New Orleans daily crescent. [volume] ([New Orleans, La.]) 1851-1866, 1854-06-05


But this commerce is soon to take a new direc-
ton For that portion Of it passing over the 18TH
mus, Tehuantepec is to take the place of Panama.
For the traveller, there can be no doubt that
railroad across the oontinent-aeross the South
ern route-must speedily be built Both New
Orleans and Mobile, if they will, may place
themselves upon it, and become the ports of de-
parture and arrival of the vast crowds which
daily leave and return to our shores. All that
these cities have to do to accomplish the results
[ have described, is to render themselves Access
shle from every portion Of the Union, particu-
| larly the great cities This effected, and the
traveller, instead of leaving New York in the
ocean steamers, subiecting himself to the perils
| of q long sea voyage, and to the unhealthy eli
| mate Of the low latitude of Panama, will take
the railroad to New Orleans or Mobile, when he
will only have to make the short run of the
| tranquil waters of the Gulf, to the Isthmus Of
Tehuantepec, over which he will be transported
| in few hours, and find himself on the salubri-
GUS shores of the lacihc.
| Upon the compl ton of the Pacific Railroad,
he will take the same route to the above cities.
and pursue his jo, rney by way of Texas and Ell
Paso to the Pacifa, Neither New Orleans nor
Mobile can hope te place themselves advantage
ously upon this grl;tt route without the construc
ton of the propo ed road. This built, and the
advantages which it will secure in prospect will,
in the impulse it will communicate to all schemes
| looking TO an extension Nest, pe nolen AoIo
than its entire cost.
| I have already alluded to the Importance of
securing to New Orleans and Mobile, within two
| hours of either city. commodious and healthy
| residences 1t is well known that considerable
portion of the Gulf Of Mexico is skirted by
sandy shore, affording the most eligible and IN
viting locations. They are the resort of the
people in mid summer, and probably no more
healthy or attractive spots can be found In any
part Of the country Could hourly and cheap
access be had to them, the character Of the pop
population of New Orleans would Immediately
change This road will supply the needed means
of communication, and will remove the obstacle
to the establishment of a permanent population
with local interests and local ties. The road
will also constitute most important channel
upon which New Orleans can depend for an
abundant supply of the appropriate produce of
the surrounding country, the present nigh
prices of which is such drawback upon its
prosperity.
Allow me, in conclusion. to urge the inexpe-
diency of terminating your road at Pascagoula,
with view of connecting by steamboat with a
railroad from New Orleans to Nine Mile Bayou,
or Cat Island, as suggested to you. Such o
policy would involve compound line, made up
partly of railroad and partly of steamboat,
which would render two transhipments neces-
sary, and impose such q burden upon the trade
expected to be drawn over it as to defeat in a
great measure the object of the construction OF
railroad That this course would be 8 mis-
taken policy, can be easily demonstrated by the
history of railways in the United States. Take
for instance the Wilmington and Weldon Rail
road. Upon this line the expenses of the water
route to Charleston were so heavy as to eat W
in great degree the profits of the road which
now without the water transit, is doing remu
nerative business. Again, the Long island
, Railroad is another strong parallel case. This
vrhinl
is an immense passenger traffic, has been en-
tirely broken down on account of the water
transportation, through the successful opposition
, of the New York and New Haven Railroad
which is a through land line, in the same direc
ton, though over much longer route. N
passenger between New York and Boston eve
: thinks of taking the Long Island Railroad. TIL
! PHILADELPHIA, Wilmington and Baltimore Rail
f broad is another instructive example. The waite
: transportation is here only about one mile, bu
the expenses incurred in consequence of shiftin!
q freight and passengers are 30 large, belnt
equivalent to running ten additional miles Q
+ of road, with largely increased outlay TO
= extra rolling stock and its maintenance, an
= the delays and changing of trains have been s
= annoying that the company, as a matter c
economy as well as necessity, have commence
the construction of bridge, estimated to cost
:, with the road track, ST. 600 600, to avoid tn
ferriage over the Susquehanna, The Erie Rail
road Company may also be cited as furthe
, example, having been obliged to construct lin
: direct to New York, in addition to their orgins
: line terminating at Piermont, about thirty mile
!, above; the latter being now entirely abandone
n except for freight.
e Experience has fully proved that the publ
will never rest satisfied short of continuous line
n of railroad upon all great routes; and whe1
:, such have been omitted to be made at the outse
z public sentiment has invariably forced railrca
i companies into new construction, at a great
: increased outlay over what would have bee
- - originally required. And [ confidently expires
: my belief that should you make similar mi
f take you will be compelled to correct it in
q similar manner, both to meet the demands of tt
i public, and protect yourselves from rival worl
a Respectfully submitted,
h LEWIS TRoosT, Consulting Engineer.