By the end of 1865, both the Central Pacific and Union Pacific Railroad Companies were far behind schedule; very little track had been laid. But in that year, both railroad companies received an influx of workers. The Central Pacific hired thousands of Chinese immigrants, and the Union Pacific hired thousands of former Civil War soldiers from both the Union and Confederate armies. As 1866 drew nearer, the rate at which both companies built the railroad increased.
The Union Pacific Railroad built quickly across the Great Plains, laying about three miles of track in a single day; occasionally the Union Pacific crews would lay four or five miles of track in one day. By comparison, the Central pacific was laying only about half a mile of track a day, but they were crossing mountainous terrain and blasting tunnels while building at that rate.
The Central Pacific had to create eleven tunnels through the Sierra Nevadas, as some of the terrain was too steep for grading. During the early stages of tunnel construction, black powder was used; however, progress was measured in only a few inches per day. Three crews worked on one tunnel; two dug from opposite sides while a third dug from the middle, accessing that point from a vertical shaft. The work was very long and tedious, but black powder was relatively stable and safe.
The Union Pacific Railroad built quickly across the Great Plains, laying about three miles of track in a single day; occasionally the Union Pacific crews would lay four or five miles of track in one day. By comparison, the Central pacific was laying only about half a mile of track a day, but they were crossing mountainous terrain and blasting tunnels while building at that rate.
The Central Pacific had to create eleven tunnels through the Sierra Nevadas, as some of the terrain was too steep for grading. During the early stages of tunnel construction, black powder was used; however, progress was measured in only a few inches per day. Three crews worked on one tunnel; two dug from opposite sides while a third dug from the middle, accessing that point from a vertical shaft. The work was very long and tedious, but black powder was relatively stable and safe.Artist's depiction of Summit Tunnel, the longest tunnel drilled by the C. P. R. R. Company (courtesy Linda Hall Library, Kansas City, Missouri)
The Central Pacific Railroad's superintendent of construction, James Strobridge, did not like the slow progress that crews were making on the tunnels, so he searched for other means to blast tunnels. He found that liquid nitroglycerine, although unstable, was a lot more powerful than black powder, and would definitely speed up construction. Strobridge had problems locating it, since it was illegal in the United States, but a businessman offered to mix the nitroglycerine at the site of construction. Once the crews started using nitroglycerine, progress was measured in feet rather than inches, and tunnels were completed quickly. By the end of 1867, the Central Pacific Railroad had laid about 100 miles of track.
Meanwhile, on the Union Pacific side, construction was going very well. Before the crews reached the Rocky Mountains, no major obstacles had to be overcome, and construction went by a lot faster than it did in California with the Central Pacific Railroad Company. The only thing that was concerning was the Plains Indians. Grenville Dodge, superintendent of construction for the Union Pacific Railroad Company, called William Tecumseh Sherman, a former Union Army General who led successful military campaigns in the South, to take care of the Indian problems. Sherman saw no major concerns, and refused to send in the army.
It was during this time that the first railroad camps came into existence. In 1866, the Central Pacific Railroad Company established Cisco, California, and the Union Pacific Railroad Company established North Platte, Nebraska. Both Cisco and North Platte, and most railroad camps after them, were called Hell-on-Wheels towns, and for good reason. These towns were known as the most violent and crooked towns in the country, being full of saloons, brothels, and gambling dens, along with other unrespectable businesses. With the exception of a few towns, these camps had very short lives; for a day or two crews would live in these towns, which consisted mostly of tents, then after construction in the area ended they would pack up the tents and supplies and move to another spot, where the tents would be put back into place, hence "Hell-on-Wheels."
By the beginning of 1868, both companies were moving at a relatively fast pace. The Union Pacific had laid over 500 miles of track, and the Central Pacific over 100. But the real race was yet to come.
Meanwhile, on the Union Pacific side, construction was going very well. Before the crews reached the Rocky Mountains, no major obstacles had to be overcome, and construction went by a lot faster than it did in California with the Central Pacific Railroad Company. The only thing that was concerning was the Plains Indians. Grenville Dodge, superintendent of construction for the Union Pacific Railroad Company, called William Tecumseh Sherman, a former Union Army General who led successful military campaigns in the South, to take care of the Indian problems. Sherman saw no major concerns, and refused to send in the army.
It was during this time that the first railroad camps came into existence. In 1866, the Central Pacific Railroad Company established Cisco, California, and the Union Pacific Railroad Company established North Platte, Nebraska. Both Cisco and North Platte, and most railroad camps after them, were called Hell-on-Wheels towns, and for good reason. These towns were known as the most violent and crooked towns in the country, being full of saloons, brothels, and gambling dens, along with other unrespectable businesses. With the exception of a few towns, these camps had very short lives; for a day or two crews would live in these towns, which consisted mostly of tents, then after construction in the area ended they would pack up the tents and supplies and move to another spot, where the tents would be put back into place, hence "Hell-on-Wheels."
By the beginning of 1868, both companies were moving at a relatively fast pace. The Union Pacific had laid over 500 miles of track, and the Central Pacific over 100. But the real race was yet to come.
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