PROPOSAL
FOR
A CHARTER TO BUILD
A
RAILROAD
FROM
LAKE MICHIGAN TO THE PACIFIC OCEAN,
BY
DR. HARTWELL CARVER.
WASHINGTON:
PRINTED BY J. AND O. S. QIDEON.
1847.
PREFACE.
The author of the following pages, claiming t© be the first who con¬
ceived the plan of building a railroad across the Rocky mountains, con¬
necting the Atlantic and Pacific oceans, and thereby establishing a
direct western route to China and the Indies, and also the first who
wrote newspaper articles, and published on the same subject, humbly
asks the attention of the public to this great and important subject,
while he, in a short and succinct manner, gives his own individual
ideas more at length, and more particularly in detail than he has hitherto
done by the many newspaper articles he has written on the subject for
the last nine or ten years) at different times, and in different parts of the
United States. He proposes to embody in this pamphlet his memorial
to the present Congress, asking for a charter to him and his associates,
for the construction of said railroad across the Rocky mountains, some
general remarks on the practicability of the undertaking, the reason
why it should be done by a chartered company, and to close by an ap¬
pendix, containing some of the many newspaper articles which he hap¬
pens to have retained in his possession,*a'ui which he has at the several
different times and places published; some of these newspaper articles
will be published in the appendix, entire and verbatim; while two of
the first having been published in connection with articles embracing
other subjects, will only be extracts of those parts of said articles relating
particularly to the Oregon railroad. And lastly, as there are perhaps
some doubts in the minds of many who the first projector of this enter-
prize actually was, the author would remark that, in addition to the
few affidavits which will be found attached to one of the articles, he
can, if necessary, to prove the fact beyond any possible doubt that he
was certainly the first who ever wrote and published anything about
4
the practicability and feasibility of this railroad, bring half of all west¬
ern New York as witnesses before the jury of the country to substantiate
the priority of the scheme, fully to the satisfaction of all, however skep¬
tical they may be on the subject. The writer 'of these few pages will
also endeavor to illustrate, partially, some of the great advantages to be
derived from this railroad, and compare his plan of accomplishing the
great and magnificent undertaking with the plans of Whitney and
Wilkes. At the same time, endeavoring to sustain his own plan by an
honest and fair construction on all the facts brought to bear upon the
subject. All must and will, eventually, become devoted admirers of
this gigantic enterprise, and they are now called upon for aid.
A MEMORIAL
FOR A PRIVATE CHARTER,
ASK CD FOR
BY HARTWELL CARVER AND HIS ASSOCIATES,
TO BUILD A RAILROAD FROM LAKE MICHIGAN TO THE PACIFIC OCEAN.
To the Senate and House of Representatives
of the United States, in Congress assembled :
Your undersigned memorialist, in presenting his petition to your
honorable body, would beg leave to accompany the same with a few
brief explanations, going to strengthen the merits of his claim. That
a railroad across this continent in a westerly direction is required, all
seem now to admit. Its starting and terminating points are not yet
well or definitely settled. Neither is the way this great work shall be
accomplished, or by whom, fully settled. Different ways have been
proposed, each of which has its advocates. Your humble memorialist
claims to have been the original projector of the plan, and the first to
declare in a public manner the feasibility and the practicability of build¬
ing a railroad across the Rocky mountains, and thereby connecting the
Atlantic and Pacific oceans together for commercial purposes ; and he
also claims to have been the first who wrote and published any news¬
paper articles on the same subject, and the only person who can show
any newspaper articles recommending the profitable propriety of a rail¬
road across the Rocky mountains of as early a date as your memorial¬
ist. Your memorialist would also state, that after nine or ten years
particular attention to this momentous subject, having given it particu¬
lar reflection, he is of opinion that the best and surest method of spee¬
dily and fully consummating the whole work will be by a chartered
company, so bound and restricted by Congress as never to possess any
undue power; Government at the same time reserving to itself future
rights of way in the road for all military and national purposes, Govern¬
ment despatches, agents, ministers to foreign courts, Government mails,
and telegraphic conveyances, &c., &c. Therefore, having full confi¬
dence, by clear conviction, in the propriety and good policy of the
above plan, your memorialist would earnestly beseech your honorable
body to grant to him and his associates a charter to build a railroad
from some point on Lake Michigan, to run in a westerly direction,cross-
6
in g the Mississippi river somewhere at or near Dubuque, thence nearly
due west to the Missouri river, crossing that river at or near the forty-
second degree of north latitude, and then take the shortest and most
westerly route to the South Pass (so called) in the Rocky mountains,
from thence by the most feasible route to the banks of the Columbia
river, and to terminate either at the first steamboat navigation to be
found on said river,or to follow down its banks to the mouth on thePa-
cific shore, as the company may think proper. And, further, your me¬
morialist would ask to have the same charter embrace as a part of the
same the right to make and to build a branch, or an extension of said
railroad, turning off to the left somewhere east of the said South Pass
in the Rocky mountains, going down in a south or southwesterly direc¬
tion, through California, to the bay of San Francisco ; or, in other
words, that the charter shall authorize two western terminations, if the
company wish, to the said railroad. Your memorialist would also ask,
as a part of said charter, that Government shall give land sufficient for
the width of the road, stone, timber, and iron ore, and coal, for con¬
structing said road, from any lands, and from any point on any lands,
now belonging to Government, or that may hereafter belong to Gov¬
ernment;, before said road shall be completed. And, further, your me¬
morialist would most earnestly ask and urgç, in order to facilitate and
expedite in a rapid manner the completion of this great national work,
that Government shall sell to your memorialist and his associates eight
million acres of the public lands subject to the selections of your memo¬
rialist and his associates, any where within thirty miles of the line of
said road, and from lands now unsold, and which now belong to Gov¬
ernment, or that may hereafter belong to Government before said road
shall have been completed. That Government shall receive from the
company one dollar and twenty-five cents per acre for said lands in
stock of said railroad, and as fast as enough of the road is finished and
fit for use to pay for one million acres of land, Government shall receive
the stock and convey the land to the memorialist and his associates, and
so continue until the whole eight million acres is paid for, and ceded
by the United States to the memorialist and his associates. And your
memorialist would further asx and pray that an exclusive right should
be given your memorialist and his associates to erect a telegraphic line
of communication from one extreme end of said road to the other, to
the positive exclusion of all others, on condition that Government shall
at any time have the free use of said telegraph line for all Government
purposes, conveyance of all Government intelligence both in time of
peace and war, diplomatic intelligence to and from any part of the line
of said railroad. Your memorialist and his associates will bind them¬
selves to build the railroad across the Rocky mountains as follows:
Track rails put down eight feet or ten feet apart, all the superstruc¬
ture to be of stone and iron H rail, rad four inches up and down, aud
the whole work to be completed in fifteen years from the date of the
charter.
In conclusion, your memorialist would say, that he has none but a
7
high-minded, patriotic feeling in regard to this national railroad. He
would despise any thing of a sordid or selfish character, as having any
influence in the matter. The only incentive by which he has ever
been influenced, or in any wray actuated, has been the great good it
would do the world, and the particular benefit it will confer on the
United States in the way of wealth and national character. Your me¬
morialist claims that a charter is by far better than a loose misunder¬
stood contract to have the road made, and give a certain quantity of
land. That an undertaking of that kind will prove a failure, and be
in great danger of defeating the plan entirely; and for Government to
undertake to build the road and manage it afterwards, would be a still
worse policy, for that course is just as sure to fail as it is entered into.
Government has always had, and always will have, quite enough to do
to take care of Government; and in all cases, thus far, in the history of
our country, whenever Government has made the attempt to perform
any great work, entirely in and of itself, it has always proved abortive
and a bad business. Look at the National road. Every body who has
watched and seen the progress of that Government undertaking,knows
full well that the amount of appropriations which has been expended,
if used'by individuals, as individual funds for individual purposes,
would have made more than three times the length of road which has
bfcen made. But if your honorable body should be in favor of having
the road built on a contract for a certain quantity of land, extending a
certain distance each side the whole length of the road, your memorial¬
ist will build, make and construct, a good and permanent road, on the
great, large, and improved scale above proposed, eight foot track, H rail,
rail four inches up and down, &c., for a width of land twenty miles
each side of the whole length of the railroad, from the commencement
at Lake Michigan to its western terminus, which will be a strip of land
forty miles wide.
With full confidence in your just deliberations, your memorialist
will ever pray.
HARTWELL CARVER.
Washington, D. C., January IS, 1847.
AN INQUIRY
INTO
THE PRACTICABILITY AND BENEFITS
0* A
RAILROAD FROM LAKE MICHIGAN TO THE PACIFIC OCEAN,
With a few brief remarks on the different plans which have been pro
posed by different individuals for carrying the same into effect.
This great and magnificent enterprise, like most others of great mag¬
nitude, has, after slumbering for some few years in its infancy, and
having been for some time, since it was first spoken of and wrote upon
by the author, as I shall attempt to show, thought Utopian, chimerical,
and a thing, if ever done and accomplished, would not be done for
ages to come, has suddenly broke out, as it were, by a magic of con¬
viction, which seems now to be gaining that reputation and confidence
in public estimation, which it ought to have received for itself some
years ago. It is now admitted by all who have given the subject even
a partial attention, that a railroad across this continent,from'Lake Mich¬
igan to the Columbia river, is not only highly desirable, but perfectly
practicable and easy to be accomplished. And it is perhaps neither
strange nor marvellous, that there should be different views in regard to
the routes this great thoroughfare and highway of nations should traverse;
or different opinions about the way and manner it should be done and
accomplished, whether by the Government or by individuals. Among
the foremost of those who favor' the plan of a Government road, is Mr.
George Wilkes, of New York, Mr. Asa Whitney, who proposes to build
the road for a strip of land thirty miles each side of the road, equal to
sixty miles in width, and amounting in the aggregate to ninety-two
millions acres of land in the whole, and the author of these few pages,
who claims to be the first projector of the plan, and who asks for a char¬
ter, to him and his associates, to build and complete the whole work, as
set forth in his memorial to Congress in the foregoing pages of this work.
I now propose to examine, in a cursory manner, the claims and
merits of each plan in its turn.
Mr. Wilkes, with unmeasured severity, condemns the proposals of
the author and Mr. Whitney, and very ungenerously insinuates that
we are both influenced by the love of gain, profit, or speculation. As
for myself, I boldly deny the charge, and I think Mr. Whitney is en¬
titled to great credit for his agency and perseverance in bringing the
subject before the public in a way which has given it notoriety; and I,
10
for one, feel disposed to give him more applause than Mr. Wilkes has
done. The fact is, that myself and Mr. Whitney are the only two real
pioneers in the business. I do not approve of Mr. Whitney's plan of
building or making the road, it is true; but I feel disposed to give every
man his due, and award to him all the merit he deserves. Every reason
Mr. Wilkes offers why it should be national, when rightly understood,
militates strongly against its being national. I will, therefore, take a
scriptural text and say, I will prove it should not be national, taking
his own reasons, allowing him to be the judge.
In the first place, he says, it should be national because, as the
high road of all nations, and the avenue between the two great oceans,
its business will be governmental. I answer, not any more so than
any other railroad, transporting company, or individual steamboat or
ship owners, who carry on trade and commerce between any two given
points.
2dly. He says, it should be national because the immense revenues
arising from it, and patronage attached to it, would create a monopoly
liable to the most dangerous abuses. I answer, that these reasons are
good why it should not be national, because all Government patronage,
in all cases and under all administrations, is sure to be used as political
influence in favor of the party,in power; whereas all incorporated com¬
panies, being composed of both parties, they cannot admit politics to be
taken into consideration, without injuring them as a company; the one
neutralizes the other, and wholly destroys the effect.
3dly. He says, it should be national because it is required as a mili¬
tary road, &c. Now it should not be national for that reason, because
Government has the use of the road free for all public purposes, with¬
out one dollar's expense for making the road or keeping it in repair.
4thly. He says, it should be national because the undertaking is too
gigantic'for the successful enterprise of individuals. Now this is a very
strong reason why it should not be national, for individuals can and
will build this road for one-half the expense that Government could or
would do it.
In conclusion, he says, it should not be private, for the same reasons
it should be national, and for a thousand reasons besides, that must im¬
press themselves upon every discriminating mind. Now, I say it should
not be national, for the same reasons it should be private, and for a thou¬
sand reasons besides, which must impress themselves upon every dis¬
criminating mind, and even upon those mind3 not so very discriminat¬
ing, for it is a plain every-day common sense fact, the Correct conclusion
of all the voters in the Union. Our American citizens are too well in¬
formed to be deceived by such scholastic eloquence, however boldly it
may be asserted, to ever give away the State or individual rights, which
belong to the sovereign people, to the General Government, and thereby
lay the foundation of despotism. General Jackson, Calhoun, and many
other able statesmen of our western States, have settled that dangerous
doctrine long ago. Why take this great internal improvement out of
the common channel of all other improvements of a similar nature ?
11
There is no earthly reason for doing so, but the strongest reasons for
not doing so. The great hue and cry about the power it will give the
company has no foundation—it is all imaginary; for the fact of its be¬
ing a great work, and a large wholesale operation, is the surest reason
in the world why Government will reserve to itself a sufficient share of
the power it might otherwise give the company, to avoid all danger
from that source. And as to the great wealth it will give a chartered
company, that is all imaginary. The company ought to prosper in
common with the community at large, for, it is very true, it will make
a perfect paradise of all the western country for some hundreds of miles
in all directions from the main line of this great thoroughfare. It will,
within thirty years after its completion, add three hundred millions of
dollars to the value of the public lands; for, without this road, millions
and tens of millions acres of these lands would never sell at all. Sup¬
pose, for instance, that the company, who shall by their unequalled en¬
terprise, firmness of purpose, and boldness of conception, by chance
make a few hundred thousand dollars in the operation of making this
stupendous improvement, which will forever be the nation's glory, the
next generation would spend it. So there is no fear of individual
moneyed monopoly, or individual moneyed aristocracy or power in this
country, nor never can be, while our present democratic institutions
continue to exist; and as to moneyed power, its but a name in this
country. The rich man, in this republican land, has less power of the
two, in proportion tq his talents and goodness as a citizen, than a man
of only a fair competency. A man in this country can only have power
by doing good in the community in which he lives, and according to
the talents he possesses, and the use he makes of those talents. If a
man of talents has money, if he is good to the poor, kind and chari¬
table in all cases, he will have power, and be of vast benefit to the com¬
munity where he lives; but money alone is not power in this country.
Hence we see all these objections of Wilkes', when analyzed, fall to
the ground, and are found to be mere moonshine, made use of by de¬
signing men, and men of small minds, who are penny-wise and pound-
foolish. *■
We now come to our second consideration, Mr. Whitney's plan for
building and accomplishing this great^work. He asks, as I before
stated, ninety-two millions acres of the very best lands in the known
world. He says, towards the Rocky mountains and west of the Mis¬
souri river, the lands are poor and not of much value. He admits, that
so far as the good lands extend, one mile wide, and across the sixty
mile tract, will make two miles of the road. Now, I hold that it will
make five miles of the road at the least calculation. For this mile strip
across the sixty mile strip would amount to thirty-eight thousand four
hundred acre», and all theEe lands between Lake Michigan and the Mis¬
sissippi river, and between the Mississippi and Missouri rivers, even
while the road was being constructed, would be worth from five to ten
dollars an acre. This mile strip, at the most moderate calculation, five
dollars per acre, would amount to one hundred ninety-two thousand
12
dollars, which, as I said before, would make at least five miles of the
road. Again, the lands in the neighborhood of the large rivers, as you
go on west, must some part of them at least be good, or of a middling
quality, and although up about Fort Lai amie, the soil is not alluvial,
yet being of a light sandy loam, and sheltered by the lea side of the
Rocky mountains, cannot fail to produce many productions of great
value. Fort Laramie is blessed with a mild delightful climate, condu¬
cive to health and comfort, and when this railroad is made, will no
doubt be a great resort for invalids. These lands having the warm sun
of the east and the south, and being located on the sunny side of the
mountain, sheltered by its towering heights from the cold bleak winds
of the west, cannot fail to be more or less valuable. Hence, I must
say, that Whitney asks too much land for making the road. Again,
he has not yet specified what kind of a road he will construct. This
road must be made on a large and grand scale, stout and permanent,
quite beyond that of any other railroad ever made, otherwise it will be
of no use ; and further, to make the road with the lands, its consum¬
mation will from necessity be procrastinated to five times the length of
time which a company would require to complete the whole work.
Whitney himself, amidst his fondest anticipations, thinks it would re¬
quire twenty years, and I think his plan would require forty years.
Whereas my plan of a chartered company would, beyond a doubt, ac¬
complish the whole work, and get the cars arunning in six or seven
years. I could advance many more strong and conclusive reasons why
Whitney's plan should not prevail, but time and circumstances will not
permit. I will, however, mention one more, and then for the present
conclude. The amount of land asked by Whitney with this road run¬
ning through the middle of it, will, in fifty years from the time of
commencing the road, be worth four hundred millions of dollars, and
he, the original owner, and his heirs, could receive every dollar of that
amount without making any other improvements than the road.
I now come to the third and last part of my subject, which is my
own plan and original scheme for carrying into effect this sublime project,
in a manner the most speedy, thejnost perfect, the most economical, and
the most advantageous to this country, to all the commercial world, and
to mankind in general throughout all ages to come. And as the reader
is already apprised, from the reading of my memorial to Congress, I ask
for a charter to me and my associates, accompanied with the sale of eight
millions of acres of the public domain at Government price, payable in
the stock of the road. It will be discovered that I ask no boon of Gov¬
ernment, save the width of the road in land, timber, stone, iron ore,
and coal, for the construction of the road, and offer privileges, rights of
way, services to be rendered by telegraph, carrying despatches, embas¬
sadors, &c., for Government, equal to a bonus of five millions of dol¬
lars for every five years after the road is done. I ask Government, it is
true, to sell me eight millions acres of land for Government price, for
which I offer to make better pay than cash down would be. For all
atock in this road will be above par even before the road is done, and
13
no one can tell how much above par when the road shall have been
in operation a few years. These lands I ask Government to sell me,
without this undertaking, would hardly be sold for what I offer to give
in many years to come. But these lands will be worth to the company,
in connexion with the additional value which the road will give them,
from eight to ten dollars an acre, which, in the hands of the company,
will be equal to twenty-five or thirty millions of dollars, and this amount
of capital in the lands will give the ability of the company, together
with the popularity of the undertaking, to insure the success of the com¬
pany. Some might be .inclined to say, the stock would not be taken
up. Just so all said a few months ago about the propriety of the under¬
taking, and the practicability of a railroad across the Rocky mountains,
connecting the Atlantic with the Pacific, while now a flood of convic¬
tion is sweeping through the land in its favor. I am of the opinion
that the stock will be taken up with an avidity which will astonish all,
for the same confidence which exists in the practicability of the under¬
taking must carry the same confidence in the worth of the stock, and
insure its purchase. There is in this and all other countries plenty of
cash capital, which will always soon show itself when an interest of
seven or ten per cent, can be realized annually. That the stock in this
road will be good, no one for a moment can doubt, for it will be the
highway of this and all other nations, receiving tribute, and an income
from most of the commerce of the world; and while the sun continues
to warm the earth, and the earth continues to produce, and while man¬
kind continues to be engaged in commerce, and business of any kind,
so long will the stock in this great national work be a good and profit¬
able investment. Every thing else must and will be subservient to this
ruling improvement, whose gigantic magnitude will control every thing
and sustain every thing. It will be the great equalizer of the world,
uniting in its business influence the great family of all mankind in one
friendly compact of social business ties, add firmly bind them together in
the great brotherhood of interest, which defies all other causes combin¬
ed to break asunder. I feel all the confidence in the world, that if
Congress will grant a charter that the work will progress rapidly, and to
the entire satisfaction of all concerned, For, it is well known, that God
in his wisdom chooses the weak sometimes to confound the strong and
mighty, and that in all stages of the world, whenever the fit and proper
time has arrived for any great event, he has in all cases put some indi¬
viduals forward,and seemed to endow them with peculiar foresight and
heavenly gifts for carrying into effect these great and astonishing results.
That the wisdom of our Creator governs and directs all these great
events there can be no doubt. Else why are some things and some
human undertakings blest with an apparent inherent success which
cprries them right through in direct opposition to numerous apparent
disadvantages, while others, with all apparent advantages necessary for
complete success,meet with such fatal defeats. I propose to build this
Pacific railroad on a large and permanent plan, durable, and improved
in all its principles quite beyond that of any similar undertaking hither-
14
to known. I also propose to exercise that economy in all the opera¬
tions which will save some millions of dollars, when compared with the
expense of other railroads which have been built heretofore.
" I propose, in the first place, to erect large iron foundries where there
is iron ore and coal, and make all the rails and other iron materials.
These iron works will be good and profitable investments aside from the
railroad undertaking. By making our own rails, realizing the profits we
should have to pay the manufacturers, adding transportation, the com¬
pany will save between two and three millions of dollars. I propose to
commence the work at the Mississippi river, and work from the river
east and west. I propose to lay down the rails on a solid, permanent
foundation of stone, eight or ten feet apart, and run cars just double the
width of the road, so that each rail will be the centre of gravity, sus¬
taining just one-half the weight. This will prevent the rails from spread¬
ing, an inconvenience which has heretofore deterred engineers from ad¬
vising wide tracks. With an eight foot track, solid foundation, stout
rails laid on a thin felt, the speed of cars can be fifty or sixty miles an
hour, and the cars will run still and quiet. I propose great improvement
in the construction of the cars themselves; each wheel shall run on its
ownaxletree, unconnected with its fellow on the opposite side as now
usedA'.,This will avoid the great power required in turning curves to
back the wheel tracing the shortest line. When the two wheels are
connected by one axletree, it requires six or eight times the power to
slide the wheel back in turning a curve that it does to roll it. By hav¬
ing a line of wheels under each sill of the cars running entirely free by
itself, and unconnected any way by any other wheel, the same power
will propel twice or three times the.amount of weight, be less liable to
run off the track, and if a wheel or axletree fails or breaks, no mischief
or delay is produced.x I would have the wheels of these wide, long
cars, twice the height of the present car wheels, which would make just
double the speed of each revolution of the engine wheel.V. A speed or
motion that now runs the cars twenty-five miles an hour, with high
wheels, would, with the same number of revolutions, run them fifty miles,
more still, quiet, and with less motion.
V The passenger cars on this splendid road shall be floating palaces,
sixteen feet wide, and one hundred feet long, with state rooms and
berths for sleeping, splendid and well furnished saloons, dining halls,
and kitchens for cooking, accommodating in each car two hundred pas¬
sengers or more, with as good and almost as quiet repose as they would
be at home in their own parlors, y And with all this quiet accommodation
they would be travelling fifty miles an hour. For I hold that, with all
the improved arrangements above mentioned, fifty miles an hour can be
performed with more ease and more safety than twenty or twenty-five
miles is now done on any of our present railroads. Railroads are,, I
think, ultimately to supersede canals to a very considerable extent, and'to
some extent steamboats. Great improvements are yet to take place in
the making of-railroads, arrangements of the cars, and all the operations
connected with the principles of steam as applied to railroads. I believe
15
it to be a fact, that the same steam power will propel, on a good, perma¬
nent, well made railroad, six times the weight that the same power will
in a steamboat through the water. The resistance of the water will
make all that difference. The time will shortly come when we shall
see railroads climbing up and over the highest mountains. By making
holes in the rails to receive cogs of wheels, which can be so arranged as
to let down when it becomes necessary to ascend a grade over one hun¬
dred feet to the mile; or these wheels with the cogs can remain station¬
ary, but above the other wheels, and as you approach the rise let the
rail for the cogs commence rising above the plain rail for the main
wheels, which will catch the cog wheel and take the car from the main
wheels and plain rails, and there will be no difficulty whatever in climb¬
ing any mountain of any altitude. It is just as easy, as sure, and as
practicable to command a twenty-horse power or more by steam as it is
a ten-horse power. It may yet be found necessary to have a centre rail,
or third rail, connected with wide tracks. Much saving and economy
will arise from building large cars both for freight and passengers, in
proportion to the amount carried, which can be done on a wide track.
The Oregon railroad will, by its commercial influence, fully change the
price of exchange from England in favor of this country, and make us
the great bankers of the world. This great moneyed influence, and the
balance of the price of exchange in favor of England, has kept alive the
credit and sustained that profligate and prodigal government for half a
century last past. But with this railroad, we being the carriers of Eu¬
rope, and the universal change it will produce in a commercial point of
view, must, from necessity, withdraw this lucrative favor from London,
and transfer it to New York, Boston, and New Orleans. Look at the
price of exchange in favor of England and against this country for the
last thirty or forty years, and see what it has amounted to. The num¬
ber of dollars would more than half build this railroad, and line it with
the splendid palace-built cars I speak of. The whole secret of the sup¬
port of the British government has been rn this unobserved income from
the price of exchange in favor of that country. And further, I appeal
to that patriotic band of religious heroes, the missionaries, to all the
Christian churches, and all the real friends to the wide spreading of the
Gospel and Christian morality throughout China, and all the heathen
world of the East, to lend their aid and sanction to this great national
enterprise, which, when accomplished, will fully carry out all the de¬
sires and moral wishes of all these Christian philanthropists in this coun¬
try, who have been laboring and groping their way in the dark for half
a century past, endeavoring to establish and disseminate the holy reli¬
gion and the true failli in heathen lands. This railroad once made, and
a missionary can visit all those isolated and benighted countries of the
East, as quick and as easy as he can now go from New England, orany
of the eastern States, to the western States, and perform his mission.
He can go across from New York or Boston, on the railroad I propose
building, to the Pacific ocean in five days, and from the mouth of the
Columbia to China in fifteen days by a steatn vessel. A moral and
16
religious point of view alone, aside from any other, is enough to warrant
this undertaking, for it will open the way for the conversion of millions
and millions to the true faith, and bring them fully under Christian dis¬
cipline . Instead of the devoted devotees occupying two or three months
going to Mecca to worship false gods, the true Christian missionary can
go from this country and convert thousands to a saving faith in Christ,
the true Saviour of mankind, in-that time. This enterprise will bring
about a kind of earthly millenium, and be the means of uniting the
whole world in one great church, a part of whose worship will be to
praise God and bless the Oregon railroad. Some propositions have been
to start this railroad from the Missouri river, and others to only have a
short railroad from the gulf of Mexico to the bay of San Francisco; but
neither of these plans will do. It must go from, and be connected with,
the upper lakes, those inland seas, whose waters are destined to be
whitened by many sails, and whose commerce is destined to surpass that
of the Mediterranean, Adriatic, Black, or the Baltic seas. The benefit
of all the western, northern, and eastern States demands this line of io-
cality; Boston, New York, Philadelphia, and Baltimore, also demand
the same, and so does the commerce of the world. It must unite with
the Columbia river, for that river drains fifteen hundred miles north and
south of the Rocky mountains, and most of it is a good and productive
country.
When this road is done, and the telegraphic line completed from New
York to its rival city at the mouth of the Columbia on the Pacific, it will
annihilate space, and enable correspondence to be carried on between
the two places, questions asked and answered every few minutes.
Games of checkers and chess could be played from one city to the other,
at an expense of about five hundred dollars a game for telegraph intel¬
ligence. The quality of teas would be much better coming to us in a
few weeks after gathering. I suppose the flavor and quality of our teas
now bear no comparison to what it would if brought direct to us, with¬
out crossing the equator twice. Methinks I can look forward, through
the vista of time, and see countless thousands of our fair country-women
sitting of an afternoon leisurely sipping and drinking their tea, until
they become intoxicated with the sweet flavored aroma of this delicious
beverage, and cry out, in sweet and musical accents, blessed be God,
and the projectors and builders of the Oregon railroad, now and for ever¬
more, amen. Some may raise the objection, that this road is to pass
through a wild and unsettled country; that is true, and without this road
it will for ever remain so. But with this road running through nearly
the centre of this vast wilderness, it will all become inhabited with good
inhabitants, who, by their enterprise and industry, will cause it to bud
and blossom like the rose. Again, without this anticipated gain by
building this road, the India, the China, and all the Pacific trade of
Asia, and all the voluptuous East, embracing as it would the rich pro¬
ductions of all those sunny climes, would more than be a sufficient in¬
ducement for the undertaking. This profit alone would remunerate a
company for building the road, and insure the worth of the stock to be
17
at par, or perhaps above par value, in all the stock markets of the world.
But in order to insure all (his, the road in the first place must have the
proper starting point, which for the present must be Lake Michigan,
(ultimately there will be a direct communication from Boston or New
York wjlh the Oregon road,) and then pursue the route pointed out in
my memorial to the Columbia river, west of the Rocky mountains. If
Boston and New York only knew the increase of trade which this rail¬
road would bring them, as soon as the road was finished and in use be¬
tween the Mississippi river and Lake Michigan, they would be alive to
the subject; and I should include Philadelphia, who is already in rap¬
tures with the practicability and urgent importance of the thing. In
three years after a railroad should have beemin operation from the Mis¬
sissippi to the Lake, the business of Boston, New York, and Philadelphia,
would be more than three double in all the business of produce, furs, wool,
and pork, and their sales of goods to the West would nearly double.
With this connection between the lake and river, a large proportion of
property, produce, and merchandise, which now goes down and comes
up the Mississippi river, would go and come direct through the lakes.
And when the time looked for, of a railroad all the way from the At¬
lantic cities to the Mississippi, in the winter all commercial business
would take this route, which would be quicker, safer, and, what is
more important, cheaper. This route would not be subject to the fates
of the winds and waves, or the delays, transhipments at New Orleans,
high price of insurance, frost, and low water in all the rivers, &c.v, &c.;
and lastly, this undertaking, in order to have it what it should be, must
be commenced, continued unto the end and completion, on a large,
substantial, permanent, and durable plan. There is no railroad yet
made, or being made, fit for a pattern to go by, in the construction of
this Oregon railroad; for none of them are destined to perform the one
hundred thousandth part the business of this road. And this I consider
a very strong objection against Whitney's plan of building the road on
a contract, for so much land; for surely it cannot be expected that he
would double or treble the expense of any road which has yet been made
in any part of the world, but which I insist, and am well convinced,
must be expended in the making this goad, or it will not be what it
ought to be, and perhaps prove a failure altogether. There will be the
same difficulty again, with some additions, if the Government attempts
to build and to own this road ; for it is considered perfectly honest to
cheat Uncle Sam, as they call the Government. I do, therefore, say,
in prophetic language, that, if the Government, vain of a little pride and
glory, which they are not willing to give to the first projectors and pio¬
neers of this great work, does attempt to commence, progress with, and
finish the Oregon railroad, that the work and progress will be procras¬
tinated, the expense enhanced enormously, and the result will either be
a failure, or what has been done wilj. be sold to a private company;
and that a chartered company will have to finish the work after all.
How can it be otherwise, I would ask, for it would be subject to legis¬
lation at every suc^eding meeting of Congress, and it would be utterly
18
impossible to keep it aloof from party and political influence. I think
it would be more likely, to divide the Uniori;. in the hands of Govern¬
ment, than (he subject of slavery; but give a charter, and let a compa¬
ny go on still and quietly, and accomplish (he thing as any individual
would any part of his business, knowing that the whole must be well
done in order that it might yield a profit, and make good the invest¬
ments, and you will have a magnificent improvement which will do
honor to our country. Take this couise, and instead of distracting the
country and Government, it will bind it more firmly together than all
that ever has, or ever can be done besides. It will establish and perpe¬
tuate this republic on a rock of fame, which no political convulsions of
the world can shake; it will ultimately be the cause of admitiing into
this Union, of bestowing tire blessings of our free institutions upon, all
this continent, situated between the Atlantic and Pacific oceans. For
people or individuals may say what they will about the annexation of
more territory, the whole of this continent is bound to come in, and
partake with us the divine blessings of a free and an independent peo¬
ple. You cannot keep them out; the God of nature has designed it,
and unless the American people prove recreant to themselves, and sin
away the day of grace, it will be brought about. 1 predicted this in
one of my first Oregon railroad suggestions, nine years ago the 11th day
of August, 1837, in the New York Courier and Inquirer, for the coun¬
try. After speaking of the practicability of connecting the Atlantic
with the Pacific, and the vast advantages it would give to this country,
I said and recommended as follows: u Add to the United Slates the
Canadas, all the territories, including Oregon, Texas, Mexico, Califor¬
nia, and the whole continent," &c. Again, 1 said in that newspaper
article, "And now to conclude, let me say, that however wild, enthu¬
siastic, and unpromising this scheme may appear to some, it is rational,
and founded on facts. That all this continent should belong to one
Government, and a railroad crossing the Rocky mountains, I said , would
be nothing more strange, or marvellous, than what we have all seen
with our own eyes take place within twenty years past." I wrote this
article soon after having travelled far up the Missouri river, and as far
up the Mississippi as the Falls qf St. Anthony; when the propriety and
the practicability of running a railroad across the Rocky mountains burst
upon my mind with perfect conviction, and has ever since been the
idol of my heart. I afterwards published articles in country papers on
my favorite enterprise, but met with no applause or encouragement;
most of the notice which was given to my plan of building a railroad
across the Rocky mountains was a laughable ridicule, calling it Utopian
and chimerical. So I stood alone, so far as any publication has yet ever
proven, in regard to this Oregon railroad some four or five years, meet¬
ing with no encouragement and but little notice any way. At length,
while I was abroad, Mr. Whitney, much to his credit, took up the sub¬
ject, at a time perhaps more favorable than the time when I first pro¬
posed it, and has most manfully succeeded in gaining public attention
to its vast merits. But, in regard to the first conception of thi3 project,
19
I believe there is no one but myself who can show any positive evidence
of priority. Others may say they thought of the project at an early
period, but that is begging the question in rather a slimsy way, not en¬
titled to much credit. I have got the newspaper articles to show the
early, time at which I spoke and wrote upon this subject; I have the
affidavits, and can get thousands more, to corroborate all the facts and
dates I claim. So, in claiming to be the original and first inceptor of
this project, 1 only claim my own; and it must be allowed on all hands
that every man has.a jfist right to his own, and it is in all cases con¬
sidered honorable for every man to claim his own; the law of the land
secures to all the value of their thoughts; the labor of the mental as well
as the corporeal labors of the body, are. both alike entitled to their just
rewards. I would not be understood that I advise the enlargement of
our teriitory by conquest, but I hold that making this railroad will cause
all the territory between the two oceans, which does not belong to us, to
sue, nay, implore us, to admit them into our great and glorious compact.
I am now, and forever have been, opposed to acquiring tetritory by con¬
quest, as it is in contradiction to the republican principles which we, as
a people, profess to sugtain and maintain before the world. But if,
after repeated manifestations by our immediate neighboring governments
of a strong and general wish of all their subjects to unite their destinies
with ours, we consent and admit them, we shall be fully justified in the
eyes of all the world in doing so. We shall be justified before God and
man for admitting all this continent betweèn the two great and commer¬
cial oceans of the world to partake and have a part in the boon of free
government. I hope I shall not be considered wild and enthusiastic in
the advancement of those ideas; but if I am, I render as an excuse that
I inherited it from my ancestors, for they were all great adventurers;
my great grandfather, John Carver, was one of that puritanic band of
pilgrims who came out in the May Flower, in the year 1620, and land¬
ed at Plymouth. He was chosen governor soon after they landed, and
no doubt looked forward, with the same spirit of enterprise by which I
am influenced, to the future extent and glory which he no doubt
thought was to follow his enterprise. I look at him daily as I pass
through the rotunda of the Capitol. He forms one among the group
so beautifully represented in the large picture filling one of the spaces of
the rotunda for national paintings, and which picture represents the
heaven-born band who came out in the May Flower in the most impres¬
sive manner. It is a picture which no spectator, however heedless he
may be, ever fails to pause, look at, admire, and pay heartfelt hom¬
age to. Every bosom is swelled with emotion, while gazing in won¬
der at the faces, so admirably delineated by the artist, of those religious
heroes who no doubt were called enthusiastic and wild by their friends at
home. My grandfather was no less wild and enthusiastic in his aspir¬
ations. He, in 1764, or 1765, was sent out by the British Government
to explore the far west. He was among the first, if not quite the first,
white man who ever travelled west of Detroit. He made his way through
ihe wilderness of sa vages, as far as the Falls of St. Anthony, on the Up-
20
per Mississippi river, and remained exploring all about those upper lakes
for three years or more. He was entirely among I he Indians, nearly or
quite the whole time.
He, too, I suppose, was thought wild and enthusiastic. By inheri¬
tance, 1 claim the heritage of my ancestors. I hail from the far north¬
west, the Falls of St. Anthony, which I call my present and future
home. And I will here offer, as an apology for these few discordant
pages, which I am about to lay before the public, that I have labored
under many weighty and pressing circumstances, operating greatly to my
disadvantage in the undertaking. Having, but a few days ago, arrived
in Washington, from my long and fatiguing journey from the far north¬
west, quite jaded out with my journey,and not in very good health , the
few days I have had to bestow on this subject have by no means allowed
me to do it justice. But the great feeling I have, and have had for a
long time, in behalf of this Oregon railroad, and findingothers engaged
in their plans which so materially differ from mine,and which I so con¬
fidently consider less perfect than my plan, I could not for one moment
forbear this undertaking. I have now, since I first commenced my ef¬
forts in behalf of this enterprise, spent two years time, and sixteen hun¬
dred dollars in cash, for printing and expenses in my explorations up
the Missouri and Mississippi rivers,and about the lakes. And, while 1
have power to act,thoughts to convey, or a dollar in money to spend, I
intend to persevere in this laudable enterprise.
I am willing, however, to abide by the superior wisdom of Congress.
If Congress thinks best to give the making of this railroad to Whitney,
or to favor Mr. Wilkes' plan, and have Government embark in the en¬
terprise, all right. I will unite my efforts either with Whitney or Gov¬
ernment in the prosecution of this, of all enterprises the most sublime
and magnificent. Or, as I have before said, if Government chooses to
have the road made fora certain quantity of land, lying and being situ¬
ated on both sides the road, I will make the road on the great, grand,
improved, permanent, and durable scale, which I propose to make it,
under the charter, for just two-thirds the quantity of land which Mr.
Whitney asks for building a road not half as good and valuable as the
one I propose making. A strip of land, forty miles wide, twenty on
each side of the road, is enough, and even more than enough, to pay
for making the road on the grand and sublime plan which 1 suggest. I
have been so long looking at, and pondering upon this gigantic and
mighty enterprise, that I think 1 cannot be mistaken in any of (he con¬
clusions I have most deliberately come to on the subject. One thing I
fear very much in this undertaking is, that it will beoti too small a scale,
and not answer fully the great demand of its importance, and (he ex¬
tensive uses which will be required of it as a transporting and travelling
thoroughfare. How was it that the most ardent friends and projectors
of the great Erie canal did not begin to anticipate the immense capacity
required of it as a transporting channel and way of conveyance? The pe¬
riod for this conviction was left to the last summer, when, to all minute
21
observers, it was fully demonstrated that the capacity of this great chan¬
nel was insufficient by three or four times for its real wants. And this
while the fertile West is yet in its infancy. It would be a deplorable
fact, indeed, if this great national project, the Oregon railroad, should
meet with the same fate. This is another good reason why it should
not be made on a contract as Whitney proposes, or by Government,
whose agents may err. Bt*t, if made by a chartered company, their
interest will induce them not to fail in this very important point. For,
unless the capacity is competent to the requirements, they alone must
be the losers. We find in all cases that men look well to their own
interests; but where do you find the men who look as well to the inter¬
ests of others? If you want a thing well done, do it yourself; so says
the adage.
I consider this Oregon railroad to be the great pivot on which hangs
the future destiny of this country. With this improvement 1 think
there will be no limits to our progress, while without it we shall remain
somewhat stationary A close observer of men and events can read in
the page which each year adds to the history of this country, the divine
hand of Providence, plainly directing the destinies of this great nation.
It is from the past and present we are to j-udge of the future. It is from
comparison that we get most of our ideas, both in philosophy and things
more common. From careful observation, close watching of all the
events, some of which have been great in their nature, that have taken
place within the last five years in this country, I feel inspired with a
firm and unshaken belief that this is the time allotted by the great Con¬
troller of the Universe for commencing this great national improvement.
This undertaking will be, perhaps, the greatest step we have taken
since the Revolution, in a national point of view. Hence, I say, if
Congress refuses to grant my requests,set forth in my memorial, I shall
be constrained to throw myself back upon the virtue of the people ;
yes, upon the sovereign people, for in them exists the only sovereignty
of our Government. On all great occasions heretofore, the people have
decided right. There is a redeeming virtue in the American people
which I believe the people of no other government on earth possesses.
This latent and redeeming virtue has thus far, in the history of our
country, always come forward on the most important occasions; and in
the critical and trying times, when most required, we have the mighty
strength of numbers in the field, carrying all before it. I trust in God
that, if necessary, the people will in this case, by their votes, show
themselves worthy of universal suffrage. Each voter, however humble
his station may be, can do as much by his vote as the man filling the
highest station. lain but a humble individual, in common with all
the rest of my fellow countrymen, and if J cannot accomplish what I
deem of so much importance to every individual, however small his
means, or however humble his station in society may be, from those
legislating for the people, I must appeal to the people themselves, from
whom all power is derived. I feel quite sure that, if the people them¬
selves will give this railroad subject proper attention, and faithfully and
22
thoroughly examine it in all its bearings, that they will by their votes
give a verdict in my favor. And I hereby call on the people, the com¬
mon people, in whose .hands the sovereign power of (be country is
placed, to arouse from your sleepy lethargelic slumbers; awake to your
duty, and exercise your power in your own right, and in the right of
your country. Come out in favor of this Oregon railroad; hold meet¬
ings in every town, village, and city in the Union, and express your
opinions boldly and freely on the subject. It is not a plan ambiguous
in its nature, or shrouded with abstract principles, incomprehensible by
any common capacity. It has no fraudulent, speculating secret attached
to it, whereby the people are going to lose any thing; but, on the con¬
trary, every individual will share in the great advantages to be derived
from it, as a general and wide-spread benefit. The poor manrwh®
supports his family by bis daily labor, can go on to this road, and in
one year can earn enough to buy him a farm right by the road side,
which in a few years will make him as independent as his wealthy
neighbor now is, for whom he works to gain his living, and whom he
considers as an independent man.
This great work will give employ in all its various departments to
fifty, and, perhaps, a hundred thousand men, from the time of its be¬
ginning until it is finished. Each man employed will receive good
and liberal wages in cash or land. What a relief to the suffering popu¬
lation of this Union. How soon and how much it would improvetheir
situation. This would, in point of fact, be a charter to the poor in¬
stead of the rich. Most charters in our country have been given to the
rich, but this will be a charter directly to the poor. They will realize
most of the great profits resulting from it. All the benefits of doing the
labor, the increase in the worth of the wild lands through which the
road runs—for in most instances they will bo the first purchasers ; a
good share of the increase of profit in the growing of towns along this
extensive route will come to mechanics and those laborers before spoken
of. The poor people will still realize another advantage not yet spoken
of ; the reduced price of their teas, and the quality will be much better.
If some one of the talented men of our country would only take hold
of this subject with attention, and by their influence bring its merits
properly before the country, they would gain universal and everlasting
fame. If the Hon. T. II. Benton, who lives and dwells in the affec¬
tions and hearts, not only in Missouri, the State he so ably represents,
but in all the West and Northwest, would only take hold of this Ore¬
gon railroad question, he would secure a liberal feeling, which would
secure to him any office within the gift of the people. His bold stand
on many occasions, for the good of his country, which he has taken,
independent of the slavish subserviency of party, has raised him much
in the estimation of the West and Northwest. The West and North¬
west want this Oregon railroad, and they want the assistance of the
powerful mind of T. H. Benton, whose chivalry in behalf of this their
favorite subject would add a bright gem in his diadem of fame, daz¬
zling and substantial. 1 am the poor man's friend. Take care of the
23
poor, and the rich will take care of themselves. And I now call loudly
and earnestly on all the poor and common people of this country,includ¬
ing foreigners from all countries, who have fled front oppression, want
and starvation, to our land of plenty and freedom, to look well to this Ore¬
gon railroad enterprize. It is a blessed boon now in your reach, if you
will only unite in a grand rally; and if Congress will not give it to you,
take it into yoqr own hands, and exercise the right which universal suf¬
frage gives you, and at all subsequent elections, from President down
to the most common office in your choice, ava^ yourselves of the rights
which nature, your country, and nature's God has given you. The
sovereign people should never suffer their rulers to swindle them out of
their just rights. It is in the name of the common peoplé, and for
their benefit, I ask this charter of Government, which will enable them
to move to Oregon and California with a few dollars, and then become
rich and the aristocracy of those fertile regions.
I will again bring this golden prize before you, this charter for the
poor ; for it is a charter distinctly for the poor laboring community of
this country. Now, suppose this railroad shall cost sixty millions of
dollars to build it; and it takes six years, that would spread abroad
among the laborers and mechanics ten millions of dollars a year. What
an improvement in your situations, giving to all peace and plenty. I
ask you again, and for the last time in this paper, as a large and wor¬
thy body of my countrymen, if you will not unite heart and soul with
me, and call this the poor man's charter. It is a charter for your ben¬
efit; the expense of making the road is all yours; and will you earn it?
Come forward, then, like men worthy the great privileges and power
you have by your votes, and realize the rich bounties Providence has
in store for you.
This railroad will give us the commerce of all Asia and her islands.
Instead of paying China five millions of dollars yearly, we shall fur¬
nish her and the whole of Asia, and all the extensive coasts about the
Pacific ocean, with our cotton manufactures, flour,corn, tobacco, pork,
and butter, and perhaps have a balance of specie in our favor above the
productions of those countries, which we should receive in pay for all
our numerous exports. The true principle of trade, however, is the
mutual exchange of the productions of our country for that of another.
We should carry all our productions without pause or peril to regions
containing six hundred millions of inhabitants, who would send us
back their teas, silks, spices, and their gold. We should avoid the
equator altogether, and the fatal effects of the burning and frigid zones
on many of our products, which heretofore has prevented exportation
altogether. In addition to the numerous reasons I have narrated in
favor of this railroad, hundreds of other good and substantial reasons in
favor of its construction, and its benefits to this country and mankind
in general, would, from its use as time progressed, develope themselves
to the great astonishment and satisfaction of all the world. It would
be the great harbinger of peace to this and to all other countries. No
government on earth could ever think for a moment of going to war
24
with us or any other government, for by so doing it would at once cut
the great artery of the world, through which circulates the life's blood
of all nations. It will be seen by a reference to the maps of Europe,
North America, and Asia, and the Pacific coasts, that we are situated
in the centre, right between the two great oceans, on whose surfaces
float nine-tenths of all the commerce of the world ; and also in the
middle space between the two great continents. By thjs railroad com¬
munication with the Pacific we shall more than double our commerce,
for the commerce of tl^ Pacific ocean, in a very few years after this
road is put in operation, will be much greater'with our country than
that of the Atlantic ocean. We shall open a trade with the western
continent containing between one and two hundred million more in¬
habitants than the eastern continent.
APPENDIX
Appendix, which includes some extracts from newspaper articles,
which embraced other subjects than the Oregon railroad, and therefore
are not printed entire, and some of the very many newspaper articles
the author has published from time to time, in relation to this great en¬
terprise. Many of the first were hardly noticed, and therefore were not
retained by the author. Several newspaper articles will be found in the
last part of this appendix, verbatim, as published in the different papers,
name of the paper given, day and date given, and complete copies ot
the said articles, as written and published at the times and places refer¬
red to in each article.
Morning Courier and New York Enquirer for the country, Friday,
August 11th} 1837.>ln this article,-among.other topics of the great im¬
provements of the West, I recommended this identical railroad across
the Rocky mountains, " and if it was not extended any further than to
connect the navigable sources of the different long and mighty rivers,
which run in different directions from one to two thousand miles, and
empty their waters into different oceans." " By this railroad will be
connected the waters of these large rivers, admitting of free ingress and
egress to all parts of the world." Again, I said in this same article, and
which has before been referred to, that by " adding to the United States
the Canadas, all the territories, including Oregon,Texas,Mexico, Cal¬
ifornia, and the whole continent, we should create and perpetuate the
largest republic in the world." V
Again, I said in the same article, after urging the feasibility of this
stupendous work of the railroad across the Rocky mountains, " And to
conclude, let me say, that however wild and enthusiastic, and unprom¬
ising this scheme may appear to some, it is rational, and founded on
facts. That all this continent should belong to one government, and a
railroad crossing the Rocky mountains would be nothing more strange
or marvellous than what we have all seen take place with our own eyes
within twenty years past."
The following is an extract from a paper printed in western New
York, called the Honeoye Standard, August 23d, 183S: u My plan of
laying out and building a large city on the Mississippi, and still extend¬
ing my improvements beyond the Rocky mountains, and building a ri¬
val city to New York on the Pacific ocean, at the mouth of the Colum¬
bia river, &c. And to close and finish in good style, by way of a grand
climax to all internal and external improvements, connect the city on
the Pacific ocean with New York, its rival on the Atlantic, by my for¬
mer plan of building a railroad across the Rocky mountains, and there¬
by connecting the commerce of these two great cities." This railroad
can pass over and through the Rocky mountains, at the new discovered
pass in the mountains.
I was satisfied of that fact two years ago, when I was far up the Miss-
26
ouri and Mississippi rivers, from correct information which 1 received
f#m undoubted sources. The plan which I refer to in this extract, was
an article 1 had written and published between the lime of the article
'first referred to, the New York Courier and Enquirer, of August 11th,
1S37, and this'last article of August 23d, 1838, which article I have
lost, and have not got it in my possession at this time.
Next comes a long article, with some affidavits at the end of the article,
going to establish the fact of my having long ago agitated this railroad
subject,and in 1838 had spoken to an engineer to go on and make an
informal survey of the route.
Rochester, western New York, Dec'r 19th, 1845, the date of the pa¬
per containing this article.
[for the daily American.]
THE GREAT RAILROAD ACROSS THE ROCKY MOUNTAINS.
This great and important subject, although yet in embryo, is destin¬
ed to grow in importance, and from its inherent magnitude will cer¬
tainly continue to progress until it is fully matured and accomplished.
Hence, all the facts relative to its origin, and those who first conceived
the plan of building or making a railroad across the Rocky mountains,
connecting the navigable waters running into the Atlantic ocean and the
waters emptying into the Pacific ocean, and thereby forming a new era
in all the commercial world, seems to be a subject in which all are more
cr less concerned, and any facts in relation to it cannot fail to be inter¬
esting to the public. And as Mr. Whitney has given publicity to the
subject in away which would induce many people to think that he was
the original suggestor of the plan, I hope the public will pardon me for
saying boldly, and without the fear of contradiction, that Mr. Whitney
is by no means the man who first conceived the plan and practicability
of making a railroad across the Rocky mountains; and further, 1 hope
the liberal public will not accuse me of arrogance, when I say positive¬
ly, that I verily believe that I am the man who first thought of the thing
-—of making a railroad across the Rocky mountains, and thereby con¬
necting the Atlantic and Pacific oceans.
I hope, also, that no one will think me an egotist for making these
statements, when I inform them that, as I am about to petition Congress
for a charter to make said road across the Rocky mountains, it becomes
absolutely necessary for the support of my interest, to make those assev¬
erations, and to support them by evidence, going to prove the fact be¬
yond a possible doubt, that the plan of making a railroad across the
Rocky mountains did positively originate with me. That my head first
found a place to plant that idea. I believe such to be the fact, and have
none but an honest motive in making the assertion.
The first time I ever thought of the practicability or great importance
of making a railroad across the Rocky mountains, was in the spring of
1832. I was then travelling through Italy,and in going from Milan to
Switzerland, I crossed the Alps by the Simplon road made by Buona¬
parte. As I pursued the rugged way up the stupendous heights of the
27
lowering Alps, I was forcibly struck with the apparent ease with which
the thing was accomplished, and it occurred to me that a railroad ço§ld
and ought to be made across the Rocky mountains.
On my return to this country, I immediately commenced investigat¬
ing the subject, and as early as 1S35 I made a tour up the Mississippi,
by the way of St. Louis, to the Falls of St. Anthony, and from informa¬
tion which I obtained from thelaleMr. Clark, the early traveller up the
Missouri, the late Capt. Davenport, and other Indian agents or traders,
and also from the Indians themselves, I became fully convinced that a
railroad could and ought to be made across the Rocky mountains, through
a newly discovered pass or deep ravine through the mountain ridge. In
the summer of 1837, I made mention of this railroad in a New York
paper, in a communication which I had occasion to niake relative to a
great western enterprise, which I at that time had in contemplation.
In 1838, I published in a country newspaper more remarks in relation
to a railroad across the Rocky mountains, pointing out its course, and
stating that when said road was completed it would be a saving of at
least 25 per cent, on all our commerce in the Pacific ocean. I also,
about this time, had frequent talks with a very able ^lgineer about go¬
ing to survey and examine the route.
All these statements, the affidavits below will prove.
I now propose to petition Congress to grant me a charter to build a
railroad from some point on Lake Superior to the Falls of St. Anthony,
on the Mississippi river; from thence to the Missouri river, in a more
northwesterly direction than Whitney's route, and crossing the Missouri
higher up; from thence on to the Rocky mountains,going over or through
the pass which I mentioned above, (and which Whitney knows nothing
of,) and continue on to the most eligible point for connexion with the
navigable waters to the Pacific Ocean. I propose to construct and build
this road on an entire new principle from any railroad hitherto built or
made in any part of the world. As this road will be for quite a different
purpose from any other road, it must be differently arranged, or its utility
will prove a failure. I propose to lay the track down, the rails ten or
twelve feet apart, and run cars carryingtwo or three hundred ton3 weight;
and, as there is abundant iron ore along on the route, I propose to make
all the rails, spikes, and all iron materials for the road, in its neighbor¬
hood, which will be a great saving in the expense. I will accomplish
and complete the whole work in fifteen years. If I succeed in getting
the charter granted to me, I shall go immediately to China, and, as the
Chinese seem to be waking up from ages of isolated slumber, I shall
hope to inspire them with a spirit of activity and enterprise, which will
induce them to take large amounts of stock; for surely the road will
benefit China quite beyond all calculation.
By starting this road from Lake Superior, it will be a direct connex¬
ion with all the ship canals and railroads in the Canadas, which will
induce England to make this road their pathway to China, and all their
commerce in the Pacific. 'Fhe English have now done making rail¬
roads at home, and are beginning to look abroad for opportunities to in¬
dulge the enthusiastic spirit for railroads which seems to be a part of
28
their nature, and would readily take large amounts of stock in this road.
The western States, which will be more particularly benefited, will find
it for their interest to take large amounts of stock. I apprehend no dan¬
ger at all in getting the stock taken up.
Now, I claim that my plan for building this great and important road
is far better than Mr. Whitney's, for the following reasons:
The plan of giving Whitney so large a tract of land will greatly in¬
terfere with the present system of equalization in selling, settling, culti¬
vating, and improving the western world, and ci'eate a large, trouble¬
some, and dangerous monopoly, quite inconsistent with pure democracy.
It will be robbing the people of the United States, who own the pub¬
lic lands in common, of millions of dollars for the benefit of other coun¬
tries, and individuals of a business or mercantile character. For, as
Whitney very truly says, this contemplated road will pass through, be¬
tween the Mississippi and Missouri, the finest tract of land in the world,
which, when the road is done, will be worth some millions of dollars.
Again, if this road is built by a chartered company, who are solely in¬
terested in having it well made, of permanent and lasting material, it
will certainly be a much better road, and serve the purposes for which
it is destined, much better. If Whitney builds this road on a contract
for the land, as he proposes, we cannot expect to have a good perma¬
nent road built, and we shall find it will fall far short of being as good
and useful a road as I propose building. If the road belongs to Gov¬
ernment, it will not be taken care of as it would if belonging to a com¬
pany. Government cannot keep the road in repair with as much econ¬
omy, and render it. as profitable as a company. There are some very
strong and weighty reasons in favor of having this road built, besides its
utility in a commercial point of view. It would create a general and
wide expanded interest through the world of friendly business ties,
which would quite do away war, and all causes of wars. It would go
far towards assimilating the same feeling, the same views, the same de¬
sires, the same interest, and annihilate national animosities. It would
also strengthen the strongest principle by which the United States are
at present bound, which is the long lines of our natural channels of
rivers, lakes, railroads, and canals. I think we ought not to be selfish
in this great and magnificent enterprise, for, as it will be of vast benefit
to China, and all the commercial world, it will be more magnanimous
and liberal in the United States to allow other countries and govern¬
ments to pay in their cash and own stock, than it would for us to at¬
tempt to monopolize the whole. We should then have the friendly
sanction and co-operation of all, which would go far in sustaining and
carrying into effect the whole matter.
I now submit these remarks to the public and the public press, and
as I have spent much time and considerable money in the honest pur¬
suit of this great work, I ask the friendly patronage of all,and particu¬
larly the editors, in all parts of the Union, to give me their friendly aid
and sympathy, for which I shall ever remain their most obedient and
humble servant, HART WELL CARVER.
Rochester, December 9, 1845.
29
State of New York, Monroe county, ss:
Simon Traver, esq., being duly sworn,says, that he is well acquaint¬
ed with Dr. Hartwell Carver of said county, and that as long ago as
1837, and also in 1838, and frequently since that time, the said Carver
has spoken to me, the said Traver, about going on to survey the route
for a railroad across the Rocky mountains, uniting the waters running
east into the Atlantic ocean, and the waters running west into the Pa¬
cific ocean. The said Carver is the first man I ever heard speak of the
enterprise, and I have heard him speak of the thing as being feasible,
practicable, and very important to this country and to the world. He
has, at different times, made proposals to me to go on, survey, and en¬
gineer the route for a railroad across the Rocky mountains, which he
intended to build. Further this deponent says not.
SIMON TRAVER.
Sworn before me, this 3d dav of December, 1845.
11. BARD WELL,/. P.
State of New York, Monroe county, ss :
Henry Fitch, being duly sworn, says, that he has been acquainted
with Dr. Hartwell Carver of said county, for about ten years last past,
and that in the year 1837 or 1838, he heard the saicl Carver frequently
speak of the practicability of building a railroad, from some point in the
western States, to and beyond the Rocky mountains; and that he ex¬
pressed the utmost confidence in the feasibility of such a work, and
stated that he had made application to Simon Traver, esq., (who was
then an engineer in laying out the line of the Auburn and Rochester
railroad,) to run a line of said road; and I also heard the said Traver
say, that the said Carver had made application to him to run a line of
said road beyond the Rocky mountains; and further this deponent
says not.
HENRY FITCH.
Sworn and subscribed before me, this 1st day of December, 1845.
JOHN GARDNER, Jr., /. P.
State of New York, Monroe county, ss :
William Cogswell, being duly sworn, says, that he is well acquainted
with Dr. Hartwell Carver, of said county,and that as long ago as 1837
or 1838, he heard the said Carver express the utmost confidence in the
feasibility of constructing a railroad, from some point in the western
States, to and beyond the Rocky mountains; and, also, that he heard
the said Carver propose to Simon Traver, esq., engineer, to run the
line of said railroad; and further this deponent says not.
WM. COGSWELL.
Sworn and subscribed before me, this 1st day of December, 1845.
H. FITCH, J. P.
30
An extract from the New York Express, December 17, 1845, in
which the able editor, after speaking somewhat at length of the practi¬
cability of the Oregon railroad, says: "We notice, by the way, in the
Rochester American, a communication by Dr. Hartwell Carver, who
says boldly, and without the fear of contradiction, that Mr. Whitney is
by no means the man who first conceived the plan and practicability of
making a railroad across the Rocky mountains, and declares that he
himself is the man who first thought of the thing, and that his head
first, found a place to plant that idea. This idea is certainly novel, and
we think Dr. Carver will have the entire credit of it. He says, that if he
succeeds in getting a charier from Congress, he means to go immedi¬
ately to China; and as the Chinese seem to be waking up from ages of
isolated slumber, he should hope to inspire them with a spirit of activi¬
ty and enterprise, which will induce them to take large amounts of
stock."
Extract from the New York Herald, December 15th or 16th, 1845.
In speaking of the Oregon railroad, says : "Another plan, we learn,
was proposed by Dr. Carver, of our own State, who many years ago,
before the time was ripe, endeavored to direct the public attention to the
subject."
The next newspaper article I would introduce is entirely editorial,
and published in the Charleston, South Carolina, Evening News, Jan¬
uary 10th, 1846, a daily paper, by Dr. J. N. Cardozo, and reads as
follows:
"Railroad to Oregon.—A memorial is now before Congress, for the
charter of a company to construct a railroad to Oregon. The practica¬
bility, as well as the utility of such an undertaking, becomes more man¬
ifest the more its details are examined. Dr. Carver, the author of the
memorial to which we allude, is at present in the city, and from a con¬
versation we have had with him, we feel impressed with the conviction
that this is not an Utopian scheme.
" The idea of connecting the Atlantic and Pacific oceans by a railroad
has long been before (he American people. Mr. Whitney, some time
since, proposed to enlist Government in a plan of this kind, and under¬
took to establish a road, the expense of whose construction was to be
borne by the sale of the lands through which it passed. To this plan,
however, there are some insuperable objections. Dr. Carver's scheme
differs very materially.from Whitney's. He proposes by a charter to
engage individual enterprise; thus obviating the delays, as well as the
peculations, incidental to Government patronage. Another important
advantage will thus be gained. As a national undertaking, the rivalry
of European powers would be excited, and the long contemplated canal
through the Isthmus of Darien might be recurred to, with manifest de¬
struction to the United States of all the advantages expected to result
from the establishment of a road through our Western territories. On
the other hand, if the road were undertaken by a company, the sub¬
scription to its shares being open to all, the capitalists of other nations,
and the English especially, would readily unite in an undertaking which
31
would so materially benefit and facilitate the course of commerce to the
East.
" Whitney proposed to make a start from some place on the Missis¬
sippi river; but Dr. Carver contemplates a more eastern terminus. Two
courses have been pointed out by him, each possessing advantages of its
own. One plan is to start from some point on Lake Superior, in the
neighborhood of Eagle harbor; thence traversing Wisconsin in a south¬
western course, to cross the Mississippi just below the Falls of St. An¬
thony; then passing through Iowa, in the same direction, to touch the
Missouri about the 43d degree of latitude; a spot which, from personal
inspection, Dr. Carver thinks the most eligible in the nature of its banks
for the erection of a bridge. After crossing the Missouri the road will
pursue nearly a westerly course, going through Fremont's South pass,
unless a more northerly one should hereafter be discovered by explorers,
and eventually strike the Columbia, or some of its tributaries, at the
nearest navigable point to the Pacific.
"The advantages attendant on this starting point from Lake Superior
would be, that it would immediately enlist the Canadians in the enter¬
prise, since it is expected, by the opening of various ship canals in
that province, that, in June at the utmost, a vessel of 400 tons may load
at Liverpool and arrive without obstruction at Lake Superior. But the
high northern latitude through which the beginning of the road would
have to pass, must render (his an ineligible point for starting, in conse¬
quence of the embarrassments which would arise from the frequency of
frost and snow.
"The other starting point proposed by Dr. Carver is at Milwaukie,
on Lake Michigan. In this case, the road will take a due west course
through Wisconsin, and cross the Mississippi a little below Prairie du
Chien. Thence the road will pursue a direction, which will bring it
to the same point on the Missouri as that reached by the first proposed
road; after which the two routes would be identical.
"This route is manifestly better than the other. Its locality is in a
milder latitude, its course is more direct, and there will be a saving of
from four to six hundred miles in the distance to be traversed.
'•'The advantages which would result, not to this country alone, but
to the whole of Europe, by such a road, connecting as it would the,
shores of the Atlantic and the Pacific by the rapid communication of
steam, and obviating the tedious and dangerous voyages around Cape
Horn and the Cape of Good Hope, are too manifest to need any de¬
monstration. Of the practicability of the execution alone, there can be
no question; and on this subject the doubts of the sceptical are every day
growing weaker. We do not anticipate, however, any immediate action
on the part of Congress, and indeed the subject is too important to war¬
rant precipitation; but we have thought it expedient to lay the subject
before our readers, that they by deliberate consideration of the difficul¬
ties to be encountered, as well as the benefits to be derived, may pre¬
pare themselves for a cool and dispassionate judgment on the merits of
the question."
32
The next newspaper article I wrote, was published in New Or¬
leans, on the 27th of January, 1846, in the New Orleans Tropic, with
editorial remarks preceding my article, as follows :
" Railroad to Oregon.—The writer of the following communication
has a memorial before Congress for the charter of a company to construct
a railroad to Oregon. Whether this vast work is destined to be achieved
directly by Government or by individual enterprise, encouraged by an
appropriation of land, we begin to look upbn it as one of the probable events
of the present century. To our minds, with the past and its mighty re¬
sults looming back upon us in all their startling realities, we are slow to
discover in the future any thing Utopian or improbable. If a man were
to memorialize Congress for a charter to construct an air-pipe to the moon,
we should say to that dignified body, receive the memorial ; investigate
the practicability and merits of the proposed enterprise ; particularly in¬
quire into the utility of conversing through said pipe with the lunar race;
denounce it not as absurd, useless, impossible, even after the pros and
cons shall have been weighed, but make a solemn report by way of
stimulating the 'inner man' of the memorialist to the consummation
of something, albeit that something might be nothing more than the
improvement or enlargement of the telescope, or the invention of a new
process by which œriel voyagers could be made to breathe freely in the
arotic atmosphere through which a balloon might be propelled with the
speed of a comet. Jesting aside, there is nothing ridiculous in this Ore¬
gon railroad movement. It may be years before the fishermen of Lake
Superior can send their huge trout or muscalonge in the markets of Ore¬
gon ; it may be a quarter of a century before the nabob of Boston can
breakfast at his villa on the Rocky mountains, dine at his place of busi¬
ness on the Atlantic, and spend his evening at the theatres in the city of
Oregonopolis, at the mouth of the Columbia. Yet is that no reason
why gigantic undertakings should be discouraged. Call it, if you
please, the Oregon Railroad, with one end upon the Atlantic, (for Lake
Superior or Michigan cannot remain a terminus,) and the other upon
the Pacific, all in imagination ; laugh, till your Congressional abdo¬
mens burst, at the absurdity of the thing; yet encourage a beginning.
If extremes cannot be connected soon, intermediate distances may, in a
very short time, be traversed by iron rails, and new settlements be ex¬
tended onward and onward toward the future metropolis of the ocean
and mountains. Dr. Carver is probably an enthusiast ; so are all men
of vast schemes. The world has ever been, and ever will be full of
such 'madmen.' But, after all, they accomplish the work. Let
Whitney, Carver, and all such enthusiasts be encouraged—no harm
can result—some good assuredly will."
FOR THE TROPIC.
u The railroad across the Rocky mountains.—This grand and gi¬
gantic enterprise, like all others of a similar magnitude, of course will
be looked upon by some persons as chimerical and impracticable, and a
33
thing which, if ever accomplished at all, will not be done for a long
time to come.
"Having given the subject mature deliberation, and having made
public my views on the subject some seven and eight years ago, I feel
warranted in stating, that the making a railroad across the Rocky moun¬
tains is as practical and feasible as it is important in a commercial point
of view to this country. The very fact of its being a great work, a long
railroad, and attended with a great expense, when rightly considered,
insures its success and great advantage to the United States. The
writer of this article published an article on the subject of this railroad
ten years ago, and another of greater length and more particular in de¬
tail seven years ago. More recently Mr. Whitney took up the subject
in quite a different way, which has had at least one good effect, that of
bringing it before the public. Of late another gentleman has given it
attention, and by keeping the subject alive, and before the people, it
will not be long before the public generally will see the propriety and
great benefit which must, and surely will, result from its consummation.
" Next to the Oregon question, which, at this time, absorbs all other
topics, and seems nearly to convulse our country, the Oregon railroad
is entitled to our universal attention. The more individuals look into
this railroad subject, and carefully weigh its advantages and disadvan¬
tages, the more they will see and be convinced of the great utility and
practicability of the undertaking. It will be found, by close examina¬
tion, that if Congress will give a charter, that a railroad can be made,
starting either from Lake Superior or Lake Michigan, crossing the Mis¬
sissippi at or near Prairie du Chien, from thence on to the Missouri, at
or near the forty-third degree of north latitude, then on to Fremont's
Pass, cross the Rocky mountains at and through this Pass, and then by
the most direct course to the navigable waters of the Columbia river,
much easier, quicker, and at much less expense than any one would
suppose.
" I believe it can be done and accomplished for forty-five millions of
dollars. I believe, also, it can be made and all completed in six or
seven years. Twelve hundred miles of the route will pass over a
country quite level, and a fine surface to lay a railroad track on. The
writer of this has now a memorial before Congress, asking for a charter
to build a railroad from one of the above named lakes to the Columbia
river, Government giving land sufficient for the width of the road, and
wood, stone, &c., along the route for making said road. It is presum¬
ed the stock will be taken if a charter is obtained, and the road made
forthwith, which will be of vast benefit to New Orleans. It will double
or treble all the capacities of New Orleans—its growth, wealth,and in¬
dividual property. New Orleans would monopolize the trade of the
Gulf of Mexico, and extend its business quite beyond all calculation.'
" HARTWELL CARVER.
" New Orleans, January 27, 1846."
The next is editorial, from the Jeffersonian of New Orleans, and in
which was published quite a long and lengthy article, which is refer-
3
34
red to in the following notice by the editor, but which I have lost and
cannot present. This was in January last, 1846.
« Railroad to Oregon.—Dr. Carver, who claims to have first sug¬
gested the practicability of making a railroad across the Rocky moun¬
tains to the Pacific, is at present in this city. The Doctor states in a
communication published by him in the Rochester,. New York, Ameri¬
can, of December 10, 1845, that the feasibility of such a project first
occurred to him while travelling in Europe, in 1832, and in going from
Milan to Switzerland, by crossing the Alps by the Simplon road made
by Bonaparte. ' As I pursued the rugged way, says the Doctor, up
the stupendous heights of the towering Alps, I was forcibly struck with
the apparent ease with which (he thing was accomplished.'
" Dr. Carver seems to feel deep interest in the scheme, and to enter¬
tain the sanguine belief that his plan of building the road, and the di¬
rection in which he proposes to run it, will prove to be more advanta¬
geous than the project of Mr. Whitney. We have received a short
communication from Dr. Carver relating to this subject, which we will
endeavor to find room for to-morrow."
This article, which here follows, was wrote and published at St.
Louis last April, 1S46. It was published in the St. Louis Morning
Missouri Republican, 13th of April, 1846, and reads as follows:
" Carver''s railroad to Oregon.—I have three reasons for writing the
following article at this time and at this place.
«1st. For the purpose of bringing this important subject before the
public in this growing and thriving section of country—this new, pros¬
perous, and fast growing city of St. Louis, whose destined magnitude,
extent, and importance, in a business and commercial point of view,
can hardly be anticipated, and whose destiny and future glory I con¬
sider intimately connected with the Oregon railroad. This railroad, once
made across the Rocky mountains, would bring St. Louis as convenient,
and as near the Indies and China, in all commercial advantages, as it
now is to Liverpool, and other parts of Europe.
«2d. I wish to keep this important subject alive and before the peo¬
ple, that it may the more speedily be commenced, and persevered in
with vigor and energy, until it shall be fully consummated. Thus
far it has progressed but slowly since it was first spoken of. Ten years
ago, having occasion to visit the far West, to look after my wild lands,
I was struck forcibly with the practicability of a railroad across the
Rocky mountains, and, on my return to New York, I published a short
article on the subject in one of the city papers. Three years after,
(some years ago,) I published a longer article, and more in detail, in a
country paper, which attracted considerable attention, but not sufficient
to establish its universal practicability. Last summer Mr. Whitney,
much lo his credit, took up the subject in quite a different way, and
made some progress in exploring the route between the Mississippi
and Missouri rivers, the result of which was quite favorable in behalf of
the undertaking.
35
"3d. I wish now to form a small company of daring and enterprising
young men, to go up the Missouri liver as far as the 43d degree of
north latitude, then leave the river and explore the whole country, in a
westerly direction, on to Fremont's Pass, or the South Pass, so called.
"I feel quite anxious to explore the route between the two rivers this
summer, as I have now a petition or memorial before Congress, asking
for a charter, to me and my associates, to build a railroad, starting from
Lake Michigan, and crossing the Mississippi river above Dubuque,
thence on to the Missouii river, and crossing that river at or near the 43d
degree of north latitude, and then on to the South Pass, by the most di¬
rect route which we may designate by our exploring route this sum¬
mer. 1 have some strong reasons for believingtliat Congress willgrantme
a charter next session for the building of said railroad. What objections
can Congress or the country have to granting a charter to an individual
and his associates, I would ask, for an object which all must confess
would be of vast benefit to the United States? We can hardly number
the advantages which would result to this country from this railroad—
giving to us a direct and short passage to the Indies and China. It has
been the ambition of all the commercial world, for two hundred years
past, to find a direct and short route to the Indies and China. I believe
Columbus, when he set out on his voyage of discovery, was prompted
more by this desire than thit of discovery. He failed of the first, but
succeeded in the other. The commercial history of the world, for two
hundred years past, shows us positively that every country or govern¬
ment, which has monopolized the trade of the Indies and China, have,
in their turn, made themselves rich and opulent. The merchants of
Genoa became princes, and built a city of palaces; while Venice, Hol¬
land, and more latterly England, by its vast India company, which be¬
came so rich and powerful that the government dare not renew their
charter. None of these countries carried on their trade with half the
profit and convenience which this country could and would do, if this
railroad was made across the Rocky mountains, which would bring St.
Louis within fourteen or sixteen days travel of the mouth of the Colum¬
bia river, on the shores of the Pacific ocean; and New Orleans, Charles¬
ton, Baltimore, Philadelphia, New York, and Boston, within twenty
or twenty-five days travel. This great national enterprise would bring
about an entire new era in the whole commercial world. We should ful¬
ly monopolize the trade of India and China under more favorable circum¬
stances than any other country has hitherto done—become the carriers of
nearly the whole of Europe—carry on all our immense commerce in
the Pacific ocean, with a saving and clear profit of from twenty-five to
fifty per cent, above the present state of things. This communication
with the Pacific would bring under our control the trade of about six
hundred millions of people—said to be about three-fourths of the whole
population of the globe—and bring them about as near the mouth of
the Columbia river as the most of Europe is to New York.
"The whole valley of the Mississippi, and all the vast and fertile coun¬
try west, would be nearer and more conveniently situated for all busi¬
ness and commercial purposes to the Pacific ocean than to the Atlantic.
36
Instance the whaling business we are now canying on in the Pacific;
the immense profit on that alone, to the United States, would be from
one to two million of dollars a year. It is said we now have six hun¬
dred vessels employed in the whaling business, employing forty thou¬
sand men, all of whose hard and laborious toils would be doubly repaid,
and the oil sold to us much cheaper.
" Again, this great and commercial avenue would continue to strengthen
the already friendly business lies between us and China, until they
would grow into a manly intimacy of a lasting and lucrative magnitude.
China, Japan, and numerous islands and ports in the voluptuous East,
the productions of which are scarcely known to us, only wait the bene¬
ficial and inspiring influence of this great railroad across the Rocky
mountains, to break down the barriers of prejudice and superstition, and
cause them most cheerfully, with the rest of mankind, to embrace the
social blessings of the world. By this speedy commercial thoroughfare,
all the fragrant spices, and rich and delicious tropical fruits of the sunny
East, would roll into the lap of the United States in great abundance and
at low prices. This railroad would soon become the great thoroughfare
of the world, connecting, as it would, the extreme east and west parts
of the globe, carrying all the rich and golden merchandize from each
extremity, and through all parts, accommodating not only one side of
the globe, but the entire circle around it. Passengers would travel and
pass across this continent to the Pacific, and then by steamboat, in fif¬
teen or twenty days, to the Indies, China, and all parts along the ex¬
tended shores of the Pacific, as often, and with as little hesitation, as
they cross the Atlantic to Liverpool in our packets and steamers.
"This railroad would be the great artery of our great Republic, through
which would circulate its life and vitality, sending oft its numerous
branches to all parts of our Union, giving advantages and energy to every
city and State in the Republic. There are many strong and weighty
leasons in favor of having this road built, besides its utility in a com¬
mercial point of view. It would create a general and wide expanded in¬
terest through the world of friendly business ties, which would quite do
away war and all causes of wars. It would go far towards assimilating the
same feelings, the same views, the same desires, the same interests,and
annihilate national animosities. It would also strengthen the strongest
principles by which the United States are at present bound together,
which is the long lines of our natural channelsof rivers, lakes, railroads,
and canals. It would be the means of settling Oregon immediately,
putting an end to all dispute about territorial boundaries, and the entire
expense of making the whole road would not costa quarter as much as
two years' war with England about Oregon. It would soon cause the
Canadas, Mexico, California, and Cuba, to petition us for annexation
to our great and fast growing Republic. This would fully carry out
what nature seems to have designated, that all this continent between
the Atlantic and Pacific oceans should belong to one government. The
whole I consider necessary for the future prosperity of our Government;
and with this railroad running through the country, by its advantages,
37
connecting the whole together by one common interest, it would con¬
tinue, and stand adamantine against the world. This railroad, once
finished, and a magnetic telegraphic line erected the whole length of
it, news could be carried round the world every two months. And if
the English Government makes a railroad from Bombay , which is now
called the overland mail route, it could be done in forty-five days or
less. I offer, if Congress will give me a charter, give the land for the
width of the road, and other materials, at a certain distance each side of
the track, for the construction of the road, to purchase eight millions of
acres of the public lands lying between the Mississippi and Missouri
rivers, and on the west side of the latter river, at Government price,and
pay in the stock of the road, when enough of the road is done to redeem
the amount—Government retaining the lands in its possession until
paid for in the stock of said road. I also offer, if Government will so
give me and my associates the said charter, and sell the said eight mil¬
lions acres of land, to secure Government for the fulfilment of making
the road and paying for the lands with one million of dollars, which, if
we fail to perform, shall be the forfeiture to Government for said failure,
Government keeping the lands.
"But, if I get the charter and the purchase of the lands, I shall suc¬
ceed, and accomplish the whole work in six or seven years, for I know
my men, and the resources for raising the money necessary to accom¬
plish the great work. By the time the road is half done, the stock will
be fifty percent, above par—no mistake.
"HARTWELL CARVER."
The last newspaper article was communicated to the Rochester
American, and was published under date of the 18th of December,
1846, signed by initials E. B. W., and reads as follows, going to show
most conclusively that I was, beyond all doubt, the original projector
of the Oregon railroad over and across the Rocky mountains.
"FOR THE AMERICAN.
"Mr. Editor—Sir: As the Oregon railroad is fast becoming a sub¬
ject of general consideration, and its importance renders it worthy of
all honorable efforts in behalf of its merits, I am rejoiced to hear that
Dr. H. Carver has gone to Washington for the purpose of obtaining a
charier from Congress to build the Oregon railroad by individual enter¬
prise.
"I am altogether in favor of Dr. H. Carver's plan of building this
road, and I believe if he gets a charter, as he prpposes, from Congress,
that he will rapidly carry into effect this great enterprise, with much
credit to himself and great benefit to this country and the whole com¬
mercial world.
"That Dr. H. Carver is the original projector of this great and mag¬
nificent project there can be no doubt. We have seen positive docu¬
ments which go conclusively to prove that fact beyond all dispute; he
has got the newspapers, with the articles which he wrote and published
five or six years before we heard it spoken of from any other source,
38
and we do not believe there is any person who can show any record of
having either conceived the plan, or published any thing in relation to
a railroad across the Rocky mountains, until four or five years after it
was spoken of, and written upon, by Dr. H. Carver. We have seen
those papers, and the articles referred to, and feel bound to give him
the credit of being the first man who conceived the plan and the practi¬
cability of building a railroad across the Rocky mountains, and thereby
connecting the waters of the Atlantic and Pacific oceans together; and,
further, he is the first man who published any thing in relation to the
subject by four or five years, so far as we have ever seen or heard. His
plan is certainly much better than Whitney's, and when laid before
Congress, and the people of our country, 1 think will be adopted with¬
out hesitation. The plan of a chartered company will build the road
much sooner, cheaper, better, and manage this great and stupendous
work with much more economy and profit to our country, than Govern¬
ment can possibly do, and free it from all speculating/rawc& incident to
all Government operations of a public nature. Dr. Carver is a man of
daring, bold enterprise, possessing a determined perseverance almost
unequalled, and no doubt will manage this splendid undertaking with
great ability and promptness, and we wish him success in this great pro¬
ject, which, as before stated, we really Relieve to be his own, to all in¬
tents and purposes.
Yours, with respect, E. B. W.
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