CONCLUSION. 
77 
would have been tunnelled, are now surmounted by a surface grade ; thereby promoting econ¬ 
omy, safety, and speed.* 
CONCLUSION. 
The operations of the survey have been narrated in the preceding pages considerably in 
detail. I am aware that greater brevity would have been desirable, but it seemed necessary to 
lay before the department not only the results obtained, but also the material upon which they 
were founded. It was less important to present my own opinions than to furnish the facts 
collected, and thus enable this route to be compared with others, so as to determine, from the 
character of the various countries described, the location of that line between the Mississippi 
river and the Pacific ocean which may be the most favorable for a railroad. Having seen much 
of the noble State of California, I am deeply impressed with the importance of uniting her more 
closely with the Atlantic portion of the Union ; and believing that several routes proposed by 
the department are possessed of advantages and difficulties peculiar to each, it seems proper 
that they should be considered with sound judgment and discretion, that the final location of 
the road may be best adapted to the great interests of the nation. Therefore, disclaiming all 
personal preference for the line entrusted to me for examination, i-t has been my effort to make 
equally prominent the facilities and the obstructions which the survey has been able to detect, 
leaving the judgment to be rendered by the department and the nation in favor of, or adverse 
to, this line of location. 
The geological, the botanical, and the zoological reports which follow, will greatly aid in 
the formation of an enlightened opinion upon this question. Each of them contains specific 
information, interesting to the scientific world, and particularly illustrative of the character of 
the country with reference to its adaptation to the purpose in view. The succeeding report 
upon the Indian tribes that have been known to inhabit the belt of country under consideration, 
will be found to contain some facts regarding the character of its soil and its capacity to sup¬ 
port an agricultural or pastoral population. 
* In a recent number of the “Railroad Record,” there is an interesting article, copied from the London Civ. Eng. and 
Arch. Jour., on steep gradients of railways, and the locomotives employed. The following is an extract: 
“Though it could not be denied that English railway engineers were formerly prejudiced against any steeper inclination 
than 1 in 100”—52.8 feet per mile—“and had believed tha\ gradients of 1 in 50”—105.6 feet per mile—“could only be 
worked by means of ropes, yet it must be remembered that 15 years ago Halifax was approached by a gradient of 1 in 44, 
and that 22 passenger trains per day, besides goods trains, were, without difficulty, conveyed over that incline by loco¬ 
motives. There was, therefore, nothing new in these steep inclines, nor in the manner of working them. It should also 
be mentioned, that tire results of the later experience went to prove that it was more advantageous to rely on the loco¬ 
motive than on any system of ropes. Not only had the latter system been abandoned on the Euston incline, (London,) 
and at Miles Platting incline, (Manchester,) but even at Oldham, where there was a gradient of 1 in 27 (195.5 feet per 
mile) for one and three-fourth mile ; the rope was taken away two years ago, and the traffic was now entirely dependent 
on locomotives.” 
