Virginian-pilot. (Norfolk, Va.) 1898-1911, 1899-06-14

lines 10 many OF tho principal ports OF
the world. we have what Is bound to
become the greatest seaport in America.
And the Capes Of Virginia will some
day be the golden gate of the Atlantic,
even in q much more significant de-
gree than the entrance to San Francisco
bay Is the golden gate OF the Pacific.
And transportation. gentlemen, will do
1t all.
WONDERFUL MATERIAL GROWTH
Norfolk, Newport News, and oil the
territory about the harbor Of Hampton
Roads, are advancing and growing at
a most wonderful rate, certainly equal
to any other particular section OF the
United states. and excelling most other
sections. There is no reason why q
young man of this section should go
West or anywhere else to acquire rich
es. The possibilities are far too great to
leave them. Industry, economy and pa
thence are just as sure to win here as
In the diamond mines of South Africa,
or the gold flends OF the Klondike.
Gentlemen. we may be Justly proud
of our calling. Transportation is the
leading business of the world in point
of capital invested and in point OF
earnings. And in the ranks of this yo-
cation will be found the best business
talent In all countries. Not that we
take unto ourselves that proud dis
tinction, but we are OF the men be-
hind the guns of the men that make
the wheels go round, and there are pos
sibilities before every one of u.s. No
better illustration of those possibilities
can be found than In the career of the
late president OF the Pennsylvania rail-
road, Mr.. Frank Thompson.
RAILROAD PROPERTIES.
"The latest estimates put the value
of railroad properties In the United
States ut nearly twelve thousand mil
lions of dollars, and the annual earn
ing power of these properties at twelve
hundred millions of dollars. These fig
ures are almost incomprehensible. The
earnings of the railroads for one year
are nearly two hundred millions more
than the total value of the grain crop
of the United States for the same pc
Rod. And yet the railroad earnings are
not excessive in relation to the capital
invested. The growth of business along
the lines, and competition, have had
the effect OF making the average of
freight rates so per cent. lower to-day
than 1t was twenty-five years ago. The
railroads of this country give employ
ment to nearly one million persons
which is infinitely more than are en-
gagged In any other one pursuit except
that of farming.
When by vim and vigorous enter
prise the first railroad was built in the
face OF many obstacles across the con-
tinent to the Pacific, there were many
SkepticS who were sure 1t would not
Poy' anu MOuIQ llOI stay. 11ut IL ulu
stay, and many others followed. And Il
country which had been n desert and q
forest began to blossom like q rose, and
the great West became the grain grow
Ing garden OF the world. Along those
great arteries of trade farming thrived
large cities with numberess factories
grew up, and small towns and villages
became numerous. And yet lf to-day
those roads were to cease to operate
the country would soon lapse into its
former condition, and the large cities
would soon be deserted.
TRANSPORTATION AS AN EDUCA-
TOR.
Transportation has done more to
educate and enlighten the world than
any other one agency. and think 1
may be safe in saying more than all
other agencies combined.
Transportation will make 1t possible
to carry the gospel into the farthermost
parts OF the earth.
Transportation is making the United
States the richest country and greatest
on the face of the earth.
Gentlemen, while much has been
done for railroads by our cities, by our
States and by our Government very
little has been done, except in the way
| OF harbor improvements, for our mer-
chant marine. The recent war with
| Spain certainly demonstrated very con-
clusively that the navy of the United
States Is the bulwark of our strength
| as nation. And I think I make no
mistake when I say also that the mer-
chant marine is the bulwark and
strength of the commercial interests Of
our country.
The merchant marine of the United
states has history which IS varied
anu run OF interest. In the early days
| or our independence. and when we
| were settled down and under our own
| Constitution. one Of the first matters of
consideration by our law makers was
the question of commerce. BY q system
| or discriminating duties and tonnage
tax imposed upon foreign bottoms, the
| American merchant marine grew to
| such proportions as TO aBtound the
world. And at the beginning of the
| present century we were carrying in
American ships about 30 per cent. of
our foreign trade. For more than a
quarter OF century we continued to
hold supreme control; and In fact there
| was no successful competitor until the
advent OF steam vessels gave an enter
| Ing wedge to our principal rival and
the decline became more marked with
the introduction Of iron and steel hulls.
Then 1t was that Great Britain had the
advantage, because she could build of
iron much more cheaply than we could.
| Nor was She content with that ad-
vantage. but she began to subsidize her
vessels in the foreign trade. with the
| ''OpC VI icSdiiHi6 lOSl ground. ana ner
enorts were successful in a sufficient
measure to cause our Government in
lS45 to grant the first subsidy to an
American line. This struggle for mas
terry continued until the beginning of
the civil war. at which time we were
carrying in American vessels only about
60 per cent. OF American commerce, but
privateers then drove nearly all Amer
lean vessels off the seas; and we have
not since regained our lost position.
I'VE have been too busy since that
time with internal improvements; too