_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.