Congress was appealed to in 1893 to pass a refunding bill, but failed to act.

Numerous unsuccessful attempts were made to reorganize the property, but this was impossible with the debt to the Government in an unsettled condition. Finally in 1899 an agreement (see foot note) as reached between the re-organization Committee and the Attorney General by which the line was to be foreclosed and the debt adjusted. This was accordingly done in 1899. The account standing:

Amount due Government. From Union Pacific. From Kansas Pacific. Principal $27,236,512.00 Interest 31,211,691.75 ——————- Total $58,448,203.75 $12,891,900.19 Less Sinking Fund 18,194,618.26 6,303,000.00 ——————- ——————- Balance due $40,253,585.49 $6,588,900.19

and these amounts were accordingly turned over to the United States Government closing the account.

[Footnote: The agreement In question was signed by Sidney Dillon, President of the Union Pacific Railroad Company; Robert B. Carr, President of the Kansas Pacific Railway Company; W. A. H. Loveland, President of the Colorado Central Railroad Company, and concurred with by Henry Villard and Carlos S. Greeley, Receivers of the Kansas Pacific Railway.

It provided that the three lines should be operated as one property, under the general direction of the Union Pacific Railroad Company. The gross earnings to be pooled and apportioned between them on certain specified agreed per cents, based on the earnings of the respective roads during the preceding year, the arrangement to be binding for fifty years and to be subject to the approval of the Court in whose hands the Kansas Pacific Railway then was.]



CHAPTER XII.

The Central Pacific Railroad.

Suggested By Theo. D. Judah—Huntington, Crocker and Hopkins—Struggle for Congressional Aid—Progress Made.

The preceding chapters in tracing the history of the Union Pacific Railroad cover in a measure the preliminary events leading up to the building of the Central Pacific Railroad,—its connection from Ogden West.

In addition to this there is a wealth of incident connected with its history that will well repay the student. The following are a few and but a very few of its salient points.

For some years previous to the time when the final act was passed by Congress—which was to provide those of the western coast with speedy and safe communication with the homes of their youth—the question of a grand trunk road had been discussed by Californians as a public, and as private individuals. Many self-reliant men were sanguine of success, could the project be rightly brought before Congress. This feeling grew among the people of California, until a man who sought office at the hands of the people could not be elected were he not a "railroad man," provided that office was one wherein the holder could injure the prospects of the proposed road. Through the counties where the line was supposed to run, the question was strongly agitated, for those counties were expected to assist the undertaking, by voting their credit in various sums. So eager were the people of the interior of the State to have the enterprise commenced and completed, that they were willing to accede to any terms which would insure the success of the enterprise and relieve them from the oppression of a powerful water monopoly, which controlled a majority of the shipping both via the Panama Route and around Cape Horn.

The members of Congress from California knew that their election was in part owing to this feeling, and that much was expected of them by their constituents. They failed not when the time arrived, but to one—A. A. Sargent—more than all others, is California indebted for the great work which now binds her to her Eastern sisters.

But we are proceeding too fast, overlooking, but not forgetting, another name, none the less honored because the bearer lived not to behold the final completion of the work he initiated and so earnestly advocated. Theodore D. Judah now sleeps the sleep that knows no awaking, but still his presence can be seen and felt in every mile of the grand road which his genius brought into being. His name was a household word in the West, for thousands knew and appreciated the manly spirit and genial mind of the earnest, persistent and sanguine Engineer.

In the then little hamlet of Sacramento, dwelt C. P. Huntington, "Charley" Crocker, Mark Hopkins, and a few others—warm personal friends of Judah—who, often, in the long, winter evenings, gathered around the stove in Huntington and Hopkin's store room, and there discussed the merits and demerits of the Judah theory. These and some other gentlemen became convinced that the engineer was right—that the scheme was practicable. They subscribed fifty dollars a piece, and, in the summer, Judah and his assistants made a careful survey of the passes in the Sierras. This was in the summer of 1860, and in the fall the engineer party returned, toil-worn and travel-stained, but vastly encouraged and elated with the result of their summer's work. So favorable was the report that fifteen hundred dollars were immediately raised to be used the following summer in the same manner. The summer of 1861 found Judah and his party in the gulches and defiles of the Sierras, earnestly prosecuting their labors. The result but confirmed the previous report, with, if possible, more encouraging details regarding country, cost, etc. Judah then visited many of the principal capitalists of San Francisco to obtain subscriptions for the work, but failed to obtain a dollar. "But this road—what is it? Nothing that concerned them. It did not represent capital. A poor engineer wanted to make some money, and had started the idea for that purpose." These wise men shook their heads, and sneered at the undertaking. "What can they do," said they, "even with their Charter from the State? They have no money—they are poor men. It's only a sharp dodge on their part. They think the road will be undertaken in time, and then when that time arrives, they will stand a chance to sell their Charter and realize a few thousands—that's all. But they'll be dead before a railroad will be built across the continent." Such was the general tone of conversation among moneyed men regarding the road in its infancy, and it cannot be denied that the people of California owe nothing to the capitalists of their State—not even their thanks—for aid in the earliest days of the enterprise. The bone and sinew of the people—the mechanic and the merchant, the farmer, laborer and miner—did all that could be expected of them. But the capitalists held back—and for good reason. They feared that the railroad would give the death blow to the monopolies in which they were more or less interested. Sacramento alone deserves the credit of having originated and brought to a successful completion the Central Pacific Railroad. When the State had chartered the Company, when only funds were necessary to insure the completion of the work, only two subscriptions were obtained in San Francisco, and one of these came from a woman.

In 1862, Judah went to Washington with charts, maps, etc., of the road. Sargent was there, as enthusiastic in the support of the measure as Judah himself. He drew up the bill under which the road was built. James H. Campbell, of Pennsylvania, and Schuyler Colfax (than whose there is no more honored name in California,) were his most efficient supporters in the House. In the Senate, McDougal, of California, Wilson, of Massachusetts, and Morrill, of Maine, also stood manfully by the measure. And there was fought the great battle. There, enlightened ideas, assisted by young and vigorous intellects, met and conquered prejudice and moneyed opposition, and opened a new commercial era in the annals of the Union. But it was not accomplished without a long and wearying struggle, in which the bull-dog pertinacity and fierce grip of Sargent was manifested. Day after day, for weary weeks, in the Committee of the Whole, Sargent and Campbell stood up alternately, and answered objections as fast as made, in short, sharp, close and cutting speeches. And night after night, they held interviews with Eastern Senators and Representatives, while at their side, supplying them with information on all desired points, sat Theodore D. Judah, the engineer, earnest and hopeful to the last. Senators did not nor would not believe that the road could or would be built. Said Lovejoy, during one of the debates: "Do I understand the gentleman from California to say that he actually expects this road to be built?" "The gentleman from Illinois may understand me to predict that if this bill is passed, the road will be finished within ten years," responded Sargent. People can now judge between Lovejoy's and Sargent's ideas of the vigor of the West.

The end came, the bill was finally passed, and the news thereof caused the hearts of Californians to leap for joy. Ground was broken at Sacramento, and work was commenced immediately. Another battle was to be fought, a financial one. Before they could receive any aid from the Government, forty miles of road must be built and stocked, which would cost at least four million dollars, for that forty miles carried the road far up among the Sierras, through a great portion of their heavy work. Money was "tight"—in fact it always is when a man wants some—commanding two per cent. per month in California. The corporators put in their entire fortunes. The city of San Francisco issued bonds in assistance of the work; the State and several counties also rendered material aid, but all combined was but a trifle compared to what was required. C. P. Huntington, then Vice-President of the road, went to New York for aid, but among the capitalists there he met the same answer that had been given to Judah by the moneyed men of San Francisco. Finally, he met with Fisk and Hatch, dealers in government stocks. They feared not the result of the scheme. These energetic capitalists with the promptness of young and active minds—while older capitalists were questioning whether there was really a serious intention of building the road—pledged their faith to furnish the Company with what money they required and when they required it. The sum ranged from five million dollars to twenty million dollars per year; but they failed not, the money was always ready. The success of the enterprise was now assured. The bonds of the Company were put on the market, and advanced rapidly in price, and soon the Company had at their command all needful funds.

When the summit of the Sierras was reached, the road was pushed rapidly forward. But long ere this was gained, when the Company was toiling among the mountains, jeers and taunts of derision could be found in plenty in the columns of California newspapers. "The Dutch Flat Swindle," as the road was termed by some of these far sighted journalists—when the Company was laboring to overcome the heavy grade near that town—has passed into a byword in California, and now is suggestive of success. The route, after the "summit" was gained, was then comparatively easy, and rapid progress was made. The Chinese laborers, who had worked on the road from first to last, drove the work forward, and on May 10th, 1869, the roads met on Promontory Point, six hundred and ninety miles from Sacramento. The following will show the number of miles completed during each year: In 1863-1864-1865, twenty miles each year; in 1866, thirty miles; in 1867, forty-six miles; in 1868 three hundred and sixty-three miles; in 1869, one hundred and ninety-one miles.



Appendix I.

Roster Union Pacific Railroad.

PRESIDENT.

W. B. Ogden, Elected Sept., 1862. Jno. A. Dix, Elected Oct., 1863. Oliver Ames, Elected June, 1868. Thos. A. Scott, Elected April, 1871. Horace F. Clark, Elected March, 1872. Jno. Duff, Elected July, 1873. Sidney Dillon, Elected June, 1874. Chas. Francis Adams, Elected June, 1884. Sidney Dillon, Elected Dec., 1890. S. H. H. Clark, Elected May, 1892. H. G. Burt, Elected Jan., 1898. E. H. Harriman, to date.

VICE PRESIDENT.

Thos. C. Durant, Elected Oct., 1863. Jno. Duff, Elected May, 1869. Elisha Atkins, Elected May, 1874. Tom Potter, Elected May, 1887. W. H. Holcomb, Elected Oct., 1888. S. H. H. Clark, Elected. May, 1891. Elisha Atkins, Elected Nov., 1892. O. W. Mink, Elected March, 1898. W. M. D. Cornish, Elected July, 1898.

2ND. VICE PRESIDENT.

S. R. Callaway Sept., 1884, to June, 1887. O. M. Lane May, 1889, to Oct., 1891. O. W. Mink May, 1893, to March, 1898.

3RD. VICE PRESIDENT.

Thos. L. Kimball Nov., 1889, to Aug., 1891.

SECRETARY.

H. V. Poor, Elected Sept., 1862. Chas. Tuttle, Elected Oct., 1863. E. H. Rollins, Elected June, 1869. H. McFarland, Elected March, 1877. Alex. Millar, Elected April, 1889.

TREASURER.

T. W. Olcott, Elected Sept., 1862. Jno. J. Cisco, Elected Oct., 1863. J. M. S. Williams, Elected June, 1869. E. H. Rollins, Elected May, 1872. H. McFarland, Elected April, 1877. Jas. G. Harris, Elected April, 1889. F. V. S. Crosby, Elected Feb., 1899.

GENERAL MANAGER.

Thos. C. Durant Oct., 1863 to May, 1869. S. H. H. Clark Aug., 1878 to Sept., 1884. S. R. Callaway Oct., 1884 to May, 1887. Tom Potter May, 1887 to July, 1887. Thos. L. Kimball March, 1888 to Nov., 1889. E. Dickinson Dec., 1889 to May, 1890. S. H. H. Clark Jan., 1891 to April, 1893. E. Dickinson April, 1893. A. L. Mohler, to date.

ASSISTANT GENERAL MANAGER.

Thos, L, Kimball Nov., 1880 to July, 1884. G. M. Cummings Jan., 1887 to Dec., 1887. C. S. Mellen Nov., 1888 to March, 1889. G. M. Cummings March, 1889 to Dec., 1889. E. Dickinson Feb., 1889 to Dec., 1889. W. H. Holcomb Dec., 1890 to May, 1891. E. Dickinson May, 1891 to April, 1893.

GENERAL SUPERINTENDENT.

G. M. Dodge Oct., 1863 to May, 1867. W. Snyder May, 1867 to July, 1869. C. G. Hammond Sept., 1869 to Oct., 1870. T. E. Sickles Nov., 1870 to May, 1872. S. H. H. Clark June, 1874 to Aug., 1878. Sylvester T. Smith Nov., 1884 to June, 1887. E. Dickinson July, 1887 to March, 1889.

ASSISTANT GENERAL SUPERINTENDENT.

H. M. Hoxie Aug., 1869. C. M. Mead Sept., 1869 to Dec., 1870. S. H. H. Clark Sept., 1871 to June, 1874. E. Dickinson Nov., 1884 to Aug., 1887.

TRAFFIC MANAGER.

Thos. L. Kimball Aug., 1884 to Sept., 1887. C. S. Mellon March, 1889 to April, 1892.

FREIGHT TRAFFIC MANAGER.

E. P. Vining Nov., 1882 to Jan., 1884. J. A. Munroe Oct., 1892 to date.

ASST. GENERAL TRAFFIC MANAGER.

P. P. Shelby Jan., 1886 to Sept., 1887. J. A. Munroe Nov., 1889 to March, 1891. B. Campbell July, 1890 to March, 1891.

GENERAL PASSENGER AGENT.

Webster Snyder Oct., 1865 to May, 1867. C. D. Whitcomb June, 1868 to Jan., 1869. Francis Colton Nov., 1869 to Dec, 1870. Thos. L. Kimball March, 1871 to Nov., 1880. J. W. Morse Nov., 1880 to Sept., 1887. J. S. Tebbets Sept., 1887 to March, 1889. E. L. Lomax March, 1889 to date.

GENERAL TICKET AGENT.

Jos. Budd Feb., 1869 to Oct., 1869. Thos. L. Kimball April, 1872 to Nov., 1880. C. S. Stebbins Nov., 1880 to Sept., 1887.

ASST. GENERAL PASSENGER AGENT.

Beverly R. Keim Sept., 1870 to Jan., 1871. W. C. Thompson Feb., 1871 to April, 1873. C. S. Stebbins April, 1880 to Jan., 1881. S. B. Jones May, 1881 to Nov., 1887. E. L. Lomax Sept., 1887 to March, 1889. T. W. Lee March, 1889 to April, 1891. J. W. Scott Nov., 1889 to Nov., 1891. W. H. Hurlburt March, 1891 to Aug., 1894. B. H. Payne March, 1894 to April, 1895. S. H. Hutchison Feb., 1898 to July, 1900. Garret Fort Sept., 1900 to date.

GENERAL FREIGHT AGENT.

S. H. H. Clark June, 1868 to Sept., 1868. E. F. Test Oct., 1868 to Feb., 1869. H. Brownson March, 1869 to July, 1870. W. M. Martin Aug., 1870 to Dec., 1870. H. Brownson March, 1869 to July, 1870. E. P. Vining Oct., 1871 to Nov., 1882. P. P. Shelby Nov., 1882 to Jan., 1886. J. A. Munroe Jan., 1886 to Dec., 1889. J. S. Tebbets Dec., 1889 to Nov., 1890. F. B. Whitney Aug., 1890 to March, 1891. J. A. Munroe March, 1891 to Nov., 1892. Elmer H. Wood July 1898 to date.

AUDITOR.

B. F. Ham J. W. Gannett May, 1872 to July, 1873. H. B. Wilbur July, 1873 to Dec., 1873. J. W. Gannett Dec., 1873 to July 1883. E. W. Young July, 1883 to date.

Among the SUPERINTENDENTS and DIVISION SUPERINTENDENTS were:

J. M. Barr, R. Blickensderfer, J. O. Brinkerhoff, W. H. Baldwin, Jr., S. H. H. Clark, C. H. Chappel, J. N. Campbell, G. M. Cummings, J. K. Choate, H. Dorrance, W. B. Doddridge, E. Dickinson, A. A. Egbert, L. Fillmore, C. W. Fisher, W. E. Green, W. W. Hungerford, D. S. Ives, C. W. Johnson, R. Law, P. I. Nichols, J. T. Odell, C. F. Resseguie, J. Rapelje, W. W. Riter, C. J. Smith, C. E. Wartele, D. V. Warren, E. W. Weed.

Roster Kansas Pacific Railway.

PRESIDENT.

Jno. D. Perry 1865 to May, 1871. R. E. Carr June, 1871 to Aug., 1876. A. Meier Aug., 1876 to Nov., 1876. Sidney Dillon Aug., 1879 to May, 1880.

VICE PRESIDENT.

A. Meier 1865 to Aug., 1876. T. F. Oakes Aug., 1876 to Nov., 1876. D. M. Egerton Aug., 1879 to May, 1880. R. E. Carr (2nd Vice Pres.) March, 1871, to May, 1871.

SECRETARY.

C. B. Lamborn June, 1868 to Sept., 1874. D. M. Edgerton Sept., 1874 to Nov., 1876. A. H. Calif Aug., 1879 to May, 1880.

TREASURER.

Gen. W. J. Palmer June, 1868 to May, 1869. C. S. Greeley June, 1869 to Nov., 1876. J. M. Ham Aug., 1879 to May, 1880.

GENERAL MANAGER.

R. E. Carr Dec., 1876 to Aug., 1878.

GENERAL SUPERINTENDENT.

A. Anderson May, 1869 to May, 1870. Ed. S. Bowen June, 1871 to Nov., 1874. O. S. Lyford Dec., 1874 to Nov., 1876. T. F. Oakes Nov., 1876 to April, 1879. Syl. T. Smith July, 1879 to May, 1880.

ASST. GENERAL SUPERINTENDENT.

E. D. Meier 1867 to April, 1869. Geo. Noble May, 1871 to Feb., 1874.

AUDITOR.

Syl. T. Smith May, 1869 to Dec., 1878. H. C. Clements July, 1879, to May, 1880.

GENERAL PASSENGER AND TICKET AGENT.

J. M. Webster June, 1868, to Feb., 1869. R. B. Gemmell June, 1870, to Feb., 1871. B. R. Keim March, 1871, to July, 1876. E. A. Parker July, 1876, to Nov., 1876. Peter B. Groat March, 1878, to Dec., 1879. D. E. Cornell Jan., 1877, to July, 1878. Thos. L. Kimball Dec., 1879, to May, 1880.

GENERAL FREIGHT AGENT.

J. M. Webster June, 1868, to Feb., 1869. R. B. Gemmell June, 1870, to Dec., 1870. T. F. Oakes Jan., 1871, to Dec., 1876. John Muir Jan., 1877, to May, 1880.



APPENDIX II.

Statistics Union Pacific Railroad.

The following is a statement of the gross earnings and operating expenses of the line for the fiscal year, ending June 30th, of the years named below:

Year. Gross Operating U.P.R.R. U.P. Sys. Earnings. Expenses. Mileage. Mileage.

1865 Up to April 1st, 1867, road was .... .... 1866 in the hands of and run by contractors .... .... 1867 ... $4,812,155.80 ......... 550 .... 1868 ... 5,066,651.61 ......... 700 .... 1869 ... 6,663,851.16 1038 .... 1870 ... 8,408,723.24 6,078,932.30 1039 .... 1871 ... 7,240,833.78 3,502,648.49 1032 .... 1872 ... 8,892,605.00 4,800,573.00 1032 .... 1873 ... 4,974,861.02 1038 .... 1874 ... 4,854,703.00 1038 .... 1875 ... 4,982,047.00 1038 .... 1876 ... 5,268,211.29 1039 .... 1877 ... 5,273,421.69 1042 1125 1878 ... 5,376,586.00 1042 1618 1879 ... 5,475,503.00 1042 1865 1880 ... 10,545,119.00 1825 2854 1881 ... 12,480,343.00 1821 4270 1882 ... 10,727,049.00 1819 4696 1883 ... 10,354,531.00 1835 6166 1884 ... 8,895,152.00 1832 5627 1885 ... 9,050,355.20 1832 5712 1886 ... 1832 4509 1887 ... 1824 4623 1888 ... 1824 .... 1889 ... 1824 .... 1890 ... 1824 .... 1891 ... 1822 .... 1892 ... 1822 .... 1893 ... 1823 .... 1894 ... 1823 .... 1895 ... 9,939,907.00 1823 .... 1896 ... 9,347,672.00 1823 .... 1897 ... 1823 .... 1898 ... 1849 .... 1899 ... .... .... 1900 ... 23,046,907.33 12,554,328.96 2968 5877

Statistics Kansas Pacific Railway.

Following statement shows gross earnings, operating expenses (including taxes), of the line up to its consolidation with the Union Pacific Railroad in January, 1880.

Gross Operating K.P. Owned or Year. Earnings. Expenses. Mileage. Controlled.

1867 $1,816,458.11 $1,199,534.16 234[A] ..... 1868 1,910,161.83 1,346,494.20 403[A] ..... 1869 2,225,850.11 1,386,180.02 439[A] ..... 1870 3,360,786.61 2,480,040.46 552[A] ..... 1871 3,312,517.83 2,302.589.96 673 ..... 1872 3,723,713.18 2,229,265.77 673 ..... 1873 3,563,299.49 2,116,990.59 673 ..... 1874 3,356,749.95 1,671,045.57 673 ..... 1875 3,363,760.46 1,790,879.95 673 ..... 1876 3,000,800.66 1,782,818.53 673 ..... 1877 3,284,734.06 1,916,956.74 673 ..... 1878 3,610,224.00 2,411,562.00 677 ..... 1879 4,873,729.00 ............ 677 .....

[Footnote A: Average number miles operated.]

Statistics Kansas Pacific Railway.

The following statement shows the number of Engines and cars owned during the years named:

Baggage Total Passenger Mail and Freight Number Year. Engines. Coaches. Express. Cars. Cars.

1869 29 21 10 782 813 1870 50 35 11 1025 1071 1871 76 42 15 1048 1139 1872 88 47 19 1070 1136 1873 88 53 18 1040 1145 1874 88 55 18 1163 1236 1875 88 44 18 1107 1204 1876 88 43 18 1078 1110 1877 88 41 16 1153 1257 1878 88 42 17 1307 1382 1879 94 41 17 1280 1396



APPENDIX III.

Nomenclature of the Union Pacific Railroad.

There are two versions of the name Union Pacific. One that it was the expression of the union sentiment prevalent among its projectors and builders, it being named during the dark and gloomy days of the War of the Rebellion; the other being that the whole project was the union of many and varied projects all looking to the building of a Pacific Railroad, and it was natural that the proposition that embraced them all should be called the "Union Pacific." We would rather believe it was somewhat of both these reasons that brought about the name in question.

COUNCIL BLUFFS, IA.—Received its name from a council being held there in 1804 between Lewis and Clark's Expedition and a party of Ottoe and Missouri Indians.

OMAHA, NEB.—Named after a tribe of Indians variously known as Mahas or Omahas.

PAPILION, NEB.—Called after the creek on which it is located, named by Lewis and Clark and derived from a Latin word meaning butterfly.

MILLARD, NEB.—Named ofter the Hon. Ezra Millard, a prominent citizen of Omaha in the early days.

ELKHORN, NEB.—So called from the Elkhorn River near by.

FREMONT, NEB.—Named after Gen'l. Fremont, the "Pathfinder."

AMES, NEB.—Named after Oliver Ames, one of the prominent men in the history of the road. The place was originally called Ketchum.

NORTH BEND, NEB.—So named from a northward bend in the Platte River.

SCHUYLER, NEB.—Named after Schuyler Colfax, Vice-President of the United States.

COLUMBUS, NEB—Was first settled by a party of Germans from Columbus, Ohio, who named it after their old home.

CLARK, NEB.—Called after S. H. H. Clark, Gen'l Supt. of the road while it was being constructed.

CENTRAL CITY, NEB.—Originally called Lone Tree. Named Central City owing to the "Nebraska Central R. R." making connection there with the Union Pacific.

CHAPMAN, NEB.—Called after a roadmaster of that name.

LOCKWOOD, NEB.—Named after a storekeeper of that name located there in the early days.

GRAND ISLAND, NEB.—Named after an island in the Platte River.

WOOD RIVER, NEB.—Called after a stream of that name adjacent to the town.

SHELTON, NEB.—Named after the cashier of the Company at Omaha.

KEARNEY, NEB.—Named after Gen'l Kearney of Mexican War fame. Was the site of Old Ft. Kearney established in 1858 for the protection of the Overland Route.

COZAD, NEB.—Named after a gentleman from Cincinnati, Ohio, who purchasing 40,000 acres from the railroad laid out the town.

WILLOW ISLAND, NEB.—So named from the large number of willow bushes on an island in the Platte River near by.

BRADYS ISLAND, NEB.—From an adjacent island in the Platte River.

OGALLALA, NEB.—From the Ogallala, a division of the Sioux or Dacotah tribe of Indians, of which Spotted Tail was the most famous chief. The word means "throwing at or into."

BRULE, NEB.—From the Brule Sioux. Red Cloud was its most famous chief. The word is French meaning "burnt." They call themselves "Burnt thighs."

BIG SPRINGS, NEB.—Named after several large springs in the vicinity. A noted camping ground on the Overland.

JULESBURG, NEB.—Named after an agent of the Overland Mail Co., variously referred to as Jules Bernard, Jules Beni, Jules Burg or Dirty Jules, who was at one time agent of the Stage Company at that point.

LODGE POLE, COLO.—From a stream of that name which the railroad follows for some little distance.

SIDNEY, NEB.—Named after Sidney Dillon, at one time president of the Union Pacific.

BROWNSON, NEB.—Called after a former General Freight Agent of the Company.

KIMBALL, NEB.—Named after Thos. L. Kimball, General Passenger Agent, and afterwards General Manager.

PINE BLUFFS, WYO.—Takes its name from the stunted growth along the adjacent bluffs.

HILLSDALE, WYO.—Named after an engineer, (Hill) who was killed here during the preliminary survey.

CHEYENNE, WYO.—From an Indian Tribe of that name. The word is supposed to be derived from the French "Chien" a dog and to mean Dog soldier. Other authorities connect it with the Indian word "Shallana" meaning red or red man.

BUFORD, WYO.—Named after old Ft. Buford.

SHERMAN, WYO.—The highest point on the line named after the tallest General (Sherman) in the Union Army.

TIE SIDING, WYO.—Vast quantities of ties were shipped from this point for use in the construction, they coming from the mountains in the vicinity.

LARAMIE, WYO.—The name comes from Jacques Laramie, a fur trader who was killed in this vicinity by the Indians in 1820.

MEDICINE BOW, WYO.—From the Medicine Bow Mountains among which it is situated.

FT. STEELE, WYO.—From Ft. Fred Steele, established in 1868 on the same site.

RAWLINS, WYO.—Named after Gen. Jno. A. Rawlins, Gen'l Grant's, Chief of Staff and his First Secretary of War.

CRESTON, WYO.—So called from being the crest of the Rocky Mountains.

GREEN RIVER, WYO.—From the river of that name whose waters run through a green shale, and while not discoloring the water impart that shade to the river.

BITTER CREEK, WYO.—From the creek of that name so called from the character of its water.

GRANGER, WYO.—Named after an old settler, a Mr. Granger.

OGDEN, UTAH.—Named after Peter Ogden, an attache of the Hudson Bay Co., who lived in this vicinity in the (18) thirties.



APPENDIX IV.

Paddy Miles' Ride.

The following is taken verbatim from a prominent newspaper of 1869, and is a very excellent illustration of the style of writing prevalent at that time.

Mr. Miles, or "Paddy" as he was familiarly called, was foreman to the Casement Brothers, who laid the track of the Union Pacific Railroad. One morning, Paddy started down Echo Canon with a long train of flat cars, sixteen in number, loaded with ties and iron rails for the road below Echo City, where were then, as now, the station, switches, etc. The reader will remember that, from the divide to the mouth of Echo Canon is heavy grade, no level space on which cars would slack their speed.

The train had proceeded but a few miles down the canon, going at a lively rate, when the engineer discovered that the train had parted, and four loaded cars had been left behind. Where the train parted the grade was easy, hence that portion attached to the locomotive had gained about half a mile on the stray cars. But when discovered, they were on heavy grade and coming down on the train with lightning speed. What was to be done? The leading train could not stop to pick them up, for, at the rate of speed at which they were approaching, a collision would shiver both trains, destroying them and the lives of those on board.

There were two men, Dutchmen, on the loose cars, who might put on the brakes, and stop the runaway. The whistle was sounded, but they heard it not; they were fast asleep, behind the piles of ties. On came the cars, fairly bounding from the track in their unguided speed, and away shot the locomotive and train. Away they flew, on, around curves and over bridges, past rocky points and bold headlands; on with the speed of the wind, but no faster than came the cars behind them.

"Let on the steam," cried Paddy, and with the throttle chock open, and wild terrible screams of the whistle, the locomotive plunged through the gorge, the mighty rocks sending back the screams in a thousand ringing echoes.

"Off with the ties," shouted Paddy, once more, as the whistle shouted its warning to the station men to keep the track straight and free, for there was no time to pause—that terrible train was close on to them, and if they collided, the canon would have a fearful item added to its history. On went the train past the side-tracks, the almost frantic men throwing off the ties, in hopes that some of them would remain on the track, throw off the runaways, and thus save the forward train. Down the gorge they plunged, the terror keeping close by them, leaping along—almost flying, said one, who told us the tale—while the locomotive strained every iron nerve to gain on its dreaded follower. Again the wild scream of the locomotive of "Switches open," rung out on the air and was heard and understood in Echo City. The trouble was surmised, not known, but the switches were ready, and if the leading train had but the distance it could pass on and the following cars be switched off the track, and allowed to spend their force against the mountain side. On shot the locomotive, like an arrow from the bow, the men throwing over the ties until the train was well nigh unloaded, when just as they were close to the curve by which the train arrives at the station, they saw the dreaded cars strike a tie, or something equally of service, and with a desperate plunge rush down the embankment, some fifteen feet, to the little valley, and creek below. "Down breaks," screamed the engine, and in a moment more the cars entered Echo City, and were quietly waiting on the sidetrack for further developments. The excited crowd, alarmed by the repeated whistling, was soon informed of the cause of these screams, and immediately went up the track to the scene of the disaster, to bring in the dead bodies of the unfortunate Dutchmen, who were surely crushed and torn in pieces. When they arrived at the scene of the disaster, they found the poor unfortunates sitting on the bank, smoking their pipes and unharmed, having just woke up. The first they knew of the trouble was when they were pitched away from the broken cars on the soft green sward. The debris of car frames, wheels and ties gave them the first intimation they had received that something was the matter.



APPENDIX V.

The following verbatim report of the engineer in charge of a surveying party on the Kansas Pacific Railway in 1869 will illustrate the difficulties encountered by those engaged in building the Pacific Railroads.

Engineer's Office. Phil Sheridan, June 20th, 1869.

Colonel William H. Greenwood, Chief Engineer, Kansas Pacific Railway.

Sir:—

On resuming the location of the line up the North Fork of the Smoky, on Monday last, I made the change in the line mentioned in my last report.

Commencing as far back as Station three hundred and forty-five, and producing tangent to Station four hundred and thirty-eight by twenty-seven. We then bore to the left with a two degree curve and continued to Station five hundred and forty-one, leaving the line for the night. The location of the line was continued on Tuesday to Station seven hundred and nine and ninety-five hundredths, making a total distance from Sheridan of eight and nine-tenths miles. The line is an easy one for gradients; no heavy work occurs on it, but the many crossings of the stream obtained, make frequent bridges necessary. These should be of such a character as to allow a water-way of at least thirty feet, but bridges of simple construction could be used, stone of any kind being difficult to obtain. The soil is sandy and easily worked, but will make a substantial road-bed. Having received your verbal orders to run a rapid line from a point west of here on the North Fork, where that valley makes its deflection to the South, eastward to the three hundred and eighty-fifth mile post, I provided myself with ten days' supplies and rations, and on Wednesday, the sixteenth, moved up the North Fork as rapidly as the nature of the ground permitted, camping at night near the four hundred and twenty-fourth mile, on Mr. Reynold's preliminary line. Before camp was fully arranged, a heavy squall struck it, tearing down all the tents, destroying one old one used as a cook tent and injuring some of the new ones. The herd was also stampeded, but was recovered without loss. The next morning I went up the valley about ten miles and ascended the divide to take observations. I found the course of the valley here was south of west and continued four miles westward. Several large branches, with deep, broad valleys, almost as large as the main stream, came in from the North, which it would be impracticable to cross. I returned, therefore, to a point in the valley near the four hundred and thirtieth mile of Mr. Reynold's line, where ascent from the valley seemed easy, and commenced my line at Station fifteen hundred and fifty-seven by eighty-three and ascended to an upper plateau in about one and a half miles, with a grade of fifty-two and eight-tenths feet per mile. I then turned to about Magnetic east, and we held this course with some deflections northward until night. This day's work, some six miles, is extremely heavy, the first two miles averaging about forty thousand cubic yards of earthwork each. On Friday we continued the line, swinging more to the northward, as the heavy ravines and rough country forced us away from our course. Running ten miles, we found a good camping place at end of line, at night, in a large branch of the North Fork, (the same which comes in two miles west of Sheridan), where there were numerous large ponds of water, the drainage from the late rains. The line during the day had crossed the water courses at that immediate level, between the heavy breaks near the divide and those near their outlets; still, the work is very heavy, the crossings being wide and deep. Any attempt to improve the line would only result in throwing it northward to the divide, coinciding with your preliminary line of 1867. At the end of the work, Friday, I obtain a grade of sixty-three feet per mile for six thousand and one hundred feet with extremely heavy work on straight lines. Saturday morning we made one and a half miles further and were obliged to abandon the line for the day. On seventeen miles of this work we obtain average per mile:

Excavation 5,500 cubic yards. Embankment 9,600 cubic yards. Total per mile 15,100 cubic yards.

I have suggested in the transit notes a change for three or four miles, which will save considerable work and improve the alignment materially.

On Saturday morning while looking up the line about two miles ahead of the party, I was attacked by ten mounted Indians who came out of a ravine and were very close before I discovered them. My horse was wounded by a pistol ball in the hip at the first start, but I was able to dodge them and was gaining enough distance to enable me to dismount and fight them on foot, when another party, about forty in number cut me off in front and surrounded me, leaving as I supposed, no chance of escape.

Shooting down the nearest as they closed in, my horse, though wounded in four places and drenched in blood, carried me bravely and broke through their line, they closing up in my rear. One having a fast horse closed in with me as mine stumbled and partially fell. He emptied his revolver at me, but without other effect than to tear my clothes, then striking me on the head with his lance-staff told me in good English to "come off," which, under the circumstances, I did not feel justified in doing. Having him then in good range, I placed my gun against his side and fired, shooting him diagonally through the body and dismounting him.

Feeling my horse giving away I threw myself from the saddle and catching the nearest Indian as he turned disabled him so that he fell to the ground in a short distance.

They were now all scattering under whip and spur, having turned the moment I leaped from my horse. I had now come in sight of the party and observed a fresh band endeavoring to cut off the level party and back flagman.

Mr. Morton (rear flag) finding his pony too much excited to be managed jumped off, successfully repelling the Indians with his carbine. Messrs. Schuyler and McCarty, rodmen, went to his assistance, though only armed with small revolvers. The Indians shooting as they passed, struck Mr. Schuyler in the leg, the ball passing through the fleshy part of the thigh, wounding him severely, but not seriously.

The mules of the line wagon becoming unmanageable were unhitched and fastened to the wagon securely while the instruments were being secured and preparations made for a general attack. By the time I had reached the wagon the men were concentrated and prepared for any attack in force. The Indians now molested us but little, occasionally making a dash and firing a few shots then dashing away again. We moved slowly towards camp keeping out-flankers and in a short distance met Lieutenant Smith with a few dismounted men. The first alarm being given by Morton's pony coming in followed close by a few of the red devils, camp had been struck and the wagons loaded preparatory to moving out to meet us. An attempt was made to stampede the stock, but it resulted in a miserable failure, the Spencer carbines of Lieutenant Smith's detachment telling with effect.

As it was unwise to separate the force, and as Mr. Schuyler's wound needed attendance, we deemed it best to come into Sheridan, it being only fifteen miles. I cannot too highly commend the conduct of the men, they were all cool and ready. Messrs. McCarty, Morton, Schuyler, Scott and Wheeler (leveler), were especially noticeable for presence of mind and cool courage at a very critical moment. Lieutenant Smith and his men, by prompt and vigorous action alone, saved the stock and rendered the safety of the line wagon certain. About seventy Indians were engaged, of whom four are known to be killed. Several others seemed hurt from their actions though nothing certain is known.

The fight has demonstrated to me the inefficiency of our escorts and the need of more men upon the line, especially with the front and rear flag and level party.

These men, engaged as they are, have no chance to observe any movements about them and could be surprised very easily and shot down without an opportunity of defense. The fact of my being surprised myself, and allowing these Indians to get behind me and within fifty and seventy-five yards before discovering them, although always on the lookout, proves that we cannot feel safe without extraordinary precautions. My horse was severely wounded, but was able to come in here where he will receive every attention and will in a short time, I think, be fit for service—say one or two months. I must repeat urgently what I have before reported, the necessity for a good strong horse, fast enough to outrun an Indian pony, strong enough to carry my heavy weight, with endurance to keep up his speed for miles if necessary, and hardy enough to stand constant hard riding such as will enable me to see all of the country as we pass it.

Our loss in property was as follows:

Two shovels—(abandoned from necessity.) One flag— One chain—overlooked and left lying on the ground. Private loss.—One field glass (mode of loss unknown, probably cut off by a ball.) One spur—(cut off by ball, saving the foot.)

Part of this property may be recovered.

I shall start on the line again tomorrow and try and get through to Carlyle Station.

I omitted last week to report some changes in the party.

I have been too much occupied as yet to send in an estimate for my supplies for the month of July, but will do so from Monument Station.

Very Respectfully,

Howard Schuyler, Resident Engineer.

THE END