THE OMAHA DAILY BEE- : SUNDAYMAY G , 18D4-TWENTY PAGES.
TOE .GOLDEN SPIRE
Quarter Cent nial of the Completion of the
Pacific Enilroads.
\VONDER OF THE NINETEENTH CENTURY
The At'antio and Pacific Forever Linked by
Bands of Steel.
OMAHA AND SAN FRANCISCO SHAKE HANDS
Night of Flickering Hope Cdntraatod with
the Meridian of Realization.
WHAT MIND AND MUSCLE WROUGHT
Incrptloii anil Completion of tli'j.Htiipomlou *
Kntcrprlito mill Kit .tliiriolou * I'riiU-
ugo Tlio J'rogrrftttliu Itoimmco
of Aiiivrlcim History.
Twcnty-flvo years ago next Thursday ( May
JO ) the ticking of tlio electric telegraph In a
thousand offices over the length and breadth
of this country noted the strokes of the ham
mer of silver with which the golden spike
was driven Into the tie of laurel wood at
Promontory , when the junction of the Union
Pacific and Central Pacific railroads was
effected , and the task of building the flrat
great transcontinental line was formally
completed.
Twcnty-flvo years ago , when the projectors
of that stupendous work witnessed Its suc
cessful termination , they beheld a practical
transformation In the geography of thecoun
try. New York and San Francisco were
picked up from their former position of
weeks apart and set down within a few days'
distance of each other ; millions of acres of
rolling prairie , the undisputed home of the
Indian and the buffalo , were placed Invit
ingly at the very feet of the civilized hus
bandman ; the untold wealth of the nation's
ore > Qclds was placed at the mercy or the
miner's muscle , and the myriad mysteries
of that but little known country between the
mad Missouri and the Golden Gate became an
open book. The Atlantic and Pacific were
joined by bands of steel , and then and there
a revolution was accomplished In the com
merce of the world.
Thirty years ago on the 2nd of last Decem
ber the * first spadeful of earth was moved
on the Missouri bottom within the old
city limits of Omaha , formally in
augurating this unprecedented work.
On that day the great Union
Pacific railway was regarded as very much
of a myth even by many of those who en
thusiastically participated In the ceremonies
attendant on the Initial ground breaking ,
while the men engaged In and controlling
the enterprise were largely regarded as a
sot of stock jobbing. Wall street speculators.
Five and a third years later Innumerable
seemingly Insurmountable obstacles had been
overcome ; thousands of miles of road had
been constructed In a country destitute of
labor , materials and supplies , with nothing
but. the dangerous and uncertain navigation
of the Missouri river to rely upon during th&
summer months' as a base of operations ;
trains laden with government stores and pri
vate freight sped with the energetic force of
steam propuslon toward the western slope of
- the continent ; passengers for the Occident
v had abandoned the stage coach and ox or
mule train for the palace car , and a new era
In the history of railroad construction had
been successfully Inaugurated. The Union
Pacific had been completed and was known
and felt to ho a reality.
On this occasion of the quarter-centennial
of the completion of that gigantic undertak
ing The Oeo presents a brief histury of the
enterprise- with an account'of the exoiclses
that were held In this city at the time of
the beginning and completion of the work.
It Is Impossible to present the difficult and
disheartening circumstances that confiontod
the men who Invested their money , and. In
Bomo Instances , risked their lives In this
enterprise , yet It cannot bo denied that the
pushing of the Union Pacific railroad forever
over 2,000 miles over trackless plains and
over the Hocky mountains and Sierra
Nevadas seems more llko a romance than a
reality , and no one can lead the history of
, the first through transcontinental railway
without itdmlrlng the pluck and Indomitable
energy of the builders of the great national
highway , and the progressive spirit of the
( nation that made that success possible.
After the loatlon of the road.had been de
termined In favor of Omaha several attempts
were jnado to secure a change to other
points , but President Lincoln Invariably re
plied that the road had been located In con
formity with the charter requirements , and
that ho had neither the right nor disposition
to revoke lite decision. Omaha naturally ex
perienced something of a boom as a result of
It , and grew rapjdly _ under the stimulus of
*
the now enterprise.
Actlvo building operations were begun In
the early spring of 1SC1 , contracts being lot
for work to a point 100 miles west In the
Platte valley , from which surveys were con
tinued to the igOth meridian. After $100,000
had been expended on the course duo west-
'orly ' It was abandoned on the ground that It
would be Impossible to complete lee miles of
road through such hilly country In tlmo to
BOVQ the charter , which required that much
to be completed between the Missouri river
tend the 100th meridian within three years
from the filing of the company's assentto
the organic act , Juno 27 , 1863.
TWO nqw routes were at once
surveyed ; one north and thence west , and
the other south nearly to Uclluvuo , and
' thcnco northwest and west. TID ! latter was
called the "ox-bow , " and was. the route
chosen by the company , notwithstanding the
violent opposition of the people of Omaha ,
"Nvho entertained great fears that the com
pany Intended to cross the river at Dellcvuo
and leave Omaha out In the cold. The
greatest anxiety existed In Omaha at this
tlmo. but everything was finally harmoni
ously settled , oven after an order had
actually been promulgated directing tlio
starting of the line from Dcllcvuc , and after
that Idea was abandoned the Omahans
breathed easy once more.
Grading was pushed rapidly forward on
the "ox-bow" route , and track laying fol
lowed almost as fast. The ties for the road
from Omaha to the Platte were obtained
from the Missouri bottom lands , and being
of cottonwood , were put through the
"burnellzlng process , " which made thorn
Impervious to water , as well ns to animal or
vcgetablo parasites. The tics for the re.
malnder of the road were of hard wood and
wer * obtained from Pennsylvania. Michigan
and other distant states , and frequently am
as high as $3.50 pw tlo laid down In Omaha.
Some Idea ut the difficulty of constructing
the road may bo obtained from a knowledge
of the fact that there was a break of 133
miles In railroad communication between
Ucs Molnes and Omaha , and that everything
. had to be transported by team from that
jxjlnt , or by steamboat up Uio Missouri. The
company employed six largo steamers on
- the river , a well an hundreds of teams be-
twrecn Omaha and the Iowa capital.
The Omaha shops were started soon after
Ch work of building the road was com-
uunwJ , and they were completed In the
fill of 1SSS , The neventy-flvo horse power
ttitlnv tor tlio shops was hauled nverland
train I > Molnei by wagon * . The com
pletion of the urit fifteen miles of track
* ccUbratnl by an excursion from Omaha.
M C , Uurant , who got up the excur-
| / > vk Iwmiotlva and Hat car and
'l t fy prominent gentlemen to go
{ * UJU Mia an tfc n t luipectlon trip to the
* H < ) 4 * k * l/Mk at 8llnK'i grove , u was
M ) * tjtv.i < l ittr. ami ai the commit-
4 i/r M t it in well supplied the
Jv ; 4 tbm lvi. Among the
/ llmi. A J. i'oppleloti anil
Tfe fatUr gentleman.
* ky WM vtHut r/ts/n tar a * pcti , related
* u > wpHrta * * tit jlukiMtf Mimal thoiaand
dollars year * before In California In an
effort lo start the Pacific railroad. He re
viewed the dream of other days , and con
cluded with the expression of a hope that
ho might lire to see the day , though he
said It could scarcely bo expected nt his age ,
when the two oceans would bo united by
a complete Pacific railroad. Contrary to his
expectations , ho did live to nee the day ,
and In less than four years from that day
at Snllng's grove he went over tiio complete
road , traveling by rail from ocean to ocean.
Hvery twenty miles of completed road was
duly Inspected by properly appointed parties
and numerous excursions were made to the
end of the line as It was moved from time
to time. Fifty miles of the road was com
pleted and In running order March 13 , 186(1 ( ,
and an April 15 the commissioners of the
government , General S. II. Curtis , Colonel
J. H. Simpson and W. M. White , came to
Omaha , going over the road the next day
and accepting the work. In July It was an
nounced that 135 inlloi were ready for tire
cars. The grading continued very rapidly
and the Casement llrothors , who had the
contract for track laying , frequently put
down the rolls at the rate of five miles n
day.
day.They had completed 2CO miles during I860 ,
240 miles In 18G7 , and a total of 055 miles
from the 1st of January , 1863 , to May 10 ,
1869 , when the road was completed and con
nection made with the Central Pacific. In
the construction of the Union Pacific there
were used 300,000 tons of rails , 1,700,000 fish
plates , 6,800.000 bolts. 6,126,375 lie * and 23-
505,500 spikes.
Meantime the Central Pacific had been
pushed with equal rapidity , and had crossed
the Sierra Nevada mountains , being a mar
velous triumph of engineering skill. There
was n lively race between the Union Pacific
and Central Pacific to see which should build
the greater number of miles , and a danger
ous rivalry sprang up , which seemed likely
to Involve both roads In unpleasant and se
rious difficulties , which , however , were
averted April 0 , 1869 , by the rallroail com
mittee of the house of representatives agree
ing to ask the passage of a joint resolution
declaring that no bonds bo Issued to cither
corporation for the eighty-mile section be
tween Ogden and Monument Point , until
congress arranged a plan for the junction
of the roads. Soon after that the represen
tatives of the two roads met and agreed
that the place of junction should bo at
Promontory Point , and there the roads were
united on the 10th of May , 1869.
The celebration at Omaha In honor of the
Completion ot the Union Pacific and Us Junc-
itlon with the Central Pacific was a. grand
and enthusiastic affair. U was n general
holiday for everybody , and both public and
private buildings were In gala decoration
flags , festoons , banners , mottoes and bunt-
Ing. A telegraph line was run to a build
ing on Capitol hill , and direct connection
was made with Promontory , where the
golden spike , at the junction of the roads ,
was being driven Into Its laurel wood restIng -
Ing place. When the last blow was struck
at Promontory It was Instantly known In
Omaha , where 100 guns were fired In rapid
succession when the announcement was
made.
A procession was formed on Farnam street
In the afternoon , and with flags and banners
flying , the citizens marched to Capitol square ,
where the meeting was presided over
by Governor Saunders. Eloquent speeches
were made by General Clinton B. Fisk
of Missouri and General Manderson
and Judge Wakeley of this city ,
amid the most unbounded enthu
siasm. The Illumination In the evening
was a brilliant spectacle. The city was ono
blaze of light , while the display of pyrotech
nics was exceedingly beautiful. It was the
grandest day ever recorded In the history of
Omaha , and the jubilation did not end with
the rising of the next morning's sun.
HISTORY OF THE ENTERPRISE.
In 1S61 congress chartered the Pacific tele
graph , ot which Edward Crelghton of Omaha
was the projector and builder , and who , upon
Us completion , July 1. 1862 , located Its
terminus In this city. The Pacific telegraph
was the forerunner of the Pacific railway ,
which followed closely upon the heels of the
former , as the railroad bill was pending In
congress while the telegraph was under con
struction , and It was only four days before
the electric spark flashed across the con
tinent In one continuous circuit that the
Pacific railroad act was signed by President
'Lincoln.
The first Pacific railroad bill' was Intro-
disced In congress In 1850 by Senator Oenton
of Missouri. Such a project had , however ,
been discussed at times for several years
prior to the Introduction of the Initial bill.
In 1851 Hon. S. Duller King submitted n
plan which was universally approved , It-was
to the effect that the government should
guarantee to any company or persons who
would undertake and complete the road a
net dividend of 5 per cent for fifty or 100
years ; the road to bo constructed under the
supervision of an engineer appointed by the
government , the cost of the road not to ex
ceed n certain sum , and the guaranty not to
begin until the road was completed and
equipped for operation. In 1853-54 nine
routes were surveyed across the continent
under the supervision of Jefferson Davis ,
then secretary of war. Incidentally It may
bo remarked that had not the war of the
rebellion occurred the first transcontinental
railway would very likely have' been by a
southern route.
With each succeeding session of congress
the benefits and peculiarities of the various
routes were submitted , and the results were
summarized In the Interests of the extreme
southern line. Finally It was demonstrated
that the route along the north side of the
Platte river was the most practicable , and
In Juno , 1857 , a number of'dlsllngiilslied gen
tlemen from the various portions of the
United States visited Omaha and confer ) ed
with parties having In view the construc
tion of the Pacific road by way of the Platte
valley and South Pass. The visiting party
consisted of Colonel Orr of South Carolina ,
General Robinson , John Covode and Mr.
Tiradshaw of Pennsylvania , Judge Barber of
Wisconsin. Colonel Curtis of Iowa , Mr. Hos-
mor of Ohio , Mr. Pierce of Indiana and
others. They united In a recommendation
to congress that such a reasonable grant of
land and other aid bo contributed as would
prove a sufficient lmlifu.icnt ; to build the
road , and they also recommended the Platte
valley route. The project of a Pacific rail
road was also agitated at every session of
the Nebraska territorial legislature , and It
became one of the cherished hopes of this
then new country.
A Pacific railroad committee was appointed
during the besslon ot the Thirty-sixth con
gress , mid on the 20th of January , 1858 , that
committee , through Senator Owln of Cali
fornia , reported a bill which proposed tp lo
cate the eastern terminus ot the road at
some point between the Dig Sioux and Kansas
rivers. The bill provided for the donation
ot alternate sections on each side of the road ,
and 512,500 per mile , the same to be ad
vanced on the completion of each twenty-
five miles , until $25,000,000 should be reached.
The amounts Hum advanced were to be re
turned In mall service and the transporta
tion of men and munitions of war. Five per
cent of the stock was to be Issued , and the
president ot the United States was to re
ceive bids and locate the road. This bill was
killed In the senate. Another effort was
made during the session of 1859-60 , when a
new bill was Introduced by Mr. Curtis ot
Iowa , It met with more favorable considera
tion , but with no better results.
X mass meeting of the citizens of Omaha
was held at the Pioneer block on the evenIng -
Ing of January 29 , 1S59 , at which a memorial
was adopted that had been prepared at a
previous meeting by a committee- consisting
of William A. Gwyer , G. C. Monell and A. I ) .
Jones. This memorial was forwarded to
Washington and there the matter rested
until February 6 , 1862 , when Mr. Rollins of
Missouri , by unanimous consent. Introduced
a bill to aid In constructing n railroad and
telegraph line from the Missouri rtvor to the
Pacific ocean. It was subUantlally the tame
as that Introduced by General Curtis at the
previous session and was referred to the
Pacific railroad committee ,
The bill , with various amendments , passed
the house May C , 1862 , by a vote cf 79 to 49 ,
and went to the sonata for concurrence. In
the upper house decisive action was delayed
until Juno 20 , when the bill was passed by a
vote of 35 to S. Uy a vote of 104 * to 21 the
house adopted the bill as amended by the
senate and July 1 It was approved by the
president and became a law.
THE COMPANY ORGANIZED
Among other things the bill provided that
quite a number ot persons , whose name : )
were Riven , should be created Into a body
corporate and politic In law and
deed , by the name of the Union
Pacific Railroad company , These persons
were from all sections of the north ,
the south being then In rebellion. Those
from Nebraska were Qllnert C. Monell.
Augustus Kountze , T. M. Marquetto. W. II.
Taylor and Alvln Saunders. Mr. Koi'"lzo '
afterward became on" of the government
directors of the road. The tlmo of com
pletion wna fixed nt 1876 and the land Krant
amounted to 12,000,000 acres , or 19,000 square
miles , In alternate sections within a breadth
of twenty miles on each side of the road and
along Its entire length.
An amendatory act directed that a mootIng -
Ing bo hold In Chicago In September , 18f2 ! ,
to complete the organization nnd open nub-
scrlptlon books. Seventy-three of the com
missioners were present nnd the formal or
ganization of the convention was effected
by the election of W. U , Ogden of Illinois
as president nnd II. V. Poor of Now York
as secretary. The great project was dis
cussed nt length and n co-operative com
mittee of thirteen wns appointed. The
formal organization ot this national enter
prise wni projected at New York , October 29 ,
1863. Two government directors were ap
pointed and the following board of directors
was elected : George Opdyko , John A. Dlx ,
T. C. Durnnt. E. W. Dunham. P. Clark , E.
T. M. Gibson. J. F. D. Louler. 0. T. M.
Davis , A. O. Jerome , August Dolmont , L. C.
Clark , Charles Tuttle , II. V. Poor nnd George
Orlswold , New York city ; J. V. L. Pruyn.
Albany ; E. H. Rosckrnns , Glen's Falls ; A.
A. Lowe , San Francisco ; W. IJ. Ogden nnd
J. F. Tracy , Chicago ; Nathaniel Tlmyer
and C. A. Lambard , Iloston ; C. S. Bushnoll ,
New Haven ; J. H , Scranton. Scran ton ; J.
Edgar Thompson , Philadelphia ; nbenezer
Cook nnd John E. Henry , Davenport ; II. T.
McConcb , Wilmington ; Augustus Kountze ,
Omaha ; John I. Blair , New Jersey ; S. C.
Pomeroy , Kansas. General Dlx was elected
president ; T. C. Durant , vice president ; J. J.
Cisco , treasurer , nnd H. V. Poor , secretary.
OMAHA THE INITIAL POINT.
Organization being completed the next step
was the selection of the eastern terminus of
the road. Omaha at that tlmo had no rail
road whatever , but three lines were being
built across the state of Iowa toward this
point. The 13. & M. wns In operation 100
miles westward from Burlington , the Rock
Island had reached Grlnnell and the North
western was running to Marshalltown.
Owing partly to the favorable location ot
Omaha , which was the objective point of
these roads , It was decided to make this city
the Initial point of the Union Pacific rail
road , ami , on the morning of December 2 ,
1863 , Chief Englnedr Peter A. Dey received
n telegram from New York announcing that
the president of the United States had fixed
the Initial point of the road on the "western
boundary of the state of Iowa , opposite
Omaha , " and directing him to formally break
ground.
This wns a most Important piece of news
for the people of Omaha and they determine !
to Inaugurate the great work on that very
day and appropriately celebrate the event.
It had been rumored on the preceding day
that President Lincoln had located the road
to start at Omaha , opposite Council Bluffs ,
nnd that ground would bo broken the next
day. The report stirred up Intense excite
ment and was the cause of n bis rush on the
United States land office to secure land near
Omaha. It was Impossible , however , to ob
tain land nearer than sixteen miles from the
city and property In and-around the city
took a sudden rise.
It was with the greatest anxiety that the
people waited for the confirmation of the
rumors nnd when , on the next day. the
telegram ordering Engineer Dey to break
ground at Omaha was received the greatest
excitement and enthusiasm p" evaded through
put the little city , which then numbered
less than 5,000 Inhabitants. So Important
on event could not lie allowed to pas > s In
any ordinary manner. It was to be the
laying of the cornerstone of the grandest
enterprise of the age the great structure
that should unite the east nnd the west , the
Atlantic nnd the Pacific which would do
more to develop the resources of the country
than nil other agencies combined , and be
come the great transcontinental highway for
the transportation of the people nnd mer-
chandlso of the various nations of the earth
To bo sure , not all the people In Omaha had
unbounded faith In the enterprise- , but there
were many who had the utmost confidence
n Its eventual success , although none be-
lloved that It would be completed In such a
remarkably short time as n really wns It
was not strange then , that with the Intense
nterest felt in the undertaking , the celebra
tion , although cr.tlrely Impromptu , should be
a most enthusiastic success.
HOW OMAHA .CELEBRATED.
. Within an hour after the receipt of the
telegram , the following committee of ar
rangements had been appointed : Augustus
Kountze , Enos Lowe , John McCornilck A
J. Hanscom. B. F Lushbaugh. A. J Popple-
ton , John I. Redlck , Ezra Mlllard , Experi
ence Estabrook. E. B. Taylor , George M.
Mills , W. F. Sapp , Jesse Lowe , 0. P. Hur-
ford , Edward Crelghton , J. J. Brown and
George B. Blake. This committee hastily
arranged n program of exercises , and fixed
the hour for the ceremonies for 2 o'clock
that afternoon. It was n pleasant winter
afternoon , the sun shining brightly and the
thermometer indicating degrees nbovo
zero ; when a crowd numbering about 1000
people assembled and marched down to 'the
spot where the ground was to bo formally
broken ns the beginning of actual work on
the Union Pacific railroad.
This spot was near the ferry landing and
the "old telegraph poles , " not far from the
location ot the old waterworks plant at the
foot of Cass street. This Initial point of the
Union Pacific has long since been washed
away by the Missouri river , together with
about a mile of the first track laid , which
was Included In the measurement of the
first twenty miles , and for which , as well as
for every other mile , the Union Pacific re
ceived $10,000 and 12,000 acres of land.
A number of prominent men , among them
being Edward Crelghton , Governor Alvln
Saunders , George Francis Train , Express
Superintendent Joseph Shepard and General
Stage Agent Atchlson , were conveyed to the
scene In a stage coach belonging to the
Western Stage company.
A. J. Hanscom officiated as master of cere
monies , nnd the exercises were opened with
prayer by the late Rev. T. B. Lemon , who
omitted the prayer for the president of the
United States , the reason being that Mr.
Lemon was a strong democrat. He after
ward changed his politics and became u radi
cal republican.
The first earth was removed by Governor
Saunders , assisted by Mayors B. E. B. Ken
nedy and Palmer of Omaha and Council
Bluffs , Augustus Kountze , Engineer Dey.
George Francis Train , Dr. Atchlson and
others. Guns were fired , nnd deafening
cheers arose from the assemblage. A brass
slx-poundor stationed on the Nebraska bank ,
and another on the opposite shore of the
Missouri , were fired at Intervals during the
exercises.
Governor Saunders first addressed the
crowd and read a telegram , from Colonel
John Hay. private secretary to President
Lincoln. Mayor Kennedy spoke next , readIng -
Ing a message from Mayor Opdyko- Now
York. Speeches were also made by Dr. O.
C. Monell nnd Hon. A. J. Poppleton of
Omaha , Judge A. V. Larimer of Council
Bluffs , George B , Blake and George Francis
Train.
A. J. POPPLKTON'S SPEECH.
Mr , Popploton's speech was as follows ;
Fellow Citizens of Omaha nnd Council
Bluffs : On the 13th of October , 1854. about 7
o'clock In the evening , I was set down by
the Western Stage company nt yonder city
of Council Bluffs. At the rising of the
sun on the following morning I climbed
to the summit of ono of thn bluffs which
overlooked the prosperous nnd enterprising
town , nnd took ono long nnd lingering look
ncross the Missouri nt the benutlful sight
on which now sets In the full vigor of busi
ness , social and religious llfo the youthful
but thriving and this day Jubilant city of
Omaha. Early In the day I crossed the
river , nnd along n narrow path cut by some
stalwart man through the tall , rank prnlrlo
grass. I wended my way In search of a
poatofllco , At length I found an old pioneer
neer , seated apparently In sollary rumin
ation upon a plecq of hewn timber , nnd I
Inquired of him for the postofflco. Ho re
plied that ho was the postmaster , and
would examine the ofllco for my letters.
Thereupon ho removed from his head a
hat , to say the least of U somewhat veteran
In appearance , nnd drew from Its depths
the coveted letters. On that day the
wolves and the Omuhas were the almost
undisputed lords ut the soil , and the entire
postal system was conducted In the crown
of this venerable hat.
Today , at least 40,000 radiant faces glad
den our streets , nnd the postal service ,
sheltered by a costly edifice , strikes Its
Urlarlan anna toward the north , the
south , the cast and the west , penetrating
regions then unexplored and unknown , and
bearing tliu symbols of values then hidden
In the mountains and beneath the streams ,
of which the world In Us wildest vagaries
had never dreamed. Then It took sixty
days for New York and California to com
municate with each other. Today. San
Francisco nnd More York , sitting upon the
shores of the tin 3,000 miles asunder ,
hold fnmllar cn\ | erse ,
Iron and sten and lightning arc dally
weaving their Inles more closely with
each other and nun with theirs , ns the In
toroccanlc city , * ! > so commerce , trade nnd
treasure leave jltl i last great navigable
stream In their Till ; ratlon from the Atlantic
to the Pacific seaboard.
U Is natural , therefore , that you nhould
lift up your hearts nnd rejoice. And though
we have watched for nine long years , dur
ing which tlmo our fortunes have been
llko Antonio's treasures , "mostly In ex
pectancy , " wo at last press the cup In full
fruition to our lips. The lines have In
deed "fallen to us In pleasant places , " nnd
ns I look upojilio ) smiling faces that nrc
before mo I Bcltn to i rend In their happy
expression the words of the pious poet :
"This Is the day we long linvc nought
And mourned because wo found It not.
All this , however , Is but the personal
significance of this great national enterprise
to us. To us Its means prosperity ; to the
nation and all ot Its people It bears n signifi
cance well expressed In n telegram received
from Governor Yntes of Illinois , which reads
ns follows :
Committee of Arrangements , Union Pacific
Railroad Sirs : I have regarded the enter
prise of building the Union Pacific railroad
as of the utmost nallonal Importance. While
In congress , when opportunity offered , I urged
Its necessity , and It Is with peculiar pleas
ure that I learn that the building of the
road so long delayed ,1 to become n verity.
When completed It will bo an enduring
monument of tho. enterprise and patriotism of
our common country , firfnly uniting the two
extremes of the nation and rendering them
Indissoluble for all tlmo to come. I am , re
spectfully yours , RICHARD YATES.
I esteem myself fortunate In thus being
allowed to give expression to this concourse of
the greeting of the state ot Illinois through
Its chief executive officer.
In this hour of sanguinary struggles , when
that great and union-loving state , through
that most trusted fortunate chieftain , Gen
eral Ulysses S. Grant , Is hurling Its vic
torious sons Into the very vitals of the so-
called confederacy , she still flnds tlmo to
turn nsldo for ono brief moment and wish us
Godspeed In this' wonderful work upon which
wo now enter.
When these Iron bands Vvlth which wo hope
to gird the continent shall stretch from sea
to sea , they stand'perpetual hostages against
the terrlblo calamities of national estrange
ment , disruption and dismemberment. The
act of congress establishing- this great enter
prise should have been entitled "An net to
promote the preservation of the union , to
prevent national dissolution and bind to
gether the Atlantic and Pacific coasts by an
Indissoluble covenant , to resist and repel
foreign aggression. " There Is not on all the
Mississippi and its tributaries n citizen so
craven but that were the free navigation of
that noble stream , from Its source to Its
mouth , denied him , he would achelvo It with
the sword. So will this highway of the world
bo the common boon of every citizen , to bo
cherished and defended with special devo-
Standlng here , at the Initiation of this
stupendous enterprise. In this third year of
our civil wlar , let us-dovoutly prny that the
hour that witnesses Us Completion may be
hold a rebellion overthrown , a union re
stored , n constitution unimpaired , civil lib
erty and the pursuit ot happiness the In-
allenablo birthright of the weakest , the
poorest and tlieflowliest citizen In nil of
our borders. Then with full hearts and
bounding pulses we may renew the strain :
"Great God , wo .tjuxnk thec for tills goodly
This bounteou-j blrthlnnd of the free ,
Where wandcrdrBlfrom nfnr may come
And breathe iftq < nlr of liberty :
Still may Its flowers untrampled spring- ,
Its harvests wivK and cities rise
And long 'til time shall fold ItH wing
Remain carth'si loveliest paradise.
H may bo rclnar'kcd In patfilns that Mr.
Popleton's connection with the Union Pa
cific as attorncr began only a few days be
fore his speech was delivered , and con
tinued until a fe-wJyears ago , he beins gen
eral atorney fdr the road at the time of
his retirement , nml was the only general
officer of the Koad who at that tlmo had
continued In 1W sdrvlco from the day that
the first spadefuP'of earth was turned on
the1" Missouri bottom. . V < K >
At the conclusion o. the oxernlsos , the
crowd dispersed , highly elated with the oc
currences of the nfternoon , a full account of
which was telegraphed to the eastern press
by Mr. Train nnd Mr. Rosewater. The
city wns brilliantly Illuminated in the evenIng -
Ing , nnd a grand railroad banquet nnd ball
took place at the Herndon house , now a
part of the Union Pacific headquarters.
About sovonty-nVe ; pouples were In attend
ance , and supper was served at 1:30. : Dis
patches ot congratulation and encouragement
were received n'nd > read from Brlghnm
Young , Mayor Stock of Denver , Governor
Leland Stanford of California , Governor
Yates of Illinois , Hon. William'H. Sewarfl ,
secretary of war , nnd several other promi
nent men In various parts ot the country.
In , such a blaze of unprecedented glory ended
December 2 , 1863 , ono of the most Important
and eventful days In the history of Omaha
and Nebraska.
SEEKING FINANCIAL AID.
How to obtain the necessary funds to
carry the stupendous undertaking to n suc
cessful completion was a question Hint made
more than ono man Ho awake nights before
It was satisfactorily solved. The charter
granted by congress required that the books
should bo kept open for subscription until
$100,000,000 should be subscribed nnd paid
for. The scheme , hownver , did not succeed ,
as capitalists looked with suspicion on the
plan as a profitable Investment , nnd the
plan was abandoned. Thereupon George
Francis Train organized the famous Credit
Moblller , with n view of obtaining funds
with which to build the road. Grent diffi
culty wns experienced In securing money ,
nnd there were times during the period of
construction when the company wns finan
cially embarrassed In a very critical man
ner. Financial aid was sought In vain In
Now York , Philadelphia nnd elsewhere , but
finally considerable money was secured In
Boston , n ml eventually sufficient was ob
tained for the completion nnd equipment of
the road by the sale of the first mortgage
and land grnnt bonds to Boston capitalists.
That was In April , 1868 , and as soon as
the money was forthcoming the company
settle up a largo Indebtedness that had been
contracted In Omaha nnd at other points ,
and pushed the work to completion with
marvelous rapidity.
THE UNION PACIFIC BRIDGE.
. The building of the "Union Pacific bridge
was not begun until after the road was
completed. It wns found necessary to cross
the river to make connection with the east
ern roads that made Council Bluffs their
terminus. This connection was first made
by means of steamboat transfer across the
river In the sumnV'r months , nnd by an Ice
bridge In * the winter. The Northwestern
was the first road.'tp como across the river ,
the first tralhUnrrlvliiB hero on Sunday ,
January 17 , 1867. Then caino the Kansas
City , St. Joseph & , Council Bluffs , the U. &
M. , nml Rock iMahd In 1S68 ; nnd then the
Chicago , Burlington & Qtilncy.
Although the Initiatory steps were taken
In 1866 , when an'act looking to that end
passed congress ! the contract for building
the brldgo was not awarded until 1S6S.
A fight nroso over the location of
tlio Htructuro , tha choice seeming to
Ho between 1U low brldgo nt the
"telegraph poles/1 or a high bridge ut Chllds
Mills. Council Bluffs objected to the lo
cation at the "telegraph poles , " and both
Omaha and the Bluffs opposed Chllda Mills.
The location whore the structure was finally
erected was ngrflfd upon through the ef
forts ot a committee consisting ot Alvln
Saunders , Francis Smith , Augustus Kountze ,
Ezra Mlllard , EnoslLowo nnd 0. P. Hurford ,
who wont to Now York for that purpose.
Chairman KaunddW , ' telegraphed to 'Omaha
March 26 , 1868 , "Tho bridge Is located at
Train Table. Ortiaha i < * * JKOS the depot
grounds and $250,000 ; Council Bluffs pledges
$200,000 ; ground and right-of-way will bo
condemned , " Omaha voted $250QOO In
bonds as aid to the .bridge , In consideration
that she should have tbo main transfer depots -
pots , general offices , machine shops , etc.
Council Bluffs voted $200.000 In bonds , but
the company never received them.
An organization known as the Missouri
River Bridge company , which was claimed
to be an Independent Institution , although
composed ot Union Pacific stockholders , was
perfected under authority of a special act of
congress to build the brldgo , and was au
thorized to Issue- bonds to the amount ot
$3,500,000 , which bonds were Bold In Eng
land ,
The contract was awarded to the Bloomer
Bridge company of Chicago September 4 ,
1868 , the specified price being $1,089,500 , and
the time of completion was fixed for Novem
ber 10. 186' ' ) The work was greatly de
layed , nnd the first cylinder wan not ready
for sinking until March , 1869. In the fol
lowing July the Union Pacific took hold ot
the work , the contract with the Bloomer
company having been annulled , nnd the struc
ture wns completed March 25 , 1S73. The
oust wns said to bo $1,450,000. The struc
ture was 2,750 feet long , consisting of eleven
spans , each 2uO feet long , constructed en
tirely ot Iron. The superstructure wan Blip-
ported by piers , each formed of two Iron
pneumatic tubes eight nnd n half feel In
diameter , sunk In sections and filled with
cement masonry.
This bridge wns wrecked In n heavy gale ,
when two spans were blown Into the river
but wan repaired , and was replaced In 1SS1
by the mammoth double track structure that
now spans the river at that point.
THE FIRST SURVEY.
Mr. Andrew Rosewater , now city engineer
of Omaha , wan one of the first surveyors
employed on the line of the Union Pacific
and when asked the other day for nome o !
the facts nnd Incidents connected with the
early surveys reverted to occurrences of ono
third ot n century ago with n readiness that
told how Indelibly the scenes of those ctlrrlni ,
times had been Impressed upon his mind.
"Tho first survey of the Union Pacific , '
said Mr. Rosewater , "was n direct line west
from Omahn to the Klldiorn river , through
the Griffin fnrtu. In the winter oMSGI , after
n conference with Silas Seymour , consulting
engineer , orders were Issued for surveys
to bo made by the way of Mud creek , whlcl
line was nine miles longer than the direct
route or Dey line to the Elkliorn. .1. E
House , now county surveyor , wns then as
sistant engineer nnd made the first survey
over this route. The engineer corps cnmpci
out , ns the winter was quite open , until the
first part of January , when there was a
heavy snowfall ; but work was steadily prose
cuted on the Mud creek route. The ndoptlot
of this survey against the protests of Peter
A. Dey , then the chief engineer nnd now
ono ot the railroad commissioners for the
state of Iowa , wns the cause of that gentle
man's resignation the next spring. His
plnco was filled by Mr. House , who was
known as the acting chief engineer for some
tlmo. Over $100,000 had been expended 01
the Dey line before It was abandoned In
favor of the Mud crook route. One of the
amusing Incidents of the work on that line
wns the employment of n lot of Indian
squnws ns graders , but the experiment soon
proved n failure. The first locomotive that
nrrlved hero wns called the Genernl Shcr-
mnn. It wns brought hero by stenmer from
St. Joe early In 1805 nnd It wns tested on
300 yards of the first trnck laid on the river
bottom. The passengers on the locomotive
were John E. Henry of Davenport and his
wife. Henry was the first superintendent
of the Union Pacific.
"A largo crowd of people witnessed this
little excursion trip of the first locomotive
The second locomotive was named McPherson -
Phorson nnd was nlso transported by steamer
from St. Joo. In connection with Asslstnni
Engineer Shotwcll I drove the stnkos for the
first round house nnd the main shops. "
"How about the far west surveys ? "
"At this tlmo all the division engineers
wcro out on surveys up the Plntto valloj
nnd across the Rocky mountnlns. James
Evans , division engineer , started from
Omaha April 15 , 1861 , to mnko a survey from
the foot of the Black Hills , nnd nt the snme
tlmo F. M. Case was making surveys soutl
toward Deliver , while Percy T. Brown was
surveying across the plains this side of the
Rocky mountains. Over $100,000 was spent
that year for engineering , the money being
advanced by Thomas C. Durant. It took
us ono month to reach the foot of the moun
tains. Wo had three teams and fourteen
men , among them being Wiley Dlxon , Andy
McAuslanrt nnd Fred Boegcl. When wo
reached the mountains AVO were visited by
an old Indian chief , who was nccompanlci
by an English talking Mexican as an In
terpreter. This chief had a medal which
ho had received from President Franklin
Pierce while on n visit to Washington
When Informed by the surveyors of the In
tention of running a railroad through that
country ho shook his head and said It would
bo Impossible to construct a railroad through
a region that had neither grass or water.
This was on the bonk of Lodge Pole creek
Thrc < 3 years later the railroad reached that
point. Wo laid out the 'site of Cheyenne In
the spring of 1867 , having nothing else to
tlo , as wo could .proceed no further on ac
count of the snow. In July , three months
later , the railroad reached Cheyenne. Our
stakes were torn up nnd modified under the
direction ot General G. M. Dodge. Upon
the return of our party to Cheyenne In the
fall wt | found that town , tlio "Magic City
of the Plains , " ns It was called , a place of
6,000 people.
"It was then the terminus of the road nnd
one of the liveliest border towns I over saw.
It was the greatest gambling center In the
west. Its population was made up mostly
of gamblers , blacklegs , desperadoes and ad
venturers , and It was a quiet day Indeed
when two or three men were not shot and
killed.
"I remember during the early surveys of
mooting old Brldger at Fort Laramlo. Fort
Brldger and Brldger Pass were named after
him. Ho had como west when n mere
boy and had spent nil the years of his llfo
there. When ho discovered Salt Lake ho
thought , on tasting the water , that ho had
come to the Pacific ocean. Ho wns born In
St. Louis , nnd when speaking of the streets
ho called them canyons. Ho did not bo-
llevo that It was practicable to build a rail
road through that country for the same
reasons that had been given by the old In
dlan chief.
"My party wont clear through to Green
River. From that point westward the Mir-
veylng wns done by a party In charge of S.
B. Reed. This was the most difficult part
of the whole survey , and great assistance
was rendered by Brlgham Young. In the
spring of 1865 , when the road was com
pleted about thirty miles out , a largo body
of Indians wcro Invited to sco n moving
train , and they assembled with their fam
illea along the track. When the train came
along the engineer blew his whistle long and
loud , and lot olT steam , causing n terrible
racket , frightening the Indians , who turned
and fled In great terror. After becoming ac
customed to the engine , however , they fre
quently nmiised themselves by racing with
the trains on their ponies. Talking about
Indians reminds mo that they frequently
troubled the surveyors as well ns the con-
struc'lon parties , and once or twice attacked
the trains after the road was completed.
Quito n number of surveyors were killed ,
nmong them being Percy T. Brown. That
happened In the mountains In 1867 , and Percy
station was named In honor ot him. Mr.
Hill , a brother-in-law ot Byron Reed , was
kilted the same year , and Hlllsdale was
named after him.
"A young man named Clark , n relative of
Horace F. Clark , afterward president of the
road , was nlso killed. Wo frequently had
some very narrow escapes from the Indians ,
who. among other capers , once carried off
thirty miles of telegraph wlro. Wo fre
quently suffered hardships. In the spring of
1867 wo marched 300 miles through snow two
feet deep , and could not cross the mountains
on acount of the snow. When wo crossed
the plains the buffalo and nntelopo were
very plentiful , so that wo had plenty of
fresh meat , which helped us out consider
ably. The buffalo were so thick that they
frequently had to bo driven nwiiy to allow
the passage of the ox freight trains that
weie then crossing the plains. They were
not wild , and at Fort Kearney ( hey were so
tame that they would come up to the troughs
to drink. Sometimes wo suffered a great
deal for lack of water. When we
crossed the Red desert wo had to
carry n wntor supply for a whole week In
barrels. As It was , wo run out before we
got through , and were luft In a serious pre
dicament. Had It not been for a heavy
rain storm one night wo would have died
before we could have gotten n new supply.
We dug holes In the ground , and thus rol-
lucted enough water to carry us through to
Bitter Creek.
"For awhile 1 wns Inspector of tics and
brldgo materials at Omaha. The ties were
cither floated down tlio .liver In rafttt or
brought up stream on steamers. In the
spring of 1866 the river was unusually high ,
and carried nwuy an Immense number of
ties and swept away every portion of the
first mile of track. John A. Horbach was
ono of the heavy contractors In these days ,
The chief engineers of the road In the early
days were Peter A. Dey , J. E. House , P. B.
Reed. General G. M. Dodge and T. E.
Sickles. Mr. Bllckonsdorfer , who after
wards filled the position , was tlio man se
lected by the government to determine what
constituted the Rocky mountain division. "
TUB FIRST CHIEF ENGINEER.
The first chief engineer ot the Union Pa
cific. Hon. Peter A. Dey of Iowa City , now
and for several years a member of the Iowa
railroad commission , gave the following In
teresting Information In response to a re
quest for fuels an to the location ot the line ,
"I think In 1862 I attended the convention
In Chicago that formed the preliminary or
ganization of the Union Paclilo railroad. I
went there at the request of the Into Henry
W. Fnrnnm ( after whom the principal
thoroughfare In Onmlin In named ) , in whoso
employ I had been for n number of years ,
then the president of the Chlcagj & Rock
Island road. Ills Intention v > as to Interest
himself In the project. As I had Riven
close attention to the explorations ncross
the continent made by the government , Mr.
Fnrnnm desired to avail hlms-lf of any In
formation that I might possess. The pjlc | >
of the government previous to the war hud
been to mibaldlzo two railroads , n northern
and n southern line , nnd comparatively Ill-
tie attention had been paid to examining n
central route. A study of Mr. Stansbury's
survey of Snlt Lake nnd some other discon
nected rcconnolsances had satisfied mo that
less difficulties would ho encountered on n
line following the Plnttc river ns tnr ns
practicable nnd continuing west In about
that latitude , than cither north or south ot
It.
"At the convention the company wns tem
porarily organized by the election of Wil
liam B. Ogden us president ; Henry V. Poor
secretary , nnd Thomas W. Olcolt , treasurer
Early In September of the same year , by
direction of Mr. Fnrnnm , I went to Denver
looking for a suitable crossing of the moun
tnlns west of that place. Fnlllng to fliu
any opening , 1 wont ncrth to the head o
Lodge Pole creek , examining the country
and fixed upon a crossing of the Black Hills
that I regarded ns feasible. I then went
west and selected n crossing of the mult
divide of the continent nnd nlso of the rln
of the great Snlt Luke bafcln. The nnture
of the country was such Hint an engineer
hnd but little difficulty In fixing the route
whore the rend shculd go. If these three
points were determined the entrance to
the Salt l ake valley wns n simple matter.
"I returned In the fall nnd made n fill
report , with n statement of the iwlnts where
the road would enc-unter Its greatest dllll-
cultles nnd the gradients that would prob
ably bo encountered. While my report wns
more favorable nnd the project scemet
easier ot accomplishment limn anticipatedMr
Fnrnnm did not pursue the matter further
and In a short tlmo went to Europe. Ncarlj
a year elnpsed nnd nothing wns dona to hell
the project nlong. In August , 1863 , Mr
Thomas C. Durant telegraphed mo to mee
him In Now York with such Information ns
I hnd with regard to the route. In Sptem-
bor , by his direction , I organl/cd engineering
parlies , made surveys from the mouth of the
Platte river , Bellevue , Omahn and Florence
over Into the Pintle valley , near Fremont
I nlso sent a party to run a line from Ledge
Polo creek Into the Lurnmlc plains , nnd nlso
over the main divide , I think throng )
Brldger pass. I nlbo sent n geologist to ex
amine the strata nt the mountnlns nnd nlong
Bitter creek nnd Green river to nscertain tin.
extent and value of the coal measures am
ascertain whether Iron ' could bo found li
quantities to warrant working.
"About the 1st of November I went will
Mr. Durant , Mr. Carter nnd Hon. John Kns-
son to Washington. While we were there
President Lincoln fixed the terminus of the
road nt Omnhn. The ccrtlflcnte , which lit
framed himself , limited the point to any
place In the section In which the city of
Omaha was located. My own judgment ni
the tlmo was that clthsr Bellevue or Chllds
Mill wns the proper point. This was basei
upon the fact that It seemed easier to brldgo
the Missouri river there , and the grndes to
the Platte river would be better than further
north.
"I never knew the reason for fixing the
point at Omahn , but hiipposed that It was
regarded more practicable to bring the Iowa
roads together there than nt any point fur
ther north or south. During the year 1861
surveys were made from Omaha to Kearney
from Ledge Polo creek consecutively to the
opening of Weber river inlo Salt Lake val
ley. A survey was nlso made through the
Lnrnmle canyon. During the same ycnr con
siderable grading was done from Omaha
west , and arrangements were made for pro
curing ties and timber. Considering the
difficulty of securing labor nnd supplies. St.
Joseph being the nearest point reached by
rail , very much was accomplished. The entire -
tire route was practically determined , nnd
n rensonablo start was made townrd con
struction. On the 1st of January , 1803 , my
relations with the road terminated. "
TALK WITH SURVEYOR HOUSE.
County Surveyor J. E. House was callec
upon the other day for n statement of his
connection with the building of the Union
Pnclfic , ns he had charge of the surveys on
the cnstern division of Iho rond.
MI came lo Omnhn , " ho said , " In October ,
1863. Our surveys wore started on the 14th
of that month. Wo started a line from the
rlvor to the eastward , nnd crossed the Elkhorn -
horn river at the present location. Wo were
engaged during the winter ot 1863-1 In
making surveys between what Is now known
ns the Sioux CUy & Pnclfic on the north and
the Platte river on the south. AVe really
mndo two locations from Omaha to Fremont.
Ono was on the Dey line to the Elkhorn
river , and the other wns up In the valley ot
the Big PapIIIIon by the way ot Elkhorn City
and Bell creek. I was In charge of the sur
veys and locations , and was thq engineer of
construction for the contractors. Peter A.
Dey was the chief engineer of the railway
company. N. L. Williams ot Syracuse , N.
Y. , had charge of the first four miles to the
summit , and Lewis Cnrmicliaol had charge
of the work beyond. We worked on the
grade during the cummer of 1S64. I think
It was In January , 1865 , that the Chicago
Rock Island wns completed from Grlnnell to
Keller , and the entire force of men and
tennis were transferred from that road to
the Union Pacific , anil right In the midst of
this came orders lo change the location of
the road to the Mud creek route. Wo did
not make the change until the following
February , as I had to survey the now roule ,
but In the meantime I kept the men at work
on the Dey line In order to hold them. It
was almost Impossible to keep men , and nt
times during Iho summer of 1861 our force
did not average more than twenty-five men ,
the trouble being that the freighters kept
hiring the men nway from us for toamstern.
Chief Ei glncer Doy resigned early In 1865.
I was then division engineer In chnrgo of
construction for the contractors , nnd when
Chief Engineer Reed came ns Doy's suc
cessor , In January , 1866 , I wns transferred
to the engineer department of the road. In
the month of February of that year I located
the second 100 miles of the road. Track
laying was begun In August , 1865. Wo laid
nnd had examined and accepted forty miles
of track by January , 1866. From this tlmo
work progressed very rapidly. During thn
winter of 1866-7 the headquarters of the
superintendent , of construction wcro at North
Platte , and during tlio winter ot 1867-8 nt
Cheyenne. Wo received onlern nt one tlmo
to stop work nnd go to Bellevue with n view
to locating the road from Unit point , but the
orders wore revoked In n few days , and
nothing was over done about U. Our head
quarters In Omaha were over Cnldwoll &
Hamilton's bank until the fall nf 1S < 15 , when
the construction department moved Its
offices to the little old capital building the
first capital of Nebraska on the west sldo
of Ninth street , between Furmim nnd Doug
las , II wns lorn down a great many years
ago. Our offices remained In thai building
until 1869. "
REMINISCENCES.
The most notable , excursion during the
construction period of tlio Union Pacific was
the Ro-callpd Pacific rallroail excursion from
Now York City In October , 1866.
The excursion hnd been gotten up by the
managers ot Iho great enterprise for the
purpose of properly celebrating tlio comple
tion of the first division of the load , from
the Missouri rlvor to the 100th meridian f
longitude , the work having been flnishol
within considerably loss than a year of the
tlmo required by law. Invitations were ac
cordingly extended to the president and
members of his cabinet ; also to nil members
of congress , foreign ministers , military and
naval commanders , and to tlio principal rail
road men and leading capltulluls throughout
the country , to join In a grand excursion
from New York to the great Plnlle vnlley ,
a distance of about 1,700 miles nnd mort-
linn half way across the continent. No rail
road excursion of similar character and
nagnltudo had over before been projected
n this or any other country , nnd the parties
most Interested were , ot course , untiring In
.heir cfTorUt to make U a complete success.
The different lines of connecting railroads ,
steamboats and stages between Now York
and Omaha were at once placed nt the ills-
losal of the company by their liberal and
mterprlsliiK managers , who seemed to vie
with each other In their cltorts to aid the
Union Pacific In Its great and somewhat
lovcl undertaking.
Owing to the fact that General John A.
Dlx , president ot the company , was up-
minted minister to Franco just previous to
he departure of the excursion from New
York , the nmnag ment of the affair devolved
upon Mr. T. C. Durant , vice president , and
ilessra. Sherman , Cook , Dillon , Llmbanl ami
Duff , directors , assisted by H. P. Hunker , as
sistant secretary , Colonel N , A. Gestner ami
I ) . Rlmmonds , from the New York ofllox
The parly , consisting cf nbout 100 persons ,
fully supplied with everything that could bethought
thought of to aid to its enjoyment , Icfl the
national metropolis Monday evening , October
IB. nnd r\iched Chicago Iho folbwItiR
Wednesday evening , several accessions being-
mad * onranlc , ns well ns nflcr reaching ( lint
city. Several ot Iho excursionists preferred
to remain there for n day or two and thru
proceed with the officers of tinNorlhw trrii
lo Donnlsun , nnd llience by singe to Omnhn ,
but by far the larger number , ncinmpanUil
by Die GrentVestrn Light Guard band ,
went by rail to St. Joseph , when- they were
met by H. M. Hoxle , general western ng nt
of the Union Pacific , to whose care had been
assigned the irnimpcrtnllon on the Missouri ,
n dlnlnnco of 250 miles by rUer , lo Omnhn.
Two of Iho large-si Missouri river packets ,
the Denver nnd Iho Colorado , with an nd-
dlllonnl band of music on board , were In
readiness to receive the excursionists nt Hint
place , nnd Iho pnrty soon found Itself with
bands playing nnd color * llylng steaming up
Iho Big Muddy townrd Omahn. The Journey
wa.s accomplished In less than forty-eight
hours , nnd the tourists reached the easlern
lermlnu * of Iho Union Pacific on Monday
morning , October 22. having been on Iho
wny from New York n. lllllo less limn n
Week.
The porllon of the party which had crossed
Iowa by land Joined Iho olhers llit-re. and
wore assigned lo quarters on the company's
steamer Elkhoin , which Iny nt the landlnr
ncross Iho bow of Iho Denver. U should
bo hero recorded , for Iho bonefil of nil fu
ture historians , that upon the eventful day
and upon the Htenmcr Elkhorn. the famom
nnd never-to-be-forgolten Klkhorn club wns
duly organized nnd established , the mem
bership Including nil the pioneer officers of
Iho Union Pacific , nml other local rallroail
and stage men.
On the ISth of Oclnber , It wns officially nn-
nounccd thai lltp excursion hnd reached Chicago
cage and might bo expected to nrrlvo In
Omahn on the fallowing Monday morning.
The mayor Imnndliitcly convened the clly
council , mid the president of Iho Board of
Trade called that body togclher for Iho pur
pose of conferring upon Iho subject nnd
making proper nrrangi-ments lo give Iho dis
tinguished visitors n proper reception. It
was finally determined that the freedom of
thn city should bo Iciu. red Hie visitors nnd
n grand reception , ball nnd supper given
them nt the Hcrndtm house on the evcnlni !
of their nrrlvnl.
The authorities of Omaha were on the alert
at an early hour on Hie morning of the
arrival for the purpose of entertaining Ihu
distinguished party. Governor Saundcrs ,
Secretary Paddock , Mayor Miller nnd Vice.
President Patrick of the Board of Trnilo
soon made their nppenrnnce on board tin ?
steamer nnd welcomed the excursionists ,
tendering the freedom of the city nnd terri
tory nnd Inviting them lo the rccepllon ball
In Ihe ovenlnjr. nil of which wns responded
to nnd nccepled by Senator Patlurson , Gov
ernment Dlreclor Shormnn nnd nlhers ot tjio
party. Carriages were In waiting to convey
such of the number ns desired to lonvo tha
boats , ellhcr about the clly , lo Hie ho'ols ,
or lo Iho private residences , several of
which had been thrown open , nnd the < vc-
curslonlsls with their Insignia of ribbons
nnd rosettes were soon to bo
seen In nil parts ot tottn , du-
llghled nnd very evidently astonished nt
what they saw In a spot that they biip-
posed to be a little beyond the pale ot
civilization. But the bnll In the evening HI
wns perhaps the grcalesl surprise , the pres
ence of General Cooke and staff , Governor
Saunders , Chief Justice Kellogg , Secretary
Paddock , Senators Tliayer and Tlpton , all
of Nebraskn ; the city authorities and pros
perous business and professional men ot
Omaha , with their families , nil conducing
to make It an entertainment that would
have done credit to any similar gathering
In any city of Iho older and then mora
favored east.
The eastern excursionists Inspected Iho
railroad shops the next morning , and then
proceeded lo Ihe excursion train , consisting
of nine cnrs drawn by two powerful loco
motives. The directors' car was placed in
Iho rear , nml devoted lo the use of member. !
of congress nnd other distinguished guesla
who felt desirous of making n critical cx-
amlnallon of the road and adjacent country ,
which they were visiting for the first tlmo.
The next ear forward was the celebrated
government or Lincoln car , the private prop
erty of Mr. Durant , and wns therefore de
voted principally to his own personal friends
and their families. In front of this wcro
four fine passenger coaches , put up at the
company's shops at Omaha. These were devoted -
voted to the excursionists generally , one.
however , being almost exclusively occupied
by the Elkhorn club. Next came the mem ,
or cooking car , designed as a tender or
companion to the directors' car. In front
of this was nn express car fitted up as a
refreshment salon , and In front of all , next
to the engine , was the baggage and supply
car. The enginrs were profusely decked
with flags nnd appropriate mottoes , nnd the
whole outfit presented nn Imposing nppenr-
anco ns It left the Missouri vnlley nnd
steamed nway lownrd Iho Rocky mountain *
with Us load of representatives of eastern
wealth nnd the largo number of Invited
guests from Omnhn and vicinity.
The Irnln left Omaha just before noon , and
traveled slowly , to give tlio excursionists a
good opportunity to view the counlry. -/I
Shortly after dark they reached Columbus
and hailed In front of n brilliantly Illumin
ated ennimpment covering several ncres ,
n short distance north of the station build
ings , and sa arranged ns to furnish com
fortable accommodations for nil who wished
lo leave the cars and enjoy the novelty of
n night In camp. Supper was served , and
during the evening a largo number ot Pawnco
Indians gavr > n war dnnco near the encamp
ment , the entertainment proving very novel
nnd Interesting lo many of Ihe vlsltoro.
Before daylight the next morning thr > ex
cursionists wcro aroused by nn Indian sere
nade of whoops and yalls , which caused con
siderable excitement and fear among tlio
more timid ones , until Informed that the
Joke wns arranged by Mr. Durant , General
Dodge and Sect clary Paddock of the Elk
liorn club , when they resumed lliclr slum
bers as best they could after their mental
perturbation.
After breakfast the train proceeded n short
distance westward , and halted before the In
dian encampment , where a sham Indian bat
tle was wltncHicd , nftcr which Mr.
Durnnt distributed several hundred dollars
worth of presents among the aborigines. The
second day's Journey terminated nbout 8
o'clock , nt n point 279 miles west of Omahn ,
where camp No. 2 , similar to Hint at Colum
bus , was eiicounlored. .A military encamp
ment had also been established the previous
day by Colonel Ml/nor , commander of Fort
McPherson , on the opjioslle sldo of the
1'latto , so near tlu > excursionists' camp as to
preclude any fenr of the roaming bands of
Indians , which were tald to Infest that portion
tion of the country.
On the following morning the members ot
the Elkhorn club marched In a body down ID
: hu Plntto and took thnlr matutinal wash.
After breakfast an uimmlng program of ex
orcises was rendered and n series of re.so-
utlons adopted , and nbout 11 o'clock the
rain pulled out for the end nf the track ,
about ten miles away , where snmo tlmo wuu
spent wulchlng the track laying under the
llrcc'tlon ot Casement Bros. On returning *
o camp , which was at the time named
Matte Clly , a sumptuous dinner wns served ,
n the evening a line display of fireworks
vas given from the stnnd In the center of
lie camp , under direction of Webster Snyder
mil Silas Seymour. At u later hour n oon-
curl wan given at Bunker hall , followed by
lecture pn "Phrenology" by "Prof. " Wells ,
vho amusingly Illustrated his subject from
ho head of George Francis Train.
The subsequent growth of the Union Pa
cific by extension nnd ncijulremeiit was no
ICHS wonderful than the building of Its Ini
tial piece of road , becoming within two de
cade * the largest rnllnuy ( tystem In the
world , embracing 8,000 miles of road and
over 1.000 mllca cf watnr MUCH , exceeding
9000 miles In nil. Ilcforo the recent rouro-
gallon of it part of the sslem by the courts
this system furnished employment to 2:1,415 :
persons , the pay roll nmniinllng to river
$1,600,000 iinnuiilly. It required 1.02S en
gines , 763 passenger cars , 25,593 freight
cnrs and considerable other equipment to
handle Its IniHlnexs , In doing which Us
passenger trains run 3,800,000 miles and
Its frolKht trains 0,600,000 m-lts - In n year.
All of this vast field Is controlled fium
Oinahn , nil of the hranchON rejmrllng lo the
headquarters here with the exception ut
loss than 500 mllca of Iho Central branch
that IK leased to the Missouri Pacific , the
entire management being directed from the
general offices on tliu very site where the
excursion parly of cARlernors was enter
tained In the midway clly ct the continent
before going westward to Inipcct the first
300 mllui rf the Union Pacific that were opca
for travul.
