Staunton spectator. [volume] (Staunton, Va.) 1849-1896, 1852-12-15
INTERNAL Improvements:

gates Tor the consideration of this important sub
ect. The aggregated friends oflnternal Improve
ment constitute a decided majority Of the Legis
la'ure; but an improper feeling of jealousy ant
rivalry between some of the particular lines, may
probably prevent united and successful effort.
general convention was held at Union last sunIne
to effec: concerted action and as our readers vii
rcmembcra schcmo ofcompromiso was adopted,Pro
viding for the prompt completion of all the leading
lines. 1t was then determined that the extension 0
the Central Improvement by railroad from Covlnst'
to the Ohio shouldbe constructed on State account
for the joint benefit of the Central Railroad ant
the Canal at the same time II ,oas refused to fig
the .'guage" (width of track of this extension a
5 feet as was proposed
The spirit of this compromise is still regarded
as binding all parties, but we are sorry to learn
that there is disposition manifested in some quar-
tiers to take advantage of its terms to inlict Sc
rious injury on the Central line, by requiring a
break of guage at Covington, the effect of which
will be TO subject their road most unustly, to the
cost of transhipping at that point all of their
through tonnage and travel. This is question oil
primary importance to this Central road-and
through it, pro tanto, TO the State.
tits now settled point-determined by the
most scientific and experienced Engineers--that
there is no practical preference for the feet over
the feet l-2 inches guage-the former is that
of the Va. s. Tenn R. R. and proposed for the
Covington and Ohio extension, the latter that OF
the Central Road and the Orange and Alexandra
and Manassas indeed of most of the Railroads OF
the United States.
The Canal could derive no just advantage by
such an interruption. The cost Of transhipping to
the narrow guage could not differ much from the
equally necessary cost of transhipping to the Ca
ual-hcnce all the tonnage which preferred the
railroad would continue on it, notwithstanding the
necessary trlnshipment; and such must be the
case with all the lightermerchandise andthe trav-
ell with which speed of transportation is the main
object and the only effect of the break of guages
as to this would be an unnecessary tax of time and
money-a burden ,ohich might be sufficient to d.
peH from This route TO competing lines in othe,
States, this most profitable to railroads Of altrans
portation. On the other hand, the heavy tonnage,
which is at once Improbable to the railroad-and
unable to pay its higher charges, must be deliver
ed over to the cheaper transport Of the Canal AT
that point,whether or not there be any break III the
guage. This idea is favored by the singular fact
that the grades are practically ghteron the railroad
from the Ohio to Coyington-but from this point
Eastward they are somuch heavier probabll!-
ty tomako necessary for the heavily freight
trains from the Ohio, always to leave portion OF
their loads at CoYingon in orler to pass the steep
or Eastern grades. But why pause TO contend Tor
this? Who doubts that when this Improvement
reaches the Ohio it will find tonnage awaiting it
more than four-fold as much as both the canal and
railroad can accommodate
But surely the Virginia and Tennessee Railroad
should not seek TO prejudice the Central BY requr-
ing the extension to the Ohio to &c Of the live ie''
guago. That Company has no immediate interest
or concern in THU question This would 10 refui-
ring the Central road to give up their peculiar route
entirely for the benefit Of another Company who
have no rights in this direction, either Of priority
of occupancy or of original design. We imagine
that the Central Railroad can never submit to such
demand-oyen if the Virginia and Tennessee
Company could be 50 devoid of magnanlmlty as to
askit.
Without pretending to discuss this subject al
presant-we have said doubtless, sufficient to sns-
gest the many other obvious reasons why the Pc
culiar friends of the Central Railroad should per-
tnaciously insist upon the continued guage CT the
track to the Ohio River all reason requiring it
and, apparently, nothing but ungenerous selfish
ness opposing it.
The bill at present before the House proposes 10
constitute the Board of Public Works Com
pany to construct this Railroad extension to
the Ohio river on State account; they, OF course
to determine the guagc of the road. But it is un
derstood that the Canal Company will offer sub
sttute for this bill-and ask the privilege to them
selves of controlling the construction OF the work
for the benefit of that efiete corporation.