N.P. COMPLETES SURVEY TO DAM
Route of Railway to Grand Coulee Is Direct and of Ideal Grade
DILL TO BRING DATA
Report Reclamation Bureau to Handle $1,000,000 for This Winter’s Work
Sept. 21, 1933
J.T. Derrig, assistant to the chief engineer of the Northern Pacific railway, will leave today for St. Paul, after having completed his report on a survey of a proposed Northern Pacific branch from Coulee City to the Grand Coulee dam site on the Columbia River.
Follow Direct Line
He said the surveyed line is direct and ideal as to grade. It goes from Coulee almost as the crow flies to Grand coulee and follows the coulee to the banks of the Columbia.
The survey is complete, he said, except for minor adjustments.
The new branch will connect with two Northern Pacific branches at Coulee, one from Spokane, the other from Connell.
Mr. Derrig said, “While I realize there are some problems to be surmounted before major work starts on the dam, the Northern Pacific is making an effort to have its survey in shape to meet government requirements.
---------------
LET N.P. BUILD NEW DAM ROAD
Interstate Commerce Sanctions Coulee Project-Must Agree on Tonnage
LOOK FOR QUICK WORK
Expect Methods Used on Boulder Project to Be Followed
Feb. 20, 1934
The interstate commerce commission yesterday authorized the Northern Pacific railway to construct a line to the site of the Grand Coulee dam from its branch near Coulee City. the road is now in a position to start building the line as soon as an agreement can be reached with the United States reclamation bureau on the share of freight incidental to the construction of the dam that will be sent over the rails.
Bureau Ready to O.K. Contract
“I think the bureau is ready to enter into a contract with the railroad for the heavy freight to the dam,” said James O’Sullivan, secretary of the Columbia Basin commission yesterday.
“Such a contract was made with the railroads before work on the Boulder dam was begun, and undoubtedly the same will be done here.”
Charles Donnelly, president of the Northern Pacific, after inspecting the route to be followed by the railroad last November told the Spokesman-Review that the line would be built if his company could be assured the bulk of the business incidental to the construction of the dam.
This can be controlled by the reclamation bureau because the materials to go into the permanent structure of the dam will be purchased by the government. The contractors will be required to furnish their own equipment and everything that will be taken away after the dam is completed. The government will probably purchase the form lumber.
Rate Reduction Is Factor
“A point being considered by the railroads is the enforcing of the government’s right to a 50 per cent reduction in the freight rate over the Northern Pacific line,” said Mr. O’Sullivan.
“When the original land grants were made to the railroad, the government stipulated that all its shipment should be carried at a reduction of 50 per cent in the freight rate. This will mean a reduction in the revenue on the Grand Coulee line from $6,000,000 to $4,500,00, the Northern Pacific estimates. The cost of building the line will be approximately $750,000.
---------------------
Refuse NP Monopoly on Coulee Dam Freight
Feb. 21, 1934
An estimated net income of $4,160,000 to the Northern Pacific railroad over a four-year period was predicted today in the interstate commerce order granting the railroad permission to build a branch from Coulee City, Wash., to the site of the Grand Coulee Dam on the Columbia river.
The estimate was based on the supposition that the railroad would handle all of the freight for the dam, although the commission refused to order a monopoly in giving its permission.
The commission’s order said it would cost $759,000 to build the 28 1/2 miles of line, which must be started by May 1 and be completed not later than November 1, this year.
Senator Clarence C. Dill said the commission refused to recognize conditions the railroad had interposed in its application that it wouldn’t be required to build the line unless assured the dam was to be built; that it wouldn’t be required to build unless it was given all of the hauling of dam supplies and that it be permitted to abandon the line after the dam is completed.
The senator said the first condition was disregarded because the commission ruled there was no question but that the dam was in early stages of construction, excavations being made at the site.
The second condition, he said, was not granted, the commission taking the stand that it was up to the railroad to obtain the business as best it could, and the third was not acted upon because the commission ruled and application to abandon should be made after the dam is completed.
Dill said the commission was acquainted with the plans for ultimate building of the Grand Coulee to a height of approximately 375 feet and that its action was influenced by the possibility of need for the railroad within the comparatively near future for that purpose.
----------------
TWELVE FIRMS BID HERE ON DAM RAILWAY
no date
Last-minute discovery that the 12 bids for the Coulee City-damsite railroad had been prepared on erroneous estimates necessitated postponement of the openings, scheduled for Thursday morning, until 3 o’clock in the afternoon in the Civic building auditorium.
Findings by the Northern Pacific railway engineering staff shoed that the rock tonnage estimates along the 30-mile right-of-way were far too high.
Frank A. Banks, construction engineer, in deferring the meeting until the afternoon, announced that the bids would be compared on a rescaled basis.
Outside Firms are Competing
The 12 construction firms competing for the award are: Guthrie & McDougal, Portland; Winston Bros. Co., Seattle; Sharpe & Fellows, Los Angeles; Foley & Lawler, Butte; Morris & Kundson, Spokane; Caluccio & Co., Seattle; Clifton & Applegate, Spokane; Myers & Goulter, Seattle; David H. Ryan & Co., Almira; L Romano Engineering Co., Seattle; Crick & Kuney, Spokane, and P. C. Crooks & Co., Portland.
-----------------
Ryan Is Ready to Start Rail Project
no date
The David H. Ryan company buildings at the Grand Coulee dam site are being moved to the city of Coulee, preparatory to starting work on the railroad, according to James O’Sullivan, secretary of the Columbia Basin commission.
Ryan, who was awarded the railroad contract, is expected to start operations Monday. Wooden ties arrived this week.
------------------
COULEE-TO-SITE SPUR IS URGED
Dill Feels Railroad Would Save $3,000,000 in Hauling Costs
March 8, 1934
Possibility of saving between $1,000,000 and $3,000,000 by construction and use of a branch railroad line by the government from Coulee City, Wash., to the Grand Coulee dam site on the Columbia river was seen here today by Senator Dill.
The senator said that although he had no definite figures on the possible savings, the line would be used to carry all government freight, including cement, steel, machinery and other supplies at cost, permitting a “tremendous saving on those items alone.”
“No order has been prepared or issued for government construction of the 28-mile line,” Dill said, “but Commissioner Mead of the reclamation bureau has conferred with Assistant Secretary Walters of the interior department on the matter.”
“There was some discussion of the contractor for the dam building the line, but it appears now that it will be a government project,” he added. It was feared the contractor might be delayed in obtaining financing of the road.
The line will be of no use for the transportation of gravel and sand, the senator said, as that material probably will be obtained about five mile up the river from the dam site.
Dill predicted a definite decision on the railroad problem would be made within a short time.
------------------
BALLASTING CREW COMPLETING WORK
March 22, 1934
The ballast crew on the new railroad from Coulee City to the dam probably will have its work finished in a few days. The crew is now working beyond the town of Osborn, some 25 miles north of Coulee.
------------------
LAST MILE OF RYAN ROAD IS NEARING COMPLETION
March 27, 1934
The last mile of steel of the U.S. Construction railway, from Coulee City to the dam site, is being given finishing touches this week by Contractor David H. Ryan. If the present progress continues, the route may be completed by the end of the week.
The entire railroad to the Osborne canyon, and the first unit of the MWAK connecting link, may be finished by the latter part of June. Tracks remain to be laid from the old Crick & Kuney operations to the Osborne canyon, and from there through the tunnel, now being bored, and across the river and along the east shore.
Heavy concrete equipment, east shore sheet piling and cement will be shipped in over the completed line.
It is expected that the MWAK railroad bridge, which will serve as a highway crossing, will be opened to traffic by the middle of next week.
---------------------
A NEW RAILHEAD
April 19, 1934
Borrowing an army phrase, Odair, four miles east of Coulee City, will become the railhead of the Grand Coulee project. At Odair, the new 30-mile railroad through the coulee to the dam site will connect with the Washington Central. Thousands of tons of materials and machinery will be handled through this junction. The whistle of locomotives will be heard in the Grand coulee for the first time in history.
--------------------
NO PASSENGER TRAIN TO DAM
Dec. 20, 1934
There will be no passenger trains running from Coulee City or Odair to the dam site, Colonel M. J. Whitson, vice president of the MWAK, said yesterday.
Reports to the contrary, that workmen and others would be transported back and forth via railway, have been hear here for the past few weeks.
As the railroad, technically known as the United States Construction railway, is under supervision of the United States government, with the MWAK only operating the trains over it for the hauling of supplies, there is no possibility of the company going into the transportation business, Colonel Whitson said.
---------------
RAILWAY ENGINES TO ENTER MASON CITY BY JUNE 30
April 22, 1935
The relocation of the railroad in the well-known slide area will be completed by David H. Ryan in about three weeks, progress indicated yesterday. The big job of removing some 375,000 cubic yards of earth and lasting loose some 11,000 cubic yards of rock is progressing rapidly.
The United States construction railway line from Coulee city to the dam site, about 30 miles long, will be completed this week as far as the Ryan office.
Lay Steel to Dam
Ryan will start work soon laying steel from the ed of the line near his office to a pint where the railway and highway grade is being widened by the MWAK, just a few yards upstream from the axis of the dam. He will also lay steel at the other end from the point where the MWAK is drilling a tunnel through the granite to and past the slide area.
As soon as this work is completed, the small link remaining will be built to connect both ends of the line. Work in the tunnel should be completed in a month’s time, and as soon as this is finished, steel will be laid to the bridge and across on the east shore.
It is expected that the first locomotive will steam along the line within two month’s time.
-----------------
Rail Tunnel at Dam Is Almost Complete
May 13, 1935
With about 30 feet to go, the railway tunnel, back of Administration city, is almost complete. Work on the tunnel began last fall. The last part has been drilled through but must be enlarged.
--------------
COULEE TRAIN TO ROLL OUT FOR JUBILEE
July 27, 1935
With Governor Clarence D. Martin at the throttle, a special train will roar over the rails to Coulee City Monday, the event marking the grand opening of the new railroad line between those two cities. The celebration will be a gala affair, with Governor Martin, attired in trainmen’s overalls, officiating at the christening of the new line.
This site features daily historical railroad posts from the Big Bend/Columbia Plateau region of Washington state. As a personal site, this is my online filing cabinet of interesting things I've come across about railroading in the area. Thanks for stopping by!
Saturday, May 31, 2008
Disposition of the Coulee City Depot
From the "News & Standard," Coulee City, WA
Oct. 14, 1979
There were 199 members and guests who signed the guest book at the Senior Center Open House Sunday, Oct 14, 1979. The building was built in 1890 and was used by the Burlington Northern Railway as a depot and freight station until 1976. The Coulee City Federated Women’s Club became aware of plans to dismantle the building and asked the railroad for permission to use it as a Senior or Community Center. It was given to the Women’s Club, who in turn gave it to the Coulee City Senior citizens provided it be moved to another site. Former resident Tom Price graciously donated land so the depot could be permanently positioned. A total of $2,500 was donated by the Coulee City Women’s Club for the move and renovation. Many others helped in various ways.
Oct. 14, 1979
There were 199 members and guests who signed the guest book at the Senior Center Open House Sunday, Oct 14, 1979. The building was built in 1890 and was used by the Burlington Northern Railway as a depot and freight station until 1976. The Coulee City Federated Women’s Club became aware of plans to dismantle the building and asked the railroad for permission to use it as a Senior or Community Center. It was given to the Women’s Club, who in turn gave it to the Coulee City Senior citizens provided it be moved to another site. Former resident Tom Price graciously donated land so the depot could be permanently positioned. A total of $2,500 was donated by the Coulee City Women’s Club for the move and renovation. Many others helped in various ways.
1954 Last Passenger Train to Coulee City
From the "News & Standard." Coulee City, WA
March 5, 1954
Northern Pacific train No. 315 made its last run into Coulee City Saturday with about 30 passengers aboard. The train had been carrying mail, passengers and express from Spokane for 65 years. The mail service is now being handled by Northern Pacific truck and arrives in Coulee City about noon. The return trip will be about 4 p.m. The same truck will pick up cream shipments at the depot and express destined to points within the state. No arrangements have as yet been make for interstate express shipments. The truck driver will carry an open pouch so there will be direct mail service between the towns on the run.
March 5, 1954
Northern Pacific train No. 315 made its last run into Coulee City Saturday with about 30 passengers aboard. The train had been carrying mail, passengers and express from Spokane for 65 years. The mail service is now being handled by Northern Pacific truck and arrives in Coulee City about noon. The return trip will be about 4 p.m. The same truck will pick up cream shipments at the depot and express destined to points within the state. No arrangements have as yet been make for interstate express shipments. The truck driver will carry an open pouch so there will be direct mail service between the towns on the run.
High Cost, Low Value. Thats your Seattle Lake Shore and Eastern!
From “The New York Times”
Feb. 19, 1893
Part of the report of the Special Investigating Committee appointed by the stockholders of the Northern Pacific Railroad as to the condition of the NP.
Regarding the Seattle, Lake Shore and Eastern Railroad:
“The acquisition of this property for the price paid and under the conditions existing at the time seems to have been an act of stupendous and incredible folly. It was as evident in 1890 as now that the Eastern Division of fifty miles must be useless to the Northern Pacific, as it practically paralleled one of its own lines, duplicated terminal facilities at Spokane which it did not need, which were inferior to those it already possessed, and which it now rents to a rival road at an unremunerative rate. If it was supposed that strategical advantages would be gained, that supposition has proved to be contrary to fact, as the Great Northern has carried out its plans of reaching Spokane and Seattle undeterred by this action of the Northern Pacific. The Seattle, Lake Shore and Eastern was started a half dozen years ago as an adjunct to a land speculation. The construction company which was building it became embarrassed and went into the control of a syndicate of wealthy money lenders, who took the bonds of the road at 80 per cent, with a bonus of 50 per cent of stock which cost them nothing. Operated by itself, there was no chance, as the result shows, that the road could earn the interest on its bonds for years to come, and its stock was intrinsically worthless. Nevertheless, the Northern Pacific Company paid $45 a share for this stock, and guaranteed the interest of the bonds and their payments at par. The only part of the Seattle, Lake Shore and Eastern which promises to have and productive vaine for some time to come is that running north from Seattle to Sumas City, 125 miles, which the committee is advised could have been built for but little more than the stock had cost the company up to the present time. The line to Salal Prairie, thirty-eight miles, had very heavy grades, is most expensive to maintain, involves large operating expenses, and thus far has but little business. In brief, the Northern Pacific assumed directly and indirectly a burden of about $7,500,000, when it could have acquired substantially the same advantages by spending less than $2,500,000. With such financiering it is not strange that its own preferred stock sells for the same price that it pays for a bankrupt concern.”
Feb. 19, 1893
Part of the report of the Special Investigating Committee appointed by the stockholders of the Northern Pacific Railroad as to the condition of the NP.
Regarding the Seattle, Lake Shore and Eastern Railroad:
“The acquisition of this property for the price paid and under the conditions existing at the time seems to have been an act of stupendous and incredible folly. It was as evident in 1890 as now that the Eastern Division of fifty miles must be useless to the Northern Pacific, as it practically paralleled one of its own lines, duplicated terminal facilities at Spokane which it did not need, which were inferior to those it already possessed, and which it now rents to a rival road at an unremunerative rate. If it was supposed that strategical advantages would be gained, that supposition has proved to be contrary to fact, as the Great Northern has carried out its plans of reaching Spokane and Seattle undeterred by this action of the Northern Pacific. The Seattle, Lake Shore and Eastern was started a half dozen years ago as an adjunct to a land speculation. The construction company which was building it became embarrassed and went into the control of a syndicate of wealthy money lenders, who took the bonds of the road at 80 per cent, with a bonus of 50 per cent of stock which cost them nothing. Operated by itself, there was no chance, as the result shows, that the road could earn the interest on its bonds for years to come, and its stock was intrinsically worthless. Nevertheless, the Northern Pacific Company paid $45 a share for this stock, and guaranteed the interest of the bonds and their payments at par. The only part of the Seattle, Lake Shore and Eastern which promises to have and productive vaine for some time to come is that running north from Seattle to Sumas City, 125 miles, which the committee is advised could have been built for but little more than the stock had cost the company up to the present time. The line to Salal Prairie, thirty-eight miles, had very heavy grades, is most expensive to maintain, involves large operating expenses, and thus far has but little business. In brief, the Northern Pacific assumed directly and indirectly a burden of about $7,500,000, when it could have acquired substantially the same advantages by spending less than $2,500,000. With such financiering it is not strange that its own preferred stock sells for the same price that it pays for a bankrupt concern.”
Sunday, May 25, 2008
1889 Proposed Seattle Lake Shore and Eastern line through the Big Bend
This map appeared in the 1889 book, "A Report on Washington Territory," by W. H. Ruffner and published by the Seattle Lake Shore and Eastern. As part of the book, a large map showing the proposed line across the state of Washington was included.
As this part of the map shows, the line was to go through Waterville and past the head of Moses Coulee over towards the Grand Coulee to cross between the upper and lower Grand Coulee where the map is marked "Fresh Water Lakes." This spot became Coulee City a year later.
Other points of interest are Steamboat Rock, the towns of Douglas, Grand Coulee, Hazeltine, and on the far left the words "Island Rapids" which on another panel has the word "Rock" before Island Rapids.
This other panels of the map show the line continuing west through Wenatchee to a point over Cadys Pass (north of Stevens Pass) to a point near Everett, connecting with the Lake Shore line to Canada.
As proof for the line to Wenatchee, here is the next panel:
And the connection to Everett:
From the first panel shown, the proposed line east to Davenport:
And finally, the panel showing the as built line to Spokane:
Another more general map had this view:
As this part of the map shows, the line was to go through Waterville and past the head of Moses Coulee over towards the Grand Coulee to cross between the upper and lower Grand Coulee where the map is marked "Fresh Water Lakes." This spot became Coulee City a year later.
Other points of interest are Steamboat Rock, the towns of Douglas, Grand Coulee, Hazeltine, and on the far left the words "Island Rapids" which on another panel has the word "Rock" before Island Rapids.
This other panels of the map show the line continuing west through Wenatchee to a point over Cadys Pass (north of Stevens Pass) to a point near Everett, connecting with the Lake Shore line to Canada.
As proof for the line to Wenatchee, here is the next panel:
And the connection to Everett:
From the first panel shown, the proposed line east to Davenport:
And finally, the panel showing the as built line to Spokane:
Another more general map had this view:
Sunday, May 18, 2008
Coulee City in on a National Ad Campaign
While looking through some old newspapers, I came across this ad. It was probably place by the NP agent at Coulee City, after his local information was affixed to it.
This ad ran October 19, 1950:
This ad ran June 10, 1947:
This ad ran October 19, 1950:
This ad ran June 10, 1947:
Thursday, May 15, 2008
Goodbye US Construction Railroad
From "The Star," Grand Coulee, WA
August 10, 1950
Bureau Asks Bids On R.R. Removal
Bids will be opened August 31 at 11 a.m. for the removal of 30.7 miles of track belonging to the government railroad between Odair and Grand Coulee Dam.
The “sagebrush special” or “gopher chaser,” as it was sometimes called, connected with the Washington Central branch of the Northern Pacific Railroad at Odair, near Coulee City. Its construction was essential in delivering millions of tons of material used in the construction of Grand Coulee Dam.
The railroad hauled more than twelve million barrels of cement, approximately 46,500 carloads for the construction of the dam; 77 million pounds of reinforcing steel, and ten million pounds of steel for the 18 foot penstocks, with feed the giant generators of the dam.
At the peak of construction in the late thirties, two trainloads a day ran the 30-mile route. The biggest train was 67 cars. None of the original rolling stock is still on the line.
The railroad was run from July 19, 1935, until November 16, 1942, by contractors building the Grand Coulee Dam, first MWAK and later CBI. Since then, the government has been running the road.
Although no original rolling stock is left, at least two crewmen who have been here from the first still are employed. Floyd Craig, conductor, has worked here since the first spike was driven. Haskell Finch, engineer, has been here from the start of hauling.
Fred A. Warren, superintendent for the government since 1944, announce plans for his retirement upon completion of the removal. Warren has been with the road since the government took over from the contractors. He was in charge of maintenance of right-of-way from 1942-1944. He succeeded Albert S. “Tiny” Hunter, a long-time veteran, as superintendent when Hunter entered the armed forces.
Another veteran engineer, L.B. Denny, who was here from the beginning, passed away in recent years. Denny got his start on the government’s Alaska railroad.
There has been only one serious mishap in fifteen hears, and that was not from a train running into a car, but from a truck load of lumber running into a train at the Basin City crossing. No one was injured, but two railroad cars were burned.
Don Adkins, Inc., of Ellensburg is now building a trans-shipment building at Odair to transfer freight from rail to truck at that point, to handle future freight needs at the dam. A 100-ton low bed trailer is on order and is expected to arrive this month. It will haul freight along the relocate highway through the coulee.
August 10, 1950
Bureau Asks Bids On R.R. Removal
Bids will be opened August 31 at 11 a.m. for the removal of 30.7 miles of track belonging to the government railroad between Odair and Grand Coulee Dam.
The “sagebrush special” or “gopher chaser,” as it was sometimes called, connected with the Washington Central branch of the Northern Pacific Railroad at Odair, near Coulee City. Its construction was essential in delivering millions of tons of material used in the construction of Grand Coulee Dam.
The railroad hauled more than twelve million barrels of cement, approximately 46,500 carloads for the construction of the dam; 77 million pounds of reinforcing steel, and ten million pounds of steel for the 18 foot penstocks, with feed the giant generators of the dam.
At the peak of construction in the late thirties, two trainloads a day ran the 30-mile route. The biggest train was 67 cars. None of the original rolling stock is still on the line.
The railroad was run from July 19, 1935, until November 16, 1942, by contractors building the Grand Coulee Dam, first MWAK and later CBI. Since then, the government has been running the road.
Although no original rolling stock is left, at least two crewmen who have been here from the first still are employed. Floyd Craig, conductor, has worked here since the first spike was driven. Haskell Finch, engineer, has been here from the start of hauling.
Fred A. Warren, superintendent for the government since 1944, announce plans for his retirement upon completion of the removal. Warren has been with the road since the government took over from the contractors. He was in charge of maintenance of right-of-way from 1942-1944. He succeeded Albert S. “Tiny” Hunter, a long-time veteran, as superintendent when Hunter entered the armed forces.
Another veteran engineer, L.B. Denny, who was here from the beginning, passed away in recent years. Denny got his start on the government’s Alaska railroad.
There has been only one serious mishap in fifteen hears, and that was not from a train running into a car, but from a truck load of lumber running into a train at the Basin City crossing. No one was injured, but two railroad cars were burned.
Don Adkins, Inc., of Ellensburg is now building a trans-shipment building at Odair to transfer freight from rail to truck at that point, to handle future freight needs at the dam. A 100-ton low bed trailer is on order and is expected to arrive this month. It will haul freight along the relocate highway through the coulee.
That Big White Building at Odair
From "The Star," Grand Coulee, WA
June 29, 1950
A necessary preliminary to the removal of the 30 mile construction railroad which delivered most of the materials for Grand Coulee Dam was accomplished when the Bureau of Reclamation opened bids for a trans-shipment building at Odair.
The building will be used to transfer equipment still needed for construction at the dam from rail to motor truck facilities once the railroad is removed.
The contract calls for a building, a 75-ton bridge type crane, roadway paving and work on rail facilities at the site of the building. The contract calls for completion of the work within 90 calendar days after receipt of the notice to proceed.
Bids will be called later for the railroad itself.
June 29, 1950
A necessary preliminary to the removal of the 30 mile construction railroad which delivered most of the materials for Grand Coulee Dam was accomplished when the Bureau of Reclamation opened bids for a trans-shipment building at Odair.
The building will be used to transfer equipment still needed for construction at the dam from rail to motor truck facilities once the railroad is removed.
The contract calls for a building, a 75-ton bridge type crane, roadway paving and work on rail facilities at the site of the building. The contract calls for completion of the work within 90 calendar days after receipt of the notice to proceed.
Bids will be called later for the railroad itself.
Subscribe to:
Posts (Atom)