Historic Rail Link In America

Press, Volume CIX, Issue 31984, 10 May 1969, Page 5

Historic Rail Link In America

/By

E.R. YARHAM)

Before he left office President Johnson signed a bill whose provisions are designed to commemorate one of the most important events in the entire history of the United States, when the “iron road” conquered the then Wild West.

A century ago two railways that were destined to change the face of America and which were to be the first east to west of the Western world had been launched: one thrusting across the prairies, the other straining towards the heights of the Rockies.

Yet it was such a gigantic undertaking that the epic was not to be completed for another three and a half years. On May 10, 1869, at Promontory Point, in Utah, the tracks of the Central Pacific and the Union Pacific were joined by a golden spike tamped into a crosstie of laurel wood. (It now rests in a California museum.) The United States had its first trans-continental railway. It was a peaceful victory “no less renowned than war.” And -throughout the United States (except possibly in the conquered South), the telegraphic message “Done,” launched a flood of patriotic I congratulation. Actually the solemn ceremony had been marred by delay brought on largely by the fact that the chiefs of the two lines regarded each other not as collaborators but as dangerous and dishonest rivals. Grim Opposition There was grim opposition between the x two railroads, and at the height of the competition nearly 20,000 men sweated and toiled. The lines could have linked months earlier, for the two advancing railheads were abreast of each other early in 1869. But the construction gangs— Irishmen, Comishmen, Chin-ese-passed one another and continued to lay parallel tracks. For week after week the railheads receded rapidly, heaving a double set of metals side by side across the prairie. The situation was not without its humour, but obviously a halt had to be called in this ridiculous rivalry, and eventually an agreement was reached between the two companies, although not bef ore dre Union Pacific track had reached a point 225 miles beyond the meeting place with the Central Pacific line. The surplus track was abandoned, and the official driving of the last spike was done after three years six months and 10 days. The Bill President Johnson signed authorises the acquisition of 2000 acres of sagebrush hillside and history to commemorate that memorable moment. The Central Pacific Railroad’s engine Jupiter and the Union Pacific’s No. 119, which formally touched iron cow-catchers to mark the meeting of the rails (a photo survives of this great event), have long since been scrapped, but the National Park Service and Utah legislators are scouring the country for a vintage 1870 locomotive or two, plus rolling stock. : Line Abandoned Every year hamlets in the neighbourhood of Promontory Point re-enact the “driving of the spike,” but the tracks were ripped out in 1941 for smelting into'weapons of war. Now only a weed-grown roadbed, and embankment, a few culverts and the remnants of trestles mark the route of the trains once hauled by the coal-and-wood burners. Teams are to survey the old line in seeking to re-locate the right-of-way, discover old ties and spikes, and possibly find tools left behind by labourers and engineers. It may prove possible to relay a length of the line, and if necessary replicas of the old engines and coaches will be built so that visitors win be able to enjoy the flavour of 1869 to the full. At the time of the construction the Wild West was what its name said it was, with tough men, mushroom cities, saloons, dance halls, gambling hells and gun-play. Across seemingly unlimitable plains, and through narrow passes between threatening mountain crags th* gangs pushed their way driven ow by men like Strobridge, the Irish martinet, who faced down rebellion and defied hostile nature With its scotching heat, sub-

zero weather, blinding snowstorms and prodigious snowdrifts, flood and drought These were not the only enemies. There were the Indians. Practically every yard of the way across the plains was challenged in no uncertain manner by these warriors, left in supreme control of vast territories after the Civil War. The crtrstruction gangs found their labours interrupted and enlivened by many a battle with warring Indian tribes, such as the Pawnees, Sioux and Arapahoes, and farther west the Crows, Blackfeet,- Barnocks and Shoshones. Shovels And Rifles

So serious did the menace become to both settlers and railway builders that eight military forts had to be established, some of which are still in existence. Mile after mile of track was laid under the rifle fire of warriors on the warpath. Platelayers and construction engineers again and again would be compelled to drop pick and shovel for revolver and repeating rifle.

The encircling tactics of the Indians, .clinging to the offsides of their swift ponies and firing across their saddles, were met by the rapid rifle fire of resolute men ensconced behind the rails and massive wheels of the construction waggon. The Indians were more formidable on the Union Pacific than on the Central Pacific. Finally peace was concluded between the Indian chiefs and the President in person, and the rest of the railway work proceeded

without molestation. To some Indians who saw a train for the first time, it was just a new herd of bison. They followed the trail—and rails—caught the train and plundered, killed and scalped. The story is told of a young . Englishman, William Thompson, the only survivor of a Cheyenne raid, who was ' scalped and left for dead. But * he survived, and, when the i Indians had gone, crawled out ■ holding his own scalp which i his would-be killer had i dropped. He hoped it would be pos- ' sible to graft it on again. But the medical science of ' that day was not up to the ' task, so Thompson had his 1 scalp tanned. Eventually it 1 was given to Omaha Public ’ Library. Famous Photograph The photograph above is probably the most famous of any taken at the Golden Spike ceremonies at Promontory Summit on. May 10, 1869. It

was taken by Andrew J. Russell on a lOin x 13in wet, glass plate negative that is preserved in the Combes Collection, in the American Geographical Society, New York City. The view is from south to north. Russell wrote on his glass plate negative the following caption: “East and West Shaking Hands at Laying Last Rail.” The two men shaking hands in the middle foreground are the chief engineer of the Central Pacific Railroad at left (Mr Montagu) and chief engineer of the Union Pacific Railroad at right (Mr Dodge). This picture Was taken after the ceremony of driving the golden spike, when the two locomotives moved up to the junction point and touched pilots. Some lively spirits brought out their last bottles and held them into view over the 1 pilots. (Photograph by courtesy of the American Geographical Society.)