1. Marriage Record:
2a. 1850 Census Index/Images (online at Ancestry.com; Image
#60 of 220): Sacramento City, Sacramento Co., CA, p. 165B, 601/630,
enumerated 22 Oct 1850, official enumeration date 1 Jun 1850 (extracted
by Diana Gale Matthiesen):
|C P Huntington
|Jno C Trueman
2b. 1850 Census Index/Images (online at Ancestry.com; Image
#13 of 46): Town of Oneonta, Otsego Co., NY, p. 132B, 535/574, enumerated
9 Aug 1850, official enumeration date 1 Jun 1850 (extracted by Diana Gale
Mary is Elizabeth's sister.
|Mrs. Collis Huntington
3. 1860 Census Images (online at Ancestry.com; Image #79
of 619): Sacramento P.O., Second Ward in Sacramento, Sacramento Co.,
Ca, p. 79, PN 79, 696/635, enumerated 19 Jun 1860, official enumeration
date 1 Jun 1860 (extracted by Diana Gale Matthiesen):
|C P Huntington
|Elizabeth S "
4. 1870 Census Index/Images (online at Genealogy.com; Image
#9 of 54): New York City (Ward 21), New York Co., NY, Roll 1009 (Book
1), p. 390A, PN 9, 34/52, enumerated 22 Jul 1870, official enumeration
date 1 Jun 1870 (extracted by Diana Gale Matthiesen):
|Huntington C P
||Prest C P R R of Cal
|__________ Elizabeth S
|__________ Clara E
5. LDS. Family Search: Census Records: 1880 United States
|Census Place: New York, New York
(Manhattan), New York City-Greater, New York
|Source: FHL Film #1254880; NARA
Film #T9-0880; Pg 414D
|Collis P. HUNTINGTON
||Vice Pres Pacific Rr
|Clara E. HUNTINGTON
|Sarah MC SORLEY
6. 1890 Census: the 1890 Census Population Schedules
7. 1900 Census Index/Images (online at Genealogy.com; Image
#3 of 31 — mis-indexed "Collie Huntington"):
2 Fifty-Seventh Street, Borough of Manhattan (19th Ward), New York City,
New York County, NY, Roll 1115 (Book 2), p. 257A, SN 2, SD 1, ED 778, enumerated
2 Jun 1900, official enumeration date 1 Jun 1900 (extracted by Diana Gale
Plus eleven servants not extracted: three butlers, a footman, a cook,
two maids, a laundress, a housekeeper, a fireman, and an elevator-man.
Arabella appears to be fibbing about her age and birthplace (she was born
in 1852 in Virginia).
|1900: for an explanation of the column
headings, please see What
the Numbers in the Federal Census Mean (missing columns contained
8. 1910 Census Every-Name-Index/Images (online at Ancestry.com):
can't find our widow, nor can I find her next husband, Henry Edward HUNTINGTON.
Are they in France? They married in Paris in 1913.
9. 1920 Census Every-Name-Index/Images (online at Ancestry.com):
Arabella is living with her new husband, Henry
Edward HUNTINGTON, in San Marino, Los Angeles Co., CA (q.v.)
10. Henry Hall, ed. 1895-96. America's
Successful Men of Affairs: an Encyclopedia of Contemporaneous Biography.
Vol. 1. The New York Tribune, New York (online at Ancestry.com; boldface
||COLLIS POTTER HUNTINGTON, president of
The Southern Pacific Co., stands in the very front rank among the list
of our remarkable men of action in America.
Mr. Huntington was born in Harwinton, Litchfield county,
Conn., Oct. 22, 1821, the fifth of nine children. Leaving school
at fourteen years of age, he began work for himself at a compensation of
seven dollars a month. Two years later, in 1837, he was in New York
city, using the credit, which he had acquired through the letters of mercantile
friends at home, to purchase goods, which he disposed of at a good profit.
The next that his friends knew of him, he was traveling through the South
applying that faculty for negotiation, which was to be exercised later
in life in the gigantic enterprises familiar to the whole world.
At the age of twenty-two, Mr. Huntington with his brother
opened a general merchandise store at Oneonta, Otsego county, New York,
but when the gold excitement of 1849 came, young Huntington, who
had already found Oneonta too limited a field for his talents and usefulness,
sailed on the 15th of March of that year for the Golden State. He
was detained with many others three months on the Isthmus, but, unlike
many others, he spent that interval in adding to the $1,200 which he had
drawn out from his business for the expenses of the trip, and by the time
he had reached Sacramento he had $5,000 in hand, in marked contrast with
a great many who,
being less usefully occupied on the Isthmus or for other reasons
arrived "dead broke."
In Sacramento, he commenced business under the name of C.P. Huntington,
but afterward established the well-known hardware house of Huntington
& Hopkins, which has continued up to the present day. Numerous
anecdotes are told of the marvelous genius for business evinced by Mr.Huntington
while trading at No. 54 K street. He studied the market carefully
and bought in large quantities when supplies were low and sold in lesser
quantities when the prices were high. He was ready to buy almost
anything, which was not perishable, at some price or another, and it used
to be said of him in those days that if a man could not sell a thing any
where else, he could always get cash from Huntington. In 1856
the firm had a fortune.
Almost from the first, Mr. Huntington had realized the tremendous
advantages which would accrue from a railroad connecting California with
the East. Believing in its feasibility, he led some of his neighbors
in Sacramento to join with him, and these seven men bound themselves to
do the initial work of an instrumental survey across the mountain.
Early in 1861, The Central Pacific Railroad Co. was organized with an original
capital of $8,500,000, and Mr. Huntington started for Washington,
armed with maps and charts, to prove to Congress the practicability of
the plans devised and to secure from the Government substantial aid.
The result of his labors is summed up in the acts of Congress of 1862 and
1864, by which the Government agreed to give lands and bonds to aid in
the construction of the road. It was a great triumph for Mr. Huntington
and his associates, although the elation of the man, who had done most
to achieve it, seems to have been tempered by the thought of what was yet
before him. His telegraphic despatch to his co-directors was characteristic:
"We have drawn the elephant, now let us see if we can harness him up."
Mr. Huntington at once came on to New York to enlist the
aid of capital; and in this field his persistence, courage, financial ability
and knowledge of men were put to an exceptionally severe test. The
story of his experiences in Boston in the negotiation of bonds cannot be
told in the brief outline of this sketch, but it offers an example of financial
achievement, in the face of disbelief in the practicability of the great
work and doubt of the value of the security proposed, which stamps the
daring leader in the enterprise as one of the greatest financiers of the
century. The faith of the four men, Huntington, Hopkins,
and Crocker, is illustrated by the characteristic way in which they
solved the first problem of construction, when they agreed to pay personally
for the labor of 800 men on the road for one year, and pledged their private
fortunes to meet the obligations they assumed. The construction race
with The Union Pacific, which was rushed westward while The Central Pacific
was pushed eastward, created unbounded excitement and enthusiasm as the
wires flashed across the continent daily the progress made. The tremendous
strain, the anxieties and difficulties of this construction can never be
adequately told. Freights, prices of material and wages rose enormously,
and the necessity of paying in gold coin in California at a time when gold
was at a high premium was an aggravating feature of these difficulties.
A hundred discouraging problems arose, under the burdens of which the builders,
had they been ordinary men, must have been crushed; but with Mr. Huntington
an unlimited capacity for work, natural powers which had never been impaired
by the use of tobacco or liquors, and the rugged physical vitality which
was the outgrowth of heredity and early training carried him safely through
||After the completion of The Central Pacific,
May 10, 1869, Mr.
Huntington and his three associates created and
built The Southern Pacific Railroad. When Colonel Scott sought
to extend The Texas Pacific to the west coast, Mr. Huntington rapidly
threw The Southern Pacific across the desert wastes of Arizona and New
Mexico, met Colonel Scott's line east of El Paso and continued building
eastwardly until he reached San Antonio. In the meantime, he had
acquired lines east of San Antonio, consisting of The Galveston, Harrisburg
& San Antonio Railway, The Texas & New Orleans Railroad; The Louisiana
Western Railroad and The Morgan's Louisiana & Texas Railroad &
Steamship Co., which gave his system of lines a tide-water outlet at New
Orleans. In order to unify the operations of this vast system of
transportation lines, so that the public might receive the fullest benefit
therefrom, he organized, in 1884, The Southern Pacific Company, of Kentucky,
which unifies in operation a system of transportation lines, consisting
of twenty-six distinct corporations, comprising 8,024 miles of railroad
and 4,976 miles of steamship lines in the United States, and 573 miles
of railroad in the Republic of Mexico. In addition to the foregoing,
he is largely interested in other transportation enterprises. He
is president of The Guatemala Central Railroad, which is said to be the
best built railroad property in the five Central American republics. He
has aided the building of railroads and the development of coal mines in
Vancouver, B.C. He is president of The Pacific Mail Steamship Co.,
whose steamers ply between Japan and China, and has promoted steamship
lines in Brazil. Mr. Huntington also built and owns a dry
dock and ship-building yard at Newport News, Va., which is pronounced to
be the best appointed shipyard in the United States.
11. Daniel Van Pelt. c1898. Leslie's
History of the Greater New York. Vol. III: Encyclopedia of New York Biography
and Genealogy. Arkell Publ. Co., NY (online at HeritageQuest
at Genealogy.com; boldface added):
||HUNTINGTON, COLLIS POTTER, has been associated
with some of the most gigantic corporation enterprises which the nineteenth
century has witnessed. His was the mind to conceive, and his the
profound abilities and tireless energy to execute, the stupendous project
of a great trans-continental railroad to connect the Atlantic and Pacific
coasts. And when this notable enterprise had been brought to completion,
perceiving that there was room for another and parallel line farther south,
he at once undertook the construction of a second great trans-continental
railroad and successfully consummated the project. Again, he conceived
and carried into execution the plan for the unification of the railroads
west of the Mississippi River, in which he had become interested, into
one grand system embracing 8,059 miles of track and known as the great
Southern Pacific system. This combines no less than twenty-three
transportation corporations, bisecting the continent and ramifying throughout
the Southwestern States, with terminii (sic)
at seaports on
||the Atlantic Coast, the Pacific Coast, and various
points on the Gulf of Mexico. The Mexican International Railroad,
which runs from the border at Eagle Pass to Durango in the State of Durango,
embraces about six hundred and seventy miles in the Republic of Mexico.
Apart from his railroad interests, he has developed almost 20,000 miles
of steamship lines, including a mail service across the Pacific Ocean and
plying between San Francisco and China and Japan. He has been prominently
identified with railroad building and the development of coal mines at
Vancouver, British Columbia, and is President of the Guatemala Central
Railraod, the model railroad of the Central American States. With
all the rest, at Newport News, Va., he is proprietor of a notable drydock
and shipbuilding yard, built by himself, and the best-appointed in the
United States. Even in this age of enormous material achievements,
such an array of huge enterprises, associated with a single name, compels
astonishment. And well they may, for when we call over the great
railroad kings of America, living and dead, allowing the fullest weight
to the achievements of each, we find no parallel to the career of Mr. Huntington.
Born in Harwinton, Litchfield County, Conn., October 22, 1821, he
attended school until fourteen years of age and then obtained his freedom
from his father agreeing to support himself. The first year he made
$7 a month or $84 in all. This was not a great sum, but he saved
it all. At the end of two years, young Huntington came to New York
City armed with commendations from business men. On the strength
of these, he bought goods on credit and sold them at a good profit.
During the next ten years, he traveled through the South and West doing
a good business. In partnership with his brother, he also opened
a store at Oneonta, Otsego County, N.Y. In 1848, upon the outbreak
of the gold fever, they shipped a consignment of goods to California, Mr.
Huntington following them in person. He set out with $1,200 in
cash, but being unexpectedly detained at the Isthmus of Panama, looked
about him to see how he could utilize his capital with profit; and, by
the time he reached California, he had increased it to $5,000. He
located at Sacramento at once and established a store under a tent.
In the spring of 1854, he went into partnership with Mark Hopkins
and established the hardware firm of Huntington & Hopkins. He
studied the market and adopted the policy of buying in large quantities
when the price was low. In a few years, he and his partner had acquire
In 1860, Mr. Huntington conceived the bold project of the
Central Pacific Railroad and enlisted six others with himself in a company,
with capitalization of $8,500,000. He went to Washington, and, as
||[Engraved portrait of C.P. Huntington.]
||the result of his prowess there, secured the
Congressional Acts of 1862 and 1864, which afforded Goverment aid in lands
and bonds. Upon the achievement of this legislation, he telegraphed
to his fellow capitalists: "We have drawn the elephant; now let us
see if we can harness him up." In pursuance of this further task,
he visited New York City and Boston seeking to interest capitalists and
scored one of the most brilliant successes in promoting. Of the original
stockholders, three stood shoulder to shoulder with Mr. Huntington
— Mark Hopkins,
Charles Crocker, and Leland Stanford.
Prior to his efforts at Washington, these three had united with him in
defraying the cost of a preliminary survey across the Sierra Nevada Mountains,
and they now joined with him in risking their private fortunes, agreeing
to keep eight hundred men at work on the construction of the road for a
year, and out of their private means building the required mileage, which
enabled them to realize on the Government bonds. Then came the rival
enterprise, the Union Pacific, and the race in construction between this
line, pushing west, and the Central Pacific, pushing east. Mr. Huntington,
as is well known, brought his road triumphantly through this crisis, completing
the line, May 10, 1869.
He next projected the Southern Pacific, rapidly laying its tracks
across Arizona and New Mexico, meeting Colonel Thomas Scott's western
extension of his lines, but pushing on to San Antonio where he connected
with lines of his own already acquired in anticipation — the Galveston,
Harrisburg and San Antonio, the Texas and New Orleans, the Louisiana Western,
and Morgan's Louisiana and Texas Railroad and Steamship Company.
He thus had a tide-water outlet at New Orleans into the Gulf. Later
on, by building another series of roads east of the Mississippi, he joined
the Chesapeake and Ohio to the Southern Pacific, and at last had an outlet
upon the Atlantic seaboard as well, with a continuous railroad line, nearly
5,000 miles in length, from Portland, Ore., to Newport News, Va.
We thus have before us a mere bird's-eye view of these great achievements.
A large number of other enterprises which, though small by comparison,
would loom up as notable projects in the lives of most men, we must pass
over without mention. Mr. Huntington is President of the Southern
Pacific Company, Vice-President of the Central Pacific Railroad Company,
President of the Pacific Mail Steamship Company, President of the Guatemala
Central Railroad Company, and execuive head of various others, while the
list of important corporations of which he is a director would present
a formidable array.
It has been a matter of pride with Mr. Huntington that through
all these years of business risk and of stupendously costly operations
||a single railroad that he organized and built
has ever defaulted a coupon. In the formation of his great system
it was of course inevitable that some old and bankrupt roads should come
into his possession in order to form necessary links of the great chain;
but all, or practicaly all, of these he brought up finally to a basis on
which their bonds paid the interest regularly. For sixty years Mr.
paper has been on the market — sixty years, including, in their stretch,
the panics of '37, '57, '73, '84, and '93 — but in all that time not a
single piece of it has gone to protest, and his personal indorsements have
ever been the the heaviest stone in the foundations of his official as
well as personal credit.
12. Rossiter Johnson, ed. 1904.
Century Biographical Dictionary of Notable Americans. Vol. V.
The Biographical Society, Boston, MA (online at Ancestry.com; boldface
||HUNTINGTON, Collis Potter, railroad builder
and manager, was born in Harwinton, Conn., April
16, 1821; son of William and Elizabeth (Vincent) Huntington;
grandson of Joseph and Rachel (Preston) Huntington; great grandson
of John and Mehitabel (Metcalf) Huntington; great2 grandson of Lieut.
and Mary (Clark) Huntington; great3 grandson of Dea. Simon and Sarah
(Clark) Huntington; and great4 grandson of Simon and Margaret (Baret)
Huntington the immigrants.
His father was poor; and Collis, who was one of nine children,
was brought up to work hard. As he himself tells it, "when he was
too young to carry wood he picked up chips." He attended district
school until he was fourteen and then went to work for a neighboring farmer
at seven dollars a month and his board and clothes. He saved all
of this, and on the strength of his good name, and armed with letters of
commendation from the merchants of his section, he went to New York and
purchased a bill of goods on credit. He travelled in the southern
states extensively during his early years of business until in 1843 he
established, in conjunction with his brother Solon, a merchandise
store in Oneonta, N.Y. In March, 1848, young Huntington started
with a number of other young men for California, via the isthmus of Panama.
During a delay of three months on the isthmus, he increased his capital
stock from $1200 to $5000, by means of trading. He had previously
sent a consignment of goods around Cape Horn in 1848, and on his arrival
in San Francisco he immediately went to Sacramento on a schooner, paying
for his passage and the freight on his stock of hardware by assisting in
loading and unloading freight at one dollar per hour. In Sacramento
he erected a tent and placing in it his stock of hardware, such as was
used in the mines, he began business on his own account.
He soon after met and formed a partnership with Mark Hopkins
and by 1856 the firm of Huntington & Hopkins was was one of
the wealthiest on the Pacific slope. He confined his business to
trade, and did
||not engage in mining or in speculation in mining
In 1860, when the necessity for a transcontinental railroad became
apparent, and the only question to be solved was the possibility of crossing
the Sierra Nevada, Mr. Huntington agreed with Theodore D. Judah,
a skilful civil engineer, to raise the funds with which to make the survey
across the mountains, both men having faith in the success of the route
proposed by Mr. Judah. Through Mr. Huntington's representations
made to Charles Crocker, Leland Stanford and Mark Hopkins,
the fund was raised, and the Central Pacific Railroad Company of California
was organized in 1861, with a capital of $8,500,000, with Mr. Stanford
as president, Mr. Huntington as vice-president and Mr. Hopkins
as treasurer. With Mr. Judah, Mr. Huntington visited
Washington, D.C., and obtained from congress authority to build a railroad
from the navigable waters of the Sacramento river eastward to the Union
Pacific railroad. The government conceded to the company every alternate
square mile of the public lands through a strip extending ten miles on
each side of the railroad, and a loan of six per cent thirty-year bonds
of the United States, to the extent of $32,000 to $48,000, for every mile
of road built. With this franchise secured, Mr. Huntington
telegraphed to California: "We have drawn the elephant, now let us see
if we can harness him." He offered $1,500,000 of the bonds at par
for cash, and after making himself and his associates responsible for the
whole amount, he succeeded in obtaining the money. As vice-president
and practical manager, he built the first, say, fifty miles of the road.
It was not the government subsidy, but the private fortunes of C.P.
Huntington and his associates, that secured the first fifty miles of
the first transcontinental railroad, on which the government then held
the first mortgage. He afterward controlled and operated, as president,
or chief head, the Southern Pacific system, including the Central Pacific,
the Chesapeake & Ohio, the Chesapeake, Ohio & SouthWestern, the
Kentucky Central, the Louisville, New Orleans & Texas, and many other
lines of railroad, including the Mexican International R.R., and the Guatemala
Central R.R., a total of 8900 miles of steel track lines.
He also became largely interested in steamship lines to Newport
News, Va., to Brazil, to China andre (sic)
Japan, covering 16,900 miles of steam water lines, and founded at Newport
News a prosperous city, where he established a great shipyard. He
was a fellow of the American Society of Civil Engineers.
He was twice married: first, in 1844, to Elizabeth C. Stoddard,
of Litchfield, Conn., who died in 1883; and secondly, July 12, 1884, to
Mrs. Arabella D. Worsham, of New York city.
In 1897 he gave to the Metropolitan Museum of Art a portrait of
George Washington, painted by Charles Wilson Peale; and in 1898 Mrs. Huntington
presented to the Normal and Industrial institute, Tuskegee, Ala., the sum
of $10,000 for a girls' dormitory. Mr. Huntington erected
a mansion on Fifth avenue, New York city, which, with the picture gallery,
was, at the time of his death, valued at about $3,000,000; a country home
at Throggs Neck, N.Y.; a mansion in San Francisco, Cal., and an ample camp
in the mountains of northern New York. He also erected, in 1885,
a massive granite chapel at a cost of $60,000, in his native town, and
presented it to the Congregational church of Harwinton, as a memorial to
his mother, who had been a member of that church. He also caused
to be erected in Woodlawn cemetery, New York city, at a cost of over $100,000,
a mausoleum, no single stone in the structure, it is said, weighing less
than eighteen tons. His nephew, Henry Edwards Huntington,
was at the time of his uncle's death first vice-president of the Southern
Pacific railway. Mr. Huntington bequeathed his collection
of pictures to the Metropolitan Museum of Art, the bequest to take effect
after the death of his widow and of his adopted son, Archer M. Huntington.
He bequeathed his New York residence to Mrs. Huntington for life,
at her death to Archer M. Huntington absolutely, or in default of
issue by him, to Yale university absolutely. This was his only bequest
to the cause of higher education, as he frequently expressed his regret
at the tendency to the increase of higher education for the masses at the
expense of valuable time which should be devoted to learning practical
business methods. His other public bequests were $100,000 to the
Hampton Normal and Agricultural institute, Hampton, Va., for the practical
education of the Negro and Indian youths, and $25,000 to the Chapin Home,
New York city. At the time of his death his fortune was estimated
at from $50,000,000 to $80,000,000. Mr. Huntington died suddenly
at Pine Knot Camp, Raquette Lake, N.Y., Aug. 13, 1900.
|Other secondary sources say our subject was born 22 Oct
1821, not 16 Apr 1821, but the only primary record I have found (viz.,
our subject's 1900 census record) says Oct 1820.
13. Anon. 1915. The Huntington Family in America:
a Genealogical Memoir of the Known Descendants of Simon Huntington from
1633 to 1915. Huntington Family Assn., Hartford, CT (online at
14. Rockwell D. Hunt, ed. 1932. California and
Californians. Vol. 2. Lewis Publ., Chicago (online at Ancestry.com).
On p. 331:
|By this time there had been formed in California an anti-slavery
party which, though not strong in numbers at first, contained on its
roster many prominent names, such as Collis P. Huntington, Cornelius
Cole, Mark Hopkins, Charles and Edwin B. Crocker, and Leland Stanford.
David C. Broderick, United States Senator 1857-59, also made his influence
felt against the “slave oligarchy” that dominated the State politics of
15. Eric Howard. 1932. "Collis P. Huntington."
Pages 76-77 in Rockwell D. Hunt, ed. California and Californians.
Vol. 4. Lewis Publ., Chicago (online at Ancestry.com; boldface added).
||Collis P. Huntington.
In Collis P. Huntington, Connecticut produced a man of business
whose financial skill amounted to genius. He was born at Harwinton.
Connecticut. October 22, 1821, the descendant of a noted New England family.
At fifteen he started peddling clocks through the South and West, and it
was during these journeys that the first realized the country's need for
adequate means of transportation.
It is said of Huntington that after he had once traversed
a road he could draw an accurate map of the region. He possessed
a broad vision of the country as a whole and dreamed of giving it unity
by means of railroads.
When gold was discovered in California, he immediately set out for
the new El Dorado. Unlike many of the pioneers who arrived in the
new country without funds, Huntington actually increased his resources
on the way. He did so by judicious trading while his party was held
up in Panama for several months. Upon his arrival in California,
he started a hardware store in Sacramento. Later he became the partner
of Mark Hopkins, and the firm of Huntington & Hopkins
was one of the most successful in the state.
With Hopkins, Charles Crocker and Leland Stanford
— the Big Four — he laid plans for the building of the Central Pacific
Railroad, which was begun in 1859 and completed ten years later.
Each of these men had an important part in that work. Huntington
acted as fiscal agent and, in that capacity, solved the enormous financial
difficulties of the project.
Later, with his associates, he built the Southern Pacific, which
was completed in 1881, and the Chesapeake and Ohio. In time he came
to operate forty-four railroads and branches along continuous lines from
Portland, Oregon, via San Francisco and New Orleans, to Newport News, Virginia.
The industrial development of the West and South is due in
||no small degree to his grasp of the problem of
transportation. Whatever criticism may be made of his methods, which were
often individualistic in the extreme, he did accomplish a work of importance
and benefit to the country at large.
As president of the Southern Pacific, he also acquired a number
of steamship lines and built up a veritable empire of trade. He also
found time to become a prodigal patron of art, of which he was keenly appreciative,
and to interest himself in the education of negroes and Indians.
At his death he bestowed his $3,000,000 collection of paintings upon the
Metropolitan Museum, and during his life he gave liberally to the Hampton
and Tuskegee institutes.
Something of his personality is revealed in a story of his boyhood.
He was working on a farm for a neighbor at $7 a month and board.
At the end of a year's work he displayed his savings: $84. “Why,”
said a friend, “that's every cent of what you earned!” “Exactly,”
said Huntington, “that's why I didn't save any more.”
He died August 13, 1900, at his camp in the Adirondacks, at the
age of seventy-nine. His fortune was estimated at from $35,000,000
to $80,000,000. He was one of the big men, one of the great builders,
of his time — that period in our history which saw the amazing industrial
development of a rich, new country. Huntington and his associates
made that development possible. All Americans have shared in the
fruits of their work.
16. Stephen Birmingham. 1982. The Grande Dames.
Simon & Schuster, NY.
||Few women in American history have managed to conceal their pasts
as successfully as Arabella. While passing as his "niece,"
she was the mistress of C.P. Huntington for nearly fifteen years.
Potter Huntington was the mastermind behind the enormous Central Pacific
and Southern Pacific Railroads. He was a man of stupendous wealth
who kept his first wife so totally in the background that most people did
not know he was married.
17. George Childs Kohn, ed. 2001. The New Encyclopedia
of American Scandal. Checkmark Books, NY. Index at Ancestry.com
indicates an entry for Collis P. HUNTINGTON.
Collis Potter HUNTINGTON (online at the web site of the Huntington