The Tell Tale, January, 1950
p. 4
Trains Again Roll Through Mullan Tunnel
On December 6th trains again started rolling through the Mullan Tunnel after nine long months.
[Employees] on the Yellowstone and Rocky Mountain [d]ivision[s] are please to have the operation again back to normal.
If You Waste One Typewriter Ribbon
It is equivalent to 15 tons of average freight hauled one mile.
pp. 4-5
Northern Pacific Motive Power - No. 2 Of A Series
Class C-13 (870-898)
By R. V. Nixon
Truly a Northern Pacific pioneers, locomotive No. 220 was built by the Portland Locomotive Works in 1883, one of 28 [S]tandards classified as C-13. Some fifteen years later the number was changed to 896.
It is interesting to speculate as to the appearance of the engine during its last days of service. No doubt it has been converted to a coal-burner with an extended front end, and equipped with a straight stack, automatic couplers, electric headlight and a standard pilot. Possibly some reader might supply us with a print of a C-13 after the changes had been made, or some other old timer of pre-1905 vintage.
This rare photograph, made at Missoula in 1884, is from the collection of E. H. Carlson, Master Mechanic of the Rocky Mountain Division at Missoula. Ed is an accomplished photographer and has a very interesting display of railroad pictures in his office.
p. 6
Northern Pacific Declares Dividend
The Northern Pacific will build 500 all-steel 50-ton box cars and 50 cupola-type steel cabooses at an estimated cost of slightly in excess of $3,000,000, President C. E. Denney announced recently, following authorization by the board of directors at a meeting in Chicago. The equipment will be built at the [c]ompany’s Brainerd, Minnesota, shops.
The board elected Donald Royce, president of the William R. Staats Company, Los Angeles, a director to succeed Henry B. Spencer, Washington, D.C., who has been a member since 1921. Mr. Denney also announced that the directors approved:
Moving headquarters of R[obert] S. Macfarlane, executive vice-president, from Seattle to St. Paul, effective January 1.
Line change on the Yellowstone Division from Beaver Hill to Hodges, Mont.; on the Idaho Division west of Spokane, and near Custer, Mont., to eliminate the Big Horn [T]unnel. The changes will eliminate or materially reduce numerous curves.
Declaration of a dividend of $1.50 per share, payable February 1 to stockholders of record January 3 was announced.
President Denney said [ten] Diesel-electric switching locomotives now on order will be delivered in December and January and that six 6,000 h.p. Diesel-electric road locomotives will be delivered next February and March.
The Tell Tale, February, 1950
p. 2
Northern Pacific Motive Power - No. 3 Of A Series
Class M (1-2)
By R. V. Nixon
This month we present one of the most unusual locomotives ever to operate on the N.P. Northern Pacific has always been famous for pioneering in the field of motive power. Class M was the result of such pioneering. Built in 1886, the two locomotives of this class were reputedly the largest and heaviest in the world - an honor again held by the N.P. fifty years later when the Z-5s were the ultimate in locomotive construction.
The two [D]ecapods, built by Baldwin and originally numbered 500 and 501, were designed for heavy freight service in the Cascade mountains. By comparison it can easily be seen that they were predecessors of the well-known Baldwin ''Hogs.''
Later, as was the case with most of the older steam power, the low-drivered 1 and 2 were converted to switchers, most of their work being performed in the vicinity of Spokane, Tacoma, and Hoquiam.
Both were dismantled at South Tacoma. The photograph was made at Tacoma in April, 1932.
p. 5
William C. Pinger, Assistant Comptroller, N.P. Ry., died suddenly in the Northern Pacific [Beneficial Association] Hospital, St. Paul, six days after the sudden death of his wife.
Mr. Pinger was born in Minneapolis, [September] 14, 1890, and at 16 entered railroad work at Cleburne, Texas, with the Santa Fe. In October, 1907, he started his career with the Northern Pacific Accounting Department in St. Paul. He was promoted to Assistant General Auditor in 1934, and had been Assistant Comptroller since November 1, 1948.
When the Veterans Association, N.P. Ry., holds its annual meeting in Livingston, Montana, on June 17 and 18, it will have been just exactly 26 years to that date when the Veterans Association was organized in Livingston, sponsored by then Vice-President John M. Rapelje, George R. Merritt, and First President Conductor Tom Sloan.
[Superintendent] C. W. Coil has been made Honorary [General] Chairman for the N.P. Veterans convention, and Agent T. T. “Red” Thorson is Vice-Chairman in charge of all arrangements.
p. 7
W. B. Elliott
Death came January 28th to W. B. ''Babe'' Elliott, Northern Pacific’s General Agent at Butte, after an extended illness. He was 51 years old.
Born in Winnipeg he came to the [S]tates to play hockey and was a star goalie on the St. Paul Athletic Club team from 1921 to 1924. While playing hockey he worked part-time in the Northern Pacific general office and in 1924 gave up hockey for N.P. full-time employment.
After working in the [P]assenger [D]epartment at Detroit and Chicago he was appointed City [Freight] and Passenger Agent at Butte in 1927. He was promoted to General Agent in 1932. He is survived by his wife.
Roadmaster Injured In Hotel Fire
Radenwald ''Knut'' Knutson, Roadmaster, Yellowstone Division, unfortunately was trapped in the St. Charles Hotel that burned February 1. He was forced to jump from a window to a roof two floors below and was seriously injured.
Our best wishes for a speedy recovery.
p. 8
H. J. Frerichs, [Assistant] Freight Claim Agent, St. Paul, will retire February 28th after 48 years of railroading, during which time he has been employed in many capacities from station helper at Pipestone, Minn., on the G.N. in 1901 to agent at Berlin, N.D., in 1914, when he entered the general office in the Traffic [Department]. In 1917 he was appointed to the position of [Assistant] Freight Claim Agent.
Almost 48 years of continuous service terminated January 1 with the retirement of J. L. Dixon, General Yardmaster, Everett, Wash. Mr. Dixon started as freight checker at Everett in 1902 and later transferred to yard service in 1905. He was appointed [General] Yardmaster in August, 1908, the position he held at retirement.
W. E. “Bill” Baker started railroading on the section at Glen Ullin, N.D., in 1893. Leaving his position as [No.] 4 conductor on the Yellowstone Division, he retired January 1 and is looking forward to a happy, well-earned rest.
Having completed 32 years continuous railroad service, Gerald E. March, Clerk, Seattle, retired January 1. Mr. March was hired as a stenographer on May 1, 1917. In 1944 he took the position of Import Clerk, Seattle Freight Office, which he held until his retirement.
The Tell Tale, March, 1950
p. 2
Northern Pacific Motive Power - No. 4 Of A Series
Class G (1151-1159)
By R. V. Nixon
Another rare photograph has come our way, thanks to Engineer L. L. Hardy, of Glendive, and we take pleasure in sharing it with those who are following our presentation of N.P. [l]ocomotives in the Tell Tale. Made at Dickinson, N.D., November 22, 1892, the 469 is shown with Engineer Dosky and Fireman John Winn.
According to the records, the 1159, photographed in Seattle in 1932, is the same engine - believe it or not! Yet upon strict examination it is difficult to find very much similarity.
The 469 was one of nine Class F Consolidations delivered to the Yellowstone Division in 1883. Its number was subsequently changed to 148, then 121, and again to 103. In the early 1900s all nine engines were completely rebuilt into 0-8-0 switchers, Class G, the original 469 being given No. 1159.
The 469 was quite a celebrity, as it was the 7,000th locomotive built by the Baldwin Works. N.P. also received Baldwin’s 10,000th locomotive in 1889, which for a time carried Northern Pacific No. 10,000. It will be featured in a future issue.
After service on the Yellowstone Division, the 469 and others of its class gradually worked west. Several were used as switchers at Trout Creek, Montana, when it was an important terminal. Last of this type was the 1158, which was scrapped at South Tacoma in about 1936.
p. 5
Orchids To Henry
Working at the east end of a curve near Gold Creek, Montana, recently, [S]ection [F]oreman Henry M. Hanson and his crew paused from their work to permit [No.] 603 to pass. When about half the train had gone by, Henry (alert as always) noticed what appeared to be a defective truck on a passing car. He immediately gave the crew a signal to stop and when the train had stopped and an inspection was made it developed there was a broken truck holster with a portion missing.
A costly accident had been prevented and one that might well have been disastrous to human life.
Henry Hanson is to be commended for a job well done, his interest in the company, and showing that the way to avoid accidents is to observe the hazard before an accident happens, Yes, by playing safe.
N. P. To The Rescue
Dale Roth, two years old, of Odessa, N.D., was badly scalded when he ran into his mother who was carrying a pail of boiling water.
The nearest hospital was 12 miles away at Elgin. The heavy snow made roads impassable, but the frantic parents succeeded in getting to within one mile of New Leipzig before their car stalled. Dale’s father walked to New Leipzig for aid, but even with the help of a county [snowplow] the doctor was unable to reach the stalled car.
An N.P. freight in the vicinity went to the rescue and succeeded in getting mother and child to the hospital at Elgin. Thanks to their efforts, Dale made a nice recovery.
p. 7
If You Waste One Track Shovel
It is equivalent to 99 tons of average freight hauled one mile.
p. 8
O. S. Benjamin, brakeman, Idaho Division, retired January 2, after 46 years of service.
His railroad career began on the [Wabash] in 1898 and on the N.P. at Sand Point, Idaho, in 1905.
May he enjoy many happy years of retirement.
William Jones Dies
William Jones passed away February 19 at the age of 89. A long-time resident of Glendive, he worked as a locomotive engineer on the N.P. until his retirement in 1928.
The Tell Tale, April, 1950
p. 3
Diesel locomotives in 1949 handled 36 percent of the freight traffic, measured in gross ton-miles, and almost 50 percent of the total passenger train car-miles.
Railroads in 1949 carried 61.5 percent of the aggregate volume of freight traffic handled by all agencies of transportation, measured in ton-miles.
p. 5
If You Waste One Grain Door
It is equivalent to 55 tons of average freight hauled one mile.
p. 8
N. O. Tang Retires
Following a dinner at the St. Paul Athletic Club, R. E. Keck is shown above presenting N. O. Tang with a wrist watch, a gift from department officers. At left is F. D. Tilton and on right K. W. Johnson, Assistant [General] Claim Agents.
After almost 44 years of faithful service, N. O. Tang, chief clerk, General Claim Department, retired April 1.
Mr. Tang began his career in the [Northern Pacific Beneficial Association] office in 1906, and entered the General Claim [Department] in 1910 where he remained until his retirement.
At a dinner party, fellow [employees] presented Mr. Tang with a ruby setting ring.
J. R. Chausse Retires
After 60 years of railroading (43 with the N.P.) Jesse R. Chausse, Spokane, Wash., retired March 1.
His railroad career began in 1890 on the Southern Pacific. He entered the N.P. service in 1906 as a brakeman and was promoted to conductor in 1907.
His many friends of the past 15 years riding the North Coast Limited will miss him.
The Tell Tale, May, 1950
p. 2
Northern Pacific Motive Power - No. 5 Of A Series
Class S-10 (320-329)
By R. V. Nixon
In this age of Diesel-electric streamliners and fast 125-car freight trains, it is very refreshing to come across a touch of old time railroading, such as exists on the Sixth Sub-division of the Lake Superior Division. Daily except Sunday, a mixed train powered by a small Ten-wheeler, leaves Rush City for the round trip to Grantsburg, Wisc., crossing the St. Croix River on the oldest of N.P. bridges, and traveling on light 56-pound rail. At Grantsburg the engine is turned on one of the few remaining ''Armstrong'' turntables. The photograph, made April 7, 1950, shows Engineer Walter Ebel in the cab of the 328, which is being turned manually by [Conductor] Robert Wilcox, his brakeman and fireman.
It is doubtful if such picturesque railroad scenes can be found anywhere at this late stage of the game. Probably they will be short lived as the 328 is due to be dismantled and application has been made for the abandonment of the Grantsburg [B]ranch. An interesting sidelight of the abandonment is the fact that Brakeman Jack Murray, whose father rode the first train over the branch 67 years ago, will probably work on the last run.
Engine 328 has been very much in the limelight lately, having powered the last train on the Taylors Falls [B]ranch in 1949. This occasion received much publicity, and pictures of the 328 appeared in many of the large newspapers. The 328 was also selected for a special train chartered by the Minnesota Railfans Association last September 18.
The 328 was one of ten small 4-6-0s built by Rogers in 1907. The order was placed rather mysteriously by an agent of a foreign country, supposedly for service in Russia or Manchuria. Upon completion the locomotives were refused for some unknown reason and were purchased by the N.P. for use on branch lines.
Most of the S-10s worked in the vicinity of Fargo, although the 325 and 326 were familiar sights on the Alder, Pony and Norris branches. All have been scrapped except the 328 - which will itself soon be railroad history.
p. 3
King Street Terminal Improvements
[James] T. Derrig, [Assistant] Chief Engineer, told us that during the past two years new plant facilities amounting to $2,000,000 in construction cost had been added to the station. These additions include a gas bottling plant, a steam plant, coach servicing and store facilities, car repair shed, service pits and electric stairways.
King Street Station employs 450 persons, handles 3,500 [to] 6,000 cars a month and can store 150 cars on its tracks.
p. 6
Our Casualty Calendar For The First Four Months Of This Year And Some Of Our Failings
Lake Superior Division
Brakeman’s foot slipped off lifting rod.
Conductor injured ribs when in caboose – slack adjustment.
Switchman slipped on ice and wrenched back.
St. Paul Division
Fireman had fire door close on his hand.
Three switchmen had toes struck when throwing ground throw switch.
Fargo Division
Conductor slipped on ice, sprained ankle.
Switchman fell from car and was instantly killed.
Yellowstone Division
Engineer standing on seat box, slipped and fell, striking knee on oil tray.
Brakeman crawling over drawbar, slipped and fell, injuring hip.
Rocky Mountain Division
Brakeman struck and run over by cars – fatally injured.
Idaho Division
Switchman’s foot slipped off stirrup, injured hip.
Switchman slipped on snow, injuring knee.
Tacoma Division
Brakeman struck chest against grab iron on caboose as rough coupling was made.
p. 8
Ben Cole Retires
Ben Cole retired recently after 42 years with the Northern Pacific. He began his career with the N.P. as a conductor in Montana and during his many years he made many friends. His jolly laughter and ribbing the boys will long be remembered.
Good luck, Ben, say we all.
Paratroop instructor: ''All you have to do is jump, count to ten, pull your rip cord, and your parachute will open.''
G.I.: ''What happens if I forget to pull the cord?''
Instructor: ''That’s what we call jumping to a conclusion.''
The Tell Tale, June, 1950
p. 2
Northern Pacific Motive Power - No. 6 Of A Series
Class Q-4 (2177-2225)
By R. V. Nixon
ORDER NO 222
NO 222 ENG 2222 RUN 2 HOURS LATE TOWNSEND TO LOGAN
DSC
Yes, that’s a lot of deuces. but this train order actually was issued on the Rocky Mountain Division when Q-4 engine 2222 was assigned to [T]rains 221 and 222.
The four deuces has had a strenuous career with the N.P. Built by the Schenectady Works of ALCO in 1910, the 2222 was assigned immediately to the North Coast Limited out of Missoula, in which service it remained for nearly 15 years. It was a rugged job. Many enginemen will recall the scenic, but back-breaking run on No. 2 from Paradise to Missoula in the pre-stoker days. It took a first class fireman to keep a full head of steam on the steadily ascending grade from Paradise to Evaro, even though a helper was added at Arlee for the tough 2.2 [percent] grade to the top of the mountain. Needless to say, the 2222 worked at full capacity for the entire distance.
Quite a contrast to the effortless manner in which the present day Diesel-powered No. 2 slithers from Paradise to Evaro, almost oblivious of any climb. But we doubt if a Diesel could present anything as breath-taking and dramatic as the old 2222 barreling around a curve along the Pend d’Oreille River, throttle wide open, rods flashing in the sunlight, and the sharp exhaust emitting a plume of smoke into the clear, mountain air.
On the 50th anniversary of the North Coast Limited it is interesting to note that Q-4 power was standard on the train for a longer period than any other class of locomotive. The N.P. purchased a total of 49 Q-4s from Baldwin and Alco. Of these, 25 sill remain in service, including the 2222 which is now taking it easy as a protection engine at Spokane.
p. 6
If You Waste One Pair Of Goggles
It is equivalent to 115 tons of average freight hauled one mile.
The Tell Tale, July, 1950
pp. 1-2
General Manager C. V. Berglund Retires; Promotions Announced
C. V. Berglund, General Manager of the Eastern District of the Northern Pacific Railway, St. Paul, retired July 1 at his own request after 41 years’ service with the [c]ompany. His retirement and appointment of C[arl] H. Burgess, Assistant General Manager, Seattle, to succeed him, was announced by W[illiam] W[allace] Judson, Vice President, Operating Department.
F. W. McCabe, Assistant Superintendent, Tacoma Division, was appointed Superintendent at Fargo.
Ira Brewer, Trainmaster, Yellowstone Division, Billings, succeeded Mr. McCabe, and L. H. Dahl, Roadmaster, Laurel, Montana, succeeded Mr. Brewer.
Mr. Berglund, a native of Minneapolis, began his railroad career in 1909 as a stenographer in the [s]uperintendent’s office. Subsequently he did statistical and clerical work in the St. Paul general office and from 1927 to 1938 he was trainmaster successively at Livingston, Montana, Staples, Minn., and Dickinson, N.D. From 1938 to 1940 he was Assistant to the General Manager in Seattle. Then he returned to St. Paul as Assistant to the Operating Vice President. He later served as Assistant General Superintendent of Transportation and as head of that department before being promoted to General Manager, April 1, 1947.
Mr. Burgess entered N.P. service on the Montana Division in 1916 as a section laborer, following graduation from the Worcester, Mass. Polytechnic Institute and served in various capacities in the engineering department before becoming Assistant Roadmaster, Montana Division, in 1923. He subsequently worked on the Yellowstone, Fargo, Dakota, Rocky Mountain, and Idaho [d]ivision becoming trainmaster at Tacoma in 1937. He was promoted to Assistant Superintendent of the Tacoma Division in 1939 and to Superintendent in 1942. He has been Assistant General Manager at Seattle since January 1, 1947.
Mr. McCabe entered N.P. service in 1910 as a switchman in Minneapolis. He was Assistant General Yardmaster at Minneapolis’ Northtown yards, General Yardmaster at Missoula, Auburn, Wash., and Seattle and terminal trainmaster at Seattle before being appointed Assistant Superintendent of the Tacoma Division in 1942.
p. 2
J. T. Stotler, of Fargo, recently named Northern Pacific [Railway] Assistant General Manager at Seattle, died July 13 in the Northern Pacific [Beneficial Association] Hospital, St. Paul.
Mr. Stotler was about to have one of the desires of his life fulfilled - that was to return to Seattle and his native [s]tate of Washington, effective as of July 1, when he was suddenly stricken by illness which resulted in his death.
Born May 27, 1905, Mr. Stotler was a graduate of Washington State College. He joined the Northern Pacific in 1928. He was stationed at Helena, Spokane, and East Grand Forks, and from 1943 to 1946 was Superintendent of Ore Operations at Superior.
From 1946 to 1948 he was Assistant Superintendent at Fargo, and since 1948 had been Superintendent there.
Northern Pacific Motive Power - No. 7 Of A Series
Class Y-1
By R. V. Nixon
In September, 1899, Northern Pacific paid $13,542.06 to the Schenectady Locomotive Works for a 2-8-0 locomotive which is still going strong after more than 50 years. This makes us wonder if the new Diesel-electric, costing nearly 50 times as much, will still be pulling trains over the mountains in the year 2000...
Compound [l]ocomotives were all the rage at the beginning of the [T]wentieth [C]entury. And the 25 was typical of the many thousand crossover compounds built at the time. A crossover compound used the same steam twice. Steam emitted from the high pressure cylinder on the left was admitted to the low pressure cylinder on the opposite side - hence the name. The engineer could achieve simple operation of both cylinders by means of a lever in the cab; then after sufficient momentum was accomplished he could ''throw her into compound.''
Equipped with a Stephenson valve gear, the Y-1s had a piston-type valve on the left, or high pressure side, 23-[inch] diameter [by] 34-[inch] stroke, and a slide valve, 34-[inch] diameter [by] 34-[inch] stroke on the right side. The 17 was an exception, having been built as a tandem compound.
The Y-1s were assigned to heavy freight service between Glendive and Mandan, Laurel and Red Lodge, and Missoula and Helena.
In 1923 the 25, as well as others of its class, was rebuilt into a simple locomotive and equipped with a Schmidt superheater. And as heavier power came to the N.P. the 25 was finally demoted to switching service. At the present time the engine is working at Wallace, Idaho. Surprisingly, [ten] of the 13 Y-1s are still in service.
Thanks to Jim Halterman, son of Rocky Mountain Engineer Halterman, we are able to present photographs of the 25 before and after rebuilding. Both pictures were made at Missoula, one in 1903 and the other in 1944.
The interest shown in this series is appreciated and comment is welcomed. We still need photographs of a few classes, such as the C-20, -30, F-7, -8, V, etc. If you have any older locomotive photographs, their use might help complete the series.
p. 5
Snow, Ice, and Water
The snow, ice and water in the spring of 1950, throughout the [N]orthwest, caused the worst destruction in recorded history. On the Northern Pacific, washed out tracks and bridges, water-soaked equipment and lost and damaged material amounted to about one million dollars in loss.
True to Northern Pacific, tradition, through the diligence of the many sturdy men under the able supervision of our superintendents, tracks were re-laid, new roadbeds and bridges built, culverts placed, and damaged material reclaimed and repaired in an efficient and safe manner in the shortest time possible.
In the race against time they met with man discouraging obstacles as for example, hardly did they get their second wind when a second deluge made naught of their efforts in places along the Red River Branch and the Mandan South Line, so these men already weary and fatigued went back [again to] do much that they had done before and on May 30th full operation was resumed, just [one-and-one-half] months from April 17th when melting snows and heavy rains swelled the rivers to raging torrents carrying water and huge chunks of ice cross-country.
In one instance on the Red River Branch a 48-[inch] cast iron culvert 48 feet long was placed in 12 hours and immediately washed out. On the Yellowstone Division near Sweet Briar where the main line track was washed out a 15-span temporary pile bridge was constructed and trains were passing safely over it in about 12 hours. The dauntless spirit of the men engaged in this [H]erculean task of restoring traffic cannot be too highly praised. It was performed with the maximum efficiency and safety.
The million dollar cost to the Northern Pacific is only a part of the loss sustained due to this devastation. Many fertile fields could not be reclaimed for 1950 production, all of which means lost income to thousands and reduced revenue to the Northern Pacific.
It will take the best we have in courtesy, efficiency, and careful handling to offset this terrific loss in the smallest measure.
p. 8
George W. Selvidge retired June 1st after 45 years of railroading.
George has worked in many a station on the Tacoma Division, but oddly enough wound up his 37 years with the N.P. ([eight] with the [Frisco]) at [Woodinville] where he started in 1913.
Al E. Woker, statistician, Engineering [Department], and John Mickelsen, draughtsman, both of St. Paul, decided 100 years of railroading was enough, so john with his 54 years and Al with 46 retired June 1st. John says St. Paul is a good enough place to live, but Al decided to go places and then settle in Utah.
The Tell Tale, August, 1950
p. 2
Northern Pacific Motive Power - No. 8 Of A Series
Class C-1 (680-690)
By R. V. Nixon
The extraordinary success of the recent Railroad Fair in Chicago and other expositions indicates the growing interest in preserving representative old-time locomotives before they disappear entirely. Far too many engines have been destroyed without any thought being given to their increasing historic value.
Motion picture concerns discovered this fact the hard way. During the past few years they have spent large sums of money searching for old Standards and buying them when they could be found – which wasn’t often, as the 4-4-0 is now a thing of the past.
In the first of our series of N.P. power we featured the 4-4-0, stating that not one of more than 300 remained in service. True, but one still exists, and a concerted effort is being made to restore the 67-year-old gal to her original glory.
The 684, [C]lass C-1, was built by the New York Locomotive Works and delivered to St. Paul the year the Northern Pacific was completed. It remained in main line passenger service for nearly 25 years and was then assigned to the Billings-Bridger passenger run. We who remember the bright red wheels, polished brass, clear-toned bell and peanut wagon whistle, can distinctly visualize the 684 starring in a Northern Pacific motion picture, along with the construction engine, Minnetonka.
In 1925 the 684 was towed to Livingston, supposedly for dismantling. But a short time later, lo and behold, a bright, shiny 4-4-0 emerged from the shops, all decked out like a new engine and lettered ''NP [and] I 4.'' Yep! The old 684 - sold to the Nez Perce [and] Idaho Railroad.
For years the 4 spot worked the 13 miles between Craigmont and Nez Perce, Idaho. Then the inevitable happened and she was laid aside in favor of more modern power. Today she stands abandoned and rusting on a spur in Nez Perce, with ''684'' showing dimly underneath the peeling paint. But even in her disgrace she’s still a proud, high-stepping beauty – and waiting only for someone to come to her rescue.
p. 3
Caleb Corser was appointed Assistant General Manager with headquarters in Seattle, August 1, succeeded J. T. Stotler, deceased.
Mr. Corser, after 24 years with other railroads, entered Northern Pacific service in 1925 as trainmaster and has been successively Assistant Superintendent, Fargo Division, [Superintendent] Ore Docks, Superior, and since 1941 has been Superintendent at Duluth.
W. C. Smith, [Assistant] Superintendent, Billings, has been appointed Superintendent Duluth, effective August 1, to succeed Caleb Corser. After railroading in Canada and Mexico, Mr. Smith joined the Northern Pacific as a stenographer in 1917.
The biggest steam hammer on our railroad is the in the blacksmith shop at Brainerd.
This 10,000 pound capacity hammer was installed in 1944 at a cost of approximately $40,000.
The total weight is 248,000 pounds. (The anvil alone weighs 150,000 pounds.) It operates on 160 pounds of steam pressure.
The foundation required below ground consists of 2,000 feet of 30-foot piling, supporting a [ten]-foot high block, [seven feet] wide and 23 [feet] thick; then a [five-foot] cushion of timbers (6,600 FBM) upon which rests the anvil and frame.
Of the total of 86 [feet] only the 25 [feet] shown in the [cover] photograph is above ground.
Railroads And The Mail
An important service performed by the railroads is handling the inter-city United State mail. Railroads carry approximately 94 [percent] of all inter-city first class mail and receive a little more than 27 million dollars from the Post Office Department, while airlines get over [55.5] million dollars for handling a mere [six percent].
Railroads transport inter-city second and third class mail and parcel post to the extent of almost 99 [percent].
To handle the mail specially-designed cars must be supplied to conform with government specifications. Loading and unloading facilities are provided by the railroads without any subsidy from the government.
American railroads carried 555 million passengers an average of 63 miles in 1949. This number of people walking in single file and stepping in each others foot prints (30-inch steps) would more than circle the globe, which is 24,902 miles in circumference at the equator.
p. 4
Again They Gathered In Great Numbers
The Northern Pacific Veterans organization began June 17, 1925, at Livingston. Today there are still 66 charter members.
The townspeople opened their hearts and homes to the largest Veterans gathering in the history of an organization that originated in that town twenty-five years ago. They proved nothing is impossible by handling the situation in a manner that brought the highest praise from all conventioneers.
En route west, President C[harles] E. Denney, when passing through Livingston, July 17th, extended his best wishes for a successful convention and expressed regret at being unable to attend.
Although the convention did not officially open until June 17, Arthur Clark, age 90 (who has never missed a convention) was among the first to arrive at Livingston - [three] days early.
The first convention day was taken up with registrations and final preparations, except when the townsfolk showed true Livingstonian hospitality and called out all cars for sightseeing tours.
Sunday morning saw the election of H. J. Councilman, Duluth, as president, and Otto Anderson, Spokane, elevated to the vice-presidency, while J. J. Schmidt, Assistant Superintendent of Safety, Seattle, was appointed a director. G. J. Conners of St. Paul was re-elected secretary-treasurer.
More than 850 persons attended the banquet at the Civic Center. Hugh R. Adair, Chief Justice, Montana Supreme Court, welcomed the N.P. Veterans at the banquet. Retiring President H[oward] H. Ellsworth, in the capacity of banquet toastmaster, beamed with pleasure as he gazed over the huge crowd and knew their presence was the result of his tireless efforts to make this convention the best ever. He read several communications from those unable to attend, among them one from Robert S. Macfarlane, Executive Vice-President, and W[illiam] W. Judson, Vice-President, Operating Department, conveying their best wishes.
Many veterans remained until Monday for the one-day tour of Yellowstone Park, or the special entertainment and swim at Chico Hot Springs.
Too high praise cannot be given to the committee members for the success of the 26th annual Veterans Convention, a colossal job even in a place like Seattle, where next year’s convention will be held.
p. 5
Northern Pacific Bridge 37, near Redwater, Montana, has been filled. Built in 1927, this timber structure was 357 feet long and 84 feet high. The bridge was replaced by a 90-inch, 300-foot galvanized iron culvert. Filling required 124,000 cubic yards of dirt.
Work was done under the supervision of A. Monson, Yellowstone Division [Bridge and Building] Supervisor.
Big Horn Tunnel Abandoned In Lieu Of New Cut-Off
In 1882 a gigantic task was undertaken when the Big Horn Tunnel near Custer, Montana, was built. Gigantic because it was before the days of the machine age and modern equipment.
Now after 68 years this 1,069-foot tunnel has been abandoned in lieu of the new 6,642-foot cut-off. At a cost of $300,000, a new roadbed that required excavating about 350,000 cubic yards of earth and rock was built to materially reduce track curvature.
W[illiam] W. Judson, Vice-President, Operating Department, announced the completion of the new line and retirement of the old tunnel July 7.
Graduated – Married – Promoted
John Hertog, son of Section Foreman Herman Hertog, Mississippi Street, St. Paul, graduated from the University of Minnesota on Thursday, was married on Friday, and the same day learned of his appointment of Assistant Roadmaster, Duluth, effective [August] 1.
John knows the N.P. He put in considerable time on the section under his able father and later as a chainman in the District Engineer’s Office while earning his way through the U.
Congratulations and best wishes in both ventures.
p. 8
On July 27th, I. O. Gregory terminated by voluntary retirement 33 years of service as a car repairer at Auburn.
Mr. Gregory began railroading in 1916. His record of 33 years without a reportable injury is outstanding and is, indeed, one to be proud of.
Speaking Of Records...
Since 1918 no reportable injury has been chalked up against [employees] working in the Air Room at Laurel, or while at work making air tests in the yard. With some 600 triples being serviced each month, plus about 150 brake cylinders, the air brake men of yesterday and today at Laurel are to be complimented for their years of observance to the [s]afety [r]ules.
O. L. Paronto, Steve Romee, Alexander Reiter, F. A. Eoff, R. L. Baker, L. P. Yates, R. T. Henry, Charles T. Gowan, and J. R. Shay.
Facts To Note
American railroads in 1949 had the best passenger and employee safety performance on record.
Approximately [35.5] billion passenger miles of service was performed and only six passengers lost their lives as a result of collisions, derailments, and other train accidents in 1949, or one fatality for each 5,875,000,000 miles traveled.
Daily passenger trains in the U.S. transport an average of more than [1.5] million travelers.
Is there any other mode of transportation as safe?
The Tell Tale, September, 1950
p. 3
Northern Pacific Motive Power - No. 9 Of A Series
Class N-1 (603-605)
By R. V. Nixon
In the 1890s and early 1900s most of the railroads went overboard buying Atlantic or 4-4-2 type locomotives, particularly lines in the East where easy grades prevailed. The Atlantic was great for speed and low in tractive effort. The highest speed ever attained by a locomotive, 127 miles per hour, is said to have been made by an Atlantic on the Pennsylvania.
No doubt the Atlantics were the most graceful steam engines ever built. Invariably they had high drive wheels – sometimes up to 84 inches. Special attention was always given to the lines and compact structure, for these engines were assigned to the speediest and most famous trains in the East at the beginning of the century.
Northern Pacific, however, used good judgment in not falling for the Atlantic fad. Heavy trains, mountain grades and Atlantics were not a good combination. Only three engines of this type, 603-605, built by Baldwin in 1909, were purchased by the Northern Pacific. Three others, Class N, were taken over by the Northern Pacific when the St. Paul and Duluth Railroad was absorbed. All now are scrapped.
It is interesting to find a number of employees who insist that this type of locomotive was never used on the Northern Pacific. The explanation probably is due to the fact that the Atlantics, as far as we know, never worked west of Mandan. For the most part they were used on branches out of Mandan and Jamestown, as well as on the lines from Staples and St. Paul to Duluth. The photograph of the 603 with Engineer Billy Nelson at the throttle, was made at St. Paul in 1934 when the 603 and 604 were assigned to Trains 61 and 62 between St. Paul and Duluth.
Those who visit the Minnesota State Fair in 1951 will have an opportunity to see a very classy Atlantic from another road.
And that isn’t all! Remember our May issue of the Tell Tale where we mourned the passing of Northern Pacific 328? As expected, the 328 was taken to Brainerd for dismantling. To use the words of one of our colleagues, ''The torch was so close the paint was scorching!''
Then at the last minute the 328 was donated to the Minnesota Railfan’s Association. She will be brought back to Mississippi Street in St. Paul and stored until the railroad exhibit is established at the Minnesota State Fair and then placed on display permanently.
So the old, battle-scarred veteran of Taylors Falls, Grantsburg and other Minnesota branches is saved from the fate of her predecessors. Who says a railroad is a hard-hearted corporation?
p. 5
Seattle, Tacoma, Auburn Employees’ First Annual Picnic
July 30th more than 4,000 Northern Pacific employees and their families from the Seattle, Tacoma, Auburn, Olympia, Centralia, and other points, gathered on the shore of beautiful Lake Geneva for an employees’ annual picnic - a day of fun, refreshments, and sports.
The progress started with an exhibition ballgame. Then a luncheon period. During the day the kiddies consumed 250 gallons of ice cream and adults 190 gallons of coffee.
The afternoon was absorbed in sports of many kinds, participated in by children and grownups alike. Winners of events were handsomely rewarded.
Even the weather seemed in the spirit of the occasion, being perfect for sports, dancing, and bingo.
Awards went to the oldest retired employee and the largest family attending, in addition to twenty grand prizes.
To make the event the terrific success it proved to be, required 155 committeemen, embracing all crafts and every department of the railroad.
B. D. ''Benny'' Eckler, conductor, Tacoma, in his own inimitable way, kept the program at a lively and interesting pace.
Addresses by General Manager John F. Alsip and Western Traffic Manager Otto Kopp assured the assemblage of management’s interest in employee relations and promotion of the welfare of the Northern Pacific.
The picnic was an accomplishment of which every member of the Northern Pacific family is indeed proud.
p. 6
Our August Casualties
Engineer overcome by gas fumes.
Engineer struck on shoulder by some object on passing train.
Conductor bumped back on coal box, caused by slack action.
Brakeman injured foot unloading gang plow.
Brakeman knocked down in caboose due to hard coupling.
Switchman strained back setting brake.
Switchman stepped on broken running board, sprained ankle.
Switchman slipped while throwing switch.
Yard clerk sprained back lifting heavy object.
Section laborer injured when motor car struck weed burner.
Extra gang laborer, pulling on ties, tongs slipped, straining back.
Hostler helper fell while trimming coal.
Boilermaker helper tripped on valve rod.
Carman fell, striking door sill.
p. 6
Can You Beat This One?
C. R. Benest, Blacksmith Foreman, Brainerd, discusses safe practices with 16 employees who have a total of 623 accident-free years.
Charles Scrader, 43 years’ service; August Kalucha 42; Christ Dunneman 32; Herman Menz 41; Ole Antonson 37; Walter Larson 29; Pontus Anderson 41; J. B. Johnson 47; William Leese 30; Colin Peter 30; Walter Jacobson 30; Severn Antonson 39; Edwin Olson 30; Guy Baker 30; Edward Frayer 33, and Arthur Finne 42.
p. 7
F. A. (Alge) Nelson, Chief Clerk in the yard office, Helena, was honored by being elected Montana State President, B.P.O.E.
p. 7
Burt Watson, retired engineer and former Montana State Senator, passed away in his home in Missoula on August 1.
p. 7
Conductor Robert A. (Bob) Hutchison, Auburn, has 44 years’ service with the Northern Pacific without an injury. He says, ''Safety is the wisest investment anyone can make.''
The Tell Tale, October, 1950
p. 2
Progress
Five hundred fifty-foot 100,000 pound capacity new steel box cars, with eight-foot-wide doors, are under construction at Brainerd Shops on a $2,500,000 building program. The new cars will afford better and easier loading conditions for certain commodities and expedite loading and unloading operations during these days of car shortages. [Shown: Northern Pacific 31020.]
p. 2
C[aleb] C. Corser Honored At Farewell Party
Seventy-five officers and employees attended a farewell reception at the Tally Ho Room, Holland Hotel, Duluth, September 6th in honor of C. C. Corser who was promoted to [Assistant] General Manager at Seattle.
As a remembrance, Mr. Corser was presented with a complete set of fishing tackle by his many friends.
In addition to the members of the Northern Pacific family, present were C. O. Hooker, Superintendent, Great Northern; L. E. Sinclear, Superintendent, Minneapolis, St. Paul and Omaha; Vern Elliot, Superintendent, Soo Line; J. P. Donovan, Superintendent Lake Superior Terminal and Transfer; and T. B. Thompson, Auditor, Lake Superior Terminal and Transfer.
p. 3
Indeed, We Have Some Bananas!
Bananas arrive in Seattle by boat on the average of every ten days from Central America for trans-shipping to points throughout the Pacific Northwest.
Steamship companies advise well in advance of a ship’s arrival so the 120 refrigerators cars required can be cleaned, iced, or pre-heated, as the occasion demands, and spotted, longshoremen assembled for the unloading operation, and machinery readied.
Two giant gantry cranes remove the bananas from the hold of the ship to the dock where each stem, or bunch, is examined and transferred to endless belt conveyors that carry them to the door of waiting Northern Pacific refrigerator cars to be carefully stacked in the cars under strict supervision of the shipper and in accordance with proven and tested methods that insure against loss and damage. To this point the bananas have traveled a distance of 900 feet in four-and-a-half minutes.
Switch engines are ever on hand to pull out the loaded cars and spot empties at the rate of 31 cars to the cut.
Once the cars reach the Northern Pacific yard further inspection and servicing is done before being placed in trains and sped to their destinations, and banana splits. All cars are hauled under the watchful eyes of trained caretakers, men highly skilled and part of an elaborate and efficient organization built up at great expense by the shippers. Caretakers are instructed as to just what degree of ripeness the bananas are to arrive at destinations and these men are so adept at car temperature control they can determine almost to the minute the ripeness each bunch in a given car will be at a certain time. Bananas cannot be chilled, and over-ripe bananas are the dread of the fruit companies, the wholesaler, and the customer.
The S.S. San Jose is shown with two giant gantry cranes in position to unload bananas at the Banana Terminal, located on Seattle’s West Waterway.
And now, into the cars. Careful handling and speed all along the line mean that today you get bananas in tip-top condition no matter where you reside in the Pacific Northwest.
p. 3
If You Waste One Pound Of Twine
It is equivalent to 22 tons of average freight hauled one mile.
p. 3
Brakeman L. G. Nye, Missoula, says, “In train service safety requires that you watch movements of your co-workers, co-operate with them and have a constant mental alertness as to your own movements.”
p. 5
Irve W. Wickham, Mandan, No. 1 engineer on the Yellowstone [Division] believes orders are vital to safety as well as railroad operation.
p. 6
Did You Know?
Nine percent of all disabling accidents are foot injuries; 6.6 percent of these are in transportation service. Five percent of all foot injuries are to the toes. Eighty dollars is the average loss in wages to the injured party. Seventeen-and-one-half days is the average loss of time from foot injuries. Most toe injuries can be prevented by wearing safety shoes.
p. 6
Boosters For The Northern Pacific - Women Employees At Glendive, Mont.
Norma Ehman, Mary Berres, Jean Stubberud, Marguerite Eyer, Vera Plagman, Viva Dawe, Florence Lindborg, Hjordis Pritchard, Lucille Eyer, Mary Barrett, Betty Pedersen, Mildred Condrit, Connie Reynolds, Jessie Diercks, Mildred Potter, Aleda Auge and Georgia Graves.
p. 7
Matthew E. Harlan, 1879-1950
Retired last December 1 as Assistant General Passenger Agent, died September 12 after a brief illness. He will be missed by the many friends made during his forty-five years with the Northern Pacific Railway.
The Tell Tale, November, 1950
p. 2
Northern Pacific Motive Power - No. 10 Of A Series
Class H (1050-1064 – Old Series)
By R. V. Nixon
We are very fortunate this month in presenting a rare picture of one of the oldest and smallest Northern Pacific locomotives, thanks to Mr. Frank Taylor, Superintendent of Motive Power. The photograph was made at Fargo in about 1890 when Frank’s father, shown in the picture, was assigned to the old 52.
The 52 was the 5,326th locomotive built by the Baldwin Locomotive Works, and one of 15 four-wheeled switchers built for the Northern Pacific in 1880. In 1898 it was renumbered to 1051, which number it carried until being dismantled shortly before the arrival of the L-9 switchers which use the same numbers.
Interesting comment on the 52 was received by Mr. Taylor from H. E. Mills, former Master Mechanic at Duluth:
''I know this engine well. There were no air pumps or driver or tender brakes. Driver brakes were not used for two reasons – the wheels would get flat and the fireman could not get under to hoe the ash pan.
''From footboards were used as well as side footboards on the tank. The front beam was shaped like the roof of the cab, similar to a yoke; the coupler stuck out, making room to couple with link-and-pin.
''The 52 had balanced vales, the oil pipe extending into the cab. No switch engines [in] those days had lubricators. To oil, it was necessary to shut off the engine and pour the oil into the cup.
''Notice the water pocket in the blower pipe and mud guards over the wheels - no good oil cuts on the rods. There were also four grooves in the brasses filled with felt. This was where the grease grooves in the present brasses originated. We had plenty of trouble with hot pints and loose brasses in those days. All they had was the grease on top. I spent plenty of time riding the 627 and 628 to remedy the situation and finally went to Gloster where they were cutting up old engines. On seeing the main brasses from an oil cup rod with the felt, I had Mr. Bergstrom cut grooves across the main brasses on engine 2317 and our troubles were over. Grooves were placed in all main brasses and finally the idea was made standard on the Northern Pacific.''
p. 2
M. L. Countryman, Jr., of St. Paul, head of the Northern Pacific Railway’s Legal Department, was appointed a vice-president by company directors at a recent meeting in Chicago. His new title is Vice-President and Western Counsel.
Mr. Countryman has been associated with the Northern Pacific since 1924 and has been General Counsel since May 1, 1949.
p. 3
A New Depot At Grandview, Wash. - On The South Side Of The Tracks
Was completed July 21st, at a cost of approximately $84,000, to replace the old frame structure that stood on the north side of the tracks since 1912.
Standing before the new structures are C. M. Henley, Clerk, W. F. Thomson, Agent, and E. H. Knowles, Telegrapher.
p. 4
Singing Railroader Gets His Big Chance In ''La Tosca''
Lawrence Linnane, a Northern Pacific switch foreman who can highball with a high C with the best of tenors, sang a leading role in the opera.
Thanks to his ability to learn an operatic role nearly as fast as he can maneuver a switch engine, the handsome Irish tenor stepped into the role alongside Metropolitan Opera stars on very short notice. William Kirby, originally slated to sing the part, was called to active duty with the Army in mid-September and Linnane rushed into rehearsal for the October 2 performance.
Hailing from a family of railroad men (both his father, Bryan Linnane, and his uncle, William P. Linnane, being Northern Pacific railroaders), Lawrence is the only family member to take up operatic singing.
The Seattle Symphony Orchestra’s 1950-51 season has special significance for Northern Pacific Railway men in the Seattle area. One of their own switch foremen got the biggest break of his singing career when the season opened with the opera La Tosca October 2 at the Civic Auditorium.
Watching admiringly [from Northern Pacific 650] as Larry rehearsed on the job are Fireman J. L. Guerci and Engineer C. G. Carlson.
p. 4
Another Chance For You
To purchase the famous Northern Pacific fruit cakes for yourself and friends for the holidays.
Orders may be placed with dining car stewards or mailed to W[illiam] F. Paar, Northern Pacific Commissary, St. Paul 1, Minn.
Shipped pre-paid to any part of the U.S. in an attractive metal box, a three-pound cake for $3, or five-pound cake for $4.50. For points outside the U.S., add 75 cents.
p. 5
Section foreman P[ucci] Sabatino and his crew at Lester, Wash., are to be complimented on having worked 16,840 days without a reportable injury. T[ony] Terlicher, R. W. Adams, R. G. Scribner, Pucci Sabatino.
The Tell Tale, December, 1950
p. 1
Season’s Greetings
To Officers and Employees:
The year 1950 is almost to an end. The Northern Pacific Railway has been further improved during the year, and has rendered the high type of service in transporting passengers and freight for which it is noted.
Future earnings and maximum employment, in which all loyal employees are interested, will be dependent on our continuing to furnish safe, fast and reliable service.
I have thoroughly enjoyed serving as President since 1939. My work has been made relatively easy by the whole-hearted support and earnest efforts of the officials and employees in the office and on the line working together to make the Northern Pacific a better railroad.
I want you to know that your support during the past eleven years is fully appreciated, and I hope that everyone in our organization takes pride, as I do, in what has been accomplished.
We all reach retirement age. My term as President will end on December 31st. I will continue as a Director of the Company, will keep in close touch with the Company and its personnel, and will look forward with pleasure to seeing many of you from time to time. I will retire, believing that you will give Mr. Macfarlane the same wonderful support that you have given me.
With best Wishes to you and your families for the Holiday Season and the New Year.
Sincerely,
C. E. Denney
p. 2
Northern Pacific Motive Power - No. 11 Of A Series
Class P-1 (207-218-226-236)
By R. V. Nixon
Northern Pacific 231 was one of 23 Ten-wheelers built in 1899 by the Schenectady Locomotive Works expressly for service on the new North Coast Limited. It represented the ultimate in grace and power at the time, and was capable of hauling heavy passenger trains at a very high speed. There is quite a story behind the 231.
Hundreds of musical numbers have been written about steam locomotives, usually in a light vein or hillbilly style. The familiar musical interpretation is a rather morbid one, often of a locomotive headed for certain disaster, such as ''Wreck of the Old 97,'' ''Casey Jones,'' etc.
Yet a steam locomotive exemplifies good music '' to those who can hear it. We would like to quite the words of Arthur Honegger, famous composer of ''Pacific 231,'' outstanding symphonic sensation of the ‘twenties:
''I have always had a passionate love for locomotives; for me they are living things, and I love them as others love women or horses. What I have tried to express in the ‘231’ is not the noise of an engine, but the visual impression and the physical sensation of it. Its initial point is one of objective contemplation: the quite breathing of the engine in repose; then its effort in starting; then the gradual increase in speed as it passes from the ‘lyric’ to the ‘emotional’ state of a train weighing hundreds of tons hurling itself through the night at high speed.''
''Pacific 231'' was composed by Honegger in 1923 and was first performed in 1924 at a Kousevitzky concert in Paris. Its first performance in America was by the Boston Orchestra in October of that year. The Chicago Orchestra, under Frederick Stock, performed it a week later.
Mr. Honegger, it is understood, was a passenger on the first North Coast Limited, and it is said that his composition was inspired by Northern Pacific 231, one of the locomotives hauling the train. Truly, the 231 was worthy of inspiration as the photograph would indicate. Further inspiration, it would seem, could have been provided by the territory transversed '' the woodlands and lakes of Minnesota, the plains and badlands of North Dakota, the mountains, clear streams and evergreens of Montana and Idaho, and finally arrival at the Pacific Coast after the spectacular climb over the Cascades.
A fitting climax to the celebration of the North Coast Limited’s 50th anniversary was realized on November 4th when the Minneapolis Symphony Orchestra, conducted by Antal Dorati, presented ''Pacific 231'' at Northrup Auditorium, University of Minnesota. Many Northern Pacific officials and employees were included in the huge audience '' and we suspect they were a little more than proud of their railroad when one of the best symphony orchestras in the world completed the splendid work inspired by a Northern Pacific ''hunk of iron.''
p. 3
Darby Comes To Life
Nestled high in the Bitter Root Mountains is the town of Darby, Montana. It is served by the Northern Pacific, but what makes it more important to us is that it is also the birthplace of William Gray, Assistant Roadmaster, Billings.
William Gray is the son of Denney Gray who helped turned Darby from a ghost town into a thriving Montana industrial center, according to an article which appeared in the September issue of Readers’ Digest.
It is a pleasure to have in the Northern Pacific family a member [] public spirited enough to have devoted endless hours in the promotion and development of the State of Montana.
p 4
With The Veterans
George A. Thomson, Car Foreman, 3rd Street Coach Yards, St. Paul, retired November 30 after 40 years’ service with the Northern Pacific. Mr. Thomson started as a pipefitter at South Tacoma Shops in 1910, transferred to St. Paul in 1932 and was appointed Car Foreman in 1934, the position he held until retirement.
M. L. Purchase, Car Foreman, Northtown, is shown presenting Mr. and Mrs. Thomson a lamp as a parting gift from his co-workers.
Ninety-seven years of railroading terminates in October when J. O. Saltee and Otto Morken, both enginemen, cast off their caps, gloves, and overalls for good. Both men have traveled millions of miles with perfect safety records.
Let’s hope ''Old Faithful'' Saltee enjoys 48 years of retirement, fishing on the lakes near his home at International Falls, as much as he did that number of years of railroading, and Otto Morkem likewise 49 more years in and around Bemidji.
Their advice to young railroaders is ''Know the rules and obey them.''
Edward Riley retired as yardmaster at Duluth after 40 years’ service. In commenting on methods of railroading of yesterday as compared with the present, Mr. Riley has this to say, ''We practice Safety First these days and are all in favor of that.''
W. F. Siegfried, relay telegrapher, St. Paul, retired after 45 years of railroading, 30 of which were with the Northern Pacific. Bill’s Northern Pacific career began on the old Pasco Division. He then transferred to the Relay Division and the greater part of his service has been in St. Paul, although for a time he worked in Seattle, Spokane, and Missoula.
At a party given by members of the St. Paul Telegraph Office, F. L. Steinbright, Superintendent Telegraph, congratulates Mr. Siegfried on his splendid service record.
L. H. Blanchard retired as agent at Yakima after 49 years of railroading. His service with the Northern Pacific began in 1910, and since 1939 he has been agent.
p. 5
1879-1950
L. B. daPonte who retired April 30, 1949, as General Counsel of the Northern Pacific Railway, died November 26 at the Northern Pacific [Beneficial Association] Hospital in St. Paul. Mr. daPonte had been in the service of the Northern Pacific for 39 years.
p. 5
Expanding Auburn
The predictions and fears of the people of Slaughter in 1887 are dispelled because Auburn, Wash., today is rich with a $50 million industrial, agricultural, and residential area, a population of 7,50 that far surpasses the handful of skeptics of the ‘80s.
Located in the Green River Valley, it is famous in the locality for the richness of soil supporting vast dairies and producing and abundance of fruits and vegetables.
In 1886 it was named ''Slaughter'' after gallant Lt. W. A. Slaughter who was killed in 1855 during the Indian War. In 1893 it was changed to Auburn so that no longer as of old a hotel runner can greet a train with ''Right this way to the Slaughter House.''
The now well-known Northern Pacific Auburn yard is of 1913 origin and has enlarged until today the average monthly Northern Pacific payroll is $200,000.
Auburn is the gateway to lofty Mount Rainier and resorts catering to summer and winter sports of one’s choosing. More than 20 lakes are within a ten-mile radius. Natural resources in the locality are coal, sand and gravel, timbers, silica for pottery and associated uses.
The Northern Pacific contributes greatly to the support and future of Auburn with its extensive investments in modern Diesel house, car shops, ice house, rail yard, store and train classification yard, and in time of war its value to the armed forces.
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Author: John A. Phillips, III. Title: Nifty Fifty Tell Tale.
URL: home.netcom.com/~whstlpnk/niftyfiftytelltale.html. © December 20, 2004 |