Los Angeles herald., 1890-09-06
The Council Will Redeem
Themselves at Once.
The Franchise to be Granted
for the Terminal.
Local Notes From the Companies
Here and There.
Chicago Terminal Facilities and the Salt
Lakes Interest in the Los Angeles
and Salt Lake Road.

udrlllO anu EdSIeTu railway COulpduy.
This is the Belt Line, on which work
will begin in few days, as reported in
the HERALD few days ago.
News reached the city yesterday that
on the previous night the dead body of
man named Kuhl had passed Mojaye
to San Francisco. The deceased is said
to have been a fireman on the Atlantic
and Pacific, who was killed in an acci-
dent. The Santa Fe officials here
know nothing of the matter.
Hon. w. H. Workman says
he is out of politics for the
purpose of taking care of the
railroad to boom Los Angeles. That is
all right, for the Terminal is "getting
there" Yesterday conference was
held, to which Mr.. Burnett and the coun-
cila were parties, to talk over the
matter and agree on a plan of action.
All the points have been
arranged, and as next Monday
and Tuesday are legal holidays
pass the ordinance granting the railroad
all the roads will not be able to get into
this city. There is plenty of room.
Railroads build up cities, and no other
influence can. Study out the following
exhibit of how Chicago has been made
what she is. The Railway Age, pub
lished at Chicago, shows the situation
there:
"The mileage of tracks and the
amount of ground occupied for the ter
minals of the railways entering Chicago
are much greater than is generally sup
posed, even by railway men. A compil-
alton from the census returns shows
that 26 different railway companies
have within the city limits of Chicago
1,090 miles of tracks and 3,843 acres of
land for terminal purposes-a mileage
greater than the entire main line mile
age OF either New Hamshire or Connec-
ticut, and an area equivalent to
more than six square miles. The COM
panies having the greatest terminal track
age within the city are as follows Chicago
q Northwestern 169 miles, Illinois Cent
raj 124, Milwaukee & st. Paul 112, Chi
cago & Western Indiana SS, Pittsburg
Fort Wayne & Chicago 70, Chicago Bur-
lington & Quincy II, Chicago Rock Is
land & Pacific 72, Lake Shore & Michi-
Pittsburg Sc, Belt Railw ay So, and SO on
are as follows: Illinois Central 591 acres,
Chicago & Northwestern 455, Chicago &
Western Indiana 352, Chicago Santa Fe
& California $40, Pittsburg Fort Wayne
& Chicago 2S1, Belt Railway 232, Chica-
go Burlington q Quincy 225, Chicago
Milwaukee q st. Paul 214 etc. 1t must
be borne in mind that several of the COM
panes have large freight yards just out
side the city limits which as really form
part of the Chicago railway terminal
system as do those within the city limits,
so that the above figures, large as they
are, do not indicate the whole of the
railway mileage and acreage devoted to
the vast terminal business of the rail
ways converging at the greatest railway
center in the world. The value of this
property, considerable part OF which
lies in and close to the business center,
is already enormous and is increasing
at rapid rate. Although the railway
profiting by the increase of real estate
values in Chicago, as all the ground
which they own for terminals is becom-
ing increasingly valuable, still as it is
chiefly held for actual and necessary
use the increase in value does not help
the revenues of the companies, while
on the other hand the taxes are large
and yearly increasing"
Any one who wants to know what has
made Chicago the great city she is, has
the full answer in the above lines.
The Railway Age is one of the most
conservative papers in America, and
admits to it's columns nothing that has
not the similitude of truth plainly i'm
pressed on it. Here is something that
journal copies from a Salt Lake publi-
cation of recent Issue:
''There is no line that Salt Lake is
looking forward to with more pleasure
than the road to Los Angeles. The
Union Pacific railroad has had surveyors
out running lines in all directions to
discover the most feasible route to the
City of the Angels. This road has also
the country to determine its resources.
The proposed route will take one OF two
directions. Apparently the most feas-
ible one is to leave the Utah Central at
Milford, thence southwark to Phoebe,
New, thence to Bristol Pass, thence to
White River Wash, over Frieburg Pass
to Pennoyer Valley, Kane Spring. the
headwaters of the Amargosa river,
down to Ash Meadows, Death Valley,
over into the Mojave desert, striking
the Atlantic and Pacific road at Bars
tow. The grade will not exceed 100 feet
per mile, nor six degrees of curve. The
cost will be from 1000 to $4,000 per
mile. The other route which, on ac-
count OF its great resources, is likely to
be selected, is to leave the Utah Central
at Juab, ascend the Sewer valley to
Bear valley, cross over the low Fremont
pass near Parowan, thence near the
Iron Springs, and so out on the Esca-
lante plains near Milford, following the
route already mentioned from Milford.
This will be very productive, for the
upper Sewer is very productive and is
lined with valuable mining camps,
which will ship thousands of tons of
ore. At Salina the large rock salt beds
will be tapped, supplying all possible
demands. A spur at this place, run
ming a few miles, will pass
the salt deposits and cross
over to the coalbeds, which are the heav-
lest in the territory. There is one vein 80
feet thick, which the company already
owns. Near the coal and at Fremont
Pass there is any quantity of fine tim
ber for lumber and charcoal. At Iron
Springs the road will touch the great
iron deposits, bringing them the char
coal, coal and possibly the coke from
near at hand, and will give to Utah