The Grand Coulee

J.L. Ashlock

"The Coast" Magazine
Vol. X August 1905 No. 2

Imagine hewn in the earth's surface a colossal trough sixty miles in length, from one to three miles in width, with perpendicular walls rising to heights of from three hundred to eight hundred feet; the bottom strewn thickly with boulders in places, elsewhere, miniature Saharas of alkali and gravel, grassy meadows, clear freshwater lakes, and alkali ones bitter white; swamps, springs, creeks scattering pine trees, and somewhat in preponderance, sombre colored expanses of sage-brush and greasewood. This is the Grand Coulee. The surrounding country is level and prairie-like, within the last few years having become almost a solid wheat-field, and is known as the Big Bend country, which comprises all of Douglas, and part of Lincoln county, Washington. The region has been termed "the Big Bend" by reason of its being surrounded on three sides by the Columbia river, thus being enclosed in "the big bend" of the Columbia, of which stream the Grand Coulee is supposedly the prehistoric bed.

Ages ago, before the Grand Coulee had come into existence the climate of this section-far different in topography from the Big Bend of today, however was similar to the present climate of our Southern states, Florida in particular. The landscape comprised vast forests-now converted into the coal mines of northern Washington,-lakes, rivers, and mountains in comparison with which our mountains of today would be little more than ant-hills. How long these conditions existed we do not know, but we do know that ages ago, further remote than the imagination can reach, this landscape was buried from hundreds to thousands of feet deep by what is termed geologically, "The Basaltic Overflow." During this period rivers of molten basalt streamed from great cracks in the earth's surface, piling higher and higher, one layer overlapping another, till practically all of that section now comprising Eastern Washington, and extending southward into Oregon, was buried.

After the Basaltic Overflow the Columbia river cut its present channel. This work of time unreckonable was temporarily undone, however, by the Glacial Period. The glacial cap, as it crept southward, seems to have pushed before it mountain-like masses of gravel, which completely filled the channel of the Columbia, and the water, backing up, at length found an outlet to the south in what was then the Grand Coulee: not the great dry canyon of today, but a smaller depression which coursed in a southwesterly direction. The river, seeking the lowest level, naturally, followed this depression for some sixty miles, then seems to have spread out over what hi now called "the Crab Creek Desert;" thence, at various points, evidently joined its regular channel as it completes its curve around the Big Bend, starting westward toward the Pacific ocean; and during the time in which the river channel was blocked in this manner, the river cut the Grand Coulee across the Big Bend. As the glacial cap receded the river gradually resumed its former course, leaving the Coulee perfectly dry. At present the Columbia has not quite worn down to its former level, so immense were the quantities deposited by the glaciers.

Such, as nearly as can be read in the language of geology, was the origin of the Grand Coulee. Though its great, dry walls are now rotten and crumbling with age, in geological chronology, it came into existence but yesterday. For ages upon ages the prehistoric Big Bend was clothed in rich tropical verdure; its forests and plains ateem with antediluvian monsters whose petrified skeletons are now a wonder to the beholder; and in its lakes and rivers unreal Silurian reptiles plunged, and strange shelled things grew and decayed, all blending into the evolution of plant and animal to higher forms. Time inconceivable passed while the layers of basalt were cooling, having with the terrible force of Nature, blotted forever the rich landscape; and lapping thousands of times the length of written history into the past the Columbia began its work of channel-cutting, in which it first cleaved its way through solid basalt, forming the channel in which it flows today. Through solid basalt it forced its way during the Glacial Period, forming what is now the Grand Coulee. And then patiently commenced the work of re-excavation, at which it is engaged today, and will no more than have reached its former level when the great precipices of the Grand Coulee have rotted and crumbled away.

More info can be found here:
http://en.wikipedia.org/wiki/Grand_Coulee

No Rails Over Dry Falls

Charles S. Bihler, Northern Pacific Division Engineer, Tacoma, Wash., to Edwin H.
McHenry, Chief Engineer, St. Paul, Minn., February 7, 1900.

I beg to hand you herewith, report of Mr. Van Arsdol of his
reconnaissance from Coulee City to the Columbia River, via Crab Creek,
and from there to Ellensburg, together with maps and profiles.
The prospects of a favorable line from Coulee City to the Columbia
River are unexpectedly favorable. Mr. Van Arsdol reports that the main
coulee, below Coulee City is impracticable on account of the falls, but
there is a sort of a by-pass leading over into a side coulee which in
general, is somewhat higher than the Grand Coulee, and which would
permit construction without excessive cost.

What the heck did we just buy? The NP View of the Seattle Lake Shore & Eastern

Edwin Harrison McHenry, Receiver, St. Paul, Minnesota, to Edward Dean Adams, Chairman, New York City, April 10, 1896. (Courtesy J.R. Masters, Office Engineer, N.P. Ry., Ret., via Northern Pacific Collection at the Minnesota Historical Society.)

Transmitting report of [John William] Kendrick, General Manager, concerning the Seattle, Lake Shore and Eastern Railway (the Lake Shore).

You are already familiar with the general subject of the earlier financial transactions of this company. The record is a disgraceful one. Even before the acquisition of stock by the Northern Pacific, the enterprise appears to have been robbed by its promoters.

It was originally intended to complete the line across the Cascade Mountains to a connection with the Spokane Branch, but the amount realized from the sale of bonds being insufficient to defray the expensive construction work of the mountain section the line was not completed The cost of the portion constructed was considerably above the expected amount, and in order to raise more money, the company bonded a number of spurs and sidings.

Under ordinary circumstances it would have been expected that after the consummation of the sale of stock to the Northern Pacific, that the road would have been operated in the interests of the purchaser, but control was not secured until the Northern Pacific had paid for 80 [percent] of the stock, and in the interval the officials and others interest in the Lake Shore apparently devoted their time and attention to looting the property.

The sale to our company was rushed through in a very peculiar manner, and without proper examination by the Traffic and Engineering departments of the Northern Pacific.
The specifications for the construction of the uncompleted portion of the line were accepted by our ex-General Counsel Mr. McNaught, and our Chief Engineer Mr. Kendrick was not allowed an opportunity to examine and comment on same.

The specifications were so drawn as to comply with the kind of road which it was expected to build, and allowed but two miles of sidings in 65 miles (105 km) of main line, and made entirely inadequate provision for operating facilities. The worst feature, however, was the clause which provided that the track would be ballasted with adjacent material, instead of train-hauled gravel ballast. The soil is particularly wet, and a large portion of the line traverses muskeg swamps; this omission would be better understood by a physical examination of the line than words can convey. The natural surface was so bad that the construction company [was] forced to haul in ballast in order to get construction trains over the track.After the Northern Pacific assumed control, it became necessary to incur great expenditures in providing additional sidings, spurs and other facilities for the ordinary transaction of business, and to perform additional ballasting.

The townsites along the line are held by the Virginia Townsite Company, under some deal engineer by the ex-general counsel, who subsequently unloaded same to the Northern Pacific. So valuable was the real estate supposed to be, that no extra width of right-of-way was provided at stations north of Sedro-Woolley, Washington.
A contract was also entered into for the benefit of the townsite interest at Anacortes, whereby the Northern Pacific agreed to operate the Seattle and Northern [a subsidiary of] the Oregon Improvement Company, paying [three percent] upon the appraised valuation, and a wheelage portion of expenses, in addition to a further sum of $80,000, expended in purchasing and interest in Syndicate Addition, and in the construction of improvements costing $35,000, entirely disconnected with the property of the Northern Pacific or the Lake Shore. The operation was shortly discontinued by the general manager on account of the heavy loss incurred, but the rental charges still continue to this day.

Valuable real estate at Seattle and at Snoqualmie Falls, which was formerly supposed to be property of the railroad, was claimed by private parties, and ownership of the Gilman coal mines at Issaquah, Washington, which were currently reported to have been paid for by the railroad, are in possession of outside interests.

Before the purchase by the Northern Pacific of the stock, the Lake Shore, finding it impossible to provide adequate terminal facilities at Spokane from the proceeds of [their] main line bonds, organized a company under the title of the Spokane Union Depot Company, to which the Washington and Idaho Railroad (a branch of the Union Pacific System), were admitted to half ownership. Bonds were issued amounting to a little over $400,000. The stock issue of $500,000 was divided equally between the two companies.

The Lake Shore was reimbursed for the work on that portion of their main line within the limits of the depot grounds from the proceeds of the depot bonds, but to the best of my knowledge and belief, the railway bonds were never cancelled. This property I have nominally estimated at $600,000 . . . but its real value is probably at least $1,000,000. It is used by the Oregon Railway and Navigation [Union Pacific] and the Great Northern systems, and these companies would have to expend at least $1,000,000 to provide equivalent facilities of less actual value. I have made repeated efforts for several years past to have this matter investigated, but owing to the circumstances have thus far been unsuccessful. If this depot stock does not come under the line of the Lake Shore bonds, it could doubtless be attached to satisfy some claims of the Northern Pacific against the Lake Shore.

The Spokane Branch is of little value, apart from the rails, which may be taken up and used elsewhere, with the exception of about two miles of line connecting with the Union Depot property, over which the Great Northern Railway now secures an entrance into Spokane from the west, and for the use of which they pay the heavy annual rental of $72,000.

On the Western Division, that portion of the line from Woodinville Junction to the terminus [at] Sallal near North Bend, Washington, is of little present value, but its earnings power will constantly increase. The remainder, which includes the section between Seattle and Woodinville Junction, and [Woodinville Junction] and the International boundary line at Sumas, Washington, I consider as very valuable property. Its present earnings afford no index to its prospective earnings in the future, and if it is not secured by our company at this time, the omission will be bitterly regretted.

The development of the region is necessarily slow, but I think it is also certain. There is every reason for expecting a steady and progressive increase in earnings for an indefinite period in the future. I am not in entire accord with the general manager's statement that the business secured from this branch may be replaced from points on our own lines. Contrary to the belief, the supplies of cedar in western Washington are comparatively limited, and the greatest reserves of this timber are along the line of the Lake Shore. I think it but a matter of a few years when the cedar will be exhausted on our other lines.
There is also reason to believe that the rate on shingles can be materially advanced without affecting the tonnage, as the present low price of the shingles is brought about wholly by local competition. It was not possible, however, to obtain a higher rate, except by concurrence of the Great Northern, which could not heretofore be obtained, on account of James Jerome Hill persistent effort to reduce the gross and net earnings of our system in order to facilitate his plans.

I understand the reorganization of the Lake Shore has been affected upon favorable terms, but have never had an opportunity to see the plan. I would every strongly recommend the purchase or least of the western divisions of the system, if favorable terms may be obtained. I would also advise the purchase of the Spokane Branch, if the property could be acquired upon satisfactory terms, which in my opinion would be based upon the value of that portion of the line within the city limits over which the Great Northern now gains access, including any liens the bonds may constitute upon the depot property, and the salvage value of the rails upon the remaining portion of the branch.
I further add, for your information, that I do not think the bondholders of the Lake Shore appreciate the fact that the bonds covering that portion of the line sold to the [Spokane Union] Depot Company were not cancelled, but I may be in error regarding this.

McNaught, James.
Counsel for Receivers.
Office: Postal Telegraph Building, New York, New York.

Born: September 9, 1842, at Lexington, McLane County, Illinois.
Education: Wesleyan University, Bloomington, Illinois.
Entered railway service: 1871 as director and counsel Columbia and Puget Sound; since which he has been consecutively 1879 to 1887, division counsel Northern Pacific, jurisdiction extending over Washington and Idaho, with headquarters at Seattle, Washington; 1887 to 1889, general solicitor, headquarters St. Paul, Minnesota; 1889 to October, 1893, general counsel same road; October, 1893, to May, 1895, counsel for receivers, same road.
Busbey, T. Addison, editor. The Biographical Directory of the Railway Officials of America, Edition of 1896. Chicago [Ill.]: Railway Age and Northwestern Railroader, 1896, p. 304.

McHenry, Edwin Harrison (January 25, 1859-August 21, 1931).
Fourth Vice-President New York, New Haven and Hartford Railroad and First Vice-President Consolidated Railway, Hartford, Connecticut.
Born: January 25, 1859, at Cincinnati, Ohio.
Educated: Pennsylvania Military College at Chester, Pennsylvania.
Entered railway service: 1883 as rodman on Black Hills Branch, Northern Pacific, since which he has been consecutively rodman, chainman, draftsman, leveler, transitman, assistant engineer, division engineer, principal assistant engineer, and November 1, 1893, to January 1, 1896, chief engineer; October, 1895, to October, 1896, also receiver same road; September 1, 1896, to September 1, 1901, chief engineer reorganized road, the Northern Pacific, in charge of location, construction and maintenance; 1901 and 1902, visited China, Japan and Philippine Islands; June 1, 1902, to May 10, 1904, chief engineer, Canadian Pacific; October 1, 1904, to date, first vice-president, Consolidated Railway, in charge of construction, operation and maintenance of the trolley lines owned by the New York, New Haven and Hartford, and also fourth vice-president, New York, New Haven and Hartford, in charge of Electrical Department covering electrical construction and maintenance of lines operated by electricity.
Busbey, T. Addison, editor. The Biographical Directory of the Railway Officials of America, Edition of 1906. Chicago [Ill.]: Railway Age, 1906, pp. 381-82.

Seattle Lake Shore & Eastern Depot Doings in Spokane

On April 21, 1888, businessman of Spokane Falls subscribed $175,000 for the Seattle Lake Shore and Eastern, so it would not pass too far from the town on its way east from Puget Sound. The SLSE professed also to be interested in the Colville region.

The Spokane Falls and Northern (Great Northern) would use a union depot on the north side of the river to be shared by the Lake Shore, now familiarly the “Seattle and Elsewhere,” and the Oregon Railway and Navigation (Union Pacific). The red brick building, built by the SF&N, was 2 stories high and stood on the river bank on the east side of Division Street. The site was covered with rocky hillocks, and crews working day and night shifts shook the city awake at 2 o’clock each morning blasting to level the area. The rock debris was dumped into ponds and used to extend the property toward the river by filling, and operation that cost approximately $100,000.

Northern Pacific Civil Engineer Clarence White

From “An Illustrated History of the State of Washington”, by Rev. H.K. Hines, D.D., The Lewis Publishing Co., Chicago, IL., 1893

CLARENCE L. WHITE, civil engineer of Seattle, was born in Littleton, Buchanan county, Iowa, November 27, 1856. His parents, H. J. and Elizabeth (Richmond)White, were natives of Canada, where Mr. White learned the trade of millwright, and upon coming to Littleton about 1854, among the pioneer settlers of that locality, he built a flouring mill, which he operated a number of years.

Clarence L. attended the public schools of Littleton and worked in his father's mill up to 1872, when the entire family came to Seattle, arriving on the 2d day of September. Spending the first winter in Seattle, our subject attended the public schools, and in the following summer went with the family to a ranch near what is now Anacortes, and then worked at clearing up and improving the ranch until the summer of 1876, when subject began "rustling" for himself, attending the Territorial University at Seattle during the winters.

In the spring of 1879 he went to Spokane Falls as editor and manager of the Spokane Times, the first newspaper started in that city. His health failing from the sedentary work, he was obliged to resign within the following summer, and then went on a Government survey in the Grand Coulee country.

With restored health he returned to Spokane Falls in November, 1880, and during the winter was employed as Deputy Auditor of Spokane County, under Mr. J.M. Nosier. During the summer and autumn of 1881 Mr. White was in the Northern Pacific survey party in Idaho and Western Montana, acting as chainman and leveler. About Christmas of that year he returned to Seattle and began working for Whitworth & Thomson, civil engineers, and continued with them, except during the winter of 1882-83, when he took a course in surveying in the university.

In January, 1887, Mr. White went out in a party on the Seattle, Lake Shore & Eastern Railroad, as transitman, working during the summer and following winter on preliminary and location, from Seattle to the summit of Snoqualmie Pass in Cascade Mountains.

In the spring he was transferred to the Spokane Falls division of the same road, doing work in Spokane and westward to the Columbia River. In July he was sent out as resident engineer in charge of work at crossing of Grand Coulee, 120 miles westward of Spokane Falls, at a point where the Seattle, Lake Shore & Eastern Railroad and the Northern Pacific Railroad were fighting for location. This work was abandoned, soon after the troublesome point was settled in favor of the Seattle road, and Mr. White returned to Spokane and had charge of the construction of the large railroad trestles near Spokane.

Upon the completion of this work he returned to Seattle, and in the spring of 1889 became partner in the firm of H.H. Thomson & Co. In March, 1890, the firm name was changed to Thomson & White, which continued until Mr. Thomson became City Engineer, and thereafter Mr. White operated alone.

Journal Entries From The Towns on the CW

Edited by Honor Wilhelm.

Vol 4 November, 1902

Passing out of Lincoln county at this place we arrive at Hartline, where the first settler located in 1883. He was Horace Arnes. D. E. Reeves opened the first store in 1889 and secured the establishment of a post office here in that year. The town was laid out by John Hartline who located here in 1888.

Coulee City is located at the terminus of the Washington Central. The townsite was homesteaded by Mrs. Haynes in 1888. She sold out to G. K. Reed and N. Galusha, who laid out the town. Levi Salmon located near by in 1887. The post office was first secured at McEntee, one mile away, where the first postmaster was G.R. Roberts, who moved it to Coulee City and renamed it in 1889. The town was located here because it was the only place where the Grand Coulee could be crossed. James Odgers established the first newspaper at this place in 1889, "The Coulee City News." "The Coulee City Review" was established last spring, of which F. C. Gibson is the editor. D. R. Evans is the pioneer hotel keeper. The stage to Waterville and Brewster is taken at this place. The principal industry is stockraising, including horses, cattle and sheep. There are some wheat and fruit farms in the adjacent country. When the railroad is completed through to Adrian, where connections will be made with the Great Northern railway for Seattle, this place is destined to become an important trade and commercial point.

Northern and Southern Railway Company

ARTICLES OF INCORPORATION
of the
NORTHERN AND SOUTHERN RAILWAY COMPANY.
--#--

ARTICLES OF IHCORPORATION
of the
N O R T H E R N A N D S O U T H E R N
R A I L W A Y C O M P A N Y .
- - # - -

KNOW ALL MEN BY THESE PRESENTS, That we, the undersigned residents of the State of Washington, hereby associate ourselves together for the purpose of forming a corporation, and for that purpose execute these Articles in triplicate.

FIRST:-
The name of this corporation shall be the NORTHERN AND SOUTHERN RAILWAY COMPANY.

SECOND:-
The principal place of business of this corporation shall be in the City of Waterville, in the County of Douglas, in the
State of Washington.

THIRD:-
The tine of the existence of this corporation shall be Fifty Years, from and after the First day of June, A. D. 1907.

FOURTH:-
The capital stock of this corporation shall be Seven Million Dollars, divided into 70,000 shares, of the par value of $100.00 a share.

FIFTH:-
The objects for which this corporation is formed, are:

(a) To survey, locate, build and construct, conduct, maintain, and own and operate, a railroad, either steam or electric, or both; (and telegraph and telephone lines in connection therewith) from the City of Waterville in Douglas County, in the State of Washington, in an Easterly and Southeasterly direction, and over the easiest and most practical grades, from the said City of Waterville, to the City of Pasco, in Franklin County, State of Washington, and distant from said City of Waterville, measured on the line of said designated course about 175 miles, which is the estimated length of said railroad, telegraph and telephone lines; together with a feeder for said original line, commencing in the Moses Coulee, in said Douglas County, State aforesaid, at or near what is known as the Levi McCartney ranch, on said main line, and running first in an easterly and northeasterly direction up and around the head of the said Moses Coulee, and from thence in a westerly and southwesterly direction over the most practical and easiest grades to a point at or near the Post Office of Farmer in said Douglas County where the sane connects again with the original and main line, covering in a loop a distance of about 65 miles; and to acquire rights of way and terminal grounds therefor, and construct and maintain all facilities for such road and terminals.

(b) To buy, lease, or otherwise acquire, other railways and rights of way therefor, and to operate the same when so acquired, as a part of its said system or systems.

(c) To construct, or otherwise acquire, railways and rights of way, other than the railways in to and out of the City of Waterville, anywhere in the State of Washington, or elsewhere in any State or Territory of the United States, and to maintain and operate the same when so acquired and constructed as a part of its said system or systems.

(d) To acquire, or construct, and to operate electric light plants in the City of Waterville and in other cities, towns and villages in the said State of Washington.

(e) To construct and operate electric light systems in the State of Washington outside of cities, towns and villages, for the accommodation of farming and suburban communities.

(f) To purchase, acquire by condemnation, or otherwise, and to improve and develop, and to generate power for electrical, manufacturing and other power purposes.

(g) To purchase, acquire by condemnation or otherwise, and to improve, develop, generate and transmit electricity for its own purposes, for power and lighting, and to sell for power and

Light purposes to cities, towns and villages for municipal lighting and other municipal purposes.

(h) To construct or erect in the City of Waterville, and in other cities, towns and villages in the said State and in the faming communities of said State, poles, wires and necessary appliances for transmitting electricity for any of the purposes for which it may lawfully transmit and use the same under these Articles of Incorporation.

(i) To apply for and receive from the said City of Waterville and other said cities, towns and villages in the said State, franchises to use the streets and to occupy the same, and to cross the same so far as may be necessary, proper or convenient for the purposes authorised by these Articles, for the operation of railways and for the accommodation of its poles and wires, and for the purpose of the transmission of electric power, or any of the purposes for which electric power may be used or transmitted under these Articles, and to receive from the said City of Waterville, and other cities, towns and villages in said State, franchises to occupy the streets thereof with poles, wires and other necessary apparatus for furnishing electric light and power for municipal, railway, or other purposes; and said corporation shall have the power to assign such franchise or franchises so obtained, to its successors in interest.

(j) To apply for and receive from the Counties of said State, or from such other body or bodies as have authority in the premises, franchises to occupy the roads and highways with its tracks, and with its poles and wires, and to operate its system of railways, and its system of electric transmission thereon; and said corporation shall have the power to assign such franchise or franchises so obtained, to its successors in interest.

(k) To purchase, lease or otherwise acquire, realty in said State and to build on or otherwise improve said realty, and to sell, mortgage, lease or otherwise dispose of the same.

(l) To purchase, lease, or otherwise acquire personal property in said State and to develop or otherwise improve said property, and to sell, lease, mortgage, or otherwise dispose of same.

(m) To purchase, acquire, own, vote, sell, or otherwise manage or dispose of the stock, in whole or in part, of any corporation organized under the laws of the State of Washington or under the laws of any State or Territory of the United States.

(n) To negotiate and sell bonds in the financial markets of the United States and of the world. To sell said bonds by mortgage or mortgages, trust deed or trust deeds, upon any or all of its property, both real and personal, to a trustee, either private or corporate, and either in the State of Washington or elsewhere.

(o) To purchase, own, operate and maintain coal mines and rock quarries for the exclusive use of this corporation upon and in the operation of its line or lines of railways.

(p) To purchase, acquire by condemnation or otherwise, rights of way for any of the purposes authorized by these Articles of Incorporation.

And, finally, to do any and all things proper, necessary, or convenient, to carry out any of the foregoing purposes.

SIXTH: -
The number of Trustees of this corporation shall be four; and the names of the first Trustees who shall manage the affairs of the corporation until the 2nd day of December, 1907, are
A. L. Rogers Residence Waterville, Washington.
M. B. Howe Residence Waterville, Washington.
I. W. Matthews Residence Waterville, Washington.
A. E. Case Residence Waterville, Washington.

(signature, A L Rogers) (Seal)

(signature, M B Howe) (Seal)

(signature, I W Matthews) (Seal)

(signature, A E Case) (Seal)

STATE OF WASHINGTON)
SS:
County of Douglas)

On this 24th day of June 1907, before me, J. G. Kennedy,
a Notary Public, in and for the State of Washington duly commissioned and sworn, personally appeared, A. L. Rogers, M. B. Howe, I. W. Matthews and A. E. Case,
known to me to be the persons described in and who executed the within and foregoing Articles of Incorporation, and each for himself and not one for the other acknowledged to me that they executed the same freely and voluntarily, for the uses and purposes therein mentioned.

In Witness Thereof, I have hereunto set my hand and affixed my official seal the day and year herein first above written.

(signed) J G Kennedy

Notary public in and for the State
of Washington, residing in Water-
ville, Washington.
My Commission Expires January 25, 1910.

LIST OF OFFICERS
of the
NORTHERN AND SOUTHERN RAILWAY COMPANY.
- -#- -

STATE OF WASHINGTON, )
)SS
County of Douglas.

A. L. Rogers, being duly sworn, on oath, deposes and says: That he is the President of the NORTHERN AND SOUTHERN RAILWAY COMPANY, a corporation, with its principal place of business in the City of Waterville, Douglas County, State of Washington, and was elected such President on the 16th day of July A. D. 1907, to serve until the 2nd day of December A. D. 1907.

That the following is a true and correct list of the officers of the said NORTHERN AND SOUTHERN RAILWAY COMPANY, with their respective titles of office, their names and addresses:

Officers. Names. Addresses.

Trustee A. L. Rogers Waterville, Washington.
Trustee M. B. Howe Waterville, Washington.
Trustee I. W. Matthews Waterville, Washington.
Trustee A. E. Case Waterville, Washington.
President A. L. Rogers Waterville, Washington.
Vice-President M. B. Howe Waterville, Washington.
Secretary-Treasurer A. E. Case Waterville, Washington.
Chief Engineer I. W. Matthews Waterville, Washington.

That all of said officers were elected at the same time and for the same term as the affiant.

(signature A L Rogers)

Subscribed and sworn to before me this 16 day of July A.D. 1907.

(signature J G Kennedy)
Notary Public in and for the
State of Washington, residing
at Waterville.

Attest: (signature) A E Case
Secretary

Hartline Depot

The Northern Pacific depot in Hartline, WA has been gone for a very long time.

The old Sanborn Fire Insurance maps show where it was located in 1922.


It was built around 1890 and was torn down in 1944. Nothing was ever built in its place, as it was between two different sets of railroad tracks.



Today, the open spots sports a Burlington Northern era station sign.