Some of the details of this construction and tracklaying will interest railroad men. On the 16th of July 7 miles and 1040 feet of track were laid, and on the 8th of August 8 miles and 60 feet were laid, in each instance by daylight, and by the regular gang of track-layers, without any increase of their numbers whatever. The entire work was done by handling the iron on low iron cars, and depositing it on the track from the car at the front end. The method pursued was the same as when one mile of track is laid per day in the ordinary manner. The force of track-layers was maintained at the proper number for the ordinary daily work, and was never increased to obtain any special result. The result on the 11th of August was probably decreased by a quarter to a half mile by the breaking of an axle of an iron car while going to the front with its load at about 4 p.m. From six to eight iron cars were employed in doing this day’s work. The number ordinarily used was four to five. Sidings were graded at intervals of seven to eight miles, and spur tracks, laid on the natural surface, put in at convenient points, sixteen miles apart, for storage of materials and supplies at or near the front. As the work went on, the spur tracks in the rear were taken up. The construction train contained box cars two and three stories high, in which workmen were boarded and lodged. Supplies, as a rule, were taken by wagon-trains from the spur tracks near the front to their destination, an average distance of one hundred miles and an extreme one of two hundred miles. Steamboats were employed to a limited extent on the Missouri River in supplying such remote points as Fort Benton and the Coal Banks, but not more than fifteen per cent, of the transportation was done by steamers. A single item illustrating the magnitude of the supply transportation is that there were shipped to Minot and forwarded and consumed on the work 590,000 bushels of oats. It is believed that the work of grading 500 miles of railroad in five months, and the transportation into the country of everything consumed, grass and water excepted, and of every rail, tie, bit of timber, pile, tool, machine, man, or team employed, and laying 643 miles of track in seven and a half months, from one end, far exceeds in magnitude and rapidity of execution any similar undertaking in this or any other country. It reflects also the greatest credit on the managers of the railway transportation (it is not invidious to mention the names of Mr. A. Manvel, general manager, and Mr. J. M. Egan, general superintendent, upon whom the working details devolved) when it is stated that the delays for material or supplies on the entire work did not retard it in the aggregate one hour. And every hour counted in this masterly campaign.