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I walked 10000 miles to see you

Railroads and Manifest Destiny. However, it recently occurred to me that the railroad truly made America in a deeper and more profound way. What first came to my attention with the effect of a light bulb switched on were the relative dates for two key events: Asa Whitney [first] submitted his plan for a Pacific railroad to Congress through his representatives in January Sullivan — in an essay about Texas , but with reference to "the railroad". Whether they will then attach themselves to our Union or not, is not to be predicted with any certainty. Unless the projected rail-road across the continent to the Pacific be carried into effect, perhaps they may not; though even in that case, the day is not distant when the Empires of the Atlantic and Pacific would again flow together into one, as soon as their inland border should approach each other. But that great work, colossal as appears the plan on its first suggestion, cannot remain long unbuilt. Langley, New York, July, The telegraph has to be part of it. It is very difficult to asign motive to anyone, but I am convinced that there was essentially no interest in western expansion at the time of the Louisiana Purchase. The negotiations were only for New Orleans and west Florida. The French threw in that country west of the Mississippi at the last hour. But by when settlers began moving to Oregon by the wagonload, this clearly had changed. Texas fits in here, too, but there seems to have been a mixed bag of expectations — whether it was really American expansion, or merely emigration. Whitney's route was Great Lakes to Columbia River via South Pass — the only pass then believed practical then within the territory of the United States. Anyway, does this notion that the mere potential of the railroad opened [or played a previously unrecognized role in opening] the frontier deserve more research? No sooner is the internet "invented" than people begin to imagine that the internet will do away with libraries, and the telephone, and yield all other kinds of marvelous things. That is the kind of thing I'm wondering about in regard to railroads. We — railroad historians — spend a lot of time recording the development of particular technological features and the construction of miles of track, but what about the expectations that railroads inspired? There is a story — perhaps more myth than true — that Leland Stanford told his seasick wife on their way to California that he would build her a railroad for her return journey. I wonder if people really went to California thinking they could ride a train home someday. Indeed, many did just that, whether they imagined it would happen or not. Texas State Historical Association, , makes a strong case [based on statistical analysis of the writing styles of O'Sullivan and McManus using signed articles by each of them for comparison] that Jane McManus [a staff writer for John L. O'Sullivan, editor of the United States Magazine and Democratic Review, aka Cora Montgomery] was the real author of that editorial — as well as others. Lightning Express Trains Leaving the Junction. Courtesy of Vanessa Rudisill Stern. It goes much deeper. Fremont, is one example, another is the Southern route. A good deal of political wrangling and compromise — and dead ends attended the railroad discussions. It is not coincidence that the railroad was approved after the Civil War started — the South was holding out for the Southern route — and held up all others. I don't think that the Mexican War was not railroad route related — but do think that the Gadsden purchase was, even though it was one of the odder purchases made. Certainly the railroad surveys opened much of the West and much of the subsequent history is based on them. From Hayden and Gunnison , Fremont , and others — the role these surveys played in no small part kept the thought of the West in the mind of the country, especially when partnered with the discovery of mineral wealth. Sometimes possibilies inspire and motivate people much more than realities. And we know that Southern Pacific's southwest route across the continent required the Gadsden Purchase in In , the railroad had been around for some years, and those in the position to make a term like "manifest destiny" become a common term certainly would have been thinking about the potential the railroad provided. While I'm not sure that desired railroad routes played much of a roll in the US starting the Mexican War although it is probably worth looking into a little further , we of course know that the Gadsden Purchase which became the southern parts of Arizona and New Mexico was specifically railroad inspired. It seems to me I have seen articles on transcontinental railroads as early as , to Oregon, in the Democratic Review, as I recall Among other things, the Democratic Review published writings by the Existentialists grouped around Emerson. I seem to recall Manifest Destiny showing up there, too, but I'd have to dig to find the date it's been nearly 20 years since I wandered through those pages. It seems to me that the initial "use" of Manifest Destiny was in a sentence that included both words, but not in a unified phrase. In its magnificent domain of space and time, the nation of many nations is destined to manifest to mankind the excellence of divine principles; to establish on earth the noblest temple ever dedicated to the worship of the Most High — the Sacred and the True. Its floor shall be a hemisphere — its roof the firmament of the star-studded heavens, and its congregation an Union of many Republics, comprising hundreds of happy millions, calling, owning no man master, but governed by God's natural and moral law of equality, the law of brotherhood — of "peace and good will amongst men. Yes, we are the nation of progress, of individual freedom, of universal enfranchisement. Equality of rights is the cynosure of our union of States, the grand exemplar of the correlative equality of individuals; and while truth sheds its effulgence, we cannot retrograde, without dissolving the one and subverting the other. We must onward to the fulfilment of our mission — to the entire development of the principle of our organization — freedom of conscience, freedom of person, freedom of trade and business pursuits, universality of freedom and equality. This is our high destiny, and in nature's eternal, inevitable decree of cause and effect we must accomplish it. As to idea that the mere potential that the railroad opened the frontier, we certainly know that settlement patterns West of, say, the Missouri River were very different from the earlier settlement patterns West of the Alleghenies. And I think the railroads played an important roll in bringing about the new pattern along with the occasional precious metal mining frenzy. So, instead of just taking the territory by force of arms, which we thought we already had done, we bought it a few years later through the Gadsden Purchase. He would have been aware of the Granite Railway in Massachusetts and rode the Allegheny Portage Railroad in when he emigrated to the Illinois country newly opened i. I suspect his primary goal was capital accumulation, and railroads would have been part of his thinking although surviving records are moot on that point in choosing a homestead. When that failed, he and others formed a paper railroad early in the s leading to a real railroad after the Civil War. His story is not unique and in it's broadest terms was quite common. I would think that at some point The two were well-established and feeding off each other by the time Manifest Destiny got its name and Asa Whitney proposed his transcontinental railroad And don't forget a couple of important technological precursors: When I was a kid, my dad who was a physician showed me one fascinating way to view stereographic images [a pair of pictures that simulate the distance between your two eyes ]. The examples we used were three-dimensional depictions of molecules, but it works with any stereo image. You cross your eyes while staring at a spot between the two images, then while still crossing, let your eyes relax a bit until a third image begins to emerge between the two. Your brain does the rest. Suddenly, there's a 3-D image which you can actually study while holding your eyes crossed. Uncrossing is a bit uncomfortable, but there's a trick to that too. You close your eyes for a couple of seconds while letting your eyes uncross eyes closed , only opening them in the uncrossed state. Building has proceeded simultaneously from the bay area and Sacramento to meet at the San Joaquin River. The first train crossed the bridge on September 8, Ogden was the president of both these lines in That would have made any similar celebration regarding the opening of the bridge somewhat superfluous. Ironically, whoever indexed the book seemed to want to keep this chapter a secret; it is not included among many references to the bridge. But the reason they provided the aid was that the location of the crossing had become controversial, and an alternate proposal was to cross at Bellevue to the south, which would have left Omaha at the end of a stub line. As Klein puts it, the question was resolved by putting the location 'up for auction,' and the combined financial assistance of the two cities was the determining factor. But it was the UP who built the bridge. Klein also includes some interesting photos of the bridge under construction, and also one photo of tracks across the river on the ice. Surprisingly, he seems not to have researched any story of whatever ceremonies may have accompanied the opening. But he does tell a somewhat surprising tale of how the bridge was grossly underutilized in its first years. A stalemate occurred as to whether the transfers of passengers and freight would be at Omaha or Council Bluffs. The eastern roads wanted the UP to pick up on their side, the UP wanted the eastern roads to cross the bridge. The UP was under pressure from the City of Omaha, which refused to make good on its pledge of bonds and real estate unless Omaha were made the transfer point. The "compromise" was the "infamous" Omaha Bridge Transfer. Westbound freight and passengers were unloaded in Council Bluffs and run over the bridge in dummy trains to the 20th Street Depot in Omaha, where put aboard another train. The Transfer was treated as a branch with its accounts kept separate from the railroad. By this ingenious method the bridge became not a boon to faster schedules but an obstacle requiring the same number of transfers as the old ferry. The river had been conquered but not the old habit of bumbling policy. It sounds as if car interchange may not have been all that common in those days. While the Utah site is the place where the rails of the Union Pacific and Central Pacific Railroads met, the actual completion of the transcontinental line didn't occur until August 15, in Strasburg, Colorado. At this site on August 15, , the last spike was driven into the first continuous transcontinental railroad. The completion of railroad bridges over the Missouri and Mississippi Rivers allowed all rail transport over this route. An unpretentious white monument marks the spot which is named for a nearby creek crossed by the railroad. I'm not even sure of the railroad completed on that date, but I suspect it was either the Union Pacific Eastern Division or the Kansas Pacific. The location was some feet east of the station at Comanche, Colorado now Strasburg. The reason that this 'qualifies' is that those tracks connected eastward across the Chanute bridge at Kansas City opened July 3 , while the Missouri River bridge at Omaha was not opened until March I believe that cars were run across the ice before that at Omaha. Was there a car ferry? I presume the railroad across the Chanute bridge connected to Chicago across the Rock Island bridge across the Mississippi opened , but I don't know this for a fact. Just for reference, the Eads Bridge at St. Louis opened July Further I argue that most traffic did not travel via the Kansas route but instead traveled via Omaha, so certainly the railroads considered that the through route after If we are arguing that only solid rail connections count, then I observe that between and about the Southern Pacific routed much most? I walked 10000 miles to see you

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  1. The Transfer was treated as a branch with its accounts kept separate from the railroad. The Navajo were granted 3.

  2. He too prepared his map for potential road building. This bending is possible with 's iron rail which is malleable later steel rail was brittle and would break instead of bending. What was the standard number of ties per rail?

  3. The levers are over a tie and likely were hooked and driven under or into the tie similar to a hay fork or an ice tong. It required some inducement to get them to return and complete the job. Who went which way depended upon point of origin and point of destination- -and what ignorance of topography any particular traveler subscribed to.

  4. Pressure is applied by the lever and the rail bending occurs when the rail is struck by a heavy hammer. This was the route surveyed by Edward G.

  5. Asa Whitney [first] submitted his plan for a Pacific railroad to Congress through his representatives in January Put it on when you get up in the morning and wear it until bed time.

  6. You could say that the UPRR won because today it is the surviving company which owns the assets that comprised the CPRR at the completion of the first transcontinental railroad. The march was one that was very difficult and pushed many Navajos to their breaking point, including death. It is very difficult to asign motive to anyone, but I am convinced that there was essentially no interest in western expansion at the time of the Louisiana Purchase.

  7. What was the standard rail length used by the CPRR? In the light, however, ivy leaves can appear whitish AND black, depending on which is in the sunlight. And it is likely Judah did not realize the extent of the problems caused by snow, and thus did not make it a consideration in his decision making process.

  8. The business they did secure was bound for Idaho. Engineers spoke of practicality, but but the ultimate measure of practicality was money. Certainly the second summit Dog Valley around Crystal Peak would have been much less of an obstacle than that the second summit on the Placerville Route.

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