Huntington would, having replaced Stanford, claim his opposition was only to Stanford's political methods, because Stanford was irrelevant to the railroad: he had "interfered with me so little in the last thirty years."
Lavender, Great Persuader, 344-46.
CPH to James Speyer, Dec. 6, 1899, p. 12-14, CPH Papers, ser. 4, r. 1.
CPH to Mills, Jan. 9, 1892, CPH Papers, ser. 1, r. 50
Jane Stanford destroyed most of Stanford's papers, but there was left a letter to S. I. Gage praising Stanford. Huntington wrote it when he made his last try to return A. A. Sargent to the Senate and wanted Stanford's help.
Delmatier et al., Rumble of California Politics, 99.
CPH to S. I. Gage, May 8, 1886, Stanford Papers, SC 33a, box 2, f. 4.
Woodard claimed that Huntington ordered him to assure Stanford's friends that their position in the company was in no danger as long they faithfully discharged the duties of their station.
Bassett (the name is spelled two ways) later launched attacks on Huntington, who claimed that a J. M. Bassett was on the railroad payroll when Huntington took over, but no one could tell him what he did and fired him.
J. H. Woodard to (Gates?), Feb. 14, 1891, CPH Papers, ser. 1, r. 49.
In the early 1870s the Central Pacific sometimes hooked freight cars with fruit, salmon, and silk and, on their return, with oysters onto passenger trains. By then the Union Pacific demanded that all cars on a passenger train be equipped with air brakes.
Towne to CPH, Feb. 19, 1873, CPH Papers, ser. 1, r. 5.
By 1891 75 percent to 80 percent of the Northern Pacific freight cars had air brakes.
Usselman, Regulating Railroad Innovation, 130-38, 280-85.
Aldrich, Death Rode the Rails, 114-15.