"By affording the Canada interest a chance for a portion of the Pacific trade, and thus making present Canada investments profitable, it is made the interest of foreign capitalists to make our Northern Pacific railroad.

"This protective interest to Canada railroads is the greatest inducement to be offered them.

"They will not invest in the road beyond Crow Wing, simply for the sake of grants of lands, made valuable only by the outlay of their money; even should the lands finally redeem the previous outlay for the road, that is no object, because the road will not pay more than cost of running and sustaining it, and if it should some beyond that, it will be frittered away by bad management and stealing. At least it is fair to suppose so, and hence they must be a.s.sured of enough of land grants to finally make the road, which of itself will pay nothing, only in the way of affording the roads east of Crow Wing, owned by them, fair dividends. This consideration will of itself induce them to furnish capital to the Pacific, and it is in the power of the government thus to interest them. No other proposed route can claim foreign aid because of such good reasons. Our government can aid only in lands; in valueless lands she is or may be wealthy. No bill can pa.s.s Congress, only by affording equal aid in lands to the Northern, Central and Southern routes, each standing on their commercial merits before capitalists.

"The chance for us thus to enlist them, is but for a limited time.

Soon they will become committed to the North Canada Pacific Road, north of Lake Superior, when they will not help ours, and thus protract ours for want of means and competing road. At present, two of the most important Canada roads can be enlisted in the above views, because if the Canada road north of Lake Superior is made, it will divert the trade from them, they being too far south to be benefited.

But by going to the Straits of Mackinaw, they secure a division of the Western trade--among the three roads. The road through the mineral regions will develop that country and afford a good market for the produce of the country west of it.

"Chicago is no more on the direct route from the East to Iowa, than is Mackinaw city on the direct route to the northwest from New York.

"Lake Michigan naturally forces such a division of the Western and Northwestern trade, and the Strait of Mackinaw is most favorably situated for crossing. Cars can be transferred by ferry boat from point to point, without delay or cost of train shipment.

"That country is nearer to market than any other Western State; cheaper lands and good soil, and healthy climate, and a superior wheat country, affording employment in lumbering, fishing, mining, manufacturing, &c., offering great inducements to foreigners, and of interest to New York, to be settled."

The history of the West has presented some remarkable facts, contrary to the ordinary experience of human progress. It is a.s.sumed, as an historical fact, in European or Asiatic progress, that the growth of towns and states must be slow. It requires generations to bring them to maturity, and even imperial power has failed to create cities, without the aid of time and gradual increase. But, this has been reversed in America. We cannot take it for granted that because the natural site of a town is now clothed with the forest, and remote from habitations, that it will not become a prosperous city, within a half-dozen years. For, we know that in the Northwest, cities have arisen on a substantial basis, to a numerous population, in a s.p.a.ce so brief that history has no record of their existence, and the school maps no name for the place of their being.

Chicago which commenced its growth in 1834, had a population in 1857, of 100,000, Milwaukee in twenty-one years rose to 50,000, St. Paul in fifteen years to 15,000; Keokuk in eighteen years to 15,000, Grand Rapids in twelve years to 8000; Saginaw city in twenty-two years 4000, and Superior city in the short s.p.a.ce of two years to 4000.

We thus see, that, in the Northwest, cities do grow up, in the midst of the wilderness, and the wilderness itself soon blooms as the rose.

To say, then, that a point affording every natural and commercial advantage for the growth of a large city is not _now_ a city, is to say nothing against its position or prospects. Within the memory of a generation the five great States, (which have heretofore been termed the Northwest,) contained less then a half a million of people, and Cleveland, Toledo, Chicago, Milwaukee, and St. Paul, were not even dots on the map of States. A mission or a military fort was all they could boast. These States now contain six millions of inhabitants, and the towns on the lake sh.o.r.e two hundred and fifty thousand. But to present the point of growth, in the clearest point of view, let us consider it dependent wholly on that of the surrounding country. This we can tell almost precisely. We know the rate of growth in Michigan, Wisconsin, Minnesota and Canada West.

Canada West in 1840, had a population of 640,000, in 1850, of 982,000, and in 1857, 1,100,000, Michigan in 1840, was 212,000, in 1850, 397,000, and in 1857, 700,000. The population of Wisconsin in 1840, was 30,000, in 1850, it was 305,991, and in 1857, it was 600,000. The increase in Minnesota in seventeen years was 200,000.

The annual _increment_ from 1840 to 1850, was 50,000 per annum, or about six per cent. The annual increment from 1850 to 1857, was 172,000, or about twelve per cent. The _ratio_ of increase is, therefore, increasing, and we may a.s.sume it will not be less than _ten_ per cent, per annum till 1860. This will give 3,380,000 for 1860, or _fourfold the population_ of 1840! At a diminishing ratio the territory round Mackinaw will contain 5,400,000 in 1870, and (8,000,000) _eight millions_ in 1880. The princ.i.p.al city of the district (wherever it may be) must then contain about _one hundred thousand inhabitants_.

Of the cities and towns we have above enumerated, the greatest and most rapid in its development is Chicago, whose first warehouse lot was sold in 1834, and which, in 1857, is said to contain near one hundred thousand inhabitants. Let us, for a moment, compare the _material advantages and resources_ of that place, with those of Mackinaw city. Dean Swift said, that a large city must combine the resources of agriculture, commerce and manufactures. Cities have risen, however, to large size almost exclusively on commerce. Witness Tyre and Palmyra. But commerce, we concede, when left to itself, is so fluctuating, that the cities it builds, like Tyre and Palmyra, may, in the decay of commerce, be left to ruin and desolation. Cities may, likewise, be built up almost exclusively on manufactures, such as Birmingham and Sheffield; and it is quite remarkable that the oldest and most stable cities have depended largely on manufactures.

Damascus, the oldest historical city--which has resisted all the destructive influences of time and revolution--has always been a manufacturing town. Paris, Lyons, Lisle, the great interior towns of France, depend very largely on the manufacture of fine and fashionable articles, distributed throughout Europe and America. Of the great elements of civic success, we consider manufactures the most important; but, to make a city of the first magnitude, it is obviously necessary to have all the resources of food, industry and commerce.

Chicago is remarkable chiefly as a grain city--like Odessa, on the Baltic. But, whence is the grain derived? By the construction of railroads, at that point, from Indiana, Illinois, Missouri, Wisconsin and Iowa, the whole ma.s.s of surplus grain in that region--amounting to more than twenty millions of bushels per annum--has been exported from Chicago. But, this is the drainage of three hundred thousand square miles, two-thirds of which will not export through Chicago when railroads extend directly east to Milwaukee, Superior and Mackinaw, from Wisconsin and Iowa, and connect, from the south, at Cairo, with Missouri and Illinois. Reduced to its own proper limits, the agricultural resources of Chicago must be confined to half the surface of Illinois, Missouri and Iowa, or about one hundred thousand square miles. This is but little over one-third the surface drained of agricultural products toward the Straits of Mackinaw. Will it be said that this new region of the Northwest is less productive in agriculture? The contrary, for the great element of breadstuffs, is likely to be true. Attentive observers of agricultural production have remarked, that the different grains _produced most on the northern edge of the belt_, in which _they will grow at all_. Is it not so in Europe? The _isothermal line_ of Mackinaw pa.s.ses in the midst of those countries which alone produce the surplus grain of Europe, viz., Prussia, Pomerania, Poland, Southern Russia. As if to place this beyond a doubt, the crops of Canada West have, in fact, failed much less frequently than those of Ohio, Indiana and Illinois. In regard to agricultural production, it will be difficult to show that the country drained by Chicago, has any advantage over that which will be drained by the Straits of Mackinaw.

In regard to commerce--the natural position of Mackinaw is far superior to Chicago. Mackinaw is at the _head_ of Lake Michigan--Chicago, at the _foot_. Mackinaw is at the junction of _three_ great lakes; Chicago at the foot of one. Mackinaw will concentrate the navigation of _eighty thousand_ square miles of water _surface_; Chicago of _twenty-four thousand_. Mackinaw is three hundred and fifty miles nearer the Atlantic by water; three hundred miles nearer the upper extremity of the lakes, and as much nearer any of the Eastern Lake ports which are points of distribution. The comparison need be made no further, for whoever looks upon the map will see, that, while Chicago touches one end of a single lake, a world of waters gather round Mackinaw. For an internal water commerce, it has no equal.

It will be said, that railroads now carry commerce. This is true, but, railroads do not carry commerce over the surface of lakes, and the multiplication of vessels on the lakes proves that _that_ commerce will ever be great and increasing. But what railroad commerce can be greater than that which will concentrate at Mackinaw, when it connects, in a direct line, not only with the cities of the Ohio Valley, but with those of the far South. To Cincinnati, to Louisville, to Charleston, Savannah, and Pensacola, will the cars move, laden with the people and products of the North. Lastly, neither Chicago nor any other point can be superior to Mackinaw in the elements necessary to support manufactures, the great support of cities, these elements we have already exhibited in detail. Copper, iron, lead, coal, wood, timber, bread, in fine, everything which can feed machinery, give material for its work, or feed the people who gather in the great workshops of industry, and distribute the products of labor. Here materials all lie near enough for the purposes of either work or distribution. Birmingham, Manchester, Lyons, and Cincinnati, have their materials no nearer. There, if anywhere, is a site peculiarly proper for a manufacturing town.

But, neither agriculture, commerce, nor manufactures are the only things necessary to build up a large city. Healthiness is more important than either. Here again, Mackinaw has more advantage over Chicago. Mackinaw has been proved by two hundred years experience to be one of the healthiest points in America. Chicago is generally healthy, but is subject to more severe epidemics. The cholera visited it in 1832 and in 1849, with fearful force; while its very low position and muddy streets expose its inhabitants to those diseases which arise from damps.

The Legislature of Michigan, recently pa.s.sed a bill to provide for the drainage and reclamation of the swamp lands of the State by a system of State roads, accompanied by a lengthy and able report. The bill provides among others, a road from Ionia north to the straits, and thence to Saut St. Mary.

They also pa.s.sed a bill ent.i.tled the "Forty Acre Homestead Act." This act requires the commissioners of the State Land office to issue a certificate of purchase to every settler on the swamp lands belonging to the State, for forty acres of said lands, whenever such settler shall have resided upon it for five continuous years, and when he has drained the same so as to comply with the provisions of the Act of Congress making this grant to the State. Before the settler can acquire the right thus to occupy and drain any of the swamp lands, he is required to file with the commissioner his application, accompanied by an oath of his intention to settle upon and drain it for the purpose of obtaining a t.i.tle thereto. And he must also make oath that he is not already the owner of forty acres of land in any State of the United States. It is also expressly provided that he shall not cut or carry away any timber from said land, unless it be to clear it for cultivation, under such penalties as are now prescribed for trespa.s.sing upon State lands. It will be seen, therefore, that the object of the law is to provide homes for the homeless, and at the same time promote the actual, _permanent_ settlement of the northern portion of the State. No man who possesses forty acres of land either in Michigan or anywhere else, is ent.i.tled to the benefits of the act.

It is emphatically a law for the poor man. To all such it secures a _home_, without money and without price. All it requires of him is to settle upon and cultivate it. How many are there in Detroit and other portions of the State, who will avail themselves of this beneficent republican measure?

CHAPTER XII.

The Great Western Valley -- Its growth and population -- Comparison of Atlantic with interior cities -- Relative growth of river and lake cities -- Centre of population -- Lake tonnage -- Progress of the princ.i.p.al centres of population.

The following chapter on the population and growth of the Great Western Valley is taken from De Bow's Review:--

The westward movement of the Caucasian branch of the human family from the high plains of Asia, first over Europe, and thence, with swelling tide, pouring its mult.i.tudes into the New World, is the grandest phenomenon in history. What American can contemplate its results, as displayed before him, and as promised in the proximate future, without an emotion of pride and exultation?

Our nation has the great middle region of the best continent of the world, and our people are descendants from the most vigorous races.

Western Europe, over-peopled, sends us her most energetic sons and daughters, in numbers augmenting with each succeeding decade. Asia is beginning to send forth a portion of her surplus population to our sh.o.r.es. Though of inferior race, the Eastern Asiatics are industrious and ingenious cultivators and artisans. A large influx of these laborers, though it may lower the average character of our people, will, it is hoped, in a greater degree elevate theirs; and thus, while adding to the wealth and power of a nation, do something toward the general amelioration of the race. While, then, we contemplate with patriotic pride the position which, as a nation, we hold in the world's affairs, may we not indulge in pleasant antic.i.p.ations of the near approach of the time, when the commercial and social heart of our empire will occupy its natural place as the heart of the continent, near the centre of its natural capabilities?

New York has long been, and for some decades of years it will continue to be, the necessary chief focal point of our nation. But, in all respects, it is not the true heart. In its composition and dealings, it is almost as much foreign as American. Located on our eastern border, fronting the most commercial and the richest transatlantic nations, and of easy access to extensive portions of our Atlantic coast, it is the best point of exchange between foreign lands and our own, and for the cities of the sea border of our Republic. As Tyre, Alexandria, Genoa, Venice, Lisbon, and Amsterdam, in their best days, flourished as factors between foreigners and the people of the interior regions, whose industries were represented in their markets, so New York grows rich as the chief agent in the exchange-commerce between the ocean sh.o.r.es and the interior regions of our continent. As our numbers have swelled, since we became a nation, from three and a half millions to thirty millions, so New York, including Brooklyn and other suburbs, has increased in population and wealth still more rapidly, to wit, from twenty-five thousand to more than one million.

While the nation has increased less than tenfold, New York has grown more than four times tenfold. In 1790 the city of New York contained thirty-three thousand, and the State of New York three hundred and forty thousand--the city having less than one-tenth of the people of the State.

Believing that this most prosperous of the Atlantic cities will be eclipsed in its greatness and glory by one or more of the interior cities of the great plain, we have selected it as the champion of the Atlantic border, to hold up its progress during the thirty years from 1830 to 1860, the most prosperous years of its existence, in comparison with the progress, during the same period, of the aggregate cities and towns of the plain. The result of our investigation, the summing up, will be found in the following table. It will be seen that many of the items are put down in round numbers--no doc.u.ment being accessible or in existence to furnish the exact number of many of the new towns, in 1830. The estimate for 1860 may, in some instances, be above the figures which the census will furnish, but the over-estimate for 1830 is believed to be in a larger proportion to actual numbers at that time. Making a liberal allowance for errors, the result of the aggregate cannot be materially varied from that at which our figures bring us:

1830. 1860 Est. Increase.

New York, including Brooklyn and other suburbs 234,438 1,170,000 5 times.

Cities and chief towns of the great plain 270,094 2,706,300 10 " nearly

Leaving out the exterior cities of the plain, to wit, New Orleans, Mobile, Galveston, Quebec and Montreal, the comparison between New York and suburbs, and the interior cities of the plain will be shown by the following figures:

1830. 1860 Est. Increase.

New York and accessories 234,448 1,170,000 5 fold Interior cities and town of the plain 172,000 2,346,000 13 "

The five largest cities of the Atlantic border exhibit a growth, as compared with the five largest cities of the plain, as follows:

1830. 1860 Est.

New York and dependencies 235,000 1,170,000 Philadelphia " 170,000 700,000 Baltimore " 83,000 250,000 Boston " 80,000 200,000 Charleston " 31,000 60,000

599,000 2,380,000

Cincinnati and suburbs 28,000 250,000 New Orleans " 47,000 170,000 St. Louis " 6,000 170,000 Chicago " 100 150,000 Pittsburg " 17,000 145,000

98,000 885,000

This table shows the five Atlantic cities to have quadrupled, and the five cities of the interior plain have increased nine times. Is this relative rate of increase of the exterior and interior cities to be changed, and, if it is to be changed, when is the change to commence?

We can foresee no cause adequate to that effect, or tending toward it.

On the contrary, it seems to us certain as any future event, that the rate of growth of the interior cities, compared with those on the Atlantic border, will be increased.

The proportion which their present numbers bear to the numbers of the rural population does not exceed one to six, whereas the urban population of the Atlantic border is not less than one to three of the rural. This disproportion of city and rural population will hereafter change more rapidly in favor of the interior than the Atlantic cities, because of the greater fertility of soil producing more food from an equal amount of labor; and also, by reason of the more rapid growth of the general population, of which an increasing proportion will prefer city to country life. Will it not be so? Will not the general increase of population be greater in the interior States? Will not the productions of the soil increase faster? And can there be a doubt that the large disproportion in the distribution of the population between city and country, in the interior, will be lessened, so that, instead of being, as now, only one to five or six, they will rapidly approach the proportion of one to two or three? Here, then, are the sources of superior increase so obviously true, as to need only to be stated to insure conviction.

Let us now compare the growth, for the thirty years since 1830, of the five largest Atlantic cities, with the five largest cities of the plain, and, by its side, extend the comparison to 10, 15, and 20 of the largest city of each section:

1830. 1860 Est.

New York and accessories 235,000 1,170,000 Philadelphia " 170,000 700,000 Baltimore " 83,000 250,000 Charleston " 31,000 60,000

599,000 2,380,000 Increase 4 times.

1830. 1860 Est.

Cincinnati and suburbs 28,000 250,000 New Orleans " 47,000 270,000 St. Louis " 6,000 170,000 Chicago " 100 150,000 Pittsburg " 17,000 145,000