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Coordinates: 41°57.76′N 112°59.31′W / 41.96267°N 112.98850°W / 41.96267; -112.98850
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Ten Mile Day
Map of Golden Spike National Historical Park, whose grounds include the site of Camp Victory (where workers paused for lunch) and the end of the record-setting 10 miles of track laid in one day, west of the Visitor's Center.
Overview
OwnerCentral Pacific Railroad
Service
SystemFirst Transcontinental Railroad
History
Opened28 April 1869 (1869-04-28)
Closed1 January 1905 (1905-01-01)
Technical
Track length10.01 mi (16.11 km)
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The tracklaying race of 1869 was an unofficial race between tracklaying crews of the Union Pacific and Central Pacific railroads, held during the construction of the First Transcontinental Railroad. In their competition to determine who would reach the meeting place at Promontory, Utah first, starting in 1868, the railroad crews set and broke each other's world records for the longest length of track laid in a single day, culminating in the April 28, 1869 record set by Chinese and Irish crews of the Central Pacific, who laid 10 miles 56 feet (16.111 km) of track in one day. That record was broken by approximately 1,000 feet (300 m) in August 1870 by two crews, working from both ends, during the construction of the Kansas Pacific.

History

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Rivalry

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In July 1866, the Pacific Railway Act was amended, authorizing the Central Pacific (CP) to build east until it met the line being constructed by the Union Pacific (UP).[1] The amount of land and money each railroad would be granted was proportional to the number of miles of track laid, causing the two railroads to start building in earnest.[2]

Their rivalry was notably unfriendly.[3] In February 1869, crews for the UP and CP were grading parallel routes on the Promontory Range.[4]: 303  At that time, the UP's primarily Irish crews began bullying the CP's primarily Chinese crews, first throwing clods of earth and escalating to a series of raids in which the UP crews attempted to dislodge the CP by attacking while wielding pick handles. Eventually, the UP crews began setting off heavy charges without warning, seriously injuring several CP workers; when the CP crews began grading at a higher elevation, they retaliated by setting off a surprise explosion, which buried several UP workers alive.[4]: 303 

Tracklaying

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Building the railroad started with surveying the route and grading the roadbed; for the CP, grading was delayed by the route chosen through the rugged Sierra mountain range. During the first five years of construction, the CP spent only 95 weeks laying tracks, while the remainder had been consumed in grading.[2]

In the CP's traditional approach to tracklaying, once the grading was complete, a loaded tracklaying car was sent to the end of the line, carrying a single crew and eight pairs of rails along with a commensurate number of ties, spikes, and splices. One pair of rails was unloaded at a time and the tracklaying car only advanced once the crew had completed that pair of rails. When the line curved, the rails were pre-bent (and the inside rail was shortened) prior to being loaded onto the tracklaying car.[2] The slow pace of the tracklaying car and limited manpower that could be brought to bear meant that CP managed to complete only 132 miles (212 km) of track during the first five years of construction from 1863 to 1868, building east from Sacramento, despite adopting speedier techniques for curved rails and splices in 1866.[2]

Meanwhile, the UP had built 515 miles (829 km) from Omaha, Nebraska west to Cheyenne, Wyoming by 1868. In 1867, General Jack Casement of the UP described their current pace of laying 2+1⁄2 miles (4.0 km) of track per day as "a little slow at first, to get the new hands broke into their places" and confidently predicted they would double the rate to 5 miles (8.0 km) per day by the end of the summer.[5] UP crews under Casement and his brother Daniel would lay 4 to 5 miles (6.4 to 8.0 km) of track in a single day in August 1867, prompting CP Vice President Collis P. Huntington to ask if they should send a spy to watch the UP at work.[2]

10-mile sign replica at Golden Spike National Historical Park Visitor's Center

In March 1868, a former UP tracklayer joined the CP, happy to share the UP's technique to speed up tracklaying. Rather than have a single crew take on all aspects of tracklaying work, the crews of the Casement brothers were organized more like an assembly line: crews were specialized, employing more men in total, but having each man be responsible for a limited set of tasks such as rail handling, spiking, splicing, etc. In addition, the tracklaying car was advanced over the loose rails, before they were completely spiked in place, allowing work to take place simultaneously along a longer distance of track.[2] One contemporary newspaper account described the UP process in military terms, with workers divided into armies of suppliers, graders, tie setters, and track-layers.[6] Tracklaying in this fashion was limited mainly by supplies and supply lines,[2] typically to 3 miles (4.8 km) per day. The rapid pace of the work was thought to be affecting its quality, but the tracks laid in this manner had no issues in passing mandatory government inspections, which were required to release funds to the UP.[7]

Record-setting pace

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On August 17, 1868, UP crews laid 4+1⁄2 miles (7.2 km) of track in a single day; their bragging aroused a competitive instinct in Charles Crocker, head of the CP, who instructed his construction superintendent James Harvey Strobridge to beat it. CP crews responded by laying a few feet beyond 6 miles (9.7 km) on August 19, and UP's riposte was to lay 8 miles (13 km) of track in a single day on October 26, working from 3 AM until midnight.[2][4]: 307 

The disparity in pace continued into 1869; on February 18, Oliver Ames Jr., president of UP, testified before the Congressional Pacific Railroad Committee, pointing out that while the CP was 200 miles (320 km) from the prearranged meeting spot in Ogden, Utah, the UP was only 30 miles (48 km) away, and should be entitled to continue building west past Ogden. CP's Huntington, also testifying that day, retorted UP's pace was purchased at the cost of quality.[8] On March 12, 1869 Mark Hopkins sent the coded message "Roving Delia Fish Dance" to Huntington, letting him know his crews were laying 4 miles (6.4 km) of track per day regularly.[4]: 306  This proved the production gains of adopting Casement's techniques and set the stage for the Ten Mile Day of April 26, 1869.

Ten Miles of Track, Laid in One Day

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Replica sign in the California State Railroad Museum, Sacramento

As the two railroad companies approached the meeting point at Promontory Summit, the UP's advance slowed significantly as some of the heaviest work was ahead; at one point, the UP graders were just 1⁄2 mile (0.80 km) ahead of the tracklaying crews.[4]: 308  Thomas C. Durant, the vice-president of the UP, reportedly had a bet with Crocker for $10,000;[9][10]: 54  the winner would be determined by whose crews could lay the most track in a single day, but there is no contemporary evidence to prove the bet existed.[4]: 308  California Governor Leland Stanford had a much smaller wager of $500 with the chief track-layer, Mr. Horace Minkler, which Stanford was happy to pay.[11]

The CP's first attempt at a tracklaying record was abandoned on April 27, after a locomotive derailed.[4]: 308–9  The CP had laid 2 miles (3.2 km) of rails that day. At that point, the CP was just 14 miles (23 km) short of completing their section of the line, while the UP was 8 miles (13 km) from Promontory,[12] ensuring that should the CP set the record, the UP would be unable to break it without taking up completed track.[13]

 The iron is all well up to the front; there is no longer a hesitancy of failure; the running of an engine off the track cannot retard us. I say "we," because I have become infected by the prevailing enthusiasm. I no longer look upon these gymnastic track-layers with the cold eye of a mere out sider; I no longer merely admire the well-trained artisans who follow them; I no longer accept logically the dexterous performances of the Chinese as a proof that the advanced opinion in relation to their usefulness has received upon this field irrefragable proofs of its correctness. By some process of reasoning unknown to me, I have become merged in the busy mass around.
 The music of the regulated blocks of the spikedrivers falls deliciously on the ear; the steady advances of the ballasters excite the liveliest demonstrations on my part; the splendid drill of the supply trains behind I regard as something in which I have a personal interest; I have become a C.P. of the most violent and uncompromising kind; it is with difficulty that I can restrain myself from a demonstration of triumph that will compel the U.P.'.s sitting there alone by themselves, with long faces, and exchanging, to all appearances, lugubrious remarks, to sink right into their boots; and the pride which the Californian on such an occasion could not fail to feel is entirely justifiable. It is to some extent a contest between the East and West. The ostensible combat with that old and uncompromising demon who has been struggling for centuries to keep the peoples apart. The real tussle, at least to-day, is between the old, worn-out, debauched and dissipated East and the young, vigorous, enterprising, organizing, audacious West. No man could look upon the scenes which I have witnessed this day without rejoicing that his lot is cast by the setting sun.

 — Daily Alta California, May 1, 1869[11]

The next day, work began at daybreak. One railcar, fully loaded with 8 pairs of 30-foot (9.1 m) rails, spikes, and other supplies, was pulled up to the end of the track by teams of horses; when it met an empty car returning to the supply base, the empty car was tipped on its side to allow the loaded car to pass.[11] As the loaded car reached the end of the line, one pair of rails was pulled down and laid over the ties by a team of four rail handlers, then the car was advanced over the loose rails while another team of spikers started spikes to secure the rails. Additional teams finished the spiking and buried the ends of the ties.[11]

A correspondent for the Daily Alta California timed the pace for two carloads; the cars were emptied and 240 feet (73 m) of track were laid in 80 and 75 seconds.[11] By 6 AM, 2 miles (3.2 km) of track had been laid, and by noon, 6 miles (9.7 km) were complete, 6 hours and 41 minutes after work began.[11] The crews took an hour-long lunch break before resuming work, saucily naming the site Camp Victory.[a][13] After lunch, an hour was spent bending rails for the upcoming curving route,[4]: 311  [11] mainly progressing uphill.[15] When work ceased at 7 PM that night, the CP crews had laid 10 miles 56 feet (16.111 km) of track in a single day,[15][10]: 55 [b] setting the record. To prove the track was sound, a locomotive was run over the newly-laid track, completing the route in 40 minutes.[13] CP crews completed the remainder of their part of the line to Promontory Summit the next day.[14]: 123  In total, 25,800 ties, 3,520 rails (averaging 560 lb (250 kg) each), 55,000 spikes, and 14,080 bolts were used that day, consuming 4,462,000 lb (2,024,000 kg) of material.[9]

A delegation from the Union Pacific had been invited to witness the record attempts.[15] When the first attempt failed on April 27, the UP delegates privately expressed skepticism that their record could be broken; by the end of the Ten-Mile Day, one delegate admitted "the organization of the Central Pacific is far superior to [ours]."[11]

The names of the eight Irish rail-layers, who were responsible for hauling the rails off the loaded cars, and the two men who gauged the track were recorded in foreman George Coley's log book.[4]: 310  [9] The contribution of numerous Chinese workers was undeniable,[4]: 310  although the roles they played were not well-described. The relationship between the Chinese and Irish crews of the CP was described as amicable.[11]

Legacy

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Some of the UP crews who were denied a chance to break the CP record later worked on the Kansas Pacific, who set a new record with 10 miles 1,320 feet (16.496 km) laid in a single day at Comanche Crossing near Strasburg, Colorado on August 15, 1870,[c] completing the first continuous transcontinental railroad.[4]: 308  [16][17] Despite the new record that was set in 1870, the Southern Pacific (successor to the CP) continued to claim the record into the early 20th century.[9]

Map of the Promontory Branch and Lucin Cutoff, drawn by Aran Raymond (1981).[18]: 37  Rozel (Camp Victory) and Promontory Summit are labeled on the map.

The ten-mile rail segment laid in 1869 (and the Promontory Golden Spike site) was bypassed in 1903 with the completion of the Lucin Cutoff,[19] although service continued for several years on the original route, which the Southern Pacific called its Promontory Branch.[20][21] The abandoned rails were eventually taken up for scrap and reuse in 1942.[22][23] At the Golden Spike National Historical Park, the West Auto Tour is a 7-mile (11 km) route that takes tourists to a replica of the sign erected by the CP at the site to commemorate the April 28 record.[24] The original sign is thought to be in the Utah State Capitol building in Salt Lake City; a replacement sign that may have stood at the site is on display at the visitor's center in Promontory, and a replica is displayed at the California State Railroad Museum in Sacramento.

In art

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April 28, 1869 is a prominent day in author Frank Chin's 1991 novel Donald Duk; the eponymous protagonist dreams of the events of that day and awakens, outraged to find that history has recorded only the names of the eight Irish tracklayers who worked that day.[25][d]

Mary Ann Fraser wrote and illustrated the children's book Ten Mile Day, which was published in 1993 and documented the events of April 28, 1869.[27]

Artist Mian Situ sold a painting entitled Ten Miles in One Day, Victory Camp, Utah, April 28, 1869 at the Autry Center's annual American West Masters show in 2007.[28]

Notes

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  1. ^ Camp Victory was later renamed as Rozel Station, where helper engines would be attached to trains crossing Promontory Summit.[14]: 97  It is now a ghost town.
  2. ^ According to the Daily Alta California, only eleven hours were spent laying tracks.[15] However, the same newspaper stated a day later that work had begun at daybreak.[11] George Kraus asserted the work was accomplished in less than twelve hours.[10]: 55 
  3. ^ Unlike the earlier CP record of April 28, 1869, KP crews were working from both the west and east on August 15, 1870; the stated total of 10+1⁄4 miles (16.5 km) includes the work of both crews.
  4. ^ There are two quotes in Donald Duk at the end of Chapter 14, on page 122.[26] The credit for these quotes is not provided in that text, but they are taken from Griswold (1962).[4]: 310–11 

References

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  1. ^ "The Hastening of a New Era for California". Stockton Daily Independent. July 27, 1866. Retrieved 9 September 2020.
  2. ^ a b c d e f g h Huffman, Wendell W. (April 22, 2019). "Tracklayers reach incredible goals on the transcontinental railroad PART 1". Trains. Retrieved 8 September 2020.
  3. ^ "The Railroad War. [Editorial]". Weekly Butte Record. May 25, 1867. Retrieved 16 September 2020.
  4. ^ a b c d e f g h i j k l Griswold, Wesley S. (1962). "Sixteen — 1869: The C.P. Sets a Tracklaying Record". A work of giants: building the first transcontinental railroad. New York: McGraw-Hill. pp. 296–312. LCCN 62-13812. Retrieved 27 April 2020.
  5. ^ "Rapid Progress of the Union Pacific Railroad". Daily Alta California. Chicago Tribune. June 13, 1867. Retrieved 8 September 2020.
  6. ^ "How the Pacific Railway Is Built". Sacramento Daily Union. Cincinnati Gazette. July 10, 1867. Retrieved 8 September 2020.
  7. ^ Bowles, Samuel (September 5, 1868). "Atlantic Intelligence". Sacramento Daily Union. Springfield Republican. Retrieved 8 September 2020.
  8. ^ "Morning Dispatches: Washington Intelligence". Sacramento Daily Union. February 19, 1869. Retrieved 16 September 2020.
  9. ^ a b c d Heath, Erle (May 1928). "A Railroad Record That Defies Defeat". Southern Pacific Bulletin. Vol. XVI, no. 5. pp. 3–5.
  10. ^ a b c Kraus, George (Winter 1969). "Chinese Laborers and the Construction of the Central Pacific" (PDF). Utah Historical Quarterly. 37 (1): 41–57. Retrieved 18 September 2020.
  11. ^ a b c d e f g h i j "The Pacific Railroad: From the End of the Track: The Great Ten-Mile Feat". Daily Alta California. May 1, 1869. Retrieved 27 April 2020.
  12. ^ "At the End of the Track". Daily Alta California. April 28, 1869. Retrieved 16 September 2020.
  13. ^ a b c Utley, Robert M.; Ketterson Jr., Francis A. (1969). Golden Spike National Historic Site, Utah. Historical Handbook No. 40. Washington, D.C.: National Park Service. Earlier, the Union Pacific had laid 8 miles of track in 1 day—a feat, they boasted, that the Central Pacific had not accomplished. Crocker vowed to top this record, but he cannily waited until the distance between railheads was so short that the U.P. could not retaliate. On April 27, with the Central Pacific 16 miles from the Summit and the Union Pacific, 9, Crocker set out to lay 10 miles of rail in 1 day. But a work train jumped the track after 2 miles had been completed, and he decided to wait until the next day.
  14. ^ a b Raymond, Anan S.; Fike, Richard E. (1994). Rails East to Promontory: The Utah Stations. Cultural Resource Series No. 8 (Special Back Country Byway ed.). Utah: Bureau of Land Management.
  15. ^ a b c d "At the end of the track". Daily Alta California. April 30, 1869. Retrieved 27 April 2020.
  16. ^ Hafnor, John; Crawford, Dale (illus.) (2009). Strange but True, America: Weird Tales from All 50 States. Fort Collins, Colorado: Lone Pine Productions. p. 112. ISBN 978-0-9648175-5-5. Retrieved 27 April 2020.
  17. ^ "Miscellaneous". Daily Alta California. August 16, 1870. St. Louis, August 15th. — John G. Perry, President of the Kansas Pacific Railroad, received a dispatch this afternoon from the end of the road, stating that seven miles of track were laid between seven and eleven o'clock this forenoon. The gap of three and a half miles will be laid this afternoon, and another great thoroughfare to the Pacific be finished.
  18. ^ Cite error: The named reference RaymondFisk was invoked but never defined (see the help page).
  19. ^ "Lucin Cut-off Formally Opened". Los Angeles Herald. November 27, 1903. Retrieved 16 September 2020.
  20. ^ "Promontory Route to Be Eliminated". San Jose Mercury. October 21, 1900. Retrieved 16 September 2020.
  21. ^ "Lucin Cutoff And Great Salt Lake Causeway". American Rails. Retrieved 16 September 2020.
  22. ^ Poole, Dave (May 28, 1969). "Recollections and Observations". News-Ledger. Retrieved 16 September 2020.
  23. ^ Terry, Jeff; Waite, Thornton H.; Reisdorff, James J (March 11, 2019). "The Transcontinental Railroad's Impact on World War II, Part 2". Trains. Retrieved 16 September 2020.
  24. ^ "National Park Getaway: Golden Spike National Historical Park". National Park Service. Retrieved 27 April 2020.
  25. ^ De Haven, Tom (March 31, 1991). "American on Their Own Terms; He's Been Dreaming on the Railroad". The New York Times. Retrieved 5 May 2020.
  26. ^ Chin, Frank (1991). Donald Duk. Minneapolis, Minnesota: Coffee House Press. p. 122. ISBN 0-918273-83-8. Retrieved 18 September 2020.
  27. ^ "Ten Mile Day and the Building of the Transcontinental Railroad". Kirkus Reviews. May 15, 1993. Retrieved 4 May 2020.
  28. ^ "Greenwich Workshop Artists Soar At The Autry Center's Museum of the American West Masters of the American West Fine Art Exhibition and Sale" (Press release). Globe Newswire. March 9, 2007. Retrieved 18 September 2020.
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41°57.76′N 112°59.31′W / 41.96267°N 112.98850°W / 41.96267; -112.98850

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