The Tiffin tribune. (Tiffin, Ohio) 1868-1887, 1872-02-15
CONTINENTAL RAILROAD.
A description Of its Advantages, Etc
| OFFICE OF THE CONTINENTAL r.
r. Co, 90 BROADWAY, n. Y,

Description OF its Advantages, EtC
/ OFFICE OF THIS CONTINENTAL r. I
I H. Co, 40 BROADWAY, y. Y,
January lst, 1872.
The Continental Railway, an air
line Of road, projected and in process,
[ OF construction from New York Il
Chicago and Council Bluffs, Is an ab
sOlute necessity to the growth anC
prosperity of New York.
This Corporation is created BY con.
sOlidatiOn, in pursuance of law, Of
Companies organized by authority OF
each of the States through which il
passes, the Charters granted by the
said States containing ample and, in
some cases, extraordinary powers
This lines saves So much distance be-
tween its termini over the existing
lines connecting the same terminal
points, that it can connect by existing
lines, or lines in process Of eOnstruc-
ton, with a saving Of from go to 200
miles with the cities of Buffalo, Cleve-
land, Toledo, Detroit, Chicago, Mil
waukee, st. Paul and the Northern
Pacific Railroad. on the one hand, and
with Pittsburgh, Cincinnati, Louis
vile, Columbus, Indianapolis. Cairo,
St Louis, on the other, and the Union
Pacific Railroad and Pacific Coast
Indeed, all the States west Of Penn
sylvania receive their share Of this
saving in distance, and bring their
products by this route so much nearer
to the markets of New York city.
THE ROUTE, ITS LENGTH.
r 4 l.
States of New Jersey, Pennsylvania,
Ohio, Indiana, Illinois and Iowa, and
will be in its entire length about treire
hundred and thirty miles, or nearly tluo
hundred miles shorter than the exist
ing lines between New York and COun-
Gil Bluffs.
IT'S CURVES ARE LIGHT, IT'S GRADES
EASY.
The maximum grades OF the COnti-
mental are one per cent, while the
other lines, extending west from the
Atlantic seabOard, have maximum
grades from 1.S5 to 2.15 per cent.
IN RUNNING TINE BY EXPRESS
PASSENGER TRAINS.
When this line is completed, il will
be able to run, in competition with
other lines, from New York to Chica-
90, in % hours, and from New York
to Council Bluffs in 80 hours, with a
saving to the other
principal points with which it con-
meets.
SAVING IN TINE BY FREIGHT TRAINS.
The same is true in handling live
stock. The line will be able to bring
live stock from the Mississippi River
to New York in 40 hours Of running
time. From the ease Of its grades and
SdUilq of distance it can bring wheat
1t all seasons of the year from Illinois
Or Iowa for thirty cents a bushel, and
greatly reduce the price of transpOr-
5atiOn of ali the products of the Great
West to this city.
CONSTRUCTION AND EQUIPMENT.
This line Is to be constructed with |
! double track of heavy steel rails from |
New York to Chicago, and single |
rack, with same class of rail, from
Chicago Junction to Council Bluffs, |
he superstructure to be iron bridges |
whenever that material can be used, |
)Tick depOts, machine shops, ware
houses, elevators, &c. 1t is intended |
hat it shall be in all respects u first
lass road The equipment will be in
III respects first-elass, and in sufficient /
Quantities to do the business offered. |
Is COST AS COMPARED WITH THE /
TRUNK ROADS WITH WHICH IT |
COMES IN COMPETITION.
The Continental Railway, with its |
iOuble track from New York to Chi /
ago, and its single track from Chica-
70 Junction to Council Bluffs, its /
leavy steel rail, its full and ample line
Il equipment in superstructure and /
Olling stock, and go, 900 of coal lands /
developed to a capacity to fuel the /
Dad, will cost in its capital stock $50
100, 600, and in its first mortgage bonds /
100, 600, 900; total cost $50, 100000.
HE NEW YORK CENTRAL AND HUD-
SON RIVER
md its connections to Chicago and |
1Ouncil Bluffs have a capital indebt- /
dness of S230, 100000.
THE PENNSYLVANIA CENTRAL
md its connections to the same points
lave a capital Indebtedness of over
'215, 600, 900. For nearly half the dis
ance from New York to Chicago,
hese roads have a single track, with /
small amount of steel
all, and some of the distance a light
ron rail, with their superstructure
md equipment very much inferior to
hat proposed in the construction of
he Continental.
Thus it is seen that the Continental
Railway will have greatly the advaut-
ge in the class of its road and equip
nent, with only about tWO-thirds Of
he capital Indebtedness of its great
and their connections.
is YEARLY EARRINGS WHEN COM
PLETED.
Its line passes through cOal-fields fur
more than three-fOurths of its entire
istance. 1t passes directly through
he great Anthracite basin of Schuyl-
ill county, and rich BituminOus coal
Ields of Middle and Western Penn
ylvania and Eastern Ohio, and is the
Iearest route TO the regions of the
OTmer State. Its route is dotted with
ron furnaces in successful operation
nd more than One-third Of the pig
ron manufactured in the United
itates is produced along its line, be-
ide the products of many rolling mills
.lready IN successful operation. These
reat coal fields and iron interests are
rought much nearer New York by
he Continental Railway than by ex-
sting lines, and will command a large
hare of that business.
1t will have further advantages in
ffering superior facilities for develop
ng the coal and iron business in the
bOVe localities.
After leaving the Eastern coal and
ron belt, the remainder of its route
asses through the rich agricultural
istriet of Ohio, Indiana, Illinois and
OWa, securing to its main line, and
y connecting lines, an enormous
rain freight.
ITS ADVANTAGES TO CONNECTING
ROADS.
In that immense region lying West
North of the Ohio Riv-
T; and West of the Mississippi River,
m bracing the Northwestern States,
he Southwestern States, the TerritOr-
es and the Pacific States, there are
rom twenty-five to thirty thousand
niles Of finished Railroad, and a pop
IlatiOn of over 80, ,000,9 600 souls. This
Teat region is the grain-prOducing
nd wheat-prOducing portion Of this
ountry, and its railrOads tend TO ev-
ry conceivable point Of the compass.
let the manifest business Of all is to
AIRY the surplus products Of their re-
pecsive localities TO Eastern markets,
nd New York City is the natural de-
'Ot and distributing point for hum
reds Of millions OF bushels OF grain,
he millions of heads of live stock,
he surplus product Of this region. IL
but fair estimate that the COnti-
.ental Railway can give all this great
sailway system, by its saving Of dis
Anee and other advantages, an outlet
o the Atlantic seabOard, with profit
o itself, from 20 to 30 per cent. cheap
7 than by present arrangements with
COMPARISON c
'etween New York city and prominent polr
TiSENrAL L