Scott invested in oil exploration around the Ojai, California area, sending his nephew Thomas Bard to drill oil seeps noted by Benjamin Silliman.
 Bard produced California's first oil gusher in 1867.

During the American Reconstruction in the aftermath of the Civil War, the Southern states needed their economy and infrastructure restored, and more investment in railroads.
They had lagged behind the North in railroad miles.
The Northern-based railroads competed to acquire routes and construct rail lines in the South.
 Federal assistance was sought by both special interest groups, but the Crédit Mobilier of America scandal made this difficult in 1872.
 Congress became unwilling to grant railroad companies land grants in the Southwestern United States.
Mindful of the corruption allegations which had dogged his friend Cameron, Scott was notoriously secretive about his business dealings, conducting most of his business in private letters, and instructing his business partners to destroy them after they were read.

After the Civil War, Scott was heavily involved in investments in the fast-growing trans-Mississippi River route into Texas, with long-term plans for a southern transcontinental railway line connecting the Southern states and California.
From 1871 to 1872, Scott was briefly the president of the Union Pacific Railroad, then the first transcontinental railroad owner.
He was the president of the Pennsylvania Railroad from 1874, upon the death of his partner Thomson, until 1880.
The financial Panic of 1873 and subsequent economic depression made it impossible to finance Scott's southern transcontinental railroad plans.

In his "Scott Plan" of the later 1870s, Scott proposed that the largely Democratic Southern politicians would give their votes in Congress and state legislatures for federal government subsidies to various infrastructure improvements, including in particular the Texas and Pacific Railway, which Scott headed.
Scott employed the expertise of Grenville Dodge in buying the support of newspaper editors as well as various politicians to build public support for the subsidies.
The Scott Plan became part of the Compromise of 1877, an informal and unwritten deal which settled the disputed Presidential election of 1876.
However, it was never implemented.
Railroad construction in the South remained at a low level after 1873 and its financial panic.
Scott invested in oil exploration around the Ojai, California area, sending his nephew Thomas Bard to drill oil seeps noted by Benjamin Silliman.  Bard produced California's first oil gusher in 1867.
During the American Reconstruction in the aftermath of the Civil War, the Southern states needed their economy and infrastructure restored, and more investment in railroads. They had lagged behind the North in railroad miles. The Northern-based railroads competed to acquire routes and construct rail lines in the South.  Federal assistance was sought by both special interest groups, but the Crédit Mobilier of America scandal made this difficult in 1872.  Congress became unwilling to grant railroad companies land grants in the Southwestern United States. Mindful of the corruption allegations which had dogged his friend Cameron, Scott was notoriously secretive about his business dealings, conducting most of his business in private letters, and instructing his business partners to destroy them after they were read.
After the Civil War, Scott was heavily involved in investments in the fast-growing trans-Mississippi River route into Texas, with long-term plans for a southern transcontinental railway line connecting the Southern states and California. From 1871 to 1872, Scott was briefly the president of the Union Pacific Railroad, then the first transcontinental railroad owner. He was the president of the Pennsylvania Railroad from 1874, upon the death of his partner Thomson, until 1880. The financial Panic of 1873 and subsequent economic depression made it impossible to finance Scott's southern transcontinental railroad plans.
In his "Scott Plan" of the later 1870s, Scott proposed that the largely Democratic Southern politicians would give their votes in Congress and state legislatures for federal government subsidies to various infrastructure improvements, including in particular the Texas and Pacific Railway, which Scott headed. Scott employed the expertise of Grenville Dodge in buying the support of newspaper editors as well as various politicians to build public support for the subsidies. The Scott Plan became part of the Compromise of 1877, an informal and unwritten deal which settled the disputed Presidential election of 1876. However, it was never implemented. Railroad construction in the South remained at a low level after 1873 and its financial panic.
Thomas A. Scott