The Evansville daily journal. [volume] (Evansville, Ia. [i.e. Ind.]) 1848-1862, 1852-06-08


age and publication in the Indiana Sentinel,
Indiana Journal, and Indiana Statesman.
From the Louisville JournaIl
FACILITIES Of travels. Eastern and IVES.
@ tern Enterprise.
,IAYG PORT JERvIs, HAY 25, 1852.
| Mammoth Train.-Thirty-fou cars, con-
tanning 2,797 bead of cattle, hogs, and sheep,
have Just arrived at this depot, on their way
to Piermont from Dunkirk. OF these, 2s7
are cattle, 900 sheep, LOLA hogs; the long,
est train but one, and paying the most freight
of any that ever has passed this station
Part from Dunkirk, Canandaigua, and Little
Falls. Whole amount of freight $3,llS 80.
Length of ira n more than one quarter of a
mile.-[ 7ri-Sate Union. 3 Z s6 AAtS
Unparalleled Speed They are making time
on the Hudson river railroad now that beats
the speed on any of the English railways
The following is the running time From
Thirty first street, New York, to Peekskill,
so minutes; to Fishkill, % minutes to
Rhinebeck, 90 minutes; to Hudson, 80 min
utes to Albany, 36 minutes. Total lSl
minutes, over space of one hundred and
fifty miles.-- Scientific American, May 20.
We have quoted these two items for the
purpose of awakening the attention of the
people of Kentucky to the surprising move
ments that are going on in the railway mat
tiers of the State of New York. Our first
extract records an account of freight train,
worth $3,llS to the carriers, on the Erie
railroad, Along the northern tier of counties
in the State of New York, the Erie canal of
fers the means of carrying an immense COM
merce.c When Dewitt Clinton commenced
that enterprise, even the sagacity of Jefferson
was at fault He said to Clinton, "you are
too soon by twenty years" After the canal
was finished, Mr.. Jefferson admitted that it
might have been made twenty years sooner.
Its capacity was supposed to be equal to any
acquisitions that would be made upon it for a
century, but such became the pressing de-
mands of business that the Legislature was
obliged to change its policy and permit the
railways, extending from Buffalo to Albany,
to carry freight. 1t might have been sup
posed that the Erie canal and the railways
between buffalo and Albany would be sutfi-
Gent carriers for the business demands of
New York, but it is evident that such is not
the case. Another railroad through New
York was deemed necessary, and, in 0bedi-
ence to the public demands, the Erie railroad,
stretching from Dunkirk, on Lake Eric, to
Jersey city, on the North river, sprang into
being. In many respects, this must be look
ed upon as the greatest enterprise of the day.
Its cost has, necessarily, been very great;
its pathway was of a character to require an
immense outlay, even for an ordinary railroad;
but, when it is considered that the Erie rail
road is the best constructed one in the Union,
that its length is nearly four hundred and six
ty miles, that its gauge is six feet in width,
that all its appointments are complete, and
that, notwithstanding the mountainous char
acter of the country through which it runs,
1 there is not a tunnel in the whole line, we
may form true estimate of the spirit that
projected the enterprise, and of the marvel
ous energy and ability that completed it,
And what are the results of this completion
Has the Erie railroad been sustained by bus
mess! Were not the Erie canal and Buffalo
and Albany railroads sufficient for all the bus
mess that offered So rapid has been the
development of the West, so gigantic is the
amount of her productions, that the addition
of the Erie railroad to the two avenues of
commerce we have mentionedis is not sufi-
cient for the wants of trade.
The Erie railroad is the means of transit
most nearly connected with the great West,
and it richly deserves the consideration of all
business men, and of travellers to the North
and East. Some idea may be formed of the
use to which the West is putting this enter
prize, when we say that even with its great
means, it cannot do all the business offered.
Eearly in May, the freight cars of the Erie
road amounted to fifteen hundred, and, for
some time, the freight which had accumulat-
ed during the winter, was forwarded day and
night, in one hundred freight cars daily, and
| three hundred would not have been more than
enough. On the 18th of May, long after
navigation had opened, 1000 head OF cattle
were waiting transportation East. Fortu-
nately this great work is in the hands of men
| with heads on their shoulders, and THAT they
have already done is an ample guarantee for
the future. These gentlemen are now pre-
pairing to build double line from the Hud-
1 son river to Lake Erie, and one hundred and
sixty.fiye miles of the second line are now in
process of construction. And we hazard
nothing in predicting, that, long before the
second line shall be completed, the business
of the road will outrun its capacity. CH
The second quotation at the head Of these
remarks shows how ill qualified even the
North river is to compete with railroads.
Travellers will not, as general rule, linger
eight and ten hours on the river, when the
trip can be made in three hours. Nine trains
, leave New York city daily on the Hudson
river railroad, and, as the road runs on the
bank of the river nearly all the way to Alba
ny, and very frequently runs into the river,
, passengers on the boats have an opportunity
} of seeing the intense activity of the business
!. Of the railroad The time made on the Hud-
! son river road will have to be made on all the
, principal railroads in the country. To show
how necessary railroads are to commerce, it
is sufficient to say that in addition to the null