y better
gradients that were possible via South Pass Route as against the
routes via Denver and Berthoud or Evans Passes. The Denver Route was
only given up after repeated efforts had been made to find a
satisfactory line that way.

The City of Denver had for some time past been encountering a streak
of hard luck--Failure of some of its most promising mines in
1861--Division of the Citizens over the Civil War in 1862 and
1863--Fire and Flood followed by the Indian War on the plains in 1864
cutting off communication with the East--then the grasshoppers plague
with the diversion of the Pacific Railway. Vice President Durant had
made the remark "it's too dead to bury," and this it was that spurred
its citizens up.

In 1867 the Authorities of the Union Pacific Railroad offered to build
a branch from some point on their main line to Denver, provided the
citizens of that place would pay for the grading of the line and
furnish right of way and grounds for terminal. The citizens of Denver
were sore at being left to one side on the great overland route and
gave the proposition but a luke-warm reception. It is true, County
Commissioners of Arapahoe County, in which Denver is located, ordered
an election in August, 1867, to vote on the proposition of issuing two
hundred thousand dollars in bonds in favor of such a branch line. The
election resulted in an overwhelming majority in favor of it, eleven
hundred and sixty for to one hundred and fifty-seven against. The
County Commissioners in their negotiations with the Union Pacific
people coupled with the proposition certain conditions as to the route
which the branch line should follow, which not being satisfactory to
the Railroad people, they refused to accept the bonds on the
conditions required.

On November 13th, 1867, George Francis Train addressed a public
meeting at Denver on the subject of a connection between Denver and
the Union Pacific Railroad and as a result the Denver Pacific Railway
and Telegraph Company was organized five days later. On the day
following the organization the directors met and elected Bela M.
Hughes President, D. H. Moffat, Treasurer, and F. M. Case, Chief
Engineer,--one fourth of the necessary funds being subscribed. An
arrangement was made with the Union Pacific Railroad Company by the
terms of which that Company was to complete the road as soon as it was
ready for the rails. In other words the road was to be located,
graded, and tied by the Den