Holland

He subsequently placed claims against the gov-
ernment for these losses, but they were never
paid. With the coming of the railroad he read
the doom of the stagecoach and sold out his stag-
ing business to Wells, Fargo and Company
(1866). He had already organized in 1863 the
California, Oregon, and Mexican Steamship
Company, and four years later he formed
the Northern Pacific Transportation Company,
which operated vessels in an area extending from
Sitka to Mexico. In 1868 he plunged into a
railroad fight in Oregon and became the chief
owner of the Oregon Central Railroad Company.
He sold some of his railroad bonds in Germany.
Railroad construction was pushed with vigor and
money was spent extravagantly until some 240
miles of railroad had been built in Oregon. When
financial difficulties arose he sold steamship in-
terests to bolster his railroad projects. The panic
of 1873 staggered him. Finally the German
bondholders took over the railroad and elimi-
nated Holladay. With his retirement from the
Oregon railroad system in 1876 his financial
power was broken and was never regained. In
the days of his success Holladay maintained a
beautiful residence in Washington, D. C, and
built a mansion, "Ophir Place," on the Hudson
River near White Plains. His two daughters by
his first wife married titled Europeans. Left a
widoweV in 1873, the following year he married
Esther Campbell, by whom he had two children.
None of the seven children of the first marriage
survived him when he died in Portland in his
sixty-eighth year.

[H. W, Scott, Hist, of the Ore. Country (6 vols.,
1924); H. H. Bancroft, Hist, of Ore. (2 vols,, 1890);
C. H. Carey, Hist, of Ore. (1922) ; Henry Villard,
Memoirs of Henry Villard (2 vols., 1904) ; F. A. Root
and W. E. Connelley, The Overland Stage to Col.
(1901), containing articles by John Donipban, Holla-
day's attorney, and R. M. Johnson, Holladay's brother-
in-law; L. R. Hafen, The Overland Mail, 1849-69
(1926); the Oregonian (Portland), July 9, 1887.]

L.R.H.

HOLLAND, CLIFFORD MILBURN

(Man 13, iSSj-Oct 27,1924), civil engineer, the
only son of Edward John and Lydia Francis
(Hood) Holland, was born at Somerset, Mass.,
a descendant of Francis LeBaron of Plymouth
and Roger Williams of Providence. He attended
the public schools of Somerset and of St. Joseph,
Mich., the high school of Fall River, Mass., and
the Cambridge (Mass.) Latin School, from which
he was graduated in 1902. He entered Harvard
University the same year. He was obliged to
earn part of his college expenses, which he did
by teaching evening school, waiting on tables in
the college dining hall, reading gas meters, and
working during the summer months, but he was

Holland

able to graduate A.B. in 1905 and B.S. in civil
engineering in 1906. During his senior year at
Harvard he passed the New York state civil-
service examination and upon graduation was
appointed assistant engineer with the Rapid
Transit Commission of New York. In June 1906
he made his first connection with the field of
engineering when he was assigned by the com-
mission to the division constructing the old Bat-
tery Tunnel. In this work he spent two and a
half years checking contract extras and inci-
dentally he acquired a complete knowledge of
the details of tunnel construction. In 1914 he
became tunnel engineer for the Public Service
Commission (the successor of the Rapid Transit
Commission) in full charge of the design for and
the construction of the four double-subway tun-
nels under the East River. The contract value of
the work involved in the construction of these
and other tunnels under his direction at the time
amounted to $26,000,000. In 1916 he was given
the title of division engineer, in which position
he continued to the end of his connection with
the Public Service Commission in June 1919. At
this time he was the outstanding leader in the
field of subaqueous construction.

Holland left the Public Service Commission to
accept the position of chief engineer for the New
York State and New Jersey Interstate Bridge
and Tunnel commissions, to direct the design and
construction of a vehicular tunnel under the
Hudson River to connect New Jersey with New
York. He assumed this office July I, 1919, at a
salary of $12,000 a year. As a vehicular tunnel
of this type had never before been attempted, the
engineering problems involved were many of
them without precedent. The plan finally recom-
mended by Holland provided for a pair of cast-
iron shield-driven tubes, with outside diameters
of twenty-nine feet, six inches. The roadway of
each tube was to be twenty feet wide, accommo-
dating two lines of traffic in the same direction.
Ventilation of the tunnel was to be secured by
pumping some 3,600,000 cubic feet of air per
minute through the passages above,and below
the roadway. The plan as recommended was
strongly opposed and Holland was severely criti-
cized by many competent engineers, but his plan
was finally adopted over the protest of the op-
position. Holland then gave all of his time and
energy to the construction of the tunnels, until
two days before the "holing through" was ac-
complished, when his work was ended by his
death. Less than a month later, on Nov. 12,
1924, the interstate tunnel commissions adopted
a joint resolution officially designating the new
tunnel as the Holland Tunnel, in honor of the

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