Railroad industry news about: hybrid battery-electric locomotives, Union Pacific Railroad, ZTR, Beth Whited, Sam Hassan, &quot;mother-slug&quot; . From the editors of Progressive Railroading Magazine

Rail News - Union Pacific to begin testing new hybrid locomotive. For Railroad Career Professionals

Years after several Lafayette business owners filed a lawsuit against Union Pacific Railroad Company over allegations of water contamination, the case heads to appeal

8 years later, lawsuit against railroad company heads to appeal

Nordea Investment Management AB grew its stake in Union Pacific Co. (NYSE:UNP – Free Report) by 46.9% during the fourth quarter, according to its most recent 13F filing with the SEC. The firm owned 87,905 shares of the railroad operator’s stock after acquiring an additional 28,052 shares ...

Nordea Investment Management AB Raises Stock Position in Union Pacific Co. (NYSE:UNP) - Defense World

MarketWatch provides the latest stock market, financial and business news. Get stock market quotes, personal finance advice, company news and more.

Union Pacific Corp. stock rises Wednesday, outperforms market

OMAHA –– Union Pacific made history on Jan. 6, 2024, when we became the first Class I railroad to modernize the “big three” core operating platforms: Positive Train Control (PTC), Computer-Aided Dispatch (CADx) and Transportation Management (NetControl).

NetControl Positions Union Pacific as Technology Trailblazer - Railway Track and Structures

Like many of his neighbors, Israel Banks is tired and fed up with what&#x27;s happening just feet away from his backyard.&quot;We&#x27;ve had them come back here,&quot; said Banks.

Portland neighbors frustrated with rail company as trash along the tracks festers

The railroads say they are deploying more intermodal railcars to Los Angeles-Long Beach and adjusting their operations so marine terminals can clear out rail containers and reduce dwell times following strong import volumes early this year.

BNSF, UP working through rail container backlogs in Southern California | Journal of Commerce

Union Pacific Corp. stock rises Monday, still underperforms market

Union Pacific made history on Jan. 6, 2024, when we became the first Class I railroad to modernize the “big three” core operating platforms: Positive Train Control (PTC), Computer-Aided Dispatch (CADx) and Transportation Management (NetControl).

NetControl Positions Union Pacific as Technology Trailblazer - Railway Age

President Beth Whited — the first female to serve as president in Union Pacific Railroads’s 161-year history — was honored in Marshall on Feb. 28, with day named in her

Union Pacific Railroad's first female president honored in Marshall | Lifestyles | marshallnewsmessenger.com

Union Pacific

unionpacific

Imagine an industry that has seen little innovation since the Civil War. It may seem unbelievable, but the United States railroad infrastructure is still the same as it was back in the original era. Taking on the industry to improve and plan for the future is Evertrak -- ready for a railroad infrastructure revolution. The company's mission is bold: replace traditional wooden railroad ties with cutting-edge, sustainable alternatives made from recycled plastics. Evertrak is addressing environmental concerns and industry challenges head-on. \Tim Noonan, CEO of Evertrak, doesn’t mince words: “It’s 2024!” he emphasizes. “We can do better. We must do better.” His vision of “the railroads of our Nation rolling on ties made from recycled plastics” isn’t just about sustainability—it’s about transforming an industry stuck in the past and solving real problems. Evertrak's journey began with a revolutionary idea: What if the plastic waste choking our planet could become the foundation of our transportation infrastructure? The team realized the industry needed more than just a new product—it needed a paradigm shift. “Our insight was that the industry needed a tie that was as strong as wood, not as cheap as wood,” Noonan explains. “We’re not offering a band-aid. We’re providing a solution for a real problem in the industry.” Addressing Industry Challenges Safety and efficiency are paramount in the railroad industry. With the adoption of Precision Schedule Railroading (PSR), which focuses on moving individual cars rather than waiting for long trains to be built, uptime has become more critical than ever. Evertrak’s ties directly address this need and offer a redefinition of what’s possible in railroad operations. “Using our tie, railroads won't have to replace ties in high decay zones every 8-12 years,” says Noonan. “This means better uptime for PSR and lower total cost of ownership.” Sustainability Impact Experts suggest only 9% of plastic waste is effectively recycled globally. And industry estimates for North America alone suggest 20 million wooden railroad ties are replaced annually—equivalent to approximately 6 million trees. As Noonan mentioned, with an average lifespan of around a decade (reduced to just 5 years in high-rot regions), the environmental impact of current railroad practices is significant and the environmental benefits of Evertrak's ties are clear. By using recycled plastics, Evertrak not only diverts hundreds of thousands of pounds of waste from landfills but also prevents deforestation and avoids the CO2 produced when traditional ties are incinerated or landfilled at the end of their life. “This is just the beginning,” Noonan promises, explaining that the industry replaces more millions of wood ties a year. For Noonan and Evertrak, it’s about securing a livable planet for future generations. “Imagine that many trees saved. Imagine millions of pounds of plastic put to better use and removed from our landfills and oceans. Every tie we produce is a blow against deforestation and plastic pollution.” Union Pacific’s commitment to alternative railroad ties strikes Noonan as a resounding endorsement of this important industry shift, and the CEO sees it as a rallying cry: “UP is the de facto leader of the railroad industry. Their measured implementation of our ties builds trust and confidence for others. I think the message is: It’s time to get on board.” Industry Veterans Signal Transformation One of the most promising signs of Evertrak’s potential to revolutionize the railroad industry is the company’s ability to attract respected executives who have historically been on the wood tie side of the business. “Yes, it really signals disruption in the industry,” Noonan explains. “These executives understand that the Class 1 railroads do not have alternatives when it comes to ties. They understand the business practices and products that keep things going between big creosote and the railroads.” This insider knowledge is proving invaluable as Evertrak seeks to transform the industry. With the never-ending rise of single-use plastic and the detrimental impact of deforestation, Noonan believes there's room for improvement. “We can do better,” he asserts. “I've been speaking with a number of industry veterans who believe that the time is right for transformation.” The involvement of these industry veterans not only lends credibility to Evertrak’s mission but also suggests that the railroad industry as a whole might be gearing up for a significant shift towards more sustainable practices. Future of Sustainable Infrastructure in Railroads Evertrak’s highest priority is continuing to build trust with Class 1 customers, bringing awareness to one of America’s oldest industries—some of the first tracks were laid nearly 200 years ago—so they have the resources and support to join the modern era. The company’s goals are ambitious: save millions of trees, drastically reduce plastic buildup, and do it all now. Evertrak’s approach is collaborative, empowering the customer to dictate success through communication and keeping commitments. “We have 7 years of proven results,” Noonan says. “And that includes never missing a delivery timeline. To date, we’ve installed over 100,000 composite ties with zero claims.” For other companies looking to innovate with sustainable materials, Noonan offers this advice: “Identify a pain point and make that pain go away for the customer. Your customer doesn’t care that the product is made from sustainable material; they want their problem to go away. Deliver the business case, and the case for sustainability comes along to close the deal.” As the railroad industry grapples with the need for more sustainable practices, companies like Evertrak are proving that environmental responsibility and business efficiency can go hand in hand. By addressing real industry pain points with innovative, sustainable solutions, Evertrak is helping to lay the tracks for a sustainable future in transportation infrastructure. The implications of this shift are far-reaching, potentially influencing other sectors of the transportation industry. As Noonan puts it, "If a pain point in the business can be solved through a sustainable solution, I believe the industry can have the business case and the benefit of sustainability without a tradeoff." With industry leaders like Union Pacific embracing these innovations, it's clear that the future of railroad infrastructure isn’t about maintaining the status quo—it’s about revolutionizing it for a more sustainable, efficient tomorrow. In Noonan’s words, “It’s time for the railroad industry to declare its independence from wood ties and creosote. Join us in this revolution! We’re not just making ties—we’re making history.” Imagine an industry that has seen little innovation since the Civil War. It may seem unbelievable, but the United States railroad infrastructure is still the same as it was back in the original era. Taking on the industry to improve and plan for the future is Evertrak -- ready for a railroad infrastructure revolution. The company's mission is bold: replace traditional wooden railroad ties with cutting-edge, sustainable alternatives made from recycled plastics. Evertrak is addressing environmental concerns and industry challenges head-on. Evertrak Evertrak \Tim Noonan, CEO of Evertrak, doesn’t mince words: “It’s 2024!” he emphasizes. “We can do better. We must do better.” His vision of “the railroads of our Nation rolling on ties made from recycled plastics” isn’t just about sustainability—it’s about transforming an industry stuck in the past and solving real problems. “It’s 2024!” he emphasizes. “We can do better. We must do better.” His vision of “the railroads of our Nation rolling on ties made from recycled plastics” isn’t just about sustainability—it’s about transforming an industry stuck in the past and solving real problems. must sustainability—it’s about transforming an industry stuck in the past and solving real problems. Evertrak's journey began with a revolutionary idea: What if the plastic waste choking our planet could become the foundation of our transportation infrastructure? The team realized the industry needed more than just a new product—it needed a paradigm shift. “Our insight was that the industry needed a tie that was as strong as wood, not as cheap as wood,” Noonan explains. “We’re not offering a band-aid. We’re providing a solution for a real problem in the industry.” Addressing Industry Challenges Addressing Industry Challenges Safety and efficiency are paramount in the railroad industry. With the adoption of Precision Schedule Railroading (PSR), which focuses on moving individual cars rather than waiting for long trains to be built, uptime has become more critical than ever. Evertrak’s ties directly address this need and offer a redefinition of what’s possible in railroad operations. “Using our tie, railroads won't have to replace ties in high decay zones every 8-12 years,” says Noonan. “This means better uptime for PSR and lower total cost of ownership.” Sustainability Impact Sustainability Impact Experts suggest only 9% of plastic waste is effectively recycled globally. And industry estimates for North America alone suggest 20 million wooden railroad ties are replaced annually—equivalent to approximately 6 million trees. As Noonan mentioned, with an average lifespan of around a decade (reduced to just 5 years in high-rot regions), the environmental impact of current railroad practices is significant and the environmental benefits of Evertrak's ties are clear. only 9% only 9% By using recycled plastics, Evertrak not only diverts hundreds of thousands of pounds of waste from landfills but also prevents deforestation and avoids the CO2 produced when traditional ties are incinerated or landfilled at the end of their life. “This is just the beginning,” Noonan promises, explaining that the industry replaces more millions of wood ties a year. For Noonan and Evertrak, it’s about securing a livable planet for future generations. “Imagine that many trees saved. Imagine millions of pounds of plastic put to better use and removed from our landfills and oceans. Every tie we produce is a blow against deforestation and plastic pollution.” that millions Union Pacific’s commitment to alternative railroad ties strikes Noonan as a resounding endorsement of this important industry shift, and the CEO sees it as a rallying cry: “UP is the de facto leader of the railroad industry. Their measured implementation of our ties builds trust and confidence for others. I think the message is: It’s time to get on board.” Industry Veterans Signal Transformation One of the most promising signs of Evertrak’s potential to revolutionize the railroad industry is the company’s ability to attract respected executives who have historically been on the wood tie side of the business. “Yes, it really signals disruption in the industry,” Noonan explains. “These executives understand that the Class 1 railroads do not have alternatives when it comes to ties. They understand the business practices and products that keep things going between big creosote and the railroads.” “Yes, it really signals disruption in the industry,” Noonan explains. “These executives understand that the Class 1 railroads do not have alternatives when it comes to ties. They understand the business practices and products that keep things going between big creosote and the railroads.” This insider knowledge is proving invaluable as Evertrak seeks to transform the industry. With the never-ending rise of single-use plastic and the detrimental impact of deforestation, Noonan believes there's room for improvement. “We can do better,” he asserts. “I've been speaking with a number of industry veterans who believe that the time is right for transformation.” The involvement of these industry veterans not only lends credibility to Evertrak’s mission but also suggests that the railroad industry as a whole might be gearing up for a significant shift towards more sustainable practices. Future of Sustainable Infrastructure in Railroads Evertrak’s highest priority is continuing to build trust with Class 1 customers, bringing awareness to one of America’s oldest industries—some of the first tracks were laid nearly 200 years ago—so they have the resources and support to join the modern era. The company’s goals are ambitious: save millions of trees, drastically reduce plastic buildup, and do it all now. Evertrak’s approach is collaborative, empowering the customer to dictate success through communication and keeping commitments. “We have 7 years of proven results,” Noonan says. “And that includes never missing a delivery timeline. To date, we’ve installed over 100,000 composite ties with zero claims.” zero For other companies looking to innovate with sustainable materials, Noonan offers this advice: “Identify a pain point and make that pain go away for the customer. Your customer doesn’t care that the product is made from sustainable material; they want their problem to go away. Deliver the business case, and the case for sustainability comes along to close the deal.” As the railroad industry grapples with the need for more sustainable practices, companies like Evertrak are proving that environmental responsibility and business efficiency can go hand in hand. By addressing real industry pain points with innovative, sustainable solutions, Evertrak is helping to lay the tracks for a sustainable future in transportation infrastructure. The implications of this shift are far-reaching, potentially influencing other sectors of the transportation industry. As Noonan puts it, "If a pain point in the business can be solved through a sustainable solution, I believe the industry can have the business case and the benefit of sustainability without a tradeoff." With industry leaders like Union Pacific embracing these innovations, it's clear that the future of railroad infrastructure isn’t about maintaining the status quo—it’s about revolutionizing it for a more sustainable, efficient tomorrow. In Noonan’s words, “It’s time for the railroad industry to declare its independence from wood ties and creosote. Join us in this revolution! We’re not just making ties—we’re making history.”

Railroad Infrastructure: How Evertrak is Leading the Way with Sustainable Materials

THE CORPORATION

Around the World in Eighty Days by Jules Verne, is part of the HackerNoon Books Series. You can jump to any chapter in this book . IN WHICH CERTAIN INCIDENTS ARE NARRATED WHICH ARE ONLY TO BE MET WITH ON AMERICAN RAILROADS here CHAPTER XXIX. IN WHICH CERTAIN INCIDENTS ARE NARRATED WHICH ARE ONLY TO BE MET WITH ON AMERICAN RAILROADS The train pursued its course, that evening, without interruption, passing Fort Saunders, crossing Cheyne Pass, and reaching Evans Pass. The road here attained the highest elevation of the journey, eight thousand and ninety-two feet above the level of the sea. The travellers had now only to descend to the Atlantic by limitless plains, levelled by nature. A branch of the “grand trunk” led off southward to Denver, the capital of Colorado. The country round about is rich in gold and silver, and more than fifty thousand inhabitants are already settled there. Thirteen hundred and eighty-two miles had been passed over from San Francisco, in three days and three nights; four days and nights more would probably bring them to New York. Phileas Fogg was not as yet behind-hand. During the night Camp Walbach was passed on the left; Lodge Pole Creek ran parallel with the road, marking the boundary between the territories of Wyoming and Colorado. They entered Nebraska at eleven, passed near Sedgwick, and touched at Julesburg, on the southern branch of the Platte River. It was here that the Union Pacific Railroad was inaugurated on the 23rd of October, 1867, by the chief engineer, General Dodge. Two powerful locomotives, carrying nine cars of invited guests, amongst whom was Thomas C. Durant, vice-president of the road, stopped at this point; cheers were given, the Sioux and Pawnees performed an imitation Indian battle, fireworks were let off, and the first number of the was printed by a press brought on the train. Thus was celebrated the inauguration of this great railroad, a mighty instrument of progress and civilisation, thrown across the desert, and destined to link together cities and towns which do not yet exist. The whistle of the locomotive, more powerful than Amphion’s lyre, was about to bid them rise from American soil. Railway Pioneer Fort McPherson was left behind at eight in the morning, and three hundred and fifty-seven miles had yet to be traversed before reaching Omaha. The road followed the capricious windings of the southern branch of the Platte River, on its left bank. At nine the train stopped at the important town of North Platte, built between the two arms of the river, which rejoin each other around it and form a single artery, a large tributary, whose waters empty into the Missouri a little above Omaha. The one hundred and first meridian was passed. Mr. Fogg and his partners had resumed their game; no one—not even the dummy—complained of the length of the trip. Fix had begun by winning several guineas, which he seemed likely to lose; but he showed himself a not less eager whist-player than Mr. Fogg. During the morning, chance distinctly favoured that gentleman. Trumps and honours were showered upon his hands. Once, having resolved on a bold stroke, he was on the point of playing a spade, when a voice behind him said, “I should play a diamond.” Mr. Fogg, Aouda, and Fix raised their heads, and beheld Colonel Proctor. Stamp Proctor and Phileas Fogg recognised each other at once. “Ah! it’s you, is it, Englishman?” cried the colonel; “it’s you who are going to play a spade!” “And who plays it,” replied Phileas Fogg coolly, throwing down the ten of spades. “Well, it pleases me to have it diamonds,” replied Colonel Proctor, in an insolent tone. He made a movement as if to seize the card which had just been played, adding, “You don’t understand anything about whist.” “Perhaps I do, as well as another,” said Phileas Fogg, rising. “You have only to try, son of John Bull,” replied the colonel. Aouda turned pale, and her blood ran cold. She seized Mr. Fogg’s arm and gently pulled him back. Passepartout was ready to pounce upon the American, who was staring insolently at his opponent. But Fix got up, and, going to Colonel Proctor said, “You forget that it is I with whom you have to deal, sir; for it was I whom you not only insulted, but struck!” “Mr. Fix,” said Mr. Fogg, “pardon me, but this affair is mine, and mine only. The colonel has again insulted me, by insisting that I should not play a spade, and he shall give me satisfaction for it.” “When and where you will,” replied the American, “and with whatever weapon you choose.” Aouda in vain attempted to retain Mr. Fogg; as vainly did the detective endeavour to make the quarrel his. Passepartout wished to throw the colonel out of the window, but a sign from his master checked him. Phileas Fogg left the car, and the American followed him upon the platform. “Sir,” said Mr. Fogg to his adversary, “I am in a great hurry to get back to Europe, and any delay whatever will be greatly to my disadvantage.” “Well, what’s that to me?” replied Colonel Proctor. “Sir,” said Mr. Fogg, very politely, “after our meeting at San Francisco, I determined to return to America and find you as soon as I had completed the business which called me to England.” “Really!” “Will you appoint a meeting for six months hence?” “Why not ten years hence?” “I say six months,” returned Phileas Fogg; “and I shall be at the place of meeting promptly.” “All this is an evasion,” cried Stamp Proctor. “Now or never!” “Very good. You are going to New York?” “No.” “To Chicago?” “No.” “To Omaha?” “What difference is it to you? Do you know Plum Creek?” “No,” replied Mr. Fogg. “It’s the next station. The train will be there in an hour, and will stop there ten minutes. In ten minutes several revolver-shots could be exchanged.” “Very well,” said Mr. Fogg. “I will stop at Plum Creek.” “And I guess you’ll stay there too,” added the American insolently. “Who knows?” replied Mr. Fogg, returning to the car as coolly as usual. He began to reassure Aouda, telling her that blusterers were never to be feared, and begged Fix to be his second at the approaching duel, a request which the detective could not refuse. Mr. Fogg resumed the interrupted game with perfect calmness. At eleven o’clock the locomotive’s whistle announced that they were approaching Plum Creek station. Mr. Fogg rose, and, followed by Fix, went out upon the platform. Passepartout accompanied him, carrying a pair of revolvers. Aouda remained in the car, as pale as death. The door of the next car opened, and Colonel Proctor appeared on the platform, attended by a Yankee of his own stamp as his second. But just as the combatants were about to step from the train, the conductor hurried up, and shouted, “You can’t get off, gentlemen!” “Why not?” asked the colonel. “We are twenty minutes late, and we shall not stop.” “But I am going to fight a duel with this gentleman.” “I am sorry,” said the conductor; “but we shall be off at once. There’s the bell ringing now.” The train started. “I’m really very sorry, gentlemen,” said the conductor. “Under any other circumstances I should have been happy to oblige you. But, after all, as you have not had time to fight here, why not fight as we go along?” “That wouldn’t be convenient, perhaps, for this gentleman,” said the colonel, in a jeering tone. “It would be perfectly so,” replied Phileas Fogg. “Well, we are really in America,” thought Passepartout, “and the conductor is a gentleman of the first order!” So muttering, he followed his master. The two combatants, their seconds, and the conductor passed through the cars to the rear of the train. The last car was only occupied by a dozen passengers, whom the conductor politely asked if they would not be so kind as to leave it vacant for a few moments, as two gentlemen had an affair of honour to settle. The passengers granted the request with alacrity, and straightway disappeared on the platform. The car, which was some fifty feet long, was very convenient for their purpose. The adversaries might march on each other in the aisle, and fire at their ease. Never was duel more easily arranged. Mr. Fogg and Colonel Proctor, each provided with two six-barrelled revolvers, entered the car. The seconds, remaining outside, shut them in. They were to begin firing at the first whistle of the locomotive. After an interval of two minutes, what remained of the two gentlemen would be taken from the car. Nothing could be more simple. Indeed, it was all so simple that Fix and Passepartout felt their hearts beating as if they would crack. They were listening for the whistle agreed upon, when suddenly savage cries resounded in the air, accompanied by reports which certainly did not issue from the car where the duellists were. The reports continued in front and the whole length of the train. Cries of terror proceeded from the interior of the cars. Colonel Proctor and Mr. Fogg, revolvers in hand, hastily quitted their prison, and rushed forward where the noise was most clamorous. They then perceived that the train was attacked by a band of Sioux. This was not the first attempt of these daring Indians, for more than once they had waylaid trains on the road. A hundred of them had, according to their habit, jumped upon the steps without stopping the train, with the ease of a clown mounting a horse at full gallop. The Sioux were armed with guns, from which came the reports, to which the passengers, who were almost all armed, responded by revolver-shots. The Indians had first mounted the engine, and half stunned the engineer and stoker with blows from their muskets. A Sioux chief, wishing to stop the train, but not knowing how to work the regulator, had opened wide instead of closing the steam-valve, and the locomotive was plunging forward with terrific velocity. The Sioux had at the same time invaded the cars, skipping like enraged monkeys over the roofs, thrusting open the doors, and fighting hand to hand with the passengers. Penetrating the baggage-car, they pillaged it, throwing the trunks out of the train. The cries and shots were constant. The travellers defended themselves bravely; some of the cars were barricaded, and sustained a siege, like moving forts, carried along at a speed of a hundred miles an hour. Aouda behaved courageously from the first. She defended herself like a true heroine with a revolver, which she shot through the broken windows whenever a savage made his appearance. Twenty Sioux had fallen mortally wounded to the ground, and the wheels crushed those who fell upon the rails as if they had been worms. Several passengers, shot or stunned, lay on the seats. It was necessary to put an end to the struggle, which had lasted for ten minutes, and which would result in the triumph of the Sioux if the train was not stopped. Fort Kearney station, where there was a garrison, was only two miles distant; but, that once passed, the Sioux would be masters of the train between Fort Kearney and the station beyond. The conductor was fighting beside Mr. Fogg, when he was shot and fell. At the same moment he cried, “Unless the train is stopped in five minutes, we are lost!” “It shall be stopped,” said Phileas Fogg, preparing to rush from the car. “Stay, monsieur,” cried Passepartout; “I will go.” Mr. Fogg had not time to stop the brave fellow, who, opening a door unperceived by the Indians, succeeded in slipping under the car; and while the struggle continued and the balls whizzed across each other over his head, he made use of his old acrobatic experience, and with amazing agility worked his way under the cars, holding on to the chains, aiding himself by the brakes and edges of the sashes, creeping from one car to another with marvellous skill, and thus gaining the forward end of the train. There, suspended by one hand between the baggage-car and the tender, with the other he loosened the safety chains; but, owing to the traction, he would never have succeeded in unscrewing the yoking-bar, had not a violent concussion jolted this bar out. The train, now detached from the engine, remained a little behind, whilst the locomotive rushed forward with increased speed. Carried on by the force already acquired, the train still moved for several minutes; but the brakes were worked and at last they stopped, less than a hundred feet from Kearney station. The soldiers of the fort, attracted by the shots, hurried up; the Sioux had not expected them, and decamped in a body before the train entirely stopped. But when the passengers counted each other on the station platform several were found missing; among others the courageous Frenchman, whose devotion had just saved them. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Jules Verne (1994). Around the World in Eighty Days. Urbana, Illinois: Project Gutenberg. Retrieved October 2022 https://www.gutenberg.org/files/103/103-h/103-h.htm This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

IN WHICH CERTAIN INCIDENTS ARE NARRATED WHICH ARE ONLY TO BE MET WITH ON AMERICAN RAILROADS

Around the World in Eighty Days by Jules Verne, is part of the HackerNoon Books Series. You can jump to any chapter in this book . IN WHICH PHILEAS FOGG AND PARTY TRAVEL BY THE PACIFIC RAILROAD here CHAPTER XXVI. IN WHICH PHILEAS FOGG AND PARTY TRAVEL BY THE PACIFIC RAILROAD “From ocean to ocean”—so say the Americans; and these four words compose the general designation of the “great trunk line” which crosses the entire width of the United States. The Pacific Railroad is, however, really divided into two distinct lines: the Central Pacific, between San Francisco and Ogden, and the Union Pacific, between Ogden and Omaha. Five main lines connect Omaha with New York. New York and San Francisco are thus united by an uninterrupted metal ribbon, which measures no less than three thousand seven hundred and eighty-six miles. Between Omaha and the Pacific the railway crosses a territory which is still infested by Indians and wild beasts, and a large tract which the Mormons, after they were driven from Illinois in 1845, began to colonise. The journey from New York to San Francisco consumed, formerly, under the most favourable conditions, at least six months. It is now accomplished in seven days. It was in 1862 that, in spite of the Southern Members of Congress, who wished a more southerly route, it was decided to lay the road between the forty-first and forty-second parallels. President Lincoln himself fixed the end of the line at Omaha, in Nebraska. The work was at once commenced, and pursued with true American energy; nor did the rapidity with which it went on injuriously affect its good execution. The road grew, on the prairies, a mile and a half a day. A locomotive, running on the rails laid down the evening before, brought the rails to be laid on the morrow, and advanced upon them as fast as they were put in position. The Pacific Railroad is joined by several branches in Iowa, Kansas, Colorado, and Oregon. On leaving Omaha, it passes along the left bank of the Platte River as far as the junction of its northern branch, follows its southern branch, crosses the Laramie territory and the Wahsatch Mountains, turns the Great Salt Lake, and reaches Salt Lake City, the Mormon capital, plunges into the Tuilla Valley, across the American Desert, Cedar and Humboldt Mountains, the Sierra Nevada, and descends, Sacramento, to the Pacific—its grade, even on the Rocky Mountains, never exceeding one hundred and twelve feet to the mile. viâ Such was the road to be traversed in seven days, which would enable Phileas Fogg—at least, so he hoped—to take the Atlantic steamer at New York on the 11th for Liverpool. The car which he occupied was a sort of long omnibus on eight wheels, and with no compartments in the interior. It was supplied with two rows of seats, perpendicular to the direction of the train on either side of an aisle which conducted to the front and rear platforms. These platforms were found throughout the train, and the passengers were able to pass from one end of the train to the other. It was supplied with saloon cars, balcony cars, restaurants, and smoking-cars; theatre cars alone were wanting, and they will have these some day. Book and news dealers, sellers of edibles, drinkables, and cigars, who seemed to have plenty of customers, were continually circulating in the aisles. The train left Oakland station at six o’clock. It was already night, cold and cheerless, the heavens being overcast with clouds which seemed to threaten snow. The train did not proceed rapidly; counting the stoppages, it did not run more than twenty miles an hour, which was a sufficient speed, however, to enable it to reach Omaha within its designated time. There was but little conversation in the car, and soon many of the passengers were overcome with sleep. Passepartout found himself beside the detective; but he did not talk to him. After recent events, their relations with each other had grown somewhat cold; there could no longer be mutual sympathy or intimacy between them. Fix’s manner had not changed; but Passepartout was very reserved, and ready to strangle his former friend on the slightest provocation. Snow began to fall an hour after they started, a fine snow, however, which happily could not obstruct the train; nothing could be seen from the windows but a vast, white sheet, against which the smoke of the locomotive had a greyish aspect. At eight o’clock a steward entered the car and announced that the time for going to bed had arrived; and in a few minutes the car was transformed into a dormitory. The backs of the seats were thrown back, bedsteads carefully packed were rolled out by an ingenious system, berths were suddenly improvised, and each traveller had soon at his disposition a comfortable bed, protected from curious eyes by thick curtains. The sheets were clean and the pillows soft. It only remained to go to bed and sleep which everybody did—while the train sped on across the State of California. The country between San Francisco and Sacramento is not very hilly. The Central Pacific, taking Sacramento for its starting-point, extends eastward to meet the road from Omaha. The line from San Francisco to Sacramento runs in a north-easterly direction, along the American River, which empties into San Pablo Bay. The one hundred and twenty miles between these cities were accomplished in six hours, and towards midnight, while fast asleep, the travellers passed through Sacramento; so that they saw nothing of that important place, the seat of the State government, with its fine quays, its broad streets, its noble hotels, squares, and churches. The train, on leaving Sacramento, and passing the junction, Roclin, Auburn, and Colfax, entered the range of the Sierra Nevada. ’Cisco was reached at seven in the morning; and an hour later the dormitory was transformed into an ordinary car, and the travellers could observe the picturesque beauties of the mountain region through which they were steaming. The railway track wound in and out among the passes, now approaching the mountain-sides, now suspended over precipices, avoiding abrupt angles by bold curves, plunging into narrow defiles, which seemed to have no outlet. The locomotive, its great funnel emitting a weird light, with its sharp bell, and its cow-catcher extended like a spur, mingled its shrieks and bellowings with the noise of torrents and cascades, and twined its smoke among the branches of the gigantic pines. There were few or no bridges or tunnels on the route. The railway turned around the sides of the mountains, and did not attempt to violate nature by taking the shortest cut from one point to another. The train entered the State of Nevada through the Carson Valley about nine o’clock, going always northeasterly; and at midday reached Reno, where there was a delay of twenty minutes for breakfast. From this point the road, running along Humboldt River, passed northward for several miles by its banks; then it turned eastward, and kept by the river until it reached the Humboldt Range, nearly at the extreme eastern limit of Nevada. Having breakfasted, Mr. Fogg and his companions resumed their places in the car, and observed the varied landscape which unfolded itself as they passed along the vast prairies, the mountains lining the horizon, and the creeks, with their frothy, foaming streams. Sometimes a great herd of buffaloes, massing together in the distance, seemed like a moveable dam. These innumerable multitudes of ruminating beasts often form an insurmountable obstacle to the passage of the trains; thousands of them have been seen passing over the track for hours together, in compact ranks. The locomotive is then forced to stop and wait till the road is once more clear. This happened, indeed, to the train in which Mr. Fogg was travelling. About twelve o’clock a troop of ten or twelve thousand head of buffalo encumbered the track. The locomotive, slackening its speed, tried to clear the way with its cow-catcher; but the mass of animals was too great. The buffaloes marched along with a tranquil gait, uttering now and then deafening bellowings. There was no use of interrupting them, for, having taken a particular direction, nothing can moderate and change their course; it is a torrent of living flesh which no dam could contain. The travellers gazed on this curious spectacle from the platforms; but Phileas Fogg, who had the most reason of all to be in a hurry, remained in his seat, and waited philosophically until it should please the buffaloes to get out of the way. Passepartout was furious at the delay they occasioned, and longed to discharge his arsenal of revolvers upon them. “What a country!” cried he. “Mere cattle stop the trains, and go by in a procession, just as if they were not impeding travel! Parbleu! I should like to know if Mr. Fogg foresaw mishap in his programme! And here’s an engineer who doesn’t dare to run the locomotive into this herd of beasts!” this The engineer did not try to overcome the obstacle, and he was wise. He would have crushed the first buffaloes, no doubt, with the cow-catcher; but the locomotive, however powerful, would soon have been checked, the train would inevitably have been thrown off the track, and would then have been helpless. The best course was to wait patiently, and regain the lost time by greater speed when the obstacle was removed. The procession of buffaloes lasted three full hours, and it was night before the track was clear. The last ranks of the herd were now passing over the rails, while the first had already disappeared below the southern horizon. It was eight o’clock when the train passed through the defiles of the Humboldt Range, and half-past nine when it penetrated Utah, the region of the Great Salt Lake, the singular colony of the Mormons. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Jules Verne (1994). Around the World in Eighty Days. Urbana, Illinois: Project Gutenberg. Retrieved October 2022 https://www.gutenberg.org/files/103/103-h/103-h.htm This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

IN WHICH PHILEAS FOGG AND PARTY TRAVEL BY THE PACIFIC RAILROAD

A curious truth: we get so hooked on imagining the future that we forget to look to the past for guidance. This article looks back in time at the history of the development of the railroad infrastructure that took place during the 19th century. Worldwide, railroads became the backbone of the Industrial Revolution and laid the early groundwork for our mobile, supply-chain dependent, modern quality of life. There are unique layers of history here that give us case studies for adapting to new technologies. As we grapple with advancements being built in cyberspace, from to Generative AI to burgeoning data science fields (just to name a few), understanding the extreme change the railroads brought can help us make sense of the extreme change we’re dealing with now. Bitcoin I’ll start by saying that it's impossible to understate the impact of the . Transcontinental Railroad Networks As we’ll see later in this article, railroad networks laid the transportation foundation for what would become the Industrial Revolution – an era that revolutionized virtually every aspect of human existence from production methods to social structures. Without this leap, it’s unlikely we’d enjoy the quality of life we currently do. Consider the steam engine, a key innovation that not only propelled factories and revolutionized transportation, but also served as the bedrock for today's intricate global supply chains. In a similar vein, the telegraph enabled near-instantaneous communication over vast distances, foreshadowing the intricate web of digital connectedness we have today. The Industrial Revolution signaled a new epoch of innovation, forging a path towards the impressive advancements and conveniences that now pervade our daily lives. If you’re a history of tech nerd like me, this story presents a wealth of intellectual intrigue. How the American Transcontinental Railroad happened The idea of a Transcontinental Railroad had been tossed around and debated for decades. There was just so much to disagree on. Who would pay for it?
Who would build it?
Where would it begin?
Where would it end? Notable proponents like and played a role in pushing the ball forward, publishing and revising formal proposals and planting the seeds in the minds of high-level politicians in Congress to take up the project. Asa Whitney Theodore Judah But it wasn’t until Abraham Lincoln to connect the country in the wake of a bloody Civil War that the project started to get taken seriously. saw it as an opportunity Other leaders felt that the timing was way off. Lincoln was pressing for the country’s most ambitious project to date in the midst of an expensive Civil War. But Lincoln was determined. In one of the most impactful pen stroked in U.S. history on July 1, 1862, Lincoln signed into existence two things: The Transcontinental Railroad itself A major player in the rail industry that’s still in operation today: Union Pacific In Lincoln’s mind, the project would solve a number of problems. It would give settlers a passage west that was safer and more dependable than stagecoach or by ship. It would support the growth of new communities on the frontier. And, perhaps most importantly, it would bring California and Oregon closer to the rest of the country. Complex policy and financing behind the granted the job of laying the railways to Central Pacific (who would build from west to east) and Union Pacific (who would build from east to west). Pacific Railway Act of 1862 The government paid the two companies with land grants, bonds, and cash to incentivize them to lay as much track as possible as fast as possible. After 6 years of non-stop sledgehammer swinging, dynamite explosions and highly-toxic nitroglycerin detonations, the ceremonial "Golden Spike” was drilled into the ground. Days later, the first passenger service began. Travel between New York City and San Francisco – previously a hazardous trek that took months to complete – now took less than one week. This vital new artery linking the American heartland to the bustling cities of the east set in motion a series of profound changes that would reverberate through every aspect of life. In essence, it irrevocably altered the American experience. Travel, shipping, commerce, settlement, agriculture, and infrastructure all expanded into the vast American west. The perils of the Oregon and California trails subsided considerably, making it feasible for ordinary citizens to venture westward and populate the "Great American Desert." Time zones became standardized. A lesser-known aspect of this tale is how the rail infrastructure served as a foundation for other burgeoning networks. Telegraph systems were constructed alongside the tracks, essentially piggybacking on the rail networks. Towns situated along the railways flourished into thriving trade hubs. Subsequent infrastructure emerged in the wake of the rail system, giving rise to networks that built upon it. The telegraph and, eventually, exemplify this layered progression. fiber laid by tech giants like Google And this was happening all over the world, not just in the United States. Fast forward three decades to 1891, when the Trans-Siberian Railway emerged, stretching from Moscow through the immense Siberian wilderness to Vladivostok on the Pacific coast. Addressing many of the same challenges faced in the United States, this railway upgraded Russia's transportation infrastructure, previously reliant on a hodgepodge of roads and waterways. Spanning the immense nation, this was Russia's most ambitious engineering feat at the time. A staggering 62,000 workers constructed railways across the country, with some sections witnessing up to 372 miles of track laid per day— a far cry from the Union Pacific Railroad's 40 miles in its initial six months. The fascinating tale of the Trans-Siberian Railway's conception and construction . can be found here What truly piques my interest, however, are the striking parallels between the two countries in terms of their impact on people and settlement. In Russia, pioneers journeyed eastward, while in the United States, they ventured west. In both cases, the promise of cheap land and a fresh start was enough for many to pack their bags, hop on the train, and never look back. These railways provided a respite from the widespread financial exclusion and deplorable living conditions in overcrowded cities. I won’t pretend the new rail networks didn’t come with their own set of difficult trade-offs. With new technology, the aim is to maximize the good and minimize the bad; and railroads managed to strike a reasonable balance. As with many technological breakthroughs in history, there were groups who staunchly opposed the development of railroads. The unmatched speed of trains, compared to horse-drawn carriages, initially stirred worries about potential health risks, such as respiratory issues, dizziness, and even the . bizarre notion of women's uteruses dislodging These apprehensions were eventually debunked as train travel gained popularity and people adapted to this novel mode of transportation. Individuals like English poet William Wordsworth were more justifiably concerned about the environmental consequences of railways. He contested their construction in England's picturesque Lake District, fearing the destruction of the landscape and the disruption of pastoral serenity. In 1844, Wordsworth in the sonnet "On the Projected Kendal and Windermere Railway." voiced his objections People initially feared rail travel due to steam engine safety concerns and accident potential. Early accidents, like the 1830 death of British Parliament Member , intensified these fears. However, as safety standards improved and accidents declined, public confidence increased. While concerns are valid, resisting technological progress to preserve the status quo is not beneficial. William Huskisson , a distinguished 19th-century civil engineer, championed canals and roads over railroads, arguing they were more cost-effective and efficient for transporting goods. He also expressed doubts about the safety of rail travel. Although not driven by financial motives, Telford's professional reputation, tied to canals and road infrastructure, may have influenced his perspective on railroads. This serves as a reminder that even experts can err when deeply rooted in a specific way of thinking. Thomas Telford History may not repeat itself, but it often echoes, as seen in the parallel developments of rail infrastructure and our contemporary digital infrastructure. This brings us to my central question in this article: What can we learn from the development of railroad infrastructure to guide the adoption of breakthrough technologies today? Open infrastructure is the key to change, as demonstrated by the construction of rail networks that people could willingly join or ignore. This required an open network that individuals could freely participate in. Technology has always been humanity's most significant socioeconomic driving force, distinguishing us from other species since the Stone Ages. We’re wise to not take these decisions lightly. Generations can often be defined by the technologies they introduce. Although new technologies can initially appear frightening and strange, the good ones eventually gain mainstream acceptance. Dismissing new technologies solely because they’re unfamiliar is counterproductive at best, destructive at worst. New networks give rise to new cultures. The rail networks opened up unprecedented opportunities, just as digital technology is doing today. The internet, for example, has created new lifestyles and opportunities for a generation of independent information workers who leverage our global digital infrastructure. Throughout history, each generation seems to face their own unique challenges in introducing new technologies. While ours grapples with the internet, , bitcoin, among a host of others on a list too long to name, previous generations wrestled with locomotives, railroads, and electricity. These technologies, once heavily debated, have now become deeply ingrained in society. Viewing history through the lens of "defining technologies" offers a fascinating perspective on human progress. AI Note: I know there are a ton of new technologies I’m not naming in this article, as I’m aware there are many. I stick with the ones I have the deepest understanding of, but that doesn’t mean they’re the only ones making great progress.

What the Transcontinental Railroads Teaches Us About Tech

ট্রান্সকন্টিনেন্টাল রেলপথ আমাদের প্রযুক্তি সম্পর্কে কী শিক্ষা দেয়

Was uns die Transcontinental Railroads über Technologie lehren

Lo que los ferrocarriles transcontinentales nos enseñan sobre tecnología

Ce que les chemins de fer transcontinentaux nous apprennent sur la technologie

तकनीक के बारे में अंतरमहाद्वीपीय रेलमार्ग हमें क्या सिखाता है

大陸横断鉄道がテクノロジーについて教えてくれること

대륙횡단철도가 우리에게 기술에 관해 가르쳐 주는 것

O que as ferrovias transcontinentais nos ensinam sobre tecnologia

Kıtalararası Demiryolları Bize Teknoloji Konusunda Ne Öğretiyor?

Đường sắt xuyên lục địa dạy chúng ta điều gì về công nghệ

横贯大陆的铁路教会了我们什么科技知识

Whether you’re a person or a business, you need to give to get. I am going to let Dale Carnegie do the talking on this one. Excerpt from by Dale Carnegie: How to Win Friends and Influence People What was the reason for Andrew Carnegie’s success? He was called the Steel King, yet he himself knew little about the manufacture of steel. He had hundreds of people working for him who knew far more about steel than he did. But he knew how to handle people, and that is what made him rich. Early in life, he showed a flair for organization, a genius for leadership. By the time he was ten, he too had discovered the astounding importance people place on their own name. And he used that discovery to win cooperation. To illustrate: When he was a boy back in Scotland, he got hold of a rabbit, a mother rabbit. Presto! He soon had a whole nest of little rabbits — and nothing to feed them. But he had a brilliant idea. He told the boys and girls in the neighborhood that if they would go out and pull enough clover and dandelions to feed the rabbits, he would name the bunnies in their honor. The plan worked like magic, and Carnegie never forgot it. Years later, he made millions by using the same psychology in business. For example, he wanted to sell steel rails to the Pennsylvania Railroad. J. Edgar Thomson was the president of the Pennsylvania Railroad then. So Andrew Carnegie built a huge steel mill in Pittsburgh and called it the “Edgar Thomson Steel Works.” Here is a riddle. See if you can guess it. When the Pennsylvania Railroad needed steel rails, where do you suppose J. Edgar Thomson bought them?.., From Sears, Roebuck? No. No. You’re wrong. Guess again. When Carnegie and George Pullman were battling each other for supremacy in the railroad sleeping-car business, the Steel King again remembered the lesson of the rabbits. The Central Transportation Company, which Andrew Carnegie controlled, was fighting with the company that Pullman owned. Both were struggling to get the sleeping-car business of the Union Pacific Railroad, bucking each other, slashing prices, and destroying all chance of profit. Both Carnegie and Pullman had gone to New York to see the board of directors of the Union Pacific. Meeting one evening in the St. Nicholas Hotel, Carnegie said: “Good evening, Mr. Pullman, aren’t we making a couple of fools of ourselves?” “What do you mean.?” Pullman demanded. Then Carnegie expressed what he had on his mind — a merger of their two interests. He pictured in glowing terms the mutual advantages of working with, instead of against, each other. Pullman listened attentively, but he was not wholly convinced. Finally, he asked, “What would you call the new company?” and Carnegie replied promptly: “Why, the Pullman Palace Car Company, of course.” Pullman’s face brightened. “Come into my room,” he said. “Let’s talk it over.” That talk made industrial history. This policy of remembering and honoring the names of his friends and business associates was one of the secrets of Andrew Carnegie’s leadership. He was proud of the fact that he could call many of his factory workers by their first names, and he boasted that while he was personally in charge, no strike ever disturbed his flaming steel mills. What This Story Can Teach Us Carnegie knew what so many of us don’t, which is you really don’t matter at all. People and businesses get so caught up in themselves, and they end up forgetting about the people who matter — everyone but themselves. We see this all the time on social media when brands talk about themselves constantly. No one wants to hear you talk about yourself day in and day out. If you ever want to get anything, you need to start giving everything. Here are a few ways you or your business can begin giving back online, just for the sake of giving. Slack Communities Quora Medium Twitter Chats Facebook Groups LinkedIn Groups Reddit Just sharing the things you know can be helpful to a lot of people. It doesn’t do anyone any good for you to keep all of your knowledge to yourself. Share, engage, and enlighten. Summary We are so accustomed to thinking what we do should always revolve around getting something. This logic is flawed for two key reasons. 1. In being a ‘good person,’ it should be your sole mission to improve the lives of others — not yourself. 2. Overall, people aren’t going to care about you. They are more concerned with things that involve them, so help them out by making everything about them. Start giving back and soon you will see new doors start to open. If you enjoyed this article, I would really appreciate it if you shared it, recommended it, or let me know in the comments! Also, if you’re interested in hearing more about what I’m working on, sign up to hear all about it ! here

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