Northern Pacific Railway

Die Northern Pacific Railway (NP) war eine US-amerikanische Eisenbahngesellschaft. Sitz des Unternehmens war St. Paul (Minnesota). Die Gesellschaft wurde auf Initiative der Regierung in Washington gegründet um eine transkontinentale Eisenbahnverbindung im Norden der Vereinigten Staaten zu bauen. 1970 ging die Northern Pacific in die Burlington Northern Railroad auf. Das 10.900 km umfassende Streckennetz der Northern Pacific bestand im groben aus der Hauptstrecke von Duluth am Oberen See nach Seattle. Die Strecke führte über Fargo, Bismarck, Glendive, Billings, Missoula, Spokane und Tacoma. Nebenstrecken führten nach Portland (Oregon), Winnipeg und Minneapolis/St. Paul. Die Bahngesellschaft entstand am 2. Juli 1864 als Northern Pacific Railroad. Als Strecke war eine Verbindung zwischen vom Oberen See zum Puget Sound vorgesehen. Zur Unterstützung des Bahnbaus erhielt die Gesellschaft Staatsland entlang der Strecke und es wurden Schuldverschreibungen in Höhe von 30 Millionen Dollar ausgegeben. Mit den Bauarbeiten wurde 1870 begonnen. Man begann in Carlton (Minnesota) wo eine Verbindung zur Lake Superior and Mississippi Railroad bestand, die zwei Jahre später angemietet wurde und damit die Verbindung nach Duluth sicherte. 1873 war die Strecke bis Bismarck in North Dakota fertiggestellt, sowie am westlichen Ende die Strecke Kalama – Tacoma. Während der Wirtschaftskrise von 1873 geriet die Northern Pacific in Schwierigkeiten und musste 1875 Konkurs anmelden. Mit der Reorganisation des Unternehmens wurden die Schuldverschreibungen in Aktien umgewandelt. 1881 übernahm Henry Villard die Kontrolle des Unternehmens. Unter seiner Führung erfolgte am 8. September 1883 bei Garrison (Montana) der Lückenschluss des Streckennetzes. Zwischen Wallula Junction und Portland mussten aber noch die Gleise der Oregon Railway and Navigation Co. entlang des Columbia River genutzt werden, die jedoch auch im Besitz von Villard war. Deshalb begann man mit dem Bau einer Strecke über den Stampede Pass. Der Passtunnel wurde 1888 fertiggestellt und in Betrieb genommen. Nach einem erneuten Konkurs wurde 1896 die Bahngesellschaft unter dem Namen Northern Pacific Railway weitergeführt. Sie begann mit der Verbindung von Carton Junction in Minnesota nach Wallula Junction im an Kanada grenzenden Pazifikstaat Washington. 1900 wurde die St. Paul and Duluth Railroad erworben und ein Jahr später die Seattle and International Railway. 1901 übernahm die Northern Pacific gemeinsam mit der Great Northern Railway 98% der Aktien der Chicago, Burlington and Quincy Railroad. Im selben Jahr wurde durch James J. Hill und J. P. Morgan die Northern Securities Co. gegründet. Und deren Dach wurden die beiden im Besitz von Hill befindlichen Gesellschaften Northern Pacific und Great Northern vereint. Der Oberste Gerichtshof löste diese Verbindung 1904 per Beschluss auf. Trotzdem wurde durch die beiden Unternehmen 1905 die Spokane, Portland and Seattle Railway zum Bau einer Strecke von Spokane nach Portland gegründet. Ein erneuter Versuch der Fusion beider Unternehmen wurde 1927 unternommen, der jedoch von der Interstate Commerce Commission nur unter starken Auflagen genehmigt worden wäre. Ab 1956 wurde erneut mit Studien über eine Fusion der Northern Pacific und der Great Northern begonnen. Dies führte am 2. März 1970 zur Bildung der Burlington Northern Railroad (BN). 1995 fusionierte die BN mit der Atchison, Topeka and Santa Fe Railway zur Burlington Northern Santa Fe Railway fusionierte. Quelle: Wikipedia - Die freie Enzyklopädie

Northern Pacific Railway From Wikipedia, the free encyclopedia (Redirected from Northern Pacific) The Northern Pacific Railway (AAR reporting marks NP) was a railway that operated in the north-central region of the United States. The railroad served a large area, including extensive trackage in the states of Idaho, Minnesota, Montana, North Dakota, Oregon, Washington and Wisconsin. The company was headquartered first in Brainerd, Minnesota, then in St. Paul, Minnesota. Contents History The Northern Pacific was chartered on July 2, 1864 as the first northern transcontinental railroad in the United States. It was granted some 47,000,000 acres (190,000 km?) of land in exchange for building rail transportation to an undeveloped territory. Josiah Perham (for whom Perham, Minnesota is named) was elected its first president on December 7, 1864. For the next six years, backers of the road struggled to find financing. Though John Gregory Smith succeeded Perham as president on January 5, 1866, groundbreaking did not take place until February 15, 1870, at Thompson Junction, Minnesota, 25 miles (40 km) west of Duluth, Minnesota. The backing and promotions of famed Civil War financier Jay Cooke in the summer of 1870 brought the first real momentum to the company. Over the course of 1870, the Northern Pacific pushed westward from Minnesota into present-day North Dakota. It also began reaching from Kalama, Washington Territory, on the Columbia River outside of Portland, Oregon, towards Puget Sound. Four small construction engines were purchased, the Minnetonka, Itaska, Ottertail and St. Cloud, the first of which was shipped to Kalama by ship around Cape Horn. In Minnesota, the Lake Superior and Mississippi Railroad completed construction of its 155 mile (250 km) line stretching from St. Paul, Minnesota, to Lake Superior at Duluth in 1870. It was leased to the Northern Pacific the following year, and was eventually absorbed by the Northern Pacific. In 1871, Northern Pacific completed some 230 miles (370 km) of railroad on the east end of its system, reaching out to Moorhead, Minnesota, on the North Dakota border. In the west, the track extended 25 miles north from Kalama. Surveys were carried out in North Dakota protected by 600 troops from General Winfield Scott Hancock. Headquarters and shops were established in Brainerd, Minnesota, a town named for the President John Gregory Smith's wife Anna Elizabeth Brainerd. In 1872, the company put down 164 miles (264 km) of main line across North Dakota, with an additional 45 miles (72 km) in Washington. On November 1, General George Washington Cass became the third president of the company. Cass had been a vice-president and director of the Pennsylvania Railroad, and would lead the Northern Pacific through some of its most difficult times. Attacks on survey parties and construction crews building into Native American homelands in North Dakota became so prevalent the company appealed for Army protection from President Ulysses S. Grant. In 1872 the Northern Pacific also opened colonization offices in Europe, seeking to attract settlers to the sparsely populated and undeveloped region it served. Survey parties accompanied by Federal troops, railroad construction, permanent settlement and development, along with the discovery of gold in nearby South Dakota, all served as a backdrop leading up to the Battle of the Little Bighorn and the defeat of General George Armstrong Custer in 1876. In 1873, Northern Pacific made impressive strides before a terrible stumble. Rails from the east reached the Missouri River on June 4. After several years of study, Tacoma, Washington, was selected as the road's western terminus on July 14. However, for the past three years the financial house of Jay Cooke and Company had been throwing money into the construction of the Northern Pacific. Like many western transcontinentals, the staggering costs of building a railroad into a vast wilderness were drastically underestimated. For a variety of reasons, led by the costs of constructing the railroad itself, Cooke and Company closed its doors on September 18. Soon, the Panic of 1873 engulfed the United States, ushering in a severe recession which would drag on for several years. The Northern Pacific, however, survived bankruptcy that year, due to austerity measures put in place by President Cass. In fact, working with last-minute loans from Director John Commiger Ainsworth of Portland, the Northern Pacific completed the line from Kalama to Tacoma, 110 miles (177 km), before the end of the year. On December 16, the first steam train arrived in Tacoma. The year of 1874, however, found the company moribund. Northern Pacific slipped into its first bankruptcy on June 30, 1875. Cass resigned to become receiver of the company, and Charles Barstow Wright became fourth president of the company. Frederick Billings, namesake of Billings, Montana, formulated a reorganization plan which was put into effect. This same year George Custer was assigned to Fort Rice, Dakota Territory, and charged with protecting railroad survey and construction crews. In 1877, construction resumed in a small way. Northern Pacific pushed a branch line north from Tacoma to Puyallup, Washington, where it turned east to reach coal fields around Wilkeson, Washington. Much of the coal was destined for export through Tacoma to San Francisco, California, where it would be thrown into the fireboxes of Central Pacific Railroad steam engines. This small amount of construction was one of the largest projects the company would undertake in the years between 1874 and 1880. That same year the company built a large shop complex at South Tacoma, Washington. For many years the shops at Brainerd and South Tacoma would carry out heavy repairs and build equipment for the railroad. On May 24, 1879, Vermont lawyer Frederick Billings became the president of the company. Billings tenure would be short but ferocious. Reorganization, bond sales, and improvement in the U.S. economy allowed Northern Pacific to strike out across the Missouri River by letting a contract to build 100 miles (160 km) of railroad west of the river. The railroad's new-found strength, however, would be seen as a threat in certain quarters. Ferdinand Heinrich Gustav Hilgard had been born in Bavaria in 1835, emigrating to America in 1853, at the ripe old age of 18. Settling in Illinois, the well-educated Hilgard became a journalist and editor, covering the Lincoln-Douglas debates, then the American Civil War for the larger New York papers, changing his name to Henry Villard along the way. He went back to his native Germany in 1871, where he came in contact with European financial interests speculating in American railroads. When he returned to the United States after the Panic of 1873, he was the representative of these concerns. In the few short years prior to 1880, Villard intervened on the behalf of these interests in several transportation systems in Oregon. Through Villard's work, most of these lines wound up in the hands of the European creditors' holding company, the Oregon and Transcontinental. Of the lines held by the Oregon and Transcontinental, the most important was the Oregon Railway and Navigation Company, a line running east from Portland along the south bank of the Columbia River to a connection with the Union Pacific Railroad's Oregon Short Line at the confluence of the Columbia River and the Snake River near Wallula, Washington. Within a decade of his return, Henry Villard became the head of a transportation empire in the Pacific Northwest that had but one real competitor, the ever-expanding Northern Pacific. Northern Pacific's completion threatened the holdings of Villard in the Northwest, and especially in Portland. Portland would become a second-class city if the Puget Sound ports at Tacoma and Seattle, Washington were connected to the East by rail. Villard, who had been building a monopoly of river and rail transportation in Oregon for several years, now launched a daring raid. Using his European connections and a reputation for having "bested" Jay Gould in a battle for control of the Kansas Pacific years before, Villard solicited — and raised — $8 million from his associates. This was his famous "Blind Pool," Villard's associates were not told what the money would be used for. In this case, the funds were used to purchase control of the Northern Pacific. Despite a tough fight, Billings and his backers were forced to capitulate; he resigned the presidency June 9. Ashabel H. Barney was brought in as an interim caretaker of the railroad from June 19 to September 15, when Villard was finally elected president by the stockholders. For the next two years, Villard and the Northern Pacific rode the whirlwind. In 1882, 360 miles (580 km) of main line and 368 miles (592 km) of branch line were completed, bringing totals to 1,347 miles (2,168 km) and 731 miles (1,176 km), respectively. On October 10, 1882, the line from Wadena, Minnesota, to Fergus Falls, Minnesota, opened for service. The Missouri River was bridged with a million-dollar span on October 21, 1882. The Missouri had been handled by a ferry service most of the year. During winters, when ice was thick enough, the rails were laid across the river itself. General Herman Haupt another veteran of the Civil War and the Pennsylvania Railroad, set up the Northern Pacific Beneficial Association on August 19. A forerunner of the modern health maintenance organization, the NPBA ultimately established a series of four hospitals across the system in St. Paul, Minnesota, Glendive, Montana, Missoula, Montana, and Tacoma, Washington, to care for employees, retirees, and their families. Events reached their climax in 1883. On January 15 the first train reached Livingston, Montana, at the eastern foot of Bozeman Pass. Livingston, like Brainerd and South Tacoma before it, would grow to encompass a large backshop handling heavy repairs for the railroad. It would also mark the east-west dividing line on the Northern Pacific system. Villard pushed hard for the completion of the Northern Pacific in 1883. During Villard's presidency, crews were averaging a mile and half (2.4 km) of track laying each day. Finally, in September, the line neared completion. To celebrate, Villard chartered four trains to carry visitors from the East to Gold Creek in central Montana. No expense was spared and the list of dignitaries included Frederick Billings, Ulysses S. Grant, and Villard's in-laws, the family of abolitionist William Lloyd Garrison. On September 8, the Gold Spike was driven at Gold Creek. However, Villard's fall turned out to be even swifter than his ascendancy. Like Jay Cooke, the enormous costs of constructing the railroad now consumed him. Wall Street bears attacked the stock shortly after the Gold Spike, after the realization that the Northern Pacific was a very long road with very little business. Villard himself is said to have suffered a nervous breakdown in the days following the Gold Spike, and he left the presidency of the Northern Pacific and the United States to convalesce in Germany in January, 1884. Again, the presidency of the Northern Pacific was handed to a professional railroader, Robert Harris, former head of the Chicago, Burlington and Quincy Railroad. For the next four years, until the return of the Villard clique, Harris worked at improving the property and breaking away from its tangled relationship with the Oregon Railway and Navigation Company. Throughout the middle 1880s, the Northern Pacific pushed to reach Puget Sound directly, rather than a roundabout route following the Columbia River. Surveys of the Cascade Mountains, carried out intermittently since the 1870s, now began anew. Virgil Gay Bogue, a veteran civil engineer, was sent to explore the Cascades again. On March 19, 1881, he discovered Stampede Pass. In 1884, after the departure of Villard, the Northern Pacific began building toward Stampede Pass from Wallula in the east and the area of Wilkeson in the west. By the end of the year, rails had reached Yakima, Washington in the east. A 77 mile (124 km) gap remained in 1886. In January of that year, Nelson Bennett was given a contract to construct a 9,850 foot (3,002 metre) tunnel under Stampede Pass. The contract specified a short amount of time for completion, and a large penalty if the deadline were missed. While crews worked on the tunnel, the railroad built a temporary switchback route across the pass. With numerous timber trestles and grades which approached six percent, the temporary line required the two largest locomotives in the world (at that time) to handle a tiny five-car train. On May 3, 1888 crews holed through the tunnel, and on May 27 the first train direct to Puget Sound passed through. Despite this success, the Northern Pacific, like many U.S. roads, was living on borrowed time. From 1887 until 1893 Henry Villard returned to the board of directors. Though offered the presidency, he refused. However, an associate of Villard dating back to his time on the Kansas Pacific, Thomas Fletcher Oakes, assumed the presidency on September 20, 1888. In an effort to garner business, the Villard regime pursued an aggressive policy of branch line expansion. In addition, the Northern Pacific experienced the first competition in the form of James Jerome Hill and his Great Northern Railway. The Great Northern, like the Northern Pacific before it, was pushing west from the Twin Cities towards Puget Sound, and would be completed in 1893. To combat the Great Northern, in a few instances Villard built branch line mileage simply to occupy a territory, regardless of whether the territory offered the railroad any business. Mismanagement, sparse traffic, and the Panic of 1893 sounded the death knell for the Northern Pacific and Villard's interest in railroading. The company slipped into its second bankruptcy on October 20, 1893. Oakes was named receiver and Brayton C. Ives, a former chairman of the New York Stock Exchange became president. For the next three years, the Villard-Oakes interests and the Ives interest feuded for control of the Northern Pacific. Oakes was eventually forced out as receiver, but not before three separate courts were claiming jurisdiction over the Northern Pacific's bankruptcy. Things came to a head in 1896, when first Edward D. Adams was appointed president, then less than two months later, Edwin Winter. Ultimately, the task of straightening out the muddle of the Northern Pacific was John Pierpont Morgan. Morganization of the Northern Pacific, a process which befell many U.S. roads in the wake of the Panic of 1893, was handed to Morgan lieutenant Charles Henry Coster. The new president, beginning September 1, 1897, was Charles Sanger Mellen. Though James J. Hill had purchased an interest in the Northern Pacific during the troubled days of 1896, Coster and Mellen would advocate, and follow, a staunchly independent line for the Northern Pacific for the next four years. Only the early death of Coster from overwork, and the promotion of Mellen to head the Morgan-controlled New York, New Haven and Hartford Railroad in 1903, would bring the Northern Pacific closer to the orbit of James J. Hill. In the late 1880s, the Villard regime, in another one of its costly missteps, attempted to stretch the Northern Pacific from the Twin Cities to the all-important rail hub of Chicago, Illinois. A costly project was begun in creating a union station and terminal facilities for a Northern Pacific which had yet to arrive. Rather than build directly down to Chicago, perhaps following the Mississippi River as the Chicago, Burlington and Quincy had done, Villard chose to lease the Wisconsin Central. Some backers of the Wisconsin Central had long associations with Villard, and an expensive lease was worked out between the two companies which was only undone by the Northern Pacific's second bankruptcy. The ultimate result was that the Northern Pacific was left without a direct connection to Chicago, the primary interchange point for most of the large U.S. railroads. Fortunately, the Northern Pacific was not alone. James J. Hill, controller of the Great Northern, which was completed between the Twin Cities and Puget Sound in 1893, also lacked a direct connection to Chicago. Hill went looking for a road with an existing route between the Twin Cities and Chicago which could be rolled into his holdings and give him a stable path to that important interchange. At the same time, Edward Henry Harriman, head of the Union Pacific Railroad, was also looking for a road which could connect his company to Chicago. The road both Harriman and Hill looked at was the Chicago, Burlington and Quincy. To Harriman, the Burlington was a road which paralleled much of his own, and offered tantalizing direct access to Chicago. For Hill as well there was the possibility of a high-speed link directly with Chicago. Though the Burlington did not parallel the Great Northern or the Northern Pacific, it would give them a powerful railroad in the central West. Harriman was the first to approach the Burlington's aging chieftain, the irascible Charles Elliott Perkins. The price for control of the Burlington, as set by Perkins, was $200 a share, more than Harriman was willing to pay. Hill, however, met the price, and control of the Burlington was divided equally at about 48.5 percent each between the Great Northern and the Northern Pacific. Not to be outdone, Harriman now came up with a crafty plan: Buy a controlling interest in the Northern Pacific and use its power on the Burlington to place friendly directors upon its board. On May 3, 1901, Harriman began his stock raid which would become known as the Northern Pacific Corner. By the end of the day he was short just 40,000 shares of common stock. Harriman placed an order to cover this, but was overridden by his broker, Jacob Schiff, of Kuhn, Loeb & Co. Hill, on the other hand, reached the vacationing Morgan in Italy and managed to place an order for 150,000 shares of common stock. Though Harriman might be able to control the preferred stock, Hill knew the company bylaws allowed for the holders of the common stock to vote to retire the preferred. In three days, however, the Harriman-Hill imbroglio managed to wreak havoc on the stock market. Northern Pacific stock was quoted at $150 a share on May 6, and is reported to have traded as much as $1,000 a share behind the scenes. Harriman and Hill now worked to settle the issue for brokers to avoid panic. Hill, for his part, attempted to avoid future stock raids by placing his holdings in the Northern Securities Company, a move which would be undone by the Supreme Court in 1904 under the auspices of the Sherman Anti-Trust Act. Harriman was not immune either; he was forced to break up his holdings in the Union Pacific and the Southern Pacific Railroad a few years later. In 1903, Hill finally got his way with the House of Morgan. Howard Elliott, another veteran of the Chicago, Burlington and Quincy, became president of the Northern Pacific on October 23. Elliott was a relative of the Burlington's crusty chieftain Charles Elliott Perkins, and more distantly the Burlington's great backer, John Murray Forbes. He had spent twenty years in the trenches of Midwest railroading, where rebates, pooling, expansion and rate wars had brought ruinous competition. Having seen the effects of having multiple railroads attempt to serve the same destination, he was very much in tune with James J. Hill's philosophy of "community of interest," a loose affiliation or collusion among roads in an attempt to avoid duplicating routes, rate wars, weak finances and ultimately bankruptcies and reorganizations. Elliott would be left to make peace with the Hill-controlled Great Northern; the Harriman-controlled Union Pacific; and, between 1907 and 1909, the last of the northern transcontinentals, the Chicago, Milwaukee, St. Paul and Pacific Railroad, more commonly known as the Milwaukee Road. In later years, consolidation in American railroading brought the Northern Pacific together with the Burlington, the Great Northern, and the Spokane, Portland and Seattle Railway on March 2, 1970 to form the Burlington Northern Railroad. Ironically, the merger was allowed despite a challenge in the Supreme Court, essentially reversing the outcome of the 1904 Northern Securities ruling. Passenger Service The North Coast Limited was a famous passenger train operated by the Northern Pacific Railway between Chicago and Seattle via Bismarck, North Dakota. It commenced service on April 29, 1900, served briefly as a Burlington Northern train after the merger on March 2, 1970 and ceased operation the day before Amtrak began service (April 30, 1971). The Chicago Union Station to Minneapolis leg of the train's route was operated by the Chicago Burlington and Quincy railroad along its Mississippi River mainline through Wisconsin. In the mid 1970s, the North Coast Limited service was restarted by Amtrak as the North Coast Hiawatha operating via the Milwaukee Road mainline between Chicago and Minneapolis. The train continued running on a 3 day a week schedule until it was again discontinued in 1979. The North Coast Limited was the Northern Pacific's flagship train and the Northern Pacific itself was built along the trail first blazed by Lewis and Clark. Presidents of Northern Pacific Railway were: Henry Villard, 6th president of Northern Pacific • Josiah Perham, 1864-1866. • John Gregory Smith, 1866-1872. • George Washington Cass, 1872-1875. • Charles Barstow Wright, 1875-1879. For a suitable biography of Wright see the Dictionary of American Biography. • Frederick Billings, 1879-1881. • Henry Villard, 1881-1884. • Robert Harris, 1884-1888. • Thomas Fletcher Oakes, 1888-1893. • Brayton C. Ives, 1893-1896. • Edward Dean Adams, 1896. For a suitable biography of Adams see the Dictionary of American Biography. • Edwin Winter, 1896. • Charles Sanger Mellen, 1897-1903. • Howard Elliott, 1903-1913. • Jule Murat Hannaford, 1913-1920. • Charles Donnelly, 1920-1939. • Charles Eugene Denney, 1939-1950. • Robert Stetson Macfarlane, 1951-1966. • Louis W. Menk, 1966-1970. Chief Engineers of Northern Pacific Railway were: Edwin Ferry Johnson, 1803-1872 Engineer-in-Chief, 1867 Born: Essex, Vermont, May 23, 1803. Son of: John and Rachel (Ferry) Johnson. Educated: American Literary, Scientific and Military Academy, Middletown, Connecticut (now Norwich University). Married: Charlotte Shaloer, September 7, 1830; eight children. Career: Instructor, mathematics; assistant professor, natural history, American Literary, Scientific and Military Academy, 1825 to 1826; professor, mathematics, civil engineering, 1826 to 1829; in charge of land surveys for Erie Canal, 1829; Champlain Canal, 1830 to 1831; Morris Canal, 1831; assistant engineer in charge of surveys for Catsckill and Canajoharie, 1831; principal assistant engineer in location of 14 railroads, including New York and Erie, New York and Boston, Chicago, St. Paul and Fond du Lac, also four canals; president, Stevens Association, Hoboken, New Jersey; member, Connecticut Senate, 1856; mayor, Middletown, Connecticut, 1856 to 1857; chief engineer, Northern Pacific, 1867; consutling engineer, 1871; inventor, canal lock improvement, screw power press, six-wheeled locomotive truck, eight-wheeled locomotive. Author, Report Upon the Defenses of Maine, 1862; Report of a General Plan of Operations to the Secretary of War, 1863 (both at the request of the U.S. War Department); Review of the Project for a Great Western Railway, 1831; The Railroad To the Pacific, Northern Route, Its General Characteristics, Relative Merits, Etc., 1854. Died New York City, New York, April 12, 1872. No author. The National Cyclopedia of American Biography. New York: James T. White, 1940, p. 280. William Milnor Roberts, 1810-1881 Engineer-in-Chief, 1869 to 1879 Born: Philadelphia, Pennsylvania, February 12, 1810. Son of: Thomas Paschall and Mary Louise (Baker) Roberts. Married: Annie Gibson, June, 1837. Married: Adeline Beelen, November, 1868; at least nine children. Career: Assistant in survey and construction, Lehigh Canal, between Mauch Chunk and Philadelphia, 1826; senior assistant engineer for proposed Allegheny Portage Railroad, 1831 to 1834; general manager, 1834 to 1835; chief engineer, Lancaster and Harrisburg, 1837; in charge of construction of two-level lattice-truss bridge across Susquehanna River at Harrisburg, 1837; in charge of extensions of Pennsylvania State Canals, 1834 to 1840; built Bellefontaine and Indiana, Allegheny Valley, Atlantic and Mississippi, Iron Mountain; chairman, Commission to Consider Reconstruction of Allegheny Portage; constructed railroads in Middle West, 1855 to 1857; contracted to build Don Pedro Segundo, Brazil, 1865; proposed improvements of Mississippi River at Keokuk, Iowa, 1866; U.S. engineer in charge of improvement of navigation of Ohio River; associate chief engineer in construction of Eads Bridge across Mississippi River at St. Louis, 1868; engineer-in-chief, Northern Pacific, 1869 to 1879; member, Mississippi River Jetty Commission; chief engineer, all public works in Brazil, 1879 to 1881; vice-president, American Society of Civil Engineers, 1873 to 1878; president, 1878. Died Soledad, Brazil, July 14, 1881. No author. The National Cyclopedia of American Biography. New York: James T. White, 1940, p. 447. General Adna Anderson, 1827-1889 Engineer-in-Chief, February 18, 1880, to January, 1888 Born: July 25, 1827, Ridgway, Orleans County, New York. Entered railway service: February, 1847, chainman, location, New York and New haven; October, 1847, to November, 1848, assistant engineer, Connecticut River, Massachusetts; November, 1848, to September, 1849, assistant engineer, Mobile and Ohio; September, 1849, to March, 1850, assistant engineer, Ashuelot, New Hampshire; April to December, 1850, resident engineer, Michigan Southern and Northern Indiana; December, 1850, to September, 1852, locating engineer, Mobile and Ohio; September, 1852, to July, 1855, resident [engineer]; July, 1855, to January, 1860, chief engineer and superintendent, Edgefield and Kentucky; September, 1860, to January, 1861, chief engineer, Henderson and Nashville; January, 1861, to April, 1862, receiver, Edgefield and Kentucky; June, 1862, to February, 1863, assistant engineer and chief of [C]onstruction [C]orps, Army of Potomac (Federal) in Virginia; February, 1863, to February, 1864, chief engineer, [M]ilitary [R]ailroads of Virginia; February to November, 1864, general superintendent, [G]overnment [R]ailroads, [M]ilitary [D]ivision of Mississippi; November, 1864, to July, 1866, chief superintendent and engineer, [M]ilitary [R]ailroads, United States; February to May, 1867, chief engineer, Illinois and St. Louis Bridge, four years ending 1871; general superintendent, Kansas Pacific, [three] years ending May, 1874; vice-president and general manager, Toledo, Wabash and Western, January, 1872, to January, 1873; vice-president, Lafayette and Bloomington and fifteen months ending May, 1874, receiver, Chicago, Danville and Vincennes; January, 1878, to October, 1879, general manager, Paducah and Elizabethtown; February, 1880 to date, engineer-in-chief, Northern Pacific, and since October, 1886, second vice-president, same company. Talbott, E. H., Hobart, H. R., editors. The Biographical Directory of the Railway Officials of America for 1885. Chicago [Ill.]: Railway Age, 1885, p. 17. General Adna Anderson was born at Ridgway, Orleans [County], New York, July 25, 1827. He began his railway career in 1847, as chainman on the location of the New York and New Haven . From October, 1847, to November, 1848, he was [a]ssistant [e]ngineer of the Connecticut River Road; from November, 1848, to September, 1848, [a]ssistant [e]ngineer on the Mobile and Ohio ; from that date to March, 1850, [a]ssistant [e]ngineer on the Ashuelot, [New Hampshire] Road. Afterward he was successively [r]esident [e]ngineer of the Michigan Southern and Northern Indiana ; [l]ocating [e]ngineer of the Mobile and Ohio ; [c]hief [e]ngineer on the Tennessee and Alabama ; [c]hief [e]ngineer and [s]uperintendent of the Edgefield and Kentucky ; for a short time [c]hief [e]ngineer of the Henderson and Nashville . When the Edgefield and Kentucky failed, General Anderson was appointed receiver. When the War of the Rebellion broke out General Anderson offered his services to the Government, and was made [a]ssistant [e]ngineer and [c]hief of the Construction Corps of the Army of the Potomac in Virginia. In the following year he was made [g]eneral [s]uperintendent of Government Railroads of the Military Division of the Mississippi. From November, 1864, to July, 1866, he was [c]hief [s]uperintendent and [e]ngineer of all the military railroads. From February to May, 1867, he was [c]hief [e]ngineer of the Illinois and St. Louis Bridge; afterwards [g]eneral [s]uperintendent of the Kansas Pacific ; then [v]ice-[p]resident and [g]eneral [m]anager of the Toledo, Wabash and Western . General Anderson was made [p]resident of the Lafayette and Bloomington in 1873; he was appointed receiver of the Chicago, Danville and Vincennes in May, 1875; in February, 1880, he was made [c]hief [e]ngineer of the Northern Pacific. In the latter part of 1881 General Anderson took a long and fatiguing journey over the proposed line of the Northern Pacific , making a personal inspection of the proposed route across the backbone of the continent and through what was then the western wilds. From the observations made on this long journey from Bismarck to Portland, General Anderson became satisfied that the general route laid down by the late [William] Milnor Roberts, (Past President, [American Society of Civil Engineers]), as the line of the Northern Pacific, was in the main correct, at least so far as the line between the Missouri River and Columbia River is concerned, and on this line, substantially, he went on and completed the road, witnessing the driving of the last spike September 8, 1883. The main line having been completed from St. Paul to Wallula where junction was formed with the Oregon Railway and Navigation Company’s line, thus making a through line to Portland, the company turned its attention to its Cascade Division, intended to connect its line at some point near the mouth of [the] Snake River, with Tacoma on Puget Sound. Surveys for this division had been in progress much of the time since March, 1880, and much had been done even previous to that date, at intervals, in the way of reconnaissance and preliminary work. The company desired to build on the best attainable line, but to find this line, with conditions then existing, was a work of great difficulty, requiring time, labor and expense. General Anderson took great interest in all this work, but did not express any final judgment until the autumn of 1883, after all the information was available, when he reported that the line ought to be built through Stampede Pass, believing it to be the route that could be operated at least expense and that it would best protect the company from the encroachments of rival enterprises, which judgment has been fully confirmed by the events of the past two years. In October, 1886, General Anderson was elected [second] [v]ice-[p]resident of the Northern Pacific , which position, together with that of [c]hief [e]ngineer of this road, he held up to January, 1888. General Anderson married, in 1856, Miss Juliet C. Van Wyck, who with their six children survives him. The eldest daughter, Miss Sallie, married Lieutenant John C. Fremont, Jr., a son of General John C. Fremont, who is a lieutenant in the United States Navy; the oldest son, Philip Van Wyck Anderson, is a [c]ivil [e]ngineer on the Northern Pacific , and the younger children, John C., Elizabeth Van Wyck and Mary Van Cortlandt, reside with their mother at their home in Sing Sing. In May, 1889, General Anderson opened an office in New York, at 155 Broadway, where he was engaged in organizing the Gordon Fire Alarm Company and the Steel Car Company. About a year before his death he contracted what is known as mountain fever while on one of his western trips, from which he never entirely recovered. General Anderson was a quiet and somewhat taciturn man, of absolute integrity and clear headed, impartial judgment. He was a steadfast, kindly fried through evil or good report. His works were managed with honorable motives and without scandal. He served his country during the long War of the Rebellion with honor and fidelity. While he must have had many opportunities to become wealthy in legitimate ways, the fact that he died poor shows that no consideration of self-interest was allowed to influence him a hair’s breadth in his professional duties or in his loyalty to the enterprise he served. General Anderson deserves to be remembered among men and engineers as one of the noble ones produced by this country. [Died May 15, 1889, Philadelphia, Pennsylvania.] [Bogue, Virgil Gay, L. L. Buck, W. H. Whiton.] Proceedings of the American Society of Civil Engineers, n.d. [circa 1889] John William Kendrick, 1853-1924 Chief Engineer, January, 1888, to July, 1893 Born: October 14, 1853, Worcester, Massachusetts. Education: Worcester Polytechnic Institute, C.E., 1873. Entered railway service: 1879 as levelman construction party in Yellowstone Valley for the Northern Pacific Railroad, since which he has been consecutively 1879 to 1880, location work; 1880 to 1883, in charge of construction of 160 miles of Missouri and Yellowstone divisions; 1883 to 1888, chief engineer, St. Paul and Northern Pacific Railroad, in charge of main line and terminals between Brainerd and St. Paul, Minnesota; 1888 to July, 1893, chief engineer, Northern Pacific Railroad and leased lines; July, 1893, to February 1, 1899, general manager for receivers, same road and reorganized road, the Northern Pacific Railway; February 1, 1899 to date, second vice-president. Busbey, T. Addison, editor. The Biographical Directory of the Railway Officials of America, 1901 edition. Chicago [Ill.]: Railway Age and Northwestern Railroader, 1901, p. 298. Edwin Harrison McHenry, 1859-August 21, 1931 Chief Engineer, July, 1893, to September 1, 1901 Born: January 25, 1859, at Cincinnati, Ohio. Educated: Pennsylvania Military College at Chester, Pennsylvania. Entered railway service: 1883 as rodman on Black Hills Branch, Northern Pacific, since which he has been consecutively rodman, chainman, draftsman, leveler, transitman, assistant engineer, division engineer, principal assistant engineer, and November 1, 1893, to January 1, 1896, chief engineer; October, 1895, to October, 1896, also receiver same road; September 1, 1896, to September 1, 1901, chief engineer reorganized road, the Northern Pacific, in charge of location, construction and maintenance; 1901 and 1902, visited China, Japan and Philippine Islands; June 1, 1902, to May 10, 1904, chief engineer, Canadian Pacific; October 1, 1904, to date, first vice-president, Consolidated Railway, in charge of construction, operation and maintenance of the trolley lines owned by the New York, New Haven and Hartford, and also fourth vice-president, New York, New Haven and Hartford, in charge of Electrical Department covering electrical construction and maintenance of lines operated by electricity. Busbey, T. Addison, editor. The Biographical Directory of the Railway Officials of America, Edition of 1906. Chicago [Ill.]: Railway Age, 1906, pp. 381-82. William Lafayette Darling, 1856-1938 Chief Engineer, September 1, 1901, to September, 1903, and January, 1906, to 1916 Born: Oxford, Massachusetts, March 24, 1856. Son of: William Edward and Cynthia Marana (Steers) Darling. Married: Alice Ernestine Bevans, April 15, 1901. Children: Fayette Bevans, William Lowell and Edna Cyrena. Education: Worcester Polytechnic Institute (Bachelor’s of Science, 1877); [lettered in] baseball and football. Career: engineering construction, Northern Pacific, 1879 to 1883; division engineer, St. Paul and Northern Pacific (now Northern Pacific), 1883 to 1884; engineer, Chicago, Burlington and Quincy, 1884; engineer, location and construction, St. Andrews Bay and Chipley, 1884 to 1885; resident engineer in charge of terminals in St. Paul and Minneapolis, Chicago, Burlington and Northern (now Chicago, Burlington and Quincy), 1885 to 1887; engineer, location and construction, Duluth, Watertown and Pacific (now Great Northern), 1887; located the line afterwards built by the Great Northern from Sioux Falls to Yankton, South Dakota, 1887 to 1888; engineer in charge of washout repairs from Minot, North Dakota, to Great Falls [Montana], Great Northern, 1888. The following positions with the Northern Pacific: in charge of construction of Howe truss bridge[s] in Montana, 1888 to 1889; in charge of location and construction of line from Little Falls to Staples, Minnesota, 1889; in charge of location and construction of the Coeur d’Alene Branch, 1889 to 1890; principal assistant engineer in charge of engineering and construction, 1891 to 1892; division engineer in charge of engineering from St. Paul, Minnesota, to Billings, Montana, 1892 to 1896; division engineer and assistant chief engineer, 1896 to 1901; chief engineer, 1901 to 1903. Chief engineer and vice-president, Gulf Construction Company, building a line from St. Louis to Kansas City, 1905; chief engineer, Pacific Railway (now Chicago, Milwaukee, St. Paul and Pacific), 1905 to 1906; chief engineer, Northern Pacific system and allied lines and during same period was vice-president and construction engineer in charge of construction of the Portland and Seattle Railway (now Spokane, Portland and Seattle), also during this period was construction engineer of the Pittsburgh and Gilmore. Since 1916 he has been consulting engineer, at St. Paul with the following activities: Associate member, Naval Consulting Board during the World War; appointed a member of the Advisory Commission of Railway Experts to Russia by the Secretary of State, 1917; Member of Board of Economics and Engineering for the Owners of Railroad Securities in New York, 1921 to 1922. Public office: Member, City Planning Board, St. Paul; Member, City Zoning Board, St. Paul. Clubs and Fraternities: American Railway Engineering Association (former director); American Society of Civil Engineers; Permanent Association of Navigation Congresses; General Contractors of America (honorary member); Minnesota Club, St. Paul; University Club, St. Paul; Thirty-second degree Mason; Shriner; Protestant; Republican. Home address: 2100 Iglehart Avenue, St. Paul, Minnesota. No author. Who’s Who in Railroading – United States, Canada, Mexico, Cuba – 1930 Edition. New York: Simmons-Boardman, 1930, p. 124. Edward J. Pearson, 1863-1928 Chief Engineer, September, 1903, to December, 1905 Born: October 1863 at Rockville, Indiana. Education: Graduated from Engineering Department of Cornell University. Entered railway service: 1880 as rodman Missouri Pacific, since which he has been consecutively to 1883, in Engineering Department Missouri, Kansas and Texas and Atlantic and Pacific; 1883 to 1885, assistant engineer, Northern Pacific; 1885 to April, 1890, supervisor, Bridges, Buildings and Water Supply, Minnesota and St. Paul divisions; April, 1890, to May, 1892, division engineer, Eastern Division of same road; May, 1892, to May, 1894, principal assistant engineer at Chicago in charge of construction of Chicago Terminal Lines and of work on the Wisconsin Central Lines being operated by the Northern Pacific; May, 1894, to August, 1895, superintendent, Yellowstone Division, Glendive, Montana; August, 1895, to December, 1898, superintendent, Rocky Mountain Division, Missoula, Montana; December, 1898, to April, 1902, superintendent, Pacific Division, Tacoma, Washington; April, 1902, to September, 1903, assistant general superintendent; September, 1903, to May 1, 1904, acting chief engineer, and May 1, 1904, to December, 1905, chief engineer; December 1905, to date, chief engineer, Pacific Railway. Busbey, T. Addison, editor. The Biographical Directory of the Railway Officials of America, Edition of 1906. Chicago [Ill.]: Railway Age, 1906, p. 467. Howard Eveleth Stevens, 1874-1928? Chief Engineer, 1916 to 1928 Born: Bluehill, Maine, March 8, 1874. Education: University of Maine (Civil Engineer, 1897). Career: Engaged in survey and bridge work and in 1900 was associated with Ralph Modjeski, Construction Engineer, Chicago, on bridge design, fabrication and construction, which included, among other structures, the bridge over the Mississippi River at Thebes, Illinois. Entered railway service: 1904 as a draftsman in the Bridge Department of the Northern Pacific and was later assistant engineer, specializing in steel bridge design; 1906-16, bridge engineer; 1916 to 1928, chief engineer; 1928 to 1938; 1938—, vice-president, Maintenance and Operation. No author. Who’s Who In Railroading in North America, 1940 edition. New York: Simmons-Boardman, 1940, p. 606. Bernard Blum, 1883-1954? Chief Engineer, 1928 to March, 1953 Born: Chicago, Illinois, February 12, 1883. Son of: August and Edith (Bromfield) Blum. Married: Lillian Swan Wynn, August 8, 1908. Education: Massachusetts Institute of Technology (Bachelor of Science, Civil Engineering, 1904). Entered railway service: 1905 as rodman, Chicago Junction, serving in this capacity and as draftsman, inspector. and assistant engineer, until 1907. His subsequent career, all service with Northern Pacific, has been as follows: 1907 to 1909, assistant engineer on construction projects; 1909 to 1910, assistant to division engineer; 1910 to 1911, roadmaster; 1911 to 1916, assistant district engineer; 1917 to 1919, district engineer; 1919 to 1928, engineer, maintenance-of-way; 1928—, chief engineer, Northern Pacific, St. Paul, Minnesota. Member: American Society of Civil Engineers; St. Paul Engineers Society; Minnesota Federation Architectural and Engineering Societies; University Club; St. Paul Athletic Club; Matoska Country Club. Home Address: 580 Laurel Avenue, St. Paul, Minnesota. Harold Robert Peterson, 1896-1963 Chief Engineer, March, 1953, to May, 1962 Born: Minneapolis, Minnesota, September 5, 1896. Married: Clariece Munsey, January 1, 1940. Education: Minneapolis public and high schools; University of Minnesota (Bachelor’s of Science in Engineering, 1918). Entered railway service: November, 1918, as draftsman, district engineer, Northern Pacific. Subsequent career: February to June, 1920, structural draftsman, Toltz, King, and Day, consulting engineers, St. Paul; June 1920 to 1925, draftsman, Bridge Department, Northern Pacific; 1925, inspector, bridge construction, Northern Pacific; 1926 to 1927, resident engineer, branch line construction, Northern Pacific; 1928, assistant engineer, grade separation project, Northern Pacific; 1929 to 1935, assistant engineer, bridge design, construction and special assignments, Northern Pacific; 1936 to 1937, assistant engineer, special assignment, Spokane, Portland and Seattle; 1938 to October, 1940, assistant engineer, bridge design and special assignments, Northern Pacific; October, 1940, to April, 1944, office engineer, Northern Pacific; April, 1944, to December, 1946, principal assistant engineer; December, 1946, to March, 1953, assistant chief engineer, Northern Pacific; March, 1953—, chief engineer, Northern Pacific. Member: American Railway Engineering Association; American Society of Civil Engineers; Engineer’s Society of St. Paul; Northwest Maintenance-of-Way Club; Alpha Rho Chi; St. Paul Athletic Club; Congregational, Republican. Home address: 3433 Fifth Avenue South, Minneapolis, Minnesota Moore, Russell F., editor. Who’s Who in Railroading in North America, 1959 edition. New York: Simmons-Boardman, 1959, p. 500. Douglas Harlow Shoemaker, 1905-1972? Chief Engineer, May, 1962, to March 2, 1970 Born: Bushnell, South Dakota, June 18, 1905. Son of: Harlow Smith and Ada (Holmes) Shoemaker. Married: Loretta V. Young, August 27, 1927. Children: Marie Louise, Douglas Joseph, Walter Francis. Education: University of Minnesota (Bachelor’s of Science, Civil Engineering, 1929). Career: October, 1929, draftsman, Bridge Department, Northern Pacific, until May, 1932; May, 1932, to June, 1933, inspector, Minnesota Highway Department; June, 1933, to 1935, superintendent and estimator, Nolan Brothers, Incorporated, contractors, Minneapolis; June, 1935, to May, 1936, partner with Industrial Contracting Company, bridge contractors; May, 1936, Northern Pacific, as draftsman, Bridge Department; August, 1936, to October, 1940, instrumentman, inspector, district engineer; October, 1940, to February, 1941, draftsman, Bridge Department; February, 1941, to June, 1942, division engineer, Fargo, North Dakota; June, 1942, to December, 1943, division engineer, Glendive, Montana; December, 1943, to June, 1945, assistant engineer, construction of Bozeman Tunnel; June, 1945, to December, 1947, assistant engineer, location and construction of line change; December, 1947, to May, 1949, office engineer, St. Paul; May, 1949, to February, 1951, principal assistant engineer, St. Paul; February, 1951, to March, 1953, district engineer, St. Paul; March, 1953, to April, 1956, assistant chief engineer, St. Paul; August, 1956, to April, 1958, special assistant, Executive Department; April, 1958, to May, 1962, assistant chief engineer; May, 1962--, chief engineer. Member: American Society of Civil Engineers (Northwest Section); American Railway Engineering Association (Committee Four); Engineer’s Society of St. Paul; Northwest Maintenance-of-Way Club; Catholic; Republican. Home address: 1810 Montreal Avenue, St. Paul, Minnesota. Osthoff, Frederick C., editor. Who’s Who in Railroading, 1968 edition. New York: Simmons-Boardman, 1968, p. 449. Notable and Preserved Equipment Northern Pacific was known for many firsts in locomotive history and was a leader in the development of modern supersteam locomotives. NP was one of the first railroads to use Mikado 2-8-2 locomotives in the USA. The 4-8-4, known as the Northern on many railroads, was first built by Alco in 1926 for NP and designated Class A. The 2-8-8-4, called the Yellowstone, was first built for the NP by Alco in 1928 and numbered 5000, Class Z-5, with more built by Baldwin Locomotive Works in 1930. Much of this and later devopment was due to NP's need to burn low grade semibituminous coal strip-mined at Rosebud, Montana. The coal thus called Rosebud had a Btu 50 percent lower than eastern coal which meant that the fireboxes had to be bigger than those used by most locomotives. The Wootten firebox was used, which was also used by the anthracite railroads. The Northern Pacific purchased Timken 1111 called the "Four Aces," the first locomotive built with roller bearings, in 1933. The Northern Pacific renumbered it 2626 and classified it as the sole member of locomotive Class A-1. It was used in passenger service in Washington, Oregon, Idaho and Montana until 1957 when it was retired from active service despite attempts to preserve the locomotive. After Timken 1111, the NP bought only roller bearing locomotives. Twenty Northern Pacific steam locomotives have been preserved: • Two 0-4-0 engines (the "Minnetonka" and 8). • Five 0-6-0 engines, representing classes L-4 (927), L-5 (924), L-7 (1031) and L-9 (1068 and 1070). • One 2-6-2 engine, class T (2435). • One 2-8-0 engine, class Y-1 (25). • One 2-8-2 engine, class W-3 (1762). • One 4-4-0 engine, class C-1 (684). • Five 4-6-0 engines, representing classes S-4 (1354, 1356, 1364 & 1382) and S-10 (328). • Four 4-6-2 engines, representing class Q-3 (2152, 2153, 2156 & 2164). In addition, preserved SP&S 700, a 4-8-4, was derived from Northern Pacific designs. The Northern Pacific Rotary 10 steam snowplow, built in November 1907, is currently owned by the Northwest Railway Museum and is on display in Snoqualmie, Washington. Eight cars originally built for Northern Pacific by the Pullman Company in the early 1900s are now used in daily service on the Napa Valley Wine Train (NVRR). These cars were sold by NP to Denver and Rio Grande Western Railroad in 1960 and were used for the Ski Train between Denver and Winter Park, Colorado, before the NVRR purchased them in 1987. Quelle: Wikipedia, the free encyclopedia

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