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

what they were. If it cost forty cents 10 raise
bushel OF wheat and fifty cents 10 transport it t
market, and its market value was one dollar, tht
producer made profit OF ten cents per bushel, o
realized ten cents for the use of the ground o.
which that wheat grew. But If, while the cos
Of prediction IS no greater it costs only ten cent
70 carry il 10 market, the producer realizes prof
il of fifty cents per h!slel, Or FIVE times as much
as formerly; and the land is worth to the one whc
cultivates il, five times its former value. TIT
more speedy conveyance also gives him an earlier
return, and the certainty attending TRANSPORTATION
! by railroad, enables the shipper 10 regulate his
| movements by the condition Of the market
These are additional advantages that are often in
portant. The consumer also enjoys TIE benefit Of
| cheap transportation upon the merchandise he
needs; and he buys Of his merchant at smaller
advance upon wholesale rates (he2ides the differ
ence in the cost Of carrlase) because as the mer-
chant replenish often, he is not obliged TO add
10 an otherwise Living profit, large percentage
on stock laid in many months In advance oi
sale These advantages, it IS easy TO see, increase
the value of land; and, altogether add largely to
the ability Of the Taxpayer, who, though taxed
according 10 the increased valuation of his pI cper-
/ ty, has. after paying his additional tax, large
| percentage Of his increased profits left.
But leaving out Of the account the saving in
profits upon products, and of interest upon capi-
tal invested, the single item of the value of time
saved in travel, by citizens Of the State. will be
more than equal 10 tha Stale debt incurred in the
construction Of our roads. And II being conce-
ded that time Is money, the time saved is so much
added 10 the aggregate wealth of the State.
II Ii IS urged that property holders lean not so
easily hold on TO TnlmproVed and unproductIYe
lands, when The taxes are increased upon them,
let those who suffer the inconveniences of sparse
population, growing out of the fact that they are
surrounded by lands held by nonresident specua-
tors, say whether the larger taxes Of cultivated
fields, domIcI.iaTy Improvements, herds and lOcks,
and Incidental personal property, would not ma
tcridly assist in building roads and bridges,
schooi-houses ard churches. And whether a
denser population would not add greatly TO the
social advantages OF their neighborhooGs -scho-
lasic, religious, diversity Of eEployments, and in
the convenient interchange of neighberly Offices.
Let citizens OF counties that have 4 scanty popu-
iatioH, and large bodies OF unocUpied lands, say
whether the occupancy Of these lands by thrifty
farmers, would not help them TO build Iails and
court-hoUses: and the brldgts that are a county
tax.
Ta=csl II, n giving further AID 10 our railroad
companies, the State debt is increased four nil
lion dollars (Which Is all that. perhaps more than
can be done) il would amount TO about four dol
lars 10 each person in the State--an everaae OF a.
boat twenty dollars per family; and the interest.
per family, at I per can't, (about average, al
Lowing Tor the discount on he Eonds) would l.
mount TO ore dollar and forty cents per annum.-
Shal! refuse this amount OF aid 10 our railroad
enterprises, with The prospect before Us that it
VIII secure tac Taxpayers oftke State against any
taxes upon debt of thirty millions, when a refu-
sal 10 grant this pittance wllI certainly entail
more than half that amount Of debt upon US, and
all the incidental evils before referred 10? Could
we, on the score OF political economy, perpetra,e
greater folly? Shall we refuse this additional
aid, 10 view Of the fact, that hc roads themselves
will be taxable property at their fair valuation,
and that their early completion will stimulate
other railroad enterprises iii the State, the prop
erty Of which will salsc he taxable? Shall We,
with miser's grip, hold on to the four millions,
and crush the spirit OF enterprise from which SO
many advantages -Te deriyabic? II the State is
ultimately ssialed with any portion Of the debt
incurred N the loan VI its bonds, In, taxes upon
the tributary roads, with that s.upon the trunk
roads now IN progress, will assist in bearing the
burden; indeed, would soon pay a larger tax than
the Sialeis M any dangerOC having to pay upon
lis railroad bnAds,-a view of the subject that
seems TO he almost wholly overlooked,
1he advance IN the price Of lands along DIR
several railroad routes, Is known 10 us all, And
This i realized wherever railroad or any i'm
proved mode of conveyance Is constructed, even
where the lands are poor, comparatively. and all
previously under cultivation. How much more,
then, may we not expect fram our Internal I'm
and mineral deposits, rich beyond comparison,
1nd laeSllaUs.ibe.
And thls enhancement in the valrc of property
and increase Of wealth, viii be permanent, and in
he West,fOr very long period, must be constantly
progressive To the earlier settlers prices OF pro-
perry now, in many instances, lsecm eSoTbtan;
but The process Of appreciation in real value has
scarcely commenced. This will be more manifest
JT a reference 10 the cxperie.ce OF older commu-
mites. The following table, compiled from au-
henIc sources, shows the assessed value CT real
md personal property in the city Of New York,
Or each year, frcm 1915 10 1886. Ii affords
most conclusive argument in favor of Internal
improvements, and beyond the possibility OF any
Gcccssiul assault, syindicales tie wisdom OF the
'olicy adopted IN this State, and which now needs
he toSieriHg care Of government TO : limited ex-
eHt 10 become q triumphant success:
ssEssED VALUATION OF RIAL AND PERSONAL
PFoFERrY ~ THE CITY OF NEW YORK TRoM
1873 TO 1856.
~