Twenty Years of Congress, Vol. 1 / From Lincoln to Garfield, with a Review of the Events Which Led to the Political Revolution of 1860

by James Gillespie Blaine

In the previous Congress an Act had been passed which was approved by the President on the first day of July, 1862, to aid in the construction of a railroad and telegraph line from the Missouri River to the Pacific Ocean, and to secure to the government the use of the same for postal, military, and other purposes. The company authorized to build it was to receive a grant of public land amounting to five alternate sections per mile on each side of the road. In addition to the lands the Government granted the direct aid of $16,000 per mile in its own bonds, payable upon the completion of each forty miles of the road. The bill was passed by a vote which in the main but not absolutely was divided on the line of party. The necessity of communication with our Pacific possessions was so generally recognized that Congress was willing to extend generous aid to any company which was ready to complete the enterprise. The association of gentlemen who had organized under the provisions of the Act, were unable, as they reported, to construct the road upon the conditions prescribed and the aid tendered. It was impossible to realize money from the lands under the grant, as they were too remote for settlement, and $16,000 per mile was declared insufficient to secure the means requisite for the construction of the road across trackless plains, and through rugged passes of the Rocky Mountains.

The corporators had accordingly returned to Congress in 1864 for further help, and such was the anxiety in the public mind to promote the connection with the Pacific that enlarged and most generous provision was made for the completion of the road. The land-grant was doubled in amount; the Government for certain difficult portions of the road allowed $32,000 per mile, and for certain mountainous sections $48,000 per mile. The whole of this munificent grant was then subordinated as a second mortgage upon the road and its franchise, and the company was empowered to issue a first mortgage for the same amount for each mile—for $16,000, $32,000 and $48,000, according to the character of the country through which the road was to pass. Mr. Washburne of Illinois and Mr. Holman of Indian made an earnest fight against the provisions of the bill as needlessly extravagant, and as especially censurable in time of war when our resources were needed in the struggle for our national life. Mr. Washburne had sustained the original bill granting the aid of lands and of bonds. He alleged, and produced a tabular statement in support of the assertion, that the Government was granting $95,000,000 to the enterprise, besides half of the land in a strip twenty miles wide from the Missouri River to the Pacific Ocean.

PUBLIC AID TO THE PACIFIC RAILROAD.

So earnest however was the desire of the Government to secure the construction of the road that the opponents of the bill were unable to make any impression upon the House. On an amendment by Mr. Holman declaring that "the roads constructed under the Act shall be public highways and shall transport the property and the troops of the United States, when transportation thereof shall be required, free of toll or other charge," there could be secured but 39 votes in the affirmative. On an amendment by Mr. Washburne to strike out the section which subordinated the government mortgage to that of the railroad company on the lands and the road, but 38 voted in the affirmative and the bill passed without a call of the yeas and nays. In the Senate there were only five votes against the bill. Mr. Ten Eyck of New Jersey was the only Republican senator who voted in the negative. Whatever may have subsequently occurred to suggest that the grant was larger than was needed for the construction of the highway to the Pacific, there can be no doubt that an overwhelming sentiment, not only in Congress but among the people, was in favor of the bountiful aid which was granted. The terrible struggle to retain the Southern States in the Union had persuaded the Administration and the Government that no pains should be spared and no expenditure stinted to insure the connection which might quicken the sympathy and more directly combine the interests of the Atlantic and Pacific coasts of the United States. A more careful circumspection might perhaps have secured the same work with less expenditure; but even with this munificent aid a full year passed before construction began from the eastern end of the road, and for a considerable period it was felt that the men who embarked their money in the enterprise were taking a very hazardous task on their hands. Many capitalists who afterwards indulged in denunciations of Congress for the extravagance of the grants, were urged at the time to take a share in the scheme, but declined because of the great risk involved.

Two organizations, composed of powerful men, were formed to prosecute the work. The California Company, with Governor Leland Stanford and the indomitable C. P. Huntington at the head, constructed the thousand miles stretching from the Bay of San Francisco to Salt Lake, and a company headed by Oakes Ames and Oliver Ames, two Massachusetts men noted for strong business capacity, industry, and integrity, constructed the thousand miles from the Missouri River to the point of junction. In the history of great enterprises, no parallel can be found to the ability and energy displayed in the completion of this great work. With all the aids and adjuncts of surrounding civilization, there had never been two thousand miles of rail laid so rapidly as this was across trackless plains, over five rugged ranges of mountains, through a country without inhabitants, or inhabited only by wild Indians who offered obstruction and not help.

On the first day of the session, December 7, 1863, Mr. Elihu B. Washburne of Illinois introduced a bill to empower the President to appoint a Lieutenant-General for all our forces. It was avowedly intended for General Grant who had already been appointed a Major- General in the Regular Army. Some opposition was shown to the measure, when it was formally reported from the Military Committee by Mr. Farnsworth of Illinois who ably supported it. Mr. Thaddeus Stevens indicated his intention to oppose it and was followed by Mr. Garfield who thought the action premature. Mr. Schenck also intimated that it might be difficult at that moment to say who would in the end command precedence among our generals. Eighteen months before, McClellan would have been chosen; after Gettysburg Meade would have been selected; at one time in the midst of his successes in the South-West Rosecrans might have been appointed. As a matter of course Grant would now be selected. Mr. Schenck however announced his intention to support the measure.

Mr. Washburne closed the debate with an impressive plea for the bill. He avowed that it meant General Grant who had been "successful in every fight from Belmont to Lookout Mountain. The people of this country want a fighting general to lead their armies, and General Grant is the man upon whom we must depend to fight out this rebellion in the end." Mr. Washburne gave a unique description of General Grant in the critical campaign below Vicksburg: "General Grant did not take with him the trappings and paraphernalia so common to many military men. As all depended on celerity of movement it was important to be encumbered with as little baggage as possible. General Grant took with him neither a horse nor an orderly nor a servant nor a camp-chest nor an overcoat nor a blanket nor even a clean shirt. His entire baggage for six days—I was with him at the time—was a tooth-brush. He fared like the commonest soldier in his command, partaking of his rations and sleeping upon the ground with no covering except the canopy of heaven." The speech of Mr. Washburne was very earnest and very effective, and, the vote coming at its conclusion, the House passed the bill by 96 yeas to 41 nays. It was not strictly a party vote. Randall of Pennsylvania, Morrison of Illinois, Eldridge of Wisconsin, Voorhees of Indiana and several other Democratic partisans supported the measure, while Thaddeus Stevens, Winter Davis, Garfield, Broomall of Pennsylvania and others among the Republicans opposed it.

The bill was desired by the President who approved it on the 29th of February, 1864, and immediately nominated Ulysses S. Grant to be Lieutenant-General. Mr. Lincoln saw the obvious advantage of placing a man of General Grant's ability in command of all the armies. The General was ordered to Washington at once, and arrived at the capital on the eighth day of March. Mr. Lincoln had never before seen him, though both were citizens of Illinois and General Grant had been distinguished in the field for more than two years. A new era opened in our military operations and abundant vigor was anticipated and realized. General Sherman was left in command of the great army in the West. He had up to this time been serving with General Grant but was now to assume command of an enormous force and to engage in one of the most arduous, heroic, and successful campaigns in the military history of the country. The march from Vicksburg to Chattanooga, thence to Atlanta, to Savannah, and Northward to the Potomac, is one of the longest ever made by an army. From Vicksburg to Chattanooga the army was under command of General Grant, but the entire march of the same body of troops must have exceeded two thousand miles through the very heart of the insurrectionary country. But the great operations of both Grant and Sherman were incomplete when Congress adjourned on the Fourth of July. Its members returned home to engage in a canvass of extraordinary interest and critical importance.

CHARACTER OF GENERAL SHERMAN.

The character and ability of General Sherman were not fully appreciated until the second year of the war. He had not aimed to startle the country at the outset of his military career with any of the brilliant performances attempted by many officers who were heard of for a day and never afterwards. With the true instinct and discipline of a soldier, he faithfully and skillfully did the work assigned to him, and he gained steadily, rapidly, and enduringly on the confidence and admiration of the people. He shared in the successful campaigns of General Grant in the South-West, and earned his way to the great command with which he was now intrusted,—a command which in one sense involved the prompt success of all the military operations of the Government. Disaster for his army did not of course mean the triumph of the Rebellion, but it meant fresh levies of troops, the prolongation of the struggle, and a serious increase to the heavy task that General Grant had assumed in Virginia.