May 20, '68 15 252
July 5, '62'12 620
Mar. 3, '65 13 521

Resolution concerning certain lands grant

ed to railroads in Michigan and Wisconsin Chicago and Northwestern..

6 & 15

Add'l
Wisconsin.
West Wisconsin...

6 & 15 )

10£20 St. Croix and Lake Superior.

6 & 15

10&20 Branch to Bayfield.

6 & 15

10&20S
Chicago and Northwestern

6 & 15.
Authorizes change of line of route.
Wisconsin Central--formerly Portage, Win-
nebago and Superior.

10&20.
Resolution explanatory of, and in addition

to, the act of May 5, 1864..

June 3, 5611 21
May
5, '61 13

66 June 3, '5411 21 May

5, '61.13 66 June 8, '66 11

21 May 6, '64'13 66 Jnue 3, '56 11 21 Apr. 25, '62 12 618 May 5, '64 13 66

438,247.07 999,983.39 524,718.15 521,714.95

350.000.00 348,740.80 818.737.74

215,000.00 311,307.72 600,000.00

750.000.00

June 21, '66 14 301

1,192,223.92 1,218,639.95

66

539,203.41 1,475,000.00

2,000,000.00 177,923.79 353.403.00

200.000.00 342.756.51 720,000.00 217,626.76 690,000.00 834,191.60 860,000.00

1 150,000.00

333,344.27 841, 454.00

MINNESOTA.
Mar.
3. '57 11! 195
St. Paul and Pacific.

16 & 15 )
Mar.
3, '63 13 526

104 20 Mur. 3, 57 11 1995 Branch St. Paul and Pacific..

6& 16 Mar. 3, '63 13 526

10&20 s July 12, 62 12 624 Resolution authorizing the State to change

the line of certain branch railroads, and

for other purposes.. Mar. 3, 71 16 588 Saint Vincent extension of St. Paul and

Pacific RR South terminus changed

from Crow Wing to Saint Cloud, Mar. 3, '57 11 195 Minnesota Central..

6 & 15, Mar. 8, '65 13 526

10& 20 Mar. 3, 57 11 195 Winona and St. Peter.

6 & 15. Mar. 8, '65 13 526

10&20 Mar. 3, 57 11 195 St. Paul and Sioux City.

6 & 15 May 12, '64 13 74

10& 20 ) July 13, '66 14 97 Time extended for completion of road

seven years... May 5, '6413 64 Lake Superior and Mississippi. 1 105 20... July 13, '66 14 93 Authorized to make up deficiency within

July 1, '62 12 489 Union Pacific, from Omaha, Neb., to a
point near Ogden, Utah Territory.

10
July 2, '64 13 3.56 Union Pacific.

20
July 3, '66 14 79 Act authorizing location of Union Pacific

Railroad from Omaha, westward.
July 25, '66 14 367 Resolution granting right of way through

military reservations, etc....
April 10, '69 16 t6 Resolution for the protection of the inter-

ests of the United States in the Union
Pacific and Central Pacific Railroads, and
providing that the common terminus of
the roads shall be at or near Ogden, Utah

Territory, etc...
May 6, '70 16 121 Act fixing the point of junction of the Union

Pacific and Central Pacific Railroads, etc.
July 1, '62 12 489 Central Branch Union Pacific.

101
July 2, '61 13 356 Central Branch Union Pacific.

20
July 1, '62 12 489 Kansas Pacific, formerly Union Pacific,

Eastern Division..
July 2, '64 13 356 Kansas Pacific...
July 3, '66 14 79 Act requiring the company to designate

general route before December 1, 1866..
May 7, '66 17 355 Resolution extending time for completion

of road.
Mar. 3, '09 15 324 Act extending the Union Pacific Railway,

Eastern Division, line of road to Denver
Cily, and althorizing a transfer of_lands
hy said company to the Denver Pacific
Railroad Company, between Denver and

Cheyenne.
Mar. 3, '69 15 313 Resolntion anthorizing the Union Pacific

Railroad Company, East Division, to

change its name to Kansas Pacific.. Mar. 3, '69 15 324 Denver Pacific..

20. July 1, '62 12 459 Central Pacific.

10 July 2! '61 13 356 Central Pacific.

20

101 20

6,000,000.00

1,100,000.00 204,385.78 8,000.000.00

July 13, '66 14 79
Mar. 3, '65 13 504

May 6, '70 16 121
July 1, '62 12 489
July 2, '64 13 356
May 21, '66 14 356

July 2, '64 13 364
May 6, '70 16 118

July 2, '64 13 363
July 2, '64 13 36.5
May 7, '66 14 355
July) 1, '68 15 255

Act authorizing location of road eastward.
Act ratifying the assignment made by the

Central acific Railroad Company to the
Western Railroad Company of that por-
tion from San José to the City of Sacra-

mento...
Act fixing the point of junction of the Cen-

tral Pacific and Union Pacific RRs., etc..
Western Pacitic..

10 Western Pacific.

300,066,09 1,100,000.00

20 Resolution extending time for completion

of first seciion of twenty miles of road

upon certain conditions Burlington and Missouri River, Nebraska. 20 sections. 2,370,613,16 2,444,800.00 Act authorizing change of route and connec

ioi the Union cific Railroad at or

near Fort Kearney.. Sioux City and Pacific,

10

29,744.38 animno Northern Pacific...

10.

47,000,000.00 Resolution extending time for commencing and completing road...

States, 20,
Resolution extending time for commenc- 30 and 40;
ing and completing road.

Trs., 40,
Resolution authorizing issue of bonds, 50 and 60

etc....
Resolution authorizing the company to

extend its branch line from Portland

to Puget Sound, etc..
Resolution authorizing the issue of mort.

gage bonds, reversing locations of main
and branch lines in Washington Terri-

tory, extending indemnity limits, etc..
Atlantic and Pacific,

St., 20&30
An act to enable the company to mort. Ter., 40 &

496,350.17 42,000,000.00 gage its road.

50.. Southern Pacific, of California..

120&30..

6.000.000.00 Southern Pacific..

20&30.

3,520,000.00 Texas Pacific...

Ca.,20&301
Tr.,40x50

496,350.17 18,000,000.00 New Orleans, Baton Rouge and Vicksburg. 20&30.

4,000,000.00

* Pam. laws.

The government has also at former periods granted lands to the extent of 4,405,986 acres to aid in the construction of canals, and, more recently, 3,857,213.27 acres to aid in the construction of wagon roads, making the total number of acres granted to aid works of internal improvements, 198,165,794.67 acres, or about 300,000 square miles—an area exceeding in extent that of the six New England States, with New York, New Jersey, Pennsylvania, Ohio, Indiana and Illinois combined. But it must by no means be supposed that such an immense extent of territory can be availed of by companies to which the grants have been made. In Iowa, for example, the grants made call for 7,207,837.98 acres. Of these only 3,511,149.60 acres have been certified, there not having been an amount of government lands of odd sections, within the limits of the grants at the time they were made, equalling the nominal amounts of

Two companies in the State named will not receive one half the number of acres to which their grant entitles them. The amount of the certifications yet to be made in the several States will probably reach 35,000,0000 or 40,000,000 of acres. The certifications hereafter to be made to the Pacific railroads will, for similar reasons, fall far short of the nominal amounts of the grants to them, though perhaps not to so great an extent as in the grants made to the States.

The influence of land-grants in promoting the construction of railroads has been truly wonderful. They have been a powerful and, in many cases, the chief induce

the same.

mant toward the construction of nearly 10,000 miles of line, including the Union Pacific and Central Pacific Railroads. The greater portion of this immense extent of mileage would not have been constructed for a long time to come, at least, but for such grants. Upon the land-grant roads $300,000,000 at least have been expended. These roads are earning at least $60,000,000, and are transporting at least 10,000,000 tons of freight annually. They have increased the population of the country im. mensely and its wealth almost beyond computation. It may be safely estimated that the grants that have been made have been or will be instrumental in the construction of 15,000 miles of line.

The laws making the grants provided in all cases, we believe, that the even numbered sections retained by the government within the limits of the several grants should not be sold at less than $2.50 per acre, or twice the price at which they were previously held—the theory being that, in this way, the government would lose nothing by making the grants, while it would be greatly benefited by the construction of the railroads which the grants would secure. The results have proved the entire correctness of these assumptions. As soon as it was seen that a land-grant road was likely, to be built, the government sections were immediately taken up at the advanced (double) rate. Settlers both upon the lands of the railroad and upon those of the government, within the limits of the grant, can better afford to pay $10 per acre than to have lands distant from means of transportation given to them. Population, whether rich or poor, always follows the line of a railroad. If we were to compare the advantage accruing from these grants, we should say that the government, as representative of the whole nation, was most largely benefited by them; that the farmer and pioneer come next in order; and that the railroad companies, the direct beneficiaries, the last. No policy ever adopted by this or any other government was more beneficial in its results, or has tended so powerfully to the development of our resources by the conversion of vast wastes to all the uses of civilized life.