Recent orders

Unique challenges of hurricane Katrina

The Unique Challenges

Of

Hurricane Katrina

COURSE:INSURANCE 1101

STUDENT:RITAH NAMANDA KABOYO

DATE:NOVEMBER 30, 2013

INSTRUCTOR: Mr. HENRY M. SUTTON

TABLE OF CONTENTS TOC o “1-2” h z u HYPERLINK l “_Toc372828979” TABLE OF CONTENTS PAGEREF _Toc372828979 h 2

HYPERLINK l “_Toc372828980” EXECUTIVE SUMMARY PAGEREF _Toc372828980 h 3

HYPERLINK l “_Toc372828981” Introduction PAGEREF _Toc372828981 h 4

HYPERLINK l “_Toc372828982” Uninsured Insurance Coverage’s PAGEREF _Toc372828982 h 6

HYPERLINK l “_Toc372828983” General Home Insurance PAGEREF _Toc372828983 h 6

HYPERLINK l “_Toc372828984” New Orleans Flooding PAGEREF _Toc372828984 h 7

HYPERLINK l “_Toc372828985” Economic Attitude PAGEREF _Toc372828985 h 8

HYPERLINK l “_Toc372828986” Policies and Coverage Affected By This Storm PAGEREF _Toc372828986 h 10

HYPERLINK l “_Toc372828987” Coverage for Costs that are incurred in the prevention of losses PAGEREF _Toc372828987 h 10

HYPERLINK l “_Toc372828988” Additional Living expenses PAGEREF _Toc372828988 h 11

HYPERLINK l “_Toc372828989” Type of Conditions and Exclusion PAGEREF _Toc372828989 h 11

HYPERLINK l “_Toc372828990” Floods: The Hazard That Contributed To the Problem’s Severity PAGEREF _Toc372828990 h 12

HYPERLINK l “_Toc372828991” Health Concerns PAGEREF _Toc372828991 h 13

HYPERLINK l “_Toc372828992” Government Response PAGEREF _Toc372828992 h 15

HYPERLINK l “_Toc372828993” Summary PAGEREF _Toc372828993 h 16

HYPERLINK l “_Toc372828994” Works Cited PAGEREF _Toc372828994 h 17

EXECUTIVE SUMMARYHurricane Katrina was the deadliest and most destructive Atlantic tropical cyclone of 2005 Atlantic hurricane season. It was the costliest natural disaster as well as one of the deadliest of United States. The massive Category 4 storm roared ashore with 140 mph winds and a storm surge — the wall of water pushed toward shore by the force of the swirling winds in excess of 20 feet in some areas. On top of the hurricane damage, levees erected to contain water in Louisiana’s Lake Pontchartrain overflowed and broke, flooding New Orleans. Hundreds of people were killed in the ruined historic city and other places in Louisiana and Mississippi. According to Insurance, the first option of the actual cash value option generally cost twenty five percent less than the replacement cost value policy and the replacement cost value on AVERAGE cost about $400 to $1000. Although there is extensive home insurance provided by various private insurance companies like State Farm, still do not provide for flood insurance and according to FEMA, floods are the number one natural hazards in the United States.

In addition, looking at the economic side,” Dollar-wise, this is the largest economic loss from a hurricane,” said Shannon McKay of RMS. Hurricane Andrew, previously the most destructive U.S. hurricane on record, which slammed Florida in 1992, caused half of Katrina’s estimated damage, she said. “This is more on the scale of a World Trade Center loss.” On the other hand, the environment has been highly affected. EPA’s initial tests of the floodwater revealed extremely high levels of dangerous E-coli bacteria and fecal coliform bacteria, as well as high concentrations of the toxic metal lead. Later tests revealed the presence of hexavalent chromium, a chemical used in metal plating, as well as arsenic, used for wood treatment. The samples likely underestimate the danger, having been taken only in residential areas. In addition, many pollutants sink to the bottom, where they are more densely concentrated.

IntroductionIn 2005 August the 29th when Hurricane Katrina made its way into the American gulf coast east of New Orleans, the storm’s eye passed within the city’s ten to fifteen miles. The impact on New Orleans and the coastal region in its entirety was shocking. The resultant of this storm was devastating; it flooded 90% of the city. The damages in the aftermath of this heartrending disaster were estimated to be in the upwards of $200, billion. Katrina thus went down into history as the most economically costly disaster to ever strike the United States of America. The death toll from the floods was estimated to be over 1300 while over 10,000 citizens were evacuated to various parts of the country. In addition to taking its toll on the City’s psychological, human and social fabric the floods had a despicable impact on individual businesses, the city’s economy and the dynamics of its labor markets.

The devastation caused by hurricane Katrina was unprecedented. This forced the US insurance industry to re-evaluate its role in how it deals with future disasters. Hurricane Katrina was the most costly event ever dealt by the US insurance sector. Never before in the history of disasters in the USA, had the insurance sector spend $1 billion in one disaster. Damages from floods were and still remain an uninsured policy in the US Private Insurance Industry. However, the government through the NFIP (National, Flood, Insurance Program) provided an alternative in 1968. This policy was not embraced by many people when it started giving out subsidiaries to people who developed their homes in line with the NFIP regulations only for them to rebuild these homes on their own after every disaster. Government agencies such as FEMA bear a lot of too much government oversight resulting in many individuals getting unrestrained access when it comes to making decisions on how resources can be used.

The medical and public health response personnel were faced with a multitude of challenges in an effort to certify the health of Katrina’s victims. In the first place there were the instant medical needs of injured individuals. The provision of continuous medical care to the millions of displaced individuals involved the restoration of lost medical records, while modifying the procedures that funded their care. In addition to this, both the responders and victims, immediate and enduring mental health needs had to be dealt with. The restoration of safe sewage systems and access to fresh water became an urgent public health requirement. Other health challenges included; controlling mosquitoes, keeping response workers safe, guaranteeing the security of food supplies, while averting the spread of mosquitoes into temporary shelters.

The logistical obstacles fronted by Hurricane Katrina were terrifying. Communications were knocked out in areas that were hard hit. This compromised the procedure by which needs were prioritized and assessed. In certain areas the floods blocked physical access while in other areas civil disorder became a challenge. These inhibited health care practitioners and other responders from delivering aid. A wide range of volunteers including: federal, faith community, state, corporations, local governments and businesses contributed in speeding up relief to the victims. However, it became a challenge to coordinate all these efforts.

It is believed that the private sector responded quickly, swiftly and effectively to the Hurricane Katrina disaster than the government. Companies such as State farm insurance, Wal Mart and Home depot had already made preparations well in advance; about several months before Katrina hit the ground. In addition to that they were more than willing to provide resources in the disaster areas several days before the government acted. The government responses towards Hurricane Katrina were slow, confused and chaotic. The wide ranging successful actions by the private sector in the same circumstances immediately after the disaster visibly demonstrated that failures by the government were not endemic. This means they could have been potentially avoided but under the correct incentive structures.

Uninsured Insurance Coverage’sGeneral Home InsuranceAccording to the Insurance Information Institute, homeowners insurance provides financial protection against disasters. Homeowners insurance generally covers many areas including the house, its contents, and personal liability claims against policyholder and other members of the household. The coverage that each person wants to get depends on their needs and priorities and, the insurance premiums depend on the coverage each individual chooses. An insurance premium is the amount paid or to be paid by the policyholder for coverage under the contract, usually in periodic installments.

Each household’s insurance premiums is also weighed on the square footage of the house, building costs, construction materials and features, crime rate in the neighborhoods, probabilities of disasters and distance of the closest fire hydrant or fire station, and the conditions of plumbing, heating, and electrical system. Generally, the homeowners insurance covers from disasters such as “windstorm, hail, fire, lightening, theft, aircraft, vehicles, smoke, and vandalism, malicious HO-3 or the Comprehensive Home Insurance Policy is the policy that covers most of what a general home insurance should cover such as fire, lightening, theft, wind, water but not flooding. Hence the reason why hundreds of people were not paid by the damages hurricane Katarina caused to their houses and property.

HO-8 or the Special Home Insurance Policy is highly recommended and usually used by the homes prone to certain natural disasters (although even this plan does not cover flood insurance or earthquake insurance). These are the most common types of homeowners insurance, but each of these different types of coverage also have about three subdivisions on which homeowners can choose their limits. Actual Cash Value is the type of limit in which the homeowners will get reimbursed with the fair market value (amount house would sell for with no outside pressure).

Replacement Cost Value Policy is the type of limit in which homeowners can rebuild their homes without any deduction (the insurance money might still not cover for all the money it might take to rebuild but they will reimbursed for most part of it) but they will not be funded for improvements on their homes to keep up with the building codes. Guaranteed or Extended Replacement Cost is the type of limit in which homeowners will be reimbursed fully to rebuild their home even if it exceeds policy limits, although they still will not be funded for improving their homes to new building codes. But all that having been said 85% of the people were not paid by insurance companies because the companies do not cover floods example.

New Orleans FloodingUltimately 80 percent of New Orleans and large portions of nearby parishes became flooded, and the floodwaters did not recede for weeks. The coastal areas, such as all Mississippi beachfront towns, sustained some of the worst devastation. Total property damage from Katrina was estimated at $81 billion, which was nearly triple the damage inflicted by Hurricane Andrew in 1992. Orleans is below sea level and is crisscrossed by canals connecting Lake Pontchartrain, the Mississippi River, and the Gulf of Mexico.

Levees were built around the canals to protect the city from flooding when surrounding water levels rise. But this did not do much because of the energy the winds were moving at, Significant water rise occurred in Lake Pontchartrain and a surge of 10-14′ along the south shores of the lake on New Orleans’ west side stressed floodwalls along both the 17th St. and London Avenue Canals, eventually leading to breaches and flooding New Orleans neighborhoods.

Almost 40 years after Hurricane Betsy’s flooding prompted Congress to authorize a hurricane protection system for New Orleans, 80% of the city was flooded, up to depths of 20′ within 24 hours of Katrina’s landfall and Because of additional flooding from Hurricane Rita about a month later, it took 43 days after Katrina’s landfall, for the Army Corps of Engineers to remove all floodwater from the city of New Orleans.

Because the wind speeds where higher, a few hundred feet above the ground, some of the city’s high rises sustained heavy damage. Numerous glass windows were blown out of the Hyatt Regency near the Superdome; and the city’s east side measured wind gusts over 120 mph, about 30-40′ above the ground. Creating a strong storm surge from 15-19 feet into Lake Borgne, eastern New Orleans and St. Bernard Parish overtopped large sections of the levees east of the Downtown New Orleans, and also pushed water up the Intracoastal Waterway and Industrial Canal (map of area), increasing stress on levees. The property that was destroyed in the New Orleans floods left thousands of people homeless and without hope of how to start over since people were not flood protected and the insurance companies do not offer or cover floods.

Economic AttitudeBesides the devastating human toll, the economic impacts are expected to reach new height. This is due to the massive infrastructure damages and business interruptions could soar past $100 billion, according to Risk Management Solutions Inc. One of the companies that specialize in estimating potential losses from natural disasters said that, at least half of the economic loss is expected to come from the flooding of New Orleans,

The firm also estimated that insured losses from Hurricane Katrina could reach to between $20 and $35 billion. Damage in New Orleans what separates Hurricane Katrina from those of the past is the scope — affecting wide swaths of Louisiana, Mississippi, Alabama and Florida — and variety of the damage, said Insurance Information Institute President Gordon Stewart. “Just in terms of people killed, there’s never been anything like this … a total loss of a major city.”

Two years after the storm 50% of the city’s dwellers had not yet returned. The economic failures of Pre Katrina started reflecting themselves in the property markets. The American housing survey indicated that a median owner occupied home in 2004 within New Orleans was about $120,000 while 1700 square feet was the median size for homes that were occupied by owners. This implicated $67 was the price for every square foot; considerably below most reasonable approximations of construction costs for houses that were deemed to be of standard quality. Not to mention houses that had been built to withstand the effects of the hurricane’s flooding and winds (Congleton 7).

The costs of housing below the average market costs is an aspect that is common in most areas that have negative population growth and is accredited to the resilience of houses that were built in more contented economic times. There was an excess supply of houses in New Orleans after the hurricane which resulted in low pricing for the New Orleans housing sector. The impact of the hurricane in New Orleans extended to the Mississippi gulf coast. The Hurricane substantially reduced both the number of companies and the number of employees residing in New Orleans. In 2005 about 9000 workers submitted their wage reports to the state’s unemployment urgency two years later this number had declined to 7000. Proportionately, lesser declines were recorded in the suburban areas that surrounded the city. This reflected the disparities in the nature of losses suffered and the differences in the amount of losses that were covered by insurance companies (Congleton 10).

Policies and Coverage Affected By This StormThe Hurricane storm impacted a number of insurance policies and coverage which include; Business interruption coverage, property policy and costs incurred to prevent losses. Property insurance policies tend to cover the structures and schedules listed in a policy. This means that to determine if a certain building could be insured it is critical to not only check the kind of losses covered by an insurance company but also the schedule of structures. Insurance policies should be evaluated to check if they have provisions for newly acquired property. Under such provisions an insurance company could have coverage for property that is newly acquired as much as such a property may not have been listed on the schedule of structures. Most insurance companies tend to also insure personal property even if it is not listed on a schedule of structures (Erwann 165).

Coverage for Costs that are incurred in the prevention of lossesProperty policies tend to characteristically contain provisions that pay for the precautionary measures that are taken by an insured to prevent losses and also necessitate these provisions. These are the sue and labor provisions that are applied whenever the insured spends money to protect property that is already covered from destruction or damage by a peril that is already covered. The objective of this provision is to encourage the insured to be active in the protection of their property so as to prevent larger expenses to the insurer due to greater losses of properties that are covered (Erwann 167).

Additional Living expensesMost insurance policies for renters and home owners offer coverage for Additional living expenses (ALE). These are any necessary increments’ in living standards incurred by an insured to ensure that their families maintain their normal living standards. This coverage is provisional within the short time necessary to replace or repair the damage. However, if the insured permanently relocates the shortest time that is necessary to ensure that his family is settled elsewhere (Erwann 170).

Type of Conditions and ExclusionOn the 29th of August in 2005 the Gulf of Mexico was wrecked by Hurricane Katrina; tornadoes, high velocity winds, hail, flooding and coastal erosion caused untold human suffering, deaths, economic loss, injuries as well as infrastructure and property damage in Alabama, Mississippi and Louisiana. After the occurrence of this magnitude of natural disasters it is inevitable to have fights on the scope of insurance coverage. Those who had insurance attempted to rebuild their homes and lives after turning to home owner’s insurance as a recovery source (Erwann 172).

These home owners were shocked to realize that their policies on the hurricane had certain exclusions on floods or other kinds of water damage. This posted a huge challenge both in Mississippi and New Orleans. Insurance companies were sued for excluding the water coverage in their policies by the US Attorney General and Senator Trent Lott. However, their case did not succeed because in the case of ambiguous contract language Mississippi courts interpret the cases based on prior case laws and approval by the insurance department of court language (Erwann 174).

Mississippi had adopted the effective adjoining cause doctrine in the interpretation of insurance contracts where policy holders were permitted to recover damages if they proved that wind caused them losses related to the Hurricane Katrina. This was despite of excluded causes such as flooding being the major causes of such losses. When these courts were previously confronted with such cases they did not annul the insurance clauses, rather they permitted the insured parties to be compensated for losses they proved were caused by a peril that is covered.

In a consideration of the practical certainty of annulling the exclusions the potential repercussions on the Mississippi homeowners’ insurance market would have been devastating. This would have been particularly so had insurance companies been forced to pay for policies they did not collect premium for or did not have enough money for compensation. Companies would have become insolvent and most of them would have altogether retreated from the market (Erwann 176).

Floods: The Hazard That Contributed To the Problem’s Severity

The hazard that may have contributed to the severity of the policy holders losses was floods. However, even though private insurance companies are afraid of covering water damage home owners in New Orleans and Mississippi should have purchased flood insurance offered by the National Flood Insurance Program (NFIP). This program which was incepted in 1968 provides flood insurance where private insurers decline and covers both storm surge and floods. When it was formed its intentions were to provide reasonable flood insurance coverage for individuals residing in flood probe areas such as Mississippi. The drafters of this policy felt that the availability of policy was likely to shift large costs incurred during floods from the public since less federal assistance tax payer funded programs would be required after floods if more homeowners relied on insurance (Erwann 165).

The NFIP was also tasked with guiding future construction and building in flood prone areas. For community residents to be eligible to buy flood insurance policies from the NFIP their communities had to be NFIP participants. To be participants communities had to adopt NFIP designed measures to alleviate future hazards from flooding in future development and construction in these communities. These measures include; regulations that regard; building codes, zoning and subdivisions. For instance it is mandated by the NFIP regulations that new construction of any buildings that are extensively damaged in the flood prone areas should have the lowest floor of their homes raised up to a predetermined base level. Consequently it is approximated that buildings constructed in line with these regulations suffer 90% less damages yearly in comparison to those that do not comply. It is projected that this program is likely to save up to $1 billion in expenses annually (Erwann 167).

As soon as a community is registered as NFIP participant flood insurance is availed by for purchase by home owners, business owners and renters within the community. However, there is a one month waiting period before this policy goes into effect. This means that in a year that forecasters expect an out of the ordinary hurricane season home owners can buy flood insurance a month before the hurricane begins. The costs range from $400 to $500 per annum for coverage that is worth $100,000. However, individuals are allowed to purchase up to $250,000 net worth of coverage (Erwann 176).

Health ConcernsThe hurricane destroyed virtually all of New Orleans health care system with more than 1000 doctors displaced and a dozen hospitals annihilated. The entire population in New Orleans lost its access to their daily health care providers. People with chronic cases were the most hit. Over 2000 patients in Orleans Parish were evacuated. Apart from that dialysis centers in Louisiana with cases of over 3000 patients were smashed and only 50% of these patients could be accounted for a month after the storm (Baumrucker and Karen 27).

The destruction of this city’s health system was particularly intense for the uninsured cohort in the low income bracket who heavily depend on a handful of providers particularly Charity hospital which is amongst America’s oldest hospitals that is committed to treating those who are economically disadvantaged. The insured were no different for New Orleans lost access to all its care sources. However, those that had taken private coverage managed to reach out to health care providers in other Cities and were confident of the health care being covered. Contrastingly, the low income insured were stuck (Bovbjerg and Frank 23).

Even though the hurricane generated a myriad of problems for Louisianans many indicators show that they had poor health situation before they were hit by the storm. Louisiana numbered worse for premature death, infant mortality, cancer deaths and the prevalent of smoking. It was amongst the highest rated states for violent crime, cardiovascular deaths, infectious diseases, motor vehicle deaths and occupational fatalities. As soon as the storm hit emergency services and health care tireless worked to get patients out of harm’s way. The destruction meted to health care facilities prompted creative solutions that ranged from the construction of mobile treatment centers to the use of the Louis Armstrong international Airport as both a temporary morgue and a triage center (Baumrucker and Karen 35).

The Louisiana state executed policies to guarantee that the Medicaid program continued to be re-laid to its beneficiaries. Temporary cards were quickly issued to those that had lost theirs in the hurricane. The state additionally waived all prior bureaucratic requirements so that any out of state or in state health provider could provide their services to the beneficiaries. Federal officials began crafting strategies of assisting the economically disadvantaged to access medical care. Waivers were issued through Medicaid to cover Katrina evacuees. Navy hospital ships were also deployed to the New Orleans city seaport. Despite all these emergency deployment’s the community’s full recovery will necessitate more reflection of public needs and developing new strategies to service delivery in the state (Bovbjerg and Frank 35).

Government ResponseThe failure of the government in dealing with national disasters such as the Hurricane Katrina stems from the fact that such disasters are more of political events. These are the words of James Lee Witt FEMA (Federal Emergency Management Agency) director upon testifying before Congress in 1995 about the cause of perpetual disasters and lack of adequate management due to corruption in the agency. While these words could easily have come from an ignorant person on the street it was despicable that they came from the FEMA director. This went down in history as another failure by FEMA to tame disaster and another congress investigation into their management problems (Krueger 8).

The events of 2005 were nothing new identical issues still emerged after nearly all the other major disasters. The only difference in 2005 was the brutality and visibility of this failure as well as the untold human suffering it vented on unsuspecting citizens. In most other disasters the victims of these government errors are usually very diffuse and hard to locate. However, after Katrina, a majority of the victims were crammed together in various places which led to the unearthing of the mismanagement problems in FEMA by the media. Like all people self interested bureaucrats and politicians only respond to the incentives they face. The choice and decisions of public sector agents like FEMA can be comprehended through a cautious evaluation of their incentives (Krueger 12).

SummaryThe coastal storm surge, winds and rain linked to this storm resulted in substantial destruction. Beyond these characteristic impacts, the hurricane incepted a chain reaction that led to a near total abandonment of a key American city. New Orleans which is a city that was largely constructed from land that was reclaimed from a swamp, witnessed enormous failures on the levees systems that were constructed to protect the city from its surrounding waters. Most of the city and the suburbs that surround it were flooded.

The city residents who had not yet heeded to warnings by weather forecasters to flee were also evacuated. Within a week’s time the city’s population of about 400,000 had been reduced to zero. Earlier estimates from private insurers on losses for offshore gas or oil platforms, flooded, damaged or destroyed businesses and homes were estimated at about $42-59 billion. As estimates started being revised the figure came to $45 billion most of it uninsured. The question that still lingers in many people minds in te wake of such natural disasters is when the government will walk the talk and stop giving excuses while experimenting with peoples’ lives

Works CitedBaumrucker, Evelyne, and Karen Tritz.. “Hurricane Katrina: Medicaid Issues.” CRS Report for Congress RL33083. Washington, DC: Congressional Research Service. (2010): 27-35. Print.

Bovbjerg, Randall R., and Frank C. Ullman. Health Care for the Poor and Uninsured After a Public Hospital’s Closure or Conversion. Washington, DC: The Urban Institute. Assessing the New Federalism Occasional Paper No. 39. (2011):23-35 Print.

Congleton Roger D. “The Story of Katrina: New Orleans and the Political Economy of Catastrophe,” Public Choice, vol. 127, (2009): 5–10. Print.

Erwann O. Michael-Kerjan. Catastrophe Economics: The National Flood Insurance Program Catastrophe Economics: The National Flood insurance Program. Journal of economic perspectives. 24:4, (2010): 165-176.Print.

Krueger Alan, “At FEMA, Disasters and Politics Go Hand in Hand,” New York Times, 15, September, 2005: 8-12. Print.

R.

Subali

Union Pacific & Transcontinental Railroad

Union Pacific & Transcontinental Railroad

Introduction

The First Transcontinental Railroad was built in the United States of America. It was originally known to the people of America as the “Pacific Railroad”. However, this name later on changed to become the “Overland Route”. This railroad was laid down between the years of 1863 and 1869. The railroad was constructed by the Central Pacific Railroad of California. The Union pacific Railroad was also constructed around this period. The eastern terminus at Council Bluffs, Iowa/Omaha, Nebraska was connected to the Pacific Ocean which was at Oakland California by this rail road. The rail road did pass through the Ogden, Utah and Sacramento, California as it connected these two terminus. The railroad thus was linked with the railway network of the Eastern United Sates. This railway network in this region was already existent. Thus, this link up made it possible for the Atlantic and the Pacific coasts of the United States of America to be connected for the very first time by a railway network. This railway line became popular in no time and the people referred to it as the Overland Route.

Union Pacific & Transcontinental Railroad in Context

The construction and operation of this railway line got its authorization during the civil war. The Pacific Railroad Acts of 1862 and 1864 gave the go ahead for the construction of the railroad. The United State Congress also supported the idea of the construction of this railroad. They supported the initiative using the 30-year old United States government bonds. This way, the railroad construction was granted huge tracks of government-owned land to lay down the railroad on. Decades had passed with the United States trying to accomplish construction a railroad. The construction of this railroad was thus very important. It was a great achievement for the government of the United States to complete this line and make it possible for the plains to be crossed as well as the high mountains in the Union and Central Pacific. On the 10th of May in 1869, the railroad was opened for public use. This mode of transportation began the journey to revolutionize the economy of the American West.

The ProposalsIn order for one to appreciate the work that the railroad men did, it is important for one to first understand the history behind the construction of the first Transcontinental Railroad. The history of this great railroad dates back to the period when the first steam engines were introduced in the United States. During this time, the idea of making the railroad appeared to be a dream to most of the construction workers. In 1838, a huge step towards construction of the Pacific Railroad was taken when John Plumbe held a convention to discuss the construction of this railroad. A lot of bills were proposed towards this Pacific Railroad project. The proposals to grant the project tracks of government owned land as well as subsidies was brought forth. These proposals got the congress to believe that this was a dream that could actually be achieved.

The RouteOf all these bills that had been proposed, there was not a single one that did pass. This was because the route for the railroad brought a lot of division in the congress. A route for the railroad could not be decided on. The members of the Congress were split when it came to this decision along geographical lines. The members from the North wanted the northern route while those from the South wanted a southern route. The main issue behind this division was slavery in the “New West”. The “New West” was a really new region. Thus, there was no slavery that was going on in the region yet. Congress thus had a very difficult decision on deciding whether slavery should be legalized in these new states too. In trying to reach the decision, Congress did send out a team of people to investigate and explore the possible railroad routes to California in 1853. California was found to be in need of the railroads because of their poor modes of transport which did hinder the economy of the country. Thus, it was decided that the first railroad would be built in California in 1854. This was the Sacramento Valley Railroad.

The Central PacificBy April of 1861, the construction of the Central Pacific railroad had begun. The construction of this railroad was conducted by Theodore Judah. He was the one who did bring together a group of constructors to form the Central Pacific Railroad Company. The president of the company was Leland Stanford; the vice-president was Collins P. Huntington and Mark Hopkins was bestowed the responsibility of being the treasures. Stanford, Hopkins, and Huntington worked together so perfectly with the help of Charles Crocker, who was the man handling the labor issues. They were known as the “Big Four” of the Central Pacific Railroad. 1862 saw the appointment of Theodore Judah to a very big and significant post. He was given the role of being the secretary of the House and Senate committees. He thus chaired the Pacific Railway Act. In this position, he was able to make the dream of creating the transcontinental railroad a reality.

On January 8th, 1863, the construction of the Sacramento Railroad began. The ground breaking took place and this showed that the work on the Central Pacific had started to take place. Theodore Judah had laid down a route before he passed away. This was the route that was taken; Judah had done a lot of research in the Sierras and had discovered a route that was navigable. The congress finally approved his route and the first railroad in the Central Pacific was constructed along this route.

The Union PacificThe transcontinental railway road also included the plan to construct the Union pacific railroad. The Union Pacific Railroad Company was established in 1862. It was founded in Chicago and by 1863 ground had already been broken for the construction of this railroad. The groundbreaking for the construction of the Union Pacific railroad did take place on the Missouri River bluffs. This marked the beginning of side by side work by both companies in building the transcontinental railroad. The railroad now started showing signs of creeping towards a common meeting point in the United States. The work on the western branch of the Central Pacific Company was however progressing a little bit slowly. In 1865, there was the discovery of silver in Nevada. This drew a lot of labor workers to the region in search of the mineral. This depleted the work force in the Central pacific even further causing the progress to be slower. Thus, Chinese workers were hired and brought to the region to help with the completion of the work.

After a lot of hardship and hard work, the Central Pacific railroad did indeed pass the Sierra Nevada. There was a lot of competition from the Union Pacific in trying to cover the most ground. The Union Pacific was trying their best to be able to build west as far as possible and in a very fast way. The Central pacific on the other hand had resorted to bringing their competition to build eastward in a very fast manner. At one point, the Central Pacific was actually laying down about 10 miles of track in one day. The Union Pacific tried to catch up with the speed of the central pacific but they could not. However, after much planning and engineering, they were also able to set a record of laying down 10 tracks in a day on the 28th of April in 1869. This marked the beginning of a full work course in laying down the Transcontinental Railroad.

The Union Pacific

The transcontinental railway road also included the plan to construct the Union pacific railroad. The Union Pacific Railroad Company was established in 1862. It was founded in Chicago and by 1863 ground had already been broken for the construction of this railroad. The groundbreaking for the construction of the Union Pacific railroad did take place on the Missouri River bluffs. This marked the beginning of side by side work by both companies in building the transcontinental railroad. The railroad now started showing signs of creeping towards a common meeting point in the United States. The work on the western branch of the Central Pacific Company was however progressing a little bit slowly. In 1865, there was the discovery of silver in Nevada. This drew a lot of labor workers to the region in search of the mineral. This depleted the work force in the Central pacific even further causing the progress to be slower. Thus, Chinese workers were hired and brought to the region to help with the completion of the work.

After a lot of hardship and hard work, the Central Pacific railroad did indeed pass the Sierra Nevada. There was a lot of competition from the Union Pacific in trying to cover the most ground. The Union Pacific was trying their best to be able to build west as far as possible and in a very fast way. The Central pacific on the other hand had resorted to bringing their competition to build eastward in a very fast manner. At one point, the Central Pacific was actually laying down about 10 miles of track daily. The Union Pacific tried to catch up with the speed of the central pacific but they could not. However, after much planning and engineering, they were also able to set a record of laying down 10 tracks in a day on the 28th of April in 1869. This marked the beginning of a full work course in laying down the Transcontinental Railroad.

The Wyoming town is very significant in the study of the history of the transcontinental Railroad. This is because it is the point of intersection for the Transcontinental Railroad in the United States. The Union Pacific railroad and the Central Pacific railroad do intersect at Wyoming. This town of the home to one of the biggest railyard and it is also the home to the Union Pacific’s steam program. The location of this town was very convenient for the railroad since it was viable during the winter seasons. The weather conditions in this region during winter are not so severe and thus, the railroad mode of transportation could not be hindered. This is one of the main reasons as to why the region was chosen to be the point of intersect for the railroad.

Before the construction of the railroad across the Wyoming region, most of the land in the area was very worthless. There was nothing good in the region that could have encouraged residents in the area to gladly settle there. However, the introduction of the railroad in the region proved to be very helpful. There were a lot of changes that were brought about to the region by this railroad. The region became more accessible and the conduct of business was improved. In order to understand the impacts that the railroad had on this region, it is important to first of all look at the history in the transcontinental railroad and how it did end up in Wyoming.

The Union Pacific Railroad across Wyoming was constructed between the years 1867 and 1868. This railroad construction was very important to the people of this region. This is because it did open up the state to permanent settlement. The town of Cheyenne got a major boost and this was the start of its revolution into becoming one of the major towns in the United States. From being simple barren plains in1867, the town rose to become one of the biggest hubs for shipping and maintenance of the road. The construction of thus Union Pacific railroad in Wyoming also resulted in the development of Laramie, Rawlins, Rock Springs, and Evanston. These towns rose from being 30 day town railroad camps and became serious business centers.

The urbanization that had been brought by the railroad in Wyoming was also seen in the other railroads such as the Burlington Northern and the Chicago North Western railroads. These regions constructed railroads that also did pass through the northern and eastern regions of Wyoming. The railway towns thus became popular with the emigrants who treated them as their destination points. There were a lot of shipping materials, agricultural products and raw materials that got offloaded in these towns by the trains. The railroad network thus made transportation in and out of the towns a lot quicker and safer for both the freights and the people.

The railroads in Wyoming did have a lot of track to lie down as well as maintain the centers. However, in addition to this, the railroads also had a lot of extensive land grants which they had been given the responsibility of maintaining. The federal government had granted the railroad ten or twenty miles deep on either side of the road the right of way. This was a building incentive by the United States government. On this land that the railroads had been granted, there were regions where minerals such as coal, iron and trona were found during the construction. The railroads did mine these minerals and used them to gain revenue to be used in financing the projects being built.

The Wyoming town railroads hoped that there would be development and settlement along these railroads that they were creating. This would make it easier for them to make profits and thus develop even further by improving their services. The railroads did go to the extent of publishing brochures about the land that had been granted to them by the government. They encouraged people to purchase this land and settle in the region. In the brochures, they did tell the people about the benefits of these regions and offered information on the homesteading procedures, issued advice on how to cultivate crops and rear livestock in the region. The brochures did offer very good and sensational descriptions of the land.

The railroads did not just stop at selling and developing western lands. They also did their very best to promote western tourism. There were a lot of varied landscapes and other forms of entertainment and leisure that were present in Wyoming. These were areas that offered attraction to the eastern residents. Wyoming’s major attraction during this period was the Yellowstone National Park. The railroads thus did offer a lot of tourist special packages to this park. The railroads thus did a lot of work in trying to market their services in the region. This was all in an effort to try and get the town of Wyoming to develop fully. The railroads started to offer very good and luxurious transport.

The railroads continued to offer these luxurious services to the people visiting Wyoming up until the early 1980’s. This was the period when the airplane and the automobile modes of transport did take over completely from the railroads. They offered the railroads a lot of competition when it came to the flexibility and speed of the modes of transport. However, despite this competition, the railroad did actually remain as the preferred method of transporting huge cargos such as the automobiles. It was preferred by most of the businessmen as the largest carrier of bulk freight. This helped in keeping the Wyoming railroads alive. The railroad is still used to date for the transportation of the coal, agricultural products, and other goods to and from the Wyoming town. The railroads are also used in transporting manufactured goods into the state.

Looking at the history and development of the railroads in the United States, it is without a doubt that these railroads did play a very significant role in helping the economy of the region grow. Putting up the railroads was not an easy task and did take a lot of patience. The Wyoming town was one of the biggest beneficiaries of this railroad construction plan. The railroads played a very vital role in bringing development to the Wyoming town. They made it possible for the town to arise from its humble beginnings and become one of the biggest trading centers in the region. The railroads to date still contribute a lot to the economy and growth of the state. The impact of the railroad can still be felt by the residents of the town almost a century and a half later. The railroad history in Wyoming was a huge step towards the industrial revolution of the United States and it is what contributed to what the town is today.

References

Bruce, C. P. (2005). Riding the Transcontinental Rails: Overland Travel on the Pacific Railroad. Philadelphia: Polyglot Press.

Clement, B. (2010). The Classic Western American Railroad Routes. New York: Chartwell Books.

Collins, M.M. (2010). A tale of Building the Transcontinental Railroad. Seattle: Create Space.

Kraus, M. (1962). The Great iron trail: the Story of the First Transcontinental Railroad. New York: Putnam’s Sons.

Maury, K. (1987). The Union Pacific: the Birth of a Railroad 1862-1893. New York: Doubleday.

Wyoming State Archives. (2008). Wyoming’s Railroad History. Retrieved 6 February, 2012 from <http://wyoarchives.state.wy.us/Research/Topics/SubTopic.asp?SubID=3&nav=1&homeID=1>.