fc79/ LiA* 1889 ID oo in ^r in C\J r- -O'vvvt -fcoY^f- ... \S~2. ( /\nvi S , n ' ISSvr ^ba "I*b3 i H, CHIEF ENGINEER'S OFFICE, MAUCH CHUNK, Aug., 1852. \H- ! " To the President and Directors of the Delaware, Lehigh, Sclmylkill A: Susquehanna Railroad Co. GENTLEMEN: , In pursuance with your instructions I have made a location and estimate for a railroad down the Valley of the Lehigh, from Mauch Chunk to a point on the eastern side of the Dela- ware River, opposite Easton. From the southern terminus of the Beaver Meadow Railroad, opposite Mauch Chunk to Parryville a distance of 6 miles the route will occupy the old Beaver Meadow grade, portions of which will have to be raised and widened and other portions entirely renewed, having been swept away by the freshets, 1841, and subsequent washings. This part of the line will require about 30,000 dollars to put it in condition to receive the super- structure, exclusive of the bridges across the Lehigh River and Mahoning Creek. From Parryville to the Gap, a distance of 6 mile*, the route crosses several sandy flats (in the aggregate about '2 miles) which vary from 1 to 15 feet below grade. The balance of the distance, 4 miles, it runs along the base of the Blue Mountains, which is very steep and abrupt, and is com- posed of red shale rock and gravel, excellent materials for the roadbed. From the Gap to the head of Swartz's dam, a distance of 11 miles, the route crosses the slate formation, which in some places presents very abrupt and irregular points, rendering it rather expensive constructing the road. Sections 17, 18 and 19 in- clude the heaviest portions. Sections 15, 16, 23 and 2-i also pass over some precipitous bluffs. All the stone required for masonry upon this portion of the route will have to be trans- ported from 1 to 5 miles. From this point to Allentown, a dis- tance of 6 miles, the route crosses the limestone formation, some parts of the line pass valleys or flats requiring embank- M531153 ments, other portions elevated flats which need to be excavated, and steep bluffs of rock rising nearly perpendicular from the water's edge need deep cutting. From Allentown to Bethle- hem, 5 miles, the route will occupy the site of the present public road a considerable portion of the distance; the rock upon this part of the line lies very near the surface and is of an excellent quality for building purposes. Quarries can be opened at a trifling cost, from which fine large stone may be procured for bridge abutments and other masonry requisite along the line. From Bethlehem to South Easton, a distance of 11 miles, the route crosses flats requiring embankments, along the slope of hills, &c., limestone bluffs to be excavated, and for a consider- able distance along the public road, the location of which will make a change of its location necessary. Through South Easton the route has not been entirely determined upon; be- tween the street and the canal, however, would seem to be the proper place. The limestone, sandstone and red shale occurr- ing on the line furnish good and cheap materials for the construction of the road, and, with the exception of that part of the route traversed by the slate, wherever stone are required, they can be procured without much expense. The location, though a preliminary one, is so near where the road must ultimately be made that I have based my estimate upon it. The limited time and assistance allotted me prevented my making a permanent location or taking such accurate meas- urements as I desired; yet as the line cannot be varied much the estimate will not be far from the true result. The ..curves may in some instances be eased at an additional cost, but gener- ally where the sharp curve occurs there would be a large increase of expense incurred in making them much lighter owing to the steep, precipitous bank. The curves with one exception are short, the longest on the route being 4,800 feet with a radius of 1,600 feet. The rest vary from 300 to 1,500 feet in length with radii of from 700 to 11,460 feet. Considerably more than half the distance will be in straight lines, varying from 500 feet to 1J miles in length. The grades are very favorable the descent in all cases (except the mile at South Easton) being in the direction of the trade. The maximum grade is 35.4 feet per mile and that for only 4,000 feet, and this may be reduced to 30 feet without great additional cost. The grades upon the ground do not occur in the order exhibited in the table, but are divided along the route, so that generally the light grade follows a heavy one. The grades are as follows: Descending 35.40 ft, per mile for miles 4,000 ft. do 28.00 " do " do 3,400 " do 21.10 " do " 3 do 160 " do 20.00 " do " do 3,000 " do 18.30 " do " do 2,600 " do 15.80 " do " 1 do 2,620 " do 14.80 " do " do 3,000 " do 12.70 " do " 3 do 2,360 " do 11.60 " do " 3 do 360 " do 10.60 " do " 1 do 1,120 " do 9.10 " do " 1 do 220 " do 7.90 " do " do 3,100 " do 7.10 " do " do 2,900 " do 6.60 " do " do 4,200 " do 5.80 " do " do 3,500 " do 5.30 " do " 8 do 3,860 " do 5.00 " do " 1 do 4,320 " do 4.20 " do " do 2,300 " do 3.70 " do " do 5,000 " do 2.60 " do " 7 do 1,440 " do Level " do " 6 do 1,020 " Ascending 18.5 " do 5,200 " through South Easton to the Delaware River. This grade may be avoided by intersecting with the Trenton and Belvidere Road. The road is laid out for a single track 14 feet wide at the grade line on embankments, and 20 feet wide in common earth cuts. The slopes are generally one and a half in one, except in rock where they are 3 inches better per foot. The bridges and culverts are ail calculated for a double track and the bridge across the Delaware can be so constructed as to admit of four tracks, two of them on the top, 60 feet above the river, to intersect the Central Railroad, and two underneath to intersect the Trenton and Belvidere Railroad. The masonry and other mechanical work is intended to be plain and cheap, but strong and durable. The superstructure estimated has a rail of 65 pounds to the yard, laid upon cross ties 30 inches apart from centre to centre. The estimate of the grading, masonry (except the bridge abutment and piers), changing of public roads and grubbing and clearing, is 821,695 dollars. The estimate for the superstruc- ture, including 4 miles of turnouts, frogs and switches is 375,- 000 dollars. The depots and other buildings necessary for the early use of the road I have estimated at 35,390 dollars. The total expenditure under these four heads amounts to 1,430,853 dollars, to which must be added the estimate for land and dam- ages. This is a matter that cannot be arrived at with any degree of accuracy without consulting personally each property holder, which I have neither had the time nor opportunity of doing. I have, however, made an estimate of the probable amount of land that will be required for a double track, and affixed such a price as I think will not fail to secure it. I place the amount at $100,000, which added to the items above enumerated makes the total $1,530,853. The prices are such as the work can be done for. I have averaged them as part of the work will cost less and part of it will probably cost more. In most places where embankment occurs there is not excavation sufficient to make it. The field work was commenced early in May (llth) and completed about the middle of June by our corps, under my immediate direction, since which time 1 have been engaged in the office making up the estimate which I now place before you. All of which is very respectfully submitted. ROBT. H. SAYEE, Chief Engineer Delaware, Lehigh, Schuylkill & Susquehanna Railroad. , LEHIGH VALLEY RAILROAD, Office of the Superintendent and Engineer. MAUOH CHUNK, Dec. 31, 1855. To the President and Directors of the Lehigh Valley Railroad. GENTLEMEN: In presenting this my first report to you it may be proper to give a short account of the progress of the work under my charge from the date of my connection with it up to the present time. On the eleventh of May, 1852, I commenced the survey and preliminary location of the line from Mauch Chunk to Easton, and completed it in the latter part of June, after which nothing was done in the field until the work was let to Asa Packer, contractor. About the first of October I again engaged a corps and started upon the permanent location of the road which I completed during the fall and winter. In De- cember Section !N"o. 46, including the heavy rock cut through Mount Ida, opposite Easton, together with the masonry for the bridge across the river Delaware was sublet to Messrs. At wood, Cook & Co. About the same time Sections ~So. 7 and 8, heavy rock cuts were let to Lentz & Bowman. In the same month the very heavy slate rock cutting w^as commenced by Mr. Packer, but under the immediate supervision and direction of Mr. Robt. Lockhart. Some of these cuts were over 100 feet in height and required a vast amount of labor to remove them. These heavy sections were let in advance of the balance of the work in order to complete the whole simultaneously. About the first of May, 1853, the residue of the line was sublet, and soon after the con- tractors generally commenced operations. The advance in the price of labor, provisions, &c., the scarcity of men and money ^and the great amount of sickness along the line the following summer, retarded the work very much. Many of the sub- contractors had to have their prices raised to enable them to proceed with the work, some few abandoned their jobs which 6 had to be relet, thereby causing much, vexatious delay. After proceeding with the work upon Section No. 46 until the latter part of February, I was directed to change the original plan so as to form a connection with the Belvidere Delaware Rail- road, as well as with the Central Eailroad of New Jersey. This involved a very material increase of labor and expense, and delayed the completion of the work several months. Entire new plans had to be arranged and drawn, these required time to perfect, as the connection was a difficult one to make, on account of the difference in elevation and direction of the two roads. After the completion of the plans for the bridge across the Delaware, the work was sublet to Messrs. Comins & Murphy, who erected the span across the Delaware Canal, after which their contract was declared abandoned and the work relet to John W. Murphy. Much difficulty was experienced in the erection of the bridge across the ri\ r er on account of frequent and continued high water. To obviate this difficulty it was suggested to try the experiment of raising the structure upon wire cables stretched from pier to pier. Mr. Murphy adopted the plan which proved eminently successful and enabled him to complete the work in a very satisfactory manner. The road was opened for the transportation of passengers from South Easton to Allentown on the eleventh of June, 1855, and two trains run daily to the latter place until the 12th of September, when the road was opened for travel to Mauch Chunk, one train a day being run until the 1st of October. Up to this time the road was operated by Mr. Packer, with rolling stock hired from the Central Railroad Company of New Jersey. At a meeting of the Board of Managers held on the 19th of September it \vas resolved to accept the road for running from and after Monday the 24th inst. with the assent of the contrac- tor. At the same meeting I was instructed to make arrange- ments with the Central Railroad Company of New Jersey for the running of the passenger trains upon your road, the time between the 19th and 24th being too short to perfect the run- ning arrangements. I did not commence operating the road for the Company until the 1st of October, previous to which I contracted with the Central Railroad Company of New Jersey to run two passenger trains daily from Easton to Mauch Chunk, connecting with the Philadelphia trains on the Belvidere Dela- ware Railroad, thus affording ample facilities to the travelling- public. On the 19th of Xovember, one of the Central Railroad train? \va> withdrawn and a freight train with passenger car attached was substituted. This arrangement not proving at all satisfactory to the public, and having in the meantime purchased a passenger locomotive and cars, on the 24th of December the nger train connecting with the early and late trains to and from Xew York and Philadelphia was run with our own cars; the Central Company still running the mid-day train. At the same time a daily freight train was put upon the road leaving Easton in the morning and returning in the evening. The re- ceipts from passengers has been very satisfactory in fact larger than was anticipated. The receipts from coal and miscellaneous freight has been limited by want of cars. The coal, iron and iron ore transported over the road has been in cars furnished by the Central Railroad Company, Beaver Meadow Railroad & Coal ( Yanpany and Packer, Carter & Co. In the early part of October an arrangement was entered into with Howard A: Co. of Philadelphia to do the freighting busines.- of the road (except coal, iron and iron ore) they fur- nishing car-, hands, &c., and paying at the rate of 3 cents per ton per mile for toll and transportation. An arrangement was also effected with A. D. Hope of Xew York for carrying his express matter at the rate of $150 per month. Your road is now in excellent running order and I think will compare favorably with any new road in the country. There has been some interruption caused by slides upon the track, but nothing of a serious nature has occurred to interrupt the travel. Xo passenger train has been delayed over 4 hours since the opening of the road. The cost of maintenance of w^ay has been greater than I anticipated owing partly to the materials used for ballast upon a portion of the track (slate gravel) crushing under the ties, but mainly to the continued and heavy rains of this fall and winter bringing down materials upon the track, rendering it necessary to employ a train and gang of men to keep it clear. There were several points along Kuntz' dam, where we cut through slate gravel lying upon the rock and not- withstanding the gravel was well sloped, the whole surface from the top of the hill has slid down, bringing trees, stumps, &c., with it. This material has had to be removed, and I have had it put upon the line of the second track, so that a portion of the amount charged to maintenance of way might with propriety be charged to construction. The length of your road from Mauch Chunk to its eastern terminus is 45 38/53 miles. This, together with the Belvidere, Delaware connection and the various sidings, make about 48^ miles of single track. The main track is laid with a rail weigh- ing 56 pounds per yard, supported upon cross-ties 6x7 inches and 7J feet long, placed 2^ feet apart, and one-fourth of it is ballasted with stone or gravel. The road has a descending or level grade from Mauch Chunk to Easton, and with the excep- tion of the curve at Mauch Chunk, has no curve of less than TOO feet radius. The sharpest of these curves may be improved by expending a considerable amount of money, but I doubt the propriety or necessity of doing this at present. When the con- templated connection with the Little Schuylkill is completed, thus forming the shortest route from Lake Erie to New York, it may become necessary in view of the increased rate of speed required to compete with other routes, to improve the heaviest curves. The masonry is all constructed for a double track road and is of the most permanent character. There is over a half mile of bridging upon the road, in length of spans varying from 30 to 183 feet. They are substantially built structures and are all arranged for two tracks. With this amount of wooden bridges upon the road you will perceive at a glance the constant risk you run of having the business interrupted by the destruc- tion of one of them. The mere loss of the bridge itself would be nothing compared to the partial or total suspension of a large business. This liability to interruption will, I hope, induce you to give your early attention to the subject of replacing them with iron and stone structures as soon as the finances of the Company will admit of it. Most of the creek bridges can be rebuilt of stone, but it w r ill be impracticable to build either of the river bridges of that material. Much prejudice has existed of late years against the use of iron in the construction of bridges but this has arisen, I think, from the fact of a number of iron bridges having failed. These failures, however, can probably all be traced to a want of knowledge shown in the plan and pro- portions of the structures. I have no doubt but that iron in- telligently used is the best and cheapest building material we have where permanency is required; and since the success of that great work of art (the spanning of Xiagara River with a wire suspension bridge), by Mr. Roebling, has been fully estab- lished, you need never be at a loss for the want of an imperish- able material for your bridges. Temporary passenger depots have been erected at Easton, Allentown and Mauch Chunk. At Bethlehem you occupy the house belonging to Mr. Packer, which makes a very good passenger house, and will probably answer your purpose for some time to come. You are using for passengers portions of the buildings erected by Howard & Co. for freight houses at Freemansburg, Catasauqua, Whitehall, Slatington and Lehighton. A permanent freight and passenger house is now in course of construction at Easton by the Central Railroad Company to be used jointly by the two roads. Plat- forms have been built at all the stations upon the road. A frame engine house for the accommodation of two engines has been erected at Mauch Chunk, and a temporary one to accom- modate one engine has been built at Whitehall. A turntable has been put in at Mauch Chunk; water stations have been erected at Lehigh Gap, Whitehall, Allentown and Chain Dam, affording an ample supply of water, except between Allentown and Chain Dam, and at Easton. These points, especially the former, must be supplied previous to the opening of the spring business. Bethlehem would seem to be the proper point and I would recommend the erection there at once of a steam engine of sufficient capacity to pump water and saw wood. The Presi- dent of the Thomas Iron Company has agreed to supply you with all the water you may want at Hokendauqua free of ex- pense, provided you will make that place a passenger station. This I have assented to and ordered the water tank put up. Arrangements should be made at an early day for water at South Easton. We are now using the engine house and turn- 10 table of the Central Railroad Company at Phillipsburg, which they have kindly tendered to us, and probably an arrangement might be effected with them for its use for some time to come, but in the event of any accident occurring to the trestling or bridge between South East on and Phillipsburg it would subject us to inconvenience and loss of time in running the engines backwards. I would, therefore, recommend the erection of engine house, car house and turntable at South Easton. There should also be an engine and car house erected at Mauch Chunk. Arrangements should be made as early as possible for the build- ing of repair shops. The efficiency of our engines will be greatly impaired and the cost of transportation materially in- creased unless our rolling stock is kept in good order. Wood sheds should also be erected and two years' supply of wood pur- chased so as always to have one year's supply of seasoned fuel on hand. Sidings have been put in at Mauch Chunk, Lehigh Gap, Slatington, Whitehall, Allentown, Bethlehem and South Easton. There should be several miles additional laid in the spring. There should also be a weigh scale put in at Mauch Chunk and some provision must be made for ground and sidings sufficient to make up the trains. Most of the coal operators in this region are expecting to increase their business, and several new works will go into operation during the spring and summer. The connection of our road with that of the Belvidere Delaware Railroad provides a down grade or level road from the mines to tide water, over which coal can be transported as cheaply as by any other improvement now in use. The diffi- culty of the difference in gauge has been obviated by construct- ing cars with wheels of broad tread that run equally well on both roads. The connection with the Central of New Jersey Railroad provides a communication to Newark, Jersey City, &c., which is as short as that from any other coal region and with far more favorable grades, there being no opposing grade greater than 21 feet per mile. The North Pennsylvania Railroad will probably be completed during the coming summer. This will open a new market to be supplied with coal and will also no doubt bring you a large amount of passenger and freight business. 11 The Morris Canal Company are constructing a branch from the eastern end of the Delaware bridge to their canal and are erecting conveniences for loading coal into their boats at that point, thereby saving them the risk and expense of ferrying their boat- across the river and doubling their boating facilities with- out any increase of capital. The Thomas Iron Company have constructed a branch from your road running into the bridge house of their furnaces, by means of which they unload their coal and iron ore where no handling is required, except to hoist it into their furnaces. This convenience of course gives our road the preference over any other improvement for supplying their works. The Crane Iron Company have raised the bridge across the river to a level with our road and contemplate making a con- nection in the spring, with a view of getting a portion of the coal for the supply of their works by railroad. The Lehigh Valley Iron Works, Alleiitowii Iron Works and Lehigh Zinc Works situated in such close proximity to your road, and with excellent opportunities for unloading their coal and ore, must eventually get all their supplies by railroad. With all these avenues open there can be no doubt but that upon the completion of the second track of the Beaver Meadow Knad your road will be filled with business. In view of this, active measures should be taken at once to supply a sufficient amount of rolling stock to meets its requirements. A survey has been completed of the route through Mahoning Valley to connect the Lehigh Valley and Little Schuylkill Rail- roads. The examinations develop a perfectly feasible route with small amount of curvature and no ascending grade coming east necessary. Total distance from the mouth of Mahoning Creek to Tamauqua 17 miles 250 feet. Length of tangents 14 miles 4,839 feet. Length of curved line 2 miles 691 feet. Total amount of curvature 412 degrees. Xumber of curves 13. Average degree of curvature 3 15' or 1,763 feet radius. The maximum grade is 50 feet per mile and is in favor of the coal trade. A heavy cut is encountered at the summit (4 miles from Tamauqua) by coming out of the Schuylkill Valley with a level grade, but in view of the immense coal tonnage that must 12 eventually pass over the road from the Schuylkill and Shamokin regions I would without hesitation recommend the level being preserved even at an increased cost. Upon further examination, however, I think this line will be found cheaper than one with ascending grades, from the fact of there being heavy embank- ments on each side of the cut, that would be materially increased by raising the grade. The general character of the work is heavy, the first four (4) miles after leaving Xamauqua is very heavy. The importance of the connection, however, would justify a large expenditure. I hope you will see the great im- portance of it, and have it put under contract immediately. Upon its completion and the completion of the Sunbury & Erie there will be a continuous line of railroad of uniform gauge from Lake Erie to EKzabethport, of less distance and far superior grades to any other route in operation or contemplation. The distance from Lake Erie to Philadelphia will be but 3 miles further via Lehigh Valley and North Pennsylvania than by the Little Schuylkill and Reading Railroads. This, I think, will secure to you at least one-half the travel to Philadelphia. The Little Schuylkill Company have in contemplation the construction of a railroad commencing about 5-J miles north of Tamauqua and running west about 6 miles into the Valley of the Mahanoy, from this point (10 miles east of Ashland) it may be necessary to make two roads, one opening the Mahanoy and the other the Shenandoah and Shamokin regions. In a communi- cation recently received from J. Edward Barnes, Superintendent of Little Schuylkill Company, he says : "The first of these basins is about 15 miles long by f wide. The second 20 miles long- by 1 mile wide. The third is greater in extent than either of the other. The coal of these several basins is of excellent quality, easily and cheaply mined, and has a large advantage over many other regions from the fact of considerable portion of it being above water level. The capacity of these several coal fields is equal to at least 3,000,000 per annum, which would furnish business for several roads. New York is only 153 miles from the western terminus of the Mahanoy basin and 160 miles from the western terminus of the Shenandoah (in which is situated the celebrated Ashland 13 mines), while a considerable portion of the Shamokin basin can be reached without exceeding that distance. The distance from these coal deposits is less to Xew York via Lehigh Valley and Little Schuylkill Railroads, and the grades and other natural ob- stacles less than by any other route. The only outlet at present for 500,000 tons of coal which they are prepared to mine in the Ashland district is the Mine Hill Road, whose acknowledged capacity is 1,000,000 tons per annum, but whose active business this year with great effort reached 125,000 tons. They sur- mount the Broad Mountain (which at Ashland is the southern boundary of the coal basin) with two planes, whose aggregate length is 9,000 feet and elevation TOO feet," Tamauqua is some 7 miles nearer Xew York than the first mine reached by the Beaver Meadow Railroad, this will give them- the advantage of about 20 cents per tdn in market over the Beaver Meadow region upon coal of the same quality and will, I think, induce a large shipment from that region. RECEIPTS AND EXPENDITURES FOR 1855. RECEIPTS. Coal. Pass. Ert. Total. October $ 912 47 $6,812 93 $ 94 34 $ 7,819 74 Xovember 2,648 42 6,223 44 590 03 9,461 89 December 1,792 43 5,675 44 1,768 45 9,236 32 $26,517 95 EXPENSES. October $ 4,501 15 Xovember 5,350 60 December 13,884 58 23,736 33 $ 2,781 62 15 LEHIGH VALLEY RAILROAD, Office of Superintendent and Engineer. BETHLEHEM, Xov. 30, 1856. To J. G. FELL, Esq., President Lehigli Valley Railroad Company. DEAR SIR: During the winter of 1855 I was instructed to contract for coal cars, but it was not until May that they began to come on and then very slowly. The first of January, 1856, your rolling stock consisted of one first class passenger engine, -1 first class freight engines and one fourth class engine, purchased from the Beaver Meadow Company for the repair and construction train, 4 passenger cars, 2 coal cars and 5 hand cars; yet with this dis- couraging state of affairs at the beginning of the year, at its close an amount of business was done over the road that must satisfy the expectations of its most sanguine friends, and should have the effect of placing its securities high in public favor. Owing to an inadequate supply of motive power and cars the coal business has been limited and has cost much more to do, than it would have done with a proper equipment. You have paid for motive power $11,883.69 and for car rent $15,720.36, both of these items are charged to coal transportation. The repairs of your locomotives have been large from two causes, both of which are in a fair way of being removed. The first has been the want of a shop of our own in which to do the neces- sary repairs, the latter and more fruitful source of trouble has been the overworking of your machinery, running the engines upon the road when they were totally unfit for service, because you had none to replace them with while being repaired; add to these causes you had one injured by the breaking down of the bridge at Easton, two injured in a collision, and have had to renew the furnace of the old engine purchased from the Beaver Meadow Company, these repairs amounting to over $3,500, should be classed as " extraordinary repairs." 16 ROAD-BED. The road-bed has been greatly improved during the past year, all the slopes that have caused trouble heretofore- have been removed, the side ditches have been thoroughly opened, and the banks in many places widened. TKACK. About one-fourth of the track is ballasted with broken stone and gravel, about f of a mile of track between Lehigh Gap and Slatington and ^ mile above Lehigh Gap, which has always been troublesome and expensive to keep up, has been thoroughly ballasted with broken stone. 6.64 miles of second track and 1.16 miles of side track have been graded. In addi- tion to this there are 4.5 miles of second track, including bridges and trestling and rock cuts, that were graded by the contractors in making the first track. There have been laid during the past year 4.5 miles of second track and 1.16 miles of sidings. The second track has been permanently laid with rails weighing 50 pounds per yard upon cross-ties 7x6 inches and 7^ feet long, placed 2 feet apart. The whole amount of track laid now is as follows: Main track, 45.72 miles. Second track, including Belvidere Delaware connection, 7.06 miles, sidings, 1.22 miles. 42 switches have been put in, 24 of which are in the main track and 18 in the second track and sidings. More track room is necessary at Mauch Chunk on which to make up the trains for the different roads. This seems to be indispensably necessary for the economical management of business. I would recom- mend the grading being done this winter so that it may be laid early in the spring. There should also be a half mile of track laid just above South Easton. This is all graded and would require but little expense to put it in condition to receive the rails. The track has been throughout the year and is now in in excellent order, no -accident of any kind having occurred from any defect in it. BRIDGES. There is over half a mile of truss bridges, and a like amount of trestling upon your road, all of which is now in good order. In the month of August one span of 180 feet in length of the bridge at Easton connecting the Lehigh Valley with the Central Road broke down while two locomotives were passing over it. Workmen had been adjusting the bridge a few days before, and probably screwed some of the rods a little 17 tighter than others thus throwing an undue strain upon a few. Some of these proving defective in the welds gave way and as the whole vitality of the structure depended upon the rods it fell when they broke. The catastrophe was no doubt hastened by ]i;i->iiiir t\vo heavy locomotives over together, yet it would even- tually have given way, with the ordinary trains crossing upon it. There were seven men upon the engines at the time, all of Avhom escaped without serious injury except one of the firemen, who was drowned, having fallen into the Morris Canal, and be- ing- held down by some part of the machinery. One of the engineers fell the entire distance, over 60 feet into the canal amid the broken timber and machinery, yet, strange to say, escaped with but slight injury. This span of the bridge being over the Belvidere Delaware Railroad and Moms Canal, the fall of it obstructed both those improvements until the wreck could be removed, which occupied 4 days in doing. The con- nection with Belvidere Delaware Railroad remained unbroken ?o that the coal business was not unfavorably affected. Passen- gers Avere run across on the lower track until the connection with the Central Railroad was completed, which was accom- plished in 23 days. Since this accident nearly all the bridges on the line have been very materially strengthened by the intro- duction of additional rods and braces. A competent man, AVm. Kellogg, has been employed, whose business it is to examine and keep them in thorough repair. The bridge over the Delaware should be covered as soon as the weather will permit, also that across the Lehigh at Mauch Chunk, across the Little Leliigh at Allentown and across the Saucon at Shiniersville. The water stations are in good condition on the entire line of the road and afford at all times an abundant supply of water. There have been erected this year, one at Parryville, one at the Gap, one at Hockendauqua and one at Bethlehem, there is also one in the course of construction at South Easton shops. The station at Bethlehem is supplied by pumping from the river by horse power. I Avould recommend the erection of a small stationary engine at this point to pump AA^ater and saw Avood. The Hoken- dauqua station is supplied AAith hot water from the furnaces. At South Easton the water Avill be pumped from the canal by 18 the shop power. All the other stations are supplied from running streams or springs. STATION HOUSES. There has been a passenger and freight house erected at Easton by the Central Railroad Company on your ground to be used jointly by the two Companies. At Free- mansburg, Catasauqua, Whitehall, Slatington and Mauch Chunk you are occupying a portion of the buildings erected by the Howard Express Company. At Bethlehem you are occupying the brick dwelling belonging to Mr. Packer, at Allentown a temporary building erected by the Company. At Laury's, Rockdale, Lehigh Gap and Weissport you occupy buildings erected by the owners of property at those points. In view of the completion of the North Pennsylvania Railroad and its con- nections with your road at Bethlehem I would recommend the erection of suitable station buildings, for the use of both Com- panies. At Allentown it is highly necessary that better accom- modations be provided for the travelling public. The present buildings are too small and totally unfit for the purpose. There should also be a passenger house built at Catasauqua and Hoken- dauqua. ENGINE HOUSE AND SHOPS. These buildings are so far com- pleted as to enable us to house 4 locomotives with shop room sufficient to do the repairs for a year or two to come. The stationary engine and necessary tools have been contracted for, and by the 15th of January the shop will be in operation. It is designed to complete accommodations for 5 more locomotives this winter. If additional motive power is purchased in the spring it will be necessary to extend the building. A black- ' smith shop and shop for the repairs of coal cars has been fitted up at this point. There is a frame engine house erected at Mauch Chunk that accommodates two locomotives; this is in- sufficient for the requirements of the business, besides being very insecure. In conclusion, I would say that although from want of sufficient equipment our business has not been done as systematically as I would desire, yet in point of economy and freedom from accident I think it will compare favorably with most roads. Our passenger trains have sometimes failed from unavoidable causes to make the connections with our connect- 19 ing lines, yet throughout the severe weather of last winter and the heavy slides in the spring, there has been but one day that the usual number of trips were not made over the road. Under the care of an overruling Providence we have been remarkably exempt from accident. No passenger having been injured in the least. There has been but one passenger car off the track, and that was caused by the breaking of a tender axle. 21 L REPORT OF TILE LEHIGH VALLEY RAILROAD COMPANY. The Directors of The Lehigh Valley Railroad Company pre- Coal Transportation $337,074 62 Passenger do 70,786 05 Miscellaneous freight 29,280 96 Mail 4,045 83 Total $441,187 46 * This is copy of printed report presented to the Stockholders by order of the Board of Directors, by the President. The Superintendent's original report, of which this is a short extract, has been mislaid and cannot be found. 22 EXPENDITURES. For Coal Transportation $136,304 67 " Passenger do 25,896 66 " Jliscellaneous freight 10,106 27 " Mail 154 99 172,462 59 Balance Net Earnings $268,724 87 Against which has been charged: Interest on bonds $76,710 00 " " floating debt 34,418 51 Salaries of President and Treasurer and Expenses of Philad'a Office. . 8,928 98 120,057 49 Leaving a Credit balance of $148,667 38 It is proposed to credit the dividend account with $107,670, being six per cent, upon the amount of stock issued; and the balance, $40,997.38, to the contingent account, against which will be charged the future purchases of iron and materials neces- sary to maintain the work. The road having been in operation but two years, the officers have not learned from actual experience, the average deterior- ation of the superstructure and machinery, 'but the above amount is a very large allowance for that object. During the year there has been Expended upon Construction $98,892 12 " " Machine Shops 6,000 00 u Telegraph line 2,440 00 " Real Estate 2,847 80 " " Locomotives 47,250 00 " Cars 104,477 96 There are laid and in use 57.8 miles of track, as follows: 45.72 miles of main track, and 12 miles of second track and sidings. There are also 8 miles of grading ready to lay, making nearly one-half of the whole road graded for a double track. The plan pursued by the Company, of gradually pushing out 23 the double track, will, in the course of a few years, secure its completion; the excavations, bridging and masonry being cal- culated for a double track. The equipment of the road consists of 15 locomotive engines, ' passenger and 2 baggage cars, 504 five-ton, and 305 ten-ton coal cars, besides 61 platform, gravel, ore and hand cars, equal to the transportation of 500,000 tons of coal, with the estimated ]>:i>s( -Hirer and merchandise business. The engine houses, water star ions and shops, are sufficient for the business of the year, and ir is the purpose of the Board to limit the expenditure to the ordinary repairs. If this purpose is rigidly adhered to, and the business of the year proves equal to the last, the Company will be enabled to liquidate the entire floating debt. Though the amount of this debt is not large, yet such is the distrust of the public in regard to railroad securities, that the Board have had to submit to the dictation of rates of interest, which the ability of the Company for ultimate payment ought to have secured them from. AVe have also had the mortification to see our bonds linger at prices much below their value, when compared with other securities upon the market. The first and only mortgage upon the road is for 1,500,000 dollars. The interest has been punctually paid out of the earnings, leaving for the stock during the past year six per cent., with a large contingent fund. That bonds of this class should command but 65 per cent, at this time, is an indication that capitalists have not informed themselves of their real value. The peculiar location of the road is such as to command a large trade with the least outlay of capital. At Mauch Chunk it con- nects with the Beaver Meadow Road, by which it has access to the extensive and rapidly developing coal fields of the Upper Lehigh. The success of the Beaver Meadow Railroad, now pay- ing 10 per cent, per annum on its stock, is some assurance what the Lehigh Valley may do in a short time. At Bethlehem, we connect with the Xorth Pennsylvania Railroad, and at Easton with the Belvidere Delaware and Central Railroads of Xew Jersey, thus giving us the benefit of three commanding outlets, all competing for the trade of our road, and saving us from the cost of expensive terminal arrangements. 24 The Fogelsville Railroad, extending from Catasauqua to Fogelsville, in Lehigli County, was completed during the past year. This road was constructed for the purpose of affording a supply of iron ore to the various furnaces along the line of the Lehigh Valley Eoad. This trade, now of great magnitude and importance, is destined to a large annual increase, the Valley of the Lehigh possessing advantages for the production of iron unsurpassed by any locality in the United States. GRADES. The grades of the Lehigh Valley Railroad are highly favorable, being an easy descent in the direction of the trade. As an evidence of this we will state the performance of two of our engines. During the six months from April to September, inclusive, the engine *" Catasauqua " ran 11,236 miles, and hauled 11,231 loaded, and 11,246 empty cars, of five tons each. In the month of July, the engine " Lehigh " made 26 round trips, with an average load of 535 tons of coal per day. These engines were built by Norris & Son, upon Phlegers patent for coal burners. The Board have not aimed to increase their trade by a reduc- tion of the rates below those of the Lehigh Canal, but have relied for their share upon the peculiar facilities which the road affords for a portion of the business; and we take the occasion to express our gratification with the harmony that exists between the two Companies. It remains for us to say, that the Company are much indebted to the energy and devoted attention of their Superintendent, R. H. Sayre, and their Cashier, John P. Cox, and to the various officers under them, for the performance of their duties. By order of the Board. J. GL FELL, President. Philadelphia, January 11, 1858. * Blew up at Catasauqua, Maj^ 16th, 1862. 25 [Reprint from Letter Circular.'] ANNUAL REPORT OF THE LEHIGH VALLEY KAILROAD COMPANY. The Directors of the Lehigh Valley Railroad Company present to the stock- holders the following report, for the year ending November 30, 1858 : The amount of Coal transported over the road for the year, was 471,029 tons, and was distributed as follows : To the Belvidere Delaware Railroad, 96,141 tons. " Central Railroad of New Jersey, - - 122,000 " " North Pennsylvania Railroad, - 66,123 " " Catasauqua and Foglesville Railroad, - 4.012 " " Morris Canal, 5,870 " Delivered on line of road, 176,883 " Total, 471,029 " Equal to 363,141 tons transported over the whole length of the road. During the same period, there was carried 117,745 passengers, equal to 36,925 over the whole length of the road. The following is a statement of the ordinary receipts and expenditures : RECEIPTS. For Coal transportation, $338,800 05 Passenger " 55 387 45 Express and Mails, - 5.679 47 Miscellaneous freight, 42,17838 442,045 35 EXPENDITURES. For Coal transportation, - 151,400 73 Passenger and Express transportation, 27,881 57 Mail and Freight 15,391 46 194,673 76 Balance, net earnings, $247,371 59 26 Against which. has been charged: Interest on Bonds, - - $84,300 00 Current interest, . 16,939 22 Salaries and office expenses, 6,760 00 Dividend in December, - - - - 112,138 00 220,137 22 Leaving a credit balance of $27,234 37 Included in the ordinary expenditures as above stated, is the sum of $17,208.90, used for the purchase of railroad iron and other materials, and for the settlement of sundry claims for damages by fire, etc. A portion of the iron was used for the construction of the double track, but as we had sufficient margin in our net receipts to cover it, we thought better to put it all into the current expenses, than to fall into the too com- mon error of increasing the permanent accounts. During the year, there has been Charged to Construction, - - $56,795 71 Machine Shops, 1,825 75 Telegraph Line, - 1,295 86 Real Estate, 2,850 79 " Car account, 2,025 00 The Telegraph line was completed and opened for use in the latter part of January. The advantages to railroad operations, from the use of this invention, are very great, especially on lines where there is not a continu- ous double track. An engine-house was completed early in the year at Mauch Chunk, for the accommodation of four engines. There has been laid during the year, 1 8-10 miles of siding; 11 switches put in the main and second track; 7% miles main track thoroughly ballasted, and 1% miles of second track and sidings graded. The repairs upon the upper sections of our road (27^ miles), laid origi- nally with the Danville and English iron, have been much heavier than upon the remaining portion of the road, which was principally laid with Phoenixville iron. On the first named portion, 124 bars per mile have been repaired and renewed, while on the latter, but 34 bars per mile. It will be necessary to make provision for rebuilding the bridges at Mauch Chunk, Allentown, Freemansburg and two spans of the bridge at Easton. It is believed that the present wooden structures should be replaced by iron, as being free from the liability to decay and the accidents of fire, and in the end more economical. The Quakake Road, connecting the Beaver Meadow and Catawissa Roads, was opened during the Fall. Our road is thus brought into a connected line from New York and Philadelphia to Northern Pennsylvania and West- ern New York. If but a small portion of the anticipations of some are realized, the importance to our road, from being connected with the trade of those sections, can hardly be estimated. The East Pennsylvania Railroad, connecting with our road at Allentown, and the Lebanon Valley at Reading, will be open for use early in the Spring. The friends of that enterprise are confident that a large business in the transportation of live stock and other heavy articles, between the West and New York may be carried on over this route. Seventeen miles of our road will be used in this connection, and the trade is confidently relied upon to swell our annual revenue. To prepare for the various increasing demands which will be made upon us, will necessarily call upon the Company to push forward without much delay, until completed, their second track, with the requisite stations, machine shops and appliances, besides procuring a running equipment commensurate with the business to be done. The various competing lines from the different coal fields to tide-water, are struggling to secure a full share of this important trade. Whatever advantages may be secured for the present by any one of the lines, through spasmodic exertions or very low charges, will have to be yielded in the end, unless supported by the real advantages of favorable distance and grade, as compared with its competitors. By a comparison on these points of the Lehigh Valley and its connections with other routes, it will be seen that we need not fear the ultimate result. It remains for us to say that the Company are much indebted to their various officers, for the faithful and diligent discharge of their duties. By order of the Board, J. G. FELL, President. Philadelphia, January 10, 1859. 29 LEHIGH VALLEY RAILROAD, Office of the Superintendent and Engineer. BETHLEHEM, Jan'y 4, 1850. I. ( i. FELL, Esq., President Lehigh Valley Railroad. DEAR SIR: I herewith submit report of the business of the Lehigh Valley Railroad for fiscal year ending November 30, 1858. The whole amount of coal carried over the road was 471,029 tons (being an increase of 52,794 tons over last year) and was distributed as follows: To the Belvidere Delaware Railroad 96,141 tons " " Central Railroad of -Xew Jersey 122,000 " " " Xorth Pennsylvania Railroad 66,123 " " " Catasauqua A: Eogelsville Railroad 4,012 " " " Morris Canal 5,870 " Delivered on line of the road, including Phillips- burg, Cooper's Furnace, &c 176,883 " Total ....................... 471,029 tons Equal to 363, l4l tons transported over the w ? hole length of the road, at a cost of 41.2 cents per ton (2 more than last year). During the same period there were carried 117,745 passengers (being a decrease from last year of 10,143) equal to 36,925 over the whole length of the road at a cost of 75.5 per passenger (14.S cents more than last year). The pig iron, iron ore, lime stone and miscellaneous freight has increased largely this year. The ore and lime stone have been transported by the Thomas Iron Company principally we have received the tolls only. The following is a statement of the ordinary receipts and ex- penditures. In the latter is included all the iron, timber and labor for strengthening and protecting the bridges and trestlings. The masonry has been charged to construction. 30 RECEIPTS. From Coal Transportation $338,800 05 " Passenger do 55,387 45 Express 3,379 47 " Mails 2,300 00 " Freight . 42,178 38 $442,045 35 EXPENDITURES. For Coal Transportation $151,400 73 " Passenger and Express Trans- portation 27,881 57 " Mail 92 50 " Freight 15,298 96 $194,673 76 Balance E"et Earnings $247,371 59 Compared with last year the receipts from coal transportation show an increase of $1,725 43 From passengers a decrease of 12,019 13 " freight an increase of 12,897 42 " mails a decrease of 1,745 83 The increased receipts from coal bears no proportion to the increased quantity transported, from the fact that the freight was reduced early in the season. The decreased receipts from passengers is attributable to three causes, viz.: The reduced amount received from express companies. The general prostra- tion of business, and the fact that our trains have not been run so as to afford good accommodations to the local travel. The in- creased receipts from freight proceeds from the largely increased amount transported together with a new arrangement effected with Howard & Co. for doing the business. The decrease from mail has been owing to the receipts for service in 1856 being included in last year. It has been our custom to return the receipts of one month with the expenditures of the one pre- ceding it. This was done as a matter of convenience. I thought proper to change the plan and have therefore in addition to the 31 expenditures for the 12 months ending October 31, added the pay rolls of Xovember amounting to $6,713.47. During the year there has been charged to construction $24.275.16. To machine shop $1,825.76. To telegraph $1,295.86. To real estate $2,851.79. To cars $2,025. The telegraph line was completed and opened for use in the latter part of January. An engine house was completed early in the year at Mauch Chunk for the accommodation of 4 engines. Another for the engine of the repair and construction train is very much needed about the middle of the road. During the excessive dry weather of the past season it became necessary to increase our water tanks. Three large ones have been erected. One at South Easton, one at Hokendauqua and another at Rockdale. We will require another at the Gap and one near Slatington to insure us a full supply of water at all times. There have been laid during the past year 1.8 miles of sidings, 11 switches put in main and second track, 7.5 miles of main track thoroughly ballasted, and 1J miles of second track and sidings graded. The repairs upon the four upper sections of our road, a dis- tance of 27.5 miles, laid originally with Danville, Trenton and English iron, have been very much heavier than upon the re- maining portion of the road, which was laid with Phoenixville iron principally. On the first named portion 124 bars per mile have been repaired and renewed. On the last named 34 bars per mile have been repaired and renewed. An additional track will be wanted at Easton if any amount of coal is to be shipped via Delaware Division. It would facilitate matters very much to have the second track completed from Mauch Chunk to Parryville, from Laury's to Catasauqua, and from Bethlehem to Ereemansburg. If our business does not increase so as to make it absolutely necessary I think it would be good policy to do this work and it would insure more regularity in our trains, and enable us to run our heavy ones at a reduced rate of speed. Two of our small bridges, one of 15 the other of 20 feet span, have been replaced by substantial stone arches. It will be necessary to make pro- vision for rebuilding the bridges at Mauch Chunk, Allentown, Freemansburg, and two spans at Easton. Suitable station 32 houses are very much needed at Bethlehem, Allentown and Mauch Chunk. The question of stand room for loaded and empty cars at Mauch Chunk is one of importance. Consider- able extra labor is required for the business we are now doing. How a largely increased business can be accommodated there remains to be seen. Suitable shops for the repairs of engines and cars should be erected. We are now using a part of our engine house at South Easton. It is too small and unfit for the amount of work to be done. We should have a convenient shop and more tools to do the repairs economically. Our equipment has been increased but little. Six five-ton and four ten-ton cars have been added. We have always been short of motive power, which has been the principal cause of the large repairs put upon it. In addition to the two engines ordered we want another for the freight. This might be fitted up in our own shop by purchasing the frame and castings. The advantage of this arrangement would be that we would have an extra force that would be of service in case of extraordinary repairs. Our connections are increasing, and I trust the policy of our Board will be to cultivate and encourage trade from all and to offer reasonable facilities for the business we may derive from them. The travel and freight from the Quakake thus far has been light, but I am satisfied that it can be largely increased by pursuing a proper policy. The East Pennsylvania Railroad Company will complete their road in the spring, forming a new and direct route between New York and the West. They will expect their passengers and freight to be transferred over our road without change of cars. With the exception of the disaster caused by the breaking down of the Allentown Bridge we have been remarkably exempt from accident. No passenger travelling upon our road has been injured in the slightest. My acknowledgments are due to my assistants for the eco- nomical, skillful and energetic manner in which they have per- formed the duties devolving upon them. Yours respectfully, ROBT. H. SAYRE, Superintendent and Engineer. [Reprint from Letter Circular.] ANNUAL REPORT OF THE LEHIGH YALLEY RAILROAD COMPANY FOR THE YEAR ENDING NOVEMBER 30, 1859. The Board of Directors of the Lehigh Valley Railroad Company present to the Stockholders the following Report of the operations of the Company for the year ending November 30, 1859. Referring to the comprehensive Report of the Superintendent and Engi- neer, R. H. SAYRE, Esq., they do not deem it essential to refer to the details. The chief business of the Road is the transportation of Anthracite Coal ; 74^ per cent, of the entire receipts being derived from that source. The relation of the Lehigh Valley Road, therefore, to this great interest, is that which mainly engages the attention of its Stockholders. We do not mean to disregard the ordinary freight and passenger traffic ; but while giving those departments all reasonable encouragement, the general arrangement and equipment of the work has reference to the heavy transportation of coal and iron. The whole amount of coal transported over the Road was 577,651 tons, against 471,029 tons for the year 1858; being an increase of 106,622 tons, and was distributed as follows : 1859. 1858. To the Belvidere Del. R. R. , - 181,152 tons. 96,141 tons. " Central R. R. of N. Jersey, 182,222 " 122,000 " North Pennsylvania R. R., 77,483 " 66,123 " " East Pennsylvania R. R. , 3,579 " " Catasauqua & F. R. R. , - 4,384 " 4,012 " " Morris Canal, - 4,688 " 5,870 " Delivered on line of Road, - - - 174,143 " 176,883 " Total, .... 577,651 " 471,029 " It will be perceived that the increase is altogether from through coal, arising from the fact that our rates approximated nearer to competing rates than heretofore. The following is a statement of the receipts and expenditures : RECEIPTS. From Coal Transportation, " Passengers, Express and Mail, " Miscellaneous Freight, EXPENDITURES. For Coal Transportation, $160,895 67 " Passengers, Express and Mail, - 28,085 76 " Miscellaneous Freight, - 22,991 07 Balance, Net Earnings, Against which has been charged: Interest on Bonds, $85,020 00 Current Interest, 8,257 86 Salaries and Office Expenses, ; - 6,259 40 Dividend in December, being 6 per cent, per year, ending Nov. 30, - 117,981 00 Leaving a Credit Balance of - $391,766 81 68,161 70 65,937 97 $525,866 48 211.972 50 313,893 98 217,518 26 $96,375 72 $62,797.06 of which has been used in new constructions during the year, and the balance applied to liquidating the debts of the Company. Of the $1,500,000 authorized to be issued under the first and only mort- gage of the Company, $83,000 still remain unsold. This amount has been kept as a reserve, in case of any extraordinary demand upon the resources of the Company. They have been able to keep the floating debt within the limits represen- ted by the ordinary purchases of materials for the maintenance of the work. This is very encouraging when we regard its rapid development. During the year the East Pennsylvania Railroad was finished and put in- to use. This Road forms part of a line from New York to the West, and sanguine hopes are entertained by its builders that a share of the trade between those points will be carried over it. Seventeen miles of the Lehigh Valley Road will be used in this connection. The business from the Quakake connection has produced to the Com- pany a gross revenue of about twelve thousand dollars, which was earned without material increase of expenditure. Viewed in this light, the aid extended to that work may be regarded with favor. The peculiar advantages of the valley of the Lehigh, for the production of iron, are becoming every day more apparent. The furnaces along the line of the Road make annually upwards of 150,000 tons of pig iron, at as low a cost as in any other location in the Union. There is now being erected at Allentown a large Rolling Mill for the man- 35 ufacture of railroad iron, which will no doubt be followed by others of similar character. The remarkable position of the Lehigh Valley, in reference to the three great coal fields, with the New York and Eastern markets, is claiming the attention of all parties interested. There is no question that the best outlet for a large portion of the Wyom- ing Valley is through Solomon's Gap, and thence to the Lehigh. Fifteen miles of railroad from Penn Haven to White Haven will give uninterrupted communication by rail from both Philadelphia and New York, thus giving an impetus to the trade heretofore unfelt. Parties feeling a deep interest in that work have already taken steps towards its construction ; thus placing its early completion as a probable result. The Lehigh Valley Railroad will be benefitted throughout its entire length by the filling up of this link. The Lehigh Luzerne Railroad, connecting the Hazleton Road with the Black Creek Valley, was finished during the year, by which a large and valuable field of superior coal was opened to the market. The feelings of the people of Schuylkill County, in regard to the value of the Lehigh Valley as an outlet, is evidenced by their earnest efforts to pro- cure the completion of the East Mahanoy, Tamaqua and Lehighton, and Auburn and Allentown Railroads ; all of which connect with the Lehigh Valley Railroad, and by it give to their respective regions the most direct route to New York. The Delaware and Raritan Canal Company are now engaged in the erection of extensive facilities at Arnboy for the transhipment of coal, which, when completed, will create additional inducements for trade to seek this direction to market. The Central Railroad of New Jersey has increased its shipping capacity at Elizabethport to an extent that will meet the full requirements of the present trade in that direction. The coal trade, after several seasons of depression, is now experiencing the invigorating effects of a healthy demand, and we do not entertain a doubt that as much trade will be offered to us as our equipments will accommodate. Upon the whole, we congratulate our Stockholders upon the present position and future prospects of the work. By order of the Board, J. G. FELL, President. Philadelphia, January 9, 1860. 01 LEHIGH VALLEY RAILROAD, Office of the Superintendent and Engineer. BETHLEHEM, Jan'y 4, 1860. J. G. FELL. Esq., President Lehigh Valley Railroad. DEAR SIR: The following report of the business of The Lehigh Valley Railroad for the fiscal year ending Xovember 30th, 1859, is re- spectfully submitted. The whole amount of coal transported over the road was 577.051 tons, and was distributed as follows: To the Belvidere Delaware Railroad 131,152 tons " " Central Railroad of Xew Jersey 182,222 " " " North Pennsylvania Railroad 77,483 " " " East Pennsylvania do 3,579 " " " Catasauqua and Fogelsville Railroad 4,384 " " " Morris Canal 4,688 " Delivered on the line of the road 174,143 " Total 577,651 tons Equal to 480,753 tons transported over the whole length of the road. During the same period there were carried 126,672 passen- ircivs, equal to 41,981 over the whole length of the road. The pig iron, iron ore, lime stone and miscellaneous freight show a large and satisfactory increase this year and amounts in the aggregate to 186,774 tons. The following is a statement of the ordinary receipts and expenditures: RECEIPTS. Erom Coal Transportation . $391,766 81 Passenger, Express and Mail 68,161 70 Freight 65,937 97 $525,866 48 38 EXPENDITURES. .For Coal Transportation $160,896 07 " Passenger, Express and Mail. 28,085 76 " Freight 22,991 07 211,972 90 Balance net earnings $313,893 58 Compared with last year the receipts from coal transportation show an increase of $52,966 76 From passenger, mail and express transportation show an increase of 7,094 78 " freight transportation show an increase of.. 23,759 59 The number of miles run by coal and freight trains was 138,551, and the receipts per mile run were $3.30. The number of miles run by passenger trains was 75,920, and the receipts per mile run were 89.7 cents. Total mileage of all trains, including gravel trains, 241,439. Average receipts from all sources per mile run were $2.18. The cost per mile run, including all trains, 87.8 cents. During the year there has been charged to construction: For grading and masonry for new shops at South Easton $ 9,418 72 " labor on second track and sidings 12,318 25 " railroad ties, chairs, spikes and frogs 5,470 00 " old railroad iron used for second track and sidings and on hand 25,000 00 " covering bridges 3,614 16 " engine house and boarding house at Laury's 1,088 97 " car shop, smith shop, passenger car house at Mauch Chunk 2,423 93 " store house and new tank 381 34 " connection at Delaware Canal basin 101 83 " Masonry at Easton bridge and culverts 3,049 12 Making a total of $62,866 32 There has been charged to machine shops (for tools and ma- chinery) the sum of $4,834.93, and to real estate $1,259.97. 89 During the past year there have been 2. IS miles of second track and 2.17 miles of sidings laid. There are now in use (in- chiding the Bt-lvidere Delaware Railroad connections) 13 miles ond track and 5.85 miles of sidings. Two miles of second track arid nearly two miles of sidings have been graded, and there are now 10 miles of second track graded ready for the rails. One span of bridge of 130 feet and the trestling at the connection with the Belvidere Delaware Railroad has been re- moved and an embankment substituted. One span of 165 feet of the bridge connecting the Central Railroad with ours has been replaced by a substantial iron structure. The main bridge at Easton, those over Balliet's Creek, Trout Creek and Lizzard Creek have been enclosed and painted. One truss of 66 feet span across the public road near Easton, one of 35 feet span at Allentown and one of 37 feet span near Catasauqua have been rebuilt. There has been expended on bridges, exclusive of the iron one, $7,288.83. The necessary walls have been erected at Coplay Station to dispense with 670 feet lineal of trestling by substituting an embankment which we are now at work upon. We are also widening the rock cut at Easton with a view of dis- pensing with 600 feet lineal of trestling at that point. The grading of the grounds about the engine house and shops at South Easton is completed and the foundations laid for machine, boiler and blacksmith shops of sufficient dimensions to accom- modate our repairs for a number of years. A stone building 138 by 36, two stories high, has been erected for the purpose of repairing and building cars. There has been expended in these improvements $9,4] 8.72. There has been an engine house built at Laury's Station for the accommodation of the engine used on the construction and repair train. There has also been a boarding house erected for the men engaged with the train. Extensive repairs have been made to the lii'ist mill on our property at the mouth of Mahoning Creek, and a storehouse erected for receiving grain and shipping the products of the mill. At Mauch Chunk a shop was purchased and a blacksmith shop built for the repairs of coal cars. Our road equipment has been increased during the past year by the addition of two first class freight engines, two passenger engines 40 (all coal burners), 100 eight wheel coal cars, two first class pas- senger cars and nine platform cars. In anticipation of the increase of business next year, two first class freight engines have been ordered. Lumber has been purchased for building 100 eight wheel cars and the necessary machinery is now being put in the shop at South Easton to enable us to build them. Your attention is respectfully called to the necessity of pro- viding suitable station houses at Bethlehem, Allentown, Cata- sauqua, Slatington and Mauch Chunk for the better accommoda- tion of the public. The business from the Quakake and East Pennsylvania Rail- road has not been so large as was anticipated. It is steadily improving, however, and will in time, with a proper arrange- ment of trains add materially to our revenue. Erom the former we have received this year about $12,000, and from the latter (which was completed in May), about $8,474. The Ironton Railroad, connecting with us one mile above the Lehigh Valley Iron Works, and extending out to the ore district of North Whitehall, a distance of 5 miles, will be completed the present winter, and will bring considerable tonnage to our road. There is a large rolling mill in the course of erection at Allentown which will no doubt contribute largely to our local business. The track has been kept in good order and our trains have run with a great degree of 'regularity. "No accidents have occurred and but one serious interruption. This was occasioned by a severe freshet in the " Little Lehigh," which undermined the trestling at the mouth of the stream and caused a delay of our business of two days. To provide against a similar occur- rence, there should be an iron bridge built over the stream at an early day. I trust the work of replacing our wooden struc- tures with iron ones w r ill go on vigorously and that the day is not remote when we. will be released from all apprehensions of danger from decayed timbers, fire or freshet. It is gratifying to again report the fidelity and zeal of our officers and employees generally. Very respectfully yours, ROBT. II. SAYRE, Superintendent and Engineer. LEHIGH VALLEY RAILROAD, Office of Superintendent and Engineer. BETHLEHEM, Xov. 30, 1860. J. G. FELL, Esq., President Lehigh Valley Railroad Co. DEAR SIR: The following report of the business of the Lehigh Valley Railroad for the fiscal year ending Xovember 30, 1860, is respectfully submitted. The whole amount of coal transporta- tion over the road was 730,642 tons, and was distributed as follows : 1860. 1859. To the Belvidere Delaware Railroad. . 146,931 131,152 tons " " Central Railroad of X. J 271,262 182,222 " " " Xorth Penn. Railroad 91,327 77,484 " " " East 11,030 3,579 " " " Catasauqua & Fog. Railroad. . 4,875 4,384 " " " Ironton Railroad 463 " " Morris Canal 997 4,688 " Delivered on the line of road 203,757 .174,143 " Totals 730,642 577,652 tons Equal to 618,585 tons transported over the whole length of the road. During the same period there were carried 158,120^ passen- gers, equal to 48,167 over the whole length of the road. The pig iron, iron ore, lime stone and miscellaneous freight show a large and satisfactory increase this year, and amount in the aggregate to over 250,000 tons. The following is a statement of the ordinary receipts and expenditures : 42 RECEIPTS. From Coal Transportation $514,530 40 " Passenger, Express and Mail 78,537 79 " Freight 86,840 40 $679,908 59 EXPEKDITUBES. For Coal Transportation $258,408 68 " Passenger, Express and Mail . 41,523 09 " Freight 37,937 28 337,869 05 $342,039 54 Compared with last year the receipts from coal show an increase of $122,763 59 From passenger, mail and express an increase of . . 10,376 09 From freight an increase of . . 20,902 43 The number of miles run by coal and freight trains was 183,500, and receipts per mile run $3.27. The number of miles run by passenger trains was 89,490, and the receipts per mile run 87.7 cents. Total mileage of all trains, including gravel and construction, 329,630. Receipts from all sources per mile run $2.06. Included in the ordinary expenses as above stated are the following sums: For the purchase of railroad iron $38,206 15 " iron bridge at Easton 8,008 52 Widening rock cut at Easton. 10,503 55 Embankments and masonry at Coplay 4,406 58 Iron turn-table at Mauch Chunk 1,354 12 Damages to persons and property 5,175 62 Loss of locomotive Excelsior, March 28, 1860. . . 8,000 00 43 There has been charged to construction the following sums: Xew shops, &c., at South Easton $20,96i> 83 ( Jar house at Mauch Chunk 1,540 26 Ki -i-rvoir at South Easton 578 66 I 'avenger depot at Allentown 4,165 50 Do and freight depot at Catasauqua 932 04 Land at Glendon for side tracks 1,138 79 Railroad iron 11,420 40 < Iroes-ties 3,196 50 Chairs 807 55 Spikes 771 50 Second track and sidings 12,201 15 Xew water tanks, depot at Maucli Chunk 2,533 21 $60,247 7'.' There have been 2.6 miles of second track and 1 mile of siding laid, and there are now in use (including the Belvidere Delaware connection) 15.6 miles of second track and 6.7 miles of sidings. 3.2 miles of second track have been graded and there are now 10.6 miles ready for the ballast and track. The road-bed has been much improved during the past year. The cut at Easton has been enlarged and about 600 lineal feet of trestling dispensed with. This was a tedious and expensive piece of work on account of the great care requisite to prevent interruption to the trains. Considerable progress has been made toward filling up the trestling above Easton Station. A third track which has been much needed for stand room is now being graded above our shops at South Easton. The grading for a third track at Bethlehem, long enough to stand 200 cars upon, is nearly completed. A double track embankment has been sub- stituted for 670 feet of trestling at Coplay. The single track trestling at Lehigh Valley Furnace has been replaced by a sub- stantial double track trestling. The side drains have all been cleaned out, and the material used for widening out the banks. The track is now in better condition than at any former period. Almost the entire length of it has been thoroughly ballasted with broken stone or gravel. 1,900 tons of new iron has been used 44 in repairs, together with 10,643 new chairs and 34,668 cross-ties, Considerable pains have been taken to get large sized ties, which, with the superior character of the new chair used, secures us a track equal to the best in the country. A great saving in the cost of repairs to machinery has been effected by the improved condition of our track. Our second track has been used as sid- ings or turnouts only. By laying 1 J miles of track we will con- nect the sidings between Catasauqua and Laury's, giving us 7 miles of second track at a very desirable point for passing trains. This and the completion of the grading and laying the second track from Mauch Chunk to Parryville will add much to the capacity of our road and should be done as early as possible. The iron bridge erected at Easton proves to be a very permanent structure and is looked upon with favor by all who have exam- ined it. A year's use has tended to strengthen my confidence in it. The bridge across the Saucon at Freemansburg (2 spans of 65 feet each), should be rebuilt during the coming summer. The bridge across the Little Lehigh at Allentown (2 spans of 130 feet each), is being replaced by an iron structure similar in principle and manner of construction to that at Easton. The bridge at Slatington, 106 feet span, that across Lizzard Creek, 86 feet span, and 4 spans of 82 feet each at Mauch Chunk, should be rebuilt this year. A new water tank and house of very substantial character have been built at Bethlehem, also new tanks at Whitehall and Parryville. A commodious and handsome brick station house for passengers has been built at Allentown. It is quite an ornament to the tow r n and gives very general satisfaction to the citizens as well as the travelling pub- lic. A brick station for passengers and freight is nearly com- pleted at Catasauqua. Plans have been prepared for passenger and freight house at Slatington, where it is much needed. The station house at Mauch Chunk has been enlarged and moved back far enough from the- main track to admit of the laying an independent track upon which the freight and -passenger cars may receive and discharge their cargoes without interrupting business upon the main line. The station house at Easton is the source of much anxiety on account of the combustible materials of which it is built, and the certainty of the destruction of it and 45 the trestling in the event of its taking fire. It should be re- placed with a stone structure and I am now having plans prer pared for the same. .V frame building, 165 by 32 feet, has been erected at ]Mauch Chunk for housing our passenger cars. A very excellent iron turntable, 50 feet in diameter has been put in at Mauch Chunk. It was built by F. C. Lowthrop of Trenton, and is equal, if not superior to any I have seen, though costing $230 less than tables of that size usually do. Our repair shops at South Easton are about completed and will compare favorably with any establishment of the kind in the country. They are built of stone, and consist of machine shop, 150 by 60 feet, boiler and blacksmith shop, 150 by 40 feet, car shop, 128 by 36 feet, two stories high, and engine house 40 by 30 feet. Arrangements have been made for having a full sup- ply of water on hand at all times so as to be prepared in case of fire. When the reservoir is completed there will be sufficient head to force the water over our highest buildings. The equip- ment of the road has been increased by the addition of two first class freight engines built by Wm. Mason. 78 eight wheel iron truck coal cars, 2 first class baggage cars, 15 platform cars and 10 hand and gravel cars, all of which were built at our own shops, except 30 of the coal cars. We have lost one locomotive by explosion so that our equipment at present consists of 20 locomotives of all classes, 509 four wheel and 485 eight wheel coal cars, 34 eight wheel platform cars, 8 passenger cars, 4 bag- gage cars and 47 gravel and hand cars. The timber is on hand and all the iron work completed for building 51 eight wheeled coal cars. The business from the Quakake and Eastern Pennsylvania Railroads shows a handsome increase and will no doubt continue to improve. From the former we have received about $14,800, and from the latter about $25,000. The Catasauqua and Fogelsville and Ironton Railroads each contribute to swell our business, and will, as the iron interests of our valley increase, extend their influence and add more largely to our income. A permanent location of the Penn Haven and White Haven Rail- road has been made during the past summer. Examinations 46 made demonstrate the fact that a good road can be built to con- nect the Lehigh and Susquehanna Railroad and Beaver Meadow Railroad, at a moderate cost, with maximum grades in the direc- tion of the trade of 37 feet per mile, and no curve of less than 500 feet radius will be required. Great interest is felt in this enterprise by the coal, operators in Wyoming Valley, and its completion will bring our road into the most direct and best route between Wyoming Valley and the cities of Philadelphia and New York. Two routes have been examined for connect- ing the great Mahanoy coal field with our road, thence to Trenton and New York by the Belvidere Delaware and Central Railroads. The first by way of Mahoning Valley to Tamauqua thence by Little Schuylkill and East Mahanoy Railroad, requir- ing 17 miles of new road, at a cost of say, $600,000. The second is by way of Beaver Meadow and Quakake Railroads, thence into the eastern end of Mahanoy Valley, requiring four or five miles of new road, at a cost of say, $75,000. The first named route will give us a good connection with the Schuylkill Valley and with the Sunbury and Erie via East Mahanoy and Mt. Carmel Railroads to Sunbury. The completion of the several links spoken of forming the connection, between the rich valleys of the Schuylkill and Susquehanna, and the cities of Philadelphia and New York, will have the effect of placing the Lehigh Valley Railroad foremost in the great carrying lines of the country. Our local coal trade has increased handsomely during the year just passed, and an early adjustment of the political and financial difficulties of the country wall enable me at the close of another year to record a still greater increase. There are now four first class blast furnaces and two rolling mill in the course of erection, which will consume about 100,000 tons of coal annually, all of which, together with portions of the ore, limestone, &c., and the product of the furnaces, may be secured to our road. The completion of the bridge over the river connecting the Carbon Iron Works with our road, has resulted in securing to us a large share of their business. A third passenger train was put upon the road about the first of June, in order to make 47 satisfactory connections with other roads. The result has been t<> decrease slightly our receipts per mile run, though it has given excellent facilities to the travelling public, and affords very general satisfaction. By reference to the annexed tables you will see that the mileage of our engines has increased 88,191 miles, with the addition of but one engine to last year's number. This indi- cates a much heavier service for each engine; yet from the improved condition of our track and the superior character of our engines of recent purchase, our expenses for repairs of loco- motives has been reduced 2 cents per mile run. My acknowledgments are due to our officers and employees generally, for the faithful and diligent discharge of their duties, and especially so to Mr. Cox, who performed the duties of Superintendent during my absence of nearly five months. Very respectfully yours, KOBT. H. SAYEE, Superintendent and Engineer. 49 LEHIGH VALLEY RAILROAD, Office of Superintendent and Engineer. BETHLEHEM, Xov. 30th, 1861. 1 . ( r. FELL, Esq., President Lehigh Valley Railroad Co. DEAR SIR: The following report of the business of the Lehigh Valley Railroad for the fiscal year ending November 30, 1861, is re- spectfully submitted. The total amount of coal transported over the road was 743,672 tons, and was distributed as follows: To u the Belvidere Delaware Railroad . . ( entral Railroad of X J 1861. 146,622 260 393 1860. 146,931 1 271 262 tons u it " Xorth Penna. Railroad 98,389 91,327 it ft " East 10,6"2 11,030 it u ti " Catasauqua t Pennsylvania Railroad. 43,400 01 Xorth Pennsylvania Railroad 27,871 76 Catawissa Railroad 14,85." 4J Our business relations with the several connecting roads has been harmonious and pleasant. A location has been made for the extension of the Quakake Railroad into the Mahanoy and Shenandoah coal basins. It is proposed to build ten miles from the junction, six of which will be over coal. It can be com- pleted at a cost of say, $150,000. Measures are being taken that will secure the building of it at an early day. It will, I think, add largely to our coal tonnage. A charter has been secured and location made for a railroad from Mauch Chunk to the Mahanoy tunnel and K"orth Mahanoy basin via Xesquehon- ing Valley. It is intended to be built by parties owning the canal between Mauch Chunk and tidewater, but a connection with our road at Mauch Chunk will secure to it the tonnage during the winter season at least. The coal from Mahanoy Valley via the tunnel destined for Xew York water, can only be secured during the entire season, by our building the Mahoning branch. This, I believe, the true interests of the Company demand, and should be done speedily. Xothing has been done upon the Penn Haven and White Haven Railroad since the date of my last report. The disturbed state 56 of the political and financial affairs of the country rendering it imprudent to attempt the further prosecution of the enterprise for the present. It is, however, a very important connection, and its completion at as early a day as circumstances will admit of, very desirable, as it will undoubtedly be a paying improve- ment and add largely to the receipts of our road. In conclusion, permit me to say, that it is gratifying to again bear testimony to the faithfulness and diligence of the heads of the various departments of transportation and repairs, and to the employees generally. Very respectfully yours, KOBT. H. SAYKE, Superintendent and Engineer. [Reprint March 15, 1899.] SEVENTH ANNUAL REPORT OF THE BOAED OF MANAGEES OF THE LEHIGH VALLEY RAIL-ROAD COMPANY JANUARY 12, 1863. MAUCH CHUNK : TOLAN & HIBBS, PBINTEKS. 1863. \Reprint March 15, 1899.} SEVENTH ANNUAL REPORT OF THE BOAED OF MANAGEES OF THE LEHIGH VALLEY RAIL-ROAD COMPANY JANUARY 12, 1863. MAUCH CHUXK : TOLAX & BIBBS, PEINTERS 1863. OFFICERS AND MANAGERS OF THE LEHIGH VALLEY RAIL ROAD COMPANY, FOB 1863. PRESIDENT, ASA PACKER. R. F. STOCKTON, E. A. PACKER, MANAGERS, JOHN TAYLOR JOHNSTON, J. G. FELL, JOHN N. HUTCHINSON, JOSIAH 0. STEARNS. ROBERT A. PACKER, EDWARD H. TROTTER, W. H. GATZMER, ASHBEL WELCH, JOHN KNECHT, DAVID THOMAS. SECRETARY AND TREASURER, WM. H. ELY. ENGINEER AND SUPERINTENDENT, ROBERT H. SAYRE. SEVENTH ANNUAL REPORT OF THE BOARD OF MANAGERS OF THE ' 1 ftih ftollef JaikrtaS The Managers of tne Lehigh Valley Rail-Road Com- pany present to the Stockholders the following Report, for the year ending November 29th, 1862. The amount of Coal transported over the road was 882,5 7-i Tons, and was distributed as follows : 1862. 1861. To the Central Rail Road of New Jersey. . 306,834 Tons. 260,393 Tons. Belvidere Delaware Rail Road 125,503 North Pennsylvania Rail Road 103,947 Morris Canal 43,296 Delaware Canal 29,605 East Pennsylvania Rail Road 6,667 Catasauqua and Fogelsville R. R. . 2,257 Ironton Rail Road 1 ,214 Del vered on line of the Road 263,261 146,622 98,389 1,271 10,622 4,290 1,141 220,944 Total 882,574 " 743,672 " Equal to 747,930 tons transported over the whole length of the road. During the same period there were transported 193,246 passengers, equal to 61,152 over the whole length of the road. The miscellaneous freight, which includes Pig Iron, Lime Stone, Lumber, Live Stock, Merchandise, &c., show a very decided and satisfactory increase, and amounts to about 420,000 tons. The following is a statement of the ordinary receipts and expenditures : RECEIPTS. From Coal Transportation , $630,624 90 " Passengers, Express and Mail Transportation 89,470 27 " Freight Transportation 135,959 36 $856,054 53 EXPENDITURES. For Coal Transportation $295,724 22 " Passenger, Express and Mail Transp'n 48,19276 " Freight Transportation 63,635 84 $407,552 82 Balance, nett earnings $448,501 71 Balance to credit of profit and loss acc't., Nov. 30, 1861. . 176,324 99 $624,826 70 Against which has been charged : Dividend paid May 1, 1862, four per cent on Capital Stock, $2,297,250.00 $91,890 00 Dividend paid Nov. 1, 1862, four per cent on Capital Stock, $2,297,250.00 91,890 00 Six per cent on $1,465,000 Bonds 87,900 00 Taxes.. 1.533 50 $273,213 50 Leaving a balance of profits Nov. 29, 1862, of $351,613 20 Against which is to be charged as a renewal fund, depreci- ation in rolling stock, and unfinished repairs of damages by freshet, &c. Compared with last year, the Receipts from Coal show an increase of 130,746 98 " Passengers 7,35231 " Freight 38,46391 Increase in Receipts $176,563 20, or 25.9 per cent. Increase in Expenses 86,415 17, or 26.8 per cent. Increase in Nett Receipts 90, 148 03, or 25. 1 per cent. Included in the ordinary expenses, as above stated, are the following items : Damages by high water (as far as paid) $55,392 66 Rail Road Iron 65,993 54 Cross-ties, Chairs and Spikes 13,174 06 New Bridges 8,719 79 Sundry Claims and Damages by fire 1.990 47 $145,270 52 During the year there has been charged : To Construction 34,104 20 To Car Account 66,040 05 To Real Estate 2,715 68 To Locomotives 68,386 65 The condensed balance sheet, herewith submitted, shows the financial condition of the Company. There was laid during the year 3.42 miles of second track, and 1.34; miles of sidings. A portion of this was carried away by the freshet, but most of it has been relaid, and there is now in use 20.1 miles of second track, and 7.5 miles of sidings. There is 9.8 miles of second track graded and ready for the track. On the night of the 4th, and morning of the 5th, of June, there occurred the most destructive freshet ever known in the Lehigh Yalley. Our road suffered very considerable injuries, and coal shipments were suspended until the 8th of Julv. 8 The superstructure and masonry of the bridges across the canal and river near Mauch Chunk, and the superstructure of the Mahoning Creek Bridge were swept away; the bridge across the public road near Hockendauqua was removed from its foundation ; the bridge across the street below Allentown station was displaced ; the iron bridge across the Little Lehigh was raised up by the accumulation of drift-wood under it, and some of the parts displaced. One of the piers of the bridge over the Delaware was seriously injured. Three and one-quarter miles of the embankment of main track were very much washed, and a large portion of it entirely gone ; about two miles more of it so injured as to need repairs to make it safe for business. Over five miles of the main-track was moved from its bed ; some of it turned upside down and covered with gravel ; other portions of it carried into the river, the iron bent and broken, and some of it entirely lost. 4.3 miles of second-track embankment was washed away, and nearly one and a half miles of track was removed from its bed, and portions of it lost. The water had so far receded on the morning of the 6th as to enable us to commence repairs, which were prose- cuted with vigor. Our passenger trains were run from Easton to Allen- town on the evening of the 7th ; to Laury's on the morn- ing of the 10th; to Slatington on the morning of the 12th; to the bridge below Mauch Chunk on the evening of the 18th ; and to Mauch Chunk station on the evening of July 3d. The repairs of the Beaver Meadow Road not being fin- ished, the coal business was not resumed until the 8th, between which time and November 29th, there were 500,647 tons of coal transported over the road. . The masonry for the canal and river bridge is nearly completed, and an iron superstructure is in course of con- struction. A stone arch of eight and a half feet span over Beaver Run, and a stone viaduct of three spans of twenty-two feet each, have been built over Lizzard Creek ; a double track timber bridge, of sixty-two feet span, for the Mahoning Creek, is framed and ready to be put up. At Slatington a new passenger and freight house, and a double track wooden bridge of eighty-two feet span are nearly completed. Most of the work has been done upon two spans, of sixty two feet each, of iron bridge, to replace the wooden structure at Freemansburg ; 324 feet lineal of double track trestling, at Easton Depot, has been renewed. New arches have been put upon the span of bridge over the Delaware canal, and the pier which was injured thoroughly repaired. The track is now in good order, though not quite so permanent and smooth as it was previous to the freshet. 65 10 Efforts were made to increase our motive power and cars to meet the requirements of the trade, but were not entirely successful. 72,254 tons of coal from the Lehigh region passed over the Eeading Rail-road, via Quakake, in consequence of our incapacity to meet the sudden demand made upon us in consequence of the destruction of the canal. Six first-class freight and two passenger engines were put on the road during the year, and two more first-class freight engines have been ordered from Wm. Mason & Co., to be delivered in April next. There have been built at our shops 110 eight wheel iron truck Coal cars. 12 " " " Flat cars. 6 four " *' Coal cars, and 16 eight " " Coal cars purchased. There were about fifteen coal cars lost by the freshet, and some twenty more badly damaged. The iron works on the line of our road are prospering, and now bid fair to give us a large increase of tonnage next year. The work of extending the Quakake Rail-road into the Mahanoy coal basin, has progressed favorably, and it is expected to open the Road as far as Mahanoy City in the Spring, when we may expect an addition to our coal ton- nage from that region. 11 The Penn Haven and White Haven Rail-road was put under contract last July, and has been pushed as vigor- ously as the scarcity of labor would admit. Fully one- fourth of the work is now done, and it is expected to open the line for business, through to Wyoming Valley, next fall. It is expected that the Schuylkill Haven and Lehigh River Rail-road will be completed within the year 1863. This, with the great desire of the Schuylkill coal operators to reach New York waters by a continuous rail route throughout the year, will without doubt, induce a large coal tonnage. In view of these improvements the double tracking of our road becomes a necessity, and we have taken such measures as will secure its completion within the next year. It remains for us to say that the Company are much indebted to their various officers for the faithful and dili- gent discharge of their duties. By order of the Board. ASA PACKER, PRESIDENT. Chunk, Pa., \ January 12, 1863. J 12 lOGQ^OOOOOi-ICDi-iOSCO CO^t-Ot-OOr-iCOOOlOC^iO S S 1 t-Oi>C3COOSOO^-000000 oo 3 OOOlOO}(MT-t<>iOCOeOi-"CQ 1O1OWT-1CQ I-HTH OS T-I -^ OS C< "^ ^ s ^ 1 ! 1 8 "<; * 1 :::: : ::::::: 6 | * " " CO j r^n w PH PH A^ Z^ r~l C^ g 00 0) ^ ^ ffl 03 ^ : : : : ^ | w >> fl tn 03 > ,0 OH [^ Q M . K^ ^ ET NOVEMBI i i i ^ i I ^ f ^ 1 1 i i 1 1 1 . 1 1 1 1 a 5 1 f I I I'.T -5 1 1 * 3 * ^O^ccflHc^^^o cc C^QC^CwOc^^ O^^nJ-^C^ PSJtfPHOEHpHSHPHG'U i 0) 1 1 Penn Haven and Debts due the C H w 02 So t^ co o o JO S S O O O -i I T- i O 1O ii 1O O O CM rj< 00 OO CQ C^ 1O "^ CO OS CO u i 2 l> 1O 00 1O -r-t 1O O C* j j Cl ^ ^ St : PQ ^ - I ^^A^N W rg ..... 02 9 . a ^ a ( ; ; 8 C IFH co ' 5* *o| J -u Q g 'S 8 ^ o ' O ^ ,& *J ^3 fe O CO O C) aj p-t 2 rt -^ o ^ G C/) ^^ g 1 1 1I II 1 1 3 w 6 S S P 69 LEHIGH VALLEY RAILROAD, Office of Superintendent and Engineer. BETHLEHEM, Xov. 30, 1862. ASA PACKKR, Esq., President Lehigh Valley Railroad Company. SIR: The following report of the business of the Lehigh Valley Railroad for the fiscal year ending November 30, 1862, is re- spectfully submitted. The total amount of coal transported over the road was 882,- 547 tons, and was distributed as follows: 1862. 1861. Delivered on the line of the road ____ 263,261 220,944 tons Ironton Railroad ......... 1,214 1,141 " Cat. & Fogelsville R. R... 2,2ii7 4.290 " East Penna. Railroad ...... 6,667 10,622 " Xorth Penna. Railroad ____ 103,947 98,389 " Delaware Canal .......... 29,605 Belvidere Delaware R. R. . . 125,503 146,622 " Morris Canal ........... 43,296 1,271 " Central R. R. of X. J ..... 306,824 260,393 " 882,574 743,672 tons Equal to 747,930 tons transported over the whole length of road or 34,404,795 tons transported one mile. During the same period there were transported 193,246 passengers, equal to 61,152 over the whole length of road, or 2,812,980 passengers transported one mile. The miscellaneous freight, which includes pig iron, iron ore, limestone, lumber, live stock, merchandise, &c., &c., shows a very decided and satisfactory increase and amounts to about 420,000 tons. Much of this tonnage is moved but a short distance, and on part of it we receive tolls only. The following is a statment of the receipts and expenditures: 70 RECEIPTS. From Coal Transportation $630,624 90 " Passenger, Express and Mail 89,470 27 " Freight 135,959 36 $856,054 53 EXPENDITURES. For Coal Transportation $295,724 22 " Passenger, Express and Mail. . 48,192 76 " Freight 63,635 84 407,552 82 ,501 71 Compared with last year the receipts from coal show an in- crease of $130,746 98 From passengers an increase of 7,352 31 From freight an increase of 38,463 91 Increase in receipts $176,563.20 or 25.9 per cent. " " expenses 86,415.17 or 26.8 " " net receipts 90,148.03 or 25.1 The mileage of trains and earnings per mile run were as fol- lows : 1862. 1861. Miles. Earnings. Miles. Earnings. Coal and freight trains 229,880 $3.33^ 203,060 $2.94 Passenger trains 97,450 .91& 97,760 .84 Drilling & construction trains. 43,390 39,020 370,720 $3.30^ 339,840 2.00 Included in the ordinary expenses as above stated are the fol- lowing items: Damages by high water $55,392 66 Eailroad iron (400 tons on hand) 65,993 54 Cross-ties, chairs and spikes 13,174 06 New bridges 8,719 79 Damages to persons and property 1,990 47 71 There has been charged to construction as follows: Xew track $30,827 68 Shops at Mauch Chunk and South Easton 1,269 29 Tool houses, cVrc 199 70 R-<-rvoir 568 49 Slatington depot and Gap water tank 439 04 Land at Glendon. , 800 00 $34,104 20 There were laid during the year 3.42 miles of second track and 1.34 miles of sidings, a portion of this was carried away by the freshet, but most of it has been relaid, and there are now in use 20.1 miles of second track and 7.5 miles of sidings. There are 9.8 miles of second track graded and ready for the track. On the night of the 4th and the morning of the 5th of June there occurred the most destructive freshet ever known in the Lehigh Valley. Our road suffered very considerable injuries, and coal shipments were suspended until the 8th of July. The superstructure and masonry of the bridges across the canal and river near Mauch Chunk and the superstructure of the Mahoning Creek bridge were swept away. The bridge across the public rad near Llokendauqua was removed from its foundation, the bridge across the street below Allentown station was displaced, the iron bridge across the Little Lehigh was raised up by the accumulation of drift wood under it and some of the parts dis- placed. One of the piers of the bridge over the Delaware was seriously injured. 3^ miles of the embankment of main track were very much washed and a large portion of it entirely gone, about 2 miles more of it so injured as to need repairs to make it safe for business. Over 5 miles of the main track were moved from its bed; some of it was turned upside down and covered with gravel, other portions of it carried into the river, the iron bent and broken, and some of it entirely lost. 4.3 miles of second track embankment were washed away, and nearly 1^ miles of track were removed from its bed and portions of it lost. The water had so far receded in the morning of the 6th as to enable us to commence repairs, which were prosecuted with 72 vigor. Our passenger trains were run from Easton to Allen- town on the evening of the 7th, to Laury's on the morning of the 10th, to Slatington on the morning of the 12th. The track was laid through to south end of the bridge near Mauch Chunk and a portion of the timber for the trestle work delivered there on the evening of the 18th. A rise of between 5 and 6 feet in the river retarded the progress of the work, but the trestliiig was finally completed and the passenger trains run over the evening of July 3rd. The repairs of the Beaver Meadow road not being finished the coal business was not resumed until the 8th, between which time and November 30th, there were 500,- 647 tons of coal transported over the road. On the afternoon of Saturday, October 4th, the iron bridge which was in the course of erection across the canal by the contractors gave way under a coal train, precipitating the bridge and nineteen coal cars into the canal. The wreck was removed so as to allow the passage of boats by Monday evening, and the trestling completed for the passage of trains on Wedenesday noon. Two men who were at work under the bridge when it fell were killed. The masonry for the canal and river bridge is nearly completed, and an iron superstructure is in course of construction. A stone arch of 8 feet span over Beaver Run and a stone viaduct of three spans of 22 feet each has been built over Lizzard Creek. A double track timber bridge of 62 feet span for Mahoning Creek is framed and ready to be put up. A new water tank of a capacity of 44,000 gallons has been built at the Gap. At Slatington a new passenger and freight house and a double track wooden bridge of 82 feet span are nearly completed. Most of the work has been done upon two spans of 62 feet each of iron bridge to replace the wooden structure at Freemansburg. 324 feet, lineal, of- double track trestling at Easton depot have been renewed. New arches have been put upon the span of bridge over the Delaware Canal, and the pier which was injured, thoroughly repaired. Nearly a mile of sidings have been put in at Grlendon for stand room. 22,112 cross-ties, 880 tons of iron, 3,408 chairs and 341 kegs of spikes have been used in repairs, and 11,272 cross-ties, 382 tons of iron, 746 new chairs and 182 kegs of spikes have been used in construction. The track is now in good order, though not quite so permanent and smooth as it was previous to the freshet. Much of the ballast was washed out and the new banks continue to settle. Efforts were made to increase our motive power and cars to meet the requirements of the trade, but were not entirely successful. About 100,000 tons of coal from the Lehigh region passed over the Reading Railroad via Quakake in consequence of our incapacity to meet the sudden demand made upon us in consequence of the destruction of the canal. Two first class freight engines were received from Mason* and placed upon the road early in the year. Another from Bald- win-f in August, and two from Mason and one from Baldwin in the latter part of Xovember. Also a passenger engine from Baldwin in the early part of November. In May, one of our largest engines, Xorris, J builder, exploded, killing the engineer and fireman. The remaining engine of same class was taken to the shop and a new boiler built for it. It has not yet been put in use. There have been built at our shops 110 eight wheel iron-truck coal cars. 12 eight wheel iron- truck flat cars and 6 four wheel coal cars, and 16 eight wheel iron-truck coal cars purchased. There were about 15 coal cars lo>t by the freshet and some 20 more badly damaged. Two freight engines have been ordered from Mason to be delivered in April next. I would recommend the order being increased t<> six, to be delivered during the summer and fall. 2,000 coal cars and 200 flat cars will be wanted next year to meet the wants of the coal and lumber trade. Our present facilities will not enable us to build over 200 eight wheel cars. Xext in importance to rolling stock is a want of ground for tracks upon which to make up trains for the connecting roads. AVe have been notified by the Central Railroad Company that we "must deliver their loaded cars at Phillipsburg and furnish track room at South Easton for emptv cars coming from their road. This is not practicable under the present system of doing our business. We receive the cars at Mauch Chunk for three connecting roads and two canals, mixed up in every conceivable shape. There are not sufficient facilities there to assort them * Locomotive Builder, Taunton, Ma>~. t Locomotive Builder, Philadelphia, Pa. J Locomotive Builder, Philadelphia, Pa. 74 properly, and it has therefore to a great extent to be done at South Easton. This occupies all the track room we can possibly get there, leaving no place for empty cars. During the past season it has required two drilling engines and crews to drill trains. Much of this expense might be avoided by drilling the cars at Mauch Chunk or Penn Haven, where it could be done by gravity. A want of room at Penn Haven would seem to make it necessary to be done at or near Mauch Chunk, where ground will have to be purchased and the necessary tracks put in. Heretofore we have borne the whole of this expense, but I would suggest that in the future all parties in interest should participate. The difficulties and annoyances attending the various ownership of cars is constantly increasing. I would therefore earnestly recommend that some plan should be devised and adopted to remedy the evils. The true interests of all the transportation Companies demand it, and I feel confident that a serious consideration of the matter will satisfy you of its im- portance and induce prompt action upon the subject. The iron works on the line of our road are prospering and now bid fair to give us a large increase of tonnage next year. The Thomas Iron Company expect to blow in one of their new stacks during the winter. I understand the Messrs. Thomas design erecting a rolling mill at Catasauqua and Mr. Lewis is about building one at Allentown Furnace. The Allentown Rolling Mill has been in successful operation since May last. The Bethlehem Iron Company expect to make pig metal the first of the year, and rails in April next. The Glendon Iron Company have built a substantial bridge across the canal connecting their works with our road, all of which will add largely to our tonnage. The time is not remote when we will be required to transport a million tons of coal to supply the iron works on the line. The revenue accruing to this road from passenger travel and miscellaneous freight to and from the connecting roads is as follows :' 1862. 1861. Central Railroad of New Jersey $98,192 60 $78,629 18 East Pennsylvania Railroad 52,746 34 43,400 01 North " 36,62681 27,87176 Catawissa " 21,249 52 14,855 46 75 Since the date of my last report the work of extending the Quakake Railroad into the Mahanoy coal basin has progressed favorably, and it is expected to open the road as far as Mahanoy City in the spring, when we may expect an addition to our coal tonnage from that region. The Perm Haven and White Haven Railroad was put under contract last July, and has been pushed as vigorously as the scarcity of labor will admit. There have been expended to this date for graduation and masonry $39,575, fully one-fourth of the work is now done, and it is expected to open the line for business through to Wyoming Valley early next fall. It is being graded for a single track with sufficient sidings for a busi- ness of say, 500,000 tons. The grades are in the direction of the trade, maximum 37 feet per mile, radius of shortest curve ."ii'ii feet. In addition to the coal tonnage to be derived from this connection there will be about 40 millions of feet of lumber, manufactured annually in the upper Lehigh region, all of which will pass over the Penn Haven and White Haven, and at least half of it over the Lehigh Valley Railroad. The distance be- tween Wilkesbarre and Philadelphia via Catawissa and Reading Railroads is 188 miles. Via Delaware, Lacka wanna and West- ern and Belvidere Delaware Railroads is 18-i miles. Via Penn Haven and White Haven, Lehigh Valley and Xorth Pennsyl- vania is 134 miles. This great difference in distance in favor of our line will without doubt give us the entire passenger and miscellaneous freight business between Wyoming Valley and Philadelphia. Xotices have been issued to receive proposals for the building of the Schuylkill Haven and Lehigh River Railroad, the work to be completed within the year 1863. I am informed that the work will be light, grades and curves easy, and cost low, all of which, together with the great desire of the Schuylkill coal operators to reach Xew Vork waters by a continuous rail route throughout the year, will, without doubt, induce a large coal tonnage. The road is designed to cross the Little Schuylkill at Ringgold, ten miles below Tamauqua, and to connect with the Lehigh Valley at or near the mouth of Lizzard Creek, about seven miles below Mauch Chunk. In view of these improve- 76 ments the double tracking of our road becomes a necessity, and I have taken such measures as will secure its completion within the next year. The very short curve in our road at Mauch Chunk and the large amount of business to be done there makes it desirable that our facilities should be increased. It is pro- posed to do this by driving a double track tunnel through the mountain at that point. A survey and location has been made leaving our main line at the bridge and penetrating the moun- tain in a direct line with it, connecting with the Beaver Meadow Eailroad about 1,800 feet above our present junction with it. The tunnel will be 2,400 feet long, the entire line 3,350 feet, with grade of 46.87 per mile. The line around the hill is 6,842 feet long, with grades varying from 10 to 33 feet per mile and curve of 320 feet radius. It is proposed to run the coal and through freight trains through the tunnel and the passenger and way freight around the hill. My acknowledgments are due to the heads of the various departments of transportation and repairs and to the employees generally for their faithfulness and diligent attention to their duties. Also to Mr. Samuel Thomas for securing the iron bridge at Allentown, and to David Thomas, Jr., for replacing the bridge at Hokendauqua in its proper position after the freshet. Very respectfully yours, EOBT. H. SAYEE, Superintendent and Engineer. 77 LEHIGH VALLEY RAILROAD, Office of the Superintendent and Engineer. BETHLEHEM, Xovember 30, 1863. ASA PACKER, Esq., President Lehigk Valley Railroad Company. DEAR SIR: The following report of the business of the Lehigh Valley Railroad for the fiscal year ending Xovember 30, 1863, is re- spectfully submitted. The total amount of coal transported over the road was 1,195,- 155 tons, and was distributed as follows: 1863. 1862. Delivered on the line of the road 396,504 264,475 Catasauqua & Fogelsville R. R. 1,833 2,257 East Pennsylvania 9,526 6,667 Xorth " " 113,680 103,947 Delaware Canal 13,894 29,605 Belvidere Delaware Railroad. 137,061 125,503 Morris Canal 48,884 43,296 Central Railroad of X. J 473,773 306,824 Total 1,195,155 882,574 Equal to 1,009,910 tons transported over the whole length of the road, or 46,455,867 tons transported one mile. During the same period there were transported 266,235^ passengers, equal to 78,183 over the whole length of road, or 3,596,418 transported one mile. The freight, other than coal, continues to increase rapidly and amounts to 447,848 tons. 78 The following is a statement of the receipts and expenditures: Receipts. Expenditures. From Coal Transportation $1,075,545 65 $459,264 88 Passenger Express & Mail 118,449 54 60,004 95 " Freight 176,080 61 69,829 61 $1,370,075 80 $589,099 44 Net $780,976 36 Compared with last year the receipts from coal show an in- crease of $444,920.75 or 70.5 per cent.; from passengers an in- crease of $28,979.29 or 32.3 per cent.; from freight an increase of $40,121.25 or 29.5 per cent. Increase in Receipts $514,021.27 or 60 per cent. Increase in Expenses $181,546.77 or 44.5 per cent. Increase in Net Receipts $332,474.50 or 76.3 per cent. The mileage of trains and earnings per mile run were as fol- lows: 1863. 1862. Miles Earnings Miles Earnings Run. per Mile. Run. per Mile. Coal and freight trains 292, 280 $4. 08^ 229, 880 3. 33 T 4 Passenger trains 101,305 1.-16& 97,450 .91 T ^ Drilling, repair & construct'n trains 70,955 43,390 463,640 $2.95 T