The Official "Date of Completion"
of the Transcontinental Railroad under the Provisions of the Pacific Railroad
Act of 1862, et seq., as Established by the Supreme Court of the United
States to be November 6, 1869.
(99 U.S. 402) 1879
In 1879 the Supreme Court of the United States formally established, in its opinion and order in Union Pacific Railroad vs. United States (99 U.S. 402), the official "date of completion" of the Transcontinental Railroad, as constructed under the provisions of the Pacific Railroad Act of 1862, entitled "An Act to aid in the construction of a railroad and telegraph line from the Missouri River to the Pacific Ocean, and to secure to the Government the use of the same for postal, military, and other purposes" (as amended). In the following excerpt from that opinion, as delivered for the Court by Associate Justice Joseph P Bradley, the official date of completion was established as November 6, 1869. —BCC
In one sense, a railroad is never completed. There is never, or hardly ever, a time when something more cannot be done, and is not done, to render the most perfect road more complete than it was before. This fact is well exemplified by the history of the early railroads of the country. At first, many of them were constructed with a flat rail, or iron bar, laid on wooden string-pieces, resulting in what was known, in former times, as snake-head -- the bars becoming loose, and curving up in such a manner as to be caught by the cars, and forced through the floors amongst the passengers. Then came the "T" rail; and finally the "H" rail, which itself passed through many successive improvements. Finally, steel rails in the place of iron rails have been adopted as the most perfect, durable, safe, and economical rails on extensive lines of road. Bridges were first made of wood, then of stone, then of stone and iron. Grades originally crossed and, in most cases, do still cross, highways and other roads on the same level. The most improved plan is to have them, by means of bridges, pass over, or under, intersecting roads. A single track is all that is deemed necessary to begin with; but now, no railroad of any pretensions is considered perfect until it has at least a double track. Depots and station-houses are at first mere sheds, which are deemed sufficient to answer the purpose of business. These are succeeded, as the means of the company admit, by commodious station and freight houses, of a permanent and ornamental structure. And so the process of improvement goes on so that is often a nice question to determine what is meant by a complete, first-class railroad; and – if a question of right or obligation between parties depends upon the completion of such a structure, courts are obliged to spell out, from the circumstances of the case, and the language and acts of the parties, what they mean when they use such terms.
In the present case, we have for our guidance several clauses in the Charter of the Union Pacific Railroad Company (the Act of July 1, 1862), in which the terms referred to are used, as well as the acts of the parties in reference thereto. One of these clauses is in the fourth section of the act, which contains an engagement on the part of the Government to grant certain sections of land to the company on the completion of a certain number of miles of its road. The third section having granted to the company every alternate section of the public land, designated alternate sections per mile on by odd numbers, to the amount of five alternate sections on each side of of the railroad, on the line thereof, and within the limits of ten miles, not otherwise disposed of by the United States, the fourth section proceeds as follows:
"SECT. 4. That whenever said company shall have completed forty consecutive miles of any portion of said railroad and telegraph line, ready for the service contemplated by this act, and supplied with all necessary drains, culverts, viaducts, crossings, sidings, bridges, turnouts, watering-places, depots, equipments, furniture, and all other appurtenances of a first-class railroad, the rails and all the other iron used in the construction and equipment of said road to be American manufacture of the best quality, the President of the United States shall appoint three commissioners to examine the same and report to him in relation thereto; and if it shall appear to him that forty consecutive miles of said railroad and telegraph line have been completed and equipped in all respects as required by this act, then, upon certificate of said commissioners to that effect, patents shall issue conveying the right and title to said lands to said company, on each side of the road as far as the same is completed, to the amount aforesaid; and patents shall in like manner issue as each forty miles of said railroad and telegraph line are completed, upon certificate of said commissioners. . . . Provided, however, that no such commissioners shall be appointed by the President of the United States unless there shall be presented to him a statement, verified on oath by the president of said company, that such forty miles have been completed in the manner required by this act, and setting forth with certainty the points where such forty miles begin and where the same end, which oath shall be taken before a judge of a court of record."
By the act of 1864 (13 Stat. 356), the amount and extent of the grant is doubled.
Again, by the fifth section of the act of 1862 it is enacted as follows:
"SECT. 5. That, for the purposes herein mentioned, the Secretary of the Treasury shall, upon the certificate in writing of said commissioners of the completion and equipment of forty consecutive miles of said railroad and telegraph, in accordance with the provisions of this act, issue to said company bonds of the United States of $1,000 each, payable in thirty years after date, bearing six per centum per annum interest. . . . to the amount of sixteen of said bonds per mile for each section of forty miles, and to secure the repayment to the United States, as hereinafter provided, of the amount of said bonds so issued and delivered to said company, together with all interest thereon which shall have been paid by the United States, the issue of said bonds and delivery to the company shall ipso facto constitute a first mortgage on the whole line of the railroad and telegraph, together with the rolling-stock, fixtures, and property of every kind and description, and in consideration of which said bonds may be issued."
By the eleventh section the amount of bonds granted was to be $48,000 per mile for one hundred and fifty miles through the Rocky Mountains, and for the same distance including the Sierra Nevada Mountains, and $32,000 per mile between those points; and by the act of 1864 the completed sections were reduced to twenty miles instead of forty.
By the sixth section of the act it is farther enacted as follows:
"SECT. 6. That the grants aforesaid are made upon condition that said company shall pay said bonds at maturity, and shall keep said railroad and telegraph line in repair and use, and shall at all times transmit dispatches over said telegraph line, and transport mails, troops and munitions of war, supplies and public stores upon said railroad for the Government whenever required to do so by any department ave tile preference thereof, and that the Government shall at all times, in the use of the same for all the purposes aforesaid (at fair and reasonable rates of compensation, not to exceed the amounts paid by private parties for the same kind of service), and all compensation for services rendered for the Government shall be applied to the payment of said bonds and interest until the whole amount is fully paid. Said company may also pay the United States, wholly or in part, in the same or other bonds, treasury notes, or other evidences of debt against the United States, to be allowed at par, and after said road, is completed, until said bonds and interest are paid, at least five per centum of the net earnings of said road shall also be annually applied to the payment thereof."
Reading these sections together, it seems hardly possible to conceive that the word "completed," in the last clause of the sixth section, has any other or different meaning from that which it has in the fourth and fifth sections; or that the five per cent of the net earnings should not be demandable by the Government as soon as the whole line was completed in the same manner in which any forty [or twenty] miles was to be completed in order to entitle the company to bonds. This conclusion is so obvious and self-evident that it hardly needs a word of argument to maintain it.
Now, the findings of fact show that the company began to claim the subsidy of lands and bonds for completed sections of the railroad and telegraph line in June, 1866; and from that time forward made similar successive applications nearly or quite every month, tendering the affidavit of the president of the company as to the completion of the several sections, as required by the act. The first of these affidavits was made on the 25th of June, 1866, and was in the words following: —
"John A. Dix, being duly sworn, deposeth and saith, that he is president of the Union Pacific Railroad Company, and in pursuance of the requirements of Sect. 4 of the act of Congress approved July 1, 1862, entitled 'An Act to aid in the construction of the railroad and telegraph line from the Missouri River to the Pacific Ocean,' &c., he now states, under oath, that one hundred and five consecutive miles of said railroad, beginning at Omaha and ending at a point one hundred and five miles westward thereof, on the line designated by the maps of said company on file in the Department of the Interior, have been completed and equipped in all respects as required by the act referred to, as he is informed by the engineer charged with the construction of said line, and as he verily believes to be true; and he further states, under oath, that one hundred and five miles of telegraph have been completed for the said one hundred and five consecutive miles, as he is also advised by the engineer in charge,
"JOHN A. DIX,
"Sworn to, June 25, 1866."
The last affidavit, relating to the completion of the last section of the road (and indeed extending some fifty miles beyond the point of division finally agreed upon between the Union and Central Pacific Railroad Companies), was made on the 13th of May, 1869, and was in the words following:
"Oliver Ames, being duly sworn, deposeth and saith that he is president of the Union Pacific Railroad. And in pursuance of the requirements of Sect. 4 of the act of Congress approved July 1, 1862, entitled 'An Act to aid in the construction of a railroad and telegraph line from the Missouri River to the Pacific Ocean,' &c., he now states, under oath, that another section of eighty-six miles, commencing at 1,000 mile and ending at 1,086 mile post, was completed on the tenth day of May, 1869, making in all 1,086 consecutive miles of said road, beginning at the initial point on section 10, opposite western boundary of the State of Iowa, as fixed by the President of the United States, and ending at a point 1,086 miles westward therefrom on the line designated by the maps of said company on file in the Department of the Interior, that have been completed and equipped in all respects as required by the act referred to, as he is informed by the engineer charged with the construction of said line, and as he verily believes to be true. And be further states, under oath, that 1,086 miles of telegraph have been completed for the said 1,086 consecutive miles, as he is also advised by the engineer in charge.
Union Pacific Railroad Company.
"Sworn to, May 13, 1869"
The Court of Claims finds as a matter of fact that "on the 10th of May, 1869, the last rail of the claimant's road was laid, and about a week afterwards the road was opened over the entire length to public use for the transportation of passengers and freight, and for the service of the government; and this service was from that time forward performed continuously." [Emphasis added]
It further found that on the 23d of December, 1865, the President of the United States, under the authority of Sect. 4 of the said act of July 1, 1862, appointed commissioners to examine and report upon the first section of forty miles of said road; and some time prior to April 30, 1866, he appointed other commissioners to examine and report upon the second section of twenty-five miles of said road; and after the making of each of the foregoing affidavits, he appointed other commissioners to examine the sections of the road as successively completed, and report to him in relation thereto. The reports of the commissioners so appointed were made in the first instance to the Secretary of the Interior, who transmitted them to the President, who approved the recommendations of the Secretary of the Interior by writing his approval thereon. The following is the first letter of the said secretary, with the President's indorsement thereon:
"DEPARTMENT OF THE INTERIOR,
WASHINGTON, D. C., Jan. 24, 1866.
"SIR, – I have the honor to submit herewith enclosed, for your action, the report of the commissioners appointed by you on the 23d December, 1865, to examine the first section of forty miles of the Union Pacific Railroad, extending west from the city of Omaha, Territory of Nebraska. The, company authorized to build this road having, as shown in the report of the commissioners, obligated itself to remedy, within a reasonable time, the deficiencies in the construction of said section, I respectfully recommend that the same be accepted, and proper steps be ordered for the issue of the bonds and land-grants due the company agreeably to law.
"I am, sir, with much respect, your obedient servant,
"JAS. HARLAN, Secretary.
"EXECUTIVE MANSION, Jan. 24, 1866.
"The within recommendations of the Secretary of the Interior are approved, and the Secretary of the Treasury and himself are hereby directed to carry the same into effect.
Similar reports were made by the Secretary of the Interior, as the successive sections were completed and reported on by the commissioners, down to and including the ninth day of February, 1869, and were severally approved by the President; and the company received the subsidy bonds of the Government in accordance therewith.
As it appeared by the reports of some of the commissioners that the several sections of road were not, and could not, under the circumstances be, fully completed up to the ultimate standard of a first-class railroad, though they might be, and actually were, completed, section by section, so as to admit of transportation and travel over the same, the railroad company, on the 12th of February, 1869, being thereto required by the Attorney-General of the United States, as a guaranty for the ultimate full completion and equipment of the road, executed an agreement of the last-mentioned date to deposit in the Treasury Department their own first-mortgage bonds (which by the act of July 2, 1864, they had been authorized to issue, and which were to be preferred to the lien of the United States) to the amount of $3,000,000, to be held by the Government as security for the completion of the road according to the provisions of the statutes in that behalf, and until the President, on a proper examination of the same, should be satisfied that it was so completed. At the same time, the company also agreed, by way of further security, to leave their land-grants with the government, without taking out patents to the same, until the President should be satisfied as aforesaid, – or pro tanto to such extent as he might not be satisfied.
On the 10th of April, 1869, a joint resolution was passed by Congress, by which, amongst other things, it was declared that the common terminus of the Union Pacific and the Central Pacific railroads should be at or near Ogden. And that the President was thereby authorized to appoint a board of eminent citizens, not exceeding five in number, to examine and report upon the condition of the two roads (the Union Pacific and the Central Pacific), and what sum, if any, would be required to complete each of them. And the President was further authorized and required to withhold from them an amount of subsidy bonds sufficient to secure the full completion of the roads as first-class roads, or to receive an equal amount of the first-mortgage bonds of the companies. A board of five eminent citizens was appointed under this resolution in the mouth of August following.
In the meantime, two additional reports were made by the Secretary of the Interior to the President, one on the 27th of May, 1869, and the other on the 15th of July, 1869, in each case recommending the acceptance of the section referred to therein, and also recommending the issue of bonds therefor, in accordance with the agreement aforesaid, to the effect that the company should deposit its first-mortgage bonds with the Secretary of the Treasury to such amount as might be deemed necessary to secure the ultimate completion of the road.
The last of these reports, with the President's indorsement thereon, is in the words following, to wit:
"DEPARTMENT OF THE INTERIOR,
WASHINGTON, D. C., July 15, 1869.
"Sir, – I have the honor to transmit herewith, for your action, five reports, dated the 9th ultimo, of the commissioners, Messrs. Gouverneur K. Warren and James F. Wilson; also the report of Isaac N. Morris, the other commissioner, dated May 28, 1869, appointed by you to examine and report upon a section of 85 88/100 miles of the road and telegraph line, constructed by the Union Pacific Railroad Company, commencing on the road of said company at the 1,000th mile post west from Omaha, and terminating at the 1,085 88/100 mile-post.
"The majority of said commissioners, in their report, represent the said section of 85 88/100 miles ready for present service, and completed and equipped as a first-class railroad, and that the telegraph line is completed for the same distance; and as the company have paid the per diem and mileage due them under the twenty-first section of the act of Congress approved July 27, 1866, on account of their examination of said section of road and telegraph line, I therefore respectfully recommend the acceptance of the same and the issue of bonds and of patents for land due on account of said section, agreeably to the act approved July 1, 1862, entitled 'An Act to aid in the construction of a railroad and telegraph line from the Missouri River to the Pacific Ocean, and to secure to the Government the use of the same for postal, military, and other purposes,' and the acts amendatory thereof. Said bonds and patents to be issued to the Union Pacific Railroad Company on account of the work from said 1,000th mile-post to the 'common terminus of the Union Pacific and Central Pacific Railroads,' 'at or near Ogden;' and the bonds and patents on account of said work from said common terminus to Promontory Summit to be issued to such company as the proper authority, after full investigation of the respective claims of the Union Pacific Railroad Company and the Central Pacific Railroad Company of California shall determine to be thereunto lawfully entitled: Provided, however, that no bonds or patents shall in any event be issued until such security shall be deposited with the Secretary of the Treasury necessary to secure the ultimate completion of the road, agreeably to the acts mentioned in my letter to you of the 27th of May last.
I am, sir, very respectfully, your obedient servant,
"J. D. Cox, Secretary.
"EXECUTIVE MANSION, July 15, 1869.
The within recommendations of the Secretary of the Interior are approved, and the Secretary of the Treasury and himself are hereby directed to carry the same into effect.
"U. S. GRANT."
It is found by the Court of Claims that on the 22d of July, 1869, in partial performance of this last order of the President, $640,000 of subsidy bonds were issued to the company, being the subsidy for the section of twenty miles extending from the 1,000th to the 1,020th mile from Omaha, the subsidy bonds on all the previous sections having been received by the company before that time.
As before stated, in August, 1869, the President, in accordance with the joint resolution of April 10, 1869, appointed 'a board of five eminent citizens, to examine and report upon the condition of the road, and what sum would be required to complete it as a first-class railroad. This board made a detailed examination, and on the 30th of October, 1869, made an elaborate report, specifying a number of particular things at various points, such as ballasting, embankment, masonry, trestle-work, &c., which required perfecting to put the road in first class condition; estimating the aggregate expense of such improvements on the whole line from Omaha to Ogden at $1,586,100. They conclude their report as follows: "This great line, the value of which to the country is inestimable, and in which every citizen should feel a pride, has been built in about half the time allowed by Congress, and is now a good and reliable means of communication between Omaha and Sacramento, well equipped, and fully prepared to carry passengers and freight with safety and dispatch, comparing in this respect favorably with a majority of the first-class roads in the United States." [Emphasis added]
This report being made and accepted, on the 3d of November, 1869, the Secretary of the Interior issued directions to the Commissioner of the General Land-Office to commence patenting lands to the companies, and to issue patents for one half of the lands which they were to receive,-the patents for the other half to be suspended until further directions, in addition to the bonds retained, as security for the completion of the roads in the matters reported deficient or not up to the standard by the said committee.
Up to the 6th of November, 1869, the point at which the Union Pacific and Central Pacific roads should meet was not settled [Emphasis added] but assuming that the former would go no further west than Ogden, 1,033 68/100 miles from Omaha, the Secretary of the Treasury on that day ordered that bonds at the rate of $32,000 per mile for the distance of 13 68/100 miles from the 1,020th mile-post to Ogden should be issued, but ordered that the register of the treasury should hold $323,488 thereof as security for the over-issue of first-mortgage bonds by the company, and deliver the balance to it. The reason of withholding these bonds was, that the company, having been authorized by the act of July 2, 1864, supplementary to its charter, to issue the same amount of first mortgage bonds as it was entitled to receive from the Government, and which was accorded a priority over the lien of the Government bonds, and having actually constructed the road fifty-three miles west of Ogden, had issued a larger amount of its own bonds than the amount of subsidy to which it was entitled as the point of division between its road and that of the Central Pacific was finally settled. By a subsequent arrangement with the Central Pacific Railroad Company, the point of junction between the two roads was fixed at a point five miles west of Ogden, [Emphasis added] which entitled the Union Pacific Company to bonds for such five additional miles, amounting to $160,000, which it received in July, 1870, making the total amount of subsidy bonds which it was entitled to, and did receive, the sum of $27,235,760.
It thus appears that prior to the sixth day of November, 1869, the entire road of the company had, in separate sections, been reported by it, under the oath of its president, as being completed and furnished as a first-class railroad, in accordance with the requirements of the act, and that upon the strength of these representations, and the corresponding reports of the commissioners appointed to examine the several sections, it had been accepted by the President; [Emphasis added] and that the company, with the exception of the last $160,000 of bonds, the claim to which arose from a mutual arrangement between the two companies, had received its entire subsidy of government bonds; and had received an order for the issuing of patents for its grant of public lands to the extent of one half thereof; the patents for the other half being suspended, by virtue of the agreement made in April, 1869, as security for the more perfect completion of certain parts of the work.
It is urged that the acceptance of the road by the President up to this period was only provisional, and not final. We cannot perceive that this makes any difference. It was an acceptance by which the company was enabled to receive its subsidy of government bonds; and was sought by it in order that it might obtain them.
It seems to us unnecessary to look further, or to review the subsequent proceedings which took place between the President and the company, in reference to the fulfillment of the conditions by the latter, on which the issue of the patents for the remaining lands depended. It appears that another commission was appointed to examine the road in 1874, and that, on their report, the President was satisfied that all the imperfections, as a security for the removal of which any patents had been suspended, were removed. The company insists that this was the period which should be taken for the completion of the road in reference to the payment of five per cent of its net earnings, a period five years after it had reported the last section completed according to the act of Congress, and after the President, by virtue of the agreement aforesaid, had consented to accept it as completed for the purpose of enabling the company to draw its subsidy of government bonds, and after it had received said bonds.
Can a stronger case of estoppel than this well be presented? The plea that the Government still retained a portion of the public lands which the company was to receive, as security for the supply of certain deficiencies in the road, cannot avail to diminish the strength of the estoppel. This was done by the voluntary agreement of the company itself. And as, by making this concession, it succeeded in obtaining the formal acceptance of its road for the sake of the benefit to accrue therefrom, to wit, the procurement of the subsidy bonds, the company ought to be willing to bear the burden of such acceptance, to wit, the payment annually of five per cent of the net earnings of the road on account of the bonds. It would be an unfair construction of the acts of the parties under the law, to hold that the road was completed for one purpose and not for the other. We think, therefore, that the Court of Claims was right in deciding that the road was completed on the sixth day of November, 1869, so far as the duty of the company to account for five per cent of its net earnings is concerned. [Emphasis added] ...
Transcribed by and Courtesy of the Bruce C. Cooper
From: "ACTS AND
JOINT RESOLUTIONS OF CONGRESS, AND
DECISIONS OF THE SUPREME COURT OF THE
UNITED STATES RELATING TO THE
UNION PACIFIC, CENTRAL PACIFIC, AND
WESTERN PACIFIC RAILROADS." WASHINGTON: Government
Printing Office. 1897
Tarehe rasmi ya kukamilika kwa Reli ya Transcontinental chini ya Sheria ya Reli ya Pasifiki ya 1862 na ifuatayo, kama ilivyowekwa na Mahakama Kuu ya Marekani kuwa Novemba 6, 1869. "Kama ilivyoelezwa katika kesi ya Union Pacific Railroad v. Marekani (99 U.S. 402), ""Sheria ya kusaidia katika ujenzi wa reli na telegraph line kutoka Mto wa Missouri hadi Bahari ya Pasifiki, na kuhakikisha kwa Serikali ya Missouri matumizi ya hiyo kwa ajili ya posta, kijeshi, na madhumuni mengine.""" Katika kifungu kifuatacho kutoka kwa maoni hayo, kama ilivyotolewa kwa Mahakama na Jaji Msaidizi Joseph P. Bradley, tarehe rasmi ya kukamilika iliwekwa kama Novemba 6, 1869. <unk>BCC Kwa maana fulani, reli haikamiliki kamwe. """Hakuna wakati, au ni mara chache sana, wakati ambapo kitu zaidi hakiwezi kufanywa, na haifanyiwi, ili kufanya njia kamili zaidi iwe kamili zaidi kuliko ilivyokuwa kabla.""" Jambo hilo linaonyeshwa vizuri na historia ya reli za mapema za nchi hiyo. "Mambo mengi ya kwanza yalijengwa kwa reli ya chuma, iliyowekwa juu ya vipande vya mbao, na kusababisha kile kilichojulikana, katika nyakati za zamani, kama ""kichwa cha nyoka"" - mabara yakiachwa, na kugeuka kwa njia ambayo inaweza kukamatwa na magari na kulazimishwa kupitia sakafu kati ya abiria." Kisha kukaja reli ya "T"; na hatimaye reli ya "H", ambayo yenyewe ilipitia maboresho mengi ya mfululizo. Hatimaye, reli za chuma zimetumiwa badala ya reli za chuma kuwa reli kamilifu zaidi, zenye kudumu, salama, na za kiuchumi kwenye barabara kubwa. Kwanza madaraja yalifanyizwa kwa mbao, kisha kwa mawe, kisha kwa mawe na chuma. Grades awali kuvuka na, katika kesi nyingi, bado kuvuka, barabara kuu na barabara nyingine juu ya ngazi hiyo hiyo. Mpango ulio bora zaidi ni kuwafanya, kwa njia ya madaraja, wapite juu ya, au chini ya, barabara zinazovuka. Njia moja tu ndiyo inahitajika, lakini sasa hakuna reli inayoonekana kuwa kamilifu mpaka iwe na angalau njia mbili. Maghala na vituo-nyumba ni kwanza tu sheds, ambayo ni kuchukuliwa ya kutosha kujibu kusudi la biashara. Hizi ni alifanikiwa, kama njia ya kampuni kukubali, na commodious kituo na mizigo nyumba, ya kudumu na mapambo muundo. "Kwa hivyo mchakato wa uboreshaji unaendelea, hivyo mara nyingi ni swali zuri kuamua nini kinachomaanishwa na reli kamili, ya darasa la kwanza; na ikiwa suala la haki au wajibu kati ya pande hutegemea kukamilika kwa muundo kama huo, mahakama zina wajibu wa kuelezea, kutoka kwa hali ya kesi, na lugha na vitendo vya pande, wanamaanisha nini wakati wanatumia maneno kama hayo.""" Katika kesi hii, tuna kwa mwongozo wetu vifungu kadhaa katika Mkataba wa Union Pacific Railroad Company (Sheria ya Julai 1, 1862) ambapo maneno yaliyotajwa yanatumiwa, pamoja na vitendo vya vyama vinavyohusiana na sheria hiyo. Sehemu ya nne ya sheria hiyo ina ahadi ya serikali ya kutoa sehemu fulani za ardhi kwa kampuni hiyo baada ya kukamilisha kilomita fulani za barabara. "Kama sehemu ya tatu imempa kampuni kila sehemu mbadala ya ardhi ya umma, sehemu mbadala kwa kila maili kwa nambari zisizo za kawaida, kwa kiasi cha sehemu tano mbadala kwa kila upande wa reli, kwenye mstari wake, na ndani ya mipaka ya maili kumi, ambayo haijatolewa vinginevyo na Marekani, sehemu ya nne inaendelea kama ifuatavyo:" 4. Uwe na uhakika """Kila mara kampuni hiyo itakapokamilisha maili 40 mfululizo ya sehemu yoyote ya reli na reli ya telegrafu, tayari kwa huduma iliyotajwa na sheria hii, na kupewa mifereji yote ya maji, vijia, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru, vifaru . . . "Hata hivyo, hakuna kamishna yeyote atakayeteuliwa na Rais wa Marekani isipokuwa atakapopokea taarifa, iliyothibitishwa kwa kiapo na Rais wa kampuni hiyo, kwamba maili hizo 40 zimekamilishwa kwa njia inayotakiwa na Sheria hii, na kuelezea kwa uhakika mahali ambapo maili hizo 40 zinaanza na mahali ambapo mwisho huo huo unamalizika, ambayo kiapo hicho kitapewa mbele ya hakimu wa mahakama ya rekodi.""" Sheria ya 1864 (Stat. 356) kiasi na wigo wa ruzuku ni mara mbili. "Kwa mujibu wa kifungu cha tano cha Sheria ya 1862 ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria.""" 5. Uwe na mtazamo mzuri. Kwa madhumuni yaliyotajwa hapa, Waziri wa Hazina, kwa cheti cha maandishi ya Kamishna huyo wa kukamilika na vifaa vya maili 40 mfululizo za reli na telegrafu, kulingana na masharti ya Sheria hii, atatoa kwa kampuni hiyo dhamana ya Marekani ya $ 1,000 kila moja, inayolipwa katika miaka thelathini baada ya tarehe, ikitoa asilimia sita ya riba ya kila mwaka. . . . "Kwa kiasi cha kumi na sita ya dhamana zilizotajwa kwa kila maili kwa kila sehemu ya maili arobaini, na ili kuhakikisha malipo kwa Marekani, kama ilivyoainishwa hapa chini, ya kiasi cha dhamana zilizotajwa zilizotolewa na kutolewa kwa kampuni hiyo, pamoja na riba zote ambazo zitalipwa na Marekani, ""toleo la dhamana zilizotajwa na utoaji kwa kampuni hiyo ipso facto itakuwa dhamana ya kwanza kwenye mstari mzima wa reli na telegrafu, pamoja na rolling-stock, vifaa, na mali ya kila aina na maelezo." Kwa kifungu cha kumi na moja, kiasi cha dhamana iliyotolewa ilikuwa $ 48,000 kwa maili kwa maili mia moja na hamsini kupitia Milima ya Rocky, na kwa umbali huo huo ikiwa ni pamoja na Milima ya Sierra Nevada, na $ 32,000 kwa maili kati ya pointi hizo; na kwa sheria ya 1864, sehemu zilizokamilika zilipunguzwa hadi maili ishirini badala ya arobaini. "Katika kifungu cha sita cha sheria hiyo, sheria hiyo inaandikwa hivi: ""S.S.T." 6. Uwe na uhakika "Hii ni kwa masharti kwamba kampuni hiyo italipa dhamana hizo kwa wakati wa kufika kwa muda wake, na itahifadhi reli na reli ya telegrafu katika ukarabati na matumizi, na itapeleka ujumbe wakati wote kupitia reli hiyo, na kusafirisha barua, askari na risasi za vita, vifaa na vifaa vya umma kwenye reli hiyo kwa ajili ya Serikali wakati wowote inahitajika na idara yoyote, na kwamba Serikali itatumia dhamana hizo kwa wakati wote kwa madhumuni yote yaliyotajwa hapo juu (kwa viwango vya haki na vya busara vya fidia, bila kuzidi kiasi kilicholipwa na watu binafsi kwa huduma hiyo hiyo.""" "Kampuni hiyo inaweza pia kulipa Marekani, kabisa au kwa sehemu, katika dhamana sawa au nyingine, noti za hazina, au ushahidi mwingine wa deni dhidi ya Marekani, kuruhusiwa kwa jina, na baada ya barabara hiyo kukamilika, mpaka dhamana na riba zimelipwa, angalau asilimia tano ya mapato ya barabara hiyo pia yatatumiwa kila mwaka kwa malipo yake. """ "Kusoma sehemu hizi pamoja, inaonekana vigumu kufikiri kwamba neno ""kumalizika"" katika kifungu cha mwisho cha sehemu ya sita ina maana nyingine au tofauti na ile ambayo ina katika sehemu ya nne na tano, au kwamba asilimia tano ya mapato ya usafi haipaswi kudaiwa na Serikali mara tu mstari wote ulipokamilika kwa njia ile ile ambayo maili ya 40 [au 20] ilikamilishwa ili kuipa kampuni haki ya dhamana." Hitimisho hili ni dhahiri na la kujidhihirisha kwamba halihitaji neno la hoja ili kulidumisha. "Kwa kweli, uchunguzi wa ukweli unaonyesha kwamba kampuni ilianza kudai ruzuku ya ardhi na dhamana kwa sehemu zilizokamilika za reli na telegraph mnamo Juni 1866 na tangu wakati huo na kuendelea ilifanya maombi kama hayo karibu kila mwezi, ikitoa hati ya mkataba ya rais wa kampuni kuhusu kukamilika kwa sehemu kadhaa, kama ilivyotakiwa na sheria.""" "Hii ndiyo taarifa ya kwanza iliyotolewa na Rais John A. Dix mnamo 25 Juni 1866: ""John A. Dix, akiwa ametoa kiapo, anatoa na kusema kwamba yeye ni rais wa Union Pacific Railroad Company, na kwa kufuata mahitaji ya Sect. "Kwa mujibu wa sheria ya Marekani ya ""Mashine ya kusaidia katika ujenzi wa reli na telegraph line kutoka Missouri River kwa Bahari ya Pasifiki,"" sasa anasema, chini ya kiapo, kwamba mia tano maili ya reli hiyo, kuanzia Omaha na kumalizika katika hatua mia tano maili magharibi yake, katika mstari uliowekwa na ramani ya kampuni hiyo katika faili katika Idara ya Mambo ya Ndani, wamekamilika na vifaa katika masuala yote kama inavyotakiwa na sheria, kama yeye ni aliiambia na mhandisi kushtakiwa na ujenzi wa mstari huo, na kama yeye kweli anaamini kuwa kweli." "Hatima ya mwisho ya kuhitimisha sehemu ya mwisho ya barabara (na kwa kweli kupanua maili hamsini zaidi ya hatua ya mgawanyiko wa mwisho iliyokubaliwa kati ya Union na Central Pacific Railroad) ilitolewa mnamo 13 Mei 1869 na ilikuwa katika maneno yafuatayo: ""Oliver Ames, akiwa ametoa kiapo, anatoa na kusema kwamba yeye ni rais wa Union Pacific Railroad." Na kwa kufuata mahitaji ya Sect. "Kwa mujibu wa sheria ya Marekani ya ""Msaada katika ujenzi wa reli na telegraph line kutoka Missouri River kwa Bahari ya Pasifiki,"" sasa anasema, chini ya kiapo, kwamba sehemu nyingine ya kilomita 86, kuanzia 1,000 na mwisho katika 1,186 mile, ilikuwa kukamilika katika siku ya kumi ya Mei 1869, kufanya katika wote 1,186 maili mfululizo ya barabara, kuanzia hatua ya awali katika sehemu ya 10, kinyume na mpaka wa magharibi wa jimbo la Iowa, kama ilivyowekwa na Rais wa Marekani, na kumalizika katika hatua ya 1,186 maili magharibi kutoka hapo kwenye mstari uliowekwa na ramani ya kampuni katika faili katika Idara ya Mambo ya Ndani." "Na pia, chini ya kiapo, kwamba maili 1,086 za telegrafu zimekamilishwa kwa maili 1,086 zilizofuata, kama alivyoambiwa na mhandisi anayesimamia.""" Kampuni ya Reli ya Union Pacific. "Kutokana na taarifa ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama.""" """Kulingana na taarifa ya Rais wa Marekani, tarehe 23 Desemba 1865, Rais wa Marekani, chini ya mamlaka ya Sekta ya." "Katika Sheria ya Julai 1, 1862, aliteua kamishna wa kuchunguza na kutoa ripoti juu ya sehemu ya kwanza ya maili 40 ya barabara hiyo, na wakati fulani kabla ya Aprili 30, 1866, aliteua kamishna mwingine kuchunguza na kutoa ripoti juu ya sehemu ya pili ya maili 25 ya barabara hiyo, na baada ya kufanya kila moja ya taarifa zilizotajwa hapo juu, aliteua kamishna mwingine kuchunguza sehemu za barabara hiyo kama ilivyokamilika mfululizo, na kumtolea ripoti.""" Ripoti za Kamishna walioteuliwa kwa njia hiyo ziliwasilishwa kwa Waziri wa Mambo ya Ndani, ambaye aliipeleka kwa Rais, ambaye aliidhinisha mapendekezo ya Waziri wa Mambo ya Ndani kwa kuandika idhini yake juu yake. "Hii ndiyo barua ya kwanza ya katibu huyo, na kuidhinishwa kwake na Rais: ""Dipartment of the Interior, Washington, D.C., Jan. 24, 1866." "Mfalme, nina heshima ya kuwasilisha hapa, kwa ajili ya hatua yako, ripoti ya kamishna walioteuliwa na wewe tarehe 23 Desemba 1865 kuchunguza sehemu ya kwanza ya maili 40 ya Union Pacific Railroad, kupanua magharibi kutoka mji wa Omaha, Nebraska Territory.""" Kampuni iliyoidhinishwa kujenga barabara hii, ikiwa, kama inavyoonyeshwa katika ripoti ya kamishna, imejitolea kurekebisha, ndani ya muda unaofaa, mapungufu katika ujenzi wa sehemu hiyo, ninapendekeza kwa heshima kwamba hiyo ikubaliwe, na hatua sahihi ziamriwe kwa ajili ya kutoa dhamana na udhamini wa ardhi inayostahili kampuni hiyo, kulingana na sheria. """Mimi, Bwana, kwa heshima kubwa, mtumishi wako mtiifu, JAS." Harlan, Katibu. "Kifungu cha 24 cha ""Mafunzo ya Usimamizi"" cha Januari 18, 2016" """Mapendekezo ya Katibu wa Mambo ya Ndani yamekubaliwa, na Katibu wa Hazina na yeye mwenyewe wameelekezwa kwa njia hii kutekeleza sawa." Ripoti kama hizo zilitolewa na Katibu wa Mambo ya Ndani, wakati sehemu zilizofuatana zilipokamilishwa na kuripotiwa na Kamishna, hadi na ikiwa ni pamoja na siku ya tisa ya Februari 1869, na zilikubaliwa na Rais; na kampuni ilipokea dhamana za ruzuku ya Serikali kulingana na hayo. "Kwa kuwa katika ripoti za baadhi ya makamishna ilionekana kwamba sehemu kadhaa za barabara hazikuwa, na hazingeweza, chini ya hali hizo, kukamilika kabisa hadi kiwango cha mwisho cha reli ya darasa la kwanza, ingawa zinaweza kuwa, na kwa kweli zilikuwa, zimekamilika, sehemu kwa sehemu, ili kuruhusu usafirishaji na kusafiri juu ya barabara hiyo, kampuni ya reli, mnamo Februari 12, 1869, ikiwa inahitajika na Mwanasheria Mkuu wa Marekani, kama dhamana ya kukamilika kamili na vifaa vya barabara hiyo, ilitekeleza makubaliano ya tarehe ya mwisho ya kuweka katika Idara ya Fedha, ""ambayo kwa sheria ya Julai 2, 1864 ilikuwa imeruhusiwa kutoa, na ambayo ilikuwa na haki ya Rais wa Marekani.""" Wakati huo huo, kampuni pia alikubali, kwa njia ya usalama zaidi, kuondoka ardhi yao-msaada na serikali, bila kuchukua nje patent kwa sawa, mpaka Rais lazima kuridhika kama hapo juu, au pro tanto kwa kiasi hicho kama yeye inaweza kuwa kuridhika. Mnamo Aprili 10, 1869, Bunge la Marekani lilipitisha azimio la pamoja ambalo lilitangaza kwamba kituo cha mwisho cha reli za Union Pacific na Central Pacific kilipaswa kuwa Ogden au karibu na Ogden. Rais alipewa mamlaka ya kuteua baraza la wananchi mashuhuri, wasiozidi watano kwa idadi, kuchunguza na kutoa ripoti juu ya hali ya barabara mbili (Union Pacific na Central Pacific) na kiasi gani, ikiwa kuna, itahitajika kukamilisha kila moja yao. Rais alikuwa na mamlaka na wajibu wa kuwakamata kiasi cha dhamana ya ruzuku ya kutosha kuhakikisha kukamilika kamili kwa barabara kama barabara za darasa la kwanza, au kupokea kiasi sawa cha dhamana ya kwanza ya kampuni. Bodi ya raia watano mashuhuri iliteuliwa chini ya azimio hili katika kinywa cha Agosti iliyofuata. Wakati huo huo, ripoti mbili za ziada zilitolewa na Waziri wa Mambo ya Ndani kwa Rais, moja tarehe 27 Mei 1869 na nyingine tarehe 15 Julai 1869, kila moja ikipendekeza kukubali sehemu iliyotajwa hapo juu, na pia kupendekeza kutolewa kwa dhamana kwa ajili yake, kulingana na makubaliano ya hapo juu, kwa athari ya kwamba kampuni inapaswa kuweka dhamana ya kwanza ya dhamana na Waziri wa Hazina kwa kiasi ambacho kinaweza kuhesabiwa kuwa muhimu ili kuhakikisha kukamilika kwa barabara. "Hata hivyo, ripoti ya mwisho ya Rais wa Marekani, iliyoandikwa na Rais wa Marekani, inaonyesha kwamba ""Diplomasia ya Mambo ya Ndani ya Marekani, Washington, D.C., Julai 15, 1869.""" "Mimi nina heshima ya kuwasilisha hapa, kwa ajili ya hatua yako, ripoti tano, tarehe 9 ultimo, ya kamishna, Bwana Gavana K. Warren na James F. Wilson; pia ripoti ya Isaac N. Morris, kamishna mwingine, tarehe 28 Mei 1869, walioteuliwa na wewe kuchunguza na ripoti juu ya sehemu ya 85 100 100 maili ya barabara na telegraph line, kujengwa na Union Pacific Reli Company, kuanzia juu ya barabara ya kampuni alisema katika 1,000 maili ya mwisho magharibi kutoka Omaha.""" "Kama ilivyoelezwa katika ripoti yao, ""Mashirika hayo yamelipa malipo ya kila siku na ya kila kilomita kwa ajili ya ujenzi wa reli na telegrafu kutoka Mto Missouri hadi Bahari ya Pasifiki, na kwa ajili ya kuimarisha matumizi ya Serikali kwa ajili ya matumizi ya posta, kijeshi, na madhumuni mengine.""" "Bond na hati miliki zilizotolewa kwa Kampuni ya Reli ya Union Pacific kwa ajili ya kazi kutoka kwa post ya maili ya 1,000 hadi ""mwisho wa kawaida wa Union Pacific na Central Pacific Railways, ""katika au karibu na Ogden, na hati miliki zilizotolewa kwa ajili ya kazi kutoka kwa mwisho wa kawaida hadi Promontory Summit, zinazotolewa kwa kampuni kama mamlaka sahihi, baada ya uchunguzi kamili wa madai ya kila mmoja wa Union Pacific Railroad na Central Pacific Railroad ya California, itatambuliwa kuwa na haki ya kisheria: ""Hata hivyo, hakuna hati miliki au hati miliki itatolewa hadi usalama kama huo utakapowekwa kwa Waziri wa Hazina.""" "Mimi, Mheshimiwa, kwa heshima kubwa, mtumishi wako mtiifu, ""J. D. Cox, Katibu." "Kazi ya Utekelezaji, Julai 15, 1869" """Mapendekezo ya Katibu wa Mambo ya Ndani yamekubaliwa, na Katibu wa Hazina na yeye mwenyewe wameelekezwa kwa njia hii kutekeleza sawa." "U. S. Grant. " "Kutokana na uamuzi wa Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama ya Mahakama.""" "Mwaka wa 1869 Rais wa Marekani, kwa mujibu wa azimio la pamoja la Aprili 10, 1869, aliweka ""bodi ya wananchi watano mashuhuri, kuchunguza na kutoa ripoti juu ya hali ya barabara, na kiasi gani ingekuwa zinahitajika kukamilika kama reli ya darasa la kwanza.""" Bodi hiyo ilifanya uchunguzi wa kina, na tarehe 30 Oktoba 1869, ilitoa ripoti ya kina, ikitaja mambo kadhaa maalum katika sehemu mbalimbali, kama vile ballast, embankment, masonry, truss-work, na kadhalika, ambayo inahitaji kukamilika kuweka barabara katika hali ya darasa la kwanza; ikikadiria gharama ya jumla ya maboresho kama hayo kwenye mstari wote kutoka Omaha hadi Ogden kwa $ 1,586,100. "Wanasema hivi: ""Mstari huu mkubwa, ambao thamani yake kwa nchi ni isiyo na kifani, na ambao kila raia anapaswa kujivunia, umejengwa katika nusu ya muda ulioruhusiwa na Bunge, na sasa ni njia nzuri na ya kuaminika ya mawasiliano kati ya Omaha na Sacramento, imewekwa vizuri, na tayari kabisa kubeba abiria na mizigo kwa usalama na usafirishaji, ikilinganishwa katika suala hili na barabara nyingi za darasa la kwanza nchini Marekani." "Katika taarifa iliyotolewa na kukubaliwa, tarehe 3 Novemba 1869, Katibu wa Mambo ya Ndani alitoa maagizo kwa Kamishna wa Ofisi ya Ardhi ya Jenerali kuanza kutoa hati miliki kwa mashirika, na kutoa hati miliki kwa nusu ya ardhi ambayo walipaswa kupokea, na hati miliki kwa nusu nyingine kusimamishwa hadi maagizo zaidi, pamoja na dhamana zilizoshikiliwa, kama dhamana ya kukamilika kwa barabara katika mambo yaliyoripotiwa kuwa na upungufu au sio kwa kiwango.""" "Hata hivyo, hadi Novemba 6, 1869, wakati ambapo barabara za Union Pacific na Central Pacific zilipaswa kukutana, haikuwa imewekwa, lakini ikidhani kwamba ya kwanza haingepita mbali zaidi magharibi kuliko Ogden, maili 1,033,681 kutoka Omaha, Katibu wa Hazina aliamuru kwamba dhamana kwa kiwango cha $ 32,000 kwa maili kwa umbali wa maili 1,032,680 kutoka Ogden, lakini aliamuru kwamba usajili wa hazina inapaswa kuweka $ 323,488 kama dhamana ya ""kutoa zaidi ya dhamana ya kwanza ya mkopo.""" "Kwa sababu ya kukataa kwa dhamana hizi, kampuni hiyo, baada ya kuidhinishwa na Sheria ya Julai 2, 1864, ya ziada kwa mkataba wake, kutoa kiasi sawa cha dhamana ya kwanza ya nyumba kama ilivyokuwa na haki ya kupokea kutoka kwa Serikali, na ambayo ilipewa kipaumbele juu ya dhamana ya dhamana ya Serikali, na baada ya kujenga barabara ya kilomita 53 magharibi mwa Ogden, ilikuwa imetolewa kiasi kikubwa cha dhamana yake mwenyewe kuliko kiasi cha ruzuku ambayo ilikuwa na haki ya kupata.""" Kwa makubaliano ya baadaye na Kampuni ya Reli ya Pasifiki ya Kati, hatua ya makutano kati ya barabara hizo mbili iliwekwa katika hatua ya maili tano magharibi mwa Ogden, ambayo ilipa Kampuni ya Union Pacific dhamana kwa maili hizo tano za ziada, kwa kiasi cha $ 160,000, ambayo ilipokea Julai 1870, na kufanya jumla ya dhamana ya ruzuku ambayo ilikuwa na haki ya, na ilipokea, jumla ya $ 27,235,760. "Kwa hivyo inaonekana kwamba kabla ya siku ya sita ya Novemba 1869, barabara nzima ya kampuni hiyo ilikuwa imeripotiwa na kampuni hiyo, chini ya kiapo cha rais wake, kuwa imekamilika na kuandaliwa kama reli ya darasa la kwanza, kulingana na mahitaji ya sheria, na kwamba kwa nguvu ya maonyesho haya na ripoti zinazolingana za kamishna walioteuliwa kuchunguza sehemu kadhaa, ilikuwa imekubaliwa na Rais, na kwamba kampuni hiyo, isipokuwa kwa $ 160,000 ya mwisho ya dhamana, ambayo ilitokana na mpangilio wa pamoja kati ya makampuni mawili, ilikuwa imepokea ruzuku yake ya dhamana ya serikali. """ """Tunaomba kwamba kukubali kwa barabara na Rais hadi kipindi hiki ilikuwa ya muda tu, na sio ya mwisho." Hatuwezi kuona kwamba hilo hufanya tofauti yoyote. Ilikuwa ni kukubali kwa ambayo kampuni ilikuwa kuwezeshwa kupokea ruzuku yake ya dhamana ya serikali; na ilitafutwa na hiyo ili iweze kupata yao. """Hatuoni haja ya kutazama zaidi, au kuchunguza kesi zilizotokea baadaye kati ya Rais na kampuni, kwa kuzingatia kutimiza kwa masharti ya mwisho, ambayo suala la hati miliki kwa ardhi iliyobaki ilitegemea." Tume nyingine ilichaguliwa kuchunguza barabara hiyo mwaka 1874 na baada ya ripoti hiyo Rais aliridhika kwamba kasoro zote zilizokuwa zimetolewa, kama dhamana ya kuondolewa kwa hati miliki zilizokuwa zimesimamishwa, ziliondolewa. Kampuni hiyo ilisisitiza kwamba kipindi hicho kilikuwa ni kipindi ambacho kilipaswa kuchukuliwa kwa ajili ya kukamilisha barabara kwa kuzingatia malipo ya asilimia tano ya mapato yake safi, kipindi cha miaka mitano baada ya kampuni hiyo kuripoti sehemu ya mwisho kukamilika kwa mujibu wa sheria ya bunge, na baada ya Rais, kwa mujibu wa makubaliano ya hapo juu, alikuwa amekubali kukubali kama kukamilika kwa madhumuni ya kuwezesha kampuni hiyo kuchukua ruzuku ya dhamana ya serikali. Je, kuna kesi yenye nguvu zaidi ya estoppel kuliko hii inaweza kuwasilishwa? """Hakuna sababu ya serikali bado kuweka sehemu ya ardhi ya umma ambayo kampuni ilikuwa inapaswa kupokea kama dhamana ya usambazaji wa mapungufu fulani katika barabara, haiwezi kutumika kupunguza nguvu ya estoppel." Hii ilifanywa kwa makubaliano ya hiari ya kampuni yenyewe. Na kwa kuwa kwa kufanya makubaliano hayo, ilifanikiwa kupata idhini rasmi ya barabara yake kwa ajili ya faida inayotokana nayo, yaani, ununuzi wa dhamana za ruzuku, kampuni inapaswa kuwa tayari kubeba mzigo wa idhini hiyo, yaani, malipo ya kila mwaka ya asilimia tano ya mapato ya barabara kwa sababu ya dhamana. "Ilikuwa ni tafsiri isiyo ya haki ya vitendo vya pande chini ya sheria, kudai kwamba barabara ilikamilishwa kwa kusudi moja na sio kwa nyingine. """ Kwa hiyo, tunafikiri kwamba Mahakama ya Madai ilikuwa sahihi katika kuamua kwamba barabara ilikuwa kukamilika siku ya sita ya Novemba 1869, mbali kama wajibu wa kampuni ya akaunti kwa asilimia tano ya mapato yake safi ni wasiwasi. [Mkazo wa kuongezwa]... "Kutoka kwa Bruce C. Cooper, ""Hatua na Azimio la Pamoja la Bunge na Maamuzi ya Mahakama Kuu ya Marekani Kuhusu Reli za Pasifiki, Pasifiki ya Kati na Magharibi.""" Washington, D.C. - Ofisi ya Serikali ya Uchapishaji 1897 - Mwaka wa kwanza wa maisha ya binadamu