"The huge snow-clad chain of the Sierra Nevadas," says Mr. Perkins, the senator from California who succeeded Mr. Stanford, "whose towering steeps nowhere permitted a thoroughfare at an elevation less than seven thousand feet above the sea, must be crossed; great deserts, waterless, and roamed by savage tribes, must be made accessible; vast sums of money must be raised, and national aid secured at a time in which the credit of the central government had fallen so low that its bonds of guaranty to the undertaking sold for barely one-third their face value." In the presence of such obstacles no one seemed ready to undertake the work of building the railroad. One of the persistent advocates of the plan was Theodore J. Judah, the engineer of the Sacramento Valley and other local railroads. He had convinced Mr. Stanford that the thing was possible. The latter first talked with C. P. Huntington, a hardware merchant of Sacramento; then with Mark Hopkins, Mr. Huntington's partner, and later with Charles Crocker and others. A fund was raised to enable Mr. Judah and his associates to perfect their surveys; and the Central Pacific Railroad Company was formed, June 28, 1861, with Mr. Stanford as president. In Mr. Stanford's inaugural address as governor he had dwelt upon the necessity of this railroad to unite the East and the West; and now that he had retired from the gubernatorial office, he determined to push the enterprise with all his power. Neither he nor his associates had any great wealth at their command, but they had faith and force of character. The aid of Congress was sought and obtained by a strictly party vote, Republicans being in the majority; and the bill was signed by President Lincoln, July 1, 1862. The government agreed to give the company the alternate sections of 640 acres in a belt of land ten miles wide on each side of the railroad, and $16,000 per mile in bonds for the easily constructed portion of the road, and $32,000 and $48,000 per mile for the mountainous portions. The company was to build forty miles before it received government aid. It was so difficult to raise money during the Civil War that Congress made a more liberal grant July 2, 1864, whereby the company received alternate sections of land within a belt twenty miles on each side of the road, or the large amount of 12,800 acres per mile, making for the company nearly 9,000,000 acres of land. The government was to retain, to apply on its debt, only half the money it owed the company for transportation instead of the whole. The most important provision of the new Act was the authority of the company to issue its own first-mortgage bonds to an amount not exceeding those of the United States, and making the latter take a second mortgage.