land to homesteaders immediately to encourage settlement and the growth of markets the railroads would then be able to serve. Nebraska railroads in the 1870s were strong boosters of lands along their routes. They sent agents to Germany and Scandinavia with package deals that included cheap transportation for the family as well as its furniture and farm tools, and they offered long-term credit at low rates. Boosterism succeeded in attracting adventurous American and European families to Nebraska, helping them purchase land grant parcels on good terms. The selling price depended on such factors as soil quality, water, and distance from the railroad. The Morrill Act of 1862 provided land grants to states to begin colleges of agriculture and mechanical arts (engineering). Black colleges became eligible for these land grants in 1890. The Act succeeded in its goals to open new universities and make farming more scientific and profitable. Transcontinental railroads In the 1850s, the U.S. government sponsored surveys that charted the remaining unexplored regions of the West in order to plan possible routes for a transcontinental railroad. Much of this work was undertaken by the Corps of Engineers, Corps of Topographical Engineers, and Bureau of Explorations and Surveys, and became known as "The Great Reconnaissance". Regionalism animated debates in Congress regarding the choice of a northern, central, or southern route. Engineering requirements for the rail route were an adequate supply of water and wood, and as nearly-level route as possible, given the weak locomotives of the era. Proposals to build a transcontinental failed because of Congressional disputes over slavery. With the secession of the Confederate states in 1861, the modernizers in the Republican party took over Congress and wanted a line to link to California. Private companies were to build and operate the line. Construction would be done by unskilled laborers who would live in temporary camps along the way. Immigrants from China and Ireland did most of the construction work. Theodore Judah, the chief engineer of the Central Pacific surveyed the route from San Francisco east. Judah's tireless lobbying efforts in Washington were largely responsible for the passage of the 1862 Pacific Railroad Act, which authorized construction of both the Central Pacific and the Union Pacific (which built west from Omaha). In 1862 four rich San Francisco merchants (Leland Stanford, Collis Huntington, Charles Crocker, and Mark Hopkins) took charge, with Crocker in charge of construction. The line was completed