|
|
 
|
 253 |
 254 |
 255 |
 256 |
 257 |
 258 |
 259 |
 260 |
 261 |
 262 |
 263 |
 264 |
 265 |
 266 |
 267 |
 268 |
 269 |
 270 |
 271 |
 272 |
 273 |
 274 |
 275 |
 276 |
 277 |
 278 |
 279 |
 280 |
 281 |
 282 |
 283 |
 284 |
 285 |
 286 |
 287 |
 288 |
 289 |
 290 |
 291 |
 292 |
 293 |
 294 |
 295 |
 296 |
 297 |
 298 |
 299 |
 300 |
 301 |
 302 |
 303 |
 304 |
 305 |
 306 |
 307 |
 308 |
 309 |
 310 |
 311 |
 312 |
 313 |
 314 |
 315 |
 316 |
 317 |
"Map Showing Routes of Transcontinental Railroad as Explored and as Conducted 1883" (27" x 24")
254 REPORT OF THE SECRETARY OF WAR.
is of most importance to us, the case is very different. Taking the route from
Fort Leavenworth to Fort Union, for example, the average cost by wagon per 100
pounds per hundred miles for the sixteen years from 1855 to 1870, both inclusive,
was $1.77, whilst by rail it is now less than a tenth of that amount. This represents
the relative cost of wagon and railway transportation, bearing in mind that
any variation is always such as to show more strongly the advantage of railway
transportation. In some cases transportation by wagon is twenty times more costly
than by railway.
Hereto attached are four tables (marked A, B, C, and D) recently prepared in
the office of the Quartermaster-General, which contain valuable statistics on
this point, and a table (E) prepared in the same office in 1854.
The connection of the Army with the development of the system of transcontinental
railways has been direct, and the assistance rendered has been of great value,
a fact which has been always admitted by those engaged in the construction.
The first exploring party sent into the field for the special purpose of ascertaining
the feasibility of constructing a railway on a portion of the line of one of
the transcontinental routes was that under charge of Captain Warner, of the
Topographical Engineers, which was organized and set in motion by orders conveyed
by yourself in 1849. All the explorations from that time on until 1855, including
all time present transcontinental routes, were conducted by Army officers, with
the single exception of the northern route, the exploration in that case being
under the direction of all exofficer. however, all these explorations were in
charge of graduates of the Military Academy, and the results of their labors
prove how zealously and efficiently they were conducted.
Two of the leaders, Captains Warner and Gunnison, were killed by hostile Indians,
and all endured every hardship. But it was not alone officers of the Army who
gave efficient service to this work. Civil assistants were largely employed,
and amongst them we find the names of many who afterwards became prominent in
other directions because of the very qualities displayed by them in this work.
The explorations finished and the work of construction begun, the labors and
privations of the troops were greatly multiplied. The Union Pacific (both branches),
a considerable portion of the Northern Pacific, part of the Atchison Topeka
and Santa F≥, and, to some extent, the Southern Pacific railroads, were
built directly in the face of hostile Indians. An enumeration of the combats
with this foe would be startling in its length. The loss of life which actually
occurred was far beyond what is supposed. But it was not warfare with the savages
that was most trying to the soldiers; it was the necessity for constant watchfulness,
the subjection to every hardship, time generally unwholesome way of living,
and the feeling that the lives of many unarmed laborers depended upon them,
that told most severely. It is not to be inferred that without the aid of the
Army the roads could not have been built, but the work was rendered much easier
and the time shorter through the assistance of the soldiers, given without extra
reward, or hope of reward, beyond the feeling of satisfaction in contributing
their share to the advancement of time general welfare.
I have the honor to be, very respectfully, your obedient servant,
0. N. POE,
Lieutenant-Colonel of Engineers, Col., A. D. C.,
Brevet Brigadier- General U. S. A.
General W. T. SHERMAN,
Commanding United States Army.
GENERAL OF THE ARMY. 255
REPORT.
HISTORY.
In 1830 there were 23 miles of railway in operation in this country. In 1831,72
miles were added; 134 miles in 1832; 151 miles in 1833; 253 miles in 1834; 465
miles in 1835, and 175 miles in 1836, when the total amounted to 1,273 miles.
Of this total, 630 miles, or almost exactly one half, had been built in the
two years 1S35-'36; and railroads and railroad matters had begun to somewhat
prominently engage the attention of the people.
The tracks were composed of mere straps of iron, fastened to longitudinal string
pieces, and quite incapable of heavy traffic.
The first locomotive used in the United States was constructed in England by
Foster, Rastrick & Co., and imported in 1$2. It was called the '' Stourbridge
Lion," and was intended for use upon the Carbondale and Honesdale Railroad,
belonging to the Delaware and Hudson Canal Company. Though weighing but a small
fraction of the weight of our present first-class locomotives, it was found
to be too heavy for the track as then constructed, and was abandoned.
The first locomotive built in this country, and the second ever in use
in it, was made at the West Point Foundry Works, in 1830, for the South
Carolina Railroad, then in process of construction. It was named "The
Best Friend of Charleston." It arrived at Charleston on the 23d of October,
1830, and was placed on the road November 2. The second engine constructed
in this country was by the same establishment and for the same road. The
third, also constructed by the West Point Foundry, was placed on the Mohawk
and Hudson, now a part of the New York Central Railroad, in 1831. It weighed
three tons, and was used on the summit between the two inclined planes.
An English locomotive, weighing six tons, was imported for use at the
same place, but was found to be too heavy for the track, and its use was
discontinued.
Such were the engines, and such the character of the railroads in existence
when the subject of their use, for military purposes, first engaged attention;
and when their extension across the continent was broached.
It would now be impossible to ascertain who was the first to suggest the construction
of a railway to connect the eastern portion of our country with the Pacific
coast. It is probable that the idea in some form occurred to several persons.
Very recently, Mr. E. V. Smalley, in his "History of the Northern Pacific
Railroad," has presented the claim of Dr. Samuel Bancroft Barlow, of Granvihle,
Mass., to this distinction, details the evidence upon which the claim is founded,
and shows that as early as 1834 (possibly in 1833) Dr. Barlow advocated the
construction of a railroad from New York to the mouth of time Columbia River,
by direct appropriations from the Treasury of the United States. But in presenting
this claim to priority, is it not possible that the fact has been overlooked
that Dr. Barlow's paper in the Intelligencer (of Westfield, Mass.) was called
forth by a series of articles upon the same subject, published in the Emigrant,
of Wasshtenaw County, Michigan Territory? And is not, therefore, that unknown
writer of those articles really entitled to whatever credit attaches to priority
of suggestion?
In 1836 John Plumbe, a Welshman by birth, an American by education and feeling,
a civil engineer by profession, at Dubuque, Iowa.
GENERAL OF THE ARMY. 257
(December, 1845) he again presented a memorial in regard to the matter,
which was referred to the Senate Committee oil Public Lauds (Mr. Breese, chairman.
Mr. Woodbridge, Mr. Morehead, Mr. Ashley, and Mr. Chalmers). The chairman prepared
a report, which was it unanimously adopted by the committee 011(1 reported to
the Senate, together with a 1)111 to carry out the project. (The proposition
had gained much strength in the three years which followed the discussion of
the "Oregon question.)
During the first session of the Thirtieth Congress (March 17, 1818)
he again presented a memorial, which was referred to a select committee
in each House. The House committee reported a bill to carry, the project into
effect. A bill (not identical) was also reported by the Senate committee. In
each case the action of the committee was unanimous. (Time favorable sentiment
had increased.) But the Senate bill was laid on time table by the close vote
of 27 to 21, and time House did not reach its bill. Mr. Pollock, from the house
select committee, used the following language:
The proposition, at first view, is a startling one. The magnitude of the work
itself ; and the still greater and more magnificent results promised by its
accomplishment, that of revolutionizing, morally and commercially, if not politically,
a greater part of the habitable. globe, amid making the vast commerce of the
world tributary to as, almost overwhelms the mind. Bat your commitee, oil examination,
find it a subject as simple as it is vast and magnificent, and see no insurmountable
difficulties in the way of its successful accomplishment.
Time short session, beginning in December, 1848, was occupied with other matters,
which were considered, at the time, of more pressing moment.
To Mr. Whitney undoubtedly belongs the credit of having first formulated a practicable
scheme for the construction of a transcontinental railway. When he began his
active work in connection with time project, our Oregon possessions were all
we controlled oil the Pacific coast, and the location of the western terminus
was limited accordingly. His eastern terminal point was at Saint Joseph, on
Lake Michigan. Two and a half years afterwards, when he presented his third
memorial, we were in possession of all the coast front the Straits of Fuca to
San Diego, and time western terminus might be anywhere within those limits.
Mr. Whitney asked the aid of Government to the extent of a sale to him of public
lands, at a reduced price, for 30 miles on each side of the located hue. The
House bill fixed 10 cents per acre as the price to be paid by Mr. Whitney.
In the fall of 1849 "a Pacific railroad convention met at Saint Louis,
and was presided over by Stephen A. Douglas. * * * Whitney's last map, as shown
to this convention, marked out a route from Chicago by way of Prairie (In Chien,
Council Bluffs, and the South Pass, to Snake River, (howl! that stream to Fort
Walla Walla, and thence across the Cascade Mountains to Fort Nisquially, on
Puget Sound." J. Loughborough, a Saint Louis lawyer, presented, as a compromise,
a project for a line "from Independence Mo., to the South Pass, and thence
by way of the Humboldt River to California, with a branch to Oregon and termnini
at Yaquina Bay, Fort Vancouver on the Columbia, and Fort Nisqually on time
The Saint Louis convention condemned Whitney's project-(Sinai-hey.)
About 1847 Dr. Carver also memorialized Congress. Be found Mr. Whitney already
upon the ground, and actively pushing his views. Although the time was not ripe
for the adoption of a national measure
4132 w-17
258 REPORT OF THE SECRETARY OF WAR.
so grand in its scope, and statesmen regarded their schemes as the dream of
enthusiasts, rather than file coolly-conceived project of great minds, yet their
arguments were not fruitless. Constant and rapid accessions of support were
gained, until the measure was defeated in 1848 by only a bare majority. The
time had passed for men to ridicule such a proposition, and file defeat of the
bill can only be attributed to the magnitude of the project. Legislators were
timid, not unbelieving. The country did not yet realize the immensity of its
resources, and the proposed national aid, if rendered, would make a serious
drain upon them. A considerable number of our legislators, at that time, were
of opinion, too, that the Constitution (11(1 not warrant such an application
of the public domain. Not withstanding all this, the legislatures of nineteen
States passed resolutions in favor of file adoption of Whitney's plan. In most
of these cases the vote was unanimous, or nearly so, and in the others the favorable
majority was large.
By the treaty of Guadalupe Hidalgo, signed on the 2d of February, 1848, the
war winch had existed between the United States and Mexico, for nearly two years,
was terminated, and that portion of the Mexican province of California, comprised
between the southern boundary of Oregon mid a point just south of file post
of San Diego was ceded to the United States. Almost simultaneously with this,
came the discovery of gold at Sutter's Mill, within this ceded territory. The
fact soon became known to the world, and a vast number of the most earnest adventurers,
and enterprising men from the rest of our own, and even from foreign countries,
started in search of fortune. Some portion of this migration reached California
in the latter part of 1848, but it was not until 1849 that the great influx
arrived. By whatever route they came, much time was consumed, and every hardship
endured. Thousands never lived to complete file journey. The difficulties and
dangers of all the lines of communication with the outer world were so manifest
to then), that almost with the first arrivals appeared a determination to secure
improvement in this regard, and, as a consequence, on the 13th of Augrist, 1849,
a party under the direction of Capt. W. H. Warner, Corps of Topographical Engineers,
United States Army, under instructions conveyed to him by Lieut. (now General)
W. T. Sherman, left Sacramento, Cal., intending to survey as far as Humboldt
River, for the purpose of finding a practicable railroad route through the Sierra
Nevada. While engaged upon this duty on the 26th of September, 1849, Captain
Warner was killed by Red River Indians on the eastern side of the Sierra Nevada.
His notes and other papers were preserved, however, and subsequently used. They
extended as for as Goose Lake. He was accompanied upon this exploration by Lieutenant
Williamson of the same corps.
The instructions by the Department of State, to the commissioner, for running
and marking the boundary line between the United States and Mexico, under the
treaty of Guadalupe Hidalgo directed an examination of the country contiguous
to the line to ascertain its practicability for a railway route to the Pacific.
The boundary, as agreed upon by the two commissioners representing- the two
countries, fixed the initial point in the Rio Grande in latitude 32¡ 22',
instead of a point as laid down on the treaty map, about 8 miles above El Paso.
This was disapproved by the astronomer and surveyor on the corn mission at the
time, and was eventually repudiated by the Government. The boundary line, as
finally determined and established under the treaty of Guadalupe Hidalgo, extended
up the Rio Grande from its mouth to latitude 31¡ 54' 40" north; thence
west along that parallel to tire meridian of 109¡ 37' west; thence due
north to the Rio San Domingo; thence
GENERAL OF THE ARMY. 259
down that stream to the Gila; thence down the Gila to its mouth; thence in a
straight line to the point on the Pacific, in latitude 32¡ 32' north (Warren).
This treaty, entered into in 1848, at the close of the war with Mexico, was
made before the agitation of the s1ilject of a transcontinental railway had
become so prominent, yet the question
received sonic consideration, as by Article VI it is provided that
If by the examinations which may be made, it should be ascertained to be practicable
and advantageous to construct a road, canal, or railway which should in whole
or in part run upon the river GiIa, or upon its right or its left bank within
the space of one marine league front either margin of the river, the Government
of both republics will form an a i reen eu t regarding its construction, in
order that it may serve equally for the use and advantage of both countries.
The people of the southern portion of our country soon appreciated the necessity
to them of a line as far south as the houndary would admit of a slight inspection
of recent maps will show that the boundary adopted was such as to make the construction
of a railroad within it, but in its immediate vicinity, a work of great difficulty,
whilst just south of it, the mountains generally drop into the plain with easy
passes through the remaining ridges, in fact, as we now know, affording the
easiest route from the Rio Grande to the Pacific.
As soon as these facts became known, negotiations were instituted for the purchase
from Mexico of additional territory, resulting in what is generally known as
time Gadsden purchase. Under this it was agreed that the boundary line should
leave the middle of the Rio Grande.
Where the parallel of 31¡ 47' north latitude crosses the same; thence
due west 100 miles; thence south to the parallel of 31¡ 20' north latitude;
thence along the said parallel of 31¡ 21' to the one hundred and eleventh
meridian of longitude west of Greenwich: thence in a straight line to a point
on the Colorado River 20 English miles below the junction of the Gila and Colorado
Rivers; thence up the middle of the said river Colorado until it intersects
the present line between the United States and Mexico.
All the other parts of the boundary line remained as provided in the treaty
of Guadalupe Hidalgo. For this modification of the boundary, the United States
paid to Mexico the sum of $10,000,000, and acquired the coveted Mesilla Valley
route over which the Southern Pacific Railroad has since been constructed.
In 1846-'47 Maj. W. It. Emory, of the Corps of Topographical Engineers, United
States Army, had passed over the region in question, from the Rio Grande to
the Pacific Ocean, and gained much information in regard to its physical characteristics.
Very early in 1849 be sailed for San Diego, Cal., to assist in running and marking
the boundary line between the two countries, as established by the treaty of
Guadalupe Hidalgo. Whilst crossing the Isthmus (if Panama he scents to have
had experience of such a character as to impress upon him the vital importance
to its of a railroad to the Pacific. He was acquainted with the instructions
of our Government to its commissioners and feared that the initial point of
the boundary would not be located sufficiently low down on lie Rio Grande to
secure a practicable railway route on out, side of the line. Consequently, upon
his arrival at San Diego, lie wrote to the Secretary of the Interior, under
(late of April 2, 1849, is follows, viz:
* * * "The inaccuracy of the maps upon winch the treaty was made, and which
thereby became a part of the treaty, is notorious. It is also known to all who
have
been much in the frontier Slates of Mexico, that the. boundaries of those states
have
never been defined on the ground, and are unknown. uThis is particularly the
ease of
the boundary betwixt New Mexico and Chihuahua. In this condition of things the
commissioners must negotiate, and they may adopt the thirty-second parallel
of latitude until it strikes the San Pedro, or a more southern parallel of latitude.
This would give what good authority combined with my own observations authorizes
me to say is a Practicable route for a railroad."
It afterwards appeared that if this coin unuiiication had been promptly acted
upon, it ''would have been the means of saving much controversy and expenditure
of time and money."
Is it possible that it would have saved the whole Gadsden (or Mesilla Valley)
purchase."
262 REPORT OF THE SECRETARY OF WAR,
waters of the Pacific in Puget Sound, and in the Columbia River, the whole intermediate
space being occupied by the Cascade Mountains, with but two passes reported
practicable for a railroad, that of the Columbia River and that of the Vakima.
In the opinion of the officer who examined it, Capt. George B. McClellan, of
the Corps of Engineers, United States Army, Yakitua Pass was
barely practicable, at a great cost.
The route by the pass of the Columbia followed that river from the
great plain, being generally located as far as the Dalles in bottom
lands, which presented no difficulties. From the Dalles to near Vancouver, 90
miles, the route was less easy, but deemed quite practicable.
The Columbia River is navigable for sea-going vessels to Vancouver, but because
of the unfavorable character of the entrance, and the great superiority of the
ports oil Puget Sound, it was deemed expedient to adopt one of the latter as
the Pacific terminus of this route. Therefore the route was continued without
difficulty down the Columbia to the mouth of the Cowlitz, then up the valley
of that stream and across the intermediate country to Seattle, on the east side
of Puget Sound.
The, principal favorable characteristics of this route were its low pro
file, low grades, the low elevation of the mountain passes, and its connection
with the Missouri and Columbia Rivers. The principal unfa-vorable features were
in construction; the tunnel required oil the Rocky Mountains, and the difficuity
and expense of construction front the eastern approach of the Rocky Mountains
to the Spokane River, and the expense of the construction along the Columbia
River from the Dalles to near Vancouver.
The severely-cold character of the climate throughout the whole route,
except tile portion west of tile Cascade Mountains, was considered one
of its unfavorable features; and, strange to say, its proximity to the
dominions of a powerful foreign sovereignty was deemed a serious objection to
it as a military road. (These views were advanced in 1855 by Hon. Jefferson
Davis, then Secretary of War. Could there have been any stronger argument in
favor of this route as a military highway than its proximity to the dominion
of a single foreign sovereignty fi-out the great lakes to the Pacific ?)
Governor Stevens estimated the cost of a railroad from Saint Paul to Seattle,
by the Columbia River Valley and the Cowlitz, ,it $117,121,000. The Secretary
of War thought it. safer to increase this estimate to $150,871,000, but added
Should Governor Stevens have included a full equipment, oin his estimate, $10,000,000
should be subtracted from this sum to bring tile estimate in accordance with
those of the other routes, and the cost then becomes $140,871,000.
The, length of the route ti-omit Saint Paul to Vancouver was 1,864 miles, with
sum of ascents and descents, as far as reported, of 18,100 feet, giving an equated
length of 2,207 miles.
From Saint Paul to Seattle, by time Columbia mute, was 2,025 miles. with an
equated distance of 2,387 miles.
TI-118 ROUTE AS OCCUPIED.
This route has been occupied by the Northern Pacific Railroad, which however,
departs more from the route laid down by the exploring party than does either
of I lie others. 'The fact most not he overlooked, however, that the Yellowstone
Valley was examined. From time west end of Lake Superior two lutes, each of
about 2-f miles in length, join at Northern Pacific Junction, and thence continue
over the same track to
GENERAL OF THE ARMY. 263
Brainard, where the hue is joined by a railroad proceeding from Saint Paul;
thence continuing westerly it crosses at Glyndon a line of railway from Saint
Panl to Winnipeg, Manitoba, and at Jaunestown scuds off a branch to the northwest
(branches to the south, or southwestward are not considered), toward the southerly
bend of Mouse River. Crossing the Missouri at Bismarck it reaches the Yellowstone
at Glendive; then following up the south bank of the Yellowstone it crosses
it but few times, and finally leaves it a short distance west of Shield's River,
and crossing the mountain at Bozeman's Pass by a tunnel 3,610 feet long, at
an elevation of 3,565 feet, descends into the valley of the Gallatin (one of
the branches of the Missouri) through Rock. Ca¯on, and by a very direct
route reaches the main chain of the Rocky Mountains at Mullan Pass, where it
crosses by means of a tunnel 3,850 feet long, at an elevation of 5,547 feet,
or 18 feet less than that at Bozeman's Pass. This pass is the 0110 referred
to by Governor Stevens, in his report, as not explored by him, but likely upon
examination to prove better than either of the two passes which lie (lid explore.
It then continues down the Little Blackfoot to its junction with the Deer Lodge
(the resulting stream being called the Hell Gate), thence along the Hell Gate
to its junction with the bitter Boot (or Saint Mary's). Here it intersect,,;
0110 of the explored lines, and becoming coincident with it pursues that route
through the Coriacan defile and along the Jocko to its Junction with Clark's
Fork of the Columbia, thence down that stream, and passing the northerly end
of Peud Lake continues to follow the
explored route via Spokane Falls and old Fort Walla \Vall't (110w
Wallula) to Portland, and thence via the Cowlitz Valley to Puget Sound at Tacoma.
Iii 1852 Mr. Edwin F. Johnson, an engineer of high reputation, warmly advocated
the construction of a line of railroad along the northern route, In 1853, sonic
years before the results of the Government explorations became generally known,
lie published a map and profile indicating a line front Chicago, with a branch
from the head of Lake Superior joining it at what is now Breckenridge, out the
Red River of the North, "crossed tile plains to tile Missonri, followed
the north bank of that stream and the 1)earborn River to the mountains, thence
rail to Flathead Lake all([ Fort Colville, and ended at Bellingham Bay, on Puget
Sound." This map had for its basis the results of the expedition of Lewis
and Clark-c, and was remarkably accurate, in view of the fact that no instrumental
data were available for its construction.
But it was mainly to Governor Isaac I. Stevens that the country is indebted
for. the legislation that resulted in the building of the road. Being in Congress
a a Delegate from Washington Territory, he had many opportunities to forward
the interests of the project unavailable to others. lie was earliest and zealous
in his advocacy, and his personal influence with his fellow members such as
to secure him a respectful heating, thus enabling him to properly present a
strong array of facts coming within his own knowledge. Except for his early
death upon the battle-field, he would undoubtedly have taken a prominent part
in the ultimate construction of the road.
The Northern Pacific Railroad Company was incorporated by an act of Congress
approved July 2, 1864, entitled "Au act granting lands to aid in the construction
of a railroad and telegraph line from Lake Superior to Puget Sound, on the Pacific
coast, by the northern route."
By this act the company was empowered to build a line of road from some point
on Lake Superior, in the State of Wisconsin or Minnesota,
264 REPORT OF THE SECRETARY OF WAR.
west on a line north of the forty-fifth degree of latitude, to a point on
Puget Sound, with a branch to Portland, Oreg. It required the
company to commence work within two years to complete not less than 50 miles
a year after the second year, and to finish the entire road by July 4, 1876.
The land-grant was twenty sections to each mile of track in the States of Minnesota
mid Oregon, and forty in the Territories; and a vicious section was added to
the effect '' that all the people of the United States shall have the right
to subscribe to the stock of the Northern Pacific Railroad Company until the
whole capital named in this act of incorporation is taken up by complying with
the terms of subscription, and no mortgage or construction bonds shall ever
be issued by said company oil said road, or mortgage or lien made in any way,
except by the consent of the Congress of the United States," only to be
repealed in 1870.
The conditions of the net were accepted by the. company December 15, 1564, and
oil the 17th the President of the United States was notified thereof. This notification
was acknowledged by the Department of the Interior oil the 30th.
Omi the 9th of March, 1865, the Secretary of the Interior acknowledged receipt
of a map. upon which was delineated the general line of the Northen Pacific
Railroad, as adopted by the Board of Directors of that company, and a letter
dated on the 6th of the, same month requesting that the granted lands along
the line be withdrawn from market.
Meanwhile but little progress was made towards beginning construction. Edwin
F. Johnson was appointed chief engineer of the road in May, 1866. Systematic
surveys at both ends of the road were begun 111 the summer of 1867, and the
first general report of time chief engineer was made in November, but it was
not until April, 1869, that the reports of the engineers in charge of the surveys
at the two ends were
ready for presentation, and no report was made to the Board of Directors until
1870, for the reason that there was no meeting between February, 1868, and February,
1870 (History Northern Pacific Railroad,
page 160). By joint resolution of Congress of July 1, 1868 the time
for beginning the work of construction was extended two years, and
for completion one year, 01 from July 2. 1868 tO) 3 July 4, 1877. Another
joint resolution, approved March 1, 1869, granted the consent of' Congress to
the issue of bonds secured by mortgage upon the railroad and telegraph line,
and defined the term I'uget Sound." Aim act of Congress approved April
10, 1869, authorized the "extension of its branch
line from a point at or near Portland, Oreg., to some suitable point on Puget
Sound, to be determined by said company," &c., and required the construction
of at least 25 miles of the extension before July 2, 1871, and 40 miles per
year thereafter.
By joint resolution of May 31, 1870, the company was authorized to
issue its bonds, secured b mortgage 111)011 "its property and fights of
property of all kinds and descriptions, real, personal, and mixed, including
its franchise as a corporation." It also authorized the location of the
line via the valley of the Columbia River to connect with the branch line to
Puget Sound; increased the laud grant, and required the use of American iron
or steel in the construction of the road.
Time history of the financial operations of the company now becomes
interesting, but, being entirely foreign to the purposes of this paper, is
omitted, as it will be generally in speaking of the other roads.
Construction work upon the road began ill the summer of 1870. "Do
tailed surveys were completed during the spring from Thomson's
266 REPORT OF THE SECRETARY OF WAR.
The Missouri Division extends from Mandan to Glendive, on the Yellowstone, a
distance of 216 miles. Its construction was begun early in 1878, advantage having
been taken of the ice-bridge in the winter to lay a track over it and transport
a large quantity of materials in readiness for the season's work.
From Mandan to Fryburg, a distance of 136 miles, the work was light, except
the construction of the numerous bridges across the Heart River and its tributaries.
From Fryburg to Beaver Creek, a distance of 30 miles, the line crossed the Bad
Lands, and some difficulties were encountered, arising principally from the
distance from the base of supplies and the frequent presence of hostile Indian,,,
in the vicinity. From Beaver Creek, down Glendive Creek to the Yellowstone,
the route was easy. The chief engineer's affidavit of completion to the Little
Missouri, 150 miles, was filed in the General Land Office September 3, 1880,
and to a point about nine miles west of Glendive (near Iron Bluff), a further
distance of 75 miles, on July 20, 1881, though the track had actually reached
that point some time before. The end of the road was 110W about 700 miles west
of Duluth, on Lake Superior, and was complete, except as to the bridge across
the Missouri River between Bismarck and Mandaii.
The Yellowstone Division extends from Glendive to Billings, 225 miles,
the road ascending the Yellowstone by its south bank until within two
miles of the latter point, when it crosses to the north bank.
Work began on this division in the spring of 1881, and was pushed with great
vigor, reaching Billings by midsummer. The chief engineer's atlidavits show
the following results as accomplished:
Miles. April 17, 1882 ------------------------------------------------------------------------------------------------------------100
July 11,182 ---------------------------------------------------------------------------------------------------------------25
July 24,18$2 --------------------------------------------------------------------------------------------------------------------25
August 10, 1882 ---------------------------------------------------------------------------------------------------------------25
August 25, 1882 ----------------------------------------------------------------------------------------------------25
October 27, 1882 ------------------------------------------------------------------------------------------50
November 9, 1882. ------------------------------------------------------------------------------------------------------------25
November 28, 1882 -----------------------------------------------------------------------------------------------------------25
November 2s, 1882, bri'lge over the Missouri --------------------------------------------------------------4-
6
Total ---------------------------------------------------------------------------------------------------------------------304.6
The last-named item given above comprises time bridge across the
Missouri at Bismarck, a work of much difficulty. The site of the bridge
was fixed in July, 1880, and ground was broken for its construction in May,
1881, all([ it was formally opened for use October 21, 1882, though not certified
until nearly a month later. The road was now continuous from Duluth westward
a thousand miles. The season's work had carried the road well over into the
adjoining division, to a point called Livingston, 115 miles west of Billings.
The lIontana Division is comprised between Billings and Helena, a distance of
239 miles. The road crosses the Yellowstone at a point 37 miles west of Billings,
and recrosses to the north side at Livingston, where it leaves the valley of
the Yellowstone and begins the ascent of time Belt Range, rising 1,052 feet,
to Bozemimami Pass, in a distance of 12 miles, with maximum grades of 116 feet
to the mile. It Crosses the Pass by a tunnel 3,610 feet long, at an elevation
of 5,565 feet above sea-level, or 18 feet higher than the summit of the tunnel
through the main chain of the Rocky Mountains at Mullan Pass. The descent westward
from Bozeman tunnel is easily made by wily of Rock Ca¯on, with maximum
grades of 116 feet for a portion of the distance, and thence proceeding
GENERAL OF THE ARMY. 267
down the valley of the East (3allatiii, crosses the Missouri and reaches Helena.
Work was begun on Bozeman tunnel February 11, 1882, almost simultaneously with
the commencement of work on the division at Billings.
To avoid delay in track laying vest of the Pass, a temporary track 2 1/2 miles
in length, with grades of 220 feet, was laid across the divide, and the road
carried forward steadily during the winter of 1882-'83, except when interrupted
by short periods of extremely cold weather. The track reached Bozeinan on the
14th or March, 1883, and the first passenger train arrived there, amid great
rejoicing, on file 21st. In June the road was completed to Helena, 1,132 miles
west of Duluth, with the exception of Bozeman tunnel, which will probably be
completed by the close of the year.
The Rocky Mountain Division extends from Helena to Heron, a distance of 274
Miles.
The route via Mullan Pass was adopted in 1881, but was not formally
approved by the Department, of the interior until May, 1853. Construction was
begun on the division at Mullan tunnel (through the
main Rocky Mountain range) December 14, 1881, and is not. yet completed, but
soon will be. It is 3,8.50 feet long, and at the highest point 5,547 feet- above
the level of the sea.
From Helena the line follows the harrow valley of Seven-Mile Creek,
and up Greenhorn Gulch to time Pass, with maximum grades of IN feet, then descends
the Little Blackfoot to its junction with the Deer Lodge, then down the Hell
Gate to Missoula, and through the Coriacan Defile to the Jocko, down that stream
to the Flathead River, and down that to its junction with Clark's fork of the
Columbia, which it descends.
As far as the valley of the Little Blackfbot, about 30 miles west of Helena,
the road was built flon, east towards the west, reaching that point on the 22d
of August, 1883, and was there joined by the other portion, built eastward from
Wallula on the Columbia, where it is joined by the main line of the Oregon Railway
and Navigation Company coming from Portland.
The Pend d'Oreille Division begins at Wallula and ends at Heron, a distance
of 269 1/2 miles. It extends in a generally northeastern direction across the
great plains of the Columbia, around the north end of lake Pend d'Oreille, and
along the Columbia River until it meets the division to the eastward.
A small amount of work was (lone on time division in 1879, but it was
not until the spring of 1880 that operations were pushed with vigor.
During that year the grading was completed to Rathdrum 189 miles, and track
was laid from Wallula to the south bank of Snake River, and from Ainsworth,
on the north bank of that stream, 48 miles further, to Twin Wells At the close
of the season the grade was 124 miles in advance of the track. ' The crossing
of Snake River is at present effected by a transfer-boat.
A bridge is in course of construction, and its completion expected in
1884. In length it will be next to that at Bismarck.
The road was easy of construction until it approached Lake Pemid
when the country becomes much broken. Much trestle work is used, one stretch,
being 8,400 feet long, and the aggregate amounting to nearly three miles.
The most difficult portion of the whole line to construct was that between Sand
Point, on Lake Pend d 'Oi-eille, and the crossing of the Flathead, one of the
principal obstacles being the density of the forests and the size of the trees.
Most of the work through the woods and swamp along the lake shore was done ill
the winter of 1881-'82. At
268 REPORT OF THE SECRETARY OF WAR.
times thousands of men "were engaged in shoveling the snow from the
line in order that the grading and track-laying might proceed." Some blasting
of rocks upon in enormous scale was done, and in the spring occurred land-slides,
comparable with the one that formed the Cascades of the Columbia.
By the close of 1881 the road had been completed to Algoina, at the northwest
arm of Lake Pettd d'Oreille, a distance of 225 miles. During 1852 work proceeded,
but was included in the difficult portion referred to, and progress was slower.
Still, 100 miles were added to the completed road, and it had reached Thompson's
River. When the season of 1883 opened everything was in readiness to push the
work forward to completion before its close. On the 27th of April the chief
engineer's affidavit of completion to Jocko was filed, and by June the road
had reached the summit of the Coriacan Defile, by way of Findlay Creek, with
a maximum grade of 116 feet to the mile. The descent to the eastward, through
the Coriacan Defile, involved some heavy work and maxinium grades of 116 feet,
but the approximation of the two ends of the
road excited every one to the greatest exertion, and out the 22d of August,
1883, the rails were joined in the valley of the Little Blackfoot. The
formal ceremony of the opening of the route took place September 8, 1883.
In order to reach Portland, Oreg., 214 miles from Wallula use is
made of the Columbia River line of the Oregon Railway and Navigation Company,
which, like the main line of the Northern Pacific, is entirely in the interest
of the Oregon and Transcontinental Company. This road is on the south side of
the Columbia, and, except the last 40 miles, lies upon the edge of the river.
During its construction some blasting of extraordinary proportions was done,
and the whole work was difficult, especially that portion between The Dalles
amol the Cascades, a distance of about 45 miles. Between Wallula In(] The Dalles
the work was much lighter, and below the Cascades the road leaves the river
and finds level gron rid to Portland.
In order to utilize the navigation of the Columbia above the mouth of flue Willamette,
a portage railroad, of 6 miles, had early been built oil the north bank around
the Cascades, and another, of 13 miles, on flue south hank front The Dalles
to Celilo.
To make the all-rail communication between Wallula all(] Portland, the work
of construction was begun between Wallula and Celilo in 1880, and in the fall
of 1881 the grade was completed to the foot of the Cascades, at Bonneville,
and in the spring of 1882 the road was operated to that pout. The portion between
Bonneville and Portland was opened in the following October.
The Oregon 1ailway and Navigation Company has under construction a branch from
Umatilla 187 miles above Portland, to connect, via the valley of the Grande
lomude and the Powder River Valley, with the Oregon Short-Line branch of the
Union Pacific at Snake River.
This line is now in operation to the Blue Mountains, and its completion in 1884
is expected, thins giving a direct route from the Union
Pacific at Granger to the Columbia. River Valley. The main line continues eastward
from Wallula, and by a system of branch lines, connected where practicable with
steamboat navigation on the, Columbia and Snake Rivers, serves the rich country
south of the Snake and between the Bitter Root and Blue Mountains.
The Pacific Division of the Northern Pacific Company extends from
Portland to Puget Sound, being linked to the main line as above de-scribed.
It follows the Willamette from Portland to the Columbia, and
GENERAL OF THE ARMY. 269
thence, by the south bank of the latter, to a crossing place about two miles
above Kalama and 40 miles from Portland, where trains are to be ferried over
the river. It is expected that this connection will be made before the close
of the present simmer.
Next to the Minnesota Division the line from Kalama, on time Columbia,
to Tacoma, on Puget Sound, is the oldest portion of the Northern Pacific
Road. Time joint resolution of Congress of May 31, 1870, made the line
down the Columbia and thence to l'uget Sound the main line, and that
proposed across the Cascades a branch, provided that 25 miles of time road between
time Columbia and the Sound should be built within a year from that time, and
that the whole road should be opened to the Sound before the close of 1873.
The company began to build from Kalama, on time Columbia, 9 miles
above the mouth of time Cowhitz, in April, 1871, and 25 miles were completed
that year. During the next year 50 miles were built. Work was resumed in time
spring of 1873, but was much embarrassed by financial difficulties, and only
reached Puget Sound at Tacoma, 105 miles from Kalama, twenty-four hours before
time expiration of the time fixed by Congress.
Time road follows the (1osvlitz for about 40 miles, then across a divide
to a tributary of the Chehallis, and a second divide to time Nisqually whence
it crosses level, gravelly prairies until near the Sound, and then sharply descends
to tide-water. The grades are easy for the whole distance except the last 2
miles, where maximum grades of 116 feet to the mile are used. Time construction
involved no difficult work.
ROUTE NEAR THE FORTY-FIRST AND FORTY-SECOND PARALLELS.
About one-half of this work, extending from the Missouri River to
Fort Bridger, was not explored with special reference to the practicability
of constructing a railroad. Information furnished by time reports of Colonel
Fremont and Captain Stansbury, of time Corps of Topographical Engineers, United
States Army, sufficed for the tine consideration of this portion.
From Fort Bridger to Fort Reading, on the Sacramento River, the
exploration,,; we're conducted by Lieut. E. G. Beckwith, Third Artillery.
A route presenting favorable conditions might commence either at Fort Leavenworth.
with connection with Saint Louis, or at Council Bluffs, connecting with Rock
Island, ascend the Platte River and enter the eastern chain of the Rocky Mountains
(the Black Hills) by time North Fork and its tributary, the Sweet Water.
Another route, by the South Fork and its tributary, Lodge Pole Creek, was suggested
by Captain Stansbury as shorter and less expensive.
From the Missouri River to the entrance to the Black Hills, 30 miles above Fort
Laramie, 520 miles from Council Bluffs and 755 miles from Fort Leavenworth,
time route presented no o difficulties whatever. West of this it crossed many
lateral streams, with deep ravines, and left time Platte just below Hot Springs
Gap. 10 avoid these, it crossed a range of hills 800 feet above time river and
descended to time Sweet Water, followed that stream to its source, where it
attained the summit of the South Pass plateau at an elevation of 7,400 feet.
From the South Pass the route followed down Sandy Creek, a tributary of Green
River, to time crossing of time latter, and thence to Fort Bridger. It then
descended the divide between the waters of Green River and those of Great Salt
Lake by the valley of Black's Fork or
270 REPORT OF THE SECRETARY OF WAR.
one of its tributaries. The summit was found on a broad terrace at the foot
of the Uintah Mountains, the elevation being 8,373 feet. From this point the
line descended over the undulating country separating the Uintah and Bear River
Mountains, crossed the head of bear River, and, entering the valley of White
Clay Creek at its Lead, followed down that stream to its junction with Weber
River.
The Wasatch Mountains intervene between this plateau country and Great Salt
Lake, and it was found that the passage through them could be effected either
by following Weber River or by ascending to near the sources of the Timpanogas
and descending that Stream, both being directly or indirectly affluents of and
equidistant from a common point on Great Salt Lake.
The valley of Great Salt Lake once entered, no obstacle was found to the construction
of a railway passing by the south end of the lake to its west side.
From the western shore of Great Salt Lake to the valley of humboldt River the
country consists alternately of mountains, in more or less isolated ridges,
and of open level plain,,,, rising gradually 110111 the level of the lake oil
the east to the base of tile Humboldt Mountains on the west; that is, from 4,200
feet to 6,000 feet above the sea. West of the Huml)Ol(lt Mountains the country
is of the same character, the plains declining until at tile west shore of Mud
Lake, usually called the foot of the Sierra Nevada, the elevation is 4,100 feet.
The mountains in this Space of 500 miles (600 miles by the route traveled) between
Great Salt Lake and the foot of tile Sierra Nevada have a general north and
south course. Occasionally crossspurs close in the valleys to the north and
south, but more frequently this isolation is only apparent. The mountains are
sharp, rocky, and inaccessible iii many parts, but are low and easily passed
ill others. Their general elevation varies from 1,500 to 3,000 feet above the
valleys.
The valleys rarely have a width east and west of more than five to ten miles,
but often are of great extent north and south. They are irregular in form, frequently
extending around the ends of mountains or united to succeeding valleys by level
passages. It was found that a railroad might be carried over this series of
valleys and around the mountain masses, at nearly the general level of the valleys.
In this manner the route reached the foot of the Humboldt Mountains and then
crossed them by a pass nine miles long, about three of which are occupied b
a narrow, rocky ravine. The descent was then made to the open valley of Humboldt
River, which was followed for about 190 miles, then crossed two ranges of the
general character of the Basin Mountains, and reached the toot of the Madlin
Pass of the Sierra Nevada, on the west shore of Mud Lake, ill a distance of
119 miles, and at an elevation of 4,079 feet above the sea.
In this latitude the Sierra Nevada was the eastern boundary of the Sierra Nevada
plateau. Thus far the pass was of a favorable character, the length of the ascent
being 22.89 miles, the difference of elevation 1,172 feet, and the altitude
of the summit 5,667 feet. Having gained the plateau, it was crossed by a nearly
level line to the western boundary, the summit elevation of which was 5,736
feet, and the descent to the Sacramento was made in 15 miles, with a difference
of elevation of 1,300 feet. Either a tunnel or au enormous cut with heavy grade
would be required at the summit.
The route then followed the valley of the Sacramento, encountering many obstacles,
to a point 17 miles above Fort Reading, where the open
GENERAL OF THE ARMY. 271
valley was attained, and no further difficulty existed to the construction of
a railroad to the Bay of San Francisco.
By the route indicated the distance front Fort Leavenworth to Fort Bridger was
1,02 miles; from Fort Bridger to Fort Reading, 1,012 miles; from Fort Reading
to Benicia, 180 miles; and from Leavenworth to Beincia, 2,264 miles.
The distance from Council Bluffs to Benicia was 2,134 miles.
By a different location 103 miles could be saved in the Great Basin,
and the total distance reduced to 2,031 miles.
The coal-beds of Green River were noticed.
The winter climate along the greater portion of the route was known to be severe,
but Lieutenant Beckwitli did not apprehend any unusual difficulty from this
cause.
The features of this route, favorable to the economical construction of a railroad,
are apparent from the description given in the detailed reports.
The unfavorable features were described, as time costly construction, for nearly
300 miles along the Platte and Sweet Water, in ascending to the summit of the
South Pass; in time Ca¯on of the Timpanogas ; in the two caiions of time
Sacramento, 14 and 9 miles in length, and in time sinuous course of this liver
for a space of 96 miles, through heavily timbered mountains rising precipitously
from time stream.
The sum of the ascents and descents was the next least after that of the forty-seventh
to the forty-ninth parallel.
The cost of 2,031 miles of road, from Council Bluffs to Benicia, was estimated
at $116,095,000.
The survey of the western portion of this route by Lieutenant Beckwith resulted
in the discovery of a more direct and easier route than was believed to exist
from the Great Salt Lake to time valley of the Sacramento. Subsequently, Brevet
Lieutenant-Colonel Steptoe, commanding the troops in Utah, reported the discovery
of a still more direct route from Great Salt Lake to San Francisco, passing
to the south of Humboldt or Mary's River. and thence to the valley of Carson
River.
It crossed the Sierra Nevada by the passes at time head of Carson River, and
descended to the valley of time Sacramento. He stated that this route was, throughout,
practicable for wagons.
'11115 ROUTE AS ACTUALLY OCCUPIED.
Practically this route begins at Omaha, Nebr., opposite Council Bluffs, on the
Missouri River. The former town was not in existence when the explorations were
made; consequently it is only the latter which is mentioned in instructions
and reports. It follows the explored line to the mouth of the Lodge Pole, when
it ascends that stream, as suggested by Captain Stamisbury, and keeping very
close to time line as laid down on the map of the explorations, reaches the
valley of Salt Lake. Instead of passing around the south end of this lake, how-ever,
it passes around it by time north, and being then some 85 miles apart, the constructed
gradually approaches the explored line for 250 miles, when they unite near Halleck
Station. They now coincide for 200 miles and then diverge again, time explored
line reaching Sacramento by way of the Madelin Pass and Pitt River, whilst the
constructed line attains the same point by a much more direct line through 1)oiiimer
Pass, saving 184 miles of distance. From Sacramento to the Bay of San Francisco
the lines are coincident.
All things considered, the close agreement of the two lines is worthy
GENERAL OF THE ARMY. 275
leasing from the Union this length of track so that the junction 5110111(1
practically be at that town.
The tracks of the two roads were finally made continuous by the driving of the
last spike ; an engineer from the west met one from the east, and on the 10th
of May, 1869, the entire route W35 thrown open to traffic, more than seven years
ahead of the time fixed in the law.
The following statement will show the number of miles of road constructed annually
by the Central Pacific Railroad Company on this line
To 1866 ---------------------------------------------------------------------------------------------------------------------
In H6r ------------------------------------------------------------------------------------------------------:15
In 1867 ----------------------------------------------------------------------------------------------------------------------
Iii 1868 ----------------------------------------------------------------------------------------------------:32
'243
Total -------------------------------------------------------------------------------------------------------------------------------743
These, distances do not correspond with those given by the Commissioner of Railroads,
because the latter states them for fiscal years while the foregoing table is
for calendar years, in(] for the additional reason that the statement of the
Commissioner is made up from the, dates of the affidavits of the chief engineer,
and these are necessarily subsequent to the completion of tire sections to which
they refer.
THE UNION PACIFIC RAILROAD.
This road was provided for it, the ';,title law (July 1, 1862) that authorized
the construction of the Central Pacific, and is the one which appeals prominently
in the act.
While the energy of the West was still engaged in penetrating the
secrets of the Sierra, a movement meaning work began to develop i
the East. In general terms there were two separate railway systems front east
to west, one concentrating at Chicago, the other at Saint Louis. The capitalists
of both these cities were alive to the vast possibilities, of the Pacific trade,
and desired to secure it for their respective localities. With this view Chicago
had I projected three hues across the State of Iowa, converging at Council Bluffs,
and they all had a corporate existence and formed a nucleus for a distinct movement
for the construction of a railway to the Pacific.
Our the other hand Saint Louis, aided by the State of Missouri, had, as early
as 1851, begun the construction of the Missouri Pacific Railway, the terminus
of which was fixed at Kansas City. Four years later the Territorial govern nrrent
of Kansas incorporated the Leavenworth, Pawuree and Western Railroad, with authority
to build from Leaven worth to Fort Riley, and thence westerly. It was apparent
that the two companies might connect and thus form a rival grand trunk Pacific
road.
For some years these enterprises remained in abeyance; but in
1860-'61 the discovery of gold and silver in Colorado and Nevada gave a great
impulse to the carrying trade of the plains, and tire prospect of profit aroused
capitalists. Rumors of the new line over the Sierra also found their way east;
and the legislature of the new State of Kansas passed a joint resolution in
March, 1862, urging on Congress tire creation of a National Pacific Railroad
Company, and the representatives of all the interests concerned appeared at
Washington. The result was the law of July 1, 1862. The rival interests of Chicago
and Saint Louis appear in the fact that the law does not fix any special eastern
terminus, but locates the initial point on the one hundredth meridian, at some
276 REPORT OF THE SECRETARY OF WAR.
equidistant station to be designated by the President of the United States.
As the more southerly line was already possessed of an organization, the charter
modified this advantage by incorporating the northerly line under the name of
the Union Pacific Company, and gave it a marked predominance in the act. Government
aid was given in equal degree, however, to the road which was to cross the mountains
from Sacramento, and to both the eastern lines, but required the eastern roads
to each build 100 miles within two years after their acceptance of' the conditions
of the law.
The commissioners of the Union Pacific Railroad and Telegraph Company, named
in the act of July 1, 1862, met in Chiicago on the 2d of
September, 1862, and organized by electing William B. Ogden president, Thomas
W. Olcott treasurer, and Henry V. Poor secretary, and by resolution instructed
the officers of the company to accept the, act of incorporation in behalf of
the company'. Under (late of June 23, 1863, the Secretary of the Interior was
duly, notified of this acceptance, and the receipt of this notification was
acknowledged by him on the 27th. The act of July 2d, 1864, modified some of
the provisions of the previous one. Its provisions were accepted by the company
under (late of October 7, 1864.
The Levenworth, Pawnee and Western Railroad Company (southerly route). under
(date of November 15, 1862, accepted the provisions of the act of July 1, 1862,
the notification of acceptance being acknowledged by the Secretary of the Interior
an the 23d of December, 1862. As early as 30th September, 1862, the company
had constracted for an immediate and rapid construction of their line.
On the 17th of June, 1863, this company notified the Interior Department that,
under the laws of the State of Kansas, it had changed its corporate name to
the " Union Pacific Railway, Eastern Division," and that it was their
intention to construct the line flout the one hundredth meridian to the western
boundary of the State of -Nevada.
On the 6th of July the Secretary of' the Interior acknowledged receipt of this
communication, but declined to decide at that time whether the company had the
power claimed. The conditions of the act of
July 2, 1864, were accepted on the 5th September, 1864, and the acceptance was
acknowledged by the Interior Department on the 9th.
(It the 7th of March, 1864, President Lincoln, in accordance with the requirements
of the act of July, 1, 1862, fixed a point on the western boundary of the State
of Iowa, "cast of' and opposite to the east line of section 10, in township
15 north, of' range 1,3 cast, of' the sixth principal meridan in the Territory
of Nebraska from whence the Union Pacific Railroad Company- was authorized to
construct a line to connect with some point oil flu' 01W hundredth meridian.
The terminal point as thus fixed was at Omaha.
During the season of 1864 five engineering parties were engaged for
several months iii preliminary surveys of the several passes through
the mountain ranges between the valley of the South Platte and Salt Lake, and
the contract for the construction of the road to the one hundredth meridian
was signed in August.
On the 3d November 1864, the company submitted a map of the route of the Union
Pacific for the first 100 miles west of Omaha, and the location was approved
by the President of the United States on the following day.
By the 29th of November time grading was in )mogrk'ss oil 40 miles of
the line. The inaugural ceremony took place on the 2d of December.
Meanwhile the organization for building the southerly line obtained
GENERAL OF THE ARMY. 281
By September, 1869, the road was in operation from Topeka to Burlingame, 26
miles. By July, 1870, it had been extended 35 miles to Emporia, and in July,
1871, it began operating to Newton, 74 miles further, when building was stopped
for a time. oil the 9th September, 1872, it was opened to Dodge City, 168 miles
beyond -Newton and 303 from Topeka. During the month of April, 1872, the road
had been opened from Atchison to Topeka, a distance of 50 miles, so that there
was now a Continuous line for 353 miles from that point oil the Missouri River
to Dodge City oil the Arkansas. On the 1st of January. 1873, the road was opened
to the boundary line between Kansas and Colorado, about 470 miles front Atchison.
Under the spur of the near approach of the time when the land grant would expire,
the company had built 285 miles of road in nine months, or over a mile a day.
On July 10, 1873, the road began operating to Grenada, 481 miles
from Atchison, and 18 miles from the State line at Coolidge.
This company makes its through line from Kansas City, by menus of time Kansas
City, Topeka ii mid \estomi Railroad, which is now owned by it, and runs froni
Kansas City to Topeka, and by the Pueblo and Arkansas Valley Railroad westward
from the State line to Pueblo, a mid southwesterly to the bon1idaI of New Mexico.
nih5 southwesterly extension lois no Cifi inert ion v it ii this route, an!
is t lieretore not considered hem e. (See I lurty -fifth a mmd t lui'tysecoiid
parallel ron t es.)
The TonI! was Opened troni K a uisas ( i ty to Topeka, 66) in I les, on the
29t Ii of Aiit. rist, 1875, amid the western ext elision va s opened from Gin
a (10 to West Las An immiiis, 55 ummi Irs, on Septemo her 17, 1875, and to Pueblo,
83 miles fum'tliem-, oii the 4th of I\lai'ehi, 1876.
At I 'imello t lie ii iute 011(1cm' coiisi(lei-a t ion is tali cmi ii p by the
I )eii ver am! Salt Lake line ot the l)cmiver and ILo Giamnie Railway. The gauge
of I los route is only 3 feet, while that of the Atchison, Topeka and Sa mita
l't is the sfalt(l aid ga imge of 4 feet S inch os. The result is a break at
l'neblo, and a. ronscq ueiit transfer of freighi I and pa ssengeis is ; e mideird
m iecessa iv.
The I )emi ver and Rio U raiide Rail ay Coni oniy was incorporated Oct ii er
97, 1 871), U 11(1 ci' t lie in con io rat i on I a w 5 of t lie Tern! tIny
of (Joloi'ado. By act of' Congress approved June 8, 1 579, right of way was
gnat teil over the public domain, 100 feet in \Vi(ltll oii each side of the
tm-ark, toget hmei' with such public lands ad,jaeeii t thereto as uiiay he needed
for depots, shops, 00(1 other buildings for railroad purposes, and for yard
roommi aIl(l Si(le tracks, not exceeding twenty acres at any station, ii ui(I
1101 more tliami omit' station iii every 10 mniles,t and the incorh)Oiatioti
Omi(lt'1 Teiri tonal laws was ratified 0111! coii tinned. The coiuipamiv was
required to eomlllilete its line to a point omi the Rio Gramide, as fiii- south
as Santa F'( within five years after the passage of' the act. amid to complete
50 miles additional south of that point each year thereafter, the penalty for
noncomill iai ice being a forfeiture of all rights and privileges granted li
time act, so flu as concerned the unfiuiishied h)0i'tioui 01 the road.
Gnu tti mig all reteremice to such parts of' the line as (10 ilot toniri a part
of thin thirtyeighth 00(1 thirt,y-uiimithi parallel route, time following is
an a pproxi na Ic statemuent ot the progress 01 the construction
Time road was extended from Pueblo, up time A i'kansas Valley, to Cafiomi coal
fields, 36 mmii hes, in 1872, and iii 1874 to Ca 6oui City, 8 iii iles. it was
suhseq temi I ly opemied to Salida an il P ncii a, (10 ml les, and in 1881 to
Giimimiisomi City, 69 miles farther, oi' 170 iidhes fioni Pueblo. 1)urimig 1889
the comistructioui westward to the !Jtahm boumidary, 171 mriiles, was completed,
amid the force buihuimig eastward fromii Salt Lake City hind
284 REPORT OF THE SECRETARY OF WAR.
line is almost exactly coincident with the explored line. The first (livergerice
is at the mouth of Pajai ita ('reek, Where two hues have been slnv(y4(l, one
along the explored fine ils(en4hiIlg tim t stream, and the other following the
Canadian some 45 or .50 miles fm it hem-, and then deflecting to the southward
until it intersects the explored line near Canon hilamico, when time surveyed
amid explored hues cOilmille to isieta and thence forward as constructed across
the greater part, of Arizona, to the vicinity of Aztec Pass, wheum the line
diverges to time northward, and reaches time crossing of the Coioi ado near
the Needles, by a route to time westward of that explored. From time crossing
of time Colorado time line, as coiustrrieted, is imearly or quite straight to
Mojave station, whilst time explored line ascended Pall-mite Creek, and crossed
to the Sink of l\lojave. Ascending that stream it reached Los Angeles via San
Bernardino Pass; with a route diverging from it, about :i.s miles north of Sami
Bernardino Pass, which, after some iII(1irecti it, attained M ojave station.
It caimumot but be rcnitrked how slight these (livergences are, the depam-tumes
in mo case excee(i ing 25 miles, and these for only short (listailces.
The route of the thirty-fifth parallel so flu as constructed may, for all practical
purposes, be considered as beginning at Saint Louis, 911(1 is composed of time
Saint Louis and San Francisco aiiway time Atlantic and laeific Railroad, and
the Colorado Division of time Southern Pacific Railroad.
A gap of about 600 miles now exists between Isleta and the western
end oft he track of time Saimmt Louis and San Francisco road. For the time being
transportation is carried on by time way of time Atchmisoim, Topeka and Santa
Fe Railroad, thus forming a through route from time Missis-sippi liver to time
Pacific coast.
The Saint Louis and San Francisco Railway Coin )l iiv is successor to the southwest
bra uclm of the l'acitic Railroad of Missouri, cii trtered December 25. 1832,
which received a graum t of lands and the loan of $1,500.000 Missouri State
bonds to aid in its eomistruictiomm. It was opened to Hohia, 113 miles, in December,
1860. Getting into financial difliculty, it was sold in 1866 to a new company
which. failed to mueet its ell gagemmmemmts, and was again sold to J)nrchasers
who were incorpo-rated as the South Pacific Railroad Company under aim act of
the ("ell-oral assembly of time State of Missouri, of March 7, lS(N. This
coum
l)iUIY completed the road to Lebanon, 7 L miles, iii 1869; to Spri umghiel(,
56 miles farther, iii May, 1870, and added another 5)) miles, to Pierce City,
290 miles from Saint Louis, in the following September. The road was then sold
to time Atlantic 011(1 Pacilic Iliilruad Coampammy, winch had been chartered
I by act of Congress of July 27. 1866, and empowered to construct a eonti I
U0ii5 line of rail raid told telegraph fr mmii Springfield, Mo., to a point
on the Cammadiamm River, thence via Albuquerque, N. Mex., along time thirty-fifth
parallel. to time Pacific, with the right to construct a branch from the (1aimadiamm
River "to a point in the western l)oulldary hue of Arkansas, at or near
the town of Van iJureum." (This was to make time connection with Fort Smith.)
The act gives a hand grant of ten alternate sections of land oil each
side of time road in time States and twenty sections in time Territories, but
110 other subsidy.
Springfield was mnade time initial point to avoid conflict with a previous charter
for building from Saint Lotus southwesterly, given to time South Pacific Railroad
Company. As, however, Siiumt Louis was time natural eastern terminus of a transcontinental
road on this route, 011(1 as the road frommi Springfield west could only be
constructed ecoiiouimic
290 REPORT OF THE SECRETARY OF WAR
lines from those explored. Amongst the more powerful of these were the grants
of land by Congress in aid of the construction of several of the roads. Of course
it at once became important in such cases that the lilies should be located
through lands which would have the highest market value, and would be the first
to induce settlement and improvement, with resulting local business. This was
a perfectly legitimate transaction, and is mentioned, not for the purpose of
criticising it, but merely to show why the lines actually built upon do not
in every case conform more strictly to the explored lines.
ROUTE YEAR THE THIRTY-SE(OXD PARALLEL AS ACTUALLY OCCUPIED.
The close accord between the explored and constructed hues along this route
is quite remarkable. The Saint Louis, Iron Mountain and Southern Railroad, as
it now exists, starting from Saint Louis and joined at Little Rock by the Memphis
and Little Rock Railroad, passes directly through Fulton, and at Texarkana joins
the Transcontinental Division of the Texas Pacific Railway ; then proceeds westward
to Sherman, less than 20 miles south of Preston. This division has not been
extended any further to time westward, but using the track of the Missouri,
Kansas and Texas Railroad, reaches Fort Worth, at the eastern end of the Rio
Grande Division of the Texas and Pacific Railway. The constructed line then
gradually approaches the explored line until they are practically coincident
at Colorado Springs, when they gradually diverge until they are aO miles apart
at the crossing of the Pecos, to unite again at El Paso.
Starting at San Antonio, the explored and constructed lines coincide until the
divide between Devil's River and the Pecos is reached, when they diverge, the
-former following the Pecos until a junction is made on the boundary between
Texas and New Mexico, whilst the latter pursues a more southerly route to El
Paso, the greatest divergence being about 90 miles.
The explored route then followed the valley of the Rio Grande to Mesihla, and
thence to the present Zuiii station of the Southern Pacific Railroad, where
the constructed line direct from El Paso to that point (a distance of only 77
miles) joins it; and from there through to Tucson, Yuina., San Gorgonio Pass,
Los Angeles, San Fernando Pass, and Tehachapa Pass, to Gosheim, a distance of
880 miles, they are almost absolutely identical. From Goshen the Central Pacific
has occupied the explored line to San Francisco by way of the San Joaquin Valley;
and the Southern Pacific Railroad of California has occupied a considerable
portion of the other routes, by way of Huron and the Santa Clara and the Salinas
and Benito Valleys.
There was no practical difficulty in the way to prevent the constructed line
from occupying the explored line, and the divergences referred to have been
caused entirely by other reasons.
SOUTHERN PACIFIC RAILROAD.
Because the railroad known under this name, and which occupies so much of both
the thirtyfifth and thirty-second parallel routes, was mainly built from the
Pacific coast eastward, the history of its construction is taken up at the western
end.
From statements deemed trustworthy it appears that the Southern Pacific Railroad
was commenced at San Francisco in the year 1865. It was chartered tinder the
laws of California, December 2, 1865, and by
GENERAL OF THE ARMY. 291
its charter and the act of Congress of July 27, 1866, was authorized to construct
a railraod and connect with the Atlantic and Pacific Railroad near the boundary
line of the State of California, and to aid in such construction it was to have
grants of land similar to those of the Atlantic and Pacific. The terms of the
act of July 27, 1860, were accepted November 24, and acceptance filed in the
Department of the Interior December 21, 1866. About the year 1868 it was completed
to San Jos≥, 50 miles. From San Jos≥ the line was pushed slowly
southward for nearly 100 miles, along the Santa Clara and Salinas Valleys, a
short distance from the coast, and practically along the explored line.
October 11, 1870, the Southern Pacific Railroad was consolidated with the San
Francisco and San Jos≥ Railroad (chartered August 8, 1860), the Santa
Clara and Pajaro Valley Railroad (chartered January 2, 1868), and the California
Southern Railroad (chartered January 22, 1870), under the corporate name of
"The Southern Pacific Railroad Company.
All these companies had been chartered by the State of California.
The object of this new corporation was to "construct and operate a line
of railroad from San Francisco to a point on the Colorado River near the southeastern
boundary of California, a distance of about 722 miles, with a branch from Tehachapa
Pass to Colorado River at or near Fort Mojave, a distance of about 308 miles,
and such other branches as the board of directors may decide to establish."
Soon after the completion of the Central Pacific Railroad that company sent
out surveying parties on what is termed the Oregon Branch, and also into that
portion of the State known as the Upper San Jongum 'alley. Oii the 13th of January,
1870, an engineering party was started from Lathrop, on the Central Pacific
road, to locate a line to the southward along the San Joaquin Valley, the floor
of which was found to have a remarkable uniform ascent from tide-water to the
foot of the Sierra Nevada Range. The locating party continued on to Gosheii,
a distance of 147 miles. The road was completed to Merced, 58 miles, on April
1, 1872, and in 57 (lays thereafter to Fresno, 113 miles from Lathrop. On the
25th July, 1872, the road was completed and in running order to (osherm, the
point where the located line of the Southern Pacific Railroad intersects it.
Between the coast line and Goshen a formidable wall of mountains intervenes
(mentioned in Lieutenant Williamson's report of his exploration), and the Southern
Pacific Company deemed it advisable to coinmence construction at the latter
point, leaving a gap of 100 miles via the San Benito route, or 160 miles via
the Polonio Pass route, between the northern and the southern divisions of its
road, the connection being meanwhile made over the San Joaquin Branch of the
Central Pacific. On July 25,1872, the Southern Pacific was completed to Tipton,
21 miles; 21 miles more, to Delano, were added by July 14, 1873; then 29 miles,
to Lerdo, August 1, 1874, and to Sumniier, 23 miles, October 26, 1874. On April
26, 1875, the road was completed 22 miles further, to the foot of the Tehachapa
Mountains at Caliente, 336 miles from San Francisco. Meantime a heavy force
was employed in penetrating the Sierra Nevadas through Tehachapa Pass, at an
elevation of about 4,000 feet; in tunneling the Sierra Madre at San Fernando
Pass, near Los Angeles, at an elevation of about 2,800 feet; and in recrossing
the Sierra Madre by San Gorgonio Pass, 2,560 feet above tide.
The company was required to complete the line to Los Angeles within the year
1876, and to complete 50 miles yearly of the extension between Tehachapa and
Yumna. To do this it was necessary to construct from the coast port of Los Angeles
both ways. The section from Los Angeles
GENERAL OF THE ARMY. 293
track reached Maricopa, 156 miles from Yuma, April 28, 1879, and then entered
the valley of the Santa Cruz. May 19, the road reached Casa Grande, 183 miles
from Yuina and 908 from Oakland. The desert had now been passed, and a rest
was taken until January 26, 1880, when work was resumed and continued without
cessation until on March 20 the track was completed to Tucson, 250 miles from
Yuma. It then continued eastward, reaching Benson, 46 miles east of Tucson,
on June 22, and Deiniug, 220 miles, on the 15th of December, where on March
18, 1881, it was joined by the Atchison, Topeka and Santa Fe Railroad, thus
forming another through line across the continent.
The construction force kept right on from Denting, never having stopped a day
after work was resumed at Casa Grande. On May 19, 1881, touching the northeast
corner of the sister republic of Mexico, it reached El Paso, 1,281 miles from
Oakland (1,286 from San Francisco), being the first railroad to that point and
a year ahead of the requirement of its charter.
It is not a little remarkable that the first railway train to enter the isolated
town of El Paso should have done so from San Francisco.
From the nature of the country traversed and the little-known con(litions of
the rainfall and water-courses, it had been necessary to lay the rails with
great rapidity from one point of convenient water to another, and leave the
important structures, such as stations and watertanks, to be perfected afterwards.
lit some cases artesian wells (so called) of great depth were sunk.
Continuing eastward, the Southern Pacific formed a junction with the Texas and
Pacific Railroad at Sierra Blanca, 91 miles from El Paso,
u the 6th of December, 1881, and established another transcontinental line.
The road was rapidly extended from Sierra Blanca towards San Antonio, to meet
a westward extension of the Galveston, Harrisburg and San Antonio Railway from
that place, and largely owned in the same interest. Connection was made between
the two on the 12th January, 1883, thus establishing a third transcontinental
route through the system of railroads concentrating at San Antonio, and bringing
the Gulf cities of Galveston and New Orleans into direct relations with the
Pacific coast.
This road skirts our southern boundary for more than a thousand miles, and with
the branch flue of time Atchison, Topeka and Santa Fe Railroad south from the
vicinity of Tucson (Benson) forms a complete line of military communication
along nearly the whole of the Mexican frontier, and contributes immensely to
our interest in our relations with that country.
TEXAS AND PACIFIC RAILROAD AS CONSTRUCTED.
For more than 800 miles westward from the Louisiana State line this road occupies
the thirtysecond parallel route. The Texas Pacific Railroad Company was organized
under act of Congress of March 3, 1871, and the general railroad laws of the
State of Texas, and was authorized to construct a road from Marshall, Tex.,
via El Paso, through New Mexico and Arizona, to a point on the Colorado River
at or near the southeastrn boundary of the State, thence to San Diego, pursuing
in the location throughout, as near as possible, the thirty-second parallel
of latitude.
It was granted forty sections of public land per mile in time Territories and
twenty sections per mile in the State of California. By the laws of
GENERAL OF THE ARMY. 295
The Texas and Pacific and the Southern Pacific had each graded its own line
from Sierra Blanca to El Paso, the two grades being often only a few yards apart.
They wisely concluded to put the superstructure upon only one of the grades,
and to make common use of the road thus completed.
EFFECT OF RAILWAYS UPON MILITARY OPERATIONS.
Having traced the history of the construction of the transcontinental railways
from their inception to the roads in their present condition, it remains to
show what their effect has been upon military operations lip to this time, and
what bearing they will be likely to have upon those of the future.
As early as August. 15,1836, General E. P. Gaines, United States Army' then
at headquarters Western Department, Camp Sahine, writing upon the subject of
internal improvements (see American Railroad Journal of October 15, 1836, page
642), expressed very broad and enlightened views, and advocated the use of railroads,
canals, and steam-power for the purpose of developing our vast territory, increasing
our wealth, and improving our means of defense. His idea seems to have been
to construct railroads, owned by the Government, from the central portions of
our domain towards its frontiers, for the purpose of the rapid transportation
of men and inmiitions of war from points which from their position were perfectly
secure from any attack to such points as might be threatened. He asserted that
The accomplishment of these works will render our whole country invulnerable
in war and afford an increasing revenue in war and in peace that will insure
to us in from six to twelve years an amount of money equal to the whole expense
of their construction.
General Gaines supported his position by arguments which doubtless
seemed unduly enthusiastic at that time. These are too long to quote
entire, but, as indicating the scope of his mind, it may be well to reproduce
a few of them:
The loss of a fleet at sea, or of several fleets in succession, added to the
loss of our foreign commerce whilst threatened by victorious foreign fleets
and armies arrayed against us from without, having our railroads and land forces
held ready for action within, we should find perfect security and retain the
sure elements of prosperity throughout our national domain. Whereas if we give
up the proposed system of railroads, the loss of our fleets would, in effect,
be nothing less than the loss of our national existence.
* * * ', * *
This process must and will create a revenue in time of war sufficient to meet
the principal expense of the war, and expense be reduced, as it will, in the
great item of transportation to a saving of $9 out of every $10, whilst the
same cars will be occasionally employed in wielding the disposable force of
all the Western States.
¥ * * * * * *
The proposed railroads, after affording every desirable facility for the most
vigorous and successful defense of the country in war, and affording also a
revenue sufficient to pay much of the expense of the war, will, on the return
of peace, when all other of the most expensive means of national defense known
to this or any other nation, such as grand fortifications, armories, arsenals,
with cannon and most other military stores (however essential in war), become
useless, or more than useless, during a state of peace, because they require
constant repairs and an expensive force to take care of them-when these become
useless or unprofitable, railroads, with steampower applied to vehicles of land
transportation, taking, as they must take, precisely the direction which the,
principal commerce of the country takes, viz, from the seaboard to the Central
and Western States, they will afford a revenue that will grow with the growth
of our population, and as bonds of union and concord to the States and the people
will strengthen with our strength until every acre of our soil and every valuable
niiueral of our mountains and every moment of our time and all our
296 REPORT OF THE SECRETARY OF WAR.
attainments, with every effort of our labor and industry, will increase in value
from 100 to 1,000 per cent. We shall then see and feel the value of practical
science and of increased civilization with self-government.
We shall then have it in our power speedily to put an end to every description
of war near us which tends to disturb the harmony of the civilized world, and
we shall give civilization to our neighboring savages of all colors, and we
shall give freedom to all whom we find capable of its enjoyment, or, in other
words, capable of self-government.
General Gaines (lid not cease his agitation of the question with the publication
of this letter, but urged his views in every direction in which he thought it
possible to make an impression. In 1838 he wrote to the New Orleans Bulletin,
presenting his project in some detail, as will appear from the following extract
from the editorial columns of that paper
General Gaines has kindly furnished us with a diagram of a system of railroads,
planned by himself; to extend over the United States. An inspection of the diagram
shows Kentucky and Tennessee to be the center from which railroads branch out
to all points of the Union, connecting, for instance, New Orleans with Portland,
in Maine; Buffalo and Plattsburg, in New York; Detroit, in Michigan; Chicago,
in Illinois; Charleston, in South Carolina; Fort Gibson, in Arkansas ; Saint
Louis, in Missouri
and several other points still farther to the Far west. The Work, says General
Gaines, is designed in time of war to enable its to wield our fighting men,
with their arms and ammunition, from central and middle States to the most vulnerable
points of attack on our seaboard and inland border in one-tenth part of the
time and at onetenth part of the expense that movements would cost on ordinary
roads. It is a work, moreover, rendered indissoluble by its great and imperishable
utility to the States and people in general, giving safety to our national independence,
encouragement to literature and science profitable extension to agriculture,
and protection to the manufacturing and mechanic arts, thereby tending to make
our beloved country prosperous and happy in peace and impregnable in var. This
scheme, taken altogether, is grand and sublime, and if carried into effect would
make the United States the greatest nation on earth.
Finally, under date of December 31, 1839, General Gaines memorialized Congress
upon the subject of the utilization of steam-power for war purposes, and presented
his project in detail. It involved the construction of (1) floating batteries
for the defense of the seaports and harbors of the United States, and (2) a
system of railroads radiating from the two central States of Tennessee and Kentucky,
connecting our interior areas with our frontier.
We have nothing special to consider in connection with the suggestion of floating
batteries beyond the fact that they were to be iron clad to such all extent
as to make them invulnerable to the heaviest, guns then afloat.
The second proposition, however, is the one he had most at heart, and expresses
the conclusions he had finally reached after some years of thought. His arguments
in support of his views are given at length in. Report No. 86, house of Representatives,
Thirty-seventh Congress, second session, pages 235 et seq. He was a bold man
who would at, that early day so earnestly advocate the construction of 4,200
miles of railroad by the Government through an organization so entirely military
as the one set forth, and at an estimated cost of 64,000,000.
General Gaines was so far ahead of his military contemporaries in his conception
of the possibilities of railway transportation in war time, that it has been
deemed proper to set forth at so much length his claim to priority. His first
publication upon the subject (August 15, 1836) was made at a time when the country
west of Missouri was almost unknown, when we barely touched the Pacific Ocean
with our territory, and long before the most sanguine dreamed of the subsequent
developnient of an empire beyond the then Far West.
That the Government did not adopt his suggestions does not at all
GENERAL OF THE ARMY. 297
detract from their wisdom. Indeed, the rapid extension of the railroad system
of our country, under the enterprise of private capital, rendered it quite unnecessary
that the Government should take any active measures within the limits discussed
by General Gaines, but the time did come when the General Government found it
essential to its existence to seize and operate several of the very lines of
road proposed by him, and a wise policy to give active as well as pecuniary
aid to others which span the continent.
1. PAST OPERATIONS.
When the subject of the construction of a transcontinental railway was first
proposed, the Mississippi River practically constituted our western frontier,
and Texas was engaged in her war of independence. The matter had been broached
in Congress before that State had come into the Union. When Mr. Douglas introduced
his first bill for the construction of a railway the war with Mexico had not
begun. When the Mexican war closed there was not a single mile of railroad west
of the Mississippi; and it was not until 1859 that the railroad system of the
country was connected with the Missouri River by the completion of the Hannibal
and Saint Joseph Railroad.
The Army was small, and its operations were limited to movements against the
Indians in Florida, and to garrisoning posts along our northern frontier, the
Mississippi River posts, those upon the southwestern frontier, and the Atlantic
seaboard. The outbreak of the Mexican war called most of these garrisons into
the field, and when it terminated we found ourselves with a vast accession of
territory and a rapidly increasing population, having a tendency westward. As
immigrants pushed into the regions beyond the Mississippi, it became necessary,
for their protection, to throw the troops further out, and at the same time
a new frontier appeared in the Pacific countries and along the Rio Grande. This
created a demand for all increase of the Army, which came in 1,855 by the organization
of four new regiments, which, with the forces added to the permanent organization
during the Mexican war, gave us as the organization of the regular Army 1 company
of engineer troops, S regiments of cavalry, 4 regiments of artillery, and 10
regiments of infantry. The greater portion of this force was kept constantly
n the frontier, moving slowly out as the settlements filled in behind them and
grew strong enough to take care of themselves. The frontier on time western
border of the Eastern States and Territories and the eastern border of those
on the Pacific coast was still well defined. Military operations were carried
on by small commands over limited areas, against badly armed Indian enemies,
at great cost for transportation and tremendous labor for the troops. As late
as 1857 the organization of a small army for what was called the Utah campaign
taxed all our resources.
Then came the civil war, with a considerable increase of the regular Army and
a subsequent disbandment of hundreds of thousands of volunteers, comprising
the most adventurous spirits in the land, whose restless energy ill-fitted them
for any but time most active life. From their number many found their way into
the haunts of the Indians, and the pressure upon the latter became so great
as to cause outbreaks all along the line. Although our Army had been trebled,
yet the troops were all employed in guarding the settlers. Their operations
were still limited by the difficulty and cost of transporting the requisite
supplies.
Finally, the construction of the transcontinental railways was begun, and our
frontier conimeuiccd its movement along the routes of the sev
GENERAL OF THE ARMY. 301
B.-Statement showing rates paid in currency by the Quartermaster's Department
for the transportation of United States military stores between New York City
and San Francisco via Cape Horn from 1855 to 1864.
Year. Per 100 pounds. Remarks.
1855, . $2.00 60 cents per cubic foot.
1856 1,059,01821.18 per Heavy freight. Light freight, 371 cents per cubic foot.
ton.
1857-- 111.50 1.50 Fixed ammunition. -. 1. 20 Powder. 1858 I Subsistence stores,
$260 per barrel; boxes, 10 cents per cubic foot.
1859 0.50 Ordnance stores. Miscellaneous stores, 25 cents per cubic foot.
1860 ∫ 2.50 Loose muskets. 0.50 ; Shells. Miscellaneous stores, 30 cents
per cabic foot.
1861 stores, 30 cents per cubic foot.
1862 0.75 Miscellaneous stores. Ordnance stores, 32$ cents per cubic foot; per
bar
- rel, $1.50.
1863 0.75 Do. ( Do. 1864 1.25 <Pig lead. Ordnan m stores, 40 cents per cubic
foot; powder, 50 cents, and subsistence stores, 35 cents per cubic foot.
C.-Statement showing rates paid in currency by the Qnarterfliaster'8 Department
for the transportation, by wagon, of United Slates military stores, between
Fort Leavenworth, Kans., and Fort Union., N. Mex.,front 1855 to 1870.
o a
Remarks. 00 Remains.
a a I . .__ ..
1855 $2 24 Average April to $1 Average entire
December, in- 1863 84 year.
elusive. 1864 2 Average June to
03 December, icelu-
1856 2 32 Average entire year. Rive.
1857 2 15 Average March to 2 Average entire
December, in- 1865 Average 00 year.
, 1866 1 Do.
38
1858 2 10 Average entire year. 1 Do.
1861 40
1850 2 00 Do. 1868 1 Average April to
42 December, inclu-
1860 1 46 Average May to 1 sire. Average
December, inelusire. 1869 47 entire year.
1861 1 40 Average entire year. 1 Do.
1870 43
1862 1 65 Do.
D.-Statement showing rates for passengers and freight paid Quar
in currency by the ter-
master's Department for the S. troops and military
transportation of U. stoics between
New York City and San Francisco via railroads from the open
the Pacific date of their ing
for transportation to 1883.
.,C&1 . . 0
w
Year. I Year.
a a
c-
Cd
0 0 cc
1869 $142 00 $5 77 1877 $139 00 $4
00
1870 144 95 5 30 1878 1871 139 00 140 00 4 00
140 00 4 70 1879 4 00
' 1872- 140 00 4 85 1880 1873 I 138 00 138 00 4 00
140 00 4 85 1881 4 00
1874 159 50 1 90 3882 141 80 4 00
1875 138 00 4 00 1883 13800 137 35 4 00
400
1876
GENERAL OF THE ARMY. 311
Owing to the incomplete state of this road up to the last year, and the expenses
attendant upon construction constantly to be met, no intelligent comparison
can be made of its operations without going into details too voluminous for
a matter of this kind.
The Southern ronto may be said to comprise the following railroads:
Miles.
Texas and Pacific, New Orleans to E
