We came to New York in October, '57, and shortly after we arrived had a conference at the St. Nicholas Hotel, in Broadway, with the men who were most interested in the proposed road. Maps were exhibited, and the plans fully explained. We then left for Olean, where we were met by the contractor in charge of the road, whose name was Doolittle, by Morton the local engineer, and by General C. L. Ward, the president of the road. The whole party took wagons for Jamestown, forty miles away. At this point we were met by a committee appointed to take care of us and to show us what had been done, and what could be done. This was the program throughout, as we passed on from point to point. Among the men who met us at Jamestown was Reuben E. Fenton, who had just been elected Representative in Congress from that district, and was afterward Governor and United States Senator. The line of the road was followed as far as Dayton, Ohio, where it was proposed to connect with the Cleveland and Cincinnati Railway. At Mansfield there was a great gathering in honor of the occasion. The committees of the three States--New York, Pennsylvania, and Ohio, were present, and there was speech-making. I made a speech, which is printed in full in "Spread-Eagleism," published in '58. Judge Bartley, afterward famous on the Federal bench, was chairman of the meeting. I asked if there were not some one present from Ohio who could give us a clear statement as to what we could expect. Judge Bartley called on "Mr. Sherman." A tall, spare man arose. It was John Sherman. He made a speech that was clear, direct, and forcible. Among the other speakers were Robert E. Schenck, of "Emma Mine" fame, who had been elected to Congress recently, and Senator Benjamin F. Wade. Just before the close of the meeting I introduced Thomas Kennard, the civil engineer, and told the crowd that the road was to be built, and that it would be aided by the money of Queen Maria Cristina of Spain and the great Spanish banker, Salamanca. I made a report in London of the work accomplished in America, and at once began to purchase material for the road. I sought out Mr. Crawshay Bailey, then a member of Parliament, and a great Welsh iron-master, and he invited me to dine with him and his wife. He had just married a charming young lady. At dinner, I found that Mrs. Bailey spoke French very fluently and that Mr. Bailey did not understand a word of it. So I asked permission of the iron-worker to carry on a conversation in French with Mrs. Bailey. This delighted him very much, for he liked to see that his wife was mistress of a language of which he did not know a single word. This subtle flattery of his judgment and taste so pleased him that I was able to close a bargain with him for 25,000 tons of iron at $40 the ton--$1,000,000--pledging for the debt bonds of the Atlantic and Great Western Railway, at two to one. This was the first great purchase made after the panic of '57.