Iowa voter. [volume] (Knoxville, Iowa) 1867-1874, 1870-07-28

AZ T Sror life 9Th the same sweet chimei
DO noets live up to their dreams that you see
Better than farmersi-oh Gear mol
From the Advance (Chicagoll
~ Northern Pacific Railroad Con-
sress, and the Public Lands.
Among the great commercial move
menrs that characterize and render NOT
Able the present times, probably the most
important, both In amount OF capNai
involved and in the character and extent
of anticipated results, is the building OF
the Northern Pacific Railroad, with its
branches, feeders and connections. The
Suez Canal, constructed under the au-
spices of the French Government. cost
about sixty million dollars. The Union
Pacific Railroad, extending from Omaha
To Ogden. distance of 1852 miles, in
yolved necessary outlay of perhaps forty
million dollars, and the Central Pacific,
completing the line from Ogden to Sacra-
mento, TAB miles further, did not cost
more than an equal amount. The North
ern Pacific Railroad, controlled by sim
gle corporation, will span the continent
from deep water navigation on Lake Su-
perior to tide-water on the Columbia
River and Puget Sound-a distance OF
about 1 ,750 miles; and the branches already
projected will increase the total length OF
road bed to nearly two thousand fve hun.
bred miles. The cost Of construction ana
rolling-stock will not fall far short OF one
hundred million dollars.
It is the comprehensive design OF the
projectors of the Northern Pacific, not
simply to build railroad from lake TO
ocean, and then wait for results, but to
render results certain by l,) securing Ia,
vorable connections with the railroad
systems of the Pacific coast and the At
lantic Statee, and with the commerce OF
the Pacific Ocean (2,) by constructing q
series of lateral branch roads TO the South
and North Of its main line, which VIII
drain the entire Northwest between lati-
tude AZ and Central British Columbia |;
{3.) and by organizing such thorough,
wise and humane system of emigration
from Northern Europe and the thickly
peopled portions of our own country as
viii settle and render speedily productive
the vast belt of fertile lands tributary to
the road and extending across the contl-
nent. During the years occupied In It's
construction the road will give employ
mept to thousands of men, and create
large demand for everything chat our peo-
pie manufacture or produce.
It is impossible that such an enterprise,
managed by the sort of men that controa
this one, should not benefit the whole
country, while specially and vastly bene-
fling the region known as the Great
West. This greatest of commercial pro-
iects, viewed as a matter OF national i'm
port, lie entitled to the same hearty SYM
pathy and confidence that greeted the
first Pacific Railroad, and the recent ct
tempts in Congress and by a portion of
the press, to represent the Northern Pa
eific Company as an Unstable devourer
OF the public lands, were as unfair as they
were unfounded. A bit Of Pacific kail-
Z bed history may be in place:
The Illinois Central was, we believe.
the first railroad to receive a grant Of
lands directly from the government: IN
the wisdom and good results OF that mi
tial grant probably no one now entertaing
a doubt. When the Union and Central
Pacific roads were chartered in 1862, two
other charters were also granted-One for
a Northern, and another for Southern
Pacific Railroad. Upon the Union and
Central Pacific Companies, which pro-
posed to build their roads at once, sub
eidy of lands and bonds was conferred,
more than enough in actual value to build
the roadside bonds, however, being in
the character of a loan. The Northern
Pacific, which it was correctly believed,
would be the second line built, received
only land grant. equal in amount, but
far superior in quality, to that OF the
Union and Central. The question OF
money subsidy or loan to the Northern
line was left in allegiance until the time
when it's construction should be near at
hard and the Southern Pacific was lett
with q bare charter, the state OF the
country then seeming to indicate that
many years would elapse before the
actual construction Of Southern
road could be thought of. In this way
the government made provision for three
main lines of railroad across the CONT
nent, and fully committed itself, sciM the
hearth approral Of both political pa,ttes, TO
the policy of aiding the construction Of
these three national highways. The mo-
tives which lead to this action were obvi-
Gus enough. ~ The Government con-
sidered itself under come obligation to a.
sist in opening communication between
the older and the newer sections OF the
continent, thus benedting both and be-
getting closer sympathy and better
understanding between distant commune
ties and the General Government which
taxed them and claimed their allegiance.
(2.) It was known that in time OF peace
the bulk Of our standing army is en-
ployed on the Western plains acting az
police between the Indians and the white
settlers, and That large part of the great
expense of maintaining troops at frontier
stations consists of the excessive cost OF
transporting men and supplies where
there are no railroads. The saving OF
several millions year in army transpor.
tation. and the redoubled efficiency OF
troops when they can be rapidly convey
ed from point to point, were legitimate
reasons for extending Government en-
enlargement to railroads built beyond
the settlements. (3) The third and
weightiest Of the reasons which influenced
s.-A q y. :. A Gro nj x,nlicx Was