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The treasurer reports
82
Civil Engineering.
bably be made until the ensuing spring, of which due notice will be given. The Board have to regret the loss from among their number of an ardent friend of the road, tIenry C. Corbit, Esq., who was compelled to resign in the month of May, from ill health. The vacancy was filled by the election of Jesse Godley, Esq., on the seventeenth o f that month. In surrendering this important trust to their constituents, the Board cannot refrain from mutual congratulations upon the auspicious commencement and present prospects of a work destined, at no distant period, to form a main connecting line between the west and the Atlantic, and add largely to the trade and prosperity of the State and city. All of which is respectfully submitted. By order of the Board. S. V. M~.aRic~, President.
O~ce Pennsylvunia Railroad Co., Philada., 30th Oct., 1847.
The Treasurer Reporls, Amount received from stockholders in payment of First Instalment, Second " Third " . . Fourth " in advance, Fifth Sixth " . Seventh " Eighth " Ninth ,, . . Stockin full, .
$ 903,725.00 298,940.00 296,955.00 50,815.00 640.00 ¢09.00 100 00 50.00 50.00 66,250.00 1,017,725"00
And expended in Organization and Expenses, Engineering, Graduation, Real Estate, Right of Way, Fencing, and Damages, In hands of Agents,
10,518'99 23,116"11. 10,166'02 1,575'00 5,413'15 13,631"87 $64,421"14
Balance in hands of the Company,
$ 953,30"3"86 G~oa~E V. B).coN, Treasurer.
Philadelphia, October 30, 1847.
tleport of the Pennsltlvania Railroad Co.
83
The following communication from the Chief Engineer is appended: ENGINEER DEPARTMENTPENN'A RAILROAD, Dee. 1st, 1847. SIR:--In consequence of the lateness of the season at which he surveys for the Pennsylvania railroad were commenced, it will be out of my power to furnish, at this time, a satisihetory descriptiou and estimate of any considerable portion of the route. I should, therefore, prefer deferring a detailed report of our operations for a few months, when the estimates, founded upon the surveys now about closing, will be made out. I can, however, state, for the information of the Board, that we |lave --within the short space of four months from the time the parties took the field above Lewistown-- determined the route of the whole of the eastern division of the road. The surveys made have been very extensive, and are entirely satisfaetoryand conclusive in their results; leaving no doubt upon my mind in relation to the superiority of the route selected. Indeed, a better line than we have obtained could scarcely have been expected. The whole distance from Harrisburg to the foot of the Alleghenies is 134 miles, and upon this distance, the maximum ascending gradient to Lewistown does not exceed sixteen feet per mile, or descending eight feet; and above that place the greatest ascent per mile is 21 feet, and descent 10~ feet. The foot of the Alleghenies is reached at Robinson's Summit, on the ridge dividing the Frankstown Branch and Little Juniata river, west of the Brush mountain. From this point, the great barrier separating the east from the west, can be ascended by a continuous gradient of 80 feet per mile, for 12¼ miles, without encountering any very extraordinary dif~cnlties, overcoming an elevation of 980 feet, and passing to the west side of the mountain, at Sugar Run Gap, by a tunnel 760 yards long and 160 feet belo~r its apex. This gradient is less than the maximum ascent used on the Boston and Albany" railroad, and also on the Baltimore and Ohio railroad, at the ridge between the PataFsco and Potomac. It may be reduced to 75 or 76 feet per mile by a longer tunnel at the mountain summit, and a slighl: prolongation of the gradient eastvcardly. From Robinson's Summit, a connexion can be effected with the Allegheny Portage railroad by" a branch of six or seven miles ill length, over favorable grouud. This connexion Should be made simultaneously with the main line, if the Commonwealth should appropriate the means necessary to place the Portage road in a condition to do the additional business that we will throw upon it. The maximum gradient best adapted to the western division has not yet been determined, bnt it is believed that it cannot by advantageously reduced below fifty feet per mile. One liue has been located through from Pittsburgh to Blairsville, via Turtle Creek, the profile of which, by the use of a higher gradient and a more minute examination of the country, has been greatly softened in its asperities over that made from Mr. Schlater's surveys. Three of the tunuels recommended by him have been dispensed with. Another route, by
84
Civil Engineering.
the valley"of Brush Creek, passing through Greensboro ~, and intersetting the Conemaugh at the point of Cbesnut Ridge, is being located~ which, though longer, does not present quite so rough a surface as that by Blairsville. The distance from Harrisburg to the summit of the Allegheny is 146 miles, thence to Pittsburgh it will be about 104 miles by the Conemaugh and Blairsville, and 96 miles by the Blaeklick and Blairsville route, making the total probable distance, on the shortest route, from Harrisburg to Pittsburgil ~4~ miles. The whole line will be admirably arranged for cheap transportation, not only on account of tile adaptation of the gradients to thedirection of the heaviest trade, but also from the steeper gradients occurring where fuel will be unusually cheap; bituminous coal abounding upon their whole extent, and may be obtained at from 60 to 90 ce0ts per ton. The mountain gradient divides the eastern and western divisions of the road, and the low from the higher system of gradients--up this steeper inclination the trains, when heavily laden, will be'assisted by additional locomotive power. The contracts entered into for 20 miles of the graduation on the eastern division, in July, have all been commenced, and it is believed that all,'exeept that including the Susquehanna Bridge, will be finished by the time allotted. The latter is now progressing with much vigor. Upon the western end, but few of the contractors have commenced their work; ample time having been a|[otted them to complete their contracts, it has not been deemed necessary to push them. Very respectfully, Your obedient servant, J. EDm~R ThoMson, ChieafEn,~ineer. To S. V. MERRrc~, Esq., President.
•~nnual Report of the Managers of lhe Union CanalCompany of Pennsylvania, to the Slockholders, Nov. 16~ 1847. Since the last annual meeting of the stockholders, several very favorable changes have taken place in the affairs of the Company. At 1hat time some of the loanholders, having refused in writing to agree to the consolidation of the loans with the stock, prevented the removal of the assignment by which all the property of' the Company was placed in the hands of' a trustee. Last spring the Managers succeeded in getting these loans converted into stock, and the property restored to the hands of tile Company. The capital now consists of 13~511 shares of ~$200 each, amounting to $2,702,200.00 And fractions of shares amounting to 42,421.40 Making the entire capital,
$2,744,621.40
The debts secured by the deed of trust, for steam engine, interest due to loanholders prior to assignment, &c., have been paid~ thus leaving the Company entirely free from debt.
Civil Engineering.
bably be made until the ensuing spring, of which due notice will be given. The Board have to regret the loss from among their number of an ardent friend of the road, tIenry C. Corbit, Esq., who was compelled to resign in the month of May, from ill health. The vacancy was filled by the election of Jesse Godley, Esq., on the seventeenth o f that month. In surrendering this important trust to their constituents, the Board cannot refrain from mutual congratulations upon the auspicious commencement and present prospects of a work destined, at no distant period, to form a main connecting line between the west and the Atlantic, and add largely to the trade and prosperity of the State and city. All of which is respectfully submitted. By order of the Board. S. V. M~.aRic~, President.
O~ce Pennsylvunia Railroad Co., Philada., 30th Oct., 1847.
The Treasurer Reporls, Amount received from stockholders in payment of First Instalment, Second " Third " . . Fourth " in advance, Fifth Sixth " . Seventh " Eighth " Ninth ,, . . Stockin full, .
$ 903,725.00 298,940.00 296,955.00 50,815.00 640.00 ¢09.00 100 00 50.00 50.00 66,250.00 1,017,725"00
And expended in Organization and Expenses, Engineering, Graduation, Real Estate, Right of Way, Fencing, and Damages, In hands of Agents,
10,518'99 23,116"11. 10,166'02 1,575'00 5,413'15 13,631"87 $64,421"14
Balance in hands of the Company,
$ 953,30"3"86 G~oa~E V. B).coN, Treasurer.
Philadelphia, October 30, 1847.
tleport of the Pennsltlvania Railroad Co.
83
The following communication from the Chief Engineer is appended: ENGINEER DEPARTMENTPENN'A RAILROAD, Dee. 1st, 1847. SIR:--In consequence of the lateness of the season at which he surveys for the Pennsylvania railroad were commenced, it will be out of my power to furnish, at this time, a satisihetory descriptiou and estimate of any considerable portion of the route. I should, therefore, prefer deferring a detailed report of our operations for a few months, when the estimates, founded upon the surveys now about closing, will be made out. I can, however, state, for the information of the Board, that we |lave --within the short space of four months from the time the parties took the field above Lewistown-- determined the route of the whole of the eastern division of the road. The surveys made have been very extensive, and are entirely satisfaetoryand conclusive in their results; leaving no doubt upon my mind in relation to the superiority of the route selected. Indeed, a better line than we have obtained could scarcely have been expected. The whole distance from Harrisburg to the foot of the Alleghenies is 134 miles, and upon this distance, the maximum ascending gradient to Lewistown does not exceed sixteen feet per mile, or descending eight feet; and above that place the greatest ascent per mile is 21 feet, and descent 10~ feet. The foot of the Alleghenies is reached at Robinson's Summit, on the ridge dividing the Frankstown Branch and Little Juniata river, west of the Brush mountain. From this point, the great barrier separating the east from the west, can be ascended by a continuous gradient of 80 feet per mile, for 12¼ miles, without encountering any very extraordinary dif~cnlties, overcoming an elevation of 980 feet, and passing to the west side of the mountain, at Sugar Run Gap, by a tunnel 760 yards long and 160 feet belo~r its apex. This gradient is less than the maximum ascent used on the Boston and Albany" railroad, and also on the Baltimore and Ohio railroad, at the ridge between the PataFsco and Potomac. It may be reduced to 75 or 76 feet per mile by a longer tunnel at the mountain summit, and a slighl: prolongation of the gradient eastvcardly. From Robinson's Summit, a connexion can be effected with the Allegheny Portage railroad by" a branch of six or seven miles ill length, over favorable grouud. This connexion Should be made simultaneously with the main line, if the Commonwealth should appropriate the means necessary to place the Portage road in a condition to do the additional business that we will throw upon it. The maximum gradient best adapted to the western division has not yet been determined, bnt it is believed that it cannot by advantageously reduced below fifty feet per mile. One liue has been located through from Pittsburgh to Blairsville, via Turtle Creek, the profile of which, by the use of a higher gradient and a more minute examination of the country, has been greatly softened in its asperities over that made from Mr. Schlater's surveys. Three of the tunuels recommended by him have been dispensed with. Another route, by
84
Civil Engineering.
the valley"of Brush Creek, passing through Greensboro ~, and intersetting the Conemaugh at the point of Cbesnut Ridge, is being located~ which, though longer, does not present quite so rough a surface as that by Blairsville. The distance from Harrisburg to the summit of the Allegheny is 146 miles, thence to Pittsburgh it will be about 104 miles by the Conemaugh and Blairsville, and 96 miles by the Blaeklick and Blairsville route, making the total probable distance, on the shortest route, from Harrisburg to Pittsburgil ~4~ miles. The whole line will be admirably arranged for cheap transportation, not only on account of tile adaptation of the gradients to thedirection of the heaviest trade, but also from the steeper gradients occurring where fuel will be unusually cheap; bituminous coal abounding upon their whole extent, and may be obtained at from 60 to 90 ce0ts per ton. The mountain gradient divides the eastern and western divisions of the road, and the low from the higher system of gradients--up this steeper inclination the trains, when heavily laden, will be'assisted by additional locomotive power. The contracts entered into for 20 miles of the graduation on the eastern division, in July, have all been commenced, and it is believed that all,'exeept that including the Susquehanna Bridge, will be finished by the time allotted. The latter is now progressing with much vigor. Upon the western end, but few of the contractors have commenced their work; ample time having been a|[otted them to complete their contracts, it has not been deemed necessary to push them. Very respectfully, Your obedient servant, J. EDm~R ThoMson, ChieafEn,~ineer. To S. V. MERRrc~, Esq., President.
•~nnual Report of the Managers of lhe Union CanalCompany of Pennsylvania, to the Slockholders, Nov. 16~ 1847. Since the last annual meeting of the stockholders, several very favorable changes have taken place in the affairs of the Company. At 1hat time some of the loanholders, having refused in writing to agree to the consolidation of the loans with the stock, prevented the removal of the assignment by which all the property of' the Company was placed in the hands of' a trustee. Last spring the Managers succeeded in getting these loans converted into stock, and the property restored to the hands of tile Company. The capital now consists of 13~511 shares of ~$200 each, amounting to $2,702,200.00 And fractions of shares amounting to 42,421.40 Making the entire capital,
$2,744,621.40
The debts secured by the deed of trust, for steam engine, interest due to loanholders prior to assignment, &c., have been paid~ thus leaving the Company entirely free from debt.