The rapidity with which the Union Pacific road was constructed was surprising, and the whole progress of the work displayed a spirit of energy seldom seen in an undertaking of that character. The most positive achievements, however, were those of the Central Pacific Company. The construction of that road over the Sierras is considered by professional authorities as one of the greatest results of engineering. It crossed the maximum summit, of 7,042 feet above the sea, within one hundred miles of the Pacific tide waters, requiring a distribution of ascent really scientific to render it practicable, and, by using a minimum radius of 573 feet, secured, comparatively speaking, a direct alignment. The two roads were completed and a junction effected May 10, 1869, and the initial transcontinental line was thereby finished. By an act approved March 3, 1863, there was a grant made to the State of Kansas to aid in constructing certain railroads therein, now known as the Atchison, Topeka and Santa Fé; Leavenworth, Lawrence and Galveston, and Missouri, Kansas and Texas. It was of every alternate section of land designated by odd numbers for ten sections in width on each side of said roads. Indemnity was provided in ten additional miles and, except as to extent, it was not unlike the Iowa grant. On the 5th of May, 1864, similar grants were made to the States of Minnesota and Wisconsin, and on the 12th of May to the State of Iowa. Various other grants followed of like character, differing only in few respects, to Arkansas, Alabama, Missouri, Iowa, Michigan, Minnesota, and Kansas; as also grants for wagon roads. The latter were similar in terms to the railroad grants, save that three sections on either side of the roads were given instead of six or ten. The Northern Pacific was created July 1, 1864, and was very much like the Union Pacific grant, except in extent, being double the quantity through the Territories, with provision for “indemnity”. The Atlantic and Pacific and Southern Pacific grants were made by act of July 27, 1866; the Denver Pacific by act of March 3, 1869; the Southern Pacific (branch line) and Texas and Pacific by act of March 3, 1871. Many of the grants made in early years were enlarged, and the time for their completion extended; but thus far only four grants have been declared forfeited. At present, however, about twenty grants have “lapsed” by reason of non-compliance with the terms of the granting acts, requiring completion within prescribed periods, and recommendations have been made urging proper legislation. Neither time nor space permit an extended examination of every grant, but sufficient has been considered to point out the origin and growth of the system.