The Ashland union. [volume] (Ashland, Ashland County, Ohio) 1854-1868, 1854-11-15
tFrom the Dayton Daily Journs;
The Broad Guare Railway

4GooAo Oil LuC
various Railway enterprises of the State
Of Ohio, either in operation or in pro-
gress-o of constructions, no road has been
undertaken possessing higher merits and
greater confidence both BY those liter
Fested along its line, and by the public
generally, than the Franklin and War
reu Railroad. It was commenced with
a very much larger amount of actual
cash subscription than any other road in
the State Of Ohio,-a very considerable
sum having been subcribed to its stock,
as a permanent investment, by persons
entirely uninterested In the road. 3
The motives which prompted the pro-
I~jectors of the road to undertake its con-
struction are various.
LIST. The necessity of the continuation
of the various roads leading from Phila-
Hdelphaa and New York to the eastern
line of the State of Ohio as a great
through route, in a south-westerly direc-
ton, through the State in the shortest
practicable line. !,
I'd. The remarkable adaptation of the
country along this route to the cheap
and easy construction of a road with
light grades snd comparatively straight
lines.
Sd. The necessity of the road as an
Loutlet to a large portion of the country
now without any public Improvement
of this kind, and the necessity of the
whole country along It's line for a shor-
ter and more direct route to the east
In relation to it's connections almost
every one is familiar. At the State line
1t has two ACKNOWLEDGEMENTS
by the way of the Venango and Sunbury
and Erie Railroads to Philadelphia and
New York and another running north
easterly to Olean, at which point it
connects with the New York and Erie
Railroad, thus securing a large amount
Eof the southwestern travel and business
of the New York and Erie Railroad, as
we'll as of southern New York to the
Franklin and Warren Railroad. Its
most important eastern connection is at
Warren, at which point it connects with
the northwest Pennsylvania Railroad,
forming by it and the Pennsylvania
Central Railroad the best route to the
city of Philadelphia and New York.
The southwestern terminus of the
road is at Dayton, situated In the heart
of one of the rishest valleys in the west,
at which point it has yarions connections
In a westerly and south-westerly diree-
ton to Cincinnati, Louisville, Indian
apolis, st. Louis, Memphis, and New
Orleans, a portion of which roads are
now in operation, and all in a forward
state of construction. The section of
State traversed by the Franklin and
Warren Railroad is remarkably adap-
ted to agricultural pursuits, a large por-
ton of which is anequaled in the coun-
try for fertility of soil and productive
ness, and alI-of which are far above a
medium quality, there being no waste or
unproductive land along its line, but
comparatively level and unbroken, thus
rendering the road cheap and easy of
construction, with remarkably light
grades, and with but few and easy
curves.
The foregoing considerations are
some of. the motives which induced its
projectors to undertake its construction.
The stock of the road was principally
subscribed about a year and one half
ago, and the construction of the road en-
trusted to a board of directors chosen
from among It's principal stockholders.
The board of directors are composed of
men of ability and extensive means, and
are amply qualified to carry out the en-
terprise with which they have been en-
trusted.
Marvin Kent, Esq.,swas chosen presi-
dent of the board-a man esteemed for
his energy and abilities, and who has
used every effort to carry out the inter-
ests of the company.
In spite of the financial troubles
during the last year, which has caused
the total suspension of many roads
within the State, yet the Franklin and
Warren Railroad has been slowly, but
steadily, going forward.
The right of way for the road has
been nearly all secured, and upon highly
favorable terms, and about. one third of
the grading of the entire line has been
done as well IS a large amount of the
masonry.
The directors of the road are ener-
getic and efficient men, and have used
every effort to- aid in carrying forward
the enterprise and with the full coop
GRAFTON of all the stockholders, are con-
fdent of being able to complete theroad
at al early day.
The decreased demand for Iron in
consequence of the suspension of SO great
an amount of work in this country has
already reduced very materially, and
Judging from present prospects the costs
of Iron at the end of one year from this
time would not much exceed the cost in
1850 and 1851, which would make diff
ference of about one million dollars in the
cost of the Iron for this road.
The design of the Company is to
construct a model road, to build every
part in a most thorough and substantial
manner to lay it with a much heavier
rail than is ordinarily used and to
thoroughly equip it, with the best OF
machinery in such a manner that it may
be operated more rapidly and with great
er safety than any road now in opera