Wheeling daily intelligencer. [volume] (Wheeling, Va. [W. Va.]) 1852-1859, 1853-09-14

we should more imperatively need the Rail. The
existence of various concurrent and extraordinary
influences in regard to this matter has demonstrat-
ed The at least occasional fallacy of commercial
calculations There is at present, no probability
of any important reduction in the price of Iron;
and we shall accordingly have to submit to alarge
increase over the cost of the Rail for the Western
Division. While this necessity sa subject ofmuch
regret to the Directors, they cannot charge them-
selves with any remtssness in the premises. They
could not feel justified in buying two-thirds oil a
million dollars worth of Rail before means were
provided upon which even to base negotiation.
THE EASTERN TERMINUS.
In addition TO the delays produced by the action
of other municipal officers, whose constituents
had voted stock for the Road, The effort of the
authorities of Wheeling to govern The location of
our line through the county of Belmont, by with
h lding her subscription of S250,000 previously
volunteered for,us caused serious loss of time
in making up stock list for the Eastern Diyis-
ION. When, however we had made arrangements
to build the Road without her aid, and distinctly
expressed the determination to locate our ternin-
directly within the corporate limits of that city
provided she would co operate with us in the OBJ
ainment from the State of Virginia, of the neces-
sary legislation to authorize the construction OF
Rail Road Bridge across the Ohio, and we propos-
ed to build such brdgeof at least the same eleVa-
ton as her Suspension Bridge, and also to have
inserted IN the law every reasonable guad for the
protection of her interests, or the interests OF the
stockholders in the w Wheeling and Belmont brdge
Y
come TO our plansinstead of opposition We relied
upon this the more confidently from conviction,
which we still entertain, that the Central Ohio
Road is mo;e important TO the manufacturing M
terssts of Wheeling than all the other Rail Roads
together, that terminate or propose 10 terminate in
her vicinity. But we were mistaken. She has
either moderated the value of our Road, we have
mscalculated the ordinary springs oil action, or
there are other interests besides the public s1etTe
at the foundation of the opposition. That we may
not be misconstrued we do not hesitate TO express
the belief that this opposition originates IN de-
termination to make the several Roads Imnatng
opposite Wheeling become tributary to The Sus-
pension Bridge, or compel them TO buy out the
stock, which, we are informed, is not yet dlVl-
dend paying stock. If in this suppoSltlon we have
done injustice, we shalt regret II, but We cannot
otherwise accountfor the obstacles thrown III the
| way of our making what wedeem the most aaVan
| tageous terminus for our Road, and one which we
| believed would confer Unreasonable advantages
upon Wheeling herself, without costing her a dol
| lar. Nearly years efforts and Iorbe arauce have
satisfied us that we shall not have Justice done 10
our Road, nor the facilities furnished in tnat city
| for a double junction with the Baltimore and the
Hempfeld Roads, until we shall have manifested
our ability to do without 1t. fortunately Tor U.S.
| circumstances not only admit OF this, but furnish
| a more enlarged and more favorable system OF
| Railroad connections than we at LTSt contemplot-
ed. AT the point where our Road falls INTO the
| Ohio River we can make lnterchangeS with the
| Baltimore and Ohio Road at saving OF eight
miles of transit. The mode of interchange can
| be something like that used by the Philadelphia,
! Wilmington and Baltimore Road across the s. s.
uuehanna. 1t is true that any system of ferriage
will not be so desirable as the use OF a Railroad
bridge carrying traffic directly to and from the point
OF transfer; but it will be cheaper and more eX-
i peditious than drayage across the Suspension
Bridge at Wheeling. AT the point we teller to, the
| Company would not be subjected TO any wharfage
or other city expenses, and will have every pnSSI-
BILE facility fer making such lines of approacn and
Il departure as the Engineer HAY prefer. The Dl
rectorS have accordingly ordered branch from
their main line at this point to accomplish the con-
nection with the Baltimore Road and for River
transfers. Donations of ample grounds for Gepots
and machine shop purposes being made, the Com
pany will be at no expense at this place, except
the cost OF grading, and of proper structure.
Il The Baltimore connection ulen being provided
for advantageously than il could be ut Wheel
ing, if either erriage the use OF the present
bridges be contemplated, the next consideration Of
the Board was given 10 the most favorable MODES
of connection with the lines of Road leading 10
I Pittsburgh and Philadelphia. We had made the
location OF our main line 10 West Wheeling, upon
: the Ohio side, where we proposed TO make tenn
pUrdry terminus. 1t was Made temporary to guard
against the exhaustion OF our chartered powers,
but with the expectation OF changing Il as suOn as
we could obtain the necessary legislation, and be-
come pecuniarily strong enough TO build Bridge
without the aid of other companies, If that could
not be obtained readily. When 1t became evident
that the desired Observation-Disclosures furnished,
the board rescinded the order indicating the ter
minus confirmed the location us far as within one
mile of that place, and authorized the extension
of the line up the river TO such point as should
admit eff tile most favorable connections with the
Pittsburgh and Philadelphia lines of Railway. The
Cleveland and Pittsburgh R. r. Co. having obtain
ed the necessary legislation TO authorize the exen-
sion of their line down the river from Wesrll'e SO
as 10 connect with our Road, and having the prom
Use of means sufficient 10 extend it, and also TO
extend it up the river TO point whele 1t meets
the Ohio and Pennsylvania Rail Road, was natu-
Tally indicated as connection that would give us
not only advantageous access to Philadelphia
through Pittsburgh but also by the Allegheny VAL
ley Road, with its attractive broad gauge, directly
/ to New York, over the New York and Erie Rail
way. Whatever preferences we may have felt 10
make these same connections over the Hempheld
and the Charters Valley Roads, on account of the
less lneal distance, YET the time in transit by the
| way of the ravine of the Ohio, with its level
grades and easy curvature, will probably be quite
as short by the Hempfed Road, if the transfers
at Wheeling have to be made by drays and carri-
ages over Zane's Island. This will be especially
the case, if, as we anticipate, weshal be able 10
make contract similar to the we have with
the Columbus and &enia Company, authorizing
the transmission of traffic of or for our Road over
theirs, in our own cars, either in regular or special
| trains.
As The Cleveland and Pittsburgh and Ohio and
| Pennsylvania Roads have the same guage as ours,
! such an arrangement would be practical eEten-
sion of line to Pittsburgh, and the establish
ment of terminus in juzta-position toith the
terminus Of the Pennsylvania Central, the ALE
gheny Valley and the COnneLLsUiLe RGiLroads!-
With all this shall hold just as favorable posi-
ton for connection with the HenpfeId Railway as
any other Road terminating opposite Wheeling.
Whilst there are but few Roads that can beast
of double junction so important as will be the
Baltimore and Ohio and the Hempfed Roads, this
arrangement will furnish us more advantageously
than TO others the unparalleled advantage of fUe
different Great Lines, compiling for our inter
changes.
[Concluded Tomorrow.
SPECIAL NOTICES.