What was the difference between the Union Pacific and Central Pacific railroads?
In 1862, Congress hastily passed the Pacific Railroad Act. This act led to the creation of the Union Pacific, which would lay rails west from Omaha, and the Central Pacific, which would start in Sacramento and build east.
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Between state and federal government land grants, the two companies owned about 180,000,000 acres of land by the end of construction. Thus started a competition between the two companies to see who could lay as much railroad track down as possible.
In 1885 the Central Pacific Railroad was acquired by the Southern Pacific Company as a leased line. Technically the CPRR remained a corporate entity until 1959, when it was formally merged into Southern Pacific.
They decided on Promontory Summit, north of the Great Salt Lake; some 690 track-miles from Sacramento and 1,086 from Omaha. On May 10, after several delays, a crowd of workers and dignitaries watched as the final spike was driven linking the Central Pacific and Union Pacific in the “Golden Spike Ceremony.”
The construction of the Transcontinental Railroad was an engineering feat of human endurance, with the western leg built largely by thousands of immigrant Chinese laborers. The building of the Transcontinental Railroad relied on the labor of thousands of migrant workers, including Chinese, Irish, and Mormons workers.
The construction crew grew to include 12,000 Chinese laborers by 1868, when they breached Donner summit and constituted eighty percent of the entire work force. The Golden spike, connecting the western railroad to the Union Pacific Railroad at Promontory, Utah, was hammered on May 10, 1869.
John Stevens is considered to be the father of American railroads. In 1826 Stevens demonstrated the feasibility of steam locomotion on a circular experimental track constructed on his estate in Hoboken, New Jersey, three years before George Stephenson perfected a practical steam locomotive in England.
While much of the original transcontinental railroad tracks are still in use, the complete, intact line fell out of operation in 1904, when a shorter route bypassed Promontory Summit.
Amtrak still operates passenger trains over portions of the original Transcontinental Railroad route. Even today, navigating that treacherous path can present challenges for engineers.
In 1870 it took approximately seven days and cost as little as $65 for a ticket on the transcontinental line from New York to San Francisco; $136 for first class in a Pullman sleeping car; $110 for second class; and $65 for a space on a third- or “emigrant”-class bench.
A pyramidal monument marks the spot where the golden (last) spike was driven on May 10, 1869, linking the Central Pacific and Union Pacific railroads. Replicas of the Central Pacific's Jupiter and the Union Pacific's No. 119, the two engines used during the final stages, are on display.
From May-December 1869, Promontory was the terminus of the transcontinental railroad (the junction point for Central Pacific and Union Pacific Railroads).
By spring 1869, Central Pacific had made it through the mountains and onto the relatively flat land of western Utah, constructing 690 miles of track through some of the most difficult terrain ever encountered by a railroad.