The 100th ANNIVERSARY of the First U.S TRANSCONTINENTAL Rail Route The years that elapsed between the authorizing of the first American Transcontinental railway -- known as the Pacific Railway--and completion of the venture, provided some of the most dramatic episodes in the history of that country. Traditional elements of the "Wild West"--Indians on the war-path, "tough" men of all nations in the construction gangs, saloons, dance halls, gambling halls and gun play were all indissolubly bound up in those days. The first definite proposal for such a railway was presented to Congress in 1848, and money was appropriated for a survey to find a suitable route in 1851. Construction Authorized by Act of Congress The Pacific Railway Act of 1862, authorized by an "Act of Congress" signed by President Lincoln on 1st July, 1862, permitted the construction of a railway from the Missouri River to the Pacific Coast. The building of the line was to be under taken by the Union Pacific Railway advancing westward from the Missouri and the Central Pacific Railroad, eastwards from the Pacific Coast. The two rail heads were to meet and be connected on the California-Nevada boundary. In the early 1860's railway gauges in America varied to a considerable extent. Railways in Missouri had chosen a 5' 6" gauge, while the Baltimore and Ohio, together with the Vanderbilt system, had adopted the British Standard 4' 8". The Union Pacific Railway, anticipating through-running to the Atlantic coast wished to build to the standard gauge, but the Californians introduced a 5' gauge of their own. Finally, the matter was settled by Congress passing a Bill on 2nd March, 1863, fixing the gauge for both lines, and for all branches at the 4' 8" standard. Construeflea Commences Constraction of the line from the eastern end was began on 2nd December 1863 , workers of many diferent nationalities partisipated in construction because labour was scarce due to the Civil War. The Union Pacific imported workers from Europe, while the Central Pacific brought in Chinese labourers. At the peak of activity, more than 12,000 persons were employed on the project. The country through which the Union Pacific built its part of the Pacific Railway ran through the hunting grounds of the Pawnee, Sioux, Arahahoes, Crows, Blackfeet, Cheyenne, Bannock, Snake and Shashone Indians--some of the most warlike tribes in the West. Mile after mile of track was laid under rifle fire of warriors on the warpath. Plate layers and construction gangs were repeatedly compelled to drop pick and shovel for revolver and repeating rifle. Difficulties of the Central Pacific line were of a more geographical character. Their track was pushed forward up the western slopes of the Sierras, water courses were followed, steep precipices were skirted, and the summit of the range was gained at a height of over 7,000 feet. Down the eastern slopes, the line was laid through deep canyons and thence across the desert stretches of Nevada towards Salt Lake. With the Central Pacific track steadily pushing eastward and the Union Pacific progressing to the west, it became evident the meeting would not be as originally planned, and the Central Pacific was permitted to continue its advance eastwards to meet the Union Pacific. Rail heads meet The two advancing rail heads met in Western Utah during the winter of 1869. But they did not stop and link up. The construction. gangs passed one another and continued to lay parallel tracks. For week after week the rail heads receded rapidly, leaving a double set of rails side by side across the prairie! The situation was not without an element of humour, but obviously a halt had to be called,and finally agreement was reached between the two companies The Union Pacific track had reached a point 225 miles beyond the meeting place with the Central Company's line, and 50 miles of this was sold to the latter company. Newspapers heralded completion of the railway as one of the most signif icant events in the nation's history. Telegraph lines crackled the message, "The last rail is laid. The last spike is driven." Those were the words that crackled, along telegraph lines to an anxiously waitin Nation from Promontory, Utah, on 10th May, 1869 the day they drove the Golden Spike marking completion of the nation's first transcontinental railway system. Driving the last spike The driving of the last spike , joining the Union Pacific to the Central Pacific railroad ranks as one of the most important events in the whole history of the United States. The Golden Spike used in ceremonies marking completion of the Pacific RailWay in 1869 was fashioned from $400 worth of gold by San Francisco jewellers 'whose bill, including engraving 381 letters, was $25.24. The original spike is now on display at the Stanford University museum at Palo Alto, Callfornia. On one side. is. the inscription, "May God continue the unity of our Country as this Railroad unites the two great oceans of the world " Whereabouts of a silver spike, also used in the Promontory ceremonies,is not known. The last tie (sleeper) of highly polished Callfornia laurel was displayed in the Central Pacifie's Railroad's San Francisco Office, until both the office and tie were destroyed in the 1903 earthquake and fire. 100th Anniversary In commemoration of the 100th anniversary of completion of the first traitscontinental rail route in America, the U.S. Congress authorized the striking of special medals--with suitable emblems, devices and inscriptions- -for the Golden Spike Centennial Celebration Commission. A Golden Spike commemorative journey from New York: City to Ogdela, Utah, using a 2-8-4 steam locomotive from New York to Omaha, and a 4-84 from Salt Lake City to Ogden, catered for 150 enthusiasts. Fare for the two-week trip was $US 995.00 each! thanks to the [ Railways Institute Magazine JULY-AUGUST, 1969] S [RAILWAYII IN$1a'a'a-ilTIg MAGAZINg