The Valley Virginian. [volume] (Staunton, Va.) 1865-1895, 1883-06-21
The New Virginia.

The Shenandoah Valley OF Virginia ha
but it has never appeared clothed with TIT
same interest that business enterprise an(
industrial development invest it now
The region is u part OF that continuous
limestone valley which stretches through
the middle and border States from the
Hudson river to the Tennessee river. II
is great natural highway, which has Ions
invited adequate development. From
Hagerstown, Maryland, to Roanoke, il
Virginia, Il distance of 240 miles, the
Shenandoah Valley Railroad forms a link
to complete system having the choice OF
Philadelphia Baltimore or Norfolk as
shipping outlets or markets for the Valley
OF Virginia. for all of southwestern Vir-
ginia, and the border counties of Tennes-
see and North Carolina. This extensive
region is rich in minerals, us well us agri-
cultural products, timber and cattle. A
good deal OF freight has been taken to
Baltimore under traffic rates by the West
ern Maryland Railroad with the syndicate
controlling the Shenandoah Valley and the
Norfolk and Western Railroads but it is
hardly q 1.-THE of the business which finds
direction towards other markets. In fact
the Western Maryland Railroad and the
city of Baltimore get no more business
than they can actually command under the
circumstances. Like the Western Mary
land Railroad. the Cumberland and Penn
sylvania Railroad also works under har-
monious traffic arrangements.
1t was hard pull to place wheels on the
Shenandoah Valley Railroad. The enter
prise bent before the panic of 1873, and the
road was only completed twelve months
ago. Much of its construction is tenn
porary, but its builders proceeded on the
theory that it was easier to secure money
for betterments than for original con-
struction. Experience proved the wisdom
OF this conclusion. By degrees capital has
been consolidated in the hands of Phila
delphla, New FORK and other Northern
capitalists, who have Il broad and sagacious
policy, which binds to them all the diversi-
fed local interests and centralizes power i'm
q system OF their creation. Some steps are
yet to be taken to complete this consolida-
ton but it exists now as much as it ever
Will be, when all the purposes of its man
ayers and promoters have been fully con-
summarized.
On the completion of the Shenandoah
Halfway in 1882 and the transfer of the
Atlantic, Mississippi and Ohio Railway to
the Norfolk and Western Company, oper-
atlng arrangements were made which prac-
tlcally added new trunk line to the rail
road systems of the South. 1t is under
stood such negotiations lire on foot as will
result very soon in the ownership by one
management of the Norfolk and Western
and the Shenandoah Roads, Traffic. it is
stated, has jumped on these roads almost
beyond the power of managing it, and
III ,00O,Oo0 year is expended for equip
ment tomeet the requirements of business.
In time the tive-foot gauge of the Norfolk
and Western Road will be made to conform
to the standard gauge, 4 feet 81 inches, of
the Shenandoah. The broad gauge was
that trade could be controlled and forced
by this means to build up Southern ports.
TO meet present requirements several
acres OF standard gauge trucks are kept at
Roanoke for shifting
The recent purchase Of the Washington
and Ohio road and its franchises by the
Shenandoah Company adds an important
arm to the trunk line To attach the pur-
chase to the system it is only necessary to
grade and lay tracks from Round Hill. in
Loudoun county, to Berryville, Va. a dis
lance OF II miles. The route is over the
ridge, but the grade is not heavy and the
| cost will be small, while the advantage to
the system will be immense. The franchises
include the right of way over the Alexan-
crla Road into Washington city and into
the Sixth-street depot of the Baltimore
and Potomac Road
Among the latest movements to secure
the system at Norfolk has been the Dur
chase OF Lambert S Point for terminal
facilities. This point is understood to af-
lord the means Of rivaling the Chesapeake
and Ohio Railroads terminal advantages
| at Newport News
Within the past three weeks IS miles of
road, built from New River, on the Nor
folk and Western Road to Pocahontas. in
Tazewell county, Va, have opened coal
measures from which q thousand tons of
bltumlnous coal, equal to Connelsville
coal Tor coke and steam uses, may be now
shipped daily, and it may be put up to
1000 tons if needed. The cost of mining
IS figured down to 80 cents ton, and the
hauling is 37S miles to tdewater at Nor
! folk and less to Washington city us a com
petitor OF Cumberland coal by the Chesa-
peaIe aud Ohio Canal. Coal in abundance
| for coke has been secured in the Flat Top
region within reach of the railroad system,
| for all the needs of the iron industries
which have come into existence. Just
here, however, ought to be pointed out the
significance OF the declaration recently
made by Col. Jed. Hotchkiss that there
was mo anthracite coal in Virginia worth
a button" If anthracite coal existed in
abundance in Virginia, some PENNSYLVANIA
| interests now allied for Virginia develop
ment would be apt to look to home interest
first. But anthracite coal mines in Penn
sylvania and bituminous coal beds in Vir-
ginia may be worked without any conflict
OF interests by the same capital Anthra-
cite has It's uses, which may not he inter
| fered with by any other coal and money
made in it may be very well and safely en-
ployed in developing Virginia mines, if,
as Col. Hotchkss says, and he is the best
authority, there is no anthracite coal in
| Virginia worth q button.
The policy with which Kimball set out
in the Shenandoah Valley to encourage and
promote local Industries has created traffic,
growing in Importance every day. A dozen.
| iron mines have been opened on the line of
the road, and as many more have been
| opened at other points within supply of
the system. There are several furnaces.
! and Roanoke has grown to be town of
| Importance the seat of the comnanv's