CHAPTERIX.

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 calledfor 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, andafter 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 actualwork 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 himto 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 thecountry 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:

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 straightahead 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 theengineer 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:

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 applyFor 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 goesThrough perpetual snows in some quarters,This railroad should be in the midst of its foesPerpetually 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 Puebloand 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 investigatingtour, 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 madethat 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

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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 ofthe 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 Trainaddressed 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 hundredand 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 theDenver 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 stateof 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.(Back to Content)

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 yearswere 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 unpeopledterritory 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 propertyof 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 waslocated 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 NavigationCompany 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 thousanddollars 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 andCompany 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 (seefoot 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:

and these amounts were accordingly turned over to the United States Government closing the account.(Back to Content)

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 "railroadman," 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 andappreciated 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 makesome 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 gentlemanfrom 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 activeminds—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 mileseach 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.(Back to Content)

Roster Union Pacific Railroad.

PRESIDENT.

VICE PRESIDENT.

2ND. VICE PRESIDENT.

3RD. VICE PRESIDENT.

SECRETARY.

TREASURER.

GENERAL MANAGER.

ASSISTANT GENERAL MANAGER.

GENERAL SUPERINTENDENT.

ASSISTANT GENERAL SUPERINTENDENT.

TRAFFIC MANAGER.

FREIGHT TRAFFIC MANAGER.

ASST. GENERAL TRAFFIC MANAGER.

GENERAL PASSENGER AGENT.

GENERAL TICKET AGENT.

ASST. GENERAL PASSENGER AGENT.

GENERAL FREIGHT AGENT.

AUDITOR.

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.