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PITTSBURGH HORNING POST.
Bridal 4W! pubtithed evay morninth (Bu Is tmeltd,)
BY 611az9101tE &, MONTGOMERY,
0 Tam WORTH-WM COAXER OP WOOD AND Firm mum
TERMS—Five Dollars s year, payable strictly la advance.
Six Dollars invariably required if nut paid within the year.
,0 dingle copies, Two Orarrs--for salt at the counter in
the °Moo, and by the News Boys.
THE SATURDAY 11011.NLNG POST
Enblishiiid from the stone office, on a largo blanket size
sheet, at TWO DOLLARS a year, in advance. Single copies,
FIVE Clews.
4?• No paper will be discontinued, (unions at the d.Lscro
tion of the Proprietors,) until all armarages are paid.
di No attention will be paid to any order unless accom
panied by the money, or satisfactory reference in thir .Ity.
air Connected with the Establishment of the Morning
Post is one of the largest JOB PRINTING OFFICES in the
city, where all kinds of work is done on the shortest notice,
and most reasonable terms.
u ~~ ` t
r ate, ~:: '-', : ,
PITTSBURGH POST.
MONDAY MORNING FEBRUARY 11
ALLEGHENY VALLEY RAILROAD.
PRESIDENT'S REPORT•
To the SiockholdcrN of (I Alleyhenylig, Rail
road Company:
GENTLEMEN—In presenting to the Stockhold
ers the third Annual Iteport upon the affairs of
the Company, the President and Managers have
the 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 sucessful operation.
Passenger cars were placed upon that portion of
this division, lying between Lawrenceville and
Kiskiminitas river, :34/ miles, on the 23d of Oc
tobei,lK&Li. Freight and passenger cars were run
to Crooked Creek, Armstrong county. ten miles
further, on the 11th of December, and to Kittan
ning on the 23<day of January, 1851 i. During
the month of December and January, a mixed
train for freight and passengers has been regu
larly and uninterruptedly in operation. The
rolling stock and motive power are sufficient to
move our present tonnage, but from its rapidly
increasing amounts since reaching Kittanning, a
large increase of furniture will be required for
its accommodation. The gross earnings for the
month of December was $2,000,0. The gross
earnings fur the month of January were $4.205,-
. 12. From the opening of the road uutil the
ith December, the trains were compelled to stop
at the Lawrenceville Station ; since that time the
road has been extended to the extreme eastern
boundary line of the city.
The inability of the Company, from causes
hereafter referred to. to reach the business por
tion of the city, has largely and injuriously in
fluenced its earnings.
With due consideration of the circumstance=
surrounding its beginnings, and the disadvanta
ges to which its travel amid trade have been sub
jected by reason thereof, during the first two
months of its operations, its earnings, so far,
indicate pretty clearly the value of this thor
oughfare to our citkens, and furnish some data
upon which to base caleuuttions of its importance
when fully completed. IWithout the necessary
information connected with the business opera
tions of other roads. similarly situated and par
tially epened, it is confidently believed that few
have exhibited more gratifying results.
The first divison embraces that portion of the
work lying between Pittsburgh and Kittanning.
To its completion the efforts of the managers
have been directed. North of Kittanning, nn
expense has been incurred, except that connect
ed with surveys, !ovations and rights of way. 1 t
was the early settled policy 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 thetn
to
some misrepresentation and unkind remark, can
not be doubted. Unless ordered by the stock
holders to act differently, the same policy will
he adhered to in future. In the construction of
the first division, the subscriptions of the city of
Pittsburgh and county of Allegheny, and a large
amount of those made by individuals, have been
used. Upon the line lying 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 distance of forty-four miles.
The estimated cost fur the completion of this di
vision, made out from actual measurements and
reliable data, will be it fraction under
000,00.
To construct this work tie Company posses ,
the following resources, to wit:
L;.
A nee hop y C..ont y Bond,
AI snsU - ong d• •
Jefferson Jo. . ~,,, .
Clarion Count) nob,: tid
Krno do,
gin do. d.
norough Riau nw 4 r mihscrkto ,on
Ind. Suloseripidoo .....
t!,t,
Ik•auct prt,eikt lattl.,lttiv , of C...palt)
Applicable to n•JLL,%I
Lamb means is i 01.11 L iru VII pres,ilt
A t oount_rvytilr , l ,-4•1111.1 , 4.• 2,1 t ~,
Add rolling htUel, mid budding , . n,ts
At ail• sum It • ja 11. Imo-t
-g-adte. [hr. ullold lot , It
lmrg - 11 nn.l Itr.s.ks dlr. nt i. 2.11 0.0 Is I
Ls.ing n 11-‘s sum than has I.esu
usually t :.t0..111, I It .1.
by alt., Itailron 4 l tlorporitte ~ Thtt.
.14 mil,. at .i.2 , 1t/(X , pdr mile
pd.ittet prk,ltt ttiortglirku. to i.e 11,L1 ,Al.
Leduct litten-dt uud 1.),..0unt
All l 13 la, r. lit of ,tool: on •;:ra.luall.n ,
aa , l road -tractor.. tc, la. La,. 1,)
ti ,urtor the of ~, • t
Iwirtg liberal awl pitala-aoal
each 61.11,1.1,1 [llll),r42tion. . • •.•
Deficit liicouiplete and stock 2 , 1 Div eisoo. I7S ht 4)
/t is the opinion of the Board, that this ,111(1
ought to be made up by private and other Rub
scriptious, before active operations are coin-
menced.
In the foregoing estimates, the Board have
placed the securities at lower prices than they
would feel warranted in disposing of them, AV
Out the express direction of the stockholders.
To throw these securities upon the market at
present, in the now disturbed condition of the
moneyed affair , of the world, would involi e a
great sacrifice from their true value. The cor
poration bonds in the liossessiuti of the company
are issued by countie ,, and borough., with o ut
debt, with abundant resource , , and inhabited by
an honest yeomanry, who would never cons e nt
to a repudiation of tl.. ' fairly its,unte•l obliga
tions. The intrinsic value of the eeurities
equal to any of a similar kind in the United States .
Sanctioned as well by law its by popular
they possess the strongest elMois to public e.,nil
deuce. From the tact that the bowls of the,.
counties and towns have not been on the market,
they are less .alrable than those that have had
more largely to do with the financial public
in
that way. The mortgage bonds of the company 1
yielding 7 per cent. interest, and based ou an
expenditure so largely exceeding the amount of
the issue, offer an investment as perfectly safe
and reliable as any in the country. if the neom ,
sary additional subscriptions to complete the
work to Brookville cannot he secured, the mort
gage bonds already issued ought to be used, to
build that portion of the second division, lying
between Kittanning and the mouth of Mahoning,
a distance of ten miles.
In a former report the Board endeavored to
show that this extension would add largely to
the value of the work, and contribute much more
to the earnings of the Company than its propor
tion of cost. The same motive power and em
ployees would do the business upon the 64 miles
that would be or are required to do it upon 44
miles. This part of the line is nearly level, with
out expensive cuttings or costly bridges. The
place of departure from the Allegheny river is
here reached, and however desirable it may be
to progress farther with the work, it is manifest
that at this important station a vast trade eon be
concentrated. The agricultural and manufactur
ing diStriets of Clarion and Jefferson counties,
will be largely accommodated. The trade of th e
upper Allegheny can be here secured to our work
withouttlanger of competition. Tu construct ths
part of the line, ought to be an object of solic i -
tude to the stockholders. To provide the neces
sary rolling stook, and to complete this small
extension of the road, were the inducements that
influenced the Board to create the mortgage lien
of $400,000. The presentbusiness of our road,
although in its very infancy, indicates that what
ever the result, the interests and principal of
these bonds are abundantly secure. We. invite
the attention of capitalists to them.
To secure complete success to our enterprise,
the Board deem it of first importance that the
work should be extended to the business por
tions of the city, RS well as to Maltoning. To
BM fatter-object no difficulty exists.
'However unpleasant it may be; the. Board
• consider it a duty to say, that the riga to enter
the city has not been granted to the company, or
the consideration of its necessity treated with
1 ,
•
ittillir-,- A --- ',-,,,-ii. -- '_ •
.........,
PEA ANNUM
•
PUBLISHED DAILY BY GILLMORE & MONTGOMERY, AT THE "POST BUILDINGS," CORNER OF WOOD AND FIFTH STREETS;
VOLUME XIV
that co-operating and ailing spirit which the
early action of the city authorities, in subscribing
to the stock, seemed to justify. The controlling
importance of bringing the trade and travel seek
ing an avenue to and from the city into closer
proximity with the business portions than that
furnished by a stoppage at its extreme eastern.
boundary hue, must be so apparent as to require
no argument to sustain the simple statement of
the fact. From the inception of the enterprise
to the present moment, the work has been deem
ed peculiarly adapted for the benefit and exten
sion of the commerce 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 erec
tion, so far as the Board can control it, no change
of its character has taken place.
To constitute any locality a commercial cen
tre, it is eseutial that outlets as well as inlets
shoulil he afforded to trade. To -secure to our
locality 'Western produce, we must furnish Eastern
outlets. To command Eastern commerce
we
must present to a discerning public channels for
its progress and transmission. To make our citi
zens the carriers of a valnable, constantly in
creasing and incalculable tonnage t h at will hero
seek an Eastern or Western market, we must re
tuove 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 juet cause to
anticipate, from the history of other nations and
cities, that the product+ of our, own industry
will, at an early date, contribute a largo portion
of the tonnage that will lots, in every direction.
Influenced, by these very ju.d and
proper vies - +, the right of entry and trail-it
through our city' has been heretofore liberally,
1.1111, indeed, somewhat ung wnle,lly granted to
X! the various I'milway Corporations, rnaling
this city the terntion. of their works. In
-owe of
tairri , ‘ cutout , the city hold: a direct inter
. 1,1. Acting under the iial.re:-Iton that tlit
hheettitty or Holton well ite e,.ttot,ted to v
our
e „ ni p a ny th u t had heel, everei-ed toward- ether
similar ;yolk:, the lbotrd 3I an early day deeittel
it e::euttal to the 100 , 1 interert a nd future wel
fare of the enterprce, that :to eligible , •ite
'lent'l
Lc -cour'''t for it-. delo , t ground'. tram.fer
from the liver to Railroad, au , l ro i'• the rat
t o nnage that Will forever the (1t,,, , river f..•
transult.,:ion, cbeal.l . ) 011,1 lteditioti:ly ns pos•
sible, was con+idered an intperttott de.bleratunt.
It was within their it -it er to obtvlll ill on fair
terlll , the 1110,-t location or n Italiroa , l
depot iu the Culti , l Stat, sitU3tl,l
ns to command the homage of three riven., and
which would eventually become the central !bob ,
1011, on ,aid Ow area h) two
and tineir adjacent 1...1...Ugh- and in 11 Inei•
polities. In -electing Duque:nit , Point ,•• , lug
enti-ideration wa. ,, given liy yoUr Pioaril to the
present find r Our, 01.iit,.t I,u , ine.s and pop.-
1 1011 of tlie, and to the carious channek
by which trade and trout woo 1.1 lie cart ir.l troll
our 110111( to another w ithln and without their
boundaries. To ri tin tlts, property, and ill due
time to convert it to it , proper ti , o• a , 0 VoIllIller•
'lOl centre, it in receuttneteled, should he the con
tinued policy of the Company.
To bring the road into tite city. and to reach
it. , depot grounds, an application for the right ot
privilege Wan Ulnae to the City tiounctls ettrly in
the summer of IKt I.
A committee of the Couneils, after full exnii,
ination of the subject, reported in favor of tilt
petition as praye'l for, and in their report and ID
the Ordinance attached, i 1.110,0,1 Iv rovite
rooroomonlotioo of the committee coincided with
the opinion of the Board and the Chief Ciigineiii•
of the Company. The action of t'ouncils,
ever, was adverse to that of their committer, aidi
the privilege asked for WO5 refilSeil. hate ver
might he the opinion of the l'utrd, in relation to
the hvoi rights posse::ed by the Company, wi
der their charter and law+ of the State, t i t oo
espy and use the common hi t rltwaj+ or or
the city, they did not then awl do not 11.1 W 1 . 4,0
d 0,110,41 to enter into d t -put.lt,ull or 0 ,11
test with
the proper authoritie- If the rtght to enter till-
city cannot be r.,l'!
adeoh—iott to the plow , poltit‘ , far the s itece-..sti.r
p r ,,,, e cution of its loisiiO•o, it ;till I.i.
the routrd 11.1 No 1., ldul may fee;
d is posed to c onte-t the tight. or Who may Iry
more sticees,fill in cal ryins their ilea-tire , , or ill
,h,,,ping their c onviction+ of duty 1.1 3 c o ,lll..'hieller
with those ~r the ( . 011 !lei -.
Utoler tan inture,ion that it wa: probably t,
the allegation, founded emit ely 11l error, that the
tight of etttey se.- at that totte unnoce , :ary to
the prosecution of the work, and its refusal
would not impede if- progress, nn I . llrdior ail IuTI
was taken 1.11 the .1.11.11 , the lime had !it
1'1%1 , 1. When to make the grant
the pa , t. it It 1..1 1.1 recut II
Olen 1110.10, W.I. nr.lin
I l u rolu all tlll- Ilioo. the 111011m:or- were 1 -1111 , -it
1.. lot erinine 111.011 n proper di- l e.-it-, el
the vallialde real I—tat ,, 11.-1,1 I.y the eompaltv
nl
the Point. The fact I It.it 11 .1 1111 rutty
ri fertile , . to the entry of the road Into the
tol c,,,,e , pient inalotity to reael, , t
that it , ollietal n 10..111(.1,1 , had proclaimed as .01 1.
4,, great advantage for the exchange or I rei,fla.
,erioitsly 111 . 111 1,1 Crt•III of the
and thereby lessened It ability to press the work
at an early date to •ticli t•otirpletion wool-
I
11,0 e eitalded it to Conanetire 1,11,1 11,- oper.it oaks
An o ther a pplication ha, been 1..111 ,
liei In, :111 , 1 1.1 110 W hefOre then;. onh
dently ex per ted that the :idiot, of the pr ,
anthoritie- , will he favorable t., the petit,,,,, ~t the
Company, and that, at all events, prompt and
final action may be hal Upull lily subject.
indisposed to do, in any manner, the
injustice to those charged Willi the perferthante
o f public duty, the Roar,' feel hound to.sav that,
as they understand the matter. the difficulty :tad
difference of view: have been herotoforo twice in
reference to the proper route, than to out'
silion on part o f Conticils t, efose a light o
-S.O'
au i~N
:AI,U¢I
1 in*
t bi 1/1
1_ dui
it ;la 111.
SEMI IFr
g 1 ,:a i tot I
_ ..t lIIYI
-.E I 1 .
way in any b o na.
After full and repeated ,'.m-ideration and (•%
amination of all the eireiim-genes , attending the
question. it i, the conviction of the Board, that
the COMMILICe of Courted. , who recominervied the
river line, urged the adoption of the route nin.l
consistent with the i.icce,l , of the road, the safety
of the citizen, and general commercial advantage
of the city. Iv , route along Liberty street can
not be used by the Company without endles , , - i
ex procure 101 , 1 vi.X116. , 11 , contests with the tail
road intere-o , already using, it, or by suffering
its trade to be ,-übjected to delays and interrup
tions that would eventually destroy it. Other
routes have been T13111( , I not, however.
proper further to disco,. the q uestion in a report
intended merely to exhibit the conduct of the
Managers, and to it f,rth the reasons con
trolling their action. Whatever may he the re
sult of the action of Councils, the Board will
endeavor, if consistent with a sense of their duty,
to carry it out in good faith.
For details in relation to many ititere , tinr
matters connected with the road, reference i ,
respectfully made to the Reports of the Engi
-neer, Treasurer cud Superintendent of the COlll-
patty.
The interest on the bonds of the city of Pitt-
burgh and of Allegheny county has been regular Iv
paid up to-and including that falling due 1-t
November last. The interest on mortgage bonds
already negotiated has been paid up to andinclo
ding that falling due on let January, IKati.
After the road is finished to the mouth of Ma
honing, and extended into the city, its further
progress presents an interesting q uestion. The
Board desire to submit their views, and in doing,
so shall endeavor to deal fairly with the hopes
and doubts that necessarily surround such exten
sive enterprises.
To the present rapidly augmenting business of
the work, will be 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
modation. The mineral and agricultural wealth
of Clarion, the large and valuable forests of Jef
ferson, Elk and Indiana comities will seek, to a
large extent, this avenue to a market as soon as
its certainty, safety and cheapness are 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 A biding
plaee and horne. That. the net revenuepay
the interest of its oust, at a very eary period,
will not be doubted by those conversant with the
rapid increase in business and population that
has marked the region it traverses within the last
.
ten years. If the local 'trade upon an unfinished
and unconnected line, indicates fair returns upon
the amount expended, and if these promises are
PITTSBURGH, MONDAY, FEBRUARY
the results of a new improvement, deprived of lion of the line ought to be built from funds pro
the benefits of that conimerete which't ime and in- vided by those resident along the line, and by the
dusts' create and contribute to works of longer cities and their vicinages referred to. It was at
con tinuance, eon it be doubted that its comply- one time confidently believed that such would be
tion to extensive outlets and connections will the ease, when a
ismscriptions to our stock to
the
e
ensure its final success*! amount of half llion wa made by
We have, in a former part of this report, ex- and Olean Road. lf, however, a connection can
hibited a fair statement of the resources of the be secured at Winslow, and the results should
lump toy. That they are sufficient in any ordi- equal the anticipations of the board, it will follow
nary state of the money market, to complete the that duty and interest will impel us to the con
road to Brookville, will be readily admitted. struction of the northern end of our work.
This :Icconiplislied, we have eighty-eight miles of Since the failure to comply with its agreement
finished railway. Tu reach the line of the Sun- upon the part of the Corning and Olean Company,
bury and Erie Railroad, at Winslow, requires the no efforts have been made to further the con
construction o f f o rty-four miles of rood. The structiou of the work. The pressure in the mon
erection of this part of the line will not lie as ey market, arising from the European war, it was
expensive as that portion between Kittanning supposed would frustrate all hopes of success.
and .Brookville. Passing over the flat table lands , The necessary measures will be taken, 'luring the
that separate the almost mingling waters of the coming season, to attract public attention to that
Sandy find Sinnamalioning, there are no tunnels, lend of the line. As an inducement to move oth
exteusive lo.i.lging4. or heavy cuts or embank- etc in the work, it is suggested that a subscription
'mots. From the, best inform ,tion we can of otock, on the part of our citizens, be made, to
taiii, it is believed the expense of eomplcting this be called for and used, only upon condition that
poi lion of the work would not exceed F,O 1,r,01),- other fund , necessary to complete the work are
11 , 111. I.iirgo subscription , by individuals, inttr provided elsewhere. Tu this subscription, the
e-ted 11l the extensive fori-t and coal lands .41 Board, individually, would contribute., from
that ,listnyt, Might I. ly 4 .llietqlll. The confolence that the inveotment would repay them.
I it'll railroad intereot , fomented by the building Prti, valuable connections, and the local trade
of the line, would 1101 the policy likely to be o pened and
b thro ee w n fully dis in
nun with the I thio river :old its steam marine. former reports, and to them reference is respect
a reference to tae important and 14..11101-
h illy mi le.
and connection , form-lied by the The liiiitril have endeavored to perform the
sou-truction of the Sittnamaloming line. t ii-d'
committed
to
them, with fidelity, during a
Fir-t. Philadelphia. long period uf preesure in the looney market,
its t lie Iteading. Cal an,l :1.11,1 and through it season tif unexampled scarcity, of
Eric n"w line railway opened he- provi,ion , i, Ne. They have readied in safety a
t(1 Cell our sal metro'. di , . reotoig place on their way. Their action an I it
a.e 11,1 , ill:11 if :dill III:11 are submitted to their constituents.
di,utuk eby nos line, w,“11 Ir, inlei It it-, y„ t h e chi e f - 01111 A s ,, o ciate Engineers, Nles•ro.
I. a- a competitor of the I'el,no)lsaiiia Rail- R o berts and and to their Aooitant, l
101 l It 10 needed that it is neither Messrs. Wright. Morly. Winwrier, am
designed or expected to eon-titiite 1111 , line 11 4,01(.1, e,t the Engineer corps—to our litiperin
iiinfiyititor of the Central runty Me the t r idc tendent. Mr. Hopper and his Assistants, Still to
Tlii.r.` ill II , • r a on for .0 , 11111,.. out Locomotive Engineers, Messrs. Copeland and
The', /tl'.• liim tlii- hue willand other empleyee- on te Road. the
~..1 ate fi Id h., w ill • ei•k Ili pl
of the Board are tendered fo h r their fi•lel
prefetem•et I 1 l'ittsloiren to ti 01111 S kill in the conduct of the various inter
\1 iit•Liw, It,' L•I •.11 , 111111.1r..1 701 , i thirtY - ••.T . 1`11l111.11"1 to their charg• , .
UI, , nub'. e: lie t• - To our w.,rthy contractors, Messrs. Chamber
I. to the w and Leech, our thanks are due for the steitili
thete lidos l'It•il II hi nod ti nfolternig confidence with which they
fiout lis el ...I I n n s 11. talent. A a,.d e pushed the work during a long period If
worthy Eiv•oeer of the un bon o tol ie to 1.1. 111110.1. Tip Our worthy
thvre iwo howiec.l 111.10. ..1 ibr Ill,' :Sisltelliry. the and Stockholders are justly
4,l..tvvtrl of mit . pr , vo-ed eontn-ctioli that ill, 11.1 tinder obligations 1.. r the clear, concise and seen
exceed -I slecrl 1..0. 1. !lie Mlle •Itur , r ,te manner in which the account , and records
10 o rable no 1..0, the ,titititit ~1 h a ve been k e pt
11 r arc here ,etited „1111 a line oru , -:l , c Ibe Before elo.ing their Beport,the managers would
,utiod • I the \ lieel•ny w t rod that they had omitted a pleasing duty if they
crude twin() 1141 lo ibr uric I tiled to present to the citizens of Kittanning
rh.• I.llill h,•ir gratilul ac knowledgments for their kindness
-c. gr heal Chit . u nd M.:vitality. upon the recent opening es
limit,' and I 1110 and fi•mi the e ar-ion to 111111 place, II was an event that
t beta co. sandy and Sitinamammiog. :ill who p a rticipated in will remember with plea.-
eau be car, Ea. tern market- ptolitably and arable e n io tion.. It woo a subject of deep re
iri. a pparent from the fact- f ret that the limited number of ears, and the
31,,e -taied It i• arts know ii to our 1.,1 , ine-• severity of the weather preventing the use of
1111.1 l'ArS. compelled the officers of the Company
there certaiiit th rho,. 1, /II again ,ecur. t f , di s appoint sane of the moor worthy and ear-
When I, lOW linaffs list friends of our road from it participation 11l
l" ":. the the celebration. To all such, the Board desire
vat ion 111,1 , 1 , 0 1.111,0 • a nn ea: lets out
ii.•ll 00. I.llng t ..ay, that they acted from a sense of duty for
lo a-, with Coo., in nn elate striking the safety of those under their care: and with
the lei,.. river bi are c-iiiplet, .1. and t the belief that the friends who were disappoint
'6r -nine torn., 11', , u1 , 1 more freely forgive them an infraction
4.1 0 eu nrte.y than they would excitse the peep,-
iectfully
11•11cl.al. nor•.%4.1111.111
uari~:tu .ti iil ir
1- di
tii die Irtithi (hilt tPU
1,1,,t lit I f:. 3.14VA1 , 115 ntr inner
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o /11. 111 our country by thl 11.-4, IA ttll I
111-Ic3 I 111311 1 •.. ,1,11
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.11•11 , . Ilk.
3 111 . 21,Wl r,-t. -01,kti•I wort h\ ti
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the r 1110- •i ~.11-truch•.ll '
Th.rd 'To :..tttt• ail I NI,
lanA
line
The 'fl"Pleu"" ul tIiL.
e through tle rtrel
Co1k11,:11. 1 11
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\,,,241:t 1,11.1 I , V 11k , 1 , 1
, IJIICCL1311:1 Rl-11\V-3.5 11 .
011011 o , f r , uuht, that require
• ai.i 111,1T1-1.:!. ,
1111111111•111
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rr.o. 11,0 \r w Yt,th
100 t• •i• t
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T,.
'fir ~%10,1111‘ 111 ihl. 1\`.1.1 I• 1 \\
tt- 1.11 Ike
the junctu , n It
vier or tourist, the Whyli• country ,1 , 11
111111. Plilittdrilliia rut be N.iight
and lice- by the Sunbury .
ri-htirg I.•kiii . 3•Arl rt.ut.•, un.l, inn trw
nu 31 . 1.111, 1,011•1' well1•,11:11111.101
Ligiiw
Nk a Call be reach , ' by thr and
read. by Elmira mid seIV and I
h,• Ilrral I n k,- l , y I:lnfira. or ‘Vilbe-bane
t, re at, and by the Siinhury tend Erie.
'chat a route piii.,e••sing all the e
bu,itie,s would bud I,uttage and travel t
It, cannot he
In =,eking for of I.lllltl
- the great Nvorl; that
eiinsideration , it cannot he rxpecte , l that
large portion of them will be obtained
in
.action• where already eu touch has been
'or the enterpri=e. 'l'n other districts :in
ougt be mule. T. do ibis orect.ity, th
iperating intluenee , of tit'' , venni/unity al
ielmutount importance. 11, among ow
men. idriamboat intervals, our Indirac fun,—
Itonartes and our ably conducted itewpaper
pre,—, n W min and earnest support lie ettendeb
to the pr“ject, the Board entertain no doubt
of
their , k 101• ,, the confidence attil
of others, eyiall‘ aspl deeply interested in ear
rying through the b. lc, hnwrver, a,litlereni
,iris their labors end h
lisappointment,
delm'nOrate‘l that the improvement o
the navigation of the t thin, and the enlargemen
and profitable ein i o„yment or it° steam marine
will depend in a large degree upon the fmilitros
that we may furnish to move With rapidity and
cheapness.the tonnage passing over it by eastern
avenues, to the Atlantic. So intimately blended
are all our interests, tilnhitract ming, cffillillerCial
anti industrial, in such improvements, that it is
difficult to find n good reason for our holding
back," in the onward way to greatness, which is •
the destiny of our cities.
The extension ut the line to its originally de
signed terminus, must nut even fur IL
iuument he
lost sight. of. The commercial centres of busi
ness, trade and population, in which are si t tuated
buffalo and Rochester, demand the completion ut
the Northern end of our road. To reach the coal
fields of Pennsylvania by the most direct line--fc
bring a heavy tonnage upon the Genesee V a ll e y
Canal—to stature a supply of fuel for household,
manufacturing, steam and gas purposes, are ob
jeets,„surely worthy the at,tention of the enterpris
ing citizens of Western New York. The location
of our road from Ridgeway, northward, is highly
favorable in gradients and curvature'. That pot.-
7 v" r, ' •
- • ,
• . • . - • .•
1
4^ .--
MZE
t ration of a wrong All of winch is respec
4olonitt , e+l. WILLIAM F JOHN ST( )N.
Pai:SIDENT
I
1
=MEI
liN.•10.1 SI
p.ll t0i.,.11
Th. el
11111 I •I
th
, # .
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ENE
.I.)tis T LGAN,
Ii kliiili l: IV. JAcKsns.
I. WI i.mAuni,
J .V. 1 .11 1 . Vf INGTON.
MCCI
3 NI , 11 Cr3H3.-0,
Mtl.llager.
.u.r.CT or Tug ROAD AS II ILNIkEP IN 111
rue THE RER
I C.ip.tal Corp.yr.tlot,
t.nl .L..
is I , t .I.ov
IN:10 ,4 1 tit .1 , 1 V, t •••aIA .. •
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1111.1lIAI
11,1(1,1rd
„ •
PU.44-1.0, I,tit•lpl.l for .litikuttry
Fr,witt ,10.
1 , 1 liar) Sth, 1,6. A. J. ItoPPElZ,Suivrint.l4.l.
t EIPG LIT OF 111 E CBI ER ENG 'NEER
lion. Wet. F. Johnston, Preetrlent of the All yhen
Talley Rallruad
~In; --The recent successful opening, of the
lirt division of your road, between Pittsburgh
and Kittanning, (11 miles,) whilst it constitute ,
an important epoch in the history of this im
provement, will, I trust, prove likewise it ino-t
powerful incentive to its immediate extension.
Circumstances during the past year, prevented
the Board from ordering the commencement
work north-eastward from Kittanning, and va
rious causes have contributed to delay its com
pletion to that point. Even now it has only a
temporary terminus at the eastern boundary or
the city of Pittsburgh; the right to construct it to
its final destination in the city not having yet
been granted by the proper authorities. Never
.theless, this division of the line is now in regular
operation, trains having been run to Kittanning.
January _:ld, liCi6; the formal openin h g, un 29 diU.
pleasant auspices, having taken place ort te th
„1 the same month. It is doing a handsom
business in its commencement ; furnishing e
de
sirable and convenient accommodations for freight
and traveling to the people of the Valley, and
thus early giving earnest of great future useful
ness to the city and country.
RELATINO TO TOO FIRST DIVISION, PORTT-FOrR
MILES IN LENOTII—PITTIABIIIOII TO KITTAIiNINO.
It has been finished with the track laid mostly
on the sub-grade, from Taylor street at the east
ern boundary of the city of Pittsburgh to wal
nut street in the borough of Kittanning. A por
tion of it, between Lawrenceville and Kislhimini.
tis river, was opened for use on the
her, extendedbi Crooked Creek on th 2Bd e
Ei l t
lth Oct 0
11, 1856.
December last, and to Kittanning on the 231 of From übuy, w
Te, westward
January.
The report of your efficient Superintendent,
Mr. Hopper, shows that the receipts from local
business during the month of January, including
one week's running to Kittanning, amount to
$4205,12. This will compare very favorably
with the first business done on one of our prin
cipal western extensions—the Ohio and Penn
slyivania railroad, on which the receipts have
reached the sum of a million of dollars yearly.
ESTIMATED COST OF FIRST DIVISION.
Or:Om:Aim. And Masonry $637,20.1 71
Tri•utk wort:, chiefly ill 1,W1 . 0 . 11e1n ilk 4,5118 up
Bridging, iiiiiiiindrui`tarvii ... 3'2,194 16
'l'oo'k, including iron, es pikrs. F. 4A11.37 5 111
0332,335 to
Fur the cost of right of way, and various items
of belonging under the above heads, I respect
oilp refor you to the Treasurer's statements.
In the cost of graduation and masonry are
neluded the work of removing hill slides during
he year, and rebuilding the abutment of Plum
'rek bridge injured by the great flood of June
In the cost of bridging is included the re
urihliug of the superstructure of said bridge.
VI repairs up to this time are also included.
The buildings at present in use are as follows:
-In the city: Clark. Thaw's former canal
as (lonise, rented for freight and passenger de
pot. Taylor street station: A small passenger
•si.:l freight Louse - new ; outer depot, engine
house, for three engines; water station, wood
,Led , awl turntable. Hutton station;
and freight house, water station and
snood sheds— •oinplete. Kiskiininitas River:
engine rind water , : tuition. bonnelly's
:-;tation, water house, furnished with running
water, through alive ineh cast iron pipes. 1,0-gAnspnrt
gAnspnrt Station ; one turntable. Kittanninv:
l ie--iinger and freivlit house, rented.
'Ube ot building. to date ha. been
Flll-1
Lo4/I.l,ilita N r ,‘L Z . ;.111, I
setigio Cars '2. !tare:age 1::1.1 . ,; eight uheeled
freight dm Platform Caro - , it four
U;-ac' l I 'or-; I Track Cars-,
It i , greatly to lie regretted that the work on
L i, l ei , m u,. IleNt Above kittaniting, to
the mouth or Nl:Limning, (mold not have loom n .1 1 ;-
1)1(410..4 do; Mg the past (.0-011. It I' , wvll hIIIOWII,
not only to the oilleneS Of your C o mpany - , but
thousund~ of citir.eari residing it; Clarion, Butlcr,
Jetrennin and Armstrong countieo, that it heavy
trade, which could certainty be secured to the
at the mouth of Mationing, cAnnot be ;Ar
t:tilos( at any ;alter point; more especially the
business of numerous furnaces in Clarion and
Armstrong counties.
The importance ito prolongation to that
commanding point, where the line leaves the im
mediate river volley. We- , el) well undorstimil at '
the period of your 19.4 animal meeting, that I
then entertained no doubt of the early commence
ment of the work, and referred to the poosibitity
or its completion within the fiscal year. Permit
ine in calling your attention again ti this feature
of the roitil, to express the conviction that the
wording and c ominercial interests to be accom
modated by this short nnil easily constructed
.icetion ten mile.. are of sufficient importance
to warrant not ;oily extraorirmary exertion:a. but
.. , lee prc...crit apparent pecuniary sacrifice to se-
cure it.
The entire trade of the furnaces mentioned,
added to the general bueines ,, of an extensive
area of well populated country in the counties 'm
ined, will be brought not only over these ten miles;
I t w ill pas over the entire distance from Pitts•
march, fo I utiles TM, business does not now
resell the railroad, beenu.e it cannot bear the
tax created by the additional ten miles of trans
portation over an inferior coinumn road. It will
therefore continue, heretofore, to depend up‘m
to• once:tato imenmtion of the river. t 141,.(1em -
I, irked at Catft-11, lint ly's Itend, or at o th e r
place, above Kittanning, it will not he unshipped
1.,
it. upon the railroa.d. Il it with the railroad
at the mouth of Maltiming, which in now, , L n.i hoe
been for year , . a prominent shipping point un
for the tut - mice , and country mention
;
ed. arratezement, will be made by the inhabit:tut,
t.. improve the road , lea-litlg thither: and a large
trade ran undoubtedly be concentrated there.
I thmt.: tt -arc t, a•:_•11 , 111 . , that 1,(..t1V1.4`11 the
nemth 1 Nlatiohilw nud Pitt-burgh, the
a tit pay a mit. intere-tun Ow rout of the road. It
hoe. eVer,IIIII ,Y. 1.11.1,1 tardier and browzht
ut ona,•tion Wl , h other rant ead, now in process
of co re:mplod merely HS a 10C:11
41 I
1 •
1 '4
It 11 4i ,ri
.\-'t Wol k it 1,1.1, Will:Ill i1t,11111,1e11e.. 1 . 114 `
1,1 -114•..•-- : 11l -t, ii.l4•,tviitti.l,l
, .tick. w,•tt : •••1‘4 .,, 11
Ir. :II it- r..11ti1...:1•1 stiper . o , r au , l cart c.,11
it , ii•urth tbirdly, art,uull
h.• ir..it au l 1,i,111.., lz - oole 11 . 1.1.
trill L„r,m
11. 1114• ~r
r..iti tho I:Lrze lalati”, that %%ill l•
111.4.11 It Al Ihr 111.411111 „r
Fr ,• 1 , ~r ht. , Nlti•lltW, l, l4 . l
, •.4.1, 'lll III•• \1 4 . -I :111.1
;Alb 311.1 111 . 011 . 1', troill It , vii title 4 .4 , 11,4 .
Ititlt itll , l its t aralblo t•ta.lt•.alt.l
t • char.olvt 1-1.4,-
a't ti, it 1.1.,1.4.1 :1.•
st•Iii•III ltlllllll<lln 1111 r It , 1114• 4.i 1,
1.0111 4141 1.11.1110 s.; Ihnl.r4 ••••••11 , I
I,ty 314.1 ,vlv:lttt.l;_rt."li•ly roil by or It,
Still, 'III t.h1r4,411111',14•1'S hilt II :1111311
EIBEIMIN
1 , ..:•11 , 0 .1 OW 41,•01 ,111111. , (iI•10.1111011 e.. 111,111-
pi•lted hy it t pr.:1,c1, ,
The yrtiryil t , ,otrot Ow entire line, it
1,4•‘1,11 portien
firlv lti-teloi New irk. hove in former I 1
ports on.l etillllllllllliliktion • been whetted L, tit
.\lllt.nteh Ihr C.,inp A ny ha.s ii „t 0., 7
inemiei It 111111 1,. pe"eeed 1111111vaillEely It till tic 1
11,111 toil of the lice, I lien, 1,0 re
.0d 01, ba=rd 11p-11 my pet•••..noll:mi‘vi•
,•-hrt• re•Ztoll belsc 0,11 11 . 1dAlt •Ly 01%1 the
I ~ f the enterprise and energy ol
Iha
pe,mle I.t Northern l'el111 ,, y1V,Ik• 10 311.1 14r-tent
1., thol within 3 tern peitod, 0
•.r roilriio.44 still he e ylenilod from the
.il field , of .1 elfets ii aml Nielieon
eanntil
unititi•r. with the line, in New York, ritiminr• f t .
roclie-ter. lintnoo, even withtmt
iii-1 from ‘.lllr l',,mptiny Al the some
lime I re!.r d it 0 , 11111.“031 11 Lint the (.011110
Alld 111 111'1..7(111 1 1 1 1.1 lit I•n.1 pole
It,. slate. here relerriol not. be
f tiled oith lit your
lLlt our -err , has e an..thcr
'Act, tconcl . i , that wi t !wilt 81, ,•t ing the main
jue 1104111AtI011 thrOUgh
Say awl,Sulrtl,p„lq to the New York State Ilne,
t convenient connection may be effected with On
-:nnlotry awl Erie Irailroad, which can he con
and brought into IL-te at a still earlier day
diflieultie.4 in the way of the speedy and
,mecessful pro,ecutiou of this portion of your
route, from the mouth of Maltuning to a point
:IA or near B r ookville, and thence by Sandy Lick
and Bennett's branch to the proposed junction
at Winslow, 1:12 miles from Pittsburgh, are
clu city of it financial character ; inasmuch as
our ritmental e ttiituttious, and locations
c:trefully nettle from kittauningth Brookville, anti
the imaruntental surveys and recunnoissancos
beyond Brookville, conclusively prove that we
l uiv e a run t, possessing highly favorable features,
entirely practicable at a moderate rout per utile.
These curt eys Lave been conducted partly by . the
Allegheny Valley Company, and partly by the
Sunbury titel Erie Company, the latter under
the direction of ltobert Fairies, Esq., Chief En
gineer, to whom 1 ant tinder übligatiOnB for vain-
Lade information.
lu my annual report of last year a minute
seription is given of our improved location be
tween Kittanning and Brookville. is developed
by Franklin Wright., Esq., principal Assistant
Engineer, firing the um rimultl gradient ascend
ing northward anti entiteinril at -1-10 feet pe
mile, 9.11 , 1 Mention is male of a careful recoil
noisanee by your Engineer, Mr. Eichbaum, bee
tween Brunkrille and Bennett:B branch of the
Susquehanna, from which an opinion was then
expressed that a feasible and direct railroad
route existed between the Allegheny mid Sus
quehanna waters, passing up Study Lick and
down Bennett's branch, with no grade exceeding
2t; -1-10 feet per mile ,
' beim , the same as the max
lumen ascending grade fixed between Pittsbitrgh
and Brookville.
The recent additional surveys of Mr. Fairies
have finally settled this opinion as a confirmed
fact. Placing a common junction point between
the Allegheny Valley and the Sunbury and Erie
roads on the summit or that dividing ground, 22
miles north-eastward from Brookville, the Sun
bury and Erie road attains said junction point
with the following extraordinary maximum gra
clients, namely, commencing at Sunbury:
Vl,
AT FIVE DOLLARS
NUMBER 109.
•twurd 65 miloa, rum, 10 ft. per nt,l
Thence to Summit
212
Whilst on the Allegheny Valley side of the same
favorable summit, the average ascending gradi
ent from Brookville, 22 miles, is Tench less than
26 feet per mile, and the maximum need not ex
ceed 26 4-10 feet per mile; and oven with these
light gradients, presenting but one summit be
tween Pittsburgh and Sunbury.
Here, then, we have 266 continuous miles be
tween Pittsburgh and Sunbury, overcoming the
table laud summit of the Allegheny mountains,
with a maximum gradient of only 24 4-10 feet
per mile. And on 05 miles of the Susquehanna
side, and 10 miles of the Allegheny side, making
1;i;-, miles. the maximum is loss than 11 feet per
mile ; and only -14 wiles of the whole distance
contain maximum grades as high as 26 4-10 feet
per mile.
No line of railroad between the waters of the
east and west, from the northern boundary of
New York to the southern boundary of Virginia,
presents a profile at all comparable with it. It
is proposed, in this connection, to show that by
no other railroad route between the waters of
the Ohio And tho Atlantic, can freighting be
carried on more cheaply, and to prove; that in
this economic aspect, Luis combination of the
Allegheny Valley and Sunbury & Erie routes, is
almost a commercial necessity, and that the
sooner it is finished the better for the general
interests of Pennsylvania, as well as the particu
lar interests of Pittsburgh and Philadelphia, and
the eastern cities generally.
This could ne established by taking the usual
engineering formulas, showing the different
loads that isigines of given power can haul over
different grade:; but aware that calculations of
this character are often merely glanced at, with
out making a very definite, practical impression,
adopt the simple plan of referring to the daily
working of several well known roads of different
characteristics. Nearly' all of this information
was furnished to me by the Superintendents of
-respective roads two years ago. For coy
venient reference, the substance of - the cotivinunii
cstiuns received, is thrown int.) tabular loran.
Thin table is not uttered ILS an empirical guide •
but merely as a practical, working approxinin
which nifty Le safely used for general corn
poison.
It may be further stated in reference to these
roads, in general terms, that the Blossburg
railroad abounds iu curves, some of them having
only Silt feet length of radii. The Buffalo,
Corning and New York railroad has much less
curvature, and most of the curves have large
relit The Philadelphia and Columbia railroad
has a considerable proportion of curved line,
lind, frequent grades of 30 feet, with a maximum
at the gap summit of 45 feet, and it maximum
running out from Philadelphia of 50 feet for a
few miles. The Pennsylvania rallrotul east of
Altoona, on 130 miles, has a maximum grade of
21 feet per mile, with a minimum radius of cur
vature of 1,433 feet; from Altoona to Allegheny
Mountain summit, 12 miles, the maximum grade
i t , 95 beet per mile, on straight lines, minim=
radius, say 716 feet. Between summit of moun
tain and Pittsburgh, 105 miles, the maximum
gradient, both ways, is 52 8-10 feet per .mile,
minimum radius of curvature 955 feet. The
Reading railroad, from the coal mines to near
Philadelphia, is either descending or level, with
considerable curvature, some of only 600 feet
radius, but generally of an easy character. Tho
bulk of the freight being coal, descending to tide
water, the characteristics of this road are pecu
liarly favorable for the kind of business done
upon it. The Cleveland, Columbus and Cincin
nati road is very straight, the prevailing maxi
mum gradients being under 18 feet per mile,
with 49 feet per wile on a few miles near Cleve
land, and 30 feet per mile near Columbus,._ou a
short distance. The liellefuntaine and Indiana
road is also very straight, with maximum gra
dients each way of 39 6-10 feet per mile—the
longest being above 3 miles. The Little Miami
road has a larger proportion of curvatures than
the last two named. At the timl the data given
in the table were obtained, there 'vas but cite
grade of 15 feet per mile, since reduced to 33
feet, leating the preamit maximum ou this road
40 feet. The Cleveland and Pittsburgh road has
a groat deal of curvature on the Southein end,
where the maximum gradient of 50 feet per mile
oecues, between Wellsville and the summit ; from
the stumnit to Cleveland it is generally straight,
with grades ranging from 10 feet to .10 feet per
mil o.
The Allegheny 'Valley and Sunbury and Erie
lines, takcu together tts ono homogeneous route,
pre-rut a maximum gradient of 26 4-10 feet per
lde, with a minimum radius of curvature of
feet, except, in a singly instance (not It
ttr:ltir I where It radius of 716 feet may
lie u.c.,1; but on most of the route the grades are
itieler I I ro , i per mile and the curvature quite
moderate.
inspection of the tabular statement here
ttith prv,ellt.ol, will show at. a eltince the great
ilithlUllre gradot in limiting the number of
gars amt wei;:ht of load per train. FOr CSAIII
pio, in the lOStAllie oC tho road. With
iirSrett.llllg or level gradients in the direction of
the prepOlOitlratin tannage, there virus an cuter •
from ell engine., in liiSt, of 81 loaded cars,
witighing, with the load, 657 net tins ; on
the. Itlossl turf; Railroad, with 39 feet per mile
OrtKlllllllll, accompanied with much hard curva
ture, the :average lead for their 24 ton engines
way 14'_1 net tuns up gristle, and 42'4 net tons,
ears :mid ittd, down grade. On the Buffalo,
Corning and New York road, up the 46 feet
grades, an iitslinary duty with 24 ton engines, of
net tons, ears tintl load.
Utt the Philadelphia and Columbia Railroad
the 50 feet grade, 310 net tons, with 26 Lai
un the Cleveland, Columbus and Cincinnati row
up all) font grade, all ordinary duty of 2f.i6 net ton
a MI a 20 ton engine.
din the riellefoutine and Indiana Railroad.
id 10 feet grades an ordinary duty of 320 net too
with 23 ton engines.
On the Little Miami Railroad, up the old 45 foot
grade, t sinee reduced.) an ordinary duly of 3;5 tons.
with 9!, ton engines.
On the Clot eland and Pittsburgh Railroad, lip SO
tout grades, an ordinary duty of 288 tons, with 31
ton engines, or with coal burning engines of .the
mine weight, :153 net tons.
tin the I'enio,ylllmiti Railroad, east of Altoona, up
the 21 feet grades, an ordinary duty of 480 net tons
with 30 ton oitgines; 400 net tons with 26 ton en
gines, and 280 not tons with 21 ton engines. Front
Altoona to the summit on 05 feet grades, ordinary
duty 204 net tons with 30 ton engines. Be
tween PittsbUrgh and the summit, on 52 0-10 feet
grades. ordinary duty 2.09 not tons, with 30 ton en
gines. All include ears and Maul.
With such databefore us, it can scarcely he tonne!:
assumption to predicate ealcuMtious on the Alleghe
ny Valley and Sunbury and Erie route, withits max
imum gradient of only 264-10 feet per mile. 1
take it for granted that freight engines weighing 24
tons will carry as an ordinary load 94 loaded double
ears, snob car weighing 16,000 pounds, with an avor•
age load to each ear of 10,000 pounds, making the
entire weight 384 not tons, from Pittsburgh to the
summit, of the mountain ; and also front Sunbury to
the summit of the mountain. The stuns engine will
take from the summit to Pittsburgh, (and from tlic
summit to Sunbury) 31 loaded double cars, Or 491
net tons in all.
Thus, an engine of 24 tons weight could start front
Pittsburgh, or Sunbury, or Harrisburg, anti go di
rectly through, with its 24 long ears ; and, when re
quired, with an addition of one-third to the number,
after attaining the summit from either end of tin
mute.
One class of engines could be worked to good ad
vantage over the whole line; and, with the same
amount of power, and an equal expenditure on re
pairs per mile, within any given period, merchandise,
coal, A c., can be transported at about one-fourth lesS
cost permit° than by the present route in use between
Pittsburgh and Harrisburg. The actual distance
between Pittsburgh and Harrisburg, on the Pennsyl
vania Railroad, is 247 miles; and by the Allegheny
Valley and Sunbury and Erie route, 320 miles; the
Pennsylvania line being 22 8-10 per cent shorter.
It is, therefore, clear, that if it costs 22 3-10 per cent
loss, per mile, to transport on the longer route, they
would stand on an equality in point of cost, u.s
freighting routes. From the data obtained front these
various roads as presented in tabular form, it would
appear that there will be ft saving, per mile, at least
to the extent of 25 per cent,. between Pittsburgh awn
Harrisburg. Then with the Lebanon Valley Rail
road completed between Harrisburg and Reading,
we shall have the cheapest freighting route between
the waters of the Ohio and the Delaware; a route
entirely independent or the vexations delays at pres
ent frequently encountered in transporting, via. the
State Railroad between Philadelphia and-Columbia;
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 strongest point . in the
z . .C 4
. . .
RITES OFIDVERTISING'
AGREED ON BY THE PITTSBURGH PRESS,
TiN .Lores OP PIONPOZIL, OJ Ly3,B
One square, one .........
Do. each additional itusertion.
Do. ono week_.
Do. two weeks
Do. three weeks.
one month...:•
two months--
t rt+o runnthe.
four mouth
SIX ITOD Itf,
one year,
Standing Card, alx lines or less, per annum,
CIIANUNACLV. AT 11.12A511/1. 11 :
One square, per annum, (exclusive of the paper,) 45 00
Marriage notices, 1.0 cents; ISrati notices, 15 ccuts.
- _
proposed union of the Allegheny Valley and Sanhury
and Eric Ttallroud. In view of its 'connections .
through to New York, avoiding, tho break, of gar:ge
and delays at Philndelphitv,..it will show t•t still bet,
ter advantage. Hero the difference in actual diAtaned
is trilling, and not at all ehmmensurote with the gain
in butter grades, and sasiug of the break of gauge
and transhipment at Philadelphia.. The distances to
Now York from Pittsburgh are as follows •
Pittsburgh to Brookville..
Brookville to Winslow
Winslow to Williamsport.
WillianispArt to Milton._
Milton to Danville
Danville to Cattaw
Cuttle.vbssn to Tamaqua.
Tuintema to Euston..
Easton to New York
Total. Mttsliurgh to New York- 461 0
From Pittsburgh to N. York, via I'hlladelpttia„..443 . 0
Freeport to New York, via A. T. 1tai1r00d......430 °
Assuming the distance as given in the labil report
of Samuel 11. Kneass, Esq., Chief Engineer between.
Easton and New York, at 75 miles. .
By mesas of the Williamsport and Biafra Rail-
road connecting at Elmira with the Now York tnd
Erie Road; you will establish another tolerably,diret
Railroad route to Boston, passing north of New York
City, thus:
Pittsburgh to Williamspoit ".1-bliteit. --
-Williamsport to Arnim-- . 74 -' , '"t ~-- : :i
Elmira to Illrighrueptiin 69 '.
Bingliampton to Albany-- .......... . .... -...136 J.
Albany to Boston IV° 0 _
Vittshurgli to Boston '7oo
This route, although not shorter than the present
traveled line passing throngh.Philadelphia and Ness
York, New Haven, .tc., avoiden the break of gunge
at Philadelphia, and transhinment there, and also at
New York ; in lieu of which there would be a change
of gauge, and one transhipment at Albany.
There is another point to bar considered in connec
tion with the North Western Railroad. Through its
western connections (if the proper facilities
,are fur
nished eastward) it will readily control a heavy share
of cattle and live stock transportation ' generally.
This has become an immense business on both'. the
New York roruls; and much complaint has recently
been made by extensive cattle dealers, of the inade
quacy of the accommodations for this large' and
growing trade. Now, with the Allegheny Valley,
soulairy and Erie, Cattawisim, Lehigh Valley and
New Jersey Central lines, all on the same 4 feet
Si, inch gauge, we shall prii.ient a most attraetivp
nod economical route for this class of freight—stri
king the Allegheny Valley road at Freeport and
loai ing it at Winslow—using 102 miles of the :Alle
gheny Valley line. This will apply to•all snub trade
its may strike Clerebtrul, or any point o n.the line of
the North Western Railroad between Cleveland amt
Freeport. The distance from Cleveland to Freeport
is 139 miles.
Freeport via A. V. It. IL to New York 420 miles.
Cleveland to New York
Whereas, by way of the Lake Shore and-N. York
and Brio roads, with atleast ono break of gauge. the
distance is. - 60.2 miles; being 22 miles farther; whilst
the grades on a large portion of the Allegheny Valley
and Sunbury and Brie route are far superior.
The trade of southern Ohio and all along thettatne
parallel westward and south of said parallel, seeking
New York, will naturally strike l'itishurgh—eithor
via the Ohio Central. the Pittsburgh and Steuben
ville, the Cleveland and Pittsburgh, the Ohio and
Pennsylvania Railroad, or the Ohio river—and pass
over 1:12 miles of the Allegheny Valley Railroad, be
tween Pittsburgh and Winslow. '
[The tabular statement of the workings en different
railroads to be printed with the pamphlet, is omitted
here ; also ' some valuable extracts from the last ro
port of the Reading Railroad Company, omitted in
the newspaper copy.] ..
PRESENT ESTIMATED COST OF LINE. ,
.„
GRADUATION, 51.150311 T AND llltlllOpltl.
First Division, Pittsburgh to Kittanning, 44
miles.-- ....... - ............. ... .....- ........ ...- $673,956 87
Second Division, iiittallnill6 to It !alt 2 miles
',dew Drisikville, 44 luile4 - 1,052,813 46
Third Division, from mid point to the yalley of
East brunch of 'Clarkin, 7 miles nhovaJohn
soobttren, 40 mii,.. --,, fa,316 00
Fourth Division. thcuco to the New Veil: state
Line 43 nuke 032,356 00
Total. artulnatlon, !tuition:try and ltrltlF,lng —53,162;142 3:1
Poing nn ayorage of ;11,700 pot mile.
Add, for Engineering. land damage. right 01
way, depot granule. and contiotraniciost ... ..
Add, fur 1711 mites oC track anperatrucratre, at
fil.ooo per mile 1,10,900 00
Add. fur 10 wikue of side tracks, at .5.11,000 per
110,000 00
T0ta1..55,:49,747
print; 'ln average of kr roilB ou . 179 rdtd.
Builtling.., rolling, stock., ,, kr., nut inchttletl.
DXLATING TO TILE TRACI-C.
entail-ties, nine feet long, seven takes thick; and not tics
I. II 11111 e inches face, laid at intervals of from two to two
and shall trot trout centre to centre of ties.
Italinsting, with Evoker steno '1.4300 rabic yards per mile.
Ballasting, with t extual stout , .2itilu cubic yards pet - utile.
il:lilS Ur tr pattern, A inoriclut irun, sixty p.m& Avelght
a the lliwal yard, generally In hors of twentysix feet
length.
RA I LROA D g ANI) lIIVERS.
The railroad system of the west has been in opera
tion through such a brief period, that the term cr
-11. ricoe.., which would, seem to imply an emanation
from long usage, is scarcely applicable. , But
I would advert to one phase of this experience, such
as it is, in its hearing upon the transportation ors the
western rivers. liar the opening of railroads in
1 Mio, Indiana Illinoi, and it might. be added in
Kentucky, had toy effect upon the extent of com
merce upon the rivers--particularly the Mississippi
and its great tributary, the Ohio? Yes; they have
stiintilated besinesa generally; and whenever the riv
e, are in good navigably conaition, the freighting
I Poll them is touch greater than it tons 1 , 441 , [0. A
,art 111 this of emirs, is due to the natural increase of
r iopolation ; hot that increaae has loam greatly act:el
:rated by the facilities teltiell illy MAW:N.I4 have Ltr
ortloLl to sottlers. In the sioglo State of Illinois,
within the last fire years, which may be considered
the railroad period, the int:relive has; keen about half
a million of Mb:Milano, or doalide the rate of ally
previous five years. -
besides, this augmented and constantly augment
ing population stands higher than formerly in the
cede of civilization, requiring tut necessaries, many
things before regarded only as luxuries. _
The great western field for agrieultural and mine
ral enterprise, vast as it, is, is fast filling up. Stales
are now the work of a very few years; -and within a
short period, even whilst we are yet engaged in the
o onstruetion of toxin trunk lines in that obi States,
many millions more of the weetern people must be
came tributary, or rather become the activengentain
adding to the internal, and indirectly to theaxternal
commence of our country. It woad scorn most like
ly, then, that. the river business willeentitate to grow
side by side with the general growth of the land; and
that rivers and Is:Annuls are no more antagonistic
than lee tires tool horses. They may ho, and
they are made to work for each other, and not against
eaull other.
The magnitude of the commerce on the Ohio river
--one of our . wester; avenues, is not readily appre
ciated by those who have never visited the West cits
growth has been so rapid, somnpreeedented, that to
those who have passed the meridian of life :Without
losing tiilit of tido-water it scents almost.febulous.
But a few years since, the preponderance Of all com
merce was so largely on the tide-water side nil the
Alleghenies, and the entire floating connuerce beyond
that one's forinlittlile range, so trilling, that. not a
thought of instituting comparisons -arose in the
minds even of western men. But what a change
have those few years wrought! -When such facts as
the following are -to be practically. considered., name
ly, that second only to the city of New York, in the
amount of enrolled and licensed'stAcaushaat teenage,
is the city of Pittsburgh—Now York being: , 101,602
tuns, and Pittsburgh al,S96 . lens. New.Orlearts is
the 3d, and St.. Loeb'• the 4th city in this respeeL
The city of Pittsburgh alone, exceeding by more
than 30,000 tons, the .united enrolled and licensed
steamboat tonnage of Batton, Philadelphiaand
Be
timer°. The enrolled steamboat tonnage on, theOttle
river is 1..14.473 tons. and on the residue of thellals
sissippi Valley, 120,050 tonal. tegether, 271,523.t0n5,
trhich is
„greater Ilion that of the entire Atlantic coast.
There cannot, I think, be a question, that the Wants
of the connneree carried en by these vessels, 'andtthe
hundred vessels even now annually added, tfletuand
a radical improvement of the river, navigation.
_ . ,F,or
about eight Con years I hiivo been an humble earnests
of its perManentimpaoremcnt lay.menes.efilectra-and
dams ails - filar to those on the Monongahela naviga
tion ; and though various other schemes hare from
' tints to time been presented to gut public Considera
tion, I have only been more firmly assured in my first •
conviction of the superiority of looks and dams.
It seems to be now generally conceded that
. the
river must be improved. That the interests connect
ed with transportation on its -miters, espeendlythe
aoicultural interests, are so vast and so interwoven
with the general business and prosperity of a large
Part of the Union, that some decisive improvement
has become a necessity.
In view of such a insvigatiate tui it may bo made to
afford, there is no probability that we shall have too
many Mail) IlliltOna avenues between the river and
the seaward. In other words, there will be ample
employment for all those now built and partly built.
The same sort of arguments.' that stead now tend to
arrest the progr,eas of the unfinished. liner, would, if
s uccessfully enforecd, have prevented the tioastruc
lion 'of the firer artificial ceiruntinlmstion between the
east and this west; would denounce all ell - arts to im
prove the river navigation; would, in fnet, stop all
progress. And the same, or even stronger. reasons,
ethic!' induced the construction of the- first railroad
through Pennsylvania, are yet in fullforen.ana .ap
plicable to the speedy,...completion of another line.
The Allegheny Valley Railreml, is needed through
Pennsylvania, just as the New York and" Eno was
needed throne' Now York ; not only to destaittipis and
aceoininedato an extensive alld iixtP9VPint Vgilllks but
to asiist in (tarrying, at the lowest faes, its _proper
..:
(Continued en - fourth p0p...)
1 IS
. 900
. 400
. 600
.. 7=oo
.. 900
.. 10 00
1200
.. 18 00
1000
_ 2S
15
, a 76.115 46
\ ,
- ,