Under the Supplementary Pacific Railroad Bill of 1864, the conditions as far as the Union Pacific Railroad--Eastern Division as it was then called, were materially improved. It was authorized to connect with the Union Pacific Railroad at any point deemed desirable, but no more bonds or land grants were to be given than if connection were made as originally contemplated at the hundredth Meridian. It was also given the option of building from the mouth of the Kansas River to Leavenworth thence west, or of building directly west with a branch from Leavenworth connecting with the main line at Lawrence, but in the latter case no bonds or land grant would be given account the branch line mileage. Another feature of the Bill was permission to build on west to a connection with the Central Pacific Railroad, provided when it, the Union Pacific Railroad--Eastern Division reached the hundredth Meridian, the Union Pacific Railroad proper was not proceeding with the construction of its line in good faith. The Company under the discretion granted them elected to abandon the junction with the Union Pacific Railroad at the hundredth Meridian and to build directly West. The Company proceeded to explore the country South and West in search of a practicable route to the Pacific, which being found they then went further and had the several routes thoroughly surveyed. In their investigations they had four thousand four hundred and sixty-four miles chained and leveled. The most extensive survey on record. Careful surveys demonstrated that the distance to the point of connection with the Union Pacific Railroad would have been three hundred and ninety-four miles from Kansas City, and this much of the line--Kansas City to Pond Creek, Kan.--was bonded-aided and land grant, the Government aid amounting to six million three hundred and two thousand dollars. The Hannibal and St. Joseph Railroad reached St. Joseph, February, 1859, Kansas City, soon afterwards. The Missouri Pacific Railway reached Kansas City, October 1865. Owing to the fact that there were these railroad connections between the East and the eastern terminal of the line the work of construction was greatly facilitated and the expense of building the line greatly reduced. The headway made was slow at first. The work was new to the officers in charge as well as to the men. The following table shows the progress made: Sept. 1, 1863 commenced work at State Line (Wyandotte, Kan.) Nov. 28, 1864 reached Lawrence--40 miles. Oct. 30, 1865 first 40 miles accepted by the Government. Dec. 15, 1865 50 miles done. Aug. 18, 1866 reached Manhattan--118 miles. Oct. 7, 1866 reached Pawnee (Fort Riley) 135 miles. Jan. 7, 1867 to Mile Post 155. April 8, 1867 to Mile Post 181. Oct. 15, 1867 to Mile Post 335. Fall 1867 to Mile Post 405 (Phil Sheridan.) Mar. 24, 1870 reached Kit Carson--487 miles. Aug. 15, 1870 completed into Denver.