The Pacific tourist:

6
mierce and industry, either at San Francisco, or
the Puget Sound, which would in time, become
the rival of New York and the East, and at
once the project was taken up and encouraged by
Carver, Wilkes, Benton, Whitney, Burton and
others; but all such ideas met with indifference
and ridicule.
In 1844, when Fremont made his famous explorations across the plains, which has earned
him so world-wide a reputation, so little was
known of the geography of that country, that his
reports were considered an immense acquisition
to the collection of books of physical knowledge
of our country. This section was fully 2,300
miles in distance, entirely vacant, no settlement,
entirely occupied by roving bands of Indians,
and the undisturbed home of the buffalo and
antelope. In that year Chicago was but an
obscure village, on a prairie without a single
inhabitant. And not a single line of railroad
was built from the Atlantic westward beyond
the Alleghanies, and on the Pacific only one
American flag covered a feeble colony. The discovery of gold in California had its effect in
directing public attention to the unknown riches
of its Western border; and at last Congress
woke up to the need of thorough explorations
and investigations. In March, 1853, Congress
made its first appropriation to explore the Far
West, and ascertain if there was really a practicable route to the Pacific. In 1854, Congress appropriated $190,000 additional; and, as a result,
nine surveying parties were organized and pursued their work. Ten routes'were surveyed
between the 32d and 49th parallel of latitude;
the eastern ends ranging all the way from Fulton,
Ark., to St. Paul, Minn.,-and the western terminal points from San Diego to Puget Sound.
The lengths of these routes varied from 1,533 to
2,290 miles.
The continued gold discoveries brought an immense flow of population to the Pacific Coast, and
California, more alive to the necessities of such
roads than the East, after numerous agitations, at
last really made the first initiatory experiment.
Early in 1861 there was organized at Sacramento,
Cal., the Central Pacific Railroad Company, who
by the appointment of T. D. Judah, as chief engineer, began the first and most thorough railroad
survey ever made on the Sierras.
Congress then woke up, and in July, 1862, the
first national charter was granted. As a curious
fact in the act-the utmost limit of time allowed
for the completion of the road was fixed at July
1, 1876. In October, 1863, the preliminary organization of the company was completed. A capital of one hundred million dollars authorized, and
the first contract for construction begun in 1864,
but no practical progress was made till 1865,
when on the 5th of November, the first ceremony
of breaking ground, at Omaha, was celebrated.
Then was begun the great work; the rapid
Necessity ande Benefits to the
anent.
From 1850 to 1860, the population c
Western States and Territories increas
mere handful to the large number o
persons, and in the whole area of 2,(
there had been built only 232 miles of
and 32 miles of railway. The Unit
Government had established forts an
stations, and the year 1870 saw the co
of the Pacific Railroad line, Congress
whole country were astonished to see
rate of development, and the enormoue
of government military service. In tha
population had increased to 1,011,971,
been built over 13,000 miles of telegrs
there were completed over 4,000 mile
road; all representing the gigantic c
$363,750,000. In the reports of dist
statesmen to the United States Sent
these remarks which show the spirit of
then. Senator Stewart of California, s
" The cost of the overland service for
period, from the acquisition of our Pac
possessions down to the completion of t
Railroad was $8,000,000 per annum,
stantly increasing."
As a curious fact of national econo
figures will show the result of the Pal
road in saving to the United States Gov
Since the building of the road, th
transportation to the government has
follows:
Amount cash paid to railroad companies for
one-half charge of transportation per
year, about $1,200.000 per annlum, say for
7 years-1869 to 1876,
The cost to the government of military trans portation in 1870, was $8,000,000 per
annum, and increasing over $1,000,000 per
year. In 1876, would have been over $14, 000,000. Average for 7 years, at $10,000,000
per year,
for 7 years, $27,279,906
Net profit over all expenses to United States, $42,320,094
These figures do not include vast amounts of
incidental items which would have been of incalculable trouble, or immense expense to the
United States, such as the indemnities constantly being paid by the United States for destruc*tion of life and private property by Indians;
also depredations of Indians on property in government service, increased mail facilities and
decreased mail expenses, prevention of Indian
I
T,Kx racrrrc rourrsp.
progress of which afterward was a world-wide
sensa tion, astounding engineers, capitalists, and
even governments, with the almost reckless daring of construction.
4
$70,000,000
$62,600,000
Total saving in 7 years to United States Govern ment
The actual'amount of interest during this time
paid by the United States Treasury on
bonds issued in behalf of the railroad,
average interest, $3,897,129 per year. Total
for 7 years,