Estimate of cost of road from Breckinridge to Vancouver, via Fort Union, Fort Benton, Cadotte's Pass, Coeur d'Alene or Stevens' Pass, Cœur d'Alene Mission, north of the Cour d'Aléne Lake, and the Dalles. Entire distance, 1,526.60 miles.

Estimate of cost of branch road from Vancouver to Seattle.

From Vancouver to Seattle, 172 miles, at $50,000 per mile......... $8,600,000 Depots

Total cost of road

150,000

$8,750,000

Recapitulation of cost of road from Breckinridge to Seattle, with a branch road to Vancouver, and a branch road from Vancouver to Seattle.

In this paper I have preferred not to encumber it with tables showing in detail the advantages as to distance of the northern route over any route in the British possessions, and that by the South Pass, and the greater nearness of its termini both to Asiatic and European ports. These tables are given in my address on the northwest which accompanies this communication, and also tables showing in much detail the significant facts of the several routes, as distances, both lineal and equated, summit levels eleva tions above the sea, sum of ascents and descents, cost, &c. It will be seen, that the sum of ascents and descents is much the smallest on the northern route.

It must constantly be borne in mind that an enterprise of the magnitude and character of the Pacific railroad, cannot be really taken in hand and the work of construction commenced, except upon the most accurate and minute information. The surveys thus far have been for the most part reconnaissances. It is not certain that on any route the best passes have been ascertained. This fact appears very clearly in the proceedings of the railroad convention at San Francisco as regards the passes of the Sierra Nevada which come into competition on the central route. So on the northern route. The explorations of the mountain regions would have to be extended and comparative reconnaissances made of the several passes to ascertain the most favorable onewhich done, the intermediate connections could be established and the work of location commenced. In my judgment, full two years would be required to execute properly this work of reconnaissance and location, and to attain that exact information required to make a detailed estimate of the cost. The engineer must know the cubic yards of excavation in rock and earth, the cubic yards of earth embankment, of masonry of the several kinds, of culverts, bridges, aqueducts, clearing through timber, drainage, the precise localities from which materials can be procured to the best advantage, the cost of delivery of the same, &c., before he is able to arrive at just conclusions as to the probable cost of the road.

In this connexion it may not be improper to observe that the Pacific railroad is being worked out by the agencies now in operation. Local roads are advancing, and diminishing the distance to be overcome. With protection to our citizens from Indian disturbances, with opening communications, and the overland mail, every day is rapidly preparing facilities to undertake, and the business to render remunerative, the Pacific railroad. If two years could now be devoted to a thorough examination of the several routes to locate roads, and ascertain the actual cost, it would afford Congress and the people of the country information on which intelligent action could be had.

In conclusion, I will express the hope that the convention may be well attended, and that its proceedings may show that the people of Oregon and Washington are not unmindful of their true interests and the exigencies of the country, in their consideration of the greatest practical enterprise of the age, the Pacific Railroad.

Very respectfully,

ISAAC I. STEVENS.

OF

HON. LORENZO D. M. SWEAT,

OF MAINE,

DELIVERED IN THE HOUSE OF REPRESENTATIVES, FIRST SESSION, THIRTY-EIGHTH CONGRESS,

April 18, 1864,

ON THE BILL "GRANTING PUBLIC LANDS TO THE PEOPLE'S PACIFIC' RAILROAD COMPANY, TO AID IN THE CONSTRUCTION OF A RAILROAD AND TELEGRAPH LINE TO THE PACIFIC COAST BY THE NORTHERN ROUTE."

Mr. SWEAT said

Mr. SPEAKER: "I hope to live long enough, without looking forward to a very long life, to see mining and agricultural communities growing up in that interior, which shall constitute an element of peace and concord among the States of this Union," were words spoken on this floor in May, 1860, upon the very question now under consideration, by a gentleman whose labors in behalf of the project of developing that vast extent of territory between the Mississippi river and the Pacific ocean entitle him to the high consideration and gratitude of the American people. He did live long enough to see the initiation of a part of his plan in the charter granted for the Union Pacific or Central road, and had he lived till this time he would have rejoiced still more in this other fact now before us of the unanimous report of your committee in aid of his favorite northern route, which, I trust, is to receive the friendly support of this Congress. His mind, remarkable for its quickness and vigor of action, comprehended from the first not only the importance, in a commercial view, of opening a communication to the Pacific ocean by railway, but its importance as a means of developing the untold resources and wealth of that vast, unsettled, and almost unknown territory within our borders, as well as of providing for the military defense of the great Northwest of this Republic. To investigate the facts upon which his theory was founded, and thereby direct the attention and secure the interest of our people upon it, he commenced his labors in 1853, the results of which are published to the country and are now recognized as among the most valuable ever accomplished by any of our public men. His worth and ability as a scientific man, as a sound thinker and clear reasoner, as a fearless and patient

explorer, were only equalled by his patriotic devotion to the cause of the Union, and by the zeal and ardor with which he hastened to its defense, and by the signal service which he rendered to it as an accomplished, skilful, brave, and successful military commander, placing him in my judgment scarcely second to any that this war has called into action. I need not say that I refer to General Isaac I. Stevens, late of Washington Territory, who fell on the field of battle at Chantilly, September 1, 1862, and I trust I need not apologize to this House for this passing tribute to one who served the cause of progress and his country so faithfully and so well.

Mr. Speaker, the question of railroads to the Pacific is no longer chimerical-it has been answered. They are not only practicable, but they are indispensable as the means of developing and protecting that portion of our country destined at no distant day to rival in importance any other equal extent of our domain. Thanks to such men as Lewis, and Clark, and Whitney, in earlier days, and Stevens, Mullan, McClellan, Lander, Fiske, and others, more recently, public interest is now centered upon this grand movement, scarcely second in importance to the re-establishment of peace within our borders, for without the development of this portion of our country no peace can be permanently assured and maintained. The political elements which heretofore have obtruded themselves in the considerations of this question are happily at rest, and there is nothing now to prevent the exercise of the fullest, wisest, and most national views upon it. The doctrine of the supposed necessity of keeping up an accurate equilibrium between the slave and free States is no longer cause of excited discussions and opposition to the improvement of important sections of our country; and that other idea of placing the seacoast interests in antagonism with the interior States is also abandoned as having no foundation stronger than personal or sectional prejudices.

DETAILS OF THE BILL

This bill authorizes the construction of a road, the termini of which shall be at some point on Lake Superior, at the westerly side thereof, in the State of Wisconsin or Minnesota, and some point on Puget sound. For very obvious reasons it was determined by your committee not to specify in the bill the precise starting point on Lake Superior, or the place of termination on Puget sound. To fix these irrevocably by the action of Congress would place it in the power of speculators to purchase all the lands adjacent, and, by an exorbitant price for them, subject the corporation to unjust and heavy burdens in the commencement of their undertaking. Good policy and the interests of the country suggest the propriety of leaving the exact termini of the road undefined by the bill, and to be hereafter selected by the corpora