| Location of count | Period covered by count | No. of vessels passing |
|---|---|---|
| Sixth Street Bridge | Aug. 24-Oct. 23 (61 days) | 4,534 |
| Ninth Street Bridge | Aug. 26-Sept. 30 (36 days) | 3,279 |
| Fort Wayne Bridge | Aug. 20-Oct. 28 (70 days) | 4,925 |
| Thirtieth Street Bridge | Aug. 24-Oct. 23 (61 days) | 2,022 |
| J. R. R. Bridge | Sept. 13-Nov. 13 (60 days) | 1,460 |
| Forty-third Street Bridge | Aug. 23-Nov. 1 (70 days) | 1,580 |
Assuming that the ratio between the number of vessels during any given period and the total for the year is the same at all bridges as at Dam No. 1; and assuming that the relative number of different kinds of vessels are the same at all bridges; and further assuming that the average weight of cargo is the same at all bridges as recorded at Dam No. 1, we reach the estimates of total traffic under the bridges given in Table No. 3.
| Location of count | No. of vessels | [43]Weight of vessels | Weight of cargoes | [43]Wt. of vessels and cargoes |
|---|---|---|---|---|
| Sixth Street Bridge | 21,763 | 1,097,378 | 1,247,020 | 2,344,398 |
| Ninth Street Bridge | 25,904 | 1,311,823 | 1,484,299 | 2,796,122 |
| Fort Wayne Bridge | 20,685 | 1,043,020 | 1,185,250 | 2,228,270 |
| Thirtieth Street Bridge | 9,706 | 489,416 | 556,154 | 1,045,570 |
| J. R. R. Bridge | 8,030 | 404,905 | 460,119 | 865,024 |
| Forty-third Street Bridge | 6,636 | 334,613 | 380,243 | 714,856 |
The largest total, that passing under the Ninth Street bridge, is without doubt somewhat less than the total traffic on the river, and a careful study of the figures would seem to indicate that the total water-borne traffic of the Allegheny River in 1909 amounted to about one and three-quarter (1¾) million tons of cargo or three and one-half (3½) million tons gross displacement, including cargoes, barges, tugs and all vessels.
The water-borne commerce on this river is of the cheapest character, consisting almost entirely of sand and gravel dredged from the rivers and coal floated down the Monongahela and delivered along the shores. All this sand, gravel and coal is carried in low-lying barges or scows moved by tugs or towboats.
A small amount of package freight comes in and leaves by packet boats.
| Coal | 231,232 tons |
| Other iron or steel products | 428 tons |
| Sand | 132,894 tons |
| Gravel | 123,579 tons |
| Brick | 75 tons |
| Stone | 3,869 tons |
| Timber | 8,519 tons |
| Lumber | 3,519 tons |
| Pit posts | 13,950 tons |
| Braces | 600 tons |
| Railroad ties | 6,650 tons |
| Wood | 45 tons |
| General merchandise | 3,119 tons |
| New barges | 2,628 tons |
| New boats (coal) | 3,940 tons |
| Manure | 1,000 tons |
| Bark | 455 tons |
The average value of the freight based on prices prevailing in 1910 is about $3 a ton. The average value of the carriers is about $65 a ton. As there is a slightly greater weight of freight than carrier, an average of $30 per ton would be a fair estimate of the value of freight and carriers. The total value of the water-borne traffic of the Allegheny River for the year under the various bridges would, therefore, be about $105,000,000.
The passenger traffic on the river is so small that it may be considered negligible. It is estimated at 35,000, largely pleasure traffic in small boats.
About one-third as much tonnage goes through Lock No. 2 as through Lock No. 1, and about one-sixteenth as much goes through Lock No. 3 as through Lock No. 1. There is no navigation on the river above the third pool. It is claimed, however, that with the further canalization of the river above Dam No. 3 and the raising of the bridges this traffic would be greatly increased. It is to be hoped that there will be a considerable increase, but there are distinct limitations on the probable amount of the increase. The Monongahela has a larger and more highly favored local territory to draw upon for freight than the Allegheny so that under the best of conditions, with every possible improvement of navigation, the traffic on the Allegheny can never be expected to approach that upon the Monongahela.