Glasgow weekly times. (Glasgow, Mo.) 1848-1861, 1859-12-08

(during which time New York had no Intern
Improvements;) but that, On the contrary, the
decreased in those eight years Sl1 ,0QGGC0.
1924 considerable part of the Erie Canal Wi
IN operation, and the assessments advanced SI2
( OO0, 900. In 1925 the Erie Canal was completes
and they increased S1S 100000 more. They the
advanced at the avera .e rate of about Sc 900 ,0C
per snnum. until 1882, when the completion
! the Ohio Canal, which extended the influence o
| New York to the Ohio Valay, caused the ;sses:
ment to rise, FOR three years, at the rate Of S24
COO GOO per annUm; while in the next year. (l836
/ they rose TO the almost incredible amount of $50,
OOO,OOQ. This was, however, an excessive and I'm
wholesome growth, and the terrible financial crl
/ sis which followed, together With the great FIR
which destroyed such an immense amount Of prop
erty, net only arrested the advance, but put bacl
! the daI OF prosperity for time, so that in 16i
the assessments had fallen S57, 600 Goo below thos
OF 1895. being less than $3.50 coo 200, though still
SlO6, 900 more than in the year the OHIO Ca
nal was completed. In the following year tn
Western Road was completed 10 Albany. con
Meeting there with the Erie Canal, and in 1SI:
that road, now known as the New York Central
was extended TO Buffalo. The New York assess
ments consequently fell TO less than $3.50, 600 900
lower point than they had touched since 1885
eight years before.
But New York, now seeing the advantages &C.
cruing TO other points from direct railroad CON.
III lilG iilCEedSG 0I ana
enhanced value OF property, became thoroughly
aroused to the importance OF railroad system
centering in that city, and commenced the Hudson
River Railr DAD, revived the New York and Erie
which had been suspended, and begaI the con
structlon Of numerous other works of minor ir1-
portance. Upon the completion of the first OF
these, in 1850, the assessments rose $50, ,o00,0C0
with the opening of the second in the following
year, s3l 100000 more: and since that fine with
4b,t
cd onward without faltering. Ten hundred and
forty miles of railroad, besides the two named
were opened TO public use In the State Of New
York from 1850 to 1855, inclusive, all tributary
10 the great metropolis. No prophet is REQUIRED
TO predict her future for she holds her destiny IN
her own strong grasp; and the truh-teIling figures
above given, Indicate the nature of the founda-
tions upon which her prosperity is based. Nc
man who examines them without prejudice, san
doubt that they are the railroads and canals which
bring the wealth OF an empire TO her doors.
The city OF New York, IN 1896, had popula-
ton oil 800, which was about the same that ST
Louis had in 1920. II took the first about 130
years TO attain population OF 10000, which St.
Louis has reached IA SO years. In the past eight
years, the assessments in ST. Louis have increas-
ed from $50. 600. coo to Sgj GOO OOO. being nov
50, ,OO0,OO0 more than those Of New York. in 1921
the year before the Erie Canal was opened
throughout With the completion of the care
fully planned works which constitute the MIssou-
ri system OF Internal Improvements, and their in
eytabe and almost iiliInitabIe extension into our
sister States and Territories, a similar result TO
that which New York experience has foreshad-
owed, will in due time become a part Of our own
history. 81. LOUIS, by her geographical and COM
mercill position must 5e the Distributing and NAH
ufacturing centre of the Great West-fts Csnt-aI
Empire Ciiy-tlie real metropolis of a region
whose agricultural and mineral resources are al
most boUHdless in extent and richness.
Nor has st. Louis been unm;Hdful OF her oJii-
cations 20 aid in the construction Of these works
which, while they enrich the whole country
through which they pass, must also pour wealth
into her own lap. She has constructed in runic-
ipal and Individual subscriptions 81 100000 10
railroads, and also, without grudglng, has paid
hrr quota of taxation, which Is very large one,
towards the relief of the States burthen. VITA
the additional power which the completion of
these works Will give, she will be enabled to aid
more efficiently the further development of Mis-
sourl; and her past efforts indicate that she will
not be wanting in liLeraity towards th.s impor-
tant end.
The preceding figures prove conclusiyely that
the canals and railroads leading to the city of N
York far more than paid for themselves bv the
increased wealth Of that city alone. The calcu-
lations have been confined 10 that city, on account
Of the space that would be required 10 extend the
investigation 70 the whole State. IF this were
practicable, the result vculd be startling and al
most incredible. It was estimated before the o.
peninS OF the Western Road of Massachusetts n
1910, that the Erie Canal, which had been OPEN
ed through only fifteen years, had paid for Itself
in the increased value OF real estate within the
State of New York four hundred tunes over
Mr.. Andrews, in his valuable report to the Secre-
tsry of the Treasury on the Colonial and Lake
trade. estimates The increased value of agricutu-
raj lands in the United States by the construction
of railroads IS equal, On average, TO 81 30 per acre
on belt extending ten miles wide On each side
OF the road, O. Sg6,00O per mile; Oeavlng out of
the caicui alton the enhanced value of the prop
ertY, less in amount, over gre"tlY extended area
on either side and beyond the road;) and our own
experience IN Missouri proves this TO be 4 very
moderate estimate; for, as suggested above the in
tiuence of these works extend far beyond the dis
lance named. and the average increase within the
belt is larger here.
Since the surveys of the Pacific Railroad were
made, the assessments Of Peltis county have in
creased from S5fg.OCJ 10 81 050, coo; and those of
Johnson county from S7iS, 900 to So ,0oO, from
1852 TO 1S5S-six years. This increase in these
counties, which lie entirely inland, and away from
the river navigation, has been, in great measure,
produced by the benefits received or anticipated
from this work. Is the extent which the road
miles, the increase already has been equal TO Sl35-
300 per mile, although not mile Of road is in use
in either county. 1t is very moderate estimate
10 say that oRe-haif Of this advance is due 10 the
railroad, directly or indirectly; yet this hardly in
icates what mag be expected from the compile
ed road. And this is shown by the results along
he Hannibal and st. Joseph road, and on the 9TH
ers as far as built.
The roads of Massachusetts increased the valu-
alton of that State, between the years of 1910 and
1850, from $3.50 900 900 to S5S0GOO 900, and this
N an old and populous State, where the lands are
generally poor, compared with our own. The
Nashville and Chattanooga Railroad, almost I'M
nediately after its completion, created value by
is Unfit ence on real estate, equal to FIVE times its
cost.
And these results, which appear so large, when
applied TO agricultural lands, are far exceeded
when applied to mineral stricts. 1t is believed
hat no State in the Union, east OF the Rocky
Mountains, contains such abundant and varied
mineral wealth, rs Missouri. lrcn, lead, copper,
zinc, and coal, are scattered over the State and
ound in boundless profusioD. We have every ell
'ment that commerce requires, except the means
If bringing our productions 10 a profitable mar
,ei; and railroads only can supply the necessity.
Already they have done much, but that which has
,een accomplished is nothing compared with the
promise of the future; if we are only true to our
elves, and worthy ofthe rewards which havs been
,laced within our reach by bountiful Proyi-