On the administration, consult the general texts and the special volumes mentioned in chapter V; G.F. Parker, _Recollections of Grover Cleveland_ (1909); and _Political Science Quarterly_ (June, 1918), "Official Characteristics of President Cleveland," give something on the personal side; J.L. Whittle, _Grover Cleveland_ (1896), is by an English admirer; Cleveland's own side of one of his controversies is in Grover Cleveland, _Presidential Problems_ (1904); on Blaine, Edward Stanwood, _James G. Blaine_ (1905). The _Annual Cyclopaedia_ has useful biographical articles. * * * * * [1] A reference to the Dorsey dinner at which Arthur told how Indiana was carried. [2] His marriage to Miss Frances Folsom, which occurred in 1886, occasioned lively interest. [3] Other members were: Daniel Manning, N.Y., Secretary of the Treasury; William C. Endicott, Mass., Secretary of War; A.H. Garland, Ark., Attorney-General; William F. Vilas, Wis., Postmaster-General. [4] President Cleveland also frequently used his veto power to prevent the passage of appropriations for federal buildings which he deemed unnecessary. CHAPTER IX TRANSPORTATION AND ITS CONTROL The most significant legislative act of President Cleveland's administration was due primarily neither to him nor to the great political parties. It concerned the relation between the government and the railroads, and the force which led to its passage originated outside of Congress. The growth of the transportation system, therefore, the economic benefits which resulted, the complaints which arose and the means through which the complaints found voice were subjects of primary importance. Beginning with the construction of the Baltimore and Ohio Railroad about 1830, the extension of the railways went forward with increasing rapidity so that they soon formed a veritable network: between 1830 and 1850 over 7,000 miles were laid; by 1860 the total was 30,000 miles; the Civil War and the financial depression of 1873 retarded progress somewhat, but such delays were temporary, and by 1890 the total exceeded 160,000 miles. In the earlier decades most construction took place in the Northeast, where capital was most plentiful and population most dense. Later activity in the Northeast was devoted to building "feeders" or branch lines. In the South, the relatively smaller progress which had been made before the war had been undone for the most part by the wear and tear of the conflict, but the twenty-five years afterward saw greatly renewed construction. The most surprising expansion took place in Texas where the 711 miles of 1870 were increased to 8,754 by 1890. In the Middle West, roads were rapidly built just before the war and immediately after it, and the first connection with the Pacific Coast, as has been shown, was made in 1869. [Illustration: Railroad Mileage, 1860-1910, in thousands of miles]