RESULTS OF OUR FOREST POLICY 329 



found its way into the hands of a single company. The Oregon Central 

 Military Road grant included 175,000 acres of timber land, later 

 found in the hands of a single company — the Booth-Kelly Lumber 

 Company. The Willamette Valley and Cascade Mountain Wagon 

 Road grant of over 800,000 acres was in 1914 practically all in a 

 single ownership, and about 180,000 acres is heavily timbered. The 

 Dalles Military Road grant of 550,000 acres contained only about 

 36,000 acres of timber land, but it was practically all in the hands of 

 one company. 



Railroad grants have played a less important part in the Lake 

 states than in the West, but even in the Lake states they have been 

 a very important factor in the timber situation. The Chicago & North- 

 western Railway Company received grants in Wisconsin and Michi- 

 gan aggregating 1,065,000 acres, and it still retains 370,000 acres, 

 while most of the rest has passed into the hands of large timber 

 owners. The Marquette, Houghton & Ontonagon Railroad, successor 

 to the Marquette & Ontonagon and the Bay de Noquet grants in the 

 upper peninsula of Michigan, received patents for about 462,000 

 acres, and sold 402,000 acres to what is now the Michigan Iron and 

 Land Company (Ltd.), which held in 1914 over 320,000 acres in fee. 

 The Fort Wilkins, Copper Harbor and State Line Wagon Road grant, 

 in the same state, amounted to 220,000 acres, and one estate got the 

 title to 174,000 acres'of this, and three great copper companies got 

 practically all of the remainder. Three canal construction projects re- 

 ceived Federal grants aggregating 760,000 acres in the upper penin- 

 sula, and of this amount 670,000 acres (88 per cent) found its way 

 into the hands of large timber owners, in tracts ranging from a few 

 thousand to 300,000 acres. 



In the longleaf pine region of Louisiana, a railroad grant — the New 



Orleans Pacific grant — constituted the basis of several large holdings ; 



in fact, over 90 per cent of this grant was later taken up by large 



timber owners, in tracts of 133,000, 93,000, 54,000, 45,000, 30,000, 



23,000, and 17,000 acres respectively.* 



* The New Orleans Pacific was financed by Jay Gould, and it was a typical Jay 

 Gould road. II was not built until long after the time set by law for its completion ; 

 the original grantee, after its charter had been repealed, attempted to assign the 

 grant to the New Orleans Pacific; and in spite of efforts in Congress in the middle 

 eighties to forfeit the grant, it was finally confirmed to the New Orleans Pacific 



