railroad.lindahall.orgThe Transcontinental Railroad - Linda Hall Library

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Series SUPPORT SUPPORTING THE LIBRARY Membership Planned Giving Corporate, Foundation, and Strategic Partnerships Book Donations GIVE NOW Kansas City Invention Convention Advanced Search Search the catalog Search the site Tuesday, May 14, 2024 Open today 4 PM - 11 PM Experience Digital Exhibitions The Transcontinental Railroad Digital Exhibitions The Transcontinental Railroad A History of Railroad Technology Introduction A Brief History of Building the Transcontinental Railroad Before the advent of the transcontinental railroad , a journey across the continent to the western states meant a dangerous six month trek over rivers, deserts, and mountains. Alternatively, a traveler could hazard a six week sea voyage around Cape Horn, or sail to Central America and cross the Isthmus of Panama by rail, risking exposure to any number of deadly diseases in the crossing. Interest in building a railroad uniting the continent began soon after the advent of the locomotive . The first trains began to run in America in the 1830s along the East Coast. By the 1840s, the nation’s railway networks extended throughout the East, South, and Midwest, and the idea of building a railroad across the nation to the Pacific gained momentum. The annexation of the California territory following the Mexican-American War, the discovery of gold in the region in 1848, and statehood for California in 1850 further spurred the interest to unite the country as thousands of immigrants and miners sought their fortune in the West. During the 1850s, Congress sponsored numerous survey parties to investigate possible routes for a transcontinental railroad. No particular route became a clear favorite as political groups were split over whether the route should be a northern or southern one. Theodore Judah , a civil engineer who helped build the first railroad in California, promoted a route along the 41 st parallel, running through Nebraska, Wyoming, Utah, Nevada, and California. He was so obsessed with the idea of a transcontinental railroad that he became known as "Crazy Judah." Although Judah’s plan had merit, detractors noted the formidable obstacles along his proposed route, the most serious of which was the Sierra Nevada mountain range. A rail line built along this route would require tunneling through granite mountains and crossing deep ravines, an engineering feat yet to be attempted in the U.S. The Central Pacific Railroad crossing Dutch Flat, California. Image source: Engineering (London, England) . Vol. 4, London: Office for Advertisements and Publication, 2 Aug. 1867, pp. 88-89. View Source » In 1859, Judah received a letter from Daniel Strong, a storekeeper in Dutch Flat, California, offering to show Judah the best route along the old emigrant road through the mountains near Donner Pass. The route had a gradual rise and required the line to cross the summit of only one mountain rather than two. Judah agreed and he and Strong drew up letters of incorporation for the Central Pacific Railroad Company. They began seeking investors and Judah was able to convince Sacramento businessmen that a railroad would bring much needed trade to the area. Several men decided to back him, including hardware wholesaler Collis P. Huntington and his partner, Mark Hopkins ; dry goods merchant, Charles Crocker ; and wholesale grocer, soon to be governor, Leland Stanford . These backers would later come to be known as the "Big Four." Huntington and his partners paid Judah to survey the route. Judah used maps from his survey to bolster his presentation to Congress in October 1861. Many Congressmen were leery of beginning such an expensive venture, especially with the Civil War underway, but President Abraham Lincoln , who was a long time supporter of railroads, agreed with Judah. On July 1, 1862, Lincoln signed the Pacific Railway Act, authorizing land grants and government bonds, which amounted to $32,000 per mile of track laid, to two companies, the Central Pacific Railroad and the Union Pacific Railroad. The Union Pacific Railway Route, showing main lines and branch lines. Map source: Davis, John P. The Union Pacific Railway; a Study in Railway Politics, History, and Economics . Chicago: S. C. Griggs and Company, 1894, map 3. View Source » Almost immediately, conflicts arose between Judah and his business partners over the construction of the Central Pacific line. In October 1863, Judah sailed for New York to attempt to find investors who would buy out his Sacramento partners. Though he had made the voyage to Panama and across the Isthmus by train many times, he contracted yellow fever during this trip and died on November 2, one week after reaching New York City. Judah did not live to see the Central Pacific begin work; he departed Sacramento for New York a few weeks before the first rail was spiked on October 26, 1863. The Big Four replaced Judah with Samuel Montague and the Central Pacific construction crews began building the line east from Sacramento. At the eastern end of the project, Grenville Dodge and his assistant, Peter Dey , surveyed the potential route the Union Pacific would follow. They recommended a line that would follow Platt River, along the North Fork, that would cross the Continental Divide at South Pass in Wyoming and continue along to Green River. President Lincoln favored this route and made the decision that the eastern terminus of the Transcontinental Railroad would be Council Bluffs, Iowa, across the Missouri River from Omaha, Nebraska. Thomas C. Durant , a medical doctor turned businessman, gained control of the Union Pacific Railroad Company by buying over $2 million in shares and installing his own man as president. "Doc" Durant created the Crédit Mobilier of America, a business front that appeared to be an independent contractor, to construct the railroad. However, Crédit Mobilier was owned by Union Pacific investors and, over the next few years, it swindled the government out of tens of millions of dollars by charging extortionate fees for the work. Because the government paid by the mile of track built, Durant also insisted the original route be unnecessarily lengthened, further lining his pockets. Soon after the completion of the railroad, Durant’s corrupt business schemes became a public scandal with Congress...