The Seattle Lake Shore and Eastern (Lake Shore)was incorporated in 1885 by Seattle interests other than the NP. The main route was to be Seattle, Snoqualmie Falls, Cle Elum, Ellensburg, Rock Island Rapids and then Spokane. After the usual money difficulties on January 12th, 1887, a contract was made with the Puget Sound Construction Company for the first 40 miles to Squak. The price was $800,000 in bonds and $400,000 in stock. In early February, Seattle granted a right-of-way through the city and work began on February 25th.
The Lake Shore acquired some very valuable waterfront rights in Seattle and on March 25th Kerns Bros. had the contract to clear and grade the first 5 miles from Smith’s Cove. Other contracts were let for the second 5 miles, for piling and trestle work at the Cove and for 5000 tons of rail, 4 locomotives and other equipment. By June the line had been located 75 miles to Snoqualmie Pass.
On September 9th the Seattle Press gave a glowing account of the road and its backers plus the Puget Sound Construction Co. A few miles were in iron at the time and 300 miles were predicted for January 1st, 1889. There was a statement that Seattle was hopeful that the Lake Shore would free it from the NP. The article concluded with the indication that Tacoma was non-plussed by this turn of events. All of this journalistic support could not overcome the problems associated with a change in control, a change in the construction company and money difficulties. It was not until July 16th, 1888, that the first regular train ran from Seattle the 24 miles to Woodinville.
In early December of 1887, the Seattle and Eastern Construction Co. was incorporated to build the road for the Lake Shore. Four New Yorkers, T. Burke, Angus McIntosh, F.M. Jones and W.H. Scott were behind the venture. Their new organization finished the 20 miles from Woodinville to Sallal Prairie in the Cascades and that was as far as the line ever went. They began the connecting work west from Spokane in early 1888. Forty miles were planned to be ready for the fall harvest. Twenty miles of grade were in by July but here again lack of funds only saw 10 miles of track by November. The next few months were more productive and the line was open 45 miles to Wheatdale in mid-March, 1889. Then money problems became acute, the town of Davenport offered to grade the 5 miles to reach there. This was accepted and completed so that in October the eastern section consisted of the 50.05 miles from Spokane to Davenport and that was as far as that line was to go.
The major segment of the Lake Shore was not in the original planning. As the possibility of a Cascade line became remote a line to Canada became more appealing. On March 24th, 1888, the Lake Shore purchased the Seattle and West Coast Ry. That company had 14.4 miles of graded roadbed from Woodinville north to Snohomish. F.H. Whitworth of Seattle started work on this northern branch and by the end of April an easy route was located all the way to the Canadian line. December saw 20 miles in operation on this branch.
Funds needed for the Canadian line would be large so the Lake Shore increased its stock to provide a bonus for bonds to be issued. In April, 1889, it was reported that $2,000,000 would be offered. The surveys had been run from Snohomish to the Skagit River in 1888 but the end-of-track remained 6 miles north of Snohomish for many months. In 1889 the surveys were completed to the Canadian line. Earle & MacLeod were the contractors for much of the work. They put the Lake Shore in and out of receivership in order to collect $87,000 for previous work. When $90,000 in bonds were posted all was well. During the year the first 15 miles south from the line were cleared and also the 15 miles south from the Skagit River. Clearing was very difficult due to the heavy timber. The maximum grade was held to 1.5% and there was much bridging for all the streams and rivers flowed west from the well-watered Cascade Range.
In Spokane during February, 1890, bondholders applied for a receiver and for an injunction to prevent giving the Seattle and Eastern Construction Co. any more securities. There were implications in the papers of the time that the NP was behind this suit. It was transferred to Seattle and denied in early March. In june reports began that the NP had control of the Lake Shore due to its valuable Seattle Harbor franchises. Thomas F. Oakes, a member of the NP board of directors, denied this but stated that the two companies were going to coordinate the construction of a Lake Washington Belt Line and in July the NP had the firm of Henry and Balch of Minneapolis working on the 20 mile section of the belt line east of the lake. The NP had been surveying here the previous February. In July the Oregon & Transcontinental, a holding company organized by Henry Villard in 1881, purchased a majority of the Lake Shore stock for $45 per share, $2,335,000 of the $4,150,000 outstanding. Oakes had to reverse himself stating on the 22nd that $3,000,000 of the stock had been purchased and the road leased for 6% on the bonds and a $300,000 rental. Traffic north of Seattle apparently was heavy enough to cover interest charges. At the time one major reason stated for this action was that James J. Hill of the GN wanted it.
To finish the construction story of this branch we find 500 to 700 men working at tree different sites during 1890. In May track was 30 miles north of Snohomish and on August 1st the San Francisco Bridge Co. completed the Stillaguamish bridge at Arlington, 61 miles from Seattle. This 240 foot drawbridge with its 4000 foot pile trestle approach had held up progress for a long time. Heavy rain and the lack of skilled labor had their part too. The longest uncompleted section was now the 21 miles from Arlington to Sedro including the Skagit River bridge at Sedro. This was a 650 foot combination drawbridge with a 4800 foot pile trestle on the north and a 2305 foot trestle on the south side. In December trains were running between Arlington and Sedro and the grading was finished to the boundary. April 10th, 1891, the road was open Seattle to Sumas which was one half mile south of the Canadian line. During June, 1891, Traffic Manager J.M. Hannaford assumed similar duties for the Lake Shore and on May 1st, 1892, operations were consolidated with those of the NP. On March 31st, 1893, a Lake Shore stockholder started a suit to have the NP lease annulled and a receiver appointed. A receiver, T.R. Brown, was appointed on July 7th, but the NP traffic contract was continued and the NP operations were continued. The Lake Shore came out of the receivership as two companies both operated by the NP.
At the annual meeting on October 20th, 1892 a stockholders committee was organized to investigate the affairs of the NP. In Washington critical note was taken of the relationship with the Lake Shore, the eastern section paralleled the Central Washington and was relatively useless. In the western section only the line from Seattle to the Canadian line was considered worthwhile. The NP had purchased 31,626 ½ shares of 41,500 outstanding at $45 each on May 23rd, 1890 and between July 1st, 1890 and June 30th, 1892 the line was run at a deficit of $584,300. To argue that the Lake Shore was needed to deter the Manitoba (St. Paul, Minneapolis, and Manitoba RR-forerunner of the GN) did not hold for it did not do so. The Lake Shore was purported to have started as a land speculation and then money speculators got the bonds at 80 and the stock as a bonus. The NP purchase included a bond guarantee and this would have been very beneficial to the speculators if all was true.
The Lake Shore had an operation loss as of June 30th, 1893 of $257,701. Before the NP entered its second reorganization of the mid 1890s, the Lake Shore had its lease terminated.
The Lake Shore was leading a separate existence during the NP receivership. Its lease had had been given up shortly before the NP receivership and it had gone the bankruptcy road too. There had been continuing litigation between the NP and the Lake Shore as to who was indebted to whom and the NP was trying to prevent a foreclosure. However, on March 31st, 1896, Judge Hannaford ordered foreclosure sale on May 16th and the bondholders agreed to this on April 10th. The Lake Shore was thus sold to its reorganization committee on May 22nd for $1,000,000 and the sale was confirmed on June 9th although Circuit Court approval was delayed until February, 1897.
The road began anew with the profitable western section as one railroad and the useless eastern section as another although they both had the same officers. On July 11th the old bondholders of the Lake Shore began a general creditor’s suit in Milwaukee to forestall the NP sale as they claimed that the general creditors had been left out of the reorganization. The case was argued on July 21st and denied on the 22nd. Likewise the reorganization committee for the Lake Shore stated on July 24th that there was no NP lien as it came after the first mortgage and the road had been sold under that mortgage and thus the NP lien was against a defunct road. It was several years before these two independent roads came back into the NP fold.
The NP had been behind the long delay between the sale of the Lake Shore in May, 1896, and its final court confirmation in February, 1897. This was because the NP owned $3,162,650 of stock and $1,258,691 of bonds in the company and the sale price was only $1,000,000. After the confirmation of the sale the western section of the Lake Shore, which was the part of value, passed to a company called the Seattle and International on July 10th.
This company had been formed earlier in the summer for just this purpose. During January, 1898, the NP bought $5,558,000 of the bonds of the S&I and displaced the reorganization management. Not only did the NP want to keep this line out of any rival hands, the Canadian Pacific was rumored to be bidding on it, but also one of the Lake Shore reorganization groups was trying to assert a large claim against the old NP RR. This purchase stopped this action. At this time the line consisted of the 125.3 miles from Seattle to Sumas, the 38.6 mile branch into the Cascades from Woodinville to Sallal and valuable terminal properties in Seattle. The GN began using the Seattle train station on March 20th, 1896. The Klondike Gold Rush was providing much business at this time and May 20th the NP traffic department absorbed that of the S&I.
In February, 1900, the NP bought, using the S&I, the western section of the Everett, the western section of the Everett & Monte Cristo, from Snohomish to Everett, 11.5 miles and terminals. The property was leased until the title was cleared. In April, 1900, again using the S&I, surveys began between Arlington, on the Sumas line, and Darrington up the Stillaguamish Valley in the Cascades. This was through very fine timber country. Right-of-way was secured in June and the contract was let in July to Larson & Greenough. The last rail was in by the end of May, 1901. Meanwhile, on March 21st, 1901, the NP purchased the S&I outright and these two newer sections came with it.
The eastern section of the Lake Shore was also acquired on July 10th, 1896 by a new company called the Spokane and Seattle. Its officers were the same as those of the S&I. The 50 mile line from Spokane to Davenport was always operated by the NP. It closely paralleled the Washington Central, successor company to the Central Washington. This latter company had been sold at Spokane January 19th, 1898, and bid in by the bondholders for $100,000. The NP acquired all of the capital stock and leased it in March.
In March a year later the NP purchased the Medical Lake-Davenport section of the S&S, and in October, 1900, the Spokane-Medical Lake section. Along with the purchase went the abandonment of the 29 miles from Spokane to Ditmar which was the section paralleling the Washington Central.
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!
Sunday, June 1, 2008
Building of the CW branch
The NP built a branch to compete with the eastern section of the Seattle Lake Shore and Eastern.. It was called the Central Washington. NP records indicate that between December 6th, 1887, and February 25th, 1888, surveys were made and a line located diverging from the main line at Cheney and extending westward through portions of Spokane, Lincoln, and Douglas counties across the middle crossing of the Grand Coulee, a distance of 115 miles. It was a very good line, under 1% grade, with light work except for some areas where the rock came to the surface. The area was rich and fertile second only to the Palouse.
To forestall the Lake Shore line, the NP put G.W. Hunt to work here grading five miles through Grand Coulee in early summer 1888. This action along with the other Lake Shore problems was sufficient to allow later Central Washington construction.
Aside from the Grand Coulee work Wilson & Glenn, the contractors, did little in 1888. During 1889 the road was completed the 46 miles to Almira and a contract for the additional 15 miles to Grand Coulee was let. By May 30th, 1890, grade and bridges were completed for the entire branch and by July 1st the track was in.
When the NP acquired control of the Lake Shore in 1890 it had two branches into the Big Bend country and both could not be supported especially as the Great Northern was to be entering the region shortly. Despite this fact the eastern section of the Lake Shore was not abandoned until well after the turn of the century.
The annual meeting on October 16th 1890 it was announced that the Central Washington entered the Big Bend country of Washington and would be extended to the Okanogan mining area later.
In August, 1902, the NP decided to extend the Washington Central to connect with the GN main line west and thus possibly give another quicker line to Puget Sound. In May of 1903 Larson & Foley of Spokane started track laying from Coulee Jct. and the 21 miles to Adrian on the GN were ready September 11th.
Five years passed and in July, 1908, a line from Adrian to Connell, on the NP main line north of Pasco, was considered as a joint venture by the NP-SP&S-GN. There was no action so in June, 1909, the NP incorporated the Connell Northern and by November 1st, 1910 the 73.5 mile line Connell to Adco had completed the big loop through the Big Bend of the Columbia. This was to be a very valuable feeder to the NP in later years after the completion of Grand Coulee Dam and the Columbia Basin Project.
To forestall the Lake Shore line, the NP put G.W. Hunt to work here grading five miles through Grand Coulee in early summer 1888. This action along with the other Lake Shore problems was sufficient to allow later Central Washington construction.
Aside from the Grand Coulee work Wilson & Glenn, the contractors, did little in 1888. During 1889 the road was completed the 46 miles to Almira and a contract for the additional 15 miles to Grand Coulee was let. By May 30th, 1890, grade and bridges were completed for the entire branch and by July 1st the track was in.
When the NP acquired control of the Lake Shore in 1890 it had two branches into the Big Bend country and both could not be supported especially as the Great Northern was to be entering the region shortly. Despite this fact the eastern section of the Lake Shore was not abandoned until well after the turn of the century.
The annual meeting on October 16th 1890 it was announced that the Central Washington entered the Big Bend country of Washington and would be extended to the Okanogan mining area later.
In August, 1902, the NP decided to extend the Washington Central to connect with the GN main line west and thus possibly give another quicker line to Puget Sound. In May of 1903 Larson & Foley of Spokane started track laying from Coulee Jct. and the 21 miles to Adrian on the GN were ready September 11th.
Five years passed and in July, 1908, a line from Adrian to Connell, on the NP main line north of Pasco, was considered as a joint venture by the NP-SP&S-GN. There was no action so in June, 1909, the NP incorporated the Connell Northern and by November 1st, 1910 the 73.5 mile line Connell to Adco had completed the big loop through the Big Bend of the Columbia. This was to be a very valuable feeder to the NP in later years after the completion of Grand Coulee Dam and the Columbia Basin Project.
The GN/SLSE connection in Spokane
The Great Northern arrived in Spokane mid-year of 1892. The
right-of-way granted to the GN required six bridges across the
Spokane River-three large ones and three smaller ones. In order to
expedite construction they set up trackage rights with two existing
railroads in Spokane.
The first mile on the east side of town was over the Oregon
Railway and Navigation line. This took them to a Union Depot jointly
operated by the OR&N,the Seattle Lake Shore and Eastern, and the Spokane Falls & Northern. The current location would be the northeast corner of Washington Street
and North River Drive.
The remaining approx. four miles west of the Union Depot
belonged to the SLSE. This enabled the GN to rejoin their own
right-of-way just to the north of the military post Fort George
Wright. A large timber bridge on the Lake Shore crossed the Spokane
River about two miles west of the Union Depot.
The GN made use of these arrangements until their own line via
Havermale Island and what would become Fort Wright Station was
completed in June of 1901. The passenger depot on Havermale Island
(from which the clocktower still stands) was not completed until June
of 1902.
The GN generated some business on the old Lake Shore trackage.
Both they and the OR&N maintained industry tracks just to the
west of the Maple St. area. After 1922 the GN set up an agreement
with the OR&N (Union Pacific) to do all the switching on the
north river bank and deliver all GN business to a small transfer
yard near Gonzaga University.
right-of-way granted to the GN required six bridges across the
Spokane River-three large ones and three smaller ones. In order to
expedite construction they set up trackage rights with two existing
railroads in Spokane.
The first mile on the east side of town was over the Oregon
Railway and Navigation line. This took them to a Union Depot jointly
operated by the OR&N,the Seattle Lake Shore and Eastern, and the Spokane Falls & Northern. The current location would be the northeast corner of Washington Street
and North River Drive.
The remaining approx. four miles west of the Union Depot
belonged to the SLSE. This enabled the GN to rejoin their own
right-of-way just to the north of the military post Fort George
Wright. A large timber bridge on the Lake Shore crossed the Spokane
River about two miles west of the Union Depot.
The GN made use of these arrangements until their own line via
Havermale Island and what would become Fort Wright Station was
completed in June of 1901. The passenger depot on Havermale Island
(from which the clocktower still stands) was not completed until June
of 1902.
The GN generated some business on the old Lake Shore trackage.
Both they and the OR&N maintained industry tracks just to the
west of the Maple St. area. After 1922 the GN set up an agreement
with the OR&N (Union Pacific) to do all the switching on the
north river bank and deliver all GN business to a small transfer
yard near Gonzaga University.
Waterville Railroad Locomotive
This engine formerly belonged to the Great Northern. Now is lettered for the 5 mile long Waterville Railroad.
US Construction Railroad Piles Up Tonnage
From the "Spokane Chronicle."
May 14, 1936
One yardstick to apply to the progress being made on the Grand Coulee dam is the tonnage handled by the little railroad, built for the purpose, to move materials and equipment from Odair, near Coulee City, up the Grand coulee and down the hill to the damsite. The story is told with facts and figures in a recent issue of the MWAK Columbian, house organ of the general contractors. It is as follows:
An oil-burning shay that backs down a 5 per cent grade has a great part in moving and re-moving the 162,000,000 net pounds that had come in by rail by April 1. This means a gross tonnage of 290,000,000 pounds for 2087 cars used.
A locomotive makes daily trips from the main line at Odair, 31 miles away, to Electric City. the low-geared shay continues the additional five mile to the government warehouse by swinging wide about curves and long the cutbacks of high abutments.
From the cement silos to the warehouse yards is two-miles-about 4000 feet as the crow might fly. Up and down this grade, the shay creeps along at the rate of from eight to 10 miles per hour. This gear-driven engine is used in place of a road locomotive because the steep grade requires it.
Since first use of the shay, July 23, 1935, the month of March has taken over a lion’s share in monthly railroad work as 23,641 net tons, or 48,316 gross tons, came into Electric City on 530 cars and 561 empties were returned. The tonnage for March is four times the 550-ton average for each month of railroad operations in 1935. January and February are next high in order with 16,077 and 14,380 tons. More than tow-thirds of the weight by rail has been brought in during the three months of 1936.
The explanation lies in the present increased cement shipments of 25 cars daily, with 72,000 pounds per car net; the 3,000,000 feet of timbering arriving during the last two months and the 187 carloads of steel for the concrete-carrying trestles.
The 2087 carloads brought in meant 962 cars of bulk cement for the cement silos, and 1125 of miscellaneous, such as timber, steel and explosives. Cement itself, both bulk and sack has reached 70,000,000 since the beginning of work here.
The 120,000 net tons that have passed over the railroads represent 55 per cent of all tonnage checked by the company warehouse. And yet of more than 21 months of receiving material, the railroad has been in operation but eight.
The railroad system was constructed by David H. Ryan. It is operated by the MWAK company. Governor Clarence D. Martin piloted the first official train over the line last July 29.
May 14, 1936
One yardstick to apply to the progress being made on the Grand Coulee dam is the tonnage handled by the little railroad, built for the purpose, to move materials and equipment from Odair, near Coulee City, up the Grand coulee and down the hill to the damsite. The story is told with facts and figures in a recent issue of the MWAK Columbian, house organ of the general contractors. It is as follows:
An oil-burning shay that backs down a 5 per cent grade has a great part in moving and re-moving the 162,000,000 net pounds that had come in by rail by April 1. This means a gross tonnage of 290,000,000 pounds for 2087 cars used.
A locomotive makes daily trips from the main line at Odair, 31 miles away, to Electric City. the low-geared shay continues the additional five mile to the government warehouse by swinging wide about curves and long the cutbacks of high abutments.
From the cement silos to the warehouse yards is two-miles-about 4000 feet as the crow might fly. Up and down this grade, the shay creeps along at the rate of from eight to 10 miles per hour. This gear-driven engine is used in place of a road locomotive because the steep grade requires it.
Since first use of the shay, July 23, 1935, the month of March has taken over a lion’s share in monthly railroad work as 23,641 net tons, or 48,316 gross tons, came into Electric City on 530 cars and 561 empties were returned. The tonnage for March is four times the 550-ton average for each month of railroad operations in 1935. January and February are next high in order with 16,077 and 14,380 tons. More than tow-thirds of the weight by rail has been brought in during the three months of 1936.
The explanation lies in the present increased cement shipments of 25 cars daily, with 72,000 pounds per car net; the 3,000,000 feet of timbering arriving during the last two months and the 187 carloads of steel for the concrete-carrying trestles.
The 2087 carloads brought in meant 962 cars of bulk cement for the cement silos, and 1125 of miscellaneous, such as timber, steel and explosives. Cement itself, both bulk and sack has reached 70,000,000 since the beginning of work here.
The 120,000 net tons that have passed over the railroads represent 55 per cent of all tonnage checked by the company warehouse. And yet of more than 21 months of receiving material, the railroad has been in operation but eight.
The railroad system was constructed by David H. Ryan. It is operated by the MWAK company. Governor Clarence D. Martin piloted the first official train over the line last July 29.
Saturday, May 31, 2008
US Construction Railroad Birth Timeline
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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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.”
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