The daily dispatch. [volume] (Richmond [Va.]) 1850-1884, 1870-01-06
Trunk Line to the West"

Mcesrs. FISK 4 HATCH, bankers, oil Ne"
York, have issued an interesting pamphlet
on behalf Of the Chesapeake and Ohio rail-
road, which they style tho " Central Trunk
Line 70 the West The title OF the pampf-
lot is: "a statement showing the sure'
."riori:y Of the Chesapeake and Ohio raul
"road az short, constant, and economical
slime 0. Communication between tae Attain
ste seaboard cities and those Of the Ohio
land Mississippi valleys and the Pacific
"eoast. with an account Of the preaent
condition and prospects Of the enter
prise"
CHANGING at that great western anu
northwestern country, now numbering
eight great states, with population Of
II. 900. 900, twenty thousand miles Of rail.
rosas. and whose railroad freight in 1867
amounted to more than twenty-one millions
Of tona, valued ct over three thousand MIL
Ions Of dollars, the pamphlet goes on to
compare the through routes which afford
communication between that great section
and the Atlantic with the proposed Chesa'
pcake and Ohio line, showing it's great ad'
vantages over them all. ut has not, y
says the pamphlet, "of late years, from its
isolation during the clouds Of war, re-
cciyed the attention it deserved, but has
1t last pressed itself upon public notice
by the enterprise and weight of the
Chesapeake and Ohio Railroad Company,
in whose hands the franchise OF the whole
line between the-tide water Of Virginia
and the Kentucky shores Of the Ohio ls
low vested. Through The superior force
IND energy incident to the free-labor sys-
tenn Of the North the more difficult and
costly routes referred to we're pushed 70
successful completion. Now that slavery Is
e.tinguished, and Virginia is thrown open
70 the same energy and self-reliant private
enterprise which have conquered 80 much
greater difficulties further north, her sure-
rior and comparatively easy route invites
eager attention, and is at once seized upon"
\ brief history Of the Central railroad
is given, and the terms Of its final consoli-
dation with the Coyiugton and Ohio rail-
road are stated. The progress that has
been made on the latter part Of the con-
solidated line is stated, and the grand do
nation Of $4,000 by the State Of Fir-
gin;a to the company that will complete
the work to the Ohio is explained. 1t is
assumed that 80. 900, 900 in addition to the
amount already expended will complete the
road 10 the Ohio with tirst-class single
track, and provision made at tunnels end
bridges for second track.
Pursuing the advantages Of this route over
others, the writer Of this statement lays
down the sact that Richmond IS The most
scestern limi.of Atlantic fde-rutcr naviyo-
ton, and continues thus: " The most east
erly limits Of the Ohio navigation are
found al Pittstarg, and at CanneItcn, on
the Eunorho the latter point nearer
TO Atlantic Underwater than Pittsburg By
twelve miles, and also nearer to Cinrin-
nati Gy acdter more than ttcO hundred
miles. The line Of the railroad be-
tween Richmond and the point on the KIT
nawha furnishes the shortest portage be-
tween the coast and inland system Of nav
CATION. Barges can transfer their freights
to cars at the Falls OF Kanawla, whence
they arc carried to the waters OF the Chcsa-
peake by q line twelve to forty mile. shorter
L.. ~. 1 4 =
delphia, and forty-onc to Recenty-onc miles
shorter than the line between Parkersburt
and Baltimore. AT the same time boats
can receive at the western terminus Of the
Chesapeake and Ohio railroad, and carry
return freishts to Cincinnati and all points
on the Mississippi by Il course $50 miles
shorter than boats loading at Pittsburg,
and 200 miles shorter than the course from
Wheeling. The Chesapeake and
ohio ,uilroad touches the 10000 miles Of
-nssis$ipPi system Of navigation at its
most reliable eastern limit, and thence t.
Tie principal 1rcstern cities, haS absolutely
he shortest ordilutlc connecting railroad
ami ,rdtcr lines"
This view is important, when we consider
what Il vast amount Of produce is trans
ported By steamboats, on the western waters
\ steamer loaded ut st. Paul, Fort Benton,
Montana, and Ill the points of steam
boat navigation on the Missouri and
Mississippi rivers, may transfer freights
10 the cars at the Falls Of the Kanawha.
In the interim before the james
River and Kanawhn canal is finished,
the agency Of the Chesapeake and Ohio
railroad in transporting the freights Of
these boats from the Kau1wha to the most
westerly point Of Underwater navigation
viz, this city-is a matter Of great impor-
lance. Tie pamphlet alludes to the james
river and Kanawha canal as work now
attracting CREST deal Of attention, but one
that cannot be fniahed With sufficient
promptness to meet the demands of trade.
In the mean time, before it's accomplish
ment, the railroad will furnish that portage
betaneen the ,caters which is shorter and
better than any get established.
And now, with reference to the compari-
ION of the through railroad routes. The
writer gives tables showing the distances
between leading western cities and the
Atlantic tide, which are in every instance
favorable TO the Central Trunk line for
treights; and like comparison between
those places and Washington city, showing
how the Central line, for its shorter dis