Leaving Congress at the end of ten years' service, in 1872; he died from the effects of pneumonia during May, 1873, universally respected and esteemed, and the one man above all others who by financiering the proposition, was entitled to a monument at the hands of the stockholders of the Union Pacific Railroad. The following remarks made by him in regard to the road, at a time of apparently hopeless financial stringency, indicate quite clearly the character of the man and his views of the work:
"Go ahead; the work shall not stop if it takes the shovel shop. What makes me hold on is the faith of you soldiers," referring to the opinions held by the ex-soldiers employed on the construction. Or again, when it became evident that either the Ames' or the Railroad Company would have to go to the wall, "Save the credit of the road—I will fail."
George Francis Train may well be considered as the promoter of the Union Pacific Railroad. In season and out. Before Congressional Committees, public meetings, or to the unfortunate individual whom he succeeded in buttonholing "the Union Pacific Railroad," was the subject of endless oratory. In no small degree was he responsible for the opinion, "The road should and must be built," that became prevalent in 1860-1864, and which resulted in the action of Congress looking to the construction of the line. He was prominent in its affairs and largely instrumental in the formation of the Credit Mobilier.
As to the man himself, he was a genius, if, as a celebrated writer has said, "Genius is a form of insanity." A contemporaneous writer (George D. Prentice) thus describes him:
"A locomotive that has run off the track, turned upside down and its wheels making a thousand revolutions a minute. A kite in the air without a tail. A ship without a rudder. A clock without hands. A sermon that is all text; the incarnation of gab. Handsome, vivacious, versatile, muscular, neat, clean to the marrow. A judge of the effect of clothes, frugal in food and regular only in habits. With brains enough in his head for twenty men all pulling different ways. A man not bad—a practical joke in earnest."
Among his many undertakings were the Freeing of Ireland, Candidacy for the Presidency, Woman's Suffrage, Circumnavigation of the world. As illustrative of his character the following incident is apropos: While publishing a newspaper in England he was assessed a small fine, failing to pay which he was put in jail, where he preached to the prisoners on the rights of man and attacked the monarchy. The day following the authorities freed him on the ground that he was demoralizing the prisoners. Time has dealt lightly with him, and no one can read of his latter days—his brilliancy all eclipsed—a recluse except for his love and companionship for children—unmoved. In his day he was a power and in no small degree did he contribute to the living monument of great men—The Union Pacific Railroad.
The first President of the Company, Major General John A. Dix, was selected for the universal respect in which he was held. Secretary of the Treasury in 1861, resigning to go as general in the Union Army, he was the one man who it was felt would command confidence in the early days of the proposition, when the promoters had not as yet an opportunity to gain the respect of the financial world or of Congress. It was understood that he would not be able to devote his entire time or attention to the proposition, being in the Army at the time of his election. Still in no small degree did he contribute to its success. Appointed Minister to France in 1866, his absence from the United States made necessary his retirement. On his return in 1869, he was elected Governor of New York; and died greatly honored on April 21st, 1879.
The man who built the road was Thomas C. Durant. During the whole of its construction he was the man in control. He was Vice President and General Manager, with headquarters at Omaha; from the day ground was broken until the line was finished. He had been connected with several of the Iowa Lines previous to the commencement of work on the Union Pacific Railroad, mostly as contractor. As an organizer and director he was unsurpassed. In all the accounts of matters affecting the Union Pacific Railroad—hearings before Congress, Opening Ceremonies, Excursions given, appointment of officials and completion ceremonies, his name appears. He made enemies as do all strong men, and he also disagreed with his associates as to the best methods to pursue—still, he built the road, and after the man who persuaded the public it was necessary and the one who found the funds, he it is who is entitled to credit. Mr Durant severed his official connections with the road May 24, 1869, shortly after its completion, remaining, however, its largest stockholder.
The surveying and actual work of construction of the Union Pacific was done under the direction of General Granville M. Dodge. From 1854 to 1860 General Dodge was engaged in preliminary surveys for the Pacific Railroad, under governmental auspices. Entering the Union Army he reached the grade of Major General and at the close of the war entered the service of the Union Pacific Railroad Company as General Superintendent and Chief Engineer. To his ability and knowledge was due the location of the line and the rapidity with which the work was done. The General is still living—is in active service—having, during the last thirty years been connected with construction of many of the important railroads of the West, among them the Texas and Pacific Railway, Missouri, Kansas and Texas, International and Great Northern and Fort Worth and Denver City. He had been President of the Missouri, Kansas & Texas Railway; St. Louis, Des Moines and Northern Railway, Fort Worth and Denver City Railway, etc.
Peter A. Dey was the first engineer of the line, but left in 1864. He was not able to accept the methods of enormous expenditures the Company and the Credit Mobilier were adopting and retired on the ground that the Hoxie contract was made against his recommendation.