The daily dispatch. [volume] (Richmond [Va.]) 1850-1884, 1871-03-30
-, 1v;ev of the situation

fhe following artieie 'AoAA ~ ..,-.s
Sn,ctator. We know from the facts sta.eo
IN thus cheering article that our iriend Of
,no snec,ator has perfectly reliable au-
.hsr,,, Far his statements. We confess that
49, ,,srn, manifestation of interest in TINS
49,, IRON, the town Of Staunton-one OF the
,o,,.sost ornaments Of the incomparapy
n.,u,ifu, and fruitful Valley Of Virginia.
offords MS the sinceress qualification, as We
orc snrc Il will to all Of our readers. Inc
sentiment expressed in the article VIII hno
warm response in Richmond.
When such views as these come from
peonle who, by Typographical barriers and
nv the ill-directed policy of the State nave
been absolutely driven in some degree TO
seek alliances out of the State. how can
man IN Richmond fail to be enthusias-
ticy As long as the true Virginian feel
ins is cherished under these circumstances,
none should lose hope and energy; aud
when we sec that causes are so plainly and
powerfully tending to the realization OF all
that we can desire for the promotion OF the
prosperity OF Virginia, we should feel de-
gree of encouragement and resolution never
experienced by our people at any former
time.
The Staunton Spectator of Tuesday says:
"aooD TIDINGs FOR RICHMOND AND vIR'
GINA.
eve have been gratified to learn from a
source worthy of entire confidence that it
the opinion Of the United States officers
who are engaged in clearing out the OBJ
structions to navigation in the James river
below Richmond that by an expenditure OF
less than half million of dollars it is prac-
ticable to obtain q clear depth Of eighteen
feet Of water at low tide. AS the tide rises
at Richmond about four feet this will give
twenty-five feet of water at high tide.
"If this should be accomplished 1t will
we'll Justify the Chesapeake and Ohio Rail-
road Company in making Richmond its
eastern terminus, not only for freights in
tended to be sent coastwise, but for mer"
chandise which is intended for shipment TO
foreign ports. Twenty-Five feet is enough
to float large ocean steamers with full
freights. We believe that the harbors OF
Baltimore and Charleston have not much
more than sixteen feet of water at low tide,
and we doubt if Philadelphia has more.
There are times and conditions of the winds
and tides when even New York, the great
commercial emporium Of the United States,
cannot be approached by steamer draw
ing twenty-five feet.
"Why, then, should not Richmond be-
c,me great commercial city Sheis nearer
to the capes than Baltimore by more than
fifty miles. She will have greater depth OF
water from her wharves to the ocean than
her sister city, which claims to be the
Queen of the Chesapeake. And more than
all, she has larger and more productive
back country-accessible by easier grades
and more favorable curves in her lines OF
railroad communication than either Baltl-
more or Philadelphia. The difference be-
TWEEN 30 feet per mile, the maximum grade
Of the Chesapeake and Ohio railroad, and
116H feet to the mile, the maximum grade
on portions of the Baltimore and Ohio rail-
road, must tell powerfully in favor OF Rich
mond.
"The intelligent and energetic gentle
men who have the Chesapeake and Ohio
railroad In charge, have not been slow to
understand these commercial advantages,
and we have been pleased to hear that they
are about purchasing, If they have not al
ready purchased, a frontage Of 1000 feet on
the river, Immediately below Richmond,
with a view to construct the appliances
necessary for a large trade, and the accom-
mediation of any number of ships and
steamers that may be necessary to remove
the merchandise of all kinds, which may be
brought from the far West.
"When the Chesapeake and Ohio road
shall have completed its line to the Ohio, !
and laid down its four tracks, which MIR. |
HUNTINGDON thinks will be necessary to !
accommodate the traffic which will seek an |
outlet along its line, brighter day will be- |
gin to dawn on the beautiful metropolis Of !
Virginia.
"Those who limit their views Of the flu |
ture ireights on the Chesapeake and Ohio |
railroad to the productions of northern
Kentucky and southern Ohio, and the iron, |
coal, lumber, and salt of the intermediate |
country, will lind that they have greatly |
underestimate their magnitude and i'm
portance. 1t is true that the trade arising
from opening intercourse with these parts |
Of the country will be very large. But,
when Mr.. HUNTINGDON shall have perfected
his connections with the systems OF south |
western, western, and northwestern rail- |
roads, the traffic that will seek az outlet
through Virgins will be enormous. By the
time the main line of the Chesapeake aud
Ohio railroad is finished to Huntingdon, u
connecting line will have been constructed
from Huntingdon to Lexington, KY, thus
bringing Richmond in direct communica-
ton not only with Lexington, but with
Louisville. Thence, railroads already eX-
tend throughout the west and northwest. |
Nor Is this all. Ohio is moving to effect |
connection between her system of railways |
and the western terminus of the Chesa. |
peake and Ohio line. Chicago, too, is earn
estly agitating the question of constructing
IN airline railroad from that city to Hun.
tipgdon, SO as TO secure for herself an I'm.
broken line of railroad communication with
navigable water at Richmond, which will
be 200 miles shorter than the route to New
York, and possesses great advantages over
other existing lines in regard to grades, |
curves, and liability to interruption by snow
and ice.
"Richmond should therefore spare no
effort to secure the removal of the obstacles
to navigation which now obstruct the chan
mel of the lower James. Full and authentic |
statements of the facts should promptly be |
Il lat tofor hot