Indian Troubles During Construction of the Railroad
The construction of the Union Pacific Railroad across the vast American West in the late 19th century was a monumental feat of engineering and human endeavor. However, it was also a period marked by significant conflict and hardship, particularly stemming from interactions with the various Native American tribes who called the region home. This article will delve into the Indian Troubles During Construction of the Railroad, exploring the perspectives of both the railroad builders and the indigenous populations whose lives were irrevocably altered by the iron horse’s advance.
The landscape traversed by the Union Pacific was not an empty, unclaimed wilderness, but rather the ancestral hunting grounds and territories of numerous tribes. Among these were the Pawnee, Sioux, Arapaho, Crow, Blackfeet, Bannock, Snake, and Shoshone. The first three primarily roamed the vast plains, while the latter groups were situated further west. These were known to be among the most skilled and warlike tribes of the West. The construction of the railway presented serious difficulties, not to mention the extra expense, annoyance, and delay it brought.
The story of the Indian Troubles During Construction of the Railroad is one of escalating tensions, broken treaties, and ultimately, the displacement and marginalization of Native American communities. The westward expansion of the railroad was seen by many tribes as a direct threat to their way of life, their hunting grounds, and their very existence. The buffalo, a crucial resource for sustenance, clothing, and shelter, was rapidly dwindling due to the influx of settlers and the railroad’s own needs for food.
The summer of 1864 witnessed widespread attacks and depredations along the Overland Stage route, stretching from St. Joseph, Missouri, to Salt Lake City, Utah. The situation was so dire that Ben Holladay, the stage line’s proprietor, requested military escorts for his coaches and stations, threatening to cease operations without such protection. The following year, 1865, became infamous as "The Bloody Year on the Plains," a period characterized by relentless attacks, skirmishes, and murders perpetrated by Native Americans.
Despite attempts at peaceful negotiation, such as the Peace Conference at Laramie, Wyoming, in May 1866, relations between the whites and the Indians remained volatile. This tension culminated in the tragic Fort Phil Kearny massacre, where 81 U.S. soldiers lost their lives.
The year 1867 saw no respite in the conflict. Government inspectors reported that "Indian depredations have caused serious embarrassment to the line’s locating, construction, and operation. Constant and persistent attacks have occasioned great delay and expense." Faced with the escalating crisis, the government responded by deploying more troops to the region, reinforcing existing forts and constructing new ones. This increased military presence, coupled with the growing accessibility provided by the railroad itself, gradually deterred some of the Indian attacks.
The pattern continued into 1868, with further attempts at peace conferences, such as the one held at Fort Laramie in April. However, these efforts were often hampered by the absence of key tribal leaders until late in the year. The attacks on white settlers persisted, creating a state of unrest and turmoil. The army, with the support of citizen soldiers, launched retaliatory campaigns, inflicting unprecedented punishment on the Native American tribes. This resulted in a more stable situation in 1869 and beyond.
It is worth noting that the majority of the Indian Troubles During Construction of the Railroad occurred on the plains, east of Cheyenne. West of this point, the railroad and military presence were better organized, and the tribes may have been more intimidated, resulting in fewer significant incidents.
Surveying parties, crucial for mapping the railroad’s path, were particularly vulnerable. Though often accompanied by small detachments of soldiers, they still faced considerable danger. While their casualty rates were relatively low, they were frequently forced to halt their work due to the presence of large war parties. The stories of Mr. Hill, an engineer killed near Hilldale, Wyoming, and Colonel Percy, who perished after a three-day siege near Hanna Station, serve as somber reminders of the risks faced by these individuals.
Recognizing the need for greater protection for construction workers, the U.S. government established a network of forts along the railroad line. These included Fort McPherson in Nebraska, Fort Sedgwick in Colorado, Fort Mitchell (a temporary post) near Scotts Bluff, Nebraska, Fort Morgan in Wyoming, Fort D.A. Russell near Cheyenne, Wyoming, Fort Sanders near Laramie, Wyoming, Fort Fred Steele east of Rawlins, Wyoming, and Fort Halleck west of Medicine Bow, Wyoming.
General William Sherman, a prominent figure in the Union Army, infamously predicted that the influx of railroad workers and their associated vices would decimate the Native American population, stating that "the only good Indians were the dead ones." This sentiment, though harsh, reflected the prevailing attitudes of many during this era.
However, not all interactions between the railroad and Native Americans were hostile. The U.S. Army employed Pawnee scouts, under the command of Major Frank J. North, to protect construction crews from hostile tribes like the Cheyenne and Sioux, who were traditional enemies of the Pawnee. These Pawnee scouts, despite their unconventional appearance in modified army uniforms and traditional weaponry, proved to be invaluable assets. Stationed at Fort Kearny, they patrolled the construction zones and engaged in numerous skirmishes with hostile tribes.
Major North and his Pawnee scouts played a critical role in maintaining a degree of safety for the railroad workers. The Indian Troubles During Construction of the Railroad often involved brutal attacks and mutilations, as exemplified by the discovery of fourteen white men near Julesburg, their bodies horrifically disfigured. In one instance, Major North and his men arrived at Julesburg to find the town besieged by Sioux warriors. They launched a swift counterattack, driving off the Sioux and killing 28 in the process.
Another notable incident involved Major North single-handedly holding off a party of twelve Cheyenne warriors after his horse was shot out from under him. Using his horse’s body as a makeshift breastwork, he managed to kill or wound nine of the Cheyenne, holding them at bay until his Pawnee scouts arrived. These acts of bravery and skill cemented Major North’s reputation and the effectiveness of his Pawnee scouts.
The construction crews themselves were often armed and ready to defend themselves. Many were former soldiers, familiar with firearms and combat tactics. It was said that any group of graders or track layers could quickly transform into an infantry battalion. Workers routinely carried their rifles to and from work, keeping them within easy reach while on the job.
While large groups were less likely to be attacked, smaller, detached parties and individuals were at constant risk. After the rails were laid, trains traveling to and from the construction front and employees stationed at isolated locations, particularly section gangs, became frequent targets.
One early incident involved a construction train near Ogallala, Nebraska, where Sioux warriors attempted to derail it by massing their ponies on the tracks. The resulting carnage of dead horses failed to stop the train, and the trainmen successfully defended themselves with their firearms, inflicting casualties on the attackers.
In another instance, a freight train near Plum Creek was captured by Native Americans, who held the train and its crew captive. General Dodge, the Chief Engineer, assembled a group of volunteers from his special train and, with surprising military precision, quickly recaptured the train.
The Indian Troubles During Construction of the Railroad also led to acts of sabotage. In July 1867, a band of Southern Cheyenne, led by Chief Turkey Leg, removed rails and ties over a dry ravine near Plum Creek. A handcar carrying three section men plunged into the ravine, resulting in one man being captured and scalped. The engineer of the following train discovered the break too late, and the engine and several cars crashed into the ravine, killing the engineer and fireman.
The survivors managed to alert a second train, which retreated to Plum Creek Station. The following morning, a group of civilians and train crews confronted the Cheyenne, but they had already departed, leaving behind a scene of plundered goods and colorful fabrics adorning their ponies. Major North and his Pawnee scouts arrived on the scene and, after a ten-day pursuit, engaged the Cheyenne, killing 15 and capturing two prisoners.
Other incidents included attacks on section gangs and stations, such as the one near Elm Creek Station in April 1868, where five section men were killed and scalped. The same day, the station at Sidney was attacked. In September 1868, near Ogallala Station, Native Americans sabotaged the tracks, causing a train to derail and resulting in the death of the fireman.
The culmination of these conflicts occurred near Julesburg in July 1869. General Carr and Major North, with a combined force of regulars and Pawnee scouts, tracked down a group of Cheyenne and Sioux warriors, led by Chief Tall Bull, to their encampment at Summit Springs. In the ensuing battle, 160 warriors, including Tall Bull, were killed.
During the attack, Tall Bull attempted to escape with his wife and child but was cornered. He sent his family out to surrender and then fought to the death. A white woman, who had been captured during one of the raids and forced to become Tall Bull’s wife, was found wounded in his tepee. She was rescued by the troops and eventually recovered, later marrying a soldier.
These incidents, though only a small sample of the thousands that occurred, illustrate the challenges and dangers faced during the construction of the Union Pacific Railroad. The section men, station employees, and train crews were constantly at risk, and stations were often fortified with sod walls and underground passages for protection.
Ultimately, the completion of the railroad and the subsequent influx of settlers led to the displacement and marginalization of Native American tribes. As the settlers grew in numbers, they were able to defend themselves, and the traditional way of life of the Native Americans, like the buffalo, became a fading memory. The Indian Troubles During Construction of the Railroad serve as a stark reminder of the human cost of progress and the complex relationship between westward expansion and the fate of indigenous populations.