As we approach our return to the unfolding history of the transcontinental railroad (forgot what you were reading, did you?) the state of all America’s railroads at the time of the Civil War, not just those of the south, can be summed up in this passage detailing troop movements in 1863, the largest single movement of men during the war:
“At Culpeper, on the Rappahannock River, the troops took the Orange & Alexandria to Washington and then the Baltimore & Ohio to the Ohio River just below Wheeling. A ferry ride over the river to Bellaire in Ohio connected them with the Central Ohio Railroad to Columbus, then the Indiana Central to Indianapolis, and then the Jeffersonville, Madison & Indianapolis Railroad to Jeffersonville on the Ohio, opposite Louisville. Having recrossed the river using a pontoon, a combination of the Louis ville & Nashville and the Nashville & Chattanooga took them to their destination.”
General William Sherman, one of the heroes on the Union side, understood entirely the role the railroad had played in the war, as he recounted in his memoirs years later: :
“That single stem of railroad supplied an army of 100,000 men and 32,000 horses for the period of 196 days, from May 1 to November 19, 1864. To have delivered that amount of forage and food by ordinary wagons would have required 36,800 wagons, of six mules each . . . a simple impossibility in such roads as existed in that region.”
Though they greatly facilitated the loss of huge numbers of lives, the railroads saved many thousands too, being used as ambulances to ferry the wounded out of enemy territory and back to friendly bases. However this process was very much in its infancy, and such things as mobile hospitals amounted often to injured or even dying men being dumped on the floors of freight cars, with no medical attention possible until - if - they reached their own side. But mostly the trains were used as weapons, armoured against attack and/or carrying mounted guns, and certainly helped the Union win the war, but also by default led to the deaths of more men and women than would have been possible in a war without them.
The Civil War ended in 1865, but almost before the dust had cleared, a new struggle was manifesting itself. This would, however, entail not conflict but co-operation, bring the country closer together than ever before, and finally united the disparate states of America.
We'll I'll Be a Chinaman! Following the Yellow Railroad
In the event, those who had put down the chances of the railroad succeeding must have been smiling smugly to themselves as many of their predictions came to pass, including the huge expense incurred of transporting machinery, locomotives, material across from the east via first train and then steamer, but none of these, even a heavy downpour of rain that morning, could dampen the party atmosphere that attended the gala opening of what would be the Central Pacific Railroad as the first spoke was hammered in on the morning of January 8 1863. Significant events had also unfolded that week, with the Emancipation Proclamation going into effect, freeing slaves in the southern states (although it was ignored, as it had been passed by a government now seen as the enemy and with which the south was at war) and, perhaps less encouragingly, a major defeat being dealt to the Union cause at Fredericksburg in Virginia.
Construction would not begin for another ten months, the opening ceremony largely symbolic, as most of the material was still being shipped from the east, and in addition to this, nobody wanted to work on the railroad and labour was in short supply. Any able-bodied men who had emigrated to California had done so in search of gold, not wooden sleepers in the Sacramento dust, or the freezing snows of the Sierras. Labour was not available in the west, and in the east men had an annoying habit of dying all the time: the war, which never touched California, was extracting a brutal toll on the flower of American manhood, on both sides, and there was none to spare to pursue the late Theodore Judah’s dream.
Worse was to come. Despite the obvious need for diversifying their work force, the railroad refused to hire any but white men, believing that only they had the necessary intelligence and strength of character (as well as of physique) to undertake such work. But white entitlement is not something new: even in the mid-nineteenth century, white men and women believed themselves superior to other races. Perhaps not as much as southern people did, certainly when concerning blacks, but they still maintained they were God’s chosen, the “true Americans”, and by virtue of this, better than other peoples. This entitlement translated to a lack of loyalty to, or even professional pride in, the railroad, and when silver was discovered in Nevada, most of the workers simply downed tools and headed for the new dream of wealth and fortune.
Desperate, Charles Crocker, then the head of construction, floated the idea of bringing in Chinese workers. About forty-five thousand Chinese had come over to California in search of gold, but unable to compete with the ruthless native whites, they had had to settle for basically the scraps that were left behind when the others had finished. In order to supplement their tiny incomes (no Chinese person - or Chinaman, as they were somewhat racistly called at the time - had ever struck it rich in the gold mines) they took menial jobs as house servants and odd job men, and basically became slaves in all but name, earning a pittance for their work and also the enmity of the locals, who refused to live beside them and drove them into what were all but ghettos.
Crocker’s foreman, James Strobridge, was dubious, believing the Chinese too weak and frail for the hard work of railway building, and also doubting their moral character, but he could see there was little choice. Things of course went smoothly, and the white workers welcomed the new Chinese with open arms. Well, not quite. The Irish were the most vociferous in their protest - typical, really, as they would have suffered the same prejudices as these new workers, but hey, there’s always room for some more deep-seated racism, right? And few people do racism like we do. Luckily, hardly any of the Chinese spoke English, though surely the gestures needed no interpreting. At any rate, they ignored the insults, smiled and worked on. Considering the tension between the two groups, it was thought best to keep them working in separate gangs.
Despite Strobridge’s doubts, the Chinese turned out to be excellent workers. They toiled without pause or complaint, drank only a sip of lukewarm tea - the whites drank water, which was often contaminated and led to sickness among their crew - and in fact laid more track in the same time as the whites did. This led to a race between the two gangs, as the Irish and other whites refused to be outdone by a bunch of “ch
inks”, all of which of course benefited the railroad. Though it had not been his plan to create competition between the gangs, it seemed that Crocker’s foresight had been good, and the Chinese workers, who were of course paid less than the whites but more than they could get at the other jobs they did, were happy to work harder than any railroad worker ever had.
The Chinese workers were canny, demanding their payment not in dollar bills, but in gold, and insisting the railroad bought their food, which gave their brothers in San Francisco extra business, as the railroad dealt with them in such items as bamboo shoots, dried oysters and cuttlefish. Their uncomplaining, industrious nature soon won them favour, other than that of the white workers on the railroad of course, and led Leland Stanford to declare, in April 1865 that
“The greater portion of the laborers employed by us are Chinese. … Without them it would be impossible to complete the western portion of the [transcontinental railroad]. As a class they are quiet, peaceable, patient, industrious, and economical—ready and apt to learn all the different kinds of work required in railroad building. … They soon become as efficient as white laborers.”
However, plagued by debts, both from uncooperative stockholders who did not wish to honour the payments due on their subscriptions and grandiose plans designed by Judah which siphoned off money from the railroad funds for such things as bridges which turned out to be unstable, culverts that the rain destroyed and washed away, and majestic stations that were surely too soon, with hardly any track laid, the Central Pacific, first to begin the mammoth task of constructing the transcontinental rail network, did not have an easy time of it. Judah’s death in November removed some of the problems the Big Four were wrestling with, and allowed them to put into practice schemes he would have had major problems with, but which helped finance and keep the railroad growing.
The first CPRR locomotive, the Gov Stanford, carried its first passengers and freight eighteen miles from Sacramento to Roseville in April 1864, and two months later the track was completed as far as Newcastle, linking up with the Comstock Lode (the silver mines in Nevada) by way of the Dutch Flat Toll Road, a toll road for wagons which both provided transport for stock and materials and also connected with the growing rail route. By the summer of 1865, the railroad had advanced fifty-five miles east of Sacramento, when it came up against the most formidable of barriers, the Sierra Nevada mountain range. Cuts had to be dug, gullies and ravines filled in, and most time-consuming and dangerous of all, tunnels had to be blasted through the mountains, the longest of which measured over one and a half thousand feet. Here again, Crocker’s inspiration in hiring Chinese workers would pay off, as the Chinese were far more used to hanging off cliffs with gunpowder, having had, in their ancestry, built clifftop fortresses for warlords. And, of course, gunpowder had been invented by them, so every Chinese boy was familiar with it, unlike the whites, who handled it gingerly and with not a little fear.
The Chinese wove baskets out of reeds, which they then climbed into and had lowered over the cliff face so as to work in them more safely. Of course, safety was not a word you associated with such work, no matter the precautions taken, and it only took one of these baskets to snap, or hit a rock, or any of a hundred other reasons that would send it and its passenger tumbling down the cliff and into the mighty river. Won over finally by the bravery and ingenuity of the Chinese, the whites began to afford them grudging respect, and even work with them, and the two sides became more or less integrated, as white men took lessons from Chinese on how best to blast the cliffs without blowing themselves to Kingdom Come.
But up in the high Sierras, falling to your death or being blown to bits was not the only hazard, and one of the greatest enemies was the cold. Winter that year was particularly severe, so much so that construction had to be halted. Snow covered the camp to its rooftops, and fierce blizzards were known to wash away entire populations, whose bodies would not be found until the spring thaw. But that spring held both promise and threat. In April 1866 the Civil War finally came to an end, which, while it freed up more labour from the east, also allowed the resurgence of efforts by the Central Pacific’s great rival, the Union Pacific Railroad. As Washington paid by mile of track laid, the profits the CPRR had expected to make looked likely now to diminish, as the Union Pacific began its efforts in earnest. It was now a race to the finish line.