R E P L Y TO THE STATEMENTS OF JAMES M C HENRY, AND OTHERS, m RELATION TO OF THE ATLANTIC & GREAT WESTERN RAILWAY, TOGETHER WITH THE FOURTH ANNUAL REPORT THE ATLANTIC & GREAT WESTERN RAILWAY CO. TEN MONTHS, ENDING OCTOBER 31, 1866. REPUBLICAN PRINTING HOUSE, CORINTHIAN BLOCK, MEADVILLE, PA. Atlantic H ('jrfat c|fcstcni Kailhutn tifompaun. 10AR0 @P 0BH>6©TF@RlS. 3. S. L’Hommedieu Cincinnati, Ohio. J. J. Shryock Meadville, Pa. Hon. John Sherman. . . . Mansfield, Ohio. Marvin Kent Kent, Ohio. Hon. G. Church Meadville, Pa Hon. John Dick Meadville, Pa. E. P. Brainerd Ravenna, Ohio. J. W. Tyler Warren, Ohio. A. F. Allen Jamestown, N.Y. Jacob Crall Ashland, Ohio. Jacob Riblet Galion, Ohio. C. V. Culver Franklin, Pa. Charles Day Buffalo, N. Y. Henry Martin Buffalo, N. Y. G. R, Babcock Buffalo, N. Y. S. L’Hommedieu New York City, Pearson Church Meadville, Pa. T. W. Kennard New York City, C. E. E. Blakesley New York City, Wm. Thorp Meadville, Pa. John Howard Dayton, Ohio. OFFICERS WOU 1866. S. S. L’HOMMEDIEU, President Cincinnati, Ohio, J. J. SHRYOCK, Vice President Meadville, Pa. J. M. DICK, Treasurer Meadville, Pa. J. C. CALHOUN, Secretary and Auditor Meadville, Pa. Officers in Charge of the Line and Departments. D. McLAREN, General Superintendent Meadville, Pa. O. S. LYFORD, Division Superintendent, 1st and 2d Divisions Meadville, Pa. T. A. PHILLIPS, Division Superintendent, 3d and 4th Divisions .... Galion, Ohio. J. H. MORFORD, Division Superintendent, Mahoning Division Cleveland, Ohio. J. M. OSBORN, General Freight Agent Meadville, Pa. E. F. FULLER, General Ticket Agent Cincinnati, Ohio. D. C. HENDERSON, General Through Freight Agent Cincinnati, Ohio, T. W. KENNARD, Engineer -in-Chief. New York City. D. C. COOLMAN, Resident Engineer Meadville, Pa. F. GRINNELL, Superintendent Motive Power and Machinerv and) , ... „ “ Meadville, Pa. Purchasing Agent ) W. D. DRAKE, Fuel Agent Jamestown, N.Y. W. B. KRESS, Superintendent of Telegraph Meadville, Pa. GENERAL OFFICE OF THE COMPANY, MEADVILLE, PA. ,o2.5-|S4 Digitized by the Internet Archive in 2017 with funding from University of Illinois Urbana-Champaign Alternates https://archive.org/details/replytostatementOOatla Office of fie Atlantic & Great Western Railway Company, MEADVILLE, Pa., May 16, 1867. To the Share and Bondholders of the A. & G. W. Railway Company : Gentlemen : At a meeting of the Directors, held at the offices of the Company in Meadville, Pa., on the 2d day of April, 1867, the following letter was laid before the Board : “ President's Office, A. & G. W. Railway Co., v- Meadville , Pa., April 1, 1867. ) “ To the Board of Directors of the A. & G-. W. JRailway Company : “ Gentlemen : “ I have read the account published in the London Railway Metes , of the 9th of March, (a copy of which I herewith present,) of the pro- ceedings of the bond, debenture and shareholders of this Company, at a meeting held at the London Tavern, on the 5th of March ; and must express to you my surprise and astonishment at the charges made, by those holding honorable positions, against the integrity, the competency and the faithfulness of this Board of Directors, of their officers, and all connected with the management of the Railway in this country. What is still more surprising is, that these charges were made in the presence 6 and tearing of Mr. James McHenry, and Sir Morton Peto, and without contradiction on their part — both of whom are personally ac- quainted with every member and principal officer, and know them to be men of as fair integrity as can be found on either side of the Atlantic. “Under such circumstances, I beg to name to you the propriety of appointing a committee to prepare a refutation of the charges made at the meeting in London on the 5th of March. “ Allow me to add the expression of a belief, that the persons com- posing the meeting, with a few exceptions, were probably^ully persuaded in their own minds, that great wrongs had been committed by our Board and its officers, and that if the committee appointed by the meeting, will visit this country and make a full investigation, they will return satisfied that all has been managed honestly and to the best advantage, by the board and its officers. “ I would further suggest that a committee be appointed to confer fully with the committee of bond and shareholders, in case they visit this country, and to furnish them every possible facility for forming a ■correct judgment of the efficiency and integrity of management — of the condition of the road and its equipment — of the value of their property — of the financial condition of the Company — of the character of its traffic, present and prospective — and especially of the expense of manage- ment of that traffic, on the part of your operating force, compared with other leading roads of our country. Respectfully submitted, S. S. L’Hommedieu, President. After Mr. L’Hommedieu’s letter had been read, Mr. John Howard offered the following resolution, which was adopted : “ Resolved, That a committee of five be appointed by the President to prepare and publish a report vindicating this board and its officers, from the charges made against their integrity, at a public meeting of bond, debenture and shareholders, held in London, on the 5th of March, 1867, and published in the London Railway News , and other journals.’ 7 The President thereupon appointed the undersigned a committee to prepare this report. We propose to analyze the printed statement of Mr. McHenry, pre- facing the so-called Annual Report of the Company, which has been issued in London, under his direction ) and we shall also give attention to the proceedings of the 5th of March meeting and to the charges there made against the “Management” of the Company’s affairs in America. The statements so freely uttered and circulated are, many of them, void of truth ; and those not entirely untrue, are full of grave mistakes. Justice to the Directors and to your interests, require a faithful answer to the calumnies heaped upon your managers and officers. Should the charges of Mr. McHenry and his associates be passed by, unchallenged, the result would certainly be highly injurious to the corporation, over I whose affairs we have presided for so many years \ and also to the char- acters of your Directors and officers, as men of business. Mr. McHenry commences his printed statement of February 25, 1867, by saying he shall “endeavor to restore confidence by a clear nar- rative of facts.” How closely he has confined himself to “facts,” will appear when his statement is thoroughly examined. On page 7, of his statement, he says, “from the end of October, 1865, up to May 1866, over £600,000 were remitted from London, with a view to finish the works complete during 1866.” In a recent letter addressed to our President, Mr. McHenry says he has remitted on the drafts of our Engineer-in-Chief, for the use of the Company, $4, 000, 000, and asks, “what has become of the money?” The Engineer-in-Chief has had no authority to draw upon Mr. McHenry for $4,000,000, or any other sum, for account of this Company. We have no knowledge of such transactions. The books of the Company show nothing of the kind. We are not advised that the Engineer in- Chief has received money from Mr. McHenry and disbursed it on account of this Company. No such information ever reached us until the receipt of Mr. McHenry’s letter heretofore referred to. With a view to get at the facts, the following resolution was passed by your Board, April 3d, 1867, Mr. Kennard, the Engineer-in-Chief, being present. “ Resolved, That Mr. Kennard be, and he is called upon to report to the President or Vice President, the disposition of a sum of money ($4,000,000,) which Mr. McHenry states has been sent by him to this country for the use of the Company.” On the 10th of April, 1867, seven days after the passage of the resolution, the Secretary of the Company addressed a letter to Mr. Kennard, requesting an answer to the resolution. Mr. Kennard’s reply has not yet been received. On page 9 of Mr. McHenry’s statement, in what he calls the “Financial position of the Company,” is introduced an item of £2,600,000 (or $13,000,000,) termed an “open debt in Europe.” Nothing is known of this debt by your Board of Directors. It was never heard of until it appeared in Mr. McHenry’s statement. It was never authorized by your Directors. In all of Mr. McHenry’s cor- respondence with this Company, no mention was ever made of such debt. It has nothing to do with the financial position of the Company. In respect to this debt your Board adopted, at their recent meeting, the following resolution : “Resolved, That this Board do not recognize the item of £2,600,000, stated by Mr. McHenry in his printed statement as an “open debt in Eu rope,” as any claim or liability against this Company, and do not recognize his right to create such debt.” On page 10 of Mr. McHenry’s statement, it is said the Cleveland and Mahoning Railroad leased for 99 years, was “not completed when leased.” 8 The road had been in operation a number of years — the improve- ments referred to were mainly for the benefit and accommodation of the broad gauge track from Leavittsburg to Cleveland, laid upon the narrow gauge embankment, a distance of fifty miles. The entire Cleveland and Mahoning road was sixty-seven miles in length, narrow gauge, with a branch of eleven miles. On page 13 of Mr. McHenry’s statement, attention is called to “ a system of Express companies which have sprung up in the United States and which seriously interferes with the net earnings of the principal railways.” Mr. McHenry quotes from a report of a Committee of the Legislature of Ohio, certain passages condemnatory of such transporta- tion companies. In reply to this part of Mr. McHenry’s statement, we beg leave to introduce an extract from a circular of Mr. L’Hommedieu, President of this Company, and also of the Cincinnati, Hamilton & Dayton Railway Ccfrnpany, recently issued by him to the stockholders of the latter Com- pany, which extract, although referring particularly to the existence of such companies on the Cincinnati, Hamilton & Dayton Railway, is in a degree applicable to the quotations made by Mr. McHenry : “With that view, it is proposed to submit to your examination a his- tory of the origin, organization and operations of the Dispatch, with the reasons for its establishment and abrogation, and a statement of the facts showing its influence upon the interests of the Company. “To do this satisfactorily, it will be requisite to review the manner of obtaining through business, or that which is strongly competed for, by the various railroads for the past ten or more years. “Soon after the Cincinnati, Hamilton & Dayton road was opened, it and the Mad River and Lake Erie road formed a line for through or eastern business, during the season of Lake navigation ; and during the close of navigation, the two roads above mentioned sent their through freights by way of the Cleveland and Toledo road. These several com- oanies joined in the expense of establishing agencies in the principal cities east, west and south, where freights were to be obtained. - They also paid commissions to other lines of transportation, such as steamboat and canal lines, through their agencies at various points, amounting from fifty cents to a dollar and fifty cents per ton. This system was pursued by our competitors, and in order to secure our fair proportion of business, it was necessary for us to adopt the same line of policy. “It was found to be so costly as to leave but little margin for profit. During the period of seven years from the opening of our line, we found ourselves able to command but a small portion of the business competed for, and that the expense incurred was great enough to consume about all the profits on this class of freights. In the early part of the year 1860, and after our competitors as well as ourselves, had expended large sums of money in efforts to command business, it was mutually agreed that we would discontinue all such expenses, and leave the business to take the route most natural and convenient to it. This course was pur- sued with advantage for several years. “Those who had heretofore been employed to obtain business, on ex- travagant commissions, joined together to form transportation companies, 9 which would control business, and made overtures to various railroad companies for special rates and car load contracts. “Among the various companies formed by individual enterprises, the most prominent is the Union Railroad and Transportation Company, known best as the “Star Line.” This company which was incorporated in Pennsylvania, made arrangements for a car load rate of eight tons per car between the east and the west, and vice versa , over roads extending from New York to all the principal points east of the Mississippi river, including St. Louis on the west bank. Its route west from New York is through New Jersey, over the Pennsylvania Central, the Steubenville & Columbus, Pan Handle, Columbus & Xenia and Little Maud roads to Cincinnati, over the Pittsburgh, Port Wayne & Chicago road to Chicago, over the Indiana Central, Bellefontaine and other roads to St. Louis, branching to intermediate points where business is to be obtained over other roads of minor importance. This Company commands sufficient capital to furnish a large number of cars, which are used on roads too poor to furnish their own equipment, but are taxed with mileage of cars. In some cases they have entered into contracts to furnish cars, and were they to withdraw them, the roads could not do the business of the sec- tions of country through which they are located. “ The second prominent company is that called the Erie Transpor- tation, which extends its operations from New York to Cincinnati and Louisville for the southwest. It was at first an individual enterprise, but has since been adopted by the railroad companies. “ This company was formed in the year 1864, after the Union Trans- portion, or Star Line, was established. The railroad companies inter- ested in its business are the New York and Erie to Dunkirk, the Lake Shore, Cleveland, Columbus & Cincinnati, the Columbus & Xenia and Little Miami. Last winter a charter was obtained for the company from the Kentucky Legislature, with capital of half a million or more. Besides the immediate benefits to be derived, to important objects were to be obtained by this organization. “ First : To satisfy the Cleveland, Columbus & Cincinnati and Lake Shore companies with a line as an offset to the Union Transportation, or Star Line, which was run over their strongest competing roads — the Columbus & Xenia and Little Miami being a common trunk to both. And “ Second: To head off the Atlantic & Great Western road and that of the Cincinnati, Hamilton & Dayton,' in a business with their natu- ral broad guage connection of the New York & Erie. “ Various lines like the two just cited, have been formed, and are in successful operation out of Boston, New York, St. Louis and Chicago, and the disposition manifested by the leading roads of the country was to increase them in number. The Boston Board of Trade, after a careful investigation of the whole subject, reported in favor of increasing the number out of their city in order that they may better compete with New York and Philadelphia. Since which time there have been estab- lished the Red and White Lines, the South Shore and Blue Lines, which are owned and controlled by the several railroad companies over which they operate. 2 10 “ Much diversity of opinion exists with railroad managers and the public, as to the utility of these organizations. The shipper finds that he gets his freight through with more dispatch and in as good order, and as a general rule he prefers to patronize them. At most principal points on the lines of the roads, the express and fast freight lines have agents sta- tioned to watch and do what they can to hurry along freights. With some of these companies their agents are about asnumerousas the employes of a railroad company. In case of loss or damage, where the shipper holds the bill of lading of the transportation company, he finds less difficulty in obtaining settlement than where he deals with the several railroad com- panies over which his merchandise has passed. The railroad manager finds that he has more time to give attention to the safe and economical condition and management of his road and trains, than when his atten- tion was so much occupied with the duty of obtaining freights at Temote points, for his road. The freight is now brought to his depot by other parties, and the principal duty of the manager is to see that it is trans- ported safely and rapidly. Until within the last two or three years, since the organization of these lines, the time for transit of freight from western to seaboard cities, and vice versa , averaged from ten days to two weeks. Now the average time is from four to seven days. This is at- tributable in part to the fact that those in charge of the roads are in a great measure relieved from the trouble and responsibility of securing the business to their roads from points off their lines. “ This Company was among the last to introduce dispatch lines on their road, for the purpose of obtaining freights, and not until they saw their business was forced over other roads did they determine to adopt the new system — and then only in self-defense.” The companies operating on the line of your road are the “ United States Express Company” and the “Great Western Despatch Company.” Mr. McHenry is of the opinion that the abolition of the existing arrangements with these companies, and the adoption of a system of direct carriage, while entailing upon the shipper no additional charge would yield to the Company's treasury ten per cent, upon its gross rev- enue, in addition to what it has or will receive on the freight transported by these transportation companies. This argument is a fallacy. The Company would not only not get 4he assumed ten per cent, referred to, but so long as other lines compet- ing with yours sustain and encourage the business of such transportation companies, the abolishment of such companies on your road would give to the competing lines a very large proportion of the business now brought upon your road by the two companies operating thereon. If Mr. McHenry is able to abolish all similar transportation companies upon competing lines, this Company can safely dispense with them, but not otherwise. The experience of a prominent railway company in this country proves that a single handed attempt to do away such lines must be a failure. The Great Western Dispatch is owned by the United States Express Company. Previous to January, 1867, and during that month, the Des- patch paid this Company $108 60 per car, eight tons or less, Salamaca to Cincinnati, 447 miles. This was paid on freight for Cincinnati proper . 11 and on freight for St. Louis, Missouri, $104 44. Of these rates your Company received eighty-one per cent., and the Cincinnati, Hamilton & Dayton Eailroad Company nineteen per cent. February 1, 1867, the rate between the above mentioned points was advanced to $115 per car, no distinction being made as to freight for Cincinnati or beyond. We also receive Great Western Despatch freight for Urbana and Cleveland at the same rate per mile as that going to Cincinnati. This business is placed upon our road free of expense of any kind to this Company. Nothing is paid by this Company for agents, offices, clerks, solicitors and incidental expenses. The companies themselves securing the business and paying all of these charges. We repeat, abolish such companies ©n this road and you will find that competing lines will afford facilities to those companies with a view to draw the business from this road. But, as one of the railway companies concerned we have long been desirous to join with other railway companies in abrogating all arrangements with transportation companies. ^ What is known as the “ Express ” business of this country is mainly performed by the American Express Company, Adams Express Company and the United States Express Company. These companies have special contracts over continuous and connecting lines covering the entire country, and such is the nature of their business, from the geographical extent of the country, that unless we could secure the co-operation of all the other railway companies, with a view to jointly drive from our roads the ex- press companies, we should lose the entire business now brought upon our road by the United States Express Company, should we abrogate the- contract now existing between this Company and the latter company. The rates from freight received by this Company from the United States Express Company are fair and remunerative, they paying us on an aver- age one and a half first-class rates. Mr. McHenry also quotes as follows, from the Legislative report already referred to : “ On the Atlantic and Great Western, the freight agents in New York and Cincinnati, bound by their offices to devote their whole exer- tions to the increase of its traffic, are employed, with the knowledge of their superior officers, as soliciting agents of a rival transportation line. On the same road the General Freight Agent, charged with the duty of guarding its rights as against shippers, and its interests, caused to be made out in his office, the accounts against it, of a freight line operating over it," &c., &c. The General Freight Agent has not made up accounts in his office against the interests of his company and in favor of shippers. He did not so testify before the Legislative committee. The facts are simply these : “ A written contract exists between this Company and certain parties under which these parties are to act as through freight agents of the 12 Company in procuring and forwarding through freights eastwardly and westwardly. Under this contract this Company do not manage offices at important points east and west. The parties to the contract do this. They pay their own rents, clerks, solicitors, and furnish their own offices with books and stationery. These parties are allowed a commission on the amount of business they send over your road. The original contract was made by Mr. James Robb, while Presi- dent of the Company in December, 1864. The rate of commission paid under this contract was six per cent, on all eastward bound freight, and ten per cent, on westward bound. The present officers of your Company, after the retirement of Mr. Eobb from the Presidency, modified the contract so that the commission now paid, averages between six and seven per cent, on all through freight carried. The amount of business each month on which they are entitled to a commission, is arrived at in the office of the general freight agent from way-bills of goods carried. The General Freight Agent reports the amount to the Auditor — the Auditor makes up the account — it is sent to the Vice President, who approves it — it is then returned to the Au- ditor for entry, and finally passed to the Treasurer for payment. JWk General Freight Agent is simply doing his duty by carrying out the pro- visions of a contract entered into by your President and Directors. On page 15 of Mr. McHenry's statement, it is said : “In 1863 our working expenses were only 48J per cent., and there appears no good reason why this rate should be exceeded." Fortunately we are able to show why the expenses in 1863 appear to be only 48 J per cent., and why they have been greater since. In determining the legitimate proportion of the gross receipts chargeable to expenses for 1863, and all subsequent years up to the year 1866, we beg leave to refer to the following facts : Previous to the year 1863, the iron was laid upon 160 miles of the line only — that portion from Salamanca, New York, to Warren, Ohio — 60 miles of which were laid between November 10th and December 31st, 1862; 40 miles, from Corry to Meadville, between August 1st and November 10th, 1862 — the remainder, 50 miles, between Salamanca and Corry, from July 1st, 1860, to May 27th, 1861. From these facts it would appear that 101 miles of the 160 had not been used for trans- portation business previous to the year 1863, and then only used by the contractor in facilitating the construction of the same for a number of months afterwards. Sixty miles of the line, Salamanca to Corry, had only been in use for transportation business for one year and a half pre- vious to the first of January, 1863. This Company, therefore, had at the first of the year 1863, 101 miles of new road, and 60 miles which had been in use for eighteen months, with new engines and cars, which, if properly constructed, would have required comparatively no expense for repairs during the year 1863; but even under such favorable circumstances, the percentage of expenses for 1863, could not have been brought down to only 48£ per cent, had not the contractor kept the line west of Meadville in order, under the head of construction. There was also some work done by the con- 13 tractor east of Meadville, which, in a measure, relieved the transporta- tion department of a percentage of expenses, which, under other cir- cumstances, would have gone into the account of working expenses. We call your attention to the following statement of the number of rails broken upon the different divisions of the line for the five months ending March 31st, in the aggregate 8,519 rails, equal to 71 miles of track. The distribution will clearly indicate the character of the different divisions. Upon the third and fourth divisions the number is comparatively insignificant, 21 on the third and 87 on the fourth. These divisions are comparatively well ballasted and in good condition generally, not a wheel, as we are informed, has been off the rails on either of these divisions during the five months past, while upon the first and second, although the utmost care has been exercised (as there has been a night and day watchman upon every section, whose duty it has been to go over their entire sections, generally four miles in extent, before each train, which entailed an average monthly expense of $10,- 000.) Trains are daily thrown off the track by defective rails, and as high as ten freight trains have been off in a single day, nearly twenty per cent, of the entire expense of labor charged to track repairs for the winter, has been expended upon watchmen, as will appear from the rolls. STATEMENT of Broken Rails upon the Line of the Atlantic & Great Western Railway, from November 1st to March 31st, inclusive: DIVISION. NOV. DEC. JAN. FEB. MAR. TOTAL. 1st 211 765 677 246 1,899 2d 74 142 381 197 71 865 3d 1 5 8 6 1 21 4th 4 30 30 23 87 Mahoning . 15 46 106 50 11 228 Franklin . . 47 81 129 110 52 419 137 489 1,419 1,070 404 3,519 3,519 Rails. 71 Miles. Had the divisions, on which the greatest breakage occurs, been originally well constructed and well ballasted, the heavy expense would not have been incurred, although the quality of the iron was not the best. In connection with this part of the subject, we present a table of the earnings and expenses of thirteen of the leading railways of this coun- try. 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We give the percentage of all including taxes. In some instances we give the figures for 1865, because the reports for 1866 are not be- fore us, and in others we present the figures for both 1865 and 1866. The average expenses, including taxes on all these roads is 71.72 per cent, of the earnings. The cost on the Atlantic and Great Western Railway is 72.80 per cent, while on the Pennsylvania the cost of operating in 1865, was 76 per cent, and in 1866, 77.13 per cent. The expenses of the New York Central for 1865 in- clusive of taxes, was 80.29 per cent., and in 1866, 77.66 per cent. The Ohio & Mississippi was operated in 1865, at a cost of 73.10 per cent., and the Erie Rail- way 72.27 per cent. In 1866, the expenses of the Erie Railway, including taxes were 78.10 per cent., and of the Philadelphia & Erie Railroad 82 per cent. The working expenses of the Boston & Worcester Railroad for 1866 were 74.4-10 per cent. All the roads named have been made for years, and are free from many of the extraordinary expenses of operating a new line of railway, especially a line so hastily and in very many respects poorly constructed as the Atlantic & Great Western, and yet their average percent- age is much greater. These figures are taken from the official reports of the several companies and are, therefore, reliable. Added to this we have the exhibit made by the Auditor General’s Report of the Railroads of Penn- sylvania, for 1866, which shows that the average cost of operating all the lines in the State is 66.58 per cent. The Pennsylvania and the New York Central, two of the oldest, best equipped and managed roads in the country, are oper- ated at a greater cost than any of the other lines. Certainly the Atlantic & Great Western does not suffer by comparison with these old and well estab- lished routes. Furthermore it should be borne in mind that this road is a new competitor for the traffic between the west and the seaboard, and in the outset is subject to more than ordinary expenses to attract business. Moreover, the reports of many of the leading railways indicate the cost of supplies, and materials in transportation expenses, has increased enormously during the past two or three years. The New York Central in view of this fact, has been seek- ing legislation to enable them to charge one-half cent more per mile on all passengers, and their exhibit made to the investigating committee, shows that the increase of cost of most supplies is from 60 to 200 per cent. The annual report of the Michigan Southern Railroad Company shows that the increase in transportation expenses on that line has been from 4 to 5 per cent during the past year. So far, therefore, as the charge of expensive management enters into the controversy, these facts and figures dispose of that. The earnings and expenses of your road as shown in the table, are for ten months, January to October, inclusive, as during that period your managers deemed it best to terminate the fiscal year October 31st, to enable the officers of the Company to have their reports complete to present to you at your annual meeting, January 1st each year. If we should include November and December we would have : Earnings (12 months) $5,696,119 32 Expenses (12 months) 4,210,881 51 or 73-9 per cent In November and December there was a great falling off in business and as it was considered temporary, an equivalent reduc- tion in force and expenses could not be made promptly, consequently the expenses for the year are increased over the ten months about one per cent. While the accounts for all roads for the past few years show a great increase in the cost of supplies of nearly all kinds, there has been no material increase in freight and passenger rates, those remaining at about the figures that ruled before the war. 16 During the winter Mr. McHenry’s Auditor, Mr. H. E. Bird, of London, came out for the purpose of examining the accounts of the Company. At page 50 of Mr. McHenry’s report is introduced the fol- lowing table : — “ Result of pay-rolls for the month of November, 1866 : 81 persons on General Establishment $12,173 per month. 2,384 “ “ Eastern Section.. 117,222 “ “ 2,418 “ “ Western Section 116,542 “ “ 4,883 persons in all $245,936 per month.” On page 15, Mr. McHenry’s statement, this is commented upon by Mr. McHenry, and a process of figuring gone into to show that with a reduction of force and a reduction of wages $1,072,680 can be saved to the Company annually. We will examine Mr. Bird’s figures. We take the same rolls used by him, and to the correctness of our statements we invite the closest scrutiny, either by you personally, or through commit- tees of unprejudiced and uninfluenced share and bondholders. Correct results of pay-rolls for the month of November, 1866 : General Offices, 88 persons, $13,587 92 per mo. On Line, 3,534 “ 183,910 29 “ “ $197,498 21 per mo. 50,590 14 “ “ .259 70 “ “ $248,348 05 per mo. Mr. McHenry and Mr. Bird failed to show the fact that on those rolls were 1,247 persons employed upon construction , left hy Mr. McHenry unfinished. The Company paid these men $50,590 14 for labor in the month of November, which is charged up against Mr. McHenry in the books of the Company. We are surprised that such errors could have occurred^on the part of these gentlemen. The rolls placed in Mr. Bird’s hands show plainly what is Construction and what Transportation ex- penses. Including the general offices, the average on Transportation for 507 miles is 7io 4 0 persons per mile. Omitting the general offices, the average for the Transportation Department is 6i 9 0 7 0 persons per mile. Including the general offices, the average rate of pay is $51 17 per month. Omitting the general offices, the average is $49 06 per month. We are unable to procure the correct force employed on the promi- nent lines in the United States. Could we do so, we would be glad to Transportation, 3,622 Construction, 1,247 Sundries, 5 In all, 4,874 17 enter into a comparison. We must, therefore, content ourselves by lay- ing before you the following : In January, 1867, the Erie Railway Company had in their employ as follows : Running and maintaining way and structures 5,862 persons. In shops ' 2,979 “ 8,841 Miles operated, 774, which gives an average of lli 0 persons per mile. Had we before us a return of all persons in the employ of the Erie Company in all its departments, the average would be increased. The Boston and Worcester Railway Company have an average of over 12 persons per mile. The payment to the above persons in the departments referred to on the Erie road is an average of $440 per mile. On your road for the same departments the average is $393 per mile. Again, on page 18 of Mr. McHenry’s Report, he says, “he receives the statements of the General Superintendent with reserve,*’ as his re- port did not reach him “in regular course through the Engineer-in- Chief.” We are not aware of the direction it took, but a copy of it was, by order, handed to Mr. McHenry’s Auditor, Mr. Bird, in the General Superintendent’s office in Meadville, the original having been sent to your President, and we have yet to learn that the “regular course” of communication between the General Superintendent of a railway com- pany, and the President, Board of Directors, Financial Agent, or the public, is through the Engineer. As an evidence that your Superintendent did complain before he had been long on the road of the condition of the carriages, wagons, and shop accommodations, we insert an abstract of a letter written by him in December, 1865, to W. G. Hamilton, who at the time was Mr. McHenry’s General Manager of the shops at Jersey City and Ramapo, where the machinery was being built : “ General Superintendent’s Office, l Meadville , Pa., Dec. 8, 1865. ) “ W. G. Hamilton, Esq., General Manager, &c., u I)ear Sir : — Please see that the new box cars now building at Ramapo, are made in a more workmanlike manner. They look as though they were made in the woods, where nothing but a chopping axe was used. The siding should be of finished boards, carefully put together, and three coats of paint put on. * * * * “ The roof of a box car is one of the most important parts of it ; we have hundreds of cars on the road entirely worthless, on account of the 18 infernal style of roofing, and we have no shops to put them in for repairs. I am determined hereafter no cars will be received here unless in perfect shape. Truly yours, I>. McLaren, General Sup't.” Mr. McHenry quotes from the report of Mr. James Robb, made when he assumed the Presidency of your Company, as follows : “ The shops projected, and in progress at this point, and at Franklin Mills, are on an extensive plan, very largely in anticipation of probable wants for years to come.” And in referring to the report of your General Superintendent on the same subject, says that Mr. McLaren now complains of insufficient shop accommodations, thus leaving it to be inferred that since the date of Mr. Robb's report, November, 1864, the shops have been completed. This, however, is not the case. At the present time the large shops at Meadville and Kent (formerly Franklin Mills) are scarcely half finished according to the original designs to which Mr. Robb refers. At Kent, the car shop is still incomplete, while ‘at Meadville only the blacksmith shop has been erected. The car shop, machine shop, boiler shop and foundry not being commenced, excepting only the foundation. Were these buildings completed they would be ample for a large increase of business. Further comment we do not deem necessary on the original con- struction of the cars, their present condition and the shop accommoda- tions. The report of the General Superintendent is addressed to your Presi- dent, and not to the Financial Agent. We claim it to be true to the letter in every particular. He is sustained in his position in regard to the track, cross-ties ; etc., by the Resident Engineer, and the condition of the Rolling Stock and shop accommodations, by the Superintendent of Motive Power and Machinery. (Mr. McHenry's statement, page 18.) Mr. McHenry here refers to a sum of $7,858,000 consolidated bonds, which he says were remitted to him on account of contracts ; that in the annual report of 1865, page 20, it is stated that these bonds have been issued, and that on page 22 of same report, he is debited with the amount and credited with the work done therefor. The statements referred to were made up in London by Mr. Bird, Mr. McHenry's auditor. They do not accord with the accounts of the Com- pany. Mr. Bird did not find his figures, as printed, in the books of the Company. No such figures as shown by Mr. Bird on page 21 of the report of 1865, were in the books at the time he audited the accounts of the Company for that year. Page 22, of the same report, is not [as is claimed by Mr. McHenry] a statement of his account, where he is debited with the amount of such consolidated bonds and credited with 19 the work done therefor. His account is nowhere to be found in the report of 1865. The statement on page 22 of said report is simply the capital account of the Company. The figures used by Mr. Bird in making up that statement were not found in the books of the Com- pany. The bonds referred to by Mr. McHenry amount to $8,384,000, instead of the sum stated by him, and were remitted to him in trust, as agent and attorney of this Company, (not on account,) and stand so debited to him in the Ledger of the Company, against which he has no credit for work done, as no account of expenditure on construction has been ren- dered by him since October 1st, 1865, although repeated calls by your managers and officers have been made for such accounts. Again Mr. McHenry says, (page 18 of his statement,) “ The Oil Creek Railway was built by me, and worked by the Atlantic and Great Western Railway.” “Up to the time of our losing control, the traffic had been included, as with other branches, with the main line.” We cannot endorse this statement of Mr. McHenry. The Oil Creek Railway was never for an hour worked by the Atlantic and Great Western Railway. Your Company never had anything to do with its accounts. No part of its earnings ever entered into the accounts of your Company; but statements were published in the newspapers, both in this country and in England, including the earnings of the Oil Creek Railway with those of your road ; but such figures never originated in the General Office of your Company in Meadville, and were, of course, unauthorized by your managers in America. It appears that an assemblage of persons claiming to be share and bondholders of your Company met in London, at the London Tavern, on the 5th of March. Sir William Russell, M. P., was appointed Chairman. Upon taking the chair, the gentleman addressed the meet- ing in a strain which may convey the idea to the uninformed that the persons assembled were the sole owners of the road of this Company. That there were no shareholders or bondholders other than those then present. Mr. McHenry’s statement is dated February 25th last. The Chairman’s remarks were made on the 5th of March following. His remarks are to some extent a repetition of Mr. McHenry’s statements. We think we have fully answered them by what we have already laid before you. Considerable mystification existed in regard to the much talked of Oil Creek Railway. The Oil Creek Railway extends from Corry-— a station on your road, 60 miles from Salamanca, (the point of connection between your road and the Erie Railway) into the oil regions, a distance of about 40 miles. This road never ivas and is not now a part of the Atlantic and Great Western Railway. Your branch road into the oil regions extends from Meadville (100 miles from Salamanca, and 40 miles westwardly from the point of connection between your road and the Oil Creek road) to Franklin, on the Allegheny river; thence up the river to Oil City, a distance of 36 miles from Meadville. This cor- poration is known as the “Eastern Coal Fields Branch and Exten- 20 sion,” but it is commonly spoken of as the “ Franklin Branch.” The bonds of this corporation were issued under its corporate title. There is no share capital on this branch. The mortgage bonds were given to Mr. McHenry for its construction. • A further consideration for its con- struction was an agreement to pay to Mr. McHenry its net earnings. This agreement was subsequently modified, Mr. McHenry agreeing to receive in lieu of the net earnings $50,000 per annum for a term of years. Since the last mentioned agreement was executed, Mr. McHenry has assigned to Mr. Kennard a half interest therein. This sum is credited each month — one-half to Mr. McHenry and one-half to Mr. Kennard — in account, and a statement of Mr. McHenry's account is regularly transmitted to his accountant in New York. Mr. Wm. Lance also makes an attack, but simply repeats what others have said. This gentleman, however, refers to one portion of the traffic of this Company which demands attention. He “ is afraid that there is some specious influence to cause oil to be sent to Cleveland at so much less rate than is received for that sent eastward.” Mr. Lance cannot be ignorant of the “specious influence,” as he has been upon your road several times, many days in succession, and has had free and uninterrupted intercourse with the different Heads of Depart- ments managing your business, and also with subordinates. He should have informed those present why the difference, at which he hints, exists. The General Freight Agent of this Company gave Mr. Lance, when he was here, very full information upon this point, and Mr. Bird, Mr. McHenry's auditor, who was at the meeting, had a letter from the Gen- eral Freight Agent which ought to have been satisfactory. The facts are that before the Franklin Branch was built all the oil going down Oil Creek went to Pittsburgh by the Allegheny river at a very low rate ($1 to $2) per barrel. Pittsburgh then having a monopoly of the refinery business. The opening of the Branch road let Cleveland in, but not on even terms, because the river rates came down to $1 and to 50 cents per barrel, and in bulk boats to 25 cents per barrel. All this time the Pittsburgh refineries having as good an outlet west and better east, because the rates through the year averaging less per 100 pounds from Pittsburgh to New York than from Cleveland to New York, and to Philadelphia five cents per hundred pounds less than to New York, while Philadelphia is about as good a shipping point as is New York. We are compelled by reason of an existing contract between this Company and the Oil Creek Bailroad Company to charge on oil, per ton, per mile, the same rate from Oil City to Salamanca (137 miles) that we do from Corry to Salamanca (60 miles.) The amount of oil eastward from Oil City is very small. The contract referred to was executed by a former President of this Company, and it is this contract which prevents us from getting the eastward bound oil from Oil City. The only chance we have at Oil City is to haul Cleveland oil in competition with the Allegheny river to Pittsburgh. 21 Sir Morton Peto was also a speaker at the meeting. He also charges upon your Directors extravagant expenditures of money in managing the line. In this respect he is but the echo of all those who preceded him. However, he remarks as follows in reference to the Board of Control, so called : “Four out of the seven members of that committee, by the events of last May, were stricken down, and then we received from the Board in America a request that, under the circumstances in which we were placed, we should resign.” “We did not desire to resign,” etc., etc. In Mr. McHenry's statement, page 21, we read — “The Board of Control having ceased to exist, by a resolution of the Directors passed at my suggestion,” etc. This Board of Control was not a body authorized by law. In a letter from Mr. McHenry to the President of the Company, he remarks that the Board of Control had become a “useless body,” and it was desirable to have it abolished. In accordance with Mr. McHenry’s wish, although, in the language of Sir Morton Peto, “we did not wish to resign,” the Directors, on the 20th day of November, 1866, passed the following : “Whereas, This Board have been informed by the agent of the Com- pany in London that the necessity and usefulness of the Board of Control has ceased ; therefore, “Resolved, That the resolution of this Board, passed the 5th day of October, 1865, creating the Board of Control, and authorizing the election of the same by the stockholders, and all supplements amendatory thereof, as well as the office thereby established, be, and the same is, hereby repealed, vacated and annulled, and that the Secretary be instructed to notify the several members of the said Board of Control and James McHenry, agent in London, hereof accordingly.” The Secretary of the Company made out a certified copy of the fore- going for each member of the Board, addressing them to the respective members thereof, and sent them under cover to Mr. McHenry for delivery. Mr. McHenry, in the course of his remarks says, “I undertook to build a railway which would pay interest on the securities I issued. I say the railway is earning every shilling of that interest, but you must get it. ’ What the railway has earned is shown in the Abstract of Earnings and Expenses, [see Auditor’s statement,] and the reason why the net results are not greater is clearly set forth in this report and the accom- panying statements. Herewith are submitted the accounts of the Company as they appeared in the hoofcs of the Company in Meadville , on the 31st day of October last. We present also the proceedings of the stockholders at their annual meeting, .January 8th, last; the report of your President; 22 the statement of our Auditor to the President and Directors for their information ; the report of the General Superintendent of the line, etc., etc. If an examination should be made in respect to the statements of the securities of the Company, and the condition of those securities in London should materially differ, we beg to inform you that our Trustees, John Goddard and B. Moran, have failed to render monthly reports of their trusts. We feel that it is due to your Directors and Officers to publish the following letters and extracts from minutes to show you how unceasing have been their efforts to get reports from their Agent and their Trustees, but as yet without avail. Steps will now be taken to correct their delinquency in this respect, and as soon as possible the true condition of the securities in trust arrived at. (copy.) ATLANTIC & GREAT WESTERN RAILWAY CO., > Audit Office, Meadville, Pa., December 20, 1865. ) James McHenry, Esq., Bear Sir : — Allow me to call your attention to the importance of your making a monthly report to me of the disposal of the consolidated bonds of the Company, delivered to you as ‘‘Agent and Attorney” to enable me to make the proper entries on my books. You should also at the close of each quarter, cut off all matured coupons from bonds in your hands unissued, cancel them, and send to our Treasurer, J. M. Dick, Meadville, Pa., that we may know what our liabilities are on that account. I enclose a letter to Messrs. Benjamin Moran and John Goddard, Trustees, which you will please read and deliver to them. Yours truly, &c., J. C. Calhoun, Auditor. (copy.) ATLANTIC & GREAT WESTERN RAILWAY CO.,} Central Department of Accounts, - Audit Office, Meadville, Pa., Dec. 20th, 1865. ) Messrs. Benjamin Moran and John Goddard, Trustees. Gentlemen : — By appendix to report of Messrs. Coleman, Turquand, Youngs & Co., you appear to be the holders in trust of the following securities : Capital Stock, Ohio Division $280,000 First Mortgage Bonds, Ohio Division 249,000 In order that I may make the necessary entries on the books of this department, it is important that you make me a report of your action at once, and monthly thereafter, by first mail after close of each month 23 and when there is no transaction during the current month, please send me a duplicate of the report of the month previous. All coupons past due, and subsequently as they become due, on unis- sued bonds should be cut off, and returned to our Treasurer, J. M. Dick, Esq., Meadville, Pa., also any coupons in your hands that may have been cut from any bonds before issue of same. Yours truly, J. C. Calhoun, Auditor, &c. [COPT.] ATLANTIC & GREAT WESTERN RAILWAY CO., ) (Consolidated,) > Secretary’s Office, Meadyille, Pa., Dec. 25th, 1865 ) James McHenry, Esq., London, Eng. Dear Sir: [Extract.] “ To prevent confusion and trouble with my accounts, the same that I have heretofore experienced, it is op the utmost importance that the Trustees in London forward to me promptly on the expiration of each month a complete report of their bond transactions during the expired month. Will you see that this is done clearly and fully? I am, dear sir, Very truly yours, J. C. Calhoun, Secretary. [copy.] ATLANTIC & GREAT WESTERN RAILWAY CO., > (Consolidated,) > Secretary’s Office, Meadville, Pa., Feb. 24th, 1866.) Messrs. Benjamin Moran and John Goddard, London, England. [Extract.] “ You will please return to J. M. Dick, Esq., Treasurer, Meadville, Pa., all bonds, and also all coupons surrendered and cancelled, This should be done whenever a transaction of this kind occurs. I am, gentlemen, Yours, very truly, J. C. Calhoun, Secretary. Extract from Minutes, Board of Directors, dated April 3d, 1866. “ Resolved , That the Auditor of the Company be, and he is hereby directed to call upon the Trustees of this Company in England, for regular monthly statements of their accounts as Trustees, and that they be required to return to the Treasurer all cancelled bonds and coupon* aa often as bonds and coupons, or either of them, are cancelled.” 24 [COPT.] ATLANTIC & GREAT WESTERN RAILWAY CO., (Consolidated,) Secretary's Office, Meadville, Pa., June 21, 1866. i B. Moran, Esq., and J. Goddard, Esq., Trustees, London, England. Gentlemen : — I beg to submit the following resolution of our Board of Directors ; an official copy of which was mailed to you on the 6th of April last : “ Resolved, That the Auditor of the Company be, and he is hereby directed to call upon the Trustees of this Company in England, for regu- lar monthly statements of their accounts as Trustees, and that they be required to return to the Treasurer all cancelled bonds and coupons aa often as bonds and coupons, or either of them, are cancelled.” Be pleased to transmit monthly the statement of your accounts with this Company. I am, gentlemen, Very respectfully, J. C. Calhoun, Auditor. Per J. [COPT.] ATLANTIC & GREAT WESTERN RAILWAY CO., (Consolidated,) Secretary’s Office, Meadville, Pa,, Nov. 6th, 1866. I Gentlemen : — I am in receipt of your favor of 16th ultimo, covering certified resolutions of the Board of Control, of June 6 and August 11, 1866. I notice that the resolutions do not give the numbers of the consoli- dated bonds issued in lieu of the cancelled bonds. It is important that the numbers be given. Please send me memorandum of the consolidated bonds referred to in the two resolutions oi 1 dates above mentioned, each separately, and hereafter send memorandum of each issue at time of sending resolution. I am, gentlemen, Yours very respectfully, J. C. Calhoun. Messrs. B. Moran and John Goddard, Trustees. Secretary. 25 [COPT.] ATLANTIC & GREAT WESTERN RAILWAY CO., ) (Consolidated,) y Secretary’s Office, Meadville, Pa., Nov. 13th, 1866.} Messrs. B. Moran and J. Goddard, Trustees, London, England. Gentlemen ; — It is highly important that you send to me at once a complete statempnt of all mortgage bonds of the Ohio Company, which you have received, and the disposition of the same. Blease make the statement in form showing date of their receipt by you, numbers, denominations, and amount. Also, date of delivery, to whom delivered, numbers, denominations, amount. It is hoped that you will be able to have this statement made up immediately and forwarded to me by first steamer ; as the books of the Ohio Company cannot be correctly adjusted without such report. I am, gentlemen, Yours very respectfully, J. C. Calhoun, Secretary. Extract from Minutes, Board of Directors, dated November 20th, 1866. “ Whereas, This Board have been informed by the Agent of the Company in London, that the necessity and usefulness of the Central Board of Control has ceased ; therefore, u Resolved, That the resolution of this Board passed the 5th day of October, 1-865, creating the Board of Control and authorizing the elec- tion of the same by the stockholders, and all supplements amendatory thereof, as well as the office thereby established, be and the same is hereby repealed, vacated and annulled, and that the Secretary be instructed to notify the several members of the said Board of Control and James McHenry, Agent in London, hereof accordingly.” Extract from Minutes, Board of Directors, dated November 20th, 1866. “ A statement was made to the Board by the Treasurer in reference to coupons held by the Trustees which should be returned to him. Said coupons having matured upon bonds in the hands of said Trustees. “On motion, it was “Resolved, That G. Church be a committee of one to correspond with the Trustees and point out to them the necessity of returning said coupons as fast as they mature, and to report the result of such corres- pondence to this Board.” 4 26 (copy.) ATLANTIC & GREAT WESTERN RAILWAY CO., ) (Consolidated,) Secrktary’s Office, Mkadville, Pa., Jan’y 12th, 1867.) H. E. Bird, Esq., (Auditor in London,) London, England. Dear Sir : — On the 6th November last, I addressed a letter to B. Moran and John Goddard, Esquires, Trustees, requesting them to give me the numbers of consolidated bonds issued by them in lieu of divi- sional bonds, and which are referred to in certain resolutions of the Board of Control dated respectively June 6 and August 11, 1866. Messrs. Moran and Goddard write me under date of 23d Nevember : “We will immediately on Mr. Bird’s return from America forward you full details of numbers of bonds.” I shall be under obligations if you see that this is done. Yours truly, J. C. Calhoun, Secretary, &c. (copy.) ATLANTIC & GREAT WESTERN RAILWAY CO., > (Consolidated,) k Secretary’s Office, MeadVili/e, Pa., Jan. 14th, 1867.) G-entlemm : — I have your favor of the 27th ultimo, covering resolu- tion of the Board of Control, passed November 14th, 1866, in regard to the cancellation of $264,500 of divisional bonds in lieu of which a like amount of consolidated bonds were issued. You do not give the numbers of the consolidated bonds issued, therefore I presume the Board of Directors will not confirm the action of the Board of Control in the absence of the information requested in my favor of Nov. 6, 1866, to you, as also on account of the deficiency in the resolution first above referred to. I am, gentlemen, Very respectfully yours, J. C. Calhoun, B. Moran and J. Goddard, Esqrs., Secretary. Trustees, London, Eng. (copy.) ATLANTIC & GREAT WESTERN RAILWAY CO., ) Central Department of Accounts, - Audit Office, Meadvillk, Fa., January 16th, 1867.) H. E. Bird, Esq., (Auditor in London,) 16 Tokenhouse "Sard, London, England. Dear Sir : — You will perhaps remember that in crediting up in the fall of 1865, Mr. McHenry’s account, as rendered, sundry items were found, reading as follows : — 27 1863, Jan. 15. To Sinking Fond cost $10,000 £1,609 0 9 1863, July 16. “ “ “ cost 10,000 1,610 0 0 1864 Jan. 15. “ “ “ cost 10,000 1,749 7 6 1864, April 1. “ “ “ 100,000 at £225 per $1,000 22,500 0 0 1864, ’ July 13. “ “ “ cost 10,000 1,658 16 4 1865, Jan. 14. “ “ “ cost 10,000 1,591 17 6 1865, April 1. “ “ “ 100,000 at £225 per $1,000 22,500 0 0 1865, July 14. “ “ “ cost 10,000 1,670 12 6 £54,889 14 7 At $8 to the £ Sterling is $439,117 83 In the absence of all explanations, and for the purpose of disposing of the sum temporarily , and until I was put in possession of information which would enable me to write it up correctly, I opened an account called “ Sinking Fund” Dr. $439,117 83 and gave Mr. McHenry credit for same sum. This debit you will find in Trial Balance sent you each month. I now have to request that you will, with as little delay as possible, ascertain what this is, and advise me how to dispose of it. I suppose I am correct in assuming that this Company has no such sum of money on deposit as a “ Sinking Fund,” therefore the Sinking Fund account should be closed and the amount written off into some other account, most likely “General Construction.” Please be so kind as to look into this, at once, and inform me clearly what to do with it. Very respectfully, yours, J. C. Calhoun, Auditor. Extract from Minutes, Executive Committee, dated Jan. 22d, 1867. “ The President submitted several letters from Mr. McHenry in regard to coupons in the hands of Trustees, &c., which were referred to the Counsel of the Company for a written opinion as to the condition of the securities in the hands of Trustees, and Mr. McHenry as Financial Agent. The following report was made by G. Church, being the opinion arrived at after a careful examination of the powers granted and instruc- tions given : Meadville, January 17th, 1867. S. S. L’Hommepieu, Esq., President, A. & G. W. By. Co. Dear Sir : — As requested, I here furnish you the result of my promised examination touching the authorized issue and disposal of the shares and mortgage bonds of the Atlantic & Great Western Bailway Company. The act of consolidation fixed the capital at thirty millions of dollars and divided it into sixty thousand shares. Of these shares there were reserved as many in number and amount as equalled the aggregate of preferred and ordinary shares already issued by and outstanding against the several companies consolidated, inclusive of the interest accrued upon such as had been issued at interest. These reserved shares were not to be issued, except in exchange for the others returned and cancelled. 28 The remaining shares, to a limited number, were issued to James McHenry, as contractor, to be applied on account of construction and equipment of the line of railway by him prior thereto ; and the balance were issued to him for disposal by sale, as the agent of the Company, for money, materials or supplies, to be held by him as such agent in trust for the Company and subject to its order and control. What disposition has been made of these by Mr. McHenry, or whether any, does not appear by any report from i im. This terminates my examination as regards the shares. The disposition of the mortgage bonds is ascertained by reference to the resolution of the Board of Directors under date of October 5, 1865 — the mortgage or deed of trust in pursuance thereof, of the same date — the tenor of the bonds — the declaration of trust by the Company to and acceptance thereof by Messrs. Goddard and Moran, of London, under date of October 26th, 1865, and the power of attorney to James Mc- Henry, dated October 31st, 1865. By examination of these papers, it will be found that the amount of authorized issue of mortgage bonds was thirty millions of dollars, and the number sixty thousand. Of these, thirty-two thousand two hundred and eighty-four, and numbered from 27,717 to 60,000, both inclusive, amounting in the aggregate to sixteen millions, one hundred and forty- two thousand dollars, were denominated reserved bonds, and placed in the possession of Messrs. Goddard and Moran, in trust, for the exclusive purpose of exchange for, or of liquidating the prior lien mortgage bonds issued or authorized by the several corporations, now consolidated, and not to be withdrawn from the said trust, nor used for any other purpose whatever, nor even for that purpose before the maturity of the said divisional bonds respectively, except by direction of a formal resolution of the Board of Control, approved by resolution of the Board of Directors of this corporation; nor even under such resolutions, nor at any time unless a like amount of such prior bonds be surrendered to and cancellec by the trustees, as then withdrawn and used for the purpose. But it i; the duty of the trustees to first detach and cancel all overdue coupon and surrender them to the Treasurer of the corporation, and abate the' interest accrued at the time, as shall be directed by the Board of Directors. These overdue coupons and accrued interest cannot be held against the corporation in the hands of any one for any purpose. I do not conceive it necessary to say anything further on the subject of these reserved bonds. The status of all embraced within the num- bers mentioned is, I consider, irrevocably fixed, and no new contracts can be entered into changing it, without the consent of all the parties interested in any way, under the trust. In regard to the other bonds, numbered from 1 to 27,716, both inclusive, and amounting to thirteen millions eight hundred and fifty- eight thousand dollars, it appears that a portion of these, to the amount of six millions of dollars, and numbered from one to twelve thousand, (1 to 12,000) both inclusive, was paid over to James McHenry, as were the shares previously mentioned, in or towards payment on the construc- tion and equipment contract already performed, and the balance amount- ing to seven millions eight hundred and fifty-eight thousand dollars was 29 placed in the hands of James McHenry as attorney and agent of the corporation under the power dated October 31, 1865, already mentioned, to sell for money, materials and supplies to be used in completing the construction and equipment of the main line, the Buffalo Extension, so called, and other unfinished portions or extensions, and as to which extensions, contracts had been made with Mr. McHenry prior to the consolidation. These latter bonds, if undisposed of by the agent, are subject undoubtedly to the absolute control of the corporation, and may be with- drawn from the custody of the agent, but if sold or otherwise disposed of by him, then the consideration is subject to the order and control of the corporation according to the express provisions of the power of attorney. The Board of Directors have not authorized the Treasurer to credit or pay to Mr. McHenry the accruing interest coupons of the consolidated bonds remaining in the hands of the trustees, or in his own hands, as agent and attorney of the corporation. On the contrary, these coupons should be detached, as tney mature, and be cancelled and surrendered without charge to the Treasury. The examination of the subject, and all the documents and the reso- lutions of the Board of Directors concerning it, confirm me in this opinion. Besides, I find such was the understanding of the chairman of the late Board of Control, in his letter to you of December 28th, 1865, adopted by the Executive Committee of the Board of Directors in their proceedings under date of January 12th, 1866. You will perceive I have not predicated anything upon the contract authorized to be made with James McHenry for completing the line of road in operation, and the construction of the Buffalo Extension, etcetera . No such contract has been yet actually executed, and if it had been done in compliance with the resolutions authorizing it, the entire amount of shares and bonds beyond that paid to Mr. McHenry on his account rendered to October 1, 1865, must pass into the hands of the Trustees, Messrs. Goddard and Moran, to be paid over to Mr. McHenry from time to time upon the certificate of work done, made by the Engineer- in-Chief, approved by the President of this corporation and the Chairman of said Board of Control. I believe I have now herein fully answered your inquiry. Yours truly, G. Church, Solicitor. Extract from Minutes, Board of Directors, dated March 1st, 1867. “ Resolved , That the President be, and he is hereby instructed to communicate with James McHenry in relation to the necessity of having from him a detailed statement of his account with the Company since October 1st, 1865, and of the disposition made by him of the bonds and shares placed in his hands. And also to demand of the Trustees a like detailed statement of their accounts since their appointment in October, 1865.” 30 (copy.) ATLANTIC & GREAT WESTERN RAILWAY CO., ) Central Department of Accounts, Audit Office. Meadville, Pa., March 15th, 1867. i James McHenry, Esq., London, England. Dear Sir : — Herein you have copies of three letters, viz : 1st, dated Jan. 12, 1867, addressed to H. E. Bird, Esq., in regard to the numbers of consolidated bonds issued in lieu of divisional bonds. 2d, dated Jan. 14. 1867, addressed to Moran and Goddard, Esquires, in regard to an issue of consolidated bonds, on the 14th Nov., 1866. You will see by the letter that they did not give me the numbers of the bonds of that particular issue. 3d, dated Jan’y 16, 1867, addressed to Mr. Bird in reference to an item in your account of Sept. 30, 1865, designated “ Sinking Fund.” This letter explains itself. I require immediate and full answers to these three letters. It is not the first time I have written upon the same subjects; and the parties addressed, by their silence, refusing to give me the information. I am, sir, Very respectfully, yours, J. C. Calhoun, Auditor. You will observe that this correspondence dates from December, 1865, and continues to a very recent date. No definite reply has ever been received from the persons addressed in regard to the subject matter of these letters. Before closing this report we beg to present the following statement of the Authorised Capital of the A. & G. W. Railway Co. Under and by virtue of the act of Consolidation, dated August 19, 1865. Capital Stock, 600,000 Shares, $50 each $ 30 , 000,000 Under and by virtue of a resolution of the Board of Directors, adopted October 15, 1865 : Mortgage Bonds, 60 , 000 , each $500 30 , 000,000 $ 60 , 000,000 31 The total capital of $60,000,000 to be appropriated as follows : As per act of Consolidation : Reserved to be exchanged for preferred shares of the Ohio Division Divisional common shares Total reserved shares Remaining for Company’s use, As per Deed of Trust : Reserved to be exchanged for divisional bonds, $15,616,000 Remaining for Company’s use. 14,384,000 $30,000,000 $60,000,000 AGGREGATES : Total authorized shares and bonds $60,000,000 Total reserved shares and bonds for exchange $35,039,682 Total shares and bonds remaining for Company’s use 24 ; 960,318 $60,000,000 The consolidated shares and bonds were disposed of as follows : shares : In reserve for exchange for divisional shares $19,423,682 Deposited with Goddard and Moran, in trust 1,800,000 Paid to J. McHenry, on account 8,000,000 Issued to sundry persons 340,723 Remaining unissued 435,595 $30,000,000 BONDS : Deposited with Goddard and Moran, Trustees, to exchange for divisional bonds $15,616,000 Deposited with J. McHenry as Agent and Attorney 8,384,000 Paid to J. McHenry, on account 6,000,000 $3,000,000 16,423,682 19,423,682 10,576,318 $30,000,000 32 It appears from Mr. McHenry's statement that a debt exists against the Company in England of $27,000,000 in excess of the authorized capital, which has been created without authority, excepting as to the first issue of debentures, in respect to which this Company in the absence of all returns or accounts from Mr. McHenry, are not aware that they have been benefitted by their issue to the extent of one dollar. We here leave the matter for your consideration, feeling that upon examination you will find all our statements supported by an array of evidence that cannot be shaken. Your Directors and officers invite the fullest investigation possible into their management, expenditures, con- tracts, leases, etc. ; but, they wish you to bear in mind that England is not the proper place to conduct an investigation of the affairs of this Company. We desire you to visit us, come upon the road, examine it and satisfy yourselves by personal inspection whether the statements as to its con- struction are true or untrue. Although the road has been held up to you as a work “complete” in all its parts, hence should be worked for 48 or 55 per cent, of the earnings, we believe if you examine it thoroughly and with a view to do justice to all connected with it, you will report that it is still incomplete ; that much of the construction was originally defective ; that the working expenses must necessarily be great unless money is appropriated to finish it as it should be finished, and in such manner as your Directors had reason to suppose the contractor would finish it. Give us a committee of independent, truthful men — men of practical business minds, not theoretical railroad men, and we will not feay the result of an impartial investigation conducted by them. Statement after statement has been published, prospectus after pros- pectus issued to you, glowing accounts of the finished road been written for the papers — wonderful results of the business promised, and now, these things proving delusive, you look for a reason, you ask the authors to explain, and they, with a view to shield themselves, point to your Directors and officers as being the cause. “It is your Board who have winked at irregular practices, and it is with the knowledge of their superior officers that your agents act in the interests of rival lines." Baseless — unfounded charges used by those whose interest it now is to prevent a true statement of the condition of the Company being given. Your property is valuable — it is sure to become one of the best lines of this country ; but to enable it to receive and to do the business to which it is justly entitled, it must he completed — it must be put in a condition to do all the business that it can do promptly, safely and economically. Respectfully submitted. John Dick, Chairman, Meadville, Pa. A. F. Allen, Jamestown, N. Y. John Howard, Dayton, O. FOURTH ANNUAL REPORT OF die llthintix # Cr eat ®cstcrn Co. TEN MONTHS, ENDING OCTOBER 31, 1866. STOCKHOLDERS’ MEETING Office of the Atlantic & Great Western 1 Railway Company, >• Meadville, Pa., Jan. 8, 1867.) The stockholders met pursuant to notice. On motion, General John Pick was appointed Chairman, and J. C. Calhoun, Secretary. The Inspectors, Jas. R. Dick, 0, Hastings, and J. M. Dick, appeared and were duly sworn. J. M. Dick having been appointed in place of Wm. Thorp, he being a Director and ineligible. The President, S. S. L’Hominedieu, then presented his report in connection with those of the Auditor and General Superintendent. The report of the President was read and placed on file. On motion of Wm. Thorp, it was moved to accept the reports of the President and those accompanying it. Carried. On motion of C. R. Hunt, it was Resolved, That we approve of the report of the President of this Company relative to its affairs at this time presented, and order the same to be printed, and at the same time tender our thanks for the energy and fidelity with which the Officers and Directors have discharged their respective duties, and fully approve the same as spread out in the Presi- dent’s report and upon the minutes of the Company. On motion of M. Kent, it was Resolved , That they now proceed with the election of twenty- one Directors for the ensuing year. The polls were then opened, and after all the stockholders had been given an opportunity to vote, the polls were closed at 4 P. M., and the result declared as follows : — We, the undersigned, Inspectors of an election of the stockholders of the Atlantic & Great Western Railway Company (Consolidated) for the election of Directors of said Company for the ensuing year, and for three Inspectors of the next election, held on .Tuesday, the 8th day of January, A. D. 1867, at the office of said Company, in the City of Meadville, County of Crawford and State of Pennsylvania, being the annual election of Directors of said Company, public notice thereof hav- ing been given in accordance with the provisions of the Articles of 36 Consolidation of said Company, and the polls having been open from 2 P. M. to 4 P. M., and on closing the polls (all the stockholders having had an opportunity to vote) and carefully enumerating and adding the votes therein contained, do hereby certify , that at the- said election the following are the persons elected as Directors for the ensuing year, viz : S. S. L’HOMMEDIEU S. L’HOMMEDIEU J. J. SHRYOCK T. W. KENNARD MARVIN KENT J. W. TYLER JACOB RIBLET E. P. BRAINERD JOHN HOWARD Hon. JOHN SHERMAN Hon. GAYLORD CHURCH Hon. JOHN DICK WILLIAM THORP CHARLES DAY HENRY MARTIN GEORGE R. BABCOCK A. F. ALLEN ROBERT H. BERDELL BEACH VANDERPOOL JOHN GARDNER CHARLES E. E. BLAKESLEY. . . . Cincinnati, Ohio. New York City. Meadville, Pa. New York City. Kent, Ohio. Warren, Ohio. Galion, Ohio. Ravenna, Ohio. Dayton, Ohio. Mansfield, Ohio. Meadville, Pa. Meadville, Pa. Meadville, Pa. Buffalo, New York. Buffalo, New York. Buffalo, New York. Jamestown, N. Y. New York City. New York City. New York City. New York City. And that the following named persons are elected as Inspectors to serve at the next annual election, viz — J. R. DICK# O. HASTINGS, J. M. DICK. In Testimony Whereof, we, the Inspectors of the said election, have hereunto set our hands and seals this eighth day of January, A. D. 1867. i Adjourned. J. R. DICK, 0. HASTINGS, J. M. DICK, SEAL. | 4 seal.] > Inspectors. SEAL.] ) PRESIDENT’S REPORT Atlantic & Great Western Railway, President’s Office, January 1 , 1867. To the Hond and Shareholders : Gentlemen : — Since my last annual report, the By-Laws of this Company have been amended for the purpose of closing the fiscal year on October 31st. This change has been made to enable the Auditor to have all his accounts closed, and full and complete reports made for your annual meeting in the month of January. Owing to this change, the accompanying reports represent the business of your road for only ten months. The gross earnings for the ten months, compared with the same months of 1865, show an increase of $218,762 48. This amount is short of our estimate made for the business of the period named. Our passenger traffic has fallen far below our expectations, both local and through. The stagnation of business following the close of the war — the prevalence of cholera in our country — the interruption of our roads by floods unprecedented, have most seriously affected the local passenger business oh most of our western roads, amounting to an aver- age of 30 per cent,, and in some cases as high as 40 per cent. By reference to the reports of your Auditor you will find our passenger receipts have decreased $178,959 31 in 1866. Your road has lost from local causes that have not materially affected other roads. The great excitement and speculation in the oil regions during the year 1864-5, was the source of an immense travel to and from that section. This excitement passed away early last year, and with it the large amount of travel. The opening of new lines of railroads to that region has also divided the lesser amount of travel. The local travel on other portions of your road has increased, and bids fair to continue to do so. Our estimate for through travel was based on the expectation that the Buffalo Extension would be completed early in the past season. The importance of this connection, for both passengers and freight, must be apparent to all. As yet our through passenger business is confined mainly to one line between New York City and the west. We have no line that connects us with Buffalo, Niagara, Canada, the great and populous portion of the State of New York, and with the New England States. Nor have we any fair connection by which we can reach either 38 Baltimore or Washington. We are confined to one great city in the east, from and to which we have had the larger share of passengers ; but the travel to and from New York City is small compared to that of the country named. Our freight earnings amount to $3,478,915 83. This shows an increase of $335,390 55 over the same months of 1865. Our tonnage shows an increase of 366,578 tons — almost 50 per cent. Had we obtained the same average price per ton (which was in 1865 $3 70 and in 1866 $2 87) our estimates would have been fully realized. The great reduction in price of freights was occasioned by the opening of new roads to the oil regions, and by the resumption of competion on the part of the Baltimore and Ohio road and the Coast route, which h&d been previously suspended by the war of rebellion. It should be a source of gratification to all interested in our Com- pany to find this great increase of tonnage. It proves the location a success, enabling our road to compete favorably with all the great trunk lines of this country. With only one connection in the south-west, of the same gauge, it was generally supposed your tonnage would have been much less than it has proven. The prompt manner in which freights have been carried, without delay or transhipment at any point, both by the Erie and A. & G-. W. K/y, has given the line a reputation, that has secured a great increase of through freights the past year, and the volume will doubtless continue to swell. Our transportation expenses this year amount to 72^ per cent, of our gross earnings. Last year they were 63^ per cent. The cause of this will readily be seen. The extra number of tons moved could not be done with the same number of trains. Men and supplies were from necessity increased, and the price of both was quite as much as last year. Had there been a corresponding reduction in the cost of men and sup- plies with the‘ reduction in rates of transportation, our net earnings would no doubt have proven highly satisfactory. The present stagna- tion in eastern markets indicates a material decline in the expenses of living, and in the cost of both labor and supplies, the coming year. Arrangements recently completed between the Erie, and A. & G. W., and 0. H. & D., and Ohio & Mississippi Cos., by which the several roads are to be operated as one great through freight line, from New York to St. Louis, will largely increase our through traffic the ensuing year, and give still greater satisfaction to the business public. And here it may not be out of place to say that the relations now existing between the several companies owning the broad gauge roads of our country, are of the most friendly character ; and there is a proper appre- ciation on the part of all of the great importance of unity of feeling and action. Our local freight business bids fair for a large increase. The build- ing of a number of furnaces — the opening of new coal fields, and the general improvement of the country, on your line, will certainly give you a largely increased traffic.* It has been the policy of the Company to encourage manufactures at all points on the line for the past two years ; and as an instance of the good effect of such a policy, we may mention that in the city of Cleveland, in the year 1864, there were but five refineries of petroleum on our line ; now they number forty-six and 39 consumed 474,132 barrels of crude oil during the ten months ending October 31st last. The extension of your line into Oil City, referred to in the Superin- tendent's report, has largely increased the oil traffic on the Franklin Branch, and it has enabled you to get your proportion of the increased shipment, which for the ten months of 1866, amounts to 609,932 barrels over 1865, and 634,655 over the year 1864. This important branch of your business has attracted the attention of the managers of the New York Central and Pennsylvania Central roads, and they are now making large expenditures for the purpose of dividing this traffic, of which you have heretofore had so large a propor- tion. With our present arrangements we confidently expect to retain a full share. The improvements on your line, contemplated at the commencement of the year, in filling trestles, putting in stone piers in place of those of wood, etc., and completing such buildings as were thought necessary to enable the road to be worked with greater economy, have had to be principally suspended. Only such expenditures as could not be avoided without great loss have been made. Orders were given early in the season for such materials as were expected to be used in the construction of the buildings, but were countermanded as soon as we were informed by your Financial Agent, in London, that means to pay for the same could not be provided for months to come. A small portion of the orders had been filled, and were paid for out of the earnings instead of the capital, as was originally intended. The financial panic in England deprived us of not only what was required to put your main line in complete working order, but also de- feated the completion of the branches to Buffalo and New Lisbon, which, when completed, must so largely increase your earnings both from pas- sengers and freights. The consolidated bonds and shares authorized, were, under direction of your Board, issued and forwarded to Trustees in London, appointed by your Board, a part of which were held by said Trustees for the pur- pose of exchanging for the State or divisional bonds. Of these divisional bonds $3,257,100 have been cancelled and returned to your Treasurer. The remainder of the bonds in the hands of your Trustees, after pro- viding for the divisional bonds, were deemed sufficient to pay the balance due Mr. James McHenry for work done and complete the main line and branches, and were to be used for that purpose solely. A proposition was made to our Company, through the Chairman of the Board of Control in London, that Mr. James McHenry complete the main line and branches, for the remaining securities of the Company, then in the hands of said Trustees. This proposition was agreed to, and a contract ordered to be drawn up by the Solicitor of the Company. The contract, however, has not yet been executed, nor any of the work since performed, except a small portion on the main line in the early part of last year. The amount expended on construction has been principally paid out of the earnings, and the remainder of the net has been used in paying coupons here, and forwarded to London for a like purpose. 40 By reference to the report of your Superintendent it will be seen that the amount of work required to be done will consume a large part of the net earnings of the road for the ensuing year or two, unless the amount can be derived from your capital account. No report has been furnished by the Board of Control, or by your Financial Agent, that will enable us to say what can be realized for this purpose out of the re- maining securities. Should you not be able to realize from this source, then your net earnings should be used to complete what is essential to be done, in order to work the road to the best advantage, and to develop fully its traffic and thereby give greater value to its securities. Respectfully submitted. S. S. I/Hommedieu, President. AUDITOR’S REPORT Atlantic & Great Western Railway Co., Audit Oeeice, Meadville, Pa., December 31, 1866. V 2o the 'President and Directors of the Atlantic & Great Western Pailway Co. : I submit the following abstract, showing the earnings and expenses of the Road during the ten months ending the 31st of October last : ABSTRACT OF RECEIPTS AND EXPENSES FOR THE TEN MONTHS ENDING OCTOBER 31, 1866. RECEIPTS : From Freights $3,478,915 83 Passengers 1,257,266 77 “ Engine and Car service 81,439 20 “ Rents 15,868 06 $4,833,489 86 Average earning per week, $111,114 71 Number of miles operated, 507. Average earnings per mile per week, $219 16 EXPENSES : Total working expenses, (72x0 per cent.) 3,522,460 23 Balance* 1,311,029 63 Payments not chargeable as working expenses : Rent of leased railway... $265,860 00 Exchange and interest and profit and loss 16,296 20 Interest on stock and bonds and exchange on coupons 1,833,309 29 2,115,465 49 6 Net deficit $804,435 86 42 Net revenue, 1862 “ “ 1863 “ “ 1864 “ " 1865 $179,234 71 410,919 88 992,460 07 1,593,977 67 3,176,592 33 Balance net revenue to Oct. 31, 1866 $2,372,156 47 The above amount is represented by the following : Cash in bands of Treasurer and Paymasters, u tl Gurney, Kennard & Mozley and the Mechanics’ National Bank of N. Y. to pay coupons Materials in General Supply Store $315,139 22 Materials in Department of M. P. & M 397,407 90 Materials in Stationery Store, 28,096 15 Balance due from Station Agents Balance of capital and unsettled general accounts on the general ledger, (being those marked thus [i] on the general balance sheet, account No. 3,) $159,736 19 1,314,687 45 740,643 27 77,554 19 1 79,535 37 $2,372,156 47 The business of the last fiscal year (comprising only ten months) as compared with that of 1865, is as follows : For the year 1865 : Earnings, $5,825,335 18. Working expenses, $3,686,033 00, or 63^ per cent. For the year 1866 (ten months, to Oct. 31,) : Earnings, $4,833,489 86. Working expenses, $3,522,460 23, or 72J, per cent. For the ten months (January to October) of 1865, the earnings from freight and passengers were as follows : Freight, 831,959 tons, $3,083,320 11, or $3 70 per ton. Passengers, 847,608, $1,291,476 61, or $1 52 per passenger. For the ten months (January to October) of 1866, the earnings from the same sources, as per tables 1 and 3, have been : Freight, 1,198,537 tons, $3,437,897 25, or $2 87 per ton. Passengers, 742,077 ; $1,112,517 30, or $1 50 per passenger. The freight traffic shows a large increase (366,578 tons) in the ton- nage carried during the last ten months, while the average rate per ton is very much lower. Had the same rates been received during the past 43 year, as during the year previous, the freight earnings would have been increased by about $1,000,000. In the passenger traffic, however, the average rate per passenger is about constant, while the amount of travel has diminished, being less than in 1865 by 105,531 passengers. Had this traffic continued as large as in the previous year, the revenue would have been additionally increased by about $150,000. Had this additional revenue been realized, the earnings would have been sufficient to meet all payments properly chargeable to the revenue account, such as bonded interest, operating expenses, rents of leased lines, etc., as a reference to the revenue account, appended hereto, shows a deficit of $804,435 86, while the estimated increase, as above, would have amounted to about $1,150,000. Had this additional amount of earnings been realized, the operating expenses would have been reduced to about 60 percent., as the expenses would not have been increased above the present amount, the supposed increase of earnings being from increased rates and not from any increase over the actual tonnage moved. The capital accounts remain much as when the last report was made at the close of 1865. The r total cost of line to Oct. 31st, 1866, was $56,357,560 15 “ “ “ “ Dec. 31, 1865, 56,797,275 91 Decrease $439,715 76 This decrease has arisen from the correction of various small errors which have been detected in the settlement made with the contractor to October 1, 1865, as well as in the amounts charged to construction direct by the several companies prior to the consolidation. Since October 1st, 1865, the date of the last settlement with the contractor, there has been expended on the road in labor and materials $1,776,151 35, which has been charged to James McHenry's construc- tion account. The following is a condensed statement of the accounts of James McHenry, contractor, on the 31st of October last : James McHenry, In account with the Atlantic & Great Western Railway Co. 1866 Or. Oct. 31. By balance of account for cost of line $24,906,915 23 “ “ general account 374,092 69 “ “ coupon “ _ 393,027 00 $25,674,034 92 44 I 860 Dr. Oct. 31. To balance of construction ac’t SI, 458, 200 46 “ Consolidated capital stock . . 8,000,000 00 “ “ bonds.. 6,000,000 00 il Ffanklin Branch Bonds 465,000 00 “ Buffalo Ex. stock and bonds 5,252.000 00 21,175,200 46 Balance favor of Mr. McHenry 4,498,834 46 Consolidated bonds held (as agent and attorney) by Mr. McHenry 8,384,000 00 Difference favor of Company S3, 885, 165 54 The capital stock of the Company is fixed at $30,000,000 00 And of this there has been disposed of as per Table on page 31 of this report .... 29,564,405 26 Leaving to be issued 435,594 74 The first and second mortgage bonds of the different companies and branches outstanding on the 31st December 1865, was $15,616,065 00 The amount now outstanding (Ofct. 31, 1866,) is 12,894,900 00 Balance, being amount cancelled and converted into consolidated bonds $2,721,165 00 Of this amount there has been converted into consolidated bonds the following : N. Y. Division, 1st mortgage $84,000 “ “ 2d “ 32,500 Pennsylvania, 1st u 348,500 “ 2d “ 213,900 Franklin Branch, 1st mortgage 116,000 Ohio 1st mortgage 259,100 ‘‘ 2d “ 1,347,000 Buffalo Extension, 1st mortgage 220,000 Silver Creek Branch, 1st “ 100,000 2,721,000 And there has been returned and cancelled New York Division 2d mortgage scrip. . 165 $2,721,165 00 Of the consolidated mortgage bonds, there had been issued to Oct. 31, 1866 $17,105,000 00 And there was in trust, to redeem the above, Divisional bonds 12,895,000 00 $30,000,000 00 45 The total amount of mortgage bonds, outstanding on the 31st Oct., 1866, is, as above, First and second mortgages of the several divisions $12,894,900 GO Consolidated mortgage bonds 17,105,000 00 $29,999,900 00 The above difference of $100 between the divisional bonds outstand- ing and the consolidated bonds held to redeem the same arises from the existence of $100 bonds among the divisions while no consolidated bonds •were issued for less than $500. At the time of the first cancellation of Pennsylvania 2d mortgage bonds, one bond of $100 was cancelled, for which no consolidated bond could be issued. At the time of the consolidation of the companies, many unadjusted accounts with land agents, collectors of stock subscriptions, etc,, passed into my hands, and I have to report very satisfactory progress in the settlement of these, during the past year. Some are stili unadjusted, or in progress of settlement, but the larger portion have been finally adjusted and closed. The number of passengers earned during the ten months was 742,077, producing a revenue of $1,112,517 30. The total miles travelled by this number of passengers was 33,790,- 988, or an average of 3^ cents per mile per passenger. The character and direction of the passenger travel were as follows : Eastward bound, through passengers 59,974 do. do. way do. 311,243 Westward bound, through do 58,249 do. do. way do. 312,611 742,077 Total through passengers 118,223 way do. 623,854 742,077 Total eastward bound passengers __ 371,217 do. westward do. do. 370,860 742,07*1 From this it will be seen that while the travel eastward and westward 5 very nearly equal, the through travel is comparatively small, being nly 16 per cent, of the total travel and 19 per cent, of the way travel. In the through travel, 65,784 passengers were received from othei ailways the balance, 52,439 passengers, started from points on this oad and passed on to other roads. In the way travel 394,362 passengers, yielding $454,987 95, pro- tired tickets at the various stations before taking the cars, and 229,492 assengers, yielding $151,968 15, paid their fare to conductors. The onductors thus receiving fare from 37 per cent, of all the way travel id collecting 25 per cent, of the total revenue from this source. The following are the names of the principal roads from which assengers were received, and the number of passengers from each : 46 Erie Railway 31,117 $177,285 70 Pittsburgh, Fort Wayne & Chicago. .. . .... 13,378 36,331 51 Erie & Pittsburgh 3,886 6,655 28 Oil Creek 3,177 19,014 15 Philadelphia & Erie 2,683 4,922 30 Mich. So. & Nor. Ind 1,862 8,426 28 Ohio & Mississippi 1,124 12,064 90 Pennsylvania — 1,055 2,886 79 Sundry roads, as per details of Table 2 — . 7,502 51,014 04 65,784 $318,600 95 The number of tons of freight forwarded during the ten months was 1,198,537, producing $3,437,897 25. This tonnage was moved 125,286,364 miles, or an average of 2^ cents per mile per ton. The character and direction of this freight traffic were as follows : — Eastward bound through 84,963 tons. do. way 414,132 do. Westward bound through 91,570 do. do. way - 607,872 do. 1,198,537 tons. Total through freight 176,533 tons. do. way do. 1,022,004 do. 1,198,537 tons. Total eastward bound 499,095 tons. do. westward do 699,442 do. 1,198,537 tons. From the above we see that on eastward bound freights, the through freight is 17 per cent, of the total, and on westward bound it is 13 per cent. On the total freight traffic the through freight is 15 per cent, of the total tonnage. Of the total tonnage forwarded 354,319 tons was delivered to us by other transportation companies, the balance, 844,218 tons, being derived from the section of country immediately adjoining the road. The following are the roads from which freight was received, and the amount from each : Erie Railway - 142,823 Oil Creek - 101,182 Cin., Ham. & Dayton 51,624 Reno, Oil Creek & Pithole — 9,468 Cleveland & Toledo >. 9,413 Erie & Pittsburgh 9,278 Col. & Ind. Central Bellefontaine - Pa. & Ohio Canal — Phil. & Erie Ry - Sundry roads, as per details of Table 5 . . 142,823 tons. $822,098 21 101,182 do. 419.031 39 51,624 do. 455,357 58 9,468 do. 53,259 91 9,413 do. 30,899 56 9,278 do. 24,432 20 8,398 do. 30,560 99 2,756 do. 11,555 78 2,595 do. 5,042 65 2,354 do. 6,790 61 14,428 do. 68,309 07 354,319 tons. $1,927,337 95 47 The number of barrels of petroleum (both crude and refined) for- warded was as follows : Shipped eastward 730,531 barrels. Shipped westward 492,306 barrels. Total 1,222,837 barrels. The revenue from this traffic was $932,490 46, or an average rate of 76 cents per barrel. During the year ending Dec. 31st, 1865, (twelve months,) the num- ber of barrels shipped was 784,032, yielding a revenue of $844,886 42, or an average of $1 08 per barrel. The average monthly shipments, during the ten months of 1866, was 122,284 barrels. During the twelve months of 1865, the average was 65,336 barrels. Showing an average increase per month in 1866 over 1865 of 56,948 barrels. The classification of the freight forwarded during the ten months ending Oct. 31, 1866, is as follows : — Lumber .. 71,454,513 pounds. $47,313 35 Other products of the forest. .. 22,943,967 do. 14,628 22 Live stock .. 15,518,495 do. 49,726 66 Products of animals .. 38,748,508 do. 103,172 26 Flour and grain . . 154,075,444 do. 302,129 02 Other vegetable food .. 13,547,119 do. 33,547 95 Agricultural products 38,951,618 do. 89,313 08 Spirits, leather and salt .. 15,278,164 do. 31,720 07 Manufactured articles -- 218,487,828 do. 378,174 80 Merchandise .. 182,197,121 do. 541,701 98 Mineral coal .. 834,438,950 do. 393,564 21 Iron and other ores .. 207,384,157 do. 136,065 93 Crude petroleum _ . . 313,664,415 do. 709,116 77 Miscellaneous .. 270,384,218 do. 607,722 95 Total 2,397,074,517 pounds. $3,437,897 25 Or 1,198,537 tons. Very respectfully, J. O. Calhoun, Auditor. . ' ,< 4 / ^ . > . GENERAL SUPERINTENDENT’S REPORT. General Superintendent’s Office, A. & G. W. Railway, Meadville, October 31st, 1866. S. S. L’Hommedieu, Esq., President. Dear Sir : — In accordance with the by-laws of this Company, I have the honor to submit the following report of the several departments under my charge, showing the business and condition of the road for the ten months ending October 31st, 1866. COMPARISON OF BUSINESS FOR 1866 AND 1865. Statement showing the earnings and expenses of running the road for the ten months ending October 31st 1866, compared with the cor- responding period in the year 1865, viz : 1866. Earnings. $4,833,489 86 Expenses. 3,522,460 23 Net Earnings $1,311,029 63 1865. Earnings $4,614,727 38 Expenses 2,804,474 38 Net Earnings $1,810,253 00 The expenses in 1865 were 63io per cent of the gross earnings. The expenses in 1866, were 72^ per cent, of the gross earnings. The total number of passengers carried during the year 1865, was 847,608, giving a revenue of $1,291,476 61, or an average fare per passenger of $1 52. In the year 1866 the total number of passengers carried has been 742,077, giving a revenue of $1,112,517 30, or an average from each passenger of $1 50. In consequence of this dimunition of passenger business, being a a decrease in 1866 of 105,530 passengers, compared with the number carried in 1865, the earnings have suffered a proportional decrease of $178,959 31, the rate per passenger being about the same, while the 7 50 expense of running the passenger trains has been as heavy as during the year 1865. The totai tonnage of freight carried in the year 1865, was 831,959 tons, giving a revenue of $3,083,320 11, or an average rate per ton of $3 70. In the year 1866 the tonnage has been 1,198,537 tons, giving a revenue of $3,437,897 25, or an average rate per ton of $2 87. If the rate per ton for 1866 had been as high as for 1865, or $3 70 per ton, the revenue from 1,198,537 tons would have been $4,434,586 90, instead of $3,437,897 25. The operating expenses in 1865 were 63^ per cent, of the earnings on the freight traffic of $3,083,320 11, this would amount to $1,951,- 741 63, which may be taken as the cost of moving the 831,959 tons of freight. At the same ratio of expenses the cost of moving 1,198,537 tons (the traffic of 1866,) would be $2,798,369. The actual cost 72& per cent, of earnings has been $2,502,789 19. FREIGHT TRAFFIC AND PROSPECTS. In regard to the freight traffic during the ten months ending Octo- ber 31, 1866, I would say the through freights transported during the above mentioned time, with the exception of one month, (February,) show a large increase over the corresponding time of last year, especially during the months of September and October, amounting to $40,000 more on each of these months. The through freight business westward has been constantly on the increase owing to the fact of rapid transit given to the merchandise. I can safely say, no other line of road has so regularly made the time that this has. This class of business, as well as the coal traffic, could be largely increased by placing more rolling stock upon the line. The coal traffic, especially, could be doubled if we had a sufficient number of cars. The large trade had with the oil regions, of supplies of various kinds, particularly building materials, grain and feed, has fallen off. Building towns has in a great measure ceased, and the large number of teams (consuming 30,000 bushels of grain per month,) are not now in service, pipe lines and new railroads having taken their place in the transportation of oil. The general local freight business of the line is on the increase. The oil trade, notwithstanding the sharp competition which we have had for it with the Allegheny river and new railroads connecting with other lines than this, and which have been opened during the year, has been good. The Company transported from January 1st to October 31st, 1866, 1,222,837 barrels, against 612,905 barrels during the same period last year. The direction of this oil is as follows : Westward from Corry and the Oil City Branch to Cleveland, 492,306 brls. Eastward from the same points to Salamanca 730,531 “ Total number barrels transported as above 1,222,837 51 Kates of freight collected on this to Cleveland for 140 and 154 miles, and eastward from Corry for 60 miles, have been four dollars per ton, and eastward from Oil City, 134 miles, nine dollars per ton. The live stock trade which may be considered as through business, has been of a very limited character, owing to the want of cars. There are two hundred cars in this trade, there should be at least one thousand, as the shippers will not ship unless they can depend on getting cars promptly. CONDITION OF THE TRACK, ROADWAY AND STRUCTURES, AND FUTURE REQUIREMENTS. The expenses for keeping the track and roadway in repair for the ten months ending October 31, 1866, have been as follows : Repairs of roadway do. track do. fences and gates Repairs of truss bridges — do. fr’t & gass.wood & water station do. eng.& car houses & m. & w. shops do. rented structures... * $49,237 17 462,938 16 7,975 85 $520,151 18 $13,847 41 20,070 20 9,397 84 398 94 — 43,714 39 $563,865 57 The following is the condition of the track and roadway, the details of which have been furnished by Mr. D. C. Coolman, Resident Engi- neer of the line, at the termination of the past fiscal year, and their requirements for that ensuing. The First Division extending from Salamanca to Meadville, 102 } miles, still requires considerable repairs, although greatly improved during the year. Owing to the very temporary manner in which parts of the road were constructed, the destruction of the permanent way has been much greater, requiring almost a total renewal of the track material and substitution of permanent structures for temporary ones. < There has been expended on this division in material for the past year 100,575 cross ties, 879 tons (or ten miles) of rerolled iron. Four new Howe Bridges 260 feet in the aggregate. Three arch culverts, seven bridge abutments and piers, twenty-seven box or rectangular cul- verts, 20,000 yards of ballast, one permanent depot constructed by the company and two by the liberality of the citizens at Ashville and Watts. One Worthington steam pump has been erected, and the cattle guards at Jamestown nearly completed. At all points where masonry has been substituted for temporary trestles the filling has been done. The stringers upon the cattle guards have been renewed and a considerable amount of fencing done. This division has been thoroughly ditched and drained. In this particular it is in much better condition than at any previous time. 52 There will be required on this division for the ensuing year at least SO miles or 2,900 tons of rerolled iron, 50,000 cross ties, 730 feet of bridging, viz : — 170 feet at the Conewango river. 160 feet at the Oassadaga river. 100 feet at the Chautauqua outlet, Dexterville. 200 feet at the Chautauqua outlet, Jamestown. 100 feet at the Big Broken Straw, Columbus. 730 lineal feet. 20,000 cubic yards of ballasting, 2,500 cubic perches of masonry, ten miles of fencing, one freight depot, Jamestown, two double tanks with steam pumps, 60,000 yards of embankment, filling trestles, etc. The Second Division extends from Meadville to Kent, distance 89 miles, and, for the same reasons assigned for the first, is not in first class condition. The character of the material in the road bed on this division, is much worse than the first. Nothing less than a thorough reballasting of the whole road from Meadville to Leavittsburg (63 miles) and relaying such portions as have not already been renewed with iron within the past year will be safe to rely upon. From Leavittsburg to Kent (27 miles) the road is much better, but will require a large num- ber of new ties, reballasting at various points, and a considerable quan- tity of new iron. There has been expended on this division during the past year 20,- 647 cross ties, 514 tons, or 5f miles of rerolled iron, one Howe bridge, 100 feet span, 15,000 cubic yards of ballasting, 500 perches of masonry, 65.000 cubic yards of filling in trestles, a large amount of ditching and draining. In this particular the road is in far better condition than at any previous time. There will be required on this division for the ensuing year, 26 } miles, or 2,500 tons of rerolled iron, 50,000 cross ties, 50,000 cubic yards of ballasting, 100 feet of Howe bridging, passenger and freight house at Greenville, and a passenger house at Warren. The large trestle bridges between Meadville and Greenville are par- tially filled and in comparatively safe condition for the present, but should be completed during the next season, for which it will require 100.000 cubic yards of embankment. The large trestle bridge over Walnut Creek at Baconsburg, and one over the Mahoning Valley at Warren, may be made safe for another year or more. The Third Division extends from Kent to Galion, a distance of 92 miles, and is in very good condition, although there are a large n am- ber of heavy trestle bridges, which should be filled as soon as possible, but they may be made comparatively safe for another year or more, save one near Ashland, which should be filled immediately. A large number of new cross ties are required owing to the fact that in the original construction the ties were too few in number, and many of them very inferior in size and quality. A few pieces of masonry are required and a large quantity of ballast. 53 There has been expended on this division 31 1 tons of new iron, 13,- 143 cross ties, 12,000 cubic yards of ballasting, 1,900 rods of fencing, one Worthington steam pump, and a capacious dining hall at Salem. This division will require 25,000 cross ties, 250 tons of new iron, 25,000 yards of ballasting and at least five miles of fencing, a passenger depot at Mansfield, and extended facilities for repairs of machinery at Galion. The Fourth Division extends from Galion to Dayton, a distance of 104 miles, and is in first class condition, requiring but a small outlay for the ensuing year to keep it in its present shape. Although some twenty miles of the division were greatly damaged by a serious flood in September, it has been thoroughly repaired and is in quite as good con- dition as before. There has been expended during the past year 30,000 yards of bal- last, 400 feet of Howe truss bridging, 21 tons of new iron, 24,700 cross ties and 4,823 rods of fencing. There will be required for the ensuing year upon this division 250 tons of new iron, 5,000 cross ties, 3,000 yards of ballast, one or more small depots, a stock yard at Urbana, and five miles of fencing. The Franklin Branch extends from the Junction (two miles west of Meadville,) to Oil City, a distance of 33^ miles. This branch has been greatly improved during the year, by substituting heavy iron for the light rail with which it was originally laid, by ballasting, ditching, enlarging the road-bed, and re-adjusting the track. The road has been extended at Oil City 7,600 feet, a capacious yard in Oil City, a substantial Howe bridge of three spans of 135 feet each, constructed over Oil Creek, with the necessary approaches. The capa- city of this branch has been largely increased by these extensions and improvements. Three miles yet remain of the light iron which should at once be removed and a heavy rail substituted. There has been expended 16,260 cross ties, 333 tons of new rail, 15.000 yards of ballast, two small depots erected, 425 feet of Howe truss bridging with the necessary piers and abutments and the necessary trestle approaches. There will be required for the ensuing year 350 tons of new iron, 5.000 cross ties, and 2,000 yards of ballast, several small culverts, in the aggregate, 800 perches of masonry. The Mahoning Branch extends from Cleveland to Youngstown, a distance of 67 miles. The portion of this division between Leavitts- burg and Cleveland (50 miles) is in good order, having been greatly improved during the past year. Some 15 miles of narrow gauge iron has been repaired by sawing the ends, and other repairs with the substi- tution of three miles of new iron and a large number of new ties. A small expenditure, comparatively, will keep this portion in good order for the ensuing year. The portion between Leavittsburg and Youngs- town (17 miles) is in bad order, requiring to be entirely relaid with ties and iron. Some extensions have been made at the city of Cleveland in track room and the facilities for the repairs of machinery The exten- 54 give coal and ore docks on the old river bed have been extended, a permanent car scale erected. Preparations are now being made to extend the old river-bed docks some 1,450 feet, to meet the demands of the largely increasing coal and ore business, and also to extend the line across the old river-bed to a connection with the Cleveland and Toledo road, which will become necessary by the changes proposed by that company, for which a large transfer depot will be required and exten- sive yard room made. Improvements have been made for the supply of water at Cleveland, Solon and Leavittsburg. A rail repair shop at Leavittsburg has been erected with capacity to repair from sixty to one hundred bars per day. There has been expended 264 tons of new iron, 9,148 cross ties, 2,300 yards of ballast, one water tank constructed, and largely increased facilities at Solon and Cleveland by laying substantial iron pipe in place of wood. One bridge abutment rebuilt and several others repaired. There will be required for the ensuing year 40,000 cross ties, 1,000 tons of iron, 2,500 yards of ballast, 1,500 feet of docking at old river- bed, 164 feet of Howe truss bridging, 200 feet of drawbridge, old river- bed, with the necessary masonry, 25,000 yards of embankment for the Toledo connection, steam pump at Youngstown and Leavittsburg, engine house at Leavittsburg for five engines, 30,000 yards of embankment, filling trestles, and 2,000 perches of masonry. ESTIMATED COST OF MATERIALS FOR REPAIRS AND RENEWALS FOR ENSUING YEAR : REROLLED IRON. First Division, 2,900 tons at $40 per ton $116,000 Second do. 2,500 do. do. do. 100,000 Third do. 250 do. do. do. 10,000 Fourth do. 250 do. do. do. 10,000 Maho’g Branch, 1,000 do. do. do 40,000 Franklin do. 350 do. $60 do 21,000 $297,000 NEW IRON. 1,000 tons at $80 per ton $80,000 CROSS TIES. First Division, 50,000 @ 50 cents $25,000 Second do. 50,000 do. 25,000 Third do. 25,000 do. 12,500 Fourth do. 5,000 do. 2,500 Maho’g Branch, 40,000 do. 20,000 Franklin do. 5,000 do. — 2,500 87,500 175,000 Carried forward. $464,500 55 Brought forward $464,500 SPLICES, BOLTS AND PLATES. For 77 miles (less value of old chairs) 17,479 Cost of distributing and putting in 17,500 ties @ 25 cts 43,750 Cost of laying 77 miles iron at $150 per mile 11,550 One and a half tons spikes per mile for 77 miles, 115 } tons, at $140 per ton . 16,170 BALLASTING. First Division, 20,000 cubic y’ds, at 60 cts. per yard, $12,000 Second do. 50,000 do. do. do. 30,000 Third do. 25,000 do. do. do. 15,000 Fourth do. 3,000 do. do. do. 1,800 Maho’g Branch, 2,500 do. do. do. 1,500 Franklin do. 2,000 do. do. do. 1,200 61,500 BRIDGING. First Division, 730 feet at $40 per lineal foot $29,200 Second do. 100 do. 30 do. 3,000 >Maho’g Branch, 164 do. 30 do. 4,920 37,120 Mahoning Branch, 200 feet drawbridge at $100 20,000 MASONRY. First Division, 2,500 perches of masonry at $9, $22,500 •Second do. 1,000 do. do. do. 9,000 Third do. 500 do. do. do. 4,500 Fourth do. . 200 do. do. do. 1,800 Maho’g Branch, 500 do. do. do. 4,500 42,300 EXCAVATION AND EMBANKMENT FILLING TRESTLES. First Division, 60,000 cubic y’ds, at 35 cts. per y’d, $21,000 Second do. 100,000 do. do. do. 35,000 Third do. 25,000 do. do. do. 8,750 Maho’g Branch, 20,000 do. do. do. 7,000 71,750 FENCING. 20 miles of fencing, at $400 per mile 8,000 DEPOTS AND FIXTURES. First Division, one freight depot at Jamestown 3,000 Second do. one passenger depot at Greenville .. . $4,000 Do. do. one freight do. do. ... 3,000 Do. do. one passenger depot at Warren 8,000 — 15,000 Carried forward $812,119 56 Brought forward $812,119 Third Division, one passenger depot at Mansfield 5,000 Fourth do. one small depot 2,500 WATER HOUSES AND MACHINERY, 5 double tanks with Worthington pumps, at $3,500 17,500 Oar repair shops, Meadville $60,000 Paint shop, car shop, &c., Kent 25,000 Machine shop, Galion 30,000 115,000 $952,119 For a more particular report of cost of the various items referred to as having been expended during the ten months of the past fiscal year, (from January 1st, 1866, to October 31st, 1866,) I beg leave to refer vou to the accompanying statement of expenditures : EXPENDITURES FOR CONSTRUCTION. From January 1st to October 3 1st is $901,565 95 /It* a r* i n rr $231,02 i 65 - 69,651 22 61,870 14 Ties 30,092 39 liaoxx 1C*J .. 14,430 68 riattlp ornnrds 592 30 r'NiliTGpta 10.799 12 Maarmru 8.527 04 Rriek vards 3,643 54 Trestles 3,317 84 Truss hridsres ... 32,832 98 Pftflflpnorftr houses 13,416 39 Freight houses .. 26,490 01 ftfnek vard 18,369 03 Tanks 20,539 28 Water works Wood sheds Coal sheds "RIncrinp hnnaps 1,034 73 1,637 60 4,848 42 19,797 09 Turntables 50 SO Machine and workshop 83,612 24 • Carried forward .. $755,922 15 57 Brought forward Machinery and tools Dining saloons McHenry House | Locomotives — freight charges Passenger baggage and mail cars, Boarding cars and furniture Snow ploughs Engineering Real estate Land and land damages Internal revenue taxes Office expenses and sakries Contingencies Sundries Less materials sold . $755,922 15 43,348 43 12,303 99 8,763 02 2,839 00 7,946 13 3,207 87 4,770 86 3,365 56 6,741 70 10,596 03 5,929 84 25,634 70 6,275 62 5,420 55 $903,065 45 1,499 50 $901,665 95 EXPENDITURES FOR REPAIRS OF ROAD AND STRUCTURES. January 1st to October 3lst, 1866, is $563,865 57 Repairs of track $462,938 16 Do. roadbed 49,237 17 do. fences and gates 7,975 85 do. truss bridges , 13,847 41 do. dwellings 1 398 94 do. engine houses 1,397 10 do. turntables 933 05 do. machine and workshops 6,415 62 do. engine and car houses 652 07 do. passenger houses 6,363 26 do. freight houses 2,343 67 do. stock yards 2,100 22 do. wood sheds 336 59 do. coal sheds 421 05 do. tanks 8,102 81 do. passenger, wood and water stations 402 60 $563,865 57 8 58 CHARACTER OF IRON AND TIES TO BE USED. Permit me to say in connection with this, that the subject of iron should engage the most serious attention of railway managers, as the cost of renewal of iron is far the heaviest item of expense in the mainte- nance of a road. The experience of the American railways proves that the average life of iron (needing in the meantime rerolling) does not exceed ten years, requiring, therefore, the renewal of at least ten per cent, of the entire quantity each year from the commencement of its use. Of this road, sixty miles, from Salamanca to Corry, has been used six years. One hundred and thirty miles, from Oorry to Akron, four years. Two hundred and thirty-six miles, from Akron to Dayton and broad gauge of the Mahoning Branch, three years. The narrow gauge of the Mahoning Branch, from Cleveland to Youngstown, ten years, and the Franklin Branch, from Meadville to Oil City, thirty-three miles, two years ; making an average of four and one-half years upon the entire amount of iron upon the road, or nearly one-half the life of the whole. But a very inconsiderable amount of this has been renewed — twenty- two miles in all — during the past year, or barely four per cent., leaving ninety-six per cent, of iron one-half worn out. From this it will appear that forty-one per cent., equal to two hundred and five miles, should be added to the iron at once to make the depreciation good. The large expenditure for repairs of track and roadway, for the past year, and requirements for the future, have arisen from the incomplete manner in which part of the road was originally constructed. The cut- tings in many instances were too narrow, thereby obstructing the drain- age and covering the track with mud, and requiring a constant outlay in widening and ditching. The embankments are still, in many places, too narrow to retain ballast and furnish sufficient bearing for the cross ties. No portion of the line, except the Fourth Division, has ever been suffi- ciently ballasted. Many miles on the other divisions, up to this time, have never been ballasted. The cross ties originally were insufficient in number and size to sustain the rail under the pressure of the heavy machinery used upon the line. A large per cent, of the cross ties were furnished from poor material — about one hundred and seventy-five miles of track being laid almost exclusively with Hemlock ties, which we are discarding, and using, for the most part, white oak of the best quality y and none other should be used in the future as a matter of economy. Four years being the extent of the life of Hemlock ties as proven by our experience, while white oak ties are good for eight years. A number of temporary structures were erected in the original con- struction. Those upon the first and a portion of the second divisions are of an inferior character of material, requiring their substitution by masonrv and embankments. It is owing to these facts that your track material has so rapidly depreciated, and at the same time requiring an extraordinary expense in repairs of the road and machinery. The pattern of iron used in our renewals is a sixty pound fish plate rail, making a very excellent road, requiring very small expense in lay- ! ing, avoiding the continuous pounding and jar of joints, approaching as I near as anything yet adopted to a continuous rail. 59 On the first day of the present fiscal year there were in stock 1,3041 tons of old rails, equal to thirteen and one-half miles of iron, or less than three per cent, of the iron required for the road, which is all that we have for the purpose of supplying the rolling mill with scraps and the Bxtensions of sidings constantly required. This amount is entirely inad- aquate, as the renewals required for the coming year will amountin the aggregate to 7,250 tons, or seventy-seven miles of iron, without regard to the necessary extensions of sidings, etc., requiring the rerolling of 300 tons per month. There were at the beginning of the year, 18,897 ties in stock, or 10£ per cent, of the necessary requirements for the ensuing year. ROLLING STOCK— CONDITION AND REQUIREMENTS. LOCOMOTIVES. As shown by Table No. 7, the details of which have been furnished by Mr. F. Grinnell, Sup’t of Motive Power and Machinery, there are 132 broad gauge and 18 narrow gauge locomotives. On the main line :here has been sufficient power to do the business of the past season to »ood advantage, but we have worked to a considerable disadvantage on he Mahoning Branch for want of narrow gauge engines. The freight engines are well adapted for the business of the road. The passenger engines (5J feet wheels) as a class are much heavier ban required for our present passenger trains. All of the locomotives, with the exception of those taken from the Mahoning Company, are first class in design, materials and workmanship, 3xcept as follows : Five engines had steel fire boxes ; one is now being replaced and he others are in bad condition. They have been in service but about lixteen months. Twenty-one engines had Blanarvon iron fire boxes; seven have been enewed; six more will be renewed within six months, and the remain- ng eight are in bad condition. On an average they have been in service about thirty months. Ten engines had Blanarvon iron tyres, which lave not done on an average more than one-quarter the service that ?ood iron tyres should do. The springs of all but six engines were nade of spring steel, instead of cast steel. A matter of considerable mportance. The Mahoning engines are good, serviceable machines, but on ac- iount of age and hard service, require considerable repairs, and cannot >e surely relied upon for as much service the coming year as performed luring the past year. The locomotives are in good average condition, general repairs being veil up and thoroughly done. Fire box work is being properly attended o, and the best quality of iron is used. Steel tyres are being applied yhere new ones are required. The only alterations of any moment, deemed advisable during the >ast ten months, have been to enlarge the : ‘exhaust nozzles” — to move 60 the back tender trucks further back, and to introduce R. C. Wright’s collarless journal. The painting is being done in a more simple and uniform manner. FACILITIES FOR ENGINE REPAIRS. The temporary shops about being completed at Meadville and the “ head house,” under construction at Kent, will afford shop room suffi- cient for locomotive repairs for at least two years, unless the business of the road calls for a considerable increase of engine service. Some > changes, however, in the shops at certain points suggest themselves in connection with increased facilities for car repairs. The tools are in good order and for the most part sufficient for pres- ent purposes. PASSENGER AND FREIGHT CARS. Statement of Cars received on the road up to November 1st, 1866 : KIND OF CAR. Broad Gauge. I Narrow Gauge. Passenger Coaches.. Sleeping do. Smoking do. Superintendent’s Car. Paymaster’s do.. Baggage do.. Express do. . Post Office do.. Caboose do.. Box Freight do.. Box Stock do... Open Stock do... Coal & Platform do... Boarding do... Wrecking do... W recking Tool do . . . 81 7 6 1 2 31 9 3 54 720 1 849 821 4 6 1 Total number of cars. 2,596 6 3 5 100 650 1 765 ~ The 6 smoking cars, 2 paymasters' cars and the wrecking tool car have been changed from those designated in previous reports as emi- grant cars. Three passenger coaches, 6 baggage cars and a number of freight cars (number not yet definitely ascertained) have been totally destroyed and not yet rebuilt. The passenger, baggage and express cars built for the Company were, as a class, very inferior in quality. The six sleeping cars, built by Barney, Smith & Co., were well built and of good material. The twenty-eight coaches built by Wm. Cummings & Son, and five built by Morrill & Bowers, were fairly built and might be considered to have been as good as the average of contract work. The sixteen coaches built by the Ramapo car works and delivered previous to June 15th, 1865, were very inferior, built of green timber, badly framed and not properly painted or varnished. 61 The thirty coaches delivered subsequent to the above date were somewhat better, but still very inferior cars. The two coaches built in the shops of the Company at Kent are first class in every respect. One sleeping coach built by the Ramapo car works appears to be well built, but the painting and varnishing are inferior. As a consequence of the above facts, most of the coaches are in a j condition requiring immediate and very considerable repairs in order to keep them in running order. Since January 1, 1866, 23 broad gauge coaches have had general repairs. 29 have been painted and varnished. 12 have been varnished (not painted.) 11 baggage and express cars have been put in order, and painted and varnished. 3 narrow gauge coaches have been rebuilt, painted and varnished. Sixty-six of the coaches, with raised roofs, should have their roofs strengthened and repaired, and in other respects put in good condition. There are 70 in all — 4 have already been strengthened. One broad gauge and three narrow gauge require to be rebuilt. 51 coaches. 32 baggage and express cars. In all 83 first-class cars require painting and varnishing, at the present time. The box and stock cars built for the Company are also of poor quali- ty — a large part of them very poor — made of green timber, poorly framed, inferior roofs and poorly painted. The platform cars are the same class of work as the above, but are oapable of doing better service. The caboose cars are of fair quality. The present condition of these cars is as good as can be expected, considering their original worth — ordinary running repairs having been kept up. About 200 box cars have been newly roofed since coming on the road. The narrow gauge box cars are in fair condition. Fifty were new two years ago. Three hundred and ninety new coal and platform cars have been added since October, 1863. The balance are old and fast depreciating, owing to the hard service they are doing. Fifty cars should be added during the coming year, at least, to keep the stock up to it3 present condition. Future repairs will necessarily be very heavy. A large proportion of the box and stock cars have white pine sills which are rapidly requiring to be renewed. The roofs of box cars not renewed all leak more or less, and should be renewed at the rate of forty a month, at least, until all are in good condition. FACILITIES FOR CAR REPAIRS. The present car shops are entirely inadequate to do the repairs re- quired as rapidly as they should be done. There are seven stalls available for coach repairs, after allowing for work on cars damaged, and other necessary work. Not more than four coaches per month could be repaired in the manner previously stated, if full use is made of the available room. To make full use of this room, about thirty more car builders should be hired. There are in all nine stalls available for car painting. It would require at least fifteen to paint all the first-class cars (numbering 141,) once in two years, and varnish them once a year. The completion of the “ head house ” to the Kent car shop will give two more stalls for repairs and two for painting. There is but little car shop room available for freight car work, aside from that already claimed for first-class car and other necessary work. What there is, and much more is required for repairs, especially during the winter months, leaving really no room at all to buiid new cars. Immediate steps should be taken to furnish the necessary amount of shop room for constructing and repairing this class of machinery, and until this is done the expenses cannot be reduced. The wood-working tools are first-class, in good order and sufficient for present purposes. The conclusion to be drawn from the above is that the locomotives are in good comparative order, and that no increase in force or facilities is required at present to keep them so. That the cars are in poor con- dition, and the shops insufficient to put them in order, or even keep them so, if now in condition. That our force should be increased so as to do all the work that can be done to advantage in our present shops. CONCLUSION. In conclusion, permit me to say that I have included nothing in the foregoing statements and estimates for materials and work to be done, for the ensuing year, but what is actually necessary for the economical working of the road, and especially those items which pertain to the repairs and maintenance of the track. I cannot close this report without returning thanks to the Division Superintendents, Mr. D. C. Coolman, our Resident Engineer, Mr. F. Grinnell, Superintendent of Motive Power and Machinery, together with all other employes under my control, for the faithfulness with which they have performed their various duties during the past year. Yours respectfully, D. McLaren, Gren’l Sup’t. LETTER FROM GENERAL FREIGHT AGENT. Meadville, Pa., Dec. 14, 1866. To the President of the Atlantic & Great Western Railway. Dear Sir : — The number of barrels of petroleum transported by the Company during 1866, from January 1st to October 31st, has been 1,222,837, as follows STATIONS. i j Eastward. | Westward. J Total. Jamestown 4,139 66 4,205 Ash vi lie 338 16 354 Corry 546,640 68,331 614,971 Union 1,069 4 1,073 Meadville 3,778 2,179 5,957 Shaws.. 877 19 896 Utica 428 1,044 1,472 Sugar Creek _ 985 2,589 3,574 Franklin 5,869 75,097 80,966 Reno 46,789 253,908 300,697 Oil City Clarksville. 37,782 76,796 1,464 405 114,578 1,464 834 Raconsburg 429 Warren 149 48 197 Cleveland 80,288 8,526 88,814 Akron 971 1,814 2,785 Total 730,531 492,306 1,222,837 The receipts of oil at Pittsburgh have this year been about 1,600,- )00 barrels, as against 1,000,000 in 1865. There has not been as great a reduction in rates of toll charged on )il as there has been in its value. Shippers, as a rule, have been losers luring the year ; the market having seme spasmodic advances, but the general tendency has been downwards. Coal rates on the Mahoning *oad have been less than last year, having been but a fraction over two 3ents per ton per mile. Ore has been charged same as 1865, that is, ;wo cents per ton per mile The through business was done at low rates from January to July, since when better prices have been obtained; the westward trade has )een better than during 1865. Eastward country traffic has not been as Nourishing in consequence of the almost total failure of the wheat crop n Ohio, Indiana, and Kentucky. The towns of Urbana, Springfield, 64 and Dayton, usually exporting about 300,000 barrels of flour annually, have this year been importing from the Western States for home con- sumption. The same conditions have existed on the entire line of the railway in the State of Ohio. Some live stock has been transported, but only a limited amount, for the want of cars. This branch of business would be quite important if facilities were had for its transaction. Yours respectfully, J. M. Osborn, Gen’l Freight Agent. CONNECTIONS OF THE ATLANTIC & GREAT WESTERN RAILWAY. 8ALAMANCA Erie Railroad. JAMESTOWN Chautauqua Lake Steamer. CORRT Philadelphia & Erie Railroad. CORRY Oil Creek Railroad. MEADYILLE Franklin Branch of Atlantic & Great Western R’y. OIL CITY Franklin & Warren Railroad. OIL CITY Farmers Railroad. RENO Reno, Pithole & Oil Creek Railroad. CLARKSVILLE Erie & Pittsburgh Railroad. LEAVITTSBURG Mahoning Branch of the Atlantic & Great Western Railroad. LEAV1TTSBURG . . . .Cleveland Branch of the Atlantic & Great Western Railroad. CLEVELAND • Detroit Steamers. CLEVELAND Cleveland, Columbus & Cincinnati Railroad. CLEVELAND Cleveland & Toledo Railroad. RAVENNA Cleveland & Pittsburgh Railroad. AKRON Cleveland, Zanesville & Cincinnati Railroad. MANSFIELD 8andusky, Mansfield & Newark Railroad. MANSFIELD Pittsburgh, Fort Wayne & Chicago Railroad. GALION Cleveland, Columbus & Cincinnati Railroad. GALION Bellefontaine Railroad. URBANA Indianapolis & Columbus Railroad. URBANA Sandusky, Dayton & Cincinnati Railroad. DAYTON Dayton& Union and Xenia & Belpre Railroads. DAYTON Sandusky, Dayton & Cincinnati Railroad. DAYTON Dayton & Toledo Railroad; DAYTON Indiana Central and Dayton & Western Railroads. HAMILTON Indianapolis Junction Railroad. HAMILTON Eaton & Hamilton Railroad. CINCINNATI Louisville Steamers. CINCINNATI Kentucky Central Railroad; CINCINNATI Indianapolis & Cincinnati Railroad. CINCINNATI Ohio & Mississippi Railroad. 65 HISTORY OF THE ATLANTIC & GREAT WESTERN RAILWAY. BY J. C. CALHOUN. The line of road known as the Atlantic & Great Western Kailway is now one of the great through routes of trade and travel between the east and the west. Although it is not quite six years since this enter- prise was commenced, there are now 507 miles of line in operation. The rapid progress made in the construction of this Railway has never been surpassed. A correct history of the undertaking may be interesting to the friends of the enterprise, as well as to the great traveling public. So suddenly has this line been brought into operation, that very little is known by the commercial and financial world of its inception and pro- gress. We therefore propose to present a history, as condensed as pos- sible, of the small local railroad projects which have in so short a time become one of the most prominent and influential corporations in America. The Erie and New York City Railroad. — In September, 1850, a meeting of public-spirited citizens was held at Jamestown, N. Y., to discuss the project of building a road from the mouth of Little Valley Creek (now known as Salamanca), a point on the Erie Railway 414 miles from New York, to the city of Erie, Pa. The attention of the directors of the New York and Erie Railroad, and others interested in that line of road, had been frequently called to the importance of extending their road to the harbor of Erie ; and the route via Randolph and Jamestown, N. Y., was represented as being very feasible. Such men as Hon. B. Chamberlain, and T. S. Sheldon, Esq., of Ran- dolph, N. Y.; Col. A. F. Allen, Samuel Barrett, Esq., William Hall, Esq., Col. Henry Baker, and others, of Jamestown, N. Y., well known in west- ern New York for their energy and liberality in pushing forward needed public improvements, caused surveys of the route to be made in Novem- ber and December, 1850. Nothing farther was done until July, 1851, when a company with the above title was formally organized, and in March, 1852, the line of road was located. In May, 1853, the whole line from Salamanca to Ashville, a distance of 38 miles, was under con- tract for construction, and the grading progressing favorably. On ac- count of financial difficulties the work was very much retarded ; still, the grading was pushed along with considerable energy until January, 1855, when all work was discontinued, the means of the company having be- come exhausted. The Meadyille Railroad. — In July, 1857, certain citizens of Meadville, Pa., organized a railroad company, under the above title, to construct a road through the counties of Crawford and Mercer, Pa, 9 66 Prominent in this movement we find such public spirited gentlemen as William Reynolds, Esq., Gen. John Dick, Hon. Gaylord Church, J. J. Shryock, Esq., Jas. R. Dick, Esq., Hon. D. A. Finney and others of Meadville, Pa. In pursuance of the powers granted this Company in their charter, a purchase was made of all the property, privileges, rights, and fran- chises of the Pittsburgh & Erie Railroad Company within the counties above mentioned, which embraced the line of proposed road. The usual preliminary proceedings connected with an enterprise of this kind were not fully completed until sometime in the year 1858, when, for a period of several months, very little was done to push forward this great public work, which the rapidly-growing business of north-western Pennsylvania so much required. Franklin and Warren Railroad. — A company was organized in Ohio, in June 1851, to build a road, with the above title, from Frank- lin, Portage county, to Warren, Trumbull county, Ohio, with power to extend said road to a point in the eastern line of the State of Ohio, north-east of Warren, Trumbull county, and south-westerly to Dayton. Prominent in this scheme were such well-known citizens of Ohio, as Thos. Earl, Esq., Zenas Kent, Esq., Marvin Kent, Esq., of Portage county; L. V. Bierce, Esq., D. Upson, Esq., of Summit county ; F. Kinsman, Esq., Hon. R. P. Ranney, and J. W. Tyler, Esq., of Trum- bull county. In 1852 and 1853, little more was done than to complete the organi- zation of the Company, securing subscriptions to the capital stock, etc. In July 1853, operations were actively commenced along the whole line. The construction, however, was retarded from its commencement by financial and other embarrassments attending a work of this magni- tude. The Atlantic and Great Western Railways. — During the summer of 1852, some gentlemen in Pennsylvania and Ohio proposed the project of continuing the broad gauge of the Ohio and Mississippi railroad through Ohio, north-western Pennsylvania, and south-western New York, to connect with the New York & Erie Railroad. An exam- ination of the country for a road was made, when it was found that the best route was that which would use the Erie & New York City road from a point east of the mouth of Little Valley Creek to near Ashville, N. Y., about 41 miles from the above starting point, and about 8 miles from the southern line of the State of New York, thence running south- westwardly through Meadville, Pa., Warren, Kent, Akron, and Gabon to DaytoD, Ohio a total distance of 38$ miles. This grand plan for a great broad guage through line from the city of New York to the city of St. Louis, 1,200 miles in length, was sub- mitted, in November, 1856, to the directors of the three local companies above referred to, and favorable action taken thereon. In September, 1854, the Franklin and Warren railroad company availed itself of the provisions of an act enacted by the General Assem- bly of the State of Ohio, January 12, 1853, authorizing incorporated companies to change their names, and adopted the name of u The At- lantic & Great Western Railroad Company.” 67 la the spring of 1858, the Meadville Railroad Company, by authority of the Legislature of the State of Pennsylvania, changed its corporate uame to “The Atlantic & Great Western Railroad Company of Penn- sylvania.” In the month of May, 1859, a company was organized in the State of New York, under the name of “The Atlantic & Great Western Rail- road Company in New York/’ which purchased, in 1860. of the before- mentioned Erie & New York City Railroad Company, 38 miles of their road, being that portion of the line in the State of New York extending from Salamanca to near Ashville. These 38 miles, with 11 miles of new line, make up the entire lengtu of line of the “Atlantic & Great Western Railroad Oompauy in New York” in the State of New York. This uniformity of name of the three companies was considered es- sential, as it was intended to work the entire line as one, in so far as it could be done by contracts, one with the other, as there was at that time no law in either of the respective States authorizing a legal consoli- dation. Each company made contracts for the building of their respective roads . the companies in New York and Pennsylvania with Doolittle and Streator, and the company in Ohio with Henry Doolittle, gentlemen of indomitable energy and business tact. The history, thus far, of this line of road has been hastily sketched, with a view to make clear to the interested reader how the present great line of railway became a reality. Negotiations were commenced in Europe, in the fall of 1858, with James McHenry, Esq., for the necessary means to cary on the work. In the fall of that year, at the instance of Mr. McHenry, T. W. Kennard, Esq., a civil engineer of prominence in England came out to make an exploration of the entire line. He performed his work most thoroughly ) and, upon the receipt of his report by Mr. McHenry, preparations were made for actively commencing operations. Mr. Ken- nard came out as the agent and attorney of Mr. McHenry, and also as engineer-in-chief of the whole work. On the 20th day of April, 1860, a corps of engineers commenced their labors at Jamestown, N. Y., and on the 26th day of the same month a second corps commenced at the junction with the New York & Erie Railroad at Salamanca. On the 27th the contractors commenced grad- ing, and May 8, 1860, the first rail was laid, and the first spike driven. During the same month a construction train was put on the work, and on July 3d, of the same year, 17 miles of track was laid to Randolph, N. Y. On the 25th day of August following, the track was laid across Main street, in the village of Jamestown, N. Y., 34 miles from Sala- manca ; and in the afternoon of that day an excursion train arrived from the city of New York, containing the chief officers of the New York & Erie Railroad Company, and other gentlemen. In May, 1861, another link was opened, from Jamestown, N. Y., to Corry, Pa., a distance of 27 miles from the former place, and 61 miles from Salamanca. On the 27th day of the same month regular trains commenced running over this por- tion of the road. In 1861 the contracts for the completion of the entire line passed into the hands of Mr. McHenry ; but the work was suspended from 68 June 1st, 1861, to March 13th, 1862, when the engineers were again placed upon the line in Pennsylvania. The construction was now driven forward with energy under the immediate supervision of Mr. Kennard. .On the 21st day of October, 1862, the road was opened to Meadville, Pa., 41 miles distant from Corry, and 102 miles from Salamanca. During this time the work was progressing in Ohio, not very rapidly, however ; but in the spring of 1862 it was energetically commenced. January 4th, 1863, another section of the road was opened, from Meadville, Pa., to Warren, 0., 59 miles from the former place, and 161 miles from Salamanca. February 23d following, the track-laying was completed to Ravenna, and on the 18th of May express trains commenced running regularly to this point ; and, eight days subsequently, the broad gauge cars reached Akron, 202 miles from Salamanca. On the 30th of this same month the track-layers completed the track on the Franklin Branch (Meadville to Franklin, Pa.), 25 miles. The work accomplished during the year, so briefly referred to, is without parallel in the history of railroads. When we consider the great scarcity of laborers, the army absorbing able-bodied men to the extent that it became necessary to keep agents in Canada and Ireland to send them out for this particular work by the ship-load, the building and bringing into active operation so many miles of road in so short a period of time may well be called a wonderful achievement. Although we have now reached Akron, the work does not lag, but is being carried on with the same resistless energy that characterizes all the movements of this young, but powerful and influential corporation. We find that, in the month of October, 1863, this Company (we speak of these three companies as one, because they are one in interest, and are working in harmony, with but one object in view) leased for 99 years the Cleveland & Mahoning Railroad, extending from Cleveland south- erly to Youngstown, 0., 67 miles. This road has a narrow-gauge track crossing the Atlantic & Great Western Railroad at Leavittsburg, 0.,. a point 50 miles south of Cleveland. The Atlantic & Great Western Railroad Company laid a rail on either side of the narrow track, thus carrying the broad-gauge into the Forrest City, and enabling them to announce, on the 3d of November, 1863, the arrival of a broad-gauge train from the city of New York. On the 27th of December of this year the last rail between Akron and Gabon was spiked, 82 miles of additional road being thereby brought into use. In June, 1864, a special train reached Dayton, and a connection was made with the Ohio & Mississippi Railroad at Cincinnati, over the broad- gauge track of the Cincinnati, Hamilton & Dayton Railroad, from Day- ton to Cincinnati, which had been provided by that company for the business of the Atlantic & Great Western Railway. In August of the same year, a train was run from New York to St. Louis, 1,200 miles of broad-gauge, in 47 hours. Work on this great line was commenced about May 1st, 1860. In June 1864, the track was completed to Dayton, 388 miles; also from Leavittsburg to Cleveland, 50 miles ; and from Meadville to Franklin, 25 miles. From June, 1861, to April, 1862, work was suspended; 69 Eerefore we have 463 miles of road built aud brought into active jperation in a period of about 38 months. The entire main line of the three companies is as follows : .Vlain line of the Atlantic & Great Western Ry. Co. in N. Y.: Salamanca to the N. Y. and Pa. State line 49 miles Vlain line of the Atlantic & Great Western Ry. Co. of Pa.: N. Y. and Pa. State line to Pa. and Ohio State line 92 “ Vlain line of the 'Atlantic & Great Western Ry. Co. Ohio : Ohio and [Pa. State line to Dayton 247 “ Total main line 388 miles In addition to the above main line in the ? three States of New York, Pennsylvania, and Ohio, we have the following branches : Franklin Branch, from Meadville to Oil City, Pa 32 miles lYIahoning and Cleveland Branches, the Cleveland and Ma- honing Railroad leased for 99 years, viz. : Cleveland Branch from Leavittsburg to Cleveland, Ohio 50 “ Vlahoning Branch from Leavittsburg to Youngstown, Ohio. . 17 “ Hubbard Branch, being a branch of the above Cleveland & Mahoning Railroad, from Youngstown to Coal Mines, Ohio 14 “ Silver Creek^ Branch from near Wadsworth to Coal Mines, 0. 6 “ Total miles of branches 119 ‘‘ main line * 388 Total miles operated 507 In August,'* 1865, the companies of the three roads were consolidated mder the provisions of Acts of Consolidation passed by the respective Legislatures of the three States of New York, Pennsylvania, and Ohio, 'ncluded in the consolidation is a branch ;road, heretofore known as : ‘The Buffalo Extension of the Atlantic & Great Western Railway Com- >any,” leaving the main line of the^ consolidated roads at Randolph, Sew York, 17 miles west of Salamanca, and extending to Buffalo, a dis- ance of about 67 miles. This branch was to have been completed in 1866, and will when built, form a connection with the Erie & Niagara lailroad in Canada, crossing the Niagara River near Buffalo. Showing the Capital of the Atlantic & Great Western Railway Co., October 31, 1866. 70 o o o o © © w 5© ts © © ao o o tH H 00 00 rH a rH rH «& u ■3 o If o o o CM CO o >o o rH o CD CM I i ti a o t- rH i> o 05 VO y o 05 o l> o CM o 1 a © VO CM co © rH IT 1 1 0 V o cm cm GO 05 VO If VO 05 if uo rH 05 CD 1 O CO if io 00 05 VO *> CO VO If rH rH m m ^ i CM o CO o CM o o i O © o it* o ‘O o o ' a 3 SB o l> o 00 o CO 13 o CO o CO o o o CO © © it* 1 fe © CO 05 rH If o CM CM r- 1 GO VO a © CO It* it* © © CM ! ^ a r^ rH CO o CM o CM o if ! • o o o CO o CD I 13 £ GO o VO T— 1 VO o rH OD o CO o rH o 00 OB rk rH CM 05 If o CD ! U 05 rH VO © CO e & VO rH J> J> o CM o 3 CO 05 05 GO © 1f_ a © o CO *o VO CO oT Zfj rH • Cl 1 o o o o o O 1 c8 c o o o o o o h © 1 +2 o o o o o o 1 fl a o o o o o O 1 a © © ©^ © o © © I 1: £ © o' © o' © © eS ! -«) o vo o o o VO Ik © it* ©^ ©^ © If 1 if CO GO*' co' CO V ca CM pd Q # 1 ! £ ; © o o o o o o I ^ o o o o o o c * o © ©^ ©^ © ©v N © 05 » C3 -tJ r-j 4) O £ o O -O T3 ^ a d d 3 o3 03 03 d . ixc . d c d3 'd ?s » 60 1 5 © © © © © ©^ o~ o' © © © rH g — A — o Or } O O o © SP g o O P ® d d S n — ■ O (- PQ £ 7 _ _ d o « m ft d © C3 Hi © o 00 00 © © © © ©. ©^ ©~ ©"" © © © co >» •£ +J - ft d* o >-* «i O i s s . • d >H •£ ^ M © w £ I * 5tt « 3 ’E PQ W .2 .2 '3 ’d > > 1* d d d a 3J C5 eo of © .Sfc t-3 - «« s °§ |8 o <1 gS H a as iO o °0.O wo ^4 -N ^ o o o o o o oo o o o o OOOiOlOO CD - 1-7^7 r-T iT'cT oo eo rH kc >• CO o © © o o o o o c^o o ©_ r-T eo of cT 00 U0 CO o to cd eo 04 U0 O o o ^o_ *o o' 'f o CO 00 S 2 Cj - 03 oS-s & §3 ! a « s S CO CD O O 0) Sh OhI FU £ ^ 4 * &<£ es ■* m a- o ’So m cpq . fcuo cj~ f> o3 - hr- ® hr,' s ^ s O TJ o S’ggS-o to O Pi - o- FQ c3 — 28 5 “ £ a m JJ.S.H o a> OQpJHpHO^ fl 3 o 0 < 5 . 73 « H PQ O H O O <3 a & cc W H A O £ H H H W H « O A< CQ ca A W Ah R o ◄ 02 H Ah M 3 a w « w w H 0 fc M £ o M rn iH A t> O o o <1 s p A A > hm d o •w s o o o d +» H w o 1 3 ® 2 60 -* d d o © o ! f A Ah £ Q "aS I (2 g S w 00 t- t- o ^ 0 OJ CO 0 |oo o :o : ® . o . a • a . u • p • *3 w Cu • eJ • o : g 0) 3 c3 b >.|h -§ .2 Q.'p *- >-S g S-a S.|H • M : a . © . 00 1 ® §3 L, Cj © si ©P-l O __ Ph ® -u S3 P ftag ® o-d |gS|«5 g © a 2 © « 3 ® *c5 P3 PQ« 1 <1 © p Q &5g pj rd 00 *5 © (M CO CO CO 00 00 ^ >o CO CO 00 00 1CCON CO CO 00 -J*N(C CO CO tH 00 CO^CO. o' >4" xj< o* h- »0 (M O r-f CD_CO O >0_i-+ T-Teo'cTci'cr «0 00 . . O 'S.P- 1 s , ^ o : a| s8*& -|5 *F8u-3S" iSSsS’sS i X) ® 2 . o ® a p 3 © « a Jd J3 ® Q 02 «3 GO ® ^ 266^5 O H * Item in J. McHenry’s account settled Oct. 1, 1865. No explanation given as to TABLE A. Construction Account to October 31, 1866. Office Expenses $174,657 01 Engineering 1,655,899 43 Agencies 287,980 00 Right of Way - 1,036,662 89 Grading and Masonry 7,8S0,102 51 Truss Bridges 883,695 32 Superstructure 4,813,153 79 Fencing 570,134 73 Chairs and Spikes.. 748,389 60 Iron . 5,774,921 62 Telegraph 67,634 13 Passenger and Freight Houses 755,645 21 Water Stations and Wood Sheds 375,452 21 Machine and Work Shops 533,660 60 Machinery and Tools in Shops 299,701 84 Engine Houses 174,463 91 Locomotives and Tenders. 2,882,781 46 Passenger, Baggage and Mail Cars 753,364 37 Freight Cars 3,187,021 74 Gravel and Hand Cars 103,028 99 Sundry Buildings 11 63 Dwelling Houses 7,206 68 Dining Saloons and Hotels 66,942 70 Water and Gas Works 32,241 34 General Interest and Exchange 949,042 73 Taxes 5,391 88 Contingencies 111,515 95 Interest on Bonds 4,521,288 20 Interest on Stock 456,373 45 Discount on Bonds 3,341,795 59 Premium on Gold 47,519 01 Profit and Loss 37,204 66 General Construction, Undistributed Items 13,822,674 97 Total, $56,357,560 15 76 T ABLE SHOWING THE EARNINGS AND DETAILED SOURCES FROM WHENCE JANUARY. FEBRUARY. MARCH. APRIL. MAY. EARNINGS : Freight $383,664 81 $308,165 62 $257,699 59 $264,995 24 $322,124 63 Storage 1,194 95 2,106 29 151 90 340 67 1 1,148 39 PASSENGER EARNINGS: Passengers 83,716 36 100,539 54 115,890 11 120,485 58 117,570 00 Mails 3,666 66 3,666 67 3,666 67 3,666 66 3,666 67 Express 8,289 94 223 20 6,588 92 302 21 10,193 41 292 89 11,381 79 293 05 Extra Baggage 237 87 Military Earnings 81 72 2,334 25 970 54 57 21 43 53 Mileage of Cars 2,968 04 111 00 > 7,612 67 340 97 12,314 09 175 47 7,619 62 659 47 Rents 720 80 Totals $475,641 41 $433,279 15 $385,990 74 $412,521 22 $464,507 15 77 B. DERIVED FOR THE TEN MONTHS ENDING OCTOBER 31st, 1866. JUNE. JULY. AUGUST. SEPTEMBER. OCTOBER. TOTALS, $351,061 73 $326,311 44 $416,319 77 $416,387 37 $417,373 71 $3,464,103 91 1,694 25 2,396 27 2,234 43 1,919 68 1,625 09 14,811 92 $3,478,915 83 114,897 78 112,485 60 106,488 31 99,677 23 145,029 36 1,116,779 87 3,666 67 3,666 66 3,666 67 3,666 67 3,666 66 36,666 66 10,969 36 7,351 19 8,382 64 6,885 19 8,119 75 78,162 19 384 81 286 85 238 82 255 64 309 33 2,824 67 4,568 00 21 18 14,284 90 9 49 462 56 22,833 38 1,257,266 77 5,486 89 513 88 12,481 49 1,897 53 8,810 12 8,163 19 3,259 23 1,089 04 20,887 05 2,196 71 81,439 20 15,868 06 $493,243 37 $466,898 21 $568,588 85 $533,149 54 $599,670 22 $4,883,489 86 TABLE 0 . — Transportation Expenses for the - Distribution of Accounts. JANUARY. FEBRUARY. MARCH. APRIL. Office and Station Expenses. Station office expenses and stationery General do. do. do Station agents and clerks General office clerk* Labor, loading and unloading Cost of Running. Porters, watchmen and switchmen Wood and water station attendance Fuel, passenger engines do. freight do Pass, conductors, baggage and brakemen . . Freight conductors and brakemen Passenger enginemen and firemen Freight do. do Oil and waste for pass, eng’s and tenders.. Do. do. freight do. do. Do. do. pass, and baggage cars Do. do. freight cars General Expenses. Loss and damage of goods and baggage. . . . Damages for injuries to persons $5,632 94 3,445 64 12,184 ST 4,285 05 8,291 89 $5,999 65 5,184 38 11,645 32 4,258 86 5,669 07 $4,156 57 4,999 09 10,903 86 4,453 86 6,905 07 $3,182 01 1,843 28 11,441 04 4,400 45 5,739 71 33,840 39 32,757 2S 31,418 45 26,606 49 11,333 78 4,961 49 16,243 00 26,317 92 8, 1S5 99 17,910 39 7,372 18 19,168 30 1,627 19 4,778 05 1,252 46 1,361 86 11,652 27 3,500 12 14,288 00 22,127 15 7,233 05 17,292 14 6,858 47 17,413 05 1,529 25 4,053 53 1,064 75 1,5S6 36 11,425 96 4,482 38 14,154 00 20,524 50 7,738 42 17,485 48 7,449 09 18,944 01 1,653 61 4,469 51 2,329 01 2, 122 57 11,121 85 3,583 86 15,275 00 21,605 00 8,216 99 15,862 84 7,292 18 17,S56 35 1,448 77 3,993 10 1,389 14 1,348 27 120,512 61 108,598 14 112,778 54 108,993 35 4,036 63 1,276 00 19 00 175 00 9,013 31 19,497 46 2,383 77 219 00 18 00 148 00 8,275 78 12,448 72 5,569 29 853 00 2,334 84 1,140 50 Stock killed land injured. General superintendence Contingencies Repairs of Engines and Cabs. Passenger engines and tenders Freight do. do Passenger, baggage and mail cars Freight cars Tools and machinery in shops Incidental expenses about shops Repairs of Track and Roadway. Road-bed 55 00 8,331 65 9,259 50 1,190 50 7.781 65 7,729 55 34,017 40 23,493 27 24,068 44 20,177 04 10,316 79 30,330 49 11,042 14 18,283 50 2,529 77 10,591 24 9,704 84 28,683 74 9,415 41 17,858 73 2,110 61 7,124 68 9,698 80 32,081 24 11,659 15 18,218 84 3,932 OS 12,468 30 8,937 66 31,528 14 13,312 54 17,603 93 2,734 75 9,176 00 83,093 93 74,898 01 88,058 41 83,293 02 5,518 07 33,148 18 108 88 ; 3,441 44 49,576 01 1,402 95 7,046 20 43,853 89 697 14 2,682 27 36,522 34 996 79 Track Fences and gates Repairs of Structures. Truss bridges Passenger, wood and water stations E. and C, houses, M. and W. shops Rented structures Incidental. Superintendence and office expenses State and town taxes Internal Revenue taxes Rents paid 38,775 13 51,420 40 51,597 23 40,201 40 3.413 69 4.414 50 1,252 99 51 58 s 469 10 996 37 527 03 30 88 1,212 17 2,472 80 2,432 95 7 89 1,222 14 2,182 02 732 43 38 66 9,132 76 2,023 38 6,125 81 4,175 25 2,714 38 461 21 12,696 81 3,080 24 2,136 38 2,435 11 13,054 69 1,168 14 1,310 31 120 06 10,450 15 599 99 1,350 66 16,015 77 1,164 62 Miscellaneous. Expenses operating telegraph Exchange 18,952 64 18,794 32 12,480 51 18,531 05 3,891 64 35 00 118 50 2,956 05 801 16 2,905 62 3,226 12 4,438 55 Insurance 1,869 18 2,198 09 297 25 945 13 1,475 00 4,243 21 4,914 89 10,750 00 2,012 79 407 62 363 35 * 4,323 93 29 00 Advertising Legal expenses Agency Patents General through freight agent Foreign agents and commissions * Credit deducted. Grand Total 5,386 20 2,152 22 6,611 36 5,424 07 6,162 54 5,030 41 15,340 77 18,848 37 28,795 31 19,984 43 $353,665 63 $333,833 17 $355,322 70 $321,962 03 79 Ten Months ending December 31 , 1866 . MAT. JUNE. JULY. AUGUST. SEPTEMBEE. OOTOBEB. TOTALS. $3,827 53 $3,458 13 $3,962 09 $3,027 90 $3,945 56 $17,952 62 $55,145 00 3,074 69 2,919 87 1,888 71 1,522 20 3,357 68 2,322 15 30,557 69 10,807 01 10,834 60 10,814 76 11,244 70 10,574 42 10,717 84 111,168 42 4,376 65 4,700 57 4,393 40 4,286 66 4,356 75 4,379 87 43,892 12 7.810 48 6,094 95 7,627 42 6,690 94 8,165 44 8,962 55 71,857 52 29,896 36 28,008 12 28,586 38 26,772 40 30,399 85 44,335 03 312,620 75 9,416 43 11,478 26 11,614 83 12,058 45 13,000 12 12,823 76 115,925 71 4,231 62 3,757 50 3,442 89 4,138 48 3,844 01 3,522 28 39,464 63 13,801 00 13,421 00 12,753 00 11,374 00 13,347 64 25,972 71 150,629 35 21,596 00 21,329 00 20,886 00 19,889 00 22,736 08 27,582 59 224,593 24 9,119 86 8,426 71 8,575 89 6,898 30 6,266 66 7,032 85 77,694 72 16,912 36 17,885 82 16,528 47 16,605 77 17,335 40 18,416 66 172,235 33 6,990 71 8,100 80 6,815 36 7,135 80 7,102 78 7,353 23 72,470 60 17,499 14 16,829 54 17,306 57 18,388 52 18,903 99 19,392 41 180,701 88 1,439 20 1,576 59 1,416 63 1,435 26 1,285 78 1,380 71 14,792 99 3,700 80 4,155 34 4,059 79 4,122 39 3,970 43 4,157 84 41,460 78 1,976 79 1,694 83 1,405 87 1,341 12 1,262 12 861 40 14,477 49 1,589 48 1,476 12 1,224 27 1,482 40 1,564 85 1,461 06 15,217 24 108,273 39 109,031 51 106,029 57 104,869 49 110,619 86 129,957 50 1,119,663 96 2,859 51 4,928 08 1,867 40 [993 36 2,839 33 16,740 30 44,552 51 139 00 1,711 00 1,066 80 323 36 1,251 90 2,831 13 10,811 69 116 09 116 00 61 83 330 92 237 00 408 50 96 00 535 00 1,179 24 4,024 24 7,511 67 7,581 65 6,128 34 6,168 34 6,196 65 7,033 34 74,022 38 7,688 13 8,006 92 8,490 87 10,263 48 14,273 80 28,313 63 125,972 06 18,435 31 22,752 24 17,649 41 17,864 54 25,158 51 56,097 64 259,713 80 14,546 98 10,053 83 7,296 01 10,974 74 $10,953 16 9,364 45 101,844 26 26,693 54 25,758 76 31,453 51 30,895 67 26,160 32 26,580 43 290,165 84 15,639 78 11,125 51 12,301 88 13,137 28 15,319 13 14,625 76 127,578 58 19,730 65 20,475 19 21,414 91 21,045 54 19,958 02 21,964 31 196,554 62 2,424 88 2,043 09 2,375 69 2,449 42 1,922 07 2,498 93 25,021 29 8,495 09 9,230 71 8,276 96 8,491 43 7,086 53 11,557 08 92,498 02 87,530 92 78,684 09 83,118 96 86,994 08 81,400 23 86,590 96 833,662 61 4,304 09 3,615 88 4,427 81 3,510 00 9,889 30 4,802 11 49,237 17 43,820 22 41,557 90 34,630 30 55,579 49 54,510 46 69,739 37 462,938 16 575 18 1,016 15 795 94 530 43 641 59 1,210 80 7,975 85 48,699 49 46,189 93 39,854 05 59,619 92 65,041 35 75,752 28 520,151 18 192 53 941 68 1,680 19 2,625 45 616 55 1,473 91 13,847 41 1,170 12 1,116 42 1,931 24 2,354 40 1,637 17 1,795 16 20,070 20 277 14 316 90 883 68 319 56 836 06 1,819 10 9,397 84 2 80 26 28 161 37 32 82 46 66 398 94 1,642 59 2,375 00 4,521 39 5,460 78 3,122 60 5,134 83 43,714 39 1,874 93 1,845 30 3,201 35 3,434 23 3,297 43 3,977 76 25,142 73 2,193 31 51,742 69 643 19 513 89 4,826 76 35,833 27 98,769 49 12,528 70 13,637 58 12,430 13 2,536 10 2,854 22 3,212 30 99,416 45 748 98 1,006 45 1,869 64 2,409 24 173 36 1,613 29 13,833 96 17,345 92 68,232 02 18,144 31 8,893 46 11,151 77 44,636 62 237,162 62 3,500 20 2,716 79 2,770 48 2,663 15 3,049 90 3,189 41 32,351 86 1,799 37 2,034 84 358 76 * 480 67 614 86 550 61 4,912 77 81 78 651 86 13,471 32 3,511 28 2,658 81 3,890 89 2,992 85 932 81 3,454 76 28,932 26 1,507 32 2,763 11 43*38 90 97 2,884 96 5,744 87 14,569 64 479 89 13 60 87 75 1,889 72 1,260 50 lio oo 2,846 50 5,077 27 5,500 46 5,250 24 7,869 38 9,277 04 8,456 34 63,834 04 2,206 48 3,281 57 2,450 16 2,825 58 1,735 61 2,942 82 32,963 81 19,424 09 18,969 18 14,763 91 15,961 26 18,605 18 25,078 42 195,770 92 $331,248 07 $374,242 09 $312,667 98 $326,435 93 $345,499 35 $467,583 28 $3,522,460 23 Materials and Supplies on Hand, October 31, 1866. 80 *0 02 i> 02 VO CO 05 O CO CO r* t> rH SO oT >0 00 02 rH 02 CO t"- i> 0 02 rH 02 rH SO 02 CQ SO OO CO 0 0 rH tO i> 02 CO OO rH 02 CO to 00 CO rH rH CO CO O 0 02 — H 02 CO rH ^ 10 iO CO rH i> i> SO rH tH 00 rH i> 0 ^ CO ^ 00 02 h* O t-H 0 O 02 r-H O rH CO 02 r-T erT SO tH T*r rH rH rH 02 i> iO CO (MiOO 02 ^ CO 02 00 lO rH oT to co 02 05 rH a « O Si Si a b0 Pi CO r-P ■£ Pi be - ® O O <12 o ® t Hp ‘4 P «4H eg Si cS ,xj WPPOQOhl _ c3 Pi &C o 02 a rl ’P ® § | > « | o ss a a P o c 3 o o 02 „ be ,c- a m '3 ^ 5 50 P —i >. 02 02 " ®S P ^ P 3 °* ‘3 pi £0 02 ™ ® ® 'tg ' S 1 g ‘ ® ^ M •"P P 02 bO^P p 9 P Si 02 a bC p o o _ a p "S I 2 a rt ■3 s £ 2 § Ph so m E-< Ci5 02 rH rH fr to 00 SO rf SO r-l Hp Si $02 O 02 Hp COO)t^^iO‘OCiCO''*?>OOaOOi>G2iO ooiooohoP:ooo^o^cooo^^>c W!>r)<^tOOOPW0iOOOOO>OM3OP ‘OMrO^COOHO'OOOHClOPWiO OO « H CO O ^ C2 ^ 05 ^ GO <0 coj>-^'cv}ic'r-Tio'to''^'^poo6'trr w h tOCO rH Tf< rH r- I C\{ C\2 02 00 ) 00)0 HOOOIIC 10 CO O 00 00 0)0000 s> CO^ai H to N rH W «0 H 10 O) 02 p CP Si 02 Pi .S A u o be vn 02 2 . S 3 “ a el gpj « § o3 3 .P n> C2 O „ Hp si P 02 P HP * , 02 C2 aT 02 P ^°S) ‘ra.9 02 Si P ^ 3^ ^ 02 S-l £ a a Si O p o P o £ o 3 02 m m 3 02 P 02 r T! P a > «’g 3 ” $ jjj'fg a 0 12 ^ 02 'p p'S'o »3 2 2 a 02 02 5 -uj -4-0 5 -* o o o o ® np r^J rP 02 P C2 P P 2 P SS 8 Stss § S ' 3 SlPvfigS iS«j pqwooP £^ Hi £; PHCGcc 0 02 HP Pi p V r£ ^r§ 02 £ P > O .« -2 81 wo i> T— 1 CM CD CO 03 O CD 00 O CM t> DHCOO O CM CO 00 i> CD 03 C3 0Q rH lO i> O H t- 03 CD O O rti CD^ rH 0 CO 00 oT CO ao rH 03 rH CM CO CO 03 d .2 '-u d m 02 d o U 03 2 a 1 8 d 0 00 t> 1 — 1 03 rH 00 CO Tt» 0 CM ^ 00 ■d* CM CD 50 I> 03 O 00 0 CD CM CO O d O) CD W oo io c- o a ^ i> wo oo o © WO 03 i> ^ 00 I> W0 00 i> H H 00 Cl d ^ ^ CM CD 00 00 J2 13 d d « ^OPPhh-I M 00 d I-H M rH d co 3 H a a o>5 o 7" 03 a« 3 d Ph p so . 03 • »H , o -u OQ ■ >^"Q-i • rd 03 0Q P-Irrt Ph Ph O d pd «2 r? * 1« d ’3 § *2 g-S 3 5-1 &£ 50 •r O O *ao d wo cd CD CD CO CO C3 -H 03 03 QO r d d . d o ^d h 3 o 02 _C3 po Ph^ d 02 Q °Q 11 TABLE No. 1. SHOWING THE THROUGH AND WAY PASSENGER TRAFFIC, FOR THE TEN MONTHS ENDING OCTOBER 31 , 1866 82 iHOOOiflNCOOOO ©©05©©t^0505 I l> to O 05 O OO lO OHWOHeOHHOlO t^eoTti©©io-«^cOT-i© CO 05 H lO (N CO iH_CO (N OS_ 05 -sjf CG of CO r-T Oi rtf' CO CG 05 00 50 CO O 50 05 tN ^ 05 lO'I'OSOON^^'DW H lO CD 05 rH 00 05 craooo5cooco t'- 00 00 t> 00 U5 X t-jJ05_O5 t-T os” (N «" m" in o" o' h h lO CO o 5 S t>- © 05 50 t>» t>* 00 00 X^XO(N 05 XI> Tt< aO'cHiHeooo'^t^osoeo 05 © 0 ©t^( 05 i-ft^t>i 0 (MCOCO(NTt<-rtHT^'^l |>.>0 ©OOT^SOt»'^TfrHeOCO oooiroeoL^coioooco t>- 00 r)H_l> X N ri H X 05 ICO ^ CO to CO iC) ©T o' ©T ©T I 05 1 — M O5iOeC05©05O5iC5©. ©XHfNWiCONt^H’ 05 05 ^ 05 NOfflt^H’ 05 N[--NX 05 ^(NC 05 CO l>N-^iO 05 N(NiO^H OD O^CO OO^CO 05 CO QQ a> ©- 5 O 0 f©'©-|>'V©'©‘ 05 " o 1 «O 5 iH©©iratH 00 rt © CO CO io~ io co t~f t-f © o .o' icT »cT . b 5 §.£3 • Ssass _ s| BSS a 3 p v « cS +j '£?o©uo©m©©©to> ©©uoiMoc©©©eot> r-lr-('5» ©^(N ©^CO !M^© «0 odcr>-fofof ©» 0 ©©i 0 u 0 ©©i 0 © t>"COiHrt C CO r-T © ©' cT COCOCOr-OTf. L^Tf.©iOuOiCOrH t~co©coi^couoco©>io 05CO©OOCOCO©00*CCO O 5 -^C 0 ->tfiiO-^O 5 ©©© '^©iCCN©t>©©©'^ iOiCO©Ttl©Ttit>.T^'^OHOXO t>t>©oot>ooooooooo C 505 CO©OOiOrfl©©© 00 iH 00 05 tH © 05 lO © 00 IMC 5 DJC^XC 5 ^ 5 CXC^ r-T ©‘ 05 t>T o of of of of eoo 5 cocoo 5 coeocococo I ^ to C 0 ©> 00 05 CO C 5 XHOHHHO iOrlOXMC'C 5 C 5 05 »0 < CO 05 ( oo©oo©cooocoeoTi<05 t^ 00 O 5 ^<© 00 i-Tt t>-^© rtf 00 r-O© r-J_ CGt-?CGO*c5cG coo 5 ct '-00 00 00 00 NTHHOTj(© 05 rtWH C005rHCOrH^-(COCO©iCO 05 -^ 5 Ol>-rH©TtlTt- . • • • >;b : : £3* : 2 5 £ • : • .'-Sc ;ii| ►s ^ v#» O g « « £.« 5 ^ d ^ THROUGH AND WAY PASSENGERS. 83 COOOOTfOiCCOCOOOO eOt> 0 C 00 eC^O 5 rtt co HO)(N(NHHOOOH tH riHHHriHHH ©f t — 1 CD 05 Tfl (M lO CO O O C 510 INNOH 100505 C 0 io (M on co os eo t> t-h.co eo" co" cm' t*T o' tfT o" UO t'Tof COr“ 05 iOCOiOU 5 PCOCO M 05 t'»NiOCfilHO(NiO 00 00 05 . 0 " 05 IH. 'aS O eo (N CO COCO 03 eo eo co'co CO CO CD f -4 D h"HOiOH 05 H< 0 >OiO iOCO'H 05 t>C 5 vO>OCOrH (M(MCOt>^Nt>HQOCO II bJU a ; a w ItO r-i rH ado crf'^Tcd'icT^ t>COOOC^t-tHC~t>L.-lH |S c; P-< 05 00 ©t* 00 03 « IC3 of r-T o' t*T rH o' t-T t> o' lO-^iCOCOiOiPuOOuOCO of 10 to &• ho £ jg OQ 0 > OQ 03 s t>. 00 -^l^COOOC 005 C 005 H005 OOOOCOCOHCOtMOS rH rf tfr CD S-h O 00 OtHC 0 i 0 O 5 C 0 iHC 0 C 0 tH-KtcOCNOSCOtHiOCO-'H OM>OC 5 tOiOtOHC) 0 CO 00 . bJQ p _© CD OQ c 3 Ph t>T t-T O' 05 " CO CO" I> l>T 00 00 " eoeo'^coeocoeocoeoco o' t~ eo eoococooeo'^coeo-^i lOOlOOiOiOffiffilNH (»(oo^!>ro>oitco Tfi CO t» rH CO ^ 00 i O 05 . 05 00 i05_L-~ "i-Tic 00 oo rH CO ^ »o UOCO iO iO eo tO 1 05(Ni 05 O 1 rt< I> i -2 * ® a s - o ! S *-s >o <1 02 O CO 05 a> P a a o o O PQ Balance, passenger earnings, as per revenue account No. 2 $1,257,266 77 84 TABLE No. 2. Statement showing the amount of Passenger Business derived from other Transportation Companies for the ten months ending Oct . 31, 1866. Name of Transportation Company. Burlington & Missouri River R. R Boston & Worcester R. R Bellefontaine R.R Catawisea R. R Columbus & Indianapolis Central R R. . . Central R. R. of New Jersey Cleveland & Pittsburgh R. R Cleveland & Toledo R. R Chicago & Nor. Western R. R Chicago, Rock Island & Pacific R. R — Chicago, Burlington & Quincy R R. . . . Chicago & Alton R. R Chicago & Great Eastern R R Delaware, Lackawanna & Western R. R. Des Moines Valley R. R Erie Railway Erie & Pittsburgh R. R Evansville & Crawfordsville R. R Hannibal & St. Joseph R. R Illinois Central R R Indianapolis & Cincinnati R. R Jeffersonville R. R Kentucky Central R. R Lafayette & Indianapolis R. R Louisville & Nashville R. R Louisville & New Albany R. R. Michigan Southern & Nor. Indiana R. R. Milwaukee & St. Paul R. R Milwaukee &Prarie du Chien R. R Mississippi Central R. R * Mobile & Ohio R. R Northern Central R. R New York Central R. R New Orleans, Jackson & Gt. Nor. R. R. Nashville & Chattanooga R. R North Missouri R. R Oil Creek R. R Ohio & Mississippi R. R Oil City & Pit Hole R. R Philadelphia & Erie R. R Pennsylvania R. R Pittsburgh, Ft. Wayne & Chicago R. R. Pacific R. K Sandusky, Mansfield & Newark R. R. . . Toledo, Wabash & Western R. R Toledo, Peoria & Warsaw R. R Terre Haute & Indianapolis R. R St. Louis, Alton & Terre Haute R. R — Atlantic & Mississippi Steam Ship Co. . . Michigan Central Steamers Memphis & St. Louis Packet Co United States Mail Line Steamers Totals. Connecting Stations. Cleveland Salamanca Galion Salamanca Urbana Corry Ravenna Cleveland Cleveland & Mansfield Cleveland & Mansfield Cleveland & Mansfield Cleveland & Mansfield Urbana Salamanca Cleveland Salamanca Greenville Cincinnati & Urbana. . Cleveland,Cin., Urbana f Cleveland, Cin., ) (Urbana, Mansfield.) Cincinnati Cin., Galion & Urbana, Cincinnati Urbana Cincinnati Cincinnati Cleveland Cleveland Cleveland Cincinnati Cincinnati, Urbana Salamanca, Corry Corry Cincinnati Cincinnati Cincinnati Corry Cincinnati Oil City Corry Corry & Mansfield Greenville & Mansfield, f Cin., Cleveland,.) ( Mansfield j Mansfield Cleveland Cleveland Urbana Cin., Urbana, Galion.. Cincinnati Cleveland Cincinnati. Cincinnati Passen- Revenue. gers. 4 $22 10 58 383 61 53 404 45 393 1,670 65 273 1,968 27 278' 724 15 302 608 10 914 4,236 40 442 2,290 61 118 524 82 105 383 01 38 206 15 16 114 49 80! 270 95 20 97 96 31,117 177,285 70 3,886 6,655 28 56 727 36 94 779 89 820 10,121 49 12 130 30 157 1,734 67 39 482 78 1 9 95 129 1,618 83 9 99 63 1,862 8,426 28 119 612 69 106 556 75 17 230 35 101 1,349 20 349 875 55 32 66 18 279 3,620 82 7 47 89 4 29 09 3,177 19,014 15 1,124 12,064 9Q 401 1,025 80 2.683 4,922 30 1,055 2,886 79 13,378 36,331 51 94 1,026 60 106 478 81 230 1,116 20 8 40 53 6 59 82 223 1,839 61 134 1,699 05 483 2,049 76 72 793 11 326 3,882 61 65,784 .$318,600 95 Showing the Freight Traffic and Mileage for the Ten Months ending October 31, 1866. 85 CONOOtIih^HhWN i— ICOCDC01000>005UJ»j0'*cC0> 0 .bgJ'&S S 3 »J 0 v 2 33 3 S\§ - a I 0 »9 HbbtC05O5U5-l^{O »o ^^COOJOOblMObO M MObQObMMQOCON t- w WNSOOHOHHfi 05 p NOO'fiQ'^OSOO® CO g © ef bf ef © 05 of -f of cm bf OOOUtON^lMHHH co H cd" 'fCOH»CDMCOiflOH r* NbO'*©C0Hl0 05-H 0 OC5bOO^C£)ia«COW co O .-Ted M of-* ©*> eo bf o' < N01bC)lOb(MlQ050 CO MWQOHNOHbON -H * OOOOllNOOia^OHOS O ®^®«(N00O5®bN 00 &5 b-CO blO^ifHbtOtOtO^ I 0 0_0° 05 CO' ~H 00 CO' O' ^ CW00 10®>003IC CO S ^r^jr^r^j'bfbfo'cd'cd'bf if 0 br)C05 oo bC ja *3 c 3 H 4-) r© _bC *3 W 86 TABLE No. 4. SHOWING THE THROUGH AND WAY FREIGHT TRAFFIC FOR THE TEN MONTHS ENDING OCTOBER 31, 1866. THROUGH FREIGHT. MONTHS. EASTWARD. WESTWARD. TOTAL BOTH WAYS. Tons. Revenue. Tons. Revenue. Tons. Revenue. January February March April May June July August September October 5,692 5,^77 9,330 8,324 7,388 6,855 6,694 10,082 11,677 12,544 $36,308 49 28,995 72 36,388 92 32,211 04 30,290 14 31,297 60 31,338 09 45,490 18 56,836 50 63,423 40 5,509 7,441 9,256 10,700 8,067 8,709 8,518 11,090 12,553 9,727 $45,523 49 50,809 75 70,199 22 66,688 29 52,706 64 57,371 47 54,349 82 89,999 94 96,190 40 76,749 24 11,201 13,318 19,086 19,024 15,455 15;564 15,212 21,172 24,230 22,271 $81,831 98 79,805 47 106,538 14 98,899 33 82,996 78 88,669 07 86,187 91 135,490 12 163,026 90 140,172 64 Totals 84,963 $393,030 08 91,570 $660,588 26 176,533 $1,053,618 34 WAY FREIGHT. MONTHS. EASTWARD. WESTWARD. TOTAL BOTH WAYS. Tons. Revenue. Tons. Revenue. Tons. Revenue. January February March, April, May June July August September October 42,888 38,389 34,352 29,699 32,240 41,467 41,015 51,745 48,717 53,620 $165,607 24 121,886 35 92,025 86 85,421 70 101,264 47 131,190 34 119,817 22 149,137 23 120,562 53 136,305 37 68,658 42,253 23,946 32,892 73,898 70,980 66,882 80,119 77,312 80,932 $132,814 19 104,328 65 59,103 67 78,087 93 136,246 64 129,559 38 116,958 12 129,390 66 138,427 31 136,144 05 101,546 80,642 58,298 62,591 106,138 112,447 107,897 131,864 126,029 134,552 $298,421 43 226,216 00 151,129 53 163,509 63 237,511 11 260,749 72 236,775 34 278,527 89 258,989 84 272,449 42 Totals 414,132 $1,223,218 31 607, 872 ! $1,161,060 60 1022,004 $2,384,278 91 TOTAL THROUGH AND WAY FREIGHT. MONTHS. EASTWARD. WESTWARD, TOTAL BOTH WAYS. Tons. Revenue. Tons. Revenue. Tons. Revenue. January February. March April May June July August September October 48,580 44,266 44,182 38,023 39,628 48,322 47,709 61,827 60,394 66,164 $201,915 73 150,882 07 128,364 78 117,632 74 131,554 61 162,487 94 151,655 31 194,627 41 177,399 03 199,728 77 64,167 49,694 33,202 43,592 81,965 79,689 75,400 91,209 89,865 90,659 $178,337 68 155,138 40 129,302 89 144,776 22 188,953 28 186,930 85 171,307 94 219,390 60 234,617 71 212,893 29 112,747 93,960 77,384 81,615 121,593 128,011 123,109 153,036 150,259 156, S23 $380,253 41 306,020 47 257,667 67 262,408 96 320,507 89 349,418 78 322,963 25 414,018 01 412,016 74 412,622 06 Totals 499,095 $1,616,248 39 699,442 $1,821,648 86 1198,537 $3,437,897 25 87 TABLE No. 5. Statement showing the amount of Freight business derived from other Transportation Companies during the ten months ending Oct. 31,1866: Connecting Station. Tons. Revenue. Galion 2,701 11,414 73 Marion 55 141 05 Cleveland.... 782 3,318 99 Galion 1,151 3,321 23 Cleveland.... 9,413 30,899 56 Do 482 1,989 84 Do 78 313 05 Ravenna 1,415 5,778 82 Akron 365 1,611 33 Urbana 8,398 30,560 99 Dayton 51,624 455,357 58 Do 4 51 69 Salamanca... 142,823 822,098 21 Clarksville ... 9,278 24,432 20 Cleveland... . 38 244 00 Oil City 1,636 7,725 42 Cleveland.... 5 42 68 Dayton 287 1,332 47 Cleveland.... 962 4,193 82 Do 68 252 95 143 316 14 Corry 101,182 419,031 39 Oil City 1,752 14,431 31 Akron 38 182 09 Corry 2,354 6,790 61 Youngstown 2,595 5,042 65 Mansfield. ... 886 3,245 75 Reno 9,468 53,259 91 Mansfield .... 1,847 8,432 04 Urbana 1,788 6,740 30 Dayton 1 6 26 Oil City 700 4,777 99 354,319 $1,927,337 05 Name of Transportation Company. Bellefontaine R. R. Co Do. Cleveland, Columbus & Cin. R. R. Co. Do. Cleveland & Toledo R. R. Co Cleveland & Erie R. R. Co. Cleveland & Pittsburgh R. R. Co Do. Cleveland, Zanesville & Cin. R.R.Co. Columbus & Ind. Cen. R. R. Co Cincinnati, Ham. & Dayton R. R. Co. Dayton & Union R. R. Co Erie R’y Co Erie & Pittsburgh R. R. Co Erie R’y Co's Steamers Farmers R. R. Co Lake Superior Steamers L. M. & C. & X. R. R. Co Michigan Cen. R’y Co’s Steamers Northern Transportation Co’s St’m’rs, New York Central R’y Co’s Steamers, Oil Creek R. R. Co Oil City & Pithole R. R. Co Ohio Canal Philadelphia & Erie R. R. Co.... Pennsylvania & Ohio Canal, Reno, Oil Creek & Pithole R. R. Co, Do. Warren & Franklin R. R. Co. Total. 88 TABLE Statement of Expenses of Locomotive Power and Whole number of Engines Total miles run Total number of cars hauled one mile Total cords of wood Total tons of coal Price of wood per cord Price of coal per ton Total cost of wood and coal Quarts of oil Pounds of tallow Pounds of waste Total cost of oil, waste and tallow. . . “ “ repairs “ “ small stores Cost wages enginemen and firemen. . “ cleaning, watching, despatching, “ wooding & coaling engines an cl ing water Total cost , etc pump- 144 267,462 2,696,116 3,945 5,982 $4 66 4 41 144,764 32 12,469 6,802 5,276 17,241 86 47,389 09 2,409 20 22,702 39 6,520 73 4,961 49 FEBBtrABY. $135,989 08 145 240,465 2,441,591 3,392 5,354 $4 42 4 35 38,284 75 11,700 6,486 4,634 $6,245 07 42,564 85 1,606 09 20,308 38 5,746 41 3,500 12 $118,254 67 146 263,693 2,623,150 3,230 5,370 $4 30 4 27 36,818 90 13,297 7,985 5,625 $6,876 11 45,344 77 1,401 57 20,127 63 8,654 61 4,482 38 $123,615 97 147 251,814 2,701,569 3,468 5,400 $4 40 4 30 38,477 00 12,251 7,983 5,368 $6,088 92 40,518 17 1,026 93 18,773 20 8,441 21 3,583 86 $116,909 35 Cost of fuel per mile “ oil, tallow and waste. “ repairs per mile ‘ ‘ small stores per mile “ wages enginemen & firemen pr mile “ cleaning, watching, etc ‘ ‘ wooding, coaling & pumping pr mile “ hauling each car per mile Total cost of locomotive power per mile.. . . 16 74 2 71 17 72 0 90 8 49 2 44 1 85 5 24 50 84 15 92 2 60 17 70 0 67 8 44 1 45 4 84 49 17 13 94 2 61 17 20 0 53 7 63 3 24 1 69 4 71 46 88 15 28 2 42 16 00 0 49 7 45 3 35 1 42 4 33 46 42 Pounds of fuel consumed per mile Miles run to one pint of oil, (one pound of tallow equal to one pint of oil) Average No. of cars per trip of 100 miles. . . “ “ miles per engine 61 59 8 43 10 82 1857 37 60 66 8 05 11 46 1658 38 54 72 58 66 7 63’ 7 75 11 12 11 95 1806 12 1713 02 Cost of repairs of coachee and freight cars. . 9,325 64 $27,269 64 $29,882 48 $80,902 87 REMARKS. Length of Road and Branches.. . Wages of Enginemen Do. do. Switching. Do. do. do. Do. Firemen Do. First-class Mechanics.. Do. Laborers 50T miles. $3 75 per day. . 3 50 “ [Night work.] , 3 25 “ [Day work*] , 2 00 “ . 3 25 “ . 1 SXH “ 89 No. 6 . Oar Repairs for Ten Months, ending October 31 , 1866 . MAT. JUXE. JULY. AUGUST. 6EPTEMBEB. OOTOBEK. TOTALS. 147 ' 147 148 148 149 150 147 257,115 255,882 256,633 285,423 277,945 300,352 2; 656, 764 8,006,551 2,955,723 2,878,340 3,526,047 3,494,008 3,628,223 29,851,318 3,480 3,585 3,520 3,540 3,895 8,507 40,562 4,970 5,020 4,830 4,470 5,766 5,590 52,752 $4 50 $4 60 $4 70 $4 74 $4 68 $4 66 $4 56 4 06 3 73 3 63 3 55 3 47 3 40 3 91 85,838 20 35,215 60 34,076 90 32,648 10 38,236 62 59,098 21 393,458 60 11,534 12,470 12,091 12,938 13,143 13,709 125,602 7,662 7,591 8,494 8,763 9,181 10,389 81,336 5,501 5,263 5,506 5,826 5,997 6,559 55,555 15,392 66 $5,973 62 $5,836 88 $6,140 75 $5,898 93 $6,276 48 $61,971 28 42,336 72 37,800 26 39,614 05 43,102 79 38,602 29 40,158 94 417,431 93 809 29 864 91 778 22 954 04 1,103 67 1,043 11 11,997 03 18,681 57 18,620 71 19,108 89 21,367 80 21,312 39 22,197 49 203,210 45 6,762 93 6,361 11 6,323 97 6,404 92 7,203 33 7,005 45 69,323 73 4,231 62 3,757 50 3,442 89 4,138 48 3,844 01 3,522 28 39,464 63 $114,052 99 $108,593 71 $109,181 80 $114,756 88 | $116,201 24 $139,301 96 $1,196,857 65 13 98 13 76 13 28 11 44 13 76 *19 67 14 81 2 08 2 35 2 27 2 15 2 12 2 08 2 33 16 46 14 77 15 43 15 10 13 88 13 37 15 71 0 31 0 34 0 30 0 33 0 39 0 34 0 45 7 27 7 27 7 45 7 48 7 66 7 39 7 68 2 63 2 48 2 47 2 24 2 59 2 33 2 61 1 64 1 47 1 34 1 20 1 38 1 17 1 48 3 67 3 67 3 79 3 25 3 32 3 84 4 01 44 32 42 44 42 54 40 21 41 80 *46 38 45 05 54 14 55 25 53 31 45 49 58 07 66 93 57 16 8 36 7 86 7 85 8 24 7 84 7 94 7 99 13 14 13 06 12 73 13 85 14 28 13 60 12 67 1749 08 1740 69 1734 00 1928 00 1865 00 2002 33 1806 10 $35,870 43 $31,600 70 $33,716 79 $34,182 82 $35,278 15 $36,615 12 $324,144 64 The wood consnmed-has been reduced to a coal basis, allowing four tons (2,000 lbs. each,) to be equal to seven cords (128 cubic feet each) of wood * This increase arises from charging the deficiency In the Fuel Account for ten months ending October 81st, to the October account. 12 90 TABLE No. 7 — Statement shewing the number , size, etc., of the Loco - 1 Est’m’d | Est’m’d Weight Weight No. Name of Builder, When Received Service. Kind of Fuel. ] °r of Engine 1 Tender Lbs. Lbs. 1 Danforth Cooke & Co., October 9, 1860 Passenger. Wood. | 62,000 37,000 2 do 44 14, “ do do 3 do March 6, 1861 Freight & Pas do 44 CC 4 do April 26, “ do do 44 CC 5 6 So 0 August 5, “ 5, “ Passenger, do do do CC CC CC 7 do CC 5, “ do do 44 CC 8 do Sept’r 1, “ do do CC CC 9 do L “ do do CC CC 10 de March 23, 1863 Freight. Coal. CC 39,000 CC 11 do Cl 28, “ do do CC 12 do April 22, “ do Wood or Coal, CC 44 13 do 27, “ do do 44 44 14 do May 14, “ do do 44 44 15 do 18, “ do do CC 44 16 do Cl 30, “ do do CC CC 17 do June 23, “ do do CC CC 18 do 44 28, “ do do CC 44 19 do July 7, “ do do CC CC 20 Rogers Loco. & M. Co., October 16, 1862 do Coal. CC 30,500 21 do tC 16, 1 do do CC 44 22 do 44 25, “ do do CC CC 23 do January 31. 1863 do do CC 44 24 do Feb’y 28, “ do do CC CC 25 do March 19, “ Passenger. Wood; 63,000 CC 26 do April 10, “ do do 44 44 27 do May 18. “ do do 44 37,000 28 N. J. Loco. £ 4 26 8 30 Fair do 2d Div. cc 4 % 4 26 8 30 Good do do cc 4 4^ 4 26 8 30 Needs general repairs do do 1800 14 4 4 4 24 8 30 Good Switching, Franklin 44 4 4 4 24 8 30 Fair do Corry 44 “ 4 4 4 24 8 30 In shop for gen rep’s Freight Train, 3d Div. 4 4 4 24 8 30 Good Switching, Dayton 4 4 4 24 8 30 do do Leavittsb’g 44 4 «>* 4 30 8 30 do Pass. Train, 3d Div. 44 c 4 % 4 30 8 30 do do do U 11 4 4 30 8 30 Fair do do 2000 cc 4 4^ 4 26 8 30 Good Fr’t Train, 1st Div. cc 4 4 X 4 26 8 30 Fair Switching, Fr. Branch 44 4 4 26 8 30 do Spare Fr’t, 1st & 2d D. <4 44 4 4 26 8 30 Needs light repairs Switching, Salamanca U cc 4 % 4 26 8 30 Good Silver Creek Branch 44 16 X 24 4 4 30 8 30 do Pass. Train, 2d Div. 44 . cc 4 4 30 8 30 do do 1st do 900 14 x 22 4 4 4 24 0 00 do Switching, Meadville 44 4 4 4 24 0 00 Needs general repairs do do 2000 16 x 24 4 5 4 26 g 30 Good Gravel Train, 2d Div. 1900 44 16 X 22 4 4 26 8 30 Good except tyres Fr’t Train, 1st Div. cc 4 4^ 4 26 8 30 Needs general repairs do do 4C 4 4 26 8 30 In shop for light rep’s do 1st 2d D. 44 4 4 26 8 30 Needs g. rep, & fire b. do 4th Div. 1C 4 4% 4 26 8 30 Good do 2d Div. 41 44 4 4 2 4 26 8 30 do do Fr. Br’ch 44 cc 4 4* 4 26 8 30 Needs light repairs Sparc Fr’t, 1st & 2d D. cc 4 4* 4 26 8 30 Good Freight Train, 1st Div. 2000 16 X 24 4 5 4 26 8 30 Needs light repairs Wood do 3d Div. 16 x 22 4 4 26 8 30 Fair Freight do 1st Div. “ 44 4 4^ 4 26 8 30 Needs general repairs Gravel do do 44 4 Wz 4 26 8 30 Fair Switching, Cleveland 44 4 4 26 8 30 do do do cc 4 4}£ 4 26 8 30 do Gravel Train, M. Div. cc 4 0 4 26 8 30 Good Fr’t Train, do ** cc 4 6 4 26 8 30 do do do 44 4 5 4 26 8 30 Fair do do ** 44 4 6 4 26 8 30 In shop for gen. rep’s do do 16 x 24 4 5 4 26 8 30 Good do 4th Div. 1400 13 x 18 6 0 00 6 30 Needs light repairs Switching, Kent 44 6 0 00 6 30 Good do Urbana 44 6 0 00 6 30 Fair do Galion 2000 16 x 24 4 5 4 26 8 30 In shop for gen. rep’s ! Fr’t Train- 3d & 4th D 44 4 5 4 26 8 30 In shop, new fire box do do do 44 4 5 4 26 8 30 Needs rep. & fire box Gravel Train, 4th Div. “ 44 4 5 4 26 8 30 Needs light repairs G. & W. Tr., 3. & 4, D. 44 4 5 4 26 8 30 Good Ex. Fr’t, do do 44 4 5 4 26 8 30 In shop for gen. rep’s Fr’t Train, do do 44 4 5 4 26 8 30 Good except fire box do 4th Div. 44 4 5 4 26 8 30 Good do 3d Div. 44 4 5 4 26 8 30 do do 4th D'lv . 44 4 4 30 8 30 do Pass. Train, 3d Div. 44 4 5 4 26 ■ 8 30 Fair Spare Fr’t, 1st & 2d D. (t 44 4 4 30 8 30 do Sp. Fr’t & P., 2. D. 44 4 4 30 8 30 Needs general repairs do do do ** 44 4 4 30 8 30 Good Pass. Train, 1st Div. 44 4 5 4 26 8 30 do Spare Fr’t, 1st & 2d D. “ 4 5 4 26 8 30 Fair except fire box do do do 92 TABLE No. 7 |] Est’m’di Est’m’d h Weight j Weight No. Name of Builder. When Received, Service. Kind of Fuel. ] of | of Engine Tender Lbs. Lbs. 16 Jersey City Loco. W’rks April 8, 1864 Freight. CoaL 64,000 39,000 77 do 18, “ do do 44 78 do it 24, « do do 44 41 79 do Jay 3, “ do do 44 14 80 do 44 14, “ Passenger. do 65,000 *• 81 do 44 21, “ do do 44 82 do 28, “ do do 44 44 83 do June 5, “ do do 44 44 84 do July 2, “ do do 44 44 85 do June 8, 1866 do do 44 86 do 44 9, “ do do 44 87 do it do do 44 44 88 do it 14, “ do do 44 44 89 do 44 20, « do do ii 44 90 do 44 25, “ do do 44 44 91 do July ( 6, “ Freight. do 64,000 44 44 92 do 19, “ do do 44 93 do 44 31, “ do do 44 44 94 do August 6, “ do do 44 44 95 do 14, “ do do 44 • 4 96 do “ 25, “ do do 85,000 44 44 97 do Sept’r 5, « do do 44 98 do 14, “ do do 44 44 99 do 4ft 16, “ do do 64,000 44 loo do 44 24, “ do do 44 101 do Nov’r 15, “ Passenger. Wood or Coal. 65,000 44 44 102 do 44 20, “ do do 44 108 do 44 26, “ do do 44 44 104 do Dec’r 10, “ do do 44 44 105 do Jan’ry 19, 1866 do do 44 106 do 19, “ do do 44 44 107 do 29, “ do do 44 44 108 do Feb’ry 1, “ do do 44 • 44 109 do T, do do 44 44 110 do August 31, “ do do 44 111 do Sept’r 26, 1865 Freight. Coal. 64,000 44 44 112 do October 3, “ do do 44 113 do 44 9, “ do do 44 44 114 do it 16, “ do do 44 44 115 do 44 23, “ do do 44 44 116 do 31, “ do do 44 4 * 117 do Nov’r 4, “ do do 44 44 118 do 10, “ do do 119 do Dec’r 9, “ do do 44 44 120 do 44 31, “ do do 44 44 121 do 44 23 ^ “ do do 44 44 122 do Jan’y 2,1866, do do 14 123 do 29, *• do do 14 44 124 do Feb’y 15, “ do do 44 125 do 44 23, “ do do 44 14 126 do March 3, “ do do 44 44 127 do 44 6, “ do do 44 44 128 do 44 8, “ do do 44 44 129 do 44 16. “ do do 44 44 130 do August 31. “ do do 44 44 131 do Sept’r 44 26, “ do do 44 133 201 do Cuyahoga Works. 14, “ do Switching. do do 60,000 28,000 202 do do do 40,000 20,000 203 M, W. Baldwin, Philada Passenger. do 205 206 Cuyahoga Works. do Freight. do do 60,000 44 30.000 28.000 207 Norris, Philadelphia. Passenger. do 64,000 38.000 16.000 208 Schenectady Loco. W’ks 1 Freight. do 32,000 209 Cuyahoga Works. Gravel. do 210 Shenectady Loco. W’ks 1 Freight. do ! 70,000 31,000 211 do do do 212 M. W. Baldwin, Philada do do “ 213 Schenectady Loco. W’ke l Switching. do 58,000 30,000 214 Rogers Loco. & M. Co. do do 215 216 do Schenectady Loco. W’ks do Freight. Switching. do do 70,000 31.000 30.000 217 Jersey City Loco. W’rks 1 do | 66,000 218 do Freight. do 1 44 219 do A> do 93 — Coif TIN TIED. O 00 A Size of Drivers. Truck Tender '3 § ® Wheels. Wheels. Present Condition. Present Occupation, Cylind’r o o No. Di. ft. No. Di. in. No. Di.in. 2000 16 x 24 4 5 4 26 8 30 Good Fr’t Train, 1st & 2d D i( do 4 5 4 26 8 30 do Gravel Train, 2d Div. 41 do 4 5 4 26 8 30 Needs rep. & fire box Spare Fr’t, 1st & 2d D. 44 do 4 5 4 26 8 30 Fair except fire box Gravel Train, 2d Div. <4 do 4 5^ 4 30 8 30 Good Pass. Train, 1st Div. 44 do 4 5% 4 30 8 30 In sh r 'p for repairs do do do 4 5% 4 30 8 30 Fair except fire box Sp, Pass. Train do 44 do 4 5^ 4 30 8 30 Needs general repairs Pass. Train, 2d Div. 44 do 4 5^ 4 30 8 30 Good except fire box Fr’t do do 44 do 4 5^ 4 30 8 30 Needs g. rep. & fire b. Construction, 4th Div. 44 do 4 5^ 4 30 8 30 In shop for gen. rep. Pass. Train, 3d Div. 44 do 4 5>£ 4 30 8 30 Good do do do 44 do 4 5^ 4 30 8 30 do Ex. Pass. Tr. 3d Div. 44 do 4 5% 4 30 8 30 do Fr’t Train, 4th Div. 44 do 4 5^ 4 30 8 30 In shop for gen. rep. Pass. Train, 4th Div. 44 do 4 5 4 30 S 30 Fair Freight do 3d do 44 do 4 5 4 30 8 30 Good do do do 44 do 4 5 4 30 8 30 do do do do 44 do 4 5 4 30 8 30 do do do 4th do 44 do 4 5 4 30 8 30 do do do do do 2400 18 x 24 6 W 2 36 8 30 do do do Mah. Div. 44 do 6 4^ 2 36 8 30 do do do do do 44 do 6 4)£ 2 36 8 30 do do do do do 2000 16 x 24 4 5 4 26 8 30 In shop for gen. rep. do do 3d Div. “ do 4 5 4 26 8 30 Good Freight Train, 3d Div, do 4 5# 4 30 8 30 Fair Spare Pass, Tr. 1st D. 44 do 4 5^ 4 30 8 30 Needs light repairs Pass. Train, 2d Div. do 4 5% 4 30 8 30 Good do do 1st do 44 do 4 4 30 8 30 do Spare Pass., 2d Div. do 4 4 30 8 30 In shop for gen. rep. Pass, Train, 1st Div, do 4 5X 4 30 8 30 Fair do do do do do 4 5^ 4 30 8 30 In shop for gen. rep. do do 2d do 44 do 4 5^ 4 30 8 30 In «hop for gen. rep. do do 1st do 44 do 4 5^ 4 30 8 30 Fair do do 2d do 44 do 4 5^ 4 30 8 30 Good do do do do 44 do 4 5 4 26 8 30 do Fr’t do 1st do 44 do 4 5 4 26 8 30 Fair do do 2d do 44 do 4 5 4 26 8 30 do do do do do 44 do 4 5 4 26 8 30 In shop for gen. rep’s do do do do 44 do 4 5 4 26 8 30 Fair Wood do 1st, & 2.D 44 0.0 4 5 4 26 8 30 do Fr’t do 2d Div. 44 do 4 5 4 26 8 30 do do do do do 44 do 4 5 4 26 8 30 Good do do 1st do 44 do 4 5 4 26 8 30 do do do 2d do 44 do 4 5 4 26 8 30 Fair Gravel do do do 44 do 4 5 4 26 8 30 do Fr’t do do do 44 do 4 5 4 26 8 30 Good do do do do do 4 5 4 26 8 30 do Spare Fr’t, 1. & 2. D. 44 do 4 5 4 26 8 30 Fair Fr’t Train, 1st Div. 44 do 4 5 4 26 8 30 do do do 44 do 4 5 4 26 8 30 do do do 44 do 4 5 4 26 8 30 do do 2d Div. (4 do 4 5 4 26 8 30 do do do 44 do 4 5 4 26 8 30 do do 3d Div. 44 do 4 5 4 26 8 30 Good do 1st Div. 44 do 4 5 ! 4 26 8 30 do Spare Fr’t, 1st & 2d D. do 4 5 4 26 8 30 do Fr’t Train, 1st Div. 1500 16 x 22 4 5 4 30 8 30 Good except fire box Switching, Girard 44 1300 do 4 6# 4 30 8 30 Good do Youngstown 16 x 24 4 5 4 30 8 30 do Pass. Train, Mah.Div. 1800 16 x 22 4 5^ 4 30 8 30 In shop for repairs do do 1500 do 4 5 4 30 8 30 Needs light repairs Fr’t Train, do 44 16 x 24 4 5 4 30 8 30 In shop, g. rep. & f.b. Ex. Pass. Tr. do 1400 16 x 22 4 4# 4 28 8 30 Fair Hubbard Branch 1200 12 x 18 4 4 4 28 4 30 Needs light repairs New Lisbon Branch 1900 16 x 22 6 4 4 28 8 30 Fair Fr’t Train, Mah. Div. “ do 6 43< 4 28 8 30 Fair except fire box Hubbard Branch “ 18 x 22 4 4^ 4 30 8 30 In shop for gen. rep’s Fr’t Train, Mah. Div. 1800 16^x24 6 4% 4 28 8 30 Good Switching, Cleveland 16 x 20 do 6 6 4^ 4X 0 0 00 00 8 8 30 30 Fair do do Youngstown do Cleveland 1900 16^x24 6 4^ 4 28 8 30 do Hubbard Branch 1800 16 x 24 4 5 4 26 8 30 Good Switching, Cleveland 44 do 4 5 4 26 8 30 do Fr’t Train, Mah.Div. 44 do 4 5 4 26 8 30 In shop for gen. rep’s do d© *• 3 0112 061935638