RAILWAYS IN MISSOURI.

The system of trunk lines projected in Missouri, when completed, will form a network, which, with the branch lines, will traverse every portion of the State. Since, in this great railway era, speed in transit is the desideratum, and as it has been clearly demonstrated that railways are the most successful civilizers, as well as the greatest producers of business, it becomes Missouri to maintain her position among her sister States, by multiplying these iron arteries of commerce.

Railroad lines are projected through the most populous and wealthy counties in the State-counties, some of which possess inexhaustible beds of mineral wealth, and others that are well settled by farmers, whose industry and perseverance are exhibited by the superior manner in which they cultivate their broad, fertile fields, and the abundant yield they gather as a reward. These artificial channels are much needed for the transportation of our valuable home products to a reliable market; and none but those who are familiar with the capabilities of the State and of its unparalleled mineral and agricultural wealth, can form an adequate estimate of the immense treasures which lie hidden in the earth. Some of the finest portions of the State are yet comparatively undeveloped, and, indeed, almost unknown, because of their remoteness from any great thoroughfare. Few portions of the West are more productive, or possess better water, or a more genial climate than Southwestern Missouri, not merely in agricultural lands but in lead, marble, coal, petroleum, etc. All these now remain undeveloped because of the expense and delay necessary to take these products to market. For stock growing, also, this is one of the finest portions of the West; yet, owing to its present isolated position, the population is sparse, and will continue so until facilities are afforded for the transportation of their agricultural and mineral productions to market. One of the immutable laws of trade is that where the demand is greater than the supply, the price of the article is enhanced, and the improved facilities for intercourse bring to our very doors the markets of the extreme eastern and southern borders of our country. When this Atlantic and Pacific road is completed, it will furnish an unbroken route from St. Louis to the Pacific, under the one management. This route is claimed to be five hundred miles shorter from New York to the Pacific than any other; running from St. Louis in a direction a little south of west-opening up in Southwest Missouri

as fine a section of country for agricultural or mining purposes as can be found in the Union-to the Canadian River in the Indian Territory; thence westerly to Albuquerque, on the Rio del Norte, about forty miles south of Santa Fé, and thence along the thirty-fifth parallel north latitude, crossing the Colorado at the head of navigation, and entering California in the vicinity of Los Angelos, then along the valleys to San Francisco, crossing no mountains, and showing at no point a grade exceeding seventy feet to the mile, and passing so far south as never to be inconvenienced by snow. Another advantage claimed for this route is the brief time required to build it, owing to the avoidance of mountain work and delays of winter, and the ability to tap it at three points, viz., the Arkansas and Colorado Rivers, and by a short branch from San Diego, in California-thus making eight points from which to build the road.

The rich lead region in Southwest Missouri, some of the best mines in which are owned by the company, will alone, it is thought, furnish a paying freight business.

The St. Louis, Iron Mountains and Southern Railroad has been purchased by parties who will speedily extend it to the Mississippi River at Belmont, opposite Columbus, Ky., and to Helena or Memphis. The Southern trade is too extensive to depend upon river navigation entirely-low water and ice cannot be permitted to check the demands of commerce. Independent of the immense through passenger and freight business of this road, it will, with its branches, furnish an outlet to market for the richest mineral region, probably, in the world. This road will be rapidly extended to meet the wants of the people of Southern Missouri, and of the trade south from St. Louis.

The North Missouri Railroad is being extended to the Iowa State line, there to be taken up by the people of Iowa and Minnesota, and rapidly completed-a through line to St. Paul. A western line is also being built from Allen, on this road, to the Missouri River.

We trust the day is not far distant when the more important of these roads will be completed, bringing every portion of the State within a day's travel of the Father of Waters, and of the City of St. Louis; when the shrill neigh of the iron horse shall be heard in the most remote corners of the State, and when the rattle of his tread shall reverberate along the frontier, with thousands of intelligent and industrious settlers following in his wake, who shall "make the wilderness to blossom as the rose."

Two through trains to Leavenworth City, making direct connection at Wyandotte with the Union Pacific Railway for Lawrence, Topeka, Manhattan, and Fort Riley. Stages leave Warrensburg for Lexington every morning; leave Sedalia for Springfield, Bolivar, and Warsaw daily on arrival of trains. Stages leave Tipton every evening for Booneville. Passengers taking the morning train from St. Louis connect at Pacific with the train daily for Rolla and intermediate stations. Stages leave Rolla every evening for Springfield.

ST. LOUIS, IRON MOUNTAINS AND SOUTHERN RAILROAD.

Stages connect with trains at Iron Mountain and Pilot Knob for important interior towns and the South.

HANNIBAL AND ST. JOSEPH RAILROAD.

Miles. Stations.

DISTANCES ON THE MISSOURI RIVER FROM ST. LOUIS TO FORT BENTON.

Stations.

The elevations of the following places will give a general idea of the surface of the southern portion of the State. The first column shows the elevation above tide-water at Mobile Bay; the second column above the City Directrix at St. Louis.

A high "divide" extends from Green County, through Webster, Wright, Texas, Dent, Iron, and St. François Counties. The western part of this high region is a broad, rolling table-land; but the eastern end is broken into numerous knobs, hills, and ridges, as seen at Pilot Knob, which is only twenty-eight feet higher than Marshfield, on the table-lands of the western end.