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+The Project Gutenberg EBook of The Story of the First Trans-Continental
+Railroad, by W. F. Bailey
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Story of the First Trans-Continental Railroad
+       Its Projectors, Construction and History
+
+Author: W. F. Bailey
+
+Release Date: September 14, 2007 [EBook #22598]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK FIRST TRANS-CONTINENTAL RAILROAD ***
+
+
+
+
+Produced by David Edwards, Christine P. Travers and the
+Online Distributed Proofreading Team at https://www.pgdp.net
+(This book was produced from scanned images of public
+domain material from the Google Print project.)
+
+
+
+
+
+[Transcriber's note: Obvious printer's errors have been corrected, all
+other inconsistencies are as in the original. Author's spelling has
+been maintained.]
+
+
+
+
+                    The Story of the
+                 First Trans-continental
+                        Railroad
+
+              Its projectors, construction
+                      and history
+
+
+
+
+              "I Fed the Men who Built It"
+
+
+
+
+               Compiled and Published by
+                     W. F. BAILEY
+
+
+
+
+[Illustration: Buffalo]
+
+
+
+
+Copies of this work may be procured at $2.00 each from either the
+Compiler, Fair Oaks, California, or from the Printers, the Pittsburgh
+Printing Co., 518-520 Seventh Avenue, Pittsburgh, Penna.
+
+
+                    Copyright 1906
+                         BY
+                     W. F. BAILEY
+
+
+                       PRESS OF
+                PITTSBURGH PRINTING CO.
+
+
+
+
+TABLE OF CONTENTS.
+
+
+  Chapter                                                Page
+
+     I. The Project and its Projectors,                    9
+
+    II. The Proposition in Congress,                      21
+
+   III. Mostly Financial,                                 31
+
+    IV. Commencement of the Work,                         42
+
+     V. Progress Made,                                    50
+
+    VI. Indian Troubles during Construction,              69
+
+   VII. The Builders,                                     79
+
+  VIII. Completion of the Line,                           92
+
+    IX. The Kansas Division (Kansas Pacific Ry.)         103
+
+     X. The Denver-Cheyenne Line (Denver Pacific R. R.)  117
+
+    XI. History of the Line since its Completion,        123
+
+   XII. The Central Pacific Railroad,                    133
+
+
+  APPENDIX.
+
+  (1) Roster of Officials,                               141
+
+  (2) Statistics,                                        146
+
+  (3) Nomenclature,                                      148
+
+  (4) Paddy Miles' Ride,                                 153
+
+  (5) Copy Report Engineer in Charge of Survey,          157
+
+
+
+
+Preface
+
+
+For some reason the people of today are not nearly as familiar with
+the achievements of the last fifty years as they are with those of
+earlier days.
+
+The school boy can glibly recount the story of Columbus, William Penn,
+or Washington, but asked about the events leading up to the settlement
+of the West will know nothing of them and will probably reply "they
+don't teach us that in our school"--and it is true. Outside of the
+names of our presidents, the Rebellion, and the Spanish-American War,
+there is practically nothing of the events of the last fifty years in
+our school histories, and this is certainly wrong. "Peace hath her
+victories as well as War," and it is to the end that one of the great
+achievements of the last century may become better known that this
+account of the first great Pacific Railroad was written.
+
+It was just as great an event for Lewis and Clark to cross the Rockies
+as it was for Columbus to cross the Atlantic. The Mormons not only
+made friends with the Indians as did Penn, but they also "made the
+desert to blossom as the rose," and Washington's battles at Princeton,
+White Plains, and Yorktown were but little more momentus in their
+results than Sandy Forsythe's on the Republican, Custer's on the
+Washita, or Crook's in the Sierra Madre.
+
+The construction of the Union Pacific Railroad was of greater
+importance to the people of the United States than the inauguration of
+steamship service across the Atlantic or the laying of the Atlantic
+Telegraph. Yet the one has been heralded from time to time and the
+other allowed to sink into temporary obscurity.
+
+To make good Americans of the coming generation all that is necessary
+is to make them proud of American achievements and the West was and is
+a field full of such.
+
+The building of the Pacific Railroad was one of the great works of
+man. Its promoters were men of small means and little or no financial
+backing outside of the aid granted them by the Government. It took
+nerve and good Yankee grit to undertake and carry out the project. How
+it was done it is hoped the succeeding pages may show.
+
+Fair Oaks, California, 1906.
+
+
+
+
+     Poem read at the Celebration of the opening of
+             the Pacific Railroad, Chicago,
+                   May 10th, 1869.
+
+
+  Ring out, oh bells. Let cannons roar
+    In loudest tones of thunder.
+  The iron bars from shore to shore
+    Are laid and Nations wonder.
+
+  Through deserts vast and forests deep
+    Through mountains grand and hoary
+  A path is opened for all time
+    And we behold the glory.
+
+  We, who but yesterday appeared
+    But settlers on the border,
+  Where only savages were reared
+    Mid chaos and disorder.
+  We wake to find ourselves midway
+    In continental station,
+  And send our greetings either way
+    Across the mighty nation.
+
+  We reach out towards the golden gate
+    And eastward to the ocean.
+  The tea will come at lightning rate
+    And likewise Yankee notions.
+  From spicy islands off the West
+    The breezes now are blowing,
+  And all creation does its best
+    To set the greenbacks flowing.
+
+  The eastern tourist will turn out
+    And visit all the stations
+  For Pullman runs upon the route
+    With most attractive rations.
+
+--_From the Chicago Tribune, May 11th, 1869._
+
+
+
+
+The First Trans-continental Railroad.
+
+
+
+
+CHAPTER I.
+
+_The Project and the Projectors._
+
+
+President Jefferson First to Act on a Route to the Pacific--Lewis and
+Clark Expedition--Oregon Missionaries--Railroad Suggested--Mills
+1819--The Emigrant 1832--Parker 1835--Dr. Barlow's Plan--Hartwell
+Carver's--John Plumbe's--Asa Whitney--Senator Benton's National Road.
+
+
+It would appear that Thomas Jefferson is entitled to the credit of
+being the first to take action towards the opening of a road or route
+between the eastern states and the Pacific Coast. While he was in
+France in 1779 as American Envoy to the Court of Versailles he met one
+John Ledyard who had been with Captain Cook in his voyage around the
+world, in the course of which they had visited the coast of
+California. Out of the acquaintance grew an expedition under Ledyard
+that was to cross Russia and the Pacific Ocean to Alaska, thence take
+a Russian trading vessel from Sitka to the Spanish-Russian settlement
+on Nookta Sound (Coast of California) and from there proceed east
+overland until the settlements then confined to the Atlantic Seaboard
+were reached.
+
+Through the efforts of Jefferson the expedition was equipped and
+started. The Russian Government had promised its support but when the
+party had crossed Russia, were within two hundred miles of the
+Pacific, Ledyard was arrested by order of the Empress Catherine, the
+then ruler of Russia, and the expedition broken up.
+
+Jefferson became President in 1801. In 1803 on his recommendation,
+Congress made an appropriation "for sending an exploring party to
+trace the Missouri River to its source, to cross the highlands (i. e.
+Rocky Mountains) and follow the best route thence to the Pacific
+Ocean."
+
+So interested was Jefferson that he personally prepared a long and
+specific letter of instructions and had his confidential man placed in
+charge. "The object of your mission," said Jefferson, in this letter
+of instruction "is to explore the Missouri River and such other
+streams as by their course would seem to offer the most direct and
+practicable communication across the continent for the purpose of
+commerce." This expedition known as the Lewis and Clark, made in
+1804-1806, brought to light much information relative to the West and
+demonstrated conclusively the feasibility of crossing overland as well
+as the resources of the country traversed.
+
+As a result the far West became the Mecca of the fur trappers and
+traders. Commencing with the Astoria settlement in 1807, for the next
+forty years or until the opening of the Oregon immigration in 1844,
+they were practically the only whites to visit it outside of the
+missionaries, who did more or less exploring and visiting the Indians
+resulting in the Rev. Jason Lee in 1833 and Dr. Marcus Whitman in 1835
+having established mission stations in Oregon.
+
+The next record is of one Robert Mills of Virginia who suggested in a
+publication on "Internal Improvements in Maryland, Virginia, and South
+Carolina," issued in 1819, the advisability of connecting the head of
+navigation of some one of the principal streams entering the Atlantic
+with the Pacific Ocean by a system of steam propelled carriages. (H.
+R. Doc. 173, 29th Cong.) This was before there was a mile of Steam
+Railroad in the world, and under the then existing circumstances was
+so chimerical as to hardly warrant mention.
+
+In a weekly newspaper published in 1832 at Ann Arbor, Michigan, called
+"The Emigrant," appeared what was probably the first suggestion in
+print on the advisability of a Pacific Railroad. The article suggests
+the advisability of building a line from New York to the Mouth of the
+Oregon (Columbia River) by way of the south shore of Lake Erie and
+Lake Michigan, crossing the Mississippi River between 41 and 42 north
+latitude, the Missouri River about the mouth of the Platte, thence to
+the Rocky Mountains near the source of the last named river, crossing
+them and down the valley of the Oregon to the Pacific. It further
+suggested that it be made a national project, or this failing the
+grant of three millions of acres to a Company organized for the
+purpose of constructing it. No name was signed to the article, but the
+probabilities are that it was written by S. W. Dexter, the Editor of
+the paper.
+
+With the Whitman party leaving the East for the far northwest to
+establish a Mission Station was the Rev. Samuel Parker, a Presbyterian
+minister, who was sent under the auspices of the Missionary Board of
+his Church to investigate and report on the mission situation and to
+suggest a plan for Christianizing the Indians. He crossed the
+continent to Oregon and on his return in 1838, his journal was
+published. It presented a very correct and interesting account of the
+scenes he visited. In it he says, "There would be no difficulty in the
+way of constructing a railroad from the Atlantic to the Pacific Ocean
+* * * * and the time may not be so far distant when trips will be made
+across the continent as they are now to Niagara Falls to see Nature's
+wonders."
+
+To just whom belongs the credit of being the first to advocate a
+railroad to the Pacific Coast is in dispute. No doubt the idea
+occurred to many at the time they were being introduced and
+successfully operated in the East. The two items referred to seem to
+be the first record of the idea or possibility.
+
+About the same time, although the date is not positively fixed, Dr.
+Samuel Bancroft Barlow, a practising physician of Greenville, Mass.,
+commenced writing articles for the newspapers, advocating a Pacific
+railroad and outlining a plan for its construction.
+
+His proposition contemplated a railroad from New York City to the
+mouth of the Columbia River. As illustrating the lack of knowledge
+regarding the cost and operations of railroads, we quote from his
+writings "Premising the length of the road would be three thousand
+miles and the average cost ten thousand dollars per mile, we have
+thirty million dollars as the total cost, and were the United States
+to engage in its construction, three years time would be amply
+sufficient * * * * At the very moderate rate of ten miles an hour, a
+man could go from New York to the mouth of the Columbia River in
+twelve days and a half."
+
+Another enthusiast was Hartwell Carver, grandson of Jonathan Carver
+the explorer of 1766. His proposition was to build a railroad from
+Lake Michigan (Chicago) to the South Pass, with two branches from
+there, one to the mouth of the Columbia River, and the other due west
+to California. South Pass received its name from being South of the
+pass in general use. Strange to say his "true Pacific Route"
+formulated without knowledge of the lay of the land was absolutely
+the best and the one that today is followed by the Union Pacific
+Railway and affiliated lines, substituting Granger for South Pass.
+Carver's proposition was to build the line by a private corporation
+who were to receive a grant of land for their right of way, the whole
+distance, with the privilege of taking from the public lands, material
+used in construction, with the further privilege of purchasing from
+the United States Government, eight million acres of selected lands
+from the public domains at one dollar and twenty-five cents per acre,
+payable in the stock of the Company. His road was to be laid on stone
+foundations and to be equipped with sleeping cars, dining cars and
+salon cars. His ideas as to the cost of the work were far too low, but
+outside of this he was seemingly inspired. At the time he was writing,
+1835, there were seven hundred and ninety-seven miles of railroads in
+operation in the United States. Passenger coaches were patterned after
+the old stage coach, the track iron straps on wooden stringers, yet
+here he was outlining what today is an accomplished fact. A railroad
+with stone ballast from Chicago to the South Pass (Granger, Wyo.) one
+branch diverging from there to the mouth of the Columbia, (Portland,
+Ore.,) the other to California, (San Francisco and Los Angeles, Cal.,)
+traversed by trains comprised of sleeping cars, dining cars and buffet
+cars. The Union Pacific and its connections.
+
+Carver spent the best years of his life and what was in those days an
+ample fortune in endeavoring to further his project. The great
+opposition to his plan arose from the proposed diversion of the public
+lands and the stock feature, neither Congress nor the public taking
+kindly to the idea of the Government giving lands for stock in a
+private corporation.
+
+A third proposition was fathered by John Plumbe of Dubuque, Iowa, who
+suggested at a public meeting, held at his home town in March 1838,
+that a railroad be built from the great lakes to the Columbia River.
+His plan contemplated an appropriation from Congress of alternate
+sections of the public lands on either side of the right of way. The
+company to be capitalized at one hundred million dollars, twenty
+million shares at five dollars each. Twenty-five cents per share to be
+paid down to provide a fund to commence operations and subsequent
+assessments of like amount to be paid as the money was needed until
+the full amount had been paid in. One hundred miles to be constructed
+each year and the whole line completed in twenty years.
+
+All of these propositions were more or less visionary and advanced by
+men of theory with little or no capital. They had the effect of
+awakening public interest and paved the way for a more feasible plan.
+The question of a Pacific railway, its practicability, earnings, and
+effect, were constantly before the people. In 1844 the idea had become
+firmly fixed, the leading advocate being a New York merchant named
+Asa Whitney, who has been called the "Father of the Pacific Railway."
+Mr. Whitney had spent some years in commercial life in China,
+returning to the United States with a competency. Becoming enthused
+with the idea, he put his all,--energy, time, and money into the
+project of a trans-continental railroad, finding many supporters. At
+first he advocated Carver's plan, but becoming convinced that it was
+not feasible, he sprung a new one of his own. He proposed that
+Congress should give to him, his heirs and assigns, a strip of land,
+sixty miles wide, with the railroad in the center, this from a point
+on Lake Michigan to the Pacific Coast. This land he proposed to
+colonize and sell to emigrants from Europe, from the proceeds build
+the line, retaining whatever surplus there might be after its
+completion, as his own.
+
+Whitney was an indefatigable worker, thoroughly in earnest, a fluent
+speaker, both in public and private, well fortified with statistics
+and arguments. He personally travelled the whole country from Maine to
+fifteen miles up the Missouri River. The legislatures of Maine, New
+Hampshire, Vermont, Rhode Island, New Jersey, Connecticut, New York,
+Maryland, Ohio, Indiana, Illinois, Michigan, Tennessee, Alabama, and
+Georgia, all endorsed his plan by favorable resolutions.
+
+The Senate Committee on public lands made a report recommending his
+proposition. Thus strongly endorsed, his plan was brought before
+Congress in 1848 in a bill entitled "Authorizing Asa Whitney, his
+heirs or assigns, to construct a railroad from any point on Lake
+Michigan or the Mississippi River he may designate, in a line as
+nearly straight as practicable, to some point on the Pacific Ocean
+where a harbor may be had." The road to be six foot gauge, sixty-four
+pound rails. The Government to establish tolls and regulate the
+operation of the line, Whitney to be the sole Owner and receive a
+salary of four thousand dollars per year for managing it.
+
+The proposition was debated for days in the Senate and then was tabled
+on a vote of twenty-seven to twenty-one. The opposition dwelt largely
+on the length of time Whitney would necessarily require. Say he could
+colonize and sell a million acres a year, this would only be funds
+enough to build one hundred miles and consequently the two thousand
+miles would require at least twenty years. The defeat was largely
+owing to the opposition of Senator Benton of Missouri, the most
+pronounced friend of the West in the House, who used the argument of
+the power and capital it would put in the hands of one man, Whitney's.
+This he characterized as a project to give away an Empire, larger in
+extent than eight of the original states, with an ocean frontage of
+sixty miles, with contracting powers and patronage exceeding those of
+the President.
+
+Upon the defeat of Whitney's project, Benton brought forward in 1849
+one of his own for a great national highway from St. Louis to San
+Francisco, straight as may be, with branches to Oregon and Mexico. The
+Government to grant a strip one mile wide, so as to provide room for
+every kind of road, railway, plank, macadamized, and electric motor,
+or otherwise constructed where not so practicable or advantageous.
+Sleighs to be used during those months when snow lay on the ground.
+Funds for its construction to be provided by the sale of public lands.
+Bare in mind this was only fifty-six years ago, but eighteen years
+before the Union Pacific Railway was completed, and was the
+proposition advocated by the recognized leader of the Senate in
+matters western.
+
+Up to the year 1846 when by the treaty of Guadeloupe-Hidalgo, Mexico,
+ceded to us California, our only territory on the Pacific Coast was
+Oregon and Washington. The acquisition of California, followed very
+shortly by the gold discoveries and the consequent influx of people,
+gave that state a large population and furnished a prospective
+business for a Pacific railway. This had heretofore been a matter of
+theory, very questionable, to say the least, being based on very hazy
+estimates of the prospective volume of trans-pacific business. With an
+active and aggressive population of three hundred thousand in
+California, practically all of eastern birth and affiliations the
+situation became materially changed and the necessity of railroad
+communication apparent. Both great political parties pledged their
+support in their quadrennial platforms. Presidents--Pierce, Buchanan,
+and Lincoln, in their several messages to Congress, strongly
+recommended its construction. The matter had been thoroughly
+discussed, both in and out of Congress and the whole country was
+convinced of the advisability of its construction, and only awaited a
+leader and a feasible plan. From 1850 to 1860 the question vied with
+that of slavery in public interest. Survey after survey was undertaken
+by the Government and private parties. Senator Benton being the first
+to introduce a resolution looking to the appropriation of sufficient
+money to pay for a survey. This being in 1851. The question of the
+North and South, entered into the matter, as it did everything else in
+the days preceding the Rebellion. "You shall not build through free
+soil," said the South and "we won't permit it to run through the Slave
+States," said the North. Compromise was out of the question, and it
+was not until the southern element had been eliminated from Congress
+by their secession was any action possible.
+
+It was found that private corporations, duly aided by land grants from
+the Government, were able to build the necessary connecting links
+through the comparatively level country, between Chicago and St.
+Louis, and the Missouri River. From the Missouri River west it was
+felt that the undertaking was too great for any one set of men or
+corporation, besides local interests in California were already in the
+field, consequently two companies were determined upon, one of them
+working eastward, the other westward, and it was thus arranged.
+
+
+
+
+CHAPTER II.
+
+_The Proposition in Congress._
+
+
+Situation 1861--Curtis Bill of 1862--Amended Charter of 1864--Further
+Amendments--1866--Legal Complications in New York--Controversy With
+Central Pacific.
+
+
+Commencing with the session of 1835, when a memorial on the subject of
+railroad communication between Lake Michigan and the Pacific Coast,
+was presented by Hartwell Carver, up to the present, the Pacific
+Railways have been ever present in Congress. The Catalogue of
+Government Publications gives one hundred and eighty-five having the
+Union Pacific, or Pacific Railroads as their subject.
+
+It is not necessary to recount the many schemes for the construction
+of these roads that were proposed to Congress. We have already
+outlined the principal ones previous to 1861.
+
+At this time our country was in the midst of its greatest
+difficulties. The North and South unable to harmonize over the slavery
+question, had recourse to the arbitration of arms. The Union forces
+had met with numerous and severe reverses. The people of the Pacific
+Coast were loud in their demands for better means of communication.
+The Government was straining to what seemed the breaking point, their
+credit and resources to carry on the war and as a Government
+enterprise the building of a Pacific Railway was out of the question.
+All were convinced of not only the desirability of such a line but of
+the absolute necessity thereof, and it had resolved itself into a
+question of ways and means. Previous discussions had thrashed out the
+chaff and it now remained for Congress to winnow the wheat. Government
+surveys had demonstrated the existence of five feasible routes through
+or over the Rocky Mountains. The Northern, now followed by the
+Northern Pacific Railroad, the South Pass, Snake and Columbia Rivers,
+now traversed by the Union Pacific Railroad to Granger, thence the
+Oregon Short Line and Oregon Railway and Navigation Company. The
+Middle Route-Union Pacific Railroad in connection with the Southern
+Pacific Company (Central Pacific Railroad). The thirty-ninth parallel
+route, now followed by the Santa Fe Route and the Southern via El
+Paso, now followed by the Sunset Route. The first two while available,
+could be eliminated owing to their not reaching California direct, as
+could also the two latter, on account of their traversing in part at
+least, country that was then in a state of insurrection.
+
+These reasons were in themselves sufficient to determine the
+selection, but with the many other arguments advanced, there was no
+trouble in bringing Congress to adopt practically unanimously the
+"South Pass" "Middle" "True Pacific" Route as it was variously
+called. For years this had been the route of the fur traders and
+trappers, the emigrant, the Overland Stage, and the Pony Express, and
+if these various interests had agreed as to this being the shortest
+and best route it was evident there were good and sufficient reasons
+for their decision, it being incontrovertible that it was the shortest
+one that reached the desired territory. Especially as their decision
+was reinforced by the result of numerous surveys made by the
+Government.
+
+The bill creating the Union Pacific Railroad was known as the "Curtis
+Bill" from its author, Congressman S. R. Curtis of Iowa. It carried
+the title of "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 United States Government, the use thereof for postal,
+military, and other purposes."
+
+This act passed the Senate, June 20th, 1862, by a vote of thirty-five
+to two and became a law July 1st, of that same year. In addition to
+creating the Union Pacific Railroad Company it also authorized the
+Central Pacific Railroad Company to build a railroad from Sacramento
+to the eastern boundary of California, where it was to connect with
+the Union Pacific Railroad. The bill also recognized a Company
+chartered by the legislature of Kansas under the name of the
+Leavenworth, Pawnee and Western Railway Company, later known as the
+Kansas Pacific Railway. This latter line was to be built from
+Leavenworth west to a junction with the Union Pacific Railroad at or
+near the hundredth Meridian or about two hundred and fifty miles west
+of Omaha.
+
+The principal features of the bill so far as the Union Pacific
+Railroad were concerned, were, the creation of a Board of
+Commissioners consisting of one hundred and fifty-eight commissioners
+to represent the interest of the United States Government and who were
+to be named by the Secretary of the Interior. These were to constitute
+a preliminary organization.
+
+The Union Pacific Railroad proper was to commence at a point on the
+hundredth Meridian, west of Greenwich, between the Valley of the
+Platte River on the north and the Valley on the Republican River on
+the south, with branch lines to be known as the Iowa Branch from said
+point to the Missouri River. On the west it was to extend to the
+Eastern boundary of California, where it was to connect with the
+Central Pacific Railroad.
+
+The Capital stock of the Company was to consist of ten thousand shares
+at one thousand dollars each, not more than two hundred shares to be
+held by any one person. Right of way through public lands was granted
+with the privilege of taking therefrom, without charge, earth, stone,
+lumber, or other material for construction purposes. The Company was
+granted every alternate section of land as designated by odd numbers
+to the amount of five sections per mile, on each side of the road
+within the limits of ten miles, not sold, reserved or otherwise
+disposed of by the Government, and to which a pre-emption or homestead
+claim had not been made up to the time the road was finally located,
+mineral lands being excepted. All lands thus granted, not sold or
+disposed of three years after the line was completed, were to be sold
+by the Government at not to exceed one dollar and twenty-five cents
+per acre, the proceeds to accrue to the Railroad Company. Nothing but
+American iron was to be used in the rails. As fast as sections of
+forty miles were completed and accepted by commissioners appointed by
+the Government for that purpose, one thousand dollar bonds of the
+United States bearing six per cent. interest, payable in thirty years,
+were to be issued to the Company constructing the line. Sixteen
+thousand dollars in bonds to the mile for the distance east of the
+Rocky Mountains and forty-eight thousand to the mile for one hundred
+and fifty miles for the mountain portion of the line. Three-fourths of
+these bonds were to be delivered to the railroad Company as the
+sections were accepted, the remaining fourth to be retained by the
+Government until the entire line was completed. The bonds to
+constitute a first mortgage on the entire line equipment, terminals,
+etc? The road to be completed within twelve years, the first one
+hundred miles within two years. Five per cent. of the net earnings,
+together with the entire amount accruing on transportation furnished
+the Government was to be applied to the payment of these bonds,
+principal and interest.
+
+The Bill which in reality constituted a Charter, also provided that
+the gauge of the road and its eastern terminus should be left to the
+President of the United States to determine.
+
+These somewhat onerous conditions were accepted by the promoters.
+Subscription books opened but capital fought shy of the proposition.
+Two years solicitation only resulted in subscriptions to the amount of
+two million dollars being paid up in cash.
+
+It being evident that the necessary funds could not be procured on the
+terms of the original act, an appeal was made to Congress resulting in
+a supplementary act passing the House of Representatives, July 2nd,
+1864, and soon thereafter becoming law. This increased the amount of
+the Land Grant to the odd numbered sections within ten miles of either
+side the track, and made the bonds of the Government a second mortgage
+instead of first, they to be issued on sections of twenty miles
+instead of forty, two-thirds of the bonds being available as soon as
+the grading was done. The limit extended in which the line must be
+completed, and but one-half the earnings on Government business
+withheld to meet the bonds. The Company was also authorized to
+maintain a ferry or ferries across the Missouri River at Omaha as a
+means of connection with the Iowa Lines until such time as they could
+construct a bridge suitable for this purpose. Coupled with these
+favorable amendments were two provisions that eventually militated
+against the Company. One of them permitting the Kansas Pacific Railway
+to connect with the Union Pacific Railroad at any point its projectors
+saw fit at or east of a point fifty miles west of Denver, Colo.,
+instead of at the hundredth Meridian. This created a competitor
+instead of a feeder. The second was allowing the Central Pacific
+Railroad Company to build on east one hundred and fifty miles to meet
+the road from the East instead of stopping at the California State
+line. The restriction to one hundred and fifty miles was withdrawn in
+subsequent legislation. This resulted in a race as to which Company
+should cover the most ground and involved both of them in much
+additional expense. With the Charter thus amended, the Union Pacific
+Railroad Company which had not thus far done any real work, commenced
+active construction. The Credit Mobilier was formed to do the actual
+building, and with many trials, discouragements, and unforeseen
+expense, the work was continued to its completion.
+
+The initial eastern point had been fixed by the Charter two hundred
+and forty-seven miles west of Omaha--at the hundredth Meridian,
+branches being contemplated to connect it with the Missouri River. In
+1866 Congress authorized commencement at Omaha without reference to
+this fact,--the line to extend from Omaha to a connection with the
+Central Pacific Railroad.
+
+The question of the gauge or width of track was another matter that
+occupied the attention of Congress. The question had by the Charter
+been left to the President. There was a divergence of opinions as to
+the best gauge for railroad tracks. At this time the Erie, and Ohio
+and Mississippi Railroads used a six foot gauge. The California
+legislature had fixed five foot as the gauge in that state, while the
+principal eastern roads including the Baltimore and Ohio, New York
+Central as well as the Chicago and Iowa lines, were what is known as
+standard gauge (i. e. four feet, eight and a half inches.) A committee
+of Parliament had settled on five feet, three inches as the gauge in
+England. President Lincoln had announced himself as in favor of five
+foot and the Central Pacific people had ordered their equipment of
+that width. The influence of the Chicago-Iowa lines as well as that of
+the Union Pacific people, was thrown in favor of the so called
+standard gauge, and on March 2nd, 1863, Congress passed what is one of
+the shortest laws on the Statute Books, namely,
+
+     "Be it enacted by the Senate and House of Representatives of
+     the United States in Congress assembled, that the gauge of
+     the Pacific Railroad and its branches through its whole
+     extent from the Pacific Coast to the Missouri River, shall
+     be and hereby is established at four feet, eight and
+     one-half inches."
+
+In 1869 about the time the Credit Mobilier Company was about to turn
+the finished road over, disgruntled stock and bondholders under the
+leadership of "Jim Fisk" endeavored to wrest possession from the Union
+Pacific Railway Company. Certain stock was recorded in his name and
+although paid for with a check that was refused by the bank on which
+it was drawn, Fisk went into court and secured an injunction
+preventing the board of directors acting until his relations with the
+Company had been adjudicated by the Courts. Under cover of these legal
+proceedings in the state courts, the New York Offices were forcibly
+entered, the books and securities of the Company removed and a feeling
+of insecurity and uncertainty aroused that caused a serious
+depreciation in the value of the securities they were endeavoring to
+market. W. M. Tweede being appointed receiver by the State Courts of
+such property of the Company as was to be found within its
+jurisdiction. It is said the trouble cost the Company some six or
+seven million dollars. Appealing to Congress, they were granted
+authority to remove its eastern offices from New York City to Boston.
+The next appearance in Congress was made necessary by a dispute with
+the Central Pacific Company over the point of connection. The Union
+Pacific Company claimed their grade extended to Humboldt Wells, five
+hundred miles west of Ogden, while the Central Pacific in reprisal
+claimed the line to the western end of Weber Canon some thirty miles
+east of Ogden. The facts were the two completed lines met at
+Promontory Point fifty-three miles west of Ogden, April 28th, 1869. By
+act of Congress, it was decided that the Union Pacific Railroad
+Company should build the line to Promontory where the two roads should
+connect but that the Central Pacific Railroad Company should pay for
+and own the line west of Ogden. This was "settled out of Court" and
+the action of Congress simply ratified an agreement made by the two
+Companies.
+
+The above covers the more important matters so far as the action of
+Congress was concerned. Many other minor matters received attention at
+their hands--both before and since the completion of the road. As is
+stated in the opening paragraph of this chapter, the Pacific Railroads
+have been ever present in Congress. The more important questions being
+referred to in their order later.
+
+
+
+
+CHAPTER III.
+
+_Mostly Financial._
+
+
+Preliminary Organization--Board of Commissioners--Company
+Organized--Directors and Officers Elected--Hoxie Contract--Credit
+Mobilier--Ames' Interest--Compromise Contract--Davis Contract--Cost of
+Line--Land Grant.
+
+
+When the Pacific Railroad Bill passed Congress and received the
+President's signature in 1862, there was a well organized company to
+take hold of the western or California end. The Union Pacific or
+eastern end was not in such good shape. Thomas C. Durant, who was
+afterwards Vice President of the Company had with a few associates
+taken a prominent part in the matter but no regular organization
+existed.
+
+Under the Charter there were one hundred and fifty-eight persons
+named, who, together with five to be appointed by the Secretary of the
+Interior were to constitute a "Board of Commissioners" to effect a
+preliminary organization, open books for the subscription of stock and
+to call a meeting of the stockholders to elect a board of directors as
+soon as two thousand shares had been subscribed and ten dollars per
+share paid in.
+
+When the board of directors had been elected, the property or rather
+the proposition was to be turned over to them and the duties of the
+Board of Commissioners should cease and terminate.
+
+The Company thus organized, should follow established precedents,
+stockholders should hold annual meetings, elect a board of directors,
+and adopt bylaws and rules for the conduct of its affairs. The
+directors thus elected to be not less than thirteen in number, two to
+be added to their number by appointment of the President of the United
+States. The Board of Directors to elect the officers of the company
+and exercise supervision.
+
+The Board of Commissioners met in Chicago in September, 1862, and
+organized, electing W. B. Ogden, President and H. V. Poor, Secretary,
+as called for in the charter, and subscription books were duly opened.
+There was no disposition on the part of moneyed men to subscribe for
+the stock and it was only owing to a few public-spirited men coming in
+and taking the two thousand shares that the Charter did not lapse.
+When the necessary stock had been subscribed, a meeting of the
+stockholders was held in New York City, in October, 1863, at which a
+Board of Directors were to be elected,--a strange situation confronted
+them, there being no man or set of men who were able to assume
+control, although there were no lack of cliques who were desirous of
+doing so, but these were largely irresponsible parties either lacking
+in the necessary capital or not command the confidence of those who
+did have it.
+
+Something had to be done, and accordingly thirty men of more or less
+prominence were elected to the position of directors, some of them
+without their knowledge and some declined to serve. The Company was
+accordingly organized October 30th, 1863. General John A. Dix, who was
+elected President, had been a member of the Cabinet and later a
+general in the United States Army, was a man who was universally
+respected. The position was not of his seeking, and he gave notice he
+had neither the time nor inclination to give active attention to its
+affairs and the burden was practically assumed by the Vice-President
+Elect, Thomas C. Durant. But two hundred and eighteen thousand dollars
+the ten dollars per share called for by the Charter on two thousand
+one hundred and eighty shares had been paid in and further funds were
+not obtainable. Agitation was kept up and due representation made to
+Congress, resulting in an amendment to the Charter being passed. After
+the passage of the Supplementary Act in 1864 made necessary by the
+failure to secure funds, it was still regarded as an unpromising
+investment for the reason that investors could not feel any assurance
+that they or their friends would have any voice in the management of
+affairs or control of the Company. The capital of the Company was
+fixed by the supplementary act at one hundred million dollars, (one
+million shares at one hundred dollars each), consequently any interest
+holding over fifty millions of the stock would be paramount and vice
+versa. Until it was determined who would be in control, investors
+fought shy. Under the Charter the subscription books must remain open
+until the completion of the road, making it possible for outsiders to
+wait until the road was near completion and then step in and by large
+subscriptions acquire control.
+
+As there were some funds available, a contract was entered into in
+May, 1864, with H. M. Hoxie, to build the first hundred miles. This
+contract was extended to cover from Omaha to the hundredth Meridian,
+two hundred and forty-seven miles, on October 3rd, 1864, and on the
+7th of the same month assigned to a company (simple partnership)
+composed of Vice-President Durant and six others, all stockholders of
+the Railroad Company. The capital of this partnership consisted of
+four hundred thousand dollars (but a small percentage of the amount
+necessary to carry out the Hoxie contract). The members of the firm
+were unable or else unwilling, owing to the immense personal liability
+involved, to put up further funds and some other action was necessary.
+
+Durant and his friends accordingly purchased the Charter of a
+Pennsylvania Corporation of limited liability and elastic powers,
+known as the "Pennsylvania Fiscal Agency" changed its name by
+legislative enactment to the Credit Mobilier of America. Subscribers
+of the two million one hundred and eighty thousand dollars of Union
+Pacific Stock were given the option of either exchanging Union Pacific
+stock for that of the Credit Mobilier, sell their Union Pacific stock
+to the Credit Mobilier, or turn it back to the Union Pacific Railroad
+Company and have it redeemed. By this the stockholders of the Credit
+Mobilier became the sole holders of the Union Pacific stock.
+
+The Hoxie contract was reassigned to the Credit Mobilier who duly
+completed the work, finishing the line to the point specified October
+5th, 1866. Owing to their inability to raise funds, it seemed as
+though the two companies, Union Pacific and Credit Mobilier, would
+fall down. There was no sale for the First Mortgage bonds of the
+railroad, the Government bonds were but little better, being worth but
+sixty-five cents on the dollar. Durant and his friends were not men of
+wealth nor did they command the confidence of wealthy men. The Company
+had become greatly involved and was compelled to sell some of its
+rolling stock to pay pressing debts. It was at this junction that
+Oakes Ames entered the field, being persuaded, it is said, to do so by
+President Lincoln who desired to enlist his well-known executive
+ability and capital in the enterprise. Through the efforts of himself
+and associates the paid up subscriptions were increased to two and a
+half million dollars.
+
+The original or first contract made with Hoxie for a hundred miles had
+been extended to cover up to the hundredth Meridian, and the line to
+that point, two hundred and forty-seven miles from Omaha, was
+completed October 5th, 1866.
+
+The second contract made was with a Mr. Boomer for one hundred and
+fifty-three and thirty-five hundredths miles from the hundredth
+Meridian west, at the rate of nineteen thousand five hundred dollars
+per mile for that part of the distance East of the North Platte River
+and twenty thousand dollars per mile west thereof. Bridges, station
+buildings, and equipment to be additional. This contract was also
+assigned to the Credit Mobilier. On this, fifty-eight miles were
+completed when dissensions arose, occasioned by financial stringency
+among the stockholders of the Credit Mobilier. Vice-President Durant
+going into court, compelled suspension of action on the third
+contract, made March 1st, 1867, with one J. M. Williams who had
+assigned it to the Credit Mobilier. This covered two hundred and
+sixty-six and fifty-two hundredths miles, commencing at the hundredth
+Meridian at the rate of fifty thousand dollars per mile. For a time
+matters were at a standstill, injunctions preventing the completion of
+present or the making of new contracts.
+
+Finally a compromise was affected between the two factions, Durant and
+his friends on the one side, and the Ames interests on the other.
+
+Under this, a fourth contract was made with Oakes Ames for which he
+was to receive from forty-two thousand to ninety-six thousand dollars
+per mile or forty-seven million nine hundred and fifteen thousand
+dollars for six hundred and sixty-seven miles, commencing at the
+hundredth Meridian. This it is supposed is the largest contract ever
+made by one individual. It was later transferred by Oakes Ames to
+seven trustees acting for the Credit Mobilier, he and his brother
+Oliver Ames being among the number. This last contract carried the
+line to nine hundred and fourteen miles from Omaha.
+
+The fifth contract was made with J. W. Davis for one hundred and
+twenty-two miles at twenty-three million four hundred thousand
+dollars, and was in turn assigned to the same seven trustees for
+completion. In adjustment of accounts the Union Pacific Railroad
+Company would turn over to the Credit Mobilier or the Trustees for the
+Credit Mobilier in payment for the work as fast as it was completed
+First Mortgage (Union Pacific Railroad) Bonds, Government Bonds, Union
+Pacific Railroad Income Bonds and Union Pacific Railroad Stock, these
+being sold or hypothecated by the trustees, furnished them the
+necessary funds required to pay for the construction work.
+
+As the Union Pacific Stock could only be sold for cash at par
+according to act of Congress, notwithstanding it was only worth thirty
+cents on the market, the Railroad Company would give their check to
+the Credit Mobilier on construction account and this check could then
+be used in payment of stock, making it a cash transaction.
+
+In settlement of the several contracts, the Union Pacific Railroad
+Company paid the Credit Mobilier:
+
+  Hoxie Contract                    Miles
+    Omaha to 100th Meridian           247  $12,974,416.24
+  Ames Contract
+    100th Meridian West               667   57,140,102.94
+  Davis Contract
+    To point five miles west of Ogden 125   23,431,768.10
+                                           ______________
+                                     1039  $93,546,287.28
+
+These figures represent stocks and bonds at par and deducting amount
+of depreciation, would bring the actual cost of the Main Line Omaha to
+Ogden to about seventy-three million dollars.
+
+There were issued in payment for this construction, equipment, station
+building, and the expense of the Company during the construction
+period.
+
+  Government Bonds       $ 27,236,512.00
+  First Mortgage Bonds     27,213,000.00
+  Income Bonds              9,355,000.00
+  Land Grant Bonds          9,224,000.00
+  Union Pacific Stock      36,000,000.00
+                         _______________
+                         $109,028,512.00
+
+There were granted to the Union Pacific Railroad Company under its
+Charter land grants of eleven million three hundred and nine thousand
+eight hundred and forty-four acres. Up to December 31st, 1866, sales
+of this land had brought in nineteen million ninety thousand six
+hundred and seventy-two dollars and forty-two cents and unsold land
+was then valued at two million three hundred and ninety five thousand
+five hundred and seven dollars.
+
+During the palmy days of the Credit Mobilier following the adjustment
+of the differences with the Durant faction, thousands of dollars were
+spent in advertising and placing the stock. Display advertisements
+were inserted in all the prominent newspapers and paid agents located
+in all the important cities. The result demonstrated the wisdom of the
+expenses, as not only were large quantities of its stock sold but the
+prices obtained for it were greatly advanced.
+
+No sooner was the completion of the road assured than did antagonism
+and hostility appear. For instance in 1867 a government inspector
+appointed for the purpose of examining and accepting completed
+sections of the road, refused to do so, until he received "his fee"
+(?) which he put at twenty-five thousand dollars, he being in no way
+entitled to anything from the Company. By his refusal he tied up the
+issue of the Government bonds, seriously affecting the credit of the
+Company at a critical time.
+
+In Washington the lobbyists were demanding blackmail with threats of
+organized hostility. Speculators in Well Street were a unit in bearing
+the stock and in attacking the credit of the Company.
+
+The stock of the Credit Mobilier up to the assignment by Ames to the
+seven trustees, had not met with anything like a ready sale. For
+reasons of policy, some of this was assigned to members of Congress,
+Senators, and other public men. Some being paid for, others had it
+carried on their account. After the crisis had passed, the value of
+the stock rapidly appreciated and in the forthcoming political
+campaign the subornation of Congress in the interest of the Credit
+Mobilier by the use of this stock was made an issue and occasioned a
+great outcry. The accusation was thoroughly investigated by two
+committees during the next session and it was clearly proven to have
+been unfounded, so far as members of Congress having received the
+stock as bribes, it being demonstrated that the Company had no further
+favors to ask from Congress and that the members receiving it had paid
+the market value therefor. Notwithstanding, Oakes Ames was called to
+the bar of the House and severely censured for having sold it to them.
+The facts were, popular clamor demanded a scapegoat and Ames was
+selected. This, and the anxiety and strain of the load he had been
+carrying proved too much for him and he died May 8th, 1873. After his
+death the voice of calumny silenced, his work and character received
+the recognition it so well deserved.
+
+The cost of material used in the construction of the road was
+enormous, thus the ties brought from the East ran as high as two
+dollars and fifty cents laid down in Omaha. The rails for the first
+four hundred and forty miles one hundred and thirty-five dollars per
+ton. This was before railroad connection was established between
+Council Bluffs and the East. After that the price got down to
+ninety-seven dollars and fifty cents per ton.
+
+The pay of laborers ran from two dollars and twenty-five cents to
+three dollars and fifty cents per day. Train men two hundred dollars
+per month for conductors, one hundred and twenty-five dollars for
+brakemen, two hundred dollars to two hundred and fifty dollars for
+engineers, and one hundred and fifty dollars to one hundred and
+seventy-five dollars for firemen. Telegraph operators eighty dollars
+to a hundred dollars.
+
+At times the Company (Credit Mobilier) was paying as high as five
+hundred thousand dollars per month interest. And in fact it was
+claimed by several of the directors that the paramount reason for the
+haste displayed in building the road was not so much the competition
+with the Central Pacific as it was to get rid of the enormous interest
+charges they were paying and which they would cut off upon the road
+being accepted by the Government and the consequent receipt of
+Government Bonds.
+
+
+
+
+CHAPTER IV.
+
+_Commencement of the work._
+
+
+Selection of Omaha as Eastern Terminus--Celebration Over Breaking
+Ground--Speech, George Francis Train--Commencement of Work--Conditions
+October, 1864--Routes Considered.
+
+
+The first move towards the construction of the road was the selection
+of an eastern terminus which by the Charter was left to the President
+of the United States. This was fixed by President Lincoln on December
+2nd, 1863, the official announcement being as follows: "I, Abraham
+Lincoln, President of the United States, do upon application of said
+Company (The Union Pacific Railroad) designate and establish such
+first above named point on the western boundary of the state of Iowa
+east of and opposite to the east line of Section Ten in Township
+fifteen, north of range thirteen, east of the sixth principal Meridian
+in the territory of Nebraska."
+
+"Done at the city of Washington this 7th day of March in the year of
+our Lord 1864.
+
+                                        Abraham Lincoln."
+
+Immediately upon receipt of advice as to the President's action on
+December 2nd, 1863, the citizens of Omaha regardless of their
+connection with the road arranged to break ground for the Union
+Pacific Railroad and to properly celebrate the commencement of the
+work and especially the selection of their city as the eastern
+terminus, which was accordingly done. The spot selected for the
+initial point was near the Ferry Landing and not far above where the
+Union Pacific shops are now located. This particular spot with the
+first mile of track constructed, was long ago swept away by the
+Missouri River.
+
+The ceremonies were commenced by asking the Divine Blessing on the
+enterprise in a prayer by the Rev. T. B. Lemon, Pastor of the First
+Methodist Church in Omaha. The Reverend Gentleman petitioned that the
+road make one the people of the East and West. That it would result in
+peopling the waste places of the West; that it might lend security to
+those on the frontier, and other similar requests, all of which have
+been fulfilled to a degree that is past being coincidental. The first
+earth was then removed by Governor Saunders of Nebraska Territory,
+Mayor Kennedy of Omaha, George Francis Train and others assisting.
+Congratulatory messages were received from different parts of the
+country. Speeches were made by A. J. Poppleton and others, the day
+being wound up by a banquet in the evening. The speech of the day was
+delivered by George Francis Train, then in his heyday, which is so
+characteristic of the man and of the ideas then prevalent relative to
+the road and the results of its construction as to warrant the
+following somewhat lengthy extracts:
+
+"I have no telegrams to read, no sentiments to recite. The official
+business being over and as I happen to be lying around loose in this
+part of the country at this particular time, it gives me a chance to
+meet some of the live men of Nebraska at the inauguration of the
+grandest enterprise under God the world had ever witnessed.
+
+"America is the stage, the world the audience of today, while one act
+of the drama represents the booming of cannon on the Rapidan, the
+Cumberland and the Rio Grande, sounding the death knell of rebellion,
+the next scene has the booming of cannon on both sides the Missouri to
+celebrate the grandest work of peace that ever engaged the energies of
+man. The great Pacific Railroad is commenced and if you know the men
+who have hold of the enterprise as well as I do, no doubt would arise
+as to its speedy completion.
+
+"Four thousand years ago the Pyramids were started, but they simply
+represented the vanity of man. The Chinese wall was grand in
+conception, but built to break the tide of invasion. The Suez Canal
+was gigantic, but how limited all those things appear in comparison to
+this enterprise.
+
+"Before the first century of our nation's birth we may see in the New
+York Depots, some strange Pacific Railroad notices such as,
+
+     'European passengers for Japan will please take the night
+     train. Passengers for China this way. African and Asiatic
+     freight must be distinctly marked For Pekin via San
+     Francisco.'
+
+"Ere ten years go by I intend to let the European traveller get a new
+sensation by standing on the ridge pole of the American Nation and
+sliding off into the sea.
+
+"One day a dispatch will come in--we have tapped a mountain of copper,
+nineteen miles square, later on--we have just opened up another field
+of coal--or--we have struck another iron mountain this morning--when
+Eureka--a telegram electrifies the speculators in Wall Streets and
+gold drops below par--at ten this morning we struck a pick into a
+mountain of solid gold.
+
+"The Pacific Railroad is the nation, and the nation is the Pacific
+Railroad. Labor and capital shake hands today. The lion and the lamb
+sleep together. Here in the West are the representatives of labor and
+in the East are those of capital. The two united make the era of
+progress. Steam, Gas, and Electricity are the liberty, fraternity, and
+equality of the people. The world is on the rampage. Events are
+earthquakes now.
+
+"Ten millions of emigrants will settle in this golden land in twenty
+years."
+
+Early in 1864 work was begun on the first hundred miles. The actual
+work being commenced within the corporate limits of Omaha in February.
+About one hundred thousand dollars was spent in grading a due westerly
+route out of Omaha. This was abandoned on account of it being so
+hilly, and a route south and thence west was adopted. The ties for
+this section were cottonwood from the Missouri River bottom lands,
+treated with a view of making them last. It was found that the
+treatment was not effective and for the balance of the road, hard wood
+ties from Michigan, Indiana, and even as far east as Pennsylvania were
+used, some of them costing as much as two dollars and fifty cents laid
+down in Omaha.
+
+At this time there was no railroad completed into Omaha from the East.
+The Chicago and Northwestern being the first to reach there, and its
+first train ran into Council Bluffs on Sunday, January 17th, 1867.
+Consequently all supplies, other than those coming to them via the
+Missouri River, had to be wagoned from Des Moines, Iowa, one hundred
+and thirty-three miles.
+
+On the Missouri River the Company had in service six large steamboats
+carrying supplies and material for construction from Kansas City where
+there was railroad connection with the East by way of the Hannibal and
+St. Joseph Railroad and the Missouri Pacific Railroad.
+
+Everything had to be brought in, the country being destitute of even
+stone and lumber, involving great expense and delays. While the level
+country enabled rapid progress to be made in grading, it was almost
+impossible to bring forward the requisite material to keep up with the
+graders and track-layers.
+
+The contract for the first hundred miles had been let May, 1864, to
+Hubert M. Hoxie. By its terms he was to receive securities to the face
+value of $50,000 per mile. Sidings were to be not less than 6 per
+cent. of the main line. Station buildings, water-tanks and equipment
+was to be furnished by him to the value of five thousand dollars per
+mile. Hoxie before this had been in the employ of the Company in
+charge of the Ferry between Omaha and Council Bluffs. In March 1865,
+his contract was transferred to the Credit Mobilier Company, which as
+has been previously stated, was organized by the promoters and
+insiders of the Railroad Company to do the actual construction.
+Several experiences with individual contractors had demonstrated that
+they could not be relied upon, in fact that it required more in the
+way of capital-influence, and omnipresence than any individual could
+exert, consequently all original contracts for the construction and
+equipping of the line were handled by the Credit Mobilier who
+subcontracted it with firms and individuals, they by their close
+relations with the Company and financial interests as well as by their
+wide ramifications, being able to purchase materials and supplies to
+better advantage.
+
+Everything was still held at war prices, iron, ties, lumber,
+provisions, etc., while currency and the Government bonds on which
+they were relying, were greatly depreciated in value. Labor was scarce
+and only to be had at extravagant figures.
+
+In the report of one of the Government inspectors, made in 1864, when
+the grading had progressed some twenty miles out of Omaha, he stated:
+"There are now some two hundred men employed on the work and a like
+number of horses and oxen, together with two excavating machines that
+are doing the work of many men. It is confidently expected that this
+Section (the first forty miles) will be ready to be laid with rails by
+June 1st, next." This he regarded as very commendable but as compared
+with four years later, when there were nearly twelve thousand men
+engaged and track was going down from two to ten miles a day, it seems
+anything else but satisfactory.
+
+A great amount of the preliminary work in the way of reconnoissance,
+surveying, and even locating was done under Governmental auspices
+previous to 1860, most of it by officers of the army. All of their
+reports and surveys were by action of Congress given to the Railroad
+Company, thus saving them greatly in time as well as in money. In
+addition to the Government surveys the Company investigated and did
+more or less surveying before deciding upon the route to be followed
+through the Rockies.
+
+In the report of the Government directors for 1866 they refer to the
+following eight routes as having been investigated during the
+preceding year by the Company, viz.:
+
+  1st Via South Platte River and Hoosier Pass.
+  2nd Via Platte River and Tarryall Pass.
+  3rd Via North Fork of South Platte River.
+  4th Via Berthoud Pass.
+  5th Via Boulder Pass.
+  6th Via Cash le Poudre-Dale Creek and Antelope Pass.
+  7th Via Evans Pass.
+  8th Via Lodge Pole Creek, Cow Creek, and Evans Pass.
+  9th Via Lodge Pole Creek and Cheyenne Pass.
+  10th Via Lodge Pole Creek and South Pass.
+
+The first seven of these routes included Denver en route. Something
+that the Company considered essential and which was very reluctantly
+abandoned.
+
+
+
+
+CHAPTER V.
+
+_Progress Made._
+
+
+Completion of Eleven Miles--Excursion--Officers--Labor
+Supply--Ex-Soldiers--Methods Employed--Progress Made--Headquarter
+Towns--Rough Times--Competition With Central Pacific for
+Territory--Stations--Buildings, Etc.
+
+
+As we saw in our last chapter, ground was broken at Omaha, December
+2nd, 1863. This, however, was more in the nature of a jollification on
+the part of the citizens of Omaha over the selection of their city as
+the eastern terminus of the line,--it being under the auspices of "the
+leading citizens," organized and enthused by the irrepressible George
+Francis Train.
+
+Grading was commenced in July, 1864, and track-laying the spring of
+1865. The start was not auspicious, the line was originally located
+directly west from Omaha, but after one hundred thousand dollars had
+been spent, it was abandoned on account of the hills and consequent
+heavy grades, and two new lines were surveyed, one to the north and
+then west and the other south nearly to Bellevue, Kan., and then west.
+This latter was called the "Ox-bow Route" and was finally selected by
+the Company, notwithstanding violent opposition on the part of the
+people of Omaha, who feared that the Company would cross the Missouri
+at Bellevue, thus leaving Omaha out.
+
+September 25th, 1865, saw eleven miles finished, and in November an
+excursion was run from Omaha to the end of the track, fifteen miles.
+This was gotten up by Vice-President Durant, who took an engine and
+flat car, inviting about twenty gentlemen to go with him on the first
+inspection trip to Sailing's Grove. Among the excursionists was
+General Sherman who gloried in the undertaking and expressed regret
+that at his age he could hardly anticipate living until the completion
+of the work. The party was very enthusiastic, and as the narrator
+naively puts it "as the commissary was well supplied, the gentlemen
+enjoyed themselves."
+
+For a number of reasons the work dragged. It took one year to complete
+the first forty miles. The lack of rail connections east of Omaha
+were, previous to January, 1867, when the Chicago and Northwestern
+Railroad reached Council Bluffs, a very serious occasion of expense
+and delay. The work was new, those in charge were not at that time
+experienced, funds were scarce, and the credit of the Company not yet
+established, and as a result the average rate of progress during the
+first twelve months was but a mile a week.
+
+The work of construction was in charge of Vice-President and General
+Manager, Thomas C. Durant.--The location, General Granville M. Dodge,
+Chief Engineer, formerly General of the United States Army and who had
+up to this time been in charge of the department. The operation of the
+line, forwarding of material and supplies, actual construction, etc.,
+was in charge of Samuel B. Reed, General Superintendent and Engineer
+in charge of Construction. The track laying was done under contract by
+"Casement Brothers" (General and Daniel) while Mr. H. M. Hoxie was
+ubiquitous with the title of General Western Agent. Colonel Silas
+Seymour of New York was Consulting Engineer and Mr. W. Snyder,
+Assistant Superintendent and General Freight and Ticket Agent.
+
+Another of the reasons for the slow progress made up to 1865 was the
+scarcity of labor. The surrounding territory had no surplus workmen
+and the East had not as yet grasped the idea that the road was
+actually under construction. With the disbandment of the armies, both
+North and South after the war, this situation was changed for the
+better. Large numbers of the ex-soldiers drifted West and were glad to
+find steady work at remunerative wages with the construction forces.
+
+The Secretary of the Interior in his annual report for 1866 stated
+that out of fifteen hundred laborers employed on the Pacific Railways,
+three hundred were negroes and performed their duties faithfully and
+well, and he recommended legislation looking to the employment of more
+of the surplus freedmen on the same work. Among the officials,--engineers
+and bosses,--there were many who were ex-officers in the army. Thus
+the Chief Engineer had been a General, the Consulting Engineer, a
+Colonel, the head of the track-laying force, a General. This can best
+be explained by quoting from a paper on trans-continental railroads
+read by General Dodge, before the Society of the Army of the Tennessee
+at Toledo, Ohio, September, 1888.
+
+"The work was military in character and one is not surprised to find
+among the superintendents and others in charge, a liberal sprinkling
+of military titles. Surveying parties were always accompanied by a
+detachment of soldiers as a protection against Indians. The
+construction trains were amply supplied with rifles and other arms and
+it was boasted that a gang of track-layers could be transmuted into a
+battalion of infantry at any moment. Over half of the men had
+shouldered muskets in many a battle."
+
+The same facts are brought out by the following extract from a
+newspaper of that day.
+
+"The whole organization of the road is semi-military. The men who go
+ahead (surveyors and locators) are the advance guard, following them
+is the second line (the graders) cutting through the gorges, grading
+the road and building the bridges. Then comes the main body of the
+army, placing the ties, laying the track, spiking down the rails,
+perfecting the alignment, ballasting and dressing up and completing
+the road for immediate use. Along the line of the completed road are
+construction trains pushing 'to the front' with supplies. The advance
+limit of the rails is occupied by a train of long box-cars with bunks
+built within them, in which the men sleep at night and take their
+meals. Close behind this train come train loads of ties, rails,
+spikes, etc., which are thrown off to the side. A light car drawn by a
+single horse gallops up, is loaded with this material and then is off
+again to the front. Two men grasp the forward end of the rail and
+start ahead with it, the rest of the gang taking hold two by two,
+until it is clear of the car. At the word of command it is dropped
+into place, right side up, during which a similar operation has been
+going on with the rail for the other side,--thirty seconds to the rail
+for each gang, four rails to the minute. As soon as a car is unloaded,
+it is tipped over to permit another to pass it to the front and then
+it is righted again and hustled back for another load.
+
+"Close behind the track-layers comes the gaugers, then the spikers and
+bolters. Three strokes to the spike, ten spikes to the rail, four
+hundred rails to the mile. Quick work you say,--but the fellows on the
+Union Pacific are tremendously in earnest."
+
+Or as another writer has it, "We witnessed here the fabulous speed
+with which the line was built. Through the two or three hundred miles
+beyond were scattered ten to fifteen thousand men (?) in great gangs
+preparing the road-bed with plows, scrapers, shovels, picks, and
+carts, and among the rocks, with drills and powder were doing the
+grading as rapidly as men could stand and move with their tools. Long
+trains brought up to the end of the track, loads of ties and rails the
+former were transferred to teams and sent one or two miles ahead and
+put in place on the grade, then spikes and rails were reloaded on
+platform cars and pushed up to the last previously laid rail and with
+an automatic movement and celerity that was wonderful, practiced hands
+dropped the fresh rails one after another on the ties exactly in line.
+Hugh sledges sent the spikes home,--the car rolled on and the
+operation was repeated; while every few minutes the long heavy train
+behind sent out a puff of smoke from its locomotive and caught up with
+its load of material the advancing work. The only limit to the
+rapidity with which the track could thus be laid was the power of the
+road behind to bring forward material."
+
+The above description applies to the later period of construction,
+when the forces had become thoroughly organized and the work
+systematized. The following table shows the rate of construction:
+
+  Ground broken at Omaha                       December 2nd, 1863.
+  Work commenced at Omaha                      Spring, 1864.
+    11 Miles completed to Gilmore              September 25th, 1865.
+    40 Miles completed to Valley               December 31st, 1865.
+    47 Miles completed to Fremont              January 24th, 1866.
+    50 Miles completed                         March 13th, 1866.
+   100 Miles completed                         June 2nd, 1866.
+   247 Miles completed to the 100th Meridian   October 5th, 1866.
+   305 Miles completed                         December 31st, 1866.
+   414 Miles completed to Sidney, Wyo.         August, 1867.
+   516 Miles completed to Cheyenne, Wyo.       November 13th, 1867.
+   573 Miles completed to Laramie, Wyo.        May 9th, 1868.
+   745 Miles completed                         December 31st, 1868.
+  1033 Miles completed to Ogden, Utah          March 8th, 1869.
+  1086 Miles completed:
+        To Promontory, Utah                    April 28th, 1869.
+        Formal connection made                 May 10, 1869.
+        Regular train service commenced        July 15th, 1869.
+  Completed according to Judicial decision     November 6th, 1869.
+
+The progress made was daily wired East and published in the principal
+newspapers. Thus in the "Chicago Tribune" items such as "One and
+nine-tenth miles of track laid yesterday on the Union Pacific
+Railroad" appeared in every issue.
+
+During the construction of the line, headquarters were established at
+different points at the front, which were used as a basis of
+operations for the construction of the section beyond. These places
+enjoyed a temporary boom, some of them like Jonah's Gourd to wither up
+and die away, others profiting by the start are today points of
+importance. The first of these was North Platte, Nebraska, its
+selection being caused by the delay incident to bridging the river.
+This was the terminus of the road during the fall of 1866 and up to
+June 1867. During this time it was the distributing point for all the
+country west. The mixture of railroad laborers, freighters, etc., all
+of them with more or less money, inaugurated a rough time and was the
+beginning of the wild scenes that attended the construction of the
+line. The town during the winter had a population of five thousand and
+over a thousand buildings. With the completion of the line to Sidney,
+Wyo., in June, 1867, the rough element left and established themselves
+at that point, leaving at North Platte about three hundred of the more
+sedentary law-abiding class who had determined on that point for their
+home. In moving to the front, houses were torn down, loaded on cars to
+be taken to the new site and there re-erected.
+
+When it was known that Cheyenne was to be the terminus for the winter
+of 1867-1868, there was a grand hegira of roughs, gamblers,
+prostitutes from all along the line and from the East. The population
+jumped to six thousand. Dwellings sprang up like mushrooms. They were
+of every conceivable character. Some simply holes in the ground roofed
+over, known as "dug outs," others of canvas, while some few were of
+wood and stone. Town lots were sold at fabulous prices. The only
+pastimes were gambling and drinking. Shooting scrapes with "a man for
+breakfast" were an every day occurrence, and stealing so common as to
+occasion no comment. It is said of old Colonel Murrian, the then Mayor
+of Cheyenne, that he advanced the City's script eighteen cents on the
+dollar, by inflicting a fine of ten dollars on those who "made a gun
+play" i. e. shot at any one,--and that it was his custom to add a
+quarter to the fines he inflicted, making them ten dollars and
+twenty-five cents or twenty-five dollars and twenty-five cents, with
+the explanation that his was dry work and the extra quarter was to
+cover the stimulant his arduous duties required.
+
+Such conditions brought about an uprising on the part of the more
+respectable element. Vigilance committees with "Judge Lynch" in
+command, took hold and from his Court there was neither appeal, nor
+stays. Witnesses were not held to be essential. The toughs were known
+and the judgments of the Court generally right. At least the
+defendants were not left in a condition to make complaint or appeal.
+The Vigilance Committee during the first year of its existence hung
+or shot twelve of the desperadoes, and were instrumental in sending as
+many more to the Penitentiary. The effect was to compel the tough
+element to either leave or abide by the laws and to put the decent
+element in control.
+
+The next headquarters was Benton, Wyo. In two weeks (July 1868) a city
+of three thousand inhabitants sprang up as if by the touch of
+Aladdin's Lamp. It was laid out in regular squares, divided into five
+wards, had a Mayor and Board of Aldermen, a Daily Paper and volume of
+ordinances for the City Government. It was the end of the freight and
+passenger service and the beginning of the division under
+construction. Twice a day, long trains arrived from and departed for
+the East, while stages and wagon trains connected it with points in
+Idaho, Montana, and Utah. All the passengers and goods for the West,
+came here by rail and were re-shipped to their several destinations.
+
+Twenty-three saloons paid license to the city, while dance halls and
+gambling dens were even more numerous. The great institution was the
+"Big Tent." This was a frame structure, one hundred feet long and
+forty feet wide, floored for dancing, to which and gambling it was
+entirely devoted. A visitor to the city thus described it: "One to two
+thousand men and a dozen or more women were encamped on the alkali
+plain in tents and shanties." Only a small proportion of them had
+aught to do with the road or any legitimate occupation. Restaurant and
+saloon keepers, gamblers, desperadoes of every grade, the vilest of
+men and women made up this "Hell on Wheels" as it was most aptly
+termed. Six months later, all that was left to mark the site was a few
+rock piles and half destroyed chimneys together with piles of old
+cans. The city after a tumultuous existence of only sixty days had
+"got up and pulled its freight" to the next headquarters.
+
+Green River, Bryan, Bear River City, and Wasatch were the headquarters
+successively. The first, owing to the railroad having made it the end
+of a division and located shops there, has survived; the other three
+are but memories.
+
+At Bear River City, the tough element who had been driven out of the
+different points East, congregated in large numbers, proposing to make
+a stand, it being supposed it would become a permanent town. The law
+abiding element numbered about a thousand, the toughs as many more.
+Three thugs were hung for murder, and in a reprisal the town was
+attacked on November 19th, 1868, by the tough element. They seized and
+burned the jail, then sacked and destroyed the plant of the "Frontier
+Index," a printing outfit that followed up the railroad, issuing a
+Daily Paper, and which had been particularly outspoken in its
+denunciation of the lawless element. They then proceeded to attack
+some of the stores, but were met by the townspeople and in the
+pitched battle that ensued, badly defeated. They made an undignified
+retreat, leaving fifteen of their number dead in the streets. From
+this time on the tough element fought shy of the city and with the
+extension of the road, its business left. Today there is not a thing
+to indicate that a town of four or five thousand had ever stood there.
+
+The tough element started in to make Rawlins one of the "Hells" but
+the decent element had had enough and proceeded to clean up the
+town--showing they proposed to stand no foolishness.
+
+The last of the railroad towns was Wasatch located at the eastern end
+of the longest tunnel (770 feet) on the road. In fact it was the delay
+occasioned by this work that gave rise to the town. When the line was
+put down a temporary track was built around the obstruction so as to
+permit the materials for the track beyond to reach the front. This
+place originally had a machine shop, round house and eating station
+all of which were removed to Evanston in 1870.
+
+Upon the passage of the supplementary Charter in 1864 the restriction
+confining the Central Pacific to the State of California was withdrawn
+and they were authorized to build for one hundred and fifty miles east
+of the California boundary. This latter restriction was also withdrawn
+by Congress in 1866, leaving the meeting point to be determined by the
+rapidity of the construction of the respective lines, or as the Act
+of Congress put it, they could locate, construct, and continue their
+line until it should meet the Union Pacific continuous line. With the
+experience of three years behind them and the Land Grant, Government
+Bonds and prospective earnings, not to speak of the element of pride
+ahead, the two lines entered into a race the like of which had never
+been seen. The rivalry extended from the Presidents of the respective
+Companies down to the boy who carried water to the graders. Both
+forces, justly proud of their achievements, considered themselves a
+little better than the other. One form of the rivalry was as to which
+outfit could get the greatest amount of track down in one day. The
+Union Pacific's forces led off with six miles, soon after the Central
+went them a mile better. Then seven and a half miles were put down by
+the Union Pacific; the Central Pacific forces not to be outdone
+announced they could get down ten miles inside of one working day.
+Vice-President Durant offered to wager ten thousand dollars it could
+not be done, and the Central Pacific outfit resolved it should be
+done. Waiting until there were but fourteen miles for them to lay,
+they started in and laid ten miles and two hundred feet from seven
+A.M. to seven P.M., using four thousand men in the operation. And then
+the Union Pacific outfit was mad. They claimed if they had massed
+their forces, made special preparation, etc., they could do better
+than their competitors, but they could not prove it for there was no
+more track to lay.
+
+The Central Pacific people ran their grade east of Ogden to Echo
+Canon, this when their completed line was only built to the vicinity
+of Wadsworth, Nev. The Union Pacific Railroad located their line to
+the California State line and had their graders at work as far west as
+Humboldt Wells, Nev., four hundred and sixty miles west of Ogden. This
+line west of Promontory was never built, however, and it is said that
+one million dollars was expended in this way. As it was the Central
+Pacific had their grade established some eighty miles east of
+Promontory Point, thirty miles east of Ogden, and this when the Union
+Pacific were laying their completed track within a mile of and
+parallel to their grade. The prize was so great that every nerve was
+strained on the part of both contestants as to who should push their
+track the further. The advantages were about equal. The Central
+Pacific were somewhat nearer their base of supplies, their laborers
+were the quiet, orderly, and easily managed Chinese and then they were
+in comparatively good financial shape. The Union Pacific, though
+farther from their base of supplies, were in railroad communication
+with the points of manufacture, their men, while turbulent and hard to
+control, were enthusiastic and worth three to one of the opposing
+forces. They were well paid, well housed and well fed, and were
+handled by men who had as a rule, army experience back of them and
+who certainly were "bosses" in the best and fullest sense. During the
+winter of 1868-1869 the advantage was with the Central Pacific
+Company. Their line across the Sierras was fully protected by snow
+sheds and they only met with one week's suspension of business from
+snow troubles during the whole winter, while the Union Pacific were
+blocked between Cheyenne and Green River for four long months. The
+rate of construction grew rapidly. During 1864 there were about two
+hundred men employed on the grading and track-laying. While it took
+one year to complete the first forty miles, the second year, the year
+1865, saw two hundred and sixty five miles done, over a mile a day
+working time, and this was exceeded from that on. There were about two
+thousand five hundred graders employed in 1867 in addition to four
+hundred and fifty track-layers and from this number up, until the
+completion of the road. Their forces numbered twelve thousand men and
+three thousand teams, while six hundred tons of material were placed
+daily during the spring of 1869 when the contest was at its height.
+The maximum track laid in one day, was seven and a half miles. As the
+line progressed round houses were put up at Omaha, North Platte,
+Cheyenne, Laramie, and Ogden, each having twenty stalls, and at Grand
+Island, Sidney, Rawlins, Bitter Creek, Medicine Bow and Bryan, of ten
+stalls each. These were substantial buildings of brick or stone with
+sheet-iron roofs thoroughly fire proof.
+
+In addition to the large shops at Omaha where much of the building of
+equipment was done, repair shops were built at Cheyenne and Laramie.
+
+Stations were established at an average of fourteen miles apart. The
+station buildings were built of wood and of two classes, three-fourths
+of them twenty-five by forty feet, the remaining one-fourth thirty-six
+by sixty feet. At each station water tanks were erected, surmounted by
+wind mills. Sidings three thousand feet long were located at each
+station and in some cases at points intermediate fifteen hundred feet
+long. In all there was about six per cent of the main line distance in
+side tracks.
+
+To accommodate not only the Public, but their own employees, the
+Company put up good sized hotels at North Platte, Cheyenne, Laramie
+and Rawlins.
+
+Eating houses were established at Grand Island, North Platte, Sidney,
+Cheyenne, Laramie, Rawlins, Bryan (Near Granger long ago passed out of
+existence) Wasatch (afterwards removed to Evanston) and Ogden. During
+construction days the charge for a meal was a dollar and a quarter,
+but with the opening of the road this was reduced to one dollar and
+afterwards to the present price seventy-five cents.
+
+
+
+
+CHAPTER VI.
+
+_Indian Troubles during construction._
+
+
+History of 1864-1865-1866-1867-1868 and 1869--Government Posts
+Established--Major North and His Pawnees--Ex-Soldiers Ogallala--Plum
+Creek--Sidney--Battle At Julesburg.
+
+
+The country through which the Union Pacific Railroad was built was the
+hunting grounds of the Pawnee, Sioux, Arapahoes, Crows, Blackfeet,
+Bannock, Snake and Shoshones, the first three on the plains and the
+others to the west. These were among the most warlike tribes of the
+West, and during the construction of the road they were the occasion
+of serious trouble, not to speak of the annoyance and delay as well as
+the extra expense occasioned.
+
+The following summarizes the conditions existing on the plains during
+the time the road was under construction.
+
+During the summer of 1864, the whole line of the Overland Stage from
+St. Joseph, Mo., to Salt Lake City, was subject to Indian
+depredations, so much so, that Ben Holliday, its proprietor, asked the
+Government for five soldiers at each of the stage stations, and two to
+accompany each coach. Without these, he stated, he would discontinue
+the line.
+
+The year 1865 was known as "The Bloody Year on the Plains," and its
+history is one constant account of attacks, skirmishes, depredations
+and murders by the Indians.
+
+Notwithstanding the Peace Conference at Laramie in May, the year 1866,
+was not much better and the relations between the whites and the
+Indians were kept at a fighting point, culminating in the massacre by
+the Indians at Fort Phil Kearney of eighty-one regular soldiers.
+
+The year 1867 opened with troubles all along the line. The Government
+inspectors reported "Indian depredations have caused serious
+embarrassment to the locating, construction and operation of the line.
+Constant and persistent attacks have occasioned great delay and
+expense." The Government aroused to the dangers of temporizing, pushed
+a large number of troops into the field, restored old and built many
+new posts. This, together with the ease of communication resulting
+from the rapidly extending railroad, had a deterrent effect on the
+Indians.
+
+1868 was a repetition of the preceding year. A Peace Conference at
+Fort Laramie called for April was not attended by the Indians until
+November. Numerous attacks were made by them on the whites and the
+country kept in a turmoil. During the fall there was desperate
+fighting and the army assisted by citizens soldiers punished the
+Indians as they had never been punished before, resulting in a much
+better condition of affairs during 1869 and thereafter. Nearly all the
+Indian troubles occurred on the plains and east of Cheyenne. West
+thereof, either owing to better organization on the part of the
+railroad and military, or else to the intimidation of the tribes,
+there was but little annoyance from this source.
+
+The surveying parties were as a rule accompanied by a small detachment
+of regulars and to this fact may be attributed their comparative small
+loss of life. While they lost but few of their number, still they were
+compelled to work at great disadvantage and frequently brought to a
+full stop by the presence of war parties in numbers too great to be
+ignored.
+
+They, the surveying and engineering parties, were not so strong
+numerically as the grading outfits and did not have their resources.
+The different parties not only were frequently driven in but a number
+of them were obliged to fight for their lives. The station Hilldale,
+Wyo., perpetuates the name of one engineer, Mr. Hill, who was killed
+near this place by the Indians while locating the road. Another victim
+of the Indians was Colonel Percy in charge of an engineering party on
+the preliminary survey. He was surprised by a party of them
+twenty-four miles west of Medicine Bow, Wyo.--retreating to a cabin he
+stood them off for three days, at the end of which time they managed
+to set fire to the building and when the roof fell in he was compelled
+to get out, whereupon he was attacked and killed. This took place near
+Hanna Station, Wyo., which was originally called Percy in memory of
+the Colonel.
+
+Realizing the necessity of military to protect the construction
+forces, the Government established numerous forts or posts along the
+line, viz:
+
+Fort McPherson, Neb. (originally called Cantonment McKeon, then
+Cottonwood Springs Cantonment). Established February, 1866.
+
+Fort Sedgwick, Colo., about four miles from the town of Julesburg,
+Colo.
+
+Fort Mitchell, near Scotts Bluffs, Neb., a temporary proposition
+occupied only during the construction period.
+
+Fort Morgan, Wyo., not far from Sidney, Wyo., established May, 1865,
+abandoned May, 1868.
+
+Fort D. A. Russell, near Cheyenne, Wyo., established July, 1867, still
+occupied as an army post.
+
+Fort Sanders, Wyo., near Laramie, established June, 1866.
+
+Fort Fred Steele, fifteen miles east of Rawlins, established June,
+1868.
+
+Fort Halleck, twenty-two miles west of Medicine Bow, abandoned 1866.
+
+General Sherman had prophesied that the influx of graders, teamsters,
+with their following would bring enough whiskey into the country to
+kill off all the Indians, and that the only good Indians were the dead
+ones.
+
+One of the most valuable forces during the building of the road was a
+battalion of four companies of Pawnee Indians mustered into the United
+States' service under the command of Major Frank J. North, January
+13th, 1865, this action being taken at the instance of General Custer.
+They proved most effective, notwithstanding their somewhat ludicrous
+appearance. They were furnished the regular soldiers' uniform which
+they were permitted to modify to suit their individual ideas and
+taste. As a rule their head dress was the customary Indian one of
+feathers. Their arms were the regulation carbine and revolver of the
+cavalry to which they added on their own accord, hatchet, knife,
+spear, etc., and when fighting was to be done they would strip down to
+the buff or rather the copper skin.
+
+The construction forces at this time were being annoyed by the
+Cheyennes and Sioux, both of whom were the bitter foes of the Pawnees.
+Fort Kearney was the headquarters of Major North and his Pawnees and
+their duty was to protect the construction forces while at work.
+
+As illustrating conditions existing, the following is of interest: A
+large body of Indians appeared on the scene near Julesburg, Major
+North and forty of his Pawnees started from Fort Kearney to the scene
+of the anticipated trouble. On the way he found the bodies of fourteen
+white men who had been killed by the Indians and their bodies
+mutilated beyond recognition, their scalps torn off, tongues cut out,
+legs and arms hacked off and their bodies full of arrows. On arriving
+at Julesburg, he found the place besieged. Falling on the Sioux, he
+put the whole band to fight, killing twenty-eight in the transaction.
+This party of Indians had but a few days before surprised a party of
+fourteen soldiers, killing them all. Soon after this trouble broke out
+with the Cheyennes. Major North and a party of twenty of his Pawnees
+started to look into the matter, and while out, struck a band of
+twelve Cheyennes. Taking after them, the Major was the only one who
+could get near them on account of his men's horses being tired out,
+but being better mounted, he was able to get within gun shot and
+killed one of the Cheyennes. Seeing his Pawnees were some distance in
+the rear, the whole party turned on Major North. He shot his horse,
+and using its body for a breastwork, fought the whole party, killing
+or wounding nine of them and held them at bay until his men were able
+to come up. This fight was considered one of the most daring on the
+Plains and added greatly to the fame of the Major and his Pawnees.
+After the completion of the road, Major North retired, and in company
+with W. F. Cody (Buffalo Bill) went into the cattle business near
+North Platte.
+
+As has been stated, many of the officers and men engaged on the work
+were ex-soldiers accustomed to the use of arms. The construction
+trains and in fact all of the workers were liberally supplied with
+arms, principally rifles, and it was the boast that ten minutes any
+time was long enough to transform a gang of graders or track layers
+into a battalion of infantry. Every man on the work was armed, and it
+was the custom for the graders to carry their guns to and from their
+work, keeping them stacked within easy distance while at actual work.
+
+"The front" was seldom bothered. As a rule there were too many at hand
+to make an attack attractive. It was the little detached parties or
+single individuals that were most often molested. After the rails were
+down, the trains passing to and from the front and the employees at
+the isolated stations and most especially the section gangs were in
+constant danger.
+
+Among the first serious experiences was that of a construction train
+near Ogallala, Neb. A party of Sioux decided to capture it and compel
+it to stop; they massed their ponies on the track, with the result
+that there were some twenty or more dead horses, without damage of any
+consequence to the train. The trainmen used their guns and pistols to
+good advantage, resulting in a number of the Indians being killed.
+Later on, one of the Sioux of the party, on being interviewed, said,
+"Smoke wagon, big chief, ugh, no good."
+
+At another time, the Indians succeeded in capturing a freight train
+near Plum Creek and held it and its crew in their possession.
+
+General Dodge, the Chief Engineer, with a number of men, train crew,
+discharged men, etc., was running special, returning from the front to
+Omaha when the news reached them, and to quote the General's own
+words:
+
+"They (the men on his special train) were all strangers to me. The
+excitement of the capture and the reports coming by telegraph brought
+all of them to the platform and when I called on them to fall in and
+go forward and retake the captured train, every man on the special
+went into line and by his position showed he had been a soldier. We
+ran down slowly until we came in sight of the train. I gave the order
+to deploy as skirmishers, and at the command they went forward as
+steadily and in as good order as we had seen the old soldiers climb
+the face of the Kennesaw under fire." The train was quickly
+recaptured.
+
+Another incident occurred in the same locality, four miles west of
+Plum Creek, in July, 1867. A band of Southern Cheyennes, under Chief
+Turkey Leg, took up the rails and ties over a dry ravine. It so
+happened that the train was preceded by a hand car with three section
+men--encountering the break, the car and men fell into the ravine and
+one of their men was captured and scalped. In his agony, he grabbed
+his scalp and got away in the darkness as had his two more fortunate
+companions. The engineer discovered the break by the light of his
+headlight, but not in time to stop his train, and the engine and two
+car loads of brick, immediately following it, toppled into the ravine
+with the balance of the train, box cars loaded with miscellaneous
+freight, piled up and round about. The engineer and fireman were
+caught and killed in the wreck. The conductor, discovering the
+presence of the savages, ran back and flagged the second section
+following, which was backed up to Plum Creek Station. In the morning
+the inhabitants of Plum Creek, together with the train crews, sallied
+out to give battle with the Indians, but found they had departed. From
+the cars, they had thrown out boxes and bales, taking from them
+whatever had struck their fancy. Bolts of bright colored flannels and
+calicoes had been fastened to their ponies, which streamed in the
+wind, or dragged over the prairies. Major North and his Pawnees were
+at the front scattered in small detachments between Sidney and
+Laramie; within twenty-four hours they arrived on the scene in a
+special train. Following the trail, in about ten days they fell upon
+the Cheyennes, one hundred and fifty in number, and killed fifteen,
+taking two prisoners, one of them the nephew of Turkey Leg, their
+chief.
+
+Another occurrence took place in April, 1868, near Elm Creek Station,
+a band of Sioux attacked, killed and scalped a section gang of five,
+and on the same day attacked the station of Sidney, coming out on the
+bluff above it and firing down on the town. At the time of the attack,
+two conductors were fishing in Lodge Pole Creek, a little way below
+the station; They were discovered by the Indians, who charged on them
+and shot one who fell forward as if killed. The other happened to
+have a pistol on his person with which he kept them at a distance
+until he reached the station, where he arrived with four arrows
+sticking in him and some four or five other bullet and arrow wounds,
+none of which proved serious. His companion also recovered.
+
+Another serious attack was made on a train near Ogallala Station in
+September, 1868. The ends of two opposite rails were raised so as to
+penetrate the cylinders, the engine going over into the ditch and the
+cars piling up on top of it. The fireman was caught in the wreck and
+burned to death, the engineer and forward brakeman, riding on the
+engine, escaped unhurt. The train crew and passengers being armed,
+defended the train, keeping the Indians off until a wrecking train and
+crew arrived. Word being sent to Major North, who was at Willow
+Island, with one Company of his Pawnees, he came to the scene,
+followed the Indians and overtaking them, two were killed, the balance
+escaping. The following month the same party attacked a section gang
+near Potter Station, driving them in and running off a bunch of twenty
+horses and mules. About fifteen of Major North's Pawnees started in
+pursuit, overtook and killed two and recovered the greater part of the
+stolen stock.
+
+The great battle of construction days occurred near Julesburg in July,
+1869. The regulars, under General Carr, and the Pawnees (one hundred
+and fifty); under Major North, had put in two months scouting for
+several bands of Cheyennes and Sioux that had been raiding through the
+Republican and Solomon Valleys, attacking settlements, burning houses,
+killing and scalping men, women and children and raising Cain
+generally. They ran them to earth near Summit Springs where they were
+encamped. On July 11th, they surprised and attacked the Indians who
+were under the leadership of Tall Bull, a noted Cheyenne Chief. One
+hundred and sixty warriors were slain, among them Tall Bull. He was
+seen as the attack was made, mounted upon his horse with his squaw and
+child behind him trying to escape. Being headed off, he rode into a
+draw or pocket in the side of a ravine where some fifteen other
+warriors had taken refuge. He had been riding on a very fine horse,
+this he took to the mouth of the draw and shot. He then sent his squaw
+and child out to give themselves up; this they did, the squaw
+approaching Major North with hands raised in token of submission. She
+then advised the Major there were still seven warriors alive in the
+draw, entreating that their lives be spared. As the Indians were
+shooting at every man they caught sight of, it was impossible to save
+them and they were finally shot down. Among the prisoners taken was a
+white woman who had been captured by the Indians on one of their
+raids. She had been appropriated by Tall Bull as his squaw, and when
+the village had been attacked, he had shot her and left her in his
+tepee supposedly dead. Soon after the fight commenced, she was found
+by one of the officers who, entering in the lodge, saw her in a
+sitting position with blood running down her waist. She was a German,
+unable to speak English, and up to this time had supposed the fight
+was between Indians. On realizing that white men were in the vicinity
+and thinking when he started to leave her, that she was about to be
+deserted, she clasped him around his legs and in the most pitiful
+manner, begged him by signs and with tears not to leave her to the
+savages. After the fight she was taken to Fort Sedgwick where she
+recovered, and in a few months afterwards married a soldier whose time
+had expired. During the fight the troops captured nearly six hundred
+head of horses and mules, together with an immense amount of
+miscellaneous plunder, including nineteen hundred dollars in twenty
+dollar gold pieces that had been taken from the German woman's father
+at the time he had been killed and she captured. Of this sum, nine
+hundred dollars was turned over to the woman; six hundred dollars by
+the Pawnees, and the balance by the regulars. Had the latter been as
+generous as the scouts when the appeal for its restoration was made,
+every dollar would have been returned.
+
+The above incidents are but a few out of thousands that occurred
+during the stormy construction days. They illustrate the trials and
+dangers encountered by the hardy pioneers. It was not only at "the
+front" that trouble was incurred, but after the building had
+proceeded, the section men, station employees and train crews were in
+constant danger. At the stations, it was a rule to build sod forts
+connected by underground passage with the living quarters to which
+retreat could be had in case of Indian attacks. For some time small
+squads of soldiers were stationed at every station and section house
+along the line, being quartered in sod barracks.
+
+With the completion of the road and the establishment of regular train
+service, immigration soon poured in to such an extent as to make the
+settlers numerous enough to protect themselves, and it was not long
+until "Lo," like the buffalo, was only a memory.
+
+
+
+
+CHAPTER VII.
+
+_The Builders._
+
+
+Their Material and Methods--Oakes Ames (Financier)--George Francis
+Train (Promoter)--John A. Dix (First President)--Thomas C. Durant
+(Vice President and President)--Granville M. Dodge (Chief
+Engineer)--Subordinate Officials--Casement Brothers, Track-layers,
+Mormons--Materials Used--Their Source--Methods.
+
+
+At Sherman Station, the highest point on the Union Pacific Railroad,
+stands a monument some sixty feet square and about the same height,
+bearing the simple legend, "In Memory of Oakes Ames and Oliver Ames."
+This was erected in compliance with a resolution passed at the meeting
+of the Company's stockholders held in Boston, March 10th, 1875, which
+read as follows, "Resolved that in memory of Oakes Ames and in
+recognition of his services in the construction of the Union Pacific
+Railroad to which he devoted his means and his best energies with a
+courage, fidelity, and integrity unsurpassed in the history of
+railroad construction, the directors (of this Company) are requested
+to take measure in co-operation with such friends as may desire to
+contribute, for the erection at some point in the line of the road,
+of a suitable and permanent monument." (By the recent shortening of
+the line this monument has been left some three miles away from the
+present track. Its removal to Cheyenne Depot Grounds or some other
+equally prominent position is under consideration.)
+
+Oliver Ames was born at North Easton, Mass., January 10th, 1804; he
+passed his youth and early manhood assisting his father in the work of
+a farmer and later of manufacturing shovels, attending during the
+winter a country school. Serving first as apprentice, then foreman, he
+was in due time taken into partnership with his father to whose
+business he succeeded.
+
+From twenty thousand dozen shovels turned out in 1845, their output
+increased to one hundred and twenty-five thousand dozens in 1870. A
+tireless worker dispensing with clerk or bookkeeper, his accounts were
+kept in his head. Over six feet in height, weighing over two hundred
+pounds, broad shouldered and massive in built. Elected to Congress in
+1860 where he was kept until 1872. Becoming associated with the Union
+Pacific in 1865, at the time when the enterprise was languishing for
+lack of funds and it seemed almost hopeless. His attention was first
+directed in that channel by his duties as a member of the House
+Committee of Railroads in 1865. He was then a man of considerable
+means, recognized as an authority on business matters, and he enjoyed
+the confidence of President Lincoln and other prominent men of that
+day to a marked degree. In fact, it was at the urgent solicitation of
+the President that he undertook the almost hopeless task of
+financiering the construction of the road.
+
+Entering into the undertaking with all of his energy and means, using
+his influence and persuasive powers with his fellow capitalists, he
+was able to raise by various means, the necessary funds for the
+construction of the line. Among others who took stock in the Company
+and Credit Mobilier were a number of public men, including
+Vice-President Colfax, Speaker James G. Blaine, James A. Garfield,
+afterwards President, and others of that ilk. The cry of corruption
+and bribery was raised in the campaign of 1872, resulting in
+investigation by Congressional Committees and a trial by the House,
+which rendered a very remarkable verdict, censuring Mr. Ames for
+having induced members of Congress to invest in the stock of a
+corporation in which he was interested and whose interests depended on
+legislation of Congress--but with the further finding on the part of
+the House Committee that no one had been wronged--that the Congressmen
+in question had paid him what the stock cost him and no more--that he
+had neither offered nor suggested a bribe--that their object in taking
+the stock originally was a profitable investment, and at the time no
+further action at the hands of Congress was desired.
+
+Leaving Congress at the end of ten years' service, in 1872; he died
+from the effects of pneumonia during May, 1873, universally respected
+and esteemed, and the one man above all others who by financiering the
+proposition, was entitled to a monument at the hands of the
+stockholders of the Union Pacific Railroad. The following remarks made
+by him in regard to the road, at a time of apparently hopeless
+financial stringency, indicate quite clearly the character of the man
+and his views of the work:
+
+"Go ahead; the work shall not stop if it takes the shovel shop. What
+makes me hold on is the faith of you soldiers," referring to the
+opinions held by the ex-soldiers employed on the construction. Or
+again, when it became evident that either the Ames' or the Railroad
+Company would have to go to the wall, "Save the credit of the road--I
+will fail."
+
+George Francis Train may well be considered as the promoter of the
+Union Pacific Railroad. In season and out. Before Congressional
+Committees, public meetings, or to the unfortunate individual whom he
+succeeded in buttonholing "the Union Pacific Railroad," was the
+subject of endless oratory. In no small degree was he responsible for
+the opinion, "The road should and must be built," that became
+prevalent in 1860-1864, and which resulted in the action of Congress
+looking to the construction of the line. He was prominent in its
+affairs and largely instrumental in the formation of the Credit
+Mobilier.
+
+As to the man himself, he was a genius, if, as a celebrated writer
+has said, "Genius is a form of insanity." A contemporaneous writer
+(George D. Prentice) thus describes him:
+
+"A locomotive that has run off the track, turned upside down and its
+wheels making a thousand revolutions a minute. A kite in the air
+without a tail. A ship without a rudder. A clock without hands. A
+sermon that is all text; the incarnation of gab. Handsome, vivacious,
+versatile, muscular, neat, clean to the marrow. A judge of the effect
+of clothes, frugal in food and regular only in habits. With brains
+enough in his head for twenty men all pulling different ways. A man
+not bad--a practical joke in earnest."
+
+Among his many undertakings were the Freeing of Ireland, Candidacy for
+the Presidency, Woman's Suffrage, Circumnavigation of the world. As
+illustrative of his character the following incident is apropos: While
+publishing a newspaper in England he was assessed a small fine,
+failing to pay which he was put in jail, where he preached to the
+prisoners on the rights of man and attacked the monarchy. The day
+following the authorities freed him on the ground that he was
+demoralizing the prisoners. Time has dealt lightly with him, and no
+one can read of his latter days--his brilliancy all eclipsed--a
+recluse except for his love and companionship for children--unmoved.
+In his day he was a power and in no small degree did he contribute to
+the living monument of great men--The Union Pacific Railroad.
+
+The first President of the Company, Major General John A. Dix, was
+selected for the universal respect in which he was held. Secretary of
+the Treasury in 1861, resigning to go as general in the Union Army, he
+was the one man who it was felt would command confidence in the early
+days of the proposition, when the promoters had not as yet an
+opportunity to gain the respect of the financial world or of Congress.
+It was understood that he would not be able to devote his entire time
+or attention to the proposition, being in the Army at the time of his
+election. Still in no small degree did he contribute to its success.
+Appointed Minister to France in 1866, his absence from the United
+States made necessary his retirement. On his return in 1869, he was
+elected Governor of New York; and died greatly honored on April 21st,
+1879.
+
+The man who built the road was Thomas C. Durant. During the whole of
+its construction he was the man in control. He was Vice President and
+General Manager, with headquarters at Omaha; from the day ground was
+broken until the line was finished. He had been connected with several
+of the Iowa Lines previous to the commencement of work on the Union
+Pacific Railroad, mostly as contractor. As an organizer and director
+he was unsurpassed. In all the accounts of matters affecting the Union
+Pacific Railroad--hearings before Congress, Opening Ceremonies,
+Excursions given, appointment of officials and completion ceremonies,
+his name appears. He made enemies as do all strong men, and he also
+disagreed with his associates as to the best methods to pursue--still,
+he built the road, and after the man who persuaded the public it was
+necessary and the one who found the funds, he it is who is entitled to
+credit. Mr Durant severed his official connections with the road May
+24, 1869, shortly after its completion, remaining, however, its
+largest stockholder.
+
+The surveying and actual work of construction of the Union Pacific was
+done under the direction of General Granville M. Dodge. From 1854 to
+1860 General Dodge was engaged in preliminary surveys for the Pacific
+Railroad, under governmental auspices. Entering the Union Army he
+reached the grade of Major General and at the close of the war entered
+the service of the Union Pacific Railroad Company as General
+Superintendent and Chief Engineer. To his ability and knowledge was
+due the location of the line and the rapidity with which the work was
+done. The General is still living--is in active service--having,
+during the last thirty years been connected with construction of many
+of the important railroads of the West, among them the Texas and
+Pacific Railway, Missouri, Kansas and Texas, International and Great
+Northern and Fort Worth and Denver City. He had been President of the
+Missouri, Kansas & Texas Railway; St. Louis, Des Moines and Northern
+Railway, Fort Worth and Denver City Railway, etc.
+
+Peter A. Dey was the first engineer of the line, but left in 1864. He
+was not able to accept the methods of enormous expenditures the
+Company and the Credit Mobilier were adopting and retired on the
+ground that the Hoxie contract was made against his recommendation.
+
+Colonel Silas Seymour was Consulting Engineer of the line during
+1865-1866 and 1867, leaving it to enter the service of the Kansas
+Pacific Railway.
+
+H. M. Hoxie was first in charge of Council-Bluffs-Omaha Ferry, then of
+the steamboats carrying construction material on the Missouri River,
+later Assistant General Superintendent, earning for himself the title
+of "The Ubiquitous." He died in 1866, while holding the position of
+Vice President and General Manager of the Missouri Pacific Railway.
+
+S. B. Reed, Superintendent of Construction, was the man who had the
+handling of the forces at the front. He it was who ran the
+construction trains--fought the Indians and the toughs and bore the
+heat and burden of the day. He also made the surveys and located the
+line between Salt Lake Valley and Green River.
+
+P. T. Brown, Assistant Engineer, was in charge of the advance survey
+under the direction of General Dodge and also located the line from
+the "foot of the Black Hills" to Julesburg.
+
+James A. Evans was Division Engineer and in that capacity made many of
+the profiles, plats and estimates and final surveys. Also made the
+final surveys and location between Green River and the foot of the
+Black Hills.
+
+D. B. Warren was Superintendent Utah Division; Colonel Hopper,
+Superintendent Laramie Division; L. H. Eicholtz, Engineer of Bridges
+and Buildings, and General Ledlie, Bridge Builder.
+
+Among others to whom credit is due is Brigham Young, the then head
+(President) of the Mormon Church, and other prominent Mormons. The
+contract for grading from the head of Echo Canon to Ogden, known as
+"the hundred mile job," costing two and a half million dollars, was
+taken by President Young personally, and by him sublet in part to
+Bishop John Sharp and Joseph A. Young, the President's eldest son.
+They employed between five and six hundred men and the amount of their
+contract was about one million dollars. Other subcontractors were
+Apostle John Taylor, George Thatcher, Brigham Young, Jr., etc.
+President Young is said to have cleared about eight hundred thousand
+dollars out of this contract. East of his section the grading was done
+by Joseph F. Nounnan & Company, Gentile bankers of Salt Lake City, who
+sublet it to the Mormons. West of President Young's section the
+grading was done by Sharp & Young, the same parties mentioned above as
+subcontractors under President Young. It was conceded that the Mormons
+carried out their contracts not only to the letter, but in the spirit.
+Doing some of the best work on the line.
+
+The track laying proper was done by General J. S. (Jack) Casement and
+his brother, D. T. (Dan), with Captain Clayton as their
+Superintendent. They had in their employ as high as two thousand men
+at one time and worked under a contract that gave them a substantial
+bonus for all track laid in excess of two miles a day, as well as made
+them allowance for idle time occasioned by their being unable to work
+on account of the grade not being ready for them. Thus they were to
+receive eight hundred dollars per mile of track laid if two miles or
+less was laid in a day. If they laid over two miles in one day they
+were to receive twelve hundred dollars per mile, and for time they
+were idle waiting for the grade they were to receive three thousand
+dollars per day.
+
+Many other names should be mentioned here and would did space permit,
+but will have to be omitted.
+
+The men who built the Union Pacific Railroad are entitled to great
+credit and praise. They made money, much money out of the project, but
+they were entitled to it. Their success brought in its train the usual
+consequences, they have been accused of almost every crime in the
+calendar, assailed by the press, investigated by Congress, and sued by
+their less fortunate associates. Their achievement speaks for them
+louder than words and they can leave their reputations to history for
+vindication.
+
+The line was originally laid with fifty pound iron from the mills of
+Pennsylvania for four hundred and forty miles and with fifty-six
+pound iron west of there. As has been mentioned before, the first
+section was laid with cottonwood ties of local growth, treated by the
+burnettizing process, which was erroneously supposed would prevent
+decay. West of there hard wood ties from the East were used, some of
+them coming from far away Pennsylvania, and costing the Company two
+dollars and fifty cents laid down in Omaha. For the mountain section,
+ties of local growth were largely and satisfactorily used. The basis
+was twenty-four hundred ties to the mile on the plains, twenty-six
+hundred and forty through the mountains, and twenty-five hundred west
+of Laramie.
+
+The lumber for bridges and building came from Minnesota and Wisconsin,
+excepting in the far West, where native lumber was used.
+
+The grading was done to a very large extent by manual labor. It was
+before the day of the steam shovel or air drill. Pick and shovel and
+wheelbarrow reinforced by teams and scrapers were the means used,
+excepting where rock was encountered and then hand drills and black
+powder and occasionally nitro-glycerine were relied upon to quarry the
+rock which was very much in demand for masonry work.
+
+The graders worked as much as two hundred miles ahead of the track.
+They were housed in tents, and all supplies for their sustenance and
+material used by them were necessarily hauled from the several
+terminal points. This resulted in the employment of a good sized army
+of teamsters and freighters. In the buffalo they had a food that,
+while cheap, was of the first order, and the number thus utilized was
+away up in the thousands.
+
+No pretense was made to ballast the track, as the construction work
+was done. The ties were laid on the grade with just enough dirt on
+them to keep them in place. Speedy construction was considered of the
+first importance and then the ballasting could be done much cheaper
+after the track was down.
+
+To a very great extent temporary trestles of timber were used, to be
+replaced later by more permanent culverts of stone. In some places
+where the piles were thus replaced by masonry, it was necessary to
+tear out the stone and put in piles again. The heavy freshets proved
+more than the culverts could carry off, and besides the stone work
+would wash out much quicker than did piles.
+
+The bridges were mostly Howe wooden truss uncovered, with stone or
+wooden abuttments. Where the span was short, wooden trestles on piles
+were used.
+
+One reason for deferring the masonry work as well as the ballasting
+was the inability to handle the necessary supplies. Every engine and
+all the equipment were kept in constant use hauling construction
+material to the front.
+
+Notwithstanding what, to the contractor of today, would seem
+antiquated and expensive methods, the work progressed and made headway
+to an extent that has never since been equalled. It was the immense
+army, as high as twelve thousand men at times, that enabled this to be
+the case. One-fifth the number of men with modern methods and
+labor-saving devices would have been equally efficious.
+
+The expense of hauling water and supplies for the army of men was
+enormous. The statement has been made that this cost more than it did
+to do the actual grading.
+
+The great bugaboo of the day was the question of operating the line
+during the winter season, it being the general impression that the
+snow fall was so great through the Rocky Mountain region as to render
+it impossible to keep the line open. To ascertain the facts in regard
+to this as well as to obtain data as to the best method of overcoming
+the same, engineers were stationed at points where it was anticipated
+there would be trouble. For three winters they were kept in tents and
+dug outs to obtain information on this point, and on the spring and
+winter freshets which it was anticipated would be a source of great
+annoyance.
+
+
+
+
+CHAPTER VIII.
+
+_Completion of the Line._
+
+
+Connection Made Between Union and Central Pacific Railroads May 9th,
+1869--Ceremonies at Promontory May 10th, 1869--Celebrations in New
+York, Philadelphia, Chicago, Omaha, Salt Lake City and San Francisco.
+
+
+By the terms of the supplementary Charter of 1864, a great incentive
+was given the two Companies, the Union Pacific Railroad and the
+Central Pacific Railroad to get down as great a mileage as possible.
+In addition to the Government grant of Land and Bonds based on
+mileage, there was the traffic of the Mormon country and Salt Lake
+City at stake. Besides this, it was readily seen that the line having
+the greatest haul would be correspondingly benefitted when it came to
+subdividing earnings on trans-continental business. With these for
+incentive, both Companies put forth every effort to cover the ground.
+In the early part of 1869, rails of each Company were going down from
+six to ten miles a day. Records in track-laying were made then that
+have never been broken. Near Promontory a sign is still standing to
+announce "Ten miles of track laid in one day." Actual figures are not
+obtainable, but reliable contemporaries at that time stated there were
+twenty-five thousand men employed on the construction work of the two
+lines, as well as six thousand teams and two hundred construction
+trains. Both Companies were anxious to establish point of advantage
+that they could use in the controversy that was inevitable and which
+would determine the mileage and territory each was to enjoy. On April
+29th, nine and a half miles remained unfinished. Three and a half for
+the Central Pacific Railroad, they having laid ten miles the day
+before, and six miles for the Union Pacific Railroad, the latter being
+the ascent of Promontory Hill and including a stiff bit of rock work.
+When the two tracks came together, the Central Pacific Railroad had
+nearly sixty miles of grading done parallel to the Union Pacific
+Railroad track--that is from Promontory east to the mouth of Weber
+Canon, while the Union Pacific Railroad had located their line to the
+California State line and most of the grading was done as far west as
+Humboldt Wells, Nev., four hundred and fifty miles from Ogden.
+
+As stated the two tracks were brought together at Promontory on May
+9th, 1869, but two rail lengths were kept open until the questions at
+issue were adjusted and also until a suitable program could be
+arranged for celebrating the event. Everything satisfactorily
+arranged, Monday, the 10th of May, 1869, was set for the ceremonies.
+
+The Central Pacific Railroad completed their track up to Promontory
+May 1st. It was the intention to have the opening ceremonies on
+Saturday, May 8th, and the Central Pacific officials were on hand for
+that purpose. The Union Pacific party coming west were delayed some
+forty-eight hours at Piedmont by a gang of graders and track-layers,
+who not having received their wages side tracked the special train
+with Vice-President Durant and his party, holding them as hostages
+until the Company had paid over to the contractor some two hundred and
+fifty thousand dollars due him and which he in turn distributed among
+his men.
+
+As early as 8:00 A.M. on the 10th, the spectators, mostly workmen of
+the respective companies, or other citizens of the railway camps
+commenced to arrive. At 8:45 a special over the Central Pacific
+Railroad came in with a large number of passengers. At 9:00 the Union
+Pacific Railroad contingent arrived in two trains and at 11:00 the
+Central Pacific Railroad's second train, carrying President Stanford
+and other officers of that Company, and their guests completing the
+party. In all there were about eleven hundred persons present,
+including a detachment of the 21st United States Infantry, and its
+band from Fort Douglass, Utah.
+
+The Chinese laborers of the Central Pacific Railroad soon leveled the
+gap preparatory to putting down the ties and all but one rail length
+was finished. Then Engines Number 119 of the Union Pacific Railroad
+and No. 60 the "Jupiter" of the Central Pacific Railroad were brought
+up to either side of the gap. These engines were gaily decorated with
+flags and evergreens in honor of the occasion. A suitable prayer was
+offered by Rev. Dr. Todd, of Pittsfield, Mass. The remaining ties were
+then laid, the last one being of California Laurel finely polished and
+ornamented with a silver plate bearing the inscription "The last tie
+laid on the Pacific Railroad, May 10th, 1869", with the names of the
+directors of the Central Pacific Railroad and that of the donor. This
+tie was put in position by Superintendents Reed of the Union Pacific
+Railroad and Strawbridge of the Central Pacific Railroad, and was
+taken up after the ceremonies and has since that time been on
+exhibition in the Superintendent's office of the Southern Pacific
+Company at Sacramento, (Cal.) Depot.
+
+For the closing act, California presented a spike of gold; Nevada one
+of silver; Arizona one of combined iron, gold and silver; and the
+Pacific Union Express Company, a silver maul. At twelve noon at a
+given signal, Governor Stanford on the South side of the rail and
+Vice-President Durant on the north, struck the spikes driving them
+home.
+
+The two engines were then moved up until they touched and a bottle of
+wine poured over the last rail as a libation. The trains of the
+respective roads were then run over the connecting link and back to
+their own lines. Speeches and a banquet closed the occasion.
+
+In the Crocker Art Gallery in Sacramento hangs a large oil painting of
+the meeting of the two engines. The artist having inserted actual
+portraits of many of the more prominent officials of the two lines who
+participated in the ceremonies.
+
+By previous arrangement, the strokes on the final spikes were to be
+signaled over all the wires of the several telegraph companies through
+the United States, business being suspended for this purpose. First
+the message was sent over the wires "Almost ready. Hats off; prayer is
+being offered." Then "We have got done praying; the spike is about to
+be presented." Seven minutes later "All ready now; the spike will soon
+be driven." The signal will be three dots for the commencement of the
+blows. Connection being made between the hammers and the wires, the
+blows on the spikes were flashed over practically the whole telegraph
+system of the United States. At 2:47 P.M. Washington time, 12 M.
+Promontory local time, came the signal "Done" and the bells of
+Washington, New York, Chicago, San Francisco, and hundreds of other
+cities and towns announced that the American continent had been
+spanned, that through rail communication was established, never to be
+broken, that the Union Pacific Railroad was completed.
+
+The formal announcement to President Grant and through the Press
+Associations to every inhabitant of the civilized world, was couched
+in the following language:
+
+  Promontory Summit, Utah, May 10th, 1869.
+
+"The last rail is laid, the last spike driven. The Pacific Railroad is
+completed. The point of junction is ten hundred and eighty-six miles
+west of the Missouri River and six hundred and ninety miles east of
+Sacramento City."
+
+               Leland Stanford, Central Pacific Railroad.
+               T. C. Durant,
+               Sidney Dillon,
+               John Duff, Union Pacific Railroad.
+
+No sooner were the ceremonies complete than there was a rush made to
+obtain souvenirs. In ignorance of the fact that the "Last Tie" had
+been taken up and an ordinary one substituted, the relic hunters
+carried off the substitute piecemeal. In fact some half dozen "last
+ties" were so taken in the first six months after the roads were
+completed.
+
+An odd coincidence occurred at the closing ceremonies. The rail on the
+east was brought forward by the Union Pacific laborers--Europeans,
+that on the west by Chinese, both gangs having Americans as bosses.
+Consequently here were Europe, Asia, and America joining in the work,
+the Americans dominating.
+
+Next morning the Union Pacific Railroad brought in from the East half
+a dozen passenger coaches for the Central Pacific Railroad, these
+being attached to the special train of Governor Stanford when he was
+returning to California, constituting the first through equipment.
+
+All over the land the different cities vied with one another in
+celebrating the event--which it was truly felt marked the beginning of
+a new epoch in the history of the United States.
+
+New York City celebrated with the "Te Deum" being sung in "Trinity,"
+the chimes ringing out "Old Hundred" (Praise God from whom all
+blessings flow), and a salute of a hundred guns fired by order of the
+Mayor.
+
+Philadelphia rang "Liberty Bell" and all fire alarm bells.
+
+Chicago had a parade four miles long, the City being lavishly
+decorated, and Vice-President Colfax speaking in the evening.
+
+Omaha had the biggest day in its history: a hundred guns when the news
+came. A procession embracing every able-bodied man in the town, in the
+afternoon. Speeches, pyrotechnics, and illuminations in the evening.
+
+At Salt Lake the Mormons and Gentiles held a love feast in the
+Tabernacle and decided to build a few railroads for themselves.
+
+San Francisco could not wait until the 10th. They started the evening
+of the 8th, when it was announced at the theaters the two roads had
+met, and it took two good solid days of celebrating to satisfy the
+people of that town.
+
+It was rightly felt that the completion of the line was an event in
+the history of our country. It marked the progress of the West, united
+the Pacific Coast population with that of the East. It was the
+commencement of the end of the Indian troubles--assured the settlement
+of the West, and the development of its mines and other resources.
+
+There has been but three general celebrations held in this country
+over works of public improvement viz: the Erie Canal, Atlantic Cable,
+and the Pacific Railroad. Of the three the latter was by far the more
+general.
+
+The Poem by Bret Harte on this event is reproduced below:
+
+    What the Engines Said.
+
+  What was it the engines said,
+  Pilots touching head to head.
+  Facing on the single track,
+  Half a world behind each back.
+  This is what the engines said,
+  Unreported and unread.
+
+  With a prefatory screech,
+  In a florid Western speech,
+  Said the engine from the West,
+  "I am from Sierra's crest,
+  And if Altitudes' a test,
+  Why I reckon its confessed,
+  That I've done my level best."
+  "Said the engine from the East,
+  They who work best, talk the least,
+  Suppose you whistle down your brakes,
+  What you're done is no great shakes.
+  Pretty fair, but let our meeting,
+  Be a different kind of greeting,
+  Let these folks with champagne stuffing,
+  Not the engines do the puffing.
+
+  "Listen where Atlanta beats,
+  Shores of-snow and summer heats.
+  Where the Indian Autumn skies
+  Paint the woods with wampum dyes.
+  I have chased the flying sun,
+  Seeing all that he looked upon,
+  Blessing all that he blest.
+  Nursing in my iron-breast;
+  All his vivifying heat.
+  All his clouds about my crest
+  And before my flying feet
+  Every shadow must retreat."
+
+  Said the Western Engine, "phew!"
+  And a long whistle blew,
+  "Come now, really that's the oddest
+  Talk for one so modest.
+  You brag of your East, you do,
+  Why, I bring the East to you.
+  All the Orient, all Cathay
+  Find me through the shortest way
+  And the sun you follow here
+  Rises in my hemisphere.
+  Really if one must be rude,
+  Length, my friend, ain't longitude."
+
+  Said the Union, "don't reflect, or
+  I'll run over some director,"
+  Said the Central, "I'm Pacific
+  But when riled, I'm quite terrific,
+  Yet today we shall not quarrel
+  Just to show these folks this moral
+  How two engines In their vision
+  Once have met without collision."
+  That is what the engines said;
+  Unreported and unread,
+  Spoken slightly through the nose
+  With a whistle at the close.'
+
+The first through train reached Omaha May 6th, arriving in two
+sections and bringing about five hundred passengers.
+
+Although through trains were on regular schedule commencing with May
+11th, it was not until November 6th, 1869, that the road was actually
+completed (according to Judicial decision.) Congress to make sure of
+the fact, authorized the President by resolution passed April 10th,
+1869, to appoint a board of five "eminent" citizens to examine and
+report on the condition of the road and what would be required to
+bring it up to first class condition. This board duly reported in
+October, 1869, that the line was all right, but that a million and a
+half could be spent to advantage in ballasting, terminal facilities,
+depots, equipment, etc. On the strength of which the wise-acres
+decided the road could not be considered complete and withheld a
+million dollars worth of bonds due under the charter act. It was
+October 1st, 1874, before the fact that the line was actually
+completed sifted through departmental red tape, and the Secretary of
+Interior on the further report of "three eminent citizens" discovered
+that the road had been completed November 6th, 1869 as reported by the
+previous board of five, and further that the total cost of the line
+had been one hundred and fifteen million, two hundred and fourteen
+thousand, five hundred and eighty-seven dollars and seventy-nine
+cents, as shown by the books of the Company.
+
+For a while business was interchanged at Promontory, but it was but a
+short time until the two Companies got together and an agreement was
+reached by which Ogden should be the terminus, and that the Central
+Pacific Railroad Company should purchase at cost price two million,
+six hundred and ninety-eight thousand, six hundred and twenty dollars
+the line from a point five miles west of Ogden to the connection at
+Promontory. This five miles was subsequently sold to the Central
+Pacific Railroad. This arrangement was as the West puts it "clinched"
+by a Resolution of Congress, making Ogden the terminus.
+
+
+
+
+CHAPTER IX.
+
+_The Kansas Division (Kansas Pacific Railway.)_
+
+
+Conflicting Interest on Location--Leavenworth, Pawnee and Western
+Chartered By Kansas--Plans to Connect With the Union Pacific at the
+Hundredth Meridian--Supplementary Charter 1864--San Diego Or
+Denver--Construction Work--Indian Troubles--Receiverships--Consolidation
+With the Union Pacific.
+
+
+At the time Congress passed the Pacific Railroad Bill in 1862 there
+were three conflicting interests contending as to the location. First
+that in favor of the Northern (now the Northern Pacific) Route, second
+the Central, and third that in favor of the Missouri-Kansas location.
+The Northern interest had not developed to a sufficient extent to cut
+much figure, only having the support of Minnesota, Wisconsin and
+Michigan. The Central Route was backed by Chicago and the railroad
+interests centering there. The Missouri-Kansas Route had the support
+of St. Louis and the territory tributary thereto. The last two were
+sufficiently persistent to have both of them recognized. Accordingly
+the Charter called for the one line commencing at the hundredth
+Meridian and running west with branches of feeders reaching that
+point, one from Omaha (Iowa Branch, Union Pacific Railroad), one from
+Sioux City (to be known as the Sioux City Branch, Union Pacific
+Railroad), one from St. Joseph or Atchison (to be built by the
+Hannibal and St. Joseph Railroad, later known as the Central Branch,
+Union Pacific Railway, Eastern Division and then the Kansas Pacific
+Railway); this latter in connection with the Pacific Railroad of
+Missouri from St. Louis to Kansas City to be the St. Louis line.
+
+The Pacific Railroad Bill of 1862 read, "The Leavenworth, Pawnee, and
+Western Railroad Company of Kansas are hereby authorized to construct
+a railroad from the Missouri River at the mouth at the Kansas River
+where it should connect with the Pacific Railroad of Missouri (now the
+Missouri Pacific Railroad) to the hundredth Meridian of longitude upon
+the same terms and conditions as applied to the construction of the
+Pacific Railroad which it was to meet and connect with at the meridian
+point named." Through Kansas it was to be located so as to make
+connections with the several railroads through Iowa and Missouri,
+provided it could be done without deviating from the general direction
+of the whole line to the Pacific Coast. It further specified that two
+hundred miles should be built within the first two years and one
+hundred miles a year thereafter, and after finishing their own line
+they could unite on equal terms with the Union Pacific Railroad
+Company in the construction of the latter's line west of the
+hundredth-Meridian. This gave them the alternate sections of land
+within five miles on either side and United States Bonds to the amount
+of sixteen thousand dollars per mile,--similar to the aid extended the
+Union Pacific Railroad Company by the Government.
+
+The Leavenworth, Pawnee and Western Railroad Company had been
+incorporated by the legislature of the state of Kansas in 1855, and
+was organized in January, 1857, but nothing was done of any
+consequence under its state Charter. The Company was re-organized
+June, 1863, and changed its name to harmonize with the Act of Congress
+to "Union Pacific Railway, Eastern Division." Under its state Charter
+it was to have extended from Leavenworth, Kan., on the East to Pawnee,
+Kan. (Fort Riley) on the West, with the privilege of building on west
+to the Kansas State line,--the state charter not permitting work
+outside of the Kansas boundaries.
+
+Ground was broken on the line at Wyandotte, Kan., the state line
+between Kansas and Missouri, in August, 1863. Active grading commenced
+at Wyandotte, September 1st, 1863. The contract for the construction
+was first let by the Leavenworth, Pawnee, and Western Railroad Company
+to Ross, Steele and Company, but before they got down to actual work
+the Company had been re-organized as the Union Pacific Railway,
+Eastern Division, and had changed hands. The work was begun by Samuel
+Hallett who had been very prominent in promoting the latter Company,
+the contract being in the name of Hallett and Fremont. The Fremont
+being the erstwhile candidate for the Presidency of the United States.
+He is best known today as "The Pathfinder," from his several exploring
+expeditions between the Mississippi Valley and the Pacific Ocean.
+Fremont had been identified with the idea of a railroad to the Pacific
+in the interest of St. Louis, Mo. He, however, did not continue as one
+of the contractors but withdrew. It was a time of bitter feeling over
+the Slavery Question. Missouri was "Pro Slavery," Kansas "Free Soil."
+Hallett inaugurated his work by planting a post inscribed on the
+Missouri side "Slavery," and on the Kansas side "Freedom." Mr. Hallett
+was assassinated on the streets of Wyandotte, July 27th, 1864. An
+employee named Talbot had surreptitiously written the Secretary of the
+Interior in regard to the work not being up to requirements, more
+especially that the buildings were simply makeshifts put up to evade
+the law, etc. Through this and other complaints the Government refused
+to accept the first section of forty miles and withheld the bonds and
+land grants that Congress had granted. Hallett on his trips to
+Washington became aware of Talbot's action, and on his return called
+him to task with the result that Talbot shot him from a doorway as he
+was returning to his work from his midday lunch. After Hallett's death
+the work passed into the hands of St. Louis parties with John D. Perry
+as Director.
+
+Under the Supplementary Pacific Railroad Bill of 1864, the conditions
+as far as the Union Pacific Railroad--Eastern Division as it was then
+called, were materially improved. It was authorized to connect with
+the Union Pacific Railroad at any point deemed desirable, but no more
+bonds or land grants were to be given than if connection were made as
+originally contemplated at the hundredth Meridian. It was also given
+the option of building from the mouth of the Kansas River to
+Leavenworth thence west, or of building directly west with a branch
+from Leavenworth connecting with the main line at Lawrence, but in the
+latter case no bonds or land grant would be given account the branch
+line mileage. Another feature of the Bill was permission to build on
+west to a connection with the Central Pacific Railroad, provided when
+it, the Union Pacific Railroad--Eastern Division reached the hundredth
+Meridian, the Union Pacific Railroad proper was not proceeding with
+the construction of its line in good faith. The Company under the
+discretion granted them elected to abandon the junction with the Union
+Pacific Railroad at the hundredth Meridian and to build directly West.
+The Company proceeded to explore the country South and West in search
+of a practicable route to the Pacific, which being found they then
+went further and had the several routes thoroughly surveyed. In their
+investigations they had four thousand four hundred and sixty-four
+miles chained and leveled. The most extensive survey on record.
+
+Careful surveys demonstrated that the distance to the point of
+connection with the Union Pacific Railroad would have been three
+hundred and ninety-four miles from Kansas City, and this much of the
+line--Kansas City to Pond Creek, Kan.--was bonded-aided and land
+grant, the Government aid amounting to six million three hundred and
+two thousand dollars.
+
+The Hannibal and St. Joseph Railroad reached St. Joseph, February,
+1859, Kansas City, soon afterwards. The Missouri Pacific Railway
+reached Kansas City, October 1865. Owing to the fact that there were
+these railroad connections between the East and the eastern terminal
+of the line the work of construction was greatly facilitated and the
+expense of building the line greatly reduced.
+
+The headway made was slow at first. The work was new to the officers
+in charge as well as to the men. The following table shows the
+progress made:
+
+  Sept. 1, 1863   commenced work at State Line (Wyandotte, Kan.)
+  Nov. 28, 1864   reached Lawrence--40 miles.
+  Oct. 30, 1865   first 40 miles accepted by the Government.
+  Dec. 15, 1865   50 miles done.
+  Aug. 18, 1866   reached Manhattan--118 miles.
+  Oct. 7, 1866    reached Pawnee (Fort Riley) 135 miles.
+  Jan. 7, 1867    to Mile Post 155.
+  April 8, 1867   to Mile Post 181.
+  Oct. 15, 1867   to Mile Post 335.
+  Fall 1867       to Mile Post 405 (Phil Sheridan.)
+  Mar. 24, 1870   reached Kit Carson--487 miles.
+  Aug. 15, 1870   completed into Denver.
+
+The difference in altitude between Kansas City and the western
+boundary of Kansas is some twenty-seven hundred feet and is thus
+distributed--six hundred feet the first two hundred miles, seven
+hundred and sixty-nine feet in the next hundred miles, and thirteen
+hundred and twenty thence to the Kansas line.
+
+The original intention had been to follow the Republican River, but
+this was changed and the "Smoky Hill Route" from Junction City, Kan.,
+west adopted. When the road reached Monument, three hundred and
+eighty-six miles from Kansas City, dissensions arose among the
+stockholders. One faction was for building to San Diego on the Pacific
+Coast via New Mexico and Arizona, another was for building to Pueblo
+and up the Arkansas River, while the third and successful one was for
+pushing straight ahead to Denver and from there to a connection with
+the main line of the Union Pacific Railroad,--the idea being to secure
+for St. Louis a portion of the trans-continental business and the line
+the carrying thereof.
+
+The line was built under contract by the following firms: Hallett and
+Fremont--Wyandotte to Lawrence, Kan., thirty-nine miles. Ira M.
+Schoemaker and Company--Lawrence to Mile Post one hundred and forty--a
+distance of one hundred miles. Schoemaker and Miller--Mile Post one
+hundred and forty to Mile Post four hundred and five--two hundred and
+sixty miles. West of Mile Post four hundred and five or "Phil
+Sheridan" as it was then called, the Denver extension was built by the
+Company itself, General W. J. Palmer being in charge.
+
+During the construction of the line, the contract to feed the forces
+at the front was let to Goddard Brothers who utilized to a very great
+extent buffalo meat for this purpose. To procure these they employed
+W. F. Cody at five hundred dollars per month. During this engagement
+Cody claims to have killed four thousand two hundred and eighty
+buffaloes, earning for himself the appellation "Buffalo Bill" by which
+name he has ever since been known. The best heads were by special
+arrangement shipped to the headquarters of the Company at Kansas City,
+where they were nicely mounted and used as an advertisement of the
+road.
+
+The line reached Ellsworth, Kan., the spring of 1867 and made for some
+time its terminus there. In all the history of "Boom Towns" or
+"railroad towns" there were none that surpassed this place. For
+ninety-three consecutive days there was one or more homicide in the
+town or its immediate vicinity--one hundred in all.
+
+Another place that sprang into prominence during the time it was the
+end of the track was "Phil Sheridan" located near the point where the
+road crossed the hundredth Meridian, Mile Post four hundred and five.
+During its brief existence it was a rattling noisy place, full of life
+and vigor, rowdyism predominating. Not a stake, brick, or shingle is
+left to mark its site. It was here the construction rested for nearly
+a year and a half, financial troubles,--uncertainty as to whether to
+build to San Diego, Cal., or Denver, and some very fine work on the
+part of the Union Pacific proper being the occasion of the suspension
+of work.
+
+On June 26th, 1865, work was begun on the branch line from Leavenworth
+to Lawrence (Leavenworth and Lawrence Railroad), Major B. S. Hennings
+being in charge as Superintendent. Upon the completion of the branch
+in the spring following, the headquarters of the Union Pacific
+Railway--Eastern Division was moved to Lawrence, the operation of the
+line being under the direction of R. H. Shoemaker, Superintendent,
+who was succeeded in December, 1867, by George Noble. The work of
+construction was in charge of General W. W. Wright.
+
+At the meeting of the Company held April 1st, 1867, Mr. John D. Perry
+of St. Louis was elected President, Mr. Adolph Meier of the same place
+Vice-President, and among the directors was Thomas A. Scott, of
+Philadelphia, (afterwards President of the Pennsylvania Railroad.)
+
+In 1864 the population of the State of Kansas was one hundred and
+thirty-five thousand eight hundred and seven and in 1870 when the line
+was completed three hundred and sixty-four thousand three hundred and
+ninety-nine. This marvelous increase was due in no small degree to the
+construction of this line and the facilities it provided for the
+settlers to reach the cheap land in the interior of the state as well
+as the security it gave them against Indian depredations. Stage Lines
+between the Missouri River points and Denver had been running between
+St. Joseph, Atchison, and Omaha for several years, but after the line
+was built some distance the route was changed and connection was made
+between the end of the track and Denver by the Holliday Overland Mail.
+
+Much trouble was caused by the Indians during the construction, even
+more than was encountered: on the Union Pacific Railroad. To this
+cause in no small degree were the delays of 1868 and 1869
+attributable. It was necessary not only to arm the engineer corps,
+but also the graders, the Government issuing arms and ammunition for
+that purpose. Military escorts and guards were furnished by the Army
+to the Railroad men, both on the grade or ahead surveying. For the
+better protection of the road and construction forces Army Posts or
+Forts proper were maintained as follows:
+
+  Fort Riley               Mile Post 140
+  Fort Harker              Mile Post 230
+  Fort Hays                Mile Post 300
+  Fort Wallace             Mile Post 412
+
+It was the Cheyennes, Arapahoes, Sioux, and the Utes who made the
+trouble.
+
+In March 1869, the Company was authorized by special act of Congress
+to assume the name of the Kansas Pacific Railway Company instead of
+the Union Pacific Railroad (Eastern Division.) A witty epigram on this
+change that went the rounds of the papers at the time read as follows:
+
+  The Union Pacific's about to apply
+    For a change In Its name and no wonder;
+  Tis as warlike as Jove that great God of the skies,
+    And Pacific about as his thunder.
+  And talking of this, it is strange as it goes
+    Through perpetual snows in some quarters,
+  This railroad should be in the midst of its foes
+    Perpetually in hot water.
+
+While those in authority had decided to push through to Denver, the
+idea of building through to San Diego was not abandoned, and in 1872 a
+branch line was commenced at Kit Carson destined to Pueblo and thence
+South along the Rampart Range to New Mexico and thence to the coast.
+This line was completed nearly due south to Fort Lyon and some twenty
+miles of grading done between Fort Lyon and Pueblo. Financial
+stringency together with the building of the Atchison, Topeka and
+Santa Fe into the same territory resulted in the abandonment of these
+plans and eventually the track from Kit Carson to Lyons was taken up
+under the following circumstances.
+
+The owners of the Central Branch (Union Pacific), R. M. Pomeroy of
+Boston and associates, were pushing the construction of this line
+westwardly and announced their intention of building to Denver, thus
+making a competitor for the Kansas Pacific Railway. Mr. Jay Gould who
+at that time (1879) was the principal owner of the latter line, while
+out on an inspection trip over the line instructed his General
+Manager, "Sill Smith" Mr. Sylvester T. Smith to build into their
+territory and parallel them. Out of this grew the Junction City and
+Fort Kearney Railway (now a part of the Union Pacific Railroad). Smith
+was unable to buy sufficient rails to build and accordingly took up
+those on the branch of the Kansas Pacific Railway, Kit Carson to
+Lyons, i. e. the Arkansas Valley Railroad and re-laid them on the
+Junction City Line. Some of the Arkansas Valley Railway bonds were
+owned in Holland and a representative of the Dutch happened along on
+an investigating tour, but was unable to find any road. The matter
+soon got into Court and an effort was made to locate who was
+responsible for the tearing up of the Arkansas Valley Railway. Finally
+General Manager Smith was put on the stand and frankly acknowledged
+what he had done--and that he had no orders from President, Directors,
+or any one. The question was then asked who ordered you to build the
+Junction City and Fort Kearney Railway and the answer was Jay Gould;
+and who is he, for at that time he was not the well-known man he
+afterwards became. At this point Judge Dillon obtained permission to
+interrupt the proceedings with a query as in whose behalf all this
+investigating was being done. The holders of the bonds was the
+reply--then that must be myself, for said he, I have here in my hands
+all of the bonds in question. Mr. Gould had quietly bought in the
+bonds while the matter was in the Courts, bringing the inquiry to an
+end.
+
+The line cost for its six hundred and seventy-three miles, Kansas City
+to Denver, and branch, Leavenworth to Lawrence, thirty-six million
+seven hundred and forty-seven thousand three hundred dollars, or about
+fifty-two thousand dollars per mile.
+
+In 1873 the road was unable to meet its obligations and was placed in
+the hands of C. S. Greeley and Henry Villard, Receivers,--a majority
+of its stock passing into the hands of interests friendly to Mr. Jay
+Gould about 1877. Complaint was made that Villard and Greeley were
+not the proper men to act as receivers, that they were antagonistic to
+the owners of the bonds--lacking practical knowledge, etc. The matter
+finally reached the Supreme Court of the United States who in
+remanding it back to the District Court ordered their removal and the
+appointment of one man and he a practical railroad man as receiver in
+their stead. Under this order, in 1879, Sylvester T. Smith who had
+been connected with the road in various capacities, including that of
+General Manager, was appointed receiver.
+
+In 1879 the Company was re-organized and in January 1880 consolidated
+with the Union Pacific Railroad under the name of the Union Pacific
+Railway Company, the holders of Kansas Pacific Railway stock being
+given share for share in the new consolidated Company.
+
+The basis of the consolidation being
+
+                             Miles Capital Stock      Funded Debt.
+
+  Union Pacific Railroad     1,042 $36,762,300.00   $78,508,350.65
+  Kansas Pacific Railway       675  10,000,000.00    30,567,282.78
+  Denver Pacific Railroad      106   4,000,000.00       581,000.00
+                             -----  -------------   --------------
+                             1,823  50,762,300.00   109,656,633.43
+
+
+
+
+CHAPTER X.
+
+_The Denver-Cheyenne Line (Denver Pacific Railroad.)_
+
+
+Proposition for Pacific Railroad to Reach Denver--Cheyenne Route
+Selected--Branch Line Proposed--Denver Pacific Incorporated and
+Built--Pro-Rata Controversy--Operated By Kansas Pacific--Consolidation
+With the Union Pacific.
+
+
+In the original plan for the Union Pacific Railroad it was the
+intention that the line would run through Denver and from there
+directly West across the mountains to Salt Lake. When the line was
+finally located it passed through Cheyenne, leaving Denver some one
+hundred miles to the South, the reasons for this being the much
+shorter distance via Cheyenne as well as the decidedly better
+gradients that were possible via South Pass Route as against the
+routes via Denver and Berthoud or Evans Passes. The Denver Route was
+only given up after repeated efforts had been made to find a
+satisfactory line that way.
+
+The City of Denver had for some time past been encountering a streak
+of hard luck--Failure of some of its most promising mines in
+1861--Division of the Citizens over the Civil War in 1862 and
+1863--Fire and Flood followed by the Indian War on the plains in 1864
+cutting off communication with the East--then the grasshoppers plague
+with the diversion of the Pacific Railway. Vice President Durant had
+made the remark "it's too dead to bury," and this it was that spurred
+its citizens up.
+
+In 1867 the Authorities of the Union Pacific Railroad offered to build
+a branch from some point on their main line to Denver, provided the
+citizens of that place would pay for the grading of the line and
+furnish right of way and grounds for terminal. The citizens of Denver
+were sore at being left to one side on the great overland route and
+gave the proposition but a luke-warm reception. It is true, County
+Commissioners of Arapahoe County, in which Denver is located, ordered
+an election in August, 1867, to vote on the proposition of issuing two
+hundred thousand dollars in bonds in favor of such a branch line. The
+election resulted in an overwhelming majority in favor of it, eleven
+hundred and sixty for to one hundred and fifty-seven against. The
+County Commissioners in their negotiations with the Union Pacific
+people coupled with the proposition certain conditions as to the route
+which the branch line should follow, which not being satisfactory to
+the Railroad people, they refused to accept the bonds on the
+conditions required.
+
+On November 13th, 1867, George Francis Train addressed a public
+meeting at Denver on the subject of a connection between Denver and
+the Union Pacific Railroad and as a result the Denver Pacific Railway
+and Telegraph Company was organized five days later. On the day
+following the organization the directors met and elected Bela M.
+Hughes President, D. H. Moffat, Treasurer, and F. M. Case, Chief
+Engineer,--one fourth of the necessary funds being subscribed. An
+arrangement was made with the Union Pacific Railroad Company by the
+terms of which that Company was to complete the road as soon as it was
+ready for the rails. In other words the road was to be located,
+graded, and tied by the Denver Pacific Company, and ironed and
+equipped by the Union Pacific Railroad Company.
+
+In connection with the Denver Pacific proposition an application was
+made to Congress for a land grant to assist in the construction of the
+road, but before this was acted upon the Kansas Pacific Railroad
+Company had agreed to transfer the land grant which they had been
+given by Congress so far as it applied to their proposed line from
+Denver North, and the application of the Denver Pacific Railroad to
+Congress was consequently changed to one for bonds. This was granted
+in 1869 to the amount of twenty-four thousand dollars per mile, or two
+and a half million dollars in all.
+
+The grading was commenced May 18th, 1868, and the same fall was
+completed to Cheyenne, one hundred and six miles. Owing to the delay
+of Congress in acting on the bond proposition as well as on account of
+the financial stringency the Union Pacific Railroad Company was then
+encountering, the latter was not able to carry out its contract in
+regard to the completion of the Denver Pacific Railroad, and the
+arrangement was accordingly cancelled. An arrangement was then entered
+into with the Kansas Pacific Railway by which the latter Company took
+a certain amount of stock in the Denver Pacific Railroad and proceeded
+with its construction, completing the line between Cheyenne and Denver
+on June 22nd, 1870.
+
+There was great rejoicing over the event. The last spike,--one of
+solid silver contributed by the miners of Georgetown, Colo.,--was
+driven by Governor Evans of Colorado.
+
+The first engine to enter Denver was the first engine that the Union
+Pacific Railroad owned. It had been the first to enter Cheyenne, also
+the first into Ogden.
+
+In 1872 the road passed into the control of the Kansas Pacific Railway
+Company by purchase who operated it until the consolidation of both
+lines with the Union Pacific Railroad Company in 1880.
+
+The Kansas Pacific Railway was completed into Denver in August 1870,
+and immediately embarked in the through trans-continental traffic from
+Kansas City and points east thereof, via Denver and the Denver
+Pacific Railroad. This was, of course, in competition with the Main
+Line of the Union Pacific Railroad who in accepting business at
+Cheyenne were losing the haul from Omaha to that point. The Kansas
+Pacific Railway and the Denver Pacific Railroad people were insistent
+and with no little degree of correctness that under the original
+Charter the Union Pacific Railroad was compelled to accept business
+from all connections,--but the terms thereof were not fixed and
+instead of accepting a division based on the mileage of the respective
+lines as insisted upon by the two lines named, the Union Pacific
+Railroad officials demanded a constructive mileage that would result
+in their line from Cheyenne to Ogden receiving six tenths of their
+local rates between those points when the business was competition
+with their long haul via Omaha. An agreement to work on this basis
+pending judicial decision was made between the two interests in
+September 1874. The question would not down, it was brought before
+Congress, Courts, and Arbitrators constituting a "Cause Célèbre" the
+Pro-rata controversy.
+
+Out of this grew the building of a rival line between Denver and
+Cheyenne wholly under the Union Pacific Railroad's control--locally
+known as the Colorado Central Railroad. This line was comprised of the
+Colorado Central Railroad, Denver to Golden, sixteen miles. It was
+commenced on New Year's Day 1868, being the first railroad in the
+state of Colorado. Its extension to Longmont, built in 1871, and the
+line Longmont to Cheyenne completed in 1877. This line was some one
+hundred and thirty miles against one hundred and six by the Denver
+Pacific Railroad, notwithstanding which it was used by the Union
+Pacific Railroad as its Denver connection until the adjustment of the
+differences between the different interests, which was brought about
+by an agreement made June 1st, 1878, by which the Kansas Pacific
+Railway and the Denver Pacific Railway were to be operated by the
+Union Pacific Company. This was followed by an absolute merger of the
+three roads, in January 1880 the new combination being known as the
+Union Pacific Railway Company.
+
+
+
+
+CHAPTER XI.
+
+_History of the Line since its completion._
+
+
+Government Indebtedness--Absorption Other Lines--Receivership--Train
+Robbers--Settlement With Government.
+
+
+Upon the completion of the Union Pacific the rates for both freight
+and passengers were fixed at what now seems a very high figure. Thus
+passenger fares locally were ten cents per mile. Complaints arising,
+the matter was taken up in Congress and steps taken towards the
+appointment of a Board of Commissioners who should have authority to
+fix rates, both freight and passengers.
+
+The whole question of earnings and expenses of the line was an unknown
+quantity and as soon as experience demonstrated what was reasonable
+and just, the Company voluntarily adjusted their schedules,--until
+today the rates over the line are about on a parity with those charged
+by eastern lines through much more thickly settled states.
+
+In 1869 the agitation looking to a bridge across the Missouri River in
+place of the slow and often unreliable ferry culminated, and on March
+11th of that year the structure was commenced. Three years were
+required for the work and the first train crossed on March 11th, 1872.
+By an agreement made with the city of Omaha that city was to be made
+the eastern terminus regardless of the bridge. This, however, was
+upset by the decision of the Supreme Court of the United States
+declaring the bridge an integral part of the line and that it
+commenced in Iowa not Nebraska.
+
+In 1870 the question of repayment of the Government Loans made in the
+shape of Bonds arose,--more particularly that of the interests
+accruing thereon,--the bonds themselves not falling due until
+1895-1899. It was a question whether the lines were to pay this
+interest in cash or through services rendered in transporting men,
+materials, and mails for the Government. The matter soon got into the
+Courts and their decision as rendered by Justice Davis of the Supreme
+Court of the United States so fully and explicitly covers the ground
+as to warrant the somewhat lengthy extracts given below:
+
+In his opinion, Judge Davis said, "This enterprise (the building of
+the Pacific Railroads) was viewed as a national undertaking for
+national purposes and the public mind was directed to the end rather
+than the particular means to be employed for the purpose. Although the
+road was a military necessity, there were other reasons active at the
+time in producing an opinion as to its necessity besides the
+protection of our exposed frontiers. There was a vast unpeopled
+territory between the Missouri River and Sacramento which was
+practically worthless without the facilities afforded by a railroad
+for the transportation of persons and property. With its construction
+the agricultural and mineral resources could be developed, settlements
+made, and the wealth and power of the United States essentially
+increased. And then there was also the pressing want in times of peace
+even of an improved and cheaper method for the transportation of the
+mails and supplies for the army and the Indians."
+
+The policy of the country, to say nothing of the supposed want of
+power, stood in the way of the United States taking the work into its
+own hands. Even if this were not so, reasons of economy suggested it
+were better to enlist private capital and individual enterprise in the
+project. This Congress undertook to do, and the inducements held out
+were such as it was believed would procure the requisite capital and
+enterprise. But the purpose in presenting these inducements was to
+promote the construction and operation of a work deemed essential to
+the security of great public interests. Besides it is fair to infer
+that Congress supposed that the services to be rendered by the road to
+the Government would equal the interest to be paid. Congress well knew
+that the Government bound itself to pay interest every six months and
+the principal at the time the bond matured, resting satisfied with
+the entire property of the Company as security for the ultimate
+payment of the principal and interest.
+
+This settled the interest question and the next one to arise was the
+question as to the payment of five per cent, of the net earnings
+towards the extinguishment of the Government indebtedness, as provided
+for in the act of 1862, viz., "And after said road is completed, until
+said bonds and interest are paid, at least five per centum of the net
+earnings shall be annually applied to the payment thereof." By act of
+Congress, June 22nd, 1874, the Secretary of the Treasury was directed
+to require this payment, failing which, to bring suit. The Supreme
+Court decided this in 1878 that the Company must pay this five per
+cent and defined net earnings as what was left out of the gross
+earnings after deducting all the expense of organization, operation,
+or for betterments paid out of earnings.
+
+In 1878 the so called "Thurman Act" became law, by which a sinking
+fund was established looking to the extinguishing of the Company's
+indebtedness to the Government. This sinking fund was to be made up of
+one half the amount accruing on Government Transportation, the five
+per cent of net earnings, plus enough more of the earnings to make up
+in all twenty-five per cent of the total net earnings, but not to
+exceed eighty-five thousand dollars per annum,--this sinking fund to
+be invested by the Secretary of the Treasury in Government Bonds.
+
+Up to 1879 the policy of the Company was to transfer all through
+freight at its eastern termini, none of its equipment being allowed to
+leave its own rails.
+
+Soon after the absorption of the Kansas Pacific Railroad and through
+it the Denver Pacific Railroad, the Union Pacific entered upon a
+policy of extension by the absorption of other roads and building of
+branch lines.
+
+Under this arrangement the Texas lines--Fort Worth, Texas, to Denver,
+Colo., eight hundred and one miles--were completed and added to the
+system. This line was built under the name of the Denver, Texas and
+Gulf (formerly Denver and New Orleans), the Fort Worth and Denver City
+and the Denver City and Fort Worth Railroads.
+
+In 1880 the Railroad from Atchison west--originally the line that was
+to have connected with the Union Pacific Railroad at the hundredth
+Meridian, known as the Central Branch Union Pacific--became part of
+the system by purchase and was leased to the Missouri Pacific Railway
+Company who have since that time operated it.
+
+Another line added to the system was the narrow (three foot) gauge
+line from Denver to Leadville and Gunnison. This line was commenced in
+1873 under a Charter from the Colorado Legislature, reaching Buena
+Vista, February 22nd, 1880 and Gunnison, the summer of 1881. It was
+absorbed by the Union Pacific on January 1st, 1881.
+
+The Utah and Northern was commenced in 1871 by the citizens of Utah
+and reached Logan in 1873 and Franklin, Idaho, in 1874. The means for
+building this road was raised by the people of Northern Utah with
+great difficulty, much of it being donated in labor,--in grading,
+track work, right of way, etc. After an attempt to operate as a local
+line more or less successful, it was sold to the Union Pacific
+Railroad in February 1877 and by them extended to Silver Bow,
+Mont.--Huntington. Ore., with a branch connecting the main line of the
+Union Pacific at Granger, Wyo., with Pocatello, Idaho, on the old Utah
+and Northern.
+
+On May 17th, 1869, one week after the ceremonies at Promontory, the
+Utah Central was commenced by the Mormons, Brigham Young being
+President of the Company. It was completed Ogden to Salt Lake City,
+January 10th, 1870. The work on the line was done very largely by the
+Mormons in exchange for stock, its equipment being turned over to them
+by the Union Pacific as part payment (to the Mormons) for work done on
+the grading of the line.
+
+The Utah Southern--Salt Lake City to Frisco, Utah, was commenced in
+May. 1871, and completed in June 1880, and absorbed by the Utah
+Central in 1881.
+
+In 1873 the line from Julesburg to Denver was located and most of the
+grading done in that year and the two following. Financial stringency
+together with complications arising over their relations with the
+Kansas Pacific Railway forced the abandonment of the project. After
+the consolidation in 1880 the line was recommenced, practically new
+grades being necessary. It was completed in 1882, the work being done
+under the Colorado Central Railroad Charter.
+
+All of the above lines were absorbed by the Union Pacific Railway and
+were a part of that system up to 1893 when the total mileage reached
+eight thousand one hundred and sixty-seven, made up of one thousand
+eight hundred and twenty-three miles Union Pacific and six thousand
+three hundred and forty-four miles, owned, leased and controlled. On
+the 13th of October, 1893, the United States Court at Omaha appointed
+S. H. H. Clark, Oliver W. Mink, and E. Ellery Anderson, Receivers, and
+in the following month Frederick R. Coudert and J. W. Doane were added
+to represent the interests of the United States, this receivership
+being forced on the Company by the very general business depression of
+1893 and the consequent decrease in traffic and earnings. At the time
+of appointing receivers for the main line, the Texas Line and the
+Denver, Leadville and Gunnison (South Park) were segregated and placed
+under the control of separate receivers. The Oregon Short Line and the
+Oregon Railway and Navigation Company reverted to the hands of the
+original Companies, and have ever since been operated independently,
+although the controlling interest in both lines is owned by the Union
+Pacific Railway Company. In all, three thousand one hundred and
+thirteen miles of affiliated lines were segregated from the parent
+Company. In February, 1899, the "Julesburg Cut Off"--Julesburg to
+Denver--reverted to the Company, having been operated by the Receiver
+of the Union Pacific Denver and Gulf Railway in the interim.
+
+Among other troubles which the line has encountered during its
+thirty-eight years existence has been that of train-robbers. These
+were a class of men the outgrowth of Western desperadoism, now happily
+passed into history. Without the fear of God, Man, or the Law, they
+would singly or in bands attack trains, rob the mail, express and
+sometimes the passengers.
+
+Among the most noted cases of this kind were the Big Springs Robbery,
+occurring September 18th, 1877, when a gang of twelve masked men took
+possession of the station at that point, bound and gagged the
+employees, cutting the telegraph wires, and upon the arrival of the
+western train took possession of it, securing sixty-five thousand
+dollars from the express car, and thirteen thousand dollars and four
+gold watches from the passengers,--then mounting their horses they
+rode off. A reward of ten thousand dollars for their arrest
+immediately followed and three of the robbers were caught and hung.
+About one half of the money was recovered when they were captured. It
+is said the balance of the gang were apprehended and dealt with by a
+frontier Court, 'Judge Lynch' officiating, this however is tradition,
+its truth not being known.
+
+Another robbery was that committed by Sam. Bass and associates who
+held up the west bound Pacific Express train securing from the express
+car some sixty thousand dollars in gold. This money was all recovered
+and most of the band either killed or arrested.
+
+Another great event of this kind occurred in the hills of Wyoming,
+west of Cheyenne during 1898. The first section of the Overland West
+Bound carrying the mail and express was flagged and brought to a stop.
+A culvert behind it blown up with dynamite to prevent the second
+section interfering, and the express cars were then looted and the
+robbers rode off. Persistent pursuit lasting for years, however,
+brought them one by one to justice, one being killed near Kansas City
+while resisting arrest, another killed at Cripple Creek under similar
+circumstances.
+
+In 1897 (January 1st) the present Company, Union Pacific Railroad
+Company, was organized under the laws of Utah as successor to the
+Union Pacific Railway Company.
+
+During the construction days, Wells, Fargo and Company operated the
+Express service over the line. On completion the Company organized its
+own express "The Union Pacific Railroad Express" which continued to
+handle the express until re-organized as the Pacific Express Company.
+
+Congress was appealed to in 1893 to pass a refunding bill, but failed
+to act.
+
+Numerous unsuccessful attempts were made to reorganize the property,
+but this was impossible with the debt to the Government in an
+unsettled condition. Finally in 1899 an agreement (see foot note) as
+reached between the re-organization Committee and the Attorney General
+by which the line was to be foreclosed and the debt adjusted. This was
+accordingly done in 1899. The account standing:
+
+  Amount due Government. From Union Pacific. From Kansas Pacific.
+  Principal                 $27,236,512.00
+  Interest                   31,211,691.75
+                             -------------
+  Total                     $58,448,203.75      $12,891,900.19
+  Less Sinking Fund          18,194,618.26        6,303,000.00
+                             -------------       -------------
+  Balance due               $40,253,585.49       $6,588,900.19
+
+and these amounts were accordingly turned over to the United States
+Government closing the account.
+
+         [Footnote: The agreement In question was signed by Sidney
+         Dillon, President of the Union Pacific Railroad Company;
+         Robert B. Carr, President of the Kansas Pacific Railway
+         Company; W. A. H. Loveland, President of the Colorado Central
+         Railroad Company, and concurred with by Henry Villard and
+         Carlos S. Greeley, Receivers of the Kansas Pacific Railway.
+
+         It provided that the three lines should be operated as one
+         property, under the general direction of the Union Pacific
+         Railroad Company. The gross earnings to be pooled and
+         apportioned between them on certain specified agreed per
+         cents, based on the earnings of the respective roads during
+         the preceding year, the arrangement to be binding for fifty
+         years and to be subject to the approval of the Court in whose
+         hands the Kansas Pacific Railway then was.]
+
+
+
+
+CHAPTER XII.
+
+_The Central Pacific Railroad._
+
+
+Suggested By Theo. D. Judah--Huntington, Crocker and Hopkins--Struggle
+for Congressional Aid--Progress Made.
+
+
+The preceding chapters in tracing the history of the Union Pacific
+Railroad cover in a measure the preliminary events leading up to the
+building of the Central Pacific Railroad,--its connection from Ogden
+West.
+
+In addition to this there is a wealth of incident connected with its
+history that will well repay the student. The following are a few and
+but a very few of its salient points.
+
+For some years previous to the time when the final act was passed by
+Congress--which was to provide those of the western coast with speedy
+and safe communication with the homes of their youth--the question of
+a grand trunk road had been discussed by Californians as a public, and
+as private individuals. Many self-reliant men were sanguine of
+success, could the project be rightly brought before Congress. This
+feeling grew among the people of California, until a man who sought
+office at the hands of the people could not be elected were he not a
+"railroad man," provided that office was one wherein the holder could
+injure the prospects of the proposed road. Through the counties where
+the line was supposed to run, the question was strongly agitated, for
+those counties were expected to assist the undertaking, by voting
+their credit in various sums. So eager were the people of the interior
+of the State to have the enterprise commenced and completed, that they
+were willing to accede to any terms which would insure the success of
+the enterprise and relieve them from the oppression of a powerful
+water monopoly, which controlled a majority of the shipping both via
+the Panama Route and around Cape Horn.
+
+The members of Congress from California knew that their election was
+in part owing to this feeling, and that much was expected of them by
+their constituents. They failed not when the time arrived, but to
+one--A. A. Sargent--more than all others, is California indebted for
+the great work which now binds her to her Eastern sisters.
+
+But we are proceeding too fast, overlooking, but not forgetting,
+another name, none the less honored because the bearer lived not to
+behold the final completion of the work he initiated and so earnestly
+advocated. Theodore D. Judah now sleeps the sleep that knows no
+awaking, but still his presence can be seen and felt in every mile of
+the grand road which his genius brought into being. His name was a
+household word in the West, for thousands knew and appreciated the
+manly spirit and genial mind of the earnest, persistent and sanguine
+Engineer.
+
+In the then little hamlet of Sacramento, dwelt C. P. Huntington,
+"Charley" Crocker, Mark Hopkins, and a few others--warm personal
+friends of Judah--who, often, in the long, winter evenings, gathered
+around the stove in Huntington and Hopkin's store room, and there
+discussed the merits and demerits of the Judah theory. These and some
+other gentlemen became convinced that the engineer was right--that the
+scheme was practicable. They subscribed fifty dollars a piece, and, in
+the summer, Judah and his assistants made a careful survey of the
+passes in the Sierras. This was in the summer of 1860, and in the fall
+the engineer party returned, toil-worn and travel-stained, but vastly
+encouraged and elated with the result of their summer's work. So
+favorable was the report that fifteen hundred dollars were immediately
+raised to be used the following summer in the same manner. The summer
+of 1861 found Judah and his party in the gulches and defiles of the
+Sierras, earnestly prosecuting their labors. The result but confirmed
+the previous report, with, if possible, more encouraging details
+regarding country, cost, etc. Judah then visited many of the principal
+capitalists of San Francisco to obtain subscriptions for the work, but
+failed to obtain a dollar. "But this road--what is it? Nothing that
+concerned them. It did not represent capital. A poor engineer wanted
+to make some money, and had started the idea for that purpose." These
+wise men shook their heads, and sneered at the undertaking. "What can
+they do," said they, "even with their Charter from the State? They
+have no money--they are poor men. It's only a sharp dodge on their
+part. They think the road will be undertaken in time, and then when
+that time arrives, they will stand a chance to sell their Charter and
+realize a few thousands--that's all. But they'll be dead before a
+railroad will be built across the continent." Such was the general
+tone of conversation among moneyed men regarding the road in its
+infancy, and it cannot be denied that the people of California owe
+nothing to the capitalists of their State--not even their thanks--for
+aid in the earliest days of the enterprise. The bone and sinew of the
+people--the mechanic and the merchant, the farmer, laborer and
+miner--did all that could be expected of them. But the capitalists
+held back--and for good reason. They feared that the railroad would
+give the death blow to the monopolies in which they were more or less
+interested. Sacramento alone deserves the credit of having originated
+and brought to a successful completion the Central Pacific Railroad.
+When the State had chartered the Company, when only funds were
+necessary to insure the completion of the work, only two subscriptions
+were obtained in San Francisco, and one of these came from a woman.
+
+In 1862, Judah went to Washington with charts, maps, etc., of the
+road. Sargent was there, as enthusiastic in the support of the measure
+as Judah himself. He drew up the bill under which the road was built.
+James H. Campbell, of Pennsylvania, and Schuyler Colfax (than whose
+there is no more honored name in California,) were his most efficient
+supporters in the House. In the Senate, McDougal, of California,
+Wilson, of Massachusetts, and Morrill, of Maine, also stood manfully
+by the measure. And there was fought the great battle. There,
+enlightened ideas, assisted by young and vigorous intellects, met and
+conquered prejudice and moneyed opposition, and opened a new
+commercial era in the annals of the Union. But it was not accomplished
+without a long and wearying struggle, in which the bull-dog
+pertinacity and fierce grip of Sargent was manifested. Day after day,
+for weary weeks, in the Committee of the Whole, Sargent and Campbell
+stood up alternately, and answered objections as fast as made, in
+short, sharp, close and cutting speeches. And night after night, they
+held interviews with Eastern Senators and Representatives, while at
+their side, supplying them with information on all desired points, sat
+Theodore D. Judah, the engineer, earnest and hopeful to the last.
+Senators did not nor would not believe that the road could or would be
+built. Said Lovejoy, during one of the debates: "Do I understand the
+gentleman from California to say that he actually expects this road
+to be built?" "The gentleman from Illinois may understand me to
+predict that if this bill is passed, the road will be finished within
+ten years," responded Sargent. People can now judge between Lovejoy's
+and Sargent's ideas of the vigor of the West.
+
+The end came, the bill was finally passed, and the news thereof caused
+the hearts of Californians to leap for joy. Ground was broken at
+Sacramento, and work was commenced immediately. Another battle was to
+be fought, a financial one. Before they could receive any aid from the
+Government, forty miles of road must be built and stocked, which would
+cost at least four million dollars, for that forty miles carried the
+road far up among the Sierras, through a great portion of their heavy
+work. Money was "tight"--in fact it always is when a man wants
+some--commanding two per cent. per month in California. The
+corporators put in their entire fortunes. The city of San Francisco
+issued bonds in assistance of the work; the State and several counties
+also rendered material aid, but all combined was but a trifle compared
+to what was required. C. P. Huntington, then Vice-President of the
+road, went to New York for aid, but among the capitalists there he met
+the same answer that had been given to Judah by the moneyed men of San
+Francisco. Finally, he met with Fisk and Hatch, dealers in government
+stocks. They feared not the result of the scheme. These energetic
+capitalists with the promptness of young and active minds--while
+older capitalists were questioning whether there was really a serious
+intention of building the road--pledged their faith to furnish the
+Company with what money they required and when they required it. The
+sum ranged from five million dollars to twenty million dollars per
+year; but they failed not, the money was always ready. The success of
+the enterprise was now assured. The bonds of the Company were put on
+the market, and advanced rapidly in price, and soon the Company had at
+their command all needful funds.
+
+When the summit of the Sierras was reached, the road was pushed
+rapidly forward. But long ere this was gained, when the Company was
+toiling among the mountains, jeers and taunts of derision could be
+found in plenty in the columns of California newspapers. "The Dutch
+Flat Swindle," as the road was termed by some of these far sighted
+journalists--when the Company was laboring to overcome the heavy grade
+near that town--has passed into a byword in California, and now is
+suggestive of success. The route, after the "summit" was gained, was
+then comparatively easy, and rapid progress was made. The Chinese
+laborers, who had worked on the road from first to last, drove the
+work forward, and on May 10th, 1869, the roads met on Promontory
+Point, six hundred and ninety miles from Sacramento. The following
+will show the number of miles completed during each year: In
+1863-1864-1865, twenty miles each year; in 1866, thirty miles; in
+1867, forty-six miles; in 1868 three hundred and sixty-three miles; in
+1869, one hundred and ninety-one miles.
+
+
+
+
+Appendix I.
+
+_Roster Union Pacific Railroad._
+
+
+    PRESIDENT.
+
+    W. B. Ogden, Elected                      Sept., 1862.
+    Jno. A. Dix, Elected                       Oct., 1863.
+    Oliver Ames, Elected                       June, 1868.
+    Thos. A. Scott, Elected                   April, 1871.
+    Horace F. Clark, Elected                  March, 1872.
+    Jno. Duff, Elected                         July, 1873.
+    Sidney Dillon, Elected                     June, 1874.
+    Chas. Francis Adams, Elected               June, 1884.
+    Sidney Dillon, Elected                     Dec., 1890.
+    S. H. H. Clark, Elected                     May, 1892.
+    H. G. Burt, Elected                        Jan., 1898.
+    E. H. Harriman, to date.
+
+
+    VICE PRESIDENT.
+
+    Thos. C. Durant, Elected                   Oct., 1863.
+    Jno. Duff, Elected                          May, 1869.
+    Elisha Atkins, Elected                      May, 1874.
+    Tom Potter, Elected                         May, 1887.
+    W. H. Holcomb, Elected                     Oct., 1888.
+    S. H. H. Clark, Elected.                    May, 1891.
+    Elisha Atkins, Elected                     Nov., 1892.
+    O. W. Mink, Elected                       March, 1898.
+    W. M. D. Cornish, Elected                  July, 1898.
+
+
+    2ND. VICE PRESIDENT.
+
+    S. R. Callaway             Sept., 1884, to June, 1887.
+    O. M. Lane                   May, 1889, to Oct., 1891.
+    O. W. Mink                  May, 1893, to March, 1898.
+
+
+    3RD. VICE PRESIDENT.
+
+    Thos. L. Kimball            Nov., 1889, to Aug., 1891.
+
+
+    SECRETARY.
+
+    H. V. Poor, Elected                        Sept., 1862.
+    Chas. Tuttle, Elected                       Oct., 1863.
+    E. H. Rollins, Elected                      June, 1869.
+    H. McFarland, Elected                      March, 1877.
+    Alex. Millar, Elected                      April, 1889.
+
+
+    TREASURER.
+
+    T. W. Olcott, Elected                      Sept., 1862.
+    Jno. J. Cisco, Elected                      Oct., 1863.
+    J. M. S. Williams, Elected                  June, 1869.
+    E. H. Rollins, Elected                       May, 1872.
+    H. McFarland, Elected                      April, 1877.
+    Jas. G. Harris, Elected                    April, 1889.
+    F. V. S. Crosby, Elected                    Feb., 1899.
+
+
+    GENERAL MANAGER.
+
+    Thos. C. Durant                Oct., 1863 to May, 1869.
+    S. H. H. Clark               Aug., 1878 to Sept., 1884.
+    S. R. Callaway                 Oct., 1884 to May, 1887.
+    Tom Potter                     May, 1887 to July, 1887.
+    Thos. L. Kimball             March, 1888 to Nov., 1889.
+    E. Dickinson                   Dec., 1889 to May, 1890.
+    S. H. H. Clark               Jan., 1891 to April, 1893.
+    E. Dickinson                               April, 1893.
+    A. L. Mohler, to date.
+
+
+    ASSISTANT GENERAL MANAGER.
+
+    Thos, L, Kimball              Nov., 1880 to July, 1884.
+    G. M. Cummings                Jan., 1887 to Dec., 1887.
+    C. S. Mellen                 Nov., 1888 to March, 1889.
+    G. M. Cummings               March, 1889 to Dec., 1889.
+    E. Dickinson                  Feb., 1889 to Dec., 1889.
+    W. H. Holcomb                  Dec., 1890 to May, 1891.
+    E. Dickinson                  May, 1891 to April, 1893.
+
+
+    GENERAL SUPERINTENDENT.
+
+    G. M. Dodge                    Oct., 1863 to May, 1867.
+    W. Snyder                      May, 1867 to July, 1869.
+    C. G. Hammond                Sept., 1869 to Oct., 1870.
+    T. E. Sickles                  Nov., 1870 to May, 1872.
+    S. H. H. Clark                June, 1874 to Aug., 1878.
+    Sylvester T. Smith            Nov., 1884 to June, 1887.
+    E. Dickinson                 July, 1887 to March, 1889.
+
+
+    ASSISTANT GENERAL SUPERINTENDENT.
+
+    H. M. Hoxie                                 Aug., 1869.
+    C. M. Mead                   Sept., 1869 to Dec., 1870.
+    S. H. H. Clark               Sept., 1871 to June, 1874.
+    E. Dickinson                  Nov., 1884 to Aug., 1887.
+
+
+    TRAFFIC MANAGER.
+
+    Thos. L. Kimball             Aug., 1884 to Sept., 1887.
+    C. S. Mellon                March, 1889 to April, 1892.
+
+
+    FREIGHT TRAFFIC MANAGER.
+
+    E. P. Vining                  Nov., 1882 to Jan., 1884.
+    J. A. Munroe                        Oct., 1892 to date.
+
+
+    ASST. GENERAL TRAFFIC MANAGER.
+
+    P. P. Shelby                 Jan., 1886 to Sept., 1887.
+    J. A. Munroe                 Nov., 1889 to March, 1891.
+    B. Campbell                  July, 1890 to March, 1891.
+
+
+    GENERAL PASSENGER AGENT.
+
+    Webster Snyder                 Oct., 1865 to May, 1867.
+    C. D. Whitcomb                June, 1868 to Jan., 1869.
+    Francis Colton                 Nov., 1869 to Dec, 1870.
+    Thos. L. Kimball             March, 1871 to Nov., 1880.
+    J. W. Morse                  Nov., 1880 to Sept., 1887.
+    J. S. Tebbets               Sept., 1887 to March, 1889.
+    E. L. Lomax                        March, 1889 to date.
+
+
+    GENERAL TICKET AGENT.
+
+    Jos. Budd                     Feb., 1869 to Oct., 1869.
+    Thos. L. Kimball             April, 1872 to Nov., 1880.
+    C. S. Stebbins               Nov., 1880 to Sept., 1887.
+
+
+    ASST. GENERAL PASSENGER AGENT.
+
+    Beverly R. Keim              Sept., 1870 to Jan., 1871.
+    W. C. Thompson               Feb., 1871 to April, 1873.
+    C. S. Stebbins               April, 1880 to Jan., 1881.
+    S. B. Jones                    May, 1881 to Nov., 1887.
+    E. L. Lomax                 Sept., 1887 to March, 1889.
+    T. W. Lee                   March, 1889 to April, 1891.
+    J. W. Scott                   Nov., 1889 to Nov., 1891.
+    W. H. Hurlburt               March, 1891 to Aug., 1894.
+    B. H. Payne                 March, 1894 to April, 1895.
+    S. H. Hutchison               Feb., 1898 to July, 1900.
+    Garret Fort                        Sept., 1900 to date.
+
+
+    GENERAL FREIGHT AGENT.
+
+    S. H. H. Clark               June, 1868 to Sept., 1868.
+    E. F. Test                    Oct., 1868 to Feb., 1869.
+    H. Brownson                  March, 1869 to July, 1870.
+    W. M. Martin                  Aug., 1870 to Dec., 1870.
+    H. Brownson                  March, 1869 to July, 1870.
+    E. P. Vining                  Oct., 1871 to Nov., 1882.
+    P. P. Shelby                  Nov., 1882 to Jan., 1886.
+    J. A. Munroe                  Jan., 1886 to Dec., 1889.
+    J. S. Tebbets                 Dec., 1889 to Nov., 1890.
+    F. B. Whitney                Aug., 1890 to March, 1891.
+    J. A. Munroe                 March, 1891 to Nov., 1892.
+    Elmer H. Wood                        July 1898 to date.
+
+
+    AUDITOR.
+
+    B. F. Ham
+    J. W. Gannett                  May, 1872 to July, 1873.
+    H. B. Wilbur                  July, 1873 to Dec., 1873.
+    J. W. Gannett                  Dec., 1873 to July 1883.
+    E. W. Young                         July, 1883 to date.
+
+
+    Among the SUPERINTENDENTS and DIVISION SUPERINTENDENTS
+    were:
+
+    J. M. Barr, R. Blickensderfer, J. O. Brinkerhoff, W. H. Baldwin,
+    Jr., S. H. H. Clark, C. H. Chappel, J. N. Campbell, G. M.
+    Cummings, J. K. Choate, H. Dorrance, W. B. Doddridge, E.
+    Dickinson, A. A. Egbert, L. Fillmore, C. W. Fisher, W. E.
+    Green, W. W. Hungerford, D. S. Ives, C. W. Johnson, R. Law,
+    P. I. Nichols, J. T. Odell, C. F. Resseguie, J. Rapelje, W. W.
+    Riter, C. J. Smith, C. E. Wartele, D. V. Warren, E. W. Weed.
+
+
+_Roster Kansas Pacific Railway._
+
+    PRESIDENT.
+
+    Jno. D. Perry                        1865 to May, 1871.
+    R. E. Carr                    June, 1871 to Aug., 1876.
+    A. Meier                      Aug., 1876 to Nov., 1876.
+    Sidney Dillon                  Aug., 1879 to May, 1880.
+
+
+    VICE PRESIDENT.
+
+    A. Meier                            1865 to Aug., 1876.
+    T. F. Oakes                   Aug., 1876 to Nov., 1876.
+    D. M. Egerton                  Aug., 1879 to May, 1880.
+    R. E. Carr (2nd Vice Pres.)  March, 1871, to May, 1871.
+
+
+    SECRETARY.
+
+    C. B. Lamborn                June, 1868 to Sept., 1874.
+    D. M. Edgerton               Sept., 1874 to Nov., 1876.
+    A. H. Calif                    Aug., 1879 to May, 1880.
+
+
+    TREASURER.
+
+    Gen. W. J. Palmer              June, 1868 to May, 1869.
+    C. S. Greeley                 June, 1869 to Nov., 1876.
+    J. M. Ham                      Aug., 1879 to May, 1880.
+
+
+    GENERAL MANAGER.
+
+    R. E. Carr                    Dec., 1876 to Aug., 1878.
+
+
+    GENERAL SUPERINTENDENT.
+
+    A. Anderson                     May, 1869 to May, 1870.
+    Ed. S. Bowen                  June, 1871 to Nov., 1874.
+    O. S. Lyford                  Dec., 1874 to Nov., 1876.
+    T. F. Oakes                  Nov., 1876 to April, 1879.
+    Syl. T. Smith                  July, 1879 to May, 1880.
+
+
+    ASST. GENERAL SUPERINTENDENT.
+
+    E. D. Meier                        1867 to April, 1869.
+    Geo. Noble                     May, 1871 to Feb., 1874.
+
+
+    AUDITOR.
+
+    Syl. T. Smith                  May, 1869 to Dec., 1878.
+    H. C. Clements                July, 1879, to May, 1880.
+
+
+    GENERAL PASSENGER AND TICKET AGENT.
+
+    J. M. Webster                June, 1868, to Feb., 1869.
+    R. B. Gemmell                June, 1870, to Feb., 1871.
+    B. R. Keim                  March, 1871, to July, 1876.
+    E. A. Parker                 July, 1876, to Nov., 1876.
+    Peter B. Groat              March, 1878, to Dec., 1879.
+    D. E. Cornell                Jan., 1877, to July, 1878.
+    Thos. L. Kimball              Dec., 1879, to May, 1880.
+
+
+    GENERAL FREIGHT AGENT.
+
+    J. M. Webster                June, 1868, to Feb., 1869.
+    R. B. Gemmell                June, 1870, to Dec., 1870.
+    T. F. Oakes                  Jan., 1871, to Dec., 1876.
+    John Muir                     Jan., 1877, to May, 1880.
+
+
+
+
+APPENDIX II.
+
+_Statistics Union Pacific Railroad._
+
+
+The following is a statement of the gross earnings and operating
+expenses of the line for the fiscal year, ending June 30th, of the
+years named below:
+
+  Year.        Gross           Operating     U.P.R.R.    U.P. Sys.
+              Earnings.        Expenses.     Mileage.    Mileage.
+
+   1865 Up to April 1st, 1867, road was         ....       ....
+   1866 in the hands of and run by contractors  ....       ....
+   1867 ... $4,812,155.80        .........       550       ....
+   1868 ...  5,066,651.61        .........       700       ....
+   1869 ...  6,663,851.16                       1038       ....
+   1870 ...  8,408,723.24      6,078,932.30     1039       ....
+   1871 ...  7,240,833.78      3,502,648.49     1032       ....
+   1872 ...  8,892,605.00      4,800,573.00     1032       ....
+   1873 ...                    4,974,861.02     1038       ....
+   1874 ...                    4,854,703.00     1038       ....
+   1875 ...                    4,982,047.00     1038       ....
+   1876 ...                    5,268,211.29     1039       ....
+   1877 ...                    5,273,421.69     1042       1125
+   1878 ...                    5,376,586.00     1042       1618
+   1879 ...                    5,475,503.00     1042       1865
+   1880 ...                   10,545,119.00     1825       2854
+   1881 ...                   12,480,343.00     1821       4270
+   1882 ...                   10,727,049.00     1819       4696
+   1883 ...                   10,354,531.00     1835       6166
+   1884 ...                    8,895,152.00     1832       5627
+   1885 ...                    9,050,355.20     1832       5712
+   1886 ...                                     1832       4509
+   1887 ...                                     1824       4623
+   1888 ...                                     1824       ....
+   1889 ...                                     1824       ....
+   1890 ...                                     1824       ....
+   1891 ...                                     1822       ....
+   1892 ...                                     1822       ....
+   1893 ...                                     1823       ....
+   1894 ...                                     1823       ....
+   1895 ...                    9,939,907.00     1823       ....
+   1896 ...                    9,347,672.00     1823       ....
+   1897 ...                                     1823       ....
+   1898 ...                                     1849       ....
+   1899 ...                                     ....       ....
+   1900 ... 23,046,907.33     12,554,328.96     2968       5877
+
+
+_Statistics Kansas Pacific Railway._
+
+Following statement shows gross earnings, operating expenses
+(including taxes), of the line up to its consolidation with the Union
+Pacific Railroad in January, 1880.
+
+                Gross            Operating     K.P.       Owned or
+  Year.        Earnings.         Expenses.    Mileage.   Controlled.
+
+  1867      $1,816,458.11     $1,199,534.16     234[A]      .....
+  1868       1,910,161.83      1,346,494.20     403[A]      .....
+  1869       2,225,850.11      1,386,180.02     439[A]      .....
+  1870       3,360,786.61      2,480,040.46     552[A]      .....
+  1871       3,312,517.83      2,302.589.96     673         .....
+  1872       3,723,713.18      2,229,265.77     673         .....
+  1873       3,563,299.49      2,116,990.59     673         .....
+  1874       3,356,749.95      1,671,045.57     673         .....
+  1875       3,363,760.46      1,790,879.95     673         .....
+  1876       3,000,800.66      1,782,818.53     673         .....
+  1877       3,284,734.06      1,916,956.74     673         .....
+  1878       3,610,224.00      2,411,562.00     677         .....
+  1879       4,873,729.00      ............     677         .....
+
+          [Footnote A: Average number miles operated.]
+
+
+_Statistics Kansas Pacific Railway._
+
+The following statement shows the number of Engines and cars owned
+during the years named:
+
+                             Baggage            Total
+                  Passenger  Mail and  Freight  Number
+  Year.  Engines.  Coaches.  Express.   Cars.    Cars.
+
+  1869     29        21         10       782      813
+  1870     50        35         11      1025     1071
+  1871     76        42         15      1048     1139
+  1872     88        47         19      1070     1136
+  1873     88        53         18      1040     1145
+  1874     88        55         18      1163     1236
+  1875     88        44         18      1107     1204
+  1876     88        43         18      1078     1110
+  1877     88        41         16      1153     1257
+  1878     88        42         17      1307     1382
+  1879     94        41         17      1280     1396
+
+
+
+
+APPENDIX III.
+
+_Nomenclature of the Union Pacific Railroad._
+
+
+There are two versions of the name Union Pacific. One that it was the
+expression of the union sentiment prevalent among its projectors and
+builders, it being named during the dark and gloomy days of the War of
+the Rebellion; the other being that the whole project was the union of
+many and varied projects all looking to the building of a Pacific
+Railroad, and it was natural that the proposition that embraced them
+all should be called the "Union Pacific." We would rather believe it
+was somewhat of both these reasons that brought about the name in
+question.
+
+COUNCIL BLUFFS, IA.--Received its name from a council being held there
+in 1804 between Lewis and Clark's Expedition and a party of Ottoe and
+Missouri Indians.
+
+OMAHA, NEB.--Named after a tribe of Indians variously known as Mahas
+or Omahas.
+
+PAPILION, NEB.--Called after the creek on which it is located, named
+by Lewis and Clark and derived from a Latin word meaning butterfly.
+
+MILLARD, NEB.--Named ofter the Hon. Ezra Millard, a prominent citizen
+of Omaha in the early days.
+
+ELKHORN, NEB.--So called from the Elkhorn River near by.
+
+FREMONT, NEB.--Named after Gen'l. Fremont, the "Pathfinder."
+
+AMES, NEB.--Named after Oliver Ames, one of the prominent men in the
+history of the road. The place was originally called Ketchum.
+
+NORTH BEND, NEB.--So named from a northward bend in the Platte River.
+
+SCHUYLER, NEB.--Named after Schuyler Colfax, Vice-President of the
+United States.
+
+COLUMBUS, NEB--Was first settled by a party of Germans from Columbus,
+Ohio, who named it after their old home.
+
+CLARK, NEB.--Called after S. H. H. Clark, Gen'l Supt. of the road
+while it was being constructed.
+
+CENTRAL CITY, NEB.--Originally called Lone Tree. Named Central City
+owing to the "Nebraska Central R. R." making connection there with the
+Union Pacific.
+
+CHAPMAN, NEB.--Called after a roadmaster of that name.
+
+LOCKWOOD, NEB.--Named after a storekeeper of that name located there
+in the early days.
+
+GRAND ISLAND, NEB.--Named after an island in the Platte River.
+
+WOOD RIVER, NEB.--Called after a stream of that name adjacent to the
+town.
+
+SHELTON, NEB.--Named after the cashier of the Company at Omaha.
+
+KEARNEY, NEB.--Named after Gen'l Kearney of Mexican War fame. Was the
+site of Old Ft. Kearney established in 1858 for the protection of the
+Overland Route.
+
+COZAD, NEB.--Named after a gentleman from Cincinnati, Ohio, who
+purchasing 40,000 acres from the railroad laid out the town.
+
+WILLOW ISLAND, NEB.--So named from the large number of willow bushes
+on an island in the Platte River near by.
+
+BRADYS ISLAND, NEB.--From an adjacent island in the Platte River.
+
+OGALLALA, NEB.--From the Ogallala, a division of the Sioux or Dacotah
+tribe of Indians, of which Spotted Tail was the most famous chief. The
+word means "throwing at or into."
+
+BRULE, NEB.--From the Brule Sioux. Red Cloud was its most famous
+chief. The word is French meaning "burnt." They call themselves "Burnt
+thighs."
+
+BIG SPRINGS, NEB.--Named after several large springs in the vicinity.
+A noted camping ground on the Overland.
+
+JULESBURG, NEB.--Named after an agent of the Overland Mail Co.,
+variously referred to as Jules Bernard, Jules Beni, Jules Burg or
+Dirty Jules, who was at one time agent of the Stage Company at that
+point.
+
+LODGE POLE, COLO.--From a stream of that name which the railroad
+follows for some little distance.
+
+SIDNEY, NEB.--Named after Sidney Dillon, at one time president of the
+Union Pacific.
+
+BROWNSON, NEB.--Called after a former General Freight Agent of the
+Company.
+
+KIMBALL, NEB.--Named after Thos. L. Kimball, General Passenger Agent,
+and afterwards General Manager.
+
+PINE BLUFFS, WYO.--Takes its name from the stunted growth along the
+adjacent bluffs.
+
+HILLSDALE, WYO.--Named after an engineer, (Hill) who was killed here
+during the preliminary survey.
+
+CHEYENNE, WYO.--From an Indian Tribe of that name. The word is
+supposed to be derived from the French "Chien" a dog and to mean Dog
+soldier. Other authorities connect it with the Indian word "Shallana"
+meaning red or red man.
+
+BUFORD, WYO.--Named after old Ft. Buford.
+
+SHERMAN, WYO.--The highest point on the line named after the tallest
+General (Sherman) in the Union Army.
+
+TIE SIDING, WYO.--Vast quantities of ties were shipped from this point
+for use in the construction, they coming from the mountains in the
+vicinity.
+
+LARAMIE, WYO.--The name comes from Jacques Laramie, a fur trader who
+was killed in this vicinity by the Indians in 1820.
+
+MEDICINE BOW, WYO.--From the Medicine Bow Mountains among which it is
+situated.
+
+FT. STEELE, WYO.--From Ft. Fred Steele, established in 1868 on the
+same site.
+
+RAWLINS, WYO.--Named after Gen. Jno. A. Rawlins, Gen'l Grant's, Chief
+of Staff and his First Secretary of War.
+
+CRESTON, WYO.--So called from being the crest of the Rocky Mountains.
+
+GREEN RIVER, WYO.--From the river of that name whose waters run
+through a green shale, and while not discoloring the water impart that
+shade to the river.
+
+BITTER CREEK, WYO.--From the creek of that name so called from the
+character of its water.
+
+GRANGER, WYO.--Named after an old settler, a Mr. Granger.
+
+OGDEN, UTAH.--Named after Peter Ogden, an attache of the Hudson Bay
+Co., who lived in this vicinity in the (18) thirties.
+
+
+
+
+APPENDIX IV.
+
+_Paddy Miles' Ride._
+
+
+     The following is taken verbatim from a prominent newspaper
+     of 1869, and is a very excellent illustration of the style
+     of writing prevalent at that time.
+
+
+Mr. Miles, or "Paddy" as he was familiarly called, was foreman to the
+Casement Brothers, who laid the track of the Union Pacific Railroad.
+One morning, Paddy started down Echo Canon with a long train of flat
+cars, sixteen in number, loaded with ties and iron rails for the road
+below Echo City, where were then, as now, the station, switches, etc.
+The reader will remember that, from the divide to the mouth of Echo
+Canon is heavy grade, no level space on which cars would slack their
+speed.
+
+The train had proceeded but a few miles down the canon, going at a
+lively rate, when the engineer discovered that the train had parted,
+and four loaded cars had been left behind. Where the train parted the
+grade was easy, hence that portion attached to the locomotive had
+gained about half a mile on the stray cars. But when discovered, they
+were on heavy grade and coming down on the train with lightning speed.
+What was to be done? The leading train could not stop to pick them up,
+for, at the rate of speed at which they were approaching, a collision
+would shiver both trains, destroying them and the lives of those on
+board.
+
+There were two men, Dutchmen, on the loose cars, who might put on the
+brakes, and stop the runaway. The whistle was sounded, but they heard
+it not; they were fast asleep, behind the piles of ties. On came the
+cars, fairly bounding from the track in their unguided speed, and away
+shot the locomotive and train. Away they flew, on, around curves and
+over bridges, past rocky points and bold headlands; on with the speed
+of the wind, but no faster than came the cars behind them.
+
+"Let on the steam," cried Paddy, and with the throttle chock open, and
+wild terrible screams of the whistle, the locomotive plunged through
+the gorge, the mighty rocks sending back the screams in a thousand
+ringing echoes.
+
+"Off with the ties," shouted Paddy, once more, as the whistle shouted
+its warning to the station men to keep the track straight and free,
+for there was no time to pause--that terrible train was close on to
+them, and if they collided, the canon would have a fearful item added
+to its history. On went the train past the side-tracks, the almost
+frantic men throwing off the ties, in hopes that some of them would
+remain on the track, throw off the runaways, and thus save the forward
+train. Down the gorge they plunged, the terror keeping close by them,
+leaping along--almost flying, said one, who told us the tale--while
+the locomotive strained every iron nerve to gain on its dreaded
+follower. Again the wild scream of the locomotive of "Switches open,"
+rung out on the air and was heard and understood in Echo City. The
+trouble was surmised, not known, but the switches were ready, and if
+the leading train had but the distance it could pass on and the
+following cars be switched off the track, and allowed to spend their
+force against the mountain side. On shot the locomotive, like an arrow
+from the bow, the men throwing over the ties until the train was well
+nigh unloaded, when just as they were close to the curve by which the
+train arrives at the station, they saw the dreaded cars strike a tie,
+or something equally of service, and with a desperate plunge rush down
+the embankment, some fifteen feet, to the little valley, and creek
+below. "Down breaks," screamed the engine, and in a moment more the
+cars entered Echo City, and were quietly waiting on the sidetrack for
+further developments. The excited crowd, alarmed by the repeated
+whistling, was soon informed of the cause of these screams, and
+immediately went up the track to the scene of the disaster, to bring
+in the dead bodies of the unfortunate Dutchmen, who were surely
+crushed and torn in pieces. When they arrived at the scene of the
+disaster, they found the poor unfortunates sitting on the bank,
+smoking their pipes and unharmed, having just woke up. The first they
+knew of the trouble was when they were pitched away from the broken
+cars on the soft green sward. The debris of car frames, wheels and
+ties gave them the first intimation they had received that something
+was the matter.
+
+
+
+
+APPENDIX V.
+
+
+The following verbatim report of the engineer in charge of a surveying
+party on the Kansas Pacific Railway in 1869 will illustrate the
+difficulties encountered by those engaged in building the Pacific
+Railroads.
+
+  Engineer's Office.
+  Phil Sheridan, June 20th, 1869.
+
+  Colonel William H. Greenwood,
+  Chief Engineer, Kansas Pacific Railway.
+
+  Sir:--
+
+On resuming the location of the line up the North Fork of the Smoky,
+on Monday last, I made the change in the line mentioned in my last
+report.
+
+Commencing as far back as Station three hundred and forty-five, and
+producing tangent to Station four hundred and thirty-eight by
+twenty-seven. We then bore to the left with a two degree curve and
+continued to Station five hundred and forty-one, leaving the line for
+the night. The location of the line was continued on Tuesday to
+Station seven hundred and nine and ninety-five hundredths, making a
+total distance from Sheridan of eight and nine-tenths miles. The line
+is an easy one for gradients; no heavy work occurs on it, but the many
+crossings of the stream obtained, make frequent bridges necessary.
+These should be of such a character as to allow a water-way of at
+least thirty feet, but bridges of simple construction could be used,
+stone of any kind being difficult to obtain. The soil is sandy and
+easily worked, but will make a substantial road-bed. Having received
+your verbal orders to run a rapid line from a point west of here on
+the North Fork, where that valley makes its deflection to the South,
+eastward to the three hundred and eighty-fifth mile post, I provided
+myself with ten days' supplies and rations, and on Wednesday, the
+sixteenth, moved up the North Fork as rapidly as the nature of the
+ground permitted, camping at night near the four hundred and
+twenty-fourth mile, on Mr. Reynold's preliminary line. Before camp was
+fully arranged, a heavy squall struck it, tearing down all the tents,
+destroying one old one used as a cook tent and injuring some of the
+new ones. The herd was also stampeded, but was recovered without loss.
+The next morning I went up the valley about ten miles and ascended the
+divide to take observations. I found the course of the valley here was
+south of west and continued four miles westward. Several large
+branches, with deep, broad valleys, almost as large as the main
+stream, came in from the North, which it would be impracticable to
+cross. I returned, therefore, to a point in the valley near the four
+hundred and thirtieth mile of Mr. Reynold's line, where ascent from
+the valley seemed easy, and commenced my line at Station fifteen
+hundred and fifty-seven by eighty-three and ascended to an upper
+plateau in about one and a half miles, with a grade of fifty-two and
+eight-tenths feet per mile. I then turned to about Magnetic east, and
+we held this course with some deflections northward until night. This
+day's work, some six miles, is extremely heavy, the first two miles
+averaging about forty thousand cubic yards of earthwork each. On
+Friday we continued the line, swinging more to the northward, as the
+heavy ravines and rough country forced us away from our course.
+Running ten miles, we found a good camping place at end of line, at
+night, in a large branch of the North Fork, (the same which comes in
+two miles west of Sheridan), where there were numerous large ponds of
+water, the drainage from the late rains. The line during the day had
+crossed the water courses at that immediate level, between the heavy
+breaks near the divide and those near their outlets; still, the work
+is very heavy, the crossings being wide and deep. Any attempt to
+improve the line would only result in throwing it northward to the
+divide, coinciding with your preliminary line of 1867. At the end of
+the work, Friday, I obtain a grade of sixty-three feet per mile for
+six thousand and one hundred feet with extremely heavy work on
+straight lines. Saturday morning we made one and a half miles further
+and were obliged to abandon the line for the day. On seventeen miles
+of this work we obtain average per mile:
+
+  Excavation          5,500 cubic yards.
+  Embankment          9,600 cubic yards.
+     Total per mile  15,100 cubic yards.
+
+I have suggested in the transit notes a change for three or four
+miles, which will save considerable work and improve the alignment
+materially.
+
+On Saturday morning while looking up the line about two miles ahead of
+the party, I was attacked by ten mounted Indians who came out of a
+ravine and were very close before I discovered them. My horse was
+wounded by a pistol ball in the hip at the first start, but I was able
+to dodge them and was gaining enough distance to enable me to dismount
+and fight them on foot, when another party, about forty in number cut
+me off in front and surrounded me, leaving as I supposed, no chance of
+escape.
+
+Shooting down the nearest as they closed in, my horse, though wounded
+in four places and drenched in blood, carried me bravely and broke
+through their line, they closing up in my rear. One having a fast
+horse closed in with me as mine stumbled and partially fell. He
+emptied his revolver at me, but without other effect than to tear my
+clothes, then striking me on the head with his lance-staff told me in
+good English to "come off," which, under the circumstances, I did not
+feel justified in doing. Having him then in good range, I placed my
+gun against his side and fired, shooting him diagonally through the
+body and dismounting him.
+
+Feeling my horse giving away I threw myself from the saddle and
+catching the nearest Indian as he turned disabled him so that he fell
+to the ground in a short distance.
+
+They were now all scattering under whip and spur, having turned the
+moment I leaped from my horse. I had now come in sight of the party
+and observed a fresh band endeavoring to cut off the level party and
+back flagman.
+
+Mr. Morton (rear flag) finding his pony too much excited to be managed
+jumped off, successfully repelling the Indians with his carbine.
+Messrs. Schuyler and McCarty, rodmen, went to his assistance, though
+only armed with small revolvers. The Indians shooting as they passed,
+struck Mr. Schuyler in the leg, the ball passing through the fleshy
+part of the thigh, wounding him severely, but not seriously.
+
+The mules of the line wagon becoming unmanageable were unhitched and
+fastened to the wagon securely while the instruments were being
+secured and preparations made for a general attack. By the time I had
+reached the wagon the men were concentrated and prepared for any
+attack in force. The Indians now molested us but little, occasionally
+making a dash and firing a few shots then dashing away again. We moved
+slowly towards camp keeping out-flankers and in a short distance met
+Lieutenant Smith with a few dismounted men. The first alarm being
+given by Morton's pony coming in followed close by a few of the red
+devils, camp had been struck and the wagons loaded preparatory to
+moving out to meet us. An attempt was made to stampede the stock, but
+it resulted in a miserable failure, the Spencer carbines of Lieutenant
+Smith's detachment telling with effect.
+
+As it was unwise to separate the force, and as Mr. Schuyler's wound
+needed attendance, we deemed it best to come into Sheridan, it being
+only fifteen miles. I cannot too highly commend the conduct of the
+men, they were all cool and ready. Messrs. McCarty, Morton, Schuyler,
+Scott and Wheeler (leveler), were especially noticeable for presence
+of mind and cool courage at a very critical moment. Lieutenant Smith
+and his men, by prompt and vigorous action alone, saved the stock and
+rendered the safety of the line wagon certain. About seventy Indians
+were engaged, of whom four are known to be killed. Several others
+seemed hurt from their actions though nothing certain is known.
+
+The fight has demonstrated to me the inefficiency of our escorts and
+the need of more men upon the line, especially with the front and rear
+flag and level party.
+
+These men, engaged as they are, have no chance to observe any
+movements about them and could be surprised very easily and shot down
+without an opportunity of defense. The fact of my being surprised
+myself, and allowing these Indians to get behind me and within fifty
+and seventy-five yards before discovering them, although always on the
+lookout, proves that we cannot feel safe without extraordinary
+precautions. My horse was severely wounded, but was able to come in
+here where he will receive every attention and will in a short time, I
+think, be fit for service--say one or two months. I must repeat
+urgently what I have before reported, the necessity for a good strong
+horse, fast enough to outrun an Indian pony, strong enough to carry my
+heavy weight, with endurance to keep up his speed for miles if
+necessary, and hardy enough to stand constant hard riding such as will
+enable me to see all of the country as we pass it.
+
+Our loss in property was as follows:
+
+  Two shovels--(abandoned from necessity.)
+  One flag--
+  One chain--overlooked and left lying on the ground.
+  Private loss.--One field glass (mode of loss unknown, probably
+    cut off by a ball.)
+  One spur--(cut off by ball, saving the foot.)
+
+Part of this property may be recovered.
+
+I shall start on the line again tomorrow and try and get through to
+Carlyle Station.
+
+I omitted last week to report some changes in the party.
+
+I have been too much occupied as yet to send in an estimate for my
+supplies for the month of July, but will do so from Monument Station.
+
+          Very Respectfully,
+
+                                        Howard Schuyler,
+                                        Resident Engineer.
+
+
+
+
+
+End of the Project Gutenberg EBook of The Story of the First
+Trans-Continental Railroad, by W. F. Bailey
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+
+The Project Gutenberg EBook of The Story of the First Trans-Continental
+Railroad, by W. F. Bailey
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Story of the First Trans-Continental Railroad
+       Its Projectors, Construction and History
+
+Author: W. F. Bailey
+
+Release Date: September 14, 2007 [EBook #22598]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK FIRST TRANS-CONTINENTAL RAILROAD ***
+
+
+
+
+Produced by David Edwards, Christine P. Travers and the
+Online Distributed Proofreading Team at https://www.pgdp.net
+(This book was produced from scanned images of public
+domain material from the Google Print project.)
+
+
+
+
+
+
+</pre>
+
+
+<p class="tn">Transcriber's note: Obvious printer's errors have been corrected, all
+other inconsistencies are as in the original. Author's spelling has
+been maintained.</p>
+
+
+<h1>The Story of the<br>
+  First Trans-continental<br>
+  Railroad</h1>
+
+<p class="center">Its projectors, construction<br>
+  and history</p>
+
+<p class="p4 center">"I Fed the Men who Built It"</p>
+
+<p class="p4 center">Compiled and Published by<br>
+  W. F. BAILEY</p>
+
+<a id="img001" name="img001"></a>
+<div class="figcenter">
+<img src="images/img001.jpg" width="200" height="197" alt="Buffalo" title="">
+</div>
+
+<p class="p4 center smaller">Copies of this work may be procured at $2.00 each
+  from either the Compiler, Fair Oaks, California,
+  or from the Printers, the Pittsburgh Printing Co.,
+  518-520 Seventh Avenue, Pittsburgh, Penna.</p>
+
+<p class="center smaller"><span class="smcap">Copyright</span> 1906<br>
+  BY<br>
+  W. F. BAILEY</p>
+
+<p class="center smaller">Press of<br>
+  PITTSBURGH PRINTING CO.</p>
+
+<a id="toc" name="toc"></a>
+<h2><span class="pagenum"><a id="page003" name="page003"></a>(p. 003)</span> TABLE OF CONTENTS.</h2>
+
+<ul class="toc">
+<li style="list-style-type: none"><span class="smcap">Chapter</span></li>
+<li value="1"><a href="#page009">The Project and its Projectors,</a></li>
+<li><a href="#page021">The Proposition in Congress,</a></li>
+<li><a href="#page031">Mostly Financial,</a></li>
+<li><a href="#page042">Commencement of the Work,</a></li>
+<li><a href="#page050">Progress Made,</a></li>
+<li><a href="#page069">Indian Troubles during Construction,</a></li>
+<li><a href="#page079">The Builders,</a></li>
+<li><a href="#page092">Completion of the Line,</a></li>
+<li><a href="#page103">The Kansas Division (Kansas Pacific Ry.)</a></li>
+<li><a href="#page117">The Denver-Cheyenne Line (Denver Pacific R. R.)</a></li>
+<li><a href="#page123">History of the Line since its Completion,</a></li>
+<li><a href="#page133">The Central Pacific Railroad,</a></li>
+</ul>
+
+<ul class="appendix">
+<li style="list-style-type: none"><span class="smcap">Appendix.</span></li>
+<li value="1"><a href="#page141">Roster of Officials,</a></li>
+<li><a href="#page146">Statistics,</a></li>
+<li><a href="#page148">Nomenclature,</a></li>
+<li><a href="#page153">Paddy Miles' Ride,</a></li>
+<li><a href="#page157">Copy Report Engineer in Charge of Survey,</a></li>
+</ul>
+
+
+
+
+
+<h2><span class="pagenum"><a id="page005" name="page005"></a>(p. 005)</span> Preface</h2>
+
+
+<p>For some reason the people of today are not nearly as familiar with
+the achievements of the last fifty years as they are with those of
+earlier days.</p>
+
+<p>The school boy can glibly recount the story of Columbus, William Penn,
+or Washington, but asked about the events leading up to the settlement
+of the West will know nothing of them and will probably reply "they
+don't teach us that in our school"&mdash;and it is true. Outside of the
+names of our presidents, the Rebellion, and the Spanish-American War,
+there is practically nothing of the events of the last fifty years in
+our school histories, and this is certainly wrong. "Peace hath her
+victories as well as War," and it is to the end that one of the great
+achievements of the last century may become better known that this
+account of the first great Pacific Railroad was written.</p>
+
+<p>It was just as great an event for Lewis and Clark to cross the Rockies
+as it was for Columbus to cross the Atlantic. The Mormons not only
+made friends with the Indians as did Penn, but they also "made the
+desert to blossom as the rose," and Washington's battles at Princeton,
+White Plains, and Yorktown were but little more momentus in their
+results than Sandy Forsythe's on the Republican, Custer's on the
+Washita, or Crook's in the Sierra Madre.</p>
+
+<p><span class="pagenum"><a id="page006" name="page006"></a>(p. 006)</span> The construction of the Union Pacific Railroad was of greater
+importance to the people of the United States than the inauguration of
+steamship service across the Atlantic or the laying of the Atlantic
+Telegraph. Yet the one has been heralded from time to time and the
+other allowed to sink into temporary obscurity.</p>
+
+<p>To make good Americans of the coming generation all that is necessary
+is to make them proud of American achievements and the West was and is
+a field full of such.</p>
+
+<p>The building of the Pacific Railroad was one of the great works of
+man. Its promoters were men of small means and little or no financial
+backing outside of the aid granted them by the Government. It took
+nerve and good Yankee grit to undertake and carry out the project. How
+it was done it is hoped the succeeding pages may show.</p>
+
+<p>Fair Oaks, California, 1906.</p>
+
+<p class="center"><span class="pagenum"><a id="page007" name="page007"></a>(p. 007)</span> Poem read at the Celebration of the opening of the
+     Pacific Railroad, Chicago, May 10th, 1869.</p>
+
+<p class="poem25">Ring out, oh bells. Let cannons roar<br>
+<span class="add1em">In loudest tones of thunder.</span><br>
+  The iron bars from shore to shore<br>
+<span class="add1em">Are laid and Nations wonder.</span></p>
+
+<p class="poem25">Through deserts vast and forests deep<br>
+<span class="add1em">Through mountains grand and hoary</span><br>
+  A path is opened for all time<br>
+<span class="add1em">And we behold the glory.</span></p>
+
+<p class="poem25">We, who but yesterday appeared<br>
+<span class="add1em">But settlers on the border,</span><br>
+Where only savages were reared<br>
+<span class="add1em">Mid chaos and disorder.</span><br>
+We wake to find ourselves midway<br>
+<span class="add1em">In continental station,</span><br>
+And send our greetings either way<br>
+<span class="add1em">Across the mighty nation.</span></p>
+
+<p class="poem25">We reach out towards the golden gate<br>
+<span class="add1em">And eastward to the ocean.</span><br>
+  The tea will come at lightning rate<br>
+<span class="add1em">And likewise Yankee notions.</span><br>
+  From spicy islands off the West<br>
+<span class="add1em">The breezes now are blowing,</span><br>
+  And all creation does its best<br>
+<span class="add1em">To set the greenbacks flowing.</span></p>
+
+<p class="poem25">The eastern tourist will turn out<br>
+<span class="add1em">And visit all the stations</span><br>
+  For Pullman runs upon the route<br>
+<span class="add1em">With most attractive rations.</span></p>
+
+<p>&mdash;<i>From the Chicago Tribune, May 11th, 1869.</i><a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h1><span class="pagenum"><a id="page009" name="page009"></a>(p. 009)</span> The First Trans-continental Railroad.</h1>
+
+
+<h3>CHAPTER <abbr title="1">I</abbr>.</h3>
+
+<h5><i>The Project and the Projectors.</i></h5>
+
+<p class="resume"><span class="smcap">President Jefferson First to Act on a Route to the Pacific &mdash; Lewis and
+Clark Expedition &mdash; Oregon Missionaries &mdash; Railroad Suggested &mdash; Mills
+1819 &mdash; The Emigrant 1832 &mdash; Parker 1835 &mdash; Dr. Barlow's Plan &mdash; Hartwell
+Carver's &mdash; John Plumbe's &mdash; Asa Whitney &mdash; Senator Benton's National Road.</span></p>
+
+<p>It would appear that Thomas Jefferson is entitled to the credit of
+being the first to take action towards the opening of a road or route
+between the eastern states and the Pacific Coast. While he was in
+France in 1779 as American Envoy to the Court of Versailles he met one
+John Ledyard who had been with Captain Cook in his voyage around the
+world, in the course of which they had visited the coast of
+California. Out of the acquaintance grew an expedition under Ledyard
+that was to cross Russia and the Pacific Ocean to Alaska, thence take
+a Russian trading vessel from Sitka to the Spanish-Russian settlement
+on Nookta Sound (Coast of California) and from <span class="pagenum"><a id="page010" name="page010"></a>(p. 010)</span> there proceed
+east overland until the settlements then confined to the Atlantic
+Seaboard were reached.</p>
+
+<p>Through the efforts of Jefferson the expedition was equipped and
+started. The Russian Government had promised its support but when the
+party had crossed Russia, were within two hundred miles of the
+Pacific, Ledyard was arrested by order of the Empress Catherine, the
+then ruler of Russia, and the expedition broken up.</p>
+
+<p>Jefferson became President in 1801. In 1803 on his recommendation,
+Congress made an appropriation "for sending an exploring party to
+trace the Missouri River to its source, to cross the highlands (i. e.
+Rocky Mountains) and follow the best route thence to the Pacific
+Ocean."</p>
+
+<p>So interested was Jefferson that he personally prepared a long and
+specific letter of instructions and had his confidential man placed in
+charge. "The object of your mission," said Jefferson, in this letter
+of instruction "is to explore the Missouri River and such other
+streams as by their course would seem to offer the most direct and
+practicable communication across the continent for the purpose of
+commerce." This expedition known as the Lewis and Clark, made in
+1804-1806, brought to light much information relative to the West and
+demonstrated conclusively the feasibility of crossing overland as well
+as the resources of the country traversed.</p>
+
+<p>As a result the far West became the Mecca of the <span class="pagenum"><a id="page011" name="page011"></a>(p. 011)</span> fur
+trappers and traders. Commencing with the Astoria settlement in 1807,
+for the next forty years or until the opening of the Oregon
+immigration in 1844, they were practically the only whites to visit it
+outside of the missionaries, who did more or less exploring and
+visiting the Indians resulting in the Rev. Jason Lee in 1833 and Dr.
+Marcus Whitman in 1835 having established mission stations in Oregon.</p>
+
+<p>The next record is of one Robert Mills of Virginia who suggested in a
+publication on "Internal Improvements in Maryland, Virginia, and South
+Carolina," issued in 1819, the advisability of connecting the head of
+navigation of some one of the principal streams entering the Atlantic
+with the Pacific Ocean by a system of steam propelled carriages. (H.
+R. Doc. 173, 29th Cong.) This was before there was a mile of Steam
+Railroad in the world, and under the then existing circumstances was
+so chimerical as to hardly warrant mention.</p>
+
+<p>In a weekly newspaper published in 1832 at Ann Arbor, Michigan, called
+"The Emigrant," appeared what was probably the first suggestion in
+print on the advisability of a Pacific Railroad. The article suggests
+the advisability of building a line from New York to the Mouth of the
+Oregon (Columbia River) by way of the south shore of Lake Erie and
+Lake Michigan, crossing the Mississippi River between 41 and 42 north
+latitude, the Missouri River about the mouth of the Platte, thence to
+the Rocky Mountains <span class="pagenum"><a id="page012" name="page012"></a>(p. 012)</span> near the source of the last named river,
+crossing them and down the valley of the Oregon to the Pacific. It
+further suggested that it be made a national project, or this failing
+the grant of three millions of acres to a Company organized for the
+purpose of constructing it. No name was signed to the article, but the
+probabilities are that it was written by S. W. Dexter, the Editor of
+the paper.</p>
+
+<p>With the Whitman party leaving the East for the far northwest to
+establish a Mission Station was the Rev. Samuel Parker, a Presbyterian
+minister, who was sent under the auspices of the Missionary Board of
+his Church to investigate and report on the mission situation and to
+suggest a plan for Christianizing the Indians. He crossed the
+continent to Oregon and on his return in 1838, his journal was
+published. It presented a very correct and interesting account of the
+scenes he visited. In it he says, "There would be no difficulty in the
+way of constructing a railroad from the Atlantic to the Pacific Ocean
+* * * * and the time may not be so far distant when trips will be made
+across the continent as they are now to Niagara Falls to see Nature's
+wonders."</p>
+
+<p>To just whom belongs the credit of being the first to advocate a
+railroad to the Pacific Coast is in dispute. No doubt the idea
+occurred to many at the time they were being introduced and
+successfully operated in the East. The two items referred to <span class="pagenum"><a id="page013" name="page013"></a>(p. 013)</span>
+seem to be the first record of the idea or possibility.</p>
+
+<p>About the same time, although the date is not positively fixed, Dr.
+Samuel Bancroft Barlow, a practising physician of Greenville, Mass.,
+commenced writing articles for the newspapers, advocating a Pacific
+railroad and outlining a plan for its construction.</p>
+
+<p>His proposition contemplated a railroad from New York City to the
+mouth of the Columbia River. As illustrating the lack of knowledge
+regarding the cost and operations of railroads, we quote from his
+writings "Premising the length of the road would be three thousand
+miles and the average cost ten thousand dollars per mile, we have
+thirty million dollars as the total cost, and were the United States
+to engage in its construction, three years time would be amply
+sufficient * * * * At the very moderate rate of ten miles an hour, a
+man could go from New York to the mouth of the Columbia River in
+twelve days and a half."</p>
+
+<p>Another enthusiast was Hartwell Carver, grandson of Jonathan Carver
+the explorer of 1766. His proposition was to build a railroad from
+Lake Michigan (Chicago) to the South Pass, with two branches from
+there, one to the mouth of the Columbia River, and the other due west
+to California. South Pass received its name from being South of the
+pass in general use. Strange to say his "true Pacific Route"
+formulated without knowledge of the lay of the land <span class="pagenum"><a id="page014" name="page014"></a>(p. 014)</span> was
+absolutely the best and the one that today is followed by the Union
+Pacific Railway and affiliated lines, substituting Granger for South
+Pass. Carver's proposition was to build the line by a private
+corporation who were to receive a grant of land for their right of
+way, the whole distance, with the privilege of taking from the public
+lands, material used in construction, with the further privilege of
+purchasing from the United States Government, eight million acres of
+selected lands from the public domains at one dollar and twenty-five
+cents per acre, payable in the stock of the Company. His road was to
+be laid on stone foundations and to be equipped with sleeping cars,
+dining cars and salon cars. His ideas as to the cost of the work were
+far too low, but outside of this he was seemingly inspired. At the
+time he was writing, 1835, there were seven hundred and ninety-seven
+miles of railroads in operation in the United States. Passenger
+coaches were patterned after the old stage coach, the track iron
+straps on wooden stringers, yet here he was outlining what today is an
+accomplished fact. A railroad with stone ballast from Chicago to the
+South Pass (Granger, Wyo.) one branch diverging from there to the
+mouth of the Columbia, (Portland, Ore.,) the other to California, (San
+Francisco and Los Angeles, Cal.,) traversed by trains comprised of
+sleeping cars, dining cars and buffet cars. The Union Pacific and its
+connections.</p>
+
+<p><span class="pagenum"><a id="page015" name="page015"></a>(p. 015)</span> Carver spent the best years of his life and what was in those
+days an ample fortune in endeavoring to further his project. The great
+opposition to his plan arose from the proposed diversion of the public
+lands and the stock feature, neither Congress nor the public taking
+kindly to the idea of the Government giving lands for stock in a
+private corporation.</p>
+
+<p>A third proposition was fathered by John Plumbe of Dubuque, Iowa, who
+suggested at a public meeting, held at his home town in March 1838,
+that a railroad be built from the great lakes to the Columbia River.
+His plan contemplated an appropriation from Congress of alternate
+sections of the public lands on either side of the right of way. The
+company to be capitalized at one hundred million dollars, twenty
+million shares at five dollars each. Twenty-five cents per share to be
+paid down to provide a fund to commence operations and subsequent
+assessments of like amount to be paid as the money was needed until
+the full amount had been paid in. One hundred miles to be constructed
+each year and the whole line completed in twenty years.</p>
+
+<p>All of these propositions were more or less visionary and advanced by
+men of theory with little or no capital. They had the effect of
+awakening public interest and paved the way for a more feasible plan.
+The question of a Pacific railway, its practicability, earnings, and
+effect, were constantly before the people. In 1844 the idea had become
+firmly fixed, <span class="pagenum"><a id="page016" name="page016"></a>(p. 016)</span> the leading advocate being a New York merchant
+named Asa Whitney, who has been called the "Father of the Pacific
+Railway." Mr. Whitney had spent some years in commercial life in
+China, returning to the United States with a competency. Becoming
+enthused with the idea, he put his all,&mdash;energy, time, and money into
+the project of a trans-continental railroad, finding many supporters.
+At first he advocated Carver's plan, but becoming convinced that it
+was not feasible, he sprung a new one of his own. He proposed that
+Congress should give to him, his heirs and assigns, a strip of land,
+sixty miles wide, with the railroad in the center, this from a point
+on Lake Michigan to the Pacific Coast. This land he proposed to
+colonize and sell to emigrants from Europe, from the proceeds build
+the line, retaining whatever surplus there might be after its
+completion, as his own.</p>
+
+<p>Whitney was an indefatigable worker, thoroughly in earnest, a fluent
+speaker, both in public and private, well fortified with statistics
+and arguments. He personally travelled the whole country from Maine to
+fifteen miles up the Missouri River. The legislatures of Maine, New
+Hampshire, Vermont, Rhode Island, New Jersey, Connecticut, New York,
+Maryland, Ohio, Indiana, Illinois, Michigan, Tennessee, Alabama, and
+Georgia, all endorsed his plan by favorable resolutions.</p>
+
+<p>The Senate Committee on public lands made a report <span class="pagenum"><a id="page017" name="page017"></a>(p. 017)</span>
+recommending his proposition. Thus strongly endorsed, his plan was
+brought before Congress in 1848 in a bill entitled "Authorizing Asa
+Whitney, his heirs or assigns, to construct a railroad from any point
+on Lake Michigan or the Mississippi River he may designate, in a line
+as nearly straight as practicable, to some point on the Pacific Ocean
+where a harbor may be had." The road to be six foot gauge, sixty-four
+pound rails. The Government to establish tolls and regulate the
+operation of the line, Whitney to be the sole Owner and receive a
+salary of four thousand dollars per year for managing it.</p>
+
+<p>The proposition was debated for days in the Senate and then was tabled
+on a vote of twenty-seven to twenty-one. The opposition dwelt largely
+on the length of time Whitney would necessarily require. Say he could
+colonize and sell a million acres a year, this would only be funds
+enough to build one hundred miles and consequently the two thousand
+miles would require at least twenty years. The defeat was largely
+owing to the opposition of Senator Benton of Missouri, the most
+pronounced friend of the West in the House, who used the argument of
+the power and capital it would put in the hands of one man, Whitney's.
+This he characterized as a project to give away an Empire, larger in
+extent than eight of the original states, with an ocean frontage of
+sixty miles, with contracting powers and patronage exceeding those of
+the President.</p>
+
+<p><span class="pagenum"><a id="page018" name="page018"></a>(p. 018)</span> Upon the defeat of Whitney's project, Benton brought forward
+in 1849 one of his own for a great national highway from St. Louis to
+San Francisco, straight as may be, with branches to Oregon and Mexico.
+The Government to grant a strip one mile wide, so as to provide room
+for every kind of road, railway, plank, macadamized, and electric
+motor, or otherwise constructed where not so practicable or
+advantageous. Sleighs to be used during those months when snow lay on
+the ground. Funds for its construction to be provided by the sale of
+public lands. Bare in mind this was only fifty-six years ago, but
+eighteen years before the Union Pacific Railway was completed, and was
+the proposition advocated by the recognized leader of the Senate in
+matters western.</p>
+
+<p>Up to the year 1846 when by the treaty of Guadeloupe-Hidalgo, Mexico,
+ceded to us California, our only territory on the Pacific Coast was
+Oregon and Washington. The acquisition of California, followed very
+shortly by the gold discoveries and the consequent influx of people,
+gave that state a large population and furnished a prospective
+business for a Pacific railway. This had heretofore been a matter of
+theory, very questionable, to say the least, being based on very hazy
+estimates of the prospective volume of trans-pacific business. With an
+active and aggressive population of three hundred thousand in
+California, practically all of eastern birth and <span class="pagenum"><a id="page019" name="page019"></a>(p. 019)</span>
+affiliations the situation became materially changed and the necessity
+of railroad communication apparent. Both great political parties
+pledged their support in their quadrennial platforms.
+Presidents&mdash;Pierce, Buchanan, and Lincoln, in their several messages
+to Congress, strongly recommended its construction. The matter had
+been thoroughly discussed, both in and out of Congress and the whole
+country was convinced of the advisability of its construction, and
+only awaited a leader and a feasible plan. From 1850 to 1860 the
+question vied with that of slavery in public interest. Survey after
+survey was undertaken by the Government and private parties. Senator
+Benton being the first to introduce a resolution looking to the
+appropriation of sufficient money to pay for a survey. This being in
+1851. The question of the North and South, entered into the matter, as
+it did everything else in the days preceding the Rebellion. "You shall
+not build through free soil," said the South and "we won't permit it
+to run through the Slave States," said the North. Compromise was out
+of the question, and it was not until the southern element had been
+eliminated from Congress by their secession was any action possible.</p>
+
+<p>It was found that private corporations, duly aided by land grants from
+the Government, were able to build the necessary connecting links
+through the comparatively level country, between Chicago and St.
+Louis, and the Missouri River. From the Missouri <span class="pagenum"><a id="page020" name="page020"></a>(p. 020)</span> River west
+it was felt that the undertaking was too great for any one set of men
+or corporation, besides local interests in California were already in
+the field, consequently two companies were determined upon, one of
+them working eastward, the other westward, and it was thus arranged.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+
+<h3><span class="pagenum"><a id="page021" name="page021"></a>(p. 021)</span> CHAPTER <abbr title="2">II</abbr>.</h3>
+
+<h5><i>The Proposition in Congress.</i></h5>
+
+<p class="resume"><span class="smcap">Situation 1861 &mdash; Curtis Bill of 1862 &mdash; Amended Charter of 1864 &mdash; Further
+Amendments &mdash; 1866 &mdash; Legal Complications in New York &mdash; Controversy With
+Central Pacific.</span></p>
+
+<p>Commencing with the session of 1835, when a memorial on the subject of
+railroad communication between Lake Michigan and the Pacific Coast,
+was presented by Hartwell Carver, up to the present, the Pacific
+Railways have been ever present in Congress. The Catalogue of
+Government Publications gives one hundred and eighty-five having the
+Union Pacific, or Pacific Railroads as their subject.</p>
+
+<p>It is not necessary to recount the many schemes for the construction
+of these roads that were proposed to Congress. We have already
+outlined the principal ones previous to 1861.</p>
+
+<p>At this time our country was in the midst of its greatest
+difficulties. The North and South unable to harmonize over the slavery
+question, had recourse to the arbitration of arms. The Union forces
+had met with numerous and severe reverses. The people of the Pacific
+Coast were loud in their demands for better means of communication.
+The Government was <span class="pagenum"><a id="page022" name="page022"></a>(p. 022)</span> straining to what seemed the breaking
+point, their credit and resources to carry on the war and as a
+Government enterprise the building of a Pacific Railway was out of the
+question. All were convinced of not only the desirability of such a
+line but of the absolute necessity thereof, and it had resolved itself
+into a question of ways and means. Previous discussions had thrashed
+out the chaff and it now remained for Congress to winnow the wheat.
+Government surveys had demonstrated the existence of five feasible
+routes through or over the Rocky Mountains. The Northern, now followed
+by the Northern Pacific Railroad, the South Pass, Snake and Columbia
+Rivers, now traversed by the Union Pacific Railroad to Granger, thence
+the Oregon Short Line and Oregon Railway and Navigation Company. The
+Middle Route-Union Pacific Railroad in connection with the Southern
+Pacific Company (Central Pacific Railroad). The thirty-ninth parallel
+route, now followed by the Santa Fe Route and the Southern via El
+Paso, now followed by the Sunset Route. The first two while available,
+could be eliminated owing to their not reaching California direct, as
+could also the two latter, on account of their traversing in part at
+least, country that was then in a state of insurrection.</p>
+
+<p>These reasons were in themselves sufficient to determine the
+selection, but with the many other arguments advanced, there was no
+trouble in bringing Congress to adopt practically unanimously the
+<span class="pagenum"><a id="page023" name="page023"></a>(p. 023)</span> "South Pass" "Middle" "True Pacific" Route as it was
+variously called. For years this had been the route of the fur traders
+and trappers, the emigrant, the Overland Stage, and the Pony Express,
+and if these various interests had agreed as to this being the
+shortest and best route it was evident there were good and sufficient
+reasons for their decision, it being incontrovertible that it was the
+shortest one that reached the desired territory. Especially as their
+decision was reinforced by the result of numerous surveys made by the
+Government.</p>
+
+<p>The bill creating the Union Pacific Railroad was known as the "Curtis
+Bill" from its author, Congressman S. R. Curtis of Iowa. It carried
+the title of "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 United States Government, the use thereof for postal,
+military, and other purposes."</p>
+
+<p>This act passed the Senate, June 20th, 1862, by a vote of thirty-five
+to two and became a law July 1st, of that same year. In addition to
+creating the Union Pacific Railroad Company it also authorized the
+Central Pacific Railroad Company to build a railroad from Sacramento
+to the eastern boundary of California, where it was to connect with
+the Union Pacific Railroad. The bill also recognized a Company
+chartered by the legislature of Kansas under the name of the
+Leavenworth, Pawnee and Western <span class="pagenum"><a id="page024" name="page024"></a>(p. 024)</span> Railway Company, later known
+as the Kansas Pacific Railway. This latter line was to be built from
+Leavenworth west to a junction with the Union Pacific Railroad at or
+near the hundredth Meridian or about two hundred and fifty miles west
+of Omaha.</p>
+
+<p>The principal features of the bill so far as the Union Pacific
+Railroad were concerned, were, the creation of a Board of
+Commissioners consisting of one hundred and fifty-eight commissioners
+to represent the interest of the United States Government and who were
+to be named by the Secretary of the Interior. These were to constitute
+a preliminary organization.</p>
+
+<p>The Union Pacific Railroad proper was to commence at a point on the
+hundredth Meridian, west of Greenwich, between the Valley of the
+Platte River on the north and the Valley on the Republican River on
+the south, with branch lines to be known as the Iowa Branch from said
+point to the Missouri River. On the west it was to extend to the
+Eastern boundary of California, where it was to connect with the
+Central Pacific Railroad.</p>
+
+<p>The Capital stock of the Company was to consist of ten thousand shares
+at one thousand dollars each, not more than two hundred shares to be
+held by any one person. Right of way through public lands was granted
+with the privilege of taking therefrom, without charge, earth, stone,
+lumber, or other material for construction purposes. The Company was
+<span class="pagenum"><a id="page025" name="page025"></a>(p. 025)</span> granted every alternate section of land as designated by odd
+numbers to the amount of five sections per mile, on each side of the
+road within the limits of ten miles, not sold, reserved or otherwise
+disposed of by the Government, and to which a pre-emption or homestead
+claim had not been made up to the time the road was finally located,
+mineral lands being excepted. All lands thus granted, not sold or
+disposed of three years after the line was completed, were to be sold
+by the Government at not to exceed one dollar and twenty-five cents
+per acre, the proceeds to accrue to the Railroad Company. Nothing but
+American iron was to be used in the rails. As fast as sections of
+forty miles were completed and accepted by commissioners appointed by
+the Government for that purpose, one thousand dollar bonds of the
+United States bearing six per cent. interest, payable in thirty years,
+were to be issued to the Company constructing the line. Sixteen
+thousand dollars in bonds to the mile for the distance east of the
+Rocky Mountains and forty-eight thousand to the mile for one hundred
+and fifty miles for the mountain portion of the line. Three-fourths of
+these bonds were to be delivered to the railroad Company as the
+sections were accepted, the remaining fourth to be retained by the
+Government until the entire line was completed. The bonds to
+constitute a first mortgage on the entire line equipment, terminals,
+etc? The road to be completed within twelve years, the first one
+<span class="pagenum"><a id="page026" name="page026"></a>(p. 026)</span> hundred miles within two years. Five per cent. of the net
+earnings, together with the entire amount accruing on transportation
+furnished the Government was to be applied to the payment of these
+bonds, principal and interest.</p>
+
+<p>The Bill which in reality constituted a Charter, also provided that
+the gauge of the road and its eastern terminus should be left to the
+President of the United States to determine.</p>
+
+<p>These somewhat onerous conditions were accepted by the promoters.
+Subscription books opened but capital fought shy of the proposition.
+Two years solicitation only resulted in subscriptions to the amount of
+two million dollars being paid up in cash.</p>
+
+<p>It being evident that the necessary funds could not be procured on the
+terms of the original act, an appeal was made to Congress resulting in
+a supplementary act passing the House of Representatives, July 2nd,
+1864, and soon thereafter becoming law. This increased the amount of
+the Land Grant to the odd numbered sections within ten miles of either
+side the track, and made the bonds of the Government a second mortgage
+instead of first, they to be issued on sections of twenty miles
+instead of forty, two-thirds of the bonds being available as soon as
+the grading was done. The limit extended in which the line must be
+completed, and but one-half the earnings on Government business
+withheld to meet the bonds. The Company was also authorized to
+maintain a <span class="pagenum"><a id="page027" name="page027"></a>(p. 027)</span> ferry or ferries across the Missouri River at
+Omaha as a means of connection with the Iowa Lines until such time as
+they could construct a bridge suitable for this purpose. Coupled with
+these favorable amendments were two provisions that eventually
+militated against the Company. One of them permitting the Kansas
+Pacific Railway to connect with the Union Pacific Railroad at any
+point its projectors saw fit at or east of a point fifty miles west of
+Denver, Colo., instead of at the hundredth Meridian. This created a
+competitor instead of a feeder. The second was allowing the Central
+Pacific Railroad Company to build on east one hundred and fifty miles
+to meet the road from the East instead of stopping at the California
+State line. The restriction to one hundred and fifty miles was
+withdrawn in subsequent legislation. This resulted in a race as to
+which Company should cover the most ground and involved both of them
+in much additional expense. With the Charter thus amended, the Union
+Pacific Railroad Company which had not thus far done any real work,
+commenced active construction. The Credit Mobilier was formed to do
+the actual building, and with many trials, discouragements, and
+unforeseen expense, the work was continued to its completion.</p>
+
+<p>The initial eastern point had been fixed by the Charter two hundred
+and forty-seven miles west of Omaha&mdash;at the hundredth Meridian,
+branches being <span class="pagenum"><a id="page028" name="page028"></a>(p. 028)</span> contemplated to connect it with the Missouri
+River. In 1866 Congress authorized commencement at Omaha without
+reference to this fact,&mdash;the line to extend from Omaha to a connection
+with the Central Pacific Railroad.</p>
+
+<p>The question of the gauge or width of track was another matter that
+occupied the attention of Congress. The question had by the Charter
+been left to the President. There was a divergence of opinions as to
+the best gauge for railroad tracks. At this time the Erie, and Ohio
+and Mississippi Railroads used a six foot gauge. The California
+legislature had fixed five foot as the gauge in that state, while the
+principal eastern roads including the Baltimore and Ohio, New York
+Central as well as the Chicago and Iowa lines, were what is known as
+standard gauge (i. e. four feet, eight and a half inches.) A committee
+of Parliament had settled on five feet, three inches as the gauge in
+England. President Lincoln had announced himself as in favor of five
+foot and the Central Pacific people had ordered their equipment of
+that width. The influence of the Chicago-Iowa lines as well as that of
+the Union Pacific people, was thrown in favor of the so called
+standard gauge, and on March 2nd, 1863, Congress passed what is one of
+the shortest laws on the Statute Books, namely,</p>
+
+<p class="quote">"Be it enacted by the Senate and House of Representatives of
+     the United States in Congress assembled, that the gauge of
+     the <span class="pagenum"><a id="page029" name="page029"></a>(p. 029)</span> Pacific Railroad and its branches through its
+     whole extent from the Pacific Coast to the Missouri River,
+     shall be and hereby is established at four feet, eight and
+     one-half inches."</p>
+
+<p>In 1869 about the time the Credit Mobilier Company was about to turn
+the finished road over, disgruntled stock and bondholders under the
+leadership of "Jim Fisk" endeavored to wrest possession from the Union
+Pacific Railway Company. Certain stock was recorded in his name and
+although paid for with a check that was refused by the bank on which
+it was drawn, Fisk went into court and secured an injunction
+preventing the board of directors acting until his relations with the
+Company had been adjudicated by the Courts. Under cover of these legal
+proceedings in the state courts, the New York Offices were forcibly
+entered, the books and securities of the Company removed and a feeling
+of insecurity and uncertainty aroused that caused a serious
+depreciation in the value of the securities they were endeavoring to
+market. W. M. Tweede being appointed receiver by the State Courts of
+such property of the Company as was to be found within its
+jurisdiction. It is said the trouble cost the Company some six or
+seven million dollars. Appealing to Congress, they were granted
+authority to remove its eastern offices from New York City to Boston.
+The next appearance in Congress was made necessary by a dispute
+<span class="pagenum"><a id="page030" name="page030"></a>(p. 030)</span> with the Central Pacific Company over the point of
+connection. The Union Pacific Company claimed their grade extended to
+Humboldt Wells, five hundred miles west of Ogden, while the Central
+Pacific in reprisal claimed the line to the western end of Weber Canon
+some thirty miles east of Ogden. The facts were the two completed
+lines met at Promontory Point fifty-three miles west of Ogden, April
+28th, 1869. By act of Congress, it was decided that the Union Pacific
+Railroad Company should build the line to Promontory where the two
+roads should connect but that the Central Pacific Railroad Company
+should pay for and own the line west of Ogden. This was "settled out
+of Court" and the action of Congress simply ratified an agreement made
+by the two Companies.</p>
+
+<p>The above covers the more important matters so far as the action of
+Congress was concerned. Many other minor matters received attention at
+their hands&mdash;both before and since the completion of the road. As is
+stated in the opening paragraph of this chapter, the Pacific Railroads
+have been ever present in Congress. The more important questions being
+referred to in their order later.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page031" name="page031"></a>(p. 031)</span> CHAPTER <abbr title="3">III</abbr>.</h3>
+
+<h5><i>Mostly Financial.</i></h5>
+
+<p class="resume"><span class="smcap">Preliminary Organization &mdash; Board of Commissioners &mdash; Company
+Organized &mdash; Directors and Officers Elected &mdash; Hoxie Contract &mdash; Credit
+Mobilier &mdash; Ames' Interest &mdash; Compromise Contract &mdash; Davis Contract &mdash; Cost of
+Line &mdash; Land Grant.</span></p>
+
+
+<p>When the Pacific Railroad Bill passed Congress and received the
+President's signature in 1862, there was a well organized company to
+take hold of the western or California end. The Union Pacific or
+eastern end was not in such good shape. Thomas C. Durant, who was
+afterwards Vice President of the Company had with a few associates
+taken a prominent part in the matter but no regular organization
+existed.</p>
+
+<p>Under the Charter there were one hundred and fifty-eight persons
+named, who, together with five to be appointed by the Secretary of the
+Interior were to constitute a "Board of Commissioners" to effect a
+preliminary organization, open books for the subscription of stock and
+to call a meeting of the stockholders to elect a board of directors as
+soon as two thousand shares had been subscribed and ten dollars per
+share paid in.</p>
+
+<p><span class="pagenum"><a id="page032" name="page032"></a>(p. 032)</span> When the board of directors had been elected, the property or
+rather the proposition was to be turned over to them and the duties of
+the Board of Commissioners should cease and terminate.</p>
+
+<p>The Company thus organized, should follow established precedents,
+stockholders should hold annual meetings, elect a board of directors,
+and adopt bylaws and rules for the conduct of its affairs. The
+directors thus elected to be not less than thirteen in number, two to
+be added to their number by appointment of the President of the United
+States. The Board of Directors to elect the officers of the company
+and exercise supervision.</p>
+
+<p>The Board of Commissioners met in Chicago in September, 1862, and
+organized, electing W. B. Ogden, President and H. V. Poor, Secretary,
+as called for in the charter, and subscription books were duly opened.
+There was no disposition on the part of moneyed men to subscribe for
+the stock and it was only owing to a few public-spirited men coming in
+and taking the two thousand shares that the Charter did not lapse.
+When the necessary stock had been subscribed, a meeting of the
+stockholders was held in New York City, in October, 1863, at which a
+Board of Directors were to be elected,&mdash;a strange situation confronted
+them, there being no man or set of men who were able to assume
+control, although there were no lack of cliques who were desirous of
+<span class="pagenum"><a id="page033" name="page033"></a>(p. 033)</span> doing so, but these were largely irresponsible parties
+either lacking in the necessary capital or not command the confidence
+of those who did have it.</p>
+
+<p>Something had to be done, and accordingly thirty men of more or less
+prominence were elected to the position of directors, some of them
+without their knowledge and some declined to serve. The Company was
+accordingly organized October 30th, 1863. General John A. Dix, who was
+elected President, had been a member of the Cabinet and later a
+general in the United States Army, was a man who was universally
+respected. The position was not of his seeking, and he gave notice he
+had neither the time nor inclination to give active attention to its
+affairs and the burden was practically assumed by the Vice-President
+Elect, Thomas C. Durant. But two hundred and eighteen thousand dollars
+the ten dollars per share called for by the Charter on two thousand
+one hundred and eighty shares had been paid in and further funds were
+not obtainable. Agitation was kept up and due representation made to
+Congress, resulting in an amendment to the Charter being passed. After
+the passage of the Supplementary Act in 1864 made necessary by the
+failure to secure funds, it was still regarded as an unpromising
+investment for the reason that investors could not feel any assurance
+that they or their friends would have any voice in the management of
+affairs or control of the Company. The capital of the Company was
+fixed by <span class="pagenum"><a id="page034" name="page034"></a>(p. 034)</span> the supplementary act at one hundred million
+dollars, (one million shares at one hundred dollars each),
+consequently any interest holding over fifty millions of the stock
+would be paramount and vice versa. Until it was determined who would
+be in control, investors fought shy. Under the Charter the
+subscription books must remain open until the completion of the road,
+making it possible for outsiders to wait until the road was near
+completion and then step in and by large subscriptions acquire
+control.</p>
+
+<p>As there were some funds available, a contract was entered into in
+May, 1864, with H. M. Hoxie, to build the first hundred miles. This
+contract was extended to cover from Omaha to the hundredth Meridian,
+two hundred and forty-seven miles, on October 3rd, 1864, and on the
+7th of the same month assigned to a company (simple partnership)
+composed of Vice-President Durant and six others, all stockholders of
+the Railroad Company. The capital of this partnership consisted of
+four hundred thousand dollars (but a small percentage of the amount
+necessary to carry out the Hoxie contract). The members of the firm
+were unable or else unwilling, owing to the immense personal liability
+involved, to put up further funds and some other action was necessary.</p>
+
+<p>Durant and his friends accordingly purchased the Charter of a
+Pennsylvania Corporation of limited liability and elastic powers,
+known as the "Pennsylvania Fiscal Agency" changed its name by
+legislative <span class="pagenum"><a id="page035" name="page035"></a>(p. 035)</span> enactment to the Credit Mobilier of America.
+Subscribers of the two million one hundred and eighty thousand dollars
+of Union Pacific Stock were given the option of either exchanging
+Union Pacific stock for that of the Credit Mobilier, sell their Union
+Pacific stock to the Credit Mobilier, or turn it back to the Union
+Pacific Railroad Company and have it redeemed. By this the
+stockholders of the Credit Mobilier became the sole holders of the
+Union Pacific stock.</p>
+
+<p>The Hoxie contract was reassigned to the Credit Mobilier who duly
+completed the work, finishing the line to the point specified October
+5th, 1866. Owing to their inability to raise funds, it seemed as
+though the two companies, Union Pacific and Credit Mobilier, would
+fall down. There was no sale for the First Mortgage bonds of the
+railroad, the Government bonds were but little better, being worth but
+sixty-five cents on the dollar. Durant and his friends were not men of
+wealth nor did they command the confidence of wealthy men. The Company
+had become greatly involved and was compelled to sell some of its
+rolling stock to pay pressing debts. It was at this junction that
+Oakes Ames entered the field, being persuaded, it is said, to do so by
+President Lincoln who desired to enlist his well-known executive
+ability and capital in the enterprise. Through the efforts of himself
+and associates the paid up subscriptions were increased to two and a
+half million dollars.</p>
+
+<p><span class="pagenum"><a id="page036" name="page036"></a>(p. 036)</span> The original or first contract made with Hoxie for a hundred
+miles had been extended to cover up to the hundredth Meridian, and the
+line to that point, two hundred and forty-seven miles from Omaha, was
+completed October 5th, 1866.</p>
+
+<p>The second contract made was with a Mr. Boomer for one hundred and
+fifty-three and thirty-five hundredths miles from the hundredth
+Meridian west, at the rate of nineteen thousand five hundred dollars
+per mile for that part of the distance East of the North Platte River
+and twenty thousand dollars per mile west thereof. Bridges, station
+buildings, and equipment to be additional. This contract was also
+assigned to the Credit Mobilier. On this, fifty-eight miles were
+completed when dissensions arose, occasioned by financial stringency
+among the stockholders of the Credit Mobilier. Vice-President Durant
+going into court, compelled suspension of action on the third
+contract, made March 1st, 1867, with one J. M. Williams who had
+assigned it to the Credit Mobilier. This covered two hundred and
+sixty-six and fifty-two hundredths miles, commencing at the hundredth
+Meridian at the rate of fifty thousand dollars per mile. For a time
+matters were at a standstill, injunctions preventing the completion of
+present or the making of new contracts.</p>
+
+<p>Finally a compromise was affected between the two factions, Durant and
+his friends on the one side, and the Ames interests on the other.</p>
+
+<p><span class="pagenum"><a id="page037" name="page037"></a>(p. 037)</span> Under this, a fourth contract was made with Oakes Ames for
+which he was to receive from forty-two thousand to ninety-six thousand
+dollars per mile or forty-seven million nine hundred and fifteen
+thousand dollars for six hundred and sixty-seven miles, commencing at
+the hundredth Meridian. This it is supposed is the largest contract
+ever made by one individual. It was later transferred by Oakes Ames to
+seven trustees acting for the Credit Mobilier, he and his brother
+Oliver Ames being among the number. This last contract carried the
+line to nine hundred and fourteen miles from Omaha.</p>
+
+<p>The fifth contract was made with J. W. Davis for one hundred and
+twenty-two miles at twenty-three million four hundred thousand
+dollars, and was in turn assigned to the same seven trustees for
+completion. In adjustment of accounts the Union Pacific Railroad
+Company would turn over to the Credit Mobilier or the Trustees for the
+Credit Mobilier in payment for the work as fast as it was completed
+First Mortgage (Union Pacific Railroad) Bonds, Government Bonds, Union
+Pacific Railroad Income Bonds and Union Pacific Railroad Stock, these
+being sold or hypothecated by the trustees, furnished them the
+necessary funds required to pay for the construction work.</p>
+
+<p>As the Union Pacific Stock could only be sold for cash at par
+according to act of Congress, notwithstanding it was only worth thirty
+cents on the <span class="pagenum"><a id="page038" name="page038"></a>(p. 038)</span> market, the Railroad Company would give their
+check to the Credit Mobilier on construction account and this check
+could then be used in payment of stock, making it a cash transaction.</p>
+
+<p>In settlement of the several contracts, the Union Pacific Railroad
+Company paid the Credit Mobilier:</p>
+
+<table style="width: 70%" border="0" cellpadding="0" summary="Settlement of the several contracts.">
+<colgroup>
+    <col width="50%">
+    <col width="20%">
+    <col width="30%">
+</colgroup>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">Miles</td>
+<td class="td-right">&nbsp;</td>
+</tr>
+<tr>
+<td>Hoxie Contract<br><span class="add1em">Omaha to 100th Meridian</span></td>
+<td class="td-right">247</td>
+<td class="td-right">$12,974,416.24</td>
+</tr>
+<tr>
+<td>Ames Contract<br><span class="add1em">100th Meridian West</span></td>
+<td class="td-right">667</td>
+<td class="td-right">57,140,102.94</td>
+</tr>
+<tr>
+<td>Davis Contract<br><span class="add1em">To point five miles west of Ogden</span></td>
+<td class="td-right">125</td>
+<td class="td-right">23,431,768.10</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">1039</td>
+<td class="td-right">$93,546,287.28</td>
+</tr>
+</table>
+
+<p>These figures represent stocks and bonds at par and deducting amount
+of depreciation, would bring the actual cost of the Main Line Omaha to
+Ogden to about seventy-three million dollars.</p>
+
+<p>There were issued in payment for this construction, equipment, station
+building, and the expense of the Company during the construction
+period.</p>
+
+<table style="width: 70%" border="0" cellpadding="0" summary="Issued in payment for construction, etc.">
+<colgroup>
+    <col width="50%">
+    <col width="50%">
+</colgroup>
+<tr>
+<td>Government Bonds</td>
+<td class="td-right">$ 27,236,512.00</td>
+</tr>
+<tr>
+<td>First Mortgage Bonds</td>
+<td class="td-right">27,213,000.00</td>
+</tr>
+<tr>
+<td>Income Bonds</td>
+<td class="td-right">9,355,000.00</td>
+</tr>
+<tr>
+<td>Land Grant Bonds</td>
+<td class="td-right">9,224,000.00</td>
+</tr>
+<tr>
+<td>Union Pacific Stock</td>
+<td class="td-right">36,000,000.00</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">$109,028,512.00</td>
+</tr>
+</table>
+
+<p><span class="pagenum"><a id="page039" name="page039"></a>(p. 039)</span> There were granted to the Union Pacific Railroad Company
+under its Charter land grants of eleven million three hundred and nine
+thousand eight hundred and forty-four acres. Up to December 31st,
+1866, sales of this land had brought in nineteen million ninety
+thousand six hundred and seventy-two dollars and forty-two cents and
+unsold land was then valued at two million three hundred and ninety
+five thousand five hundred and seven dollars.</p>
+
+<p>During the palmy days of the Credit Mobilier following the adjustment
+of the differences with the Durant faction, thousands of dollars were
+spent in advertising and placing the stock. Display advertisements
+were inserted in all the prominent newspapers and paid agents located
+in all the important cities. The result demonstrated the wisdom of the
+expenses, as not only were large quantities of its stock sold but the
+prices obtained for it were greatly advanced.</p>
+
+<p>No sooner was the completion of the road assured than did antagonism
+and hostility appear. For instance in 1867 a government inspector
+appointed for the purpose of examining and accepting completed
+sections of the road, refused to do so, until he received "his fee"
+(?) which he put at twenty-five thousand dollars, he being in no way
+entitled to anything from the Company. By his refusal he tied up the
+issue of the Government bonds, seriously affecting the credit of the
+Company at a critical time.</p>
+
+<p><span class="pagenum"><a id="page040" name="page040"></a>(p. 040)</span> In Washington the lobbyists were demanding blackmail with
+threats of organized hostility. Speculators in Well Street were a unit
+in bearing the stock and in attacking the credit of the Company.</p>
+
+<p>The stock of the Credit Mobilier up to the assignment by Ames to the
+seven trustees, had not met with anything like a ready sale. For
+reasons of policy, some of this was assigned to members of Congress,
+Senators, and other public men. Some being paid for, others had it
+carried on their account. After the crisis had passed, the value of
+the stock rapidly appreciated and in the forthcoming political
+campaign the subornation of Congress in the interest of the Credit
+Mobilier by the use of this stock was made an issue and occasioned a
+great outcry. The accusation was thoroughly investigated by two
+committees during the next session and it was clearly proven to have
+been unfounded, so far as members of Congress having received the
+stock as bribes, it being demonstrated that the Company had no further
+favors to ask from Congress and that the members receiving it had paid
+the market value therefor. Notwithstanding, Oakes Ames was called to
+the bar of the House and severely censured for having sold it to them.
+The facts were, popular clamor demanded a scapegoat and Ames was
+selected. This, and the anxiety and strain of the load he had been
+carrying proved too much for him and he died May 8th, 1873. After his
+death the voice of calumny silenced, his <span class="pagenum"><a id="page041" name="page041"></a>(p. 041)</span> work and character
+received the recognition it so well deserved.</p>
+
+<p>The cost of material used in the construction of the road was
+enormous, thus the ties brought from the East ran as high as two
+dollars and fifty cents laid down in Omaha. The rails for the first
+four hundred and forty miles one hundred and thirty-five dollars per
+ton. This was before railroad connection was established between
+Council Bluffs and the East. After that the price got down to
+ninety-seven dollars and fifty cents per ton.</p>
+
+<p>The pay of laborers ran from two dollars and twenty-five cents to
+three dollars and fifty cents per day. Train men two hundred dollars
+per month for conductors, one hundred and twenty-five dollars for
+brakemen, two hundred dollars to two hundred and fifty dollars for
+engineers, and one hundred and fifty dollars to one hundred and
+seventy-five dollars for firemen. Telegraph operators eighty dollars
+to a hundred dollars.</p>
+
+<p>At times the Company (Credit Mobilier) was paying as high as five
+hundred thousand dollars per month interest. And in fact it was
+claimed by several of the directors that the paramount reason for the
+haste displayed in building the road was not so much the competition
+with the Central Pacific as it was to get rid of the enormous interest
+charges they were paying and which they would cut off upon the road
+being accepted by the Government and the consequent receipt of
+Government Bonds.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page042" name="page042"></a>(p. 042)</span> CHAPTER <abbr title="4">IV</abbr>.</h3>
+
+<h5><i>Commencement of the work.</i></h5>
+
+<p class="resume"><span class="smcap">Selection of Omaha as Eastern Terminus &mdash; Celebration Over Breaking
+Ground &mdash; Speech, George Francis Train &mdash; Commencement of Work &mdash; Conditions
+October, 1864 &mdash; Routes Considered.</span>
+
+<p>The first move towards the construction of the road was the selection
+of an eastern terminus which by the Charter was left to the President
+of the United States. This was fixed by President Lincoln on December
+2nd, 1863, the official announcement being as follows: "I, Abraham
+Lincoln, President of the United States, do upon application of said
+Company (The Union Pacific Railroad) designate and establish such
+first above named point on the western boundary of the state of Iowa
+east of and opposite to the east line of Section Ten in Township
+fifteen, north of range thirteen, east of the sixth principal Meridian
+in the territory of Nebraska."</p>
+
+<p>"Done at the city of Washington this 7th day of March in the year of
+our Lord 1864.</p>
+
+<p class="left60">Abraham Lincoln."</p>
+
+<p>Immediately upon receipt of advice as to the President's action on
+December 2nd, 1863, the citizens of <span class="pagenum"><a id="page043" name="page043"></a>(p. 043)</span> Omaha regardless of
+their connection with the road arranged to break ground for the Union
+Pacific Railroad and to properly celebrate the commencement of the
+work and especially the selection of their city as the eastern
+terminus, which was accordingly done. The spot selected for the
+initial point was near the Ferry Landing and not far above where the
+Union Pacific shops are now located. This particular spot with the
+first mile of track constructed, was long ago swept away by the
+Missouri River.</p>
+
+<p>The ceremonies were commenced by asking the Divine Blessing on the
+enterprise in a prayer by the Rev. T. B. Lemon, Pastor of the First
+Methodist Church in Omaha. The Reverend Gentleman petitioned that the
+road make one the people of the East and West. That it would result in
+peopling the waste places of the West; that it might lend security to
+those on the frontier, and other similar requests, all of which have
+been fulfilled to a degree that is past being coincidental. The first
+earth was then removed by Governor Saunders of Nebraska Territory,
+Mayor Kennedy of Omaha, George Francis Train and others assisting.
+Congratulatory messages were received from different parts of the
+country. Speeches were made by A. J. Poppleton and others, the day
+being wound up by a banquet in the evening. The speech of the day was
+delivered by George Francis Train, then in his heyday, which is so
+characteristic of the man and of the ideas then <span class="pagenum"><a id="page044" name="page044"></a>(p. 044)</span> prevalent
+relative to the road and the results of its construction as to warrant
+the following somewhat lengthy extracts:</p>
+
+<p>"I have no telegrams to read, no sentiments to recite. The official
+business being over and as I happen to be lying around loose in this
+part of the country at this particular time, it gives me a chance to
+meet some of the live men of Nebraska at the inauguration of the
+grandest enterprise under God the world had ever witnessed.</p>
+
+<p>"America is the stage, the world the audience of today, while one act
+of the drama represents the booming of cannon on the Rapidan, the
+Cumberland and the Rio Grande, sounding the death knell of rebellion,
+the next scene has the booming of cannon on both sides the Missouri to
+celebrate the grandest work of peace that ever engaged the energies of
+man. The great Pacific Railroad is commenced and if you know the men
+who have hold of the enterprise as well as I do, no doubt would arise
+as to its speedy completion.</p>
+
+<p>"Four thousand years ago the Pyramids were started, but they simply
+represented the vanity of man. The Chinese wall was grand in
+conception, but built to break the tide of invasion. The Suez Canal
+was gigantic, but how limited all those things appear in comparison to
+this enterprise.</p>
+
+<p>"Before the first century of our nation's birth we may see in the New
+York Depots, some strange <span class="pagenum"><a id="page045" name="page045"></a>(p. 045)</span> Pacific Railroad notices such as,</p>
+
+<p class="quote">'European passengers for Japan will please take the night
+     train. Passengers for China this way. African and Asiatic
+     freight must be distinctly marked For Pekin via San
+     Francisco.'</p>
+
+<p>"Ere ten years go by I intend to let the European traveller get a new
+sensation by standing on the ridge pole of the American Nation and
+sliding off into the sea.</p>
+
+<p>"One day a dispatch will come in&mdash;we have tapped a mountain of copper,
+nineteen miles square, later on&mdash;we have just opened up another field
+of coal&mdash;or&mdash;we have struck another iron mountain this morning&mdash;when
+Eureka&mdash;a telegram electrifies the speculators in Wall Streets and
+gold drops below par&mdash;at ten this morning we struck a pick into a
+mountain of solid gold.</p>
+
+<p>"The Pacific Railroad is the nation, and the nation is the Pacific
+Railroad. Labor and capital shake hands today. The lion and the lamb
+sleep together. Here in the West are the representatives of labor and
+in the East are those of capital. The two united make the era of
+progress. Steam, Gas, and Electricity are the liberty, fraternity, and
+equality of the people. The world is on the rampage. Events are
+earthquakes now.</p>
+
+<p>"Ten millions of emigrants will settle in this golden land in twenty
+years."</p>
+
+<p><span class="pagenum"><a id="page046" name="page046"></a>(p. 046)</span> Early in 1864 work was begun on the first hundred miles. The
+actual work being commenced within the corporate limits of Omaha in
+February. About one hundred thousand dollars was spent in grading a
+due westerly route out of Omaha. This was abandoned on account of it
+being so hilly, and a route south and thence west was adopted. The
+ties for this section were cottonwood from the Missouri River bottom
+lands, treated with a view of making them last. It was found that the
+treatment was not effective and for the balance of the road, hard wood
+ties from Michigan, Indiana, and even as far east as Pennsylvania were
+used, some of them costing as much as two dollars and fifty cents laid
+down in Omaha.</p>
+
+<p>At this time there was no railroad completed into Omaha from the East.
+The Chicago and Northwestern being the first to reach there, and its
+first train ran into Council Bluffs on Sunday, January 17th, 1867.
+Consequently all supplies, other than those coming to them via the
+Missouri River, had to be wagoned from Des Moines, Iowa, one hundred
+and thirty-three miles.</p>
+
+<p>On the Missouri River the Company had in service six large steamboats
+carrying supplies and material for construction from Kansas City where
+there was railroad connection with the East by way of the Hannibal and
+St. Joseph Railroad and the Missouri Pacific Railroad.</p>
+
+<p><span class="pagenum"><a id="page047" name="page047"></a>(p. 047)</span> Everything had to be brought in, the country being destitute
+of even stone and lumber, involving great expense and delays. While
+the level country enabled rapid progress to be made in grading, it was
+almost impossible to bring forward the requisite material to keep up
+with the graders and track-layers.</p>
+
+<p>The contract for the first hundred miles had been let May, 1864, to
+Hubert M. Hoxie. By its terms he was to receive securities to the face
+value of $50,000 per mile. Sidings were to be not less than 6 per
+cent. of the main line. Station buildings, water-tanks and equipment
+was to be furnished by him to the value of five thousand dollars per
+mile. Hoxie before this had been in the employ of the Company in
+charge of the Ferry between Omaha and Council Bluffs. In March 1865,
+his contract was transferred to the Credit Mobilier Company, which as
+has been previously stated, was organized by the promoters and
+insiders of the Railroad Company to do the actual construction.
+Several experiences with individual contractors had demonstrated that
+they could not be relied upon, in fact that it required more in the
+way of capital-influence, and omnipresence than any individual could
+exert, consequently all original contracts for the construction and
+equipping of the line were handled by the Credit Mobilier who
+subcontracted it with firms and individuals, they by their close
+relations with the Company and financial interests as well as by their
+wide ramifications, being <span class="pagenum"><a id="page048" name="page048"></a>(p. 048)</span> able to purchase materials and
+supplies to better advantage.</p>
+
+<p>Everything was still held at war prices, iron, ties, lumber,
+provisions, etc., while currency and the Government bonds on which
+they were relying, were greatly depreciated in value. Labor was scarce
+and only to be had at extravagant figures.</p>
+
+<p>In the report of one of the Government inspectors, made in 1864, when
+the grading had progressed some twenty miles out of Omaha, he stated:
+"There are now some two hundred men employed on the work and a like
+number of horses and oxen, together with two excavating machines that
+are doing the work of many men. It is confidently expected that this
+Section (the first forty miles) will be ready to be laid with rails by
+June 1st, next." This he regarded as very commendable but as compared
+with four years later, when there were nearly twelve thousand men
+engaged and track was going down from two to ten miles a day, it seems
+anything else but satisfactory.</p>
+
+<p>A great amount of the preliminary work in the way of reconnoissance,
+surveying, and even locating was done under Governmental auspices
+previous to 1860, most of it by officers of the army. All of their
+reports and surveys were by action of Congress given to the Railroad
+Company, thus saving them greatly in time as well as in money. In
+addition to the Government surveys the Company investigated <span class="pagenum"><a id="page049" name="page049"></a>(p. 049)</span>
+and did more or less surveying before deciding upon the route to be
+followed through the Rockies.</p>
+
+<p>In the report of the Government directors for 1866 they refer to the
+following eight routes as having been investigated during the
+preceding year by the Company, viz.:</p>
+
+<ul>
+<li>1st Via South Platte River and Hoosier Pass.</li>
+<li>2nd Via Platte River and Tarryall Pass.</li>
+<li>3rd Via North Fork of South Platte River.</li>
+<li>4th Via Berthoud Pass.</li>
+<li>5th Via Boulder Pass.</li>
+<li>6th Via Cash le Poudre-Dale Creek and Antelope Pass.</li>
+<li>7th Via Evans Pass.</li>
+<li>8th Via Lodge Pole Creek, Cow Creek, and Evans Pass.</li>
+<li>9th Via Lodge Pole Creek and Cheyenne Pass.</li>
+<li>10th Via Lodge Pole Creek and South Pass.</li>
+</ul>
+
+<p>The first seven of these routes included Denver en route. Something
+that the Company considered essential and which was very reluctantly
+abandoned.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page050" name="page050"></a>(p. 050)</span> CHAPTER <abbr title="5">V</abbr>.</h3>
+
+<h5><i>Progress Made.</i></h5>
+
+<p class="resume"><span class="smcap">Completion of Eleven Miles &mdash; Excursion &mdash; Officers &mdash; Labor
+Supply &mdash; Ex-Soldiers &mdash; Methods Employed &mdash; Progress Made &mdash; Headquarter
+Towns &mdash; Rough Times &mdash; Competition With Central Pacific for
+Territory &mdash; Stations &mdash; Buildings, Etc.</span></p>
+
+<p>As we saw in our last chapter, ground was broken at Omaha, December
+2nd, 1863. This, however, was more in the nature of a jollification on
+the part of the citizens of Omaha over the selection of their city as
+the eastern terminus of the line,&mdash;it being under the auspices of "the
+leading citizens," organized and enthused by the irrepressible George
+Francis Train.</p>
+
+<p>Grading was commenced in July, 1864, and track-laying the spring of
+1865. The start was not auspicious, the line was originally located
+directly west from Omaha, but after one hundred thousand dollars had
+been spent, it was abandoned on account of the hills and consequent
+heavy grades, and two new lines were surveyed, one to the north and
+then west and the other south nearly to Bellevue, Kan., and then west.
+This latter was called the "Ox-bow Route" <span class="pagenum"><a id="page051" name="page051"></a>(p. 051)</span> and was finally
+selected by the Company, notwithstanding violent opposition on the
+part of the people of Omaha, who feared that the Company would cross
+the Missouri at Bellevue, thus leaving Omaha out.</p>
+
+<p>September 25th, 1865, saw eleven miles finished, and in November an
+excursion was run from Omaha to the end of the track, fifteen miles.
+This was gotten up by Vice-President Durant, who took an engine and
+flat car, inviting about twenty gentlemen to go with him on the first
+inspection trip to Sailing's Grove. Among the excursionists was
+General Sherman who gloried in the undertaking and expressed regret
+that at his age he could hardly anticipate living until the completion
+of the work. The party was very enthusiastic, and as the narrator
+naively puts it "as the commissary was well supplied, the gentlemen
+enjoyed themselves."</p>
+
+<p>For a number of reasons the work dragged. It took one year to complete
+the first forty miles. The lack of rail connections east of Omaha
+were, previous to January, 1867, when the Chicago and Northwestern
+Railroad reached Council Bluffs, a very serious occasion of expense
+and delay. The work was new, those in charge were not at that time
+experienced, funds were scarce, and the credit of the Company not yet
+established, and as a result the average rate of progress during the
+first twelve months was but a mile a week.</p>
+
+<p><span class="pagenum"><a id="page052" name="page052"></a>(p. 052)</span> The work of construction was in charge of Vice-President and
+General Manager, Thomas C. Durant.&mdash;The location, General Granville M.
+Dodge, Chief Engineer, formerly General of the United States Army and
+who had up to this time been in charge of the department. The
+operation of the line, forwarding of material and supplies, actual
+construction, etc., was in charge of Samuel B. Reed, General
+Superintendent and Engineer in charge of Construction. The track
+laying was done under contract by "Casement Brothers" (General and
+Daniel) while Mr. H. M. Hoxie was ubiquitous with the title of General
+Western Agent. Colonel Silas Seymour of New York was Consulting
+Engineer and Mr. W. Snyder, Assistant Superintendent and General
+Freight and Ticket Agent.</p>
+
+<p>Another of the reasons for the slow progress made up to 1865 was the
+scarcity of labor. The surrounding territory had no surplus workmen
+and the East had not as yet grasped the idea that the road was
+actually under construction. With the disbandment of the armies, both
+North and South after the war, this situation was changed for the
+better. Large numbers of the ex-soldiers drifted West and were glad to
+find steady work at remunerative wages with the construction forces.</p>
+
+<p>The Secretary of the Interior in his annual report for 1866 stated
+that out of fifteen hundred laborers employed on the Pacific Railways,
+three hundred <span class="pagenum"><a id="page053" name="page053"></a>(p. 053)</span> were negroes and performed their duties
+faithfully and well, and he recommended legislation looking to the
+employment of more of the surplus freedmen on the same work. Among the
+officials,&mdash;engineers and bosses,&mdash;there were many who were
+ex-officers in the army. Thus the Chief Engineer had been a General,
+the Consulting Engineer, a Colonel, the head of the track-laying
+force, a General. This can best be explained by quoting from a paper
+on trans-continental railroads read by General Dodge, before the
+Society of the Army of the Tennessee at Toledo, Ohio, September, 1888.</p>
+
+<p>"The work was military in character and one is not surprised to find
+among the superintendents and others in charge, a liberal sprinkling
+of military titles. Surveying parties were always accompanied by a
+detachment of soldiers as a protection against Indians. The
+construction trains were amply supplied with rifles and other arms and
+it was boasted that a gang of track-layers could be transmuted into a
+battalion of infantry at any moment. Over half of the men had
+shouldered muskets in many a battle."</p>
+
+<p>The same facts are brought out by the following extract from a
+newspaper of that day.</p>
+
+<p>"The whole organization of the road is semi-military. The men who go
+ahead (surveyors and locators) are the advance guard, following them
+is the second line (the graders) cutting through the gorges, grading
+the road and building the bridges. Then <span class="pagenum"><a id="page054" name="page054"></a>(p. 054)</span> comes the main body
+of the army, placing the ties, laying the track, spiking down the
+rails, perfecting the alignment, ballasting and dressing up and
+completing the road for immediate use. Along the line of the completed
+road are construction trains pushing 'to the front' with supplies. The
+advance limit of the rails is occupied by a train of long box-cars
+with bunks built within them, in which the men sleep at night and take
+their meals. Close behind this train come train loads of ties, rails,
+spikes, etc., which are thrown off to the side. A light car drawn by a
+single horse gallops up, is loaded with this material and then is off
+again to the front. Two men grasp the forward end of the rail and
+start ahead with it, the rest of the gang taking hold two by two,
+until it is clear of the car. At the word of command it is dropped
+into place, right side up, during which a similar operation has been
+going on with the rail for the other side,&mdash;thirty seconds to the rail
+for each gang, four rails to the minute. As soon as a car is unloaded,
+it is tipped over to permit another to pass it to the front and then
+it is righted again and hustled back for another load.</p>
+
+<p>"Close behind the track-layers comes the gaugers, then the spikers and
+bolters. Three strokes to the spike, ten spikes to the rail, four
+hundred rails to the mile. Quick work you say,&mdash;but the fellows on the
+Union Pacific are tremendously in earnest."</p>
+
+<p>Or as another writer has it, "We witnessed here <span class="pagenum"><a id="page055" name="page055"></a>(p. 055)</span> the fabulous
+speed with which the line was built. Through the two or three hundred
+miles beyond were scattered ten to fifteen thousand men (?) in great
+gangs preparing the road-bed with plows, scrapers, shovels, picks, and
+carts, and among the rocks, with drills and powder were doing the
+grading as rapidly as men could stand and move with their tools. Long
+trains brought up to the end of the track, loads of ties and rails the
+former were transferred to teams and sent one or two miles ahead and
+put in place on the grade, then spikes and rails were reloaded on
+platform cars and pushed up to the last previously laid rail and with
+an automatic movement and celerity that was wonderful, practiced hands
+dropped the fresh rails one after another on the ties exactly in line.
+Hugh sledges sent the spikes home,&mdash;the car rolled on and the
+operation was repeated; while every few minutes the long heavy train
+behind sent out a puff of smoke from its locomotive and caught up with
+its load of material the advancing work. The only limit to the
+rapidity with which the track could thus be laid was the power of the
+road behind to bring forward material."</p>
+
+<p>The above description applies to the later period of construction,
+when the forces had become thoroughly organized and the work
+systematized. The following table shows the rate of construction:</p>
+
+<ul>
+<li>Ground broken at Omaha    <span class="col70">December 2nd, 1863.</span></li>
+<li>Work commenced at Omaha   <span class="col70">Spring, 1864.</span></li>
+<li><span class="pagenum"><a id="page056" name="page056"></a>(p. 056)</span> 11 Miles completed to Gilmore              <span class="col70">September 25th, 1865.</span></li>
+<li>40 Miles completed to Valley               <span class="col70">December 31st, 1865.</span></li>
+<li>47 Miles completed to Fremont              <span class="col70">January 24th, 1866.</span></li>
+<li>50 Miles completed                         <span class="col70">March 13th, 1866.</span></li>
+<li>100 Miles completed                         <span class="col70">June 2nd, 1866.</span></li>
+<li>247 Miles completed to the 100th Meridian   <span class="col70">October 5th, 1866.</span></li>
+<li>305 Miles completed                         <span class="col70">December 31st, 1866.</span></li>
+<li>414 Miles completed to Sidney, Wyo.         <span class="col70">August, 1867.</span></li>
+<li>516 Miles completed to Cheyenne, Wyo.       <span class="col70">November 13th, 1867.</span></li>
+<li>573 Miles completed to Laramie, Wyo.        <span class="col70">May 9th, 1868.</span></li>
+<li>745 Miles completed                         <span class="col70">December 31st, 1868.</span></li>
+<li>1033 Miles completed to Ogden, Utah          <span class="col70">March 8th, 1869.</span></li>
+<li>1086 Miles completed:</li>
+<li><span class="add2em">To Promontory, Utah</span>           <span class="col70">April 28th, 1869.</span></li>
+<li><span class="add2em">Formal connection made</span>           <span class="col70">May 10, 1869.</span></li>
+<li><span class="add2em">Regular train service commenced</span>    <span class="col70">July 15th, 1869.</span></li>
+<li>Completed according to Judicial decision     <span class="col70">November 6th, 1869.</span></li>
+</ul>
+
+<p>The progress made was daily wired East and published in the principal
+newspapers. Thus in the "Chicago Tribune" items such as "One and
+nine-tenth <span class="pagenum"><a id="page057" name="page057"></a>(p. 057)</span> miles of track laid yesterday on the Union Pacific
+Railroad" appeared in every issue.</p>
+
+<p>During the construction of the line, headquarters were established at
+different points at the front, which were used as a basis of
+operations for the construction of the section beyond. These places
+enjoyed a temporary boom, some of them like Jonah's Gourd to wither up
+and die away, others profiting by the start are today points of
+importance. The first of these was North Platte, Nebraska, its
+selection being caused by the delay incident to bridging the river.
+This was the terminus of the road during the fall of 1866 and up to
+June 1867. During this time it was the distributing point for all the
+country west. The mixture of railroad laborers, freighters, etc., all
+of them with more or less money, inaugurated a rough time and was the
+beginning of the wild scenes that attended the construction of the
+line. The town during the winter had a population of five thousand and
+over a thousand buildings. With the completion of the line to Sidney,
+Wyo., in June, 1867, the rough element left and established themselves
+at that point, leaving at North Platte about three hundred of the more
+sedentary law-abiding class who had determined on that point for their
+home. In moving to the front, houses were torn down, loaded on cars to
+be taken to the new site and there re-erected.</p>
+
+<p>When it was known that Cheyenne was to be the terminus for the winter
+of 1867-1868, there was a <span class="pagenum"><a id="page058" name="page058"></a>(p. 058)</span> grand hegira of roughs, gamblers,
+prostitutes from all along the line and from the East. The population
+jumped to six thousand. Dwellings sprang up like mushrooms. They were
+of every conceivable character. Some simply holes in the ground roofed
+over, known as "dug outs," others of canvas, while some few were of
+wood and stone. Town lots were sold at fabulous prices. The only
+pastimes were gambling and drinking. Shooting scrapes with "a man for
+breakfast" were an every day occurrence, and stealing so common as to
+occasion no comment. It is said of old Colonel Murrian, the then Mayor
+of Cheyenne, that he advanced the City's script eighteen cents on the
+dollar, by inflicting a fine of ten dollars on those who "made a gun
+play" i. e. shot at any one,&mdash;and that it was his custom to add a
+quarter to the fines he inflicted, making them ten dollars and
+twenty-five cents or twenty-five dollars and twenty-five cents, with
+the explanation that his was dry work and the extra quarter was to
+cover the stimulant his arduous duties required.</p>
+
+<p>Such conditions brought about an uprising on the part of the more
+respectable element. Vigilance committees with "Judge Lynch" in
+command, took hold and from his Court there was neither appeal, nor
+stays. Witnesses were not held to be essential. The toughs were known
+and the judgments of the Court generally right. At least the
+defendants were not left in a condition to make complaint or appeal.
+<span class="pagenum"><a id="page059" name="page059"></a>(p. 059)</span> The Vigilance Committee during the first year of its
+existence hung or shot twelve of the desperadoes, and were
+instrumental in sending as many more to the Penitentiary. The effect
+was to compel the tough element to either leave or abide by the laws
+and to put the decent element in control.</p>
+
+<p>The next headquarters was Benton, Wyo. In two weeks (July 1868) a city
+of three thousand inhabitants sprang up as if by the touch of
+Aladdin's Lamp. It was laid out in regular squares, divided into five
+wards, had a Mayor and Board of Aldermen, a Daily Paper and volume of
+ordinances for the City Government. It was the end of the freight and
+passenger service and the beginning of the division under
+construction. Twice a day, long trains arrived from and departed for
+the East, while stages and wagon trains connected it with points in
+Idaho, Montana, and Utah. All the passengers and goods for the West,
+came here by rail and were re-shipped to their several destinations.</p>
+
+<p>Twenty-three saloons paid license to the city, while dance halls and
+gambling dens were even more numerous. The great institution was the
+"Big Tent." This was a frame structure, one hundred feet long and
+forty feet wide, floored for dancing, to which and gambling it was
+entirely devoted. A visitor to the city thus described it: "One to two
+thousand men and a dozen or more women were encamped on the alkali
+plain in tents and shanties." <span class="pagenum"><a id="page060" name="page060"></a>(p. 060)</span> Only a small proportion of them
+had aught to do with the road or any legitimate occupation. Restaurant
+and saloon keepers, gamblers, desperadoes of every grade, the vilest
+of men and women made up this "Hell on Wheels" as it was most aptly
+termed. Six months later, all that was left to mark the site was a few
+rock piles and half destroyed chimneys together with piles of old
+cans. The city after a tumultuous existence of only sixty days had
+"got up and pulled its freight" to the next headquarters.</p>
+
+<p>Green River, Bryan, Bear River City, and Wasatch were the headquarters
+successively. The first, owing to the railroad having made it the end
+of a division and located shops there, has survived; the other three
+are but memories.</p>
+
+<p>At Bear River City, the tough element who had been driven out of the
+different points East, congregated in large numbers, proposing to make
+a stand, it being supposed it would become a permanent town. The law
+abiding element numbered about a thousand, the toughs as many more.
+Three thugs were hung for murder, and in a reprisal the town was
+attacked on November 19th, 1868, by the tough element. They seized and
+burned the jail, then sacked and destroyed the plant of the "Frontier
+Index," a printing outfit that followed up the railroad, issuing a
+Daily Paper, and which had been particularly outspoken in its
+denunciation of the lawless element. They then proceeded to attack
+some of the stores, <span class="pagenum"><a id="page061" name="page061"></a>(p. 061)</span> but were met by the townspeople and in
+the pitched battle that ensued, badly defeated. They made an
+undignified retreat, leaving fifteen of their number dead in the
+streets. From this time on the tough element fought shy of the city
+and with the extension of the road, its business left. Today there is
+not a thing to indicate that a town of four or five thousand had ever
+stood there.</p>
+
+<p>The tough element started in to make Rawlins one of the "Hells" but
+the decent element had had enough and proceeded to clean up the
+town&mdash;showing they proposed to stand no foolishness.</p>
+
+<p>The last of the railroad towns was Wasatch located at the eastern end
+of the longest tunnel (770 feet) on the road. In fact it was the delay
+occasioned by this work that gave rise to the town. When the line was
+put down a temporary track was built around the obstruction so as to
+permit the materials for the track beyond to reach the front. This
+place originally had a machine shop, round house and eating station
+all of which were removed to Evanston in 1870.</p>
+
+<p>Upon the passage of the supplementary Charter in 1864 the restriction
+confining the Central Pacific to the State of California was withdrawn
+and they were authorized to build for one hundred and fifty miles east
+of the California boundary. This latter restriction was also withdrawn
+by Congress in 1866, leaving the meeting point to be determined by the
+rapidity of the construction of the respective lines, <span class="pagenum"><a id="page062" name="page062"></a>(p. 062)</span> or as
+the Act of Congress put it, they could locate, construct, and continue
+their line until it should meet the Union Pacific continuous line.
+With the experience of three years behind them and the Land Grant,
+Government Bonds and prospective earnings, not to speak of the element
+of pride ahead, the two lines entered into a race the like of which
+had never been seen. The rivalry extended from the Presidents of the
+respective Companies down to the boy who carried water to the graders.
+Both forces, justly proud of their achievements, considered themselves
+a little better than the other. One form of the rivalry was as to
+which outfit could get the greatest amount of track down in one day.
+The Union Pacific's forces led off with six miles, soon after the
+Central went them a mile better. Then seven and a half miles were put
+down by the Union Pacific; the Central Pacific forces not to be
+outdone announced they could get down ten miles inside of one working
+day. Vice-President Durant offered to wager ten thousand dollars it
+could not be done, and the Central Pacific outfit resolved it should
+be done. Waiting until there were but fourteen miles for them to lay,
+they started in and laid ten miles and two hundred feet from seven A.M.
+to seven P.M., using four thousand men in the operation. And then
+the Union Pacific outfit was mad. They claimed if they had massed
+their forces, made special preparation, etc., they could do better
+than their competitors, but they <span class="pagenum"><a id="page063" name="page063"></a>(p. 063)</span> could not prove it for
+there was no more track to lay.</p>
+
+<p>The Central Pacific people ran their grade east of Ogden to Echo
+Canon, this when their completed line was only built to the vicinity
+of Wadsworth, Nev. The Union Pacific Railroad located their line to
+the California State line and had their graders at work as far west as
+Humboldt Wells, Nev., four hundred and sixty miles west of Ogden. This
+line west of Promontory was never built, however, and it is said that
+one million dollars was expended in this way. As it was the Central
+Pacific had their grade established some eighty miles east of
+Promontory Point, thirty miles east of Ogden, and this when the Union
+Pacific were laying their completed track within a mile of and
+parallel to their grade. The prize was so great that every nerve was
+strained on the part of both contestants as to who should push their
+track the further. The advantages were about equal. The Central
+Pacific were somewhat nearer their base of supplies, their laborers
+were the quiet, orderly, and easily managed Chinese and then they were
+in comparatively good financial shape. The Union Pacific, though
+farther from their base of supplies, were in railroad communication
+with the points of manufacture, their men, while turbulent and hard to
+control, were enthusiastic and worth three to one of the opposing
+forces. They were well paid, well housed and well fed, and were
+handled by men who had as a rule, army experience back of them and
+<span class="pagenum"><a id="page064" name="page064"></a>(p. 064)</span> who certainly were "bosses" in the best and fullest sense.
+During the winter of 1868-1869 the advantage was with the Central
+Pacific Company. Their line across the Sierras was fully protected by
+snow sheds and they only met with one week's suspension of business
+from snow troubles during the whole winter, while the Union Pacific
+were blocked between Cheyenne and Green River for four long months.
+The rate of construction grew rapidly. During 1864 there were about
+two hundred men employed on the grading and track-laying. While it
+took one year to complete the first forty miles, the second year, the
+year 1865, saw two hundred and sixty five miles done, over a mile a
+day working time, and this was exceeded from that on. There were about
+two thousand five hundred graders employed in 1867 in addition to four
+hundred and fifty track-layers and from this number up, until the
+completion of the road. Their forces numbered twelve thousand men and
+three thousand teams, while six hundred tons of material were placed
+daily during the spring of 1869 when the contest was at its height.
+The maximum track laid in one day, was seven and a half miles. As the
+line progressed round houses were put up at Omaha, North Platte,
+Cheyenne, Laramie, and Ogden, each having twenty stalls, and at Grand
+Island, Sidney, Rawlins, Bitter Creek, Medicine Bow and Bryan, of ten
+stalls each. These were substantial <span class="pagenum"><a id="page065" name="page065"></a>(p. 065)</span> buildings of brick or
+stone with sheet-iron roofs thoroughly fire proof.</p>
+
+<p>In addition to the large shops at Omaha where much of the building of
+equipment was done, repair shops were built at Cheyenne and Laramie.</p>
+
+<p>Stations were established at an average of fourteen miles apart. The
+station buildings were built of wood and of two classes, three-fourths
+of them twenty-five by forty feet, the remaining one-fourth thirty-six
+by sixty feet. At each station water tanks were erected, surmounted by
+wind mills. Sidings three thousand feet long were located at each
+station and in some cases at points intermediate fifteen hundred feet
+long. In all there was about six per cent of the main line distance in
+side tracks.</p>
+
+<p>To accommodate not only the Public, but their own employees, the
+Company put up good sized hotels at North Platte, Cheyenne, Laramie
+and Rawlins.</p>
+
+<p>Eating houses were established at Grand Island, North Platte, Sidney,
+Cheyenne, Laramie, Rawlins, Bryan (Near Granger long ago passed out of
+existence) Wasatch (afterwards removed to Evanston) and Ogden. During
+construction days the charge for a meal was a dollar and a quarter,
+but with the opening of the road this was reduced to one dollar and
+afterwards to the present price seventy-five cents.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page066" name="page066"></a>(p. 066)</span> CHAPTER <abbr title="6">VI</abbr>.</h3>
+
+<h5><i>Indian Troubles during construction.</i></h5>
+
+<p class="resume"><span class="smcap">History of 1864-1865-1866-1867-1868 and 1869 &mdash; Government Posts
+Established &mdash; Major North and His Pawnees &mdash; Ex-Soldiers Ogallala &mdash; Plum
+Creek &mdash; Sidney &mdash; Battle At Julesburg.</span></p>
+
+
+<p>The country through which the Union Pacific Railroad was built was the
+hunting grounds of the Pawnee, Sioux, Arapahoes, Crows, Blackfeet,
+Bannock, Snake and Shoshones, the first three on the plains and the
+others to the west. These were among the most warlike tribes of the
+West, and during the construction of the road they were the occasion
+of serious trouble, not to speak of the annoyance and delay as well as
+the extra expense occasioned.</p>
+
+<p>The following summarizes the conditions existing on the plains during
+the time the road was under construction.</p>
+
+<p>During the summer of 1864, the whole line of the Overland Stage from
+St. Joseph, Mo., to Salt Lake City, was subject to Indian
+depredations, so much so, that Ben Holliday, its proprietor, asked the
+Government for five soldiers at each of the stage stations, and two to
+accompany each coach. Without these, he stated, he would discontinue
+the line.</p>
+
+<p><span class="pagenum"><a id="page067" name="page067"></a>(p. 067)</span> The year 1865 was known as "The Bloody Year on the Plains,"
+and its history is one constant account of attacks, skirmishes,
+depredations and murders by the Indians.</p>
+
+<p>Notwithstanding the Peace Conference at Laramie in May, the year 1866,
+was not much better and the relations between the whites and the
+Indians were kept at a fighting point, culminating in the massacre by
+the Indians at Fort Phil Kearney of eighty-one regular soldiers.</p>
+
+<p>The year 1867 opened with troubles all along the line. The Government
+inspectors reported "Indian depredations have caused serious
+embarrassment to the locating, construction and operation of the line.
+Constant and persistent attacks have occasioned great delay and
+expense." The Government aroused to the dangers of temporizing, pushed
+a large number of troops into the field, restored old and built many
+new posts. This, together with the ease of communication resulting
+from the rapidly extending railroad, had a deterrent effect on the
+Indians.</p>
+
+<p>1868 was a repetition of the preceding year. A Peace Conference at
+Fort Laramie called for April was not attended by the Indians until
+November. Numerous attacks were made by them on the whites and the
+country kept in a turmoil. During the fall there was desperate
+fighting and the army assisted by citizens soldiers punished the
+Indians as they had never been punished before, resulting in a much
+better condition <span class="pagenum"><a id="page068" name="page068"></a>(p. 068)</span> of affairs during 1869 and thereafter.
+Nearly all the Indian troubles occurred on the plains and east of
+Cheyenne. West thereof, either owing to better organization on the
+part of the railroad and military, or else to the intimidation of the
+tribes, there was but little annoyance from this source.</p>
+
+<p>The surveying parties were as a rule accompanied by a small detachment
+of regulars and to this fact may be attributed their comparative small
+loss of life. While they lost but few of their number, still they were
+compelled to work at great disadvantage and frequently brought to a
+full stop by the presence of war parties in numbers too great to be
+ignored.</p>
+
+<p>They, the surveying and engineering parties, were not so strong
+numerically as the grading outfits and did not have their resources.
+The different parties not only were frequently driven in but a number
+of them were obliged to fight for their lives. The station Hilldale,
+Wyo., perpetuates the name of one engineer, Mr. Hill, who was killed
+near this place by the Indians while locating the road. Another victim
+of the Indians was Colonel Percy in charge of an engineering party on
+the preliminary survey. He was surprised by a party of them
+twenty-four miles west of Medicine Bow, Wyo.&mdash;retreating to a cabin he
+stood them off for three days, at the end of which time they managed
+to set fire to the building and when the roof fell in he was compelled
+to get out, whereupon he was attacked and killed. This took place near
+Hanna <span class="pagenum"><a id="page069" name="page069"></a>(p. 069)</span> Station, Wyo., which was originally called Percy in
+memory of the Colonel.</p>
+
+<p>Realizing the necessity of military to protect the construction
+forces, the Government established numerous forts or posts along the
+line, viz:</p>
+
+<p>Fort McPherson, Neb. (originally called Cantonment McKeon, then
+Cottonwood Springs Cantonment). Established February, 1866.</p>
+
+<p>Fort Sedgwick, Colo., about four miles from the town of Julesburg,
+Colo.</p>
+
+<p>Fort Mitchell, near Scotts Bluffs, Neb., a temporary proposition
+occupied only during the construction period.</p>
+
+<p>Fort Morgan, Wyo., not far from Sidney, Wyo., established May, 1865,
+abandoned May, 1868.</p>
+
+<p>Fort D. A. Russell, near Cheyenne, Wyo., established July, 1867, still
+occupied as an army post.</p>
+
+<p>Fort Sanders, Wyo., near Laramie, established June, 1866.</p>
+
+<p>Fort Fred Steele, fifteen miles east of Rawlins, established June,
+1868.</p>
+
+<p>Fort Halleck, twenty-two miles west of Medicine Bow, abandoned 1866.</p>
+
+<p>General Sherman had prophesied that the influx of graders, teamsters,
+with their following would bring enough whiskey into the country to
+kill off all the Indians, and that the only good Indians were the dead
+ones.</p>
+
+<p>One of the most valuable forces during the building <span class="pagenum"><a id="page070" name="page070"></a>(p. 070)</span> of the
+road was a battalion of four companies of Pawnee Indians mustered into
+the United States' service under the command of Major Frank J. North,
+January 13th, 1865, this action being taken at the instance of General
+Custer. They proved most effective, notwithstanding their somewhat
+ludicrous appearance. They were furnished the regular soldiers'
+uniform which they were permitted to modify to suit their individual
+ideas and taste. As a rule their head dress was the customary Indian
+one of feathers. Their arms were the regulation carbine and revolver
+of the cavalry to which they added on their own accord, hatchet,
+knife, spear, etc., and when fighting was to be done they would strip
+down to the buff or rather the copper skin.</p>
+
+<p>The construction forces at this time were being annoyed by the
+Cheyennes and Sioux, both of whom were the bitter foes of the Pawnees.
+Fort Kearney was the headquarters of Major North and his Pawnees and
+their duty was to protect the construction forces while at work.</p>
+
+<p>As illustrating conditions existing, the following is of interest: A
+large body of Indians appeared on the scene near Julesburg, Major
+North and forty of his Pawnees started from Fort Kearney to the scene
+of the anticipated trouble. On the way he found the bodies of fourteen
+white men who had been killed by the Indians and their bodies
+mutilated beyond recognition, their scalps torn off, tongues cut out,
+legs and <span class="pagenum"><a id="page071" name="page071"></a>(p. 071)</span> arms hacked off and their bodies full of arrows. On
+arriving at Julesburg, he found the place besieged. Falling on the
+Sioux, he put the whole band to fight, killing twenty-eight in the
+transaction. This party of Indians had but a few days before surprised
+a party of fourteen soldiers, killing them all. Soon after this
+trouble broke out with the Cheyennes. Major North and a party of
+twenty of his Pawnees started to look into the matter, and while out,
+struck a band of twelve Cheyennes. Taking after them, the Major was
+the only one who could get near them on account of his men's horses
+being tired out, but being better mounted, he was able to get within
+gun shot and killed one of the Cheyennes. Seeing his Pawnees were some
+distance in the rear, the whole party turned on Major North. He shot
+his horse, and using its body for a breastwork, fought the whole
+party, killing or wounding nine of them and held them at bay until his
+men were able to come up. This fight was considered one of the most
+daring on the Plains and added greatly to the fame of the Major and
+his Pawnees. After the completion of the road, Major North retired,
+and in company with W. F. Cody (Buffalo Bill) went into the cattle
+business near North Platte.</p>
+
+<p>As has been stated, many of the officers and men engaged on the work
+were ex-soldiers accustomed to the use of arms. The construction
+trains and in fact all of the workers were liberally supplied with
+arms, principally rifles, and it was the boast that ten minutes
+<span class="pagenum"><a id="page072" name="page072"></a>(p. 072)</span> any time was long enough to transform a gang of graders or
+track layers into a battalion of infantry. Every man on the work was
+armed, and it was the custom for the graders to carry their guns to
+and from their work, keeping them stacked within easy distance while
+at actual work.</p>
+
+<p>"The front" was seldom bothered. As a rule there were too many at hand
+to make an attack attractive. It was the little detached parties or
+single individuals that were most often molested. After the rails were
+down, the trains passing to and from the front and the employees at
+the isolated stations and most especially the section gangs were in
+constant danger.</p>
+
+<p>Among the first serious experiences was that of a construction train
+near Ogallala, Neb. A party of Sioux decided to capture it and compel
+it to stop; they massed their ponies on the track, with the result
+that there were some twenty or more dead horses, without damage of any
+consequence to the train. The trainmen used their guns and pistols to
+good advantage, resulting in a number of the Indians being killed.
+Later on, one of the Sioux of the party, on being interviewed, said,
+"Smoke wagon, big chief, ugh, no good."</p>
+
+<p>At another time, the Indians succeeded in capturing a freight train
+near Plum Creek and held it and its crew in their possession.</p>
+
+<p>General Dodge, the Chief Engineer, with a number <span class="pagenum"><a id="page073" name="page073"></a>(p. 073)</span> of men,
+train crew, discharged men, etc., was running special, returning from
+the front to Omaha when the news reached them, and to quote the
+General's own words:</p>
+
+<p>"They (the men on his special train) were all strangers to me. The
+excitement of the capture and the reports coming by telegraph brought
+all of them to the platform and when I called on them to fall in and
+go forward and retake the captured train, every man on the special
+went into line and by his position showed he had been a soldier. We
+ran down slowly until we came in sight of the train. I gave the order
+to deploy as skirmishers, and at the command they went forward as
+steadily and in as good order as we had seen the old soldiers climb
+the face of the Kennesaw under fire." The train was quickly
+recaptured.</p>
+
+<p>Another incident occurred in the same locality, four miles west of
+Plum Creek, in July, 1867. A band of Southern Cheyennes, under Chief
+Turkey Leg, took up the rails and ties over a dry ravine. It so
+happened that the train was preceded by a hand car with three section
+men&mdash;encountering the break, the car and men fell into the ravine and
+one of their men was captured and scalped. In his agony, he grabbed
+his scalp and got away in the darkness as had his two more fortunate
+companions. The engineer discovered the break by the light of his
+headlight, but not in time to stop his train, and the engine and two
+car loads of brick, immediately following it, toppled into the ravine
+with the <span class="pagenum"><a id="page074" name="page074"></a>(p. 074)</span> balance of the train, box cars loaded with
+miscellaneous freight, piled up and round about. The engineer and
+fireman were caught and killed in the wreck. The conductor,
+discovering the presence of the savages, ran back and flagged the
+second section following, which was backed up to Plum Creek Station.
+In the morning the inhabitants of Plum Creek, together with the train
+crews, sallied out to give battle with the Indians, but found they had
+departed. From the cars, they had thrown out boxes and bales, taking
+from them whatever had struck their fancy. Bolts of bright colored
+flannels and calicoes had been fastened to their ponies, which
+streamed in the wind, or dragged over the prairies. Major North and
+his Pawnees were at the front scattered in small detachments between
+Sidney and Laramie; within twenty-four hours they arrived on the scene
+in a special train. Following the trail, in about ten days they fell
+upon the Cheyennes, one hundred and fifty in number, and killed
+fifteen, taking two prisoners, one of them the nephew of Turkey Leg,
+their chief.</p>
+
+<p>Another occurrence took place in April, 1868, near Elm Creek Station,
+a band of Sioux attacked, killed and scalped a section gang of five,
+and on the same day attacked the station of Sidney, coming out on the
+bluff above it and firing down on the town. At the time of the attack,
+two conductors were fishing in Lodge Pole Creek, a little way below
+the station; They were discovered by the Indians, who charged on them
+and <span class="pagenum"><a id="page075" name="page075"></a>(p. 075)</span> shot one who fell forward as if killed. The other
+happened to have a pistol on his person with which he kept them at a
+distance until he reached the station, where he arrived with four
+arrows sticking in him and some four or five other bullet and arrow
+wounds, none of which proved serious. His companion also recovered.</p>
+
+<p>Another serious attack was made on a train near Ogallala Station in
+September, 1868. The ends of two opposite rails were raised so as to
+penetrate the cylinders, the engine going over into the ditch and the
+cars piling up on top of it. The fireman was caught in the wreck and
+burned to death, the engineer and forward brakeman, riding on the
+engine, escaped unhurt. The train crew and passengers being armed,
+defended the train, keeping the Indians off until a wrecking train and
+crew arrived. Word being sent to Major North, who was at Willow
+Island, with one Company of his Pawnees, he came to the scene,
+followed the Indians and overtaking them, two were killed, the balance
+escaping. The following month the same party attacked a section gang
+near Potter Station, driving them in and running off a bunch of twenty
+horses and mules. About fifteen of Major North's Pawnees started in
+pursuit, overtook and killed two and recovered the greater part of the
+stolen stock.</p>
+
+<p>The great battle of construction days occurred near Julesburg in July,
+1869. The regulars, under General <span class="pagenum"><a id="page076" name="page076"></a>(p. 076)</span> Carr, and the Pawnees (one
+hundred and fifty); under Major North, had put in two months scouting
+for several bands of Cheyennes and Sioux that had been raiding through
+the Republican and Solomon Valleys, attacking settlements, burning
+houses, killing and scalping men, women and children and raising Cain
+generally. They ran them to earth near Summit Springs where they were
+encamped. On July 11th, they surprised and attacked the Indians who
+were under the leadership of Tall Bull, a noted Cheyenne Chief. One
+hundred and sixty warriors were slain, among them Tall Bull. He was
+seen as the attack was made, mounted upon his horse with his squaw and
+child behind him trying to escape. Being headed off, he rode into a
+draw or pocket in the side of a ravine where some fifteen other
+warriors had taken refuge. He had been riding on a very fine horse,
+this he took to the mouth of the draw and shot. He then sent his squaw
+and child out to give themselves up; this they did, the squaw
+approaching Major North with hands raised in token of submission. She
+then advised the Major there were still seven warriors alive in the
+draw, entreating that their lives be spared. As the Indians were
+shooting at every man they caught sight of, it was impossible to save
+them and they were finally shot down. Among the prisoners taken was a
+white woman who had been captured by the Indians on one of their
+raids. She had been appropriated by Tall Bull as his squaw, and when
+the village had been <span class="pagenum"><a id="page077" name="page077"></a>(p. 077)</span> attacked, he had shot her and left her
+in his tepee supposedly dead. Soon after the fight commenced, she was
+found by one of the officers who, entering in the lodge, saw her in a
+sitting position with blood running down her waist. She was a German,
+unable to speak English, and up to this time had supposed the fight
+was between Indians. On realizing that white men were in the vicinity
+and thinking when he started to leave her, that she was about to be
+deserted, she clasped him around his legs and in the most pitiful
+manner, begged him by signs and with tears not to leave her to the
+savages. After the fight she was taken to Fort Sedgwick where she
+recovered, and in a few months afterwards married a soldier whose time
+had expired. During the fight the troops captured nearly six hundred
+head of horses and mules, together with an immense amount of
+miscellaneous plunder, including nineteen hundred dollars in twenty
+dollar gold pieces that had been taken from the German woman's father
+at the time he had been killed and she captured. Of this sum, nine
+hundred dollars was turned over to the woman; six hundred dollars by
+the Pawnees, and the balance by the regulars. Had the latter been as
+generous as the scouts when the appeal for its restoration was made,
+every dollar would have been returned.</p>
+
+<p>The above incidents are but a few out of thousands that occurred
+during the stormy construction days. They illustrate the trials and
+dangers encountered by the hardy pioneers. It was not only at "the
+front" <span class="pagenum"><a id="page078" name="page078"></a>(p. 078)</span> that trouble was incurred, but after the building had
+proceeded, the section men, station employees and train crews were in
+constant danger. At the stations, it was a rule to build sod forts
+connected by underground passage with the living quarters to which
+retreat could be had in case of Indian attacks. For some time small
+squads of soldiers were stationed at every station and section house
+along the line, being quartered in sod barracks.</p>
+
+<p>With the completion of the road and the establishment of regular train
+service, immigration soon poured in to such an extent as to make the
+settlers numerous enough to protect themselves, and it was not long
+until "Lo," like the buffalo, was only a memory.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page079" name="page079"></a>(p. 079)</span> CHAPTER <abbr title="7">VII</abbr>.</h3>
+
+<h5><i>The Builders.</i></h5>
+
+<p class="resume"><span class="smcap">Their Material and Methods &mdash; Oakes Ames (Financier) &mdash; George Francis
+Train (Promoter) &mdash; John A. Dix (First President) &mdash; Thomas C. Durant
+(Vice President and President) &mdash; Granville M. Dodge (Chief
+Engineer) &mdash; Subordinate Officials &mdash; Casement Brothers, Track-layers,
+Mormons &mdash; Materials Used &mdash; Their Source &mdash; Methods.</span></p>
+
+
+<p>At Sherman Station, the highest point on the Union Pacific Railroad,
+stands a monument some sixty feet square and about the same height,
+bearing the simple legend, "In Memory of Oakes Ames and Oliver Ames."
+This was erected in compliance with a resolution passed at the meeting
+of the Company's stockholders held in Boston, March 10th, 1875, which
+read as follows, "Resolved that in memory of Oakes Ames and in
+recognition of his services in the construction of the Union Pacific
+Railroad to which he devoted his means and his best energies with a
+courage, fidelity, and integrity unsurpassed in the history of
+railroad construction, the directors (of this Company) are requested
+to take measure in co-operation with such friends as may desire to
+contribute, for the erection at <span class="pagenum"><a id="page080" name="page080"></a>(p. 080)</span> some point in the line of
+the road, of a suitable and permanent monument." (By the recent
+shortening of the line this monument has been left some three miles
+away from the present track. Its removal to Cheyenne Depot Grounds or
+some other equally prominent position is under consideration.)</p>
+
+<p>Oliver Ames was born at North Easton, Mass., January 10th, 1804; he
+passed his youth and early manhood assisting his father in the work of
+a farmer and later of manufacturing shovels, attending during the
+winter a country school. Serving first as apprentice, then foreman, he
+was in due time taken into partnership with his father to whose
+business he succeeded.</p>
+
+<p>From twenty thousand dozen shovels turned out in 1845, their output
+increased to one hundred and twenty-five thousand dozens in 1870. A
+tireless worker dispensing with clerk or bookkeeper, his accounts were
+kept in his head. Over six feet in height, weighing over two hundred
+pounds, broad shouldered and massive in built. Elected to Congress in
+1860 where he was kept until 1872. Becoming associated with the Union
+Pacific in 1865, at the time when the enterprise was languishing for
+lack of funds and it seemed almost hopeless. His attention was first
+directed in that channel by his duties as a member of the House
+Committee of Railroads in 1865. He was then a man of considerable
+means, recognized as an authority on business matters, and he enjoyed
+the confidence of President Lincoln and other prominent <span class="pagenum"><a id="page081" name="page081"></a>(p. 081)</span> men
+of that day to a marked degree. In fact, it was at the urgent
+solicitation of the President that he undertook the almost hopeless
+task of financiering the construction of the road.</p>
+
+<p>Entering into the undertaking with all of his energy and means, using
+his influence and persuasive powers with his fellow capitalists, he
+was able to raise by various means, the necessary funds for the
+construction of the line. Among others who took stock in the Company
+and Credit Mobilier were a number of public men, including
+Vice-President Colfax, Speaker James G. Blaine, James A. Garfield,
+afterwards President, and others of that ilk. The cry of corruption
+and bribery was raised in the campaign of 1872, resulting in
+investigation by Congressional Committees and a trial by the House,
+which rendered a very remarkable verdict, censuring Mr. Ames for
+having induced members of Congress to invest in the stock of a
+corporation in which he was interested and whose interests depended on
+legislation of Congress&mdash;but with the further finding on the part of
+the House Committee that no one had been wronged&mdash;that the Congressmen
+in question had paid him what the stock cost him and no more&mdash;that he
+had neither offered nor suggested a bribe&mdash;that their object in taking
+the stock originally was a profitable investment, and at the time no
+further action at the hands of Congress was desired.</p>
+
+<p>Leaving Congress at the end of ten years' service, <span class="pagenum"><a id="page082" name="page082"></a>(p. 082)</span> in 1872;
+he died from the effects of pneumonia during May, 1873, universally
+respected and esteemed, and the one man above all others who by
+financiering the proposition, was entitled to a monument at the hands
+of the stockholders of the Union Pacific Railroad. The following
+remarks made by him in regard to the road, at a time of apparently
+hopeless financial stringency, indicate quite clearly the character of
+the man and his views of the work:</p>
+
+<p>"Go ahead; the work shall not stop if it takes the shovel shop. What
+makes me hold on is the faith of you soldiers," referring to the
+opinions held by the ex-soldiers employed on the construction. Or
+again, when it became evident that either the Ames' or the Railroad
+Company would have to go to the wall, "Save the credit of the road&mdash;I
+will fail."</p>
+
+<p>George Francis Train may well be considered as the promoter of the
+Union Pacific Railroad. In season and out. Before Congressional
+Committees, public meetings, or to the unfortunate individual whom he
+succeeded in buttonholing "the Union Pacific Railroad," was the
+subject of endless oratory. In no small degree was he responsible for
+the opinion, "The road should and must be built," that became
+prevalent in 1860-1864, and which resulted in the action of Congress
+looking to the construction of the line. He was prominent in its
+affairs and largely instrumental in the formation of the Credit
+Mobilier.</p>
+
+<p>As to the man himself, he was a genius, if, as a celebrated <span class="pagenum"><a id="page083" name="page083"></a>(p. 083)</span>
+writer has said, "Genius is a form of insanity." A contemporaneous
+writer (George D. Prentice) thus describes him:</p>
+
+<p>"A locomotive that has run off the track, turned upside down and its
+wheels making a thousand revolutions a minute. A kite in the air
+without a tail. A ship without a rudder. A clock without hands. A
+sermon that is all text; the incarnation of gab. Handsome, vivacious,
+versatile, muscular, neat, clean to the marrow. A judge of the effect
+of clothes, frugal in food and regular only in habits. With brains
+enough in his head for twenty men all pulling different ways. A man
+not bad&mdash;a practical joke in earnest."</p>
+
+<p>Among his many undertakings were the Freeing of Ireland, Candidacy for
+the Presidency, Woman's Suffrage, Circumnavigation of the world. As
+illustrative of his character the following incident is apropos: While
+publishing a newspaper in England he was assessed a small fine,
+failing to pay which he was put in jail, where he preached to the
+prisoners on the rights of man and attacked the monarchy. The day
+following the authorities freed him on the ground that he was
+demoralizing the prisoners. Time has dealt lightly with him, and no
+one can read of his latter days&mdash;his brilliancy all eclipsed&mdash;a
+recluse except for his love and companionship for children&mdash;unmoved.
+In his day he was a power and in no small degree did he contribute to
+the living monument of great men&mdash;The Union Pacific Railroad.</p>
+
+<p><span class="pagenum"><a id="page084" name="page084"></a>(p. 084)</span> The first President of the Company, Major General John A.
+Dix, was selected for the universal respect in which he was held.
+Secretary of the Treasury in 1861, resigning to go as general in the
+Union Army, he was the one man who it was felt would command
+confidence in the early days of the proposition, when the promoters
+had not as yet an opportunity to gain the respect of the financial
+world or of Congress. It was understood that he would not be able to
+devote his entire time or attention to the proposition, being in the
+Army at the time of his election. Still in no small degree did he
+contribute to its success. Appointed Minister to France in 1866, his
+absence from the United States made necessary his retirement. On his
+return in 1869, he was elected Governor of New York; and died greatly
+honored on April 21st, 1879.</p>
+
+<p>The man who built the road was Thomas C. Durant. During the whole of
+its construction he was the man in control. He was Vice President and
+General Manager, with headquarters at Omaha; from the day ground was
+broken until the line was finished. He had been connected with several
+of the Iowa Lines previous to the commencement of work on the Union
+Pacific Railroad, mostly as contractor. As an organizer and director
+he was unsurpassed. In all the accounts of matters affecting the Union
+Pacific Railroad&mdash;hearings before Congress, Opening Ceremonies,
+Excursions given, appointment of officials and completion ceremonies,
+his name appears. He made enemies <span class="pagenum"><a id="page085" name="page085"></a>(p. 085)</span> as do all strong men, and
+he also disagreed with his associates as to the best methods to
+pursue&mdash;still, he built the road, and after the man who persuaded the
+public it was necessary and the one who found the funds, he it is who
+is entitled to credit. Mr Durant severed his official connections with
+the road May 24, 1869, shortly after its completion, remaining,
+however, its largest stockholder.</p>
+
+<p>The surveying and actual work of construction of the Union Pacific was
+done under the direction of General Granville M. Dodge. From 1854 to
+1860 General Dodge was engaged in preliminary surveys for the Pacific
+Railroad, under governmental auspices. Entering the Union Army he
+reached the grade of Major General and at the close of the war entered
+the service of the Union Pacific Railroad Company as General
+Superintendent and Chief Engineer. To his ability and knowledge was
+due the location of the line and the rapidity with which the work was
+done. The General is still living&mdash;is in active service&mdash;having,
+during the last thirty years been connected with construction of many
+of the important railroads of the West, among them the Texas and
+Pacific Railway, Missouri, Kansas and Texas, International and Great
+Northern and Fort Worth and Denver City. He had been President of the
+Missouri, Kansas &amp; Texas Railway; St. Louis, Des Moines and Northern
+Railway, Fort Worth and Denver City Railway, etc.</p>
+
+<p><span class="pagenum"><a id="page086" name="page086"></a>(p. 086)</span> Peter A. Dey was the first engineer of the line, but left in
+1864. He was not able to accept the methods of enormous expenditures
+the Company and the Credit Mobilier were adopting and retired on the
+ground that the Hoxie contract was made against his recommendation.</p>
+
+<p>Colonel Silas Seymour was Consulting Engineer of the line during
+1865-1866 and 1867, leaving it to enter the service of the Kansas
+Pacific Railway.</p>
+
+<p>H. M. Hoxie was first in charge of Council-Bluffs-Omaha Ferry, then of
+the steamboats carrying construction material on the Missouri River,
+later Assistant General Superintendent, earning for himself the title
+of "The Ubiquitous." He died in 1866, while holding the position of
+Vice President and General Manager of the Missouri Pacific Railway.</p>
+
+<p>S. B. Reed, Superintendent of Construction, was the man who had the
+handling of the forces at the front. He it was who ran the
+construction trains&mdash;fought the Indians and the toughs and bore the
+heat and burden of the day. He also made the surveys and located the
+line between Salt Lake Valley and Green River.</p>
+
+<p>P. T. Brown, Assistant Engineer, was in charge of the advance survey
+under the direction of General Dodge and also located the line from
+the "foot of the Black Hills" to Julesburg.</p>
+
+<p>James A. Evans was Division Engineer and in that capacity made many of
+the profiles, plats and estimates and final surveys. Also made the
+final surveys <span class="pagenum"><a id="page087" name="page087"></a>(p. 087)</span> and location between Green River and the foot
+of the Black Hills.</p>
+
+<p>D. B. Warren was Superintendent Utah Division; Colonel Hopper,
+Superintendent Laramie Division; L. H. Eicholtz, Engineer of Bridges
+and Buildings, and General Ledlie, Bridge Builder.</p>
+
+<p>Among others to whom credit is due is Brigham Young, the then head
+(President) of the Mormon Church, and other prominent Mormons. The
+contract for grading from the head of Echo Canon to Ogden, known as
+"the hundred mile job," costing two and a half million dollars, was
+taken by President Young personally, and by him sublet in part to
+Bishop John Sharp and Joseph A. Young, the President's eldest son.
+They employed between five and six hundred men and the amount of their
+contract was about one million dollars. Other subcontractors were
+Apostle John Taylor, George Thatcher, Brigham Young, Jr., etc.
+President Young is said to have cleared about eight hundred thousand
+dollars out of this contract. East of his section the grading was done
+by Joseph F. Nounnan &amp; Company, Gentile bankers of Salt Lake City, who
+sublet it to the Mormons. West of President Young's section the
+grading was done by Sharp &amp; Young, the same parties mentioned above as
+subcontractors under President Young. It was conceded that the Mormons
+carried out their contracts not only to the letter, but in the spirit.
+Doing some of the best work on the line.</p>
+
+<p><span class="pagenum"><a id="page088" name="page088"></a>(p. 088)</span> The track laying proper was done by General J. S. (Jack)
+Casement and his brother, D. T. (Dan), with Captain Clayton as their
+Superintendent. They had in their employ as high as two thousand men
+at one time and worked under a contract that gave them a substantial
+bonus for all track laid in excess of two miles a day, as well as made
+them allowance for idle time occasioned by their being unable to work
+on account of the grade not being ready for them. Thus they were to
+receive eight hundred dollars per mile of track laid if two miles or
+less was laid in a day. If they laid over two miles in one day they
+were to receive twelve hundred dollars per mile, and for time they
+were idle waiting for the grade they were to receive three thousand
+dollars per day.</p>
+
+<p>Many other names should be mentioned here and would did space permit,
+but will have to be omitted.</p>
+
+<p>The men who built the Union Pacific Railroad are entitled to great
+credit and praise. They made money, much money out of the project, but
+they were entitled to it. Their success brought in its train the usual
+consequences, they have been accused of almost every crime in the
+calendar, assailed by the press, investigated by Congress, and sued by
+their less fortunate associates. Their achievement speaks for them
+louder than words and they can leave their reputations to history for
+vindication.</p>
+
+<p>The line was originally laid with fifty pound iron from the mills of
+Pennsylvania for four hundred and <span class="pagenum"><a id="page089" name="page089"></a>(p. 089)</span> forty miles and with
+fifty-six pound iron west of there. As has been mentioned before, the
+first section was laid with cottonwood ties of local growth, treated
+by the burnettizing process, which was erroneously supposed would
+prevent decay. West of there hard wood ties from the East were used,
+some of them coming from far away Pennsylvania, and costing the
+Company two dollars and fifty cents laid down in Omaha. For the
+mountain section, ties of local growth were largely and satisfactorily
+used. The basis was twenty-four hundred ties to the mile on the
+plains, twenty-six hundred and forty through the mountains, and
+twenty-five hundred west of Laramie.</p>
+
+<p>The lumber for bridges and building came from Minnesota and Wisconsin,
+excepting in the far West, where native lumber was used.</p>
+
+<p>The grading was done to a very large extent by manual labor. It was
+before the day of the steam shovel or air drill. Pick and shovel and
+wheelbarrow reinforced by teams and scrapers were the means used,
+excepting where rock was encountered and then hand drills and black
+powder and occasionally nitro-glycerine were relied upon to quarry the
+rock which was very much in demand for masonry work.</p>
+
+<p>The graders worked as much as two hundred miles ahead of the track.
+They were housed in tents, and all supplies for their sustenance and
+material used by them were necessarily hauled from the several
+terminal points. This resulted in the employment of a <span class="pagenum"><a id="page090" name="page090"></a>(p. 090)</span> good
+sized army of teamsters and freighters. In the buffalo they had a food
+that, while cheap, was of the first order, and the number thus
+utilized was away up in the thousands.</p>
+
+<p>No pretense was made to ballast the track, as the construction work
+was done. The ties were laid on the grade with just enough dirt on
+them to keep them in place. Speedy construction was considered of the
+first importance and then the ballasting could be done much cheaper
+after the track was down.</p>
+
+<p>To a very great extent temporary trestles of timber were used, to be
+replaced later by more permanent culverts of stone. In some places
+where the piles were thus replaced by masonry, it was necessary to
+tear out the stone and put in piles again. The heavy freshets proved
+more than the culverts could carry off, and besides the stone work
+would wash out much quicker than did piles.</p>
+
+<p>The bridges were mostly Howe wooden truss uncovered, with stone or
+wooden abuttments. Where the span was short, wooden trestles on piles
+were used.</p>
+
+<p>One reason for deferring the masonry work as well as the ballasting
+was the inability to handle the necessary supplies. Every engine and
+all the equipment were kept in constant use hauling construction
+material to the front.</p>
+
+<p>Notwithstanding what, to the contractor of today, would seem
+antiquated and expensive methods, the work progressed and made headway
+to an extent that <span class="pagenum"><a id="page091" name="page091"></a>(p. 091)</span> has never since been equalled. It was the
+immense army, as high as twelve thousand men at times, that enabled
+this to be the case. One-fifth the number of men with modern methods
+and labor-saving devices would have been equally efficious.</p>
+
+<p>The expense of hauling water and supplies for the army of men was
+enormous. The statement has been made that this cost more than it did
+to do the actual grading.</p>
+
+<p>The great bugaboo of the day was the question of operating the line
+during the winter season, it being the general impression that the
+snow fall was so great through the Rocky Mountain region as to render
+it impossible to keep the line open. To ascertain the facts in regard
+to this as well as to obtain data as to the best method of overcoming
+the same, engineers were stationed at points where it was anticipated
+there would be trouble. For three winters they were kept in tents and
+dug outs to obtain information on this point, and on the spring and
+winter freshets which it was anticipated would be a source of great
+annoyance.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page092" name="page092"></a>(p. 092)</span> CHAPTER <abbr title="8">VIII</abbr>.</h3>
+
+<h5><i>Completion of the Line.</i></h5>
+
+<p class="resume"><span class="smcap">Connection Made Between Union and Central Pacific Railroads May 9th,
+1869 &mdash; Ceremonies at Promontory May 10th, 1869 &mdash; Celebrations in New
+York, Philadelphia, Chicago, Omaha, Salt Lake City and San Francisco.</span></p>
+
+
+<p>By the terms of the supplementary Charter of 1864, a great incentive
+was given the two Companies, the Union Pacific Railroad and the
+Central Pacific Railroad to get down as great a mileage as possible.
+In addition to the Government grant of Land and Bonds based on
+mileage, there was the traffic of the Mormon country and Salt Lake
+City at stake. Besides this, it was readily seen that the line having
+the greatest haul would be correspondingly benefitted when it came to
+subdividing earnings on trans-continental business. With these for
+incentive, both Companies put forth every effort to cover the ground.
+In the early part of 1869, rails of each Company were going down from
+six to ten miles a day. Records in track-laying were made then that
+have never been broken. Near Promontory a sign is still standing to
+announce "Ten miles of track laid in one day." Actual figures are
+<span class="pagenum"><a id="page093" name="page093"></a>(p. 093)</span> not obtainable, but reliable contemporaries at that time
+stated there were twenty-five thousand men employed on the
+construction work of the two lines, as well as six thousand teams and
+two hundred construction trains. Both Companies were anxious to
+establish point of advantage that they could use in the controversy
+that was inevitable and which would determine the mileage and
+territory each was to enjoy. On April 29th, nine and a half miles
+remained unfinished. Three and a half for the Central Pacific
+Railroad, they having laid ten miles the day before, and six miles for
+the Union Pacific Railroad, the latter being the ascent of Promontory
+Hill and including a stiff bit of rock work. When the two tracks came
+together, the Central Pacific Railroad had nearly sixty miles of
+grading done parallel to the Union Pacific Railroad track&mdash;that is
+from Promontory east to the mouth of Weber Canon, while the Union
+Pacific Railroad had located their line to the California State line
+and most of the grading was done as far west as Humboldt Wells, Nev.,
+four hundred and fifty miles from Ogden.</p>
+
+<p>As stated the two tracks were brought together at Promontory on May
+9th, 1869, but two rail lengths were kept open until the questions at
+issue were adjusted and also until a suitable program could be
+arranged for celebrating the event. Everything satisfactorily
+arranged, Monday, the 10th of May, 1869, was set for the ceremonies.</p>
+
+<p>The Central Pacific Railroad completed their track <span class="pagenum"><a id="page094" name="page094"></a>(p. 094)</span> up to
+Promontory May 1st. It was the intention to have the opening
+ceremonies on Saturday, May 8th, and the Central Pacific officials
+were on hand for that purpose. The Union Pacific party coming west
+were delayed some forty-eight hours at Piedmont by a gang of graders
+and track-layers, who not having received their wages side tracked the
+special train with Vice-President Durant and his party, holding them
+as hostages until the Company had paid over to the contractor some two
+hundred and fifty thousand dollars due him and which he in turn
+distributed among his men.</p>
+
+<p>As early as 8:00 A.M. on the 10th, the spectators, mostly workmen of
+the respective companies, or other citizens of the railway camps
+commenced to arrive. At 8:45 a special over the Central Pacific
+Railroad came in with a large number of passengers. At 9:00 the Union
+Pacific Railroad contingent arrived in two trains and at 11:00 the
+Central Pacific Railroad's second train, carrying President Stanford
+and other officers of that Company, and their guests completing the
+party. In all there were about eleven hundred persons present,
+including a detachment of the 21st United States Infantry, and its
+band from Fort Douglass, Utah.</p>
+
+<p>The Chinese laborers of the Central Pacific Railroad soon leveled the
+gap preparatory to putting down the ties and all but one rail length
+was finished. Then Engines Number 119 of the Union Pacific <span class="pagenum"><a id="page095" name="page095"></a>(p. 095)</span>
+Railroad and No. 60 the "Jupiter" of the Central Pacific Railroad were
+brought up to either side of the gap. These engines were gaily
+decorated with flags and evergreens in honor of the occasion. A
+suitable prayer was offered by Rev. Dr. Todd, of Pittsfield, Mass. The
+remaining ties were then laid, the last one being of California Laurel
+finely polished and ornamented with a silver plate bearing the
+inscription "The last tie laid on the Pacific Railroad, May 10th,
+1869", with the names of the directors of the Central Pacific Railroad
+and that of the donor. This tie was put in position by Superintendents
+Reed of the Union Pacific Railroad and Strawbridge of the Central
+Pacific Railroad, and was taken up after the ceremonies and has since
+that time been on exhibition in the Superintendent's office of the
+Southern Pacific Company at Sacramento, (Cal.) Depot.</p>
+
+<p>For the closing act, California presented a spike of gold; Nevada one
+of silver; Arizona one of combined iron, gold and silver; and the
+Pacific Union Express Company, a silver maul. At twelve noon at a
+given signal, Governor Stanford on the South side of the rail and
+Vice-President Durant on the north, struck the spikes driving them
+home.</p>
+
+<p>The two engines were then moved up until they touched and a bottle of
+wine poured over the last rail as a libation. The trains of the
+respective roads were then run over the connecting link and back to
+<span class="pagenum"><a id="page096" name="page096"></a>(p. 096)</span> their own lines. Speeches and a banquet closed the occasion.</p>
+
+<p>In the Crocker Art Gallery in Sacramento hangs a large oil painting of
+the meeting of the two engines. The artist having inserted actual
+portraits of many of the more prominent officials of the two lines who
+participated in the ceremonies.</p>
+
+<p>By previous arrangement, the strokes on the final spikes were to be
+signaled over all the wires of the several telegraph companies through
+the United States, business being suspended for this purpose. First
+the message was sent over the wires "Almost ready. Hats off; prayer is
+being offered." Then "We have got done praying; the spike is about to
+be presented." Seven minutes later "All ready now; the spike will soon
+be driven." The signal will be three dots for the commencement of the
+blows. Connection being made between the hammers and the wires, the
+blows on the spikes were flashed over practically the whole telegraph
+system of the United States. At 2:47 P.M. Washington time, 12 M.
+Promontory local time, came the signal "Done" and the bells of
+Washington, New York, Chicago, San Francisco, and hundreds of other
+cities and towns announced that the American continent had been
+spanned, that through rail communication was established, never to be
+broken, that the Union Pacific Railroad was completed.</p>
+
+<p>The formal announcement to President Grant and <span class="pagenum"><a id="page097" name="page097"></a>(p. 097)</span> through the
+Press Associations to every inhabitant of the civilized world, was
+couched in the following language:</p>
+
+<p>Promontory Summit, Utah, May 10th, 1869.</p>
+
+<p>"The last rail is laid, the last spike driven. The Pacific
+     Railroad is completed. The point of junction is ten hundred
+     and eighty-six miles west of the Missouri River and six
+     hundred and ninety miles east of Sacramento City."</p>
+
+<p class="left60">Leland Stanford,<br>
+<span class="add2em">Central Pacific Railroad.</span><br>
+     T. C. Durant,<br>
+     Sidney Dillon,<br>
+     John Duff, Union Pacific Railroad.</p>
+
+<p>No sooner were the ceremonies complete than there was a rush made to
+obtain souvenirs. In ignorance of the fact that the "Last Tie" had
+been taken up and an ordinary one substituted, the relic hunters
+carried off the substitute piecemeal. In fact some half dozen "last
+ties" were so taken in the first six months after the roads were
+completed.</p>
+
+<p>An odd coincidence occurred at the closing ceremonies. The rail on the
+east was brought forward by the Union Pacific laborers&mdash;Europeans,
+that on the west by Chinese, both gangs having Americans as bosses.
+Consequently here were Europe, Asia, and America joining in the work,
+the Americans dominating.</p>
+
+<p><span class="pagenum"><a id="page098" name="page098"></a>(p. 098)</span> Next morning the Union Pacific Railroad brought in from the
+East half a dozen passenger coaches for the Central Pacific Railroad,
+these being attached to the special train of Governor Stanford when he
+was returning to California, constituting the first through equipment.</p>
+
+<p>All over the land the different cities vied with one another in
+celebrating the event&mdash;which it was truly felt marked the beginning of
+a new epoch in the history of the United States.</p>
+
+<p>New York City celebrated with the "Te Deum" being sung in "Trinity,"
+the chimes ringing out "Old Hundred" (Praise God from whom all
+blessings flow), and a salute of a hundred guns fired by order of the
+Mayor.</p>
+
+<p>Philadelphia rang "Liberty Bell" and all fire alarm bells.</p>
+
+<p>Chicago had a parade four miles long, the City being lavishly
+decorated, and Vice-President Colfax speaking in the evening.</p>
+
+<p>Omaha had the biggest day in its history: a hundred guns when the news
+came. A procession embracing every able-bodied man in the town, in the
+afternoon. Speeches, pyrotechnics, and illuminations in the evening.</p>
+
+<p>At Salt Lake the Mormons and Gentiles held a love feast in the
+Tabernacle and decided to build a few railroads for themselves.</p>
+
+<p>San Francisco could not wait until the 10th. They <span class="pagenum"><a id="page099" name="page099"></a>(p. 099)</span> started
+the evening of the 8th, when it was announced at the theaters the two
+roads had met, and it took two good solid days of celebrating to
+satisfy the people of that town.</p>
+
+<p>It was rightly felt that the completion of the line was an event in
+the history of our country. It marked the progress of the West, united
+the Pacific Coast population with that of the East. It was the
+commencement of the end of the Indian troubles&mdash;assured the settlement
+of the West, and the development of its mines and other resources.</p>
+
+<p>There has been but three general celebrations held in this country
+over works of public improvement viz: the Erie Canal, Atlantic Cable,
+and the Pacific Railroad. Of the three the latter was by far the more
+general.</p>
+
+<p>The Poem by Bret Harte on this event is reproduced below:</p>
+
+<p class="poem25"><span class="add2em">What the Engines Said.</span></p>
+
+<p class="poem25">What was it the engines said,<br>
+  Pilots touching head to head.<br>
+  Facing on the single track,<br>
+  Half a world behind each back.<br>
+  This is what the engines said,<br>
+  Unreported and unread.</p>
+
+<p class="poem25">With a prefatory screech,<br>
+  In a florid Western speech,<br>
+  Said the engine from the West,<br>
+  "I am from Sierra's crest,<br>
+  And if Altitudes' a test,<br>
+  Why I reckon its confessed,<br>
+  That I've done my level best."<br>
+  <span class="pagenum"><a id="page100" name="page100"></a>(p. 100)</span> "Said the engine from the East,<br>
+  They who work best, talk the least,<br>
+  Suppose you whistle down your brakes,<br>
+  What you're done is no great shakes.<br>
+  Pretty fair, but let our meeting,<br>
+  Be a different kind of greeting,<br>
+  Let these folks with champagne stuffing,<br>
+  Not the engines do the puffing.</p>
+
+<p class="poem25">"Listen where Atlanta beats,<br>
+  Shores of-snow and summer heats.<br>
+  Where the Indian Autumn skies<br>
+  Paint the woods with wampum dyes.<br>
+  I have chased the flying sun,<br>
+  Seeing all that he looked upon,<br>
+  Blessing all that he blest.<br>
+  Nursing in my iron-breast;<br>
+  All his vivifying heat.<br>
+  All his clouds about my crest<br>
+  And before my flying feet<br>
+  Every shadow must retreat."</p>
+
+<p class="poem25">Said the Western Engine, "phew!"<br>
+  And a long whistle blew,<br>
+  "Come now, really that's the oddest<br>
+  Talk for one so modest.<br>
+  You brag of your East, you do,<br>
+  Why, I bring the East to you.<br>
+  All the Orient, all Cathay<br>
+  Find me through the shortest way<br>
+  And the sun you follow here<br>
+  Rises in my hemisphere.<br>
+  Really if one must be rude,<br>
+  Length, my friend, ain't longitude."</p>
+
+<p class="poem25">Said the Union, "don't reflect, or<br>
+  I'll run over some director,"<br>
+  Said the Central, "I'm Pacific<br>
+  But when riled, I'm quite terrific,<br>
+  Yet today we shall not quarrel<br>
+  Just to show these folks this moral<br>
+  How two engines In their vision<br>
+  Once have met without collision."<br>
+  That is what the engines said;<br>
+  Unreported and unread,<br>
+  Spoken slightly through the nose<br>
+  With a whistle at the close.'</p>
+
+<p><span class="pagenum"><a id="page101" name="page101"></a>(p. 101)</span> The first through train reached Omaha May 6th, arriving in
+two sections and bringing about five hundred passengers.</p>
+
+<p>Although through trains were on regular schedule commencing with May
+11th, it was not until November 6th, 1869, that the road was actually
+completed (according to Judicial decision.) Congress to make sure of
+the fact, authorized the President by resolution passed April 10th,
+1869, to appoint a board of five "eminent" citizens to examine and
+report on the condition of the road and what would be required to
+bring it up to first class condition. This board duly reported in
+October, 1869, that the line was all right, but that a million and a
+half could be spent to advantage in ballasting, terminal facilities,
+depots, equipment, etc. On the strength of which the wise-acres
+decided the road could not be considered complete and withheld a
+million dollars worth of bonds due under the charter act. It was
+October 1st, 1874, before the fact that the line was actually
+completed sifted through departmental red tape, and the Secretary of
+Interior on the further report of "three eminent citizens" discovered
+that the road had been completed November 6th, 1869 as reported by the
+previous board of five, and further that the total cost of the line
+had been one hundred and fifteen million, two hundred and fourteen
+thousand, five hundred and eighty-seven dollars and seventy-nine
+cents, as shown by the books of the Company.</p>
+
+<p><span class="pagenum"><a id="page102" name="page102"></a>(p. 102)</span> For a while business was interchanged at Promontory, but it
+was but a short time until the two Companies got together and an
+agreement was reached by which Ogden should be the terminus, and that
+the Central Pacific Railroad Company should purchase at cost price two
+million, six hundred and ninety-eight thousand, six hundred and twenty
+dollars the line from a point five miles west of Ogden to the
+connection at Promontory. This five miles was subsequently sold to the
+Central Pacific Railroad. This arrangement was as the West puts it
+"clinched" by a Resolution of Congress, making Ogden the terminus.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page103" name="page103"></a>(p. 103)</span> CHAPTER <abbr title="9">IX</abbr>.</h3>
+
+<h5><i>The Kansas Division (Kansas Pacific Railway.)</i></h5>
+
+<p class="resume"><span class="smcap">Conflicting Interest on Location &mdash; Leavenworth, Pawnee and Western
+Chartered By Kansas &mdash; Plans to Connect With the Union Pacific at the
+Hundredth Meridian &mdash; Supplementary Charter 1864 &mdash; San Diego Or
+Denver &mdash; Construction Work &mdash; Indian
+Troubles &mdash; Receiverships &mdash; Consolidation With the Union Pacific.</span></p>
+
+
+<p>At the time Congress passed the Pacific Railroad Bill in 1862 there
+were three conflicting interests contending as to the location. First
+that in favor of the Northern (now the Northern Pacific) Route, second
+the Central, and third that in favor of the Missouri-Kansas location.
+The Northern interest had not developed to a sufficient extent to cut
+much figure, only having the support of Minnesota, Wisconsin and
+Michigan. The Central Route was backed by Chicago and the railroad
+interests centering there. The Missouri-Kansas Route had the support
+of St. Louis and the territory tributary thereto. The last two were
+sufficiently persistent to have both of them recognized. Accordingly
+the Charter called <span class="pagenum"><a id="page104" name="page104"></a>(p. 104)</span> for the one line commencing at the
+hundredth Meridian and running west with branches of feeders reaching
+that point, one from Omaha (Iowa Branch, Union Pacific Railroad), one
+from Sioux City (to be known as the Sioux City Branch, Union Pacific
+Railroad), one from St. Joseph or Atchison (to be built by the
+Hannibal and St. Joseph Railroad, later known as the Central Branch,
+Union Pacific Railway, Eastern Division and then the Kansas Pacific
+Railway); this latter in connection with the Pacific Railroad of
+Missouri from St. Louis to Kansas City to be the St. Louis line.</p>
+
+<p>The Pacific Railroad Bill of 1862 read, "The Leavenworth, Pawnee, and
+Western Railroad Company of Kansas are hereby authorized to construct
+a railroad from the Missouri River at the mouth at the Kansas River
+where it should connect with the Pacific Railroad of Missouri (now the
+Missouri Pacific Railroad) to the hundredth Meridian of longitude upon
+the same terms and conditions as applied to the construction of the
+Pacific Railroad which it was to meet and connect with at the meridian
+point named." Through Kansas it was to be located so as to make
+connections with the several railroads through Iowa and Missouri,
+provided it could be done without deviating from the general direction
+of the whole line to the Pacific Coast. It further specified that two
+hundred miles should be built within the first two years and one
+hundred miles a year thereafter, and <span class="pagenum"><a id="page105" name="page105"></a>(p. 105)</span> after finishing their
+own line they could unite on equal terms with the Union Pacific
+Railroad Company in the construction of the latter's line west of the
+hundredth-Meridian. This gave them the alternate sections of land
+within five miles on either side and United States Bonds to the amount
+of sixteen thousand dollars per mile,&mdash;similar to the aid extended the
+Union Pacific Railroad Company by the Government.</p>
+
+<p>The Leavenworth, Pawnee and Western Railroad Company had been
+incorporated by the legislature of the state of Kansas in 1855, and
+was organized in January, 1857, but nothing was done of any
+consequence under its state Charter. The Company was re-organized
+June, 1863, and changed its name to harmonize with the Act of Congress
+to "Union Pacific Railway, Eastern Division." Under its state Charter
+it was to have extended from Leavenworth, Kan., on the East to Pawnee,
+Kan. (Fort Riley) on the West, with the privilege of building on west
+to the Kansas State line,&mdash;the state charter not permitting work
+outside of the Kansas boundaries.</p>
+
+<p>Ground was broken on the line at Wyandotte, Kan., the state line
+between Kansas and Missouri, in August, 1863. Active grading commenced
+at Wyandotte, September 1st, 1863. The contract for the construction
+was first let by the Leavenworth, Pawnee, and Western Railroad Company
+to Ross, Steele and Company, but before they got down to actual
+<span class="pagenum"><a id="page106" name="page106"></a>(p. 106)</span> work the Company had been re-organized as the Union Pacific
+Railway, Eastern Division, and had changed hands. The work was begun
+by Samuel Hallett who had been very prominent in promoting the latter
+Company, the contract being in the name of Hallett and Fremont. The
+Fremont being the erstwhile candidate for the Presidency of the United
+States. He is best known today as "The Pathfinder," from his several
+exploring expeditions between the Mississippi Valley and the Pacific
+Ocean. Fremont had been identified with the idea of a railroad to the
+Pacific in the interest of St. Louis, Mo. He, however, did not
+continue as one of the contractors but withdrew. It was a time of
+bitter feeling over the Slavery Question. Missouri was "Pro Slavery,"
+Kansas "Free Soil." Hallett inaugurated his work by planting a post
+inscribed on the Missouri side "Slavery," and on the Kansas side
+"Freedom." Mr. Hallett was assassinated on the streets of Wyandotte,
+July 27th, 1864. An employee named Talbot had surreptitiously written
+the Secretary of the Interior in regard to the work not being up to
+requirements, more especially that the buildings were simply
+makeshifts put up to evade the law, etc. Through this and other
+complaints the Government refused to accept the first section of forty
+miles and withheld the bonds and land grants that Congress had
+granted. Hallett on his trips to Washington became aware of Talbot's
+action, and on his return called him <span class="pagenum"><a id="page107" name="page107"></a>(p. 107)</span> to task with the result
+that Talbot shot him from a doorway as he was returning to his work
+from his midday lunch. After Hallett's death the work passed into the
+hands of St. Louis parties with John D. Perry as Director.</p>
+
+<p>Under the Supplementary Pacific Railroad Bill of 1864, the conditions
+as far as the Union Pacific Railroad&mdash;Eastern Division as it was then
+called, were materially improved. It was authorized to connect with
+the Union Pacific Railroad at any point deemed desirable, but no more
+bonds or land grants were to be given than if connection were made as
+originally contemplated at the hundredth Meridian. It was also given
+the option of building from the mouth of the Kansas River to
+Leavenworth thence west, or of building directly west with a branch
+from Leavenworth connecting with the main line at Lawrence, but in the
+latter case no bonds or land grant would be given account the branch
+line mileage. Another feature of the Bill was permission to build on
+west to a connection with the Central Pacific Railroad, provided when
+it, the Union Pacific Railroad&mdash;Eastern Division reached the hundredth
+Meridian, the Union Pacific Railroad proper was not proceeding with
+the construction of its line in good faith. The Company under the
+discretion granted them elected to abandon the junction with the Union
+Pacific Railroad at the hundredth Meridian and to build directly West.
+The Company proceeded to explore the <span class="pagenum"><a id="page108" name="page108"></a>(p. 108)</span> country South and West
+in search of a practicable route to the Pacific, which being found
+they then went further and had the several routes thoroughly surveyed.
+In their investigations they had four thousand four hundred and
+sixty-four miles chained and leveled. The most extensive survey on
+record.</p>
+
+<p>Careful surveys demonstrated that the distance to the point of
+connection with the Union Pacific Railroad would have been three
+hundred and ninety-four miles from Kansas City, and this much of the
+line&mdash;Kansas City to Pond Creek, Kan.&mdash;was bonded-aided and land
+grant, the Government aid amounting to six million three hundred and
+two thousand dollars.</p>
+
+<p>The Hannibal and St. Joseph Railroad reached St. Joseph, February,
+1859, Kansas City, soon afterwards. The Missouri Pacific Railway
+reached Kansas City, October 1865. Owing to the fact that there were
+these railroad connections between the East and the eastern terminal
+of the line the work of construction was greatly facilitated and the
+expense of building the line greatly reduced.</p>
+
+<p>The headway made was slow at first. The work was new to the officers
+in charge as well as to the men. The following table shows the
+progress made:</p>
+
+<ul>
+<li>Sept. 1, 1863  <span class="col40">commenced work at State Line (Wyandotte, Kan.)</span></li>
+<li>Nov. 28, 1864   <span class="col40">reached Lawrence&mdash;40 miles.</span></li>
+<li><span class="pagenum"><a id="page109" name="page109"></a>(p. 109)</span> Oct. 30, 1865   <span class="col40">first 40 miles accepted by the Government.</span></li>
+<li>Dec. 15, 1865   <span class="col40">50 miles done.</span></li>
+<li>Aug. 18, 1866   <span class="col40">reached Manhattan&mdash;118 miles.</span></li>
+<li>Oct. 7, 1866    <span class="col40">reached Pawnee (Fort Riley) 135 miles.</span></li>
+<li>Jan. 7, 1867    <span class="col40">to Mile Post 155.</span></li>
+<li>April 8, 1867   <span class="col40">to Mile Post 181.</span></li>
+<li>Oct. 15, 1867   <span class="col40">to Mile Post 335.</span></li>
+<li>Fall 1867       <span class="col40">to Mile Post 405 (Phil Sheridan.)</span></li>
+<li>Mar. 24, 1870   <span class="col40">reached Kit Carson&mdash;487 miles.</span></li>
+<li>Aug. 15, 1870   <span class="col40">completed into Denver.</span></li>
+</ul>
+
+<p>The difference in altitude between Kansas City and the western
+boundary of Kansas is some twenty-seven hundred feet and is thus
+distributed&mdash;six hundred feet the first two hundred miles, seven
+hundred and sixty-nine feet in the next hundred miles, and thirteen
+hundred and twenty thence to the Kansas line.</p>
+
+<p>The original intention had been to follow the Republican River, but
+this was changed and the "Smoky Hill Route" from Junction City, Kan.,
+west adopted. When the road reached Monument, three hundred and
+eighty-six miles from Kansas City, dissensions arose among the
+stockholders. One faction was for building to San Diego on the Pacific
+Coast via New Mexico and Arizona, another was for building to Pueblo
+and up the Arkansas River, while the third and successful one was for
+pushing straight <span class="pagenum"><a id="page110" name="page110"></a>(p. 110)</span> ahead to Denver and from there to a
+connection with the main line of the Union Pacific Railroad,&mdash;the idea
+being to secure for St. Louis a portion of the trans-continental
+business and the line the carrying thereof.</p>
+
+<p>The line was built under contract by the following firms: Hallett and
+Fremont&mdash;Wyandotte to Lawrence, Kan., thirty-nine miles. Ira M.
+Schoemaker and Company&mdash;Lawrence to Mile Post one hundred and forty&mdash;a
+distance of one hundred miles. Schoemaker and Miller&mdash;Mile Post one
+hundred and forty to Mile Post four hundred and five&mdash;two hundred and
+sixty miles. West of Mile Post four hundred and five or "Phil
+Sheridan" as it was then called, the Denver extension was built by the
+Company itself, General W. J. Palmer being in charge.</p>
+
+<p>During the construction of the line, the contract to feed the forces
+at the front was let to Goddard Brothers who utilized to a very great
+extent buffalo meat for this purpose. To procure these they employed
+W. F. Cody at five hundred dollars per month. During this engagement
+Cody claims to have killed four thousand two hundred and eighty
+buffaloes, earning for himself the appellation "Buffalo Bill" by which
+name he has ever since been known. The best heads were by special
+arrangement shipped to the headquarters of the Company at Kansas City,
+where they were nicely mounted and used as an advertisement of the
+road.</p>
+
+<p><span class="pagenum"><a id="page111" name="page111"></a>(p. 111)</span> The line reached Ellsworth, Kan., the spring of 1867 and made
+for some time its terminus there. In all the history of "Boom Towns"
+or "railroad towns" there were none that surpassed this place. For
+ninety-three consecutive days there was one or more homicide in the
+town or its immediate vicinity&mdash;one hundred in all.</p>
+
+<p>Another place that sprang into prominence during the time it was the
+end of the track was "Phil Sheridan" located near the point where the
+road crossed the hundredth Meridian, Mile Post four hundred and five.
+During its brief existence it was a rattling noisy place, full of life
+and vigor, rowdyism predominating. Not a stake, brick, or shingle is
+left to mark its site. It was here the construction rested for nearly
+a year and a half, financial troubles,&mdash;uncertainty as to whether to
+build to San Diego, Cal., or Denver, and some very fine work on the
+part of the Union Pacific proper being the occasion of the suspension
+of work.</p>
+
+<p>On June 26th, 1865, work was begun on the branch line from Leavenworth
+to Lawrence (Leavenworth and Lawrence Railroad), Major B. S. Hennings
+being in charge as Superintendent. Upon the completion of the branch
+in the spring following, the headquarters of the Union Pacific
+Railway&mdash;Eastern Division was moved to Lawrence, the operation of the
+line being under the direction of R. H. Shoemaker, Superintendent,
+who was succeeded in December, <span class="pagenum"><a id="page112" name="page112"></a>(p. 112)</span> 1867, by George Noble. The
+work of construction was in charge of General W. W. Wright.</p>
+
+<p>At the meeting of the Company held April 1st, 1867, Mr. John D. Perry
+of St. Louis was elected President, Mr. Adolph Meier of the same place
+Vice-President, and among the directors was Thomas A. Scott, of
+Philadelphia, (afterwards President of the Pennsylvania Railroad.)</p>
+
+<p>In 1864 the population of the State of Kansas was one hundred and
+thirty-five thousand eight hundred and seven and in 1870 when the line
+was completed three hundred and sixty-four thousand three hundred and
+ninety-nine. This marvelous increase was due in no small degree to the
+construction of this line and the facilities it provided for the
+settlers to reach the cheap land in the interior of the state as well
+as the security it gave them against Indian depredations. Stage Lines
+between the Missouri River points and Denver had been running between
+St. Joseph, Atchison, and Omaha for several years, but after the line
+was built some distance the route was changed and connection was made
+between the end of the track and Denver by the Holliday Overland Mail.</p>
+
+<p>Much trouble was caused by the Indians during the construction, even
+more than was encountered: on the Union Pacific Railroad. To this
+cause in no small degree were the delays of 1868 and 1869
+attributable. It was necessary not only to arm the <span class="pagenum"><a id="page113" name="page113"></a>(p. 113)</span> engineer
+corps, but also the graders, the Government issuing arms and
+ammunition for that purpose. Military escorts and guards were
+furnished by the Army to the Railroad men, both on the grade or ahead
+surveying. For the better protection of the road and construction
+forces Army Posts or Forts proper were maintained as follows:</p>
+
+<ul>
+<li>Fort Riley        <span class="col40">Mile Post 140</span></li>
+<li>Fort Harker       <span class="col40">Mile Post 230</span></li>
+<li>Fort Hays         <span class="col40">Mile Post 300</span></li>
+<li>Fort Wallace      <span class="col40">Mile Post 412</span></li>
+</ul>
+
+<p>It was the Cheyennes, Arapahoes, Sioux, and the Utes who made the
+trouble.</p>
+
+<p>In March 1869, the Company was authorized by special act of Congress
+to assume the name of the Kansas Pacific Railway Company instead of
+the Union Pacific Railroad (Eastern Division.) A witty epigram on this
+change that went the rounds of the papers at the time read as follows:</p>
+
+<p class="left05 smaller">The Union Pacific's about to apply<br>
+<span class="add1em">For a change In Its name and no wonder;</span><br>
+  Tis as warlike as Jove that great God of the skies,<br>
+<span class="add1em">And Pacific about as his thunder.</span><br>
+  And talking of this, it is strange as it goes<br>
+<span class="add1em">Through perpetual snows in some quarters,</span><br>
+  This railroad should be in the midst of its foes<br>
+<span class="add1em">Perpetually in hot water.</span></p>
+
+<p>While those in authority had decided to push through to Denver, the
+idea of building through to San Diego was not abandoned, and in 1872 a
+branch line was commenced at Kit Carson destined to Pueblo <span class="pagenum"><a id="page114" name="page114"></a>(p. 114)</span>
+and thence South along the Rampart Range to New Mexico and thence to
+the coast. This line was completed nearly due south to Fort Lyon and
+some twenty miles of grading done between Fort Lyon and Pueblo.
+Financial stringency together with the building of the Atchison,
+Topeka and Santa Fe into the same territory resulted in the
+abandonment of these plans and eventually the track from Kit Carson to
+Lyons was taken up under the following circumstances.</p>
+
+<p>The owners of the Central Branch (Union Pacific), R. M. Pomeroy of
+Boston and associates, were pushing the construction of this line
+westwardly and announced their intention of building to Denver, thus
+making a competitor for the Kansas Pacific Railway. Mr. Jay Gould who
+at that time (1879) was the principal owner of the latter line, while
+out on an inspection trip over the line instructed his General
+Manager, "Sill Smith" Mr. Sylvester T. Smith to build into their
+territory and parallel them. Out of this grew the Junction City and
+Fort Kearney Railway (now a part of the Union Pacific Railroad). Smith
+was unable to buy sufficient rails to build and accordingly took up
+those on the branch of the Kansas Pacific Railway, Kit Carson to
+Lyons, i. e. the Arkansas Valley Railroad and re-laid them on the
+Junction City Line. Some of the Arkansas Valley Railway bonds were
+owned in Holland and a representative of the Dutch happened along on
+an investigating <span class="pagenum"><a id="page115" name="page115"></a>(p. 115)</span> tour, but was unable to find any road. The
+matter soon got into Court and an effort was made to locate who was
+responsible for the tearing up of the Arkansas Valley Railway. Finally
+General Manager Smith was put on the stand and frankly acknowledged
+what he had done&mdash;and that he had no orders from President, Directors,
+or any one. The question was then asked who ordered you to build the
+Junction City and Fort Kearney Railway and the answer was Jay Gould;
+and who is he, for at that time he was not the well-known man he
+afterwards became. At this point Judge Dillon obtained permission to
+interrupt the proceedings with a query as in whose behalf all this
+investigating was being done. The holders of the bonds was the
+reply&mdash;then that must be myself, for said he, I have here in my hands
+all of the bonds in question. Mr. Gould had quietly bought in the
+bonds while the matter was in the Courts, bringing the inquiry to an
+end.</p>
+
+<p>The line cost for its six hundred and seventy-three miles, Kansas City
+to Denver, and branch, Leavenworth to Lawrence, thirty-six million
+seven hundred and forty-seven thousand three hundred dollars, or about
+fifty-two thousand dollars per mile.</p>
+
+<p>In 1873 the road was unable to meet its obligations and was placed in
+the hands of C. S. Greeley and Henry Villard, Receivers,&mdash;a majority
+of its stock passing into the hands of interests friendly to Mr. Jay
+Gould about 1877. Complaint was made <span class="pagenum"><a id="page116" name="page116"></a>(p. 116)</span> that Villard and
+Greeley were not the proper men to act as receivers, that they were
+antagonistic to the owners of the bonds&mdash;lacking practical knowledge,
+etc. The matter finally reached the Supreme Court of the United States
+who in remanding it back to the District Court ordered their removal
+and the appointment of one man and he a practical railroad man as
+receiver in their stead. Under this order, in 1879, Sylvester T. Smith
+who had been connected with the road in various capacities, including
+that of General Manager, was appointed receiver.</p>
+
+<p>In 1879 the Company was re-organized and in January 1880 consolidated
+with the Union Pacific Railroad under the name of the Union Pacific
+Railway Company, the holders of Kansas Pacific Railway stock being
+given share for share in the new consolidated Company.</p>
+
+<p>The basis of the consolidation being</p>
+
+<table style="width: 80%" border="0" cellpadding="0" summary="Basis of consolidation.">
+<colgroup>
+    <col width="30%">
+    <col width="10%">
+    <col width="30%">
+    <col width="30%">
+</colgroup>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">Miles</td>
+<td class="td-right">Capital Stock</td>
+<td class="td-right">Funded Debt.</td>
+</tr>
+<tr>
+<td colspan="4">&nbsp;</td>
+</tr>
+<tr>
+<td>Union Pacific Railroad</td>
+<td class="td-right">1,042</td>
+<td class="td-right">$36,762,300.00</td>
+<td class="td-right">$78,508,350.65</td>
+</tr>
+<tr>
+<td>Kansas Pacific Railway</td>
+<td class="td-right">675</td>
+<td class="td-right">10,000,000.00</td>
+<td class="td-right">30,567,282.78</td>
+</tr>
+<tr>
+<td>Denver Pacific Railroad</td>
+<td class="td-right">106</td>
+<td class="td-right">50,762,300.00</td>
+<td class="td-right">109,656,633.43</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">&mdash;&mdash;&mdash;</td>
+<td class="td-right">&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;</td>
+<td class="td-right">&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">1,823</td>
+<td class="td-right">50,762,300.00</td>
+<td class="td-right">109,656,633.43</td>
+</tr>
+</table><a href="#toc"><span class="smaller">(Back to Content)</span></a>
+
+<h3><span class="pagenum"><a id="page117" name="page117"></a>(p. 117)</span> CHAPTER <abbr title="10">X</abbr>.</h3>
+
+<h5><i>The Denver-Cheyenne Line (Denver Pacific Railroad.)</i></h5>
+
+<p class="resume"><span class="smcap">Proposition for Pacific Railroad to Reach Denver &mdash; Cheyenne Route
+Selected &mdash; Branch Line Proposed &mdash; Denver Pacific Incorporated and
+Built &mdash; Pro-Rata Controversy &mdash; Operated By Kansas Pacific &mdash; Consolidation
+With the Union Pacific.</span></p>
+
+
+<p>In the original plan for the Union Pacific Railroad it was the
+intention that the line would run through Denver and from there
+directly West across the mountains to Salt Lake. When the line was
+finally located it passed through Cheyenne, leaving Denver some one
+hundred miles to the South, the reasons for this being the much
+shorter distance via Cheyenne as well as the decidedly better
+gradients that were possible via South Pass Route as against the
+routes via Denver and Berthoud or Evans Passes. The Denver Route was
+only given up after repeated efforts had been made to find a
+satisfactory line that way.</p>
+
+<p>The City of Denver had for some time past been encountering a streak
+of hard luck&mdash;Failure of some of its most promising mines in
+1861&mdash;Division of <span class="pagenum"><a id="page118" name="page118"></a>(p. 118)</span> the Citizens over the Civil War in 1862
+and 1863&mdash;Fire and Flood followed by the Indian War on the plains in
+1864 cutting off communication with the East&mdash;then the grasshoppers
+plague with the diversion of the Pacific Railway. Vice President
+Durant had made the remark "it's too dead to bury," and this it was
+that spurred its citizens up.</p>
+
+<p>In 1867 the Authorities of the Union Pacific Railroad offered to build
+a branch from some point on their main line to Denver, provided the
+citizens of that place would pay for the grading of the line and
+furnish right of way and grounds for terminal. The citizens of Denver
+were sore at being left to one side on the great overland route and
+gave the proposition but a luke-warm reception. It is true, County
+Commissioners of Arapahoe County, in which Denver is located, ordered
+an election in August, 1867, to vote on the proposition of issuing two
+hundred thousand dollars in bonds in favor of such a branch line. The
+election resulted in an overwhelming majority in favor of it, eleven
+hundred and sixty for to one hundred and fifty-seven against. The
+County Commissioners in their negotiations with the Union Pacific
+people coupled with the proposition certain conditions as to the route
+which the branch line should follow, which not being satisfactory to
+the Railroad people, they refused to accept the bonds on the
+conditions required.</p>
+
+<p>On November 13th, 1867, George Francis Train <span class="pagenum"><a id="page119" name="page119"></a>(p. 119)</span> addressed a
+public meeting at Denver on the subject of a connection between Denver
+and the Union Pacific Railroad and as a result the Denver Pacific
+Railway and Telegraph Company was organized five days later. On the
+day following the organization the directors met and elected Bela M.
+Hughes President, D. H. Moffat, Treasurer, and F. M. Case, Chief
+Engineer,&mdash;one fourth of the necessary funds being subscribed. An
+arrangement was made with the Union Pacific Railroad Company by the
+terms of which that Company was to complete the road as soon as it was
+ready for the rails. In other words the road was to be located,
+graded, and tied by the Denver Pacific Company, and ironed and
+equipped by the Union Pacific Railroad Company.</p>
+
+<p>In connection with the Denver Pacific proposition an application was
+made to Congress for a land grant to assist in the construction of the
+road, but before this was acted upon the Kansas Pacific Railroad
+Company had agreed to transfer the land grant which they had been
+given by Congress so far as it applied to their proposed line from
+Denver North, and the application of the Denver Pacific Railroad to
+Congress was consequently changed to one for bonds. This was granted
+in 1869 to the amount of twenty-four thousand dollars per mile, or two
+and a half million dollars in all.</p>
+
+<p>The grading was commenced May 18th, 1868, and the same fall was
+completed to Cheyenne, one hundred <span class="pagenum"><a id="page120" name="page120"></a>(p. 120)</span> and six miles. Owing to
+the delay of Congress in acting on the bond proposition as well as on
+account of the financial stringency the Union Pacific Railroad Company
+was then encountering, the latter was not able to carry out its
+contract in regard to the completion of the Denver Pacific Railroad,
+and the arrangement was accordingly cancelled. An arrangement was then
+entered into with the Kansas Pacific Railway by which the latter
+Company took a certain amount of stock in the Denver Pacific Railroad
+and proceeded with its construction, completing the line between
+Cheyenne and Denver on June 22nd, 1870.</p>
+
+<p>There was great rejoicing over the event. The last spike,&mdash;one of
+solid silver contributed by the miners of Georgetown, Colo.,&mdash;was
+driven by Governor Evans of Colorado.</p>
+
+<p>The first engine to enter Denver was the first engine that the Union
+Pacific Railroad owned. It had been the first to enter Cheyenne, also
+the first into Ogden.</p>
+
+<p>In 1872 the road passed into the control of the Kansas Pacific Railway
+Company by purchase who operated it until the consolidation of both
+lines with the Union Pacific Railroad Company in 1880.</p>
+
+<p>The Kansas Pacific Railway was completed into Denver in August 1870,
+and immediately embarked in the through trans-continental traffic from
+Kansas City and points east thereof, via Denver and the <span class="pagenum"><a id="page121" name="page121"></a>(p. 121)</span>
+Denver Pacific Railroad. This was, of course, in competition with the
+Main Line of the Union Pacific Railroad who in accepting business at
+Cheyenne were losing the haul from Omaha to that point. The Kansas
+Pacific Railway and the Denver Pacific Railroad people were insistent
+and with no little degree of correctness that under the original
+Charter the Union Pacific Railroad was compelled to accept business
+from all connections,&mdash;but the terms thereof were not fixed and
+instead of accepting a division based on the mileage of the respective
+lines as insisted upon by the two lines named, the Union Pacific
+Railroad officials demanded a constructive mileage that would result
+in their line from Cheyenne to Ogden receiving six tenths of their
+local rates between those points when the business was competition
+with their long haul via Omaha. An agreement to work on this basis
+pending judicial decision was made between the two interests in
+September 1874. The question would not down, it was brought before
+Congress, Courts, and Arbitrators constituting a "Cause Célèbre" the
+Pro-rata controversy.</p>
+
+<p>Out of this grew the building of a rival line between Denver and
+Cheyenne wholly under the Union Pacific Railroad's control&mdash;locally
+known as the Colorado Central Railroad. This line was comprised of the
+Colorado Central Railroad, Denver to Golden, sixteen miles. It was
+commenced on New Year's Day 1868, being the first railroad in the
+state <span class="pagenum"><a id="page122" name="page122"></a>(p. 122)</span> of Colorado. Its extension to Longmont, built in 1871,
+and the line Longmont to Cheyenne completed in 1877. This line was
+some one hundred and thirty miles against one hundred and six by the
+Denver Pacific Railroad, notwithstanding which it was used by the
+Union Pacific Railroad as its Denver connection until the adjustment
+of the differences between the different interests, which was brought
+about by an agreement made June 1st, 1878, by which the Kansas Pacific
+Railway and the Denver Pacific Railway were to be operated by the
+Union Pacific Company. This was followed by an absolute merger of the
+three roads, in January 1880 the new combination being known as the
+Union Pacific Railway Company.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+<h3><span class="pagenum"><a id="page123" name="page123"></a>(p. 123)</span> CHAPTER <abbr title="11">XI</abbr>.</h3>
+
+<h5><i>History of the Line since its completion.</i></h5>
+
+<p class="resume"><span class="smcap">Government Indebtedness &mdash; Absorption Other Lines &mdash; Receivership &mdash; Train
+Robbers &mdash; Settlement With Government.</span></p>
+
+
+<p>Upon the completion of the Union Pacific the rates for both freight
+and passengers were fixed at what now seems a very high figure. Thus
+passenger fares locally were ten cents per mile. Complaints arising,
+the matter was taken up in Congress and steps taken towards the
+appointment of a Board of Commissioners who should have authority to
+fix rates, both freight and passengers.</p>
+
+<p>The whole question of earnings and expenses of the line was an unknown
+quantity and as soon as experience demonstrated what was reasonable
+and just, the Company voluntarily adjusted their schedules,&mdash;until
+today the rates over the line are about on a parity with those charged
+by eastern lines through much more thickly settled states.</p>
+
+<p>In 1869 the agitation looking to a bridge across the Missouri River in
+place of the slow and often unreliable ferry culminated, and on March
+11th of that year the structure was commenced. Three years <span class="pagenum"><a id="page124" name="page124"></a>(p. 124)</span>
+were required for the work and the first train crossed on March 11th,
+1872. By an agreement made with the city of Omaha that city was to be
+made the eastern terminus regardless of the bridge. This, however, was
+upset by the decision of the Supreme Court of the United States
+declaring the bridge an integral part of the line and that it
+commenced in Iowa not Nebraska.</p>
+
+<p>In 1870 the question of repayment of the Government Loans made in the
+shape of Bonds arose,&mdash;more particularly that of the interests
+accruing thereon,&mdash;the bonds themselves not falling due until
+1895-1899. It was a question whether the lines were to pay this
+interest in cash or through services rendered in transporting men,
+materials, and mails for the Government. The matter soon got into the
+Courts and their decision as rendered by Justice Davis of the Supreme
+Court of the United States so fully and explicitly covers the ground
+as to warrant the somewhat lengthy extracts given below:</p>
+
+<p>In his opinion, Judge Davis said, "This enterprise (the building of
+the Pacific Railroads) was viewed as a national undertaking for
+national purposes and the public mind was directed to the end rather
+than the particular means to be employed for the purpose. Although the
+road was a military necessity, there were other reasons active at the
+time in producing an opinion as to its necessity besides the
+protection of our exposed frontiers. There was a vast unpeopled
+<span class="pagenum"><a id="page125" name="page125"></a>(p. 125)</span> territory between the Missouri River and Sacramento which
+was practically worthless without the facilities afforded by a
+railroad for the transportation of persons and property. With its
+construction the agricultural and mineral resources could be
+developed, settlements made, and the wealth and power of the United
+States essentially increased. And then there was also the pressing
+want in times of peace even of an improved and cheaper method for the
+transportation of the mails and supplies for the army and the
+Indians."</p>
+
+<p>The policy of the country, to say nothing of the supposed want of
+power, stood in the way of the United States taking the work into its
+own hands. Even if this were not so, reasons of economy suggested it
+were better to enlist private capital and individual enterprise in the
+project. This Congress undertook to do, and the inducements held out
+were such as it was believed would procure the requisite capital and
+enterprise. But the purpose in presenting these inducements was to
+promote the construction and operation of a work deemed essential to
+the security of great public interests. Besides it is fair to infer
+that Congress supposed that the services to be rendered by the road to
+the Government would equal the interest to be paid. Congress well knew
+that the Government bound itself to pay interest every six months and
+the principal at the time the bond matured, resting satisfied with
+the entire property <span class="pagenum"><a id="page126" name="page126"></a>(p. 126)</span> of the Company as security for the
+ultimate payment of the principal and interest.</p>
+
+<p>This settled the interest question and the next one to arise was the
+question as to the payment of five per cent, of the net earnings
+towards the extinguishment of the Government indebtedness, as provided
+for in the act of 1862, viz., "And after said road is completed, until
+said bonds and interest are paid, at least five per centum of the net
+earnings shall be annually applied to the payment thereof." By act of
+Congress, June 22nd, 1874, the Secretary of the Treasury was directed
+to require this payment, failing which, to bring suit. The Supreme
+Court decided this in 1878 that the Company must pay this five per
+cent and defined net earnings as what was left out of the gross
+earnings after deducting all the expense of organization, operation,
+or for betterments paid out of earnings.</p>
+
+<p>In 1878 the so called "Thurman Act" became law, by which a sinking
+fund was established looking to the extinguishing of the Company's
+indebtedness to the Government. This sinking fund was to be made up of
+one half the amount accruing on Government Transportation, the five
+per cent of net earnings, plus enough more of the earnings to make up
+in all twenty-five per cent of the total net earnings, but not to
+exceed eighty-five thousand dollars per annum,&mdash;this sinking fund to
+be invested by the Secretary of the Treasury in Government Bonds.</p>
+
+<p><span class="pagenum"><a id="page127" name="page127"></a>(p. 127)</span> Up to 1879 the policy of the Company was to transfer all
+through freight at its eastern termini, none of its equipment being
+allowed to leave its own rails.</p>
+
+<p>Soon after the absorption of the Kansas Pacific Railroad and through
+it the Denver Pacific Railroad, the Union Pacific entered upon a
+policy of extension by the absorption of other roads and building of
+branch lines.</p>
+
+<p>Under this arrangement the Texas lines&mdash;Fort Worth, Texas, to Denver,
+Colo., eight hundred and one miles&mdash;were completed and added to the
+system. This line was built under the name of the Denver, Texas and
+Gulf (formerly Denver and New Orleans), the Fort Worth and Denver City
+and the Denver City and Fort Worth Railroads.</p>
+
+<p>In 1880 the Railroad from Atchison west&mdash;originally the line that was
+to have connected with the Union Pacific Railroad at the hundredth
+Meridian, known as the Central Branch Union Pacific&mdash;became part of
+the system by purchase and was leased to the Missouri Pacific Railway
+Company who have since that time operated it.</p>
+
+<p>Another line added to the system was the narrow (three foot) gauge
+line from Denver to Leadville and Gunnison. This line was commenced in
+1873 under a Charter from the Colorado Legislature, reaching Buena
+Vista, February 22nd, 1880 and Gunnison, <span class="pagenum"><a id="page128" name="page128"></a>(p. 128)</span> the summer of 1881.
+It was absorbed by the Union Pacific on January 1st, 1881.</p>
+
+<p>The Utah and Northern was commenced in 1871 by the citizens of Utah
+and reached Logan in 1873 and Franklin, Idaho, in 1874. The means for
+building this road was raised by the people of Northern Utah with
+great difficulty, much of it being donated in labor,&mdash;in grading,
+track work, right of way, etc. After an attempt to operate as a local
+line more or less successful, it was sold to the Union Pacific
+Railroad in February 1877 and by them extended to Silver Bow,
+Mont.&mdash;Huntington. Ore., with a branch connecting the main line of the
+Union Pacific at Granger, Wyo., with Pocatello, Idaho, on the old Utah
+and Northern.</p>
+
+<p>On May 17th, 1869, one week after the ceremonies at Promontory, the
+Utah Central was commenced by the Mormons, Brigham Young being
+President of the Company. It was completed Ogden to Salt Lake City,
+January 10th, 1870. The work on the line was done very largely by the
+Mormons in exchange for stock, its equipment being turned over to them
+by the Union Pacific as part payment (to the Mormons) for work done on
+the grading of the line.</p>
+
+<p>The Utah Southern&mdash;Salt Lake City to Frisco, Utah, was commenced in
+May. 1871, and completed in June 1880, and absorbed by the Utah
+Central in 1881.</p>
+
+<p>In 1873 the line from Julesburg to Denver was <span class="pagenum"><a id="page129" name="page129"></a>(p. 129)</span> located and
+most of the grading done in that year and the two following. Financial
+stringency together with complications arising over their relations
+with the Kansas Pacific Railway forced the abandonment of the project.
+After the consolidation in 1880 the line was recommenced, practically
+new grades being necessary. It was completed in 1882, the work being
+done under the Colorado Central Railroad Charter.</p>
+
+<p>All of the above lines were absorbed by the Union Pacific Railway and
+were a part of that system up to 1893 when the total mileage reached
+eight thousand one hundred and sixty-seven, made up of one thousand
+eight hundred and twenty-three miles Union Pacific and six thousand
+three hundred and forty-four miles, owned, leased and controlled. On
+the 13th of October, 1893, the United States Court at Omaha appointed
+S. H. H. Clark, Oliver W. Mink, and E. Ellery Anderson, Receivers, and
+in the following month Frederick R. Coudert and J. W. Doane were added
+to represent the interests of the United States, this receivership
+being forced on the Company by the very general business depression of
+1893 and the consequent decrease in traffic and earnings. At the time
+of appointing receivers for the main line, the Texas Line and the
+Denver, Leadville and Gunnison (South Park) were segregated and placed
+under the control of separate receivers. The Oregon Short Line and the
+Oregon Railway and Navigation <span class="pagenum"><a id="page130" name="page130"></a>(p. 130)</span> Company reverted to the hands
+of the original Companies, and have ever since been operated
+independently, although the controlling interest in both lines is
+owned by the Union Pacific Railway Company. In all, three thousand one
+hundred and thirteen miles of affiliated lines were segregated from
+the parent Company. In February, 1899, the "Julesburg Cut
+Off"&mdash;Julesburg to Denver&mdash;reverted to the Company, having been
+operated by the Receiver of the Union Pacific Denver and Gulf Railway
+in the interim.</p>
+
+<p>Among other troubles which the line has encountered during its
+thirty-eight years existence has been that of train-robbers. These
+were a class of men the outgrowth of Western desperadoism, now happily
+passed into history. Without the fear of God, Man, or the Law, they
+would singly or in bands attack trains, rob the mail, express and
+sometimes the passengers.</p>
+
+<p>Among the most noted cases of this kind were the Big Springs Robbery,
+occurring September 18th, 1877, when a gang of twelve masked men took
+possession of the station at that point, bound and gagged the
+employees, cutting the telegraph wires, and upon the arrival of the
+western train took possession of it, securing sixty-five thousand
+dollars from the express car, and thirteen thousand dollars and four
+gold watches from the passengers,&mdash;then mounting their horses they
+rode off. A reward of ten thousand <span class="pagenum"><a id="page131" name="page131"></a>(p. 131)</span> dollars for their arrest
+immediately followed and three of the robbers were caught and hung.
+About one half of the money was recovered when they were captured. It
+is said the balance of the gang were apprehended and dealt with by a
+frontier Court, 'Judge Lynch' officiating, this however is tradition,
+its truth not being known.</p>
+
+<p>Another robbery was that committed by Sam. Bass and associates who
+held up the west bound Pacific Express train securing from the express
+car some sixty thousand dollars in gold. This money was all recovered
+and most of the band either killed or arrested.</p>
+
+<p>Another great event of this kind occurred in the hills of Wyoming,
+west of Cheyenne during 1898. The first section of the Overland West
+Bound carrying the mail and express was flagged and brought to a stop.
+A culvert behind it blown up with dynamite to prevent the second
+section interfering, and the express cars were then looted and the
+robbers rode off. Persistent pursuit lasting for years, however,
+brought them one by one to justice, one being killed near Kansas City
+while resisting arrest, another killed at Cripple Creek under similar
+circumstances.</p>
+
+<p>In 1897 (January 1st) the present Company, Union Pacific Railroad
+Company, was organized under the laws of Utah as successor to the
+Union Pacific Railway Company.</p>
+
+<p>During the construction days, Wells, Fargo and <span class="pagenum"><a id="page132" name="page132"></a>(p. 132)</span> Company
+operated the Express service over the line. On completion the Company
+organized its own express "The Union Pacific Railroad Express" which
+continued to handle the express until re-organized as the Pacific
+Express Company.</p>
+
+<p>Congress was appealed to in 1893 to pass a refunding bill, but failed
+to act.</p>
+
+<p>Numerous unsuccessful attempts were made to reorganize the property,
+but this was impossible with the debt to the Government in an
+unsettled condition. Finally in 1899 an agreement (see <a href="#footnote">foot note</a>) as
+reached between the re-organization Committee and the Attorney General
+by which the line was to be foreclosed and the debt adjusted. This was
+accordingly done in 1899. The account standing:</p>
+
+<table style="width: 80%" border="0" cellpadding="0" summary="Account standing.">
+<colgroup>
+    <col width="30%">
+    <col width="30%">
+    <col width="30%">
+</colgroup>
+<tr>
+<td>Amount due Government.</td>
+<td class="td-right">From Union Pacific.</td>
+<td class="td-right">From Kansas Pacific.</td>
+</tr>
+<tr>
+<td>Principal</td>
+<td class="td-right">$27,236,512.00</td>
+<td class="td-right">&nbsp;</td>
+</tr>
+<tr>
+<td>Interest</td>
+<td class="td-right">31,211,691.75</td>
+<td class="td-right">&nbsp;</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;</td>
+<td class="td-right">&nbsp;</td>
+</tr>
+<tr>
+<td>Total</td>
+<td class="td-right">$58,448,203.75</td>
+<td class="td-right">$12,891,900.19</td>
+</tr>
+<tr>
+<td>Less Sinking Fund</td>
+<td class="td-right">18,194,618.26</td>
+<td class="td-right">6,303,000.00</td>
+</tr>
+<tr>
+<td>&nbsp;</td>
+<td class="td-right">&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;</td>
+<td class="td-right">&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;&mdash;</td>
+</tr>
+<tr>
+<td>Balance due</td>
+<td class="td-right">$40,253,585.49</td>
+<td class="td-right">$6,588,900.19</td>
+</tr>
+</table>
+
+<p>and these amounts were accordingly turned over to the United States
+Government closing the account.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+
+<h3><span class="pagenum"><a id="page133" name="page133"></a>(p. 133)</span> CHAPTER <abbr title="12">XII</abbr>.</h3>
+
+<h5><i>The Central Pacific Railroad.</i></h5>
+
+Suggested By Theo. D. Judah &mdash; Huntington, Crocker and Hopkins &mdash; Struggle
+for Congressional Aid &mdash; Progress Made.
+
+
+<p>The preceding chapters in tracing the history of the Union Pacific
+Railroad cover in a measure the preliminary events leading up to the
+building of the Central Pacific Railroad,&mdash;its connection from Ogden
+West.</p>
+
+<p>In addition to this there is a wealth of incident connected with its
+history that will well repay the student. The following are a few and
+but a very few of its salient points.</p>
+
+<p>For some years previous to the time when the final act was passed by
+Congress&mdash;which was to provide those of the western coast with speedy
+and safe communication with the homes of their youth&mdash;the question of
+a grand trunk road had been discussed by Californians as a public, and
+as private individuals. Many self-reliant men were sanguine of
+success, could the project be rightly brought before Congress. This
+feeling grew among the people of California, until a man who sought
+office at the hands of the people could not be elected were he not a
+"railroad <span class="pagenum"><a id="page134" name="page134"></a>(p. 134)</span> man," provided that office was one wherein the
+holder could injure the prospects of the proposed road. Through the
+counties where the line was supposed to run, the question was strongly
+agitated, for those counties were expected to assist the undertaking,
+by voting their credit in various sums. So eager were the people of
+the interior of the State to have the enterprise commenced and
+completed, that they were willing to accede to any terms which would
+insure the success of the enterprise and relieve them from the
+oppression of a powerful water monopoly, which controlled a majority
+of the shipping both via the Panama Route and around Cape Horn.</p>
+
+<p>The members of Congress from California knew that their election was
+in part owing to this feeling, and that much was expected of them by
+their constituents. They failed not when the time arrived, but to
+one&mdash;A. A. Sargent&mdash;more than all others, is California indebted for
+the great work which now binds her to her Eastern sisters.</p>
+
+<p>But we are proceeding too fast, overlooking, but not forgetting,
+another name, none the less honored because the bearer lived not to
+behold the final completion of the work he initiated and so earnestly
+advocated. Theodore D. Judah now sleeps the sleep that knows no
+awaking, but still his presence can be seen and felt in every mile of
+the grand road which his genius brought into being. His name was a
+household word in the West, for thousands knew and <span class="pagenum"><a id="page135" name="page135"></a>(p. 135)</span>
+appreciated the manly spirit and genial mind of the earnest,
+persistent and sanguine Engineer.</p>
+
+<p>In the then little hamlet of Sacramento, dwelt C. P. Huntington,
+"Charley" Crocker, Mark Hopkins, and a few others&mdash;warm personal
+friends of Judah&mdash;who, often, in the long, winter evenings, gathered
+around the stove in Huntington and Hopkin's store room, and there
+discussed the merits and demerits of the Judah theory. These and some
+other gentlemen became convinced that the engineer was right&mdash;that the
+scheme was practicable. They subscribed fifty dollars a piece, and, in
+the summer, Judah and his assistants made a careful survey of the
+passes in the Sierras. This was in the summer of 1860, and in the fall
+the engineer party returned, toil-worn and travel-stained, but vastly
+encouraged and elated with the result of their summer's work. So
+favorable was the report that fifteen hundred dollars were immediately
+raised to be used the following summer in the same manner. The summer
+of 1861 found Judah and his party in the gulches and defiles of the
+Sierras, earnestly prosecuting their labors. The result but confirmed
+the previous report, with, if possible, more encouraging details
+regarding country, cost, etc. Judah then visited many of the principal
+capitalists of San Francisco to obtain subscriptions for the work, but
+failed to obtain a dollar. "But this road&mdash;what is it? Nothing that
+concerned them. It did not represent capital. A poor engineer wanted
+to make <span class="pagenum"><a id="page136" name="page136"></a>(p. 136)</span> some money, and had started the idea for that
+purpose." These wise men shook their heads, and sneered at the
+undertaking. "What can they do," said they, "even with their Charter
+from the State? They have no money&mdash;they are poor men. It's only a
+sharp dodge on their part. They think the road will be undertaken in
+time, and then when that time arrives, they will stand a chance to
+sell their Charter and realize a few thousands&mdash;that's all. But
+they'll be dead before a railroad will be built across the continent."
+Such was the general tone of conversation among moneyed men regarding
+the road in its infancy, and it cannot be denied that the people of
+California owe nothing to the capitalists of their State&mdash;not even
+their thanks&mdash;for aid in the earliest days of the enterprise. The bone
+and sinew of the people&mdash;the mechanic and the merchant, the farmer,
+laborer and miner&mdash;did all that could be expected of them. But the
+capitalists held back&mdash;and for good reason. They feared that the
+railroad would give the death blow to the monopolies in which they
+were more or less interested. Sacramento alone deserves the credit of
+having originated and brought to a successful completion the Central
+Pacific Railroad. When the State had chartered the Company, when only
+funds were necessary to insure the completion of the work, only two
+subscriptions were obtained in San Francisco, and one of these came
+from a woman.</p>
+
+<p>In 1862, Judah went to Washington with charts, <span class="pagenum"><a id="page137" name="page137"></a>(p. 137)</span> maps, etc.,
+of the road. Sargent was there, as enthusiastic in the support of the
+measure as Judah himself. He drew up the bill under which the road was
+built. James H. Campbell, of Pennsylvania, and Schuyler Colfax (than
+whose there is no more honored name in California,) were his most
+efficient supporters in the House. In the Senate, McDougal, of
+California, Wilson, of Massachusetts, and Morrill, of Maine, also
+stood manfully by the measure. And there was fought the great battle.
+There, enlightened ideas, assisted by young and vigorous intellects,
+met and conquered prejudice and moneyed opposition, and opened a new
+commercial era in the annals of the Union. But it was not accomplished
+without a long and wearying struggle, in which the bull-dog
+pertinacity and fierce grip of Sargent was manifested. Day after day,
+for weary weeks, in the Committee of the Whole, Sargent and Campbell
+stood up alternately, and answered objections as fast as made, in
+short, sharp, close and cutting speeches. And night after night, they
+held interviews with Eastern Senators and Representatives, while at
+their side, supplying them with information on all desired points, sat
+Theodore D. Judah, the engineer, earnest and hopeful to the last.
+Senators did not nor would not believe that the road could or would be
+built. Said Lovejoy, during one of the debates: "Do I understand the
+gentleman from California to say that he actually expects this road
+to be built?" "The gentleman <span class="pagenum"><a id="page138" name="page138"></a>(p. 138)</span> from Illinois may understand me
+to predict that if this bill is passed, the road will be finished
+within ten years," responded Sargent. People can now judge between
+Lovejoy's and Sargent's ideas of the vigor of the West.</p>
+
+<p>The end came, the bill was finally passed, and the news thereof caused
+the hearts of Californians to leap for joy. Ground was broken at
+Sacramento, and work was commenced immediately. Another battle was to
+be fought, a financial one. Before they could receive any aid from the
+Government, forty miles of road must be built and stocked, which would
+cost at least four million dollars, for that forty miles carried the
+road far up among the Sierras, through a great portion of their heavy
+work. Money was "tight"&mdash;in fact it always is when a man wants
+some&mdash;commanding two per cent. per month in California. The
+corporators put in their entire fortunes. The city of San Francisco
+issued bonds in assistance of the work; the State and several counties
+also rendered material aid, but all combined was but a trifle compared
+to what was required. C. P. Huntington, then Vice-President of the
+road, went to New York for aid, but among the capitalists there he met
+the same answer that had been given to Judah by the moneyed men of San
+Francisco. Finally, he met with Fisk and Hatch, dealers in government
+stocks. They feared not the result of the scheme. These energetic
+capitalists with the promptness of young and active <span class="pagenum"><a id="page139" name="page139"></a>(p. 139)</span>
+minds&mdash;while older capitalists were questioning whether there was
+really a serious intention of building the road&mdash;pledged their faith
+to furnish the Company with what money they required and when they
+required it. The sum ranged from five million dollars to twenty
+million dollars per year; but they failed not, the money was always
+ready. The success of the enterprise was now assured. The bonds of the
+Company were put on the market, and advanced rapidly in price, and
+soon the Company had at their command all needful funds.</p>
+
+<p>When the summit of the Sierras was reached, the road was pushed
+rapidly forward. But long ere this was gained, when the Company was
+toiling among the mountains, jeers and taunts of derision could be
+found in plenty in the columns of California newspapers. "The Dutch
+Flat Swindle," as the road was termed by some of these far sighted
+journalists&mdash;when the Company was laboring to overcome the heavy grade
+near that town&mdash;has passed into a byword in California, and now is
+suggestive of success. The route, after the "summit" was gained, was
+then comparatively easy, and rapid progress was made. The Chinese
+laborers, who had worked on the road from first to last, drove the
+work forward, and on May 10th, 1869, the roads met on Promontory
+Point, six hundred and ninety miles from Sacramento. The following
+will show the number of miles completed during each year: In
+1863-1864-1865, twenty miles <span class="pagenum"><a id="page140" name="page140"></a>(p. 140)</span> each year; in 1866, thirty
+miles; in 1867, forty-six miles; in 1868 three hundred and sixty-three
+miles; in 1869, one hundred and ninety-one miles.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+
+
+
+<h2><span class="pagenum"><a id="page141" name="page141"></a>(p. 141)</span> APPENDIX <abbr title="1">I</abbr>.</h2>
+
+<p class="center"><i>Roster Union Pacific Railroad.</i></p>
+
+<p class="center">PRESIDENT.</p>
+
+<ul class="names">
+<li>W. B. Ogden, Elected       <span class="col70">Sept., 1862.</span></li>
+<li>Jno. A. Dix, Elected      <span class="col70">Oct., 1863.</span></li>
+<li>Oliver Ames, Elected      <span class="col70">June, 1868.</span></li>
+<li>Thos. A. Scott, Elected    <span class="col70">April, 1871.</span></li>
+<li>Horace F. Clark, Elected   <span class="col70">March, 1872.</span></li>
+<li>Jno. Duff, Elected         <span class="col70">July, 1873.</span></li>
+<li>Sidney Dillon, Elected      <span class="col70">June, 1874.</span></li>
+<li>Chas. Francis Adams, Elected   <span class="col70">June, 1884.</span></li>
+<li>Sidney Dillon, Elected      <span class="col70">Dec., 1890.</span></li>
+<li>S. H. H. Clark, Elected     <span class="col70">May, 1892.</span></li>
+<li>H. G. Burt, Elected         <span class="col70">Jan., 1898.</span></li>
+<li>E. H. Harriman, to date.</li>
+</ul>
+
+<p class="p2 center">VICE PRESIDENT.</p>
+
+<ul class="names">
+<li>Thos. C. Durant, Elected        <span class="col70">Oct., 1863.</span></li>
+<li>Jno. Duff, Elected           <span class="col70">May, 1869.</span></li>
+<li>Elisha Atkins, Elected      <span class="col70">May, 1874.</span></li>
+<li>Tom Potter, Elected         <span class="col70">May, 1887.</span></li>
+<li>W. H. Holcomb, Elected      <span class="col70">Oct., 1888.</span></li>
+<li>S. H. H. Clark, Elected.    <span class="col70">May, 1891.</span></li>
+<li>Elisha Atkins, Elected      <span class="col70">Nov., 1892.</span></li>
+<li>O. W. Mink, Elected         <span class="col70">March, 1898.</span></li>
+<li>W. M. D. Cornish, Elected   <span class="col70">July, 1898.</span></li>
+</ul>
+
+<p class="p2 center">2ND. VICE PRESIDENT.</p>
+
+<ul class="names">
+<li>S. R. Callaway    <span class="col70">Sept., 1884, to June, 1887.</span></li>
+<li>O. M. Lane        <span class="col70">May, 1889, to Oct., 1891.</span></li>
+<li>O. W. Mink        <span class="col70">May, 1893, to March, 1898.</span></li>
+</ul>
+
+<p class="p2 center">3RD. VICE PRESIDENT.</p>
+
+<ul class="names">
+<li>Thos. L. Kimball   <span class="col70">Nov., 1889, to Aug., 1891.</span></li>
+</ul>
+
+<p class="p2 center"><span class="pagenum"><a id="page142" name="page142"></a>(p. 142)</span> SECRETARY.</p>
+
+<ul class="names">
+<li>H. V. Poor, Elected       <span class="col70">Sept., 1862.</span></li>
+<li>Chas. Tuttle, Elected     <span class="col70">Oct., 1863.</span></li>
+<li>E. H. Rollins, Elected    <span class="col70">June, 1869.</span></li>
+<li>H. McFarland, Elected     <span class="col70">March, 1877.</span></li>
+<li>Alex. Millar, Elected     <span class="col70">April, 1889.</span></li>
+</ul>
+
+<p class="p2 center">TREASURER.</p>
+
+<ul class="names">
+<li>T. W. Olcott, Elected       <span class="col70">Sept., 1862.</span></li>
+<li>Jno. J. Cisco, Elected      <span class="col70">Oct., 1863.</span></li>
+<li>J. M. S. Williams, Elected  <span class="col70">June, 1869.</span></li>
+<li>E. H. Rollins, Elected      <span class="col70">May, 1872.</span></li>
+<li>H. McFarland, Elected       <span class="col70">April, 1877.</span></li>
+<li>Jas. G. Harris, Elected     <span class="col70">April, 1889.</span></li>
+<li>F. V. S. Crosby, Elected    <span class="col70">Feb., 1899.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL MANAGER.</p>
+
+<ul class="names">
+<li>Thos. C. Durant      <span class="col70">Oct., 1863 to May, 1869.</span></li>
+<li>S. H. H. Clark       <span class="col70">Aug., 1878 to Sept., 1884.</span></li>
+<li>S. R. Callaway       <span class="col70">Oct., 1884 to May, 1887.</span></li>
+<li>Tom Potter           <span class="col70">May, 1887 to July, 1887.</span></li>
+<li>Thos. L. Kimball     <span class="col70">March, 1888 to Nov., 1889.</span></li>
+<li>E. Dickinson         <span class="col70">Dec., 1889 to May, 1890.</span></li>
+<li>S. H. H. Clark       <span class="col70">Jan., 1891 to April, 1893.</span></li>
+<li>E. Dickinson          <span class="col70">April, 1893.</span></li>
+<li>A. L. Mohler, to date.</li>
+</ul>
+
+<p class="p2 center">ASSISTANT GENERAL MANAGER.</p>
+
+<ul class="names">
+<li>Thos, L, Kimball   <span class="col70">Nov., 1880 to July, 1884.</span></li>
+<li>G. M. Cummings     <span class="col70">Jan., 1887 to Dec., 1887.</span></li>
+<li>C. S. Mellen       <span class="col70">Nov., 1888 to March, 1889.</span></li>
+<li>G. M. Cummings     <span class="col70">March, 1889 to Dec. 1889.</span></li>
+<li>E. Dickinson       <span class="col70">Feb., 1889 to Dec., 1889.</span></li>
+<li>W. H. Holcomb      <span class="col70">Dec., 1890 to May, 1891.</span></li>
+<li>E. Dickinson       <span class="col70">May, 1891 to April, 1893.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL SUPERINTENDENT.</p>
+
+<ul class="names">
+<li>G. M. Dodge       <span class="col70">Oct., 1863 to May, 1867.</span></li>
+<li>W. Snyder         <span class="col70">May, 1867 to July, 1869.</span></li>
+<li>C. G. Hammond     <span class="col70">Sept., 1869 to Oct., 1870.</span></li>
+<li>T. E. Sickles     <span class="col70">Nov., 1870 to May, 1872.</span></li>
+<li>S. H. H. Clark     <span class="col70">June, 1874 to Aug., 1878.</span></li>
+<li>Sylvester T. Smith  <span class="col70">Nov., 1884 to June, 1887.</span></li>
+<li>E. Dickinson        <span class="col70">July, 1887 to March, 1889.</span></li>
+</ul>
+
+<p class="p2 center"><span class="pagenum"><a id="page143" name="page143"></a>(p. 143)</span> ASSISTANT GENERAL SUPERINTENDENT.</p>
+
+<ul class="names">
+<li>H. M. Hoxie               <span class="col70">Aug., 1869.</span></li>
+<li>C. M. Mead          <span class="col70">Sept., 1869 to Dec., 1870.</span></li>
+<li>S. H. H. Clark      <span class="col70">Sept., 1871 to June, 1874.</span></li>
+<li>E. Dickinson        <span class="col70">Nov., 1884 to Aug., 1887.</span></li>
+</ul>
+
+<p class="p2 center">TRAFFIC MANAGER.</p>
+
+<ul class="names">
+<li>Thos. L. Kimball    <span class="col70">Aug., 1884 to Sept., 1887.</span></li>
+<li>C. S. Mellon        <span class="col70">March, 1889 to April, 1892.</span></li>
+</ul>
+
+<p class="p2 center">FREIGHT TRAFFIC MANAGER.</p>
+
+<ul class="names">
+<li>E. P. Vining          <span class="col70">Nov., 1882 to Jan., 1884.</span></li>
+<li>J. A. Munroe          <span class="col70">Oct., 1892 to date.</span></li>
+</ul>
+
+<p class="p2 center">ASST. GENERAL TRAFFIC MANAGER.</p>
+
+<ul class="names">
+<li>P. P. Shelby    <span class="col70">Jan., 1886 to Sept., 1887.</span></li>
+<li>J. A. Munroe    <span class="col70">Nov., 1889 to March, 1891.</span></li>
+<li>B. Campbell     <span class="col70">July, 1890 to March, 1891.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL PASSENGER AGENT.</p>
+
+<ul class="names">
+<li>Webster Snyder       <span class="col70">Oct., 1865 to May, 1867.</span></li>
+<li>C. D. Whitcomb       <span class="col70">June, 1868 to Jan., 1869.</span></li>
+<li>Francis Colton       <span class="col70">Nov., 1869 to Dec., 1870.</span></li>
+<li>Thos. L. Kimball     <span class="col70">March, 1871 to Nov., 1880.</span></li>
+<li>J. W. Morse          <span class="col70">Nov., 1880 to Sept., 1887.</span></li>
+<li>J. S. Tebbets        <span class="col70">Sept., 1887 to March, 1889.</span></li>
+<li>E. L. Lomax          <span class="col70">March, 1889 to date.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL TICKET AGENT.</p>
+
+<ul class="names">
+<li>Jos. Budd              <span class="col70">Feb., 1869 to Oct., 1869.</span></li>
+<li>Thos. L. Kimball       <span class="col70">April, 1872 to Nov., 1880.</span></li>
+<li>C. S. Stebbins         <span class="col70">Nov., 1880 to Sept., 1887.</span></li>
+</ul>
+
+<p class="p2 center">ASST. GENERAL PASSENGER AGENT.</p>
+
+<ul class="names">
+<li>Beverly R. Keim    <span class="col70">Sept., 1870 to Jan., 1871.</span></li>
+<li>W. C. Thompson      <span class="col70">Feb., 1871 to April, 1873.</span></li>
+<li>C. S. Stebbins      <span class="col70">April, 1880 to Jan., 1881.</span></li>
+<li>S. B. Jones      <span class="col70">May, 1881 to Nov., 1887.</span></li>
+<li>E. L. Lomax      <span class="col70">Sept., 1887 to March, 1889.</span></li>
+<li>T. W. Lee        <span class="col70">March, 1889 to April, 1891.</span></li>
+<li>J. W. Scott      <span class="col70">Nov., 1889 to Nov., 1891.</span></li>
+<li>W. H. Hurlburt   <span class="col70">March, 1891 to Aug., 1894.</span></li>
+<li>B. H. Payne       <span class="col70">March, 1894 to April, 1895.</span></li>
+<li>S. H. Hutchison   <span class="col70">Feb., 1898 to July, 1900.</span></li>
+<li>Garret Fort         <span class="col70">Sept., 1900 to date.</span></li>
+</ul>
+
+<p class="p2 center"><span class="pagenum"><a id="page144" name="page144"></a>(p. 144)</span> GENERAL FREIGHT AGENT.</p>
+
+<ul class="names">
+<li>S. H. H. Clark      <span class="col70">June, 1868 to Sept., 1868.</span></li>
+<li>E. F. Test          <span class="col70">Oct., 1868 to Feb., 1869.</span></li>
+<li>H. Brownson         <span class="col70">March, 1869 to July, 1870.</span></li>
+<li>W. M. Martin        <span class="col70">Aug., 1870 to Dec., 1870.</span></li>
+<li>H. Brownson         <span class="col70">March, 1869 to July, 1870.</span></li>
+<li>E. P. Vining        <span class="col70">Oct., 1871 to Nov., 1882.</span></li>
+<li>P. P. Shelby        <span class="col70">Nov., 1882 to Jan., 1886.</span></li>
+<li>J. A. Munroe        <span class="col70">Jan., 1886 to Dec., 1889.</span></li>
+<li>J. S. Tebbets       <span class="col70">Dec., 1889 to Nov., 1890.</span></li>
+<li>F. B. Whitney       <span class="col70">Aug., 1890 to March, 1891.</span></li>
+<li>J. A. Munroe        <span class="col70">March, 1891 to Nov., 1892.</span></li>
+<li>Elmer H. Wood       <span class="col70">July 1898 to date.</span></li>
+</ul>
+
+<p class="p2 center">AUDITOR.</p>
+
+<ul class="names">
+<li>B. F. Ham
+<li>J. W. Gannett        <span class="col70">May, 1872 to July, 1873.</span></li>
+<li>H. B. Wilbur         <span class="col70">July, 1873 to Dec., 1873.</span></li>
+<li>J. W. Gannett        <span class="col70">Dec., 1873 to July 1883.</span></li>
+<li>E. W. Young          <span class="col70">July, 1883 to date.</span></li>
+</ul>
+
+<p class="p2">Among the SUPERINTENDENTS and DIVISION SUPERINTENDENTS were:</p>
+
+<p>J. M. Barr, R. Blickensderfer, J. O. Brinkerhoff, W. H. Baldwin,
+  Jr., S. H. H. Clark, C. H. Chappel, J. N. Campbell, G. M.
+  Cummings, J. K. Choate, H. Dorrance, W. B. Doddridge, E.
+  Dickinson, A. A. Egbert, L. Fillmore, C. W. Fisher, W. E.
+  Green, W. W. Hungerford, D. S. Ives, C. W. Johnson, R. Law,
+  P. I. Nichols, J. T. Odell, C. F. Resseguie, J. Rapelje, W. W.
+  Riter, C. J. Smith, C. E. Wartele, D. V. Warren, E. W. Weed.</p>
+
+
+<p class="p2 center"><i>Roster Kansas Pacific Railway.</i></p>
+
+<p class="center">PRESIDENT.</p>
+
+<ul class="names">
+<li>Jno. D. Perry             <span class="col70">1865 to May, 1871.</span></li>
+<li>R. E. Carr           <span class="col70">June, 1871 to Aug., 1876.</span></li>
+<li>A. Meier             <span class="col70">Aug., 1876 to Nov., 1876.</span></li>
+<li>Sidney Dillon        <span class="col70">Aug., 1879 to May, 1880.</span></li>
+</ul>
+
+<p class="p2 center">VICE PRESIDENT.</p>
+
+<ul class="names">
+<li>A. Meier                 <span class="col70">1865 to Aug., 1876.</span></li>
+<li>T. F. Oakes             <span class="col70">Aug., 1876 to Nov., 1876.</span></li>
+<li>D. M. Egerton           <span class="col70">Aug., 1879 to May, 1880.</span></li>
+<li>R. E. Carr (2nd Vice Pres.)  <span class="col70">March, 1871, to May, 1871.</span></li>
+</ul>
+
+<p class="p2 center"><span class="pagenum"><a id="page145" name="page145"></a>(p. 145)</span> SECRETARY.</p>
+
+<ul class="names">
+<li>C. B. Lamborn       <span class="col70">June, 1868 to Sept., 1874.</span></li>
+<li>D. M. Edgerton     <span class="col70">Sept., 1874 to Nov., 1876.</span></li>
+<li>A. H. Calif        <span class="col70">Aug., 1879 to May, 1880.</span></li>
+</ul>
+
+<p class="p2 center">TREASURER.</p>
+
+<ul class="names">
+<li>Gen. W. J. Palmer   <span class="col70">June, 1868 to May, 1869.</span></li>
+<li>C. S. Greeley       <span class="col70">June, 1869 to Nov., 1876.</span></li>
+<li>J. M. Ham           <span class="col70">Aug., 1879 to May, 1880.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL MANAGER.</p>
+
+<ul class="names">
+<li>R. E. Carr          <span class="col70">Dec., 1876 to Aug., 1878.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL SUPERINTENDENT.</p>
+
+<ul class="names">
+<li>A. Anderson         <span class="col70">May, 1869 to May, 1870.</span></li>
+<li>Ed. S. Bowen        <span class="col70">June, 1871 to Nov., 1874.</span></li>
+<li>O. S. Lyford        <span class="col70">Dec., 1874 to Nov., 1876.</span></li>
+<li>T. F. Oakes         <span class="col70">Nov., 1876 to April, 1879.</span></li>
+<li>Syl. T. Smith       <span class="col70">July, 1879 to May, 1880.</span></li>
+</ul>
+
+<p class="p2 center">ASST. GENERAL SUPERINTENDENT.</p>
+
+<ul class="names">
+<li>E. D. Meier         <span class="col70">1867 to April, 1869.</span></li>
+<li>Geo. Noble          <span class="col70">May, 1871 to Feb., 1874.</span></li>
+</ul>
+
+<p class="p2 center">AUDITOR.</p>
+
+<ul class="names">
+<li>Syl. T. Smith       <span class="col70">May, 1869 to Dec., 1878.</span></li>
+<li>H. C. Clements      <span class="col70">July, 1879, to May, 1880.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL PASSENGER AND TICKET AGENT.</p>
+
+<ul class="names">
+<li>J. M. Webster       <span class="col70">June, 1868, to Feb., 1869.</span></li>
+<li>R. B. Gemmell       <span class="col70">June, 1870, to Feb., 1871.</span></li>
+<li>B. R. Keim          <span class="col70">March, 1871, to July, 1876.</span></li>
+<li>E. A. Parker        <span class="col70">July, 1876, to Nov., 1876.</span></li>
+<li>Peter B. Groat      <span class="col70">March, 1878, to Dec., 1879.</span></li>
+<li>D. E. Cornell       <span class="col70">Jan., 1877, to July, 1878.</span></li>
+<li>Thos. L. Kimball    <span class="col70">Dec, 1879, to May, 1880.</span></li>
+</ul>
+
+<p class="p2 center">GENERAL FREIGHT AGENT.</p>
+
+<ul class="names">
+<li>J. M. Webster       <span class="col70">June, 1868, to Feb., 1869.</span></li>
+<li>R. B. Gemmell       <span class="col70">June, 1870, to Dec, 1870.</span></li>
+<li>T. F. Oakes         <span class="col70">Jan., 1871, to Dec, 1876.</span></li>
+<li>John Muir           <span class="col70">Jan., 1877, to May, 1880.</span></li>
+</ul><a href="#toc"><span class="smaller">(Back to Content)</span></a>
+
+
+<h2><span class="pagenum"><a id="page146" name="page146"></a>(p. 146)</span> APPENDIX <abbr title="2">II</abbr>.</h2>
+
+<p class="center"><i>Statistics Union Pacific Railroad.</i></p>
+
+
+<p>The following is a statement of the gross earnings and operating
+expenses of the line for the fiscal year, ending June 30th, of the
+years named below:</p>
+
+<table style="width: 90%" border="0" cellpadding="0" summary="Earnings and expenses.">
+<colgroup>
+    <col width="15%">
+    <col width="30%">
+    <col width="25%">
+    <col width="15%">
+    <col width="15%">
+</colgroup>
+<tr>
+<td class="td-center">Year.</td>
+<td class="td-right">Gross<br> Earnings.</td>
+<td class="td-right">Operating<br> Expenses.</td>
+<td class="td-right">U.P.R.R.<br> Mileage.</td>
+<td class="td-right">U.P. Sys.<br> Mileage.</td>
+</tr>
+<tr>
+<td colspan="5">&nbsp;</td>
+</tr>
+<tr>
+<td class="td-center">1865</td>
+<td class="td-center" colspan="2" rowspan="2">Up to April 1st, 1867, road was
+in the hands of and run by contractors.</td>
+<td class="td-right">&hellip;</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1866</td>
+<td class="td-right">&hellip;</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1867</td>
+<td class="td-right">$4,812,155.80</td>
+<td class="td-right">&hellip;&hellip;&hellip;</td>
+<td class="td-right">550</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1868</td>
+<td class="td-right">5,066,651.61</td>
+<td class="td-right">&hellip;&hellip;&hellip;</td>
+<td class="td-right">700</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1869</td>
+<td class="td-right">6,663,851.16</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1038</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1870</td>
+<td class="td-right">8,408,723.24</td>
+<td class="td-right">6,078,932.30</td>
+<td class="td-right">1039</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1871</td>
+<td class="td-right">7,240,833.78</td>
+<td class="td-right">3,502,648.49</td>
+<td class="td-right">1032</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1872</td>
+<td class="td-right">8,892,605.00</td>
+<td class="td-right">4,800,573.00</td>
+<td class="td-right">1032</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1873</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">4,974,861.02</td>
+<td class="td-right">1038</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1874</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">4,854,703.00</td>
+<td class="td-right">1038</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1875</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">4,982,047.00</td>
+<td class="td-right">1038</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1876</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">5,268,211.29</td>
+<td class="td-right">1039</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1877</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">5,273,421.69</td>
+<td class="td-right">1042</td>
+<td class="td-right">1125</td>
+</tr>
+<tr>
+<td class="td-center">1878</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">5,376,586.00</td>
+<td class="td-right">1042</td>
+<td class="td-right">1618</td>
+</tr>
+<tr>
+<td class="td-center">1879</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">5,475,503.00</td>
+<td class="td-right">1042</td>
+<td class="td-right">1865</td>
+</tr>
+<tr>
+<td class="td-center">1880</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">10,545,119.00</td>
+<td class="td-right">1825</td>
+<td class="td-right">2854</td>
+</tr>
+<tr>
+<td class="td-center">1881</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">12,480,343.00</td>
+<td class="td-right">1821</td>
+<td class="td-right">4270</td>
+</tr>
+<tr>
+<td class="td-center">1882</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">10,727,049.00</td>
+<td class="td-right">1819</td>
+<td class="td-right">4696</td>
+</tr>
+<tr>
+<td class="td-center">1883</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">10,354,531.00</td>
+<td class="td-right">1835</td>
+<td class="td-right">6166</td>
+</tr>
+<tr>
+<td class="td-center">1884</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">8,895,152.00</td>
+<td class="td-right">1832</td>
+<td class="td-right">5627</td>
+</tr>
+<tr>
+<td class="td-center">1885</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">9,050,355.20</td>
+<td class="td-right">1832</td>
+<td class="td-right">5712</td>
+</tr>
+<tr>
+<td class="td-center">1886</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1832</td>
+<td class="td-right">4509</td>
+</tr>
+<tr>
+<td class="td-center">1887</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1824</td>
+<td class="td-right">4623</td>
+</tr>
+<tr>
+<td class="td-center">1888</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1824</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1889</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1824</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1890</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1824</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1891</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1822</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1892</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1822</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1893</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1823</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1894</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1823</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1895</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">9,939,907.00</td>
+<td class="td-right">1823</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1896</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">9,347,672.00</td>
+<td class="td-right">1823</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1897</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1823</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1898</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">1849</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1899</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&nbsp;</td>
+<td class="td-right">&hellip;</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1900</td>
+<td class="td-right">23,046,907.33</td>
+<td class="td-right">12,554,328.96</td>
+<td class="td-right">2968</td>
+<td class="td-right">5877</td>
+</tr>
+</table>
+
+<p class="p2 center"><span class="pagenum"><a id="page147" name="page147"></a>(p. 147)</span> <i>Statistics Kansas Pacific Railway.</i></p>
+
+<p>Following statement shows gross earnings, operating expenses
+(including taxes), of the line up to its consolidation with the Union
+Pacific Railroad in January, 1880.</p>
+
+<table style="width: 90%" border="0" cellpadding="0" summary="Earnings and expenses.">
+<colgroup>
+    <col width="15%">
+    <col width="25%">
+    <col width="25%">
+    <col width="5%">
+    <col width="15%">
+    <col width="15%">
+</colgroup>
+<tr>
+<td class="td-center">Year.</td>
+<td class="td-right">Gross<br> Earnings.</td>
+<td class="td-right">Operating<br> Expenses.</td>
+<td>&nbsp;</td>
+<td>K.P.<br> Mileage.</td>
+<td class="td-right">Owned or<br> Controlled.</td>
+</tr>
+<tr>
+<td colspan="6">&nbsp;</td>
+</tr>
+<tr>
+<td class="td-center">1867</td>
+<td class="td-right">$1,816,458.11</td>
+<td class="td-right">$1,199,534.16</td>
+<td>&nbsp;</td>
+<td>234[A]</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1868</td>
+<td class="td-right">1,910,161.83</td>
+<td class="td-right">1,346,494.20</td>
+<td>&nbsp;</td>
+<td>403[A]</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1869</td>
+<td class="td-right">2,225,850.11</td>
+<td class="td-right">1,386,180.02</td>
+<td>&nbsp;</td>
+<td>439[A]</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1870</td>
+<td class="td-right">3,360,786.61</td>
+<td class="td-right">2,480,040.46</td>
+<td>&nbsp;</td>
+<td>552[A]</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1871</td>
+<td class="td-right">3,312,517.83</td>
+<td class="td-right">2,302.589.96</td>
+<td>&nbsp;</td>
+<td>673</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1872</td>
+<td class="td-right">3,723,713.18</td>
+<td class="td-right">2,229,265.77</td>
+<td>&nbsp;</td>
+<td>673</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1873</td>
+<td class="td-right">3,563,299.49</td>
+<td class="td-right">2,116,990.59</td>
+<td>&nbsp;</td>
+<td>673</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1874</td>
+<td class="td-right">3,356,749.95</td>
+<td class="td-right">1,671,045.57</td>
+<td>&nbsp;</td>
+<td>673</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1875</td>
+<td class="td-right">3,363,760.46</td>
+<td class="td-right">1,790,879.95</td>
+<td>&nbsp;</td>
+<td>673</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1876</td>
+<td class="td-right">3,000,800.66</td>
+<td class="td-right">1,782,818.53</td>
+<td>&nbsp;</td>
+<td>673</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1877</td>
+<td class="td-right">3,284,734.06</td>
+<td class="td-right">1,916,956.74</td>
+<td>&nbsp;</td>
+<td>673</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1878</td>
+<td class="td-right">3,610,224.00</td>
+<td class="td-right">2,411,562.00</td>
+<td>&nbsp;</td>
+<td>677</td>
+<td class="td-right">&hellip;</td>
+</tr>
+<tr>
+<td class="td-center">1879</td>
+<td class="td-right">4,873,729.00</td>
+<td class="td-right">&hellip;&hellip;&hellip;&hellip;</td>
+<td>&nbsp;</td>
+<td>677</td>
+<td class="td-right">&hellip;</td>
+</tr>
+</table>
+
+<p class="center">Tablenote A: Average number miles operated.</p>
+
+
+<p class="p2 center"><i>Statistics Kansas Pacific Railway.</i></p>
+
+<p>The following statement shows the number of Engines and cars owned
+during the years named:</p>
+
+<table style="width: 80%" border="0" cellpadding="0" summary="Number of engines and cars owned.">
+<colgroup>
+    <col width="15%">
+    <col width="15%">
+    <col width="15%">
+    <col width="15%">
+    <col width="15%">
+    <col width="15%">
+</colgroup>
+<tr>
+<td class="center">Year.</td>
+<td class="center">Engines.</td>
+<td class="center">Passenger Coaches.</td>
+<td class="center">Baggage Mail and Express.</td>
+<td class="center">Freight Cars.</td>
+<td class="center">Total Number Cars.</td>
+</tr>
+<tr>
+<td colspan="6">&nbsp;</td>
+</tr>
+<tr>
+<td class="center">1869</td>
+<td class="center">29</td>
+<td class="center">21</td>
+<td class="center">10</td>
+<td class="center">&nbsp;&nbsp;782</td>
+<td class="center">&nbsp;&nbsp;813</td>
+</tr>
+<tr>
+<td class="center">1870</td>
+<td class="center">50</td>
+<td class="center">35</td>
+<td class="center">11</td>
+<td class="center">1025</td>
+<td class="center">1071</td>
+</tr>
+<tr>
+<td class="center">1871</td>
+<td class="center">76</td>
+<td class="center">42</td>
+<td class="center">15</td>
+<td class="center">1048</td>
+<td class="center">1139</td>
+</tr>
+<tr>
+<td class="center">1872</td>
+<td class="center">88</td>
+<td class="center">47</td>
+<td class="center">19</td>
+<td class="center">1070</td>
+<td class="center">1136</td>
+</tr>
+<tr>
+<td class="center">1873</td>
+<td class="center">88</td>
+<td class="center">53</td>
+<td class="center">18</td>
+<td class="center">1040</td>
+<td class="center">1145</td>
+</tr>
+<tr>
+<td class="center">1874</td>
+<td class="center">88</td>
+<td class="center">55</td>
+<td class="center">18</td>
+<td class="center">1163</td>
+<td class="center">1236</td>
+</tr>
+<tr>
+<td class="center">1875</td>
+<td class="center">88</td>
+<td class="center">44</td>
+<td class="center">18</td>
+<td class="center">1107</td>
+<td class="center">1204</td>
+</tr>
+<tr>
+<td class="center">1876</td>
+<td class="center">88</td>
+<td class="center">43</td>
+<td class="center">18</td>
+<td class="center">1078</td>
+<td class="center">1110</td>
+</tr>
+<tr>
+<td class="center">1877</td>
+<td class="center">88</td>
+<td class="center">41</td>
+<td class="center">16</td>
+<td class="center">1153</td>
+<td class="center">1257</td>
+</tr>
+<tr>
+<td class="center">1878</td>
+<td class="center">88</td>
+<td class="center">42</td>
+<td class="center">17</td>
+<td class="center">1307</td>
+<td class="center">1382</td>
+</tr>
+<tr>
+<td class="center">1879</td>
+<td class="center">94</td>
+<td class="center">41</td>
+<td class="center">17</td>
+<td class="center">1280</td>
+<td class="center">1396</td>
+</tr>
+</table><a href="#toc"><span class="smaller">(Back to Content)</span></a>
+
+<h2><span class="pagenum"><a id="page148" name="page148"></a>(p. 148)</span> APPENDIX <abbr title="3">III</abbr>.</h2>
+
+<p class="p2 center"><i>Nomenclature of the Union Pacific Railroad.</i></p>
+
+
+<p>There are two versions of the name Union Pacific. One that it was the
+expression of the union sentiment prevalent among its projectors and
+builders, it being named during the dark and gloomy days of the War of
+the Rebellion; the other being that the whole project was the union of
+many and varied projects all looking to the building of a Pacific
+Railroad, and it was natural that the proposition that embraced them
+all should be called the "Union Pacific." We would rather believe it
+was somewhat of both these reasons that brought about the name in
+question.</p>
+
+<p>COUNCIL BLUFFS, IA.&mdash;Received its name from a council being held there
+in 1804 between Lewis and Clark's Expedition and a party of Ottoe and
+Missouri Indians.</p>
+
+<p>OMAHA, NEB.&mdash;Named after a tribe of Indians variously known as Mahas
+or Omahas.</p>
+
+<p>PAPILION, NEB.&mdash;Called after the creek on which it is located, named
+by Lewis and Clark and derived from a Latin word meaning butterfly.</p>
+
+<p>MILLARD, NEB.&mdash;Named ofter the Hon. Ezra Millard, a prominent citizen
+of Omaha in the early days.</p>
+
+<p>ELKHORN, NEB.&mdash;So called from the Elkhorn River near by.</p>
+
+<p><span class="pagenum"><a id="page149" name="page149"></a>(p. 149)</span> FREMONT, NEB.&mdash;Named after Gen'l. Fremont, the "Pathfinder."</p>
+
+<p>AMES, NEB.&mdash;Named after Oliver Ames, one of the prominent men in the
+history of the road. The place was originally called Ketchum.</p>
+
+<p>NORTH BEND, NEB.&mdash;So named from a northward bend in the Platte River.</p>
+
+<p>SCHUYLER, NEB.&mdash;Named after Schuyler Colfax, Vice-President of the
+United States.</p>
+
+<p>COLUMBUS, NEB&mdash;Was first settled by a party of Germans from Columbus,
+Ohio, who named it after their old home.</p>
+
+<p>CLARK, NEB.&mdash;Called after S. H. H. Clark, Gen'l Supt. of the road
+while it was being constructed.</p>
+
+<p>CENTRAL CITY, NEB.&mdash;Originally called Lone Tree. Named Central City
+owing to the "Nebraska Central R. R." making connection there with the
+Union Pacific.</p>
+
+<p>CHAPMAN, NEB.&mdash;Called after a roadmaster of that name.</p>
+
+<p>LOCKWOOD, NEB.&mdash;Named after a storekeeper of that name located there
+in the early days.</p>
+
+<p>GRAND ISLAND, NEB.&mdash;Named after an island in the Platte River.</p>
+
+<p>WOOD RIVER, NEB.&mdash;Called after a stream of that name adjacent to the
+town.</p>
+
+<p>SHELTON, NEB.&mdash;Named after the cashier of the Company at Omaha.</p>
+
+<p><span class="pagenum"><a id="page150" name="page150"></a>(p. 150)</span> KEARNEY, NEB.&mdash;Named after Gen'l Kearney of Mexican War fame.
+Was the site of Old Ft. Kearney established in 1858 for the protection
+of the Overland Route.</p>
+
+<p>COZAD, NEB.&mdash;Named after a gentleman from Cincinnati, Ohio, who
+purchasing 40,000 acres from the railroad laid out the town.</p>
+
+<p>WILLOW ISLAND, NEB.&mdash;So named from the large number of willow bushes
+on an island in the Platte River near by.</p>
+
+<p>BRADYS ISLAND, NEB.&mdash;From an adjacent island in the Platte River.</p>
+
+<p>OGALLALA, NEB.&mdash;From the Ogallala, a division of the Sioux or Dacotah
+tribe of Indians, of which Spotted Tail was the most famous chief. The
+word means "throwing at or into."</p>
+
+<p>BRULE, NEB.&mdash;From the Brule Sioux. Red Cloud was its most famous
+chief. The word is French meaning "burnt." They call themselves "Burnt
+thighs."</p>
+
+<p>BIG SPRINGS, NEB.&mdash;Named after several large springs in the vicinity.
+A noted camping ground on the Overland.</p>
+
+<p>JULESBURG, NEB.&mdash;Named after an agent of the Overland Mail Co.,
+variously referred to as Jules Bernard, Jules Beni, Jules Burg or
+Dirty Jules, who was at one time agent of the Stage Company at that
+point.</p>
+
+<p><span class="pagenum"><a id="page151" name="page151"></a>(p. 151)</span> LODGE POLE, COLO.&mdash;From a stream of that name which the
+railroad follows for some little distance.</p>
+
+<p>SIDNEY, NEB.&mdash;Named after Sidney Dillon, at one time president of the
+Union Pacific.</p>
+
+<p>BROWNSON, NEB.&mdash;Called after a former General Freight Agent of the
+Company.</p>
+
+<p>KIMBALL, NEB.&mdash;Named after Thos. L. Kimball, General Passenger Agent,
+and afterwards General Manager.</p>
+
+<p>PINE BLUFFS, WYO.&mdash;Takes its name from the stunted growth along the
+adjacent bluffs.</p>
+
+<p>HILLSDALE, WYO.&mdash;Named after an engineer, (Hill) who was killed here
+during the preliminary survey.</p>
+
+<p>CHEYENNE, WYO.&mdash;From an Indian Tribe of that name. The word is
+supposed to be derived from the French "Chien" a dog and to mean Dog
+soldier. Other authorities connect it with the Indian word "Shallana"
+meaning red or red man.</p>
+
+<p>BUFORD, WYO.&mdash;Named after old Ft. Buford.</p>
+
+SHERMAN, WYO.&mdash;The highest point on the line named after the tallest
+General (Sherman) in the Union Army.
+
+<p>TIE SIDING, WYO.&mdash;Vast quantities of ties were shipped from this point
+for use in the construction, they coming from the mountains in the
+vicinity.</p>
+
+<p><span class="pagenum"><a id="page152" name="page152"></a>(p. 152)</span> LARAMIE, WYO.&mdash;The name comes from Jacques Laramie, a fur
+trader who was killed in this vicinity by the Indians in 1820.</p>
+
+<p>MEDICINE BOW, WYO.&mdash;From the Medicine Bow Mountains among which it is
+situated.</p>
+
+<p>FT. STEELE, WYO.&mdash;From Ft. Fred Steele, established in 1868 on the
+same site.</p>
+
+<p>RAWLINS, WYO.&mdash;Named after Gen. Jno. A. Rawlins, Gen'l Grant's, Chief
+of Staff and his First Secretary of War.</p>
+
+<p>CRESTON, WYO.&mdash;So called from being the crest of the Rocky Mountains.</p>
+
+<p>GREEN RIVER, WYO.&mdash;From the river of that name whose waters run
+through a green shale, and while not discoloring the water impart that
+shade to the river.</p>
+
+<p>BITTER CREEK, WYO.&mdash;From the creek of that name so called from the
+character of its water.</p>
+
+<p>GRANGER, WYO.&mdash;Named after an old settler, a Mr. Granger.</p>
+
+<p>OGDEN, UTAH.&mdash;Named after Peter Ogden, an attache of the Hudson Bay
+Co., who lived in this vicinity in the (18) thirties.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+
+<h3><span class="pagenum"><a id="page153" name="page153"></a>(p. 153)</span> APPENDIX <abbr title="4">IV</abbr>.</h3>
+
+<h5><i>Paddy Miles' Ride.</i></h5>
+
+<p class="resume">The following is taken verbatim from a prominent newspaper
+     of 1869, and is a very excellent illustration of the style
+     of writing prevalent at that time.</p>
+
+
+<p>Mr. Miles, or "Paddy" as he was familiarly called, was foreman to the
+Casement Brothers, who laid the track of the Union Pacific Railroad.
+One morning, Paddy started down Echo Canon with a long train of flat
+cars, sixteen in number, loaded with ties and iron rails for the road
+below Echo City, where were then, as now, the station, switches, etc.
+The reader will remember that, from the divide to the mouth of Echo
+Canon is heavy grade, no level space on which cars would slack their
+speed.</p>
+
+<p>The train had proceeded but a few miles down the canon, going at a
+lively rate, when the engineer discovered that the train had parted,
+and four loaded cars had been left behind. Where the train parted the
+grade was easy, hence that portion attached to the locomotive had
+gained about half a mile on the stray cars. But when discovered, they
+were on heavy grade and coming down on the train with lightning speed.
+What was to be done? The leading train could not stop to pick them up,
+for, at the rate of speed at which they were approaching, a collision
+would shiver both trains, destroying them and the lives of those on
+board.</p>
+
+<p><span class="pagenum"><a id="page154" name="page154"></a>(p. 154)</span> There were two men, Dutchmen, on the loose cars, who might
+put on the brakes, and stop the runaway. The whistle was sounded, but
+they heard it not; they were fast asleep, behind the piles of ties. On
+came the cars, fairly bounding from the track in their unguided speed,
+and away shot the locomotive and train. Away they flew, on, around
+curves and over bridges, past rocky points and bold headlands; on with
+the speed of the wind, but no faster than came the cars behind them.</p>
+
+<p>"Let on the steam," cried Paddy, and with the throttle chock open, and
+wild terrible screams of the whistle, the locomotive plunged through
+the gorge, the mighty rocks sending back the screams in a thousand
+ringing echoes.</p>
+
+<p>"Off with the ties," shouted Paddy, once more, as the whistle shouted
+its warning to the station men to keep the track straight and free,
+for there was no time to pause&mdash;that terrible train was close on to
+them, and if they collided, the canon would have a fearful item added
+to its history. On went the train past the side-tracks, the almost
+frantic men throwing off the ties, in hopes that some of them would
+remain on the track, throw off the runaways, and thus save the forward
+train. Down the gorge they plunged, the terror keeping close by them,
+leaping along&mdash;almost flying, said one, who told us the tale&mdash;while
+the locomotive strained every iron nerve to gain on its dreaded
+follower. Again the wild scream of the <span class="pagenum"><a id="page155" name="page155"></a>(p. 155)</span> locomotive of
+"Switches open," rung out on the air and was heard and understood in
+Echo City. The trouble was surmised, not known, but the switches were
+ready, and if the leading train had but the distance it could pass on
+and the following cars be switched off the track, and allowed to spend
+their force against the mountain side. On shot the locomotive, like an
+arrow from the bow, the men throwing over the ties until the train was
+well nigh unloaded, when just as they were close to the curve by which
+the train arrives at the station, they saw the dreaded cars strike a
+tie, or something equally of service, and with a desperate plunge rush
+down the embankment, some fifteen feet, to the little valley, and
+creek below. "Down breaks," screamed the engine, and in a moment more
+the cars entered Echo City, and were quietly waiting on the sidetrack
+for further developments. The excited crowd, alarmed by the repeated
+whistling, was soon informed of the cause of these screams, and
+immediately went up the track to the scene of the disaster, to bring
+in the dead bodies of the unfortunate Dutchmen, who were surely
+crushed and torn in pieces. When they arrived at the scene of the
+disaster, they found the poor unfortunates sitting on the bank,
+smoking their pipes and unharmed, having just woke up. The first they
+knew of the trouble was when they were pitched away from the broken
+cars on the soft green sward. <span class="pagenum"><a id="page156" name="page156"></a>(p. 156)</span> The debris of car frames,
+wheels and ties gave them the first intimation they had received that
+something was the matter.<a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+
+<h2><span class="pagenum"><a id="page157" name="page157"></a>(p. 157)</span> APPENDIX <abbr title="5">V</abbr>.</h2>
+
+
+<p>The following verbatim report of the engineer in charge of a surveying
+party on the Kansas Pacific Railway in 1869 will illustrate the
+difficulties encountered by those engaged in building the Pacific
+Railroads.</p>
+
+<p class="left60"><span class="add2em">Engineer's Office.</span><br>
+Phil Sheridan, June 20th, 1869.</p>
+
+<p>Colonel William H. Greenwood,<br>
+<span class="add2em">Chief Engineer, Kansas Pacific Railway.</span></p>
+
+<p>Sir:&mdash;</p>
+
+<p>On resuming the location of the line up the North Fork of the Smoky,
+on Monday last, I made the change in the line mentioned in my last
+report.</p>
+
+<p>Commencing as far back as Station three hundred and forty-five, and
+producing tangent to Station four hundred and thirty-eight by
+twenty-seven. We then bore to the left with a two degree curve and
+continued to Station five hundred and forty-one, leaving the line for
+the night. The location of the line was continued on Tuesday to
+Station seven hundred and nine and ninety-five hundredths, making a
+total distance from Sheridan of eight and nine-tenths miles. The line
+is an easy one for gradients; no heavy work occurs on it, but the many
+crossings of the stream obtained, make frequent bridges necessary.
+These should be of such a character as to allow a water-way of at
+least thirty feet, but bridges of simple construction <span class="pagenum"><a id="page158" name="page158"></a>(p. 158)</span> could
+be used, stone of any kind being difficult to obtain. The soil is
+sandy and easily worked, but will make a substantial road-bed. Having
+received your verbal orders to run a rapid line from a point west of
+here on the North Fork, where that valley makes its deflection to the
+South, eastward to the three hundred and eighty-fifth mile post, I
+provided myself with ten days' supplies and rations, and on Wednesday,
+the sixteenth, moved up the North Fork as rapidly as the nature of the
+ground permitted, camping at night near the four hundred and
+twenty-fourth mile, on Mr. Reynold's preliminary line. Before camp was
+fully arranged, a heavy squall struck it, tearing down all the tents,
+destroying one old one used as a cook tent and injuring some of the
+new ones. The herd was also stampeded, but was recovered without loss.
+The next morning I went up the valley about ten miles and ascended the
+divide to take observations. I found the course of the valley here was
+south of west and continued four miles westward. Several large
+branches, with deep, broad valleys, almost as large as the main
+stream, came in from the North, which it would be impracticable to
+cross. I returned, therefore, to a point in the valley near the four
+hundred and thirtieth mile of Mr. Reynold's line, where ascent from
+the valley seemed easy, and commenced my line at Station fifteen
+hundred and fifty-seven by eighty-three and ascended to an upper
+plateau in about one and a half miles, with a <span class="pagenum"><a id="page159" name="page159"></a>(p. 159)</span> grade of
+fifty-two and eight-tenths feet per mile. I then turned to about
+Magnetic east, and we held this course with some deflections northward
+until night. This day's work, some six miles, is extremely heavy, the
+first two miles averaging about forty thousand cubic yards of
+earthwork each. On Friday we continued the line, swinging more to the
+northward, as the heavy ravines and rough country forced us away from
+our course. Running ten miles, we found a good camping place at end of
+line, at night, in a large branch of the North Fork, (the same which
+comes in two miles west of Sheridan), where there were numerous large
+ponds of water, the drainage from the late rains. The line during the
+day had crossed the water courses at that immediate level, between the
+heavy breaks near the divide and those near their outlets; still, the
+work is very heavy, the crossings being wide and deep. Any attempt to
+improve the line would only result in throwing it northward to the
+divide, coinciding with your preliminary line of 1867. At the end of
+the work, Friday, I obtain a grade of sixty-three feet per mile for
+six thousand and one hundred feet with extremely heavy work on
+straight lines. Saturday morning we made one and a half miles further
+and were obliged to abandon the line for the day. On seventeen miles
+of this work we obtain average per mile:</p>
+
+<table style="width: 50%" border="0" cellpadding="0" summary="Average per mile.">
+<colgroup>
+    <col width="50%">
+    <col width="50%">
+</colgroup>
+<tr>
+<td><span class="pagenum"><a id="page160" name="page160"></a>(p. 160)</span> Excavation</td>
+<td class="td-right">5,500 cubic yards.</td>
+</tr>
+<tr>
+<td>Embankment</td>
+<td class="td-right">9,600 cubic yards.</td>
+</tr>
+<tr>
+<td><span class="add2em">Total per mile</span></td>
+<td class="td-right">15,100 cubic yards.</td>
+</tr>
+</table>
+
+<p>I have suggested in the transit notes a change for three or four
+miles, which will save considerable work and improve the alignment
+materially.</p>
+
+<p>On Saturday morning while looking up the line about two miles ahead of
+the party, I was attacked by ten mounted Indians who came out of a
+ravine and were very close before I discovered them. My horse was
+wounded by a pistol ball in the hip at the first start, but I was able
+to dodge them and was gaining enough distance to enable me to dismount
+and fight them on foot, when another party, about forty in number cut
+me off in front and surrounded me, leaving as I supposed, no chance of
+escape.</p>
+
+<p>Shooting down the nearest as they closed in, my horse, though wounded
+in four places and drenched in blood, carried me bravely and broke
+through their line, they closing up in my rear. One having a fast
+horse closed in with me as mine stumbled and partially fell. He
+emptied his revolver at me, but without other effect than to tear my
+clothes, then striking me on the head with his lance-staff told me in
+good English to "come off," which, under the circumstances, I did not
+feel justified in doing. Having him then in good range, I placed my
+gun against his side and fired, shooting him diagonally through the
+body and dismounting him.</p>
+
+<p><span class="pagenum"><a id="page161" name="page161"></a>(p. 161)</span> Feeling my horse giving away I threw myself from the saddle
+and catching the nearest Indian as he turned disabled him so that he
+fell to the ground in a short distance.</p>
+
+<p>They were now all scattering under whip and spur, having turned the
+moment I leaped from my horse. I had now come in sight of the party
+and observed a fresh band endeavoring to cut off the level party and
+back flagman.</p>
+
+<p>Mr. Morton (rear flag) finding his pony too much excited to be managed
+jumped off, successfully repelling the Indians with his carbine.
+Messrs. Schuyler and McCarty, rodmen, went to his assistance, though
+only armed with small revolvers. The Indians shooting as they passed,
+struck Mr. Schuyler in the leg, the ball passing through the fleshy
+part of the thigh, wounding him severely, but not seriously.</p>
+
+<p>The mules of the line wagon becoming unmanageable were unhitched and
+fastened to the wagon securely while the instruments were being
+secured and preparations made for a general attack. By the time I had
+reached the wagon the men were concentrated and prepared for any
+attack in force. The Indians now molested us but little, occasionally
+making a dash and firing a few shots then dashing away again. We moved
+slowly towards camp keeping out-flankers and in a short distance met
+Lieutenant Smith with a few dismounted men. The first alarm being
+given by Morton's pony coming in followed close <span class="pagenum"><a id="page162" name="page162"></a>(p. 162)</span> by a few of
+the red devils, camp had been struck and the wagons loaded preparatory
+to moving out to meet us. An attempt was made to stampede the stock,
+but it resulted in a miserable failure, the Spencer carbines of
+Lieutenant Smith's detachment telling with effect.</p>
+
+<p>As it was unwise to separate the force, and as Mr. Schuyler's wound
+needed attendance, we deemed it best to come into Sheridan, it being
+only fifteen miles. I cannot too highly commend the conduct of the
+men, they were all cool and ready. Messrs. McCarty, Morton, Schuyler,
+Scott and Wheeler (leveler), were especially noticeable for presence
+of mind and cool courage at a very critical moment. Lieutenant Smith
+and his men, by prompt and vigorous action alone, saved the stock and
+rendered the safety of the line wagon certain. About seventy Indians
+were engaged, of whom four are known to be killed. Several others
+seemed hurt from their actions though nothing certain is known.</p>
+
+<p>The fight has demonstrated to me the inefficiency of our escorts and
+the need of more men upon the line, especially with the front and rear
+flag and level party.</p>
+
+<p>These men, engaged as they are, have no chance to observe any
+movements about them and could be surprised very easily and shot down
+without an opportunity of defense. The fact of my being surprised
+myself, and allowing these Indians to get behind me <span class="pagenum"><a id="page163" name="page163"></a>(p. 163)</span> and
+within fifty and seventy-five yards before discovering them, although
+always on the lookout, proves that we cannot feel safe without
+extraordinary precautions. My horse was severely wounded, but was able
+to come in here where he will receive every attention and will in a
+short time, I think, be fit for service&mdash;say one or two months. I must
+repeat urgently what I have before reported, the necessity for a good
+strong horse, fast enough to outrun an Indian pony, strong enough to
+carry my heavy weight, with endurance to keep up his speed for miles
+if necessary, and hardy enough to stand constant hard riding such as
+will enable me to see all of the country as we pass it.</p>
+
+<p>Our loss in property was as follows:</p>
+
+<ul>
+<li>Two shovels&mdash;(abandoned from necessity.)</li>
+<li>One flag&mdash;</li>
+<li>One chain&mdash;overlooked and left lying on the ground.</li>
+<li>Private loss.&mdash;One field glass (mode of loss unknown, probably cut off by a ball.)</li>
+<li>One spur&mdash;(cut off by ball, saving the foot.)</li>
+</ul>
+
+<p>Part of this property may be recovered.</p>
+
+<p>I shall start on the line again tomorrow and try and get through to
+Carlyle Station.</p>
+
+<p>I omitted last week to report some changes in the party.</p>
+
+<p>I have been too much occupied as yet to send in <span class="pagenum"><a id="page164" name="page164"></a>(p. 164)</span> an estimate
+for my supplies for the month of July, but will do so from Monument
+Station.</p>
+
+<p><span class="left40">Very Respectfully,</span><br>
+<span class="left60">Howard Schuyler,</span><br>
+<span class="left60">Resident Engineer.</span><a href="#toc"><span class="smaller">(Back to Content)</span></a></p>
+
+
+<a id="footnote" name="footnote"></a><p class="p4 fn"><strong>Footnote</strong>: The agreement In question was signed by Sidney Dillon,
+President of the Union Pacific Railroad Company; Robert B. Carr,
+President of the Kansas Pacific Railway Company; W. A. H. Loveland,
+President of the Colorado Central Railroad Company, and concurred with
+by Henry Villard and Carlos S. Greeley, Receivers of the Kansas
+Pacific Railway.</p>
+
+<p class="fn">It provided that the three lines should be operated as one property,
+under the general direction of the Union Pacific Railroad Company. The
+gross earnings to be pooled and apportioned between them on certain
+specified agreed per cents, based on the earnings of the respective
+roads during the preceding year, the arrangement to be binding for
+fifty years and to be subject to the approval of the Court in whose
+hands the Kansas Pacific Railway then was.<a href="#footnote"><span class="smaller">(Back to Main Text)</span></a></p>
+
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of the Project Gutenberg EBook of The Story of the First
+Trans-Continental Railroad, by W. F. Bailey
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@@ -0,0 +1,4597 @@
+The Project Gutenberg EBook of The Story of the First Trans-Continental
+Railroad, by W. F. Bailey
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Story of the First Trans-Continental Railroad
+       Its Projectors, Construction and History
+
+Author: W. F. Bailey
+
+Release Date: September 14, 2007 [EBook #22598]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK FIRST TRANS-CONTINENTAL RAILROAD ***
+
+
+
+
+Produced by David Edwards, Christine P. Travers and the
+Online Distributed Proofreading Team at https://www.pgdp.net
+(This book was produced from scanned images of public
+domain material from the Google Print project.)
+
+
+
+
+
+[Transcriber's note: Obvious printer's errors have been corrected, all
+other inconsistencies are as in the original. Author's spelling has
+been maintained.]
+
+
+
+
+                    The Story of the
+                 First Trans-continental
+                        Railroad
+
+              Its projectors, construction
+                      and history
+
+
+
+
+              "I Fed the Men who Built It"
+
+
+
+
+               Compiled and Published by
+                     W. F. BAILEY
+
+
+
+
+[Illustration: Buffalo]
+
+
+
+
+Copies of this work may be procured at $2.00 each from either the
+Compiler, Fair Oaks, California, or from the Printers, the Pittsburgh
+Printing Co., 518-520 Seventh Avenue, Pittsburgh, Penna.
+
+
+                    Copyright 1906
+                         BY
+                     W. F. BAILEY
+
+
+                       PRESS OF
+                PITTSBURGH PRINTING CO.
+
+
+
+
+TABLE OF CONTENTS.
+
+
+  Chapter                                                Page
+
+     I. The Project and its Projectors,                    9
+
+    II. The Proposition in Congress,                      21
+
+   III. Mostly Financial,                                 31
+
+    IV. Commencement of the Work,                         42
+
+     V. Progress Made,                                    50
+
+    VI. Indian Troubles during Construction,              69
+
+   VII. The Builders,                                     79
+
+  VIII. Completion of the Line,                           92
+
+    IX. The Kansas Division (Kansas Pacific Ry.)         103
+
+     X. The Denver-Cheyenne Line (Denver Pacific R. R.)  117
+
+    XI. History of the Line since its Completion,        123
+
+   XII. The Central Pacific Railroad,                    133
+
+
+  APPENDIX.
+
+  (1) Roster of Officials,                               141
+
+  (2) Statistics,                                        146
+
+  (3) Nomenclature,                                      148
+
+  (4) Paddy Miles' Ride,                                 153
+
+  (5) Copy Report Engineer in Charge of Survey,          157
+
+
+
+
+Preface
+
+
+For some reason the people of today are not nearly as familiar with
+the achievements of the last fifty years as they are with those of
+earlier days.
+
+The school boy can glibly recount the story of Columbus, William Penn,
+or Washington, but asked about the events leading up to the settlement
+of the West will know nothing of them and will probably reply "they
+don't teach us that in our school"--and it is true. Outside of the
+names of our presidents, the Rebellion, and the Spanish-American War,
+there is practically nothing of the events of the last fifty years in
+our school histories, and this is certainly wrong. "Peace hath her
+victories as well as War," and it is to the end that one of the great
+achievements of the last century may become better known that this
+account of the first great Pacific Railroad was written.
+
+It was just as great an event for Lewis and Clark to cross the Rockies
+as it was for Columbus to cross the Atlantic. The Mormons not only
+made friends with the Indians as did Penn, but they also "made the
+desert to blossom as the rose," and Washington's battles at Princeton,
+White Plains, and Yorktown were but little more momentus in their
+results than Sandy Forsythe's on the Republican, Custer's on the
+Washita, or Crook's in the Sierra Madre.
+
+The construction of the Union Pacific Railroad was of greater
+importance to the people of the United States than the inauguration of
+steamship service across the Atlantic or the laying of the Atlantic
+Telegraph. Yet the one has been heralded from time to time and the
+other allowed to sink into temporary obscurity.
+
+To make good Americans of the coming generation all that is necessary
+is to make them proud of American achievements and the West was and is
+a field full of such.
+
+The building of the Pacific Railroad was one of the great works of
+man. Its promoters were men of small means and little or no financial
+backing outside of the aid granted them by the Government. It took
+nerve and good Yankee grit to undertake and carry out the project. How
+it was done it is hoped the succeeding pages may show.
+
+Fair Oaks, California, 1906.
+
+
+
+
+     Poem read at the Celebration of the opening of
+             the Pacific Railroad, Chicago,
+                   May 10th, 1869.
+
+
+  Ring out, oh bells. Let cannons roar
+    In loudest tones of thunder.
+  The iron bars from shore to shore
+    Are laid and Nations wonder.
+
+  Through deserts vast and forests deep
+    Through mountains grand and hoary
+  A path is opened for all time
+    And we behold the glory.
+
+  We, who but yesterday appeared
+    But settlers on the border,
+  Where only savages were reared
+    Mid chaos and disorder.
+  We wake to find ourselves midway
+    In continental station,
+  And send our greetings either way
+    Across the mighty nation.
+
+  We reach out towards the golden gate
+    And eastward to the ocean.
+  The tea will come at lightning rate
+    And likewise Yankee notions.
+  From spicy islands off the West
+    The breezes now are blowing,
+  And all creation does its best
+    To set the greenbacks flowing.
+
+  The eastern tourist will turn out
+    And visit all the stations
+  For Pullman runs upon the route
+    With most attractive rations.
+
+--_From the Chicago Tribune, May 11th, 1869._
+
+
+
+
+The First Trans-continental Railroad.
+
+
+
+
+CHAPTER I.
+
+_The Project and the Projectors._
+
+
+President Jefferson First to Act on a Route to the Pacific--Lewis and
+Clark Expedition--Oregon Missionaries--Railroad Suggested--Mills
+1819--The Emigrant 1832--Parker 1835--Dr. Barlow's Plan--Hartwell
+Carver's--John Plumbe's--Asa Whitney--Senator Benton's National Road.
+
+
+It would appear that Thomas Jefferson is entitled to the credit of
+being the first to take action towards the opening of a road or route
+between the eastern states and the Pacific Coast. While he was in
+France in 1779 as American Envoy to the Court of Versailles he met one
+John Ledyard who had been with Captain Cook in his voyage around the
+world, in the course of which they had visited the coast of
+California. Out of the acquaintance grew an expedition under Ledyard
+that was to cross Russia and the Pacific Ocean to Alaska, thence take
+a Russian trading vessel from Sitka to the Spanish-Russian settlement
+on Nookta Sound (Coast of California) and from there proceed east
+overland until the settlements then confined to the Atlantic Seaboard
+were reached.
+
+Through the efforts of Jefferson the expedition was equipped and
+started. The Russian Government had promised its support but when the
+party had crossed Russia, were within two hundred miles of the
+Pacific, Ledyard was arrested by order of the Empress Catherine, the
+then ruler of Russia, and the expedition broken up.
+
+Jefferson became President in 1801. In 1803 on his recommendation,
+Congress made an appropriation "for sending an exploring party to
+trace the Missouri River to its source, to cross the highlands (i. e.
+Rocky Mountains) and follow the best route thence to the Pacific
+Ocean."
+
+So interested was Jefferson that he personally prepared a long and
+specific letter of instructions and had his confidential man placed in
+charge. "The object of your mission," said Jefferson, in this letter
+of instruction "is to explore the Missouri River and such other
+streams as by their course would seem to offer the most direct and
+practicable communication across the continent for the purpose of
+commerce." This expedition known as the Lewis and Clark, made in
+1804-1806, brought to light much information relative to the West and
+demonstrated conclusively the feasibility of crossing overland as well
+as the resources of the country traversed.
+
+As a result the far West became the Mecca of the fur trappers and
+traders. Commencing with the Astoria settlement in 1807, for the next
+forty years or until the opening of the Oregon immigration in 1844,
+they were practically the only whites to visit it outside of the
+missionaries, who did more or less exploring and visiting the Indians
+resulting in the Rev. Jason Lee in 1833 and Dr. Marcus Whitman in 1835
+having established mission stations in Oregon.
+
+The next record is of one Robert Mills of Virginia who suggested in a
+publication on "Internal Improvements in Maryland, Virginia, and South
+Carolina," issued in 1819, the advisability of connecting the head of
+navigation of some one of the principal streams entering the Atlantic
+with the Pacific Ocean by a system of steam propelled carriages. (H.
+R. Doc. 173, 29th Cong.) This was before there was a mile of Steam
+Railroad in the world, and under the then existing circumstances was
+so chimerical as to hardly warrant mention.
+
+In a weekly newspaper published in 1832 at Ann Arbor, Michigan, called
+"The Emigrant," appeared what was probably the first suggestion in
+print on the advisability of a Pacific Railroad. The article suggests
+the advisability of building a line from New York to the Mouth of the
+Oregon (Columbia River) by way of the south shore of Lake Erie and
+Lake Michigan, crossing the Mississippi River between 41 and 42 north
+latitude, the Missouri River about the mouth of the Platte, thence to
+the Rocky Mountains near the source of the last named river, crossing
+them and down the valley of the Oregon to the Pacific. It further
+suggested that it be made a national project, or this failing the
+grant of three millions of acres to a Company organized for the
+purpose of constructing it. No name was signed to the article, but the
+probabilities are that it was written by S. W. Dexter, the Editor of
+the paper.
+
+With the Whitman party leaving the East for the far northwest to
+establish a Mission Station was the Rev. Samuel Parker, a Presbyterian
+minister, who was sent under the auspices of the Missionary Board of
+his Church to investigate and report on the mission situation and to
+suggest a plan for Christianizing the Indians. He crossed the
+continent to Oregon and on his return in 1838, his journal was
+published. It presented a very correct and interesting account of the
+scenes he visited. In it he says, "There would be no difficulty in the
+way of constructing a railroad from the Atlantic to the Pacific Ocean
+* * * * and the time may not be so far distant when trips will be made
+across the continent as they are now to Niagara Falls to see Nature's
+wonders."
+
+To just whom belongs the credit of being the first to advocate a
+railroad to the Pacific Coast is in dispute. No doubt the idea
+occurred to many at the time they were being introduced and
+successfully operated in the East. The two items referred to seem to
+be the first record of the idea or possibility.
+
+About the same time, although the date is not positively fixed, Dr.
+Samuel Bancroft Barlow, a practising physician of Greenville, Mass.,
+commenced writing articles for the newspapers, advocating a Pacific
+railroad and outlining a plan for its construction.
+
+His proposition contemplated a railroad from New York City to the
+mouth of the Columbia River. As illustrating the lack of knowledge
+regarding the cost and operations of railroads, we quote from his
+writings "Premising the length of the road would be three thousand
+miles and the average cost ten thousand dollars per mile, we have
+thirty million dollars as the total cost, and were the United States
+to engage in its construction, three years time would be amply
+sufficient * * * * At the very moderate rate of ten miles an hour, a
+man could go from New York to the mouth of the Columbia River in
+twelve days and a half."
+
+Another enthusiast was Hartwell Carver, grandson of Jonathan Carver
+the explorer of 1766. His proposition was to build a railroad from
+Lake Michigan (Chicago) to the South Pass, with two branches from
+there, one to the mouth of the Columbia River, and the other due west
+to California. South Pass received its name from being South of the
+pass in general use. Strange to say his "true Pacific Route"
+formulated without knowledge of the lay of the land was absolutely
+the best and the one that today is followed by the Union Pacific
+Railway and affiliated lines, substituting Granger for South Pass.
+Carver's proposition was to build the line by a private corporation
+who were to receive a grant of land for their right of way, the whole
+distance, with the privilege of taking from the public lands, material
+used in construction, with the further privilege of purchasing from
+the United States Government, eight million acres of selected lands
+from the public domains at one dollar and twenty-five cents per acre,
+payable in the stock of the Company. His road was to be laid on stone
+foundations and to be equipped with sleeping cars, dining cars and
+salon cars. His ideas as to the cost of the work were far too low, but
+outside of this he was seemingly inspired. At the time he was writing,
+1835, there were seven hundred and ninety-seven miles of railroads in
+operation in the United States. Passenger coaches were patterned after
+the old stage coach, the track iron straps on wooden stringers, yet
+here he was outlining what today is an accomplished fact. A railroad
+with stone ballast from Chicago to the South Pass (Granger, Wyo.) one
+branch diverging from there to the mouth of the Columbia, (Portland,
+Ore.,) the other to California, (San Francisco and Los Angeles, Cal.,)
+traversed by trains comprised of sleeping cars, dining cars and buffet
+cars. The Union Pacific and its connections.
+
+Carver spent the best years of his life and what was in those days an
+ample fortune in endeavoring to further his project. The great
+opposition to his plan arose from the proposed diversion of the public
+lands and the stock feature, neither Congress nor the public taking
+kindly to the idea of the Government giving lands for stock in a
+private corporation.
+
+A third proposition was fathered by John Plumbe of Dubuque, Iowa, who
+suggested at a public meeting, held at his home town in March 1838,
+that a railroad be built from the great lakes to the Columbia River.
+His plan contemplated an appropriation from Congress of alternate
+sections of the public lands on either side of the right of way. The
+company to be capitalized at one hundred million dollars, twenty
+million shares at five dollars each. Twenty-five cents per share to be
+paid down to provide a fund to commence operations and subsequent
+assessments of like amount to be paid as the money was needed until
+the full amount had been paid in. One hundred miles to be constructed
+each year and the whole line completed in twenty years.
+
+All of these propositions were more or less visionary and advanced by
+men of theory with little or no capital. They had the effect of
+awakening public interest and paved the way for a more feasible plan.
+The question of a Pacific railway, its practicability, earnings, and
+effect, were constantly before the people. In 1844 the idea had become
+firmly fixed, the leading advocate being a New York merchant named
+Asa Whitney, who has been called the "Father of the Pacific Railway."
+Mr. Whitney had spent some years in commercial life in China,
+returning to the United States with a competency. Becoming enthused
+with the idea, he put his all,--energy, time, and money into the
+project of a trans-continental railroad, finding many supporters. At
+first he advocated Carver's plan, but becoming convinced that it was
+not feasible, he sprung a new one of his own. He proposed that
+Congress should give to him, his heirs and assigns, a strip of land,
+sixty miles wide, with the railroad in the center, this from a point
+on Lake Michigan to the Pacific Coast. This land he proposed to
+colonize and sell to emigrants from Europe, from the proceeds build
+the line, retaining whatever surplus there might be after its
+completion, as his own.
+
+Whitney was an indefatigable worker, thoroughly in earnest, a fluent
+speaker, both in public and private, well fortified with statistics
+and arguments. He personally travelled the whole country from Maine to
+fifteen miles up the Missouri River. The legislatures of Maine, New
+Hampshire, Vermont, Rhode Island, New Jersey, Connecticut, New York,
+Maryland, Ohio, Indiana, Illinois, Michigan, Tennessee, Alabama, and
+Georgia, all endorsed his plan by favorable resolutions.
+
+The Senate Committee on public lands made a report recommending his
+proposition. Thus strongly endorsed, his plan was brought before
+Congress in 1848 in a bill entitled "Authorizing Asa Whitney, his
+heirs or assigns, to construct a railroad from any point on Lake
+Michigan or the Mississippi River he may designate, in a line as
+nearly straight as practicable, to some point on the Pacific Ocean
+where a harbor may be had." The road to be six foot gauge, sixty-four
+pound rails. The Government to establish tolls and regulate the
+operation of the line, Whitney to be the sole Owner and receive a
+salary of four thousand dollars per year for managing it.
+
+The proposition was debated for days in the Senate and then was tabled
+on a vote of twenty-seven to twenty-one. The opposition dwelt largely
+on the length of time Whitney would necessarily require. Say he could
+colonize and sell a million acres a year, this would only be funds
+enough to build one hundred miles and consequently the two thousand
+miles would require at least twenty years. The defeat was largely
+owing to the opposition of Senator Benton of Missouri, the most
+pronounced friend of the West in the House, who used the argument of
+the power and capital it would put in the hands of one man, Whitney's.
+This he characterized as a project to give away an Empire, larger in
+extent than eight of the original states, with an ocean frontage of
+sixty miles, with contracting powers and patronage exceeding those of
+the President.
+
+Upon the defeat of Whitney's project, Benton brought forward in 1849
+one of his own for a great national highway from St. Louis to San
+Francisco, straight as may be, with branches to Oregon and Mexico. The
+Government to grant a strip one mile wide, so as to provide room for
+every kind of road, railway, plank, macadamized, and electric motor,
+or otherwise constructed where not so practicable or advantageous.
+Sleighs to be used during those months when snow lay on the ground.
+Funds for its construction to be provided by the sale of public lands.
+Bare in mind this was only fifty-six years ago, but eighteen years
+before the Union Pacific Railway was completed, and was the
+proposition advocated by the recognized leader of the Senate in
+matters western.
+
+Up to the year 1846 when by the treaty of Guadeloupe-Hidalgo, Mexico,
+ceded to us California, our only territory on the Pacific Coast was
+Oregon and Washington. The acquisition of California, followed very
+shortly by the gold discoveries and the consequent influx of people,
+gave that state a large population and furnished a prospective
+business for a Pacific railway. This had heretofore been a matter of
+theory, very questionable, to say the least, being based on very hazy
+estimates of the prospective volume of trans-pacific business. With an
+active and aggressive population of three hundred thousand in
+California, practically all of eastern birth and affiliations the
+situation became materially changed and the necessity of railroad
+communication apparent. Both great political parties pledged their
+support in their quadrennial platforms. Presidents--Pierce, Buchanan,
+and Lincoln, in their several messages to Congress, strongly
+recommended its construction. The matter had been thoroughly
+discussed, both in and out of Congress and the whole country was
+convinced of the advisability of its construction, and only awaited a
+leader and a feasible plan. From 1850 to 1860 the question vied with
+that of slavery in public interest. Survey after survey was undertaken
+by the Government and private parties. Senator Benton being the first
+to introduce a resolution looking to the appropriation of sufficient
+money to pay for a survey. This being in 1851. The question of the
+North and South, entered into the matter, as it did everything else in
+the days preceding the Rebellion. "You shall not build through free
+soil," said the South and "we won't permit it to run through the Slave
+States," said the North. Compromise was out of the question, and it
+was not until the southern element had been eliminated from Congress
+by their secession was any action possible.
+
+It was found that private corporations, duly aided by land grants from
+the Government, were able to build the necessary connecting links
+through the comparatively level country, between Chicago and St.
+Louis, and the Missouri River. From the Missouri River west it was
+felt that the undertaking was too great for any one set of men or
+corporation, besides local interests in California were already in the
+field, consequently two companies were determined upon, one of them
+working eastward, the other westward, and it was thus arranged.
+
+
+
+
+CHAPTER II.
+
+_The Proposition in Congress._
+
+
+Situation 1861--Curtis Bill of 1862--Amended Charter of 1864--Further
+Amendments--1866--Legal Complications in New York--Controversy With
+Central Pacific.
+
+
+Commencing with the session of 1835, when a memorial on the subject of
+railroad communication between Lake Michigan and the Pacific Coast,
+was presented by Hartwell Carver, up to the present, the Pacific
+Railways have been ever present in Congress. The Catalogue of
+Government Publications gives one hundred and eighty-five having the
+Union Pacific, or Pacific Railroads as their subject.
+
+It is not necessary to recount the many schemes for the construction
+of these roads that were proposed to Congress. We have already
+outlined the principal ones previous to 1861.
+
+At this time our country was in the midst of its greatest
+difficulties. The North and South unable to harmonize over the slavery
+question, had recourse to the arbitration of arms. The Union forces
+had met with numerous and severe reverses. The people of the Pacific
+Coast were loud in their demands for better means of communication.
+The Government was straining to what seemed the breaking point, their
+credit and resources to carry on the war and as a Government
+enterprise the building of a Pacific Railway was out of the question.
+All were convinced of not only the desirability of such a line but of
+the absolute necessity thereof, and it had resolved itself into a
+question of ways and means. Previous discussions had thrashed out the
+chaff and it now remained for Congress to winnow the wheat. Government
+surveys had demonstrated the existence of five feasible routes through
+or over the Rocky Mountains. The Northern, now followed by the
+Northern Pacific Railroad, the South Pass, Snake and Columbia Rivers,
+now traversed by the Union Pacific Railroad to Granger, thence the
+Oregon Short Line and Oregon Railway and Navigation Company. The
+Middle Route-Union Pacific Railroad in connection with the Southern
+Pacific Company (Central Pacific Railroad). The thirty-ninth parallel
+route, now followed by the Santa Fe Route and the Southern via El
+Paso, now followed by the Sunset Route. The first two while available,
+could be eliminated owing to their not reaching California direct, as
+could also the two latter, on account of their traversing in part at
+least, country that was then in a state of insurrection.
+
+These reasons were in themselves sufficient to determine the
+selection, but with the many other arguments advanced, there was no
+trouble in bringing Congress to adopt practically unanimously the
+"South Pass" "Middle" "True Pacific" Route as it was variously
+called. For years this had been the route of the fur traders and
+trappers, the emigrant, the Overland Stage, and the Pony Express, and
+if these various interests had agreed as to this being the shortest
+and best route it was evident there were good and sufficient reasons
+for their decision, it being incontrovertible that it was the shortest
+one that reached the desired territory. Especially as their decision
+was reinforced by the result of numerous surveys made by the
+Government.
+
+The bill creating the Union Pacific Railroad was known as the "Curtis
+Bill" from its author, Congressman S. R. Curtis of Iowa. It carried
+the title of "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 United States Government, the use thereof for postal,
+military, and other purposes."
+
+This act passed the Senate, June 20th, 1862, by a vote of thirty-five
+to two and became a law July 1st, of that same year. In addition to
+creating the Union Pacific Railroad Company it also authorized the
+Central Pacific Railroad Company to build a railroad from Sacramento
+to the eastern boundary of California, where it was to connect with
+the Union Pacific Railroad. The bill also recognized a Company
+chartered by the legislature of Kansas under the name of the
+Leavenworth, Pawnee and Western Railway Company, later known as the
+Kansas Pacific Railway. This latter line was to be built from
+Leavenworth west to a junction with the Union Pacific Railroad at or
+near the hundredth Meridian or about two hundred and fifty miles west
+of Omaha.
+
+The principal features of the bill so far as the Union Pacific
+Railroad were concerned, were, the creation of a Board of
+Commissioners consisting of one hundred and fifty-eight commissioners
+to represent the interest of the United States Government and who were
+to be named by the Secretary of the Interior. These were to constitute
+a preliminary organization.
+
+The Union Pacific Railroad proper was to commence at a point on the
+hundredth Meridian, west of Greenwich, between the Valley of the
+Platte River on the north and the Valley on the Republican River on
+the south, with branch lines to be known as the Iowa Branch from said
+point to the Missouri River. On the west it was to extend to the
+Eastern boundary of California, where it was to connect with the
+Central Pacific Railroad.
+
+The Capital stock of the Company was to consist of ten thousand shares
+at one thousand dollars each, not more than two hundred shares to be
+held by any one person. Right of way through public lands was granted
+with the privilege of taking therefrom, without charge, earth, stone,
+lumber, or other material for construction purposes. The Company was
+granted every alternate section of land as designated by odd numbers
+to the amount of five sections per mile, on each side of the road
+within the limits of ten miles, not sold, reserved or otherwise
+disposed of by the Government, and to which a pre-emption or homestead
+claim had not been made up to the time the road was finally located,
+mineral lands being excepted. All lands thus granted, not sold or
+disposed of three years after the line was completed, were to be sold
+by the Government at not to exceed one dollar and twenty-five cents
+per acre, the proceeds to accrue to the Railroad Company. Nothing but
+American iron was to be used in the rails. As fast as sections of
+forty miles were completed and accepted by commissioners appointed by
+the Government for that purpose, one thousand dollar bonds of the
+United States bearing six per cent. interest, payable in thirty years,
+were to be issued to the Company constructing the line. Sixteen
+thousand dollars in bonds to the mile for the distance east of the
+Rocky Mountains and forty-eight thousand to the mile for one hundred
+and fifty miles for the mountain portion of the line. Three-fourths of
+these bonds were to be delivered to the railroad Company as the
+sections were accepted, the remaining fourth to be retained by the
+Government until the entire line was completed. The bonds to
+constitute a first mortgage on the entire line equipment, terminals,
+etc? The road to be completed within twelve years, the first one
+hundred miles within two years. Five per cent. of the net earnings,
+together with the entire amount accruing on transportation furnished
+the Government was to be applied to the payment of these bonds,
+principal and interest.
+
+The Bill which in reality constituted a Charter, also provided that
+the gauge of the road and its eastern terminus should be left to the
+President of the United States to determine.
+
+These somewhat onerous conditions were accepted by the promoters.
+Subscription books opened but capital fought shy of the proposition.
+Two years solicitation only resulted in subscriptions to the amount of
+two million dollars being paid up in cash.
+
+It being evident that the necessary funds could not be procured on the
+terms of the original act, an appeal was made to Congress resulting in
+a supplementary act passing the House of Representatives, July 2nd,
+1864, and soon thereafter becoming law. This increased the amount of
+the Land Grant to the odd numbered sections within ten miles of either
+side the track, and made the bonds of the Government a second mortgage
+instead of first, they to be issued on sections of twenty miles
+instead of forty, two-thirds of the bonds being available as soon as
+the grading was done. The limit extended in which the line must be
+completed, and but one-half the earnings on Government business
+withheld to meet the bonds. The Company was also authorized to
+maintain a ferry or ferries across the Missouri River at Omaha as a
+means of connection with the Iowa Lines until such time as they could
+construct a bridge suitable for this purpose. Coupled with these
+favorable amendments were two provisions that eventually militated
+against the Company. One of them permitting the Kansas Pacific Railway
+to connect with the Union Pacific Railroad at any point its projectors
+saw fit at or east of a point fifty miles west of Denver, Colo.,
+instead of at the hundredth Meridian. This created a competitor
+instead of a feeder. The second was allowing the Central Pacific
+Railroad Company to build on east one hundred and fifty miles to meet
+the road from the East instead of stopping at the California State
+line. The restriction to one hundred and fifty miles was withdrawn in
+subsequent legislation. This resulted in a race as to which Company
+should cover the most ground and involved both of them in much
+additional expense. With the Charter thus amended, the Union Pacific
+Railroad Company which had not thus far done any real work, commenced
+active construction. The Credit Mobilier was formed to do the actual
+building, and with many trials, discouragements, and unforeseen
+expense, the work was continued to its completion.
+
+The initial eastern point had been fixed by the Charter two hundred
+and forty-seven miles west of Omaha--at the hundredth Meridian,
+branches being contemplated to connect it with the Missouri River. In
+1866 Congress authorized commencement at Omaha without reference to
+this fact,--the line to extend from Omaha to a connection with the
+Central Pacific Railroad.
+
+The question of the gauge or width of track was another matter that
+occupied the attention of Congress. The question had by the Charter
+been left to the President. There was a divergence of opinions as to
+the best gauge for railroad tracks. At this time the Erie, and Ohio
+and Mississippi Railroads used a six foot gauge. The California
+legislature had fixed five foot as the gauge in that state, while the
+principal eastern roads including the Baltimore and Ohio, New York
+Central as well as the Chicago and Iowa lines, were what is known as
+standard gauge (i. e. four feet, eight and a half inches.) A committee
+of Parliament had settled on five feet, three inches as the gauge in
+England. President Lincoln had announced himself as in favor of five
+foot and the Central Pacific people had ordered their equipment of
+that width. The influence of the Chicago-Iowa lines as well as that of
+the Union Pacific people, was thrown in favor of the so called
+standard gauge, and on March 2nd, 1863, Congress passed what is one of
+the shortest laws on the Statute Books, namely,
+
+     "Be it enacted by the Senate and House of Representatives of
+     the United States in Congress assembled, that the gauge of
+     the Pacific Railroad and its branches through its whole
+     extent from the Pacific Coast to the Missouri River, shall
+     be and hereby is established at four feet, eight and
+     one-half inches."
+
+In 1869 about the time the Credit Mobilier Company was about to turn
+the finished road over, disgruntled stock and bondholders under the
+leadership of "Jim Fisk" endeavored to wrest possession from the Union
+Pacific Railway Company. Certain stock was recorded in his name and
+although paid for with a check that was refused by the bank on which
+it was drawn, Fisk went into court and secured an injunction
+preventing the board of directors acting until his relations with the
+Company had been adjudicated by the Courts. Under cover of these legal
+proceedings in the state courts, the New York Offices were forcibly
+entered, the books and securities of the Company removed and a feeling
+of insecurity and uncertainty aroused that caused a serious
+depreciation in the value of the securities they were endeavoring to
+market. W. M. Tweede being appointed receiver by the State Courts of
+such property of the Company as was to be found within its
+jurisdiction. It is said the trouble cost the Company some six or
+seven million dollars. Appealing to Congress, they were granted
+authority to remove its eastern offices from New York City to Boston.
+The next appearance in Congress was made necessary by a dispute with
+the Central Pacific Company over the point of connection. The Union
+Pacific Company claimed their grade extended to Humboldt Wells, five
+hundred miles west of Ogden, while the Central Pacific in reprisal
+claimed the line to the western end of Weber Canon some thirty miles
+east of Ogden. The facts were the two completed lines met at
+Promontory Point fifty-three miles west of Ogden, April 28th, 1869. By
+act of Congress, it was decided that the Union Pacific Railroad
+Company should build the line to Promontory where the two roads should
+connect but that the Central Pacific Railroad Company should pay for
+and own the line west of Ogden. This was "settled out of Court" and
+the action of Congress simply ratified an agreement made by the two
+Companies.
+
+The above covers the more important matters so far as the action of
+Congress was concerned. Many other minor matters received attention at
+their hands--both before and since the completion of the road. As is
+stated in the opening paragraph of this chapter, the Pacific Railroads
+have been ever present in Congress. The more important questions being
+referred to in their order later.
+
+
+
+
+CHAPTER III.
+
+_Mostly Financial._
+
+
+Preliminary Organization--Board of Commissioners--Company
+Organized--Directors and Officers Elected--Hoxie Contract--Credit
+Mobilier--Ames' Interest--Compromise Contract--Davis Contract--Cost of
+Line--Land Grant.
+
+
+When the Pacific Railroad Bill passed Congress and received the
+President's signature in 1862, there was a well organized company to
+take hold of the western or California end. The Union Pacific or
+eastern end was not in such good shape. Thomas C. Durant, who was
+afterwards Vice President of the Company had with a few associates
+taken a prominent part in the matter but no regular organization
+existed.
+
+Under the Charter there were one hundred and fifty-eight persons
+named, who, together with five to be appointed by the Secretary of the
+Interior were to constitute a "Board of Commissioners" to effect a
+preliminary organization, open books for the subscription of stock and
+to call a meeting of the stockholders to elect a board of directors as
+soon as two thousand shares had been subscribed and ten dollars per
+share paid in.
+
+When the board of directors had been elected, the property or rather
+the proposition was to be turned over to them and the duties of the
+Board of Commissioners should cease and terminate.
+
+The Company thus organized, should follow established precedents,
+stockholders should hold annual meetings, elect a board of directors,
+and adopt bylaws and rules for the conduct of its affairs. The
+directors thus elected to be not less than thirteen in number, two to
+be added to their number by appointment of the President of the United
+States. The Board of Directors to elect the officers of the company
+and exercise supervision.
+
+The Board of Commissioners met in Chicago in September, 1862, and
+organized, electing W. B. Ogden, President and H. V. Poor, Secretary,
+as called for in the charter, and subscription books were duly opened.
+There was no disposition on the part of moneyed men to subscribe for
+the stock and it was only owing to a few public-spirited men coming in
+and taking the two thousand shares that the Charter did not lapse.
+When the necessary stock had been subscribed, a meeting of the
+stockholders was held in New York City, in October, 1863, at which a
+Board of Directors were to be elected,--a strange situation confronted
+them, there being no man or set of men who were able to assume
+control, although there were no lack of cliques who were desirous of
+doing so, but these were largely irresponsible parties either lacking
+in the necessary capital or not command the confidence of those who
+did have it.
+
+Something had to be done, and accordingly thirty men of more or less
+prominence were elected to the position of directors, some of them
+without their knowledge and some declined to serve. The Company was
+accordingly organized October 30th, 1863. General John A. Dix, who was
+elected President, had been a member of the Cabinet and later a
+general in the United States Army, was a man who was universally
+respected. The position was not of his seeking, and he gave notice he
+had neither the time nor inclination to give active attention to its
+affairs and the burden was practically assumed by the Vice-President
+Elect, Thomas C. Durant. But two hundred and eighteen thousand dollars
+the ten dollars per share called for by the Charter on two thousand
+one hundred and eighty shares had been paid in and further funds were
+not obtainable. Agitation was kept up and due representation made to
+Congress, resulting in an amendment to the Charter being passed. After
+the passage of the Supplementary Act in 1864 made necessary by the
+failure to secure funds, it was still regarded as an unpromising
+investment for the reason that investors could not feel any assurance
+that they or their friends would have any voice in the management of
+affairs or control of the Company. The capital of the Company was
+fixed by the supplementary act at one hundred million dollars, (one
+million shares at one hundred dollars each), consequently any interest
+holding over fifty millions of the stock would be paramount and vice
+versa. Until it was determined who would be in control, investors
+fought shy. Under the Charter the subscription books must remain open
+until the completion of the road, making it possible for outsiders to
+wait until the road was near completion and then step in and by large
+subscriptions acquire control.
+
+As there were some funds available, a contract was entered into in
+May, 1864, with H. M. Hoxie, to build the first hundred miles. This
+contract was extended to cover from Omaha to the hundredth Meridian,
+two hundred and forty-seven miles, on October 3rd, 1864, and on the
+7th of the same month assigned to a company (simple partnership)
+composed of Vice-President Durant and six others, all stockholders of
+the Railroad Company. The capital of this partnership consisted of
+four hundred thousand dollars (but a small percentage of the amount
+necessary to carry out the Hoxie contract). The members of the firm
+were unable or else unwilling, owing to the immense personal liability
+involved, to put up further funds and some other action was necessary.
+
+Durant and his friends accordingly purchased the Charter of a
+Pennsylvania Corporation of limited liability and elastic powers,
+known as the "Pennsylvania Fiscal Agency" changed its name by
+legislative enactment to the Credit Mobilier of America. Subscribers
+of the two million one hundred and eighty thousand dollars of Union
+Pacific Stock were given the option of either exchanging Union Pacific
+stock for that of the Credit Mobilier, sell their Union Pacific stock
+to the Credit Mobilier, or turn it back to the Union Pacific Railroad
+Company and have it redeemed. By this the stockholders of the Credit
+Mobilier became the sole holders of the Union Pacific stock.
+
+The Hoxie contract was reassigned to the Credit Mobilier who duly
+completed the work, finishing the line to the point specified October
+5th, 1866. Owing to their inability to raise funds, it seemed as
+though the two companies, Union Pacific and Credit Mobilier, would
+fall down. There was no sale for the First Mortgage bonds of the
+railroad, the Government bonds were but little better, being worth but
+sixty-five cents on the dollar. Durant and his friends were not men of
+wealth nor did they command the confidence of wealthy men. The Company
+had become greatly involved and was compelled to sell some of its
+rolling stock to pay pressing debts. It was at this junction that
+Oakes Ames entered the field, being persuaded, it is said, to do so by
+President Lincoln who desired to enlist his well-known executive
+ability and capital in the enterprise. Through the efforts of himself
+and associates the paid up subscriptions were increased to two and a
+half million dollars.
+
+The original or first contract made with Hoxie for a hundred miles had
+been extended to cover up to the hundredth Meridian, and the line to
+that point, two hundred and forty-seven miles from Omaha, was
+completed October 5th, 1866.
+
+The second contract made was with a Mr. Boomer for one hundred and
+fifty-three and thirty-five hundredths miles from the hundredth
+Meridian west, at the rate of nineteen thousand five hundred dollars
+per mile for that part of the distance East of the North Platte River
+and twenty thousand dollars per mile west thereof. Bridges, station
+buildings, and equipment to be additional. This contract was also
+assigned to the Credit Mobilier. On this, fifty-eight miles were
+completed when dissensions arose, occasioned by financial stringency
+among the stockholders of the Credit Mobilier. Vice-President Durant
+going into court, compelled suspension of action on the third
+contract, made March 1st, 1867, with one J. M. Williams who had
+assigned it to the Credit Mobilier. This covered two hundred and
+sixty-six and fifty-two hundredths miles, commencing at the hundredth
+Meridian at the rate of fifty thousand dollars per mile. For a time
+matters were at a standstill, injunctions preventing the completion of
+present or the making of new contracts.
+
+Finally a compromise was affected between the two factions, Durant and
+his friends on the one side, and the Ames interests on the other.
+
+Under this, a fourth contract was made with Oakes Ames for which he
+was to receive from forty-two thousand to ninety-six thousand dollars
+per mile or forty-seven million nine hundred and fifteen thousand
+dollars for six hundred and sixty-seven miles, commencing at the
+hundredth Meridian. This it is supposed is the largest contract ever
+made by one individual. It was later transferred by Oakes Ames to
+seven trustees acting for the Credit Mobilier, he and his brother
+Oliver Ames being among the number. This last contract carried the
+line to nine hundred and fourteen miles from Omaha.
+
+The fifth contract was made with J. W. Davis for one hundred and
+twenty-two miles at twenty-three million four hundred thousand
+dollars, and was in turn assigned to the same seven trustees for
+completion. In adjustment of accounts the Union Pacific Railroad
+Company would turn over to the Credit Mobilier or the Trustees for the
+Credit Mobilier in payment for the work as fast as it was completed
+First Mortgage (Union Pacific Railroad) Bonds, Government Bonds, Union
+Pacific Railroad Income Bonds and Union Pacific Railroad Stock, these
+being sold or hypothecated by the trustees, furnished them the
+necessary funds required to pay for the construction work.
+
+As the Union Pacific Stock could only be sold for cash at par
+according to act of Congress, notwithstanding it was only worth thirty
+cents on the market, the Railroad Company would give their check to
+the Credit Mobilier on construction account and this check could then
+be used in payment of stock, making it a cash transaction.
+
+In settlement of the several contracts, the Union Pacific Railroad
+Company paid the Credit Mobilier:
+
+  Hoxie Contract                    Miles
+    Omaha to 100th Meridian           247  $12,974,416.24
+  Ames Contract
+    100th Meridian West               667   57,140,102.94
+  Davis Contract
+    To point five miles west of Ogden 125   23,431,768.10
+                                           ______________
+                                     1039  $93,546,287.28
+
+These figures represent stocks and bonds at par and deducting amount
+of depreciation, would bring the actual cost of the Main Line Omaha to
+Ogden to about seventy-three million dollars.
+
+There were issued in payment for this construction, equipment, station
+building, and the expense of the Company during the construction
+period.
+
+  Government Bonds       $ 27,236,512.00
+  First Mortgage Bonds     27,213,000.00
+  Income Bonds              9,355,000.00
+  Land Grant Bonds          9,224,000.00
+  Union Pacific Stock      36,000,000.00
+                         _______________
+                         $109,028,512.00
+
+There were granted to the Union Pacific Railroad Company under its
+Charter land grants of eleven million three hundred and nine thousand
+eight hundred and forty-four acres. Up to December 31st, 1866, sales
+of this land had brought in nineteen million ninety thousand six
+hundred and seventy-two dollars and forty-two cents and unsold land
+was then valued at two million three hundred and ninety five thousand
+five hundred and seven dollars.
+
+During the palmy days of the Credit Mobilier following the adjustment
+of the differences with the Durant faction, thousands of dollars were
+spent in advertising and placing the stock. Display advertisements
+were inserted in all the prominent newspapers and paid agents located
+in all the important cities. The result demonstrated the wisdom of the
+expenses, as not only were large quantities of its stock sold but the
+prices obtained for it were greatly advanced.
+
+No sooner was the completion of the road assured than did antagonism
+and hostility appear. For instance in 1867 a government inspector
+appointed for the purpose of examining and accepting completed
+sections of the road, refused to do so, until he received "his fee"
+(?) which he put at twenty-five thousand dollars, he being in no way
+entitled to anything from the Company. By his refusal he tied up the
+issue of the Government bonds, seriously affecting the credit of the
+Company at a critical time.
+
+In Washington the lobbyists were demanding blackmail with threats of
+organized hostility. Speculators in Well Street were a unit in bearing
+the stock and in attacking the credit of the Company.
+
+The stock of the Credit Mobilier up to the assignment by Ames to the
+seven trustees, had not met with anything like a ready sale. For
+reasons of policy, some of this was assigned to members of Congress,
+Senators, and other public men. Some being paid for, others had it
+carried on their account. After the crisis had passed, the value of
+the stock rapidly appreciated and in the forthcoming political
+campaign the subornation of Congress in the interest of the Credit
+Mobilier by the use of this stock was made an issue and occasioned a
+great outcry. The accusation was thoroughly investigated by two
+committees during the next session and it was clearly proven to have
+been unfounded, so far as members of Congress having received the
+stock as bribes, it being demonstrated that the Company had no further
+favors to ask from Congress and that the members receiving it had paid
+the market value therefor. Notwithstanding, Oakes Ames was called to
+the bar of the House and severely censured for having sold it to them.
+The facts were, popular clamor demanded a scapegoat and Ames was
+selected. This, and the anxiety and strain of the load he had been
+carrying proved too much for him and he died May 8th, 1873. After his
+death the voice of calumny silenced, his work and character received
+the recognition it so well deserved.
+
+The cost of material used in the construction of the road was
+enormous, thus the ties brought from the East ran as high as two
+dollars and fifty cents laid down in Omaha. The rails for the first
+four hundred and forty miles one hundred and thirty-five dollars per
+ton. This was before railroad connection was established between
+Council Bluffs and the East. After that the price got down to
+ninety-seven dollars and fifty cents per ton.
+
+The pay of laborers ran from two dollars and twenty-five cents to
+three dollars and fifty cents per day. Train men two hundred dollars
+per month for conductors, one hundred and twenty-five dollars for
+brakemen, two hundred dollars to two hundred and fifty dollars for
+engineers, and one hundred and fifty dollars to one hundred and
+seventy-five dollars for firemen. Telegraph operators eighty dollars
+to a hundred dollars.
+
+At times the Company (Credit Mobilier) was paying as high as five
+hundred thousand dollars per month interest. And in fact it was
+claimed by several of the directors that the paramount reason for the
+haste displayed in building the road was not so much the competition
+with the Central Pacific as it was to get rid of the enormous interest
+charges they were paying and which they would cut off upon the road
+being accepted by the Government and the consequent receipt of
+Government Bonds.
+
+
+
+
+CHAPTER IV.
+
+_Commencement of the work._
+
+
+Selection of Omaha as Eastern Terminus--Celebration Over Breaking
+Ground--Speech, George Francis Train--Commencement of Work--Conditions
+October, 1864--Routes Considered.
+
+
+The first move towards the construction of the road was the selection
+of an eastern terminus which by the Charter was left to the President
+of the United States. This was fixed by President Lincoln on December
+2nd, 1863, the official announcement being as follows: "I, Abraham
+Lincoln, President of the United States, do upon application of said
+Company (The Union Pacific Railroad) designate and establish such
+first above named point on the western boundary of the state of Iowa
+east of and opposite to the east line of Section Ten in Township
+fifteen, north of range thirteen, east of the sixth principal Meridian
+in the territory of Nebraska."
+
+"Done at the city of Washington this 7th day of March in the year of
+our Lord 1864.
+
+                                        Abraham Lincoln."
+
+Immediately upon receipt of advice as to the President's action on
+December 2nd, 1863, the citizens of Omaha regardless of their
+connection with the road arranged to break ground for the Union
+Pacific Railroad and to properly celebrate the commencement of the
+work and especially the selection of their city as the eastern
+terminus, which was accordingly done. The spot selected for the
+initial point was near the Ferry Landing and not far above where the
+Union Pacific shops are now located. This particular spot with the
+first mile of track constructed, was long ago swept away by the
+Missouri River.
+
+The ceremonies were commenced by asking the Divine Blessing on the
+enterprise in a prayer by the Rev. T. B. Lemon, Pastor of the First
+Methodist Church in Omaha. The Reverend Gentleman petitioned that the
+road make one the people of the East and West. That it would result in
+peopling the waste places of the West; that it might lend security to
+those on the frontier, and other similar requests, all of which have
+been fulfilled to a degree that is past being coincidental. The first
+earth was then removed by Governor Saunders of Nebraska Territory,
+Mayor Kennedy of Omaha, George Francis Train and others assisting.
+Congratulatory messages were received from different parts of the
+country. Speeches were made by A. J. Poppleton and others, the day
+being wound up by a banquet in the evening. The speech of the day was
+delivered by George Francis Train, then in his heyday, which is so
+characteristic of the man and of the ideas then prevalent relative to
+the road and the results of its construction as to warrant the
+following somewhat lengthy extracts:
+
+"I have no telegrams to read, no sentiments to recite. The official
+business being over and as I happen to be lying around loose in this
+part of the country at this particular time, it gives me a chance to
+meet some of the live men of Nebraska at the inauguration of the
+grandest enterprise under God the world had ever witnessed.
+
+"America is the stage, the world the audience of today, while one act
+of the drama represents the booming of cannon on the Rapidan, the
+Cumberland and the Rio Grande, sounding the death knell of rebellion,
+the next scene has the booming of cannon on both sides the Missouri to
+celebrate the grandest work of peace that ever engaged the energies of
+man. The great Pacific Railroad is commenced and if you know the men
+who have hold of the enterprise as well as I do, no doubt would arise
+as to its speedy completion.
+
+"Four thousand years ago the Pyramids were started, but they simply
+represented the vanity of man. The Chinese wall was grand in
+conception, but built to break the tide of invasion. The Suez Canal
+was gigantic, but how limited all those things appear in comparison to
+this enterprise.
+
+"Before the first century of our nation's birth we may see in the New
+York Depots, some strange Pacific Railroad notices such as,
+
+     'European passengers for Japan will please take the night
+     train. Passengers for China this way. African and Asiatic
+     freight must be distinctly marked For Pekin via San
+     Francisco.'
+
+"Ere ten years go by I intend to let the European traveller get a new
+sensation by standing on the ridge pole of the American Nation and
+sliding off into the sea.
+
+"One day a dispatch will come in--we have tapped a mountain of copper,
+nineteen miles square, later on--we have just opened up another field
+of coal--or--we have struck another iron mountain this morning--when
+Eureka--a telegram electrifies the speculators in Wall Streets and
+gold drops below par--at ten this morning we struck a pick into a
+mountain of solid gold.
+
+"The Pacific Railroad is the nation, and the nation is the Pacific
+Railroad. Labor and capital shake hands today. The lion and the lamb
+sleep together. Here in the West are the representatives of labor and
+in the East are those of capital. The two united make the era of
+progress. Steam, Gas, and Electricity are the liberty, fraternity, and
+equality of the people. The world is on the rampage. Events are
+earthquakes now.
+
+"Ten millions of emigrants will settle in this golden land in twenty
+years."
+
+Early in 1864 work was begun on the first hundred miles. The actual
+work being commenced within the corporate limits of Omaha in February.
+About one hundred thousand dollars was spent in grading a due westerly
+route out of Omaha. This was abandoned on account of it being so
+hilly, and a route south and thence west was adopted. The ties for
+this section were cottonwood from the Missouri River bottom lands,
+treated with a view of making them last. It was found that the
+treatment was not effective and for the balance of the road, hard wood
+ties from Michigan, Indiana, and even as far east as Pennsylvania were
+used, some of them costing as much as two dollars and fifty cents laid
+down in Omaha.
+
+At this time there was no railroad completed into Omaha from the East.
+The Chicago and Northwestern being the first to reach there, and its
+first train ran into Council Bluffs on Sunday, January 17th, 1867.
+Consequently all supplies, other than those coming to them via the
+Missouri River, had to be wagoned from Des Moines, Iowa, one hundred
+and thirty-three miles.
+
+On the Missouri River the Company had in service six large steamboats
+carrying supplies and material for construction from Kansas City where
+there was railroad connection with the East by way of the Hannibal and
+St. Joseph Railroad and the Missouri Pacific Railroad.
+
+Everything had to be brought in, the country being destitute of even
+stone and lumber, involving great expense and delays. While the level
+country enabled rapid progress to be made in grading, it was almost
+impossible to bring forward the requisite material to keep up with the
+graders and track-layers.
+
+The contract for the first hundred miles had been let May, 1864, to
+Hubert M. Hoxie. By its terms he was to receive securities to the face
+value of $50,000 per mile. Sidings were to be not less than 6 per
+cent. of the main line. Station buildings, water-tanks and equipment
+was to be furnished by him to the value of five thousand dollars per
+mile. Hoxie before this had been in the employ of the Company in
+charge of the Ferry between Omaha and Council Bluffs. In March 1865,
+his contract was transferred to the Credit Mobilier Company, which as
+has been previously stated, was organized by the promoters and
+insiders of the Railroad Company to do the actual construction.
+Several experiences with individual contractors had demonstrated that
+they could not be relied upon, in fact that it required more in the
+way of capital-influence, and omnipresence than any individual could
+exert, consequently all original contracts for the construction and
+equipping of the line were handled by the Credit Mobilier who
+subcontracted it with firms and individuals, they by their close
+relations with the Company and financial interests as well as by their
+wide ramifications, being able to purchase materials and supplies to
+better advantage.
+
+Everything was still held at war prices, iron, ties, lumber,
+provisions, etc., while currency and the Government bonds on which
+they were relying, were greatly depreciated in value. Labor was scarce
+and only to be had at extravagant figures.
+
+In the report of one of the Government inspectors, made in 1864, when
+the grading had progressed some twenty miles out of Omaha, he stated:
+"There are now some two hundred men employed on the work and a like
+number of horses and oxen, together with two excavating machines that
+are doing the work of many men. It is confidently expected that this
+Section (the first forty miles) will be ready to be laid with rails by
+June 1st, next." This he regarded as very commendable but as compared
+with four years later, when there were nearly twelve thousand men
+engaged and track was going down from two to ten miles a day, it seems
+anything else but satisfactory.
+
+A great amount of the preliminary work in the way of reconnoissance,
+surveying, and even locating was done under Governmental auspices
+previous to 1860, most of it by officers of the army. All of their
+reports and surveys were by action of Congress given to the Railroad
+Company, thus saving them greatly in time as well as in money. In
+addition to the Government surveys the Company investigated and did
+more or less surveying before deciding upon the route to be followed
+through the Rockies.
+
+In the report of the Government directors for 1866 they refer to the
+following eight routes as having been investigated during the
+preceding year by the Company, viz.:
+
+  1st Via South Platte River and Hoosier Pass.
+  2nd Via Platte River and Tarryall Pass.
+  3rd Via North Fork of South Platte River.
+  4th Via Berthoud Pass.
+  5th Via Boulder Pass.
+  6th Via Cash le Poudre-Dale Creek and Antelope Pass.
+  7th Via Evans Pass.
+  8th Via Lodge Pole Creek, Cow Creek, and Evans Pass.
+  9th Via Lodge Pole Creek and Cheyenne Pass.
+  10th Via Lodge Pole Creek and South Pass.
+
+The first seven of these routes included Denver en route. Something
+that the Company considered essential and which was very reluctantly
+abandoned.
+
+
+
+
+CHAPTER V.
+
+_Progress Made._
+
+
+Completion of Eleven Miles--Excursion--Officers--Labor
+Supply--Ex-Soldiers--Methods Employed--Progress Made--Headquarter
+Towns--Rough Times--Competition With Central Pacific for
+Territory--Stations--Buildings, Etc.
+
+
+As we saw in our last chapter, ground was broken at Omaha, December
+2nd, 1863. This, however, was more in the nature of a jollification on
+the part of the citizens of Omaha over the selection of their city as
+the eastern terminus of the line,--it being under the auspices of "the
+leading citizens," organized and enthused by the irrepressible George
+Francis Train.
+
+Grading was commenced in July, 1864, and track-laying the spring of
+1865. The start was not auspicious, the line was originally located
+directly west from Omaha, but after one hundred thousand dollars had
+been spent, it was abandoned on account of the hills and consequent
+heavy grades, and two new lines were surveyed, one to the north and
+then west and the other south nearly to Bellevue, Kan., and then west.
+This latter was called the "Ox-bow Route" and was finally selected by
+the Company, notwithstanding violent opposition on the part of the
+people of Omaha, who feared that the Company would cross the Missouri
+at Bellevue, thus leaving Omaha out.
+
+September 25th, 1865, saw eleven miles finished, and in November an
+excursion was run from Omaha to the end of the track, fifteen miles.
+This was gotten up by Vice-President Durant, who took an engine and
+flat car, inviting about twenty gentlemen to go with him on the first
+inspection trip to Sailing's Grove. Among the excursionists was
+General Sherman who gloried in the undertaking and expressed regret
+that at his age he could hardly anticipate living until the completion
+of the work. The party was very enthusiastic, and as the narrator
+naively puts it "as the commissary was well supplied, the gentlemen
+enjoyed themselves."
+
+For a number of reasons the work dragged. It took one year to complete
+the first forty miles. The lack of rail connections east of Omaha
+were, previous to January, 1867, when the Chicago and Northwestern
+Railroad reached Council Bluffs, a very serious occasion of expense
+and delay. The work was new, those in charge were not at that time
+experienced, funds were scarce, and the credit of the Company not yet
+established, and as a result the average rate of progress during the
+first twelve months was but a mile a week.
+
+The work of construction was in charge of Vice-President and General
+Manager, Thomas C. Durant.--The location, General Granville M. Dodge,
+Chief Engineer, formerly General of the United States Army and who had
+up to this time been in charge of the department. The operation of the
+line, forwarding of material and supplies, actual construction, etc.,
+was in charge of Samuel B. Reed, General Superintendent and Engineer
+in charge of Construction. The track laying was done under contract by
+"Casement Brothers" (General and Daniel) while Mr. H. M. Hoxie was
+ubiquitous with the title of General Western Agent. Colonel Silas
+Seymour of New York was Consulting Engineer and Mr. W. Snyder,
+Assistant Superintendent and General Freight and Ticket Agent.
+
+Another of the reasons for the slow progress made up to 1865 was the
+scarcity of labor. The surrounding territory had no surplus workmen
+and the East had not as yet grasped the idea that the road was
+actually under construction. With the disbandment of the armies, both
+North and South after the war, this situation was changed for the
+better. Large numbers of the ex-soldiers drifted West and were glad to
+find steady work at remunerative wages with the construction forces.
+
+The Secretary of the Interior in his annual report for 1866 stated
+that out of fifteen hundred laborers employed on the Pacific Railways,
+three hundred were negroes and performed their duties faithfully and
+well, and he recommended legislation looking to the employment of more
+of the surplus freedmen on the same work. Among the officials,--engineers
+and bosses,--there were many who were ex-officers in the army. Thus
+the Chief Engineer had been a General, the Consulting Engineer, a
+Colonel, the head of the track-laying force, a General. This can best
+be explained by quoting from a paper on trans-continental railroads
+read by General Dodge, before the Society of the Army of the Tennessee
+at Toledo, Ohio, September, 1888.
+
+"The work was military in character and one is not surprised to find
+among the superintendents and others in charge, a liberal sprinkling
+of military titles. Surveying parties were always accompanied by a
+detachment of soldiers as a protection against Indians. The
+construction trains were amply supplied with rifles and other arms and
+it was boasted that a gang of track-layers could be transmuted into a
+battalion of infantry at any moment. Over half of the men had
+shouldered muskets in many a battle."
+
+The same facts are brought out by the following extract from a
+newspaper of that day.
+
+"The whole organization of the road is semi-military. The men who go
+ahead (surveyors and locators) are the advance guard, following them
+is the second line (the graders) cutting through the gorges, grading
+the road and building the bridges. Then comes the main body of the
+army, placing the ties, laying the track, spiking down the rails,
+perfecting the alignment, ballasting and dressing up and completing
+the road for immediate use. Along the line of the completed road are
+construction trains pushing 'to the front' with supplies. The advance
+limit of the rails is occupied by a train of long box-cars with bunks
+built within them, in which the men sleep at night and take their
+meals. Close behind this train come train loads of ties, rails,
+spikes, etc., which are thrown off to the side. A light car drawn by a
+single horse gallops up, is loaded with this material and then is off
+again to the front. Two men grasp the forward end of the rail and
+start ahead with it, the rest of the gang taking hold two by two,
+until it is clear of the car. At the word of command it is dropped
+into place, right side up, during which a similar operation has been
+going on with the rail for the other side,--thirty seconds to the rail
+for each gang, four rails to the minute. As soon as a car is unloaded,
+it is tipped over to permit another to pass it to the front and then
+it is righted again and hustled back for another load.
+
+"Close behind the track-layers comes the gaugers, then the spikers and
+bolters. Three strokes to the spike, ten spikes to the rail, four
+hundred rails to the mile. Quick work you say,--but the fellows on the
+Union Pacific are tremendously in earnest."
+
+Or as another writer has it, "We witnessed here the fabulous speed
+with which the line was built. Through the two or three hundred miles
+beyond were scattered ten to fifteen thousand men (?) in great gangs
+preparing the road-bed with plows, scrapers, shovels, picks, and
+carts, and among the rocks, with drills and powder were doing the
+grading as rapidly as men could stand and move with their tools. Long
+trains brought up to the end of the track, loads of ties and rails the
+former were transferred to teams and sent one or two miles ahead and
+put in place on the grade, then spikes and rails were reloaded on
+platform cars and pushed up to the last previously laid rail and with
+an automatic movement and celerity that was wonderful, practiced hands
+dropped the fresh rails one after another on the ties exactly in line.
+Hugh sledges sent the spikes home,--the car rolled on and the
+operation was repeated; while every few minutes the long heavy train
+behind sent out a puff of smoke from its locomotive and caught up with
+its load of material the advancing work. The only limit to the
+rapidity with which the track could thus be laid was the power of the
+road behind to bring forward material."
+
+The above description applies to the later period of construction,
+when the forces had become thoroughly organized and the work
+systematized. The following table shows the rate of construction:
+
+  Ground broken at Omaha                       December 2nd, 1863.
+  Work commenced at Omaha                      Spring, 1864.
+    11 Miles completed to Gilmore              September 25th, 1865.
+    40 Miles completed to Valley               December 31st, 1865.
+    47 Miles completed to Fremont              January 24th, 1866.
+    50 Miles completed                         March 13th, 1866.
+   100 Miles completed                         June 2nd, 1866.
+   247 Miles completed to the 100th Meridian   October 5th, 1866.
+   305 Miles completed                         December 31st, 1866.
+   414 Miles completed to Sidney, Wyo.         August, 1867.
+   516 Miles completed to Cheyenne, Wyo.       November 13th, 1867.
+   573 Miles completed to Laramie, Wyo.        May 9th, 1868.
+   745 Miles completed                         December 31st, 1868.
+  1033 Miles completed to Ogden, Utah          March 8th, 1869.
+  1086 Miles completed:
+        To Promontory, Utah                    April 28th, 1869.
+        Formal connection made                 May 10, 1869.
+        Regular train service commenced        July 15th, 1869.
+  Completed according to Judicial decision     November 6th, 1869.
+
+The progress made was daily wired East and published in the principal
+newspapers. Thus in the "Chicago Tribune" items such as "One and
+nine-tenth miles of track laid yesterday on the Union Pacific
+Railroad" appeared in every issue.
+
+During the construction of the line, headquarters were established at
+different points at the front, which were used as a basis of
+operations for the construction of the section beyond. These places
+enjoyed a temporary boom, some of them like Jonah's Gourd to wither up
+and die away, others profiting by the start are today points of
+importance. The first of these was North Platte, Nebraska, its
+selection being caused by the delay incident to bridging the river.
+This was the terminus of the road during the fall of 1866 and up to
+June 1867. During this time it was the distributing point for all the
+country west. The mixture of railroad laborers, freighters, etc., all
+of them with more or less money, inaugurated a rough time and was the
+beginning of the wild scenes that attended the construction of the
+line. The town during the winter had a population of five thousand and
+over a thousand buildings. With the completion of the line to Sidney,
+Wyo., in June, 1867, the rough element left and established themselves
+at that point, leaving at North Platte about three hundred of the more
+sedentary law-abiding class who had determined on that point for their
+home. In moving to the front, houses were torn down, loaded on cars to
+be taken to the new site and there re-erected.
+
+When it was known that Cheyenne was to be the terminus for the winter
+of 1867-1868, there was a grand hegira of roughs, gamblers,
+prostitutes from all along the line and from the East. The population
+jumped to six thousand. Dwellings sprang up like mushrooms. They were
+of every conceivable character. Some simply holes in the ground roofed
+over, known as "dug outs," others of canvas, while some few were of
+wood and stone. Town lots were sold at fabulous prices. The only
+pastimes were gambling and drinking. Shooting scrapes with "a man for
+breakfast" were an every day occurrence, and stealing so common as to
+occasion no comment. It is said of old Colonel Murrian, the then Mayor
+of Cheyenne, that he advanced the City's script eighteen cents on the
+dollar, by inflicting a fine of ten dollars on those who "made a gun
+play" i. e. shot at any one,--and that it was his custom to add a
+quarter to the fines he inflicted, making them ten dollars and
+twenty-five cents or twenty-five dollars and twenty-five cents, with
+the explanation that his was dry work and the extra quarter was to
+cover the stimulant his arduous duties required.
+
+Such conditions brought about an uprising on the part of the more
+respectable element. Vigilance committees with "Judge Lynch" in
+command, took hold and from his Court there was neither appeal, nor
+stays. Witnesses were not held to be essential. The toughs were known
+and the judgments of the Court generally right. At least the
+defendants were not left in a condition to make complaint or appeal.
+The Vigilance Committee during the first year of its existence hung
+or shot twelve of the desperadoes, and were instrumental in sending as
+many more to the Penitentiary. The effect was to compel the tough
+element to either leave or abide by the laws and to put the decent
+element in control.
+
+The next headquarters was Benton, Wyo. In two weeks (July 1868) a city
+of three thousand inhabitants sprang up as if by the touch of
+Aladdin's Lamp. It was laid out in regular squares, divided into five
+wards, had a Mayor and Board of Aldermen, a Daily Paper and volume of
+ordinances for the City Government. It was the end of the freight and
+passenger service and the beginning of the division under
+construction. Twice a day, long trains arrived from and departed for
+the East, while stages and wagon trains connected it with points in
+Idaho, Montana, and Utah. All the passengers and goods for the West,
+came here by rail and were re-shipped to their several destinations.
+
+Twenty-three saloons paid license to the city, while dance halls and
+gambling dens were even more numerous. The great institution was the
+"Big Tent." This was a frame structure, one hundred feet long and
+forty feet wide, floored for dancing, to which and gambling it was
+entirely devoted. A visitor to the city thus described it: "One to two
+thousand men and a dozen or more women were encamped on the alkali
+plain in tents and shanties." Only a small proportion of them had
+aught to do with the road or any legitimate occupation. Restaurant and
+saloon keepers, gamblers, desperadoes of every grade, the vilest of
+men and women made up this "Hell on Wheels" as it was most aptly
+termed. Six months later, all that was left to mark the site was a few
+rock piles and half destroyed chimneys together with piles of old
+cans. The city after a tumultuous existence of only sixty days had
+"got up and pulled its freight" to the next headquarters.
+
+Green River, Bryan, Bear River City, and Wasatch were the headquarters
+successively. The first, owing to the railroad having made it the end
+of a division and located shops there, has survived; the other three
+are but memories.
+
+At Bear River City, the tough element who had been driven out of the
+different points East, congregated in large numbers, proposing to make
+a stand, it being supposed it would become a permanent town. The law
+abiding element numbered about a thousand, the toughs as many more.
+Three thugs were hung for murder, and in a reprisal the town was
+attacked on November 19th, 1868, by the tough element. They seized and
+burned the jail, then sacked and destroyed the plant of the "Frontier
+Index," a printing outfit that followed up the railroad, issuing a
+Daily Paper, and which had been particularly outspoken in its
+denunciation of the lawless element. They then proceeded to attack
+some of the stores, but were met by the townspeople and in the
+pitched battle that ensued, badly defeated. They made an undignified
+retreat, leaving fifteen of their number dead in the streets. From
+this time on the tough element fought shy of the city and with the
+extension of the road, its business left. Today there is not a thing
+to indicate that a town of four or five thousand had ever stood there.
+
+The tough element started in to make Rawlins one of the "Hells" but
+the decent element had had enough and proceeded to clean up the
+town--showing they proposed to stand no foolishness.
+
+The last of the railroad towns was Wasatch located at the eastern end
+of the longest tunnel (770 feet) on the road. In fact it was the delay
+occasioned by this work that gave rise to the town. When the line was
+put down a temporary track was built around the obstruction so as to
+permit the materials for the track beyond to reach the front. This
+place originally had a machine shop, round house and eating station
+all of which were removed to Evanston in 1870.
+
+Upon the passage of the supplementary Charter in 1864 the restriction
+confining the Central Pacific to the State of California was withdrawn
+and they were authorized to build for one hundred and fifty miles east
+of the California boundary. This latter restriction was also withdrawn
+by Congress in 1866, leaving the meeting point to be determined by the
+rapidity of the construction of the respective lines, or as the Act
+of Congress put it, they could locate, construct, and continue their
+line until it should meet the Union Pacific continuous line. With the
+experience of three years behind them and the Land Grant, Government
+Bonds and prospective earnings, not to speak of the element of pride
+ahead, the two lines entered into a race the like of which had never
+been seen. The rivalry extended from the Presidents of the respective
+Companies down to the boy who carried water to the graders. Both
+forces, justly proud of their achievements, considered themselves a
+little better than the other. One form of the rivalry was as to which
+outfit could get the greatest amount of track down in one day. The
+Union Pacific's forces led off with six miles, soon after the Central
+went them a mile better. Then seven and a half miles were put down by
+the Union Pacific; the Central Pacific forces not to be outdone
+announced they could get down ten miles inside of one working day.
+Vice-President Durant offered to wager ten thousand dollars it could
+not be done, and the Central Pacific outfit resolved it should be
+done. Waiting until there were but fourteen miles for them to lay,
+they started in and laid ten miles and two hundred feet from seven
+A.M. to seven P.M., using four thousand men in the operation. And then
+the Union Pacific outfit was mad. They claimed if they had massed
+their forces, made special preparation, etc., they could do better
+than their competitors, but they could not prove it for there was no
+more track to lay.
+
+The Central Pacific people ran their grade east of Ogden to Echo
+Canon, this when their completed line was only built to the vicinity
+of Wadsworth, Nev. The Union Pacific Railroad located their line to
+the California State line and had their graders at work as far west as
+Humboldt Wells, Nev., four hundred and sixty miles west of Ogden. This
+line west of Promontory was never built, however, and it is said that
+one million dollars was expended in this way. As it was the Central
+Pacific had their grade established some eighty miles east of
+Promontory Point, thirty miles east of Ogden, and this when the Union
+Pacific were laying their completed track within a mile of and
+parallel to their grade. The prize was so great that every nerve was
+strained on the part of both contestants as to who should push their
+track the further. The advantages were about equal. The Central
+Pacific were somewhat nearer their base of supplies, their laborers
+were the quiet, orderly, and easily managed Chinese and then they were
+in comparatively good financial shape. The Union Pacific, though
+farther from their base of supplies, were in railroad communication
+with the points of manufacture, their men, while turbulent and hard to
+control, were enthusiastic and worth three to one of the opposing
+forces. They were well paid, well housed and well fed, and were
+handled by men who had as a rule, army experience back of them and
+who certainly were "bosses" in the best and fullest sense. During the
+winter of 1868-1869 the advantage was with the Central Pacific
+Company. Their line across the Sierras was fully protected by snow
+sheds and they only met with one week's suspension of business from
+snow troubles during the whole winter, while the Union Pacific were
+blocked between Cheyenne and Green River for four long months. The
+rate of construction grew rapidly. During 1864 there were about two
+hundred men employed on the grading and track-laying. While it took
+one year to complete the first forty miles, the second year, the year
+1865, saw two hundred and sixty five miles done, over a mile a day
+working time, and this was exceeded from that on. There were about two
+thousand five hundred graders employed in 1867 in addition to four
+hundred and fifty track-layers and from this number up, until the
+completion of the road. Their forces numbered twelve thousand men and
+three thousand teams, while six hundred tons of material were placed
+daily during the spring of 1869 when the contest was at its height.
+The maximum track laid in one day, was seven and a half miles. As the
+line progressed round houses were put up at Omaha, North Platte,
+Cheyenne, Laramie, and Ogden, each having twenty stalls, and at Grand
+Island, Sidney, Rawlins, Bitter Creek, Medicine Bow and Bryan, of ten
+stalls each. These were substantial buildings of brick or stone with
+sheet-iron roofs thoroughly fire proof.
+
+In addition to the large shops at Omaha where much of the building of
+equipment was done, repair shops were built at Cheyenne and Laramie.
+
+Stations were established at an average of fourteen miles apart. The
+station buildings were built of wood and of two classes, three-fourths
+of them twenty-five by forty feet, the remaining one-fourth thirty-six
+by sixty feet. At each station water tanks were erected, surmounted by
+wind mills. Sidings three thousand feet long were located at each
+station and in some cases at points intermediate fifteen hundred feet
+long. In all there was about six per cent of the main line distance in
+side tracks.
+
+To accommodate not only the Public, but their own employees, the
+Company put up good sized hotels at North Platte, Cheyenne, Laramie
+and Rawlins.
+
+Eating houses were established at Grand Island, North Platte, Sidney,
+Cheyenne, Laramie, Rawlins, Bryan (Near Granger long ago passed out of
+existence) Wasatch (afterwards removed to Evanston) and Ogden. During
+construction days the charge for a meal was a dollar and a quarter,
+but with the opening of the road this was reduced to one dollar and
+afterwards to the present price seventy-five cents.
+
+
+
+
+CHAPTER VI.
+
+_Indian Troubles during construction._
+
+
+History of 1864-1865-1866-1867-1868 and 1869--Government Posts
+Established--Major North and His Pawnees--Ex-Soldiers Ogallala--Plum
+Creek--Sidney--Battle At Julesburg.
+
+
+The country through which the Union Pacific Railroad was built was the
+hunting grounds of the Pawnee, Sioux, Arapahoes, Crows, Blackfeet,
+Bannock, Snake and Shoshones, the first three on the plains and the
+others to the west. These were among the most warlike tribes of the
+West, and during the construction of the road they were the occasion
+of serious trouble, not to speak of the annoyance and delay as well as
+the extra expense occasioned.
+
+The following summarizes the conditions existing on the plains during
+the time the road was under construction.
+
+During the summer of 1864, the whole line of the Overland Stage from
+St. Joseph, Mo., to Salt Lake City, was subject to Indian
+depredations, so much so, that Ben Holliday, its proprietor, asked the
+Government for five soldiers at each of the stage stations, and two to
+accompany each coach. Without these, he stated, he would discontinue
+the line.
+
+The year 1865 was known as "The Bloody Year on the Plains," and its
+history is one constant account of attacks, skirmishes, depredations
+and murders by the Indians.
+
+Notwithstanding the Peace Conference at Laramie in May, the year 1866,
+was not much better and the relations between the whites and the
+Indians were kept at a fighting point, culminating in the massacre by
+the Indians at Fort Phil Kearney of eighty-one regular soldiers.
+
+The year 1867 opened with troubles all along the line. The Government
+inspectors reported "Indian depredations have caused serious
+embarrassment to the locating, construction and operation of the line.
+Constant and persistent attacks have occasioned great delay and
+expense." The Government aroused to the dangers of temporizing, pushed
+a large number of troops into the field, restored old and built many
+new posts. This, together with the ease of communication resulting
+from the rapidly extending railroad, had a deterrent effect on the
+Indians.
+
+1868 was a repetition of the preceding year. A Peace Conference at
+Fort Laramie called for April was not attended by the Indians until
+November. Numerous attacks were made by them on the whites and the
+country kept in a turmoil. During the fall there was desperate
+fighting and the army assisted by citizens soldiers punished the
+Indians as they had never been punished before, resulting in a much
+better condition of affairs during 1869 and thereafter. Nearly all the
+Indian troubles occurred on the plains and east of Cheyenne. West
+thereof, either owing to better organization on the part of the
+railroad and military, or else to the intimidation of the tribes,
+there was but little annoyance from this source.
+
+The surveying parties were as a rule accompanied by a small detachment
+of regulars and to this fact may be attributed their comparative small
+loss of life. While they lost but few of their number, still they were
+compelled to work at great disadvantage and frequently brought to a
+full stop by the presence of war parties in numbers too great to be
+ignored.
+
+They, the surveying and engineering parties, were not so strong
+numerically as the grading outfits and did not have their resources.
+The different parties not only were frequently driven in but a number
+of them were obliged to fight for their lives. The station Hilldale,
+Wyo., perpetuates the name of one engineer, Mr. Hill, who was killed
+near this place by the Indians while locating the road. Another victim
+of the Indians was Colonel Percy in charge of an engineering party on
+the preliminary survey. He was surprised by a party of them
+twenty-four miles west of Medicine Bow, Wyo.--retreating to a cabin he
+stood them off for three days, at the end of which time they managed
+to set fire to the building and when the roof fell in he was compelled
+to get out, whereupon he was attacked and killed. This took place near
+Hanna Station, Wyo., which was originally called Percy in memory of
+the Colonel.
+
+Realizing the necessity of military to protect the construction
+forces, the Government established numerous forts or posts along the
+line, viz:
+
+Fort McPherson, Neb. (originally called Cantonment McKeon, then
+Cottonwood Springs Cantonment). Established February, 1866.
+
+Fort Sedgwick, Colo., about four miles from the town of Julesburg,
+Colo.
+
+Fort Mitchell, near Scotts Bluffs, Neb., a temporary proposition
+occupied only during the construction period.
+
+Fort Morgan, Wyo., not far from Sidney, Wyo., established May, 1865,
+abandoned May, 1868.
+
+Fort D. A. Russell, near Cheyenne, Wyo., established July, 1867, still
+occupied as an army post.
+
+Fort Sanders, Wyo., near Laramie, established June, 1866.
+
+Fort Fred Steele, fifteen miles east of Rawlins, established June,
+1868.
+
+Fort Halleck, twenty-two miles west of Medicine Bow, abandoned 1866.
+
+General Sherman had prophesied that the influx of graders, teamsters,
+with their following would bring enough whiskey into the country to
+kill off all the Indians, and that the only good Indians were the dead
+ones.
+
+One of the most valuable forces during the building of the road was a
+battalion of four companies of Pawnee Indians mustered into the United
+States' service under the command of Major Frank J. North, January
+13th, 1865, this action being taken at the instance of General Custer.
+They proved most effective, notwithstanding their somewhat ludicrous
+appearance. They were furnished the regular soldiers' uniform which
+they were permitted to modify to suit their individual ideas and
+taste. As a rule their head dress was the customary Indian one of
+feathers. Their arms were the regulation carbine and revolver of the
+cavalry to which they added on their own accord, hatchet, knife,
+spear, etc., and when fighting was to be done they would strip down to
+the buff or rather the copper skin.
+
+The construction forces at this time were being annoyed by the
+Cheyennes and Sioux, both of whom were the bitter foes of the Pawnees.
+Fort Kearney was the headquarters of Major North and his Pawnees and
+their duty was to protect the construction forces while at work.
+
+As illustrating conditions existing, the following is of interest: A
+large body of Indians appeared on the scene near Julesburg, Major
+North and forty of his Pawnees started from Fort Kearney to the scene
+of the anticipated trouble. On the way he found the bodies of fourteen
+white men who had been killed by the Indians and their bodies
+mutilated beyond recognition, their scalps torn off, tongues cut out,
+legs and arms hacked off and their bodies full of arrows. On arriving
+at Julesburg, he found the place besieged. Falling on the Sioux, he
+put the whole band to fight, killing twenty-eight in the transaction.
+This party of Indians had but a few days before surprised a party of
+fourteen soldiers, killing them all. Soon after this trouble broke out
+with the Cheyennes. Major North and a party of twenty of his Pawnees
+started to look into the matter, and while out, struck a band of
+twelve Cheyennes. Taking after them, the Major was the only one who
+could get near them on account of his men's horses being tired out,
+but being better mounted, he was able to get within gun shot and
+killed one of the Cheyennes. Seeing his Pawnees were some distance in
+the rear, the whole party turned on Major North. He shot his horse,
+and using its body for a breastwork, fought the whole party, killing
+or wounding nine of them and held them at bay until his men were able
+to come up. This fight was considered one of the most daring on the
+Plains and added greatly to the fame of the Major and his Pawnees.
+After the completion of the road, Major North retired, and in company
+with W. F. Cody (Buffalo Bill) went into the cattle business near
+North Platte.
+
+As has been stated, many of the officers and men engaged on the work
+were ex-soldiers accustomed to the use of arms. The construction
+trains and in fact all of the workers were liberally supplied with
+arms, principally rifles, and it was the boast that ten minutes any
+time was long enough to transform a gang of graders or track layers
+into a battalion of infantry. Every man on the work was armed, and it
+was the custom for the graders to carry their guns to and from their
+work, keeping them stacked within easy distance while at actual work.
+
+"The front" was seldom bothered. As a rule there were too many at hand
+to make an attack attractive. It was the little detached parties or
+single individuals that were most often molested. After the rails were
+down, the trains passing to and from the front and the employees at
+the isolated stations and most especially the section gangs were in
+constant danger.
+
+Among the first serious experiences was that of a construction train
+near Ogallala, Neb. A party of Sioux decided to capture it and compel
+it to stop; they massed their ponies on the track, with the result
+that there were some twenty or more dead horses, without damage of any
+consequence to the train. The trainmen used their guns and pistols to
+good advantage, resulting in a number of the Indians being killed.
+Later on, one of the Sioux of the party, on being interviewed, said,
+"Smoke wagon, big chief, ugh, no good."
+
+At another time, the Indians succeeded in capturing a freight train
+near Plum Creek and held it and its crew in their possession.
+
+General Dodge, the Chief Engineer, with a number of men, train crew,
+discharged men, etc., was running special, returning from the front to
+Omaha when the news reached them, and to quote the General's own
+words:
+
+"They (the men on his special train) were all strangers to me. The
+excitement of the capture and the reports coming by telegraph brought
+all of them to the platform and when I called on them to fall in and
+go forward and retake the captured train, every man on the special
+went into line and by his position showed he had been a soldier. We
+ran down slowly until we came in sight of the train. I gave the order
+to deploy as skirmishers, and at the command they went forward as
+steadily and in as good order as we had seen the old soldiers climb
+the face of the Kennesaw under fire." The train was quickly
+recaptured.
+
+Another incident occurred in the same locality, four miles west of
+Plum Creek, in July, 1867. A band of Southern Cheyennes, under Chief
+Turkey Leg, took up the rails and ties over a dry ravine. It so
+happened that the train was preceded by a hand car with three section
+men--encountering the break, the car and men fell into the ravine and
+one of their men was captured and scalped. In his agony, he grabbed
+his scalp and got away in the darkness as had his two more fortunate
+companions. The engineer discovered the break by the light of his
+headlight, but not in time to stop his train, and the engine and two
+car loads of brick, immediately following it, toppled into the ravine
+with the balance of the train, box cars loaded with miscellaneous
+freight, piled up and round about. The engineer and fireman were
+caught and killed in the wreck. The conductor, discovering the
+presence of the savages, ran back and flagged the second section
+following, which was backed up to Plum Creek Station. In the morning
+the inhabitants of Plum Creek, together with the train crews, sallied
+out to give battle with the Indians, but found they had departed. From
+the cars, they had thrown out boxes and bales, taking from them
+whatever had struck their fancy. Bolts of bright colored flannels and
+calicoes had been fastened to their ponies, which streamed in the
+wind, or dragged over the prairies. Major North and his Pawnees were
+at the front scattered in small detachments between Sidney and
+Laramie; within twenty-four hours they arrived on the scene in a
+special train. Following the trail, in about ten days they fell upon
+the Cheyennes, one hundred and fifty in number, and killed fifteen,
+taking two prisoners, one of them the nephew of Turkey Leg, their
+chief.
+
+Another occurrence took place in April, 1868, near Elm Creek Station,
+a band of Sioux attacked, killed and scalped a section gang of five,
+and on the same day attacked the station of Sidney, coming out on the
+bluff above it and firing down on the town. At the time of the attack,
+two conductors were fishing in Lodge Pole Creek, a little way below
+the station; They were discovered by the Indians, who charged on them
+and shot one who fell forward as if killed. The other happened to
+have a pistol on his person with which he kept them at a distance
+until he reached the station, where he arrived with four arrows
+sticking in him and some four or five other bullet and arrow wounds,
+none of which proved serious. His companion also recovered.
+
+Another serious attack was made on a train near Ogallala Station in
+September, 1868. The ends of two opposite rails were raised so as to
+penetrate the cylinders, the engine going over into the ditch and the
+cars piling up on top of it. The fireman was caught in the wreck and
+burned to death, the engineer and forward brakeman, riding on the
+engine, escaped unhurt. The train crew and passengers being armed,
+defended the train, keeping the Indians off until a wrecking train and
+crew arrived. Word being sent to Major North, who was at Willow
+Island, with one Company of his Pawnees, he came to the scene,
+followed the Indians and overtaking them, two were killed, the balance
+escaping. The following month the same party attacked a section gang
+near Potter Station, driving them in and running off a bunch of twenty
+horses and mules. About fifteen of Major North's Pawnees started in
+pursuit, overtook and killed two and recovered the greater part of the
+stolen stock.
+
+The great battle of construction days occurred near Julesburg in July,
+1869. The regulars, under General Carr, and the Pawnees (one hundred
+and fifty); under Major North, had put in two months scouting for
+several bands of Cheyennes and Sioux that had been raiding through the
+Republican and Solomon Valleys, attacking settlements, burning houses,
+killing and scalping men, women and children and raising Cain
+generally. They ran them to earth near Summit Springs where they were
+encamped. On July 11th, they surprised and attacked the Indians who
+were under the leadership of Tall Bull, a noted Cheyenne Chief. One
+hundred and sixty warriors were slain, among them Tall Bull. He was
+seen as the attack was made, mounted upon his horse with his squaw and
+child behind him trying to escape. Being headed off, he rode into a
+draw or pocket in the side of a ravine where some fifteen other
+warriors had taken refuge. He had been riding on a very fine horse,
+this he took to the mouth of the draw and shot. He then sent his squaw
+and child out to give themselves up; this they did, the squaw
+approaching Major North with hands raised in token of submission. She
+then advised the Major there were still seven warriors alive in the
+draw, entreating that their lives be spared. As the Indians were
+shooting at every man they caught sight of, it was impossible to save
+them and they were finally shot down. Among the prisoners taken was a
+white woman who had been captured by the Indians on one of their
+raids. She had been appropriated by Tall Bull as his squaw, and when
+the village had been attacked, he had shot her and left her in his
+tepee supposedly dead. Soon after the fight commenced, she was found
+by one of the officers who, entering in the lodge, saw her in a
+sitting position with blood running down her waist. She was a German,
+unable to speak English, and up to this time had supposed the fight
+was between Indians. On realizing that white men were in the vicinity
+and thinking when he started to leave her, that she was about to be
+deserted, she clasped him around his legs and in the most pitiful
+manner, begged him by signs and with tears not to leave her to the
+savages. After the fight she was taken to Fort Sedgwick where she
+recovered, and in a few months afterwards married a soldier whose time
+had expired. During the fight the troops captured nearly six hundred
+head of horses and mules, together with an immense amount of
+miscellaneous plunder, including nineteen hundred dollars in twenty
+dollar gold pieces that had been taken from the German woman's father
+at the time he had been killed and she captured. Of this sum, nine
+hundred dollars was turned over to the woman; six hundred dollars by
+the Pawnees, and the balance by the regulars. Had the latter been as
+generous as the scouts when the appeal for its restoration was made,
+every dollar would have been returned.
+
+The above incidents are but a few out of thousands that occurred
+during the stormy construction days. They illustrate the trials and
+dangers encountered by the hardy pioneers. It was not only at "the
+front" that trouble was incurred, but after the building had
+proceeded, the section men, station employees and train crews were in
+constant danger. At the stations, it was a rule to build sod forts
+connected by underground passage with the living quarters to which
+retreat could be had in case of Indian attacks. For some time small
+squads of soldiers were stationed at every station and section house
+along the line, being quartered in sod barracks.
+
+With the completion of the road and the establishment of regular train
+service, immigration soon poured in to such an extent as to make the
+settlers numerous enough to protect themselves, and it was not long
+until "Lo," like the buffalo, was only a memory.
+
+
+
+
+CHAPTER VII.
+
+_The Builders._
+
+
+Their Material and Methods--Oakes Ames (Financier)--George Francis
+Train (Promoter)--John A. Dix (First President)--Thomas C. Durant
+(Vice President and President)--Granville M. Dodge (Chief
+Engineer)--Subordinate Officials--Casement Brothers, Track-layers,
+Mormons--Materials Used--Their Source--Methods.
+
+
+At Sherman Station, the highest point on the Union Pacific Railroad,
+stands a monument some sixty feet square and about the same height,
+bearing the simple legend, "In Memory of Oakes Ames and Oliver Ames."
+This was erected in compliance with a resolution passed at the meeting
+of the Company's stockholders held in Boston, March 10th, 1875, which
+read as follows, "Resolved that in memory of Oakes Ames and in
+recognition of his services in the construction of the Union Pacific
+Railroad to which he devoted his means and his best energies with a
+courage, fidelity, and integrity unsurpassed in the history of
+railroad construction, the directors (of this Company) are requested
+to take measure in co-operation with such friends as may desire to
+contribute, for the erection at some point in the line of the road,
+of a suitable and permanent monument." (By the recent shortening of
+the line this monument has been left some three miles away from the
+present track. Its removal to Cheyenne Depot Grounds or some other
+equally prominent position is under consideration.)
+
+Oliver Ames was born at North Easton, Mass., January 10th, 1804; he
+passed his youth and early manhood assisting his father in the work of
+a farmer and later of manufacturing shovels, attending during the
+winter a country school. Serving first as apprentice, then foreman, he
+was in due time taken into partnership with his father to whose
+business he succeeded.
+
+From twenty thousand dozen shovels turned out in 1845, their output
+increased to one hundred and twenty-five thousand dozens in 1870. A
+tireless worker dispensing with clerk or bookkeeper, his accounts were
+kept in his head. Over six feet in height, weighing over two hundred
+pounds, broad shouldered and massive in built. Elected to Congress in
+1860 where he was kept until 1872. Becoming associated with the Union
+Pacific in 1865, at the time when the enterprise was languishing for
+lack of funds and it seemed almost hopeless. His attention was first
+directed in that channel by his duties as a member of the House
+Committee of Railroads in 1865. He was then a man of considerable
+means, recognized as an authority on business matters, and he enjoyed
+the confidence of President Lincoln and other prominent men of that
+day to a marked degree. In fact, it was at the urgent solicitation of
+the President that he undertook the almost hopeless task of
+financiering the construction of the road.
+
+Entering into the undertaking with all of his energy and means, using
+his influence and persuasive powers with his fellow capitalists, he
+was able to raise by various means, the necessary funds for the
+construction of the line. Among others who took stock in the Company
+and Credit Mobilier were a number of public men, including
+Vice-President Colfax, Speaker James G. Blaine, James A. Garfield,
+afterwards President, and others of that ilk. The cry of corruption
+and bribery was raised in the campaign of 1872, resulting in
+investigation by Congressional Committees and a trial by the House,
+which rendered a very remarkable verdict, censuring Mr. Ames for
+having induced members of Congress to invest in the stock of a
+corporation in which he was interested and whose interests depended on
+legislation of Congress--but with the further finding on the part of
+the House Committee that no one had been wronged--that the Congressmen
+in question had paid him what the stock cost him and no more--that he
+had neither offered nor suggested a bribe--that their object in taking
+the stock originally was a profitable investment, and at the time no
+further action at the hands of Congress was desired.
+
+Leaving Congress at the end of ten years' service, in 1872; he died
+from the effects of pneumonia during May, 1873, universally respected
+and esteemed, and the one man above all others who by financiering the
+proposition, was entitled to a monument at the hands of the
+stockholders of the Union Pacific Railroad. The following remarks made
+by him in regard to the road, at a time of apparently hopeless
+financial stringency, indicate quite clearly the character of the man
+and his views of the work:
+
+"Go ahead; the work shall not stop if it takes the shovel shop. What
+makes me hold on is the faith of you soldiers," referring to the
+opinions held by the ex-soldiers employed on the construction. Or
+again, when it became evident that either the Ames' or the Railroad
+Company would have to go to the wall, "Save the credit of the road--I
+will fail."
+
+George Francis Train may well be considered as the promoter of the
+Union Pacific Railroad. In season and out. Before Congressional
+Committees, public meetings, or to the unfortunate individual whom he
+succeeded in buttonholing "the Union Pacific Railroad," was the
+subject of endless oratory. In no small degree was he responsible for
+the opinion, "The road should and must be built," that became
+prevalent in 1860-1864, and which resulted in the action of Congress
+looking to the construction of the line. He was prominent in its
+affairs and largely instrumental in the formation of the Credit
+Mobilier.
+
+As to the man himself, he was a genius, if, as a celebrated writer
+has said, "Genius is a form of insanity." A contemporaneous writer
+(George D. Prentice) thus describes him:
+
+"A locomotive that has run off the track, turned upside down and its
+wheels making a thousand revolutions a minute. A kite in the air
+without a tail. A ship without a rudder. A clock without hands. A
+sermon that is all text; the incarnation of gab. Handsome, vivacious,
+versatile, muscular, neat, clean to the marrow. A judge of the effect
+of clothes, frugal in food and regular only in habits. With brains
+enough in his head for twenty men all pulling different ways. A man
+not bad--a practical joke in earnest."
+
+Among his many undertakings were the Freeing of Ireland, Candidacy for
+the Presidency, Woman's Suffrage, Circumnavigation of the world. As
+illustrative of his character the following incident is apropos: While
+publishing a newspaper in England he was assessed a small fine,
+failing to pay which he was put in jail, where he preached to the
+prisoners on the rights of man and attacked the monarchy. The day
+following the authorities freed him on the ground that he was
+demoralizing the prisoners. Time has dealt lightly with him, and no
+one can read of his latter days--his brilliancy all eclipsed--a
+recluse except for his love and companionship for children--unmoved.
+In his day he was a power and in no small degree did he contribute to
+the living monument of great men--The Union Pacific Railroad.
+
+The first President of the Company, Major General John A. Dix, was
+selected for the universal respect in which he was held. Secretary of
+the Treasury in 1861, resigning to go as general in the Union Army, he
+was the one man who it was felt would command confidence in the early
+days of the proposition, when the promoters had not as yet an
+opportunity to gain the respect of the financial world or of Congress.
+It was understood that he would not be able to devote his entire time
+or attention to the proposition, being in the Army at the time of his
+election. Still in no small degree did he contribute to its success.
+Appointed Minister to France in 1866, his absence from the United
+States made necessary his retirement. On his return in 1869, he was
+elected Governor of New York; and died greatly honored on April 21st,
+1879.
+
+The man who built the road was Thomas C. Durant. During the whole of
+its construction he was the man in control. He was Vice President and
+General Manager, with headquarters at Omaha; from the day ground was
+broken until the line was finished. He had been connected with several
+of the Iowa Lines previous to the commencement of work on the Union
+Pacific Railroad, mostly as contractor. As an organizer and director
+he was unsurpassed. In all the accounts of matters affecting the Union
+Pacific Railroad--hearings before Congress, Opening Ceremonies,
+Excursions given, appointment of officials and completion ceremonies,
+his name appears. He made enemies as do all strong men, and he also
+disagreed with his associates as to the best methods to pursue--still,
+he built the road, and after the man who persuaded the public it was
+necessary and the one who found the funds, he it is who is entitled to
+credit. Mr Durant severed his official connections with the road May
+24, 1869, shortly after its completion, remaining, however, its
+largest stockholder.
+
+The surveying and actual work of construction of the Union Pacific was
+done under the direction of General Granville M. Dodge. From 1854 to
+1860 General Dodge was engaged in preliminary surveys for the Pacific
+Railroad, under governmental auspices. Entering the Union Army he
+reached the grade of Major General and at the close of the war entered
+the service of the Union Pacific Railroad Company as General
+Superintendent and Chief Engineer. To his ability and knowledge was
+due the location of the line and the rapidity with which the work was
+done. The General is still living--is in active service--having,
+during the last thirty years been connected with construction of many
+of the important railroads of the West, among them the Texas and
+Pacific Railway, Missouri, Kansas and Texas, International and Great
+Northern and Fort Worth and Denver City. He had been President of the
+Missouri, Kansas & Texas Railway; St. Louis, Des Moines and Northern
+Railway, Fort Worth and Denver City Railway, etc.
+
+Peter A. Dey was the first engineer of the line, but left in 1864. He
+was not able to accept the methods of enormous expenditures the
+Company and the Credit Mobilier were adopting and retired on the
+ground that the Hoxie contract was made against his recommendation.
+
+Colonel Silas Seymour was Consulting Engineer of the line during
+1865-1866 and 1867, leaving it to enter the service of the Kansas
+Pacific Railway.
+
+H. M. Hoxie was first in charge of Council-Bluffs-Omaha Ferry, then of
+the steamboats carrying construction material on the Missouri River,
+later Assistant General Superintendent, earning for himself the title
+of "The Ubiquitous." He died in 1866, while holding the position of
+Vice President and General Manager of the Missouri Pacific Railway.
+
+S. B. Reed, Superintendent of Construction, was the man who had the
+handling of the forces at the front. He it was who ran the
+construction trains--fought the Indians and the toughs and bore the
+heat and burden of the day. He also made the surveys and located the
+line between Salt Lake Valley and Green River.
+
+P. T. Brown, Assistant Engineer, was in charge of the advance survey
+under the direction of General Dodge and also located the line from
+the "foot of the Black Hills" to Julesburg.
+
+James A. Evans was Division Engineer and in that capacity made many of
+the profiles, plats and estimates and final surveys. Also made the
+final surveys and location between Green River and the foot of the
+Black Hills.
+
+D. B. Warren was Superintendent Utah Division; Colonel Hopper,
+Superintendent Laramie Division; L. H. Eicholtz, Engineer of Bridges
+and Buildings, and General Ledlie, Bridge Builder.
+
+Among others to whom credit is due is Brigham Young, the then head
+(President) of the Mormon Church, and other prominent Mormons. The
+contract for grading from the head of Echo Canon to Ogden, known as
+"the hundred mile job," costing two and a half million dollars, was
+taken by President Young personally, and by him sublet in part to
+Bishop John Sharp and Joseph A. Young, the President's eldest son.
+They employed between five and six hundred men and the amount of their
+contract was about one million dollars. Other subcontractors were
+Apostle John Taylor, George Thatcher, Brigham Young, Jr., etc.
+President Young is said to have cleared about eight hundred thousand
+dollars out of this contract. East of his section the grading was done
+by Joseph F. Nounnan & Company, Gentile bankers of Salt Lake City, who
+sublet it to the Mormons. West of President Young's section the
+grading was done by Sharp & Young, the same parties mentioned above as
+subcontractors under President Young. It was conceded that the Mormons
+carried out their contracts not only to the letter, but in the spirit.
+Doing some of the best work on the line.
+
+The track laying proper was done by General J. S. (Jack) Casement and
+his brother, D. T. (Dan), with Captain Clayton as their
+Superintendent. They had in their employ as high as two thousand men
+at one time and worked under a contract that gave them a substantial
+bonus for all track laid in excess of two miles a day, as well as made
+them allowance for idle time occasioned by their being unable to work
+on account of the grade not being ready for them. Thus they were to
+receive eight hundred dollars per mile of track laid if two miles or
+less was laid in a day. If they laid over two miles in one day they
+were to receive twelve hundred dollars per mile, and for time they
+were idle waiting for the grade they were to receive three thousand
+dollars per day.
+
+Many other names should be mentioned here and would did space permit,
+but will have to be omitted.
+
+The men who built the Union Pacific Railroad are entitled to great
+credit and praise. They made money, much money out of the project, but
+they were entitled to it. Their success brought in its train the usual
+consequences, they have been accused of almost every crime in the
+calendar, assailed by the press, investigated by Congress, and sued by
+their less fortunate associates. Their achievement speaks for them
+louder than words and they can leave their reputations to history for
+vindication.
+
+The line was originally laid with fifty pound iron from the mills of
+Pennsylvania for four hundred and forty miles and with fifty-six
+pound iron west of there. As has been mentioned before, the first
+section was laid with cottonwood ties of local growth, treated by the
+burnettizing process, which was erroneously supposed would prevent
+decay. West of there hard wood ties from the East were used, some of
+them coming from far away Pennsylvania, and costing the Company two
+dollars and fifty cents laid down in Omaha. For the mountain section,
+ties of local growth were largely and satisfactorily used. The basis
+was twenty-four hundred ties to the mile on the plains, twenty-six
+hundred and forty through the mountains, and twenty-five hundred west
+of Laramie.
+
+The lumber for bridges and building came from Minnesota and Wisconsin,
+excepting in the far West, where native lumber was used.
+
+The grading was done to a very large extent by manual labor. It was
+before the day of the steam shovel or air drill. Pick and shovel and
+wheelbarrow reinforced by teams and scrapers were the means used,
+excepting where rock was encountered and then hand drills and black
+powder and occasionally nitro-glycerine were relied upon to quarry the
+rock which was very much in demand for masonry work.
+
+The graders worked as much as two hundred miles ahead of the track.
+They were housed in tents, and all supplies for their sustenance and
+material used by them were necessarily hauled from the several
+terminal points. This resulted in the employment of a good sized army
+of teamsters and freighters. In the buffalo they had a food that,
+while cheap, was of the first order, and the number thus utilized was
+away up in the thousands.
+
+No pretense was made to ballast the track, as the construction work
+was done. The ties were laid on the grade with just enough dirt on
+them to keep them in place. Speedy construction was considered of the
+first importance and then the ballasting could be done much cheaper
+after the track was down.
+
+To a very great extent temporary trestles of timber were used, to be
+replaced later by more permanent culverts of stone. In some places
+where the piles were thus replaced by masonry, it was necessary to
+tear out the stone and put in piles again. The heavy freshets proved
+more than the culverts could carry off, and besides the stone work
+would wash out much quicker than did piles.
+
+The bridges were mostly Howe wooden truss uncovered, with stone or
+wooden abuttments. Where the span was short, wooden trestles on piles
+were used.
+
+One reason for deferring the masonry work as well as the ballasting
+was the inability to handle the necessary supplies. Every engine and
+all the equipment were kept in constant use hauling construction
+material to the front.
+
+Notwithstanding what, to the contractor of today, would seem
+antiquated and expensive methods, the work progressed and made headway
+to an extent that has never since been equalled. It was the immense
+army, as high as twelve thousand men at times, that enabled this to be
+the case. One-fifth the number of men with modern methods and
+labor-saving devices would have been equally efficious.
+
+The expense of hauling water and supplies for the army of men was
+enormous. The statement has been made that this cost more than it did
+to do the actual grading.
+
+The great bugaboo of the day was the question of operating the line
+during the winter season, it being the general impression that the
+snow fall was so great through the Rocky Mountain region as to render
+it impossible to keep the line open. To ascertain the facts in regard
+to this as well as to obtain data as to the best method of overcoming
+the same, engineers were stationed at points where it was anticipated
+there would be trouble. For three winters they were kept in tents and
+dug outs to obtain information on this point, and on the spring and
+winter freshets which it was anticipated would be a source of great
+annoyance.
+
+
+
+
+CHAPTER VIII.
+
+_Completion of the Line._
+
+
+Connection Made Between Union and Central Pacific Railroads May 9th,
+1869--Ceremonies at Promontory May 10th, 1869--Celebrations in New
+York, Philadelphia, Chicago, Omaha, Salt Lake City and San Francisco.
+
+
+By the terms of the supplementary Charter of 1864, a great incentive
+was given the two Companies, the Union Pacific Railroad and the
+Central Pacific Railroad to get down as great a mileage as possible.
+In addition to the Government grant of Land and Bonds based on
+mileage, there was the traffic of the Mormon country and Salt Lake
+City at stake. Besides this, it was readily seen that the line having
+the greatest haul would be correspondingly benefitted when it came to
+subdividing earnings on trans-continental business. With these for
+incentive, both Companies put forth every effort to cover the ground.
+In the early part of 1869, rails of each Company were going down from
+six to ten miles a day. Records in track-laying were made then that
+have never been broken. Near Promontory a sign is still standing to
+announce "Ten miles of track laid in one day." Actual figures are not
+obtainable, but reliable contemporaries at that time stated there were
+twenty-five thousand men employed on the construction work of the two
+lines, as well as six thousand teams and two hundred construction
+trains. Both Companies were anxious to establish point of advantage
+that they could use in the controversy that was inevitable and which
+would determine the mileage and territory each was to enjoy. On April
+29th, nine and a half miles remained unfinished. Three and a half for
+the Central Pacific Railroad, they having laid ten miles the day
+before, and six miles for the Union Pacific Railroad, the latter being
+the ascent of Promontory Hill and including a stiff bit of rock work.
+When the two tracks came together, the Central Pacific Railroad had
+nearly sixty miles of grading done parallel to the Union Pacific
+Railroad track--that is from Promontory east to the mouth of Weber
+Canon, while the Union Pacific Railroad had located their line to the
+California State line and most of the grading was done as far west as
+Humboldt Wells, Nev., four hundred and fifty miles from Ogden.
+
+As stated the two tracks were brought together at Promontory on May
+9th, 1869, but two rail lengths were kept open until the questions at
+issue were adjusted and also until a suitable program could be
+arranged for celebrating the event. Everything satisfactorily
+arranged, Monday, the 10th of May, 1869, was set for the ceremonies.
+
+The Central Pacific Railroad completed their track up to Promontory
+May 1st. It was the intention to have the opening ceremonies on
+Saturday, May 8th, and the Central Pacific officials were on hand for
+that purpose. The Union Pacific party coming west were delayed some
+forty-eight hours at Piedmont by a gang of graders and track-layers,
+who not having received their wages side tracked the special train
+with Vice-President Durant and his party, holding them as hostages
+until the Company had paid over to the contractor some two hundred and
+fifty thousand dollars due him and which he in turn distributed among
+his men.
+
+As early as 8:00 A.M. on the 10th, the spectators, mostly workmen of
+the respective companies, or other citizens of the railway camps
+commenced to arrive. At 8:45 a special over the Central Pacific
+Railroad came in with a large number of passengers. At 9:00 the Union
+Pacific Railroad contingent arrived in two trains and at 11:00 the
+Central Pacific Railroad's second train, carrying President Stanford
+and other officers of that Company, and their guests completing the
+party. In all there were about eleven hundred persons present,
+including a detachment of the 21st United States Infantry, and its
+band from Fort Douglass, Utah.
+
+The Chinese laborers of the Central Pacific Railroad soon leveled the
+gap preparatory to putting down the ties and all but one rail length
+was finished. Then Engines Number 119 of the Union Pacific Railroad
+and No. 60 the "Jupiter" of the Central Pacific Railroad were brought
+up to either side of the gap. These engines were gaily decorated with
+flags and evergreens in honor of the occasion. A suitable prayer was
+offered by Rev. Dr. Todd, of Pittsfield, Mass. The remaining ties were
+then laid, the last one being of California Laurel finely polished and
+ornamented with a silver plate bearing the inscription "The last tie
+laid on the Pacific Railroad, May 10th, 1869", with the names of the
+directors of the Central Pacific Railroad and that of the donor. This
+tie was put in position by Superintendents Reed of the Union Pacific
+Railroad and Strawbridge of the Central Pacific Railroad, and was
+taken up after the ceremonies and has since that time been on
+exhibition in the Superintendent's office of the Southern Pacific
+Company at Sacramento, (Cal.) Depot.
+
+For the closing act, California presented a spike of gold; Nevada one
+of silver; Arizona one of combined iron, gold and silver; and the
+Pacific Union Express Company, a silver maul. At twelve noon at a
+given signal, Governor Stanford on the South side of the rail and
+Vice-President Durant on the north, struck the spikes driving them
+home.
+
+The two engines were then moved up until they touched and a bottle of
+wine poured over the last rail as a libation. The trains of the
+respective roads were then run over the connecting link and back to
+their own lines. Speeches and a banquet closed the occasion.
+
+In the Crocker Art Gallery in Sacramento hangs a large oil painting of
+the meeting of the two engines. The artist having inserted actual
+portraits of many of the more prominent officials of the two lines who
+participated in the ceremonies.
+
+By previous arrangement, the strokes on the final spikes were to be
+signaled over all the wires of the several telegraph companies through
+the United States, business being suspended for this purpose. First
+the message was sent over the wires "Almost ready. Hats off; prayer is
+being offered." Then "We have got done praying; the spike is about to
+be presented." Seven minutes later "All ready now; the spike will soon
+be driven." The signal will be three dots for the commencement of the
+blows. Connection being made between the hammers and the wires, the
+blows on the spikes were flashed over practically the whole telegraph
+system of the United States. At 2:47 P.M. Washington time, 12 M.
+Promontory local time, came the signal "Done" and the bells of
+Washington, New York, Chicago, San Francisco, and hundreds of other
+cities and towns announced that the American continent had been
+spanned, that through rail communication was established, never to be
+broken, that the Union Pacific Railroad was completed.
+
+The formal announcement to President Grant and through the Press
+Associations to every inhabitant of the civilized world, was couched
+in the following language:
+
+  Promontory Summit, Utah, May 10th, 1869.
+
+"The last rail is laid, the last spike driven. The Pacific Railroad is
+completed. The point of junction is ten hundred and eighty-six miles
+west of the Missouri River and six hundred and ninety miles east of
+Sacramento City."
+
+               Leland Stanford, Central Pacific Railroad.
+               T. C. Durant,
+               Sidney Dillon,
+               John Duff, Union Pacific Railroad.
+
+No sooner were the ceremonies complete than there was a rush made to
+obtain souvenirs. In ignorance of the fact that the "Last Tie" had
+been taken up and an ordinary one substituted, the relic hunters
+carried off the substitute piecemeal. In fact some half dozen "last
+ties" were so taken in the first six months after the roads were
+completed.
+
+An odd coincidence occurred at the closing ceremonies. The rail on the
+east was brought forward by the Union Pacific laborers--Europeans,
+that on the west by Chinese, both gangs having Americans as bosses.
+Consequently here were Europe, Asia, and America joining in the work,
+the Americans dominating.
+
+Next morning the Union Pacific Railroad brought in from the East half
+a dozen passenger coaches for the Central Pacific Railroad, these
+being attached to the special train of Governor Stanford when he was
+returning to California, constituting the first through equipment.
+
+All over the land the different cities vied with one another in
+celebrating the event--which it was truly felt marked the beginning of
+a new epoch in the history of the United States.
+
+New York City celebrated with the "Te Deum" being sung in "Trinity,"
+the chimes ringing out "Old Hundred" (Praise God from whom all
+blessings flow), and a salute of a hundred guns fired by order of the
+Mayor.
+
+Philadelphia rang "Liberty Bell" and all fire alarm bells.
+
+Chicago had a parade four miles long, the City being lavishly
+decorated, and Vice-President Colfax speaking in the evening.
+
+Omaha had the biggest day in its history: a hundred guns when the news
+came. A procession embracing every able-bodied man in the town, in the
+afternoon. Speeches, pyrotechnics, and illuminations in the evening.
+
+At Salt Lake the Mormons and Gentiles held a love feast in the
+Tabernacle and decided to build a few railroads for themselves.
+
+San Francisco could not wait until the 10th. They started the evening
+of the 8th, when it was announced at the theaters the two roads had
+met, and it took two good solid days of celebrating to satisfy the
+people of that town.
+
+It was rightly felt that the completion of the line was an event in
+the history of our country. It marked the progress of the West, united
+the Pacific Coast population with that of the East. It was the
+commencement of the end of the Indian troubles--assured the settlement
+of the West, and the development of its mines and other resources.
+
+There has been but three general celebrations held in this country
+over works of public improvement viz: the Erie Canal, Atlantic Cable,
+and the Pacific Railroad. Of the three the latter was by far the more
+general.
+
+The Poem by Bret Harte on this event is reproduced below:
+
+    What the Engines Said.
+
+  What was it the engines said,
+  Pilots touching head to head.
+  Facing on the single track,
+  Half a world behind each back.
+  This is what the engines said,
+  Unreported and unread.
+
+  With a prefatory screech,
+  In a florid Western speech,
+  Said the engine from the West,
+  "I am from Sierra's crest,
+  And if Altitudes' a test,
+  Why I reckon its confessed,
+  That I've done my level best."
+  "Said the engine from the East,
+  They who work best, talk the least,
+  Suppose you whistle down your brakes,
+  What you're done is no great shakes.
+  Pretty fair, but let our meeting,
+  Be a different kind of greeting,
+  Let these folks with champagne stuffing,
+  Not the engines do the puffing.
+
+  "Listen where Atlanta beats,
+  Shores of-snow and summer heats.
+  Where the Indian Autumn skies
+  Paint the woods with wampum dyes.
+  I have chased the flying sun,
+  Seeing all that he looked upon,
+  Blessing all that he blest.
+  Nursing in my iron-breast;
+  All his vivifying heat.
+  All his clouds about my crest
+  And before my flying feet
+  Every shadow must retreat."
+
+  Said the Western Engine, "phew!"
+  And a long whistle blew,
+  "Come now, really that's the oddest
+  Talk for one so modest.
+  You brag of your East, you do,
+  Why, I bring the East to you.
+  All the Orient, all Cathay
+  Find me through the shortest way
+  And the sun you follow here
+  Rises in my hemisphere.
+  Really if one must be rude,
+  Length, my friend, ain't longitude."
+
+  Said the Union, "don't reflect, or
+  I'll run over some director,"
+  Said the Central, "I'm Pacific
+  But when riled, I'm quite terrific,
+  Yet today we shall not quarrel
+  Just to show these folks this moral
+  How two engines In their vision
+  Once have met without collision."
+  That is what the engines said;
+  Unreported and unread,
+  Spoken slightly through the nose
+  With a whistle at the close.'
+
+The first through train reached Omaha May 6th, arriving in two
+sections and bringing about five hundred passengers.
+
+Although through trains were on regular schedule commencing with May
+11th, it was not until November 6th, 1869, that the road was actually
+completed (according to Judicial decision.) Congress to make sure of
+the fact, authorized the President by resolution passed April 10th,
+1869, to appoint a board of five "eminent" citizens to examine and
+report on the condition of the road and what would be required to
+bring it up to first class condition. This board duly reported in
+October, 1869, that the line was all right, but that a million and a
+half could be spent to advantage in ballasting, terminal facilities,
+depots, equipment, etc. On the strength of which the wise-acres
+decided the road could not be considered complete and withheld a
+million dollars worth of bonds due under the charter act. It was
+October 1st, 1874, before the fact that the line was actually
+completed sifted through departmental red tape, and the Secretary of
+Interior on the further report of "three eminent citizens" discovered
+that the road had been completed November 6th, 1869 as reported by the
+previous board of five, and further that the total cost of the line
+had been one hundred and fifteen million, two hundred and fourteen
+thousand, five hundred and eighty-seven dollars and seventy-nine
+cents, as shown by the books of the Company.
+
+For a while business was interchanged at Promontory, but it was but a
+short time until the two Companies got together and an agreement was
+reached by which Ogden should be the terminus, and that the Central
+Pacific Railroad Company should purchase at cost price two million,
+six hundred and ninety-eight thousand, six hundred and twenty dollars
+the line from a point five miles west of Ogden to the connection at
+Promontory. This five miles was subsequently sold to the Central
+Pacific Railroad. This arrangement was as the West puts it "clinched"
+by a Resolution of Congress, making Ogden the terminus.
+
+
+
+
+CHAPTER IX.
+
+_The Kansas Division (Kansas Pacific Railway.)_
+
+
+Conflicting Interest on Location--Leavenworth, Pawnee and Western
+Chartered By Kansas--Plans to Connect With the Union Pacific at the
+Hundredth Meridian--Supplementary Charter 1864--San Diego Or
+Denver--Construction Work--Indian Troubles--Receiverships--Consolidation
+With the Union Pacific.
+
+
+At the time Congress passed the Pacific Railroad Bill in 1862 there
+were three conflicting interests contending as to the location. First
+that in favor of the Northern (now the Northern Pacific) Route, second
+the Central, and third that in favor of the Missouri-Kansas location.
+The Northern interest had not developed to a sufficient extent to cut
+much figure, only having the support of Minnesota, Wisconsin and
+Michigan. The Central Route was backed by Chicago and the railroad
+interests centering there. The Missouri-Kansas Route had the support
+of St. Louis and the territory tributary thereto. The last two were
+sufficiently persistent to have both of them recognized. Accordingly
+the Charter called for the one line commencing at the hundredth
+Meridian and running west with branches of feeders reaching that
+point, one from Omaha (Iowa Branch, Union Pacific Railroad), one from
+Sioux City (to be known as the Sioux City Branch, Union Pacific
+Railroad), one from St. Joseph or Atchison (to be built by the
+Hannibal and St. Joseph Railroad, later known as the Central Branch,
+Union Pacific Railway, Eastern Division and then the Kansas Pacific
+Railway); this latter in connection with the Pacific Railroad of
+Missouri from St. Louis to Kansas City to be the St. Louis line.
+
+The Pacific Railroad Bill of 1862 read, "The Leavenworth, Pawnee, and
+Western Railroad Company of Kansas are hereby authorized to construct
+a railroad from the Missouri River at the mouth at the Kansas River
+where it should connect with the Pacific Railroad of Missouri (now the
+Missouri Pacific Railroad) to the hundredth Meridian of longitude upon
+the same terms and conditions as applied to the construction of the
+Pacific Railroad which it was to meet and connect with at the meridian
+point named." Through Kansas it was to be located so as to make
+connections with the several railroads through Iowa and Missouri,
+provided it could be done without deviating from the general direction
+of the whole line to the Pacific Coast. It further specified that two
+hundred miles should be built within the first two years and one
+hundred miles a year thereafter, and after finishing their own line
+they could unite on equal terms with the Union Pacific Railroad
+Company in the construction of the latter's line west of the
+hundredth-Meridian. This gave them the alternate sections of land
+within five miles on either side and United States Bonds to the amount
+of sixteen thousand dollars per mile,--similar to the aid extended the
+Union Pacific Railroad Company by the Government.
+
+The Leavenworth, Pawnee and Western Railroad Company had been
+incorporated by the legislature of the state of Kansas in 1855, and
+was organized in January, 1857, but nothing was done of any
+consequence under its state Charter. The Company was re-organized
+June, 1863, and changed its name to harmonize with the Act of Congress
+to "Union Pacific Railway, Eastern Division." Under its state Charter
+it was to have extended from Leavenworth, Kan., on the East to Pawnee,
+Kan. (Fort Riley) on the West, with the privilege of building on west
+to the Kansas State line,--the state charter not permitting work
+outside of the Kansas boundaries.
+
+Ground was broken on the line at Wyandotte, Kan., the state line
+between Kansas and Missouri, in August, 1863. Active grading commenced
+at Wyandotte, September 1st, 1863. The contract for the construction
+was first let by the Leavenworth, Pawnee, and Western Railroad Company
+to Ross, Steele and Company, but before they got down to actual work
+the Company had been re-organized as the Union Pacific Railway,
+Eastern Division, and had changed hands. The work was begun by Samuel
+Hallett who had been very prominent in promoting the latter Company,
+the contract being in the name of Hallett and Fremont. The Fremont
+being the erstwhile candidate for the Presidency of the United States.
+He is best known today as "The Pathfinder," from his several exploring
+expeditions between the Mississippi Valley and the Pacific Ocean.
+Fremont had been identified with the idea of a railroad to the Pacific
+in the interest of St. Louis, Mo. He, however, did not continue as one
+of the contractors but withdrew. It was a time of bitter feeling over
+the Slavery Question. Missouri was "Pro Slavery," Kansas "Free Soil."
+Hallett inaugurated his work by planting a post inscribed on the
+Missouri side "Slavery," and on the Kansas side "Freedom." Mr. Hallett
+was assassinated on the streets of Wyandotte, July 27th, 1864. An
+employee named Talbot had surreptitiously written the Secretary of the
+Interior in regard to the work not being up to requirements, more
+especially that the buildings were simply makeshifts put up to evade
+the law, etc. Through this and other complaints the Government refused
+to accept the first section of forty miles and withheld the bonds and
+land grants that Congress had granted. Hallett on his trips to
+Washington became aware of Talbot's action, and on his return called
+him to task with the result that Talbot shot him from a doorway as he
+was returning to his work from his midday lunch. After Hallett's death
+the work passed into the hands of St. Louis parties with John D. Perry
+as Director.
+
+Under the Supplementary Pacific Railroad Bill of 1864, the conditions
+as far as the Union Pacific Railroad--Eastern Division as it was then
+called, were materially improved. It was authorized to connect with
+the Union Pacific Railroad at any point deemed desirable, but no more
+bonds or land grants were to be given than if connection were made as
+originally contemplated at the hundredth Meridian. It was also given
+the option of building from the mouth of the Kansas River to
+Leavenworth thence west, or of building directly west with a branch
+from Leavenworth connecting with the main line at Lawrence, but in the
+latter case no bonds or land grant would be given account the branch
+line mileage. Another feature of the Bill was permission to build on
+west to a connection with the Central Pacific Railroad, provided when
+it, the Union Pacific Railroad--Eastern Division reached the hundredth
+Meridian, the Union Pacific Railroad proper was not proceeding with
+the construction of its line in good faith. The Company under the
+discretion granted them elected to abandon the junction with the Union
+Pacific Railroad at the hundredth Meridian and to build directly West.
+The Company proceeded to explore the country South and West in search
+of a practicable route to the Pacific, which being found they then
+went further and had the several routes thoroughly surveyed. In their
+investigations they had four thousand four hundred and sixty-four
+miles chained and leveled. The most extensive survey on record.
+
+Careful surveys demonstrated that the distance to the point of
+connection with the Union Pacific Railroad would have been three
+hundred and ninety-four miles from Kansas City, and this much of the
+line--Kansas City to Pond Creek, Kan.--was bonded-aided and land
+grant, the Government aid amounting to six million three hundred and
+two thousand dollars.
+
+The Hannibal and St. Joseph Railroad reached St. Joseph, February,
+1859, Kansas City, soon afterwards. The Missouri Pacific Railway
+reached Kansas City, October 1865. Owing to the fact that there were
+these railroad connections between the East and the eastern terminal
+of the line the work of construction was greatly facilitated and the
+expense of building the line greatly reduced.
+
+The headway made was slow at first. The work was new to the officers
+in charge as well as to the men. The following table shows the
+progress made:
+
+  Sept. 1, 1863   commenced work at State Line (Wyandotte, Kan.)
+  Nov. 28, 1864   reached Lawrence--40 miles.
+  Oct. 30, 1865   first 40 miles accepted by the Government.
+  Dec. 15, 1865   50 miles done.
+  Aug. 18, 1866   reached Manhattan--118 miles.
+  Oct. 7, 1866    reached Pawnee (Fort Riley) 135 miles.
+  Jan. 7, 1867    to Mile Post 155.
+  April 8, 1867   to Mile Post 181.
+  Oct. 15, 1867   to Mile Post 335.
+  Fall 1867       to Mile Post 405 (Phil Sheridan.)
+  Mar. 24, 1870   reached Kit Carson--487 miles.
+  Aug. 15, 1870   completed into Denver.
+
+The difference in altitude between Kansas City and the western
+boundary of Kansas is some twenty-seven hundred feet and is thus
+distributed--six hundred feet the first two hundred miles, seven
+hundred and sixty-nine feet in the next hundred miles, and thirteen
+hundred and twenty thence to the Kansas line.
+
+The original intention had been to follow the Republican River, but
+this was changed and the "Smoky Hill Route" from Junction City, Kan.,
+west adopted. When the road reached Monument, three hundred and
+eighty-six miles from Kansas City, dissensions arose among the
+stockholders. One faction was for building to San Diego on the Pacific
+Coast via New Mexico and Arizona, another was for building to Pueblo
+and up the Arkansas River, while the third and successful one was for
+pushing straight ahead to Denver and from there to a connection with
+the main line of the Union Pacific Railroad,--the idea being to secure
+for St. Louis a portion of the trans-continental business and the line
+the carrying thereof.
+
+The line was built under contract by the following firms: Hallett and
+Fremont--Wyandotte to Lawrence, Kan., thirty-nine miles. Ira M.
+Schoemaker and Company--Lawrence to Mile Post one hundred and forty--a
+distance of one hundred miles. Schoemaker and Miller--Mile Post one
+hundred and forty to Mile Post four hundred and five--two hundred and
+sixty miles. West of Mile Post four hundred and five or "Phil
+Sheridan" as it was then called, the Denver extension was built by the
+Company itself, General W. J. Palmer being in charge.
+
+During the construction of the line, the contract to feed the forces
+at the front was let to Goddard Brothers who utilized to a very great
+extent buffalo meat for this purpose. To procure these they employed
+W. F. Cody at five hundred dollars per month. During this engagement
+Cody claims to have killed four thousand two hundred and eighty
+buffaloes, earning for himself the appellation "Buffalo Bill" by which
+name he has ever since been known. The best heads were by special
+arrangement shipped to the headquarters of the Company at Kansas City,
+where they were nicely mounted and used as an advertisement of the
+road.
+
+The line reached Ellsworth, Kan., the spring of 1867 and made for some
+time its terminus there. In all the history of "Boom Towns" or
+"railroad towns" there were none that surpassed this place. For
+ninety-three consecutive days there was one or more homicide in the
+town or its immediate vicinity--one hundred in all.
+
+Another place that sprang into prominence during the time it was the
+end of the track was "Phil Sheridan" located near the point where the
+road crossed the hundredth Meridian, Mile Post four hundred and five.
+During its brief existence it was a rattling noisy place, full of life
+and vigor, rowdyism predominating. Not a stake, brick, or shingle is
+left to mark its site. It was here the construction rested for nearly
+a year and a half, financial troubles,--uncertainty as to whether to
+build to San Diego, Cal., or Denver, and some very fine work on the
+part of the Union Pacific proper being the occasion of the suspension
+of work.
+
+On June 26th, 1865, work was begun on the branch line from Leavenworth
+to Lawrence (Leavenworth and Lawrence Railroad), Major B. S. Hennings
+being in charge as Superintendent. Upon the completion of the branch
+in the spring following, the headquarters of the Union Pacific
+Railway--Eastern Division was moved to Lawrence, the operation of the
+line being under the direction of R. H. Shoemaker, Superintendent,
+who was succeeded in December, 1867, by George Noble. The work of
+construction was in charge of General W. W. Wright.
+
+At the meeting of the Company held April 1st, 1867, Mr. John D. Perry
+of St. Louis was elected President, Mr. Adolph Meier of the same place
+Vice-President, and among the directors was Thomas A. Scott, of
+Philadelphia, (afterwards President of the Pennsylvania Railroad.)
+
+In 1864 the population of the State of Kansas was one hundred and
+thirty-five thousand eight hundred and seven and in 1870 when the line
+was completed three hundred and sixty-four thousand three hundred and
+ninety-nine. This marvelous increase was due in no small degree to the
+construction of this line and the facilities it provided for the
+settlers to reach the cheap land in the interior of the state as well
+as the security it gave them against Indian depredations. Stage Lines
+between the Missouri River points and Denver had been running between
+St. Joseph, Atchison, and Omaha for several years, but after the line
+was built some distance the route was changed and connection was made
+between the end of the track and Denver by the Holliday Overland Mail.
+
+Much trouble was caused by the Indians during the construction, even
+more than was encountered: on the Union Pacific Railroad. To this
+cause in no small degree were the delays of 1868 and 1869
+attributable. It was necessary not only to arm the engineer corps,
+but also the graders, the Government issuing arms and ammunition for
+that purpose. Military escorts and guards were furnished by the Army
+to the Railroad men, both on the grade or ahead surveying. For the
+better protection of the road and construction forces Army Posts or
+Forts proper were maintained as follows:
+
+  Fort Riley               Mile Post 140
+  Fort Harker              Mile Post 230
+  Fort Hays                Mile Post 300
+  Fort Wallace             Mile Post 412
+
+It was the Cheyennes, Arapahoes, Sioux, and the Utes who made the
+trouble.
+
+In March 1869, the Company was authorized by special act of Congress
+to assume the name of the Kansas Pacific Railway Company instead of
+the Union Pacific Railroad (Eastern Division.) A witty epigram on this
+change that went the rounds of the papers at the time read as follows:
+
+  The Union Pacific's about to apply
+    For a change In Its name and no wonder;
+  Tis as warlike as Jove that great God of the skies,
+    And Pacific about as his thunder.
+  And talking of this, it is strange as it goes
+    Through perpetual snows in some quarters,
+  This railroad should be in the midst of its foes
+    Perpetually in hot water.
+
+While those in authority had decided to push through to Denver, the
+idea of building through to San Diego was not abandoned, and in 1872 a
+branch line was commenced at Kit Carson destined to Pueblo and thence
+South along the Rampart Range to New Mexico and thence to the coast.
+This line was completed nearly due south to Fort Lyon and some twenty
+miles of grading done between Fort Lyon and Pueblo. Financial
+stringency together with the building of the Atchison, Topeka and
+Santa Fe into the same territory resulted in the abandonment of these
+plans and eventually the track from Kit Carson to Lyons was taken up
+under the following circumstances.
+
+The owners of the Central Branch (Union Pacific), R. M. Pomeroy of
+Boston and associates, were pushing the construction of this line
+westwardly and announced their intention of building to Denver, thus
+making a competitor for the Kansas Pacific Railway. Mr. Jay Gould who
+at that time (1879) was the principal owner of the latter line, while
+out on an inspection trip over the line instructed his General
+Manager, "Sill Smith" Mr. Sylvester T. Smith to build into their
+territory and parallel them. Out of this grew the Junction City and
+Fort Kearney Railway (now a part of the Union Pacific Railroad). Smith
+was unable to buy sufficient rails to build and accordingly took up
+those on the branch of the Kansas Pacific Railway, Kit Carson to
+Lyons, i. e. the Arkansas Valley Railroad and re-laid them on the
+Junction City Line. Some of the Arkansas Valley Railway bonds were
+owned in Holland and a representative of the Dutch happened along on
+an investigating tour, but was unable to find any road. The matter
+soon got into Court and an effort was made to locate who was
+responsible for the tearing up of the Arkansas Valley Railway. Finally
+General Manager Smith was put on the stand and frankly acknowledged
+what he had done--and that he had no orders from President, Directors,
+or any one. The question was then asked who ordered you to build the
+Junction City and Fort Kearney Railway and the answer was Jay Gould;
+and who is he, for at that time he was not the well-known man he
+afterwards became. At this point Judge Dillon obtained permission to
+interrupt the proceedings with a query as in whose behalf all this
+investigating was being done. The holders of the bonds was the
+reply--then that must be myself, for said he, I have here in my hands
+all of the bonds in question. Mr. Gould had quietly bought in the
+bonds while the matter was in the Courts, bringing the inquiry to an
+end.
+
+The line cost for its six hundred and seventy-three miles, Kansas City
+to Denver, and branch, Leavenworth to Lawrence, thirty-six million
+seven hundred and forty-seven thousand three hundred dollars, or about
+fifty-two thousand dollars per mile.
+
+In 1873 the road was unable to meet its obligations and was placed in
+the hands of C. S. Greeley and Henry Villard, Receivers,--a majority
+of its stock passing into the hands of interests friendly to Mr. Jay
+Gould about 1877. Complaint was made that Villard and Greeley were
+not the proper men to act as receivers, that they were antagonistic to
+the owners of the bonds--lacking practical knowledge, etc. The matter
+finally reached the Supreme Court of the United States who in
+remanding it back to the District Court ordered their removal and the
+appointment of one man and he a practical railroad man as receiver in
+their stead. Under this order, in 1879, Sylvester T. Smith who had
+been connected with the road in various capacities, including that of
+General Manager, was appointed receiver.
+
+In 1879 the Company was re-organized and in January 1880 consolidated
+with the Union Pacific Railroad under the name of the Union Pacific
+Railway Company, the holders of Kansas Pacific Railway stock being
+given share for share in the new consolidated Company.
+
+The basis of the consolidation being
+
+                             Miles Capital Stock      Funded Debt.
+
+  Union Pacific Railroad     1,042 $36,762,300.00   $78,508,350.65
+  Kansas Pacific Railway       675  10,000,000.00    30,567,282.78
+  Denver Pacific Railroad      106   4,000,000.00       581,000.00
+                             -----  -------------   --------------
+                             1,823  50,762,300.00   109,656,633.43
+
+
+
+
+CHAPTER X.
+
+_The Denver-Cheyenne Line (Denver Pacific Railroad.)_
+
+
+Proposition for Pacific Railroad to Reach Denver--Cheyenne Route
+Selected--Branch Line Proposed--Denver Pacific Incorporated and
+Built--Pro-Rata Controversy--Operated By Kansas Pacific--Consolidation
+With the Union Pacific.
+
+
+In the original plan for the Union Pacific Railroad it was the
+intention that the line would run through Denver and from there
+directly West across the mountains to Salt Lake. When the line was
+finally located it passed through Cheyenne, leaving Denver some one
+hundred miles to the South, the reasons for this being the much
+shorter distance via Cheyenne as well as the decidedly better
+gradients that were possible via South Pass Route as against the
+routes via Denver and Berthoud or Evans Passes. The Denver Route was
+only given up after repeated efforts had been made to find a
+satisfactory line that way.
+
+The City of Denver had for some time past been encountering a streak
+of hard luck--Failure of some of its most promising mines in
+1861--Division of the Citizens over the Civil War in 1862 and
+1863--Fire and Flood followed by the Indian War on the plains in 1864
+cutting off communication with the East--then the grasshoppers plague
+with the diversion of the Pacific Railway. Vice President Durant had
+made the remark "it's too dead to bury," and this it was that spurred
+its citizens up.
+
+In 1867 the Authorities of the Union Pacific Railroad offered to build
+a branch from some point on their main line to Denver, provided the
+citizens of that place would pay for the grading of the line and
+furnish right of way and grounds for terminal. The citizens of Denver
+were sore at being left to one side on the great overland route and
+gave the proposition but a luke-warm reception. It is true, County
+Commissioners of Arapahoe County, in which Denver is located, ordered
+an election in August, 1867, to vote on the proposition of issuing two
+hundred thousand dollars in bonds in favor of such a branch line. The
+election resulted in an overwhelming majority in favor of it, eleven
+hundred and sixty for to one hundred and fifty-seven against. The
+County Commissioners in their negotiations with the Union Pacific
+people coupled with the proposition certain conditions as to the route
+which the branch line should follow, which not being satisfactory to
+the Railroad people, they refused to accept the bonds on the
+conditions required.
+
+On November 13th, 1867, George Francis Train addressed a public
+meeting at Denver on the subject of a connection between Denver and
+the Union Pacific Railroad and as a result the Denver Pacific Railway
+and Telegraph Company was organized five days later. On the day
+following the organization the directors met and elected Bela M.
+Hughes President, D. H. Moffat, Treasurer, and F. M. Case, Chief
+Engineer,--one fourth of the necessary funds being subscribed. An
+arrangement was made with the Union Pacific Railroad Company by the
+terms of which that Company was to complete the road as soon as it was
+ready for the rails. In other words the road was to be located,
+graded, and tied by the Denver Pacific Company, and ironed and
+equipped by the Union Pacific Railroad Company.
+
+In connection with the Denver Pacific proposition an application was
+made to Congress for a land grant to assist in the construction of the
+road, but before this was acted upon the Kansas Pacific Railroad
+Company had agreed to transfer the land grant which they had been
+given by Congress so far as it applied to their proposed line from
+Denver North, and the application of the Denver Pacific Railroad to
+Congress was consequently changed to one for bonds. This was granted
+in 1869 to the amount of twenty-four thousand dollars per mile, or two
+and a half million dollars in all.
+
+The grading was commenced May 18th, 1868, and the same fall was
+completed to Cheyenne, one hundred and six miles. Owing to the delay
+of Congress in acting on the bond proposition as well as on account of
+the financial stringency the Union Pacific Railroad Company was then
+encountering, the latter was not able to carry out its contract in
+regard to the completion of the Denver Pacific Railroad, and the
+arrangement was accordingly cancelled. An arrangement was then entered
+into with the Kansas Pacific Railway by which the latter Company took
+a certain amount of stock in the Denver Pacific Railroad and proceeded
+with its construction, completing the line between Cheyenne and Denver
+on June 22nd, 1870.
+
+There was great rejoicing over the event. The last spike,--one of
+solid silver contributed by the miners of Georgetown, Colo.,--was
+driven by Governor Evans of Colorado.
+
+The first engine to enter Denver was the first engine that the Union
+Pacific Railroad owned. It had been the first to enter Cheyenne, also
+the first into Ogden.
+
+In 1872 the road passed into the control of the Kansas Pacific Railway
+Company by purchase who operated it until the consolidation of both
+lines with the Union Pacific Railroad Company in 1880.
+
+The Kansas Pacific Railway was completed into Denver in August 1870,
+and immediately embarked in the through trans-continental traffic from
+Kansas City and points east thereof, via Denver and the Denver
+Pacific Railroad. This was, of course, in competition with the Main
+Line of the Union Pacific Railroad who in accepting business at
+Cheyenne were losing the haul from Omaha to that point. The Kansas
+Pacific Railway and the Denver Pacific Railroad people were insistent
+and with no little degree of correctness that under the original
+Charter the Union Pacific Railroad was compelled to accept business
+from all connections,--but the terms thereof were not fixed and
+instead of accepting a division based on the mileage of the respective
+lines as insisted upon by the two lines named, the Union Pacific
+Railroad officials demanded a constructive mileage that would result
+in their line from Cheyenne to Ogden receiving six tenths of their
+local rates between those points when the business was competition
+with their long haul via Omaha. An agreement to work on this basis
+pending judicial decision was made between the two interests in
+September 1874. The question would not down, it was brought before
+Congress, Courts, and Arbitrators constituting a "Cause Celebre" the
+Pro-rata controversy.
+
+Out of this grew the building of a rival line between Denver and
+Cheyenne wholly under the Union Pacific Railroad's control--locally
+known as the Colorado Central Railroad. This line was comprised of the
+Colorado Central Railroad, Denver to Golden, sixteen miles. It was
+commenced on New Year's Day 1868, being the first railroad in the
+state of Colorado. Its extension to Longmont, built in 1871, and the
+line Longmont to Cheyenne completed in 1877. This line was some one
+hundred and thirty miles against one hundred and six by the Denver
+Pacific Railroad, notwithstanding which it was used by the Union
+Pacific Railroad as its Denver connection until the adjustment of the
+differences between the different interests, which was brought about
+by an agreement made June 1st, 1878, by which the Kansas Pacific
+Railway and the Denver Pacific Railway were to be operated by the
+Union Pacific Company. This was followed by an absolute merger of the
+three roads, in January 1880 the new combination being known as the
+Union Pacific Railway Company.
+
+
+
+
+CHAPTER XI.
+
+_History of the Line since its completion._
+
+
+Government Indebtedness--Absorption Other Lines--Receivership--Train
+Robbers--Settlement With Government.
+
+
+Upon the completion of the Union Pacific the rates for both freight
+and passengers were fixed at what now seems a very high figure. Thus
+passenger fares locally were ten cents per mile. Complaints arising,
+the matter was taken up in Congress and steps taken towards the
+appointment of a Board of Commissioners who should have authority to
+fix rates, both freight and passengers.
+
+The whole question of earnings and expenses of the line was an unknown
+quantity and as soon as experience demonstrated what was reasonable
+and just, the Company voluntarily adjusted their schedules,--until
+today the rates over the line are about on a parity with those charged
+by eastern lines through much more thickly settled states.
+
+In 1869 the agitation looking to a bridge across the Missouri River in
+place of the slow and often unreliable ferry culminated, and on March
+11th of that year the structure was commenced. Three years were
+required for the work and the first train crossed on March 11th, 1872.
+By an agreement made with the city of Omaha that city was to be made
+the eastern terminus regardless of the bridge. This, however, was
+upset by the decision of the Supreme Court of the United States
+declaring the bridge an integral part of the line and that it
+commenced in Iowa not Nebraska.
+
+In 1870 the question of repayment of the Government Loans made in the
+shape of Bonds arose,--more particularly that of the interests
+accruing thereon,--the bonds themselves not falling due until
+1895-1899. It was a question whether the lines were to pay this
+interest in cash or through services rendered in transporting men,
+materials, and mails for the Government. The matter soon got into the
+Courts and their decision as rendered by Justice Davis of the Supreme
+Court of the United States so fully and explicitly covers the ground
+as to warrant the somewhat lengthy extracts given below:
+
+In his opinion, Judge Davis said, "This enterprise (the building of
+the Pacific Railroads) was viewed as a national undertaking for
+national purposes and the public mind was directed to the end rather
+than the particular means to be employed for the purpose. Although the
+road was a military necessity, there were other reasons active at the
+time in producing an opinion as to its necessity besides the
+protection of our exposed frontiers. There was a vast unpeopled
+territory between the Missouri River and Sacramento which was
+practically worthless without the facilities afforded by a railroad
+for the transportation of persons and property. With its construction
+the agricultural and mineral resources could be developed, settlements
+made, and the wealth and power of the United States essentially
+increased. And then there was also the pressing want in times of peace
+even of an improved and cheaper method for the transportation of the
+mails and supplies for the army and the Indians."
+
+The policy of the country, to say nothing of the supposed want of
+power, stood in the way of the United States taking the work into its
+own hands. Even if this were not so, reasons of economy suggested it
+were better to enlist private capital and individual enterprise in the
+project. This Congress undertook to do, and the inducements held out
+were such as it was believed would procure the requisite capital and
+enterprise. But the purpose in presenting these inducements was to
+promote the construction and operation of a work deemed essential to
+the security of great public interests. Besides it is fair to infer
+that Congress supposed that the services to be rendered by the road to
+the Government would equal the interest to be paid. Congress well knew
+that the Government bound itself to pay interest every six months and
+the principal at the time the bond matured, resting satisfied with
+the entire property of the Company as security for the ultimate
+payment of the principal and interest.
+
+This settled the interest question and the next one to arise was the
+question as to the payment of five per cent, of the net earnings
+towards the extinguishment of the Government indebtedness, as provided
+for in the act of 1862, viz., "And after said road is completed, until
+said bonds and interest are paid, at least five per centum of the net
+earnings shall be annually applied to the payment thereof." By act of
+Congress, June 22nd, 1874, the Secretary of the Treasury was directed
+to require this payment, failing which, to bring suit. The Supreme
+Court decided this in 1878 that the Company must pay this five per
+cent and defined net earnings as what was left out of the gross
+earnings after deducting all the expense of organization, operation,
+or for betterments paid out of earnings.
+
+In 1878 the so called "Thurman Act" became law, by which a sinking
+fund was established looking to the extinguishing of the Company's
+indebtedness to the Government. This sinking fund was to be made up of
+one half the amount accruing on Government Transportation, the five
+per cent of net earnings, plus enough more of the earnings to make up
+in all twenty-five per cent of the total net earnings, but not to
+exceed eighty-five thousand dollars per annum,--this sinking fund to
+be invested by the Secretary of the Treasury in Government Bonds.
+
+Up to 1879 the policy of the Company was to transfer all through
+freight at its eastern termini, none of its equipment being allowed to
+leave its own rails.
+
+Soon after the absorption of the Kansas Pacific Railroad and through
+it the Denver Pacific Railroad, the Union Pacific entered upon a
+policy of extension by the absorption of other roads and building of
+branch lines.
+
+Under this arrangement the Texas lines--Fort Worth, Texas, to Denver,
+Colo., eight hundred and one miles--were completed and added to the
+system. This line was built under the name of the Denver, Texas and
+Gulf (formerly Denver and New Orleans), the Fort Worth and Denver City
+and the Denver City and Fort Worth Railroads.
+
+In 1880 the Railroad from Atchison west--originally the line that was
+to have connected with the Union Pacific Railroad at the hundredth
+Meridian, known as the Central Branch Union Pacific--became part of
+the system by purchase and was leased to the Missouri Pacific Railway
+Company who have since that time operated it.
+
+Another line added to the system was the narrow (three foot) gauge
+line from Denver to Leadville and Gunnison. This line was commenced in
+1873 under a Charter from the Colorado Legislature, reaching Buena
+Vista, February 22nd, 1880 and Gunnison, the summer of 1881. It was
+absorbed by the Union Pacific on January 1st, 1881.
+
+The Utah and Northern was commenced in 1871 by the citizens of Utah
+and reached Logan in 1873 and Franklin, Idaho, in 1874. The means for
+building this road was raised by the people of Northern Utah with
+great difficulty, much of it being donated in labor,--in grading,
+track work, right of way, etc. After an attempt to operate as a local
+line more or less successful, it was sold to the Union Pacific
+Railroad in February 1877 and by them extended to Silver Bow,
+Mont.--Huntington. Ore., with a branch connecting the main line of the
+Union Pacific at Granger, Wyo., with Pocatello, Idaho, on the old Utah
+and Northern.
+
+On May 17th, 1869, one week after the ceremonies at Promontory, the
+Utah Central was commenced by the Mormons, Brigham Young being
+President of the Company. It was completed Ogden to Salt Lake City,
+January 10th, 1870. The work on the line was done very largely by the
+Mormons in exchange for stock, its equipment being turned over to them
+by the Union Pacific as part payment (to the Mormons) for work done on
+the grading of the line.
+
+The Utah Southern--Salt Lake City to Frisco, Utah, was commenced in
+May. 1871, and completed in June 1880, and absorbed by the Utah
+Central in 1881.
+
+In 1873 the line from Julesburg to Denver was located and most of the
+grading done in that year and the two following. Financial stringency
+together with complications arising over their relations with the
+Kansas Pacific Railway forced the abandonment of the project. After
+the consolidation in 1880 the line was recommenced, practically new
+grades being necessary. It was completed in 1882, the work being done
+under the Colorado Central Railroad Charter.
+
+All of the above lines were absorbed by the Union Pacific Railway and
+were a part of that system up to 1893 when the total mileage reached
+eight thousand one hundred and sixty-seven, made up of one thousand
+eight hundred and twenty-three miles Union Pacific and six thousand
+three hundred and forty-four miles, owned, leased and controlled. On
+the 13th of October, 1893, the United States Court at Omaha appointed
+S. H. H. Clark, Oliver W. Mink, and E. Ellery Anderson, Receivers, and
+in the following month Frederick R. Coudert and J. W. Doane were added
+to represent the interests of the United States, this receivership
+being forced on the Company by the very general business depression of
+1893 and the consequent decrease in traffic and earnings. At the time
+of appointing receivers for the main line, the Texas Line and the
+Denver, Leadville and Gunnison (South Park) were segregated and placed
+under the control of separate receivers. The Oregon Short Line and the
+Oregon Railway and Navigation Company reverted to the hands of the
+original Companies, and have ever since been operated independently,
+although the controlling interest in both lines is owned by the Union
+Pacific Railway Company. In all, three thousand one hundred and
+thirteen miles of affiliated lines were segregated from the parent
+Company. In February, 1899, the "Julesburg Cut Off"--Julesburg to
+Denver--reverted to the Company, having been operated by the Receiver
+of the Union Pacific Denver and Gulf Railway in the interim.
+
+Among other troubles which the line has encountered during its
+thirty-eight years existence has been that of train-robbers. These
+were a class of men the outgrowth of Western desperadoism, now happily
+passed into history. Without the fear of God, Man, or the Law, they
+would singly or in bands attack trains, rob the mail, express and
+sometimes the passengers.
+
+Among the most noted cases of this kind were the Big Springs Robbery,
+occurring September 18th, 1877, when a gang of twelve masked men took
+possession of the station at that point, bound and gagged the
+employees, cutting the telegraph wires, and upon the arrival of the
+western train took possession of it, securing sixty-five thousand
+dollars from the express car, and thirteen thousand dollars and four
+gold watches from the passengers,--then mounting their horses they
+rode off. A reward of ten thousand dollars for their arrest
+immediately followed and three of the robbers were caught and hung.
+About one half of the money was recovered when they were captured. It
+is said the balance of the gang were apprehended and dealt with by a
+frontier Court, 'Judge Lynch' officiating, this however is tradition,
+its truth not being known.
+
+Another robbery was that committed by Sam. Bass and associates who
+held up the west bound Pacific Express train securing from the express
+car some sixty thousand dollars in gold. This money was all recovered
+and most of the band either killed or arrested.
+
+Another great event of this kind occurred in the hills of Wyoming,
+west of Cheyenne during 1898. The first section of the Overland West
+Bound carrying the mail and express was flagged and brought to a stop.
+A culvert behind it blown up with dynamite to prevent the second
+section interfering, and the express cars were then looted and the
+robbers rode off. Persistent pursuit lasting for years, however,
+brought them one by one to justice, one being killed near Kansas City
+while resisting arrest, another killed at Cripple Creek under similar
+circumstances.
+
+In 1897 (January 1st) the present Company, Union Pacific Railroad
+Company, was organized under the laws of Utah as successor to the
+Union Pacific Railway Company.
+
+During the construction days, Wells, Fargo and Company operated the
+Express service over the line. On completion the Company organized its
+own express "The Union Pacific Railroad Express" which continued to
+handle the express until re-organized as the Pacific Express Company.
+
+Congress was appealed to in 1893 to pass a refunding bill, but failed
+to act.
+
+Numerous unsuccessful attempts were made to reorganize the property,
+but this was impossible with the debt to the Government in an
+unsettled condition. Finally in 1899 an agreement (see foot note) as
+reached between the re-organization Committee and the Attorney General
+by which the line was to be foreclosed and the debt adjusted. This was
+accordingly done in 1899. The account standing:
+
+  Amount due Government. From Union Pacific. From Kansas Pacific.
+  Principal                 $27,236,512.00
+  Interest                   31,211,691.75
+                             -------------
+  Total                     $58,448,203.75      $12,891,900.19
+  Less Sinking Fund          18,194,618.26        6,303,000.00
+                             -------------       -------------
+  Balance due               $40,253,585.49       $6,588,900.19
+
+and these amounts were accordingly turned over to the United States
+Government closing the account.
+
+         [Footnote: The agreement In question was signed by Sidney
+         Dillon, President of the Union Pacific Railroad Company;
+         Robert B. Carr, President of the Kansas Pacific Railway
+         Company; W. A. H. Loveland, President of the Colorado Central
+         Railroad Company, and concurred with by Henry Villard and
+         Carlos S. Greeley, Receivers of the Kansas Pacific Railway.
+
+         It provided that the three lines should be operated as one
+         property, under the general direction of the Union Pacific
+         Railroad Company. The gross earnings to be pooled and
+         apportioned between them on certain specified agreed per
+         cents, based on the earnings of the respective roads during
+         the preceding year, the arrangement to be binding for fifty
+         years and to be subject to the approval of the Court in whose
+         hands the Kansas Pacific Railway then was.]
+
+
+
+
+CHAPTER XII.
+
+_The Central Pacific Railroad._
+
+
+Suggested By Theo. D. Judah--Huntington, Crocker and Hopkins--Struggle
+for Congressional Aid--Progress Made.
+
+
+The preceding chapters in tracing the history of the Union Pacific
+Railroad cover in a measure the preliminary events leading up to the
+building of the Central Pacific Railroad,--its connection from Ogden
+West.
+
+In addition to this there is a wealth of incident connected with its
+history that will well repay the student. The following are a few and
+but a very few of its salient points.
+
+For some years previous to the time when the final act was passed by
+Congress--which was to provide those of the western coast with speedy
+and safe communication with the homes of their youth--the question of
+a grand trunk road had been discussed by Californians as a public, and
+as private individuals. Many self-reliant men were sanguine of
+success, could the project be rightly brought before Congress. This
+feeling grew among the people of California, until a man who sought
+office at the hands of the people could not be elected were he not a
+"railroad man," provided that office was one wherein the holder could
+injure the prospects of the proposed road. Through the counties where
+the line was supposed to run, the question was strongly agitated, for
+those counties were expected to assist the undertaking, by voting
+their credit in various sums. So eager were the people of the interior
+of the State to have the enterprise commenced and completed, that they
+were willing to accede to any terms which would insure the success of
+the enterprise and relieve them from the oppression of a powerful
+water monopoly, which controlled a majority of the shipping both via
+the Panama Route and around Cape Horn.
+
+The members of Congress from California knew that their election was
+in part owing to this feeling, and that much was expected of them by
+their constituents. They failed not when the time arrived, but to
+one--A. A. Sargent--more than all others, is California indebted for
+the great work which now binds her to her Eastern sisters.
+
+But we are proceeding too fast, overlooking, but not forgetting,
+another name, none the less honored because the bearer lived not to
+behold the final completion of the work he initiated and so earnestly
+advocated. Theodore D. Judah now sleeps the sleep that knows no
+awaking, but still his presence can be seen and felt in every mile of
+the grand road which his genius brought into being. His name was a
+household word in the West, for thousands knew and appreciated the
+manly spirit and genial mind of the earnest, persistent and sanguine
+Engineer.
+
+In the then little hamlet of Sacramento, dwelt C. P. Huntington,
+"Charley" Crocker, Mark Hopkins, and a few others--warm personal
+friends of Judah--who, often, in the long, winter evenings, gathered
+around the stove in Huntington and Hopkin's store room, and there
+discussed the merits and demerits of the Judah theory. These and some
+other gentlemen became convinced that the engineer was right--that the
+scheme was practicable. They subscribed fifty dollars a piece, and, in
+the summer, Judah and his assistants made a careful survey of the
+passes in the Sierras. This was in the summer of 1860, and in the fall
+the engineer party returned, toil-worn and travel-stained, but vastly
+encouraged and elated with the result of their summer's work. So
+favorable was the report that fifteen hundred dollars were immediately
+raised to be used the following summer in the same manner. The summer
+of 1861 found Judah and his party in the gulches and defiles of the
+Sierras, earnestly prosecuting their labors. The result but confirmed
+the previous report, with, if possible, more encouraging details
+regarding country, cost, etc. Judah then visited many of the principal
+capitalists of San Francisco to obtain subscriptions for the work, but
+failed to obtain a dollar. "But this road--what is it? Nothing that
+concerned them. It did not represent capital. A poor engineer wanted
+to make some money, and had started the idea for that purpose." These
+wise men shook their heads, and sneered at the undertaking. "What can
+they do," said they, "even with their Charter from the State? They
+have no money--they are poor men. It's only a sharp dodge on their
+part. They think the road will be undertaken in time, and then when
+that time arrives, they will stand a chance to sell their Charter and
+realize a few thousands--that's all. But they'll be dead before a
+railroad will be built across the continent." Such was the general
+tone of conversation among moneyed men regarding the road in its
+infancy, and it cannot be denied that the people of California owe
+nothing to the capitalists of their State--not even their thanks--for
+aid in the earliest days of the enterprise. The bone and sinew of the
+people--the mechanic and the merchant, the farmer, laborer and
+miner--did all that could be expected of them. But the capitalists
+held back--and for good reason. They feared that the railroad would
+give the death blow to the monopolies in which they were more or less
+interested. Sacramento alone deserves the credit of having originated
+and brought to a successful completion the Central Pacific Railroad.
+When the State had chartered the Company, when only funds were
+necessary to insure the completion of the work, only two subscriptions
+were obtained in San Francisco, and one of these came from a woman.
+
+In 1862, Judah went to Washington with charts, maps, etc., of the
+road. Sargent was there, as enthusiastic in the support of the measure
+as Judah himself. He drew up the bill under which the road was built.
+James H. Campbell, of Pennsylvania, and Schuyler Colfax (than whose
+there is no more honored name in California,) were his most efficient
+supporters in the House. In the Senate, McDougal, of California,
+Wilson, of Massachusetts, and Morrill, of Maine, also stood manfully
+by the measure. And there was fought the great battle. There,
+enlightened ideas, assisted by young and vigorous intellects, met and
+conquered prejudice and moneyed opposition, and opened a new
+commercial era in the annals of the Union. But it was not accomplished
+without a long and wearying struggle, in which the bull-dog
+pertinacity and fierce grip of Sargent was manifested. Day after day,
+for weary weeks, in the Committee of the Whole, Sargent and Campbell
+stood up alternately, and answered objections as fast as made, in
+short, sharp, close and cutting speeches. And night after night, they
+held interviews with Eastern Senators and Representatives, while at
+their side, supplying them with information on all desired points, sat
+Theodore D. Judah, the engineer, earnest and hopeful to the last.
+Senators did not nor would not believe that the road could or would be
+built. Said Lovejoy, during one of the debates: "Do I understand the
+gentleman from California to say that he actually expects this road
+to be built?" "The gentleman from Illinois may understand me to
+predict that if this bill is passed, the road will be finished within
+ten years," responded Sargent. People can now judge between Lovejoy's
+and Sargent's ideas of the vigor of the West.
+
+The end came, the bill was finally passed, and the news thereof caused
+the hearts of Californians to leap for joy. Ground was broken at
+Sacramento, and work was commenced immediately. Another battle was to
+be fought, a financial one. Before they could receive any aid from the
+Government, forty miles of road must be built and stocked, which would
+cost at least four million dollars, for that forty miles carried the
+road far up among the Sierras, through a great portion of their heavy
+work. Money was "tight"--in fact it always is when a man wants
+some--commanding two per cent. per month in California. The
+corporators put in their entire fortunes. The city of San Francisco
+issued bonds in assistance of the work; the State and several counties
+also rendered material aid, but all combined was but a trifle compared
+to what was required. C. P. Huntington, then Vice-President of the
+road, went to New York for aid, but among the capitalists there he met
+the same answer that had been given to Judah by the moneyed men of San
+Francisco. Finally, he met with Fisk and Hatch, dealers in government
+stocks. They feared not the result of the scheme. These energetic
+capitalists with the promptness of young and active minds--while
+older capitalists were questioning whether there was really a serious
+intention of building the road--pledged their faith to furnish the
+Company with what money they required and when they required it. The
+sum ranged from five million dollars to twenty million dollars per
+year; but they failed not, the money was always ready. The success of
+the enterprise was now assured. The bonds of the Company were put on
+the market, and advanced rapidly in price, and soon the Company had at
+their command all needful funds.
+
+When the summit of the Sierras was reached, the road was pushed
+rapidly forward. But long ere this was gained, when the Company was
+toiling among the mountains, jeers and taunts of derision could be
+found in plenty in the columns of California newspapers. "The Dutch
+Flat Swindle," as the road was termed by some of these far sighted
+journalists--when the Company was laboring to overcome the heavy grade
+near that town--has passed into a byword in California, and now is
+suggestive of success. The route, after the "summit" was gained, was
+then comparatively easy, and rapid progress was made. The Chinese
+laborers, who had worked on the road from first to last, drove the
+work forward, and on May 10th, 1869, the roads met on Promontory
+Point, six hundred and ninety miles from Sacramento. The following
+will show the number of miles completed during each year: In
+1863-1864-1865, twenty miles each year; in 1866, thirty miles; in
+1867, forty-six miles; in 1868 three hundred and sixty-three miles; in
+1869, one hundred and ninety-one miles.
+
+
+
+
+Appendix I.
+
+_Roster Union Pacific Railroad._
+
+
+    PRESIDENT.
+
+    W. B. Ogden, Elected                      Sept., 1862.
+    Jno. A. Dix, Elected                       Oct., 1863.
+    Oliver Ames, Elected                       June, 1868.
+    Thos. A. Scott, Elected                   April, 1871.
+    Horace F. Clark, Elected                  March, 1872.
+    Jno. Duff, Elected                         July, 1873.
+    Sidney Dillon, Elected                     June, 1874.
+    Chas. Francis Adams, Elected               June, 1884.
+    Sidney Dillon, Elected                     Dec., 1890.
+    S. H. H. Clark, Elected                     May, 1892.
+    H. G. Burt, Elected                        Jan., 1898.
+    E. H. Harriman, to date.
+
+
+    VICE PRESIDENT.
+
+    Thos. C. Durant, Elected                   Oct., 1863.
+    Jno. Duff, Elected                          May, 1869.
+    Elisha Atkins, Elected                      May, 1874.
+    Tom Potter, Elected                         May, 1887.
+    W. H. Holcomb, Elected                     Oct., 1888.
+    S. H. H. Clark, Elected.                    May, 1891.
+    Elisha Atkins, Elected                     Nov., 1892.
+    O. W. Mink, Elected                       March, 1898.
+    W. M. D. Cornish, Elected                  July, 1898.
+
+
+    2ND. VICE PRESIDENT.
+
+    S. R. Callaway             Sept., 1884, to June, 1887.
+    O. M. Lane                   May, 1889, to Oct., 1891.
+    O. W. Mink                  May, 1893, to March, 1898.
+
+
+    3RD. VICE PRESIDENT.
+
+    Thos. L. Kimball            Nov., 1889, to Aug., 1891.
+
+
+    SECRETARY.
+
+    H. V. Poor, Elected                        Sept., 1862.
+    Chas. Tuttle, Elected                       Oct., 1863.
+    E. H. Rollins, Elected                      June, 1869.
+    H. McFarland, Elected                      March, 1877.
+    Alex. Millar, Elected                      April, 1889.
+
+
+    TREASURER.
+
+    T. W. Olcott, Elected                      Sept., 1862.
+    Jno. J. Cisco, Elected                      Oct., 1863.
+    J. M. S. Williams, Elected                  June, 1869.
+    E. H. Rollins, Elected                       May, 1872.
+    H. McFarland, Elected                      April, 1877.
+    Jas. G. Harris, Elected                    April, 1889.
+    F. V. S. Crosby, Elected                    Feb., 1899.
+
+
+    GENERAL MANAGER.
+
+    Thos. C. Durant                Oct., 1863 to May, 1869.
+    S. H. H. Clark               Aug., 1878 to Sept., 1884.
+    S. R. Callaway                 Oct., 1884 to May, 1887.
+    Tom Potter                     May, 1887 to July, 1887.
+    Thos. L. Kimball             March, 1888 to Nov., 1889.
+    E. Dickinson                   Dec., 1889 to May, 1890.
+    S. H. H. Clark               Jan., 1891 to April, 1893.
+    E. Dickinson                               April, 1893.
+    A. L. Mohler, to date.
+
+
+    ASSISTANT GENERAL MANAGER.
+
+    Thos, L, Kimball              Nov., 1880 to July, 1884.
+    G. M. Cummings                Jan., 1887 to Dec., 1887.
+    C. S. Mellen                 Nov., 1888 to March, 1889.
+    G. M. Cummings               March, 1889 to Dec., 1889.
+    E. Dickinson                  Feb., 1889 to Dec., 1889.
+    W. H. Holcomb                  Dec., 1890 to May, 1891.
+    E. Dickinson                  May, 1891 to April, 1893.
+
+
+    GENERAL SUPERINTENDENT.
+
+    G. M. Dodge                    Oct., 1863 to May, 1867.
+    W. Snyder                      May, 1867 to July, 1869.
+    C. G. Hammond                Sept., 1869 to Oct., 1870.
+    T. E. Sickles                  Nov., 1870 to May, 1872.
+    S. H. H. Clark                June, 1874 to Aug., 1878.
+    Sylvester T. Smith            Nov., 1884 to June, 1887.
+    E. Dickinson                 July, 1887 to March, 1889.
+
+
+    ASSISTANT GENERAL SUPERINTENDENT.
+
+    H. M. Hoxie                                 Aug., 1869.
+    C. M. Mead                   Sept., 1869 to Dec., 1870.
+    S. H. H. Clark               Sept., 1871 to June, 1874.
+    E. Dickinson                  Nov., 1884 to Aug., 1887.
+
+
+    TRAFFIC MANAGER.
+
+    Thos. L. Kimball             Aug., 1884 to Sept., 1887.
+    C. S. Mellon                March, 1889 to April, 1892.
+
+
+    FREIGHT TRAFFIC MANAGER.
+
+    E. P. Vining                  Nov., 1882 to Jan., 1884.
+    J. A. Munroe                        Oct., 1892 to date.
+
+
+    ASST. GENERAL TRAFFIC MANAGER.
+
+    P. P. Shelby                 Jan., 1886 to Sept., 1887.
+    J. A. Munroe                 Nov., 1889 to March, 1891.
+    B. Campbell                  July, 1890 to March, 1891.
+
+
+    GENERAL PASSENGER AGENT.
+
+    Webster Snyder                 Oct., 1865 to May, 1867.
+    C. D. Whitcomb                June, 1868 to Jan., 1869.
+    Francis Colton                 Nov., 1869 to Dec, 1870.
+    Thos. L. Kimball             March, 1871 to Nov., 1880.
+    J. W. Morse                  Nov., 1880 to Sept., 1887.
+    J. S. Tebbets               Sept., 1887 to March, 1889.
+    E. L. Lomax                        March, 1889 to date.
+
+
+    GENERAL TICKET AGENT.
+
+    Jos. Budd                     Feb., 1869 to Oct., 1869.
+    Thos. L. Kimball             April, 1872 to Nov., 1880.
+    C. S. Stebbins               Nov., 1880 to Sept., 1887.
+
+
+    ASST. GENERAL PASSENGER AGENT.
+
+    Beverly R. Keim              Sept., 1870 to Jan., 1871.
+    W. C. Thompson               Feb., 1871 to April, 1873.
+    C. S. Stebbins               April, 1880 to Jan., 1881.
+    S. B. Jones                    May, 1881 to Nov., 1887.
+    E. L. Lomax                 Sept., 1887 to March, 1889.
+    T. W. Lee                   March, 1889 to April, 1891.
+    J. W. Scott                   Nov., 1889 to Nov., 1891.
+    W. H. Hurlburt               March, 1891 to Aug., 1894.
+    B. H. Payne                 March, 1894 to April, 1895.
+    S. H. Hutchison               Feb., 1898 to July, 1900.
+    Garret Fort                        Sept., 1900 to date.
+
+
+    GENERAL FREIGHT AGENT.
+
+    S. H. H. Clark               June, 1868 to Sept., 1868.
+    E. F. Test                    Oct., 1868 to Feb., 1869.
+    H. Brownson                  March, 1869 to July, 1870.
+    W. M. Martin                  Aug., 1870 to Dec., 1870.
+    H. Brownson                  March, 1869 to July, 1870.
+    E. P. Vining                  Oct., 1871 to Nov., 1882.
+    P. P. Shelby                  Nov., 1882 to Jan., 1886.
+    J. A. Munroe                  Jan., 1886 to Dec., 1889.
+    J. S. Tebbets                 Dec., 1889 to Nov., 1890.
+    F. B. Whitney                Aug., 1890 to March, 1891.
+    J. A. Munroe                 March, 1891 to Nov., 1892.
+    Elmer H. Wood                        July 1898 to date.
+
+
+    AUDITOR.
+
+    B. F. Ham
+    J. W. Gannett                  May, 1872 to July, 1873.
+    H. B. Wilbur                  July, 1873 to Dec., 1873.
+    J. W. Gannett                  Dec., 1873 to July 1883.
+    E. W. Young                         July, 1883 to date.
+
+
+    Among the SUPERINTENDENTS and DIVISION SUPERINTENDENTS
+    were:
+
+    J. M. Barr, R. Blickensderfer, J. O. Brinkerhoff, W. H. Baldwin,
+    Jr., S. H. H. Clark, C. H. Chappel, J. N. Campbell, G. M.
+    Cummings, J. K. Choate, H. Dorrance, W. B. Doddridge, E.
+    Dickinson, A. A. Egbert, L. Fillmore, C. W. Fisher, W. E.
+    Green, W. W. Hungerford, D. S. Ives, C. W. Johnson, R. Law,
+    P. I. Nichols, J. T. Odell, C. F. Resseguie, J. Rapelje, W. W.
+    Riter, C. J. Smith, C. E. Wartele, D. V. Warren, E. W. Weed.
+
+
+_Roster Kansas Pacific Railway._
+
+    PRESIDENT.
+
+    Jno. D. Perry                        1865 to May, 1871.
+    R. E. Carr                    June, 1871 to Aug., 1876.
+    A. Meier                      Aug., 1876 to Nov., 1876.
+    Sidney Dillon                  Aug., 1879 to May, 1880.
+
+
+    VICE PRESIDENT.
+
+    A. Meier                            1865 to Aug., 1876.
+    T. F. Oakes                   Aug., 1876 to Nov., 1876.
+    D. M. Egerton                  Aug., 1879 to May, 1880.
+    R. E. Carr (2nd Vice Pres.)  March, 1871, to May, 1871.
+
+
+    SECRETARY.
+
+    C. B. Lamborn                June, 1868 to Sept., 1874.
+    D. M. Edgerton               Sept., 1874 to Nov., 1876.
+    A. H. Calif                    Aug., 1879 to May, 1880.
+
+
+    TREASURER.
+
+    Gen. W. J. Palmer              June, 1868 to May, 1869.
+    C. S. Greeley                 June, 1869 to Nov., 1876.
+    J. M. Ham                      Aug., 1879 to May, 1880.
+
+
+    GENERAL MANAGER.
+
+    R. E. Carr                    Dec., 1876 to Aug., 1878.
+
+
+    GENERAL SUPERINTENDENT.
+
+    A. Anderson                     May, 1869 to May, 1870.
+    Ed. S. Bowen                  June, 1871 to Nov., 1874.
+    O. S. Lyford                  Dec., 1874 to Nov., 1876.
+    T. F. Oakes                  Nov., 1876 to April, 1879.
+    Syl. T. Smith                  July, 1879 to May, 1880.
+
+
+    ASST. GENERAL SUPERINTENDENT.
+
+    E. D. Meier                        1867 to April, 1869.
+    Geo. Noble                     May, 1871 to Feb., 1874.
+
+
+    AUDITOR.
+
+    Syl. T. Smith                  May, 1869 to Dec., 1878.
+    H. C. Clements                July, 1879, to May, 1880.
+
+
+    GENERAL PASSENGER AND TICKET AGENT.
+
+    J. M. Webster                June, 1868, to Feb., 1869.
+    R. B. Gemmell                June, 1870, to Feb., 1871.
+    B. R. Keim                  March, 1871, to July, 1876.
+    E. A. Parker                 July, 1876, to Nov., 1876.
+    Peter B. Groat              March, 1878, to Dec., 1879.
+    D. E. Cornell                Jan., 1877, to July, 1878.
+    Thos. L. Kimball              Dec., 1879, to May, 1880.
+
+
+    GENERAL FREIGHT AGENT.
+
+    J. M. Webster                June, 1868, to Feb., 1869.
+    R. B. Gemmell                June, 1870, to Dec., 1870.
+    T. F. Oakes                  Jan., 1871, to Dec., 1876.
+    John Muir                     Jan., 1877, to May, 1880.
+
+
+
+
+APPENDIX II.
+
+_Statistics Union Pacific Railroad._
+
+
+The following is a statement of the gross earnings and operating
+expenses of the line for the fiscal year, ending June 30th, of the
+years named below:
+
+  Year.        Gross           Operating     U.P.R.R.    U.P. Sys.
+              Earnings.        Expenses.     Mileage.    Mileage.
+
+   1865 Up to April 1st, 1867, road was         ....       ....
+   1866 in the hands of and run by contractors  ....       ....
+   1867 ... $4,812,155.80        .........       550       ....
+   1868 ...  5,066,651.61        .........       700       ....
+   1869 ...  6,663,851.16                       1038       ....
+   1870 ...  8,408,723.24      6,078,932.30     1039       ....
+   1871 ...  7,240,833.78      3,502,648.49     1032       ....
+   1872 ...  8,892,605.00      4,800,573.00     1032       ....
+   1873 ...                    4,974,861.02     1038       ....
+   1874 ...                    4,854,703.00     1038       ....
+   1875 ...                    4,982,047.00     1038       ....
+   1876 ...                    5,268,211.29     1039       ....
+   1877 ...                    5,273,421.69     1042       1125
+   1878 ...                    5,376,586.00     1042       1618
+   1879 ...                    5,475,503.00     1042       1865
+   1880 ...                   10,545,119.00     1825       2854
+   1881 ...                   12,480,343.00     1821       4270
+   1882 ...                   10,727,049.00     1819       4696
+   1883 ...                   10,354,531.00     1835       6166
+   1884 ...                    8,895,152.00     1832       5627
+   1885 ...                    9,050,355.20     1832       5712
+   1886 ...                                     1832       4509
+   1887 ...                                     1824       4623
+   1888 ...                                     1824       ....
+   1889 ...                                     1824       ....
+   1890 ...                                     1824       ....
+   1891 ...                                     1822       ....
+   1892 ...                                     1822       ....
+   1893 ...                                     1823       ....
+   1894 ...                                     1823       ....
+   1895 ...                    9,939,907.00     1823       ....
+   1896 ...                    9,347,672.00     1823       ....
+   1897 ...                                     1823       ....
+   1898 ...                                     1849       ....
+   1899 ...                                     ....       ....
+   1900 ... 23,046,907.33     12,554,328.96     2968       5877
+
+
+_Statistics Kansas Pacific Railway._
+
+Following statement shows gross earnings, operating expenses
+(including taxes), of the line up to its consolidation with the Union
+Pacific Railroad in January, 1880.
+
+                Gross            Operating     K.P.       Owned or
+  Year.        Earnings.         Expenses.    Mileage.   Controlled.
+
+  1867      $1,816,458.11     $1,199,534.16     234[A]      .....
+  1868       1,910,161.83      1,346,494.20     403[A]      .....
+  1869       2,225,850.11      1,386,180.02     439[A]      .....
+  1870       3,360,786.61      2,480,040.46     552[A]      .....
+  1871       3,312,517.83      2,302.589.96     673         .....
+  1872       3,723,713.18      2,229,265.77     673         .....
+  1873       3,563,299.49      2,116,990.59     673         .....
+  1874       3,356,749.95      1,671,045.57     673         .....
+  1875       3,363,760.46      1,790,879.95     673         .....
+  1876       3,000,800.66      1,782,818.53     673         .....
+  1877       3,284,734.06      1,916,956.74     673         .....
+  1878       3,610,224.00      2,411,562.00     677         .....
+  1879       4,873,729.00      ............     677         .....
+
+          [Footnote A: Average number miles operated.]
+
+
+_Statistics Kansas Pacific Railway._
+
+The following statement shows the number of Engines and cars owned
+during the years named:
+
+                             Baggage            Total
+                  Passenger  Mail and  Freight  Number
+  Year.  Engines.  Coaches.  Express.   Cars.    Cars.
+
+  1869     29        21         10       782      813
+  1870     50        35         11      1025     1071
+  1871     76        42         15      1048     1139
+  1872     88        47         19      1070     1136
+  1873     88        53         18      1040     1145
+  1874     88        55         18      1163     1236
+  1875     88        44         18      1107     1204
+  1876     88        43         18      1078     1110
+  1877     88        41         16      1153     1257
+  1878     88        42         17      1307     1382
+  1879     94        41         17      1280     1396
+
+
+
+
+APPENDIX III.
+
+_Nomenclature of the Union Pacific Railroad._
+
+
+There are two versions of the name Union Pacific. One that it was the
+expression of the union sentiment prevalent among its projectors and
+builders, it being named during the dark and gloomy days of the War of
+the Rebellion; the other being that the whole project was the union of
+many and varied projects all looking to the building of a Pacific
+Railroad, and it was natural that the proposition that embraced them
+all should be called the "Union Pacific." We would rather believe it
+was somewhat of both these reasons that brought about the name in
+question.
+
+COUNCIL BLUFFS, IA.--Received its name from a council being held there
+in 1804 between Lewis and Clark's Expedition and a party of Ottoe and
+Missouri Indians.
+
+OMAHA, NEB.--Named after a tribe of Indians variously known as Mahas
+or Omahas.
+
+PAPILION, NEB.--Called after the creek on which it is located, named
+by Lewis and Clark and derived from a Latin word meaning butterfly.
+
+MILLARD, NEB.--Named ofter the Hon. Ezra Millard, a prominent citizen
+of Omaha in the early days.
+
+ELKHORN, NEB.--So called from the Elkhorn River near by.
+
+FREMONT, NEB.--Named after Gen'l. Fremont, the "Pathfinder."
+
+AMES, NEB.--Named after Oliver Ames, one of the prominent men in the
+history of the road. The place was originally called Ketchum.
+
+NORTH BEND, NEB.--So named from a northward bend in the Platte River.
+
+SCHUYLER, NEB.--Named after Schuyler Colfax, Vice-President of the
+United States.
+
+COLUMBUS, NEB--Was first settled by a party of Germans from Columbus,
+Ohio, who named it after their old home.
+
+CLARK, NEB.--Called after S. H. H. Clark, Gen'l Supt. of the road
+while it was being constructed.
+
+CENTRAL CITY, NEB.--Originally called Lone Tree. Named Central City
+owing to the "Nebraska Central R. R." making connection there with the
+Union Pacific.
+
+CHAPMAN, NEB.--Called after a roadmaster of that name.
+
+LOCKWOOD, NEB.--Named after a storekeeper of that name located there
+in the early days.
+
+GRAND ISLAND, NEB.--Named after an island in the Platte River.
+
+WOOD RIVER, NEB.--Called after a stream of that name adjacent to the
+town.
+
+SHELTON, NEB.--Named after the cashier of the Company at Omaha.
+
+KEARNEY, NEB.--Named after Gen'l Kearney of Mexican War fame. Was the
+site of Old Ft. Kearney established in 1858 for the protection of the
+Overland Route.
+
+COZAD, NEB.--Named after a gentleman from Cincinnati, Ohio, who
+purchasing 40,000 acres from the railroad laid out the town.
+
+WILLOW ISLAND, NEB.--So named from the large number of willow bushes
+on an island in the Platte River near by.
+
+BRADYS ISLAND, NEB.--From an adjacent island in the Platte River.
+
+OGALLALA, NEB.--From the Ogallala, a division of the Sioux or Dacotah
+tribe of Indians, of which Spotted Tail was the most famous chief. The
+word means "throwing at or into."
+
+BRULE, NEB.--From the Brule Sioux. Red Cloud was its most famous
+chief. The word is French meaning "burnt." They call themselves "Burnt
+thighs."
+
+BIG SPRINGS, NEB.--Named after several large springs in the vicinity.
+A noted camping ground on the Overland.
+
+JULESBURG, NEB.--Named after an agent of the Overland Mail Co.,
+variously referred to as Jules Bernard, Jules Beni, Jules Burg or
+Dirty Jules, who was at one time agent of the Stage Company at that
+point.
+
+LODGE POLE, COLO.--From a stream of that name which the railroad
+follows for some little distance.
+
+SIDNEY, NEB.--Named after Sidney Dillon, at one time president of the
+Union Pacific.
+
+BROWNSON, NEB.--Called after a former General Freight Agent of the
+Company.
+
+KIMBALL, NEB.--Named after Thos. L. Kimball, General Passenger Agent,
+and afterwards General Manager.
+
+PINE BLUFFS, WYO.--Takes its name from the stunted growth along the
+adjacent bluffs.
+
+HILLSDALE, WYO.--Named after an engineer, (Hill) who was killed here
+during the preliminary survey.
+
+CHEYENNE, WYO.--From an Indian Tribe of that name. The word is
+supposed to be derived from the French "Chien" a dog and to mean Dog
+soldier. Other authorities connect it with the Indian word "Shallana"
+meaning red or red man.
+
+BUFORD, WYO.--Named after old Ft. Buford.
+
+SHERMAN, WYO.--The highest point on the line named after the tallest
+General (Sherman) in the Union Army.
+
+TIE SIDING, WYO.--Vast quantities of ties were shipped from this point
+for use in the construction, they coming from the mountains in the
+vicinity.
+
+LARAMIE, WYO.--The name comes from Jacques Laramie, a fur trader who
+was killed in this vicinity by the Indians in 1820.
+
+MEDICINE BOW, WYO.--From the Medicine Bow Mountains among which it is
+situated.
+
+FT. STEELE, WYO.--From Ft. Fred Steele, established in 1868 on the
+same site.
+
+RAWLINS, WYO.--Named after Gen. Jno. A. Rawlins, Gen'l Grant's, Chief
+of Staff and his First Secretary of War.
+
+CRESTON, WYO.--So called from being the crest of the Rocky Mountains.
+
+GREEN RIVER, WYO.--From the river of that name whose waters run
+through a green shale, and while not discoloring the water impart that
+shade to the river.
+
+BITTER CREEK, WYO.--From the creek of that name so called from the
+character of its water.
+
+GRANGER, WYO.--Named after an old settler, a Mr. Granger.
+
+OGDEN, UTAH.--Named after Peter Ogden, an attache of the Hudson Bay
+Co., who lived in this vicinity in the (18) thirties.
+
+
+
+
+APPENDIX IV.
+
+_Paddy Miles' Ride._
+
+
+     The following is taken verbatim from a prominent newspaper
+     of 1869, and is a very excellent illustration of the style
+     of writing prevalent at that time.
+
+
+Mr. Miles, or "Paddy" as he was familiarly called, was foreman to the
+Casement Brothers, who laid the track of the Union Pacific Railroad.
+One morning, Paddy started down Echo Canon with a long train of flat
+cars, sixteen in number, loaded with ties and iron rails for the road
+below Echo City, where were then, as now, the station, switches, etc.
+The reader will remember that, from the divide to the mouth of Echo
+Canon is heavy grade, no level space on which cars would slack their
+speed.
+
+The train had proceeded but a few miles down the canon, going at a
+lively rate, when the engineer discovered that the train had parted,
+and four loaded cars had been left behind. Where the train parted the
+grade was easy, hence that portion attached to the locomotive had
+gained about half a mile on the stray cars. But when discovered, they
+were on heavy grade and coming down on the train with lightning speed.
+What was to be done? The leading train could not stop to pick them up,
+for, at the rate of speed at which they were approaching, a collision
+would shiver both trains, destroying them and the lives of those on
+board.
+
+There were two men, Dutchmen, on the loose cars, who might put on the
+brakes, and stop the runaway. The whistle was sounded, but they heard
+it not; they were fast asleep, behind the piles of ties. On came the
+cars, fairly bounding from the track in their unguided speed, and away
+shot the locomotive and train. Away they flew, on, around curves and
+over bridges, past rocky points and bold headlands; on with the speed
+of the wind, but no faster than came the cars behind them.
+
+"Let on the steam," cried Paddy, and with the throttle chock open, and
+wild terrible screams of the whistle, the locomotive plunged through
+the gorge, the mighty rocks sending back the screams in a thousand
+ringing echoes.
+
+"Off with the ties," shouted Paddy, once more, as the whistle shouted
+its warning to the station men to keep the track straight and free,
+for there was no time to pause--that terrible train was close on to
+them, and if they collided, the canon would have a fearful item added
+to its history. On went the train past the side-tracks, the almost
+frantic men throwing off the ties, in hopes that some of them would
+remain on the track, throw off the runaways, and thus save the forward
+train. Down the gorge they plunged, the terror keeping close by them,
+leaping along--almost flying, said one, who told us the tale--while
+the locomotive strained every iron nerve to gain on its dreaded
+follower. Again the wild scream of the locomotive of "Switches open,"
+rung out on the air and was heard and understood in Echo City. The
+trouble was surmised, not known, but the switches were ready, and if
+the leading train had but the distance it could pass on and the
+following cars be switched off the track, and allowed to spend their
+force against the mountain side. On shot the locomotive, like an arrow
+from the bow, the men throwing over the ties until the train was well
+nigh unloaded, when just as they were close to the curve by which the
+train arrives at the station, they saw the dreaded cars strike a tie,
+or something equally of service, and with a desperate plunge rush down
+the embankment, some fifteen feet, to the little valley, and creek
+below. "Down breaks," screamed the engine, and in a moment more the
+cars entered Echo City, and were quietly waiting on the sidetrack for
+further developments. The excited crowd, alarmed by the repeated
+whistling, was soon informed of the cause of these screams, and
+immediately went up the track to the scene of the disaster, to bring
+in the dead bodies of the unfortunate Dutchmen, who were surely
+crushed and torn in pieces. When they arrived at the scene of the
+disaster, they found the poor unfortunates sitting on the bank,
+smoking their pipes and unharmed, having just woke up. The first they
+knew of the trouble was when they were pitched away from the broken
+cars on the soft green sward. The debris of car frames, wheels and
+ties gave them the first intimation they had received that something
+was the matter.
+
+
+
+
+APPENDIX V.
+
+
+The following verbatim report of the engineer in charge of a surveying
+party on the Kansas Pacific Railway in 1869 will illustrate the
+difficulties encountered by those engaged in building the Pacific
+Railroads.
+
+  Engineer's Office.
+  Phil Sheridan, June 20th, 1869.
+
+  Colonel William H. Greenwood,
+  Chief Engineer, Kansas Pacific Railway.
+
+  Sir:--
+
+On resuming the location of the line up the North Fork of the Smoky,
+on Monday last, I made the change in the line mentioned in my last
+report.
+
+Commencing as far back as Station three hundred and forty-five, and
+producing tangent to Station four hundred and thirty-eight by
+twenty-seven. We then bore to the left with a two degree curve and
+continued to Station five hundred and forty-one, leaving the line for
+the night. The location of the line was continued on Tuesday to
+Station seven hundred and nine and ninety-five hundredths, making a
+total distance from Sheridan of eight and nine-tenths miles. The line
+is an easy one for gradients; no heavy work occurs on it, but the many
+crossings of the stream obtained, make frequent bridges necessary.
+These should be of such a character as to allow a water-way of at
+least thirty feet, but bridges of simple construction could be used,
+stone of any kind being difficult to obtain. The soil is sandy and
+easily worked, but will make a substantial road-bed. Having received
+your verbal orders to run a rapid line from a point west of here on
+the North Fork, where that valley makes its deflection to the South,
+eastward to the three hundred and eighty-fifth mile post, I provided
+myself with ten days' supplies and rations, and on Wednesday, the
+sixteenth, moved up the North Fork as rapidly as the nature of the
+ground permitted, camping at night near the four hundred and
+twenty-fourth mile, on Mr. Reynold's preliminary line. Before camp was
+fully arranged, a heavy squall struck it, tearing down all the tents,
+destroying one old one used as a cook tent and injuring some of the
+new ones. The herd was also stampeded, but was recovered without loss.
+The next morning I went up the valley about ten miles and ascended the
+divide to take observations. I found the course of the valley here was
+south of west and continued four miles westward. Several large
+branches, with deep, broad valleys, almost as large as the main
+stream, came in from the North, which it would be impracticable to
+cross. I returned, therefore, to a point in the valley near the four
+hundred and thirtieth mile of Mr. Reynold's line, where ascent from
+the valley seemed easy, and commenced my line at Station fifteen
+hundred and fifty-seven by eighty-three and ascended to an upper
+plateau in about one and a half miles, with a grade of fifty-two and
+eight-tenths feet per mile. I then turned to about Magnetic east, and
+we held this course with some deflections northward until night. This
+day's work, some six miles, is extremely heavy, the first two miles
+averaging about forty thousand cubic yards of earthwork each. On
+Friday we continued the line, swinging more to the northward, as the
+heavy ravines and rough country forced us away from our course.
+Running ten miles, we found a good camping place at end of line, at
+night, in a large branch of the North Fork, (the same which comes in
+two miles west of Sheridan), where there were numerous large ponds of
+water, the drainage from the late rains. The line during the day had
+crossed the water courses at that immediate level, between the heavy
+breaks near the divide and those near their outlets; still, the work
+is very heavy, the crossings being wide and deep. Any attempt to
+improve the line would only result in throwing it northward to the
+divide, coinciding with your preliminary line of 1867. At the end of
+the work, Friday, I obtain a grade of sixty-three feet per mile for
+six thousand and one hundred feet with extremely heavy work on
+straight lines. Saturday morning we made one and a half miles further
+and were obliged to abandon the line for the day. On seventeen miles
+of this work we obtain average per mile:
+
+  Excavation          5,500 cubic yards.
+  Embankment          9,600 cubic yards.
+     Total per mile  15,100 cubic yards.
+
+I have suggested in the transit notes a change for three or four
+miles, which will save considerable work and improve the alignment
+materially.
+
+On Saturday morning while looking up the line about two miles ahead of
+the party, I was attacked by ten mounted Indians who came out of a
+ravine and were very close before I discovered them. My horse was
+wounded by a pistol ball in the hip at the first start, but I was able
+to dodge them and was gaining enough distance to enable me to dismount
+and fight them on foot, when another party, about forty in number cut
+me off in front and surrounded me, leaving as I supposed, no chance of
+escape.
+
+Shooting down the nearest as they closed in, my horse, though wounded
+in four places and drenched in blood, carried me bravely and broke
+through their line, they closing up in my rear. One having a fast
+horse closed in with me as mine stumbled and partially fell. He
+emptied his revolver at me, but without other effect than to tear my
+clothes, then striking me on the head with his lance-staff told me in
+good English to "come off," which, under the circumstances, I did not
+feel justified in doing. Having him then in good range, I placed my
+gun against his side and fired, shooting him diagonally through the
+body and dismounting him.
+
+Feeling my horse giving away I threw myself from the saddle and
+catching the nearest Indian as he turned disabled him so that he fell
+to the ground in a short distance.
+
+They were now all scattering under whip and spur, having turned the
+moment I leaped from my horse. I had now come in sight of the party
+and observed a fresh band endeavoring to cut off the level party and
+back flagman.
+
+Mr. Morton (rear flag) finding his pony too much excited to be managed
+jumped off, successfully repelling the Indians with his carbine.
+Messrs. Schuyler and McCarty, rodmen, went to his assistance, though
+only armed with small revolvers. The Indians shooting as they passed,
+struck Mr. Schuyler in the leg, the ball passing through the fleshy
+part of the thigh, wounding him severely, but not seriously.
+
+The mules of the line wagon becoming unmanageable were unhitched and
+fastened to the wagon securely while the instruments were being
+secured and preparations made for a general attack. By the time I had
+reached the wagon the men were concentrated and prepared for any
+attack in force. The Indians now molested us but little, occasionally
+making a dash and firing a few shots then dashing away again. We moved
+slowly towards camp keeping out-flankers and in a short distance met
+Lieutenant Smith with a few dismounted men. The first alarm being
+given by Morton's pony coming in followed close by a few of the red
+devils, camp had been struck and the wagons loaded preparatory to
+moving out to meet us. An attempt was made to stampede the stock, but
+it resulted in a miserable failure, the Spencer carbines of Lieutenant
+Smith's detachment telling with effect.
+
+As it was unwise to separate the force, and as Mr. Schuyler's wound
+needed attendance, we deemed it best to come into Sheridan, it being
+only fifteen miles. I cannot too highly commend the conduct of the
+men, they were all cool and ready. Messrs. McCarty, Morton, Schuyler,
+Scott and Wheeler (leveler), were especially noticeable for presence
+of mind and cool courage at a very critical moment. Lieutenant Smith
+and his men, by prompt and vigorous action alone, saved the stock and
+rendered the safety of the line wagon certain. About seventy Indians
+were engaged, of whom four are known to be killed. Several others
+seemed hurt from their actions though nothing certain is known.
+
+The fight has demonstrated to me the inefficiency of our escorts and
+the need of more men upon the line, especially with the front and rear
+flag and level party.
+
+These men, engaged as they are, have no chance to observe any
+movements about them and could be surprised very easily and shot down
+without an opportunity of defense. The fact of my being surprised
+myself, and allowing these Indians to get behind me and within fifty
+and seventy-five yards before discovering them, although always on the
+lookout, proves that we cannot feel safe without extraordinary
+precautions. My horse was severely wounded, but was able to come in
+here where he will receive every attention and will in a short time, I
+think, be fit for service--say one or two months. I must repeat
+urgently what I have before reported, the necessity for a good strong
+horse, fast enough to outrun an Indian pony, strong enough to carry my
+heavy weight, with endurance to keep up his speed for miles if
+necessary, and hardy enough to stand constant hard riding such as will
+enable me to see all of the country as we pass it.
+
+Our loss in property was as follows:
+
+  Two shovels--(abandoned from necessity.)
+  One flag--
+  One chain--overlooked and left lying on the ground.
+  Private loss.--One field glass (mode of loss unknown, probably
+    cut off by a ball.)
+  One spur--(cut off by ball, saving the foot.)
+
+Part of this property may be recovered.
+
+I shall start on the line again tomorrow and try and get through to
+Carlyle Station.
+
+I omitted last week to report some changes in the party.
+
+I have been too much occupied as yet to send in an estimate for my
+supplies for the month of July, but will do so from Monument Station.
+
+          Very Respectfully,
+
+                                        Howard Schuyler,
+                                        Resident Engineer.
+
+
+
+
+
+End of the Project Gutenberg EBook of The Story of the First
+Trans-Continental Railroad, by W. F. Bailey
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