Fayette County herald. [volume] (Washington [Washington Court House], Fayette County, O. [Ohio]) 1860-1???, 1874-12-31

Railway, the pennsylvania CenLraI
Railway and the New York Central
Railway.
Articles of Association signed at
Greenfield, Dec 18th, 1874, with the
following Board of Directors:
John H Thomas, J. Thompson
Warder, Geo. H. Frey, Springfield.
Asbury P. Catch, South Charles
ton.
Geo. W. James, Jacksonville.
Jas. Pursell, Madison Pavey Wash
ington @. II.
". W. Bell, Geo. I. Rucker, Green
Richard R. Seymour, Elijah G.
ROckhold, Bainbridge.
James Emmitt, W. E. Jones, Wa
verify.
j. C. H Cobb, H. L. Chapman, j.
L. Long, Jackson G. II.
Henry F. Austin, Jackson county.
SPRINGFIELD, JACKSON AND PoMERoY
RAILWAY.
A railway to be built by the people,
owned and operated in the interest of
the people, as line of cheapest trans
portation, connecting the vast mineral
region of Southeastern Ohio with the
agricultural and manufacturing dis
trict of central and western Ohio.
The controlling features in the prop
osition now presented to the people of
Clarke, MAIDS 4, Fayette, Highland,
Ross, Pike, }, ekson, Vinton and
Meigs counties, are that the railway,
as defined in the charter, is to be built
by them. ready for the cars, at cost
of about $4,000 per mile, so that no
debt shall be made until the COM
pany is in condition, by it's own earn
ings to provide for both interest and
sinking fund. Every subscriber to the
stock of this company is guaranteed
railway or no payment Of his subscrip--
| ton
When S8OO,OOO are subscribed, the
entire line between Springfield and
Jackson will be placed under contract
to be put in complete readiness for the
cars, at the earliest possible date.
No foreign aid will be invited or &C
cepted, until the people residing along
the line have such complete control of
the ownership as to settle the question
of its being operated in their own in
terest, as a line of cheap transporta-
| tion
SPRINGFIELD, JACKSON AND PoMERoY
RAILwAY-As AN INVESTMENT.
Passing over the vast considerations
embodied in our proposition as they
relate to cheapening of coal and iron
and salt to citizens of Central and
Western Ohio, and the new, direct
market opened up for these products
of the mineral counties, we feel iusti-
fed, by most careful investigations of
the economy of narrow gauge rail
ways, in asserting that the Springfield,
jackson and Pomeroy Railway will
prove paying investment to all who
subscribe to it's stock.
1t can be built very cheaply, as COM
pared with other railways in Ohio,
costing less than half the average of
what are called the standard gauge
railways. In addition to the ordinary
passenger and freight traffic drawn to
lines of railway, our proposed line
will have guaranteed, by it's location,
a very large and regular business in
coal, iron, salt, Waverly sandstone,
and lumber transportation.
No mineral road in Ohio has hereto
fore been built of the standard gauge
at less cost than $4,000 per mile,
yet they all pay large dividends on
that cost. Placing our line on the
lowest scale among mineral railways
we are assured of annual dividends OF
ten per cent. at least.
ADVANTAGES OF THE NARROW GAUGE.
Carefully compiled statistics, to-
gether with the closest observation ot
practical railway men, demonstrate
conclusively the following facts:
l. That in a broken, rolling country
like that over which most railways arc
built, the cost of constructing the
: narrow gauge is from one half to two
f thirds less than the cost of construct
! ing the broad gauge.
2. That the cost of equipping anC
operating the narrow gauge is vastly
less than the cost OF equipping anC
: operating the broad gauge.
l 8. That for transporting passengers
the narrow gauge is as fast and com
Portable and as safe as the broad
> gauge; while from the Comparatively
small cost of building and operating
e the narrow-gaugei it can furnish lowe
rates of fare than the broad gauge.
4. That the narrow gauge can sue
cessfully carry live stock, grain, lum
ber, and in fact every class of freight
at saving to the shipper of at leas
thirty-three per cent. of the cost o
shipping by the broad gauge.
5. That from their small cost, ligh
operating expenses, trifiing interes
account, and successful carrying ca
pacity, the narrow gauges have PROVED
to be paying investments.
6. That the narrow gauge will sup
ply the great want of the times-cheal
1 transportation.
: THE NARROW GAUGE FOR FREIGHT PUF
+ PosEs-FAcTs AND FIGURES
l. SHOWING ITS SUCCESS.
Extract from the report of VIM.
u Palmer, President of the Denver an
s Rio Grande Railway-Narrow Gauge.
l. ''Are not the cars too small to cal
n ry certain kinds of freight advantage
ously ?'
g No, because the last years bushes
showed that in actual average work
!, ing, the narrow gruge box car, weigI
Al ing four tons, carries even:
.. ~ POUND
3 OF wool in sacks, loose, 5 90
e OF wool in bales, loose, s OO
y OF wagons and agricultural
!. machinery, 9 90
Of furniture, 4 OF
These are the most bulky article
n which railroad has to carry, pl
y even of these the proportion ofempt
to paying weight is in favor Of tt
- narrow gauge.