The history of railroads in Wyoming is unlike any other. When the Union Pacific Railroad arrived in Cheyenne in late 1867, Wyoming was still a part of the Dakota Territory and was home to fewer than 8,000 people. The Wyoming Territory was not organized until 1869 and Wyoming was not granted statehood until 1890, at which point the population had grown to over 60,000. The Union Pacific is credited with much of the growth during this period as well as the success of many of the towns that served as stations as it crossed the state–Cheyenne, Laramie, Rawlins, Green River, Rock Springs, and Evanston.

Wyoming is unique in that the first railroad to build track in the state was not a local or private railroad but instead a massive, government-backed entity endeavoring to complete one of the most ambitious projects in the world–the transcontinental railroad. In that sense, Wyoming was a minor character from the start–it was simply a stretch of land to be traversed, not a destination in and of itself. Chosen for its abundance of timber and coal, Wyoming allowed the UP to be less reliant on supplies from farther east.

It took another decade before local and private railroads began to appear in the state, starting in 1881 with the Oregon Short Line. Between then and 1900, nearly 600 miles of track were laid by a dozen different railroad companies, most making opportunistic and short-sighted gambles on Wyoming’s abundant natural resources and agricultural land. New track and new railroad companies appeared regularly until the 1940’s, when Wyoming reached its peak rail mileage at just over 2,000 miles. Nevertheless, most railroad companies were fighting for what scraps were left by the Union Pacific and Burlington Northern railroads, struggling to remain viable until they became attractive to one of those larger systems.

What’s clear is that Wyoming would not be what it is today without railroads. Some of its largest cities (Cheyenne, Laramie, Rock Springs) were built by the Union Pacific in anticipation of its arrival. Other cities (Casper, Sheridan, Gillette) would not rise to prominence until linked by rail to a source of natural resources. Many settlements established near rail lines or mines (Atlantic City, Carbon, Rock Creek) disappeared when their local lifeline failed or were relocated.

Consequently, the 18xx system is particularly adept at portraying early Wyoming history, as the establishment of population and economic centers were a direct result of railroad development. While the rise of New York City can’t be credited to the establishment of the New York, New Haven, and Hartford Railroad as one might witness in Francis Tresham’s 1830, the rise of Casper can be credited to the influence of the Chicago & Northwestern Railroad. In most places, railroads followed commerce; in Wyoming, commerce followed railroads.

Wyoming, however, never reached the demographic and commercial heights that other states did. Its climate is harsh (sometimes downright hostile), its geography is challenging, and much of its land proved unsuitable for large-scale agriculture. Its lack of economic diversity kept population centers small, remote, and dependent on natural resources; even today, Wyoming has the smallest population of any US state, despite being the 10th largest in size. All of these things posed problems for ambitious railroad companies–building and maintaining track was expensive, profits were unreliable, and the larger systems operating in the state were tough competition. Eventually, all small railroad companies in the state either went bankrupt or were incorporated into the Union Pacific or Burlington Northern; there was no third option.

I am proud of the way that 1867 Big Wyoming captures this history. The Union Pacific and Burlington Northern railroads are not controlled by players but operate in the background, their presence always felt. Players control the smaller local, private, and subsidiary railroad companies that fought for their scraps, gambled on what might be the next big Wyoming city, and tried in earnest to carve out a niche that would help them stay afloat for another year. It’s not uncommon for railroad companies to close, to fail, or to be acquired while in crisis. Cities with refineries and with access to resources grow and thrive; cities without are quickly forgotten. Endgame acquisition by the Union Pacific or Burlington Northern railroads offers struggling companies a way out and offers successful companies the possibility of big profits; however, acquisition opportunities are limited and the subject of fierce competition.

My hope is that players enjoy engaging with this small bit of railroad history as much as I do and that they feel the challenge that railroad corporations felt trying to find success in Wyoming’s harsh landscape.

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