Alabama $15,800,000 Arkansas $7,100,000 Delaware $600,000 Florida $4,000,000 Georgia $4,000,000 Illinois $12,000,000 Indiana $1,800,000 Kentucky $200,000 Louisiana $7,700,000 Maryland $6,800,000 Massachusetts $41,000,000 Michigan $3,200,000 Minnesota $2,200,000 Missouri $31,700,000 New York $5,400,000 North Carolina $11,400,000 Ohio $500,000 Pennsylvania. $12,700,000 South Carolina $5,700,000 Tennessee $34,100,000 Texas $4,800,000 Virginia $15,400,000 ------------ Total (approximately) $228,500,000 United States: Bonds $64,600,000 Interest to 1887 $114,000,000 ------------ $400,000,000 Municipal and local $300,000,000 ------------ $700,000,000 A true estimate of the proportions of this public aid recognizes, of course, that many of these grants possessed only a nominal value. The eighty-mile line in Texas, cited by Potts as the recipient of 588,000 acres of land, was glad enough to dispose of them for sixteen cents an acre. Stickney mentions a Minnesota half-breed member of the legislature who took ten dollars in cash for his vote on a railroad bond subsidy, rather than $100,000 in capital stock. But, on the other hand, if the land or bonds had little value, the roads themselves were actually laid down at a very low cost. It was the proportion of public aid to total real investment which was significant. Wisconsin to 1874 had officially subsidized its roads to the amount of over $21,000,000, including lands at three dollars per acre. This sum was sufficient to have met one-half the legitimate cost of construction of the properties then existent. Reliable evidence[24] tends to show that the state and National governments, up to 1870, had pledged themselves one way or another for a sum equivalent to one-fifth of the cost of construction of the 47,000 miles of line then in the United States. And approximately another fifth, at the very least, must have been contributed from local and municipal sources.