The morning star and Catholic messenger. [volume] (New Orleans [La.]) 1868-1881, 1875-01-24

, - &. ISxo oocc
The GaSette, commenting ON the table,
says: s.An unusually large proportion are
almost purely of local interest, and several
are almost private roads, intended to serve
some mine or furnace, or some little group
of Mines"
A glance at the table will also show that
a very large proportion of this expenditure
has been devoted to a section of country
which appears to have needed it least.
The North interior and Northwetern
States,-already a net work of roads
show q construction of 1876 miles in
the two years. ont of 5,796 while in the
Gulf States only 100 miles in 1874, and 1914
similar inequality of distribution appears
in the South Atlantic States. New England
we leave out of the question, assuming
that she is already supplied with ample
railroad facilities.
There can be no reason why q railroad
constructed in 1875, should not pay as we'll
as one constructed in 1870, provided the
large and productive and wealthy section
of country without sufficient outlet; are
not the necessities for such an outlet quite
as imperative, and the advantages of
constructing it fully as great now, as they
were under similar circumstances, Ave
years ago3 Given, u railroad through
such section, with little or no competition,
is there any reason why it should be less
profitable than railroads have hitherto been
under like conditions Prudence and
Judgment are necessary to the success of
any Investment" To this rule, we are not
aware that railroads afford an exception.
We believe that if the attention of capital
lists we've properly directed to such oppor-
tunities, they would still be ready to invest
in them.
Two opportunities of this nature pre-,
sent themselves in this immediate section.
The one is the uncompleted line from New.
Orleans to Houston, which is designed to
connect our port with the railroad sy stem of
Weston Texas, and thus to open up to New
Orleans the business of that vast and pro-
ductIve region. The other, is the line
from this city to Shreveport.
We do not specially advocate railroads,
where water comm unicatiou is available
and certain, for the latter must always have
the advantage of cheap Jreights which we
regard as the sine qua non to u great and en-
during commerce. Hence with regard TO the
country along the Mississippi, we have ad-
vocated making that river the main line of
transportation, with branch lines running
lateraIly out from the cities upon its banks,
in order that products of the country
might be moved to market at the least pos
sibLe cost.
But with the Red River, the case is di :
ferent. Navigation upon that stream is
uncertain for many months of the year.
we must aHoFdtne immense ana growing
business of that section q certain and never
failing outlet to eur port. This can only
be accomplished by the railroad We have
referred to.
Could the attention of capitalists of the
North be forclbly directed to the pressing
necessity for these lines, and the immense
business which would be secured by them,
we are sure they would not shrink from the
investment
While it is true that in some sections the
railroad business has been overdone, it is
equally certain that of late the railroad in
terests of New Orleans have been much
neglected, and o heavy falling of trade has
been the result.
We must endeavor to restore the equi-
librium.