And more recently the fiasco of Government operation under war emergency is considered a strong argument against public ownership. In addition to the land granted to the Union Pacific for the “purpose of aiding in the construction of said railroad and telegraph line, and to secure the safe and speedy transportation of the mails, troops, munitions of war, and public stores thereon, every alternate section of land, designated by odd numbers, to the amount of five alternate sections per mile on each side of said road,”[105] the company was given for “right of way” 200 feet each side of the track,[106] “including all necessary grounds” for stations, side-tracks and various other purposes enumerated, also to take from the public land “adjacent to the line of said road” (afterwards limited to 10 miles on each side) “earth, stone, timber, and other materials, for the construction thereof.” Further help was also granted by the provisions of the act (Section 5): “That ... the Secretary of the Treasury shall, upon the certificate in writing ... of the completion and equipment of forty consecutive miles ... issue ... bonds of the United States of one thousand dollars each, payable in thirty years after date, bearing six per centum per annum interest ... to the amount of sixteen of said bonds per mile.” The act provides that this loan shall constitute a first mortgage lien on the property, but the act of 1864 allowed the company to issue bonds to the same amount and subrogate the Government bonds to those issued by the company making the Government claim a second mortgage instead of a first. The Government gave similar grants and privileges to the Central Pacific, although it was a purely state corporation and, at first, was only to build to the east line of California. Apparently the last vestige of the traditions of Madison and Monroe, of Jackson and Buchanan had disappeared. There was danger that other lines would be built. A line was preparing to go west from Leavenworth, lines were converging on St. Joseph and Sioux City, any of which might become rivals of the Union Pacific, so the act provides that they shall unite with the Pacific not farther west than the one hundredth meridian of longitude, and if they do so grants of lands and subsidy bonds will be given to them. However, the demand for transcontinental lines was so great that three other lines were authorized. In 1864 the Northern Pacific Railroad to connect Lake Superior with Puget Sound, with a land grant of 58,000,000 acres; in the Atlantic & Pacific to follow the old 32d parallel route, now a part of the Southern Pacific, with a grant of 42,000,000 acres; and last, the Atchison, Topeka & Santa Fé received also a large grant. The total Congressional grants certified or patented to railroads and military wagon roads from 1850 to 1880 were as follows: