The daily crescent. [volume] ([New Orleans, La.]) 1848-1851, 1850-10-29
Neworlcon, and Internal improvements.

We had not lntenQeu SO bOuu 10 nave ItlSEIGu
again to the Jackson Railroad, but we have been
shown letter from distinguished and influential
gentleman of Mississippi, and kindly permitted to
make the following extracts from it, which show
not only how feasible is the scheme, but that this
road would, as we have endeavored to show, give
to NewOrleans the benefit of all the improvements
now penetrating the Mississippi Valley. The let
ter says
from Orleans 10 the State line Two boats, costing
go each would be ample for navigating the LAKE dna
can be grubbed graded and bridged for sVQ Pe 9 con-
know one wealthy man in Amite, who offers ~ tahs Luz t
| line for $40 COO"
The writer of this letter has given much atten-
| ton to internal improvements, and IS perfectly ac
| quainted with the country through which the con-
tempated road would run, and 1t will be seen that
he estimates the preparation OF the road Ior 'he
superstructure at much less than we did NO one
at all conyersant with the contemplated route OF
this road. in this State, but must be satisfied that
the cost of constructing it to the State line must
be as cheap, or cheaper, than any railroad In the
Union.
In the Report of the Mobile and Ohio Railroad,
founded upon Mr. Troost's Report it will be seen
that this road is estimated to cost $1450 per mile
| The contemplated route for the jackson road is
over a country much better adapted for railroad
| than that surveyed for the Mobile and Ohio road.
| On the Mobile and Ohio road it is estimated that
the cost of preparing the road for the superstruc-
ture would be $500 per mile while the Jackson
road can be put under contract at $1,000 per mile.
On the first road the iron is estimated at 500 per
ton; it is known that 7 iron, weighing 4Olbs. to
the lineal yard, be purchased, delivered here,
for $50 per ton, and perhaps less. Thus these two
items of grading and iron would reduce the esti-
mate of the Mobile and Ohio road to about $40, 900
per mile which the Westminster Review says is
the average cost of railroads in the United States
Regarding, then, the peculiarly favorable nature of
the country through which the Jackson road would
pass it will be seen that our estimate of $4,000 per
mile its cost is warranted by the history of rail-
road enterprise.
In the construction of this road how little is asked
of New Orleans. To give to New Orleans rail
road communication of 40 miles, and connect
ing link with all the improvements that are extend
ing themselves to the Mississippi, she is only asked
to construct forty miles of road, requiring a sub
scriptiOn of some 100000. Let New Orleans con-
struct the road to the State line, and the counties
along the line of the road, aided by the liberal po
icy of the State of Mississippi stands prepared TO
complete the road to Jackson. When it shall have
reached Jackson it requires no foresight 10 see that
the natural force of trade will extend it not only
over the rich prairies of Mississippi to junction
with the several important lines of improvements !;
but that it ultimately extend it to the great
lakes, and thus form a mighty river which will
pour into New Orleans the commerce and wealth
Of the valley of the Mississippi. Should New Or
leans now prove faithful to herself what prospect
is opening to her. Let the grand, important and
feasible Tehuantepee improvement be pressed to a
completion, and at the same time open rapid and
certain communication with the interior of the
country, extending to the great Lakes and the AT.
lantic coast, and soon will New Orleans place her
self by the side Of her sister cities in honorable ri
valry. The Tehuantepec improvement must not
only bring to our city the commerce that whilens
the Pacific, and the gold that enriches California,
but it must give new life to the country over which
it passes, increasing its production and consump-
ton, and thus add to the mighty tide Of trade that
will flow along this grand improvement to our city.
And when this increasing trade shall have filled
our stores and warehouses, will the Mississippi,
though crowded with magnificent streams, be suE
icient to meet the requirements of this commerce
Look at New York, and see if her canal noble and
magnificent it is, has been able to transport The
various products that seek a transit through it. The
demands Of trade have called railroad after railroad
into existence, until the whole Slate is a network
| Of improvements. These various improvements
have not detracted from the produciveness of each
other, but by the increased facilities they afford the
country, they have called into active employment
| all its productive powers. Though railroads have
penetrated almost every part of the State of New
York, yet the amount of her canals, so far from
Y decreasing, have continued to improve. The re-
ceipts from her canals in 1916 was So, 756 1906 and
they had increased in 1919 to So 266 226, thus pro-
wing that it was decrease of produce which was
transported on these Improvements that went to
support the railroads, but that it was alone owing
to the quickening influence which these lines of
improvements had upon the productive capacity of
the country. How necessary will it then be to
New Orleans, in view of the great accession to her
commerce by the Tehuantepec improvement that
there should be other means communicating with
the interior than the Mississippi river. These lines
will not draw from the river its trade but by
opening new channels will bring to us new com.
MERGE and new travel. The line from here to Jack.
son is the main trunk through which the East and
North, along the Kentucky, Tennessee and Ala.
bama improvements must pour their trade and ira.
vel into our City. The completion of these improve
ments must make New Orleans the point of arriva
and departure for all the travel to and from the Pa
cifc. Are not the merchants and property holders
Of New Orleans then deeply interested in these i'm.
prOvements 1t is but necessary to examine the
assessments ofproperty in the city of New York at
different periods to the magic influence Of in.
ternal Improvements.
From the year 1918 to the year 1925, period of
ten years, there any variation in the
assessed value of real and personal estate in the
city of New York-in 1915 it was SSl, 636, O42 and
in lS24it was $S3,075, 676-durng this period the
city enjoyed no advantages from internal improve
ments-but in 1925 the Erie Canal was opened,
and how rapidly did her wealth increase for in
! 1882 we find the assessment of real and personal
property to have reached Sl4G302, 61S, and from
the completion OF the Ohio Canal, in 1892, her
wealth still more rapidly accumulated, and in 1910
the assessment of real and personal property was
1882, 1885. New York enjoyed from 1919 to
1924 the same natural advantages that she did du-
rngAthe two latter periods; yet her wealth remained
stationary but when her canals and her rail-
| roads opened communications with the country,
and gave a market to its productions, her popula-
ton, her commerce, and her wealth, increased
almost as if by magic. VIII not the merchants and
property -hoders of New Orleans profit by the ex-
perience Of New York Let them examine their
present commerce and compare it with former pc
RODS, and see if there has been that increase which
our great natural advantages would have led us to
expect