New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1869-05-01


TENT 90 miles long, rising 1It feet per than
On permanent line OF railroad in the United Statesor
Europe This bad feature cannot be avoided except by
feature would materially affect the cost of freigtage
based cost OF operations. -
The cost OF lands for dpos and shops would DO very
great at San Francisco and the very ground sought 10
be occupied the west side OF the Bay OF san Francisco
en- the CITY, is controlled by the Salt Lake ne
and would entail heaVy expense In right OF way "uu
desirable location ,..
s. There would not accrue any advantages in tho mat
ter OF traffic or business for the road at San Frat
that could not be controlled from san Diego Dy nT any
steamers, controlled by the Railroad Company ho tine
advantage that would warrant or Justify az oe mr.
the additional expenditure OF Cy LOT t the com.
pose, especially considering the isoy S fonr or five
petion OF the through line would be ~ San francisco
years H t6 Salt ss e the physical and
climatic advantages of the southern pass
scctny Nth Ire steam grades and heavy SHOWS On tho
contrary, the following reasons arc "0i'H' Va '11
ID iaTS6 C gong 70 sSh of time distance cost and
radSts are Secured over the Salt Lake line, or the line
Te The California section OF the line could be COM
pleed in cay two years time as compared with say i've
ra@ as SSu to the Colorado River because Of
cheaper construction and convenience OF populated set
Disace-Tho transit Of freight by rail would be- say,
800 miles from San Diego Pittsburgh and points
Salt Lake line Tulare line, saving In freighage OF
M to per tun and allowing s. per tun for freightage
pany's line Of steamers freight could be carried TO
Chicago and points east thereof for $40 or Sl2 less peru
we'll passengers than by either OF the other roue
and oriental freghts and passengers IN either dreoto
touching at San Francisco for S5 or $50 less per u
and head on the usual basis of rates per mle ana II
gradients alignment and cost Of operations DC cOnso'
ered stn greater reduction OF freghtage may be pre-
! Grades-The Morongo and San Gorgona Passes may
be crossed with gradients not exceeding 50 feet per %
with no greater cost Of construction than IS usual on
ordinary mountain sections OF railroad lines On euen
grades locomotives usual draw their average loaus, az
important advantage IN comparison with the lbachapy
Pass section Of tho line to San Francisco Where oA"
| locomotives would be needed. - a.. -
| A in drafC Os n 70,
nual interest thereon, which interest alone woud pay
for two miles Of tunneng at The rate OF SO per
or IL applied TO surface construction would allow s.OCo
per mile for q mos and enable sai Snt Of the
These sd yantaees Of TTe Distance Gradients, and
Cost are of vital Importance to any railroad enterprise,
but especially asking aid from the GOverheh. do
great interocoanic line If these advantages be con
S9ered with that OF ipt the Southern limo would pos
scss preponderang advantages the salt Lake hne
| business OF western Europe with Eastern Asia g.,
Now as San Diego Bay Is tho only harbor south OF san
Francisco. all suitable for rail road elainss t1S al
vantages just told be secured by going TO san Deso
only nor can they be compensated by gong 10 san
Francisco nor would any advantage be gained Dy GONG
to san Ts n Distance ra9es and Cost
secured by the San Diego line; ana atnongn is Gus
omary to incur greater expense to secure tho greater
advantages yet in this Gaze 1t qnito the reverse Th
resulting benefits are incident to the line OF lesser
The cost Of lands for depots shops &C. at San Diego
would be merely nominal as lands have been set aside
such
together with gift Of 10000 acres OF land for general
purposes great advantage IN comparison win inc
s. Taking as granted that twenty millions OF dollars
would be saved construction Of road by going TO San
apped 70 the Construction Of the road through the
mountain passes reduce the grades and shorten tho
in establishing line OF steamships with eastern
Asatc ports 70 be controlled by tho road thus securing
the Oriental trade beyond doubt and this could be
accomplished with far less money than would build tho
q As one half OF the amount saved may be said be
Government subsidy It may be claimed that the adop-
ton Of the san Diego Inc Wopld save zen millions 10 In9
the famous Sutro Tunnel which the Government declines
aid TO economists this idea is one OF special interest
In asking aid from the National Government cor.
poraons the strongest arguments that could be made In
favor of the enterprise would be based upon the great
advantages OF time, distance grades, cost and climate 20
be to the southern line over all others distance
pepses; time and cost ruling in the matter OF interests
and diyidends and the climate maintaining the eoatinn
| These advantages can be realized TO some extent by
taking the road San Francisco but DC secured IN
| the highest degree by taking II TO San Diego.
These reasons are sound and the conclusions fairly
drawn and should be carefully considered In deciding
the Pacific terminus of the railroad, even 1t should be
| built near the 35th parallel.
ROUTE or TnE THIRTY SECOND PARALLEL
The route OF the 32d parallel would be governed by
the circumstances controlling certain chartered railroads
"Memp6s II FasoP and Pacific Railroad which was
Red River. via Phantom H, to near III Paso the Rio
| Grande This route has been surveyed IN It's whole
length and about miles thereof carefully located from
war and prepared for the permanent way the rails for
which were seized by the Confederate authorities
New Orleans and further work thereon prevented This
OF the route possesses the most favorable oond
tons 1t Is 5l3 miles long, and trayerses gently undu
latug plain country, of very easy gradients the maxi
being 6s feet mile, and the average grades only
q feet per mile even including the Guadalupe mountain
section The greater portion Of the lire IS well mbered
with pine aud post oak timber and Is OF ght sandy
soil with clay subsoil aud Is known 70 produce well.
or the section from the Red River to Phantom Ill., 400
well timberod and watered for the whole 4O1 miles;
country IA which have resided Tor the last Ten year,
cotton, corn wheat tobacco hemp, vegetables, and fruits
OF every description II may be regarded for the distance
miles the line OF the road and extending on each
side north aud south 100 miles as the best wheat section
on the American continent"
This line could DO laid TO pass south OF the great
eaked plain and lies IN the valley Of the Pecas River for
100 miles would reduce the section OF desert plain
his Sne ageaura section Of Texas needs no comment
and very favorable condition of gradients Is far bet
Kansas Pacific Roads. Whatever hostility may be eX-
pressed TOWARD tno AZ naeu . M
the evidence OK the superiority OF th route over th0so
From FL Paso the route should follow the valley OF tho
Rio Grande the vicinity OF La hasla, and thence
rising by the table lands the valley OF the Mmbres
River near Mbres City thence by Cooks Spring and the
BurrO Mountains reach the CHA River b. the Arayaypay
Fort Yuma and thence 10 san DIEGO by Warmers or ia
cuinba Pass The section OF this route between the Rio
Lieut. Parkc u g. Engineers and It's value aud general
conditions for the purposes Of railroad well determined
the maximum gradient is 60 feet mile and the sums
Of ascsnts ana aeseents are nGw
most remarkable condition And II Is quite probable
that Il tho route were diverted from Lieut. Parkos route
/ near Cooks Spring and carried by Mangers Ranch 10
the first bend OF tho ella, 1900 feet Of grade lac
elevation could be avoided without increasing the DIS
| tapce From tho MarcOpa Wells to Fort Yuma. OF tho
Colorado River the mouth OF tho Ga the average
The valley of tho KIo Mfnbres and the valleys and
mountains about tho head streams OF the ella, arc said
wear The valley Of the CHA "a well watercd and has
many fine, open valleys suitable lor AL hgTioutural