The Chinese in America - Iris Chang [37]
The Central Pacific reacted swiftly and ruthlessly. An enraged Charles Crocker contacted employment agencies in an attempt to recruit ten thousand recently freed American blacks to replace the Chinese. He stopped payments to the Chinese and cut off the food supply, effectively starving them back to work. Because most of them could not speak English, could not find work elsewhere, and lacked transportation back to California, the strike lasted only a week. However, it did achieve a small victory, securing the Chinese a raise of two dollars a month. More important, by staging the largest Chinese strike of the nineteenth century, they demonstrated to their current and future employers that while they were willing and easily managed workers, if pushed hard enough they were able to organize to protect themselves, even in the face of daunting odds.
Later, the railroad management expressed admiration at the orderliness of the strike. “If there had been that number of whites in a strike, there would have been murder and drunkenness and disorder,” Crocker marveled. “But with the Chinese it was just like Sunday. These men stayed in their camps. They would come out and walk around, but not a word was said; nothing was done. No violence was perpetuated along the whole line.”
The Chinese were certainly capable, however, of violence. As the railroad neared completion, the Chinese encountered the Irish workers of the Union Pacific for the first time. When the two companies came within a hundred feet of each other, the Union Pacific Irish taunted the Chinese with catcalls and threw clods of dirt. When the Chinese ignored them, the Irish swung their picks at them, and to the astonishment of the whites, the Chinese fought back. The level of antagonism continued to rise. Several Chinese were wounded by blasting powder the whites had secretly planted near their side. Several days later, a mysterious explosion killed several Irish workers. The presumption was that the Chinese had retaliated in kind. At that point, the behavior of white workers toward the Chinese immediately improved.
If relations were often tense between the Chinese and the Irish, there were also moments of camaraderie. In April 1869, the Central Pacific and Union Pacific competed to see who could throw down track the fastest. The competition arose after Charlie Crocker bragged that the Chinese could construct ten miles of track a day. (In some regions, the Union Pacific had averaged only one mile a week.) So confident was Crocker in his employees that he was willing to wager $10,000 against Thomas Durant, the vice president of Union Pacific. On the day of the contest, the Central Pacific had eight Irish workers unload materials while the Chinese spiked, gauged, and bolted the track, laying it down as fast as a man could walk. They broke the Union Pacific record by completing more than ten miles of track within twelve hours and forty-five minutes.
On May 10, 1869, when the railways from the east and west were finally joined at Promontory Point, Utah, the Central Pacific had built 690 miles of track and the Union Pacific 1,086 miles. The two coasts were now welded together. Before the transcontinental railroad, trekking across the country took four to six months. On the railroad, it would take six days. This accomplishment created fortunes for the moguls of the Gilded Age, but it also exacted a monumental sacrifice in blood and human life. On average, three laborers perished for every two miles of track laid, and eventually more than one thousand Chinese railroad workers died, with twenty thousand pounds of their bones shipped to China.5 Without Chinese labor and know-how, the railroad would not have been completed. Nonetheless, the Central Pacific Railroad cheated the Chinese railway workers of everything they could. They tried to write the Chinese out of history altogether. The Chinese workers were not only excluded from