THE. DAILY PITTSBURGH GAZETT ESTABIJSALII) liN 1786 ITrIBURGH GAZETTE 'FBI;DAY 1110BNING. FEB. 8: 1856 Adiance Paymemta.—llereafter no enb• seibtlosa will be taken du,the Daily or Weekly Garotte. -wakes narninst Is made In advance. Wbonsves the Aim IF up to which the enbecriptlon to Delia, the paper .n 1 brrarlebly stopped, =leas the rohscription Is T. cored by saran:a rayment. all transient esiverUshas, oa send risecrlptinn, rill be risoulsed to. be paid to ad. Tana. The only excaytlons ern! be where nodal toontir Ir orTiarla =tract. us made. erg:city • ICYPlttabitergb *eaten , tf nun:tee—The extezunre cirentsticot atm Welly Gaza% offers to our tcdainue may moll desirable aullitun of tasking their badness lowan oireireulatims V betweeixfba . s. mad dm thacesend, reaching almost ever, mettlant , rienufrectoser end sta. keeper In .western Pantry limas. andTnatern Ohio. PItESIDENTB REPORT To the Stalactite.s qf the Allegheny Palley Rail road Company/ dextutatirm—ln presenting to the Stockhold ers the third Annual Report upon the affairs of the Company, the President and Managers have he pleasure of announcing to their constituents, that the first- division of the work, extending from the City of Pittsburgh to the Borough of Kittanning, a distance of forty-four miles; has been opened, and is now in successful operation, Passenger cars were placed upon that portion of this division, lying between Lawrenceville and Xlskinthdtairiver, .24* miles, on the 28d of Oc tober, 1855. Freight and passenger cars were run to Crooked Creek, Armstrong county, ten miles farther, allhe 11th of December, and to Kittan ning on the 28d day of January, 1866. During the month of December and January, a mixed train for freight and pessengere has boon regu larly and uninterruptedly in operation. The rolling stock and motive power are sufficient to 1110111 Our present tonnage, but from its rapidly increasing amounts since reaching Kittatminr, a farge increase of furniture wilt be required for its accommodation. The gross earnings for the Merida of December were $2,000 69. The gross earnings for the month of January were $ 4 , 2 05,- 12. From the opening of the Road until the 7th December, the trains were compelled :to atop at the Lawrenceville Station; since that time the road has been extended to the extreme eastern boundary lino of the city. The liability of the Company, from causes hereafter referred to, to reach the business por_ don tithe city, has largely, and injuriously in fluenced the amount of its earnings. With due consideration of the circumstances sttrroundingits beginnings, and the disadvanta ges to which its travel and trade have been sub jected by reason thereof, during the firer two months of its operations, its earnings, so far; indicate pretty clearly The value of this thy. oughfare to our citizens, and furnish some data ...upon which to base calculations of its importance .isrhiorfully completed. Without the necessary information connected with the businessopera. bons of other roads, similarly situated and par , daily_ opened, it is confidently believed that few ban exhibited mere gratifying results. The first division embraces that portion of the work lying between Pittsburgh and Kittanning. To its.complethin the efforts of the managers have been directed. North of rittanning, no expense has been ineurreJ, except that connect ed with surveys, locations and rights of way. It was the early settled polioy of the Board to finish each division of the line and bring it into useful ness; before'any part of the funds of the Company should be expended upon other portions of the work, that might remain for some time uncon nected and unprofitable. 'The propriety of this conduct, although it may have subjected them to some misrepresentation and unkind remark, can not be doubtird. Unless ordered by the stock holders to act differently, the same policy will be adhered to in future. 'ln the comminution of the first divialon, the subscriptions of the city of Pittebnegit and county of Allegheny, and a large amount of those made by individuate, have been used,. Upon the line tying in their immediate vicinity it was just to them to expend the funds provided by their enterprise and liberality. The second division extends from Kittanning to Brookville, a distaneerof forty-four miles.— The estimated coat for the completion of this di vision, made -out from actual measurements and rellablo data, will be a fraction under $1,655,- 000 DO. To 000strnot this work the Company profess the following.resourcee, to wit: Allegheny CO. Bonds $ 78 000 Armstrong do do 150 000 lemma do do 90 000 Clarion do Subscription 168 000 McKean do do 54 000 Elk do do 89 000 Bora' of Kittanning do 50 1 Ind. Subscription uncoils:tad 20,11 649,000 bednot Interest and Dismount on tide ■um, 129,000 520,000 Deanne present liabilities of Company, 100,000 Applicable to 2d division, re doted to cash moans with out lien on present road, Amount required to complete 2d dirizion, Add rolling stook and build ings, un7, To obtain this sum it is proposed to mortgage the whole line lying be tween ...Pittsburgh and Brookville ' at $20,000 per luile,.being a less sum than bas bean usu ally' mined cm tbe amount expended by other:Rail readOorpondions. Then B.ll.miles at V/0,000 per mile yields 1,7e0,000 Deduct present mortgage to be paid ott 1,860,900 Deduca intermit and Waal 272,000 1.088,000 Add 16 percent. of stock on gusdnation and road structure, to be taken by e contractors the esti., mate of cost of these Items being - liberal and predicated on mob rep. DINO SulacriPtion 168,200 Detkit to complete and 'took 24 diyklon It la the oPinica, of the Board, that this sum ought to be made op by private and other sub criptiona, before active operation), are cola. In the foregoing estimates, the Board haVe platted the securities at lower prices Shan they would feel warranted in disposing of them, with out the express direction of the stockholdera.-- - To .throw these securities upon the market at present, In the now disturbed eondition of the moneyed afftdra of the world, would involve a great sacrifice from , their true value. The cos potation bonds in the , possession of the company are issued by counties end boroughs, without debt, with abenclant resources, and inhabited by an honest yeomanry, who would never consent to a repudiation of their fairly assumed obligations. The intriraic value of these securities is equal to any of similir kind, in the. United States.— Sanctioned as Well by law as by popular opinion, they possess the strongest claims to publie cod. deuce. From tha fact that the bonds of ,these counties and towns have not been on the market, they.are less saleable than others that have had more largely to do with the financial pubAC. in , that way. The Mortgage bonds of the company yielding 7 per cent interest, and based on an expenditure so largely exceeding the amount of the lonia, offer an investment as perfectly safe and! reliable as any in the country. If the ne cessary additional' subscriptions to complete the work to,Brookville cannot be secured, the mort. pge . lends already issued ought to be used, to build that porticin :of the second division, lying between Kittanning and the month of Mahoning, a distance of tenudles. - • • Ina former reporttbe Board endeavored to show fbatthla extension would add largely to tbevalue dam work, and contribute much more to the ear nlnge of the Company than its proportion of cost. The same motive wad and employees would do thebnalnesa upon the 64 main that would be or are, required to do it upon 44 miles. '4l* part of the due la nearly level, without expensive cuttings or costly bridges. The place of depart twe from the Allegheny river is here reached, and hOwever desirable it may be to : progress far ther with the work, It is manifest that Willa ler portant stations Tort trade can be conCentratial Thir agricultural and ma n ufacturing' districts of Chalon and Jefferson counties, will be largely ac commodated. The tradeet.tha upperAllegbeny can be here secured to our. work without' danger of ,competition. ,Tc construct thla part of the line, ought to- be an object of 'latitude to the stockholders'. ,To provide the necessary rolling stodc;and to complete this small aztenaloriol the. Road, were the induCeinents that infkianced the . Beard to create , th - e- - -Martilata Ran or $ 4O °A OO The pretient busineaa Of our .Itosid, althongh in la very Infancy, indicates that whatever there.; salt, the interest and'prinelpal. `Of these ' bonds -'-itreebtmdently-vsectire.---Weinittellui*antlon To secure complete success to our enterprise, the Board demi ft of first importance that the work should be extended to the business por tions orthe city, as well as to Mehordng. To the latter object no difficulty exists. Boweier =pleasant It may be, the Board consider; it a ditty to say, that the right to enter the city has not been granted to the company, or the consideration of its necessity treated with that cooperating and Tiding spirit which the early action of the cityanthorities, In subscribing to the stock, seemed to justify. The controlling, importance of bringing the trade and travel seek lug an avenue to and from the city Into closer proximity with the business portions than that tarnished by a stoppage at Its extreme eastern boundary line, must be so apparent as to require no argument to sustain the simple statement of the fact.l From the inception of the enterprise • to the present moment, the work bas been deem ed peculiarly adopted for the Mutt and exten sion of the com Meres and Industry of this city. In this spirit it was undertaken, and In the same faith a large subscription to its stock was made, as well by the city, as by the county authorities. In Its management, or the purposes of its erection eo far att the Board can control it, no change of Its character has taken place. To constitute any locality, a commercial mi tre, It is essential that mks as well ea Wets should be afforded to trade. To secure td our locality Western prodnee ' we must furnish Eastern outlets. To command Eastern commerce we must present to a discerning public channels for its progress and Sal:minden. To make oar citi zens the carriers of a valuable, constantly creasing` end incalCulable tonnage that will here seek an Eastern or Western market, we must re move all unnecessary exactions and, restrictions upon Its transit through our borders, and furnish it all the facilities that are elsewhere offered. If we bring to our city, by these fair induce ments, travel and trade, we have jest cause to anticipate; from the history of other nations and cities, that the products of our own industry will, at an early date, contribute a large portion of the tonnage that rill past in every direction. Influenced, doubtlessly, by these very just and proper views, the right of entry and transit through our city has been heretofore liberally, and, Indeed, emewhat unguardedly granted to all the various Railway Corporations, making this city the termini of their works. In some of these improvements the city holds a direct inter est by subscription to their stook; In others, no such direct interest. Acting under the impres eion, that the same liberality of action would be extended"th your company that had been exec. creed toSaide ether similar works, the Board at an early's:lay deemed It essential to the best in terest and future welfare of the enterprise, that An eligible site should be secured for its depot ground& " To Saunter from the river to Railroad, and See verse, the vast tonnage that will forever seek the Ohio river for transmission, as cheaply and expeditiously as possible, was considered an important desdderatuixt. Dawns within their power to obtain upon fair terms the most desire ble 'octal= for a Railroad depot In the United States—a - point eo situated as to command the tonnage of three rivers, and which would eventu ally becoine the central position, on said rivers; . of the area covered by the two cities, and their adjacent Voronghe and municipalities. In select ing "Duquesne Point," due consideration was given by your Board to the present and future extent of business and population of these cifies, and to the various channels by which trade and travel would be carried from one point to anoth er within and without their boundaries. To re tain this Property, and in due time to convert it to its proper use ass commercial centre, it in re conimended, should be the continued policy of the Company. To bring the road into the city, and to reach its depot grounds, an application for the right or privilege was made to the City Councils early in the summer of 1864. A committee of the Councils, after fall exam. motion or, the subject, reported In-favor of the. petition an prayed for, and in their report and in the ordinance attached, indicated a route. The recommendation of the committee coincided with ,the opinion of the Board and the Chief Engineer of the CoMpany. Tl , e action of Conneils, how. ever, wasadverse to that of their Committee, end the privilege asked for was refused. Whatever might be the opinion of the Board, in relation to the legal rights possessed by the Company, un der.their charter and inws of the State, to occupy endue the common blghwaye or streets of the city, theYdid not then and do not now, feel dis posed to enter into disputation or contest with the proper authorities. If the right to enter the city cannot be obtained, and the road is refined admission to the proper points for the shccessful prosecution of its business, it will be the duty of the Board to give place to °there, who may, feel disposed to contest the right, or who may be mere successful in carrying theirmeunres, or in shaping their convictions of deity to &coincidence with these of the Councils. trader an impression that lt was probably to the allegation, founded entirely in error, that the tight of entry was at that time nunecessary to the prosecution of the work, and its refusal would not impede its progress, no further action was taken on the subject until the time had arrived, when to make-the grant available during the past sea son; it was essential to secure It. An application then made was again refused. Daring all this thud, the managers were embarrassed to deter• mine upon a proper disposition of the 'V nimble reatestate held by the company at the - Point. The fact' that a difficulty existed in reference to the; entry of the road into the city, and its tomes quest inability to reach aposition. that its official statements had proclaimed as one of great advan tage for the exchange of freight, seriously injured the credit of the Company, and thereby. lessened DS ability ; to press the Work at an early data to snub completion as would have enabled it to commence btudnem operations. Another application has been submitted tO the Councils', and is now before them. It if 1}011fi• dently expected, that' the action of the present authorities will be favorable to the petltfon of the Company, and that, at all events, prompt: and teal action may be hadripon the subject.' Indisposed to do,Many manner, the digistest irdastiee to those c harged with the performance of publiq duty, the Board feel brand to say (that, as they understand the Matter, the difficult/ and different° of views have been heretofore mere la ref - $1,296,000 $1,480,000 tfereney to the proper route, than to any dispo sition oe part of Councils to refuse a right of way in any form. After; . thil and repeated conaideration and ex amination of all the circumstances attending the question; if is the conviction of the Board, that the Committee of Councils who recommended the river line, urged the adoption of 'the route most consistent with the succeas of the road, the safety of the 'citizen, and general commercial advantage of the city. The route along Liberty 'treat can not be used by the Company without endless, expensive and vexations contests with the railroad loterestaaiready using it, or by suffertng its trade to be 'subjected to . delays and interruptions that would eventually destroy it. Other routes have been named. It is not, however, proper further to diseuis the quashes tea report intended mere ly to exhibit the conduct of the Manage* and to set forth the reasons controlling theft—neaten. Whatever may be the result of the action of Coun cils, the:Board will endeavor, if confident with a entree ortheirduty, to . teary it out in geod faith. For details threlation to many interesting-mutt tern connected with the icad,referenthe is respect- Belly made to the Reports of the Engineer, Tree , enter add,Superintendent of the. Company. The 'Meredith the bonds of the city of Pieta burgh and of Allegheny county has been regularly paid up . to and Including that failing due Ist of tiovismtyr last. The Interest on mortgage bonds already eigotiatedlial been paid up to and Meted ingthat filing due on let January, 1856. - Afterthe road is dashed to the mouth of Ma honing,- and extended into the city, its (ruttier progress presents an interesting question. The Board desire to enebralt their views, and in doing so shall' endeavor to deal fatly with the hopes and•donbts that necessarily aurroand such exten sive enterprises. To the present rapidly augmenting buainesa of tho-work, will he added the trade and-travel of the extensive and fruitful valleys of the Upper Allegheny and its tributaries, so soon as the proper arrangements are made for their accom. le:iodation. The mineasiand a:picultiral wealth of Clarion, the large and valuable forests of Jet ferson,,Elk and Indiana counties will seek, to a large extent, this avenue to a market as soon as its certainty, safety and cheapness ere exhibited. Along the valley of the Allegheny is to be found a country so beautifully , situated, well watered and highly fertile, that the hand of improvement and enterprise will soon seek it as an abiding place end home. That the net revenue will pay the interest of inmost, at a very early parted, will not be doubted by those conversant with the rapid increase in business and population that has marked the region of its traverses, within the last year. if the local trade -upon no unfinished and unconriected thee, indicates fair returns upon the amount expended, and if these promises are the islet - of a new improvement deprived of the benefits of that commercei4thieb time and Indus• try.create and contribute to works of longer con. tinuan4e, can it be doubted Oat its completion to extensive outlets and connections will ensure Its final success? --We have, in a formsr part of this Report, es. hibited a fair et:stemma of the resounds of the Company. That they are aufiloient in any ordi- ' nary state of the money market, to complete the road to Brookville, will be readily. admitted.— This accomplished, we have eighty-eight miles Of tarnished railway. To reach the line of the Ounbiny and Erie Railroad, at Winslow, requires the, eindruetion of forty four miles of road. The erectica adds old of the line will DO be as ea s nen ',Mil that iortion between Kittanning and Reaoid ' the. Passim over the flak - table Janda' - 11 - 2 isuelle - sbaust-mingtiagittal of the' 1,251,200 Sandy and Sinnamahoning, there are no tunnels, extensive bridging!, or heavy cuts or embank manta. From the beat information we oan ob tain, it is believed the expense of completing this portion of the work would not exceed $1,500,. 000. Large anbacriptions by individuals, inter ested in the extensive forest and Coal lands of that district, might be justly expected. The vast railroad interests benefited by the building of the line, would doubtlessly perceive the poll. i oy of aiding, by their credit or influence, a con. neotices with the Ohio river audits steam marine. Permit n reference to the important and bound. less openings and connections furnished by the conittruotion of the Sintiamahoning let. Philadelphia. By the Beading, Catawises, and Sunbury and Erie road, a new line of railway is opened be. tween us and our commercial metropolis. We are aware that it boa been alleged that the is. creased distance by this line, would render it ase less'ea a competitor of the Pennsylvania Bail. road. It is willingly conceded that it is neither designed or expected to constitute this line a competitor of the Central route for the trade of Philadelphia. There is no reason for ao doing. There are seasons, however, when this line will' he used, and there are freights that will seek it in preference to all others. - From Pittsburgh to Winslow, a distance of one hundred and thirty two miles, there are no grades ascending, ex ceeding 26 feet to the mile, while . desceuding there are none exceeding eleven feet to the mile. From information received from the talepted and worthy Engineer of the Sunbury and Erie road, there are nearly two hundred miles of the line eastward of our proposed connection that do not exceed sixteen feet to the mile.- The curvature is highly favorable on both slopes of the summit. We are here presented with a line meting the .summit of the Allegheny Mountains with no grade exceeding twenty•six feet to the mile.— The Beading Bailrond is built upon a light de.. :mending grade. That heavy freights and that lumber and coal, from the summit and from the district lying between Sandy andSinnamalioning, can be carried to Eastern markets profitably and at low rates, most be apparent from the facts above stated. It is well known to oar business men, that there have been seasons already, and three id a certainty that these will again occur, when no one railroad could move all the tonnage seeking an eastern outlet from our city. If the various improvements now being erected leading to as, with those in an unfinished state striking the Ohio river below as, are completed, and at the same time a Judicious improvement of the navigation of that great highway, for Safe and cheap transportation of tonnage is scoured, the most doubting mast yield to the truth, that, our present railway futilities outwardly, are Made. quite to the business. Second. New York city. There already exists a line of well built rail roads as follows:—From New York to Easton, seventy-eight miles; Easton to Tamaqua., sixty miles; Tamaqua to Catawissa, forty-seven miles; Catawisea to Danville, nine miles; Danville to Milton, fifteen miles; Milton to Williamsport, twenty-eight miles. This line is all in operation, except a few miles, less than twenty, eastward of ' Tamaqua. From-New York to Williamsport the distance is two hundred and thirty-seven miles. A Large portion of Ude line is located upon light grades. Between Williamsport and Look-Haven, 26 tulles , the work is far advanced toward com pletion, while the'funds to; complete it to • the month of Sinnamahoning, 39 miles further west ward, aro now provided. The work in the Chain from Pittsburgh to Kittanning, 44 miles, is con structed, and nearly sufficient means provided to build 44 miles In addition. From Brookville to the mouth of Sinnamahoning, and the small space eastward of Tamaqua, remain to be con structed. By this route. so highly favored in gradients and curvatures, merchandise can be placed in a car it Pittsburgh and delivered with out breaking bulk in New York. Travelers and tonnage from New York can be put upon our steamboats without changing cars. The absence of experadve handlings and drayings, and delays In transit over cities and rivers, with the low charges, justified by such grades, must constitute this route the great central and direct Itairtif corn. munication between the Commercial Emporitlin of the United States, and the most extensive In land steam marine of the world. 'The amount saved to the great commercial and agricuitural sections of our country by the use of this route, instead of others, would more than be enough to build the entire works in five years. Is not the building of a highway so• situated, worthy the attention of the capitalists and business men in the cities interested in its construction? 3d. To State of New York, and New Eng land. The completion of the line to Williamsport finishes through the Williamsport and Elmira Railroad, a connection with the New York and Erie Rotel at Elmira, and thence by the Elmira and . Niagara road, and by the- New York and Erie connecting Railway outlets, brings to us a region of country, that requires the products of our soil, mines and industry ; and offers ma in return the riches of their skill, industry and persever ance. From the New York and Erie, the more Eastern connections have been spoken of in for mer reports. 4th. To the Susquehanna. The extension of the Valley Bid to Winslow, placea us on the barite of the Susquehanna, at the junction of its-great branches. To the trav eler or tourist, the whole country is open before him. Philadelphia can be Bought by the Cate wisza and Reading line—by the Sunbury, Harris burg and Lancaster route,' and, in a few years, by various other well constructed highways.— New York can be reaahed by the Easton and Jer sey Road, by Elmira and New York and Erie ; the great lakes by Elmira, or Wilkesbarre and Great Bend, and by the Sunbury and Erie. That a route possessing all these sources of Mullane, would find tonnage and travel to enecein it, cannot be doubbicL In seeking sources of funds necessary to coca. plate the great work that is presented to our consideration, it cannot be expected that any large portion of them will be obtained In this section, where already so much has been done for the enterprise. To other districts en appeal mast be made. To do this effectually, the no operating indaences of this community are of paramount importance. It, among one business men, our steamboat interests, our public) Pune. tionLies and our ably conducted newspaper press, . a warm and earnest support be extended to the project, the Board entertain no doubt of their suocess in securing tlui confidence and aid of others, equally and deeply interested In car rying through the work, however, a different spirit is manifested, their labors would end in disappointment. It is demonirtrable that the improvement of the navigation of the Ohio, and the enlargement and profitable employment of its steam marine, will depend in a large degree upon the facilities that we may tarnish to move with rapidity and cheapness the tonnage passing over it by eastern avenues, to the Atlantic. So intimately blended are all our interests, manufacturing, commercial, and industrial, in ench imprOvensents, that it is &Sault to find a good reason for our 'holding back,' in the onward way to greatness, which if the destiny of our cities. The extension of the line to its originally de. signed terqdnua, must not even for a moment, be font sight.of. The commercial centres of busi ness,-trade end population, in which are situated Buiralo end Rochester, demand the complellon of the Northern end of our road. To reach the coal fields of Pennsylvania by the most direct line—to bring a heavy tonzusge upon the Gennessee Valley Canal—to secure a supply of fool for household, manufacturing, steam and gas purposes, are ob• Jade surely worthy the attention of the enterpris ing citizens of Western Ntiw York. The location of our roadirom Ridgeway, northward, si highly favorable in gradients and curvatures. That por tion of the Ilnepught to be built from funds pro. Tided by those resident along the line, and by the cities and their vicinages referred to. It wan at one time confidently believed that such would be the case, when a sobscription to our otockto the amount of half a million was made by Corning and Olean Road. If, however, a connection can he secured at Winslow, and the respite, should equal the anticipations of the board, It will follow that duty and interest will impel as to the con emotion of the northern end of one work. Since the failure to comply with its agreement upon the part of the Corning and Olean Company, no efforts have been maths to further the con struction of the work. The pressure In the mon. oy market, edging from the European war, it was supposed would rrnatrate all hopes of emcees& The neeesary measures will be taken, during the coming minion, to attract public attention to that end ufsho line. As an Inducement to move of ere in the work, ills suggeated that a Inbscription of stock, on the part of our citizens, be made, to be called for and used, only upon condition that other fonds necessary to complete the work are provided elsewhere. To this subscription, the Board, individually, would contribute, from a confidence that the investment would repay them. The vathablii connections, and the kcal trade likely to be opened and thrown upon this north ern end of our road, have been fully discussed in former reports, and to them reference is respect fully made. The Board hale endeavored to perform the trusts committed to them, with fidelity, daring a long period of pressure in the money market, and through a season of unexampled scarcity of provisions, &e: They have reached in safety a resting place on their way. Their *Odom and its results. are submitted to their constituents. To the Chief and Associate Engineers, Messer. Roberta and Eichbaum, and to their Azelstonta, Messrs. Wright, Morley, Weimer; Sullivan, and others or the Engineer corps—to our §uPeriu tandem; Mr. Hopper and his Asaistanta, width ceir LOconiothns Engineers, Messrs. Copeland end Sample, and other employees on the Road, the thanks of the Board are tendered for their fidel ity and skill in the conduct of the various inter eats entrusted to their charge. - To our worthy contractors, Messrs. Chamber lain and Leech, our thanks are due for the steadi- ness and unfaltering confidence with which they have pushed the work daring a haw period of hard times. To James Gibson, Esq., our worthy Secretary, the Bosreand Stockholders are Justly under obligations for the clear, concise and accu rate manner in which the account!' and records of the company have been kept., Before closing their Report, the managers would feel that they had omitted a pleasing duty If they tailed to present to the cithens of Kittanning ttu3lr grateful remembrance for their kite:Mei' and hos. pitality, upon the recent “opening ercundon" to that place. It was an event that all' wbo partici pated in will remember with pleasurable emotions. It was a subject of deep regret that the limited number of cars, and the severity of the weather preventing the use of open.eara, compelled the officers of the Company to disappoint some of the moat worthy and earliest friends of our rad from a participation in the celebration. To all each, the Board desire to say, that they acted from a sense of duty Ibr the safety of those under their care; and with the belief that the friends who were disappointed, would morelreely forgive theta an' Infraction of courtesy, tbancthey would intense I the perpetration of a wrong. - , All of which Is respectfully submitted. WILLIAM E JOHNSTON, Pazemnar. Jona T. Loon, ' ' Groncie W. JAOIBOB, L. Wnauara, Jos/31i Burrewros, Twat*, McOmani, J. MoD. Clao.sus; :L. Managers IA/4101 MIXT OP PUP 11.0 AD:, AS HAMDiD IX ST rna *amain:raiz. To Capital Stoat onbaoriNci by corporation'', via: wl4cam at . 7.-;'.:l6sgo""fr.sT6Oooo °8 Astuoris county 0,000 • 160,030 00 Jenne. ...... '" YO,OOOOO To 27 -44,1 ,000 11,119J,000 00 T.k.' " by ---- :". 24101 ias ;4li irliiiiair: "Et a Deduct ;iiziaiz.az . TOLL amount of °nnatal oxa mad .to. $ 1 .0 3 7,331 to dmta'a a= contra, la 'took, MIS ai 01the /14,1129 Kn►oq Wadi& Co;ototoo It. thy room, ior • rouio, co.k. oc , Indoor! bomb • for i.a!s t P;;;; Jumbo a i.e.. .rapr . Ica 00 Woo. Smith ♦ Co., Mob g Ito. osolloas.. .1.310 T W Hall Hook balance dm on Odds.. 1.800 au Amount do. Indlykloolo. WOO .400000 to, 041_4 47 2dortgogo bond. . . •14,8.09 Oattoot ovospoonoorr - io - iiitoi: 1,061 i might ' 041131, 34.- 0,783 3! Total By Preltinlenn7 to rrwT.of whei• Bight of way and land d Oonstrostlai.fu.t Brldaw anpustrootnrs. rwswir 4 A , lg i roodwun pa...JIM. We. l utter, lorornolv. Enti.thu tortwowoa Part hammed Salmi of oflo• ;En-firsidant,l4ostar.Y. Trusterwr, Chia and, Assistant nen , from eofonooneoromor to olot*-- )1 " 4 "....0 unmoor, ronswel Interest and dincouna tnelndint OUltious. Cosnlotssions and °Qua E. N. Weuelan Co. P=t -$ 16iegi1 ,0 oriroTi Acartint.-- • -- 0 Cut. Amount : 640 62 Lards, Co, N. Y. fonds to PM 116÷ Uxm. " . bonde. unilnt;rs . with Knapp • ahtni. - t (numb... Wu. /arch oontraators,..- Bonds In hands ofJ T !ram Troastior, Yetntlns. adwerthfing, Profit sod loss, and bills rworly-W0,...... Duo Indivldual. on bulk weentints,: (Wt. In Tressurf..- Total JOHN I'. LOGAN. Thwnzrer BIIPERLYTENDENrs REPORT I, The following is the statement of 4 11 11111 8 8 from freight and paasengere on the Allegheny Valley Railroad to January 81st, 1860: - From paseengers,l94,669 91 do freight, 2,126 84 • $8,782 91 During the mouth of JatmarF the tonnage over the road was as follow. toward, Outward, 1,706.787 Pounds . 228,076 do Total, Passengers' receipts for Jan Freight ' do do 1,984,862 ' 82,196 02 2,009 10 $4,206 12 HOPPER, Pb.a kb, 1&68. , Superb:6ktkat. REPORT OF TEE CHIEF ENGINEER. Ben. Wit. F. Joussros, Ptutstriser OF TEI AIZZOLIVat VALLIT Remactio Co.--91r--The recent successful opening of :the first division of your road, between Pittsburgh and Kittanning, (44 miles,) whilst it constitutes du Important epoch lathe history of this improvement, will, I trust prove likewise a most :powerful incentive to Its Immediate extension. , •Circiunstanoes du ring the past year prevented the Board from or dering the commencement of work northeast ward frOm Kittanning, and Various causes have contributed to delay Itsnompliition to that point. Even now it has only a temporary termintie at the eastern boundary of the: city of Pittiburgh; the right to construct it to its' final destination in the oily, not having yet been granted by the proper authorities. Nevertheless, this division of the line is now in regular operation, trains baviOg been rim to Kittantdng, January 28d 18E* the formal opening, tinder pleasant an piens, having token place on the 29th. of the same month. It Is doing a handsome bash:less to Its commencement; furnishing desirable and convenient accommodations- for freight and travelling to the people of the Valley, and thus early giving earnest of-great future use fulness to the city and country. Rat arteo re ram Fixer Boleros, 44 hiiins /3 LITOTH—PIIIIIIITROU t 0 E p / 13311130.—1t has been finished with the track; laid meetly on the rub-grade, from Taylor street at the eastern boundary of the city of. Pittsburgh to Walnut street in the borough of Kittanning. A por tion of it, between Lawrenoeillle and ILlskimird tis river, was opened for turif j on the 28d of Octo ber, extended to Crooked Creek on the 11th of December last, and to Kittanning on the 28d of . January. . . The report of your efficient Saperintsmcient, Mr. Hopper shows that the 'receipts front local business during the month of January, inolud log one week's running to ,Kittanning, amount -to $4205,12. This will compare very favorably with the first businem done on one orlon prbs , - cipal exumsions--the Ohio kl'aunsylvanis rail road, on which the receipts-have reached the slim of a million of dollar&yeraly. ( 111TIXATIID 00IT OJ tpLIT Graduation and Masonry, $1187,204 71 Trestle work, chiefly in Lswrencaeille, 4,658 00 Bridging, superstructures, - 82,194 16 Truk; including iron, spilu*.to., 458,878 21 $1,132,886 08 4,For the cost of right of way, and various Item nit belonging under the above heads, I respect. fully refer yua to the Tressdrer's etatements. In the cost of Graduation "and Miutonry, are included the work of removing bill elides daring the year, add rebuilding the abutment of Plum Creek br idge injured by Wipes' flood of June last In the coot of bridging, -IA included the rebuilding of thw ouperstruMore of ealdtridge. All repairs up:to tin time Ire also Included. The bulldings4at present In assure se follows: In the oily; Clark at Thaw'slonner canal I ware house, rented for freight .add passenger depot. Taylor street station. .a small passenger and freight house—new. Outer depot; engine house,.for three engines; water station, wood sheds ind turntable. - Hul ton Station; passenger and freight house,' water elation, an wood sheds—oomplete. Ifisktminl tea River; engine bowie and water station.— Donnelly's Station water house tarnished .with running water througn three Inch out iron Pipes. Logansport Station; one turntable. Kittan ning; passenger and freight home, rented., The cost of- buildings to ;Ibis due has been about pogo: - ROLLING gltoos. 011.052 BOAD. 8 Looomollyee/Norris .4(8ou beans; 4 Pas senger Cam 2 Gown Cairo; 20 Wit Ilieska Prolgt - Cars; 20 do Platioein Cars; 24 four do Gravel Cars; 4 Trunk Cand2 and Cars. It Le 20140 to be regretted that te th vi:th oltke l lts mile rectoo e. oi*t k et :Zar= l ;6.l aA7.. NI 100 n. 3t th goo= rcit only 0 the oil.= 01 roar Vonillanyant to thousands of citizens rnitilogio gators Duties. :igen= and duattront Orn , tiokt.of of01:7 trode widen amid orrtaioly be eictusd to =road at the mouth of itabonin . censat he/obtained at .11 other p o ols,=lt the th bliesees rionisivne fl:rnacee The losportain of its prolongation to that cotrunandlag point, sheas[4l.ll2* Home the nainsaists fir.'Utry ira• ika 5111 undentood atthis Mioo of YOU/ kat Wm =wash that than eatertoths no doubt of till east vononsuonoeut at the work, and telerred to the parlbllits of lu g uetbin velthla the gond year. Permit A= in callin your attantiou again to Obi Natant et the ri ad. to *spinet. the tooviction that. the travail= and onliPecolal Interim to be aosiuunadated bythe .boat andth= l . et:noted evotlou of ton tolles infltelait to leans nt net only extrecrillvarY enittbni . abut Intn• 80001 +Moved Dam im ian mt9a. wpm» • The entire trade of ths (Yenta/ nerntion . added to the general boldness of arrextemiteanslef PODULtiII manrry to the mud/a nenied f lein he brought not only over time ten fallen it will is. hoer the =lOl9 Matinee Yr= PltulungthiolniUse. Tins basin= donnas now reach the rallrotdabrannee It o=o bear the tax emoted by the additional teu =lee of ion OM an tn. hear toonsun tond, It gill continua atheurto, MIA° anutlit the savisation or throe. js yll t e p e a s i = 4. °E. I r riked tevn itus abr iub* se th. ant a.t aa an ar m ehrd ilm4 "hir o rsti ftb44. OM Is Salr.ssatbie .Isla nati• immouff point on the road for the furnaces and comp try mentioned 1 &Inseam:mote will be made by theinhab Rant■ to improve the toads leading thither: mot • large trade can undoubtedly be conotrntrated them. I think it cafe loam: me, that between the month of Mate:dog end Pittsburgh, the businesewill per • ilir tenet on the met of the rood. It muse, however. until estended farther god Nought In connection with other rail/nada now in promo of annpletkrn, be trimarded mare If ne • hall work ds a local work It hold. within Its (ailment* thetas:write of succerg drat. from Re geograptdcal position to • tick well ea tied valley: manidly. nom Recommend of • nine/- 4w and vest. mat &Id on its eratre length; thirdly, amount of the heavy mon add lumber trade that old be concentrated upon it at the month of Mat:ming; fourth. iy, from the large bestrew th at will be thrwn.upon it at the mouth of Itieklminitle and Prawn; on the corople Vane the Northwmtern Railroad, both from toe west and altilmtritte Ta 11.,; and fifthly; •from It. removable co.; per mils and Its remarkably favorable grades and easy cur ratans. Them strong clisractetittice will altintatelyln. sure Ita_proepetity as • Real improvernent—an Improve-, runt whit* must bring to the city of Pittsburgh an In. mem of business that will be rendbly and advantageous. by felt by .11 :lure bf her community. Stilt all this but a swellportione the:great eche.. might onntemplated by Re prrymtors. theistiers' VeStieir7 . - t1;;; - entire lime, its sari one paikrbriiit and.projeoted connections, par ticularly In Western New York, have in former reports and communications been adverted to in detail. Although the Company has not the mean, at hand to proceed immedlitely with the Northern portion of the line, I desire here to rir cord an opinion, based upon my personal knowl edge of the region between Ridgway and the Lakes, and of the enterprise and energy of the f.peopleJn Northern yenneylvards and Western :New York, th at within a very short period, a 'railroad, or railroads will be extended from the coal fields of Jeffereen and McKean counties, uniting with the lines in New York, running to Rochester, Attica and. Buffalo, even without one dollar of aid from your Company. At the came time I regard it as important that the control and management of the Northern end ot your tine in this State, here, referred to, should not be ported with by your Company. But our eurveye have established another great fact, namely, that without swerving the main line from its ultimate destination throughßidg way and Smethport to the New York State line, a convenient connection may be effected with -the Bunbory end Erie Railroad, which can be completed and brought Into nee at a still earlier I day. The difficulties in'the way of the speedy, and successful prosecution of this portion of yd'ur route, from the month of BLehoning to a point at or near Brookville, and thence by Bloody Lick and Bennett's branch to the proposedJune ties at Winslow, 182 miles from Pittsburgh, are chiefly of • financial character; inasmuch as our inetramental examinations, and locations tare fully made , from, Rittazuring to Brookville, and the instrumental surreys and reoonnoiseauces be yond Brookville, conclusively prove, that we have a route possessing highly favorable fea tures, entirely practicable at a moderate cost per mile. These eurveye have been conducted partly by the Allegheny Valley Company, and partly by the Sunbury and Erie Company, the latter under the direction of Robert Posies, Esq., Chief Engineer, to wham I am under obligations for valuable information. In my annual report of last year, a minute description is given of our Improved location be tween Eitteamng and Brookville, m developed by Franklin Wright, Esq., Principal Assistant Engineer, fixing the maximum gradient ascend ing Northward and Eastward, at 28 4-10 feet per mile, and mention Is made of a careful re ammoissance by your Engineer, Mr. Eichbaum, between Brookville and Bennett's branch of the Somprehancus, from which an opinion was then expressed, hat • feasible and. direct railroad route existed between the Allegheny end Sus quehanna waters, passing up Sandy Liok and down Bennett's branch, with no grade exceeding 28 4-10 feet par mile, being the came as rho maximum ascending grade axed between Pitts burgh and Brooke lie. $1.0311,117 Te .9,67 T TO 41.678 71 99.274 T 9 :Wig P. mum 81 tea in 4989 CI 627 48 1 195 3 88,883 *I 8 881 97 1,!67'91 10,000 00 IglBloal 000 , C 1 ,1, 111 14 170 01 11, 1 103 8 1,780 TO The recent additional surveys of Mr. Paris►, have fleshy settled this opinion as a confirmed tact. Placing a common Junotion point between the Allegheny Valley and the Sunbury and Erie roads on the summit or flat dividing ground, 22 miles north eastward from Brookville, the Bun. bury & Erie road attains said junction pointwith the following extraordinary maximum gradients, namely, commencing at Sunbury : - si.osiuur ra !ham Ilanbar7, viatirard, 66 miles. mu 10 ft. par roll.. Thane *inward, 141 " do, 16 . " o• Tinny to Idnamtt. 6 " clo, do " 212 Whilst on the Allegheny Valley aide of the Stile favorable summit, the average emending gradi ent from Brookville, 22 miles, is much less than 28 feet per mile, and the maximum need not ex ceed 26 4-10 feet per mile; and even with these light gradients, presenting bat one summit be tween Pittsburgh and Sunbury. Here, then, we have 266 oontinuous miles be tween Pittsburgltand Sunbury, overcoming the table land summit of the Allegheny mountain, with a maximum gradient of only 28 4-10 feet per mile. And on 65 miles of the Susquehanna side, and 78 miles of the Allegheny side, making 188 miles, the maximumls tem than 11 feet per mile; and only 44 miles of the whole distance contain maximum grades as. high as 26 4-10 feet per mile. No line of railroad between the rioters of the" . l east and west, from the northern boundary of New York to the southern boundarrof Virginia, presents a profile et all comparable with it. It is proposed, In this connection, to show that by DO other railroad route between the waiters of the Ohio and the Atlantic, can freighting be tarried on more cheaply, and to prove, that In this economic aspect, this continuation of the Allegheny Valley and Sunbury ft Erie routes, is almost a commercial necessity, 'and that the sooner it le finished the better for the general interests of Pemneytestis, as well se the particu lar interests of Pittsburgh and Philadelphia, and the eastern cities generally. This could be established by taking the usual engineering formulas, showing the different loads that engines of given power.can haul over different grades ; but aware that calculations of this character are often merely glanced et, with out making a very definite, practical impression, I adopt the simple plan of referring to the daily working of several well known roads of different characteristics. !featly all of this information was furnished to me by the Superintendents of the respective roads two years ago. For con venient reference the substance of the communi cations received to thrown Into tabular form.— This table is not offered as an empirical guide, but merely as a praotiell, working approxima tion, which may be safely need fot general com parison. It may be further stated In reference to these road', in general terms; that the Bloseburg railroad abounds. In curves, some:of them having only 600 feet length of radlL The Buffalo, Cor ning and New York railroad has much lees our and moss of the curves has large radii. I The Philadelphia and Columbia railroad harem considerable proportion of carved line, and fre quent grades of 80 feet, with a mamma= at the gap summit of 45 feet and a maximum running out from Philadelphia, of 60 feet for a few miLte The Pennsylvania railroad out of Al tons on 180 miles, has a ma,ilmtun grade of 21' rfeet per mile, with a minimum radius of en:Ta tars of 1488 feet, from Almost to Allegheny Mountain summit, 12 milev,tbe maxima grade Is 95 feet per mile, on etzeight lines, minimum ' radius, say .718 feet between summit of moun tain a nd Pittsburgh, 105 miles, the melmum gradient, hoth ways, le 526-10 tem per mile minimum richer of curvature 956 feet. The Bead ing rsilroarT, boil the eisaltinee to near,Philadel phis, la tither descending or level, with consid erable cuivetere some of only GOO feet radios, gen erally of am easy character. The bulk of the freight being coal, descending to tide water, the characteristics of this road 'ere peculiarly .favorable for the kind of beelines!' done upon it The Cleveland, Columbus & Cin cinnati road, is very etraight, the prevailing maximum gradients being under 18 feet per Mile, with 40 feet per mile on a few miles near Cleeeland, and 80 feet per mile near Columbus, on a duet distance. The Bellefontalue &Indiana reedit also verystraight with maximum gradi ents each way,•of 89 0-10 feet per mile—the longest being above S miles. The Little Miami road, her a larger proportion of curvatures than the last two named. At the' time the data given in the table• were obtained, there was but one grade of 45 feet per mile, ohms reduced to 83 feet, leaving the present maximum on'this road 40 feat. The Cleeeland and Pittsburgh road, has a great deal Of ournture on the Southern end, where. the maximum gradient of 60 feet per' 111110 0001111. between Wellsville and the eum- salt; from the summit to Cleveland, it is gen erally straight with grades ranging from 10 feet to ' 40 feet pet mile. The "Allegheny Valley and Banbury & kris lines, taken togetear as one homogeneous routs, resent , •a maximum gradient of 26 4-10 feet per mile; with 'it minimum radian of =instate of 966 feet, escape in a staple Instance (not on maximum grade).where,a radius . of 716 feet may be need; but on most of the route the grades are under 11 feet per mile- sad the eurvitute quite moderate. • • An inspection of the tabular statement here with presented, win show at a glance the great influence of grades In limdlog the number of cars and weight of load per train. For =tro pic, In the instance of the Beading rood, with descending or level gradients In the direction of the preponderating tonnage, there wall an aver. age from aU Engines, in 1868, of 81 loaded oar% weighing, with the load, 857 net tons; whilst on the /Homburg Railroad, with 89 feet per mile maximum, accompanied with much hard CUM ature, the average load for their 24 ton Ragtime was 142 k net tone up grade, and 422 k net tone, oars and load, down grade. On the Breath, corning and New. Tork road, up the 48 feet grades, an ordinary duly with 24 torOko rtwo of 255 net tons, can and load. ••• Oa .the , Philadelphhe :end; oohnobia 'Refined, the 60 fe,t_se 8/012,t tone, with 28 ton Watt.r. On the Cleveland, Columbus and Cincinnati road, up a 40 feet grade, an iirdinary duty of 256 net tone, with a 20 ton Engine. On the Bellefontaine and Indiana Railroad, up 89 6 10 feet grades en ordinary duty of 820 net tone, with 28 ton Engines. On the Little APegg Railroad, up tie old 46 feet grade (since 'reduced) an ordinary duty of 875 tow with 25 ton Engines. On the Cleveland end Pittsburgh Railroad, up 60leet grades, an ordinary ditty of 288 tons with 81 ton Engines, or with coal burning En gines of the same weight, 852 net tone. On the Biansylnnia Railroad, east of Altoona ,pp the 21 feet grades, an ordinary duty of 480 net tone, with 80 ton Engines; 400 net tone with 28 ton Engines, and 280 net tans with 21 ton Engines. From Altoona to the 11110:11:111t on 95 feet grades, ordinary duty 204 net tons, with 80 ton Engines. Between Pittabiargh,, s t ud the summit, on 62 810 feet macs, ordinary: duty 289 net tons, with 30 ton Engines, all hictiude care and load. With such data before us, it con scarcely be termed assumption to predicate oalcadations on the Allegheny Vallerand Sanbtiry &Erie route, with Its maximum gradient of only 26410 feet per mile. I take it for granted, that Freight En gines weighing 24 tons will carry as an ordinary load, 24 loaded double cars, each car weighing 16,000 lba, with an &vertigo load to each car of 10,000 Ms; making the entire weight 884 net tone, from Pittsburgh, to the summit of the moun tain; and also from Sunbury to the summit of the mountain. The same Engine will take from the summit to Pittsburgh (and from the summit to Inßanbury) lL 31 loaded double care, or 496 net tons & Thus on engine of 24 tons weight could start from Pittsburgh, or Sunbury, or Harrisburg, arid go directly through, with its 24 long cars; and, when required, with an addition of coo third to the number, after attaining the Summit, from _either end of the route. .. ..... , . One clase of engines could be wetted to good advantage over the whole line; and, with the Caine amount of power, and un equal expendi ture on repairs per mile, within any given period, merchandise,. coed; die., can be transported at about one-fourth lees cost per MIN/ than by. the preterit route in use between Pittsburgh and Harrisburg. The aotnal distance between Pitts burgh and Harrisburg, On the Pennsylvania Railroad, is 247 taller and ,by the. AllegbenY Valley and Bunbery and Brie ratite,..B2o mitten the Pennsylvania line being 22 8-10 per cent shorter, It Is,. therefore, clear that if it costs 22 8-10 per cent lees, per mile, to transport on, the longer route, they would stand on en equal.' ity it, point of wet, as freighting routes. Piant the data obtained from. these various roads es presented In tabular form r it would appear that I there Will be a.eaving, per s, at least to the extent.of 26 per cent, betere ' Pittsburgh and Harrisburg. Then with to Lebanon Valley I Railroad completed betwee Harrisburg and f Reading, we shell have the cheapest freighting route between the waters of the Ohlo and the Delaware; a route entirely independent of the vexatious delays at present frequently encoun tered• in transporting, via., the State Railroad between Philadelphia and Colombia;- and thus present to the people of the' West another strong inducement to direct their business through Pittsburgh. • But this is by no means the ettongeet point In the proposed union of the Allegheny Valley and Sunbury and Erie Railroad. In view of Recon nections through to Now York, avoiding the break of gouge nod delays at. Philadelphia, it will show to ebill better adrautage., .flere the didTerenco in settled distance is trifling, and not at all commensurate with the gain in better grades, and saving of the break of gauge and transhipmeut at Philadelphia. The ; lliltaneell to New York from Pittsburgh are aiiifollows: Pittsburgh to. Brookville.. 88 miles. Brookville to Wiwi, 44 " ~, Winslow to Williamsport-- 95 Williamsport to Milton—. ..... _2B %lion to Den , llle... ....... ......16 " &collie to Cattawissa...— ..... 9 Liattawisaa to " _Tamaqua to Easton. ........ .....60 • Banton to New York 78 " Total Pittsburgh to Now Y0rk....461 From Pitts. to N. Y., via Pb " Freeport to N. Y., via A. V. 1111.480 • ' 4 • Assaming the dlitaucens given in the late re port of Samuel H. diness.;, Eeq., Chief Engineer, between - Easton and New York at 76 miles. By means of the Williamsport and Elmira Railroad connecting at, Elmira with the New York and Erie Raul, you will establish another tolerably direct Railroad route to Boston, pass. long north of New York City, thus:. Pittsburgh to Williamsport...227 miles. Williamsport to Elmira.-- 76 .• Slintra to Biughampton........ 69 ~ Binghamptoo to Albany ....-188 •• Albany to Boston 200 4 ' Pittsburgh to Boston 700 4' This route, although not shorter than the pre cent travelled lino pasting through I 4 biladelphia and New York, New Raven, ku., avoids the break or gauge at Philadelphia, and tranship ment there, and also at New York;, in Ilea of which there would he a change of gauge, and one transhipment at Albany. . There la another point to be eginsidered in con. neotion with the North Tinuern Raitro9.-1. Through its westera coneections (if the proper facilities are furnished outward) it will readily control a heavy ebare of cattle and live stock transportation generally. This has become an immense beakless on both the New York roads; and much complaint has recently been made by extenelve cattle dealers, of the Inadeguloy of the accommodations for this large and growing trade. Now, with the' Allegheny Valley, Ban bury and Erie, thattawisea, Lehigh Valley and New Jersey Central Lines, all on the same 4 feet 81 inch gauge we shall present a most attractive and economical route for this clue of freight— striking the Allegheny Valley Road at Freeport and leaving it at Winslow—using 102 miles of the Allegheny Valley Line. This will apply to all such trade as may stills' Cleveland, or any point on the line of the North Western Railroad be tween Cleveland and Freeport. The distance from Cleveland to Freeport is 189 miles. • ' Freeport via A. V. IL R., to N. Y... 480 miles. Cleveland to New York. 669 4 , Whereas, by way of the Lake Shore, and New York and Erie roads, with at least one break of gauge, the dletanCe is 602 miles; being 88 mlles farther, whiles the grades on a large portion of the Allegheny Valley and Btmbury and Erie route are far superior. The trade of Southern Ohio and all along the same parallel Westward and South of said par allel, seeking New York will naturally strike Pittsburgh, either vin the Ohio Central, the Pittsburgh and Steubenville, the Cleveland and Pittsburgh, the Ohio and Pennsylvania Rail Road or the Ohio river, and pass over 182 miles of the Allegheny Valley Railroad, batmen" Pitts burgh end Winslow. [The tabular statement of the workings on dif ferent railroads, to be printed with the pamph let is omitted here; also some valuable extracts from the last report of . the Reading Railroad. Company emitted in the newspaper copy.] HIBBENT ILISTHIATED OOP: OP LINE. GYP:AMON. lIUDOIRT alp 1111=n@0 Pint 111rlafon, Plttsbarsh to ilittamins. 41 Boeon ll 4 " lsl7l . lOnlkian . rliiirt; ... below Brook, ,652,678 b Third Diridon, from odd ponst to tam valt•T ot Eastbranch of Olarion. milt Hove Jona. =tam 43 tallsa..—. ; 6g3.31, 60 P,onrth ttninceolo t h e New York ita - Fo Tot-' X.tal, graduation. mammy and bridging, Sajszau eq Dalai as ave=i 4 ,l ELM par eta Am Saga , daasaiwa Agit of V. dam.. aroat sad con 817.40 . 41:1 A.,11f2L133 vales If track rarantructura.:at. /"rgai--ii."..964dd doAVlmrs kriratffl.6o4 so areksure of $31.171 per mile s on 7 nil.. of toed. IlatkillarMe i t i ri l l i e i t r A tttn . del. Oromtl.., nine lees long, Ornln locked Wok. sad not Imo than woe tonnes fuss , lati at Intervals of from two to two end • haltfeet trout centre to centre of ties. Endlutlng.wlth broken done 2000 outdo ran:bites mike. .WCILVII atone 21100 elibkijar2S Dnnnal pay. to the Itnea in yatterty t A XI/ 1?al ap iron. Mtwante.: Isnekt. RAZILOJIDLI LSD 1121711.11. The railroad system of the west bag been in operation through pooh a brief period, that, the term' criterion, which would seem to imply an emanation from long usage, to sanely applica ble. But I would advert to one phase of this experience, nth as It Is, in Its beat% upon the transportation In the western rivers. Sas the opening of railroads in Ohio. Ltidiatnt and Bags, and it might be added in limatncky, had any effect upon the extent of commeroe Upon the deers—particularly the slissimippi and lomat tributary, the Ohio 1 Yee; they have silamirt ted busbies', generally ; and wiumeicr the rivers ere In good navigable Gorill a / a the freighting upon thorn is math greater_then It was before. A part of this of aoane.tedue to the natural in areas* of population but that iticrease has been greatly accelerated by the facilities -which the railroads have afforded to settlers.. In the Basle State of Illinois, militia the lam live years, which may , bkoossidsted the railroad period, thole- Men hee ;been about half a milllon of inhabi tants, or double the rate in any previonS five Besides, this - auginented and constantly sug menting Ppulation,,otauda higher than former -17 in. the scale 9f civilisation, requiring , as ne enemies, many things -before regarded only as luxuries. , . . This groat *rate= Odd for 'agricultural aid Inineml-at!urtio; **ft ea ig l E2ishat 13.1114 lip. Staten' ara now the work of o • nil' tow row; sod within , .6 th e abort :period, eves whilst To Ara lot .ad gad In Slut .ocaarrnatiou of main trunk lice in the old finites, =sof Mil hops 11101 . 0 of et western people matt be come tributary, or become the 'active ascots in adding to the in I, And indireetly to the ex ternal commeroe 0 . our notintry. It would seem 'ECM likely den, that the river business will continue to grow de by side with the general growth of the land end that rivers and railroads tire no s no re ama .riletio, than knometleas and for etch horses; tey may ' , and they are madorto work other, and not against each ether. The magnitude .1; the commerce en the Ohio ' river—one of our w stern avenues, isnot readily appreciated by Bic C who have never "idled the %rex Its growth . been 80 rapid, too unpre oedented; that to • use who have.pasnxi the metn of life lthout losing sight of tide water it ,Ittelat : t fabulous. But a few years since, the p ' nderance of all commerce was selitripilyorn he Lids:Pinter side of the At leghenies, and - the ittlre floating minftnerce be yond that once for •' ' bie range, so ,trifling, that not a thought of ins 'rating COMfaiISOILO arose in the minds even of western men. But what a change bane those few year! wrought I ' When Iltlo/1 facts aa the fo owing are to be practically considered; Daniel that second only to the city of New York, in o amount of enrolled and tlt licensed steamboat mum is is the city of Pitts borgh--New York 'being 107,692 tons, and Pittsburgh 81,898 Cll2l. New Orleans is the ad, and 81. Louis theih 4th city In this respect The city . of Pittergii alone,Venseeding by more than 80,000 wa s , the united enrolled and licensed steamboat o nnage of Boston, pillsdel phis and Baltimo reThe entailed steamboat tonnage on the Ohl river la 144;4 7 8 tons, and on the resides of Mississippi Valley, 129,- 050 tone; together, 8,628 tone, solidi is pause e than that of the ear Atiatille coast. There Cannot, I 'at., be a question, that the wants of the co Mercer carried on by these vessels, and the hes d vessels even now an nually added, damns, a radios' bitprovement of the rival. navigation. For about eighteen years I hark beenao hum o advocate of Oa permanent impro)ement by roe of locks anti damp simi lar to those on the Monongahela navigation; and though *various other ealeymes have from time to time = b een p seemed to the pobno coo shieratieth i'lLtrit o ly been now firmly assured in my bet convictio of the superiority"( looks and dams. • • It seeme to be it. ' generally conceded that the river must be i.. proved. That the Interests ommented with trans • °nation on its watere, es peciary the twice! argil interests, are so vast and eo interwoven w lb the general-business and proeperity of a large part of the .llnion, that some decislee impro element has b ate a 11100•3- City. La view clench - a. mitigation it may be made to afford, they in no pro b lit; that we shall hare too many 'a railroa•l avenues be tween the river and the seaboard. In other,, words, there will be ample employment for all those now built and • only built The same port of argumenta that w• aid new tend to arrest the progress of the men bed lines, would, if sus medially enforced, :, a prevented the,conikruc tion of chafing anti) I communication between the East and the W t; would denounce all ef forts to Improve the leer navigation; would, in feat, atop all progre • . And the same, or area etronger reasons, w • •hluduced the construction .of the first railroad brought Pennsylvania, are yet in fall force and applicable to the speedy 'completion of anotbe line. The Allegheny Val ley Railroad is need • ' through Pennsylvania, just as the New'ork and Erie was deeded through New York; •of enly,to develope and ao .,eommodate an erten ve and important! region, but to assist in care tag at the lowest rates, Its proper share of • e immense agpnate of through trade and ravel tending thrgh the, Pittsburglyrallroid .antra. Many persona in New York predicted hit suet, a costly stork as the New York and E le road, pastdiarthrotagh a great length of tip ely Settled territory, would prove to be only a• • estrous failure. Bat look i at the remit, even thus early in its history I That sparsely settle. region, by reason of the coustructlon of the d, has suddenly be oome populous; lou Mem of every kind has sprung up along its oute,,u if by magic, bring ing villages, tonne, Ides In Ito Aide; and now, only three years at er its first opening to tbo Lthes, Its local toad and travel are stifle/Ant 6 anstain it. There see passieg 'threngh the same Butte, two roa• ~ regarded eta distance as rivals,land yet each a• •tamodating a people and a bennees indepen , .1 of the other, and each receiving in a singl year between foe and six millions of- dollars in tolls. Enough toile on 0110 road to a single Jeer to finish the entire length of the Alleglieny'Vel ey line. Let it be reeolleate• that within a seasonable period we shall have n addition to the Ohio and P,unsylvante Road, a railroad from the West run ning into Pittsburgh through Steubenville, an other from Wheelie • via Washington, another from WelLyrille via ;t. e river route, and another from the West 'eters •tlng your line at Freeport. A large inoremo oft ode and *travel must follow the opening of these Ines, and additional' l'acili-' ties for their moms mice helmets. "PliUtterp and the East, mint be furnished. In a short time, also„.the railro . stretching westward from Cincinnati to St. Le swill be finished. Within a few days past, the last rail was laid on the railroad between Te Haute and 131. Louis, via Alton, shortening • . distance between-Pitts burgh and St Louis, as comparedwith the pres ent traveled route, a Vincennes, 16 miles.— No great 'length of t ono will elapse ere the line from Fort Wayne to 'Wage will be lialabed.—. these, and many is oh Imes acting's" tributa ries to the main tra . km, wil,L_ be pouring iota Pittsburgh the tress.. es of the Watt, before the Allegheny line can be finished, even if at once provided wit. the requisite Mann— Add to all these, improved river naviyatien, and the aggregate •f western bnainass to be concentrated here, ill prove to be beyond any pi%. ant calouLations kely to be mad*. ' Bitt It will only be canoe trated, or directed hither, in a due andfining • eparatiari, at Pittsfilovnt, for iu conveyance to its • race *Wan destieatins— These facilities are, On Railroads running east ward from Plinth :h. , These are the only magnets detests at • act the people of the, west in this direction. .• ong them, as commanding in Its future results es any, may be reckoned the Allegheny Valle Railroad, andits extension by the Sunbury • • 'Eris and other lines, to Philadelphia, New ork and. Boston. Where, perMit me to ash, in any °nett the thlr teen old State,', is • ere an unoccupied Railroad field holding oat 's ranger inducements to the Capitalist then the route over "which the Alle gheny Valley road ' located. Time will prove t t Iristead of being la ad vance of the wants f the Country, it. is behind them; and whemit shall be opened throughout, the wonder will be, that it WM not completed long before. The Engineer co pe,,14 the progress of the work, has been • usify : reduced, until there are now on the Ii only the following, namely: George R. Elchb • • i Amorist° Engineer; Isaac Morley, Assistant do; :Sebastian Wieme , do do; To theee gentlem.n, and their Assistants, anti to those who were ormerly associated with me in isondueling theE ginetring Department of this great enterprise, I' renew my thank' for their l a faithful and in nt numagemene My time, at pees nt, as th e Board are aware: LI math occup ied other improvements In the, West; but whether ed or not to aid further in the earl y exte nsion of your work to Us Soil da" tiny, I shall ever stab Its advantiensent with anxious aolleitude.' Respeotft ,ly submitted. . BITLNOR BOBBETB, Chief linsineer as A. V. B. IL. 's* Feb. 6,186 x, &GERM Mrs Pittab tiIXALRD PRO • •SALS will be tiCeived for noting tba • sad third ttaki of Wilkho elthet tovrttur or imparsudr. until tbs.lbth at hi. ' AnaI;VA y lTlORroire "Mb" vommilts." 00FUND'S • MPAIT Of Boa.aWnal • large nt s v Jai • BiTTERS....t iy just attWaliierl Ib ialUa " 11 ° 'J.4I n ocran Prrarr.r ARD-13 box / extra /arc! 071499 Amur; um. 00 1.1 UTTER-4 b as eottelVutualt ' /eta packed by Butterjast reel maw *SWELL Lill 00. 008.-1 bbL gliasonaihla°l! ' 6 lhEgga < '"liVwsll;Ux BAN, PIG 'me ..JA Ds ITAL-400 D IC ton HIC T &. ua CO. store - MAUR PORBB,NB liniments Pr • . 1 • • ree'd b 7 "I MEN T, one, of the best lathery ea. my la na•—• brae r PIP, 'MINING. A ILES 0 . : . 4 %7A MAT of ~~~lowL oID~O~~I'g~~ ~dc P .,.. R ""' +V3 iL[S~l2f~%i arISH-10 Tt 3 fo •' FLOWI-25Cosaoks for sale ucKwita,t Ja2+s t" "le bi a taK;Err. Z4l !TAAQN W b. zr jqs reed by HEOILEWS W "le. - rti*nal fro!lt . by U;~b~~ 1 * klOl7 will in - awro and 1.811.10,010 E ST LNSEILD,I? 141/.;1.. 1:111areale b „).ca
Significant historical Pennsylvania newspapers