The weekly Minnesotian. [volume] (Saint Paul, Minn. Territory) 1852-1858, 1857-05-09
Railroads..

|
ry, and who have come here for the purpose
of keeping an eye to the disposition of the
lands, entertain the idea that this is the time
for them to demand Railroads, penetrating
the country in every possible direction, and
making prominent points of every topn SITE,
in which any of them, or their friends have
an interest; thinking that the lands to be
disposed of at this time are capable, if prop
erly managed, of building incalculable miles
of Railroad in addition to the roads contem-
plated by Congress in making the grant.
AS specimen of the projects, we will
name the branch running to the navigable
waters of the Red River of the North. 1t
| is proposed to make the eastern terminus of
this road at Saltwater, bearing as far north
as practicable, thence to Sauk Rapids
Without having reflected very maturely up
on this portion of this project, it strikes us
as being, perhaps, the proper course for this
branch; bnt then, some demand that the
Company which undertakes this enterprise,
shall construct branch also from St. Paul
to intersect the main branch at point equi-
distant from St. Paul and Saltwater also a
branch from St. Anthony to the nearest point
on the main branch in a northerly or north
westerly direction; also branch from Ano-
ka to the main branch by the most direct
route; and fourth from Grow Wing to the
North Shore of Lake Superior.
Now, while we should like to see the Ter
ritory cut up in every possible direction with
Railroads, and every point of it accessible by
railway communication, still, there is rea-
son, or at least supposed to be reason, in all
things.
Is there any reason in such Il proposition
as this ? We opine, not much and the rea-
sons for that opinion are briefly these: In
the first place, Congress has appropriated
these lands egclasiriely to the construction of
the specific lines of Railroad designated in
the granting act, and the Legislature of Min
nesota cannot appropriate them to any 9TH
er. In the second place, they would be in
sufficient and inadequate for the construction
of any additional roads, even if the Legisla-
ture had the power to devote them to such
object. And we all know, or at least ought
to know, that, with the sleeplcss vigilance
exercised by scores of gentlemen on the floor
of Congress, who carefully examine and
weigh the exact benefits Of such grant, and
with the indelatiaable opposition of power
full minority, opposed to all Railroad and
other land land grants, it would he utterly
impossible to secure the passage of any bill
that wac not very economical in its provis-
ions. These grants are not matters of guess
work, but of calculation; and the result is
this: If the lands granted cannot be had
within six miles of the line, the chances are,
that the road when built will not support it,
self if you are obliged to go back ten or fif-
teen miles to get the lands; their value being
so little enhanced by the construction of the
road as to be scarcely perceptible. But if,
as in the case of the Illinois Central road,
you have long road; a thclsly populated
and fertile country to pass through, with
great commercial city, with its dozen railroad
termin, and its unrivalled commercial adj
vantages at one end, and the States of Wis
consin, Iowa and the Territory of Minneso-
ia, with the Mississippi draining all this vast
country, tributary to such road, at the Other
or west end; then you have grant that is
valuable, and road that would be valuable
without grant.
With such line Of Railroad privileges,
and such advantages afforded by the country
through which it passes, and those tributary
to it, grant of land to aid in its construc-
ton would bear rider after rider. until the
grant itself was wholly absorbed, and every
additional rider would confer an additional
benefit. The reason for this is selseydent-
the main trunk and all its branches pay by
the business of the country from the moment
of its completion.
With such railroad prospects, the mere
privilege of building the road-the naked
charter, without right Or grant, except the
right of way, will command all the Railroad
capital in the market if it were needed. In
cases of that kind capital seeks the road not
the road the capital. If, in addition to this,
you have valuable grant of lands, the Leg
islature could not do you a greater favor
than to cause you to build branch every
thirty or forty miles. These are so many
feeders.
But now let us look at our own case, ta-
king the branch to the Red river as the ex-
ample. This road at rough estimate is
four hundred miles in length. If any given
number Of miles were to be put under con-
tract at once, selecting the most favorable
number of miles, and forced to completion
within ten years, it could not be made to
support the road after built. Then it pene-
trates the country to distance Of three
hundred miles beyond the remotest settle
ments at present. Make what calculation
you may say that the migration hither from
the States will be quadrupled this year, and
the next, and that settlers all aim for loca-
tions near the lines of these roads there are
still portions Of them, that cannot be ex-
pected to pay for fifteen or twenty years to
come.
Reflect too that these lines of roads are
all to be driven to competition within Civ
en- period, pay or no pay, or the lands revert
to the government of the United States:
and yet, this is the class of Railroad enter
prises, upon which gentlemen would saddle
rider after rider, not to strengthen the Rail-
road policy or Railroad system of the Terri
tory, bnt for mere local and personal
purposes.
We repeat, what we before remarked, we
would be glad to see all these interests sat-
isfed; but we confess we cannot stand by
nuioflv and see the whole svstem endanoorod