The Council Bluffs nonpareil. [volume] (Council Bluffs [Iowa]) 1857-1867, 1860-04-28

From this comparison, it will be seen, th'
Central route IS only l,71112 miles long
measuring from the exterior point of The
Hannibal and St. Joseph Railroad to th'
navigable waters Of the Sacramento. il
will also be perceived that the Central line
10 not only the shortest but It is 2.S miles
shorter than the line of 80 degrees; 80.
miles shorter than the Northern line. Thus
proving tn. Central route 21S miles shorter
than the shortest rival route.
A glance a. the map will verify geome,ri,
cally the relative length OF the various
routes, showing that the central line starts
three or -four degrees Of longitude further
west than either of the other proposed lines,
and, leading to the came point on semi.
diameter, i. 10 shorter than all exterior lines
Bv adopting the Cent? al route, which 10 &c
much the shortest. much time aud money
vii bs saved to the United States.
BRANCH CONNECTIONS.
The central position Of this line makes
the SUN Of the branches from the south and
the north not only mashematically shorte'
than they otherwise would be, but IT 10 es'
pecially Concentration branch lines, as they
can follow the great river channels in ap-
proaching the main trunk. For instance
From Memphis follow up the valley OF
White river; from Fort Smith follow up the
Neosho: from ST. Paul follow up the valley
Of the ST. Peters to the south bend OF thai
river. md thence, via Sioux City, approach
the main trunk. Ii will be seen that ouI
liver valleys make couv enient approaches
for railroad lines.
Rat H, i, for Pacific branches that this
line 10 especially canveniepi. and The only
an. that eon accommodate branches to al
fhs Paeife porfs. a Southern route would
not scccumodate Oregon and Washington
A Norsherp route would not accommodate
Utah or southern California; but from tbs
central l.ne you can branch frcm the Sal
I..ke valley 90 o. 10 accommodase ali those
ve.terr Stases and Tsrrii osies.
Tbi, convenience Of branches, especially
"a the Pacific ports, seems to conclude the
.rrum.u, in favor Of the central route. Te
MAZE a trunk line inaccessible TO Oregon
and sourthern California would be absurd
aud accomplish only fraction OF 'ae objects
ryopcsod.
military and commercial point OK view, ans
our compsncem-ut Of railroad sss,c.., 81,
should !oak 20 an t.f sSnHeS.s 81 d.
growing aud eommaniins r - ''
cisc. - --s.. ;,,,c,.
Ane co. .a,k~.s. j. The Gulf OF cali-
ane. - ,,d ..rheuxh that inland sea does
Io.naS, ns,,>-. to u.. We nass look with interest
IS favor 90 such heaorahse arrangements
as will ve our Pacific main the benefit OF
such a hsrbar, and our railroad syssem early
and easy connection with IL.
fsAcrgeasurrr or a cESTsAi RorTf.
II ~ouli be folly TO present ealy ,ae
bright .p,ss in the long nnd mainly sascs.
tied, unca.sivasse line Of every proposed
,sose for p.eise railroad. or to pretend
III. route - uniformly easy. There are
bad and good, r.ca ani harrfa, : ush ard
smooth .sesscrs 90 each 'ine. Tss best
proof Of the greater ads an'sses EXISTING on
the Csn.rai eoate is fosn'i IA these facts :
srs.. that niseaenshs Of ,he oyexsaod eni-
sra,,aa hare adspsed shis rsdss. and seq
ansty. Ike sraslsmss eAe4 MEH@ NeAs~riau
asrsss~ss ne sasy -. - rsxy kesr ~ rss
81. - - q 80. r