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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:
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.
Tablenote A: Average number miles operated.
Statistics Kansas Pacific Railway.
The following statement shows the number of Engines and cars owned during the years named:
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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.(Back to Content)
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 thelocomotive 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.(Back to Content)
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 constructioncould 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 agrade 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:
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 closeby 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 meand 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:
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 inan estimate for my supplies for the month of July, but will do so from Monument Station.
Very Respectfully,Howard Schuyler,Resident Engineer.(Back to Content)
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.(Back to Main Text)