The Byzantine Empire is technically a surviving part of the remaining Roman Empire. When the Roman Empire split, the Byzantine Empire managed to last another thousand years. It had its own Orthodox Church. Western Europe was basically dominated by the Pope of the Roman Catholic Church - his word was law. People thought that the Pope knew what God wanted, so whatever the Pope said, the people believed. Both Western Europe and The Byzantine Empire were dominantly Christian, though they did not agree on some things. Both of them traded on the old Silk Road.
Answer:
He argues that the country should avoid permanent alliances with all foreign nations, although temporary alliances during times of extreme danger may be necessary. He states that current treaties should be honored but not extended.
Explanation:
A Brief History of Building the Transcontinental Railroad
Before the advent of the transcontinental railroad, a journey across the continent to the western states meant a dangerous six month trek over rivers, deserts, and mountains. Alternatively, a traveler could hazard a six week sea voyage around Cape Horn, or sail to Central America and cross the Isthmus of Panama by rail, risking exposure to any number of deadly diseases in the crossing. Interest in building a railroad uniting the continent began soon after the advent of the locomotive.
The first trains began to run in America in the 1830s along the East Coast. By the 1840s, the nation's railway networks extended throughout the East, South, and Midwest, and the idea of building a railroad across the nation to the Pacific gained momentum. The annexation of the California territory following the Mexican-American War, the discovery of gold in the region in 1848, and statehood for California in 1850 further spurred the interest to unite the country as thousands of immigrants and miners sought their fortune in the West.
During the 1850s, Congress sponsored numerous survey parties to investigate possible routes for a transcontinental railroad. No particular route became a clear favorite as political groups were split over whether the route should be a northern or southern one. Theodore Judah, a civil engineer who helped build the first railroad in California, promoted a route along the 41st parallel, running through Nebraska, Wyoming, Utah, Nevada, and California. He was so obsessed with the idea of a transcontinental railroad that he became known as "Crazy Judah." Although Judah's plan had merit, detractors noted the formidable obstacles along his proposed route, the most serious of which was the Sierra Nevada mountain range. A rail line built along this route would require tunneling through granite mountains and crossing deep ravines, an engineering feat yet to be attempted in the U.S.
The Central Pacific Railroad crossing Dutch Flats.
The Central Pacific Railroad crossing Dutch Flats.
In 1859, Judah received a letter from Daniel Strong, a storekeeper in Dutch Flat, California, offering to show Judah the best route along the old emigrant road through the mountains near Donner Pass. The route had a gradual rise and required the line to cross the summit of only one mountain rather than two. Judah agreed and he and Strong drew up letters of incorporation for the Central Pacific Railroad Company. They began seeking investors and Judah was able to convince Sacramento businessmen that a railroad would bring much needed trade to the area. Several men decided to back him, including hardware wholesaler Collis P. Huntington and his partner, Mark Hopkins; dry goods merchant, Charles Crocker; and wholesale grocer, soon to be governor, Leland Stanford. These backers would later come to be known as the "Big Four."
Huntington and his partners paid Judah to survey the route. Judah used maps from his survey to bolster his presentation to Congress in October 1861. Many Congressmen were leery of beginning such an expensive venture, especially with the Civil War underway, but President Abraham Lincoln, who was a long time supporter of railroads, agreed with Judah. On July 1, 1862, Lincoln signed the Pacific Railway Act, authorizing land grants and government bonds, which amounted to $32,000 per mile of track laid, to two companies, the Central Pacific Railroad and the Union Pacific Railroad.
"The only real natural port in those days was Key West. In 1900, it was Florida's largest city, a bustling port alive with the cigar industry, fishing and sponging. So the impetus for building an overseas railroad was that Henry Flagler needed a port."
