car placed on the road when completed to Dispatch station, for the accommodation of the public. This is only two miles north of the bridge, and will soon be ready, from the fact of the large number of hands employed. 

General William H.F. Lee has contracted to furnish all the material for constructing a bridge across the Pamunky river, and with his usual promptness will have the whole of it in place at the time specified. The building of the bridge must necessarily consume much time, owing to its large dimensions, etc. There are laborers at this time engaged in putting piles in their proper places for superstructure of bridge. If I there is nothing to retard the present operations on the road, we can with safety say that it will be completed to the White House by the 1st of February next. 

It will be ineffable pleasure to see this line opened to West Point. The enormous prices that fish add oysters now command in our markets will suddenly collapse, and we will be enabled to indulge in the luxuries of salt water without fear of being made bankrupts by paying the exorbitant prices of $1.50 per gallon for oysters, and in the same ratio for fish. 

Mr. Williams, do continue to hurry up the road, so that we can get to York river, and feast on bivalves, trout, sheepshead, drum, and hogfish. 

-The Daily Dispatch, 12 November 1866

Planning the York River Railroad - 1854

                                                  YORK RIVER RAILROAD

We have been furnished with a copy of the reports of Mr. DUDLEY, President of the York River Railroad, and of Mr. F.S. CLAXTON, Chief Engineer, on the subject of the location of the road, and the various lines that have been surveyed from Richmond to different points on the York River All the routes have not been fully surveyed, owing to sickness among the corps of Engineers and assistants employed upon them; but it is thought that the information obtained is quite sufficient for intelligent and proper conclusions as to the best route and the best terminus. The Engineer states that not only every member of the original party were obliged to succumb; but others who, from time to time, joined it, have been taken down, until the sick list amounted to fourteen. On one of the routes —that through King William—a party were engaged when the report was prepared, but the Engineer hoped their survey would be ready by the time of the assembling of the stockholders on the 9th instant—i.e., to-morrow.

The President, in his report, states that the Board of Directors have determined to establish their Depot immediately on the Ship Dock in this city, lying between 22d and 26th streets, fronting on Water street 924 feet (including cross streets,) and running back to Cary street. From the Depot, the road is to pass under Main street and in rear of Rocketts, around to Gillie's Creek; thence up the ravine of that Creek.

Without going into minute details, at present, we give below the results of the different surveys, and the merits of the different termini, as set forth in the Engineer's Report :

West Point
The best accommodation for shipping is at this point—i.e., the widest and most roomy harbour. The greatest draft to it at low tide is 18 feet. The distance from Richmond to West Point is 42.82 miles.
Cost of single track to W. Point. . $682,393.09
Grading for double . . . . . track 65,644.52
Cost of wharves . . . . .21,470.51 

$769,508.12

Eltham.
The harbour from Parham's to Eltham is set down as "the most protected and safest," with 18 feet at low tide. Distance from Richmond 32.2 miles.
Cost of single track . . $606,134.55
Grading for double track . . 67,750.40
Cost of wharves . .18,999.60  

$692,884.55

This landing is on the Pamunkey. West Point is in the fork of the junction of the Pamuukey and the Mattapony, which form the York.   

Filbates.
This is on York River; distant from Richmond 37.56 miles, with a draft at low tide of 22 feet.
Cost of single track . . $663,713.38
Grading for double track . .  63,714.15
Wharves and foundation for freight house . . 31,957.51  

$769,385.04

Bigler's.
Also on York River—46 miles from Richmond, with a minimum depth of 16 feet.
Cost of single track $748,404.00
Grading for double track 69,791.00.
Wharves and foundation for freight house 79,692.79

 $897,887.89

Stoney Point.*
This is very near Yorktown— distance from Richmond 58 miles, with any required depth of water, but harbour much exposed.
Cost of single track . . $749,930.36
Grading for double track . . .75,000.00
Cribbing and filling in for wharves . . .175 873.20  

$1,000,808.56

It appears from this that Eltham or Parham's has the shortest route, cheapest road and safest harbor. West Point is the most spacious harbor of the two. The remaining three harbors have the advantage of deeper water; but are more exposed. Mr. Claxton publishes two letters, one from Mr. Blunt, Harbor Master of New York, and one from Lieut. Maury, in answer to letters from him. Mr. Blunt says if Mr. C. can get 18 feet water (which he says should be the minimum) a very large business will be done, as vessels trading to New Orleans can only carry 16 feet over the bar. He adds, not one vessel in fifty draws more than 18 feet.

Lieut. Maury advises that the depth be not loss than twenty-three feet, supposing the average draft of vessels in the York river trade will not be less than nineteen feet.

Mr. Claxton acknowledges his obligations to Assistant Engineers Atkinson, Myers, Mayo, Hendren and Lawson.

The President states that Mr. John Tabb, one of the State Directors of the road, having resigned, Major Wm. B. Taliaferro of Gloucester has been appointed in his place. The decision of the question of route is an important one and will attach much interest to the proceedings of the company.

-The Daily Dispatch, 8 August 1854


*Stoney Point Plantation apparently is now the site of the Marine barracks at Naval Weapons Station Yorktown.

The Railroad Comes to West Point- 1854

YORK RIVER RAILROAD CONVENTION—

WEST POINT SELECTED AS THE TERMINUS.

King & Queen Ct Ho, VA

    Sept 20th, 1853.

Editor Dispatch: The adjourned meeting of the stockholders met to-day at 12 o'clock—Dr. Fauntleroy in the chair. The roll being called, a quorum was found to be present.

The Chairman then appointed the usual committees on proxies, &c, after which a resolution was offered by Dr. Richardson¹ of New Kent, declaring it to be to the interest of the Company to select as the Eastern terminus of the Richmond &. York River Railroad, the highest point on the river which would afford an adequate depth of water for the accommodation of shipping of a large size.

Mr. Douglass, of King William, offered as a substitute, a resolution which designated West Point, in the county of King William, as possessing, in an eminent degree, all the advantages necessary for the Eastern terminus of the road.

W.R.C. Douglass, of New Kent, In a speech of some length and of great earnestness, opposed this resolution.

 Mr. Douglass, of King William, sustained his motion In a long and ingenious argument, which consumed the whole of the day.

SECOND DAY.

    September 21st— 10 o'clock.

When I arrived at the Court House, Mr. Pierce², of New Kent, was advocating the claims of the "south side" of the Pamunkey. He was aided by Messrs. Saunders of Williamsburg and Garrett of York county, all of whose speeches showed how deep an interest they felt in the matter which they advocated. Though each one seemed to prefer a different point as the terminus, yet there seemed to prevail with them all the kindest feeling and a willingness to yield to claims of that point which should be shown to be the most eligible.

Mr. Bowden, of Williamsburg, one of the Proxies for the State, then addressed the meeting. I should do him I fear injustice were I to attempt to give you even the points of his speech. I will say that it was one worthy of the man and of an officer of the State. He showed how high were the motives which would influence the vote which he was about to give. His feelings seemed confined to no pride of place— to no local interests or prejudices; but that his whole aim was to promote the interest of the State. He preferred a very low point on the river, but did not confine himself to any particular spot.

After Mr. Bowden concluded his speech, sundry motions and short addresses were made.

I was delighted to see such kindness of feeling exist between the friends of the different routes— for amid the most violent excitement incident to a debate on such a subject, there were many personal explanations and assurances of the most lasting friendship for their opponents by the speakers.

After some confusion at the end of the addresses, the roll was called with the following result:

Whole number of votes given 2026

    For West Point 1061

    Against " "         665

So West Point was determined upon as the most eligible point for the terminus of the York River Railroad.

The Convention soon after adjourned.         U.

-The Daily Dispatch., September 23, 1854










¹- I assume that to be Dr. James Richardson.
²- Again assumed to be John P Pierce sometime Delegate to the General Assembly.

Smuggling Along the Pamunkey- 1863

THE YANKEES AT THE WHITE HOUSE

When the train from Richmond on the York River railroad neared the site of the White House, on the Pamunkey, yesterday morning, it was fired into by small body of Yankee cavalry, perhaps seventy-five or a hundred in number, who had visited that point as an escort of a gunboat. The train was at once backed off and returned to this city.

The only damage known to have been done by the marauders was the destruction by the gunboat of two oyster pungies, which were lying at the White House wharf. On of these pungies was the property of Mr. WILLIAM BROWN, a fishmonger of this city.

-The Richmond Examiner, January 9, 1863

THE CONTRABAND TRADE- AN INCIDENT.- The visit of the Yankees to the White House last Wednesday night, and their destruction of the oyster craft then lying in the Pamunkey River have already been mentioned. But no notice has been made of the most important capture effected by them on that occasion.

On the morning of Thursday, January 8th, Mr. _____, of Baltimore, a well known blockade runner, having with him four wagons loaded with assorted merchandise, was in the county of King William, making his way to the White House, from which point he designed to ship his goods to Richmond by the York River railroad. When within three miles of the White House, being chilled by the night air, Mr.____ got out of the wagon in which he had been riding and walked ahead of the train. He had walked but a short distance when he was met by a horseman, who, reining his horse to the side of the road, halted to survey the wagons. Mr.____, not liking the appearance of this apparition and presuming him to be a soldier, enquired of the man to what regiment he belonged. Without making any reply the unknown wheeled his horse round and rode quickly off in the direction from which he had come. This conduct excited the worst apprehensions in Mr.____, and he at once began to revolve in his mind what it was best for him to do, but before he could come to any conclusion his fears were realized by hearing someone in the road twenty yards in front of him, say in a voice of command, "Bring these wagons in front of the troops." The word troops satisfied him that he had fallen into the hands of the Yankees, as one which they invariably use in speaking of their voices great or small: Thinking the he might possibly save himself if not his property, Mr.____, without a moment's hesitation, crept over a fence by the road side, and throwing himself into a ditch drew a blanket carefully over his head. In this position, fearing every moment to be pounced upon he heard his wagons driven off, and a few moments after the road scoured by Yankee horsemen, who he felt certain were in search of himself. In the course of an hour everything having become quiet, he ventured to peep forth from his hiding place. It was then broad daylight and at first there seemed to be no enemy in the neighborhood; but on approaching the road carefully and looking up and down, he discovered a villainous blue coated cavalryman half concealed in the skirt of wood not fifty yards distant. Dropping back on his hands and knees he crawled to a neighboring thicket and started for Richmond. After a terrible tramp through swamp and woods he reached the York River railroad just as the train was retreating from the White House.

Mr.____ estimates his loss by this adventure at forty thousand dollars. He had many goods which are needed by the government, beside others which were bought on private orders. This is the third time since he embarked in smuggling that this gentleman has lost his goods and himself barely escaped capture. The profits of the business are so great, however, that there is no reason to believe that the dangers attending it will ever lead to an abandonment of the business.

-The Richmond Examiner, January 12, 1863








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"It is ascertained from a source deemed worthy of credit"- May 1864

the enemy on the Peninsula

From information derived from persons who reached the city by the York River yesterday, we learn that the enemy have advanced a cavalry force to New Kent C. H., within six miles of the York River Railroad, and drove in Col. Shingler's pickets. The force at West Point having completed the repairs to the wharf are busily engaged rebuilding the railroad in this direction.

It is ascertained from a source deemed worthy of credit that the enemy have a force of six thousand men at Williamsburg, and that the negro troops from Gloucester Point have all been sent to Burnside.

A deserter, who reached the city yesterday evening from the Yankee army on the Peninsula, states that it is generally under stood among the troops that Richmond is to be attacked by a combined movement of several different columns and a fleet of gunboats and turreted monitors.

-The Daily Dispatch: May 6, 1864.

The movements on the Peninsula.

The Yankee force which has been at West Point for a week broke up their camp on Thursday, and when last heard from were marching in the direction of Old Church, in Hanover county. They number about 4,000. It is said that Gen. Butler is with this force, though from other sources we hear that he is with Baldy Smith on the other side of the river.

They have advanced up to the bridge which crosses the Chickahominy river.

In King William county, the force named burned the dwellings of Col. Hill and Mr. Sanford, and ravished a negro woman, besides committing other outrages of a similar fiendish character.

-The Daily Dispatch: May 7, 1864.

Landing at West Point- 1864

From the Peninsula.--the enemy Landing at West Point.

From a reliable source we learn that on yesterday morning two gunboats and two transports came up to West Point and landed several hundred troops, who immediately set to work and repaired the wharf at that place. In the evening twenty-six transports arrived and landed a large number of troops, estimated at about twelve thousand. They threw out cavalry pickets as far as West Point Church, seven miles this side of West Point.

It was reported at Tunstall's Station when the cars left that they had also landed from seven boats at Maj. Balley's, in New Kent, only fifteen miles from Tunstall's, though we have no confirmation of the report.

-The Daily Dispatch: May 3, 1864.

The News.

From the Peninsula we have no material change to note. The enemy are busily engaged in repairing the wharf at West Point, and a few cavalry have made their appearance at that place. The forces which have been withdrawn from Charleston, and who are reported to have sailed South, may make their appearance in this direction.

-The Daily Dispatch: May 5, 1864

"Private advices"- April, 1864

War news.

We present our readers this morning with very little news of this character. We had yesterday morning a report of another raid on the Peninsula, which, however, dwindled considerably as the day wore away, and finally exploded on the arrival of the York River cars.

-The Daily Dispatch: April 27, 1864.

Reported advance of the enemy on the Peninsula.

Yesterday evening, just before the York River cars left Bromley's farm, below Tunstall's Station, a courier arrived, who reported the enemy within two miles of that place. When the train left, at half-past 2 P. M., the long roll was beating. They came into Barhamsville, in New Kent, early yesterday morning. We have private advices to the effect that the country last Saturday in the vicinity of Gloucester Point was dotted over with their tents, and feel satisfied that the advancing force came from that direction. From all that can be learned, there has been great activity both at Yorktown and Gloucester. The negro troops who were sent from Suffolk were debarked at Yorktown, and probably compose a portion of the advancing force of the enemy.

P. S.--Official information received since the above was in type is to the effect that our pickets were driven in near New Kent Court-House yesterday morning, and that the enemy appeared to be only in small force.

-The Daily Dispatch: April 29, 1864.

The news of the day.

From the Army of Northern Virginia we have intelligence that "all is quiet." If the present good weather continues the clash of arms will soon resound again over our once peaceful hills. The great struggle cannot be much longer deferred.

It was extensively rumored during the day yesterday that the enemy were landing near Westover or Harrison's Landing, on James river; but up to the hour of going to press we had no confirmation of the rumor.

The reported advance on the Peninsula turns out to have been a small affair. The party only numbered about 150, who came within two and a half miles of Tunstall's Station, on the York River Railroad. They also visited Cumberland, a point on the Pamunkey river, between the White House and West Point. We learn of no damage done by them while on this expedition.

-The Daily Dispatch: April 30, 1864.

The enemy on the Peninsula . . . again

The enemy on the Peninsula.

--The Yankees have appeared at the White House, on the Pamunkey river. Yesterday afternoon, as the train on the York River Railroad was about leaving there for Richmond, one of our cavalry pickets galloped up and warned them to hurry off, as the enemy was approaching. The train came off directly.

Couriers who arrived in Richmond last night report that the enemy in force had driven in our pickets at Bottom's Bridge, eighteen miles from the city. They consisted of two cavalry regiments, and it is supposed of eight infantry regiments, as eight regimental flags were counted. At last accounts they were this side of Bottom's Bridge.

-from the Richmond Daily Dispatch, August 28, 1863

On the York River Railroad

Richmond and York River Railroad. – The sixth annual report of the President of this Railroad Company, Alex. Dudley, Esq., to the stockholders, furnishes all the requisite information as to the condition of the company and the progress of the work. The temporary track at West Point is still in use, but the embankment on the main track is rapidly approaching completion, and it is confidently believed that the trains will be running permanently over the main track to the Pamunkey wharves early in January next. The new and elegant steamer West Point, which commenced her regular trips in June last, was purchased in view of the absolute necessity of establishing a permanent connection between the road and Norfolk, and the intermediate landings; the Directory having been unsuccessful in their exertions to procure such connection by arrangement with steamboat owners and capitalists. Her cost, including everything, was $42,272.17.The necessity of the purchase was urgent, and the Directory confidently believe that it will meet with the approbation of the stockholders.

A passenger shed has been completed at the Richmond depot, and a brick building, 48 by 64 feet, for reception rooms for passengers and others awaiting the arrival and departure of trains, and for the offices of the company, is now nearly completed. Station and freight houses have been erected at Summit and Cohoke, and as soon as the wharf on the Pamunkey shall be completed, it is in contemplation to erect there large temporary freight and passenger sheds.

Although the road is now in good running order, a considerable expenditure will be required to place it in a permanent and satisfactory condition. The Pamunkey river bridge, and admirable structure, perfectly safe and reliable, and capable of sustaining any train that can be carried over it, ought, nevertheless, to be replaced, as soon as possible, by one of more durable material, either stone or brick for the water way, the costs of which, it is believed, in the absence of actual estimates, may be put down at $12,000. 

A permanent passenger and freight house ought to be built at West Point within the next ensuing year, and an engine house and workshop at either Richmond or West Point. The costs of these, from an estimate of the Chief Engineer, will not be less than $20,000. 

As it cannot be reasonably expected that the money necessary for these objects can be paid out of the earnings of the road, or the present means of the company, authority is asked for to apply to the next General Assembly for a State loan of $100,000.

The Treasurer’s statements also show that there has been paid or the steamer West Point, on account of transportation, the sum of $12,134.20, including the sum of $844 for repairs, occasioned by (a)n accident while running up the Pamunkey river at night, and that her receipts have been $9,978.10, showing a balance of $2,156.10 against the boat on her transportation account. But this sum should not be regarded as a loss to the company, for the reason that it appears, for the road’s transportation account, that the through travel and freight credited to the boat has been running, and which has obviously brought to the road by the boat, amounts to the sum of $3,225.70; and if this amount be carried to the credit of the boat, her’s would be a creditor, instead of a debtor account, on the business of the four months.

With regard to the proposed connection with the coal fields of the New York and Richmond coal fields of the New York and Richmond Coal Company, the report says it is in contemplation to organize a new company, the old one being now insolvent, and it is confidently believed that their plans will ultimately be carried into successful operation. 

The success of the road thus far, under numerous disadvantages, is plainly apparent. - May we not, then, (says the report,) reasonably expect, when fully completed, with all its wharves, warehouses, depots and equipment in readiness for the reception and transportation of the passengers and freights, which must inevitably be concentrated at West Point when the advantages of York river as a harbor for foreign and coasting vessels shall become fully known and justly appreciated, an increase of receipts from transportation over and above its cost sufficient to pay the interest on the mortgage debts, and, within a few years a dividend on the stock. Of this the writer is absolutely confident. But, to attain this most desirable end, much, very much of energy and perseverance will have to be exerted to make suitable connections with the many rivers, creeks and inlets bordering on the lower Chesapeake Bay, and with Northern and Southern cities, and time will be required to consummate these connections.

 

-Richmond Dispatch, November 11, 1860

Rail Travel To New Kent 1865

-from Appletons' Illustrated Railway and Steam Navigation Guide (1865)