USA (Clean), Roads, Eastern Rivers, Western Railroads.kmz

USA (Clean), Roads, Eastern Rivers, Western Railroads

United (Clean) States, Continental US, its Area
United States, Continental US, its Area

United (Clean) States, its Area, includes Russian Alaska, Hawaii Separate in Red
United States, its Area, includes Russian Alaska, Hawaii Separate in Red

United (Clean) States, 13 Colonies of England, New England, New World
New England; 13 Colonies;

United (Clean) States, Greenland etc. Potential For Defence
Greenland etc. Potential For Defence

USA, America (United States)
America (United States); Repose of St Nikolai of Zhicha, Commemorated on March 18;

US and Canadian Western Railroads

Continental Divide - North American Divides
Continental divides ;

Continental Divide of the Americas

Continental Divide - United States

Continental Divide - Canada and Alaska

Continental Divide - Panama thru Mexico

Continental Divide - South America to Panama

Continental Divide - South America

Playas Valley, east of the Continental Divide
Playas Valley, forms eastern edge of the Continental Divide; Continental Divide of the Americas;

Animas Valley, east of Continental Divide
Animas Valley, just east of the Continental Divide; Continental Divide of the Americas;

Gila National Forest, Continental Divide
Gila National Forest, Continental Divide; Continental Divide of the Americas;

Reserve, New Mexico, Continental Divide
Reserve, New Mexico, Continental Divide; Continental Divide of the Americas;

Pie Town, New Mexico, Continental Divide
Pie Town, New Mexico, Continental Divide; Continental Divide of the Americas;

Cibola National Forest, west of Continental Divide
Cibola National Forest, western border of Continental Divide; Continental Divide of the Americas;

El Malpais National Monument, Continental Divide
El Malpais National Monument, Continental Divide; Continental Divide of the Americas;

San Pedro Parks Wilderness. Continental Divide
San Pedro Parks Wilderness. Continental Divide; Continental Divide of the Americas;

Chama River Canyon Wilderness, near Continental Divide
Chama River Canyon Wilderness; Continental Divide of the Americas;

Carson National Forest, west of Continental Divide
Carson National Forest, west of Continental Divide; Continental Divide of the Americas;

Cumbres Pass, NM, Continental Divide
Cumbres Pass, Continental Divide; Continental Divide of the Americas;

Wolf Creek Pass, CO, Continental Divide
Wolf Creek Pass, CO, Continental Divide; Continental Divide of the Americas;

Canby Mt., CO, Continental Divide
Rio Grande River Source, Canby Mt., CO, Continental Divide;

Collegiate Peaks Wilderness, Continental Divide
Collegiate Peaks Wilderness, Continental Divide; Continental Divide of the Americas;

Mount Elbert, Continental Divide
Mount Elbert, Continental Divide; Continental Divide of the Americas;

Grays Peak, Continental Divide
Grays Peak, Continental Divide; Continental Divide of the Americas;

Continental Divide - Llano Escatado

Rocky Mountain National Park, Continental Divide
Rocky Mountain National Park, Continental Divide; Continental Divide of the Americas;

Rabbit Ears Pass, CO, Continental Divide
Rabbit Ears Pass, CO, Continental Divide; Continental Divide of the Americas;

Medicine Bow National Forest, Battle Pass, WY, Continental Divide
Medicine Bow National Forest, Battle Pass, WY, Continental Divide; Continental Divide of the Americas;

Bridger-Teton National Forest, WY, Continental Divide
Bridger-Teton National Forest, WY, Continental Divide; Continental Divide of the Americas;

Two Ocean Pass, WY, Continental Divide
Two Ocean Pass, WY, Continental Divide; Continental Divide of the Americas;

Henrys Lake, ID, Continental Divide
Henrys Lake, ID, Continental Divide; Continental Divide of the Americas;

Lima, MT, Continental Divide
Lima, MT, Continental Divide; Continental Divide of the Americas;

Bitterroot Range, ID, Continental Divide
Bitterroot Range, ID, Continental Divide ; Continental Divide of the Americas;

Lemhi Pass, ID & MT, Continental Divide
Lemhi Pass, ID & MT, Continental Divide; Continental Divide of the Americas;

Centennial Mountains, Continental Divide
Centennial Mountains, Continental Divide; Continental Divide of the Americas;

Chief Joseph Pass, ID & MT, Continental Divide
Chief Joseph Pass, ID & MT, Continental Divide; Continental Divide of the Americas;

Anaconda Mountain Range, MT, Continental Divide
Anaconda Mountain Range, MT, Continental Divide; Continental Divide of the Americas;

Circle of Butte, MT, Beaverhead Deerlodge NF, Continental Divide
Circle of Butte, Beaverhead Deerlodge NF, Continental Divide; Continental Divide of the Americas;

Helena, MT, Continental Divide
Helena, MT, Continental Divide; Continental Divide of the Americas;

Lincoln, MT, Continental Divide
Lincoln, MT, Continental Divide; Continental Divide of the Americas;

Scapegoat Wilderness, MT, Continental Divide
Scapegoat Wilderness, MT, Continental Divide; Continental Divide of the Americas;

Bob Marshall Wilderness, MT, Continental Divide
Bob Marshall Wilderness, MT, Continental Divide; Continental Divide of the Americas;

Triple Divide Peak, MT, Continental Divide
Triple Divide Peak, MT, Continental Divide; Continental Divide of the Americas;

Glacier National Park, MT, Continental Divide
Glacier National Park, MT, Continental Divide; Continental Divide of the Americas;

Cape Prince of Wales, AK, Continental Divide
Cape Prince of Wales, AK, Continental Divide; Continental Divide of the Americas;

Brooks Range, AK, Continental Divide
Brooks Range; Continental Divide of the Americas;

Porcupine River, AK & YT, Continental Divide
Porcupine River, AK & YT, Continental Divide; Continental Divide of the Americas;

Yukon, Continental Divide
Yukon Territory, CanadaContinental Divide; Continental Divide of the Americas;

Cassiar Mountains, BC, Continental Divide
Cassiar Mountains, BC, Continental Divide ; Continental Divide of the Americas;

Omineca Mountains, BC, Continental Divide
Omineca Mountains, BC, Continental Divide; Continental Divide of the Americas;

Nechako Plateau, of Interior Plateau, BC, Continental Divide
Nechako Plateau, of Interior Plateau, BC, Continental Divide; Continental Divide of the Americas;

Summit Lake. BC. Continental Divide
Summit Lake. BC. Continental Divide; Continental Divide of the Americas;

McGregor Plateau, Continental Divide
McGregor Plateau, Continental Divide; Continental Divide of the Americas;

120th Meridian West, BC & AB, Continental Divide
120th Meridian West, BC & AB, Continental Divide; Continental Divide of the Americas;

Snow Dome, BC & AB, Canada, Continental Divide
Snow Dome (Canada); Artic Divide; Great Divide of the Americas ;

Waterton Lakes National Park, Continental Divide
Waterton Lakes National Park, Continental Divide; Continental Divide of the Americas;

Chihuahua (state, Mexico), Continental Divide
Chihuahua (state, Mexico), Continental Divide ; Continental Divide of the Americas;

Durango (state, Mexico), Continental Divide
Durango (state, Mexico), Continental Divide; Continental Divide of the Americas;

Zacatecas (state, Mexico), Continental Divide
Zacatecas (state, Mexico), Continental Divide; Continental Divide of the Americas;

Aguascalientes (state, Mexico), Continental Divide
Aguascalientes (state, Mexico), Continental Divide; Continental Divide of the Americas;

Jalisco (state, Mexico), Continental Divide
Jalisco (state, Mexico), Continental Divide ; Continental Divide of the Americas;

Guanajuato (state, Mexico), Continental Divide
Guanajuato (state, Mexico), Continental Divide; Continental Divide of the Americas;

Queretaro (state, Mexico), Continental Divide
Quertaro (state, Mexico), Continental Divide; Continental Divide of the Americas;

Federal District, Mexico City, Continental Divide
Federal District, Mexico City, Continental Divide; Continental Divide of the Americas;

Morelos (state, Mexico), Continental Divide
Morelos (state, Mexico), Continental Divide; Continental Divide of the Americas;

Puebla (state, Mexico), Continental Divide
Puebla (state, Mexico), Continental Divide ; Continental Divide of the Americas;

Oaxaca (state, Mexico), Continental Divide
Oaxaca (state, Mexico), Continental Divide; Continental Divide of the Americas;

Chiapas (state, Mexico), Continental Divide
Chiapas (state, Mexico), Continental Divide ; Continental Divide of the Americas;

Southern Guatemala, Continental Divide
Southern Guatemala, Continental Divide ; Continental Divide of the Americas;

Southwestern Honduras, Continental Divide
Southwestern Honduras, Continental Divide; Continental Divide of the Americas;

Western Nicaragua, Continental Divide
Western Nicaragua, Continental Divide ; Continental Divide of the Americas;

Western and Southwestern Costa Rica, Continental Divide
Western and Southwestern Costa Rica, Continental Divide ; Continental Divide of the Americas;

Southern Panama, Continental Divide
Southern Panama, Continental Divide; Continental Divide of the Americas;

Andes Mountains, Continental Divide
Andes Mountains, Continental Divide; Continental Divide of the Americas;

Western Columbia, Continental Divide
Western Columbia, Continental Divide; Continental Divide of the Americas;

Central Ecuador, Continental Divide
Central Ecuador, Continental Divide ; Continental Divide of the Americas;

Western and Southwestern Peru, Continental Divide
Western and Southwestern Peru, Continental Divide ; Continental Divide of the Americas;

Eastern Chile, Continental Divide
Eastern Chile, Continental Divide; Continental Divide of the Americas;

Southern Chile, Western Patagonia, Continental Divide
Western Patagonia, Continental Divide ; Continental Divide of the Americas;

Northwest Territories, Smokey River Folder

Continental Divide - Eastern Divide

Eastern Divide 1 (Lake Okeechobee)

Eastern Divide 2

Eastern Divide 3 (Georgia)

Eastern Divide 4

Eastern Divide 5

Eastern Divide 25 (Cumberland (National) Road)

Eastern Divide 28 (Pennsylvania Mainline Canal)

The Fall Line, waterfalls

Continental Divide - West Virginia Divide to Eastern Divide, along Kentucky&West Virgiana Borders

Continental Divide - St Lawarence Divide

Continental Divide - St Lawrence Divide

St Lawrence Divide (Cape Breton Island)

St Lawrence Divide (New Brunswick)

St Lawrence Divide (Lake Champlain, near Rutland, VT)

St Lawrence Divide (near Ottawa, Canada)

St Lawrence Divide (Oneida, NY)

St Lawrence Divide (Finger Lakes)

St Lawrence Divide (Erie)

Continental Divides - Central New York State, Susquehanna and Delaware River Drainages

Saint Lawarence Divide (Cleveland)

Saint Lawrence Divide (Chicago)

St Lawrence Divide (Milwaukee)

St Lawrence Divide (Oneida, WI)

Continental Divide - Artic Divide

Snow Dome, BC & AB, Canada, Artic Divide
Snow Dome (Canada); Artic Divide; Great Divide of the Americas

Continental Divides - Nunavut Territory, Canada

Continental Divide - Laurentian Divide

Laurentian Divide 1 (Killinig Island, Cape Chidley)
Laurentian Divide;

Laurentian Divide 2

Laurentian Divide 3

Laurentian Divide 4

Triple Divide Peak, MT, Laurentian Divide
Triple Divide Peak (Montana); Laurentian Divide;

Continental Divide - Utah Great Basin

Continental Divide - South Platte River

Great Plains area

High Plains area

High Plains Area (before the Black Hills)

Continental Divide - Upper South Platte River

Great Basin of Utah, Oregon, Idaho and California

Continental Divide - Columbia River

Continental Divides - North Idaho - South Idaho

Continental Divides - Bitterroot Divide, North Idaho-NW Montana

Continental Divide - Yukon Fraser

Purcell Trench 200 Miles Golden to Bonners

Continental Divides, Yaak-Moyie Divide, Purcell Mts

Continental Divides - East Kootenai-Moyie Divide

Continental Divides - West Kootenai - Columbia Divide

Continental Divides - Kokanee Glacier Selkirk Divide -Kootenai from Columbia creeks

Continental Divide - Ohio-Indiana Border

Continental Divides - Ohio-Indiana Border

Continental Divide - Indiana-Illinois Border

US, 1869,Transcontinental Railroad, Alameda, CA, Council Bluffs, IA, New York, NY

Transcontinental Railroad, I80, Alameda, CA, Council Bluffs, IA, New York, NY

US, 1870-1883, Northern Pacific Railway - from Midwest to Bozeman Pass
Northern Pacific Railway; Northern Pacific Railway (reporting mark NP) was a transcontinental railroad that operated across the northern tier of the western United States, from Minnesota to the Pacific Northwest. It was approved by Congress in 1864 and given nearly forty million acres (62,000 sq mi; 160,000 km2) of land grants, which it used to raise money in Europe for construction. began in 1870 and the main line opened all the way from the Great Lakes to the Pacific when former President Ulysses S. Grant drove in the final "golden spike" in western Montana on September 8, 1883. railroad had about 6,800 miles (10,900 km) of track and served a large area, including extensive trackage in the states of Idaho, Minnesota, Montana, North Dakota, Oregon, Washington, and Wisconsin. In addition, the NP had an international branch to Winnipeg, Manitoba, Canada. The main activities were shipping wheat and other farm products, cattle, timber, and minerals; bringing in consumer goods, transporting passengers; and selling land. Northern Pacific was headquartered in Minnesota, first in Brainerd, then in Saint Paul. It had a tumultuous financial history; the NP merged with other lines in 1970 to form the Burlington Northern Railroad, which in turn merged with the Santa Fe Railway to become the BNSF Railway in 1996. Map of NPR Land Grant, c1890 chartered the Northern Pacific Railway Company on July 2, 1864, with the goals of connecting the Great Lakes with Puget Sound on the Pacific, opening vast new lands for farming, ranching, lumbering and mining, and linking Washington and Oregon to the rest of the country.[1] granted the railroad a potential 60 million acres (243,000 km2) of land in exchange for building rail transportation to an undeveloped territory. Josiah Perham was elected its first president on December 7, 1864.[1] It could not use all the land and in the end took just under 40 million acres.[2] Cooke takes control[edit] the next six years, backers of the road struggled to find financing. Though John Gregory Smith succeeded Perham as president on January 5, 1865, groundbreaking did not take place until February 15, 1870, at Carlton, Minnesota, 25 miles (40 km) west of Duluth, Minnesota. backing and promotions of famed financier Jay Cooke in the summer of 1870 brought the first real momentum to the company. The Minnetonka. Over the course of 1871, the Northern Pacific pushed westward from Minnesota into present-day North Dakota. Surveyors and construction crews had to maneuver through swamps, bogs, and tamarack forests. The difficult terrain and insufficient funding delayed by six months the construction phase in Minnesota.[3] NP also began building its line north from Kalama, Washington Territory, on the Columbia River outside of Portland, Oregon, towards Puget Sound. small construction engines were purchased, the Minnetonka, Itaska, Ottertail and St. Cloud, the first of which was shipped to Kalama by ship around Cape Horn. Minnesota, the Lake Superior and Mississippi Railroad completed construction of its 155-mile (249 km) line stretching from Saint Paul to Lake Superior at Duluth in 1870. It was leased to the Northern Pacific in 1876, and was eventually absorbed by the Northern Pacific. The North Coast Limited was the Northern Pacific's flagship train and the Northern Pacific itself was built along the trail first blazed by Lewis and Clark.[4] Preferred Shares of the Northern Pacific Railroad Company, issued 28. November 1881 Northern Pacific reached Fargo, Dakota Territory (N.D.), early in June 1872. The following year, in June 1873, the N.P. reached the shores of the Missouri River, at Edwinton (Bismarck) D.T. In the west, the track extended 25 miles (40 km) north from Kalama. Surveys were carried out in North Dakota protected by 600 troops under General Winfield Scott Hancock. Headquarters and shops were established in Brainerd, Minnesota, a town named for the President John Gregory Smith's wife Anna Elizabeth Brainerd. A severe stock market crash and financial collapse after 1873, led by the Credit Mobilier Scandal and the Union Pacific Railroad fraud, stopped further railroad building for twelve years. 1886, the company put down 164 miles (264 km) of main line across North Dakota, with an additional 45 miles (72 km) in Washington. November 1, General George Washington Cass became the third president of the company. Cass had been a vice-president and director of the Pennsylvania Railroad, and would lead the Northern Pacific through some of its most difficult times. on survey parties and construction crews by Sioux, Cheyenne, Arapaho, and Kiowa warriors in North Dakota and Minnesota became so prevalent that the company received protection from units of the U.S. Army.[5] 1886, the Northern Pacific also opened colonization offices in Germany and Scandinavia, attracting farmers with cheap package transportation and purchase deals. The success of the NP was based on the abundant crops of wheat and other grains and the attraction to settlers of the Red River Valley along the Minnesota-North Dakota border between 1881 and 1890.[6] Northern Pacific reached Dakota Territory at Fargo in 1872, and began its career as one of the central factors in the economic growth of North Dakota. The climate, although very cold, was suitable for wheat, which was in high demand in the cities of the United States and Europe. Most of the settlers were German and Scandinavian immigrants who bought the land cheaply, and raised large families. They shipped huge quantities of wheat to Minneapolis, while buying all sorts of equipment and home supplies to be shipped in by rail.[7] NP used its federal land grants as security to borrow money to build its system.[8] federal government kept every other section of land, and gave it away free to homesteaders. first the railroad sold much of its holdings at low prices to land speculators in order to realize quick cash profits, and also to eliminate sizable annual tax bills. 1905 the railroad company's land policies changed, after it was judged a costly mistake to have sold much of the land at wholesale prices. better railroad service and improved methods of farming the Northern Pacific easily sold what had been heretofore "worthless" land directly to farmers at good prices. 1910 the railroad's holdings in North Dakota had been greatly reduced.[9][10] of 1873 and first bankruptcy[edit] 1873, Northern Pacific made impressive strides before a terrible stumble. Rails from the east reached the Missouri River on June 4. After several years of study, Tacoma, Washington, was selected as the road's western terminus on July 14, 1873. the previous three years the financial house of Jay Cooke and Company had been throwing money into the construction of the Northern Pacific. As with many western transcontinentals, the staggering costs of building a railroad into a vast wilderness had been drastically underestimated. Cooke had little success in marketing the bonds in Europe and overextended his house in meeting overdrafts of the mounting construction costs. Cooke overestimated his managerial skills and failed to appreciate the limits of a banker's ability to be also a promoter, and the danger of freezing his assets in the bonds of the Northern Pacific.[11] and Company went bankrupt on September 18, 1873. Soon the Panic of 1873 engulfed the United States, beginning an economic depression that ruined or nearly paralyzed newer railroads. Northern Pacific survived bankruptcy that year, due to austerity measures put in place by President Cass. In fact, working with last-minute loans from Director John C. Ainsworth of Portland, the Northern Pacific completed the line from Kalama to Tacoma (110 miles (180 km)) before the end of 1873. On December 16, the first steam train arrived in Tacoma. But in 1874 the company was moribund.[clarification needed] Pacific slipped into its first bankruptcy on June 30, 1875. Cass resigned to become receiver of the company, and Charles Barstow Wright became its fourth president. Frederick Billings, namesake of Billings, Montana, formulated a reorganization plan which was put into effect. 1874 to 1876, elements of the 7th Cavalry Regiment under the command of Lieutenant Colonel George Armstrong Custer operating out of Forts Abraham Lincoln and Rice in Dakota Territory conducted expeditions to protect the railroad survey and construction crews in Dakota and Montana Territories.[citation needed] Billings and first reorganization[edit] 1877, construction resumed in a small way. Northern Pacific pushed a branch line southeast from Tacoma to Puyallup, Washington and on to the coal fields around Wilkeson, Washington. Much of the coal was destined for export through Tacoma to San Francisco, California, where it would be thrown into the fireboxes of Central Pacific Railroad steam engines. small amount of construction was one of the largest projects the company would undertake in the years between 1874 and 1880. That same year the company built a large shop complex at Edison, Washington (now part of south Tacoma). For many years the shops at Brainerd and Edison would carry out heavy repairs and build equipment for the railroad. May 24, 1879, Frederick H. Billings became the president of the company. Billings' tenure would be short but ferocious. Reorganization, bond sales, and improvement in the U.S. economy allowed Northern Pacific to strike out across the Missouri River by letting a contract to build 100 miles (160 km) of railroad west of the river. The railroad's new-found strength, however, would be seen as a threat in certain quarters. Henry Villard, Gold Creek, Gold Spike[edit] Yellowstone Park Line Brochure 1904 and Transcontinental stock owned by Henry Villard. journalist Henry Villard had raised capital for western railroads in Europe from 1871 to 1873. After returning to New York in 1874 he invested on behalf of his clients in railroads in Oregon. Through Villard's work, most of these lines became properties of the European creditors' holding company, the Oregon and Transcontinental Company. the lines held by the Oregon and Transcontinental, the most important was the Oregon Railway and Navigation Company, which ran east from Portland along the left bank of the Columbia River to a connection with the Union Pacific Railroad's Oregon Short Line at the confluence of the Columbia River and the Snake River near Wallula, Washington. a decade of his return, Villard was head of a transportation empire in the Pacific Northwest that had but one real competitor, the Northern Pacific. The Northern Pacific's completion threatened the holdings of Villard in the Northwest, and especially in Portland. Portland would become a second-class city if the Puget Sound ports at Tacoma and Seattle, Washington, were connected to the East by rail. who had been building a monopoly of river and rail transportation in Oregon for several years, now launched a daring raid. Using his European connections and a reputation for having "bested" Jay Gould in a battle for control of the Kansas Pacific years before, Villard solicited – and raised – $8,000,000 from his associates. This was his famous "Blind Pool," Villard's associates were not told what the money would be used for. In this case, the funds were used to purchase control of the Northern Pacific. a tough fight, Billings and his backers were forced to capitulate; he resigned the presidency June 9, 1881. Ashbel H. Barney, former President of Wells Fargo & Company, served briefly as interim caretaker of the railroad from June 19 to September 15, when Villard was elected president by the stockholders. For the next two years, Villard and the Northern Pacific rode the whirlwind. 1882, 360 miles (580 km) of main line and 368 miles (592 km) of branch line were completed, bringing totals to 1,347 miles (2,168 km) and 731 miles (1,176 km), respectively. October 10, 1882, the line from Wadena, Minnesota, to Fergus Falls, Minnesota, opened for service. The Missouri River was bridged with a million-dollar span on October 21, 1883. Until then, crossing of the Missouri had had to be managed with a ferry service for most of the year; in winter, when ice was thick enough, rails were laid across the river itself. Herman Haupt, another veteran of the Civil War and the Pennsylvania Railroad, organized the Northern Pacific Beneficial Association in 1881. A forerunner of the modern health maintenance organization, the NPBA ultimately established a series of four hospitals across the system in Saint Paul, Minnesota; Glendive, Montana; Missoula, Montana; and Tacoma, Washington, to care for employees, retirees, and their families. January 15, 1883, the first train reached Livingston, Montana, at the eastern foot of Bozeman Pass. Livingston, like Brainerd and South Tacoma before it, would grow to encompass a large backshop handling heavy repairs for the railroad. It would also mark the east–west dividing line on the Northern Pacific system. pushed hard for the completion of the Northern Pacific in 1883. His crews laid an average of a mile and half (2.4 km) of track each day. In early September, the line neared completion. celebrate, and to gain national publicity for investment opportunities in his region, Villard chartered four trains to carry guests from the East to Gold Creek in western Montana. No expense was spared and the list of dignitaries included Frederick Billings, Ulysses S. Grant, and Villard's in-laws, the family of abolitionist William Lloyd Garrison. On September 8, the Gold Spike was driven near Gold Creek.[12] to Puget Sound[edit] fall was swifter than his ascendancy. Like Jay Cooke, he was now consumed by the enormous costs of constructing the railroad. Street bears attacked the stock shortly after the Golden Spike, after the realization that the Northern Pacific was a very long road with very little business. himself suffered a nervous breakdown in the days after the driving of the Golden Spike, and he left the presidency of the Northern Pacific in January 1884. the presidency of the Northern Pacific was handed to a professional railroader, Robert Harris, former head of the Chicago, Burlington and Quincy Railroad. For the next four years, until the return of the Villard group, Harris worked at improving the property and ending its tangled relationship with the Oregon Railway and Navigation Company. the mid-1880s, the Northern Pacific pushed to reach Puget Sound directly, rather than by means of a roundabout route that followed the Columbia River. of the Cascade Mountains, carried out intermittently since the 1870s, began anew. Virgil Bogue, a veteran civil engineer, was sent to explore the Cascades again. On March 19, 1881, he discovered Stampede Pass. 1883, John W. Sprague, the head of the new Pacific Division, drove the Golden Spike to mark the beginning of the railroad from what would become Kalama, Washington. He resigned a months later due to impaired health. 1884, after the departure of Villard, the Northern Pacific began building toward Stampede Pass from Wallula in the east and the area of Wilkeson in the west. By the end of the year, rails had reached Yakima, Washington in the east. A 77-mile (124 km) gap remained in 1886. January of that year, Nelson Bennett was given a contract to construct a 9,850-foot (1.866 mi; 3.00 km) tunnel under Stampede Pass. The contract specified a short amount of time for completion, and a large penalty if the deadline were missed. While crews worked on the tunnel, the railroad built a temporary switchback route across the pass. With numerous timber trestles and grades which approached six percent, the temporary line required two M class 2-10-0s — the two largest locomotives in the world (at that time) — to handle a tiny five-car train. On May 3, 1888, crews holed through the tunnel, and on May 27 the first train passed through directly to Puget Sound. and the Panic of 1893[edit] this success, the Northern Pacific, like many U.S. roads, was living on borrowed time. From 1887 until 1893, Henry Villard returned to the board of directors. Though offered the presidency, he refused. An associate of Villard dating back to his time on the Kansas Pacific, Thomas Fletcher Oakes, assumed the presidency on September 20, 1888. an effort to garner business, Oakes pursued an aggressive policy of branch line expansion. addition, the Northern Pacific experienced the first competition in the form of James Jerome Hill and his Great Northern Railway. The Great Northern, like the Northern Pacific before it, was pushing west from the Twin Cities towards Puget Sound, and would be completed in 1893. sparse traffic, and the Panic of 1893 sounded the death knell for the Northern Pacific and Villard's interest in railroading. The company slipped into its second bankruptcy on October 20, 1893. Oakes was named receiver and Brayton Ives, a former chairman of the New York Stock Exchange, became president. labor dispute[edit] 1894, the 10th Cavalry Regiment of the U.S. Army was involved in protecting property of the Northern Pacific Railroad from striking workers.[13] Villard to Morganization[edit] the next three years, the Villard-Oakes interests and the Ives interest feuded for control of the Northern Pacific. Oakes was eventually forced out as receiver, but not before three separate courts were claiming jurisdiction over the Northern Pacific's bankruptcy. Things came to a head in 1896, when first Edward Dean Adams was appointed president, then less than two months later, Edwin Winter. the task of straightening out the muddle of the Northern Pacific was turned over to J. P. Morgan. Morganization of the Northern Pacific, a process which befell many U.S. roads in the wake of the Panic of 1893, was handed to Morgan lieutenant Charles Henry Coster. The new president, beginning September 1, 1897, was Charles Sanger Mellen.[14] James J. Hill had purchased an interest in the Northern Pacific during the troubled days of 1896, Coster and Mellen would advocate, and follow, a staunchly independent line for the Northern Pacific for the next four years. Only the early death of Coster from overwork, and the promotion of Mellen to head the Morgan-controlled New York, New Haven and Hartford Railroad in 1903, would bring the Northern Pacific closer to the orbit of James J. Hill.[15] Map of Northern Pacific's route circa 1900. Hill, Harriman and the Northern Pacific Corner[edit] the late 1880s, the Villard regime, in another one of its costly missteps, attempted to stretch the Northern Pacific from the Twin Cities to the all-important rail hub of Chicago, Illinois. A costly project was begun in creating a union station and terminal facilities for a Northern Pacific which had yet to arrive. than build directly down to Chicago, perhaps following the Mississippi River as the Chicago, Burlington and Quincy had done, Villard chose to lease the Wisconsin Central. Some backers of the Wisconsin Central had long associations with Villard, and an expensive lease was worked out between the two companies which was only undone by the Northern Pacific's second bankruptcy. ultimate result was that the Northern Pacific was left without a direct connection to Chicago, the primary interchange point for most of the large U.S. railroads. Fortunately, the Northern Pacific was not alone. James J. Hill, controller of the Great Northern Railway, which was completed between the Twin Cities and Puget Sound in 1893, also lacked a direct connection to Chicago. Hill went looking for a road with an existing route between the Twin Cities and Chicago which could be rolled into his holdings and give him a stable path to that important interchange. the same time, E. H. Harriman, head of the Union Pacific Railroad, was also looking for a road which could connect his company to Chicago. The road both Harriman and Hill looked at was the Chicago, Burlington and Quincy. Harriman, the Burlington was a road which paralleled much of his own, and offered tantalizing direct access to Chicago. For Hill as well, there was the possibility of a high-speed link directly with Chicago. Though the Burlington did not parallel the Great Northern or the Northern Pacific, it would give them a powerful railroad in the central West. was the first to approach the Burlington's aging leader, the irascible Charles Elliott Perkins. The price for control of the Burlington, as set by Perkins, was $200 a share, more than Harriman was willing to pay. met the price, and control of the Burlington was divided equally at about 48.5 percent each between the Great Northern and the Northern Pacific. to be outdone, Harriman now came up with a crafty plan: Buy a controlling interest in the Northern Pacific and use its power on the Burlington to place friendly directors upon its board. On May 3, 1901, Harriman began his stock raid which would become known as the Northern Pacific Corner. the end of the day he was short just 40,000 shares of common stock. Harriman placed an order to cover this, but was overridden by his broker, Jacob Schiff, of Kuhn, Loeb & Co. on the other hand, reached the vacationing Morgan in Italy and managed to place an order for 150,000 shares of common stock. Though Harriman might be able to control the preferred stock, Hill knew the company bylaws allowed for the holders of the common stock to vote to retire the preferred. three days the Harriman-Hill imbroglio managed to wreak havoc on the stock market. Northern Pacific stock was quoted at $150 a share on May 6, and is reported to have traded as much as $1,000 a share behind the scenes. Harriman and Hill now worked to settle the issue for brokers to avoid panic. Hill, for his part, attempted to avoid future stock raids by placing his holdings in the Northern Securities Company, a move which would be undone by the Supreme Court in 1904 under the auspices of the Sherman Anti-Trust Act. was not immune either; he was forced to break up his holdings in the Union Pacific Railroad and the Southern Pacific Railroad a few years later. Hill to Howard Elliott[edit] 1903, Hill finally got his way with the House of Morgan. Howard Elliott, another veteran of the Chicago, Burlington and Quincy, became president of the Northern Pacific on October 23. Elliott was a relative of the Burlington's crusty chieftain Charles Elliott Perkins, and more distantly the Burlington's great backer, John Murray Forbes. He had spent 20 years in the trenches of Midwest railroading, where rebates, pooling, expansion and rate wars had brought ruinous competition. Having seen the effects of having multiple railroads attempt to serve the same destination, he was very much in tune with James J. Hill's philosophy of "community of interest," a loose affiliation or collusion among roads in an attempt to avoid duplicating routes, rate wars, weak finances and ultimately bankruptcies and reorganizations. would be left to make peace with the Hill-controlled Great Northern; the Harriman-controlled Union Pacific; and, between 1907 and 1909, the last of the northern transcontinentals, the Chicago, Milwaukee, St. Paul and Pacific Railroad, more commonly known as the Milwaukee Road. A Northern Pacific train travels over Bozeman Pass in June 1939 the twentieth century[edit] the turn of the century the Northern Pacific had a record of steady improvement. Together with the Great Northern, the Northern Pacific also gained control of the Chicago, Burlington and Quincy Railroad, gaining important access to Chicago, the central Middle West and Texas, as well as the Spokane, Portland and Seattle Railway, an important route through eastern and southern Washington. physical plant was upgraded continuously, with double-tracking in key areas, and automatic block signaling along its entire main line. This in turn gave way to centralized traffic control, microwave and radio communications as time progressed.[citation needed] Northern Pacific maintained and continuously upgraded its equipment and service. The road helped pioneer the 4-8-4 Northern type steam engine and the 2-8-8-4 Yellowstone. was among the first railroads in the country to adopt diesel power beginning with General Motors’ FTs in 1944.[citation needed] Despite this, with cheap (albeit low-quality) coal reserves in Wyoming it was among the last US railroads to complete dieselization, in 1960. NP depot at Wallace, Idaho, 2007 Northern Pacific's premier passenger train, the North Coast Limited was among the safest and finest in the nation, suffering only one passenger fatality in nearly seventy years of operation.[citation needed] 1900, most of the remaining land-grant holdings were located west of Montana, in the "western district." railroad still hoped to sell this land, both to provide operating funds and to populate the region to provide new markets to sustain the railroad. Nearly all the good farm land had been sold, leaving large tracts of grazing land or timber. The grazing acreage was poor quality, and difficult to sell. However, the timber lands were of high quality; much of these were sold to Frederick Weyerhaeuser.[16] of the Hill Lines[edit] later years, Louis W. Menk became president of the Northern Pacific, and then he brought it together with the Chicago, Burlington and Quincy Railroad, the Great Northern Railway, and the Spokane, Portland and Seattle Railway on March 2, 1970, to form the Burlington Northern Railroad. The merger was allowed despite a challenge in the Supreme Court, essentially reversing the outcome of the 1904 Northern Securities ruling. A 900 mi (1,400 km) portion of the former Northern Pacific mainline in Montana was spun off and is now operated by Montana Rail Link. Revenue freight traffic, in millions of net ton-miles (including M&I, G&P) Year Traffic 1925 6852 1933 3600 1944 14679 1960 11360 1967 13629 Source: ICC annual reports 1949, the Northern Pacific's headquarters in Saint Paul presided over a system of 6,889 miles (11,087 km), which 2,831 miles (4,556 km) of main line, 4,057 miles (6,529 km) of branch line under seven operating divisions. Superior[edit] in Duluth, Minnesota, the Lake Superior Division's main routes were from Duluth to Ashland, Wisconsin, Duluth to Staples, Minnesota, and Duluth to White Bear Lake, Minnesota. The division encompassed 631 route miles; 356 in main line and 274 in branches. Paul[edit] in St. Paul, Minnesota in the company's Railroad and Bank Building, the St. Paul Division's main routes were from Saint Paul to Staples, Saint Paul to White Bear Lake, and Staples to Dilworth, Minnesota. The division encompassed 909 route miles; 310 in main line and 599 in branches. in Fargo, North Dakota, the Fargo Division's main routes were from Dilworth to Mandan, North Dakota. The division encompassed 1,167 route miles; 216 in main line and 951 in branches. in Glendive, Montana, the Yellowstone Division's main routes were from Mandan, North Dakota, to Billings, Montana, and from Billings to Livingston, Montana. The division encompassed 875 route miles; 546 in main line and 328 in branches. Mountain[edit] in Missoula, Montana, the Rocky Mountain main routes were from Livingston to Paradise, Montana via Helena, Montana and Mullan Pass, from Logan, Montana, to Garrison, Montana, via Butte, Montana, and Homestake Pass. division encompassed 892 route miles; 563 in main line and 330 in branches. It was home to the principal central district repair facility at Livingston, Montana. in Spokane, Washington, the Idaho Division's main routes were from Paradise, Mont., to Yakima, Washington, via Pasco, Washington. The division encompassed 1,123 route miles; 466 in main line and 657 in branches. in Tacoma, Washington, the Tacoma Division's main routes were from Yakima to Stuck Junction, near future Auburn, Washington, Seattle, Washington to Sumas, Washington, on the border with British Columbia, Canada, and from Seattle to Portland, Oregon. The division encompassed 1,034 route miles; 373 in main line and 661 in branches. It was home to the principal west end repair facility at South Tacoma, Washington.[17] the railroad expanded, immigrants, families, and single men moved to the Pacific Northwest. Tacoma's population grew rapidly: in 1880 there were 1,098 residents, and in 1889 there were 36,000.[18] service[edit] line encouraged people to make their homes in the Pacific Northwest by having an "immigration agent" and offering special excursion trains for prospective buyers during the winter months. North Coast Limited was the premier passenger train operated by the Northern Pacific Railway between Chicago and Seattle via Butte, Montana and Homestake Pass. It commenced service on April 29, 1900, served briefly as a Burlington Northern train after the merger on March 2, 1970, and ceased operation on April 30, 1971, the day before Amtrak began service. The Chicago Union Station to Saint Paul leg of the train's route was operated by the Chicago, Burlington and Quincy Railroad along its Mississippi River mainline through Wisconsin. Northern Pacific's secondary transcontinental passenger train was the Alaskan, until it was replaced by the Mainstreeter on November 16, 1952.[19][page needed] Mainstreeter, which operated via Helena, Montana and Mullan Pass, continued in service through the Burlington Northern merger until Amtrak Day (May 1, 1971). It had been reduced to a Saint Paul to Seattle train after the last run of the former Burlington Route Black Hawk on April 12–13, 1970. Northern Pacific also participated in the Coast Pool Train service between Portland and Seattle with the Great Northern Railway and the Union Pacific Railroad. NP and GN Coast Pool Trains lasted until Amtrak. were several other passenger trains which were discontinued before the Burlington Northern merger. These included: Saint Paul to International Falls, Minnesota; Saint Paul to Duluth, Minnesota (which at one time was also a pool operation, with Great Northern Railway and the Soo Line); Duluth to Staples, Minnesota; Saint Paul to Jamestown, North Dakota (the last remnant of the Alaskan); Fargo, North Dakota to Winnipeg, Manitoba; The Route of "the Great Big Baked Potato"[edit] Actress Lillian Russell and other Hollywood stars were hired to promote the railroad's potatoes. comic postcard circa 1910 to 1920 promoting "The Great Big Baked Potato". Hazen Titus was appointed as the line's dining car superintendent in 1908. He learned that Yakima Valley farmers were unable to sell their potato crops because the potatoes they were growing were simply too large; they fed them to the hogs. Titus learned that a single potato could weigh from two to five pounds, but that smaller potatoes were preferred by the end buyers of the vegetable because many people considered large potatoes inedible due to their thick, rough skin.[20] and his staff discovered the "inedible" potatoes were delicious after baking in a slow oven. He contracted to purchase as many potatoes as the farmers could produce that were more than two pounds in weight. Soon after the first delivery of "Netted Gem Bakers", they were offered to diners on the North Coast Limited beginning in early 1909. Word of the line's specialty offering traveled quickly, and before long it was using "the Great Big Baked Potato" as a slogan to promote the railroad's passenger service. Hollywood stars were hired to promote it.[21] When an addition was built for the Northern Pacific's Seattle commissary in 1914, a Railway Age reporter wrote, "A large trade mark, in the shape of a baked potato, 40 ft. long and 18 ft. in diameter, surmounts the roof. The potato is electric lighted and its eyes, through the electric mechanism, are made to wink constantly. A cube of butter thrust into its split top glows intermittently." Premiums such as postcards, letter openers, and spoons were also produced to promote "The Route of the Great Big Baked Potato"; the slogan served the Northern Pacific for about 50 years.[20]

NP St Paul to Deluth thru White Bear Lake, Lake Superior Division, NP Railroad
White Bear Lake
Superior[edit] in Duluth, Minnesota, the Lake Superior Division's main routes were from Duluth to Ashland, Wisconsin, Duluth to Staples, Minnesota, and Duluth to White Bear Lake, Minnesota. The division encompassed 631 route miles; 356 in main line and 274 in branches.

St Paul Division, NP Railroad, St Paul to Staples and Dillman near Fargo

Red River

NP Railroad Fargo and Yellowstone River Divisions - Dillworth, MN to Livingston, MT
NP Railroad Yellowstone River Division
in Fargo, North Dakota, the Fargo Division's main routes were from Dilworth to Mandan, North Dakota. The division encompassed 1,167 route miles; 216 in main line and 951 in branches.
in Glendive, Montana, the Yellowstone Division's main routes were from Mandan, North Dakota, to Billings, Montana, and from Billings to Livingston, Montana. The division encompassed 875 route miles; 546 in main line and 328 in branches.

Yellowstone River

Missouri River

Deluth to Ashland, Wisconsin, Lake Superior Division, NP Railroad, HWY 2
Superior[edit] in Duluth, Minnesota, the Lake Superior Division's main routes were from Duluth to Ashland, Wisconsin, Duluth to Staples, Minnesota, and Duluth to White Bear Lake, Minnesota. The division encompassed 631 route miles; 356 in main line and 274 in branches.

Deluth to Staples, MN thru Brainerd, NP Railroad Headquarters. Lake Superior Division
Superior[edit] in Duluth, Minnesota, the Lake Superior Division's main routes were from Duluth to Ashland, Wisconsin, Duluth to Staples, Minnesota, and Duluth to White Bear Lake, Minnesota. The division encompassed 631 route miles; 356 in main line and 274 in branches.

Deluth to White Bear Lake, MN, and Saint Paul, Lake Superior Division, NP Railroad

St Croix River (WI MN Border)

US, 1883-1889, Northern Pacific Railway - Pacific Expansion from Bozeman Pass West through Stampede Pass (I90)
Northern Pacific Railway; Northern Pacific Railway (reporting mark NP) was a transcontinental railroad that operated across the northern tier of the western United States, from Minnesota to the Pacific Northwest. It was approved by Congress in 1864 and given nearly forty million acres (62,000 sq mi; 160,000 km2) of land grants, which it used to raise money in Europe for construction. began in 1870 and the main line opened all the way from the Great Lakes to the Pacific when former President Ulysses S. Grant drove in the final "golden spike" in western Montana on September 8, 1883. railroad had about 6,800 miles (10,900 km) of track and served a large area, including extensive trackage in the states of Idaho, Minnesota, Montana, North Dakota, Oregon, Washington, and Wisconsin. In addition, the NP had an international branch to Winnipeg, Manitoba, Canada. The main activities were shipping wheat and other farm products, cattle, timber, and minerals; bringing in consumer goods, transporting passengers; and selling land. Northern Pacific was headquartered in Minnesota, first in Brainerd, then in Saint Paul. It had a tumultuous financial history; the NP merged with other lines in 1970 to form the Burlington Northern Railroad, which in turn merged with the Santa Fe Railway to become the BNSF Railway in 1996. Map of NPR Land Grant, c1890 chartered the Northern Pacific Railway Company on July 2, 1864, with the goals of connecting the Great Lakes with Puget Sound on the Pacific, opening vast new lands for farming, ranching, lumbering and mining, and linking Washington and Oregon to the rest of the country.[1] granted the railroad a potential 60 million acres (243,000 km2) of land in exchange for building rail transportation to an undeveloped territory. Josiah Perham was elected its first president on December 7, 1864.[1] It could not use all the land and in the end took just under 40 million acres.[2] Cooke takes control[edit] the next six years, backers of the road struggled to find financing. Though John Gregory Smith succeeded Perham as president on January 5, 1865, groundbreaking did not take place until February 15, 1870, at Carlton, Minnesota, 25 miles (40 km) west of Duluth, Minnesota. backing and promotions of famed financier Jay Cooke in the summer of 1870 brought the first real momentum to the company. The Minnetonka. Over the course of 1871, the Northern Pacific pushed westward from Minnesota into present-day North Dakota. Surveyors and construction crews had to maneuver through swamps, bogs, and tamarack forests. The difficult terrain and insufficient funding delayed by six months the construction phase in Minnesota.[3] NP also began building its line north from Kalama, Washington Territory, on the Columbia River outside of Portland, Oregon, towards Puget Sound. small construction engines were purchased, the Minnetonka, Itaska, Ottertail and St. Cloud, the first of which was shipped to Kalama by ship around Cape Horn. Minnesota, the Lake Superior and Mississippi Railroad completed construction of its 155-mile (249 km) line stretching from Saint Paul to Lake Superior at Duluth in 1870. It was leased to the Northern Pacific in 1876, and was eventually absorbed by the Northern Pacific. The North Coast Limited was the Northern Pacific's flagship train and the Northern Pacific itself was built along the trail first blazed by Lewis and Clark.[4] Preferred Shares of the Northern Pacific Railroad Company, issued 28. November 1881 Northern Pacific reached Fargo, Dakota Territory (N.D.), early in June 1872. The following year, in June 1873, the N.P. reached the shores of the Missouri River, at Edwinton (Bismarck) D.T. In the west, the track extended 25 miles (40 km) north from Kalama. Surveys were carried out in North Dakota protected by 600 troops under General Winfield Scott Hancock. Headquarters and shops were established in Brainerd, Minnesota, a town named for the President John Gregory Smith's wife Anna Elizabeth Brainerd. A severe stock market crash and financial collapse after 1873, led by the Credit Mobilier Scandal and the Union Pacific Railroad fraud, stopped further railroad building for twelve years. 1886, the company put down 164 miles (264 km) of main line across North Dakota, with an additional 45 miles (72 km) in Washington. November 1, General George Washington Cass became the third president of the company. Cass had been a vice-president and director of the Pennsylvania Railroad, and would lead the Northern Pacific through some of its most difficult times. on survey parties and construction crews by Sioux, Cheyenne, Arapaho, and Kiowa warriors in North Dakota and Minnesota became so prevalent that the company received protection from units of the U.S. Army.[5] 1886, the Northern Pacific also opened colonization offices in Germany and Scandinavia, attracting farmers with cheap package transportation and purchase deals. The success of the NP was based on the abundant crops of wheat and other grains and the attraction to settlers of the Red River Valley along the Minnesota-North Dakota border between 1881 and 1890.[6] Northern Pacific reached Dakota Territory at Fargo in 1872, and began its career as one of the central factors in the economic growth of North Dakota. The climate, although very cold, was suitable for wheat, which was in high demand in the cities of the United States and Europe. Most of the settlers were German and Scandinavian immigrants who bought the land cheaply, and raised large families. They shipped huge quantities of wheat to Minneapolis, while buying all sorts of equipment and home supplies to be shipped in by rail.[7] NP used its federal land grants as security to borrow money to build its system.[8] federal government kept every other section of land, and gave it away free to homesteaders. first the railroad sold much of its holdings at low prices to land speculators in order to realize quick cash profits, and also to eliminate sizable annual tax bills. 1905 the railroad company's land policies changed, after it was judged a costly mistake to have sold much of the land at wholesale prices. better railroad service and improved methods of farming the Northern Pacific easily sold what had been heretofore "worthless" land directly to farmers at good prices. 1910 the railroad's holdings in North Dakota had been greatly reduced.[9][10] of 1873 and first bankruptcy[edit] 1873, Northern Pacific made impressive strides before a terrible stumble. Rails from the east reached the Missouri River on June 4. After several years of study, Tacoma, Washington, was selected as the road's western terminus on July 14, 1873. the previous three years the financial house of Jay Cooke and Company had been throwing money into the construction of the Northern Pacific. As with many western transcontinentals, the staggering costs of building a railroad into a vast wilderness had been drastically underestimated. Cooke had little success in marketing the bonds in Europe and overextended his house in meeting overdrafts of the mounting construction costs. Cooke overestimated his managerial skills and failed to appreciate the limits of a banker's ability to be also a promoter, and the danger of freezing his assets in the bonds of the Northern Pacific.[11] and Company went bankrupt on September 18, 1873. Soon the Panic of 1873 engulfed the United States, beginning an economic depression that ruined or nearly paralyzed newer railroads. Northern Pacific survived bankruptcy that year, due to austerity measures put in place by President Cass. In fact, working with last-minute loans from Director John C. Ainsworth of Portland, the Northern Pacific completed the line from Kalama to Tacoma (110 miles (180 km)) before the end of 1873. On December 16, the first steam train arrived in Tacoma. But in 1874 the company was moribund.[clarification needed] Pacific slipped into its first bankruptcy on June 30, 1875. Cass resigned to become receiver of the company, and Charles Barstow Wright became its fourth president. Frederick Billings, namesake of Billings, Montana, formulated a reorganization plan which was put into effect. 1874 to 1876, elements of the 7th Cavalry Regiment under the command of Lieutenant Colonel George Armstrong Custer operating out of Forts Abraham Lincoln and Rice in Dakota Territory conducted expeditions to protect the railroad survey and construction crews in Dakota and Montana Territories.[citation needed] Billings and first reorganization[edit] 1877, construction resumed in a small way. Northern Pacific pushed a branch line southeast from Tacoma to Puyallup, Washington and on to the coal fields around Wilkeson, Washington. Much of the coal was destined for export through Tacoma to San Francisco, California, where it would be thrown into the fireboxes of Central Pacific Railroad steam engines. small amount of construction was one of the largest projects the company would undertake in the years between 1874 and 1880. That same year the company built a large shop complex at Edison, Washington (now part of south Tacoma). For many years the shops at Brainerd and Edison would carry out heavy repairs and build equipment for the railroad. May 24, 1879, Frederick H. Billings became the president of the company. Billings' tenure would be short but ferocious. Reorganization, bond sales, and improvement in the U.S. economy allowed Northern Pacific to strike out across the Missouri River by letting a contract to build 100 miles (160 km) of railroad west of the river. The railroad's new-found strength, however, would be seen as a threat in certain quarters. Henry Villard, Gold Creek, Gold Spike[edit] Yellowstone Park Line Brochure 1904 and Transcontinental stock owned by Henry Villard. journalist Henry Villard had raised capital for western railroads in Europe from 1871 to 1873. After returning to New York in 1874 he invested on behalf of his clients in railroads in Oregon. Through Villard's work, most of these lines became properties of the European creditors' holding company, the Oregon and Transcontinental Company. the lines held by the Oregon and Transcontinental, the most important was the Oregon Railway and Navigation Company, which ran east from Portland along the left bank of the Columbia River to a connection with the Union Pacific Railroad's Oregon Short Line at the confluence of the Columbia River and the Snake River near Wallula, Washington. a decade of his return, Villard was head of a transportation empire in the Pacific Northwest that had but one real competitor, the Northern Pacific. The Northern Pacific's completion threatened the holdings of Villard in the Northwest, and especially in Portland. Portland would become a second-class city if the Puget Sound ports at Tacoma and Seattle, Washington, were connected to the East by rail. who had been building a monopoly of river and rail transportation in Oregon for several years, now launched a daring raid. Using his European connections and a reputation for having "bested" Jay Gould in a battle for control of the Kansas Pacific years before, Villard solicited – and raised – $8,000,000 from his associates. This was his famous "Blind Pool," Villard's associates were not told what the money would be used for. In this case, the funds were used to purchase control of the Northern Pacific. a tough fight, Billings and his backers were forced to capitulate; he resigned the presidency June 9, 1881. Ashbel H. Barney, former President of Wells Fargo & Company, served briefly as interim caretaker of the railroad from June 19 to September 15, when Villard was elected president by the stockholders. For the next two years, Villard and the Northern Pacific rode the whirlwind. 1882, 360 miles (580 km) of main line and 368 miles (592 km) of branch line were completed, bringing totals to 1,347 miles (2,168 km) and 731 miles (1,176 km), respectively. October 10, 1882, the line from Wadena, Minnesota, to Fergus Falls, Minnesota, opened for service. The Missouri River was bridged with a million-dollar span on October 21, 1883. Until then, crossing of the Missouri had had to be managed with a ferry service for most of the year; in winter, when ice was thick enough, rails were laid across the river itself. Herman Haupt, another veteran of the Civil War and the Pennsylvania Railroad, organized the Northern Pacific Beneficial Association in 1881. A forerunner of the modern health maintenance organization, the NPBA ultimately established a series of four hospitals across the system in Saint Paul, Minnesota; Glendive, Montana; Missoula, Montana; and Tacoma, Washington, to care for employees, retirees, and their families. January 15, 1883, the first train reached Livingston, Montana, at the eastern foot of Bozeman Pass. Livingston, like Brainerd and South Tacoma before it, would grow to encompass a large backshop handling heavy repairs for the railroad. It would also mark the east–west dividing line on the Northern Pacific system. pushed hard for the completion of the Northern Pacific in 1883. His crews laid an average of a mile and half (2.4 km) of track each day. In early September, the line neared completion. celebrate, and to gain national publicity for investment opportunities in his region, Villard chartered four trains to carry guests from the East to Gold Creek in western Montana. No expense was spared and the list of dignitaries included Frederick Billings, Ulysses S. Grant, and Villard's in-laws, the family of abolitionist William Lloyd Garrison. On September 8, the Gold Spike was driven near Gold Creek.[12] to Puget Sound[edit] fall was swifter than his ascendancy. Like Jay Cooke, he was now consumed by the enormous costs of constructing the railroad. Street bears attacked the stock shortly after the Golden Spike, after the realization that the Northern Pacific was a very long road with very little business. himself suffered a nervous breakdown in the days after the driving of the Golden Spike, and he left the presidency of the Northern Pacific in January 1884. the presidency of the Northern Pacific was handed to a professional railroader, Robert Harris, former head of the Chicago, Burlington and Quincy Railroad. For the next four years, until the return of the Villard group, Harris worked at improving the property and ending its tangled relationship with the Oregon Railway and Navigation Company. the mid-1880s, the Northern Pacific pushed to reach Puget Sound directly, rather than by means of a roundabout route that followed the Columbia River. of the Cascade Mountains, carried out intermittently since the 1870s, began anew. Virgil Bogue, a veteran civil engineer, was sent to explore the Cascades again. On March 19, 1881, he discovered Stampede Pass. 1883, John W. Sprague, the head of the new Pacific Division, drove the Golden Spike to mark the beginning of the railroad from what would become Kalama, Washington. He resigned a months later due to impaired health. 1884, after the departure of Villard, the Northern Pacific began building toward Stampede Pass from Wallula in the east and the area of Wilkeson in the west. By the end of the year, rails had reached Yakima, Washington in the east. A 77-mile (124 km) gap remained in 1886. January of that year, Nelson Bennett was given a contract to construct a 9,850-foot (1.866 mi; 3.00 km) tunnel under Stampede Pass. The contract specified a short amount of time for completion, and a large penalty if the deadline were missed. While crews worked on the tunnel, the railroad built a temporary switchback route across the pass. With numerous timber trestles and grades which approached six percent, the temporary line required two M class 2-10-0s — the two largest locomotives in the world (at that time) — to handle a tiny five-car train. On May 3, 1888, crews holed through the tunnel, and on May 27 the first train passed through directly to Puget Sound. and the Panic of 1893[edit] this success, the Northern Pacific, like many U.S. roads, was living on borrowed time. From 1887 until 1893, Henry Villard returned to the board of directors. Though offered the presidency, he refused. An associate of Villard dating back to his time on the Kansas Pacific, Thomas Fletcher Oakes, assumed the presidency on September 20, 1888. an effort to garner business, Oakes pursued an aggressive policy of branch line expansion. addition, the Northern Pacific experienced the first competition in the form of James Jerome Hill and his Great Northern Railway. The Great Northern, like the Northern Pacific before it, was pushing west from the Twin Cities towards Puget Sound, and would be completed in 1893. sparse traffic, and the Panic of 1893 sounded the death knell for the Northern Pacific and Villard's interest in railroading. The company slipped into its second bankruptcy on October 20, 1893. Oakes was named receiver and Brayton Ives, a former chairman of the New York Stock Exchange, became president. labor dispute[edit] 1894, the 10th Cavalry Regiment of the U.S. Army was involved in protecting property of the Northern Pacific Railroad from striking workers.[13] Villard to Morganization[edit] the next three years, the Villard-Oakes interests and the Ives interest feuded for control of the Northern Pacific. Oakes was eventually forced out as receiver, but not before three separate courts were claiming jurisdiction over the Northern Pacific's bankruptcy. Things came to a head in 1896, when first Edward Dean Adams was appointed president, then less than two months later, Edwin Winter. the task of straightening out the muddle of the Northern Pacific was turned over to J. P. Morgan. Morganization of the Northern Pacific, a process which befell many U.S. roads in the wake of the Panic of 1893, was handed to Morgan lieutenant Charles Henry Coster. The new president, beginning September 1, 1897, was Charles Sanger Mellen.[14] James J. Hill had purchased an interest in the Northern Pacific during the troubled days of 1896, Coster and Mellen would advocate, and follow, a staunchly independent line for the Northern Pacific for the next four years. Only the early death of Coster from overwork, and the promotion of Mellen to head the Morgan-controlled New York, New Haven and Hartford Railroad in 1903, would bring the Northern Pacific closer to the orbit of James J. Hill.[15] Map of Northern Pacific's route circa 1900. Hill, Harriman and the Northern Pacific Corner[edit] the late 1880s, the Villard regime, in another one of its costly missteps, attempted to stretch the Northern Pacific from the Twin Cities to the all-important rail hub of Chicago, Illinois. A costly project was begun in creating a union station and terminal facilities for a Northern Pacific which had yet to arrive. than build directly down to Chicago, perhaps following the Mississippi River as the Chicago, Burlington and Quincy had done, Villard chose to lease the Wisconsin Central. Some backers of the Wisconsin Central had long associations with Villard, and an expensive lease was worked out between the two companies which was only undone by the Northern Pacific's second bankruptcy. ultimate result was that the Northern Pacific was left without a direct connection to Chicago, the primary interchange point for most of the large U.S. railroads. Fortunately, the Northern Pacific was not alone. James J. Hill, controller of the Great Northern Railway, which was completed between the Twin Cities and Puget Sound in 1893, also lacked a direct connection to Chicago. Hill went looking for a road with an existing route between the Twin Cities and Chicago which could be rolled into his holdings and give him a stable path to that important interchange. the same time, E. H. Harriman, head of the Union Pacific Railroad, was also looking for a road which could connect his company to Chicago. The road both Harriman and Hill looked at was the Chicago, Burlington and Quincy. Harriman, the Burlington was a road which paralleled much of his own, and offered tantalizing direct access to Chicago. For Hill as well, there was the possibility of a high-speed link directly with Chicago. Though the Burlington did not parallel the Great Northern or the Northern Pacific, it would give them a powerful railroad in the central West. was the first to approach the Burlington's aging leader, the irascible Charles Elliott Perkins. The price for control of the Burlington, as set by Perkins, was $200 a share, more than Harriman was willing to pay. met the price, and control of the Burlington was divided equally at about 48.5 percent each between the Great Northern and the Northern Pacific. to be outdone, Harriman now came up with a crafty plan: Buy a controlling interest in the Northern Pacific and use its power on the Burlington to place friendly directors upon its board. On May 3, 1901, Harriman began his stock raid which would become known as the Northern Pacific Corner. the end of the day he was short just 40,000 shares of common stock. Harriman placed an order to cover this, but was overridden by his broker, Jacob Schiff, of Kuhn, Loeb & Co. on the other hand, reached the vacationing Morgan in Italy and managed to place an order for 150,000 shares of common stock. Though Harriman might be able to control the preferred stock, Hill knew the company bylaws allowed for the holders of the common stock to vote to retire the preferred. three days the Harriman-Hill imbroglio managed to wreak havoc on the stock market. Northern Pacific stock was quoted at $150 a share on May 6, and is reported to have traded as much as $1,000 a share behind the scenes. Harriman and Hill now worked to settle the issue for brokers to avoid panic. Hill, for his part, attempted to avoid future stock raids by placing his holdings in the Northern Securities Company, a move which would be undone by the Supreme Court in 1904 under the auspices of the Sherman Anti-Trust Act. was not immune either; he was forced to break up his holdings in the Union Pacific Railroad and the Southern Pacific Railroad a few years later. Hill to Howard Elliott[edit] 1903, Hill finally got his way with the House of Morgan. Howard Elliott, another veteran of the Chicago, Burlington and Quincy, became president of the Northern Pacific on October 23. Elliott was a relative of the Burlington's crusty chieftain Charles Elliott Perkins, and more distantly the Burlington's great backer, John Murray Forbes. He had spent 20 years in the trenches of Midwest railroading, where rebates, pooling, expansion and rate wars had brought ruinous competition. Having seen the effects of having multiple railroads attempt to serve the same destination, he was very much in tune with James J. Hill's philosophy of "community of interest," a loose affiliation or collusion among roads in an attempt to avoid duplicating routes, rate wars, weak finances and ultimately bankruptcies and reorganizations. would be left to make peace with the Hill-controlled Great Northern; the Harriman-controlled Union Pacific; and, between 1907 and 1909, the last of the northern transcontinentals, the Chicago, Milwaukee, St. Paul and Pacific Railroad, more commonly known as the Milwaukee Road. A Northern Pacific train travels over Bozeman Pass in June 1939 the twentieth century[edit] the turn of the century the Northern Pacific had a record of steady improvement. Together with the Great Northern, the Northern Pacific also gained control of the Chicago, Burlington and Quincy Railroad, gaining important access to Chicago, the central Middle West and Texas, as well as the Spokane, Portland and Seattle Railway, an important route through eastern and southern Washington. physical plant was upgraded continuously, with double-tracking in key areas, and automatic block signaling along its entire main line. This in turn gave way to centralized traffic control, microwave and radio communications as time progressed.[citation needed] Northern Pacific maintained and continuously upgraded its equipment and service. The road helped pioneer the 4-8-4 Northern type steam engine and the 2-8-8-4 Yellowstone. was among the first railroads in the country to adopt diesel power beginning with General Motors’ FTs in 1944.[citation needed] Despite this, with cheap (albeit low-quality) coal reserves in Wyoming it was among the last US railroads to complete dieselization, in 1960. NP depot at Wallace, Idaho, 2007 Northern Pacific's premier passenger train, the North Coast Limited was among the safest and finest in the nation, suffering only one passenger fatality in nearly seventy years of operation.[citation needed] 1900, most of the remaining land-grant holdings were located west of Montana, in the "western district." railroad still hoped to sell this land, both to provide operating funds and to populate the region to provide new markets to sustain the railroad. Nearly all the good farm land had been sold, leaving large tracts of grazing land or timber. The grazing acreage was poor quality, and difficult to sell. However, the timber lands were of high quality; much of these were sold to Frederick Weyerhaeuser.[16] of the Hill Lines[edit] later years, Louis W. Menk became president of the Northern Pacific, and then he brought it together with the Chicago, Burlington and Quincy Railroad, the Great Northern Railway, and the Spokane, Portland and Seattle Railway on March 2, 1970, to form the Burlington Northern Railroad. The merger was allowed despite a challenge in the Supreme Court, essentially reversing the outcome of the 1904 Northern Securities ruling. A 900 mi (1,400 km) portion of the former Northern Pacific mainline in Montana was spun off and is now operated by Montana Rail Link. Revenue freight traffic, in millions of net ton-miles (including M&I, G&P) Year Traffic 1925 6852 1933 3600 1944 14679 1960 11360 1967 13629 Source: ICC annual reports 1949, the Northern Pacific's headquarters in Saint Paul presided over a system of 6,889 miles (11,087 km), which 2,831 miles (4,556 km) of main line, 4,057 miles (6,529 km) of branch line under seven operating divisions. Superior[edit] in Duluth, Minnesota, the Lake Superior Division's main routes were from Duluth to Ashland, Wisconsin, Duluth to Staples, Minnesota, and Duluth to White Bear Lake, Minnesota. The division encompassed 631 route miles; 356 in main line and 274 in branches. Paul[edit] in St. Paul, Minnesota in the company's Railroad and Bank Building, the St. Paul Division's main routes were from Saint Paul to Staples, Saint Paul to White Bear Lake, and Staples to Dilworth, Minnesota. The division encompassed 909 route miles; 310 in main line and 599 in branches. in Fargo, North Dakota, the Fargo Division's main routes were from Dilworth to Mandan, North Dakota. The division encompassed 1,167 route miles; 216 in main line and 951 in branches. in Glendive, Montana, the Yellowstone Division's main routes were from Mandan, North Dakota, to Billings, Montana, and from Billings to Livingston, Montana. The division encompassed 875 route miles; 546 in main line and 328 in branches. Mountain[edit] in Missoula, Montana, the Rocky Mountain main routes were from Livingston to Paradise, Montana via Helena, Montana and Mullan Pass, from Logan, Montana, to Garrison, Montana, via Butte, Montana, and Homestake Pass. division encompassed 892 route miles; 563 in main line and 330 in branches. It was home to the principal central district repair facility at Livingston, Montana. in Spokane, Washington, the Idaho Division's main routes were from Paradise, Mont., to Yakima, Washington, via Pasco, Washington. The division encompassed 1,123 route miles; 466 in main line and 657 in branches. in Tacoma, Washington, the Tacoma Division's main routes were from Yakima to Stuck Junction, near future Auburn, Washington, Seattle, Washington to Sumas, Washington, on the border with British Columbia, Canada, and from Seattle to Portland, Oregon. The division encompassed 1,034 route miles; 373 in main line and 661 in branches. It was home to the principal west end repair facility at South Tacoma, Washington.[17] the railroad expanded, immigrants, families, and single men moved to the Pacific Northwest. Tacoma's population grew rapidly: in 1880 there were 1,098 residents, and in 1889 there were 36,000.[18] service[edit] line encouraged people to make their homes in the Pacific Northwest by having an "immigration agent" and offering special excursion trains for prospective buyers during the winter months. North Coast Limited was the premier passenger train operated by the Northern Pacific Railway between Chicago and Seattle via Butte, Montana and Homestake Pass. It commenced service on April 29, 1900, served briefly as a Burlington Northern train after the merger on March 2, 1970, and ceased operation on April 30, 1971, the day before Amtrak began service. The Chicago Union Station to Saint Paul leg of the train's route was operated by the Chicago, Burlington and Quincy Railroad along its Mississippi River mainline through Wisconsin. Northern Pacific's secondary transcontinental passenger train was the Alaskan, until it was replaced by the Mainstreeter on November 16, 1952.[19][page needed] Mainstreeter, which operated via Helena, Montana and Mullan Pass, continued in service through the Burlington Northern merger until Amtrak Day (May 1, 1971). It had been reduced to a Saint Paul to Seattle train after the last run of the former Burlington Route Black Hawk on April 12–13, 1970. Northern Pacific also participated in the Coast Pool Train service between Portland and Seattle with the Great Northern Railway and the Union Pacific Railroad. NP and GN Coast Pool Trains lasted until Amtrak. were several other passenger trains which were discontinued before the Burlington Northern merger. These included: Saint Paul to International Falls, Minnesota; Saint Paul to Duluth, Minnesota (which at one time was also a pool operation, with Great Northern Railway and the Soo Line); Duluth to Staples, Minnesota; Saint Paul to Jamestown, North Dakota (the last remnant of the Alaskan); Fargo, North Dakota to Winnipeg, Manitoba; The Route of "the Great Big Baked Potato"[edit] Actress Lillian Russell and other Hollywood stars were hired to promote the railroad's potatoes. comic postcard circa 1910 to 1920 promoting "The Great Big Baked Potato". Hazen Titus was appointed as the line's dining car superintendent in 1908. He learned that Yakima Valley farmers were unable to sell their potato crops because the potatoes they were growing were simply too large; they fed them to the hogs. Titus learned that a single potato could weigh from two to five pounds, but that smaller potatoes were preferred by the end buyers of the vegetable because many people considered large potatoes inedible due to their thick, rough skin.[20] and his staff discovered the "inedible" potatoes were delicious after baking in a slow oven. He contracted to purchase as many potatoes as the farmers could produce that were more than two pounds in weight. Soon after the first delivery of "Netted Gem Bakers", they were offered to diners on the North Coast Limited beginning in early 1909. Word of the line's specialty offering traveled quickly, and before long it was using "the Great Big Baked Potato" as a slogan to promote the railroad's passenger service. Hollywood stars were hired to promote it.[21] When an addition was built for the Northern Pacific's Seattle commissary in 1914, a Railway Age reporter wrote, "A large trade mark, in the shape of a baked potato, 40 ft. long and 18 ft. in diameter, surmounts the roof. The potato is electric lighted and its eyes, through the electric mechanism, are made to wink constantly. A cube of butter thrust into its split top glows intermittently." Premiums such as postcards, letter openers, and spoons were also produced to promote "The Route of the Great Big Baked Potato"; the slogan served the Northern Pacific for about 50 years.[20]

NP Railroad Tacoma Division Yakima to Tacoma over Stampede Pass through Auburn

Puyallup River Folder

White River Source 2, Clearwater River

White River

Puyallup River Source 1 Tahoma Glacier, South Puyallup River

Puyallup River Source 1, Puyallup Glacier, North Puyallup River

Mowich River

Carbon River

Puyallup River

Wilkerson Coal Fields, Black Diamond to Meeker through Puyallup and Orting, NP Railroad

Clark Fork River

Missoula, Arlee, Jocko, Flathead River, Paradise, Spokane Divison, NP Railroad

Flathead River

Columbia River

Idaho Division Parradise Mt to Yakima, WA throuth Spokane, WA, Northern Pacific RWY

Yakima River

NP Railroad - Rocky Mt Division - Logan to Garrison via Butte and Homestake Pass
Rocky Mountain[edit] in Missoula, Montana, the Rocky Mountain main routes were from Livingston to Paradise, Montana via Helena, Montana and Mullan Pass, from Logan, Montana, to Garrison, Montana, via Butte, Montana, and Homestake Pass. division encompassed 892 route miles; 563 in main line and 330 in branches. It was home to the principal central district repair facility at Livingston, Montana.

NP Railroad Rock Mt Division - Livingston to Paradise via Helena
Rocky Mountain[edit] in Missoula, Montana, the Rocky Mountain main routes were from Livingston to Paradise, Montana via Helena, Montana and Mullan Pass, from Logan, Montana, to Garrison, Montana, via Butte, Montana, and Homestake Pass. division encompassed 892 route miles; 563 in main line and 330 in branches. It was home to the principal central district repair facility at Livingston, Montana.

NP Railroad, Rocky Mt Division - Phillipsburg Mines, Smelter and Rock Creek

Clark Fork River (Butte, Deer Lodge, Anaconda, Silver Bow Creek)

Clark Fork River (Warm Springs Creek)

US, 1890-1900, Northern Pacific Railway - at it's peak, fully developed
Northern Pacific Railway; Northern Pacific Railway (reporting mark NP) was a transcontinental railroad that operated across the northern tier of the western United States, from Minnesota to the Pacific Northwest. It was approved by Congress in 1864 and given nearly forty million acres (62,000 sq mi; 160,000 km2) of land grants, which it used to raise money in Europe for construction. began in 1870 and the main line opened all the way from the Great Lakes to the Pacific when former President Ulysses S. Grant drove in the final "golden spike" in western Montana on September 8, 1883. railroad had about 6,800 miles (10,900 km) of track and served a large area, including extensive trackage in the states of Idaho, Minnesota, Montana, North Dakota, Oregon, Washington, and Wisconsin. In addition, the NP had an international branch to Winnipeg, Manitoba, Canada. The main activities were shipping wheat and other farm products, cattle, timber, and minerals; bringing in consumer goods, transporting passengers; and selling land. Northern Pacific was headquartered in Minnesota, first in Brainerd, then in Saint Paul. It had a tumultuous financial history; the NP merged with other lines in 1970 to form the Burlington Northern Railroad, which in turn merged with the Santa Fe Railway to become the BNSF Railway in 1996. Map of NPR Land Grant, c1890 chartered the Northern Pacific Railway Company on July 2, 1864, with the goals of connecting the Great Lakes with Puget Sound on the Pacific, opening vast new lands for farming, ranching, lumbering and mining, and linking Washington and Oregon to the rest of the country.[1] granted the railroad a potential 60 million acres (243,000 km2) of land in exchange for building rail transportation to an undeveloped territory. Josiah Perham was elected its first president on December 7, 1864.[1] It could not use all the land and in the end took just under 40 million acres.[2] Cooke takes control[edit] the next six years, backers of the road struggled to find financing. Though John Gregory Smith succeeded Perham as president on January 5, 1865, groundbreaking did not take place until February 15, 1870, at Carlton, Minnesota, 25 miles (40 km) west of Duluth, Minnesota. backing and promotions of famed financier Jay Cooke in the summer of 1870 brought the first real momentum to the company. The Minnetonka. Over the course of 1871, the Northern Pacific pushed westward from Minnesota into present-day North Dakota. Surveyors and construction crews had to maneuver through swamps, bogs, and tamarack forests. The difficult terrain and insufficient funding delayed by six months the construction phase in Minnesota.[3] NP also began building its line north from Kalama, Washington Territory, on the Columbia River outside of Portland, Oregon, towards Puget Sound. small construction engines were purchased, the Minnetonka, Itaska, Ottertail and St. Cloud, the first of which was shipped to Kalama by ship around Cape Horn. Minnesota, the Lake Superior and Mississippi Railroad completed construction of its 155-mile (249 km) line stretching from Saint Paul to Lake Superior at Duluth in 1870. It was leased to the Northern Pacific in 1876, and was eventually absorbed by the Northern Pacific. The North Coast Limited was the Northern Pacific's flagship train and the Northern Pacific itself was built along the trail first blazed by Lewis and Clark.[4] Preferred Shares of the Northern Pacific Railroad Company, issued 28. November 1881 Northern Pacific reached Fargo, Dakota Territory (N.D.), early in June 1872. The following year, in June 1873, the N.P. reached the shores of the Missouri River, at Edwinton (Bismarck) D.T. In the west, the track extended 25 miles (40 km) north from Kalama. Surveys were carried out in North Dakota protected by 600 troops under General Winfield Scott Hancock. Headquarters and shops were established in Brainerd, Minnesota, a town named for the President John Gregory Smith's wife Anna Elizabeth Brainerd. A severe stock market crash and financial collapse after 1873, led by the Credit Mobilier Scandal and the Union Pacific Railroad fraud, stopped further railroad building for twelve years. 1886, the company put down 164 miles (264 km) of main line across North Dakota, with an additional 45 miles (72 km) in Washington. November 1, General George Washington Cass became the third president of the company. Cass had been a vice-president and director of the Pennsylvania Railroad, and would lead the Northern Pacific through some of its most difficult times. on survey parties and construction crews by Sioux, Cheyenne, Arapaho, and Kiowa warriors in North Dakota and Minnesota became so prevalent that the company received protection from units of the U.S. Army.[5] 1886, the Northern Pacific also opened colonization offices in Germany and Scandinavia, attracting farmers with cheap package transportation and purchase deals. The success of the NP was based on the abundant crops of wheat and other grains and the attraction to settlers of the Red River Valley along the Minnesota-North Dakota border between 1881 and 1890.[6] Northern Pacific reached Dakota Territory at Fargo in 1872, and began its career as one of the central factors in the economic growth of North Dakota. The climate, although very cold, was suitable for wheat, which was in high demand in the cities of the United States and Europe. Most of the settlers were German and Scandinavian immigrants who bought the land cheaply, and raised large families. They shipped huge quantities of wheat to Minneapolis, while buying all sorts of equipment and home supplies to be shipped in by rail.[7] NP used its federal land grants as security to borrow money to build its system.[8] federal government kept every other section of land, and gave it away free to homesteaders. first the railroad sold much of its holdings at low prices to land speculators in order to realize quick cash profits, and also to eliminate sizable annual tax bills. 1905 the railroad company's land policies changed, after it was judged a costly mistake to have sold much of the land at wholesale prices. better railroad service and improved methods of farming the Northern Pacific easily sold what had been heretofore "worthless" land directly to farmers at good prices. 1910 the railroad's holdings in North Dakota had been greatly reduced.[9][10] of 1873 and first bankruptcy[edit] 1873, Northern Pacific made impressive strides before a terrible stumble. Rails from the east reached the Missouri River on June 4. After several years of study, Tacoma, Washington, was selected as the road's western terminus on July 14, 1873. the previous three years the financial house of Jay Cooke and Company had been throwing money into the construction of the Northern Pacific. As with many western transcontinentals, the staggering costs of building a railroad into a vast wilderness had been drastically underestimated. Cooke had little success in marketing the bonds in Europe and overextended his house in meeting overdrafts of the mounting construction costs. Cooke overestimated his managerial skills and failed to appreciate the limits of a banker's ability to be also a promoter, and the danger of freezing his assets in the bonds of the Northern Pacific.[11] and Company went bankrupt on September 18, 1873. Soon the Panic of 1873 engulfed the United States, beginning an economic depression that ruined or nearly paralyzed newer railroads. Northern Pacific survived bankruptcy that year, due to austerity measures put in place by President Cass. In fact, working with last-minute loans from Director John C. Ainsworth of Portland, the Northern Pacific completed the line from Kalama to Tacoma (110 miles (180 km)) before the end of 1873. On December 16, the first steam train arrived in Tacoma. But in 1874 the company was moribund.[clarification needed] Pacific slipped into its first bankruptcy on June 30, 1875. Cass resigned to become receiver of the company, and Charles Barstow Wright became its fourth president. Frederick Billings, namesake of Billings, Montana, formulated a reorganization plan which was put into effect. 1874 to 1876, elements of the 7th Cavalry Regiment under the command of Lieutenant Colonel George Armstrong Custer operating out of Forts Abraham Lincoln and Rice in Dakota Territory conducted expeditions to protect the railroad survey and construction crews in Dakota and Montana Territories.[citation needed] Billings and first reorganization[edit] 1877, construction resumed in a small way. Northern Pacific pushed a branch line southeast from Tacoma to Puyallup, Washington and on to the coal fields around Wilkeson, Washington. Much of the coal was destined for export through Tacoma to San Francisco, California, where it would be thrown into the fireboxes of Central Pacific Railroad steam engines. small amount of construction was one of the largest projects the company would undertake in the years between 1874 and 1880. That same year the company built a large shop complex at Edison, Washington (now part of south Tacoma). For many years the shops at Brainerd and Edison would carry out heavy repairs and build equipment for the railroad. May 24, 1879, Frederick H. Billings became the president of the company. Billings' tenure would be short but ferocious. Reorganization, bond sales, and improvement in the U.S. economy allowed Northern Pacific to strike out across the Missouri River by letting a contract to build 100 miles (160 km) of railroad west of the river. The railroad's new-found strength, however, would be seen as a threat in certain quarters. Henry Villard, Gold Creek, Gold Spike[edit] Yellowstone Park Line Brochure 1904 and Transcontinental stock owned by Henry Villard. journalist Henry Villard had raised capital for western railroads in Europe from 1871 to 1873. After returning to New York in 1874 he invested on behalf of his clients in railroads in Oregon. Through Villard's work, most of these lines became properties of the European creditors' holding company, the Oregon and Transcontinental Company. the lines held by the Oregon and Transcontinental, the most important was the Oregon Railway and Navigation Company, which ran east from Portland along the left bank of the Columbia River to a connection with the Union Pacific Railroad's Oregon Short Line at the confluence of the Columbia River and the Snake River near Wallula, Washington. a decade of his return, Villard was head of a transportation empire in the Pacific Northwest that had but one real competitor, the Northern Pacific. The Northern Pacific's completion threatened the holdings of Villard in the Northwest, and especially in Portland. Portland would become a second-class city if the Puget Sound ports at Tacoma and Seattle, Washington, were connected to the East by rail. who had been building a monopoly of river and rail transportation in Oregon for several years, now launched a daring raid. Using his European connections and a reputation for having "bested" Jay Gould in a battle for control of the Kansas Pacific years before, Villard solicited – and raised – $8,000,000 from his associates. This was his famous "Blind Pool," Villard's associates were not told what the money would be used for. In this case, the funds were used to purchase control of the Northern Pacific. a tough fight, Billings and his backers were forced to capitulate; he resigned the presidency June 9, 1881. Ashbel H. Barney, former President of Wells Fargo & Company, served briefly as interim caretaker of the railroad from June 19 to September 15, when Villard was elected president by the stockholders. For the next two years, Villard and the Northern Pacific rode the whirlwind. 1882, 360 miles (580 km) of main line and 368 miles (592 km) of branch line were completed, bringing totals to 1,347 miles (2,168 km) and 731 miles (1,176 km), respectively. October 10, 1882, the line from Wadena, Minnesota, to Fergus Falls, Minnesota, opened for service. The Missouri River was bridged with a million-dollar span on October 21, 1883. Until then, crossing of the Missouri had had to be managed with a ferry service for most of the year; in winter, when ice was thick enough, rails were laid across the river itself. Herman Haupt, another veteran of the Civil War and the Pennsylvania Railroad, organized the Northern Pacific Beneficial Association in 1881. A forerunner of the modern health maintenance organization, the NPBA ultimately established a series of four hospitals across the system in Saint Paul, Minnesota; Glendive, Montana; Missoula, Montana; and Tacoma, Washington, to care for employees, retirees, and their families. January 15, 1883, the first train reached Livingston, Montana, at the eastern foot of Bozeman Pass. Livingston, like Brainerd and South Tacoma before it, would grow to encompass a large backshop handling heavy repairs for the railroad. It would also mark the east–west dividing line on the Northern Pacific system. pushed hard for the completion of the Northern Pacific in 1883. His crews laid an average of a mile and half (2.4 km) of track each day. In early September, the line neared completion. celebrate, and to gain national publicity for investment opportunities in his region, Villard chartered four trains to carry guests from the East to Gold Creek in western Montana. No expense was spared and the list of dignitaries included Frederick Billings, Ulysses S. Grant, and Villard's in-laws, the family of abolitionist William Lloyd Garrison. On September 8, the Gold Spike was driven near Gold Creek.[12] to Puget Sound[edit] fall was swifter than his ascendancy. Like Jay Cooke, he was now consumed by the enormous costs of constructing the railroad. Street bears attacked the stock shortly after the Golden Spike, after the realization that the Northern Pacific was a very long road with very little business. himself suffered a nervous breakdown in the days after the driving of the Golden Spike, and he left the presidency of the Northern Pacific in January 1884. the presidency of the Northern Pacific was handed to a professional railroader, Robert Harris, former head of the Chicago, Burlington and Quincy Railroad. For the next four years, until the return of the Villard group, Harris worked at improving the property and ending its tangled relationship with the Oregon Railway and Navigation Company. the mid-1880s, the Northern Pacific pushed to reach Puget Sound directly, rather than by means of a roundabout route that followed the Columbia River. of the Cascade Mountains, carried out intermittently since the 1870s, began anew. Virgil Bogue, a veteran civil engineer, was sent to explore the Cascades again. On March 19, 1881, he discovered Stampede Pass. 1883, John W. Sprague, the head of the new Pacific Division, drove the Golden Spike to mark the beginning of the railroad from what would become Kalama, Washington. He resigned a months later due to impaired health. 1884, after the departure of Villard, the Northern Pacific began building toward Stampede Pass from Wallula in the east and the area of Wilkeson in the west. By the end of the year, rails had reached Yakima, Washington in the east. A 77-mile (124 km) gap remained in 1886. January of that year, Nelson Bennett was given a contract to construct a 9,850-foot (1.866 mi; 3.00 km) tunnel under Stampede Pass. The contract specified a short amount of time for completion, and a large penalty if the deadline were missed. While crews worked on the tunnel, the railroad built a temporary switchback route across the pass. With numerous timber trestles and grades which approached six percent, the temporary line required two M class 2-10-0s — the two largest locomotives in the world (at that time) — to handle a tiny five-car train. On May 3, 1888, crews holed through the tunnel, and on May 27 the first train passed through directly to Puget Sound. and the Panic of 1893[edit] this success, the Northern Pacific, like many U.S. roads, was living on borrowed time. From 1887 until 1893, Henry Villard returned to the board of directors. Though offered the presidency, he refused. An associate of Villard dating back to his time on the Kansas Pacific, Thomas Fletcher Oakes, assumed the presidency on September 20, 1888. an effort to garner business, Oakes pursued an aggressive policy of branch line expansion. addition, the Northern Pacific experienced the first competition in the form of James Jerome Hill and his Great Northern Railway. The Great Northern, like the Northern Pacific before it, was pushing west from the Twin Cities towards Puget Sound, and would be completed in 1893. sparse traffic, and the Panic of 1893 sounded the death knell for the Northern Pacific and Villard's interest in railroading. The company slipped into its second bankruptcy on October 20, 1893. Oakes was named receiver and Brayton Ives, a former chairman of the New York Stock Exchange, became president. labor dispute[edit] 1894, the 10th Cavalry Regiment of the U.S. Army was involved in protecting property of the Northern Pacific Railroad from striking workers.[13] Villard to Morganization[edit] the next three years, the Villard-Oakes interests and the Ives interest feuded for control of the Northern Pacific. Oakes was eventually forced out as receiver, but not before three separate courts were claiming jurisdiction over the Northern Pacific's bankruptcy. Things came to a head in 1896, when first Edward Dean Adams was appointed president, then less than two months later, Edwin Winter. the task of straightening out the muddle of the Northern Pacific was turned over to J. P. Morgan. Morganization of the Northern Pacific, a process which befell many U.S. roads in the wake of the Panic of 1893, was handed to Morgan lieutenant Charles Henry Coster. The new president, beginning September 1, 1897, was Charles Sanger Mellen.[14] James J. Hill had purchased an interest in the Northern Pacific during the troubled days of 1896, Coster and Mellen would advocate, and follow, a staunchly independent line for the Northern Pacific for the next four years. Only the early death of Coster from overwork, and the promotion of Mellen to head the Morgan-controlled New York, New Haven and Hartford Railroad in 1903, would bring the Northern Pacific closer to the orbit of James J. Hill.[15] Map of Northern Pacific's route circa 1900. Hill, Harriman and the Northern Pacific Corner[edit] the late 1880s, the Villard regime, in another one of its costly missteps, attempted to stretch the Northern Pacific from the Twin Cities to the all-important rail hub of Chicago, Illinois. A costly project was begun in creating a union station and terminal facilities for a Northern Pacific which had yet to arrive. than build directly down to Chicago, perhaps following the Mississippi River as the Chicago, Burlington and Quincy had done, Villard chose to lease the Wisconsin Central. Some backers of the Wisconsin Central had long associations with Villard, and an expensive lease was worked out between the two companies which was only undone by the Northern Pacific's second bankruptcy. ultimate result was that the Northern Pacific was left without a direct connection to Chicago, the primary interchange point for most of the large U.S. railroads. Fortunately, the Northern Pacific was not alone. James J. Hill, controller of the Great Northern Railway, which was completed between the Twin Cities and Puget Sound in 1893, also lacked a direct connection to Chicago. Hill went looking for a road with an existing route between the Twin Cities and Chicago which could be rolled into his holdings and give him a stable path to that important interchange. the same time, E. H. Harriman, head of the Union Pacific Railroad, was also looking for a road which could connect his company to Chicago. The road both Harriman and Hill looked at was the Chicago, Burlington and Quincy. Harriman, the Burlington was a road which paralleled much of his own, and offered tantalizing direct access to Chicago. For Hill as well, there was the possibility of a high-speed link directly with Chicago. Though the Burlington did not parallel the Great Northern or the Northern Pacific, it would give them a powerful railroad in the central West. was the first to approach the Burlington's aging leader, the irascible Charles Elliott Perkins. The price for control of the Burlington, as set by Perkins, was $200 a share, more than Harriman was willing to pay. met the price, and control of the Burlington was divided equally at about 48.5 percent each between the Great Northern and the Northern Pacific. to be outdone, Harriman now came up with a crafty plan: Buy a controlling interest in the Northern Pacific and use its power on the Burlington to place friendly directors upon its board. On May 3, 1901, Harriman began his stock raid which would become known as the Northern Pacific Corner. the end of the day he was short just 40,000 shares of common stock. Harriman placed an order to cover this, but was overridden by his broker, Jacob Schiff, of Kuhn, Loeb & Co. on the other hand, reached the vacationing Morgan in Italy and managed to place an order for 150,000 shares of common stock. Though Harriman might be able to control the preferred stock, Hill knew the company bylaws allowed for the holders of the common stock to vote to retire the preferred. three days the Harriman-Hill imbroglio managed to wreak havoc on the stock market. Northern Pacific stock was quoted at $150 a share on May 6, and is reported to have traded as much as $1,000 a share behind the scenes. Harriman and Hill now worked to settle the issue for brokers to avoid panic. Hill, for his part, attempted to avoid future stock raids by placing his holdings in the Northern Securities Company, a move which would be undone by the Supreme Court in 1904 under the auspices of the Sherman Anti-Trust Act. was not immune either; he was forced to break up his holdings in the Union Pacific Railroad and the Southern Pacific Railroad a few years later. Hill to Howard Elliott[edit] 1903, Hill finally got his way with the House of Morgan. Howard Elliott, another veteran of the Chicago, Burlington and Quincy, became president of the Northern Pacific on October 23. Elliott was a relative of the Burlington's crusty chieftain Charles Elliott Perkins, and more distantly the Burlington's great backer, John Murray Forbes. He had spent 20 years in the trenches of Midwest railroading, where rebates, pooling, expansion and rate wars had brought ruinous competition. Having seen the effects of having multiple railroads attempt to serve the same destination, he was very much in tune with James J. Hill's philosophy of "community of interest," a loose affiliation or collusion among roads in an attempt to avoid duplicating routes, rate wars, weak finances and ultimately bankruptcies and reorganizations. would be left to make peace with the Hill-controlled Great Northern; the Harriman-controlled Union Pacific; and, between 1907 and 1909, the last of the northern transcontinentals, the Chicago, Milwaukee, St. Paul and Pacific Railroad, more commonly known as the Milwaukee Road. A Northern Pacific train travels over Bozeman Pass in June 1939 the twentieth century[edit] the turn of the century the Northern Pacific had a record of steady improvement. Together with the Great Northern, the Northern Pacific also gained control of the Chicago, Burlington and Quincy Railroad, gaining important access to Chicago, the central Middle West and Texas, as well as the Spokane, Portland and Seattle Railway, an important route through eastern and southern Washington. physical plant was upgraded continuously, with double-tracking in key areas, and automatic block signaling along its entire main line. This in turn gave way to centralized traffic control, microwave and radio communications as time progressed.[citation needed] Northern Pacific maintained and continuously upgraded its equipment and service. The road helped pioneer the 4-8-4 Northern type steam engine and the 2-8-8-4 Yellowstone. was among the first railroads in the country to adopt diesel power beginning with General Motors’ FTs in 1944.[citation needed] Despite this, with cheap (albeit low-quality) coal reserves in Wyoming it was among the last US railroads to complete dieselization, in 1960. NP depot at Wallace, Idaho, 2007 Northern Pacific's premier passenger train, the North Coast Limited was among the safest and finest in the nation, suffering only one passenger fatality in nearly seventy years of operation.[citation needed] 1900, most of the remaining land-grant holdings were located west of Montana, in the "western district." railroad still hoped to sell this land, both to provide operating funds and to populate the region to provide new markets to sustain the railroad. Nearly all the good farm land had been sold, leaving large tracts of grazing land or timber. The grazing acreage was poor quality, and difficult to sell. However, the timber lands were of high quality; much of these were sold to Frederick Weyerhaeuser.[16] of the Hill Lines[edit] later years, Louis W. Menk became president of the Northern Pacific, and then he brought it together with the Chicago, Burlington and Quincy Railroad, the Great Northern Railway, and the Spokane, Portland and Seattle Railway on March 2, 1970, to form the Burlington Northern Railroad. The merger was allowed despite a challenge in the Supreme Court, essentially reversing the outcome of the 1904 Northern Securities ruling. A 900 mi (1,400 km) portion of the former Northern Pacific mainline in Montana was spun off and is now operated by Montana Rail Link. Revenue freight traffic, in millions of net ton-miles (including M&I, G&P) Year Traffic 1925 6852 1933 3600 1944 14679 1960 11360 1967 13629 Source: ICC annual reports 1949, the Northern Pacific's headquarters in Saint Paul presided over a system of 6,889 miles (11,087 km), which 2,831 miles (4,556 km) of main line, 4,057 miles (6,529 km) of branch line under seven operating divisions. Superior[edit] in Duluth, Minnesota, the Lake Superior Division's main routes were from Duluth to Ashland, Wisconsin, Duluth to Staples, Minnesota, and Duluth to White Bear Lake, Minnesota. The division encompassed 631 route miles; 356 in main line and 274 in branches. Paul[edit] in St. Paul, Minnesota in the company's Railroad and Bank Building, the St. Paul Division's main routes were from Saint Paul to Staples, Saint Paul to White Bear Lake, and Staples to Dilworth, Minnesota. The division encompassed 909 route miles; 310 in main line and 599 in branches. in Fargo, North Dakota, the Fargo Division's main routes were from Dilworth to Mandan, North Dakota. The division encompassed 1,167 route miles; 216 in main line and 951 in branches. in Glendive, Montana, the Yellowstone Division's main routes were from Mandan, North Dakota, to Billings, Montana, and from Billings to Livingston, Montana. The division encompassed 875 route miles; 546 in main line and 328 in branches. Mountain[edit] in Missoula, Montana, the Rocky Mountain main routes were from Livingston to Paradise, Montana via Helena, Montana and Mullan Pass, from Logan, Montana, to Garrison, Montana, via Butte, Montana, and Homestake Pass. division encompassed 892 route miles; 563 in main line and 330 in branches. It was home to the principal central district repair facility at Livingston, Montana. in Spokane, Washington, the Idaho Division's main routes were from Paradise, Mont., to Yakima, Washington, via Pasco, Washington. The division encompassed 1,123 route miles; 466 in main line and 657 in branches. in Tacoma, Washington, the Tacoma Division's main routes were from Yakima to Stuck Junction, near future Auburn, Washington, Seattle, Washington to Sumas, Washington, on the border with British Columbia, Canada, and from Seattle to Portland, Oregon. The division encompassed 1,034 route miles; 373 in main line and 661 in branches. It was home to the principal west end repair facility at South Tacoma, Washington.[17] the railroad expanded, immigrants, families, and single men moved to the Pacific Northwest. Tacoma's population grew rapidly: in 1880 there were 1,098 residents, and in 1889 there were 36,000.[18] service[edit] line encouraged people to make their homes in the Pacific Northwest by having an "immigration agent" and offering special excursion trains for prospective buyers during the winter months. North Coast Limited was the premier passenger train operated by the Northern Pacific Railway between Chicago and Seattle via Butte, Montana and Homestake Pass. It commenced service on April 29, 1900, served briefly as a Burlington Northern train after the merger on March 2, 1970, and ceased operation on April 30, 1971, the day before Amtrak began service. The Chicago Union Station to Saint Paul leg of the train's route was operated by the Chicago, Burlington and Quincy Railroad along its Mississippi River mainline through Wisconsin. Northern Pacific's secondary transcontinental passenger train was the Alaskan, until it was replaced by the Mainstreeter on November 16, 1952.[19][page needed] Mainstreeter, which operated via Helena, Montana and Mullan Pass, continued in service through the Burlington Northern merger until Amtrak Day (May 1, 1971). It had been reduced to a Saint Paul to Seattle train after the last run of the former Burlington Route Black Hawk on April 12–13, 1970. Northern Pacific also participated in the Coast Pool Train service between Portland and Seattle with the Great Northern Railway and the Union Pacific Railroad. NP and GN Coast Pool Trains lasted until Amtrak. were several other passenger trains which were discontinued before the Burlington Northern merger. These included: Saint Paul to International Falls, Minnesota; Saint Paul to Duluth, Minnesota (which at one time was also a pool operation, with Great Northern Railway and the Soo Line); Duluth to Staples, Minnesota; Saint Paul to Jamestown, North Dakota (the last remnant of the Alaskan); Fargo, North Dakota to Winnipeg, Manitoba; The Route of "the Great Big Baked Potato"[edit] Actress Lillian Russell and other Hollywood stars were hired to promote the railroad's potatoes. comic postcard circa 1910 to 1920 promoting "The Great Big Baked Potato". Hazen Titus was appointed as the line's dining car superintendent in 1908. He learned that Yakima Valley farmers were unable to sell their potato crops because the potatoes they were growing were simply too large; they fed them to the hogs. Titus learned that a single potato could weigh from two to five pounds, but that smaller potatoes were preferred by the end buyers of the vegetable because many people considered large potatoes inedible due to their thick, rough skin.[20] and his staff discovered the "inedible" potatoes were delicious after baking in a slow oven. He contracted to purchase as many potatoes as the farmers could produce that were more than two pounds in weight. Soon after the first delivery of "Netted Gem Bakers", they were offered to diners on the North Coast Limited beginning in early 1909. Word of the line's specialty offering traveled quickly, and before long it was using "the Great Big Baked Potato" as a slogan to promote the railroad's passenger service. Hollywood stars were hired to promote it.[21] When an addition was built for the Northern Pacific's Seattle commissary in 1914, a Railway Age reporter wrote, "A large trade mark, in the shape of a baked potato, 40 ft. long and 18 ft. in diameter, surmounts the roof. The potato is electric lighted and its eyes, through the electric mechanism, are made to wink constantly. A cube of butter thrust into its split top glows intermittently." Premiums such as postcards, letter openers, and spoons were also produced to promote "The Route of the Great Big Baked Potato"; the slogan served the Northern Pacific for about 50 years.[20]

Spokane (Clean) (Fort S) Waters, its Area (Spokane Co, WA, North ID, Eastern BC)

Rock Creek, MT, Phillipsburgs River

Bitterroot River

Rocky Mt Division, Missoula to Darby and Connor, MT, NP Railroad

Lolo Pass to Moscow, Spokane Division, NP Railroad

NP Railroad, Rocky Mt Division - Paradise to Mullan Pass
Rocky Mountain[edit] in Missoula, Montana, the Rocky Mountain main routes were from Livingston to Paradise, Montana via Helena, Montana and Mullan Pass, from Logan, Montana, to Garrison, Montana, via Butte, Montana, and Homestake Pass. division encompassed 892 route miles; 563 in main line and 330 in branches. It was home to the principal central district repair facility at Livingston, Montana.

HWY 2 Loop Cheney Cooley City Vanage, Spokane Division, NP Railroad

Okanogan River, Orville to Okanogan, Brewster, Spokane Division, NP Railroad

Moscow, Potlatch, Palouse, Colfax, Spokane Div, NP Railroad

NP Railroad, Spokane Division, Lolo Pass to Lewiston to Moscow

NP Railroad, Spokane Division, LewistonID to Walla Walla and Wallula, WA

Pasco to Pendleton via Umatilla, Spokane Division, NP Railroad

NP Railroad, Spokane Division, Bolles, WA to Pasco, WA

Lind to George and Vantage, Spokane Division, NP Railroad

Wilappa River, Raymond, Wilappa, Tacoma Division, NP Railroad

Grays Harbor to Chahalis thru Gate City, Tacoma Division, NP Railroad

Gate City to Olympia to Tacoma, NP Railroad

Portland to Tacoma, Tacoma Division, Northern Pacific Railroad
in Tacoma, Washington, the Tacoma Division's main routes were from Yakima to Stuck Junction, near future Auburn, Washington, Seattle, Washington to Sumas, Washington, on the border with British Columbia, Canada, and from Seattle to Portland, Oregon. The division encompassed 1,034 route miles; 373 in main line and 661 in branches. It was home to the principal west end repair facility at South Tacoma, Washington.[17]

Seattle to Sumas, US Canada Border, Tacoma Division, NP Railroad
in Tacoma, Washington, the Tacoma Division's main routes were from Yakima to Stuck Junction, near future Auburn, Washington, Seattle, Washington to Sumas, Washington, on the border with British Columbia, Canada, and from Seattle to Portland, Oregon. The division encompassed 1,034 route miles; 373 in main line and 661 in branches. It was home to the principal west end repair facility at South Tacoma, Washington.[17]

Nooksack River Folder

Prarie Creek

Nooksack River Middle Fork

Sumas River

Nooksack River

Sauk River

Sauk River North Fork

Stillaguamish River North Fork

Stillaguamish River South Fork

Stillaguamish River

Hamilton and Darrington, Tacoma Division, NP Railroad

Skagit River

Kansas City, Missouri (Kansas River Mouth, Missouri River 23)
Kansas City, Missouri;

Concordia, Missouri (Missoiuri River 23, 55 miles east of Kansas City)
Concordia, Missouri ;

Canada, 1871, Dewney Trail, Southeast to Southwest BC, 80% of the trail is Crowsnest Highway
Dewney Trail, Southern BC; Dewdney Trail is a 720 km (450 mi) trail in British Columbia, Canada that served as a major thoroughfare in mid-19th century British Columbia. trail was a critical factor in the development and strengthening of the newly established British Colony of British Columbia, tying together mining camps and small towns that were springing up along the route during the gold rush era prior to the colony's joining Canadian Confederation in 1871. route's importance and urgency was prompted because many new gold finds were occurring at locations near the US border that were much more easily accessed from Washington Territory than via any practicable route from the barely settled parts of the Lower Mainland and Cariboo. approximately 80 percent of the former trail has been incorporated into the Crowsnest Highway. trail was built in southern British Columbia and linked what was then Fort Hope (now just Hope) in the southwest to what became Fort Steele in the southeast. Covering a distance of 720 kilometers (450 mi), its purpose was to secure British control of the parts of the colony flanking the US border, which included the new gold rush at Wild Horse Creek and at other points between such as Rock Creek. Approximately 80 per cent of what is now Highway 3 started life as the Dewdney Trail, but this is largely because the terrain allows for no other low-altitude transit of the regions involved. route very roughly parallels the Canada-US border along the 49th parallel, and at times reaches elevations of more than 1,200 metres (4,000 ft). passes through varied scenery, including four major mountain ranges (Cascades, Monashees, Selkirks and Purcells), some major river valleys (Skagit, Similkameen, Okanagan, Kettle, Columbia, Goat, Moyie and Kootenay) and historic townsites such as Hope, Princeton, Grand Forks, Trail, Creston, Yahk, Moyie and Cranbrook. and history[edit] the trail's construction was Edgar Dewdney, a Devonshire-born engineer. When gold was discovered in the Similkameen River and Rock Creek area, the governor of the newly established British colony of British Columbia, James Douglas, was anxious to protect British interests, and determined that a trail should be built to the Interior. After the Royal Engineers surveyed a route in 1860 from Ft. Hope to Vermilion Forks (now Princeton), Dewdney and Walter Moberly won the contract to build the trail. That first section was completed in 1861 and covered 120 km (75 mi). specifications for the trail were that it be 1.3 m (4 ft) wide, clear of trees and boulders, and any wet sections made passable. The middle 0.5 metre section (1.5 ft) was to be smooth and hard, and in areas where there were bluffs, slides or dangerous areas, there had to be enough space for animals and people to get through. Bridges over the many creeks and rivers were to be 4 metres (12 ft) wide. For this, the builders were paid $496 per mile. 1863, gold was discovered in Wild Horse Creek, in the East Kootenays. The new governor of British Columbia, Frederick Seymour, believed that the trail should be extended to Wild Horse Creek in order to keep the gold from being transported south via a shorter route into the US, rather than into British coffers. Thus in 1865, Dewdney, then 28 years old, was awarded the contract, and completed the much longer second section (300 miles, or 480 km.) in seven months, for a cost of $75,000. The second part of the trail passed through wilderness and required the builders to penetrate three mountain ranges. route was first surveyed by a crew of the Royal Engineers, with local First Nations hired to pack supplies over the mountains between Hope and Princeton, covering 11 km (6.8 mi) a day. However, at Allison’s Ranch, near Princeton, the First Nations porters refused to travel down the Similkameen River, so they were paid off, and Dewdney bought a dozen horses from the ranch. May 13, 1865, they had reached So-o-yoyos (called Osoyoos today). They climbed Anarchist Mountain and then down into the Kettle River Valley and the settlement of Rock Creek. Rock Creek had been founded during a gold rush, and had attracted around 5,000 people, but was nearly deserted when Dewdney and his team passed through. (While placer mining continued in Rock Creek until the 1930s, with $200,000 worth of gold being removed, it is believed that the mother lode was never found.) They released their exhausted horses in the Kettle River valley near Rock Creek, and with the aid of some Sinixt people, forged eastwards to Christina Lake. Just before the mountains west of present-day Rossland, the group split into two in order to determine the best way across. Dewdney sent former Royal Engineer George Turner and most of the crew up over what is now the Santa Rosa Pass through the Rossland Range to get to Fort Shepherd, built by the Hudson's Bay Company in 1858 on the Columbia River opposite the mouth of the Pend d'Oreille. headed north of Christina Lake with five men, walking over the Rossland Mountains farther north to emerge on the Lower Arrow Lake where they acquired a canoe and paddled down to rejoin the main party at Shepherd on May 27, 1865. While the crew rested, Dewdney and a couple of volunteers paddled back up the Columbia and up the Lower Kootenay River, portaging 14 times to get to the West Arm of Kootenay Lake. After exploring other possible options, Dewdney concluded that Kootenay Lake was too big a barrier to make it a viable route, so he returned to Fort Shepherd. ultimately found his way through the mountains, following valleys carved out by streams. He emerged near the spot where Rossland was eventually established. Then he followed what became known as Trail Creek, which emptied into the Columbia River – the city of Trail stands there today. of the crew were then set to working their way westward back up Trail Creek, roughing out the Trail over the Santa Rosa Pass and back to Rock Creek. Meanwhile, Dewdney, ex-Royal Engineer Robert Howell and a small crew crossed the Columbia and travelled up the Pend d’Oreille to the Salmon (now Salmo) River and then up the Lost Creek valley and across the Nelson Range by way of the Kootenay Pass. (Travellers on Highway 3 today still cross by this route, also known as the Salmo-Creston pass.) Then they headed down Summit Creek into what is now called the Creston Valley in the East Kootenays. they crossed the swampy territory of the Purcell Trench at the head of Kootenay Lake, before crossing the Purcell Mountains via Duck Creek. Travelling down the eastern side via the Goat River, they eventually intersected the Walla Walla Trail at Yahk in the Moyie River valley. The crew must have been elated to reach the Walla Walla Trail, since it was the main route into the US. From there it was a relatively easy walk along the Walla Walla, and they arrived at Galbraiths’ Ferry, near Fisherville, in early June. hired William Fernie and 65 men to start construction of the trail, heading back to the west. (The East Kootenay town of Fernie is named for Mr. Fernie.) He received $25,000 in cash and gold dust to pay the crew, and had a nasty moment after he had cached the money in a tree stump while guiding Chief Justice Matthew Baillie Begbie from Summit Creek over a particularly boggy area as Begbie travelled to Fisherville (a mining town that had grown up near the gold strike), where he was going to preside over court. When Dewdney returned for the purse, he initially thought it had been taken – it had vanished and the stump in which he had cached it was shattered. But it transpired that the weight of the purse had broken the stump, and Dewdney found it as he hacked frantically at the stump. September, pack trains were travelling the trail to Wild Horse. By 1866, the best of the gold was largely gone from the Wild Horse strike, and miners dismantled Fisherville to try to mine underneath it. In its heyday, the town boasted government offices, saloons, stores and a brewery, and housed 5,000 people or more.

Dewney Trail, Crows Nest Highway, 80% D is CN Highway

Canada, 1881-1885, Canadian Pacific Railway
Canadian Pacific Railway; with the Canadian Confederation, the creation of the Canadian Pacific Railway was a task originally undertaken as the National Dream by the Conservative government of Prime Minister John A. Macdonald (1st Canadian Ministry).[7] He was helped by Alexander Tilloch Galt, who was the owner of the North Western Coal and Navigation Company. British Columbia, a four-month sea voyage away from the East Coast, had insisted upon a land transport link to the East as a condition for joining Confederation (initially requesting a wagon road).[8] A. Macdonald 1873, John A. Macdonald and other high-ranking politicians, bribed in the Pacific Scandal, granted federal contracts to Hugh Allan's Canada Pacific Railway Company (which was unrelated to the current company) rather than to David Lewis Macpherson's Inter-Ocean Railway Company which was thought to have connections to the American Northern Pacific Railway Company. of this scandal, the Conservative Party was removed from office in 1873. The new Liberal prime minister, Alexander Mackenzie, ordered construction of segments of the railway as a public enterprise under the supervision of the Department of Public Works led by Sandford Fleming. was carried out during the first years of a number of alternative routes in this virgin territory followed by construction of a telegraph along the lines that had been agreed upon.[9] Thunder Bay section linking Lake Superior to Winnipeg was commenced in 1875. By 1880, around 1,000 kilometres (700 mi) was nearly complete, mainly across the troublesome Canadian Shield terrain, with trains running on only 500 kilometres (300 mi) of track.[10] C.P.R. 2-6-0 locomotive no. 2000 and employees Macdonald's return to power on 16 October 1878, a more aggressive construction policy was adopted. confirmed that Port Moody would be the terminus of the transcontinental railway, and announced that the railway would follow the Fraser and Thompson rivers between Port Moody and Kamloops. 1879, the federal government floated bonds in London and called for tenders to construct the 206 km (128 mi) section of the railway from Yale, British Columbia, to Savona's Ferry, on Kamloops Lake. The contract was awarded to Andrew Onderdonk, whose men started work on 15 May 1880. After the completion of that section, Onderdonk received contracts to build between Yale and Port Moody, and between Savona's Ferry and Eagle Pass.[11] 21 October 1880, a new syndicate, unrelated to Hugh Allan's, signed a contract with the Macdonald government. Fleming was dismissed and replaced with Collingwood Schreiber as chief engineer and general manager of all government railways. They agreed to build the railway in exchange for $25 million (approximately $625 million in modern Canadian dollars) in credit from the Canadian government and a grant of 25 million acres (100,000 km2) of land. government transferred to the new company those sections of the railway it had constructed under government ownership, on which it had already spent at least $25 million. its estimates of the cost of the Rocky Mountain section alone was over $60 million.[12] The government also defrayed surveying costs and exempted the railway from property taxes for 20 years. Montreal-based syndicate officially comprised five men: George Stephen, James J. Hill, Duncan McIntyre, Richard B. Angus and John Stewart Kennedy. Donald A. Smith[13] and Norman Kittson were unofficial silent partners with a significant financial interest. 15 February 1881, legislation confirming the contract received royal assent, and the Canadian Pacific Railway Company was formally incorporated the next day.[14] Critics claimed that the government gave too large a subsidy for the proposed project but this was to incorporate uncertainties of risk and irreversibility of insurance. The large subsidy also needed to compensate the CPR for not constructing the line in the future, but rather right away even though demand would not cover operational costs.[15] beaver was chosen as the railway's logo in honour of Donald Smith, 1st Baron Strathcona and Mount Royal, who had risen from factor to governor of the Hudson's Bay Company over a lengthy career in the beaver fur trade. Smith was a principal financier of the CPR.[13] staking much of his personal wealth to the venture. In 1885, he drove the last spike to complete the transcontinental line.[13] the railway, 1881–1886[edit] Canadian Pacific Railway Crew laying tracks at lower Fraser Valley, 1883 the railway took over four years. J. Hill in 1881 sent Alpheus Beede Stickney to be construction superintendent for the Canadian Pacific Railway. Canadian Pacific Railway began its westward expansion from Bonfield, Ontario (previously called Callander Station), where the first spike was driven into a sunken railway tie. Bonfield was inducted into Canadian Railway Hall of Fame in 2002 as the CPR first spike location. That was the point where the Canada Central Railway extension ended.[16] CCR was owned by Duncan McIntyre, who amalgamated it with the CPR, and became one of the handful of officers of the newly formed CPR. The CCR started in Brockville and extended to Pembroke. It then followed a westward route along the Ottawa River passing through places like Cobden, Deux-Rivières and eventually to Mattawa at the confluence of the Mattawa and Ottawa rivers. It then proceeded cross-country towards its final destination of Bonfield. McIntyre and his contractor James Worthington piloted the CPR expansion. Worthington continued on as the construction superintendent for the CPR past Bonfield. He remained with the CPR for about a year after which he left the company. McIntyre was uncle to John Ferguson who staked out future North Bay and who became the town's wealthiest inhabitant and mayor for four successive terms.[17] Unidentified engineers of the Canadian Pacific Railway Survey, 1872 was presumed that the railway would travel through the rich "Fertile Belt" of the North Saskatchewan River Valley and cross the Rocky Mountains via the Yellowhead Pass, a route suggested by Sandford Fleming based on a decade of work. the CPR quickly discarded this plan in favour of a more southerly route across the arid Palliser's Triangle in Saskatchewan and via Kicking Horse Pass and down the Field Hill to the Rocky Mountain Trench. This route was more direct and closer to the Canada–US border, making it easier for the CPR to keep American railways from encroaching on the Canadian market. this route also had several disadvantages. was that the CPR would need to find a route through the Selkirk Mountains in British Columbia while, at the time, it was not known whether a route even existed. job of finding a pass was assigned to a surveyor named Major Albert Bowman Rogers. The CPR promised him a cheque for $5,000 and that the pass would be named in his honour. Rogers became obsessed with finding the pass that would immortalize his name. He discovered the pass in April 1881[18][19] and, true to its word, the CPR named it "Rogers Pass" and gave him the cheque. However, he at first refused to cash it, preferring to frame it, saying he did not do it for the money. He later agreed to cash it with the promise of an engraved watch.[20] Map from 1890 showing system of land survey and the lines of the Canadian Pacific Railway in Manitoba, Alberta, Assiniboia, and Saskatchewan. First Nations reserves are marked throughout with "I.R." for "Indian Reserve." obstacle was that the proposed route crossed land in Alberta that was controlled by the Blackfoot First Nation. This difficulty was overcome when a missionary priest, Albert Lacombe, persuaded the Blackfoot chief Crowfoot that construction of the railway was inevitable. In return for his assent, Crowfoot was famously rewarded with a lifetime pass to ride the CPR. more lasting consequence of the choice of route was that, unlike the one proposed by Fleming, the land surrounding the railway often proved too arid for successful agriculture. The CPR may have placed too much reliance on a report from naturalist John Macoun, who had crossed the prairies at a time of very high rainfall and had reported that the area was fertile.[21] greatest disadvantage of the route was in Kicking Horse Pass, at the Alberta-British Columbia border on the continental divide. In the first 6 km (3.7 mi) west of the 1,625 metres (5,331 feet) high summit, the Kicking Horse River drops 350 metres (1,150 feet). The steep drop would force the cash-strapped CPR to build a 7 km (4.3 mi) long stretch of track with a very steep 41⁄2 percent gradient once it reached the pass in 1884. This was over four times the maximum gradient recommended for railways of this era, and even modern railways rarely exceed a two-percent gradient. this route was far more direct than one through the Yellowhead Pass and saved hours for both passengers and freight. This section of track was the CPR's Big Hill. Safety switches were installed at several points, the speed limit for descending trains was set at 10 km per hour (6 mph), and special locomotives were ordered. Despite these measures, several serious runaways still occurred including the first locomotive, which belonged to the contractors, to descend the line. CPR officials insisted that this was a temporary expediency, but this state of affairs would last for 25 years until the completion of the Spiral Tunnels in the early 20th century.[22] Cornelius Van Horne 1881, construction progressed at a pace too slow for the railway's officials who, in 1882, hired the renowned railway executive William Cornelius Van Horne to oversee construction with the inducement of a generous salary and the intriguing challenge of handling such a difficult railway project. Horne stated that he would have 800 km (500 mi) of main line built in 1882. Floods delayed the start of the construction season, but over 672 km (418 mi) of main line, as well as sidings and branch lines, were built that year. Thunder Bay branch (west from Fort William) was completed in June 1882 by the Department of Railways and Canals and turned over to the company in May 1883, permitting all-Canadian lake and railway traffic from Eastern Canada to Winnipeg, for the first time in Canada's history. the end of 1883, the railway had reached the Rocky Mountains, just eight kilometres (five miles) east of Kicking Horse Pass. The construction seasons of 1884 and 1885 would be spent in the mountains of British Columbia and on the north shore of Lake Superior. C.P.R. trestle bridge thousands of navvies worked on the railway. Many were European immigrants. British Columbia, government contractors eventually hired 17000 workers from China, known as "coolies". A navvy received between $1 and $2.50 per day, but had to pay for his own food, clothing, transport to the job site, mail and medical care. After 21⁄2 months of hard labour, they could net as little as $16. Chinese labourers in British Columbia made only between 75 cents and $1.25 a day, paid in rice mats, and not including expenses, leaving barely anything to send home. They did the most dangerous construction jobs, such as working with explosives to clear tunnels through rock.[23] The exact number of Chinese workers who died is unknown but historians estimate the number is between 600 and 800. The victims of sickness and accidents were not given proper funerals. Most of the remains were buried into the railway and the families of the Chinese who were killed received no compensation, or even notification of loss of life. Many of the men who survived did not have enough money to return to their families in China, although Chinese labour contractors had promised that as part of their responsibilities.[24] Many spent years in isolated and often poor conditions. Yet the Chinese were hard working and played a key role in building the Western stretch of the railway; even some boys as young as twelve years old served as tea-boys. In 2006, the Canadian government issued a formal apology to the Chinese population in Canada for their treatment both during and following the construction of the CPR.[25] 1883, railway construction was progressing rapidly, but the CPR was in danger of running out of funds. In response, on 31 January 1884, the government passed the Railway Relief Bill, providing a further $22.5 million in loans to the CPR. The bill received royal assent on 6 March 1884.[26] Donald Smith, later known as Lord Strathcona, drives the last spike of the Canadian Pacific Railway, at Craigellachie, 7 November 1885. Completion of the transcontinental railway was a condition of BC's entry into Confederation. March 1885, the North-West Rebellion broke out in the District of Saskatchewan. Van Horne, in Ottawa at the time, suggested to the government that the CPR could transport troops to Qu'Appelle, Saskatchewan (Assiniboia) in 10 days. Some sections of track were incomplete or had not been used before, but the trip to Winnipeg was made in nine days and the rebellion quickly suppressed. because the government was grateful for this service, they subsequently reorganized the CPR's debt and provided a further $5 million loan. money was desperately needed by the CPR. this government loan later became controversial. Even with Van Horne's support with moving troops to Qu'Appelle, the government still delayed in giving its support to CPR. This was due to Macdonald putting pressure on George Stephen for additional benefits. himself later did admit to spending $1 million between 1881 and 1886 to ensure government support. This money went to buying a £40,000 necklace for Lady MacDonald and numerous other "bonifications" to government members.[27] Telegram to Prime Minister John A. Macdonald announcing the completion of the Canadian Pacific Railway, 7 November 1885 7 November 1885, the last spike was driven at Craigellachie, British Columbia, making good on the original promise. Four days earlier, the last spike of the Lake Superior section was driven in just west of Jackfish, Ontario. While the railway was completed four years after the original 1881 deadline, it was completed more than five years ahead of the new date of 1891 that Macdonald gave in 1881. successful construction of such a massive project, although troubled by delays and scandal, was considered an impressive feat of engineering and political will for a country with such a small population, limited capital, and difficult terrain. was by far the longest railway ever constructed at the time. It had taken 12,000 men and 5,000 horses to construct the Lake section alone.[28] in Eastern Canada, the CPR had created a network of lines reaching from Quebec City to St. Thomas, Ontario, by 1885 – mainly by buying the Quebec, Montreal, Ottawa & Occidental Railway from the Quebec government and by creating a new railway company, the Ontario and Quebec Railway (O&Q). It also launched a fleet of Great Lakes ships to link its terminals. Through the O&Q, the CPR had effected purchases and long-term leases of several railways, and built a line between Perth, Ontario, and Toronto (completed on 5 May 1884) to connect these acquisitions. The CPR obtained a 999-year lease on the O&Q on 4 January 1884. In 1895, it acquired a minority interest in the Toronto, Hamilton and Buffalo Railway, giving it a link to New York and the Northeast United States.[29] –1900[edit] The system in 1906, soon after the construction of the transcontinental railway The last spike in the CPR was driven on 7 November 1885, by one of its directors, Donald Smith.[13] first transcontinental passenger train departed from Montreal's Dalhousie Station, located at Berri Street and Notre Dame Street at 8 pm on 28 June 1886, and arrived at Port Moody at noon on 4 July 1886. This train consisted of two baggage cars, a mail car, one second-class coach, two immigrant sleepers, two first-class coaches, two sleeping cars and a diner (several dining cars were used throughout the journey, as they were removed from the train during the night, with another one added the next morning).[citation needed] First Transcontinental Train arrives in Port Arthur on 30 June 1886 that time, however, the CPR had decided to move its western terminus from Port Moody to Granville, which was renamed "Vancouver" later that year. The first official train destined for Vancouver arrived on 23 May 1887, although the line had already been in use for three months. CPR quickly became profitable, and all loans from the Federal government were repaid years ahead of time. 1888, a branch line was opened between Sudbury and Sault Ste. Marie where the CPR connected with the American railway system and its own steamships. That same year, work was started on a line from London, Ontario, to the Canada–US border at Windsor, Ontario. That line opened on 12 June 1890.[30] CPR also leased the New Brunswick Railway in 1891 for 991 years,[31] and built the International Railway of Maine, connecting Montreal with Saint John, New Brunswick, in 1889. The connection with Saint John on the Atlantic coast made the CPR the first truly transcontinental railway company in Canada and permitted trans-Atlantic cargo and passenger services to continue year-round when sea ice in the Gulf of St. Lawrence closed the port of Montreal during the winter months. By 1896, competition with the Great Northern Railway for traffic in southern British Columbia forced the CPR to construct a second line across the province, south of the original line. Van Horne, now president of the CPR, asked for government aid, and the government agreed to provide around $3.6 million to construct a railway from Lethbridge, Alberta, through Crowsnest Pass to the south shore of Kootenay Lake, in exchange for the CPR agreeing to reduce freight rates in perpetuity for key commodities shipped in Western Canada.[citation needed] controversial Crowsnest Pass Agreement effectively locked the eastbound rate on grain products and westbound rates on certain "settlers' effects" at the 1897 level. Although temporarily suspended during the First World War, it was not until 1983 that the "Crow Rate" was permanently replaced by the Western Grain Transportation Act which allowed for the gradual increase of grain shipping prices. Crowsnest Pass line opened on 18 June 1898, and followed a complicated route through the maze of valleys and passes in southern British Columbia, rejoining the original mainline at Hope after crossing the Cascade Mountains via Coquihalla Pass.[32] Southern Mainline, generally known as the Kettle Valley Railway in British Columbia, was built in response to the booming mining and smelting economy in southern British Columbia, and the tendency of the local geography to encourage and enable easier access from neighbouring US states than from Vancouver or the rest of Canada, which was viewed to be as much of a threat to national security as it was to the province's control of its own resources. local passenger service was re-routed to this new southerly line, which connected numerous emergent small cities across the region. Independent railways and subsidiaries that were eventually merged into the CPR in connection with this route were the Shuswap and Okanagan Railway, the Kaslo and Slocan Railway, the Columbia and Kootenay Railway, the Columbia and Western Railway and various others.[31] and the settlement of western Canada[edit] One of the CPR's land offerings, 1883 CPR had built a railway that operated mostly in the wilderness. The usefulness of the prairies was questionable in the minds of many. The thinking prevailed that the prairies had great potential. Under the initial contract with the Canadian government to build the railway, the CPR was granted 25 million acres (100,000 km2). Proving already to be a very resourceful organization, Canadian Pacific began an intense campaign to bring immigrants to Canada. Canadian Pacific agents operated in many overseas locations. Immigrants were often sold a package that included passage on a CP ship, travel on a CP train and land sold by the CP railway. Land was priced at $2.50 an acre and up but required cultivation.[33] To transport immigrants, Canadian Pacific developed a fleet of over a thousand Colonist cars, low-budget sleeper cars designed to transport immigrant families from eastern Canadian seaports to the west.[34] –1928[edit] CPR advertisement highlighting "Free Farms for the Million" in western Canada, circa 1893 the first decade of the 20th century, the CPR continued to build more lines. In 1908, the CPR opened a line connecting Toronto with Sudbury. Previously, westbound traffic originating in southern Ontario took a circuitous route through eastern Ontario. Several operational improvements were also made to the railway in Western Canada. In 1909 the CPR completed two significant engineering accomplishments. The most significant was the replacement of the Big Hill, which had become a major bottleneck in the CPR's main line, with the Spiral Tunnels, reducing the grade to 2.2 percent from 4.5 percent. The Spiral Tunnels opened in August. In April 1908, the CPR started work to replace the Old Calgary-Edmonton Rail Bridge across the Red Deer River with a new standard steel bridge that was completed by March 1909.[35] Viaduct 3 November 1909, the Lethbridge Viaduct over the Oldman River valley at Lethbridge, Alberta, was opened. It is 1,624 metres (5,328 feet) long and, at its maximum, 96 metres (315 feet) high, making it one of the longest railway bridges in Canada. 1916, the CPR replaced its line through Rogers Pass, which was prone to avalanches (the most serious of which killed 62 men in 1910) with the Connaught Tunnel, an eight-kilometre-long (5-mile) tunnel under Mount Macdonald[36] that was, at the time of its opening, the longest railway tunnel in the Western Hemisphere.[37][38] C.P.R. railway locomotive 2860 21 January 1910, a passenger train derailed on the CPR line at the Spanish River bridge at Nairn, Ontario (near Sudbury), killing at least 43.[39][40] CPR acquired several smaller railways via long-term leases in 1912. On 3 January 1912, the CPR acquired the Dominion Atlantic Railway, a railway that ran in western Nova Scotia. This acquisition gave the CPR a connection to Halifax, a significant port on the Atlantic Ocean. The Dominion Atlantic was isolated from the rest of the CPR network and used the CNR to facilitate interchange; the DAR also operated ferry services across the Bay of Fundy for passengers and cargo (but not rail cars) from the port of Digby, Nova Scotia, to the CPR at Saint John, New Brunswick. DAR steamships also provided connections for passengers and cargo between Yarmouth, Boston and New York. On 1 July 1912, the CPR acquired the Esquimalt and Nanaimo Railway, a railway on Vancouver Island that connected to the CPR using a railcar ferry. The CPR acquired the Quebec Central Railway on 14 December 1912.[31] the late 19th century, the railway undertook an ambitious programme of hotel construction, building Glacier House in Glacier National Park, Mount Stephen House at Field, British Columbia, the Château Frontenac in Quebec City and the Banff Springs Hotel. then, the CPR had competition from three other transcontinental lines, all of them money-losers. In 1919, these lines were consolidated, along with the track of the old Intercolonial Railway and its spurs, into the government-owned Canadian National Railways. CPR suffered its greatest loss of life when one of its steamships, the Empress of Ireland, sank after a collision with the Norwegian collier SS Storstad. On 29 May 1914, the Empress (operated by the CPR's Canadian Pacific Steamship Company) went down in the St. Lawrence River with the loss of 1,024 lives, of which 840 were passengers.[41] World War[edit] the First World War CPR put the entire resources of the "world's greatest travel system" at the disposal of the British Empire, not only trains and tracks, but also its ships, shops, hotels, telegraphs and, above all, its people. the war effort meant transporting and billeting troops; building and supplying arms and munitions; arming, lending and selling ships. CPR ships were pressed into service during World War I, carrying more than a million troops and passengers and four million tons of cargo.Twenty seven survived and returned to CPR. also helped the war effort with money and jobs. CPR made loans and guarantees to the Allies of some $100 million. As a lasting tribute, CPR commissioned three statues and 23 memorial tablets to commemorate the efforts of those who fought and those who died in the war.[42] the war, the Federal government created Canadian National Railways (CNR, later CN) out of several bankrupt railways that fell into government hands during and after the war. CNR would become the main competitor to the CPR in Canada. 1923, Henry Worth Thornton replaced David Blyth Hanna becoming the second president of the CNR, and his competition spurred Edward Wentworth Beatty, the first Canadian-born president of the CPR, to action.[43] During this time the railway land grants were formalized.[44] Depression and the Second World War, 1929–1945[edit] Strikers from unemployment relief camps climbing on boxcars as part of the On-to-Ottawa Trek, 1935 Great Depression, which lasted from 1929 until 1939, hit many companies heavily. While the CPR was affected, it was not affected to the extent of its rival CNR because it, unlike the CNR, was debt-free. The CPR scaled back on some of its passenger and freight services, and stopped issuing dividends to its shareholders after 1932. Hard times led to the creation of new political parties such as the Social Credit movement and the Cooperative Commonwealth Federation, as well as popular protest in the form of the On-to-Ottawa Trek.[45] highlight of the late 1930s, both for the railway and for Canada, was the visit of King George VI and Queen Elizabeth during their 1939 royal tour of Canada, the first time that the reigning monarch had visited the country. The CPR and the CNR shared the honours of pulling the royal train across the country, with the CPR undertaking the westbound journey from Quebec City to Vancouver. that year, the Second World War began. As it had done in World War I, the CPR devoted much of its resources to the war effort. It retooled its Angus Shops in Montreal to produce Valentine tanks and other armoured vehicles, and transported troops and resources across the country. As well, 22 of the CPR's ships went to war, 12 of which were sunk.[46] –1978[edit] The Multimark logo was used from 1968 to 1987, when it fell out of favour. It was sometimes referred to as the 'Pac-Man' logo, after the popular 1980s video game of the same name. CPR train step stool (Calgary station) c. 1950 the Second World War, the transportation industry in Canada changed. Where railways had previously provided almost universal freight and passenger services, cars, trucks and airplanes started to take traffic away from railways. This naturally helped the CPR's air and trucking operations, and the railway's freight operations continued to thrive hauling resource traffic and bulk commodities. However, passenger trains quickly became unprofitable. During the 1950s, the railway introduced new innovations in passenger service. In 1955, it introduced The Canadian, a new luxury transcontinental train. However, in the 1960s, the company started to pull out of passenger services, ending services on many of its branch lines. It also discontinued its secondary transcontinental train The Dominion in 1966, and in 1970, unsuccessfully applied to discontinue The Canadian. For the next eight years, it continued to apply to discontinue the service, and service on The Canadian declined markedly. On 29 October 1978, CP Rail transferred its passenger services to Via Rail, a new federal Crown corporation that is responsible for managing all intercity passenger service formerly handled by both CP Rail and CN. Via eventually took almost all of its passenger trains, including The Canadian, off CP's lines.[47] 1968, as part of a corporate reorganization, each of the major operations, including its rail operations, were organized as separate subsidiaries. The name of the railway was changed to CP Rail, and the parent company changed its name to Canadian Pacific Limited in 1971. Its air, express, telecommunications, hotel and real estate holdings were spun off, and ownership of all of the companies transferred to Canadian Pacific Investments. The slogan was: "TO THE FOUR CORNERS OF THE WORLD" The company discarded its beaver logo, adopting the new Multimark (which, when mirrored by an adjacent "multi-mark" creates a diamond appearance on a globe) that was used—with a different colour background—for each of its operations.[48]

Thompson River

Fraser River

Canadian Pacific Railroad

Canadian Pacific Railroad - Southern Route

US, 1885-1890, Southern Pacific Railroad
Southern Pacific Railroad; Central Pacific Railroad

Chicago, St Louis, Kansas City, Southern Pacific Railroad

Chicago, Illinois
Chicago; Greek Orthodox Metropolis of Chicago;

Lake Forest Park, Illinois

Kansas City, Tucumcari, Southern Pacific Railroad

El Paso Tocumcari, Southern Pacific Railroad

Nogales Loop, Southern Pacific Railroad

El Paso to Yuma, Southern Pacific Railroad

Yuma to Los Angeles, Southern Pacific Railroad

Yuma to San Diego Spur, Southern Pacific Railroad

LA to Watsonville near Fresno, Southern Pacific Railroad

Angelus Temple, LA, California, 1923-Present
Angelus Temple ;

Foursquare Church, LA, California, 1923-Present
Foursquare Church, LA, California, 1923-Present; Angelus Temple ; Aimee Semple McPherson, PENTECOSTAL SAINT, 1944, Commemorated September 27 ; Kathryn Kuhlman, PENTECOSTAL SAINT, 1976, Commemorated February 20 ;

Victoria Hall, 16530 VENTURA Blvd Ste 400, ENCINO, CA 91436
Victoria Hall, 16530 VENTURA Blvd Ste 400, ENCINO, CA 91436; Aimee Semple McPherson;

Temple Auditorium, Los Angeles
Temple Auditorium, Los Angeles; Aimee Semple McPherson, PENTECOSTAL SAINT, 1944, Commemorated September 27 ;

Los Angeles, CA
Los Angeles ;

1925 Santa Barbara earthquake
1925 Santa Barbara earthquake; Aimee Semple McPherson, PENTECOSTAL SAINT, 1944, Commemorated September 27 ;

1933 Long Beach earthquake
1933 Long Beach earthquake; Aimee Semple McPherson, PENTECOSTAL SAINT, 1944, Commemorated September 27 ;

San Diego
San Diego; Aimee Semple McPherson, PENTECOSTAL SAINT, 1944, Commemorated September 27 ;

Watsonville to Willis, Southern Pacific Railway

Watsonville, Oakland, Sacramento to Klamath Falls, Southern Pacific Railroad

Klamath, Eugene, Salem Beaverton to Portland, South Pacific Railroad

Mississippi River

Sabine River

Brazos River

Colorado River (Texas)

San Antonio to New Orleans, Southern Pacific Railroad

Devils River (Texas)

Pecos River

Rio Grande River

El Paso to San Antonio, Southern Pacific Railroad

US, 1889-1893, Great Northern Hi-Line Road
US, 1889, Great Northern Hi-Line Road;

High Line - US 2 - Great Northern RWY

Hi-Line Road - US 2 - Great Northern RWY (Great Lakes to Spokane)

US, 1906-1909, Milwalkee Road, Pacific Extension
US, 1909, Milwalkee Road, Pacific Extension the 1890s, the company's directors felt they had to extend the railroad to the Pacific to remain competitive with other railroads. A survey in 1901 estimated costs to build to the Pacific Northwest as $45 million (equal to $1.4 billion today). In 1905, the board approved the Pacific Extension, now estimated at $60 million, equal to $1.73 billion today. The contract for the western part of the route was awarded to Horace Chapin Henry of Seattle. The subsidiary Chicago, Milwaukee and Puget Sound Railway Company was chartered in 1905 to build from the Missouri River to Seattle and Tacoma.[6] 1899 route map from Chicago to Lake Superior began in 1906 and was completed three years later. The route chosen was 18 miles (29 km) shorter than the next shortest competitor's, as well as better grades than some, but it was an expensive route, since the Milwaukee Road received few land grants and had to buy most of the land or acquire smaller railroads. two main mountain ranges that had to be crossed, the Rockies and the Cascades, required major civil engineering works and additional locomotive power. completion of 2,300 miles (3,700 km) of railroad through some of the most varied topography in the nation in only three years was a major feat. company maps denote five mountain crossings: Belts, Rockies, Bitterroots, Saddles, and Cascades. These are slight misnomers as the Belt mountains and Bitterroots are part of the Rockies. route did not cross over the Little Belts or Big Belts, but over the Lenep-Loweth Ridge between the Castle Mountains and the Crazy Mountains. 1910, an enormous forest fire erupted in Idaho and many railroad bridges were burned, including a 725-mile long bridge.[citation needed] historians question the choice of route, since it bypassed some population centers and passed through areas with limited local traffic potential. of the line paralleled the Northern Pacific Railway. Trains magazine called the building of the extension, primarily a long-haul route, "egregious" and a "disaster."[7] George H. Drury listed the Pacific Extension as one of several "wrong decisions" made by the Milwaukee Road's management which contributed to the company's eventual failure.[8] in 1909, several smaller railroads were acquired and expanded to form branch lines along the Pacific Extension.[9]: 15  Montana Railroad formed the mainline route through Sixteen Mile Canyon as well as the North Montana Line which extended North from Harlowton to Lewistown. This branch led to the settlement of the Judith Basin and, by the 1970s, accounted for 30% of the Milwaukee Road's total traffic.[9]: 75  Gallatin Valley Electric Railway, originally built as an interurban line, was extended from Bozeman to the mainline at Three Forks. In 1927, the railroad built the Gallatin Gateway Inn, where passengers traveling to Yellowstone National Park transferred to buses for the remainder of their journey.[9]: 83  White Sulphur Springs & Yellowstone Park Railway, originally built by Lew Penwell and John Ringling, primarily carried lumber and agricultural products.[9]: 86  1920 Milwaukee Road timetable map. conditions in the mountain regions of the Pacific Extension proved difficult. Winter temperatures of −40 °F (−40 °C) in Montana made it challenging for steam locomotives to generate sufficient steam. line snaked through mountainous areas, resulting in "long steep grades and sharp curves". provided an answer, especially with abundant hydroelectric power in the mountains, and a ready source of copper in Anaconda, Montana.[10] 1914 and 1916, the Milwaukee Road implemented a 3,000 volt direct current (DC) overhead system between Harlowton, Montana, and Avery, Idaho, a distance of 438 miles (705 km).[11] with the result, the Milwaukee electrified its route in Washington between Othello and Tacoma, a further 207 miles (333 km), between 1917 and 1920.[12] section traversed the Cascades through the 2¼ mile (3.6 km) Snoqualmie Tunnel, just south of Snoqualmie Pass and over 400 feet (120 m) lower in elevation. The single track tunnel's east portal at Hyak included an adjacent company-owned ski area (1937−1950).[13][14][15][16] the 1984 abandonment of the Pacific Extension, Tacoma Rail purchased all of Milwaukee's lines south of Tacoma. in 1990, the Chehalis-Centralia Railroad began operating over the section from Centralia to Curtis. In 2010 the line was sold to the Port of Chehalis and in 2019, The railroad purchased the line from Chehalis to Ruth. In 2021 the section from Highway 6 West to Curtis was leased. the 645 miles (1,038 km) of main-line electrification represented the largest such project in the world up to that time, and would not be exceeded in the US until the Pennsylvania Railroad's efforts in the 1930s.[17] two separate electrified districts were never unified, as the 216-mile (348 km) Idaho Division (Avery to Othello) was comparatively flat down the St. Joe River to St. Maries and through eastern Washington, and posed few challenges for steam operation.[12] Electrification cost $27 million, but resulted in savings of over $1 million per year from improved operational efficiency.[18] Boxcab electric locomotive pulling a passenger train in a canyon An EF-1 boxcab hauls the Olympian through Montana Canyon in 1925. The Chicago, Milwaukee and Puget Sound Railway was absorbed by the parent company on January 1, 1913.[6] The Pacific Extension, including subsequent electrification, cost the Milwaukee Road $257 million, over four times the original estimate of $60 million. To meet this cost, the Milwaukee Road sold bonds, which began coming due in the 1920s.[19] Traffic never met projections, and by the early 1920s, the Milwaukee Road was in serious financial condition. This state was exacerbated by the railroad's purchase of several heavily indebted railroads in Indiana. company declared bankruptcy in 1925 and reorganized as the Chicago, Milwaukee, St. Paul and Pacific Railroad in 1928. In 1929, its total mileage stood at 11,248 miles (18,102 km).[20] 1927, the railroad launched its second edition of the Olympian as a premier luxury limited passenger train and opened its first railroad-owned tourist hotel, the Gallatin Gateway Inn in Montana, southwest of Bozeman, via a spur from Three Forks. company scarcely had a chance for success before the Great Depression hit. Despite innovations such as the famous Hiawatha high-speed trains that exceeded 100 mph (160 km/h), the railroad again filed for bankruptcy in 1935. The Milwaukee Road operated under trusteeship until December 1, 1945. WWII the CMSt.P&P sponsored one of the Army's MRS units the 757th Railroad Shop Battalion. Two Skytop Lounges in their fourth Milwaukee Road paint scheme, matching Union Pacific colors. These cars were part of the Twin Cities Hiawatha equipment pool. Milwaukee Road enjoyed temporary success after World War II. Out of bankruptcy and with the wartime ban on new passenger service lifted, the company upgraded its trains. Olympian Hiawatha began running between Chicago and the Puget Sound over the Pacific Extension in 1947,[21] and the Twin Cities Hiawatha received new equipment in 1948.[22] accelerated and was complete by 1956.[23][24] In 1955, the Milwaukee Road took over from the Chicago and North Western's handling of Union Pacific's Overland Route streamliners between Chicago and Omaha.[21] whole railroad industry found itself in decline in the late 1950s and the 1960s, but the Milwaukee Road was hit particularly hard. The Midwest was overbuilt with a plethora of competing railroads, while the competition on the transcontinental routes to the Pacific was tough. The premier transcontinental streamliner, the Olympian Hiawatha, despite innovative scenic observation cars, was mothballed in 1961, becoming the first visible casualty. resignation of President John P. Kiley in 1957 and his replacement with the fairly inexperienced William John Quinn was a pivotal moment. From that point onward, the road's management was fixated on merger with another railroad as the solution to the Milwaukee's problems. mergers had to be approved by the Interstate Commerce Commission, and in 1969 the ICC effectively blocked the merger with the Chicago and North Western Railway (C&NW) that the Milwaukee Road had counted on and had been planning for since 1964. The ICC asked for terms that the C&NW was not willing to agree to. The merger of the "Hill Lines" was approved at around the same time, and the merged Burlington Northern came into being. 1970s[edit] An electric locomotive with its pantographs down A Little Joe at Deer Lodge, Montana in October 1974 after the end of electrified operation. formation of Burlington Northern in 1970 from the merger of Northern Pacific, Great Northern, Burlington Route, and the Spokane, Portland and Seattle Railway on March 3 created a stronger competitor on most Milwaukee Road routes. To boost competition, the ICC gave the Milwaukee Road the right to connect with new railroads in the West over Burlington Northern tracks. on its Pacific Extension increased substantially to more than four trains a day each way[25] as it began interchanging cars with Southern Pacific at Portland, Oregon and Canadian railroads at Sumas, Washington.[26] railroad's foothold on transcontinental traffic leaving the Port of Seattle increased such that the Milwaukee Road held a staggering advantage over BN, carrying nearly 80% of the originating traffic along with 50% of the total container traffic leaving the Puget Sound (prior to severe service declines after roughly 1974).[citation needed] 1970, the president of Chicago and North Western offered to sell the railroad to the Milwaukee Road outright. William John Quinn refused,[27] stating that it now believed only a merger with a larger system, not a slightly smaller one, could save the railroad. Almost immediately, the railroad filed unsuccessfully with the ICC to be included in the Union Pacific merger with the Chicago, Rock Island and Pacific Railroad. the mid-1970s, deferred maintenance on Milwaukee Road's physical plant, which had been increasing throughout the 1960s as it attempted to improve its financial appearance for merger, was beginning to cause problems. railroad's financial problems were exacerbated by their practice of improving its earnings during that period by selling off its wholly owned cars to financial institutions and leasing them back. The lease charges became greater, and more cars needed to be sold to pay the lease payments. railroad's fleet of cars was becoming older because more money was being spent on finance payments for the old cars rather than buying new ones. This contributed to car shortages that turned away business. Milwaukee Road chose at this time to end its mainline electrification. Its electric locomotive fleet was reaching the end of its service life, and newer diesel locomotives such as the EMD SD40-2 and the GE Universal Series were more than capable of handling the route. The final electric freight arrived at Deer Lodge, Montana on June 15, 1974.[28][29] 1976, the Milwaukee Road exercised its right under the Burlington Northern merger to petition for inclusion based on its weak financial condition. The ICC denied it on March 2, 1977.[30][31] Milwalkee Road;

Milwalkee Road Chicago, Milwalkee, to Bozeman, Mt, I94 along the Missouri

Milwalkee Road Pacific Extension, Bozeman to Tacoma

East Portal, MT to Avery, ID and St Joe River

Saint Joe River

US, Milwalkee Road, Montana Railroad

Montana Railroad, up Sixteen Mile Canyon from Lombard and Missouri River to Lewiston, MT

Montana Railroad up Hwy 12

US, Milwalkee Road, Gallatin Valley Electric Railway

Gallatin Valley Electric Railway

Gallatin Valley Electric Railway to Gallatin Gateway Inn

Gallatin Gateway Inn
Gallatin Gateway Inn;

Yellowstone National Park
Yellowstone National Park;

South (Clean), Idaho Folder, Snake River Drainage

South (Clean) Idaho, its Area, Snake River Drainage

Snake River

Malad River (Idaho)

Little Wood River

Big Wood River

Boise River

Boise River 2

South Idaho, Boise, Idaho (Snake River 12, Boise River Mouth)
Boise, Idaho;

Owyhee River

Payette River South Fork

Payette River

Weiser River

Salmon River Middle Fork

Salmon River

Grand Ronde River

Clearwater River North Fork

Clearwater River (Middle Fork is the main stem)

Clearwater River South Fork

Locsha River

Selway River

Southeast (Clean) Idaho Folder, Waters flowing into Utah

Southeast (Clean) Idaho, its Area, waters flowing south into Utah

Bear River, Bear Lake, ID, Soda Springs, Montpelier, Preston, ID

Little Bear River, Hyman, UT

Logan River, Logan, UT, Red Cub Lodge, ID

Malad River (Utah), Malad City

Logan River
Logan River;

Spokane (Clean) (Fort S) Upper Colombia River Drainage

Spokane (Fort S) Waters, its Area (Spokane County, WA, North ID, Eastern BC)

Kootenai River

Pend Oreille River

Spokane River

Lower (Clean) Columbia River Folder (Central WA, Central BC, Northern OR)

Lower (Clean) Columbia, its Area, (Central WA, Central BC, Northern OR)

Okanogan River

Wenatchee River

Stevens Pass Creek

Cowlitz River

Deschutes River

Willamette River

Ashley River

Ashley River above the source

Cooper River

Charleston, SC (Ashley River, Cooper River, Charleston Harbor)
Charleston, South Carolina;

Cooper River source, Lake Moultrie to the fall line

Pee Dee River

Little Pee Dee River

Savanna River

Savannah, Georgia (First Great Awakening, Savanna River Mouth)
Savannah, Georgia ;

Bozeman Trail

Big Horn Mountains (WY and MT, between Bozeman Trail and Bighorn River)
Big Horn Mountains;

Beartooth Mountains, MT
Beartooth Mountains ;

Big Horn River

Shoshone, Eastern Shoshone
Eastern Shoshone ;

Wind River Indian Reservation, Wyoming (Bighorn River 1) 1868
Wind River Indian Reservation, Wyoming;

Wind River Range, WY
Wind River Range

Shoshone Indian Mission Boarding School (Bighorn River 1) 1889
Shoshone Indian Mission Boarding School;

Arapaho, Northern Arapaho people (Big Horn River 1)
Northern Arapaho people;

Absaroka Range, WY & MT (Big Horn and Yellowstone Rivers)
Absaroka Range;

Fort Washakie Indian Boarding School (Bighorn River 1) 1883
Washakie;

Tongue River

Powder River

Chippewa Indians around Leech Lake and Becker County
Chippewa Indians around Leech Lake and Becker County, Ojibwe people ;

Leech Lake Indian Reservation (Mississippi River Source, HWY 2, GN RWY)
Leech Lake Indian Reservation;

Becker County, Minnesota
Becker County, Minnesota ;

Pearl River

Tennessee-Tombigbee Waterway

Tombigbee River

Androscoggin River

Potomac River

National Road (Cumberland Road)
National Road 1811-37

Monocacy River

Gettysburg Seminary, South Eastern PA, 1826
Gettysburg Seminary; WILLIAM PASSAVANT, PROPHETIC WITNESS, 1894, Commemorated January 3 ;

Anaostia River

Patapsco River

Lyric Opera House, Baltimore, MD
Lyric Opera House; Aimee Semple McPhearson, PENTECOSTAL SAINT, Commemorated September 27;

Episcopal General Convention 1871, Baltimore, MD
Provence 3 Episcopal Church of America;

Red River of the North

Wild Rice River

White Earth River

Minnesota River

Seabury Divinity School at Faribault, MN
Seabury Divinity School at Faribault ;

Mayo Clinic, Rochester, MN (Zumbro River 1) 1864
Mayo Clinic, Rochester, MN (Zumbro River 1);

Rochester, Minnesota (Zumbro River 1)
Rochester, Minnesota;

St Croix River

Pigeon River

Boundary Waters

Rainy River

Otter Trail River

Bois De Sioux River

James (Dakota) River

Black Rock River

Black Rock River Second Source

Black Rock River Third Source

California Trail (City of Rocks to Wells and the down Humboldt River)

Salt Lake Cutoff (for both Oregon Trail and California Trail)

Truckee River

California Trail (Truckee River Section)

Raft River

California Trail (Raft River Section)

Central Overland Route (Salt Lake City, UT to Carson City, NV)
Central Overland Route ;

Humboldt River

Californai Trail - Forty Mile Desert Section

Reese River

Little Humbolt River

West Fork Carson River

California Trail West Fork Carson River to Carson Pass

Clear Creek

East Fork Carson River

West Fork Walker River

East Fork Walker River

Husdon River

Broadway 2.4 Miles

Broadway, another 15 miles up to Yonkers

Trinity Church, Wall Street and Broadway, Downtown Manhattan, NYC, 1696
Trinity Church Manhattan;

Wall Street, 8 Blocks

Hudson River East of Manhattan Island

Fifth Avenue, NYC

Calvary Church in New York City, Midtown
Calvary Church in New York City;

Church of the Holy Communion, NYC, 1846
Church of the Holy Communion, New York City ;

University Medical College, New York University
University Medical College, New York University;

New York City
New York City;

Brooklyn, NY
Brooklyn, NY; EMILY MALBONE MORGAN, PROPHETIC WITNESS, 1937, Comemorated February 26 ; Repose of St Raphael the Bishop of Brooklyn, Commemorated on February 27; JAMES THEODORE HOLLY, BISHOP OF HAITI AND DOMINICAN REPUBLIC, (13 March 1911), Commemorated November 8 ; St Tikhon the Patriarch of Moscow, and Enlightener of North America, Commemorated on April 7;

The Bronx, NYC
The Bronx, NYC;

St Vladimir's Seminary in Yonkers, NY, 1938
St Vladimir's Seminary in NY;

Queens, NYC
Queens, NYC;

Corona, Queens
Corona, Queens; Aimee Semple McPherson;

Flushing Institute, Flushing, Queens, NY, 1827
Flushing Institute, Flushing, NY;

Flushing Institute, Flushing, NY (St Paul's College) 1828
Flushing Institute (later St Paul's College), a boys' school in Flushing, New York ;

Long Island, NYC
Long Island, NYC;

Shinnecock Indian Nation, Long Island, NYC
Shinnecock Indian Nation;

Poosepatuck Reservation, Long Island, NYC
Poosepatuck Reservation, New York;

Montauk, Long Island, NYC
Montauk, Long Island, NYC;

Riverhead, Long Island, NYC
Riverhead (town), New York;

Husdon River (Upstate NY)

Albany, NY (State Capital, Erie Canal 1, Hudson River 7)
Albany, NY ; JOHN HENRY HOBART BISHOP OF NEW YORK (12 SEPT 1830) ;

West Troy and Troy, NY (Hudson River 6 and Erie Canal 2)
Troy, NY; New Martyr Archpriest Vasily Martysz, Commemorated on May 4;

Vassar College, Poughkeepsie, NY (Hudson River 14) 1861
Vassar College;

Episcopal General Convention 1874, New York, NY
Provence 2 Episcopal Church of America;

Erie Canal

Mowhawk River

Schoharie Creek

Chenango River

Unadilla River

Susquehanna River

Lincoln University (South Central Pennsylvania) 1854, between Delaware and Sussquehanna Rivers
Lincoln University (Pennsylvania);

Chemung River

Delaware River

St Tikhon Monastery, South Canaan, PA, 1905, 1938
St Tikhon Monastery in South Canaan, Pennsylvania;

Finger Lakes Region (Upstate New York)
Finger Lakes Region; Iroquois League; Mohawk Valley; ELIZABETH CADY STANTON, AMELIA BLOOMER, SOJOURNER TRUTH, HARRIET ROSS TUBMAN: FOUR AMERICAN PIONEERS OF BLACK RIGHTS AND WOMEN'S RIGHTS, Commemorated July 20 ; DAVID PENDLETON OAKERHATER, DEACON AND MISSIONARY (1 SEP 1931) ; ELIE NAUD, (ELIAS NEAU), HUGUENOT WITNESS TO THE FAITH, 7 Sept. 1722; JOHN HENRY HOBART, BISHOP OF NEW YORK (12 SEPT 1830) ; MARY (MOLLY) BRANT, WITNESS TO THE FAITH AMONG THE MOHAWKS, 1796;

Cornell University, NY, 1865 (Ithaca, South End Finger Lakes, Erie Canal 10)
Cornell University;

Genesee River

Bishopric and Episcopal Diocese of Western New York, Buffalo
Bishopric of Western New York, Episcopal Diocese of Western New York;

Rio Pueblo de Taos River

River Lucero

San Juan River

Continental Divides, San Juan River Drainage

Chaco Wash

Animas River

Gila River

Canadian River

Vermejo River

Cimarron River (Canadian River)

Connecticut River

Dartmouth College (New Hampshire, Connecticut River 11) 1769
Dartmouth College;

Sugar River

Newport, New Hampshire (Sugar River 1)
Newport, New Hampshire;

Ashuelot River

Merrimack River

Byfield, MA, Adelynrood (near New Hampshire)
Adelynrood, Byfield, MA; Byfield, MA;

Passaic River

Brunswick Road, US Hwy 1 between NY and Philly

Princeton Road between NY and Philly

South Jersey (Lower Delaware, Philidelphia Influence)
South Jersey (Lower Delaware, Philidelphia Influence); CHARLES RAYMOND BARNES. PRIEST, 26 July 1938; Ida B. Robinson, PENTECOSTAL SAINT, 1946, Commemorated April 20;

New Jersey Shore
New Jersey Shore; Repose of St Alexis Toth the confessor and defender of Orthodoxy in America, Commemorated on May 7;

Atlantic City, NJ

Raleigh, NC (on the fall line)
Raleigh, North Carolina, on the fall line between the Piedmont and the Atlantic Coastal Plain ;

Durham, NC
Durham, NC ;

Goldsboro River

Goldsboro River Source, from Eno springs above the fall line

Rocky Mount Greenville River

Rocky Mount River Source (Rocky Mount), , from springs above the fall line

Yadkin River

Uwharrie River (from High Point, NC)

Instate Divide between Pee Dee and Cape Fear Rivers

Cape Fear River

Fort Bragg River

Deep River (from High Point, NC)

Catawba River in NC, Wateree River in SC

Catawba River

Wateree River in SC, Catawba River in NC

Roanoke River

Chowan River

Niobrara River

North Platte River

North Platte River Mouth (Platte River Source)

Platte River

Republican River

Big Blue River

Little Blue River

Lewis and Clark Expedition

Santa Fe Trail 834 Miles

Santa Fe Trail Southern Route 787 Miles

Santa Fe Trail North to Trappers Trail and Morman Trail 293 Miles

Oregon Trail - Independence, MO to Oregon City, OR

Oregon Trail - Independence, MO to Little Blue River Mouth

Oregon Trail - Little Blue River to Kearny, NB

Oregon Trail - Platte River Section Kearney, NB to North Platte Mouth

Oregon Trail - North Platte River to Laramie, WY

Oregon Trail - Laramie-Casper-Sweetwater Valley-Blacks Fork-Fort Bridger

Oregon Trail - Bear River Section - Fort Bridger, UT to Soda Springs, ID

Oregon Trail - Big Hill Portion - Soda Springs, ID to Fort Hall (Pocatello, ID)

Oregon Trail - Snake River Section

Oregon Trail - Columbia River Section

Green River

Hoback River

Grays River

Goose Creek

Cheyanne River

Blacks Fork River

Medicine Bow River

Sweetwater River

Laramie River

Crow Creek

Green River 2 from Stampede Pass

East Portal, MT to Avery, ID and St Joe River, Milwalkee Road

East Portal, MT to Avery, ID and St Joe River, Milwalkee Road 2

Cedar River

Snohomish River

Pilchuck River

Skykomish River

Skykomish River North Fork

Skykomish River South Fork

Snoqalmie River

Snoqualmie River South Fork

Snoqualmie River, Middle Fork

Snoqualmie River North Fork

Shenandoah River

James River

Jackson River

Cowpasture River

Bullpasture River

Maury River

Calfpasture River

Rivanna River

Appotomattox River

Chickahominy River

Pagan River

Nansemond River

Elizabeth River

Pequonnock River

Bridgeport, CT (Pequonnock River Mouth, Long Island Sound)
Bridgeport;

Housatonic River

Konkapot River

Still River

Shepaug River

Naugatuck River

Naugatuck River East Branch

Naugatuck River West Branch

Thames River

Quinebaug River

Putnam Elms, Brooklyn, CT
Brooklyn, Connecticut or Mortlake, Connecticut; Putnam Elms, Brooklyn, Connecticut;

Kingswood, Brooklyn, CT
Brooklyn, Connecticut or Mortlake, Connecticut; Kingswood, Brooklyn, Connecticut;

Shetucket River

Yantic River

Quinnipiac River

Mill River

New Haven, Connecticut
St Luke™s Church in New Haven, Connecticut;

West River

Oyster River

Metacomet Ridge

Connecticut
Connecticut;

Hartford, CT (Connecticut River 24)
Hartford, Connecticut;

Old Lyme, resort and artist's colony (Connecticut River Mouth)
Old Lyme (resort and artist's colony);

Sacramento River

Feather River

Feather River 1

Sutter By-Pass

North Fork Yuba River

Middle Fork Yuba River

South Fork Yuba River

California Trail (Nevada City, CA Route from Emigrant Gap, CA)
Nevada City Road;

Yuba River

Amerian River

Middle Fork American River

South Fork American River

South Fork American River Second Source

California Trail - South Fork American River Section, Hwy 50

Sacramento, CA (American River Mouth, Sacramento River 9)
Sacramento, CA (American River Mouth, Sacramento River 9); William M. Branham PENTECOSTAL SAINT, Commemorated December 24;

California Trail (Sonora Road, Carson River, West Walker River, Sonora Pass, Hwy 108)

Sonora Pass
Sonora Pass;

San Joaquin River

San Joaquin River Middle Fork

San Joaquin River North Fork

Fresno, CA (San Joaquin River 3)
Fresno, San Joaquin Valley;

Merced River

Yosemite Valley (Merced River 1)
Yosemite Valley; John Muir of JOHN MUIR and HUDSON STUCK, NATURALIST & WRITER, 1914; PRIEST & ENVIRONMENTALIST, 1920, Commemorated April 21 ;

Merced, CA (Merced Mouth, San Joaquin 6.5)

Caifornia Aqueduct

Monterey, California (Monterey Bay)
Monterey, California (Monterey Bay); Glorification of the Venerable Herman of Alaska, Wonderworker of All America, Commemorated on August 9 ; Martyr Peter the Aleut, Commemorated on September 24;

Los Angeles Aqueduct

Californai Aqueduct West Branch

California Aqueduct East Branch

California Aqueduct Coastal Branch

Kings River

Kings River Mouth (California Aqueduct)

Colorado River Aqueduct

Colorado River

South Platte River

Denver, CO (South Platte River 5)
Denver, CO;

Arkansas River

Pueblo, Colorado (Arkansas River 4)
Pueblo, Colorado; BARTOLOME DE LOS CASAS, MISSIONARY PRIEST, DEFENDER OF THE OPPRESSED, 1566, Commemorated July 18 ;

Salt Fork Arkansas River

Eagle River

Vail Pass

Vail, Colorado
Vail, Colorado;

Gore Creek, Vail, Colorado

Beaver Creek, Vail, Colorado

Maroon Bells at “Snowmass Wilderness, CO
Maroon Bells at “Snowmass Wilderness;

Maroon Bells River ? but not East Taylor River

Roaring Fork River

Aspen, Colorado
Aspen, Colorado ;

Gunnison River

Grand Junction, CO (Gunnison River Mouth, Colorado River, Grand Valley)
Grand Junction, CO

Taylor River

East Taylor River

Cimarron River from Northeast Side of Uncomphgre Peak

Little Cimarron River (Gunnison River)

Cimarron River (Gunnison River)

East Fork Cimarron River (Gunnison River)

West Fork Cimarron River (Gunnison River)

Middle Fork Cimarron River (Gunnison River)

Uncompahgre River

Uncompahgre River North Fork

Delores River

Schuylkill River

Philadelphia, PA (Schuykill River Mouth, Delaware River 9)
Philadelphia ;

Germantown, Philadelphia, PA
Germantown, Philadelphia aka Germantown, Pennsylvania; RICHARD ALLEN, FIRST BISHOP OF THE AFRICAN METHODIST EPISCOPAL CHURCH, 1831. Commemorated March 26 ;

St. George's Methodist Episcopal Church in Philadelphia, 1769
St. George's Methodist Episcopal Church in Philadelphia;

St. Peter's Episcopal Church (Philadelphia)
St. Peter's Episcopal Church (Philadelphia);

African Episcopal Church of St. Thomas, Philadelphia, 1792
African Episcopal Church of St. Thomas; RICHARD ALLEN, FIRST BISHOP OF THE AFRICAN METHODIST EPISCOPAL CHURCH, 1831. Commemorated March 26 ;

Mother Bethel A.M.E. Church, Philadelphia, 1794
Mother Bethel A.M.E. Church ; RICHARD ALLEN, FIRST BISHOP OF THE AFRICAN METHODIST EPISCOPAL CHURCH, 1831. Commemorated March 26 ;

Schuylkill River Western Source

Ohio River

Ohio River Route

Jeffersonville, Indiana (Ohio River 15, and Wilderness Road West Fork at Louisville, KY)
Jeffersonville, Indiana; William M. Branham PENTECOSTAL SAINT, Commemorated December 24;

Tell City, Indiana (Ohio River 17)
Tell City, Indiana;

Erie, Western Pennsylvania (Lake Erie)
Erie, Pennsylvania;

Salford, Ontario
Salford, Ontario ; Aimee Semple McPherson, PENTECOSTAL SAINT, 1944, Commemorated September 27 ;

Pennsylvania Main Line Canal (Philadelphia to Pittsburg)

Alleghany River

Calvary Episcopal Church, Pittsburgh, PA (Alleghany River Mouth, Ohio River Source) 1861
Calvary Church, Pittsburgh;

Monongahela River

Monongahela River West Fork

Youghiogheny River

Cheat River

Beaver River

Shenango River

Mahoning River

Rock River

Milwaukee, WI (Lake Michigan)
Milwaukee;

Racine College, WI, 1852
Racine College ;

Nashota House, Wisconsin, 1844
Nashota House;

Illinois River

Vermillion River

Streator, Illinois (Coal Mines, Vermillion River 9)
Streatorland;

Middle Fork Vermillion River

Middle Fork Vermillion River Mouth, Wabash River 2

Kaskaskia River

Illinois
Illinois;

Wabash River

Iowa River
Iowa River;

Cedar River (Iowa River tributary) of Minnesota and Iowa
Cedar River (Iowa River tributary) of Minnesota and Iowa;

Shell Rock River

Winnebago River

Mason City, Iowa (Winnebago River 2), Music Man's River City
Mason City, Iowa;

Saint Joseph River

Little River (Indiana)

Mississinewa River

White River (Illinois)

Indianapolis, Indiana (a crossroads, Cumberland Road and White River West Fork 3)
Indianapolis;

White River Central Fork

White River East Fork

Weber River

Jordan River (Utah)

Salt Lake, Utah (Jordan River Mouth, Great Salt Lake, California Trail 2)
Episcopal Diocese of Utah, St Mark's Cathedral, Salt Lake; PAUL JONES, BISHOP (4 SEP 1941) ;

American Fork River

Provo River

Provo, UT, Provo Mouth, Utah Lake

Hobble Creek

Spanish Fork River

Servier Lake and Basin

Beaver River (Utah)

Servier River

San Pitch River

Apalachiocola River

Suwannee River

Saint Johns River

ALCAN Hwy

Yukon River

Yukon River A (Teslin Lake Arm)

Yukon River B (Atlin Lake Arm)

Yukon River C (Tagish Lake Arm)

Yukon River D (Marsh Lake Arm)

Yukon River E (Lake Laberge Arm)

Yukon River F (Kasawa Lake Arm)

Yukon River G (Kluane Lake Arm)

Yukon River H (Bennett Lake Arm)

Porcupine River

Yukon Flats Area

Tanana River

Chisnana River

Nabesna River

Fairbanks, Alaska (Tanana River 10)
Fairbanks, Alaska ; JOHN MUIR and HUDSON STUCK, NATURALIST & WRITER, 1914; PRIEST & ENVIRONMENTALIST, 1920, Commemorated April 21 ;

Koyukuk River

Innoko River

Anchorage, Alaska
Anchorage, Alaska; Glorification of the Venerable Herman of Alaska, Wonderworker of All America, Commemorated on August 9 ; Martyr Juvenal of Alaska, Commemorated on September 24 ;

Susitna River

Matanuska River

Topper River

Christochina River

Copper River

Father Herman's Small Brook
Spruce Island is not large, and is almost completely covered by a forest. Almost through its middle a small brook flows to the sea. Herman selected this picturesque island for the location of his hermitage. He dug a cave out of the ground with his own hands, and in it he lived his first full summer. For winter there was built for him a cell near the cave, in which he lived until his death. The cave was converted by him into a place for his burial. A wooden chapel, and a wooden house to be used as a schoolhouse and a guest house were built not too distant from his cell. A garden was laid out in front of his cell. For more than forty years Father Herman lived here.

Aleutian Islands, Southwest Alaska
Aleutian Islands;

Stikine River

Kuskokwim River

Kuskokwim River North Fork

Kuskokwim River East Fork

Nushagak River

Arkansas River North Source

Little Rock, AR (Arkansas River 14)
Little Rock, Arkansas ;

White River (Arkansas)

Mississippi River Route

Tennessee River

Sewanee, Tennessee, University of the South (Tennessee River 2) 1857
Sewanee: The University of the South ;

Mobile River

Alabama River

Oostanaula River

Coosa River

Talapoosa River

Black Warrior River

Tonto River

Verde River

Agua Fria River

Santa Cruz River

Miracle Valley, Arizona (Santa Cruz River 1)
Miracle Valley, Arizona;

Santa Cruz River Source 2

Kansas River

Topeka, Kansas (Kansas River 2, Oregon Trail 3)
Topeka, Kansas;

Kansas Medical College, Topeka, Kansas
Kansas Medical College;

Smoky Hill River North Fork

Smoky Hill River

Saline River

Solomon River

Solomon River North Branch

Republican River 2

Wakarusa River

Cimarron River

Chisholm Trail

Chisholm Trail to Ellsworth, Kansas

Marias River

Wilderness Road South to Nashville

Wilderness Road North Fork to Boonesborough (for salt)

Wilderness Road West Fork to Louisville, Falls of the Ohio

Bluegrass Region

Cumberland Region

Jackson Purchase

Mississippi Plateau

Western Coal Fields

Cumberland River

Episcopal Diocese of Tennessee in Nashville
Episcopal Diocese of Tennessee;

Kentucky River

Kentucky River Middle Fork

Kentucky River North Fork

Kentucky River South Fork

Goodnight-Loving Trail

Goodnight Trail to Cheyenne, Wyoming

Dodge City Trail

Red River of the South

Sweetwater Creek, Texas

Cuyahoga River

Cuyahoga River East Branch

Miami River

Concho River

Concho River North

Concho River South

San Saba River

San Saba River North Fork

San Saba River Middle Fork

Llano River North Fork

Llano River

Balcones Fault - Edwards Aquifer

Wolf River

Mason, Tennessee (near Memphis, Wolf River Mouth and Mississippi River 9)
Mason, Tennessee ;

Holsten River

French Broad River

Clinch River

Cinch River 2

Martin's Fork Cumberland River, TN and KY

Clover Fork Cumberland River, KY

Wisconsin River

Chattahoochee River

Flint River

Apalachiocola River, FL

Tugaloo River

Chatooga River

Tallulah River

Altamaha River

St. Marys, Georgia
St. Marys, Georgia;

Oconee River

Ocmulgee River

Providence River

Woonasquatuchet River

Providence, Rhode Island (Narragansett Bay)
Providence, Rhode Island (Narragansett Bay); PRUDENCE CRANDALL, TEACHER AND PROPHETIC WITNESS, 3 Sept. 1890 ; Aimee Semple McPherson, PENTECOSTAL SAINT, 1944, Commemorated September 27 ; Roger Williams of ROGER WILLIAMS and ANNE HUTCHINSON, PROPHETIC WITNESSES, 1683, 1643, Commemorated February 5;

Moshassuck River

Blackstone River

Charles River

Andover Theological Seminary, MA (Charles River 5) 1778
Andover Theological Seminary;

Boston, MA (Boston Harbor, Charles River Mouth)
Boston;

Muddy River

Mystic River

Acushnet River
Acushnet River;

Neponset River

Swift River 1

Swift River 2

Swift River 3

Hawaiian Islands area