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.
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