b92-155-29771846

xt7q833mwt8f https://exploreuk.uky.edu/dips/xt7q833mwt8f/data/mets.xml 1853 books b92-155-29771846 English Brown's Steam Power Book and Job Printing Office, : Philadelphia : Contact the Special Collections Research Center for information regarding rights and use of this collection. Maysville and Big Sandy Railroad Company. Railroads United States.Patterson, W. C. Stevenson, Thomas B. Miller, Edward. Philadelphia and Kentucky : Maysville & Big Sandy Railroad : trade of the south-west / correspondence between Col. Patterson, Col. Stevenson, and Edward Miller. text Philadelphia and Kentucky : Maysville & Big Sandy Railroad : trade of the south-west / correspondence between Col. Patterson, Col. Stevenson, and Edward Miller. 1853 2002 true xt7q833mwt8f section xt7q833mwt8f

PHILADELPHIA AND KENTUCKY.

MIAYSVILLE BIG SANDY RAILROAD.

TRADE OF THE SOUTH-WEST.

RESOLUTION OF THE PENNSYLVANIA RAILROAD DIRECTORY.

Correspondence

between Col. Patterson, Col. Stevenson, and
Edward Miller, Civil Engineer.

PHILADELPf1IA:
BROWN'S STEAM POWER BOOK AND JOB PRINTING OFFICE, LEDGER BUILDINGS
1.53.

RESO.LUTION
.Adopted by the Board of Directors of the Rennsylvania Rail-
road Company, June 9, 1853.
Whereas, application has been made by the President of the
Maysville and Big Sandy Railroad Company to the citizens of
Philadelphia for aid, and a request made that the Board of
Directors of the Pennsylvania Railroad Company should express
an opinion on the subject: And Whereas, in the opinion of this
Board, the Maysville and Big Sandy Railroad, now the only
link remaining unprovided for to connect Philadelphia with
central Kentucky, will secure to Philadelphia an important link
with Kentucky and Tennessee by a direct railroad of uniform
gauge to be worked in close connection with the Pennsylvania
Railroad, by which the revenue of this Road will be greatly
increased: Therefore
Resolved, That this Board recommend to the citizens of Phila-
delphia such aid as will secure the construction of this Road,
which will be returned to them by increasing the trade and
commerce of Philadelphia.

CORRESPONDENCE.

PHILADELPHIA, 4th June, 1853.
COL. THOS. B. STEVENSON,
President Maysville and Big Sandy Railroad Company:

Dear Sir :-I am instructed by the Committee appointed at a
recent meeting of the Board of Trade, to ask that you will have
the goodness to furnish them an estimate of the prospective
trade of your road, with any statistics you can conveniently
communicate, showing its probable value as a feeder to the
Pennsylvania Railroad.
Respectfully and truly yours,
W. C. PATTERSON, Chairman.

PHILADELPHIA, June 7, 1853.
COL. WM. C. PATTERSON, Chairman, 4 c.:
Dear Sir.:-In reply to your note of the 4th inst., I submit
a general statement in regard to the probable value of the
Maysville and Big Sandy Railroad, as a feeder to the Pennsyl-
vania Railroad. It should be observed, at the outset, that the
statement is to be regarded as conjectural, for the very reason
that the lack of communication which this road is designed to
supply, deprives us of accurate statistics on which to base
calculations. But it is hoped that enough authentic matter will
be contained herein, to justify any liberality of outlay on the
part of Philadelphia in aid of the road.
The Company was organized in July last, under a perpetual
charter granted by the General Assembly of Kentucky, in 1850.
The powers and privileges conferred by the charter are extensive

and liberal, investing the Company with all rights for protection
and defence that could be desired. The policy of the State
t wards such corporations has always been most kindly and
beneficent.
The Maysville and Big Sandy Road commences at the city of
Maysville, sixty-five miles above Cincinnati, on the Ohio river,
and running all the way in the immediate ravine of the river,
reaches Catlettsburg, at the mouth of Big Sandy River, the
divi(ling line between Kentucky and Virginia. The length of
the road, between these extreme termini, is eighty-eight miles.
The river bottoms, traversed by the road, are very fertile, well
settled and cultivated, and rapidly advancing in improvements
and value. The county of Mason, (of which Maysville is the
seat,) is one of the most productive and wealthy in Kentucky,
and is almost exclusively devoted to rural industry, the chief
products being Tobacco, Hemp, Barley, Horses, Cattle, Asses,
MIules and Hogs. The counties of Lewis and Greenup, lying
next above Mason, and reaching to 'he Virginia line, are of
more diversified character and resources. Their agricultural
operations are chiefly confined to the wide river bottoms and the
narrow valleys of the smaller streams. The uplands are high,
Lilly and mountainous, but covered with superior timber, almost
untouched and filled with inexhaustible deposits of iron ore
and coal of excellent quality. So superior is the iron of this
region, that its pig-metal commands about five dollars a ton in
Pittsburg more than other iron. There are many furnaces
vigorously operated in Greenup, and since the projection of the
Big Sandy Railroad, the proprietors of the furnaces have sub-
stribed an ample basis of stock to construct a branch railroad
u:) the Little Sandy River, which will not only accommodate the
i) on interest, but drain the trade of the rear counties of Carter,
Lawrence, Morgan, c. The old furnaces are increasing their
operations, and new ones are springing up); and along the line,
since the organization of the Railroad Company, forty thousand
af res of timber lands have changed hands, capitalists having
invested not only in view of increased value as an effect of the
Rfailroad, but of manufacturing iron and machinery of all kinds,
slips, boats, wagons, ploughs, cooperage, and many other im-

portant products, invited by the extraordinary advantages of
finding coal, iron, timber and water-power all contiguous.
At the distance of fifty-one miles above Maysville, the road
reaches Springville, opposite the city of Portsmouth, at the
mouth of the Sciota river. Here we make our connections with
Philadelphia. The Sciota and Hocking Valley Railroad, now
in operation to Jackson, and soon to be completed to Newark,
runs out in a North-easterly direction, and intersects the Ma-
rietta and Cincinnati road, which leads to Wheeling, the point
of intersection being about fifty-five miles from Portsmouth.
From Wheeling, we pass over the Hempfield and Pennsylvania
roads to Philadelphia.
This is the most direct and eligible pathway by which Phila-
delphia can reach the rich interior of Kentucky and Tennessee;
and, indeed, there is no other pathway by which Philadelphia
could reach Kentucky, which would not be more tributary to
Baltimore, on the one hand, and New York, on the other, and
which, at the same time, would not be longer and more expen-
sive in time and cost, and subjected, moreover, to two, if not
three, breaks of gauge on the way. But, by our road, Philadel-
phia will not only reach the border, but penetrate the very heart
of Kentucky, over a continuous gauge of 4 feet 8 inches, the
same as the Pennsylvania road, for the railroad from Maysville
to Lexington, 67 miles, now about laying down its iron, is of
the same gauge.
A railroad from Lexington to Danville, 35 miles, in the direc-
tion of Nashville, Tenn., is now under construction, and a com-
pany is organized, having a strong basis of capital, and is push-
ing forward the line from Danville to Nashville, 172 miles
further. This line, then, may be justly termed the great trunk
line between the North Atlantic Seaboard and the vast regions
of the Southwest, and at Paris, Lexington and Danville, in Ken-
tucky, and at Nashville, in Tennessee, points, respectively, on
which other important railway lines converge, it will receive
vast tribute from them as feeders, there being no less than 3,000
miles of such roads beyond Maysville, now constructed or in
progress, which will find the Maysville road the best highway
to Philadelphia.

The city of Maysville is the most considerable commercial
place in Northern Kentucky. From Lexington, it is the nearest
point on the Ohio River, Covington, opposite Cincinnati, being
nearly 30 miles more distant, and 60 miles further from Phila-
delphia. The Ohio cannot be crossed, above Maysville, in view
of penetrating the rich interior of Kentucky and Tennessee, with-
out traversing a mountainous region, with little population, pro-
duction or wealth, over which a road would be unusually costly
in both construction and operation; nor can it be crossed below,
without traversing a longer line, through a less eligible route
in every aspect, and both lines, as before observed, rendered
more tributary to other commercial cities than to Philadelphia.
It is then hardly employing a figure of speech to say that
AIaysville, with respect to the North Atlantic ports, holds the
gateway and commands the pathway to Kentucky and Ten-
nessee.
These considerations, and others which will be glanced at,
present the Maysville and Big Sandy Railroad as an enterprise,
manifestly, of very great importance to Philadelphia. It is im-
portant, because Kentucky, the richest of the Southwestern
States, with unrivaled capacity for production, and her people
large and liberal consumers, has, for more than fifty years, as
the old merchants of your city will testify, preferred to conduct
her commercial dealings with Philadelphia. The stock of her
banks, held out of the state, is chiefly held by Philadelphians;
and no banks in the country have been managed with more
fidelity and advantage to the shareholders. The merchants of
Kentucky, like the people of the state, are generally men of high
spitit and solid integrity; and like their customers, both being
solvent, generally pay up punctually. Is not an intercourse,
both social and commercial, with such a people, so long, so
agreeably, and so profitably maintained, worth preserving Nay,
is it not worth an effort to increase and improve it Go ask
the old merchants of your city who have retired on princely for-
tunes, and also the younger ones still in the full flow of success-
ful operations, who have so long and profitably, and I am pleased
to add, deservedly enjoyed this intercourse with our people-
ask those, also, who may desire to avail of facilities for sharing

this agreeable and profitable intercourse-and I hope you will
not forget at the same time to consult them with a little book
in hand, for subscriptions of stock to this railroad ; for it ought
not to be doubted that they will deem it both their duty an(l
their interest to contribute something towards the comparatively
slight aid now required.
These considerations appearing to me so strong in their force
of appeal to the interest and duty of Philadelphia, I came hither
last winter, hoping to receive at the hands of your Capitalists,
Merchants, City Councils, or Railroad Companies, such aid as
was requisite. But I found the Hempfield and Marietta Roads
then applicants for aid. On surveying the ground, and consi-
dering my duty in the then posture of affairs, I did not hesitate
to postpone our just claims, and, feeling a deep interest in both
those roads, I wielded whatever influence I could in favor of their
applications, and returned home more content with myself than
if I had in the slightest manner embarrassed the friends of those
roads in their critical struggles. But I returned with hope,
because you and other citizens kindly and generously assured
me that an application at a more propitious moment would be
favorably responded to. Under this assurance, we put the road,
between Maysville and Springville, in view of securing the Ports-
mouth and Marietta connections, under contract, assuming obli-
gations which now must be promptly met, a large force being
already at work on the line, which is to be ready for the cars on
the first day of October, 1S54.
You may ask why we seek abroad for stock in our road,
Kentucky being a wealthy State. Kentucky is chiefly an agri-
cultural State, and her people are not so readily inclined to invest
in stocks as those more addicted to commerce. But Maysville
had to lay the basis, not only of this, but of the Railroad to
Lexington, besides other local improvements. No town or city
in the country, probably, has done so much, relatively, as Mays-
ville has done for public impiovements. She has not gone beyond
her ability, because she would surrender all rather than fail to
accomplish the great objects that summon her energies; but she
has gone as far as she can go or ought to go, with any regard to
prudence. If other towns and cities would do as much in pro-

portion to wealth, the whole country would be covered over
with railroads, and every other valuable improvement. The
stock of the railroad to Lexington was all raised at home, and
nearly all so far raised for the Big Sandy road, was also raised
there. For these reasons, and seeing also that Philadelphia is so
deeply interested, we do not feel ashamed to ask aid here,
believing, moreover, as we sincerely do, that the subscription
will be a profitable investment.
I regret that the nature of the subject does not allow me to
apply specific statistics to the elucidation of the question of the
productiveness of the road. We can only infer general results,
from experience in analogous cases. The true view of the ques-
tion, as I take it, in the absence of the actual facts, which can
only be known after the road shall have been in operation, is to
consider the general operations and relations of the road. It is
a link of a great thoroughfare between Philadelphia and Ken-
tucky. It is the most direct and eligible channel of intercourse,
and therefore must be preferred. The line of road from Mays-
ville towards Nashville, though apparently a diagonal line,
nevertheless cuts the state, its population and wealth, more cen-
trally than any other which could be projected through it. By
this line, from the boundary of Virginia, to that of Tennessee,
fifteen counties are cut, the assessed taxable property of which,
according to the State Auditor's Report for 18,52, which lies
before me, is 79,209,075, the amount not exceeding two-thirds,
by common opinion, of the actual value. The taxable property
of the entire State, embracing one hundred counties, and the city
of Louisville, is 317,082,604 The taxable property of 19
other counties contiguous to the line, lying on either side, is
76,81-5,217, showing that the line actually cuts the richest
counties of the state; for the value in the 15 cut by the line is
greater than that of 19 outside; but the aggregate of the whole
tier of 34 counties, only one-third of the whole, (and the city of
Louisville not embraced in the tier,) is 156,024,292, nearly
one-half the value of the 66 remaining counties, and the city of
Louisville in addition. If we deduct the city of Louisville,
whose value is chiefly estimated for commercial reasons, and not,
like the rest, from actual productive capacity, the tier of 34

counties drained by this line of road, will be seen to exceed in
value the remaining 66 of the state. These facts demonstrate
that this grand trunk line, running through the wealthiest coun-
ties, and running precisely in the right direction, pointing from
the expanded regions of the fertile Southwest towards your city,
is the one of all others with which you should seek connection.
Indeed, it was in this view, as I presumed, that so much interest
was felt in Philadelphia in behalf of the Marietta road, travers-
ing Southern Ohio. That road will conduct you by the most
direct path to Kentucky. You could not have favored that road
so greatly and so deservedly as you did, for the mere sake of
reaching Cincinnati, because from Wheeling, the Eastern termi-
nus of the Marietta road, there was a more direct road to Cin-
cinnati already provided for. It was therefore to reach Ken-
tucky and Tennessee, as I amn, I trust, not too presumptuous in
assuming, that you rendered such magnificent aid to the Marietta
road. Although I believe our road is equally deserving your
munificence, in whatever aspect it may be regarded, I do not in
the least grudge that company all they got. Their road is a
magnificent work, and their managers, whom I well know, a
noble set of fellows, and, moreover, their road, and the Hemp-
field road, and the Pennsylvania road, will all be very valuable
feeders to our road, as ours will in turn be a feeder of them all.
The passenger and freight business of the Maysville and Lex-
ington Railroad, I find by a report of the President, is estimated
for the first year, at 2.51,250. That this is not overstated, may
be inferred from the fact, that in 1851, as I learned by investi-
gation, the wagonage alone between Maysville and Lexington,
for dead freights, excluding the enormous amounts of live stock
which pass over the line, and including nothing for passengers,
exceeded 120,000. The estimate for through passengers on
that road is 30,000, and of the way passengers, 25,000 per
annum; 14,000 cattle, horses and mules, 30,000 hogs and sheep,
20,000 tons groceries, dry goods, c., 30,000 tons coal, and
30,000 tons bark, timber, lumber, tobacco, grain, iron, salt, c.
These quantities are approximations, founded on existing facts;
but an infallible effect of the opening of the line of the road, will be
to divert a very large amount of tonnage and travel, which now
passes through Cincinnati and the Kentucky river, to its natural

and original channel through Maysville. Some of this business,
estimated for the Lexington road, will of course not be enjoyed
by the Big Sandy road; but, in turn, the latter will enjoy a
large passenger and freight business, peculiar to its own position
and relations, which will more than compensate the loss. From
calculations based on what we know of the travel by steam,
stage and otherwise, considering the feeding lines of the Big
Sandy road, the Chief Engineer confidently believes that the
passenger business alone will yield ten per cent. nett on the cost
of the road. That its aggregate nett earnings will exceed that rate,
I do not hesitate to affirm an earnest and confident conviction.
The road itself is most fortunate in its elements. The maxi-
mum grade is 15 feet to the mile, the sharpest curve having a
radius of 2865 feet, (2 degrees,) very little of the line even of
such light grades and curves, being nearly all level and straight-
not a reverse curve on the line-all the bridges to be of cut stone,
laid in cement-not a wooden structure on the whole line-and
yet, thus imperishable in structure, obviating expenses, delays,
fatal accidents, c., it will, owing to the easy ground run over,
and the abundance and superiority of stone, gravel and other
materials along the line, be built at less cost, and what is still
more important, operated at less cost, relatively, than any other
road in Kentucky. In proof of this, the facts speak for them-
selves. We know by the contract for the entire construction,
which has been entered into with capable and responsible parties,
what the cost will be, except for iron. Taking the contract
price for construction, and estimating iron and machinery at their
present high rates, we shall have a first class railroad, equipped
for business, at a cost not exceeding 22,000 a mile. There is
no room for mistake here, unless iron shall still further advance.
These are facts of much significance to both capitalists and
commercial men.
But in reference to the general merits of our road, and its
importance to Philadelphia, I beg to subjoin a brief, but explicit
testimony from Edward Miller, Esq., too well known here by
his distinguished abilities as an Engineer, his high character for
integrity, and his devotion to this city, to require eulogy at my
hands. His testimony goes directly to the merits at all imi-
portant points-the value of the Big Sandy road, both as a

commercial facility and as an investment. On such points his
opinions will be deemed less interested than mine. The value
of Mr. Miller's letter is the greater in my estimation, having
been as voluntarily as kindly tendered.
In our policy we have aimed to raise stock enough to prepare
the road bed for the iron, expecting, as usual with other com-
panies, to purchase iron and machinery on the credit of the
company. We have calculated closely and proceeded with rigo-
rous economy. If Philadelphia will now promptly come forward
with her accustomed liberality and wisdom, in regard to such
enterprises, she will but meet the expectations of her Kentucky
friends, and place us in a position to prosecute the work with
unpausing energy. On the stock hitherto subscribed, calls of
five per cent. have been made and paid, interest at six per cent.
payable in stock, being allowed on all calls from time of pay-
ment till the completion of the road, when full stock will be
issued to all the subscribers.
I have thus, my dear sir, rapidly sketched some of the con-
siderations which appeal to Philadelphia to join in the work of
extending and expanding her own social and commercial rela-
tions. If it shall aid any one in arriving at right conclusions, it
will be a happiness to me to have been thus humbly instrumental
in not only preserving an intercourse, so long, so happily, and
so profitably conducted between your city and my state, but in
subserving the solid interests of the country; for the line of
connection which will thus be formed, is eminently entitled to be
considered a national thoroughfare. If this line be secured, Phila-
delphia will retain, increase and improve her intercourse with
Kentucky-if not, it is inevitable, however we may regret it,
that it will be diverted to other points, over other lines. It is
in her power, by one prompt and vigorous exertion, to avert the
danger and secure increased advantages; and that, too, without
exhausting her resources, but only investing a very small portion
of them in a way productive both of commercial advantages and
actual dividends.
But whatever may be the result of my mission here, be assured,
sir, that I shall evermore cherish the liveliest sense of the good-
will and cordial co-operation which you and so many other kind
friends have extended to me. Yours, truly,
THOS. B. STEVENSON, President.

MR. MILLER'S LETTER.
PHILADELPHIA, June 4, 1853.
COL. THOMAS B. STEVENSON,
President of J.aysville and Big Sandy Railroad Co.:
.My Dear Sir :-I have examined the documents placed by
you in the hands of Mr. Foster, and feel no hesitation in
expressing my opinion on the following points:
1. The river route adopted by you is the proper one for your
road, its grades, curves and cost giving it a decided preference
over the cut-off lines.
2. The contract you have made is at fair cash prices; the
leading item of earth-work and hauling being low for the times.
Of the masonry I cannot form a judgment, not knowing the
character of the stone or facilities for obtaining it.
3. The width of your gauge, corresponding with that of the
Pennsylvania, Hempfield and Marietta roads, an(d also with the
Maysville and Lexington, which will be connected by your own
to the former, renders your line the legitimate South-western
extension of the Pennsylvania Railroad.
4. The contract entered into between your Company and the
Cincinnati and Marietta Company, for the mutual advantage of
both, is also a beneficial one for Philadelphia.
For these reasons, and for others which I have already made
public, I consider your road to have strong claims upon the city
of Philadelphia for substantial assistance, and I hope and believe
that you will not be disappointed. Your road will be so cheap,
and its grades and curves so good, that it cannot fail to be a
good investment.
I earnestly hope that you will meet the success which your
zeal in favor of a direct railroad connection between this city
and the heart of Kentucky merits at the hands of our itizens;
and I will, with pleasure, bear my testimony in behalf of your
road, if you think it will serve you.
With great respect, yours truly,
EDWARD MILLER,
C. Engineer.

b92-155-29771846

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Philadelphia and Kentucky : Maysville & Big Sandy Railroad : trade of the south-west / correspondence between Col. Patterson, Col. Stevenson, and Edward Miller.

Brown's Steam Power Book and Job Printing Office,
Philadelphia :
1853.

12 p. ; 22 cm.
Coleman
"Resolution of the Pennsylvania Railroad Directory."
Cover title.
Microfilm. Atlanta, Ga. : SOLINET, 1994. 1 microfilm reel ; 35 mm. (SOLINET/ASERL Cooperative Microfilming Project (NEH PS-20317) ; SOL MN03988.05 KUK)
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Maysville and Big Sandy Railroad Company.Railroads United States.Patterson, W. C.Stevenson, Thomas B.Miller, Edward.