oil
-
REPORT OF THE DIRECTORS
. vA
OF THE COR i
aa
CLEVELAND AND TOLEDO
AKail-Road Company,
TO THE STOCKHOLDERS.
Juty, A. D. 1854.
ia Vv
Pa vie ta) p
Pandit
oa ae i
REPORT OF THE DIRECTORS
OF THE
CLEVELAND AND TOLEDO.
Aul-Aoad Company,
LTO THE STOCKHOLDERS.
Juty, A. D. 1854.
———. --—_ i> + @—~<>-e + ie. - ——-
IND BUNVarn Yo Ge Ti ag:
WARNER & POOR, STATIONERS AND PRINTERS,
Oorner William and Beaver Streets.
1854,
DIRECTORS
OF THE
Cleveland and Toledo Rail-Roar.
e@0
S. F. VINTON, Ohio. WM. JARVIS, Middletown,
Conn.
W. H. RUSSELL, New-York.
KE. LANE, :
Caw BONET a
D. B. FEARING, a
EK. B, LITCHFIED, “
J.B. WARING, «
SLE WITT: 1"
S. F. VINTON, President.
EK. B. LITCHFIELD, Treasurer.
Se
OURS RY
Ax 34
Commerce, Vn Lo Taylor Lays
VEPART Men
The Directors of the CrmyenANp Ann Totepo Rat-Roap
Company have the honor to submit to the Stockholders
their
FIRST ANNUAL REPORT.
As the present Corporation was organized by the union
into one, of two distinct and independent companies, they
deem it proper to present a condensed introductory history
of the companies thus united, prior to their consolidation,
without which, the character and constitution of the present
Corporation may not be fully understood.
One of the companies thus united, was incorporated and
known by the name of the Junction Rail-Road Company,
and the other by the name of the Toledo, Norwalk and Cleve-
land Rail Road Company. The former was incorporated by
an act of the Legislature of Ohio, passed on the second day
of March, 1846; and the latter, by an act of the seventh of
March, 1850. The Junction Rail-Road Company by its
original Charter, and two several amendments passed on the
twenty-second of January, and the twenty-first of March,
1851, was authorized to construct a rail-road from the City
of Cleveland to the west line of the State by such route as
the Directors might determine, with power to construct bran-
ches to any points within the Counties through which the
main line might pass. The Charter of the Toledo, Norwalk
and Cleveland Rail-Road Company, authorized the construc-
tion of a rail-road from Toledo, by the way of Norwalk, in
the County of Huron, to a connection with the Cleveland,
Columbus and Cincinnati Rail-Road, at some point in the
County of Huron or Lorain. The authorized Capital Stock
of the Junction Company, was Three Millions, and that of
the other Company, Two Millions of Dollars, making the
4
united Capital of the two roads Five Millions, which is con-
sequently the Capital of the consolidated Corporation.
The consolidation was effected, and the present Company
organized on the first of September, A. D. 1858, under the
specific provisions of the twelfth section of the amendment
to the Toledo, Norwalk and Cleveland Rail-Road Charter,
passed on the first of March, 1850. Under its Charter, the
Toledo, Norwalk and Cleveland Rail-Road Company con- ~
structed a road from the East Bank of the Maumee River,
opposite the City of Toledo, to Grafton, where it connects
with the Cleveland, Columbus and Cincinnati Rail-Road,
twenty-five miles southwest from the Oity of Cleveland,
being a distance of eighty-seven and oie-balf miles, all of
which was finished and put into operation in the month of
January, A. D. 1853.
[t is well known, that the completion of this road finished
the last remaining link in the long and important line of
railway from New-York and Boston to Chicago, which has
since been extended to the Mississippi River, where it finds
a temporary resting place only in its progress to the far dis-
tant West. This road passes through several flourishing
towns, and is now denominated, the Southern division of the
Cleveland and Toledo Rail-Road Company.
At the time it was opened, its immediate afiluents were
the Cleveland and Columbus, the Sandusky and Mansfield,
the Mad River and Lake Erie, and the Michigan Southern
Rail-Roads. Other roads of importance, and which will add
most essentially to its business, are now under construction,
and will, at no distant time, be completed.
This road was built under the Presidency and direction of
Cuas. 8. Boatr, Esq., and was carried forward, from its com-
mencement to its completion, with untiring energy and
perseverance. Much was expected of it before it was put
into operation, but its business to this time has far exceeded
the most sanguine anticipations of its sagacious projectors.
5
The Junction Road, or Northern Division as it is now
called, commences at the City of Cleveland, and, except a
necessary deflection to find a convenient locality for crossing
the deep bed of Rocky River, follows the Lake shore closely,
passing through several growing towns, among which is the
City of Sandusky, to its junetion with the Southern Division,
about eight miles east of Toledo, and ninety-nine miles from
Cleveland. [rom this point, a branch track is now being
laid down to Toledo on the road bed of the Southern Division.
The main irack here crosses the Southern Division, and ex-
tends forward through Perrysburgh and Maumee City, in
nearly a right line to its junction with the northern Indiana,
near Swanton, fourteen miles west of Maumee City, and one
hundred and twenty-five miles and eighty-six hundredths
from Cleveland. Counting the branch to Toledo as a part
of this division, its whole length is within a fraction of one
hundred and thirty-four miles. If to this be added the South-
ern Division, eighty-seven and one-half miles, the aggregate
line of road of the consolidated corporation will exceed two
hundred and twenty-one miles, exclusive of the side tracks
and turn outs.
The portion of the Northern Division between Cleveland
and Sandusky City, a distance of sixty miles, was finished
and opened for travel last fall, and is now in successful ope-
ration. The part of this division between Sandusky and its
intersection with the Southern Division, a distance of thirty-
nine miles, and the branch track from this point to Toledo,
eight miles, making an aggregate of forty-seven miles, will
be completed by the middle of the present month of July, un-
less some unforeseen accident, not now anticipated, should
happen to prevent it. The track laying on this part of the
road is now so far advanced, that its completion by that time
may be confidently counted upon.
That part of the Northern Division which lies between the
intersection of the two divisions, and the point where it
6
crosses the Toledo and Llinois Rail-Road at Maumee City, a
distance of something less than thirteen miles, will be com-
pleted and brought into use during the present season—pro-
bably by the middle of October, or first of November—so
that before the close of navigation, about one hundred and
twelve miles of the main line of the Northern Division, and
the branch track of eight miles to Toledo, will have been
completed and brought into use.
This will leave unfinished at the close of this season, only —
the short space of fourteen or fifteen miles, between Maumee
City and the junction of this division with the Northern
Indiana Air Line Rail-Road, now under construction. The
report of the Engineer, shows that most of it is already gra-
ded, and that when necessary. that part of the road can be
finished in a few weeks time. It is not deemed important
to finish this last link in the road, before the whole line of
the Northern Indiana Road is completed and ready for
business.
The Southern Michigan, the Northern Indiana, the Toledo
and Illinois, and the Northern Division of the Cleveland and
Toledo Rail-Roads are of the guage of four feet eight and a
half inches ; and the roads running west from Chicago to the
Mississippi River, are of the same guage.
The Southern Division of the Cleveland and 'foledo Road,
is of the guage of four feet ten inches, and corresponds to the
guage of the roads which it intersects, and those with which
it is connected at its eastern terminus.
On the last named division, there is a break of guage at
its connection with the Michigan Southern, at the City of
Toledo.
By opening the Northern Division to Toledo, and also to
its intersection with the Toledo and Lllinois road at Maumee,
this great inconvenience will be avoided at both of these
points.
It is understood, and we may say reduced to a certainty,
lard
(
that the Toledo and Illinois Road will be opened during
the coming Autumn, from Maumee City to Fort Wayne, a
distance of ninety miles, and probably some thirty miles be-
yond the last named place.
That Road is destined to go forward into the Wabash Val-
ley, to its connection at Paris with the Terre Haute and
Alton Road, and to St. Louis by the way of Alton. It passes
through a country of unsurpassed fertility, and it cannot fail
to bring to the Cleveland and Toledo Road, a most impor-
tant accession to its business. The amount of trade and
travel that will flow in upon us from that great line of road,
will be second in magnitude to no other aftluent, except the
Michigan Southern and Northern Indiana:
The Northern Division was commenced and successfully
carried forward, under the charge of Judge E. Lanr, to the
time of the Consolidation ; when that was effected, the Direc-
tors did not deem it essentially necessary to press the work
to its earliest completion, since the Southern Division—which
was then in operation—furnished a temporary accommoda-
tion for the business that might be expected to be done by
both, while they were yet new and undeveloped lines of
trade and travel.
The report of the able and experienced engineer who has
had charge of the construction of that division of the work
from its commencement, will show its solid and substantial
character, and that the ruinous and expensive expedient of
slighting any part of the work with a view to lessen the first
cost of construction has been wisely avoided. From its solid
construction, slight curve, and low grades, we feel a confident
assurance that there is no road in the western country over
which better time can be made, or with more safety; and
that it will perform its whole duty as one of the links in the
great chain of Rail-Roads from New-York to the Mississippi
river. At present the travel of this great Line mainly passes
over the Southern division ; when both roads are opened to
8
the free choice of the travelling public, the business will
probably be divided between the two. The construction of
depot accommodations for freight and passengers, has thus
tar been confined chiefly to the immediate wants of the Cuin-
pany. Ampler provision will be indispensable, especially
at Toledo, Sandusky and Cleveland. The cost of these can-
not now be stated, as that will depend mainly on the plan
that may be adopted, which is not yet definitely decided
upon. It may not be inappropriate to bestow a few remarks
upon what may be denominated the natural power of the
geographical position which is occupied by the Company’s
roads. The slightest inspection of the map of the country,
must convince any one, that viewed with reference io Rail-
Way communication, the line between Cleveland and Toledo
is, and ever must be, of commanding importance. Between
these two cities the waters of Lake Erie. project down into
the very heart of the United States and form the most
Southern point in the Northern boundary of the country on
the whole extensive line from the Atlantic to the Pacific
oceans.
Here the Southern shore of Lake Erie comes down to
about 413° north latitude. Assuming Cleveland as a station
of departure Eastward, the boundary line of the United States
runs from it uniformly nearly North-East, until at its North
East terminus in the State of Maine, it reaches a point above
latitude 47°. A line drawn East from that city, with a very
slight Southern deflection, will strike the city of Philadelphia.
Indeed, for all practical purposes, that city may be regarded
as on the same parallel of latitude with Cleveland. This last
named line passes through the heart of Pennsylvania and
New Jersey, while New-York and the New-England States
he to the north of it. Passing to the west end of our road,
and taking Toledo as a station, the boundary of the United
States turns suddenly around the head of Lake Erie, running
almost North, until it intersects Lake Superior, and thence
)
through that lake to North latitude 49°, and thence west on
that parallel to the Pacific. It also so happens that Lake
Michigan projects down into the country to a point at its
Southern extreme, nearly on a parallel of latitude with the
South Shore of Lake Erie, between Toledo and Cleveland.
Lake Michigan, from its geographical position, may be re-
garded as an insuperable natural barrier to Rail-Road com-
munication, and must always force around its southern ex-
tremity and concentrate at that point, the Rail-Road travel
from the immense extent of country lying North, North-
West and West of it, stretching away West to the very foot
of the Rocky Mountains, and North and North-West to the
shores of Lake Superior, and into regions far beyond the
confines of that lake. Destined as that boundless and fertile
expanse of country undoubtedly is, to be peopled with unpre-
cedented rapidity, the travel from it to the Northern Atlantic
cities, will, in a few years, exceed in amount what might now
be regarded by many as the vision of a disordered imagina-
tion. At Chicago, a partial distribution to the North-East
and South-East will take place. But it is unmistakably evi-
-dent from an inspection of the map, as well as from the
known natural features of the country, that when the Rail-
Way travel going Eastward from this boundless region is
brought down, as it ever must be, to the Southern extremity
of Lake Michigan, the great mass of that travel when once
there, will keep forward on a nearly due East line to Cleve-
land. From the turn the lake here takes to the North-East,
Cleveland will always be the first great point of distribution
of the travel to the Northern Atlantic cities, thus forced
around the South shore of Lake Michigan. A part will seek
its way to Pennsylvania and the Atlantic cities, over the
the Cleveland and Pittsburgh Rail-Road. A part will take
the same direction over the Cleveland and Mahoning road,
which, with its connections when completed, will form a line
of uniform guage from Rock Island on the Mississippi river,
10
both to Philadelphia and New-York. The remaining and
perhaps the greatest part, will follow the lake shore to Dun-
kirk, when another distribution will take place between the
New-York and Erie and the more Northern roads. Nor does
this movement, vast as it ever must be, constitute by any
means, the entire mass of travel from the West, that will find
its natural outlet to the East, and North-East, along this part
of the Southern shore of Lake Erie.
The Michigan Southern and the Northern Indiana roads
will bring to Toledo the trade and travel of the country along
their respective lines, situate between Lakes Erie and Michi-
gan; while the Toledo and Ilinois line of road will bring to
the same point from the South-West, the trade and travel of
the Maumee and Wabash vallies, extending even to St. Louis
by the way of the Terre Haute and Alton Rail-Road.
This latter line of road penetrates into and passes through
hundreds of miles of country of unsurpassed fertility, and
viewed in connection with the long and important lines of
Rail-Roads which unite with it from the West at Fort Wayne,
Logansport and Lafayette, and that it intersects both branches
of the Illinois Central nearly midway their course, its im-
mense value as an aftluent to the Cleveland and Toledo Rail-
Road is self-evident, and can scarcely admit of an over
estimate.
With the trade and travel going West from the Northern
Atlantic cities, the converse process of concentration and dis-
tribution will take place. The first great point of concen-
tration from Philadelphia and the country North of it, will
be at Cleveland, thence passing over the Cleveland and To-
ledo road to the city of Toledo, the first distribution of this
concentrated travel will there take place between that going
forward North-West and West, towards Lake Michigan, and
that seeking its way South-West through the great vallies of
the Maumee and Wabash rivers into Indiana and Illinois to
St. Louis, and the country beyond and above that city, on
both sides of the Mississippi.
11
The second point of distribution will be at Chicago.
A part passing up the west shore of Lake Michigan, past
Green Bay into the upper peninsula of Michigan, to the cop-
per and iron bearing region. A part finding its way North-
West, towards the western end of Lake Superior, and the
head waters of the Mississippi, and at no distant day far be-
yond the sources of that river, into the extensive regions
drained by the great Red river of the north, and stretching
off West to the slopes of the Rocky Mountains, which, accord-
ing to the report of Capt. Pope, of the United States Topo-
graphical Corps, of his exploration of the upper waters of the
Mississippi, and of the country within the limits of the
United States, drained by the above mentioned Red river,
made by order of the War Department, is a country of great
agricultural fertility, and of sufficient extent for at least two
respectable States. All that region when peopled, must ever
on its way Eastward, come down around the Southern bend
of Lake Michigan. The remaining part will go forward
West and South-West trom Chicago to the very verge of
civilization on this side of the Rocky Mountains.
When we contemplate the certainty and magnitude of this
no distant future, there can be no mistaking the fact, that the
net-work of vast Rail-Roads branching out from Chicago
over all the country above described, will concentrate at the
southern extremity of Lake Michigan, a volume of travel and
trade, which in the movement of human commerce and inter-
course, will bear the same relation to the secondary and ordi-
nary lines of trade and travel, that the aggregated current
of a mighty river sustains to the head springs of the valley.
The main body of this great movement, when thus concen-
trated at the southern extremity of Lake Michigan, will natu-
rally go forward in a direct line to the head of Lake Erie at
Toledo, and thence to Cleveland, where, as already explained,
2
12
its first important distribution will take place. This state-
ment of the commanding natural position of this great trunk
line along the southernmost shore of Lake Erie, between
Toledo and Cleveland, renders it wholly unnecessary to enter
into any specification of what now are, and what must be
hereafter, its almost innumerable affluents direct and remote,
both East and West of it, or to go into a detail of their indi-
vidual importance.
Enough has already been said on this topic to demonstrate
that the Cleveland and Toledo Rail-Road may safely rely for
its present and future prosperity upon the broad and deep
fountains of business, provided for it by the hand of nature,
which can neither be dried up nor diverted from their natural
channels; and these considerations make manifest the pro-
priety of combining the two parallel lines above described in
one corporation, which add largely to the local’ accommo-
dations, and avoid the possibility of rival and interfering
interests, while the business to be developed will be con-
stantly on the increase, and tax to the utmost the capacity
of both.
In corroboration of this view, notwithstanding the long
continued stringency in the money market, and the dimin-
ished activity of business this year compared to the last, yet
during the only four months of this year and the last, in
which it is in the power of the Company to make a compari-
son, the receipts of these four months have exceeded those
of last year on the Southern division seventy-three per cent.
The report of the Superintendent exhibits the gratifying fact,
that the gross earnings of the Company for nine months,
commencing with the 1st of September last, when the con-
solidation took place, (and the present Company was organ-
ized) to the 31st of May, amounted to $497,570.30, and the
cost of operating the Road to $203,703.02, leaving a net in-
come of $293,876.35. Thus it will be seen that the cost of
= ——- ae
7
13
running the road is a fraction less than forty-one per cent. of
its earnings. The details of the cost of operating the Road
will be found in the Superintendent’s report. After what
has been said above, we deem it almost superfluous to express
the opinion that the business of the Company will be largely
increased during the coming year, and that the Cleveland
and Toledo Rail-Road will always be able to maintain its
place on the list of first class investments. The construction
of the northern division is, and has been from its commence-
ment, under the charge of Gro. Morton, Esq., as its Chief
Engineer. His report will give all the information that may
be desired respecting the Road coming within the province
of his department, and the Road itself bears ample testimony
to the ability and faithfulness with which he and his assist-
ants have discharged their duty tothe Company. ‘The finan-
cial condition of the Road is presented in the Treasurer’s
Report, and obviates the necessity of any repetition of its
details.
During the nine months embraced in the Superintendent’s
Report, commencing with the ist of September last, the
Company have transported over their Roads upwards of three
hundred thousand passengers without an accident causing a
loss of life, or personal injury to any one of them, with the
single exception of the fracture of a passenger’s arm, which
was incautiously projected from the window of a car while
passing a bridge. The Directors make this announcement
with the most unfeigned satisfaction. No other fact could so
conclusively prove that the Road is so managed as to entitle
it to the confidence of the travelling public, and that its
safety has been vigilantly guarded by the Superintendent,
Conductors, Engineers and all others employed in the trans-
portation department. In concluding our Report, we take
great pleasure in bearing testimony to the ability, fidelity
14
and zeal with which all the Officers and Agents of the Com*
pany have discharged their respective duties.
All of which is respectfully submitted by order of the
Board.
S. F. VINTON,
President.
REPORT OF THE CHIEF ENGINEER,
ENGINEER’s Orrice, NortHerNn Division OF THE
CLEVELAND AND ToLEDO RaAIL-ROAD.
Sandusky, O., June 20, 1854.
Hon. S. F. VINTON, President,
S1r,—In obedience to your order, I have the honor to submit
a report of the condition of that part of your road under my charge.
LOCATION AND LENGTH OF LINE.
The Northern Division, (formerly the Junction and Port Clinton
Rail-roads,) has been located from the city of Cleveland, on the east
side of the Cuyahoga river, to a point on the Northern Indiana Rail-
road, near Swanton, with a branch extending to Toledo.
From near Bath, or Front Street, in Cleveland, we cross the Cuya-
hoga, to the neck of Jand in Ohio City between the old river bed and
the lake; which we occupy for about a mile. We then strike the bluff
bank of the lake, which bears more northwardly, leaving one line at
this point. Thence we run south-westwardly through the townships
of Brooklyn, Rockport and Middleburgh, to Barea; something less than
twelve miles from Cleveland. At this place we cross the east branch
of Rocky river, immediately north of the Cleveland and Columbus
Rail-road. Thence we run nearly due west, through Olmstead and
Ridgeville, to Elyria, about 25 miles from Cleveland.
It will be observed, on examiuing the map, that Barea is considerably
south of a straight line from Cleveland to Elyria. But the character of
Rocky river is such, that we must cross it either at Barea or near its
mouth. My own opinion was in favor of the northern route. But local
considerations had more weight with the Company than engineering
principles, and the south route was adopted.
16
From Elyria we run westwardly through Amherst and Brownhelm
to Vermillion; where we again strike the lake, thirty-eight and one
half miles from Cleveland. Thence we keep within sight of the lake,
through Vermillion, Huron, Perkins and Portland townships, to San-
dusky City, sixty and six hundredths miles from Cleveland.
From Big Inlet, about three miles east of Sandusky, our line diverges
to the north, and runs about three-fourths of a mile through the Cove,
on an expensive cribbing in which a drawbridge is necessarily built ;
crosses the Mansfield and Sandusky Rail-road close to their depot ;
runs through Rail-road Street nearly its entire length, to the Mad
River and Lake Erie Rail-road grounds ; and through them and among
their numerous tracks, about three-fourths of a mile, to a point near
the mouth of Mills Creek. From Big Inlet I had located a line di-
verging more southwardly, keeping back and south of the city, and con-
necting with our present line near Mills Creek. This line is about
three-fourths of a mile shorter than the one adopted, and avoids the
delays and dangers of crossing the Cove and drawbridge, and running
through Rail-road Street. But there were such conditions annexed to
the subscription of stock by the City, that the Company felt constrained
to direct the location as now made.
From Sandusky we run by the south shore of Sandusky Bay, through
the village of Venice, five and three-tenths miles to Muscash Point.
At this place we cross Sandusky Bay, on a bridge about seven thousand
six hundred feet long, to Mixer’s Point, on the north shore. Thence
west, six and three-fourths miles to Port Clinton, which is the County
seat of Ottowa County; and situated on Portage Bay, on Lake Enie, at
the mouth of Portage River. After crossing the river, we run west,
through Hartford and Toussaint, twenty-five and a half miles, to the
junction with the southern division of your road, eight miles south-
west from Toledo, and about ninety-nme miles, by our road, from
Cleveland.
From this junction, a branch or second track of four feet eight and 4
half inches gauge, is located, and very nearly graded to your station on
the south-east side of the Maumee river, at Toledo.
The main line runs from the junction due west ten and six-tenths
miles, to Perrysburg, the County seat of Wood County. Thence we
cross the Maumee river, immediately below the rapids, and the head
zt
of navigation, on a bridge seventeen hundred feet long, and fifty feet
above the level of the water, to Maumee City. At this place we cross
the Maumee Canal, and connect with the Toledo and Illinois Rail-road,
and thence run fourteen miles to the point on the northern Indiana Rail-
road near Swanton, one hundred and twenty-five and eighty-six hun-
dredths miles from Cleveland.
CURVATURE.
I have endeavored to make the curves on this line as light as possi-
ble—very few of them having a radius less than two thousand feet—
and most of them over a mile radius. When it was necessary to have
a harder curve, I have located it near a station, where the train would
necessarily have a slow motion.
The amount of straight line is : : 116.52 miles,
‘5 curvature, : ‘ ; Gis Bas
oo
Total, 125.86 “
The curves being less than seven and one half per cent. for the whole
line.
GRADIENTS.
The gradients are unusually light, as will appear by the table.
Level ; ; : , 45.95 miles.
Level to 5 feet per mile, esvasa Us) heh ae
©. toy, 10 - - : : EG OU ae uk
$0 GR IOuLS a , ‘ Gitl., &
LRA Ce GeA | Pam ; mos ‘ 6.00 5 a
20 to 264% © ; . 16.12 «
Oia 0a tht Hein is, 4.88 “
Total, 125.86 miles.
The last plane occurs near Ohio City, and descends to the east. It is
forty feet per mile on the straight line, and is reduced on the curve so
as to be equal to that part of it which is straight.
CHARACTER OF THE WORK.
I feel justified in saying that. the work on this division of your road
compares fayorably with that of the best roads in the country. In the
18
first place, my gradients were made as long and uniform as possible
with a view to high speed, and economy in running, and not undula-
ting with the surface of the ground, as they are on too many of our
western roads. ‘The embankments are wide, enabling us to have the
ballasting done in a proper manner, without wasting a large part of the
material over the edge. I believe we have larger and better ties, and
more of them to the mile, than can be found in any other road, either
east or west. The foundations for the masonry have received my
special attention. Several of them were constructed on extremely un-
sound and precarious bottoms. One, in particulay, was built in twenty-
three feet water, and twelve feet of very soft muck overlaying a bed of
shale. And, notwithstanding the difficulties to be contended with in
operating in such localities, not the least unequal settling can be dis-
covered in any of the foundations, after having been run over, with
heavy engines, for nine months. The masonry is all dressed with good
beds and joints, and laid in the best kind of hydraulic cement. The
longer spans of bridges are of the Howe truss plan. The shorter ones
are of a variety of plans, to suit the location ; but all of the most sub-
stantial kind.
Between Cleveland and Sandusky, the country is abundantly sup-
plied with the best kinds of stone, in immediate proximity to the line.
From near Sandusky to Maumee we have but one place where stone
can be procured conveniently. But, fortunately, very little is required ;
as but one stream of any importance is to be crossed. At Maumee a
large quantity is required, and we have any amount needed of the best
quality of limestone, in the bottom of the river where our work is con-
structed.
BALLAST.
The ballasting material is abundant ; but is not well distributed along
the line, occasioning long hauls. At Amherst, about midway between
Cleveland and Sandusky, we have extensive beds of very clean coarse
gravel, which is being used for the part east of Sandusky. At Port
Clinton we have plenty of the cleanest kind of washed sand, which we
propose using on that part of the road west of Sandusky. And, when
the road is extended west of Maumee, we shall have several locations
where good material may be procured.
19
We have also, within four miles of Sandusky, an extensive quarry of
limestone. A large portion of this is in thin strata, easily quarried and
broken. With this I propose to form banks, or rip-rap walls, at the
ends of the ties, to keep the sand from washing or spreading. And,
when a sufficient quantity of sand is placed under the ties, this broken
stone is the proper material with which to finish the ballasting.
PROGRESS OF THE WORK.
The road from Cleveland to Sandusky was opened for travel last fall,
but has not yet been fully ballasted. Trestle bridges were substituted
temporarily for some of the culverts. These have been mostly replaced
with permanent masonry, and the whole will be put in this season.
West of Sandusky the grading is all done to a point about ten miles
west of Maumee City, and to Toledo, with a very few slight exceptions,
which can be finished at any time when needed. ‘The bridging, except
that at Maumee City, will all be done, so as to be fit for use, by the
15th of July; and would have been finished by this time had it not
been for the very inclement weather, which has hindered our contrac-
tors from getting forward the material, and which also caused conside-
rable damage to the work during its progress.
I have two parties laying track—one from Sandusky, west, and one
from the junction south-east of Toledo, working eastwardly. These
parties are now within ten miles of closing. Another party will be
placed upon the Toledo branch, as soon as we can receive the iron and
chairs now on the way. The track can be finished frem Sandusky to
Toledo, by the time the bridges are ready, unless we shall be disap-
pointed in receiving the materials. Immediately thereafter, we shall be
ready to put down the track from the junction to Perrysburg, and by
October, the whole line may be finished to the connection with the
Toledo and Illinois Rail-road at Maumee City.
CONNECTIONS.
It was intended to form a connection with the Cleveland and Erie,
and Cleveland and Pittsburgh roads, by a bridge over the Cuyahoga
river, near Bath Street. A plan has been matured, by which this con-
nection can be made whenever it is ordered, without any material
interruption of the navigation of the river. Besides this, we shall have,
3
20
on the west side ef the Cuyahoga, a connection with the Cleveland and
Mahoning Rail-road, now in a good state of progress; and through
that road and its connections, we shall have the shortest and best lines
to New-York, and to Philadelphia and Baltimore, of the uniform gauge
of four feet, eight and one-half inches. At Berea we run through the
grounds of the Cleveland and Columbus Company. At Elyria we shall,
without doubt, have a connection with the Medina Rail-road, running
to the extensive coal fields of Wayne, Stark, Holmes and Tuscarora
counties. At Huron we cross the Huron and Oxford branch of the
Sandusky and Mansfield Rail-roads. At Sandusky we connect with the
Sandusky, Mansfield and Newark Rail-road, which extends to the
mouth of the Scioto River; the Mad River and Lake Erie, and the San-
dusky and Indiana Rail-road, which extend to Cincinnati, and connect
us with the net work of roads in the west part of Ohio and in Indiana.
At Toledo we connect with the Southern Michigan, the Northern
Indiana, and the Toledo and Illinois Rail-roads, all of the four feet eight
and a half inches gauge; and with the Dayton and Michigan Rail-road,
of four feet ten inches guage. In a short time we shall connect, at the
same point, with the Toledo, Monroe and Detroit Rail-road, with the
guage of four feet eight and one-half inches.
At Perrysburg we shall have a union passenger station with the
Dayton and Michigan road now being built. At Maumee we shall
connect with the Toledo and [linois road, which will be opened thirty
miles west of Fort Wayne this fall, and to St. Louis by next year. And
fourteen miles west of Maumee we terminate at the Northern Indiana
Rail-road, now open to Delta—and which will be opened to the State
line this fall—and to Goshen by next spring. This gives us a direct
connection with Chicago and the Mississippi river. When these are
made, a car can be loaded at St. Louis, Rock Island or Galena, and
taken to New-York, Philadelphia or Baltimore, without being un-
loaded; as the same gauge is continued the whole distance between
these points.
Before closing, permit me to return my acknowledgments to the
President and Directors of the Junction Rail-road Company, and to
those of the Cleveland and Toledo Rail-road Company, for the many
marks of their confidence bestowed upon me, and for the forbearance
and kindness with which they have uniformly treated me.
21
I would also bear testimony to the worth of my principal Assistants ,
P. K. Gregory and J. R. Rust, and their subordinates. The duties of
those named, especially, have been more than ordinarily laborious, as
they two are all the resident engineers I have had in the construction of
one hundred and thirty-six miles of road. Had it not been for their
intimate knowledge of the work, their systematic and industrious habits,
and their zealous and continued co-operation with me in carrying out
my plans, it would not have been possible for me to have performed
my duties satisfactorily to the Company or myself.
Very respectfully, Sir,
Your obedient Servant,
GEO. MORTON, Lngineer.
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REPORT OF THE SUPERINTENDENT.
eee
Hon. S. F. VINTON, President,
Str,—The following report of business of the Cleveland and
Toledo Rail-Road, for nine months, commencing September 1st, 1853,
when the Company was organized, and ending May 31st, 1854, and its
condition, is respectfully submitted.
There are now in operation the following portions of the road.
Southern Division.—Grafton to Toledo, : : 87 miles.
(late Toledo, Norwalk and Cleveland Road,)
Northern Division.—Cleveland to Sandusky, . seis Oia bane:
(late Junction Rail-road,) ——
L4 chs
The income was as follows :
From Passengers, : . . $409,522 29
‘Freight and Mail, : 88,048 08
Total, $497,570 37
The expenses chargeable to operating the road were,
Fuel, ; ; : : $15,240 45
Oil and Water, : ; 6,427 87
Conductors, Baggage and Frakaciate 14,247 22
Engineers and Firemen, . : 12,132 98
Agents, Clerks and Labor at satan 25,601 00
Watchmen, ‘ ; ; ; 3,497 37
U.S. Mail, ' : : 673 75
Loss and Damage, . ‘ 4,605 64
Taxes, . : , : : 14,627 19
Bridge Repairs, 18 45
Road « ) ; : 37,716 84
Fence “ : 30 00
Building “ ; 1,080 65
Locomotive Repairs, 14,512 24
Passenger Car Repairs, . ; ; ; 8,454 I1
Freight ie Ry, 3 : : 4,725 86
Repairs Tools and Machinery, . ; . 49 37
Gen. Superintendence, : ; 21,944 47
Contingencies, . ; ; ; 18,117 56
$203,703 02
Net Income, ; : ‘ ; $293,867 35
The number of miles run during nine months ending May 31st,
1854, was as follows :
Southern Division.
By Passenger Trains, : 135,827
“ Freight Onin : : 27,482
“ Wood do. : : 6,794
‘ Construction do. ; ; . 45,308
215,411
Northern Division.
By Passenger and Freight Trains, . 33,488
* Wood do. ‘ 2,681
“* Construction do. ‘ 56,203
92,372
Total Mileage, . 3 ‘ 307,783
Average earnings per mile run by passenger and freight trains, $2.52.
The expense of running trains engaged in construction purposes has
been charged to Construction Account.
The receipts on the Southern Division of the road, (late Toledo, Nor-
walk and Cleveland,) show a gain over the corresponding period of last
year, for which comparison can be made, (February, March, April and
May,) of 73 per cent.
In consequence of the unfortunate state of affairs at Erie, the winter
business was much below what might have been expected ; for many
weeks the passenger travel was materially diverted, and through freight
entirely suspended.
The Northern Division not being complete, the through traftic has
mainly been done on the Southern Division, and the income of the North
line derived principally from local business, which is steadily increasing.
25
Owing to our position, being for the entire length of the line within
a few miles of lake ports, our freight business, through the season of
navigation, has been very small. Arrangements are making for a
Rail-road Express freight line, connecting Boston and New-York with
Chicago and the west ; which it is believed will materially increase’ the
receipts in this branch of our business.
During the entire period embraced in this report, there have been run
on the Southern Division three daily passenger trains in each direction,
and since the 8th May, a fourth between Toledo and Clyde, (forming a
connection via Mad River and Lake Erie Road, between Toledo and
Cleveland. A tri-weekly freight for some six months of the time, and a
daily freight for remainder.
The Northern Division was opened for travel between Sandusky and
Berea, (48 miles,) September 12th, and through to Cleveland, (Ohio
City,) October 24th, 1853; two daily trains were run from time of
opening through, to November 30th. One in each direction from
December 1st to April 3d, and two again from April 3d to the present
time.
Our trains have been run with remarkable freedom from accident,
none haying occurred for which our men were at all censurable.
On the Southern Division we have carried 260,665 passengers, not
one of whom has received any personal injury.
On the Northern Division we have carried 40,438 passengers, of whom
one, from incautiously projecting his arm too far from the car, had it
broken from coming in contact with a post.
The shops having been incomplete, we have not been able to make
our repairs of rolling stock as economically or as completely as we can
do hereafter.
We have built at Norwalk one Baggage Car, the cost of which has
been charged to repairs of passenger cars, towards depreciation, and it
is our intention to continue to put upon the road, from time to time, cars
enough from our own shop to maintain the full value of our stock.
THE FENCING
of the whole line, except a few miles west of Perrysburg Junction, is
completed, or under contract to be finished the present year.
26
STATION BUILDINGS, &e.
We have at
Grarron, Wooden Engine House, 5 Stands,
1 Wood Shed, 120 by 25,
2 Brick Tank Houses,
Freight “ 50 by 30,
CampEN, Wooden ‘Tank House,
Wakeman, Freight House, 50 by 30,
Wood Shed, 100 by 40,
Brick Tank Houses,
TownsEnD, Freight House, 50 by 30,
Wood Shed, 120 by 25,
Norwatk, Passenger House, 150 by 30, |
OxpeRLIN, Passsenger House, 87 by 25, 1,308 « «
| 1,140 66 “ce
Freight - 50 by 30,
Car 4 100 by 40,
2 Wood Sheds, each, 100 by 40,
2 Wooden Tank Houses, |
Temp. Engine House and Shop, ! ‘
and Blacksmith do. 100 by 40, mais semen yf es
Brick Engine House, 11 stands,
‘“« Machine Shop, 160 by 70,
‘‘ Blacksmith do. 70 by 40, |
Wooden coal and iron house, |
miles Iron Pipe for water works, |
.
Nearly
completed
yee
MonROEVILLE, 1,871 * ot
Betitevug, Freight House, 50 by 30,
Wood Shed, 100 by 40,
Brick Tank House,
3-4 mile Lead Pipe for water,
GRAVEL Pir, 4,948 -
Ciypz, Passenger and Freight House, owned
in common with M. Rk. L. E. R. R.
Wooden Tank House,
Fremont, Passenger House, 87 by 25, |
J
|
f 1,350 “ “
J
214 66 7)
Freight iy 70 by 40,
2 Wood Sheds, ea. 100 by 40,
2 Brick Tank Houses,
W ASHINGTON, 650m “e
Etmorr, Freight House, 50 by 30,
Wood Shed, 100 by 40, 805 “ “
1 Brick and Wooden Tank House, j
2,376 “
ae
bo
~t
Stony Riwesr, 650 feet, side track.
ToLtepo ExrTEnsion, 9,644 « ‘“
Totepo, Freight House, 200 by 50,
Passenger Shed, 200 se 25,
Wooden Engine House, 5 Stands, +3,746 “ ¢
Wood Shed, 100 by 40, |
Car House, 200 by 25. 4
Total length of Straight Line in Main Track, : 78.05.
a Sa Curves: ; : 5 9.05 -
- “ Main Line, : A : 87.10
M fo Foldinoes : ‘ : : 7.05
NORTHERN DIVISION.
Upon that portion now in operation, (60 miles,) the ballasting is pro-
gressing rapidly.
There is one coat under all except some four miles, and several miles
have the second and third load.
Upon this division we are well supplied with a good material for
ballast, and have ties of first quality.
When this line is finished, and thoroughly ballasted, we shall have
one of the best roads in the State.
The fencing between Cleveland and Sandusky, it is believed, will be
completed early in the autumn.
This Division is not fully supphed with buildings. We have, at
Sanpusxy, Temp. Engine House and Shop, |
100 by 40,
Small Blacksmith’s Shop,
Shed and Tank House,
Apart from above, we use the
buildings of Mad River R. kh.
Huron, Wood Shed, 112 by 30,
Brick Tank House,
Tem. Pass and F. House. cost $112,
BERLIN,
& 1,500 feet side track.
VeRMILLION, Wood Shed, 112 by 30 ?
L645 =
1,000 6é 6c
Brick Tank House,
Building as at Huron,
Amuerst, Wood Shed, 112 by 30,
Brick Water Tank,
Building as at Huron,
GRAVEL Pit, 5,720 “ «6
1,5 43 66 oe
1,980 66 “
28
Exyrra, Passenger House, 60 by 25,
2 Wood Sheds, 100 by 30,
Pilani Honsest 2,232 feet side track.
1 Wooden Engine House, 3 Stands,
RinGEVILLE, 1,500 *
OimstEAD, Wooden Tank House, 1,100 “ :
BEREA, 1,300 “ 2
RocKport, 1,500 “ a
OLEVELAND, (Onto Crry,)
Pass. and Freight House, 100 by 40,
Temp. Engine do. 190 by 15,73,366 “ .
“ Wood Shed, 50 by 25,
Car House, (building,) 100 by 40. |
Taste A. Shows rolling stock and its condition on Southern Division.
. The same on Northern Division.
The earnings of each month, and the sources.
. The number of passengers carried on road.
. The passengers to and from each station.
The tonnage of road. a
. The tonnage to and from each station.
QXzare aw
In conclusion, allow me to say that the officers, agents and employees
of the Company, under my charge, are entitled to much credit for their
faithfulness and efficiency ; with hardly an exception I have found them
influenced by a desire to perform their respective duties in a manner
satisfactory to their employers, and for the promotion of the interests of
the road. The freedom from accident with which the road has been
run affords the best evidence of their vigilance.
Respectfully submitted,
EK. B. PHILLIPS,
Superintendent.
TABLE A.
STATEMENT showing Rolling Stock and its condition, on SouTHERN
Division, May 31st, 1854.
MmOoOCoMoTITves.
Name of
Locomotives. WHERE MADE.
H. Hinkley,
Norwalk, Bost. Lees Wore
Toledo, do do
(atten J. Souther,
2 Globe Works, Bos.
Elmore, do do
; H. Hinckley,
Oberlin, Bost. aa wirks
Fremont, do do
Bellevue, do do
Monroeyille| do do
Wakeman, | do do
Clyde, do do
Huron, do do
Ohio, do do
Lucas, do do
Loraine, do do
en ave Danforth & Cook,
Y> |Paterson, N. J.
Pie ria W. Swinburne,
ya, Paterson, N. J.
Defiance, pe niley,
Norr.—Locomotives have all four driving wheels coupled, with trucks forward.
Bost. Loco. Works.
When Placed
on Road.
July, 1852.
Sep. 20, 1852.
Oct. 20, 1852,
Oct. 22, 1852.
Dec. 15, 1852.
Jan. 10, 1852.
Jan. 10, 1852.
Jan. 15, 18538.
Jan. 20, 18538.
Jan. 20, 1853.
June 26, 1853.
June 26, 1853.
June 4, 1858.
June 4, 1853.
Aug. 5, 1853.
Dee. 16, 1853.
Feb. 17, 1854.
Diam. of
Cylind’r.| Stroke.
CARS.
es
Length 2 ss
of 3 ee
Ap | ops
20 in.| 8 |44 ft
20 “© | 84h
20.5.4 Saibk
20) EL cloaks
ZOU (eS 6a“
20.“ |,.8.154 “
BOISE lee ih des
20 4c“ 8 54 “cc
22 “1 8 |44 “
22 i. 8 44“
20. | SeiBaits
20, 18 5d “
BAN SE | ey Sara
94 66 8 15 «
BOs Ce be Sia on ace
20 cé 8 5 “cc
BO 8 bk:S
Total No.
of Miles
run since
placed on
the Road.
39,161
28,163
33,946
38,487
31,686
27,408
17,641
9,005
423,162
25 First Class Passenger Cars, 20 in good condition, 5 wanting repairs.
“c
4 Second “
«
in good condition.
8 Baggage Cars, (including 3 Mail Cars,) one wanting repairs.
100 House Cars in good order.
6 Stock “ ee 4
48 Platform Cars “ “
20 Gravel ‘
20 Hand Cars.
2 wanting repairs.
30
TABLE B.
STATEMENT showing Rolling Stock and its condition on NortHERN
Division, May 31st, 1854.
MmocomoTtrivEes.
sa 33 Tot Miles.
Names of When Plaeed |Diam. of mee 38 EE run since
Locomotives.| Wuerr Mave. on Road. | Cylind’r.| Stroke. Az aS pee
A v
Jenny Lind,| Lockport, N.Y. | April 29, 1853 9 in.| 18 in.| 6 /4 ft.| 5,761
Cuyahoga, |Manchester, N. H. |July 18, 14 « 199 « | 8 |g « | 20,105
Lorain, do do” |July 26, \'** 114°“ 192 "18 le qld
Erie, do do |Aug.6, -1*,|14 “ 192. 4.58 [6764 Ideag
Clinton, do do |Aug.20, “ |14 “ |92 « | 8 |6 « | 11,087
Ottowa, do do Sept. 12, “ 14 « 99 «& 8 6 « 12,013
Vermillion, do do Sept. 8, “6 1Apees 99 « 8 16 « 18,956
Ohio City, |Bost. Loco. Works,|May 17, 1854.14 “ |20 “ | 8 |54“ 1,500
S.F. Vinton, do do May 17, ae SAL ICE a 80 () ace 8 5AM
90,548
Nors.—Locomotives have four driving wheels complete, (except Jenny Lind, which has
two only,) with trucks forward.
CARS.
6 First Class Passenger Cars. 65 Platform, 8 wheel Cars.
2 Second ‘ ; 7 i Lee
6 Baggage and Mail és 50 Gravel ag
30 Box Freight a 14 Hand 2
With few and unimportant exceptions, this stock is in good order.
TABLE C.
Showing Harnings for nine months ending May 31st, 1854.
Passengers | Passengers Freight Freight Total
Southern Div. | Northern Div. | Southern Div. | Northern Div. | Earnings.
September, $31,918 92 $1,182 48 $3,650 02 $36,751 37
October, 52,026 32 2,762 61 4,639 00 180 86 59,608 79
Wovember, 49,272 04 4,244 10 5,723 67 887 81 60,127 62
December, 41,024 12 3,087 98 8,908 438 1,447 21 54,467 74
January, 30,750 49 2,078 W1 6,751 18 1,635 86| 41,516 19
February, | 81,078 22} 2,455 16] 10,848 34 650 70| 45,027 42
March, 49,089 35 3252-70 15,911 87 1,526 22 69,610 14
April, 52,874 60 4,369 14 14,837 48 1,886 15 73,467 37
May, 40,868 91 6,856 49 7,057 23 2,211 10 56,993 73
$378,902 97| $80,619 .32| $78,3 322 214 $9,725 91] $497,570 37
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TREASURER’S REPORT.
© @@ =.=
To the Directors of the Ciwye.ann And Torepo Rar-Roap
CoMPANY.
I submit herewith sundry statements, showing the financial condition
of the Company on the 31st May last.
The statement marked “ A.” shows the standing of the Company in
_ general account. .
From this statement it appears that the total expenditure for con-
. struction is $5,102,129.02—%770,900.19 of which has been expended
since the consolidation, and includes payments for iron and materials
on hand sufficient to finish the Northern Division to Toledo.
The statement marked “B.” exhibits the income account, and shows
a balance to the credit of this account of $103,998.51.
The statement marked “ C.” shows the comparative receipts for five
months of the year, commencing with January, 1853, at which time
the road was opened to Toledo.
The statement marked “ D.” shows the cost per mile of several lead-
ing Eastern and Western Rail-roads ; all of which (except the Michi-
gan Southern and Northern Indiana Roads,) have cost much more per
mile than ours.
Respectfully submitted,
E. B. LITCHFIELD, Treasurer.
OFFICE OF CLEVELAND AND TOLEDO
RatteRoap Company,
New-York, June, 1854.
‘PSST “991 aune ‘yto x -mayr
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38
Cc.
Gross Karnings for Five Months of 1854, compared with the same
Months m 1853.
1853. 1854.
NBVUBTYs+:.0 5 eee $16,226 00 JANUALY, . 22 2+ soe $41,516 19
February,.-:...... 27,448 00 February, .-..-46 45,027 42
March 5. 2 .(. os 44,855 00! — March,”, .) oscar 69,610 14
PA TIPEL. sc on os Geek Tee 35.238 00 April... ...ccuee 78,467 37
MAY yas. 3 coon 27,617 00 May,......:sbaie 56,993 78
$151,384 00- $286,614 85
D.
COST PER MILE OF SEVERAL IMPORTANT RAIL-ROADS
ees ee Soh ee ee
Western, (Mass.) . - an : , $64,250
Boston and Worcester, ; ; .) Fee
New-York and New-Haven, : : 81,614
New-Haven and Hartford, — . : 4 . | bas
New-York Central, ; : : : 67,181
Hudson River, : , . | SIBIe
Camden and Amboy, : ; 66.576
Pennsylvania Central, c : . 54,400
Baltimore and Ohio, ; ’ 51,292
Michigan Central, — . : ; ; . | SatbGe
Cincinnati, Hamilton and Dayton, 43 Bs 44,327
Little Miami, a. . | 814359
Michigan Southern and Northern Indiana Rail-Roads, 23,500
Cleveland and Toledo, : : : 25,000
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