C/j IliZa ^ o) Dakar r tiUREAU OF RAILWAY eG0N0Ml08, WASHINGTON, 0. Q. 0 REPORT SURVEYS AND ESTIMATES LOUISVILLE AND CINCINNATI BRANCH RAILROAD. HE 2.TM KtU LOUISVILLE, KY: PRINTED BY JOHN P. MORTON & CO., 150 West Main Street. 18SS. <0. X REPORT SURVEYS AND ESTIMATES LOUISVILLE AND CINCINNATI BRANCH RAILROAD. LOUISVILLE, KY: PRINTED BY JOHN P. MORTON AND COMPANY. 1866. HEi . y +L? UtiKAUt BUREAU OF RAILWAY EO0NOWIO8' WASHINGTON, 0, 0 i H REPORT OF CHAIRMAN OF THE EXECUTIVE COMMITTEE. To the Stockholders of the Louisville Frankfort and Lexington $ Frankfort Rail¬ road Companies: Gentlemen : I submit to you herewith the reports of your Chief Engineer and Superintendent, touching the proposed Cincinnati Branch of your roads. So soon as the necessary authority was granted by your ac¬ ceptance of the amendments to your charters, the proper steps were taken to secure a thorough survey of the country lying between Louisville and Cincinnati, with a view to the selection of the best route for the Branch. These surveys have been made under the direction of I. M. St. John, Esq., an engineer of high distinction, and have just been completed. His report will furnish full information as to the different lines which have been run, and the probable cost of each. Your Superintendent, Mr. Gill, after careful investigation, has prepared an estimate of the probable business of the road immediately after its completion. In the preparation of these reports it has been our sole object to ascertain the value of the Branch as an investment of your means, and consequently we have sought the truth without regard to its possible effect upon the present prospects of the enterprise. The Chief Engineer was instructed to prepare a faithful estimate of the cost of the Branch, with all of its struc¬ tures complete, and of the most permanent and substantial character; and the Superintendent's estimate of profits were directed to be made on so moderate a basis as to secure you against disappointment hereafter. These gentlemen heartily concurred in the propriety of the instructions given them, and have labored faithfully to present such estimates as may be 4 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. relied on with confidence by you. I have no hesitation in ex¬ pressing my own conviction of the fidelity and completeness with which their work has been done. PUBLIC IMPORTANCE OF THE WORK. More than 300,000 passengers and 500,000 tons of freight are now annually carried between the cities of Louisville and Cincinnati. Their transportation is effected by steamboats (of which three leave each city daily, in addition to the transient boats), the distance being 144 miles, and the time occupied twelve to fifteen hours, or by railroad, via Seymour, the distance being 136 miles, and the time occupied nine hours. The con¬ struction of our Branch will shorten the distance, according to the route selected, to 104 or 107 miles, and the time to four hours. In connection with the Nashville Railroad, we will offer to the city of Cincinnati a line to Nashville shorter by twenty miles than any which can be obtained by the extension of the Kentucky Central through Lexington and Nicholasville; and, via the Memphis Branch of the Nashville Railroad, a line to Memphis eighty-five miles shorter in distance and six hours in time than the route now traveled by Sandoval, Cairo, and Co¬ lumbus. The distance by river from Cincinnati to Memphis is nearly twice as great as by our road, and under the most favor¬ able circumstances the transit will occupy nearly three times as many hours. Obviously the extension of the commerce of Cin¬ cinnati must be sought for in the South-west. Her Central Kentucky line, if extended in a southerly direction, will traverse an unproductive region until it passes the Cumberland Moun¬ tains, when it will come into competition with the lines leading to the seaboard; and, via the Atlantic, with the markets of Europe and the Eastern States. But the commerce of the South-west is peculiarly the property of the cities of the Mis¬ sissippi Yalley. From its starting point our road will traverse a rich and productive region, and its connections will pierce the center of the South-west. On the other hand, it will shorten the distance and time between Louisville and the North¬ east, while it will guard her against the danger of a diversion of LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 5 the South-western trade bj the construction of new lines in the interior. It is unnecessary to allude to the importance of the Branch to its local population—this is too plain to require dis¬ cussion here. COST OF THE BRANCH ROAD. The report of the Chief Engineer furnishes in detail the esti¬ mated cost of each of the routes which have been surveyed, including the cost of depots, water stations, machine-shops, ballasting, and equipment of every kind, together with the cost of such improvement of the present road hetAveen Louisville and the junction of the Branch, as is deemed necessary to make it in every respect a first-class road. It will not be necessary, however, to incur the whole of the estimated expenditure in order to put the Branch in operation. At several points on each route there are heavy embankments, in the construction of which trestle bridges will be necessary, even if it be designed to carry to immediate completion the permanent works they are intended to aid; and the cost of such trestles is included in the estimates. By making the trestles of a more substantial char¬ acter, which would add hut little to their estimated cost, they may be made to answer all your purposes for several years to come, and until it shall be found convenient to replace them by embankment or permanent bridges. The ballasting, which is estimated at $2,500 per mile for the whole length of the Branch, will not be needed for, and ought not to be placed on, the embankments until they are thoroughly settled by time and the passage of trains. The whole equipment estimated for will not be at once required. The improvement of the present road between Louisville and the junction of the Branch may also be deferred until the finances of the company shall be in such con¬ dition as to justify it. An additional estimate of the first cost, or amount necessary to put the line in operation upon either route, is therefore given in the report of the Chief Engineer. A general summary of the result will facilitate its comprehen¬ sion. It will be observed that a separate estimate is made for the termination of each route in West Covington, South Gov- 6 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. ington, or Newport; the point of departure in each case heing one mile distant from the suspension bridge across the Ohio River. It will answer my present purpose to take an average of the estimates for each of the principal routes—the difference due to the particular termination being comparatively incon¬ siderable. The result is as follows: Designation of Koute. Route No. 1, A, via La Grange and Carrollton. " No. 1, B, " " " " No. 2, A, No. 2, B, No. 2, C, No. 3, A, No. 3, B, No. 3, C, No. 4, A, No. 5, A, Eagle Creek Smithfield and Eminence and " Pleasureville and Six-mile Creek $3,799,360 3,848,186 3.579,681 3,941,519 3,751,461 3,455,425 3,975,514 3,661,003 3,611,742 3,645,436 $4,157,385 4,206,211 4,042,298 4.404,166 4,227,412 4,375,820 4,905,306 4,600,839 4,632,856 4,674,743 The cost and length of the last-named line may be somewhat reduced by further examination of the ground west of Pleasure¬ ville. The near agreement in the first cost of these lines is very remarkable. The difference between the first and ultimate cost increases very rapidly as the point of junction of the Branch with the present road is removed further to the eastward, be¬ cause of the greater change in the location of the present road; but it is compensated (1) by the shortening of the distance between Louisville and Lexington, and (2) by the still greater shortening of the distance between Cincinnati and all points upon the present road east of the junction, and consequently by the increased economy of working the present road, and its increased ability to compete for that portion of the interior trade which seeks Cincinnati as a market. The thorough character and great extent of the surveys have caused the time of the engineers to be fully occupied since the commencement of their labors to the date of this report; but even had time permitted, prudential reasons of the most obvious character would have forbidden for the present a final comparison of the relative advantages of the different routes. Such a comparison should LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 7 only precede the actual location of the Branch, and can be made from the data now in our possession whenever it shall become necessary. MEANS WITH WHICH TO BUILD IT. The amendment to your charters, which authorizes the con¬ struction of the Branch, empowers the two Companies to issue their joint bonds to the extent of three millions of dollars, and to secure the payment of both principal and interest by a mort¬ gage of the entire franchises and property of both Companies, including as well their present roads as the proposed Branch; and, in addition, to issue and sell new shares to the amount of one million of dollars. The proceeds of the sales of these securities will enable us to put the line in operation. The present liabilities of the two Companies are as follows: LOUISVILLE AND FRANKFORT RAILROAD CO. To State of Kentucky $74,519 50 Railroad Bonds 145,000 00 Louisville City Bonds 100,000 00 Total $319,519 50 LEXINGTON AND FRANKFORT RAILROAD CO. To Bonds 1869 and 1874 $79,000 Less Sinking Fund on hand 10,000 $69,000 00 Total debt of the two Companies $388,519 50 The indebtedness of the Louisville and Frankfort Railroad Company to the State of Kentucky is a perpetual loan, on which interest at the rate of six per cent, per annum is payable whenever dividends are paid to the stockholders, but does not constitute a lien upon the road. The entire mortgage debt of the two Companies is therefore $314,000 only. Neither Com¬ pany has for several years had any floating debt. The cost of their roads from Louisville to Lexington, a dis¬ tance of ninety-four miles, was $2,190,243.36, kand the net income of the two Companies (including the sums expended for branch surveys and improvements beyond repairs) for the past 8 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. year was $169,214.79, and the average net income of the eight preceding years was $166,214.16. The new mortgage, so far as concerns the existing roads, would therefore be subject to a prior lien of $315,000, hut would constitute a first lien on the eighty miles of Branch. The money arising from the sale of bonds would of course he applicable to no other purpose than the construction of the Branch, and as its payment would be needed 'only a little in advance of the progress of the work, the increase in value of the security to the bondholders would keep pace with the requi¬ sitions made upon them. Upon the completion of the Branch the mortgage debt would amount to $3,815,000, for which there would be pledged as security over one hundred and seventy miles of road. As the issue of the new shares is intended principally to pro¬ vide for the equipment, it will be neither necessary nor desirable to attempt their sale until the roadway itself shall be practically complete, and the success of the enterprise thus placed beyond all cavil. I recommend that, at the ensuing session of the Legislature authority be obtained to constitute the new shares a preferred stock, with a guaranteed dividend of eight per cent, per annum. The suggestion is made not from any apprehen¬ sion of inability to negotiate the common stock of the Company, but from the conviction that this will be the cheapest mode of raising the money; for the guaranteed dividend will make the new shares a desirable security to those who seek a safe and permanent investment—while the profits of the common stock can hardly fail to be much larger than the guaranteed dividend. The amendment to your charter authorizes each of the cities of Louisville, Covington, and Newport to aid in the construc¬ tion of the Branch by a subscription for the purchase of your bonds to the extent of $250,000; and the counties of Jefferson, Oldham, Henry, Kenton, and Campbell, each to subscribe for $150,000 of bonds for the same purpose. In consequence of the objections of their senators, no similar authority was granted by the Legislature to the counties of Gallatin, Boone, Grant, Owen, Trimble, or Carroll. In view of the immense LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 9 advantages to be derived by them from the construction of the Branch, the safety of the investment, and the ease with which a location may be made upon any one of the several routes which may be able to offer the largest inducement in subscription, it is not doubted that the opposition of these counties will not only be withdrawn, but converted into an application for au¬ thority to subscribe, at the approaching session of the Legis¬ lature. We have assurance of aid from connecting roads. The high standing and credit of your Companies will enable us to dispose of a considerable amount of your securities to indi¬ viduals at home. It is confidently believed that a sufficient amount of money can be obtained from these local sources to enable us to prepare the road-bed, and leave it necessary to negotiate abroad for the superstructure and equipment only. ESTIMATE OF THE BUSINESS OF THE BRANCH. The receipts of the Branch, including the increase in the receipts of that portion of your present road lying between Louisville and the junction which will be due to its construction, are estimated by Mr. Gill at $1,250,000 per annum, which is at the rate of about $12,000 per mile of road. Fifteen years' experience in the management of your roads have fully qualified him for the preparation of such an estimate. My own confi¬ dence in the general moderation and correctness of his views is strengthened in the present instance by the following reflections: 1. The receipts of the main line of the Louisville and Nash¬ ville Road, for the year ending July 1, 1866, were at the rate of $15,550 per mile of road. Those of the Cincinnati, Hamil¬ ton and Dayton Railroad, for twelve months preceding their last report, were at the rate of $22,578 per mile; and those of the Little Miami, including in the average thirty-three miles of comparatively unprofitable branches, were $15,900 per mile. Our road, having for its termini two of our most important com mercial cities, will connect, by the shortest practicable line, the Nashville with the Cincinnati lines; and yet the estimate of its business is for less than 75 per cent, of the actual receipts of B 10 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. the Nashville, and less than GO per cent, of those of the Dayton, or the probable receipts of the main line of the Little Miami. 2. The country traversed by or adjacent to the line is already populous and productive. The counties of Jefferson, Oldham, Henry, Trimble, Carroll, Gallatin, Owen, Grant, Boone, Ken¬ ton, and Campbell embrace an area of 1,274,500 acres of land, of which, according to the census of 18G0, 776,592 were im¬ proved, and 497,938 were unimproved. The aggregate value of the lands was $39,288,562; and the average, ranging from $12 per acre in Owen to $65 per acre in Jefferson, was about $31 per acre. The aggregate wealth of the same counties in 1865, as re¬ ported by the Auditor of State, was $102,662,827. Among their principal productions of the same year are enumerated— of tobacco, 5,754,045 pounds; hay, 35,335 tons; Indian corn, 3,826,445 bushels; and wheat, 520,705 bushels. The number of white males over 21 years of age was 38,956, representing a total population of more than 230,000 souls. There can be no doubt that the construction of our Branch, by increasing the facilities of access to these counties, every portion of which will be brought within a ride of 2 hours from Louisville or Cincinnati, will cause a rapid and great increase in their population and production. The estimate of Mr. Gill has reference to the present condition of the country, without regard to its certain development in the near future. The net earnings of the line are estimated by Mr. Gill at $549,600 which is equal to 12.21 per cent, on a cost of $4,500,000. Assuming that sum as the ultimate cost of the Branch, we would have to de¬ duct the following: 1. Annual interest on $3,500,000 of debt $245,000 2. Dividend on $1,000,000 preferred stock 80,000 3. Annual appropriation to Sinking Fund 50,000 375,000 Balance for division between the two Companies $174,600 The business of your present roads would at the same time be increased by the flow of passengers and freights from points above to the junction of the Branch, on their way to Cincinnati. Without attempting any estimate of such increase, but assum- LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 11 ing simply a continuance of the profits of the past year, we have the following result: Net income of Lou. & Frank, and Lex. & Frank. Railroads for past year (including expenditures for Branch surveys, and permanent improvements beyond repairs) $169,214 79 Add estimated profits of the Branch, as above 174,600 00 Total profits on completion of the Branch $343,814 79 From which deduct interest on the present debt of the two Co's 23,311 14 Would leave for division among the Stockholders $320,503 65 which is 19.7 per cent, on $1,625,000, the entire capital stock of the two Companies. At first sight these anticipations may seem extravagant, but a little reflection will satisfy any one that they are within the bounds of reason, and attributable: 1. To the intrinsic advan¬ tages of our location; 2. To the fact that we have already in operation more than one fourth of the whole line from Louis¬ ville to Cincinnati; and 3. To the comparatively small amount of the liabilities of your Companies, the capital stock and bonds of both, amounting to only $2,012,000, or about $21,400 per mile for your existing roads. CONCLUDING REMARKS. Before any negotiation of the securities of the Companies could be seriously undertaken, it was necessary that the sur¬ veys and estimates should be completed. Until this was done your Boards were without the information necessary to deter¬ mine whether the prospects of the enterprise were such as to justify them in entering upon it; nor could capitalists be ex¬ pected to entertain propositions for furnishing means to a work of unknown character and extent. It is believed that the accompanying reports will supply all that is required for both purposes. The delay thus necessarily occasioned is the less to be regret¬ ted, as the financial disturbance abroad would of itself have probably prevented the success of any attempt at negotiation during the past half year; and there is good reason to hope that it may be more than compensated for in a decline of prices, 12 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. which, will result in a material reduction of the cost of the work, the estimates for which are all made at the present high rates of both labor and materials. The close competition between several of the routes which have been surveyed will require a careful summary of the advantages of each before a final location is made. The land¬ holders alone; these lines are aware that the cost of right of o o way may constitute a material element in the consideration of this question, and on several of them a commendable spirit has been already shown in the relinquishment of the right of way without charge to the Companies. When the report of the Chief Engineer shall have demonstrated the freedom with which we may make our selection among the several routes, a prudent regard for their own interests will compel similar re¬ linquishments from those who have been less prompt hereto¬ fore. The expenditure on this account may be expected to be very inconsiderable, except in the vicinity of Covington or Newport, and is included in the estimate for depots, water stations, and right of way. The present value of your property and franchises is too great to be hazarded in any speculative undertaking, how¬ ever great its promise in the event of success. The pru¬ dence which has heretofore characterized the management of your interests by your several Boards may be relied on as for¬ bidding them to embark your resources in the construction of the Branch until their ability to complete it with the means at their command is demonstrated beyond reasonable question. All of which is respectfully submitted. W. A. DUDLEY, Chairman Ex. Com. Louisville, Aug. 25, 18G6. ESTIMATE OF EARNINGS ANI) EXPENSES. SUPERINTENDENT'S OFFICE, 1 Louisville, Ky., July, 1866. ) W. A. Dudley, Esq , Chairman of the Executive Committee: Sir: Herewith I present an estimate of the probable earnings and expenses of operation of the Cincinnati Branch Road, with some explanatory remarks. THROUGH TRAVEL. All business passing over the whole line is regarded as "through," whether arising at the terminal points or beyond them. With the view of arriving at a correct estimate of the travel actually passing between these points, prominent railway officials at Cincinnati and Louisville, who are familiar with the statistics of railway and steamboat travel, were consulted. An actual enumeration also of the persons transported by the regu¬ lar steamboats, of which there are three daily each way, have been frequently made during the past four or five months, from which I learn that not less than eight hundred persons have been actually passing between Louisville and Cincinnati. Upon the completion of the direct rail line, in the course of the month of August, via Clarksville, from Louisville to Memphis, an addition of one hundred per day may be relied upon, so that in a few months not less than 900 persons daily, by river and rail, will be passing between Louisville and Cincinnati, and to places beyond them. The question arises, what portion of this travel can be controlled by the Branch Road? I entertain no doubt that all of the travel which is local to, or arises and terminates at, Louisville and Cincinnati, will be diverted to this 14 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. line, for it is not believed that a road well constructed, thor¬ oughly ballasted, and equipped with locomotives and cars of the most approved styles, with three daily trains, making the run in three and a half to four hours, will not he preferred to steam¬ boats, making the trip in ten to fifteen hours. There is no existing rail line that can compete with it, and as it will occupy the shortest practicable route between Louisville and Cincin¬ nati, none is likely to be built until a vastly larger local popu¬ lation demands additional facilities. It is also believed that a large portion of the travel passing to and from the south and south-west of Louisville to Cincin¬ nati, and places east and west of it, will seek this road, as it will form a link in one unbroken line from Cincinnati to Mem¬ phis, over which passengers can be transported, without being subjected to the inconveniences of change of cars, in many hours less time than by any other route. Passengers from Memphis and New Orleans can not but appreciate a line where only one change of cars would take place between Memphis and New York. Of the 000 passengers daily passing over the routes referred to above, I estimate that two thirds will take this line. The completion of the road, by multiplying facilities, will rapidly increase the travel between the two cities, and ensure a much larger amount of business than is estimated for under this o head. THROUGH FREIGHT. From the information derived from the Board of Trade in Louisville, where a record is kept of the trade of the city, from the agents of the steamboat and railroad lines in Cincinnati, O ' and from the statistics of the Louisville and Nashville Railroad, I learn that not less than one million of tons annually of articles of produce and manufacture are interchanged between the sec¬ tions of country, for the trade of which this Branch road can compete. The location of' your track near the principal pork-packing establishments of Louisville, and the convenience of access of your depots to the heart of business centers in both Cincinnati LOUISVILLE ANI) CINCINNATI BRANCH RAILROAD. 15 and Louisville, will place the road in the most favorable position to secure a fair proportion of that freight which passes between the two cities. In times of low water, and when the river is frozen up, your road will be the only available line. For that large traffic between Cincinnati and Nashville, Clarksville, Memphis, Chattanooga, Atlanta, and all the inte¬ rior South, your road will offer unrivaled facilities for its rapid transfer, without change of bulk, several days in advance of any river or rail line. In view of the immense tonnage to be moved, and the advantages offered by your line, the estimate for through freight I consider far within the margin of safety. LOCAL TRAFFIC. I have estimated for local passengers a very much less num¬ ber than has actually been transported annually by the Louis¬ ville and Lexington roads for many years past. When we consider that the Branch road passes through a country nearly as thickly populated with whites as that along the present roads, with five or six macadamized roads crossing it at convenient intervals, bringing a large section within easy access, and the quickening impulse which will be given along a road between two such large cities, I must regard the estimate as within the probable immediate results. The local freight traffic is placed at about that of our present roads. In addition to what will arise along the road itself, a very considerable portion of the small grain which seeks a Cincinnati and eastern market, from Fayette, Woodford, Scott, Franklin, and Shelby, will be trans¬ ported over the present roads to the Branch junction, and thence vi t the Branch to Cincinnati without change of cars. Many of the heavy cattle, sheep, and hogs of the same coun¬ ties for the same markets, will swell the receipts of the Lou¬ isville and Lexington road, and contribute to those of the Branch. The express receipts are based upon information from the express officers. After careful consideration of these estimates, I feel entire confidence that they will be more than realized after the first year's operation. 16 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. OPERATING EXPENSES. Three through trains each way daily, and a local train run¬ ning out thirty miles from Cincinnati, are estimated as required to do the passenger business. Two freight trains each way daily, and a local freight train every other day will, he necessary in performing the freight business. These trains are in addition to those now running on the Louisville and Lexington road, hut an adjustment of the running time of the trains between Louisville and the junction can in all probability be so made as to reduce the expense of operation below these estimates. I have calculated the number of miles to be run by these trains, and the necessary wood and ballast trains, and estimated their cost at the same rates as the cost of mileage upon the Louisville and Lexington road at the present time. We may expect that the cost of operation will diminish as prices of labor and materials approach the gold standard. In conclusion, allow me to remark that I doubt rvhether any railroad enterprise was ever projected in this country where the amount of business to be received immediately upon its completion was of so certain calculation, and one that promises to stockholders such large returns upon their investment. Respectfully, SAMUEL GILL, Superintendent. Estimate of the probable Earnings and Operating Expenditures of the Louisville and Cincinnati liraneh Kailroad. EARNINCS. Through passengers, 220,000 at $3 $GGO,000 00 Way passengers, 150,000 at 80 cents 120 000 00 $780,000 00 Express $50,000 00 Mails 20,000 00 70,000 00 Through freights, 100,000 tons at $2.50 $250,000 00 Way freights, 50,000 tons at $3 150,000 00 $100,000 00 EXPENDITURES. $1,250,000 00 Passenger trains 237,000 miles. Freight trains 150,000 " Wood and ballast trains 25,000 " Total mileage 412,000 at $1.70 $700,400 00 Net earnings. $549,600 00 CHIEF ENGINEER'S REPORT. 00>«0o LOUISVILLE, august I, 1866. Wii. A. Dudley, Esq., Chairman of Executive Committee. Sir: The report of the surveys of the Louisville and Cincinnati Branch Railroad is herewith respectfully submitted, together with the maps, profiles, and estimates of cost for the several routes examined. Under instructions to determine by instrumental survey the shortest and, with due regard to local trade, the best branch connection, " with Covington and Newport as termini, from some point on the Louisville, Frankfort and Lexington Railroad east of Lagrange," the surveys were commenced in March last with two field parties, and were pressed sufficiently to permit the advertisement of work upon a selected line in June last had the commencement of construction been deemed essential at that time. The monetary derangement, however,intervening, advantage was taken of the delay to make a more patient and careful examination of the several competing routes which have been urged upon the Company, to secure the largest local trade without undue sacrifice of the leading objects of the enterprise. Five principal routes have thus been instrumentally examined, and they are now reported upon, together with all such con¬ necting lines as are deemed necessary to the full consideration of all useful and practicable combinations of the main routes. The Company will thus be enabled to use to the best advantage the singular competition of routes which the survey has dis¬ closed. 1. Of the Field of Survey.—By reference to the accom¬ panying map it will be seen by those not familiar with the country that an air line from Louisville to Cincinnati crosses the Ohio River three times, and is therefore impracticable for the c 18 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. immediate base of a railroad location. It will also be observed that the closest approach to an air line lies south of the Ohio, and must hold either a portion of the valley of that river or of the parallel valley of Eagle Creek, the largest tributary of the Kentucky River. This important topographical advantage is further increased by the great bends of the Ohio River at Lawrenceburg, Patriot, and Madison, which combine with the unfavorable character of the interior country to protect the Kentucky route from serious competition in the future. This fact is made more apparent by the result of the late surveys for the Lawrenceburg and Madison route from Cincinnati to New Albany in giving a through distance of 128T85 miles, or an excess of nearly one fifth of the entire distance as compared with the average of the present surveys. The distance by the more northern route, via Seymour, is of course greater still; viz.: 186 miles. It will be further observed that the general direction of the Louisville and Lexington Railroad for nearly thirty miles north¬ east from Louisville approaches closely that of a direct con¬ nection with Cincinnati. It also occupies on the gradually ascending ridge between the waters of the Ohio and Salt Rivers very desirable ground for a railroad location up to the high rolling country of Oldham, Trimble, and Henry Counties, which must be encountered alike by all direct routes from Louisville to Cincinnati. The plateau in question averages in height from 500 to 550 feet above Ohio low water, and this elevation is held to the Kentucky River bluffs. The descent to the Ken¬ tucky thus becomes a controlling point of the location, and will determine the maximum grade of the road. From the Ohio River up to Lockport, which bounds the survey on the south, there are but six valleys of sufficient length to secure the required descent within the limit of grade deemed admissible for a railroad of the character of that projected. These are the Little Kentucky, Mill Creek, (bullion's Branch, Cane Run, Drennon Creek and Six-mile Creek. With the exception of the last (and that approximately), each has been carefully tested by instrumental survey. LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 19 The Kentucky River crosses the field of survey midway between the termini and nearly at right angles to the general direction. It affords peculiar facilities for access to the work under construction, and its extensive and very abundant valley will be an important feeder to the road when completed, by whichsoever route located, the several lines embracing its most productive portions. In their bridge crossings no unusual obstacles are encountered for a stream of its size and character. The water way required will be from 500 to 600 feet, according to the crossing, and with favorable approaches to the bridge¬ head on all but one of the routes. East of the Kentucky River similar topographical features are presented with those west, the general surface of the coun¬ try being high, rolling, and frequently broken by the valleys of the more important creeks and their branches. These valleys, however, are much more favorable in direction than in the western division, and afford much lighter grading, with occa¬ sional long stretches of easy bottom work. Toward the head of these streams, and ascending the ridge dividing the Licking waters from those of the Kentucky and Ohio, the valleys become somewhat more winding, the ground more broken, and the work thereby required in graduation proportionately more heavy. In passing the ridge, however, it is not found necessary to exceed the maximum gradient of the western division, and both ridge and valley locations can be readily secured to either terminus, Covington or Newport. The prevailing rocks of the region west of the Kentucky are of the fossiliferous limestone series, running down occasionally to the hard blue limestone. The rock lines lie generally from 8 to 13 feet below the ground surface. This limits the depth of cutting somewhat disadvantageously in arranging the sec¬ ondary grades of the location, but compensates in a material degree by supplying good rock foundations in nearly all the bridge and culvert sites of the interior lines, and good quarry- stone within reasonable haul. The abundance of riprap and ballast stone is a notable feature of almost all the lines sur¬ veyed. For tunnel work the surface indications promise a rock 20 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. at least as firm as the Frankfort Tunnel, on the Louisville and Lexington Railroad, which in seventeen years has not been found to require arching. Still I have deemed it prudent to estimate for all reasonable contingencies in this particular. East of the Kentucky River the limestone formation still continues, but the rock lies generally deeper, and near Coving¬ ton it is apparently softer and more easily worked. The natural acclivity of the more difficult portions of the country thus indicated is found to suggest maximum gradients of sixty and sixty-six feet per mile, according to the route elected. Upon nearly all of the lines the lower gradients named can he held without undue cost as compared with the amount and character of work now generally accepted upon first-class roads. Sixty feet per mile is also less than the max¬ imum gradients of the railroads directly connecting, and much less than those of the more distant roads which contribute so largely to the south-western travel through Louisville and Cin¬ cinnati—the Pennsylvania Central, the Baltimore and Ohio, and the Central Ohio.* It is evident from the position of the controlling points on the profile (the Kentucky and Licking ridges and the Kentucky River valley) that the maximum gra¬ dients can not be advantageously grouped for assistant power. It is consequently the interest of the company, although the principal business of their road is to be passenger and first- class freight, to adopt for construction the lowest attainable gradient within reasonable cost. In curvature, the maximum now generally adopted for the later American roads—viz.: six degrees (6°)—can be used with facility. In determining the character of bridges and other works of construction, I have been materially disembarrassed by your instructions "to survey and estimate for a first-class railroad between two leading cities." This has been done. And it may be pertinent here to state that before committing the company *The maximum grade of the Baltimore and Ohio Railroad is 117 feet per mile. The maximum grade of the Pennsylvania Central Railroad is 5)2 feet per mile. The maximum grade of the Ohio Central Railroad is SB feet per mile. The maximum grade of the Louisville and Nashville Railroad is 71*2 mile. louisville and cincinnati blanch lailload. 21 to what some might deem an undue expenditure of capital in saving distance, the engineer first submitted to the proper offi¬ cers his estimate of the limit of cost to be encountered in reducing circuits; and this estimate having been accepted, has guided the location of the lines reported. With this explanation I proceed to the description of the respective routes, it being borne in mind that between Louisville and each point of proposed divergence from the Louisville and Lexington Railroad, the old track can be advantageously straightened.* Route No. 1, via La Grange, Carrollton, the Ohio River, and Gunpowder Creek.—This line leaves the Louisville and Lexington Railroad about three thousand feet east of the La Grange depot, and bearing slightly from its course to turn several branches of Harrod's Creek, crosses that creek on a favorable bridge site on the farm of Win. Smith, one and three fourth miles from the point of divergence; thence, ascending the slopes of Indian Run, it crosses the Little Kentucky Ridge near the house of Mrs. Pendleton, and, descending the slopes of that creek one and one fourth miles to its low grounds, inter¬ sects (five and three fourths miles below) the line surveyed for the Louisville and Covington Railroad in 1852, and about two miles below the Patton Creek Tunnel of that location. From this intersection, nearly fifteen miles down to Carrollton, the line of '52 was carefully retraced to verify the profiles which had been placed at the disposal of the company by the Presi¬ dent of the old Louisville and Covington Company. The result was so satisfactory as to permit the use of these profiles in estimating for the river route so far as its eastern intersection with the present surveys east of Florence. Thence into Lud¬ low and Covington these surveys, holding more favorable ground, have been used. A cut-off line from La Grange to the Little Kentucky has been examined, crossing Harrod's Creek on the Ballard farm, *On the La Grange routes, the distance from Louisville to La Grange can be reduced at least l1^ miles by straightening the present track ; and within a reasonable limit of cost, provided the right of way is conceded, as it has been done upon the straightened line by Floyd's Fork to Eminence and Smithtiehl. Otherwise, the La Grange distances, as stated in the report, will be correspondingly increased. LOUISVILLE AND CINCINNATI BRANCH RAILROAD. and the Little Kentucky Ridge near Sligo, by which a saving of distance of 1T65 miles can be had, but with increased cost. Down the Little Kentucky the grading is light, but from its numerous and sharp bends the stream must be bridged eight times with spans increasing from 100 to 150 feet, and the embankments will require constant riprap protection. Good stone is convenient. From the Little Kentucky the line turns the spur of the dividing ridge, and crosses the Kentucky River at Prestonville, in line with the main street of Carrollton. The water way originally estimated for this bridge (450 feet) must be increased to 600 feet, and the estimate has been made accordingly. Pile, or the more expensive character of crib foundations, will be required, and in deep water. Good quarries are accessible by land and water. From Carrollton, 17J miles to Warsaw, and passing Ghent midway, the gradients are as favorable as could be desired; and beyond to the mouth of Gunpowder Creek the grading is light, but with high masonry at all bridge crossings. At the mouth of Sugar and Big Bone Creeks the south bank of the Ohio is wearing rapidly, and at the former serious landslides have com¬ menced in the bluff slopes, for which allowance has been made in the estimate. These difficulties have been exaggerated by popular report. The excavation necessary to open the road can be made without excessive first cost, and the river embank¬ ment can be securely riprapped. This section of the finished road will always require close attention, and will be expensive to keep in perfect running order. At the mouth of Gunpowder Creek the line leaves the Ohio River, and with generally favorable graduation ascends its slopes, after passing Riddle's Run, with a gradient of 52j85 per mile, and crossing the Florence Ridge at the head-waters of Dry Run, passes down, with a 60-foot gradient on the slopes of Pleasant Run, to the banks of the Ohio, near Ludlow, touching the west corporation line of Covington 1 mile from the Ohio Suspension Bridge, and directly opposite the depots of the Atlantic and Great Western, Hamilton and Dayton, Indian- LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 23 apolis, and Ohio and Mississippi Railroads. On the last six miles down Pleasant Run occurs the heaviest grading of the line. Cross-tie timber is not abundant east of Carrollton. Carrollton, Warsaw, and Ghent are thriving river towns, and points of shipment for a considerable extent of back country, with which communication is held by the Kentucky River and good macademized turnpikes. The farms along the river divi¬ sion of this route lie in a narrow and very fertile belt,* and from present indications the adjustment of the right of way will cost much more than on the interior routes, upon the larger portion of which relinquishments of right of way have been tendered to the Company without charge. Their products, however, especially in bulk, will naturally continue to use river transportation. The ridge country from Gunpowder eastward is productive and well improved, and will supply a good way business into Cincinnati. The shortest distance from Louisville via La Grange and the Ohio River to Covington is 108T6535 miles. The through dis¬ tance by the surveys of '52 via Patton's Creek, Carrollton, Ohio River, and Gunpowder Creek are given as follows on the profiles of the old Louisville and Covington Railroad: Louisville to mouth of Patton's Creek 29.73 Mouth of Patton's Creek to Carrollton 20.56 Carrollton to Riddle's Run, on Gunpowder, 34.28 Riddle's Run to Main Street, Covington 24.39 108.95 Deduct probable saving by relocating middle fork of Gunpowder Creek 1.35 t Total distance 107.60 The most favorable features of the river route are its easy gradients and generally light work, as indicated in the following tables of comparative distance and cost, and the thickly settled character of the country directly adjacent for way passenger business. Its unfavorable features are the high masonry necessitated by the high water of the Ohio, a more difficult '•'Since the above was written, application has been made to the company by leading parties on the river route for relinquishment forms for the right of way. The cost of this item, as estimated, may, in consequence, be reduced. fit is proper to add that the President, Mr. Henderson, states his impression that the through distance had been or could be reduced to 105 miles. The present examination of the line indicates that this is only possible with a very large increase of cost. 24 louisville and cincinnati branch railroad. adjustment of the right of way than on the interior competing lines, and the close steamboat competition for way freight. Route No. 2, via La Grange, Campbellsburg, and Eagle Creek, Lines A, B, and C.—These lines hold the same ground with Route No. 1 to the mouth of Sulphur Fork of the Little Kentucky. Thence ascending the Sulphur Fork and Sakersy's Branch, line A passes Campbellsburg to the right, and around the head-waters of Doherty Creek, to the ridge dividing the waters of the Little and Big Kentucky. Passing through this ridge, with a short tunnel.of 500 feet, it descends the thickly timbered slopes of Mill Creek, with the maximum gradient, about 4 miles, to the abrupt bend at Batt's old mill, where it again cuts through with a short tunnel, to avoid a detour of 900 feet, with heavy curvature and grading; and, still descending the slopes of Mill Creek without further noticeable features, it reaches the Kentucky bottoms, and, deflecting up toward the mouth of Eagle Creek, crosses the river at the most suitable bridge site in the vicinity, about J of a mile above Worthville. On line A an experimental was run from the dividing ridge by Long Branch, Lost Run, and Bishop's Run, very nearly upon the chord of the arc traced by the valley of Mill Creek; but the saving in distance was not found to justify the largely increased cost of work. A tunnel over 1,500 feet in length would be required at the head of Lost Branch. Line B diverges from line A in the iSulphur Fork 2 miles from the Little Kentucky; thence, continuing up the Sulphur Fork with light work, it crosses the Mill Creek Ridge near Joseph Orem's, and holding that ridge for 44 miles descends to the middle fork of Gullion's Branch through a tunnel 2,800 feet in length. Thence 2J miles to the Kentucky valley it is found essential to use at least 80 feet per mile as the gradient, and this with very heavy work, including 2 embankments of over 90 feet fill, and a deep rock-cut or tunnel through the spur at the mouth of the branch. Two miles below this cut and running out the grade on the Kentucky slopes, it crosses the river at the bridge site of line A. The Gullion line was examined with great care as probably the shortest practicable LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 25 line between the termini. The distance saved over the shortest of all other lines is 1J miles, but the 80-feet grade, and the cost required to hold even that grade, present very grave objections to its consideration. Line C diverges from line B near Dr. ITumston's; thence (and crossing the ridge obliquely around the head-waters of Imlay's Bun) it reaches the head of Cane Run in 2 miles from the point of divergence; thence for 2 miles from the summit cut the grading is not very serious, but in the last 3 miles the valley of the Cane Run becomes very crooked, and a tunnel about 300 feet in length is necessary in rounding its sharpest bend; thence to the bridge site at Lane's Landing the distance is 2J miles, and is accomplished with a gradient of 60 feet per mile from near the summit, which is the maximum used upon all the La Grange lines, the Gullion's Branch excepted. Not¬ withstanding the difficulties of the last three miles, it will be seen by reference to the tables of distance, grade, and cost that the Cane Run lines are among the most important of the survey. Alternative grade lines have been located upon both slopes of Cane Run. The bridge site near Lane's Landing, and just above the mouth of Cane Run, is one of the most favorable on the river. Both banks are above the high water marks of 1832, near the abutment heads. The foundation of at least one pier is likely to be rock, and with very little drift or deposit to be removed. Good quarries of the hard blue lime-stone have been worked not far above, with water transportation to the bridge site. The facilities for work in supplies and steamboat access are unusual. Of the La Grange lines, it will be observed that lines A and B cross at Worthville, and line C at the mouth of Cane Run. The first two, skirting the fertile Eagle bottoms, continue on with easy work and a good direction to an intersection with line C, 5 miles from Lane's Landing. The line continues thence on the north side of Eagle Creek for 14 miles up to the Elliston Gap, and thence into Ten-mile Creek, one of its larger branches from the north-east. The Eagle Valley is very direct; its bottoms average in D 26 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. breadth 1J miles, and the course of the creek through them is somewhat winding. The railroad line, cutting lightly through some of the spurs, holds a generally good course, and with favorable work. Good roads communicate with Owen and the interior counties. There are fine lands in the valley and upon its slopes, but the ridge country, as is generally the case in this section of the State, is more thickly settled and better im¬ proved than the bottoms. The towns and places of local note in and near Eagle Valley are New Liberty, Dallasburg, Sparta, and Napoleon. Of all valleys on the Upper Eagle that of Ten-mile Creek is much the most favorable, in direction and gradients, in ascend¬ ing and crossing the dividing ridge. The creek is bold, crooked, and with steep slopes; and heavy work is necessarily encoun¬ tered to avail of its more important advantages. Several alternative lines have been run upon its slopes, and all pos¬ sible cut-oif lines carefully examined. At the Elliston Gap it has been found advisable to accept a tunnel of about 900 feet, to save a detour of nearly 2 miles, by the mouth of Ten-mile, with heavy graduation, bridging, and possibly one small tunnel on the longer line. Also, in passing up Ten-mile Creek, it is essential to cut through several spurs around which the creek turns abruptly, but there are also several miles of light bottom and slope grading. The slopes of Ten-mile, as well as Eagle, are thickly wooded with fine oak and locust, for cross-ties, contributing much to offset other drawbacks in the work. At the head of the north fork of Ten-mile the line passes Verona; thence, for 6| miles of average ridge work, and cross¬ ing the head-waters of Mud Lick, with a very slight depression in grade, it strikes the head of Bank Lick Creek, 1 mile north¬ east of Walton, a thriving town on the Lexington and Coving¬ ton Turnpike, which here crosses the railroad line, as a most important feeder for way business. As will be seen from the map, a cut-off line has been examined from the head of Myer's Spring Branch to Bank Lick, and with results sufficiently sat¬ isfactory to justify a surveyed line at a convenient time. LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 27 Passing the ridge with a small summit-cut, the line descends Bank Lick with easy gradients, and for 7 miles with very light work; crossing the Independence Turnpike (macadamized) 3 miles down. For 2 miles further the graduation becomes a little heavier. Ten miles from Covington the stream suddenly changes its character, being for the n .it 3 miles very tor¬ tuous, with steep slopes, sharp bends, and rapid fall. At the Fleming Bend, 9 miles from Covington, another tunnel cut-off is found practicable, which reduces the distance If miles, the tunnel at the neck of the Horse-shoe being but 400 feet in length. This work is upon the maximum grade, "which con¬ tinues 2 miles further, with 2 heavy fills and side cutting. Thence into Covington the location presents nothing difficult. The line passes through a very fine valley country, and is care¬ fully placed to avoid undue damage to private property. Below the tunnel another excellent macadamized turnpike crosses the line, with a large and very valuable country travel; and thence the railroad and turnpike run parallel, but generally on oppo¬ site sides of the creek, passing the Latonia Springs 3 miles out from Covington. In approaching Covington 2 lines were run, the first cross¬ ing the Kentucky Central Railroad at grade, and the second gradually ascending the west slope of Bank Lick Creek, near Latonia Springs, to a sufficient elevation at the second mile- post on the turnpike to cross the railroad directly over the tunnel near the Covington corporation line. While the first line, with lighter gradients, can be built for considerably less cost, the second line avoids even the possibility of a collision of trains, and the expense of watchmen night and day. That the damages resulting from one accident are likely to more than cover the additional first cost, by which collisions would be avoided altogether, is a very important consideration. Passing into the city, the South Covington line terminates near the corner of Greenup and Thirteenth Streets, 1 mile from Cincinnati Suspension Bridge, and at a convenient point for connecting with any one of the many depot sites which here¬ after may be found desirable in Covington. 28 louisville and cincinnati branch railroad. For the Newport terminus 2 lines have been run, with suitable bridge-crossings at the Licking River, and both con¬ verging to a point readily accessible for any bridge or ferry connection with the Little Miami Railroad, on the north bank of the Ohio. The 3 terminal points of the several routes— West Covington, South Covington, and Newport—are nearly equidistant from the heart of Cincinnati, as fixed by the Ohio Suspension Bridge. Thus the very remarkable competition of routes is preserved to the terminal points; every reasonble depot facility, with suitable sites and approaches and connec¬ tions with the competing railroads in Cincinnati, can be readily secured in either Covington or Newport. For the West Covington terminus, as noted on Route No. 1, on the west corporation line, nearly opposite the depots of the Atlantic and Great Western, Hamilton and Dayton, Indian¬ apolis, and Ohio and Mississippi Railroads, a connecting line has been run between the Bank Lick and River lines. It diverges from the first line 1 mile north-east of Walton, and holds the crest of the ridge with the Lexington turnpike as far as Florence, and with light grading. It then descends the upper slopes of Dry Run with the maximum grade to Pleasant Run Gap, and thence by the slopes of that run to the Ohio. Upon this section of the line the work is heavy, but it does not compare unfavorably with corresponding work on the Bank Lick line. The country along the entire line is highly im¬ proved. From Louisville to the west corporation line of Covington the shortest distance, by the Cane Run line (60-feet gradients) via Eagle Creek and Florence, is 104 miles. Route No. 3, via Smitiifield, Eagle Creek, and Flor¬ ence and Pleasant Run.—All lines of this route straighten the Louisville and Lexington Railroad track from a point nine miles from Louisville, and via Floyd's Fork of Salt River to the Smitiifield Station. Two of these lines, A and C, hold the leading points of the experimental lines run in 1853 for the Little Miami Railroad, by Mr. T. Daniel, C. E. The papers of those lines, which are LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 29 placed at the disposal of this company, have greatly facilitated the present survey. Line A leaves the Lexington track nearly opposite the house of Benson Ormsby, and running along the upper slopes of Goose Creek, about 2,100 feet north of Hobbs's Station, crosses the track a second time 1,100 feet north of O'Bannon's Station, saving in 2| miles over 3,000 feet in distance, and with light grading. Thence, descending to Floyd's Fork near Floydsburg, it passes directly up to Smithfield and Eminence. The distance from Louisville by Floyd's Fork to Smithfield, by the straight¬ ened line, is 29T35 miles—the grading alternately in ridge and bottom work, with five bridge crossings on Floyd's Fork. It is possible to shorten this line still further, east of Floydsburg, by a ridge location, but probably at increased cost. At Smithfield the line finally leaves the Lexington track, and crossing the head of the Little Kentucky, passes over the high rolling country of Henry County to the head-waters of Mill Creek, and thence down that creek to an intersection with line A, Route No. 2, on Ramsdale's farm. From that point to the eastern termini the description heretofore given will apply. The distance upon this line from Louisville to the Ohio land¬ ing in Newport, opposite the Little Miami depot, as reported in the survey of '53 (lOSp^g), it has been found practicable to reduce to 107Ty UP to the ridge near Mt. Pleasant Church, it will encounter work of the same character with the heavier grading on the Cane Run lines. The summit cut would be heavy, but would not be regarded as especially formidable if the line were perfectly acceptable in other respects. From this cut to a turn in the ridge, 3 miles from Owenton, the grading is light. Thence for 2 miles the ridge crest, deeply indented by hollows from Mill Creek, Severn, and Twin Creeks, becomes very winding, and requires either heavy curva¬ ture or a succession of thorough cuts and considerable fills. From near Owenton northward, the character of the country is much more favorable for railroad location, and an easy ridge line can be held for 3J miles, to the head-waters of Brush Creek, following closely the Owenton and Warsaw turnpike. The summit cutting will here be much less than at Mt. Pleasant, and the line descends by Smith's Run with the maximum grades to the slopes of Brush Creek, and thence with generally light work to an intersection with the Garnett line of '52, at the mouth of Long Branch; and from this point to the junction in Ten-mile Creek, with the present surveys, the profiles of that line are used in estimating. In Brush Creek one short tunnel will be necessary in turning Beattie's Bend, and 2 miles below a deep rock-cut through a second bend. As this creek is subject to heavy and very sudden rises, large spans and heavy masonry will be required for its 3 bridges. At the mouth of Brush Creek it becomes necessary to run *As given by a line of levels run by Col. J. Mason Brown. E 34 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. down Eagle Creek, a little out of direction, to secure a suitable turn into the valley of Ten-mile Creek. Two miles up that creek, with two bridges and rather heavy cutting, the junction is made. From Pleasureville to Ten-mile Creek, the materials for work—building stone, lime, and cement-rock, and timber—are abundant, with convenient access. The slopes of Six-mile, Clay Lick, and Brush Creeks are unusually well timbered with the best cross-tie oak, and quarries are at hand when required. The country upon either side is productive, and in Owen County quite highly improved. It also possesses mineral interest, from the lead mine explorations now in progress. A concise state¬ ment of "the probable way business, based on present products, prepared by leading parties interested in the route, is commu¬ nicated with the papers of this report, together with a similar paper from the La Grange and Eagle routes. The distance, reported by Messrs. Hunt and Bartley, from Pleasureville to the junction at Long Branch, with the surveyed line of '52, is 36T65 miles, and the entire distance from Louis¬ ville to Covington is 111 r406^, and to the Newport terminus, 112j6095. This distance, Capt. Hunt thinks, can be much reduced by a close location of the ridge lines. The estimated cost upon this line, as stated hereafter, is based upon comparisons with other lines of the survey which have been carefully run out; and is to that extent approximate. The essential characteristics of the several lines thus de¬ scribed in detail are given in the annexed tabulated statement of distance, curvature, and grade. Note.—Since the annexed tables were printed, the Smithfield cut-oflf survey has been closed, resulting in a reduction of distance of 2,690 feet, with an increased cost of $27,500, and an increased ascent and descent of 78 feet. No. 1. TABULATED STATEMENT OF DISTANCE\ CURVATURE\ AND GRADES FROM LOUISVILLE {Beargrass TO WEST CORPORATION LINE, COVINGTON (one Mile from Ohio Suspension. Bridge). Depot) Route. Line. Locality. Length of Line in Miles Alignment. Grades. Straight Line in Miles Curved Line in Miles Curvature in Degrees ... , Maximum Curvature... Miles of Level Road ( Miles of In¬ clined Road Maximum Grade in F't' Total Ascent East Total Descent East No. 1.. A Via La Grange, Barbour's, Carrollton and Florence 110.23 *7,325 6° 32.56 77.67 60 1,282 1,140 No. 1.. B Via La Grange, Sligo, Carrollton and Flor¬ ence 108.63 7,205 6° 30.17 78.46 60 1,292 1,150 No. 2.. A Via La Grange, Mill Creek, Eagle Creek and Florence 106.16 65.08 41.08 7,543 6° 18.92 87.24 60 1,625 1,483 No. 2.. B Via La Grange, Gullion's Branch, Eagle Creek and Florence 104.29 63.86 40.43 7,152 6° 13.59 90.70 80 1,870 1,728 No. 2.. C Via La Grange, Cane Run, Eagle Creek and Florence 105.94 66.73 39.21 7,847 6° 11.72 94.22 GO 1,666 1,524 No. 3.. A Via Smithfield, Mill Creek, Eagle Creek and Florence 107.07 69.84 33.36 6,208 6° 13.99 91.16 80 1,714 1,572 No. 3.. B Via Smithfield, Gullion's Branch, Eagle Creek and Florence 103.20 70.68 36.39 6,690 6° 15.91 89.21 60 1,732 1,590 No. 3.. C Via Smithfield, Palmyra Church, Cane Run, Eagle Creek and Florence 104.79 70.23 34.56 6,032 6° 10 25 94.54 60 1,698 1,556 No. 4.. A Via Eminence, DreDnon, Cane Run, Eagle Creek and Florence 105.06 64.24 40.82 6,777 6° 9.19 95.87 60 1,723 1,581 No. 5.. A Via Pleasureville, Brush Creek, Ten-mile Creek and Florence 111.92 6° 66 t-< o a M DO < Hi f fel tzj O o 3 o M ► H t—i W > o a a > I—I f a o > a CO *From the report of Mr. T. Daniel, and approximately verified by examination of ground. No. 2. TABULATED STATEMENT OF DISTANCE, CURVATURE, AND GRADES FROM LOUISVILLE (Beargrati TO THIRTEENTH STREET, COVINGTON., (one Mile from Ohio Suspension Bridge.) Depot) Route. No. 2.. No. 2.. No. 2.. No. 3.. No. 3.. No. 3., No. 4., No. 5.. Line. A B 0 A B C A A Locality. Via La Grange, Mill Creek, Eagle Creek and Bank Lick Via La Grange, Gnllion's Branch, Eagle Creek and Bank Lick Via La Grange, Cane Run, Eagle Creek and Bank Lick Via Smithfield, Mill Creek, Eagle Creek and Bank Lick Via Smithfield, Gullion's Branch, Eagle Creek and Bank Lick Via Smithfield, Palmyra Church, Cane Run, Eagle Creek and Bank Lick Via Eminence, Drennon Creek, Cane Run, Eagle Creek and Bank Lick Via Pleasureville, Brush Creek, Ten-mile Creek and Bank Lick tr es — 5 105.40 103.53 105.18 106.31 102.44 104.03 104.30 111.39 Alignment. p & gf G3.69 61.65 64.42 69.25 68.41 68.80 62.81 5^2 o — D crc p F % c CO 3 • o : s : B 41.71 8,110 41.88 7,718 40.76 8,414 37.06 7,257 34.03 6,774 35.23 6,600 41.49 7,340 Grade. g a C & B * ~ — 5 s 3 5 5 x a ■* e.3 3 B c 3 fo : t-l : T : < ~ c a"1 " -H 5f p t a 5' 5 6° 17.20 88.20 60 G° 13.57 89.96 80 6° 11.09 44.09 00 6° 14.85 91.46 60 6° 12.93 89.51 80 6° 9.17 94.86 60 6° 7.21 97.09 60 6° 66 > 1,608 1,673 1,819 1,715 1,687 1,681 1,768 r e : ft : 3 1,488 1,553 1,699 1,595 1,577 1,561 1,648 CO f o a f f W > F o i—i a > H W F > w F > hh f f o > F I ]%o. 3. TABULATED STATEMENT OF DISTANCE, CURVATURE, AND GRADES TO LANDING OPPOSITE LITTLE MIAMI DEPOT, NEWPORT (one FROM LOUISVILLE (Beargrass Depot) Mile from Ohio Suspension Bridge.) t-i o a i—i co i.. 2.. 3.. 334,980 35,235 54,629 107,735 340,215 452,167 660,340 "*42,00(3 240,180 32,000 30,340 46,070 32,000 72,340 286,250 1,337,000 1,560,206 112,748 358,000 511,000 4,045,266 474,390 3,580,876 w pi 229,108 338,915 128,302 162,224 40,128 51,466 15,482 207,724 603,003 290,526 91,594 167,599 1,242,722 282,180 78,410 360,590 223,206 South Cov. 103.53 m. W 1. 2.. 3.. 334,980 295,093 327,056 255,204 162,224 128,119 51,466 35,235 98,506 105,758 340,215 776,922 646,504 *" 54,180 182,496 32,000 19,116 44,490 32,000 73,296 226,986 "*68,797 185,242 1,286,280 1,540,319 131,694 358,000 511,000 4,306,936 484,390 3,822,546 a tr* f o 00 M 657,129 417,428 179,585 209,499 1,463,641 236,676 65,606 302,282 254,039 §3 B Ii 1.. 2.. 3.. 334,980 295,093 338,915 35,235 98,506 107,735 340,215 776,922 660,340 32,000 19,116 46,070 32,000 1,307,080 1,583,601 137,177 358,000 511,000 4,428,801 484,390 3,944,411 PS > O W 3255,204 162,224 128,119 51,466 54,180 240,180 73,296 286,250 68,797 207,724 668,988 417,428 179,585 211,476 1,477,477 294,360 67,186 361,546 276 521 ga 2? C 83 1.. 2. 3.. 334,980 310,010 511,131 35,235 69,211 153,241 340,215 521,331 826,911 32,000 31,044 168,663 32,000 68,856 331,419 1,324,840 1,554,797 133,480 358,000 511,000 4,337,009 459,072 3,887,937 d > PS cj izS 129,206 126,827 11,904 35,712 37,812 162,756 64,782 165,175 856,121 256,033 47,616 227,687 1,387,457 200,568 201,707 402,275 229,957 > . £a -sS c §1 oc^ 1.. 2.. 3.. 334,980 310,010 345,953 35,235 69,211 108,333 340,215 521,331 680,064 32,000 31,044 42,436 32,000 68,856 243,952 1,312,680 1,591,032 115,156 358,000 511,000 4,120,606 494,390 3,626,216 129,206 164,322 11,904 51,456 37,812 201,516 64,782 213,570 690,943 293,528 63,360 182,779 1,220,610 239,328 75,480 314,808 278,352 Newport. 10(5.48 m. o 1.. 2.. 3.. 334,980 310,010 359,812 129,206 164,322 11,904 51,456 35,235 69,211 110,310 340,215 520,331 695,900 "*37,812 259,200 32,000 31,044 44,016 32,000 68,856 303,216 64,782 236,052 1,333,480 1,634,314 120,789 358,000 511,000 4,244,621 494,390 3,750,231 704,802 293,528 63,360 184,756 1,236,446 297,012 77,060 374,072 300,834 ESTIMATED COST of LINES A, B and C, ROUTE No. 3, SMITHFIELD via EAGLE CREEK to COVINGTON and NEWPORT. West Cov. 107.07 m. > 1.. 2.. 3.. 3151,320 281.829 490,048 $114,139 85,486 124,743 20,160 35,712 $46,224 66,517 130,773 $311,683 453,992 781,276 $87,888 24,000 145,740 $15,850 55,678 170,717 $103,738 79,678 316,457 $18,426 1,800 136,847 $1,343,980 $1,517,253 $102,350 $302,000 $511,000 $4,479,427 $899,728 $3,579,699 H-t s* Q £ 923,197 324,368 55,872 243,514 1,546,951 257,628 242,245 499,873 173,273 South Coy. 105.31 m. > 1.. 2.. 3.. 3151,320 281,829 327,056 $114,139 85,486 162,224 20,160 51,466 $46,224 66,517 105,758 $311,683 453,992 646,504 $87,888 24,000 182,496 $15,850 55,678 44,490 $103,738 79,678 226,986 $18,426 1,800 185,242 1,331,820 1,537.288 91,129 301,000 511,000 4,262,99* 760,205 361,849 71,626 218,499 ^J,412A79 294^84 116,018 ^10,402 -205,468 090 TOO -3.333 270. m- Z 3 ©r-l «■*>. A oo 1.. 2.. 3.. 3151.320 281,829 338,915 $114,139 85,486 162,224 20,160 51,466 $46,224 66,517 107,735 $311,683 453,992 660,340 $87,888 24,000 240,180 $15,850 55,678 46,070 $103,738 79,678 286,250 $18,426 1,800 207,724 1,352,620 1,580,570 94,784 304,000 511,000 4,386,035 929,728 3,456,307 772,064 361,849 71,626 220,476 1,426,015 352,068 117,598 469,666 227,950 ©'a* 2® B 1.. 2.. 3.. 151,320 366,290 490,048 $114,139 246,289 124,743 *128,119 35,712 $46,224 135,097 130,773 $30,683 875,795 781,276 $87,888 122,724 145,740 $15,850 31,276 170,717 $103,738 154,000 316,457 $18,426 77,345 136,847 1,282,060 1,514,678 127,147 302,000 511,000 4,997,774 909,776 4,087,998 o d d e-t i-I o GO W PS > 1,007,658 485,171 163,831 312,094 1,968,754 356,352 2*17,843 574,195 232,618 ; South Cov. 102.44 w. PS 1.. 2.. 3.. 3151,320 366,290 327,056 $114,139 246,289 162,224 128,119 51,466 179,585 $46,224 135,097 105,758 $311,683 875,795 646,504 $87,888 122,724 182,496 $15,850 31,276 44,490 $103,738 154,000 226,986 $18,426 77,345 185,242 1,269,900 1,550,913 115,935 301,000 511,000 4,797,554 939,800 3,857,754 844,666 522,652 287,079 1,833,982 393,108 91,616 484,724 281,013 Newport. 103.74 m. W 1.. 2.. 3.. 151,320 366,290 338,915 114,139 246,289 162,224 128,119 51,466 46,224 135,097 107,735 311,683 875,795 660,340 87,888 122,724 240,180 15,850 31,276 46,070 103,738 154,000 286,250 18,426 77,345 207,724 1,290,700 1,594,195 119,590 304,000 511,000 4,920,591 939,800 3,980,791 H 856,525 522,652 179,585 289,056 1,847,818 450,792 93,196 543,988 303,495 is ©s S5 c 1.. 2.. 3.. 151,320 325,785 511,131 114,139 117.961 126,827 11,904 35,712 46,224 109,238 153,241 311,683 564,888 826,911 87,888 29,736 162,756 15,850 53,431 168,668 103,738 83,167 331,419 18,426 69,660 165,175 1,307,500 1,560,761 111,090 302,000 511,000 4,706,657 919,776 3,786,881 o ► a PS Cl 988,236 358,927 47,616 308,703 1,703,482 280,380 237,944 518,324 253,261 South Cov. 104.03 m. 1.. 2.. 3.. 151,320 325,785 345,953 114,139 117,961 164,322 11,904 51,456 46,224 109,238 108,333 311,683 564,888 670,064 87,888 29,736 201,516 15,850 53,431 42,436 103,738 83,167 243,952 18,426 69,660 213,570 1,295,340 1,596,996 98,874 301,000 511,000 4,485,362 949,776 3,535,586 823,058 396,422 63,360 263,795 1,546,635 319,140 111,717 430,857 301,650 Newport. 105.33 m. o 1.. 2.. 3.. 151,320 325,785 359,812 114,139 117,961 164,322 11,904 51,456 46,224 109,238 110,310 311,683 564,888 685,900 87,888 29,73(5 259,200 15,850 53,431 44,016 103,738 83,167 303,216 18,426 69,660 236,052 1,316,140 1,640,278 102,629 304,000 511,000 4,610,499 949,776 3,660,723 836,917 396,422 63,360 265,772 1,562,471 376,824 113,297 490,121 324,138 ESTIMATED COST, ROUTE No. 4, EMINENCE via EAGLE CREEK to COVINGTON and NEWPORT. W est Cov. 105.06 m. > 1„ 2.. 3.. $198,296 200,125 511,131 $108,880 145,691 126,827 141,521 35,712 $63,818 68,470 153,241 $370,994 555,807 826,911 $76,176 63,672 162,756 $25,186 34,168 168,663 $101,352 97,840 331,419 $15,636 61,333 165,175 $1,284,980 $1,527,124 $114,216 $302,000 $511,000 $4,738,673 $992,492 $3,746,181 909,552 381,398 177,233 28*^9 / 1,753,712 302,604 228,017 530,021 242,144 > • II 3C'-' 1.. 2.. 3.. 198,296 200,125 345,953 108,880 145,690 164,322 141,521 51,456 63,818 68,470 108,333 370,994 355,807 670,064 76,176 63,672 201,516 25,186 34,168 42,436 101,362 97,840 243,952 15,636 61,333 213,570 1,272,820 1,563,359 102,000 301,000 511,000 4,517,378 1,035,208 3,482,170 744,374 418,893 192,977 240,621 1,596,865 341,364 101,790 443,154 290,539 Newport. 105.60 m. > 1.. 2.. 3.. 198,296 200,125 359,812 108,880 145,691 164,322 141,521 51,456 63,818 68,470 110,310 370,994 555,807 685,900 76,176 63,672 259,200 25,180 34,168 44,016 101,362 97,840 303,216 15,636 61,333 236,052 1,293,620 1,606,641 105,756 304,000 511,000 4,642,516 1,035,640 3,606,876 758,233 418,893 192,977 242,598 1,612,701 399,048 103,370 502,418 313,021 ESTIMATED COST\ ROUTE No. 5, PLEASUREVILLE via SIX-MILE CREEK to COVINGTON and NEWPORT. West Cov. 111.92 m. 1 396,994 1,334,826 96,626 385,366 20,596 217,482 133,400 1,260,320 1,631,793 111,390 302,000 511,000 4,769,995 1,000,352 3,769,643 2.. 3.. X ) 1,731,820 481,992 238,078 1,393,720 > . «2i-l t 396,994 1,207,979 96,626 297,899 20,596 265,123 133,400 1,251,360 1,670,479 99,175 301,000 511,000 4,581,150 1,043,068 3,538,082 2.. 3.. \ J 1,604,973 394,525 285,719 1,384,760 Newport. 112.56 m. 396,994 1,191,815 96,626 357,163 20,596 288,000 133,400 1,270,560 1,712,556 102,929 304,000 511,000 4,673,083 1,043,500 3,629,583 2.. 3.. 1 } 1,588,809 453,789 308,596 1,403,960 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 39 It is evident, from an examination of the above tabulated statements, that the final selection of the preferred line will depend upon three controlling considerations not strictly engineering in their character. 1. The most advantageous railroad connection north of the Ohio River, both for future business and for co-operation in building the road—whether opposite Newport, with the Little Miami Railroad and its Pennsylvania and Eastern connections, or opposite West Covington, with the Atlantic and Great Western Railroad and its New York con¬ nections. 2. The interests of the Louisville and Lexington Railroad, in fixing that point of divergence which will reduce to a minimum its own work¬ ing expenses, both east of the junction and on the more direct or straightened line to Louisville. And illustrating this point: From Pleasureville, the most eastern junction considered, the straightened road would save eight and a half miles in the running of every engine and train from Lexington to Louisville, which, with the increased value of Cincinnati business to stations beyond, the Superintendent estimates now to be eqnal to the interest (six per cent.) on $540,000. This ele¬ ment enters with almost equal force into the discussion of the Smithfield and Eminence routes, and would be credited (with other considerations) against the greater first cost of those lines. 3. In connection with the above, the most desirable way business and other local considerations. Until the first, and possibly most important, of these considerations can be determined, it is manifestly against the interest of the Company to indicate prematurely, through its engineer, the special consideration of any one route or line. Data fully sufficient are communicated in this report to determine the more important questions for present action; viz.: the limits of distance and cost, grade and curvature, within which the Cincinnati Branch can certainly be built, to either one of the de¬ sired termini. And within these limits the difference is not such as to preclude the adoption of at least one good line to each terminus. A final comparison of the relative engineering and commercial ad¬ vantages of the several lines is, therefore, reserved from print until, in your judgment, the interests of the enterprise permit. TIME OF COMPLETION AND PLAN OF WORK. Upon every route surveyed there are a few sections which will re¬ quire for construction nearly double the time of the average work of the line, and therefore limit the date of completion of the entire road. 40 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. With steady progress, under good contractors, and the usual amount of force, the heaviest work upon the lines herein reported can be finished within two years from the time of breaking ground. Should urgent need arise for the earlier use of a through track, the topography of the country will pemit of an easy application of the usual expedients for a temporary passage of the ridges by heavy gradients; and a ferry can be used at the Kentucky River. If the time be fixed at two years, an expenditure of $500,000 during the first nine months would advance the heavier graduation and masonry sufficiently to secure its completion at the same time with the lighter work, if then commenced and vigorously pressed. The track can be rapidly laid, by four parties if deemed essential, the Kentucky River affording facilities for delivering iron at intermediate points. As to the letting of this, work, there are at present certain indications of a spirited competition by the best contractors. Labor is abundant at falling rates, and the country is full of supplies. The time is favor¬ able for contract work. ESTIMATE OF TRAFFIC. The estimates for the future earnings of the new road have been made (by request) by the Superintendent of the Louisville and Lex¬ ington Railroad, as coming with special fitness and force from an officer long familiar with the country, and under whose working management for twelve years the Lexington Railroad has uniformly prospered. These estimates (as set forth in the accompanying statement) are un¬ doubtedly correct; and I do not hesitate to record the opinion, based on personal observation in similar cases, that within two years after the opening of the road Mr. Gill's estimates will be exceeded by the actual receipts. It may he proper, in connection with this estimate, to invite attention to a few general considerations. The transportation of passengers and freight is fast becoming the leading interest of the land; and the great¬ est local prosperity is found distributed upon the great routes of rail¬ road travel. Three of these, converging to New York and Philadelphia from the far West, from New Orleans and the South-west, and from the sea-board South, will probably control the mass and tide of travel for many years to come; and the Louisville and Cincinnati Railroad is the short unclosed link of at least the second of these great routes. With¬ out dwelling upon the many secondary routes from Memphis and the South-west, from Nashville and the South, which converge to the pro- LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 41 jected railroad as a single stem, it must be apparent, apart from estimates and calculations, that its through business must be very large. It is also more than probable that the local trade between Louisville and Cincinnati is already in itself sufficient to justify a direct railroad connection. The reciprocal business relations of neighboring cities is even at this day imperfectly understood. A singular dual law of mutual benefit, seemingly paradoxical, governs them. The larger city does not absorb and deplete, and it very rarely injures, the smaller city. Such cities, two and two, certainly do thrive upon an emulous competition for outside business, as well as upon a better understanding of their own mutual wants and improved facilities for meeting them. New York and Boston, Philadelphia and New York, Baltimore and Philadelphia, Pitts¬ burg and Cincinnati, Cincinnati and St. Louis, and many other cities attest this fact by the increasing number of new routes by rail and water constantly undertaken to meet their increasing business. Is it not the part of wisdom to accept this fact, and to endeavor for local benefits to secure the control of that connection which, holding the shortest prac¬ ticable route, promises the largest results? The way business of the Louisville and Cincinnati Railroad will probably exceed that of any railroad in Kentucky. The lines surveyed embrace a beautiful and productive country, requiring only railroad access to place it upon a par with the most favored sections of the State. Its broken surface and attractive valleys constantly suggest picturesque sites for villas and country residences, with suitable localities for vine¬ yards, fruit plantations, and market farms, upon any part of the line within two hours' access of either city. It is impossible to ride over this country without being impressed with the early prospect of the same character of valuable improvements which line the railroads be¬ tween the larger cities eastward. At the Covington end of the surveys villa improvements are already met fifteen miles out, and they are ex¬ tending. Wherever information could be obtained, the turnpike receipts were found to be very large, and to indicate a steadily increasing busi¬ ness, particularly in the market trade, and already of sufficient impor¬ tance to require special provision in the running arrangements of the completed road. These remarks are thrown out suggestively, and in connection with the generally received impression that "the projected Louisville and Cincinnati Railroad is the most valuable unoccupied route in the United States." In submitting the papers of this report, the results of their labors, F 42 LOUISVILLE AND CINCINNATI BRANCH KAILROAD. I take pleasure in bringing to special notice the valuable services of the gentlemen of the corps. Their rapid and thorough work enables me to close within the allotted time a survey unusually exteuded, and of which the more important grade lines have been carefully located. A list of the two field parties, under Messrs. Peyton Randolph and John MacLeod, is appended in Statement "A.'' I also desire to acknowledge the courtesies and facilities for work constantly extended to the corps by the officers and agents of the Lex¬ ington Railroad. Respectfully, I. M. ST. JOHN, Chief Engineer. AY. LIST OF ENGINEER CORPS ON THE LOUISVILLE AND CINCINNATI BRANCH RAILROAD SURVEY. PARTY No. 1. PEYTON RANDOLPH Principal Assistant. L. A. DADE Surveyor. THOMAS LAWSON Leveler. F. WARREN Transit Assistant. T. K. BARBEE Level Assistant. J. H. LUCKETT Rodman and Chainman. C. J. BOYLE " " L. L. DUNCAN « " Four colored—axmen, etc. PARTY No. 2. JOHN MacLEOD Principal Assistant. MARSHALL MORRIS Surveyor. C. B. BRECKINRIDGE Leveler. T. II. McMICHAEL Transit Assistant. H. II. LUCKETT Level Assistant. C. A. WALTER Rodman and Chainman. C. E. PHYTHIAN " " J. N. STOUGHTON Four colored—axmen, etc. OFFICE ASSISTANTS. EDWIN THACHER Draftsman. W. J. BARTLEY Calculator and General Assistant. I. M. ST. JOHN, Chief Engineer. CHAPTER 308. An Act to amend the Charter of the Louisville and Frankfort and Lex¬ ington and Frankfort Railroad Companies, and to repeal all Ac/s, and Ads amendatory thereof, authorizing the construction of a Rail¬ road from any point on the line of either of said Roads to the cities of Covington or Newport. Section 1. Be it enacted bj the General Assembly of the Commonwealth of Kentucky, that the Charter of the Louisville & Frankfort and Lexington & Frankfort Railroad Companies, in addition to the powers heretofore conferred upon them by their respective charters and the various amendments thereto, shall be and they are hereby so amended as to authorize said companies to build, equip, and operate a branch railroad and telegraph line from any point on the line of their roads above La Grange to the Ohio River, or to a point near thereto, at or near the cities of Covington or Newport, and also a telegraph line along their present roads; provided, that in the construc¬ tion and operation of any road so built, said railroads shall have all the rights, powers, and privileges conferred by the Charter of the Louisville & Frankfort Railroad, and the various amend¬ ments thereto. Sec. 2. It shall be lawful for said companies, and they are hereby vested with full power and authority, to issue and sell the joint bonds of the said companies, in such form and in such amounts, and payable at such time and places, bearing interest not to exceed seven per cent., payable half yearly, as they shall deem proper, and to an amount not exceeding three millions of dollars, and secure the same by a deed of trust on said railroads and branch road, and all their property and effects, conditioned for the prompt and punctual payment of the interest on said bonds as it shall fall due, and the principal when it shall become due; and with authority for the trustee or trustees to sell said railroads and all their property to raise the money to pay such 44 louisville and cincinnati branch railroad. interest and principal, if not punctually paid, on such notice as may be stipulated and fixed in said deed of trust, without suit and decree of foreclosure. Provided, however, that should said roads be sold under said deed of trust, the purchaser shall be entitled to all the rights and privileges of the charters and the various amendments thereto, and subject to all the objections, limitations, and restrictions of the same. Sec. 3. Be it further enacted, that the said railroad com¬ panies may sell the bonds hereby authorized on such terms of discount as they may deem to be to the interest of the said companies. Provided, also, that they may receive in payment therefor any property and materials or labor used or to be used in the construction of said road. Sec. 4. Be it further enacted, that the Lexington & Prank- fort Railroad Company may increase its capital stock three hundred thousand dollars, and that the Louisville & Frankfort Railroad Company may increase its capital stock seven hundred thousand dollars; and the said railroads may, at any time and place, without the formality of opening books for public sub¬ scriptions, or appointing commissioners for that purpose, receive subscriptions for stock in their respective companies by indi¬ viduals, cities, counties, or other corporations, whether payable in money or other things, upon such terms and time and kind of payment as may be agreed upon and set forth in the sub¬ scription; and when the stock so subscribed is paid for, certifi¬ cates therefor shall be issued to those entitled thereto. Said companies may also contract to pay in the capital stock of either of said companies for any thing necessary to carry on the work of construction, or to pay any debt of the companies, or may sell, convey, and deliver any property received for stock, or mortgage or pledge the same. Sec. 5. Be it further enacted, that said companies may pro¬ cure the right of way for the railroad authorized to be built hereinbefore, to an extent of not more than one hundred feet in width, in the manner prescribed in the Charter and the amendments thereto of the Louisville & Frankfort Railroad Company, and may build bridges over the Kentucky and Lick- louisville and cincinnati branch railroad. 45 ing Rivers; provided said bridges are built so high as not to obstruct, materially and continuously, the navigation of said rivers. Sec. 6. Be it further enacted, that the said companies may call on the cities of Louisville, Covington, and Newport, or any one or more of the counties through which the said branch road may be located, or on any county adjacent thereto, to purchase of the bonds herein authorized to be issued, to an amount not exceeding two hundred and fifty thousand dollars each, from the cities of Louisville, Covington, and Newport, and not exceeding one hundred and fifty thousand dollars from any one of the said counties; and upon such call or application it shall be the duty of the Mayor of the respective cities, and of the County Judge of such counties, respectively, so called on, to give public notice designating a day and causing polls to be opened at all the election precincts in their respective cities or counties, and cause a vote to be taken by the qualified voters for and against such call or application, of which notice shall be given within ten days after said application is made; and the time and places for such voting shall be published in the .manner now required by law in the election of members for the State Legislature, for at least three weeks preceding the day of such voting; and if at such election or voting a majority of the votes cast shall be in favor of such purchase, then it shall be the duty of the Mayors and County Judges of the respective cities and counties to make such purchase for their respective city or county in the amount specified in the call; and at any such voting or election it shall be the duty of the officers, now re¬ quired by law to appoint judges and clerks and other officers, to superintend and conduct said votings or elections in the counties, with such powers and under such regulations as are prescribed and given to them at state or county elections for members of the Legislature, and in the cities with powers and under such regulations as are prescribed and given at city elec¬ tions, and to make their returns of such votings or elections as in other county, city, or state elections; the County Judges and the Mayors of cities shall examine and compare the polls of the 46 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. vote so taken in their respective counties and cities, and declare and certify the result thereof, which, if in favor of such pur¬ chase, shall be recorded in the county or city, clerk's offices of the respective counties and cities. Sec. 7. Be it further enacted, that if said votes shall be in favor of such purchase, the Mayor and Council of said cities, and the County Court of said counties, shall within the current year levy upon all the property of said cities and counties sub¬ ject to state revenue tax, an ad valorem tax at least equal to one fourth of the amount of bonds so authorized to be pur¬ chased, and cause the same to be collected and paid over to the said railroad companies, and may, for the residue of the pur¬ chase price of said bonds authorize the railroad companies to sell so many of said bonds as will raise the remaining three fourths of the sum agreed to be paid therefor; provided, that said bonds shall be taken by the authorities of said cities and counties at their par value. The Mayor and Council of said cities, and the County Court of said counties, shall appoint collectors of said tax, and shall take bonds with good security for the faithful performance of their duties, and said collectors shall have all the authority and power, and be subject to all the liabilities granted and imposed by law upon Sheriffs in the col¬ lection of the state revenue tax. If the Mayor and Council of said cities or County Court of said counties shall elect to hold said bonds, they shall proceed to levy, collect, and pay over to said railroad companies, in the manner aforesaid, in one, two, and three years, the residue of the amount agreed to be paid for said bonds; provided, that the provisions of sections six and seven shall not apply to the counties of Gallatin, Boone, Grant, Owen, Trimble, and Carroll. Sec. 8. Be it further enacted, that said railroad companies may at any time straighten any part of their road between the city of Louisville and the point where said branch road shall leave the Louisville & Frankfort Railroad, and use the materials on such abandoned portions of their present road in making such change, and may purchase grounds for, and erect station, machine-shops, and other buildings, in the city of Louisville, LOUISVILLE AND CINCINNATI BRANCH RAILROAD. 47 and may procure the right of way and extend their road through the city of Louisville, the Mayor and Council consent¬ ing thereto, or around the city of Louisville, to make connection with the Louisville and Nashville Railroad, and may use for the purposes above specified the funds herein authorized to be raised. Sec. 9. This Act shall not go into effect until it shall have been submitted to the stockholders of each of said companies at a meeting called for the purpose, at least fifteen days' notice having been first given to the stockholders of the Lexington & Frankfort Railroad Company in a newspaper published in the city of Lexington, and to the stockholders of the Louisville & Frankfort Railroad Company in a newspaper published in the city of Louisville. The judges to take such vote shall be ap¬ pointed in the way now provided in the respective Charters of said companies for the appointment of judges to hold elections for directors for said companies, and said judges shall have power to adjourn from day to day and from time to time, but when an adjournment is for more than one day, previous notice of ten days shall be given in the newspapers aforesaid of such adjourned meeting; and if at such meeting and adjourned meet¬ ing a majority of the stock of each of said companies shall vote in favor of this amendment, then it shall be in full force and effect as a part of their respective charters. Sec. 10. Be it further enacted, that the directors on the part of the state in the Lexington & Frankfort Railroad Com¬ pany may cast the vote of the state stock at the meeting of the stockholders of the Lexington & Frankfort Railroad Company, and they are hereby directed to cast the state vote in favor of this amendment. Sec. 11. That as between themselves, the Louisville & Frankfort and Lexington & Frankfort Railroad Companies shall be held and deemed to be the joint owners of the road hereby authorized to be built, in the proportions now fixed by the agreement under which the joint roads of said companies are now operating, and each of said companies shall be required to contribute its proper proportion to the expense of construction, and shall be entitled to receive the same proportion of the 48 louisville and cincinnati branch railroad. profits of said road when completed; and the management and control of said road while under construction, and after its completion, shall be vested in the Executive Committee of said roads, as now constituted under the operating agreement of said companies. Sec. 12. That should the branch road herein authorized to be built not be commenced within one year, and not be com¬ pleted within a period of five years from the passage of this Act, then this Act and the authority to build said branch road shall be of no effect. Sec. 13. That an Act incorporating the Louisville & New¬ port Branch Railroad Company, approved March 1, 1854, and all the Acts amendatory thereof, be and the same are hereby repealed. AMENDED ARTICLES OF AGREEMENT For joint operation of the. Louisville and Frankfort and Lexington and Frankfort Railroad Companies, adopted at the Annual Meeting of the Stockholders, July 30, 1859. With a view to the more efficient operation of their roads, the Louisville & Frankfort and Lexington & Frankfort Rail¬ road Companies have agreed as follows, to-wit: Article 1. The whole line of road, from Lexington to Louisville, shall be run as one road, under the control of an Executive Committee of six members, four of whom shall be appointed by the Directors of the Louisville & Frankfort, and two by the Lexington & Frankfort Railroad Companies. Art. 2. The members of the Executive Committee shall be appointed by the Directors of their respective roads, in the month following the annual meetings of the stockholders of the two companies. They shall hold their offices for one year, and until their successors are appointed, unless sooner removed by the Board from whom they received their appointment. Any vacancy, temporary or permanent, in the Executive Committee, may be filled by the Directors of that company in whose repre¬ sentation such vacancy may occur. Art. 3. The Executive Committee shall keep a fair record of their proceedings; they shall annually (and at the first meet¬ ing succeeding their appointment) recommend to the two Boards of Directors a gentleman as President of the two companies. If the Boards are unable to agree upon a joint President, the Executive Committee shall select their own chairman, who shall be vested with such power as may be necessary for the proper working of the road, and his compensation shall be fixed by the Executive Committee. If the two Boards shall agree upon a common President, he shall attend on and preside over the meetings of the Committee, but shall have no vote unless he g 50 louisville and cincinnati branch railroad. shall have been selected from the Executive Committee. The Committee shall determine his salary. Art. 4. The Executive Committee shall meet for the trans¬ action of business at least once in each month, at such time and place as they may appoint. Special meetings may be held on the written request of any two members. Each member shall have his expenses paid when absent on business of the com¬ panies. Art. 5. The concurrence of a majority of the Executive Committee shall be necessary to any valid action, and in all propositions in relation to the number of through trains per day, or in relation to the hours of their arrival or departure at or from Lexington, and on all questions affecting permanently the Lexington & Frankfort Road, said majority shall contain at least one member representing said Lexington & Frankfort Company. Art. 6. The Committee may appoint and remove at will a Superintendent and such other officers as the business of the road may require, and shall fix their compensation. They shall cause a set of books to be kept in Louisville, in which shall be entered all the business of the joint roads. From these books shall be made a condensed monthly statement, showing the gross receipts, the general expenses under their appropriate heads, and the cash balance due each company; a copy of which statement shall be transmitted to the Directors of each company, and the balance due each company shall at the same time be paid to such persons as its Directors may appoint. Art. 7. The receipts and expenditures shall be apportioned between the two companies, in ratio of the length of their re¬ spective roads—that is to say, sixty-five parts to the Louisville & Frankfort, and twenty-nine parts to the Lexington & Frank¬ fort Railroad Company. Art. 8. From and after 1st of July, 1859, all expenditures made by the Executive Committee in operating the roads, and all tax, insurance, repairs, or renewals of roadway, bridges, and buildings of either company, used for the joint purposes of the two companies, and all improvements, temporary or permanent, louisville and cincinnati branch railroad. 51 on the line of either road, shall be charged under the proper head to the joint account of the two companies. But in its ex¬ penditures for permanent improvements on the line of the road, the Committee shall endeavor from time to time to equalize the amount expended, so as that the whole road shall as nearly as possible be placed and kept in uniform condition. The Super¬ intendent shall cause an account to he taken of the value of the material on hand (the property of either company) on the 1st day of July, 1859, for the repairs of roadway, bridges, and buildings used for the joint purposes of both companies. If either company shall, on such valuation, be found to have less than its proportion (agreeably to the ratio fixed in Article 7) of such materials, the company so deficient shall, from its own funds, supply the deficiency as the materials are required by the Executive Committee. Art. 9. All taxes on the capital stock, and all the taxes and insurance on buildings or other property not used by the joint companies, and the salaries of such officers as may be employed by the separate Boards of Directors of the two companies, shall be paid by the company owning such property or employing such officers. And all moneys arising from rents or other sources outside of the operation of the road shall accrue to the sole benefit of the company owning the property from which the same is derived. Art. 10. The Executive Committee is invested with all power necessary to carry out this agreement according to its true intent and meaning. Should any question arise as to the true construction and application of any clause, which can not be settled by themselves, they may refer its decision to three arbitrators in no wise connected with either company, one of whom shall be chosen by the Directors of each company, and the third by the two so chosen, and their decision shall be final. Art. 11. This agreement shall take effect as of the 1st of July, 1859, and shall not be dissolved except by the mutual consent of the stockholders of both companies. In the event of a dissolution, the Committee shall ascertain the value at that 52 LOUISVILLE AND CINCINNATI BRANCH RAILROAD. date of the permanent improvement made upon the road of each company, with the joint funds of the two companies. And if either company shall, on such valuation, be found to have re¬ ceived in such improvements more than its proportion (accord¬ ing to the ratio in Sec. 7) of the joint fund, then the company receiving such excess shall pay the value of the same to the other company.