By Stephen E. Ambrose
During this account of an extraordinary feat of engineering, imaginative and prescient, and braveness, Stephen E. Ambrose deals a ancient successor to his universally acclaimed "Undaunted braveness, " which acknowledged the explorations of the West by way of Lewis and Clark. "Nothing love it on the earth" is the tale of the lads who outfitted the transcontinental railroad -- the traders who risked their companies and cash; the enlightened politicians who understood its significance; the engineers and surveyors who risked, and misplaced, their lives; and the Irish and chinese language immigrants, the defeated accomplice infantrymen, and the opposite workers who did the backbreaking and unsafe paintings at the tracks. The Union had gained the Civil battle and slavery were abolished, yet Abraham Lincoln, who used to be an early and relentless champion of railroads, wouldn't reside to determine the good fulfillment. In Ambrose's fingers, this company, with its large expenditure of brainpower, muscle, and sweat, involves lifestyles. The U.S. executive pitted businesses -- the Union Pacific and the relevant Pacific Railroads -- opposed to one another in a race for investment, encouraging pace over warning. Locomo-tives, rails, and spikes have been shipped from the East via Panama or round South the USA to the West or lugged around the state to the Plains. This was once the final nice construction undertaking to be performed commonly via hand: excavating airborne dirt and dust, slicing via ridges, filling gorges, blasting tunnels via mountains. At its height, the staff -- basically chinese language at the primary Pacific, Irish at the Union Pacific -- approached the scale of Civil warfare armies, with as many as fifteen thousand staff on each one line. The Union Pacific was once led via Thomas "Doc" Durant, Oakes Ames, and Oliver Ames, with Grenville sidestep -- America's maximum railroad builder -- as leader engineer. The critical Pacific was once led through California's "Big Four": Leland Stanford, Collis Huntington, Charles Crocker, and Mark Hopkins. The surveyors, the lads who picked the path, have been latter-day Lewis and Clark forms who led the best way during the barren region, residing off buffalo, deer, elk, and antelope. In development a railroad, there's just one decisive spot -- the tip of the music. not anything like this nice paintings have been obvious on this planet while the final spike, a golden one, used to be pushed in at Promontory Summit, Utah, in 1869, because the primary Pacific and the Union Pacific tracks have been joined. Ambrose writes with energy and eloquence in regards to the courageous males -- the well-known and the unheralded, usual males doing the extreme -- who complete the amazing feat that made the continent right into a state.
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Additional resources for Nothing Like It in the World: The Men Who Built the Transcontinental Railroad, 1865-1869
Before that, localities set their own time. Because the railroads published schedules, the country was divided into four time zones. And it was the railroads that served as the symbol of the nineteenth-century revolution in technology. The locomotive was the greatest thing of the age. With it man conquered space and time. IT could not have been done without the workers. Whether they came from Ireland or China or Germany or England or Central America or Africa or elsewhere, they were all Americans.
One day on the trip we left the 844 for an afternoon in Cheyenne to go by automobile to the Ames Monument and then on to the site of the Dale Creek Bridge. We walked through the cuts that led to the bridge, where we gathered up some spikes and other items. The gorge itself is more than formidable. I can’t imagine any twenty-first-century engineer deciding to put a bridge across it. I’m sure there are some who might, but I don’t know them. The most memorable feature of the trip was the presence of Don Snoddy, the historian of the Union Pacific, and Lynn Farrar, who held the same post for decades at the Southern Pacific.
In his diary in the fall of 1850, he wrote: “Forty-three years ago today, on October 12, 1807, Fulton made his first steamboat trip up the Hudson River. How wonderful has been the effect of his discovery. ”18 Two months later, Dodge moved to Illinois, where the Rock Island was just getting ready to grade for the track. He worked for the Rock Island and other railroads. All travel to the West was still over the Indian trails and the plank roads and down the canal. There was much to do. In January 1852, Dodge went to work for the IC.
Nothing Like It in the World: The Men Who Built the Transcontinental Railroad, 1865-1869 by Stephen E. Ambrose