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1867.] Neither of these projectors, however, found the atmosphere of Washington propitious. Failing there, they once more had recourse to the press. The discovery of gold in California gave fresh vigor to the agitation. In 1850, that notable railroad king, William B. Ogden, lent his name to the enterprise, and by his cogent and well-considered appeals excited confidence in statesmen and capitalists. Three years after, Congress yielded to the popular pressure, and ordered those surveys, the result of which lies in eleven bulky departmental volumes, and bears the name of "Pacific Railroad Reports." Then came the Fremont campaign, with its burning enthusiasm, the Pacific Railroad plank in the Republican platform, and the defeat which was almost a victory. The succeeding year a strong effort was made to secure a national charter; but though supported by the Senate, the measure failed to carry in the Lower House.

This disastrous rebuff at Washington produced a profound indignation throughout wide sections; yet it may be questioned whether the arguments on which the railway scheme was based were sufficiently solid to justify such encouragement to the investment of floating capital as the passage of the bill would have implied. Beyond the Missouri River, even on the line of Western travel, population was as sparsely scattered as in an Indian reservation. Neither the gold reaches of Colorado nor the silver-bearing "leads" of the Washoe district had as yet been discovered. California was known only as a region of placer-digging, and its agricultural capacities were very inadequately comprehended. Nor had the Pacific Steamship Company ventured to create its China line. A railroad certain to cost one hundred and forty millions, as the War Department asserted, had in prospect for an immediate revenue only the meagre trade of Salt Lake City, and the freightage of bullion from the Pacific shore. Indeed, the prevailing faith in the enterprise almost passes belief, when it is remembered that no satisfactory survey had been made of the Sierra Nevada. That terrible pile of snow-crowned peaks, of deep-sunk ravines, of jagged ridges and perilous chasms, where the winding bridle-track scarcely permits a driver to walk beside his mule, seemed to defy the skill of our boldest engineers. Overland travellers reported depths of snow varying from twenty to fifty feet. Fearful stories were narrated of luckless wagon-trains caught in the narrow defiles by sudden mountain storms, and perishing helplessly amid these Alpine rigors. It was surely a legitimate question whether a railroad were possible in the face of such embarrassments; and it is fair to attribute the adverse action of Congress to these considerations, rather than to occult and scarcely explicable sectional motives.

At the commencement of the next decade, all this, however, was changed. California had developed into a rich grape-producing country. Its cereals were beyond the demands of local consumption. A considerable trade had sprung up with Oregon, the Sandwich Islands, and latterly with China. The production of quicksilver was on the increase. Valuable copper mines had recently been opened. Moreover, the immense gold seams of Colorado, the vast silver deposits in Nevada, and the auriferous quartz of Idaho, were disclosed almost simultaneously, diverting population to the interior table-lands, and calling loudly for an economical method of transit. Upon the Pacific shore, the desire for a through road suddenly became intensified, while the profitableness of a railway, at least to the Humboldt Sink, became more and more apparent. If only the Sierra might be pierced! That appalling obstacle still threw its shadow over the enterprise. Fortunately, at this very crisis there wandered down from the mountain, in the pleasant summer days, a railway surveyor and engineer, Theodore D. Judah, who had had extensive Eastern experiences, and Californian as well. He was a thin, short, light-haired