of the pennsylvania railroad co. - penn libraries annual report . of the pennsylvania railroad co....

NINTH

ANNUAL REPORT

.

OF THE

Pennsylvania Railroad CO.

TO THE

STOCKHOLDERS,

Fdruay.4, 1856.

PHILADELPHIA: CRISSY & MARKLEY, PRINTERS, GOLDSMITHS HALL, LIBRARY STREET.

1856.

1

NINTH

1 ANNUAL REPORT

OF

OF THE

Pennsylvania Railroad Co. k TO THE

b STOCKHOLDERS,

February 4,1856.

PHILADELPHIA: CRISSY t lb!lARXLEY, PRINTERS, GOLDSiXITHS HALL, LIBRARY STREET.

1856.

DIRECTORS, 1856 - 1857.

By the Stockholders. ,

J. EDGAR THOMSON, WM. R. THOMPSON,

C. E. SPANGLER, JOHN FARNUM,

GEORGE W. CARPENTER, JOSIAH BACON,

WASHINGTON BUTCHER, THOMSS MELLON.

By the C$y of Philadelphia.

GEORGE HOWELL, HERMAN HAUPT,

JOHN H. BRINGHURST.

By the Commissioners of Allegheny Count.

THOMAS SCOTT, WM. M. _LPON.

By the Board.

WILLIAM B. FOSTER, JR.

Besident,

J. EDGAR THOMSPN.

Vice-President, Treasurer,

WM. B. FOSTER, JR. THOMAS T. FIRTH.

Secmtary,

EDMUND SMITH.

ANNUAL MEETING.

Philadelphia, February 4, 1856.

The Annual Meeting of the Stockholders of the Pennsylvania

Railroad Company was held at 10 o’clock, A. M., at the Sansom

Street Ha.11.

On motion .of Mr. A. J. Derbyshire, the Hon. Robert T. Conrad,

Mayor of the City, was called to the chair, and Edmund Smith

was appointed Secretary.

The Secretary read the Annual Report of the Board of Directors.

Pending the adoption of the Report, Messrs. A. J. Derbyshire and

John M. Kennedy asked for further information in reference to the

contract between the Pennsylvania Railroad Company and Leech

& Co. A portion of the contract was read by the Secretary, and a

discussion ensued between Messrs. J. M. Kennedy, Geo. W. Car-

penter, A. J. Derbyshire, Wm. Neal, and J. Edgar Thomson.

On the question being taken, the Report was unanimously approved and adopted.

The following Supplement to the Act incorporating the Pennsyl-

vania Railroad Company, approved May 2, 1855, was then sub-

mitted to the Stockholders, and unanibously adopted :

SECTION 1. Be it enacted, &c. &c., That the Board of Directors

of the Pennsylvania Railroad Company shall have authority to

increase, from time to time, the capital stock of the Company, such

increase not to exceed forty thousand shares.

6 ANNUAL MEETING.

SEC. 2. That the annual election of the Board of Directors

shall hereafter be held at the office of the Company in Philadelphia,

between the hours of ten, A. M., and six, P. M., on the first

Monday of March of each year ; the Annual ,Meeting of the Stock-

holders to be held on the first Monday of February, as heretofore.

SEC. 3. That no person shall be eligible to fill the office of

Direct.or, who shall not have been possessed in his own right of not

less than fifty shares of the stock of the Company for at least ninety

days previous to his election, either by the private stockholders, or

by the municipal corporations holding stock in the Company ; that

any vacancies that may hereafter occur in the Board from any cause

whatever, shall be filled by the Board in the manner provided for

in the fifth section of the charter of the Company, to which this is

a supplement.

Provided, That before this act shall go into efFect, it shall be

approved by the stockholders, at a general meeting called for that

purpose.

Mr. Lewis Elkin offered the following resolution, which was

adopted :

Resolved, That no final action be taken by the Board of Directors

of the Pennsylvania Railroad Company, in relation to the location

of a depot on the Delaware River, without first obtaining the con-

sent of the stockholders of the Company.

Mr. Thomas Biddle offered the following resolution, which was

adopted :

Resolved, That the Board of Directors of the Pennsylvania Rail-

road Company be directed to investigate the affairs of the Spring-

field, Mount Vernon, and Pittsburgh Railroad Company, with

ANNUAL MEETING. 7

power to appropriate a sum not exceeding $60,000 to that Company,

to enable them to complete their road. Provided, that the Board

of Directors deem it expedient so to do, and that said subscription

shall be subject to the approval of the stockholders,:at a meeting

called for that purpose.

Then adjourned.

EDMUND SMITH,

Seweta y.

R. T. CONRAD,

Chairman.

NINTH ANNUAL REPORT.

Offloe of the Pennsylvania Railroad Company,

PhiZadelphia, January 31, 1856.

To the Stockholders of the

Pennsylvania Railroad Company.

At your last Annual Meeting the Board announced that your

road, although not entirely finished, had been opened for business

throughout. The work of arching and completing the grading of

the tunnel at the summit of the Alleghenies, together with other

work upon the Mountain Division that could be deferred, was not

completed until June last, when the road was considered as finished,

with a single track and sidings.

No new contracts have recently been entered into for grading

upon the second track, and those that had been made have gener-

ally been completed. The amount of double track now in use

is 136 miles, of which 51 miles are east of Altoona, and 85 miles

west of it, leaving 80 miles upon the Eastern, and 31 miles upon

the Western Division, yet to be laid. Towards this we have iron

on hand and paid for sufficient for forty miles, which will be laid

during the ensuing Summer. The frequent slides in the cuttings

and embankments upon the Mountain and Western Divisions, ren-

dered it expedient to reduce the slopes of many of the excavations,

and make expensive outlays to secure permanency to several of the

embankments. These fruitful sources of expenditure have nearly

all been brought to a close. The freedom from interruption to our

I

10 NINTH ANNUAL REPORT,

trains during the past Summer, notwithstanding the wet weather

that prevailed, is an evidence of the importance and advantage de-

rived from this operation.

The Branch Road to Indiana will be ready for business in the

course of a few months.

The arrangements of the Company for transportation have been

sufficient to meet the demand upon it during the year, and more

than equal to the capacity of the motive power provided by the

State, for the transmission of our freight over the Columbia Rail-

road. The lengthened period for which the Ohio River has re-

mained closed this Winter, will, undoubtedly, throw upon us, when

it opens, a business beyond our present capacity, but as this is

amply sufficient to supply our connecting roads with cars, it has not

been deemed advisable to incur large additional expenditures to

increase it.

There are now upon the Pennsylvania Railroad : /

118 freight and passenger locomotive engines-an increase of

three over the number reported Iast year.

44 wide passenger cars, adapted to the Harrisburg and Lancaster

and Pennsylvania Railroads.

24 narrow passenger cars, adapted to the Columbia Railroad.

28 emigrant cars.

14 baggage cars, with mail apartments.

9 baggage cars, without apartments.

1,170 eight-wheeled house freight cars.

109 four-wheeled house freight cars.

113 eight-wheeled stock cars.

102 eight-wheeled lumber and iron trucks.

49 eight-wheeled wood trucks.

92 four-wheeled coal cars.

c

PENNSYLVANIA RAILROAD COMPANY. 11

The arrangements for the transportation of passengers continue

the same as they were last year. An increase in the speed of the

trains in the Spring, to some extent, is anticipated, to insure better

connections with other roads.

The tables appended to the Report of the Superintendent, will

exhibit the earnings and expenditures of the road in detail. By

reference to them it will be perceived that the whole number of

passengers conveyed during the year between Harrisburg and Pitts-

burgh, is equivalent to 147,480 passing over the whole length of

the road. This result shows a slight decrease from the business of

last year, which is fully accounted for by the decrease in the receipts

from Baltimore travel at the Cincinnati and Baltimore offices, con-

sequent upon the completion of the Baltimore and Ohio Railroad.

There is also a slight falling off in the Susquehanna tra.vel to and

from the Aqueduct station, which formerly passed over this portion

of the Pennsylvania Railroad, and the Susquehanna division of the

canal between Williamsport and Philadelphia, but which, at present,

is diverted to the Catawissa Railroad.

The emigrant travel is likewise less than it was last year, owing

to the decrease in foreign emigration. We have, however, obtained

rather more than our usual proportion of the whole number that

have arrived in the United St&es.

The earnings from first class passengers, after deducting the tolls paid to

other roads, are - - - - - - $1,063,370 67

And for the previous year, - - - - - 1,057,843 41 --

Increase, - - - - - $5,527 26

The increase is owing to the reduced amount of tolls paid in con-

sequence of the avoidance of the Portage Railroad, which was used

during January and part of February, 1854. The earnings from

--..-/


freight in 1855 amount to $2,805,305.89, showing an increase over

those for the previous year of $778,694.34, or 382a per cent.

Deducting $511,583.11, paid for tolls on roads over which our cars

run, there will remain $2;293,722.78 for the Pennsylvania Railroad

from Harrisburg to Pittsburgh, against $1,643,090.44 last year.

The rates of toll paid to the State upon the Columbia Railroad were

somewhat increased in 1855 over those of 1854.

The through tonnage of 1855 was 171,972 tons, and the local

tonnage 193,034 tons, exhibiting an increase over the year-4 in

the former item, of 78,180 tons, and in the latter 50,102 tons. The

total tonnage moved during the year was 365,006 tons, exceeding

that of the preceding year by i‘28,282 tons, or 54+$ per cent. The

increase in the local tonnage is due chiefly to the removal of the

tax on coal and lumber, which, without this exemption, would have

remained in the mines and forests. The through tonnage was

increased by the withdrawal of the transporters from the Main Line.

To accommodate the additional traffic expected from this movement,

we purchased their cars, and entered into a satisfactory arrangement

with the active parties in the business, to prevent the trade from

being diverted to routes outside of our State. The whole arrange-

ment has operated beneficially to the parties interested, and has

been especially advantageous to the Commonwealth in the preserva-

tion of her trade and in increasing her net revenues,

The Board will here state that the purchase of the cars of the

transporters was not made until they had concluded to withdraw,

and after several conferences between the parties interested and the

Canal Commissioners, who expressed their belief that the withdrawal

of this business from the Main Line would not decrease the net reve-

nues of the State. This was, in fact, self-evident, as the amount

paid by the Railroad Company to the State upon each ton of goods

transported between Philadelphia and Pittsburgh, was about the

.-. I


same as that paid by the transporters, while the State saved the cost

of its passage over her works from Columbia to Pittsburgh. It is

to this fact that the reduced expenses on the Allegheny Portage

Railroad, from $338,891$& to $256,457$&, is to be attributed, and

not to the reduced number of planes in use, as has been repre-

sented, the same number having been passed over both years.

It has long been apparent to this Company that freight could

not be carried over the Main Line in competition with a continuous

railroad, and that the State must rely upon this CompanyTat least

for the present, to retain the trade of the West within her borders.

It was with a full knowledge of the cost of transportation over it,

and of the final result of any attempt to maintain a competition

for this trade, even if the Pennsylvania Railroad had never been

built, that this Company offered to the State, in April, 1852, the

use of their Voad across the Allegheny Mountain, either permanently

or until the question ‘could be practically tested, at a rate which

would have amounted to considerably less than is now asked for

working the new Portage Railroad only-thus not only saving the

large expenditure upon that work, but also the extra cost of work-

ing the old line during 1853, 1854, and 1855, amounting to about

$650,000.

When the Schuylkill Navigation, the best canal in the Union,

except those between New York and Baltimore, failed to maintain

an equal competition with the Reading Railroad in the transporta-

tion of the heaviest and cheapest articles, it seemed to us sufficiently

clear, without the aid of professional experience, that a small canal,

such as that owned by the State of Pennsylvania, upon which there

was transhipment of freight from railroad to canal, canal to rail-

road, and again from railroad to canal, could not compete with the

continuous railroads of eith>r N;w York or Baltimore.


The Canal Commissioners having dwelt in their recent annual

report, at considerable length,upon the effects of certain legislation

in relation to this Company, the Board will be pardoned for de-

voting some space to what they conceive to be the relations that

exist between the Pennsylvania Railroad and the Main Line, and

the effects of these relations upon the treasury of the State. The

Directors of this Company claim for themselves as lively an in-

terest in all matters calculated to advance the prosperity of the

Commonwealth, or the maintenance of her finances in a sound and

healthy condition, as any of her citizens, and would not knowihgly

do anything calculated to retard the one, or impair the other.

The three-mill tax, upon which so much stress is laid by the

Commissioners, we may here state was not “ agreed upon by the

contracting parties asa fair equivalent for the franchises conferred.”

If it had been, the Company would not have been permitted to levy

the tax directly upon the article transported. The object of the tax

was to prevent the transfer of freight by means of lower rates from

the canal to the railroad, and was intended to protect the trans-

porters upon the Main Line. They have enjoyed its full benefit

for some years, and notwithstanding this discrimination in their

favor, have been compelled, by the competition encountered, to

withdraw from the contest-not the competition of the Pennsyl-

vania Railroad, but that of the rivals of both works. If there

had been but these two lines to the West (the Main Line and

Pennsylvania Railroad), the policy of the State might have been

successfully carried out. A division of freights could then have

been readily made between them, as was frequently proposed to the

President by the late Executive ; but unfortunately for this policy,

though happily for the public good, other parties came in for their

share in this business, and the result has been the same that follows

all healthy competition in ordinary business, viz. : reduced rates.

.


In the end, it will be found that even the State Treasury is a large

gainer by the liberal instead of the monopolizing policy proposed

to be perpetuated.

When the charter was granted for the Pennsylvania Railroad

Company, it was the universal sentiment that canal was cheaper

than railroad transportation, and that Pennsylvania required no

other avenue than the Main Line to connect her with the West,

except for the conveyance of passengers and freight during sus-

pended navigation, and hence no tax was imposed during t@

Winter.*

The necessity for an avenue to preserve an uninterrupted com-

munication with the West at all seasons, was considered so im-

portant that the Legislature was induced to order the preliminary

surveys necessary to ascertain its feasibility at the public expense.

Indeed, its immediate construction was deemed of absorbing in-

terest to the whole State, and essential to the continued prosperity

of that portion from whence four-fifths of her revenue for the sup-

port of government is drawn. Nothing prevented the State from

embarking in the enterprise, at the expense of the Treasury, but

the embarrassed condition of her finances, and the indifferent suc-

cess of her own works. At that period there was no continuous

railroad between the eastern and western waters, and the attempt

to construct one that would prove successful in the conveyance of

heavy freights, was deemed chimerical. Improvements in the mo-

tive power of railways changed the aspect of this quest,ion, and

brought into operation two great thoroughfares from New York,

and one from Baltimore. It was then discovered that instead of

Pennsylvania possessing a monopoly of the carrying trade between

* The change to a continuous tax was made subsequently, at the instance of

the Canal Commlssioners, and accepted by the Company in connection with

other legislation.


the Ohio Valley and the East, as was confidently expected would

be the joint influence of the Main Line and Pennsylvania Rail-

road-the latter in the conveyance of passengers and valuable

freights, and the former the heavy products of the West-we find

the transporters on the canal unable to compete at the prices which

the retention of the trade within the State rendered it imperative to

adopt, withdrawing from the contest upon the refusal to reduce th_e

tolls to a point which the Canal Commissioners “regarded as in-

admissible.” The State could not afford the reductiin asked,

simply because their business already cost her vastly more than she

received from it; the whole receipts for the through business in

1854 being but about $135,000, while the expense of maintaining

the Allegheny Portage Railroad alone was $338,391.66, leaving a

loss to the State on this work only, of $203,391, considerably more

than the amount of the tonnage tax.

We would be glad if we could present a different picture of the

Main Line, which in days past has done so much for the prosperity

of the State, but it must be admitted that its receipts, as a whole,

never paid the expenditures that have been incurred for it, and

never can, under the most rigid system of economy, in consequence

of the superiority of its rivals. Year after year has witnessed the

transfer of the profits of the productive to the maintenance of the

unproductive portions of the line, leaving the State without any net

revenue from it. But for the construction of the Pennsylvania

Railroad, the Columbia Railroad itself, the profits of which have

heretofore sustained the Main Line, would have been an unprofitable

work. This is a plain statement of facts, the truth of which we have

no doubt, will be fully admitted by the Canal Commissioners them-

selves, although the failure of the Main Line as a productive work

seems to be attributed, in their report, to the Pennsylvania Railroad

Company, rather than to the discovery and introudction of cheaper

agents of transportation.

PENNSYLVANIA RAILROAD COMPANY. 17 ~-____

Admitting, however, that their position is correct, should not the

people of this Commonwealth rejoice that means had been discov-

’ ered by which the t’rade of the State could be preserved, $7,500,000

of the State debt provided for, and an annual income of $375,000

secured to the public treasury, to meet the interest on this debt until

paid, instead of an annual loss, as heretofore, together with the

probabilities of further expenditures in fruitless efforts to retain a

trade which can only be preserved on the Main Line by annua hp-

propriations from the treasury ?

As regards the influence of the three-mill tax upon the Main Line

and the prosperity of the State, we only add to what we have stated

in former reports, that every ton of coal or other through tonnage

that its imposition may force upon that line, will cause a loss to the

State Treasury to transport it, while the continuance of the tax is a

matter of far more importance to the people of the interior and the

City of Philadelphia, than it is to the Pennsylvania Railroad Com-

pany, whose dividends will not be essentially affected by its removal.

It may reasonably be asked, why such a tax should be continued,

if it fulfils the office the Commissioners appear to claim for it, of

retaining the trade to the canal, to be conveyed at a loss to the State?

Would it not be better that this trade should continue to flow over

the Columbia portion of the Main Line only at remunerative tolls

on that work? This would be the natural conclusion, and we can-

not see how the Commissioners arrive at a different one, unless, as it

is hinted, they can secure by its transfer to the canal “ both the tax

and the toll.”

We think we have proved that the construction of the Pennsyl-

vania Railroad has not only not injured the net revenues of the

Commonwealth, but that it has afforded the State an opportunity to

largely increase them ; whilst all must admit that the increased tax-

ablevalues of property in Philadelphia, Pittsburgh, and the interior,

2


consequent upon its construction, have been immense ; from which

the State has derived, and will continue to derive, increased revenues.

Is it, therefore, just, that such an unequal burthen as the tonnage

tax should be imposed upon a portion of her citizens? If the

necessities of the State require such a tax, should it not be general,

and applied to all similar improvements and made uniform on each

ton transported, not increased according to the disadvau age the

producer labors under in his distance from market ? L

Whatever may

have been the circumstances which led to its special imposition on

the Pennsylvania Railroad originally, they have now ceased to be

operative. In the opinion of the Canal Commissioners, it was imposed

as a compensation for the injury it would inflict on the revenues of

the Main Line ; while it will be seen that the effect of the Pennsyl-

vania Railroad has been to fulfil the objects for which that line was

built by the State -the public advantage, and relieve her from the

necessity of maintaining it longer at the public expense.

In pursuance of an Act of Assembly, the Main Line was offered

for sale in July last, but the terms and conditions were such that

this Company could not become a bidder. Proposals having been

subsequently asked for the works under the provisions of this act,

the Board submitted a proposition, a copy of which is annexed,

which we trust will meet your approval. This proposal is based

upon the implied obligation of the State to maintain the works she

has built-and upon the faith of their continuance, capttal has been

invested to make them productive-until other improvements shall

be constructed to take their place. The amount offered for the line,

considering the obligations assumed, is, and was intended to be, lib-

eral ; while the advantages of the sale will inure to the State and

her citizens to a much greater extent than to this Company. The

only portion of the Main Line, important to the operations of this

Company, is the Columbia Railroad, for which we have offered a


proportionate share in the profits of the whole line from Philadel-

phia to Pittsburgh, without conditions in relation to the tonnage tax ;

the continuance of which impost (unequal, if not unconstitutional)

does not seem, from the financial statements of the Commonwealth,

to be necessary to her treasury, and can scarcely be long maintained

by a people who are careful to respect the equal rights of all.

It will be seen from the statement of the Treasurer, herewith ‘1 ‘-

submitted, that there has been received in payment from

shareholders in the Capital Stock of the Company, up to

January 1, 1856, - - - - - - $12,355,525 00

And fromloans, - - - - - - 7,519,096 64

And from the business of the road, - - - -- 4,161,362 04

Balance of interest payable to Stockholders, - - - 78,930 19

Surplus profits, after cancelling interest charged to construction, 949,853 55 --- $25,064,767 42

Which has been expended as follows :-

Graduation and masonry, inclu

ding the superstructure of

bridges, single track, - $7,177,322 87

Superstructure, including iron

rails, chairs, cross-ties. bal-

last. sta.tionery, printing, and

incidentals, - - - 2,763,813 89 .

Engineering, including rod,

chain. and axe-men, instru-

ments, and office furniture, - 409,376 52

Land damages, fencing, and

real estate on line of road, - 461,403 13

Total cost of single track, --- $10,801,916 41 Real estate, Phila-

delphia, - $672,043 82

Less amount of

mortgages, - 302,391 11

Lea.ving paid, - - - $369,652 71

Paid on real estate, Pittsburgh, 363,OCO 00 -- $722,652 71

Amount carried forward, - - - $11,524,569 12


P

Amount brought forward, - - $11:524,569 12

Graduation and superstructure

of second track, - - 3,150,626 49

Machine shops, engine-houses,

and shop machinery, - $681,189 42

Repair shops, machinery, kc.,

at West Philadelphia, - 58,621 51

Station and ware-houses, - 777,906 23

Foremen’s houses, - - 81,912 00

Water stations, - - - 93,395 63

Locomotives, - - - 1,068,716 66

Freight cars, - - - 787,754 66

Passenger cars, including cost

of one-half Colnmbia Railroad

Line, - - - - 202,520 24

Road and hand cars, - - 33,637 52 -- 3,785,653 87

Telegraph line, - - 22,642 9i

Subscriptions to Western Rail-

roads, and stock dividends

from same, - - - 1,502,200 00

Transportation expenses, inclu-

ding tolls paid to other roads,

rents, of&e expenses, interest

on notes, bonds, coupons, and

Company’s stock, &c., &c., - $3,478,901 37

Profits of road, after payment

of interest on stocks and

debts, and other expenses, - 682,460 67 --.-- 4,161,362 04

Bonds of Municipal and other

Corporations, - - 17,452 50

Bills and notes receivable, - 357,812 38

Balance in hands of Treasurer

and Agents, - - - 542,448 03 -- 917,712 93

--- $25,064,767 42


The actual business of the road during the year, as reported by

the Superintendent, is $108,653.52 more than the receipts at the

treasury. This am/aunt is included in uncollected bills in the hands

of agents, which are greater this year than last, owing to the in-

creased freight business of the road at its close.

The totai earnings of the Company during 1855, were - - $4,270,@15 5v--

From which deduct tolls,’ &c., paid for the use of other roads,

as follows, viz. :

For Columbia Railroad - I $453,557 61

For Harrisburg and Lancaster Railroad, - 227,156 22

For Northern Central Railroad, Baltimore to

Harrisburg, on freight only, - - - 44,248 37

For Philadelphia City Railroad, - - 6,720 09 -- 731,682 29

Leaving business proper of Pennsylvania Railroad,

Equal to $14,267.47 per mile.

The cost of conducting &he business of the road for

including tonnage t,ax, is - - -

Leaving the profit of the year, -

$3,538,333 27

the year,

1,709,055 73

$X,829,277 54

As’the amount chargeable to conducting the business of the

road does not include a material item for renewal of iron rails, and

as the business will not probably increase hereafter, largely beyond

a proportionate increase of capital, it is proper, under these circum-

stances, that this allowance should now be made. It is not safe to

estimate the durability of iron longer than ten years under a heavy

traffic. This would give the annual loss of iron, equal to about

3,500 tons, for a sixrgle track and sidings, with a double track over

the mountain, which is all that is properly chargeable to the year’s

business. Allowing twenty dollars per ton for re-rolling this iron,

and six dollars for its transportation to and from the mill, we have

$91,000 as chargeable to the business of the road. The expendi-


ture for cross-ties has been but $5,127.31, while the annual decay

may be estimated at $28,000, or $19,000 more than the amount

charged. These two items amount to $110,000. The superstruc-

ture of bridges, in consequence of the destruction of two of the

number by fire, is charged with its full annual average deteriora-

tion. The road-bed itself, the largest item in the original cost of

the work, will improve in permanency each year for some time. 4

The practice of the Company in relation to its running equipment

is to preserve the number of cars and locomotives, charged to con-

struction account, in complete efficiency ; thus, if a car or locomo-

tive is destroyed, or has become old and worthless, a new one is

substituted in its place, and it, c cost charged to expense account.

This practice will, of course, bring the charges for motive power, as

our machinery advances in age, somewhat greater per ton trans-

ported than it is at present, l but it seems to be the surest method

of keeping the accounts from complication. If the Company had

been declaring dividends of its profits, it would be prudent to carry

*a portion of the revenues of the year to a reserve fund. To cover

this depreciation, we think that $40,000 on the running machinery,

in addition to the sum of $110,000 already mentioned, will be* suffi-

cient. Deducting these from the net earnings of the road given

above, we have $1,679,277.54 as the clear profits of the road, equal

to S$$ per cent. upon the whole debt and capital of the Company.

The profits of the Company during the year, as. shown by the

Treasurer’s Report, after deducting $611,512.37 interest paid to

shareholders, and $477,371.50 on the indebtedness of the Company,

together with all other expenses, was $682,460.67, exclusive of

$108,653.52 of increase in uncollected freight accounts, making the

whole profits, after allowing $17,099.91, the amount of warrants

issued by the Superintendent, which had not been presented to the

Treasurer when the accounts were closed for the year, $774,014.28.


This will leave, after placing $150,000 to a reserved fund,-3& per

cent. upon the capital, in addition to six per cent. paid to thestock-

holders. The whole surplus profits of the Company are something

less than one million of dollars, a sum sufficient to meet any possible

loss upon subscriptions to Western railroads.

The Board proposed in their last Annual Report to set apart a

portion of this surplus to redeem the second mortgage bonds, but

upon consultiug their legal advisers further legislation was thought

necessary, application for which has been made at the present session.

The increasing foreign business of the road admonishes us of the

necessity of providing a terminus on the Delaware River, that can

be reached by locomotive steam power. The Board have had the

sub,ject under consideration, and have referred it to a special com-

mittee of their body to ascertain the most feasible plan for accom-

plishing that object. Application has been made to the Legislature

for the requisite authority, in tKe event of its being deemed expe-

dient for the Company to construct a new road to the river. In the

meantime arrangements have been made with the City of Philadel-

phia for the continuance of the present connection with the Dela-

ware at Dock Street for the period of eighteen months.

The Board regret that they cannot present the condition of the

Western roads, to which the Company has rendered assistance, in a

more favorable light than in their last Annual Report. The Ohio

and Pennsylvania and Ohio and Indiana Railroads are the only

lines that have been brought into use for their entire length. The

first has proved a highly successful enterprise, while the embarrassed

financial condition of the latter, notwithstanding its unexpectedly

large local business, seems to have prevented it from realizing the

expectations of its stockholders. It was not supposed that the stock

of this Company would prove a very profitable investment until it


should be connected directly with Chicago. This is to be effected

through the Fort Wayne and Chicago Railroad, the construction of

which has been retarded by the condition of the money market for

the past two years. The work on this line, notwithstanding these

difficulties, has still been continued, and it is understood that a

connection will be made with Chicago, through thG33rthern Michi-

gan Railroad, from Laporte, by July next. This will add largely

to the receipts of both the Ohio and Pennsylvania and Ohio and

Indiana Roads, and it is hoped will place the finances of the latter

on a firm basis. Tho Springfield, Mount Vernon and Pittsburgh

Railroad Company has applied for further assistance to complete

its line, which the Board declined to furnish, in consequence of the

views expressed by the stockholders, as well as the apparent inade-

lquacy o$ the means applicable to the object.

The importance of securing more perfect connections with

Cincinnati and Chicago, the centres of Western commerce, has

not heretofore been overrated by this Company. The estimated

cost, however, of completing them, chiefly owing to the pernicious

system of letting work in large contracts, payable to a great extent

in stock, has largely exceeded the sum first deemed necessary for

the object, and hence the embarrassment under which most of these

lines now labor.

It is with feelings of deep regret that the Board are called upon

to record the decease, witshin a few months past, of one of their

oldest and most valued members, John Yarrow, Esq., while absent

at the South for the restoration of his health. Mr. Yarrow was one

of the earliest advocates of the enterprise, in which he faithfully

served as a Director for six years. Always prompt in attendance

upon the meetings of the Board, and to his other duties as a Direc-

tor, courteous and affable in their performance, he won for himself

the esteem and confidence of his associates.


The regularity and system with which the business of the Com-

pany, in all its departments, has been conducted during the past

year, and the freedom from serious accidents, notwithstanding the

numerous trains and the unusually large amount of transportation

on the road, bear testimony to the skill and attention of the Super-

intendent and other officers of the Company, whose devotion to the

interests of their employers, the Board take much plea& in

acknowledging.

By order of the Board,

J. EDGAR THOMSON,

WIV. B. FOSTER, JR., President.

Vice-President. \

SALE OF/ THE MAIN LINE.

PROPOSITION OF THE PENNSYLVANIA RAILROAD COMPANY.

The following is the proposition of the Pennsylvania Railroad

Company, for the purchase of the Main Line :

OFFICE OF THE PENNA. RAILROAD Co.,

Philadelphia, Dec. 20, 1855.

To the Hon. Andrew G. Curtin, Secretary of State.

SIR: I respectfully submit, on behalf of the Pennsylvania Rail-

road Company, the following proposal for the purchase of the

Main Line ; also a proposition for the Columbia Railroad:

For the Main Line, from Philadelphia to the Monongahela and

Allegheny Rivers, includin g the real estate, shops, engine-houses,

depots, locomotives, cars, toll-houses, reservoirs, water power, and

all other property connected therewith, the sum of $7,500,000, pay-

ments to be made as follows:


Five hundred thousand dollars on the delivery of the works, in

cash or certificates of State loan; ten per cent. of the remainder on

the 30th day of July, 1875, and an equal amount on the 30th day

of July, in each succeeding year, until the whole sum/is paid; the

unpaid instalments to bear interest at the rate of five/per cent. per

annum, payable semi-annually, on the 31st days of January and

July of each year. The purchaser to have the right to pay of& at

any time, the whole or any portion of the purchase money, by the

delivery to the State Treasurer of the amount intended to be”paid,

in cash or certificates of State loan, at par.

The right of the State to purchase the Pennsylvania Railroad to

be relinquished, and all laws imposing a tslx on tonnage passing

over said road to be repealed.

The Pennsylvania RaIlroad Company will further agree to keep

up all that portion of the canal east of the Allegheny Mountains,

and so much of the Western Division as lies between Blairsville and

Pittsburgh, until the Northwestern Railroad shall be opened for

business from Blairsville to the Allegheny River.

The Pennsylvania Railroad Company will also agree to purchase

the Philadelphia and Columbia Railroad at its cost of construction,

to be determined by three eminent civil engineers, to be appointed

by the State, with the concurrence of the Company; upon which

sum so ascertained, the Company. will forever pay to the State

Treasurer, semi-annually, an amount equivalent to the dividend

paid to the Stockholders of said Company upon an equal portion of

its capital stock.

Very respectfully, your obedient servant,

J. EDGAR THOMSON,

Presider, t.

PENNSYLVANIA RAILROAD COMPANY. 2?

TKE TREASWRER REMORAS ___.-

Amonnt received from stockholders, in payment of instalments.. ....................... Amonnt received from permanent loans. ......................................................... Amount received from parsengers, freight, mails, and expresses.. ...................... Rillq payable ................................................................................................. Commonwealth of Pennsylvania .................................................................... Balance, interest due to stockholders &c.. ............................................... Surplus profits, after cancellin g interest charged to construction.. ................. i . .

AMOUNT EXPRSDRD, EASTERN DIVISION.

Graduation and masonry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,957.531 3! Superstructure of road and bridges, hallast. cross-

ties, iron chaircr,iron rails, spikes, sills, srationery, printing, and incidentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,761,526 3!

Engineer Department, including instruments...... . . 183,427 5’ Land damages, expenses, real estate, right of way,

and fencinw _......... . . . . . . . . . . ..a.............................. 380,134 8! Real estate in Philadelphia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369,052 7 Machine shops, engine hon*es, repair shops, stations,

warehouses, car sheds and war er stations . . . . . . . . . . . 8G6,686 81

WESTERY DIVISIOh’.

Graduation and masonrv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Super-tructure of road “and bridges, ballast, cross-

$4.900,995 7‘

ties, iron chairs, iron rails, spikes, sills, stationery, printing, and incidentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,311.080 3

Engineer Department. including instruments......... 225,949 0 Laud damages, expenses, real estate, right of way,

and fencinc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434,268 4t Machine shops, engine houses, arations, wareh0ust.q

and \\ ater stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550,030 7:

SECOND TRACK.

Graduation and masonry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,177,367 7: Superstructure of road and bridges, ballast, cross-

ties, iron chairs, iron rails, spikes and sills . . . . . . . . . . . 1,573.258 71

Foremen’s and workmen’s houses.. ...................... $81,912 00 Telegraph line.. .............................. , ................. 22 64297 Shop machinery.. ................................... . ............ 185,305 24

~- Locomotives ...................................................... * $1,068716 66 Freight cars.. ..................................................... 787,75466 Passenger cars.. ................................................ 176,581 05 Road cars. ...................... *. ................................ . 33,637 52 Columbia Railroad line of cars.. ............................ / 25,030 19

SURSCRIPTION TO

The Marietta and Cincinnati Railroad . . . . . . . . . . . . . . . . . . . $650,000 00 Maysville and Big Sandy lttiilroad . . . . . . . . . . . . . . . . . . 100,000 00 Ohio and Indiana Railroad . . . . . . . . . . . . . . . . . $300,000 Ohio and Indiana RaIlroad, for divi-

dends paid in stock . . . . . . . . . . . . . . . . . . . . . . . . . 28,500

Ohio and Pennsylvania Railroad . . . . . . . . . @‘O,OW1 3?8,50000

Ohio and Pennsy1van.a Railroad, for dividends paid in stock . . . . . . . . . . . . . . . . . . . . 23,700

-- 323,7@0 00 Spr;;f-field, Mount Vernon & Pittsburgh Rail-

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lO’,OOO 00 --

Bond4 of municipal and other corporations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bills and accl*nnts receivable, &c . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transportation expenses, State: and Harrisburg and

I,ancaster Railroad tolls, Interest, insurance, Office expenses, and rents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . @2,423,638 11

Interest on rtock and bonds,and State tax on coupons 1,055,263 26 Profits of road, alter payment of interest on stock

and bonds. State tax on coupons, and all other expensrs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682,460 67

-- Gross receipts of road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BHlance in hnnds of Agents . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . .

. . . . . g..ii:i”ii

Balance in hands of Treasurer . .*.......................... 240$6 11 --

- I 2l

$5,5X3,962 41

7,431,324 2

3,150,6264!

289,95021

2,092,629 08

1,502,200 00 17,452 50

357,812 3s

4,761,362 04

542,448 05

_I . . . . . . . . . . . .

J $12,355,52.5 oc) j

6,376,041 23 4,161,362 04 u’ l,OJO,719 30 102,33611 7R,9YIb 19 940,853 55 v

--- $25$X4,767 42

25,064,767 42

E. E. Phifadelphin, January 1,1856. THOMAS I!. FIRTH., Treaslrrer.

NINTH ANNUAL REPORT

OF ’ \

\

THE CHIEF ENGINEER.

Engineer Department, Penna. R. R. Co.

To J. E. THOMSON, ESQ.,

Philadelphia, January $5, 1856.

l’resident Pennsylvania Railroad Company.

SIR : -The operations of the Engineer Department of the Penn-

sylvania Railroad Company have, during the past year, been con- fined within very narrow limits.

The only work exclusively under the charge of this department

has been the Indiana Branch: which can be entirely completed in five weeks of good weather ; but four miles of track remain to be laid.

A large amount of constructive work during the year 1855, in

sloping cuts and raising banks, has been done by the Transportation Department, the accounts of which have not passed through my

hands ; for information in reference to the cost of these items, I must refer you to the Reports of the Superintendent.

The amount of second track now laid, is

On Eastern Division, - - - - - 51 miles, 3,609 feet.

On Western Division, - - - - - 85 “ 83 “ --

Total, _ _ _ _ _ _ _ 136 “ 3,692 ‘I --- - -

Remaining to be laid,

Un Eastern Division, - - - - - 80 miles.

On Western Division, - - - - - 31 ‘I 3,702 feet.

Total, - - - - - - - 111

-- “ 3,702 “

-

The finished and unfinished portions of the second track are dis- tributed as follows :

Harrisburg to Lewistown, - - 37 miles finished, 24 miles unfinished,

Lewistown to Huntingdon, - - 6 “ 30 “

Huntingdon to Altoona, - - 8 “ 26 “

Altoona to Johnstown, - - 384 “ L_, 0 1;

Johnstown to Blairsvllle Intersection, 0 “ 25 “

Blairsville Intersection to Pittsburgh, 43& ” log “

As a portion of the work on second track was superintended by officers connected with the Department of Transportation, I found myself, in April last, in a position to withdraw from some of the

duties which had previously occupied my attention. I soon after sent a communication to the Board, declining any compensation for services, except when actually employed. Since that time I have continued to superintend the work on the Indiana Branch, and have attended to settlements of final estimates, and other accounts ; em- ploying, in various duties connected with the Company, about one-

third of my time. For these services no claim has been presented, and the Board can allow compensation or not, at their option.

The new relations which I now sustain to the Company, as a rep

resentative of the City of Philadelphia in your Board, will not prevent me from closing the accounts, and settling the unfinished

business of the Engineer Department ; but all such services hereafter will be performed gratuitously.

A large share of my attention has for two years past been devoted to the subject of the improvement of the Ohio River. A very favorable charter for a company to make the improvement was ’

obtained from the Legislature of Pennsylvania at the last session. The enrolment tax has been paid, books have been opened, $110,000 subscribed, the first instalment paid, and the letters patent secured. Measures have also been taken to obtain the necessary legislation from other States, and from the general government.

It is unnecessary in t.his report to enlarge upon the self-evident importance of this improvement ; the united influence of all the railroada from the Ohio State line to the Mississippi, could not bring to Pennsylvania and to the Pennsylvania Railroad a tonnage equal


to that of an improved Ohio River, and no other city in the Union

would be benefited as much as Philadelphia by the completion of this great work.

Scarcely second in importance to the improvement of the Ohio river, is the development of the resources of our State, and the en- couragement of the local business of the road. To this subject my attention was directed when Superintendent, chiefly from a consideration of the extremely fluctuating character of the through business of the line, at one time excessive, at other times almost nothing. To compensate for these irregularities, a local tonnage, to be carried at the convenience of the Company, was indispensable, and from the peculiarity of its business and position, was more imperatively

required on the Pennsylvania Railroad than on any other.

The mines and forests of our highly-favored State presented the

desired means of compensating for these irregularities of trade, and of furnishing constant and regular employment for the road machinery. But to render these sources of business available, required the expenditure of large amounts of capital in lands, machinery,

and improvements.

Until a resolution had been formed to retire from the office of Superintendent, investments were recommended to capitalists, with no expectation whatever of participating in them myself, or of de-

riving therefrom any personal advantage, but after this determina- tion had been formed, I considered that in no other way could a.s valuable services be rendered to the Company as in devoting my

time to the extension of mining and manufacturing operations along ,the road, and establishing a business which the peculiar circumstances of the Pennsylvania Railroad rendered essential to its complete success.

These operations have, during the last year, proved to be of great

value to the revenues of the Company, and will become of ten times greater importance in the future; they will hereafter engage the largest share of my attention, and in reviewing my connection with the Pennsylvania Railroad, from the location of the Juniata Divi-

sion in 1847, through the various grades of Principal Assistant Engineer, Superintendent of Transportation, General Superintend-


ent, and Chief Engineer, the retrospect affords no higher gratification

as a laborer for the interests of the Pennsylvania Railroad, than my participation in laying the foundation of a local business, that

promises very soon to add two millions of dollars annually to the receipts of the road, and one million to the profits of the stockholders. Conscious that my official career has ever been open to the scrutiny of the President and Directors, and has met the approbation of those who were most intimately acquainted wit.h it, and best qualified to judge of its effects upon the interests of the Company,

I can enter upon my new duties as a member of your Board, with

no regrets for the past, and free to act as the best interests of my native city may seem to require ; seeking to secure the largest possible tonnage, at remunerative rates, the increase of the trade of Philadelphia, the development of the resources of the interior, the proper accommodation of the public, and fair dividends to the stockholders.

Such remarks as may have appeared to you irrelevant to the snb- ject, and inappropriate in an Engineer’s report, will, no doubt, be excused, when it is considered that it is t,he last that I will be called

upon to make as one of the executive oflicers of the Company. I considered that some explanation was necessary, and that this was a fitting occasion for briefly defining my position in reference to operations, my connection with which appears by some to have been misunderstood.

In conclusion, I take this opportunity of expressing to you, Mr. President, my sense of obligation for much of the information that has enabled me to discharge the duties of the various offices which

I have held in connection with the construction and operation of the road during a period of nearly nine years ; and to the members of the Board, who have been my fast friends in times of difficulty, I can only say, that my acknowledgments will be postponed until I can find terms sufficiently expressive to give satisfaction to myself.

Respectfully submitted,

H. HAUPT,

Chief Engineer.


The following is the estimate returned by Messrs. Seabrook & Mowry, of the cost of finishing the second track ; the quantities are

not exact, as the slopes have not been staked out.

Grading and ballasting,

Road superstructure, - Cross-ties, - -

Iron rail, - - Iron chairs and fastening,

Bridge superstructure, - Engineering, - B

Rod and chain men, .

$346,816 m 38,5CO

35,900

m w 658,000

49,900

- 51,000 - - 5,000 m - 4,800

$1,189,916

H. HAUPT,

Chief Engineer.

REPORT OE’ THE

Superintendent of Transportation.

Office of Superintendent Pennsylvania EL IL Co.,

Altoona, Jarwary I, 1856. To the President and Directors

of the Pennsylvania Railroad Company.

GENTLEMEN :-The Annual Report of the Transportation De-

partment, for the year ending December 31, 1855, is herewith respectfully submitted.

The total receipts, from all sources, are as follows, viz. :

I’

From transportation of freight, motive power tolls, and tolls on individual cars, - $2,805,305 ,i9

Fr;Fespassengers on Pennsyli;ania Railroad and connecting - - - - - 1,138,290 40

From emigrants, - - - - - - - 104,337 88 From Adams & Co.‘s Express, - - - - - 48,120 lr5 From United States mails, - - - - - 72 764 99 From rents of foremen and workmen’s houses, &c., - - as:194 37 From individuals and corporations, - - - - -47,753 90 From sundries, - - - - - - - 25,247 98

--

Total receipts, - - - - -

The total expenses are as follows, viz. :

- $X,270,015 56

Motive power department, - - - $513,911 13 Conducting transportation department, including

tolls paid to Columbia,, Portage, Harrisburg, and Baltimore and Susquehanna Railroads (amounting to $724,962.20), and tax paid the Commonwealth ($165,041.07), - - - 1,506,‘781 75

Maintenance of way department, - - 230,739 33 Maintenance of cars department, - - 189,305 81

* $2,440,738 02 ---

Leaving net receipts, - - - $l,S39,K 54

.


A The balance sheet is as follows, viz. :

.

TRANSPORTATION DEPARTMENT, -DR.

To amount of stock on hand, January 1, 1855, - $242,506 11

To amount of bills during 1855, - - - 1,785,377 43

To amount of pay rolls during 1855, - - 1,141,370 66

To amount of receipts from all sources during

1855, - - - - - - 4,270,015 56 --- $7,439,269 76

TRANSPORTATION DEPARTMENT, CR.

By amount of motive power expenses for 1855, $513,911 13

By conducting transportation expenses for 1855, 1,506,781 75

By maintenance of way expenses for 1855, - - 230,739 33

By maintenance of cars expenses for 1855, - - 189,305 81

By chargeable to construction and equipment

department for 1855, - - - - - 469,281 04

By receipts from all sources for 1855, - - - 4,270,015 56

By road and shop stock on hand, January 1,1856, 259,235 14 _- $7,439,269 76

Detailed statements, exhibiting each item of expense, will be

found accompanying, and marked as follows, viz. :

Conducting Transportation, Passenger-Department. Conducting Transportation, Freight Department. Motive Power Department. Maintenance of Car Department. Maintenance of Way Department. Construction and Equipment (in connection with Transportation

Department), Eastern and Western Divisions.

A detailed statement, exhibiting each item of receipts, will also

be found accompanying, and headed “General Statement,” and “ Freight and Passenger Receipts,” &c , &c.

In addition to these, there will also be found accompanying this

report, the following statements, furnished by the General Ticket

Agent, viz. f

“Annual Statement of Passenger Receipts from each station on

Pennsylvjnia Railroad, Harrisburg and Lancaster Railroad, and Columbia Branch Railroad, and Foreign Stations, for 1855.”


“ Passengers carried from and to each station on the Pennsylvania Railroad, east and west; also from Foreign Stations.”

“ Passenger Mileage.”

From the Chief Clerk of the Freight Department,-

“ Statement of tonnage ‘ from,’ and received ‘at,’ each station, for

the year, and a statement containing general informat,ion from books

of freight, of tonnage, mileage, State tax, receipts for freight, &c., &c.”

From the Chief Clerk of the Motive Power Department,--

“ Statement of mileage and expenses of engines.”

The Reports of the Assistant Superintendents in charge of the Motive Power and Maintenance of Way Departments, are furnished

in detail. They contain suggestions in reference to increased

facilities for the transaction of business, that are essential to the

economical and satisfactory working of the road.

The subordinate officers, in all the departments of the road, together with those entrusted with the management of the motive

power and the conducting of trains, have merited the approbation

of the Superintendent, and are entitled to your continued’confidence.

The suggestions contained in a former report, in reference to the

increase of warehouse accommodation for the transaction of the

local traffic of the road, applies with equal force at this time ; and a direct railroad communication with the river Delaware at Phila-

delphia, for the through traffic, would not only add to the character of the route, but afford facilities for the speedy transmission of goods,

the advantages of which are so fully apparent in our western connection with the Ohio River at Pittsburgh.

.


H. J. LOMBAERT,

Superintendent.

REPORT

OF THE

First Assistant fhperintendent.

Altoonce, December 3’1, 1855. . H. J. LOXBAERT, ESQ.,

Superintendent of the Pennsylvania Railroad.

SIR :- Following is a statement of the expenditures of the Main- tenance of Way Department of the Eastern Division of the Penn- sylvania Railroad, during the year 1855. ’

Clerks, - -

Chairs and spikes, - -

Cross-ties and sills, - -

Frogs and switches, - -

Incidentals, - - -

Iron rail, - - -

Labor repairing track, - -

Oil, fluid, and tallow, - -

Repairs of telegraph, - -

Repairs, foremen and tool-houses,

. Repairs, road and hand-car, -

Repairs of workmen’s houses, -

Repairs of bridges, a - -

Removing snow and ice, -

Stationery and printing, -

Superintendents and supervisors,

Taxes on real estate, - -

Tools and repairs of tools, -

Watchmen and switchmen, -

$600 00

6i9 87

6,271 61

4,161 42

499 34

26 70

40,720 03

1,126 12

89 32

413 84

604 89

2,029 99

26,769 28

1,220 57

196 40

3,400 00

3,287 71

3,122 68

26,301 65 --

$123,521 42 ---


In comparing the expenditures in 1854 with those of 1855, it will be perceived that there has been an increase over 1854, of $40,723.64. Th’ IS excess is made up nearly in the following items :

Cross.ties and sills, - - - - - - $8,271 61.

Frogs and switches, - - - - - - 1,919 38

Labor, repairing track, - - - - - - 2,137 19

Repairs of bridges, - - - - - - 25,421 28

Watchmen and switchmen, - - - - - 2,942 47 -- $40,691 93

The item of cross-ties and sills was not included in the last year’s report of expenditures.

The frogs and switches required for connections and crossings, with the new second track laid during the year, were all charged to maintenance of way. The increase in the item of labor repair-

ing track, is small, in comparison tiith the increased amount of business over the road.

The increase in the item of “ Repairs of Bridges,” was caused by

the loss by fire of Granville Bridge above Lewistown, and Bridge No. 7, on the Little Juniata, and the renewal of the cross-ties on all the bridges between the Susquehanna Bridge and Altoona.

The increased expenditure in watchman and &t&man account, arises from the increased number of watchmen put on the bridges,

and the increased number of switches on the road.

During the year there have been but few accidents on the road of a serious nature ;. the principal ones were the destruction of

Granville Bridge, and Bridge No. 7, on the Little Juniata.

Granville Bridge,,about one mile above Lewistown Station, was

discovered to be on fire about midnight, on the 3d of February, soon a.fter the passage of a train of cars, and, in a few hours, the superstructure was entirely consumed. The bridge was a Howe

truss of five spans, of 120 feet each in the clear, or about 630 feet of superstruct,ure, the track, 50 feet above the surface of the water in the river. Immediate preparations were made to rebuild it ; but,

from the severity of the weather, lumber could not be procured as

soon as in a milder season. Three of the spans were taken from the

PENNSYLVANIA RAILROAD COMPANY. 41 -A- --

stumps of the trees, sawed, and commenced being delivered the eighth day after the accident, and the business of’ the road was commenced

in eight days after- the trains crossing regularly on the morning of

the 19th day of the month.

About noon, on the 13th of May, Bridge No. 7, on the Little Juniata, caught fire from the locomotive of the emigrant train,

and in a short time was entirely consumed. A temporary bridge

was erected, and trains crossed on the 19th, six days after the accident. Except upon these two occasions, trains upon the roacl

have not been detained from any accident of a serious nature.

During the year there have been brought into use the second track from Millerstown to Lewistown, and from Barree to Spruce Creek. The following is a statement of second track laid and ready for use. The shorter portions are used for sidings :

. Harrisburg to Susquehanna Bridge,

West end of Susquehanna Bndge,

Cove Station, - -

Duncannon, - -

Aqueduct, - -

Bailey’s, - -

Newport, - -

Xllerstown to Lewistown,

Anderson’s, - -

McVeytown, - -

Manayunk, - -

Newton Hamilton, -

Mount Union, - -

Mill Creek, - -

Huntingdon, - -

Petersburgh, - -

Barree to Spruce Creek, -

Birmingham, - a

Tyrone, - - -

Kroizer’s, - -

Fostoria, - - -

Total, -

Miles. l?eet.

- 5 867

3,394

- 1 85

744

- 1 452

- 1. 433

- 1 68

- 26 4,725

m 1 533

- 4,900

- 1 1,577

- 1

- 2,829

- 4,960

- 4,s19

- 4,080

- 3 4,303

1,780

- 1 3,161

700

- 4,591

w 51 1,481 c_i

.


r

The distance from Harrisburg to Altoona is 131 miles. This leaves 80 miles of second track yet to be laid on the Eastern Division.

The grading and ballasting between Huntingdon and Altoona,

(except the b 11 t’ a as lng from Fostoria to Altoona, a distance of eight miles,) is completed. The ballasting for the eight miles yet to be done is under contract, and will be finished in the Spring. The second track laid from Altoona to Fostoria will be necessary, as

soon as it can be put down.

The track has been kept in good order throughout the year; a large amount of labor, charged “Labor repairing Track,” has been expended on renewing cross-t.ies. About 27,000 cross-ties have been remo-ved, and new ones substituted.

The riil appears to wear well ; very little renewing has been required ; 540 feet of track of steel capped rail was laid on the curve, at the east end of the Susquehanna Bridge in June last ; the end of one of the bars has been battered down, and also the

centre of another. These two rails are the only have been affected by the traffic over them.

ones that appear to

The bridges are all in a safe condition. The Susquehanna Bridge

has been repaired, and on all the bridges between the Susquehanna Bridge and Altoona, cross-ties have been renewed, and the covering on those that are covered has been arranged so that there will be no damage from fire from locomotives. Timber for six spans, of 120 feet

each, of Howe truss, are on hand, ready for framing in case of the loss of any by fire, or other causes. If this provision had been made before the Granville Bridge was burnt, it would have been rebuilt and in use some six or eight days sooner. The water sta-

tions at Newport and at Tuscarora have been completed, and the reservoirs at Mifflin, at Anderson’s, and at Mapleton are in operation. At all the stations where there is double track, pipes have

been carried across the road to accommodate engines running on either t’racki

A coal platform has been erected at Mifllin, which facilitates the loading of coal upon the engine tenders, and is a great saving of

time, labor, and expense. In making a track to t)his coal platform


it was necessary to remove a building belonging to the Company ; the frame was moved to a new foundation, and a comfortable dwelling made of it, for the occupancy of the foreman of the machine shop.

Siding room is wanted at Mifflin. A force has been employed in grading for further siding room, which will soon be completed. The capacity of the sidings, when finished, will accommodate 300 cars.

There are 29,919 cords of wood on hand, which is about equal to one year’s supply.

The employees in this department are entitled to credit for the manner in which they have attended to their duties during the

year. GEO. R. MOWRY,

First Assistant Superintendent Pennsylvania Railroad.

REPORT ’ OF THE

Second Assistant Superintendent.

H.J. LOMBAERT, ESQ,

Altoona, December 31, 1855.

Superintendent Pennsylvania Railroad.

On the 31st of December, 1854, there were 115 engines on the

Pennsylvania Railroad. Since that date there have been received

from M. W. Baldwin & Co. : 2 27-ton “ D ” freight engines. 1 23-ton “ C ” passenger engine.

Making a total of 118 engines now on the road.

The report of the Chief Clerk of the Motive Power Department,

herewith presented, shows in detail the mileage, the cost of repairs, and the expenses of engines during the last year, as well as their present condition.

It shows that there have been run by engines on the Western Division,

579,924 miles with freight trains.

308,031 miles with passenger trains.

Total, 88 7,955 miles.

There have been run by engines on the Eastern Division,

603,642 miles with freight trains.

372,432 miles with passenger trains.

Total, 976,074 miles.

Total freight engine mileage, - -

Total passenger engine mileage, -

-

-

- 1,183,566 miles.

- 680,464 “ ---

Total miles run by engines, - - - 1,864,030 miles.


The greatest mileage made with passenger trains on the Western

Division was by the engine Loyal Hannah, - - - 30,467 miles.

The average mileage of passenger engines on the Western Divi-

sion was - 18,200 <‘

The greatest mileage made with freight trains on the Western

Division was by the engine Ligonier, - - - - 24,513 I’

The average mileage of freight engines on the Western Division

was - - 12,607 “

The greatest mileage made with passenger trains on the Eastern

Division was by the engine Gazelle, - - - - 38,276 ”

The average mileage of passenger engines on the Eastern Divi-

sion was - 21,908 *’

The greatest mileage made with freight trains on the Eastern Di-

vision was by the engine Juniata, - - - - 24,695 “

The average mileage of freight engines on the Eastern Division

was - - - 14,723 ‘[

Total average mileage of passenger engines, - - - 20,013 ‘I

Total average mileage of freight engines, - - - 13,604 ”

The expense of repairing passenger engines is disproportionately large this year, owing to severe accidents that several of them have met with. The engine Atalanta struck a fallen tree, December 25, 1854, was overturned, and completely wrecked. Having been thoroughly rebuilt and replaced upon the road in March, 1855, this engine had been running only two weeks, when it struck a rock

upon the track, and was broken worse than before.

The expense of rebuilding the M(j%n engine has also been charged

to repairs of engines.

Rebuilding the boiler of the Cunzberland freight engine on a plan furnished by J. Harrison, Esq,, with a view to a more perfect com- bustion of bituminous coal, has also been charged to repairs account.

Also, certain alterations in the True American passenger engine, to test the advantages of using coke as fuel. g

Our experiments in this direction have been limited by the diffi-

culty of procuring good coke, but as fdr as tried have been attended

by successful results.

The Report of the General Car Inspector shows that there are

now on the road the following cars :


PASSENGER CARS.

Forty-four wide cars, adapted to the Harrisburg and Lancaster, and Pennsylvania Railroads ; seven narrow cars have been widened during the year, and one new car has been built to replace a narrow

passenger car destroyed last year on the Columbia Railroad, making an increase of eight wide cars.

Fifteen of the above forty-four cars have been rebuilt at the

Altoona shop during the year.

All are now in good order.

Twenty-four narrow passenger cars, adapted to the Columbia Railrond. During the year seven narrow cars have been altered to wide cars, as stated above, two have been sold to the Sunbury and Erie Railroad, and one to the Huntingdon and Broad Top

Railroad Company, making a decrease of ten in the number of narrow passenger cars.

Of the above, fourteen are in good order, and ten need rebuilding.

TWENTY-EIGHT EMIGRANT PASSENGER CARS.

Eight new emigrant cars have been built to replace old cars worn out ; three more require to be rebuilt to make the number full ; ten require considerable repairs, and the remainder are in good order.

.

BAGGAGE CARS.

14 baggage cars, with mail apartments. g 1‘ “ without “ IL

- Total, 23 eight-wheeled baggage cars.

One baggage car, which was originally a freight car, has been placed again under head of freight cars, reducing the number of

baggage cars one. FREIGHT CARS.

Eight-wheeled house cars, - - 1,170

Four-wheeled (’ ‘I - - 109

Eight wheeled stock cars, - - 113

Eight-wheeled. iron trucks, - - 102

Eight-wheeled wood trucks. - - 49

Four wheeled coal cars, - - 92

Total four-wheeled cars, - - - - 3,069

.


Of the stock cars, 29 are double decked, and 25 of the eight- wheeled house cars have shutters, and are arranged for carrying

either live stock or merchandise.

The freight cars are generally in good order.

Since last report, new freight cars have been added to the stock, as follows :

Eight-&heeled house cars, - - 117

Eight-wheeled stock cars, - - 8

Eight wheeled wood trucks, - - 3

Four-wheeled coal cars, - - 2 -

Total four-wheeled cars, - - - - 258

Of which there have been built at the Company’s shop at Al-

toona-

Eight wheeled house cars, - - 8

Eight-wheeled stock cars, - - 8

Eight-wheeled wood trucks, - - 3

Four-wheeled coal cars, - - 2

and 109 eight-wheeled house cars were purchased from the Trans- portation Companies. .

Freight cars, to replace others worn out or destroyed, have been built at the Company’s shops, as follows :

AT WEST PHTLADELPHIA SHOP.

Eight-wheeled house cars, - - ?

Four-wheeled house cars, - - 2 -

Total four-wheeled cars, - - - 16

AT HARRISBURG SHOP. s

Eight-wheeled house cars, - - 5

Four-wheeled house cars, . - - 13

Eight-wheeled iron trucks, - - 2 -

Total four-wheeled cars, - - - -


AT ALTOONS SHOP.

Eight wheeled house cars, - - - 13

Four-wheeled house cars, - - - 5

Eight wheeled iron trucks, - - - 2

Eight-wheeled wood trucks, - - - 6

Four-wheeled coal cars, - - - - 3 -

Total four-wheeled cars, - - - - 50

AT PITTSBURGH SHOP.

Eight-wheeled house cars, - - - 4

Four-wheeled house cars, - , - - 3

Eight-wheeled iron trucks, - - - 1

Four-wheeled coal cars, - - - - 1

Eight-wheeled wood trucks, - - - 3 -

Total four wheeled cars, - - - - 22

Total four-wheeled cars, rebuilt at the Company’s shops, to replace cars worn out,

or destroyed, - - - - - - - - - - 115

ENGINE HOUSES AND MACHINE SHOPS.

At Columbia, a frame extension of the engine house has been

made, and a new turn-table put in.

HARRISBURG SHOP.

There has been no change at this station. The office and store

room recommended last year have not been built, but are much

needed.

MIFFLIN SHOP.

.

The increased amount of work done here, makes the necessity for

a smith shop greater than it was a year since. A separate building for an office and store room is also recommended.

The engine house has only 13 available tracks fol; engines, and additional room is much required.

4


ALTOONA SHOP.

The new foundry and the erecting shop have been brought into use ; the latter is found to be of great, benefit, giving much ‘more

room for the general repairs of engines.

A two-span double track iron bridge, to replace Bridge No. 7 over the Little Juniata (burned last May), has been built here, and another iron bridge for the same stream, at Union Furnace, is now

in progress.

A brick house for drying sand, for the use of the engines, has lately been built here.

A passenger car shed would be of great advantage to the Corn- ’ pany at this point.

CONEMAUGH SHOP.

The situation of affairs at this place is much the same as last winter, and greater necessity exists than ever for increased accom-

modations for the shelter of engines here.

PITTSBURGH SHOP.

The addition to the engine house has been completed, and is amply sufficient for the present wants of the station.

SNOW PLOUGHS.

The number is the same as at last report, i. e. one large one on

wheels, and twelve to be attached to engines. All are in good order.

The Company is much indebted to the foremen of the shops, to

the engineers, and to the other employees in this department, for the valuable services they have rendered. To the enginemen, particu- larly, it is indebted for a large exemption from that class of accidents which can be avoided only by the exercise of great caution and good judgment on t,heir part. Many of these men have been

long in the service of the Company, and have risen through merit to the important and responsible positions they now fill, and have proved themselves worthy in every way of the conficlence reposed in them.

Respectfully submitted. ENOCH LEWIS,

Second A&t Sup’t Penna. Railroad.

REPORT

OF THE

Fifth’ Assistant Superintendent.

Altoona, January lst, 1856.

HERMAN J. LOMBAERT, ESQ.,

Superintendent Pennsylvania Railroad.

SIR :-The heavy and frequent rains during the past year, by washing down the slopes, and causing frequent slips, and also soften- ing the material, where of clay, under the ballast, has added very

materially to the expenses of the Maintenance of Way Department; but our road-bed is now in good condition, and we are prepared for

the heavy tonnage that is passing over the road.

The work on the mountain portion of the road, which was opened early in 1854, and gave us considerable trouble in the early part of that year, in consequence of slides, and settlement of some of the heavy embankments, is now in excellent condition ; almost the whole

of the cuts have been sloped, and the heavy embankments, with one or two exceptions, raised and widened; the material of which these embankments are made being almost entirely slate and rock, renders

them permanent, and the expenses on this portion of the road can

be very much reduced during the present year.

The arching of the Allegheny Tunnel, which was nearly com-

pleted at the time of my last report, was finished on February 17th. \\‘hen we consider the large amount of work that was done

after the opening of the road, within the narrow limits of that tunnel, without accident to the trains or obstruction to the business of

the road, while other works of a similar character, done under cor-


responding circumstances, have been attended with constant acci-

dents and detentions, we have great cause for congratulating our- selves upon the result ; the contractor, Thomas Rutter, Esq., spared no pains to do his work in a safe and permanent manner, and the result is the best encomium that can be given of the satisfactory performance. The whole of this tunnel, with the exception of 800

feet, is arched ; the roof in this portion is sandstone ; about two hun-

dred feet of this (which we call the high heading) is becoming a lit8tle doubtful, but can be made perfectly secure. by timbering; and as the roof is wet, the timber will be preserved from rdtting ;

the timber taken out in this part of the tunnel when we arched it, was perfectly saturated with water, and no portion showed any sign of decay, while in other places it decayed very rapidly.

The past year being very wet, it has given a very favorable op-

portunity of testing the good effects of the sloping through Laurel Hill and Chestnut Ridge; the places where sloped,‘which had be-

fore been the most, troublesome, required t.he least watching. At the side hill, on Section 58, where a large land slide has occurred of some two or three acres, I have changed the line, improving it

in point of curvature, and removing it out of reach of the slide ; the large amount of’ material that had been removed from the

slip at different times, prepared the ground in most places for this change, and it was made at a very trifling expense. I have also

made new locations at the slack water siding and dam of one mile

slack water; the lines as changed will be out of reach of the slides, and the waste material almost throughout forms a road-bed on the new location ; the line at the dam is very much improved in curva-

ture and distance.

On Brush Creek the cuts are still very troublesome; wherever sloping could be done incidentally, with second track work in furnishing material for embankment, I have had it done; the cuts at Stewart’s Station, where we suffered from falls early last year, have been sloped by the contractor for second track, and are now safe ; but those on Sections 18 and 19, on account, of the varying and treacherous nature of the material, are every year becoming more dangerous ; two or three heavy falls have occurred in one of these

cuts, and the seams of fire clay are wearing deeply into the sides of


the cuts. I would recommend for the safety of the road that these cuts be secured the present season, by sloping or underpinning, and

in the big cut, known as the TTcnneZ CUE, by arching a portion of it; the double track being completed on this part of the road would facilitate the work, as the travel could be turned on one side while the other was secured.

The Greensburgh Tunnel, in which several falls had occurred,

was arched this Summer and Autumn ; that on Section 37 (Curr’e Tunnel) has a good roof. It has been examined by our miners,

and a number of loose pieces at the west end taken down.

The plan adopted for securing the Greensburgh Embankments

proves successful. They have given very little trouble during the

past season. They would have been nearly completed for the second track, had not our trains been employed the greater part of the time in hauling stone for the Greensburgh Tunnel, iron, cross-ties,

and ballast, for laying the second track. The second track embankments gave way, also, on Sections 9 and 11, and at Beattie’s

and St. Clair Stations. They have been secured, either by walls, timbering, or cribbing, and are, with t’he exception of that on Sec- tion 9, permanently finished. After the test of the present wet

season and the heavy tonnage which has passed over our road, I think we need anticipate no further trouble with our embankments. Those at Greensburgh will be completed for double track this

season.

A considerable amount has yet to be expended for ballasting, in

consequence of the track in many places being laid on the embankments without ballast, and the slate ballast having to be removed and replaced by harcl stone. In another year the road should every- where be supplied with good ballast.

We have now completed, and in use, double track between Al-

toona and Johnstown, Blairsville Intersection and Carr’s Tunnel,

and Brinton’s Station and Pittsburgh. The double track between

Carr’s Tunnel and Greensburgh, and between Irwin’s Station and Brinton’s, is also closed, and will be ready to use the middle of this

month. Wherever sloping could be done previously to laying the track, it has been done. All the cuts between Blairsville and


Greensburgh, with the exception of that on Section 36 (Snodgraas’

Cut), the magnitude of which prevented its being done, have been sloped. No ballast has been used for the new work but sandstone,

limestone, or other hard rock, and the work has been done in a very permanent manner.

Below is a statement of length of double track laid at different places ; also, third track sidings, and sidings at Outer Depot,’

Pittsburgh :

From Pittsburgh to Irwins, - -

Second track used as siding at Manor Station, “ “ (1 at Radebaugh’s “ 1‘ “ at Greensburgh,

From Greensburgh to Blairsville,

Second track used as siding at Bolivar, - I‘ “ “ at Lockport, “ ‘1 ‘I at New Florence, “ ‘1 “ at Nineveh, - “ 1‘ “ at Slackwater, “ 1‘ “ at Dornock Point, ‘6 .‘ ‘L at Johnstown,

From Johnstown to Altoona, - -

Total double track laid, - -

Sidings at Outer Depot, Pittsburgh, -

Third track at East Liberty, IL

“

“

‘L

.L

I‘

‘L at Wilkinsburgh, (1 at Brinton’s, - ,‘ at Wall’s, - “ at Stewart’s, “ at Larimer’s, “ at Irwin’s, - I‘ on Section 26, “ at Greensburgh, “ at Latrobe, - ‘I at St. Clair, - “ at Derry, - “ at Hillside, -

6‘

“

‘( at Blairsvllle Intersection, - LL at New Florence, - ,L at Johnstown, w -

.

Miles.

22

20

38

ii ;5

4

Feet.

3,840

510

2,410

760

3,098

110

3,700

3,750

3,169

928

633

1,360

2,215 --

83 --_

.

636

200

1,125

525

2,400

900

772

720

1,020

1,350

760

1,100

1,850

1,337

1,170

820

947


Connection with Portage Road at Conemaugh, - -

Third track a.t Mineral Point, - - - - ‘I “ at Summerhill, - - - - ci 16 at Wilmore, - ‘. “ at Lilly’s, - - - - - ,‘ “ at Cresson, - “ “ at Gallitzin, - - - - - “ “ at east end of Allegheny Tunnel! - - “ ‘I at Kittanmg Point, - - - -

Total sidings at Outer Depot, Pittsburgh, and third tracks, s

825

400

1,100

900

1,051

2%

750

1,400

920

4,614

There still remains to be laid between Irwin’s and Greensburgh,

9 miles 1,570 feet, and Blairsville Intersection and Johnstown, less

the second track at stations, 22 miles 2,132 feet. The closing up

of these pieces would greatly facilitate the heavy business that is

doing upon the road.

Four new water’ stations have been erected during the year-at Cresson, Wilmore, Derry, and Carr’s Tunnel-giving us a pretty full supply of water for our engines. All these stations have large

stone reservoirs, instead of wooden tanks, insuring a sufficient supply of water for a heavy freight train, without detention-one

reservoir holding enough to water twenty engines. The supply

of water in Brush Creek is more limited than on any other part of the road. The new coal shaft, one-half mile east of IrwiG’s Station,

may be of advantage to us. There is at present a very strong

spring in this shaft, all of which wat,er must be pumped to the surface where t.he ground is high enough to pipe to our water station

at Irwin’s. When they extend their coal openings at this point,

the quantity of water must be increased. Water has been piped to Mineral Point from Salt Lick. A reservoir will be built there

the present season.

Early in February the freight sheds on the Monongahela wharf

at Pittsburgh were abandoned, and our freight business was moved to the new freight station (Duquesne Depot) at the foot of Liberty

Street. This building is 664 feet long, by 110 feet wide, having a

track running through the middle, the whole length of the house,

leaving two platforms -one for forwarding, the other for receiving


-on each side, the length of the building. This house is a.dmirably adapted to the purpose for which it is intended, and the heavy Western business which has been done gives evidence that it is not too large.

Freight warehouses are very much needed at Johnstown, Wil-

more, and Cresson Stations. At Johnstown the small temporary . building is not large enough to accommodate the freight, and in consequence, the cars are detained, and block up the siding. Pas- senger station-houses are also much needed at Irwin’s and Greens-

burgh. At Irwin’s there is no station-house, and the passengers occupy a room in the woodshed. At Greensburgh a temporary building is occupied, which is very oi;en and cold in the Winter, and the importance of the station makes it desirable that a good building should be provided.

Our bridges are in very good condition ; the trestle work on the Blairsville Branch will require painting, and the renewal of some sills in the Spring, which will put it in good order. When the risk from fire is taken into consideration, it would be very desirable,

when renewal is required, to substitute iron for our wooden bridges.

One thousand eight hundred cross-ties have been used in renewal during the year; the greater part of these were either to replace ties that had been made of old worm-eaten chestnut, or other un- sound timber; those made of thrifty white oak are perfectly sound, and should last for several years ; the hemlock ties used on the mountain (when hewn) answer a very good purpose, holding the

spikes better than the chestnut.

Twenty-eight thousand seven hundred and ten feet of rails have

been removed, equal to fourteen thousand three hundred and fifty-

five feet of track, 2& per cent. of the distance between Altoona and Pittsburgh ; of which two thousand three hundred and twenty-five feet have been broken by broken wheels. Where the Safe Harbor and Montour iron can be brought into comparison, the wear is more

than two to one in favor of the Safe Harbor ; the greater part of _ the iron that has been taken out, has only given out a short distance from the end, and can be patched. The rails on the curves above

Conemaugh are more worn than at any other place on our -road, in


consequence, I suppose, of the section boats passing over them,

which are very trying to the track.

But few foremen’s houses have been built on the Western Divi- sion ; and, in some places, the foremen have great difficulty in getting accommodations for themselves and hands. I would recommend erecting them, especially along Brush Creek and through Lanrel Hill and Chestnut Ridge, where other houses are very

scarce.

There are twenty-seven thousand nine hundred cords of wood on hand, more than half of which is on the mountain ; the supply of wood in the neighborhood of Pittsburgh is becoming scarce. We can furnish that division, for a part of the year, from the mountain, where we can buy a large surplus.

The past year has been remarkably free fro; accidents ; but one

or two detentions to the trains have occurred from slides, and our

road is supplied with good and trusty watchmen, who have, with

very few exceptions, discharged their duties faithfully.

It gives me much pleasure again to bear testimony to the faithful and efficient services of the foremen, whose divisions give evidence of their diligence and assiduity ; and I would again recommend a system of premiums to be awarded to these men ; much sometimes depends upon their exertions, and, where they have given undoubted

evidence of their faithfulness and fidelity, a reward of this kind

might be a stimulus to greater exertion.

The supervisors on this portion of the road have performed their

duties in a very satisfactory manner ; the interest of the Company receives their undivided attention, and the experience of the past

year adds still further to their fitness for their position ; they have been connected with the part of the road upon which they are on,

from about the time of its opening ; and their uniform diligence and attention to their duties, speaks more for them than any testimonial which I can offer.

The following tabular statement shows the’expenditure chargeable to the different accounts that have been made, in connection with

the Maintenance of Way Department on the Western Division:


MAINTENANCE OF WAY. Clerks, -

Chairs and spike;, -

Frogs and switcheqU - - - - -

Incidental, - - - - - -

Iron rail, - - - - - -

Labor, repairing track, - - - - -

Oil. tallow, and fluid, - - - - -

Renewing cross ties, - - - - -

Repairs, foreman and tool houses, - - -

Repairs, workmen’s houses, - - - -

Repairs, bridges, - - - - -

Repairs, telegraph, - - - - -

Repairs, road and hand cars, - - - - c Rernoving snow and ice, - - - -

Stationery and printing, - - - -

Superint,endence and supervisors,

Taxes on real estate, - - - - -

Tools and repairs of tools, - - - -

Watchmen and switchmen, - . .

Total,

CONSTRUCTION AND EQUIPMENT. Ballast, - - - -

‘Bridge superstructure, - -

Cars, road and hand, - -

Cross ties,

Engine house and machine shop,

Foremen and tool houses,

Graduation and masonry, -

Ground sills, - - -

Iron rail, - - -

Incidental,

Instruments and office furniture,

Road superstructure, - -

Real estate, - - -

Rod, chain. and axeman, -

Station and warehouse, - -

Spikes and bolts, - -

Stationery and printing, -

Telegraph line, - - -

Workmen’s houses, - -

Wells, pumps, and tanks,

- $240 00

1,839 92

2,576 53

- 154 47

1,200 00

55,065 14

5 00

- 2,855 70

83 75

63 25

- 575 65

- 96 41

m 173 36

. 2,298 03

56 86

4,290 00

323 27

761 21

33,685 85 ~_-I

- $106.344 39

- $14,214 84

- 476 07

601 63

1,929 50

- 1,921 Of

1,029 87

- 110,686 17

- 19 50

- 730 15

- 55 60

w 4 50

3,133 42

1,263 66

9 60

2,665 51

- 6 10

- 28 96

83 50

m 86 42

- 815 36

- $139,761 43

.

PENNSYLVANIA RAILROAD COMPANY. 59 -

1

MOTIVE POWER.

Coal, - - - - - _ - - $30,826 77

Expenses, water stations, - - - - - 2,498 58

Firemen, - - - - - - - - 158 96

Incidental, - - - - - - 174 20

Laborers, - - - - - - - 105 20

Labor, preparing wood, - - - - - - 7,460 83

Materials for Conemaugh shop, - - - - . 1 00

Materials for Pittsburgh shops, - - - - 67 40

011, - - - - _ - - 1,178 02

Repairs engine house, turn-table, and machine shops, - - 489 44

Repairs water stations and fixtures, - - - - a 432 22

Watch and switchmen, - - - - - - 5 00

Wood and hauling wood, - - - - 57,237 58

Total, - $100,635 20

CONDUCTING TRANSPORTATION.

FREIGHT DEPARTMENT.

Freight conductors, - - - - - $2 00

Freight brakemen, - - - - - - 4 00

Incidental, - - - - - - - 86 22

Loss and damage, - - - - - - 15 7.5

Labor and expenses, - - - - - 427 03

Repairs freight stations, rents, &c., - - - 353 86

-- $888 86

PASSENGER DEPARTMENT.

Fuel and light, - - - - - - $196 60

Incidental, - - - - - - - 185 60

Labor and expense?, - - - - - 438 24

Repairs passenger stations, rents, &c., - - - 150 70 -- 971 14

Total,

---

-$I,860 00


M.4INTENANCE OF CARS.

Repairs, passenger and baggage cars, - - - - - $100

Repairs, freight cars, - - - - - - - 2 81

Repairs, wood and ballast trucks, - - - - - 1425

Total, - $18 06


THOS. SEABROOK,

Fifth Assistant Superin tendent.

PENNSYLVANIA

RAILROAD

COMPANY.

61

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