Boon's Lick times. [volume] (Fayette, Mo.) 1840-1848, 1847-09-18

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Those who incline to incredibilty upon the sub
ject, should consult the history of railroads for
the last few years and the vast Improvements
made IN the construction (; they should refer TO
the spin. everywhere prevailing upon this sub.
j. ct Of internal improvement, by means Of rail.
roads, and the conclusion will necessarily fol.
low. that long before the present generation
shall have passed away, the Atlantic and Pacif-
ic oceans will have been bound together by rail.
ing for travel Of the "iron horse' Of commerce.
Prudence requires Of the North Missourian TO
look about him and see il this prevalent spirit of
Improvement may not be turned to advantage.
By energetic action al This time, the Hannibal
and St. Joseph railroad may constitute link,
all npor,an, link, in the magnificent chain Of
roads, upon which will be conducted the conf
merce between states and states, and nation
and nations and which will be the great high
way for the travel Of the world. ANY road
from the Mississippi river 10 the more impor.
tant eastern cities would necessarily pass
through lllinois. and her consent must first be
obtained. The legislature during its session
last winter, refused to incorporate company
and grant the right Of way for railroad, hav-
ing its western terminus opposite S., Louis.
Tho reason assigned for this refusal is, that n
majority Of the Legislature were in favor Of
having the road terminate at some point far
ed to countenance and aid the endeavors of
those who wish 10 connect their road with the
Hannibal and ST. Joseph road. The interest
and influence Of the Northern Lakes would no,
long neglec, 10 tap this great artery Of COM
merce and travel, and insert q vein running
! from Chicago. or some other suitable point on
the Lakes The interest Of other sections Of
our own state will soon demand road extend
ing down the Mississippi, and terminating alta
point below the influence Of ice which road
would doubtless be determined in its course, 70
some extent, by the Hannibal and ST. Joseph's
road, and IN any event, could easily be made 10
lntersect it, Thus the markets Of the \. East
and South, would be open 10 the Missouri far
mer, al all seasons Of the year, whittier his
produce Of any hind would be transported, and
whence his goods would be imported. Let the
Hannibal and ST. Joseph's Road be completed,
and thus connected with others, and the Ore
gon railroad, if ever built, WILL in all prohabili
Iy, be made 10 unite with il, al the Missouri
| river. In addition to the fac, tina, this road
would run farther west than any other in the
U. States, it may now be considered established,
that The most eligible poin, for leaving the
Missouri frontier for Oregon, is some where
near the western terminus Of this road. Part
OF the Road will run in the direction OF the in.
portant cities and popuous states, which will
furnish Oregon Territory with many OF her
future citizens" and have with her the most in.
tima,e intercourse. Then, lie, us bu, make az
great exeriions as any other local in,e:es, can
do for the great Oregon railroad, and the Han
nIbal and St. Joseph's road will nfallibly be-
, come part of it.
After a candid consideration Of the foregoing
positions and arguments, the question recurs-
will you seek 10 deleo. this enterprise, by casts
ing all your Influence in the opposite scale .
; No one surely can be found, who with his eyes
open TO the consequences of both alternatives,
would oppose the building Of the road by ott>
ers. But Before an answer 10 the other inter
ogatory is demanded: "Wll you urge it on
to successful! termination, not only by lending
, an approving counlenance, but by liberallv in
ves,ing your capital ,nerein?" i; is proposed 10
discuss two other propositions, as answers To
, the following questions: What vii! be the
COS, Of constructing this road and will stock
in it be profitable after lis completion!
What will be the precise cost of constructing
the Hannibal and ST. Joseph Railroad can not
! be- ascertained until the route has beer survey.
ed. and the road located. But the candid in
: vestighior may be satisfied as to the probable
5 cost, by comparing this undertaking with 9TH
ers, the cost OF which are known, and by tax.
ng the opinion OF men well acquainted wth
such business. II is estimated that the cost will
| he about $4,000 per mile, and can not exceed
2,000 and this estimate includes not only the
actual cost for building The road, bu, all charg.
! IS for cars, depots, locomotives and real estate.
There are responsible men now IN this country
well acquainted with the subject of railroads in
all lis bearings, who are ready and wllIng 10
lake contracts Tor building, al $4,000 per
mile. The following extracts from The Rail-
roGd Journal, will throw enough light upon The
subject 10 remove many erroneous impressions
: under which The public minds sutfers
: "A!len Campbell, ESQ engineer, reports upon
5 the extension Of the Harlem road 10 Albany,
! and says that the road, as far as located, will
5 cost 900 per mile and that the more ex>
! pensiye character Of the upper part OF the line,
with tepo,s, buildings, &c. w!l cost $4,000
. per mile, for road Of the very best character.
; 4 very Mily, rocky, hard country, TO bull a road
through Rail Road Journal, Feb. Il, page
ITO.
"Ilenry Harbnch, Esq engineer, reports up.
on The Western Vermont Rail Road, and says
: l60 miles will cost, fit Tor use, locomotives, de-
S pets, &c. S3,35o,0O0, or about $4,000 per
: mile, for road Of The very best character
: Rail Road Journal, April %, page 266.
+. Wv, ii. Clement, Esq engineer and super,
intendent of the Little Miami Rail Road in
o Ohio, reports tina, the road from Cincinnati to
Aena, est miles, cost, with machinery and an.
imal power. de2o,s real estate, and all, $780,
1856 43, or about Sll,eS6 per mile, for fla,
: rail Tina, from Xsnia TO Springfield, / 9 miles
will cost, fit for use, Sl87,8l SO, or about
: S9,632 per mile. That on the road 10 Xena,
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