Completion of the Railroad
The year 1869 stands as a monumental turning point in American history, marking the culmination of an ambitious project that forever reshaped the nation’s landscape and destiny: the completion of the transcontinental railroad. This transformative achievement, the completion of the railroad, wasn’t merely the laying of tracks; it was the forging of a nation, connecting the disparate coasts, and heralding a new era of commerce, communication, and westward expansion.
Fueled by the Supplementary Charter of 1864, a powerful incentive was extended to the two competing entities: the Union Pacific Railroad, embarking from the east, and the Central Pacific Railroad, driving eastward from California. This charter was more than a legal document; it was a call to action, promising substantial government land grants and bonds directly tied to the mileage each company managed to complete. The stakes were high, extending beyond mere financial gain. The lucrative traffic of the Mormon territories and the burgeoning metropolis of Salt Lake City hung in the balance, a prize coveted by both railroads. Furthermore, the company with the longest haul would inherently benefit from the division of earnings on transcontinental business, adding another layer of competitive fervor.
The competitive spirit ignited a furious race against time and terrain. Both the Union Pacific and Central Pacific Railroads relentlessly pushed forward, their workforces operating at a feverish pace. In the early months of 1869, the daily progress was nothing short of astonishing, with rails being laid at a rate of six to ten miles per day. These feats of engineering and logistical prowess resulted in track-laying records that remain unbroken to this day, a testament to the sheer determination and raw manpower involved. Near Promontory, Utah, a sign, a relic of this era, still stands, proudly proclaiming, "Ten miles of track laid in one day." This sign serves as a tangible reminder of the Herculean effort that characterized the construction of the transcontinental railroad. The completion of the railroad was a major milestone in the history of the United States.
While precise figures remain elusive, contemporary accounts paint a vivid picture of the immense scale of the operation. It is estimated that approximately 25,000 men were employed across the two lines, supported by a logistical tail of 6,000 teams of horses and oxen, and sustained by a fleet of 200 construction trains. Each company was intensely focused on securing a strategic advantage, seeking to establish a favorable position in the inevitable negotiations that would determine the final mileage and territorial boundaries each would control.
As April 29th approached, only nine and a half miles remained unfinished. The Central Pacific Railroad, having achieved a remarkable ten-mile stretch the previous day, was responsible for just three and a half miles of this final segment. The Union Pacific Railroad, facing the challenging ascent of Promontory Hill and a particularly difficult section of rock work, had six miles to complete. This final push was a microcosm of the entire project: a blend of ambition, engineering ingenuity, and sheer physical endurance. The completion of the railroad was within reach.
The strategic positioning of each railroad reflected their long-term ambitions. As the two tracks converged, the Central Pacific Railroad had established nearly 60 miles of grading running parallel to the Union Pacific track, stretching eastward from Promontory to the mouth of Weber Canyon. In contrast, the Union Pacific Railroad had surveyed and graded its line all the way to the California state line, with much of the work completed as far west as Humboldt Wells, Nevada, a staggering 450 miles from Ogden. This extensive preparation underscored their intent to maximize their territorial reach and influence.
The momentous meeting of the two tracks occurred at Promontory, Utah, on May 9, 1869. However, the final two rail lengths remained open, deliberately left unfinished pending the resolution of outstanding issues and the arrangement of a fitting celebration to commemorate the historic event. Once all matters were satisfactorily settled, Monday, May 10, 1869, was officially designated as the date for the completion ceremonies.
The Central Pacific Railroad had completed its track to Promontory on May 1st, with the initial intention of holding the opening ceremonies on Saturday, May 8th. Central Pacific officials were present and ready, but the Union Pacific contingent, en route westward, experienced a significant delay near Piedmont. A group of disgruntled graders and track-layers, protesting unpaid wages, had effectively blockaded the special train carrying Vice-President Durant and his party, holding them hostage until the company released approximately $250,000 to the contractor, who then distributed the funds to his men. This incident served as a stark reminder of the human cost and labor strife that often accompanied the monumental undertaking.
As dawn broke on May 10th, the atmosphere at Promontory Summit was electric with anticipation. Spectators began arriving as early as 8:00 a.m., primarily consisting of workmen from the respective companies and other residents of the burgeoning railway camps. At 8:45 a.m., a special train from the Central Pacific Railroad arrived, carrying a substantial number of passengers. Shortly thereafter, at 9:00 a.m., the Union Pacific Railroad contingent arrived on two trains. The final arrival, at 11:00 a.m., was the Central Pacific Railroad’s second train, carrying President Leland Stanford and other high-ranking officers of the company, along with their esteemed guests.
The assembled crowd numbered approximately 1,100 people, including a detachment of the 21st United States Infantry and their accompanying band from Fort Douglas, Utah. The presence of the military underscored the significance of the event, both as a symbol of national unity and as a testament to the government’s role in facilitating the transcontinental railroad.
Chinese laborers, who had played a vital role in the Central Pacific’s construction efforts, meticulously leveled the remaining gap in the track bed in preparation for the laying of the final ties. With all but one rail length completed, Engines Number 119 of the Union Pacific Railroad and No. 60, the "Jupiter" of the Central Pacific Railroad, were carefully positioned on either side of the gap. These locomotives, symbols of industrial might and engineering prowess, were adorned with flags and evergreens in honor of the historic occasion.
Before the final act, a reverend offered a prayer, invoking divine blessing upon the momentous undertaking. Following the prayer, Dr. Todd of Pittsfield, Massachusetts, delivered a short address. The remaining ties were then laid, the last of which was crafted from California Laurel, meticulously polished and adorned with a silver plate bearing the inscription "The last tie laid on the Pacific Railroad, May 10, 1869," along with the names of the directors of the Central Pacific Railroad and the name of the tie’s donor. The completion of the railroad was a great achievement for the US.
Superintendents Reed of the Union Pacific Railroad and Strawbridge of the Central Pacific Railroad carefully placed this ceremonial tie into position. After the ceremonies, it was removed and subsequently placed on display in the Superintendent’s office of the Southern Pacific Company at the Sacramento, California Depot.
For the closing act, symbolic spikes were presented to represent the diverse resources and regions that the transcontinental railroad would connect. California presented a spike of gold, Nevada one of silver, Arizona one of combined iron, gold, and silver, and the Pacific Union Express Company presented a silver maul. At noon, upon a prearranged signal, Governor Stanford, standing on the south side of the rail, and Vice-President Durant, on the north side, simultaneously struck the spikes, driving them home.
The two engines were then moved forward until their pilot wheels touched, symbolizing the physical connection of the eastern and western rail lines. A bottle of wine was poured over the last rail as a celebratory libation. Subsequently, trains from the respective railroads traversed the connecting link, then returned to their own lines. The occasion concluded with speeches and a celebratory banquet.
A large oil painting depicting the meeting of the two engines hangs in the Crocker Art Gallery in Sacramento. The artist meticulously included actual portraits of many of the prominent officials from both railroad companies who participated in the ceremonies.
Through prior arrangement, the hammer strikes on the final spikes were to be signaled across the nation via the network of telegraph companies, with business suspended to mark the historic event. The initial message transmitted across the wires read, "Almost ready. Hats off; prayer is being offered." This was followed by, "We have got done praying; the spike is about to be presented." Seven minutes later, the message, "All ready now; the spike will soon be driven," was sent. The signal for the commencement of the blows was to be three dots. With a connection established between the hammers and the telegraph wires, the blows on the spikes were transmitted across virtually the entire telegraph system of the United States.
At 2:47 p.m. Washington time, corresponding to 12:47 p.m. local time at Promontory, the signal "Done" was transmitted, and the bells of Washington, New York, Chicago, San Francisco, and countless other cities and towns across the nation rang out in unison, announcing that the American continent had been spanned by rail, establishing uninterrupted rail communication, and signifying the completion of the railroad.
The formal announcement to President Grant and the dissemination of the news to the global community through the Press Associations was conveyed in the following message:
"Promontory Summit, Utah, May 10, 1869.
The last rail is laid, the last spike driven. The Pacific Railroad is completed. The point of junction is 1,086 miles west of the Missouri River and 699 miles east of Sacramento City."
The message was signed by Leland Stanford of the Central Pacific Railroad and T. C. Durant, Sidney Dillon, and John Duff of the Union Pacific Railroad.
Immediately following the ceremonies, a frenzy erupted as attendees sought to acquire souvenirs of the historic event. Unbeknownst to the eager relic hunters, the original "Last Tie" had been removed and replaced with an ordinary tie. Undeterred, they proceeded to dismantle the substitute tie piecemeal. In the months that followed, numerous "last ties" were claimed as souvenirs.
An interesting coincidence marked the closing ceremonies. The rail from the East was brought forward by Union Pacific laborers, primarily of European descent, while the rail from the West was brought forward by Chinese laborers, both groups supervised by American foremen. This symbolic act represented the confluence of Europe, Asia, and America in the construction of the transcontinental railroad, with American ingenuity and management playing a central role.
The following morning, the Union Pacific Railroad delivered half a dozen passenger coaches to the Central Pacific Railroad, which were then attached to Governor Stanford’s special train for his return journey to California, marking the first instance of through equipment on the newly completed line.
Cities across the nation erupted in celebrations, recognizing the profound significance of the event as a pivotal moment in the history of the United States.
New York City marked the occasion with a "Te Deum" sung at Trinity Church, the ringing of chimes playing "Old Hundred" (Praise God from whom all blessings flow), and a 100-gun salute ordered by the Mayor.
Philadelphia rang the Liberty Bell and all fire alarm bells in the city.
Chicago held a parade stretching four miles in length, with the city lavishly decorated, and Vice-President Colfax delivering a speech in the evening.
Omaha experienced the biggest day in its history, marked by a 100-gun salute upon receiving the news. A procession encompassing every able-bodied man in the town took place in the afternoon, followed by speeches, pyrotechnics, and illuminations in the evening.
In Salt Lake City, Mormons and Gentiles joined together in a spirit of unity at the Tabernacle, resolving to build their own railroads.
San Francisco, unable to contain its excitement, began celebrating on the evening of the 8th when news of the railroad’s completion reached the city’s theaters, and the celebrations continued for two full days.
The completion of the railroad was seen as a transformative event, marking the advancement of the West and uniting the population of the Pacific Coast with the East. It signaled the beginning of the end of the Indian Wars, facilitating the settlement of the West and the development of its rich mines and other resources.
Historically, the United States has held only three major celebrations commemorating public works projects: the Erie Canal, the Atlantic Cable, and the Pacific Railroad. Of these three, the celebration of the Pacific Railroad was by far the most widespread and enthusiastic.