The story of the first trans-continental railroad

by William Francis Bailey

Under this arrangement the Texas lines—Fort Worth, Texas, to Denver, Colo., eight hundred and one miles—were completed and added to the system. This line was built under the name of the Denver, Texas and Gulf (formerly Denver and New Orleans), the Fort Worth and Denver City and the Denver City and Fort Worth Railroads.

In 1880 the Railroad from Atchison west—originally the line that was to have connected with the Union Pacific Railroad at the hundredth Meridian, known as the Central Branch Union Pacific—became part of the system by purchase and was leased to the Missouri Pacific Railway Company who have since that time operated it.

Another line added to the system was the narrow (three foot) gauge line from Denver to Leadville and Gunnison. This line was commenced in 1873 under a Charter from the Colorado Legislature, reaching Buena Vista, February 22nd, 1880 and Gunnison, the summer of 1881. It was absorbed by the Union Pacific on January 1st, 1881.

The Utah and Northern was commenced in 1871 by the citizens of Utah and reached Logan in 1873 and Franklin, Idaho, in 1874. The means for building this road was raised by the people of Northern Utah with great difficulty, much of it being donated in labor,—in grading, track work, right of way, etc. After an attempt to operate as a local line more or less successful, it was sold to the Union Pacific Railroad in February 1877 and by them extended to Silver Bow, Mont.—Huntington. Ore., with a branch connecting the main line of the Union Pacific at Granger, Wyo., with Pocatello, Idaho, on the old Utah and Northern.

On May 17th, 1869, one week after the ceremonies at Promontory, the Utah Central was commenced by the Mormons, Brigham Young being President of the Company. It was completed Ogden to Salt Lake City, January 10th, 1870. The work on the line was done very largely by the Mormons in exchange for stock, its equipment being turned over to them by the Union Pacific as part payment (to the Mormons) for work done on the grading of the line.

The Utah Southern—Salt Lake City to Frisco, Utah, was commenced in May. 1871, and completed in June 1880, and absorbed by the Utah Central in 1881.

In 1873 the line from Julesburg to Denver was located and most of the grading done in that year and the two following. Financial stringency together with complications arising over their relations with the Kansas Pacific Railway forced the abandonment of the project. After the consolidation in 1880 the line was recommenced, practically new grades being necessary. It was completed in 1882, the work being done under the Colorado Central Railroad Charter.

All of the above lines were absorbed by the Union Pacific Railway and were a part of that system up to 1893 when the total mileage reached eight thousand one hundred and sixty-seven, made up of one thousand eight hundred and twenty-three miles Union Pacific and six thousand three hundred and forty-four miles, owned, leased and controlled. On the 13th of October, 1893, the United States Court at Omaha appointed S. H. H. Clark, Oliver W. Mink, and E. Ellery Anderson, Receivers, and in the following month Frederick R. Coudert and J. W. Doane were added to represent the interests of the United States, this receivership being forced on the Company by the very general business depression of 1893 and the consequent decrease in traffic and earnings. At the time of appointing receivers for the main line, the Texas Line and the Denver, Leadville and Gunnison (South Park) were segregated and placed under the control of separate receivers. The Oregon Short Line and the Oregon Railway and Navigation Company reverted to the hands of the original Companies, and have ever since been operated independently, although the controlling interest in both lines is owned by the Union Pacific Railway Company. In all, three thousand one hundred and thirteen miles of affiliated lines were segregated from the parent Company. In February, 1899, the "Julesburg Cut Off"—Julesburg to Denver—reverted to the Company, having been operated by the Receiver of the Union Pacific Denver and Gulf Railway in the interim.

Among other troubles which the line has encountered during its thirty-eight years existence has been that of train-robbers. These were a class of men the outgrowth of Western desperadoism, now happily passed into history. Without the fear of God, Man, or the Law, they would singly or in bands attack trains, rob the mail, express and sometimes the passengers.

Among the most noted cases of this kind were the Big Springs Robbery, occurring September 18th, 1877, when a gang of twelve masked men took possession of the station at that point, bound and gagged the employees, cutting the telegraph wires, and upon the arrival of the western train took possession of it, securing sixty-five thousand dollars from the express car, and thirteen thousand dollars and four gold watches from the passengers,—then mounting their horses they rode off. A reward of ten thousand dollars for their arrest immediately followed and three of the robbers were caught and hung. About one half of the money was recovered when they were captured. It is said the balance of the gang were apprehended and dealt with by a frontier Court, 'Judge Lynch' officiating, this however is tradition, its truth not being known.