The Valley Virginian. [volume] (Staunton, Va.) 1865-1895, 1884-12-11

capitalists to the Importance of more d.
rect railroad lines from the Eastern cities
to the Southern centres and outlets of
trade. The tendency Of the projects in
is to make direct commune
cation between Boston. New York and
Philadelphia, and tile Southern cities OF |
Norfolk and New Orleans, in order to |
bring the Southern trade centres and out
lets INTO closer communication with the
Northern marts. These indications are |
but the beginnings vi Il new industrial era
1t Is to the interest OF both sections that
there should becloser commercial ties, for
when these are effected u more.lrect and
tangible sympathy will spring up between
the North and South. With through lines
uniting the two sections. by means OF the
capital Of the North, there will naturally
follow capital to engage i'll other enter
prises of an industrial character. With
we'll assured promise of this, a nodifica-
ton Of political views may lie expected
Railroads are the forerunners Of manufac-
lures and manufactures will constitute ed
vocational agencies, forming public senti.
ment in the direction Of legislation to
foster industrial pursuits. With the
present relations of parties in the law
making department Of government, we
may safely calculate that no excessive
enactments will be tolerated, and nothing
be done to strike at the basis of our indus
| trial development and progress. With rail-
roads and capital appropriated to the
Southern section, economic questions will
be considered in connection with the in
terests involved, and as it becomes APP
parent that Southern prosperity is closely
related to he protective policy. we will
soon find healthy revolution in public
sentiment, and the South as much as the
North the seat ofga growing belief in the
policy that sustains American industries.
We point to one fact of smuch signili-
canoe as indicating an important drift In
the currents that are to shape the business
relations and. ideas. of the Southern peo
pie. In the past ten months Of the current
year there have been placed in market IL
the Northern cities and right at the doors
of the most extensive iron manufacturer
in Philadelphia and Pittsburg 76,lll toni
of pig metals. OO9 tons of which wert
from Virginia. While this is only pei
cent. of the iron product Of the country i
shows that Southern iron products cal
invade the Northern markets and be solt
at competing prices with the Northern
manufactures, Notwithstanding the trans
portation cost of "a to S. per ton. Thi!
is a remarkable showing Not so mucl
that bold effort to compete in Northern
markets with Northern manufactures ha
: been successfully made, but as evidencin
the cheapness which attend,irOn manufac
" ture in the South. 1t is an interestin
fact for Nor thern. capitalists to study, in
asmuch as it establishes by tangible test
:. the proposition that the South must soone
n or later become the field Of iron manufat
: ture, at least for the supply of the Souti
: which has heretofore been drawn froI
!, the North.
Take this important showing into col
r sideration in connection with the railr0a
:, progress inlthe South Land it means mucl
5, 1t assures the world that the iron for raj
5, roads can be manufactured in.the Sout
e at from 81 to SIS less ON thestOn than
J. the n orth, and that consequently railroa
L construction can be accomplished for tina
D. much less, to say nothing of the adval
W tages of cheaper labor and more equab
e climate in the South than in the Mort
If or West We do not assume that preser
g manufacture could supply present demand
on a large system of railroad construction
,e 1t is likely that the first lay Of ste
* would have to be furnished from Norther
lie mills, and as railroads progressed ire
\. manufactures would be encouraged, and tt
al supply become ample for increased indu
IS trial establishments in the South.
The importance of the sale of 76,0t
pr tons of Southern iron in n Northern marke
to is shown not so much from the mere fa'
r. of the business transaction, but becaus
d of the argument it adduces to convint
,e business men that the South can supp
n iron cheaper than it can be made anywhel
it else and that consequently public improv
ar ments can be constructed, byreason OF thi
at less cost than in any other portion {
or the Union. OF course railroads would NJ
at be constructed merely because they. cou
g. be built cheap, without any estimate Of tt
n trade they could command and the prof
Of that would ensue. Were it simply to te
t. the comparative cost of such improv
1
ct be useless to offer a suggestion or CONNER
is on the subject But the fact is, the Sout
is naturally the richest portion of Il
II. Union. Her products and natural r
IF sources are more diversified than in al
n other section. There is more to develC
m more to invite enterprise-more bus
~ ness to be created-more wealth to be III
q. earthed and greater remuneration to
a realized in the South, through the meal
If of railroads and manufactures, than ca
rs be furnished in any other portion of ii
90 country.
e. This field of thought is all suggeste
m by the fact that $4,000 tons of Souther
iron have been placed on the Norther
N | MdTkeb. WltulI WIG pttoe tClt iHUueuo.
m means that the South can supply her ow
o. iron demands-that capital can find large
ID returns in Southern industries than
in Northern-that railroads can be col
+. structed cheaper-that greater develop
h. ments and richer returns may be secure
IL in the South than in any other portion I
n. the Union, and that these consideration
r. must have their influence in directir
q the energies. the skill and capital Of tt
il. country.
"a AS yet the South is unknown TO til
6 outside world Its diversified and exhaus
ii less natural resources are comparatively
ir sealed book. Current events are invitin
attention, and the day is not distant whe
railroad building and iron manufacture
h and other industrial undertakings,w win ea
II pose region as prolific in all the element
!; OF wealth and comfort as any on the hal
liable globe.
u The total vote of 1868 was 5,724, 655 /; {
Y 1872. 1865, 805 of 1876, S,312, 1888 Of 1881