Great Northern Railway (U.S.)

The Great Northern Railway (reporting mark GN) was an American Class I railroad. Running from Saint Paul, Minnesota, to Seattle, Washington, it was the creation of 19th-century railroad entrepreneur James J. Hill and was developed from the Saint Paul & Pacific Railroad. The Great Northern's route was the northernmost transcontinental railroad route in the U.S.

This article is about the US railway. For other railways with the same name, see Great Northern Railway.

Great Northern Railway
GN system map, circa 1918; dotted lines represent nearby railroads
Overview
HeadquartersSaint Paul, Minnesota
Reporting markGN
Locale
Dates of operation1889–1970
SuccessorBurlington Northern Railroad
Technical
Track gauge4 ft 8 1⁄2 in (1,435 mm)
Length8,368 miles (13,467 kilometres)
GN's 4-8-4 S-2 "Northern" class locomotive #2584 and nearby sculpture, U.S.–Canada Friendship in Havre, Montana

In 1970 the Great Northern Railway merged with three other railroads to form the Burlington Northern Railroad, which merged in 1996 with the Atchison, Topeka and Santa Fe Railway to form the Burlington Northern and Santa Fe Railway.

The Great Northern was the only successfully built privately funded transcontinental railroad in U.S. history.[1][2] No federal subsidies were used during its construction, unlike all other transcontinental railroads.[1]

History
William Crooks 1939 with the Great Northern logo above the drivers

The Great Northern was built in stages, slowly to create profitable lines, before extending the road further into the undeveloped Western territories. In a series of the earliest public relations campaigns, contests were held to promote interest in the railroad and the ranchlands along its route. Fred J. Adams used promotional incentives such as feed and seed donations to farmers getting started along the line. Contests were all-inclusive, from largest farm animals to largest freight carload capacity and were promoted heavily to immigrants and newcomers from the East.[3]

The very first predecessor railroad to the company was the St. Paul and Pacific Railroad owned by William Crooks. He had gone bankrupt running a small line between St. Paul and Minneapolis. He named the locomotive he ran for himself and the William Crooks would be the first locomotive of the Great Northern Railway. J.J. Hill convinced New York banker John S. Kennedy, Norman Kittson (a wealthy fur trader friend), Donald Smith (a Hudson's Bay Company executive), George Stephen (Smith's cousin and president of the Bank of Montreal), and others to invest $5.5 million in purchasing the railroad.[4] On March 13, 1878, the road's creditors formally signed an agreement transferring their bonds and control of the railroad to J.J. Hill's investment group.[5] On September 18, 1889, Hill changed the name of the Minneapolis and St. Cloud Railway (a railroad which existed primarily on paper, but which held very extensive land grants throughout the Midwest and Pacific Northwest) to the Great Northern Railway. On February 1, 1890, he consolidated his ownership of the StPM&M, Montana Central Railway, and other rail lines to the Great Northern.[6]

The Great Northern had branches that ran north to the Canada–US border in Minnesota, North Dakota, and Montana. It also had branches that ran to Superior, Wisconsin, and Butte, Montana, connecting with the iron range of Minnesota and copper mines of Montana. In 1898 Hill purchased control of large parts of the Messabe Iron Range in Minnesota, along with its rail lines. The Great Northern began large-scale shipment of ore to the steel mills of the Midwest.[7]

Revenue freight traffic, in millions of net ton-miles (incl FG&S; not incl PC or MA&CR)
YearTraffic
1925 8521
1933 5434
1944 19583
1960 15831
1967 17938
Source: ICC annual reports

The railroad's best-known engineer was John Frank Stevens, who served from 1889 to 1903. Stevens was acclaimed for his 1889 exploration of Marias Pass in Montana and determined its practicability for a railroad. Stevens was an efficient administrator with remarkable technical skills and imagination. He discovered Stevens Pass through the Cascade Mountains, set railroad construction standards in the Mesabi Range, and supervised the construction of the Oregon Trunk Line. He then became the chief engineer of the Panama Canal.[8]

The logo of the railroad, a Rocky Mountain goat, was based on a goat William Kenney, one of the railroad's presidents, had used to haul newspapers as a boy.[9][10][11]

Mainline

The mainline began at Saint Paul, Minnesota, heading west along the Mississippi River bluffs, crossing the river to Minneapolis on a massive multi-piered stone arch bridge just below the Saint Anthony Falls. The bridge ceased to be used as a railroad bridge in 1978 and is now used as a pedestrian river crossing with excellent views of the falls and of the lock system. The mainline headed northwest from the Twin Cities, across North Dakota and eastern Montana. The line then crossed the Rocky Mountains at Marias Pass. It then followed the Flathead River and then Kootenai River to Bonners Ferry, Idaho, south to Sandpoint, Idaho, west to Newport, Washington, and then to Spokane, Washington. The extensive railroad facility of Hillyard, Washington was built along the line. From there the mainline crossed the Cascade Mountains through the Cascade Tunnel under Stevens Pass, reaching Seattle, Washington, in 1893, with the driving of the last spike at Scenic, Washington, on January 6, 1893.

The main line west of Marias Pass has been relocated twice. The original route over Haskell Pass, via Kalispell and Marion, Montana was replaced in 1904 by a more circuitous but flatter route via Whitefish and Eureka, joining the Kootenai River at Rexford, Montana. A further reroute was necessitated by the construction of the Libby Dam on the Kootenai River in the late 1960s. The United States Army Corps of Engineers built a new route through the Salish Mountains, including the 7-mile-long Flathead Tunnel, second-longest in the United States, to relocate the tracks away from the Kootenai River. This route opened in 1970. The surviving portions of the older routes (from Columbia Falls to Kalispell and Stryker to Eureka), are now operated by Watco as the Mission Mountain Railroad.

The Great Northern mainline crossed the continental divide through Marias Pass, the lowest crossing of the Rockies south of the Canada–US border. Here, the mainline forms the southern border of Glacier National Park, which the GN promoted heavily as a tourist attraction. GN constructed stations at East Glacier and West Glacier entries to the park, stone and timber lodges at the entries and other inns and lodges throughout the Park. Many of the structures have been listed on the National Register of Historic Places due to unique construction, location, and the beauty of the surrounding regions.

In 1931 the GN also developed the "Inside Gateway", a route to California that rivaled the Southern Pacific Railroad's route between Oregon and California. The GN route was further inland than the SP route and ran south from the Columbia River in Oregon. The GN connected with the Western Pacific at Bieber, California; the Western Pacific connected with the Atchison, Topeka, and Santa Fe in Stockton, California, and together the three railroads (GN, WP, and ATSF) competed with Southern Pacific for traffic between California and the Pacific Northwest. With a terminus at Superior, Wisconsin, the Great Northern was able to provide transportation from the Pacific to the Atlantic by taking advantage of the shorter distance to Duluth from the ocean, as compared to Chicago.

Settlements
A 1909 ad aimed at settlers from a St. Paul Newspaper

The Great Northern energetically promoted settlement along its lines in North Dakota and Montana, especially by Germans and Scandinavians from Europe. The Great Northern bought its lands from the federal government – it received no land grants – and resold them to farmers one by one. It operated agencies in Germany and Scandinavia that promoted its lands, and brought families over at low cost, building special colonist cars to transport immigrant families. The rapidly increasing settlement in North Dakota's Red River Valley along the Minnesota border between 1871 and 1890 was a major example of large-scale "bonanza" farming.[12][13][14]

Later history

During WWII the Army moved its Military Railway Service(MRS) Headquarters to Fort Snelling. The MRS worked collaboratively with commercial Railroading in the U.S. The Great Northern sponsored the 704th Grand Railroad Division. It was the second Grand Division that the Army stoodup. The Great Northern also sponsored the 732nd Railroad Operating Battalion(ROB). They were one of two spearhead ROBs. The 732nd operated in support of the Patton's 3rd Armored Division crossing into Germany with them. The Officers of the 732nd were all previous employees of the Great Northern.

On March 2, 1970, the Great Northern, together with the Northern Pacific Railway, the Chicago, Burlington and Quincy Railroad and the Spokane, Portland and Seattle Railway merged to form the Burlington Northern Railroad. The BN operated until 1996, when it merged with the Atchison, Topeka and Santa Fe Railway to form the Burlington Northern and Santa Fe Railway.

The Great Northern Railway is considered to have inspired (in broad outline, not in specific details) the Taggart Transcontinental railroad in Ayn Rand's Atlas Shrugged.[15] The railroad is mentioned in the lyrics of the Grateful Dead song Jack Straw: "Great Northern, out of Cheyenne, from sea to shining sea".

In Season One of Hey Arnold, the episode "Haunted Train" depicts the fictitious Engine 25, a 4-8-2 under the GNR mantle wrecked near Arnold's hometown due to a psychotic engineer. Now the ghost of the train apparently picks up unsuspecting passengers and takes them to Hell, driven by the insane engineer.

In the final scenes of Hostiles, the Great Northern Railway will transport Capt. Blocker, Mrs. Quaid and Little Bear from Butte, Montana to Chicago, Illinois.

Preserved steam locomotives
Locomotive NumberClassTypeBuiltRetiredCityLocationExtra Info
1 - William Crooks14-4-018619/1897Duluth, MNLake Superior Railroad MuseumOwned by the Minnesota Historical Society
1147F-82-8-08/19026/1956Wenatchee, WACity Park
1246F-82-8-011/19077/1953Merrill, OROn Private PropertyFred Kepner Collection
1355H-54-6-2Rebuilt from E-14 1020 5/19247/1955Sioux City, IAMilwaukee ShopsCompleted Cosmetic Restoration
2507P-24-8-210/192312/1957Wishram, WAAt Wishram DepotHidden Under Shelter
2523P-24-8-210/19234/1958Willmar, MNKandiyohi County Historical Society
2584S-24-8-43/193012/1957Havre, MTHavre DepotLargest surviving GN steam locomotive
3059O-12-8-22/191312/1957Williston, NDWilliston Depot

Passenger service
Great Northern Station, Minneapolis, Minnesota, which also served the Northern Pacific Railway. This historic depot was razed in 1978.

GN operated various passenger trains, but the Empire Builder was their premier passenger train. It was named in honor of James J. Hill, known as the "Empire Builder." Amtrak still operates the Empire Builder today, running it over the old Great Northern's Northern Transcon north of St. Paul.

Named trains
  • Alexandrian: St. Paul–Fargo
  • Badger Express: St. Paul-Superior/Duluth (later renamed Badger)
  • Cascadian: Seattle–Spokane (1909-1959)
  • Dakotan: St. Paul-Minot
  • Eastern Express: Seattle-St. Paul (1903–1906) (replaced by Fast Mail in 1906)[16]
  • Empire Builder: Chicago-Seattle/Portland (1929–present)
  • Fast Mail No. 27: St. Paul–Seattle (1906–1910) (renamed The Oregonian in 1910)[16]
  • Glacier Park Limited: St. Paul–Seattle (1915-1929) (replaced by Empire Builder in 1929)[16]
  • Gopher: St. Paul-Superior/Duluth
  • Great Northern Express: (1909–1918) Kansas City-Seattle[17][18]
  • International: Seattle-Vancouver, B.C.
  • Oregonian : St. Paul–Seattle (1910–1915) (replaced by Glacier Park Limited in 1915)[16]
  • Oriental Limited : Chicago-St. Paul-Seattle (replaced by Western Star in 1951)
  • Puget Sound Express: St. Paul-Seattle (1903–1906) (replaced by Fast Mail in 1906)[16]
  • Red River Limited: Grand Forks-St. Paul (later renamed Red River)
  • Seattle Express[19]
  • Southeast Express: (1909–1918) Seattle-Kansas City[17][20]
  • Western Star : Chicago-St. Paul-Seattle-Portland
  • Winnipeg Limited: St. Paul-Winnipeg

Unnamed trains

Rails to trails

In addition to the Stone Arch Bridge, parts of the railway has been turned into pedestrian and bicycle trails. In Minnesota, the Cedar Lake Trail is built in areas that were formerly railroad yards for the Great Northern Railway and the Minneapolis and St. Louis Railway. Also in Minnesota, the Dakota Rail Trail is built on 26.5 miles of the railroad right-of-way. Further west, the Iron Goat Trail in Washington follows the late 19th-century route of the Great Northern Railway through the cascades and gets its name from the railway's logo.[21][22]

See also

Footnotes
  1. "James J. Hill: Transforming the American Northwest – Daniel Oliver". fee.org. July 1, 2001. Retrieved May 4, 2018.
  2. "Archived copy". Archived from the original on March 7, 2018. Retrieved February 1, 2018.CS1 maint: archived copy as title (link)
  3. Martin (1991), chapter 12.
  4. Malone (1996), p. 38-41.
  5. Malone (1996), p. 49.
  6. Yenne (2005), p. 23.
  7. Hofsommer (1996).
  8. Hidy & Hidy (1969).
  9. The Great Northern Goat. 10–15. 1939. p. 11.
  10. Downs, Winfield Scott (1940). Encyclopedia of American Biography. American Historical Company.
  11. ""Kenney's Goat" Story Recalled". Spokane Daily Chronicle. November 12, 1931. p. 1.
  12. Murray (1957), p. 57-66.
  13. Hickcox (1983), p. 58-67.
  14. Zeidel (1993), p. 14–23.
  15. Rand, Peikoff & Schwartz (1989), p. 92.
  16. "Glacier Park Limited". Ted's Great Northern Homepage. Archived from the original on March 26, 2012. Retrieved March 6, 2012.
  17. "Transcontinental Trains". Ted's Great Northern Homepage. Archived from the original on March 26, 2012. Retrieved March 6, 2012.
  18. "Great Northern Express". Ted's Great Northern Homepage. Archived from the original on March 26, 2012. Retrieved March 6, 2012.
  19. "Archives West: Great Northern Railway Company Wellington Disaster records, 1907–1911". nwda-db.wsulibs.wsu.edu. Archived from the original on August 23, 2011. Retrieved May 4, 2018.
  20. "Three Daily Trains". Great Northern Railway. c. 1912. Archived from the original on May 4, 2018. Retrieved March 6, 2012.
  21. Andrew Weber; Bryce Stevens (February 1, 2010). 60 Hikes Within 60 Miles: Seattle: Including Bellevue, Everett, and Tacoma. Menasha Ridge Press. p. 232. ISBN 978-0-89732-812-8. Archived from the original on May 4, 2018.
  22. Mike McQuaide (2005). Day Hike! Central Cascades: The Best Trails You Can Hike in a Day. Sasquatch Books. p. 30. ISBN 978-1-57061-412-5. Archived from the original on May 4, 2018.

References
  • Doyle, Ted. "Great Northern Flyer". Teds' Great Northern Homepage.
  • Hickcox, David H. (1983). "The Impact of the Great Northern Railway on Settlement in Northern Montana, 1880–1920". Railroad History. 148 (Spring 1983): 58–67. JSTOR 43523868.
  • Hidy, Ralph; Hidy, Muriel E. (1969). "John Frank Stevens, Great Northern Engineer" (PDF). Minnesota History. 41 (8): 345–361.
  • Hidy, Ralph W.; Hidy, Muriel E.; Scott, Roy V.; Hofsummer, Don L. (2004) [1988]. The Great Northern Railway: A History. Minneapolis: Minnesota University Press. ISBN 978-0-816-64429-2. OCLC 54885353.
  • Hofsommer, Don L. (1996). "Ore Docks and Trains: The Great Northern Railway and the Mesabi Range". Railroad History. 174 (Spring 1996): 5–25. JSTOR 43521883.
  • Malone, James P. (1996). James J. Hill: Empire Builder of the Northwest. Norman, OK, USA: University of Oklahoma Press. ISBN 978-0806128603.
  • Martin, Albro (1991). James J. Hill and the Opening of the Northwest. Minnesota Historical Society Press. ISBN 978-0873512619.
  • Murray, Stanley N. (1957). "Railroads and the Agricultural Development of the Red River Valley of the North, 1870–1890". Agricultural History. 31 (4). JSTOR 3740486.
  • Rand, Ayn; Peikoff, Leonard; Schwartz, Peter (1989). The Voice of Reason: Essays in Objectivist Thought. New American Library. ISBN 9780453006347.
  • Sherman, T. Gary (2004). Conquest and Catastrophe: The Triumph and Tragedy of the Great Northern Railway Through Stevens Pass. Bloomington, Indiana: AuthorHouse. ISBN 978-1-4184-9575-6.
  • Sobel, Robert (1974). "Chapter 4: James J. Hill". The Entrepreneurs: Explorations within the American business tradition. Weybright & Talley. ISBN 978-0-679-40064-6.
  • Strauss, John F. (Jr.) (1993). Great Northern Pictorial – Volume 3. La Mirada, California: Four Ways West Publications. ISBN 0-9616874-8.CS1 maint: ignored ISBN errors (link)
  • Strauss, John F. (Jr.) (1994). Great Northern Pictorial – Volume 4. La Mirada, California: Four Ways West Publications. ISBN 1-885614-01-2.
  • Whitney, F.I. (1894). "Valley, Plain and Peak. Scenes on the line of the Great northern railway". St. Paul, Minnesota: Great Northern Railway Office of the general passenger and ticket agent. Cite journal requires |journal= (help)
  • Wilson, Jeff (2000). Great Northern Railway in the Pacific Northwest (Golden Years of Railroading). Waukesha, Wisconsin: Kalmbach Publishing. ISBN 978-0-89024-420-3.
  • Wood, Charles (1989). Great Northern Railway. Edmonds, Washington: Pacific Fast Mail. ISBN 978-0-915713-19-6.
  • Yenne, Bill (2005). Great Northern Empire Builder. St. Paul, Minnesota: MBI. ISBN 978-0-7603-1847-8.
  • Zeidel, Robert F (1993). "Peopling the Empire: The Great Northern Railroad and the Recruitment of Immigrant Settlers to North Dakota". North Dakota History. 60 (2): 14–23.
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