The Wheeling daily intelligencer. [volume] (Wheeling, W. Va.) 1865-1903, 1883-11-13
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H4llr0aG DulIulnS nhb Uhue great ueau-
way in this country, and there are many
who begin to ask whether 1t Is not time to
call halt before good money is buried 50
deep that the second generation will do
well II It shall be able to realize on It. In
an article on special feature Of railroad
business the Financial Chronicle says with
regard to this general view:
We sometimes hear the remark that our
railroad mileage Ear grown too fast. Grant
Ing, for the Slke OF argument, that there Is
some basis for such y statement, 1t by no
means follows that our mileage Is TOO large.
Fast Is to DO accepted IS relative term-fe:-
alive 10 the present proportion oil the coan.
try's busines. We have as yet only small
part OF the railroad mlleSgs We will ultimate
~ have and need. Railroads that were bank
fupt ten years ago are to-day paying diyi-
bends upon their stoCk-suoh has been the
growth aud development OF traffic. Further
Extensions arr, then, only question OF time.
It may be that we have as many trunk
lines, and Of these as much mileage, as will
serve our purposes for decade. This is
question not easily answered and to be de-
tertnined only by the growth OF the coun-
try. Even now new truak lines are being
built, Others projected, and the work will
20 on. There must be profit or reasonable
hope Of profit in the business or capital
would not seek 1t.
Whatever may be true of great trunk
lines there Is o branch Of railroad building
lar from oyerdone. There are communi-
ties in The general path Of trunk lines yet
deriving bu. scant advantages from them,
because the path Of the railroad does not
lie through them or conveniently near
them. These communities are isolated as
they can not afford TO be in this age Of
steam and telegraph. West Viz
g,nia will serve well for an illustration,
the greater part Of her vast area
untouched by railroad, her own people
hemmed In and settlers barred out, fine
mineral, timber and fIrming lands requlr'
ing only the railroad to give them ready
sale at good prices Or to enhance their pro-
ducing value 10 those who hold them.
Without the railroad the twentieth genera.
ton will be no better of than this. The
intrinsic value that is in the land was
there when the Indian trod it. Market
value comes only with the mark;t.
Before West Virginia can realizs on her
great wealth hundreds Of miles Of railroad
must be built within her borders This
mileage for the most part will be Of kind
which does not attract outside capital
mileage tina! will not "be built anyhow"
for 1t is not a necessary part OF great
transcontinental highway. Our people
must build their own local roads. That is
TO say, that must make the start-show
that they appreciate the advantages OF the
railroad, that they believe in it and are
willing to give it what support they can.
Individually our people are poor. They
will have to act mostly through their
districts and counties; and it happens
that they eau do this with no cost, bu. a
positive profit 10 themselves. OF course
there must be need Of railroad, some
thing for it to do when it is ready for work;
for though railroads largely create their
own business they cannot make barren
county largely productive. But where
there is need Of railroads the counties can
issue bonds to help the building and never
feel the burden. This much done, pr.
vate capital may be induced to do the re.
mainder.
To West Virginia the narrow gauge
offers most for interior development. Other
communities will find the standard gauge
practicable and profitable. But whatever
the gauge, this class Of railroad construct.
ion-local railroads to bring isolated com.
munities into connection with the great
world outside-nust begin to engage more
attention now that the country is SO well
supplied with great trunk lines. Let US
hope that West Virginia will step promptly
to the front TO take the place for which
Providence has so richly endowed her.